TRACTOR

RIPAIR
Series 10 MANUAL
& Volumes
Series 30 1,2,3,4,5 & 6

FORD MOTOR CO.

Tractors
Series 10
(J)
Series 30
Part 1 - m
Engine Systems
Part 2-
Fuel Systems JJ
Vol. 1
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40001020-1 11/95
r IReprinted I
 NOTE
Some of the information in this manual is reprinted from the previous Repair Manual as the
service information contained herein is equally applicable to the new Series 10 and Series
30 models. First check the appropriate section to see if the model has a specific chapter. If
no model is shown, the model numbers have been updated as follows:

From To

Ford 2600 Ford 2610

Ford 3600 Ford 3610, 2810, 3230, or 3430
Ford 4100 Ford 4110, 3910, or 3930
Ford 4600 Ford 4610, 4630
Ford 5600 Ford 5610
Ford 6600 Ford 6610
Ford 6700 Ford 6710
Ford 7600 Ford 7610, 7810*
Ford 7700 Ford 7710, 8210**

Tractor models 7810 and 8210 have been added to this manual. Both tractors utilize the
401 CID engine from the TW Series tractors. The engine repair information from the TW
Repair Manual is reprinted at the end of Section 1 for your benefit.

* The Model 7810 tractor is based on the Model 7610 tractor with the exception of a
modified, derated TW-5 engine. Repair procedures for the 761 a should be followed except
for the engine proper. Refer to the TW-5 material for engine repair. One important
exception must be noted. The Model 7810 engine oil pump location and drive is the same
as the Model 7610.

** The Model 8210 tractor is based on the Model 7710 tractor with exception of a derated
TW-5 engine. Repair procedures for the 7710 should be followed except for the engine
proper. Refer to the TW-5 material for engine repair.

Both Models 7810 and 8210 utilize the same inline fuel injection pump used on the TW-5
tractor. Fuel delivery specifications vary. Any repair or adjustment must be carried out by
an authorized fuel injection repair service.

Ford New Holland, Inc.

 FOREWORD
This Service Manual provides information for the correct servicing and
overhaul of the Ford Series 10 and Series 30 3- and 4-cylinder agricul-
tural tractors, including derivative models, and is an essential publica-
tion for all service personnel carrying out repairs or maintenance on
these tractors. We recommend that this manual be available for refer-
ence at all times.
The Service Manual consists of fourteen Parts contained in six volumes.
A Table of Contents is included in each volume which lists all fourteen
Parts and the volume where each can be found. Five Parts have been
reprinted from the prior Repair Manual as the service information in
these five Parts is still valid for the new model series. A page giving a
model cross reference is included in the front of each volume to advise
the reader to transpose model numbers.
All Parts are subdivided into Chapters which convey information on gen-
eral operating principles, detailed inspection and overhaul procedures
and, where applicable, specifics on troubleshooting, special tools and
specifications. Any reference in this manual to right, left, rear, front, top
or bottom is as viewed from the operator's seat.
The information contained herein was correct at the time of going to print
but Ford New Holland, Inc. policy is one of continuous improvement and
the right to change prices, specifications, equipment or design at any-
time without notice is reserved. All data in this manual is subject to pro-
duction variations and the illustrations do not necessarily depict tractors
to standard build specifications.

Ford New Holland, Inc.

(i ii)
 PRODUCTION DATE CODES
AND SERIAL NUMBERS
Ford Tractors have a series identification plate located under the radiator filler access cover
for Ford 6710 and 7710 models and under the right-hand hood panel for all other models.

Whenever effecting repair or overhaul the relevant series information should be noted and used
when referring to Service Bulletins and/or the Parts Catalogue.

TRACTOR SERIES IDENTIFICATION PLATE

This plate is stamped with the following information:

• TRACTOR NUMBER - Serial number • TRANSMISSION- Transmission prod-

prefixed by the letter 'A', 'B' or 'c', uction date code.

• REAR AXLE - Rear axle production

• MODEL - Production model code. date code.

• UNIT - Production unit date code. • HYD. PUMP - Hydraulic pump pro-
duction date code.

• ENGINE - Serial number and engine • HYD. LI FT '- Hydraulic power lift
production date code. production date code.

KEY TO PRODUCTION DATE CODES

First Number First Letter Second Number Second Letter

YEAR MONTH DAY OF MONTH PRODUCTION SHIFT
1-1981 A-Jan. G-July 01/28/29/30/31 A-Midnight
2-1982 B-Feb. H-Aug. B-Day
3-1983 C-March J-Sept. C-Afternoon
4-1984 D-April K-Oct.
5-1985 E-May L-Nov.
F-June M-Dec.

Example of Production Unit Date Code 1 L o 3 B

~ ~
Year of Final Month of Year Day of Month Shift Period
Assembly (1981) (November) (Third) (Day)

(iv)
 FUEL INJECTION PUMP
DATE CODES

The fuel injection pumps carry an identification plate with the pump type number, serial number
and ma nufacturer's production date code. The date code can be identified by reference to the
following chart.

MONTH CODE YEAR CODE

1981-82 1983-86
January N A 1981 Y
February a B
March P C 1982 Z
April R D
May S E 1983 A
June T F
July U G 1984 B
August V H
September W J 1985 C
October X K
November Y L 1986 D
December Z M

Example of Fuel Injection Pump Identification Plate

3342F 770

R 22564 P Z

Pump Type Manufacturer'S Month of Year Year

Number Serial Number (March) (1982)

(v)
 SAFETY PRECAUTIONS
Practically all Service work involves the need to drive the tractor. The Operators Manual, supplied with each
tractor, contains detailed safety precautions relating to Driving, Operating and Servicing that tractor. These
precautions are as applicable to the service technician as they are to the operator, and should be read,
understood and practised by all personnel.

Prior to undertaking any maintenance, repair, overhaul, dismantling or re-assembly operations, whether
within a workshop facility or out "in the field", consideration should be given to factors that may have an
effect upon Safety. Not only upon the mechanic carrying out the work, but also upon bystanders.

PERSONAL CONSIDERATIONS
• The wrong clothes or carelessness in dress can cause accidents. Check to see that you are suitably
clothed.
Some jobs require special protective equipment.

• Eye Protection
The smallest eye injury may cause loss of vision. Injury can be avoided by wearing eye protection when
engaged in chiselling, grinding, discing, welding, painting, etc.

• Breathing Protection
Fumes, dust and paint spray are unpleasant and harmful. These can be avoided by wearing respiratory
protection.
• Hearing Protection
Loud noise may damage your hearing and the greater the exposure the worse the damage. If you feel the
noise excessive wear ear protection.

• Hand Protection
It is advisable to use a protective cream before work to prevent irritation and skin contamination. After
work clean your hands with soap and water. Solvents such as white spirit, paraffin, etc., may harm the
skin.

• Foot Protection
Substantial or protective footwear with reinforced toe-caps will protect your feet from falling objects.
Additionally oil-resistant soles will help to avoid slipping.

• Special Clothing
For certain work it may be necessary to wear flame- or acid- resistant clothing.
• Avoid injury through incorrect handling of components. Make sure you are capable of lifting the object. If
in doubt get help.
EQUIPMENT CONSIDERATIONS

• Machine Guards
Before using any machine, check to ensure that the machine guards are in position and serviceable.
These guards not only prevent parts of the body or clothing coming in contact with the moving parts of
the machine, but also ward off objects that might fly off the machine and cause injury.

• Lifting Appliances
Always ensure that lifting equipment, such as chains, slings, lifting brackets, hooks and eyes are
thoroughly checked before use. If in doubt, select stronger equipment than is necessary.
Never stand under a suspended load or raised implement.

• Compressed Air
The pressure from a compressed air line is often as high as 100 Ibf lin 2 (6.9 bar) (7 kgf/cm2). It is perfectly
safe if used correctly. Any misuse may cause injury.
Never use compressed air to blow dust, swarf, dirt, etc., away from your work area unless the correct
type of nozzle is fitted.
Compressed air is not a cleaning agent, it will only move dust, etc., from one place to another. Look
around before using an air hose as bystanders, may get grit into their eyes, ears or skin.

(vi)
• Hand Tools
Many cuts, abrasions and injuries are caused by defective or improvised tools. Never use the wrong tool
for the job, as this generally leads either to some injury, or to a poor job.

Never use

A hammer with a loose head or split handle.

- Spanners or wrenches with splayed or worn jaws.
- Spanners or files as hammers; or drills, clevis pins or bolts as punches.

For removing or replacing hardened pins use a copper or brass drift rather than a hammer.

For dismantling, overhaul and re-assembly of major and sub components, always use the Special Service
Tools recommended.

These will reduce the work effort, labour time and the repair cost.

Always keep tools clean and in good working order.

• Electricity
Electricity has become so familiar in day to day usage, that it's potentially dangerous properties are often
overlooked. Misuse of electrical equipment can endanger life.

Before using any electrical equipment - particularly portable appliances - make a visual check to
ensure that the cable is not worn or frayed and that the plugs, sockets, etc., are intact. Make sure you
know where the nearest isolating switch for your equipment is located.

GENERAL CONSIDERATIONS

• Solvents
Use only cleaning fluids and solvents that are known to be safe. Certain types offluids can cause damage
to components such as seals, etc., and can cause skin irritation. Solvents should be checked that they are
suitable not only for the cleaning of components and individual parts, but also that they do not affect the
personal safety of the user.

• Housekeeping
Many injuries result from tripping or slipping over, or on, objects or material left lying around by a careless
worker. Prevent these accidents from occurring. If you notice a hazard, don't ignore it remove it.

A clean, hazard-free place of work improves the surroundings and daily environment for everybody.

• Fire
Fire has no respect for persons or property. The destruction that a fire can cause is not always fully
realised. Everyone must be constantly on guard.

Extinguish matches/cigars/cigarettes, etc., before throwing them away.

Work cleanly, disposing of waste material into proper containers.
Locate the fire extinguishers and find out how to operate them.
Do not panic warn those near and raise the alarm.
Do not allow or use an open flame near the tractor fuel tank, battery or component parts.

• First Aid
In the type of work that mechanics are engaged in, dirt, grease, fine dusts, etc., all settle upon the skin
and clothing. If a cut, abrasion or burn is disregarded it may be found that a septic condition has formed
within a short time. What appears at first to be trivial could become painful and injurious. It only takes a
few minutes to have a fresh cut dressed, but it will take longer if you neglect it. Make sure you know
where the First Aid box is located.

• Cleanliness
Cleanliness of the tractor hydraulic system is essential for optimum performance. When carrying out
service and repairs plug all hose ends and component connections to prevent dirt entry.

Clean the exterior of all components before carrying out any form of repair. Dirt and abrasive dust can
reduce the efficiency and working life of a component and lead to costly replacement. Use of a high
pressure washer or steam cleaner is recommended.

(vii)
OPERATIONAL CONSIDERATIONS

• Stop the engine, if at all possible, before performing any service.

• Place a warning sign on tractors which, due to service or overhaul, would be dangerous to start.
Disconnect the battery leads if leaving such a unit unattended.

• Do not attempt to start the engine while standing beside the tractor or attempt to by-pass the safety start
switch.

• Avoid prolonged running of the engine in a closed building or in an area with inadequate ventilation as
exhaust fumes are highly toxic.

• Always turn the radiator cap to the first stop, to allow pressure in the system to dissipate when the
coolant is hot.

• Never work beneath a tractor which is on soft ground. Always take the unit to an area which has a hard
working surface ',- concrete for preference.

• If it is found necessary to raise the tractor for ease of servicing or repair, ensure that safe and stable
supports are installed, beneath axle housings, casings, etc., before commencing work.

• Certain repair or overhaul procedures may necessitate "separating the tractor", either at the
engine/front transmission or front transmission/rear transmission connections. These operations are
simplified by the use of the Tractor Splitting Kit/Stands. Should this equipment not be available, then
every consideration must be given to stability, balance and weight of the components, especially if a cab
is installed.

• Use footsteps or working platforms when servicing those areas of a tractor that are not within easy reach.

• Before loosening any hoses or tubes connecting implements to remote control valves, etc., switch off
the engine, remove all residual pressure in the lines by moving operating levers several times. This will
remove the danger of personal injury by oil spurt.

• Prior to pressure testing, ensure all hoses and connectors, not only of the tractor, but also those of the
test equipment, are in good condition and tightly secured. Pressure readings must be taken with the
gauges specified. The correct procedure should be rigidly observed to prevent damage to the system or
the equipment, and to eliminate the possibility of personal injury.

• When equipment or implements are required to be attached to the hydraulic linkage, either for testing
purposes or for transportation, then "position control" should be engaged.

• Always lower equipment to the ground when leaving the tractor.

• If high lift attachments are fitted to a tractor beware of overhead power, electric or telephone cables
when travelling. Drop attachment near to ground level to increase stability and minimise risks.

• Do not park or attempt to service a tractor on an incline. If unavoidable, take extra care and block all
wheels.

• Observe recommended precautions as indicated in this Repair Manual Part 13 when dismantling the air
conditioning system as escaping refrigerant can cause frostbite.

• Prior to removing wheels and tyres from a tractor, check to determine whether additional ballast (liquid or
weights) has been added. Seek assistance and use suitable equipmentto supportthe weight of the wheel
assembly.

• When inflating tyres beware of over inflation - constantly check the pressure. Over inflation can cause
tyre burst and result in personal injury.

Safety precautions are very seldom the figment of someone's imagination. They are the result of sad
experience, where most likely someone has paid dearly through personal injury.

Heed these precautions and you will protect yourself accordingly. Disregard them and you may duplicate the
sad experience of others.

Safety is everybody's responsibility.

(viii)
 CONTENTS
Part 1 - Engine Systems II II II II II II II II II • II •• II •• Vol. 1
Part 2 - Fuel Systems .. II •••••••••• II II II II • II Vol. 1
Part 3 - Electrical Systems
Chapter 1 to Chapter 8 .............................. Vol. 2A
Part 3 - Electrical Systems
Chapter 9 to Chapter 14 ............................. Vol. 2B
Part 4 - Clutches ............................................ Vol. 3
Part 5 - Transmission Systems ............................... Vol. 3
Part 6 - Power Take-Off ...................................... Vol. 3
Part 7 - Rear Axle & Brakes .................................. Vol. 4
Part 8 - Hydraulic Systems ................................... Vol. 4
Part 9 - Steering Systems .................................... Vol. 4
Part 10 - Front Axle .......................................... Vol. 5
Part 11 - Safety Cabs & Platforms ............................ Vol. 5
Part 12 - Separating the Tractor .............................. Vol. 6
Part 13 - Accessories & General .............................. Vol. 6
Part 14 - Model Derivatives ................................... Vol. 6
 PART 1
ENGINE SYSTEMS
Chapter 1
DIESEL ENGINES

Section Page
A. DIESEL ENGINE-DESCRIPTION AND OPERATION 1
B. DIESEL ENGINE-OVERHAUL 4

Chapter 2
COOLING SYSTEM

Section Page
A. COOLING SYSTEM-DESCRIPTION AND OPERATION 1
B. COOLING SYSTEM-OVERHAUL 2

Chapter 3
GASOLINE ENGINES

Section Page
A. GASOLINE ENGINE-DESCRIPTION AND OPERATION 1
B. GASOLINE ENGINE-OVERHAUL

Chapter 4
TROUBLE SHOOTING, SPECIFICATIONS AND
SPECIAL TOOLS

Section Page
A. TROUBLE SHOOTING 1
B. SPECIFICATIONS 6
C. SPECIAL TOOLS 18

(i)
 PART 1
ENGINE SYSTEMS
Chapter 1
DIESEL ENGINES

Section Page
A. DIESEL ENGINE-DESCRIPTION AND OPERATION 1
B. DIESEL ENGINE-OVERHAUL 4

A. DIESEL ENGINE-DESCRIPTION AND OPERATION

This Chapter describes the overhaul and
repair of the Ford Tractor direct injection
diesel engines. The Chapter covers the 3 and
4-cylinder engines, the latter in both the
normally aspirated and turbocharged forms,
Figures 1, 2, 3 and 4.
The engines feature cross flow cylinder
heads with the inlet and exhaust manifolds
on opposite sides of the head. The combus-
tion chamber is formed in the crown of the
piston which has three compression and
one oil control ring, all located above the
piston pin.

All the engines are of similar design and hence

service procedures are basically common
throughout the range. The major difference
between the engines is that the 4-cylinder units
are fitted with a dynamic engine balancer and
the Ford 7610 and 7710 engines are
turbocharged.
The cylinder head assembly incorporates
the valves, valve springs and spring retainers.
Valve guides are an integral part of the
cylinder head with replaceable valve seats
pressed into the valve ports.

The following chart shows the 3 and 4~cylinder diesel engine options available.

Ford
Ford Ford Ford Ford Ford, Ford 7610 & 7710
Model 2610 3610 4110 4610 5610 6610& 6710 (Turbo-
charged)

No. of
Cylinders 3 3 3 3 4 4 4

Bore 4.2in. 4.4 in. 4.4 in. 4.4 in. 4.4 in. 4.4in. 4.4 in.
(106.7 mm) (111.8mm) (111.8mm) (111.8 mm) ( 111.8 mm) (111.8 mm) (111.8mm)

Stroke 4.2 in. 4.2in. 4.4 in. 4.4 in. 4.2in. 4.4 in. 4.4in.
(106.7 mm) (106.7 mm) (111.8 mm) (111.8 mm) (106.7 mm) (111.8 mm) (111.8 mm)

Displace- 175in 3 192in 3 201 in3 201 in3 256 in 3 268 in 3 268in 3
ment (2868 em 3) (314/cml) (3294cm 3 ) (3294cm 3 ) (4195cm 3 ) (4393cm 3 ) (4393cm 3)

1
--_IIIIIIlIIIiIIIIIlIiIIJIIIlIIIIIIII1IIIIIIIIIJIIIIIJIIIIIIIlIiIIJIIIlIIII-PART 1 ENGiNE SYSTEMSIIJIIIIIJIIIIII_ _IIIlIlIIIIIIIIIIIIIIlIIIiIIIIIIJIIIIIJIIIIIIIIIIIIIIIIIIlII_-

1 Figure 3
3-Cylinder Diesel Engine with Distributor Type 4-Cylinder Diesel Engine with In-Line Type Fuel
Fuel injection Pump injection Pump

The crankshaft is supported in the cylinder Front and rear crankshaft oil sealing is
block by four main bearings for the 3-cylinder effected by one piece, single lip type seals.
engine and five main bearings for the
4-cylinder engine. Crankshaft end thrust is
suppressed by a thrust bearing located on The crankshaft rear main bearing carrier
the second main bearing of the 3-cylinder block is sealed by two composition type
engine and the centre (third) main bearing side seals and a gasket positioned between
of the 4-cylinder engine. the block and the engine rear adaptor

Figure 2 Figure 4
4-Cylinder Diesel Engine with Distributor Type 4-Cylinder Turbocharged Diesel Engine with
Fuel Injection Pump In-Line Type Fuel Injection Pump

2
------------------------CHAPTER1------------------------
A crankshaft driven dynamic balancer,
installed on the 4-cylinder engines, counter-
acts out-of-balance forces and thereby
reduces engine vibration. The balancer
housing is bolted to the bottom ofthe cylinder
block and contains two meshing gears
which are driven and timed from a gear
machined on the crankshaft.
The piston connecting rods are of T section
and for the turbocharged engines a centrally
drilled hole facilitates both pressure lubrica-
tion of the piston pin bushing and cooling
of the piston crown.
The fully floating piston pin is retained in the
piston by two snap rings.
LUBRICATION SYSTEM
Lubrication of the engine is maintained by a
rotor type oil pump mounted at the base of
the engine block. The oil pump is driven
from the camshaft and draws oil from the
engine sump through a wire mesh screen.
A spring loaded relief valve in the pump body
limits the pressure in the system by directing
excess oil back to the intake side of the pump.
Oil passes from the pump to an external,
throw-away, spin on type filter incorporating
a relief valve which permits oil to be by-
passed, if filter blockage occurs, and so
ensures engine lubrication at all times.
Oil flows from the filter to the main oil
gallery which runs the length of the cylinder
block and intersects the camshaft follower
chambers.
The main gallery also supplies oil to the
crankshaft main bearings and to the con-
necting rod journals via drillings in the
crankshaft. Drilled passages from each main
bearing direct oil to the camshaft bearings.
3
The camshaft drive gear bushing is pressure
lubricated through a drilled passage from
the front main bearing. The gear has small
oil passages machined on both sides which
allow the oil to escape.
The timing gears are lubricated by oil from
the cam follower chamber and the pressure
lubricated camshaft drive gear bushing.
On the 4-cylinder engines, the dynamic
balancer is lubricated through a drilled
passage from the cylinder block intermediate
thrust bearing web to the balancer housing.
Oil flows through the balancer housing to
the drilled balancer gear shafts and onto
the bushings in the balancer gears.
Cylinder walls, pistons and piston pins are
splash lubricated by the connecting rods
and rotating crankshaft.
An intermittent flow of oil is directed to the
valve rocker arm shaft assembly via a drilled
passage in the cylinder block located
vertically above the No.1 camshaft bearing.
This drilling aligns with a corresponding
hole in the cylinder head. As the camshaft
turns, holes in the camshaft and camshaft
bearing align and a regulated stream of oil
is directed to the cylinder head and on up the
rocker arm shaft support bolt to the rocker
shaft. The oil flows from the shaft through
drilled holes in each rocker arm bushing to
lubricate both ends of the arms. Excess oil
flows down the push rods and assists in
lubricating the cam followers before draining
back into the sump through cored openings
in the block.
For the Ford 6610, 6710, 7610 and 7710
engines, a water-to-oil type oil cooler, located
in the base of the radiator is connected into the
lubrication system main oil gallery and cools
a prcportion of the circulating oil. A restrictor
attheoil outlet limitstheflowtothe cooler and
maintains internal lubrication at low engine
speeds. Return oil from the cooler is fed
back to the engine sump via a pipe tapped
into the skirt of the cylinder block.
------------------PART1 ENGINESYSTEMS------------------

B. ENGIN RHAUl 3. Shut off the heater hose taps then

disconnect and plug the heater hoses.
CYUNDER HEAD, VALVES AND
RELATED PARTS 4. Remove the radiator top hose.

REMOVAL 5. Shut off the main fuel tank tap.

NOTE: The cylinder head can be removed

with the engine installed in the tractor. Ford 2610, 3610, 4110, 4610, 5610, 6610
and 7610:

1. Disconnect the battery. lID Remove the hood panel assembly.

<IiII Remove the radiator shell support.

Ford 2610, 3610, 4110, 4610, 5610, 6610
e Remove the two bolts securing the fue!
and 7610:
tank to the hood rear support.
e Remove the battery and battery tray.
tlI Disconnect the horizontal type exhaust
pipe (where fitted) from the exhaust
e Remove the vertical muffler (where
manifold.
fitted) .
<IiII Disconnect the air inlet hose at the clamp
at the intake manifold.
2. Drain the radiator and cylinder block.

Ford 6710 and 7710:

• Remove the main fuel tank. See "FU EL

SYSTEMS" -Part 2.

6. Disconnect and remove the rocker cover

ventilation tube.

Ford 7610 and 7710:

• Remove the turbocharger assembly. See

"FU EL SYSTEMS" Part 2.

7. Disconnect the alternator, oil pressure,

temperature sender, air cleaner restric-
tion indicator and cold start wiring
Figure 5 harness connections (where fitted).
4-Cylinder Engine with Rocker Arm Cover
Removed 8. Remove the alternator and guard (where
1. Intake Manifold fitted), Figure 5.
2. Injection Tubes
3. Leak-Off Tubes
4. Fuel Filter
5. Rocker Shaft Assembly Ford 2610, 3610, 4110, 4610, 5610, 6610
6. Exhaust Manifold and 6710:
7. Rocker Shaft Retaining Bolts
8. Tab Washer
9. Alternator • Remove the vertical type exhaust pipe
10. Cold Start Tube and bracket (where fitted).

4
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9. Bend the lock tabs back, withdraw the

attaching bolts and remove the exhaust
manifold and gasket.

10. Disconnect the cold start equipment

(where fitted).

11. Remove the injector lines from the fuel

injection pump and the injectors. Cap
the openings in the pump,
injectors and tube ends.

12. Disconnect the fuel lines and remove

the fuel fHter(s) from the inlet manifold. Figure ()
Fuel Injector Removed
1. Fuel Injector Assembly
2. Fuel Injector Mounting Bolts
13. Withdraw the retaining bolts and lock- 3. Copper Washer
washers and remove the inlet manifold 4. Cork Washer
and gasket.

17. Loosen the rocker shaft retaining bolts,

which also serve as cylinder head bolts,
Ford 6710 and 7710: evenly and alternately. Remove the
rocker shaft assembly,

• Place a block under the hood frame rear

support and remove the four bolts
NOTE: Leave the bolts in the rocker shaft
attaching the support to the rear of the
supports during removal as they retain the
cylinder head.
supports on the shaft.

14. Withdraw the securing bolts and remove

the rocker arm cover and gasket from 18. Remove the push rods and place in a
the cylinder head. numbered rack.

15. Hold the leak-off pipe at each injector and

carefully disconnect the fuel injector leak-
19. Remove the remaining cylinder head
off pipes. Clean the area surrounding the
bolts and washers working inwards
fuel injectors then remove the bolts and
from the ends to the centre of the head.
carefully withdraw the fuel injectors and
washers, Figure 6.

20. Lift the cylinder head from the block. If

16, Check the push rods for straightness necessary lever the head off on the
by rotating the rods with the valve pads provided, taking care notto damage
closed and identify any bent rods. the cylinder head or block faces.

5
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_ _I11111111111111_ __

DISASSEMBLY INSPECTION AND REPAIR

THERMOSTAT: CYUNDER HEAD:

1. Remove the coolant outlet connection 1. Scrape all gasket surfaces clean then
and the thermostat and gasket, Figure 7. wash the cylinder head in a suitable
solvent and thoroughly dry with a lint
free doth or compressed air.
CYUNDER HEAD,

2. Clean the head and remove carbon 2. inspect the cylinder head for damage
deposits from around the valve heads. if necessary, remove nicks and burrs
from the faces using a suitable
3. Using a valve spring compressor, abrasive. Ensure ali traces of abrasive
8, remove the retainer locks, material are removed after
retainers/rotators, and seals from
each valve, 9.

4. Withdraw the valves and in a 3. Use a to check the flatness

numbered rack with the valve of the cylinder head in all directions,
rotators (where fitted). 11. For flatness requirement see
"Specifications" -Chapter 4.

ROCKER SHAFT ASSEMBLY:

NOTE: If the cylinder head exceeds the
5. Remove the cylinder head bolts which flatness specification it may be skimmed
pass through the rocker shaft supports providing the depth from the lower face of
and slide the rocker shaft components the valve insert to the cylinder head face is
from the shaft, Figure 10. not less than 0-064 in. (1,63 mm).

7 8
Coolant Outlet and Thermosta.t Removal Valve Removal
1. Cylinder Head 1. Valve Spring
2. Gasket 2. Retainer Locks
3. Thermostat 3. Valve
4. Coolant Outlet Connection 4.
 Figure 9
Valve Assembly Components
1. Intake Valve Spring Retainer Lock 6. Exhaust Valve
2. Intake Valve Spring Retainer 7. Exhaust Valve Spring
3. Intake Valve Seal 8. Exhaust Valve Seal
4. Intake Valve Spring 9. Exhaust Valve Spring Retainer
5. Intake Valve 10. Exhaust Valve Spring Retainer Locks

Figure 10 Figure 11
Rocker Shaft Disassembled Measuring Cylinder Head Flatness
1. Spring 4. Rocker Arm 1 Straight Edge
2. Retaining Bolt 5. Shaft 2. Feeler Gauge
3. Shaft Support 6. Spacer

7
-----------------PART1 ENGINESYSTEMS------------------
Figure 12
Valve Seat Dimensions
1. Valve Seat Angle:
45°00' -45°30' for all Valve Seats except Intake
Valve Seat on Turbocharged Engines to be
30°00' - 30°30'
2. Valve Seat Width:
Intake 0,080-0,102 in (2·032-2'590 mm)
Exhaust 0·084-0·106 in (2·133-2,692 mm)
4. After skimming the head, check whether
any cylinder head bolts are bottoming
by mounting the cylinder head on the
block without a gasket and without
any of the pistons at T.O.C. Install all
the bolts finger tight and ensure the
rocker shaft supports and flat washers
are fitted with the long bolts. If a 0·01 0 in.
(0'25 mm) feeler gauge can be inserted
under the bolt head then the bolts are
bottoming and the cylinder block thread
must be increased in depth. Use a
~ in. x 13 U NC-2A thread tap.
VALVE SEATS:
5. Examine the valve seat inserts and
reface if pitted but replace if damaged. If
necessary, install an oversize insert by
machining the seat counterbore in the
cylinder head, see "Specifications"
Chapter 4. The insert must be chilled
in dry-ice prior to installation.
8
Figure 13
Intake and Exhaust Valves
1. Exhaust Valves for all Engines and Intake
Valves for Normally Aspirated Engines
2. Intake Valves for Turbo-Charged Engines
3. Dimension after Refacing:
0·062 in. (1'58 mm) Minimum
4. Dimension after Refacing:
0·031 in. (0·79 mm) Minimum
NOTE: Valve seat inserts of 0·010 in.
(0'25 mm) and 0·020 in. (0'5 mm) oversize
on diameter are sometimes installed in
cylinder heads in production. Heads fitted
with oversize inserts are stamped
SOlO or 5020 on the exhaust manifold side
OS as
in line with the valve seat concerned.
When replacing exhaust valve seat
inserts ensure the replacement inserts
are of the correct type as the size and
material specification varies for the
different engine types.
6. Check the width of the valve seat
inserts and, if necessary, reface by
grinding to the dimensions shown in
Figure 12.
NOTE: Refacing of the valve seat should
always be co-ordinated with refacing of the
valve to ensure a compression tight fit.
------------------------CHAPTER1------------------------

VALVES:

7. Examine the valve face and, if pitted,

replace or reface by grinding to the
dimension shown in Figure 13. Before
refacing the valve, ensure the valve
stem is not bent or worn and check the
valve seat run-out, measured at right-
angles to the seat, does not exceed a
total of 0·0015 in. (0'038 mm).

IMPORTANT: The finished valve seat

should contact the centre of the valve face.
Using the refaced or new valve, check the
seat using Prussian Blue. Rotate the valve
with a light pressure and if the blue is Figure 14
transferred to the middle of the valve face, Measuring Valve Guide
the contact is correct 1. Telescopic Gauge
2. Valve Guide

• 0·003 in. (0·076 mm) Oversize Reamer

VALVE GUIOES:
and Standard Diameter Pilot
8. Using a telescopic gauge and micro-
meter, measure the valve to guide
clearance, Figure 14. If the clearance
exceeds the specified limits, see "Speci-
fications" ~Chapter 4, ream the valve
guide to fit the next oversize valve. • 0·015 in. (0'38 mm) Oversize Reamer and
0·003 in. (0'076 mm) Oversize Pilot

NOTE: Production cylinder heads may have

one or more 0·015 in. (0'38 mm) oversize
valve guides and valves installed. Such
• 0·030 in. (0'76 mm) Oversize Reamer and
cylinder heads have 15 or vg~5 0"015 in. (0·38 mm) Oversize Pilot.
stamped on the exhaust manifold side of
the head opposite the va/ve(s) concerned.

When going from a standard valve stem

9. Use Kit No. FT.6202 or 2136 to ream out to an oversize always use the reamers in
the valve guide to accept an oversize sequence. After reaming a valve guide,
valve. The kit contains three reamer and always check the valve seating and
pilot combinations as follows: reface if necessary.

9
- - - - - - - - - PART 1-ENGINE SYSTEMS - - - - - - - - - -

figure 15 Figure 16
Checking Valve Spring Squareness Rocker Shaft Installation
1. Maximum Out-of-Squareness 1. Notch
0·06 in. (1 ·5 mm)

VALVE SPRINGS: THERMOSTAT:

10. Replace worn or damaged valve springs. 13. For inspection and repair of the coolant
Check for squareness and reject if outlet or thermostat, see "Cooling
out-of-squareness exceeds 0·06 in. (1'5 System" - Chapter 2.
mm), Figure 15. Check the free length
and loaded length of each valve spring,
see "Specifications" - Chapter 4. En-
sure the valve spring retainer locks are
RE-ASSEMBLY
in good condition and the exhaust
valve rotators are not binding or worn.
CYLINDER HEAD:

1. Insert each valve in the guide bore from

ROCKER SHAFT ASSEMBLY:
11. Examine the rocker arm for wear or
damage. Check the adjusting screw
threads and replace if damaged. Inspect
the rocker arm locating springs and
spacers for damage. Check the rocker
arm-to-shaft clearances and replace if
beyond specified limits, see "Specifica-
tions" -Chapter 4.
12. Clean the shaft in a suitaole solvent and
thoroughly dry with compressed air
ensuring the oil passages are free from
obstruction.
which it was removed and lap in position
to ensure an even seat around the valve.
Withdraw the valve and ensure removal
of all traces of lapping compound.
2. Use a valve spring compressor to re-
assemble the valves, valve springs,
retainers and retainer locks. For the
exhaust valves install a new sealing ring
in the second groove from the top of the
valve stem.
NOTE: Turbocharged engines have no seals
fitted to the intake valves.

10
-------------------------CHAPTER1-------------------------
THERMOSTAT:
3. I nstall the thermostat (spring end towards
the head), coolant outlet and a new
gasket.
ROCKER SHAFT ASSEMBLY:
4. Coat all components with engine oil and
position the notch on the front of the
rocker shaft upwards to correctly locate
the oil holes, Figure 16.
5. Start the assembly from the shaft rear
end by securing a rocker arm support
with a long bolt. Ensure the notch on the
support is positioned to the right of the
shaft when looking forward. Proceed to
install a spacer, rocker arm~ spring, rocker
arm and support. Repeat the procedure
until complete.
Figure 17
Cylinder Head Bolt Tightening Sequence
A. 3-Cylinder Engines
11
INSTALLATION
Installation of the cylinder head and related
components follows the removal procedure
in reverse. On installation observe the follow-
ing requirements:
• Install new cylinder head, intake and
exhaust manifold gaskets.
• Ensure washers are installed under the
heads of the cylinder head retaining bolts.
Tighten the cylinder head bolts in the
sequence shown in Figure 17, and
progressively in three steps as follows:
(i) Torque to 90 Ibf.ft. (122 Nm)
(ii) Torque to 100 Ibf.ft. (135 Nm)
(iii) Torque to 110 Ibf.ft. (149 Nm)
NOTE: The cylinder head bolts should be
torqued only when the engine is cold.
B. 4-Cylinder Engines
- - - - - - - - - PART 1-ENGINE SYSTEMS 1IIIIIIIIIII_1IIIIIIIIIIIII_ _ _I11!11111111111_ __

Figure 18 Figure 19
Setting Valve Lash Crankshaft Pulley Removal
1. Adjuster Screw 1. Shaft Protector No. 625-A or 9212
2. Feeler Gauge 2. ?;e in.x14 UNC Bolt
3. Puller No. 518 or 9539
4. Crankshaft Pulley

• Rotate the engine and set the valve lash. ENGINE FRONT COVER AND TIMiNG
Figure 18. See "Specifications" -Chapter GEARS
4.
REMOVAL

• Install the injectors with new seat washers
and cork seals.
• Install the injector lines and leak-off pipe
with new washers.
NaTE: The engine front cover and timing
gears can only be serviced after removing
the radiator and front axle. See "SEPAR-
ATING THE TRACTOR"-Part 12.

1. Drain the engine oil and remove the oil

NOTE: Hold the leak-off plastic tube securely
pan.
to prevent pivotting when tightening the banjo
fitting bolts to the correct torque. See nSpeci-
fications" - Chapter 4.

2. Remove the fan drive belt and withdraw

• Use new lock tabs for the exhaust manifold the bolt and washer from the centre of the
retaining bolts and bend the tabs to effect crankshaft pulley.
retention .

• Tighten all nuts and bolts to the 3. Using Puller No. 518 or 9539 and Shaft
specified torques. See "Specifications"- Protector No. 625-A or 9212, remove the
Chapter 4. crankshaft pulley, Figure 19.

12
 Figure 20 Figure 21
Timing Gears Timing Gear Backlash
1. Camshaft Gear 1 Camshaft Gear
2. Crankshaft Gear 2. Oil Only)
3. Camshaft Drive Gear 3. Feeler
4. Injection Pump Drive Gear 4. Camshaft

4. Remove the power pump where

fitted, see "STEERING SYSTEMS"--
Part 9.

5. Withdraw the retaining bolts then remove

the front cover and gasket. Remove the oil
slinger.

6. Before removing the timing gears, Figure

20, use a dial indicator or feeler gauges,
to measure the backlash between each
set of mating gears, Figure 21. Rotate
the gears and check the backlash at four
equidistant pointson thegears. Renewthe
gears if the backlash exceeds the speci
fied limits, see "Specifications" -Chapter
4.

7. Pry the camshaft gear away from the

thrust plate and using a dial indicator or Figure 22
feeler gauges, measure the clearance, Measuring Camshaft End Play
Figure 22. Install a new camshaft thrust
plate if the camshaft end play exceeds 1. Screwdriver
2. Feeler
the specified limits, see "Specifications" 3. Camshaft
-Chapter 4. 4. Thrust Plate

13
------------------PART1 ENGINE SYSTEMS-------------
Figure 23
Crankshaft Gear Removal
1. Puller Tool No. CPT.6040-B or 2134
8. Remove the fuel pump drive
gear, camshaft drive gear and
and the camshaft gear. Use Tool No.
CPT.6040-B or 2134 to remove the
crankshaft gear, Figure 23.
NOTE: The crankshaft gear should only be
removed if it shows signs of wear.
INSPECTION AND REPAIR
1. Wash the gears and adapter in a suitable
solvent and dry with a clean lint free
cloth or air.
2. Examine the gear teeth for wear, burrs or
scratches. Any minor burrs or scratches
may be removed with a fi ne
ensure such parts are thoroughly washed
before re-assembly.
3. Ensure the camshaft drive gear adapter
oil passage is free from obstruction and
the drive gear bushing is not damaged.
4. Check the key and keyway in the end of
both the camshaft and crankshaft for
Replace the keys if necessary.
14
Figure 24
Crankshaft Gear Installation
1. Replacer Tool No. CT.6069-A or 2134 and
Tool No. CT.6069-1 or 1237
INSTAllATION
1. I nstail the spacer, key and the camshaft
gear then re-check the camshaft end
play.
2. Locate the key then use Too! No.
CT.6069-A or 2134and CT.6069-1 or 1237
to install the crankshaft gear, Figure 24.
3. Position No. 1 piston at Top Dead
Centre and install the camshaft drive
gear and with the timing marks
aligned with those of the other gears.
Tighten the bolt to the specified torque
and re-check the backlash between
the gears.
4. Assemble the fuel injection pump to the
engine front plate. Check No.1 piston
isatT.D.C.andinstaHthe pump
drive gear with the timing mark
with that of the camshaft drive gear,
Figure 25.
 Figure 25 Figure 26
Aligning the Timing Gears Rotary (Distributor) Type Fuel Injection Pump
Drive Gear to Camshaft Drive Gear Timing
1. Camshaft Gear 1. Pump Drive Gear
2. Crankshaft Gear 2. Camshaft Drive Gear
3. Camshaft Drive Gear 3. 3-Cylinder Timing Mark
4. Injection Pump Drive Gear 4. 4-Cylinder Timing Mark

NOTE: All engines with a rotary (distributor)
type fuel injection pump have a common fuel
injection pump drive gear. This gear features
two timing marks identified by numerals
'3' and '4' for 3 and 4-cylinder engines
respectively, Figure 26. When installing the
pump drive gear, ensure the appropriate
3 or 4- cylinder timing mark aligns with the
camshaft drive gear timing mark.
5. Install a new dust seal in the front
cover. Lubricate the oil seal with
petroleum jelly and use a 630-S or 9210
adaptor to press the seal into the front
cover.
7. Position a new gasket on the engine
front plate and install the front cover
ensuring the cover aligns with the dowel
Tighten the bolts to the C>r":'r>;'!",Or!
torque.
8. Lubricate the crankshaft pulley spacer
and slide over the key. Replace the
pulley hub and tap onto the crankshaft.
Tighten the securing bolt to the,
fied torque, see "Specifications"
4.
9. Install the oil pan with a new gasket
and the bolts to the specified
torque, see "Specifications" -Chapter
4.

1 O. Refill the engine with the correct grade

6. Locate the oil slinger onto the crank- and quantity of see "Specifications"
shaft with the dished face outwards. -Chapter 4.

15
- - - - - - - - - PART 1
all PAN SUMP
REMOVAL
NOTE: The oil pan sump can be removed
with the engine installed in the tractor.
1. Drain. the engine oil and remove the oil
level indicator.
Ford 2610, 3610 and 4110:
• Withdraw the retaining bolts and remove
the oil pan sump.
Ford 4610:
• Support the front transmission.
• Remove the hood.
• Disconnect the radiator shell support,
slacken the engine to front support bolts
leaving the nuts flush or partly disengaged
from the end of the bolts.
• Ease the front support and radiator
assembly forward to allow the front sump
bolts and the sump to be removed.
Ford 5610, 6610 and 7610:
The sump can be removed by replacing the
cylinder block to front support bolts one at a
time with 8 in. (200 mm) long bolts. These
bolts allow the front support and radiator
assembly to be eased forward approximately
1 ·5 in. (38 mm) to facilitate removal of the
sump front bolts.
• Disconnect the engine oil cooler tubes on
the turbocharged engine.
NOTE: Using this procedure it should not
be necessary to disconnect the radiator
hoses, power steering or hydraulic oil cooler
tubes where fitted. However, care must be
taken to ensure no components are unduly
stressed.
ENGINE SYSTEMS - - - - - - - - -
Ford 6710 and 7710:
The sump can be removed by replacing the
cylinder block to front support bolts one at a
time with 8 in. (200 mm) long bolts as for the
Ford 5610, 6610 and 7610 models.
• Support the front transmission with a
jack and the front support with a hoist or
crane.
• Remove the hood, side panels and
radiator grilles.
• Securely support the front end of the fuel
tank and disconnect the hood frame rails
from the radiator support.
• Disconnect the engine oil cooler tubes on
the turbocharged engine.
• Separate the hydrostatic steering tubes
at the front of the engine and cap the
exposed ends.
• Move the front axle support and radiator
assembly forward to facilitate removal
of the sump front bolts.
• Remove the sump retaining bolts and the
two oil pan to transmission case attaching
bolts then lower the sump.
WARNING: Due to the weight of the cast
iron sump, exercise great care on removal
INSPECTION AND REPAIR
1. Scrape all gasket material from the gasket
surface then wash the oil pan sump in a
suitable solvent and dry with a clean lint
free cloth or compressed air.
2. Inspect the sump for cracks, damaged
drain plug threads or distorted gasket
surface.
16
 Figure 27 Figure 28
Oil Pump and Filter Screen Oil Pump Drive Gear Removal
1. Filter Screen 1. Retaining Bolt
2. Intermediate Shaft 2. Proofmeter Driveshaft Adapter
3. Oil Pump Retaining Bolts 3. Oil Pump Drive Shaft and Gear Assembly
4. Oil Pump 4. Driveshaft Adapter Mounting Base

INSTALLATION Oil PUMP

REMOVAL
Installation of the oil pan sump follows the
removal procedure in reverse. On installation
1. Remove the oil pan sump as previously
observe the following requirements.
described in this Chapter.
• Ensure the gasket surfaces on the oil
pan and block are clean.

• Install a new gasket and apply a thin

film of sealer to the gasket, front cover
and oil pan.
$ Position the oil pan and install a boit
finger tight at each corner.
2. Remove the oil pump with the filter
screen, Figure 27. Withdraw the inter-
mediate shaft.

• Install the remaining bolts, tighten the

rear bolts first, then tighten from the 3. Disconnect the drive cable
middle outward in each direction to the from the driveshaft adapter and remove
specified torque, see "Specifications" the engine oil filter.
Chapter 4.

e Fill the engine with the correct grade and

quantity of oil, see "Specifications"
Chapter 4. 4. Slacken the retaining bolt then withdraw
the driveshaft adapter assembly and the
e Operate the engine and check for oil leaks. oil pump drive gear, Figure 28.

17
 Figure 29
Oil Pump Assembly

1. Oil Pump Retaining Bolts 9. Screen

2. Adapter Retaining Bolt 10. Spring
3. Proofmeter Drive Shaft and Cable Assembly 11. Outer Cover
4. Proofmeter Drive Shaft Adapter 12. Inner Cover
5. Driveshaft Adapter Mounting Base 13. Inner Rotor and Shaft Assembly
6. Oil Pump Drive Shaft and Gear Assembly 14. Outer Rotor
7. Intermediate Shaft 15. Body
8. Screw and Washer Assemblies 16. Pressure Relief Valve Assembly

DISASSEMBLY INSPECTION AND REPAIR

Wash all parts in a suitable solvent and

With reference to Figure 29. dry with a clean lint free cloth or
compressed air.

1. Remove the pump screen.

2. Withdraw the retaining screw and washer 2. the inside of the pump cover and
assemblies then separate the inner and body for excessive wear.
outer covers from the body and extract
the rotor and shaft assembly.

3. Use a straight edge and feeler gauges to

3. Insert a self-tapping screw into the relief measure the end play between the inner
valve plug and pull the plug out of the rotor and the pump body and measure
body. Withdraw the relief valve and the clearance between the outer rotor
spring. and the pump body, Figure 30.

18
 Figure 30 Figure 31
Measuring Oil Pump Clearance Measuring Outer Rotor to Pump Body Clearance
1. Pump Body 1. Pump Body
2. Outer Rotor 2. Outer Rotor
3. Inner Rotor 3. Feeler Gauge
4. Feeler 4. Inner Rotor

4. Use feeler gauges to measure the
ciearance between the periphery of the
outer rotor and the pump body, Figure 31.
.. The inner rotor and shaft assembly and
the outer rotor are serviced as an assembly.
• Prior to installation, introduce clean
engine oil into the inlet port and rotate
the pump shaft by hand.

5. Check the relief valve spring tension, see INSTAllATION

"Specifications" -Chapter 4.
Installation of the oil pump follows the
6. Inspect the relief valve for wear and check removal procedure in reverse. On installation
for freedom of movement within the bore. observe the following requirements .

7. Check the oil pump drive gear for worn
or damaged teeth.
8. Examine the intermediate drive shaft
socket ends for wear.
RE-ASSEMBlY
Re-assembly of the oil pump components
follows the disassembly procedure in reverse.
On re-assembly observe the foliowing
requirements.
@ Oil all the parts.
• Install a new gasket and tighten the bolts
to the correct torque, see "Specifications"
-Chapter 4.
.. Remove all traces of seal material from the
locating surface then install a new oil filter
and seal. Apply a light, even coat of dean
engine oil to the seal surface prior to installa-
tion. Hand tighten the filter until the seal
contacts the locating surface then tighten
an additional one-half to three-quarters of a
turn.
IMPORTANT: Never use a tool to tighten the
spin-on filter.

19
 Figure 32 Figure 33
Cylinder Ridge Connecting Rod Bearing Cap Removal
1. Cylinder Ridge 2. Piston 1. Bearing Liner 2. Bearing

CONNECTING RODS, BEARINGS, 4. Turn the crankshaft to bring each piston

PiSTONS, RiNGS AND CYLINDER to the bottom of its stroke and repeat this
BLOCK procedure. Keep the bearing caps and
liners with their respective connecting
REMOVAL rods.

NOTE: The connecting rods and pistons

can be removed with the engine installed in
the tractor after prior removal of the cylinder
head, oil pan sump, oil pump assemblv and
the balancer (where fitted) as described in
DISASSEMBLY
this Chapter.
1. Remove the piston pin retainer (snap
1. if necessary, remove any ridge from the ring) from each side of the piston and
top of the cylinder bores with a cylinder
remove the pin.
ridge reamer or hand scraper, Figure 32.
Do not cut down into the piston ring
travel area.

2. With the piston at the bottom of its

2. Use an expander to remove the piston
stroke, remove the nuts from the bearing
rings, 34.
cap bolts and remove the bearing cap
and Figure 33.

3. Use the handle end of a hammer to

the piston and rod assembly out of the
top of the block. Remove the bearing 3, Identify each piston and rod for re-
liner from the connecting rod. assembly, Figure 35.

20
 Figure 34 Figure 35
Piston Ring Removal Piston and Connecting Rod Disassembled
1. Piston 5. Bearing Liners
2. Pin Retainers 6. Bearing Cap
3. Piston Pin 7. Retaining Nuts
4. Connecting Rod 8. Piston Rings

INSPECTION AND REPAIR 4. Check the connecting rod components

for damage and place each connecting
1. Wash the piston and connecting rod rod in an alignment fixture to check for
assembly in a suitable solvent and dry distortion, see "Specifications"-
with a clean lint free cloth or compressed Chapter 4.
air.

2. I nspect the piston ring lands, skirts and

pin bosses for damage. Check for
separation of the top ring insert from
the piston.

3. Clean the ring grooves and using a

new ring and feeler gauge check the
piston ring lands for wear, Figure 36. Figure 36
For maximum ring clearance see Checking Piston Ring Side Clearance
"Specifications" -Chapter 4. 1. New Piston Ring 2. Feeler Gauge

21
 31 Figure 38
Connecting Rod Bushing Removal and Connecting Rod Bushing Installed
installation
1. Handle Tool No. 818 or 9514 1. Connecting Rod Bushing
2. Connecting Rod 2. Lubricating Hole
3. Adaptor Tool No. 818 or 9514

5. Measure the outside diameter of the 7. Use an expansion reamer to ream the
piston pin and the inside diameter of bushing to obtain the bushing-
the connecting rod bushing. if the to-piston pin clearance.
clearance is not withi n the specified
limits, see "Specifications" -Chapter
4, press out the connecting rod bushing
and install a new bushing using Tool
No. 818 or 9514 with a suitable Adaptor,
Figure 37.

8. Check the connecting rod and main

bearing clearances as described in this
Chapter. If the bearing clearances
exceed the specified limits, see "Speci-
fications" -Chapter4, then install new
as described in the CRAN K-
6. After installation of a new connecting
SHAFT section of this Chapter.
rod bushing, use the hole in the top of
the rod as a guide and either (i) for
normally engines, drill a
0·25 in. (6·4 mm) diameter hole through
one wall of the bushing, or (ii) for
drill a 0"046 in.
(1'2 mm) diameter hole through both
walls of the bushing to connect with
the oil passage in the connecting rod. 9. Clean and the cylinder block.
Open out the upper hole in the bushing Rust around the core plugs indicates
with a 0·156 in. (4 mm) diameter drill, leakage and new plugs should be fitted
38. with suitable sealant.

22
-------------------------CHAPTER1-------------------------
10. Inspect and measure the cylinder bores
for waviness, scratches, scuffing, out-
of-round, wear and taper. A wavy
cylinder wall has a series of parallel
lines or rings worn around the cylinder,
within the ring travel area. These
irregularities can be felt by running a
finger over the surface. A scuffed
cylinder can be identified by discoloured
areas. Out-of-roundness, wear and
taper can only be detected with a
cylinder bore gauge. Measure length-
wise and crosswise to obtain dimensions
'A', 'B', 'C' and '0', Figure 39. Dimension
'A' compared with 'B', and dimension
'e' compared with '0', indicates taper
whilst the crosswise dimensions 'c' and
'0' comparedtothe lengthwise measure-
Figure 39
ments 'A' and 'B' show if an out-of-
Cylinder Bore Measurements
round condition exists. See "Specifica-
tions" -Chapter 4. 12. For cylinders with severely damaged
walls or to which maximum oversize
pistons have already been installed,
cylinder liners are available for sleeving
the bore. There are 3 sleeves available,
11. If the cylinders are outside specification a straight sleeve for fitting to engines
or the walls are damaged, the cylinders with a 4·2 in. (106·68 mm) bore, a
should be honed or bored to fit the next straight sleeve for fitting to engines
oversize pistons. The finished bore size which have been re-bored in production
can be determined by measuring the to 4-4 in. (111·76 mm) and had a 4·2 in.
piston diameter at right angles to the (106'68 mm) bore sleeve installed, and
piston pin and adding the appropriate a lipped, thin wall sleeve for fitting to
piston-to-bore clearance, see "Speci- engines with a 4·4 in (111'76 mm) bore.
fications" -Chapter 4. Always bore the Different procedures for installing the
cylinder with the most wear first to sleeves are employed as follows:
determine the oversize pistons required.
• 4·2 in. (106'68 mm) Bore Straight Sleeve:
Oversize pistons are available as follows: (i) Machine the cylinder bore to
4·357-4·359 in. (110'67-110'72
• 0·004 in. (0·10 mm) mm) for non-sleeved production
engines or 4-450-4·452 in.
• 0·020 in. (0,51 mm) (113,03-113'08 mm) for sleeved
production engines.
• 0·030 in. (0-76 mm)
(ii) Thoroughly clean and dry the bore
• 0·040 in. (1'0 mm) and the outside surface of the
sleeve. Apply a3 in. (75 mm) band
Bores to take 0·004 in. (0·10 mm) of 'Retaining Compoulld' to the top
oversize pistons need only be honed. of the bore in the cylinder block.
All honing should be done with a rigid For Retaining Compound Grade,
hone having a grit size of 150~220. see "Specifications" -Chapter 4.
After reboring and honing, thoroughly Surfaces and compound applicator
wash and dry the cylinder block and must be clean to prevent contamina-
coat the walls with engine oil. tion.

23
 f.oIII--------- B ----
1 - - 4 - - - - - (: ----~-+_!>I>
Figure 40
Dimensions for Machining Cylinder Bore for
Thin Walled Sleeve
A. 0,095-0,099 in. (2'41-2'51 mm)
B. 4·746-4·753 in. (120'55-120-73 mm)
C. Bore Cylinder to Average Diameter of Sleeve
less 0·000-0·002 in. (0'00-0'05 mm)
D. 0·020-0·030 in. (0'50-0'75 mm) x45°
Chamfer
E. 0·015 in. (0-381 mm) Radius Maximum
(iii) Press in the sleeve (chamfer end
facing downwards) until it is
within ± 0·001 in, (0'02 mm) from
the top of the block.
(iv) Allow the block to stand 7 hours
to 'cure' the retaining compound.
(v) Bore and hone the sleeve to the
diameter necessary for the correct
piston fit, see Step 11. The full
range of oversize pistons can be
used with the thick walled sleeve.
• 4·4 in. (111'76 mm) Bore Thin Walled
Upped Sleeve:
(I) Measure the outside diameter of
the sleeve in four places and find
the average diameter. Bore the
block to 0·000-0·002 in. (0'00-
0·05 mm) less than this average
diameter.
(ii) Machine the counterbore to the
dimensions shown in Figure 40.
The counterbore depth is critical
as the sleeve must be flush with the
block surface when installed.
....l'1I>
Figure 41
Piston-to-Block Height
(iii) Thoroughly dean and dry the bore
and the outside surface of the
sleeve.
(Iv) Chill the sleeve in liquid nitrogen or
dry ice and assemble to the cylinder
bore ensuring the lip is bottomed in
the counterbore.
(v) If necesary the sleeve may be
machined to bring it flush with the
block face, or if necessary the block
face may be skimmed by up to
0.005 in. (0.13 mm) to achieve a
flush condition. If the block is
skimmed ensure the piston to block
height dimension is maintained
within specification, Figure 41, see
"Specifications" Chapter 4.
(vi) Bore and hone the sleeve to the
diameter required. Only standard
and 0.004 in. (0.10 mm) oversize
pistons can be used with the thin
walled 4.4 in. (111.76 mm) bore
lipped sleeve.
13. Check the flatness of the cylinder block-
to-head see "Specifications"
Chapter 4.
24
 Figure 42
Piston to Connecting Rod Alignment
1. Notch-To front of engine
2. Numbers
RE-ASSEMBlY
NOTE: Prior to fe-assembly, check the
cylinder bores for taper and out-ot-round
as previously described in this
1. Prior to re-assembly, check the piston-
to-bore clearance as follows:
;; Measure the cylinder bore diameter in a
crosswise direction then measure the
piston diameter at angles to the
piston pin.
., Subtract the piston diameter from the
bore diameter and the resultant figure
should be within the specified clearance,
see "Specifications" -Chapter 4.
NOTE: Pistons are available in both
standard and oversizes. New pistons should
be installed if the clearance exceeds the
specified limits.
25
Figure 43
Checking Piston Ring Gap
1. Fee!er Gauge 2. Piston Ring
• if the clearance is greater than specified,
try a similar new piston. If the clearance
stili exceeds the specified limit, measure
the other cylinder bores and pistons and
determine the cylinder with the greatest
clearance. Based on the greatest clearance,
rebore the cylinders to take the next
oversize piston as previously described
in this Chapter.
., If the clearance is less than specified:
Hone the bore to obtain the desired
clearance as previously described in this
Chapter.
2. Lubricate all components with engine
oil then assemble the piston to the
connecting rod with the notch on the
piston crown aligned with the pip on the
connecting rod and install the piston
pin and retainers (snap rings), Figure 42.
3. Check the piston rings for minimum gap
prior to installation in the relevant
cylinder, Figure 43. Use a piston crown
to squarely locate the ring in the bore.
New rings should be checked for side
clearance in the piston as previously
described in this Chapter.
- - - - - - - - - PART 1-ENGINE SYSTEMS - - - - - - - - -
4. Use an expander to install the piston
rings, starting with the oil control ring
in the bottom groove and working
upwards.
The service ring set comprises:
• 1 Coiled Wire Expander for Oil Control Ring
• 1 Oil Control Ring
• 3 Compression Rings (for conventional
pistons) or 2 Compression Rings (for
"head-land" pistons)
Oil Control Ring
Open the coiled wire expander to fully reveal
the inner guide wire. Position the coiled
expander in the oil groove and insert the inner
guide wire into the open end of the coil. Close
the coil until the ends abut.
Install the cast iron ring (either side up) with the
inside groove over the coiled expander.
Position the ring gap diametrically opposite the
coiled wire ends.
3rd Compression Ring (for conventional
pistons only)
Dull finish with a step or chamfer on the inside
diameter which must face upwards or a step on
the outside diameter which must face
downwards on assembly.
2nd Compression Ring (for conventional
pistons only)
Bright chrome finish with a step on the inside
diameter which must face upwards on
assembly.
NOTE: To facilitate assembly, the 2nd and 3rd
compression rings are marked with a punched
dot or the letters 'TOP' engraved on their upper
surfaces.
2nd Compression Ring (for head-land
pistons only)
Bright chrome finish with a chamfer on the
inside diameter which must face downwards
on assembly.
Top Compression Ring (for conventional
pistons only)
Bright chrome finish with, for the normally
aspirated 3 and 4-cylinder engines, a chamfer
on the inside diameter which must face
upwards on assembly.
26
NOTE: Some top compression rings do not
have a chamfer and may be installed either side
up.
For the turbo-charged 4-cylinder engine, the
top compression ring is keystone tapered and
may be installed either side up.
Top Compression Ring (for head-land
pistons only)
For the Ford 4610 engine the pistons feature an
L-shaped head-land ring. This ring eliminates
the dead volume which normally exists
between the head-land of the piston and the
cylinder wall.
Bright chrome finish. Install with the vertical
face extending upwards.
6. After installing the rings, stagger the
ring gaps around the circumference of
the piston.
INSTALLATION
NOTE: Before installing a piston and new
rings into a used cylinder bore, remove the
high polish on the cylinder wall by passing a
hone lightly through the cylinder or by
making a figure of eight pattern with very
fine emery cloth dipped in a mixture of fuel
and lubricating oil. After honing, thoroughly
wash and dry the bores and coat the walls
with oil.
1. Select the correct bearing liners, as
described in the CRAN KSHAFT section of
this Chapter, and install in the connecting
rod and cap. Ensure the bearing liner
tang locates in the slots of the rod and
cap. The turbo-charged engine bearing
liners have a groove and a hole to be
aligned with the drilling in the connecting
rod.
2. Turn the crankshaft to position the No.1
crankpin at the bottom of the stroke.
Oil the piston, rings, cylinder bore and
bearing liners. Use a ring compressor to
install the piston into the cylinder,
Figure 44. Ensure the notch on the top
of the piston is towards the front of the
engine.
 Figure 44
Piston and Connecting Rod Installation
1. Hammer Handle
2. Piston Ring Compressor
3. Push the piston into the bore until the
connecting. rod bearing liner seats on the
crankpin. Install the connecting rod
bearing cap with the number on the cap
on the same side as the number on the
rod. I nstali new nuts and to the
correct torque, see "Specifications"
4.
4. Use feeler gauges to check the side
clearance of each connecting rod, Figure
45, see "Specifications" -Chapter 4.
5. install the remaining piston and rod
assemblies in the same manner.
6. Install the oil pump, the balancer (where
fitted), the oil pan sump and the cylinder
head as previously described in this
Chapter.
7. Fill the engine with the correct grade
and quantity of oil and the radiator with
coolant, see "Specifications" -Chapter
4.
21
Figure 45
Rod KP:~nnln Side
Clearance
1. Feeler Gauge
8. Start the engine and check for leaks.
BALANCER. MAIN BEARINGS,
FLYWHEEL AND CRANKSHAFT
NOTE: Replaceable liners are
installed in production to ensure the correct
crankshaft journal-to-bearing clearance can
be maintained in Service. The main bearings
and balancer can be overhauled with the
engine installed in the tractor. However, if
a new rear main bearing liner is to be
installed, the will have to be separated
from the tractor and the rear oil seal replaced
as detailed in this Chapter. The crankshaft
can only be serviced after removal of the
engine from the tractor. To remove the
flywheel, either remove the engine from the
tractor or separate the tractor between the
engine and the front transmission. See
"SEPARATING THE TRACTOR"~Part 12.
_ _ _ _III!IIIlIIIII!IIII!IIIIIlIlII_ _ _ PART 1 ENGINE SYSTEMS _ _IIIIIIIIlIIIIIIIIIIIIIIlIIIIIIIIIIIIIIlIIIIIIIIIIIIIIlIIIIII_IIIIIIIIlIIIIII_

DISASSEMBLY

1. Drive out the roll pins securing the shafts

to the housing, and disassemble the
balancer components as shown in
Figure 47.

INSPECTiON AND REPAIR

1. Measure the outside diameter of the

shafts and the inside diameter of the gear
bushings and establish the clearance,
see -Chapter 4. If the
46
bushing clearance exceeds the
Checking Balancer Backlash
tion, replace the shaft and/or gear
1. Balancer Housing
2. Crankshaft Gear assembly and re-check the clearance.
3. Balancer Drive Gear
4. Dial Indicator

2. Examine the shafts and balancer gear

BALANCER teeth for wear or damage and repiace
where necessary.
REMOVAL

1. Remove the oil pan sump as previously 3. Ensure the lubrication holes in the shafts
described in this Chapter. are free from obstruction.

2. Use a dial indicator gauge to check the

backlash between the crankshaft gear
and the balancer drive gear, 46. RE-ASSEMBlY
Position the dial perpendicular
to the face of one of the drive gear teeth 1. Position the balancer gears and thrust
then rock the drive gear to measure the washers in the housing with the timing
backlash. Take the backlash at marks aligned and facing the roll pin side
90° intervals around the drive gear. If of the balancer. Install the shafts from
the backlash exceeds the specified limits the opposite side and secure with the
see "Specifications" -Chapter 4, install roll pins, Figure 48.
new balancer gears.

3. Withdraw the retaining bolts and remove 2. Use feeler gauges to measure the end
the balancer assembly. float of the assembled gears.

28
 47
Dynamic Balancer Components
1. Roil Pins 6. Plugs
2. Housing 7. Shafts
3. Thrust Washers 8. Drive Gear
4. Driven Gear, 9. Plug
5. Thrust Washers 10. Gasket

3. Position a dial indicator gauge perpen

dicular to the tooth of one gear and hold
the other gear firmly.

Rock the free gear to measure the back-

lash.

Take the backlash readings at 90 intervals

0

arou nd the gear.

If the end float or backlash exceeds the

specified limits, see "Specifications" Figure 48
Chapter 4, one or both of the gears Balancer Gear Assembly
and re-check. 1. Balancer Gear Timing Marks 2. Roll Pins

29
1IIIIIIIIIII1IIIIIIIIIIIIII1IIIIIIIIIIIIII1IIIIIIIIIIIIII_ _ _1IIIIIIIIIIIIII1llIIIIIlIII PART 1 ENGINE SYSTEMS _1IIIIIIIIIIIIII_1IIIIIIIIIIIIII_1IIIIIIIIIIIIiI1IIIIIIIIIIIIiI1IIIIIIIIIIIIII1IIIIII

T a-5in
(12'7mm)

I O.3lin
r--(7.9mm)

A
Figure 49 Figure 50
Timing the Balancer to the Crankshaft .... a·~.''"''n Liner Removal Tools
1. Balancer Drive Gear Timing Mark A. Thrust Bearing Insert Tool
2. Crankshaft Gear Timing Mark B. Main Bearing Liner Tool

INSTAllATION 4. Replace the oil pan.

1. Clean all mating surfaces and install a

new gasket around the lubrication
passage.

MAIN BEARINGS

2. Rotate the crankshaft until the timing REMOVAL

mark on the crankshaft gear aligns with
the timing mark on the balancer drive 1. Remove the oil pan, the oil pump and
intermediate shaft and the balancer (where
gear, Figure 49. Position the balancer
housing on the dowels then install and fitted), as previously described in this
tighten the retaining bolts to the correct Chapter.
torque, see "Specifications" 4.

2. Remove the main bearing cap from the

3. Recheck the backlash between the journal to which the new bearing liners
crankshaft gear and the balancer drive are to be installed. Always install one set
gear as previously described in this of bearings at a time leaving the other
Chapter. main bearing caps securely in place.

30
-------------------------CHAPTER1 ------------------------
3. Install a bearing liner removal tool in the
crankshaft journal oil passage. Slowly
turn the crankshaft counter-clockwise
until the tool forces the bearing out of the
cylinder block.
NOTE: If a bearing liner removal tool is
not available, a suitable tool may be
fabricated from a 1 in. (25 mm) in.
(3 mm) split pin as shown in Figure 50.
The shorter pin is used to remove the thrust
bearing insert.
Flatten and bend the head to 30° to conform
to the angle of the oil passage in the crank-
shaft.
INSPECTION AND REPAIR
1. Thoroughly clean the bearing liners,
journals and caps.
2. Bearing liners with scored, chipped or
worn surfaces must be replaced. If new
liners are to be installed, check the
clearances as described in the CRAN K-
SHAFT section of this Chapter.
31
INSTALLATION
1. Apply a light coat of engine oil to the
journal and bearing liner.
2. Locate the liner installation tool in the
crankshaft journal oil passage and posi-
tion the liner on the journal with the
plain end of the liner at the tang side of
the cylinder block. Slowly turn the
crankshaft clockwise until the bearing
is fully located. Remove the installation
tool.
3. Lubricate the bearing cap and liner and
install the liner into the cap. Position the
bearing cap with the locking tang towards
the camshaft side of the engine and install
the retaining bolts. Tighten the bolts
to the correct torque, see "Specifications"
-Chapter 4.
4. If a new thrust bearing liner is installed,
the bearing must be aligned as described
in the CRANKSHAFT section of this
Chapter.
5. Install the oil pump and intermediate
shaft, the balancer (where fitted) and the
oil pan sump.
_ _ _ _ _ _ _ _111111111111111 PART 1-ENGINE SYSTEMS 1lllllllllllll1IIIIIIIIIIIIIi1llllillllllll1lll1l1lllllll_ _IIIIIIIIIIIIIIiIlllllllllllll_

INSPECTION AND REPAIR

1. Inspect the flywheel ring gear and

replace if the teeth are damaged. Check
the flywheel for damage due to a loosely
or improperly fitted ring gear.

2. A damaged flywheel ring gear should

be removed and replaced as follows:

Figure 51
Checking Flywheel Run~Out
1. Dial Indicator Gauge
2. Flywheel

'" Cutthe old ring gearfreefrom the flywheel.

FLYWHEEL

REMOVAL

1. Separate the tractor between the engine .. Thoroughly clean the mating surfaces of
and the front transmission, see "SEPAR- the new ring gear and the flywheel.
ATING THE TRACTOR" -Part 12.

2. Remove the pressure plate and clutch

disc assembly from the flywheel, see
"CLUTCHES"-Part 4. .. Use temperature indicating crayons to
mark the side face of the ring gear at
six equally spaced locations. Mark with a
400°F (204°C) crayon at a point 0·5 in.
3. Prior to removal, rotate the flywheel and (13 mm) below the root of the teeth and
use a dial indicator to measure the mark with a 450°F (212°C) crayon at a
run-out, Figure 51, see "Specifications" point just below the root of the teeth.
-Chapter 4. If the flywheel is outside
the specification check the mating
surfaces of the flywheel and the crank-
shaft for correct seati ng.

• Use an oxy-acetylene torch with a tip

4. Withdraw the flywheel attaching bolts size No.2 maximum and direct the flame
and carefully remove the flywheel. against the internal face of the gear.

32
- - - - - - - - - - - - - CHAPTER 1 - - - - - - - - - - - - -
• Stop applying heat when the 400°F
(204°C) crayon marks melt and before
the 450°F (212°C) crayon marks melt.
• Quickly place the hot gear on the flywheel
with the flat face against the shoulder
on the flywheel. Quench the gear with
water.
INSTALLATION
1. Clean the crankshaft rear flange and the
mati ng su rface of the flywheel.
2. Establish the correct alignment of the
flywheel to crankshaft mounting holes
and install the flywheel. Tighten the
attaching bolts to the correct torque and
re-check the flywheel run-out, see
"Specifications" -Chapter 4.
3. Install the pressure plate and clutch disc
assembly, see "CLUTCHES"-Part 4.
4. Re-assemble the tractor, see "SEPARAT-
ING THE TRACTOR" - Part 12.
33
CRANKSHAFT
REMOVAL
1. Remove the engine from the tractor, see
"SEPARATI NG TH E TRACTOR" - Part
12, and place on an engine stand .
2. Remove the pressure plate and clutch
disc assembly from the flywheel, see
"CLUTCHES"-Part 4.
3. Remove the flywheel and engine rear
cover plate.
4. Remove the crankshaft pulley and engine
front cover.
NOTE: If the crankshaft is removed with the
cylinder head in position, ensure all timing
marks are realigned prior to re-assembly. This
action will prevent possible interference
between the valves and pistons during re-
assembly.
5. Remove the oil pan sump, the oil pump
and intermediate shaft and the balancer
(where fitted).
6. Remove the connecting rod and main
bearing caps and liners and identify to
facilitate re-assembly.
7. Carefully lift the crankshaft out of the
cylinder block.
- - - - - - - - - PART 1-ENGINE SYSTEMS - - - - - - - - -

I M PO RT A NT: On 4- cylinder engines, if the

dynamic balancer drive gear teeth are
severely worn or chipped install a new
crankshaft.

3. Measure the diameter of each journal in

four places to determine out-of-round,
taper or wear, Figure 52. Measurement 'A'
compared with 'B' indicates vertical taper
whilst measurement 'c' compared with '0"
indicates horizontal taper. Measurements
'A' and 'B' compared with 'c' and '0'
indicate journal out-of-round. If the journal
Figure 52 exceeds the specified wear limit, refinish
Crankshaft Journal Measurements the journals to the next undersize bearing,
see "Specifications" Chapter 4. Always
reproduce the original journal side radii and
after refinishing chamfer the oil holes.

INSPECTION AND REPAIR

4. Examine the rear oil seal journal for score
marks, remove minor imperfections with
fine emery cloth and if severely damaged
NOTE: Current production engines may replace the crankshaft.
have a crankshaft with main or crankpin
journals ground 0·010 in. (0·25 mm)
undersize. These are identified with the
letters '010 MUS' and/or '010 PUS' respec-
tively. The letters are stamped on one of RE-ASSEMBLY
the crankshaft counterbalance weights.

1. Check the crankshaft bearing clearance

with micrometers or preferably using
Plastigauge as follows:

1. If the crankshaft gear teeth are exces-

sively worn or chipped, install a new
crankshaft gear which must be fully
located on the shou Ider of the crankshaft.
• Position a piece of correct size Plastigauge
across the full width of the bearing cap and
approximately 0·25 in. (6 mm) off centre.

2. Clean the crankshaft and drilled passages.

Dress minor imperfections with an oil
stone and re-finish severely marked • Install the cap and tighten the bolts to the
journals to the next undersize bearing. specified torque.

34
- - - - - - - - - - - - - . CHAPTER 1 - - - - - - - - - - - - -

.. Remove the cap and use the scale to check

the width of the flattened Plastigauge,
Figure 53. The width of the Plastigauge
at the widest point establishes the mini-
mum clearance and at the narrowest point
the maximum clearance. The difference
between the two readings is the taper.

NOTE: Normally, main bearing journals

wear evenly and will not be out-of~round.
However, if a liner is fitted to an out-of-round
journal which is within specifications, be
sure to fit the bearing to the maximum dia-
meter of the journal.
Figure 53
Checking Crankshaft Bearing
Clearance Using Plastigauge

2. Standard size line.rs are colour coded

red or blue and are available in a Copper
Lead or Aluminium Tin alloy, see
"Specifications" -Chapter 4.

3. Position the bearing liners in the block

and caps and coat with oil. If the crank-
shaft has been refinished fit the correct
IMPORTANT: The engine may be assem-
undersize main bearing liners. Ensure the
bled with liners of different material but
bearing surfaces are clean and the bearing
liners of the same material must be installed
liner tangs align with the slots in the block
on the same journal.
and cap.

The red liners have a thinner wall section

than the blue liners and provide
clearance. A combination of red and blue
liners may be requ ired to obtain the desired
clearance. If the clearance is greater than
specified when two blue liners are used,
a 0·002 in. (0'05 mm) undersize liner
with either a red, blue or another 0·002 in.
(0'05 mm) undersize liner should be
installed. If any of these combinations of
liners do not produce the
clearance, refinish the crankshaft and fit
undersize bearings, see "Specifications"
-Chapter 4.
4. Align the timing mark on the crankshaft
gear with that of the camshaft drive gear
and install the crankshaft and all bearing
caps except for the rear main bearing.
I nstall the thrust bearing cap with the
bolts finger tight. Pry the crankshaft
forward and the thrust bearing cap rear-
wards to align the thrust surfaces and
tighten the bolts to the specified torque,
keeping the bearing cap in the correct
position.

35
_IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIBIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII
Figure 54
Checking Crankshaft End Play
1 Dial Indicator
2. Crankshaft
3. Lever
5. Check the crankshaft end play with a dial
indicator gauge, Figure 54. Move the
crankshaft rearwards and set the dial
indicator to zero. Pry the crankshaft
forwards and if the end play exceeds the
limit, see
install new thrust bearing liners. If the
end play is less than the specified limit,
inspect the thrust bearing surfaces for
bu rrs, scratchesord i rt.lfthethrust su rfaces
are not defective or dirty, re-align the
thrust bearings as detailed in Step 4.
6. Wipe the mating surfaces of the block
and rear main bearing cap and apply a
light com of sealing compound to both
surfaces. Install new side seals in the
rear main bearing cap to project slightly
beyond the block face of the cap and
assemble the cap to the block, Figure 55.
Tighten the bearing cap bolts and cut the
side seals to allow a projectio8 of
0·016 in. (OA mm) above the sump pan
flange.
PART 1-ENGINE SYSTEMS 1IIIIIlIIIIIIiI1IIIIIIIIIIIIII1IIIIIIIIIIIIII1IIIIIIIIIIIIII1IIIIIIIIIIIIII_ _ _1IIIIIIIIiIIIII
Figure 55
Installing Rear Main Bearing Cap
1. Rear Main Bearing Cap with Side Seals
2. Seaiing Compound
7. Apply a light coating of high temperature
grease to the rear oil seal bore, seal and
journal. Use Tool No. FT. 6204 to locate the
seal in position or use Tool No. 1301 and
three flywheel retaining bolts to install the
4, seal. Tighten the three bolts evenly and in
sequence.
NOTE: When using Tool No. 1301 on
4-cylinder engines use a P. T. O. drive plate as a
spacer to prevent the retaining bolts
bottoming, Figure 56.
8. If the initial production seal is being
replaced install the service seal flush with
the block face. Any second or subsequent
service seal replacement must be fitted 0.06
in. (1.5 mm) below the face of the cylinder
block.
Mount a dial indicator gauge on the end of
the crankshaft, Figure 57, rotate the crank-
shaft and check the run out of the seal does
not exceed 0.015 in. (0,38 mm).
36
 Figure 56 Figure 51
I nstalling Rear Main Bearing Checking Rear Main Bearing
Crankshaft Oil Seal Crankshaft Oil Seal Run-Out
1. Flywheel Bolts 1. Dial Indicator Gauge
2. Tool No. 1301 2. Crankshaft
3. Crankshaft Oil Seal 3. Crankshaft Oil Seal
4. P.T.O. Drive Plate 4. Cylinder Block

9. Apply a liberal amount of penetrating oil CAMSHAFT

to the side seals to cause them to swell.
REMOVAL
10. Install the correct bearing liners in the
connecting rod and cap, If the journals are NOTE. The camshaft bearings and/or
standard size select the correct bearing tappets can onlv be serviced with the engine
liners as for main bearin'gs in Steps 1 and removed from the tractor and mounted on an
2. Ensure the bearing liner tangs locate in engine stand. See "SEPARA TlNG THE
the slots of the rod and cap. The TRA CTOR" -Part 12.
turbocharged engine bearing liners have a
groove and a hole to be aligned with the 1. Remove the front cover and
drilling in the connecting rod. cylinder head.

11. Install the connecting rod bearing cap, as
previously detailed in this Chapter, with
the number on the cap on the same side as
the number on the rod. Install new nuts
and tighten to the correct torque, see
"Specifications" - Chapter 4.
2. Remove the oi I pump drive gear and shaft.
3. Check the camshaft end playas previously
described in this Chapter. If the clearance
exceeds the specified limit, see "Speci
fications" -Chapter 4, install a new
thrust during re-assembly.

4. I nvert the engine on the stand and remove

INSTALLATION the oil pan sump if the camshaft bearings
and/or the tappets are to be removed.
1. I nstallation of the components to effect
complete re-assembly of the engine 5. Withdraw the bolt and flat washer and
follows the removal in reverse. remove the camshaft gear.

31
1iIIIIIIIlIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII1IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIlIIJIiIlIlIIIIIIIIII PART 1 ENGINE SYSTEMS 1IIIIIIIIIlIIJI1lllllllllillll1lllllllllllll1llllllllllll1lllllllllllll1lllllllllillll1iIIIIIIIlIIIII1IIIIIIIIIIII1IlIIlIiIIIIIII

Figure 58 Figure 59
Camshaft Rear Cover Plate Removal Camshaft Bearing Removal and Installation
1. Rear Cover Plate 1. Bearing 3. Tool No. FT.6203 or 1255
2. '0' Ring Seal 2. Oil Hole 4. Tool No. N.6261-A or 1442
3. Hydraulic Pump Drive Gear
4. Punch

6. Withdraw the bolts and lockwashers and INSPECTiON AND REPAIR

remove the camshaft thrust plate.
1. I nspect the camshaft journals and lobes
for damage, pitting or heat discoloura-
tion.
For engines without a gear on the rear
end of the camshaft, the camshaft can
be withdrawn from the front of the engine.
2. Inspect the oil pump drive gear on the
camshaft for broken or worn teeth. Check
the mating gear on the oil pump drive
shaft. If any is apparent, install a
7. If the camshaft is equipped with a gear new camshaft and/or oil pump drive gear.
to drive an engine mounted hydraulic
pump, the flywheel and rear cover
must be removed and the camshaft rear
3. Measure the diameter and out-of-round
cover driven out with a punch, Figure 58.
of the bearing journals. If the journals
Discard the cover 'O'-ring seal.
exceed the specified limits, see "Speci-
Remove the key and spacer from the
fications" -Chapter 4, install a new
front of the camshaft and carefully
camshaft.
withdraw the camshaft from the rear of
the engine.

4. inspect the hydraulic pump drive gear

(where fitted) for damaged or worn
8. Liftoutthetappetsand placein a numbered teeth. If either condition exists install a
rack to facilitate re-assembly. new gear.

38
-------------------------CHAPTER1-------------------------
Camshaft Bearings
1. Inspect the camshaft bearings for pitting
or scoring. Measure the clearance be-
tween the internal diameter of the bearings
and the outside diameter of the respective
camshaft journals.
If the. clearance exceeds the specified limit,
see "Specifications" - Chapter 4, remove
and install new bearings, using
Remover/Replacer Tool No. FT.6203 or
1255 and Handle, Tool No. N.6261-A or
1442, Figure 59.
2. Camshaft Bearing Removal:
• Position Tool No. FT.6203 or 1255 against
the camshaft bearing to be removed and
attach Tool No. N.6261-A or 1442, Figure
59.
• Drive the camshaft bearing from the
bearing bore.
39
3. Camshaft Bearing Installation:
• Align the oil holes of the new camshaft
bearing with the oil holes in the engine block
then drive the new bearing into place using
Tool No. FT.6203 or 1255 and Handle, Tool
No. N.6261-A or 1442.
NOTE: A positive alignment check can only
be made with the crankshaft removed, when
a 0·18 in. (4·6 mm) diameter rod may be
passed down the oil passage from the
crankshaft main bearing. The liner is
correctly positioned when the end of the
rod passes through the oil hole in the liner.
INSTALLATION
1. I nstallation of the camshaft follows the
removal procedure in reverse. On installa-
tion observe the following requirements:
• Apply petroleum jelly to each tappet foot
and coat the tappet body with oil. Install
the tappets in the bores from which they
were removed .
• Oil the camshaft journals and apply
petroleum jelly to the cam lobes before
carefully installing the camshaft into the
engine.
- - - - - - - - - PART 1-ENGINE SYSTEMS - - - - - - - - -

• Install the spacer and a new key on the NOTE: On gasoline engines, install the
front of the camshaft. eccentric and cap screw.

• If an hydraulic pump drive gear is fitted,

• Align the camshaft drive gear timing mark position a new O-ring before installing
and re-check the camshaft end-play. the camshaft rear cover plate.

40
 PART 1
ENGINE SYSTEMS
Chapter 2
COOLING SYSTEM
Section
A. COOLING SYSTEM-DESCRIPTION AND OPERATION
B. COOLING SYSTEM-OVERHAUL
A. COOLING SYSTEM-DESCRIPTION AND OPERATION
The cooling system is of the re-circulating
by-pass type with full length water jackets
for each cylinder. The coolant is drawn from
the bottom ta,nk of the radiator by the water
pump which passes the coolant to the cylin-
der block. The coolant flows through cored
passages to cool the cylinder walls. At the
rear of the cylinder block the coolant passes
upwards and into the cylinder head. Cored
passages conduct the coolant to the spark
plug or fuel injector nozzle locations before
reaching the thermostat.
For all diesel engines the thermostat is located
in the front of the cylinder head. For all
3-cylinder gasoline engines, the thermostat is
located in the front of the temperature
controlled intake manifold which receives
coolant from the cylinder head to facilitate
both engine warm-up and cooling of the
manifold intake ports.
On diesel engines, if the thermostat is
closed, a re-circulating by-pass is provided
to allow a percentage of the coolant to re-
circulate from the head to the block to effect
a faster warm-up.
1
Page
1
2
On gasoline engines, if the thermostat is
closed, a re-circulating by-pass is provided
to allow a percentage of the coolant to
re-circulate from the water-heated intake
manifold to the cylinder head and block to
also effect a faster warm-up. In both cases,
when the thermostat is open, the coolant
flows from the outlet connection of the head
or manifold to the top tank of the radiator.
Cooling occurs as the coolant passes down
through the radiator cores which are exposed
to air sucked through the radiator by the fan.
For the Ford 6610, 6710, 7610 and 7710
Tractors, engine oil cooling is effected by a
heat exchanger incorporated in the bottom
tank of the radiator.
The cooling system incorporates a drain
cock on the right-hand side of the cylinder
block and at the lower left-hand side of the
radiator.
- - - - - - - - - PART 1-ENGINE SYSTEMS - - - - - - - - -
B. COOLING SYSTEM-OVERHAUL
RADIATOR
REMOVAL
(A) Ford 2610, 3610, 4110, 4610, 5610,6610
and 7610:
1. Remove the left-hand pulley guard
(where fitted) and open the drain cocks
to drain the cooling system. Unscrew
the radiator pressure cap to speed
draining.
2. Remove the exhaust muffler, pre-
cleaner, engine hood and radiator grille
3. Withdraw the bolts and washers retain-
ing the base of the radiator shell.
4. Remove the bolts connecting, the
radiator shel.1 to the upper support.
5. All Models with Oil Bath Type Air
Cleaner Assembly:
Disconnect and remove the air cleaner
outlet tube.
Ford 2610, 3610, 4110, 4610, 5610 and
6610 Models with Dry Type Air Cleaner
Assembly:
Withdraw the air cleaner outlet tube
bracket retaining bolt. Slacken the front
clamp and disconnect the outlet hose
from the air cleaner.
Ford 7610:
Slacken the air cleaner outlet hose rear
clamp.
2
6. Disconnect the horn and headlamp wire
can nectars,
7. Remove the retaining bolt (or screw
and washer assemblies) and disconnect
the transmission oil cooler (where fitted)
from the retaining bracket(s).
Ford 2610 and 3610:
Disconnect and plug the transmission
oil cooler feed tubes (where fitted) at
the rear of the radiator shell.
8. Carefully pull the radiator shell forward.
Ford 2610, 3610, 4110, 4610, 5610 and
6610 Models with Dry Type Air Cleaner
Assembly:
Slacken the rear clamp and withdraw
the air cleaner outlet hose.
9. Remove the complete radiator shell
assembly.
10. Slacken the retaining clamps and dis-
connect the radiator upper and lower
hoses at the radiator.
Ford 6610 and 7610:
Disconnect the engine oil cooler tubes
from the radiator lower tank.
11. Remove the fan shroud retaining screws.
12. Remove the radiator base retaining
nuts and washers and lift the radiator
clear of the tractor. Withdraw the fan
shroud.
- - - - - - - - - - - - - CHAPTER 2 - - - - - - - - - - - - -

(B) Ford 6710 and 7710: INSPECTION AND REPAIR

1. I nspect the fins for damage and ensure

1. Remove the radiator outer grilles and the they are free from obstruction.
left-hand pulley guard.

2. Disconnect the horn wires if fitted and

2. Check the radiator for leaks and, if the
remove the radiator centre grille.
lower tank has an engine oil heat exchan-
ger tube installed, check the tube for leaks.
If the lower tank or heat exchanger tubes
leak, install a new lower tank.
3. Open the drain cocks to drain the cooling
system. Unscrew the radiator pressure
cap to speed draining.

4. Unscrew and remove the hood side panels.

5. Remove the two front hood side support

brackets.
INSTALLATION

6. Slacken tf.le retaining clamps and dis- 1. I nstallation of the radiator follows the
connectthe radiator upper and lower hoses removal procedure in reverse. On instal-
and filler tube at the radiator. lation observe the following require-
ments:

7. Remove the filler tube bracket retaining

bolts and withdraw the filler tube assem-
bly through the door in the hood panel.
• Depending upon the weather conditions,
ensure the correct grade and quantity
of anti -freeze is added to the coolant,
Disconnect and remove the engine oil see "Specifications" ~Chapter 4.
cooler tubes from the radiator lower tank.

8. Remove the fan shroud retaining bolts. • If engine oil cooler tubes are installed,
Disconnect the wiring harness clips and check the engine oil level.
pull the shroud rearwards.

9. Withdraw the four bolts securing the

radiator to the front hood support then • Run the engine for several minutes and
pull the radiator rearwards, lift and-remove check the radiator and connections for
from the left- hand side of the tractor. leaks.

3
------------------PART1-ENGINESYSTEMS------------------

Figure 1 Figure 2
Coolant Outlet and Thermostat Removal Water Pulley Removal
1. Cylinder Head 1. Pulley
2. Gasket 2. Puller Tool No. 518 or 9539
3. Thermostat 3. Sleeve
4. Coolant Outlet Connection 4. Pump Covers

THERMOSTAT INSTAllATION

REMOVAL

1. Drain the cooling system to below the 1. Installation of the thermostat follows the
level of the coolant outlet connection. removal procedure in reverse. On installa-
tion observe the following requirements:

2. Remove the coolant outlet connection

retaining bolts and slide the connection
with the hose attached to one side.

3. Removethe thermostat and gasket, Figure II Coat a new coolant outlet connection
1. gasket with sealer and position on the
cylinder head or manifold priorto installing
the thermostat.

INSPECTION AND REPAIR

1. Place the thermostat in a container of

water and heat the water. If the thermostat
valve does not open at or near the specified
temperature, or fails to close, install a
new thermostat. For opening tempera-
ture, see "Specifications" 4.
G Coat the edge of the thermostat with
grease and install with the heat element
located in the cylinder head.

4
 Figure 3 Figure 4:
Water Pump Shaft and Bearing Assembly Water Pump Components
Removal 1. Pulley
1. Sleeve 2. Front Cover
2. Shaft and Bearing Assembly 3. Seal Assembly
3. Impeller 4. Rear Cover
4. Support 5. Impeller
5. Front Housing 6. Bearing Shaft Assembly
6. Press

WATER PUMP DISASSEMBLY

REMOVAL
1. Withdraw the attaching bolts and remove
the fan from the pump pulley.

1. Drain the cooling system.

2. Use Puller Tool No. 5180r9539and a sleeve

slightly smaller than the pulley shaft to
remove the pump pulley, Figure 2.

2. Remove the radiator. 3. Remove the retaining bolts then separate

the pump covers and discard the gasket.

4. Use a sleeve with a diameter slightly smaller

3. Remove the alternator drive belt. than the bearing shaft to press the shaft
and bearing assembly out of the impeller
and pump housing, 3.

4. Withdraw the four bolts which pass 5. Use a suitable sleeve and press the seal
through the water pump into the block assembly out of the impeller side of the
and remove the pump. pump housing. Discard the sea! :::1>cc.annhhl

5
------------------PART1-ENGINESYSTEMS------------------

Figure 5 Figure 6
Water Pump Shaft and Bearing Assembly Water Pump Seal Assembly Installed
Installation 1. Press
1. Sleeve 2. Seal
2. Shaft and Bearing Assembly 3. Spring
3. Front Cover 4. Seal Retainer
4. Press 5. Tool No. FT.6209 or 4672
6. Front Cover

iNSPECTION AND REPAIR RE-ASSEMBlY

1. Check the impeller for worn or damaged
vanes and inspect the seal on the rear face
of the impeller. Install a new impelier if the
seal or vanes are damaged.
1. Use a sieeve, which passes over the shaft
and rests on the outside diameter of the
bearing, to press the bearing and shaft
assembly into the housing until the bearing
is flush with the face of the housing, Figure
5. Use a straight edge to check the final
position.

2. Turn the pump housing over and position in

a press with the seal bore facing upwards.
2. Inspect the bearing shaft for scoring or any
other damage.
3. Coat the outer diameter of the seal flange
with a thin application of thread sealer and
position the seal assembly over the shaft in
the centre bore of the housing.

4. Place Tool No. FT.6209 or 4672 over the

3. Check both parts of the pump housing shaft and onto the seal assembly. Press the
for cracks or signs of leakage. Replace seal into the bore until the flange is flush
any defective parts. with the top of the housing, Figure 6.

6
------------------------CHAPTER2------------------------

Figure 7 Figure 8
Water Pump I mpelier Installation Water Pump Pulley Installation
1. Impeller A. 2-48 in. (63 mm)
2. Front Cover 1. Sleeve
3. Bearing Shaft 2. Front Cover
4. Press 3. Pulley
4. Press

5. Support the shaft on a block of wood INSTAllATION

and use a length of pipe of suitable
internal diameter to press the impeller
onto the shaft and flush with the rear face
of the housing. Check the final position
with a straight edge, Figure 7.
1. Installation of the water pump follows
the removal procedure in reverse. On
installation observe the following require-
ments:

6. Support the shaft on a block of wood

and press the pulley onto the shaft,
to the dimension shown in Figure 8.
This dimension is from the rear face of the • Install a new pump gasket.
front cover to the centre of the pulley
V -groove. After installation, ensure the
pulley runs true on the shaft.

7. I nstall a new gasket and assemble the .. Adjust the alternator drive belt tension,
front and rear halves of the pump together see "ELECTRICAL SYSTEMS" Part 3.
and tighten the bolts to the specified
torque, see "Specifications" -Chapter 4.

8. Install the fan on the pulley and tighten • After installation of the radiator, fill the
the bolts to the specified torque, see cooling system and run the engine to
"Specifications" -Chapter 4. check for leaks.

7
--------------------PART1-ENGINESYSTEMS----------------

8
 PART 1
ENGINE SYSTEMS
Chapter 3
GASOLINE ENGINES
Section
A. GASOLINE ENGINE-DESCRIPTION AND OPERATION
B. GASOLINE ENGINE-OVERHAUL
A. GASOLINE ENGINE-
DESCRIPTION AND OPERATION
This Chapter describes the overhauland repair
of the Ford gasoline engines installed in the
Ford 2610, 3610 and 4610 tractors. The
gasoline engines are of the same basic design
as the diesel engines, see "Diesel Engines"
Chapter 1, except as follows:
• The combustion chamber is formed in the
head of the piston which has two com-
pression and one oil ring.
• The intake manifold is designed with a
water jacket around the main runner to
provide a constant circulation of coolant
to control air intake temperature.
• The engine front cover is attached to the
engine front adapter plate, forming a
cover for the timing gears.
• The fuel pump and the governor are
mounted on the front cover.
• The fuel pump is driven by a pushrod
activated by a cam mounted on the front
end of the camshaft.
1
Page
1
B. GASOLINE ENGINE-
OVERHAUL
CYLINDER HEAD. VALVES AND
RELATED PARTS
REMOVAL
NOTE: The cylinder head can be removed
with the engine installed in the tractor.
1. Disconnect the battery.
• Remove the battery and battery tray.
• Remove the vertical muffler (where
fitted) .
2. Drain the radiator and cylinder block.
3. Shut-off the heater hose taps then
disconnect and plug the heater hoses.
4. Remove the radiator top hose.
5. Shut off the main fuel tank tap.
• Remove the hood panel assembly.
• Remove the radiator shell support.
• Remove the two bolts securing the
fuel tank to the hood rear support.
• D iscon nect the horizonta I type ex-
haust pipe (where fitted) from the
exhaust manifold.
• Disconnect the air inlet hose at the
clamp at the intake manifold.
- - - - - - - - - PART 1 ENGINE SYSTEMS - - - - - - - - -
6. Disconnect and remove the rocker cover
ventilation tube.
7. Disconnect the alternator, oil pressure,
temperature sender, air cleaner restric-
tion indicator and cold start wiring
harness connections (where fitted).
8. Remove the alternator and guard.
• Remove the vertical type exhaust pipe
and bracket (where fitted).
9. Bend the lock tabs back, withdraw the
attaching bolts and remove the exhaust
manifold and gasket.
10. Disconnect the fuel lines and linkage
from the carburetor. Remove the
carburetor intake manifold. Disconnect
the vacuum linefromthe intake manifold.
11. Remove the intake manifold and gasket
from the head.
12. Remove the spark plugs.
13. Check the push rods for straightness by
rotating the rods with the valve closed
and identify any bent rods.
14. Loosen the rocker shaft retaining bolts,
which also serve as cylinder head bolts,
evenly and alternately. Remove the
rocker shaft assembly.
NOTE: Leave the bolts in the rocker shaft
supports during removal as they retain the
supports on the shaft.
2
15. Remove the push rods and place in a
numbered rack.
16. Remove the remaining cylinder head
bolts and washers working inward from
the ends to the centre of the head.
17. Lift the cyli nder head from the block. If
necessary carefully prize the head off on
the pads provided, taking care not to
damage the cylinder head or block faces.
DISASSEMBLY
THERMOSTAT-GASOLINE ENGINE
1. Remove the water outlet connection
and the thermostat from the front of the
cylinder head.
The remainder of the disassembly procedure
is the same as that for the diesel engines, see
"Diesel Engines" ~Chapter 1.
INSPECTION AND REPAIR
Inspection and repair of the gasoline engines
is the same as that for the diesel engines,
see "Diesel Engines" -Chapter 1.
RE-ASSEMBLY
Re-assembly of the gasoline engine com-
ponents is the same as that for the diesel
engines, see "Diesel Engines" -Chapter 1.
NOTE: Use a new gasket when installing
the water outlet cover on the front of the
cylinder head.
INSTALLATION
Installation of the gasoline engine cylinder
head and related components follows the
removal procedure in reverse. On installation
observe the same requirements as for diesel
engines, see "Diesel Engines" -Chapter 1.
- - - - - - - - - - - - CHAPTER 3 - - - - - - - - - - - -
ENGINE FRONT COVER AND TIMING
GEARS
REMOVAL
NOTE: The engine front cover and timing
gears can only be serviced after removing the
radiator and front axle. See "SEPARA TlNG
THE TRACTOR"-Part 12.
1. Drain the engine oil and remove the
oil pan.
2. Remove the fan drive belt and withdraw
the bolt and washer from the centre of
the crankshaft pulley.
3. Use Puller, Tool No. 518 or 9539 and a
Shaft Protector, Tool No. 625-A or 9212
to remove the crankshaft pulley.
4. Remove the power steering pump where
fitted, see "STEERING SYSTEMS"-
Part 9.
5. Remove the fuel lift pump, push rod,
lines, governor cover, outer race and
drive assembly.
6. Withdrawtheretaining boltsthen remove
the front cover and gasket. Remove the
oil slinger.
7. Before removing the timing gears, use
a dial indicator or feeler gauges, to
measure the backlash between each set
of mating gears. Rotate the gears and
check the backlash at four equidistant
points on the gears. Renew the gears if
the backlash exceeds the specified limits,
see "Specifications" -Chapter 4.
8. Pry the camshaft gear away from the
thrust plate and using a dial indicator
or feeler gauges, measure the clearance.
I nstall a new camshaft thrust plate if the
camshaft end play exceeds the specified
limits, see "Specifications" -Chapter
4.
3
9. Turn the crankshaft until the camshaft
gear and distributor/governor drive gear
are timed. Remove the distributor/
governor drive gear (the retaining nut
has left hand threads) the camshaft
drive gear, the cam on the front of the
camshaft gear, and the camshaft gear.
NOTE: The cam on the front of the camshaft
gear activates the fuel pump push rod.
10. Use Tool No. CPT.6040-8 or 2134 to
remove the crankshaft gear.
NOTE: The crankshaft gear should only be
removed if showing signs of wear.
INSPECTION AND REPAIR
I nspection and repair of the engine front
cover and timing gears is the same as that
forthediesel engines, see "Diesel Engines"-
Chapter 1 .
INSTALLATION
1. Install the spacer, key and camshaft
gear then re-check the camshaft end play.
2. Locate the key then use Tool No.
CT.6069-A or 2134 and Adaptor, Tool No.
CT.6069-1 or 1237 to install the crankshaft
gear.
3. Position No.1 piston at Top Dead Centre
and install the camshaft drive gear and
adaptor with the timing marks aligned
with those of the other gears.
Tighten the bolt to the specified torque
and re-check the backlash between the
gears.
4. I nstall the distributor drive gear with the
timing marks aligned. Tighten the nut
(left hand thread) to the correct torque,
see "Specifications" -Chapter 4.
The remainder of the installation procedure
follows the removal procedure in reverse
and is basically the same as that for the diesel
engines, see "Diesel Engines" -Chapter 1.
- - - - - - - - - PART 1 ENGINE SYSTEMS - - - - - - - - -
GOVERNOR AND DRIVE GEAR
The gasoline engine governor is located
inside the engine front cover. Linkage con-
nects the throttle control, the governor and
the carburetor together. All service work on
the governor can be performed with the
engine in the tractor, except removing the
drive gear. The engine front cover must be
removed to permit removal ofthe distributor /
governor drive gear.
GOVERNOR REMOVAL
1. Disconnect the governor lever linkage.
2. Remove the governor housing from the
engine front cover. Discard the old gasket.
3. Remove the governor outer race.
4. Remove the distributor drive gear re-
taining nut (left hand thread) and remove
the driver assembly.
INSPECTION
1. I nspect the driver assembly and outer
race for damage and wear.
2. Inspect the bushings and oil seal in the
governor housing for burrs and excessive
wear.
GOVERNOR INSTALLATION
1. I nstall the driver assembly. Tighten the
retaining nut to the correct torque, see
"Specifications" -Chapter 4.
2. I nstall the governor outer race.
3. Replace the housing using a new gasket.
OIL PAN SUMP
The removal, inspection and repair and
installation procedures for the gasoline
engine oil pan sump are the same as those for
the diesel engines, see "Diesel Engines"
Chapter 1.
4
OIL PUMP
The removal, disassembly, inspection and
repair, re-assembly and installation pro-
cedures for the gasoline engine oil pump are
the same as those for the diesel engines, see
"Diesel Engines" -Chapter 1.
CONNECTING RODS, BEARINGS,
PISTONS, RINGSAND CYLINDER
BLOCK
The removal, disassembly, inspection and
repair, re-assembly and installation pro-
cedures for the gasoline engine connecting
rods bearings, pistons, rings and cylinder
block are basically the same as those for the
diesel engines, see "Diesel Engines"
Chapter 1.
NOTE: Gasoline engine piston rings are
assembled in the same manner as diesel
engine piston rings, except the second
compression ring must be assembled like
the third compression ring on the diesel
engine pistons. Always begin ring assembly
from the oil ring groove.
BALANCER, MAIN BEARINGS,
FLYWHEELAND CRANKSHAFT
The removal, disassembly, inspection and
repair, re-assembly and installation pro-
cedures for the gasoline engine balancer,
main bearings, flywheel and crankshaft
are the same as those for the diesel engines,
see "Diesel Engines" ~Chapter 1.
CAMSHAFT
The removal, inspection and repair and
installation procedures for the gasoline
engine camshaft are the same as those for the
diesel engines, see "Diesel Engines"
Chapter 1.
 PART 1
ENGINE SYSTEMS

Chapter 4
TROUBLE SHOOTING, SPECIFICATIONS AND
SPECIAL TOOLS

Section Page
A. TROUBLE SHOOTING 1
B. SPECIFICATIONS 6
C. SPECIAL TOOLS 18

A. TROUBLE SHOOTING

IMPORTANT: When effecting a repair the The following table. lists problems and their
cause of the problem must be investigated and oossible causes with recommended remedial
corrected to avoid repeat failures. action.

PROBLEM POSSIBLE CAUSES REMEDY

Engine does not 1. Clogged air cleaner 1. Clean or renew element

develop full power 2. Improper governor linkage
-Gasoline engine adjustment
3. Carburetor and choke out
of adjustment
4. Low coil voltage
5. Improper breaker point
dwell or gap
6. Faulty ignition timing
7. Improper valve lash
adjustment
8. Worn or bent push rods
9. Burned, worn or sticking
valves
10. Improper valve timing
11. Blown or burned head
gasket
12. Low cylinder compression
2. Check and reset
3. Check and reset
4. Check and replace coil
if necessary
5. Check and reset
6. Check and reset
7. Check and reset
8. Check and replace
9. Check and replace
10. Check and reset
11. Check head flatness
and fit new gasket
12. Replace piston rings or
re-bore/re-sleeve as
necessary

1
- - - - - - - - - PART 1-ENGINE SYSTEMS - - - - - - - - -
PROBLEM POSSIBLE CAUSES
Engine does not 1. Clogged air cleaner
develop fu II
2. Fuel line obstructed
power-
Diesel engine 3. Faulty injectors
4. I ncorrect valve lash
adjustment
5. Burnt, worn or sticking
valves
6. Blown head gasket
7. I ncorrect fuel delivery
a. Low cylinder compression
Engine Knocks 1. Diluted or thin oil
2. Insufficient oi I su pply
3. Low oi I pressu re
4. Excessive crankshaft end
play
5. Flywheel or ring gear
run-out excessive
6. Excessive connecting rod
or main bearing
clearance
7. Bent or twisted
connecting rods
a. Crankshaft journals
out-of-round
9. Excessive piston -to-
cylinder bore clearance
10. Excessive piston ring
clearance
11. Broken rings
12. Excessive piston pin
clearance
2
REMEDY
1. Clean or renew element
2. Clean
3. Clean and reset
4. Check and reset
5. Replace valves and/or guides
6 Check head flatness
1 .
and fit new gasket
1
7 . Check injectors and pump
8. Replace piston rings or
re-bore/re-sleeve as
necessary
1. Drain and
specified oil and replace
filter. Ascertai n cause of
dilution
2. Check oil level and top up
as necessary. Overhaul or
replace pump as necessary
Check pump filter not
clogged
3. Overhaul pump or relief
valve as necessary
4. I nstall new thrust bearing
liner
5. Skim flywheel or fit new
ring gear
6. Install new bearing inserts
and/or re-grind crankshaft
7. Replace connecting rods
a. Re-grind crankshaft and fit
undersize bearing inserts
9. Re- bore/re-sleeve block
and fit new pistons
10. Fit new pistons and rings
11. Fit new rings. Check bore/
pistons for damage
12. Fit new piston pin and bush
- - - - - - - - - - - - CHAPTER 4 - - - - - - - - - - - -

PROBLEM POSSIBLE CAUSES REMEDY

!
I
Engine knocks 13. Piston pin retainer 13. Install new retainer. Check
(Cont'd.) loose or missing bore/pistons for damage
14. Excessive camshaft end 14. I nstall new thrust plate
play
15. Imperfections on timing 15. Renew timing gear
gear teeth
16. Excessive timing gear 16. Renew timing gear
backlash

Low .oil pressure 1 . Engine oil level low
2. Wrong grade of oil
3. Blocked oil pump sump
screen
4. Oi I pressure relief valve
fau Ity
5. Oil pump drive shaft worn
6. Excessive oil pump rotor
and shaft assembly
clearance
1. Top up, as necessary
2. Drain and refill with
correct, grade of oil
3. Clean pump screen
4. Fit new relief valve
5. Replace drive shaft
6. Overhaul pump

7. Excessive main or con- 7. Install new bearing inserts

necting rod bearing and/or re-grind crankshaft
clearances

Excessive oil 1. Engine oil level too high 1. Reduce oil level
consumption
2. External oil leaks from 2. Renew gaskets/seals,
engine where necessary. Check
mating surfaces for damage
or distortion
3. Worn valves, valve guides 3. Replace
or seals
4. Head gasket not sealing 4. Renew gasket. Check head
for damage or distortion
5. Oil loss ~ast the pistons 5. Renew rings and/or re-bore/
and rings re-sleeve block as necessary
6. Oil cooler leak (if fitted) 6. Repair/replace oil cooler
assembly

3
- - - - - - - - - PART 1-ENGINE SYSTEMS - - - - - - - - -

PROBLEM POSSIBLE CAUSES REMEDY

Engine overheats 1 . Hose connection leaking 1. Tighten hose connection.

or collapsed Replace hose if damaged

2. Radiator cap defective 2. Replace radiator cap

or not sealing

3. Radiator leakage 3. Repair/replace radiator

4. Improper fan belt 4. Re-adjust fan belt

adjustment

6. Radiator fins restricted 6. Clean with compressed air

6. Faulty thermostat 6. Renew thermostat

7. Internal engine leakage 7. Check for source of leakage

Renew gasket or defective
parts

8. Water pump faulty 8. Overhaul water pump

9. Exhaust gas leakage 9. Renew cylinder head

into cooling system gasket. Check head for
damage or distortion.

10. Coolant aeration 10. Tighten all connections and

check coolant level is
correct. Ensurecylinder
head gasket has not blown

11. Cylinder head gasket 11. Renew cylinder head

improperly installed gasket

12. Hot spot due to rust and 12. Reverse flush entire
scale or clogged water cooling system
jackets

13. Obstruction to radiator 13. Remove the obstruction

air flow

14. Extended engine idling 14. Do not allow engine to

idle for long periods

16. Oil cooler tube blocked 16. Clean

16. Radiator core tubes 16. Check free flow

I
blocked

4
-------------------------CHAPTER4-------------------------

---- .. ~,~ ... ~ -~-~--~,-. "." . ,-'''-,"-

PROBLEM POSSIBLE CAUSES REMEDY

Eng ine tends to keep 1. Air cleaner dirty or 1. Clean or renew element I
firing after fuel is shut off restricted

2. Oil leak on compressor 2. Overhaul turbo-charger

side of turbo-charger
where fitted

Oil pressure warning light 1. Bulb burnt out 1. Renew bulb

fails to operate
2. Warning light pressure 2. Renew pressure switch
switch fau Ity

3. Warning light circuit 3. Check and renew wiring

faulty

Excessive exhaust smoke 1. Oil leak on compressor 1. Overhaul turbo-charger

or turbine side of turbo-
charger, where fitted

2. Exhaust leak on exhaust 2. Fit new gasket

manifold side of turbo-
charger, where fitted

3. Air cleaner dirty or 3. Clean

restricted

4. Excessive fuel delivery 4. Overhaul injection

pump/injectors

Water temperatu re gauge 1. Faulty temperature sender 1. Renew sender switch

fails to reach normal switch
operating temperature
2. Incorrect or faulty 2. Renew thermostat
thermostat

3. Faulty water temperature 3. Renew temperature

gauge gauge

5
- - - - - - - - - PART 1 ENGINE SYSTEMS - - - - - - - - -

B. SPECIFICATIONS

GENERAL SPECIFICATIONS-GASOLINE

Ford Ford Ford

Model 2610 3610 4610

No. of Cylinders 3 3 3
Displacement: in 3 158 I 175 201
cm 3 2588 2868 3294
Bore: in 4·2 4·2 4·4
mm 106·7 106·7 111 ·8
Stroke: in 3·8 4.2 4.4
mm 96·5 106.7 111.8
Compression Ratio: 7.75:1 7.75:1 7.75:1
Firing Order 1-2-3 1-2-3 1-2-3
,
Maximum Torque (Ibfft) 98'5@ 132@ 158@
1350 1100 1200
rev/min rev/min rev/min
(Nm) 134 179 214
(Mkg) 13·7 18·3 21 ·9
Rated Engine Speed (rev/min) 2000 2000 2200
Idle Speed (rev/min) 850 850 850
Maximum No Load 2250- 2250- 2450-
Speed (rev/min) 2350 2350 2550

GENEaAL SPECIFICATIONS-DIESEL

Ford Ford Ford Ford Ford Ford Ford

Model 2610 3610 4110 4610 5610 6610 & 7610 &
6710 7710
No. of Cylinders 3 3 3 3 4 4 4T
(T=Turbo-charged)
Displacement: in 3 175 192 201 201 256 268 268
cm 3 2868 3147 3294 3294 4195 4393 4393
Bore: in 4·2 4.4 4.4 4-4 4.4 4-4 4·4
mm 106·7 111.8 111.8 111 ·8 111.8 111 ·8 111 ·8
Stroke: in 4.2 4.2 4·4 4-4 4·2 4.4 4.4
mm 106.7 106.7 111 ·8 111 ·8 106·7 111.8 111.8
Compression ratio 17,3:1 16,3:1 16,3:1 15.3:1 16,3:1 16'3:1 15,6:1
Firing Order 1-2-3 1-2-3 1-2-3 1-2-3 1-3-4-2 1-3-4-2 1-3-4-2
Rated Engine Speed 2000 2000 2200 2200 2100 2100 2100
(rev/min)
Idle Speed 600- 600- 600- 600- 600- 600- 700-
(rev/min) 850 850 850 850 850 850 800
Maximum No load 2225- 2225- 2425- 2350- 2250- 2325- 2325-
Speed (rev/min) 2275 2275 2475 2400 2300 2375 2375

6
- - - - - - - - - - - - CHAPTER 4 - - - - - - - - - - - -
CYLINDER BLOCK
Taper of Cylinder Bore
Cylinder Bore Out-of-round
Cylinder Bore Diameters
Rear Oil Seal Bore Diameter
Block to Head Surface Flatness
RETAINING COMPOUND
Cylinder Sleeve to Cylinder Block
CYLINDER HEAD
Valve Guide Bore Diameter
Head to Block Surface Flatness
EXHAUST VALVES
Face Angle
Stem Diameter
Head Diameter
Ford 2610, 3610, 4110, 4610 & 5610
Ford 6610, 6710, 7610, 7710
Stem-to-Guide Clearance
Lash Clearance (Cold)
0.001 in (0.025 mm) Repair limit
0.005 in (0.127 mm) Wear limit
0.0015 in (0.03 mm) Repair limit
0.005 in (0.127 mm) Wear limit
4.2007-4.2032 in (106.698-106.761 mm)
4.4007-4.4032 in (111.778-111.841 mm)
5.542-5.546 in (140.77-140.87 mm)
0.003 in (0.08 mm) in any 6 in (152 mm)
or 0.006 in (0.15 mm) overall limit
Ford Part No. ESW "42G 160A
0.3728-0.3735 in (9.469-9.487 mm)
0.003 in (0.08 mm) in any 6 in (152 mm)
or 0.006 in (0.15 mm) overall limit.
0 0
44 15'-44 30' Relative to Head of Valve
Std: 0·3701-0·3708 (9·401-9·418 mm)
0·003 in. (0-076 mm) Oversize: 0·3731-
0·3738 in. (9'477-9-495 mm)
0·015 in. (0·38 mm) Oversize: 0·3851-0·3858
(9·781-9·799 mm)
0·030 in. (0'76 mm) Oversize: 0·4001-
OA008 in. (10'163-10'180 mm)
1A95-1·505 in. (37,97-38,23 mm)
1-505-1-515 in. (38·23-38·48 mm)
0-0020-0-0037 in. (0'051-0·094 mm)
0·017-0·021 in. (0-43-0'53 mm)
7
- - - - - - - - - PART 1-ENGINE SYSTEMS - - - - - - - - -

INTAKE VALVES
Face Angle
Normally Aspirated Engine 44° 15' -44° 30' Relative to Head of Valve
Turbo-charged Engine 29° 15'-29° 30' Relative to Head of Valve
Stem Diameter Std: 0·3711-0·3718 in. (9-426-9-444 mm)
0·003 in. (0·076 mm) Oversize: 0·3741-
0·3748 in. (9'502-9'520 mm)
0·015 in. (0·381 mm) Oversize: 0·3861-
0·3868 in. (9'807-9'825 mm)
0·030 in. (0'762 mm) Oversize: 0·4011
0-4018 in. (10'188-10·206 mm)

Head Diameter
Normally Aspirated Engine 1 ·800-1 ·810 in (45' 72-45,97 mm)
Turbo-charged Engine 1 ·832-1·842 in (46-48-46'77 mm)
Stem-to-Guide Clearance 0'0010-0'0027 in. (0'025-0·069 mm)
Lash Clearance 0·014-0·018 in. (0'36-0'46 mm)

VALVE SPRINGS
Number per Valve

Free Length 2·15 in. (54'6 mm)

Load at 1·74 in. Length (44·20 mm) 61-69 Ib (27, 7-31 ·3 Kg)
Load at ',32 in. Length (33'53 mm) 125-139 Ib (57 '8-63'1 Kg)

VALVE TIMING

Gasoline
Ford 2610 & 3610
Intake Opening 10° Before Top Dead Centre
Intake Closing 106° After Bottom Dead Centre
Exhaust Opening 45° Before Bottom Dead Centre
Exhaust Closing r After Top Dead Centre

Ford 4610
Intake Opening 14° Before Top Dead Centre
Intake Closing 38° After Bottom Dead Centre
0
Exhaust Opening 41 Before Bottom Dead Centre
0
Exhaust Closing 11 After Top Dead Centre

Diesel
Intake Opening 14° Before Top Dead Centre
0
Intake Closing 38 After Bottom Dead Centre
0
Exhaust Opening 41 Before Bottom Dead Centre
0
Exhaust Closing 11 After Top Dead Centre

8
- - - - - - - - - - - - - CHAPTER 4 - - - - - - - - - - - - -

VALVE INSERTS

Exhaust Valve Insert Intake Valve Seat Insert

Insert Oversize
Counterbore Diameter Counter bore Di'ameter
in Cylinder Head in Cylinder Head

0.010 in (0.254 mm) 1.607-1.608 in 1.907-1.908 in

(40.82-40.84 mm)
0.020 in (0.508 mm) 1.617-1.618in
(41.07-41.10 mm)
0.030 in (0.762 mm) 1.627-1.628 in
(41.33-41.36 mm)
(43.44-43.46 mm)
1.917-1.918 in
(43.69-43.72 mm)
1.927-1.928 in
(43.95-43.97 mm)

VALVE SEATS

Exhaust Valve Seat Angle

Intake Valve Seat Angle-

Normally Aspirated Engine 45° 00'---45° 30'

Turbo-charged Engine 30° 00'-30° 30'
Interference Angle Valve Face to
Valve Seat 0° 30'-1 0 15'
Seat Run Out 0.0015 in (0.038 mm) Total Indicator
Reading Max.
Seat Width
Exhaust' 0.084-0.106 in. (2.13-2.69 mm)
Intake 0.080-0.102 in. (2.03-2.59 mm)

CAMSHAFT DRIVE GEAR

Number of Teeth 47

End Play 0.001-0.011 in (0.025-0.28 mm)

Bushing Inside Diameter 2.005-2.0015 in (50.813-50.838 mm)

Adaptor Outside Diameter 1.9985-1.9990 in (50.762-50.775 mm)

Backlash with Crankshaft Gear 0.001-0.009 in (0.025-0.23 mm)

Backlash with Camshaft Gear 0.001-0.009 in (0.025-0.23 mm)

Backlash with Fuel Injection

Pump Drive Gear 0.001-0.012 in (0.025-0.30 mm)

CAMSHAFT GEAR

Number of Teeth 52

Timing Gear Backlash 0.003-0.008 in (0.08-0.20 mm)

9
- - - - - - - - - PART 1-ENGINE SYSTEMS - - - - - - - - -

ROCKER ARM SHAFT

Shaft Diameter 1.000-1.001 in (25.40~25.43 mm)

Support Diameter (Internal diameter) 1.002-1.004 in (25.45-25.50 mm)

ROCKER ARM

Inside Diameter 1.003-1.004 in (25.48-25.50 mm)

TAPPETS

Clearance to Bore 0.0006-0.0021 in (0.015-0.053 mm)

Tappet Diameter 0.9889-0.9894 in (25.118-25.130 mm)

Tappet Bore Diameter 0.990-0.991 in (25.15-25.17 mm)

CAMSHAFT

Bearing Journal Diameter 2.3895-2.3905 in (60.693-60.719 mm)

Bearing Clearance 0.001-0.003 in (0.025-0.076 mm)

End Play 0.001-0.007 in (0.025-0.18 mm)

CONNECTING RODS

Small End Bushing (Internal Diameter)

Normally Aspirated 1.5003-1.5006 in (38.108-38.115 mm)

Turbo-charged 1.6253-1.6256 in (41.283-41.290 mm)

Clearance Bushing-to-Piston-Pin 0.0005-0.0007 in (0.013-0.018 mm)

Side Float 0.007-0.013 in (0.18-0.33 mm)

Maximum Twist 0.012 in (0.30 mm)

Maximum Bend 0.004 in (0.10 mm)

PISTON PIN

Outside Diameter-
Normally Aspirated Engine 1.4997-1.5000 in (38.092-38.100 mm)

Turbo-charged Engine 1.6247-1.6250 in (41.267-41.275 mm)

10
------------------------CHAPTER4-----------------------
PISTONS
Skirt-to-Cylinder Clearance
Gasoline
Diesel
Ford 2610, 3610, 4110, 5610
Ford 4610. 6610, 6710,7610 & 7710
Taper (Out-of-Round)-Gasoline
-Diesel
Grading Diameter (at Right Angles to
Piston Pin)
Gasoline
Diesel
Ford 2610, 3610, 4110, 5610
Ford 4610, 6610, 6710, 7610 & 7710
Piston Pin Clearance
Piston Crown to Block Face
3-Cylinder Gasoline Engines
4.2 in (106.7 mm) Bore Diesel Engine
4.4 in. (111.8 mm) Bore Diesel Engine
Turbocharged Diesel Engine
0·0027-0·0037 in. (0'069-0,094 mm)
0·0075-0·0085 in. (0·191-0,216 mm)
0,0080-0,0090 in. (0·203-0·229 mm)
0·0015-0·0040 in. (0'038-0'102 mm)
0·0025-0·0050 in. (0'063-0,127 mm)
4·3970-4·3995 in. (111 '62-111 .75 mm)
4·1927-4·1952 in. (106·40-106'56 mm)
4·3922-4·3947 in. (111 ~56-111'62 mm)
in increments of 0·0005 in. (0'0127 mm)
0,0003-0·0005 in. (0'0076-0,0127 mm)
at 70°F (21°C)
0·022-0·034 in. (0'56-0'86 mm) below
0.008 in. (0.20 mm) below to
0.004 in. (0.10 mm) above
0.011-0.023 in. (0.28-0.58 mm) above
0-0.012 in. (0-0.3 mm) above

PISTON RINGS

Oi I Control:
Number and location Directly above Piston Pin
Type Slotted with Expander
Gap Width 0·015-0·038 in. (0'38-0'97 mm)
Side Clearance-Gasoline 0·0014-0·0031 in. (0'036-0'079 mm)
-Diesel 0·0024-0·0041 in. (0·061-0·104 mm)

Compression:
Number and location-Gasoline
Diesel (with Conventional Pistons)
- Diesel (with "Head-land" Pistons)
Type- Normally Aspirated Engine with
Conventional Pistons
Top
Intermediate (2nd Compression)
Intermediate (3rd Compression)
- Turbo-charged Engine
Top
Intermediate (2nd Compression)
Intermediate (3rd Compression)
- Normally Aspirated Engine with "Head-
land" Pistons
Top
Intermediate (2nd Compression)
1-Top and 1-lntermediate above Piston Pin
1-Top and 2-lntermediate above Piston Pin
1- Top and 1-lntermediate above Piston Pin
Parallel Sides -Inner Chamfer or No Chamfer
Straight Face -Inner Step
Straight Face-Inner Step or Chamfer
Keystone Tapered
Straight Face-Inner Step
Straight Face-Outer Step
"l" Shaped
Straight Face-Inner Chamfer

11
- - - - - - - - - PART 1-ENGINE SYSTEMS

PISTON RINGS (Cont'd)

Side Clearance
Gasoline:
Top Compression 0·0029-0·0046 in. (0,074-0,117 mm)
2nd Compression 0·0025-0·0045 in. (0·064-0·114 mm)

Diesel:
Top Compression 0·0044-0·0061 in. (0·112-0·155 mm)
2nd Compression 0'0039-0'0056 in. (0,099-0'142 mm)
3rd Compression 0'0039-0-0056 in. (0·099-0,142 mm)

Gap Width
Top 0'015-0'030 in. (0·38-0'76 mm)
Intermediate 0·013-0·028 in. (0,33-0'71 mm)

CRANKSHAFT

Main Journal Diameter -Blue 3.3713-3.3718 in (85.631-85.644 mm)

Red
Main Journal Length
Main Journal Wear Limits
Main and Crankpin Fillet Radius
Thrust Bearing Journal Length
Intermediate Bearing Journal
Length
Rear Bearing Journal Length
Crankpin Journal Length
Crankpin Diameter-Blue
-Red
End Play
Crankpin Out-of-Round
3.3718-3.3723 in (85.644-85.656 mm)
1.455-1.465 in (36.96-37.21 mm)
0.005 in (0.127 mm) Maximum
0.12-0.14 in (3.048-3.556 mm)
1.459-1.461 in (37.06-37.11 mm)
1.455-1.465 in (36.96-37.21 mm)
1.495-1.515 in (37.97-38.48 mm)
1.678-1.682 in (42.62--42.72 mm)
2.7496-2.7500 in (69.840-69.850 mm)
2.7500-2.7504 in (69.850-69.860 mm)
0.004-0.008 in (0.10-0.20 mm)
0.0002 in (0.005 mm) Total Indicator
Reading

Taper-surface Parallel to Centre

Line of Main Journal 0.0002 in (0.005 mm)
Crankshaft Rear Oil Seal Journal
Diameter 4.808-4.814 in (122.12-122.28 mm)
Crankshaft Pulley Journal Diameter 1.750-1.751 in (44.45--44.48 mm)
Crankshaft Timing Gear ~ournal
Diameter I 1.820-1.821 in (46.23--46.25 mm)
Crankshaft Flange Runout 0.0015 in (0.03"8 mm) Max

12
- - - - - - - - - - - - CHAPTER 4 - - - - - - - - - - - -

CRANKSHAFT DRIVE GEAR

Number of Teeth 26

MAIN BEARING

liner length (except thrust liner) 1.10-1.11 in (27.94-28.19 mm)

liner length (thrust liner) 1.453-1.455 in (39.91-36.96 mm)

liner Identification

~dent;fYing- ~Colour I Material Wall Thickness Specified

Mark Code I
Clearance
r------------ f--

PVor G Red Copper Lead 0.1245-0.1250 in 0.0022-0.0045 in

(3.162-3.175 mm) (0.056-0.114 mm)
PVor G Blue Copper Lead 0.1249-0.1254 in 0.0022-0.0045 in
(3.172-3.185 mm) (0.056-0.114 mm)
G and AL Red Aluminium Tin 0.1245-0.1250 in 0.0022-0.0045 in
Alloy (3.162-3.175 mm) (0.056-0.114 mm)
G and AL Blue Aluminium Tin 0.1249-0.1254 in 0.0022-0.0045 in
Alloy (3.172-3.185 mm) (0.056-0.114 mm)

CRANKPIN BEARINGS

liner length 1.40-1.41 in (35.56-35.81 mm)

liner Identification

------T,
Identifying , Colour Material Wall Thickness Specified
Mark Code Clearance

PVor G Red Copper Lead 0.0943-0.0948 in 0.0017-0.0038 in

(2.395-2.408 mm) (0.043-0.096 mm)
PVor G Blue Copper Lead 0.0947-0.0952 in 0.0017-0.0038 in
(2.405-2.418 mm) (0.043-0.096 mm)
G and AL Red Aluminium Tin 0.0941-0'0946 in 0.0021-0.0042 in
Alloy (2.390-2.403 mm) (0.053-0.107 I"nm)
G and AL Blue Aluminium Tin 0.0945-0.0950 in 0.0021-0.0042 in
Alloy (2.400-2.413 mm) (0.053-0.107 mm)

13
- - - - - - - - - PART 1-ENGINE SYSTEMS - - - - - - - - -

CRANKSHAFT RE-GRINDING

When re-grinding a crankshaft the main and crankpin journal diameters should be reduced
the same amount as the undersize bearings used. The following dimensions apply. The rear
end of the crankshaft should be located on the 60° chamfer of the pilot bearing bore.

Undersize Bearing Available Main Journal Diameters

0.002 in (0.051 mm) 3.3693-3.3698 in (85.580-85.593 mm)
0.010 in (0.254 mm) 3.3618-3.3623 in (85.390-85.402 mm)
0.020 in (0.508 mm) 3.3518-3.3523 in (85.136-85.148 mm)
0.030 in (0.762 mm) 3.3418-3.3423 in (84.882-84.894 mm)
0.040 in (1.016 mm) 3.3318-3.3323 in (84.628-84.640 mm)

Crankpin Journal Diameters

0.002 in (0.051 mm) 2.7476-2.7480 in (69.789-69.799 mm)
0.010 in (0.254 mm) 2.7400-2.7404 in (69.956-69.606 mm)
0.020 in (0.508 mm) 2.7300-2.7304 in (69.342-69.352 mm)
0.030 in (0.762 mm) 2.7200-2.7204 in (69.088-69.098 mm)
0.040 in (1.016 mm) 2.7100-2.7104 in (68.834-68.844 mm)

CRANKSHAFT BALANCER-4-CYLINDER ENGINE

Gear Backlash 0.002-0.010 in (0.05-0.25 mm)
Shaft-to-Bushing Clearance 0.0002-0.0008 in (0.005-0.020 mm)
Shaft Diameter 0.9895-1.000 in (25.133-25.400 mm)
Backlash between Balancer and
Crankshaft Gear 0.002-0.008 in (0.05-0.20 mm)
End Float, Balancer Gear-to-Support 0.008-0.020 in (0.20-0.51 mm)

FLYWHEEL

Runout of Clutch Face (Between

Outer Edge of Friction Surface and
Mounting Bolt Holes) 0.005 in (0.127 mm)
Ring Gear Runout 0.025 in (0.64 mm)

OIL PUMP

Rotor Clearance 0.001-0.006 in (0.025-0.15 mm)

Rotor-to-Pump Housing Clearance
Rotor End Play
Relief Valve Pressure
Relief Valve Spring Tension
0.006-0.011 in (0.15-0.28 mm)
0.001-0.0035 in (0.025-0.089 mm)
60-70 Ibf/in 2 (4.1--4.8 bar)
(4.2-4.9 kg/cm2) at 2000 rev/min
1.07 in (27.2 mm) under 10.7-11.9Ib
(4.85-5.4 kg) load

14
------------CHAPTER 4 - - - - - - - - - - - -

Temperature Oil Viscosity and Type API Engine Oil & Filter
Classification Change Period (hours)

Ford 2610 Ford 7610,

3610,4110 7710
4610,5610
6610,6710
Below -12°C Low Ash, SAE 5W CC 150 75
(10 a F) Supplement 1 or Low Ash,
SAE 5W/20 Supplement 1 CC 150 75
or SAE 10W-30 CD 150 75

12°C to 4°C Low Ash, SAE 10W CD 300 150

(10°Fto40°F) Series 3 or SAE 10W-30 CD 300 150

O°C to 32°C Low Ash, SAE 20 CD 300 150

(3TF to 90°F) Series 3 or SAE 10W-30 CD 300 150

Above 24°C Low Ash, SAE 30 CD 300 150

(75°F) Series 3

NOTE: When using diesel fuel with a sulphur content below 1·0010 Series 3 diesel engine oil
with an A.P.I. classification of CC may be used instead of CD oil, but the oil and filter change
interval must be reduced to 150 hours.

When using diesel fuel with sulphur content between 1% and 1·3% use only oils listed
above but reduce the oil and filter change period to every 5fJhours.

ENGINE OIL CAPACITIES (Less Oil Filter)

Model Imp. pts. U.S. pts. Litres

Ford 2610. 3610. 4110, 4610 10 12 5·65

Ford 5610, 6610,6710, 7610. 7710 13·2 16 7·6

ENGINE OIL CAPACITIES (With Oil Filter)

Model Imp. pts. U.S. pts Litres

Ford 2610, 3610, 4110. 4610 11 ·7 14 6·6

Ford 5610, 6610,6710, 7610, 7710 15 18 8·5

15
- - - - - - - - - PART 1-ENGINE SYSTEMS - - - - - - - - -

THERMOSTAT

Opening Temperature

WATER PUMP

Type Centrifugal
Drive V-Belt
Deflection 0.5-0.75 in (12-19 mm) Midway between
pulleys.

COOLING SYSTEM CAPACITIES (With Heater)

Model Imp.pts. U.S.pts. Litres

Ford 2610, 3610, 4110, 4610 20 24 11·4

Ford 5610, 6610 24·2 29 13·8

Ford 6710 26·6 32 15·2

Ford 7610 31·6 38 18

Ford 7710 34·2 41 19'4

COOLING SYSTEM CAPACITIES (Less Heater)

Model Imp.pts. U.S.pts. Litres

Ford 2610, 3610, 4110, 4610 18·3 22 10·4

Ford 5610, 6610 22·4 27 12·8

Ford 6710 24·2 29 13·8

Ford 7610 30 36 17

Ford 7710 31·6 38 18

ANTIFREEZE

Use Ford antifreeze in the following solution strengths to provide protection down to the
temperature required.

Temperature protection Percentage of Antifreeze

- 4°C (25°F) 10%
- goC (16°F) 20%
-16°C (4°F) 30%
-24°C (-11°F) 40%
36°C ( 33°F) 50%

16
- - - - - - - - - - - - CHAPTER 4 - - - - - - - - - - - -

TORQUE VALUES Ibf ft (Nm) (Kgm)

Main Bearing Bolts 120 (163) (14)

Connecting Rod Nuts 63 (85) (9)

Cylinder Head Bolts (with Engine Cold) 110 (150) (15)

Intake Manifold-to-Cylinder Head 26 (35) (4)

Exhaust Manifold-to-Cylinder Head 28 (38) (4)

Exhaust Pipe-to-Flange 23 (31 ) (4)

Flywheel-to-Crankshaft 160 (217) (22)

Oil Pan Drain Plug 30 (41) (4)

Valve Rocker Cover Bolts 13 (18) (2)

Crankshaft Pulley-to-Crankshaft 165 (224) (23)
Self-Locking Screw- Valve Rocker Arm 18 (24) (3)

Injector Attachment Bolts 17 (23) (2)

Oil Pump to Block 36 (49) (5)

Water Pump-to-Cylinder Block 26 (35) (4)

Water Pump Cover-to-Pump 20 (27) (3)

Oil Pan-to-Cylinder Block (Stamped) 22 (30) (3)

Oil Pan-to-Cylinder Block (Cast) 28 (38) (4)

Injector Line Nuts 20 (27) (3)

Leak-off Tube Banjo Fitting Bolts 6 (8) (1 )

Injection Pump-to-Front Adaptor Plate 18 (24) (3)

Camshaft Drive Gear-to-Block 103 (140) (14)

Front Adaptor Plate-to-Cylinder Block 14 (19) (2)
Front Cover-to-Front Adaptor Plate 16 (22) (2)

Camshaft Gear Bolts 43 (58) (6)

Oil Filter Retaining Bolt 48 (65) (7)

Oil Filter Mounting Bolt Insert 25 (34) (4)

Starting Motor-to-Rear Adaptor Plate 23 (31) (3)

Dynamic Balancer- Cylinder Block 65 (88) (9)

Governor Drive Gear Nut 90 (122) (13)

Oil Pump Gear Stop 70 (95) (10)

Oil Pressure Switch Assembly 23 (31 ) (3)

Turbo-charger-to-Exhaust Manifold 33 (44) (5)

Fan to Pulley Bolts 16 (22) (2)

17
- - - - - - - - - PART 1-ENGINE SYSTEMS - - - - - - - - -

The following general nut and bolt installation torque requirements (lubricated) apply to any
operation not previously listed.

TORQUE VALUES Ibf ft (Nm) (Kgm)

INCH SERIES
%-20 8 (11 ) (1 )
%-28 8 (11 ) (1 )
0/,6 18 14 (19) (2)
0/,6- 24 17 (23) (2)

% 16 23 (31) (3)
%-24 33 (45) (5)
r,a- 14 48 (65) (7)
r,s-20 55 (75) (8)

Y2 13 65 (88) (9)
Y2-20 75 (102) (10)

0/,6- 18 90 (122) (13)

%-18 138 (187) ( 19)

C. SPECIAL TOOLS

(Prior Tool Numbers. where applicable, shown in brackets)

V. L. CHURCHILL
DESCRIPTION TOOL NO. NUDAY TOOL NO.

Adjustable Bridge Puller 518 9539 (518)

Shaft Protectors 625~A 9212 (625~A)

Step Plate Adaptors 630·S 9210 (630·S)

Bushing Kit 818 9514 (818)

Crankshaft Gear- Remover CPT 6040-8

2134 (SW501)
Replacer CT 6069·A
Replacer Adaptor /
Insert CT 6069-1 1237 (SW.501-1)

Valve Guide Reamer Kit FT.6202 (SW.502) 2136 (SW.502)

Camshaft Bearings - Remover / Installer FT. 6203 1255 (SW.506)

Handle N6261·A 1442 (N6261·A)

Crankshaft Oil Seal Installer FT. 6204 1301 (SW.520)

\
Water Pump Seal Replacer FT. 6209 4672

18
Tractor models 7810 and 8210 have been added to this manual. Both tractors utilize the
401 CID engine from the TW Series tractors. The engine repair information from the TW
Repair Manual is reprinted here for your benefit.

The Model 7810 tractor is based on the Model 7610 tractor with the exception of a
modified. derated TW-5 engine. Repair procedures forthe 761 0 should be followed except
for the engine proper. Refer to the TW-5 material for engine repair. One important
exception must be noted. The Model 7810 engine oil pump location and drive is the same
as the Model 761 O.

The Model 8210 tractor is based on the Model 7710 tractor with exception of a derated
TW-5 engine. Repair procedures for the 7710 should be followed except for the engine
proper. Refer to the TW-5 material for engine repair.

Both Models 7810 and 8210 utilize the same inline fuel injection pump used on the TW-5
tractor. Fuel delivery specifications vary. Any repair or adjustment must be carried out by
an authorized fuel injection repair service.
II
II
II
II
I
 PART 1
ENGINE SYSTEMS

Chapter 1
ENGINE AND LUBRICATION SYSTEM

Section Page
A. DESCRIPTION AND OPERATION
B. CYLINDER HEAD, VALVES AND RELATED PARTS 4
C. ENGINE FRONT COVER AND TIMING GEARS 20
D. OIL PAN AND OIL PUMP 26
E. CONNECTING RODS, BEARINGS, PISTONS, RINGS,
CYLINDER BLOCK AND SLEEVES 32
F. MAIN BEARINGS, FLYWHEEL AND CRANKSHAFT 46
G. CAMSHAFT 53
H. ENGINE COMPRESSION TEST 55

A. DESCRIPTION AND OPERATION

This chapter describes the overhaul and repair CYLINDER HEAD ASSEMBLY-
of the six cylinder, direct injection diesel INCLUDING VALVE TRAIN
engines of the Ford TW-5, TW-15, TW-25 and COMPONENTS
TW-35 series tractors.

All the engines are of similar design and many

service procedures are common throughout
the range. Each engine has a bore and stroke of
4.4 in (111.8 mm) which generates a
displacement of 401 cu in (6580 cc). Increased
power levels of the various models from the
base engine are achieved by tailored fuel
systems and the addition of a turbocharger or a
turbocharger and intercooler combination.
The cylinder head assembly incorporates the
valves, valve springs and rotators. The valve
rocker arm shaft assembly is bolted to the
cylinder block, through the head. The intake
and exhaust manifolds are bolted to the head,
the intake manifold being on the right side of
the engine, and the exhaust manifold on the
left.

1
_ _ _ _ _ _ _ _ _ _ PART 1-ENGINE SYSTEMS - - - - - - - - -
The valve guides are an integral part of the
cylinder head, and valves with oversize stems
are available for service. Replaceable cast alloy
valve seats are pressed into each valve port of
the cylinder head. The alloyed steel exhaust
valves are fitted with positive valve rotators.
Intake valves use umbrella-type seals while the
exhaust valves use a square section O-ring.
The push rods are high tensile strength steel
with oil-cushioned sockets, and locate inside
the tappet. The tappets are cast cylindrical,
chill-hardened iron. Valve lash is maintained by
self-locking adjusting screws.
The camshaft is supported by five replaceable
bearings, and is driven by the camshaft drive
gear. Camshaft thrust is controlled by a plate
secured to the block and located between the
camshaft gear and the front journal of the
camshaft.
The face of the cylinder head is flat and uses six
evenly spaced head bolts per cylinder. The fuel
injectors are mounted outside the rocker cover
and the combustion chamber is in the head of
the piston.
MANIFOLDS
The aluminium alloy intake and two part cast
iron exhaust manifolds are on opposing sides
of the cylinder head providing better heat
distribution in the head with less heat being
transferred to the intake manifold. Tractors are
equipped with an exhaust expansion manifold
and a vertical exhaust system. The intake
manifold has a tapped hole for installation of a
thermostart cold starting device. Another
tapped hole is provided for the air cleaner
restriction gauge.
2
CYLINDER BLOCK ASSEMBLY
The cylinder block is alloy cast iron with heavy
webbing and deep cylinder skirts. The block
features full length water jackets for cooling
the cylinders. Cylinder arrangement is vertical
in-line with the cylinders numbered from 1 to 6,
starting at the front of the block, and the firing
order is 1-5-3-6-2-4.
The oil pan sump is heavy cast iron, the oil filler
tube and the dipstick are both located on the
right side of the engine.
The oil pan is attached to the bottom of the
cylinder block and is the sump for the
lubrication system. The engine front cover is
attached to the front engine adaptor plate
forming a cover for the timing gears.
The crankshaft gear is keyed and press fitted
on the front of the crankshaft. The crankshaft
gear drives the camshaft drive gear which is
attached to the front of the cylinder block. The
camshaft drive gear drives the camshaft gear
and the injection pump drive gear.
The camshaft gear is attached to the front of
the camshaft by a bolt, lock washer a flat I
washer and a spacer. The gear is keyed to the
camshaft to maJntain the position of the gear
and drive the shaft.
All the timing gears can be checked by
observing the timing punch marks on the
gears. The crankshaft is supported in the
cylinder block by seven main bearings. The
fifth bearing from the rear is a flanged thrust
bearing which controls crankshaft end play.
 CHAPTER 1
A slinger is machined on the rear of the
cran kshaft to direct oil away from the rear seal.
The rear seal is of the circular lip-type and fits
into a pocket machined into the cylinder block
and rear main bearing cap. The cap also has
two composition side seals. There is a rear
plate gasket to assist in sealing the rear
bearing.
The engine pistons have a continuous skirt
around the entire piston. Each piston has three
compression rings and one oil control ring, the
top compression ring is a keystone ring.
The piston is connected to the crankshaft by a
heavy I-beam connecting rod. The crankshaft
end of the connecting rod has an insert-type
bearing. The piston end of the connecting rod
has a replaceable bronze bushing. The piston
pin is a free-floating steel pin held in place in the
piston by two snap-rings (circlips).
LUBRICATION SYSTEM
A gear rotor-type oil pump, driven from the
crankshaft through an idler gear, is mounted
on the front cover plate. It takes oil from the
deepest part of the oil pan through a filter
screen and pumps the oil into the lubrication
system. A spring-loaded relief valve in the
pump body limits the maximum pressure in the
system by directing excess oil back to the
intake side of the pump.
Oil flows from the pump to a replaceable
cartridge external filter. A relief valve in the
filter permits oil to bypass a clogged filter,
thereby maintaining oil flow to the engine at all
times.
3
Oil flows from the filter to the main oil gallery,
which runs the length of the cylinder block and
intersects the tappet chambers. The main oil
gallery also supplies oil to all the crankshaft
main bearings and to the connecting rod
journals by way of the crankshaft. Camshaft
bearings receive oil by means of drilled
passages from the main bearings.
The camshaft drive gear bushing is pressure-
lubricated through a drilled passage from the
front main bearing and has spiral grooves to
direct oil towards the outside of the gear. The
gear has small oil passages machined on both
sides which allows the oil to exhaust. The
timing gears are splash-lubricated from the
pressure-lubricated camshaft drive gear and
the fuel injection pump overflow.
Cylinder walls and pistons are splash-
lubricated by the crankshaft on the TW-5.
Pistons are splash-lubricated on the TW-5;
pressure-lubricated on the TW-15, TW-25 and
TW-35 tractors. An intermittent flow of oil is
fed to the valve rocker arm shaft assembly
through a drilled passage in the cylinder block
at the No.1 camshaft bearing which indexes
with a hole in the cylinder head. From the head,
the oil flows up around the No.1 rocker arm
support bolt to the rocker shaft. The oil from
the shaft flows through drilled holes in each
rocker arm to lubricate the valve end and the
adjusting screw end of the rocker arm. Oil from
the ball ends of the rocker arms flows down the
push rods and assists in lubricating the tappets
and push rods. Excess oil drains into the push
rod chamber through the push rod holes in the
cylinder head and then back to the oil pan
sump through cored openings in the block.
The fuel injection pump is also lubricated by
pressurised oil supplied through the idler
bearing.
The TW-35 tractor has a heat exchange
manifold mounted on the left hand side of the
engine block. Engine oil is water cooled as it is
pumped through the heat exchange manifold.
TW-5, TW-15 and TW-25 tractors have
conventional bypass oil coolers incorporated
.in the radiator assembly. All models have two
spin-on oil filters attached to the manifold
which maintain the cleanliness of the engine
oil.
_ _IIIIIIIIIIIIIIIIIIIIIIIIIIII_ _ _
l&1l1111111a_ _1IIII!I1IIIIiII PART 1- EN GiN E SYSTEMS _ _ _ _IIIIIlIIIlII_IIIIIIIIIIIIIIIIIIIIIIIIIIII_ __

B. CYLINDER HEAD, VALVES AND RELATED PARTS

The cylinder head can be removed from the 4. Remove the air intake pipe at the intake
engine for service with the engine installed in manifold to the radiator bracket flange and
the tractor. remove from the tractor.

REMOVAL TW-5 TW-15

1. Remove the pre-cleaner and fuel tank cap. With reference to Figures 5 and 6.

1. Remove the pre-cleaner and the fuel tank

2. Unbolt the muffler pipe from the exhaust cap. Remove the muffler.
manifold and remove the muffler, muffler
support bracket and muffler pipe from the
tractor.

3. Remove the two side panels, three radiator 2. Remove the two side panels, three radiator
grille panels and hood panel, Figure 1. grille panels and hood panel, Figure 1.

3. Unbolt and remove the muffler-to-turbo-

charger tube and remove the heatshield.

4. Remove the air intake pipe from the turbo-

charger to the radiator support. Remove
the intake manifold hose, Figure 3.

6. Remove the turbocharger oil lines and the

four bolts attaching the turbocharger to
Figure 1
the exhaust manifold. Remove two turbo-
Sheet Metal: TW-5 and TW-15
1. Hood Panel 4. Front Grille
charger oil cooler bracket bolts. Withdraw
2. Side Panel 5. Pre-cleaner the turbocharger and plug all openings to
3. Side Panel 6. Fuel Cap prevent the entry of dirt.
 CHAPTER 1 rOOM

Figure :2
Access to Engine (TW-15)
1. Air Intake Tube 8. Hydraulic Oil Cooler
2. Turbocharger Lubrication Tubes " 9. Fuel Tank Bracket Bolts
3. Oil Filter 10. Air Cleaner Clamp
4. Exaust Manifold 11. Flange Bolts
5. Turbocharger to Muffler Tube 12. Muffler Support Bracket
6. Breather Tube 13. Main Fuel Tank
7. Thermostat Housing

6. Shut off the fuel at the main fuel tank. TW-25

7. Disconnect the wiring harness at the With reference to Figures 5 and 6.

alternator and air intake sensor. Remove
the harness from the fuel tank bracket. 1. Remove the pre-cleaner and fuel tank cap.

8. Remove the eight bolts that attach the

main fuel tank support brackets to the
2, Remove the muffler clamp and withdraw
tractor.
the muffler.
9. Using a sling, remove the fuel tank and
brackets from the tractor, Figure 4.
3. Remove the two side panels, grille and
10. Remove the fan brace. hood panel.
 Figure 3
Access to Engine (TW-15)
1. Fuel Tank Support Bolts 6. Fuel Shut-Off Cable
2. OH Filler Cap 7. Fuel Shut-Off Valve
3. Fuel Line 8. intake Manifold Hose
4. Engine Oil Dipstick 9. Intake Manifold
5. Throttle Cable 10. Support Bracket

4. Unscrew the four air-cleaner mounting 3. Remove the two side panels, grille and
bolts and disconnect the aspirator hose hood panel.
and air cleaner to turbocharger tube.
Withdraw the air-cleaner.

5. Remove the turbocharger exhaust hose 4. Unscrew the four air-cleaner mounting
clamp and air intake clamp. Disconnect the bolts and disconnect the aspirator hose
two oil tubes and remove the and air cieaner to turbocharger tube. With-
turbocharger assembly. draw the air-cleaner.

TW-35
5. Remove the turbocharger grille support
and the air-cleaner to turbocharger tube
With reference to Figures 5 and 6.
and hose, Figure 7.
1. Remove the pre-cleaner and fuel tank cap.

2. Remove the muffler clamp and withdraw 6. Disconnect and remove the intercooler to
the muffler. It'h''"It"'~'<:!~,nQ'' tube and the aspirator hose.
 Figure 4- Figure 5
Access to Cylinder Head Sheet Metal: TW-25 and TW-35
1. Valve Cover 3. Fuel Shut-Off Valve 1. Pre-Cleaner 4. Hood Pane!
2. Intake Manifold Air Inlet 4. Main Fuel Tank 2. Side Panels 5. Fuel Tank Cap
3. Grille

FigureS
Access to Engine (TW-35l
1. Grille Support (Intercooler) 6. Turbocharger Exhaust Tube 11. Hood Panel
2. Intercooler-to-Turbocharger Tube 7. Radiator 12. Air Cleaner
3. Turbocharger 8. Front Weights 13. Air Cleaner-to-Intercooler Tube
4. Oil Cooler 9. Fuel Tank 14. Pre-Cleaner
5. Engine Oil Filter 10. Side Panel Rail

1
 Figure 7
and Intercooler
.~k/",..f-l",,.,..,,,,,,
1. Air Cleaner-to-Turbocharger Tube
2. Air Cleaner-to-Turbocharger Tubes and Clamps
3. Exhaust Clamp and Tube
4. Aspirator Tube
5. Intercooler
7. Unscrew the eight retaining bolts and
withdraw the intercooler assembly.
8. Remove the clamps from the air intake and
exhaust hose. Disconnect and remove the
two turbocharger oil tubes.
9. Unscrew the six retaining bolts and with-
draw the turbocharger assembly.
10. Remove the intercooler support bracket at
the rear of the engine, Figure 8.
11. Remove the support bracket, fan and
alternator bracket, and water pump as
required, Figure 9.
Figure 8
Engine Access
1. Intercooler Support Bracket
All TRACTORS
1. Unscrew the twelve exhaust manifold
bolts, and remove the exhaust manifold
and gasket.
2. Remove the thermostart unit and the fuel
delivery lines. Plug the fuel line, injector
and fuel pump openings to prevent the
entry of dirt.
3. Unscrew the fourteen intake manifold
boits, and remove the intake manifold and
gasket.
4. Remove the breather tube from the rocker
cover.
5. Drain the coolant.
6. Remove the fuel filters and lines from the
engine. Plug all openings to prevent the
entry of dirt.
 CHAPTER 1

9 Figure 10
Engine Access Top View of Engine
1. Bracket 1. Exhaust Manifold
2. Water Pump 2. Lock Tab
3. Fan and Alternator Bracket 3. Head/ Rocker Arm Bolt
4. Head Bolt
5. Intake Manifold

7. Remove the rocker arm cover and gasket.
8. Remove the injector leak-off line at No.6
cylinder.
11. Remove the valve push rods from their
holes in the cylinder head and arrange
them in a rack in the order in which they
were removed. It is important that the rods
are installed in the same bores during
reassembly.

9. Unscrew the two nuts from each injector,

and remove the injectors. If the injectors
cannot be withdrawn by hand it may be
12. Loosen and remove the cylinder head
necessary to pry them out. Keep the area
retaining bolts evenly, working from the
clean to avoid fouling the injectors with
ends to the centre of the head, and
dirt.
carefully lift the cylinder head from the
block.

10. Visually check the push rods for

straightness by rotating them with the
valve closed. Loosen the rocker arm shaft
boits evenly and remove the assembly from
the tractor, Figure 10.
DISASSEM Bl Y

NOTE: Do not remove the rocker arm shaft 1. Before removing the valves from the
. retaining bolts unless it is necessary to cylinder head, clean all carbon deposits
disassemble the rocker arm shaft. from the valve heads.
 Figure 11 Figure 12
Removing Valves Intake Valve Assembly
1. Valve Spring Compressor 1. Intake Valve
2. Valve Spring 2. Spring
3. Retainer Locks 3. Seal (TW-5 only)
4. Retainer
5. Retainer Locks

2. Position the valve spring compressor over 2. Remove all dirt, grit and grease from the
the valve and spring, and compress the cylinder head with a cleaning solvent.
spring, Figure 11.

Intake Valves: Remove the retainer locks,

spring retainer, spring, and valve stem
seal, Figure 12.

Exhaust Valves: Remove the retainer

locks, the seal from its groove, and the
valve rotator and spring, Figure 13.

3. Lift-the valves from the cylinder head and

place them in a numbered rack so they can
be reinstalled in their respective guides.
Keep the exhaust valve rotators with the
valves from which they were removed.

CLEANING 13
Exhaust Valve Assembly
1. Exhaust Valve
1. With the valves removed clean the valve 2. Valve Spring 4. Seal
guide bores. 3. Rotator 5. Retainer Locks

10
- - - - - - - - - - - - - - - - - - - - - - - CHAPTER 1
14
Measuring Cylinder Head Flatness
1, Straight
2. Feeler Gauge
~NSPECTION AND REPAIR
1. Inspect the cylinder head for cracks, nicks
or burrs. Instal! a new head if necessary.
Remove aU burrs or nicks from the
surface.
2. With a straight edge and feeler gauge,
check the flatness of the cylinder head,
Figure 14. Specifications for flatness are
0.006 in (0.15 mm) maximum overail, or
0.003 in (0.76 mm) in any six inches (152.40
mm)
NOTE: If the face of the r"llIJ'nnlOr
meet the flatness specification it may be
skimmed, provided that the depth from the
lower face of the valve seat insert to the
cylinder head face is not reduced to less than
0.117 in (2.97 mm).
3. If the head has been skimmed, determine
that ali the head bolts will bottom. Place
the cylinder head, less on the block
and install and tighten all the head
11
15
Measuring Valve Seat Width
1. Valve Seat
bolts (rocker arm shaft supports and
washers shoulJ be used under the long
bolts). Using a feeler gauge, check the
clearance between the underside of the
head bolts and the cylinder head rocker
arm support. If the clearance is 0.010 in
(0.25 or for any bolt, use a
% in x 13 UNC~2A thread tap and increase
the tap depth. The head bolts should be
marked so they are reinstalled in the hole in
which they were checked.
4. The intake and exhaust valve ports in the
cylinder head are equipped with removable
valve seat inserts. Remove and replace
inserts that are cracked or loose, or that
show excessive wear.
5. To install a larger insert than originally
machine the counter bore for the
seat in the cylinder head to the dimensions
in Table 1, Page 14. The insert must be
thoroughly chilled in dry ice before
installation.
 Figure 16 Figure 17
Checking Valve Seat Concentricity Valve Face and Seat Angles
1. Set Dial at "0" A. Ford TW-5 intake and Exhaust Valves
2. Valve Seat Concentricity Gauge Ford TW-15, TW-25 and TW-35 Exhaust Valves
3. Set Point to Ride on Valve Seat Face B. Ford TW-15, TW-25 and TW-35 Intake Valves
4. Rotate Sleeve Clockwise and Read Dial 1. Valve Seat Angle - 45°
5. Tighten Pilot 2. Valve Face Angie - 44 %°
3. %2 in (0. 79 mm)
4. Seat \l\{idth %2 in (2.38 mm)
5. Valve Seat Angie - 30°
6. Valve Face Angle 29 Yio
7. Y,6 in (1.59 mm)
8. Seat Width %2 in ± ~~ in (2.38 ± 0040 mm)
9. Valve Seat
10. Valve Face

6. Measure the width of the valve seats,
Figure 15, and reface the seats if they do
not meet the specifications shown in
Figure 17.
7. Measure the concentricity of the valve seat
with a suitable gauge, Figure 16, or check
with Prussian Blue. If the valve seat runout
exceeds 0.0015 in (0.0381 mm) reface the
seat.
8. Rotate a new or refaced valve lightly in the
seat, using Prussian Blue. If the blue is
transferred to the valve face 0.625 in (1.59
mm) below the upper edge of the valve
face, the contact is satisfactory. If the blue
is transferred to the valve face above or
below this point, raise or lower the seat as
follows:

NOTE: Reface the valve seat and face at the

same time so the finished measurements
correspond to Figure 17.

Remove only enough metal from the seat
to clean up the pits and grooves, or to
correct the seat runout. After refacing, the
seat should measure 0.094 in (2.38 mm) ±
0.015 in (0040 mm). If the refaced seat
exceeds this width, narrow the seat by
removing stock from the top or bottom of
the seat. See Step 8. If the seat measures
less than this width, widen the seat.
FORD TW-15 INTAKE AND EXHAUST
VALVES, TW-15, TW-25 AND TW-35
EXHAUST VALVES
Lower the valve seat by removing metal from
the top of the seat with a 30° grinding wheel.
Raise the valve seat by removing metal from
the bottom of the seat with a 60° grinding
wheel, Figure 18.

12
- - - - - - - - - - - - - - - - - - - - - - - CHAPTER 1
Figure 1S
Dressing Valve Seats
A. Ford TW-5 Intake and Exhaust Valves
Ford TW-15, TW-25 and TW-35 Exhaust Valves
S. Ford TW-15, TW-25 and TW-35 Intake Valves
1. 60°
2. 45°
3. 15°
4. 30°
TW-15, TW~25 AND TW-35 INTAKE
VALVES
Lower the valve seat by removing stock from
the top of the seat with a 15° grinding wheel.
Raise the seat by removing stock from the
bottom of the seat with a 45° grinding wheel,
Figure 18.
IMPORTANT: Some cylinder heads may
have one ormoreO.OO3in (0. 0762mm) orO. 015
in (0.381 mm) oversize valve guides and valves
installed. The exhaust manifold side of the
cylinder head opposite these valves will be
stamped '03' or YOO3 as as appropriate.
Valve stem-to-guide clearance tolerances are
as follows. Intake valves, 0.0010-0.0045 in
(0.0245-0.114 mm) - exhaust valves,
0.0020-0.0055 in (0.0508-0.0139 mm).
Measure stem-to-guide clearance with a
telescoping gauge and micrometer, Figure 19.
If the ciearance is not within tolerances, or if
excessive oil consumption is indicated, replace
the guides concerned.
13
figure 19
Measuring Valve Guide
1. Telescope Gauge
2. Micrometer
Valves with oversize stems are available for
service. If it is necessary to ream the valve
guides to install valves with oversize stems use
the Oversize Valve Guide Reamers, Tool No.
FT. 6202 or 2136, and ream the guides in steps,
using the small reamer and standard diameter
pilot first.
The Oversize valve Guide Reamer Kit contains:
Reamer Diameter
0.003 in (0.0762 mm) oversize
0.015 in (0.3810 mm) oversize
0.030 in (0.7620 mm) oversize
Pilot Diameter
Standard Diameter
0.003 in (0.0762 mm) oversize
0.015 in (0.3810 mm) oversize
NOTE: Always reface the valve seat after
reaming the valve guide.
_ _ _ _ _ _IIIIIIIIIIIIIIIIIIIIIIIII_ _ _ PART 1 ENGINE SYSTEMS __ 1111111111!1111_ _ _ _IlIIIIIIiIIIIIIIlllllllmBIIIIII_1IIIIIIIIIIII

Figure 20 Figure 21
Critical Valve Measurements and Inspection Checking Valve Spring Squareness
Checks 1. Not more than ;';6 in (1.59 mm)
A. Ford TW-5 Intake and Exhaust Valves
Ford TW-15, TW-25 and TW-35 Intake Valves
B. Ford TW-15, TW-25 and TW-35 Intake Valves
1. %2 in (0.79 mm) Minimum
2. 44%0
3. ;';6 in (1.58 mm)
4. Check Maximum Valve Face Run-Out
5. 29%0
6. Check for Bent Stems and Correct Diameter

VALVES AND PUSH RODS Check the valve tip for pits or grooves and
replace the valve if such a condition exists.
INSPECTION Discard valves that are severely damaged.

The critical inspection points of the valves are

shown in Figure 20. Inspect the valve face and
the edge of the valve head for pits, grooves,
scores or other defects. Inspect the stem for a
bent condition and the end of the stem for
grooves or scores. Check the valve head for
cracks, erosion, warpage or burn. Minor
defects such as small pits or groves, can be
removed.
Discard any valve springs that show signs of
erosion or rust. Check each valve spring for
squareness, Figure 21. Discard valve springs
that are out of square in excess of 1/16 in
(1.59 mm).

TABLE 1

Exhaust Valve Inlet Intake Valve Seat Insert

Insert Oversize
Counter Diameter in Cylinder Head
0.010 in (0.254 mm) 1.607-1.608 in (40.82-40.84 mm) 1.907-1.908 in (43.44-43.46 mml
0.020 in (0.508 mm) 1.617 - 1. 618 in (41.07 - 41 . 10m m) 1.917 - 1,918 in (43.69 - 43.72 m m)
0.030 in (0.762 mm) 1.627 - 1.628 in (41.33 - 41 .36 m m) 1.927-1.928 in (43.95-43.97 mm)

14
----------------------~ CHAPTER 1

Check specified free length and loaded height

of the valve springs. Weak valve springs cau~e
poor engine performance. If the free length is
less than 2.16 in (54.8 mm), add one 0.030 in
(0.76 mm) spacer between the cylinder head
spring pad and the valve spring to bring the
assembled height to the recommended
dimensions of 2.13-2.19 in (53.9--55.6 mm).

Check the valve spring retainer locks to be sure

they are in good condition. Rotate the exhaust
valve positive rotator to be sure it is not binding
or excessively worn. Install new rotators if
necessary.
Figure 22
Rocker Arm Shaft
1. Notch
Check the ends of the push rods for nicks, 2. Bolt
grooves, roughness or excessive wear. If the 3. Spacer
4. Rocker Arm
push rods were not straight when checked or if
5. Rocker Arm Shaft Support
any of the above wear conditions exist, install 6. Spring
new rods. Do not attempt to straighten push
rods.

ROCKER ARMS AND SHAFT

OISASSEM BlY

REFACING VALVES To disassemble the rocker shaft assembly,

remove the bolts that attach the rocker shaft to
The valve refacing operation should be closely the cylinder head from the rocker shaft
co-ordinated with the valve seat refacing support, Figure 22.
operating so the finished angle of the valve is
Y2 0 less than the valve seat to provide an inter-
ference angle for better seating, Figure 17.
Adjust the refacing tool to obtain a face angle
of 44 V2 0 or 29 Y2 0 Figure 20.
I

iNSPECTION

1. Inspect the rocker arm adjusting screws

Remove only enough stock to clean up the pits and the push rod ends of the rocker arms
and grooves. Check the edge of the valve for stripped or worn threads.
head, if less than 0.031 in (0.79 mm) margin,
install a new valve.
2. Check the ball end of the screws for nicks,
scratches or excessive wear.
Remove all grooves or score marks from the
valve tip then chamfer as necessary. Do not
I

remove more than 0.010 in (0.25 mm) from the 3. Check the rocker arm iocating springs and
tip. spacers for breaks or other damage.

15
-------------------PART1-ENGINESYSTEMS------------------
4. Inspect the pad and insert end of the rocker
arm for roughness or grooves, or excessive
wear. If any of the above conditions exist,
install new parts.
5. Check the rocker arm and rocker shaft
diameters. If the diameter exceeds the
specifications, Chapter 6, install a new
part. If the shaft meets specifications,
clean it thoroughly in solvent. Make sure
the oil passages are clear of obstructions.
INSTALLATION
1 . Reassemble the rocker arm and shaft
assembly, Figure 22.
2. Coat the rocker arm shaft with engine oil
prior to assembly. Lubricate the valve pads
on all rocker arms.
3. The rocker shaft has an identification
groove at one end of the shaft. Position the
mark upwards and use this end as the front
of the shaft. This puts the oil holes and
grooves in the shaft facing down.
4. Start reassembly from the rear of the shoft
by first positioning a rocker arm support
with the notch on the support to the righ~
of the shaft facing forward.
5. Be sure the springs and spacers are in their
correct position, Figure 22, then proceed
with the assembly.
CYLINDER HEAD
ASSEMBLY
1. Insert each valve in the guide bore from
which it was removed and lap it in position
to give an even seat around the valve. On
completion of this operation remove the
valve and carefully clean the lapping
compound from the valve seat and seat
insert.
16
2. Lubricate all moving parts with engine oil
prior to installation. Refer to Figures 12 and
13 for reference to parts of the intake and
exhaust valves.
3. Insert each valve in the guide bore from
which it was removed. Position a new
valve seal over each intake valve (on the
TW-5 only) and guide.
4. Install the valve springs over the valve
guides.
5. On intake valves, compress the springs
and spring retainer, Figure 12, and install
the retainer locks. On exhaust valves,
compress the spring and the valve rotator.
Be sure to install the rotator onto the valve
from which it was removed.
6. On exhaust valves install the new sealing
'ring into the second groove from the top of
the valve stem and install the retainer
locks.
CHECKING VALVE SPRING ASSEMBLED
HEIGHT
Measure the assembled height of the valve
spring from the surface of the cylinder head
spring pad to the underside of the spring
retainer. Use dividers, Figure 23.
If the assembled height is greater than the
specified limit, install 0.030 in (0.76 mm)
spacers between the cylinder head spring pad
and the valve spring to bring the assembled
height to the recommended dimension.
NOTE: Do not instal! spacers unless
necessary. Use of spacers in excess of
recommendations will result in overstressing
the valve springs and overloading camshaft
lobes.
- - - - - - - - - - - - - - - - - - - - - - - - CHAPTER 1
Figure 23
Checking Valve Spring Assembled Height
1. Underside of Spring Retainer
2. Surface of Spring Pad
VALVE SPRING ASSEMBLED HEIGHT
1.72-1.78 in (43.6-45.2 mm)
INSTALLATION
1. Place a new head gasket on the cylinder
block, then carefully position the cylinder
head on the gasket. Two dowels are on the
top of the cylinder block at opposite
corners to aid in positioning the cylinder
head and gasket.
2. Lubricate the cylinder head bolts and
install them finger tight.
3. Install the valve push rod with the cupped
end up, in the holes in the cylinder head
from which they were removed. Be sure
the ball ends of the push rods are seated in
the tappet sockets.
17
Figure 24
Cylinder Head Tightening Sequence
A. Intake Side
B. Exhaust Side
4. Position the rocker shaft assembly on the
cylinder head, the long cylinder head bolts
and washers in the respective holes. Refer
to Figure 10. Make sure that the ball ends
of the rocker arm adjusting screws are
seated in the cupped end of the push rods.
5. Tighten the cylinder head bolts in the
sequence shown in Figure 24. Tighten the
two steps:
(a) 140 Ibs.ft. (190 Nm)
(b) 160 Ibs.ft. (217 Nml
NOTE: The cylinder head bolts should be
torqued only when the engine is cold.
 9. Using new copper washers, install the
injector leak-off line.

10, Install a new gasket and the intake

manifold onto the cylinder head. Secure
the manifold with the boits and lock
washers and tighten the bolts to the
specified torque, see 'Specifications',
Chapter 6.

11. Attach the fuel filters to the manifold with

two boits and flat washers, and connect
the fuel lines.

12. Connect the injector lines to the injection

pump and to the injectors. Position the
clamps on the injector lines in the same
position from which they were removed.

6. Rotate the engine and set the valve lash,

Figure 25, to the specified limits, see 13. Connect the cold start equipment.
'Specifications', 6.

14. Position a new exhaust manifold gasket on

the cylinder head and install the exhaust
manifold, Figure 6. Use new lock tabs and
tighten the bolts to the specified torque,
see 'Specifications', Chapter 6, and bend
7. Install a new seat washer in each ."""",,",T/".- the lock tabs to retain the bolts.
bore in the Position new
cork seals over the injectors.

15. Ford TW~5: Bolt the muffler with a new

gasket installed to the exhaust manifold

8. Install each injector into the cylinder head Ford TW-15 and TW-25: Bolt the turbo-
and over the two studs, Figure 11. Install charger, with a new gasket installed, tothe
the nut on each stud and exhaust manifold. Install the oil pressure
progressively to the specified and return lines from the turbocharger to
'Specifications', 6. the

18
------------------------CHAPTER1
IMPORTANT: Whenever a turbocharger is
installed in a tractor, the following procedure
should be followed:
(i) Connect the oil supply tube to the turbo-
charger and tighten the connection
securely.
(ii) Do not connect the oil return tube to the
turbocharger at this time.
(iii) Connect the air inlet-to-turbocharger
tubes and the turbocharger-to-exhaust
tubes, as detailed previously. Tighten all
locations securely.
(iv) Place a container under the oil return
passage of the turbocharger bearing
housing.
(v) Crank the engine with the diesel engine
stop control pulled out. Oil under
pressure from the engine lubrication
system will flow out of the turbocharger
bearing housing into the container. This
procedure will provide initial lubrication
to the turbocharger.
(vi) Connect the oil return tube to the turbo-
charger and tighten the connection
securely.
16. Connect the upper radiator hose to the
cylinder head.
17. Fill the radiator with coolant.
18. Refit the rocker cover, installing a new
gasket, and tighten the bolts to the
specified torque, see 'Specifications',
Chapter 6. Connect the ventilating tube.
19
19. Lift the air cleaner and support assembly
into place and attach with the hardware
previously removed.
20. TW~5: Attach the muffler to the air cleaner
support assembly and connect the air
intake tube to the intake manifold.
Ford TW-15 and TW-25: Connect the
exhaust extension to the turbocharger
exhaust outlet and attach it to the air
cleaner support assembly. Connect the air
intake tube to the inlet side of the turbo-
charger and the air cleaner.
21. Install the fuel tank assembly.
22. Turn on the fuel.
23. Position the wiring harness in the clips on
the support brace and connect the harness
at the alternator and air intake restrictor
valve.
24. Install the top hood panel and the pre-
cleaner.
25. Install both hood side panels and the
radiator grille panel(s).
26. Bleed the system as described in Part 2,
IIFUEL SYSTEM".
TW-35
27. Bolt the turbocharger and new gasket to
the exhaust manifold. Install the oil lines
between the turbocharger and the engine.
Install the water pump if removed, using a
new gasket.
28. Install the thermostat - fan hub housing.
Attach the radiator hose and heater hose,
Figure 9.
_ _ _ _ _ _ _ _ _ _ PART 1- ENGINE SYSTEMS ___IIIIIIIIIIIIIIBIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII

29. Install the intercooler support bracket at 32. Install the air cleaner, and the air cleaner-
the rear of the engine, Figure 8. to-turbocharger tube.

30. Install the intercooler, Figure 7. 33. Attach the grille support, Figure 6.

31. Connect the intercooler-to-turbocharger 34. Install the hood panel, grille and side
tube, and install the aspirator hoses. panels, Figure 5.

C. ENGINE FRONT COVER AND TIMING GEARS

Engine front cover and timing gear service
operations can be performed after separating
the front axle assembly from the engine,
transmission, and rear axle assembly, as
outlined in Part 12, "SEPARATING THE
TRACTOR".
CAMSHAFT PUllEY REMOVAL
1. Remove the fan and water pump belts.
Remove the bolt and washer from the
crankshaft pulley, Figure 26, Using
Adjustable Bridge Puller, Tool No. 518 or
9539 and Shaft Protector No. 625-1 or
9212, Figure 27. To use the puller for this
purpose, r,a" x 14 UNC bolts have to be
used and the slots in the puller enlarged.

2. Check the pulley belt grooves to be sure

the surfaces are smooth and the flanges
are not cracked or broken.

3. Check the shaft spacer in the area that

contacts the front oil seal to be sure it is
Figure 26 free of scratches or grooves that may
Crankshaft Pulley cause oil leakage past the seal. Clean the
1. Pulley Bolt seal contact surface with solvent prior to
2. Crankshaft Pulley installation.

20
 CHAPTER 1

Figure 21 Figure 28
Removing Crankshaft Pulley Installing Front Cover Seal
1" Crankshaft Pulley 1. Driver
2. Adjustable Bridge Puller 2. Engine Front Cover
Tool No. 518 or 9539 3. Step Plate Tool No. 630-16 or 9210

fRONT COVER REMOVAL FRONT COVER CRANKSHAFT SEAL

1. Drain the engine oil, and remove the oil
pan.
2. Remove the front cover to front engine
plate bolts and note the position of the fan
mounting.
3. Remove the alternator front mounting
bracket bolt.
4. Carefully pry the front cover off the dowel
pins and remove.
5. Remove the oil slinger.
6. Clean ali the gasket material from the front
cover and from the front engine plate.
REMOVAL
The front cover oil seal should be removed and
a new seal installed every time the front cover is
removed.
1. Drive out the oil seal and dust seal with a
punch, being careful not to damage the
front cover.
2. Thoroughly dean the seal bore in the
cover.
3. Insert the dust seal in the seal bore before
installing the oil seal. Coat the new oil seal
with petroleum jeily and install the seal
using step plate, Tool No. 630-16 or 9210,
and a driver handle, Figure 28. Drive the
seal in until it is fully seated in the bore.
Check after installation to be sure the
spring is properly positioned in the seal.

21
- - - - - - - - - - - - - - PART 1- ENG I N E SYSTEMS 1IIIIIIIilIIII_ _ _ _ _ _ _ _ _ _1IIIIfIIIIIIIl1llllllllllllll

Figure 29 Figure 30
Timing Gears Checking Timing Gear Backlash
1. Front Cover Plate 1. Camshaft Gear
2. Camshaft Gear 2. Camshaft Drive Gear
3. Crankshaft Gear 3. Feeler Gauge
4. Camshaft Drive Gear
5. injection Pump Gear

CHECK TIMING GEAR BACKLASH INJECTION PUMP GEAR

1. The timing gears are correctly assembled REMOVAL

when the timing marks on the gear teeth
line up, Figure 29, with the No.1 piston on 1. Turn the crankshaft until the camshaft
TDG. gear is in the approximate timed position,
Figure 31.

2. Check the backlash of the gears with a dial
indicator or a feeler gauge, Figure 30.
3. Check between the camshaft drive gear
and camshaft gear, between the injection
pump gear and camshaft drive gear, and
between the crankshaft gear and camshaft
drive gear.
4. Check the backlash at four equidistant
points on the gears.
5. If the backlash is correct, see 'Specifica-
tions', Chapter 6, the gears are suitable for
reinstallation, otherwise new gears must
be installed.
2. Remove the three attaching bolts that
retain the injection pump gear, Figure 31,
to the pump adaptor plate and remove the
gear.
CLEANING AND INSPECTION
1. Clean the gear in solvent.
2. Inspect the gear teeth for scores and nicks
and the condition of the teeth contact
pattern.
3. Use a carborundum stone to remove minor
gear teeth imperfections. If gear teeth wear
or damage is severe instal! a new gear.
________________________ CHAPTER 1

Figure 31 Figure 32
Engine Front Cover Removed Removing Camshaft Drive Gear Adaptor
1. Front Cover Plate 1. Adaptor
2. Washer 2. Camshaft Drive Gear
3. Retaining Bolt
4. Camshaft Gear
5. Slinger
6. Self-Locking Bolt
7. Attaching Bolts
8. Injection Pump Gear
9. Adaptor Plate

INSTALLATION CAMSHAFT DRIVE GEAR AND

ADAPTOR
1. Time the engine before installing the
injection pump gear. To do this remove the REMOVAL
camshaft drive gear, place No.1 piston at
the top dead centre and reinstall the 1. Remove the self locking bolt that retains
camshaft drive gear in mesh and the timing the camshaft drive gear and adaptor to the
marks aligned to the other gears, Figure 31. cylinder block.
Tighten the camshaft drive gear adaptor
bolt to the correct torque, see ',Specifi- 2. Remove the adaptor and camshaft drive
cations', Chapter 6. gear, Figure 32.

2. Install the new injection pump gear on the

pump adaptor plate, with the timing mark CLEANING AND INSPECTION
aligned.
1. Clean the gear and .::.t"1~n"'Tt""l" in solvent.

2. inspect gear teeth for scores and nicks and

3. Install the three bolts and the adaptor plate
and tighten to the correct torque, see
'Specifications', Chapter 6.
the condition of the teeth contact pattern.
Use a carborundum stone to remove minor
gear teeth imperfections. If tooth wear or
is severe install a new gear.
ri!:lr"n!:lr10

23
- - - - - - - - - - PART 1-ENGINE SYSTEMS 1IIlIIIIIIIII_ _IIIIIIIIIII_ _ _1IIIIIIIIII1IIIIIIIIIIII1IIIIiIIIIIIIII

4. Inspect the camshaft drive gear bushing,

Figure 33, for wear, nicks or burns, and
install a new gear if any of these conditions
exist.

INSTAllATION

1. Install the gear and adaptor in mesh with

the timing marks aligned.

2. Install the adaptor self locking bolt and

tighten the bolt to the correct torque, see
'Specifications', Chapter 6.

Figure 33
Camshaft Drive Gear and Adaptor CRANKSHAFT GEAR
1. Adaptor
2. Oil Passage The crankshaft gear should only be removed if
3. Bushing it shows signs of wear or chipping.
4. Camshaft Drive Gear

REMOVAL

1. Remove the crankshaft gear with

3. Check the adaptor oil passage, Figure 33, Crankshaft Gear Remover, Tool No.
making sure that it is clear. CPT.6040B or 2134, Figure 34.

Figure 34
Removing and Installing Crankshaft Gear
A. Removal B. Instal lation
1. Crankshaft Gear Remover, Tool No. 2. Crankshaft Gear Replacer, Tool No. CT.6069A
CPT.6040B or 2134 or 2134 and Tool No. CT.6069-1 or 1237

24
- - - - - - - - - - - - - - - - - - - - - - - CHAPTER 1
CLEANING AND INSPECTION
1. Clean the gear in cleaning solvent.
2. Inspect the gear teeth for scores and nicks,
and the condition of the teeth wear
pattern.
3. Check the crankshaft keyway to be sure it
is in good condition.
4. Check the key. If there is any evidence of
distortion or chipping, use a new key when
installing the gear. Install a new gear if
wear or damage is evident.
INSTALLATION
1. Drive the key into the keyway until it is
seated.
2. Install the crankshaft gear with Crankshaft
Gear Replacer, Tool No. CT.6069A or 2134
and Tool No. CT.6069-1 or 1237, Figure 34.
CAMSHAFT GEAR
REMOVAL
1. Remove the retaining bolt and washer and
withdraw the camshaft gear from the end
of the shaft.
CLEANING AND INSPECTION
1. Clean the gear in solvent.
2. Inspect gear teeth for scores and nicks,
and the condition of teeth wear pattern.
25
3. Check the keyway and key on the end of
the camshaft. If the key is damaged, install
a new key before installing the gear. Use a
carborundum stone to remove minor gear
teeth imperfections. If tooth wear or
damage is severe install a new gear.
INSTALLATION
1. Install the camshaft gear spacer.
2. Install the key in the camshaft keyway.
3. Replace the camshaft gear, with the timing
marks aligned, the flat washer, lock
washer and bolt, and tighten to the correct
torque, see 'Specifications', Chapter 6.
TIMING THE GEARS
When removing or installing any of the timing
gears, be sure that the timing marks line up
correctly, Figure 31. The No.1 piston must be
at T. D. C. on the compression stroke when the
timing marks are aligned.
The power steering pump drive gear does not
require timing.
FRONT COVER INSTALLATION
1. Position a new gasket on the engine front
adaptor plate.
2. Install the oil slinger onto the crankshaft
with the dished face outwards.
3. Install the front cover, being sure the cover
aligns with the dowel pins.
- - - - - - - - - - PART 1-ENGINE SYSTEMS - - - - - - - - -
4. Install the front cover to engine bolts and
tighten to the correct torque, see 'Specifi-
cations', Chapter 6.
5. Install the oil pan with new gasket and
tighten bolts to the correct torque, see
'Specifications', Chapter 6.
6. Install the alternator support front
mounting bolt.
7. Refill the crankcase with the correct grade
and quantity of oil, see 'Specifications',
Chapter 6.
8. Replace the filler cap.
D. OIL PAN AND OIL PUMP
OIL PAN
REMOVAL
WARNING: Due to the weight of the castiron
sump exercise great care on removal.
The oil pan sump can be removed with the
engine installed in the tractor by replacing the
cylinder block to front support bolts, one at a
time, with bolts 8 in (200 mm) long. This allows
the front support assembly to be eased
forward by approximately 1.5 in (38 mm) to
facilitate removal of the two front sump bolts.
1. Drain the engine oil and remove the engine
oil level dipstick.
2. Support the tractor with a jack under the
transmission and a hoist or crane at the
front support and radiator assembly.
26
CRANKSHAFT PULLEY
INSTALLATION
1. Lubricate the crankshaft pulley spacer,
align the keyway in the spacer with the
crankshaft keyway and slide it back as far
as it will go.
2. Lubricate the pulley hub and align the
keyway in the pulley with the key in the end
of the crankshaft. Tap the pulley onto the
crankshaft.
3. Install the flat washer and bolt, and tighten
the bolt to the correct torque, see 'Specifi-
cations', Chapter 6.
3. Remove both hood side panels.
4. Remove the pre-cleaner from the air intake
tube.
5. Remove the top hood panel and the
radiator grille panel(s).
6. Drain the engine coolant.
7. Remove all lines and hoses between the
radiator / coolers/ condenser and the
engine. This includes the air intake tube,
the coolant hoses, the oil cooler lines, the
air conditioning lines, the hydraulic oil
hoses, and the power steering oil lines.
8. Remove the main fuel tank front support
bolts.
 CHAPTER 1
9. Remove the two bolts that attach each side
frame member to the front support.
10. Move the front support assembly forward
sufficiently to allow removal of the front oil
pan bolts and oil pan.
11. Remove the two lower transmission-to-
engine attaching bolts.
12. Support the oil pan. Remove the attaching
bolts and lock washers holding the pan to
the engine, Figure 35.
CLEANING AND INSPECTION
1. Scrape all dirt and metal particles from the
inside of the pan.
2. Scrape all gasket material from the gasket
surface.
3. Wash oil pan in a solvent and dry
thoroughly.
4. Check the pan for cracks, holes, damaged
drain plug threads, or a nicked or warped
gasket surface.
5. Repair any damage, or install a new pan if
repairs cannot be made.
27
Figure 35
Oil Pan
1. Gasket
2. Attaching Bolt
3. Lockwasher
4. Oil Pan
INSTALLATION
Installation of the oil pan sump follows the
removal procedure in reverse. On installation
observe the following requirements.
• Ensure the gasket surfaces on the oil pan
and block are clean.
• Install a new gasket and apply a thin film of
sealer to the gasket, front cover and oil
pan.
• Position the oil pan and install a bolt, finger
tight, at each corner.
• Install the remaining bolts, tighten the rear
bolts first, then tighten from the middle
outward in each direction to the specified
torque, see 'Specifications', Chapter 6.
• Fill the engine with the correct grade and
quantity of oil, see 'Specifications',
Chapter 6.
• Operate the engine and check for oil leaks.
 Figure 36 Figure 31
Oil Pump Oil Pump
1. Oil Pump and Screen 1. Pump Body
2. Rear Support 80lts 2. Rotor and Shaft
3. Support Bolt 3. Pump Cover
4. Idler Gear 4. Relief Valve
5. Front Support Bolts
6. Oii Pump Support Plate
7. Oil Pump Drive Gear
8. Oil Pump Housing

Oil PUMP DISASSEMBLY

REMOVAL 1. Unscrew the four baits from backplate of

1. Remove the oil pan as previously described
in this Chapter.
2. Remove the two front pump mounting
bolts, two rear delivery tube mounting
bolts and one pick-up tube support bolt,
Figure 36. Remove pump assembly,
dowels and pick-up tubes.
pump assembly.
2. Remove both tubes, screen and baQkpiate.
3. To remove the idler gear and/or bearing.,
place the pump in a vice and bend down
the locking tab from the retaining nut,
Figure 40.

BEARING INSPECTION

1. Position a dial indicator as shown in Figure
40. Slowly oscillate the gear while applying
upward even finger pressure (to prevent
tipping of gear) noting indicator reading.
I
Reverse finger pressure and again slowly
oscillate the gear noting indicator reading.
The range of indicator reading is the end-
play of the bearing. If bearing end-play
exceeds 0.008 in (0.023 mm), the bearing
should be rep!aced.
4. Using slotted nut socket, Tool No. FT.6201
or 7537 loosen the bearing retaining nut
and remove nut, locking tab washer, outer
cone assembly, gear, cones, spacer and
inner cone assembly, Figure 41.
5. Examine the cup bearing races. if there is
obvious wear or damage the bearing
should be replaced.

28
 CHAPTER 1
Figure 38
Checking Oil Pump Clearance
1. Straight Edge
2. Pump Body
6. If the bearing is to be replaced, press-out
the inner and outer bearing cups and
remove the retaining snap ring.
7. Remove the drive gear by hand or with a
hydraulic press if necessary.
8. Remove the relief valve spring and cap,
Figure 37.
CLEANING AND ~NSPECTiON
1. Wash ail parts in solvent and dry
thoroughly, Use a brush to clean the inside
of the pump housing and the pressure
relief valve chamber. Be sure all dirt and
metal chips are removed.
2. Check the inside of the pump cover for
wear and score marks. Inspect both rotors
for wear or scoring and replace as required.
Check the idler gear bearing for binding.
Inspect both gears for wear and pitting.
29
figure 39
Oil Pump Clearance
1. Feeler Gauge
2. Pump Body
3. Rotor and Shaft
3. With the rotor and shaft assembly installed
in the pump body, place a "+,.,,,,i,,,~,,+
across the pump body. Measure the
ciearance between the straight edge and
the inner rotor and shaft and
between the straight edge and the outer
rotor, Figure 38. If the measurement is
not within tolerance limits, see 'Specifica-
tions', Chapter 6, install a new rotor
assembly.
NOTE: The shaft and rotor are serviced only as
an assembly.
4. Measure the rotor-to-housing clearance by
;.... "'''',.+, ........ feeler blades between the rotor
and the housing, 39/ taking the
measurements at four places, 90° apart. if
the measurements are not within tolerance
limits, see 'Specifications' Chapter 6,
f
install a new rotor assembly. Check the
clearances with the new rotor installed in
the pump body. If the measurements are
still outside of specification instal! a new
pump body.
1IIIIIIIIIIIIII_1IIIIIIIIIIII1IIIIIIIII1IIIIIIIIIIIII_ _ _1IIIIIIIIIIIII1IIIIIIIi PART 1-ENGINE SYSTEMS _1IIIIIIIIIIIII1IIIIiIIIIII_ _ _













liIIIIIIIIIIIlIlIIIIIIIIIIIIIIlIIIIIIIIIIII_

3. Install the inner rotor in the pump body and

press on the drive gear with the key in
position. Install the outer race in the pump
body. The rotor, shaft and outer race are
serviced as an assembly. Both parts must
be replaced together.

4. Install the pump cover plate and pick-up

tube assembly, and tighten four bolts to
the correct torque, see 'Specifications',
Chapter 6.

Figure 40
Checking Bearing End Play
1, Dial Indicator Gauge
2. Retaining Nut
3. Locking Tab
5. Install the screen assembly, delivery tube,
gaskets and O-ring.

5. Check the relief valve spring tension. If the

spring tension is not within tolerance 6. A new bearing assembly consists of two
limits, see 'Specifications', Chapter 6, cone assemblies, two cups, one cone
install a new spring. spacer, and one retaining snap ring. These
parts must be used as a set to maintain
correct bearing end-play.

6. Check the relief valve for score marks and

be sure it is free to move within the bore.

7. Install the new retaining snap ring in the

gear groove. Press the cups in the gear.
Cups must be completely seated against
the retaining snap ring.

ASSEMBLY

1. Oil all the parts thoroughly.

8. Install the inner cone assembly, cone

2. Install the oil pressure relief valve and spacer; gear, outer cone assembly, new
spring, and drive in a new plug. locking tab washer, and the retaining nut
Install the split pin. on the adaptor. .

30
 CHAPTER 1

9. Tighten the retaining nut with the Slotted

Nut Socket to 25Ibf.ft. (3.45 kgml, Figure
41.

10. Rotate the gear several revolutions to seat

the bearing.

Figure 41
Removing the !dler Gear Retaining Nut
1. Slotted Nut Socket Tool No. FT.6201 or 7537
11. Measure the bearing end-playas detaHed 2. Retaining Nut
in 'Bearing Inspection'. If bearing end-play
exceeds 0.005 in (0.127 mm) replace the
complete bearing assembly with a new
bearing assembly.

INSTALLATION

1. Prime the pump by filling the inlet port with

12. Failure to fully seat the bearing cups dean engine oil. Rotate the pump drive
against the retaining snap ring in gear will gear and shaft to distribute oil in the pump
result in a tight bearing. body.

2. Install the pump assembly, tube and clamp

13. When necessary end-play has been
obtained, secure the retaining nut by
bending the locking tab into the groove of
the nut,
14. The bearing should be lubricated with
engine oil before installing the pump.
on engine.
The engine oil filters should be serviced every
300 hours on a TW-5 tractor, every 150 hours
on TW-15 and TW-25 and every 200 hours on
the TW-35 tractors. Operate the engine until it
reaches normal operating temperature, then
drain the engine oil from the pan and the oil
cooler. Replace the oil filter elements. Fill the
crankcase with the correct grade and quantity
of oH, see 'Specifications', Chapter 6.

31
 Figure 42 43
Removing Cylinder Ridge Removing Connecting Rod Bearing Cap
1. Shoe 1. Bearing Liner
2. Adjusting Screw 2. 8earing Cap
3. Reamer
4. Cutter Blade

E. CONNECTING RODS, BEARINGS, PISTONS, RINGS, CYLINDER BLOCK

AND SLEEVES

PISTON AND CONNECTING ROD When removing the cylinder ridge do not
ASSEMBLY cut down into the ring travel more than
0.030 in (0.8 mm).
REMOVAL

1. Remove the cylinder head assembly as

described in Section B under "CYLINDER
4.
HEAD VALVES AND RELATED PARTS:
REMOVAL",
2. Remove the oil pan and oil pump as
detailed in Section D under "OIL PAN
AND PUMP: REMOVAL".
3. if necessary, remove the ridge from the top
of each cylinder with a cylinder ridge
reamer or a hand scraper, Figure 42. Ridge
removal is not necessary when reboring or
if the old pistons are not to be used,
however, it may be necessary to remove a
ridge in. order to remove an old piston.
Remove the nuts from the connecting rod
bearing cap bolts of the piston that is at the
bottom of its stroke. Remove the rod
bearing cap and liner, from the rod, Figure
43. Push the piston and rod asembly away
from the crank pin and remove the bearing
liner from the rod. Push the rod and piston
assembly out of the top of the cylinder with
the handle end of a hammer. Be carGfui not
to scratch the crank pin or the cylinder.
Turn the crankshaft to bring each piston to
the bottom of its stroke and repeat this
procedure. Keep the bearing caps and
liners with their respective connecting
rods.
- - - - - - - - - - - - - - - - - - - - - - - - CHAPTER 1

5. Remove the piston rings from the pistons

with a piston ring expander or other
suitable means, Figure 44.

DISASSEM Bl Y

1. Remove the piston pin snap ring (circiip)

from each side of the piston and remove
the pin,

2. Identify each piston to be su re it will be Figure 44

assembled to the rod from which it was Removing Piston Ring
removed. 1. Piston Ring
2. Piston Ring Expander

CLEANING
2. Check the connecting rod nuts and boits.
1. Soak the pistons thoroughly in a stong Replace any part that shows signs of wear
cleaning solution. or damage. Always use new connecting
rod bearing cap nuts.

2. Clean the piston ring grooves; a broken

piston ring makes an ideal tool for this
purpose.
3. Check piston pin bushings for wear or
damage. Measure outside diameter of
piston pin and inside diameter of piston pin
bushing. If bushing is damaged, or if the
measurements indicate that a clearance
between the bushing and the pin is not
between 0.0005-0.0007 in (0.0127-
INSPECTION 0.0178 mm), the bushings must be
replaced.
CONNECTING RODS

1. Inspect the connecting rods for signs of

damage and the bearing bores for
roundness and concentricity. Install a new
connecting rod if the bore is damaged or
not within tolerances, see 'Specifications',
Chapter 6.
NOTE: If a new piston pin bushing is installed,
it must be reamed to provide the correct
clearance.

3J
 Figure 45
Typical Defective Bearings
1. Embedded Dirt
2. Embedded Dirt
3. Scratches
4. Radii Ride
5. Fatigue Failure
6. Overlay Worn Out
4. A shiny surface on the pin boss side of the
piston will usually indicate that a
connecting rod is bent. Abnormal con-
necting rod bearing wear is also an
indication of bent connecting rods.
Twisted connecting rods will not create an
easily identifiable wear pattern, but badly
twisted rods will disturb the action of the
entire piston assembly. Refer to
'Connecting Rod Alignment' / Page 37.
CONNECTING ROD BEARINGS
1. If the bearing liners are scored, have the
flash overlay wiped out, show fatigue,
failure, or are badly scratched, Figure 45,
install new bearing liners.
7. Craters or Pockets
8. Radii Ride
9. Dirt
10. Scratches
11. Scratches
2. If the bearing liners appear to be service-
able, keep them with their respective rods
for reassembly in the engine. If the
clearances are not correct, see 'Specifica-
tions', Chapter 6, new bearings must be
installed. Undersize connecting rod
bearings are available in 0.002 in
(0.0508 mm), 0.010 in (0.254 mm) 0.030 in
(0.762 mm), and 0.040 in (1.016 mm) for
service. If new bearings are required,
follow the correct fitting procedure.
PISTONS
1. Inspect pistons for damage and wear at the
ring grooves, piston skirt and piston pin
bosses.
 CHAPTER 1
Figure 46
Checking Top Ring Groove
1. Keystone Gauge
2. Check for wear at the top ring by
measuring the ring groove with a Ya in -
150 'Keystone' gauge. If the shoulders of
the gauge contact the face of the piston,
Figure 46, the groove is worn beyond
serviceable limits and the piston must be
replaced.
If the special gauge is not available, insert a
new 'Keystone' ring in the groove and
place a 0.006 in feeier gauge between the
top of the ring and ring groove. If the feeler
gauge can be inserted to the depth of the
ring, the groove is excessively worn and
the piston should be replaced.
35
Figure 47
Checking Ring Side Clearance
1. Feeler Gauge
2. Piston Ring
3. Check all other piston ring grooves with a
new ring and feeler gauge, Figure 47. The
grooves should have the correct
clearances, see 'Specifications', Chapter
6. Replace pistons with excessive
clearance.
4. Replace pistons with excessive skirt
clearance, wavy wing lands, fractures, and
pistons that show damage from
detonation.
5. Replace worn or damaged piston pins.
Always use new circlips when replacing
piston
 Figure 48
Connecting Rod Alignment
A. Checking for Twist B. Checking for Bend

1, Alignment Gauge 2, Connecting Rod Aligner 3. Piston Pin

Figure 49 Figure 50
Removing and Installing Connecting Rod Bushings Drilling Connecting Rod Bushing - TW-5
1. Handle, Tool No, 818 or 9515 1. Connecting Rod Bushing
2. Adaptor, Tool No. 818 or 9515
3. Connecting Rod

36
----------------------~ CHAPTER 1
51
Drilling Connecting Rod Bushings- TW-15, TW-25 and TW-35
1. %2 in (4.1 mm) Drill 2. %4 in (1.2 mm) Drill
CONNECTING ROD ALIGNMENT
1. Place each connecting rod in an alignment
fixture, as shown in Figure 48.
2. If the connecting rod is twisted more than
0.012 in (0.305 mm), or bent more than
0.004 in (0.102 mm), install a new rod.
REPAIR
CONNECTING ROD BUSHING
1. Remove the connecting rod bushing from
the connecting rod with Handle, Tool No.
8180r9515, Adaptor, Tool No. 8180r9515
and an arbor press, Figure 49.
2. Clean the connecting rod bore, making
sure there are no' burrs or scratches. Une
up the oil feed hole of the bushing to that of
the connecting rod and press the new
bushing into the connecting rod, using the
same bushing tool used for removal. The
bushing should not protrude from either
side of the rod.
37
3. TW-5: Using the hole in the top of the
connecting rod as a guide, drill a %4 in (1.2
mm) diameter hole in the bushing,
50.
TW-15, TW··25 and TW-35:
II) Using a long %2 in (4.1 mm) drill, drill
from the crankshaft end of the rod,
through the bottom half of the pin
bushing, 51.
III Using a %4 in (1.2 mm) drill, drill through
the top of the rod and through the top of
the bushing, Figure 50.
@ Remove burrs and metal chips from the
rod before fitting the piston pin.
e Using a spiral. expansion reamer, ream
the bushing in the connecting rod to
obtain the correct bushing-to-pin
clearance.
------------------PART1 ENG I N E SYSTEMS
Figure 52
Cylinder Bore Grading Depth
1. Bore Gauge
2. Depth Measurement
FiTTING PISTONS
1. Pistons are available in both standard and
oversize to fit all engines. New pistons
should be installed if the clearance exceeds
the specified limits.
2. The cylinder bores must be checked for
taper and out-of-round before fitting the
pistons, as outlined, under 'Cylinder Block
Inspection', Page 42.
3. Before installing a piston and new rings in a
used block, remove the high polish on the
cylinder wall to aid ring seating. This is
done by passing a hone lightly through the
cylinder bore a few times. Do not hone
more than enough to rough up the polish.
After honing, bores should be washed with
hot water and detergent, then rinsed in
cold water and dried thoroughly. The
bores should then be oiled to prevent
rusting.
----------------111111!11111111
Figure 53
Piston Grading Diameter
1. Dimension"W"
4. Using a bore gauge (or inside micrometer)
check and record the cylinder bore
diameter in a crosswise direction as shown
in Figure 52.
5. With an outside micrometer, check and
record the IIW" diameter of the piston to
be fitted, Figure 53.
6. Subtract the piston diameter from the bore
diameter. The resultant figure should be
within the clearance tolerances, see
'Specifications', Chapter 6.
7. If the resultant figure is greater than the
specified clearance try another piston. If
none can be fitted, rebore the cylinder to
the next oversize. If the clearance is less
than specified, hone the bore until the
desired clearance is obtained.
- - - - - - - - - - - - - - - - - - - - - - - CHAPTER 1

NOTE: Dimension OW" is not the point of the

largest diameter of the piston, but it is the
datum from which bore clearances are
calculated.

INSTALLING PISTON RINGS

1. Before installing new rings on a piston, the

rings should be checked for proper ring
gap. Each ring should be fitted and
checked in the cylinder in which it is going
to be used. Each ring should be marked
accordingly after the cylinders have been
checked and reconditioned as required. Figure 54
Push the ring down into the cylinder bore Checking Piston Ring
1. Feeler Gauge
to the lowest unworn portion of the 2. Piston Ring
cylinder, using the head of a piston so that
the ring is square with the cylinder wall.

NOTE: When positioning the piston-ring inside

the cylinder for checking ring gap, be careful
not to damage the ring or the cylinder bore.
2. Check the gap (see 'Specifications')
between the ends of the ring with a feeler
gauge, Figure 54. It is important that all
rings have at least the minimum gap
clearance to provide for the expansion that
occurs when the engine warms up to
operating temperature; otherwise, the ring
ends may butt together and cause
scuffing, scoring or ring breakage.
1. Production Piston Ring Set-consists of:
3 Compression Rings
1 Oil Control Ring
1 Oil Control Ring Expander (Coiled)
TOP COMPRESSION RiNG
Bright chrome finish, 'Keystone' ring.
2nd COMPRESSION RING
Bright chrome finish, step on inside
diameter. Assemble with step facing
upwards.

NOTE: When installing the piston rings, it is 3rd COMPRESSION RING

recommended that a piston ring expander be
used, Figure 55. This too! will prevent over-
expansion of the ring; and will expand the ring
to a true circle to avoid distortion. The rings
supplied in Service Ring Kits differ from the
standard size rings used in production.
Because of the differences the following points
should be noted when installing new sets of
rings, whether they be standard or oversize.
Dull black finish, step on inside
diameter. Assemble with step facing
upwards - no expander behind ring,
Figure 56.
OIL CONTROL RING
Install either way upwards with slotted
expander behind ring, Figure 56.

39
 Figure 55 Figure 56
Installing Piston Rings Fitting Piston Ring
1. Piston Ring 1. Keystone Ring
2. Piston Ring Expander 2. Compression Rings (2)
3. Oil Control Ring
4. Coil Type Expander

2. Service Type Set - consists of: OIL CONTROL RING

3 Compression Rings Install the oil control ring in the bottom
1 Oil Control Ring groove as follows:
1 Oil Control Ring Expander (Coiled)

TOP COMPRESSION RING

Bright chrome finish 'Keystone' ring.
The top compression ring may be
installed either way up in the top piston Open the coil spiral spring at the guide
groove. pin. Place the coiled spring in the oil
groove of the ring, inserting the guide
pin into the open end of the coil. Close
until the spring ends butt.
2nd COMPRESSION RING
Bright chrome finish, step on inside
diameter. Assemble with step facing
upwards, in the second piston groove.

3rd COMPRESSION RING Install the cast iron ring either way up,
Dul! black finish, step on outside with the inside groove of the ring over
diameter, facing downwards and non~ the coiled spring, placing the ring gap
slotted expander behind ring. opposite the coil spring ends.
- - - - - - - - - - - - - - - - - - - - - - - CHAPTER 1

57 58
Piston with Connecting Rod Piston and Connecting Rod Assembly
1. Notch on Piston 1.Piston Rings
2. Notch to Front of Engine 2.Piston
3. Connecting Rod and Cap Numbers 3.Piston Pin
4.Pin Retainer
5.Bearings
6. Cap
7. Nut
8. Connecting Rod
9. Bolt

3. Space the rings on the piston as follows: PISTON ASSEMBLY

Coil-Type Expander- 1. Lubricate all parts generously with engine

Position gap in line with piston dome oil during assembly. All parts of the piston
identification mark, Figure 54. and connecting rod assembly are shown in
Figure 58. Use the illustration for reference
during assembly.

Oil Control Ring-

Position gap 90° from piston dome
identification mark.

2. Assemble the piston to the connecting rod

Lower Compression ring- with the notch on the piston crown and the
Position gap 180 0 from oil control ring pip on the connecting rod in line, Figure 57.
gap. If a new piston is used the connecting rod
piston pin bushing may have to be reamed
or replaced to provide the specified pin-to-
bushing clearance. When properly fitted
the pin should rotate snugly in both the rod
Remaining Compression Rings- and piston. Before installing the piston in
Position gap 1200 intervals from lower the block be sure the piston pin retainers
compression ring. are fully seated in the piston grooves.

41

Figure 59
Installing Piston and Connecting Rod
1. Hammer Handle
2. Piston Ring Compressor
3. Assemble with Notch Forward
4. Identification Notch
INSTALLATION
1. Turn the crankshaft to position the No.1
crankpin at the bottom of its stroke.
2. Liberally lubricate the No. 1 piston with
engine oil. Compress the rings with a
Piston Ring Compressor, Figure 59. Install
the bearing liner in the connecting rod.
3. Position the piston and rod assembly in the
cylinder block with the identification mark
on the piston facing the front of the
engine.
4. Tap the piston into the cylinder bore with
the handle end of a hammer, Figure 59,
until the connecting rod bearing liner is
seated on the crankpin. Be carefyl not to
damage the cylinder wal! or the bearing
journal with the connecting rod or rod
bolts.
5. Having ensured correct liner clearance,
refer to 'Fitting Main and Connecting Rod
Bearings', Page 49, lubricate the crankpin
and liners and install the bearing cap on the
rod with the number on the cap on the
same side as the number on the rod. Install
new nuts and tighten to the correct torque,
see 'Specifications', Chapter 6.
6. Install the remaining pistons and rods in
the same manner, each time checking the
bearing clearance.
7. Install the oil pump, oil pan and cylinder
head detailed previously in this Chapter.
8. Fill the crankcase with oil and the radiator
with coolant.
9. Start the engine and check for leaks.
CYLINDER BLOCK
The following is the procedure for inspection
and repair of the cylinder block.
INSPECTION
1. Inspect the core plugs for evidence of rust.
Rust indicates leakage and new plugs
should be installed. Remove the defective
plugs. Apply sealer to the new plugs and
install them securely.
2. inspect and measure the cylinder bores for
waviness, scratches, scuffing, out-of-
round, wear and taper. A wavy cylinder
wall has a series of parallel lines or rings
worn around the cylinder, generally found
at the top or bottom of the piston ring
travel. These irregularities and scratches,
although in most cases too small to be
measured with the naked eye, usually can
be felt by running a finger over the cylinder
surface. A scuffed cylinder can be
identified by discoloured areas. The colour
varies from a light straw to dark blue,
depending on the severity of the scuffing.
------------------------ CHAPTER 1

Out-of-roundness, wear and taper can be

detected with a cylinder bore gauge.

3. With reference to Figure 60, record the

measurements taken lengthwise and
crosswise at the top and bottom of the
piston ring travel as follows:

(a) Lengthwise of the block, measure

and record as A" the diameter of
/I I

the cylinder at the area of greatest

ring wear near the top of the cylinder.

(b) Also lengthwise of the block,
measure and record, as "B", the
cylinder diameter at the bottom of
piston skirt travel.
Figure 60
Measuring Cylinder Bore
1. Telescopic Bore Measuring Gauge

(c) Crosswise of the block, measure and

record, as "G", the diameter at the
top of the cylinder in the same area as
measurement A", the greatest wear
II
If the cylinder taper, out-of-roundness or wear
point. (piston-to-bore clearance) are above the
maximum specification, the cylinder should be
honed or bored to fit the next oversize piston.
(d) Measure and record, as "0", the Check the flatness of the cylinder block gasket
diameter at the bottom of the piston surfaces and the depth of the cylinder head
skirt travel and crosswise of the bolts thread.
block.

REPAIR
(e) Reading A" compared to reading
II

"8" and reading "C" compared to

reading "0" indicates cylinder taper.
(f) Reading A" compared to reading
II
"C" and reading "8" compared to
reading liD" indicates whether the
cylinder is out-of-round.
For the tolerance limits of the measurements
listed above refer to 'Specifications',
Chapter 6.
If the cylinder walls have only minor surface
imperfections and the out-af-round and taper
is within limits, it may be possible to remove
the imperfections by honing the cylinder walls
and installing new piston rings, provided the
piston clearance is within limits.
Cylinder walls that are severely marked or warn
beyond the specified limits should be bored.
Manufacturer's recommendations on the use
of boring equipment should be followed and
the work should be performed by experienced
personnel.

Figure 61
Machining Counterbore
1. Bore Grinder
2. Counterbore
The exact finished bore size can be determined
by measuring the diameter of the piston at
right-angles to the piston pin axis (Dimension
"W" - Figure 53), then add to this dimension
the appropriate piston clearance as shown in
Specifications.
Bore the cylinder with the most wear first to
determine the proper oversize. Oversize
pistons are available in 0.004ln (0.0016 mm),
0.020 in (0.058 mml, 0.030 in (0.762 mm) and
0.040 in (1.015 mm) oversize. Bores into which
0.004 in (0.1016 mm) pistons will be installed
need only be honed. Ail honing should be
accomplished with a rigid hone a grit size
of 150-220. When boring a cylinder leave
approximately 0.002-0.003 in (0.051-0.077
stock for honing. After the final operation
and prior to installing the piston, thoroughly
wash the cylinder walls with hot water and
detergent to remove ail abrasive particles and
carefully dry the walls.
Coat the wails with engine oil after drying to
prevent rusting. Identify the pistons to
correspond to the cylinders in which they are
to be installed. Thoroughly clean the entire
block to remove all from the hQ~~I"Drl/"l
bores, oil passages, cylinder head bolt holes,
etc.
SLEEVES
Under certain circumstances it is more
expedient to re-sleeve a bore rather than to
reborla and install oversize pistons. This occurs
when:
(a) Oil consumption is due to bore porosity
which cannot be corrected by re-boring.
(b) Replacing sleeves installed in production.
(c) Replacing sleeves installed in service.
NOTE: The installation of sleeves does not
impair operation or affect performance.
BORING BLOCK FOR SLEEVES
Boring should be nQlofnr'rnl:~rl
personnel following the instructions provided
by the boring equipment manufacturer. The
procedure is as follows:
(i) Measure the outside diameter of the
sleeve in four places and find the average
diameter, Bore the block to 0.000-
0.002 in (0.000-0.05 mm) less than this
average diameter.
(ij) Machine the counterbore to the
dimensions shown in 62. The
counterbore depth is critical as the sleeve
must be flush with the block surface
when installed.
 R
- - - - - - - - - - - - - - - - - - - - - - - - CHAPTER 1

Figure 62 Figure 63
Dimensions for Machining Cylinder Bore for Measuring Piston-to-Block Height
Thin Walled Sleeve
A. 0.095-0.099 in (2.41-2.51 mm)
B. 4.746-4.753 in (120.55-120.73 mm)
C. Bore Cylinder to Average Diameter of Sleeve
less 0.000-0.002 in (0.00-0.05 mm)
D. 0.020-0.030in (0.50-0.75mm) x45° Chamfer
E.. 0.015 in (0.381 mm) Radius Maximum

(iii) Thmoughly clean and dry the bore and ensure the piston to block height
the outside surface of the sleeve. dimension is maintained within specifica-
tion, Figure 63, see 'Specifications';
ChaRter 6.

(iv) Chill the sleeve in liquid nitrogen or dry ice

and assemble to the cylinder bore
ensuring the lip is bottomed in the
cou nterbore.
(vi) Bore and hone the sleeve to the diameter
required. Only standard and 0.004 in
(0.10 mm) oversize pistons can be used
with the thin walled 4.4 in (111.76 mm)
bore lipped sleeve.

(v) If necessary the sleeve may be machined

to bring it flush with the block face, or if
necessary the block face may be skimmed (vii) Check the flatness of the cylinder block-
by up to 0.005 in (0.13 mm) to achieve a to-head surface, see 'Specifications',
flush condition. If the block is skimmed, Chapter 6.
- - - - - - - - - PART 1-ENGINE SYSTEMS - - - - - - - - - -
F. MAIN BEARINGS, FLYWHEEL AND CRANKSHAFT
MAIN BEARINGS
The main bearings can be overhauled with the
engine in the tractor. To remove the flywheel,
the engine must be removed from the tractor,
or the tractor separated between the engine
and the transmission. The engine must be
removed from the tractor before the
crankshaft can be removed.
REMOVAL
1. Remove the oil pan and oil pump.
2. Remove the main bearing cap to which
new bearing liners are to be fitted. Install
one bearing at a time, leaving the other
main bearing caps securely in place.
Install a bearing liner remover in the oil
passage of the crankshaft. Turn the
crankshaft counter-clockwise slowly until
the tool forces the bearing out of the
cylinder block.
O'Sin
(12·7mm)
I
I O'31in
r--(7'9mm)
A B
Figure 64
Bearing Liner Removal Tools
A. Thrust Bearing Insert Tool
B. Main Bearing Liner Tool
46
NOTE: If a bearing liner removal tool is not
available, a suitable tool may be fabricated
from a 1 in (25 mm) x VB in (3 mm) split pin as
shown in Figure 64. The shorter pin is used to
remove the thrust bearing insert.
Flatten and bend the head to 30° to conform to
the angle of the oil passage in the crankshaft.
INSPECTION AND REPAIR
1. Thoroughly clean the bearing liners,
journals and caps.
2. Bearing liners with scored, chipped or
worn surfaces, Figure 65, must be
replaced. If new liners are to be installed,
check the clearance as described in the
"CRANKSHAFT" section of this Chapter.
INSTALLATION
1. Apply a light coat of engine oil to the
journal and bearing liner.
2. Locate the liner installation tool in the
crankshaft journal oil passage and position
the liner on the journal with the plain end of
the liner at the tang side of the cylinder
block. Slowly turn the crankshaft
clockwise until the bearing is fully located.
Remove the installation tool.
3. Lubricate the bearing cap and liner and
install the liner into the cap. Position the
bearing cap with the locking tang towards
the camshaft side of the engine and install
the retaining bolts. Tighten the bolts to the
correct torque, see 'Specifications',
Chapter 6.
4. If a new thrust bearing liner is installed, the
bearing must be aligned as described in the
"CRANKSHAFT" section of this Chapter.
5. Install the oil pump and replace the oil pan.
----------------------~CHAPTER1

Figure 65
Typical Bearing Failures
1. Scratches 4. Craters or Pockets
2. Embedded Dirt 5. Overlay Worn
3. Fatigue Failure 6. Radii Ride

FLYWHEEL 3. Prior to removal, rotate the flywheel and

The flywheel mounts on a flange at the rear of
the crankshaft and is retained by six bolts. The
mounting holes are unevenly spaced so that it
can be mounted in only one position. The
starter ring gear is mounted on the flywheel.
use a dial indicator to measure the run-out,
66, see 'Specifications', Chapter 6.
if the flywheel is outside the specification
check the mating surfaces of the flywheel
and thecrankshaft for correct seating.

4. Withdraw the flywheel attaching bolts and

carefully remove the flywheel.
REMOVAL

1. Separating the tractor between the engine

and the front transmiSSion, see
"SEPARATiNG THE TRACTOR" - Part INSPECTION AND REPA~R
12.
1. Inspect the flywheel ring gear and replace if
2. Remove the pressure plate and clutch disc the teeth are damaged. Check the flywheel
assembly from the flywheel, see for damage due to loosely or improperly
"CLUTCHES" - Part 4. fitted ring gear.

47
_ _ _11111111111111_ _ _ _ _ PART 1- ENGINE SYSTEMS
Figure 66
Checking Flywheel Run-Out
1. Dial indicator Gauge
2. Flywheel
2. A damaged flywheel ring gear should be
removed and replaced as follows:
• Cut the old ring gear free from the
flywheel.
• Thoroughly clean the mating surfaces of
the new ring gear and the flywheel.
e Use temperature indicating crayons to
mark the side face of the ring gear at six
equally spaced locations. Mark with a
400°F (204°C) crayon at a point 0.5 in
(13 mm) below the root of the teeth and
mark with a 450°F (212°C) crayon at a
point just below the root of the teeth.
I!II Use an oxy-acetylene torch with a tip
size No.2 maximum and direct the flame
against the internal face of the gear.
III Stop applying heat when the 400°F
(204°C) crayon marks melt and before
the 450°F (212°C) crayon marks melt.
1IIIIIIIIIIII1IIIIIIIIIIIII_ _ _ _ _ _ _lIIIIIIIIIIIIIa
• Quickly place the hot gear on the
flywheel with the flat face against the
shoulder on the flywheel. Quench the
gear with water,
INSTALLATION
1, Clean the crankshaft rear flange and the
mating surface of the flywheel.
2. Establish the correct alignment of the
flywheel to crankshaft mounting holes and
install the flywheel. Apply a film of Loctite
271 to the bolt threads, install the bolts and
tighten to the correct torque see 'Specifi-
cations', Chapter 6. Re-check the flywheel
runout.
3. Install the pressure plate and clutch disc
assembly, see "CLUTCHES" - Part 4.
4. Re-assemble the tractor, see "SEPARAT-
ING THE TRACTOR" - Part 12.
CRANKSHAFT
REMOVAL
1. Remove the engine from the tractor, see
"SEPARATING THE TRACTOR" Part
12, and place on an engine stand.
2. Remove the pressure plate and clutch disc
assembly from the flywheel, see
"CLUTCHES" - Part 4.
3. Remove the flywheel and engine rear cover
plate.
4. Remove the crankshaft pulley and engine
front cover.
NOTE: If the crankshaft is removed with the
cylinder head in position, ensure all timing
marks are realigned prior to re-assembly. This
action will prevent possible interference
between the valves and pistons during re-
assembly.
------------------------- CHAPTER 1

5. Remove the oil pan sump and the oil pump.

6. Remove the connecting rod and main

bearing caps and liners and identify to
facilitate re-assembly.

7. Carefully lift the crankshaft out of the

cylinder block.

INSPECTION

NOTE: A limited number of TW-5 crankshaft

main bearing or rod bearing journals will be Figure 67
ground 0.010 in undersize in production. Crankshaft Journal Measurements
Engines equipped with undersize crankshafts
will be identified with one of the following
codes on the right front of the block near the
engine code.

Code

(M) Undersize main bearings journals 4. Examine the rear oil seal journal for score
(P) Undersize rod bearings journals marks, remove minor imperfections with
(MP) Undersize main and rod bearing fine emery cloth and if severely damaged
journals. replace the crankshaft.

1. If the crankshaft gear teeth are excessively

worn or chipped, install a new crankshaft
gear which must be fully located on the
shoulder of the crankshaft. INSTALLATION

2. Clean the crankshaft and drilled passages.
Dress minor imperfections with an oil
stone and re-finish severely marked
journals to the next undersize bearing.
3. Measure the diameter of each journal in
four places to determine out-of-round,
taper or wear, Figure 67. Measurement
"A" compared with "B" indicates vertical
taper whilst measurement "C" and "0"
indicate journal out-of-round. If the journal
exceeds the specified wear limit, refinish
the journals to the next undersize bearing,
see 'Specifications', Chapter 6. Always
reproduce the original journal side radii and
after refinishing chamfer the oil holes.
1. Turn the crankshaft to align the timing
mark on the gear with the timing mark on
the camshaft drive gear. Lower the
crankshaft into place, being careful not to
damage the bearing surfaces.
2. Check the crankshaft bearing clearance
with Plastigauge as follows:
• Position a piece of the correct size
Plastigauge across the full width of the
bearing cap.
• Install the bearing cap and tighten the
retaining bolts to the correct torque, see
'Specifications', Chapter 6.

49
 Figure 68
Checking Crankshaft Bearing Clearance
Using Plastigauge
I!II Remove the cap and use the scale to
check the width of the flattened
Plastigauge, Figure 68. The width of the
Plastigauge at the widest point
establishes the minimum clearance and
at the narrowest point, the maximum
clearance. The difference between the
two readings is the taper.
NOTE: Normally, main bearing journals wear
evenly and will not be out-ot-round. However,
if a liner is fitted to an out-ot-round journal
which is within specifications, be sure to fit the
bearing to the maximum diameter of the
journal.
3. Standard size liners are colour coded red or
blue and are available in a Copper Lead or
Aluminium Tin alioy, ,see 'Specifications',
Chapter 6.
I M PO RT ANT: The engine may be assembled
with liners at different materia! but liners of the
same material must be installed on the same
journal.
Figure 69
Thrust Bearing
1. Bearing Cap
2. Flange Type insert
The red liners have a thinner wall section
than the blue liners and provide greater
clearance. A combination of red and blue
liners may be required to obtain the desired
clearance. If the clearance is greater than
specified when two blue liners are used, a
0.0002 in (0.05 mm) underize liner with
either a red, blue or another 0.002 in
(0.005 mm) undersize liner should be
installed. If any of these combinations of
liners do not produce the specified
clearance, refinish the crankshaft and fit
undersize bearings, see 'Specifications',
Chapter 6.
4. Lubricate the main bearing liners and
install them in the block and bearing caps.
If the main bearing journals have been
refinished to undersize, install the correct
undersize bearings. Be sure the bearing
liners are clean. Foreign material under the
liners will distort the bearing and cause
premature failure. See that the tangs on
the bearings are in the slots provided in the
cylinder block and caps.
 CHAPTER 1
Figure 70
Checking Crankshaft End Play
1. Dial Indicator Gauge
2. Crankshaft
3. Lever
5. After the bearing clearances have been
measured, apply a light coat of engine oil to
the journals and bearings. install the thrust
bearing cap with the flange-type bearing
liner first, Figure 69. Then install ail main
bearing caps except the rear cap. Be sure
they are installed in their original location.
6. Install the thrust bearing cap with the bolts
finger tight, then pry the crankshaft
forward against the thrust surface of the
bearing. Hold the crankshaft forward and
pry the bearing cap to the rear.
Be careful not to pry against the flange of
the bearing liner.
This will align the thrust surfaces of both
halves of the bearing. Hold the forward
pressure on the crankshaft and tighten the
bearing cap bolts to the specified torque.
51
Figure 71
Installing Rear Main Bearing Cap
1. Rear Main Bearing Cap with Side Seals
2. Sealing Compound
7. Check the crankshaft end play with a dial
indicator gauge, Figure 70. Move the
crankshaft rearwards and set the dial
indicator to zero. Pry the crankshaft
forwards and if the end play exceeds the
limit, see 'Specifications' Chapter 6,
I
install new thrust bearing liners. If the end
play is less than the specified limit, inspect
the thrust bearing surfaces for burrs,
scratches or dirt. If the thrust surfaces are
not defective or dirty, re-align the thrust
bearing as detailed in Step 4.
8. Wipe the mating surfaces of the block and
rear main bearing cap and apply a light coat
of sealing compound to both surfaces.
Install new side seals in the rear main
bearing cap to project slightly beyond the
block face of the cap and assemble the cap
to the block, Figure 71. Tighten the bearing
cap bolts and cut the side seals to allow a
projection of 0.016 in (0.4 mm) above the
sump pan flange, Figure 72.
-------------------PART1-ENGINESYSTEMS------------------
Figure 12
Trimming the Vertical Seal
1. Cut the Seal approximately 0.016 in (0.4 mm)
above Sump Pan Flange
9. Apply a light coating of high temperature
grease to the rear oil seal bore, seal and
journal. locate the seal in position and
instal! using Tool No. FT.6204 or 1301 and
three flywheel-to-crankshaft retaining
bolts, Figure 73. Tighten the three bolts
evenly and in sequence.
10. If the initial production seal is being
replaced install the service seal flush with
the block face. Any second or subsequent
service seal replacement must be fitted
0.06 in (1.5 mm) below the face of the
cylinder block.
Mount a dial indicator gauge on the end of
the crankshaft, Figure 74, rotate the
crankshaft and check the run out of the
seal does not exceed 0.015 in (0.38 mm).
52
Figure 13
Installing Rear Main Bearing Crankshaft Seal
1. Tool No. FT.6204 or 1301
2. Flywheel-to-Crankshaft Retaing Bolts
11. Applya liberal amount of penetrating oil to
the side seals to cause them to swell.
12. Install the correct bearing liners in the
connecting rod and cap. If the journals are
standard size select the correct bearing
liners as for main bearings in Steps 1 and 2.
Ensure the bearing liner tangs locate in the
slots of the rod and cap. The turbocharged
engine bearing liners have a groove and a
hole to be aligned with the drilling in the
connecting rod.
13. Install the connecting rod bearing cap, as
previously detailed in this Chapter, with
the number on the cap on the same side as
the number on the rod. Install new nuts
and tighten to the correct torque, see
'Specifications', Chapter 6.
__________________________
7 CHAPTER 1

~NSTAllATION

1. Installation of the remaining components,

to effect complete re-assembly of the
engine, follows the removal procedure in
reverse.

Figure 74
Checking Rear Main Bearing Crankshaft Oil
Seal Run-Out
1. Dial Indicator Gauge
2. Crankshaft
3. Crankshaft Oil Seal
4. Cylinder Block

G. CAMSHAFT

REMOVAL 4. Invert the engine on the stand and remove

NOTE: The camshaft bearings and/or tappets
can only be serviced with the engine removed
from the tractor and mounted on an engine
stand. See uSEPARATING THE TRACTOR"
Part 12.
the oil pan sump if the camshaft bearings
and / or the tappets are to be removed.
5. Withdraw the bolt and flat washer and
remove the camshaft gear.

6. Unscrew the two retaining bolts and

remove the camshaft thrust plate.
1. Remove the engine front cover, rear cover
and cylinder head.
7. Remove the Woodruff key and spacer
from the front of the camshaft.

2. Remove the oil pump drive gear and shaft.

8.
3. Check the camshaft end playas previously
described in this Chapter. If the clearance
exceeds the specified limit, see 'Specifica-
tions' Chapter 6, install a new thrust plate
f 9.
during re-assembly.
Carefully withdraw the camshaft from the
front of the engine. Be careful not to
damage the bearings or the lobes on the
shaft.
Remove the tappets. Keep them in order so
they can be installed in the original bores.

63

Figure 75
Removing and Installing Camshaft .... "'<:l'r.n"'"
1. Tool No. N .6261-A or 1442
2. Tool No. FT.6203 or 1255
3. Oil Hole
4. Bearing
INSPECTION AND REPAIR
1. inspect the camshaft journals and lobes for
damage, pitting or heat discolouration.
2. Inspect the oil pump drive gear on the
camshaft for broken or worn teeth. Check
the mating gear on the oil pump drive
shaft. If any damage is apparent, install a
new camshaft and/or oil pump drive gear.
3. Measure the diameter and out-of-round of
the bearing journals. if the journals exceed
the specified limits, see JSpecifications',
Chapter 6, install a new camshaft.
CAMSHAFT BEARINGS
1. Inspect the camshaft bearings for pitting or
scoring. Measure the clearance between
the internal diameter of the bearings and
the outside diameter of the respective
camshaft journals.
If the clearance exceeds the specified limit,
see JSpecifications', Chapter 6, remove
and install new bearings.
Camshaft Bearing Replacement, with
reference to Figure 75.
@ Remove the camshaft rear cover plate.
!II Position Driver Tool No. FT.62030r 1255
against the camshaft bearing to be
removed and attach Handle Tool No.
N.62.61A or 1442.
III Drive the camshaft bearing from the
bearing bore.
• Align the oil holes in the new camshaft
bearings with the oil holes in the engine
block then drive the new bearings into
place using the same tools.
INSTALLATION
1. Installation of the camshaft follows the
removal procedure in reverse. On
installation observe the following
requirments:
fII Apply petroleum jelly to each tappet
foot, and coat the tappet body with oil.
Install the tappets in the bores from
which they were removed.
G Oil the camshaft journals and apply
petroleum jelly to the cam lobes before
carefully installing the camshaft into the
engine.
<9 Install the spacer and a new key on the
front of the camshaft.
\I) Align the camshaft drive gear timing
mark and re-check the camshaft end-
play.
 CHAPTER 1
H. ENGINE COMPRESSION TEST
TEST PROCEDURE
1. Be sure battery performance meets speci-
fications.
2. Warm up the engine by operating for a
minimum of half an hour at 1200 rev/min.
3. Stop the engine and remove the injector
and seat washer from No.1 cylinder.
4. Clean the injector bore and crank the
engine to blowout any loose carbon
particles.
5. Install a proprietary engine compression
test gauge into the injector bore using a
new seat washer and the injector mbunting
bolts.
6. Connect the gauge and hose to the
adaptor.
7. Crank the engine at 200 rev / min with the
engine stop control pulled out and observe
the gauge reading.
8. Repeat the compression test, Steps 5-7,
for each cylinder
55
TEST CONCLUSION
1. All cylinders should be uniformly within
20 Ibf.in2 (1.5 bar) of each other.
2. A reading of more than the 20 Ibf.in 2
(1.5 bar) below the other cylinders
indicates leakage at the cylinder head
gasket, piston rings or valves.
3. A reading of more than 20 Ibf.in2 (1.5 bar)
above the other cylinders indicates
excessive carbon deposits on the piston
and cylinder head.
4. A low even compression in two adjacent
cylinders indicates a cylinder head gasket
leak. Check this before condemning the
rings or valves.
To determine whether the rings or the valves
are at fault, squirt the equivalent of a
tablespoon of heavy oil into the combustion
chamber, then crank the engine to distribute
the oil and repeat the compression test. The oil
will temporarily seal leakage past the rings. If
approximately the same reading is obtained,
the rings are satisfactory, but the valves are
leaking. If the compression has increased over
the original reading, there is leakage past the
rings. During a compression test, if the
pressure fails to climb steadily and remains the
same during the first two successive strokes,
but climbs higher on the succeeding strokes,
or fails to climb during the entire test, suspect a
sticking valve.
--. . . . . . . . . . . . . . . .--PART1-ENGINESYSTEMS--. . . . . . . . . . . . . . . .-
 PART 1
ENGINE SYSTEMS

Chapter 6
SPECIFICATIONS AND SPECIAL TOOLS

Section Page
A. SPECIFICATIONS
B. SPECIAL TOOLS 12

A. SPECIFICATIONS

ENGINE

Displacement 401 in 3 (6580 cc)

Compression Ratio
TW-5 16.3:1
TW-15, TW-25 and TW-35 15.6:1

Stroke 4.4 in (111.75 mm)

Bore 4.4 in (111.75 mm)

Bore/Stroke Ratio 1.00:1

~iring Order 1-5-3-6-2-4

1ated Engine Speed:

7810 2100 rev/min
8210 2300 rev/min

die Speed 700-800 rev/min

vlaximum No.-Load Speed:

7810/8210 2530-2580 rev/min

~ompression Pressure at 200 rev/min

:ranking Speed with the Throttle Closed and
;top Control Out
7810/8210 350 ± 50 !bf lin 2 (24.1 ± 3.4 bar)

1
- - - - - - - - - PART 1-ENGINE SYSTEMS - - - - - - - - - -

CYLINDER BLOCK
Material Cast Iron

Cylinder Arrangement In line vertical

Taper of Cylinder Bore 0.001 in (0.025 mm)

Cylinder Bore Out-of-Round 0.001 in (0.025 mm)

Cylinder Bore Diameter 4.4007 -4.4032 in (111.777 -111.841 mm)

Rear Oil Seal Bore Diameter 5.542-5.546 in (140.77-140.87 mm)

RETAINING COMPOUND
Cylinder Sleeve to Cylinder Block Ford Part No. ESW M2G 160-A

CYLINDER HEAD
Material Cast Alloy Iron

Valve Design Overhead Valves

Bolt Pattern 6 Bolts per Cylinder

Valve Guide Bore Diameter 0.3728-0.3738 in (9.469-9.487 mm)

Head to Block Surface Flatness 0.003 in (0.08 mm) in any 6 in (152 mm)
or 0.006 in (0.15 mm) overall limit
VALVE SPRINGS
Number per Valve

Type Cylindrical Coil

Free Length 2.15 in (54.61 mm)

Load at 1.74 in length (44.00 mm) 60-70 Ibf. (28-32 kg)

Load at 1.32 in length (33.50 mm) 125-140 Ibf. (57.0-63.0 kg)

Assembled Height 1.72-1.78 in (43.7-45.2 mm)

Out of Square 0.060 in (1.6 mm) maximum

EXHAUST VALVES

Face Angle

Stem Diameter 0.3701-0.3708 in (9.4005-9.4183 mm) Standard

0.3731-0.3738 in (0.003-0.076 mm) Oversize
0.3851-0.3858 in (0.015-0.381 mm) Oversize
0.4001-0.4008 in (0.030-0.762 mm) Oversize

Head Diameter 1.505-1.515 in (38.23-38.48 mm)

2
-----------------------CHAPTER6------------------------

EXHAUST VALVES (Cant.)

Stem-to-Guide Clearance 0.0020-0.0037 in (0.051-0.094 mm)

Lash Clearance 0.017 -0.019 in (0.43-0.48 mm)

Rotation Positive Rotator Fitted 45° 30' to 45° 45'

INTAKE VALVE

Face Angle
7810/8210

Stem Diameter 0.3711-0.3718 in (9.4259-9.4437 mm) Standard

0.3741-0.3748 in (0.003-0.076 mm) Oversize
0.3861-0.3868 in (0.015-0.381 mm) Oversize
0.4011-0.4018 in (0.030-0.762 mm) Oversize

Head Diameter 1.800-1.810 in (45.720-45.974 mm)

Stem-to-Guide Clearance 0.0010-0.0024 in (0.0154-0.0609 mm)

Lash Clearance 0.014-0.016 in (0.36-0.41 mm)

VALVE TIMING

Intake Opening 14° BTDC

Intake Closing 38° ABDC

Exhaust Opening 41° BBDC

Exhaust Closing 11° ATDC

VALVE SEATS

Seat Angle INTAKE EXHAUST

7810/8210 45° 45°

Seat Runout 0.015 in (0.381 mm) T.I.R. Max.

Seat Width -
Intake 0.031 in (0.7937 mm) Minimum
Exhaust 0.031 in (0.7937 mm) Minimum

CRANKSHAFT DRIVE GEAR

Number of Teeth 26

Timing Mark Punch Mark on Tooth

3
- - - - - - - - - PART 1 ENGINE SYSTEMS - - - - - - - - - -

CAMSHAFT DRIVE GEAR

Number of Teeth 47

Timing Mark Punch Mark, Three Places

End Play 0.001-0.011 in (0.025-0.28 mm)

Crankshaft Flange Runout 0.0015 in (0.038 mm) Maximum

Bushing Inside Diameter 2.0005-2.0015 in (50.91-50.83 mm)

Adapter Hole Outside Diameter 1.9985-1.9990 in (50.761-50.774 mm)

Backlash with Crankshaft Gear 0.001-0.009 in (0.025-0.23 mm)

Backlash with Camshaft Gear 0.001-0.009 in (0.025-0.23 mm)

Fuel Injection Pump Drive Gear 0.001-0.012 in (0.025-0.30 mm)

CAMSHAFT GEAR

Number of Teeth 52

Timing Mark Punch Mark on Tooth Space

Timing Gear Backlash 0.003-0.008 in (0.076-0.203 mm)

ROCKER ARM SHAFT

Shaft Diameter 1.000-1.001 in (25.400-25.425 mm)

Support Internal Diameter 1.002-1.004 in (25.450-25.501 mm)

ROCKER ARM

Inside Diameter 1.003-1.004 in (25.476-25.501 mm)

TAPPETS

Clearance to Bore 0.0006-0.00021 in (0.0152-0.0530 mm)

Tappet Diameter 0.9889-0.9894 in (25.1180-25.1307 mm)

Tappet Bore Diameter 0.990-0.991 in (25.146-25.171 mm)

CRANKSHAFT

Main Journal Diameter 3.3718-3.3723 in (85.643-85.656 mm) Red

3.3713-3.3718 in (85.631-85.643 mm) Blue

Main Journal Length 1.455-1.465 in (36.957 -37.211 mm)

4
------------------------CHAPTER6-------------------------

CRANKSHAFT (Cont.)

Main Journal Wear Limits 0.005 in (0.13 mm) Maximum

Main and Crank Pin Fillet Radius 0.12-0.14 in (3.05-3.56 mm)

Thrust Bearing Journal Length 1.459-1.461 in (37.06-37.11 mm)

Intermediate Bearing Journal Length 1.455-1.465 in (36.96-37.21 mm)

Rear Bearing Journal Length 1.485-1.515 in (37.72-38.48 mm)

Rod Bearing Journal Length 1.678-1.682 in (42.62-42.72 mm)

Rod Bearing Journal Diameter 2.7496-2.7500 in (69.839-69.860 mm)

(Blue Liners)
2.7500-2.7504 in (69.86-69.87 mm)
(Red Liners)

End Play 0.004-0.008 in (0.102-0.203 mm)

Rod Bearing Out-of-Round 0.0002 in (0.005 mm)

Total Indicator Reading

Taper-Surface Parallel to Centre Line of

Main Journal 0.0002 in (0.005 mm)

Crankshaft Rear Oil Seal Journal Diameter 4.814-4.808 in (122.28-122.12 mm)

Crankshaft Pulley Journal Diameter 1.751-1.750 in (44.' 8-44.45 mm)

Crankshaft Timing Gear Journal Diameter 1.821-1.820 in (46.25-46.23 mm)

MAIN BEARING

Liner Length (Except Thrust Liner) 1.10-1.11 in (27.94-28.19 mm)

Liner Length (Thrust Liner) 1.453-1.455 in (36.91-36.96 mm)

LINER IDENTIFICATION

Identifying Colour Wall Thickness Specified

Material
Mark Code Clearance

PVor G Red Copper Lead 0.1245-0.1250 in 0.0022-0.0045 in

(3.162-3.175 mm) (0.056-0.114 mm)
PVor G Blue Copper Lead 0.1249-0.1254 in 0.0022-0.0045 in
(3.172-3.185 mm) (0.056-0.144 mm)
G and AL Red Aluminium Tin 0.1245-0.1250 in 0.0022-0.0045 in
Alloy (3.162-3.175 mm) (0.056-0.114 mm)
G and AL Blue Aluminium 0.1249-0.1254 in 0.0022-0.0045 in
Alloy (3.172-3.185 mm) (0.056-0.114 mm)

5
--------------------PART1-ENGINESYSTEMS------------------

CONNECTING ROD BEARINGS

Liner Length 1.40-1.41 in (35.56-35.81 mm)

LINER IDENTIFICATION

Identifying Colour Material Wall Thickness Specified

Mark Code Clearance

PVor G Red Copper Lead 0.0943-0.0948 in 0.0017-0.0038 in

(2.395-2.408 mm) (0.043-0.096 mm)
PVor G Blue Copper Lead 0.0947-0.0952 in 0.0017 -0.0038 in
(2.405-2.418 mm) (0.043-0.096 mm)
G and AL Red Aluminium Tin 0.0941-0.0946 in 0.0021-0.0042 in
Alloy (2.390-2.403 mm) (0.053-0.107 mm)
G and AL Blue Aluminium 0.0945-0.0950 in 0.0021-0.0042 in
Alloy (2.400-2.413 mm) (0.053-0.107 mm)

CRANKSHAFT RE-GRINDING

When re-grinding a crankshaft, the main and crankpin journal diameters should be reduced the
same amount as the undersize bearings used. The following dimensions apply. The rear end of the
crankshaft should be located on the 60° chamfer of the pilot bearing bore.

Undersize Bearing Available Main Journal Diameters

0.002 in (0.051 mm) 3.3693-3.3698 in (85.580-85.593 mm)

0.010 in (0.254 mm) 3.3618-3.3623 in (85.390-85.402 mm)

0.020 in (0.508 mm) 3.3518-3.3523 in (85.136-85.148 mm)

0.030 in (0.762 mm) 3.3418-3.3423 in (84.882-84.894 mm)

0.040 in (1.016 mm) 3.3318~3.3323 in (84.628-84.640 mm)

Crankpin Journal Diameters

0.002 in (0.051 mm) 2.7476-2.7480 in (69.789-69.799 mm)

0.010 in (0.254 mm) 2.7400-2.7404 in (69.956-69.606 mm)

0.020 in (0.508 mm) 2.7300-2.7304 in (69.342-69.352 mm)

0.030 in (0.762 mm) 2.7200-2.7204 in (69.088-69.098 mm)

0.040 in (1.016 mm) 2.7100-2.7104 in (68.834-68.844 mm)

6
-------------------------CHAPTER6-------------------------

CAMSHAFT

Bearing Journal Diameter 2.3895-2.3905 in (60.6933-60.7187 mm)

Bearing Clearance 0.001-0.003 in (0.025-0.076 mm)

End Play 0.001-0.007 in (0.025-1.778 mm)

CONNECTING RODS

Small End Bushing (Internal Diameter)

7810/8210 1.5003-1.5006 in. (38.108-38.115 mm)

Clearance Bushing-to-Piston Pin 0.0005-0.0007 in (0.013-0.018 mm)

Side Float 0.007-0.013 in (0.18-0.33 mm)

Maximum Twist 0.012 in (0.30 mm)

Maximum Bend 0.004 in (0.10 mm)

PISTONS

Material Aluminium Alloy

Length 4.98 in (126.5 mm)

Number of Compression Ring Grooves 3

Number of Oil Ring Grooves

Skirt-to-Cylinder Clearance

Cylinder 1 through 5 0.0080-0.0090 in (0.203-0.228 mm)

Cylinder 6 0.010-0.011 in (0.254-0.279 mm)

Taper (Out-of-Round) 0.0025-0.005 in (0.063-0.127 mm)

Grading Diameter ('W' at Right Angle 4.3922-4.3947 in (111.56-111.62 mm)

to Piston Pin) (in increments of 0.0005 in (0.0127 mm)

Piston Pin Clearance 0.0003-0.0005 in (0.0076-0.0127 mm)

Piston Crown to Block Face

7810/8210 + 0.011 + 0.023 in (+ 0.28- + 0.58 mm)

7
- - - - - - - - - - PART 1 ENGINE SYSTEMS - - - - - - - - - -

PISTON RINGS

Oil Control:

Type Slotted with Expander

Number and Location 1 Above Piston Pin

Material Cast Iron

Finish Chrome Plate

Width 0.1859-0.1866 in (4.722-4.740 mm)

Gap Width 0.013-0.033 in (0.33-0.84 mm)

Compression:

Number and Location 1 Top and 2 Intermediate above Piston Pin

Type Top Keystone

Intermediate Straight Face - Inner Bevel

Material Cast Iron

Finish - Top Chrome Plate

Intermediate 1 Chrome Plate, 1 Plain

Width - Top 0.0929-0.0936 in (2.36-2.37 mm)

Intermediate 0.0925-0.0935 in (2.35-2.37 mm)

Radial Wall Thickness - Top 0.184 in (4.67 mm) Maximum

(4.400 in [111.76 mm] Bore)

Intermediate 0.184 in (4.67 mm) Maximum

(4.400 in [111.76 mm] Bore)

Side Clearance -

Top Compression 0.0044-0.0061 in (0.112-0.115 mm)

2nd Compression 0.0039-0.0056 in (0.100-0.142 mm)

3rd Compression 0.0039-0.0056 in (0.100-0.142 mm)

Oil Control Ring 0.0025-0.0041 in (0.061-0.104 mm)

Gap Width

Top 0.012-0.038 in (0.31-0.97 mm)

Intermediate 0.010-0.035 in (0.25-0.89 mm)

Detailed installation instructions and specifications are supplied with each set of piston rings.

8
------------------------CHAPTER6----------------________

PISTON PIN

Outside Diameter -

7810/8210 1.4997 -1.5000 in (38.092-38.100 mm)

Fuel Injector Nozzle 2825 - 2875 Ibf/in2

Opening Pressure 185 -198 bar

198 - 202 kgf/cm2

FLYWHEEL

Number of Gear Teeth 128

Runout of Clutch Face (Between Outer Edge 0.0055 in (0.127 mm)

of Friction Surface and Mounting Bolt Holes)

Ring Gear Runout 0.025 in (0.64 mm)

LUBRICATION SYSTEM

Main Bearings Pressure

Connecting Rod Large Bearings Pressure

Piston Pin Bushings -

7810/8210 Splash

Cylinder Walls Splash

Camshaft Bearings Pressure

Timing Drive Squirt

Tappets Splash and Drain

Push Rods Drip fron Rocker Arms

Rocker Arms Pressure (Intermittent Flow)

ENGINE OIL CAPACITY

Imp. Pints U.S. Pints Litres

7810 8210 7810 8210 7810 8210
Refill 28.0 29.8 33.8 36.0 16.0 17.0

Refill with New Filters 31.4 33.2 37.8 40.0 17.9 18.9

ENGINE OIL GRADE

Consult the operator's manual for recommended oil types and viscosities.

9
-------------------PART1 ENGINESYSTEMS-------------------

OIL PU~P

Rotor Clearance 0.001-0.006 in (0.025-0.152 mm)

Rotor-to-Pump Housing Clearance 0,006-0.011 in (0.152-0.279 mm)

Rotor End Play 0.001 ~0.0035 in (0.025-0.089 mm)

Pump Pressure 10 Ibf/in2 (0.7 bar) at 800 rev/min

40-651bflin 2 (2.8-4.5 bar) at 2200 rev/min

Relief Valve Pressure 60-80 Ibf/in2 (4.14-5.51 bar) at 2200 rev/min

Relief Valve Spring Tension 1.91 in (4.85 mm) under 20 Ib (9.0 Kg) load

COOLING SYSTEM

Capacity

7810/8210 w/cab 35.8 Imp, Pints (43.0 U.S. Pints) (20.4 Litres)

7810/8210 less cab 33.3 Imp. Pints (40.0 U.S. Pints) (18.9 Litres)

Radiator Cap Pressure 13lbf/in 2 (0.896 bar)

Fan Belt Deflection 0.5 in (12.7 mm) Maximum

Measured mid-way between pulleys

Water Pump:

Type Centrifugal

Drive V-belt

Thermostat:

Opening Temperature

Full Open

ANTIFREEZE

Use Ford antifreeze in the following solution strengths to provide protection down to the
temperature required,

Temperature protection Percentage of Antifreeze

-4°C (25°F) 10%
-9°C (16°F) 20%
-16°C (4°F) 30%
-24°C (-11°F) 40%
-36°C (-33°F) 50%

INTERCOOLER

Turbine Bearing Grease ESF-M1 C-142-B

Core Sealing Mastic ESE-M4G-195-A

10
------------------------CHAPTER6------------------------

TORQUE SPECIFICATIONS (Continued)

Location Thread Size Ibf/ft (Kgm) (Nm)

Main Bearing Bolts 9/16-12 120 (14) (160)

Connecting Rod Nuts 7/16-20 62 (9) (85)

Cylinder Head Bolts (with Engine Cold) 9/16-12 160 (22) (220)

Intake Manifold-to-Cylinder Head 3/8-16 25 (4) (34)

Exhaust Manifold-to-Cylinder Head 3/8-16 28 (4) (37)

Flywheel-to-Crankshaft 9/16-18 160 (21 ) (210)

Oil Pan Drain Plug 7/8-16 30 (4) (40)

Valve Rocker Cover Bolts 5/16-18 12 (2) (16)

Crankshaft Pulley-to-Crankshaft 3/4-16 145 (20) (200)

Self-Locking Screw Valve Rocker Arm 7/16-20 18 (2) (25)

Injector Attachment Bolts 5/16-24 12 (2) (16)

Oil Pump to Block 3/8-16 26 (4) (34)

Water Pump-to-Cylinder Block 3/8-16 26 (4) (34)

Turbine Housing Clamp Band - 120lbf/in (14)

Compressor Cover Cap Screws - 60lbflin (7)

Compressor Wheel Lock Nut - 160 Ibf lin - (18)

Turbocharger-to-Exhaust Manifold - 33 (5) (44)

Water Pump Cover-to-Pump 5/16-18 20 (3) (28)

Fan-to-Drive Hub Bolts 3/8-16 25 (4) (34)

Oil Pan-to-Cylinder Block (Cast) 3/8-16 32 (5) (44)

Injector Line Nuts M12x 1.5 20 (3) (28)

Injector Pump-to-Front Adapter Plate 5/'16-24 23 (3) (32)

Camshaft Drive Gear-to-Block 1/2-20 100 (14) (140)

Front Adapter Plate-to-Cylinder Block 5/16-18 16 (2) (20)

Front Cover-to-Front Adapter Plate 5/16-18 16 (2) (20)

Camshaft Gear Bolts 7/16-14 42 (6) (58)

Oil Filter Retaining Bolt 3/4-16 48 (6) (64)

Oil Filter Mounting Bolt Insert 1-3/8-12 125 (17) (170)

Starting Motor-to-Rear Adapter Plate 7/16-14 32 (5) (45)

Oil Pressure Switch Assembly 23 (3) (32)

Exhaust Pipe-to-Flange - 23 (3) (32)

11
-------------------PART1-ENGINESYSTEMS--_________________

The following general nut and bolt installation torque requirements (lubricated) apply to any
operation not previously listed.

TORQUE VALUES Ibf 1ft (Nm) (Kgm)

INCH SERIES
~-20 8 (11 ) (1 )
Y4 -28 8 (11 ) (1 )
%6- 18 14 (19) (2)
%6- 24 17 (23) (2)

%-16 23 (31) (3)

%-24 33 (45) (5)
7/'6 -14 48 (65) (7)
7/'6 -20 55 (75) (8)

Y2 13 . 65 (88) (9)
Y2 -20 75 (102) (10)

%6 -18 90 (122) (13)

%-18 138 (187) (19)

B. SPECIAL TOOLS
(Prior Tool Numbers, where applicable, shown in brackets)

V. L. CHURCHILL NUDAY
DESCRIPTION
TOOL No. TOOL No.
Adjustable Bridge Puller 518 9539 (518)

Shaft Protectors 625-A 9212 (625-A)

Step Plate Adaptors 630-S 9210 (630-S)

Bushing Kit 818 9514 (818)

T.818 9515

Crankshaft Gear Remover CPT 6040-B

2134 (SW 501)
Replacer
Replacer Adaptor /
CT 6069-1 1237 (SW 501-1)
Insert

Valve Guide Reamer Kit FT.6202 (SW 502) 2136 (SW 502)

Camshaft Bearings - Remover/Installer FT. 6203 1255 (SW 506)

Handle N6261-A 1442 (N6261-A)

Crankshaft Oil Seal Installer FT.6204 1301 (SW 520)

Water Pump Seal Replacer FT. 6209 4672

Puller 1002 9198

Oil Pump Slotted Nut Sacker FT.6201 (SW 32) 7537

Crankshaft Rear Oil Seal Installer FT. 6204 1301 (SW 520)

12
 PART 2
FUEL SYSTEMS
In October 1985 changes were made to the fuel system. These included an in-line fuel injection
pump fitted to the Ford 5610 in place of the rotary fuel injection pump and new style fuel tanks
located on the side of the tractor beneath the cab for Ford 5610,6610 and 7610 with De- Luxe
Cab.

Chapter 9 details the changes in the system, Service repair procedures and specifications for
the Ford 5610, 6610 and 7610 tractors with De- Luxe Cab.

Chapters 1 to 8 detail the system, Service repair procedures and specifications for all Series 1 0
tractors except Ford 5610, 6610 and 7610 tractors with De-Luxe Cab.

Chapter 1
FUEL SYSTEMS - GASOLINE
Section Page
A. DESCRIPTION AND OPERATION
B. ADJUSTMENTS 5
C. DRY-TYPE AIR CLEANER 8
D. FUEL TANK, LINES, PUMP, FILTER AND SEDIMENT BOWL 9
E. CARBURETOR 9

Chapter 2
FUEL SYSTEMS - DIESEL
Section Page
A. DESCRIPTION AND OPERATION
B. ADJUSTMENTS - DISTRIBUTOR TYPE FUEL INJECTION PUMP 6
C. ADJUSTMENTS IN-LINE TYPE FUEL INJECTION PUMP 8
D. ELECTRIC FUEL LIFT PUMP - OVERHAUL 11
E. FUEL TANKS, FILTERS AND FUEL LINES - OVERHAUL 13

(i)
 Chapter 3
AIR CLEANERS
Section Page
A. PRE-CLEANER - DESCRIPTION AND OPERATION
B. OIL BATH TYPE AIR CLEANER - DESCRIPTION AND OPERATION 2
C. OIL BATH TYPE AIR CLEANER OVERHAUL 2
D. DRY TYPE AIR CLEANER - DESCRIPTION AND OPERATION 3
E. DRY TYPE AIR CLEANER - OVERHAUL 3

Chapter 4
INJECTORS
Section Page
A. INJECTORS ~ DESCRIPTION AND OPERATION

B. INJECTORS OVERHAUL 2

Chapter 5
FUEL INJECTION PUMP - ROTARY TYPE
Section Page
A. DESCRIPTION AND OPERATION

B. TIMING THE PUMP TO THE ENGINE 5

C. OVERHAUL 5
D. TEST PROCEDURES 19

Chapter 6
FUEL INJECTION PUMP - IN-LINE TYPE
Section Page
A. DESCRIPTION AND OPERATION
B. TIMING THE PUMP TO THE ENGINE 7
C. OVERHAUL 9
D. TEST PROCEDURES 21
E. LIFT PUMP OVERHAUL 27

( ii)
 Chapter 7
TURBOCHARGER
Section· Page
A. rURBOCHARGER - DESCRIPTION AND OPERATION
B. TURBOCHARGER - OVERHAUL 2
C. BOOST CONTROL DESCRIPTION AND OPERATION 6

Chapter 8
TROUBLE SHOOTING, SPECIFICATIONS,
TEST PLANS AND SPECIAL TOOLS
Section Page
A. TROUBLE SHOOTING - GASOLINE ENGINES

B. TROUBLE SHOOTING - DIESEL ENGINES 4

C. TROUBLE SHOOTING TURBOCHARGER 10
D. SPECIFICATIONS 14
E. SPECIAL TOOLS 18
F. TEST PLANS 20

Chapter 9
FUEL SYSTEMS - DIESEL POST OCT. 1985
FORD 5610, 6610 AND 7610 WITH DE-LUXE CAB
Section Page
A. DESCRIPTION AND OPERATION
B. FUEL TANKS - OVERHAUL 2
C. SPECIFICATIONS AND TEST PLANS 7

( iii)
 Chapter 10
FUEL INJECTION PUMP - DPS DISTRIBUTOR TYPE
Section Page
A. FUEL INJECTION PUMP - DESCRIPTION AND OPERATION
B. FUEL INJECTION PUMP-OVERHAUL 16
C. FUEL INJECTION PUMP-ISO TEST CONDITIONS 46
D. FUEL INJECTION PUMP- TESTPROCEDURE 55
E. FUEL INJECTION PUMP-TEST PLANS, SPECIFICATIONS
AN D SPECIAL TOOLS 62

(iv)
 PART 2
FUEL SYSTEMS
Chapter 1
FUEL SYSTEMS-GASOLINE
Section
A. DESCRIPTION AND OPERATION
B. ADJUSTMENTS
C. DRY-TYPE AIR CLEANER
D. FUEL TANK, LINES, PUMP, FILTER AND
SEDIMENT BOWL
E. CARBURETOR
A. DESCRIPTION AND OPERATION
AIR CLEANER
The air cleaner is a paper element, dry-type
air cleaner. The air intake for the air cleaner is
located at the top front of the radiator hood
panel. As air enters the air intake, largeforeign
particles are rejected by a coarse screen, or
filtered out by louvers on the air intake cover.
Air is channelled through a tube into the
air cleaner and directed around the outside
of the paper element filter. Coarse dirt par-
ticles that have passed the louvered intake
cover are collected at the bottom of the
cleaner housing and fall into a rubber boot at
the bottom of the cleaner. The boot has a
slot in the bottom for dirt to escape. After
the air is filtered through the paper element,
the clean air passes through an air tube to the
carburetor.
CARBURETOR
The carburetor, Figure 1, is an updraft, single
venturi type with an aluminum die cast
housing. It consists oftwo major castings; the
carburetor body and the fuel bowl.
1
Page
1
5
8
8
9
The function of the carburetor is to mix air and
fuel in the proper proportions and to supply
this mixture to the engine. The carburetor is
designed with four metering systems: the idle
system, the main metering system, the
power system, and the accelerator pump
system. In addition, there is a float system to
maintain the supply of fuel, and a choke sys-
tem to assist in starting a cold engine.
The idle system, the main metering system,
the power system, and the pump system are
contained in a cluster in the middle of the
carburetor body and are entirely surrounded
byfu el. By havi ng these meteri ng components
positioned in this manner, the fuel tends to
keep the components cool, thus assisting in
the metering of liquid fuel rather than vapors.
This permits operation of the tractor at
extremely steep angles on hillsides. The
carburetor is equipped with a brass float and
stainless steel float lever and hinge pin.
- - - - - - - - - - PART 2- FU El SYSTEMS - - - - - - - - - - - - - -

Figure 1
Carburetor
1. Needle Valve 4. Air Horn
2. Float 5. Main Discharge Nozzle
3. Choke Plate 6. Throttle Plate

FLOAT SYSTEM IDLE SYSTEM

The float system, Figure 2, controls the level
of fuel in the fuel bowl and admits fuel as
required to maintain the proper level. The
position of the fuel inlet needle is controlled
by the float.
As the fuel level in the bowl drops,
the float drops, allowing the fuel inlet needle
to admit fuel. As the fuel level rises, the float
rises, closing the fuel inlet needle and shutting
off the fuel supply.
The idle system, Figure 3, controls the flow
of fuel at idle and at minimum power
operation when the manifold vacuum is
relatively high. The fuel used during idle
and minimum power operation enters
through the main fuel jet which is connected
by a passage in the metering cluster cover to
the main well. From there the fuel flows
through the idle feed restriction and up the
idle well. Air enters the idle air bleed in
the lower skirt of the venturi and partially
vaporizes the fuel.

2
______________________ CHAPTER1 ______________________

Figure 2 Figure 3
Float and Choke Systems Idle System
1. Fuel Inlet Needle _ Air _ Fuel
2. Fuel Inlet
3.
4
Fuel Float Hinge
Fuel Bowl
D Air- Fu el M Ixtur e

5. Fuel Float 1 Idle Fuel 5. Main WeI'

6 Shaft l\diustment Screw 6. Air Horn
7 Air Valve 2. Idle Passage 7. ldleA"P
8. Spring 3. Idle Well 8. Idle Tran
9. Choke Plate 4. Idle Feed Orifice
10. MOIn Discharge Nozzl" Restriction 9. Throttle Plate

his mixture travels up the idle passage to

.he idle orifice where it is regulated by the
idle adjusting screw. The flow of fuel IS the
result of a differential in pressure created by
the intake vacuum. As the throttle plate is
opened . the idle transfer orifice is exposed
to the reduced pressure and the fuel and air
mixture is discharged out of both ports.

MAIN METERING SYSTEM

Figure 4
Main Metering System
The main metering system. Figure 4.
suppli es fuel during all phases of engine
_ Air _ Fuel
operation above the operating range of the
idle system. As the throttle plate is opened
and air flow increases. a partial vacuum is
D Air-Fue l Mixture
1 In Well Tube 4. High Speed Air Bleed
created in the vAnturi of the carburetor. 2 Main Jet 5. Air Horn
3. Main Well 6. Main Discharg e

3
__________________ PART2 - FUELSYSTEMS __________________

Figure 5 Figure 6
Power System Accelerator Pump System
Manifold _ Fuel
D Manifold
Vacuum
Fuel
D Vacuum

AIr - Fuel Air-Fuel

_ Air
O Mixture _ Air
D Mixture
1. Pump Spring 1 . Atmospheric Pressure
2. Atmospheric Pressure 2. Pump Inlet Ball
3. Synthetic Valve 3. Accelerator Pump Channel
4. Pump Inlet Ball 4. Pump Discharge Check
5. Power Valve Inlet Orifice 5. Metering Orifice
6. Main Jet 6. Pump Jet
7. MainWeil
8. Air Horn
9. Pump Piston

When sufficient vacuum is produced, fuel POWER SYSTEM

flows through the main jet and into the
carburetor main well. The fuel is then
partially vaporized by the air entering
through the main well or high speed air bleed
in the lower skirt of the venturi. The air enters
the main well through the main well tube.
This fuel and air mixture is discharged out of
the main discharge noure where it is
vaporized further by the air passing through
the venturi. As the throttle plate is opened
wider, the idle system begins to fade and
the main metering system continues to
supply a greater portion of the fuel.
The power system, Figure 5, is controlled by
vacuum and is operated by a synthetic
rubber valve attached tothe bottom end of the
accelerator pump piston assembly. During
normal load operation, the high manifold
vacuum on the top of the pump piston is
sufficient to compress the pump spring and
ho ld the synthetic rubber valve off of the
channel restriction seat. This will also permit
the fuel to flow in through the pump inlet
orifice, through the channel restrictor and
into the main well, supplementing the fuel
enteri ng the mai n jet.
The power system is open end In operation
during high and intermediate manifold
vacuum conditions and is closed at wide
open throttle or extremely low vacuum
operation .

4
ACCELERATOR PUMP SYSTEM

The accelerator pump system, Figure 6, is

operated entirely by manifold vacuum.
During acceleration, the manifold vacuum
drops, and the pump spring forces the pump
piston down. Fuel is forced up the
accelerator pump channel lifting the pump
discharge check from its seat. The fuel then
flows through a metering orifice and is
discharged through the pump jet into the air
stream above the venturi. When the throttle
is closed, the high manifold vacuum over-
comes the tension and lifts the pump
piston preparing it for the next cycle.

CHOKE SYSTEM Figure 7

Carburetor Controls
The manual choke system, Figure 2, consists 1. Idle Speed Adjustment Screw
of a choke plate and shaft assembly. An air 2. Throttle Plate Arm
valve in the choke plate permits the engine 3. Choke Bracket and Screw
4. Set Screw
to breathe upon initial start until the choke 5. Fuel inlet Fitting
can be opened. A spring on the shaft 6. Idle Fuel Adjustment Needle
holds the choke plate open during operation.
The function of the choke plate is to restrict
the air flow into the carburetor which causes
a higher vacuum on the main discharge
nozzle. This gives a richer mixture for
B. ADJUSTMENTS
starting the engine.

FUEL PUMP CARBURETOR ADJUSTMENTS

The fuel pump is mounted on the engine
front cover. It contains a screen, diaphragm,
driving mechanism, and inlet and outlet
valves. The pump is driven by an eccentric
bolted to the engine camshaft.
There are two adjustments on the gasoline
carburetor as shown in Figure 7. They are the
idle fuel adjustment and the idle speed adjust-
ment.

FUEL TANK, FUEL LINES, AND FUEL

FilTER AND SEDiMENT BOWL PRELIMINARY ADJUSTMENT

The fuel lines run from the tank outlet to the 1. Set the idle speed adjustment screw so the
fuel pump, to the fuel filter and sediment throttle plate is slightly open.
bowl, and then to the carburetor.

The fuel filter and sedimen.t bowl is located

between the fuel pump and carburetor. The 2. Turn the idle fuel adjustment needle in
bowl traps condensation and dirt particles until it is lightly seated and back off one
that flow through the fuel lines from the tank. full turn.

5
-------------------PART2-FUELSYSTEMS-------------------
3. Make sure that the fuel tank shut-off
valve is in the "ON" position.
4. Pull thp. choke knob, turn on the ignition,
start the engine, and push the choke
knob part way in until the engine runs
smoothly.
5. After the engine has reached normal
operating temperature, push the choke
knob all the way in.
FINAL ADJUSTMENTS
1. Turn the idle fuel adjustment needle out
(counterclockwise) until the engine
begins to "roll" from too rich a mixture,
then turn it inward slowly until the engine
is running smoothly.
2. With the hand throttle in the closed posi
tion (fully forward), turn the idle speed
adjustment screw until the engine low
idle speed is at the specified rev/min.
On new engines, it may be necessary to
set the low idle speed slightly higher for
the first few hours to prevent stalling.
3. With the hand throttle in the wide open
position, adjust the stop screw on the
throttle linkage bracket to obtain the
specified maximum no-load rev/min.
(See "Specifications" Chapter 8).
4. If these adjustments cannot be obtained,
it may be necessary to adjust the throttle
linkage.
6
CARBURETOR AND GOVERNOR
LINKAGE ADJUSTMENT
With reference to Figures 8 and 9.
1. Stop the engine and move the hand
throttle to the wide open position.
2. Loosen the jam nut on the governor rod,
Figure 8, and disconnect the rod from
the throttle plate lever at the carburetor.
3. Rotatethe throttle plate leverto full open.
4. Move the governor arm toward the rear
of the tractor to the wide open position.
5. With the governor rod and the throttle
plate lever in the wide open position,
adjust the governor rod clevis so the
governor rod will attach to the throttle
plate lever, then lengthen;hegovernor
rod one additional turQ of th~ clevis.
Connect the rod to the lever and tighten
the jam nut.
6. Move the hand throttle to the idle posi
tion.
7. Remove the governor control arm from
the governor arm and the governor
control lever.
8. Adjust the length of the rod to 12'75-
12·81 in. (323'8-325·3 mm). Install
the arm.
9. With the hand throttle closed, loosen
the jam nut on the throttle control rod
and disconnect the rod from the hand
throttle lever.
10. Pushthethrottlecontrol rodfullyforward
(idle position), adjust its length to meet
the attachment point on the hand throttle
lever, then lengthen the rod by one
additional turn of the clevis. Connect
the rod to the arm andtighten the jam nut.
________________________ CHAPTER1 ________________________

Figure 8
Governor and Carburetor Adjustments
A. 12·75 -12·81 in. (323'8-325·3 mm)
1. Governor Arm 5. Hand Throttle Lever
2. Front 6. Governor Control Lever
3. Governor Control Rod 7. Throttle Plate Lever
4. Throttle Control Rod 8. Governor Rod

11. Start the engine and allow it to reach

operating temperature. Adjust the idle
speed adjustment screw, Figure 9,
until the engine idles at 600-700 rev/
min.

12. Adjust the idle fuel mixture screw until

the engine reaches its highest rev/min,
then check the idle speed and re-adjust
if necessary.

13. Move the hand throttle to wide open.

Check the rev/min on the Proof-Meter.
Adjust the idle speed adjustment screw
to achieve maximum no-load rev/min.
See "Specifications" -Chapter 8.

14. Tighten the adjustment lock nut, then Figure 9

move the hand throttle to the idle Carburetor Adjustments
position and recheck the Idle speed. 1. Idle Speed Adjustment Screw
Adjust as required. 2. Idle Fuel Mixture Screw

7
___________________ PART2-FUELSYSTEMS ___________________
C. DRY-TYPE AIR CLEANER
REMOVAL
1. Disconnect the carburetor air intake tube
from the end of the air cleaner.
2. Disconnect the air intake from the air
cleaner.
3. Remove the air cleaner.
4. Remove the filter element by loosening
the thumbscrew and turning the cover
until it is free to be removed.
D. FUEL TANK, FUEL LINES, FUEL PUMP, AND FUEL FILTER AND
SEDIMENT BOWL
FUEL TANK
For remove I and installation of the fuel tank,
see "Fuel Tank Removal"~Chapter 2.
FUEL LINES
REMOVAL
1. Turn the fuel tank shut-off valve to the
"OFF" position and remove the line
connecting the tank to the fuel pump by
disconnecting it at both ends.
2. Disconnect the line connecting the fuel
pump to the fuel filter and sediment bowl.
Then disconnect the fuel line from the
carburetor fuel inlet fitting and remove
the line and the sediment bowl.
8
INSTALLATION
1. I nstall the filter element into the air
cleaner.
2. I nstall the air cleaner assembly and
secure it with the four bolts.
3. Connect the air intake tube to the air
cleaner and tighten the clamp.
4. Connect the carburetor air intake tube to
the end of the air cleaner and tighten the
clamp.
INSTALLATION
1. Connect the fuel line from the carburetor
to the fuel filter and sediment bowl.
2. Connect the line from the fuel filter and
sediment bowl to the fuel pump. Connect
the linefromthefuel pumptothefueltank.
3. Tighten all fittings securely and turn the
fuel shut-off valve to the "ON" position.
Loosen the fuel filter and sediment bowl
retainer screw to allow the bowl to fill
with fuel. Tighten the retainer screw.
FUEL PUMP
REMOVAL
1. Disconnect the fuel tank line from the fuel
pump.
2. Disconnect the carburetor line from the
fuel pump.
------------------------CHAPTER1------------------------

3. Remove the two cap screws that retain INSTALLATION

the fuel pumptothe engine front cover and
remove the fuel pump. 1. Connect the inlet and outlet fuel lines to
the fuel filter and sediment bowl and
4. Remove the pin in the engine front cover tighten securely.
that drives the fuel pump. It may be
necessary to use a magnet or needle nose
pliers to remove the pin.
NOTE: Tighten all fittings carefully. as
overtightening may strip the threads.
5. I nspect the drive pin for wear and install
a new pin if it appears to be worn or
damaged at the ends.
2. Turn the fuel shut-off valve to the "ON"
6. Remove the pump top cover by removing position.
the hex head screw at the top of the pump
and remove the screen. Clean the pump
and screen in solvent and dry with 3. Loosen the fuel filter and sediment bowl
compressed air. Install the screen and retainer screw and allow the bowl to fill
cover. with fuel. Tighten the retainer screw.

INSTALLATION E. CARBURETOR

1. Install the drive pin in the front cover.

REMOVAL
2. Position the pump on the mounting
1. Turn the fuel tank shut-off valve to the
flange on the front cover and secure it "OFF" position.
with the two cap screws and lock washers.

2. Loosen the air intake tube clamp at the

3. Connect the fuel inlet and outlet lines to
carburetor and pull the hose off the
the fittings on the pump.
carburetor.

3. Disconnect the fuel line at the fitting on

FUEL FILTER AND SEDIMENT BOWL the carburetor.

REMOVAL
4. Disconnect the throttle linkage at the
1. Turn the fuel shut-off valve to the "OFF" carburetor.
position.

5. Remove the two nuts and lock washers

2. Disconnect the inlet and outlet fuel lines that attach the carburetor to the intake
from the fuel filter and sediment bowl manifold. Remove the carburetor and
and remove the assembly. clean the gasket surfaces.

3. Clean the bowl and filter and check the 6. Clean the outside of the carburetor with
bowl gasket. Reinstall the bowl gasket. solvent and examine it for damage.

9
 7. Using a screwdriver with a blade wide
enough to contact both sides of the slot
in the main metering jet, remove the jet
from the cover.

8. Remove the accelerator piston and pump

assembly, 12.

9. Remove the idle adjusting screw and

spring.

10. Scribe a mark on the throttle so it

can be re-assembled in the same
position.

10 11. Remove the throttle plate screws and the

Removing Float, Float Valve and Accelerator throttie
Pump Cover
1. Float
2. Accelerator Pump Cover 12. Remove the throttle shaft and lever
3. Fuel Inlet Needle (not visible) from the carburetor body.
4. Pin

13. Note the location of the choke air valve

A-rlSSIp.mnlv purposes. Remove the
DISASSEMBLY retaining screws and the

With reference to Figure 11

14. Remove the choke lever assembly

1. Remove the fuel inlet fitting and screen.
and spring.

2. Removethe air horn plug retaining spring 15. Remove the choke cable bracket and
and air horn plug. choke shaft felt seal.

3. Removethe retaining screwsand remove

the fuel bowl.
CLEANING AND INSPECTION
4. Remove the hi nge pi nand float assembly,
1. Discard all used gaskets and seals.
Figure 10. The hinge pin is held in place
by a baffle in the fuel bowl. When the
fuel bowl is removed, the pin is free to 2. Clean all the parts of the carburetor with a
be removed. carburetor solution.

3. Blowout all passages with compressed

5. Remove the fuel inlet needle.
air.

6. Remove the three screws retaining the IMPORTANT Never use a wire or drill to
pump cover and remove clean orifices or jets. Even small scratches
the cover and gasket. will affect carburetor calibration.

10
------------------------CHAPTER1 ________________________

,.
I"
I I

~~

- ~~.
\
(jy I

Figure 11
Carburetor Disassembled
1. Throttle Plate Shaft Assembly 7. Fuel Bowl
2. Choke Assembly 8. Fuel Float Assembly
3. Screened ruel Inlet Fitting 9. Fuel Inlet Needle
4. Pump Piston Assembly 10. Carburetor Body
5. Bronze Plug 11. Idle Fuel Adjustment Screw
6. Air Horn Plug and Retainer 12. Throttle Plate

11
 Figure 12 Figure 13
Accelerator Removed Choke Assembly
1. Air Horn 3. Float 1. Throttle Shaft 3. Throttle Lever
2. Orifice for Accelerator Piston 2. Choke Air Valve

4. To properly service the carburetor, a RE-ASSEMBlY

repair kit should be installed. If a repair kit
is not available: With reference to Figure 11.

a. Examine the fuel inlet needle carefully

1. I nstall the new felt choke shaft sea! in
for damage or wear.
the carbu ret or body.

b. Examine the idle adjusting needle and

discard if grooved or 2. ! nstall the choke cable bracket.

c. Examine the throttle shaft for wear. on the shaft.

3. Position the choke
Start the choke shaft into the air horn
and pull the end of the
into above the choke lever
d. Inspect the carburetor and fuel
tab.
bowl for .... "'.-.-.0> ..... .0

e. the accelerator piston spring NOTE: The spring must be properly posi-
rubber valve carefully tioned to hold the choke plate in the open
position.

12
 Figure 14
Float
A. 1·0 in. (25'4 mm) 1. Float
4. Position the choke plate (note correct
position of the air valve), and install the
choke plate screws.
5. I nstall a new felt throttle shaft seal.
6. Install the throttle shaft into the
carburetor body, from the left-hand
to the right-hand side, as shown in
Figure 13.
7. I nsta II the throttle plate in relation to the
reference mark made during disassembly
and start the two screws. Carefully tap
the plate to align it in the throttle bore
and tighten the screws.
8. Install the accelerator piston and pump
assembly in the carburetor body.
9. Install the main metering in the cover.
Use a screwdriver with a blade wide
enough to contact the entire slot in the
jet to prevent possible damage to the
jet.
13
Figure 15
Air Horn Plug Installation
1. Air Horn Plug 2. Retaining Spring
10. I nstall a new cluster cover gasket and
install the cover.
11. Install the fuel inlet needle in its bore in
the carbu retor.
12. I nstall the float and float hinge pin.
13. Check the float setting as shown in
Figure 14. Adjust the float by bending
the float lever to contact the inlet needle.
See "Specifications" -Chapter 8.
14. I nstali a new fuel bowl gasket and install
the fuel bowl.
15. Install the bowl retammg screws and
tighten them evenly to the specified
torque.
16. I nstali the air horn plug and retaining
spring, Figure 15.
17. Install the idle adjusting needle and
spring. Turn the needle in until it is
lightly seated and back off one full turn
for the initial adjustment.
___________________ PART2-FUELSYSTEMS-------------------

INSTALLATION 4. Connect the throttle rod to the throttle

lever on the carburetor.
1. Use a new carburetor-to-manifold flange
gasket and install the carburetor in place
on the manifold. Install the two lock
washers and nuts and tighten them to the 1M PORTANT: Operatethethrottletobesure
specified torque. the lever adjustment will permit the throttle
to fully open and close.
2. Connect the fuel line to the carburetor
fuel inlet fitting.
5. Turn the fuel tank shut-off valve to the
3. Install the air intake tube hose on the
"ON" position.
carburetor and tighten the hose clamp
securely.

IMPORTANT: Air inlet hose connections 6. Loosen the fuel filter and sediment bowl
must be tight to prevent dirt from entering retainer screw to allow fuel to fill the
the engine. bowl. Tighten the retainer screw.

14
 PART 2
FUEL SYSTE S
Chapter 2
FUEL SYSTEMS - DIESEL
Section Page
A. DESCRIPTION AND OPERATiON

B. ADJUSTMENTS ROTARY TYPE FUEL INJECTION PUMP 6

C. ADJUSTMENTS IN LINE TYPE FUEL INJECTION PUMP 9
D. ELECTRIC FUEL LIFT PUMP - OVERHAUL 11
E. FUEL TANKS, FILTERS AND FUEL LINES OVERHAUL 13

A. DESCRIPTION AND OPERATION

FUEL SYSTEM The fuel injection pump is either of the rotary or

The diesel fuel systems, Figures 1,2 and 3 consist
of a fuel tank, fuel filter(s), fuel injection pump,
fuel injectors and inter-connecting fuel lines. A
pre-cleaner and filter remove dirt and contami-
nants from the intake air.
in-line type.
Tractors equipped with a rotary type fuel-
injection pump have a gravity feed from the fuel
tank to the filter(s)

Figure 1
Fuel System Rotary Type Fuel I njection Pump Ford 3610
1, Fuel Injector 5, Pump Inlet Line 9, Fuel Tank Sender Unit
2, Fuel Injector Leak-Off Tube 6, Fuel Filters 10. Fuel Tank
3. Fuel Injection Pump 7. Fuel Control Tap 11. Fuel injector Return-to- Tank Tube
4, Fuel Return Line 8, Throttle Linkage 12, Fuel injection Tubes

1
 Figure 2
Fuel System -In-Line Type Fuel Injection Pump - Ford 7610 With Auxiliary Fuel Tank
1 In-Line Type Fuel Injection Pump 9. Auxiliary Fuel Tank Tube
2 Fuel Lift Pump 10.
3. Fuel Tank to lift Pump Tube 11 Fuel Tank Unit
4. Priming Lever 12. Main Fuel Tank
5. Lift Pump to Filter Tube 13. Fuel Injector Return-to·Tank Tube
6. Filter to Injection Pump Tube 14. Fuel Injector
7. Fuel Filter 15. Fuel Injection Tubes
8. Fuel Control Tap 16. Injection Leak-Off Tube

Figure 3
Fuel System -In-Line Type Fuel Injection Pump - Ford 7710 With Auxiliary Fuel Tank
1 Injection Leak-Off Tube 8. Fuel Tank to Lift Pump Tube
2. In-Line Type Fuel Injection Pump 9. Throttle Pedal
3. Fuel Lift Pump 10 Throttle Lever
4. Priming Lever 11. Main to Auxiliary Fuel Tank Hose
5. Lift Pump to Filter Tube 12. Fuel Tank Sender Unit
11. Filter to Injection Pump Tube 13. Main Fuel Tank
'/ Fuel Filter 14. Fuel Injector

2
The fuel is then drawn from the fuel filter(s)
to the fuel injection pump inlet by means of
the vacuum created by the lift pump which
forms an integra! part of the fuel injection
pump.

The lift pump delivers fuel to the injection

pump to supply fuel at high pressure to each
injector, and provides extra fuel which
lubricates and cools the injection pump. This
extra fuel is recirculated from a on the
pump housing to the return feed port of the
filter.

Figure 4
Auxiliary Fuel Tank Installed

Tractors with an in-line type fuel-

Injection pump utilise a fuel feed from the
tank directly to the fuel lift pump which
is attached to the fuel pump.
The Ford 6710 and 7710 fuel tank is mounted
above the engine and bolted to the hood
frame rail assembly.

The lift pump supplies fuel at low pressure

to the fuel fiiter(s). From the filter(s) fuel
passes to the fuel-injection pump to supply
the injectors at high pressure.
On all models the excess fuel that leaks
past the needle valve of the injectors is
directed back into the fuel tank at the filler
neck by means of the injector leak-off line.
The tank has a vented cap and the filler neck
contains an injector leak-off line connector.
The fuel shut-off valve is an integral of
the fuel outlet assembly which is located on
the right-hand side beneath the tank. A fine
mesh filter screen is located within the
outlet assembly to provide initial filtering of
the fuel.

MAIN FUEL TANK

AUXiUARY fUEL TANK
With reference to 1, 2 and 3. With reference to 4.

For all models, except the Ford 6710 and 7710
the fuel tank is located above and to the rear of
the engine and is secured at the front to the
hood rear support and at the base to the
steering gear assembly.
To increase the quantity of fuel which may
be carried by the tractor, an auxiliary_ fuel
tank is available as an option for Ford 5610,
6610 and 6710 Tractors and standard for Ford
7610 and 7710 models,

3
--------------------PART2-FUElSYSTEMS-------------------

Figure 5 Figure 6
Single Fuel Filter Assembly Electric Fuel Lift Pump
1. Lift Pump to Filter Tube 1. Solenoid and Switching Area
2. Filter Element 2. Inlet Compartment
3. Filter to Injection Pump Tube 3. Outlet Compartment
4. Bleed Screw 4. Plastic Diaphragm

The auxiliary tank is iocated on the left-hand FUEL FilTERS

side beneath the cab or platform and is
retained in position by brackets which are SiNGLE FILTER
bolted to the side of the tractor.
Positioned between the fuel tank and the
injection pump inlet is the fuel filter
assembly, Figure 5. The assembly consists
of a cast head which is bolted to the
engine, a filter element and a removable
The fuel shut-off valve is an integral part of bowl.
the fuel outlet assembly and includes a fine
mesh filter. The outlet assembly is located on
the right-hand side of the fuel tank.

The fuel is drawn from the fuel tank and

The main fuel tank is connected in series
to the auxiliary fuel tank by a rubber tube.
Filling the auxiliary fuel tank is achieved via
the main fuel tank. The outlet side of the
auxiliary fuel tank is connected to the inlet
side of the fuel filters.
passes into the head to be directed down
the centre of the assembly and to return
upwards through the paper filter element.
When the fuel reaches the head again it is
directed to the outlet port and flows on
to the injection pump.

4
------------------------CHAPTER2------------------------

DUAL FilTERS
To improve the filtration of the fuel, dual
filters are available as an option for all
models. The dual filter assembly is basically
two single filters connected in series. The
fuel is drawn from the tank through the
first filter then through the second filter
assembly before entering the injection pump.

ELECTRIC FUEL LIFT PUMP-fORD

5610

To ensure an adequate quantity of fuel flows

to the rotary type fuel injection pump on
Ford 5610 models with an auxiliary fuel tank( an
electric fuel lift pump is installed and mounted 1
adjacent to the auxiliary fuel tank. I ntake Manifold Heater Plug. Installed
1. Heater Plug
The pump, Figure 6, is divided into three 2. Intake Manifold
sections; the inlet compartment, the solenoid 3. Heater Plug Wire
and switching area and the outlet com- 4. Fuel Feed Tube
partment. A hollow, spring loaded plunger,
with a check valve positioned on the inlet
side, passes through the centre of the THERMOSTART
solenoid and connects the inlet and outlet
To aid engine starting in cold weather
compartments. A second check valve is
conditions, a thermostart cold start device,
located within an extension to the inlet
incorporating an integral reservoir system, is
compartment wall.
available as optional equipment.
As the solenoid is energised, the fuel is
drawn in through the inlet port and flows
through a fine mesh filter which is located
around the inlet port compartment extension. The thermostart cold start device comprises
Any metallic particles are drawn out of the a plug assembly screwed into the intake
fuel by a small circular magnet attached manifold and a fuel line connected to the
to the removable cover on the inlet end of injector leak-off tube.
the pump. The fuel is sucked into the
extension through the one-way check valve
by the action of the plunger moving to the
left. As the plunger moves to the right, the
fuel tends to compress and overcomes the The plug assembly, Figure 7, consists of a
pressure of the plunger valve. The fuel then check valve and electrically heated element.
flows through the valve and into the output
compartment. Continual reciprocating
movement of the plunger pumps the fuel
from the inlet to the outlet compartment Fuel is gravity fed to the plug assembly
and on to the filters. and when the key-start switch is turned
to the heat position, the element tempera-
A plastic diaphragm, located within the ture rises to open the check valve and allow
left-hand end of the pump, maintains a fuel to pass into the intake manifold. As the
constant pressure on the fuel and prevents fuel passes the hot element, it is ignited prior
the pump from pulsing. to entering the combustion chamber.

5
 B. ADJUSTMENTS-ROTARY TYPE FUEL INJECTION PUMP

BLEEDING THE FUEL SYSTEM 4. Loosen the injector line connections,

Figure 10.
NOTE: The fuel system should be bled
whenever fuel system components are
removed, disconnected or rep/aced, in order
to expel any air from the system. 5. Continue to turn the engine with the stop
control in and the throttle wide open
until air-free fuel is discharged from the
1. Ensure there is sufficient fuel in the tank connections. Tighten each connection in
turn whilst the engine is stil! turning.
and ali connections are Ensure the
fuel shut-off valve is open.

6. Run the engine and check for leaks.

2. Remove the bleed screw(s) from the

of the filter(s), Figure 8, and allow the
fuel to flow until free from air bubbles.
Install the bleed screw(s) and

IDLE SPEED ADJUSTMENT

3. Loosen the bleed screw on the injection
With reference to Figure 11.
pump, 9. With the stop control
out, turn the engine on the starting
motor until free of is discharged 1. With the engine running and at normal
from the bleed screw. Re-tighten the operating temperature, disconnect the
bleed screw. throttle linkage at the injection pump.

Figure 8 Figure 9
Bleeding the Fuel System Bleeding the Fue! System
1. Filter Bleed Screw 1. injection Pump Bleed Screw
________________________ CHAPTER2 _________________________

2. Loosen the locknut and adjust the idle 2. Disconnect the throttle linkage at the
speed stop screw until the specified idle injection pump.
speed is obtained, see "Specifications"
Chapter 8. Tighten the locknut and
re-connect the throttle linkage.
3. Cut the maximum no-load speed stop
screw sealing wireand remove the locking
sleeve.
MAXIMUM NO-LOAD SPEED
ADJUSTMENT
4. Set the throttle lever at the injection
pump in the maximum no-load speed
With reference to Figure 11. position then loosen the locknut and
adjust the screw until the maximum
no-load speed is obtained. Tighten the
IMPORTANT: The maximum no-load
locknut and secure the adjustment with
speed screw is adjusted and sealed at the
a sealing wire and the locking sleeve.
factory for correct fuel delivery and maximum
no~/oad speed. If the maximum no-load
speed varies more than 50 rev/min above or
below the specified range, see "Speci- 5. Check the throttle linkage can be re-
fications" -Chapter 8 then adjustment may
1 connected to the injection pump. Adjust
be made as follows. the linkage length, if necessary.

1. With the engine running and at normal

operating temperature, position the hand- 6. Re-connect the throttle linkage and
throttle for maximum no-load speed. re-check the idle speed.

Figure 10 Figure 11
Bleeding the Fuel System Engine Speed Adjustment
1. Injector Line Connections 1. Pump Stop Control Lever
2. Idle Speed Stop Screw
3, Stop Screw Locknut
4. Sealing Wire
5. Maximum No-Load Speed Screw Locking
Sleeve
6. Throttle

7
___________________ PART2-FUELSYSTEMS __________________ ~

3. Return the hand throttle to the idle

position and check the engine idle speed
is correct. If not, the throttle rod must be
re-positioned in the alternative hole in
the throttle lever and the procedure
repeated.

FOOT THROTIlE LINKAGE

ADJUSTMENT-W~TH CAB
Figure 12
ThrotHe MUIU~lll
1. Alternative Hole in Throttle Lever
2. Locknut
3. Throttle Rod
4. Chain With reference to Figure 12.
5. Bell-Crank

Adjustment of the hand throttle should not

affect the foot throttle. However, if foot
throttle adjustment is required, proceed as
follows:
HAND THROTTLE LINKAGE
ADJUSTMENT

1. Set the hand throttle to the maximum

With reference to Figure 12.
speed position.

1. Disconnect the throttle rod at the bel!-

crank and set the hand throttle and the 2. Fully depress the foot throttle and con-
throttle lever on the injection pump at the nect the chain to the bell-crank to give
maximum speed positions. minimum slack in the chain.

2. Slacken the locknut and adjust the length

of the throttle rod to fit exactly between 3. Remove the remaining slack from the
the injection pump and the beli-crank chain by adjustment of the cable
then tighten the locknut. attached to the lower end of the chain.

8
-----------------------CHAPTER2----------------------~

C. ADJUSTMENTS-iN-UNE TYPE FUEL INJECTION PUMP

Figure 13 Figure 14
Bleeding the Fuel System injector fuel Lines
1. Filter Bleed Screw 1. injector Connections

BLEEDING THE FUEL SYSTEM
NOTE: The fuel system should be bled
whenever fuel system components are
removed, disconnected, or replaced in order
to expel any air from the system.
3. Actuate the priming lever on the fuel lift
pump.
4. Tighten the bleed screw(s) when fuel free
of air bubbles is discharged from the
bleed screw hole(s).

Self Bleeding in-Une Type Fuel In~

jection Pump

With reference to Figures 13, 14 and 15.

1. Ensure there is fuel in the tank and all

connections are tight.

Figure 15
2. loosen the bleed screw(s) on the filter Self- Bleeding In- Line Type Fuel Injection Pump
head (s). 1. Injection leak-Off Tube

9
-------------------PART2-FUELSYSTEMS----------------___
5. Loosen the injector fuel lines at the
injector connections. With the stop
control in and the throttle wide open,
operate the starter to turn the engine
until fuel free of air bubbles is dis-
charged.
Tighten each fuel line in turn whilst the
engine is still turning.
6. Run the engine and check for leaks.
IDLE SPEED ADJUSTMENT
With reference to Figure 16.
1. With the engine running and at normal
operating temperature, disconnect the
throttle linkage at the injection pump.
2. Loosen the locknut and turn the stop
screw until the specified idle speed is
obtained, see "Specifications" -Chapter
8. Tighten the locknut and re-connect
the throttle linkage.
Figure 16
Engine Speed Adjustment
1. Maximum No-Load Speed Adjusting Screw
2. Idle Speed Adjusting Screw
10
MAXIMUM NO-LOAD SPEED
ADJUSTMENT
With reference to Figure 16.
IMPORTANT: The maximum no-load
speed screw is adjusted and sealed at the
factory for correct fuel delivery and maximum
no-load speed. If the maximum no-load
speed varies more than 50 rev/min above or
be/ow the specified range, see
{/cations"-Chapter 8, then adjustment may
be made as follows.
1. With the engine running and at normal
operating temperature, position the hand-
throttle for maximum no-load speed.
2. Disconnect the throttle linkage at the
injection pump.
3. Cut and remove the maximum no-load
speed stop screw sealing wire.
Figure 17
Checking Pump Speed
1. Hand Held Tachometer
- - - - - - - - - - - - CHAPTER 2 - - - - - - - - - - - -

4. Set the throttle lever at the injection
pump in the maximum no-load speed
position then loosen the locknut and
adjust the screw until the maximum
no-load speed is obtained. Tighten the
locknut and secure the adjustment
with a sealing wire.
NOTE: For greater accuracy when checking
engine speeds, remove the end cover and
apply a tachometer to the rear of the pump
camshaft, Figure .17. Remember the pump
camshaft rotates at half the engine speed.

5. Check the throttle linkage can be re-

connected to the injection pump. Adjust
the linkage length, if necessary.
6. Re-connect the throttle linkage and re-
check the idle speed.
THROTTLE LINKAGE ADJUSTMENT
Throttle linkage adjustmentfor tractors with
in-line type fuel injection pumps is the same
as for tractors with distributor type pumps, .
see Section B.

D. ELECTRIC FUEL LIFT PUMP-OVERHAUL

REMOVAL 5. Disconnect both the inlet and outlet

tubes at the pump.
1. Close the fuel shut-off valve on the main
fuel tank.

2. Position a suitable container under the

auxiliary fuel tank then remove the tank
6. Remove the pump bracket retaining bolts
drain plug.
then withdraw the pump and bracket as an
assembly.

3. Disconnect the battery.

4. Disconnect the pump wire from the pump

feed wire positioned on the side of the
tractor above the auxiliary tank. Unclip 7. Remove both the pump to bracket bolts
the pump wire from the tractor. and withdraw the pump.

11
-------------------PART2-FUElSYSTEMS-------------------

Figure 18
Electric Fuel Lift Pump Exploded
1. Pump Body 7. End Cover
2. Spring 8. Magnet
3. I nlet Valve 9. Filter
4. Washer 10. Plunger Gasket
5. Retainer 11. Plunger and Valve Assembly
6. Cover Gasket

DISASSEMBLY INSPECTION AND REPAIR

With reference to Figure 18. 1. Inspect all components for damage or
excessive wear. Install new components
where necessary.

1. Unscrew and remove the pump end 2. Inspect the filter for blockage. The filter
cover. should be washed in clean diesel fuel.

RE-ASSEMBlY
2. Separate the magnet and cover gasket
from the end cover.
Re-assembly of the fuel lift pump follows
the disassembly procedure in reverse.

3. Extract the filter from within the pump

body. INSTALLATION

Installation of the fuel lift pump follows the

removal procedure in reverse. On installation
4. Remove the retainer then withdraw the ensure the bracket and pump retaining bolts
washer, gasket, valve, spring and plunger are tightened to the correct torque, see
from the pump body. "Specifications" -Chapter 8.

12
----------------------CHAPTER2--------------________

E. FUEL TANKS, FILTERS AND FUEL LINES-OVERHAUL

FUEL TANK REMOVAL 11. Remove the retaining bolts and carefully
withdraw the hood rear panel.
Ford 2610, 3610, 4110, 4610, 5610, 6610 and
7610 Less Cab:
12. Pull the wire from the fuel gauge sender.

1. Disconnect the battery.

13. Close the fuel shut-off valve on the
main fuel tank.
2. Withdraw the retaining screws and
remove the engine hood panel assembly.
14. Disconnect the fuel line to the filter
or auxiliary fuel tank (where fitted).
3. Disconnect the wiring harness at the
multi-connector plug located forward
15. Disconnect the fuel injector leak-off
of the fuel tank.
line at the tank.

4. Disconnect the safety start switch 16. Remove the retaining bolts and with-
connector and the switch to fender rear draw the fuel tank.
harness from the rear main harness
assembly.

Ford 2610, 3610, 4110, 4610, 5610, 6610 and

5. Disconnect the wires from the fusebox 7610 With Cab:
and flasher unit (where fitted) mounted
on the right-hand side of the steering
gear cover.
NOTE: Prior to removal, remove the cab,
see "SAFETY CABS AND PLATFORMS"-
Part 11.
6. Disconnect the electrical feed wires to
the auxiliary fuel tank sender unit and
1. Close the fuel shut-off valve then
pump (where fitted).
disconnect the fuel line to the filters or
auxiliary fuel tank (where fitted).
7. Disconnect the starting motor solenoid
feed wire at the solenoid. 2. Lift the hood side panel and swing out
the battery assembly.
8. Disconnect the proofmeter cable at the
front connection. 3. Unscrew and remove the filler cap.

9. Remove the steering wheel then with- 4. Remove the retaining bolts then carefully
draw the retaining screws and remove withdraw the fuel tank.
the steering gear cover(s).

10. Disconnect the throttle linkage and Ford 6710 ana 77'1"0:
remove the nut, washer, spring and
friction disc from the throttle control
lever. 1. Remove the two radiator side panels.

13
___________________ PART2-FUELSYSTEMS ___________________
2. Disconnect the electrical feed wires at
the horn then remove the retaining bolts
and withdraw the front radiator panel.
3. Remove the retaining bolts then withdraw
both the engine side panels.
4. Remove the retaining bolts and with-
draw both cowl side panels.
5. Disconnect the windshield washer feed
tube from the jet then remove the re-
taining bolts and withdraw the cowl
top panel.
6. Remove the retaining screws and with-
draw the hood panel.
7. Close the fuel shut-off valve and dis-
connect the fuel outlet pipe from the
tank outlet assembly.
8. Withdraw the retaining bolts and lift-off
the fuel tank.
INSTALLATION
Installation of the fuel tank for the various
models follows the removal procedures in
reverse. On installation observe the follow-
ing requirements:
• Ensure all retaining bolts are tightened
to the correct torque.
• Bleed the fuel system, see "Adjustments"
-Sections Band C of this Chapter.
14
FU EL FILTERS
REMOVAL
1. Close the fuel shut-off valve on the main
tank and auxiliary tank (where fitted).
2. Disconnect and remove both fuel lines
from the head of the filter assembly.
3. Withdraw the retaining bolts then remove
the filter assembly from the tractor.
DISASSEMBLY
1. Remove the centre bolt(s) and separate
the filter components.
RE-ASSEMBLY
Re-assembly of the fuel filters follows the
disassembly procedure in reverse, On re-
assembly observe the following require-
ments:
• Ensure the sealing rings are positioned
correctly.
• Tighten the centre bolt(s) to the correct
torque, see "Specifications" -Chapter 8.
INSTALLATION
I nsta"ation of the fuel filter assembly
follows the removal procedure in reverse.
On installation observe the following re-
quirements:
• Tighten the retaining bolts to the correct
torque, see "Specifications" -Chapter 8 .
• Bleed the fuel system, see "Adjustments"
-Sections Band C of this Chapter.
------------------------CHAPTER2------------------------

FUEL LINES 3. Disconnect the electrical wires from the

auxiliary fuel tank sender unit

REMOVAL

4. Unscrew and withdraw all fuel lines

1. Close the fuel shut-off valve at the main connected to the auxiliary fuel tank.
fuel tank and the auxiliary fuel tank
(where fitted).

2. Unscrew the retaining nuts at both ends 5. Remove the retaining bolts and with-
then remove the fuel lines. draw the auxiliary fuel tank and supports
as an assembly.

INSTALLATION 6. Remove the strap retaining bolts or ,nuts

and separate the auxiliary fuel tank from
the supports.

1. Position the fuel lines and tighten the

retaining nuts. Ensure the nuts are not
cross-threaded.

2. Open the fuel shut-off valve and bleed INSTALLATION

the fuel system, see "Adjustments"-
Sections Band C of this Chapter.

Installation of the auxiliary fuel tank follows

the removal procedure in reverse. On instal-
lation observe the following requirements:
AUXILIARY FUEL TANK OVERHAUL

REMOVAL
• Tighten the support retaining bolts to the
correct torque, see "Specifications"-
Chapter 8.
1. Close the main fuel tank shut-off valve.

2. Place a suitable container under the

auxiliary fuel tank then remove the drain • Bleed the fuel system, see "Adjustments"
plug. -Sections Band C of this Chapter.

15
----------PART 2-FUEL SYSTEMS - - - - - - - - -

16
 PART 2
FUEL SYSTEMS

Chapter 3
AIR CLEANERS

Section Page
A. PRE-ClEANER-DESCRIPTION AND OPERATION 1
B. Oil BATH TYPE AIR ClEANER~DESCRIPTION 2
AND OPERATION
C. OIL BATH TYPE AIR CLEANER-OVERHAUL 2
D. DRY TYPE AIR CLEANER-DESCRiPTION 3
AND OPERATION
E. DRY TYPE AIR CLEANER-OVERHAUL 3

A. PRE-CLEANER-DESCRIPTION AND OPERATION

The pre-cleaner is mounted on the air inlet CAUTION: The pre-cleaner removes only a
extension tube which projects through the part of the dust content and the main air
top of the radiator shell, Figure 1. cleaner must be serviced regularly as
instructed.

The pre-cleaner protects the main air cleaner

from premature contamination under severe
dust conditions and is installed as standard
equipment for the Ford 7610 and 7710
models and optional equipment for all other
models.

Vanes located in the inlet induce a rotary

motion into the air stream as it enters the
pre-cleaner.

The rotary motion causes the heavier dust

particles to be thrown into the glass outer
body section which forms a dust receptacle.
The pre-cleaned air passes on to the air
cleaner.
Figure 1
Pre-Cleaner Assembly
level marks indicate when the dust recep- 1. Cover
2. Glass Body
tacle must be emptied.
3. Vanes

1
------------------PART2-FUElSYSTEMS------------------
B. Oil BATH TYPE AIR ClEANER-
DESCRIPTION AND OPERATION
Ford Tractors, with the exception of the Ford
7610 and 7710 models, may be equipped with
an oil bath air cleaner for certain markets.
The air cleaner is located in front of the
radiator, Figure 2.
Air enters the top of the air cleaner and
passes downwards through an inlet tube to
the surface of the oil bath sump. The air is
deflected upwards whilst the larger dust
particles pass into the oil.
The oil moistened air passes upwards through
a filter mesh where the remaining dirt adheres
to the oil-wetted surfaces and drains back to
the sump.
The air outlet is on the side of the cleaner and
the sump is easily removable to facilitate
cleaning and servicing.
NOTE: The oil bath type air cleaners vary in
size according to the model.
Figure 2
Oil Bath Type Air Cleaner Installed
1. Outlet Tube Clamp
2. Attaching Bolts
3. Air Cleaner Assembly
:2
C. Oil BATH TYPE AiR CLEANER
OVERHAUL
NOTE: The sump of the oil bath type air
cleaner may be serviced without removing
the complete assembly from the tractor.
REMOVAL
1. Lift-off the pre-cleaner assembly and raise
the access panel.
2. Loosen the outlet tube clamps.
3. Remove the attaching bolts and withdraw
the air cleaner assembly.
DISASSEMBLY
1. Unscrew the clamp. assembly and re-
move the sump then carefu!ly separate the
inner and outer cups and the gasket.
2. Empty the oil away then clean the cups
in a suitable solvent and thoroughly
dry.
RE-ASSEMBlY
1. Fill the outer cup with clean engine oil
to the level mark.
2, Assemble the inner and outer cups and
gasket to the air cleaner body then install
the clamp assembly and securely tighten.
INSTAllATION
I nstallation of the oil bath type air cleaner
assembly is the removal procedure in reverse.
D. DRY TYPE AIR ClEANER-
DESCRIPTION AND OPERATION

Ford 2610, 3610, 4110, 4610, 5610, 6610 and

6710 models for certain markets and all Ford
7610 and 7710 models feature a dry element
type air cleaner iocated in front of the radiator,
Figure 3.

Air enters the cleaner in a circular direction

and centrifugal actions resu Its in heavier
particles being thrown to the outside of the
container and collecting in the bottom of the
air cleaner for ejection through an evacuator
tube. The lighter particles are collected on the
primary element. Figure 3
Dry Element Type Air Cleaner Installed
1. Air Cleaner Assembly
2. Inner Element
3. Dust Collector
An inner (secondary) safety element is 4. Outer Element
located within the outer element. The safety 5. Wing Nut
element protects the engine in the event
of dust passing through a damaged outer
element.

A restriction indicator switch is mounted in E. DRY TYPE AIR CLEANER

the air cleaner outlet tube. If the air cleaner OVERHAUL
element becomes blocked, the vacuum in
the air cleaner outlet pipe wili increase. The NOTE: The dry type air cleaner may be
increase in vacuum actuates the switch and serviced without being removed from the
causes the restriction warning light in the tractor.
instrument panel to be illuminated.

REMOVAL
IMPORTANT: The safety element must be
replaced if damaged or choked with dust,
or if, after cleaning or installing a new 1. lift-off the pre-cleaner assembly and raise
outer element, the warning light remains the access panel.
illuminated when the engine is running.

2. loosen the outlet hose clamp.

If the warning light remains illuminated
after installation of both inner and outer
elements, check the switch for faulty
operation by replacing with a switch" 3. Remove the attaching bolts and withdraw
known to function correctly. the air cleaner assembly.

3
_ _ _ _ _ _ _ _ _ _ PART 2-FUEL SYSTEMS - - - - - - - - - -

DISASSEMBLY 4. When dry, check the element for damage

1. Remove the wing nut and extract the outer
element.
2. Remove the retaining locknut and washer
and extract the inner element.
by inserting a lamp into the middle of the
element and observing the element
surface. An even, fine pattern of light
indicatesthe element is clean, undamaged
and suitable for further service.

INSPE'CTION AND REPAIR

RE-ASSEMBlY
1. Clean and examine the outer casing.
Repair any damaged seams. Re-assembly of the dry type air cleaner is the
disassembly procedure in reverse.
2. Check the condition and security of the
rubber dust collector. On re-assembly, ensure the outer element
sealing ring is secure.
3. If undamaged, the outer element should
be washed at the 300 hour Service and
renewed at the 600 hour Service.

The outer element may be washed by INSTALLATION

agitating in warm water containing a little
non -sudsing detergent. Allowthe element Installation of the dry type air cleaner is the
to air dry. removal procedure in reverse.

4
 PART 2
FUEL SYSTEMS

Chapter 4
INJECTORS

Section Page
A. INJECTORS-DESCRIPTION AND OPERATION 1
B. INJECTORS-OVERHAUL 2

A. INJECTORS-DESCRIPTION AND OPERATION

The engine Injector function is to inject

fuel into a pressurised cylinder in a fully
atomised condition so as to burn efficiently
with a minimum of smoke.

Each injector consists of a nozzle assembly,

containing a needle valve, and a nozzle holder
assembly housing the injector needle valve
regulating spring, Figure 1.

Fuel from the fuel injection pump enters the

injector fuel inlet and passes down through
a drilling in the nozzle holder and body to the
needle valve seat.

The fuel, pressurised by the injection pump,

lifts the needle valve off the seat against the
action of a spring. The fuel is then forced, Figure 1
in an atomised state, through the four holes Fuel I njector Assembly
in the nozzle tip. When the pressure from the 1. Washers
injection pump drops, the needle valve snaps 2. Spring AdJusting Nut
3. Fuel Inlet
back onto the seat under pressure from the 4. Needle Valve
spring. 5. Washer
6. Needle Valve Seat
7. Nozzle Tip
To provide lubrication of the injector, a small 8. Nozzle Retaining Nut
amountoffuel is permitted to leak up between 9. Nozzle Body
the needle valve and the nozzle body. The 10. Nozzle Holder
excess fuel rises to the top of the injector and 11 Spring
12. Copper Washer
returns to the fuel tank via an injector leak- 13. Cap Nut
off line. 14. Leak-off Line Connector

1
___________________ PART2-FUElSYSTEMS __________________
B. INJECTORS-OVERHAUL
REMOVAL
1. Clean the area around the injectors.
2. Disconnect the fuel leak-off line and the
fuel injection lines.
3. Remove the nuts from the two mounting
studs and remove the injector complete
with the cork and copper washers. Ensure
no dirt falls into the injector seat.
4. To establish if overhaul or replacement is
necessary, test the injectors according
to the following procedure. Before test-
ing, clean the outside ofthe injectors with
a soft wire brush and a carbon solvent.
TESTING
NOTE: THE SPRAY FROM AN INJECTOR
TESTER CAN PIERCE HUMAN SKIN WITH
FA TAL RESUL TS.
Ensure the injectors are mounted on the tester
so that the spray is directed away from the
operator and any other persons.
During the NOZZLE OPENING PRESSURE
AND SPRAY PATTERN TESTS collect the
spray in a container partly filled with rags to
absorb the spray.
Figure 2
Nozzle Opening Pressure Test
2
When conducting the NOZZLE SEAT
LEAKAGE TEST release the injector tester
pump pressure before touching the nozzle tip
with a sheet of blotting paper.
THE SPRAY IS INFLAMMABLE. Ensure no
naked lights are in the area of the tester and do
not generate excessive vapour.
1. Fill the injector tester with a calibrating
type fuel oil and leave the filler cap
loose to prevent a vacuum forming during
testing.
2. Prime the tester until oil is emitted from
the tester line then connect the injector.
3. Ensure the knob on the right-hand side of
the tester is screwed in to prevent the
gauge being over pressurised if the injector
nozzle is blocked.
4. Pump the tester and check the nozzle is
free to open. Open the pressure gauge
valve and commence injector testing.
If the nozzle is blocked or the needle
jammed, commence the disassembly
procedure.
Figure 3
Nozzle Seat Leakage Test
-------------------------CHAPTER4-------------------------

Figure 4
I njector Components
1. Washer 8. Nozzle Body
2. Leak-off Line Washers 9. Copper Washer
3. Leak-off Line Connector 10. Nozzle Retaining Nut
4. Cap Nut 11. Needle Valve
5. Spring Adjusting Nut 12. Spindle
6. Washer 13. Spring
7. Nozzle Holder

5. NOZZLE OPENING PRESSURE: Pump 8. NOZZLE LEAK BACK TEST: Apply

the injector tester, Figure 2, and observe
the pressure at which the needle valve lifts
and fuel is ejected from the nozzle tip.
Compare with the specified pressure, see
"Specifications" -- Chapter 8.
6. SPRAY PATTERN: Pump the tester
rapidly and observe the spray pattern from
the four holes. Each spray must be similar
and spaced at approximate intervals
of 110°, 90°, 70° and 90° respectively.
The spray should be well atomised and
spread into a 3 in. (76 mm) diameter
cone 0·38 in. (9'5 mm) from the injector
nozzle.
approximately 2300 Ibf/in 2 (158 bar)
(162 kgf/cm2) pressure to the injector
and measure the time taken for the
pressure to fail from 2200 Ibf/in 2 (152
bar) (155 kgf/cm2) to 1500 Ibf/in 2
(103 bar) (105 kgf/cm2). If this time is
less than 5 seconds, the needle is loose
or there is dirt between the nozzle and
injector body faces.
9. If the injector passes the tests, re- install
in the engine.
If the injector fails any of the tests,
proceed to disassembly.

7. NOZZLE SEAT LEAKAGE: Wipe the DISASSEMBLY

nozzle tip dry and apply a pressure of
150 Ibf/in 2 (10 bar) (10 kgf/cm2) below
the opening pressure to the injector.
Hold the pressure for six then
touch the nozzletip with a sheet of blotting
paper, Figure 3. The fuel oil stain should
not exceed 0·5 in. (12'7 mm) diameter.
1. Place the injector in a holding fixture. Do
not clamp the injector body in a vice.
2. Remove the cap nut and spring adjusting
nut, Figure 4. Remove the injector spring,
washer and spindle.

3
___________________ PART2-FUElSYSTEMS ______. .- - - - - - - - - - -

Figure 5 Figure 7
Nozzle Retaining Nut Removal Cleaning Nozzle Pressure Chamber
1. Wrench 1. Pressure Chamber Drill
2. Nozzle Nut Socket, Tool No. CT9009 or 8126 2. Nozzle
3. Nozzle Retaining Nut
4. Injector
5. Holding Fixture

3. Use Socket, Tool No. CT9009 or 8126, to
remove the nozzle retaining nut, Figure 5.
Lift off the nozzle and needle valve
assembly then withdraw the needle valve,
Figure 6.
4. Place all components in clean fuel oil.
NOTE: As the nozzles and needle valves are
a lapped fit they are not interchangeable.

INSPECTION AND REPAIR

1. Clean the needle valve and nozzle by

soaking in a carbon solvent and brushing
with a soft wire brush. To prevent corro-
sion rinse the nozzle and valve in clean fuel
oil.

2. Use the tools included in the Injector Nozzle

Cleaning Kit, Tool No. FT9101 or 1720 to
clean the nozzle as follows:

Figure 6
Needle Valve Removal (i) Clean the nozzle pressure chamber
1. Needle Valve 3. Nozzle using the pressure chamber drill,
2. Nozzle Holder Figure 7.

4
 8 Figure 9
Cleaning Nozzle Spray Holes
1. Pin Vice 3. Nozzle
2. Nozzle Cleaning Wire
(ii) Clean the spray holes with the nozzle
cleaning wire held ina pinvice, Figure
8.
(iii) Clean the valve seat with the valve
seat scraper.
(iv) Clean the annular groove in the top
of the nozzle and the groove in the
nozzle pressure chamber using the
pressure chamber scraper, Figure 9.
(v) Use a Reverse Flush Nozzle Adaptor,
Tool No. CT9024 or 8124, on the
injector tester, Figure 10, and reverse
flush the nozzle to remove the carbon
loosened during Steps (i) to (iv).
(vi) After flushing the nozzle, polish the
valve seat by placing a very smail
amou nt of tallow on the end of
a polishing stick and rotate in the
nozzle.
5
Cleaning Nozzle Annular Groove
1. Carbon Scraper 3. Annular Groove
2. Nozzle
3. Clean the top of the needle valve using
a needle valve scraper, Figure 11.
4. If the nozzle leak-back test time was less
than five seconds or the valve sticks, the
valve and nozzle should be lapped to-
gether by placing the tip end of the nozzle
in a drill chuck having a speed of
450 rev/min Griess. Spread a sma!! amount
of tallow over the valve surface. Insert
the valve into the rotating nozzle,
centralise and apply slight pressure as the
chuck turns.
NOTE: Do not lap the valve for more than
five seconds at a time. Allow the parts to
cool between lapping.
___________________ PART2-FUElSYSTEMS ___________________

Figure10
Reverse Flushing the Nozzle
1. Injector Tester 4. Nozzle
2. Tester Pump Handle 5. Nozzle Nut
3. Reverse Flush Nozzle Adaptor,
Tool No. CT9024 or 8124

RE-ASSEMBlY 3. Install the spindle, spring disc, spring and

1. Clean ail parts in fuel oi I prior to
re-assembly. Rinse all parts in clean fuel
oil and assemble the components whilst
still wet.
4. To set the nozzle opening pressure,
adjusting nut. Turn the nut until spring
pressu re is felt.
connect the injector to the injector tester.
Tighten the adjusting nut, Figure 13,
until the specified opening pressure is
achieved.

2. Position the nozzle and valve assembly

onto the nozzle holder and ensure the
dowel pin holes are correc~ly located,
Figure 12. Hold the injector body in the
fixture, install the retaining nut with a
new washer and tighten to the correct
torque, see "Specifications" 8.
5. Install the cap nut with a new copper
washer and re- test the injector. If the
injector fails any of the tests after cleani ng,
replace the nozzle and valve.

6
 Figure 11 Figure 12
Cleaning Needle Valve Tip Assembling the Injector
1, Needle Valve Scraper 1. Nozzle Holder
2, Needle Valve 2, Nozzle
3, Dowel Pin Holes
4, Locating Dowels

INSTALLATION

1. Installation is the reverse of the removal

procedure. Fit new cork and copper
sealing washers to the inje~tor and new
copper sealing washers to the leak-off
pipe banjo fitting, Tighten the mounting
nuts and fuel line nuts to the correct
torques, see "Specifications" -Chapter8,

2, Bleed the fuel system, see "Adjustments"

-Chapt~r 2.

3. If the injectors are to be stored before

installation, clean in calibrating oil.
Storage for longer than thirty days may
result in the necessity of disassembling
and cleaning the injectors before in- Figure 13
stallation, Nozzle Opening Pressure Adjustment

1
_ _ _ _ _ _ _ _ _ PART 2-FUEL SYSTEMS _ _ _ _ _ _ _ _ __

8
 PART 2
FUEL SYSTEMS
Chapter 5
FUEL INJECTION PUMP-ROTARY TYPE
Section
A. DESCRIPTION AND OPERATION
B. TIMING THE PUMP TO THE ENGINE
C. OVERHAUL
D. TEST PROCEDURES
A. DESCRIPTION AND OPERATION
The rotary type fuel injection pump is
installed on all diesel engine Ford 2610,
3610, 4110, 4610 Tractors and Ford 5610
Tractors prior to October 1985.
The pu mp is mou nted at the front rig ht ha nd
side ofthe engine being driven by a gear timed
to the camshaft drive gear, see "ENGINE
SYSTEMS" Part 1.
A cross-section of the rotary type fuel injection
pump is shown in Figure 1.
The rotary type fuel injection pump consists of
a pumping and distributing rotor driven
directly from the pump drive shaft. The rotor
revolves within the hydraulic head and has a
vane type fuel transfer pump connected to the
end.
Injection pumping is effected by either a single
or double element, with opposed plungers, in
the pumping half of the rotor. The plungers are
operated by contact with cam lobes on an
internal cam ring and the high pressure
charges from the pumping elements are
distributed to the injectors at the required
timing intervals through ports in the rotor and
hydraulic head.
1
Page
1
5
5
19
Ford 2610,3610,4110 and 4610 models Clre
fitted with a single element injection pump, the
single element containing two opposed
plungers.
Ford 5610 tractors are fitted with a double
element injection pump, each element
containing two opposed plungers, the four
plungers operating simultaneously. All other
components and pump operations are
identical between the single and double
element pumps.
Fuel entering the pump inlet port passes
into the regulating valve, which is positioned
in the pump end plate, then into the sliding
vane type transfer pump. The transfer pump
increases the pressure of the fuel. The fuel
passes, at transfer pressure, to the metering
valve which, actuated by the governor,
regulates the amount of fuel delivered to the
pumping plungers.
The transfer pump pressure is related to the
engine and this relationship is can
trolled by the regulating valve.
-------------------PART2-FUElSYSTEMS------------------~

Figure 1
Sectional View of Rotary Type Fuel Injection Pump
1. Fuel Shut-Off Lever 9. Hydraulic Head
2. Governor Spring 10. Transfer Pump Rotor
3. Fuel Shut-off Bar 11. Regulating Valve Piston
4. Governor Weight Assembly 12. Regulating Valve Spring
5. Drive Shaft 13. Distributing Rotor
6. Pumping Plunger 14. Maximum Speed Adjustment Screw
7. Advance Device Piston 15. Throttle Lever
8. Advance Device Non-Return Valve 16. Metering Valve

Regulating Valve Operation

With reference to Figure 2.
As transfer pressure increases with rising
engine speed, fuel at transfer pressure acts
on the underside of the regulating piston and
tends to force the piston upwards against
the regulating spring.
As the piston is forced upwards and the
regulating spring is compressed, the piston
uncovers the regulating port which allows
excess fuel pressure to return to the inlet
side of the pump so maintaining a pre-
determined pressure.

2
- - - - - - - - - - - - CHAPTER 5 - - - - - - - - - - - -

Figure 2 Figure 3
Regulating Valve Principle Distributing Head Operation
1. Fuel Inlet Connection 1. Pump Plungers
2. Nylon Filter 2. Fuel Inlet Port
3. Piston 3. Hydraulic Head
4. Priming Spring 4. Fuel Outlet Port
5. Transfer Pump Inlet 5. Rotor
6. Piston
7. Regulating Spring
8. Spring Guide
9. Retaining Spring

When priming, the fuel cannot pass the

transfer pump into the hydraulic head but
acts on the top face of the regulating piston
which moves to the lower end of the
regulating sleeve. The fuel priming passage is
uncovered and allows f.uel to flow into the
hydraulic head.

Distributing Head Operation

With reference to Figures 3 and 4.

On the inlet stroke fuel enters the central Figure 4

drilling of the rotor via the metering valve Advance Device
and moves the plungers outwards. As the 1. Pump Housing
rotor turns, the inlet port is closed and the 2. Advance Device Housing
3. Cam Advance Screw
distributor port in the rotor aligns with the 4. Piston
appropriate outlet hole in the hydraulic head. 5. Cam Ring

3
___________________ PART2-FUELSYSTEMS------------------

Advance Device Operation

With reference to Figure 4.

An advance device is provided to automati-

cally advance injection pump timing with
increased engine speed. This is effected by
fuel at transfer pressure moving the advance
piston and cam ring against the resistance
of the advance springs. As transfer pressure
increases with engine speed an increasing
movement of the cam ring is effected up to a
fully advanced position at maximum engine
speed.

Figure 5
Governor and Control Linkage
Governor Operation
1. Governor Spring
2. Control Rod and Spring With reference to Figure 5.
3. Metering Port
4. Metering Valve
5. Governor Bracket The fuel injection pump contains a mechani-
6. Retaining Spring cal governor which controls the metering
7. Governor Control Arm valve allowing a constant engine speed to
8. Governor Weights
9. Drive Shaft be maintained regardless of engine loading.
10. Thrust Sleeve As the engine speed is increased, governor
11 Shut-off Bar weights held in a carrier mounted on the
12. Idling Spring Guide
13. Shut-off Lever pump drive shaft are thrown outwards by
14. Idling Spring centrifugal force. The outward action of the
15. Throttle Lever weights moves the governor sleeve along
the drive shaft and, through the connecting
linkage, turns the metering valve to effect
a reduction in the fuel supply.

On the injection stroke, the plu nger rollers

contact the cam lobes on the cam ring and
force the plungers inwards. This action
causes the fuel to pass, under high pressure,
out through the distributor port to the
injector.
Engine speed is controlled by movement of
the throttle lever which tensions the main
governor spring. The spring tension is
transmitted through the control linkage to the
governor weights and provides the resis-
tance to the movement of the weights neces-
sary to give accurate speed control.

The maximum fuel setting is controlled by

limiting the outward travel of the plungers
and this is effected by two pump rotor adjust-
ing plates. These plates have eCQentric slots
into which the lugs on the pump plunger
roller shoes are engaged. Rotation of the
plates controls the travel of the plungers and
the quantity of fuel injected.
The fuel shut-off lever operates to move the
metering valve to the fully closed position.
As the governor rod is spri ng loaded the meter-
ing valve can be moved by compressing the
light governor rod spring without having to
overcome the resistance of the governor
weights.

4
B. TIMING THE MP TO THE
ENGiNE
In production, the setting of the distributor
type fuel injection pump to engine timing
involves the use of specialised equipment
which eliminates the effects of backlash in
the timing gears, The removal of backlash
in the timing gears effectively advances the
timing by 2 degrees.
For certain models the engine power output
has been increased by further advancing the
pump timing an additional 2 or 4 degrees.
If the pump is not to be internally timed,
then prior to removal note the setting of the
pump relative to the zero mark on the
rear of the engine front plate. Mark the plate
with a centre punch to align with the
pump flange scribed line.
This mark may be used as a reference point
to which the original, re-conditioned or new
pump should be set on installation.

IMPORTANT: Due to these changes, the C. OVER l

distributor type pump to engine timing
cannot be checked by alignment of the
scrlDeG line on the pump flange with the
zero degree mark on the rear of the engine
front plate. The timing can only be
established bV internal timing of the pump
after removal from the tractor, see "Timing
the Injection" in "Test Procedures"
Section D of this Chapter,
To eliminate the effects of timing gear back-
lash when installing an internally timed
pump, advance the engine timing 2 degrees
by the pump clockwise (as viewed
from the rear end) ! a division relative to the
zero degree mark on the rear of the
front 6.
REMOVAL
1. Shut off the fuel supply. Remove all fuel
lines from the injection pump, Figure 7,
and cap ail Disconnect the
stop control cable and throttle control
rod.
2. Remove the pump timing cover from the
engine front cover and remove the three
bolts attaching the pump drive to the
timing gear.
3. Remove the three pump-to-engine front
plate mounting bolts and withdraw the
pump.

Figure 6 Figure 7
Pump to Engine Timing Mark Adjustment Fuel Injection Pump Installed
1, Zero Degree Mark 3, Pump Bolt 1. Fuel Leak-Off Line 3. Fuel Injector Lines
2, Scribed Line 2. Fuel Return Line 4. Fuel Inlet Line

5
 Figure 8 Figure 10
Governor Control Housing Removal Governor Control Arm and Metering Valve
Removal
1. Governor Control Housing 1. Metering Valve
2.. Throttle Shaft 2.. Control Rod and Spring
3. Housing Securing Studs 3. Governor Control Arm

DISASSEMBLY 1. Mount the pump with the governor control

NOTE: Although the J1/ustrations depict the
3-cylinder, two plunger distributor type pump,
the overhaul procedure for the 4-cylinder four
plunger pump is identical, except where
specified in the text.
housing uppermost then remove the
throttle lever assembly and shut-off lever
from the control shaft.
2. Remove the nuts securing the governor
control housing then remove the housing
and withdraw the throttle shaft Figure 8.

Disconnect and remove the governor

spring.

3. Remove the shut-off bar, Figure 9, the

housing securing studs and the small
bolt securing the governor bracket.

Remove the governor control linkage

together with the metering valve, Figure
10.

Figure 9
Shut-off Bar Removal 4. Remove the side inspection plate and
1. Shut-off Bar gasket.

6
________________________ CHAPTER5 ________________________

Figure 11 Figure 12
Advance Device Spring End Cap and Advance Advance Device Head Locating Fitting Removal
Springs Removal
1. Spring End Cap 1. Head Locating Fitting
2. Advance Springs 2. Advance Device Housing

5. Invert the pump on the fixture and

disassemble the automatic advance
device as follows:

(i) Remove the end cap plug and

slacken off the two end caps.

(Ii) Remove the spring and cap and

withdraw the advance springs,
Figure 11, Remove the cap nut and
washer. Figure 13
Advance Device Housing Head Locating
Fitting Components
1. Head Locating Fitting
2. Non- Return Valve
3. End Nut
4. Spring
(iii) Remove the head locating fitting, 5. '0' Rings
Figure 12. and remove the advance 6. Washer
7. Housing
device. Disassemble the head 8. Sealing Washer
locating fitting, Figure 13. 9. Cap Nut

1
 Figure 14
Advance Device Components
1. Spring End Cap 5. Advance Spring-Outer 9. '0' Ring
2. End Cap 6. Piston 10. Gasket
3. Washer 7. Advance Device Housing 11. Advance Spring-Inner
4. Shims 8. Piston End 12. 'O'Ring

(iv) Remove the piston end cap and
withdraw the piston from the
advance device housing. An ex-
ploded view of the advance device
is shown in Figure 14.
6. Use Socket, Tool No. 7244-1258, and a
suitable socket wrench to remove the cam
advance screw, Figure 15.

15 Figure 16
Cam Advance Screw Removal Hydraulic Head Removal
1. Socket, Tool No, 7244-1258
2. Cam Advance Screw
3. Advance Device Housing Gasket
 Figure 11
End Plate Components
1. Retaining Spring 5. Spring Guide 9. Priming Spring
2. Copper Washer 6. Valve Sleeve 10. Washer
3. Fuel I nlet Connector 7. Piston 11. Regulating Spring
4. Filter 8. End Plate

7. Loosen the fuel inlet connection in the 10. Remove the '0' ring from the hydraulic
plate, do not remove. Remove the fuel head and the transfer pump vanes.
outlet connections. Remove the transfer pump liner, Figure
18.

8. Remove the two hydraulic head locating

bolts and withdraw the head assembly,
Figure 16.

9. Remove the end plate from the hydraulic

head. Remove the fuel inlet connection Figure 18
and disassemble the valve. An exploded Transfer Pump Liner Removal
view is shown in Figure 17. Transfer Pump Liner

9
-------------------PART2-FUELSYSTEMS-------------------

13. Remove the bottom adjusting plate by

lifting the rotor out of the hydraulic
head.

NOTE: Re-assemble the rotor in the bore in

the hvdraulic head to the surfaces
from damage.

14. Remove the cam ring and remove the

snap ring from within the pump body.

figure 19
Transfer Pump Rotor Removal
1. Box Spanner, Tool No. 7044-889
2. Tool No. 7144-744
~MPORTANT: Note location of snap ring
gap for correct re-assembly.

11. Use Spanner, Tool No. 7144-744, to hold

the drive plate and use Box Spanner,
Tool No. 7044-889, to unscrew the
transfer pump rotor, Figure 19. Remove
the rotor.
15. Use Screw, Tool No. 7144-773, to retain
the drive hub and use Adaptor, Tool No.
7144-261, to unscrew the drive hub
securing screw, Figure 21. Remove the
screw, spring flat washers and the drive
hub.

12. Remove the drive plate screws and the

16. Withdraw the drive shaft and governor
drive plate. Lift off the top adjusting
assembly from the pump body.
plate and roller shoes. An exploded view
of the hydraulic head assembly is shown
in Figure 20.

17. Remove the '0' ring from the shaft and

separate the governor weight assembly
and shaft. Disassemble the governor
assembly.

NOTE: The plungers are matched to the rotor

bores and to prevent incorrect fe-assembly the
plungers should be retained in the bores after
checking for freedom of movement. 18. Remove the drive hub oil seal.

10
 Figure 20
Hydraulic Head Components
1. Roller Shoe 5. Adjusting Plate 9. Roller
2. Roller 6. Rotor 10. Hydraulic Head
3. Drive Plate Screw 7. Plunger 11. Bottom Adjusting Plate
4. Drive Plate 8. Roller Shoe 12. Plunger

INSPECTION OF COMPONENTS

1. I nspect all components for wear, cor-

rosion and damage. Replace all '0' rings
and seals during re-assembly.

2. Replace springs which are distorted or

fractured and machined components
with worn ordamaged surfaces. Ensurethe
rollers are free to rotate in the shoes and
are not damaged.

3. Check the transfer pump blades for

damage or wear and replace if necessary.
Replace governor linkages, shafts and
pivot pins which show signs of wear or
scoring.
Figure 21
Positioning Drive Hub Screw Removal Tools
4. Replace all threaded com- 1. Adaptor, Tool No. 7144-261
ponents. 2. Screw, Tool No. 7144-773

11
------------------PART2-FUElSYSTEMS-------------------

RE-ASSEMBlV
1. Install a new drive hub oil seal. Re-
assemble the governor components as
follows:

(i) Place the weight carrier on a bench

with the pockets upwards and
insert the weights with their slots
uppermost.

(ii) Lower the thrust washer and sleeve

into the slots in the weights, Figure
22, and exert downward pressure
on the sleeve to snap the weights
into the carrier.
(iii) Insert the drive shaft through the
sleeve, Figure 23, and slide the
assembly up the shaft. I nstail a new
'0' ring in the groove on the shaft.
2. Insert the drive hub through the oil seal
in the pump body and slide the drive
Figure 23
Drive Shaft Installation
1. Drive Shaft
2. Governor Thrust Sleeve
3. Install the flat and spring washers into
the bore of the drive hub and secure the
hub to the drive shaft with the screw.
Use Screw, Tool No. 7144-773, and
Adaptor, Tool No. 7144-261 to tighten
f

shaft and governor assembly into the the securing screw, Figure 24, to the
pump body. Ensure the drive shaft and correct torque, see "Specifications"-
hub splines engage. Chapter 8.

Figure 22 Figure 24
Governor Thrust Washer and Sleeve !nstallation Tightening the Drive Hub Screw
1. Thrust Sleeve 1. Screw, Tool No. 7144-773
2. Thrust Washer 2. Adaptor, Tool No. 7144-261

12
 5. Install the cam advance screw into the
cam ring and use Socket, Tool No.
7244-1258 to tighten the screw to the
correct torque t see IISpecifications"-
Chapter 8. Ensure the cam ring is free to
rotate in the body.

6. Remove the pumping rotor from the

Figure 25
Bottom Adjusting Plate Positioned on Rotor
1. Bottom Adjusting Plate
2. Rotor
7. Position the top adjusting plate onto the
4. Install the large snap ring in the pump
body with the gap in the same position
as when removed. I nsert the cam ri ng
into the pump body with the arrow
to the direction of
rotation (marked on the pump name-
plate) .
hydraulic head and place the bottom
plate onto the rotor with the
slots in the adjusting with
the slots in the rotor, Figure 25. Insert
the roiler and shoe assemblies into the
roller shoe guides and ensure the eccen-
tric lugs on the shoes align with the
eccentric 'cut-outs' in the bottom
adjusting
rotor so that the lugs engage in the slots
in the bottom adjusting plate. Ensure the
adjusting notch in the top plate aligns
with the scribe mark on the pump rotor,
Figure 26. Position the drive plate on the
rotor so that the 'cut-out' aligns with
the notch in the top plate and lightly
tighten the securing screws, Figure 27.

figure 26 Figure 27
Top Adjusting Plate Positioned on Rotor Drive Plate Positioned on Rotor
1. Top Adjusting Plate 1. Drive Plate
2. Adjusting Notch 2. "Cut-Out" in Drive Plate
3. Scribe Mark on Rotor 3. Adjusting Notch in Top Plate

13
___________________ PART2-FUElSYSTEMS ___________________
Figure 28
Roller to Roller Dimension Measurement
1. Adaptor, Tool No. 7144-262
2. Micrometer
8. Install the rotor into the hydraulic head
and secure by installing and lightly
tightening the transfer pump rotor.
9. Connector Adaptor, Tool No. 7144-262,
directly into the pump body fuel outlet
specified in the Test Procedures, see
"Specifications" Chapter 8. Connect
the other end of the too! to an injector
testing machine. Operate the injector
testing machine until fuel flows from
the adaptor tool pressure relief valve.
Fuel flow indicates the correct pressure
is being produced at the pump rotor.
Turn the pump rotor until the plungers
and rollers are forced to their maximum
fuel position. Measure the roller-to-
roller dimension, Figure 27, and, if
necessary, adjust by rotating the top
adjusting plate until the dimension is
correct, see "Specifications" -Chapter
8. Tighten the drive plate screws to
prevent movement of the adjusting
plate and remove the adaptor tool from
the hydraulic head.
NOTE: On four plunger pumps the two roller-
to-roller dimensions must be measured and an
average dimension obtained.
14
10. Use Spanner, Tool No. 7144-744, to hold
the drive plate then use Adaptor, Tool
No. 7144~482, and a torque wrench to
tighten the drive plate screws to the
correct torque, see "Specifications"-
Chapter 8. In use, the Adaptor, Tool No.
7144-482, and the torque wrench must
form a staight line with the torque wrench
extending away from the tool.
11. Position the 'a' ring around the hydraulic
head. Use clean calibrating oi I to lubricate
that portion of the hydraulic head which
locates in the pump housing. Slide
the hydraulic head into the pump
housing and rotate on entry to prevent
damage to the '0' ring. Ensurethe splines
on the end of the drive shaft engage
with those on the drive plate and the
larger of the threaded holes is in the
lowermost position to align with the
advance device housing fitting. Secure
the hydraulic head with the two locking
screws and ensure the screw with the
bleed screw is on the same side as the
inspection aperture. Finger tighten the
screws.
12. Use Screw, Tool No. 7144-773, to hold
the drive hub then use Box Spanner, Tool
No. 7044-889, and a suitable torque
wrench to tighten the transfer pump rotor
to the correct torque, see "Specifi-
cations" Chapter 8.
------------------------CHAPTER5------------------------
13. Install the transfer pump liner, with the
recess inwards, into the bore of the
hydraulic head. Install the pump vanes
into the slots in the rotor and rotate the
liner to ensure the vanes do not bind.
14. Re-assemble the end plate as follows:
(i) Insert the priming spring into the
bore of the valve chamber.
(ii) Install a new gasket onto the valve
sleeve and the piston into the bore
of the valve sleeve.
(iii) Hold the valve sleeve vertically
with the larger diameter uppermost
and the piston retained in the bore
of the sleeve. I nsert the regulating
spring into the bore above the
piston and position the spring
guide on the top of the valve sleeve
with the spigot end inserted into the
sleeve.
(iv) Re-.assemble the nylon filter onto
the valve sleeve then insert the
retaining spring into the filter and
locate onto the spring guide.
(v) I nstall a new washer onto the inlet
connection and place on top of the
filter.
(vi) Invert the assembly and stand on
the fuel inlet connection. Pass the
end plate over the assembly and
retain by tightening the inlet
connection.
15
15. Install a new rubber sealing ring in the
groove around the transfer pump liner.
Re-assemble the end plate onto the
hydraulic head ensuring the dowel in
the end plate engages in the slot in the
transfer pump liner and the fuel inlet
connection will be uppermost when the
pump is re-installed on the engine.
Secure the end plate to the hydraulic
head with the four screws, and tighten
diagonally to the correct torque. Tighten
the fuel inlet connection to the correct
torque, see "Specifications" -Chapter
8.
16. Re-assemble the advance device as
follows:
(i) Use Protection Cap, Tool No. 7044
-898, to install a new 'a' ring onto
each end cap. Install the piston cap
into the housing at the end where
the fuel inlet drilling enters the bore.
(ii) Insert the piston into the housing
bore with the hollow end outwards
and ensure the piston is free to
slide within the bore.
(iii) Install the non-return valve spring
and ball into the head locating
fitting and retain with the end cap.
Use Protection Cap, Tool No. 7044
-897, to install a new upper '0' ring
onto the head locating fitting.
Position the fitting in the advance
device housing. Use Protection
Cap, Tool No. 7144-18, to install a
new, second 'a' ring and the steel
washer.
(iv) Invert the pump housing on the
fixture and place the advance
device gasket on the housing with
the flat side of the gasket centre
hole towards the drive end of the
pump.
-------------------PART2-FUELSYSTEMS-------------------

(v) Position the advance device on the
pump housing and ensure the cam
advance screw engages into the
piston. Screw the head locating
fitting into the hydraulic head and
the cap nut and washer onto the
advance device housing stud.
Tighten the nut and fitting to the
correct torque and tighten the
two head locki ng screws. See
"Specifications" -Chapter 8.
(ii) Install the idling spring onto the
idling spring guide and pass the
guide through the correct hole in
the governor arm, see "Specifica-
tions" -Chapter 8, and secure by
fitting the governor main control
spring to the guide.

(vi) Ensure the piston is free to move

(iii) Assemble the spacing collar, large
in the bore of the housing then
diameter towards the hooked end, .
install the springs into the piston
and spring onto the hooked rod.
bore. Install the spring cap, end
Pass the threaded end of the rod
cap plug and copper washer.
through the governor control arm,
Tighten the two end caps to the
fitthe nylon cone washer and secure
correct torque, see "Specifica-
with the nut and self-locking nut.
tions" - Chapter 8.
Assemble the hooked end of the
lever to the metering valve.

17. Re-assemble the governor linkage as

follows:

(iv) Con nectthe free end ofthe governor

main control spring to the correct
hole in the swivel link of the
(i) Re-assemble the governor control throttle shaft, see "Specifications"
arm and control bracketthen secure -Chapter 8.
with the small retaining spring. Use
Protection Cap, Tool No. 7144-
4588, to install the upper and lower
'0' rings onto the throttle and shut-
off shafts.

18. Position the assembled governor link-

age on the pump housing, engage the
NOTE: Fill the groove in the shafts between control arm with the governor thrust
the '0' rings with a suitable lithium based sleeve and insert the metering valve
grease. into the bore in the hydraulic head.

16
-----------------------CHAPTER5-----------------------
19. Locate the keep plate on the governor
control bracket. Install new lock tabs
on the governor cover studs and screw
the studs into the pump housing to
secure the keep and governor
control bracket. Tighten the studs then
lock by bending up the tab washers.

20. Insert and secure the tab washer and

screw in the end of the governor bracket
adjacent to the metering valve. Position
the shut-off bar on the governor control
bracket so that when the governor hous- Figure 29
ing is installed the peg on the shut-off Governor Control Link Dimension Adjustment
shaft will engage in the cut-out in the 1. Governor Housing Stud
bar. 2. Metering Valve Lever Pin

21. Set the internal dimension between the
metering valve lever pin and the
adjacent governor housi ng stud to the
governor link length dimension quoted
in the Test Plans, see "Specifications"
-Chapter 8. Apply light pressure to the
governor control arm to hold the
metering valve in the fully open position
and hold the measuring gauge parallel
to the pump body, Figure 29.
Adjustment is made by screwing or
unscrewing the nut on the end of the
hooked lever.
23. Press the shut-off shaft through
the governor housing and turn the
shaft so that the peg which engages in
the slot of the shut-off bar is next to the
housing.
24. Use Protection Cap, Tool No. 7144-
459A, to pull the throttle shaftthrough the
governor housing then iowerthe housing
over the securing studs. Ensure the peg
on the shut-off shaft locates in the
cut-out of the shut-off bar then secure
with the domed nuts and fibre washers.
Tighten to the correct torque, see
"Specifications" -Chapter 8.

25. Position the shut-off lever onto the shut-

22. Position a new governor housing off shaft and secure with the nut and
gasket on the pump housing. washer.

17
------------------PART2-FUElSYSTEMS------------------

28. Test the pump, see "Test Procedures"

-Section D of this Chapter.

INSTALLATION
1. After testing and adjusting the pump
to give the correct output (see "Specifi-
cations" 8) a new pu mp
to front engine plate '0' ring on the pump
mounting flange. Align the pump drive
hub dowel pin with the hole in the pump
gear then install the three bolts and
tighten to the correct torque, see
"Specifications" 8.

2. Install the three pump to engine front

plate bolts.

if the pump has been internally timed,

Figure 30 rotate the pump clockwise, as viewed
Throttle Control Lever Installation from the rear end, 3t a division relative
1 Throttle Control Lever to the zero degree mark on the rear of
2. Spring
3. Spring Guide the engine front plate.

26. Place the spring guide over the hub on
the governor control housing,
30, then assemble the lever onto the shaft
and secure with the washer and locknut.
Tighten tothe correcttorque, see "Speci
fications" -Chapter 8.
27. Locate the pump body inspection cover
and gasket and secure with the retaining
screws, Figure 31.
If the pump has not been internally timed,
align the scribed line on the pump
with the centre punch reference
mark previously made on the rear of the
front plate.
Tighten the mounting bolts to the
correct torque, see "Specifications"-
Chapter 8.
3. Connect the fuel injection lines, throttle
and fuel shut-off controls, inlet fuel line,
return fuel line and fuel leak-off line.

4. Position a new inspection cover gasket

and install the inspection cover to the
engine front cover. Turn on the fuel
supply and bleed the system then adjust
the engine idle and maximum no-load
speeds, see "Adjustments" -Chapter 2.

INJECTION PUMP STORAGE

If, after overhaul, an injection pump is
being stored, the body should be left
filled with calibrating oil and all the
connections sealed with dust plugs and
caps.

If the pump is stored for a period of six

31
Side I n"..,.",...+.,....~ months or more the unit should be
re-tested according to the Test Plan
1 I nspection Cover
2. Gasket before use in service.

18
- - - - - - - - - - - - CHAPTER 5 - - - - - - - - - - - -
D. TEST PROCEDURES
1. Prior to installing the pump on the test
bench, check the pump for external leaks
as follows:
(i) Connect a compressed air supply
to the leak-off connection and plug
the return from the governor cover.
(ii) Immerse the pump in a bath of clean
fuel oil and subject the assembly to a
MAXIMUM pressure of 20 Ibf/in 2
(1'38 bar) (1·41 kgf/cm2),
NOTE: Pressures greater than the above
will damage the pump seals.
(iii) Leaks will be indicated by air bubbles
emerging from the pump and these
should be rectified before further
pump testing commences.
2. The calibrating machine must have the
following facilities:
(a) Speed range from 100 to 1500 rev/
min.
(b) Matched set of BDN 12SD12 nozzles
set at 175 atmospheres opening
pressure.
1M PORTANT: To ensure accurate settings,
the injectors should be renewed every six
months or more frequently if in continuous
use.
(c) High pressure pipes 6mm x 2mm x
860mm (34 in) long.
(d) A MAXIMUM pressure feed fuel
supply of 2 Ibf /in 2 (0·14 bar)
(0'14 kgf/cm2).
(e) Fuel temperature control to 40°C
0 0
2 (1 04 F 4
0
) •
(f) A set of graduated glasses for
measuring the output from each in-
jector.
19
IMPORTANT: The glasses must be cleaned
regularlv to ensure accurate and consistent
readings.
When checking deliveries, use the same set
of test tubes throughout and allow a constant
drain time of 30 seconds when emptying the
test tubes.
For accuracy and consistency, allow the fuel
to settle in the tubes for 15 seconds after
delivery has ceased before taking the
readings, which must be read from the
bottom of the meniscus.
3. Mount the pump on the test bench using
a suitable bracket and install a quill
shaft between the pump drive hub and
the test bench drive shaft. Remove the
plug from the advance device end
cap then insert the extension shaft of
Gauge, Tool No·. 7244-59, and secure the
adjustable scale in position, Figure 32.
Adjust the scale to set the pointer at
zero.
4. Remove the hydraulic head locating
screw, which does not incorporate the
bleed screw, and connect a suitable high
pressure adaptor. Connect the test bench
pressure gauge to this adaptor. Connect
the back leakage gauge feed pipe to the
pump outlet port located in the pump
body inspection cover.
5. Connect the high pressure pipes to the
injector line outlet connections.
I M PO RT ANT : To ensure accurate test
results, the pump injector valve assemblies
and banjo connectors must be installed.
6. Connectthe pressure gauge and bleed-off
the pipeto the connection in the side ofthe
governor control housing. Ensure the
banjo bolt bleed return orifice is of the
correct size. Connect the fuel supply
line to the inlet in the end plate of the
pump.
___________________ PART2-fUElSYSTEMS . ._________________

Figure 32
injection Pump on Calibrating Machine

20
------------------------CHAPTER5-----------------------

TESTING PROCEDURE Transfer pump vacuum is checked at the

Injection pump testing must be conducted
in conjunction with the 'Test Plan', see
"Specifications" -Chapter 8, and in accor-
dance with the following procedure.
specified pumpspeed byturningthetwo-way
tap on the fuel feed line to cut off the fuel
supply and connect the line to the vacuum
gauge. The required vacuum must be
reached within the specified time.

NOTE: Before commencing tests, unscrew

the maximum stop screw and idling stop
screw to allow full movement of the throttle NOTE: Re-prime the pump after the comple-
lever. tion of this test.

The throttle and stop control levers must be

fully open except where otherwise stated.
Transfer pump pressure is noted at certain
pump speeds and must be as specified.
The pump must be completely free from leaks
whilst running and stationary. A negligible
leak from the extension shaft of Gauge,
Tool No. 7244~59, is unavoidable.
Speed advance is checked at the given pump
speeds, the amount of advance should be
as specified. If incorrect adjust as follows:
All fuel delivery quantities are given for 200
strokes except where otherwise stated.

IMPORTANT: Do not run the pump for (i) Remove the Automatic Advance Gauge,
long periods with the shut-off lever closed. Tool No. 7244-59, and the end cap into
Do not run the pump for long periods at high which the gauge is screwed.
speed with small delivery.

Observe the points in the test procedure

(ii) If the advance reading is too high, add
where priming and venting are required.
shims, if too low, remove shims.
To prime the pump:

(i) Slacken the bleed screw on the pump

body. IMPORTANT: A 0'5 mm (0'02 in.) shim
is installed in the end plug on assembly. This
must not be removed. The maximum
shimming in addition to the assembly shims
(ii) Slacken the unions at the injector ends must not exceed the figure given in the test
of the high pressure lines. plan.

(iii) Run the pump at 100 rev/min. close the

bleed screw and tighten the high pres-
sure unions when fuel free from air issues NOTE: Re-prime the pump after any adjust-
from each location. ment has been made.

21
fll lfRllIIIIlII. ._IIIIIIIIIIIIIIIIIIIEFIIIIIIIIIIIIIHIJIIIJlII'FIIIIIIIIIIII_ _ _1IIlIIIIII1IIIIIIIIIIIIII PART 2- FU El SYSTE M S 1IIIIIIII1IIIIIIIII1IIIIIIIIIII1IFFIIII1IIIIIIIIII.-.IlllllllliIlllllllllllIllllll'llllIllllllllllllIlllllRIIIIIlIII'FIIIII

(v) Use Adaptor, Tool No. 7144-482, and a

su itable torque wrench to tighten the
drive plate securing screws to the
correct torque, see "Specifications"
Chapter 8.

NOTE: Keep the adaptor and torque spanner

in line to ensure the correct torque is applied
to the drive plate securing bolts.

The governor setting should be carried out

atthespecified pumpspeed and the maximum
speed screw adjusted until the specified
Figure 33 output is obtained.
Maximum Fuel Setting Adjustment
1. Probe, Tool No. 7144-875
2. Bleed Screw

For a given pump speed increase, delivery

must not exceed the specified amount, and
for a given pump speed reduction, the
delivery must increase to a volume within the
Maximum fuel delivery is checked at a specified limits of the maximum fuel delivery.
given pump speed and should be between the
limits given in the test-plan.

If the setting is incorrect, adjust as follows:

TIMING THE INJECTION

(i) Turn off the fuel supply and remove the
pump body inspection cover.
Pump internal timing must be carried out
after the pump has been removed from the
test bench and the fuel drained from the
(ij) Use Adaptor, Tool No. 7144-482, and a pump body.
suitable socket wrench to slacken the
rotor drive bolts.

(iii) Pass the hooked end of Probe, Tool No.

7144-875, through the inspection aper-
ture and engage with the notch in the The pump drive hub has a master spline and
periphery of the top adjusting plate, slot which is positively located by the peg on
Figure 33. the engine pump drive gear. Accurate timing
ofthe injection pump to the engine is ensured
by scribing a line on the pump mounting
(iv) The necessary adjustment can be made flange, relative to the master spline. This
by tapping the end of the tool with a scribed line is relative to a fixed mark on the
suitable hammer. engine front mounting plate.

22
 Figure 34
Setting the Pump Timing Mark
1. Adaptor, Tool No. 7144-262
2. Flange Marking Gauge, Tool No. 7244-26
it is therefore possible to install a new injec-
tion pump and maintain correct timing of
pump to engine by engaging the master peg
and slot and aligning the mark on the pump
body with the zero mark on the engine.
To set the pump internal timing, after
proceed as follows:
(i) Remove the non-return valve from the
specified outlet of the hydraulic head,
see Test Plan, "Specifications"
tel' 8. Connect the adaptor of the
Adaptor, Tool No. 7144-262, directly to
the outlet of the hydraulic head.
(ii) Connect the outer end of the adaptor
pipe to an Injector tester and pump
the tester until fuel flows from the
pressure relief valve in the pipe to indi-
cate the required pressure has been
obtained.
23
Scribing the Pump Timing Mark
1. Flange Marking Gauge, Tool No. 7244-26
2. Quill Shaft
(iii) Set the Flange Marking Gauge, Tool
No. 7244-26, to the specified indexing
figure, see Test Plan, "Specifications"
Chapter 8. Use a suitable quill shaft to
install the gauge onto the pump drive
hub.
(iv) Turn the gauge and hub in the direction
of pump rotation and the fuel pressure
will cause the plungers and rollers to
move to their outermost position.
When the rollers contact the cam lobes
resistance to further rotation is en-
countered and this is the setting point
for the pump, Figure 34.
(v) With the pump held in this position,
move along the guide on the Qauge to
scribe a line on the pump, Figure 35.
I M PO RTANT: To eliminate the effects of
timing gear backlash on installation advance
the engine timing 2 degrees by rotating the
pump clockwise (as viewed from the rear
end) ~- a division relative to the zero degree
mark on the rear of the front plate.
------------------ PART2-FUElSYSTEMS-------------------

24
 PART 2
FUEL SYSTEMS

Chapter 6
FUEL INJECTION PUMP-IN-LINE TYPE

Section Page
A. DESCRIPTION AND OPERATION 1
B. TIMING THE PUMP TO THE ENGINE 7
C. OVERHAUL 9
D. TEST PROCEDURES 21

A. DESCRIPTION AND OPERATION

The in-line fuel injection pump is installed on
all Ford 6610,6710, 761 0 and 7710 Tractors
and Ford 5610 Tractors post October 1985.
The fuel injection pump is of the constant
stroke, in-line type, driven at half engine
speed by the timing gears. There is one pump-
ing element per cylinder actuated through
tappet rollers by a fully enclosed camshaft.

PUMPING ELEMENTS
The pump is mounted at the front right-hand
side of the engine being driven by a gear
The pumping elements accurately meter and
timed to the camshaft drive gear, see
deliver the fuel to the injectors.
"ENGINE SYSTEMS" Part 1.

Each of the pumping elements consists of a

An exploded view of the in-line type fuel
injection pump is shown in Figure 1.
barrel and plunger lapped together to give an
accurate fit, Figure 2. Two diametrically
opposed drillings in the barrel form fuel inlets
and the barrel is splined, with a master
spline, for correct location within the pump
body.

1
- -_ _ _ _ _ _ _ _ PART 2-FUEL SYSTEMS _ _ _ _ _ _ _ _ __

Figure 1
Sectional View of In-Line Type Fuel Injection Pump
1. Link Plate
2. Weight Carrier
3. Governor Weight Assembly
4. Thrust Pad
5. Stop Quadrant
6. Backplate
7. Fuel Lift Pump
8. Rocking Lever
9. Governor Main Control Spring
10. Camshaft
11. Idle Speed Adjusting Screw
12 Maximum Speed Adjusting Screw
13. Stop Control LevEr
14. Tappet Assembly
15. Control Fork
16. Pumping Element
17. Return Spring
18, Delivery Valve
19. Volume Reducer
20. Maximum Fuel Stop Screw
21. Control Rod
22. Maximum Fuel Stop Lever
23. Stop Control Shaft

An annular groove is machined around the
plunger into which fuel leaking between the
barrel and plunger may accumulate. This
leakage provides lubrication of the barrel
and plunger surfaces.
The plunger also has a fuel port which
terminates in a helical groove machined in
the periphery of the plu nger. The purpose of
the groove is to control the effective
pumping stroke of the plunger.

2
------------------------CHAPTER6------------------------
Pumping Element Operation
With reference to Figure 3.
A. With the plu nger at the bottom of the
stroke, fuel flows into the barrel through the
two inlet ports to fill the space above the
plunger, the centre drilling and the helical
groove.

B. As the plunger rises, the two inlet ports

in the barrel are just covered and the fuel is
trapped. This point is called "spill cut-off"
or"pointofinjection". Further upward move-
ment of the plunger tends to compress the
trapped ,fuel until the delivery valve, which
acts as a non:-return and unload valve, is Figure 2
lifted from the seat and allows the fuel to pass
Barrel and Plunger
along the pipelinetothe injector. The pressure 1. Helical Slot
developed lifts the injector needle valve off 2. Annular Groove
the seat and injection takes place. 3. Plunger
4. Barrel
5. Master Spline
6. I nlet Port
C. I njection ceases when the upper edge of
the helical groove just uncovers the lower This pressure drop causes the injector
edge of the inlet port. The pressurized fuel needle valve to close and injection to cease.
is allowed to escape back through the After fuel delivery, the plunger continues to
drilling to the low pressure area of the inlet the top of the stroke to be retu rned by a spri ng
port. for the next cycle.

c D

Figure 3
Pumping Element Operation
A. Fuel Enters C. I njection Ceases
B. Spill Cut-off D. No Delivery

3
- - - - - - - - - - PART 2-FUEL SYSTEMS - - - - - - - - - -
The effective pumping stroke is the distance
between the top of the plunger and the point
on the helical groove which uncovers the
inlet port.
If the plu nger is rotated clockwise so the
helical groove now uncovers the inlet
port at a lower point on the plunger, the
pumping stroke and the amount of fuel in-
jected will be increased.
Conversely, if the plunger is rotated counter-
clockwise, the effective pumping stroke
and the amount of fuel injected will be
reduced. The rotation of the plunger is
effected by an arm at the base of the plunger
which engages with a fork on the control
rod. Movement of the control rod towards
the rear of the engine turns the plungers
clockwise and increases the fuel flow.
D. At this stage the plunger has rotated
to a position where the helical groove has
reached the bottom of the inlet port before
the plunger has risen sufficiently to close
both inlet ports.
During the remainderofthe plunger stroke the
helical groove remains in contact with the
inlet port so no pressure is produced and no
inj.ection can take,place.
4
This is the 'no delivery' or 'stop' position
which occurs when the stop lever moves the
control rod to the fully forward position.
NOTE: The plungers have a slot machined
across the crown. When the excess fuel
device is operated and the control rod is in
the maximum fuel position the slots align
with the inlet ports of the barrel to retard inlet
port closure and assist easy starting.
DELIVERY VALVES
Located above each pumping element is a
delivery valve assembly, Figure 4, which
consists of a stem operating within a cylindri-
cal guide which terminates in a conical seat.
The lower part of the stem has four vertical
flutes which accurately locate within the
guide whi 1st perm itti ng fu el to pass. Above the
flutes is a piston which is a lapped fit in the
bore of the valve guide.
Thedual purpose valve serves as a non-return
valve and also as a means of rapidly reducing
the fuel pressure in the injector pipe line
when injection ceases. Rapid pressure
reduction is required to ensure the injector
needle valve 'snaps' shut to prevent fuel
'dribble', a condition which can cause carbon
formation on the injector tip.

Figure 4-
Delivery Valve Assembly
1. Piston 3. Conical Seat
2. Valve Guide
Delivery Valve Operation
With reference to Figure 5.
A. The pump plunger is at the bottom of the
stroke and the inlet ports ar.e uncovered
so the barrel and delivery valve guide are
filled with fuel. As the fuel is at low pressure
the delivery valve is retained on the seat by the
spring.
B. The plunger has risen and closed both
inlet ports. Injection has now commenced.
The fuel pressure lifts the delivery valve off
the seat until the piston is clear of the guide
which permits fuel to pass to the injector.
5
A c
Figure 5
Delivery Valve Operation
A Valve Closed 2. Valve Guide
B. Valve Open 3. Conical Seat
C. Valve Closing 4. Spring
1. Piston
C. The helical groove has uncovered the
inlet port and released the fuel pressure.
The delivery valve spring, assisted by the high
pressure still existing in the pipe line, compels
the valve to close rapidly. During closing,
the piston portion of the valve returning into
the guide increases the volume of the pipe-
line by the volume of this part of the valve.
This sudden increase in the volume of the
pipeline causes a rapid collapse of pressure
and allows the injector needle valve to 'snap'
shut.
GOVERNOR
The pump incorporates a mechanical gover-
nor which adjusts the fuel delivery to suit
the engine speed and load requirements.
Enclosed within the governor housing is an
excess fuel device and stop control.
___________________ PART2--FUELSYSTEMS ___________________
Figure 6
Governor Operation
A. Decrease in Engine Speed - Maximum Fuel
1. Stop Lever
2. Maximum Stop Fork
3. Control Rod
4. Weights
5. Back Plate
6. Weight Carrier
The governor weight assembly, which
consists of a carrier supporting four weights in
inclined slots, is mounted on and free to move
axially along the forward extension of the
camshaft, Figure 6.
The weights are enclosed by, and in constant
contact with, a shaped backplate attached to a
flange on the camshaft.
Between the carrier and the governor main
control spring is a thrust bearing and thrust
pad. The thrust pad is engaged through pins
with a 'U t shaped rocking lever which pivots on
the governor spring cross-shaft and is
connected by a spring loaded link plate to the
pump control rod.
B. Increase in Engine Speed - Minimum Fuel
Position
7. Main Control Spring
8. Inclined Slots
9. Camshaft Bearing
10. Thrust Pad
11. Rocking Lever
12. Link Plate
Governor Operation
With reference to Figure 6.
As engine speed increases, the centrifugal
force produced by the rotation of the governor
weights also increases and causes the weights
to move outwards along the inclined slots in
the carrier. As the weights are prevented from
moving rearwards by the back plate, the
resultant reaction causes the carrier, thrust
bearing and thrust pad to move forward along
the camshaft against the action of the
governor main control spring. The pump
control rod, which is linked to the thrust pad
through the rocking lever, moves toward the
minimum fuel position and produces a
corresponding reduction in engine speed. The
centrifugal force at the governor weights now
reduces until a balance is achieved between
the governor main control spring and the
rection force from the weights. This balance
condition restores the engine speed to the
original level.
6
------------------------CHAPTER6------------------------

Conversely, when a reduction in engine speed
occurs, the force applied by the governor
control spring will exceed the centrifugal force
produced by the weights and the pump control
rod will move toward the maximum fuel
delivery position until the balance condition is
again achieved and the engine speed is
restored to the original level.
A baulk spring is connectred to the fork to
allow excess fuel to be supplied with the
engine stopped but prevent the control rod
from being moved to the excess fuel position
when the engine is funning.

To start the engine, the throttle is opened to

The excess fuel stop device is enclosed within
the governor housing. Excess fuel is provided
by depressing a knob on the outside of the
pump body. This knob is connected to an
internal stop lever which is normally interposed
between a fork on the control rod and the
maximum fuel stop screw. When the knob is
depressed, the maximum fuel stop lever moves
to one side to allow the control rod to move
further rearward and provide fuel in excess of
normal requirements.
tension the governor main control spring and
move the thrust pad, governor weight carrier
and control rod forward to the maximum fuel
position, or excess fuel position, if the excess
fuel device is operated.
To stop the engine, the stop control is
operated by an external lever connected to the
internal stop lever adjacent to the maximum
stop lever. The stop lever acts on the control
rod fork to move the control to the 'no delivery'
or 'stop' position.

B. TIMING THE PUMP TO THE ENGINE

i M PO RTANT: Whenever diagnosing a fuel

injection problem first ensure the fuel pump
to engine timing is correct according to the
following procedure.

1. Remove the flywheel cover and

turn the engine crankshaft clockwise
until No.1 cylinder is on the rf""l,rYlnroC"e''''',n
stroke and the correct flywheel timing
mark (see "Specifications" -Chapter 8)
aligns with the arrow by the timing
aperture, Figure 7.

Figure 7
Flywheel Timing Mark Alignment
NOTE: To eliminate backlash in the timing 1. Timing Arrow
gears, always turn the crankshaft clockwise. 2. Flywheel Timing Marks

7
-------------------PART2-FUElSYSTEMS-------------------

Figure 8 Figure 9
Pump Timing Fuel Injection to Engine
Timing Mark Alignment
1. Timing Mark 1. Timing Marks 3. Gear Adaptor
2. Needle Valve 2. Retaining Bolts

2. Remove the pump camshaft rear cover (i) Drain the coolant from the radiator
and place a pointer (such as a fuel injector and remove the bottom radiator
needle valve) in the 'V' notch in the end of hose.
the camshaft. If the pointer aligns with
the mark on the housing, then the pump (ii) Remove the timing cover from the
is correctly timed, Figure 8. engine front cover.

(iii) Slacken the three gear-to-pump

NOTE: An arrow is stamped on the rear
of the camshaft which should point towards
the timing mark. If the arrow is misaligned
by more than 90° then No. 1 cylinder is on
the exhaust stroke and the engine must be
turned over a further revolution to re-align the
timing marks on the flywheel.
bolts and rotate the pump drive
gear adaptor to align the timing
marks on the pump body and the
pump drive gear adaptor, Figure 9.
Tighten the bolts to the correct
torque, see "Specifications"
Chapter 8.
(iv) Replace the timing cover.

(v) Replace the flywheel timing cover.

(vi) Replace the bottom radiator hose

3. If the pointer is slightly misaligned then and fill the cooling system with the
the pump must be re-timed as follows: and quantity of coolant.

8
------------------------CHAPTER6------------------------
C. OVERHAUL
DELIVERY VALVE AND GUIDE
Replacement of a delivery valve and guide
and/or spring, which can be accomplished
with the injection pump in situ, should only
be carried out in an emergency as the
characteristics of the new parts may slightly
alter fuel delivery from the element con-
cerned' The pump calibration should bechec-
ked as soon as possible after installation of
the new parts. The delivery valve and guide
are a matched assembly and should only be
installed as a pair.
REMOVAL
1, Remove the injector line from the delivery
valve retainer of the element concerned,
Loosen the delivery valve retainer clamp
screw and remove the retaining clamp
assembly.
Use Socket, Tool No. FT9100 or 4460,
to unscrew the delivery valve retainer and
extract the volume reducer, delivery valve
spring and delivery valve.
2. With the respective plunger at the bottom
of the stroke, insert the expanding end of
the Delivery Valve Guide Remover, Tool
No. CT9022, into the valve guide bore
until the projecting lips of the tool locate
the underside of the valve guide. Turn the
engine slowly. The guide and nylon
washer will be pushed out of the pump
body, Discard the nylon washer.
9
INSTALLATION
Thoroughly rinse the new delivery valve
guide and nylon washer in clean fuel oil
and press the guide and washer into the
bore to touch the top ofthe plunger barrel.
2. Clean the delivery valve, spring and vol-
ume reducer and install with the valve
guide.
3. Insert the delivery valve retainer and
tighten to the correct torque, see
"Specifications" -Chapter 8.
4. Locate the delivery valve retainer clamps
and tighten the securing screws,
5. Re-connect the. injector line.
FUEL INJECTION PUMP
REMOVAL
1. Clean all dirt from the injection pump and
surrounding parts,
2. Remove the flywheel timing cover and
turn the crankshaft cfockwise until No.1
cylinder is on the compression stroke and
the correct flywheel timing mark (see
"Specifications" ~Chapter 8) aligns
with the arrow by the timing aperture,
Figure 7.
3. Turn the fuel shut-off valve to the 'OFF'
position.
4. Drain the coolant from the radiator and
remove the bottom radiator hose.
___________________ PART2-FUElSYSTEMS __________________ ~

DISASSEMBLY
With reference to Figure 11.

1. Remove the drain plug and discard the

pump lubricant then remove the fuel
lift pump from the injection pump.

2. loosen the screws securing the delivery

valve retaining ciamps and remove the
clamps.
Figure 10
Fuel Injection Pump installed
1. Fuel Shut-Off Control
2. Lift Pump to Filter Tube
3. Fuel Tank to Uft Pump Tube
4. Outlet Tube
5. Filter to Injection Pump Tube
6. Fuel Injection Tubes
7. injection Leak-Off Tube

3. To assist subsequent removal, use the

special splined Socket, Tool No. FT9100
5. Disconnect and remove all fuel lines from
or 4460, to slacken the delivery valve
the injection pump, Figure 10, and cap
retainers.
all openings.

6. Disconnect the throttle and fuel shut-off

control linkage.

7. Remove the timing cover from the engine

front cover. 4. Remove the socket headed screws
securing the pump body to the main
pump housing; unscrew evenly to
release plunger spring pressure.
8. Withdraw the three boits retaining the the assembly on the bench with the
pump drive to the pump timing inspection cover facing downwards and
gear, Figure 9. rotate the pump body down and away
from the main housing to disengage the
plunger arms from the control forks.
Separate the pump body from the main
9. Withdraw the pump mounting bolts and housing, Figure· 12, and ensure the
lockwashers then remove the pump tappet assemblies do not fall out of the
from the engine front cover plate. Cap main housing or the plungers out of the
all the pump openings. barrels.

10
------------------------CHAPTER6------------------------

Figure 11
In-Line Fuel Injection Pump-Exploded View
1. Link Plate 13. Stop Control Lever
2. Weight Carrier 14. Tappet Assembly
3. Governor Weight Assembly 15. Control Fork
4. Thrust Pad 16. Pumping Element
5. Stop Quadrant 17. Return Spring
6. Backplate 18. Delivery Valve
7. Fuel Lift Pump 19. Volume Reducer
8. Rocking Lever 20. Maximum Fuel Stop Screw
9. Governor Main Control Spring 21 Control Rod
10. Camshaft 22. Maximum Fuel Stop Lever
11. Idle Speed Adjusting Screw 23. Stop Control Shaft
12. Maximum Speed Adjusting Screw

5. Remove the plungers, springs and
spring seats from their respective barrels
and keep each set together. Remove the
delivery valve retainers, delivery valves,
springs and volume reducers. Keep each
set together and place them with the
corresponding plungers, springs and
spri ng seats.
6. Carefully tap the base of the pump
barrels with a hide or copper mallet to
free the splines. Withdraw the barrels,
delivery valve guides and sealing
washers.
Keep these components in sets with the
parts already removed.

11
-------------------PART2-FUElSYSTEMS------------------~

Figure 12 Figure 13
Pump Body Removal Assembly
1. Pump Body 1. Snap Ring
2. Phasing Spacer
3. Tappet Body
4. Roller Pin
5. Roller Bushing
6. Tappet Roller

7. Lift out the tappet assemblies and retain 10. Remove the governor end coveL
in their respective order. If necessary,
dismantte by removing the snap ring
retaining the phasing spacer and push-
i ng out the tappet pi n to enable the tappet
roller and bushing to be removed, Figure
13. Unless new parts are to be installed,
keep each phasi ng spacer with the
respective tappet. 11. Mark the control lever and control shaft to
aid correct aiignment on reassembly f

slacken the control lever clamp screw and

slide the lever off the control shaft.

8. Slide out the IT' pieces located between

tappet bores 1, 2 and 3, 4.

9. Remove the pump drive gear adaptor 12. Slacken the stop quadrant clamp screw
nut. Use puller, Tool No. 518 or 9539, to and slide the stop quadrant to the end of
remove the adaptor, Figure 14. Extract the the shaft, the quadrant may be left on the
key from the camshaft. shaft to maintain alignment.

12
________________________ CHAPTER6 ________________________
Figure 14
Drive Gear Adaptor Removal
1. Drive Gear Adaptor
2. Puiler, Tool No. 518 or 9539
13. Remove the 'E' clip, flat washer and '0'
ring seal from the control shaft. Remove
the self-locking nut from the governor
control spring pin, Figure 15. Rotate the
shaft through 1800 and remove the pin.
Withdraw the control shaft and lift out
the governor control spring.
14. Slide the camshaft and governor assem-
bly forward out of the pump housing.
Disengage the rocking lever link plate
from the control rod and remove the
rocking lever and link plate assembly from
the governor when free of the housing.
15. Remove the screws securing the pump
housing cover plate. Withdraw the plate
and rubber sealing ring.
13
Figure 15
Governor Assembly
1. Thurst Pad
2. Link Plate
3. 'E' Clip
4. Control Shaft
5. Governor Control Spring Pin
6. Governor Control Spring
7. Camshaft Bearing
8. Link Plate
16. Remove the screw locating the cover
plate retainers. Turn the retainers
through 90° and withdraw from the
housing.
17. Loosen the socket headed screws secur-
ing the control forks to the control rod.
Withdraw the control rod from the front
of the housing and, at the same time,
remove the control forks from the rear of
the rod.
18. Remove the oil seals from the governor
end cover and the rear of the pump hous-
ing. The seals are a light press fit in the
bores.
-------------------PART2-FUElSYSTEMS--------------------
Figure 16
Bearing Outer Track Removal
1.0uterTrack 3. Collet
2. Expander
19. Use Remover Tool No. CT9050, to
remove the bearing outer tracks from the
cover plate and pump housing, Figure 16.
The collet of the tool locates behind the
bearing outer track and the expander
locks the collet firmly in position. The
bearing outer track can then be pressed
out.
20. Using Pulling Attachment Tool No. 952 or
9526, Shaft Protector Tool No. 625A or
9212 and either a Puller Tool No. 1002 or
9198 or a press, Figure 17, remove the
bearings from the camshaft.
NOTE:Shims are inserted behind the inner
races to adjust camshaft end float. Take care to
ensure the shims are returned to their original
positions on the camshaft when the pump is
re-assembled.
14
Figure 17
Camshaft Bearing Removal
1. Shaft Protector Tool No. 625A or 9212
2. Pulling Attachment Tool No. 952 or 9526
3. Camshaft Bearing
4. Pump Camshaft
21. When the front bearing has been
removed, withdraw the oil slinger, thrust
pad, thrust race and governor weight
carrier assembly, Figure 18.
22. Bend back the locking tabs on the four
screws securing the governor back plate,
Figure 19. Remove the screws and the
back plate from the locating dowels.
23. Tap out the pin retaining the maximum
fuel stop lever to the excess shaft,
remove the rubber shroud and stop
control lever, then extract the spring
ring and shims, Figure 20. Unscrew the
outer bearing cap and remove the
return spring. Slide the excess shaft out
of the housing and, at the same time,
remove the stop lever, stop shaft
assembly and '0' ring.
 Figure 18 Figure 19
Governor Assembly Governor Back Plate
1. Oil Slinger 3. Thrust Race Bolt
2. Thrust Pad 4. Weight Carrier

24. the retaining pin into the centre of
the pump control rod front bushi ng
then tap the bushi ng out of the housi ng.
The retaining pin is located in a drilling
from the main housing to pump body
face.
INSPECTION AND REPAIR
Clean all parts in calibrating oil. Discard
all '0' rings, seals and gaskets, tab washers
and the control spring pin locknut. Any
worn or damaged parts must be renewed.

Figure 20
Stop Shaft Assembly
1. Stop Control lever 7. Return Spring
2. Rubber Shroud 8. Outer Bearing Cap
3. Shim 9. Maximum Fuel Stop Lever
4. '0' Ring 10. Fibre Washers
5. Stop Shaft Assembly 11. Excess Shaft
6. Retaining Pin 12. Spring Ring

15
___________________ PART2-FUElSYSTEMS-------------------
21
Outer Track installation
1. Bearing Outer Track
2. Governor End Cover
RE-ASSEMBlY
1. locate the control rod front bushing in
the main housing with the locating hole
upwards. Install and tap the retaining
pin down through the housing to just
[ocate in the housing wall.
2. Locate the stop shaft assembly in the
housing and partially insert the excess
shaft to pick up the stop shaft assembly.
Install the fibre washers and maximum
fuel stop lever. Fully insert the excess
shaft and install the return spring and
outer bearing cap.
Place a new '0' ring on the stop shaft,
install sufficient shims to the '0'
ring and retain with the spring ring.
Align the hoies in the maximum fuel
stop lever and the excess shaft then insert
the pin.
16
22
Camshaft Bearing Installation
1 Press
2. Pump Camshaft
3. Camshaft Bearing
4. Sleeve
3. Using a Step Plate, Tool No. 6305 or 9210
of suitable diameter press the pump
camshaft bearing outer tracks into the
main housing and the governor end cover,
Figure 21.
4. Position the back on the camshaft
dowels. Install the four screws with new
tab washers and tighten to the correct
torque, see "Specifications" - Chapter
8. Bend the locking tabs over the screw
heads.
5. install the governor weight carrier
assembly, thrust race, thrust pad and oil
slinger on the camshaft. The dished face
of the oil slinger must be toward the
governor.
 Figure 23
Checking Camshaft End Float
1. Dial Indicator Gauge, Tool No. CT 9017
2, Adaptor, Tool No, CT 9017-1
6. Divide the shims equally and install at
each end of the camshaft. Press the
camshaft bearings onto the camshaft
with a press and sleeve of suitable
diameter, Figure 22.
7. Locate the bearing assemblies on the
inner tracks and pack with grease. Install
the camshaft in the main housing and
secure the governor end cover. Use Dial
Indicator Gauge, Tool No. CT9017, and
Adaptor, Tool No. CT9017 -1, to check
the camshaft end float, Figure 23. If the
end float is not within the specified limits,
remove the camshaft and add or remove
shims as required. For end float limits and
shim thicknesses, see "Specifications"
Chapter 8.
8. Remove the governor end cover and
camshaft from the housing and insert
the oil seals, lips facing inwards, into
the housing and end cover.
17
Figure 24
Rear Control Fork Setting
1. 0·060 in (1 ·5 mm)
2. Control Rod
3. Rear Control Fork
9, I nsert the control rod into the front
bushing and feed the control forks onto
the rod before it enters the rear bushing.
Position the rearfork 0·060 in. (1'5 mm)
from the end of the square section of the
24. Position the remaining
forks opposite their respective tappet
bores and tighten the socket headed
retaining screws.
10. Install the rocking lever and link plate
assembly and engage the pi ns on the
inside of the lever with the groove in the
governor thrust pad. Insert the camshaft
and rocking lever assembly into the main
housing and engage the top of the link
plate with the pin on the control' rod.
Take care not to damage the rear oil
seal when inserting the camshaft.
___________________ PART2-FUElSYSTEMS __________________
Figure 25
'T' Piece Installation
1. 'T' Piece
11. Position the main control spring between
the arms of the rocking lever with the
rounded section of the spring arms in
contact with the front face of the thrust
pad.
12. I nstall new '0' rings in the control shaft
bushings and insert the control shaft
through the bushing, rocking lever and
main control spring. Secure the control
shaft with the washers and 'E' clips.
13. Rotate the control shaft until the narrow
machined flat in the centre IS facing
outwards. Locate the control spring pin
in the centre of the shaft and ensure the
fiats in the pin head engage with the
machined flat. Rotate the shaft so the
head of the pin is located in the centre
of the control spring and ensure the pin
is not displaced in the process. Retain
the pin with a new self-locking nut and
tighten to the correct torque, see
"Specifications" -Chapter 8.
18
~
14. Install a new gasket then POSition the
governor end cover and secure with the
bolts and lockwashers.
15. Position the key and pump drive gear
adaptor on the shaft and secure with the
nut and spring washer. Tighten to the
correct torque, see "Specifications"
Chapter 8.
16. Slide the stop quadrant to the correct
location on the control shaft and tighten
the damp screw. Install the control lever
aligning the marks on the lever and shaft,
tightening the clamp screw.
17. Position the 'T' pieces in the slots
between tappet bores 1, 2 and 3, 4,
Figure 25.
18. Assemble the tappet assemblies in
reverse order to the disassembly pro-
cedure. If new tappet assemblies or
barrels and plungers are installed, a
phasing spacer of intermediate thick-
ness should be inserted and, if neces-
sary, adjusted during the phasing pro-
cedure.
19. Position the tappet assemblies in their
respective bores and take care not to
dislodge the 'T' pieces.
20. Rinse the barrels in clean fuel, or
calibrating oil, and insert in the pump
body. Engage the master splines of the
barrels with those of the body, Figure 26.
21. Thoroughly rinse the delivery valve
guides in clean fuel, or calibrating oH,
and insert with new nylon seating
washers.
________________________ CHAPTER6 ________________________

Figure 26
Delivery Valve Assembly
1. Pump Body 6. Delivery Valve Retainer
2. Barrel 7. Volume Reducer
3. Master Spline 8. Delivery Valve
4. Washer g, Delivery Valve Guide
5. Spring 10, "0"- Ring Seal

22, Insert the delivery valves, springs and
volume reducers into their respective
guides and loosely screw in the delivery
valve retainers.
23, Rinse the plungers in clean fuel, or
calibrating oil, and insert them in their
barrels. Do not install the return springs
or lower spring seats at this stage,
Figure 27. Leave these items until
checking of the phasing and plunger
head clearance has been completed.

Figure 21
Pump Body Assembly
1. Return Spring 3, Plunger
2. Barre'! 4. Spring Seat

19
___________________ PART2-FUELSYSTEMS ___________________
24. Lay the pump on the bench with the
inspection aperture downwards. Hold
the pump body with the plunger arms
hanging downwards and engage the
plunger arms with the control forks
then raise the assembly to the normal
upright position.
25. Check the plunger arms are correctly
located. Insert and tighten four of the
socket headed screws retaining the
pump body, one at each corner then
install and tighten the remaining screws.
26. Use the special splined Socket Wrench,
Tool No. FT9100 or 4460, to tighten
the delivery valve retainers to the
correct torque, see "Specifications"
Chapter 8.
27. Install the inspection cover retainers,
turning the retainers through 90° to
engage in slots in the housing and secure
with the spring plates. Install a new
rubber sealing ring together with the
inspection cover and secure with the two
bolts.
28. Install the fuel lift pump with a new
gasket.
29. Install the drain plug.
30. Test the pump, see "Test Procedures"
-Section 0 of this Chapter.
INSTALLATION
1. After testing and adjusting the pump to
give the correct output, see "Specifica-
tions" -Chapter 8, turn the engine until
No. 1 cylinder is on the compression
stroke and the correct flywheel timing
mark, see "Specifications" -Chapter 8,
aligns with the arrow by the flywheel
opening.
20
2. Install the pump to the engine front cover
plate using a new gasket. Ensure the
timing mark on the pump body coincides
with that on the pump drive gear adaptor.
Install the three gear-to-pump bolts and
tighten to the correct torque, see
"Specifications" -Chapter 8.
3. Install the pump to engine front cover
plate mounting bolts and lock washers.
4. Connect the throttle and fuel shut-off
control linkage. Connect the filter-to-
injection pump line and the fuel lift pump
inlet and outlet lines. Connect the fuel
injector lines at the pump.
5. Position a new timing cover gasket and
install the timing cover on the engine
front cover. I nstall the bottom radiator
hose and re-fill the radiator with the
correct grade and quantity of coolant.
Install the flywheel timing opening cover.
Turn the fuel shut-off valve to the 'ON'
position and bleed the system, then
adjust the engine idle and maximum
no-load, see "Adjustments" -Chapter
2.
NOTE: If the injector pump has not been
removed, the pump to engine timing can be
checked without removing the front timing
cover, see "Timing the Pump to the Engine"
-Section B of this Chapter.
INJECTION PUMP STORAGE
If, after overhaul, an injection pump is to
be stored, the pump body and elements
should be filled with calibrating oil and the
governor body filled to the level hole plug
with lubricating oil. Cap all connections. If
the injector pump is stored for six months
or more, the unit should be re-tested on a
calibrating machine before installation.
________________________ CHAPTER6 ________________________
D. TEST PROCEDURES
PHASING THE INJECTION PUMP
Phasing is an adjustment whereby each
successive element of the pump is timed to
commence injection at the correct angle
relative to the preceding element. On the
4-cylinder pump, the spill cut-off is at 90°
to that of the preceding element. The
phasing is controlled by varying the thickness
of spacers interposed between the camshaft
cam follower and the plunger.
The injection order of the 4-cylinder pump is
1 where the No. 1 element is
at the drive end.
Before commencing phasing operations,
connect the pump to a suitable fuel injection
calibrating machine as follows:
1. Mount the pump on the calibrating
machine, Figure 31. Ensure there is
approximately 0·010 in. (0·25 mm)
end-float on the pump drive shaft and
the coupling is fully tightened.
Figure 28
Checking Spill Cut-Off
1. Spill Pipe 3. Fuel Inlet at Spill Cut-Off
2. Fuel Gallery 4. Plunger
21
2. Check there is sufficient clean fuel, or
calibrating oil, in the fuel container on
the test bench and connect the fuel feed
line to the fuel lift pump inlet connection.
Connect a fuel line between the outlet
side of the fuel lift pump and the fuel
injection pump body inlet connection.
Turn on the shut-off valve and bleed the
injection pump at the bleed screw on the
governor end of the pump body.
Before phasing, check and adjust, if
necessary, the spill cut-off point. The spill
cut-off isthe point at which the pump plunger
just covers the fuel inlet ports in the barrel.
View A of Figure 28 shows the pump
plu nger at the bottom of the stroke. Fuel
flows through the inlet ports into the b'arrel
and out through the spill pipe attached to the
delivery valve retainer.
View B shows the plunger at the precise
point where it has risen to cut off the fuel
supply and terminate the flow from the
spill pipe.
5. Fuel Inlet Open
6. Valve Retainer
___________________ PART2-FUElSYSTEMS . ._________________

4. Rotate the pump camshaft until the

tappet and plunger are at bottom dead
centre (B.D.C.) and zero the dial gauge.

5. Set the plunger arms to the maximum

fuel position (fully rearward) and turn on
the fuel supply.

6. S!owly rotate the pump camshaft clock-

wise and operate the fuel pump priming
lever to cause fuel to flow past the
spindle of the tool and out of the dummy
delivery valve retainer. Continue to turn
the camshaft until fuel flow from the
holder stops and thus indicates the
Figure 29 spill-cut-off point has been reached.
Using Adaptor Too! No. CT9076B Read the dial gauge to determine the
1. Support Bracket
2. Dummy Delivery Valve Retainer movements of the plunger from B.D.C.
3. Retaining Nut to the point of injection. For limits see
4. Spindle "Specifications" -Chapter 8.
5. Dial Indicator Gauge, Tool No. CT 9017

7. If the gauge reading falls outside the

1. Remove the delivery valve retainer, specified limits, the phasing spacer
delivery valve and spring from No. 1 should be changed. A thicker spacer will
element (nearest the drive end). shorten, and a thinner spacer will
lengthen, plunger movement.

8. Once the correct spill cut-off has been

2. Insert the dummy delivery valve retainer
of the Adaptor Tool No. CT9076B, and
tighten securely. Pass the tool spindle
through the dummy retainer so the lower
end rests on top of the No.1 plu nger.
9. Rotate the camshaft until the plunger
3. Position the dial indicator gauge sup-
port bracketand tighten the retaining nut.
locate the Dial Indicator Gauge, Tool
No. CT9017, with the anvil resting on
top of the tool spindle, 29.
10. Remove the Adaptor Tool No. CT9076B
Secure the gauge with the screw but do
not overtig hten.
set, the calibrating machine ring should
be adjusted to the appropriate phasing
mark for No.1 element.
is at top dead centre (T.D.C.). Ensure
there is clearance between the top of
the plunger and the underside of the
dummy valve guide. The amount of
clearance is not important.
and the delivery valve, spring,
volume reducer and delivery valve
retainer then tighten to the correct
torque, see "Specifications" -Chapter
8.

22
--------------------____ CHAPTER6 ________________________
Phase elements 3, 4 and 2 on the 4-cylinder
pumps according tothe procedure asfollows:
(i) Remove No.3 delivery valve retainer
from the pump then remove the delivery
valve, spring and volume reducer.
Replace the delivery valve retainer and
tighten to the correct torque, see
"Specifications" -Chapter 8.
(ii) Connect the Spill Pipe, Tool No.
CT9023, to the valve retainer.
(iii) Ensure the plunger arms are in the maxi-
mum fuel delivery position (fully
rearward) and rotate the camshaft
until the plunger being checked is at the
bottom of the stroke. Whilst operating
the priming lever, slowly rotate the
camshaft clockwise. Stop turning the
camshaft at the instant fuel ceases to
flow from the spill pipe and check the
phasing ring on the calibrating machine
has turned through 90°.
0
An error of 1 is permissible.
NOTE: During phasing, the spill cut-off
point must always be ascertained with the
plunger rising otherwise inaccuracies will
result.
23
(iv) Turn off the fuel supply, remove the spill
pipe and replace the delivery valve,
spring, volume reducer and delivery
valve retainer. Tighten the retainer to
the correct torque, see "Specifications"
-Chapter 8.
(v) Phase the other elements of the pump
inthesame manner, following the correct
firing order as previously stated.
NOTE: Record the extent of any phasing
inaccuracy from the original setting without
moving the phasing ring on the calibrating
machine. In this way all elements can be
corrected together, if necessary, by changing
the phasing spacers under the plungers. The
phasing spacers are available in steps of
0·004 in. (0·1 mm) which change the phase
angle by ~Q. For spacer thicknesses, see
"Specifications" -ChapterB.lnsert a thinner
spacer to increase .the phase angle and
vice- versa.
(vi) C heck each element to ensu re that when
the plunger is atT.D.C. there is clearance
between the top of the plunger and the
underside of the delivery valve guide.
(vii) Remove the pump body and extract
the plungers and tappet assemblies.
Note from which element they are
taken. Install the lower spring seat
on each plunger, locate the foot of
the plungeron the centre ofthe phasing
spacer and press the lower spring seat
down on the respective tappet body.
-------------------PART2-FUElSYSTEMS----------_________

CALIBRATING THE INJECTION PUMP

Calibration is an adjustment to ensure each

pump element delivers the same amount
of fuel at any position of the control rod.
Fuel delivered by each element, over a
definite number of injections, is collected
and measured in graduated test tubes.

Equipment requirements are:

(a) Variable speed calibrating machine

with speed range from 100 to 1 500
rev/min.

(b) Matched set of BDN12SD12 nozzles

figure 30
set at 175 atmospheres opening pres-
Checking Plunger Clearance
sure.
1. Lower Spring Seat
2. Tappet Body
3. Plunger Arm (c) High pressure pipes 6 mm x 2 mm x
4. Feeler Gauge 66 cm (26 in) long.

(d) Pressure feed fuel supply.

(viii) Check the free vertical movement of
the plunger as shown in Figure
Adjust the free movement by inserting
lower spring seats of appropriate thick-
ness, see "Specifications" -Chapter
8.
(ix) Re-assemble the plungers and tappet
assemblies in their respective posi-
tions then replace the pump body on
the main housing and ensure the
plunger arms locate in the control
forks.
(e) Fuel temp control to 32°C ±5° (gO°F
± 10°).
When checking deliveries, use the same
set of test tubes throughout and allow a
constant drain time of 10 seconds when
emptying the test tubes. For accuracy and
consistency, allow the fuel to settle in the
tu bes for 10 seconds after delivery has ceased
before taking the readings, which must be
read from the bottom of the meniscus.
Adjustment is made by altering the position
of the forks on the control rod. Moving
the forks forward (to the governor end)
decreasesfuel delivery and rearward increases
delivery.

Before calibrating, fill the pump with engine

Tighten all the body securing screws. oil to the level plug hole. Replace the filler
and level plugs.

1. Connect the injector lines between the

(x) Replace the delivery valve retainer injector pump and the master injectors
clamps. of the calibrating machine, Figure 31.

24
 Figure 31
Fuel Injection Pump Installed on Calibrating Machine

25
-------------------PART2-FUElSYSTEMS--__________________
2. Set the variable speed calibrating
machine to 900 rev/min. Turn on the
fuel supply and allow fuel to flow from
the pump body bleed screw nearest to
the governor. Tighten the bleed screw
when the fuel flows free of air bubbles.
Run the machine at 900 rev/min for 10
minutes to allow the injection pump and
oil to warm up.
3. Hold the control lever in the full delivery
position and check the delivery from
No. 4 element on the 4-cylinder pump
over an average of four deliveries, each of
200 injections. Adjust the maximum fuel
stop screw on the pump housing to give
the specified average delivery and tighten
the locknut. See "Specifications"
Chapter 8.
4. Check the other elements of the pump in
the same manner and adjust the delivery
of each element to within 0·2 cc of the
first element checked.
NOTE: When calibrating, ignore the first set
of readings after adjustments have been
made.
26
5. When calibration is satisfactory, repeat the
test with the calibration machine set at
100 rev/min.
If the reduction in delivery at 100
rev /min exceeds 40% of that at 900
rev/min, a worn element is indicated.
However, before installing a new element,
visually check the delivery valve and
guide. If either shows signs of wear,
install a new delivery valve and guide
and re-test the pump.
6. Run the pump at 100 rev/min then operate
the stop control and ensure all elements
cease delivery just before the control
rod reaches the end of its travel.
TESTING THE GOVERNOR
1. Hold the control lever in the maximum
delivery position. Slowly increase the
speed of the calibrating machine whilst
observing the control.
Note the speed at which the control rod
starts to move away from the maximum
delivery position. This should occur at the
specified maximum no-load speed. Ensure
fuel delivery ceases at the correct speed,
see "Specifications" -Chapter 8.
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER6 . . . . . . . . . . . . . . . . . . . . . ..

E. LIFT PUMP OVERHAUL

I M PO RTANT: Whenever diagnosing a fuel

injection problem first ensure that the fuel
pump to engine timing is correct and that the
fuel lift pump is functioning correctly by
carrying out the following checks using test
kit No. FT.9103 or 2843.

FUEL LIFT PUMP

INTERNAL CONTAMINATION CHECK

1. Turn the fuel tank shut-off valve to the

"Off" position.
Figure 33
2. Withdraw the centre bolt and remove Lift Pump Pressure Check
the pump cover plate from the fuel lift
1. Pressure Gauge
pump, Figure 32. 2. Pressure Gauge Tube
3. Lift Pump
3. Check the area inside the lift pump
chamber for any accumulation of dirt or
foreign matter. Wash the inside of the 4. Install the pump cover plate and tighten
chamber with clean fuel oil if dirt is to the correct torque, see "Specifi-
present. cations", Chapter 8.

Figure 32 Figure 34
Internal Contamination Check Air Leakage Check

1. Lift Pump 1. Plastic Tube

2. Lift Pump
3. Fuel Filter

27
 PART 2- FUEL SYSTEMS _ _ _ _ _ _ _ __
LIFT PUMP PRESSURE CHECK
1. Disconnect the fuel pressure line at the
top side of the fuel lift pump and install
the Pressure Gauge and Tube Assem-
bly, Figure 33.
2. Turn the fuel tank shut-off valve to the
"ON" position.
3. Using the fuel lift pump priming lever,
'pump up' the lift pump until the pointer
on the gauge rises to its maximum
obtainable level.
NOTE: If no resistance is felt when pumping
the priming lever and no gauge pressure is
recorded, it is possible that the injection
pump camshaft is positioned so that the lift
pump rocker lever is in neutral position.
Momentarily turn the engine over and repeat
Step No.3 above.
4. Observe the pressure reading on the
gauge. The pressure should be a mini-
mum of 2.5 Ibf/in 2 (0.17 bar) (0.18
kgf/cm2) and should hold for a mini-
mum of five minutes. If the pressure
does not hold for a minimum of five
minutes, install a new fuel lift pump.
5. Turn the fuel tank shut-off valve to the
"Off" position.
6. Remove the pressure gauge and tube
assembly.
AIR LEAKAGE CHECK
1. Ensure that the fuel tank shut-off valve
is turned to the "Off' position.
2. Completely remove the line connecting
the pressure side of the lift pump and the
fuel filter.
3. Install the 24 in (60.9 cm) clear plastic
tube, as shown in Figure 34. Tighten the
fitting at the lift pump securely. Tighten
the fitting at the filter finger tight.
4. Turn the fuel tank shut-off valve to the
"On" position and when all air is
expelled from the line, tighten the fitting
at the filter securely.
5. Start the engine and while the engine is
running at low idle, observe the clear
plastic tube for any signs of air bubbles.
If signs of air bubbles are present, check
all fuel line fittings for tightness or
stripped threads.
NOTE: Small quantities of tiny air bubbles
flowing in the fuel is permissible. Large air
bubbles flowing in the fuel is a sign of air
leakage in the fuel system.
6. If all fuel line fittings are securely
tightened, check the threads in the inlet
and outlet ports of the fuel lift pump. If
the threads are damaged in any way,
install a new fuel lift pump.
28
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER6 . . . . . . . . . . . . . . . . . . . . . ..

R2-4-34

figure 35
Fuel Lift Pump

1. Rocker Arm 8. Diaphragm and Pull Rod Assembly 15. Pulsator Cover Plate
2. Pivot Pin 9. Outer Body Assembly 16. Valves
3. Rocker Arm Lever 10. Washer 17. Return Spring
4. Spring 11. Screw 18. Inner Body
5. Priming Lever 12. Washer 19. Reinforcing Plate
6. Seal 13. Screw 20. Rocker Arm Spring
7. Retaining Pin 14. Pump Cover Plate

FUEL LIFT PUMP 1. Remove the screw and washer which

secure the pump cover plate and lift off
REMOVAL the cover and rubber pulsator
diaphragm.
1. Disconnect the battery.

2. Mark the positions of the two body

halves of the pump and the position of
2. Turn the fuel shut-off valve to the "Off"
the diaphragm and pull rod assembly so
position and disconnect the fuel inlet
that they can be re~assembled in the
and outlet lines from the fuel lift pump.
same relative positions.

3. Withdraw the two nuts securing the
pump to the injection pump cam box
and remove the pump and gasket.
3. Remove the six screws and washers
securing the two body halves of the
pump together. If necessary, punch
back the staking and remove the valves
from the outer half.

4. Push down the diaphragm and

DISASSEMBLY disengage the pull rod, then lift out the
diaphragm and pull rod assembly and
With reference to Figure 35. the return spring.

29
. . . . . . . . . . . . . . . . . . .PART2-FUELSYSTEMS. . . . . . . . . . . . . . . . . ..

5. Drive out the retaining pin holding the
priming lever and withdraw the lever,
seal and lever spring.
4. If the valves have been removed from
their locations in the outer body, install
and stake them in position. The valves
should be examined to be sure they are
seating correctly.

6. Tap out the pivot pin and withdraw the

rocker arm and lever. Do not lose the
small spring fitted between the rocker
arm and the housing.
5. Reassemble the two pump halves and
install the six screws and lock-washers.
Fully depress the rocker arm to stretch
the diaphragm, then tighten the six
screws securing the tw,o halves of the
body to the correct torque, see "Specifi-
cations", Chapter 8.

RE-ASSEMBLY

1. Insert the rocker arm and lever and small

6. Install the rubber pulsator diaphragm
spring. Install the pivot pin and stake it
and pump cover plate with the screw
into place. Stake the pin in three places,
0 and washer. Tighten the screw to the
120 apart
correct torque, see "Specifications",
Chapter 8.

2. Install a new seal on the priming lever.

Position the lever spring on the lever,
and insert the assembly into the priming
lever bore. Hold the lever in position and
drive in the retaining pin.
INSTALLATION

1. Use a new gasket and install the pump

NOTE:Be sure the retaining pin is installed on the injection pump cam box with the
below the machined surface of the inner two nuts and lockwashers.
body or damage to the diaphragm may result.

2. Connect the fuel inlet and outlet lines.

3. Install the diaphragm return spring on
the diaphragm and pull rod assembly.
Insert the assembly into the inner body.
Hold the rocker arm lever inward and
hook the slotted end of the pull rod over 3. Ensure the pump retaining nuts and fuel
the end of the rocker arm lever. Test the line connections are tightened to the
operation of the rocker arm and diaph- correct torque, see "Specifications",
ragm by moving the rocker arm toward Chapter 8.
the body with the diaphragm moved
inward. With the diaphragm held fully
inward, the rocker arm should be free to
move without transmitting motion to 4. Turn the fuel shut off valve to the "On"
the diaphragm. position and bleed the fuel system.

30
 PART 2
FUEL SYSTEMS

Chapter 7
TURBOCHARGER
Section Page
A. TURBOCHARGER-DESCRIPTION AND OPERATION 1
B. TURBOCHARGER-OVERHAUL 2
C. BOOST CONTROL-DESCRIPTION AND OPERATION 10

A. DESCRIPTION AND OPERATION

The turbocharger is mounted on the engine

exhaust manifold and consists basically of a
turbine wheel and compressor wheel moun
ted on a common shaft and supported by two
bearings, Figure 1.

The turbine is driven by the engine exhaust

gases and drives the compressor to force air
into the engine intake manifold at an
increased rate.

This turbocharging or boost, means that a

greater volume of air is available within the
engine cylinders than on tile normally aspira-
ted engine. This greater volume of air permits
the complete burning of a larger fuel charge
to provide more power from the engine.

I M PO RTANT: To ensure adequate lubrica- Figure 1

tion of the turbocharger, allow the engine to Turbocharger Cross Section
idle at 1000 rev I min for approximately one A. To Intake Manifold
minute after starting the engine. B. From Air Cleaner
C. From Exhaust Manifold
D. To Exhaust Muffler
To allow the turbocharger and exhaust 1. Compressor Wheel
manifold to cool down and prevent any 2. Bearings
3. Turbine Wheel
possible distortion of components, idle the 4. Oil Supply to Bearing
engine at 1000 rev I min for approximately
one minute before stopping the engine.

1
__________________ ~PART2-FUElSYSTEMS ___________________

DISASSEMBLY

Disassemble the turbocharger following the

sequence of the index numbers assigned to
Figure 3, observing the following:

1. Clean the exterior of the turbocharger with

cleaning solvent to remove accumulated
surface matter before disassembly.

2. Match-mark the compressor housing,

turbine housing and centre housing with a
punch or scribe to facilitate orienting the
housings during reassembly.

3. Bend down tabs of lockplates, then remove

Figure 2 bolts, lockplates, clamps and housing.
Turbocharger installed
1. Turbocharger to Intake Manifold Tube
2. Oil Supply Tube NOTE:
3. Oil Return Tube 1. Exercise care when removing the
4. Exhaust Manifold
5. Turbocharger to Exhaust Clamps compressor housing to avoid damaging the
6. Exhaust Pipe compressor wheel blades.

2. Tap the turbine housing with a hammer if

force is needed for removal.

B.TURBOCHARG -OVERHAUL
REMOVAL
1. Remove the exhaust pipe by removing the
turbocharger to exhaust pipe damp, Figure
2, and support bracket.
2. Disconnect the air cleaner to turbocharger
tube and the turbocharger to intake mani-
fold tube by loosening the tube hose
clamps.
3. Disconnect the oil supply and return tubes
from the turbocharger. Cap the ends of the
tubes and the oil ports of the turbocharger
to prevent future bearing failures due to
foreign material.
4. Remove the turbocharger and gasket from
the exhaust manifold. Cover the opening in
the 'exhaust manifold to prevent the entry
of dirt which could cause damage to the
turbine wheel blades after installation and
start-up.
4. Clamp a suitable socket or box end wrench
in a vice and, with the centre housing and
rotating assembly oriented such that the
compressorwheei, is facing up, engage the
serrated end of the turbine wheel assembly,
with the socket or wrench.
NOTE: If desired, a turbine wheel assembly
holding fixture can be fabricated, as shown in
Figure 4, and used during removal of locknut,
as shown in Figure 5.
5. Support the centre housing and rotating
assembly in the vertical position and
remove the locknut using a double
universal socket wrench to avoid bending
the turbine wheel shaft.
6. Lift compressor wheel off the shaft of
turbine wheel assembly, then invert the
centre housing and turbine wheel
assembly. Remove the turbine wheel
assembly with piston ring from centre
housing. Remove the piston ring from the
turbine wheel assembly.

2
________________________ CHAPTER7 _______________________

Figure 3
Turbocharger Components
1. Bolt 9. Locknut 17. Seal ring
2. Lockplate 10. Compressor Wheel 18. Thrust Bearing
3. Clamp 11. Piston Ring 19. Piston Ring
4. Compressor Housing 12. Turbine Wheel Assembly 20. Thrust Collar
5. Bolt 13. Wheel Shroud 21. Retaining Ring
6. Lockplate 14. Bolt 22. Bearing
7. Clamp 15. Lockplate 23. Spring Pin
8. Turbine Housing 16. Backplate Assembly 24. Center Housing

3
___________________ PART2-FUELSYSTEMS __________________

Figure 4 Figure 5
Turbine Wheel Holding Fixture Turbine Wheel in Holding Fixture
Fabricate from hard wood or aluminium bar
stock. Assemble top and bottom blocks with
screws or bolts.
1.1 in. (25.4 mm)
2. 1i in. (38 mm) Minimum
3. Bottom Block Solid
4. Drill 2-11 116 in. (82 mm) diameter hole through
top block
5. Drill eleven % in. (9.5 mm) Holes Equally Spaced
on a 2~5/16 in. (88 mm) diameter circle

7. Bend down tabs of lockplates and remove 12. Remove the two piston rings from the
bolts, lockplates and backplate assembly. thrust collar and the turbine wheel shaft.

13. Remove the four snap rings and two

NOTE: If necessary, lightly tap the backplate bearings from the turbocharger centre
assembly with a lead or brass hammer to housing.
remove it from the centre housing.

8. Do not disassemble the backplate

assembly (Le., remove the spring pressed
into the backplate counterbore).
9. Do not remove pins from centre housing
unless replacement of pins is required.
10. Remove the seal ring from the groove in
the centre housing.
11. Remove the thrust collar and thrust
bearing from the centre housing.
Cleaning
NOTE: Before cleaning detail parts, inspect all
parts for burning, rubbing, or other damage
that might not be evident after cleaning. Refer
to "Trouble-Shooting" if evidence of such
damage is found.
Clean all parts in a non-caustic cleaning
solution. Use a soft bristle brush, a plastic
blade scraper, and dry compressed air to
completely remove accumulated surface
matter.

4
------------------------CHAPTER7------------------------
Figure 6
Sectional View of Centre Housing
1. Oil Squirt Hole
2. Turbine End Oil Cavity
NOTE:
1. Do not use abrasive cleaning methods
which might damage or destroy machined
surfaces.
2. Be sure that all wheel blades are thoroughly
cleaned. Deposits left on the blades will
affect the balance of the rotating assembly.
Especially check the turbine-end oil cavity of
the centre housing and remove to make sure
the oil squirt hole in the centre housing, Figure
6, is not obstructed. To clean the hole, insert a
wire. The hole diameter is 0.053 to 0.060 in.
(1.35 to 1.52 mm).
Remove the oil inlet and outlet tubes from the
engine and thoroughly clean the lines inside
and out. Oil tubes which are dented or bent
enough to restrict oil flow must be replaced.
5
INSPECTION
1. Inspect all bolts for worn, stripped, or
crossed threads and for corrosion. Threads
must be free of corrosion and otherwise in
good condition.
2. Inspect the compressor housing for
damage caused by rubbing of the
compressor wheel. Check all tapped holes
for worn, stripped, or crossed threads and
for corrosion. Check the counterbore that
mates with the backplate assembly for
nicks, dents, or warping that could prevent
proper sealing with the backplate
assembly.
3. Check the compressor wheel nut for cracks
and for nicked, worn, stripped, or crossed
threads.
4. Check the compressor wheel for blade
damage due to rubbing on the compressor
housing, for erosion of blade tips due to
ingestion of dirt and sand into the
compressor, and for foreign object impact.
5. Check the turbine wheel assembly for the
following defects:
(a) Blade damage due to rubbing on the
turbine housing.
(b) Blade damage due to impact with
foreign objects expelled from the
engine and ingested by the turbine.
(c) Blade tip erosion. Blade tip thickness
(for all blades) must not be less than
0.025 inch.
(d) Excessive wear of piston ring groove.
The ring groove must be free of step
wear, and the width of the groove
must not exceed 0.0735 in. (1.87 mm).
(e) Excessive wear of wheel hub adjacent
to the piston ring groove. The hub
diameter must not be less than 0.681
in. (17.30 mm).
-------------------PART2-FUELSYSTEMS-------------------
(f) Excessive wear of bearing journals.
The diameter of the journals must not
be less than 0.3994in. (10.14mm), and
the maximum out-of-roundness must
not exceed 0.0001 inch (0.002 mm).
(g) Nicked, worn, stripped, or crossed
threads. The wheel assembly threads
must be free of all such defects.
6. Check the wheel shroud for damage due to
rubbing of the turbine wheel, for erosion,
and for warping.
7. Inspect the backplate assembly for the
following defects:
(a) Worn or damaged backplate bore. The
diameter of the bore between the
piston ring operating area (smaller
diameter) and the compressor wheel
must not exceed 0.501 in. (12.72 mm),
and the entire bore must be free of
scratches and scores.
(b) Loose or damaged thrust spring. The
spring must be securely pressed into
the backplate counterbore, and it
must be free of cracks, corrosion, or
surface damage from contact with the
thrust bearing.
(c) Cracked or warped backplate. The
backplate-to-centre housing mount-
ing surface must be flat within
0.0005 in. (0.013 mm) total indicator
reading.
8. Inspect the thrust bearing for scratching,
scoring, galling, or excessive wear of the
bearing surfaces. The bearing face that
mates with the centre housing and the
bearing surfaces that mate with the thrust
collar must be flat within 0.0003 in.
(0.007 mm) total indicator reading. Inspect
the bearing bore for wear or damage
caused by contact with the bottom of the
bearing groove in the thrust collar as a
secondary result of extreme journal bearing
wear and radial shaft motion. The diameter
of the bore must not exceed 0.430 in. (10.92
mm). Check the oil passages in the thrust
bearing for clogging with dirt or other
foreign material. The oil passages must be
clean and free of all obstructions.
6
9. Inspect the thrust collar for the following
defects:
(a) Scratching, scoring, galling, or
excessive wear of the sides and
bottom of the thrust bearing groove.
The sides of the groove must be free
of surface defects, must have a
surface finish of 16 microinches AA
or better, and must be parallel to the
collar face that is installed toward the
centre housing. The width of the
groove must not exceed 0.1752 in
(4.45 mm). The diameter of the
bottom of the groove must not be
less than 0.370 in. (3.48 mm).
(b) Step wear of the piston ring groove.
The width of the groove must not
exceed 0.006 in.
(c) Scratching, scoring, galling, or
excessive wear of the thrust collar
end surfaces. The end surfaces must
be free of surface defects, and they
must be parallel within 0.0001 in.
(0.002 mm) total indicator reading.
10. Inspect the centre housing bores for wear
and other damage. All bore surfaces must
be free of scratches and scores. The
diameter ofthe journal bearing bores must
not exceed 0.6228 in. (15.82 mm). The
diameter of the standard turbine-end seal
bore must not exceed 0.703 in. (17.86
mm), and the diameter of the stepped
turbine-end seal bore must not exceed
0.713 in. (18.11 mm).
REPAIR AND REPLACEMENT
Ford recomends 100% replacement of the
following parts at each overhaul, or whenever
the turbocharger is disassembled to the extent
that these parts are removed. (See Figure 3),
Part Name Ref. No.
Bolt 1,5, 14
Lockplate 2,6,15
Seal Rung 17
Piston Ring 11,19
Retaining Ring 21
Bearing 22
------------------------CHAPTER7------------------------
Repair or replace all other parts and assemblies
as follows:
1. Clean up light wheel rub on the compressor
housing, using silicon carbide abrasive
cloth. If more than light clean-up of
damaged area is required, replace the
housing.
2. Replace all parts that do not meet
inspection requirements.
REASSEMBLY
Reassemble all turbochargers in reverse
sequence of disassembly, observing the
following:
CAUTION: If foreign matter falls into the
turbocharger during the assembly procedures
remove the particles immediately, even though
extensive disassembly may be required.
1. Fill the piston ring groove in turbine wheel
assembly (Figure 3) with high vacuum
silicon grease then install piston ring on the
turbine wheel assembly.
IMPORTANT: Do not force the piston ring
into the centre housing bore. This part is easily
broken.
2. With the piston ring and shroud installed on
the turbine wheel assembly, carefully guide
the wheel assembly shaft through bearings
to avoid damaging the bearing bores. Start
the piston ring into the bore of the centre
housing by gently rocking the turbine
wheel; then slide the shaft into the centre
housing as far as it will go.
3. Engage the serrated end of the turbine
wheel assembly in a suitable socket or box
end wrench clamped in a vice, or install the
turbine wheel assembly in a holding fixture
fabricated in according with Figure 4.
7
4. Start thrust collar on the shaft of the
turbine wheel assembly; then install thrust
bearing in the groove of the collar, and slide
the assembled parts down against the
centre housing so that pins engage the
holes provided in the thrust bearing.
5. Install backplate assembly over the shaft of
the turbine wheel assembly and carefully
guide piston ring into the backplate bore.
This can be accomplished easily if the ring
gap is started into the bore first.
IMPORTANT:Do not force the piston ring
into the backplate bore. This part is easily
broken.
6. Align the bolt holes in the backplate
assembly with the bolt holes in the centre
housing, and install bolts with lockplates.
Tighten the bolts to a torque of 75 to 90 inch
pounds (8.47 to 10.16 Nm); then bend tabs
of lockplates up against the bolts.
7. Install compressor wheel on the shaft of the
turbine wheel assembly.
IMPORTANT:Tighten the locknut using a
socket wrench with a double universal joint to
avoid bending the turbine wheel assembly
shaft.
8. Make sure that the front face of the com-
pressor wheel and the washer face of
locknut are clean and smooth. Apply a light
coat of oil to the threads and the washer
face of the locknut; then install the locknut
on the shaft and tighten it to a torque value
of 18 to 20 inch pounds (2.03 to 2.26 Nm),
above the drag torque required to bottom
the locknut.
NOTE:Bottoming of the locknut will be
indicated by a sharp increase above the drag
torque observed while running the nut down.
9. After obtaining the above torque value,
tighten the locknut through an angle of 90
degrees. This additional tightening will
result in stretching the shaft 0.0055 to
0.0065 in. (0.14 to 0.16 mm), which is
required for proper installation of the
compressor wheel.
-------------------PART2-FUELSYSTEMS-------------------
10. Apply a coat of high temperature com-
pound to the threads of bolts before
installation.
IMPORTANT: Excessive looseness of the tur-
bine housing can result in damage to the
turbine wheel sufficient to require replacement
of the turbine wheel assembly.
11. After attaching turbine housing to the
centre housing and rotating assembly,
tighten bolts just enough to prevent the
turbine wheel from contacting the
housing, but loose enough to permit the
turbine housing to rotate with respect to
the centre housing. Do not bend up the
tabs of lockplates at this time.
IMPORTANT: Excessive looseness of the
compressor housing can result in damage to
the compressor wheel sufficient to require
replacement of the wheel.
12. Orient the assembled parts so that the
compressor wheel is facing up and install
compressor housing on the backplate
assembly. Install clamps, lockplates and
bolts. Tighten the bolts just enough to
prevent the housing from contacting the
compressor wheel, but loose enough to
permit the compressor housing to rotate
with respect to the centre housing.
13. If match marks applied to the turbine
housing and the centre housing during
disassembly are visible, align these marks.
Then, tighten bolts to a torque value of
100 to 130 inch pounds (11.29 to 14.68
Nm), and bend the tabs of the lockplates
up against the bolts.
NOTE: Tighten stainless steel bolts to a torque
value of 140 to 170 inch pounds (15.81 to
19. 19 Nm).
8
14. If match marks applied to the compressor
housing and centre housing during
disassembly of the turbocharger are
visible, align these marks. Then, tighten
bolts (Figure 3), to a torque value of 100 to
130 inch pounds (11.29to 14.68 Nm), and
bend the tabs of the lockplates up against
the bolts.
15. Prelubricate the turbocharger as detailed
in this manual under INSTALLATION.
Check bearing clearance, start with step 3
of the following section: Bearing
Clearance Inspection Procedures.
BEARING CLEARANCE INSPECTION
PROCEDURES
When there is reason to suspect that the turbo-
charger bearings are sufficiently worn to
permit either the compressor or turbine wheel
to rub in its housing (such as when there is an
audible indication of rubbing), it is
recommended that the following bearing
clearance inspection procedures be
performed.
1. Remove the aid duct from the compressor
air inlet, and remove the exhaust duct from
the turbine exhaust gas outlet.
2. Disconnect the oil supply line from the oil
inlet port at the top of the turbocharger
centre housing.
3. Attach a plunger-type dial indicator with a
two-inch extension rod (or equivalent), to
the centre housing so the indicator plunger
extends through the oil inlet port and
contacts the shaft of the turbine wheel
assembly. See Figure 7.
4. Manually apply pressure equally and
simultaneously to both the compressor and
turbine wheels as required to move the
turbine wheel assembly shaft away from
the dial indicator plunger as far as it will go.
 Figure 7
Measuring mainshaft Radial Tolerance
1. Magnetic Dial indicator base
2. Indicator Gauge
3. Indicator Plunger
4. Oil Port
5. Compressor Housing
6. Set the dial indicator to zero.
6. Manually apply pressure equally and
simultaneously to both the compressor and
turbine wheels as required to move the
turbine wheel assembly shaft toward the
dial indicator plunger as far as it will go.
Note the maximum shaft excursion shown
on the indicator dial.
NOTE: Make sure that the dial indicator
reading is the maximum reading obtainable,
verified by rolling the wheels slightly in both
directions while applying pressure.
7. Manually apply pressure equally and
simultaneously to the compressor and
turbine wheels as required to move the
turbine wheel assembly shaft away from
the dial indicator plunger as far as it will go.
Note that the indicator pointer returns
exactly to zero.
9
Figure 8
Measuring Mainshaft Thrust Bearing Horizontal
Clearance
1. Dial Indicator Tip
2. Turbine Wheel Assembly
3. Clamp
4. Dial Indicator Gauge
8. Repeat steps 4 through 7 as required to
make sure that the maximum ciearance
between the centre housing bores and the
shaft bearing diameters, as indicated by
the maximum shaft excursion, has been
obtained.
9. !f the maximum bearing radial clearance is
less than 0.003 in. (0.7 mml or greater
than 0.006 in. (1.5 mmL remove and
overhaul the turbocharger. If the
turbocharger has been overhauled the
compressor wheel and turbine wheel
assembly require replacement.
IMPORTANT: Continued operation of a tur-
bocharger having an excessive amount of
bearing radial clearance will result, and
probably very quickly, in irreparable damage to
the compressor wheel or housing or to the
turbine wheel or housing.
10. Mount a dial indicator at the turbine end of
the turbocharger so the dial indicator tip
rests on the end of the turbine wheel
See 8.
-------------------PART2-FUELSYSTEMS-------------------
11. Manually move the compressor wheel and
turbine wheel assembly alternately away
from and toward the turbine end of the
turbocharger. Note the travel of the
turbine wheel assembly in each direction
shown on the indicator dial.
12. Repeat step 11 as ,required to make sure
that the maximum clearance between the
thrust bearing components, as indicated
by the maximum turbine wheel asembly
travel, has been obtained.
IMPORTANT: Continued operation of a tur-
bocharger having an excessive amount of
thrust bearing axial clearance will result in
irreparable damage to the compressor wheel
and housing or to the turbine wheel assembly.
13. If the maximum thrust bearing axial
clearance is less than 0.001 in. (0.02 mm),
or greater than 0.004 in. (0.1 mm), remove
and overhaul the turbocharger. If the
turbocharger has been overhauled the
compressor wheel and turbine wheel
assembly require replacement.
C. BOOST CONTROL-DESCRIPTION AND OPERATION
The turbocharged engines give p higher
power output and provide fuel economy
through increased efficiency.
However, it is inherent in the design of the
turbocharger that the volume of air fed to the
engine cylinders falls off as the speed of the
turbocharger drops. Since the turbocharger
is driven by the engine exhaust gases; at low
speed and low throttle openings, the
turbocharger speed will also be low and the
volume of air or boost provided will be
reduced. Under these conditions, the normal
maximum fuel setting must be restricted to
prevent the emission of smoke. This is the
function of the boost control unit
10
INSTALLATION
1. Prior to installation fill the turbocharger
centre housing with new clean engine oil
and rotate the main shaft to lubricate the
bearings.
2. Installation of the turbocharger follows
the removal procedure in reverse. Install a
new gasket and tighten the turbocharger
retaining nuts to the specified torque, see
"Specifications" - Chapter 8.
3. To provide the turbocharger with initial
lubrication, crank the engine for approx-
imately 15 seconds with the engine stop
control out.
Check the engine oil level and add oil if
required. Idle the engine and check all tubes
and gaskets for leaks. Run the engine at rated
speed and listen for sounds of metallic contact
from the turbocharger. If any noise is
apparent, stop the engine immediately and
correct the cause.
NOTE: After the unit has obtained operating
temperatures, the rotating assembly should
coast freely to a stop after the engine is
stopped. If the rotating assembly jerks to a
sudden stop, the cause should be corrected
immediately.
Governmental smoke regulations in certain
locations necessitate the installation of a
boost control unit to provide automatic
control of maximum fuel delivery under low
turbocharger speed conditions.
The boost control unit is mounted on top
of the in-line type fuel injection pump,
above the governor housing and senses the
inlet manifold air pressure generated by the
turbocharger. When the manifold air pressure
drops below a pre-determined level the
control unit automatically restricts the
amount offuel fed to the engine.
------------------------CHAPTER7-------------------------

Figure 9
Boost Control Unit
1. Stop Screw 5. Cam
2. Adjusting Sleeve 6. Maximum Fuel Rod
3. Diaphragm Spring 7. Piston and Diaphragm Assembly
4. Maximum Fuel Stop 8. Adjusting Spring

OPERATION A further adjustment for setting the lowest

With reference to Figure 9.
The boost pressure IS fed from the inlet mani-
fold to one side of the diaphragm. The
diaphragm tends to move inwards which
causes the maximum fuel rod to pivot the
cam and move the maximum fuel stop
within the fuel injection pump to a new
position.
A compressed coi I spri ng opposes the
movement of the diaphragm and when the
boost pressure force exerted on thediaphragm
equals the compressed spring loading the
diaphragm movement ceases. A decrease
in boost pressure will allow the diaphragm
to return under the influence of the
compressed spring until the forces balance
again.
possible restriction of maximum fuel setting
is provided by means of the stop screw. This
screw passes through the adjusting sleeve
and butts against the end of the spindle rod
inside the diaphragm piston assembly. The
adjusting sleeve is internally threaded and
the stop screw is screwed in or out to
provide the required stop position. The
screw is then locked in position with a
locknut.
IMPORTANT: The boost control unit
adjustments are pre-set in production and
should not require to be altered in service.

11
------------------PART2-FUELSYSTEMS-------------------

12
 PART 2
FUEL SYSTEMS

Chapter 8
TROUBLE SHOOTING, SPECIFICATIONS,
TEST PLANS AND SPECIAL TOOLS

Section Page
A. TROUBLE SHOOTING-GASOLINE ENGINES 1
B. TROUBLE SHOOTING-DIESEL ENGINES 4
C. TROUBLE SHOOTING- TURBOCHARGER 10
D. SPECIFICATIONS 14
E. SPECIAL TOOLS 18
F. TEST PLANS 20

A. TROUBLE SHOOTING-GASOLINE ENGINES

I M PO RT ANT: Whenever effecting a repair The following table lists problems and their
the reason for the cause of the problem must possible causes with the recommended
be investigated and corrected to avoid repeat remedial action.
failures.

PROBLEM POSSIBLE CAUSES REMEDY

Fuel not reaching 1. Fuel shut-off valve closed
the carburetor
2. Plugged fuel line
3. Plugged sediment bowl
4. Plugged fuel inlet screen
1. Check the fuel shut-off valve
at the fuel tank is in the 'ON'
position
2. Loosen the fuel shut-off
valve-to-sediment bowl line
at the bowl and ensure fuel
is reaching the bowl. If not,
remove and flush the line.
3. Check and clean out sediment
bowl
4. Check and clean the wire mesh
in the fuel inlet fitting at the
carburetor

1
_ _ _ _ _ _ _ _ _ PART 2-FUEL SYSTEMS _ _ _ _ _ _ _ _ __

PROBLEM POSSIBLE CAUSES REMEDY

-~-~

Carbu retor floods 1. Choke plate sticking or 1. Ensu re choke plate is free to
or leaks air valve blocked move and the air valve is
functioning properly

2. Damaged float and/or 2. Remove and disassembly the

inlet needle carburetor. Examine the float
and inlet needle. Install new
parts as required and set the
level of the float

3. Carburetor main body and/ 3. Replace faulty unit

or fuel bowl cracked or
leaking

4. Carburetor joint leakage 4. Check all gaskets

Fuel mixture too 1. Restricted fuel lines 1. Remove fuel lines and flush
lean or replace

2. Faulty fuel pump 2. Check fuel pump operation

and overhau I or replace

3. Incorrect carbu retor fuel 3. Check the fuel level and float
level setting in the carburetor

4. Restricted fuel inlet 4. Checkand clean thewire mesh

screen in the fuel inlet fitting at
the carburetor

5. Restricted fuel passages 5. Check fuel passages for gum

or varnish. Remove
obstruction and flush clean

Fuel mixture too 1. Restricted air cleaner 1. Ensure air i·"":take free from
rich obstruction and clean or
renew filter element

2. Air bleeds plugged 2. Check and clear idle and

high speed air bleeds

3. Restricted fuel passages 3. Check fuel passages for gum

or varnish. Remove
obstruction and flush clean

4. Incorrect carburetor fuel 4. Check the fuel level and float

level setting in the carburetor

5. Metering valve too tight 5. Check and correctly set

meteri ng va Ive

2
------------------------CHAPTERS------------------------
PROBLEM POSSIBLE CAUSES REMEDY

Rough idle 1 . Any of the items listed 1. Check all items as listed
under "Fuel mixture'too
,.
lean

2. Idle fuel adjustment 2. Check and re-adjust idle

incorrect fuel setting

3. Faulty idle adjustment 3. Check the idle adjustment

needle needle and replace if
grooved, worn or damaged

4. Carburetor internally 4. Remove and disassemble

restricted the carburetor. Check the
internal passages of the
metering systems for
restrictions and clean the
carburetor before
re-assembly

Low fuel pump 1. Worn cam lobe 1. Check the cam lobe
pressure attached to the front of
the camshaft gear for
wear ,or grooves. Replace
faulty unit

2. Faulty shaft 2. Check the shaft that runs

on the cam lobe for
damage. Replace faulty
unit

3. Loose or cracked fittings 3. Check the fittings and

tighten or replace

4. Ruptured pump diaphragm 4. Operate the pump plunger

pin with fingers over the
fuel fittings. If a defective
diaphragm is indicated
install a new fuel pump

Fuel pump I'eaks 1. Faulty gasket 1. Check and replace the

gasket between the two
ha Ives of the pu mp

2. Loose fuel line fittings 2. Check and tighten all fuel

line fittings

3. Cracked body 3. Check fuel pump body and

replace faulty unit

4. Loose retaining screws 4. Check and tighten the

screws retaining the two
halves of the pump

3
------------------PART2-FUELSYSTEMS-------------------
B. TROUBLE SHOOTING-DIESEL ENGINES
IMPORTANT: Whenever effecting a repair the reason for the cause of the problem must
be investigated and corrected to avoid repeat failures.
The following tables list problems and their possible causes with recommended remedial
action.
DIESEL FUEL SYSTEMS-GENERAL
PROBLEM POSSIBLE CAUSES
Fuel not reaching 1. Fuel shut-off valve closed
injection pump
2. Restricted fuel filters
3. Air in system
4. Fuel leakage
Fuel reaching 1. Low cranking speed
nozzles but 2. I ncorrect throttle
enginewill not adjustment
start 3. Incorrect pump timing
4. Fuel leakage
5. Faulty injectors
6. Low compression
Engine hard to 1. Low cranking speed
start 2. Incorrect pump timing
3. Restricted fuel filters
4. Contaminated fuel
5. Low compression
6. Air in system
Engine starts 1. Fuel starvation
and stops
2. Contaminated fuel
3. Restricted air intake
4. Engine overheating
5. Air in system
4
REMEDY
1. Check the fuel shut-off
valve at the fuel tank is in
the 'ON' position
2. Check and flush the fuel
filters clean
3. Bleed the fuel fi/lters
4. Check the fuel lines and
connectors for damage
1. Check the cranking speed
2. Check the throttle control
rod travel
3. Check the pump timing
4. Check the fuel lines and
connectors for leakage
5. See injector trouble
shooting
6. Check the engine
compression
1. Check the cranking speed
2. Check the pump timing
3. Check and flush the fuel
filters clean
4. Check for water in the
fuel
5. Check the engine
compression
6. Check for air leaks on the
suction side of the system
1. Check and flush clean
restricted fuel lines or
fuel filters
2. Check for water in the fuel
3. Check for restrictions in
the air intake
4. Check cooling system
5. Check for air leaks on the
suction side of the system
-----------------------CHAPTER8-----------------------
PROBLEM POSSIBLE CAUSES REMEDY

Erratic engine 1. Fuel leakage 1. Check the injector lines

operation and connectors for leakage
(surge,
misfiring, poor 2. Fuel starvation 2. Check and flush clean
governor restricted fuel lines or
regulation) filters

3. Incorrect pump timing 3. Check the pump timing

4. Contaminated fuel 4. Check for water in the fuel

5. Ai r in system 5. 81eed the fuel system

6. Faulty or sticking injector 6. See injector trouble

nozzles shooting

7. Incorrect engine timing 7. Check for faulty engine

valves

Engine does not 1. I ncorrect throttle 1. Check for insufficient

develop full adjustment throttle control movement·
power or speed
2. Incorrect maximum 2. Check maximum no-load
no-load speed speed adjustment

3. Fuel starvation 3. Check and flush clean

restricted fuel lines and
filters

4. Air in system 4. Check for air leaks on the

suction side of the system

5. Incorrect timing 5. Check pump timing

6. Low compression 6. Check engine compression

7. Incorrect engine timing 7. Check for improper valve

adjustment or faulty valves

Engine emits 1. Restricted air intake 1. Check for a restricted air

black smoke intake

2. Engine overheating 2. Check cooling system

3. Incorrect timing 3. Check the pump timing

4. Faulty injectors 4. See injector trouble

shooting

5. Low compression 5. Check the engine

compression

6. Incorrect engine timing 6. Check the engine valves

5
- - - - - - - - - - PART 2-FUEL SYSTEMS - - - - - - - - - -
ROTARY TYPE FUEL INJECTION PUMPS
PROBLEM POSSIBLE CAUSES
Incorrect 1. Loose or damaged inlet
vacuum connections
2. Damaged copper washer
on inlet adaptor to end
plate
3. Damaged copper washer
on fuel inlet connection
4. Damaged outer seal on
regulating sleeve
5. Regulating spring missing
or broken
6. End plate not tightened
square to hydraulic head
7. Faulty transfer pump seal
8. Worn or damaged transfer
pump blades
9. Transfer pump liner not
properly located
10. Air in pipe to vacuum
gauge
Low transfer 1. Regulating valve inner
pressure seal damaged
2. Regulating spring or
piston missing
3. Incorrect regu lating spring
4. Worn or damaged transfer
pump blades
5. Faulty transfer pump seal
6. Loose or incorrectly
tightened end plate
7. Faulty washers on head
locking and head locating
screws
8. Damaged seals on head
locating fitting
High transfer 1. Sticking regulator piston
pressure 2. Incorrect regulating
spring-too strong
3. Test bench operating on
pressure feed
4. Regulating spring guide
installed upside down
5. Incorrect regulating
spring guide
6. Regulating sleeve
installed upside down
6
REMEDY
1. Tighten or replace damaged
components
2. Replace washer
3. Replace washer
4. Replace seal
5. Replace spring
6. Tighten squarely or replace
damaged unit
7. Replace seal
8. Replace damaged unit
9. Re-Iocate or replace
damaged unit
10. Purge and eliminate source
of air
1 . Replace seal
2. Replace spring or piston
3. Install correct spring
4. Replace damaged unit
5. Replace seal
6. Tighten or replace
damaged unit
7. Replace washers
8. Replace seals
1. Repair or replace piston
2. Install correct spring
3. Check maximum pressure
feed
4. I nstall correctly
5. Install correct guide
6. I nstall correctly
------------------------CHAPTER8------------------------
PROBLEM I POSSIBLE CAUSES REMEDY
_~.~·F· ~

Lowand 1. Regulating sleeve inner 1. Renew gasket

fluctuating gasket faulty
transfer 2. One transfer pump blade 2. Renew unit
pressure chipped

Low delivery 1. Maximum speed stop 1 . Adjust correctly

during fuel screw incorrectly adjusted
delivery check
2. Faulty or incorrect 2. Replace spring
at maximum
governor spring
speed
3. Governor spring linkage 3. Correct linkage coupling
coupled to wrong holes
4. Sticking metering valve 4. Repair or replace valve

Difficulty in 1. Governor spring damaged 1 . Replace spring

setting delivery or of wrong type
bymaximum
2. Governor link setting 2. Set correctly
speed top
incorrect
screw
3. Governor spring linkage 3. Assemble correctly
incorrectly coupled

4. Drive hub securing screw 4. Tighten screw

loose

5. Sticking metering valve 5. Repair and replace valve

6. Sticking governor thrust 6. Repair or replace sleeve

sleeve

Low advance 1. Low transfer pressure 1 . Inspect and repair transfer

reading
2. Too many shims installed
3. Spring too stiff, incorrect
type installed
4. Sticking advance piston
5. Sticking cam ring
6. Excessive clearance
between advance
piston and housing
pump
2. Shim correctly
3. I nstall correct spring
4. Repair or replace piston
5. Repair or replace cam ring
6. Install new components

7. Leaking advance gasket 7. Replace gasket

High advance 1. H ig h transfer pressu re 1. I nspect transfer pump for

reading restriction on outlet side

2. Insufficient shims installed 2. Shim correctly

3. Incorrect spring, too weak 3. Replace spring

7
- - - - - - - - - - PART 2-FUEL SYSTEMS _ _ _ _ _ _ _ _ __
PROBLEM POSSIBLE CAUSES
Incorrect 1. Throttle not fully open
maximum fuel 2. Incorrect maximum fuel
delivery setting
3. Sticking metering valve
4. Air in system
5. Sticking plungers or
roller shoes
6. Damaged washers or
radial connections
7. Incorrect transfer
pressure
8. Shut off mechanism
fouling metering valve
9. Governor link adjustment
incorrect
10. Governor spring linkage
incorrectly assembled
11. Cam ring reversed
Low fuel delivery 1 . Low transfer pressure
at 100rev/min
2. Throttle not fully open
3. Sticking metering valve
4. Sticking plungers or
roller shoes
5. Damaged washers on
radial connections
6. Plungers scored
7. Outlet ports scored
8. Excessive clearance,
rotor to hydraulic head
9. Air in system
10. Scored metering valve
Shut off not 1. Shut-off lever installed
working incorrectly to shut-off
shaft
2. Shut-off bar fouling
control cover or control
bracket
3. Governor link binding in
control arm
4. Governor link length too
long
5. Excessive clearance,
metering valve to hydraulic
head
6. Sticking metering valve
8
REMEDY
1 . I nspect and repair throttle
2. Check and adjust maximum
fuel setting
3. Repair or replace valve
4. Purge and eliminate
source or air
5. Repair or replace faulty
items
6. Replace washers
7. I nspect and repair transfer
pump
8. Repair or replace
mechanism
9. Adjust correctly
10. Assemble correctly
11. Insta II correctly
1. I nspect and repair transfer
pump
2. Inspect and repair throttle
3. Repair or replace valve
4. Repair or replace faulty
items
6. Replace washers
6. Install new plungers
7. Install new unit
8. I nstall new head and
rotor assembly
9. Purge and eliminate
source of air
10. Install new valve
1. Install correctly
2. I nstall correctly
3. Repair or replace
4. Ensure correct link length
6. Install new valve and/or
head and rotor assembly
6. Repair or replace valve
-----------------------CHAPTER8------------------______
IN-LINE TYPE FUEL INJECTION PUMPS

PROBLEM POSSIBLE CAUSES REMEDY

Pump fails to 1. Blocked tuellines to 1. Remove fuel lines and flush

deliver fuel to pump
all four injectors 2. Lift pump defective
3. Air in fuel lines to injectors
4. Control rod seized in
OFF position
or replace
2. Repair or replace pump
3. Bleed fuel lines
4. Repair or replace control rod

Pump fails to 1. Air in fuel line to injector 1. Bleed fuel line

deliver fuel to 2. Plunger spring broken 2. Replace spring
one injector 3. Plunger seized 3. Repair or replace barrel
and plunger assembly
4. Delivery valve seized 4. Repair or replace delivery
valve
5. Badly scored plunger and 5. Replace barrel and plunger
barrel assembly

Governor fails 1. Control spri ng broken 1. Replace control spring

to maintain 2. Governor weight carrier 2. Replace weight assembly
maximumor broken
minimum 3. Thrust pad seized 3. Replace thrust pad and/or
no-load fuel camshaft
delivery 4. Cross-shaft bolt broken or 4. Replace bolt
missing
5. Pump link spring broken 5. Replace spring

FUEL INJECTORS

PROBLEM POSSIBLE CAUSES REMEDY

Nozzle does not 1. Needle valve stuck 1. Check needle valve is

'buzz' whilst clean and not binding
injecting 2. Leakage 2. Check valve seat is not
leaking
3. Nozzle damaged 3. Examine nozzle retaining
cap for damage

Nozzle leak-back 1. Need Ie va Ive worn 1. Replace nozzle assembly

2. Blocked nozzle assembly
3. Loose nozzle retaining nut
2. Check for carbon or foreign
matter on faces of nozzle
and nozzle holder. Flush
clean or replace
3. I nspect faces and tig hten
nozzle retaining nut

9
__________________ PART2-FUELSYSTEMS ___________________

FUEL INJECTORS (CONT.)

PROBLEM POSSIBLE CAUSES REMEDY

Nozzle opening 1. Incorrectly adjusted nozzle 1. Check adjusting nut for

pressure retaining nut looseness and re-set
incorrect 2. Damaged nozzle or seized 2. Replace nozzle assembly
needle valve
3. Blocked nozzle holes 3. Check nozzle holes for
carbon or foreign matter.
Flush clean or replace

Nozzle seat 1. Nozzle incorrectly seated 1. Check for carbon or foreign

leakage matter on faces of nozzle
or nozzle holder
2. Sticking or binding needle 2. Repair or replace nozzle
valve assembly

Spray pattern 1. Obstructed needle valve 1. Check for carbon or foreign

distorted matter on needle valve tip.
Flush clean or replace
nozzle assembly
2. Obstructed needle valve 2. Check for carbon in needle
holes valve holes. Flush clean or
replace nozzle assembly
3. Damaged nozzle or needle 3. Replace nozzle assembly
valve

c. TROUBLE SHOOTING-TURBOCHARGER

It is important when trouble shooting a
suspected turbocharger malfunction to keep in
mind that a turbocharger cannot compensate
for incorrect engine operating procedures;
deficiencies of the engine air intake, fuel, or
exhaust systems; or for damaged engine
components such as valves, pistons, rings,
liners, etc. Replacing a good turbocharger with
another will not correct engine deficiencies.
Consequently, systematic trouble shooting of
a suspected turbocharger failure is essential for
two very important reasons. First, it must be
determined what, if anything, is wrong with
the turbocharger so that it can be repaired.
Second, it must be determined what action will
prevent a recurrence of the failure.
In many cases, the evidence required to
determine the cause of a malfunction is
destroyed in the process of removing the tur-
bocharger failed as the result of a faulty
installation (such as loose duct connections
that permitted ingestion of dirt by the
compressor), this fact would not be evident
once the turbocharger was removed from the
engine. Furthermore, failure to take
appropriate steps to assure correct installation
(such as repairing or replacing defective
clamps or ducting could cause the
replacement unit to fail in a similar manner.

10
-----------------------CHAPTER8-----------------------
The following Trouble Shooting Chart
contains information pertaining to probable
failure modes of turbocharged engines,
possible causes for such failures, and the
maintenance action required to remedy each
possible cause. It is not represented that this
information is all-inclusive. On the contrary,
this information should be considered
primarily as representative of the methods or
techniques that should be employed in trouble
shooting a turbocharged engine malfunction.
TURBOCHARGER TROUBLE SHOOTING CHART
SYMPTOMS
1. Engine lacks power or emits
black smoke
2. Engine exhaust emits blue smoke
11
In general, those trouble shootin,g procedures
that can be performed with the least effort and
in the least amount of time should be
performed first. No removal of disassembly
procedures should be performed until all visual
inspections and sensory tests (sight and feel)
that can be accomplished with the
turbocharger installed have been performed.
The possible causes and procedure are
generally arranged in the order of ease of
accomplishment.
POSSIBLE CAUSES
• Dirty Air Cleaner (See Notes A and
H)
• Loose compressor-to-intake manifold
connections (See notes B and C)
• Leak at engine intake at turbocharger
mounting flange (See Notes D, F, &
G)
• Turbo rotating assembly binding (See
Note K)
• Air cleaner to turbocharger duct
restricted (See NoteH)
• Compressor to intake manifold duct
restricted (See Note H)
• Engine exhaust system restricted
• Engine malfunction (rings, pistons,
valves, etc.)
• Dirty air cleaner (See Notes A and H)
• Loose compressor-to-intake manifold
connections (See Notes B and C)
• Leak at engine intake manifold (See
Notes F)
• Plugged engine oil filter
• Restricted duct between air cleaner
and turbocharger compressor (See
Notes H)
• Seal leak at compressor end of
turbocharger
• Engine malfunction (rings, pistons,
valves, etc.)
___________________ PART2-FUELSYSTEMS ___________________

TURBOCHARGER (Cant.)

SYMPTOMS POSSIBLE CAUSES

3. Excessive engine oil consumption • Wrong type or viscosity of engine

lubricating oil
• Seal leaks at compressor end of
turbocharger (indicated by oil in
housing or on wheel)
• Oil in engine exhaust manifold
(caused by malfunction of rings,
pistons, valves, etc.)

4. Noisy turbocharger • Dirty air cleaner (See Notes A and H)

• Foreign material or object in
compressor-to-intake manifold duct
(See Notes H)
• Foreign object in engine exhaust
system
• Carbon build-up in turbine housing
• Turbocharger rotating assembly
binding or dragging

5. Turbocharger rotating assembly • Damaged compressor wheel (See

binding or dragging Notes J)
• Damaged turbine wheel
• Compressor or turbine wheel rubbing
on housing due to worn bearings,
shaft journals or bearing bores
• Excessive dirt build-up in compressor·
(housing or wheel)
• Excessive carbon build-up behind
turbine wheel (overhaul turbine)
• Slugged or coked center housing
(check engine lube system, overhaul
turbocharger) (See Notes I)

6. Seal leaks at compressor end of • Dirty air cleaner

turbocharger
• Restricted duct between air cleaner
and turbocharger
• Loose compressor-to-intake manifold
duct connections
• Leaks at engine intake manifold
• Restricted turbocharger oil· drain line
• Plugged engine crankcase breather
• Worn of damaged compressor wheel
(worn bearings, bores or journals)
• Excessive piston blowby or high
internal crankcase pressure

12
_ _ _ _ _ _ _ _ _ _ _ _ CHAPTER 8
TURBOCHARGER (Cant.)
SYMPTOMS
7. Seal leaks at turbine end of
turbocharger
8. Worn turbocharger bearings, bores or
journals
NOTES
A. Refer to Engine portion of Service Manual
for servicing procedures.
B. With engine stopped, check duct
clamping devices for tightness.
CAUTION: Always start the engine from the
tractor seat. Never start the engine from the
ground.
C. With engine running at idle speed, lightly
spray duct connections with starting
fluid. Leads at connections will be
indicated by an increase in engine speed
due to the starting fluid being drawn into
the compressor and pumped into the
engine combustion chambers.
13
POSSIBLE CAUSES
• Excessive pre-oiling
• Plugged engine crankcase breather
• Restricted turbocharger oil drain line
• Siudged or coked center housing
• Worn turbocharger bearings, bearing
bores, or shaft journals
• Inadequate pre-oiling following
turbocharger installation or engine
lube servicing
• Contaminated or improper grade of
engine oil used in engine
• Insufficient oil supplied to
turbocharger due to "oil lag"
• Restricted turbocharger oil feed line
• Plugged engine oil filter
• Abrasive wear due to flaking of
"coked" particles from center
housing interior surface
• Insufficient lube oil supplied to
turbocharger due to engine oil pump
malfunction
D. With engine running at idle speed, check
duct connections for leads by applying
light weight oil or soap suds to areas of
possible leakage and observing for
bubbles. Exhaust gas leakage between
the cylinder head, exhaust manifold and
the turbocharger inlet will also create a
noise level change.
E. With engine running at idle speed, check
for unusual noise and vibration. If either
condition is noted, shut down the engine
immediately to protect the turbocharger
and engine from further damage. With the
engine stopped, check the turbocharger
shaft sheel assembly for damage as
outlined in note I, below.
F. With engine running, a change in the
noise level to a higher pitch can indicate
air leakage between the air cleaner and the
engine, or a gas leak between the engine
block and the turbocharger inlet.
_ _ _ _ _ _ _ _ _ _ PART 2-FUEL SYSTEMS - - - - - - - - - -

G. Exhaust gas leakage may be indicated by
heat discoloration in the area of the leak.
H. With the engine running, noise level
cycling from one level to another can
indicate a plugged air cleaner, a restriction
in the air cleaner-to-compressor duct, or a
heavy build-up of dirt in the compressor
housing or on the compressor wheel.
I. Internal inspection of the centre housing
can be accomplished by removing the oil
drain line and looking through the oil drain
opening. When a sludged or coked
condition exists, a heavy sludge build-up
will be seen on the shaft between the
bearing journals and in the centre housing
from the oil drain opening back to the
turbine end.
J. Thorough cleaning of the air induction
system is essential following compressor
wheel damage due to foreign object
impact. In many cases, metal pieces from
the wheel become imbedded in the air
cleaner element. If the element is not
changed in such cases, these metal pieces
can be drawn into the replacement turbo-
charger and cause it to fail in the same
manner as the original unit.
K. With the air inlet and exhaust gas ducting
removed from the turbocharger, examine
both the compressor and turbine wheels
for blade damage. Examine the outer
blade tip edges for evidence of rubbing on
adjacent housing surfaces.
NOTE: A light is required for examining the
turbine wheel blade tips, which are positiOned
inside the turbine housing. The surfaces
requiring inspection can be viewed from the
outlet end of the turbine housing.
Rotate the rotating assembly by hand and feel
for smooth turning, dragging or binding. Push
the rotating assembly sideways while rotating
to feel forwheel rub. If there is any indication of
rubbing, perform the bearing clearance
inspection procedures outlined in this manual
under Preventive Maintenance. If the rotating
assembly rotates freely and there is no
evidence of binding or rubbing, it can be
assumed that the turbocharger is serviceable.

D. SPECIFICATIONS

GASOLINE ENGINES

Ford 2610 Ford 3610 Ford 4610

Less With Less With Less With

Cab Cab Cab Cab Cab Cab

Fuel Tank Capacity:

U.S. Gallons 13.0 15.0 13.0 15.0 16.0 15.0
Imperial Gallons 10.8 12.5 10.8 12.5 13.3 12.5
Litres 49.3 57.0 49.3 57.0 60.5 57.0

Carburetor Float Setting:

Less Hillside Flooding Kit 1 ·0 in ± 1/64 in (25-4 ± 0-39 mm)
With Hillside Flooding Kit 7/8 in ± 1/64 in (22-2 ± 0-39 mm)
Carburetor Main Jet Sizes (NO. 51) (No. 55) (No. 61)
0.051 in 0.055 in. 0.061 in
(1.295 mm) (1.397 mm) (1.549 mm)

14
- - - - - - - - - - - - CHAPTER 8

GASOLINE ENGINES (CONT.)

Ford 2610 Ford 3610 Ford 4610

Fuel Pump Pressure 5.6 U.S. Gal (4.5 Imp. Gal.) (21.1 Litres) per hour at 1200
engine rev/min at 1.8 Ibf/in2 (0.126 bar) (0.126 Kgf/cm2)
at fuel pump outlet

Maximum No-Load 2250-2350 2250-2350 2450-2550

Speed (rev/min)

Idle Speed (rev/min) 600-650

DIESEL ENGINES

Ford 2610 Ford 4110 Ford 4610 Ford 5610*

Less With Less With Less With Less With Less With
Cab Cab Cab Cab Cab Cab Cab Cab Cab Cab

Fuel Tank Capacity

Less Auxiliary Fuel Tank:
U.S. Gallons 13.0 15.0 13.0 15.0 13.0 15.0 16.0 15.0 21.0 21.0
Imperial Gallons 10.8 12.5 10.8 12.5 10.8 12.5 13.3 12.5 17.4 17.4
Litres 49.3 57.0 49.3 57.0 49.3 57.0 60.5 57.0 79.5 79.5

Fuel Tank Capacity

With Auxiliary Fuel Tank:
U.S. Gallons - - - ~

- 34.5 34.5
Imperial Gallons - - ~

28.6 28.6
Litres 130.6 130.6
r----.----~~ ~ .. 1-------

Injection Pump Type Distributor

--~.~~

3053-3275Ibl/in"
2666-2887Ibf/in 2
Fuel Injector Nozzle (210226 bar) (184-199 bar)
Opening Pressure (215 230 Kgf/Cm")
(187-203 kgf/cm2)

Pump Timing 272° 2720 271 0 272° 2580

"- .. ~ .. - .~
............ _- - .
Maximum No-Load
Engine Speed (rev/min)
For Belgium, France, 2180-2200 2180-2200 2355-2375 2350-2370 2245-2265
Germany, Italy,
Netherlands and Sweden
.... ~---~

Maximum No-Load
Engine Speed (rev/min)
For All Countries 2225-2275 2225-2275 2425-2475 2350-2400 2250-2300
Except Belgium, France,
Germany, Italy
Netherlands and Sweden
--'---'--.
Idle Speed (rev/min) 600-850

"Tractors built prior to October 1985

15
 PART 2 FU EL SYSTEMS

DIESEL ENGINES

Tractors built prior to October 1985. For tractors built October 1985 onwards see Chapter 9
Section C.

Ford 6610 Ford 6710 Ford 7610 Ford 7710

Less With Less With Less With Less With
Cab Cab Cab Cab Cab Cab Cab Cab

Fuel Tank Capacity

Less Auxiliary Fuel Tank:
U.S. Gallons 21.0 21.0 28.0 28.0 21.0 21.0 28.0 28.0
Imperial Gallons 17.4 17.4 23.3 23.3 17.4 17.4 23.3 23.3
Litres 79.5 79.5 106.0 106.0 79.5 79.5 106.0 106.0

Fuel Tank Capacity

With Auxiliary Fuel Tank:
U.S. Gallons 34.5 34.5 47.0 47.0 34.5 34.5 47.0 47.0
Imperial Gallons 28.6 28.6 39.1 39.1 29.6 29.6 39.1 39.1
Litres 130.6 130.6 178.0 178.0 130.6 130.6 178.0 178.0

Injection Pump Type In-Line

In Line Type Fuel

Injection Pump Lubricating 0.88 U.S. pt. (0.73 Imp pt.) (414 cc)
Oil Capacity

2666 2887 Ibf/in 2 3053 3275 Ibf/in 2

Fuel Injector Nozzle
(184 199 bar) (210- 226 bar)
Opening Pressure
(187 - 203 kgf/cm2) (215 - 230 kgf/cm2)

Pump Timing 2r B.T.D.C. 2r B.T.D.C. 25" B.T.D.C. 25° B.T.D.C.

Maximum No- Load

Engine Speed (rev/min)
For Belgium, France, 2240 2270 2240 2270 2240 2270 2240 2270
Germany, Italy
Netherlands and Sweden

Maximum No- Load

Engine Speed (rev/min)
For All Countries except
2325- 2375 2325 2375 2325-2375 2325-2375
Belgium, France
Germany, Italy
Netherlands and Sweden

Idle Speed (rev/min) 600 850 700-800

16
________________________ CHAPTER8

TORQUE SPECIFICATIONS
FUEL SYSTEM

Ibfft Nm Mkg

Injector Line Nuts 20 26 3.0

Injector Retaining Bolts 17 22 2.3
Injector Pump-to-Front Adaptor Plate 28 38 4.0
Injector Leak-Off line Bolts 10 12 1.2
Fuel Filter line Nuts (with Extension) 25 30 3.0
Injection Pump-to-Gear Bolt 22 30 3.0
Injection pump Outlet Tube Bolt 18 25 2.5
Injector Nozzle Retaining Nut 50 70 7.0
Injector Cap Nut 50 70 7.0
Fuel Pump Drive 17 25 2.0
Fuel Filter Element Pump (Diesel) 8 10 1.0

FUEL INJECTION PUMP - ROTARY TYPE

Ibfft Nm Mkg

End Plate Screws 3.4 5 0.5

Fuel Inlet Connections 30 40 4.0
Transfer Pump Rotor 5 7 0.8
Head Locking Screws 14 19 2.0
Advance Device Cap Nut 9 12.5 1.3
Cam Advance Screw 33 45 4.5
Head Locating Fitting 29 39 4.0
Advance Device Spring and Piston
End Caps 21 29 3.0
Fuel Connection Studs (Banjo
and Radial) 23 32 3.0
Governor Control Cover Studs 5 7 0.7
Governor Control Cover Cup Nuts 3 4.5 0.5
Head Locating Fitting End Nut 17 23 2.4
Govenor Control Bracket Screw 2 2.5 0.3
Throttle and Shut-Off Shaft
Retaining Nuts 2.5 3.5 0.3
Drive Hub Screw 27 36 3.6
(Slacken and re-tighten to this torque
three times after testing pump)

Drive Plate Screws 29 (21 ) 39 (29) 4·0 (2'9)

(First tighten to high torque figure
then slacken and re-tighten to low
torque figure)

17
_ _ _ _ _ _ _ _ _ _ PART 2-FUEL SYSTEMS _ _ _ _ _ _ _ _ __

Ibfft Nm Mkg

Governor Weight Carrier Securing Screws 9 12 1.0

Delivery Valve Holders 42 60 6.0
Pump Drive Gear Adaptor Retaining Nut 45 5 6.0
Governor Spring Retaining Bolt 3 5 0.5
Control Fork Socket Screws 2 3 0.3
Pump Body Socket Screws 5 7 0.7
Fuel Injection Pump to Front Plate 28 40 4.0
Injection Pump-to-Gear Bolt 22 30 3.0

TURBOCHARGER

Ibttt Nm Mkg

Compressor Wheel Securing Nut 1.5 2.0 0.2

Turbine Housing Securing Bolts 10 13 1.4
Compressor Housing Securing Bolts 10 13 1.4
Backpiate Securing Bolts 7 9 0.9
Turbocharger Securing Nuts 35 48 4.8

TURBOCHARGER SPECIFICATIONS

Compressor Shaft Axial End Play 0.001-0.004 in.

(0.025-0.10 mm)
Bearing Radial Clearance 0.016-0.021 in.
(0.4-0.5 mm)

E. SPECIAL TOOLS

GASOLINE ENGINES

See diesel engine special tools. No additional special tools are required to service gasoline
engines.

DIESEL ENGINES

FUEL INJECTION PUMP - ROTARY TYPE

The following Special Tools for the Rotary Type Fuel Injection Pump are only available from Leslie
Hartridge Limited.

DESCRIPTION LESLIE HARTRIDGE TOOLS

Box Spanner for Transfer Pump Rotor 7044-889

Protection Cap for Head Locating Fitting 7044-897
Protection Cap for Auto Advance Plug 7044-898
Cap for Head Locating Fitting 7144-18
Oil Seal Guide 7144-260-A
Torque Adaptor 7144-261
Hydraulic Adaptor for Pump Timing 7144-262

18
. . . . . . . . . . . . . . . . . . . . . . CHAPTERS . . . . . . . . . . . . . . . . . . . .. .

SPECIAL TOOLS (CONT.)

FUEL INJECTION PUMP - ROTARY TYPE

DESCRIPTION LESLIE HARTRIDGE TOOLS

Protection Cap for Shut-Off Spindle 7144-458B
Protection Cap for Shut-Off Shaft/Throttle Shaft 7133 459A
Drive Plate Screw Torque Adaptor 7144 482
Drive Plate Spanner 7144-744
Drive Shaft Screw Tool 7144-773
Protection Cap for Mechanical Drive Shaft 7144-773
Maximum Fuel Adjusting Probe 7144 875
Universal Flange Marging Gauge 7244-26
Auto Advance Gauge 7244-59
Torque Spanner Socket 7244-125B
Base 7244 200

FUEL INJECTION PUMP IN-LINE TYPE

(Prior Tool Numbers, where applicable, shown in brackets)
V L CHURCHILL
DESCRIPTION NUDAY TOOLS
TOOLS
Adjustable Bridge Puller 518 5839 (518)
Shaft Protectors 625A 9212 (625A)
Pulling Attachment 952 9526 (952)
Camshaft End Float Gauge CT9017 8053
Delivery Valve Guide Remover CT9022 8055
Pump Spill Pipe CT9023 8056
Pump Bearing Remover CT9050 8057
Spill Cut-off Checking Adaptor CT9076B -8061
Delivery Valve Holder Adaptor FT91 00 4460
Lift Pump Test Kit FT91 03 2843
Camshaft End Float Gauge Adaptor CT9017 8054
Step Plate Tool 6305 9210

FUEL INJECTORS
(Prior Tool Numbers, where applicable, shown in brackets)
V L CHURCHILL
DESCRIPTION NUDAY TOOLS
TOOLS
Injector Nozzle Nut Socket CT9009 8126
Nozzle Reverse Flush Adaptor CT9024 8124
Injector Cleaning Kit* (FT9101
(SW20) 1720
Tallow OBTAIN LOCALLY
Polishing Sticks OBTAIN LOCALLY
* Kit consists of: Nozzle Cleaning Wires
Pressure Chamber Drills
Pressure Chamber Scraper
Valve Seat Scraper
Brass Wire Brush
Pin Vice

19
 PART 2 - FU EL SYSTEMS

F. TEST PLANS

1M PORTANT: Ensure check valves are in situ on injection lines prior to calibration being
checked.
NOTE: Due to the method of timing engines with in-line fuel injection pumps, the effect of
backlash in the timing gears is eliminated.
FUEL INJECTION PUMP - ROTARY TYPE TEST PLANS - FORD 2610 - 5610
BASIC PUMP SPECIFICATION
Mechanical governor
Automatic speed advance device
Rotation (looking at drive end) - Clockwise
Hydraulic head and transfer pump liner modified to provide for self-venting
Cambox pressurising valve (2610- 4610 only)
Governor link length as follows:

Ford 2610 to 4610 Ford 5610

53.00 54.00 mm (2.087 2.126 in.) 53.5 - 55.5 mm (2.126 2.185 in.)

Governor control spring positions:

2610 and 3610 - No.3 hole on control arm and No.2 hole on throttle lever.
4110 and 4610 - No.3 hole on control arm and No.1 hole on throttle lever.
5610- No.2 hole on control arm and No.2 hole on throttle lever.
Roller to roller dimension as follows:

Ford 2610 Ford 3610 Ford 4110 Ford 4610 Ford 5610
50.0 mm 50.15 mm 50.24 mm 50.43 mm 49.95 mm
(1.968 in.) (1.974 in.) (1.977 in.) (1.985 in.) , (1.966 in.)

Plunger diameter 9.5 mm (0.374 in.) - 2 plunger pump, 7.0 mm (0.275 in.) - 4 plunger pump.
Test P raced u re
Install Auto-advance measuring device and set scale to zero before commencing test.
Install pressure gauge to measure Cambox pressure using special bleed-off connection.
Ensure the pump injector valve assemblies are installed.
Where marked", use 30 sees. glass draining time and allow fuel to settle for 15 sees. before
taking a reading.
Shimming of Automatic Speed Advance Device:
Ford 2610, 3610 & 4610
A 1.0 mm shim is fitted to the piston spring cap on assembly. If necessary, 0.5 mm shim may be
removed in order to satisfy test (4). No additional shimming is required.
Ford 4110
1.5 mm shim is fitted to the piston spring cap on assembly. If necessary, 0.5 mm shim may be
removed in order to satisfy test (4).
Ford 5610
A 2.5 mm shim is fitted to the advance piston spring cap on assembly. A 0.2 mm shim may be
added for rectification.

20
________________________ CHAPTER8

TEST PLAN - FORD 2610 175 in 3 (2868 cm 3 ) Engine

ROTARY TYPE FUEL INJECTION PUMP - TYPE NUMBER 3233F900

All tests should be performed using Hartridge 875 or 1100 test machines.
The test fuel oil should be at 40°C ± 2°C (104 0 ± 4°F).

Test No. Description Rev/min. Requirements

Priming 100 Fuel delivery from all injectors and

control cover vent orifice
2 Transfer pressure 100 0.69 bar (10 Ibf/in2) minimum
3 Cambox pressure 1000 0041 to 0.69 bar (6 to 10 Ibf/in2 )
4 Advance setting 450 Set to 50 using TP adjuster
5 Fu" advance position 700 5~0 to 61-°
6 Transfer pressure 900 5.52 to 6.90 bar (80 to 100 Ibf/in2 )
7 Advance position 100 0°
8 Transfer pump vacuum 100 Note time to reach 20in (508mm) Hg.
Max time allowed 20 secs
9 Back leakage 750 5 to 100cc for 100 stroke time cycle
10 Maximum fuel setting Set to code on pump nameplate. Spread
between lines not to exceed 0.8cc.
11 Max fuel delivery check +:'100 Average delivery not to be less than
average at (10) minus 2.5cc.
12 Cut-off operation 200 Average delivery not to exceed 0.5cc.
Shut-off lever closed
13 Throttle operation 200 Average delivery not to exceed 1.5cc.
Throttle lever closed
14 Maximum fuel delivery 1000 Record average delivery
15 Governor setting 1120 Set throttle by maximum speed screw to
give max average delivery of 2.Occ. No
line to exceed 3.0cc. Lock maximum
speed screw.
16 Delivery check Not applicable
17 Delivery check 1000 With throttle set as at test (15) average
del ivery to be not less than average at
test (14) minus OAcc.
18 Delivery check Not applicable.
19 Timing Using outlet 'W' (55 ats. pressure)
and indexing tool set to 272 0, scribe
line on pump housing flange.

NOTE: The governor setting speed quoted in this test plan is for test purposes only. The
governor maximum speed screw must be finally set on the engine.

21
- -_ _ _ _ _ _ _ _ PART 2· FUEL SYSTEMS _ _ _ _ _ _ _ _ __

TEST PLAN - FORD 3610 - 192 in" (3146 em" ) Engine

ROTARY TYPE FUEL INJECTION PUMP - TYPE NUMBER 3233F880

All tests should be performed using Hartridge 875 or 1100 test machines.
The test fuel oil should be at 40°C ± 2°C (104° ± 4°F).

Test No. Descri ption Rev/min. Requirements

Priming 100 Fuel delivery from all injectors and

control cover vent orifice
2 Transfer pressure 100 0,69 bar (10 Ibf/in2 ) minimum
3 Cambox pressure 1000 OAl to 0.69 bar (6 to 10 Ibf/in 2 )
4 Advance setting 450 Set to 5° using TP adjuster
5 Full advance position 700 5~ ° to 6~ 0.
6 Transfer pressure 900 5.52 to 6,90 bar (80 to 100 Ibf/in 2 )
7 Advance position 100 0°
8 Transfer pump vacuum 100 Note time to reach 20in (508mm) Hg.
Max time allowed 20 secs
9 Back leakage 750 5 to 100cc for 100 stroke time cycle
10 Maximum fuel setting Set to code on pump nameplate. Spread
between lines not to exceed O.Scc.
11 Max fuel del ivery check *100 Average delivery not to be less than
average at (10) minus 2.5cc.
12 Cut-off operation 200 Average delivery not to exceed 0.5cc.
Shut-off lever closed
13 Throttle operation 200 Average delivery not to exceed 1.5cc
Throttle lever closed
14 Maximum fuel delivery 1000 Record average delivery
15 Governor setti ng 1120 Set throttle by maximum speed screw
to give max average delivery of 2.0cc.
No line to exceed 3.0cc. Lock maximum
speed screw.
16 Delivery check Not applicable
17 Delivery check 1000 With throttle set as at test (15) average
del ivery to be not less than average at
test (14) minus OAcc.
18 Delivery check Not applicable.
19 Timing Using outlet 'w' (55 ats. pressure) and
indexing tool set to 272° scribe line on
I

pump housing flange,

NOTE: The governor setting speed quoted in this test plan is for test purposes only. The
governor maximum speed screw must be finally set on the engine.

22
. . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER 8

TEST PLAN - FORD 4110 - 201 in" (3294 cm 3 ) Engine

ROTARY TYPE FUEL INJECTION PUMP - TYPE NUMBER 3233F890

All tests should be performed using Hartridge 875 or 1100 test machines.
The test fuel oil should be at 40°C ± 2°C (104 0 ± 4 OF).

Test No. Description Rev/min. Requirements

Priming 100 Fuel delivery from all injectors and

control cover vent orifice
2 Transfer pressure 100 0.69 bar (10 Ibf/in2 ) minimum
3 Cam box pressure 1000 0041 to 0.69 bar (6 to 10 Ibf/in2 )
4 Advance setting 450 Set to 6° usi ng TP adjuster
5 Full advance position 700 6~Ot071°
6 T ra nsfer p ressu re 900 5.52 to 6.90 bar (80 to 100 Ibf/in2 )
7 Advance position 100 0°
8 Transfer pump vacuum 100 Note time to reach 20in (508mm) Hg.
Max time allowed 20 sees
9 Back leakage 750 5 to 100cc for 100 stroke time cycle
10 Maximum fuel setting Set to code on pump nameplate. Spread
between lines not to exceed 0.8cc.
11 Max fuel delivery check *100 Average delivery not to be less than
average at (10) minus 2.5cc.
12 Cut-off operation 200 Average delivery not to exceed 0.5cc.
Shut-off lever closed
13 Throttle operation 200 Average delivery not to exceed 1.5cc
Throttle lever closed
14 Maximum fuel delivery 1100 Record average delivery
15 Governor setting 1240 Set throttle by maximum speed screw
to give max average delivery of 2.0cc.
No line to exceed 3.0cc. Lock maximum
speed screw.
16 Del ivery check Not applicable
17 Delivery check 1100 With throttle set as at test (15) average
delivery to be not less than average at
test (14) minus OAcc.
18 Del ivery check Not applicable.
19 Timing Using outlet 'W' (55 ats. pressure) and
indexing tool set to 271 0 , scribe line on
pump housing flange.

NOTE: The governor setting speed quoted in this test plan is for test purposes only. The
governor maximum speed screw must be finally set on the engine.

23
_ _ _ _ _ _ _ _ _ _ PART 2 - FUEL SYSTEMS _ _ _ _ _ _ _ _ __

TEST PLAN - FORD 4610 - 201 in 3 (3294 cm 3 ) Engine

ROTARY TYPE FUEL INJECTION PUMP - TYPE NUMBER 3233F860

All tests should be performed using Hartridge 875 or 1100 test machines.
The test fuel oil should be at 40°C ± 2°C (104° ± 4°F).

Test No. Description Rev/min. Requirements

Priming 100 Fuel delivery from all injectors and

control cover vent orifice
2 Transfer pressure 100 0.69 bar (10 Ibf/in2) minimum
3 Cambox pressure 1100 OAl to 0.69 bar (6 to 10 Ibf/in2 )
4 Advance setting 400 Set to 6° using TP adjuster
5 Full advance position 600 6~0 to 7f
6 Tra nsfer pressu re 900 5.52 to 6.90 bar (80 to 100 Ibf/in2 )
7 Advance position 100 0°
8 Transfer pump vacuum 100 Note time to reach 20in (508mm) Hg.
Max time allowed 20 secs
9 Back leakage 650 40 to 80cc for 100 stroke time cycle
10 Maximum fuel setting Set to code on pump nameplate. Spread
between lines not to exceed 1.2cc.
11 Max fuel delivery check *100 Average delivery not to be less than
average at (10) minus 3.5cc.
12 Cut-off operation 200 Average delivery not to exceed 0.5cc.
Shut-off lever closed
13 Throttle operation 200 Average del ivery not to exceed 1.5cc
Throttle lever closed
14 Maximum fuel delivery 1100 Record average delivery
15 Governor setting 1220 Set throttle by maximum speed screw
to give max average delivery of 2.0cc.
No line to exceed 3.0cc. Lock maximum
speed screw.
16 Delivery check Not applicable
17 Del ivery check 1100 With throttle set as at test (15) average
delivery to be not less than average at
test (14) minus OAcc.
18 Delivery check Not applicable.
19 Timing Using outlet 'w' (55 ats. pressure) and
indexing tool set to 272° scribe line on
I

pump housing flange.

NOTE: The governor setting speed quoted in this test plan is for test purposes only. The
governor maximum speed screw must be finally set on the engine.

24
_ _ _ _ _ _ _ _ _ _ _ _ _ CHAPTER 8 _ _ _ _ _ _ _ _ _ _ __

TEST PLAN - FORD 5610 - 256 in 3 (4195 cm 3 ) Engine

ROTARY TYPE FUEL INJECTION PUMP - TYPE NUMBER 3342F770

All tests should be performed using Hartridge 875 or 1100 test machines.
The test fuel oil should be at 40°C ± 2°C (104 ° ± 4 OF).

Test No. Description Rev/min. Requirements

Priming 100 Fuel delivery from all injectors and

control cover vent orifice
2 Transfer pressure 100 0.76 bar (11 Ibf/in2) minimum.
3 Cambox pressure Not applicable.
4 Advance setting 500 Set to 5? using TP adjuster.
5 Full advance position 700 5~ ° to 6~ °
6 Transfer pressure 900 5.1 to 6.34 bar (74 to 92 Ibf/in2 )
7 Advance position 100 0°
B Transfer pump vacuum 100 Note time to reach 20in (50Bmm) Hg.
Max time allowed 20 sees
9 Back leakage BOO 5 to 1OOcc for 100 stroke cycle.
10 Maximum fuel setting Set to code on pump nameplate. Spread
between lines not to exceed 1.0cc.
11 Max fuel delivery check *100 Average del ivery not to be less than
average at (10) minus 2.0cc.
12 Cut-off operation 200 Average delivery not to exceed O.Bcc.
Shut-off lever closed
13 Throttle operation 200 Average delivery not to exceed 1.5cc.
Throttle lever closed
14 Maximum fuel delivery 1050 Record average delivery
15 Governor setting 1120 Set throttle by maximum speed screw
to give an average delivery between 3.6
and 4.4cc lock maximum speed screw.
16 Delivery check 1170 With throttle set as at test (15) average
delivery not to exceed 2.0cc
17 Delivery check 1050 With throttle set as at test (15) average
delivery to be not less than average at
test (14) minus D.4cc.
1B Delivery check 1025 Delivery must be average delivery at
test (17) ± O.4cc.
19 Timing Using outlet 'X' (55 ats. pressure) an
indexing tool set to 25Bo, scribe line
on pump housing flange.

NOTE: The governor setting speed quoted in this test plan is for test purposes only. The
governor maximum speed screw must be finally set on the engine.

25
_ _ _ _ _ _ _ _ _ _ PART 2 - FUEL SYSTEMS _ _ _ _ _ _ _ _ __

FUEL INJECTION PUMP-IN·LlNE TEST PLAN

TEST PLAN-FORD 6610 AND 6710-268 in 3 (4392 cm 3 ) Engine

IN·LlNE TYPE FUEL INJECTION PUMP-TYPE NUMBER P5598C

All tests should be performed using Hartridge 875 or 1100 test machines.
The test fuel oil should be at 40°C ± 2°C (104 OF ± 4 ° F).

Type Enclosed camshaft with mechanical governor

Plunger Stroke and Diameter. 7 mm x 9,5 mm
Camshaft Rotation Clockwise from drive end
Lubrication Change oil every 300 hours and clean breather
Oil Capacity. 0.62 Imp. pint (0.38 U.S. quart) (0.36 litres)
Oil Grade. Same as engine
Pump Timing. 27° B.T.D.C.
Camshaft End Float. 0.0008....,.0.005 in. (0.02-0.13 mm.)
Camshaft End Float Shims. 0.004-0.008 in (0.102-0.203 mm)
Dimensions, rear control fork to end of
square section on control rod 0.02 in (0.5 mm)
Dimensions, B.D.C. to point of spill
cut·off 0.114-0.122 in (2.90-3.10 mm)
Phasing Spacers:
Number 1 0.151-0.153 in (3.85-3.90 mm)
Number 2. 0.155-0.157 in (3,95-4.00 mm)
Number 3. 0.159-0.161 in (4.03-4.10 mm)
Number 4. 0.163-0.165 in (4.15-4.20 mm)
Number 5. 0.167-0.169 in (4.25-4.30 mm)
Phasing Tolerance 1Q Total (Pump)
Plunger End Float 0.002-0.00S in. (0.05-0.20 mm.)
Lower Spring Seat. Seats graded in thickness from 0.023-0.085 in
(0.60-2.10 mm) in steps of 0.004 in (0.1 mm)
Maximum Fuel Delivery 19.0-19.4 cc-900 rev/min for 200 shots.

Governor

Type Mechanical
Pump No Delivery Speed. 1150 rev/min (Pump)
Idling. 2.0 ± 0.5 cc in 200 strokes at 300 rev/min
Governor Spring Identification. BLUE/PURPLE

Tightening Torques

Ibfft Nm Mkg
Screws, Governor Backplate to Pump 9 12 1.2
Delivery Valve Holders 40-45 54-61 5.5-6.2
Pump Drive Gear Adaptor Retaining Nut 45 61 6.2
Governor Spring Retaining Bolt 2-4 2.7-5.4 0.3-0.6
Control Fork Socket Screws 2 2.7 0.3
Pump Body, Socket Screws 5 6.S 0.7
Fuel Injection Pump to Front Plate 26-30 36-41 3.6-4.2
Bolt Gear to I njection Pump 20-25 27-34 2.8-3.5

26
. . . . . . . . . . . . . . . . . . . . . .__ CHAPTER8 ____________________. . . .

TEST PLAN-FORD 7610 AND 7710-268 in 3 (4392 cm 3 ) Turbo-charged Engine

IN-LINE TYPE FUEL INJECTION PUMP-TYPE NUMBER P5597D

All tests should be performed using Hartridge 875 or 1100 test machines.
The test fuel oil should be at 40°C ± 2°C (104° ± 4° F).

Type Enclosed camshaft with mechanical governor

Plunger Stroke and Diameter. 7 mm x 9.5 mm
Camshaft Rotation Clockwise from drive end
Lubrication Change oil every 300 hours and clean breather
Oil Capacity. 0.62 Imp. pint (0.38 U.S. quart) (0.36 litres)
Oil Grade. Same as engi ne
Pump Timing. 25° B.T.D.C.
Camshaft End Float. 0.000S-0.005 in. (0.02-0.13 mm.)
Camshaft End Float Shims. 0.004-0.00S in (0.102-0.203 mm)
Dimensions, rear control fork to end of
square section on control rod 0.02 in (0.5 mm)
Dimensions, B.D.C.'to point of spill
cut-off 0.114-0.122 in (2.90-3.10 mm)
Phasing Spacers:
Number 1 0.151-0.153 in (3.S5-3.90 mm)
Number 2. 0.155-0.157 in (3.95-4.00 mm)
Number 3. 0.159-0.161 in (4.03-4.10 mm)
Number 4. 0.163-0.165 in (4.15-4.20 mm)
Number 5. 0.167-0.169 in (4.25-4.. 30 mm)
Phasing Tolerance 1° Total (Pump)
Plunger End Float 0.002-0.00S in. (0.05-0.20 mm.)
Lower Spring Seat. Seats graded in thickness from 0.023-0.085 in
(0.60-2.10 mm) in steps of 0.004 in (0.1 mm)
Maximum Fuel Delivery 21.0 to 21.4cc-900 rev/min for 200 shots.

Governor

Type Mechanical
Pump No Delivery Speed. 1150 rev/min (Pump)
Idling. 2.0 ± 0.5 cc in 200 strokes at 300 rev/min
Governor Spring Identification. BLUE/PURPLE

Tightening Torques

Ibfft Nm Mkg
Screws, Governor Backplate to Pump 9 12 1.2
Delivery Valve Holders 40-45 54-61 5.5-6.2
Pump Drive Gear Adaptor Retaining Nut 45 61 6.2
Governor Spring Retaining Bolt 2-4 2.7-5.4 0.3-0.6
Control Fork Socket Screws 2 2.7 0.3
Pump Body, Socket Screws 5 6.8 0.7
Fuel I njection Pump to Front Plate 26-30 36-41 3.6-4.2
Bolt Gear to Injection Pump 20-25 27-34 2.S-3.5

27
_ _ _ _ _ _ _ _ _ _ PART 2 - FUEL SYSTEMS _ _ _ _ _ _ _ _ __

TEST PLAN-FORD 7610 AND 7710-268 in 3 (4392 cm 3 ) Turbo-charged Engine

IN-LINE TYPE FUEL INJECTION PUMP WITH BOOST CONTROL-TYPE NUMBER P5596D

All tests should be performed using Hartridge 875 or 1100 test machines.
The test fuel oil should be at 40°C ± 2°C (104 ° ± 4 OF).

Type Enclosed camshaft with mechanical governor

Plunger Stroke and Diameter. 7 mm x 9.5 mm
Camshaft Rotation Clockwise from drive end
Lu bricati on Change oil every 300 hours and clean breather
Oil Capacity. 0.62 Imp. pint (0.38 U.S. quart) (0.36 litres)
Oil Grade .. Same as engine
Pump Timing. 25° B.T.D.C.
Camshaft End Float. 0.0008-0.005 in. (0.02-0.13 mm.)
Camshaft End Float Shims. 0.004-0.008 in (0.102-0.203 mm)
Dimensions, rear control fork to end of
square section on control rod 0.02 in (0.5 mm)
Dimensions, B.D.C. to point of spill
cut-off 0.114-0.122 in (2.90-3.10 mm)
Phasing Spacers:
Number 1 0.151-0.153 in (3.85-3.90 mm)
Number 2. 0.155-0.157 in (3.95-4.00 mm)
Number 3. 0.159-0.161 in (4.03-4.10 mm)
Number 4. 0.163-0.165 in (4.15-4.20 mm)
Number 5. 0.167-0.169 in (4.25-4.30 mm)
Phasing Tolerance 1° Total (Pump)
Plunger End Float 0.002-0.00S in. (0.05-0.20 mm.)
Lower Spring Seat. Seats graded in thickness from 0.023-0.0S5 in
(0.60-2.10 mm) in steps of 0.004 in (0.1 mm)

Governor

Type Mechanical
Pump No Delivery Speed. 1160 rev/min (Pump)
Idling. 2.0 ± 0.5 cc in 200 strokes at 300 rev/min
Governor Spring Identification. B LUE/PU RPLE

Tightening Torques

Ibfft Nm Mkg
Screws, Governor Backplate to Pump 9 12 1.2
Delivery Valve Holders 40-45 54-61 ·5.5-6.2
Pump Drive Gear Adaptor Retaining Nut 45 61 6.2
Governor Spring Retaining Bolt 2-4 2.7-5.4 0.3-0.6
Control Fork Socket Screws 2 2.7 0.3
Pump Body, Socket Screws 5 6.S 0.7
Fuel Injection Pump to Front Plate 26-30 36-41 3.6-4.2
Bolt Gear to I njection Pump 20-25 27-34 2.S-3.5

28
 CHAPTER 8

BOOST CONTROL TEST (Cont.)

Test No. Requirements

With boost pressure set to 630 mm Hg 0.84 Bars (12.2 Ibf/in2 ) adjust maximum fuel
stop to give 21.0 to 21.4 cc in 200 strokes at 900 rev/min. On the rear fork, (ensure
rear fork is positioned 0-1.0 mm from squared end of control rod). Adjust remain-
ing forks to give similar delivery.

2 With zero boost pressure, stop control lever fully open and speed set to 300 rev/min
the idling delivery to be 2.0cc ± 0.5 cc for 200 strokes.

3 With zero boost pressure and speed set to 900 rev/min check average fuel delivery is
7.8 to 8.3 cc in 100 strokes. Maximum line to line spread 0.4 cc.

4 Check all elements cease to deliver at 1 mm control rod travel at 1500 rev/min.

5 Excess Fuel.
With control rod in excess position average delivery to be 8.0 cc. Minimum in 100
strokes at 100 rev/min.

6 Governor Test.
With boost pressure set to 630 mm Hg 0.84 Bars (12.2 Ibf/in2 ) screw in maximum
speed stop until fuel delivery ceases at 1160 rev/min and lock. After setting ensure
speed is unchanged. Check control rod has not moved at 1050 rev/min and has
started to move at a maximum pump speed of 1100 rev/min.

29
_ _ _ _ _ _ _ _ _ _ PART 2 - FUEL SYSTEMS _ _ _ _ _ _ _ _ __

TEST PLAN FORD 7910-401 in 3 (6571 cm 3 ) Engine

IN-LINE TYPE FUEL INJECTION PUMP-TYPE NUMBER P5582B

All tests should be performed using Hartridge 875 or 1100 test machines.
The test fuel oil should be at 40°C ± 2°C (104° ± 4 OF).

Type Enclosed camshaft with mechanical governor

Plunger Stroke and Diameter. 9 mm x 9 mm
Camshaft Rotation Clockwise from drive end
Lubrication Positive feed from engine system
Oil Capacity. 1.0 Imp. pint (0.42 U.S. quarts) (0.57 litres)
Pump Timing. 2r B.T.D.C.
Camshaft End Float. 0.0008-0.005 in. (0.02-0.13 mm.)
Camshaft End Float Shims. 0.004-0.008 in (0.102-0.203 mm)
Dimensions, rear control fork to end of
square section on control rod 0.02 in (0.5 mm)
Dimensions, B.D.C. to point of spill
cut-off 0.114-0.122 in (2.90-3.10 mm)
Phasing Spacers:
Number 1 0.151-0.153 in (3.85-3.90 mmi
Number 2 0.155-0.157 in (3.95-4.00 mm)
Number 3 0.159-0.161 in (4.03-4.10 mm)
Number 4 0.163-0.165 in (4.15-4.20 mm)
Number 5 0.167-0.169 in (4.25-4.30 mm)
Phasing Tolerance 1° Total (Pump)
Plunger End Float 0.002-0.008 in. (0.05-0.20 mm.)
Lower Spring Seat Seats graded in thickness from 0.023-0.085 in
(0.60-2.10 mm) in steps of 0.004 in (0.1 mm)
Maximum Fuel Delivery 12.9-13.1 cc at 900 rev/min for 200 shots

Governor

Type Mechanical
Pump No Delivery Speed. 1500 rev/min (Pump)
Idling 2.2-3.8cc in 300 strokes at 300 rev/min
Governor Spring Identification BLUE/GREEN
Governor Test Screw in maximum speed stop until fuel
(with speed control lever delivery ceases at 1150 rev/min and lock.
set as for max. fuel delivery After setting ensure speed is unchanged.
check) Check control rod has not moved at 1050
rev/min and has started to move at a maxi-
mum pump speed of 1090 rev/min.

30
_ _ _ _ _ _ _ _ _ _ _ _ CHAPTER 8 _ _ _ _ _ _ _ _ _ _ __

TEST PLAN FORD 8210-401 in 3 (6571 cm 3 ) Engine

IN-LINE TYPE FUEL INJECTION PUMP-TYPE NUMBER P5582A

All tests should be performed using Hartridge 875 or 110 test machines.
The test fuel oil should be at 40°C ± 2°C (104° ± 4° F).

Type Enclosed camshaft with mechanical governor

Plunger Stroke and Diameter 9 mm x 9 mm
Camshaft Rotation Clockwise from drive end
Lubrication Positive feed from engine system
Oil Capacity 1.0 Imp. pint (0.42 U.S. quarts) (0.57 litres)
Pump Timing 2)0 B.T.D.C.
Camshaft End Float. 0.0008-0.005 in. (0.02-0.13 mm.)
Camshaft End Float Shims. 0.004-0.008 in (0.102-0.203 mm)
Dimensions, rear control fork to end of
square section on control rod 0.02 in (0.5 mm)
Dimensions, B.D.C. to point of spill
cut-off 0.114-0.122 in (2.90-3.10 mm)
Phasing Spacers:
Number 1 0.151-0.153 in (3.85-3.90 mm))
Number 2 0.155-0.157 in (3.95-4.00 mm)
Number 3 0.159-0.161 in (4.03-4.10 mm)
Number 4 0.163-0.165 in (4.15-4.20 mm)
Number 5 0.167-0.169 in (4.25-4.30 mm)
Phasing Tolerance 1° Total (Pump)
Plunger End Float 0.002-0.008 in. (0.05-0.20 mm.)
Lower Spring Seat. Seats graded in thickness from 0.023-0.085 in
(0.60-2.10 mm) in steps of 0.004 in (0.1 mm)
Maximum Fuel Delivery 13.4-13.6cc at 900 rev/min for 200 shots

Governor

Type Mechanical
Pump No Delivery Speed. 1500 rev/min (Pump)
Idling 2.2-3,8cc in 300 strokes at 300 ~ev/min
Governor Spring Identification BLUE/GREEN
Governor Test Screw in maximum speed stop until fuel
(with speed control lever delivery ceases at 1230 rev/min and lock.
set as for max. fuel delivery After setting ensure speed is unchanged.
check) Check control rod has not moved at 1150
rev/min and has started to move at a maxi-
mum pump speed of 1190 rev/min.

31
 PART 2
FUEL SYSTEMS

Chapter 9
FUEL SYSTEMS - DIESEL POST OCT. 1985
FORD 5610, 6610 and 7610 WITH DE-LUXE CAB

Section Page
A. DESCRIPTION AND OPERAT!ON 1
B. FUEL TANKS-OVERHAUL 2
C. SPECIFICATIONS AND TEST PLANS 7

A. DESCRIPTION AND OPERATION

FUEL SYSTEM The lift pump supplies fuel at low pressure

The fuel system for Ford 5610, 6610 and
7610 Tractors equipped with De-Luxe Cab
consists of an in-line fuel injection pump,
fuel injectors, fuel filters, fuel tank(s) and
inter-connecting fuel lines. A pre~cleaner
and filter remove dirt and contaminants
from the intake air.
to the fuel filters. From the filters fuel pas-
ses to the fuel injection pump to supply
the fuel injectors at high pressure. The
excess fuel that leaks past the needle valve
of the injectors IS directed back into the
fuel tank at the sender unit by means of
the injector leak-off line.

MAIN FUEL TANK

The fuel tank for Ford 5610,6610 and 7610

The in-line fuel injection pump utilizes a
fuel feed from the fuel tank directly to the
fuel lift pump which is attached to the fuel
injection pump.
tractors with De-Luxe Cab is located on
the left-hand side of the transmission
housing beneath the cab and is retained
in position by brackets which are bolted
to the side ofthe tractor.

1
- - - - - - - - - - PART 2-FUEl SYSTEMS - - - - - - - - - -
The tank is vented by a breather hose con-
nected to a tube fixed to the underside of
the cab frame and directed upwards to
vent beneath the left-hand fender. The fuel
tank outlet line and injector leak-off line
are an integral part of the fuel tank sender
unit secured to the top front end of the
fuel tank.
ADDITIONAL FUEL TANK
To increase the quantity offuel which may
be carried by the tractor, an additional fuel
tank is available as an option for Ford 5610
and 6610 and is standard for 761 0 models.
B. FUEL TANKS - OVERHAUL
MAIN FUEL TANK
REMOVAL
With reference to Figure 1.
1. Position the tractor on flat ground
with the wheels chocked and the bat-
tery disconnected.
2. Release the securing clamp and
remove the rubber cap at the rear of
the fuel tank and drain the fuel oil into
a suitable receptacle. Replace and
secure the cap.
2
The additional fuel tank is located on the
right-hand side of the transmission hous-
ing beneath the cab and is retained in posi-
tion by brackets which are bolted to the
side of the tractor.
The additional fuel tank is connected in
series to the main fuel tank by two pipes
which pass beneath the transmission
housing. The additional fuel tank is filled
via the main fuel tank and fuel is automat-
ically transferred to and from the addi-
tional tank via the two pipes. The addi-
tional tank is vented, via a hose across the
top of the transmission housing to connect
with the main tank.
NOTE: Ensure the receptacle is capable of
holding the quantity of fuel oil heid in the
fuel tank(s}. A tractor with dual fuel tanks
is capable of holding 33.4 Imp. Galls (40.0
U.s. Galls) (152 litres).
3. Jack up the tractor and remove the
left-hand rear wheel. Position a suit-
able stand under the axle housing and
lower the tractor from the jack.
4. Withdraw the retaining bolts and
remove the left-hand cab step.
 CHAPTER 9 - - - - - - - - - - - _
Figure 1
Main Fuel Tank Assembly
1. Fuel Tank Retaining Strap
2. Retaining Strap to Support Securing Nuts
3. Fuel Tank Sender Unit
4. Fuel Tank Filler Cap
5. Auxiliary Tank to Main Tank Breather Hose
5. Release the securing clamp and
remove the breather hose from the
tube on the underside of the cab.
6. Disconnect the electrical wires from
the fuel tank sender unit.
7. Disconnect and withdraw the fuel
return tubes and the additional fuel
tank breather hose (where fitted) from
the main fuel tank. Cap or plug the
exposed hose ends and connections.
8. Withdraw the retaining nuts then
release the retaining straps from the
base of the fuel tank mounting brac-
kets.
3
9. Withdraw the retaining bolts then
remove the baffle and insulator
assembly (where fitted) from the fuel
tank mounting brackets.
10. Units with additional fuel tank:
• Withdraw the retaining bolts and
remove the guard(s) from the fuel
tank cross-over pipes that pass
beneath the transmission housing.
• Remove the plastic straps and pull
back the insulators (where fitted) to
reveal the cross-over pipe retaining
clamps.
• Release the cross-over pipe retain-
ing clamps a~ the fuel tank connec-
tion.
NOTE: Place a suitable receptacle below
the cross-over pipes to collect any fuel oil
which may be left in the fuel tanks or
hoses.
11. Pull the fuel tank away from the trans-
mission housing to gain access to the
rear support bracket retaining bolts.
Take care when pulling the fuel tank
out as the fuel tank cross-over hoses
(where fitted) will be released from
the fuel tank and any fuel oil left in
the tanks or hoses will drain out. Plug
or cap the exposed hose ends and
fuel tank connections.
- - - - - - - - - PART 2-FUEL SYSTEMS - - - - - - - - - -
12. Support the fuel tank assembly at the
rear then withdraw the rear support
retaining bolts and remove the sup-
port and retaining strap assembly
from the tractor.
NOTE: The lower retaining bolt has a left-
hand thread and high torque value, see
NSpecifications", Section C.
13. Remove the fuel tank assembly from
the tractor, it may be necessary to
slide the fuel tank rearwards and
downwards to clear the underside of
the cab frame.
INSTALLATION
The installation of the fuel tank follows the
removal procedure in reverse. On installa-
tion, observe the following requirements:-
• Tighten all bolts to the correct tor-
que, see "Specifications", Section C.
• Tighten all clamps to the correct
torque see, "Specifications", Sec-
tion C.
• Bleed the fuel system as described
in Chapter 2, Section C.
• Check all hose connections for
leaks.
4
ADDITIONAL FUEL TANK
REMOVAL
With reference to Figure 2.
1. Position the tractor on flat ground
with the wheels chocked and the bat-
tery disconnected.
2. Release the securing clamp and
remove the rubber cap at the rear of
the main fuel tank and d.rain the fuel
oil into a suitable receptacle. Replace
and secure the cap.
NOTE: Ensure the receptacle is capable of
holding the quantity of fuel oil held in the
fuel tank. A tractor with dual fuel tanks is
capable of holding 33.4 Imp. Galls. (40.0
U.S. Galls) (152 litres).
3. Withdraw the retaining bolts and
remove the right-hand cab step.
4. Disconnect the fuel tank breather
hose located at the front end of the
fuel tank. Plug or cap the exposed
hose and connection.
5. Withdraw the retaining nuts then
release the retaining straps from the
base of the fuel tank mounting brac-
kets.
 CHAPTER 9 - - - - - - - - - - - -

9. Release the cross-over pipe retaining

clamps at the fuel tank connection.

10. To remove the fuel tank assembly,

pull the fuel tank out from the trans-
mission housing and tilt the top sec-
tion inwards to cle"ar the underside of
the cab frame. Take care when pulling
the fuel tank out as the fuel tank cross-
over hoses will be released from the
fuel tank and any fuel oil left in the
tanks or hoses will drain out. Plug or
cap the exposed hose ends and fuel
tank connections.

Figure 2
Auxiliary Fuel Tank Assembly

1. Auxiliary Tank Breather Hose

2. Fuel Tank Retaining Straps
3. Retaining Strap to Support Securing Nuts
4. Cab Front Mount Assembly

INSTALLATION

The installation of the additional fuel tank

6. Withdraw the retaining bolts then follows the removal procedure in reverse.
remove the baffle and insulator On installation, observe the following
assembly (where fitted) from the fuel requirements:-
tank mounting brackets.

• Tighten a.1I bolts to the correct tor-

7. Withdraw the retaining bolts and que, see "Specifications", Section C.
remove the guard(s) from the fuel
tank cross-over pipes that run below
the transmission and rear axle.
• Tighten all clamps to the correct
torque, see "Specifications", Sec-
tion C.
8. Remove the plastic straps and pull
back the insulators (where fitted) to
reveal the cross-over pipe securing
clamps.
• Bleed the fuel system as described
in Chapter 2, Section C.

NOTE: Place a suitable receptacle below

the cross-over pipes, where fitted, to col-
lect any fuel oil which may be left in the • Check all hose connections for
fuel tanks or hoses. leaks.

5
 PART 2-FUEL SYSTEMS - - - - - - - - -

3. Remove the flange ring then with-

draw the float assembly from the fuel
tank.

4. Remove and discard the sealing gas-

ket.

Figure 3
Fuel Tank Sender Unit
INSTALLATION
1. Electrical Harness Connection
2. Fuel Outlet Tube The installation of the fuel tank sender unit
3. Fuel Retu rn Tube
4. Additional Fuel Tank Breather Hose follows the removal procedure in reverse.
5. Sender Unit Retaining Bolt On installation observe the following
requirements:-

FUEL TANK SENDER UNIT • Install a new sealing gasket.

REMOVAL

With reference to Figure 3. • Lightly tighten the retaining screws

then continue to tighten alternate
1. Remove the main fuel tank as previ- screws until the torque stabilises at
ously described. 2.5 Nm (21.5 Ibf/ft).

2. Release and remove the sender unit • Install the fuel tank as previously
securing screws. described.

6
 CHAPTER 9

C. SPECIFICATIONS

DIESEL ENGINES

Tractors built October 1985 onwards.

Ford5610 Ford 6610 Ford 7610 Ford 7710

Less With Less With less With Less With

De-Luxe De-Luxe De-Luxe De-Luxe De-Luxe De-Luxe De-Luxe De-Luxe
Cab Cab Cab Cab Cab Cab Cab Cab

Fuel Tank Capacity

Less Auxiliary Fuel Tank:
Imp. Gallons 17.6 22.4 17.6 22.4 17.6 - 23.3 23.3
U. S. Gallons 21.0 26.9 21.0 26.9 21.0 - 28.0 28.0
Litres 80.0 102 80.0 102 80.0 106 106

Fuel Tank Cap-acity

With Auxiliary Fuel Tank:
Imp. Gallons 28.7 33.4 28.7 33.4 28.7 33.4 39.1 39.1
U. S, Gallons 34.5 40.0 34.5 40.0 34.5 40.0 47.0 47.0
Litres 130 152 130 152 130 152 178 178

Injection Pump Type In-Line

In-Line Type Fuel

Injection Pump Lubricating 0.73Imp.pt.(0,88 U.S.pt.)(414 ee)
Oil Capacity

266&-28871bf/in2 3053-32751bf/in 2
Fuel Injector Nozzle
(184-199 bar) (210-226 ba r)
Opening Pressure
(187-203 kgf/cm2) (215-230 kg/cm2)

Pump Timing 23°B.T.D.C. 2rB.T.D,C. 25°B.T,D.C. 25°B.T.D.C.

Maximum No-Load
Engine Speed (rev/min)
For Austria, Belgium, Denmark, 2215-2265
France, Germany, Greece, Italy, Except Germany
2215-2265
Luxembourg, Morocco,
Netherlands, Portugal, Republic
[ 2160-2180 J
. Germanyonly
of Ireland, Spain, Switzerland
and United Kingdom.

Maximum No-Load
Engine Speed (rev/min)
2250-2320 2250-2320
For All Countries Except
Those Countries Listed Above.

Idle Speed (rev/min) 600-850 700-850

7
- - - - - - - - - PART 2-FUEL SYSTEMS - - - - - - - - - -

TEST PLANS

FUEL INJECTION PUMP-IN-LiNE TEST PLAN

TEST PLAN-FORD 5610-256in 3 (4186 cm 3 ) Engine

IN~LlNE TYPE FUEL INJECTION PUMP - TYPE NUMBER P5675/B

All tests should be performed using Hartridge 875 or 1100 test machines.
The test fuel oil should be at 40°C±2°C (104°F±4°F).

Type Enclosed camshaft with mechanical

governor
Plunger Stroke and Diameter 7mmx9.5mm
Camshaft Rotation Clockwise from drive end
Lubrication Change oil every 300 hours and clean breather
Oil Capacity 0.73 Imp.pint (0.88 U.S. pint) (414 cc)
Oil Grade Same as engine
Pump Timing 23° B.T.D.C.
Camshaft End Float 0.002-0.005 in (0.051-0.127 mm)
Camshaft End Float Shims 0.004-0.008 in (0.102-0.203 mm)
Dimensions, rear control fork to end of
square section on control rod 0.02 in (0.5 mm)
Dimensions, B.D.C. to point of spill
cut-off 0.114-0.122 in (2.90-3.10 mm)
Phasing Spacers:
Number 1. 0.151-0.153 in (3.85-3.90 mm)
Number2. 0.155-0.157 in (3.95-4.00 mm)
Number3. 0.159-0.161 in (4.03-4.10mm)
Number4. 0.163-0.165 in (4.15-4.20 mm)
Number5. 0.167-0.169 in (4.25-4.30 mm)
Phasing Tolerance ±1j2° (Pump)
Plunger Arm Clearance 0.008-0.020 in (0.2-0.5 mm)
Lower Spring Seat Seats graded in thickness from 0.023-0.085 in
(0.60-2.10 mm) in steps of 0.004 in (0.1 mm)
Maximum Fuel Delivery 16.2±0.2 cc-900 rev/min for 200 shots

Governor

Type Mechanical
Pump No Delivery Speed 1150 rev/min (Pump)
Idling 2.0±0.5 cc in 200 strokes at 300 rev/min
Governor Spring Identification BLUE/GREEN

Tightening Torques

Ibfft Nm Mkg
Screws, Governor Backplate to Pump 9 12 1.2
Delivery Valve Holders 40-45 54-61 5.5-6.2
Pump Drive Gear Adaptor Retaining Nut 45 61 6.2
Governor Spring Retaining Bolt 2-4 2.7-5.4 0.3-0.6
Control Fork Socket Screws 2 2.7 0.3
Pump Body, Socket Screws 5 6.8 0.7
Fuel Injection Pump to Front Plate 26-30 36-41 3.6-4.2
Bolt Gearto Injection Pump 20-25 27-34 2.8-3.5

8
. . . . . . . . . . . . . . . . . . . . . . CHAPTER9 . . . . . . . . . . . . . . . . . . . .- -

TEST PLAN-FORD 6610-268in 3 (4390 cm 3 ) Engine

IN-LINE TYPE FUEL INJECTION PUMP - TYPE NUMBER P5598/2E

All tests should be performed using Hartridge 875 or 1100 test machines.
The test fuel oil should be at 40°C±2°C (104°F±4°F).

Type Enclosed camshaft with mechanical

governor
Plunger Stroke and Diameter 7mmx9.5mm
Camshaft Rotation Clockwise from drive end
Lubrication Change oil every 30 hours and clean breather
Oil Capacity 0.73 Imp.pint (0.88 U.S. pint) (414 cc)
Oil Grade Same as engine
PumpTiming 27° B.T.D.C.
Camshaft End Float 0.002-0.005 in (0.051-0.127 mm)
Camshaft End Float Shims 0.004-0.008 in (0.102-0.203 mm)
Dimensions, rear control fork to end of
square section on control rod 0.02 in (0.5 mm)
Dimensions, B.D.C. to point of spill
cut-off 0.114-0.122 in (2.90-3.10 mm)
Phasing Spacers:
Number 1. 0.151-0.153 in (3.85-3.90 mm)
Number2. 0.155-0.157 in (3.95-4.00 mm)
Number3. 0.159-0.161 in (4.03-4.10mm)
Number4. 0.163-0.165 in (4.15-4.20 mm)
Number5. 0.167-0.169 in (4.25-4.30 mm)
Phasing Tolerance ±V2°(Pump)
Plunger Arm Clearance 0.008-0.020 in (0.2-0.5 mm)
Lower Spring Seat Seats graded in thickness from 0.023-0.085 in
(0.60-2.10 mm) in steps of 0.004 in (0.1 mm)
Maximum Fuel Delivery 19.1 ±0.2 cc-900 rev/min for 200 shots

Governor

Type Mechanical
Pump No Delivery Speed 1150 rev/min (Pump)
Idling 2.0±0.5 cc in 200 strokes at 300 rev/min
Governor Spring Identification BLUE/PURPLE

Tightening Torques

Ibfft Nm Mkg
Screws, Governor Backplate to Pump 9 12 1.2
Delivery Valve Holders 40-45 54-61 5.5-6.2
Pump Drive Gear Adaptor Retaining Nut 45 61 6.2
Governor Spring Retaining Bolt 2-4 2.7-5.4 0.3-0.6
Control Fork Socket Screws 2 2.7 0.3
Pump Body, Socket Screws 5 6.8 0.7
Fuel Injection Pump to Front Plate 26-30 36-41 3.6-4.2
80lt Gearto Injection Pump 20-25 27-34 2.8-3.5

9
- - - - - - - - - PART 2-FUEL SYSTEMS - - - - - - - - -

TEST PLAN-FORD 7610 AND 7710-268in 3 (4390 cm 3 ) Turbo-charged Engine

IN-LINE TYPE FUEL INJECTION PUMP - TYPE NUMBER P559712G

All tests should be performed using Hartridge 875 or 1100 test machines.
The test fuel oil should be at 40°C±2°C (104°F±4°F).

Type Enclosed camshaft with mechanical

governor
Plunger Stroke and Diameter 7mmx9.5mm
Camshaft Rotation Clockwise from drive end
Lubrication Change oil every 300 hours and clean breather
Oil Capacity 0.73 Imp.pint (0.88 U.S. pint) (414 cc)
Oil Grade Same as engine
PumpTiming 25° B.T.D.C.
Camshaft End Float 0.002-0.005 in (0.051-0.127 mm)
Camshaft End Float Shims 0.004-0.008 in (0.102-0.203 mm)
Dimensions, rear control fork to end of
square section on control rod 0.02 in (0.5 mm)
Dimensions, B.D.C. to point of spill
cut-off 0.114-0.122 in (2.90-3.10 mm)
Phasing Spacers:
Number 1. 0.151-0.153 in (3.85-3.90 mm)
Number2. 0.155-0.157 in (3.95-4.00 mm)
Number3. 0.159-0.161 in (4.03-4.10 mm)
Number4. 0.163-0.165 in (4.15-4.20 mm)
Number5. 0.167-0.169 in (4.25-4.30 mm)
Phasing Tolerance ±V20(Pump)
Plunger Arm Clearance 0.008-0.020 in (0.2-0.5 mm)
Lower Spring Seat Seats graded in thickness from 0.023-0.085 in
(0.60-2.10 mm) in steps of 0.004 in (0.1 mm)
Maximum Fuel Delivery 18.8±0.2 cc-900 rev/min for 200 shots

Governor

Type Mechanical
Pump No Delivery Speed 1150 rev/min (Pump)
Idling 2.0±0.5 cc in 200 strokes at 300 rev/min
Governor Spring Identification BLUE/PURPLE

Tightening Torques

Ibfft Nm Mkg
Screws, Governor Backplate to Pump 9 12 1.2
Delivery Valve Holders 40-45 54-61 5.5-6.2
Pump Drive Gear Adaptor Retaining Nut 45 61 6.2
Governor Spring Retaining Bolt 2-4 2.7-5.4 0.3-0.6
Control Fork Socket Screws 2 2.7 0.3
Pump Body, Socket Screws 5 6.8 0.7
Fuel Injection Pump to Front Plate 26-30 36-41 3.6-4.2
Bolt Gearto Injection Pump 20-25 27-34 2.8-3.5

10
- - - - - - - - - - - - CHAPTER 9 - - - - - - - - - - - -

TORQUE SPECIFICATIONS

Ibfft Nm Mkg
Fuel Tank Drain Cap Clamp 3.0 4.0 0.41
Fuel Tank OutletTube Clamp 3.0 4.0 0.41
Fuel Tank Return Tube Clamp 3.0 4.0 0.41
BreatherTube Clamp 3.0 4.0 0.41
Fuel Tank Crossover Hose (Large) Clamp 3.0 4.0 0.41
Fuel Tank Crossover Tube (Small) Clamp 3.0 4.0 0.41
Fuel Tank Retaining Strap Nuts 3.5 4.5 0.46
Fuel Tank Retaining Strap Lock Nuts 18.5 25.0 2.56
Crossover Hose Guard Retaining Bolts 17.0 23.0 2.35
Crossover Tube Guard Retaining Bolts 41.0 55.0 5.67
Fuel Tank Support Bracket Retaining Bolts-
Front Right 280.0 380.0 38.70
Front Left 280.0 380.0 38.70
Rear Right 82.0 110.0 11.33
Rear Left (Right Hand Thread) 82.0 110.0 11.33
(Left Hand Thread) 310.0 420.0 42.85
Fuel Tank Sender Unit Retaining Screws 1.9 2.5 0.25
Fuel Tank Baffle and Insulator Assembly
Retaining Bolts 33.0 45.0 4.6

11
 PART 2

FUEL SYSTEMS

Chapter 10
FUEL INJECTION PUMP - DPS DISTRIBUTOR TYPE
Section Page
A. FUEL INJECTION PUMP- DESCRIPTION AND OPERATION
B. FUEL INJECTION PUMP-OVERHAUL 16
C. FUEL INJECTION PUMP-ISO TEST CONDITIONS 46
D. FUEL INJECTION PUMP- TESTPROCEDURE 55
E. FUEL INJECTION PUMP- TEST PLANS, SPECIFICATIONS
AN D SPECIAL TOOLS 62

A. FUEL INJECTION PUMP - DESCRIPTION AND OPERATION

General Description

The DPS distributor type fuel injection

pump, Figure 1, is installed on all diesel
engine Ford 5610,6610, 7610 and 7710 Trac-
tors built after Unit Date Code SK27.

The pump is flange mounted at the front

right-hand side of the engine being driven
by a gear timed to the camshaft drive gear,
R-2-1O-01
see "ENGINE SYSTEMS" - Part 1. It is oil
tight, having a double lip type seal, pre- Figure 1
Fuel Injection Pump
venting engine oil entering the pump body
and also fuel oil entering the engine lubri- 1. Leak-off Connector 6. Latch Valve
cation system. During operation all mov- 2. Maximum No Load 7. Outlets to Injectors
ing parts are lubricated by fuel oil under Speed Adjuster 8. Fuel Inlet Connector
3. Idle Speed Adjuster 9. Throttle Lever
pressure preventing the ingress of dust, 4. Excess Fuel Device 10. Thermostart
water and other foreign matter. 5. Stop Control Connection

1
- - - - - - - - - - PART2-FUELSVSTEMS - - - - - - - - - -
The DPS distributor type fuel injection
pump consists of a pumping and distribut-
ing rotor driven directly from the pump
drive shaft. The rotor revolves within the
hydraulic head and has a vane type fuel
transfer pump connected to the end.
A regulating valve controls transfer pres-
sure to the metering valve, which is oper-
ated by the throttle lever, and regulates the
flow of fuel to the filling ports of the rotor.
The distributor rotor carries two pairs of
opposed high pressure pumping plungers
which, under the action of fuel at filling
pressu re, push the rollers into contact with
the internal lobes of the cam ring.
Maximum fuelling is pre-set by a sealed
external adjuster which controls a pair of
scroll plates located concentrically with
and either side of the cam ring. These act
as check plates, limiting the outward move-
ment of the rollers in contact with the
pumping plungers and can be partially
rotated to adjust maximum fuelling.
The scroll plate mechanism also gives
automatic excess fuel for rapid engine
starting under all ambient conditions. At
cranking speed, with the throttle lever in
the fully open position, the scroll plates
are rotated to a point which allows the
pumping plungers to move further apart,
admitting fuel in excess of the normal
maximum.
As soon as the engine self-sustains, at
speeds higher than cranking, excess fuel
is terminated as fuel pressure, supplied
2
via the latch valve, acts on the piston in
the excess fuel device moving the scroll
plates into the maximum fuel position. At
this point action of the governor on the
metering valve reduces the fuel level to
the maximum fuel requirements.
In addition to excess fuelling during
engine cranking, the advance and start
retard unit automatically adjusts the cam
ring to retard injection timing. When the
engine self-sustains the cam ring is par-
tially rotated in the opposite direction to
pump rotation to advance the timing as
the pu m p speed increases.
At engine cranking speed, the latch valve
located in the pump housing ensures that
transfer pressure does not reach either the
auto-advance unit or excess fuel device
until the engine has self-sustained. When
the engine self-sustains transfer pressure
opens the latch valve diverting the fuel
under pressure to the advance and excess
fuel devices.
A variable speed mechanical governor
controls the metering valve allowing a con-
stant engine speed to be maintained
regardless of engine loading. The gover-
nor is fitted with a "cush drive" weight
retainer with 6 weights.
The cable operated fuel shut-off is incorpo-
rated in the top of the control cover. Oper-
ation of the fuel shut-off acts directly onto
and closes the metering valve and there-
fore fuel flow to the rotor is blocked as the
metering port is closed.
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . ..

R-2- 10-02 A
Figure 2
Fuel System Schematic · Engine Cranking

• Feed Pressure • Transfe r Pressure • Injection Pressure

o Cam Box Pressure o Back Leakage Fuel • Metering Pressure

¢. Differentia l Pressure

1. Hand Primer 7. Head Locating Fining 13. Pres5urising Valve

2. Vent Orifice 8. Injector 14. Excess Fuel Device
3. Regulating V.. lve 9. Hydraulic Head and Rotor 15. Fuel Tank
4. Transfer Pump , 0. Variable Speed Governor 16. Throtlle Shaft
5. Latch Valve 11 . Metering Valve 17. Fuel Shut-off Shaft
6. Automatic Advance and Start Retard Unit 12. Cam Box 18. Sedimenter - Filter

Fuel Pump Operation with increasing engine speed to an inter-

With reference to Figures, 2 and 3.
Fuel is drawn by the transfer pump from
the fuel tank through the sedimenter, hand
primer and on through the filter assembly.
Fuel, at feed pressure (AI, passes into the
transfer pump which raises the pressure
mediate value termed transfer pressure
controlled by the regulating valve.
In operation, the regulating valve main-
tains a pre-determined relationship bet-
ween transfer pressure and the speed of
rotation by returning part of the fuel to the
inlet side of the transfer pump.

3
. . . . . . . . . . . . . . . . . . . PART2-FUElSYSTEMS . . . . . . . . . . . . . . . . . .. .

Figure 3
Fuel System Schemat ic - Engine Running

• Feed Pressure • Transfer Pressure • Injection Pressure

Cam Box Pressure CD aack Leakage Fuel • Metenng Pressure

7. Head Locallng Fitting 13. Pressurising Valve

1. Hand Primer 8. Injoctor 14 . Excess Fuel Device
2. Vent OrJriee 9. Hydraulic Head and Rotor , 5. Fuel Tank
3. Regulaling Valve 10. Variable Speed Governor '6. Throttle Shaft
4. Transfer Pump 11. Metering Valve 17. Fuel Shut-off Shaft
5. Latch Valve 12. Cam Box 18. Sedimenter - Riter
6. Automatic Advonce and Start Actord Unit

The transfer pump suppHes fuel to the
pumping plungers and via a separate pas-
sage, actuates the latch valve.
To fill the pumping plungers, fuel at trans-
fer pressure (8) flows around annular
grooves in the hydraulic head and passes
Into a drilling in the top of the hydraulic
head sleeve. Fuel then flows to the meter-
ing valve, which regulates fuel flow I
through the linkage to the thrott le lever or \
movement of the governor weights.

4
______________________ CHAPTER10 ______________________
As fuel passes through the metering valve
orifice in the hydraulic head, a pressure
drop occurs reducing transfer pressure (B)
to a level known as metering pressure (Fl.
Fuel from the metering valve then passes
into two oblique filling ports via a circular
groove in the sleeve to the rotor charging
ports, then through a central drilling in the
rotor to two pairs of opposed pumping
plungers. These are actuated by an inter-
nally lobed cam ring.
The lobes of the cam ring are phased with
the drillings in the hydraulic head and rotor
which allows alternate filling and injection.
The rotor ports first charge the pumping
plungers at metered pressure (F), then fuel
is pumped from the distributor port at
injection pressure (C) to each of the injec-
tors in turn.
A controlled leakage of fuel for lubri cating
purposes passes between the rotor, hyd-
raulic head, plungers and bore etc., and
then to the cam box.
Cam box pressure (D) is maintained by a
pressurising valve which unloads excess
pressure in the cam box and returns the
back leakage fuel (E) to the supply tank.
Back leakage from the injectors is also
returned to the supply tank.
To actuate the latch valve, fuel at transfer
pressure (B), regulated by pump speed.
flows into a drilling in the bottom of the
hydraulic head sleeve and, via an annular
groove in the sleeve, to the latch valve.
At cranking speeds, the latch valve is
closed and prevents fuel at transfer pres-
sure (B) flowing, via either the head locat-
ing fitting, to the advance unit, which there-
fore remains in the retarded position or to
the excess fuel device. The passages to
both the advance unit and excess fuel
device remain at cam box pressure (D) .
5
At a pre-determined pressure, i.e., above
cranking speed, the latch valve opens to
allow fuel at transfer pressure (B) to flow
via an annular groove in the hydraulic head
sleeve to the head locating fitting and also
to the excess fuel device. Fuel flows from
the head locating fitting to the pressure
side of the piston in the automatic advance
and start retard unit.
With an increase in pump speed, transfer
pressure (B) acting on the advance piston
causes the cam ring to advance the injec-
tion timing . Leakage from the advance unit
flows back to the cam box.
Two orifices, one situated in the passage
bp.twp.en the latch v~lve and the r.~m box
and the other in the latch valve. are utilised
to generate a differential pressure (Gl. This
pressure is only generated at cranking
speed when both orifices are open.
When the engine self sustains, transfer
pressure exceeds the combined effect of
differential pressure and spring force; the
latch valve opens. the valve orifice closes
and differential pressure is reduced to cam
box pressure.
Thus the valve w ill close at a lower pump
speed i.e., when transfer pressure drops
below the combined effect of the latch
valve spring force and cam box pressure.
This is necessary to prevent the pump
retarding during rapid engine decelera-
tion.
- - - - - - - - - PART2-FUELSYSTEMS---------

Figure 4
Fuel Charging and Injection Cycles- Schematic

• Metering Pressure • Injection Pressure

A. Charging Cycle B. Injection Cycl e

1. Single Fuel Delivery Port 6. Charging Ports - Rotor
2. Outlet Port - Hydraulic Head 7. ROllerS
3. Rotor 8. Cam Ring
4. Hydraulic Head 9, Metering Valve Bore
6. Pumping Plungers 10. Filling Ports - Hydraulic Head

Metering of Fuel The volume of fuel passing into the pump-

With reference to Figure 4.
Fuel at feed pressure, entering the pump
through the main inlet connection is pres-
surised by the sliding vane transfer pump
carried on the rotor inside the hydraulic
head. The fuel, now at transfer pressure,
passes through passages in the hydraulic
head and then to the metering valve bore.
ing elements is thus controlled by three
factors. By the position of the metering
valve, which is sensitive to throttle lever
position or governor weight movement at
a given engine speed; tile pump transfer
pressure and the time during which the
rotor filling ports are aligned with the hyd-
raulic head filling ports.

Pumping and Distribution of Fuel

The metering valve, operated by the throt-
tle control lever and governor, regulates
the flow of fuel through the two oblique
filling ports in the hydraulic head and into
the pumping section of the rotor.
With reference to Figure 4.
As the rotor turns, the two filling ports in
the hydraulic head align with the two

6
_ _ _ _ _ _ _ _ _ _ _ CHAPTER 10 - - - - - - -_ _ __

charging ports in the rotor Dnd fuel Dt met

ering pressure flows into the central pas-
sage in the rotor and forces the pumping
plungers apart. The amou nt of plunger dis-
placement is determined by the amount
of fuel which can flow into the rotor while
the ports "r~ aliyned.

With continued rotation, the fuel entering

the two filling ports in the hydraulic head
is cut-off from the charg ing ports . Then
the single fuel delivery port in the rotor,
registers with an outlet port in the hyd-
raulic head. Atthe same time, the pumping
plungers are forced inwmds by the rollers
in contact w ith the internal lobes of the Figure 5
cam ring and fuel at injection pressure pas- Cut*Away of Regulating Valve
and Transfer Pump Assembly
ses through the central passage of the
rotor and through the ports to one of the 1. Fuel Inlet Connection 9. Drilling to Pump
injectors. 2. Regulating Spring Blades
3. Transfer Pressure 10. Eccentric Uner
Adjuster 11. Blades
4. Regulating Sleeve 12. Rotor Transfer Pump
5. Peg and Spring 13. Distributor Rotor
6. Regulating Piston 14. Rubber Sealing Ring
With further rotation. the cha rging and 7. Priming Spring 15. Filter
injection cycles are repeated in sequence 8. End Plate
with the rotor alternately charging through
a pair of filling ports and disch'arging into
each successive outlet port. The number
of outlet ports in the hydraulic head is Fuel entering the main inlet connection at
equal to the number of cylinders on the feed pressure is raised to transfer pressure
engine. by the transfer pump consisting of rotor.
sliding blades and eccentric liner.

Th e rotor is screwed on to the end of the

distributor rotor; The direction olthe screw
thread being opposite to the direction of
the rotation of the injection pump so that
Transfer Pump and Regulating Valve the rotor tends to tighten when running.

With reference to Figures 5, 6 and 7.

The regulating valve performs two sepa-
rate functions. First. it controls fuel pres-
sure by maintaining a definite relationship
between transfer pressLire and speed of
rotation. Second. it provides a means of
by-passing the transfer pump when the
engine is stationary, so that the fuel pas-
sages in the hydraulic heDd can be primed
with the external hand priming pump .
Four rigid blades at 90' to one another are
held in contact with, and follow, the inter-
nal profile olthe eccentric liner by pressure
from two springs. As transfer pressure
increases fuel is supplied, via the end
plate. to force the blades against the inter-
nal profile of the liner, hence the blades
stay in contact with the liner at all engine
speeds.

7
- - - - - - - - - - PART2-FUELSYSTEMS - - -_ _ _ _ _ __
A B
R-2 . 0 06
Figure 6
Operation of Transfer Pump
• Feed Pressure • Transfer Pressure
A. Priming B. Regulating
Fuel entering the end plate at feed pres-
sure passes to the inlet side olthe transfer
pump through the nylon filter and upper
fuel passage of the end plate.
This fuel in the upper chambers, formed
by the transfer pump blades, liner and
rotor, is displaced downwards and ejected
at a rate in excess of the injection and back
leakage requirements olthe pump, hence
the pressure increases.
This transfer pressure is transmitted to the
underside of the regulating piston through
the lower fuel passage to force the piston
upwards. The force is opposed by the pres-
sure exerted on the upper face of the pis-
ton by the regulating spring .
•
As transfer pressure rises with increasing
engine speed, the piston is forced upwards
and the regulating spring is compressed.
8
R-2- 10-07
Figure 7
Operation of Regulating Valve
• Feed Pressure • Transfer Pressure
Such movement of the piston progres-
sively uncovers the regulating port and
transfer pressure is controlled by perm it-
ting a metered flow of fuel back to the inlet
side of the transfer pump. The effective
area of the regulating port is thus
increased as engine speed is raised or
reduced as engine speed falls.
The maxim um lift of the regulating piston
is adjusted by a screw in order to control
the rate at which transfer pressure rises.
This screw, which is referred to as the
transfer pressure adjuster, is set during
test to suit the application concerned.
When priming the pump from the external
hand primer, fuel entering the end plate
cannot pass through the transfer pump
and into the fuel passages in the hydraulic
head in the normal way_
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . .. .

actuates a thrust sleeve. The sleeve, sliding

along the drive shaft, causes the governor
arm to pivot about a fulcrum on the control
bracket and this movement is transmitted
by the governor link to the metering valve
which rotates to change the quantity of
fuel entering the filling ports. Rotating the
metering valve changes the flow area bet-
ween the groove in the valve and the met-
ering port. The amount of fuel that enters
the filling ports is therefore changed by
varying the effective area of the metering
orifice.

R-2-10·08 The governor link and spring are located

Figure 8 in the upper part of the pump enclosed by
Variable Speed Mechanical Governor the control cover wh ich houses the th rottle
shaft and manual fuel shut-off.
1. Fuel Shut-off Shaft 8. Governor Flyweight
2. Metering Valve Assembly
3. Governor Link Arm 9. Idling Spring
and Spring and Peg
4. Control Bracket 10. Main Governor
5. Governor Arm Spring The mechanical governor takes control of
6. Thrust Sleeve 11. Throttle Shaft fuel delivery at maximum and inter-
7. Drive Shaft
mediate speeds when the centrifugal force
generated by the flywheel balances the
force applied to the governor control arm
by the tension of the main control spring.
Fuel at priming pressure enters the regulat- Fuel output is varied by governor action
ing sleeve and acts on the upper face of as the control arm operates the metering
the regulating piston. The piston is forced valve through the governor link.
to the lower end of the sleeve, compres-
sing the priming spring and uncovering
the priming ports. Fuel then passes
through the priming ports and the lower
fuel passage to the outlet side of the trans- During idle running with the speed control
fer pump and then into the fuel passages lever in the minimum speed position all
within the hydraulic head. tension is removed from the main control
spring and the governor force is balanced
by the idling spring carried on the spring
Variable Speed Governor
peg. This provides more sensitive
The variable speed governor, Figure 8, is response at low RPM when the governor
of the mechanical fly-weight type giving force is minimal thus ensuring an even
accurate control of the engine at engine speed.
maximum and intermediate speeds. The
governor flyweight assembly is mounted
on the drive shaft and is entirely contained
within the pump body. The spring tension is dependent on the
position of the speed control lever thereby
Movement of the governor flyweights, giving variable speed control and enabling
which pivot outwards when under cen- the driverto select governed speed accord-
trifugal force set up by drive shaft rotation, ing to operating requirements.

9
- - - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - _

R-2-10-09 Q

Figure 9
Scroll Plate Operation

A. Scroll Plate in Excess Fuel Position-Throttle B. Scroll Plate in Maximum Fuel Position-Throttle
Closed Open

1. Excess Fuel Device 6. Maximum Fuel Adjuster

2. Scroll Plate Profiles 7. Link Plate
3. Rollers and Shoes 8. Link Plate Spring
4. Cam Ring 9. Low Idle Stop Screw
5. Scroll Plates 10. Throttle Control Arm

Scroll Plates plate which slides in a slot in the governor

With reference to Figure 9.
The scroll plates which are located either
side of the cam ring perform two func-
tions:-
control bracket.
Movement of the link plate is controlled in
one direction by the excess fuel device and
in the opposite direction, by the maximum
fuel adjuster screw.

A. To provide automatic excess fuelling

for rapid engine starting at cranking
speed under all ambient conditions.
B. To adjust maximum fuelling to a pre-
determined setting by limiting the
outward movement of the pumping
plungers.
The scroll plates are each provided with a
slot in the outer rim to control their move-
ment through a transversely mounted link
When automatic excess fuelling is
required, the throttle lever is closed
against the low idle stop and the inner ton-
gue of the link plate is held by the excess
fuel device. In this position the scroll plates
are rotated against pump rotation and the
scroll profiles on the internal rims of the
plates allow the pumping plungers to
move further apart admitting fuel in'
excess of the normal maximum.

10
_ _ _ _ _ _ _ _ _ _ _ _ CHAPTER 10 - _ _ _ _ _ _ _ _ _ __

EXCESS FUEL POSITION

DELIVERY PORT ROTOR FILLING DELIVERY PORT

PORT
I.
OPENS CLOSES
II •
OPENS CLOSES
.. I

OPENS
"""---, (a)

,/

"SCROLL PLATE PROFILE

~'CAM RING PROFILEI

MAXIMUM FUEL POSITION

""'------- .....

ADVANCE ~ _ RETARD
DIRECTION OF SCROLL DIRECTION OF CAM
PLATE MOVEMENT RING MOVEMENT

Figure 10
Scroll Plate and Cam Ring Phasing

As soon as the engine self-sustains, Scroll Plate Principle

excess fuel is terminated. Fuel at transfer
pressure, supplied via the latch valve, and With reference to Figure 10.
acting on the piston in the excess fuel
device causes the link plate spring to move
the scroll plates transversely in the direc- A. In Excess Fuel Position
tion of pump rotation to the maximum
fuelling position against the pre-set adjus-
ter screw. At cranking speeds with the throttle lever
against the low idle screw, the scroll plates
are automatically positioned so that the
excess fuel profile corresponds with the
rotor filling stage. The cam ring is in the
In this position, the profiles on the internal fully retarded position.
rims of the scroll plates check the outward
movement of the rollers and shoes, in con-
tact with the pumping plungers, to the nor- As the rotor filling port opens, metering
mal maximum fuel level. pressure forces the cam rollers outwards

11
- - - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - -
to meet the profile of the scroll plates at
point (a). The cam rollers continue to open
outwards against the scroll profiles until
the filling port closes at point (b) on the
excess profile. The rollers contact the cam
ring at point (c) and deliver fuel in excess
of the normal maximum.
B. In Maximum Fuel Position
When the throttle is fully open the scroll
plates are rotated to the maximum fuel
position and the cam ring is rotated to a
position determined by transfer pressure.
As the rotor filling port opens, metering
pressure forces the cam rollers outwards
to meet the profile of the scroll plates at
point (d).
The cam rollers continue to move out-
wards, remaining in contact with the
retracting scroll profiles until the filling
port closes at point (e), this being the
maximum fuel position set by the adjuster
screw as shown in Figure 9.
With metering pressure to the pumping
plungers now terminated by filling port
closure, the rollers are free to leave the
scroll plate profiles and "float" until con-
tact is made with the cam lobe at point (f).
This is the point at which fuel injection
commences via the now open delivery
port.
Latch Valve
The latch valve, Figure 11, viewed from the
drive end, is screwed into the left-hand
side of the pump housing and comprises
a spring loaded valve with a central drilling
fitted in a threaded bodywhich also retains
the hydraulic head in the pump housing.
12
At cranking speeds (A), the latch valve is
closed and serves to delay advance by pre-
venting transfer pressure reaching the
advance unit and also the excess fuel
device, both of which, remain at cam box
pressure.
When the engine self-sustains (8)
increased transfer pressure on the under
side of the latch valve opens the valve
against its spring and allows fuel at trans-
fer pressure to flow through a drilling in
the valve to the pressure chamber in the
advance unit and the excess fuel device.
Automatic Advance and Start Retard Unit
With reference to Figure 12.
This device progressively advances the
commencement of injection as the engine
speed increases.
The unit incorporates an automatic start
retard system that operates at cranking
speeds.
Automatic advance is controlled by a pis-
ton which slides in the advance housing
mounted on the underside of the pump
housing. The movement of the piston is
transferred via the cam advance screw to
the cam ring which rotates freely in the
pump housing. The advance spring is
located between the piston and the spring
end cap and serves to limit the travel of
the piston, thus balancing the effect of fuel
at advance pressure entering the chamber.
Fuel at advance pressure enters the
chamber through a passage from the head
locating fitting which secures the advance
device to the pump body.
 . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . ...

Figure 11
Latch Valve Operatlon·Schematic

• Trans1er Pressure fDl Cam Box Pressu re

• Metermg Pressure Differential Pressure

A. Engine Cranking B. Engine Self Sustained

1. Hydraulic Head 7. Head lotallng Ruing 13. Feed to Excess Fuel Device
2. Filling Ports - Hydraulic Hoad 8, Ball Valve 14. Inlet from Tr3nsfer Pump
3. Rotor Inlel Ports 9, Cam Ring 15, Distributor Aotor
4. Roller and Shoe 10. Roller C'r'ld Shoe 16. Metering Valve
5. Plunger 11 . Latch Valve
6. Pressure Chamber - Auto Advance 12. Return to Cam Box

Start retard is controlled by the 1st stage
low rated spring which is located between
the hollow end of the piston and the spring
end cap. When the engine is stopped and
the latch valve (see Figure 11) is closed,
there is no pressure acting on the piston
wh ich, under the pre-compression of the
advance spring and 1st stage (retard)
spring, rests against the piston plug. The
system is therefore in tfle Fully retarded
position .
On starting, when transFer pressure from
the pump opens the latch valve, pressure
in the chamber bearing against the piston
compresses the 1st stage (retard) spring
and the system reverts to the normal
speed advance mode of operation.
As engine speed increases, the transfer
pressure acting on the piston moves the
piston along the bore and compresses the
advance spring . This causes the piston and
cam ring to move in the opposite direction
to pump rotation and progressively
advances the point of injection,
When engine speed is reduced, the trans-
fer pressure drops and the normal leakage
of fuel past the piston permits the device
to return towards the retard position under
the action of the spring.

13
. . . . . . . . . . . . . . . . . . . PART2-FUELSYSTEMS . . . . . . . . . . . . . . . . . .. .

R-2- 10- 13
Figure 12 Figure 13
Automatic Advance and Start Retard Unit Head Locating Fining

1. Roller 5. Spring Cap 1. Distributor Rotor 5. Ball Valve

2. Cam Screw 6. Piston Plug 2. Hydraulic Head 6. Automatic Advance
3. Spring 7. Advance Piston 3. Head Locating Fitting and Start Retard Unit
4. Shim 8. Cam Ring 4. By-pass Hole 7. Cam Ring

Head Locating Fitting The hydraulic head comprises a barrel and

The head locating fitting, Figure 13, is
screwed into the underside of the pump
housing and also correctly positions the
hydraulic head relative to pump housing .
The head locating fitting connects the fuel
passages in the hydraulic head with the
advance unit.
a sleeve. The hydraulic head outlet ports
are equally spaced and positioned radially
on the outside diameter and register in
turn with the rotor distributor outlet port
through passages in the sleeve. The sleeve
also contains two inlet ports which register
with the rotor filling ports.

,
The assembly contains a non-return ball
valve which serves to balance and reduce
the impact effect of the rollers on the cam
ring which, during the injection phase,
would otherwise tend to turn the cam ring
in a retard direction.
The transfer pump is housed within a
recess which has been counter bored in
the end of the hydraulic head . This recess
contains a self-venting orifice which
removes any air bubbles from the fuel via
a drilling to the cambox before fuel f lows
to the pumping plungers.

Hydraulic Head and Rotor '

The hydraulic head and rotor, Figure 14. is The distributor rotor has two pairs of
a mated assembly which minimises leak- opposing pumping plungers which pump
age whi lst allowing sufficient bearing simultaneously against the lobes of the
clearance. cam ring.

14
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . ....

R-2-10-15

Figure 14 Figure 15
Pump Drive Shaft Hydraulic Head with Rotor in Situ

1. Spacer 6. Drive Shaft Head 1. Vent Orifice 7. Sleeve

2. Pumping Plunger 7. Rear Bearing 2. Transfer Pump Recess 8. Distributor Rotor
3. Roller 8. Drive Shaft 3. Equalisation Groove 9. Plunger
4. Shoe 9. Pump Housing 4. Barrel - Hydraulic Head 10. Drilling to Cam
5. Distributor Rotor 10. Front Bearing 5. Distributor Outlet Port Box
6. Rotor Filling Port

The rotor comprises a number of filling Pump Drive Shaft

parts and distributor one part as described
under "Pumping and Distribution of Fuel". With reference to Figure 15.

The pump drive is a solid one piece shaft

The rotor has an equalisation groove cut
around the majority of the circumference
on the same plane as the distributor outlet
port. This achieves a constant residual line
pressure in all the lines and improves line
to line deliveries, particularly important at
idling speeds.
The fuel lines, except the next in line to
be charged, are connected by the groove
and the residual pressure in the line which
has just injected is "balanced out" with
the remaining lines.
carried on two bearings located wide apart
at each end of the shaft.
Drive to the distributor rotor is through an
inner slot in the driving head which
engages with the driven tang on the rotor.
Two pairs of opposed pumping plungers
within the head of the rotor, contact the
shoes and rollers each of which slides
radially in the outer slots of the drive shaft.
The plungers bring the rollers into contact
with the cam ring and the outer ends of
the rollers with the scrol.! plates during
excess and maximum fuelling.

15
- - - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - -

Long and short spacers are located, one

in each slot ofthe driving head which allow
only one position of engagement for the
tang on the rotor. The spacers also act as
guides for the roller shoes.

Pressurising Valve

The pressurising valve, Figure 16, is

screwed into the top of the governor con-
trol cover and comprises a ball, valve seat
and spring.

R-2-10-16
During running, constant pressure is main-
tained in the cam box by the spring retain- Figure 16
Pressurising Valve Assembly
ing the ball on its seating. Only when pres-
sure exceeds the loading on the spring at 1. Upper Spring
a pre-determined pressure is fuel allowed 2. Ball Valve
3. Va Ive Seat
to lift the valve. 4. Governor Control Cover
5. Sealing Washer
6. Valve Holder

As changes occur in engine speed, with

resultant pressure differences in the cam
box, the valve reacts by lifting or closing
on its seating to allow the back leakage of
fuel to return to the supply tank thus con-
trolling the maximum cam box pressure
in the pump housing.
Maintaining pressure in the cam box pre-
vents the ingress of dirt into the pump and
provides smoother governor run-out
characteristics.

B. FUEL INJECTION PUMP - OVERHAUL

General Dismantling, assembly, testing and adjust-

Except in the case of complete overhaul,
full dismantling is not always necessary.
When a pump requires attention, the
recommended practice is to set it up on a
test machine and check to locate specific
faults or maladjustments. Repairs or
adjustments can then be undertaken on
the basis of the test results.
ment of the DPS pump must be carried
out by trained personnel, using
specialised tools and test apparatus. The
service tools listed in "Special Tools" Sec-
tion E - must be used to obtain the closest
possible approach to factory standards.
Conditions of scrupulous cleanliness must
be observed in workshops where pump

16
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . ..

overhaul is carried out. The following Overhaul Procedure

equipment must be available in the work-
shop when fuel injection equipment is to
be serviced:-
1. A bench covered with sheet metal or
linoleum, which should preferably be
kept for injection equipment only.
2. A divided storage tray of fire retardant
material.
If any part in a mated assembly is dam-
aged or worn, the complete assembly
must be rejected. Any component show-
ing signs of fretting, wear, damage, corro-
sion, cracks or distortion must be dis-
carded.
AII'O' rings, gaskets, tab washers, locking
and sealing devices must be discarded and
new ones fitted.

3. A vice with soft metal or fibre jaws. REMOVAL

1. Clean all dirt from the injection pump
and the surrounding parts.
4. A fire proof tank containing clean test
2. Turn the fuel shut-off valve to the 'OFF'
oil for large components and a small
position.
bath with a lid containing clean test oil
which should be kept only for pump
3. Drain the cooling system of coolant
plungers and small components.
and remove the bottom radiator hose.

4. Disconnect and remove all fuel lines

5. A complete set of special tools, see from the injection pump and cap all
"Special Tools", Section E. openings to prevent entry of dirt.

6. Non-fluffy cloths must be used for dry-

ing of hands. Under no circumstances
use cotton waste.

Typeplate

The number stamped on the typeplate

attached to the pump housing identifies
the type and model of the pump. Pumps
that are of identical build, but with mod-
ified settings for different applications are
further identified by the setting code
stamped beneath the ordering number.
See Section C - "FUEL INJECTION PUMP
-ISO TEST CONDITIONS."

Figure 17
Should the typeplate be obscured by paint, Fuel Injection Pump Removal
care must be taken to ensure that the type 1. Fuel Return Line 4. Fuel Shut-off Cable
details are not defaced when removing the 2. Pump Retaining Bolt 5. Throttle Linkage
paint. 3. Injector Lines

17
- - - - - - - - - - PART2-FUELSVSTEMS - - - - - - - - - -

5. Disconnect the throttle and fuel shut-

off control linkage.

6. If the pump is not to be internally

timed, then prior to removal note the
setting of the pump relative to the zero
degree mark on the rear of the engine
front plate. Mark the plate with a centre
punch to align with the pump flange
scribed line.

7. Remove the engine timing cover from

the engine front cover. Withdraw the
drive gear retaining nut from the injec-
tion pump driveshaft.

Figure 18
8. Fabricate a puller as outlined in "Spe- Governor Control Cover Components
cial tools" - Section E. Install the puller
to the drive gear using three bolts and 1. Fuel Shut-Off Setbolt
2. Governor Control Cover Screws
remove the gear. 3. Delivery Valves
4. Drain Plug
5. Maximum Fuel Adjustment Screw
9. Withdraw the pump mounting bolts 6. Pressurising Valve
then remove the pump from the engine 7. Vent ScrewfThermostart Connection
front cover plate. Cap all openings to
prevent entry of dirt.

DISASSEMBLY Throttle Lever Assembly

Before commencing disassembly, remove 1. Unscrew and remove the self locking
the surface grime from the exterior of the nut from the throttle shaft. Remove the
pump by using a suitable proprietary fluid washer from inside the spring guide.
as a cleansing agent.

Turn the pump on its side, drain plug
uppermost. Remove the drain plug from
the pump housing, detach the dowty
washer and discard. Invert the housing
and drain the pump oil into a suitable
receptacle.
2. Remove the throttle lever assembly
from the shaft complete with the break
back spring and spring guides, Figure
19. Remove the cap washer from the
lever shaft.

3. Loosen the setbolt in the manual fuel

Pressurising Valve
1. Unscrew and remove the pressurising
valve holder, Figure 18, from the gover-
nor control cover. Remove and discard
the dowty washer from the valve.
shut-off lever, Figure 18, and remove
complete with lock washer and plain
washer. Lift the lever complete with
spring from the governor control cover.
Remove the cap washer from the lever
shaft.

18
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . .. .
Figure 19
Throttle Lever Disassembly
1. Throttle Lever Assembly
2. Cap Washer
3. Vent ScewlThermostart Connection
4. Throttle Lever Shaft
Vent Screw/Thermostart Connection
1. Loosen the vent screw/thermostart
connection, Figure 19; unscrew and
remove from the governor control
cover. Discard the copper sealing
washer.
Governor Control Cover
1. Loosen and remove the maximum fuel
screw locknut, Figure 18. Unscrew the
maximum fuel adjustment screw from
the governor control cover and discard
the rubber sealing washer.
2. Using suitable snap-ring pliers remove
the snap-ring from the excess fuel
device, Figure 20, then remove the plug
and discard the rubber '0' ring.
NOTE: Do not remove the piston from the
excess fuel device at this stage as it is used
to disengage the excess fuel shaft when
removing the governor control cover.
19
Figure 20
Excess Fuel Device
1. Maximum No-Load Speed Screw
2. Slow Idle Screw
3. Excess Fuel Device Snap-ring
3. Using a suitable allen wrench, remove
the four allen screws together with the
washers from the governor control
cover, Figure 18.
4. Lift the governor control cover away
from the pump housing while at the
same time, depressing the excess fuel
piston to detach the excess fuel shaft
from the scroll plate link plate, Figure
21. Once the excess fuel device is
detached, push down on the threaded
end of the throttle shaft assembly; the
shaft must be pressed through the
cover to remain connected to the gov-
ernor spring. Push out the fuel shut-off
shaft from the governor control cover.
Remove and discard the rubber '0'
rings from the shaft. Remove and dis-
card the governor control cover gasket.
5. Remove the excess fuel piston from the
governor control housing.
- - - - - - - - - - PART2-FUELSYSTEMS - _ _ _ _ _ _ _ __

Figure 21 Figure 22
Governor Control Cover Removal Link Plate Retaining Bolts

1. Excess Fuel Device Piston 1. Link Plate Retaining Bolts

2. Governor Control Spring 2. Link Plate Spring Retainer
3. Throttle Shaft
4. Fuel Shut-off Shaft

6. Disconnect and remove the governor 3. Disengage the control bracket from the
spring from the throttle shaft and gov- governor arm and dismantle the gover-
ernor arm. Remove and discard the nor spring linkage from the governor
rubber '0' rings from the shaft. arm in the following order:-

Governor Arm and Control Bracket

Assembly

1. From the control bracket remove the

scroll link plate spring retainer, spring,
sleeve, washers and spacer, Figure 22.
Discard the spring retainer. Unlock the
tab washers; unscrew and remove the
three retaining bolts.

2. Lift off as an assembly the control brac-

ket complete with governor arm, met- Figure 23
ering valve and spring linkage assem- Control Bracket and Governor Arm
bly, Figure 23. Detach the metering
1. Link Plate
valve from the linkage hook and 2. Metering Valve
immerse in clean test oil. 3. Governor Arm

20
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . .. .

Figure 24 Figure 25
Governor Linkage Disassembly End Plate and Regulating Valve Assembly

1. Spring Retainer 6. Locknut 1. Fuel Inlet Connections

2. Linkage Hook 7. Washer 2. End Plate Retaining Screws
3. Spring 8. Governor Arm 3. Delivery Valves
4. Pivot Ball Washer 9. Washer 4. Delivery Valves
5. Adjusting Nut

i) Unscrew and remove the self lock-
ing nut, the linkage nut, washer and
pivot ball washerfrom the governor
linkage hook, Figure 24.
End Plate and Regulating Valve Assembly
1. Slacken the fuel inlet connection in the
end plate, Figure 25.

ii) Slowly release the compression on

the linkage spring and disengage 2. Using a suitable allen wrench unscrew
the linkage hook from the governor the four allen screws and carefully
arm, being careful not to lose the remove the end plate from the hyd-
washer. raulic head.

iii) Slide the spring and spring retainer 3. Remove the fuel inlet connection and
from the linkage hook. discard the copper washer, Figure 26.

Delivery Valves
4. Invert the end plate and remove the
1. Slacken each delivery valve in turn and sleeve, retaining spring, transfer pres-
remove from the hydraulic head sure adjuster, filter, spring and peg
assembly, Figure 25. Remove and dis- assembly, regulating sleeve, piston
card the sealing washer from each out- and priming spring, Figure 26. Discard
let in the hydraulic head. the sealing washer.

21
. . . . . . . . . . . . . . . . . .-PART2-FUELSVSTEMS . . . . . . . . . . . . . . . . . .. .

R-2-10-26 .Q.

Figure 26 Figure 27
End Plate and Regulating Valve Components Transfer Pump Components

1. Inlet Connection 6. Spring and Peg 1. Rubber Seal

2. 'a' Ring 7. End Plate 2. Rotation Slot
3. Filter 8. Priming Spring 3. Transfer Pump Blades
4. Spring 9. Sealing Washer 4. Pump Eccentric Liner
5. Transfer Pressure 10. Regulating Sleeve
Adjuster 11. Regulating Piston

Transfer Pump NOTE: Rotors are loosened in the direction

of the pump rotation given on the pump
1. Remove the transfer pump blades, nameplate.
Figure 27, note the position of the direc-
tion of the rotation slot in the transfer
pump liner i.e., 3 o'clock when viewed
from the transfer pump rotor end.
Remove the transfer pump liner and
rubber seal. Discard the seal.

2. To assist in the removal of the transfer

pump rotor, Figure 28, insert a suitable
tommy bar of 4mm (0.157in.) diameter
through the governor aperture in the
pump housing and through the hole in
the drive shaft.

3. Still keeping the drive shaft held with

the tommy bar as shown in Figure 28, Figure 28
insert the Box Spanner, Tool No. Loosening Transfer Pump Rotor
7044-889, into the slots in the rotor and 1. Tommy Bar
loosen the rotor. 2. Box Spanner Tool No. 7044·889

22
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . ..

Figure 29 Figure 30
Automatic Advance and Start Retard Unit Cam Advance Screw

1. Cap Nut 5. Vent Screw 1. Socket

2. Piston Plug 6. Auto-advance 2. Cam Advance Screw
3. Head Locating Fitting Housing 3. Socket Adaptor Tool No. 7244-1258
4. Spring Cap 4. Wrench

4. Remove the tommy bar and finger 5. Unscrew and remove the cap nut then
tighten the rotor. remove and discard the copper sealing
washer.
Automatic Advance and Start Retard Unit

1. Invert the pump fixture so that the

automatic advance and start retard unit
is uppermost, Figure 29.
2. Unscrew the piston plug from the hous-
ing and remove, discard the rubber ' 0'
ring.
3. Loosen the spring cap plug and the
vent screw. Remove the end cap and
withdraw the three springs.
6. Unscrew and remove the head locating
fitting from the auto-advance housing
taking care not to lose the steel ball;
remove and discard both rubber '0'
rings.
7. Gently ease the auto-advance housing
with the piston from the pump hous-
ing. Remove and discard the housing
joint. Retain the piston in .the auto-
advance housing.

4. Remove and discard the rubber ' 0' ring

from the spring cap; then remove the 8. Using the Socket Adaptor, Tool No.
vent screw and discard the rubber 7244-1258, Figure 30, loosen the cam
washer. advance screw.

23
- - - - - - - - - - PART2-FUELSYSTEMS - - - - -_ _ _ __

Figure 31 Figure 32
Latch Valve Removal Latch Valve Components

1. Locknut 1. Valve 7. '0' Ring Seal

2. Sleeve Nut 2. Valve Body 8. Sleeve Nut
3. Valve Body 3. 'a' Ring Seal 9. Rubber Washer
4. 'a' Ring Seal 10. Locknut
5. Dowty Washer 11. Adjuster
6. Valve Spring

9. Remove the tool and If necessary, 2. Remove the locknut, adjuster and tip
lightly tap the cam advance screw to out the valve spring from the sleeve
free the cam ring in the pump housing nut, Figure 32. Remove and discard the
before removing the screw. rubber washer.

10. Invert the mounting fixture so that the

governor control cover machined face 3. Unscrew and remove the sleeve nut
on the pump housing is uppermost. from the latch valve and discard the
rubber '0' ring.

Latch Valve

1. Before removing the latch valve, Figure
31, loosen both the locknut and sleeve
nut in the valve body; then loosen and
remove the latch valve body from the
pump housing and discard the
"Dowty" seal and two rubber 10' rings.
4. Invert the valve body to bring the exter-
na"y threaded end uppermost and
gently tap to dislodge the valve from
the body. Examine the valve and if the
condition is satisfactory, re-assemble
the valve to the valve body.

24
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . ..
Figure 33
Hydraulic Head Removal
1. 'a'Ring Seal
2. Head Retaining Bolt Location
3. Rear Scroll Plate
4. Hydraulic Head
Hydraulic Head
With reference to Figure 33:
NOTE: Prior to removing the hydraulic
head, turn the pump into the vertical pos-
ition, head uppermost. This will ensure
that the plungers do not fall out of the
rotor during the removal of the hydraulic
head.
1. Remove the hydraulic head retaining
bolt from the side ofthe pump housing
and discard the copper sealing washer.
2. Withdraw the hydraulic head and rotor
assembly from the pumping housing
with a slight twisting motion in each
direction. When clear of the housing,
detach the rear scroll plate noting the
direction of the arrow and discard the
rubber 'a' ring from the hydraulic
head.
25
3. The transfer pump rotor, previously
loosened, should not be removed until
the distributor rotor and pump plun-
gers are ready for inspection. To retain
the plungers in the rotor, fit the plastic
retainer, C~A.V. Part No. 7174-62, or with
suitable synthetic rubber tubing.
Pump Housing and Drive Shaft Assembly
With reference to Figure 34.
1. Turn the pump housing on its mount-
ing fixture so that the pump governor
control cover machined face on the
housing is at nine o'clock.
2. Withdraw the cam ring from the pump
housing with a twisting motion and
detach the front scroll plate noting the
direction of the arrows on both cam
ring and scroll plate.
3. Rotate the drive shaft to dislodge one
roller and shoe assembly into the well
of the pump housing and remove the
roller and shoe. Repeat the same oper-
ation with the other shoe and roller
assemblies. Immerse the roller and
shoe assemblies in clean test oil.
NOTE: The rollers and shoes are matched
and should be kept in their respective
assemblies.
4. Remove the woodruff key from the
drive shaft. Using suitable snap-ring
pliers remove the snap-ring from the
drive shaft and then remove the thrust
washer.
- - - - - - - - - - PART2-FUELSVSTEMS - - - - - - - - - -

R-2-10-34

Figure 34
Exploded View of Front Scroll Plate and Cam Ring

1. Matching Letters 6. Shoe } 11. Shoe and Roller

2. Cam Ring and Cam Advance Screw 7. Roller Matched Assembled in Drive
3. Direction Arrow-Cam Ring 8. Mounting Plate Head
4. Direction Arrow-Scroll Plate 9. Pump Governor Control Face 12. Rear Bearing
5. 'T' Shaped Aperture 10. Pump Housing 13. Front Scroll Plate

5. Remove the pump housing from the
mounting fixture and lay the housing
on the bench drive end uppermost.
7. Remove the rear bearing and governor
weight assembly, Figure 35, from the
drive shaft and detach the thrust
sleeve, washer and governor weights
from the weight retainer.

6. While holding the rotor end ofthe drive

shaft through the housing aperture,
invert the pump housing so that the
tapered end of the drive shaft is upper-
most and lift the pump housing clear
of the drive shaft assembly and rear
bearing, Figure 35.
8. Fit the drive shaft between the soft jaws
of a vice and using a suitable "Torx"
bit, unscrew and remove the four
"Torx" screws from the rear ofthe drive
shaft and detach the catch plate and
shoe plate, Figure 36.

NOTE: The front drive shaft bearing bush NOTE: Before removing the timing disc
must not be removed. If damaged, a new and shoe spacers, it will be necessary as
pump housing and bush assembly will be an aid to assembly to etch the disc and
required. drive shaft as following:-

26
. . . . . . . . . . . . . . . . . . . . . .-CHAPTER10 . . . . . . . . . . . . . . . . . . . . . ..

Mark the timing disc with a vertical line in

the same plane as the drive shaft key way.
Mark the drive shaft with a letter HL" on
the unmachined surface adjacent to the
long shoe spacer slot.

9. Again holding the drive shaft, unscrew

the two "Torx" screws from the front
of the drive shaft. Remove the timing
disc and shoe spacers.

Figure 35
Rear Bearing and Governor Weight Removal

1. Governor Weight Assembly

2. Rear Bearing 10. Remove the oil seal from the pump
3. Drive Shaft housing and discard.

R-2-10-36

Figure 36
Exploded View of Drive Shaft
1. "Torx" Screw 5. Drive Shaft 9. Shoe plate
2. Long Shoe Spac~r 6. Woodruff Key 10. Catch Plate
3. Timing Disc Notch 7. Timing Disc
4. "Torx" Screw 8. Short Shoe Spacer

27
- - - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - -
INSPECTION OF COMPONENTS
The following information lists the possi-
ble defects and indicates the main items
which may require replacement. The
inspection requirements listed are the
minimum advisable.
If any part in a mated assembly is dam-
aged or worn, the complete assembly
must be renewed. The following items
must be considered as mated parts.
HEAD AND ROTOR ASSEMBL Y,
ROLLERS AND SHOES,
ADVANCE PISTON AND BODY,
LATCH VALVE AND BODY,
CAM RING AND SCROLL PLATES,
DRIVE SHAFT HOUSING AND BUSH.
1. Check for damage to internal and exter-
nal threads, especially on the transfer
and distributor rotor, hydraulic head,
studs, inlet and outlet connections.
2. Look for distorted or fractured springs.
Check that all springs quoted in the
Parts List for the particular pump are
present. In cases of fouling or malfunc-
tioning, ensure the correct springs are
fitted.
3. Check for any signs of scoring, wear or
corrosion to machined surfaces,
including the pump body and bush,
drive shaft, rear bearing, hydraulic
head bore, cam ring, scroll plates, end
plates, auto-advance device location
and end plate locating face.
4. When fitting new 'a' rings and oil
seals, care must be taken to use protec-
tion caps, etc. to avoid damage. Inspec-
tion of seals after assembly is recom-
mended. Internal seals should be dip-
ped in clean test oil prior to being
assembled, external seals should be
lightly coated with grease.
5. Inspect for wear and damage to drive
shafts, splines and associated parts. If
the th rust faces of the housing are
worn, check the drive shaft end float.
28
6. Inspect for wear and scoring of all
mechanical governor linkages, shafts,
pivot points, arms and weights.
7. Inspect for nicked, scratched, worn, cor-
roded or otherwise damaged pump
plungers and their mated bores.
NOTE: Great care must be taken with
pump plungers and bores.
Plungers must only be removed from
the bore if there is a need to inspect
them and then only for the short time
required for inspection. Ensure that
each plunger is correctly replaced in
the end of the bore from which it came.
Plungers and bores must be cleaned
with clean test oil and assembled wet.
The plungers should be retained in the
bore of the rotor with the plastic
retainer. C.A.V. Part No. 7174-62, or with
suitable synthetic rubber tubing.
The rotor must be assembled to the
hydraulic head and the complete
assembly immersed in a covered bath
of clean test oil until required '~for
assembly.
8. Examine the transfer pump for chip-
ped, broken or worn transfer pump
blades. The blades are not interchange-
able, and replacement blades MUST
be of the same type.
9. Inspect for damage to rollers and
shoes. Examine roller surfaces and
check for free rotation in shoes. Roller
and shoe assemblies must be kept
together.
10. Inspect all small orifices for blockage,
e.g., delivery valve bodies, latch valve,
head locating fitting and clear any
restriction with dry compressed air.
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . .-

RE-ASSEMBLY
Drive Shaft ..!.&.---G)
1. With reference to Figure 36, locate the
timing disc with the two "Torx" screws
to the head of the drive shaft so that
the vertical mark previously etched on
the disc during dismantling is aligned
with the key way on the drive shaft.

2. Fit the short and long spacers into their

respective slots in the head of the drive
shaft. The long shoe spacer should be
located in the slot previously etched
with the letter ilL". The slots in the spac-
ers must face outwards. Figure 37
Governor Weight Assembly

1. Drive Shaft 4. Weight Retainer and

2. Th rust Washer 5. Th rust Sleeve
3. Hold the shoe spacers in position and 3. Governor Weight Cush Drive
secure the spacers and timing disc with
two "Torx" screws.

4. To hold the assembly, insert the drive
shaft between the 50ft jaws of the vice
and with a suitable "Torx" bit tighten
to specified torque, see IISpecifica-
tions" - Section E.
2. The governor is fitted with six weights,
fit the weights into the retainer in
opposing pairs. The toes of the weights
should face inwards and be in contact
with the base of the retainer.

5. Fit the catch plate against the shoe

plate and assemble both plates cent-
rally against the rear head of the drive
shaft with the four IITorx" screws.
6. Again holding the drive shaft, tighten
the screws with a suitable "Torx" bit
to the specified torque, see IISpecifica-
tions" - Section E.
3. Insert the thrust washer into the toes
of the weights followed by the thrust
sleeve tapered end first. Tilting the
thrust sleeve to engage with one pair
of weights while at the same time lift-
ing the opposite pair, will facilitate
entry of the thrust sleeve.

Governor Weight Assembly

4. Fit the drive shaft assembly through
1. Lay the governor J'cush" drive asembly the thrust sleeve and locate the splined
on the bench with the weight retainer teeth on the shaft with those on the
uppermost as shown in Figure 37. splined hub of the cush drive.

29
- - - - - - - - - - PART2-FUELSYSTEMS - - - - - - -_ __

R-2-10-38 Q

Figure 38
Exploded View of Pump Housing and Drive Shaft

1. Pump Housing 4. Bearing Bush 7. Governor Thrust Sleeve

2. Thrust Washer 5. Auto-advance Housing Stud 8. Key Way
3. Snap Ring 6. Governor Weight Assembly 9. Drive Shaft

Pump Housing and Drive Shaft Assembly 2. Screw in a new stud using a locknut
and capnut and tighten the stud to the
specified torque, see "Specifications"
NOTE: The front drive shaft bearing bush
- Section E.
is supplied fitted to the pump housing as
an assembly.

1. If the auto-advance housing stud,

Figure 38, has been removed from the
pump housing, secure the housing to
the Mounting Plate, Tool No. 7244-200
and mount the fixture in the jaws of a
vice so that the housing stud aperture
is uppermost.
3. Re-position the pump mounting fixture
so that the governor cover mech~ned
face on the pump housing is upper-
most.

30
. . . . . . . . . . . . . . . . . . . . . .·CHAPTER10 . . . . . . . . . . . . . . . . . . . . . ..
4. Insert the drive shaft and governor
weight assembly into the pump hous-
ing and rotate the drive shaft so that
the machined flat is uppermost.
5. Slide the thrust washer over the end
of the drive shaft and abut against the
pump housing. Retain the thrust
washer with the snap-ring.
6. After assembly, check the drive shaft
end float and if necessary, adjust fol-
lowing the procedure given under "To
Check the Drive Shaft End Float".
To Check the Drive Shaft End Float
1. To assist in checking the drive shaft end
float, temporarily fit the rear bearing,
Figure 41, to support the drive shaft.
2. Fit an Adaptor, Tool No. 89559/11 to the
threaded end of the drive shaft. Screw
in the Holder, Tool No. ST 183. Adjust
the stylus to contact the machined face
of the pump housing, Figure 39.
3. Push the drive shaft inwards and zero
the dial gauge Tool No. 23764. Pull the
drive shaft outward and note the
maximum reading on the gauge. The
drive shaft end float should be between
a maximum of 0.2mm (0.008in.) and
minimum of 0.05mm (O.002in.). If
necessary, adjust the end float by selec-
tive assembly of the thrust washer, see
"Specifications" - Section E.
31
Figure 39
Drive Shaft End Float Check
1. Thrust Washer
2. Adaptor, Tool No. 89559/11
3. Holder, Tool No. ST183
4. Dial Indicator, Tool No. 23764
5. Stylus
6. Pump Housing Machined Face
4. Thrust washers of variable thickness
are available to adjust the drive shaft
end float, see "Specifications" - Sec-
tion E.
5. When the end float has been checked,
remove the rear bearing, snap-ring and
thrust washer, then remove the pump
housing from the mounting fixture and
stand the housing upright on the
bench.
6. Fit the Protection Cap of Tool No. 7244-
445, over the threaded end of the
tapered shaft, Figure 40 ..
7. Immerse a new drive shaft oil seal in
clean test oil. Slide the seal over the
protection cap with the lip of the seal
facing inwards towards the recess in
the pump housing.
- - - - - - - - - - PART2-FUELSVSTEMS _ _ _ _ _ _ _ _ __
Figure 40
Drive Shaft Oil Seal Installation
1. Punch and Protection Cap Tool No. 7244-445
2. Oil Seal
3. Pump Housing
8. With the Punch of Tool No. 7244-445,
drive the seal into the housing by tap-
ping squarely with a hide mallet until
the tool abuts the end face of the pump
housing spigot.
9. When correctly fitted, the outer face of
the oil seal should be recessed approx-
imately 0.2mm (0.008in.) from the end
face of the housing. Check that the
shaft is able to rotate freely without
excessive drag.
10. Refit the pump housing back onto its
mounting fixture with the governor
cover machined face uppermost. Re-
install the selected thrust washer and
retain with the snap-ring.
32
Rear Bearing, Cam and Scroll Plates
1. Position the pump housing mounting
fixture with the governor cover
machined face at 9 o'clock. Alterna-
tively, the pump may be fitted in the
vertical position with the drive end
downwards.
2. Fit the rear bearing into the pump hous-
ing with the large cut-away section of
the bearing towards the drive shaft,
Figure 41, and the axial slot in the bear-
ing positioned at 3 o'clock to clear the
auto-advance stud. Push the bearing
fully in so that the chamfered edge on
the bearing abuts the shoulder within
the pump housing.
3. To aid assembly, it is recommended
that the roller and shoe assemblies are
gripped with a suitable pair of tweez-
ers. Keep the matched shoes and rol-
lers in their respective assemblies and
insert them through the "T" shaped
aperture in the housing when the slots
in the head of the drive shaft are in the
horizontal position.
4. To prevent the shoes and rollers being
dislodged, fit the first set at 9 o'clock
and rotate the shaft 1800 in a clockwise
direction viewed from the open end of
the housing. The opposite shoe and rol-
ler assembly can then be fitted.
5. The arrows on both scroll plates and
cam ring indicate the direction of pump
rotation as viewed from the drive shaft
end.
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . ..

R-2-10-41

Figure 41
Exploded View of Front Scroll Plate and Cam Ring

1. Matching Letters 6. Shoe } M h d 10. Pump Housing

2. Cam Ring and Cam Advance Screw 7. Roller atc e 11. Shoe and Roller
3. Direction Arrow-Cam Ring 8. Mounting Plate Assembled in Drive Head
4. Direction Arrow-Scroll Plate 9. Pump Governor 12. Rear Bearing
5. 'T' Shaped Aperture Control Face 13. Front Scroll Plate

6. Insert the front scroll plate into the
recess in the rear bearing with the
arrow on the plate facing in the same
direction as the arrow on the pump
name plate, Figure 41.
8. Fit the cam ring with the arrow facing
in the same direction as the arrow on
the pump name plate, Figure 41, and
align the threaded hole in the ring with
the automatic-advance aperture in the
housing.

NOTE: The cam and scroll plates are a

matched set and can be identified by a
grade letter etched on the side of the ring 9. Fit the cam advance screw into the cam
and plate. ring, finger tig ht.

7. Ensure that the scroll plate rotates

freely and position the notch in the NOTE: Do not at this stage fit the rear scroll
plate mid-way between the cut-away plate to the pump housing; this should be
section in the rear bearing. assembled with the hydraulic head.

33
 - - - - - - - - - - PART2-FUELSYSTEMS - - -_ _ _ _ _ __

Figure 42 Figure 43
Rear Scroll Plate Installation Hydraulic Head Installation

1. Hydraulic Head 5. Notch in Scroll Plate 1. Pump Housing

2. 'a' Ring Seal 6. Di rection Arrow-Scroll 2. Latch Valve Aperture
3. Cut-away Section Plate Rotation 3. Rotor
in Hydraulic Head 7. Rear Scroll Plate 4. Hydraulic Head
4. Matching Letter 8. Rotor Tang

Hydraulic Head 5. Using a suitable pair of Tweezers, move

the shoe assemblies to their innermost
1. Fit the rear scroll plate into the recess positions.
in the hydraulic head, Figure 42, and
with the arrow facing in the same direc-
tion as the arrow on the pump name
plate, align the notch in the scroll plate
with the cut-away portion in the hyd-
raulic head. 6. Check the position of the tang slot loca-
tion in the drive shaft and align the tang
on the rotor to correspond.
2. Fit a new rubber "0" ring into the
groove in the hydraulic head and
assemble the head into the pump hous-
ing as follows:-

7. Smear clean test oil on the portion of

3. Turn the mounting fixture in the vice
so that the governor cover machined
face on the pump housing is upper-
most, Figure 43.
4. Remove the plastic plunger retainer
from the rotor tang.
the hydraulic head that fits into the
pump housing and keeping the rotor
steady with the thumb to prevent rota-
tion, insert the head into the housing
with a rotating motion, Figure 43.
Rotating the head during assemblywill
facilitate entry and prevent possible
damage to the head seal.

34
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . .. .
Figure 44
Scroll Plate Alignment
1. T Shaped Aperture
2. Governor Cover Machined Face
3. Scroll Plates
4. Head Locating Bolt
NOTE: When fitted, check that the tang
drive has engaged fully by ensuring that
the transfer pump rotor is in the innermost
position, i. e., nearest the head sleeve and
flush with the rear face of the hydraulic
head.
8. Align the holes in the hydraulic head
for the latch valve and head locating
bolt with the respective holes in the
pump housing. In this position the met-
ering valve port should be uppermost.
9. Ensu re that the notches in the scroll
plates are positioned between the liT"
shaped aperture in the governor cover
machined face Figure 44.
10. Fit a new copper sealing washer then
install the head locating bolt into the
pump housing and tighten to the
specified torque, see "Specifications"
Section E.
35
Figure 45
Tightening Cam Advance Screw
1. Socket
2. Cam Advance Screw
3. Socket Adaptor Tool No. 7244-1258
4. Wrench
Automatic Advance Housing Assembly
1. Invert the pump fixture so that the cam
advance screw is uppermost.
2. Using the socket Adaptor Tool No.
7244-1258, Figure 45, tighten the cam
advance screw to the specified torque,
see "Specifications" - Section E.
3. Remove the tool, check for freedom of
movement and if the cam ring is bind-
ing, lightly tap the cam advance screw
to ensure the cam ring is free in the
pump housing.
4. Using the Protection Sleeve Tool No.
7044-897, fit two new rubber "0" rings
to the head locating fitting. Fit the steel
ball on its seating in the fitting and
insert the assembly into the auto-
advance housing to retain the ball.
- - - - - - - - - PART2-FUELSYSTEMS - _ _ _ _ _ _ _ __

Figure 46 Figure 41
Exploded View of Advance Housing Exploded View of Latch Valve

1. Cap Nut 1. Valve 7. '0' Ring Seal

2. Advance Housing 2. Valve Body 8. Sleeve Nut
3. Head Locating Fitting 3. '0' Ring Seal 9. Rubber Washer
4. '0' Ring Seal 10. Locknut
5. Dowty Washer 11. Adjuster
6. Valve Spring

5. Fit a new gasket to the automatic- Latch Valve

advance housing.
NOTE: When new, the valve and body of
the latch valve are supplied as a matched
NOTE: The piston and auto-advance hous-
assembly fitted with plastic protection
ing are a matched pair.
caps to retain the valve in situ.

6. Check that the blank (pressure) end of

1. If new, remove the plastic caps from
the piston is towards the oil feed dril-
the latch valve and assemble as follows
ling end of the housing and fit the
with reference to Figure 47:-
advance unit to the pump housing by
engaging the bore in the piston with
the cam advance screw; finger tighten
the head locating fitting Figure 46. 2. Screw the adjuster into the locknut and
leave several threads exposed at the
top of the nut. Fit a new rubber washer
7. Fit a new copper sealing washer to the into the recess provided in the locknut.
housing stud and screw on the cap nut
finger tight.

3. Using the Protection Sleeve, Tool No.

8. Invert the mounting fixture in the vice 7144-18, fit two new rubber 110" rings
so that the pump governor cover to the valve body. Using the Protection
machined face on the pump housing Sleeve, Tool No. 7144-458C, fit a new
is uppermost. rubber "0" ring to the sleeve nut.

36
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . .. .

4. Fit the latch valve and body with a new

"Dowty" seal into the 2 o'clock position
in the pump housing when viewed
from the rear end of the pump.

5. Tighten the valve body to the specified

torque, see "Specifications" - Section
E. With a suitable pair of Tweezers,
check for free movement of the valve
in the valve body.

Figure 48
Exploded View of Advance Housing Components
6. Screw on the sleeve nut then fit the
1. Piston Plug 4. 'a' Ring Seal
spring against the valve. Position 5. Springs (3 off)
2. Spring Cap 6. 'a' Ring Seal
Position 7. Piston Plug
3. Spring Cap

7. Engage the stem of the adjuster with
the spring and screw the adjuster and
locknut into the sleeve nut. Tighten the
sleeve nut to the specified torque, see
"Specifications" - Section E, followed
by the adjuster locknut to the specified
torque, see ilSpecifications" - Section
E.
3. Using the Protection Sleeve, Tool No.
7044-898 over the threads of the piston
plug, fit a new rubber "0" ring. Screw
the piston plug into the advance hous-
ing and tighten the plug to the
specified torque, see "Specifica-
tions" Section E.

4. Using the Protection Sleeve, Tool No.

7044-898, fit a new rubber "0" ring
Automatic Advance and Start Retard Unit over the threads of the spring cap.

1. Progressively and evenly tighten both

the head locating fitting and cap nut.
Tighten the fitting and the cap nut to
the specified torque, see ilSpecifica-
tions" Section E. Check that both
cam ring and piston move freely.
5. Fit the advance springs into the piston
and screw the spring cap into the hous-
ing.

6. Using a suitable socket, tighten the

2. Fit the remaining parts of the advance spring cap to the specified torque, see
unit as follows:- "Specifications" - Section E.

37
- - - - - - - - - PART2-FUELSVSTEMS - - - - - - - - - _
Figure 49
Loosening Transfer Pump Rotor
1. Tommy Bar
2. Box Spanner Tool No. 7044-889
Transfer Pump
1. To prevent the drive shaft from turning,
insert a suitable tommy bar of 4mm
(0.157in) diameter through the front
aperture in the pump housing and
through the hole in the drive shaft as
shown, Figure 49.
2. Insert the Special Box Spanner, Tool
No. 7044-889, into the slots in the trans-
fer pump rotor and tighten the rotor to
the specified torque, see "Specifica-
tions" - Section E.
NOTE: The transfer pump rotor must be
tightened in the opposite direction to the
pump rotation.
3. Ensure when the rotor is fitted, that the
transfer pump blades, Figure 50, all
slide freely in the slots of the rotor and
then remove.
38
Figure 50
Transfer Pump Components
1. Rubber Seal 3. Transfer Pump Blades
2. Rotation Slot 4. Pump Eccentric Liner
4. Before assembling the transfer pump
liner into the hydraulic head, ensure
that the direction of the rotation slot in
the side of the liner is positioned cor-
rectly at 3 o'clock, when viewed from
the rotor end.
5. Insert the liner into the hydraulic head.
Dip the transfer pump blades in clean
test oil and insert the blades and
springs into the slots of the transfer
pump rotor. Check again that the
blades move freely.
6. Lubricate the transfer pump rubber
sealing ring with clean test oil and fit
into the recess between the liner and
hydraulic head.
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . ..

R-2-10-51 . .Q.
Figure 51 Figure 52
End Plate and Regulating Valve Components End Plate Installation

1. Inlet Connection 6. Spring and Peg 1. Inlet Connection

2. ' 0 ' Ring 7. End Plate 2. Hexagon Screw
3. Filter 8. Priming Spring 3. Dowel
4. Spring 9. Sealing Washer 4. Slot
5. Transfer Pressure 10. Regulating Sleeve 5. Hydraulic Head
Adjuster 11. Regulating Piston 6. End Plate

End Plate and Regulating Valve Assembly
1. To assemble the regulating valve,
Figure 51, hold the end plate in the
hand and insert the priming spring into
the well of the end plate. Fit a new s'ea-
ling washer to the small diameter end
of the regulating sleeve and hold the
sleeve with the sealing washer end
down; block this end of the sleeve with
a finger.
2. Insert into the open end of the sleeve
the regulating piston, spring and peg
assembly with peg uppermost, fol-
lowed by the transfer pressure adjuster.
3. Fit the sleeve retaining spring to the
flange of the adjuster and to retain the
complete assembly, push the filter into
position against the shoulder of the
regulating sleeve.
5. Screw in the inlet connection complete
with new '0' ring seal into the end plate
finger tight.
6. Fit the end plate assembly, Figure 52,
with the fuel inlet connection upper-
most onto the hydraulic head ensuring
that the dowel on the inner face of the
end plate engages with the slot in the
transfer pump liner.
7. Fit the four hexagon screws to the end
plate and whilst rotating the drive shaft
to ensure that the drive remains free,
tighten the screws carefully in diagonal
sequence to the specified torque, see
"Specifications" - Section E.·

4. Hold the assembly in a horizontal plane

and with the end plate similarly aligned 8. Tighten the fuel inlet connection to the
slide the complete assembly into the specified torque, see "Specifica-
end plate. tions'l - Section E.

39
- - - - - - - - - PART2-FUELSYSTEMS - -_ _ _ _ _ _ __

Figure 53 Figure 54
Governor Spring Linkage Components Governor Control Bracket

1. Metering Valve 6. Locknut 1. Link Plate 6. Sleeve

2. Spring Retainer 7. Adjusting Nut 2. Screw 7. Spring
3. Spring 8. Pivot Ball Washer 3. Governor Arm 8. Washer
4. Washer 9. Governor Arm 4. Spacer 9. Screw
5. Washer 10. Linkage Hook 5. Washer

Governor Arm Control Bracket Assembly 4. Ensure that the step on the governor
thrust sleeve is uppermost.
1. Assemble the governor spring linkage
components, Figure 53, on to the lin-
kage hook in the following order:-

2. Spring retainer large end first, long lin-
kage spring and fibre washer. Pass the
linkage hook stem through the small
hole in the governor arm and continue
assembling the pivot ball washer,
washer, linkage nut and locknut.
3. Insert the metering valve into the met-
ering valve bore in the hydraulic head.
5. Engage the control bracket with the
governor arm and position into the
pump housing by placing the toes at
the lower end of the governor arm on
top of the step on the governor thrust
sleeve. At the same time, align the legs
on the link plate to engage with the
notches in the scroll plates.

NOTE: Before assembling the control arm
and bracket, check that the notches in the
front and rear scroll plates are centrally
positioned between the NT" shaped aper-
ture in the pump housing as shown, Figure
44.
6. Position new tab washers on the con-
trol bracket. Screw in the -hexagon
headed screws and tighten to the
specified torque, see "Specifications"
- Section E. Lock all tab washers by
bending them over the screw heads.

40
- - - - - - - - - - - CHAPTER 10 - - - - - - - - - - - -

7. Assemble the link plate spring,

washers and sleeve onto the retaining
bolt and install the bolt into the hous-
ing, see inset Figure 54, tighten to the
specified torque, see "Specifica-
tions" - Section E.

8. To tension the spring, hook the short

leg of the spring behind the stud and
abut the kink in the long leg of the
spring against the inner tongue on the
link plate.

Figure 55
Setting the Governor Linkage

1. Metering Valve Linkage Pin

9. Attach the metering valve to the hook 2. Linkage Hook
as illustrated, and ensure that the lin- 3. Vernier Gauge
kage moves freely. 4. Control Bracket Retaining Bolt

To Set the Governor Linkage 3. After setting, tighten the linkage

locknut to the specified torque, see
1. Set the linkage length using a vernier "Specifications" - Section E, and then
gauge as shown in Figure 55, so that re-check the linkage length.
the correct dimension as stated on the
Test Plan, see "Specifications" - Sec-
tion E, is obtained measured inside be-
tween the diameters of the link plate
spring stud and the metering valve lin-
kage pin. Throttle Shaft

1. Fit the Protection Sleeve, Tool No. 7244-

458C over the threads of the throttle
shaft and slide the new rubber 10' rings
into position on the shaft.

2. When setting, ensure that the vernier

gauge is held as shown in Figure 55
and apply a light pressure to the gover-
nor arm to hold the metering valve in
the fully open position. Ensure that the
measuring calliper does not enter the
hook location groove on the metering
valve pin. The opposite leg of the cal-
liper should engage the rounded por-
tion above the hexagon stud. Slacken
the locknut and adjust the adjuster nut.
2. Install the idling spring onto the idling
spring guide and press the guide
through the hole in the governor con-
trol arm. Secure by fitting the governor
main control spring to the guide,
Figure 56.

41
- - - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - - -

7. Fit the cap washer to the fuel shut-off

lever shaft. Assemble the return spring
to the fuel shut-off lever then assemble
the lever and spring onto the lever shaft
and retain the lever with the hexagon
headed screw, tightened to the
specified torque, see "Specifications"
- Section E.

8. Insert the throttle shaft through the

bore in the control cover and push the
shaft into position.

9. Install the excess fuel device piston

Figure 56
into the control cover.
Throttle Shaft and Governor Main Control Spring

1 Governor Control Arm 5. Pivot Ball Washer

2. Throttle Shaft 6. Idling Spring
3. Throttle Shaft Link 7. Idling Spring
4. Main Governor Spring Guide 10. Lower the cover towards the pump
housing and at the same time depress
the excess fuel piston whilst holding
the link plate in the excess fuel position
with a screwdriver to engage the
excess fuel shaft with the link plate.

3. Connect the free end of the governor

main spring to the throttle shaft link.
11. Insert the four hexagon socket screws
with washers into the governor control
cover and using a suitable allen
wrench, tighten the four screws
uniformly to the specified torque, see
4. Fit the governor control cover gasket
"Specifications" - Section E.
to the pump housing, ensuring that the
holes align with those in the pump
housing.

Maximum Fuel Adjustment Screw

1. Screw the adjuster into the locknut and

5. Fit the protection sleeve, Tool No. 7144- fit a new rubber washer into the recess
458C over the fuel shut-off shaft and in the locknut.
slide the new 'a' rings into position on
the shaft.

2. Screw the adjuster into the governor

control cover Figure 57 approximately
halfway down the threads on the screw
6. Insert the fuel shut-off lever through and tighten the locknut to the specified
the bore in the control cover and push torque value, see "Specifications"
into position. - Section E.

42
- - - - - - - - - - - - CHAPTER 10 - - -_ _ _ _ _ _ _ __

4. Fit the maximum speed screw and se-

cu re with the locknut. Fit the idle adjust-
ment screw to the governor control
cover and secure with the locknut.

5. Using the Protection Sleeve, Tool No.

1804-429, fit the sealing washer to the
drain plug and screw the plug into the
cover. Tighten the drain plug to the
specified torque - see "Specifica-
tions" - Section E.

Figure 57
Governor Control Cover Components

1. Fuel Shut-Off Setbolt

2. Governor Cover Screws
3. Delivery Valves Excess Fuel Device
4. Drain plug
5. Maximum Speed Screw
6. Pressurising Valve 1. Slide a new 'a' ring seal onto the
7, Vent ScrewlThermostart Connection excess fuel device plug. Install the plug
into the governor control cover and
retain with the snap-ring.

Delivery Valves

1. Insert new sealing washers into the

high pressure outlet bores and install
the delivery valve assemblies into the
bores. Tighten the delivery valves to
the specified torque, see "Specifica-
tions" - Section E.
Throttle lever Assembly
Pressurising Valve
1. Install the pressurising valve with a
new sealing washer into the governor
control cover and tighten to the
specified torque, see "Specifications"
- Section E.

1. Pull the throttle shaft fully upwards into

the control cover.

2. Fit the cap washer over the throttle

shaft onto the boss of the cover. Assem-
ble the throttle lever, break back spring
and spring guides then install over the
throttle shaft.
3. Fit the plain washer onto the throttle
shaft and then install the locknut.
Tighten the locknut to the specified tor-
que, see "Specifications" Section E.
Vent Screw/Thermostart Connection
1. Fit the vent screw thermostart connec-
tion assembly with a new copper
washer and screw into the governor
control cover. Tighten the vent screw
to the specified torque value, see
"Specifications" - Section E.

43
- - - - - - - - - - PART2-FUELSVSTEMS - - - -_ _ _ _ __

INJECTION PUMP TIMING

In production, the setting ofthe distributor
type fuel injection pump to engine timing
involves the use of specialised equipment
which eliminates the effects of backlash in
the timing gears. The removal of backlash
in the timing gears effectively advances
the timing by 2 degrees.

For certain models the engine power out-

put has been increased by further advanc-
ing the pump timing an additional 2 or 4
degrees.

Figure 58
Fuel Injection Pump Timing Mark

1. Timing Marks on Engine Front Plate

2. Scribe Line on Injection Pump
IMPORTANT: Due to these changes, the 3. Injection Pump Retaining Bolts
distributor type pump to engine timing
cannot be checked by alignment of the
scribed line on the pump flange with the
zero degree mark on the rear of the engine
front plate. The timing can only be estab- This mark may be used as a reference point
lished by internal timing of the pump after to which the original, re-conditioned or
removal from the tractor, see ~'Timing the new pump should be set on installation.
Injection Pump" in ""Fuel Injection Pump -
Test Procedures" - Section D of this Chap-
ter.

INSTALLATION
1. After testing and adjusting the pump
to give the correct fuel deliveries - see
To eliminate the effects of timing gear
Section E "Specifications", install a
backlash when installing an internally
new pump to front engine plate 'a' ring
timed pump, advance the engine timing 2
on the pump mounting flange.
degrees by rotating the pump clockwise
(as viewed from the rear end) V2 a division
relative to the zero degree mark on the
rear of the engine front plate, Figure 58.
2. Install the three injection pump to
engine front plate mounting bolts.

If the pump is not to be internally timed,

then prior to removal note the setting of
the pump relative to the zero degree mark
on the rear of the engine front plate. Mark
the plate with a centre punch to align with
the pump flange scribed line.
If the pump has been internally timed,
rotate the pump clockwise as viewed
from the rear end, V2 a division relative
to the zero degree mark on the rear of
the engine front plate.

44
- - - - - - - - - - - - CHAPTER 10 - - - - - - - - - - - -
Figure 59
Fuel Injection Pump Installation
1. Fuel Return Line
2. Pump Retaining Bolt
3. Injector Lines
4. Fuel Shut-off Cable
5. Throttle Linkage
If the pump has not been internally
timed align the scribed line on the
pump flange with the centre punch
reference mark previously made on the
rear of the engine front plate.
Tighten the mounting bolts to the
specified torque, see "Specifica-
tions" - Section E.
3. Install the pump drive gear, aligning
the gear with the woodruff key on the
pump drive shaft. Also ensure that the
drive gear timing mark aligns with the
gear timing mark.
4. Install the lockwasher and retaining nut
to the pump drive shaft and tighten to
the specified torque, see "Specifica-
tions" Section E.
45
5. Position a new inspection cover gasket
and install the inspection cover to the
engine front cover. Tighten the retain-
ing bolts to the specified torque, see
"Specifications" Section E.
6. Connect the fuel lines to the injection
pump Figure 59 and tighten to the
specified torque, see "Specifica-
tions" - Section E.
7. Reconnect the throttle and fuel shut-off
controls to the injection pump.
8. Reconnect the bottom radiator hose
and tighten the retaining clamps to the
specified torque, see "Specifica-
tions" - Section E. Ensure the drain
taps are closed then refill the engine
cooling system with coolant, see the
relevant Operator's Manual for coolant
specifications.
9. Turn on the fuel supply and prime the
system using the hand primer
mounted on the fuel filterlsedimenter
assembly. Start the tractor and adjust
the engine idle and maximum no-load
speeds. The maximum no-load and
idle speed adjustments follow the
same procedures as described for the
D.P.A. distributor type fuel injection
pumps, see "Adjustments - Rotary
Type Fuel Injection Pump" - Chapter 2,
Section B.
INJECTION PUMP STORAGE
If, after overhaul, an injection pump is
being stored, the body should be left filled
with calibrating oil and all the connections
sealed with dust plugs and caps.
If the pump is stored for a period of six
months or more the unit should be re-
tested according to the Test Plan before
use in service.
- - - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - -

C. FUEL INJECTION PUMP - ISO TEST CONDITIONS

INTRODUCTION: THE NEED FOR ISO fuel injection pumps manufactured by

Lucas CAV Limited. The Notes have been
As Government legislation on power, written in accordance with the conditions
smoke and noise emissions becomes ever set down by the International Standards
more stringent, manufacturers of fuel Organisation.
injection equipment are faced with the
necessity of more accurate measurement
and test for their products.
Copies of relevant ISO Standards are avail-
able from the National Standards Body of
each individual country concerned.
With the additional objectives of reducing
discrepancies between test machines of
different manufacturers and improving the
correlation between test machine results
and engine performance, the International
Standards Organisation (ISO) has drawn
up new standards for pump test con-
ditions. EXPLANATORY NOTES (ISO TEST CONDI-
TIONS) FOR IDPS' DISTRIBUTOR PUMPS

The ISO Committee is made up of mem-
bers from the standards organisation of
each country concerned, plus representa-
tives from interested companies including
Lucas CAV Limited.
Fuel Pump Test Plans should be used in
conjunction with the appropriate Ford Trac-
tor Repair Manual.

When Test Plans are superseded, the

The most noticeable change is the adop-
tion of a test fluid of a lower viscosity,
nearer in characteristics to diesel fuel and
conforming to ISO Standard 4113. Further
ISO standards relate to the high pressure
pipes, test injectors, delivery measure-
ment system, test bench drive and coup-
ling, anti-backlash requirements and vari-
ous other conditions.
Although these standards are not a legal
obligation, they may be adopted into the
legislation of any country where they are
practised.
revised information will be distributed
under a new issue Service Bulletin.
Test Plans are NOT specification informa-
tion and must not be used as such.
Test Plans are issued for every pump
specification except when two or more
pumps form a group applicable to one
engine and the pump detail variations do
not create any change in the test figures.
Related pumps of this type may all be
covered by one Test Plan.

The accompanying Explanatory Notes for NOTE: Successive Design Changes may
'DPS' distributor pumps are typical of also be covered by a single Test Plan if
those which will be issued for use with all they conform to the above rule.

46
. . . . . . . . . . . . . . . . . . . . . .-CHAPTER10 . . . . . . . . . . . . . . . . . . . . . ..

DPS-DESPATCH NUMBER SIGNIFICANCE

Licensee code (See Note 1):

R - CAV RotoDiesel, France Design change
C - CAV Condiesel, Spain letter. See Note 2
M - Mefin, Rumania
V - Lucas CAV do Brasil
Modifications not
U - Lucas CAV Greenville, affecting pump
interchangeability
U.S.A.
or performance
J - Lucas CAV Kk, Japan
shown here as '0'
Y - IPM, Yugoslavia
to '9'
P - WSK, Poland

See Notes
r- 2& 3
below

C 8 5 2
-r-
o
-, A o A

Product Type Individual features

DPS number

Design source code

0 USA 6 = Brazil No of ports
t-------
1 Argentina 7 = Yugoslavia
0=4 cyl 1=6 cyl
2&3= UK 8 = Rumania 2=3 cyl
4 = France 9 = Japan 3-9 to be allocated
5 = Spain

NOTE 1: Lucas CAV, Medway, U.K. pumps do not have a code letter.

NOTE 2: The intermediate and suffix letters 'A' are an integral part ofthe pump despatch
number, but at this stage have no significance.The first significant change letter
to be used will therefore be the letter 'B'.

NOTE 3: The suffix letter may be used where the change in engine application requires
a change in positional fit of external parts. It may also be used to identify a
setting code to facilitate Parts and Service administration on coded pumps
that have been set and sealed at manufacturing source, should this become
a future requirement as a result of legislation.

47
- - - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - -
TEST MACHINE SPECIFICATION
Test Injectors
Two different types of test injector will be
required for testing fuel injection pumps
fitted to the Ford Tractor range.
1. Injectors fitted with the ISO 4010 delay
pintle type nozzle, principally for high
speed, indirect injection engine appli-
cations, are required for testing in-line
pumps.
2. Injectors fitted with orifice plates (ISO
7440*), principally for direct injection
engine applications, are required for
testing distributor pumps.
Use only the nozzle type specified in
the individual Test Plan, together with
the appropriate nozzle holder.
"Pending ISO confirmation"
Test injectors are available from Leslie Har-
tridge Limited, Tingewick Road, Buckin-
gham, MK18 1EF, England, in sets of 4, 6,
8 or 12. The appropriate part number is
dependent on the test nozzle required and
the test machine type.
These injectors are essential for accurate
pump calibration and are manufactured to
a standard which will ensure minimum
line to line scatter, consistent results bet-
ween sets and accurate maximum fuel set-
ting. ENSURE THAT TEST NOZZLE TYPE
AND OPENING PRESSURE ARE AS
SPECIFIED IN THE INDIVIDUAL TEST
PLAN, e.g. delay pintle type ISO 4010 at
172-0 + 3 bar opening pressure (identified
by ISO 4010 marked on their shank),
48
The use of the ISO nozzle means that test
injectors can be serviced in the workshop
by changing, the nozzles only. Test nozzles
are available from Leslie Hartridge in sets
of 6 or 8.
NOTE: Test injectors should be checked as
follows:
Weekly or every 100 pumps - Check and
reset open pressure. Check seat leakage,
nozzle backleakage and replace nozzle
where appropriate.
Every 1,000 pumps - Replace the test noz-
zle.
High Pressure Pipes:
Refer to the individual pump test plan.
Pipes to conform to the requirements of
ISO 4093, viz:
1. "The pipes may be of any ferrous mate-
rial, usually cold-drawn mild steel, and
shall have a smooth internal bore, free
from any cracks or other structural
weaknesses and from corrosion or
other matter likely to cause damage to
thefuel injection system.
2. After making the end connections, any
closing-in of the pipe shall be removed
by inserting a reamer of the nominal
internal diameter of the pipe to a depth
at least twice that of the length of the
deformed end of the pipe. Any closing-
in of the ends after extend~d use shall
also be eliminated in a similar manner.
3. The radius of any bend subsequently
made in fabricating the pipes shall be
not less than 16mm for 6mm pipes,
measured from the centre line of the
pipe.
. . . . . . . . . . . . . . . . . . . . . .·CHAPTER10 . . . . . . . . . . . . . . . . . . . . . ..
4. Pipes shall be washed out internally
after the making of ends and bending
in orderto remove extraneous matter.
For storage, the ends shall be sealed
to prevent inlet of air in order to avoid
internal corrosion."
Reproduced from ISO 4093 by kind permis-
sion of ISO, Geneva.
Dimensions
The standard dimensions of high pressure
pipes are:-
ISO INTERNAL EXTERNAL
IDENTIFICATION DIAMETER DIAMETER LENGTH
1504093.1 2 ± 0.025 6 600 ±
1504093.2 2 ± 0.025 6 845 ±5
Refer to the individual pump test plan for
high pressure pipe requirement.
Fuel delivery can be seri:lusly affected by
restrictions in the bore or length of pipe.
Regular checks should be made to ensure
that no closure of the bore occurs in use
and that bore ends are maintained at not
less than 0.025mm below the nominal size.
Shortening of the pipe (to reform a nipple)
is only permissible if pipe length remains
within the tolerance of the specified
length.
Pump Outlet Connections
All tests are to be made using high pres-
sure outlet connections as originally fitted
to the pump unless stated otherwise on
the Test Plan.
49
Measuring Glasses
Fuel readings are to be taken in accordance
with the test bench mflnufacturers recom-
mendations (see delivery values). Glasses
should be cleaned regularly to ensure
accurate and consistent readings.
On some older models of test machine,
the graduations may be marked in cc's. On
the newer test machines, the equivalent
units of ml or cm 3 will be found.
Calibration Fluid (Test Oil)
Refer to the Test Plan for test oil require-
ment.
A PUMP SPECIFICATION WITH A TEST
PLAN DEVISED ON ISO 4113 CALIBRA-
TION FLUID MUST NOT BE TESTED ON A
TRADITIONAL THICK FLUID WITH A VIS-
COSITY OF 6.5 TO 7.1 cSt AT 21 C.
The following oils conform to ISO 4113 and
also meet an oxidation requirement to
improve shelf life of fuel injection equip-
ment.
Brugarolas (Spain) Califluid 2
Castrol Diesel Calibration Oil 4113
Dalton (U.K.) Viscor 1487
Shell (International) S.9365
Shell (France) Normafluid BR
These oils are not necessarily available in
all countries and where difficulty is experi-
enced you should contact your normal
supplier, quoting the following specifica-
tion. A sample MUST be submitted for
approval by Lucas CAV Ltd. before com-
mencing tests.
Description
A refined, deodorised mineral oil with anti-
foaming additives and other additives to
improve resistance to wear, ageing and
corrosion.
 PART2-FUELSYSTEMS

Physical Properties

Property Unit Requirement Test Procedure

Colour 3max ISO 2049
Specific Gravity at 15°C 0,820-0,830 IS03675
Pour point °C -18max 1P15
Cloud point °C 10max ISO 3015
Flash point °C 75min ISO 2719
Total acidity mg KOHlg 0,1 max 1P1
Sulphuractive Class 1 max ISO 2160
Water content %vol 0,05 max 1P74
Distillation %vol 5max 210°C IS03405
%vol 95 min @360°C ISO 3405

Kinematic viscosity
a) at40°C cSt 2,45-2,75 ISO 3104
b) 106 sec- 1 shear at -12°C cSt 30max 1P71
Choking tendencyVx Litres 454min 7-2-66*
Gallons 100 min 7-2-66*

Corrosion resistance at
60°C Pass 24 hou rs ASTM-D665A
Rust protection Must pass 5 out of ASTM-D1748
50h with polished panels 6 faces ofthree panels
Ageing test residue mg/100ml 1,0 max ASTM-D2274
Oxidation stability-
acidity mg KOH/9 0,3 max 7-2-68*
Oxidation stability
sludge %wt Less than 0.05 7-2-68*
Foaming tendency ml 50max (ASTM-D892,
(Seq 1 only
Foaming stability ml nil (in each case.
Aromatic com ponents, % 11 max (40-25-50*
CAvalue (ASTM-D2140

*Lucas Standards

General being put on the test machine. Ideally, the

Test oil, when in use in a test machine, will
not retain its physical properties indefi-
nitely. It can become contaminated with
fuel oil and due to evaporation of the light
fractions its viscosity will increase, thus
giving inaccurate results.
To reduce such contamination as much as
possible, pumps which have been
removed from an engine and not disman-
tled should be drained of fuel oil BEFORE
viscosity should be physically checked
periodically and the oil changed when it
varies from the limits quoted in the preced-
ing specification.
NOTE: In the absence of a viscosity check,
it is recommended that the test oil should
be changed at least every two months or
after testing 150 pumps, whichever occurs
sooner - more frequently where ambient
temperature is high. Filters should be
renewed at the same time.

50
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . .. .
Test Oil Supply
To avoid fuel starvation and irregular
pump behaviour the test machine should
be able to support calibration fluid at 40°C,
at a rate not less than 1,000 cm 3 per minute
for a maximum feed pressure of 0.1 bar
(1.5,lbflin 2 ). It is an ISO requirement that
the test machine should be capable of sup-
plying at least the equivalent of two and
a halftimes the delivery ofthe pump under
test.
For the purpose of testing the Ford range
of DPS pumps the supply pressure should
be 0.1 bar (1.5 Ibf/in2) unless otherwise
stated on the Test Plan.
Temperature of Test Oil
Values given in Test Plans are correct when
the oil in the test machine supply connec-
tion is at a temperature of 38-42°C. It is
recommended that a temperature control
unit is fitted to maintain the temperature.
Storage of Test Oil
"Calibration fluid conforming to an ISO
standard shall be obtained in sealed metal
drums bearing two identification marks:
a) The manufacturer's (or supplier's)
name which shall vouch for confor-
mity with the relevant ISO standard.
(b) The ISO standard number to which
the fluid purports to conform.
Calibration fluid shall be retained, in its
sealed original identifiable container,
under cover, until required for use.
Fluid shall be protected from severe frost
1I
(-10°C) at all times.
Reproduced from ISO 4008, by kind per-
mission of ISO, Geneva.
51
Test Machines
CAV DPS distributor pumps must be tested
on machines which conform to the
dynamic (drive system) and static (fuel
measuring system) requirements as laid
down in ISO 4008 Parts 1 and 2 respec-
tively. The maximum power specified to
drive any distributor pump under test is
1.4 KW at a specified peak injection pres-
su re of 625 ba r.
Hartridge 2500 and 1150 test machines are
recommended, as they meet the above
requirements and are capable of testing
the whole range of distributor pumps.
Additionally, Hartridge 1100 and 875 test
machines are suitable for testing pumps
to be fitted to the Ford Tractor range.
Fuel Pump Drive
Fuel delivery can be substantially affected
by the backlash and/or stiffness of the test
machine drive system. It is, therefore,
important to limit these effects to ensure
accurate fuel settings and reduce line-to-
line scatter.
The drive couplings should have zero
backlash and exhibit a torsional stiffness
which allows less than 0.10 deflection
under peak injection torque for the pump
under test. Coupling manufacturers quote
figures for coupling stiffness and corres-
ponding maximum fuel delivery in mm 3/
stroke, according to ISO standard 4008/1.
The corresponding maximum fuel deliv-
ery in mm 3/stroke should not be exceeded
for any pump under test. If doubt exists
about a coupling's performance contact
either the coupling manufacturer or CAV
Parts and Service.
- - - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - _

It is recommended that an anti-backlash For Hartridge machines, conversion charts

coupling (Hartridge Kit HF 533) is used. On
no account may flexible rubber or fibre
disc type Oldham couplings be used as
part of the drive system.
are included at the end of this Chapter.
These give directly the minimum number
of strokes and corresponding cm 3 value
for each mm 3/stroke value. However, criti-
cal fuel values can be determined as
shown in the following examples:

DELIVERY VALUES

To conform with the requirements of ISO

4008/2, all critical fuel delivery values are
quoted in mm 3/stroke (not cm 3 per 200 Example for Hartridge 1100 Mark II
strokes) on the Test Plan or on the pump
nameplate. Using a simple conversion Method to determine the minimum
chart, supplied by the test machine manu- number of strokes for a Test Plan critical
factu rer, critical fuel deliveries can be fuel value of 25 mm 3 /stroke using a Har-
related to the minimum filling require- tridge 1100 test machine with 30cm 3
ments of the test machine graduates graduates.
necessary to ensure accurate readings.
This is introduced to minimise the errors
due to the variations in the graduate
capacities of different machines, count Delivery for 100 strokes in
errors and glass drainage requirements.
The appropriate number of strokes in
these cases should be determined in accor-
dance with the test machine manufac- cm 3 = 25X100 2.5 cm3
turer's instructions. Where NOT specified 1000
by the test machine manufacturer, the
number of strokes taken should give at
least a 50% fill of the graduates. All other
Hartridge 1100 should give at least a 40%
fuel readings are taken over 200 strokes
fill of graduates, i.e. 40% of 30 cm 3 12
unless stated otherwise on the Test Plan.
cm 3 •

Therefore, to achieve at least this fill it will

When using Hartridge 1150, 1100 and 875
test machines, the number of strokes cho-
sen should give at least a 40% fill of the
graduate with a SINGLE operation of the
trip mechanism. Allow 30 seconds glass
drainage time and let the test oil settle for
15 seconds before taking readings (unless
the test machine is equipped with a piston-
in-graduate measurement system, which
enables readings to be taken directly). The
bottom of the meniscus must always be
used when taking fuel readings.
be necessary to use 500 strokes giving a
delivery of 12.5 cm 3 , with a SINGLE opera-
tion of the trip mechanism.
5 X 2.5cm 3/100 strokes = 12.5 cm 3/500
strokes.
Similarly 60 mm 3 /stroke requires 200
strokes giving 12 cm 3 and 30 mm 3/stroke
requires 500 strokes giving 15 cm 3 ,

52
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . ..
Example of Hartridge 2500:
Method to determine minimum number
of strokes for a Test Plan critical fuel value
of 30 mm 3/stroke using a Hartridge 2500
test machine with 60 cm 3 graduates:
Delivery for 100 strokes in
cm3 = 30X100 = 3 cm3.
1000
Hartridge 2500 should give at least a 25%
fill of graduates, i.e. 25% of 60 cm 3 = 15
cm 3 • Therefore, to achieve at least this fill,
it will be necessary to use 500 strokes, giv-
ing a delivery of 15 cm 3 .
Before commencing tests, unscrew the
maximum stop screw and the idling stop
screw to allow full movement of the throt-
tle arm.
The throttle lever is to be fully open and
the stop lever and solenoid stop valve in
the "run" condition unless otherwise
stated.
Do NOT run the pump for long periods
with the shut-off lever closed, particularly
at high speed.
Pump Adjustment
The maximum fuel adjusting screw should
be screwed out initially to the protrusion
value stated on the Test Plan. Final adjust-
ment of maximum fuel must be carried
out on the test machine.
53
Transfer Pressure Adjustment
Various end plate transfer pressure adjust-
ing assemblies or sleeve plugs of different
thicknesses can be used to vary the load
on the regulating spring. Where this is
applicable, it is stated on the Test Plan.
Governor Link Setting
Refer to "Overhaul - Section Bit for the
method of setting governor link length.
The link length is specified to satisfy two
main factors for governor performance:
1. Fuel cut-off at maximum speed.
2. Non-interference with fuel delivery at
the maximum fuel setting.
Whilst most governors will operate satis-
factorily with the nominal link length,
some units fail for the above reasons and
can be corrected by an alteration to the
link length. The following procedure
should, therefore, be adopted:
a) Set to nominal link length before com-
mencing test.
b) If unit fails for 'no cut-off at maximum
governed speed', reduce link length.
c) If unit fails for maximum fuel interfer-
ence, increase link length.
Note, however, that incorrectly machined,
worn or wrongly assembled parts can pro-
duce the same faults and alteration to link
length, which may already be correct, will
not necessarily effect a solution. Should
adjustment to the link length fail to correct
the fault, then this should be reset to the
nominal length and the trouble looked for
elsewhere.
. . . . . . . . . . . . . . . . . . . . PART2-FUELSYSTEMS . . . . . . . . . . . . . . . . . .. .
When adjustment to the governor link
length has been made, the sequence of
governor setting tests must be repeated
and the test requirements satisfied. Adjust-
ment must NOT be made beyond the
specified tolerance.
Automatic Advance Devices
1. Before commencement of test ensure
the correct thickness of shims is fitted
to the advance assembly as stated in
the relevant Test Plan. This should not
be altered.
2. Tests are carried out strictly in the order
specified on the relevant Test Plan.
3. The maximum amount of shimming
allowed is not exceeded.
Example of Setting Code
Max fuel setting in
mm 3/stroke. For
conversion into cm 3 ,
see Delivery Values
Prefix - not
A 7 5
applicable for
test pu rposes
T
The letter L
indicates setting
code established
on an ISO approved
test machine using
an ISO 4113 test oil
TEST PLANS FOR PUMPS WITH SETTING
CODE ON NAMEPLATE
The following test data is not given on the
Test Plan for coded pumps and must be
obtained from the setting code on the
pump nameplates:
Maximum fuel setting, maximum fuel set-
ting pump speed, governor spring posi-
tion on all~speed mechanically governed
pumps and maximum no-load engine
speed.
For pumps produced before the introduc-
tion of ISO Standards, the setting code on
the nameplate (unlettered code or 'E'
code) applies only to thick test fluid not
conforming to ISO 4113. In these cases,
when testing with a thin fluid conforming
to ISO 4113, the setting code must be dis-
regarded and all necessary information
extracted from the relevant ISO Test Plan
or CAY dealer or Ford Test Plan (ISO) if
available or issued!
Max fuel setting speed
.....-------i
in pump rpm
L 800 11/2220
-r-
Max no-load
engine speed
rpm
Governor spring
position - 'a'
indicates that
the pump has
a hydraulic
governor.
54
. . . . . . . . . . . . . . . . . . . . . .·CHAPTER10 . . . . . . . . . . . . . . . . . . . . . ..
D. FUEL INJECTION PUMP-TEST PROCEDURE
1. Prior to installing the pump on the test
bench the pump must undergo a pres-
sure test before and after machine test,
using the following method:
i) Drain all fuel oil from the pump and
connect a compressed air supply
to both the back leak connection
and the pump inlet connection.
ii) Seal all other connections on the
pump and immerse in a bath of
clean test oil.
iii) Ensure that the air supply to the
pump is clean and free from water.
Raise the air pressure to 20lbf/in 2
(1,4 bar) and leave the pump
immersed in the test oil for 10
minutes. If the pump is leak free,
reduce the pressure to 21bf/in 2 (0,14
bar) for 30 seconds, if the pump is
still leak free increase the pressure
to 20lbf/in 2 (1,4 bar) and if the pump
is still leak free after 30 seconds it
can be passed as satisfactory.
All leaks must be rectified before
testing and setting the pump.
2. Test stand equipment must conform to
the following requirements:
i) The test machine must conform to
ISO 4008 Parts 1 and 2.
ii) The test injectors must conform to
ISO 4010.
iii) The high pressure pipes must con-
form to ISO 4093: refer to the test
plan for the pipe dimensions.
55
iv) The test oil must conform to ISO
4113.
v) The test oil feed system must be
temperature controlled at 40°C ± 2°
with a maximum pressure feed of
1.51bf/in 2 (0.1 bar).
3. Mount the pump on the test bench
using a suitable bracket and install a
quill shaft between the pump drive
shaft and the test bench drive shaft.
4. The test machine must be set to run in
the correction direction of rotation for
the pump under test i.e. clockwise.
5. The pump must not be allowed to run
for long periods with low output and
high speeds or with the fuel shut off
closed.
6. Unless otherwise stated on the test
plan, all tests are to be made using
high pressure outlet connections as
originally fitted to the fuel injection
pump.
7. The pump must be primed thoroughly
prior to testing and at all times indi-
cated on the Test Plan using the follow-
ing procedure:
i) Connect the oil feed pipe to the inlet
connection and connect the back
leakage pipe.
ii) Turn on the oil supply to feed pres-
sure 1.5lbf/in 2 (0.1 bar) to fill the
pump. Run the pump at 100 rpm.
. . . . . . . . . . . . . . . . . . . PART2-FUELSYSTEMS . . . . . . . . . . . . . . . . . ..
iii) Slacken the unions at the injector
end of the high pressure pipe or, if
fitted on the test machine, open the
bleeder valves at the injectors.
iv) When test oil free of air bubbles
issue from all high pressure pipes-
re-tighten the high pressure con-
nections or close the bleeder val-
ves.
v) After priming the pump must be free
from leaks at all jointing surfaces,
connections and oil seals when run-
ning and when stationary.
TESTING PROCEDURE
Injection pump testing must be conducted
in conjunction with the "Test Plan" see
"Specifications" - Section E and in accor-
dance with following procedure:
NOTE: Before commencing tests, unscrew
the maximum and idle stop screws to
aI/ow full movement of the throttle lever.
The throttle lever and stop control lever
must be fully open except where other-
wise stated on the "Test Plan".
Fuel Delivery
Fuel delivery is checked at full throttle set-
ting at one or more speeds of rotation by
measuring the volume of test oil passing
through each injector during a given
number of pumping cycles. The Te st II
Plan" quotes the number of strokes,
maximum fuel delivery, overall tolerance
and the maximum permissible delivery
variation between injectors.
56
Fuel Shut-off
Fuel shut-off operation is checked by run-
ning the pump at a specified speed, see
"Test Plan", with the shut-off closed. The
"Test Plan" quotes the maximum fuel
delivery.
Maximum Fuel Delivery
The maximum fuel delivery is checked at
the specified speed with the throttle lever
fully open and the fuel shut-off lever open.
Run the pump at the speed quoted on the
"Test Plan" and note the fuel delivery from
each injector into the graduated glasses
for the specified number of strokes. If the
fuel delivery is not within these limits
adjust the fuel delivery as follows:
Slacken the maximum fuel adjuster screw
located on the side of the governor control
cover and turn the screw clockwise to
increase fuelling or anti-clockwise to
decrease fuelling. Tighten the locknut after
adjustment. Recheck the fuel delivery and
if necessary re-adjustthe screw, repeat the
test until the specified figure is obtained.
Governor Setting
Governor setting is checked by running the
pump at the specified speed on the IITest
Plan" and adjusting the maximum speed
screw until the specified fuel delivery is
obtained. When the speed of rotation is
reduced the fuel delivery should increase
to a value approximately equal to the
maximum fuel delivery.
Transfer Pressure
Transfer pressure is checked by running
the pump at the specified speed on the
"Test Plan". Remove the plug in the top
of the hydraulic head and fit adaptor tool
7244-382. A pipe is then coupled to the
adaptor from the pressure gauge of the
test machine. Transfer pressure is read
directly from the gauge.
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . .. .
Transfer pressure is controlled by the reg-
ulating piston in the end plate sleeve. Rota-
tion of the transfer pressure adjuster screw
moves a spring peg which varies the pre-
load on the regulating spring and the
maximum lift of the piston. A pressure
adjuster tool 7244-410A enables transfer
pressure to be set by the adjuster screw
while the pump is running.
Cam Box Pressure
The cam box is pressurised during running
by a spring load ball pressurising valve in
the back leakage connection in the gover-
nor control cover. The test pressure gauge
is fitted to the vent screw hole in the gov-
ernor control cover.
The pressure can be checked using thetool
kit No. 7244-275A.
Pressure limits are given in the appropriate
"Test Plan". If the pressure is incorrect
check that the pump is not leaking and that
there is no restriction in the back leakage
passages. Ifthe pressurising valve is faulty,
renewthe valve and re-check the pressure.
Advance Unit Setting
The advance unit is tested by using a
measuring gauge, tool Part No. 7244-447.
The gauge is provided with a scale
graduated from 0° to 20°.
To test the advance unit with the measur-
ing gauge proceed as follows:-
Remove the pressure end plug from the
advance unit on the pump noting the iden-
tifying letter stamped on the hexagonal
end face of the plug.
A range of test plugs is available, tool Part
No. Series 7244-435.
57
Prime the gauge after fitting by running
the pump and unscrewing the vent screw
at the end of the vernier adjuster. When
fuel, free from air bubbles, flows from the
gauge tighten the screw.
Select the test plug corresponding to the
letter of the pressure end plug removed
from the pump, screw the test plug into
the advance unit and fully tighten.
Before fitting the gauge to the advance
unit, ensure the vernier adjuster is
unscrewed five turns, i.e., with five threads
exposed from the fully screwed in posi-
tion. This precaution will preclude possible
distortion or jamming of the spindle when
the gauge is fitted.
Screw the gauge, finger tight, into the test
plug in the advance unit. If necessary, slac-
ken the locking ring to bring the scale
uppermost, then tighten the locking ring.
Prime the pump again by slackening the
connection to the cam box pressure
gauge, then stop the pump.
To zero the gauge, Figure 60, turn the ver-
nier adjuster to align the datum line on
the spindle with the zero degree gradua-
tion on the scale. Position the pointer to
align with the zero graduation on the ver-
nier adjuster.
The gauge is now correctly set for measur-
ing the advance.
A specified thickness of shims is fitted to
the advance unit on assembly, as stated
in the "Test Plan" and these should not be
altered. Use the transfer pressure adjuster
at the stages stated in the "Test Plan", to
increase or decrease the degree of
advance.
- - - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - -

Figure 60
Advance Gauge, Tool No. 7244-447

1. Locking ring 5. Vernier adjuster

2. Spindle 6. Vent screw
3. Scale 7. Datum line on spindle
4. Pointer

To measure the advance at various pump NOTE: Before changing the pump speed
speeds, read the value in degrees on the and measuring a new advance value,
graduated scale opposite the datum line return the venier adjuster ANT/-
on the spindle. CLOCKWISE to the zero position.

Timing the Injection Pump

If the datum line on the spindle is between All pumps require timing. See the "Test
two graduations, proceed as follows:- Plan" for the relevant setting figure.

After completion of the previous tests,

Turn the vernier adjuster clockwise to
move the scale until the lower degree
graduation line corresponds with the
datum line on the spindle. The reading
indicated on the vernier adjuster, opposite
the pointer, indicates the fraction of a
degree to be added to the lower reading.
remove the pump from the test machine
and drain by loosening the plug on the
pumpbody.
Remove the delivery valve on the fuel out-
let specified for timing on the "Test Plan".

58
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . .. .
Using the adaptor assembly, Tool No. 7144-
262, fit the relief valve, Tool No. 7144-155
to the stirrup pipe, Tool No. 7144-262A and
connect one branch to the outlet on the
hydraulic head. Arrange the other branch
to face away from the head and seal it off
with the blanking bolt, Tool No. 7144-558.
NOTE: The injection pump is fitted with
by-pass delivery valves and the rotor has
an equalization groove, fuel could leak
from the remaining high pressure outlets.
To avoid this, the outlets should be plug-
ged.
Using a suitable length of high pressure
pipe, connect the stirrup pipe tool to the
pressure phasing outlet on the Hartridge
test bench, or alternatively, connect to a
nozzle setting outfit.
The Test Data gives specific information
concerning the static timing of the pump.
A static timing gauge Tool No. 7244-449,
is available and this comprises a shaft and
pointer assembly with a ±20° offset quad-
rant which is used in conjunction with a
flange marking tool, No. 7244-27 (currently
used for DPA pumps).
The flange marking tool consists of a cast
aluminium body with a lock screw around
which slides a ring carrying a scribing
plate. This scribing plate should be
removed from the tool and replaced with
the quadrant and attached to the flange
marking tool by the securing bracket.
A 50mm bore spigot plate is held in posi-
tion by a countersunk screw. Three inter-
changeable inserts adapt the gauge to any
type of basic pump drive. The inserts are
held by two screws and a dowel pin.
59
The tools required for static timing of the
pump, used in conjuction with Tool Part
No. 7244-449, are as follows:-
Description Tool Part No.
Flange marking gauge 7244-27
50mm spigot plates 7244-26E
Insert, for uprated drive
pumps with 20mm dia.
taper drive shaft,
(use with 7244-27) 7244-30
A timing plunger, Tool Part No. 7244-448,
will also be required.
The procedure for preparing the pump for
timing is as follows:-
Fit the quadrant with the flange marking
tool and insert onto the tapered shaft on
the shaft key. Clamp in position with a
washer and nut. A bar through the V4in
(6,35 mm) hole in the insert will hold the
insert in position when tightening or
removing the nut. Also, a special extractor
Tool No. 7044-690, fitted into the thread of
the insert permits the withdrawal of the
gauge after use.
Screw the shaft and pointer assembly of
Tool No. 7244-449 into the cam box pres-
surising valve body on the governor cover.
Adjust the height of the shaft and position
the clamp so that the quadrant locates bet-
ween the recess in the clamp and pointer.
. . . . . . . . . . . . . . . . . . . . PART2-FUElSYSTEMS . . . . . . . . . . . . . . . . . .. .
To time the pump proceed as follows:-
1. Apply pressure to the rotor. Normally
a pressure of 30atm with a relief valve
fitted in the system is specified in the
Test Plan but sometimes a higher or
lower pressure is quoted to obtain the
higher or lower pressu res, re-adjust the
relief valve. It is important not to
exceed the specified pressure or dam-
age will be caused to the shoe
assemblies.
2. Unscrew the locking screw on the ring
securing the quadrant and turn the
pump drive shaft by the flange marking
tool in the direction indicated on the
pump nameplate until resistance to
further movement is felt.
3. Maintaining the drive shaft in this pos-
ition, tu rn the quadrantto align the zero
degree mark with the pointer. Tighten
the lock screw.
4. ReleasH the pressure to the rotor and
rotate the quadrant 20° in the opposite
direction to pump rotation. Re-pres-
su rise the rotor and rotate the quad-
rante in the direction of pump rotation
until resistance to further movement is
felt. If correctly positioned, the pointer
should align with the quadrant at zero.
If not, repeat operations 2, 3 and 4.
5. Release the pressure to the rotor.
6. Offset the quadrant to the degree value
stated in the Test Plan for the pump
and lock the quadrant in this position
using the clamp.
60
7. Unscrew and remove the pump body
drain plug and screw in fully the timing
plunger Tool No. 7244-448 into the "V"
notch in the internal timing disc. The
grooves on the timing plunger will
serve as a guide to determine the fully
engaged position.
8. To check the pump timing, release the
clamp securing the quadrant and
rotate the quadrant to the zero degree
mark. Again, rotate the quadrant in the
direction of pump rotation until the tim-
ing plunger fully engages in the "V"
notch in the internal timing disc. If cor-
rectly timed, the quadrant degree value
at the pointer should correspond with
the offset degree value stated in the
Test Plan. If not, repeat operations 6, 7
and 8.
After timing, remove the plunger tim-
ing tool from the pump. Refit the plug
in the pump body and tighten to the
specified torque, see "Specifica-
tions" - Section E.
Remove the flange marking gauge and
quadrant from the drive shaft. Unscrew
and remove the shaft and pointer from
the cam box pressurising valve.
Remove the stirrup pipe tool, replace
the delivery valve assembly together
with the high pressure washer, tighten
the assembly to the specified torque,
see "Specifications" - Section E.
SEALING PUMPS
After test, ensure that a suitable length of
locking wire and an unclenched seal is
loosely attached to the pump for sealing
the maximum speed adjusting screw after
final setting on the engine.
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . .. .
Latch Valve Setting
The latch valve setting is checked at the
specified speed on the Test Plan. To adjust
the latch valve proceed as follows:
Reduce the pump speed to 100rpm and
stop the test machine. Using a suitable
allen wrench, screw the latch valve adjus-
ter fully in then restart the test machine
and set the pump speed to the specified
speed in the Test Plan. Screw out the latch
valve adjuster until the advance reading
on the measuring gauge is within the
limits specified on the Test Plan. Using a
suitable wrench tighten the latch valve
adjuster locknut to the specified torque,
see Specifications - Section E then re-
check the latch valve setting.
61
Excess Fuel Setting
The excess fuel delivery is checked at the
specified speed on the Test Plan. Run the
pump at the specified speed and note the
delivery from each injector into the
graduated glasses for the specified
number of strokes. The Test Plan will also
state the specified advance setting for this
check.
The pump must meet both of the settings
specified on the Test Plan.
Seal the maximum fuel delivery adjust-
ment screw and the latch valve adjuster
screw and locknut with sealing plugs using
a hot air blower.
. . . . . . . . . . . . . . . . . . . PART2-FUELSYSTEMS . . . . . . . . . . . . . . . . . ..

E. FUEL INJECTION PUMP-TEST PLANS, SPECIFICATIONS AND SPECIAL TOOLS

TEST PLAN - FORD 5610, 256 cu.in. (4195 cc) Engine
DPS DISTRIBUTOR TYPE FUEL INJECTION PUMP- TYPE NUMBER DPS 8520A650A TO 9A
BASIC PUMP SPECIFICATION
Rotation (Looking on drive end) Clockwise.
Governortype Mechanical all-speed.
Throttle lever link hole No. 1
Governor link length 41,5 mm ± 0,5 mm.
Diameter of plungers 7 mm x 4 off.
Drive arrangement 20 mm dia. taper drive with supported
shaft.
Advance type Automatic speed with start retard.
Mounting spigot diameter 50mm.
Special features
Scroll plate max. fuel adjustment with hydraulic excess fuel device.
Transfer pressure adjuster in end plate.
Timing mark on flange.
Cambox non-return valve incorporated in backleak connection.
Axial outlet head with pressurising valve incorporated.
Internal venting via flatted metering valve.

ISO TEST CONDITIONS. (IMPORTANT: Read Explanatory Notes.)

These figures, for service use only, have been compiled on, and must only be used on,
a test machine conforming to International Standard ISO 4008.
Test oil ISO 4113 attemperature 40 ± 2°C.
Inlet feed pressu re 0,1 bar.
Nozzles ISO 4010.
Nozzle opening pressure 172 + 3-0 bar.
H.P. pipes 6x2x845 mm (ISO 4093.2).
H.P. outlet connections Original.
• All deliveries (other than critical deliveries) to be over 200 strokes except for testIs 7
using 100 strokes.
• Note 1:
Critical fuel deliveries are given in mm 3/stroke. Hence the tester must determine
the number of strokes applicable in accordance with the test mlc manufacturer's
instructions.
• A 2,5 mm shim is fitted to the piston spring cap on assembly.
This must NOT be removed.
No additional shimming is required.
Connect transfer pressure gauge to plug hole using adaptor.
• Throttle and shut-off levers to be fully open unless otherwise stated.
• Maximum fuel adjusting screw to be screwed out until it protrudes 15,0 mm above
surface of locknut.
• Screw transfer pressure adjuster fully out and then 1,5 turns in before commencing
test.
• Latch valve adjuster to be flush with surface of its locknut.
• Fully back off idling screw.
• Fully back off maximum speed screw.
• Fit auto-advance gauge and set to zero before commencing test.
• Where marked thus * use 30 seconds glass draining time and allow fuel to settle for
15 seconds before taking readings unless stated otherwise by the test bench manufac-
turer's instructions.

62
. . . . . . . . . . . . . . . . . . . . . .·CHAPTER10 . . . . . . . . . . . . . . . . . . . .__

TEST PLAN - FORD 5610, 256 cu.in. (4195 cc) Engine Continued

Test Operation RPM Requirements

1 Priming. 200 Obtain delivery from all injectors and backleak.

2 Stabilisation. 1000 run pumpfor3 minutes.
3 Transfer pressure 100 0,4 bar, (6Ibf/in 2 ) minimum.
check.
4 Advance setting. 700 Adjust transfer pressu re screw to obtai n advance of
3,5° (2,76 mm).
5 Transfer pressure 700 4,0 to 5,2 bar (59 to 75Ibf/in 2 ).
check.
6 Full advance 900 5,25°to 6,25°, (4,14to 4,93 mm).
check.
7 Back leakage. 900 40 to 100 cm 3 per 100 strokes time cycle.
(Flow rate 360to 900 cm 3/min.)
Stop test machine. Remove transfer pressure gauge.
Fit plug. Re-start test machine and prime as in test 1.

8 Maximum * 1050 63,0 ± 0,5 mm 3/stroke.

delivery setting. Spread between lines not to exceed
See Note 1. 5,0 m m 3/stroke.
9 Governor setting. 1150 Setthrottle by max. speed adjustment screwto give
average delivery of between 5,0 and 6,0 cm 3 • Lock stop
screw.
10 Governor cut-off 1230 Average delivery to be not more than 1,6 cm 3.
check.
11 Delivery check. 1050 Delivery to be as at test 9 ± 0,3 cm 3 .

Run test machine down to 100 rpm and stop.

Screw latch valve adjuster fully in. Re-start test machine.

12 Latch valve 200 Screw latch valve adjuster fully in, then screw out until
setting. advance reads 1,25°to 2,0° (0,98to 1,58 mm). Lock
adjuster.

Run test machine down to 100 rpm and stop. Re-start test machine.

13 Excess fuel 150 Average delivery to be 20 cm 3 minimum with

delivery check. advance at 0°.

Move throttle lever to closed position for tests 14 and 15.

14 Idling delivery. 280 With throttle lever against idle screw, set delivery to
3,0 to 3,5 cm 3 using idle screw. Lock screw.
15 Cut-off operation. 280 With shut-off lever closed, average delivery not to
exceed 0,5 cm 3 .
16 Timing Using outlet 'X' (55 bar pressure) set indexing tool to
263°. Scribe a line on pump housing flange.

REFER TO STATEMENT AT END OF EXPLANATORY NOTES REGARDING MAX. FUEL AND

SPEED SETTING AND VARIATIONS IN ENGINE PERFORMANCE.

63
- - - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - -

TEST PLAN - FORD 6610, 268 cu.in. (4390 cc) Engine

DPS DISTRIBUTOR TYPE FUEL INJECTION PUMP - TYPE NUMBER DPS 8520A660A TO 9A
BASIC PUMP SPECIFICATION
Rotation (Looking on drive end) Clockwise.
Governor type Mechanical all-speed.
Throttle lever link hole No. 1
Governor link length 41,5 mm ± 0,5 mm.
Diameter of plungers 7 mm x 4 off.
Drive arrangement 20 mm dia. taper drive with supported
shaft.
Advance type Automatic speed with start retard.
Mounting spigot diameter 50mm.

Special features
Scroll plate max. fuel adjustment with hydraulic excess fuel device.
Transfer pressure adjuster in end plate.
Timing mark on flange.
Cambox non-return valve incorporated in backleak connection.
Axial outlet head with pressurising valve incorporated.
Internal venting via flatted metering valve.

ISO TEST CONDITIONS. (IMPORTANT: Read Explanatory Notes.)

These figures, for service use only, have been compiled on, and must only be used
I
on,
a test machine conforming to International Standard ISO 4008. I

Test oil ISO 4113 attemperature40 ± 2°C.

Inletfeed pressure 0,1 bar.
Nozzles ISO 4010.
Nozzle opening pressure 172 + 3-0 bar.
H.P. pipes 6x2x845 mm (ISO 4093.2).
H.P. outlet connections Original.
• All deliveries (other than critical deliveries) to be over 200 strokes except for testis 7
using 100 strokes.
• Note 1:
Critical fuel deliveries are given in mm 3 /stroke. Hence the tester must determine
the number of strokes applicable in accordance with the test mlc manufacturer's
instructions.
• A 2,5 mm shim is fitted to the piston spring cap on assembly.
This must NOT be removed.
No additional shimming is required.
Connect transfer pressure gauge to plug hole using adaptors.
• Throttle and shut-off levers to be fully open unless otherwise stated.
• Maximum fuel adjusting screw to be screwed out until it protrudes 10,0 mm above
surface of locknut.
• Screw transfer pressure adjuster fully out and then 1,5 turns in before commencing
test.
• Latch valve adjuster to be flush with surface of its locknut.
• Fully back off idling screw.
• Fully back off maximum speed screw.
• Fit auto-advance gauge· and set to zero before commencing test.
• Where marked thus * use 30 seconds glass draining time and allow fuel to settle for
15 seconds before taking readings unless stated otherwise by the test bench manufac-
turer's instructions.

64
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . .. .

TEST PLAN - FORD 6610, 268 cu.in. (4390 cc) Engine Continued

Test Operation RPM Requirements

1 Priming. 200 Obtain delivery from all injectors and backleak.

2 Stabilisation.
3 Transfer pressure
check.
4 Advance setting.
5 Transfer pressure
check.
6 Full advance
check.
7 Back leakage.
1000 Run pump for 3 minutes.
100 0,4 bar, (6Ibf/in 2 ) minimum.
700 Adjust transfer pressure screw to obtain advance of
3,5° (2,76 mm).
700 4,0 to 5,2 bar (59 to 75Ibf/in 2 ).
900 5,25° to 6,25°, (4,14 to 4,93 mm).
900 40 to 100 cm 3 per 100 strokes time cycle.
(Flow rate 360to 900 cm 3/min.)

Stop test machine. Remove transfer pressure gauge.

Fit plug. Re-start test machine and prime as in test 1.

8 Maximum * 1050 63,0 ± 0,5 mm 3/stroke.

delivery setting. Spread between lines notto exceed
See Note 1. 5,0 mm 3/stroke.
9 Governor setting. 1150 Set throttle by max. speed adjustment screwto give
average delivery of between 5,0 and 6,0 cm 3 . Lock stop
screw.
10 Governor cut-off 1230 Average delivery to be not more than 1,6 cm 3 .
check.
11 Delivery check. 1050 Delivery to be as at test 9 ± 0,3 cm 3 .

Run test machine down to 100 rpm and stop.

Screw latch valve adjuster fully in. Re-start test machine.

12 Latch valve 200 Screw latch valve adjusterfully in, then screw out until
setting. advance reads 1,25°to 2,0° (O,98to 1,58 mm). Lock
adjuster.

Run test machine down to 100 rpm and stop. Re-start test machine.

13 Excess fuel 150 Average delivery to be 20 cm 3 minimum with

delivery check. ,advance at 0°.

Move throttle lever to closed position for tests 14 and 15.

14 Idling delivery. 280 With th rattle lever against idle screw, set delivery to
3,0 to 3,5 cm 3 using idle screw. Lock screw.
15 Cut-off operation. 280 With shut-off lever closed, average delivery not to
exceed 0,5 cm 3 .
16 Timing Using outlet 'X' (55 bar pressure) set indexing tool to
263°. Scribe a line on pump housing flange.

REFER TO STATEMENT AT END OF EXPLANATORY NOTES REGARDING MAX. FUEL AND

SPEED SETTING AND VARIATIONS IN ENGINE PERFORMANCE.

65
 - - - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - -

TEST PLAN - FORD 7610 and 7710, 268 cu.in. (4390 cc) Turbocharged Engine

DPS DISTRIBUTOR TYPE FUEL INJECTION PUMP - TYPE NUMBER DPS 8520A670A TO 9A
BASIC PUMP SPECIFICATION
Rotation (Looking on drive end) Clockwise.
Governor type Mechanical all-speed.
Throttle lever link hole No. 1
Governor link length 41,5 mm ± 0,5 mm.
Diameter of plungers 7 mm x 4 off.
Drive arrangement 20 mm dia. taper drive with supported
shaft.
Adva nce type Automatic speed with start retard.
Mounting spigot diameter 50mm.

Special features
Scroll plate max. fuel adjustment with hydraulic excess fuel device.
Transfer pressure adjuster in end plate.
Timing mark on flange .
. Cambox non-return valve incorporated in backleak connection.
Axial outlet head with pressurising valve incorporated.
Internal venting via flatted metering valve.

ISO TEST CONDITIONS. (IMPORTANT: Read Explanatory Notes.)

These figures, for service use only, have been compiled on, and must only be used on,
a test machine conforming to International Standard ISO 4008.
Test oil IS04113attemperature40 ± 2°C.
Inlet feed pressure 0,1 bar.
Nozzles ISO 4010.
Nozzle opening pressure 172 + 3-0 bar.
H.P. pipes 6x2x845 mm (ISO 4093.2).
H.P. outlet connections Original.
• All deliveries (other than critical deliveries) to be over 200 strokes except for testis 7
using 100 strokes.
• Note 1:
Critical fuel deliveries are given in mm 3/stroke. Hence the tester must determine
the number of strokes applicable in accordance with the test mlc manufacturer's
instructions.
• A 2,5 mm shim is fitted to the piston spring cap on assembly.
This must NOT be removed.
No additional shimming is required.
Connect transfer pressure gauge to plug hole using adaptor.
• Throttle and shut-off levers to be fully open unless otherwise stated.
• Maximum fuel adjusting screw to be screwed out until it protrudes 10,0 mm above
surface of locknut.
• Screw transfer pressure adjuster fully out and then 1,5 turns in before commencing
test.
• Latch valve adjuster to be flush with surface of its locknut.
• Fully back off idling screw.
• Fully back off maximum speed screw.
• Fit auto-advance gauge and set to zero before commencing test.
• Where marked thus * use 30 seconds glass draining time and allow fuel to settle for
15 seconds before taking readings unless stated otherwise by the test bench manufac-
turer's instructions.

66
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . ...

TEST PLAN - FORD 7610 and 7710, 268 cu.in. (4390 cc) Turbocharged Engine Continued

Test Operation RPM Requirements

1 Priming. 200 Obtain delivery from all injectors and backleak.

2 Stabilisation.
3 Transfer pressure
check.
4 Advance setting.
5 Transfer pressure
check.
6 Full advance
check.
7 Back leakage.
1000 Run pumpfor3 minutes.
100 0,4 bar, (6Ibf/in 2 ) minimum.
700 Adjusttransfer pressure screwto obtain advance of
5,5° (4,34 mm).
700 4,0 to 5,2 bar (59 to 75Ibf/in 2 ).
900 7,25° to 8,25°, (5,72 to 6,51 mm).
900 40 to 100 cm 3 per 100 strokes time cycle.
(Flow rate 360to 900 cm 3/min.)

Stop test machine. Remove transfer pressure gauge.

Fit plug. Re-start test machine and prime as in test 1.

8 Maximum * 1050 84,0 ± 0,5 mm 3/stroke.

delivery setting. Spread between lines notto exceed
See Note 1. 5,0 mm 3/stroke.
9 Governor setting. 1150 Setthrottle by max. speed adjustment screwto give
average delivery of between 5,0 and 6,0 cm 3 • Lock stop
screw.
10 Governor cut-off 1230 Average delivery to be not more than 1,6 cm 3 .
check.
11 Delivery check. 1050 Delivery to be as at test 9 ± 0,3 cm 3 .

Run test machine down to 100 rpm and stop.

Screw latch valve adjuster fully in. Re-start test machine.

12 Latch valve 200 Screw latch valve adjuster fully in, then screw out until
setting. advance reads 3,25°to 4,0° (2,56to 3,16 mm). Lock
adjuster.

Run test machine down to 100 rpm and stop. Re-start test machine.

13 Excess fuel 150 Average delivery to be 23 cm 3 minimum with

delivery check. advance at 0°,

Move throttle lever to closed position for tests 14 and 15.

14 Idling delivery. 280 With throttle lever against idle screw, set delivery to
3,Oto 3,5 cm 3 using idle screw. Lock screw.
15 Cut-off operation. 280 With shut-off lever closed, average del ivery not to
exceed 0,5 cm 3 •
16 Timing Using outlet 'X' (55 bar pressure) set indexing tool to
262°. Scribe a line on pump housing flange.

REFER TO STATEMENT AT END OF EXPLANATORY NOTES REGARDING MAX. FUEL AND

SPEED SETTING AND VARIATIONS IN ENGINE PERFORMANCE.

67
- - - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - -

TROUBLE SHOOTING - DPS DISTRIBUTOR TYPE FUEL INJECTION PUMPS

PROBLEM POSSIBLE CAUSES REMEDY

Low transfer 1. Regulating valve inner 1. Renewseal
pressure seal damaged
2. Regulating spring or 2. Renew spring or piston
piston missing
3. Incorrect regulating spring 3. Install correct spring
4. Worn or damaged transfer 4. Renew damaged unit
pump blades
5. Faulty transfer pump seal 5. Renewseal
6. Loose or incorrectly 6. Tighten or renew
tightened end plate damaged unit
7. Faultywashers on head 7. Renew washers
locking and head locating
screws
8. Damaged seals on head 8. Renewseals
locating fitting

High transfer 1. Sticking regulator piston 1. Repairor renew piston

pressure 2. Incorrect regulating 2. Install correct spring
spring-too strong
3. Test bench operating on 3. Check maximum pressure
pressure feed feed
4. Regulating spring guide 4. Install correctly
installed upside down
5. Incorrect regulating 5. Install correct guide
spring guide
6. Regulating sleeve 6. Install correctly
installed upside down

Low and 1. Regulating sleeve inner 1. Renew gasket

fluctuating gasket faulty
transfer 2. One transfer pump blade 2. Renewunit
pressure chipped

Low advance 1. Lowtransfer pressure 1. Inspect and repair transfer

reading pump
2. Too many shims installed 2. Shim correctly

3. Spring too stiff, incorrect 3. Install correct spring

type installed
4. Sticking advance piston 4. Repair or renew piston

5. Sticking cam ring 5. Repair or renew cam ring

6. Excessive clearance 6. Install new components

between advance
piston and housing

7. Leaking advance gasket 7. Renew gasket

68
. . . . . . . . . . . . . . . . . . . . . .-CHAPTER10 . . . . . . . . . . . . . . . . . . . . . .. .

PROBLEM POSSIBLE CAUSES REMEDY

Incorrect 1. Throttle not fully open
maximum fuel 2. Incorrect maximum fuel
delivery setting
3. Sticking metering valve
4. Air in system
5. Sticking plungers or
roller shoes
6. Scroll plate link plate
sticking orweak spring
7. Incorrect transfer
pressure
8. Shut off mechanism
fouling metering valve
9. Governor link adjustment
incorrect
10. Governor spring linkage
incorrectly assembled
11. Cam ring or scroll plates
reversed
1. Inspect and renew throttle
2. Check and adjust maximum
fuel setting
3. Repair or renew valve
4. Purge and eliminate
source or air
5. Repair or renew faulty
items
6. Check and repair link
plate and return spring
7. Inspect and repair transfer
pump
8. Repair or renew
mechanism
9. Adjust correctly
10. Assemble correctly
11. Install correctly

High advance 1. High transfer pressure 1. Inspecttransfer pump for

reading restriction on outlet side

2. Insufficient shims installed 2. Shim correctly

3. Incorrect spring, too weak 3. Renew spring

Low delivery 1. Maximum speed stop 1. Adjust correctly

during fuel screw incorrectly adjusted
delivery check 2. Faulty or incorrect 2. Renew spring
at maximum governor spring
speed 3. Governor spring linkage 3. Correct linkage coupling
coupled to wrong holes
4. Sticking metering valve 4. Repair or renew valve

Difficulty in 1. Governor spring damaged 1. Renew spring

setting delivery or of wrong type
by maximum 2. Governor link setting 2. Set correctly
speed stop incorrect
screw 3. Governor spring linkage 3. Assemble correctly
incorrectly coupled

4. Sticking metering valve 4. Repair and renew valve

5. Sticking governorthrust 5. Repair or renew sleeve

sleeve

69
- - - - - - - - - - PART2-FUELSYSTEMS - - - - - - - - - -

PROBLEM POSSIBLE CAUSES REMEDY

Low fuel delivery 1. Low transfer pressure
during excess
fuel delivery 2. Th rottle not fu lIy open
check 3. Sticking metering valve
4. Sticking plungers or
roller shoes
5. Sticking scroll plate link
plate orweak spring
6. Plungers scored
7. Outlet ports scored
8. Excessive clearance,
rotorto hydraulic head
9. Air in system
10. Scored metering valve
Shutoff not 1. Shut~off lever installed
working incorrectly to shut~off
shaft
2. Governor link binding in
control arm
3. Governor link length too
long
4. Excessive clearance,
metering valve to hydraulic
head
5. Sticking metering valve
1. Inspect and repairtransfer
pump
2. Inspect and repair throttle
3. Repair or renew valve
4. Repair or renew faulty
items
5. Check and repair link
plate or renew spring
6. Install new plungers
7. Install new unit
8. Install new head and
rotor assembly
9. Purge and eliminate
source of air
10. Install new valve
1. Install correctly
2. Repair or renew
3. Ensure correct link length
4. Install new valve and/or
head and rotor assembly
5. Repair or renew valve

TORQUE SPECIFICATIONS

DESCRIPTION Nm kgf.m. Ibf.in

End plate securing screws 5.0 0.5 45
Fuel inlet connection 59.0 6.0 520
Delivery valve holders 41.0 4.1 360
Transfer pump rotor 7.3 0.75 65
Latch valve body 19.0 2.0 170
Latch valve sleeve nut 15.6 1.6 140
Latch valve locknut 4.5 0.45 40
Governor control housing screws 4.0 0.4 35
Governor control bracket screws 2.3 0.23 20
Cam box pressurising valve 20.0 2.1 180
Vent screw 4.5 0.45 40

70
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER10 . . . . . . . . . . . . . . . . . . . . . .. .

DESCRIPTION Nm kgf.m. Ibf.in

Throttle shaft locknut 4.5 0.45 40
Fuel shut-off shaft screw 3.4 0.35 30
Cam screw 51.0 5.2 450
Advance housing stud 6.8 0.7 60
Advance housing cap nut 15.0 1.5 130
Advance housing end cap 28.0 2.9 250
Advance housing spring end cap 28.0 2.9 250
Advance housing head locating fitting 40 4.0 350
Head locating bolt 19.0 2.0 170
Maximum speed screw locknut 2.3 0.35 20
Idle speed screw locknut 2.3 0.25 20
Drive shaft hub nut 50 5.1 442
Maximum fuel adjuster locknut 3.4 0.35 30
Drive shaft catch plate screws 4.0 0.4 35
Drive shaft timing plate screws 2.8 0.3 25
Drain plug 4.5 0.45 40

Fuel injection pump to front plate 40.0 4.0 350

Front plate bolts cover bolts 22.0 2.3 195

SPECIAL TOOLS - DPS DISTRIBUTOR TYPE FUEL INJECTION PUMP

DESCRIPTION LESLIE HARTRIDGE TOOL No.

Pump mounting plate 7244~200
Cam advance screw socket 7244~125B
Transfer pump rotor box spanner 7044-889
Timing adaptor assembly 7144~262
Flange marking tool 7244-27
Insert for flange marking tool 7244-30
Statictiming gauge 7244-449
Reliefvalve 7144-155
Stirrup pipe 7144-262A
Blank-off bolt 7144-558
Plunger timing tool 7244-448
Transfer pressure adjuster 7244-410A
Adaptor hydraulic head for transfer pressure gauge 7244-382 .
Advance measuring gauge 7244-447
Pressure end plug test plug (see text) 7244-435 series
Punch and adaptor-drive shaft seal 7244-445*
Dial indicator 23764
Dial indicator holder ST183
Dial indicator holder adaptor 89559/*

71
- - - - - - - - - - PART2-FUELSVSTEMS - - - - - - - - - _

DESCRIPTION LESLIE HARTRIDGE TOOL No.

Protection Caps:-
Head locating fitting 7044-897
Latch valve body seals 7144-18
Latch valve restrictor plug seal 7144-124
Latch valve sleeve nut seal 7144-458C
Throttle shaft seals 7144-458C
Fuel shut-off shaft seals 7144-458C
Auto advance cap and plug seals 7044-898

I. ao.omm .. I
~ \...-lO.Omm

1R-2-10-62

Figure 61
Fuel Injection Pump Drive Gear Puller

1. Bolt 5/16 -24 UNF x 2in with integral washer (3 required)

2. Bolt 3f4 x 16 x 2in
3. 3 Holes 9.5mm dia. on 56.87mm ,dia. equally spaced

* Material 10mm Plate HRLC P & 0 Steel

72
 DELIVERY MEASUREMENT SYSTEM CONVERSION CHART

nm3 per cm 3 cm 3 cm 3 cm 3 cm 3 cm 3 cm 3 cm 3 cm 3 cm 3 cm 3
Stroke in 50 in 100 in 200 in 300 in 400 in 500 in 600 in 700 in 800 in 900 in 1000
per Cyl Shots Shots Shots Shots Shots Shots Shots Shots Shots Shots Shots
0,1 0,005 0,01 0,02 0,03 0,04 0,05 0,06 0,07 0,08 0,09 0,10
0,2 0,010 0,02 0,04 0,06 0,08 0,10 0,12 0,14 0,16 0,18 0,20
0,3 0,015 0,03 0,06 0,09 0,12 0,15 0.18 0.21 0,24 0,27 0,30
0,4 0,020 0,04 0.08 0,12 0,16 0,20 0,24 0,28 0,32 0,36 0,40

0,5 0,025 0,05 0,10 0,15 0,20 0,25 0,30 0,35 0,40 0,45 0,50
0,6 0,030 0,06 0,12 0,18 0,24 0,30 0,36 0,42 0,48 0,54 0,60
0,7 0,035 0,07 0,14 0,21 0,28 0,35 0,42 0,49 0,56 0,63 0,70
0.8 0,040 0,08 0,16 0,24 0,32 0,40 0,48 0,56 0,64 0,72 0,80
0,9 0,045 0,09 0,18 0,27 0,36 0,45 0,54 0,63 0,72 0,81 0,90

1 0,05 0,10 0,20 0,30 0,40 0,50 0,60 0,70 0,80 0,90 1,00
2 0,10 0,20 0,40 0,60 0,80 1,00 1,20 1,40 1,60 1,80 2,00
3 0,15 0,30 0,60 0,90 1,20 1,50 1,80 2,10 2,40 2,70 3,00
4 0,20 0,40 0,80 1,20 1,60 2,00 2,40 2,80 3,20 3,60 4,00
5 0,25 0,50 1,00 1,50 2,00 2,50 3,00 3,50 4,00 4,50 5,00

6 0,30 0,60 1,20 1,80 2,40 3,00 3,60 4,20 4,80 5,40 6,00
7 0,35 0,70 1,40 2,10 2,80 3,50 4,20 4,90 5,60 6,30 7,00
8 0,40 0,80 1,60 2,40 3,20 4,00 4,80 5,60 6,40 7,20 8.00
9 0,45 0,90 1,80 2,70 3,60 4,50 5,40 6,30 7,20 8,10 9,00
10 0,50 1,00 2,00 3,00 4,00 5,00 6,00 7,00 8,00 9,00 10,00

11 0.55 1,10 2,20 3,30 4,40 5,50 6,60 7,70 8,80 9,90 11,00
12 0.60 1,20 2,40 3,60 4,80 6.00 7,20 8,40 9,60 10,80 12,00
13 0.65 1,30 2,60 3,90 5,20 6.50 7,80 9,10 10,40 11,70 13,00
14 0.70 1,40 2,80 4,20 5,60 7,00 8,40 9,80 11,20 12,60 14,00
15 0,75 1,50 3.00 4,50 6,00 7,50 9,00 10,50 12,00 13,50 15,00

16 0,80 1,60 3,20 4,80 6,40 8,00 9,60 11,20 12,80 14,40 16,00
17 0,85 1,70 3,40 5,10 6,80 8,50 10,20 11,90 13,60 15,30 17,00
18 0,90 1,80 3,60 5,40 7,20 9,00 10,80 12,60 14,40 16,20 18,00
19 0,95 1,90 3,80 5,70 7,60 9,50 11,40 13,30 15,20 17,10 19,00
20 1,00 2,00 4,00 6,00 8,00 10,00 12,00 14,00 16,00 18,00 20,00

21 1.05 2,10 4,20 6,30 8,40 10,50 12,60 14,70 16,80 18,90 21,00
22 1,10 2,20 4,40 6,60 8,80 11,00 13,20 15,40 17,60 19,80 22,00
23 1,15 2,30 4,60 6,90 9,20 11,50 13,80 16,10 18,40 20,70 23,00
24 1,20 2,40 4,80 7,20 9,60 12,00 14,40 16,80 19,20 21,60 24,00
25 1,25 2,50 5,00 7,50 10,00 12,50 15,00 17,50 20,00 22,50 25,00

26 1,30 2,60 5,20 7,80 10,40 13,00 15,60 18,20 20,80 23,40 26,00
27 1,35 2,70 5,40 8,10 10,80 13,50 16,20 18,90 21,60 24,30 27,00
28 1,40 2,80 5,60 8,40 11,20 14,00 16,80 19,60 22,40 25,20 28,00
29 1,45 2,90 5,80 8,70 11,60 14,50 17,40 20,30 23,20 26,10 29,00
30 1,50 3.00 6,00 9,00 12,00 15,00 18,00 21,00 24,00 27,00 30,00

31 1,55 3,10 6,20 9,30 12,40 15,50 18.60 21.70 24.80 27,90 31.00
32 1.60 3,20 6,40 9,60 12,80 16,00 19.20 22,40 25.60 28.80 32.00
33 1.65 3,30 6,60 9.90 13,20 16.50 19.80 23,10 26,40 29.70 33,00
34 1.70 3,40 6,80 10,20 13,60 17,00 20,40 23,80 27,20 30.60 34,00
35 1.75 3.50 7.00 10,50 14,00 17,50 21,00 24,50 28,00 31,50 35,00

36 1,80 3,60 7,20 10,80 14,40 18,00 21,60 25,20 28,80 32,40 36,00
37 1,85 3,70 7,40 11,10 14,80 18,50 22,20 25,90 29,60 33,30 37,00
38 ',90 3,80 7,60 11,40 15,20 19.00 22,80 26,60 30,40 34,20 38,00
39 1,95 3,90 7,80 11,70 15,60 19,50 23,40 27,30 31,20 35,'0 39,00
40 2,00 4,00 8,00 12,00 16,00 20,00 24,00 28,00 32,00 36,00 40,00

73
mml per em 3 em 3 em 3 em 3 em3 em3 em 3 em 3 em 3 em 3 em 3
Stroke in 50 in 100 in 200 in 300 in 400 in 500 in 600 in 700 in 800 in 900 in 1000
per Cyl Shots Shots Shots Shots Shots Shots Shots Shots Shots Shots Shots

41 2,05 4,10 8,20 12,30 16,40 20,50 24,60 28,70 32,80 36,90 41,00
42 2,10 4,20 8,40 12,60 16,80 21,00 25,20 29,40 33,60 37,80 42,00
43 2,15 4,30 8,60 12,90 17,20 21,50 25,80 30,10 34,40 38,70 43,00
44 2,20 4,40 8,80 13,20 17,60 22,00 26,40 30,80 35,20 39,60 44,00
45 2,25 4,50 9,00 13,50 18,00 22,50 27,00 31,50 36,00 40,50 45,00

46 2,30 4,60 9,20 13,80 18,40 23,00 27,60 32,20 36,80 41,40 46,00
47 2,35 4,70 9,40 14,10 18,80 23,50 28,20 32,90 37,60 42,30 47,00
48 2,40 4,80 9,60 14,40 19,20 24,00 28,80 33,60 38,40 43,20 48,00
49 2,45 4,90 9,80 14,70 19,60 24,50 29,40 34,30 39,20 44,10 49,00
50 2,50 5,00 10,00 15,00 20,00 25,00 30,00 35,00 40,00 45,00 50,00

51 2,55 5,10 10,20 15,30 20,40 25,50 30,60 35,70 40,80 45,90 51,00
52 2,60 5,20 10,40 15,60 20,80 26,00 31,20 36,40 41,60 46,80 52,00
53 2,65 5,30 10,60 15,90 21,20 26,50 31,80 37,10 42,40 47,70 53,00
54 2,70 5,40 10,80 16,20 21,60 27,00 32,40 37,80 43,20 48,60 54,00
55 2,75 5,50 11,00 16,50 22,00 27,50 33,00 38,50 44,00 49,50 55,00

56 2,80 5,60 11,20 16,80 22,40 28,00 33,60 39,20 44,80 50,40 56,00
57 2,85 5,70 11,40 17,10 22,80 28,50 34,20 39,90 45,60 51,30 57,00
58 2,90 5,80 11,60 17,40 23,20 29,00 34,80 40,60 46,40 52,20 58,00
59 2,95 5,90 11,80 17,70 23,60 29,50 35,40 41,30 47,20 53,10 59,00
60 3,00 6,00 12,00 18,00 24,00 30,00 36,00 42,00 48,00 54,00 60,00

61 3,05 6,10 12,20 18,30 24,40 30,50 36,60 42,70 48,80 54,90 61,00
62 3,10 6,20 12,40 18,60 24,80 31,00 37,20 43,40 49,60 55,80 62,00
63 3,15 6,30 12,60 18,90 25,20 31,50 37,80 44,10 50,40 56,70 63,00
64 3,20 6,40 12,80 19,20 25,60 32,00 38,40 44,80 51,20 57,60 64,00
65 3,25 6,50 13,00 19,50 26,00 32,50 39,00 45,50 52,00 58,50 65,00

66 3,30 6,60 13,20 19,80 26,40 33,00 39,60 46,20 52,80 59,40 66,00
67 3,35 6,70 13,40 20,10 26,80 33,50 40,20 46,90 53,60 60,30 67,00
68 3,40 6,80 13,60 20,40 27,20 34,00 40,80 47,60 54,40 61,20 68,00
69 3,45 6,90 13,80 20,70 27,60 34,50 41,40 48,30 55,20 62,10 69,00
70 3,50 7,00 14,00 21,00 28,00 35,00 42,00 49,00 56,00 63,00 70,00

71 3,55 7,10 14,20 21,30 28,40 35,50 42,60 49,70 56,80 63,90 71,00
72 3,60 7,20 14,40 21,60 28,80 36,00 43,20 50,40 57,60 64,80 72,00
73 3,65 7,30 14,60 21,90 29,20 36,50 43,80 51,10 58,40 65,70 73,00
74 3,70 7,40 14,80 22,20 29,60 37,00 44,40 51,80 59,20 66,60 74,00
75 3,75 7,50 15,00 22,50 30,00 37,50 45,00 52,50 60,00 67,50 75,00

76 3,80 7,60 15,20 22,80 30,40 38,00 45,60 53,20 60,80 68,40 76,00
77 3,85 7,70 15,40 23,10 30,80 38,50 46,20 53,90 61,60 69,30 77,00
78 3,90 7,80 15,60 23,40 31,20 39,00 46,80 54,60 62,40 70,20 78,00
79 3,95 7,90 15,80 23,70 31,60 39,50 47,40 55,30 63,20 71,10 79,00
80 4,00 8,00 16,00 24,00 32,00 40,00 48,00 56,00 64,00 72,00 80,00

81 4,05 8,10 16,20 24,30 32,40 40,50 48,60 56,70 64,80 72,90 81,00
82 4,10 8,20 16,40 24,60 32,80 41,00 49,20 57,40 65,60 73,80 82,00
83 4,15 8,30 16,60 24,90 33,20 41,50 49,80 58,10 66,40 74,70 83,00
84 4,20 8,40 16,80 25,20 33,60 42,00 50,40 58,80 67,20 75,60 84,00
85 4,25 8,50 17,00 25,50 34,00 42,50 51,00 59,50 68,00 76,50 85,00

86 4,30 8,60 17,20 25,80 34,40 43,00 51,60 60,20 68,80 77,40 86,00
87 4,35 8,70 17,40 26,10 34,80 43,50 52,20 60,90 69,60 78,30 87,00
88 4,40 8,80 17.60 26,40 35,20 44,00 52,80 61,60 70,40 79,20 88,00
89 4,45 8.90 17,80 26,70 35.60 44,50 53,40 62,30 71,20 80,10 89,00
90 4,50 9,00 18,00 27,00 36,00 45,00 54,00 63,00 72,00 81,00 90,00

74
mm 3 per em 3 em 3 em 3 em3 eml em 3 em 3 em 3 em' em l eml
Stroke in 50 in 100 in 200 in 300 in 400 in 500 in 600 in 700 in 800 in 900 in 1000
per Cyl Shots Shots Shots Shots Shots Shots Shots Shots Shots Shots Shots

91 4,55 9,10 18,20 27,30 36,40 45,50 54,60 63,70 72,80 81,90 91.00
92 4,60 9,20 18,40 27,60 36,80 46,00 55,20 64,40 73,60 82,80 92,00
93 4,65 9,30 18,60 27,90 37,20 46,50 55,80 65,10 74,40 83,70 93,00
94 4,70 9,40 18,80 28,20 37,60 47,00 56,40 65,80 75,20 84,60 94,00
95 4,75 9,50 19,00 28,50 38,00 47,50 57,00 66,50 76,00 85,50 95,00

96 4,80 9,60 19,20 28,80 38,40 48,00 57,60 67,20 76,80 86,40 96,00
97 4,85 9,70 19,40 29,10 38,80 48,50 58,20 67,90 77,60 87,30 97,00
98 4,90 9,80 19,60 29,40 39,20 49,00 58,80 68,60 78,40 88,20 98,00
99 4,95 9,90 19,80 29,70 39,60 49,50 59,40 69,30 79,20 89,10 99,00
100 5,00 10,00 20,00 30,00 40,00 50,00 60,00 70,00 80,00 90,00 100,00

200 10,00 20,00 40,00 60,00 80,00 100,00 120,00 140,00 160,00 180,00 200,00

300 15,00 30,00 60,00 90,00 120,00 150,00 180,00 210,00 240,00 270,00 300,00

400 20,00 40,00 80,00 120,00 160,00 200,00 240,00 280,00 320,00 360,00 400,00

500 25,00 50,00 100,00 150,00 200,00 250,00 300,00 350,00 400,00 450,00 500,00

EVERY EFFORT HAS BEEN MADE TO ENSURE THAT THE DATA GIVEN ON TEST PLANS IS
ACCURATE BUT LUCAS CAV LIMITED CANNOT GUARANTEE THAT PUMPS SET TO THESE
FIGURES WILL REPEAT ORIGINAL ENGINE PERFORMANCE AS THIS IS DEPENDENT ON MANY
FACTORS IN ADDITION TO THE FUEL INJECTION EQUIPMENT.

Reproduced from CAY Explanatory Notes (ISO Test Conditions) by kind permission of Lucas CAY Limited.

75
I,
I,
I,
I,
I

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 ~a
I\EW HOLLAI\D
New Holland North America, Inc., New Holland, PA
Printed in U.S.A.
Tractors
Series 10 (J)
Series 30
Part 3- m
Electrical Systems
Chapter 1 to
Chapter 8 JJ
Vol. 2A
<
()
m

z
c
~
40001020-2A 11/95
r IReprinted I
 NOTE
Some of the information in this manual is reprinted from the previous Repair Manual as the
service information contained herein is equally applicable to the new Series 10 and Series
30 models. First check the appropriate section to see if the model has a specific chapter. If
no model is shown, the model numbers have been updated as follows:

From To

Ford 2600 Ford 2610

Ford 3600 Ford 3610, 2810,3230, or 3430
Ford 4100 Ford 4110, 3910, or 3930
Ford 4600 Ford 4610, 4630
Ford 5600 Ford 5610
Ford 6600 Ford 6610
Ford 6700 Ford 6710
Ford 7600 Ford 7610, 7810*
Ford 7700 Ford 7710, 8210**

Tractor models 7810 and 8210 have been added to this manual. Both tractors utilize the
401 CID engine from the TW Series tractors. The engine repair information from the TW
Repair Manual is reprinted at the end of Section 1 for your benefit.

* The Model 7810 tractor is based on the Model 7610 tractor with the exception of a
modified, derated TW-5 engine. Repair procedures for the 761 0 should be followed except
for the engine proper. Refer to the TW-5 material for engine repair. One important
exception must be noted. The Model 781 0 engine oil pump location and drive is the same
as the Model 7610.

** The Model 821 0 tractor is based on the Model 771 0 tractor with exception of a derated
TW-5 engine. Repair procedures for the 7710 should be followed except for the engine
proper. Refer to the TW-5 material for engine repair.

Both Models 7810 and 8210 utilize the same inline fuel injection pump used on the TW-5
tractor. Fuel delivery specifications vary. Any repair or adjustment must be carried out by
an authorized fuel injection repair service.

Ford New Holland, Inc.

 CONTENTS
Part 1 - Engine Systems Vol. 1
Part 2 - Fuel Systems ........................................ Vol. 1

Part 3 - Electrical Systems

Chapter 1 to Chapter 8 . .. . . . . ... . . Vol. 2A
Part 3 - Electrical Systems
Chapter 9 to Chapter 14 ............................. Vol. 28
Part 4 - Clutches ............................................ Vol. 3
Part 5 - Transmission Systems ............................... Vol. 3
Part 6 - Power Take-Off ...................................... Vol. 3
Part 7 - Rear Axle & Brakes .................................. Vol. 4
Part 8 - Hydraulic Systems ................................... Vol. 4
Part 9 - Steering Systems .................................... Vol. 4
Part 10 - Front Axle .......................................... Vol. 5
Part 11 - Safety Cabs & Platforms ............................ Vol. 5
Part 12 - Separating the Tractor .............................. Vol. 6
Part 13 - Accessories & General .............................. Vol. 6
Part 14 - Model Derivatives ...........................'. . . . . . .. Vol. 6
 I
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 PART 3
ELECTRICAL SYSTEMS

Chapter 1
WIRING, LIGHTS, SWITCHES AND
INSTRUMENTATION

Section Page
A. WIRING, LIGHTS, SWITCHES AND 1
INSTRUMENTATION-DESCRIPTION AND
OPERATION
B. WIRING, LIGHTS, SWITCHES AND 34
IN ST RUM ENT ATI 0 N - OVE R HAU L

Chapter 2
BATTERY

Section Page
A. BATTERY-DESCRIPTION AND OPERATION 1
B. BATTERY-MAINTENANCE AND TESTS 2

Chapter 3
STARTING SYSTEM

Section Page
A. STARTING SYSTEM DESCRIPTION AND OPERATION 1
B. STARTING MOTOR-OVERHAUL 6
C. STARTING MOTOR RELAY-DESCRIPTION AND 19
OPERATION-FORD 2600, 3600 AND 4600
GASOLINE TRACTORS
D. STARTING MOTOR RELAY-OVERHAUL- 19
FORD 2600, 3600 AND 4600 GASOLINE TRACTORS
E. SAFETY START SWITCH DESCRIPTION AND 20
OPERATION
F. SAFETY START SWITCH-OVERHAUL 20
G. KEY START SWITCH DESCRIPTION AND OPERATION 21
H. KEY START SWITCH-OVERHAUL 24

(i)
 Chapter 4
CHARGING SYSTEM-ALTERNATOR WITH
INTEGRAL REGULATOR

Section Page
A. CHARGING SYSTEM-ALTERNATOR WITH INTEGRAL 1
REGULATOR DESCRIPTION AND OPERATION
B. CHARGING SYSTEM-ALTERNATOR WITH INTEGRAL 7
REGULATOR-SERVICE PRECAUTIONS,
PRELIMINARY CHECKS, INITIAL TESTS AND
ALTERNATOR COMPONENT TESTS
C. CHARGING SYSTEM--ALTERNATOR WITH INTEGRAL 18
REGULATOR-OVERHAUL

Chapter 5
CHARGING SYSTEM-ALTERNATOR WITH
EXTERNAL REGULATOR

Section Page
A. CHARGING SYSTEM-ALTERNATOR WITH EXTERNAL 1
REGULATOR DESCRIPTION AND OPERATION
B. CHARGING SYSTEM-ALTERNATOR WITH EXTERNAL 6
REGULATOR-SERVICE PRECAUTIONS,
PRELIMINARY CHECKS AND INITIAL TESTS
C. CHARGING SYSTEM-ALTER NATOR WITH 11
EXTERNAL REGULATOR-OVERHAUL

Chapter 6
IGNITION SYSTEM

Section Page
A. DESCRIPTION 1
B. IGNITION SYSTEM TESTS 3
C. DISTRIBUTOR 11
D. DISTRIBUTOR DRIVE 21
E. IGNITION COIL 24
F. SPARK PLUGS AND WIRES 25

(i i)
 Chapter 7
TROUBLE SHOOTING, SPECIFICATIONS,
SPECIAL TOOLS AND WIRING DIAGRAMS
Section Page
A. TROUBLE SHOOTING 1
B. SPECIFICATIONS 8
C. SPECIAL TOOLS 16
D. WIRING DIAGRAMS 17

Chapter 8
FORD 5610, 6610, 7610, 7910 and 8210
WITH DE-LUXE CAB
FORD 7710 and 8210 WITHOUT CAB
WIRING AND ELECTRICAL SYSTEM CHANGES
AFTER OCTOBER 1985
Section Page
A. WIRING AND ELECTRICAL SYSTEM CHANGES- DESCRIPTION 1
B. WIRING AND ELECTRICAL SYSTEM CHANGES OVERHAUL 11
C. WIRING AND ELECTRICAL SYSTEM CHANGES
TRACTOR WIRING DIAGRAMS 15

Chapter 9
CHARGING SYSTEM - 75 AMP ALTERNATOR WITH
INTEGRAL REGULATOR \
FORD 5610, 6610, 7610 AND 7710 WITH DE-LUXE CAB
AFTER OCTOBER 1985
Section Page
A. CHARGING SYSTEM-75AMPALTERNATORWITH INTEGRAL
REGULATOR-DESCRIPTION AND OPERATION
B. CHARGING SYSTEM -75 AMP ALTERNATOR WITH INTEGRAL
REGULATOR-SERVICE PRECAUTIONS, PRELIMINARY CHECKS,
INITIAL TESTS AND ALTERNATOR COMPONENTTESTS 6
C. CHARGING SYSTEM-75AMPALTERNATORWITH INTEGRAL
REGULATOR-OVERHAUL 16
D. CHARGING SYSTEM -75 AMP ALTERNATOR WITH INTERNAL
REGULATOR - SPECIFICATIONS 26

(iii)
 Chapter 10
ELECTRONIC INSTRUMENT PANEL

Section Page
A. ELECTRONIC INSTRUMENT PANEL-
DESCRIPTION AND OPERATION
B. ELECTRONIC INSTRUMENT PANEL-
GROUND SPEED CALIBRATION 13
C. ELECTRONIC INSTRUMENT PANEL-CENTRAL DIGITAL
DISPLAY MODULE AND BULB REPLACEMENT 14
D. ELECTRONIC INSTRUMENT PANEL-
FAULT FINDING 15
E. ELECTRONIC INSTRUMENT PANEL-
TRACTOR BUILD PROGRAMME SELECTION 44
F. ELECTRONIC INSTRUMENT PANEL-
SPECIFICATIONS 45
G. ELECTRONIC INSTRUMENT PANEL-
WIRING DIAGRAMS 46

Chapter 11
PERFORMANCE MONITOR
Section Page
A. PERFORMANCE MONITOR-
DESCRIPTION AND OPERATION
B. PERFORMANCE MONITOR-
INSTALLATION KIT 4
C. PERFORMANCE MONITOR-
PROGRAMMING AND CALIBRATING 9
D. PERFORMANCE MONITOR-
FAULT FINDING 17
E. PERFORMANCE MONITOR-
SPECIFICATIONS 20

(iv)
 Chapter 12

CHARGING SYSTEM - A127 45/55 AMP ALTERNATOR

WITH INTEGRAL REGULATOR
FORD 3 AND 4 TRACTORS LESS CAB AND WITH AP
CAB AFTER SEPTEMBER 1987 AND
FORD 3 CYLINDER 30 SERIES TRACTORS AFTER
MARCH 1990

Section Page

A CHARGING SYSTEM - A127 45 & 55 AMP ALTERNATOR WITH

INTEGRAL REGULATOR - DESCRIPTION AND OPERATION

B CHARGING SYSTEM - A127 45 & 55 AMP ALTERNATOR WITH

INTEGRAL REGULATOR SERVICE PRECAUTIONS
PRELIMINARY CHECKS, INITIAL TESTS AND ALTERNATOR
COMPONENT TESTS 6

C CHARGING SYSTEM - A127 45 & 55 AMP ALTERNATOR WITH

INTEGRAL REGULATOR - OVERHAUL 16

D CHARGING SYSTEM - A127 45 & 55 AMP ALTERNATOR WITH

INTEGRAL REGULATOR - SPECIFICATIONS 23

Chapter 13
FORD 8210 WITH ELECTRONIC DRAFT CONTROL

Section Page

A ELECTRONIC DRAFT CONTROL - DESCRIPTION AND OPERATION

B ELECTRONIC DRAFT CONTROL FAULT FINDING AND REPAIR 5

C ELECTRONIC DRAFT CONTROL - WIRING DIAGRAMS 27

D RECALIBRATING THE ELECTRONIC DRAFT CONTROL SYSTEM 29

E EMERGENCY LIMP HOME PROCEDURE 30

(v)
 Chapter 14
FORD 3230, 3430, 3930, 4130 and 4630
FROM MARCH 1990

Section Page

A WIRING AND ELECTRICAL SYSTEM - DESCRIPTION 1

B WIRING AND ELECTRICAL SYSTEM - OVERHAUL 6
C WIRING AND ELECTRICAL SYSTEM - WIRING DIAGRAMS 10

(vi)
 PART 3
ELECTRICAL SYSTEM
Chapter 1
WIRING, LIGHTS, SWITCHES AND
INSTRUMENTATION

Section Page
A. WIRING, LIGHTS, SWITCHES AND 1
INSTRUMENTATION DESCRIPTION AND
OPERATION
B. WIRING, LIGHTS, SWITCHES AND 34
INSTRUMENTATION-OVERHAUL

A. WIRING, LIGHTS, SWITCHES AND INSTRUMENTATION

DESCRIPTION AND OPERATION

The Ford Tractors employ a conventional type 'A' or 'B' Prefix

electrical system featuring a 12 volt, negative
earth battery, an alternator and pre-engaged • Ford 2600, 3600, 4100, 4600, 5600,
starting system. 6600 & 7600- Less Straddle Mount Cab.

• Ford 2600, 3600, 4100, 4600, 5600,

6600 & 7600-With Straddle Mount Cab.
The wiring, lights and instrument specifica-
tions for the various Ford Tractor models • Ford 6700 & 7700-Less Flat Deck Cab.
vary according to local governmental
regulations and individual operator require- • Ford 6700 & 7700-With Flat Deck Cab.
ments.

'e' Prefix

WIRING • Ford 2600, 3600, 4100, 4600, 5600,

The wiring harnesses used depend upon the
tractor assembly plant and the model in-
volved. The assembly plants are identified
by the stamped letters 'A', 'B' or 'C', prefixing
the tractor serial number.
6600 & 7600-Less Straddle Mount Cab.
• Ford 2600, 3600, 4100, 4600, 5600,
6600 & 7600-With Straddle Mount Cab.
• Ford 2600, 3600 & 4600-Gasoline-
Less Straddle Mount Cab.

• Ford 2600, 3600 & 4600-Gasoline-

The following illustrations show the typical
location of the various electrical components
and their associated wiring harnesses. For
descriptive purposes the models have been
divided into groups as follows:
With Straddle Mount Cab.
• Ford 6700 & 7700-Less Flat Deck Cab.
• Ford 6700 & 7700-With Flat Deck Cab.

1
---------PART 3-ELECTRICAL SYSTEM - - - - - - - - -
NOTE: Each tractor illustrated does not
represent anyone specific model but shows
all the electrical components available for
that particular range. Variations in wiring
harness routing may occur between models
within each range. Tractors with 'A' or '8'
prefixed serial numbers are shown separate
to those with a 'e' prefix.
Wiring diagrams for the complete electrical
systems are shown in the "Specifications"
-Chapter 7.
The wiring harnesses connecting or feeding
the various components are described in
detail as follows:
'A' OR 'B' PREFIX
FORD 2600, 3600, 4100, 4600, 5600,
6600&7600-LESSSTRADDLEMOUNT
CAB.
With reference to Figure 1.
Front Main Harness Assembly
The front main harness assembly is routed
from a multi-connector plug, located for-
ward of the fuel tank, along the engine rocker
cover to connect or feed the components
within the engine compartment and forward
end of the tractor as follows:
• Starting Motor and Solenoid
(Live Feed from Battery)
• Battery Temperature and Sensor
• Dry Air Cleaner Restriction Switch
• Intake Manifold Heater Plug
• Coolant Temperature Sender
• Horn
• Oil Pressure Sender Switch
• Alternator
• Headlamps
IMPORTANT: A fuse link, incorporated in
the brown feed wire from the starter solenoid
to the multi-connector plug, serves to protect
the harness against high overload conditions.
2
Rear Main Harness Assembly
The front and rear main harness assemblies
are joined at the multi-connector plug
located forward of the fuel tank. The rear main
harness is routed through and across an
insulated baffle board, positioned above the
fuel tank, and a spur lead provides a feed for
an auxiliary fuel pump. The rear main harness
assembly splits, with the upper section
feeding the instrument cluster and main
fuel tank sender unit whilst the lower section
passes down through the baffle to feed the
switchgear components as follows:
• Starter Switch
• Horn Push
• Lighting Switch
The harness is routed down the steering
column and terminates in a connector to feed
the safety start switch. A spur lead from the
connector is routed along the base of the
fuel tank to feed the starter motor solenoid.
Two spur leads from the main harness feed
an auxiliary fuel tank sender unit and the
rear lighting.
NaTE: For models with stop lamps or turn
indicators, the rear main harness lighting
switch connections are used to inter-connect
a switch -to -fender front harness.
Switch-to-Fender Front Harness
Assembly
For builds with stoplamps or turn indicators,
a switch-to-fender front harness assembly is
connected to the rear main harness assembly
lighting switch connections. The harness is
routed around the interior of the rear hood
panel and, for builds with turn indicators,
connects the flasher and emergency warning
switches to the flasher unit and fusebox
mounted on the right hand side ofthe steering
gear rear cover.
The switch-to-fender front harness passes
down the steering column and terminates
in a multi-connector plug for connection of
the switch-to-fender rear harness assembly.
----------------------CHAPTER1----------------------
Switch - to -Fende r Rear Harness Spur leads from the main harness feed th e
A ssembly safety start switCh, auxi liary fuel tank
sender unit and the cab windshield washer
The switch to fender rear harness assembly motor.
is connected at the steering column to the rear
lighting spur lead from the rear main harness
or the multi -connector plug of the switch- to
The main section of the harness Is routed
fender front harness assembly. A spur lead
along the engine rocker cover to connect or
provides a connectIOn for the stoplamp
feed the components within the engine
SWitch which IS actuated by th e left - hand
compartment and forward end of the tractor
brake pedal.
as follows :

Fender Harness Assemblies • Starting Motor and Solenoid

The rna'" sections of the switch-to-fender

harness assemb ly pass to the right and left - • Battery Temperature Sensor
hand fenders where they connect with the
respective fender harnesses to feed the
lighting comp onents as follows : • Auxiliary Fuel Pump

• Front Side and Flasher Lamp Assemblies

• Dry Air Cleaner Restriction Switch

• Rear, Stop and Flasher Lamp Assemblies

• Intake Manifold Heater Plug

• Implement Lamp
• Coolant Temperature Sender

• Licence Plate Lamp

• Alternator
A junction on the left-hand fender harness
section provides a feed for the trailer socket.
• Oil Pressure Sender Switch

NOTE : The routing of the switch to fender

fear harness varies between models.
• Horn

FORD 2600, 3600. 4100. 4600, 5600, • Headlamps

6600 & 76oo - WITH STRADDLE
MOUNT CAB
With referen ce to Figure 2.
Front Main Harness Assembly
The front main harness assembly is routed
downwards from a multi-connector plug
located at the top left-hand side of the steer·
ing column . A spur lead from the multi -
connector plug feeds the main fuel tank
sender unit.
Spur leads provide a feed for the cab ai r
cond itioning compressor clutch and thermo
stat.
IMPORTANT : A fuse link. incorporated in
the brown feed wife from rhp. starter solenoid
to the multi-connector plug. serves (0 protect
the harness against high overload condi-
tions.

3
- - - - - - - - - P A RT 3 - ELECTRI CA L SYSTEM - - - - - - - - _

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Electrical System- Ford 2600. 3600. 4100. 4600. 5600. 6600 itnd 7GOO
1. Starter SWllch
2. Front Sido and Flashet Lamp Assv.
3. EmergencyWamlng Swilch
4. Rear MOln HarnessAssembly
5. Horn Push
6. Auxiliary F u~ 1 TRnk Sendel URI!
7. Front Main HarnessAssembly
S. Auxiliary Fuel Pump
9. Alternator
10. Horn
11. Hcadlamps
12.. Oll Pressure Sender SWI tc h
Figure 1
l ess 5lraddle Moum CHb- 'A' 01 '8 ' Pre fi x
13. CUUlijl lL Tt!IUpt!l .&ture Sonder 25, Lighting 5wilch
14. Dry Au Cloaner Restriclion SWitch 26. Righi Hand Fender Hamess
15. Intake Manifold Heate' Plug 2/ . Implement Lamp
~ Srartl'l.f MOl ar and Solenoid 28. Main Fuel Tank Send er Unit
17. Battery Tomp(!tQture Sensor 29 Instrume"! C hJItlBl
1B. Ben ery 30, Flushcr SW Ilch
19. Sw itch 10 Fender Rea, Harness 31 . TUlilof Socket
20. Saf[!tv Stan Switch 32 Licence Plill e LAmp
21 . Flasher Un it 33 RIllAt. Stop :.nd Flnsnct Lump AssV
22. Stoplamp Swhch 34 . l lilh Hond Fender Hamcs.s
23. Fusebox
24. SwitCh to Fender Front HUIII(sS$
----------------------CHAPTER1----------------------

---
@-
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30 . -
f \ _
29 ,~/< o
\ v.-!'I
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@

2 @ @
Fig u re 2
CIOt:lncnl Sv~em - ru 'rl2600. 3600, 11100. 4000. 5800. 8600 , nd 7600 W,th S:rolhU. Mount Cab- 'A' 01 '8 ' PIIIClx
1 HUlet Conuoll-l:lfnaf; 16 0 ,1 r ,t:S$II,eSitf>\Ju, Switch Instrument Console
:;11 .
2. Rad,e) Suppteuion F,it., ,7 CootOlnt r lmpEll8 tu r",SundQf 32, R~:u. SlOp and FIU herll rnp Assv
3. Tr.,hll S~k" l 18 DIy Ah Clt#.l lllt/ RI!lI\r,Cliun Switch J:J.Wln(lAhield WIper MOIOI
ii , Windshluld WlIllhur MOtor 1 9 ' nl;'lkn M anifold H e lll~ PLug 34, Loudspellke r
5, Lllh Hand Fender H'HI'MI!.S 20 Slar'lln" MOlOI jraU Solonoid 35 Plough Lnmp H,lnen
6. Flllhll Swilch '2 1 SillI\lfy TIIII IU~'"IUIU Sllnsnr 36. PInIIOh lafTlP
7 RtI!UI' MiJin HMI\O$$ AJ$embiv 22. Ballery :n t..c. nc:. Pb lll U mp
8. 1"10tI0I UlTtp SWitch 23 Swilch lQ Fendtl Rear Harness ::iR R,dlo
9. Au_JII",y Fvel TenN Sendnr Ullil 211 Stoplamp SwhCh 39 Anlonnl
10. Auxiliary fucl Pump 25, Front Side and Flalihef limo Any 40 Hlllilo r BluW1I1 SwhGh
II . Alternato, 26 Safety Stalt Swlu:h 41. Alr CondhloninA EV&poll.Ilor
12. ThermOIlUI! klsombly 27 FII)nl Mai n H:unussAsS8mbl" T"'.'moslIlIic SWlI ch
13. AIr CondUlomng Compressor 28 Main Fum T;.nk Sgnder UnJr '1 2. Wlntb hicld Wiper(WlIShll Sw.lr,;/r
,~, Hladlilmp5
15. HOrn
29 SWIIc.h ttl Ftlnd91 Rc ar Harl'ltis Plug
30, Riahl HaM Flndar Hlrnesa
"3. Inlcrior Lamp
41. HClilef BlOw." Mol Or

5
---------PART 3-ELECrRICAL SYSTEM - - - - - - - - -
Rear Main Harness Assembly
The front and rear main harness assemblies
are joined at the multi-connector plug loca-
ted at the top left hand side of the steering
column. The rear main harness forms an
integral part of the cab and, consequently,
the multi -connector plug must always be
separated to facilitate removal of the cab.
The rear main harness is routed around the top
of the cab front housing to connect or feed
the components as follows :
• Flasher Unit
• Starter Switch
• Horn Push
• Relay
• Fuseboxes
The ha rn ess splits at several points and
multi-connector pl ugs provide foo l-proof
connections for the following components :
• Switch -Io - Fender Rear HDrness
• Instrument Cluster
• Ligh t Switch, Plough Lamp SWItch and
Plough Lamp Warning Lamp
• Emergency Warning Switch
• Flasher Switch
The harness is routed upwards within the
front left-hand pil lar of the cab to cun nect
with the heater control harness. A spur lead
passes downwards to provide connections
for the interior lamp switch .
6
Heater Contro l Harness Assembly
The heater control harness and the rear main
harness assembly are joined at the front left -
hand corner of the cab roof bya multi -connec-
tor plug. The heater control harness is routed
around the interior of the roof to connect or
feed components as follows:
• Heater B lower Motor
• I nterior Lamp
• Wi ndshield Wiper-Washer Switch
• Air Conditioning Evaporator Thermostatic
Switch
• Heatet Blower Switch
A multi -connector plug provides a connec -
tion lor the w indshield wiper motor whilst
spur leads provide connections for the radio,
plough lamp and licence plate lamp wires.
The heater control harness and plough lamp
wires are grounded through the cab roof
screws.
Sw it c h -t o - Fen d er Rear H ar ness
A ssem bl y
The switch -to -fender reor hDrness assembly
iscon nected to the rear main harnessassembly
bya multi -connector plug . The harness is split
and one section passes downwards to feed
the stop lamp switch. another seclton passes
rearwards to feed the trailer socket and two
further sections are routed within the front
of the cab to provi de connec tions for the rear
fender ha rnesses.
Rear Fender Harness A ssem b li es
The righl and left -hand fender harness
assemblies are connected to the switch -to -
fender rear harness assembly . The rear
fender harnesses are split with one section
passing upwards to feed the Iront side and
flasher lamp assemblies whilst the second
sec tions are routed rearwards along the cab
sills to lecd the rear. stop and flasher lamp
assemblies.
----------------------CHAPTER1----------------------
FORD 6700 AND 7700- LESS FLAT
DECK CAB
With reference to Figure 3.
Front Main Harness Assembly
The front main harness assembly IS routed
from a multi -connector pluy IUl;ated in the
bulkhead behind the hydroslatic steering
motor.
A spur lead from the multi -connector
plug feeds the battery temperature sensor
and a separate plug feeds the auxilr"ry fuel
tank sender unit.
The marn section althe harness is routed along
the right-hand hood frame rail 10 connect or
feed the components within t~e engine
compartment and forward end 01 the tractor
as follows :
• Starting Malar and Solenoid
• Alternator
• Coolant Temperarure Sender
• Oil Pressure Sender Switch
• Headlamps
• Dry Air Cleaner Restriction Switch
• Horn
Spur leads provrde a feed for the main fuel
tank sender unit and the intake manifold
heater plug.
IMPORTANT : A fuse link. incorporated in
the brown feed wire from the starter solenoid
to the multi-connector plug. serves to protect
the harness against high overload conditions.
7
Rear Main Harness Assembly
The lront and rear marn harness assemblies
are joined at the multi-connector plug
locatcd behind the hydrostatic Sleering
motor. The rearmarn harness forms an integral
part of the platform assembly and. con-
sequently. the multi-connector plug must
always be separated to facilitate removal of
the platform. The rear main harness is routed
around the top of the instru ment console to
connect or feed the components as follows:
• Safety Stan Swrtch
• Fuseboxes
• Light Switch
• Starter Switch
• SlOplamp Switch
• Flasher Unit
The harness splits at severa l poin ts and mu lti -
connector plugs provide fool -proof connec-
tions for the following components :
• Instrument Cluster
• Hazard Warning Switch
• Flasher Switch Harness
• Switch-to-Fender Rear Harness
Flasher Swi teh Harness Assembly
The flasher switch harness assembly is
joined to the rear marn harness by two
multi-connector plugs to connect or feed
components as follows:
• Flasher Switch
• Fuel Gauge Cllany!! Over Switch
• Ether Cold Start Button
• Implement Lamp Switch
- - - -- - - - - PART 3 - ELECTRICAL SYSTEM ._ _ _ _ _ _ _ __

~I

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Fi gure 3
EleclriC':ll1 S"'~l ll m_ F Qrd 1i700 ~lnd 7700 - Les$ Flat Deck Cae - 'A' or '8 ' PreliK
1. l eft H;Jnd Fender Harness , 2. Coolant Temperature Sender 22 . Raar M aIO HerneS5 AssEtmbly
2. Flushor Unit 13. Righi Hand Hcadlomp Wire 23. S8fety SIan Switch
3. Fro nt Side ilnd Flasher Lam p A~SY Assembly 24 . Right Hand Fend er HorneS5
4. Trailer Socket 14. Headlamp 25. Implement Lamp
5. Mein Fu el Tank Sender Unit , 5. Intake M il nlfold lleatur Plug 26, FuseboK
6. Auxiliary Fuel Tank Sender U nit 16. Starting M010ra nd Solenoid 27 . Starter Switch
7 Dry Air Cleaner ResviClion Switch 17 Battarvlempertllure Senso , 28 Flashel Switch Halness Assembly
8 . Al tern"tQr 18. Bsu ory 29. L,ght Sw ilch
9. Oil Pressure Sender Switc h 19. Fron t Ma in Harness Assembly 30. Instru ment Cluster
10, HUrl! 20. Sloplamp Switch 3 1, LIcence PI310 L\'Jmp
1' . Left Hand Headlamp Wire A ssembly 2 1. SWITc h to I- ender Rear Harness 32 Rear. Stop and Flasher Lamp Assv.

B
-------------------------CHAPTER1------------------------

I
I

~~~
11/,
- .----
........ II I. __ - - ---- --
-- --

--- o
--

@
Figu re 4

,.
,.
(leclTlcJlI System-FOld 6700 .. ntl7700 Wilh Flitt Ot:lc.. Call 'A (1/ S ' P' Ufill
1 HCill~ Conlto! HallIe!! Coolant TC01pe:tlltuleSancier 31 lnstlumenl Ouc.lQ1'
2 Aldlo SuppresSIon Filler n Right-Hand Headllmp Wilt Assemblv 32 RttM. SlOP Ind FlAIM' lamp Asumbly
3 Tr.der Socket Int••• Mln,lold Hutet PluO 33 Wind~hllMd Wioar M01/H
• Windshteld Wlshtr MOIO'" StaRinG MOtor and Solanoid 34 Lovdspealter
5 rlnhet Unit " Bollte,V Temp_,u,lre $MJOI
20 35 Plough ump HI""tu
6 leh ~t nnd Fender Hamus 21 aautl., 36 Plough Lamp
7 Ma,n FVltI Tllllk Stnde. Unit 21 Fro"t MI," H3tnou Alumbly 37 Ll(lenct! Plclc lDmp
a. AUlld,.ry FUll Tank SIIOd8l' Uni1 23 R.ghl Hnnd FendM HAInes, 38 RodlO
9 Dry An Clun., RNTlICllon SWItch
10 AhOfnlUII
11 . on P,... ure Sender SWllGh
" Siopiomo SWlieh
2. Rea, Main ' I.".."" ~mbl.,
2. FlO", Slda and Fl.1~hcf llImp Mtcmbl.,.
39 Antenna
4() HUler BJo'Ner Sw"c.h
41, ;..., CondlUonlng C",IPQI'juor Thll'llllU101 ..Hc
12 Headlnmp 27 S.f~t y S""SwItch Switch •
13.
14
16
left · Hal'! d H&ldlamp Wire Assembly
Hmn
Au Cond,"onH'lg Corllp'~Of
,.
2. Fu$cl)ox
L.g tll SWItCh
30 Slollcr Switch
42 WlndshleldWlpel(WI$l1@tSWltch
4J IntitfiOf l,mp
4 11 He~lel 010 ..... « MOIOI

9
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -
Switch-to-Fender Rear Harness
Assembly
The switch-to-lender rear harness assembly
IS connected within the instrument console
to the multi -connector plug of the rear main
harness assembly. The harness is routed
downwards and along the inner edge at the
left - hand side of the platform. At the rear
of the platform the harness splits to feed the
right "",J lelt- hand lende, harnesses.
Fender Harness Assemblies
The right and left-hand fender harnessassem -
blies are connected to the switch-to-fender
rear harness assembly at the base of the
lenders. The rear fender harnesses are routed
upwards and connectors provide separate
feeds for the front side and flasher lamp
assemblies, rear, stop and fl asher lamp assem-
bl ies.licence plate lamp and implement lamp.
The left-hand fender harness is split at the
main connection to provide a feed for the
trailer socket.
FORD 6700 AND 7700-WITH FLAT
DECK CAB
With reference to Figu re 4.
Front Main Harness Assembly
The front main harness assembly is routed
from a multi -connector plug located in the
bulkhead bchind the hydrostatic steering
motor.
A spur lead from the multi -connector plug
feeds the battery temperature sensor and a
separate plug feeds the "uxili"ry fuel tank
sender unit.
Tr.c mQin section of the harne~s is routed
along the right- hand hood frame rail to
connect or feed the components within the
engine compartment and forward end of the
tractor as follows :
10
• Starting Motor and Solenoid
• Alternator
• Coolant Temperature Sender
• Oil Press ure Sender Switch
• Headlamps
• Dry Air Cleaner Restriction Switch
• Horn
Spur leads provide a feed lor the main fu el
tank sender unit, windshield washer motor,
intake manifold heater plug, cab air condition -
ing compressor clu tch and thermostat.
IMPORTANT: A fuse link, incorporated in
the brown feed wire from the starter solenoid
to the multi-connector plug, serves to
protect the harness against high overload
conditions.
Rear Main Harness Assembly
The front and rear main harness assemblies
are joined at the multi-connector plug
located behind the hydrostatic steering
motor. The rear main harness forms an
integra l part of the cab and . consequently, the
multi -connector plug must always be
separated to facilitate removal of the cab.
The rear main harness is routed around th e
top of the instrument conso le to con neC l 01
feed the components as follows :
• Sofety Start Switch
• Fuseboxes
• light Switch
• Starter Switch
• Stoplamp Switch
• Flasher Unit
• Relay
----------------------CHAPTER1----------------------
The harness splits at severrtl J10inl$ rind multi-
connec tor plugs provide fool-proof connec -
tions for the followin!J components :
• Instrument Cluster
• Hazard Warning Switch
• Flasher Switch Harness
• Switch to Fender Rear Harness
The harness is routed upwards wi th in the
front left- hand pillar of th e cab to connect
with the heater con trol harness. A spur
lead passes downwards to provide connec-
tions for the interior tamp switch.
Flasher Switch Harness Assembly
The flasher switch harness assembly is
joined to the rear main harness by two
multi- connector plugs to connect or feed
r.omponAn1s as fol lows '
• Flasher Switch
• Fu el Gauge Change Over Switch
• Ether Cold Start Button
• Implement Lum p Switch
Heater Control Harness Assembly
The heater control harness and the rear
mai n harness (lssembly ale joined all il e fronl
left -hand corner of the cab roof by a multi -
connector plug. The heater control harness
is routed around the interior of the roof to
connect or feed components as follows :
11
• Heater Blower Motor
• Interior Lamp
• Windshield Wiper -Washer Switch
• Air Conditioning Evaporator
Thermostatic Switch
• Heater Blower Switch
A multi-connector plug provides a con nec-
tion for the windshield wiper motor whilst
spur leads provide connections for th e
radio, plough lamp and licence plate lamp
wires.
The heater control harness and plough la mp
wires are grounded through t he cab roof
screws.
r
Switch -to - Fender Rear Harness
Assem bly
The switc h-to -fender rear harness is con-
nected to the rear main harn ess assembly
by a multi -connector plug . The harness is
split and one section passes rearwards to
feed the trailer socket whilst two sections
are ro uted within the front of the cab to
provide connec tion s forthe fender harnesses.
Fender Harness Assemblies
The right and left-hand fender harness
assem hlies are con nected to the switc h-to -
fender rear harness assemb ly. The fender
harnesses are split with one section passing
upwards to feed the front side and flasher
lamp assemblies whilst the second sections
are routed rearwards along the cab sills to
feed the rear, stop and flasher lamp
assemblies.
- - - - - - - - P A R T 3- ElECTRICAl SySTEM--- - - - - - -

Figure 5
Electrical System-Ford 2600. 3600. 4100. 4600.5600. 6600 and 7600 ~ Less Straddle Mount Cab - 'C' Prefix
1. Left Hand Flasher Lamp 13. Battery
2. Left Hand Switch to Fend er Harness 14. Safety Start Switch
3. Left Hand Headla mp ,5 Rear Lamp Wire Assembly
4 . Starter Switch 16. Rear Main Harness Assembly
5. Alternator Regulator 17. Light ing Sw itc h
6. Dry Air Cleaner Restriction Switch 18. Fuel Ta nk Sender Unit
7. Alternator 19. Right Hand Headlamp
8. Coolant Temperature Sender 20. Right Hand Switch to Fender Ha rness
9. Oi l Pressure Sender Switch 21 . Right Hand Flasher Lamp
10. Intak e Manifold Heat er Plug 22 . Main Extension Harness Assembly
11 . Starting Motor and Solenoid 23 . Instrument Cluster
12. Front Main Harness Assembly 24 . Rear La mp Assembly

12
-----------------------CHAPTER 1----------------------...
® @ @ @ CD
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Figure 6
[IClCl tica! Sy.stom Ford 2&00. 3GOO. 4100, 4600, 5600 I5e;OO and 7600 With SIr3ddio Mounl ClIb C' Proll"
, W,ndshll!1d Washl!' MOIOI 16 Oit Pressure ScnoOf S.....'lch 31 loudSP«!:i'lltor
') ReI. Main Harness Ass.amblv 17 Df\I A.II Cktaner R KI,rCtlOn SWl lch 32 RiKho
:I lighting S ..... ,tch 18 A U"I!!luv Fuel Pumo 33 ImglomOnllamp
4 Turn Signal SWl1ch 19 Imake Manifold HUIt!f Plug 34 Rl9hl Hand Halllrd W 31f\,ng LIOI\!
6 Flashtf Wun,ng lIghl SWitch 20 510111"0 MOIDr and SolenOId 35 Antenna
6 Turn S,gn:.] IMicalOI Lamp 21 B .II ~ty 36. Interior l3m"
7 Au_dUllY Fuel Pump Rlday 22 Allernn!o! Rcgu lOlot 37 Heillcr 810wet SWllch
8 Int,,'Qf lamp Swm;h 2J SlIlelY SIII'\ Sw,rch 38 A ll Cond,t.onmg (VlpoI".IIUI Tl'le, nlO-
9 f urn 51gnol TI~sher SWllch 24 ruse rane' SUUte SW II(:h
10 lonluon LOiK1 Ral"y 25 Ileltdla mpA"embly 39. WlftdshteldWlpoI' / WlI$hcr S..... IIch
II A U4IU,,-y Fue{ Tin" Sende. Un.1 26 Main fuel Tllol; Send,., Untl 40 Healer Blower MOIo.
12 ThcuTloslal Ass ... mbly 27 S I,," *' $wIIC1l ';1 HIUt.r Con,rolli.roess Assembly
13 Aiternalor 28 Cigar lighten 42 ROllI l"mp ""8mb!,..
14 All COIUJlllQnmu Comp•• UOI 29 In"lI.. mfllll Ct u"el
Hi Coolant Temperllll.rre Seoom 30 Wmdshleld W 'PIH 11.1 0101

13
---------PART 3-ELECTRICAL SYSTEM - - - - - - - - -
'C' PREFIX
FORD 2600. 3600. 4100. 4600. 5600.
6600 AND 7600-LESS STRADDLE
MOUNT CAB
W ith reference to Figure 5.
Front Main Harness Assembly
The front main harness assembly is routed
from two multi-connector plugs. located at
the top front of the luel tank . The harness
passes downwards to connect with the
alternator regulator before being routed
along the engine rocker cover to connect or
feed the components within the engine
COmiJartment and forward end of the
tractor as follows :
• Starting Motor and Solenoid
(Live Feed from Battery)
• Intake M anifold Heater Plug
• Dry A ir Cleaner Restriction Switch
• Coolant Temperature Sender
• Oil Pressure Sender Switch
• Alternator
Rear Main Harness Assembly
The front and rear main harness assemblies
are joined at the two multi-connector plugs
located at the top front of the fue l tank.
14
The rear main harness IS routed rearwards
over th e fuel tank and splits with the upper
section feed ino the instrument cluster
whi lst the lower section passes down to
feed the Switchgear components as follows :
• Starter Switch
• Lighting Switch
A single wi re connects the fuel gauge to
the fuel tank sender unit.
The harness is routed downwards and
terminates in two connectors; one to feed
the safety start switch and the other to
feed the rear lamp wire assemnly.
Rear Lamp Wire Assembly
The rear lamp wire passes through a
conduit to the left-hand platform the n up
the left -hand rear axle housing to connect
to the lel1- hand switch-to -fender harness
and th e main extension harness.
Main Extension Harness Assembly
The main extension harness is ro uted
around the rear of the tractor to connect
wi th the right-hand switch-to-fender
harness.
Switch-to-Fender Harness Assemblies
The switch -to - fen der harness assemblies
pass up the fenders and split to feed the
head lamp and flasher lamp assembl ies. A
spur lead from the left-hand flash er lamp
provides a feed for the rear lamp assembly .
Terminal connections are incorporated in the
left -hand switch -to -fender harness to
facilita te connection of a trailer socket and
implemen t work light.
------------------------CHAPTER1------------------------
FORD 2600,3600, 4100,4600, 5600,6600
AND 7600-WITH STRADDLE MOUNT
CAB
With reference to Figure 6.
Front Main Harness Assembly
The front main harness assembly is routed
from a multi-connector plug located at the
top left-hand side of the steering column.
Spur leads feed the main fuel tank sender
unit, safety start switch, auxiliary fuel tank
sender unit and auxiliary fuel pump.
The harness passes downwards to connect
with the alternator regulator and spur leads
provide connections for the cab windshield
washer motor and the air conditioning
thermostat and compressor clutch.
The main section of the harness is routed
along the engine rocker cover to connect
or feed the components within the engine
compartment and forward end of the tractor
as follows:
• Starting Motor and Solenoid
(Live Feed from Battery)
• Intake Manifold Heater Plug
• Dry Air Cleaner Restriction Switch
• Coolant Temperature Sender
• Alternator
• Oil Pressure Switch
• Thermostat Assembly
15
Rear Main Harness Assembly
The front and rear main harness assemblies
are joined at the multi-connector plug
located at the top left-hand side of the
steering column. The rear main harness
forms an integral' part of the cab and,
consequently, the multi-connector plug must
always be separated to facilitate removal
of the cab. The rear main harness is routed
around the top of the cab front housing to
connect or feed the components as follows:
• Main Extension Harness Assembly
• Starter Switch, Cigar Lighter and Auxiliary
Fuel Pump Relay (Ford 5600 with
Thermostart)
• Flasher Warning Light Switch, Turn
Signal Switch, Lighting Switch (via Light
Switch Harness Assembly) and Turn
Signal Indicator Lamp
• Instrument Cluster
• Fuse Panel
• Ignition Load Relay
• Turn Signal Flasher Switch
Spur leads provide connections for a horn
and horn push.
The harness is routed upwards within the
front left- hand pillar of the cab to connect
with the heater control harness. Spur leads
pass downwards to provide connections
for the interior lamp switch.
- - - - - - - - - P A R T 3-ElECTRICAl S y S T E M - - - - - - - - -
M'ain Extension Harness Assembly
The main extension harness assembly is
connected within the instrument console to
the multi -connector plug of the rear main
harness assembly. The harness splits to con-
nect the head lamps located at the front of
the cab.
The main section of the harness is routed
downwards and along the left-hand side of
the cab to feed the rear lamp assembly, and
provide connections for a trailer socket. The
harness also carries the cab windshield
washer motor feed wire from the front main
harness spur lead connection.
HeaterControl HarnessAssembly
The heater control harness and the rear
main harness assembly are joined at the
front left-hand corner of the cab roof by
two multi-connector plugs. The heater
control harness is routed around the
interior of the roof to connect or feed
components as follows:
• Heater Blower Motor
• I nterior Lamp
• Windshield Wiper-Washer Switch
• Air Conditioning Evaporator Thermostatic
Switch
• Heater Blower Switch
Multi-connector plugs provide connections
for the windshield wiper motor and the
radio wiring harness.
The heater control harness extends along
both sides of the cab roof and terminates in
connections for the hazard warning lights
and implement lamp.
All the roof mounted components are
grounded through the cab roof screws.
16
Ignition load Relay
All Ford Tractors with cabs incorporate an
ignition load relay to protect the key-start
switch from the high loads imposed by the
unique cab items ,such as the heater blower
and windshield wiper motors.
Auxiliary Fuel Pump Relay
When starting the Ford 5600 Tractor with
an auxiliary fuel pump, power must be
maintained to the pump. However, with
thermostart, the key-start switch cuts out all
auxiliaries when in the heat start position.
Therefore, a relay is installed in the feed line
to link both the auxiliary and the heat
terminals of the starter switch when in the
heat start mode. Power to the auxiliary fuel
pump is thus maintained during heat
start conditions.
FORD 2600, 3600 and 4600-GASOlINE
-lESS STRADDLE MOUNT CAB
With reference to Figure 7.
Front Main Harness Assembly
The front main harness assembly is routed
from two multi-connector plugs located at
the top front of the fuel tank. The harness
passes downwards to connect with the
alternator regulator before splitting at the
rear of the engine.
One section of the harness continues down-
wards to connect or feed the components
as follows:
• Starting Motor Relay (Live Feed from
Battery)
• Ignition Coil (via Coil to Harness and
Relay Wire Assembly)
----------------------... CHAPTER1-----------------------
The main section of the harness is routed
along the engine rocker cover to connect or
feed the components within the engine
compartment and front end of the tractor
as follows :
• Coolant Temperature Sender
• Headlamps
• A ltern ator
• Oi l Pressure Sender Switch
The front end of the harness splits and loops
rearwards to provide connections for the
dry air cleaner restriction switch.
Rear Ma in Harness Assembly
The lronl and rear main harness assembl ies
are joined at the two multi -connector
plugs located at the top front of the fuel
tank.
The rear main harness is routed rearwards
over the fuel tank and splits with the upper
section feeding the instrument cluster
whilst the lower section passes down to feed
the switchgear compon ents as follows :
• Starter Sw i tcll
• Lighting Switch
A sing le wire connects the fuel gauge to
the fue l tank sender un it.
The harness is routed downwards and
terminates in two con nections ; one to feed
the saf ety start switch and the other to
feed the rear lamp wire assembly.
17
Rear Lamp W ire Assembly
The rear lamp w ire passes through a tube then
splits to provide a connection for the
right - hand flasher lamp ; the feed wire being
routed around the rear of the tractor before
passing up the right -hand fen der.
The ma in section of the rear ~mp wire
passes to the left - hand fender and splits to
prOVide connections for the left - hand
flasher lamp and the rea r la mp assembly.
Terminal connections are incorporated to
facilitate connection of a trailer socket and
imp lement work lig ht .
Ignition Ballast Resistor
When the engine is started. the power drain
on the battery causes the supply voltage to
the ignition coil to be reduced . Therefore, a
low voltage coil is installed to ensure maxi -
mum efficiency under start conditions.
However. u nder normal operating conditions
the supply vo ltage to the coil must be
simi larly red uced to prevent overload of the
low voltage coil. For this purpose. an
ignition u811ast resistor is located in the
circuit between the front main ha rness and
the coi l.
Circuit Breaker
The ligh ting switch assembly incorporates
a circuit breaker in the form of a bi - meta l SHip
wh ich opens the circuit in the event of an
overload condition.
- - - - - - -- - PART 3 -E LECTRICAL SYSTEM - - - - - - - - -

Figu re 7
Electrica l Wystem - Ford 2600. 3600 and 4600 - Gasoline - Less Straddle Mount Cab - ' C P.rclix
, . Left Hand F l ash~t Lilmp 10 011 P rAS" l u~ Sender Switch 18. Safew Stan Switch
2. Starler Switc h 11 . Front Main Harness Assembly 19. Resr Lamp W ire and Tube Assembly
3. Alternator Regulator 12. Distributor 20. lighting Switch
4 . BatttlrY 13, Ignition Coil 21 . Right Hand Flasher Lamp
5. Spark Plug 14. Coil to Harness and Relay Wire 22 . Fuel Tank Sendtll Unit
6. Dry Air Cleaner Restriction Switch Assembly 23. Instrument Clu"lef
7. Headramp , 5. Sterting Motor 24. Fuse
8. A lttlrnutur , 6. St~rtil1Y MUlOr Relay 25. Rear Lamp Assembly
9. Coolant Temperature Sender 17. Ig niTion Ballast ResistOr 26. Rear MaIn Harness Assembly

10
-----------------------CHAPTER1-----------------------

- -0

/
/
Figure' 8
Elect"'.' System-Ford 2600, 3600 and 4600- G850line-Wi\h Suaddte Mount Cab - 'C' Prafix
1. W,rKhhi.ld Wa,;ho. MOlor 16. SplIrk Plug 31 I"Blrument Ch.. ~el
, ~ "'., Mil," H"I1"'n Assembly ' 7 D'I,,;lwIOf 32. Wlndllhiold Wiper MotOf
3 l lQhltng SWlich 18 Ignitio n Coil 33. loudspe..,kCl
" Tu,n SIgnal S ..... heh 19 Coil 10 Ha rnO$s and Reloy Wire lU!OCmbly 34 . Roolo
S FI", h •• Wa rnm!jl Lig ht Switl:h 20 Siafting MOIOr 3 6. ImplemcnlLDm p
6. TUIn S,ymd Ind lcatOI Lamo 21 Dr., Air CIODn." RH"Ir. tlon Switch 36 Hau,d Warning Lig ht
7. T\.I, n S tgnal FI.,hll S whch 22. SIGnIng MOIOI Re ln y 37. An\o"ne
8 1"""1,11 urnp Swi1<:h 23. lonliion Bell", Ralltor 38, inleuor Lamp
9. Ig nition 1..040 ROlev 2 .. . S,lely SI8r1 SWItch :is. Heater Blower Switch
10 Sfllcry 25. Alternator Rcgulotor 40. Air Condilioning EvapolinOf Thelmo -
II Th. rmoSta, Aisembly 26 FU50 f'anal Sialic Swilch
12 AltC!fMIOf z-I He.dlltmp A5$ltmbly 41 W.mf5hl.ld Wlper/Wa"f'wH Swiu:h
13. Ail Cond'llonlng Comp ••sso. 28. Fu. 1 hnk. SendCl Unu 42 HeatOI Blower Motor
14, Coolitni Tomporo!ure Sondol 29, Slaf1(!r SWItch 43 He.1IC1 COntrol HarneuA5Hmbly
15, Orl pttssurt Sender S WItch 30 e rilt' L'i hter 44 Rell Lamp Assembty

19
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -
FORD 2600, 3600 & 4600-GASOLINE
-WITH STRADDLE MOUNT CAB
With reference to Figure 8.
Front Main Harness Assembly
The lront main harness assembly is routed
from a multi-connector plug located at the
top lelt-hand side of the steering column.
Spur leads feed the fuel tank sender unit
and the safety start switch.
The harness passes downwards to connect
with the alternator regul ator and spur leads
provide connections for the cab windshield
washer pump and the air conditioning
thermostat and compressor c lutch .
The harness splits at the rear of the engine
and one section continues downwards to
connect or feed the components as follows :
• Sla,lillY Mulo, Relay (Live Feed from
Battery)
• Ignition Coil (via Coil to Harness and
Relay Wire Assembly)
The main section of the harness is routed
along the engine rocker cover to connect
or feed the components within the engine
compartment and front end of the tractor as
fo llows:
• Coolant Temperature Sender
• Altern ator
• Oil Pressure Sender Switch
The front end of the harness splits and
loops rearwards to provide connections for
the dry air cleaner restriction switch.
20
Rear Main Harness Assembly
The front and rear main harness assemblies
are joined at the multi-connector plug
located at, the top left - hand side of the
steering column. The rear main harn ess
forms an ,nteg ral part of the cab and.
consequently, the multi-connector plug must
always be separated to fac ilitate removal
of the cab. The rear main harness is routed
around the top of the cab front housing
to connect or feed the components as
follows:
• Main Extension Harness Assembly
• Starter Switch and Cigar Lighter
• FlasherWarning Light Switch. Turn Signa l
Switch, Lighting Switch (v ia Light Switch
Harness Assembly) and Turn Signal
Indicator Lamp
.t
• Instrument Cluster
• Fuse Panel
• Cab Load Relay
• Turn Signal Flasher Switch
Spur leads prOVide connections for a horn
and horn push.
The harness is routed upwards within the
front left - hand pillar of the cab to connect
with the heater control harness. Spur leads
pass downwards to provide connections for
the interior lamp switch.
------------------------CHAPTER1------------------------
Main Extension Harness Assembly
The main extension harness assembly is
connected within the instrument console
to the multi -connector plug of the rear
main harness assembly. The harness splits to
connect the head lamps located at the front
of the cab.
The main section of the harness is routed
downwards and along the left- hand side of
the cab to feed the rear lamp assembly, and
provide connections for a trailer socket.
The harness also carries the cab wind-
shield washer motor feed wire from the
front main harness spur lead connection.
Heater Control Harness Assembly
The heater control harness and the rear
main harness assembly are joined at the
front left- hand corner of the cab roof by two
multi-connector plugs. The heater control
harness is routed around the interior of the
roof to connect or feed components as
follows:
• Heater Blower Motor
• Interior Lamp
• Windshield Wiper-Washer Switch
• Air Conditioning Evaporator Thermostatic
Switch
• Heater Blower Switch
Multi-connector plugs provide connections
for the windshield wiper motor and the
radio wiring harness.
21
The heater control harness extends along
both sides of the cab roof and terminates
in connections for the hazard warning
lights and implement lamp.
All the roof mounted components are
grounded through the cab roof screws.
Ignition Load Relay
All Ford Tractors with cabs incorporate an
ignition load relay to protect the key-start
switch from the high loads imposed by the
unique cab items such as the heater
blower and windscreen wiper motors.
Ignition Ballast Resistor
When the engine is started, the power
drain on the battery causes the supply
voltage to the ignition coil to be reduced.
Therefore, a low voltage coil is installed to
ensure maximum efficiency under start
conditions.
However, under normal operating conditions
the supply voltage to the coil must be
similarly reduced to prevent overload of the
low voltage coil. For this purpose, an ignition
ballast resistor is located in the circuit
between the front main harness and the coil.
Circuit Breaker
The lighting switch assembly incorporates a
circuit breaker in the form of a bi-metal
strip which opens the circuit in the event
of an overload condition.
- - - - - - - - - P A R T 3-ELECTRICAL SYSTEM - - - - - - - - -
FORD 6700 AND 7700-LESS FLAT
DECK CAB
With reference to Figure 9.
Front Main Harness Assembly
The front main harness assembly is routed
from a multi-connector plug located in the
bulkhead behind the hydrostatic steering
motor. The plug incorporates a female blade
terminal connection for a horn feed (Dealer
I nstalled Accessory).
A spur lead from the multi-connector plug
provides a connection for an auxiliary fuel
tank sender unit.
The harness splits and one section feeds the
alternator regulator, located beneath the
battery support, whilst the second section is
connected to the starting motor solenoid
(live feed from battery). A spur lead provides
a feed for the intake manifold heater plug.
The main section of the harness is routed
along the right-hand hood frame rail to
connect or feed the components within the
engine compartment and forward end of the
tractor as follows:
• Alternator
• Coolant Temperature Sender
• Oil Pressure Sender Switch
• Dry Air Cleaner Restriction Switch
A spur lead provides a feed for the main
fuel tank sender unit.
22
Rear Main Harness Assembly
The front and rear main harness assemblies
are joined at the multi-connector plug
located behind the hydrostatic steering
motor. The rear main harness forms an
integral part of the platform assembly
and, consequently, the multi-connector plug
must always be separated to facilitate
removal of the platform. The rear main
harness is routed within the instrument
console to connect or feed the components
as follows:
• Safety Start Switch
• Fuse Box
• Lighting Switch and Fuse Assembly
• Cigar Lighter (Dealer I nstalled Accessory)
• Starter Switch
• Turn Signal Flasher Assembly
The harness splits at several points and
multi-connector plugs provide fool-proof
connections for the following components:
• Instrument Cluster
• Turn Signal Switch Assembly
• Main Extension Harness
Spur leads provide connections for the
following switchgear components:
• Flasher Warning Lamp Switch
• Ether Cold Start Button
• Fuel Tank Selector Switch
• Horn Button (Dealer I nstalled Accessory)
-------------------------CHAPTER1------------------------
Main Extension Harness Assembly
The main extension harness assembly is
connected within the instrument console
to the multi-connector plug of the rear
main harness assembly. The harness is routed
downwards and alon9 the left- hand edge of
the transmission cover. At the rear of the
cover the harness splits to feed the right
and left -hand fender harnesses.
Fender Harness Assemblies
The right and left-hand fender harness
assemblies are con nected to the main
extension harness assembly at the rear of
the transmission cover. The fender harnesses
are routed beneath the pl~tform to the base
of the fenders and pass upwards to split
at the top of the fenders. Connectors pro-
vide separate feeds for the head lamps,
utility lamps and flasher assemblies.
The left- hand fender harness extends
lhrough the left- hand fender to provide
connections for lhe rear lamp and implement
lamps mounted at the rear of the platform
extension
FORD 6700 AND 7700- WITH FLAT
DECK CAB
With reference to Figure 10
Front Main Harness Assembly
The front main harness assembly is routed
from a multi-connector plug located in the
bulkhead behind the hydrostatic steering
motor. The plug incorporates a female blade
terminal connection for a horn feed (Dealer
Installed Accessory) .
A spur lead from the multi -connector plug
provides a connection for an auxiliary fuel
lank sender unit.
23
The harness splits and one section feeds
the alternalor regulator, located beneath the
battery support, whilst the second section
is connected to the starting motor solenoid
(live feed from battery) . A spur lead pro-
Vides a feed for the intake manifold heater
plug .
Spur leads at the harness junction provide
feeds for the cab windshield washer motor
and the air conditioning thermostat and
compressor clutch,
The mai n section of the harness is routed
along the right-hand hood frame rail to
connect or feed the components within the
engine compartment and forward end of
the tractor as follows :
• Alternator
• Coolant Temperature Sender
• Oil Pressure Sender Switch
• Dry Air Cleaner Restriction Switch
A spu r lead provides a feed for the main
luel tank sender unit.
Rear Main Harness Assembly
The front and rear main harness assemblies
are joined at the multi -connector plug
located beneath the hydrostatic steering
motor. The rear main harness form s an
integral pan of lhe cab assembly and,
consequently, the multi-connector plug must
always be separated to faci litate removal of
the cab. The rear main harness is routed
within the instrumen t console to connect or
feed the components as follows :
• Safety Start Switch
• Fuse Box
• Lighting Switch and Fuse Assembly
• Cigar Lighler
• Starter Switch
• Turn Signal Flasher Assembly
- - - - - - - - P A R T 3- ELECTRICAL S y S T E M - - - - - - - - -

Figure 9
Elec trica l System - Ford 6700 and 7700 - Less Flat Deck Cab - 'C' Prefix

1. Left Hand Flasher Assemb ly 11 . Coolant Temperature Sender 21 Cigar Lighter

2. Turn Signal Flasher Assemb ly 12. Front M ai n Harness Assembly 22. Staner Sw itch
3. Lig hting Switch and Fuse Assembly 13. Starti ng M otor and Solenoid 23. Right Hand Headlamp
4. Left Hand Fender Harn ess 14. Intake M anifold Heater Plug 24. Right Hand Flasher Assembly
5, M ain Fu el Tank Sender Unit 15. A lternator Regu lator 25. Right Hand Utility Lamp
6. Safety Stan Switch 16. Battery 26. Imple menl Lamps
7. Auxiliary Fu el Tank Sender Unit 17. Main Extension Harness 27. Instrument Cluster
8. Dry Ai r Cleaner Restriction Switch 18. Rear M ain Harness Assembly 28. Rear Lamp Assembly
9. Alternator 19. Righ t Hand Fender Harness
, O. Oi l Pressure Sender Switch 20. Fuse Box

24
 _______________________ CHAPTER 1 _______________________

®-

@1
I
\
\

./
@ I
/ / I rI ! tlI ~_I-
:-
, // I
I I 7
--
I

/ I
/ /
/
/

@
Figure 10
Elaelrl(;el S.,Io'o,n Ford 0700 and 7700 Wllf. FI;II O~k CJ:lb- C' Prethl
1 Rear Lamp A.uol'l'lbly Hi. 0 ,1 Pressure Senti." Switch 29. Wmdshleld WipeI M Olor
2. W ••".itlu.JQ Wa,h., MOlot 16. r,oO! Marn H ,U IIUIiS AlolilltliUly 30. Loudspeaker
3. IYI1,lron LOld Aolav 11, Intake ManIfold H eal~' P1uU 31 . R*CI.o
.4 TUln $Igna' Fluhr" Assembly 1 B 5101111n9 Mot.;" lind S(Jlooold Assombly J2. Implement Lamp
5 L,vhhng Swru:hond ~u:lOA:;$CImb ly I I9 A,IUllIliltor ReyutlllUl 33 Hight Hand Huard Warning Ughl
G, Mum EXlonsron HarncssAsscmbly 20 San!!., 3 4 Arllenn ..
7, Inlt-flo. l..Jmp SWItch 21 Salely Sian SWItch 35. Inratio, lamp
8. Mlun Futtl lank Sender UM 21 Rear Main H.unQU Asstmbty 38. He ..,.,. Rlo",,~ SWlich
9 t..uAJh(Uy Fuol Tank. Sendl!f Unit 23 Fuse Bolt 37 A.. Cnnrl,ul)n"'9 Ev,"pO'ato.
10 Dry Au Clllanltf Hosmc:tron SWitch 24 RIghI Hand UI."'Y LImo Th.rmo~l'Il,e SWl'lch
11 T'ho,mcJIII: AS6embl., 15 RIghi Hand HU;Jdlamp 38 W,!\d,hU!,ldW,per/Wuhut SWilch
12 AIICfnolOI 2& CI(J<tI lighter 39 H.",,.,. Blowe. MOIOl'
13 Au CornJrtlQftlltg ComPl'C$SOr 21 Slaille.1 SWItch 40 HIIII"", Cor\ltol HarneuAuembly
14 CoolnnllemperalUfaSendel 28 Insuumnnl Clu$ltl

25
---------PART 3-ELECTRICAL SYSTEM - - - - - - - - -
The harness splits ot severo I points and
multi -connector plugs provide fool-proof
connections for the following components :
• Instrument Cluster
• Turn Signal Switch Assembly
• Ignition Load Relay
• Main Extension Harness
Spur leads provide connections for the
following switchgear components :
• Flasher Warning Lamp SWitch
• Fuel Tonk Selector Switch
• Ether COld Start Bunon
• Horn Button (Dealer Installed Accessory)
The main section of the harness is routen
upwards within the front left - hand pillar
of the cab to connect with the heater
control harness.
Spur leads pass downwards to provide
connections for the interior lamp switch
Main Extension Harness Assembly
The main extension harness assembly is
connected within the instrument consolc
to the multi-connector plug of the rear main
harness assembly. The harness splits to
connect the utility lamps and the head lamps
located at the front of Ihe cab
26
The main section 01 the harness IS routed
downwords and along the left hand side
of the cab to fe ed the rear lamp assembly
and provide connections for a trailer socket.
The harness also carries the cab windshield
washel motor leed wire lrom the Iront
main harness spur lead connection.
Heater Control HarnessAssembly
The heater control harness and the rear main
harness assembly are joined at the front
left- hand corner of the cab roof by twO
multi-connector plugs. The heater control
harness is routed around the interior of the
roof to connect or feed components as
follows :
• Heater Blower Motor
• Interior Lamp
• Windshield Wiper - Washer Switch
• Air Conditioning Evaporator Thermostalic
Switch
• Healer Blower Switch
Multi-connector plugs provide connections
for the windshield wiper motor and the
radio w iring 11 arness.
The heater control harness eXTcnds along
both sides of the cab roof and terminales
in connections for the hazard warning
lights and implemenl laml".
All the roof mounted components are
grounded through the cab roof screws.
Ignition Load Relay
All Ford Troctors with cabs incorporate an
ignition load relay to protect the key-51art
switch from the high loans imposed by the
unique cab items such as the heater blower
and Windshield wiper motors
------------------------CHAPTER1------------------______
LIGHTS
Ford straddle mount tractors feature in-
ternally or externally mounted twin head
lamps whereas the flat deck models utilise
externally mounted
The internally mounted lamps are located in
front of the engine coolant radiator and
shine through apertures in the radiator
grille
SWITCHES
LIGHT SWITCH
The light switch is located at the left-hand
side of the control console. For tractors with
an 'A' or'S' prefixed tractor serial number,
the lighting switch is of the rotary type and
the switch positions are shown in Figures
11, 12 and 13.
For tractors with a 'e' prefixed tractor serial
number, the lighting switch is of a three
stage push-pull type and the switch
positions are as follows:

The external head lamps are either positioned

POSITION LIGHTS
at the front of the cab, the front edges of the
flat top .fenders or at the ends of arms
In Off
horizontally mounted on each side of the
radiator shell.
intermediate Headlights Low Beam, Red
Tail Light, Instrument
Panel Lights
To meet the many varied location and opera-
tional requirements, numerous supplemen-
Out Headlights High Beam,
tary lighting combinations are available from
Front Work Lights, Red Tail
the following:
Light, I nstrument Panel
Lights
• Front Side Lights

l1li Rear Lights

e Utility Lamps

e Turn Indicator Lamps

e Hazard Warning Lamps

e Stop Lamps

e I mplement Lamps
Figure 11
Light Switch Positions-Ford 2600, 3600,
4100, 4600, 5600, 6600 and 7600- Less
e Licence Plate Lamps Straddle Mount Cab-'A or '8' Prefix
1. OFF
2. Side and Rear Lights ON
NOTE: The type of lamps and their position 3. Side, Rear and Dipped Beam Headlights ON
4. Side, Rear and Main Beam Headlights ON
on the tractor varies according to local 5. Main Beam Headlights ON. (Available for
governmental regulations. certain countries only)

27
 TURN SIGNAL SWITCH

'A' or '8' PREFIX

Ford 2600, 3600, 4100, 4600, 5600, 6600

and 7600:'

A stalk turn switch is

positioned on the rear hood panel to the left
of the steering column. The switch cover
incorporates four warning lights; three red
lights for tractor, trailer 1 and trailer 2 turn
indicators and a blue main beam
warning

Figure 12
Light Switch Positions-Ford 2600, 3600, Ford 6700 and 7700.
4100, 4600, 5600, 6600 and 7600-With
Straddle Mount Cab-'A' or '8' Prefix
A stalk operated turn signal switch is
1. OFF
2. Side and Rear Lights ON mounted on the instrument panel and the
3. Side, Rear and Dipped Beam stalk also serves as a horn push.
4. Side, Rear and Main Beam

'e' PREFIX

Ford 2600, 3600, 4100, 4600, 5600, 6600

and 7600:

A rotary type turn signal switch is positioned

in the instrument cluster.

Ford 6700 and 7700:

A lever operated turn signal switch IS

mounted on the instrument panel.

13
Light Switch Positions-Ford 6700 and 7700- KEY-START SWITCH
'A' or '8' Prefix
1. OFF The switch is located at the
2. Si.€Je and Rear Lights ON
3. Side, Rear and Dipped Beam left-hand side of the control console, see
4. Side, Rear and Main Beam 3-Section G.

28
------------------------CHAPTER1------------------------
SAFETY START SWITCH
Ford 2600, 3600, 4100, 4600, 5600, 6600
and 7600:
The safety start switch is located in the
front transmission to ensure the engine may
only be started with the high/low gear
selector lever in neutral, see "TRANS-
MISSION SYSTEMS"-Part 5, Chapter 1.
Ford 6700 and 7700:
The safety start switch is located at the top
of the clutch pedal shank to ensure the
engine may only be started with the clutch
pedal depressed.
When the clutch pedal is in the free
position, a spring pushes a ball plunger
against a flat on the pedal shaft to open
the switch contacts and break the starting
circuit continuity.
When the clutch pedal is depressed, the
switch turns relative to the flat on the shaft.
This action forces the ball plunger into the
switch to close the contacts and complete
the starting circuit.
OIL PRESSURE SENDER SWITCH
The oil pressure sender switch is located on
the left-hand side of the engine cylinder
block and indicates oil pressure via a warning
light in the instrument panel.
The warning light should come on when the
starter switch is turned 'ON' and go out
within 30 seconds after starting the engine.
If the light does not go out, check the
switch for faulty action then the engine for
loss of oil pressure.
29
COOLANT TEMPERATURE SENDER
The coolant temperature sender is located in
the front of the engine cylinder head and
indicates engine coolant temperature via the
temperature gauge in the instrument cluster.
DRYAIRCLEANER RESTRICTION
SWITCH
The restriction indicator switch is mounted
in the dry type air cleaner outlet tube, see
"FU EL SYSTEMS" - Part 2, Chapter 3.
STOPLAMP SWITCH
Ford Tractors with stoplamps incorporate a
stoplamp switch. The switch is actuated by
the left-hand brake pedal shank on straddle
mou nt tractors less cab or the right- hand
brake pedal shank of tractors with cab and
all flat deck models.
When the brake pedal is in the free position,
the pedal shank forces a sprung plunger
away from the switch contacts to break
the stoplamp circuit continuity.
When the brake pedal is depressed, the
spring plunger closes the switch contacts to
complete the circuit and illuminate the
stoplamps.
WINDSHIELD WIPER/WASHER AND
SWITCH
The roof mounted windshield wiper/washer
switch operates the two speed, self-parking
windshield wiper and electric screen washer.
Turn the switch clockwise to the first
position to obtain slow wiper speed. Further
rotation of the switch will select the fast
speed.
Push the switch inwards to operate the
electric windshield washer (where fitted).
NOTE: The water reservoir for the wind-
shield washer is located on the left-hand
side of the battery for the 3-cylinder models
and beneath the rear left-hand side of the
cab for the 4- cylinder models.
 INSTRUIVIENTATION

FORD 2600, 3600, 4100, 4600, 5600,

6600 AND 7600

The instrument cluster gauges, warning

lights and controls are shown in 14,
15 and 16.

The fuel gauge installed on straddle mount

tractors with an auxiliary fuel tank,
thetotal contentsofthetwotanks. The needle
isdesigned to enter the red sector ofthe gauge
when the auxiliary fuel tank is approximately
full.

Voltage Stabiliser
Figure 14
Instrumentation-Ford 2600, 3600, 4100,4600, 5600, 6600 The straddle mount tractors utilise bi-metal
and 7600-Less Straddle Mount Cab
type gauges which are sensitive to fluctua-
1. Tachometer
2. tions in system voltage. For this reasan, a
3. Coolant Temperature Gauge
4. Oil Pressure Warning Light voltage stabiliser is employed to maintain
5. Dry Air Cleaner Restriction Warning Light (Where fitted) the voltage to the gauges at a nominal 10
6. Alternator Warning Light
7. Fuel Gauge volts.

Figure 15
Instrumentation-Ford 2600, 3600, 4100, 4600, 5600, 6600 and 7600-With Straddle Mount Cab-'A' or 'B' Prefix
1 Proofmeter 8. Dry Air Cleaner Restriction Warning Light (where fitted)
2. Horn Push 9. Turn Indicator Switch
3. Engine Coolant Temperature Gauge 10. Alternator Warning Light
4. Engine Stop Control 11. Implement Lamp Switch (where fitted)
5. Key-Start Switch 12. Hazard Warning Light Switch
6. Engine Oil Pressure Warning Light 13. Light Switch
7. Implement Lamp Warning Light 14. Fuel Gauge

30
 Figure 16
instrumentation~Ford 2600, 3600, 4100, 4600, 5600, 6600 and 7600-With Straddle Mount
Cab-'C' Prefix
1. Fuse Panel Cover 7. Air Cleaner Restriction Warning Light
2. Proofmeter 8. Alternator Warning Light
3. Engine Coolant Temperature Gauge 9. Flasher Light/Worklight Switch
4. Choke/Diesel Engine Stop Control 10. Turn Signal Switch
5. Key-Start Switch 11. Fuel Gauge
6. Engine Oil Pressure Warning Light 12. Light Switch

FORD 6700 AND 7100
The instrument cluster gauges, warning
lights and controls are shown in Figures
17 and 18.
The fuel gauge installed on flat deck tractors
with an auxiliary fuel tank, registers the
contents of each tank by the
operation of a selector switch. When the
switch is in the forward position (1) the upper
fuel tank level is registered and in the down
position (2) the auxiliary fuel tank level is
indicated.
NOTE: When the key-start switch is turned
off the gauge needle assumes a random
position and may well indicate a fuel level
in excess of the true level. Alwavs take fuel
level readings with the key-start switch
turned on.
The flat deck tractors feature air-core type
gauges which are not sensitive to fluctua-
tions in system voltage.

31
1IIIIIIIIIIIIII1lII1IIIIIIII_-----IIII1I!IIIPART 3-ELECTRICAL SYSTEMIIIIIIIIIIIIII--IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIlIiIIIII






f






--






f






-

Figure 17
Instrumentation-Ford 6700 and 7700-'A' or '8' Prefix
1. Alternator Warning Light 11. Ether Spray Primer Button
2. Right Hand Turn Signal Indicator 12. Plough Lamp Switch
3. Engine Coolant Temperature Gauge 13. Fuel Gauge
4. Proofmeter 14. Left Hand Turn Signal Indicator
5. Hazard Warning Light Switch 15. Engine Oil Pressure Warning Light
6. Key Start Switch 16. Air Cleaner Restriction Warning Light
7. Engine Stop Control 17. Plough Lamp indicator Light
8. Horn/Turn Signa! Switch 18. Main Beam Warning Light
9. Fuel Tank Sender Switch 19. Turn Signal Indicator-Trailer I
10. Light Switch 20. Turn Signal Indicator-Trailer II

Ignition load Relay This system provides a check facility for

both the warning bulbs. When the key-start
All Ford tractors with cabs incorporate an
switch is actuated, both the oil pressure and
ignition load relay to protect the key-start
the restriction warning lights are illuminated.
switch from the high loads imposed by the
Once the engine has started, and the correct
unique cab items such as the heater blower
oil pressure is established, both warning
and windshield wiper motors.
lights are extinguished.

However, if the air cleaner is restricted then

the bulb is grounded through the vacuum
Diodes switch and remains illuminated.

For all models with a dry type air cleaner,

the oil pressure sender and air cleaner NOTE: When the oil pressure is low both
restriction warning light circuits are inter- the oil pressure and the air cleaner restriction
connected by a diode. warning lights are illuminated.

32
 Figure 18
Instrumentation-Ford 6700 and 7700-'C' Prefix
1. Alternator Warning Light 12. Ether Spray Primer Button (where fitted)
2. Right Hand Flasher Light/Turn 13. Flasher Light/Work Switch
Indicator 14. Fuel
3. Engine Coolant Temperature 15. Left-
4. Proofmeter Indicator
5. Turn Signal Switch 16. Engine Oil Pressure Warning Light
6. Key Start Switch 17. Air Cleaner Restriction Warning Light
7. Engine Stop Control 18. Implement Lamp Indicator Light (where
8. Horn Button (where fitted)
9. Lighter 19. Headlamp
10. Fuel Tank Sender Switch 20. Turn Signal I I
11. Headlight Switch 21. Turn Signal Indicator-Trailer Ii

Auxi liary Fuel Pump Feed To prevent a feed through the fusebox to the
auxiliaries when in the heat start position,
When starting the Ford 5600 Tractor with an a second diode is in the circuit
auxiliary fuel pump, power must be supplied to protect the heat terminal diode from such
to the pump. However, with thermostart, an overload condition.
the switch cuts out all auxi liaries
when in the heat start position. Therefore, a
feed to the fuel pump is taken from
both the auxiliary and the heat terminals of
the key-start switch.

'A' or 'B' Prefix 'C' Prefix

To prevent feed back to the key-start switch
heat terminal under normal running con-
ditions, a diode is inserted in the feed !ine
from the heat terminal to the auxiliary fuel
pump.
A relay is installed in the feed line to link
both the auxiliary and the heat terminals of
the starter switch when in the heat start
mode. Power to the auxiliary fuel pump is
thus maintained during heat start conditions.

33
- - - - - - - - - P A R T 3-ELECTRICAL S Y S T E M - - - - - - - - -
B. WIRING, LIGHTS, SWITCHES AND INSTRUMENTATION-
OVERHAUL
WIRING
Figures 1 to 10 illustrate the various wiring
layouts and provide identification of the
individual electrical components.
REMOVAL
Each wiring harness may be removed
independently. The removal procedures
follow established techniques but certain
precautions must be observed as follows:
• Disconnect the battery, negative terminal
first, prior to disconnection or removal of
any wiring harness.
• Prior to removal, note the harness routing,
clamping positions and terminal con-
nections.
• On replacement, ensure the harness
routing and clamping is as specified and
not in contact with sharp edges, the
exhaust system or movi ng parts.
Check connections for wire colour match-
ing (where applicable).
• Ensure all connectors are fully engaged
and no conductor is exposed.
• Tape back unused connectors.
• Ensure ground connections are clean with
metal-to-metal contact. Use toothed lock
washers where specified.
• Ensure fuses are of the specified rating.
• Check the circuit current draw before
connecting power to the harness.
• Check polarity of the battery before con-
necting power to the harness.
34
LIGHTS
SEALED BEAM
Sealed beam units can be removed and
installed, without removing the lamp hous-
ings, as follows:
REMOVAL
1. Ease the sealed beam unit and rubber
rim from the lamp housing.
2. Disconnect the wires and bulb mounting
bracket (where fitted) from the unit and
detach the rubber rim.
INSTALLATION
1. Install the rubber rim on the sealed beam
unit then attach the wires and bulb
mounting bracket (where fitted).
2. Apply a film of petroleum jelly to the
rim of the lamp housing then carefully
ease the unit into the housing.
NON-SEALED BEAM
Non-sealed beam headlamp bulbs are
removed and installed as follows:
REMOVAL
1. Release the screw under the rim and
remove the rim/reflector assembly.
2. Pull the connector from the bulb,
detach the bulb retaining spring and
remove the bulb.
INSTALLATION
Installation of a new bulb follows the
removal procedure in reverse. On installation,
securely tighten the rim retaining screw.
------------------------CHAPTER1------------------------
SWITCHES
LIGHT SWITCH
REMOVAL
1. Disconnect the battery ground cable
(negative) from the battery.
Ford 2600, 3600, 4100, 4600, 5600,
6600 and 7600 With Straddle Mount Cab:
Extract the retaining screws and withdraw
the instrument cluster sufficient distance to
facilitate access to the lighting switch.
2. Slacken the retaining screw and remove
the knob.
3. Remove the switch retaining nut and
withdraw the switch from the instrument
panel or control console.
4. Disconnect the wiring harness con-
nectors from the switch terminals.
INSTALLATION
Installation of the lighting switch follows
the removal procedure in reverse. On installa-
tion tighten the switch retaining nut to the
correct torque, see "Specifications"
Chapter 7.
TURN SIGNAL SWITCH
'A' or 'B' Prefix
REMOVAL
Ford 2600, 3600, 4100, 4600, 5600, 6600
and 7600:
Raise the hood rear panel, see "Instru-
mentation Overhaul", in this Section.
2. Disconnect the turn signal switch from
the main harness.
3. Unscrew and remove the three retaining
nuts and lockwashers then withdraw the
turn signal switch assembly.
35
4. Separate the switch cover from the base
and unscrew the terminals. Note the
positions of the wires then separate
from the terminals.
INSTALLATION
Installation oftheturn signal switch assembly
follows the removal procedure in reverse.
On installation tighten the wire-to-switch
terminal screws and the switch retaining nuts
to the correct torque, see "Specifications"
Chapter 7.
REMOVAL
Ford 6700 and 7700:
1. Remove the retaining screws and care-
fully withdraw the instrument panel.
2. Disconnect the turn signal switch from
the main harness.
3. Extract the three retaining screws and
lockwashers and withdraw the turn signal
switch.
INSTALLATION
Installation oftheturn signal switch assembly
follows the removal procedure in reverse. On
installation tighten the switch retaining
screws to the correct torque, see "Speci-
fications" -Chapter 7.
'C' Prefix
REMOVAL
1. Extract the retaining screws and with-
draw the instrument cluster sufficient
distance to facilitate removal of the
turn signal switch.
2. Pull off the knob or lever.
3. Disconnect the turn signal switch from
the main harness.
4. Remove the switch retaining nut and
lockwasher and withdraw the switch from
the instrument cluster.
- - - - - - - - - P A R T 3-ELECTRICAL S Y S T E M - - - - - - - -
INSTALLATION
I nstallation of the turn signal switch
assembly follows the removal procedure in
reverse. On installation tighten the switch
retaining nut to the correct torque, see
"Specifications" -Chapter 7.
KEY-START SWITCH
For key-start switch overhaul, see Chapter
3-Section H.
SAFETY START SWITCH
Ford 2600, 3600, 4100, 4600, 5600, 6600
and 7600:
For overhaul of the safety start switch, see
"TRANSMISSION SYSTEMS" -Part 5,
Chapter 1.
Ford 6700 and 7700:
REMOVAL
1. Disconnect the wires from the switch
terminals.
2. Unscrew the switch from the clutch
pedal shank.
INSTALLATION
1. Screw the switch into the clutch pedal
shank and tighten to the correct torque,
see "Specifications" -Chapter 7.
2. Re-connect the wires to the switch
terminals.
OIL PRESSURE SENDER SWITCH
REMOVAL
1. Disconnect the wire from the switch and
unscrew the switch from the engine.
36
INSTALLATION
1. Screw the switch into the engine and
tighten to the correct torque, see "Speci-
fications" -Chapter 7.
2. Re-connect the wire to the switch.
COOLANT TEMPERATURE SENDER
REMOVAL
1. Disconnect the wire and unscrew the
sender from the engine.
INSTALLATION
1. Coat the threads of a new sender assembly
with Plastic Lead Sealer to Ford Speci-
fication ESN-M4C49-A. Screw the
sender into place and tighten to the
correct torque, see "Specifications"
Chapter 7.
2. Re-connect the wire to the sender.
IMPORTANT: The use of a sealer which
is not to the Ford Specifications, may insulate
the sender from the cylinder head and cause
the unit to fail to operate.
DRY AIR CLEANER RESTRICTION
SWITCH
REMOVAL
1. Disconnect the wires and unscrew the
switch from the air cleaner outlet tube.
INSTALLATION
1. Screw the switch into place and tighten
to the correct torque, see "Specifica-
tions" -Chapter 7.
2. Re-connect the wires.
------------------------CHAPTER1------------------------
STOPlAMP SWITCH WINDSHIELD WIPER MOTOR
ASSEMBLY
REMOVAL
REMOVAL
1. Disconnect the wires from the switch
1. Disconnect the battery.
terminals.
2. Push the wiper arm retaining clip side-
2. Unscrew the switch retaining nut and ways and pull the arm squarely off the
withdraw the switch from the bracket. pivot shaft spli nes.

3. Remove the pivot shaft securing nut and

iNSTAllATION
1. Position the switch on the bracket and
install the retaining nut. Tighten the nut
to the correct torque, see "Specifica-
tions" -Chapter 7.
2. Re-connect the wires to the switch and
apply the brakes to ensure the stoplamps
are actuated correctly. Re-position the
switch if necessary.
washer.
4. Withdraw the retaining screws and care-
fully remove the windshield wiper motor
inspection panel from within the cab.
5. Disconnect the wiring harness from the
motor.
6. Withdraw the retaining bolts and carefully
extract the wiper motor assembly.
DISASSEMBLY
With reference to Figure 19.

CAB ROOF MOUNTED SWITCHES- 1. Remove the retaining nut and washer
OVERHAUL assembly from the end of the motor drive
shaft to disconnect the angled link.
REMOVAL

1. Disconnect the battery.

2. Remove the cab roof retammg bolts

then lift the roof and support on the prop.

3. Disconnect the heater control harness

from the switches.

4. Pull off the switch control knobs.

5. Withdraw the retaining screws and re-

move the switch mounting bezel from
within the cab.

6. Remove the lock nut and washer and

withdraw the switch.

Figure 19
Windshield Wiper Motor Assembly
INSTAllATION 1. Pivot Shaft Link
2. Motor Assembly
Installation of the cab roof mounted 3. Motor Drive Shaft
4. Angled Link
switches follows the removal procedure in 5. Connecting Link
reverse. 6. Wiper Arm Pivot Shaft Assembly

31
---------PART 3-ELECTRICAL SYSTEM - - - - - - - - -
2. Withdraw the mounting bolts and remove
the motor assembly.
3. Remove the securing clips and separate
the angled link, the connecting link and
the wiper arm pivot shaft link.
4. Remove the mounting bolts and withdraw
the wiper arm pivot shaft assembly.
INSPECTION AND REPAIR
1. Inspect the linkage and pivot points for
wear or damage and replace if necessary.
2. Examine the wiper arm pivot shaft splines
and clean with a wire brush. Renew the
pivot shaft if bent or the splines are
damaged.
3. Check and replace the motor if faulty.
RE-ASSEMBLY
1. Re-assembly of the windshield wiper
motor assembly is the disassembly pro-
cedure in reverse.
On re-assembly lightly grease the link
pivots and the pivot shaft splines.
INSTALLATION
1. Installation of the windshield wiper
motor assembly is the removal procedure
in reverse.
On installation ensure all mounting
bolts and nuts are tightened to the
correct torques, see "Specifications"
Chapter 7. Check the wiper and motor
assembly for effective action and renew
the wiper blade if worn or damaged.
WINDSHIELDWASHER MOTOR
ASSEMBLY
REMOVAL
1. Ford 2600, 3600, 4100 and 4600:
Disconnect the feed wires and tube
from the washer motor. If the reservoir is
38
empty, the washer motor may be pulled
out directly from the retaining grommet in
the reservoir body. If the reservoir is full,
remove the retaining screws then with-
draw and empty the reservoir.
Ford 5600, 6600, 6700, 7600 and 7700:
Release the reservoir retaining clips. Lift
the reservoir lid and disconnect the feed
tube.
Disconnect the feed wires from the motor
then remove and empty the reservoir.
DISASSEMBLY
1. Ford 2600, 3600, 4100 and 4600:
Pull the motor from the retaining
grommet.
Ford 5600, 6600, 6700, 7600 and 7700:
Prise out the retaining ring and withdraw
the motor, seal and impeller.
INSPECTION AND REPAIR
1. Ford 2600, 3600, 4100 and 4600:
Clean the reservoir.
Examine the motor retaining grommet and
renew if worn or damaged. Renew a
faulty motor.
Ford 5600, 6600, 6700, 7600 and 7700:
Clean the reservoir and filter (where
fitted) Inspect the seal and impeller and
replace if worn or damaged. Renew a
faulty motor.
RE-ASSEMBLY
1. Re-assembly of the windshield washer
motor assembly is the disassembly pro-
cedure in reverse.
INSTALLATION
1. Installation of the windshield washer
motor assembly is the removal procedure
in reverse.
 Figure 20
Instrumentmion Wiring·,,·Ford 2600, 3600, 4100, 4600, 5600, 6600 and 7600-·-With Straddle Mount Cab--'A' or '8' Prefix
1. Flasher Unit 8. Front to Rear Main Harness Multi-Connector
2. Start Switch Connector 9. Turn Indicator Switch Connector
3. Tank Sender Unit 10. Light Switch Connector
4. Proofmeter Drive 11. Emergency Warning Switch Connector
5. Rear Mair) Harness to Harness Con- 12, Cab Load Relay
nectar 13 Rear Main Harness Assembly
6. Switch to Fender Rear Harness 14. Fuseboxes
7. I nstru ment Cluster Connector

INSTRUMENTATION
OVERHAUL

NOTE: After the instrument panels have

been removed, the instrumentation and
instrument cluster components with their
associated wiring harnesses are shown in
Figures 20 to 27.

INSTRUMENT CLUSTER
REMOVAL

1, Disconnect the battery.

2. Withdraw the screws and pull

the instrument cluster free from the
Figure 21
rear hood panel. Internal View of Instrument Panel-Ford 2600, 3600, 4100,
4600, 5600, 6600 and 7600--With Straddle Mount Cab-
'A' or '8' PrefiX
3. Disconnect the cable from 1. Light Switch
the rear of the instrument cluster. 2. Hazard Warning Light Switch
3, Turn Indicator Switch
4. Key Start Switch
4. Disconnect the instrument cluster 5, Voltage Stabiliser
6. Horn Push
assembly from the main harness. 7. Instrument Cluster

39
IIIIIIIIIIIII-----IIIIIIIIIIIIIIIIIIIIIIIIIIIIII-IIIIIIIIIIIPART 3-ELECTRICAL SYSTEMIIIIIIIIIIIIIIIII!IIIII!IIIIII_ _IIIIIlIIIIIIIIIIIIIIIiIIIIIIII_ _-

figure 22 Figure 23
Instrumentation Wiring--Ford 2600. 3600. 4100. 4600. Rear View of Instrument Cluster--Ford 2600, 3600. 4100.
5600, 6600 and 7600··-With Straddle Mount Cab- 4600, 5600, 6600 and 7600--With Straddle Mount Cab-
'C' Prefix 'C. Prefix
1 Rear Main Harness Assembly 1 Light Switch
2. Ignition Wire Assembly 2. Turn Signal Switch
3. Main Extension Harness Assembly 3. Flasher Warning Lamp Switch
4. Horn Circuit Connections 4. Light Switch Harness Assembly
5 Front to Rear Main Harness Multi-Connector 5. Turn Signal Indicator Lamp
6. Light Switch Harness Assembly 6. Rear Main Harness Assembly
7. Turn Signal Flasher Assembly 7. Warning Lamp Bulb Assembly
8. Cab Load Relay Assembly 8 Ignition Wire Assembly
9. Rear Main Harness Assembly 9 Ignition Switch Assembly
10. Fuse Panel 10. Choke/Diesel Engine Stop Control Cable
11. Cigar Lighter
12. Instrument Cluster
13. Fuel Gauge Resistor

DISASSEMBLY Ford 6700 and 7700:

NOTE: The warning bulbs may be re-

placed by turning the rubber covers at the
Ford 2600, 3600, 4100, 4600, 5600, 6600
rear of the instrument panel and with-
and 7600:
drawing the bulb assemblies.
1. Remove the retai ning screws and separate
1. Remove the sealing tape, withdraw the
the instrument case assembly from the
retaining screws and separate the instru-
front panel.
ment case assembly.
2. Release the spring clips then extract the
glass and bezel assembly.
2. The gauges may be withdrawn after re-
moving the retaining nuts and lock- 3. Withdraw the gauge retaining screws and
washers. remove the gauges.
4. The proofmeter assembly may be with-
The proofmeter assembly may be with- drawn after removing the retaining
drawn after removing the retaining screws.
screws and lockwashers.
RE-ASSEMBLY
Re-assembly of the instru ment cluster
The voltage stabiliser may be removed
assembly follows the disassembly procedure
after withdrawing the retai ning screws.
in reverse.

iNSTALLATiON
Warning bulbs may be replaced after
the sprung bulb holders have been pulled I nstal!ation of the instrument cluster follows
from the instrument case. the removal procedure in reverse.

40
 Figure 24
Im;trumentation Wiring---Ford 6700 and 7700-'A' or '8' Prefix
1. Flasher Switch Harness Connectors 3. Safety Stan Switch
2. Engine Stop Control Cable 9. Rear Main Harness Assembly
3. Hazard Wenning Light Switch Connector 10 Switch to Fender Rear Harness Assembly
4. Lamp SWitch Wire 11. Rear Main Harness to Heater Control HClrness
5. Key SWitch 12. Flasher Unit
6. Instrument Clust(~r Plug 13. Cab Load Relay
7. Light SVliitch

INSTRUMENT PANEL
REMOVAL
1. Disconnect the
2. Remove the steering wheel.
3. Ford 2600, 3600, 4100, 4600, 5600,
6600 and 7600:
Disconnect the lower end of the hand
throttle lever.
Ford 6700 and 7700:
Extract the roll and remove the hand
throttle control lever.

4. Remove the retai bolts or screws then

carefully lift the panel. Disconnect the
cable from the rear of the
instrument cluster. Disconnect the wiring Figure 25
harnesses from the instruments and Rear View Instrument Cluster-Ford 6700 and 7700--·'A'
switches then remove the instrument or '8' Prefix
1. Instrument Cluster Socket
panel. 2. Plough Switch
3. Ether Spray Button
iNSTALLATION 4. Fuel Tank Sender Switch
5. Horn/Turn Signal Switch
is the 6. Flasher Switch Harness Assembly
Installation of the instrument 7. Hazard Warning Light Switch
removal procedure in reverse. 8 Warning Lamp Bulb Assembly

41
- - - - - - - - - P A R T 3-ELECTRICAL S Y S T E M - - - - - - - - -
Figure 26
Instrumentation Wiring-Ford 6700 and noo-'C'
1. Proofmeter Drive Cable
2. To Ignition Switch
3. Fuse Box
4. Light Switch Connectors
5. Front to Rear Main Harness Multi-Connector
6. Safety Start Switch
7. Rear Main Harness Assembly
8. Main Extension Harness Assembly
9. Turn Signal Flasher Assembly
10. Rear Main Harness to Heater Control Harness
11. Cab Load Relay
12. To Instrument Cluster
FUEL TANK SENDER FLOAT
ASSEMBLY
REMOVAL
NOTE: For tractors with an auxiliary fuel
tank, the auxiliary fuel tank sender unit is
directly accessible being positioned at the
top centre of the tank
1. Ford 2600, 3600, 41 00, 4600,5600,6600
and 7600 Less Cab:
Remove the instrument panel then lift the
i nsu lati ng board to ga i n access to the ma i n
fuel tank sender unit.
Ford 2600, 3600,4100,4600,5600,6600
and 7600 With Cab:
Figure 27
Prefix Rear View of Instrument Cluster--Ford 6700 and noo-
'C' Prefix
1. Instrument Cluster Plug
2. Flasher Light/Work Light Switch
3. Ether Spray Primer Button
4 Fuel Tank Sender Switch
5. Horn Button
6 To Ignition Switch
7. Turn Signal Switch
8. Rear Main Harness Assembly
Remove the instrument panel. Withdraw
the securing screws and remove the fuel
tank sender unit access panel. Press
out the pre-punched insulating board to
gain access to the main fuel tank sender
unit.
Ford 6700 and 7700:
Remove the radiator and hood side panels
then remove the hood panel to gain
access to the main fuel tank sender unit.
2. Disconnect the sender unit feed and
ground wire (where fitted). Turn the
locking ring counterclockwise then re-
move the ring and gasket. Carefully
extract the fuel tank senderfloat assembly.
INSTALLATION
1. Installation of the fuel tank sender float
assembly is the removal procedure in
reverse.
42
 PART3
ELECTRICAL SYSTEM

Chapter 2
BATTERY

Section Page
A. BATTERY-DESCRIPTION AND OPERATION 1
B. BATTERY-MAINTENANCE AND TESTS 2

A. BATTERY-DESCRIPTION AND OPERATION

The Ford Tractors feature a 12 Volt, negative
ground, lead acid type battery of six cell
construction.
A 77 ampere hour battery is specified for the
gasoline engine tractors.
An 80 ampere hour battery is standard equip
ment for the Ford 2600 and 3600 Tractors
less Ford Straddle Mount Cab with the
option of a 128 ampere hour unit.
The 128 ampere hour battery is standard
equipment for Ford 2600 and 3600 Tractors
with Ford Straddle Mount Cab and all
Ford 4100, 4600, 5600, 6600, 6700, 7600
and 7700 models.
The battery is constructed in such a manner
that each cell contains positive and negative
plates placed alternately next to each other.
Each positive plate is separated from a nega-
tive plate by a non-conducting porous
separator. If any of the positive plates should
make contact with negative plates within a
cell, the cell will short circuit and suffer
irreparable damage. All of the positive plates
are welded to a post strap, forming a positive
terminal and all the negative plates are
welded to a similar post strap forming a
negative terminal.

The battery is ,positioned on a swing-out

tray located under the right-hand side of the
platform for the Ford 6700 and 7700 Tractors
and under the right-hand hood panel for all
other models.
The battery has three major functions:
• To provide a source of current for starting,
lighting and instrumentation.
• To help control the voltage in
electrical system.
• To furnish current when the electrical
demands exceed the alternator output.
Each positive plate is composed of a lead
grid with lead peroxide pasted into the grid
openings. The negative plates are composed
of a lead grid with spongy lead pasted into
the grid openings.
the
The plates are submerged in a liquid electro-
lyte solution of diluted sulphuric acid.

1
---------PART 3-ELECTRICAL SYSTEM - - - - - - - - -

B. BATTERY~MAINTENANCEANDTESTS

REMOVAL SPECIFIC GRAVITY

1. Ford 2600, 3600, 4100, 4600, 5600,
6600 and 7600:
Unclip, raise and support the right-hand
hood panel. Unscrew the retaining nut
and swing the battery tray clear of the
engine compartment.
The specific gravity of the battery electrolyte
indicates the state of charge. Fully charged
the specific gravity of the electrolyte is
approximately 1·280.
When a battery discharges, sulphuric acid
in the electrolyte combines chemically with
the plates and this action lowers the specific
gravity of the solution.

Ford 6700 and 7700: A battery hydrometer, Figure 1, will deter-

Release the over-centre catch beneath mine the specific gravity of the electro!yte
the battery box and swing the battery in a cell and the amount of unused sulphuric
tray clear of the platform. Pu II off the acid in the solution is a measure of the
battery cover. degree of charge of that cell.

The lower the temperature at which a battery

2. Disconnect the battery terminals, nega-
tive (ground) terminal first, and release
the battery clamp.
is required to operate, the more necessary
it is that the battery is maintained in a fully
charged condition. For example a battery
with a low specific gravity of 1 ·225 at 27"C
(80°F) will operate the starting motor at warm
ambient temperatures but may not, due to
lower battery efficiency, at a low temperatu reo

The following table shows the effect of

3. Lift out the battery. temperature on the efficiency of a typical
battery.

Efficiency of a Fully
Temperature Charged Battery

26'5°C (80°F) 100%

1 O·O°C (50°F) 82%
- 1 'O°C (30°F) 64%
- 6'5°C (20°F) 58%
12·0°C (1 oaF) 50%
-17'0°C (1'5°F) 40%
-23'0°C (-10°F) 33%

Maximum battery life will be obtained if the

correct care and periodic inspection is given.
It is importantthat output capacity should not
be exceeded by constant and excessive over-
Figure 1 loading and that charging requirements are
Battery Hydrometer maintained.

2
------------------------CHAPTER2------------------------

SERVICING THE BATTERY DRY CHARGED BATTERIES

When servicing a battery the following steps
should be observed:
IMP 0 RT ANT: Dry charged batteries must
not be allowed to stand in an unfilled state
after the time period stamped on the battery
1. Maintaintheelectrolytetotherecommen (approximately one year) has expired.
ded level which is generally approxi
mately 0·25 in. (5 mm) above the
plates; otherwise the acid will reach a
high concentration that will damage the
separators and impair the performance
of the plates. Dry charged batteries must be prepared for
service as follows:

2. Useonly distilled water for topping up.

1. Remove the battery cell vent plugs.

3. Always keep the battery at least three-

quarters charged otherwise the plates
will become sulphated and loss of effi-
ciency will result with possible damage
2. Fill each cell to the recommended level
from freezing at low temperatures.
with electrolyte of the correct specific
gravity, see "Specifications" -Chapter 7.

4. Avoid overcharging the battery as exces-

sive charging will create high internal
heat that will expand and warp the plates.
Distortion of the battery case and
displacement of the sealing compound
may also result.
NOTE: The electrolyte must be diluted
sulphuric acid preferably at a temperature
of 21°-3ZC (70°-90°F).

5. When fast charging ensure the battery 3. After filling, allow the battery to stand
temperature does not exceed 65°C for 15 minutes then re-check the
(149°F). electrolyte level and top-up if necessary.

6. Do not add sulphuric acid to a cell

unless the electrolyte has been lost
through spilling. Before replenishing 4. Charge the battery for four hours at a
ensure the solution is at the correct rate of 5-8 amperes, in accordance with
specific gravity. A slow charge is the only the leaflet supplied with the battery, and
method to be employed to fully charge a check all cells are gassing freely.
battery. A high rate charger can be used
to qu ickly boost the battery capacity
but this must be followed by a slow charge
rate to bring the battery to full capacity. I nstall the battery cell vent plugs.

3
- - - - - - - - - P A R T 3-ELECTRICAL SYSTEM - - - - - - - - -

CHARGING THE BATTERY TESTS

Before charging a battery: Before commencing battery tests check the

battery for clogged vents, corrosion, raised
cell covers or a cracked case.

1. Thoroughly clean the battery casing and

Test Equipment required:
cell covers with dilute ammonia or hot
water and clean the terminals.
• Hydrometer

• Battery Starter Tester

(High Rate Discharge Tester)
2. Check the level of the electrolyte in each
cell and as necessary add distilled water. • Battery Charger

3. With a slow charger use a rate of 3 to 6 SPECIFIC GRAVITY: This test will deter-
amperes for the time necessary to bring mine the state of battery charge.,
the battery to full charge. This may take
24 hours or more if the battery is heavily
sulphated. A severely sulphated battery
might not accept a charge. When the 1. With the float in the vertical position take
battery is fully charged the cells will the reading.
gas freely and the specific gravity will
remain constant. Remove the charger
after three consecutive hydrometer read-
ings taken at hourly intervals indicate
that the specific gravity has stopped 2. Adjust the hydrometer reading for elec-
rising. trolyte temperature variations by sub-
tracting four points (0·004 specific
gravity) for every 5'5°C (1 oaF) below the
temperature at which the hydrometer is
calibrated and by adding four points
(0·004 specific gravity) for every 5· 5°C
4. When using a fast or high rate of charge a
(10 F) above this temperature,
carefully follow the manufacturer's in-
structions. High rate charging raises the
temperature of the electrolyte and, unless
a charger is equipped with an automatic
, time or temperature device, the electrolyte The following examples are calculated
temperature could exceed 65°C (149°F), using a hydrometer calibrated at 30°C
which may cause violent battery gassing. (86°F) .

Example 1:
Temperature below 30°C (86°F)
Electrolyte temperature 19°C (66°F)
WARNING: When a battery is being Hydrometer reading 1 ·270
charged an explosive gas is produced. Do Subtract 11 ·0 x 0·004 0·008
not smoke or use an exposed flame when
checking the electrolyte level. Corrected Specific Gravity 1 ·262

4
- - - - - - - - - - - - CHAPTER 2 - - - - - - - - - - - -

Example 2. CAPACITY TEST: The capacity test is to

Temperature above 30°C (86°F) determine if the battery has sufficient
Electrolyte temperature 40°C (104°F) discharge capacity for the load imposed by
Hydrometer reading 1 ·220 the electrical accessories whilst turning the
Add 10·0 x 0·004 0·007 engine. The voltage reading obtained is used
to determine the battery condition. Prior
Corrected Specific to testing, ensure the electrolyte level is
Gravity 1·277 correct and the specific gravity of each cell
is 1 ·225 or more. The battery may be tested
on or off the tractor.

3. Use the following table to determine the

state of charge.
1. Setthe cu rrent control switch ofthe battery
starter tester (high rate discharge tester)
to the 'off position, and the voltage selec-
tor switch equal to, or slightly higher
Corrected than, the rated battery Voltage. Connect
Specific Gravity State of Charge the tester positive leads to the battery
positive terminal and the negative leads
1·280 100%
to the negative battery terminal.
1·230 75%
1·180 50%
1·130 25%
1·080 Discharged

2. Turn the current control knob until the

ammeter reading is three times the
ampere-hour rating of the battery and
NOTE: Specific Gravity should not vary take the voltage reading.
more than 0·025 points between cells.

4. If the specific gravity is 1 ·280 or more, the
battery is fully charged and in good
operating condition.
• If the reading is 9·6 volts or more the
battery has an acceptable output
capacity and will readily accept a
normal charge.

5. Should the corrected specific gravity be

below 1·280, charge the battery and • If however the reading is below 9·6
inspect the charging system to determine volts, test charge the battery as
the cause of low battery charge. described.

NOTE: If distilled water has recently been

added the battery should be put to work CAUTION: Do not leave the high discharge
for a short period otherwise accurate load on the battery for periods longer than
hydrometer readings will not be obtained. 15 seconds.

5
---------PART 3-ELECTRICAL SYSTEM - - - - - - - - -

TEST CHARGING: This test is designed
only for batteries that have failed the
previous Capacity Test.
• If the total voltage is under 15·5 volts,
test individual cell voltages (if battery
has external cell connections) with the
charger still operating on fast charge.
If cell voltages are uneven replace the
battery.

1. Attach the battery starter tester (high

rate discharge tester) positive leads to
the battery positive terminal and the
• If the individual cell voltages are even,
negative leads to the battery negative
within 0·1 volts, test the specific gravity
terminal.
of each cell and re-charge the battery to
the following scale:

2. Connect the battery charger positive lead

to the battery positive terminal and the Specific Gravity Fast Charge Up To:
negative lead to the battery negative
terminal. 1·150 or less 60 minutes
1 ·151 to 1 ·175 45 minutes
1 ·1 76 to 1 ·200 30 minutes
1·201 t01·225 15 minutes
(Slow Charge Only)

3. Turn the charger timer past a '3 minutes'

charge indication, and then back to the
'3 minutes' mark.

NOTE: When battery trouble is experienced

the fan belt tension and the complete charg-
4. Set the charging rate as close as possible ing system should be checked.
to 40 amperes.

INSTALLATION

5. After three minutes at this fast charge 1. I nstallation of the battery is the removal
take the voltmeter reading. procedure in reverse.

• If the total voltage is over 15·5 volts, the

battery is unsatisfactory and is probably NOTE: When connecting the battery leads
sulphated or worn out and should be ensure the positive terminal is connected
replaced. first.

6
 PART 3
ELECTRICAL SYSTEMS

Chapter 3
STARTING SYSTEM

Section Page
A. STARTING SYSTEM DESCRIPTION AND OPERATION 1
B. STARTING MOTOR~OVERHAUL 6
C. STARTING MOTOR RELAY-DESCRIPTION AND
OPERATION FORD 2600, 3600 AND 4600
GASOLINE TRACTORS 19
D. STARTING MOTOR RELAY-OVERHAUL-
FORD 2600,3600 AND 4600 GASOLINE TRACTORS 19
E. SAFETY START SWITCH DESCRIPTION AND OPERATION 20
F. SAFETY START SWITCH-OVERHAUL 20
G. KEY START SWITCH DESCRIPTION AND OPERATION 21
H. KEY START SWITCH--OVERHAUL 24

A. STARTING SYSTEM-DESCRIPTION AND OPERATION

The Ford Tractors feature a starting system

Model Type of Starting
comprising a key start switch, safety start Engine Motor Size
switch, relay or solenoid, pre-engaged
starting motor and heavy duty circuit wiring. Ford 2600, Gasoline 4·5 in. (114·3 mm)
3600 & 4600

Ford 2600 & Diesel

3600 4·5 in. (114·3 mm)
The function of the starting system is to Ford 6600 Gasoline
crank the engi ne fast enough to facilitate a Ford 4100, 4600, Diesel 5·0 in. (127 mm)
start. This action is effected by engaging the 5600,6600,
drive gear pinion of a high torque starting 6700,7600 &
7700
motor with the ring gearteeth on the periphery
of the engine flywheel.

This Chapter deals with the overhaul and

repair of the starting system components The 5·0 in (127 mm) starting motor as in-
and the following chart shows the three stalled on the Ford 7700 Tractor is shown in
types of starting motor available. Figure 1.

1
 The 4·5 in. (114'3 mm) starting motor for the
Ford 2600 and 3600 diesel and Ford 6600
models and the 5·0 in. (127 mm)
unit both feature an integral solenoid
assembly.

All the starti ng motors are of the fou r pole,

four brush, ground return type.

The 4·5 in. (114·3 mm) starting motor for

the Ford 2600, 3600 and 4600 gasoline
models, Figure 2 utilises a series
connected field coil arrangement with an
integral positive engagement drive assembly.
Figure 1
5·0 in. (127 mm) Starting Motor I nstalled-
Ford 7700

A movable pole piece, in conjunction with

NOTE: The4·5in. (114'3mm) starting motor
for the Ford 2600, 3600 and 4600 gasoline
models is activated by a remote relay located
at the tray support.
one of the field coils, acts as a solenoid to
engage the drive This type of
starting motor may be identified by the
sloping cover which houses the movable
pole piece.

Figure 2
4·5 in. (114'3 mm) Starting Motor-Ford 2600, 3600 and 4600 Gasoline Tractors
1. Cover 5. Armature Assembly
2. Return Spring 6. Brush Assembly
3. Drive Assembly 7. Field Grounding Contacts
4. Drive Lever and Movable Pole Piece Assembly 8. Field Coil Assembly

2
 Figure 3
4·5 in. (114·3 mm) Starting Motor-~Ford 2600 and 3600 Diesel Tractors and Ford 6600 Gasoline
Tractors
1. Solenoid Plunger 5. Brake Shoes
2. Drive Assembly 6. Brush Assembly
3. Pivoted Linkage 7. Field Coil Assembly
4. Armature Assembly 8. Solenoid Assembly

The 4·5 in. (114'3 mm) starting motor for the
Ford 2600 and 3600 diesel and Ford 6600
gasoline models, Figure 3, and the 5·0 in.
(127 mm) unit. Figure 4, both utilise parallel
connected field coils and a solenoid operated,
positive engagement drive assembly which
prevents the pinion being thrown out of
mesh whilst starting the engine. This type
of motor may be identified by the
solenoid mounted on top of the unit.

Figure 4
5·0 in. (127 mm) Starting Motor-Ford 4100,4600,5600,6600,6700,7600 and 7700 Diesel Tractors

1 Solenoid Plunger 5. Brake Shoes

2. Drive Assembly 6. Brush Assembly
3. Pivoted Linkage 7. Field Coil Assembly
4. Armature Assembly 8. Solenoid Assembly

3
--------PART 3-ElECTRICAl SYSTEMS - - - - - - - -

When the movable pole shoe is fully seated,

it opens the field coil grounding contacts to
allow full field power to the motor for starting
the engine.

When the key start switch is released, the

relay is de-energised. The heavy duty
contacts are opened and power to the motor
is removed. The return spring forces the
pivoting drive lever assembly to pull the
drive pinion out of mesh and re-close the
ground contacts on the field coil.

Figure 5
Starting System-Ford 2600, 3600, 4600 An overrunning clutch is provided on the
Gasoline Tractors drive assembly to protect the starting motor
1. Field Coils should the drive pinion remain engaged with
2. Starting Motor
3. Field Coils the flywheel ring gear after the engine has
4. Starting Motor Relay started.
5. Key Start Switch
6. Battery
7. Safety Start Switch

Ford 2600,3600,4100,4600, 5600, 6600,

OPERATION
Ford 2600, 3600 and 4600 Gasoline
Engine Starting System
With reference to Figure 5.
When the 4·5 in. (114'3 mm) starting motor
is not in use, one of the field coils is
connected directly to ground through a set
of contacts. Closing the key start switch,
with the transmission in neutral, energises
the relay winding and the relay plunger is
magnetically attracted to close a set of heavy
duty contacts. This action provides a direct
feed from the battery to the grounded field
coil which is energised and attracts the
movable pole piece.
The starting motor drive lever assembly,
consisting of the drive lever and movable
pole piece, pivots on the drive lever pivot
pin and forces the drive pinion into mesh
with the flywheel ring gear.
7600 and 7700 Diesel and Ford 6600
Gasoline Engine Starting System.
With reference to Figures 6 and 7.
The 4·5 in. (114·3 mm) 2nd 5·0 in. (127 mm)
starting motor solenoids incorporate two
windings connected in parallel. One winding
is the low resistance 'pull-in' coil, grounded
through the motor field coils, whilst the other
is the high resistance 'hold in' coil, grounded
via the solenoid body.
When the key start switch is closed, with the
transmission in neutral, the solenoid coils
are energised and the solenoid plunger is
magnetically attracted into the solenoid
core. This movement, transmitted through a
pivoted linkage mechanism, forces the drive
pinion into mesh with the flywheel ring gear.
On engagement, the solenoid plunger closes
a set of contacts to give a direct feed from the
battery to all four field coils so providing full
power to the starting motor.

4
------------CHAPTER 3 - - - - - - - - - - - -
I
I
I
I I
I
0
I
L
---
Figure 6
Starting System-Ford 2600 and 3600 Diesel
Tractors and Ford 6600 Gasoline Tractors
1. Key Start Switch
2. Safety Start Switch
3. Field Coils
4. Starting Motor
5. Pull-in Coil
6. Starting Motor Solenoid
7. Hold-in Coil
8. Contacts
9. Battery
At this point, one end of the 'pull-in' coil
receives a positive supply from the battery,
via the solenoid switch terminal, whilst
the other end receives a similar positive
supply through the solenoid contacts. This
effectively negates the action of the 'pull-in'
coil and the 'hold-in' coil alone retains the
solenoid plunger under full power.
The 5·0 in. (127 mm) starting motor features
a two stage switching arrangement. If the
pinion and ring gear teeth clash due to
non-alignment, the solenoid plunger com-
presses an engaging spring and closes only
the first set of contacts in the two-stage
switching arrangement. I n this instance
current can only flow through one of the
field coils and via the armature to ground.
The excitation of this one coil provides
enough current for the motor to index the
armature and facilitate engagement of the
drive pinion with the ring gear teeth.
5
I
~L _______ I
Figure 7
Starting Systems-Ford 4100, 4600 5600,
6600, 6700, 7600 and 7700 Diesel Tractors
1. Key Start Switch
2. Safety Start Switch
3. Field Coils
4. Starting Motor
5. Pull-in Coil
6. Starting Motor Solenoid
7. Hold-in Coil
8. First Contacts
9. Battery
10. Second Contacts
When full engagement is obtained, the
engagement spring is decompressed and
allows the solenoid plunger to close the
second set of contacts thereby energ isi ng
all four field coils.
For both starting motors, when the key start
switch is released, power to the splenoid
and motor is removed. The solenoid return
spring, acting through the pivoted linkage
mechanism, pulls the drive pinion out of
mesh and re-opens the solenoid contacts.
When the pinion is retracted, the rotating
armature is quickly stopped by a' pair of
moulded shoes located in the brush end-
plate.
An overrunning clutch is provided on the
drive assembly to protect the starting motor
should the drive pinion remain engaged
with the flywheel ring gear after the engine
has started.
- - - - - - - - PART 3-ELECTRICAL SYSTEMS - - - - - - - -
B. STARTING MOTOR-OVERHAUL
PRELIMINARY CHECKS
Prior to electrical testing, thoroughly inspect
the starting system. Check all leads and
connections for continuity and tightness.
1. Check the Battery
With an hydrometer, check the battery
is at least 70% charged and in good con-
dition.
2. Check the Engine is not Seized.
Ensure the engine is free to rotate.
INITIAL TESTS
The initial tests may be performed without
removing any of the starting circuit com-
ponents from the tractor and enable the
following items to be checked:
• Starting Motor Circuit Current Draw
• Starting System Circu it Resistance
(Voltage Drop)
• Battery Cables
• Starting Motor Relay and Cable (where
fitted) .
Test Equipment required:
• Voltmeter (0-20 Volts)
• Ammeter (0-500 Amperes)
1. Starting Motor Circuit Current
Draw Test
With reference to Figures 8 and 9.
1. Disconnect the battery negative cable
at the battery.
6
2. Ford 2600, 3600 and 4600 Gasoline
Tractors:
Disconnect the battery positive cable
from the starting motor relay. Connect
the ammeter positive lead to the battery
positive terminal and ammeter negative
lead to the starting motor relay input
terminal.
Ford 2600, 3600, 4100, 4600, 5600,
6600, 6700, 7600 and 7700 Diesel
Tractors and Ford 6600 Gasoline Tractors:
Disconnect the battery positive cable
from the starting motor solenoid. Connect
the ammeter positive lead to the battery
positive terminal and the ammeter nega-
tive lead to the solenoid battery terminal.
3. Reconnect the battery negative cable
to the negative terminal on the battery.
4. Connect the voltmeter positive lead to the
battery positive terminal and voltmeter
negative lead to the battery negative
terminal.
Gasoline Tractors: Disconnect the low
tension lead at the coi I.
Diesel Tractors: Pull out the engine stop
control.
Crank the engine whilst observing the
voltmeter and ammeter readings.
If the current draw is within the specifi-
cations the starting motor is functioning
correctly. See "Specifications" -Chap-
ter 7.
If the current draw is greater than
specified, check the starting system
circuit, as detailed in the "Starting System
Circuit Resistance Test".
If the current draw is less than specified
the starting motor is defective and should
be disassembled to determine the cause.
- - - - - - - - - - - - CHAPTER 3 - - - - - - - - - - - -
Figure 8
Circuit Current Draw Test-4'5 in. (114'3 mm)
Starting Motor- Ford 2600, 3600 & 4600
Gasoline Tractors
1. Relay I nput Terminal
2. Ammeter
3. Voltmeter
4. Battery
5. Relay Output Terminal
6. Starting Motor Relay
2. Starting System Circuit Resistance
(Voltage Drop Test)
If there is an excessive current draw, the
circuit should be checked by recording
voltage drops across the individual compon-
ents in the circuit as detailed.
I M PO RTANT: On gasoline engine tractors,
disconnect the low tension lead at the coil.
On diesel engine tractors pull out the engine
stop control.
Battery Positive Cable
1. Connect the voltmeter positive lead to
the battery positive terminal.
2. Ford 2600, 3600 and 4600 Gasoline
Tractors:
Connect the voltmeter negative lead to
the starting motor relay input terminal.
Ford 2600, 3600, 4100, 4600, 5600,
6600, 6700, 7600 and 7700 Diesel
Tractors and Ford 6600 Gasoline Tractors:
Connectthe voltmeter negative lead to the
solenoid battery terminal.
7
Figure 9
Circuit Current Draw Test-4'5 in. (114'3 mm)
and 5·0 in. (127 mm) Starting Motor-Ford
2600, 3600, 4100, 4600, 5600, 6600, 6700,
7600 & 7700 Diesel Tractors and Ford 6600
Gasoline Tractors
1. Ammeter
2. Voltmeter
3. Battery
4. Starting Motor
3. Crank the engine whilst observing the
voltmeter reading. If the voltage exceeds
0·2 volts, check and tighten the cable
connections. Re-check the voltage, and
if still excessive, install a new cable
assembly.
Starting Motor Relay-4·5 in. (114·3
mm) Starting Motors-Ford 2600.
3600 and 4600 Gasoline Tractors
I M PO RT ANT: Ensure the starting motor
relay mounting surfaces are free from dirt
grease or paint.
1. Connect the voltmeter positive lead to the
starting motor relay input terminal.
2. Connect the voltmeter negative lead to
the starting motor relay output terminal.
3. Crank the engine whilst observing the
voltmeter reading. Ifthe voltmeter reading
exceeds 0·5 volts whilst the engine is
being cranked, install a new relay
assembly.
 Motor to Starting Battery Ground Cable
Motor Cable-4'5 in. (114·3 mm)
Starting Motors- Ford 2600, 3600 and
4600 Gasoline Tractors

1. Connect the voltmeter lead to the 1. Connect the voltmeter positive lead to
motor output terminal. block.

2. Connect the voltmeter lead to 2. Connect the voltmeter negative lead to

the starting motor terminal. the negative termi nal.

3. Crank the engine whilst observing the 3. Crank the engine whilst observing the
voltmeter If the voltmeter voltmeter. If the exceeds O· 2
exceeds 0·2 volts, check and tighten the volts, check and the ground cable
cable connections. Re-check the voltage, connections. Re-check the voltage, and
and if stili install a new cable if still excessive, install a new ground cable
assembly. assembly.

REMOVAL
With reference to 10.

1. Disconnect the battery earth cable at

the battery.

2. Disconnect the battery positive cable

and the main harness feed wire at the
solenoid or starting motor connection.

3. Disconnect the r.",1'1"o,'" grou nd cable at

the motor.
Ford Tractors with Diesel Engines'
Figure 10 Disconnect the start feed wire
5·0 in. (127 mm) Starting Motor Installed from the terminal connection on the
1. Safety Start Feed Wire solenoid.
2. Component Wires
3. Starting Motor End Plate Assembly
4. Battery Earth Cable
5. Starting Motor Retaining Bo!ts 4. Remove the starting motor retaining
6. Solenoid
7. Battery Positive Cable bolts and lockwashers then withdraw
8. Tractor Main Harness Feed the motor assembly.

8
 Figure 11
4·5 in (114'3 mm) Starting Motor-Ford 2600, 3600 & 4600 Gasoline Tractors
1. Drive End Housing 9. Brush End Plate Assembly
2. Stop Ring Retainer 10. Starting Motor Frame
3. Stop Ring 11. Dowel Pin
4. Drive Assembly 12. Movable Pole Piece Cover
5. Armature Assembly 13. Drive Lever and Movable Pole Piece
6. Thrust Wasber Assembly
7. Brush Cover Band 14. Drive Actuating Return Spring
8. Through Bolts

DISASSEMBLY 2. Loosen the brush cover band screw and

remove the band and movable pole
Ford 2600, 3600 and 4600 Gasoli ne piece cover.
Tractors.
With reference to Figure 11.

3. Remove the tape covering the brush

1. install the starting motor in a vice access holes.
equipped with soft jaws.

IMPORTANT: Do not overtighten the

vice as this may damage the starting motor. NOTE: Save the tape for use on re-assembly.
_ _ _ _
J












lIiiIIIllIIlIlilllllllllllllllllllllllllliIIiIII PART 3-ElECTRICAl. SYSTEMS 1l!!lIII!lIIIIIIIIIIIIIIIIIII!iiIIiII!iII!liIi1iiIlIiil!!liilllllllil!llllllllllll!lllllillill!!iIIIl!!II!IIIilillllll

Figure 12 Figure 13
Brush End Plate Assembly Removing Drive Lever and Movable Pole Piece
1. Brush Springs 1. Drive Lever and Movable Pole Piece
2. Starting Motor Frame 2. Drive Assembly
3. Brush 3. Starting Motor Frame
4. Brush End Plate Assembly 4. Dowel Pin

4. Remove the brushes from the brush end 8. Extract the stop ri ng retai ner and stop
plate assembly by lifting the brush springs ring from the armature shaft and remove
with a suitably hooked wire and extracting the drive assembly, Figure 14.
the brushes from their holders, Figure
12.

5. Withdraw the through bolts and separate

the brush end plate, drive end housing
and drive actuating return spring from
the starting motor frame.

6. Extract the dowel pin and withdraw the

drive lever and movable pole piece
assembly, Figure 13.

Figure14
Armatu re Assembly
7. Withdraw the armature assembly from 1. Stop Ring and Retainer
2. Armature Shaft
the front of the frame and remove the 3. Drive Assembly
thrust washer. 4. Armature

10
 Figure 15
5·0 in. (127 mm) Starting Motor Assembly

1. Drive End Housing 10. Centre Bearing Plate

2. Terminal S2 11. Armatu re
3. Starting Motor Casing 12. Commutator
4. Brush 13. Solenoid and Plunger
5. Brush Spring 14. Drive Engagement Lever
6. Brush Gear Assembly 15. Sealing Grommet
7. Through Boits 1 6. Shaft Collar
8. End Plate 17. Ring
9. Drive Assembly 18. Eccentric Pivot Pin

Ford 2600,3600,4100,4600,5600,6600, 4·5 in. (114·3 mm) Starting Motor:

6700, 7600 and 7700 Diesel Tractors and
Ford 6600 Gasoline Tractors.
With reference to Figure 15.
Remove the cover band by releasing the
band screw. Using a suitably hooked
wirethroughtheaccess holes inthe casi ng,
lift the brush springs and withdraw the
brushes from their holders.

2. Remove the solenoid to starting motor

1. Instal! the starting motor in a vice
connecting wires from the end of the
equipped with soft jaws.
solenoid.

NOTE: On the 5 in. (127 mm)

motor the copper link connecting the
IMPORTANT: Do not overtighten the vice solenoid terminal S2 to the motor casing
as this may damage the starting motor. must be removed.

11
 Figure 16
Removing Solenoid and Plunger-4'5 in,
(114'3 mm) Starting Motor-Ford 2600, 3600
Diesel Tractors and Ford 6600 Gasoline Tractors
1, Solenoid Plunger
2, Solenoid Housing
3. Vice
4, Drive End Housing
3, Withdraw the solenoid by removing the
nuts or bolts from the front of the drive
end housing. The solenoid plunger will
remain in the drive engagement lever.
4. Lift the solenoid plunger up and out of the
drive engagement lever, Figu re 16.
5, Remove the sealing grommet wedged
between the drive end housing and the
6, Remove the motor end plate
and drive end housi ng through bolts.
5'0 in. (127 mm) Starting Motor:
Remove the two recessed screws from
the end These screws retain the
brush gear assembly to the inner face
of the commutator end cover.
12
Figure 17
Armature and Drive Assembly
1 Collar and Snap Ring
2. Drive' Assembly
3. Centre Plate
4. Armature
7. Remove the commutator end cover
assembly.
5·0 in. (127 mm) Star:ting Motor:
The brush gear assembly will remain in
the operating position on the commuta-
tor.
Pull the commutator end of the armature
shaft from the casing until the brush
gear is fully exposed. Using a suitably
hooked wire, lift the brush springs and
extract the brushes from their holders.
Remove the brush gear
8. Withdraw the armature and drive end
housing from the motor casing.
9. Unscrew the drive engagement lever
eccentric pivot pin from the drive end
housing and remove the housing.
Lift engagement lever off the drive
assembly.
-------------------------CHAPTER3-------------------------
10. Remove the drive assembly and centre
bearing plate from the armature shaft by
driving the collar squarely down the shaft
with a suitable diameter tube and then
levering the snap ring from the groove,
Figure 17.
11. Remove any packing shims that may
have been installed on the armature
shaft between the drive end housing
and the armature core. These shims
control the armature end float.
INSPECTION AND REPAIR
1. Check the movement of the brushes
in their holders. If the brushes are
sticking, clean them with a petrol
moistened cloth and if necessary,
smooth their sides with a very fine glass
paper (not emery cloth) and wipe clean.
2. Check the brushes for wear. If they are
worn to less than the specified length
install new brushes, see "Specifica-
tions" -Chapter 7.
3. Check the brush spring tension by
positioning a spring scale hook under
each brush spring. Install new springs
if the tension is less than specified, see
"Specifications"-Chapter 7.
4. Inspect the insulation between the field
brush holders and the brush end plate.
If defective, install a new end plate
assembly.
p. Inspect the armature for damage to
the core and wire areas. If damaged,
install a new armature.
IMPORTANT: Do not attempt to machine
the core.
6. I nspect the surface of the commutator
for burned spots and, if evident, install
a new armatu reo
13
7. Check the armature and commutator
for run-out using Vee-blocks and a dial
indicator, see "Specifications" -Chap-
ter 7. If the run-out is greater than that
specified or if the shaft is badly worn,
install a new armature.
NOTE: Commutators which are only slightly
worn may be turned down on a lathe.
Rotate the armature at a high speed and take
light cuts with the tool. Then polish the
surface with fine glass paper. Do not reduce
the diameter of the commutator below that
specified, see "Specifications"-Chapter 7.
8. Examine the armature shaft bushing in
the brush end plate. If the bushing is
worn or scored, install a new bushing.
4·5 in. (114'3 mm) or 5·0 in. (127 mm)
Starting Motors for the Ford 2600,
3600, 4100, 4600, 5600, 6600, 6700,
7600 and 7700 Diesel Tractors and the
Ford 6600 Gasoline Tractors:
I nspect the brake shoes in the brush end
plate. If worn or damaged, install new
brake shoes.
I nspect the bushing in the inner plate.
If worn or scored, install a new bushing.
9. Examine the bushing in the drive end
housing. If the housing is worn or
scored, install a new bushing.
10. Check the operation of the drive
assembly roller clutch. The pinion shou Id
only rotate in a clockwise direction. If
the pinion is stuck or rotates in both
directions or if the pinion teeth are
damaged, install a new drive assembly.
IMPORTANT: If damaged pinion teeth
are evident, check the flywheel ring gear
teeth, see "ENGINE SYSTEMS"-Part 1.
- - - - - - - - PART 3-ELECTRICAL SYSTEMS - - - - - - - -

Figure 18 Figure 19
Testing Armature for Grounded Circuits Testing Field Coils for Open Circuit
1. Armature Assembly 1. Eyelet Wire
2. Voltmeter 2. Voltmeter
3. Battery 3. Battery
4. Commutator 4. I nsulated Brush

ELECTRICAL TESTS 3. Touch the armature core with the jumper

Starting Motor Electrical Circuit
Testing
To facilitate testing of the starting motor
electrical circuits use a standard voltmeter
(0-20 volts).
lead whilst touching a commutator
segment with the voltmeter positive
lead. Testeach segmentofthecommutator
in this manner. Observe the voltmeter and,
if a voltage reading occurs, the armature
windings are grounded and a new arma-
ture must be installed.

Testing Armature for Short Circuits. Testing Field Coils for Open Circuits
In order to test the armature for short circuits, With reference to Figure 19.
use suitable armature testing equipment or
1. Connect the voltmeter positive lead to the
a "growler" and follow the manufacturers'
starting motor field terminal.
instructions on how to test for short circuits.

Testing Armature for Grounded 2. Connect the voltmeter negative lead to

Circuits the battery negative terminal.

With reference to Figure 18.

1. Attach the voltmeter negative lead to the
battery negative terminal.
2. Attach one end of a jumper lead to the
battery positive terminal.
3. Attach a jumper lead between the battery
positive terminal and to one of the
insulated brushes. The voltmeter should
indicate battery voltage.

14
-------------CHAPTER 3 - - - - - - - - - - - - -

4, Repeat the complete test with jumper lead

connected to the other insulated brush.
The voltmeter should indicate battery
voltage.

5. Ford 4100, 4600, 5600, 6600, 6700,

7600 and 7700 Diesel Tractors.
Disconnect the voltmeter positive lead
from the starting motor field terminal
and connect it to the eyelet wire. Connect
the jumper lead between the battery
positive termi nal and each of the
insulated brushes. The voltmeter should
indicate battery voltage.

If no voltage is indicated in Steps 3, 4 or 5,

an open circuit exists in the field coi Is and new
coils must be installed. Figure 20
Testing Field Coils for Grounded Circuits
1. Starting Motor Field Terminal
2, Voltmeter
3. Battery
4, Casing

Testing Field Coils for Grounded FURTHER DISASSEMBLY

Circuits
If it is necessary to extend disassembly to
With reference to Figure 20,
enable the brushes or field coils to be
1, Connect the voltmeter positive lead to the renewed, proceed as follows:
starting motor field terminal.

Brush Removal

1, Unsolder the field brush leads from the

2, Connect the voltmeter negative lead to field coils.
the battery negative terminal.

NOTE: On the 4·5 in. (114,3 mm) starting

motor used on the Ford 2600, 3600 and
4600 Gasoline Tractors, ensure the field coil 2, Ford 2600, 3600 and 4600 Gasoline
grounding contacts are kept apart. Tractors:
Remove the ground brush screws and
detach the brushes,

3. Attach a jumper lead between the battery

positive terminal and the starting motor
casing.
The voltmeter should indicate zero voltage,
If a reading is obtained the field coils are
grounded and new coils must be installed.
Ford 2600, 3600, 4100, 4600, 5600,
6600, 7600 and 7700 Diesel Tractors
and Ford 6600 Gasoline Tractors:
Unsolder and remove the ground brushes
from the brush holders.

15
- - - - - - - - PART 3-ELECTRICAL SYSTEMS - - - - - - - -
Field Coil Removal
Ford 2600, 3600 and 4600 Gasoline
Tractors:
1. Remove the retainer from the starting
motor actuating field coil.
2. Unsolder the field coil leads from the field
terminal.
3. Remove the pole shoe screws then with-
draw the shoes and field coils from the
starting motor frame.
4. Remove the field terminal nut washer,
insulator and screw. Clean any excessive
solder from the slot in the screw.
Ford 2600, 3600, 4100, 4600, 5600, 6600,
6700, 7600 and 7700 Diesel Tractors and
Ford 6600 Gasoline Tractors:
1. Unsolder the field coil leads from the field
termi nal and the eyelet cable from the field
coil connection.
2. Remove the pole shoe screws.
3. Remove the insulation band then with-
draw the pole shoes and field coils from
the starting motor frame.
16
RE-ASSEMBLY
Re-assembly of the starting motor follows
the disassembly procedure in reverse.
When re-assembling the starting motor
observe the following requirements:
• On the 4·5 in. (114'3 mm) starting motor
installed on the Ford 2600, 3600 and
4600 Gasoline Tractors, ensure the
armature shaft spli nes are coated with a
thin layer of petroleum jelly.
• Ensure the frame of the starting motor is
clean.
• On the 4·5 in. (114·3 mm) and 5·0 in.
(127 mm) starting motors installed on the
Ford 2600, 3600, 4100, 4600, 5600,
6600, 6700, 7600 and 7700 Diesel
Tractors and Ford 6600 Gasoline Tractors,
before the drive end housing is firmly
seated, align the slot in the centre bearing
plate with the pin in the drive end housing
and the slot in the starting motor frame.
INSTALLATION
I nstallation of the starting motor follows
the removal procedure in reverse. Prior to
installation observe the following setting
procedures and perform the starting motor
no-load test.
------------------------CHAPTER3------------------------
Setting the Pinion Clearance- Setting the Armature End Play-Ford
Ford 2600, 3600, 4100, 4600, 5600, 6600, 2600,3600,4100,4600,5600,6600,6700,
6700, 7600 & 7700 Diesel Tractors and 7600 & 7700 Diesel Tractors and Ford
Ford 6600 Gasoline Tractors. 6600 Gasoline Tractors.

1. Secure the starting motor in a vice 1. Secure the starting motor in a vice
equipped with soft jaws. equipped with soft jaws and attach a
dial indicator to the drive end housing
flange. Locate the dial indicator pointer
on the end of the armature shaft.
2. Using a 6 volt source, connect a jumper
lead through an open switch between the
source and the solenoid switch terminal
(spade connector). Connect another lead
from the source to the starting motor
ground terminal.

3. Measure the pinion clearance by inserting

a feeler gauge, of the specified thickness,
between the pinion gear and the armature 2. Move the armature shaft forward by
shaft collar then close the switch. pressing on the stop collar. Set the
Lightly press the pinion towards the indicator dial to zero.
armature to take up any slack in the drive
linkage and check the clearance. For the
correct pinion clearance, see "Specifi
cations" -Chapter 7.

4. If the clearance is incorrect, loosen the

drive lever eccentric pivot pin locknut
and turn the pin clockwise to increase
the clearance or counterclockwise to 3. Push the armature shaft rearwards and
reduce the clearance. record the gauge reading.

NOTE: Ensure the head of the arrow marked

on the pivot pin is set between the arrows
cast on the drive end housing. If this
condition cannot be achieved, renew the
drive linkage assembly.

4. If the end play is greater than specified,

5. After setting the clearance hold the pivot
pin in position with a screwdriver and
tighten the locknut to the correct torque,
see "Specifications" -Chapter 7.
see "Specifications" -Chapter 7, dis-
assemble the starting motor and install
shims between the armature core and the
centre bearing plate. The shims are
available in thicknesses of 0·005 in.
(0'127 mm) and 0·010 in. (0'254 mm).

17
- - - - - - - - - PART 3-ELECTRICAL SYSTEMS - - - - - - - - -

3. Connect the voltmeter positive lead to the

battery positive terminal, the voltmeter
negative lead to the battery negative
terminal, the ammeter positive lead to
the battery positive terminal and the
ammeter negative lead to the solenoid
battery or starting motor terminal.

___ N\AA.~~-------I2

4. 4-5 in. (114'3 mm) Starting Motor-Ford

2600, 3600 & 4600 Gasoline Tractors:

Figure 21
Starting Motor No- Load Test Actuate the starting motor by adjusting
1. Ammeter the carbon pile to give 12 volts. The
2. Variable Load Resistor starting motor should draw a maximum of
3. Voltmeter 70 amperes.
4. Jumper Cable
5. Hand Tachometer
6. Jumper Lead

4·5 in. (114·3 mm) and 5·0 in. (127 mm)

Starting Motor No-Load Test Starting Motors-Ford 2600, 3600, 4100,
With reference to Figure 21. 4600, 5600, 6600, 6700, 7600 & 7700
Diesel Tractors and Ford 6600 Gasoline
Tractors:

NOTE: A fully-charged battery and a battery

starter tester (high-rate discharge tester)
with a carbon pile (variable load resistor)
should be used to perform this test.
Hold a hand tachometer on the end of the
armature shaft. Actuate the starting
1. Secure the starting motor in a vice motor by adjusting the carbon pile to
equipped with soft jaws. give 12 volts. When the armature rotates
between 5500 and 7600 rev/min. the
maximum current draw should not exceed
110 amperes.
2. Connect the battery negative cable to the
starting motor mounting flange.
4·5 in (114-3 mm) and 5·0 in. (127 mm)
Starting Motors- Ford 2600, 3600, 4100,
4600, 5600, 6600, 6700, 7600 & 7700
Diesel Tractors and Ford 6600 Gasoline
Tractors: 5. If the starting motor does not perform to
Connect a short jumper lead between the specifications, check for grounded field
solenoid battery and solenoid switch coils, a rubbing armature or a distorted
terminals. armature shaft.

18
------------------------CHAPTER3------------------------

C. STARTING MOTOR RELAY-DESCRIPTION AND OPERATION-

FORD 2600, 3600 AND 4600 GASOLINE TRACTORS

DESCRIPTION

The starting system for the Ford 2600, 3600

and 4600 gasoline tractors, incorporates a
starting motor relay located at the base of the
battery tray support. The relay consists of a
movable contact with a fixed coil inside a
weatherproof casing, Figure 22.

The relay is internally grounded and is

equipped with two large and two small
terminals. The small terminal '5' is for
connection to the starting motor circuit and
the small terminal T is for connection to the
ignition system resistance wire, see 'Chapter
6'. The two large terminals are for connection
between the battery and the starting motor.
OPERATION
Turning the keystart switch, with the trans-
mission in neutral, allows current to flow
through the relay coil via terminal '5' to the
ground point on the casing. The flow of
current energises the coil forming a magnetic
field which attracts the movable contact.
When the contacts fully close, current from
the battery is allowed to flow to the starting
motor through the relay.
Figure 22
Starting Motor Relay-Ford 2600, 3600 and
4100 Gasoline Tractors
1. Battery Positive Lead
2. Front Main Harness Feed
3. Terminal T to Ignition System
4. Starting Motor Feed Wire
5. Terminal'S' from Starting Circuit
6. Relay Assembly
Once the key start switch is released, the
flow of current to the coil is stopped
thereby breaking the magnetic field and
allowing the return spring to open the
contacts. This action stops the current flow
from the battery to the starting motor.

D. STARTING MOTOR RELAY-OVERHAUL-FORD 2600, 3600 AND

4600 GASOLINE TRACTORS

NOTE: The starting motor relay is serviced 3. Extract the retaining bolts and washers
only as a complete assembly. and remove the relay from the mounting
bracket.

REMOVAL

1. Disconnect the ground cable (negative)

from the battery. INSTALLATION

2. Remove the connecting wires from the Installation of the starting motor relay
relay. follows the removal procedure in reverse.

19
- - - - - - - - - PART 3-ELECTRICAL SYSTEMS - - - - - - - - -
E. SAFETY START SWITCH-DESCRIPTION AND OPERATION
DESCRIPTION
The Ford 2600, 3600, 4100, 4600, 5600,
6600 and 7600 tractors feature a safety
start switch mounted under the transmission
case cover assembly. The fu nction of the
switch is to allow the engine to be started
only when the transmission is in the neutral
position.
The Ford 6700 and 7700 tractors feature a
safety start switch located above the
clutch release pedal hub. The function of this
switch is to allow the engine to be started
only when the clutch pedal is depressed.
F. SAFETY START SWITCH-OVERHAUL
NOTE: The safety start switch is serviced
only as a complete assembly.
For removal and replacement procedures of
the safety start switch as installed on the Ford
2600, 3600, 4100, 4600, 5600, 6600 and
7600 tractors, see 'TRANSMISSION SyS-
TEMS' -Part 5.
The removal and replacement procedures
for the safety start switch as installed on
the Ford 6700 and 7700 tractors are as
follows:
REMOVAL
1. Disconnect the ground cable (negative)
from the battery.
20
OPERATION
The safety start switches are of similar design
and consist of a sealed container housing a
spring loaded plu nger and a set of contacts.
During normal operation of the tractor, the
spring holds the plunger away from the
contacts, but, when neutral is selected (for
the transmission mounted switch) or the
clutch pedal is depressed (for the pedal
mounted switch), the spring is compressed
to close the contacts and complete the
starting motor circuit.
2. From within the cab, disconnect the two
wires from the top of the switch.
3. Remove the safety start switch bracket
retaining bolts and withdraw the switch
and bracket assembly.
4. Unscrew the lock nut and separate the
switch from the bracket.
INSTALLATION
Installation of the safety start switch follows
the removal procedure in reverse. When
replacing the switch ensure the lock nut is
tightened to the correct torque, see "Specifi-
cations' -Chapter 7.
 G, START SWITCH
DESCRiPTiON
The key start switch, located in the instrument
panel or control console, provides a means of
permitting current to fiow from the battery,
via the safety start switch, to the starting
motor.
The switch may also actuate the ignition
system (gasoline tractors only), acces-
sories, auxiliary electrical equipment and the
thermostart (where fitted).
The switch can have three, four or five posi
tions depending upon the tractor model and
usage.
OPERATION
Ford 2600, 3600,4100,4600, 5600, 6600
and 7600 Tractors less Straddle Mount
Cab-less Thermostart and Ford 2600,
3600, 4600 and 6600 Gasoline Tractors
With reference to Figure 23.
The switch provides three key positions to
activate the electrical components as follows:
DESCRIPTION AND OPERATION
Figure 23
Key Start Switch Positions-Ford 2600, 3600,
4100, 4600, 5600, 6600 and 7600 Less
Straddle Mount Cab Less Thermostart and Ford
2600, 3600, 4600 and 6600 Gasoline Tractors
1. OFF
2. Auxiliary Electrical Equipment or Ignition
System (Gasoline) ON
3. Starting Motor Operates
e POSITION 1-0FF.
e POSITION 2-Current is allowed to flow
from the to the auxiliary electrical
components (turn indicators, horn, etc.)
or the ignition system for gasoline t'ractors,
e POSITION 3-Current is allowed to flow
from the battery to the starting motor.
This position is spring loaded and on
release the key automatically returns to
Position 2.
1M PORTANT: When the tractorisnotin use,
return the key to Position 1-0FF.
21
 • POSITION 3--Current is allowed to flow
from the battery to the starting motor.
This position is spring loaded and on
release the key automatically returns to
Position 2.

@ POSITION 4---Current is directed to the

thermostart. When thermostart is required,
the switch should be held in this position
for15secondsbeforeturningto Position 5.

Figure 24
Key Start Switch Positions-Ford 2600, 3600,
4100, 4600, 5600, 6600 and 7600 Less @ POSITION 5-The switch continues to
Straddle Mount Cab with Thermostart activate the thermostart but also allows
1. OFF current to flow from the battery to the
2. Auxiliary Electrical Of\]
3. Starting Motor starting motor. Once the engine has
4. Thermostart Operates started the key must be in Position
5. Thermostart and Starting Motor 2.

Ford 2600.3600,4100,4600,5600,6600 i M PO RTANT: When the tractor is not in use,

and 1600 Tractors less Straddle Mount return the key to Position 1-0FF.
Cab With Thermostart.

With reference to 24.

Ford 2600,3600,4100,4600, 5600,6600
and 7600 Tractors With Straddle Mount
Cab and Ford 6700 and 1100 Tractors-
less Thermostart.
The switch provides five key POSitions to
activate the electrical components as follows:

With reference to 25 and 26.

@ POSITION 1-0FF.

@ POSITION 2~Current is allowed to flow

from the to the auxiliary electrical The switches provide four key positions to
components (turn indicators, horn, etc.). activate the electrical components as follows:

22
 Figure 25 Figure 26
Key Start Switch Positions- Ford 2600, 3600, Key Start Switch Positions-Ford 6700 and
4100,4600,5600,6600 and 7600 with Straddle 7700 Less Thermostart
Mount Cab Less Thermostart

1. OFF 1. OFF
2. Accessories ON 2. Accessories ON
3. Auxiliary Electrical Equipment ON 3. Auxiliary Electrical Equipment ON
4. Starting Motor Operates 4. Starting Motor Operates

lit POSITiON 1 -OFF.

@ POSITION 2-Current is allowed to flow

from the battery to the accessories (radio,
loudspeaker, etc.).

fill POSITION 3-Current is allowed to flow

from the battery to the auxiliary electrical
components (turn indicators, horn, etc.).

@l POSITION 4--Current is allowed to flow

from the battery to the starting motor.
This position is spring loaded and on Figure 27
release the key automatically returns to Key Start Switch Positions- Ford 2600, 3600,
4100,4600,5600,6600 and 7600 with Straddle
Position 3. Mount Cab with.Thermostart
1.' OFF
2. Accessories ON
3. Auxiliary E!ectrical Equipment ON
IMPORTANT: When the tractor is not in 4. Thermostart
use, return the key to Position 1-0FF. 5. Thermostart Motor

23

Figure 28
Key Start Switch Positions-Ford 6700 and
7700 with Thermostart
1. OFF
2. Accessories 0 N
3. Auxiliary Electrical Equipment ON
4. Thermostart Operates
5. Thermostart and Starting Motor Operate
Ford 2600,3600,4100,4600, 5600, 6600
and 7600 Tractors With Straddle Mount
Cab and Ford 6700 and 7700 Tractors-
With Thermostart.
With reference to Figures 27 and 28.
H. KEY START SWITCH-OVERHAUL
REMOVAL
1. Disconnect the battery ground cable
(negative) from the battery.
Ford 2600, 3600, 41 00, 4600,5600,6600
and 7600 With Straddle Mount Cab:
Extractthe retaining screws and withdraw
the instrument cluster sufficient distance
to facilitate removal ofthe key start switch.
24
Theswitches provide five positions to activate
the electrical components as follows:
@ POSITION 1-0FF.
e POSITION 2-Current is allowed to flow
from the battery to the accessories (radio,
loudspeaker,
e POSITION 3-Current is allowed to flow
from the battery to the auxiliary electrical
components (turn indicators, horn, etc.).
GI POSITiON 4-Current is directed to the
thermostart. When thermostart is required,
the switch should be held in this position
for 15 seconds before turning to Position
5.
e POSITION 5- The switch continues to
activate the thermostart but also allows
current to flow from the battery to the
starting motor. The fourth and fifth
positions are spring loaded and on
release the key automatically returns to
Position 3.
IM PO RTANT: When the tractor is not in
use, return the key to Position 1- OFF.
2. Remove the switch retaining nut and
withdraw the switch from the instrument
panel or control console.
3. Disconnectthe wiring harness connectors
from the switch termi nals.
INSTALLATiON
Installation of the key start switch follows the
removal procedure in reverse. On installation
tighten the switch retaining nut to the
correct torque, see "Specifications"-
Chapter 7.
 PART 3
ELECTRICAL SYSTEMS

Chapter 4
CHARGING SYSTEM-ALTERNATOR WITH
INTEGRAL REGULATOR

Section Page
A. CHARGING SYSTEM-ALTERNATOR WITH INTEGRAL 1
REGULATOR-DESCRIPTION AND OPERATION
B. CHARGING SYSTEM-ALTERNATOR WITH INTEGRAL 7
REGULATOR-SERVICE PRECAUTIONS,
PRELIMINARY CHECKS, INITIAL TESTS AND
ALTERNATOR COMPONENT TESTS
C. CHARGING SYSTEM-ALTERNATOR WITH INTEGRAL 18
REG U LA TO R - OVE RHAU L

A. CHARGING SYSTEM-ALTERNATOR WITH INTEGRAL REGULATOR

DESCRIPTION AND OPERATION

The Ford Tractors feature a negative grou nd, Model Standard Optional
alternating current charging system com- Alternator Alternator
prising an alternator, alternator regulator, Less Ford Cab
storage battery and the necessary wires to Ford 2600, 3600,
connect the circuit. 4100,4600, 26 Amp Lucas 46 Amp Lucas
5600, 6600 & 6700 15 ACR 18 ACR

Less Ford Cab

Alternators provide a higher maximum output Ford 7600 & 7700 46 Amp Lucas
18ACR
than the equivalent direct current generators
and also increased charge rates at lower en- With Ford Cab
Ford 2600, 3600,
gine speeds. Unlike a direct current genera- 4100,4600, 46 Amp Lucas
tor, the alternator does not require a 5600, 6600, 6700, 18ACR
7600 & 7700
commutator and can be run safely at higher
speeds.
NOTE: ACR means Alternating Current
charging system with integral Regulator.
This Chapter deals with the overhaul and
repair of the alternators featuri ng an integral The alternator is mounted at the front of the
regulator and the following chart shows the engine being belt driven from the crankshaft
options avai lable: pulley, Figure 1.

1
 Alternator Installed on Tractor Alternator Termina! Identification
1. Alternator 1. Main Output Terminals
2. Alternator Mounting Bolts 2. Sensor Terminal
3. Alternator Drive Belt 3. Terminal Markings
4. Adjustment Bracket 4. IND (Indicator) Terminal

Both the 15 and 18 ACR alternators have ROTOR

the same frame diameters, the variations in
rated achieved by differences The rotor and provide the magnetic
in rotor and stator windings. The stator on the field of the alternator unlike a direct current
18 ACR alternator is 0·21 in. generator where the field is
mm) longer and a
ensures cooling, otherwise
component parts are generally The rotor is belt driven from the engine
able. through a pulley keyed to the rotor shaft
which runs in heavy-duty sealed ball race
Identification is by means of the numbers An to the
'15' or '18' stamped into the aluminium pulley, draws cooling air through the alter-
casting, or on a metal retained by the nator.
rectifier securing nut.

The alternator terminals are identified In Current is supp!ied to, and returned from, the
2. rotor field coil via two carbon brushes which
bear end-face slip rings. A moulding
With reference to Figure 3, the alternator screwed to the outside of the slip ring end
comprises principally: bracket encloses the slip ring and brushgear
assembly and protects these parts against
e Rotor the entry of dust and moisture.

@ Stator
As current passes through the copper wire of
@ Rectifier Pack the rotor field coil a magnetic field is
produced and contained within an armature
formed into shoes. The configuration
of the pole shoes ensures concentration of
Protection 0 iode the field.

2
 3
Alternator Disassembled

1. Pulley 9. Plate 17. End Bracket

2. Lockwasher 10. Rotor Spacer 18. Stator
3. Shaft Nut 11 . Circlip 19.
4. Fan 12. Surge Protection Diode 20. Ring End
5. Drive End Bracket 13. Slip Ring End Cover 21. Wire Guide
6. Fan 14. Regulator 22. Rotor
7. Pressure Ring 15. Brushbox Moulding 23. Rotor Shaft Key
8. Drive End 16. Rectifier Pack

STATOR current is in a
series of the rotor features six
The stator contains the windings into which pairs of to provide an overall smoother
current is induced by the revolving magnetic For every revolution of the rotor the
field of the rotor. output characteristic of each stator
completes six cycles.
The stator is fabricated from laminations of
thin steel onto which three C'n..-,,",v"+""
wiresarewou nd. The laminations are specially
formed to concentrate and collect the
magnetic field.
Alternating current (A.C.) is unsuitable for
During each revolution of the rotor, charging the which
ali three stator have induced cur- direct current (
rents passing first in one direction and stator windings are connected to a rectifier
then the In other words a which rectifies or converts the a~ternator
current. to direct current.

3
 \
o
4
f:xr:)loc1ed View

1 Plate Diodes 5. Terminal Links

2, Ground Connecting Link (Negative) 6, Field Plate Diodes
3. Positive Plate Diodes 7. INO (Indicator) Terminal
4, Stator Output Wire Connections 8. Alternator Output Terminal (Positive)

RECTiFIER The three field diodes are mounted in a third

similar to the output diodes, and each
The rectifier consists of a of the three stator output wires also connects
and three field diodes, to one ofthese diodes. Thefield diodes supply
direct current to the rotor field winding,

NOTE: A diode is basically an electronic REGULATOR

'check valve' which allows current to flow The controls and maintains the
in one direction only. alternator output voltage at a safe working
!evel. The unit consists of a circuit
board on which are mou nted threetransistors,
Three ofthe six output diodes are mounted in three diodes, six resistors and two . . . :;c"n""'~''t'''''rc
and three in a no,,"..n'''<-l For circuit see Figure 5.
are
links enable each of the three stator output
The regulator components are sealed in
wires to connect to a different diode in each
epoxy resin and can only be as a
plate.
unit

As the 'rotor revolves, the diodes or

convert the current of the stator The voltage level is established in
to a direct current which may be used to manufacture and cannot be in
effectively charge the battery. service.

4
 I~-
IR6.-->~---+-~ CD
~~~----+-~ ®

5 Figure 6
Alternator Circuit Diagram Protection Diode
A. From Alternator Output Terminal (Red) 1. !ND (Indicator)Terminal
B. From Field Circuit (Yellow) 2. Alternator Frame
C. From Temperature Sensor (Orange) 3. Surge Protection Diode
D. From Battery and Field Diodes (Metal Link) 4. Surge Protection Diode to Frame Retaining
E. To Ground (Black) Screw
5. Brush Connector

SURGE PROTECTION DIODE When the surge energy has been dissipated
and the over-voltage condition has passed,
The purpose of this diode isto protectthe out- the diode returns to the former non-
put regu lator and other tractor electrical com- conductive state.
ponents against damage from high voltage
surges which may result if the battery or
alternator is disconnected when the engine is
running. The diode is connected between the
alternator IND (Indicator) terminal and the
! n rare instances where surge energy
frame, via the brush connector, Figure 6.
may be greater than that which the nl'(1,tor'tl
diode can safely absorb, the diode breaks
down and conducts
any damage is confined to the diode and the
system fails safe; the alternator is shut down
and the warning light illuminated.
At normal system voltage levels the protection
diode does not conduct electricity. When the
voltage is raised momentarily under the
conditions previously stated, the system
voltage is allowed to rise only to the
breakdown voltage of the protection diode Afterthe cause ofthe v"''''
V 'HJ I has been
which then readily conducts and dissipates investigated and rectified, replacement of
the surge energy through the alternator the diode re-establishes normal system
frame to earth,

5
1I!IIIIIIII'IIi1l!llllllll'lli1llllllllllllll-=lIIlIIIIIIiIIIIIJIIa'IIIIIIIIIIIlIIIIIIIIlIIIIIIIIIMPART 3-ElECTRICAl SYSTEMSIiIIIlIIIIIlIIIIllilllllllllllIllllllllllllllIIIiIIIIIIIIIIIIIIiIIIIIIIIIIIIIIiIIIIIIIIIIIIIIIIIIIIIIIIIIIlIlIIIllIIIlII

o®

Figure 7
Alternator Charging Circuit
(With Battery Temperature Compensation)

A. To Starter Motor 4. Rotor Field Winding

B. To Load 5. Regulator
1. Solenoid 6. Frame 9. Surge Protection Diode
2. Battery 7. Stator Output Windings 10. Charge Indicator Light
3. Battery Temperature Sensor 8. Rectifier Pack 11. Key Start Switch

ALTERNATOR OPERATION This direct current is fed back to supplement

the current flowing through the rotor field
With reference to Figure 7.
winding. This action results in an ever-
increasing magnetic influence of the rotor
When the key start switch is turned on a small along with an associated rapid rise in
current flows from the battery through the generated output current and voltage.
rotor field winding. The circuit is made via the
charge indicator warning light, alternator
terminal IN the rotor field winding, the During the rise in generated output voltage
alternator regulator and ground. (reflected at termi nal IN D) the brilliance
of the warning light is reduced and when the
voltage at the IN D terminal equates to that
at the battery side of the warning light the
At this stage the warning light is illuminated lamp is extinguished.
and the rotor partia!ly magnetised.

The voltage continues to rise until the pre-

determined regulated voltage level is reached.
When the engine is started and the partially
magnetised rotor revolves within the stator
windings a 3-phase alternating current is
generated. A constant portion of the genera- in the event of drive belt breakage the voltage
ted current is converted to direct current will not build up within the alternator and
by the three field diodes incorporated in the so the charge indicator light will remain on
rectifier to indicate failure.
BATTERY TEMPERATURE
COMPENSATION
Because charging systems are directly
affected by in temperature
and loading, the alternator charging system
features combined battery temperature and
system voltage cor.e-,,...,...

A circular temperature sensing is located

directly under, and in contact with, the
battery, Figure 8.

NOTE: For the Ford 6700 and 7700

Tractors, the sensor pad is mounted in the
battery tray side panel located under the
right-hand side of the platform.

The sensor detects any changes in battery Figure 8

temperature and relays this information to Battery Temperature Sensor
the voltage regulator which the 1. Sensor Pad 3. Battery Tray
charge rate accordingly. 2. Pressure Collar 4. Battery

B.CHARGING SYSTEM-ALTERNATOR WITH INTEGRAL

REGULATOR-SERVICE PRECAUTIONS,
PRELIMINARY CHECKS, INITIAL TESTS AND ALTERNATOR
COMPONENT TESTS

SERVICE PRECAUTIONS • ALWAYS disconnect the battery ground

cable when installing or removing the
alternator.

To avoid damage to the components of the

alternator charging system, service precau-
tions must be observed as follows: e ALWAYS disconnect the battery ground
cable when charging the battery in the
tractor using a battery charger.

e N EVER make or break any of the charging

circuit connections, including the battery, • ALWAYS observe correct polarity when
when the engine is running. installing the battery or using a slave
battery to start the engine .

• N EVER short any ofthe charging compon- CONNECT POSITIVE TO POSITIVE AND
ents to ground. NEGATIVE TO NEGATIVE

7
- - - - - - - - - P A R T 3-ELECTRICAL SYSTEMS - - - - - - - -

3. Check the Warning Light

Turn on the key start switch and check the
warning light is fully illuminated.

If the warning light is not fully illuminated,

check the bulb. If the bulb is not the cause of
13-19mm the fault, carry out the Alternator Plug
(O.50-0.75in) Connections Test as detailed under "I nitial
Tests" in this Chapter.

Figure 9
Drive Belt Deflection

PRELIMINARY CHECKS If the warning light is illuminated, start the

engine and run above the idling speed
Prior to electrical testing, thoroughly inspect when the warning light should be extin
the charging and electrical system. guished.

Check all leads and connections for contin-

uity and tightness.

If the warning light does not go out, stop the

1. Check the Battery
With an hydrometer, check the battery is at
least 70% charged and in good condition.
engine and remove the alternator main
terminal connector plug. If the warning light
is extinguished, a faulty surge protection
diode, temperature sensor or alternator
component is indicated. Conduct the "Alter-
nator Components Tests" as detailed in this
Chapter.

2. Check the Drive Belt

Ensure the alternator drive belt and pulley
are in satisfactory condition. Allow 0'5-
0·75 in. (13-19 mm) deflection when mod-
erate finger pressure is applied to the longest
run of the belt, Figure 9.
If the warning light remains illuminated,
check for a shorting to frame in the area
between the "1 N D" cable end and the
warning light.

8
------------CHAPTER 4 - - - - - - - - - - - -

INITIAL TESTS
1
The initial tests may be performed without
removing any of the charging circuit com-
ponents from the tractor and enable the
following items to be checked:

• Alternator Plug Connections

• Battery Temperature Sensor Circuit

• Alternator Charging Current and Con-

trolled Voltage
• Alternator Charging Circuit Volt Drops
• Alternator Maximum Output Performance
Figure 10
Alternator Plug Connections Test
1 Alternator Main Connector Plug
2. Voltmeter (0-20 Volts)
3. Alternator Frame

1. Alternator Plug Connections Test

Test equipment required:
With reference to Figure 10.
• Voltmeter (0-20 Volts) 1. Turn the key start switch on but do not
start the engine.
• Millivoltmeter (0-1 Volt)

• Ammeter (0-60 Amperes Moving Coil

Type)

• 1·5 Ohm 40 Amperes Variable Load

Resistor 2. Remove the main connector plug from the
alternator and connect a voltmeter in turn
• 205 Ohm Resistor between each ofthe plug terminals and the
alternator frame (negative side of volt-
• Jumper Lead (-25 in. (6·35 mm) Male to metertoframe). Batteryvoltageshould be
Female Blade Terminal) registered.

NOTE: Most commercial test equipment

incorporates several testing devices within NOTE: In some cases only one of the two
a single unit. Use such equipment according main terminals in the connector plug is
to the manufacturer's instructions. actually connected to the harness.

9
- - - - - - - - - PART 3-ELECTRICAL SYSTEMS - - - - - - - -

Figure11 Figure 12
Battery Temperature Sensor Circuit Test Connection of 205 Ohm Test Resistor
1. Sensor Lead 1. 205 Ohm Resistor
2. Voltmeter (0-20 Volts) 2. Harness to Sensor Plug
3. Alternator Frame 3. Battery Tray
4. Temperature Sensor

If battery voltage is not registered, a 2. Battery Temperature Sensor Circuit

continuity fault in the external cable circuitry Test
must be traced and remedied, refer to the
With reference to Figure 11.
circuit diagram shown in Figure 7.
1. Remove the sensor lead from the alter-
nator "S" terminal.

3. Connect one end of a jumper lead to the

"I N D" terminal of the connector plug
and the other end to the alternator frame.
The warning light should be illuminated.

2. Connect a voltmeter between the sensor

lead and the alternator frame (negative
4. Disconnectthe jumper lead and reconnect side of voltmeter to frame). Battery vol-
the plug to the alternator. tage should be registered.

NOTE: If the warning light fails to

illuminate when the plug is reconnected to
the alternator, a fault is indicated in the
alternator regulator or rotor circuits. Ensure If battery voltage is not registered, dis-
the alternator "IND" terminal is clean and connect the harness to sensor plug and
then conduct the "Alternator Component connect a 205 ohm resistor across the
Tests" as detailed in this Chapter. plug terminal, Figure 12.

10
-------------CHAPTER 4 - - - - - - - - - - - - -

NOTE: It is recommended that a permanent

test piece be made by removing the plug
and leads from an old sensor unit and
connecting a 205 ohm resistor as shown
in Figure 12.

If battery voltage is now registered, the

sensor unit isfaulty (open circuit) and must be
replaced.

If battery voltage is not registered a continuity

fault in the external circuitry must be
traced and rectified. Reconnect the sensor
and confirm battery voltage is registered.
Figure 13
Charging Current and Controlled Voltage Tests
NOTE: It is very difficult to test prove the 1. Alternator Main Connector Plug
effective resistance of a temperature sensor. 2. Ammeter
3. Voltmeter (0-20 Volts)
If such a unit is suspected of being faulty it 4. Alternator Frame
should be repfaced and proved in service. 5. Jumper Lead

3. Charging Current and Controlled 4. Securely connect an ammeter negative

Voltage Tests side to the connector plug main terminal
and positive side to the alternator
With reference to Figure 13.
output terminal.
1. Ensure all tractor electrical components
are switched off and the key start switch is
in the" off" position.
6. Connect a voltmeter between the alter-
nator output terminal and the frame
(negative side to frame).

2. Disconnect the battery ground cable

(negative) and remove the main connector 6. Reconnect the battery and turn the key
plug from the alternator but leave the start switch to the "on" position.
sensor lead connected to the "S" terminal.

7. Start the engine and increase the speed to

2000 rev/min. and observe the ammeter
and voltmeter readings.

3. Connect ajumper lead between the "I N Of'

terminals of the connector plug and the If the ammeter registers a charging
alternator. current stop the engine.

11
_ _ _ _ _ _ _ _ _ PART 3-ELECTRICAL SySTEMS _ _ _ _ _ _ __

If the voltmeter reading exceeds 14·5

volts, the alternator regulator must be
replaced as described in this Chapter.
(When a new regulator has been installed,
conduct Tests 4 and 5).

If the voltmeter reading is below 13·8 volts

a faulty alternator component or a high
resistance fault in the external connec-
tions of the charging system is indicated.

10. Stop the engine.

Figure 14
Insulated-side Volt Drop Test
(Inset showing connection of Millivoltmeter 4. Charging Circuit Volt Drop Tests
and Variable Load Resistor to Battery)
(a) Insulated-side Volt Drop Tests
1. Variable Load Resistor
2. Alternator Main Connector Plug
3. Ammeter With reference to Figure 14.
4. Jumper Lead
5. Millivoltmeter (0-1 Volt)

1. Ensure the key start switch is in the

If the ammeter registers zero amperes a "off" position.
faulty alternator component is indicated.
Turn off the engine and conduct the
"Alternator Components Tests" as de-
tailed in this Chapter.
2. Disconnect the battery ground cable
(negative) and remove the main connec-
tor plug from the alternator but leave the
8. Disconnect the harness to sensor plug sensor lead connected to the "S"
and connect a 205 ohm resistor across terminal.
the plug terminals.

9. Restart the engine and increase the speed 3. Connect a jumper lead between the
to 2000 rev/min. Observe the ammeter "I N D" terminals of the connector plug
and voltmeter readings. and the alternator.

The voltmeter should register in excess

of the battery voltage and when the am- 4. Connect a millivoltmeter between the
meter reading falls below 10 amperes, the battery positive terminal and the con-
voltmeter reading should stabilise at nector plug main terminal (positive side
13·8-14·5 volts. to plug).

12
-----------------------CHAPTER4-----------------------
5. Securely connect an ammeter between
the main output terminal of the alter-
nator and the connector plug main
terminal (negative side to plug).

6. Re-connect the battery earth cable

and connect a variable load resistor,
with the slider in the minimum current
draw position (maximum resistance),
across the battery terminals.

7. Start the engine and increase the

speed to 2000 rev/min.
8. Slowly increase the current loading of
the resistor (decrease resistance) until
the ammeter registers 24 amperes for
the 15 ACR alternator or 40 amperes for
the 1.8 ACR alternator.
Figure 15
Ground -side Volt Drop Test
(Inset showing connection of Millivoltmeter
and Variable Load Resistor to Battery)
1. Jumper Lead
2. Alternator Main Connector
3. Ammeter
4. Millivoltmeter (0-1 Volt)
5. Variable Load Resistor

(b) Ground-side Volt Drop Test

With reference to Figure 15.
9. Observe the millivoltmeter reading which
1. Ensure the key start switch is in the 'off'
should not exceed 400 millivolts.
position.

If the reading is in excess of 400

millivolts, a high resistance fault is
indicated in the external circuitry.
2. The circuit is the same as that used in the
previous test except for the millivolt-
meter which is now connected between
If the required alternator output cannot the battery negative terminal and the
be achieved, and the millivoltmeter alternator frame (negative side to frame).
reading is less than 400 millivolts, then
a faulty alternator component is indi-
cated. Conduct the "Alternator Com-
ponentTests" as detailed in this Chapter.

NOTE: Ensure the variable load resistor is

in the minimum current draw position
1 O. Stop the engine. (maximum resistance).

13
--------PART 3-ELECTRICAL SYSTEMS - - - - - - - -

If the required alternator output cannot be

achieved, and the millivoltmeter reading
is less than 200 millivolts, then a faulty
alternator component is indicated. Con-
duct the "Alternator Component Tests"
as detailed in this Chapter.

6. Stop the engine.

Figure 16 5. Alternator Maximum Output

Maximum Output Performance Test Performance Test
(Inset showing connection of Variable Load
Resistor to Battery) With reference to Figure 16.
1. Jumper Lead
2. Alternator Main Connector Plug
3. Ammeter
4, Voltmeter (0-20 Volts)
5. Variable Load Resistor

1. Ensure the key start switch is in the "off'

position.

3. Start the engine and increase the speed

to 2000 rev/min.

2. Disconnect the battery ground cable

(negative) and removethe main connec-
tor plug from the alternator, but leave
4. Slowly increase the current loading of the the sensor lead connected to the "S"
resistor (decrease resistance) until the terminal.
ammeter registers 24 amperes for the
1 5 AC R alternator or 40 amperes for the
18 ACR alternator.

3. Connect a jumper lead between the

"INO" terminals of the connector plug
and the alternator.
5. Observe the voltmeter reading which
should not exceed 200 millivolts.

4. Securely connect an ammeter negative

If the reading is in excess of 200 milli- side to the connector plug main terminal
volts, a high resistance fault is indicated and positive side to the alternator output
in the external circuitry. terminal.

14
- - - - - - - - - - - - CHAPTER 4 - - - - - - - - - - - -
5. Connect a voltmeter between the alter-
nator output terminal and the frame
(negative side to frame).
6. Disconnect the harness to sensor plug
and connect a 205 ohm resistor across
the plug terminals.
7. Reconnect the battery and turn the key
start switch to the "on" position.
8. Start the engine and increase the speed
to 2000 rev/min.
9. Slowly increase the current loading of
the resistor (decrease resistance) until
the ammeter registers 24 amperes for the
15 ACR alternator or 40 amperes for the
18 ACR alternator.
10. Observe the voltmeter reading which
should not fall below 13·4 volts.
If the reading falls below 13·4 volts a
faulty alternator component is indicated.
Conduct the "Alternator Component Tests"
as detailed in thisChapter.
15
ALTERNATOR COMPONENT TESTS
The component tests, which should only be
conducted if the INITIAL TESTS have
indicated a faulty alternator component,
enable the following items to be checked:
• Surge Protection Diode
• Regulator
• Brushes-and-Springs and Rotor Slip
Rings
• Rotor Field Winding Continuity
NOTE: The component tests may be per-
formed without removing the alternator
from the tractor but will necessitate removal
of the alternator moulded slip ring end cover.
Testing of any other alternator components
will necessitate removal of the alternator from
the tractor. Refer to "Overhaul-Electrical
Tests" as detailed in this Chapter.
IMPORTANT: Prior to removal of the main
connector plug from the alternator ensure
the key start switch is in the "off" position
and the battery ground cable (negative) is
disconnected.
Test equipment required:
• 12 Volt Battery
• 12 Volt 2·2 Watt Test Lamp
- - - - - - - - P A R T 3-ELECTRICAL S y S T E M S - - - - - - - - -

Figure 17 Figure 18
Surge Protection Diode Test Regulator Test
1 Surge Protection Diode 1. Regulator to Frame Ground Link (Reference
2. 2·2 Watt Test Lamp Only)
3. 12 Volt Battery 2. Regulator
3. 2·2 Watt Test Lamp
4. 'IND'Terminal
5. 12 Volt Battery
6. 205 Ohm Resistor
7. Alternator Frame
8. Sensor Terminal

1. Surge Protection Diode Test 4. I nstall the satisfactory diode in the

alternator and securely tighten the
With reference to Figure 17. terminal retaining screws.
1. Withdraw the two surge protection diode
terminal retaining screws and remove the
diode from the alternator.

2. Regulator Test
2. Connect a 12 volt battery and a 2·2 watt
test lamp in series across the diode and
With reference to Figure 18.
note if the lamp lights.
1. Connect a 12 volt battery and a 2·2 watt
test lamp in series between the "I N D"
terminal and the alternator frame (nega-
tive side to frame).
3. Reversethetest lead connections and note
if the lamp lights.

The lamp should light during.one half of

this test only.
2. Connect a 205 ohm resistor between the
If the lamp lights both times the diode is positive terminal of the battery and the
faulty and must be renewed. sensor terminal.

16
------------------------CHAPTER4-------------------------

The test lamp should be illuminated.

Ifthetest lamp is not illuminated, make the

regulator inoperative by linking the
regulator case to the alternator frame.

If the test lamp is now illuminated the

regulator is faulty and must be renewed
as detai led in this Chapter.

Figure 19
Rotor Field Winding Continuity Test
1. Rotor
If the test lamp is not illuminated, a fault 2. Slip Rings
3. 12 Volt Battery
is indicrted in the rotor circuit. 4. 2·2 Watt Test Lamp

3. Brushes-and-Springs and Rotor 4. Rotor Field Winding Continuity

Slip Rings
1. Remove the brush box moulding
described in this Chapter.
Test
With reference to Figure 19.
as
1. Remove the brushbox moulding as des-
cribed in this Chapter.

2. Ensure the brushes and slip-rings are

2. Connect a 12 volt battery and a 2·2 watt
clean and check for freedom of move-
test lamp in series across the rotor slip
ment in the brush box moulding.
rings.

The test lamp should be illuminated.

If the visible length of the brushes, in the
free position, is less than 0·25 in. (6 mm)
this is a probable cause of non -continu ity
in the field circuit. The brush-and-spring
assemblies should be renewed if the If the test lamp is not illuminated renew
overall length of the brushes is less than the rotor as detailed in the .following
0·3 in. (8 mm). Overhaul Section.

17
- - - - - - - - - - PART 3-ELECTRICAl SYSTEMS ________iII!IIIIIIiiIIII15_ _

C. CHARGING SYSTEM-ALTERNATOR WITH INTEGRAL

REGULATOR HAUL

REMOVAL Brushgear Removal

1. Disconnect the battery negative cable. With reference to Figure 21.

1. Remove the moulded slip ring end cover.

2. Disconnect the alternator connector plug, 2. Note the arrangement of the cable
Figure 20. connections to the rectifier plates and
then disconnect.

3. Withdraw the and mounting 3. Remove the two hexagon-headed screws

bolts and remove the alternator and
pulley guard from the tractor.
DISASSEMBLY
The following information covers minimum
disassembly of the alternator to enable the
brushgear and slip rings to be inspected and
the rotor, stator windings and rectifier diodes
to be electrically tested.
securing the brushbox moulding and
regulator to the end-face of the slip ring
end bracket.
4. Remove the hexagon-headed screw
retaining the surge protection diode.
5. Remove the brushgear, regulator and
surge protection diode from the alter-
nator.

Figure 20 Figure 21
Alternator I nstalled on Tractor Alternator Slip Ring End Assembly
1. Adjustment Bolt 1. Rectifier Securing Nut
2. Alternator Connector Plug 2. Surge Protection Diode
3. Mounting Bolts 3. Rectifier Plate Cable Connections
4. PullElY Guard 4. Slip Ring End Cover
5. Brushbox Moulding and Regulator Retain-
ing Screws
6. Rectifier Pack Ground Link Retaining Screw
7. Stator Winding Connections

18
------------------------CHAPTER4------------------------
INSPECTION AND REPAIR

Brushgear Inspection

1. Check the brushes for wear. If worn to less

than the specified length, install new
brushes, see "Specifications" - Chap-
ter 7.

2. If the brushes are satisfactory but require

cleaning use a petrol moistened cloth.

3. Check the brush spring pressure with a

push-type spring gauge, and record the
spring pressure when the brush end face Figure 22
is flush with the moulding. Install new
Brushgear, Regulatorand Surge Protection Diode
brushes and springs if the pressure is less Removed
than specified, see "Specifications"-
Chapter 7. 1. Regulator
2. Regulator to Brushbox (Yellow)
3. Regulator to Ground (Black)
4. Brushbox
5. Brushbox to Surge Protection Diode
(Yellow/Black Sleeve)
Brush and Spring Removal and 6. Surge Protection Diode
Installation 7. Brushbox to Field Diodes Plate (Orange)
8. Regulator to Sensor (S) Terminal (Orange)
9. Regulator to Output Terminal Plate (Red)
10. Brushbox to Regulator Link
IMPORTANT: Brushes and springs should
always be rep/aced in pairs.

Rotor Slip Rings inspection

With reference to Figure 22.
1. Disconnect the brush box to regulator
link.
2. Note the various terminal positions
and then carefully withdraw the retaining
screws and brush connectors.
3. Withdraw the brush and spring assem-
blies.
1. Ensure the slip rings are clean and smooth.
If necessary the slip rings may be cleaned
with a petrol-moistened cloth. If the slip
rings are burnt and require re-finishing
use very fine glass paper (not emery cloth)
and wipe clean.
NOTE: Ensure the re-finishing glass paper
is sufficiently fine to produce a highly polish-
ed slip ring surface otherwise excessive brush
wear will occur.

4. Install a new pair of brushes and springs

and ensure the various terminals are 2. If the slip rings are excessively worn they
correctly repositioned before securely must be replaced as detailed in this Chap-
tightening the retaining screws. ter.

19
1IIIIIIiIIIIIII1!lllllllllllll1IIIIIIIIIIIII-IIIIIIIIIIIIIIIIiIIIIIIIIIIIIIIllllllllllllllIIIfIIIIIIIIIIIPART 3-ElECTRICAl SYSTEMS_IllllllllllllllIllllllllllllllIiIIIIIIIIIIIII!iIJIIIIIIIIII1!IIIIIII!IIlII1IIIiIIIIIIIIII1IIIIIIIIIIIIII

Figure 23 Figure 24
Soldering and Unsoldering Diode Connections Testing RotorWinding Continuity and Resistance
Using Pliers as a Heat Guard 1. Slip Rings 3. 12 Volt Battery
1. Rectifier Securing Nut 2. Rotor 4. Ammeter
2. Place Pliers between Diode and Solder Point
3. Rectifier Pack Ground Link Retaining Screw

ELECTRICAL TESTS 1. Notethearrangementofthestatorwinding

connections to the rectifier diode con-
Thefoliowing electrical equipment is required necting pins. Using long nosed pliers as
to test the rotor, stator windings and rectifier a heat guard and a lightweight soldering
diodes: iron (25 watt), unsolder the connections
to the rectifier, as shown in Figure 23 .
.. Ammeter (0-60 Amperes Moving Coil
Type) 2. Remove the ground link retaining screw,
slacken the securing nut and carefully
withdraw the rectifier pack .
• 12 Volt Battery
Testing Rotor Field Winding for Con-
tinuityand Resistance
.. Test Lamp (12 Volts 2·2 Watts)
1. Connect a 12 volt battery and moving ~coil
• Test Lamp (12 Volts 36 Watts Minimum) ammeter between the slip rings, Figure 24 .

@ 110 Volts A.C. Supply The ammeter should indicate a current

approximate to the figure obtained by
dividing the battery voltage by the appropriate
@ Test Lamp (110 Volts 15 Watts) resistance of the rotor, see "Specifications".

IMPORTANT: To avoid damaging the

diodes when conducting the electrical tests, If the test result proves unsatisfactory, the
the rectifier pack should first be removed rotor must be renewed as detailed in this
from the alternator as follows: Chapter.

20
- - - - - - - - - - - - CHAPTER 4 - - - - - - - - - - - -

nov . . . . . r---
I

Figure 25 Figure 26
Testing Rotor Winding Insulation Stator Winding Continuity Test
1. Rotor Pole 1. Stator Windings
2. Slip Rings 2. Stator Output Wires
3. 110 Volt A.C. Supply 3. 12 Volt Battery
4. 110 Volt 15 Watt Test Lamp 4. 36 Watt Test Lamp

Testing Rotor Field Winding Insulation
1. Connect a 110 volt A.C. supply operated
15 watt test lamp between each of the
slip rings in turn and the rotor poles, see
Figure 25.
Testing Stator Windings for Contin-
uity
1. Connect any two ofthe three stator output
wires in series with a 12 volt battery
operated test lamp, of not less than 36
watts, Figure 26.

WARNING: Avoid touching the bare test

probes as a severe electrical shock will
result.
The test lamp should light.

The lamp should not light.

2. Transfer one of the test lamp leads to the

If the test results prove unsatisfactory,
third wire.
the rotor must be renewed as detailed in
this Chapter.

Stator Inspection The test lamp should light.

1. Examine the stator windings for signs of

burning of the insulating varnish.

If the test resu Its prove unsatisfactory, the

If burning is established the stator stator assembly must be renewed as detailed
assembly must be renewed in this Chapter.

21
- - - - - - - - PART 3-ELECTRICAL SYSTEMS - - - - - - - - -

Figure 27 Figure 28
Stator Winding Insulation Test Diode Test
1. Stator Laminations 1. Diode Connecting Pin
2. Stator Output Wires 2. Plate
3. 110 Volt A.C. Supply 3. 2·2 Watt Test Lamp
4. 110 Volt 15 Watt Test Lamp 4. 12 Volt Battery

Testing Stator Windings Insulation Rectifier Diodes

1. Connect a 110 volt A.C. supply operated Test each of the nine diodes separately as
15 watt test lamp between the stator follows:
laminations and anyone of the three
output wires, Figure 27.

1. Connect a 12 volt battery and a 2·2 watt

test lamp in series with one of the diodes,
The test lamp should not light. Figure 28.

One test lead is applied to the diode

2. Connect the test lamp in turn to each ofthe connecting pin and the other to the plate
remaining output wires. into which the diode is mounted.

The test lamp should not light. 2. Note if the lamp lights.

3. Reverse the test lead connections.

If the test results prove unsatisfactory, the The lamp should light during one half of this
stator assembly must be renewed as detailed test only. If anyone diode is unsatisfactory
in this Chapter. renew the complete rectifier assembly.

22
-------------------------CHAPTER4------------------------

Figure 29 Figure 30
Pulley Removal Rotor Shaft Key Removal
1. Oversize Belt 1. Rotor Shaft Key 2. Fan Spacer

FURTHER DISASSEMBLY NOTE: If difficulty is encountered in separa-

If it is necessary to extend disassembly to
enable the bearings or other parts to be
renewed, proceed as follows:
1. Remove the shaft nut lockwasher and
pulley from the rotor shaft by clamping
the pulley in a vice and using an oversize
belt to protect, Figure 29.
ting the above parts, suspend the alternator
gripped bV the stator and slip ring end bracket
in one hand and apply a series of light blows
with a hide, plastic or wooden mallet to the
shoulders of the through bolt housing of the
drive end bracket, Figure 31.

2. Remove the fan, rotor shaft key and fan

spacer.

NOTE: If the key is seized in the shaft groove,

replace the nut on the shaft and use a
screwdriver to lever the key from the slot as
shown in Figure 30.

3. Mark the slip ring end bracket stator and

drive end bracket to ensure correct
re-assembly.

4. Remove the three through bolts.

5. Grip both ends of the alternator and pull

apart the end brackets from the stator Figure 31
laminations. Separating the Alternator

23
_ _ _ _ _ _ _ _IIIIlIIIIIIIII_ PART 3--ElECTRICAl SYSTEMS-------IIIIIIIIIIIIIIIIIIIIIIIIIIIIII--

Figure 32
Alternator Separated
1. Drive End Bracket 3. Slip Ring End Bearing 5. Through Bolts
2. Rotor 4. Slip Ring End Bracket 6. Stator Assembly

6. Separate the alternator into three major .. Stator Laminations and Windings
parts, Figure 32, consisting of the
following:
• A sub-assembly comprising: .. Slip Ring End Bracket
Drive End Bracket and Bearing and Rotor
complete with Slip Ring End Bearing

7. Press the rotor shaftfrom the bearing in the

drive end bracket or support the bracket
in the open jaws of a vice and carefully
drive the rotor shaft from the bearing
by a series of light blows applied to the
end of the shaft with a hide, plastic or
wooden mallet, Figure 33.

NOTE: Open the jaws of the vice sufficiently

to clear the rotor poles. Position the bracket
off centre to the top of the vice to avoid the
slip ring moulding fouling the bottom of the
vice. Temporarily fit the shaft nut flush with
the end of the shaft to avoid damage to the
shaft threads.

Figure 33 8. Remove the rotor spacer from the rotor

Rotor Shaft Removal shaft.

24
------------------------CHAPTER4------------------------
Figure 34
Soldering and Unsoldering Field Winding to
Slip Ring Connections
1. Rotor
2. Connections
3. Slip Rings
4. Bearing
Slip Ring Moulding Assembly Removal
and Installation
1. Note the location of the field winding to
slip ring connections relative to the slip
ring moulding.
2. Using a lightweight soldering iron (25
watt), unsoiderthe slip ring connections,
Figure 34.
3. Withdrawtheslip ring moulding assembly
from the key-way in the rotor shaft.
4. Install the new slip ring moulding assem-
bly and use only resin-cored solder for
re-soldering the connections.
INSPECTION AND REPAIR
1. inspect the fan for cracked or broken fins
and note the condition of the mounting
hole. If the hole is worn from running
loose, install a new fan.
2. Inspect the pulley and replace if worn or
damaged.
25
Figure 35
Slip Ring End Removal
1. Socket
2. Bearing
3. Rotor
4. Pulling Attachment-Tool No. 951
5. Bearing Puller-Tool No.1 001
3. Examine the rotor and stator poles for
signs of rubbing indicating worn bear-
ings.
4. If there is no visible evidence of worn
bearings, check whether the bearings
allow side movement of the rotor shaft,
if so the bearings must be renewed.
NOTE: When fully reconditioning an alter-
nator the bearing should be renewed irres-
pective of apparent condition.
Bearing Removal and Installation
1. Remove the slip ring moulding from the
shaft as previously detailed.
2. Remove the slip ring end bearing from
the shaft using Tool Nos. 951 and 1001
as shown in Figure 35.
IMPORTANT: To avoid damaging the
slotted end of the shaft, insert a socket of
suitable size between the puller screw and
the shaft.
1IlIIIIIIiIIIII1IIIIIIIilIIIII1IIIIIIIIIlIIII1IlIIIIIIiIIiII1IIIIIlIIIIIIII_ _ _iIliIIIIlI1IIII PART 3-ELECTRICAl SYSTEMS 1IIIIIIIIIIIII1IIIIIlIIIIIIII1IIIIIlIIIIIIII_ _ _IIIIiIIIIIIIIII_ __

Figure 36 Figure 37
Drive End Bearing Retaining Circiip and Drive End Bearing Removal
Plate Removal and InstaUation
1. Drive End Bracket 3. Retaining Plate 1. Mallet 3. Drive End Bearing
2. Drive End Bearing 4. Circlip 2. Socket 4. Drive End Plate

3. Remove the drive end bearing retaining 7. Install the drive end bearing retaining
circiip and plate, Figure 36. plate and circlip.

4. Press or tap the drive end bearing from

the bracket with a suitable size socket
8. Tap the slip ring end bearing onto the
as shown in Figure 37.
shaft using a suitable size socket or a drive
tool that exerts pressure on the inner
race only, Figure 39.

NOTE: The alternator bearings are fully

sealed and cannot be serviced.

IMPORTANT: Ensure the rotor field wire

5. Clean the drive end bracket bearing insulation is not damaged and that the wires
cavity, and remove any burrs with a fine are correctly routed within the field wire
abrasive material. guide and the shaft grooves.

6. Tap the drive end bearing into the bracket

using a suitable size socket or a driver
tool that exerts pressure on the outer 9. Install the slip ring moulding on the shaft
race only, Figure 38. as previously detailed.

26
....------..-------------CHAPTER4------------------------

Figure 38 Figure 39
Drive End Bearing Installation Slip Ring End Bearing Installation
1. Mallet 3. Drive End Bearing 1. Mallet 4. Bearing
2. Socket 4. Drive End Bracket 2. Socket 5. Rotor
3. Field Wire Guide

RE-ASSEMBlY INSTALLATION

1. Re-assembly of the alternator follows the 1. Installation ofthe alternator is the removal
disassembly procedure in reverse. procedure in reverse.

On installation observe the following

requ irements:

On re-assembly observe the following

requirement:

lID Ensure the battery ground cable is

disconnected from the battery when
installing the alternator.

lID To avoid misaiignment ofthe end brackets,

install the stator assembly in the drive
end bracket then assemble the slip ring e Adjust the alternator drive belt tension
end bracket to the stator laminations. as previously described in this Chapter.

27
- - - - - - - - PART 3-ELECTRICAL SYSTEMS - - - - - - - - -

28
 PART3
ELECTRICAL SYSTEMS

Chapter 5
CHARGING SYSTEM-ALTERNATOR WITH
EXTERNAL REGULATOR

Section Page
A. CHARGING SYSTEM-ALTERNATOR WITH EXTERNAL 1
REGULATOR DESCRIPTION AND OPERATION
B. CHARGING SYSTEM-ALTERNATOR WITH EXTERNAL 6
REGULATOR-SERVICE PRECAUTIONS,
PRELIMINARY CHECKS AND INITIAL TESTS
C. CHARGING SYSTEM-ALTERNATOR WITH 11
EXTERNAL REGULATOR-OVERHAUL

A. CHARGING SYSTEM-ALTERNATOR WITH EXTERNAL

REGULATOR-DESCRIPTION AND OPERATION

The Ford Tractors feature a negative ground, Model Standard Optional

alternating current charging system com- Alternator Alternator
prising an alternator, alternator regulator, Less Ford Cab:
storage battery and the necessary wires to Ford 2600, 3600, 32Amp 51 Amp
4100, 4600, 5600, Motorola Motorola
connect the circuit. 6600 & 6700

Less Ford Cab:

Ford 7600 & 7700 51 Amp
Motorola
Alternators provide a higher maximum output With Ford Cab:
than the equivalent direct current generators Ford 2600, 3600/ 51 Amp
4100, 4600/ 5600, Motorola
and also increased charge rates at lower 6600,6700,7600
engine speeds. Unlike a direct currentgenera- & 7700
tor, the alternator does not require a commu-
tator and can be run safely at higher speeds.

This Chapter deals with the overhaul and

repair of the alternators featuring an external The alternator is mounted at the front of the
regulator and the following chart shows the engine being belt driven from the crankshaft
options available: pulley, Figure 1.

1
 Figure 1
Alternator Installed on Tractor
1 Alternator
2. Alternator Bracket and Retaining Bolt
3. Alternator Drive Belt
4. Adjusting Bolt
The alternator regulator is separately moun
ted on the hood rear support adjacent to the
battery.
Both the 32 and 51 amp alternators have the
same frame diameters, the variations in rated
output being achieved by differences in the
rotor and stator windings. The stator on the
51 amp alternator is approximately 0·26 in.
(6'6 mm) longer; otherwise the component
parts are generally interchangeable.
Identification is by means of the numbers
'32' or '51' stamped into the amp block on the.
nameplate attached to the rear housing.
The alternator terminals are identified in
Figure 2.
With reference to Figure 3, the alternator
comprises principally:
G Rotor
G Stator
It Rectifier
2
Figure 2
Alternator Terminal Identification
1. Field Terminal
2. Ground Terminal
3. Output Terminal
4. Regulator Terminal
ROTOR
The rotor and brushgear provide the magnetic
field of the alternator unlike a direct current
generator where the field is stationary.
The rotor is belt driven from the eng i nethroug h
a pulley keyed to the rotor shaft which runs in
heavy-duty sealed ball race bearings. An
integral fan, adjacent to the pulley, draws
cooling air through the alternator.
Current is supplied to, and returned from, the
rotor field coil via two carbon brushes which
bear against peripheral slip rings.
The spring loaded brushes are retained within
a cover mounted in the rear housing.
As current passes through the copper wire of
the rotor field coil a magnetic field is
produced and contained within an armature
formed into pole shoes. The configuration
of the pole shoes ensures concentration of
the magnetic field.
 Figure 3
Alternator Disassembled
1. Lockwasher 8. Front Housing 15. Rear Housing
2. Shaft Nut 9. Front Bearing 16. Bearing Rear Retainer
3. Pulley 10. Spring Washer 17. Rear Bearing
4. Key 11. Brush Cover Shield 18. Rectifier Assembly
5. Fan 12. Brush Cover 1 9. Stator Assembly
6. Pulley Spacer 13. Screws 20. Rotor Assembly
7. Nuts 14. Cover and Brush Assembly

STATOR Because alternating current is generated in a

The stator contains the windings into which
current is induced by the revolving magnetic
field of the rotor.
series of pulsations, the rotor features six
pairs of poles to provide an overall smoother
output. For every revolution of the rotor the
output characteristic of each stator winding
completes six cycles.

The stator is fabricated from laminations of

thin steel pressings onto which three separate
wires are wound. The laminations are spe-
cially formed to concentrate and collect the
magnetic field.

Alternatin.g current (A.C) is unsuitable for

During each complete revolution of the rotor,
all three stator windings have induced
currents passing first in one direction and
then the other; in other words a 3-phase
alternating current.
charging the battery, which requires pure
direct current (D.C.) Therefore, the three
stator windings are connected to a rectifier
assembly which rectifies or converts the
alternator output to direct current.

3
- - - - - - - - - PART 3-ElECTRICAl SYSTEMS _____IIIIIIIIIIIIIIIIIIIiaIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII_ _
Figure 4
Rectifier Assembly
1. Diodes
2. Negative Plate
3. Positive Plate
4. Field Diode Assembly
RECTIFIER ASSEMBLY
The rectifier assembly consists of six output
and three field diodes, Figure 4.
NOTE: A diode is basically an electronic
"check valve" which allows current to
flow in one direction only.
Three of the six output diodes are mounted in
a positive plate and three in a negative plate.
The two plates are separated and one end of
each ofthe three stator windings is connected
to a different diode in each plate.
The plates are heat-sinks which both dissi
pate heat and serve as conductors for the
diodes. Two studs on each plate attach the
assemblies to the rear housing. One stud on
the positive plate is the alternator regulator
terminal and the other is the output terminal.
The positive plate is insulated from the rear
housing butthe negative plate is attached and
the upper stud serves as the alternator ground
connection.
4
Figure 5
Alternator Regulator Assembly
As the rotor revolves, the diodes rectify or
convert the alternating current of the
stator to a direct current which may be used
to effectively charge the battery.
The three field diodes are encased in an epoxy
resin and mounted on the positive diode
plate. One end of each of the three stator
output wires also connects to one of these
diodes. The field diodes supply direct
current to the rotor field winding and can
only be replaced as a complete unit.
REGULATOR
The regulator controls and maintains the
alternator output voltage at a safe working
level. The unit consists of diodes, transistors
and calibrating resistors and four wires
connect the regulator into the charging
system, Figure 5.
The regulator components are sealed in
epoxy resin and can only be replaced as a
complete unit.
The regulated voltage level is established in
manufacture and cannot be adjusted in
service.
-------------------------CHAPTER5------------------------
Figure 6
Alternator Charging Circuit
A. To Starter Motor 3. Regulator
B. To Load 4. Rotor Field Winding
1. Solenoid 5. Frame
2. Battery 6. Stator Output Windings
ALTERNATOR OPERATION
With reference to Figure 6.
When the key start switch is turned on a small
current flows from the battery through the
rotorfield winding. The circuit is made via the
charge indicator warning light, the alternator
regulator terminal, the alternator regulator,
the alternator field terminal, the rotor field
winding and ground.
At this stage the warning light is illuminated
and the rotor partially magnetised.
When the engine is started and the partially
magnetised rotor revolves within the stator
windings a 3- phase alternating current is
generated.
A constant portion of the generated current
is converted to direct current by the three field
diodes incorporated in the rectifier pack.
5
7. Rectifier Pack
8. Charge Indicator Light
9. Key Start Switch
This direct current is fed back from the alter-
nator 'REGU LA TOR' terminal tothe regulator
to supplement the current already flowing
through the rotor field winding. This action
results in an ever-increasing magnetic in-
fluence of the rotor along with an associated
rapid rise in generated output current and
voltage.
During the rise in generated output Voltage,
reflected at the alternator 'REGULATOR'
terminal, the brilliance of the warning light is
reduced and when the voltage at the'REGU-
LATOR' terminal equatestothat atthe battery
side of the warning light, the lamp is extin-
guished.
The voltage continues to rise until the pre-
determined regulated voltage level is reached.
I n the event of drive belt breakage the voltage
will not build up within the alternator and so
the charge indicator light will remain on to
indicate failure.
--------PART 3-ELECTRICAL SYSTEMS - - - - - - - - -
B. CHARGING SYSTEM-ALTERNATOR WITH EXTERNAL REGULATOR
-SERVICE PRECAUTIONS. PRELIMINARY CHECKS AND
INITIAL TESTS
SERVICE PRECAUTIONS
To avoid damage to the components of the
alternator charging system, service precau-
tions must be observed as follows:
• N EVER make or break any of the charging
circuit connections, including the battery,
when the engine is running.
• N EVER short any of the charging compon
ents to ground.
• ALWAYS disconnect the battery ground
cable when installing or removing the
alternator.
• ALWAYS disconnect the battery ground
cable when charging the battery in the
tractor using a battery charger.
• ALWAYS observe correct polarity when
installing the battery or using a slave
battery to start the engine.
CONNECT POSITIVE TO POSITIVE
AND NEGATIVE TO NEGATIVE.
Figure 7
Drive Belt Deflection
6
PRELIMINARY CHECKS
Prior to electrical testing, thoroughly inspect
the charging and electrical system.
Checkailleadsand connections for continuity
and tightness.
1. Check the Battery
With an hydrometer, check the battery
is at least 70% charged and in good con-
dition.
2. Check the Drive Belt
Ensure the alternator drive belt and pulley
are in satisfactory condition. Allow 0'5-
0·75 in. (13-19 mm) deflection when
moderate finger pressure is applied to the
longest run of the belt, Figure 7.
3. Check the Alternator Brushes and
Slip Rings.
Check the alternator brushes for wear
and inspect the slip rings for contamina-
tion as detailed later in this Chapter.
INITIAL TESTS
The initial tests may be performed without
removing any of the charging circuit
components from the tractor and enable the
following items to be checked:
• Alternator Field Windings
• Voltage Regulator
• Alternator
------------------------CHAPTER5------------------------

Figure 8 Figure 9
Battery Voltage Test Alternator Field Circuit
1. Alternator 1. Alternator
2. Voltmeter (0-20 Volts) 2. Brush Set
3. Slip Rings
4. Rotor Winding
5. Negative Output
6. Battery
Test equipment required: 7. Key Start Switch
8. Excitation Resistor
• Voltmeter, with 0-20 volt scale. 9. Regulator
10. Field Terminal (Alternator)

• Ammeter, with 0-60 and 0-6 ampere

scales.
NOTE: Most commercial test equipment
incorporates several testing devices within
a single unit. Use such equipment according
• Field Rheostat, wire-wound, 0-50 ohm, to the manufacturer's instructions.
100 watt rating, with alligator clips on
connecting leads.

• Series Resistor, 0·25 ohm, with connect- 1. Battery Voltage Test

ing clip or leads. With reference to Figure 8.

• Carbon Pile (Sun BST-11 or equivalent).

1. Ensure the key start switch is in the 'off

• Volt-Ohm-Milliammeter (Simpson 260
position and the engine stopped.
or equal).

• 12 volt Test Lamp, and 15 watt 110-115

volt A.C. Test Lamp.
2. Connect the voltmeter negative lead to the
'G ROU N 0' terminal and the positive lead
• Diode Tester, any commercial type tothe 'OUTPUT' terminal ofthe alternator.
(optional). Battery voltage should be registered.
If the battery voltage is not registered a
• Assortment of jumper cables with alligator continuity fault in the external circuitry
clips. must be traced and rectified.

1
- - - - - - - - P A R T 3-ELECTRICAL S y S T E M S - - - - - - - - -
Figure 10
Excitation Voltage (Rotor Field) Test
1, Alternator
2. Voltmeter (0-20 Volts)
2. Excitation Voltage Test
NOTE: The results of this test will indicate
if battery voltage and current, controlled
by the key start switch, are passing through
the voltage regulator and into the rotor
(field) winding to provide initial excitation of
the alternator. The circuit involved is shown
in Figure 9.
With reference to Figure 10.
1. Ensure the key start switch is in the 'off
position and the engine stopped.
2. Connect the voltmeter negative lead to
the 'GROUND' terminal and the positive
lead to the 'REGULATOR' terminal of the
alternator.
3. Turn the keystartswitch on but do not start
the engine. The voltmeter should register
approximately 1'5 volts.
If the voltmeter reading is below 1 ·5 volts
a high resistance fault is indicated in the
connections between the key start switch
and the excitation lead of the regulator.
8
Figure 11
Excitation Voltage (Rotor Field) Test with
Jumper Cable Installed
1, Alternator
2. Voltmeter (0-20 Volts)
3. Jumper Cable
If the voltmeter reading exceeds 1 ·5 volts,
a fault is indicated in the regulator or the
rotor (field) winding. By-pass the regu
lator with a jumper cable to isolate the
fault, as shown in Figure 11.
4. Connect the jumper cable between the
alternator 'REGULATOR' and 'FIELD'
terminals. If the voltmeter registers 1·5
volts, the regulator must be replaced as
detailed in this Chapter and the test
repeated.
If the voltmeter reading still exceeds 1 ·5
volts, check the brushes, brush holder
and slip rings for grounding or short
circuit. Then check the current draw ofthe
rotor (field) winding, according to the
"Field (Rotor) Circuit Test", the "Rotor
Coil Current Draw" and "Rotor Coil
(Field) Ground Tests" detailed in this
Chapter.
------------------------CHAPTER5------------------------
Figure 12
Field Current Test
1. Alternator
2. Ammeter (0-6 Amperes)
3. Field Rheostat
3. Field (Rotor) Circuit Test
With reference to Figure 12.
1. Ensure the key start switch is in the 'off'
position and the engine stopped.
2. Disconnect the lead from the alternator
'FI ELD' terminal.
3. Switch the test ammeterto the low current
scale (0-6 amperes) and set the field
rheostat in the maximum resistance
position.
4. Connect the field rheostat and the am-
meter in series between the alternator
"OUTPUT" and "FI ELD" terminals.
5. Slowly reduce the field rheostat resis-
stance and note the ammeter reading.
If the entire field rheostat resistance can
be eliminated with the ammeter indicating
less than 3'5 amperes, the field winding
is not shorted or grounded.
The ammeter reading with the field rheo-
stat resistance eliminated is the current
draw of the rotor (field) circuit. Generally,
this current is approximately 2-2'5 am-
peres at battery voltage.
9
Figure 13
Voltage Regulator Operating Voltage Test
1. Alternator
2. Voltmeter (0-20 Volts)
3. 0·25 Ohm Resistor
If the ammeter tends to vary when the
rotor is slightly turned, the slip rings and
brushes require cleaning as detailed
later in this Chapter.
If normal rotor current cannot be obtained,
the alternator will require disassembly
and replacement of defective parts.
Voltage Regulator Operating Voltage
Test
With reference to Figure 13.
NOTE: Voltage tests are most accurate when
the alternator is charging a fully charged
battery as current output is then at a minimum
and the charging voltage will rise to the
regulators limiting maximum. Therefore,
for a battery which is less than fully charged,
a O· 25 ohm 25 watt resistor should be placed
in series with the alternator output lead to
reduce the current to 8-70 amperes.
1. Ensure the key start switch is in the 'off'
position and the engine stopped.
--------PART 3-ELECTRICAL SYSTEMS - - - - - - - - -
2. Connect the voltmeter negative lead to
ground and the positive lead to the
alternator 'OUTPUT terminal.
3. Start the engine and run for a few minutes
to stabilise component temperature.
The voltmeter reading indicates the level
established by the voltage regulator,
usually 13 ·9-14' 7 volts, depending on
the regulator ambient temperature.
Compare the indicated voltage with the
specified value, see "Specifications"
Chapter 7.
If the voltmeter reading exceeds the speci-
fication, check the regulator ground lead
connection at the alternator 'GROUND'
terminal.
If the ground connection is not faulty, the
alternator regulator must be replaced as
described in this Chapter.
4. Stop the engine, turn the key start switch
to the 'off position and remove the 0·25
ohm resistor.
1 0·3 volts of each other to indicate an
2 26 or 42 amperes for the 32 and 51 amp
Figure 14
Alternator Output and System Test
1. Ammeter (0-60 Amperes)
2. Voltmeter (0-20 Volts)
3. Battery
4. Carbon Pile
5. Alternator
10
Alternator Output and System Test
With reference to Figure 14.
1. Ensure the key start switch is in the 'off
position and the engine stopped.
2. Connect the carbon pile to the battery
terminals.
3. Connect the voltmeter negative lead to the
alternator "G ROU N D" terminal and the
positive lead to the "OUTPUT" terminal.
Connect the ammeter positive lead to the
"OUTPUT" terminal and negative lead
to the battery positive terminal.
4. Start the engine and run at approximately
750 rev/min. for five minutes to stabilise
component temperature.
If the ammeter indicates less than 10
amperes charge, slowly load the battery
with the carbon pile until a 10 amperes
reading is obtained. Observe the volt-
meter reading.
$. Move the voltmeter positive lead to the
battery positive post and note the volt-
meter reading.
The voltmeter readings should be within
acceptable voltage loss.
If the differential exceeds 0·3 volts,
inspect the circuit between the alternator
and the battery for faulty connections.
6. Re-connect the voltmeter positive lead
to the alternator 'OUTPUT terminal and
increase the engine speed to 1600 rev/
min. Increase the carbon pile load until
the ammeter indicates a maximum output.
The voltmeter should register 13-4-
14-4 volts and the ammeter a minimum of
alternators respectively.
If the required alternator output cannot be
achieved, one or more ofthe rectifying diodes
or the stator windings may be defective.
Disassemble and repair the alternator as
detailed in the following Overhaul section.
 C. CHARGING SYSTEM-ALTERNATOR WITH EXTERNAL
REGULATOR-OVERHAUL

REMOVAL 3. Remove the attaching screws and with-

draw the regu lator.
Alternator Removal

1. Disconnect the battery ground cable

( negative) from the battery. DISASSEMBLY

2. 0 isconnect all wires from the alternator, Brush Removal

Figure 15.
1. Remove the two brush mounting screws
3. Withdraw the bolts and remove then lift the cover and dust shield from
the alternator and puHey guard (where the brush assembly.
fitted) from the tractor.

2. the field terminal and gently pull

the brush assembly down and away from
the alternator, 16.
Voltage Regulator Removal

1. Disconnect the battery ground cable

(negative) from the battery.
Rear Housing Removal
2. Disconnect the wiring harness from the
1. Remove the four through bolts and
voltage regulator mounted on the hood
square nuts, Figure 17.
rear support.

Figure 15 16
Alternator I nstalied on Tractor Alternator Brush Removal
1. Alternator 1. Brush Assembly
2. Alternator Bracket and Retaining Bolt
3. Alternator Drive Belt
4. Adjusting Bolt

11
- - - - - - - - - PART 3-ElECTRICAl SYSTEMS - - - - - - - - -

Figure 17 Figure 19
Removing Alternator Through Bolts Pulley Removal
1. ;} in. Socket 1. Oversize Belt

2. Insert two small screwdrivers in the slots 3. Apply pressure at several points around
between the stator and front housing, the stator to extract the rotor and front
Figure 18. housing as an assembly.

NOTE: To avoid damaging the stator core
and windings, do not insert the screwdriver
blades deeper than 0·06 in. (1'5 mm).
Separating Stator from Rear Housing
1. Placethe stator and rear housing assembly
on a clean, flat surface and remove the
locknuts and insulating washers from
the rectifying diode terminal studs.

2. Carefully separate the diode plate studs

from the rear housing. Do not exert
unnecessary pressure on the stator leads.

Pulley Fan and Spacer

1. Remove the shaft nut, lockwasher and

pulley from the rotor shaft by clamping
the pulley in a vice and using an old
oversize belt to protect, Figure 19.

2. Remove the fan, rotor shaft key and

spacer.

Figure 18 NOTE: If the key is seized in the shaft

Separating Stator from Front Housing groove, replace the nut on the shaft and
1. Stator use a screwdriver to lever the key from the
2. Front Housing slot as shown in Figure 20.

12
-------------------------CHAPTER5-------------------------

Figure 20 Figure 21
Rotor Shaft Key Removal Front Retainer
1. Rotor Shaft Key 1. Front Bearing Retainer
2. Spacer

Separating the Rotor from the Front
Housing
1. Use long nose pliers to compress the
ears of the front bearing retaining ring,
Figure 21. Lift the retainer free of the
recess. After the rotor and front housi ng
are separated the retainer can be removed
from the shaft.
2. Separate the housing and rotor from the
bearing by tapping the assembly on a
block of wood, Figure 22. If this method
fails, use special pullers but avoid
damaging the housing.
3. Check the brush spring pressure with a
push-type spring gauge and record the
spring pressure when the brush end is
flush with the moulding. Install new
brushes and springs ifthe pressureexceeds
the specified limits, see "Specifications"
-Chapter 7.
IMPORTANT: Brushes and springs should
always be replaced in pairs.

INSPECTION AND REPAIR

Bushgear Inspection

1. Inspect the brushes for wear. If worn to

less than the length, install
new brushes, see "Specifications"-
Chapter 7.

2. Check for contamination and clean the

complete assembly In cleaning solvent. Figure 22
Blow dry with air. Separating Front Housing from Rotor

13
 23 Figure 24
Insulation and Continuity Test Rear Bearing Retainer Installed
Points 1. Retainer (O~Ring)
1. Field Terminal
2. Insulated Brush
3. Grounded Brush
4. Bracket

4. Check the insulation and continuity with Rear Housing

a 12 volt test lamp or ohmmeter (single
terminal assembly) connected as follows:
1. Check the rear housing for cracks around
With reference to 23. the drilled openings.

~ I nsu~ation Test

Connect between the field terminal and

the bracket.
2. If the bearing bore is scuffed due to the
bearing turning in the casting, repiace
No circuit indicatesa conectassemb!ywith the housing.
no short circuit.

@I Continuity Test

Connect between the field terminal and

the insulated brush then between the 3. Clean the housing in solvent if to be
bracket and the grounded brush. re-used.

A continuous circuit indicates a correct

assembly with no open circuit.

NOTE: In both of these tests, the resistance

should not vary when the brush or 4. Install a new bearing retainer (O-Ring)
lead wire is moved around. in the bore recess, Figure 24.

14
 ,-----------
I 4 JD

25 Figure 26
Soldering and Unsoldering Diode Connections Rectifying Diode Test
Using Pliers as a Heat Guard
1. Soldering Iron 1. Diode Pin
2. Place Pliers between Diode and Solder Point 2. Heat Sink
3. Test Lamp
4. 12 Volt Battery

Rectifier Diodes 4. Reverse the test lead connections.

The lamp should light during one half

1. Note the arrangement of the stator of this test only. Ail diodes in the same
winding connections to the rectifier heat sink must test alike. if anyone diode
diode connecting pins. Using long nosed is defective renew the complete assembly.
as a heat guard and a lightweight
iron watt), unsolder the
connections to the diodes, as shown in
25.

2. Test each of the rectifying diodes with a

commercia! diode tester or by t"r\'n no,..."!", n n
a 12 volt battery and test lamp in series
with one of the diodes, 26.

NOTE.: One test lead is applied to the diode

connecting pin and the other to the heat
sink into which the diode is mounted, Figure
27.
Figure 27
Diode
1. Do not use Studs
2. Heat Sink
3. Note if the 3. Diode Connecting Pins

15
_ _ _ _ _ _ _ _IiIIIIIIIIIIII_ _ _ _ PART 3- ElECTfUCAl SYSTEM S ____________1l!I!IiIIfIIII1II1I!IIIIIII!I

28 Figure 29
Stator Assembly Delta Winding
1. Slots 1. Stator Junction
2. Winding Ends 2. Stator Junction
3. Steel Plates 3. Stator Junction
4. Windings

Stator NOTE: The resistance of each winding is

1. The alternator stator assembly, Figure 28,
consists of three individual windings
wound on a common core or lamination.
The lamination is epoxy coated to provide
durable insulation.
very low, being approximately O' 1 ohm.
Therefore, the ohmmeter test will indicate
continuity, open circuit or ground without
due reference to actual value or resistance.
The 12 volt test lamp will also indicate
continuity, open circuit or ground.

NOTE: Disc%uration of the enamel on the

windings is evidence of overheating and a
shorted condition.

5. Re-assembie the stator and diodes using

2. The alternators feature a "Delta" wound
only resin core solder to ensure good
stator, Figure 29, and the ends of the electrical connections. Route the leads
three windings form three of
in their original position for ease of
two conductors each.
assembly.

3. Unsolder the diode connecting leads

from the stator junctions, Figure 30.
Separate the leads as shown in Figure 31.

4. Use an ohmmeter or 12 volt test lamp I M PO RTANT: Use a heat shield to protect
to test each of the circuits A, Band C the diodes when re-soldering them to the
for faults. stator.

16
------------------------CHAPTER5------------------------
Figure 30
Stator Connecting Lead Junctions
1. Diode Connecting Leads
2. Stator
3. Stator Junctions
Fan, Pulley and Spacer
1. I nspect the fan for cracked or broken fins
and note the condition of the mounting
hole. If the hole is worn from running
loose, install a new fan.
2. Inspect the pulley for possible wear on
the drive surfaces and check the condition
of the bore and keyway.
3. Examine the spacer for cracks. Install a
new spacer if cracks are evident.
17
Figure 31
Stator Connecting Leads Separated for Test
Purposes
1. Circuit A
2. Circuit B
3. Circuit C
Rotor and Front Housing
1. I nspect the front bearing cavity for
evidence of wear. Note the condition of
the retainerrecess and replace the housing
if necessary. If the original housing is
to be re-used, clean with solvent then
dry with compressed air.
2. Examine both the rotor and stator poles
for signs of rubbing indicating worn
bearings.
3. If there is no visible evidence of worn
bearings, check whether the bearings
allow side movement of the rotor shaft,
if so the bearings must be renewed.
NOTE: When fully reconditioning an
alternator the bearings should be renewed
irrespective of apparent condition. The
bearings are fully sealed and cannot be
serviced.
 32 34
Front Removal Front ..... a'~nr'"
1. Plate-- Tool No. 630-··1 Front
2. Front 2. Retainer
"
.J. No. 951 3. Front
4. Puller··-··Tooi No.1 001

Removal and Installation 2. Remove the front retainer from

the inspect for distortion and
Use Tool Nos. 951 and 1001 to the rond'.lr'o if necessary.

rotor shaft as

3. Clean the front cavity and

remove any burrs or sharp

4, Press or tap the front bearinq into the

a 1 ~~ in, (29 socket
or a driver tool that exerts pressure on
the outer race 33.

33 5. the hant retainer in

Front nstallation the recess, re 34. Ensure the retainer
1. locks into the recess and the
2. Sock~
3. with the open in the
4. Mallet housing.
 Figure 36
Rear Removal Rear Bearing Installation
1. Puller--·Tool No.1 001 1. in. (12 mm) Socket
2. Rear Bearing 2.
3. Pulling Attachment---Tool No. 951 3. Rear Bearing
4. in. (5 mm) Socket 4. Press

6. Use Tool Nos. 951, 1001 and a in.
(5 mm) socket to pun the rear bearing
from the rotor as shown in Figure 35.
10. Use an in. (18 mm) deep socket or
suitable sleeve contacting the inner
bearing race only, to press the front
housing and bearing over the rotor
shaft untii the bearing contacts the
shoulder on the shaft, Figure 37.

7. Inspect the for

lubrication.

8. Support the front of the rotor shaft in a

press. Use a in. (12 mm) socket, or
suitable sleeve that exerts pressure on
the inner race only, to press the rear
ha~U'·'n,., over the rotor, Figure 36.

31
Pressing Front Housing (With Bearing Installed)
9. Support the base bearing over Rotor Shaft
of the rotor ina press then place the 1. in. (18 mm)
2. Housing and
front and assembly over 3. Rotor
the shaft. 4. Press

19
--------PART 3-ElECTRICAl SYSTEMS----IilIIIlIIIIIlIl!lllllllll!l1-----

figure 38 39
Rotor Test Points Rotor Coil Current Draw Test
1. Tests A and B 1. Voltmeter 4. Field Rheostat
2. Tests C and D 2. Ammeter 5. Slip Rings
3. Wear Points 3. 12 Volt Battery

ROTOR ELECTRICAL TESTS 2. Connect a voltmeter between the slip

rings with the positive lead attached to
the same slip ring as the ammeter negative
lead.

Check the rotor assembly, Figure 38, for

electrical performance as follows:

3. Set the field rheostat to the maximum

resistance position and attach a jumper
Test A-Rotor Coil Current Draw cable from the battery negative terminal
to the other slip ring.
With reference to Figure 39.

1. Connect a field rheostat in series with an 4. Adjust the field rheostat until the volt-
ammeter and the battery positive terminal. meter registers 10 volts.

Connect the black (negative) lead from

the ammeter to one of the two rotor 5. The ammeter should read 1 ·8 to 2-4 amps
slip rings. at 70o-80°F (21 O~2rC).

20
-----------------------CHAPTER5-----------------------
Test B Rotor Coil Resistance

1. Use an ohmmeter to check the resistance

of the rotor coil winding by connecting
the leads to the two slip rings. The
resistance registered should be 4,0-5,2
ohms.

If the resistance is less than 4·0 ohms,

a short circuit in the rotor coil is indicated.

If the resistance is greater than 5·2 ohms,

a broken winding or defective slip ring
connection is indicated and the rotor
assembly should be replaced.
Figure 40
Rotor Coil (Field) Ground Test
1. Rotor Shaft
2. Slip Rings
3. 110 Volt A.C. Supply
Test C-Rotor Slip Ring Ground Test 4. 110 Volt 15 Watt Test Lamp

1. Using a 12 volt test light, touch one test

probe to the rotor shaft and the other
probe to each slip ring in turn. If the light
is illuminated when either of the slip
rings are contacted, a grounded slip ring
is indicated and the rotor assembly should
be replaced.
2. Clean the brush contacting surface of
the slip rings with a petrol-moistened
cloth.
Test D-Rotor Coil (Field) Ground Test
Defective coil or lead wire insulation allowing
the wire to contact any metal parts of the
rotor will ground the rotor (field) coil.
Damage to the regulator can result and the
alternator will fail to reach the rated output.
By using a relatively high voltage for this
check, slight leakage can be detected before
actual failure occurs.

WA R N I N G: A void touching the bare test

If the slip rings are burnt and require probes, as a severe electrical sho,ek will
re-finishing, use very fine glass paper result.
(not emery cloth) and wipe clean.

With reference to Figure 40.

NOTE: Ensure the re-finishing glass paper
is sufficientlv fine to produce a highly
polished slip ring surface otherwise brush
wear will occur.
1. Connect a 110 volt A.C. supply operated
1 5 watt test lamp between each of the
slip rings in turn and the rotor poles and
shaft.

3. Check for a worn key slot, bearing

surfaces, stripped threads and scuff
marks on the pole fingers. Replace the
rotor if any of the above faults are
observed.
The test lamp should not light.
Replace the rotor assembly if the slightest
glow is detected in the test lamp.

21
 41 43
Diode Insulators-Internal Alternator Bench Check (Less
1 Not Insulated 1, Ammeter
2. Positive D iade Assembly 2. Voltmeter
3. Sleeves and Washers 3. 12 Volt Battery
4, 4. Field Rheostat

RE-ASSEMBlY

Re-assembly of the alternator follows the

in reverse. On re-
observe the following
ments:

® Ensure the internal

washers are correctiy over the
",..,,.,..,. .... ,,,"''''' diode studs, as shown in
41.

® After the diode studs

the openings in the rear housing, position
the external insulating washers as shown
in 42. instal! the locknuts and
42 tighten securely.
Diode I nsu lators- External
1. Diode
2, Not Insulated
3, I Washers lID After conduct the "A!ternator
4. Assembly Bench Check" as follows.

22
------------------------CHAPTERS-----------------------
ALTERNATOR BENCH CHECK
1. Mount the alternator in a test fixture
capable of providing 3000-4000 alter-
nator rev Imino
2. Set the drive motor direction of rotation
as required by the alternator fan to ensure
proper cooling.
3. Connect the test circuit as shown in
Figure 43.
4. Switch the ammeter to show possible
discharge during connection. Reverse
the meter for the output test.
5. Set the field rheostat to the maximum
resistance before connection into the
system.
6. Start the drive motor and adjust to obtain
3000-4000 alternator rev/min.
7. Reducethe resistance of the field rheostat.
The alternator should now commence to
charge .
23
8. Continue to reduce the rheostat resistance
until the alternator reaches the rated
output, see "Specifications" ~Chapter 7.
DO NOT operate the alternator for more
than a few minutes in this manner due
to lack of voltage control.
If the alternator delivers the rated current
output, terminate the test.
If the rated output cannot be obtained,
then the rotor, stator or diodes are
faulty.
INSTALLATION
Installation of the alternator is the removal
procedure in reverse. On installation observe
the following requirements:
• Ensure the battery ground cable is dis-
connected fromthe battery when installing
the alternator.
• Adjust the alternator drive belt tension as
previously described in this Chapter.
- - - - - - - - P A R T 3-ELECTRICAL S y S T E M S - - - - - - - -

24
 PART 3
ELECTRICAL SYSTEMS

Chapter 6
IGNITION SYSTEM

Section Page
A. DESCRIPTION 1
B. IGNITION SYSTEM TESTS 3
C. DISTRIBUTOR 11
D. DISTRIBUTOR DRIVE 21
E. IGNITION COIL 24
F. SPARK PLUGS AND WIRES 25

A. DESCRIPTION

The igniton system consists of the distributor The secondary circuit consists of the ignition
and distributor drive assembly, ignition coil, coil secondary windings, the ignition coil
spark plugs, and wiring necessary to connect secondary lead, distributor rotor, distributor
the components. See Figure 1. The purpose cap, spark plug wires, and the spark plugs.
of the ignition system is to have available, at
the proper spark plug, enough voltage to
cause a spark to jump the spark plug gap for
ignition of the fuel-air mixture in the cylinder.

Two basic circuits, the primary (low Voltage)

circuit and the secondary (high voltage)
circuit, are contained in the ignition system.

The primary circuit consists of the battery

and alternator, key-starter switch, ignition
coil primary windings, distributor contact Figure 1
breaker points, condenser and associated Ignition System Schematic
primary circuit wiring. The purpose of the A. To Starter
primary circuit is to build up a strong B. To (+) Battery Terminal
magnetic field in and about the ignition coil 1. Distributor
2. Starter Relay
secondary windings, and to cause the field 3. Key Starter Switch
to collapse when required. 4. Coil

1
- - - - - - - - P A R T 3-ELECTRICAL SYSTEMS - - - - - - - - -
The purpose of the ignition system is to
provide a spark to ignite the fuel-air mixture
at the proper instant under all operating
conditions. As stated previously, the ignition
system is divided into two different circuits,
the low voltage or primary circuit, and the
high voltage or secondary circuit. The primary
circuit consists of the:
• Battery
• Key-starter switch and low tension wires
• Primary circuit resistance wire (when
installed)
• Primary windings of the ignition coil
• Distributor contact breaker points
• Ignition condenser
The secondary circuit consists of the:
• Secondary windings of the ignition coil
• High tension wires
• Distributor rotor and cap
• Spark plugs
2
With the key-starter switch in the 'start'
position and the distributor contact points
closed, the current in the primary circuit
flowsfromthebattery, throughthelowtension
wires, through the ignition coil primary
windings, through the distributor contact
points, and back to the battery through
ground.
The flow of current through the primary
windings creates a strong magnetic field
within the ignition coil.
When the contact points begin to open, the
primary circuit is broken and the low voltage
current flows into the condenser. The con-
denser stops the flow of the primary current
suddenly, resulting in a quick collapse of the
magnetic field around the coil primary
windings.
This action induces a high (secondary) vol-
tage in thesecondarywindingsofthecoil. The
high voltage carries the required current
from the coil, through a high tension wire,
to the distributor center terminal. From the
center terminal, the high voltage is trans-
mitted by the distributor rotor to the correct
spark plug wire contact in the distributor
cap, to the spark plug high tension wire,
and into the spark plug. The current passes
through the spark plug and across the spark
plug gap where a spark occurs, resulting in
the ignition of the fuel-air mixture in the
combustion chamber.
The spark timing is regulated by centrifugal
and vacuum spark advance mechanisms.
------------------------CHAPTER6------------------------

Figure 2 Figure 3
Centrifugal Spark Advance Mechanism Vacuum Spark Advance Mechanism
1. Secondary Spring 1. Flat Washers
2. Stop 2. Spring
3. Weight 3. Stop
4. Distributor Shaft Plate 4. Breaker Plate
5. Primary Spring 5. Breaker Point Assembly
6. Tab 6. Link
7. Distribution Cam 7. Diaphragm

The centrifugal spark advance, Figure 2,
through a set of weights and springs,
advances the spark as required for engine
speed and maximum power. The weights
are attached to the distributor cam assembly
which rides on the distributor shaft. As engine
speed is increased, the outward movement
of the weights overcomes the spring
tension and advances the cam assembly in
relation to the distributor shaft, providing an
earlier spark.
The vacuum spark advance, Figure 3,
provides the spark timing required for fuel
economy under part throttle operations. This
advance is additional to the centrifugal
advance obtained under these conditions.
The vacuum advance is operated by engine
vacuum which acts on a diaphragm attached
to the distributor breaker plate: When a
vacuum is applied, the breaker plate is
rotated against the direction of rotation of
the cam assembly, advancing the spark.

B. IGNITION SYSTEM TESTS

Trouble in the ignition system is caused by a
failure in the primary circuit, secondary
circuit, or by improper ignition timing. For
easier and rapid diagnosis, and for most
conclusive tests results, it is recommended
that an oscilloscope be used to diagnose
ignition system problems.
When using the test equipment, follow the
manufacturer's recommended test proce-
dures. If test equipment is not available,
observe the following test procedures.
Ignition system specifications are outlined
in the "Specifications" -Chapter 7.

3
- - - - - - - - P A R T 3-ELECTRICAL S y S T E M S - - - - - - - -
Prior to testing the ignition system, note the
following points:
• To accurately check the ignition system,
the battery must be fully charged;
otherwise, specified test values cannot be
obtained. Check the battery, see "Battery
Tests" -Chapter 2.
• In each of the ignition system checks, the
engine must be cranked to obtain a
voltmeter reading.
• Remove the coil-to-distributor high ten-
sion lead from the distributor and ground it
to prevent the engine from starting
during cranking.
PRIMARY CIRCUIT
Voltage at the Coil
1. Attach the voltmeter positive lead to the
ignition coil "BAT' (Battery) terminal.
2. Attach the voltmeter negative lead to a
good ground.
3. Crank the engine and observe the voltage
reading. The voltage reading should be
approximately battery voltage.
• If the voltage reading is approximately
the same as battery voltage, the primary
circuit from the battery to the coil is
satisfactory. Proceed to "B. Ignition
Coil Test".
• If the voltage reading is more than
O' 7 volt below battery voltage, proceed
to Step 4.
4
4. With the voltmeter leads still in position,
attach a jumper lead between the battery
positive terminal and the ignition coil
"BAT'terminal.
• If the voltage reading does not change,
check the ground circuit as detailed on
page 5. If the voltage reading does
not exceed 0·2 volt during the ground
circuit test, the ignition coil is defective;
if the voltage reading exceeds 0·2 volt,
the ground circuit is poor. Check the
connections and if necessary install
a new cable.
• If the voltage reading changes to
approximately battery voltage, there is
an excessive voltage drop (resistance)
in one or more of the components in the
circuit from the battery to the ignition
coil. Without disconnecting the volt-
meter leads, check the individual
components by using a jumper lead to
bypass each portion of the circuit as
outlined below.
NOTE: Install a new component if, during
any of the checks in Step 4, the voltmeter
reading was approximately battery Voltage.
Ignition Coil-to-Starting Motor Relay
Wire:
Connect jumper lead between battery
positive terminal and relay input terminal.
Starting Motor Relay-to-Key-Starter
Switch Wi re :
Connect jumper lead between relay input
terminal and key-starter switch "BAT"
terminal.
Key-Starter Switch:
Connect jumper between key-starter switch
"BAT" terminal and key-starter switch
"accessory" terminal.
Key-Starter Switch-to-Ignition Coil
Wire:
Connect jumper lead between key-starter
switch "accessory" terminal and ignition
coil "BAT" terminal.
------------------------CHAPTER6------------------------
Ignition Coil Test
If correct battery voltage is available at the
ignition coil "BAT" terminal, check the
voltage at the ignition coil "OIST' (distribu
tor) termi nal as follows:
1. Attach the voltmeter positive lead to the
ignition coil "OIST' terminal.
2. Attach the voltmeter negative lead to a
good ground.
3. Reinstall the high tension lead in the
distributor and start the engine.
4. With the engine idling, the voltmeter
reading should be 9·6 volts, or more. If
the voltage is less than 9·6 volts, install a
new ignition coil as detailed in Section
E of this Chapter.
NOTE: A weak battery will cause a lower-
than-normal voltage reading.
CONDITION IDENTIFICATION
BURNED
EXCESSIVE
METAL
TRANSFER
OR PITTING
Figure 4
Breaker Point Inspection
5
Contact Breaker Point Resistance
1. Connect the voltmeter positive lead to the
ignition coil "OIST" terminal.
2. Attach the voltmeter negative lead to a
good ground.
3. With the contact breaker points closed,
the voltmeter reading should not exceed
0·1 volt If the reading is greater than 0·1
volt, install new contact breaker points
as detailed in Section C of this Chapter.
NOTE: If the voltmeter indicates battery
voltage after connecting the voltmeter leads,
the points are open. To close the points,
crank (but do not start) the engine using the
key-starter switch.
4. Check the condition of the contact
breaker points. See Figure 4.
DESCRIPTION OR CAUSE
Any discoloration other than a frosted slate
grey shall be considered as burned points.
I ncorrect alignment. Defective condenser.
Extended operation of the engine at speeds
other than normal
- - - - - - - - PART 3-ELECTRICAL SYSTEMS - - - - - - - - -
SECONDARY CIRCUIT
Ignition Coil-To-Distributor High
Tension Lead
1. Remove the ignition coil-to-distributor
high tension lead from the distributor.
2. While cranking the engine, hold the high
tension lead approximately 0·75 in.
(19 mm) from a good ground.
3. Observe the spark. If the primary circuit
is in good condition, a blue spark should
jump the gap regularly. If not, either the
high tension wire or the secondary
windings in the ignition coil are defective.
To install a new ignition coil, refer to
Section E of this Chapter.
Distributor- To~Spark Plug High
Tension Leads
Check each spark plug lead as follows:
1. Disconnect the lead from the spark plug
and push the lead terminal through the
insulator.
NOTE: The spark plug terminal on the high
tension lead must extend outside the
insulator to properly check the gap, as
outlined in Steps 2 and 3 below. An
adapter wire may be used by inserting it into
the connector inside the insulator, providing
a good connection is made.
2. While cranking the engine, hold the end
of the lead (or adapter) approximately
0·5 in. (13 mm) from a good ground.
CAUTION: Place the transmission selector
lever in neutral before cranking the engine.
6
3. Observe the spark. A blue spark should
jump the gap regularly. If not, either the
rotor or distributor cap is defective, or
hair line cracks exist in the rotor or
distributor, or the spark plug wires are
defective.
Ignition Coil Polarity
Polarity is checked by connecting a volt-
meter positive lead to grou nd and the negative
lead to a spark plugterminal (engine running).
If the voltmeter reads upscale, polarity is
correct; if it reads downscale, it is reversed.
If reversed polarity is detected, reverse the
wires attached to the "DIST" and "BAT"
terminals on the ignition coil.
SPARK PLUGS
If the checks under "Distributor-to-Spark
Plug High Tension Leads" are satisfa<;:tory,
inspect and clean the spark plugs. If a spark
plug tester is available, check the plugs for
compression leakage following the manu-
facturer's instructions for the use of the
equipment.
INITIAL IGNITION TIMING WITH A
TIMING LIGHT
NOTE: Always check ignition timing with
the vacuum line disconnected.
1. Disconnect the No.1 spark plug wire from
the distributor cap. Plug a timing light
adapter, similar to the one shown in
Figure 5, into the distributor cap and into
the spark plug wire. Connect the secon-
dary (high tension) lead of the timing
light to the adapter.
-------------------------CHAPTER6------------------------

Figure 6
Distributor Weight Assemblies
1. Weight
Figure 5 2. Primary Spring
Ignition Timing 3. Adjusting Tab
4. Weight
1. Primary (Black) Lead to Battery ( ) Terminal 5. Secondary Spring
2. Adapter 6. Adjusting Tab
3. Secondary Lead 7. Cam
4. Flywheel Housing Opening
5. Primary (Red) Lead

2. Connect the primary negative (black) CENTRIFUGAL AND VACUUM

lead of the timing light to the battery
ground terminal. Connect the primary
positive (red) lead to the battery positive
terminal.
3. Start the engine and direct the timing light
onto the flywheel housing opening,
Figure 5. The timing should be as out-
lined in "Specifications" -Chapter 7.
4. If the timing is not correct, loosen the
distributor timing clamp bolt and turn the
distributor clockwise to advance the
timing or counter-clockwise to retard
the timing. Tighten the timing clamp bolt
after setting the timing.
5. Reconnect the vacuum line.
ADVANCE
If it is necessary to check the distributor
advance mechanisms, a distributor tester
must be used. Follow the manufacturer's
instructions for proper use of the tester.
Refer to Figure 7 for the centrifugal advance
curves, and Figure 8 for the vacuum advance
curves.
Centrifugal Advance Setting
If the centrifugal minimum advance setting
is not within the specified limits, Figure 7,
adjust as follows:
1. Align the primary spring adjustment tab
with the hole in the upper breaker plate,
and bend the tab in the required direction
with a screwdriver. Bend the primary
spring adjustment tab, Figure 6, away
from the distributor shaft to decrease the
advance, and toward the shaft to increase
the advance.

7
--------PART 3-ELECTRICAL SYSTEMS - - - - - - - -

12
11 I
10 1
9
II
8 III
7
6
J/
5
II
1/
.4
3
/1
2
JI
VI
1
o -
,-
r-/I/
,/
·1
500 1000 1500 2000 2500
A
12
11 I
10 /
9 IfJ
8 pf
7 'I
6 II,
5
.4
AI
V)
3
JI/
2 f/
1
o
-1
500 1000 1500 2000 2500
B
15
14
13 J
12 If
11 IV
If/
10
9
If
'J
X ~ f
if
6
5
V.
4 IV
3
l
2
JII
1 /
~I- -iJ
o P"""' -po-
-J
500 1000 1500 2000 2500
~I·-----------------'f----------------~~I
C
Figure 7
Centrifugal Spark Advance Curves
A. Distributor, Part No. C7NF-12127~B X. Distributor Advance-Degrees
B. Distributor, Part No. C7N F-12127-A Y. Distributor Speed- Rev/min.
C. Distributor, Part No. C7N F-12127-E

8
------------------------CHAPTER6------------------------

10
9
S
7
6
5
.4
3
1/
2
i.-" ~
1
_I-"
o """"
5 10 15 20 25
A

10
9
8
7
6
5
.4 1/
3 I
v
2
1 i.-" ~ I
o I-" ....... """ V

5 10 15 20 25
B

f!
x 5
v
v

11 ....... ~ I-'"
_......
- f-'
V

5 10 15 20 25
I~·------------------,,------------------~·I
C
Figure 8
Vacuum Spark Advance Curves
A. Distributor, Part No. C7NF-12127-B X. Distributor Advance-Degrees
B. Distributor, Part No. C7NF-12127-A Y. Distributor Speed-Rev/min
C. Distributor, Part No. C7N F-12127-E

9
- - - - - - - - P A R T 3-ELECTRICAL SYSTEMS - - - - - - - -
2. After making the adjustment, recheck the
minimum advance point. If proper adjust-
ment cannot be obtained, install a new
primary spring and readjust the spring tab
as necessary.
3. Check the maximum advance point. If
the maximum advance point is not within
limits, bend the secondary spring adjust-
ment tab as required, Figure 6, in the same
manner as for the primary spring adjust-
ment in Step 1. If necessary, install a
new secondary spring and readjust the
spring tab as required.
4. Recheckthecompletecentrifugal advance
range to be sure the distributor is within its
operating range at minimum, intermed-
iate, and maximum advance points.
Vacuum Advance Setting
If the vacuum advance is not within the
specified limits, Figure 8, add or remove the
diaphragm spring flat washers, Figure 3,
as required. Adding washers between the
diaphragm spring and the diaphragm plug
decreases the advance, and removing
washers increases the advance.
CHECKING IGNITION CONTACT POINT
DWELL ANGLE
Dwell angle is the number of degrees of cam
rotation in which the contact points remain
closed. The dwell ilngle must be properly set
so the ignition coil has time to build a mag-
netic field. Dwell angle is extremely impor-
tant at high engine speeds because of the
reduced time for the ignition coil to build this
magnetic field.
10
At low and high speed operations, both dwell
angle and point gap must be correctly set
to provide good all around ignition system
performance. There is a definite relationship
between point gap and point dwell angle.
See Figure 17. When the point dwell angle is
increased, point gap is decreased and vice
versa. Thedistributorisdesigned sothatwhen
dwell is properly set, the gap should also be
properly set. However, it is not sufficient to
check only the dwell or only the gap.
Several items can cause insufficient gap
even though the dwell is properly adjusted.
Among these are improper or wrongly
positioned fiber block, worn cam lobes or
fiber block, or the wrong type breaker point
assembly.
The most accurate method of checking the
dwell angle is with an oscilloscope or a dwell
meter. Several types of dwell meters, both
electrical and mechanical, are available .
• Connect the dwell meter by following the
manufacturer's recommendations fur-
nished with the unit.
• Record the dwell angle as indicated by the
dwell meter.
NOTE: Most dwell meters will not have a
3-lobe position (for 3-cylinder engines).
Therefore, it will be necessary to use the
6-lobe position. The 35°-38° dwell angle will
read 70°-76° when using the 6-lobe
position.
Ignition point dwell angle is normally
determined by point gap. Ignition points
that are not adjusted properly will cause
extended or retarded dwell, and subsequent
misfiring.
-------------------------CHAPTER6------------------------
The followi ng items shou Id be considered
when adjusting point dwell angle:
• Points that are pitted or corroded cannot
be adjusted properly.
• An excessively worn fiber block will
prevent proper point adjustment
• The distributor shaft must be properly
aligned; a bent distributor shaft will
causea distorted dwell ang Ie measurement.
• The cam must be properly lubricated to
allow proper travel of the fiber rubbing
block.
C. DISTRIBUTOR
DESCRIPTION
The distributor is mounted on the distributor
drive housing and is driven at one-half engine
speed. The distributor contains the distributor
cap, rotor, dust cover, breaker points, igni
tion condenser, and the spark advance mech-
anisms required to properly time the spark.
Distributor Cap, Rotor and Breaker
Dust Cover
The distributor cap fits over the distributor
housing and is retained by two metal clips.
Aluminum inserts are cast into the cap towers
to hold the ends ofthe spark plug wires. These
inserts extend down inside the cap and make
an electrical contact (through an air gap)
with the metal strip protruding from the outer
end of the rotor. This strip serves to extend
the secondary circuit to the applicable
spark plug as the distributor shaft rotates
and the rotor moves from plug wire contact
to plug wire contact.
The opposite end of the strip bears against a
carbon button located under the center or
ignition coil terminal of the distributor cap.
11
The dust cover divides the high and low
tension sides of the distributor and serves
to seal foreign material and moisture from
gaining access to the breaker points and
advance mechanism. An O-ring is used at the
outside of the cover to form a seal with the
distributor housing and a felt washer at the
center of the cover to form a seal with the
distributor shaft
Breaker Points
The fu nction of the breaker poi nts is to open
and close the primary circuit to interrupt the
current flow through the primary winding
of the ignition coil, thus causing the coil to
produce voltage high enough to jump the
gap at the spark plugs at the desired instant
during the compression stroke.
Condenser
The condenser, connected across the breaker
points, suddenly stops the flow of electricity
in the primary circuit when the breaker
points begin to open. This prevents arcing
at the breaker points while the points are
opening, and quickly collapses the magnetic
field in the coil.
Spark Advance Mechanisms
The spark advance mechanisms time the
delivery of the hig h voltage current to the
cylinders at the exact instant to ignite the
fuel-air mixture. The advance mechanisms
are:
• Vacuum advance, which regulates the
spark timing required for maximum
economy under part throttle operations.
• Centrifugal advance, which regulates the
spark timing required for speed and
maximum power.
- - - - - - - - P A R T 3-ELECTRICAL S Y S T E M S - - - - - - - - -
DISTRIBUTOR OVERHAUL
REMOVAL
1. Disconnect the primary wire from the coil
"BAT" terminal.
IMPORTANT: Be sure the key-starter
switch is in the "OFF" position.
2. Loosen the vacuum line at the intake
manifold. Remove the vacuum line from
the distributor and swing it out ofthe way.
3. Disconnect the spark plug wires and the
secondary high tension lead from the
distributor terminal housing ( cap).
4. Unsnap the distributor cap clamps and
remove the cap from the distributor.
Note the position of the rotor in relation
toa fixed point on the distributor housing
for installation purposes.
5. Remove the distributor timing clamp
retaining bolt and lift the distributor
from the drive housing, Figure 9.
6. Cover the distributor hole in the drive
housing to prevent the entry of foreign
material.
Figure 9
Distributor Removal
1. Distributor 2. Timing Clamp
12
DISASSEMBLY
With reference to Figure 10.
Remove the rotor and dust cover.
2. Remove the retaining clip that secures
the diaphragm arm to the upper breaker
plate.
3. Remove the screw and lockwasher
assembly, and the flat washer that
secures the vacuum advance assembly
to· the distributor base; then left the
diaphragm arm off the pin and remove
the vacuum advance assembly.
4. Disconnect the primary wire and the
condenser wire from the breaker point
assembly. Remove the primary wire
from the distributor housing. (Pull
the wire from the inside to avoid
damaging the seal).
5. Remove the condenser and breaker
point assemblies. Remove the ground
wire from the lower breaker point plate.
NOTE: Two types ofbreaker point assemblies
are used on Ford Tractors; a pivoting-type
and a non-pivoting type. See Figure 75. The
function adjustment of both types are the
same; however, the electrical connection
on the pivoting-type is secured with a lock
washer and nut, whereas the non-pivoting-
type uses a screw.
------------------------CHAPTERS-----------------------

I-~
Ig @
I
I

Figure 10
Distributor-Disassembled
1. Weight 14. Upper Breaker Plate
2. Weight Spring 15. Ground Wire
3. Distributor Shaft 16. Condenser
4. Bushing 17. "0" Ring
5. Primary Wire 18. Dust Cover
6. Screw and Lock Washer 19. Seal
7. Timing Clamp 20. Seal Retainer
8. Driven Gear 21. Rotor
9. Bracket and Clamp 22. Cap
10. Base 23. Wick
11. Vacuum Advance Assembly 24. Cam Retainer
12. Breaker Point Assembly 25. Cam Assembly
13. Lower Breaker Plate 26. Thrust Washer

6. Remove the lubrication wick from the 8. Detach the bracket and clamp assem-
top of the cam assembly. blies by removing the two retaining
screws.

7. Detachthe upper breaker plate byremov- 9. Remove the lower breaker plate. Using
ing the retaining clip, flat washer, and a pair of needle-nose pliers, remove the
spring washer. cam retainer.

13
---------PART 3-ELECTRICAl SySTEMS------------
Figure 11
Distributor Shaft Bushing Removal
1. Distributor Shaft Bushing Remover and
Installer, Tool No. SW-503
10. Unhook and remove the centrifugal
advance weight spring.
NOTE: Mark each advance spring, weight
and adjusting tab so they will be reassembled
correctly. The primary spring is the spring
under tension when in a static position.
11. Remove the cam assembly.
12. Remove the distributor shaft thrust
washer.
13. Remove the distributor weight retaining
clips and remove the weights.
14. If the gear and shaft are to be reused,
mark them so the pin holes can be easily
aligned during reassembly. Remove the
gear by using a small punch to drive out
the retaining pin. Press the gear off the
shaft.
15. Pull the shaft out of the top of the
distributor housing.
14
16. Remove the O-ring seal from the
distributor base.
17. Scribe a mark on the timing clamp and
distributor housing for an aid in
reassembly. Removethetiming clamp by
removi.ng the screw and square head
nut and sliding the clamp off the bottom
of the distributor housing.
18. If the shaft bushing is damaged, or not
within specified limits, remove it from
the distributor housing. Where available,
use Distributor Shaft Bushing Remover
and Installer, Tool No. SW 503, Figure
11.
INSPECTION AND REPAIR
1. Soak all parts of the distributor (except
the condenser, breaker point assembly,
lubricating wick, vacuum diaphragm,
oil seals and electrical wiring) in a mild
cleaning solvent or mineral spirits. With
a clean dry cloth, wipe all parts
mentioned above that cannot be immer-
sed.
2. After dust deposits have been loosened
by soaking, scrub the parts with a soft
bristled brush. Dry the parts with com~
pressed air.
NOTE: Do not use a wire brush, file, or
other abrasive material to clean the parts.
3. I nspect the cap and rotor for cracks and
carbon tracks which will cause the high
tension current to short out to ground.
Also check these parts for bu rned termi nals
and any indications of erosion. The
breaker cover should be inspected for
breakage. If the felt and O-ring seals are
damaged, new ones should be installed.
 Figure 12 Figure 13
Distributor Shaft Installation the Distributor Shaft
1. Tool No. SW-503 1.
2. Washer

4. Inspect the bearing surface of the 9. Check the vacuum housing

distributor shaft for wear. I nstall a new
shaft if it is excessively worn.
5. Inspect the distributor cam lobes for
wear. If any lobe is scored or worn,
install a new cam assembly.
and arm for damage. Check the vacuum
line fitting for stripped threads or other
Test the vacuum fittings, case,
and diaphragm for leakage. Install new
if necessary.

6. inspect the upper and lower breaker plate

assemblies for signs of distortion. install RE-ASSEMBlY
new assemblies if they are defective.
With reference to 10.

NOTE: New breaker points and condenser 1. Coat a new distributor shaft with
should be installed whenever the distributor oil and install it in the distributor base
is overhauled. Distributor Shaft
and I Tool No. SW
available) as shown in Figure 12.
To prevent the use
7. inspect the electrical wmng for fraying a flat washer under the shoulder of the
and breaks. Instal! new wires as tool.

8. Check the distributor base for cracks or 2. Ream the

other damage. Figure 13.

15
_ _IIIIIII!IIII--IIIIIIIIIIIIIIIIIIIIIIIIIIII--_IIIIIIIIIlIIIPART 3-ElECTRICAl SYSTEMS 1IIIII&&&IIIIIRBIII'IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII!II!IIIIIII!IIIII!IIIIIIIIIIIII1IlIIIIIIIIIIIIIIIIIIIiIIIIlIIlIIIl

9. 'nstall the distributor shaftthrust washer.

10. Fill the grooves in the upper portion of

the shaft with a multi-purpose lithium-
base type grease.

11. Install the cam assembly. Make sure

the slots in the cam base are positioned
over the weights.

12. Install the weight springs as shown in

Figure 6.

Figure 14
Checking Distributor Shaft End Play NOTE: Be sure the proper weight spring and
1. Feeler Gauge adjusting tab are assembled as marked
2. Distributor Gear when removed.

13. Applya light film of cam lubricant evenly

3. ApPlY a small amount of oil on the shaft
on the cam surface and install the cam
and slide the shaft into the distributor
retainer.
housing.

4. Press the gear into position on the shaft.

14. Saturate the lubrication wick with SAE
Use the marks on the shaft and gear to
10W engine oil and install the wick in
align the pin holes.
the top of the cam assembly.

5. Install the gear retaining pin.

15. Position the lower breaker in the
distributor. Be sure the breaker plate
6. Check the shaft gear end play with a tabs are up and the pivot pin located in
feeler gauge placed between the gear the position shown in Figure 15.
and distributor 14. For
the acceptable distributor shaft end
play limits, see "Specifications"
16. Position each distributor cap bracket
Chapter 7.
and clamp assembly on the distributor
housing and secure them to the lower
breaker plate.
7. Position the distributor in a vise equipped
with soft jaws. Fill the grooves in the
weight pivot pin with a multi-purpose
lithium-base type grease. 17. Position the upper breaker plate over the
pivot pin on the lower breaker
Install the spring washer (dished face
8. Position the weights on the pivot pins up) on the pivot pin. Place the flat
and secure them with the retaining washer on the spring washer and
clips, Figure 6. install the retaining clip.

16
________________________ CHAPTER6 ________________________

18. Install a new breaker point assembly.

NOTE: Two types of breaker point assem-

blies are used on Ford Tractors: a pivoting
type and a non-pivoting type. See Figure 15.
The function and adjustment of both types
are the same,' however, the electrical
connection on the pivoting type is secured
with a nut and lockwasher, the non-pivoting
type uses a screw.

19. Instal! the ground wire.

20. I nstall the condenser.

Figure 15
Distributor Components
21. Install the primary wire. Pull the wire
1 Breaker Arm Terminal
in the distributor base, feeding it 2. Primary Wire
through the opening from the inside 3. Ground Wire
until the locating stop is flush with the 4. Lower Breaker Plate Pivot Pin
5. Condenser
inside of the distributor. 6. Stationary Breaker Point
7. Movable Breaker Point
8. Adjusting Screw
9. Non-Pivoting Type Breaker Point Assembly
22. Connect the primary wire and condenser
wire to the breaker point terminal.

23. Install a new O-ring seal on the vacuum
advance assembly and position the
assembly in the distributor base. Hook
the diaphragm arm over the pin on the
breaker plate. Secure the advance
assembly with the screw and lock washer
assembly, and the diaphragm arm with
the retaining clip.
24. install the clamp assembly, flat side
toward the gear, aligning the two marks
previously scribed on the clamp and
housing.
INSTALLATION
1. Remove the No.1 (front) spark plug and
the valve rocker arm cover.
2. Rotate the engine slowly until air is
forced from the No.1 spark plug hole. At
the same time, check the intake and
exhaust valve push rods. Both rods
should rotate freely, indicating that the
piston is on the compression stroke.
3. Continue rotating the engine slowly until
the 0 (TOe) flywheel mark is aligned
0

with the arrow in the rectangular inspec-

25. Install a new O-ring seal on the distribu- tion opening in the rear engine cover
tor base. plate.

26. Align and set the contact points as NOTE: This inspection opening is covered
detailed under "Point Alignment and up bV a dust cap which must be removed
to view the flywheel.

17
- - - - - - - - PART 3-ElECTRICAl SYSTEMS---------
Figure 16
Correct Angle for Gear Mesh
1. Rotor
2. Front Face of Block
4. With this setting, place the distributor,
dust cover installed, in the distributor
drive housing with the rotor pointing
toward the No. 1 cylinder distributor
capcontact.lnthisposition, thedistributor
drive gear will be meshed properly with
the timing gear.
NOTE: When the gears are properly meshed,
there should be an angle of approximately
0
60 between the centre line of the rotor at
the No. 1 distributor terminal, and the front
face of the cylinder block. Figure 16.
5. Loosen the bolt holding the timing clamp
to the distributor base and rotate the
distributor housing until the breaker
points start to open.
18
6. Hold the distributor housing, and center
the timing clamp slot on the timing
clamp bolt hole. Tighten the timing clamp
bolt.
7. Install the spark plug, spark plug wire,
distributor cap, and valve rocker arm
cover.
8. Reconnect the spark plug wires. Connect
the secondary wire to the distributor
cap, and the primarywiretothecoil "0 1ST'
terminal.
9. Check the ignition timing as outlined in
Section B of this Chapter.
CONTACT BREAKER POINTS
MAINTENANCE
Point Removal and Installation
The distributor does not have to be removed
from the engine to service the distributor
breaker point assembly, Figure 15.
NOTE: Be sure the key-starter switch is in
the "OFF" position.
1. Remove the distributor (terminal hous-
ing) cap.
2. Remove the rotor assembly and dust cover
from the distributor shaft.
3. Loosen the nut and lock washer (or
screw) that secures the condenser and
primary wires to the moveable breaker
arm terminal and remove the wire leads,
Figure 15.
------------------------CHAPTER6-----------------------
,....--@--....,
\ I

A B

Figure 17
Distributor Point Gap and Dwell Angle
A. Point Gap B. Dwell Angle
1. Gap 3. Dwell
2. Poi nts Close 4. Points Open

4. Remove the screws and lock washers
securing the breaker point assembly to
the upper breaker plate and remove the
point assembly. Remove the screw
securing the condenser to the upper
breaker plate.
6. Secure the condenser lead and the primary
wire to the ignition point primary
terminal.
7. When the point gap has been properly
set, reinstall the dust cover, rotor, and
distributor cap. Make sure the rotor
contacts and the distributor cap contacts
are clean. Install a new rotor and a new
distributor cap if the contacts are pitted
or bad Iy worn.

5. Breaker points should be inspected,

cleaned, and adjusted. If the contacts
are badly burned or excessive metal
transfer between the points is evident,
Figure 4, install a new breaker point
assembly and condenser. (Metal transfer
is considered excessive when it equals
or exceeds the gap setting). Tighten the
screws and make sure the ground wire is
secured to the breaker point assembly
rear screw.
8. Check the ignition timing as detailed in
Section B of this Chapter. Adjust as
necessary. See Figure 17.
9. Check the dwell angle as detailed in
Section B of this Chapter. Adjust as
necessary. See Figure 17.

19
---------PART 3-ElECTRICAl SYSTEMSIIIIIIIIIIIIIIIIIIBIIIIIIIIIIIIII_--IIIIIIIIIIII--_111111

Figure 18 Figure 19
Aligning and Adjusting Breaker Points Breaker Point Alignment
1. Bend Stationary Bracket A. Correct Alignment
B. Misalignment of Centres
C. Misalignment of Point Faces
1. Contact Area Centered
2. Contact Area not Centered
3. Contact Area not Centered

Point Alignment and Gap
1. To align the breaker points, rotate the
cam (by cranking the engine) until the
points are closed.
4. Tighten the adjusting screws and recheck
the gap. Repeat the adjustments if the
point gap changed while tightening the
adjusting screws.

Using a suitable tool, align the contacts

by bending the stationary breaker point
bracket, Figures 18 and 19. Point Spring Tension (Pivot-Type
Only)

2. To adjust the breaker point gap, crank
the engine slowly until the fiber rubbing
block on the moving arm contact is on
the high point of one <;>f the distributor
cam lobes, Figure 17. Turn the key-
starter switch to the OFF position.
Correct breaker point spring tension is
essential for proper engine operation and
normal breaker point life. To check the spring
tension, place the hooked end of a Spring
Tension Scale over the end of the movable
breaker point, Figure 20,

3. Slightly loosen the two breaker point

Pull the scale at a right angle (90°) to the
bracket adjusting screws. insert a screw-
movable arm until the breaker points start to
driver blade into the adjustment slots;
open.
rotate the screwdriver until a feeler gauge
blade of the thickness specified can be
positioned between the contacts. With
the feeler blade in position, rotate the If the tension is not within specifications,
screwdriver to obtain the desired gap. adjust the spring tension as follows:

20
------------------------CHAPTER6------------------------
Figure 20
Checking Breaker Point Tension
1. Spring Tension Scale
2. Breaker Point Spring
1. Disconnect the primary and condenser
leads from the breaker poi nt assembly
primary terminal.
2. Loosen the nut holding the breaker point
spring in position; move the slotted spring
toward the breaker arm pivot to decrease
tension, and in the opposite direction to
increase tension.
3. Tighten the lock nut; then check the
spring tension. Repeat the adjustment
until the specified spring tension is
obtained.
4. Install the primary and condenser leads
using the lock washer and nut. Tighten
the nut securely.
21
Figure 21
Distributor Drive Assembly
1. Attaching Bolts
2. Distributor Drive Assembly
D. DISTRIBUTOR DRIVE
DESCRIPTION
The distributor drive assembly, Figure 21,
is located on the front right-hand side of the
engine and is attached to the engine and
front adapter plate.
The distributor drive assembly consists of a
housing, housing cover, gasket, and dis-
tributor drive shaft assembly, and is driven
by the governor drive gear which is keyed
to the distributor drive shaft assembly.
The gear on the drive shaft assembly meshes
with the distributor driven gear.
The assembly is lubricated from the engine
main oil gallery through a tube leading into
the drive housing.
 Figure 22
Distributor Drive Assembly
1. Nut 8. Bolt
2. Thrust Washer 9. Washer
3. Thrust Washer 10. Gasket
4. Distributor Drive Gear 11. Housing
5. lube Tube 12. Bushing
6. Bolt 13. Drive Shaft and Gear
7. Cover

The distributor is attached to the top of the 4. Remove the governor outer race.
drive housing and is secured with a retaining
bolt. The bolt also acts to adjust the timing
by the timing Refer to Figure
22 to identify the parts of the distributor
drive assembly.
6. Remove the left-hand threaded nut and
detach the governor driver assembly.
D~STFUBUTOR DR~VE MA~NTENANCE

REMOVAL

1. Remove the coil as detailed in
Section E of this Chapter.
2. Remove the distributor as detailed in
Section C of this Chapter.
6. Disconnect the lubrication line from the
block and the distributor drive
housing.

3. the governor linkage from the
governor arm. Remove the governor
cover boits and pry the governor cover off
the dowel Remove and discard the
old gasket. See "ENGINE SYSTEMS"-
Part 1 .
7. Remove the three baits that attach the
distributor drive housing to the front
engine plate and remove the
Figure 21. It may be necessary to
shaft from the governor drive gear with a
soft hammer.

22
DISASSEMBLY

1. Remove the Woodruff from the front

of the shaft and remove the thrust
22.

2. Remove the two rear housing cover bolts

and remove the rear cover and gasket.
Discard the old !-la;"l'..c.l.

3. Remove the shaft and drive gear from the

housing.

NOTE: Do not remove the roll pin to separate

the drive gear from the shaft. The gear,
thrust washer, and shaft are a matched set
Drive Shaft Bushing
and must be serviced as an assemblv.
1.

INSPECTION AND REPA~R RE-ASSEMBlY

1. Wash the drive housing in With reference to Figure 22.

solvent. Clean the surfaces. Inspect
the surfaces for nicks or burrs. 1. If the housing shaft bushing, Figure 23,
Check the lubrication line fitting. does not meet specifications, install a
new bushing.

2. Check the shaft bushing in the housing,

Figure 23, for wear, score marks, or burrs.
Check the internal diameterofthe bushing
with an inside micrometer; for the correct 2. I nstall a new lubrication line fitting if the
bushing diameter, see "Specifications" old one is damaged.
7.

3. Check the shaft assembly for wear. Be

sure the keyway is in good condition.
Check the drive gear for wear or broken 3. I nstall the drive gear and shaft
teeth. Check the thrust washer and snap in the Use a new rear cover plate
between the gear and the shaft for gasket.
If any of these conditions exist,
discard the shaft assembly.

4. Check the Woodruff key and the governor 4. I nstall the front thrust washer and position
gear thrust washer for wear or the Woodruff key in the keyway.

23
- - - - - - - - - P A R T 3-ELECTRICAL SYSTEMS - - - - - - - -
INSTALLATION
1. Using a new gasket, position the drive
assembly on the front engine plate.
Align the key on the shaft with the keyway
in the drive gear and start the shaft into
the gear. Install the three drive housing
bolts and lock washers, Figure 21.
2. Position the governor driver assembly on
the shaft and start the nut on the shaft.
Tighten the nut to draw the gear onto the
shaft; then tighten the nut to the correct
torque, see "Specifications" -Chapter 7.
3. I nstall the outerrace. The shaft on the outer
race fits into the distributor drive shaft.
4. Using a new gasket, place the governor
cover in position on the dowel pins and
install the attaching bolts. Tighten the
bolts to the correct torque, see "Specifi-
cations" -Chapter 7.
5. Connect the linkage to the arm on the
governor front cover. See "ENGINE
SYSTEMS" Part 1.
6. Install the distributor asdetailed in Section
C of this Chapter.
7. Install the ignition coil as detailed in
Section E of this Chapter.
24
E. IGNITION COil
DESCRIPTION
The ignition coil is a step-up transformer
which increases the low voltage output
from the battery to the high voltage needed
to jump the gap at the spark plug and ignite
the fuel-air mixture in the combustion
chamber.
Two ignition coils may be encountered in
service. Each is identified by its length and is
to be used in the installation listed below:
• The 5-inch ignition coil is used with the
key-starter switch-to-coil resistance wire
assembly, and the starting motor relay-to-
coil jumper wire assembly. See Figure 1.
• The 5~--inch ignition coil is used with the
key-starter switch-to-coil non-resistance
wire assembly. See Figure 1.
NOTE : To determine if the ignition coil is
functioning properly, perform the ignition
coil tests as detailed in Section B of this
Chapter.
IGNITION COIL MAINTENANCE
REMOVAL
1. Turn the key-starter switch to the "OFF"
position.
2. Disconnect the key-starter switch-to-
coil lead, or leads (coil "BAT" terminal)
and the primary lead (coil "DIST"
terminal). Remove the high tension
(secondary) lead from the coil tower.
. . . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER6------------------------
3. Remove the two coil bracket-to-distribu
tor drive housing cover screws. Remove
the coil and bracket assembly.
4. Remove the coil from the bracket. The
bracket may be reused if it is not
damaged.
INSPECTION
I nspect the coi I for dents, cracks, or a
broken or damaged tower terminal. Install
a new coil if necessary.
INSTALLATION
I M PO RTANT: The primary terminal posts of
the coil are marked "BAT" and "DIST"
to distinguish the positive battery terminal
and the negative distributor terminals.
Care should be exercised in connecting the
wires to the correct terminals. If the primary
ignition wires are incorrectly attached to the
coil, the coil will have reverse polarity. This
will result in poor engine performance and
probably a high speed missfiring condition.
1. Attach the coil and bracket assembly
(tower up) to the distributor drive housing
cover. Tighten the attaching screws
securely.
2. Reconnect the secondary lead to the
tower, the distributor primary lead to the
"OIST' terminal, and the key-starter
switch (battery) lead or leadstothe "BAT"
terminal.
NOTE: Do not overtighten the "Distributor"
and "Battery" terminal nuts. Make sure the
secondary lead is properly fitted in the
tower.
25
F. SPARK PLUGS AND WIRES
DESCRIPTION
The spark plugs are located in the engine
head and are easily accessible for removal
and installation.
The purpose of the spark plug is to provide a
proper gap, in the combustion chamber,
across which a spark can be made to jump
and ignite the fuel-air mixture under all
engine speed and load conditions.
The heat range of a spark plug refers to the
heat dissipation properties of the plug or the
temperature limits within which a particular
plug operates most efficiently, depending
upon its ability to dissipate the heat of
combustion. If the electrodes do not
sustain a sufficiently high temperature, these
deposits would accumulate to the extent of
fou ling the plug. If excessive heat is retained
by the plug rather than dissipated through the
plug shell and cylinder head to the engine
water jacket, the insulator tip will become
heated to the point of glowing and cause
preignition. This is a premature ignition of the
mixture by incandescence of the plug rather
than by the correctly timed spark jumping
the gap.
The swirling action of the gases minimize
the formation of carbon deposits at low speed
by cleaning the inside of the plugs. The net
result is a spark plug which resists low speed
fouling, will not cause deterioration and
provides improved service life.
The spark plug gap must be large enough to
provide an ample spark for idle and low speed
operation but not so large as to prevent a
spark at high speed and heavy load condi-
tions.
- - - - - - - - P A R T 3-ELECTRICAL SYSTEMS - - - - - - - - -

CONDITION IDENTIFICATION CAUSE

OIL Excessive oil entering combustion chamber

FOULING through worn rings and pistons, excessive
Wet. sludgy deposits clearance between valve guides and stems, or
worn or loose bearings

A
GAS Incomplete combustion caused by too rich a
FOULING fuel-air mixture or by a defective coil, breaker
Dry black, fluffy points or ignition wiring
deposits

d ···r"~. '·
BURNED OR Engine overheating caused by improper ignition
OVERHEATING timing, wrong type of fuel, loose spark plugs or too
" ,; ,..,.j
White, burned or hot a plug, low fuel pump pressure
blistered insulator nose
• r.#.
and eroded electrodes

NORMAL Regular or unleaded gasoline

CONDITIONS
Rusty brown to grayish
tan powder deposit and
minor electrode erosion

HIGH LEAD Highly leaded gasolines (premium gasoline)

DEPOSITS
White, powdery
deposits

CARBON Too cold a plug. Weak ignition, defective fuel

FOULING pump, dirty air cleaner, too rich a fuel mixture
Hard, baked on black
carbon

SILICONE Formed when fine sand particles combine with

DEPOSIT anti-knock compounds in the fuel. Most common
Hard and scratchy in dusty areas. The plugs cannot be cleaned.

SPLASHED Deposits, accumulated after a long period of

FOULING misfiring, suddenly loosened when normal
combustion chamber deposits are restored after
new plugs are installed. During a high speed run
these deposits are thrown into the plug.

Figure 24
Spark Plug Inspection

Spark plugs may become fouled by carbon
from leaking or stuck valves, over rich
carburation, an improper point gap setting,
or oil.
See Figure 24 for fouling conditions.
Spark plugs should be cleaned and the gap
checked (with a wire gauge) every 300
hours. Under normal operating conditions,
new spark plugs should be installed every
600 hours, or sooner if necessary.

26
------------------------CHAPTERS-----------------------
SPARK PLUG MAINTENANCE
REMOVAL
1. Remove the battery tray retaining bolt
and rotate the battery tray away from the
engine.
2. Remove the spark plug wire and seal
assemblies from the cylinder head.
3. Loosen each plug about one turn (coun-
ter-clockwise) to break free any accumu-
lation of carbon, dirt or gravel which may
be lodged around the shell of the plug.
IMPORTANT: Use the correct size deep
socket to avoid slipping and breakage of the
spark plug insulator.
4. Blowoutsparkplug portswith compressed
airto remove dirt orgravel which may have
collected around the base of the plug.
5. Remove spark plugs and sealing washers
and place them in a suitable holder in the
order they were removed from the engine.
INSPECTION
Spark plug testing consists of a careful visual
inspection and a comparison test in a pressure
type tester (if available).
Carefully inspect each plug for damage as
outlined below. Damaged or defective plugs
should be discarded.
• Cracks and chips on the insulator inside
and outside, and loose terminals.
• Blow-by marks on. the outside of the
insulator.
• Excessive electrode erosion.
• Blistering and erosion of the insulator tip.
• Black carbon or oil deposits on insulator
tip.
27
A white deposit and blistering on the
i nsu lator and excessive wear of the electrodes
is usually caused by a spark plug that is loose
in the cylinder head, a cracked or loose
insulator, a leaking intake manifold gasket,
or a lean air-fuel mixture (carburetor
adjustment) .
An oily carbon deposit on the inside of the
insulator would indicate excessive oil in the
combustion chamber. This could be caused
by weak or worn rings. A dry, fluffy, black
deposit could be caused by a rich fuel-air
mixture (carburetor fault) or an ignition
failure.
If a spark plug shows signs of operating too
hot or is accu mu lati ng carbon and oi I deposits,
find the cause before installing a new spark
plug.
If the plugs have operated at normal
temperatures the condition of the electrodes
usually indicates the extent and amount of
service they have been subjected to. If the
ground electrode is worn thin or the center
electrode is worn down so the gap is
difficult or impossible to adjust the spark
plug should be removed and a new plug
installed.
Inspect the spark plug wires for frayed or
cracked insulation, oil impregnation, or
any indications of short-Circuiting. New
wires should be installed if any of these
conditions exist. Also check the insulator
seal to make sure' it is effective sealing foreign
matter and water from the spark plug bore in
the cylinder head. Install a new seal if
necessary.
- - - - - - - - P A R T 3-ELECTRICAL S y S T E M S - - - - - - - - -
Figure 25
Checking Spark Plug Gap
1. Wire Gap Gauge
2. Side Electrode
CLEANING AND ADJUSTING
1. Remove and examine the spark plugs.
2. If the insulator and firing end of a plug is
oily, clean by brushing with a suitable sol-
vent and an air blast. Failure to do this
before cleaning with an abrasive blast
will cause abrasive to pack in the shell of
the plug and make cleaning difficult.
3. Clean the plug, preferably in an abrasive
blast type cleaner. Follow the manu
facturer's instructions for the use of the
equipment. Limit the cleaning time to
about 3 seconds. Rotate the plug while it
is being subjected to the abrasive blast.
If upon inspection the plug is not found
to be entirely clean it may be placed in the
abrasive blast again for not longer than
3 seconds. Prolonged use of the abrasive
blast will wear away the insulator.
4. Be sureto remove all traces ofthe cleaning
abrasive with the air blast.
5. Clean threads of plugs by brushing with a
wire brush.
28
6. File the end of the center electrode until
flat. File the sparking areas of the grou nd
electrode to obtain a flat, parallel surface.
Less voltage is required to fire the spark
plug and the gap can be more accurately
adjusted if the electrodes are flat. If the
ground electrode is filed too thin it may
cause pre-ignition.
7. Check the gap with a wire gauge held
parallel to the gap surface, Figure 25. A
light drag should be felt when the wire
gauge passes through the gap. Adjust
the gap by bending the ground electrode
to the center electrode. Do not move the
center electrode as the i nsu lator tip may be
damaged.
INSTALLATION
Before installing a new plug or one that has
been cleaned, always be sure the gap has
been set to specifications.
1. Check the threads in the cylinder head.
It should be possible to seat a new plug
by hand. If threads require cleaning,
apply a few drops of penetrating oil or
kerosene on the threads. Obtain an old
plug of the same size, inspect the plug
threads to make sure they are in good
condition and screw this used plug into
the cylinder head as far as it will go. Work
the plug in and out until it can be seated
by hand.
2. Check tapered seat surface on both the
cylinder head and spark plug shell. The
seat must be clean and free from dirt to
assure proper seating of the spark plug.
3. Install a new sealing washer.
4. Install the spark plugs by hand to makesure
plugs seat properly.
5. Tighten each plug to specified torque.
6. Install the spark plug wires and seal
assemblies.
7. Reposition the battery tray and install the
retaining bolt.
 PART 3
ELECTRICAL SYSTEM

Chapter 7
TROUBLE SHOOTING, SPECIFICATIONS,
SPECIAL TOOLS AND WIRING DIAGRAMS

Section Page
A. TROUBLE SHOOTING 1
B. SPECIFICATIONS 8
C. SPECIAL TOOLS 16
D. WIRING DIAGRAMS 17

A. TROUBLE SHOOTING

IMPORTANT: Whenever effecting a repair the reason for the cause of the problem must be
investigated and corrected to avoid repeat failures.

The following table lists problems and their possible causes with the recommended
remedial action.

LIGHTING SYSTEM

PROBLEM POSSIBLE CAUSES REMEDY

Several or all 1. Battery discharged 1. Check battery and charge Qr

lights do not
illuminate 2. Loose or defective battery
cable connections
3. Loose harness connectors
4. Fuse(s) burned out
5. Faulty wiring
6. Defective light switch
7. Several light bulbs burned
out due to defective voltage
regulation
renew
2. Inspect, clean and tighten
connectiions
3. Check and ensure connectors
securely engaged
4. Inspect and renew, check
circuit before re-connecting
power
5. Check lighting circuit wiring
and repair or renew
6. Check and renew
7. Check and renew voltage
regulator

1
- - - - - - - - P A R T 3-ELECTRICAL S Y S T E M - - - - - - - - -

PROBLEM POSSI BLE CAUSES REMEDY

Individual 1. Burned out bulb 1. Check and renew

lights do not 2. Defective or corroded bulb
illuminate contacts
3. Fuse burned out
4. Loose or broken wires
5. Poor ground connection
2. I nspect, clean or renew
3. Inspect and renew, check
I
circuit before re-connecting
power
4. Inspect, secure, repair or
renew wiring
5. Inspect, clean and tighten
ground connections

Lights burn 1. Loose or corroded wiring 1. Inspect, secure, repair or

out connections renew wiring
repeatedly 2. Loose bulb or lamp mounting 2. Inspect, tighten or renew
bracket
3. Faulty voltage regulator 3. Check and renew voltage
regulator

Plough lamps 1. Side lights switch not 1. Ensure side lights are
inoperative turned on illuminated
2. See "Individual lights do 2. See "Individual lights do
not illuminate" not illuminate"

Flasher lamps 1. Fuse blown 1. Inspect and renew, check

do not circuit before re-connecting
illuminate power
2. Flasher unit inoperative 2. Check and renew
NOTE: Flasher unit may be
bypassed by inter-connr&cting
terminals 49 and 49A. This
enables circuit continuity to
be checked
3. Flasher switch inoperative 3. Check and renew
4. Defective wiring or 4. Inspect circuit, clean and
connections tighten connections or renew
wiring

Individual 1. Burned out bulb 1. Check and renew

flasher 2. Corroded or loose bulb 2. Inspect, clean, tighten or
lamp does contacts renew
not 3. Poor ground connection or 3. I nspect, clean and tighten
illuminate damaged wiring connection, repair or renew
wiring

Turn 1. Faulty bulb(s) 1. Check and renew

indicator 2. Defective flasher unit
pilot bulb(s) 3. Faulty wiring or connections
inoperative
4. Main flasher lamp bulb
contacts or ground connection
corroded (failing to draw full
current)
2. Check and renew
3. Inspect, clean and tighten
connections or renew wiring
4. Inspect, clean and tighten
contacts and ground
connections

2
-------------------------CHAPTER7-------------------------

INSTRUMENTATION

PROBLEM POSSIBLE CAUSES REMEDY

Warning 1. Faulty key start switch 1. I nspect and renew

lights and 2. Fuse(s) burned out 2. Inspect and renew, check
gauges circuit before re-connecting
inoperative power
3. Defective cab load relay 3. Check and renew
4. Loose or broken wiring 4. Inspect circuit, tighten
connectors or renew wiring

Gauge(s) 1. Loose or broken wiring 1. I nspect circuit, tighten

erratic or connections or renew wiring
inoperative 2. Defective gauge(s) 2. I nspect and renew
3. Defective sender 3. Check and renew
4. Defective voltage stabiliser 4. Check and renew
(Straddle Mount tractors
only)
5. Defective fuel tank change- 5. Check and renew
over switch (with auxiliary
fuel tank only)

Flat deck 1. Sender line open circuit 1. Check circuit continuity

gauges read
maximum all
the time
(when
switched on)

Oil pressure 1. Loose or broken wiring 1. Inspect circuit, tighten

or air cleaner connections or renew wiring
restriction 2. Burned out bulb 2. Check and renew
indicator 3. Defective sender unit 3. I nspect and renew
switch light 4. Defective diode 4. Check and renew
inoperative

Windscreen 1. Fuse burned out 1. I nspect and renew, check

wiper or circuit before re-connecting
1

heater power
blower 2. Loose or broken wi res or 2. Inspect circuit, tighten
motor connections connections or renew wiring
inoperative 3. Defective switch 3. Check and renew
4. Defective motor 4. Check and renew

Windscreen 1. Defective switch or wiring 1. Check switch and wiring for

wiper fails continuity and renew
to assume 2. Defective motor 2. Check and renew
park position
when turned
off

3
- - - - - - - - - P A R T 3-ELECTRICAL SYSTEM - - - - - - - - -

INSTRUMENTATION (CONT.)

PROBLEM POSSIBLE CAUSES REMEDY

Windscreen 1. Reservoi r empty 1 . Fill to correct level

washer 2. Jet feed tube blocked or 2. Inspect, clean, secure and
inoperative dislodged tighten connections or renew
3, Defective switch or wiring 3. Check circuit continuity and
renew
4. Defective motor 4. Check and renew
I

STARTING SYSTEM

PROBLEM POSSIBLE CAUSES REMEDY

Engine will 1. Battery discharged 1 . Check battery and charge

not crank or renew
and starting 2. Key start switch, safety 2. Check circuity and repair or
motor relay start switch, relay or renew faulty components
or solenoid solenoid inoperative
does not 3. Starting circuit open or 3. Check circuit connections and
engage high resistance repair or renew faulty wiring

Engine will 1. Engine seized 1 . Check engine crankshaft free

not crank to turn
but starting 2. Battery discharged 2. Check battery and charge or
motor relay renew
or solenoid 3. Defective starting motor 3. Check, clean and tighten
engages connections or loose battery connections
connections
4. Starting motor faulty 4. I nspect, repair or renew
5. Relay or solenoid contacts 5. Renew relay or solenoid
burned

Starting 1. Defective starting motor 1. I nspect and repair or renew

motorturns drive assembly i
I
but does not 2. Defective solenoid or pinion I 2. I nspect and repair or renew
crank engine engagement levers
3. Defective flywheel ring gear 3. I nspect and renew

Engine 1. Discharged battery 1. Check battery and charge or

cranks slowly renew
2. Excessive resistance in 2. Check circuit connections and
starting circuit repair or renew faulty wiring
3. Defective starti ng motor 3. I nspect and repair or renew
4. Tight engine 4. Investigate cause and effect
repair

4
-------------------------CHAPTER7------------------------
CHARGING SYSTEM
----
PROBLEM POSSIBLE CAUSES
Battery low 1. Loose or worn alternator
in charge or drive belt
discharged 2. Defective battery, will not
accept or hold charge
Electrolyte level low
3. Excessive resistance due to
loose charging system
connections
4. Defective battery temperature
sensor (where fitted)
5. Defective voltage regulator
6. Defective alternator
Alternator 1. Defective battery
charging at
high rate 2. Defective battery temperature
(battery sensor
overheati ng) 3. Defective voltage regulator
4_ Defective alternator
No output 1 . Alternator drive belt broken
from 2. Loose connection or broken
alternator cable in charging system
3. Defective temperature sensor
(where fitted)
4. Defective voltage regu lator
5. Defective alternator
Intermittent 1 . Alternator drive belt
orlow slipping
alternator 2. Loose connection or broken
output cable in charging system
3. Defective temperature
sensor (where fitted)
4. Defective voltage regulator
5. Defective alternator
5
REMEDY
1 . Check and adjust tension or
renew
2. Check condition of battery
and renew
Check, fill and charge
3. Check, clean and tighten
circuit connections
4. Check and renew
5. Check and renew
6. See alternator trouble
shooting guide
1. Check condition of battery and
renew
2. Check and renew
3. Check and renew
4. See alternator trouble
shooting guide
1 . Renew and tension correctly
2. Inspect system, tig hten
connections and repair or
renew faulty wiring
3. Check and renew
4. Check and renew
5. See alternator trouble
shooting guide
1 . Check and adjust tension or
renew
2. I nspect system, tighten
connections and repair or
renew faulty wiring
3. Check and renew
4. Check and renew
5. See alternator trouble
shooting guide
- - - - - - - - - P A R T 3-ELECTRICAL S Y S T E M - - - - - - - - -

ALTERNATOR

PROBLEM POSSIBLE CAUSES REMEDY

Warning light 1 . Faulty external charging 1. Inspect system, clean and

dims and/or circuit connections tighten connections
battery low 2. Fau Ity rotor slip rings or 2. I nspect and repair or renew
brushes

Warning light 1 . Faulty external charging 1. Inspect system, clean and

goes out- circuit connections tighten connections
becomes 2. Faulty rectifier or 2. Check and renew
brighter with rectifying diodes
increased speed

Warning light 1 . Defective voltage 1. Check and renew

normal but regulator
battery boiling 2. Faulty battery temperature 2. Check and renew
sensor (where fitted)

Warning light 1 Defective voltage 1. Check and renew

normal but regulator
battery 2. Fau Ity stator 2. Check and renew
discharged 3. Faulty rectifier or 3. Check and renew
rectifying diodes

Warning light 1 . Loose or worn alternator 1 . Check and adjust tension or

illuminated drive belt renew
continuously 2. Defective surge protection 2. Check and renew
and/orflat diode (where fitted)
battery 3. Defective isolation diodes 3. Check and renew
(where fitted)
4. Faulty battery temperature 4. Check and renew
sensor (where fitted)
5. Faulty rotor, slip rings or 5. I nspect, repair or renew
brushes
6. Faulty voltage regulator 6. Check and renew
7. Defective stator 7. I nspect and renew
8. Defective rectifier or 8. Check and renew
rectifying diodes

Warning light 1 Burned out bulb 1. Check and renew

extinguished 2. Alternator internal 2. I nspect and test circuitry,
continuously connections repair or renew
and/or flat 3. Defective voltage 3. Check and renew
battery regulator
4. Faulty rotor, slip rings or 4. Check, repair or renew
brushes
5. Defective stator 5. Check and renew

6
------------------------CHAPTER7------------------------
ALTERNATOR (CONT.)

PROLLEM POSSIBLE CAUSES REMEDY

Warning light 1. Faulty external charging 1. Inspect circuit, clean and

flashes circuit tighten connections, repair
intermittently or renew faulty wiring
2. Alternator internal 2. I nspect and test circuitry,
connections repair or renew

Warning light 1 . Defective rotor, slip rings 1. Check, repair or renew

dims or brushes
continuously 2. Defective voltage 2. Check and renew
and/or flat regulator
battery

IGNITION SYSTEM

PROBLEM POSSIBLE CAUSES REMEDY

No spark at any 1 . Defective coil-to- 1. Check and renew

spark plug wire distributor high tension
wire
2. Defective ignition coil
3. Defective condenser
and/or ignition points
4. Defective rotor
5. Defective primary circuit
wiring
2. Check and renew
3. Replace faulty condenser
and/or adjust or renew
ignition points
4. I nspect and replace
5. Check circuit and replace
faulty components

Satisfactory 1. Defective spark plug 1. Check and renew

spark from wires
some but not all 2. Defective distributor cap 2. I nspect and renew
spark plug wires 3. Worn distributor cam 3. Inspect and renew

Intermittent 1. Loose or dirty connections 1. Inspect, clean and tighten

spark at all all connections
spark plug wires 2. Defective coil or 2. Check and renew
condenser
3. Distributor cracked, dirty 3. I nspect, dry and clean
or wet internally or renew if cracked

Weak spark at 1. Improper distributor point 1. Check and adjust gap or

all spark plug gap or defective parts renew points
wires 2. Defective rotor or cap 2. I nspect and renew
3. Defective coil high 3. Check and renew
tension wire

7
---------PART 3-ELECTRICAL SySTEM---------
B. SPECIFICATIONS

LIGHTING AND INSTRUMENTATION

,'A' OR 'B' PREFIX Voltage Candle Power Wattage

Headlamps
Sealed Beam 12 40/40
Non-Sealed Beam 12 45/40
Side Lamps
Rear Lamp 12 5
Stop and Rear Lamp 12 21/5
Front Lamp 12 5
Flasher Lamps 12 21
Licence Plate Lamps 12 5
Plough Lamp 12 45
Plough Lamp (Ford 6700 and 7700
With Cab) 12 55
Plough Lamp Warning Light 24 2

'c' PREFIX
Headlamps
Sealed Beam 12 40/40
Utility Lamps 12 35
Side Lamps
Rear Lamp 12 4
Flasher Lamps 12 32

INSTRUMENT PANEL LAMPS

'A' OR 'B' PREFIX

Warning Lamps 12 2·2

'c' PREFIX
Warning Lamps 12 2

'A', 'B' OR 'c' PREFIX

Warning Lamps 12 2
(Ford 6700 and 7700)
High Beam Warning Lamp 12
(Ford 6700 and 7700)

8
------------------------CHAPTER7-----------------------

FUSES
See "Wiring Diagrams" -Section D

HORN
Voltage 12 Volts
Current Draw 5·2A Max.
OIL PRESSURE SWITCH
Voltage 12 Volts
Operating Pressure 8-12 Ibf /in 2 (0·55-0·83 bar) (0·56-0·84 Kgf /
cm2)

ENGINE COOLANT TEMPERATURE SENDER

I M PO RTANT: The following values only apply when the unit is installed and operating
under tractor circuit conditions.

Voltage 12 Volts
Resistance 400 Ohms at 100°F (38°C)
30 Ohms at 250°F (121°C)

AIR CLEANER RESTRICTION SWITCH

Voltage 12 Volts
Operating Pressure 930-920 mbar below atmospheric pressure
GAUGES
I M PO RTANT: The following values only apply when the gauges are installed and
operating under tractor circuit conditions.
Fuel Gauge (Except Ford 6700 and 7700)
Voltage 12 Volts
Resistance at Low Calibration Mark 250 Ohms
at High Calibration Mark 19 Ohms

Fuel Gauge (Ford 6700 and 7700)

Voltage 12 Volts
Resistance at Full Mark 88 Ohms
at Half-Full Mark 44 Ohms
at Empty Mark 10hm

Temperature Gauge (Except Ford 6700 and 7700)

Voltage 12 Volts
Resistance at High Calibration Mark 37 Ohms
at Low Calibration Mark 250 Ohms

Temperature Gauge (Ford 6700 and 7700)

Voltage 12 Volts
Resistance at High Calibration Mark 55 Ohms
at Centre Calibration Mark 113 Ohms
at Lower Calibration Mark 1365 Ohms

WINDSCREEN WIPER MOTOR

Voltage 12 Volts
Current Draw at Low Speed 2A Max. at a Torque of 5lbf/in (0·6 Nm)
(0·06 Mkg)
Current Draw at High Speed 2·5A Max. at a Torque of 5 Ibf/in (0·6 Nm)
(0·06 Mkg)

9
- - - - - - - - P A R T 3-ELECTRICAL S Y S T E M - - - - - - - - -

WINDSCREEN WASHER MOTOR

Voltage 12 Volts
Current Draw 3·5A Max.

AUXILIARY FUEL PUMP

Voltage 12 Volts
Current Draw 1 ·6A Max. at zero delivery.

FUEL SENDER-MAIN
(Except Ford 6700 and 7700)
Voltage 12 Volts
Resistance over Operating Range 18-250 Ohms
(Ford 6700 and 7700)
Voltage 12 Volts
Resistance over Operating Range 0-90 Ohms

FUEL SENDER-AUXILIARY
(Except Ford 6700 and 7700)
Voltage 12 Volts
Resistance over Operating Range 75-500 Ohms
Fuel Gauge Shunt Resistance 120 Ohms
(Ford 6700 and 7700)
Voltage 12 Volts
Resistance over Operating Range 0-90 Ohms

STARTING SYSTEM
No-Load Current Draw (Maximum): 4·5 in (114 mm) 5·0 in (127 mm)
Gasoline at 12 Volts and 6000-9500
Starter rev/min 70A
Diesel at 12 Volts and 5200-9400
Starter rev/min 60A
Diesel at 12 Volts and 5500-7500
Starter rev/min 100A
Current Draw (Starter Installed on
Warm Engine):
Gasoline Engine at 12 Volts and 150-200
Engine rev/min 150-200A
Diesel Engine at 12 Volts and 150-200
Engine rev/min 225-275A
Diesel Engine at 12 Volts and 150-200
Engine rev/min 250-300A

10
------------------------CHAPTER7------------------------

Brush Length (Minimum) 0·25 in (6'3 mm) 0-31 in (7-9 mm)

Brush Spring Tension with New Brush
(Minimum) 40 oz. (1052g) 42 oz_ (1188g)
Commutator Diameter (Minimum) 1-46 in (37·1 mm) 1 -53 in (38-9 mm)
Armature Shaft End Play (Maximum) 0-058 in (1-48 mm) 0-020 in (0-51 mm)
Armature Shaft Run-out (Maximum) 0-005 in (0-13 mm) 0-005 in (0-13 mm)
Drive Pinion Clearance
(Engaged) 0-010-0-020 in
(0'25-0'51 mm)
CHARGING SYSTEM
Battery 80AH 128 AH
Capacity (Ampere Hour at 20 Hour Rate) 80 128
Voltage 12 12
Cells 6 6
Plates per Cell 17 25
Ground Terminal Negative Negative

'A' OR 'B' PREFIX

Alternator 15 ACR 18ACR

Ground Polarity Negative Negative
Nominal Voltage 12 12
Maximum Output (Hot) 160°F (71 °C):
Amperes at Maximum Engine Speed 6000
Alternator rev/min and 14 Volts 28 46
Cut-in Speed (Hot):
Maximum Engine rev/min 660 840
Maximum Alternator rev/min 1650 1650
Rotor Field Winding Resistance 4·3 ohms 3-2 ohms
Brush Spring Pressure 9-130zf 9-130zf
(255-368g) (255-368g)
New Brush Length 0-5 in (12-7 mm) 0-5 in (12-7 mm)
Renew Brush When Worn to 0·3 in (7-6 mm) 0-3 in (7'6 mm)
Alternator Controlled Voltage:
Output Terminal Voltage at 10 Ampere
Load Against Ambient Air Temperature
Temperature in Degrees
of 0° 20°
CC) (-18°) (- T)
Minimum Output
Terminal Voltage 14·80 14·60 14·26 13·95 13·60 13·15 12-75 12'50 12·30
(10A Load)

Maximum Output
Terminal Voltage 15·50 15·25 14·90 14·60 14-30 14-00 13-70 13-40 13-15
(10A Load)

11
- - - - - - - - - P A R T 3-ELECTRICAL SYSTEM - - - - - - - - -

CHARGING SYSTEM (CaNT.)

'c' PREFIX
Alternator 32A 51A

Ground Polarity Negative Negative

Nominal Voltage 12 12

Maximum Output (Hot) 160°F (71°C):

Amperes at Maximum Engine Speed
5,136 Alternator rev/min and 14·4 volts 32 50

Field Current 1·8-2·4A 1 '8-2-4A

Field Resistance 6 Ohms 6 Ohms

Brush Length (Minimum) 0'19in (4-8mm) 0'19in (4'8mm)

Brush Spring Tension with New Brush

(Minimum) 40zf 40zf
(1 ·1 N) (113g) (1 -1 N) (11 3g)

Voltage Regulator (With Alternator):

Output Terminal Voltage at 10 Ampere
Load Against Ambient Air Temperature

Temperature in Degrees

80°
(2T)

Minimum Output
Terminal Voltage 14·80 14·60 14·26 13·95 13·60 13·15 12·75 12·50 12·30
(10A Load)

Maximum Output
Terminal Voltage 15·50 15·25 14·90 14·60 14·30 14-00 13·70 13·40 13·15
(10A Load)

IGNITION SYSTEM
Type Coil and distributor

Distributor:
Basic Ignition Timing (@ 600-650 rev/min
with vacuum line disconnected):

Ford 2600 and 3600

Ford 4600

12
------------------------CHAPTER7-----------------------

IGNITION SYSTEM (CaNT.)

Breaker Arm Tension (Pivot Type Points):

Measured at End of Breaker
Poi nts Contact 17-21 oz (481-5959)
Measured Through Hole 15-18 oz (425~51 09)
Point Gap 0-024-0-026 in (0-609-0-660 mm)
Cam Angle (Dwell) 35°-38°
Drive Shaft Bushing Diameter 0-468-0-469 in (11 -90-11 -91 mm)
Distributor Gear End Play 0-029-0-042 in (0-73-1-05 mm)
Distributor Rotation Counterclockwise

Condenser:
Maximum Series Resistance O-g ohms

Coil:
Primary Resistance @75°F, 5°F
(23'9°C ± 1 5°C) 1-4-1-5 ohms
Secondary Resistance @75°F ± 5°F
(23-goC 15°C) 8000-8700 ohms
Current Draw with Engine Stopped-
Breaker Points Closed
(Approximate amperes) 4-5
Primary Circuit Resistor @75°F ± 5°F
(23-goC ± 15°C)
(Approximate amperes) 1-30-1-40

Spark Plugs:
Make Motorcraft AG5
Heat Range Normal
Size 14 mm
Gap 0-023-0-027 in (0-584-0-686 mm)
Tightening Torque (Dry Thread) 26-30 Ibfft (36-41 Nm) (3-6-4-1 Mkg)

Key-Starter Switch:
Amperes at 13-5 Volts 20

Positions:
Gasoline and Diesel less Thermostart 3
Diesel with Thermostart 5

Safety Starter Switch:

Amperes at 13-5 Volts 20

13
- - - - - - - - P A R T 3-ELECTRICAL S y S T E M - - - - - - - - -

TORQUE SPECIFICATIONS

'A', '8' & 'C' PREFIX

Ibfft Nm Mkg

4-5 in (114 mm) Starting Motor Through Bolts 5 6-8 0-69

5-0 in (127 mm) Starting Motor Through Bolts 8 10-9 1 -11
Starting Motor-to-Flywheel Housing Mounting
Bolts 20-25 27-34 2-8-3-5
5-0 in (127 mm) Starting Motor Solenoid
Terminal Nuts 2-3 2-7-3-7 0-3-0-4
5-0 in (127 mm) Starting Motor Solenoid
Securing Nuts 4-5 E) -1 0-6
Starting Motor Drive Lever Eccentric Pivot Pin
Locknut With Minimum of 4~ Threads in Mesh 15-17-5 20-23 2-1-2-4
Coolant Temperature Sender 20-30 27-41 2-8-4·2
Air Cleaner Restriction Indicator Switch 5-7 6-8-9'5 0,7-1 -0
Oil Pressure Sender Switch 20-25 27-34 2'8-3-5
Ford 6700 and 7700 Safety Start Switch Locknut 25-35 34-47 4·0-4-8
Ford 6700 and 7700 Safety Start Switch Bracket
Mounting Bolts 30-37 41-50 4-2-5-1
Battery Terminals 4-6 5-4-8-1 0-6-0'8
Key Start Switch Mounting Nut 4-7 5-4-9'5 0·6-1·0
Light Switch Mounting Nut 4-7 5-4-9·5 0·6-1 -0
Front to Rear Main Harness Connector Securing
Bolt 2-3 2-7-3'7 0,3-0-4
Ford 6700 and 7700 Instrument Cluster
Retaining Screws 6-8 8-1-10'9 0-8-1 -1
Worklight Switch Retaining Nut 3 3-7 0-4
Mounting Nut 2 2-7 0-28
Heater Blower Switch Retaining Nut 2 2-7 0-28
Windshield Wiper/Washer Switch Retaining
Nut 2 2-7 0·28
Heater Blower Assembly Retaining Screw and
Washer Assemblies 1-5 2-0 0·21
Heater Blower Motor Bracket Mounting Nuts 2-3 2-7-3'7 0-3-0-4
Windshield Wiper Motor and Linkage
Assembly Mounting Bolts 7-9-5 9-5-13 1-1-3
Windshield Wiper Motor Spindle Retaining Nut 4-5 5-5-7 0-6-0-7
Fuel Tank Sender Retaining Nuts 1-5-2 2·1-2-8 0'2-0-3
Ether Button Retaining Nut 2-5-3 3-6-4-2 0-37-0-43
Cab Implement Lamp Mounting Nut 2-5 3-4 0·35
Cab Implement Lamp Mounting Lock Nut 18-22 24-30 2-5-3-1
Alternator Rear Cover Fixing Screws 1 -8-2-2 2'5-3-0 0-26-0-31

14
------------------------CHAPTER7------------------------

TORQUE SPECIFICATIONS (CONT.)

'c' PREFIX

Ibfft Nm Mkg

Starting Motor Ground Cable Securing Nut

or Bolt 4-6 5·4-8·1 0,6-0·8
Spark Plugs (Dry Threads) 26-36 35-41 3·5-4·2
Governor Drive Gear Nut 95-105 129-142 13·1-14·6
Governor Housing-to-Engine Front Cover Bolts 10-23 13·6-32 104-2,1
Alternator Regulator Attaching Screws 3-4'5 3·7-6·1 004-0'6
Alternator Terminal Nuts 4-5 504-6·8 0-6-0-7
Turn Signal Switch Retaining Nut 3 3·7 0-4
Hazard Warning Light Mounting Nut 5-10 6·8-13·6 0-7-1'4
Cab-Headlamp and Utility Lamp Mounting Nuts 10-14 13·6-19·0 104-1,9
Cab Rear Lamp Mounting Nut 10-15 13'6-20 1·4-2·1
Implement Lamp Mounting Nut 10-15 13-6-20 104-2-1
Headlamp Retainer Securing Nut (Less Cab) 10-14 13-6-19'0 1'4-1-9
Flasher Lamp Mounting Nuts 12-24 16-33 1'6-3'3
Ford 6700 and 7700 Less Cab Rear Lamp
Mounting Nut 2 2·7 0·28

The following general nut and bolt installation torque requirements (lubricated) apply to
any operation not previously listed.

SIZE Ibfft Nm Mkg

METRIC BOLTS
M4 2 2·7 0·28
M5 4·0-4·5 5'0-6-2 0·55-0·62
M6 6-8 8·5-10·6 0,9-1,1
M8 16-18,5 21-25 2·2-2·5
M10 30-37 41-51 4-2-5'1
M12 52-66 70-90 7·2-9·1

INCH BOLTS
6-32 1 104 0·14
6-40 1 1 ·5 0·15
8-32 1·5-2·0 2-1-2'9 0·21-0·28
8-36 1-5-2'0 2-1-3-1 0-21-0-28
10-24 2-3 3-0-4'2 0'28-0-41
10-32 2'5-3-5 3'3-4-8 0·35-0-48
t-20 5-7-5 6-8-10'1 0'7-1-0
1-28 6-8 7·8-11·6 0-8-1'1
8 11-15 15-20 1-5-2·0
12-16 17-21 1·6-2·2
i--16 20-26 28-35 2'8-3-5
21-29 29-39 2·9-4·0

15
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

C. SPECIAL TOOLS

(Prior Tool Numbers, where applicable, are shown in brackets)

DESCRIPTION CHURCHILL TOOL NO. NUDAY TOOL NO.

Distributor Shaft Bushing Remover and

Installer (Gasoline Only) - 1251 (SW.503)
Step Plate Adaptors 630S 9210 (630S)
Pulling Attachments (Small) 951 9190 (951)
Puller Reversible Arm (Small) 1001 9196 (1001)

16
--------------------------CHAPTER7-------------------------

D. WIRING DIAGRAMS

The electrical wiring diagrams are shown on the following pages and the assembly plant is
identified by the letter 'B' or 'c' prefixing the tractor serial number.

The wiring diagrams show the various electrical components and their associated wiring harness.

The wiring diagrams are as follows:

'B' Prefix

• Ford 2610,3610,3910,4110,4610, 5610,6610 and 7610 - Less Straddle Mount Cab.

• Ford 2610,3610,3910,4110,4610,5610,6610 and 7610 With Ford Low Profile

Straddle Mount Cab.

• Ford 6710,7710 and 8210 - Less Ford Super Deluxe Flat Deck Cab.

• Ford 6710 and 7710 - With Ford Super Deluxe Flat Deck Cab.

• Ford 5610,6610 and 7610 With Ford Super Deluxe Straddle Mount Cab.

• Ford 8210 With Ford Super Deluxe Flat Deck Cab.

'c' Prefix
• Ford 2610, 3610, 4110 and 4610 - Gasoline - Less Straddle Mount Cab.

• Ford 2610, 3510, 4110 and 4610 Less Straddle Mount Cab.

• All Models - General I nformation Wiring Diagram.

17
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

WIRING DIAGRAM 19. Dual Power Solenoid

'B' Prefix 20. Four Wheel Drive Solenoid

FORD 2610,3610,3910,4110,4610,5610, 21. Headlamp Left Hand
6610 & 7610 LESS STRADDLE MOUNT
CAB 22. Ignition Switch

Wire Colour Index 23. Starter Solenoid

24. Starter Motor

B Black P Purple 25. Alternator

G Green R Red 26. Battery

27. Auxiliary Fuel Pump

K Pink S Slate
28. Battery Temprature Sensor
LG Light Green U Blue
29. Handbrake Warning Switch
N Brown W White
30. Handbrake Warning Switch

0 Orange Y Yellow
31. Auxiliary Fuel Tank Sender

32. Alternator Warning Lamp

KEY TO WIRING DIAGRAM
33. Fuel Gauge
NOTE: Circuit is shown de-energised.
34. Oil Pressure Warning Lamp

35. Thermostart
1. Turn Lamp Right Hand Rear
36. Panel Lamp
2. Side Stop Lamp - Right Hand Rear
37. Oil Pressure Switch
3. Right Hand Fender Connector
38. Panel Lamp
4. Rear Harness Connector
39. Air Cleaner Warning Lamp
5. Left Hand Fender Connection
40. Diode
6. Stop Lamp Switch
41. Air Cleaner Vacuum Switch
7. Trailer Socket
42. Horn Push
8. Turn Indicator Switch
43. Temperature Sender
9. Flasher Unit
44. I nstrument Cluster
10. Hazard Switch
45. Horn
11. Side/Stop Lamp Left Hand Rear
46. Main Fuel Tank Sender
12. Turn Lamp Left Hand Rear
47. Headlamp Right Hand
13. Four Wheel Drive Switch
48. Headlamp Connector
14. Dual Power Switch
49. Multiway Connector
15. Lighting Switch
50. Side Lamp Right Hand Front
16. Side Lamp - Left Hand Front
51. Turn Lamp Right Hand Front
17. Turn Lamp - Left Hand Front
52. Fuse Box
18. Safety Start Switch

18
-------------------------CHAPTER7------------------------

WIRING DIAGRAM

'B' PREFIX

FORD 2610, 3610, 3910, 4110, 4610, 5610, 6610 & 7610-
LESS STRADDLE MOUNT CAB

19
 GlW~~--i
I I

____________~------------------------------------------------~R~
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---------PART 3-ELECTRICAL SYSTEM - - - - - - - - -

20
------------------------CHAPTER7------------------------

WIRING DIAGRAM

'B' PREFIX

FORD 2610, 3610, 3910, 4110, 4610, 5610,6610 & 7610-

WITH lOW PROFILE STRADDLE MOUNT CAB

21
---------PART 3-ELECTRICAL SYSTEM - - - - - - - - -

WIRING DIAGRAM 27. Panel Lamp

28. Instrument Cluster
IB' Prefix 29. Turn I ndicator Connector
FORD 2610, 3610, 3910, 4410, 4610, 6610 30. Turn I ndicator Switch
& 7610 - WITH LOW PROFILE STRADDLE
31. Flasher Unit
MOUNT CAB
32. Implement Lamp Warning Lamp
Wire Colour Index 33. Hazard Warning Switch
34. Rear lighting Connector
35. Stop Lamps Switch
N Brown W White 36. Right Hand Side Lamp
37. Right Hand Side Lamp Connector
U Blue Y Yellow
38. To Implement Lamp Switch
R Red B Black 39. Right Hand Rear Lamp
40. Right Hand Implement Lamp
P Purple S Slate 41. Trailer Socket
42. Left Hand Implement Lamp
G Green K Pink
43. Left Hand Rear Lamp

LG Light Green 44. To Implement Lamp Switch

45. Left Hand Side Lamp Connector
46. Left Hand Side Lamp
KEY TO WIRING CODES 47. Dome Lamp Switch
48. Fuse Box
NOTE: Circuits are shown de·energised.
49. Roof Connector A
50. Roof Connector B
1. Windscreen Washer Pump 51. To Dome Lamp Switch
2. Temperature Sender 52. Dome Lamp
3. Oil Pressure Switch 53. Blower Motor
4. Fuel Level Sender (Main) 54. Resistance
5. Fuel Level Sender (Auxiliary) 55. Wiper Motor
6. Battery 56. Implement Lamp Switch
7. Safety Start Switch 57. Windscreen Washer Switch
8. Alternator 58. Wiper Switch
9. Starter Solenoid 59. Blower Switch
10. Headlamp 60. Radio and Speaker
11. Headlamp 61. Blower Connector
12. Battery Temperature Sensor 62. Escape Hatch Cab Inner Roof·
13. Horn 63. Standard Cab Inner Roof (With Heater)
14. Thermostart 64. Standard Cab Inner Roof (Less Heater)
15. Air Cleaner Vacuum Switch 65. Dual Power Switch
16. Starter Motor 66. Dual Power Solenoid
17. Auxiliary Fuel Pump 67. Four Wheel Drive Switch
18. Instrument Connector 68. Four Wheel Drive Solenoid
19. Temperature Gauge 69. Light Switch Connector
20. Oil Warning Lamp 70. Light Switch
21. Alternator Warning Lamp 71. Ignition Relay
22. Air Clearner Warning Lamp 72. Horn Push
23. 73. Ignition Switch
24. Fuel Gauge 74. Diode
25. 75. Bulkhead Connector
26. Panel Lamp

22
-------------------------CHAPTER7------------------------

WIRING DIAGRAM

'B' PREFIX

FORD 2610, 3610, 3910, 4110,4610, 5610, 6610 & 7610-

WITH LOW PROFILE STRADDLE MOUNT CAB

23
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

24
------------------------CHAPTER7-------------------------

WIRING DIAGRAM

'8' PREFIX

FORD 6710, 7710 & 8210-

LESS SUPER DELUXE FLAT DECK CAB

25
---------PART 3-ELECTRICAL SYSTEM - - - - - - - - - -

WIRING DIAGRAM 26. Auxiliary Field Cor.nector

27. Fuel Changeover Switch*
'B' Prefix
28. Dual Power Switch
FORD 6710, 7710, 7910 & 8210 LESS
SUPER DELUXE FLAT DECK CAB 29. Lighting Switch (Less Turn Indicators)
30. Lighting Switch (With Turn Indicators)
Wire Colour Index 31. Stop Lamp Switch
32. Bulkhead Connector No.1

B Black P Purple 33. Rear Lighting Connector

34. Side/Turn Lamp-Right Hand Front
G Green R Red 35. Right Hand Side Lamp Connector
36. Implement Lamp (Optional)
K Pink S Slate
37. Side/Stop/Turn Lamp-Right Hand Rear
LG Light Green U Blue 38. Trailer Socket
39. Left Hand Side Lamp Connector
N Brown W White
40. Side/Turn Lamp-Left Hand Front

0 Orange Y Yellow 41. Implement Lamp (Optional)

42. Side/Stop/Turn Lamp-Left Hand Rear
43. Licence Plate Lamp
KEY TO WIRING CODES
44. Auxiliary Fuel Tank Sender Connector

NOTE: Circuit is shown de-energised. 45. Auxiliary Fuel Tank Sender

46. Four Wheel Drive Solenoid
47. Dual Pnwer Solenoid
1. Left Hand Turn Lamp
48. Starter Motor
2. Oil Warning Lamp
49. Thermostart
3. Fuel Gauge 50. Air Cleaner Vacuum Switch
4. Panel Lamp 51. Horn
5. Panel Lamp 52. Headlamps
6. Air Cleaner Warning Lamp 53. Battery Temperature Sensor
7. Dual Power Warning Lamp (Tortoise) 54. Starter Solenoid
8. Main Beam Warning Lamp 55. Oil Pressure Switch
9. Dual Power Warning Lamp (Hare) 56. Main Fuel Tank Sender

10. Transmission Oil Warning Lamp 57. Alternator

11. Panel Lamp 58. Fuse Links

59. Battery
12. Alternator Warning Lamp
60. Temperature Sender
13. Temperature Gauge
61. Air Cleaner Switch Connector
14. Panel Lamp
62. Bulkhead Connector No.1
15. Right Hand Turn Lamp
63. Safety Start Switch
16. I nstrument Cluster
64. Ignition Switch (Less Thermostart)
17. Switch Connector No.2
65. Handbrake Switch
18. Trailer Turn Lamp 2 66. Ignition Switch (With Thermostart)
19. Trailer Turn Lamp 1 67. Handbrake Buzzer
20. TUrn I ndicator Switch 68. Diode (3A)
21. Switch Connector No. 1 69. Fuse Box
22. Four Wheel Drive Switch 70. Instrument Cluster Connector
23. Plough Lamp Switch * Tractors with auxiliary fuel tank must have the
24. Flasher Unit light green I ink wire removed from the back of the
fuel changeover switch.
25. Hazard Warning Switch

26
-------------------------CHAPTER7------------------------

WIRING DIAGRAM

'B' PREFIX

FORD 6710, 7710 & 8210-

LESS SUPER DELUXE FLAT DECK CAB

27
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- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

28
------------------------CHAPTER7------------------------

WIRING DIAGRAM

'B' PREFIX

FORD 6710 & 7710-

WITH SUPER DELUXE FLAT DECK CAB

29
---------PART 3-ELECTRICAL SYSTEM - - - - - - - - -

WIRING DIAGRAM 29. Ignition Relay

30. Stop Lamp Switch
18' Prefix
31. Dual Power Switch
FORD 6710 & 7710 - WITH SUPER
32. Bulkhead Connector No.2
DELUXE FLAT DECK CAB
33. Rear Lighting Connector
Wire Colour Index 34. Side/Turn Lamp-Right Hand Front
35. Right Hand Side Lamp Connector
36. Side/Stop/Twin Lamp-Right Hand Rear
B Black P Purple 37. Trailer Socket
38. Bulkhead Connector No.1
G Green R Red 39. Auxiliary Fuel Sender Connector
40. Auxiliary Fuel Tank Sender
K Pink S Slate 41. Side/Turn Lamp-Left Hand Front
42. Left Hand Side Lamp Connector
LG Light Green U Blue
43. Side/Stop/Turn Lamp - Left Hand Rear
44. Four Wheel Drive Solenoid
N Brown W White
45. Battery Temperature Sensor
0 Orange Y Yellow 46. Dual Power Solenoid
47. Air Cleaner Vacuum Switch
48. Starter Motor
KEY TO WIRING CODES 49. Thermostart
50. Horn
NOTE: Circuit is shown de-energised 51. Headlamps
52. Starter Solenoid
53. Oil Pressure Switch
1. Left Hand Turn La
54. Alternator
2. Oil Warning Lamp
55. Blower Motor
3. Fuel Gauge
56. Main Fuel Tank Sender
4. Panel Lamp
57. Fuse Links
5. Panel Lamp
58. Battery
6. Air Cleaner Warning Lamp
59. De-Icing Switch
7. Dual Power Warning Lamp (Tortoise)
60. Windscreen Washer Motor
8. Main Beam Warning Lamp
61. Air Compressor Clutch
9. Dual Power Warning Lamp (Hare)
62. Thermostatic Switch
10. Transmission Oil Warning Lamp
63. Blower Motor Switch
11. Panel Lamp
64. Dome Lamp
12. Alternator Warning Lamp
65. Licence Place Lamps
13. Temperature Gauge
66. Windscreen washer/Wiper Switch
14. Panel Lamp
67. Wiper Motor
15. Right Hand Turn Lamp
68. Radio
16. Instrument Cluster
69. Implement Lamps
17. Switch Connector No.2
70. Roof Connector
18. Trailer Turn Lamp 2
71. Diode (3A)
19. Trailer Turn Lamp 1
72. Safety Start Switch
20. Turn Indicator Switch
73. Handbrake Switch
21. Switch Connector No. 1
74. Ignition Switch
22. Four Wheel Drive Switch
75. Handbrake Buzzer
23. Plough Lamp Switch
76. Dome Lamp Switch
24. Flasher Unit
77. Fuse Box
25. Hazard Warning Switch
78. Front Plough Lamp Switch
26. Auxiliary Field Connector
79. I nstrument Cluster Connector
27. Fuel Changeover Switch*
* Tractors with auxiliary fuel tank must have the
28. Lighting Switch light green link wire removed from the back of the
fuel changeover SWitch.

30
-------------------------CHAPTER7------------------------

WIRING DIAGRAM

'B' PREFIX

FORD 6710 & 7710-

WITH SUPER DELUXE FLAT DECK CAB

31
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---------PART 3-ELECTRICAL SYSTEM - - - -_ _ _ __

32
------------------------CHAPTER7------------------------

WIRING DIAGRAM

'B' PREFIX

FORD 5610, 6610 & 7610-

WITH SUPER DELUXE STRADDLE MOUNT CAB

33
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - - -

WIRING DIAGRAM 21. Instrument Connector

22. Implement Lamp Warning Lamp
'B' Prefix 23. Turn Indicator Switch Connector
FORD 5610, 6610 & 7610 - WITH SUPER 24. Turn Indicator Switch
DELUXE STRADDLE MOUNT CAB 25. Hazard Warning Switch
26. Flasher Unit
Wire Colour Index 27. Lighting Switch (shown in 'OF F' position)
28. Implement Lamp Switch
29. Lighting Switch Connector
N Brown Y Yellow 30. Rear Lighting Connector
31. Stoplamp Switch
U Blue B Black 32. Right Hand Side Lamp
33. Right Hand Lighting Connector
R Red S Slate 34. Right Hand Rear Lamp
35. Trailer Socket
p Purple K Pink 36. Left Hand Rear Lamp
37. Left Hand Lighting Connecting
G Green GR Grey 38. Left Hand Side Lamp
39. Bulkhead Connector
LG Light Green V Violet 40. Auxiliary Fuel Pump
41. Starter Motor
W White 42. Air Cleaner Vacuum Switch
43. Thermostart
44. Horn
NOTE: Wires marked Z are non-standard 45. Battery Temperature Sensor
colour codes. 46. Headlamp- Left Hand
47. Headla~p-Right Hand
KEY TO WIRING CODES 48. Safety Start Switch
49. Alternator
NOTE: Circuits are shown de-energised 50. Starter Solenoid
51. Fuse Link
1. Ignition Switch-Less Thermostart 52. Battery
(Shown in 'OFF' position) 53. Fuel Level Sender-Auxiliary
A. Feed C. Start 54. Fuel Level Sender-Main
B. Accessory D. Auziliary (Ignition) 55. Oil Pressure Switch
2. Dual Power Switch 56. Windscreen Washer Pump
3. Four Wheel Drive 57. Temperature Sender
4. Dual Power Solenoid 58. Air Compressor Clutch
5. Four Wheel Drive Solenoid 59. De-Icing Switch
6. Ignition Switch-With Thermostart 60. Blower Motor Switch
(Shown in 'OFF' Position) 61. Thermostatic Switch
7. Fuse 62. Dome Lamp
8. Horn Push 63. Licence Plate Lamps
9. Ignition Relay 64. Windscreen Washer/Wiper Switch
10. Temperature Gauge 65. Wiper Motor Connector
11. Instrument Cluster 66. Wiper Motor
12. Oil Warning Lamp 67. Blower Motor Connector
13. Alternator Warning Lamp 68. Blower Motor
14. Diode 69. Implement Lamps
15. Fuel Gauge 70. Implement Lamp Connector
16. Instrument Ground Terminal 71. Radio and Speaker
17. Air Cleaner Warning Lamp 72. Roof Connector
18. Shunt Resistor 73. Dome Lamp Switch
(use with auxiliary fuel tank only)
74. Fuse Panel No.2
19. Panel Lamp
75. Fuse Panel No.1
20. Panel Lamp

34
-------------------------CHAPTER7------------------------

WIRING DIAGRAM

'B' PREFIX

FORD 5610,6610 & 7610-

WITH SUPER DELUXE STRADDLE MOUNT CAB

35
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NV NV

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-------------------------CHAPTER7-------------------------

WIRING DIAGRAM

'8' PREFIX

FORD 8210-
WITH SUPER DELUXE FLAT DECK CAB

37
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

WIRING DIAGRAM 29. Fuel Gauge Changt! Over Switch *

30. Implement Lamp Switch
'B' Prefix 31. Stop Lamp Switch
FORD 8210 - WITH SUPER DELUXE 32. Rear Lighting Connector
FLAT DECK CAB 33. Right Hand Side Lamp
34. Right Hand Lighting Connector
Wire Colour Index 35. Right Hand Rear Lamps
36. Trailer Socket
37_ Left Hand Rear Lamps
B Black R Red 38. Left Hand Lighting Connector
39. Left Hand Side Lamp
G Green S Slate 40. Bulkhead Connector No.2
41. Bulkhead Connector No.1
K Pink U Blue 42. Four Wheel Drive Solenoid
43. Fuel Tank Sender Connector
LG Light Green W White 44. Fuel Tank Sender (Auxiliary)
45. Starter Motor
N Brown Y Yellow 46. Dual Power Solenoid
47. Thermostart
0 Orange V Violet 48. Air Cleaner Vacuum
49. Horn
P Purple GR Grey 50. Right Hand Headlamp
51. Left Hand Headlamp
52. Starter Solenoid
NOTE: Wires marked Z are non~standard 53. Fuse Links
colour codes. 54. Blowe Motor
55. Battery
KEY TO WI RI NG CODES 56. Alternator
57. Regulator
NOTE: Circuits are shawn de-energised. 58. Temperature
59. Fuel Tank Sender (Main)
1. Instrument Cluster 60. Oil Pressure Switch
2. Left Hand Turn Lamp 61. Safety Start Switch
3. Oil Warning Lamp 62. Ignition Switch with Thermostart
4. Fuel Gauge (shown in 'OFF' position)
5. Panel Lamp 63. Fuse Panel
6. Panel Lamp 64. De·lcing Switch Connector
7. Air Cleaner Warning Lamp 65. De-Icing Switch
8. Implement Warning Lamp 66. Air Compressor Clutch
9. Main Beam Warning Lamp 67. Windscreen Washer Connector
10. Panel Lamp 68. Windscreen Washer Pump
11. Alternator Warning Lamp 69. Blower Motor Connector
12. Temperature Gauge 70. Blower Motor Switch
13. Panel Lamp 71. Thermostatic Switch
14. Right Hand Turn Lamp 72. Dome Lamp
15. Instrument Cluster Connector 73. Licence Plate Lamps
16. Trailer Turn Lamp 2 74. Wiper Motor
17. Trailer Turn Lamp 1 75. Wiper Motor Connector
18. Horn Push 76. Wiper Motor Switch
19. Headlamp Dip/Main and Flash Switch 77. Radio and Speaker
20. Turn I ndicator Switch 78. Implement Lamps
21. Switch Connector No.2 79. Implement Lamps Connector
22. Four Wheel Drive Switch 80. Roof Connector
23. Switch Connector No. 1 81. Dome Lamp Switch
24. Dual Power Switch 82. Fuse Panel
25. Flashter Unit 83. Diode
26. Hazard Warning Switch * Tractors with auxiliary fuel tank must have the
27. Ignition Relay light green link wire removed from the back of the
28. Lighting Switch fuel changeover switch.

38
-------------------------CHAPTER7-------------------------

WIRING DIAGRAM

'B' PREFIX

FORD 8210-
WITH SUPER DELUXE FLAT DECK CAB

39
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---------PART 3-ELECTRICAL SYSTEM - - - - - - - - -

40
------------------------CHAPTER7-------------------------

WIRING DIAGRAM

'C' PREFIX

FORD 2610,3610,4110 & 4610-

GASOLINE-LESS STRADDLE MOUNT CAB

41
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

WIRING DIAGRAM 14. Flasher

'C' Prefix 15. Flasher Switch

FORD 2610, 3610 & 4610 - GASOLINE -
LESS STRADDLE MOUNT CAB 16. Ignition Switch

Wire Colour Index 17. Safety Start Switch

18. Trailer Socket

N Brown Y Yellow

U Blue B Black 19. Implement Work Light

R Red S Slate 20. Tail Light

P Purple K Pink 21. Headlamp- Left Hand

G Green 0 Orange 22. Voltage Regulator

LG Light Green V Violet 23. Air Cleaner Vacuum Switch

W White GR Grey
24. Temperature Sender Unit

NOTE: Wires marked Z are non-standard 25. Oil Pressure Switch

colour codes.
26. Alternator
KEY TO WI RING CODES
27. Output Diode
NOTE: Circuits are shown de:energised.
28. Relay
1. Flasher Warning Lamp-Right Hand
29. Battery
2. Light Switch
30. Starter Motor Field Coils
3. Isolation Diode
31. Starter Motor
4. Alternator Warning Light
32. Distributor Rotor-3 Cylinder
5. Temperature Gauge
33. Spark Plugs
6. Instruement Lights
34. Distributor Rotor-4 Cylinder
7. Fuel Sender Unit
35. Ignition Ballast Resistor
8. Oil Pressure Warning Light
36. Ignition Coil
9. Fuel Gauge
37. Distributor Breaker
10. Voltage Stabiliser
38. Front Main Harness Connectors
11. Air Cleaner Warning Light
39. Rear Main Harness Connectors
12. Fuse-3 Amp
40. Headlamp-Right Hand
13. Flasher Warning Lamp-Left Hand

42
------------------------CHAPTER7-----------------------

WIRING DIAGRAM

'e' PREFIX
FORD 2610,3610,4110 & 4610-
GASOLINE-LESS STRADDLE MOUNT CAB

43
..
c.<~
~
------------------------CHAPTER7------------------------

WIRING DIAGRAM

'c' PREFIX
FORD 2600, 3600, 4110 & 4600-
LESS STRADDLE MOUNT CAB

45
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

WIRING DIAGRAM 12. Fuse-3 Amp

"C' Prefix FORD 2600, 3600, 4100 & 4600 -

13. Flasher Warning Lamp-Left Hand
LESS STRADDLE MOUNT CAB
Wire Colour Index 14. Flasher
I
N Brown Y Yellow 15. Flasher Switch

U Blue B Black 16. Key Start Switch

R Red S Slate
17. Safety Start Switch
P Purple K Pink
18. Trailer Socket
g Green 0 Orange
19. Implement Work Light
LG light Green V Violet

W White GR Grey 20. Tail Light

21. Headlamp-Left Hand

NOTE: Wires marked Z are non~standard
colour codes.
22. Voltage Regulator
KEY TO WIRING CODES
23. Manifold Heater (Optional)
NOTE: Circuits are shown de~energised.

24. Air Cleaner Vacuum Switch

A. Circuit for Flat Top Fenders

25. Temperature Sender Unit

B. Circuit for Round Fenders

26. Oil Pressure Switch

1. Flasher Warning Lamp-Right Hand

27. Alternator

2. Light Switch
28. Output Diode

3. Isolation Diode
29. Solenoid-Ford 2600 Be 3600

4. Alternator Warning Light

30. Solenoid-Ford 4100 Be 4600

5. Temperature Gauge
31. Battery

6. Instrument Lights
32. Starter Motor Field Coils

7. Fuel Sender Unit

33. Starter Motor

8. Oil Pressure Warning Light

34. Front Main Harness Connectors

9. Fuel Gauge
35. Rear Main Harness Connectors

10. Voltage Stabiliser

36. Headlamp-Right Hand

11. Air Cleaner Warning Light

46
-------------------------CHAPTER7------------------------

WIRING DIAGRAM

'c' PREFIX
FORD 2600, 3600, 4100 & 4600-
LESS STRADDLE MOUNT CAB

47
 ·l
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: coi
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0:
Z
------------------------CHAPTER7------------------------

WIRING DIAGRAM

'C' PREFIX

ALL MODELS-
GENERAL INFORMATION WIRING DIAGRAM

49
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - - -

WIRING DIAGRAM 56. Alternator

57. Illumination Lamps
'C' Prefix 58. Turn Indicator-Right Hand
ALL MODELS - GENERAL INFORMATION WIRING 59. Alternator Warning Light
DIAGRAMS 60. High Beam Indicator
61. Temperature Gauge
Wire Colour Index 62. Fuel Gauge
63. Turn Indicator-Left Hand
N Brown Y Yellow 64. Oil Pressure Warning Light
65. Fuel Sender-Main Tank
U Blue B Black 66. Fuel Sender-Auxiliary Tank
67. Fuel Tank Selector Switch-Optional Flat Deck Only
R Red S Slate 68. Fuel Sender-Auxiliary Tank
69. Windshield Washer Pump Motor
p PUrple K Pink 70. Compressor Clutch Solenoid
70. Compressor Clutch Solenoid
G Green 0 Orange 71. Windshield Wiper Motor
72. Compressor Clutch Switch (Heat Actuated)
LG Light Green V Violet 73. Blower Motor-3 Speed
74. Windshield Wiper/Washer Switch
W White GR Grey 75. Fuse-6A
76. 3 Speed Blower Switch
NOTE: Wires marked Z are non-standard colour codes 77. Auxiliary Fuel Pump-Ford 5600
78. Thermostatic Switch
KEY TO WIRING CODES 79. Fuse-5A
NOTE: Circuits are shown de-energised. 80. Fuse-30A
81. From 21 Pin Connector
A. Gas Engine Ignition Circuit 82. Ignition Relay
B. Manifold Heater Diesel Engine Ignition Circuit 83. Fuse-4A
C. Ether Start Diesel Engine Ignition Circuit 84. Resistor (Auxiliary Fuel Tank)
1. Headlamp Switch 85. Temperature Sender
2. Fuse-7.5A 86. Fuse
3. Fuse-5A S7. Voltage Stabiliser
4. Tail Light 88. Fuel Gauge
5. To Voltage Regulator-Terminal 1 89. Temperature Gauge
6. Safety Start Switch-Straddle Mount 90. Alternator Warning Light
7. Safety Start Switch-Flat Deck 91. Oil Pressure Warning Light
8_ Radio Light 92. Oil Pressure Switch
9. Radio 93. Instrument Cluster-Straddle Mount
10. Speaker-Left Hand 94. Air Cleaner Restriction Warning Light
11. Speaker-Right Hand 95. Diode-3A
12. Instrument Lights 96. Air Cleaner Restriction Vacuum Switch
13. Headlamp-Low Beam 97. To Battery Positive Terminal
14. To Starter Solenoid Coil 98. Fuse-7.5A
15. To Ignition Switch 99. Horn Button
16. High Beam Indicator 100. Horn
17. Work Lamp 101. Cigar Lighter
18. Headlamp-High Beam 102. Interior Light Switch
19. Fuse-9A 103. Interior Light
20. Ground-Flat Deck Only 104. Safety Start Switch-Flat Deck
21. Turn Signal Switch 105. Ignition Relay Coil
22. TUrn Signal Indicator Light-Right Hand 106. Ignition Ballast Resistor
23. Turn Signal Indicator Light-Left Hand 107. To Flasher/Turn Signal and Implement Light
24. To 18 Pin Connector-Flat Deck or Indicator light 108. Gas Ignition SWitch
Assembly-Straddle Mount . 109. To Starter Relay Coil
25. To 18 Pin Connector-Flat Deck or Indicator Light 110. Ignition Coil
Assembly-Straddle Mount 111. To Ignition Switch Terminal 3
26. Turn Signal Indicator Light Connection-Left Hand 112. Fuse-SA
27. Turn Signal Indicator Light Connection-Right Hand 113. To Voltage Regulator-Terminal 1
28. Turn Signal Indicator Light Assembly-Straddle Mount 114. Radio Speaker-Left Hand
29. Flasher Unit 115. Distributor Breaker
30. Implement Lights 116. To Ignition Switch Terminal 4
31. Toggle Switch 117. Safety Start Switch-Flat Deck
32. Starting Motor 118. Ignition Relay Coil
33. Starting Motor Field Coils 119. Fuse-7.5A
34. To Starting Motor Solenoid 120 Radio
35. To Starting Motor Solenoid 121- Radio Speaker-Right Hand
36. To Battery Negative Terminal 122. Relay-Ford 5600 with Auxiliary Fuel Pump
37. To Nos. 2,3 and 4 Starting Motor Field Coils 123. Fuse-3A
38. To Battery Positive Terminal 124. To Flasher/Turn Signal and Implement Light
39. Spark Plugs 125. Diesel Ignition Switch
40. To Start Ignition Switch 126. Manifold Heater
41. Starting Solenoid 127. Radio Speaker-Left Hand
42. To No.1 Starting Motor Field Coil 128. Fuse-7.5A
43. To Starting Motor 129. To Voltage Regulator-Terminal 1
44. To Ignition Switch Start Terminal 130. Radio
45. To Battery Posit~ve Terminal 131. Fuse-SA
46. To Nos. 2,3 and 4 Starting Motor Field Coils 132. Safety Start Switch-Flat Deck
47. To No.1 Starting Motor Field Coil 133. Safety Start Switch-Straddle Mount
48. Starter Relay-Gasoline 134. To Starter Solenoid Coil
49. To Start Ignition Switch 135. Radio Speaker-Right Hand
50. Starting Solenoid 136. To Flasher/Turn Signal and Implement Light
51. To Voltage Regulator-Terminal A 137. Fuse-3A
52. To Fuse Panel 138. Ether Start Button
53. Fuel Sender-Main Tar.k 139. Ignition Relay Coil
54. Fuse Link 140. Ether Solenoid
55. Voltage Regulator 141. Diesel Ignition Switch

50
------------------------CHAPTER7------------------------

WIRING DIAGRAM

'e' PREFIX
ALL MODELS-
GENERAL INFORMATION WIRING DIAGRAM

51
 Rlw

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~--r--t-"-i"'<VIB~"

~'I: : _
-=
l: ~" +
•

R
UR
I
e
NIY

RIY 0\
'-----t-1

• 8 .r=~~~~
-·-A~ B-·-
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

52
 PART 3
ELECTRICAL SYSTEMS

Chapter 8
FORD 5610, 6610, 7610, 7910 and 8210
WITH DE-LUXE CAB
FORD 7710 and 8210 WITHOUT CAB
WIRING AND ELECTRICAL SYSTEM CHANGES
AFTER OCTOBER 1985

Section Page
A. WIRING AN D ELECTRICAL SYSTEM CHANGES- DESCRIPTION 1
8. WIRING AN D ELECTRICAL SYSTEM CHANGES- OVERHAUL 11
C. WIRING AN D ELECTRICAL SYSTEM CHANGES-
TRACTOR WIRING DIAGRAMS 15

A. WIRING AND ELECTRICAL SYSTEM CHANGES - DESCRIPTION

WIRING HARNESSES
• Cab Harness (Tractors with cab)
The main wiring harnesses can be divided
into five categories: • Fender Harness (Tractors without
cab)
• Main Rear Wiring Harness

• Main Front Wiring Harness The approximate locations of these har-

nesses on tractors with and without cab
• Extension Harness are shown in Figures 1,2 and 3.

,
 PART 3-ELECTRICAL SYSTEM

Agure 1
Ford 5610, 6610 and 7610 with De-Luxe Cab
Electrical System - Wiring Harness Locations

C====::J' Milln Front HarnHs

1. ....., Workmrnp utS 18, foul ~ 0.1_ SohInc*J ConnllQor lS. lrltlliol UOhl LHS
2. Spubf Con~on LHS '8. 8uJ1tt..t Connoaors . . ffOl'll Worttlimp$ LHS
J. In..not Ugh! SWllch 20. ~"glN 011 !"fogJl. SenMt 31. front wOttUmpe; KHS
4. Muhffunetion SwfWt 21 . SUning M«OI' ,"" SoIaIoId 38. RIIdio tm.tf."tIU SuppralOf
$. Triller ~ Sodcet n..AJr Condh/onlng' Cornpt_ au~ 38. Wnd~on Wipei' MOl«
6. 5kJtnghllStOpllgIn u.s 2l. BlnGIV TltnpertlUf' sen.ot
24. Enolne eooanl T~MrWtu,. Sender
40. Root "',I'IU$
COnnedOl'
7. SideliQMllndicMor lHS '1 . ~~Of
L IMtrvment ~I Connector& 25. .....dliahl CoMtctot LHS 42. R.tdio ConMCton
I . fulMlbolc '"-Hom 4J. 8~ 1.40101 S"';lCh
10. Opr Uotrt- 21. ~I CorItlK1or AHS 4t. ...... Ctww{<flnn'"l1 S....ttdo
," ,..,kln, Bnke W,mlno Switeh ... Th.m"...... .5. SpMklt ConMdMl RHS
12. Du.1 PoMt Swl1ch
13. WlndlU_" W..h COrM\ec:Iior
a AhemetOf Conn-=-Or
30. All C'I.Mf R..trid1on SwItch
4&. Ru, WMlatnp RHS
41. lane. PIal. L.n'lI" AHS (
, . , SalIfY S,.n Swhch 31 . BttIerv 48. W.,wrN .... COI'IIr1\I Switch
15. A41ldIl.,y fuel Tank ~I s.nde!' 32. lC..,..fl.n Switch .tB. Ckd
I," Dtak. Ught fMoitch Connectors n Ionilion .I\d Wortd.mp Aelroys so.t .......... PlIIt" I._mp lHS
'7. Du.1 POW$( SoMIItOId lead 34. Au~lI.rv Powtr Sodcel

2
 CHAPTER 8

Figura 2
Ford 7910 and 8210 with De· Luxe Cab
Electrical System - Wiring Harness Locations

• • • • • • e""nelon H,.",," • • • • • • Main IW It H. rn... • • • • • • C.t) i-4,,,........

1. RClllr Wo,kJlllmp LHS
2. Sptlke, Conn.aOls LHS
3. Interior Liihl Switch
... Mullilufldion Switch
5. Sideliihll1ndiQlor lHS
G, Sidollglll/Stopllgh t lHS
7. Tlliler E ~,i~r SO(ket
8. I",uumen! Pine! Conneao,..
S, Fusebox
10. Key.tI.t1 Switch
11 . P,rtclng e'lh Wlrrling Switch
12. Dull Power Switch
13. WlndtcflllCin WlIiIh Connet:tor
14. Sllety Stili Swhch
15. Brlk.light Switch Connectors
18. Auxill.ry FUll Tank LIver Sender
11. 0t.J11 Power Solanoid lud
18. Four Wheol DrlvlI Solenoid Cor'HlIIQOf 36. Intenor l lghllHS
19. 8u lkhlJild Connoctorl 36. Front WOfklllmj» LHS
ZOo Bollet)' J7. frOM Wor.'omp. RHS
21. Engine Oil P'.alIure Sender 38. WindtGfoon Wiper Malar
22. Ait Condilloroi"O ComprU$Or CMel'! 39. Rldlo Inl,rl,reneo SUpprl!S&Of
23. Stlrting MOIor Ind Solenoid 40. Roof Hot""' CCH'In"elo,
24. Battet)' TemperalUre SenIOr 4 •• Blow.. Motor
2:5. Air Conditioning Thenno&l.tlc Switch 42. R~l o Connectofl
26. El'"IQlno Cool.nt Temperlluf' Sender 43. Blowllr Motor Switch
71. Hom 44. Air Conditioning Swilch
28. He.dlig hl ConniClOl' RHS 45. Spelkor Connettors RHS
29. Thermostart ~. A.-I Workllmp RHS
30. Ahemator Connec-cor 47. Lkef'Ce Pleto l.mp AHS
31. Air Cltaller RHulCllon Swllch 48. WIpaM'lSh Comrol Switch
32. Malll Fuel T~U'lk lovel Send., 49. Clodc
33. Igllilloll ind WOfkl¥np Rell~ 50. L.Jcenca Plelo lemp LHS
3'. AuJ6!ilrv Power SO~ke l

3
 PART 3-ELECTRICAL SYSTEM

Figure 3
Ford 7710 and 8210 w ithout Cab
Electrical System - Wiring Harness locations

. . . . . . . Ex\en.k:I-ro H,",",

1. fUltOolc 17. HOfI'l

2. Llcenu Pt•• ump 18. Aft.mllor
3. SldtUgf'lCllndlulOl LHS 111. Air a'IM! R.'I~ Switch
.... Ttillt, Elecrtlc.1 SOckf'l 20, l"Mrmostll1
S. Sldefl9tlt.'Stopllgllt LHS 21. E"SI'''' eoot.nt T""~'l\u" s.ndfl
e. ...,~ Brtk, W-.ni"ij Switdl 22. Stlrting Motor end SoI,noId
1. 0011 Power SWitch 13. a.n.ty
II. S.1.ty S~n Switch 2" Sil:Wighlllncfator RHS
I. Al.OI'illwv F"' Tlnk live! Sender :IS, M.in Foal Tank Lr.'fII S,nder
10. Four Wh •• Om. SoI.nold CofIMClOf 26. l"nltIM lWay
II. DuoII Powel SoIIInOkI' lud 17. 1(..,.&11'" SWitch
12. Bulkhlld ConMQOta 28. S1cWlghVStopllghl RHS
13. Engine Oil P'llIure Sende, 2t. R", WOIldlg"'I
, •. "'"tlllg"'l Con_ot lHS ~O. g ••hI> light S"';~h Cq",,~ ......
16. htt.ty TlmperlluN SenlOl J I. I".,,,,.......' P....I CO....-:lo..
16. HllcUaht Coftn~CI AHS 31. Mu"ir..,"ell(No S\Nih;h

4
- - - - - - - - - - - - CHAPTER 8
Figure 4
Bulkhead Connector Identification
1. Bulkhead Connector No.1 2. Bulkhead Connector No.2
Three large multipin connectors, Figure 4,
identified as Bulkhead Connectors 1,2 and
3, are located under the rear end of the
front hood panel and link the Main Front
and Extension Harnesses to the Main Rear
Harness. Tractors fitted with a de-luxe cab
have a similar connector situated under
the front right-hand corner of the cab roof
which links the Main Rear Harness to the
Cab Harness. These connectors are conve-
nient points atwhich to conduct continuity
testing. Each individual connector pin is
numbered and corresponds to the connec-
tor pin numbers on the wiring diagrams
at the end of this Chapter.
The Main Front Harness Assembly is
routed along the length ofthe engine com-
partment and connects the following com-
ponents to the tractor electrical system:
5
3. Bulkhead Connector No.3
• Engine Oil Pressure Switch
• Thermostart (where fitted)
• Ether Start Solenoid (where fitted)
• Battery Temperature Sensor (5610,
6610, 7610)
• Safety Start Switch
• Starting Motor Solenoid
• Starting Motor
• Alternator
• Headlamps
• De-icing Thermostat (where fitted)
• Air Conditioning Compressor Clutch
(where fitted)
• Coolant Temperature Sender
• Air Cleaner Restriction Switch
• Horn
• Battery
• Fuel Level Sender (7710, 7910,8210)
- - - - - - - - PART 3-ELECTRICAL SYSTEM
The Main Rear Harness Assembly is
located principally below the instrument
console and interconnects all other har-
ness assemblies. Components linked to
the Main Rear Harness are as follows:
• Multi-Function Switch
• Stoplamp Switch
• Dual Power Switch
• Ignition and Worklamp Relays
• Keysta rt Switch
• Fusebox
• Cigar Lighter
• Four Wheel Drive Switch
• Instrument Panel, Gauges and Warn-
ing Lights
• Light Switch
• Windscreen Water Pump
• Trailer Lighting Socket
• Flasher Control Unit
• ISO/NASa Lighting Requirement
Connectors
The Main Rear Harness is adaptable to
comply with N. American vehicle lighting
requirements. In a position beneath the
instrument panel the harness incorporates
two nine-pin connector sockets and one
nine-pin connector plug. Dependent upon
which connector socket is coupled to the
common connector plug, operation of the
multifunction switch causes the lighting
to function as follows:
• All Tractors except N. America.
Red Connector Plug coupled to Red
Connector Socket:
Hazard warning lights flash, when
switched, irrespective of key start
switch position. Turn indicators flash,
when switched, with key start switch
in 'ON' position.
• N. American Tractors Only.
Red Connector Plug coupled to White
Connector Socket:
6
Slow moving vehicle lights flash,
when switched, with key start switch
in 'ON' position. Turn indicators flash
on turn side, when switched, and
opposing indicators illuminate con-
tinuously.
The Extension Harness Assembly lies
across the top of the transmission housing
and connects the following components
to the tr~ctor electrical system:
• Four Wheel Drive Solenoid
• Dual Power Solenoid
• Fuel Level Sender
• Battery Temperature Sensor (7710)
• Alternator Regulator (7910, 8210)
The Cab Harness Assembly is situated in
the cab roof and connects all cab electrical
equipment as follows:
• Side Lights
• Front and Rear Worklamps
• Licence Plate Lamp
• Blower Motor and Switch
• Thermostatic Switch (where fitted)
• Auxiliary Power Socket
• Windscreen WasherlWiper Switch
• Radio and Speakers
• Clock
• Courtesy Light Switch
• Interior Lights
• Parking Brake Warning Switch
• Windscreen Wiper Motor
For tractors without cab the Fender Har-
ness has connections to:
• Implement Lamp (where fitted)
• Rear Lights
• Trailer Lighting Socket
• Side Lights
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER8
Figure 5
Instrument Panel
(Ford 5610/6610n610 Illustrated)
1. Alternator warning light
2. Turn signal indicator light (R.H.)
3. Engine coolant temperature gauge
4. Low fuellhandbrake warning lights
5. Trailer turn signal indicator lights (except North
America)
6. Proofmeter
7. Fuel gauge
8. Turn signal indicator light (L.H.)
9. Engine oil pressure warning light
10. Air cleaner restriction warning light
11. Dual power indicator lamps
INSTRUMENTATION
The instrument cluster gauges, warning
lights and controls are shown in Figures
5 and 6.
The tractors feature air-core type gauges
which are not sensitive to fluctuations in
system voltage.
All the gauges are illuminated by panel
lights when the tractor lights are operated.
Proofmeter
The proofmeter registers the hours and
portions of hours the tractor has operated,
based on an average engine speed of 2055
rev/min. Engine speeds below 2055 rev/
min accumulate hours at a slower rate
than clock hours. Engine speeds above
2055 rev/min accumulate hours at a faster
rate than clock hours. The hours recorded
should be used as a guide to determine
hourly service intervals.
7
Engine Coolant Temperature Gauge
Indicates the temperature of the engine
coolant. During normal operation the nee-
dle should not enter the red sector.
NOTE: When the key-start switch is turned
off the gauge needle assumes a random
position.
Engine Oil Pressure Warning Light
Indicates low oil pressure and should
extinguish immediately after the engine
starts.
IMPORTANT: If the light comes on whilst
the engine is running, stop the engine and
investigate the cause.
Air Cleaner Restriction Warning Light
(dry air cleaner only)
Will illuminate when the air cleaner
requires servicing.
NOTE: When the key-start switch is turned
to 'ON' the light will illuminate to indicate
that the lamp is functioning. The light will
extinguish with the engine running and
the air cleaner functioning correctly.
The air cleaner warning light is connected
into the oil pressure warning light circuit.
In the event of low oil pressure both the
air cleaner and oil pressure warning lights
will be illuminated.
Fuel Gauge
Indicates the level of fuel in the tank and
is only operative with the key-start switch
in the 'ON' position.
NOTE: When the key-start switch is turned
off the gauge needle assumes a random
position and may well indicate a fuel level
in excess of the true level.
With the auxiliary fuel tank installed on
5610/6610/7610 tractors, the gauge indi-
cates the total fuel content of both tanks.
7710/7910/8210 tractors utilise a
changeover switch to read tank levels
independently.
- - - - - - - - - PART 3-ELECTRICAL SYSTEM

Low FuellHandbrake Warning Lights

(5610/6610/7610 with de-luxe cab)
The upper light of the pair indicates low
fuel level. With the tractor operating on
level ground, the light will illuminate when
the fuel level drops to 1.0 Imp. Gallon (1.2
U.S. Gallons) (4.5 Litres) when only one
tank is installed. With dual fuel tanks, the
light will illuminate when the total content
of both tanks has reduced to approxi·
mately 4.0 Imp. Gallons (4.8 U.S. Gallons)
(18 Litres).

The lower light of the pair indicates the

handbrake lever is not fully released.

771 On91 0/821 0 tractors utilise a hand- Figure 6

brake warning buzzer. Hand Controls
1. Front Wheel Drive Engagement Switch (where
fined)
Alternator Warning Light 2. Key-start Switch
3. Hazard Warning Lights Switch
Indicates the battery is not being charged 4. Cigarette Lighter
and should extinguish when the engine 5. Tractor Lights Switch
speed is increased above idle. 6. Work Lamp Switch
7. Multi-function Switch

Turn Signal Indicator Lights (de-luxe cab

only) HAND CONTROLS AND SWITCHES
Will flash in unison with the turn signal
lights. Key-start Switch

NOTE: North America only: The turn sig- All tractors have a five-position key-start
nals will only operate if the hazard warning switch. Turning the switch clockwise acti-
lights are switched on. vates the following:

Trailer Turn Signal Indicator Lights (de-

luxe cab only - except North America) 1. Electrical equipment 'OFF'
The upper light will flash in unison with 2. Accessories 'ON'
the direction indicators when a trailer is 3. Warning lights and instruments 'ON'
connected to the tractor. The lower light 4. Thermostart heater 'ON' (where fitted)
will also flash if a second trailer is con- 5. Starting motor operates
nected.

Dual Power Indicator Lights (de-luxe cab
only)
When the green light (hare symbol) is
illuminated it indicates the Dual Power
transmission is in direct drive.
When Powerdrive is engaged, the amber
light (tortoise symbol) will be illuminated.
Tractors may be equipped with the Ther-
mostart cold weather starting aid which is
effective in temperatures down to -18°C
(O°F). The Thermostart consists of a heat-
ing element installed in the inlet manifold.
When operated by the key-start switch, the
Thermostart will ignite fuel in the manifold
prior to it entering the combustion
chamber.

8
- - - - - - - - - - - - CHAPTER 8 - - - - - - - - - - -
A WARNING: Do not use ether with
. . the Thermostart. If, in an
emergency, it is necessary to use ether
with Thermostart installed, disconnect the
terminal wire from the glow plug on the
intake manifold and insulate the free end
of the wire. The glow plug is at the rear
of the manifold on Ford 7610 tractors and
at the front of the manifold on other mod-
els.
Front Wheel Drive Engagement Switch
(where fitted)
Press the green section of the rocker
switch to engage the drive to the front
wheels. Press the black section of the
switch to disengage front wheel drive.
When the key-start switch is turned on,
the rocker switch will be internally illumi-
nated. When front wheel drive is engaged
the switch is brightly lit. The light intensity
is reduced when front wheel drive is disen-
gaged.
Multi-Function Switch (de-luxe cab only)
The stalk-type switch is mounted on the
steering column. The switch operates the
horn, turn signals and headlamp flash and
is a,lso used to select main or dipped beam.
Press in the end of the stalk to actuate the
horn. The stalk will operate the right-hand
turn signal if moved clockwise and the left-
hand turn signal if moved anti-clockwise.
The turn signal warning light (and trailer
lights, if connected), will also flash when
the turn signals are operated.
NOTE: North America only: The turn sig-
nals will only operate if the hazard warning
lights are switched on.
With the headlights switched on, push the
stalk downwards to select main beam. The
blue warning light on the proofmeter will
also illuminate. Pull the stalk back to the
central position to select dip beam.
9
Pull the stalk further back, against spring
pressure, to flash the headlight main
beam. The stalk will automatically return
to the central, dip beam position when
released.
NOTE: The horn, headlight flash and turn
signals will only operate when the key-
start switch is turned on.
Cigarette Lighter (de-luxe cab only)
To operate, push the lighter knob fully in.
The lighter will pop out when the electrical
element has reached the correct tempera-
ture.
Hazard Warning Lights Switch
Press the red section ofthe switch (triangle
symbol) to operate all the turn signals
simultaneously. The switch is internally
illuminated and will flash in unison with
the turn signals.
NOTE: In North America, hazard warning
lights are used when driving on the public
highway. When a turn signal is made the
lights on one side of the tractor will flash
indicating a turn, while the lights on the
other side will burn continuously.
LIGHTS
The tractor lights are controlled by a 3-way
rocker switch in the lower left-hand corner
of the instrument panel. All lights are
switched off in the rearward switch posi-
tion. The centre position actuates the
sidelights, and the forward position
actuates the headlights. Selection of main
or dipped beam is made by means of the
stalk-type multi-function switch mounted
on the left-hand side of the steering col-
umn.
- - - - - - - - - PART 3-ELECTRICAL SYSTEM

To meet the many varied location and

operational requirements, numerous
supplementary lighting combinations are
available from the following:

• Front Side Lights

• Rear Lights
• Utility Lights
• Turn Indicator Lights
• Hazard Warning Lights
• Stop Lights
• Worklamps
• Licence Plate Lights

Work Lamps Figure 7

The front and rear work lamps are control- Cab Roof Electrical Controls (de-luxe cab)
led by a 3~way rocker switch on the instru- 1. Blower Control
2. Cab Interior Light - R.H.
ment panel. Selecting the forward switch 3. Cab Interior Light - L.H.
position causes the front work lamps to 4. Digital Clock
illuminate, the centre position being off, 5. Windscreen WiperIWash Control
and the rearward switch position
illuminating the rear worklamps. Front
and rear work lamps may be illuminated
simultaneously by first moving the switch Windscreen Wiper/Washer
to the forward position then quickly to the Turn the switch clockwise to the first pos-
rearward position. A capacitor which is ition to obtain slow wiper speed. Further
charged when the front work lamps are rotation of the switch clockwise will select
switched on enables the front work lamp the fast speed. The wiper arm is self-park-
relay to remain latched momentarily, ing. ,
while the work lamp switch is moved to
the rear work lamp position. Power from
the rear work lamp relay then maintains Push the switch in to operate the electric
the front work lamp relay in a latched con- windscreen washer.
dition. Both relays are earthed through a
control relay, which opens when the light
switch is moved to the off position causing
both front and rear work lamps to be extin- Clock
guished. The 12 hour digital clock will only display
with the key-start switch turned on.

Under the display are two setting buttons.

CAB ROOF ELECTRICAL CONTROLS
Blower Control
A three-speed blower is installed for the
heater and/or air conditioner. Turn the
switch clockwise to the first position for
low speed. Further rotation of the switch
in a clockwise direction selects medium
and fast speed.
Hold in the left-hand button (h) to advance
the hour display and the right-hand button
(m) to advance the minute display.
NOTE: If the battery is disconnected for
any reason, the clock will require re-set-
ting.

10
- - - - - - - - - - - CHAPTER 8 - - - - - - - - - - -

B. WIRING AND ELECTRICAL SYSTEM CHANGES - OVERHAUL

REMOVAL To avoid damage to the components of

the alternator charging system, service
Each wiring harness may be removed precautions must be observed as follows:
independently. The removal procedures
follow established techniques but certain
precautions must be observed as follows:
• NEVER make or break any of the
charging circuit connections, includ-
ing the battery, when the engine is
• Disconnect the battery, negative ter·
running.
minal first, prior to disconnection or
removal of any wiring harness.

• Prior to removal, note the harness • NEVER short any of the charging
routing, clamping positions and ter· components to earth.
minal connections.

• On replacement, ensure the harness • ALWAYS disconnect the battery earth

routing and clamping is as specified cable before carrying out arc welding
and not in contact with sharp edges, on the tractor or on any implement
the exhaust system or moving parts. attached to the tractor.

• Check connections for wire colour

matching (where applicable).
• ALWAYS disconnect the battery earth
cable when charging the battery in
the tractor using a battery charger.
• Ensure all connectors are fully
engaged and no conductor is
exposed.

A WARNING: Wear eye protection

• Tape back unused connectors. . . when charging the battery or starting
the tractor engine with a slave battery.

• Ensure ground connections are clean

with metal-to-metal contact. Use
toothed lock washers where
• Do not use a slave battery of higher
specified. than 12 volt nominal voltage.

• Ensure fuses are of the specified rat-

ing.
• ALWAYS observe correct polarity
when installing the battery or using
• Check the circuit current draw before a slave battery to start the engine.
connecting power to the harness.

• Check polarity of the battery before CONNECT POSITIVE TO POSITIVE AND

connecting power to the harness. NEGATIVE TO NEGATIVE.

11
- - - - - - - - PART 3-ELECTRICAL SYSTEM

~ ~ w rn ~ rn
13 14 15 16 17 18

22 23 24

0 rn
8 9
rn rn ~
10 11 12

OM 459
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Figure 8 Figure 9
Fuse Replacement Circuit Fuse Locations
1. Fusebox

FUSES Fuse
No. Rating Colour Circuit
Fuse Replacement 1 10A Red Auxiliary Socket
2 5A Brown Alternator Field
3 15A Blue Front Wheel Drive
The fusebox is located ona bracket which Dual Power
is bolted to the left hand side of the steer- 4 5A Brown Gauges
ing column, below the control console, 5 5A Brown R.H. Side/Rear
Lights
Figure 8.
6 15A Blue Headlight Dip Beam
7 10A Red Turn Signals
8 5A Brown Cab Relay Coil
To gain access to the fuses pull off the 9 15A Blue Wipe/Washer
plastic fuse box cover. 10 4A Amber Radio
11 5A Brown L.H. Side/Rear Lights
12 15A Blue Headlight Main Beam
There is provision for 24 fuses although 13 15A Blue Stop Lights'
only 21 circuits are protected; three fuses 14 10A Red Horn
being spare. 15 25A Clear Heater Blower
16 15A Blue Air Compressor Clutch
17 25A Clear RearWorkLamps
The fuses are numbered. Reference to 18 15A Blue Hazard Warning
Lights
Figure 8 and Table 1 will permit rapid iden- 19 5A Brown Spare
tification of the circuits they protect. 20 25A Clear Thermostart
21 5A Brown Interior Light
22 15A Blue Spare
NOTE: Fuse No. 8 protects the cab relay 23 25A Clear Cigarette Lighter
coil. Should this fuse fail, certain cab elec- 124 25A Clear Front Work Lamps
trical equipment controlled by the key-
start switch will become inoperative. TABLE 1

12
- - - - - - - - - - - - CHAPTER 8 - - - - - - - - - - -

Figure 10 Figure 11
Wiper Arm Removal Windscreen Wiper Motor
1. Wiper Arm 1. Wiper Motor Assembly
2. Latch 2. Radio Interference Suppressor
3. Shaft Retaining Nut 3. Support Bracket
4. Wiring Connector

CAB ROOF MOUNTED SWITCHES - WINDSCREEN WIPER MOTOR

OVERHAUL ASSEMBLY

REMOVAL REMOVAL

1. Disconnect the battery. 1. Disconnect the battery negative cable

from the battery.
2. Remove the cab roof retaining bolts
then lift the roof and support on the
prop. 2. On the outside of the cab, remove the
wiper arm Figure 10, by pulling out
on the wiper arm latch, and lifting arm
3. Disconnect the heater control harness
off shaft.
from the switches.

4. Pull of the switch control knobs. 3. Unscrew and remove the drive spline
retaining nut.
5. Withdraw the retaining screws and
remove the switch mounting bezel
from within the cab. 4. Remove the two retaining bolts, lift
and support the cab roof shell.
6. Remove the lock nut and washer and
withdraw the switch.
5. Disconnect the wiper motor wiring
connector, Figure 11.
INSTALLATION

Installation of the cab roof mounted 6. Unscrew and remove the two bolts
switches follows the removal procedure securing the wiper motor support
in reverse. bracket to the cab frame.

13
- - - - - - - - - PART 3-ELECTRICAL SYSTEM

Figure 12 Figure 13
Windscreen Wiper Linkage Armature End~FloatAdjustment

1. Wiper Motor Assembly A. Clearance 1. Motor

2. Support Bracket 2. Gearbox
3. Securing Bolts 3. Adjustment Screw
4. Cab Frame 4. Locknut
5. Drive Worm

7. Remove the cab interior headlining Armature End Float Adjustment

panel to gain access to the motor
Excessive noise from the wiper motor
bracket securing bolts, Figure 12.
assembly can be attributable to incorrect
armature end-float adjustment.

1. Remove the four bolts securing the

8. From inside the cab, remove motor
bracket bolts and remove bracket and
motor as a unit. Remove the motor
and linkage from the bracket.
INSPECTION AND REPAIR
1. Inspect the linkage and pivot points
for wear or damage and replace if
necessary.
2. Examine the wiper arm pivot shaft
splines and clean with a wire brush.
Renew the pivot shaft if bent or the
splines are damaged.
cover plate to the wiper motor gear-
box.
2. With the drive worm pushed firmly
back towards the motor, Figure 13,
measure with feeler gauges the clear-
ance between the end ofthe armature
spindle and the tip of the adjustment
screw. The clearance should be 0-
0.001 in (0-0.025 mm).
3. Should the end-float require adjust-
ment, loosen the locknut and rotate
the adjustment screw to achieve the
correct clearance. Tighten the locknut
and re-check the clearance.
4. Install the gearbox cover plate and
securing screws.

IMPORTANT: Under no circumstances

must the adjustment screw be tightened
3. Check and replace the motor iffaulty. to preload the armature spindle.

14
. . . . . . . . . . . . . . . . . . . . . .-CHAPTER8

INSTALLATION·

1. Installation of the windshield wiper and motor assembly for effective

motor assembly is the removal proce- action and renew the wiper blade
dure in reverse. if worn or damaged.

HEATER BLOWER MOTOR

• On installation ensure all mounting
bolts and nuts are tightened to the For heater blower motor overhaul see Part
correct torques, see 'Specifica- 13, Accessories and General' - Chapter 6
I

tions' - Chapter 5. Check the wiper - Section B.

C. WIRING AND ELECTRICAL SYSTEM CHANGES - TRACTOR WIRING DIAGRAMS

Pages 1-42 contain the complete tractor wiring diagrams for models where major elec-
trical changes have been implemented. In addition, four isolated circuit diagrams are
included to simplify fault finding in the following circuits:

Circuit Page

Worklamps (de-luxe cab) 43

Air Conditioning (de-luxe cab) 44
Low Fuel Warning System 45
Warning Lights 46

Fault finding for electrical systems should
be carried out in a logical and methodical
fashion. A few minutes spent understand-
ing the system and analysing the com-
plaint can save considerable time.
When checking the signal's passage
through the system it is usual to initially
check that it is present at some pOint near
the middle of the circuit. If it is present,
continue checking towards the end, if it is
not, go back towards the beginning until
the signal is located.

Most systems can be thought of as a signal

from a sensor or switch to a warning light When making an electrical connection or
or alarm. The basis of fault finding is to measurement, ensure the contact is made
locate the part or point at which the signal on clean bare metal which is free from
stops or becomes corrupted. paint, dirt or grease.

15
. . . . . . . . . . . . . . . . . . . . . . . CHAPTERS . . . . . . . . . . . . . . . . . . . .. .

Wiring Diagrams

The wiring diagrams are pre$ented in five groups as follows:

Group Page
1 Ford 5610,6610 and 7610 with De-luxe Cab 3
2 Ford 7710with De-luxe Cab 11
3 Ford 7910 and 8210with De-luxe Cab 19
4 Ford 7710 without Cab 27
5 Ford 8210 without Cab 35
The following illustrations show the approximate harness and connec-
tor locations of the tractors in each group. Harnesses with the same
identification letter are common and interchangeable for service pur-
poses.

Group 1

Ford 5610, 6610 and 7610 Tractors

with De-Luxe Cab

A- Main Rear Harness

C- Main Front Harness
F- Extension Harness
J- Cab Harness

Group 2

Ford 7710 Tractors with De-Luxe Cab

A- Main Rear Harness

D- Main Front Harness
G- Extension Harness
J- Cab Harness

1
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

Group 3

Ford 7910 and 8210 Tractors with De-Luxe

Cab

A - Main Rear Harness

E - Main Front Harness
H - Extension Harness
J - Cab Harness

Group 4

Ford 7710 Tractors without Cab

8 - Main Rear Harness

0- Main Front Harness
G - Extension Harness
K - Fender Harness

Group 5

Ford 8210 Tractors without Cab

8- Main Rear Harness

E - Main Front Harness
H - Extension Harness
K - Fender Harness

2
. . . . . . . . . . . . . . . . . . . . . . . CHAPTERS . . . . . . . . . . . . . . . . . . . . . ..

WIRING DIAGRAMS
GROUP 1
FORD 5610, 6610 and 7610
WITH DE-LUXE CAB

A - Main Rear Harness

C Main Front Harness
F - Extension Harness
J - Cab Harness

3
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

WIRING DIAGRAM
FORD 5610, 6610 and 7610
WITH DE·LUXE CAB

A. MAIN REAR HARNESS

WIRING COLOUR CODES

B - Black P - Purple
G - Green R - Red
K - Pink S Grey
LG - Light Green U - Blue
N - Brown W - White
0 - Orange Y - Yellow

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 WIRING DIAGRAM
FORD 5610, 6610 and 7610
WITH DE-LUXE CAB

A. MAIN REAR HARNESS

1. ISO/NASO Common Plug and ISO 24. Windscreen Washer Pump

Connector Socket 25. Trailer/Lighting Socket
2. Multi-Function Switch 26. RH Turn Warning Light
3. Stoplamp Switch 27. Air Cleaner Warning Light
4. Dual Power Switch 28. Panel Light
5. Relay No.l (Ignition Load) 29. Transmission Oil Warning Light
6. Bulkhead Connector No.3 Socket 30. Dual Power (Hare) Indicator Light
7. Bulkhead Connector No.2 Socket 31. Panel Light
8. Bulkhead Connector No.1 Socket 32. Dual Power (Tortoise) Indicator Light
9. Key-Sta rt Switch 33. Alternator Warning Ught
10. Fuse Box 34. Main Beam Warning Light
1" Cigar Lighter 35. Oil Warning Light
12. Performance Monitor Socket 36. LH Turn Warning Light
13. Four Wheel Drive Switch 37. Fuel Gauge
14. Instrument Panel Connector 38. Panel Ught
15. Cab Roof Harness Connector Socket 39. Panel Light
16. Low Fuel Level Warning Light 40. Temperature Gauge
17. Trailer Turn Indicator Warning Lights 41. NASa Connector Socket
18. Hazard Warning Light 42. Delay Switch
19. Worklamp Switch 43. Instrument Cluster
20. Main Lighting Switch 44. Flasher Control Unit
2" Relay No.2 (Front Work Lamps) 45. Warning Buzzer
22. Relay No.3 (Rear Work Lamps) 46. Capacitor
23. Relay No.4 (Work Lamp Relay Control)
- - - - - - - - - - - - CHAPTER 8 - - - - - - - - - - - -

WIRING DIAGRAM
FORD 5610, 6610 and 7610
WITH DE-LUXE CAB

A. MAIN REAR HARNESS (continued)

WIRING COLOUR CODES

B - Black P - Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W - White
0 - Orange Y - Yellow

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- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

6
- - - - - - - - - - - - CHAPTER 8 - - - - - - - - - - - -

WIRING DIAGRAM
FORD 5610, 6610 and 7610
WITH DE-LUXE CAB

C. MAIN FRONT HARNESS

F. EXTENSION HARNESS

WIRING COLOUR CODES

B - Black P - Purple
G - Green R Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W - White
0 - Orange Y - Yellow

7
 WIRING DIAGRAM
FORD 5610, 6610 and 7610
WITH DE-LUXE CAB

C. MAIN FRONT HARNESS

1. Bulkhead No.1 Connector Plug

2. Oil Pressure Switch
3. Thermostart
4. Battery Temperature Sensor
5. Bulkhead No.2 Connector Plug
6. Safety Start Switch
7. Starting Motor Solenoid
8. Starting Motor
9. Alternator
10. LH Headlamp
11. RH Headlamp
12. De-Icing Thermostat
13. Air Conditioning Compressor Clutch
14. Temperature Sender
15. Horn
16. Air Cleaner Restriction Switch
17. Battery

F. EXTENSION HARNESS

18. Bulkhead No.3 Connector Plug

19. Fuel Level Sender
20. Four Wheel Drive Solenoid
21. Dual Power Solenoid
©

®
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

8
_ _ _ _ _ _ _ _ _ _ _ _ CHAPTER 8 - - - - - - - - - - - -

WIRING DIAGRAM
FORD 5610, 6610 and 7610
WITH DE-LUXE CAB

J. CAB HARNESS

WIRING COLOUR CODES

B - Black P - Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W - White
0 - Orange Y - Yellow

9
 WIRING DIAGRAM
FORD 5610, 6610 and 7610
WITH DE-LUXE CAB

J. CAB HARNESS

1. Right Hand Side Light

2. Right Hand Rear Light
3. Left Hand Rear Light
4. Left Hand Side Light
5. Right Hand Rear Work Lamp
6. Right Hand Licence Plate Lamp (Roof Mounted)
7. Left Hand Licence Plate Lamp (Roof Mounted)
8. Left Hand Rear Work Lamp
9. Blower Motor .
10. Blower Motor Switch
11. Thermostatic Switch
12. Auxiliary +12V Power Socket
13. Cab Roof Harness Connector Plug
14. Windscreen WasherlWiper Switch
15. Stereo Radio
16. Right Hand Speaker
17. Left Hand Speaker
18. Right Hand Front Work Lamps
19. Left Hand Front Work Lamps
20. Mono Radio
21. Right Hand Speaker
22. Left Hand Speaker
23. Clock
24. Courtesy Light Switch
25. Left Hand Interior Light
26. Right Hand Interior Light
27. Parking Brake Warning Switch
28. Wiper Motor Interference Suppressor
29. Windscreen Wiper Motor
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - -_ _

10
- - - - - - - - - - - CHAPTER 8 - - - - - - - - - - -

WIRING DIAGRAMS
GROUP 2
FORD 7710 WITH DE~lUXE CAB

A - Main Rear Harness

0- Main Front Harness
G - Extension Harness
J - Cab Harness

11
- - - - - - - - - PART 3-ElECTRICAL SYSTEM - - - - - - - - -

WIRING DIAGRAM
FORD 7710
WITH DE-lUXE CAB

A. MAIN REAR HARNESS

WIRING COLOUR CODES

B - Black P - Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W - White
0 - Orange Y - Yellow

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 WIRING DIAGRAM
FORD 7710
WITH DE~LUXE CAB

A. MAIN REAR HARNESS

1. ISO/NASa Common Plug and ISO 24. Windscreen Washer Pump

Connector Socket 25. Trailer/Lighting Socket
2. Multi-Function Switch 26. RH Turn Warning Light
3. Stoplamp Switch 27. Air Cleaner Warning Light
4. Dual Power Switch 28. Panel Light
5. Relay 'No.1 (Ignition Load) 29. Transmission Oil Warning Light
6. Bulkhead Connector No.3 Socket 30. Dual Power (Hare) Indicator Light
7. Bulkhead Connector No.2 Socket 31. Panel Light
8. Bulkhead Connector No.1 Socket 32. Dual Power (Tortoise) Indicator Light
9. Key-Start Switch 33. Alternator Warning Light
10. Fuse Box 34. Main Beam Warning Light
11. Cigar Lighter 35. Oil Warning Light
12. Performance Monitor Socket 36. LH Turn Warning Light
13. Four Wheel Drive Switch 37. Fuel Gauge
14. Instrument Panel Connector 38. Panel Light
15. Cab Roof Harness Connector Socket 39. Panel Light
16. Low Fuel Level Warning Light 40. Temperature Gauge
17. Trailer Turn Indicator Warning Lights 41. NASa Connector Socket
18. Hazard Warning Light 42. Delay Switch
19. Worklamp Switch 43. Instrument Cluster
20. Main Lighting Switch 44. Flasher Control Unit
21. Relay No.2 (Front Work Lamps) 45. Warning Buzzer
22. Relay No.3 (Rear Work Lamps) 46. Capacitor
23. Relay No.4 (Work Lamp Relay Control)
- - - - - - - - - - - - CHAPTER 8 - - - - - - - - - - - -

WIRING DIAGRAM
FORD 7710
WITH DE-LUXE CAB

A. MAIN REAR HARNESS (continued)

WIRING COLOUR CODES

B - Black P - Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W - White
0 - Orange y - Yellow

13
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- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

14
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTERS . . . . . . . . . . . . . . . . . . . . . ..

WIRING DIAGRAM
FORD 7710
WITH DE-LUXE CAB

D. MAIN FRONT HARNESS

G. EXTENSION HARNESS

WIRING COLOUR CODES

B - Black P - Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W - White
0 - Orange Y - Yellow

15
 WIRING DIAGRAM
FORD 7710
WITH DE-LUXE CAB

D. MAIN FRONT HARNESS

1. Bulkhead No.1 Connector Plug

2. Main Fuel Tank Level Sender
3. Oil Pressure Switch
4. Thermostart
5. Bulkhead No.2 Connector Plug
6. Safety Start Switch
7. Starting Motor Solenoid
8. Starting Motor
9. Alternator
10. LH Headlamp
11, RH Headlamp
12. De-Icing Thermostat
13. Air Conditioning Compressor Clutch
14. Temperature Sender
15. Horn
16. Air Cleaner Restriction Switch
17. Battery

G. EXTENSION HARNESS

18. Bulkhead No.3 Connector Plug

19. Four Wheel Drive Solenoid
20. Dual Power Solenoid
21. Battery Temperature Sensor
22. Auxiliary Tank Fuel Level Sender
®

11
o
d2
13
o
o
o
o
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

16
- - - - - - - - - - - - CHAPTER 8 - - - - - - - - - - -

WIRING DIAGRAM
FORD 7710
WITH DE·LUXE CAB

J. CAB HARNESS

WIRING COLOUR CODES

B Black P Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W- White
0 - Orange Y - Yellow

17
 WIRING DIAGRAM
FORD 1110
WITH DE~LUXE CAB

J. CAB HARNESS

1. Right Hand Side Light

2. Right Hand Rear Light
3. Left Hand Rear Light
4. Left Hand Side Light
5. Right Hand Rear Work Lamp
6. Right Hand Licence Plate Lamp (Roof Mounted)
7. Left Hand Licence Plate Lamp (Roof Mounted)
8. Left Hand Rear Work Lamp
9. Blower Motor
10. Blower Motor Switch
11. Thermostatic Switch
12. Auxiliary +12V Power Socket
13. Cab Roof Harness Connector Plug
14. Windscreen Washer/wiper Switch
15. Stereo Radio
16. Right Hand Speaker
17. Left Hand Speaker
18. Right Hand Front Work Lamps
19. Left Hand Front Work Lamps
20. Mono Radio
21. Right Hand Speaker
22. Left Hand Speaker
23. Clock
24. Courtesy Light Switch
25. Left Hand Interior Light
26. Right Hand Interior Light
27. Parking Brake Warning Switch
28. Wiper Motor Interference Suppressor
29. Windscreen Wiper Motor
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_ _ _ _ _ _ _ _ _ PART 3-ELECTRICAL SYSTEM - - - - - - - - -

18
. . . . . . . . . . . . . . . . . . . . . . CHAPTER8 . . . . . . . . . . . . . . . . . . . .. .

WIRING DIAGRAMS
GROUP 3
FORD 1910 and 8210 WITH DE·LUXE CAB

A - Main Rear Harness

E - Main Front Harness
H - Extension Harness
J - Cab Harness

19
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

WIRING DIAGRAM
FORD 7910 and 8210
WITH DE-LUXE CAB

A. MAIN REAR HARNESS

WIRING COLOUR CODES

·B - Black P - Purple
G - Green R - Red
K Pink S - Grey
LG - Light Green U - Blue
N - Brown W - White
0 Orange Y - Yellow

20
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I
 WIRING DIAGRAM
FORD 7910 and 8210
WITH DE-LUXE CAB

A. MAIN REAR HARNESS

1. ISO/NASO Common Plug and ISO 24. Windscreen Washer Pump

Connector Socket 25. Trailer/Lighting Socket
2. Multi-Function Switch 26. RH Turn Warning Light
3. Stoplamp Switch 27. Air Cleaner Warning Light
4. Dual Power Switch 28. Panel Light
5. Relay ,No.1 (Ignition Load) 29. Transmission Oil Warning Light
6. Bulkhead Connector No.3 Socket 30. Dual Power (Hare) Indicator Light
7. Bulkhead Connector No.2 Socket 3" Panel Light
8. Bulkhead Connector No.1 Socket 32. Dual Power (Tortoise) Indicator Light
9. Key-Start Switch 33. Alternator Warning Light
10. Fuse Box 34. Main Beam Warning Light
11. Cigar Lighter 35. Oil Warning Light
12. Performance Monitor Socket 36. LH Turn Warning Light
13. Fou r Wheel Drive Switch 37. Fuel Gauge
14. Instrument Panel Connector 38. Panel Light
15. Cab Roof Harness Connector Socket 39. Panel Light
16. Low Fuel Level Warning Light 40. Temperature Gauge
17. Trailer Turn Indicator Warning Lights 41. NASO Connector Socket
18. Hazard Warning Light 42. Delay Switch
19. Worklamp Switch 43. Instrument Cluster
20. Main Lighting Switch 44. Flasher Control Unit
21. Relay No.2 (Front Work Lamps) 45. Warning Buzzer
22. Relay No.3 (Rear Work Lamps) 46. Capacitor
23. Relay No.4 (Work Lamp Relay Control)
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER8 . . . . . . . . . . . . . . . . . . . . . ..

WIRING DIAGRAM
FORD 7910 and 8210
WITH DE-LUXE CAB

A. MAIN REAR HARNESS (continued)

WIRING COLOUR CODES

B - Black P - Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U Blue
N - Brown W - White
0 - Orange Y - Yellow

21
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- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

22
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER8 . . . . . . . . . . . . . . . . . . . . . ..

WIRING DIAGRAM
FORD 7910 and 8210
WITH DE-LUXE CAB

E. MAIN FRONT HARNESS

H. EXTENSION HARNESS

WIRING COLOUR CODES

B - Black P - Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W - White
0 - Orange Y - Yellow

23
 WIRING DIAGRAM
FORD 7910 and 8210
WITH DE·LUXE CAB

E. MAIN FRONT HARNESS

1. Bulkhead No.1 Connector Plug

2. Main Tank Fuel Level Sender
3. Oil Pressure Switch
4. Thermostart
5. Ether Start Solenoid (N. America Only)
6. Bulkhead Plug No.2
7. Safety Start Switch
8. Starting Motor Solenoid
9. Starting Motor
10. Alternator
11. LH Headlamp
12. RH Headlamp
13. De-Icing Thermostat
14. Air Conditioning Compressor Clutch
15. Temperature Sender
16. Horn
17. Air Cleaner Restriction Switch
18. Battery

H. EXTENSION HARNESS

19. Bulkhead No.3 Connector Plug

20. Four Wheel Drive Solenoid
21. Dual Power Solenoid
22. Auxiliary Tank Fuel Level Sender
23. Alternator Regulator
®

N/Y

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- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - -_ _

24
- - - - - - - - - - - CHAPTER 8 - - - - - - - - - - - -

WIRING DIAGRAM
FORD 7910 and 8210
WITH DE-LUXE CAB

J. CAB HARNESS

WIRING COLOUR CODES

B - Black P - Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W - White
0 - Orange Y - Yellow

25
 WIRING DIAGRAM
FORD 7910 and 8210
WITH DE-LUXE CAB

J. CAB HARNESS

1. Right Hand Side Light

2. Right Hand Rear Light
3. Left Hand Re~r Light
4. Left Hand Side Light
5. Right Hand Rear Work Lamp
6. Right Hand Licence Plate Lamp (Roof Mounted)
7. Left Hand Licence Plate Lamp (Roof Mounted)
8. Left Hand Rear Work Lamp
9. Blower Motor
10. Blower Motor Switch
11. Thermostatic Switch
12. Auxiliary + 12V Power Socket
13. Cab Roof Harness Connector Plug
14. Windscreen WasherlWiper Switch
15. Stereo Radio
16. Right Hand Speaker
17. Left Hand Speaker
18. Right Hand Front Work Lamps
19. Left Hand Front Work Lamps
20. Mono Radio
21. Right Hand Speaker
22. Left Hand Speaker
23. Clock
24. Courtesy Light Switch
25. Left Hand Interior Light
26. Right Hand Interior Light
27. Parking Brake Warning Switch
28. Wiper Motor Interference Suppressor
29. Windscreen Wiper Motor
 c;-G)~
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- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

26
. . . . . . . . . . . . . . . . . . . . . . . CHAPTERS . . . . . . . . . . . . . . . . . . . . . .•

WIRING DIAGRAMS
GROUP 4
FORD 7710 WITHOUT CAB

B- Main Rear Harness

D- Main Front Harness
G- Extension Harness
K- Fender Harness

27
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

WIRING DIAGRAM
FORD 7710
WITHOUT CAB

B. MAIN REAR HARNESS

WIRING COLOUR CODES

B - Black P - Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W - White
0 - Orange y - Yellow

28
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 WIRING DIAGRAM
FORD 7710
WITHOUT CAB

B. MAIN REAR HARNESS

1. NASa Connector Socket 21. Work Lamp Switch

2. ISO/NASa Common Plug and ISO 22. Relay No.2 (Front Work Lamps)
Connector Socket 23. Main Lighting Switch
3. Multi-Function Switch 24. Panel Light
4. Stoplamp Switch 25. Temperature Gauge
5. Dual Power Switch 26. RH Turn Warning Light
6. Relay No.1 (Ignition Load) 27. Air Cleaner Restriction Warning Light
7. Ether Start Switch (where fitted) 28. Panel Lamp
8. Bulkhead Connector No.3 Socket 29. Transmission Oil Warning Light
9. Bulkhead Connector No.2 Socket 30. Dual Power (Hare) Indicator Light
10. Bulkhead Connector No.1 Socket 3" Panel Lamp
1" Key-Start Switch 32. Dual Power (Tortoise) Indicator Light
12. Fuse Box 33. Alternator Warn ing Light
13. Cigar Lighter 34. Main Beam Warning Light
14. Performance Monitor Socket 35. Oil Warning Light
15. Four Wheel Drive Switch 36. LH Turn Warning Light
16. Instrument Panel Connector 37. Instrument Cluster
17. Fuel Gauge Selector Switch 38. Fuel Gauge
18. Trailer Turn Indicator Warning Light 39. Panel Light
19. Parking Brake Switch 40. Flasher Control Unit
20. Hazard Warning Light Switch 4" Warning Buzzer
. . . . . . . . . . . . . . . . . . . . . .·CHAPTERS . . . . . . . . . . . . . . . . . . . . . ..

WIRING DIAGRAM
FORD n10
WITHOUT CAB

B. MAIN REAR HARNESS (continued)

WIRING COLOUR CODES

B - Black P - Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W - White
0 - Orange Y - Yellow

29
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- - - - - - - - - - - CHAPTER 8 - - - - - - - - - - _

WIRING DIAGRAM
FORD 7710
WITHOUT CAB

D. MAIN FRONT HARNESS

G. EXTENSION HARNESS

WIRING COLOUR CODES

B - Black P - Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W - White
0 - Orange y - Yellow

31
 WIRING DIAGRAM
FORD 7710
WITHOUT CAB

D. MAIN FRONT HARNESS

1. Bulkhead No.1 Connector Plug

2. Main Fuel Tank Level Sender
3. Oil Pressure Switch
4. Thermostart
5. Bulkhead No.2 Connector Plug
6. Safety Sta rt Switch
7. Starting Motor Solenoid
8. Starting Motor
9. Alternator
10. LH Headlamp
11. RH Headlamp
12. De-Icing Thermostat
13. Air Conditioning Compressor Clutch
14. Temperature Sender
15. Horn
16. Air Cleaner Restriction Switch
17. Battery

G. EXTENSION HARNESS

18. Bulkhead No.3 Connector Plug

19. Four Wheel Drive Solenoid
20. Dual Power Solenoid
21. Battery Temperature Sensor
22. Auxiliary Tank Fuel Level Sender
@

11
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o
o
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

32
_ _ _ _ _ _ _ _ _ _ _ _ CHAPTER 8 - - - - - - - - - - -

WIRING DIAGRAM
FORD 7710
WITHOUT CAB

K. FENDER HARNESS

WIRING COLOUR CODES

B - Black P - Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W - White
0 - Orange Y - Yellow

33
 WIRING DIAGRAM
FORD 7710
WITHOUT CAB

K. FENDER HARNESS

1. Implement Lamp (Optional)

2. Right Hand Rear Light
3. Trailer Socket
4. Licence Plate Lamp
5. Left Hand Rear Lamp
6. Implement Lamp (Optional)
7. Left Hand Side Lamp
8. Right Hand Side Lamp
9. Right Hand Fender Connector
10. Left Hand Fender Connector
11. Main Rear Harness Connector Plug
 YL.o
-----

~---j ,---
\
_ _ _ _ _ _ _ _ _ PART 3-ELECTRICAL SYSTEM - - - - - - - - -

34
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTERS . . . . . . . . . . . . . . . . . . . .. .

WIRING DIAGRAMS
GROUP 5
FORD 8210 WITHOUT CAB

B- Main Rear Harness

E- Main Front Harness
H- Extension Harness
K- Fender Harness

35
_ _ _ _ _ _ _ _ _ PART 3-ELECTRICAL SYSTEM - - - - - - - - -

WIRING DIAGRAM
FORD 8210
WITHOUT CAB

B. MAIN REAR HARNESS

WIRING COLOUR CODES

B - Black P - Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W - White
a - Orange Y - Yellow

36
® ;---
17)
l)
15)
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22~ WIY / WIN
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=== 11== =y~
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21~ a ~~
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 WIRING DIAGRAM
FORD 8210
WITHOUT CAB

B. MAIN REAR HARNESS

1. NAsa Connector Socket 21. Work Lamp Switch

2. ISO/NASa Common Plug and ISO 22. Relay No.2 (Front Work Lamps)
Connector Socket 23. Main Lighting Switch
3. Multi-Function Switch 24. Panel Ught
4. Stoplamp Switch 25. Temperature Gauge
5. Dual Power Switch 26. RH Turn Warning Light
6. Relay No.1 (Ignition Load) 27. Air Cleaner Restriction Warning Ught
7. Ether Start Switch (where fitted) 28. Panel Lamp
8. Bulkhead Connector No.3 Socket 29. Transmission Oil Warning Light
9. Bulkhead Connector No.2 Socket 30. Dual Power (Hare) Indicator Ught
10. Bulkhead Connector No.1 Socket 31. Panel Lamp
11. Key-Start Switch 32. Dual Power (Tortoise) Indicator Light
12. Fuse Box 33. Alternator Warning Ught
13. Cigar Lighter 34. Main Beam Warning Ught
14. Performance Monitor Socket '35. Oil Warning Ught
15. Four Wheel Drive Switch 36. LH Turn Warning Light
16. Instrument Panel Connector 37. Instrument Cluster
17. Fuel Gauge Selector Switch 38. Fuel Gauge
18. Trailer Turn Indicator Warning Light 39. Panel Ught
19. Parking Brake Switch 40. Flasher Control Unit
20. Hazard Warning Light Switch 41. Warning Buzzer
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTERS . . . . . . . . . . . . . . . . . . . . . .. .

WIRING DIAGRAM
FORD 8210
WITHOUT CAB

B. MAIN REAR HARNESS (continued)

WIRING COLOUR CODES

B - Black P - Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W - White
0 - Orange Y - Yellow

37
 ®
ulw
G/u

~~G
G/8

liS
WIN
sP
YIU
1

&~
120
80
G 40
y,...
~G~·
LGIN GIB Gill
GjW' - LG 5~ LG
GfR
OLIO YIU lk., YIU L~ '7 G/B

~-~---------l
GfR'9;;' I LGIN
" Gb~ 17G
GI5 J~ GIS

llGI~ I fllK 7~
~ ~A
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WIN ~i I 49
GLIG (2 LGfY LGfY 9,,- LGfY LGfY ,Q B

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. . . . . . . . . . . . . . . . . . . . . . . CHAPTER8 . . . . . . . . . . . . . . . . . . . . . ..

WIRING DIAGRAM
FORD 8210
WITHOUT CAB

E. MAIN FRONT HARNESS

H. EXTENSION HARNESS

WIRING COLOUR CODES

B - Black P - Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W - White
0 - Orange Y - Yellow

39
 WIRING DIAGRAM
FORD 8210
WITHOUT CAB

E. MAIN FRONT HARNESS

1. Bulkhead No.1 Connector Plug

2. Main Tank Fuel Level Sender
3. Oil Pressure Switch
4. Thermostart
5. Ether Start Solenoid (N. America Only)
6. Bulkhead Plug No.2
7. Safety Start Switch
8. Starting Motor Solenoid
9. Starting Motor
10. Alternator
11. LH Headlamp
12. RH Headlamp
13. De-Ici ng Thermostat
14. Air Conditioning Compressor Clutch
15. Temperature Sender
16. Horn
17. Air Cleaner Restriction Switch
18. Battery

H. EXTENSION HARNESS

19. Bulkhead No.3 Connector Plug

20. Four Wheel Drive Solenoid
21. Dual Power Solenoid
22. Auxiliary Tank Fuel Level Sender
23. Alternator Regulator
®

N/Y
WLCLw~
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_ _ _ _ _ _~
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NIG

NIP

GIS

10
0
11
0
d2
d3
d4
15
0
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_ _ _ _ _ _ _ _ _ PART 3-ELECTRICAL SYSTEM - -_ _ _ _ _ __

40
....................... CHAPTER 8 " " " " " " " " " " " .

WIRING DIAGRAM
FORD 8210
WITHOUT CAB

K. FENDER HARNESS

WIRING COLOUR CODES

B - Black P - Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W - White
0 - Orange Y - Yellow

41
 WIRING DIAGRAM
FORD 8210
WITHOUT CAB

K. FENDER HARNESS

1. Implement Lamp (Optional)

2. Right Hand Rear Light
3. Trailer Socket
4. Licence Plate Lamp
5. Left Hand Rear Lamp
6. Implement Lamp (Optional)
7. Left Hand Side Lamp
8. Right Hand Side Lamp
9. Right Hand Fender Connector
10. Left Hand Fender Connector
11. Main Rear Harness Connector Plug
®

o~7-- -- )
I
- - - - - - - - - PART 3-ELECTRICAL SYSTEM - - - - - - - - -

42
- - - - - - - - - - - - CHAPTER 8

-- . G>-cD,- ~I'
.CE} 1" A r--;:-
';;/
n)D 4~
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;
GIN
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+ 12V _ _--..;..;N:...., N
0

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GIN

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"e

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P AIS

RIS R

R '"'-G)

r
RIS ~ RIS .-..:..
12 RIB
-.,t
_"\

-<cf;J,,'- ...2..-

~CN"'

CIRCUIT DIAGRAM

WORKLAMPS (De~Luxe Cab)

1. Rear Worklight 8. Bulk Head Connector No.2

2. Worklamp Switch 9. R.H. Front Worklamps
3. Trailer Socket 10. R.H. Side Lights
4. Main Light Switch 11. Relay No.2
5. Rear Worklight 12. Relay No.3
6. L.H. Side Lights 13. Relay No. 4
7. L.H. Front Worklamps 14. Capacitor

43
 PART 3-ELECTRICAL SYSTEM

LG/G

~______________~~I~B~__~

15A 25A

LG/W
O+----+12V

CIRCUIT DIAGRAM

AIR CONDITIONING (De-Luxe Cab)

1. Blower Motor 4. Clutch

2. Ignition Relay 5. Thermostatic Switch
3. De-ieer Switch 6. Blower Switch

44
- - - - - - - - - - - CHAPTER 8 - - - - - - - - - - -

O/u G/O
, G
lSA
+12V

w SA
G
+ 12V----+-c

CIRCUIT DIAGRAM

LOW FUEL WARNING SYSTEM (5610,6610 & 7610 De-Luxe Cab)

1. Ignition Relay 5. Delay Switch

2. Fuel Gauge 6. Instrument Panel Connector
3. Instrument Panel Connector 7. Low Fuel Warning Lamp
4. Ignition Switch 8. Fuel Level Sender

45
- - - - - - - - - PART 3-ELECTRICAL SYSTEM

-I

SA
+12V

WiN

CIRCUIT DIAGRAM

WARNING LIGHTS

1. Ignition Switch 5. Vacuum Switch

2. Oil Warning Light 6. Bulkhead No.1 Connector
3. Connect to Fuel Level Delay Switch 7. Instrument Cluster Connector
4. Oil Pressure Switch 8. Air Cleaner Warning Light

46
 ~-
I\EW HOLLAI\D
New Holland North America, Inc., New Holland, PA
Printed in U.S.A.
Tractors
Series 10 (J)
Series 30
Part 3- m
Electrical Systems
Chapter 9 to
Chapter 14 JJ
Vol. 28
<
o

» I\EW HOLlAI\D

z
c
»
40001020-28 11/95
r IReprinted I
 NOTE
Some of the information in this manual is reprinted from the previous Repair Manual as the
service information contained herein is equally applicable to the new Series 10 and Series
30 models. First check the appropriate section to see if the model has a specific chapter. If
no model is shown, the model numbers have been updated as follows:

From To

Ford 2600 Ford 2610

Ford 3600 Ford 3610, 2810,3230, or 3430
Ford 4100 Ford 4110, 3910, or 3930
Ford 4600 Ford 4610, 4630
Ford 5600 Ford 5610
Ford 6600 Ford 6610
Ford 6700 Ford 6710
Ford 7600 Ford 7610,7810*
Ford 7700 Ford 7710, 8210**

Tractor models 7810 and 8210 have been added to this manual. Both tractors utilize the
401 CID engine from the TW Series tractors. The engine repair information from the TW
Repair Manual is reprinted at the end of Section 1 for your benefit.

* The Model 7810 tractor is based on the Model 7610 tractor with the exception of a
modified, derated TW-5 engine. Repair proceduresforthe 761 0 should be followed except
for the engine proper. Refer to the TW-5 material for engine repair. One important
exception must be noted. The Model 781 0 engine oil pump location and drive is the same
as the Model 7610.

** The Model 8210 tractor is based on the Model 7710 tractor with exception of a derated
TW-5 engine. Repair procedures for the 7710 should be followed except for the engine
proper. Refer to the TW-5 material for engine repair.

Both Models 7810 and 8210 utilize the same inline fuel injection pump used on the TW-5
tractor. Fuel delivery specifications vary. Any repair or adjustment must be carried out by
an authorized fuel injection repair service.

Ford New Holland, Inc.

 CONTENTS
Part 1 - Engine Systems ..................................... Vol. 1
Part 2 - Fuel Systems ........................................ Vol. 1
Part 3 - Electrical Systems
Chapter 1 to Chapter 8 .............................. Vol. 2A

Part 3 - Electrical Systems

Chapter 9 to Chapter 14 • • • • • • • •• • • Vol. 28
Part 4 - Clutches ............................................ Vol. 3
Part 5 - Transmission Systems ............................... Vol. 3
Part 6 - Power Take-Off ...................................... Vol. 3
Part 7 - Rear Axle & Brakes .................................. Vol. 4
Part 8 - HydrauliC Systems ................................... Vol. 4
Part 9 - Steering Systems .................................... Vol. 4
Part 10 - Front Axle .......................................... Vol. 5
Part 11 - Safety Cabs & Platforms .........•.................. Vol. 5
Part 12 - Separating the Tractor .............................. Vol. 6
Part 13 - Accessories & General .............................. Vol. 6
Part 14 - Model Derivatives ................................... Vol. 6
 PART 3
ELECTRICAL SYSTEMS

Chapter 1
WIRING, LIGHTS, SWITCHES AND
INSTRUMENTATION

Section Page
A. WIRING, LIGHTS, SWITCHES AND 1
INSTRUMENTATION DESCRIPTION AND
OPERATION
B. WIRING, LIGHTS, SWITCHES AND 34
INSTRUMENTATION~OVERHAUL

Chapter 2
BATTERY

Section Page
A. BATTERY~DESCRIPTION AND OPERATION 1
B. BATTERY-MAINTENANCE AND TESTS 2

Chapter 3
STARTING SYSTEM

Section Page
A. STARTING SYSTEM-DESCRIPTION AND OPERATION 1
B. STARTING MOTOR-OVERHAUL 6
C. STARTING MOTOR RELAY-DESCRIPTION AND 19
OPERATION-FORD 2600, 3600 AND 4600
GASOLINE TRACTORS
D. STARTING MOTOR RELAY-OVERHAUL- 19
FORD 2600, 3600 AND 4600 GASOLINE TRACTORS
E. SAFETY START SWITCH~DESCRIPTION AND 20
OPERATION
F. SAFETY START SWITCH~OVERHAUL 20
G. KEY START SWITCH DESCRIPTION AND OPERATION 21
H. KEY START SWITCH -OVER HAU L 24

(i)
 Chapter 4
CHARGING SYSTEM ALTERNATOR WITH
INTEGRAL REGULATOR

Section Page
A. CHARGING SYSTEM-ALTERNATOR WITH INTEGRAL 1
REGULATOR DESCRIPTION AND OPERATION
B. CHARGING SYSTEM-ALTERNATOR WITH INTEGRAL 7
REGULATOR-SERVICE PRECAUTIONS,
PRELIMINARY CHECKS, INITIAL TESTS AND
ALTERNATOR COMPONENT TESTS
C. CHARGING SYSTEM--ALTERNATOR WITH INTEGRAL 18
REGULATOR-OVERHAUL

Chapter 5
CHARGING SYSTEM ALTERNATOR WITH
EXTERNAL REGULATOR

Section Page
A. CHARGING SYSTEM-ALTERNATOR WITH EXTERNAL 1
REGULATOR-DESCRIPTION AND OPERATION
B. CHARGING SYSTEM-ALTERNATOR WITH EXTERNAL 6
REGULATOR-SERVICE PRECAUTIONS,
PRELIMINARY CHECKS AND INITIAL TESTS
C. CHARGING SYSTEM-ALTERNATOR WITH 11
EXTERNAL REGULATOR-OVERHAUL

Chapter 6
IGNITION SYSTEM

Section Page
A. DESCRIPTION 1
B. IGNITION SYSTEM TESTS 3
C. DISTRIBUTOR 11
D. DISTRIBUTOR DRIVE 21
E. IGNITION COIL 24
F. SPARK PLUGS AND WIRES 25

(i i)
 Chapter 7
TROUBLE SHOOTING, SPECIFICATIONS,
SPECIAL TOOLS AND WIRING DIAGRAMS
Section Page
A. TROUBLE SHOOTING 1
B. SPECIFICATIONS 8
C. SPECIAL TOOLS 16
D. WIRING DIAGRAMS 17

Chapter 8
FORD 5610, 6610, 7610, 7910 and 8210
WITH DE-LUXE CAB
FORD 7710 and 8210 WITHOUT CAB
WIRING AND ELECTRICAL SYSTEM CHANGES
AFTER OCTOBER 1985
Section Page
A. WIRING AND ELECTRICAL SYSTEM CHANGES- DESCRIPTION 1
B. WIRING AND ELECTRICAL SYSTEM CHANGES - OVERHAUL 11
C. WIRING AND ELECTRICAL SYSTEM CHANGES-
TRACTOR WIRING DIAGRAMS 15

Chapter 9
CHARGING SYSTEM - 75 AMP ALTERNATOR WITH
INTEGRAL REGULATOR
FORD 5610,6610,7610 AND 7710 WITH DE-LUXE CAB
AFTER OCTOBER 1985
Section Page
A. CHARGING SYSTEM - 75 AMP ALTERNATOR WITH INTEGRAL
REGULATOR - DESCRIPTION AND OPERATION
B. CHARGING SYSTEM-75AMPALTERNATORWITH INTEGRAL
REGULATOR-SERVICE PRECAUTIONS, PRELIMINARY CHECKS,
INITIAL TESTS AND ALTERNATOR COMPONENTTESTS 6
C. CHARGING SYSTEM -75 AMP ALTERNATOR WITH INTEGRAL
REGULATOR-OVERHAUL 16
D. CHARGING SYSTEM -75AMP ALTERNATOR WITH INTERNAL
REGULATOR-SPECIFICATIONS 26

(iii)
 Chapter 10
ELECTRONIC INSTRUMENT PANEL

Section Page
A. ELECTRONIC INSTRUMENT PANEL-
DESCRIPTION AND OPERATION
B. ELECTRONIC INSTRUMENT PANEL-
GROUND SPEED CALIBRATION 13
C. ELECTRONIC INSTRUMENT PANEL-CENTRAL DIGITAL
DISPLAY MODULE AND BULB REPLACEMENT 14
D. ELECTRONIC INSTRUMENT PANEL-
FAULT FINDING 15
E. ELECTRONIC INSTRUMENT PANEL-
TRACTOR BUILD PROGRAMME SELECTION 44
F. ELECTRONIC INSTRUMENT PANEL-
SPECIFICATIONS 45
G. ELECTRONIC INSTRUMENT PANEL-
WIRING DIAGRAMS 46

Chapter 11
PERFORMANCE MONITOR
Section Page
A. PERFORMANCE MONITOR-
DESCRIPTION AND OPERATION
B. PERFORMANCE MONITOR-
INSTALLATION KIT 4
C. PERFORMANCE MONITOR-
PROGRAMMING AND CALIBRATING 9
D. PERFORMANCE MONITOR-
FAULT FINDING 17
E. PERFORMANCE MONITOR-
SPECIFICATIONS 20

(iv)
 Chapter 12

CHARGING SYSTEM - A127 45/55 AMP ALTERNATOR

WITH INTEGRAL REGULATOR
FORD 3 AND 4 TRACTORS LESS CAB AND WITH AP
CAB AFTER SEPTEMBER 1987 AND
FORD 3 CYLINDER 30 SERIES TRACTORS AFTER
MARCH 1990

Section Page

A CHARGING SYSTEM - A127 45 & 55 AMP ALTERNATOR WITH

INTEGRAL REGULATOR - DESCRIPTION AND OPERATION

B CHARGING SYSTEM - A127 45 & 55 AMP ALTERNATOR WITH

INTEGRAL REGULATOR - SERVICE PRECAUTIONS
PRELIMINARY CHECKS, INITIAL TESTS AND ALTERNATOR
COMPONENT TESTS 6

C CHARGING SYSTEM - A127 45 & 55 AMP ALTERNATOR WITH

INTEGRAL REGULATOR - OVERHAUL 16

D CHARGING SYSTEM A 127 45 & 55 AMP ALTERNATOR WITH

INTEGRAL REGULATOR SPECIFICATIONS 23

Chapter 13
FORD 8210 WITH ELECTRONIC DRAFT CONTROL

Section Page

A ELECTRONIC DRAFT CONTROL - DESCRIPTION AND OPERATION

B ELECTRONIC DRAFT CONTROL - FAULT FINDING AND REPAIR 5

C ELECTRONIC DRAFT CONTROL - WIRING DIAGRAMS 27

D RECALIBRATING THE ELECTRONIC DRAFT CONTROL SYSTEM 29

E EMERGENCY LIMP HOME PROCEDURE 30

(v)
 Chapter 14
FORD 3230, 3430, 3930, 4130 and 4630
FROM MARCH 1990

Section Page

A WIRING AND ELECTRICAL SYSTEM - DESCRIPTION

B WIRING AND ELECTRICAL SYSTEM - OVERHAUL 6
C WIRING AND ELECTRICAL SYSTEM - WIRING DIAGRAMS 10

(vi)
 PART 3
ELECTRICAL SYSTEMS

Chapter 9
CHARGING SYSTEM - 75 AMP ALTERNATOR WITH
INTEGRAL REGULATOR
FORD 5610, 6610, 7610 AND 7710 WITH DE-LUXE CAB
AFTER OCTOBER 1985
Section Page
A. CHARGING SYSTEM-75AMPALTERNATORWITH INTEGRAL
REGULATOR-DESCRIPTION AND OPERATION
B. CHARGING SYSTEM -75AMP ALTERNATOR WITH INTEGRAL
REGULATOR SERVICE PRECAUTIONS, PRELIMINARY CHECKS,
INITIAL TESTSANDALTERNATORCOMPONENTTESTS 6
C. CHARGING SYSTEM-75AMPALTERNATORWITH INTEGRAL
REGULATOR-OVERHAUL 16
D. CHARGING SYSTEM - 75 AMP ALTERNATOR WITH INTERNAL
REGULATOR-SPECIFICATIONS 26

A. CHARGING SYSTEM - 75 AMP ALTERNATOR WITH INTERNAL REGULATOR-

DESCRIPTION AND OPERATION

DESCRIPTION

The 75 amp alternator is similar in many

respects to the 15 ACR and 18 ACR alter-
nators detailed in Chapter 4. The 75 amp
unit is significantly larger with a diameter
of 5.7 in (145.0 mm), and is identifiable by
a metal tag attached to the aluminium cas-
ing stamped with the figures A 133-75.

The alternator is mounted above the front

right-hand side of the engine, Figure 1,
and is belt driven from the cooling fan pul- Figure 1
ley. Alternator Installed on Tractor

1
 PART 3-ELECTRICAL SYSTEMS

The alternator terminals are identified in

Figure 2.

The high alternator output necessitates

the use of a stud type output terminal con-
nection to the tractor Main Front Harness.

With reference to Figure 3, the alternator

comprises principally:

• Rotor

• Stator

• Rectifier Pack

• Regulator
Figure 2
Alternator Terminal Identification

Of these components only the Rotor, 1. Alternator Rear Cover

Rectifier, and Brushbox Assembly are sig- 2. Earth (Ground) Terminal
3. Radio Interference Suppressor
nificantly different from the equivalent 4. Temperature Sensor Terminal
components of the 15 ACR and 18 ACR 5. Charge Warning Light Terminal
alternators. 6. Suppressor Terminal
7. Main Output Terminal

R·3·650 1

Figure 3
Alternator Disassembled
1. Shaft Nut 6. Regulator 11. Rear Cover Retaining Screw
2. Alternator Through Bolt 7. Brushes 12. Rotor
3. Stator 8. Rectifier Pack 13. Front Bearing Pack
4. Slip Ring End Bracket 9. Alternator Rear Cover 14. Drive End Bracket
5. Brushbox Moulding 10. Radio Interference Suppressor 15. Fan
16 Pulley
2
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER 9
R-3-646
Figure 4
Rotor Assembly
1. Pole Shoe 4. Carbon Brushes
2. Field Coil 5. Rear Bearing
3. Slip Rings
ROTOR
The rotor and brushgear, Figure 4, provide
the magnetic field of the alternator unlike
a direct current generator where the field
is stationary.
The rotor is belt driven from the engine
through a pulley keyed to the rotor shaft
which runs in heavy-duty sealed ball race
bearings. An integral fan, adjacent to the
pulley, draws cooling airthrough the alter-
nator.
Current is supplied to, and returned from
the rotor field coil via two carbon brushes
which bear against axial slip rings. A
moulding encloses the slip ring and brush
assembly and protects these parts against
the entry of dust and moisture.
As current passes through the copper wire
of the rotor field coil a magnetic field is
produced and contained within an arma-
ture formed into pole shoes. The config-
uration of the pole shoes ensures concent-
ration of the magnetic field.
3
R-3-648 1
Figure 5
Stator Assembly
1. Laminated Steel Core
2. Stator Windings
3. Stator Output Wires
STATOR
The stator, Figure 5, contains the windings
into which current is induced by the
revolving magnetic field of the rotor.
The stator is fabricated from laminations
of thin steel pressings onto which three
separate wires are wound. The lamina-
tions are specially formed to concentrate
and collect the magnetic field.
During each complete revolution of the
rotor, all three stator windings have
induced currents passing first in one direc-
tion and then the other; in other words a
3-phase alternating current.
Because alternating current is generated
in a series of pulsations, the rotor features
six pairs of poles to provide an overall
smoother output. For every revolution of
the rotor the output characteristic of each
stator winding completes six cycles.
Alternating current (A.C.) is unsuitable for
charging the battery, which requires pure
direct current (D.C.). Therefore, the three
stator windings are connected to a rectifier
pack which rectifies or converts the alter-
nator output to direct current.
- - - - - - - - - PART 3-ELECTRICAL SYSTEMS

o
1[-
I t----l4---+-------+-+4-
R6

IRI
I
IR2
R3

R-3-633 1 R.3.654
Figure 6 Figure 7
Rectifier Assembly (Exploded View) Alternator Regulator Circuit Diagram

1. Negative (Ground) Plate A. From Alternator Output Terminal (Red)

2. Negative Output Diodes B. From Field Circuit (Yellow)
3. Stator Connections C. From Temperature Sensor (Orange)
4. Charge Warning Plate D. From Battery and Field Diodes (Metal Link)
5. Field Diodes E. To Ground (Black)
6. Main Output Terminal
7. Positive Output Diodes
8. Positive Plates

RECTIFIER REGULATOR

The rectifier consists of a pack of six output The regulator controls and maintains the
and three field diodes, Figure 6. alternator output voltage at a safe working
level. The unit consists of a printed circuit
NOTE: A diode is basically an electronic board on which are mounted three tran-
~check valve' which allows current to flow sistors, three diodes, six resistors and two
in one direction only. capacitors. For regulator circuit diagram,
see Figure 7.
Three of the six output diodes are
mounted in a positive plate and three in
a negative plate. The two plates are sepa-
rated and terminal links enable each ofthe
three stator output wires to connect to a
different diode in each plate.
The regulator components are sealed in
As the rotor revolves, the diodes rectify or epoxy resin and can only be replaced as
convert the alternating current of the a complete unit.
stator to a direct current which may be
used to effectively charge the battery.

The three field diodes are mounted in a

third plate, similar to the output diodes,
and each of the three stator output wires
also connects to one of these diodes. The
field diodes supply direct current to the
rotor field winding.
The regulated voltage level is established
in manufacture and cannot be adjusted in
service.

4
- - - - - - - - - - - CHAPTER 9

R.3.655
Figure 8
Alternator Charging Circuit
(With Battery Temperature Compensation)

A. To Starter Motor 1. Solenoid 6. Frame

B. To Load 2. Battery 7. Stator Output Windings
3. BattryTemperature Sensor 8. Rectifier Pack
4. Rotor Field Winding 9. Charge Indicator Light
5. Regulator 1p. KeyStartSwitch

ALTERNATOR OPERATION This direct current is fed back to supple-

With reference to Figure 8.
When the key start switch is turned on a
small current flows from the battery
through the rotor field winding. The circuit
is made via the charge indicator warning
light, alternator warning light terminal, the
rotor field winding, the alternator reg-
ulator and ground.
At this stage the warning light is illumin-
tated and the rotor partially magnetised.
When the engine is started and the par-
tially magnetised rotor revolves within the
stator windings a 3-phase alternating cur-
rent is generated. A constant portion of
the generated current is converted to
direct current by the three field diodes
incorporated in the rectifier pack.
ment the current flowing through the rotor
field winding. This action results in an
ever-increasing magnetic influence of the
rotor along with an associated rapid rise
in generated output current and voltage.
During the rise in generated output vol-
tage the brilliance of the warning light is
reduced and when the voltage at the warn-
ing light terminal equates to that at the
battery side of the warning light the lamp
is extinguished.
The voltage continues to rise until the pre-
determined regulated voltage· level is
reached.
In the event of drive belt breakage the vol-
tage will not build up within the alternator
and so the charge indicator light will
remain on to indicate failure.

5
- - - - - - - - - PART 3-ELECTRICAL SYSTEMS

BATTERY TEMPERATURE
COMPENSATION

Because charging systems are directly

affected by changes in battery tempera-
ture and loading, the alternator charging
system features combined battery temp-
erature and system voltage sensing.

A circular temperature sensing pad is

located directly under, and in contact with,
the battery, Figure 9.

NOTE: For the Ford 7710 Tractor, the sen-

sor pad is mounted on the front bracket
of the right hand cab step.

The sensor detects any changes in battery Figure 9

temperature and relays this information Battery Temperature Sensor
to the voltage regulator which adjusts the 1. Sensor
charge rate accordingly. 2. Alternator
3. Battery Tray

B. CHARGING SYSTEM - ALTERNATOR WITH INTEGRAL REGULATOR-

SERVICE PRECAUTIONS, PRELIMINARY CHECKS, INITIAL TESTS AND
ALTERNATOR COMPONENT TESTS

SERVICE PRECAUTIONS • ALWAYS disconnect the battery

ground cable when installing or
removing the alternator.

To avoid damage to the components of

the alternator charging system, service • ALWAYS disconnect the battery
precautions must be observed as follows: ground cable when charging the bat-
tery in the tractor using a battery
charger.

• NEVER make or break any of the

charging circuit connections, includ-
ing the battery, when the engine is • ALWAYS observe correct polarity
running. when installing the battery or using
a slave battery to start the engine.

• NEVER short any of the charging CONNECT POSITIVE TO POSITIVE AND

components to ground. NEGATIVE TO NEGATIVE

6
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER9
Figure 10
Drive Belt Deflection
PRELIMINARY CHECKS
Prior to electrical testing, thoroughly
inspectthe charging and electrical system.
Check all leads and connections for con-
tinuity and tightness.
1. Check the Battery
With an hydrometer, check the battery is
at least 70% charged and in good condi-
tion.
2. Check the Drive Belt
Ensure the alternator drive belt and pulley
are in satisfactory condition. Allow 0.5-
0.75 in (13-19 mm) deflection when mod-
erate finger pressure is applied to the
longest run of the belt, Figure 10.
7
3. Check the Warning Light
Turn on the key start switch and check the
warning light is fully illuminated.
If the warning light is not fully illuminated,
check the bulb. If the bulb is not the cause
of the fault, carry out the Alternator Con-
nections Test as detailed under "Initial
Tests" in this Chapter.
If the warning light is illuminated, start the
engine and run above the idling speed
when the warning light should be extin-
guished.
If the warning light does not go out, stop
the engine and remove the alternator main
output terminal connector. If the warning
light is extinguished, a faulty temperature
sensor or alternator component is indi-
cated. Conduct the Alternator Compo-
/I
nents Tests" as detailed in this Chapter.
If the warning light remains illuminated,
check for a shorting to frame in the area
between the alternator end of the charge
warning light cable and the warning light.
 PART 3-ELECTRICAL SYSTEMS

INITIAL TESTS

The initial tests may be performed without

removing any of the charging circuit com-
ponents from the tractor and enable the
following items to be checked:

• Alternator Connections

• Battery Temperature Sensor Circuit

• Alternator Charging Current and Con-

trolled Voltage.

• Alternator Charging Circuit Volt

Figure 11
Drops Alternator Connections Test

• Alternator Maximum Output Perfor- 1. Voltmeter (0-20 Volts)

2. Alternator Frame
mance 3. Alternator Main Output Connector

Test equipment required: 1. Alternator Connections Test

• Voltmeter (0-20 Volts) With reference to Figure 11.

• Millivoltmeter (0-1 Volt)

• Ammeter (0-100 Amperes Moving

Coil Type)

• 1.5 Ohm 40 Amperes Variable Load

1. Turn the key start switch on but do
Resistor
not start the engine.

• 205 Ohm Resistor

2. Remove the main output lead from

NOTE: Most commercial test equipment
incorporates several testing devices
within a single unit. Use such equipment
according to the manufacturer's instruc-
tions.
the alternator and connect a voltme-
ter between the output lead and the
alternator frame (negative side of vol-
tmeter to frame). Battery voltage
should be registered.

8
- - - - - - - - - - - - CHAPTER 9
Figure 12
Battery Temperature Sensor Circuit Test
1. Voltmeter (0-20 Volts) 1.
2. Alternator Frame 2.
3. Sensor Lead 3.
4.
If battery voltage is not registered, a con- 2.
tinuity fault in the external cable circuitry
must be traced and remedied, refer to the
circuit diagram shown in Figure 8. With reference to Figure 12.
1.
3. Pull the charge warning light wire
connector off the alternator terminal.
Earth the wire connector against the
alternator frame. The charge warning
light should illuminate.
2.
4. Reconnect the main output lead and
charge warning light wire to the alter-
nator.
NOTE: If the warning light fails to illumi-
nate when the alternator leads are recon-
nected, a fault is indicated in the alternator
regulator or rotor circuits. After ensuring
all the alternator connections are clean,
conduct the ~Alternator Component
Tests" as detailed in this Chapter.
9
.Q.
Figure 13
Connection of 205 Ohm Test Resistor
205 Ohm Resistor
Harness to Sensor Plug
Battery Tray
Temperature Sensor
Battery Temperature Sensor Circuit
Test
Remove the sensor lead from the
alternator temperature sensor termi-
nal.
Connect a voltmeter between the
sensor lead and the alternator frame
(negative side of the voltmeter to
frame). Battery voltage should be
registered.
If battery voltage is not registered,
disconnect the harness to sensor plug
and connect a 205 ohm resistor
across the plug terminal, Figure 13.
- - - - - - - - PART 3-ELECTRICAL SYSTEMS

NOTE: It is recommended that a perma-

nent test piece be made by removing the
plug and leads from an old sensor unit
and connecting a 205 ohm resistor as
shown in Figure 13.

If battery voltage is now registered, the

sensor unit is faulty (open circuit) and
must be replaced.

If battery voltage is not registered a

continuity fault in the external circuitry
must be traced and rectified. Reconnect
the sensor and confirm battery voltage is
registered.
Figure 14
Current and Controlled Voltage Tests
NOTE: It is very difficult to test prove the
effective resistance of a temperature 1. Voltmeter (0-20 Volts)
sensor. If such a unit is suspected of being 2. Alternator Frame
3. Alternator Main Output Connector
faulty it should be replaced and proved in 4. Ammeter
service.

3. Charging Current and Controlled 4. Connect a voltmeter between the

Voltage Tests alternator output terminal post and
the alternator frame (negative side to
With reference to Figure 14. frame).

1. Ensure all tractor electrical compo-

nents are switched off and the key
5. Reconnect the battery and turn the
start switch is in the 0 ff" position.
1I
key start switch to the lion" position.

2. Disconnect the battery earth cable

(negative) and remove the main out-
put connector lead from the alter- 6. Start the engine and increase the
nator. speed to 2000 rev/min. and observe
the ammeter and voltmeter readings.

3. Securely connect an ammeter nega-

tive side to the main output lead and
positive side to the alternator output If the ammeter registers a charging
terminal post. current stop the engine.

10
- - - - - - - - - - - - CHAPTER 9

If the voltmeter reading exceeds 14.5

volts, the alternator regulator must be
replaced as described in this Chapter.
(When a new regulator has been
installed, conduct Tests 4 and 5).

If the voltmeter reading is below 13.8

volts a faulty alternator component
or a high resistance fau It in the exter-
nal connections of the charging sys-
tem is indicated.

Figure 15
Insulated-Side Volt Drop Test
(Inset showing connections of Millivoltmeter and
Variable Load Resistor to Battery) 9. Stop the engine.
1. Variable Load Resistor
2. Alternator Main Output Connector
3. Ammeter
4. Millivoltmeter (0-1 Volt)

4. Charging Circuit Volt Drop Tests

(a) Insulated-side Volt Drop Tests
If the ammeter registers zero amperes
a faulty alternator component is indi- With reference to Figure 15.
cated. Turn off the engine and con-
duct the Alternator Components
II

Tests" as detailed in this Chapter.

1. Ensure the key start switch is in the

7. Disconnect the harness to battery off" position.
II

temperature sensor plug and connect

a 205 ohm resistor across the plug
terminals.

2. Disconnect the battery earth cable

8. Restart the engine and increase the (negative) and remove the main out-
speed to 2000 rev/min. Observe the put connector lead from the alter-
ammeter and voltmeter readings. nator.

The voltmeter should register in

excess of the battery voltage and
when the ammeter reading falls
below 10 amperes, the voltmeter
reading should stabilise at 13.8-14.5
volts.
3. Connect the positive side of a mil-
livoltmeter between the battery posi-
tive terminal and the main Gutput
connector lead.

11
- - - - - - - - - PART 3-ELECTRICAL SYSTEMS

4. Securely connect an ammeter bet-

ween the main output terminal post
of the alternator and the output lead
(negative side to lead).

5. Re-connect the battery earth cable

and connect a variable load resistor,
with the slider in the minimum cur-
rent draw position (maximum resis-
tance), across the battery terminals.

6. Start the engine and increase the

speed to 2000 rev/min. Figure 16
Ground-side Volt Drop Test
(Inset showing connection of Millivoltmeter and
Variable Load Resistor to Battery~

1. Variable Load Resistor

7. Slowly increase the current loading 2. Alternator Main Output Connector
of the resistor (decrease resistance) 3. Ammeter
4. Millivoltmeter (0-1 Volt)
until the ammeter registers 65
amperes.

(b) Ground-side Volt Drop Test

With reference to Figure 16.

8. Observe the millivoltmeter reading
which should not exceed 400 mil-
livolts.
1. Ensure the key start switch is in the
'off' position.

If the reading is in excess of 400 mil-

livolts, a high resistance fault is indi-
cated in the external circuitry.
If the required alternator output can-
not be achieved, and the millivoltme-
ter reading is less than 400 millivolts,
then a faulty alternator component is
indicated. Conduct the Alternator
II
Component Tests" as detailed in this
Chapter.
2. The circuit is the same as that used
in the previous test except for the
millivoltmeter which is now con-
nected between the battery negative
terminal and the alternator frame
(negative side to frame).
NOTE: Ensure the variable load resistor is
in the minimum current draw position
(maximum resistance).

3. Start the engine and increase the

9. Stop the engine. speed to 2000 rev/min.

12
- - - - - - - - - - - CHAPTER 9

5. Alternator Maximum Output Perfor-

mance Test

With reference to Figure 17.

1. Ensure the key start switch is in the

"off" position.

~o~
2!J1 ~ 2. Disconnect the battery ground cable

0-8-
R-3-640
A +
1
(negative) and remove the main out-
put connector lead from the alter-
nator.

Figure 17
Maximum Output Performance Test
(Inset showing connection of the Variable Load
Resistor to Battery) 3. Securely connect an ammeter nega-
1. Variable Load Resistor
tive side to the main output connector
2. Alternator Frame lead and positive side to the alter-
3. Ammeter nator output terminal post.
4. Alternator Main Output Connector
5. Voltmeter (0-20 Volts)

4. Connect a voltmeter between the

4. Slowly increase the current loading
alternator output terminal post and
of the resistor (decrease resistance)
the frame (negative side to frame).
until the ammeter registers 65
amperes.

5. Disconnect the harness to sensor

5. Observe the voltmeter reading which
plug and connect a 205 ohm resistor
should not exceed 200 millivolts.
across the plug terminals.

If the reading is in excess of 200 milli-

volts, a high resistance fault is indi- 6. Reconnect the battery and variable
cated in the external circuitry. load resistor. Turn the key start switch
to the "on" position.

If the required alternator output can-

not be achieved, and the millivoltme- 7. Start the engine and increase the
ter reading is less than 200 millivolts, speed to 2000 rev/min.
then a faulty alternator component is
indicated. Conduct the Alternator
JJ

Component Tests" as detailed in this

Chapter.
8. Slowly increase the current loading
of the resistor (decrease resistance)
until the ammeter registers 65
6. Stop the engine. amperes.

13
- - - - - - - - PART 3-ELECTRICAL SYSTEMS

9. Observe the voltmeter reading which

should not fall below 13.4 volts.

If the reading falls below 13.4 volts a

faulty alternator component is indi-
cated. Conduct the Alternator Com-
U

ponent Tests" as detailed in this

Chapter.

ALTERNATOR COMPONENT TESTS

Figure 18
Regulator Test
The component tests, which should only
be conducted if the INITIAL TESTS have 1, 2,2 Watt Test Lamp
indicated a faulty alternator component, 2, Alternator Frame
3. Charge Warning Light Terminal
enable the following items to be checked: 4, Sensor Terminal
5, 205 Ohm Resistor
6, 12 Volt Battery

• Regulator

• Rotor Field Winding Continuity

1. Regulator Test
• Brushes-and-Springs and Rotor Slip
With reference to Figure 18.
Rings

IMPORTANT: Prior to removal of the main
connector lead from the alternator ensure
the key start switch is in the "off" position
and the battery ground cable (negative) is
disconnected.
1. Connect a 12 volt battery and a 2.2
watt test lamp in series between the
charge warning light terminal and the
alternator frame (negative side to
frame).

2. Connect a 205 ohm resistor between

Test Equipment required: the positive terminal of the battery
and the sensor terminal.

• 12 Volt Battery

• 12 Volt 2.2 Watt Test Lamp The test lamp should be illuminated.

14
- - - - - - - - - - - CHAPTER 9

If the test lamp is not illuminated,

make the regulator inoperative by

"
linking the regulator case to the alter-
nator frame. \ .....

If the test lamp is now illuminated the

regulator is faulty and must be
renewed as detailed in this Chapter.

~-----'
R-3-637 1

If the test lamp is not illuminated, a Figure 19

fault is indicated in the rotor circuit. Rotor Field Winding Continuity Test

1. Slip Rings
2. Rotor
3. 12 Volt Battery
4. 2.2 Watt Test Lamp

2. Brushes-and-Springs and Rotor Slip

Rings 3. Rotor Field Winding Continuity Test

With reference to Figure 19.

1. Remove the brush box moulding as

described in this Chapter. 1. Remove the brush box moulding as
described in this Chapter.

2. Ensure the brushes and slip-rings are 2. Connect a 12 volt battery and a 2.2
clean and check for freedom of move- watt test lamp in series across the
ment in the brushbox moulding. rotor slip rings.

Thetest lamp should be illuminated.

If the visible length of the brushes, in
the free position, is less than 8 mm
this is a probable cause of non-con-
tinuity in the field circuit. The brush-
and-spring assemblies should be If the test lamp is not illuminated
renewed if the overall length of the renew the rotor as detailed in the fol-
brushes is less than 10 mm. lowing Overhaul Section.

15
- - - - - - - - PART 3-ELECTRICAL SYSTEMS

C. CHARGING SYSTEM - 75 AMP ALTERNATOR WITH INTEGRAL REGULATOR -

OVERHAUL

REMOVAL Brushgear Removal

1. Disconnect the battery negative With reference to Figure 21.

cable.

1. Remove the moulded end cover.

2. Disconnect the alternator wiring con-
nections.

2. Note the arrangement of the cable

3. Withdraw the adjustment and mount- and connections to the rectifier plates
ing bolts and remove the alternator and then disconnect.
from the tractor.

3. Remove the two hexagon-headed

DISASSEMBLY screws securing the brushbox mould-
ing and regulator to the face of the
The following information covers slip ring end bracket.
minimum disassembly of the alternator to
enable the brushgear and slip rings to be
inspected and the rotor, stator windings
and rectifier diodes to be electrically 4. Remove the brushgear and regulator
tested. from the alternator.

'i~
R.3.659
Figure 20 Figure 21
Alternator Installed on Tractor Alternator Slip Ring End Assembly

1. Alternator Assembly 1. Rectifier Assembly 5. Brushbox Assembly

2. Belt Adjustment Clamp Bolt 2. Slip Ring End Bracket
3. Wiring Harness 3. Regulator
4. Mounting Bolt 4. Moulded End Cover

16
- - - - - - - - - - - CHAPTER 9

INSPECTION AND REPAIR

Brushgear Inspection

1. Check the brushes for wear. If worn

to less than the specified length,
install new brushes, see "Specifica-
tions".

2. If the brushes are satisfactory but

require cleaning use a petrol mois-
tened cloth.

R.3.661

3. Check the brush spring pressure with Figure 22

Brushbox Assembly
a push-type spring gauge, and record
the spring pressure when the brush 1. Brushbox Moulding
end face is flush with the moulding. 2. Brush and Spring Assemblies
3. Seal
Install new brushes and springs if the
pressure is less than specified, see
"Specifications" .

4. Install a new pair of brushes and

springs and ensure the various termi-
nals are correctly repositioned before
securely tightening the retaining
Brush and Spring Removal and Installa- screws.
tion

IMPORTANT: Brushes and springs should

always be replaced in pairs. Rotor Slip Rings Inspection

With reference to Figure 22. 1. Ensure the slip rings are clean and
smooth. If necessary the slip rings
may be cleaned with a petrol-mois-
tened cloth. If the slip rings are burnt
and require re-finishing use very fine
1. Disconnect the brushbox to regulator glass paper (not emery cloth) and
link. wipe clean.

2. Note the various terminal positions NOTE: Ensure the re-finishing glass paper
and then carefully withdraw the is sufficiently fine to produce a highly
retaining screws and brush connec- polished slip ring surface otherwise exces-
tors. sive brush wear will occur.

2. If the slip rings are excessively worn

3. Withdraw the brush and spring they must be replaced as detailed in
assemblies. this Chapter.

17
- - - - - - - - PART 3-ELECTRICAL SYSTEMS

Figure 23 Figure 24
Soldering and Unsoldering Diode Connections Testing Rotor Windings Continuity and Resistance
Using Pliers as a Heat Guard
1. Slip Rings 3. 12 Volt Battery
1. Place Pliers between Diode and Solder Point 2. Rotor 4. Ammeter
2. Diode
3. Stator Output Wire

ELECTRICAL TESTS 1. Note the arrangement of the stator

winding connections to the rectifier.
The following electrical equipment is Using long nosed pliers as a heat
required to test the rotor, stator windings guard and a lightweight soldering
and rectifier diodes: iron (25 watt), unsolder the connec-
tions to the rectifier, as shown in
• Ammeter (0-100 Amperes Moving Figure 23.
Coil Type)
2. Remove the two retaining screws and
carefully withdraw the rectifier pack.
• 12 Volt Battery

• Test Lamp (12 Volts 2.2 Watts) Testing Rotor Field Winding for Con-
tinuity and Resistance

• Test Lamp (12 Volts 36
Minimum)
• 110 Volts A.C. Supply
• Test Lamp (110 Volts 15 Watts)
IMPORTANT: To avoid damaging the
diodes when conducting the electrical
tests the rectifier pack should first be
l rotor must be renewed as detailed in this
removed from the alternator as follows:
Watts 1. Connect a 12 volt battery and moving-
coil ammeter between the slip rings,
Figure 24.
The ammeter should indicate a current
approximate to the figure obtained by
dividing the battery voltage by the approp-
riate resistance of the rotor, see "Specifi-
cations",
If the test result proves unsatisfactory, the
Chapter.

18
. . . . . . . . . . . . . . . . . . . . . .-CHAPTER9

R-3-635 1
Figure 25 Figure 26
Testing Rotor Winding Insulation Stator Winding Continuity Test

1. Slip Rings 1. Stator Windings

2. Rotor Pole 2. Stator Output Wires
3. 110 Volt A.C. Supply 3. 12 Volt Battery
4. 110 Volt 15 Watt Test Lamp 4. 36 Watt Test Lamp

Testing Rotor Field Winding Insulation Testing Stator Windings for Continuity

1. Connect a 110 volt A.C. supply oper- 1. Connect any two of the three stator
ated 15 watt test lamp between each output wires in series with a 12 volt
of the slip rings in turn and the rotor battery operated test lamp, of not less
poles, see Figure 25. than 36 watts, figure 26.

WARNING: Avoid touching the bare test

probes as a severe electrical shock will
result. The test lamp should light.

The lamp should not light.

2. Transfer one of the test lamp leads to

If the test results prove unsatisfactory, the the third wire.
rotor must be renewed as detailed in this
Chapter.

Stator Inspection The test lamp should light.

1. Examine the stator windings for signs

of burning of the insulating varnish.

If the test results prove unsatisfactory, the

If burning is established the stator stator assembly must be renewed as
assembly must be renewed. detailed in this Chapter.

19
- - - - - - - - PART 3-ELECTRICAL SYSTEMS

R-3-643 -,
Figure 27 Figure 28
Stator Winding Insulation Test Diode Test

1. Stator Laminations 1. Diode Connecting Pin

2. Stator Output Wires 2. Plate
3. 110 Volt A.C. Supply 3. 2.2 Watt Test Lamp
4. 110 Volt 15 Watt Test Lamp 4. 12 Volt Battery

Testing Stator Windings Insulation Rectifier Diodes

1. Connect a 100 volt A.C. supply oper-
ated 15 watt test lamp between the
stator laminations and anyone of the
three output wires, Figure 27.
The test lamp should not light.
Test each of the nine diodes separately as
follows:
1. Connect a 12 volt battery and a 2.2
watt test lamp in series with one of
the diodes, Figure 28.

One test lead is applied to the diode

connecting pin and the other to the
plate into which the diode is
2. Connect the test lamp in turn to each mounted.
of the remaining output wires.

2. Note if the lamp lights.

The test lamp should not light.

3. Reverse the test lead connections.

The lamp should light during one half of

If the test results prove unsatisfactory, the this test only. If anyone diode is unsatis-
stator assembly must be renewed as factory renew the complete rectifier
detailed in this Chapter. assembly.

20
. . . . . . . . . . . . . . . . . . . . . .·CHAPTER9

R.3.664 :Q;

Figure 29 Figure 30
Pulley Removal Rotor Shaft Key Removal

1. Oversize Belt 1. Rotor Shaft Key 2. Fan Spacer

FURTHER DISASSEMBLV NOTE: If difficulty is encountered in

If it is necessary to extend disassembly to
enable the bearings or other parts to be
renewed, proceed as follows:
1. Remove the shaft nut, lockwasher
and pulley from the rotor shaft by
clamping the pulley in a vice and
using an oversize belt to protect,
Figure 29.
separating the above parts, suspend the
alternator gripped by the stator and slip
ring end bracket in one hand and apply a
series of light blows with a hide, plastic
or wooden mallet to the shoulders of the
through bolt housing of the drive end brac-
ket, Figure 31.

2. Remove the fan, rotor shaft key and

fan spacer.

NOTE: If the key is seized in the shaft

groove, replace the nut on the shaft and
use a screwdriver to lever the key from
the slot as shown in Figure 30.

3. Mark the slip ring end bracket, stator

and drive end bracket to ensure cor-
rect re-assembly.

4. Remove the three through bolts.

5. Grip both ends of the alternator and

pull apart the end brackets from the Figure 31
stator laminations. Separating the Alternator

21
- - - - - - - - PART 3-ELECTRICAL SYSTEMS

Figure 32
Alternator Separated

1. Drive End Bracket 3. Slip Ring End Bearing 5. Through Bolts

2. Rotor 4. Slip Ring End Bracket 6. Stator Assembly

6. Separate the alternator into three • Stator Laminations and Windings

major parts, Figure 32, consisting of
the following:
• A sub-assembly comprising:
Drive End Bracket and Bearing and
Rotor complete with Slip Ring Bear-
ing
• Slip Ring End Bracket
7. Press the rotor shaft from the bearing
in the drive end bracket or support
the bracket in the open jaws of a vice
and carefully drive the rotor shaft
from the bearing by a series of light
blows applied to the end of the shaft
with a hide, plastic or wooden mallet,
Figure 33.

NOTE: Open the jaws of the vice suffi-

ciently to clear the rotor poles; Position
the bracket off centre to the top of the vice
and avoid the slip ring moulding fouling
the bottom of the vice. Temporarily fit the
shaft nut flush with the end of the shaft to
avoid damage to the shaft threads.

Figure 33 8. Remove the rotor spacer from the

Rotor Shaft Removal rotor shaft.

22
 - - - - - - - - - - - - CHAPTER 9

Figure 34 Figure 35
Soldering and Unsoldering Field Winding to Slip Ring End Bearing Removal
Slip Ring Connections
1. Socket
1. Rotor 2. Bearing
2. Connections 3. Rotor
3. Slip Rings 4. Pulling Attachment - Tool No. 951
4. Bearings 5. Bearing Puller - Tool No. 1001

Slip Ring Moulding Assembly Removal 3. Examine the rotor and stator poles
and Installation for signs of rubbing indicating worn
bearings.
1. Note the location of the field winding
to slip ring connections relative to the
4. If there is no visible evidence of worn
slip ring moulding. bearings, check whether the bearings
allow side movement of the rotor
,2. Using a lightweight soldering iron (25
shaft, if so the bearings must be
watt), unsolaer the slip ring connec-
renewed.
tions, Figure 34.
NOTE: When fully reconditioning an alter-
3. Withdraw the slip ring moulding
nator the bearing should be renewed irres-
assembly from the key-way in the
pective of apparent condition.
rotor shaft.

4. Install the new slip ring moulding

assembly and use only resin-cored
solder for re-soldering the connec-
tions.
INSPECTION AND REPAIR
1. Inspect the fan for cracked or broken
fins and note the condition of the
mounting hole. If the hole is worn
from running loose, install a new fan.
2. Inspect the pulley and replace if worn
or damaged.
Bearing Removal and Installation
1. Remove the slip ring moulding from
the shaft as previously detailed.
2. Remove the slip ring end bearing
from the shaft using Tool Nos. 951
and 1001 as shown in Figure 35.
IMPORTANT: To avoid damaging the slot-
ted end of the shaft, insert a socket of suit-
able size between the puller screw and the
shaft.

23
- - - - - - - - - PART 3-ELECTRICAL SYSTEMS - - - - - - - - _

R.3.669
Figure 36 Figure 31
Drive End Bearing Retaining Circlip and Drive End Bearing Removal
Plate Removal and Installation

1. Drive End Bracket 3. Retaining Plate 1. Mallet 3. Drive End Bearing

2. Drive End Bearing 4. Circlip 2. Socket 4. Drive End Plate

3. Remove the drive end bearing retain- 7. Install the drive end bearing retaining
ing circlip and plate, Figure 36. plate and circlip.

4. Press or tap the drive end bearing

from the bracket with a suitable size
socket as shown in Figure 37. 8. Tap the slip ring end bearing onto the
shaft using a suitable size socket or a
drive tool that exerts pressure on the
inner race only, Figure 39.
NOTE: The alternator bearings are fully
sealed and cannot be serviced.

IMPORTANT: Ensure the rotor field wire

5. Clean the drive end bracket bearing insulation is not damaged and that the
cavity, and remove any burrs with a wires are correctly routed within the field
fine abrasive material. wire guide and the shaft grooves.

6. Tap the drive end bearing into the

bracket using a suitable size socket or
a driver tool that exerts pressure on 9. Install the slip ring moulding on the
the outer race only, Figure 38. shaft as previously detailed.

24
. . . . . . . . . . . . . . . . . . . . . .·CHAPTER9

Figure 38 Figure 39
Drive End Bearing Installation Slip Ring End Bearing

1. Mallet 3. Drive End Bearing 1. Mallet 4. Bearing

2. Socket 4. Drive End Bracket 2. Socket 5. Rotor
3. Field Wire Guide

RE-ASSEMBL Y INSTALLATION

1. Installation of the alternator is the

1. Re-assembly of the alternator follows removal procedure in reverse.
the disassembly procedure in
reverse.

On installation observe the following

requirements:

On re-assembly observe the

following requirement:
• Ensure the battery ground cable is
disconnected from the battery when
installing the alternator.

• To avoid misalignment of the end

brackets, install the stator assembly
in the drive end bracket then • Adjust the alternator drive belt
assemble the slip ring end bracket to tension as previously described in
the stator laminations. this Chapter.

25
- - - - - - - - PART 3-ELECTRICAL SYSTEMS

D. CHARGING SYSTEM - 75 AMP ALTERNATOR WITH INTERNAL REGULATOR-

SPECIFICATIONS

Alternator A133-75
Ground Polarity Negative
Nominal Voltage 12
Maximum Output (Hot) at
Maximum Engine Speed 75
Maximum Alternator rev/min 15,000
Rotor Field Winding Resistance 2.430hms
Stator Winding Resistance
(per phase) 0.1440hms
New Brush Length (mm) 20
Renew Brush at (mm) 10
Brush Spring Pressure 1.3-2.7 N
(4.7-9.8oz)
Alternator Controlled Voltage 13.6-14.4

TORQUE SPECIFICATIONS

Ib.ft Nm

AlternatorThrough Bolts 3.3-4.6 4.5-6.2

Shaft Nut 20-35 27.2-47.5
Rectifier Attaching Bolts 2.5-2.9 3.4-4.0
Brushbox Screws 2.5-2.9 3.4-4.0
Brush Fixing Screws 1.3-1.7 1.7-2.3
Output Terminal Nut 2.9-3.7 4.0-5.0

26
 PART 3
ELECTRICAL SYSTEMS

Chapter 10
ELECTRONIC INSTRUMENT PANEL

Section Page
A. ELECTRONIC INSTRUMENT PANEL-
DESCRIPTION AND OPERATION
B. ELECTRONIC INSTRUMENT PANEL-
GROUND SPEED CALIBRATION 13
C. ELECTRONIC INSTRUMENT PANEL-CENTRAL DIGITAL
DISPLAY MODULE AND BULB REPLACEMENT 14
D. ELECTRONIC INSTRUMENT PANEL-
FAULT FINDING 15
E. ELECTRONIC INSTRUMENT PANEL-
TRACTOR BUILD PROGRAMME SELECTION 44
F. ELECTRONIC INSTRUMENT PANEL-
SPECI FI CATIONS 45
G. ELECTRONIC INSTRUMENT PANEL-
WIRING DIAGRAMS 46

A. ELECTRONIC INSTRUMENT PANEL-DESCRIPTION AND OPERATION

The Electronic Instrument Panel is illustrated in The instruments provide information on

Figure 1. engine coolant temperature, engine oil pres-
sure, battery condition and fuel level.

The upper section contains eighteen coloured

indicator lights which give warning of system
malfunction or provide operating information.
When the key-start switch is turned to the
"ON" position, the warning lamps not
normally illuminated will be displayed for two
seconds to confirm the bulbs are functioning.
The left-hand side of the panel contains four
bargraph style instruments, each one
consisting of eight liquid crystal display
segments (L.C.D:s) that are displayed in black
on a silver background.
The centre of the instrument panel consists of a
multi-function liquid crystal display with
touch-sensitive selector buttons to the right.
Engine speed is displayed in the form of a
bargraph, while immediately below is a
selective display which, by touching the
appropriate selector button, will provide a
numerical read-out of engine speed, ground
speed or P.T.O. speed.

1
- - - - - - - - - P A R T 3- ELECTRICAL SYSTEMS - - - - - - - - -

Figure 1
Electronic Instrument Panel

1. Warning Light: Dual Power Engaged 18. Bargraph Display: Engine Coolant Temperature
2. Warning Light: Direction Indicator RH 19. Warning Light: Parking Brake
3. Warning Lamp: Not Utilised 20. Warning Light Direction Indicator LH
4. Selector Switch: Engine Speed Display 21. Warning Light: Trailer 1 Indicators
5. Selector Switch: Ground Speed Display 22. Warning Light: Engine Coolant Temperature
6. Selector Switch: PTa Speed Display 23. Warning Light: Trailer 2 Indicators
7. Switch: Front Wheel Drive 24. Warning Light: Engine Oil Pressure
8. Switch: Worklamps Front 25. Warning Light: Charging Circuit Failure
9. Central Digital Display 26. Warning Light: Worklamps Illuminated
10. Hourmeter 27. Warning Light: Headlight Main Beam
11. Switch: Hazard Warning 28. Warning Light: Low Fuel Level
12. Switch: Worklamps Rear 29. Warning Light: Not Utilised
13. Switch: Tractor Lights 30. Warning Light Air Cleaner Restriction
14. Bargraph Display: Engine Speed 31. Warning Light: Transmission Oil Temperature
15. Bargraph Display: Fuel Level 32. Warning Light: Direct Drive Engaged
16. Bargraph Display: Battery Condition 33. Warning Light: Transmission Oil Pressure
17. Bargraph Display: Engine Oil Pressure

Five rocker switches at the bottom of the An electro-mechanical hour meter beneath the
panel control the headlamps, front LC.D. displays true time when the engine is
worklamps, rear worklamps, hazard warning running. The LC.D. display is illuminated
lights and front wheel drive engagement. when the tractor lights are switched on.

2
-------------------------CHAPTER10-------------------------

Certain tractor functions have been classed as At start-up, the engine speed will be displayed
critical. They are: with the letters 'R PM' to the right of the main
display. When other tractor functions have
Engine coolant temperature been selected, engine speed may be re-called
Engine oil pressure by pressi ng the selector switch (4).
Transmission oil temperature
Transmission oil pressure
Parking brake engagement

Should one of these systems malfunction

while the engine is running or the tractor be
driven with the parking brake not fully released,
the warning light(s) will be accompanied by
an intermittent audio alarm which will
continue until the malfunction is corrected or
the key-start switched off.
Press the selector switch (5) and the tractor
ground speed will be displayed with the letters
'M PH' to the right of the main display.

Battery condition, fuel level and air filter

restriction are classed as non-critical functions.
In the event of a malfunction in these systems,
the warning light will be accompanied by a
steady alarm note for five seconds only.

NOTE: The instrument panel can be pro-

grammed to display tractor ground speed in
metric units, in which case the letters 'km/h'
will be displayed. Refer to Section E.

In addition to the audio alarm, should either the

engine coolant temperature be too high or
engine oil pressure too low, the word "STO P"
will flash on the central digital display.

Press the selector switch (6) and· the P.T.O.

Central Digital Display
The display (8) will provide, on demand, a
numerical read-out of various tractor
functions.
speed will be displayed. To the right of the
main display the number '540 RPM' or '1000
RPM' will appear. If '1000 RPM' appears and
you are using the 540 rev/min P.T.O. shaft,
press the selector switch (6) a second time and
the appropriate P.T.O. speed will be displayed
with the number '540' to the right of the main
display.

3
---------PART 3 ELECTRICAL S Y S T E M S - - - - - - - - -

FUNCTION WARNING SYSTEM Harness. The electronic module is not

The electronic instrument panel monitors
information received continuously from a
series of function senders and switches. If any
vehicle function is detected to be outside of the
predetermined operating parameters stored
within the microprocessor memory, an
instrument panel warning light will be
illuminated, and for circuits designated as
critical an audio alarm will sound. Vital
parameters such as engine oil pressure and
coolant temperature, are monitored by both a
sender and a switch so that if either component
should possibly fail, the other would remain
active and ;continue to provide vital engine
information (coolant temperature and
engine oil pressure).
Figure 2 shows the electronic instrument
panel, the function senders/switches and their
location on the vehicle.
A) Axle Speed Sender.
serviceable and no attempt should be
made to disassemble the unit.
C) Fuel Tank Level Sender
Ford 7710, 7910 and 8210 tractors have
a main fuel tank mounted above the
engine, with the fuel level sender located
in the top surface of the tank. If an
auxiliary tank is fitted, a similar sender is
located in the top surface of this tank.
Movement of the float and arm with
changes in fuel level cause a contact to
pass across a resistance track. A
resistance proportional to the volume of
fuel in the tank is sensed by the electronic
instrument panel which displays fuel
level segments accordingly. Where an
auxiliary tank is fitted, the instrument
panel combines the signals from both
senders and total fuel level is computed
and displayed.

A cylindrical probe screwed into the

Ford 5610, 6610 and 7610 tractors have
left-hand side of the rear axle housing
one or two fuel tanks, depending upon
contains a small wire coil and a magnet in
specification, which are suspended
the tip. The position of the probe is such
alongside the transmission housing.
that the coil is very close to the teeth of
Only the main tank on the left-hand side
the FWD gear. The gear rotates when the has a fuel level sender in the top of front
vehicle is in motion and the moving teeth surface. Where a second tank is fitted, the
each induce a pulse of electrical current fuel levels are common, due to the con-
into the coil which passes along the necting pipework and the main tank fuel
signal wire to the instrument panel. The
sender automatically senses total fuel
frequency of the pulses is directly pro- level which is displayed on the electronic
portional to the vehicle ground speed. instrument panel. The fuel level segments
Electronic circuitry within the instrument are displayed according to the following
panel converts this frequency to ground table:
speed in either M PH or km/h which
appears on the digital display when the
tractor speed selector switch is pressed.
This circuitry requires calibrating to suit
the rolling radius of the rear tyres. For Level Sender Resistance Segments
calibration procedure refer to "Ground
Speed Calibration," Section B. The axle
speed sender is coupled to the Extension
- 1/8 over 222 Ohms 1
Wiring Harness by a water-resistant
+ 1/8 195 222 Ohms 2
2-pin connector.
+ 1/4 167 - 194 Ohms 3
3/8 140 166 Ohms 4
B) Electronic I nstrument Panel. + 1/2 113 139 Ohms 5
+ 5/8 85 - 112 Ohms 6
Four twelve-pin connectors link the -+ 3/4 58 84 Ohms 7
instrument panel to the Main Rear Wiring + 7/R 31 - 57 Ohms 8

4
------------------------CHAPTER10------------------------

Figure 2
Electronic Instrument Panel
Function Monitoring and Warning System Components
(FORD 7610 Illustrated)

A. Axle Speed Sensor

B. Electronic Instrument Panel
C. Main Fuel Tank Level Sender
D. Handbrake Warning Switch
E. Transmission Oil Temperature Switch
F. Engine Oil Pressure Sender
G. Engine Speed Sender
H. Transmission Oil Pressure Switch
J. Air Cleaner Restriction Switch
K. Engine Coolant Temperature Switch
L. Engine Coolant Temperature Sender
M. Engine Oil Pressure Switch

5
@
------------------------CHAPTER10-------------------------
C) Fuel Tank Level Sender (cont'd)
A resistance in excess of 900 Ohms will
cause the electronic instrument panel to
display an open circuit fault (OPEN). The
short circuit fault (SH :CR) is displayed if
the resistance is below 14 Ohms.
D) Handbrake Warning Switch.
The sender is coupled to the Main Front
Harness by a water-resistant 3-pin
connector. The sender operates on a
+ 5.0V power supply from the instrument
panel. Changing engine oil pressure
causes the sender to modulate the supply
voltage within a specific operating range.
The resultant signal voltage is monitored
by the instrument panel which displays an
appropriate number of engine oil pressure
segments, according to the following
table:

A magnetic type reed switch located Engine Oil Sender Output

beneath the tractor handbrake assembly Pressure Voltage Segments
senses the position of the handbrake (lbf/in2)
handle. With the handle in the fully less than 10 1.18-1.55 1
10~20 1.55 1.91 2
lowered (parking brake off) position, a 20 30 1.91 - 2.28 3
steel tab locates within the switch, and 30-40 2.28-2.64 4
masks the magnet from the switching 40-50 2.64-3.01 5
50-60 3.01 3.37 6
element so that the switch remains open. 60 70 3.37 3.73 7
As the handbrake lever is raised, to apply 70-80 3.73 4.10 8
the brake, the masking tab is withdrawn
from the switch. The magnetic influence The critical low oil pressure alarm is
on the switching element causes the dependent on both oil pressure and engine
switch to close, actuating the warning RPM.
light, and audible alarm if the vehicle speed
is in excess of 0.5 mph, (0.8 km/h). Engine Oil Engine Speed Critical
Pressure RPM Alarm
(lbf/in2)
0 less than 500 OFF
less than 10 500-1500 ON
less than 15 1500-2000 ON
E) Transmission Oil Temperature Switch less than 25 2000-3000 ON

The switch is installed in a circular aper-

ture cover plate in the left-hand side of
the rear axle housing and monitors tem-
perature of the reservoir oil contained
within the transmission/rear axle assem-
bly. The switch is coupled to the Exten-
sion Wiring harness by a single bullet
type connector. The switch is normally
open and closes when transmission oil
temperature rises above 235°F (113°C).
The signal wire to the instrument panel is
then switched to earth and the transmis-
sion oil temperature warning light is
illuminated.
NOTE: The Sender is powered by +5.0V
internal power supply from the instrument
panel. Do not attempt to power from a
+ 12.0V source.
When a signal voltage outside of the
operating range is detected, the instrument
panel identifies an alarm condition; the
"STOP" message is displayed, the critical
alarm sounds, and the oil pressure
bargraph segments flash slowly.

F) Engine Oil Pressure Sender.

G) Engine Speed Sender
The engine oil pressure sender is located in On Ford 7910 and 8210 tractors the
the left hand side of the engine block and engine speed sender is installed on the
monitors the pressure of the engine rear of the fuel injection pump on the
lubricating oil in the pump delivery gallery. right-hand side of the engine.

7
- - - - - - - - - PART 3- ELECTRICAL SYSTEMS - - - - - - - - -

°
Ford 5610,6610,7610 and 771 tractors
have the sender mounted above the
K) Engine Coolant Temperature Switch

engine oil pump drive shaft on the left- This switch is located in the side of the
hand side of the engine block. thermostat housing on Ford 7910 and
8210 tractors and is accessible from the
left-hand side of the engine. On Ford
In each location the sender directly
5610, 6610 and 7710 tractors the switch
replaces the proofmeter drive cable used
is located in the engine inlet manifold
on vehicles without electronic instru- adjacent to a coolant gallery in the cylin-
ment panel. The mechanical drive from der head. In each location the switch is
either the fuel injection pump or engine coupled to the main front wiring harness
oil pump driveshaft rotates a slotted steel by a single bullet-type connector. The
rotor within the sender. Pulses of elec- switch is normally open and closes when
trical current are induced into a wire coil engine coolant temperature rises above
which passes along the signal wire to the 250°F (121°C). The signal wire to the
instrument panel. The frequency of the instrument panel is switched to earth and
pulses is directly proportional to the the engine coolant temperature warning
engine speed. Electronic circuitry within light is illuminated.
the instrument panel converts this fre-
quency to engine R PM which appears on
the digital display at engine start up or
L) Engine Coolant Temperature Sender
when the engine speed selector switch is
pressed. The engine coolant temperature sender is
located in the side of the thermostat
housing on Ford 7910 and 8210 tractors
and is accessible from the left-hand side
H) Transmission Oil Pressure Switch of the engine. Ford 5610, 6610, 7610
and 7710 tractors have the coolant tem-
The transmission oil pressure switch is perature sender installed in the front face
installed in the hydraulic pump body on of the cylinder head. In each case the
the right-hand side of the rear axle centre sender is coupled to the main front wiring
housing assembly and is coupled to the harness by a single stud-type connector.
extension wiring harness by a two-pin The resistance of the sender changes
connector. The switch is normally closed, proportionally with engine coolant tem-
opening when transmission oil pressure perature and the electronic instrument
rises above 120 Ibf/in (8.3 bar) and panel displays coolant temperat~re
closing when pressure falls below 80 segments according to the follOWing
Ibf/in (5.5 bar).
table:
When the engine is not running or the Sender Seg-
transmission oil pressure is below 80 Temperature Resistance ments
Ibf/in (5.5 bar) the transmission oil pres-
sure warning light is illuminated. CC) CF) (Ohms)
Up to 55 Up to 131 over 880 1
55- 66 131-151 581-880 2
66- 77 151 -171 401 - 581 3
77- 88 171 -191 281 401 4
J) Air Cleaner Restriction Switch. 88 99 191 211 191 - 281 5
99 110 211 231 141 191 6
The air cleaner restriction switch is located 110-121 231 - 251 101 141 7
in the air cleaner-to-turbocharger tube and over 121 over 251 less than 101 8*
is coupled to the Main Front Wiring
Harness by two spade type connectors.
The switch is normally open and closes
when the vacuum in the air intake tube *When eight coolant temperature
exceeds 25 in. H2 0. The air cleaner segments are illuminated the message
restriction warning lamp is illuminated "STOP" will display accompanied by an
when the switch is closed. audible alarm if the engine is running.

8
-----------------------CHAPTER10------------------------
M) Engine Oil Pressure Switch . a similar regulator integral with the
alternator. Battery charge condition is
This switch is situated in the left - hand side sensed at the instrument panel , on all
of the engine block below the exhaust models, by the electronic instrument
manifold . The switch is coupled to the panel, which displays charge voltage
Main Front Wiring Harness by a single segments according to the following
spade type connector. The switch is table:
normally closed and opens when engine
oil pressure rises above 10 Ibf/ in'. (0.7 Battery Voltage Segments
bar.). When the engine is not running or less than 10.5V 1
the oil pressure is below the switch setting. 10.5V - 11 .5V 2
the engine oil pressure warning light is 11.5V - 12.5V 3
illuminated. 12.5V - 13.5V 4
13.5V - 14.5V 5
14.5V - 15.5V 6
N) Alternator Regulator (7910/ 8210) 15.5V - 16.5V 7
over 16.5V 8
The Ford 791 a and 821 a tractors have an
externally mounted alternator regulator
situated on the inside surface of the
right-hand cab/ platform step plate The audible alarm is sounded after a two
frame. The regulator is coupled to the second delay, when battery voltage falls
extension wiring harness by a water- below 10.5V or rises above 16.5V. The
resistant four-pin connector. The Ford charge warning light will illuminate if the
5610,6610,7610 and 771 a tractors have alternator is not charging the battery.

9
- - - - - - - - P A R T 3 - ELECTRICAL SYSTEMS - - - - - - - -

Figure 3
Wiring Loom Identification (Ford 7610 Illustrated)

1. Cab Roof Harness 5. Main Front Harness

2. Electronic Instrument Panel Connectors 6. Cab Roof Harness Connector
3 . Extension Harness 7. Main Rear Harness
4. Bulkhead Connectors 1, 2 and 3

The senders and switches associated with the
function warning system are connected to
various wiring looms which incorporate the
signal wires to the electronic instrument panel.
The wiring looms concerned are identified in
Figure 3.
Three large multi pin connectors, Bulkhead
Connectors 1, 2 and 3 are located under the
rear end of the front hood panel and link the
main wiring harnesses together. These
connectors are convenient points at which to
conduct continuity testing to locate wiring
faults and are identified in Figure 4.

10
-------------------------CHAPTER10-------------------------

Figure 4
Bulkhead Connector Identification

1. Bulkhead Connector No.1 2. Bulkhead Connector No.2 3. Bulkhead Connector No.3

The electronic instrument panel is connected

to the Main Rear Wiring Harness by four
twelve pin connectors, Figure 5. The four
connectors are similar in appearance but have
different guide peg configurations to prevent
incorrect matching.

When fault finding in the function sender and

switch circuits it is important to correctly
identify the appropriate connector and the
correct pin for test purposes. Figure 6 shows
the four wiring loom connectors as they would
appear with the electronic instrument panel Figure 5
Harness~to~ Panel
Connector
disconnected. References to test points in the
fault finding procedures are made firstly to the 1. Plug 2. Locking Clip
connector and then the pin number, e.g. A12. 3. Socket

11
 PART 3- ELECTRICAL SYSTEMS
6 7
Figure 6
Harness-to-Panel Connector Pin Identification
Warning Messages
A variety of messages indicating that a
function sensor is outside of its operating
parameters or that a malfunction in the
warning circuits exists, can appear on the
central digital display:
STOP: This message only appears when
the tractor engine is running and is
accompanied by an intermittent
audio alarm. The engine must be
stopped immediately to
prevent damage, and the cause
of the warning investigated.
OPEN: This message will appear in
conjunction with another function
segment which will flash to indicate
an open circuit condition to a
particular function sender.
12
6 7
1 12
© @
SH:CR: This message will appear in
conjunction with another function
segment which will flash to indicate
a short circuit condition to a
particular function sender.
The OPENjSH:CR messages will only occur
for open or short circuits associated with the
following functions:
Engine Oil Pressure
Fuel Level
Engine Speed (RPM)
Vehicle Speed (MPH/km/h)
NOTE: A PTO OPEN or FUEL SH:CR
message may occur if the instrument panel has
not been correctly set for compatibility with the
vehicle build - See Section E.
FAIL: This message will only appear in the
unlikely event of an electronic failure
within the instrument panel, which
requires specialist repair by the
manufacturer. A new instrument
panel module should be installed.
------------------------CHAPTER10-------------------------
B. ELECTRONIC INSTRUMENT PANEL-GROUND SPEED CALIBRATION

The ground speed on the digital display is

calibrated in the factory to suit the rolling
radius of the rear tractor tyres.
Should tyres of a different size be fitted or
weights or equipment permanently installed
on the tractor that would alter the rolling radius
of the tyre by more than 0.5 in (13 mm), then
the module may be recalibrated to display an
accurate ground speed, as follows:

1. Ensure the tyre pressures are correct for the

load being carried. See Section C of the
Operator's Manual.

2. Park the tractor on a hard level surface and

carefully measure the distance from the
centre of the rear hub to the ground. This is
the rolling radius.
Figure 7
Electronic Instrument Panel-Rear View
3. Using the following table, note the
calibration number that corresponds with 1. Ground Speed Calibration Knob
the measured rolling radius:

4. Turn the tractor key-start switch to "ON"

Rolling Radius Calibration and press and hold down the ground
(in) (mm) Number
speed selector switch (5), Figure 1, for at
23.0 584 61 least five seconds. The calibration number
23.5 597 62 to which the micro-processor was
24.0 610 64 originally set will be displayed. If this
24.5 622 65 number corresponds with that determined
25.0 635 66 from the table, then no further action need
25.5 648 68 be taken.
26.0 660 69
26.5 673 70
27.0 686 72 5. If the calibration needs to be changed, then
27.5 699 73 remove the four socket-head screws
28.0 711 74 securing the instrument panel to the
28.5 724 76
console and raise the panel to expose the
29.0 737 77
749 rear of the instrument cluster.
29.5 78
30.0 762 80
30.5 775 8J
31.0 787 82 6. Rotation of the ground speed calibration
31.5 800 84 knob, Figure 7, will vary the calibration
32.0 813 85 number displayed.
32.5 826 86
33.0 838 88
33.5 851 89 7. Once the required calibration number has
34.0 864 90 been obtained, carefully replace the
34.5 876 92 instrument panel and momentarily press
35.0 889 93 anyone ofthe selector switches (4), (5) or
35.5 902 94 (6), Figure 1, to return the electronic
36.0 914 96
instrument cluster to normal operation.

13
---------PART 3 - ELECTRICAL SYSTEMS - - - - - - - -..
C. ELECTRONIC INSTRUMENT PANEL-CENTRAL DIGITAL DISPLAY MODULE
AND BULB REPLACEMENT
Figure 8
Electronic Instrument Panel- Rear View
1. Backlight Bulb Locations
2. Central Digital Display Module
3. Locating frame
4. Warning Lamp Bulb Holder
Panel Removal
Remove the four socket-head screws securing
the instrument panel to the console and lift up
the panel to expose the rear of the instrument
cluster.
Central Digital Display Module
Replacement
Where fault finding procedures recommend
the installation of a new Central Digital Display
Module, the Electronic Instrument Panel
should firstly be removed and disconnected
from the tractor. Remove the four module
locating frame screws and withdraw the
module from the frame, Figure 8. Install a new
module; to the panel and secure in position by
installing the locating frame and tightening the
four frame attaching screws. Reassemble the
connectors and install the panel to the tractor.
Warning Lamp Bulb Replacement
To change anyone of the eighteen warning
lamp bulbs, turn the bulb holder (4) Figure 8.
14
Figure 9
Rocker Switch - Removed
1. Bulb Retainer
2. Tag
anti-clockwise and remove the bulb and
holder. The bulb is of the capless type, rated at
2.2W and is a push fit in the holder.
L.C.D. Backlight Bulb Replacement
To change either ofthe L.C.D. backlight bulbs,
remove the rubber plug (1), Figure 8, to
expose the bulb holder. The bulb and holder
are similar to those used for the warning lamps
and the replacement procedure is· the same.
However, due to limited access, it may be
necessary to use a small pair of pliers to grip the
bulb holder for removal.
Rocker Switch Bulb Replacement
The front wheel drive and hazard warning light
switches are internally illuminated. To change
a bulb, press in the tag (2), Figure 9, using a
small screwdriver, and pull the bulb retainer (1 )
out of the back of the switch. The bulb is of the
capless type, rated at 1.2W and is a push fit in
the retainer. After changing the bulb, push the
retainer into the back of switch until the tag
locates in the aperture.
------------------------CHAPTER10------------------------
D. ELECTRONIC INSTRUMENT PANEL- FAULT FINDING
Fault finding for electronic systems should be
carried out in a logical and methodical fashion.
A few minutes spent understanding the system
and analysing the complaint can save
considerable time.
Most systems can be thought of as a signal
from a sensor or switch to a warning light or
alarm. The basis of fault finding is to locate the
part or point at which the signal stops or
becomes corrupted. When checking ,the
signal's passage through the system, it is usual
to initially check that it is present at some point
near the middle of the circuit. If it is present
continue checking towards the end, if it is not,
go back towards the beginning until the signal
is located.
An essential piece of equipment for checking
electronic systems is a good quality multimeter
(with an input impedance of at least 20,000
Ohms/V) which can measure voltage, current
and resistance.
IMPORTANT: Care should be exercised
when using. the instrument to measure
resistance and current. In particular resistance
measurements MUST NOT be made on
electronic modules unless otherwise directed
as this could damage their internal circuitry.
When measuring the resistance of wiring or
sensors/switches, it is necessary to isolate the
electronic module.
15
When making an electrical connection
or measurement, ensure the contact is
made on clean bare metal which is free
from paint, dirt or grease.
The multiplug connectors used in the system
are specially designed and require a specific
removal and installation procedure. This is to
ensure that positive connections are
established. It is therefore necessary to ensure
that they are clean and free from contaminants.
It is good practice to work from a higher range
downwards with a multimeter to avoid
damaging the instrument.
IMPORTANT: Where it is found necessary
to clean any of the multiplugs in the system a
Contact Spray should be used. DO NOT USE
ANY OTHER METHOD FOR CLEANING
THE TERMINALS.
NOTE: Do not use a cleaner that contains
Trichlorethylene which will dissolve the plastic
connectors. It is preferable to use a cleaner
with a FREON TF base.
When cleaning of the connectors is comple-
ted, the terminal pins should be smeared with
a Dielectric Grease prior to re-assembly.
Both Contact Spray and Dielectric Grease
are available at good electronic supply
shops.
The operator will often blame the instrument
panel module for all faults related to the
system, although in the majority of instances
the problem will have occured in either the
connectors, the sensors or the wiring.
- - - - - - - - - P A R T 3- ELECTRICAL SYSTEMS - - - - - - - - -

Figure 10
+ 12V Power Supply to Instrument Panel.
1. Wiring Loom-to-Instrument Panel Connector "An 4. Bulkhead No.2 Connector
2. Battery 5. Key-start
3. Starter Motor Solenoid 6. Fusebox

CONDITION 1: Instrument Panel Inoperative

No display on instrument panel when the key start switch is turned on.
With reference to Figure 10

TEST RESULT ACTION

1. Ensure the gear levers are in the neutral

position. Turn the key start switch to crank YES Go to 2
the engine.

• Is the battery sufficiently charged to crank NO Charge the

the engine? battery

16
------------------------CHAPTER10------------------------

TEST RESULT ACTION

2. Turn key-start switch off.

Remove fusebox cover, and withdraw the YES Renew fuse and
5A instrument panel fuse in fuse position 4. recheck function.

• Is fuse blown? NO Go to 3

3. Remove the instrument panel.

Identify and uncouple wiring harness-to-
instrument panel connector A. YES Go to 5

Turn key start switch on and measure

voltage between terminals A 1 (+ 12V
power) and A6. (earth)

• Is approx. + 12V measured? NO Go to 4

4. Turn key start switch on and measure

voltage between connector terminal A 1 YES Fault in earth wiring:
and the battery negative (earth) terminal. Locate and repair

• Is approx. + 12V measured? NO Fault in + 12V power

wiring locate and
repair.

5. Clean wiring loom-to-instrument panel

connector pins with contact spray and YES
apply a dielectric grease. (See page 15)

Re-couple connector A and switch

ignition on.

• Does instrument panel display? NO Install a new Central

Digital Display Module
into the instrument
panel (see page 14)
and recheck function.

17
- - - - - - - - - P A R T 3 - ELECTRICAL SYSTEMS - - - - - - - - -

FUNCTION WARNING SYSTEM

FAULT FINDING IN SENSOR CIRCUITS

The function warning system incorporates a self-diagnostic feature which detects

open circuit or short circuit faults between the electronic instrument panel and the
following function sensors:

- Engine Coolant Temperature

- Engine Oil Pressure
- Main Fuel Tank Level
- Auxiliary Fuel Tank Level (Ford 7710, 7910 and 8210)
Engine Speed
Tractor Axle Speed

Should the electronic instrument panel display either of the fault messages
"OPEN." of "SH:CR" another segment of the panel display will flash concurren-
tly to indicate the circuit in which the fault has been detected.

In the event of an "OPEN" message, check firstly for secure attachment of the signal
wire to the function sender concerned.

In the event of a "SH:CR" message, remove the signal wireto the function sender. If
the fault message changes from "SH:CR" to "OPEN" the fault lies within the
sender, which should be renewed.

If the above checks have been conducted unsuccessfully then the following test
procedures will enable a fault in these circuits to be located and rectified.

The wiring diagram colour code abbreviations are as follows:

(B) BLACK
(G) GREEN
(K) PINK
(LG) LIGHT GREEN
(N) BROWN
(0) ORANGE
(P) PURPLE
(R) RED
(5) 5LAH GREY
(U) BLUE
(W) WHITE
(Y) YELLOW

18
------------------------CHAPTER10-------------------------

(G/U)

Figure 11
Engine Coolant Temperature Sender Circuit

1. Engine Coolant Temperature Sender

2. Bulkhead Connector 1
3. Harness-to-Panel Connector 'A'

CONDITION 2: Engine Coolant Temperature Circuit Inoperative

Instrument panel engine coolant temperature bargraph is inoperative. Only one segment of the
bargraph is indicating, regardless of the engine temperature.
With reference to Figure 11.

TEST RESULT ACTION

1. Inspect the wire connection at the

engine coolant temperature sender. YES Go to 2

• Are the sender terminal and wire

connector clean and do they fit firmly NO Rectify poor connec-
together? tion and recheck
function

19
---------PART 3 ELECTRICAL S Y S T E M S - - - - - - - - -

Engine Coolant Temperature Circuit Inoperative (cont'd)

TEST RESULT ACTION

2. Remove the wire connection attached to

the coolant temperature sender and hold YES Go to 3
it firmly against a good vehicle earth

• Does the display now indicate SH:CR? NO Go to 4

3. With the wire removed from the engine

coolant temperature sender, measure the YES Sender has poor earth
resistance from the terminal of the to engine. Remove
sender to its metal body. sender and clean
threads.

• Is the resistance between NO Renew sender and

Hot engine- 80 Ohms recheck function.
Cold engine 2500 Ohms?

4. Remove the instrument panel. Identify

and uncouple wiring harness-to- YES Go to 5
instrument panel connector A. Firmly
earth the coolant temperature sender
wire to the frame or engine of the tractor
and measure the resistance between pins NO Find and repair an
A2 and A6. open circuit fault in
wiring between
• Is the resistance less than 10 Ohms? connector A and
sender.

5. Clean the wiring harness-to-instrument

panel connector pins with contact YES
cleaner spray, and apply a dielectric
grease. (See page 15) Recouple
the connectors to the instrument panel
and turn key-start switch on. NO Install a new Central
Digital Display Module
• Does the panel function correctly? into the instrument
panel (see page 14)
and recheck function.

20
-----------------------CHAPTER10-----------------------

Figure 12
Engine Oil Pressure Sender Circuit

1. Engine Oil Pressure Sender 4. Harness-to-Panel Connector 'A'

2. Sender Connector 5. Harness-to-Panel Connector 'B'
3. Bulkhead Connector 1

CONDITION 3: Engine Oil Pressure Sender Circuit OPEN

Instrument panel displays OPEN fault in engine oil pressure circuit (engine oil pressure bargraph
flashing) with engine off and key-start switch on.
With reference to Figure 12.

NOTE: The sender operates on a +5.0V internal power supply from the instrument panel. Do not
attempt to power from a + 12.0V source.

TEST RESULT ACTION

1. Inspect the connector on the engine oil

pressure sender. YES Go to 2

• Are the terminals clean and does the

connector fit securely together? NO Rectify poor connec-
tion and recheck
function

21
---------PART 3 ELECTRICAL SYSTEMS - - - - - - - - -

Engine Oil Pressure Sender Circuit OPEN (cont'd)

TEST RESULT ACTION

2. Uncouple the engine oil pressure sender

connector. Earth the signal wire (Y IS) YES Go to 3
pin to the tractor frame or engine. Turn
the engine off and the keystart switch
on; NO Go to 5

• Does the display indicate SH:CR?

3. At the oil pressure sender connector

short the signal wire pin (Y IS) to the YES Go to 4
earth wire pin (8).

• Does the display show SH:CR? NO Locate and repair open

circuit in ground wire
to oil pressure sender

4. With the oil pressure sender connector

uncoupled, measure the voltage between YES Renew the oil pressure
the power supply pin (G/K) and the sender and recheck
earth pin (8). function.

• Is the reading more than 4.5 volts?

NO Go to 6

5. Remove the instrument panel. Identify YES Go to 7

and uncouple wiring harness-to-
instrument panel connector B. Earth the
signal pin (Y IS) on the oil pressure
sender connector to the tractor frame or
engine. Measure the resistance between NO Locate and repair open
pin 82 and a good vehicle earth. circuit in signal wire
(Y IS) between con-
• Is the resistance measured less than nector 8 and the
10 Ohms? sender connector.

22
-----------------------CHAPTER10-----------------------

Engine Oil Pressure Sender Circuit OPEN (cont'd)

TEST RESULT ACTION

6. Remove the instrument panel. Identify

and uncouple wiring harness-to-
instrument panel connector A.
Earth the power supply pin (G/K) in the YES Go to 7
oil pressure sender connector to the
tractor frame. Measure the resistance
between pins A4 and A6. NO Locate and repair open
circuit in power supply
• Is the resistance measured less than wire (G/K) between
10 Ohms? connector A and oil
pressure sender
connector.

7. Clean the wiring harness-to-instrument

panel connector pins with contact
cleaner spray, and apply a dielectric
grease. (See page 15) Recouple YES
the connectors to the instrument panel
and turn key-start switch on.
NO I nstall a new Central
• Does the panel function correctly Digital Display Module
without OPEN fault displayed? into the instrument
panel (see page 14)
and recheck function.

23
----------PART 3 ELECTRICAL S Y S T E M S - - - - - - - - -

CONDITION 4: Engine Oil Pressure Sender Circuit SH:CR

Instrument panel displays SH:CR fault in engine oil pressure circuit (engine oil pressure bargraph
flashing) with engine off and key-start switch on.
With reference to Figure 12.

TEST RESULT ACTION

1. Uncouple the connector at the oil

pressure sender. Measure the voltage YES Go to 2
across the power supply pin (G/K) and
the earth pin (8)
NO Go to 3
• Is the reading between 4.5 and 5.0
volts?

2. With the oil pressure sender connector

uncoupled, does the instrument panel YES Remove and renew
display OPEN? engine oil pressure
sender and recheck
function.

NO Go to 5

3. Remove the instrument panel. Identify

and uncouple wiring harness-to- YES Locate and repair short
instrument panel connector A. With the circuit to earth in
oil pressure sender connector removed, power supply wire
measure the resistance between pins A4 (G / K) between
and AB. connector A and the oil
pressure sender
• Is the resistance measured less than connector .
5000 Ohms?

NO Go to 4

24
------------------------CHAPTER10-------------------------

Engine Oil Pressure Sender Circuit SH:CR (cont'd)

TEST RESULT ACTION

4. With the oil pressure sender connector

uncoupled, short the power supply pin YES In sta II a new
(G/K) to the earth pin (B). Measure the instrument panel and
resistance between pins A4 and A6. recheck function.

• Is the resistance measured less than

5000 Ohms? NO Locate and repair open
circuit in power supply
wire (G/K) between
connector A and oil
pressure sender
connector.

5. Remove the instrument panel. Identify

and uncouple wiring harness-to- YES Locate and repair short
instrument panel connector B. With the circuit to earth in signal
oil pressure sender connector uncoupled, wire (Y/S) between
measure the resistance between pin B2 connector A and the oil
and a good vehicle earth. pressure sender
connector.
• Is the resistance measured less than
5000 Ohms?
NO Install a new Central
Digital Display Module
into the instrument
panel (see page 14)
and recheck function.

25
---------PART 3 ELECTRICAL S Y S T E M S - - - - - - - - -

FORD 561Of6610/7

I (G/8) ..",,----~1IiI AI
~I
'""

FORD 7710/7910/8210

(G/S)

Figure 13
Main Fuel Tank Level Sender Circuit

1. Main Fuel Tank Level Sender (Ford 5610/6610/7610)

2. Bulkhead Connector 3
3. Harness-to-Panel Connector 'A'
4. Bulkhead Connector 1
5. Main Fuel Tank Level Sender (Ford 7710/7910/8210)

CONDITION 5: Main Fuel Tank Level Sender Circuit OPEN

Instrument panel displays OPEN fault in main fuel tank level circuit (four left hand bars flashing)
with the engine off and the key-start switch on.
With reference to Figure 13.

TEST RESULT ACTION

1. I nspect the wire connections at the main

fuel tank level sender. YES Go to 2

• Are the sender terminals and wire

connectors clean and do they fit securely NO Rectify poor connec-
together? tion and recheck
function

26
-----------------------CHAPTER10-----------------------
Main Fuel Tank Level Sender Circuit OPEN (cant'd)

TEST RESULT ACTION

2. Remove the signal wire (G/B) attached

to the main fuel tank level sender YES Go to 3
terminal and connect it to a good
vehicle earth.
NO Go to 4
• Does the display indicate SH:CR?

3. With the wire removed from the main

fuel tank level sender, measure the YES Locate and repair open
resistance between the sender terminals. circuit in sender earth
wire (8)
• Is the resistance within the range
shown?
Full - 30 Ohms NO Renew sender and
Empty - 250 Ohms recheck function.

4. Remove the instrument panel. Identify

and uncouple wiring harness-to- YES Go to 5
instrument panel connector A. Earth the
level sender wire to the frame or engine
and measure the resistance between NO Locate and repair open
connector pins A3 and A6. circuit between
connector A and
• Is the resistance measured less than sender.
10 Ohms?

5. Clean wiring harness-to-instrument YES

panel connector pins with contact
cleaner spray, and apply a dielectric
grease. (See page 15) Recouple NO Install a new Central
connector A and turn key-start switch Digital Display Module
on. into the instrument
• Does panel function correctly without panel (see page 14)
OPEN fault display? and recheck function.

27
- - - - - - - - - P A R T 3 - ELECTRICAL SYSTEMS - - - - - - - - -

CONDITION 6: Main Fuel Tank Level Sender Circuit SH:CR

Instrument panel displays SH:CR fault in main fuel tank level circuit (four left hand bars flashing)
with the engine off and the key-start switch on.
With reference to Figure 13.

TEST RESULT ACTION

1. Remove the signal wire (G/B) attached

to the main fuel tank sender. Move the YES Renew the main fuel
terminal end of the wire out so that it is tank level sender and
not touching any metallic parts of the recheck function.
tractor. With the engine off and the key-
start switch on;

• Does the instrument panel display NO Go to 2

OPEN?

2. Remove the instrument panel. Identify

and uncouple wiring harness-to-
instrument panel connector A. With the YES Locate and repair short
signal wire (G/B) from the main fuel circuit to earth in
tank level sender removed, measure the wiring between
resistance between connector pins A3 connector A and main
and A6. fuel tank level sender.

• Is the resistance measured less than NO Insta" a new Central

5000 Ohms? Digital Display Module
into the instrument
panel (see page 14)
and recheck function.

28
------------------------CHAPTER10------------------------

(GiS) Ci{
~~

Figure 14
Auxiliary Fuel Tank Level Sender Circuit

1. Auxiliary Fuel Tank Sender

2. Bulkhead Connector 3
3. Harness~to-Panel Connector 'A'

CONDITION 7: AUXILIARY FUEL TANK LEVEL SENDER CIRCUIT OPEN

(Ford 7710, 7910 and 8210 with Auxiliary Fuel Tank)

Instrument panel displays OPEN fault in auxiliary fuel tank level circuit (four right hand bars
flashing) with the engine off and the key-start switch on.
With reference to Figure'14.

TEST RESULT ACTION

1. Inspect the wire connections at the

auxiliary fuel tank level sender. YES Go to 2

• Are the sender terminals and wire NO Rectify poor connec-

connectors clean and do they fit securely tion and recheck
together? function.

29
---------PART 3 ELECTRICAL SYSTEMS - - - - - - - - -

Auxiliary Fuel Tank Level Sender Circuit OPEN (cont'd)

TEST RESULT ACTION

2. Remove the signal wire (GIS) attached

to the auxiliary fuel tank level sender YES Go to 3
terminal and connect it to a good
vehicle earth.

• Does the display indicate SH :CR? NO Go to 4

3. With the wires removed from the

auxiliary fuel tank level sender, measure YES Locate and repair open
the resistance between the sender circuit in sender earth
terminals. wire (8)

• Is the resistance within the range

shown? NO Renew sender and
Full ~ 30 Ohms recheck function.
Empty 250 Ohms

4. Remove the instrument panel. Identify

and uncouple wiring harness-to- YES Go to 5
instrument panel connector A. Earth the
level sender wire to the frame or engine
and measure the resistance between
connector pins A5 and A6. NO Locate and repair open
circuit between
• Is the resistance measured less than connector A and
10 Ohms? sender.

5. Clean wiring harness-to-instrument

panel connector pins with contact
YES
cleaner spray, and apply a dielectric
grease. (See page 15) Recouple
connector A and turn key-start switch
on.
NO Install a new Central
Digital Display Module
into the instrument
• Does panel function correctly without
panel (see page 14)
OPEN fault display? and recheck function.

30
-----------------------CHAPTER10-----------------------

CONDITION 8: AUXILIARY FUEL TANK LEVEL SENDER CIRCUIT SH:CR

(Ford 7710, 7910 and 8210 with Auxiliary Fuel Tank)

Instrument panel displays SH:CR fault in auxiliary fuel tank level circuit (four right hand bars
flashing) with the engine off and the key-start switch on.
With reference to Figure 14.

TEST RESULT ACTION

1. Remove the signal wire (GIS) attached to

the auxiliary fuel tank sender. Move the YES Renew the auxiliary
terminal end of the wire out so that it is tank level sender and
not touching any metallic parts ofthe trac- recheck function.
tor. With the engine off and the key-start
switch on;
NO Go to 2
• Does the instrument panel display
OPEN?

2. Remove the instrument panel. Identify YES Locate and repair

and uncouple wiring harness-to- short circuit to earth
instrument panel connector A. With the in wiring between
signal wire (GIS) from the auxiliary fuel connector A and
tank level sender removed, measure the auxiliary fuel tank
resistance between connector pins A5 level sender.
and A6.

• Is the resistance measured less than NO Install a new Central

5000 Ohms? Digital Display Module
into the instrument
panel (see page 14)
and recheck function.

31
---------PART 3 ELECTRICAL S Y S T E M S - - - - - - - - -

_I (8)

Figure 15
Engine Speed Sender Circuit

1. Engine Speed Sender 4. Harness-to-Panel Connector 'B'

2. Sender Connector
3. Bulkhead Connector 1

CONDITION 9: Engine Speed Sender Circuit OPEN

Instrument panel displays OPEN fault in engine speed circuit. (RPM legend flashing), With the
engine off and the key-start switch on.
With reference to Figure 15.

TEST RESULT ACTION

1. Inspect the connector and terminals on

the engine speed sender. YES Go to 2

• Are the terminals clean and does the NO Rectify poo'r connec-
connector fit securely to the sender? tion and recheck
function.

32
------------------------CHAPTER10-------------------------

Engine Speed Sender Circuit OPEN (cant'd)

TEST RESULT ACTION

2. Uncouple the connector from the engine

speed sender. Measure the resistance YES Go to 3
between the two terminals on the
sender.
NO Renew sender and
• Is the resistance within the range recheck function.
100-300 Ohms?

3. With the connector removed from the

speed sender, earth the signal wire YES Locate and repair open
(W IS) to the frame or engine of the circuit in earth wire (8)
tractor. between the sender
and tractor frame.
• Does the display indicate SH:CR?

NO Go to 4

4. Remove the instrument panel. Identify

and uncouple wiring harness-to- YES Go to 5
instrument panel connector B. Earth the
signal wire (W /5) at the sender
connector to the tractor frame or engine. NO Locate and repair open
Measure the resistance between circuit between
connector pin B5 and a good vehicle connector 8 and
earth. sender connector.

• Is the resistance measured less than

10 Ohms?

5. Clean the wiring harness-to-instrument YES

panel connector pins with contact
cleaner spray, and apply a dielectric
grease. (See page 15) Recouple NO Install a new Central
the connectors to the instrument panel Digital Display Module
and turn key-start switch on. into the instrument
panel (see page 14)
• Does the panel function correctly without and recheck function.
OPEN fault displayed?

33
- - - - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - - - -

CONDITION 10: Engine Speed Sender Circuit SH:CR

Instrument panel displays SH :CR fault in engine speed circuit. (R PM legend flashing). With the
engine off and the key-start switch on.
With reference to Figure 15.

TEST RESULT ACTION

1. Uncouple the connector from the engine

speed sender. YES Renew the engine
speed sender and
recheck function.

• Does the instrument panel display

OPEN? NO Go to 2

2. Remove the instrument panel. Identify

and uncoup'le wiring harness-to- YES Locate and repair short
instrument panel connector B. With the circuit to earth in signal
connector removed from the engine wire (W/S) between
speed sender, measure the resistance connector B and
between pin B5 of connector B and a engine speed sender.
good vehicle earth.

• Is the resistance measured less than NO Install a new Central

5000 Ohms? Digital Display Module
into the instrument
panel (see page 14)
and recheck function.

34
------------------------CHAPTER10------------------------

Figure 16
Tractor Axle Speed Sender Circuit

1. Tractor Axle Speed Sender 3. Bulkhead Connector 3

2. Sender Connector 4. Harness-to-Panel Connector '8'

CONDITION 11: Tractor Axle Speed Sender Circuit OPEN

Instrument panel displays OPEN fault in tractor axle speed circuit. (MPH legend flashing).
With refence to Figure 16.

TEST RESULT ACTION

1. Identify the tractor axle speed sender

connector. YES Go to 2

• Are the terminals clean and does the

connector fit firmly together? NO Rectify poor connec-
tion and recheck
function.

35
- - - - - - - - - P A R T 3 - ELECTRICAL S Y S T E M S - - - - - - - - -

Tractor Axle Speed Sender Circuit OPEN (cont'd)

TEST RESULT ACTION

2. Uncouple the tractor axle speed

sender. Measure the resistance YES Go to 3
between the terminals of the sender.

• Is the resistance within the range NO Renew the sender and

1000-3000 Ohms? recheck function.

3. With the tractor axle speed sender

connector uncoupled, earth the signal YES Locate and repair open
terminal (Y /G) to the tractor frame or circuit in the wiring
engine. between the connector
and earth.
• Does the display indicate SH:CR?

NO Go to 4

4. Remove the instrument panel. Identify

and uncouple wiring harness-to- YES Go to 5
instrument panel connector B. Earth
the terminal (Y /G) of axle speed
sender connector to the tractor frame NO Locate and repair
and measure the resistance between open circuit in wiring
the frame and connector pin B7. between connector B
and the tractor axle
speed sender con-
• Is the resistance measured less than
nector.
10 Ohms?

5. Clean wiring harness-to-instrument YES

panel connector pins with contact
cleaner spray, and apply a dielectric
grease. (See page 15) Recouple NO Install a new Central
the connector B and turn key-start Digital Display Module
switch on. into the instrument
panel (see page 14)
• Does panel function correctly without and recheck function.
OPEN fault displayed?

36
-----------------------CHAPTER10-----------------------
CONDITION 12: Tractor Axle Speed Sender Circuit SH:CR

Instrument panel displays SH:CR fault in tractor axle speed circuit (MPH legend flashing).
With reference to Figure 16.

TEST RESULT ACTION

1. Uncouple the tractor axle speed sender

connector. With the engine off and the YES Renew the tractor axle
keystart switch on. speed sender and
recheck function.
• Does the instrument panel display
OPEN?
NO Go to 2

2. Remove the instrument panel. Identify

and uncouple wiring harness-to- YES Locate and repair
instrument panel connector B. With the short circuit to earth in
axle speed sender connector wiring between con-
uncoupled, measure the resistance nectar B and the trac-
between connector pin B7 and a good tor axle speed sender
vehicle earth. connector.

• Is the resistance measured less than

5000 Ohms? NO Install a new Central
Digital Display Module
into the instrument
panel (see page 14)
and recheck function.

37
- - - - - - - - - P A R T 3- ELECTRICAL SYSTEMS - - - - - - - - -

FUNCTION WARNING SYSTEM-

FAULT FINDING IN SWITCH CIRCUITS

The following function warning systems do not incorporate a self diagnostic

feature:

- Parking Brake Applied

- Air Cleaner Restriction
- Engine Coolant Temperature Switch
Engine Oil Pressure Switch
- Transmission Oil Temperature
Transmission Oil Pressure

The circuits for these systems are relatively simple and consist of a signal wire to the
electronic instrument panel being opened or closed to earth by a switch to
illuminate a warning light.

Should any malfunction in these systems become apparent, a systematic series of

continuity tests across the switch terminals, and along each component part of the
switch-to-instrument panel signal wire must be conducted.

The following test procedure will enable a fault in these circuits to be located and
rectified.

The wiring diagram colour code abbreviations are as follows:

(B) BLACK
(G) GREEN
(K) PINK
(LG) LIGHT GREEN
(N) BROWN
(0) ORANGE
(P) PURPLE
(R) RED
(S) SLATE GREY
(U) BLUE
(W) WHITE
(Y) YELLOW

38
------------------------CHAPTER10------------------------

Function Warning Switch Systems Test

CONDITION:

13. Parking brake warning light is inoperative. Ref Figure 17

14. Air cleaner restriction warning light is inoperative. Ref Figure 18
15. Engine coolant temperature warning light is inoperative. Ref Figure 19
16. Engine oil pressure warning light is inoperative. Ref Figure 20
17. Transmission oil pressure warning light is inoperative. Ref Figure 21
18. Transmission oil temperature warning light is inoperative. Ref Figure 22

COMMON TEST PROCEDURE FOR ALL OF THE SWITCH CIRCUITS

TEST RESULT ACTION

1. Uncouple the switch connector. Earth

the signal wire. (Table 1, column 4) to YES Go to 2
the tractor frame.

• Does the warning light illuminate? NO Go to 3

2. Check the earth path of the switch

(Table 1, column 1). YES Renew the switch and
recheck function.
• Is the resistance less than 10 Ohms?

NO Locate and repair the

open circuit between
the switch and the
earth point (Table 1,
column 2).

3. Remove the instrument panel. Identify

and uncouple corresponding wiring YES Gota 4
harness-to-instrument panel connector.
Earth the signal wire at switch (Table 1,
column 4) to the tractor frame. Measure NO Locate and repair the
the resistance between the signal pin open circuit in wiring
(refer to Table 1, column 3) and the between the switch
tractor frame. connector and the
harness-to-instrument
• Is the resistance less than 10 Ohms? panel connector.

39
- - - - - - - - - P A R T 3 - ELECTRICAL SYSTEMS - - - - - - - - -

Function Warning Switch Systems Test (cont'd)

4. Clean wiring harness-to-instrument

panel connector pins with contact
spray, and apply a dielectric grease. YES
(See page 15) Recouple the harness-to-
instrument connector. Remove the signal
wire at the switch (Table 1, column 4)
and earth it to the tractor frame.
NO Renew the warning
bulb. Go to 5.
• Is the warning light illuminated?

5. Is the warning light illuminated? YES

NO Renew the light

module and recheck
function.

CD ® ® @
Function Switch Measure the resistance Repair the open circuit Connec- Signal
Concerned between a good tor pins wire
vehicle earth and .. , colour

Parking Brake .. the switch earth terminal. Check earth wire (B). 012 (R/V)
Air Cleaner .. the switch earth terminal. Check earth wire (B). C11 (B/S)
Engine Coolant Temperature .. the switch body. Clean the switch thread. 03 (B/O)
Engine Oil Pressure .. the switch body. Clean the switch thread. 04 (W/N)
Transmission Oil Pressure .. the earth terminal of the Check earth wire (B) . C5 (Y/O)
switch connector.
Transmission Oil Tem-
perature .. the switch body. Clean the switch thread. C4 (R/U)

Table 1

40
------------------------CHAPTER10------------------------

..,
Figure 17
Parking Brake Warning Switch Circuit

1. Parking Brake Warning Switch 2. Roof Connector 3. Harness-to-Panel Connector 'D'

SWITCH CLOSES WHEN HANDBRAKE IS APPLIED AND

ILLUMINATES WARNING LAMP.

Figure 18
Air Cleaner Restriction Switch Circuit

1. Air Cleaner Restriction Switch 2. Bulkhead Connector 1 3. Harness-to- Panel Connector 'C'

SWITCH CLOSES WHEN AIR FILTER IS RESTRICTED AND

ILLUMINATES WARNING LAMP.

41
- - - - - - - - - P A R T 3 - ELECTRICAL SYSTEMS - - - - - - - - -

(B/O)

Figure 19
Engine Coolant Temperature Switch Circuit

1. Engine Coolant Temperature Switch 2. Bulkhead Connector 1 3. Harness-to-Panel Connector 'D'

SWITCH CLOSES AT HIGH COOLANT TEMPERATURE TO

ILLUMINATE WARNING LAMP

-,
Figure 20
Engine Oil Pressure Switch Circuit

1. Engine Oil Pressure Switch 2. Bulkhead Connector 1 3. Harness-to-Panel Connector 'D'

SWITCH CLOSES AT LOW PRESSURE TO ILLUMINATE WARNING LAMP

42
------------------------CHAPTER10-------------------------

(8)

Figure 21
Transmission Oil Pressure Switch Circuit

1. Transmission Oil Pressure Switch 3. Bulkhead Connector 3 4. Harness-to-Panel Connector 'C'

2. Switch Connector

SWITCH CLOSES AT LOW PRESSURE TO ILLUMINATE WARNING LAMP

(R/U)

Figure 22
Transmission Oil Temperature Switch Circuit

1. Transmission Oil Temperature Switch 2. Bulkhead Connector 3 3. Harness-to-Panel Connector 'C'

SWITCH CLOSES AT HIGH TEMPERATURE TO ILLUMINATE WARNING LAMP

43
- - - - - - - - - P A R T 3- ELECTRICAL SYSTEMS - - - - - - - - -

E. ELECTRONIC INSTRUMENT PANEL- TRACTOR BUILD

PROGRAMME SELECTION

The four switches are located underneath a

black rubber grommet in the back of the
instrument panel, Figure 23.

The position of Switches 1 and 2 determine

the readout of PTO speed relative to engine
speed.

I 2 3 4
Switch 3 position programmes the instru-
DODD
OPEN
ment panel to accept one or two inputs from
fuel tank level senders depending if an aux-
iliary fuel tank is fitted to Ford 7710, 7910
and 8210 tractors.
Figure 23
Programme Selector Switches

Switch 4 changes the digital display units

Should it be required to install a replacement
electronic instrument panel to a vehicle, it will
be necessary to position the programme
selector switches to make the electronic
functon monitoring system compatible with
the vehicle build.
between imperial and metric, i.e. from M PH to
km/h speed display, dependent upon operator
req uirements.
The switch positions required to suit specific
tractor models and options are summarised in
the following table:

ELECTRONIC INSTRUMENT PANEL- PROGRAMME SELECTOR

SWITCH POSITIONS

TRACTOR MODEL SWITCH NO.

AND OPTIONS 1 2 3 4

5610, 6610, 761O, OPEN CLOSED

7710, 7910, 8210.
5610, 6610 761O CLOSED
7710,7910,'8210 ONE FUEL TANK CLOSED
7710, 7910,8210 TWO FUEL TANKS OPEN

IMPERIAL (MPH) OPEN

METRIC (km/h) CLOSED

44
-----------------------CHAPTER10-----------------------

F. ELECTRONIC INSTRUMENT PANEL-SPECIFICATIONS

TORQUE SPECIFICATIONS

Component Torque

Electronic Instrument Panel Attachment Screws 18.0 Ibf.in 2.0 Nm

Axle Speed Sender 32.0 Ibf.ft 44.0 Nm

Auxiliary Fuel Tank Sender Attachment Screws 22.0Ibf.in 2.5 Nm

Parking Brake Warning Switch Attachment Bolt 27.0Ibf.in 3.0 Nm

Regulator Attachment Screws 45.0Ibf.in 5.0 Nm

Engine Coolant Temperature Sender 22.0 Ibf.ft 30.0 Nm

Engine Oil Pressure Sender 9.0 Ibf.ft 12.0 Nm

Engine Coolant Temperature Switch 22.0 Ibf.ft 30.0 Nm

Transmission Oil Temperature Switch 22.0 Ibf.ft 30.0 Nm

Engine Oil Pressure Switch 22.0 Ibf.ft 30.0 Nm

Main Fuel Tank Sender Attachment Screws 22.0Ibf.in 2.5 Nm

Engine Speed Sender Nut 9.0 Ibf.ft 12.0 Nm

Transmission Oil Pressure Switch 90.0 Ibf.in 10.0 Nm

Air Cleaner Restriction Switch 72.0 Ibf.in 8.0 Nm

DIELECTRIC GREASE- ESB M1 C158-A

45
- - - - - - - - - P A R T 3-ELECTRICAL SYSTEMS - - - - - - - -

G. ELECTRONIC INSTRUMENT PANEL - WIRING DIAGRAMS

The combinations of wiring harnesses differ between tractor models. These combinations can
be divided into three groups:

Group Tractor
1 Ford 5610, 6610 and 7610 with De-luxe Cab
2 Ford 7710 with De-luxe Cab
3 Ford 7910 and 8210 with De-luxe Cab

The following illustrations show the approximate harness and connector locations of the
tractors in each group. Harnesses with the same identification letter are common and
interchangeable for service purposes.

Group 1

Ford 5610, 6610 and 7610 Tractors with

Electronic Instrument Panel

L Main Rear Harness

M Main Front Harness
R - Extension Harness
J Cab Harness

Group 2

Ford 7710 Tractors with Electronic

Instrument Panel

L - Main Rear Harness

N - Main Front Harness
S - Extension Harness
J - Cab Harness

46
CHAPTER 10-----------------------

Group 3

Ford 7910 and 8210 Tractors with

Electronic Instrument Panel

L Main Rear Harness

P- Main Front Harness
T Extension Harness
J Cab Harness

47
 WIRING DIAGRAM
FORD 5610, 6610, 7610, 7710, 7910 and 8210
WITH CAB/WITH ELECTRONIC INSTRUMENT PANEL

L. MAIN REAR HARNESS

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L. MAIN REAR HARNESS

1 . Cigar Lighter.
2. Multi-Function Switch.
3. Stoplamp Switch.
4. Dual Power Switch.
5. Connector Not Utilised.
6. Relay No.1 (Ignition Load).
7. Bulkhead Connector No.3 Socket.
8. Ether Push Switch.
9. Bulkhead Connector No.2 Socket.
10. Bulkhead Connector No.1 Socket.
11. Safety Start Switch Connector.
12. Key Start Switch.
13. Fusebox.
14. Multi-Function Switch Connector Socket.
(Except N. America).
 WIRING DIAGRAM
FORD 5610, 6610, 7610, 7710, 7910 and 8210
WITH CAB/WITH ELECTRONIC INSTRUMENT PANEL

L. MAIN REAR HARNESS

WIRING COLOUR CODES

B - Black P Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W - White
0 - Orange Y - Yellow
 WIRING DIAGRAM
FOR D 5610, 6610, 7610, 7710, 7910 and 8210
WITH CAB/WITH ELECTRONIC INSTRUMENT PANEL

L. MAIN REAR HARNESS (CONTINUED)

WIRING COLOUR CODES

-----
B - Black P - Purple
G Green R Red
K Pink S Grey
LG - Light Green U - Blue
N - Brown W - White
0 - Orange Y - Yellow
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~~ 02 " • 7 , .~ L -______________________ ~
 L. MAIN REAR HARNESS (CONTINUED)

1 . Roof Harness Connector Socket.

2. Four Wheel Drive Switch.
3. Hazard Warning Light Switch.
4. Front Work Lamp Switch.
5. Main Lighting Switch.

6. Rear Work Lamp Switch.

7. Relay No.2 (Front Work Lamps).
8. Windscreen Washer Pump.
9. Trailer Lighting Socket.
10. Radar-to-I nstrument Panel Connector.
11 . Harness-to- Panel Connector 'C'.
12. Harness-to-Panel Connector '8'.
13. Harness-to-Panel Connector 'A'.
14. Multi- Function Switch Connector Socket (N. America).
15. Harness-to-Panel Connector 'D'.
16. Electronic Instrument Panel/Performance Monitor.
17. Performance Monitor Connector.
18. Radar Ground Speed Sensor.
19. Flasher Control Unit.
20. Radar Connector.
21. Relay No.3 (Rear Work Lamps).
 WIRING DIAGRAM
FORD 5610,6610, and 7610
WITH CAB/WITH ELECTRONIC INSTRUMENT PANEL

M. MAIN FRONT HARNESS

R. EXTENSION HARNESS

WIRING COLOUR CODES

B - Black P Purple
G Green R Red
K - Pink S Grey
LG - Light Green U Blue
N Brown W - White
0 - Orange Y - Yellow
®
M. MAIN FRONT HARNESS.

1. Bulkhead Connector Plug No.1.

2. Engine Oil Pressure Sender.
3. Engine Coolant Temperature Sender.
4. Engine Oil Pressure Switch.
5. Engine Coolant Temperature Switch.
6. Horn.
7. Air Cleaner Restriction Switch.
8. Engine Speed Sensor.
9. Th ermostart.
10. Battery Temperature Sensor.
11. Bulkhead Connector Plug No.2.
12. Safety Start Switch.
13. Starting Motor Solenoid.
14. Battery.
15. Starting Motor.
16. Alternator.
17. Headlamp Assembly LHS.
18. Headlamp Assembly RHS.
19. Air Conditioning De-Icing Thermostat.
20. Air Conditioning Compressor Clutch.

R. EXTENSION HARNESS

21. Bulkhead Connector Plug No.3.

22. Axle Speed Sensor.
23. Transmission Oil Temperature Switch.
24. Transmission Oil Pressure Switch.
25. Dual Power Solenoid.
 WIRING DIAGRAM
FORD 5610, 6610, 7610, 7710, 7910 and 8210
WITH CAB/WITH ELECTRONIC INSTRUMENT PANEL

J. CAB ROOF HARNESS

1. Right Hand Side Light

2. Right Hand Rear Light
3. Left Hand Rear Light
4. Left Hand Side Light
5. Right Hand Rear Work Lamp
6. Right Hand Licence Plate Lamp (Roof Mounted)
7. Left Hand Licence Plate Lamp (Roof Mounted)
8. Left Hand Rear Work Lamp
9. Blower Motor
10. Blower Motor Switch
11. Thermostatic Switch
12. Auxiliary + 12V Power Socket
13. Cab Roof Harness Connector Plug
14. Windscreen Washer/Wiper Switch
15. Stereo Radio
16. Right Hand Speaker
17. Left Hand Speaker
18. Right Hand Front Work Lamps
19. Left Hand Front Work Lamps
20. Mono Radio
21. Right Hand Speaker
22. Left Hand Speaker
23. Clock
24. Courtesy Light Switch
25. Left Hand Interior Light
26. Right Hand I nterior Light
27. Parking Brake Warning Switch
28. Wiper Motor I nterference Suppressor
29. Windscreen Wiper Motor
o
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 WIRING DIAGRAM
FORD 7710
WITH CAB/WITH ELECTRONIC INSTRUMENT PANEL

N. MAIN FRONT HARNESS

S. EXTENSION HARNESS

WIRING COLOUR CODES

B Black P Purple
G - Green R - Red
K - Pink S - Grey
LG - Light Green U - Blue
N - Brown W White
0 - Orange y Yellow
®

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R/U 16
N. MAIN FRONT HARNESS.

1. Bulkhead Connector Plug No.1.

2. Engine Oil Pressure Sender.
3. Air Conditioning Compressor Clutch.
4. Engine Coolant Temperature Sender.
5. Main Tank Fuel Level Sender.
6. Engine Oil Pressure Switch.
7. Horn.
8. Engine Coolant Temperature Switch.
9. Air Cleaner Restriction Switch.
10. Thermostart.
11. Engine Speed Sensor.
12. Bulkhead Connector Plug No.2.
13. Safety Start Switch.
14. Starting Motor Solenoid.
15. Battery.
16. Starting Motor.
17. Alternator.
18. Headlamp Assembly - LHS.
19. Headlamp Assembly - RHS.
20. Air Conditioning De-Icing Thermostat.

S. EXTENSION HARNESS.

21. Bulkhead Connector Plug No.3.

22. Axle Speed Sensor.
23. Transmission Oil Temperature Switch.
24. Transmission Oil Pressure Switch.
25. Auxiliary Tank Fuel Level Sender.
26. Dual Power Solenoid.
27. Battery Temperature Sensor.
," '
 WIRING DIAGRAM
FORD 7910 and 8210
WITH CAB/WITH ELECTRONIC INSTRUMENT PANEL

P. MAIN FRONT HARNESS

T. EXTENSION HARN ESS

WIRING COLOUR CODES

B - Black P Purple
G - Green R Red
K - Pink S Grey
LG - Light Green U Blue
N Brown W - White
0 - Orange Y - Yellow
®
U/R

N/G

CD
R N/Y N/Y
WL
B B
G
G N/G

G- Y NIP

GIS

o
B
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P. MAIN FRONT HARNESS.

1 . Bulkhead Connector Plug No.1.

2. Engine Oil Pressure Sender.
3. Air Conditioning Compressor Clutch.
4. Engine Coolant Temperature Sender.
5. Main Tank Fuel Level Sender.
6. Engine Oil Pressure Switch.
7. Engine Coolant Temperature Switch.
8. Engine Speed Sensor.
9. Thermostart.
10. Bulkhead Connector Plug No.2.
11. Safety Start Switch.
12. Starting Motor Solenoid.
13. Battery.
14. Starting Motor.
15. Alternator.
16. Air Cleaner Restriction Switch.
17. Horn.
18. Headlamp Assembly (HS.
19. Headlamp Assembly RHS.
20. Air Conditioning De-Icing Thermostat.

T. EXTENSION HARNESS

21. Bulkhead Connector Plug.

22. Axle Speed Sensor.
23. Transmission Oil Temperature Switch.
24. Transmission Oil Pressure Switch.
25. Auxiliary Tank Fuel Level Sender.
26. Dual Power Solenoid.
27. Four Wheel Drive Solenoid.
28. Regulator.
 PART 3
ELECTRICAL SYSTEMS

Chapter 11
PERFORMANCE MONITOR

Section Page
A. PERFORMANCE MONITOR
DESCRIPTION AND OPERATION
B. PERFORMANCE MONITOR-
INSTALLATION KIT 4
C. PERFORMANCE MONITOR-
PROGRAMMING AND CALIBRATING 9
D. PERFORMANCE MONITOR-
FAULT FINDING 17
E. PERFORMANCE MONITOR-
SPECIFICATIONS 20

A. PERFORMANCE MONITOR-DESCRIPTION AND OPERATION

The optional Ford Tractor Mini-Performance SLIP - Wheel slip in percent (%) with alarm.
Monitor, Figure 1, for two-wheel or four-
wheel drive tractors automatically
commences to work as the key-start switch is
turned on. The system consisting of four
principal components; Console, Radar (true
ground speed), Axle Sensor (wheel speed),
and Implement Status Switch, allows the
tractor operator to observe h is tractor /
implement operations by displaying the
following functions:
BBBIB
AREA/HOUR - Acres (or hectares if metric
units are selected) per hour forecast based on
the last five seconds of operation.

TIME-Time of day with alarm.

AREA - Total accumulated acres or hectares Figure 1

since last RESET. Mini - Performance Monitor

1
- - - - - - - - - P A R T 3 - ELECTRICAL S Y S T E M S - - - - - - - - -
Figure 2
Control Console
COMPONENTS:
1. Control Console
The Performance Monitor console, Figure 2,
is installed in the electronic instrument
cluster and features a liquid crystal display
(LCD) which is backlit for night visibility,
and four multiple function touch switches.
The LCD display contains a four digit readout
and prompting messages to inform the oper-
ator of the function and value being
displayed. The four touch switches are used
in the SET-UP mode to enter constants into
the console memory and in the OPERATE
mode to select the desired function to be
displayed.
All SET - U P constants and function
measurement accumulations are stored in
non-volatile memory. This memory is not lost
when the tractor key-start switch is turned off
or the tractor battery is removed.
2
Figure 3
Radar Ground Speed Sensor
The Performance Monitor LCD is active when
the tractor key-start switch is on. However, the
TIME function clock continues to keep time
(without display) through the use of power
wiring directly from the tractor battery.
2. Radar Ground Speed Sensor
The radar ground speed sensor, Figure 3, is
installed on the tractor to provide the electronic
instrument cluster with a true ground speed
input. This sensor signal is shared with the
Performance Monitor to provide a true ground
speed reference so computations of wheel slip
and area can be made and then displayed for
the operator.
The radar unit is located in a position on the
tractor to ensure that:
the face has an unobstructed view of the
ground.
the sensor is away from heat sources.
------------------------CHAPTERll-------------------------
Figure 4
Implement Status Switch
water/oil does not drip on the face of the
unit or in front of it.
the location is protected from stubble and
possible debris.
the sensor is facing rearward to aid in
protecting the face from physical abuse.
the position is as vibration free as possible.
Excessive vibration may cause inaccurate
speed read ings.
the sensor cable connected to the tractor
electrical harness is routed to avoid
chafing, and is securely clipped.
3
Figure 5
. Wheel Speed Sensor
3. Implement Status Switch
The implement status switch, Figure 4, is
mounted on the lift control lever. When the
lever is pushed forwards to lower the imple-
ment into work, the switch plunger meets a
sprung stop on the console, causing the
switch contacts to close. The switch mode,
open or closed, tells the performance monitor
when the implement is in or out of work,
(implement up or down), and allows culti-
vated areas to be computed.
4. Wheel Speed Sensor
(already installed on tractor)
The control console requires an input which is
related to wheel speed and this is achieved by
using a sensor.
The wheel speed sensor, Figure 5, is located on
the left-hand side of the transmission housing
and senses rotational speed from the splines of
the transmission output gear coupling.
This rotational speed, when the tractor is
travelling, is fed to the control console where it
is used to compute percentage wheel slip_
-----------------PART3-ELECTRICALSYSTEMS-----------------

B. PERFORMANCE MONITOR INSTALLATION KIT

The performance monitor kit comprises the following items:-

Description Quantity

Performance Monitor Control Console

Radar Speed Sensor

Radar Mounting Bracket

Bracket Spacer 2

Bracket Mounting Bolt: % -10 x 2% in. 2

Radar Mounting Bolt:}4 20 x 4 in. 4

Flatwasher: }4 in. 4

Spring washer: }4 in. 4

Nut: }4 in. 4

Implement Status Switch

Switch Mounting Plate

Switch Mounting Screws 2

Status Switch Wiring Harness

Wiring Protection Sleeve

Quadrant Stop

Cable Strap

NOTE: The Radar Speed Sensor provided in

The kit items should be identified and checked
against the kit listing.
the kit will have a different operating signal
frequency for legal compliance in the country
of usage. Ensure the Performance Monitor
installation kit contains the correct
Radar Speed Sensor. (See Specifications-
Section £.)

4
------------------------CHAPTER11-------------------------
Figure 6
Radar Speed Sensor Installation
1. Radar Mounting Bracket
2. Bracket Mounting Bolt: %,-10 x 2%. in.
3. Nut: %-20
4. Lockwasher: % in.
INSTALLATION
With reference to Figure 6 .
1. Disconnect the tractor battery.
2. Assemble the Radar Speed Sensor to the
Mounting Bracket using the four
14 - 20 x 4 in. bolts, nuts, flat washers and
lock washers. Place the flat washers
under the heads of the bolts and the lock
washers between the nuts and the
Mounting Bracket. Tighten the nuts/
bolts to 70 Ibf.in. (8.0 Nm).
3. Secure the Radar and Mounting Bracket
assembly to the left-hand side of the
transmission housing using the two
%10 x 2% in. bolts and spacers. Tighten
the bolts to 350 Ibf.ft. (520 Nm).
5
5. Radar Speed Sensor
6. Flatwasher: % in.
7. Radar Mounting Bolt %~ 20 x 4 in.
8. Spacer
4. Identify the Radar Speed Sensor wire and
socket which is incorporated in the Main
Rear Harness close to the bulkhead
wiring harness connectors. Install the
sensor plug firmly into the socket ensur-
ing that the cable is routed behind the
power steering tubes.
5. Remove the four socket-head screws
securing the instrument panel to the
console. Withdraw the panel and uncou-
ple the four harness-to-panel connec-
tors. Remove the instrument panel from
the tractor.
6. Remove the four screws from the Central
Digital Display Module securing frame,
Figure 7. Lift the module and frame clear
of the instrument panel and snap out the
filler panel to the right- hand side of the
central digital display.
---------PART 3 ELECTRICAL SYSTEMS - - - - - - - -

Figure 7 Figure 8
Performance Monitor Console Installation Instrument Panel - Rear View

1. Central Digital Display Module and Locating 1. Ground Speed Calibration Knob
Frame 2. Radar Socket
2. Instrument Panel
3. Performance Monitor Console
4. Frame Attaching Screw

7. Install the performance monitor control
console into the instrument panel, Figure
7. Re-assemble the Central Digital
Display Module and securing frame to
the instrument panel.
10. Turn the tractor key-start switch to '0 N'.
Press and hold down the ground speed
selector switch for at least five seconds;
the ground speed calibration number will
be displayed. When a performance moni-
tor is installed the ground speed cal-
ibration number must be set to '85' by
rotating the ground speed calibration
knob. Figure 8.

8. Re-couple the four harness-to- 11. Install the instrument panel to the con-
instrument panel connectors and couple sole and tighten the four socket-head
the eight pin performance monitor con- securing screws to 18 Ibf.in (2.0 Nm).
nector to its mating connector on a spur
of the rear main harness.

12. Remove the quadrant knob, the two

quadrant shroud retaining screws and lift
off the quadrant shroud.

9. Install the Radar Speed Sensor plug into 13. Remove the knobs from the remote valve
the mating connector socket, which is levers and the attaching screws from the
situated in the vicinity of the Bulkhead remote valve control panel. Remove the
Connectors. panel from the lever casing assembly.

6
-------------------------CHAPTER11--------------------------
Figure 9
I mplement Status Switch-I nstallation
1 Clamp Plate
2. Quandrant Lever
3. Grey/Red Wire to Terminal 1
4. Black Wire to Terminal 3
5. Securing Screw
6. Implement Status Switch
14. Remove the four bolts which retain the
lever casing to the cab floor.
15. Connect the implement status switch to
the switch wiring and pass the connector
through the rubber sleeve. Slide the
sleeve over the quadrant lever, figure 9.
16. Fasten the switch to the back of the lever
using the two securing screws and clamp
plate. Tighten the screws to 12 Ibf.in (1.3
Nm).
17. Route plastic covered section of cable
underneath the quadrant lever pivot pin
and attach with a cable strap. Raise the
lever casing assembly and locate the
section of cable between the two white
marker tapes into the notch in the corner
of the casing, figure 10.
7
Figure 10
Status Switch Wiring Location
1. Switch Actuating Spring
2. Implement Status Switch
3. Status Switch Wiring
4. Marker Tapes and Notch
5. Connector Plug and Socket
6. Trim Panel
18. Locate the connector situated behind the
'B' pillar lower trim panel and firmly
install the radar connector plug to the
connector socket. Place the coupled
connector and wiring behind the trim
panel, figure 10.
19. Install the four lever casing-to-cab atta-
ching bolts and tighten to 181bf.ft (25 Nm).
20. Remove the knurled knob from the
quadrant upper limit stop on the
quadrant shroud. Discard the stop and
install the new stop with the integral
switch actuating spring.
21. Install the remote valve control panel,
quadrant shroud and lever knobs.
---------PART 3 ELECTRICAL SYSTEMS - - - - - - - - -

22. Apply the warning decal to the Radar

mounting bracket, Figure 11.
AWIIIINI
TO ilvold posslhle eye
d<lmilqc from rr1lC:ro
Wilve slqnills emitted
by this rilodilr S(,I1<:or
do not look c1lrectly
Into S('fI<;or fnee
o

IMPORTANT: To avoid equipment damage

if an arc welder is used on the tractor, or to an
78mm implement or equipment attached to the
tractor, disconnect all power and ground
leads which provide power for all elements of
Figure 11 the Performance Monitor otherwise damage
Radar Warning Decal Location can result to electronic components.

8
------------------------CHAPTER11-------------------------
C. PERFORMANCE MONITOR - PROGRAMMING AND CALIBRATING

This procedure includes entering information

into the console's memory, calibrating the
console to the ground speed sensor and
calibrating the console to a nil wheel slip
condition and setting alarm limits.

If all the following information is not entered

and the calibrations performed an "Err"
(error) message will appear and the alarm
will sound. Further information provided by
the console may be inaccurate. The pro-
cedure includes:
Entering the measurement units (English
or Metric)

Entering the Implement Width

Figure 13
Performance Monitor Controls
Pre-setting AREA accumulation

Entering Time of Day

Entering Time of Day Alarm

Entering Slip Alarm

- Entering DISTance CAlibration number.

SWITCH DESCRIPTIONS

SET UP
OPERATOR CONTROLS
The operator controls on the front panel of the
Performance Monitor console consists of four
pressure sensitive switches. Each valid switch
closure is accompanied by a short "bleep"
from the alarm. All four switches are multiple
function switches, performing one function
during the OPERATE Mode and another
function during the SET UP Mode. All switch
functions are colour coded to define between
the OPERATE and SET UP modes. The
switch labels in blue letters are SET UP
functions and the labels in white are
OPERATE functions.
AREA/HR
This switch is used to select the mode of
operation of the console. If the console is in
the OPERATE mode, momentarily
pressing this switch causes the display to
show AREA/HR function. Holding the
switch closed for approximately three
seconds causes the console to enter the
SET UP mode (SET UP displayed in upper
right corner of LCD). In the SET UP mode
momentarily depressing this switch causes
the display to increment through the
constants. Holding the switch depressed
for three seconds returns the console to
OPERATE mode.

9
- - - - - - - - - P A R T 3 - ELECTRICAL SYSTEMS - - - - - - - - -
ON/OFF-TIME
This switch is used in the OPERATE mode
to display the time of day function. In the
SET UP mode it is used to start the
accumulation of the DIST CAL number
and stop the accumulation at the end of the
course. Also, it is used in the DIST mode to
start and stop the distance counter
function, and to turn the alarms 0 Nand
OFF.
DIGIT SET RESET SLIP
This switch is used in the OPERATE mode
to display the percentage of wheel slip. If it
is held depressed for approximately three
seconds it will zero the wheel slip function.
In the SET UP mode, DIGIT SET function
sets the flashing digit in the display to the
desired value (0 - 9). When in the DIST
function (counter), the switch resets the
display to zero. Sets the console for either
English or Metric measurements.
DIGIT SEL- RESET AREA
This switch is used in the 0 PERATE mode
to display the AREA function, also when
AR EA is being displayed, momentarily
pressing will simulate the implement UP
function. Holding the switch depressed for
approximately three (3) seconds will cause
the AREA display to reset to zero. In the
SET UP mode, DIGIT SELect function,
selects the digit in the display which can be
changed (selected digit is flashing). When
in the DIST function (distance counter),
resets the display to zero.
10
SET UP MODE
All function set up constants and function
measurement accumulations are stored in a
non-volatile memory. Whenever a selected
function is detected to contain an invalid
number due to a non-volatile memory read
error or time-of-day clock read error, the LCD
will display "F:rr" when the failed function
message and SET UP flashes independently;
except SET UP does not flash for Area fu nction
errors. This diagnostic test occurs when the
tractor key-start switch is first turned on.
To enter the SET UP Mode, press and hold the
SET (AREA/HR) switch for approximately
three seconds. The console entering the SET
UP mode will be accompanied by a short
"bleep" on the alarm and the display message
SET UP. The SET UP (AREA/HR) switch is
also used to sequentially select and display the
programming information required by each
operating function. The following is a list of the
programming information, in sequential order,
that is displayed in the SET UP mode.
1. Units of measure
2. WI DTH (Implement)
3. AR EA (Pre-setting)
4. TIME
5. TIME ALARM
6. SLI P ALARM
7. DIST CAL
8. DIST (Distance Counter)
------------------------CHAPTER11------------------------
Figure 14
1. ENTERING UNITS OF MEASURE
The Performance Monitor can be SET UP for
English or Metric units of measure. This is
accomplished in the SET UP mode as follows:
With reference to Figure 14: If SET UP
message is displayed and the rest of the
display is blank, the units of measure are in
English. Momentarily pressing the SLI P
switch will cause the METRIC message to
appear on the display. With METRIC
displayed, the units of measure for the
system are in metric.
Using the SLI P switch enter the desired
units of measure.
- Momentarily depress SET UP (AREA/HR)
switch; the display will increment to the
next function to be set up.
11
20.0WIDTH
Figure 15
2. ENTER IMPLEMENT WIDTH
To ensure area information is correct it is
necessary to measure the implement working
width to the nearest tenth of a foot (hundredth
of a metre).
With reference to Figure 15: The SET UP
message and WIDTH message along with
four zeros or the last entered value of width
will be shown on the display. Resolution is
one tenth of a foot (one hundredth of a
metre.)
Using the DIGIT SELect and DIGIT SET
switches enter implement working width.
Momentarily depress SET UP (AREA/H R)
switch; the display will increment to the
next function to be set up.
-----------------PART3-ELECTRICALSYSTEMS-----------------
Figure 16
3. ENTER AR EA VALU E
The area counter can be set to a new value
using the DIGIT SELect and DIGIT SET
switches. If the AREA value is less than 100
acres (or hectares for metric display), the preset
value will be limited to a maximum of 99.99
acres (or hectares for metric display). If the
AREA value is greater than 100 ahd less than
1000, the preset value will be limited to a
maximum of 999.9 acres (or hectares for metric
display). If the AREA value is greater than
1000, the preset value will be limited to a
maximum of 9999 acres (or hectares for metric
display).
With reference to Figure 16: The SET UP
message and AREA message along with
four zeros or the last value of AREA will be
shown on the display.
Using the DIGIT SELect and DIGIT SET
switches set the display to the desired
value.
Momentarily depress SET UP (AREA/HR)
switch; the display will increment to the
next function to be set up.
12
n ,.
U •.
Figure 17
4. ENTER TIME OF DAY
The Performance Monitor contains a Time of
Day clock with alarm. To set the clock proceed
as follows:
With reference to Figure 17: The SET UP
message and TIME message along with
the hour digit(s) and A (A.M.) or P (P.M.)
will be shown on the display.
Set the hour value using the DIGIT SET
switch to advance hours sequentially 1
through 12 A.M. and 1 through 12 P.M.
Continuous depression of the switch will
cause the display digits to increment
automatically. Time accumulation is
stopped whenever the Time of Day clock
is reprogrammed. This is denoted by the
flashing colon.
Set the minutes value by first selecting the
minutes display with the DIGIT SELect
switch and then advance the value using
the DIGIT SET switch (0 through 59).
Momentarily depress SET UP (AREA/HR)
switch to start the clock and increment the
display to the next function to be set up.
------------------------CHAPTER11------------------------

3D

Figure 18 Figure 19

5. ENTER TIME ALARM 6. ENTER SLIP ALARM

With reference to Figure 18: The SET UP - With reference to Figure 19: The SET UP
message and TIME ALARM message message and SLIP ALARM message and
along with the hour digit(s) and A (A.M.) two digits showing the last entered SLIP
or P (P.M.) will be shown on the display. ALARM is shown on the display.

- Set the alarm hour value using the DIG IT

SET switch to advance hours sequentially
1 through 12 A.M. and 1 through 12 P.M. - Using the DIGIT SELect and DIGIT SET
switches enter the percentage of SLI P at
which the alarm is to sound.
- Set the alarm minutes value by first
selecting the minutes display with the
DIGIT SELect switch and then advance
the value using the DIGIT SET switch (0
through 59).
- Momentarily depress SET UP (AREA/HR)
switch to increment the display to the next
function to be set up.
- If no alarm is desired, use the ON/O FF
(TI M E) switch to disable the alarm. Alarm
is disabled when the display shows OFF.

Momentarily depress SET UP (AREA/HR) If no alarm is desired, use the ON/OFF

switch to increment the display to the next (TI M E) switch to disable the alarm. Alarm
function to be set up. is disabled when the display shows OFF.

13
- - - - - - - - - P A R T 3- ELECTRICAL S Y S T E M S - - - - - - - - -
nnnn
UUU.U
Figure 20
7. ENTER DIST CAL
The DISTance CAlibration number matches
the console to the ground speed sensor
(Radar). The ideal value for the Calibration
Number is '85'. To determine the DIST CAL
number proceed as follows:
Measure a 400 ft. (122 metre) course
(preferably on level ground) as accurately
as possible. Mark the start and finish so it
will be plainly visible from the vehicle cab
when driving past.
NOTE: The accuracy of the measured 400
ft. (122 metre) course is very important
since this calibration number is used by the
console in all computations involving area
and distance.
14
Figure 21
With reference to Figure 20: The SET UP
message and DIST CAL message along
with three digits will be shown on the
display.
Slowly (about 5 MPH; 8 kph) drive up to
start of marked course; keep speed steady
throughout course. When even with start
marker, press the ON/OFF (TIME) switch,
three dashes should be shown on display,
Figure 21.
When even with finish marker, press the
ON/OFF (TIME) switch. The dashes will
clear and a three-digit Ground Speed
Calibration Number will appear on the
display. Record this number for future
reference. If the number is not '85' the
new Ground Speed Calibration Number
must be entered into the Central Digital
Display Module. see Page 7.
Momentarily depress SET UP (AREA/HR)
switch to increment the display to the next
function to be set up.
------------------------CHAPTER11-------------------------
nnn
uuu
Figure 22
8. DISTANCE CALIBRATION
VERIFICATION
Test accuracy of OIST CAL number by using
console as a distance counter.
NOTE: It is recommended that a different
400 ft. (122 metre) course be measured and
used to check the above DIST CAL accuracy.
This is necessary to assure that the
measurement of the above calibration course is
accurate.
Measure a 400 ft. (122 metre) course as
accurately as possible.
With reference to Figure 22: The SET UP
message and OIST message along with
four zeros are shown on the display. If four
zeros are not shown, reset the display by
pressing either RESET (AREA) or RESET
(SLIP) switch.
Drive towards start of marked course at 5
MPH (8 kph). When even with start
marker, press the ON/OFF (TIME) switch.
The console will begin counting feet
(metres).
15
When even with the finish marker, press
the ON/OFF (TIME) switch.
The displayed value should be 400±4
(122 ± 1). If display reading is within
tolerance, the OIST CAL procedure was
performed correctly. If display reading is
not within tolerance, repeat above check. If
reading is still out of tolerance the OIST
CAL procedure will have to be performed
again and then the accuracy rechecked.
Enter the operate mode by holding the SET UP
(AREA/HR) switch depressed for
approximately three (3) seconds. The SET UP
message will disappear as the console enters
the OPERATE mode.
CALIBRATE CONSOLE TO ZERO WHEEL
SLIP CONDITION
After the programmed information is entered
into the console memory and prior to
operation, the console has to be calibrated to a
zero reference wheel slip condition. Once the
zero reference is obtained the Performance
Monitor will give an accurate indication of
wheel slip during field operation. The
procedure to calibrate the console to a zero
wheel slip condition is as follows:
Drive the tractor with the implement up,
preferably over similar or the same type of
ground the tractor will be operating in, at
normal speed and gear. This will determine
the minimum slippage over that ground
with the tractor operating light and provide
the console with a minimum wheel slip to
use as a reference point.
While the tractor is moving, press and hold
the SLIP (RESET) switch for
approximately three seconds or until a
short "bleep" is heard from the alarm. The
display should show "0".
The console is now calibrated to a
minim!Jm wheel slip condition.
-----------------PART3 ELECTRICALSYSTEMS------------_____

OPERATIONAL NOTES I M PO RTANT: After resetting area to zero,

make certain the UP message is displayed
when the implement is raised.

SYSTEM CHECKS

The Performance Monitor features an internal

self-check that is performed each time the unit
is turned on. The console will briefly display all
IMPLEMENT WIDTH
messages, all segments of the four digit display
and sound the alarm. After the self-check is Each time an implement is changed ensure the
passed, the console enters the operate mode,
width is entered into the memory; if not, the
time of day function.
AREA and AREA/HR readings will be
If the battery has recently been disconnected inaccurate.
the Time of Day function will show the "Err"
(error) message and the "TIME", message
will flash.

Err DISPLAY

TIME OF DAY ALARM If information entered into the console is

The TI ME ALAR M display message will flash
and the audio alarm will sound continuously
for five minutes, unless shut off by momentarily
depressing the ON/OFF (TIME) switch.
Depressing this switch also results in Time of
Day being displayed.
altered by any influence other than the
operator, the "Err" (error) message will be
displayed and the alarm will sound. The
display message(s) of the altered location (s)
will also be flashing. Enter SET UP mode and
re-enter the information.

The alarm is active for five minutes maximum at

which time it automatically turns off. The Time
Alarm is de-activated when the tractor key- ZERO WHEEL SLIP
start switch is off.
When different soil conditions are experienced
it may be necessary to recalibrate the wheel slip
ratio. Drive the tractor (with implement out of
work) and while moving, press and hold the
RESET (SLIP) switch for approximately three
ZERO AREA COUNTER seconds or until a short "bleep" is heard from
the alarm. The display reading should be zero.
The area counter can be reset to zero by
depressing the RESET (AREA) switch and
holding it depressed for approximately three
seconds or until the display shows zero.

TRUE GROUND SPEED DISPLAY

The area counter begins accumulating area in
hundredth's resolution and the decimal point
increments automatically to allow a maximum
reading of 9999 acres or hectares at which time
it rolls over to 00.00 and continues
accumulation.
With the radar ground speed sensor connec-
ted to the Central Digital Display Module,
and with the Ground Speed Calibration
Number correctly set, true ground speed in
M PH or Km/h is displayed.

16
------------------------CHAPTER11-------------------------
D. PERFORMANCE MONITOR - FAULT FINDING
SYMPTOM POSSIBLE CAUSES
1. Display blank Loss of + 12 VDC power.
Console defective.
2. "Err" displayed Recent loss of + 12 VDC
power
Selected fu nction is detected
to contain an invalid number.
Console defective.
3. No AREA Incorrect installation of
accumulation or implement status switch.
AREA/HR prediction
or wheel slip
indication
Implement status switch input
inhibited due to broken or
damaged cable or because
implement status switch is
defective.
No axle speed input.
No radar speed input.
Console defective.
17
REMEDY
Check wiring harness and
connectors between Instrument
Panel and Perlormance
Monitor. Check ignition switch
+ 12 V connection.
Install a new console and
recheck function.
Re-programme the Time of Day
Function.
Re-programme the indicated
function.
Install a new console and
recheck function.
Turn tractor key-start switch to
ON, Performance Monitor
should power-up. Press RESET
(AREA) switch, with AREA
displayed, if UP message was
displayed, it should clear. UP
message should alternate on and
off each time the switch is
pressed. If so, check installation
of implemement status switch.
Ensure trip spring to implement
status switch is correctly
stretched.
Visually inspect implement
status switch cable for damage.
If damage is found, repair as
described in Temporary Cable
Repair
Use the Electronic Instument
Cluster to check out the
operation of Ax Ie speed sensor.
If operating correctly, check the
wiring harness between the
I nstrument Panel and
Performance Monitor. Check
the connectors and make
certain the pins are not pushed
back.
Use the Distance measuring
feature of the Performance
Monitor to determine if the
Radar is functioning.
Install a new console and
recheck function.
- - - - - - - - - PART 3 ELECTRICAL SYSTEMS - - - - - - - - -

Figure 23 Figure 24
Damaged Cable Repair Leads

TEMPORARY CABLE REPAIR 1. Locate damaged portion of cable, then cut

away outer protective cover on both sides
The following method to repair cables is a of the damaged area, Figure 23.
temporary expedient only. Cables should be
replaced as soon as possible and especially if
the repair is made to the cable extending from
the radar velocity sensor. This cable is shielded
and specially made to ensure accuracy. 2. Peel back the cable from both ends of the
Replacement of temporary repaired cables damaged area and carefully cut away the
with new is particularly important if the tractor grey inner cable cover at the damaged area
is to be used for spraying as chemicals can and strip about 1/2 inch of insulation from
enter the repaired area, travel up the cable and the wires. Do not cut away any wire
damage electronic components. Do not strands.
attempt to repair the wire on any system
sensors as these are sealed and should only be
replaced with a new component.
3. Using a suitable solvent, clean about 2
inches from each cover end. Clean the grey
cable cover and the individual leads.
NOTE: When conducting a cable repair it is
important to note that only resin cored solder
should be used-use of any other type will
cause damage.
4. Twist two bare leads together for each
damaged lead, being careful to match wire
colours, then solder the leads using resin
To carry out a temporary repair, proceed as core solder. Tape each repaired lead with
follows: vinyl insulation tape, Figure 24.

18
-----------------------CHAPTER11------------------------

Figure 25 Figure 26
Apply Sealant Tape Over Repair

5. Wind a layer of vinyl insulation tape up to 7. Check to ensure temporary cable repair is
the grey cable cover at each end of the satisfactory and secure repaired cable so
repaired section. Make a paper trough, that repeat damage is avoided.
Figure 25, then apply silicon rubber
compound (non-hardening sealant)
over the repaired section up to the cover
ends. Sufficient silastic compound must
be used to fill the ends of the loom.

6. Allow the compound to cure then cover

the area with insulation tape taking the NOTE: This is a temporary repair only. Ensure
tape well over each end of the repair. An the damaged cable is replaced as soon as
overlap of at least 2 inches of tape at each possible to prevent ingress of water or
end is necessary, Figure 26. chemical.

19
--------PART 3 ELECTRICAL SYSTEMS - - - - - - - - -

E. PERFORMANCE MONITOR SPECIFICATIONS

RADAR FREQUENCY:

U.K. Usage 24.3 GHz

U.S.A. Usage 24.125GHz

20
 PART 3
ELECTRICAL SYSTEMS

Chapter 12

CHARGING SYSTEM - A127 45/55 AMP ALTERNATOR

with INTEGRAL REGULATOR
3 & 4 Cylinder Tractors Less and with AP Cab
from September 1987
and
3 Cylinder 30 Series Tractors from March 1990

Section Page

A CHARGING SYSTEM - A127 45 & 55 AMP ALTERNATOR WITH

INTEGRAL REGULATOR - DESCRIPTION AND OPERATION
B CHARGING SYSTEM - A127 45 & 55 AMP ALTERNATOR WITH
INTEGRAL REGULATOR - SERVICE PRECAUTIONS
PRELIMINARY CHECKS, INITIAL TESTS AND ALTERNATOR
COMPONENT TESTS 6
C CHARGING SYSTEM A127 45 & 55 AMP ALTERNATOR WITH
INTEGRAL REGULATOR - OVERHAUL 16
D CHARGING SYSTEM - A 127 45 & 55 AMP AL TERNATOR WITH
INTEGRAL REGULATOR - SPECIFICATIONS 23

A. CHARGING SYSTEM - A 127 45/55 ALTERNATOR WITH INTEGRAL

REGULATOR - DESCRIPTION AND OPERATION

The Ford Tractors feature a negative ground
alternating current chasrging system compris-
ing ann alternator, alternator regulator, stor-
age battery and the necessary wires to con-
nect to the circuit.
Unlike a direct current generator, the alterna-
tor does not require a commutator and can be
run safely at high speeds.

Alternators provide a higher maximum output

than the equivelant direct curent generators This Chapter concerns the overhaul and re-
and also increased charge rates at lower en- pair of the A 12745/55 A alternator which fea-
gine speeds. tures an integral regulator.
- - - - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - - - -

Figure 2 Figure 1
Alternator Installed On Tractor Alternator Terminal Identification
1. Alternator Assembly 1. INO (Indicator) Terminal
2. Alternator Main Connector Plug 2. Main Output Terminals (+Ve)
3. Battery Temperature Sensor Lead 3. Battery Temperature Sensing Terminal
4. Mounting Bolt 4. Regulator and Brushbox
5. Regulator and Brush Box 5. Radio Interference Suppressor
6. Belt Adjustment Bolt 6. Tachometer/Overspeed Terminal

The alternator is mounted at the front of the ROTOR

engine being belt driven from the crankshaft
pulley~ Figure 2
The rotor and brush gear form the magnetic
field of the alternator unlike a direct current
The alternator terminals are identified in generator where the field is stationary.
Figure 1.
The rotor is belt driven from the engine
With reference to Figure 3, the alternator com~ through a pulley clamped to the rotor shaft
prises principally which runs in heavy duty sealed roller bear-
ings. An integral fan, adjacent to the pulley,
draws cooling air through the alternator
• Rotor
Current is supplied to and returned from the
rotor field coil via two carbon brushes which
bear against sliprings on the rotor shaft.
• Stator

As current passes through the copper wire of

the rotor field coil a magnetic field is produced
• Rectifier Pack
and contained within an armature formed into
pole shoes. The configuration of the pole
shoes ensures concentration of the magnetic
• Regulator/Brush Box field.

2
- - - - - - - - - - - CHAPTER 12 - - - - - - - - - - -

,
R.3.12.03
Figure 3
Alternator Components

1. Rotor 9. Bolt 17. Rear End Bracket 25. Spacer

2. Insulator 10. Nut 18. Insulator 26. Washer
3. Washer 11 Washer 19. Stator 27. Through Bolt
4. Spring Washer 12. Regulator/Brushbox 20. Rectifier 28. Fan
5. Nut 13. Bearing 21. Insulator 29. Double Spacer
6. Suppressor 14. Nut 22. Nut 30. Front End Bracket
7. Washer 15. Washer 23. Washer
8. Nut 16. Insulator 24. Pulley

STATOR Because alternating current is generated in a

The stator contains the windings into which
current is induced by the revolving magnetic
field of the rotor.
The stator is fabricated from laminations of
thin steel pressings onto which three
separate wires are wound. The laminations
are specially formed to concentrate and
collect the magnetic field.
During each complete revolution of the rotor, all
three stator windings have induced currents
passing first in one direction and then the other;
in other words a 3-phase alternating current.
series of pulsations, the rotor features six
pairs of poles to provide an overall smoother
output. For every revolution of the rotor the
output characteristic of each stator winding
completes six cycles.
Alternating current (A.C.) is unsuitable for
charging the battery, which requires pure
direct current (D.C.). Therefore, the three
stator windings are connected to a rectifier
pack which rectifies or converts the
alternator output to direct current.

3
--------------PART3-ElECTRICAlSYSTEMS--------------

As the rotor revolves, the diodes rectify or

convert the alternating current of the stator to
a direct current which may be used to
effectively charge the battery.

The three field diodes are contained within

V) the field diode module, each of the three

,
stator output wires connects to one of these
diodes.

R.3.12.o4
Figure 4
Rectifier Assembly
The field diodes supply direct current to the
1. Field Diode Module rotor field winding.
2. IND (Indicator) Terminal
3. Alternator Output Terminal (+ve)
4. Positive Plate Diodes
5. Negative Plate
6. Positive Plate Diodes
7. Radio Interference Suppressor Terminal

RECTIFIER

The rectifier consists of a pack of six output REGULATOR AND BRUSHES

diodes and a module containing three field
diodes, Figure 4. The regulator controls and maintains the
alternator output voltage at a safe working
level.

NOTE: A diode is basically an electronic

'check valve' which allows current to flow in
one direction only.
The regulated voltage level is established in
manufacture and cannot be adjusted in
service: The regulator components are
housed in a sealed assembly which is integral
with the alternator brush box.

Three of the six output diodes are mounted in

a positive plate and three in a negative plate.
The two plates are separated and terminal
links enable each of the three stator output
wires to connect to a different diode in each
plate.
Individual brush box and regulator
components are not serviceable and have to
be replaced as a complete assembly.

4
---------------------CHAPTER12---------------------

o
o
I j 1\
\U

R.3.655

Figure 5
Alternator Charging Circuit
(With Battery Temperature Compensation

A. To Starter Motor 3. Battery Temperature Sensor 7. Stator Output Windings

B. To Load 4. Rotor Field Winding 8. Rectifier Pack
1 Solenoid 5. Regulator 9. Charge Indicator Light
2. Battery 6. Frame 10. Key Start Switch

ALTERNATOR OPERATION This direct current is fed back to supplement

the current flowing through the rotor field
With reference to Figure 5. winding.

This action results in an ever-increasing

When the key start switch is turned on a small
current flows from the battery through the
rotor field winding. The circuit is made via
the charge indicator warning light, alternator
terminal IN D, the rotor field winding, the
alternator regulator and ground.
At this stage the warning light is illuminated
and the rotor partially magnetised.
magnetic influence of the rotor along with an
associated rapid rise in generated output
current and voltage.
During the rise in generated output voltage
(reflected at terminal I N D) the brilliance of
the warning light is reduced and when the
voltage at the IN D terminal equates to that at
the battery side of the warning light the lamp
is extinguished.

The voltage continues to rise until the

When the engine is started and the partially
magnetised rotor revolves within the stator
windings a 3-phase alternating current is
generated. A constant portion of the
generated current is converted to direct
current by the three field diodes incorporated
in the rectifier pack.
predetermined regulated voltage level is
reached.
I n the event of drive belt breakage the voltage
will not build up within the alternator and so
the charge indicator light will remain on to
indicate failure.

5
- - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - -

BATTERY TEMPERATURE
COMPENSATION

Because charging systems are directly

affected by changes in battery temperature
and loading, the alternator charging system
features combined battery temperature and
system voltaged sensing.

A circular temperature sensing pad is located

directly under, and in contact with, the
battery, Figure 6.

The sensor detects any changes in battery Figure 6

temperature and relays this information to Battery Temperature Sensor
the voltage regulator which adjusts the
1. Battery Tray
charge rate accordingly. 2. Sensor

B. CHARGING SYSTEM - A127/45 AMP ALTERNATOR WITH INTEGRAL

REGULATOR - SERVICE PRECAUTIONS, PRELIMINARY CHECKS,
INITIAL TESTS AND ALTERNATOR COMPONENT TESTS

SERVICE PRECAUTIONS • ALWAYS disconnect the battery ground

cable when installing or removing the
To avoid damage to the components of the alternator.
alternator charging system, service
precautions must be observed as follows:

• ALWAYS disconnect the battery ground

cable (negative) when charging the
battery in the tractor using a battery
charger.

• NEVER make or break any of the

charging circuit connections, including
the battery, when the engine is running.
• ALWAYS observe correct polarity when
installing the battery or using a slave
battery to start the engine.

• NEVER short any of the charging CONNECT POSITIVE TO POSITIVE

components to ground. AND NEGATIVE TO NEGATIVE

6
---------------------CHAPTER12---------------------
3. Check the Warning Light

Turn on the key start switch and check the

warning light is fully illuminated.

If the warning light is not fully illuminated,

13-19mm check the bulb. If the bulb is not the cause of
(O.50-0.75in) the fault, carry out the Alternator Plug
Connections Test as detailed under "Initial
Tests" in this Chapter.
Figure 7
Drive Belt Deflection

PRELIMINARY CHECKS

Prior to electrical testing, thoroughly inspect

If the warning light is illuminated, start the
the charging and electrical system.
engine and run above the idling speed when
the warning light should be extinguished.

Check all leads and connections for

continuity and tightness.

If the warning light does not go out, stop the

1. Check the Battery
With an hydrometer, check the battery is at
least 70% charged and in good condition.
engine and remove the alternator main
terminal connector plug. If the warning light
is extinguished a faulty temperature sensor or
alternator component is indicated. Conduct
the "Battery Temperature Sensor Circuit
Test" and "Alternator Components Tests" as
detailed in this Chapter.

2. Check the Drive Belt

Ensure the alternator drive belt and pulley are

in satisfactory condition. Allow 0.50 - 0.75 If the warning light remains illuminated,
in. (13 19 mm) deflection when moderate check for a shorting to frame in the area
finger pressure is applied to the longest run between the "INO" cable end and the
of the belt Figure 7. warning light.

7
- - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - -

INITIAL TESTS

The initial tests may be performed without

removing any of the charging circuit
components from the tractor and enable the
following items to be checked:

• Alternator Plug Connections

• Battery Temperature Sensor Circuit

• Alternator Charging
Controlled Voltage
Current and
c/
R.3.12.08
~

Figure 8
v +~
.,
Alternator Plug Connections Test

1. Alternator Main Connector Plug

• Alternator Charging Circuit Volt Drops 2. Voltmeter (0-30 Volts)
3. Alternator Frame

• Alternator Maximum Output Performance

1. Alternator Plug Connections Test

With reference to Figure 8

Test equipment required:

• Voltmeter (0-30 Volts Moving Coil Type)

• Millivoltmeter (0-1 Volt) 1. Turn the key start switch on but do not
start the engine.

• Ammeter (0-70 Amperes Moving Coil

Type)

2. Remove the main connector plug from

• 1.5 Ohm 70 Amperes Variable Load
Resistor
• Jumper lead (0.25in. (6.35mm) Male to
Female Blade Terminal)
the alternator and connect a voltmeter in
turn between each of the plug terminals
and the alternator frame (negative side of
voltmeter to frame). Battery voltage
should be registered.

NOTE: Most commercial test equipment

incorporates several testing devices within a NOTE: In some cases only one of the two
single unit. Use such equipment according to main terminals in the connector plug is
the manufacturer's instructions. actually connected to the harness.

8
- - - - - - - - - - - CHAPTER 12 - - - - - - - - - - -

Figure 9 Figure 10
Battery Temperature Sensor Circuit Test Connection of 205 Ohm Test Resistor

1. Sensor Lead 1. 205 Ohm Resistor

2. Voltmeter (0-30 Volts) 2. Harness to Sensor Plug
3. Alternator Frame 3. Battery Tray
4. Temperature Sensor

If battery voltage is not registered, a 2. Battery Temperature Sensor

continuity fault in the external cable circuitry Circuit Test
must be traced and remedied, refer to the
circuit diagram shown in Figure 5. With reference to Figure 9.

1. Remove the sensor lead from the

3. Connect one end of a jumper lead to the
"IND" terminal of the connector plug
and the other end to the alternator frame.
The warning light should be illuminated.
2. Connect a voltmeter between the sensor
4. Disconnect the jumper lead and
reconnect the plug to the alternator.
alternator battery temperature sensing
terminal which protrudes from the
regulator box on an orange fly lead.
lead and the alternator (negative side of
voltmeter to frame). Battery voltage
should be registered.

If battery voltage is not registered,

NOTE: If the warning light fails to illuminate
when the plug is reconnected to the
alternator, a fault is indicated in the alternator
regulator or rotor circuits. Ensure the
alternator "IND" terminal is clean and then
conduct the "Alternator Component Tests"
as detailed in this Chapter.
disconnect the harness to sensor plug and
connect a 205 ohm resistor across the plug
terminal, Figure 1 O.
NOTE: It is recommended that a permanent
test piece be made by removing the plug and
leads from an old sensor unit and connecting
a 205 ohm resistor as shown in Figure 10.

9
- - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - -

If battery voltage is now registered, the

sensor unit is faulty (open circuit) and must
be replaced.

If battery voltage is not registered a

continuity fault in the external circuitry must
be traced and rectified. Reconnect the sensor
and confirm battery voitage is registered.

NOTE: It is very difficult to test prove the

effective resistance of a temperature sensor.
If such a unit is suspected of being faulty it
rI
R.3.12.11
Figure 11
v

Charging Current and Controlled Voltage Tests

should be replaced and proved in service.
1 Jumper Lead
2. Alternator Main Connector Plug
3. Voltmeter (0-30 Volts)
4. Alternator Frame
5. Ammeter
3. Charging Current and Controlled
Voltage Tests
4. Securely connect an ammeter negative
With reference to Figure 11.
side to the connector plug main terminal
and positive side to the alternator output
terminal.

1. Ensure all tractor electrical components

are switched off and the key start switch
5. Connect a voltmeter between the
is in the "off" position.
alternator output terminal and the frame
(negative side to frame).

2. Disconnect the battery ground cable

6. Reconnect the battery and turn the key
(negative) and remove the main
start switch to the "on" position.
connector plug from the alternator but
leave the sensor lead which protrudes
from the regulator base on an orange fly
lead connected to the battery
temperature sensing terminal. 7. Start the engine and increase the speed
to 2000 rev Imin. and observe the
ammeter and voltmeter readings.

3. Connect a jumper lead between the

"INO" terminals of the connector plug If the ammeter registers a charging current
and the alternator. stop the engine.

10
---------------------CHAPTER12---------------------
If the ammeter registers zero amperes a faulty
alternator component is indicated. Turn off
the engine and conduct the "Alternator
Component Tests" as detailed in this
Chapter.

8. Disconnect the harness to sensor plug

and connect a 205 ohm resistor across
the plug terminals. Refer to Figure 1O.

®----.....L---=.---..J
R.3.12.12 1
9. Restart the engine and increase the speed Figure 12
to 2000 rev/min. Observe the ammeter Insulated side Volt Drop Test
and voltmeter readings. (Inset showing connection of Millivoltmeter
and Variable Load Resistor to Battery)

1. Alternator Main Connector Plug

2. Ammeter
3. Jumper Lead
4. Millivoltmeter (0-1 Volt)
The voltmeter should register in excess of 5. Variable Load Resistor
the battery voltage and when the
ammeter reading falls below 10 amperes,
the voltmeter reading should stabilise at
13.6-14.4 volts. 4. Charging Circuit Volt Drop Tests
(a) Insulated-side Volt Drop Tests

With reference to Figure 1 2.

If the voltmeter reading exceeds 14.4

volts, the alternator regulator must be
Ensure the key start switch is in the "off"
replaced as described in this Chapter.
position.
(When a new regulator has been
installed, conduct Tests 4 and 5).

2. Disconnect the battery ground cable

(negative) and remove the main
connector plug from the alternator but
If the voltmeter reading is below 13.6 leave the sensor lead which protrudes
volts a faulty alternator component or a from the regulator box on an orange fly
high resistance fault in the external lead connected to th~ battery
connections of the charging system is temperature sensing terminal
indicated.

Connect a jumper lead between the

"IND" terminals of the connector plug
10. Stop the engine. and the alternator.

11
- - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - -

4. Connect a millivoltmeter between the

battery positive terminal and the
connector plug main terminal (positive
side to plug).

5. Securely connect an ammeter between

the main output terminal of the alternator
and the connector plug main terminal
(negative side to plug).

6. Re-connect the battery earth cable and

connect a variable load resistor, with the 0f-------L~----1
slider in the minimum current draw R.3.12.13
position (maximum resistance), across Figure 13
the battery terminals. Ground-side Volt Drop Test
(Inset showing connection of Millivoltmeter
and Variable Load Resistor to Battery)

1. Alternator Main Connector

7. Start the engine and increase the speed 2. Ammeter
to 2000 rev/min. 3. Jumper Lead
4. Millivoltmeter (0-1 Volt)
5. Variable Load Resistor

8. Slowly increase the current loading of

the resistor (decrease reistance) until the (b) Ground-side Volt Drop Test
ammeter registers 45 amperes.
With reference to Figure 1 3.

9. Observe the millivoltmeter reading which

should not exceed 400 millivolts.
1. Ensure the key start switch is in the "off"
position.
If the reading is in excess of 400
millivolts, a high resistance fault is
indicated in the external circuitry.

2. The circuit is the same as that used in the

previous test except for the millivoltmeter
If the required alternator output cannot which is now connected between the
be achieved, and the millivoltmeter battery negative terminal and the
reading is less than 400 millivolts, then a alternator frame (negative side to frame).
faulty alternator component is indicated.
Conduct the "Alternator Component
Tests" as detailed in this Chapter.

NOTE: Ensure the variable load resistor is in

the minimum current draw position
10. Stop the engine. (maximum resistance).

12
- - - - - - - - - - - CHAPTER 12 - - - - - - - - - - -

3. Start the engine and increase the speed

to 2000 rev/min.

4. Slowly increase the current loading of

the resistor (decrease resistance) unti I
the ammeter registers 45 amperes.

5. Observe the voltmeter reading which

should not exceed 200 millivolts.

If the reading is in excess of 200 millivolts, a

high resistance fault is indicated in the Figure 14
external circuitry. Maximum Output Performance Test
(Inset showing connection of Variable Load
Resistor to Battery)

1. Alternator Main Connector Plug

If the required alternator output cannot be 2. Voltmeter (0-30 Volts)
achieved, and the millivoltmeter reading is 3. Jumper Lead
less than 200 millivolts, then a faulty 4. Ammeter
alternator component is indicated. Conduct 5. Variable Load Resistor
the "Alternator Component Tests" as
detailed in this Chapter.
3. Connect a jumper lead between the
"INO" terminals of the connector plug
and the alternator.
6. Stop the engine.

5. Alternator Maximum Output

Performance Test

With reference to Figure 14.

4. Securely connect an ammeter negative
side to the connector plug main terminal
and positive side to the alternator output
1. Ensure the key start switch is in the "off" terminal.
position.

2. Disconnect the battery ground cable

(negative) and remove the main
connector plug from the alternator, but
leave the sensor lead which protrudes
from the regulator box on an orange fly 5. Connect a voltmeter between the
lead connected to the battery to alternator output terminal and the frame
temperature sensing terminal. (negative side to frame).

13
- - - - - - - PART 3 ELECTRICAL SYSTEMS - - - - - - -

6. Disconnect the harness to sensor plug
and connect a 205 ohm resistor across
the plug terminals. Refer to Figure 12.
7. Reconnect the battery and turn the key
start switch to the "on" position.
NOTE: The component tests may be
performed without removing the alternator
from the tractor. Testing of any other
alternator components will necessitate
removal of the alternator from the tractor.
Refer to "Overhaul - Electrical Tests" as
detailed in this Chapter.

8. Start the engine and increase the speed

to 2000 rev/min.
9. Slowly increase the current loading of
the resistor (decrease resistance) until
the ammeter registers 45 amperes.
IMPORTANT: Prior to removal of the main
connector plug from the alternator ensure the
key start switch is in the "off" position and
the battery ground cable (negative) is
disconnected.

10. Observe the voltmeter reading which Test equipment required:

should not fall below 13.6 volts.
• 12 Volt Battery

• 12 Volt 2.2 Watt Test Lamp

If the reading falls below 13.6 volts a faulty
alternator component is indicated. Conduct
the "Alternator Component Tests" as
detailed in this Chapter.

2. Regulator and Rotor Field Circuit

Test
ALTERNATOR COMPONENT TESTS
With reference to Figure 15.
The component tests, which should only be
conducted in the INITIAL TESTS have
indicated a faulty alternator component,
enable the following items to be checked:

1. Connect a 12 volt battery and a 2.2 watt

test lamp in series between the "IND"
• Regulator terminal and the alternator frame
(negative side to frame).

• Rotor Field Winding Continuity

2. Connect a 205 ohm resistor between the

• Brushes-and-Springs and Rotor Slip positive terminal of the battery and the
Rings sensor terminal.

14
- - - - - - - - - - - CHAPTER 12 - - - - - - - - - - -

Figure 15 Figure 16
Regulator and Rotor Field Circuit Test Rotor Field Winding Continuity Test

1, 2.2 Watt Test Lamp 1. Rotor

2. INO (Indicator) Terminal 2. Slip Rings
3. 12 Volt Battery 3. Ohmmeter
4. 205 Ohm Resistor
5. Sensor Terminal

The test lamp should be illuminated, 2, Connect an ohmmeter between the two
slip rings. The resistance should read
3.2 ohms,

If the test lamp is not illuminated, a fault is

indicated in the rotor circuit. Check brushes,
slip rings and continuity of rotor field
If the resistance is outside of the
windings.
specification renew the rotor as detailed in
the following Overhaul Section.

If examination indicates these parts are

satisfactory the regulator is suspect.
3. Brushes-and-Springs and Rotor
Slip Rings

1. Remove the regulator and brush box

2. Rotor Field Winding Continuity
assembly as described in this Chapter.
Test

With reference to Figure 16,

2. Ensure the brushes and slip-rings are

clean and check for freedom of
1. Remove the regulator and brush box movement of the brushes in the brushbox
assembly as described in this Chapter, moulding.

15
- - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - -

3. Check the brush spring pressure with a

push type spring gauge and record the
spring pressure when the brush end face
is flush with the moulding. Install a new 5mm
regulator and brush box assembly if the
.......
pressure is less than specified. See
specification.

If the visible length of the brushes in the free

position is less than 0.25 in. (5 mm) this is a
probable cause of non-continuity in the field
circuit and the regulator and brush box
assembly should be renewed Figure 17.

R.3.12.17
Figure 17
NOTE: The brushes are an integral part of the Regulator and Brushbox Assembly
regulator and brushbox assembly and cannot
be replaced as individual items. 1. Brushes

C. CHARGING SYSTEM - A127 45 ALTERNATOR WITH

INTEGRAL REGULATOR OVERHAUL

REMOVAL

1. Disconnect the battery ground cable

(negative) .

2. Remove the alternator guard.

3. Disconnect the alternator plug, Figure

18, and battery temperature sensor lead.

Figure 18
Alternator Installed on Tractor

1. Alternator Assembly
4. Withdraw the adjustment and mounting 2. Alternator Main Connector Plug
bolts and remove the alternator from the 3. Battery Temperature Sensor Lead
tractor. 4. Mounting Bolt
5. Regulator and Brushbox
6. Belt Adjustment Bolt

16
- - - - - - - - - - - CHAPTER 12 - - - - - - - - - - -

,
R.3.12.03
Figure 19
1

Alternator Components

1. Rotor 9. Bolt 17. Rear End Bracket 25. Spacer

2. Insulator 10. Nut 18. Insulator 26. Washer
3. Washer 11. Washer 19. Stator 27. Through Bolt
4. Spring Washer 12. Regulator/Brushbox 20. Rectifier 28. Fan
5. Nut 13. Bearing 21. Insulator 29. Double Spacer
6. Suppressor 14. Nut 22. Nut 30. Front End Bracket
7. Washer 15. Washer 23. Washer
8. Nut 16. Insulator 24. Pulley

DISASSEMBLY 4. Unscrew and remove the remaining three

nuts from the alternator through bolts.
With reference to Figure 19.
With a soft mallet tap the threaded end of
1. Remove the nut from the alternator the through bolts to release the spline at
throughbolt, allowing the radio hexagon head end.
interference su ppressor to be
disconnected and removed. 5. Mark the alternator front end bracket,
stator, and' rear end bracket to ensure
2. Remove the nut from the battery
correct alignment on re-assembly.
temperature sensor terminal.
3. Remove the three securing bolts and 6. Gently tap the rear face of the alternator
withdraw the regulator /brushbox front end bracket to separate the front end
assembly. Separate the wiring bracket and rotor assembly from the rear
connection to the regulator. end bracket, stator and rectifier assembly.

17
- - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - -

-,
Figure 20 Figure 21
Soldering and Unsoldering Diode Connections Output Diode Test
Using Pliers as a Heat Guard

1. Diode 1. Diode Connecting Pin

2. Stator Output Wire 2. 2.2 Watt Test Lamp
3. Pliers Placed Between Diode and Solder Point 3. 12 Volt Battery
4. Soldering Iron

7. Remove the nuts, washers and insulators COMPONENT TEST

from the stud terminals on the alternator
rear end bracket, and the two rectifier The following electrical equipment is
retaining screws. Remove the stator and required to test the rotor, stator windings and
rectifier from the rear end bracket. rectifier diodes.

• 12 Volt Battery

• Test Lamp (12 Volts 2.2 Watts)

8. Unsolder the stator leads from the tags on
the rectifier, using a pair of pliers as a heat
sink to prevent the diodes from becoming
overheated. Figure 20.
• Test Lamp (12 Volts 36 Watts Minimum)
• 110 Volt Insulation Tester or 250V
Megohm Meter

Rectifier Assembly - Positive/Negative

Diodes

9. Remove the nut, washer, pulley spacer,
washer, fan and double spacer from the
rotor shaft.
10. Press the rotor shaft out of the front end
bracket bearing.
Test each of the six diodes separately as
follows:
1. Connect a 12 volt battery and a 2.2 watt
test lamp in series with one of the diodes.
One test lead is applied to the diode
connecting pin and the other lead to the
plate into which the diode is mounted.
Figure 21.

18
- - - - - - - - - - - CHAPTER 12 - - - - - - - - - - -

c:==J 1-------.
Mil.

R.3.12.23 ,
Figure 22 Figure 23
Field Diode Test Stator Winding Insulation Test

1 IND (Indicator) Terminal 1. Stator Laminations

2. 2.2 Watt Test Lamp 2. Stator Output Wires
3. 12 Volt Battery 3. 110V Insulation Tester or 250V Megohm Meter
4. Field Diode Connections

2. Note if the lamp lights. 2. Note if the lamp lights.

3. Reverse the test lead connections.

3. Reverse the test lead connections.

The lamp should light during one half of this

The lamp should light during one half of this test only. If anyone diodes fails this test, the
test only. If anyone diode fails this test, the complete rectifier assembly must be
complete rectifier assembly must be renewed.
renewed.

STATOR

Rectifier Assembly - Field Diodes Winding Insulation Test

Three separate field diodes are contained
within the field diode module. Test each
diode separately as follows:
1. Connect a 12 volt battery and a 2.2 watt
test lamp In series with the field diode
module. Apply the negative test lead to
the "I N 0" terminal and the other lead in
turn to each of the field diode module
connections. Figure 22.
With reference to Figure 23.
1. Using a 11 OV insulation tester or 250V
megohm meter test the insulation
between each of the three stator output
leads and the stator laminations.
If the test results prove unsatisfactory the
stator assembly must be renewed.

19
- - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - -

1. Ensure the slip rings are clean and

smooth. If necessary the slip rings may be
cleaned with a petrol-moistened cloth. If
the slip rings are burnt and require re-
finishing use very fine glass paper (not
emery cloth) and wipe clean.

--. NOTE: Ensure the re-finishing glass paper is

sufficiently fine to produce a highly polished
slip ring surface otherwise excessive brush
wear will occur.

R.3.12.24 2. If the slip rings are excessively worn a

Figure 24 new rotor must be installed.
Stator Winding Continuity Test

1, Stator Windings
2. Stator Output Wires
3, 12 Volt Battery Field Winding Continuity/Resistance
4. 36 Watt Test Lamp Test

With reference to Figure 25

Windings Continuity Test

With reference to Figure 24. 1. Connect an ohmmeter between the two

1. Connect any two of the three stator
output wires in series with a 12 volt
battery operated test lamp of not less
than 36 watts. The test lamp should light.
rotor slip rings. Check that the rotor field
winding resistance is within acceptable
tolerances, see "Specifications".
If the test result proves unsatisfactory, the
rotor must be renewed.

2. Transfer one of the test lamp leads to the

third wire. The test lamp should light. Field Winding Insulation Test

With reference to Figure 26.

If the test results prove unsatisfactory the

stator assembly must be renewed.
Using a 110V insulation tester' or 250V
megohm meter test the insulation between
each of the slip rings and the rotor poles.
ROTOR

Prior to performing component tests on the

rotor the followjng slip ring inspection If the test results prove unsatisfactory the'
should be carried out. rotor assembly must be renewed.

20
---------------------CHAPTER12---------------------

Figure 25 Figure 26
Field Winding Continuity/Resistance Test Field Winding Insulation Test

1. Rotor 1. Rotor Pole

2. Slip Rings 2. Slip Rings
3. Ohm Meter 3. 110V Insulation Tester or 250V Megohm Meter

INSPECTION AND REPAIR 5. Clean and examine all components.

1. Inspect the rotor poles and stator for

signs of rubbing. Areas of rubbing
indicate both bearings are excessively
worn and need replacing.

2. If the front (drive) end bearing is

defective the complete housing (front
end bracket) and bearing assembly must
be renewed.

3. Inspect the roller bearing located in the

rear (slip ring) end bracket for wear and
damage.

R.3.1227

4. If bearing replacement is necessary Figure 27

Rear End Bearing Removal
support the housing (rear end bracket)
and, using a suitable size mandrel, 1. Bearing
carefully drive out the bearing, Figure 27. 2. Housing (Rear End Bracket)

21
- - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - -

RE-ASSEMBLY

~==========~~
! 1. Re-assembly of the alternator follows the
disassembly procedure in reverse.

On re-assembly
requirement:
observe the following

• To avoid misalignment of the end

brackets, install the stator assembly in the
drive end bracket then assemble the slip
ring end bracket to the stator laminations.

INSTALLATION

Figure 28 1. I nstallation of the alternator is the

Rear End Bearing Installation
removal procedure in reverse.
1. Housing
2. Bearing On installation observe the following
3. Bearing Protrusion requirement:

• Ensure the battery ground (negative)

6. Press the new bearing into the housing.
The bearing should be positioned
0.50 - 0.70 mm (.020 .028 in) proud of
the inner face of the bearing boss, Figure
28.
cable is disconnected from the battery
when installing the alternator.
• Adjust the alternator drive belt tension as
previously described in this Chapter.

22
-------------------------CHAPTER12-------------------------

D. CHARGING SYSTEM - A127 45/55 AMP ALTERNATOR WITH INTEGRAL

REGULATOR - SPECIFICATIONS

Alternator Type A127-45 I A127~55

Polarity Negative Ground

Nominal Voltage 12.0 v
Maximum Rev/Min 15,000
Maximum Output 45 A I 55 A
Regulator Controlled Voltage 13.6 - 14.4 v
Rotor Field Winding Resistance
Stator Winding Resistance (Per Phase) I
New Brush Length 17.0 mm
Minimum Brush Length 5.0 mm
Brush Spring Pressure 1.3 - 2.7 N (4.7 - 9.8 oz)

TORQUE SPECIFICATIONS

Ibf.ft Nm
Alternator Through Bolts 4.0 5.5
Shaft Nut 27.5 37.5
Rectifier Attaching Screws 2.5 3.5
Regulator And Brushbox Screws 2.0 2.5
Main Output Terminal Nut 2.0 4.0
Phase Terminal Nut 3.0 4.0

23
 PART 3
ELECTRICAL SYSTEM

Chapter 13
ELECTRONIC DRAFT 'CONTROL

SECTION PAGE
A. ELECTRONIC DRAFTCONTROL-DESCRIPTION AND OPERATION
B. ELECTRONIC DRAFTCONTROL- FAULT FINDING AND REPAIR 5
C. ELECTRONIC DRAFTCONTROL-WIRING DIAGRAMS 27
D. RECALIBRATING THE ELECTRONIC DRAFT CONTROL SYSTEM 29
E. EMERGENCY LIMP HOME PROCEDURE 30

CAUTION: Precautions to be observed when arc welding on tractors installed

with Electronic Draft Control.
• Where possible, disconnect the part or implement to be arc welded from the tractor.
• Disconnect both battery cables from the battery. Isolate the cable ends to avoid
contact with each other and the tractor.
• Position the welder earth clamp as close to the welding area as possible.
• If welding is to be carried out in close proximity to the Electronic Draft Control
module then the module should be removed from the tractor.
• Never allow welding cables to lay on, near or across any electrical wiring or
electronic component while welding is in progress.

A. ELECTRONIC DRAFT CONTROL - DESCRIPTION AND OPERATION

A comprehensive description of the oper-
ation of the electronic draft control instal-
led on Ford 8210 tractors is included in Part
8, Chapter 13 of the Hydraulics section of
this repair manual.
The electrical components in the system
are identified in Figure 1 and operate as
follows.
The draft forces imposed on the tractor
through the hydraulic linkage are sensed
by two special load sensing lower link pins.
Each pin gives an electrical output signal
to a microprocessor mounted underneath
the tractor instrument panel, which then
averages the two signals as part of the
computing process.
The desired working depth and draft load
requirement of the implement is control-
led by the operator moving the lift control
lever. As the lever is moved forward the
implement working depth increases
together with the desired draft loading.
The degree of draft loading sensitivity and
rate of implement drop are adjusted using
the position/draft and drop rate selector
knobs, each of which is directly attached
to a potentiometer.

1
- - - - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - - - -

~-@

R-8-13-01 T
Figure 1
Ford 8210 Electronic Draft Control System - Schematic

1. External Lift/Lower Switch - LHS 8. Digital Display

2. Lower Link - LHS 9. Lift Control Lever
3. Load Sensing Lower Link Pin - LHS 10. Position/Draft Selector Knob
4. Hydraulic Pump 11. Drop Rate Control Knob
5. Electro Hydraulic Control Valve 12. Linkage Position Sensing Potentiometer
6. Microprocessor 13. Lift/Lower Switch RHS External
7. Lift Control Potentiometer 14. Hydraulic Lift Cylinder

The lift control lever is also attached by a
link to a potentiometer and together with
the position/draft and drop rate poten-
tiometers serve as the input command to
the microprocessor which computes a
command to raise or lower the implement.
An electro-hydraulic valve responds to the
electrical signal from the microprocessor
and directs oil from the hydraulic pump to
and from the hydraulic lift cylinder. Opera-
tion of the valve is in direct proportion to
the magnitude of the command signal.

External lift/lower control switches

Another potentiometer linked to the right-
hand lift arm senses the actual position of
the linkage and provides a feedback signal
to the microprocessor, confirming that the
linkage is in the desired position.
mounted on each rear fender allow the
hydraulic linkage to be raised and lowered
from outside of the cab. For safety reasons,
this feature works only when the lift con-
trol lever is pushed fully forward.

2
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER13 . . . . . . . . . . . . . . . . . . . . . ..

R-8-13-Q2 o
Figure 2 Figure 3
Load Sensing Pin Mount Load Sensing Pin

1. Pin Retaining Clamp 1. Signal Lead

2. Cable Protection Cover 2. Core
3. Load Sensing Region 3. Induction Coils
4. Load Sensing Pin 4. Circuit Board
5. Axle Housing Lug 5. Pin Casing
6. Lower Link Pivot 6. Waisted Section

MICROPROCESSOR

The microprocessor module, Figure 4, is

LOAD SENSING PIN
The load sensing pin is held in place by a
special clamp, Figure 2, which ensures the
correct angle and position of installation,
as the load sensing only works in the hori-
zontal plane.
housed in a protective casing underneath
the tractor instrument panel and connects
to the electrical harness via a multipin con-
nector. It is a non-serviceable item requir-
ing direct replacement when faulty.

Each pin consists of a hollow metal tube,

Figure 3, containing a circuit board, and a
load sensing core. Within the core material
are three wire coils supported by metal
rods. The coils are energised by the 8.5
volt supply and create a stable pattern of
magnetic flux within the core. The outer
casing of the pin is made from a metal
with unique electromagnetic properties.
When the metal is subjected to a shear
force, which is centred on the waisted sec-
tion of the pin, the natural magnetism of
the pin casing changes, which distorts the Figure 4
magnetic flux pattern of the core and is Microprocessor Module
transformed into an electrical output sig- 1. Multipin Connector
nal received by the microprocessor. 2. Microprocessor Module

3
- - - - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - - - -
Figure 5
Control Console
1. Lift Control Lever
2. Drop Rate Control Knob
3. Position/Draft Selector
4. Hydraulic Lift Disabled Symbol
5. Operator's Manual Symbol
6. Digital Display
CONTROL CONSOLE
The control console, Figure 5, is situated
to the right-hand side ofthe operator's seat
and houses the following control compo-
nents:
• Hydraulic Lift Control Lever - This
lever controls overall implement
depth and also, when in the fully for-
ward position enables the external
control switches on the rear fenders
to be operated.
• Position/Draft Selector Selects posi-
tion control, or draft control sensitiv-
ity, 0-1 on the scale corresponds to
position control and 2-8 to draft/con-
trol sensitivity. The draft sensitivity
selected depends upon implement
usage and desired control. Number 2
on the scale provides the least sensi-
tive and number 8 the most sensitive
mode of operation.
4
• Drop Rate Control Knob Controls the
speed at which the implement drops
during lowering.
• Hydraulic Lift Disabled Symbol- This
symbol illuminates when the lift con-
trol lever position does not corres-
pond to the position of the hydraulic
linkage or the control lever has been
pushed fully forward past the fixed
stop to enable the external lift control
switches to be used. The hydraulic lift
will be disabled until the lift control
lever is moved to the correct position,
corresponding to the hydraulic lift
arm position.
• Digital Display - The primary function
of the display is an indicator of the
linkage position:
00 Linkage fully lowered
99 Linkage fully raised
The secondary function is in fault find-
ing where the diagnostic repair code
is displayed in a flashing mode when
an electrical fault is detected within
the system.
• Operator's Manual Symbol - This
symbol is displayed in conjunction
with the diagnostic code on the digital
display and when this occurs the
operator is advised to contact his Ford
tractor dealer quoting the diagnostic
repair code.
. . . . . . . . . . . . . . . . . . . . . .-CHAPTER13 . . . . . . . . . . . . . . . . . . . . . ..
B. ELECTRONIC DRAFT CONTROL - FAULT FINDING AND REPAIR
Fault finding for electronic systems should
be carried out in a logical and methodical
fashion. A few minutes spent understand-
ing the system and analysing the com-
plaint can save considerable time.
The electronic draft control system instal-
led on Ford tractors has a self-diagnostic
fault finding capability and enables an effi-
cient fault diagnosis and repair to be per-
formed. A test procedure for each error
code which can be displayed on the control
console should a fault occur are listed in
the following fault diagnosis procedure
together with the possible cause of the
concern.
Where more than one error has occurred
the highest error code is displayed and
after correction the next error to be cor-
rected will be advised.
NOTE: Upon completion of each repair it
is necessary to turn the key start switch
~On' and 'Off' to clear the code from the
digital display and confirm that the repair
was successful.
An essential piece of equipment for check-
ing electronic systems is a good quality
multimeter with an input impedance of at
least 20,000 ohms which can measure vol-
tage, current and resistance.
IMPORTANT: Care should be exercised
when using the instrument. In particular,
resistance measurements MUST NOT be
made on electronic modules unless other-
wise directed as this could damage their
internal circuitry. When measuring the
continuity of wiring or sensors/switches,
it is necessary to isolate the electronic
module.
5
When working with a multimeter it is good
practice to work from a higherrange down-
wards to avoid damaging the instrument.
The multipin connector used in the system
is specially designed and is locked onto
the microprocessor using a bolt to ensure
that positive connections are established.
It is also therefore necessary to ensure that
contacts and connectors are clean and free
from contaminants.
IMPORTANT: Where it is found necessary
to clean the multipin connector in the sys-
tem a Contact Spray should be used. DO
NOT USE ANY OTHER METHOD FOR
CLEANING THE TERMINALS.
Do not use a cleaner that contains
Tricholorethylene which will dissolve the
plastic connector. It is preferable to use a
cleaner with a FREON TF base.
The operator will often blame the micro-
processor module for all faults related to
the system, although in the majority of
instances the problem will have occurred
in either the connectors, the potentio-
meter or the wiring.
To ease diagnosis and prevent incorrect
wiring the connectors utilised in each area
of the harnesses are unique in design.
In order to identify the location of each
connector referenced in the fault diagnosis
procedure refer to Figure 36 at the end of
this Chapter.
Where the following fault finding test pro-
cedure requires checks for continuity or
open circuit a visual inspection of the wir-
ing should be performed prior to conduct-
ing tests in order to identify any obvious
damage to harnesses or connectors.
- - - - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - - -

ERROR CODE 8 - BOTH EXTERNAL LIFT/LOWER SWITCHES BEING OPERATED

SIMULTANEOUSLY

TEST TEST PROCEDURE RESULT ACTION

Check that both externallift/lower switches are

not being operated simultaneously by two
separate people. Yes Instruct Operators
No Got02

2 Examine opposite switch to that being

operated for continual short circuit orfault in
switch mechanism.
Defective ~witch Yes Replace switch
No Got03

3 Examine original switch being operated

forfault in switch mechanism
Defective Switch Yes Replace switch
No Got04

4 Disconnect microprocessor multipin

connector and check for short circuit between
following terminals on multipin connector
Figure 6.
Multipin Connector Terminals
57to 24
37to 24
23to 24 Short Circuit Yes Trace fault and
57to 23 repair
37to 23 No Replace
microprocessor

Figure 6
External Lift Lower Switch Circuit
Continuity Check

1. Microprocessor Multipin Connector

2. Ohm Meter

6
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ERROR CODES 9, 10 AND 11-INCORRECT FUNCTION OF ELECTRO-HYDRAULIC VALVE

TEST TEST PROCEDURE RESULT ACTION

Measure BatteryVoltage
Voltage Greaterthan 11 Volts Yes Goto2
No Recharge Battery

2 Check electro-hydraulic valve neutral

adjustment as detailed in Part 8 Chapter 13 of
this repair manual. Check if error clears when
key start switch is turned 'Off' and 'On'.
Error Clears Yes
No Goto3

3 Pressure and flow test main hydraulic pump.

Pressure test low pressure hydraulic system
pump. Referto Part 8 Chapter 12 for pressure
and flow test procedure.
Specified main pump output
at Engine Speed of 2100 rev/min 8lmp. Galls/Min
9.5 US Galls/Min
36 Ltrs/min

Pump Output to Specifications Yes Overhaul electro-

hydraulic valve
No Overhaul pump

7
- - - - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - - - -

ERROR CODES 12 and 13 - DROP RATE POTENTIOMETER CIRCUIT FAILED

TEST TEST PROCEDURE RESULT ACTION

Disconnect drop rate potentiometer connector

at quadrant control console. Turn key start
switch liOn" and measure voltage across
terminals "A" and "8" of connector Figure 7.
Similarly measure voltage across terminals 8
and D.
Voltage Across Terminals A and B
Approximately 5 volts. Yes Goto2
Voltage Across Terminals Band D
Approximately 0 volts. No Examine
harnesses for
damage and
Goto 2.

2 Turn key start switch Off" . Disconnect

II

microprocessor and test for continuity between

following terminals on drop rate potentiometer
connector and multipin connector. Referto
Figure8.
Potentiometer Multipin
Terminal Terminal
A 12
8 46
C 43 Continuity Yes Goto3
D 8 No Trace fault and
repair.

3 With drop rate potentiometer connector and

microprocessor multipin connector
disconnected test for short circuit between
terminals "A", "8", "c" and "0" of
potentiometer connector, Figure 9. Similarly
test for short circuitto chassis on terminal liD" .
Short Circuit Yes Trace fault and
repair
No Goto4.

4 With drop rate potentiometer connector

disconnected measure resistance between
centre terminal of drop rate potentiometer and
each outer terminal, Figure 10. Resistance
should change as potentiometer knob is
rotated but should not exceed 700 ohms.
Resistance exceeds 700 ohms Yes Replace
potentiometer.
No Replace
microprocessor.

8
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER13 . . . . . . . . . . . . . . . . . . . .. .

R-3-13-07 R-3-13-08 o
Figure 7 Figure 8
Drop Rate Potentiometer Voltage Test Drop Rate Potentiometer Circuit
Continuity Test
1. Voltmeter
2. Connector-Harnessto Drop Rate Potentiometer 1. Microprocessor Multipin Connector
2. Ohm Meter
3. Connector-Harnessto Drop Rate Potentiometer

R-3-13-09 o
Figure 9 Figure 10
Drop Rate Potentiometer Circuit Drop Rate Potentiometer Resistance Test
Short Circuit Test
1. Drop Rate Potentiometer
1. Microprocessor Multipin Connector 2. Ohm Meter
(Disconnected)
2. Ohm Meter
3. Connector-Harness to Drop Rate Potentiometer

9
- - - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - - - -

ERROR CODES 14 AND 15 - RIGHT HAND LOAD SENSING PIN DISCONNECTED OR

CIRCUIT FAILED

TEST TEST PROCEDURE RESULT ACTION

Disconnect both load sensing pin connectors

and microprocessor multipin connector. Test·
for continuity between following terminals on
right hand load sensing pin connector and
multipin connector. Referto Figure 11.
Right Hand Multipin
Load Sensing Terminal Terminal
E 46
F 44
G 13
Continuity Yes Goto 2.
No Trace fault and
repair.

2 With both load sensing pin connectors and

microprocessor multipin connector
disconnected test for short circuit between
terminals /JE", /IF" and "G" of right hand load
sensing pin connector, Figure 12. Similarly
test for short circuitto chassis on terminal"F".
Short Circuit Yes Trace fault and
repair.
No Goto3.

3 With microprocessor multipin and both load

sensing pin connectors disconnected turn the
key start switch "On" and measure the voltage
between terminals E and G of right hand load
sensing pin connector.
Voltage Recorded Approximately 0 Volts Yes Goto4.
No Examine all
harnesses for
damage.

4 Reconnectthe left hand load sensing pin and

microprocessor connectors. Connect a new
right hand load sensing pin and check if error
clearswhen key start switch isturned "0ff"
and liOn".
Error Clears Yes Install new right
hand load sensing
pin. Refer to
Figure 18
No Replace
microprocessor.

10
. . . . . . . . . . . . . . . . . . . . . . . . . CHAPTER13 . . . . . . . . . . . . . . . . . . . . . .•

Figure 11
Right Hand Load Sensing Pin Circuit
Continuity Test

1. Microprocessor Multipin Connector

2. Ohm Meter
3. Connector-Harness to Right Hand Load Sensing
Pin

Figure 12
Right Hand Load Sensing Pin Circuit
Short Circuit Test

1. Microprocessor Multipin Connector

(Disconnected)
2. Ohm Meter
3. Connector-Harness to Right Hand Load Sensing
Pin

R-3-13-12 o

11
- - - - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - - _

ERROR CODES 16 AND 17 - LEFT HAND LOAD SENSING PIN DISCONNECTED OR

CIRCUIT FAILED

TEST TEST PROCEDURE RESULT ACTION

Disconnect both load sensing pin connectors

and microprocessor multipin connector. Test
for continuity between following terminals on
left hand load sensing pin connector and
multipin connector. Referto Figure 13.
Left Hand Multipin
Load Sensing Terminal Terminal
H 46
J 10
K 13
Continuity Yes Goto 2.
No Trace fault and
repair.

2 With load sensing pin connectors and

microprocessor multipin connector
disconnected test for short circuit between
terminals "H"," J" and "K" of left hand load
sensing pin connector, Figure 14. Similarly
test for short circuit to chassis on terminal" J".
Short Circuit Yes Trace fault and
repair.
No Goto 3.

3 Reconnectthe microprocessor multipin

connector. Turn the key start switch 'On' and
measure the voltage between terminals "H"
and" J" of left hand load sensing pin
connection.
Voltage Recorded Approximately 0 Volts Yes Goto4.
No Examine all
harnesses for
damage.

4 Reconnectthe right hand load sensing pin and

microprocessor connectors. Connect a new
left hand load sensing pin and check if error
clears when key start switch is turned "Off"
and "On".
Error Clears Yes Install new left
hand load sensing
pin. Refer to
Figure 18
No Replace
microprocessor.

12
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R-3-13-13 o
Figure 13 Figure 14
Left Hand Load Sensing Pin Circuit Continuity Left Hand Load Sensing Pin Circuit
Test Short Circuit Test

1. Microprocessor Multipin Connector 1. Microprocessor Multipin Connector

2. Ohm Meter (Disconnected)
3. Connector-Harness to Left Hand Load Sensing 2. Ohm Meter
Pin 3. Connector-Harness to Left Hand Load Sensing
Pin

ERROR CODE 18 - LOAD SENSING PIN CIRCUIT DISCONNECTED

TEST TEST PROCEDURE RESULT ACTION

Checkthat both load sensing pins are

connected to harness.
Pins Connected Yes Goto 2.
No Reconnect pins.

2 Conducttests 1-3 for error codes

14 to 17.
Error Clears Yes
No Got03

3 Connect in turn a new load sensing pin

and check if error clears when key start switch is
turned "OFF" and liON".
Error Clears Yes Install new load
sensing pin
required to effect
repair. Referto
Figure 18
No Perform tests for
Error Codes 14
or 16 as displayed
on quadrant
console.

13
- - - - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - - - -

ERROR CODE 19 AND 20 - LOAD SENSING PIN CIRCUIT FAILED

TEST TEST PROCEDURE RESULT ACTION

Disconnect both load sensing pin con nectors

and microprocessor multipin connector. Test
for short circuit between terminals liE", "F"
and "G" of right hand loading sensing pin
connector, Figure 15. Similarly test for short
circuitto chassis on terminal"G".
Short Circuit Yes Trace fault and repair
No Goto2.

2 With microprocessor multipin connector

and both load sensing pins disconnected
turntractorkeystartswitch 'On' and measure
voltage between terminal 13 on multipin
connector and chassis, Figure 16.
Voltage Recorded Approximately 0 Volts Yes Goto3
No Examine all vehicle
harnesses for short
to chassis.

3 Reconnect microprocessor multipin

connector and with load sensing pins
disconnected turn the key start switch "On"
and measure voltage between terminals liE"
and "G" of right hand load sensing pin
connector. Figure 17.
Voltage recorded should be approximately
8.5 volts. Reconnect left hand load sensing
pin and remeasure voltage between terminals
"E" and "Gil of right hand load sensing pin
connector.
Reconnect right hand load sensing pin and
disconnect left hand pin.
Measure voltage across same terminals on
left hand load sensing pin connector.
Voltage Recorded During Each Test
Approximately 8.5 Volts Yes Goto3.
Voltage on One Connector Approximately Replace load sensing
8.5 Volts and Less Than 8.5 Volts on Second pin installed when low
Connector Yes voltage reading is
recorded. Figure 18.
Voltage Recorded on Each Connector Less
Than Approximately 8.5 Volts Yes Replace
microprocessor.

4 With both load sensing pins connected turn

key start switch "0ff" and "On".
Error Code Still Displayed Yes Replace
microprocessor.

14
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER13 . . . . . . . . . . . . . . . . . . . . . ..

R·3-13-37 o
Figure 15 Figure 16
Load Sensing Pin Circuit Load Sensing Pin Circuit
Short Circuit Test Short Circuit Test

1. Microprocessor Multipin Connector 1. Microprocessor Multipin Connector

(Disconnected) 2. Volt Meter
2. Ohm Meter 3. Connector-Harness to Righ Hand Load Sensing
3. Connector-Harness to Right Hand Load Sensing Pin
Pin

R-3-13-18
Figure 11 Figure 18
Load Sensing Pin Supply Voltage Test Installing Load Sensing Pin

1. Connector-Harness to Right Hand Load Sensing 1. Load Sensing Pin

Pin 2. Axle Housing Lug
2. Voltmeter

IMPORTANT: DO NOT hit end of pin dur-

ing installation as damage will occur. If
necessary use a Spanner on the milled flat
surface of the pin to aid installation.

15
- - - - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - - - -

ERROR CODES 21 and 22 - POSITION/DRAFT CONTROL POTENTIOMETER CIRCUIT

FAILED

TEST TEST PROCEDURE RESULT ACTION

Set position/draft control potentiometer to

(Error middle of range (position 4) and turn key start
Code22 switch "Off" and "On".
only) Error Code 13 Displayed Yes Refer to Error Code 13.
No Got02.

2 Disconnect position/draft control

potentiometer connector at the quadrant
control console (same connector as for drop
rate potentiometer). Turn key start switch
"On" and measure voltage across terminals
"A" and "B", Figure 19.
Similarly measure voltage across terminals B
andC.
Voltage Across Terminals A and B Approximately 5 volts. Yes Go to 3
Voltage Across Terminals Band C Approximately 0 volts. No Examine harnesses for
damage and Go to 3.

3 Turn key start switch "Off". Disconnect

microprocessor multipin connector and test for
continuity between following terminals on
position/draft control potentiometer connector
and multipin connector. Referto Figure 20.
Potentiometer Multipin
Terminal Terminal
A 12
B 46 Got04
Continuity Yes
C 43 Trace fault and repair
No
o 8

4 With position/draft control potentiometer

and microprocessor connectors disconnected
test for short circuit between terminals "A",
"B", "C" and liD" of potentiometer connector,
Figure 21.
Similarly test for short circuit to chassis on
terminal "C".
Short Circuit Yes Trace fault and repair
No GotoS.

5 With position/draft control potentiometer

disconnected measure resistance between
centre terminal of position/draft control
potentiometer and each outer terminal,
Figure 22. Resistance should change as
potentiometer knob is rotated but should not
exceed 700 ohms.
Resistance exceeds 700 ohms Yes Replace potentiometer.
No Replace microprocessor.

16
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER13 . . . . . . . . . . . . . . . . . . . .. .

R-3-13-07 R-3-13-08 o
Figure 19 Figure 20
Position/Draft Control Potentiometer Supply Position/Draft Control Potentiometer Circuit
Voltage Test Continuity Test

1. Voltmeter 1. Microprocessor Multipin Connector

2. Connector-Harness to Drop Rate Potentiometer 2. Ohm Meter
3. Connector-Harnessto Drop Rate Potentiometer

R-3-13-21 o
Figure 21 Figure 22
Position/Draft Control Potentiometer Circuit Position/Draft Control Potentiometer
Short Circuit Test Resistance Test

1. Microprocessor Multipin Connector 1. Potentiometer

(Disconnected) 2. Ohm Meter
2. Ohm Meter
3. Connector-Harness to Position/Draft Control
Potentiometer

17
- - - - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - -_ __

ERROR CODE 23 - POSITION/DRAFT CONTROL POTENTIOMETER CIRCUIT

DISCONNECTED

TEST TEST PROCEDURE RESULT ACTION

Visually inspect harness and connectors for

open circuit. Referto Section Cwiring diagram.
Open Circuit Yes Repair.
No Go to 2.

2 Set position/draft and drop rate potentiometer

knobs to middle of range (position 4) and turn
key start switch "Off" and "On".
Error Code 12 or 21 Displayed Yes Referto Error
Code displayed.
No Goto 3.

3 Disconnect position/draft and drop rate

potentiometer connector. Measure resistance
between centre terminal of each potentiometer
and each outerterminal. Referto Figure 23.
Resistance should change as potentiometer
knob is rotated but should not exceed
7000hms.
Resistance Exceeds 700 ohms Yes Replace
defective
potentiometer.
No Perform test for
Error Codes 12
and 21.

Figure 23
Drop Rate and Position/Draft Control Potentiometer
Resistance Test

1. Potentiometer
2. Ohm Meter

18
. . . . . . . . . . . . . . . . . . . . . .·CHAPTER13 . . . . . . . . . . . . . . . . . . . . . ..

ERROR CODE 24 - PERFORM AUTOCALIBRATION

TEST TEST PROCEDURE RESULT ACTION

Recalibrate the electronic draft control system

as detailed in Section D of this Chapter.

NOTE: Recalibration is a/ways required after

disconnection and subsequent reconnection
of the battery and after overhaul of the electro
hydraulic valve.

IMPORTANT: Ensu re that the automatic pick-up

hitch is correctly adjusted during this operation
to ensure lift arms can raise to maximum height.
Console Autocalibrates Yes
No Goto 2.

2 Check fuse for keep alive memory, fuse No. 21 in

fuse box.
Fuse Blown Yes Replace and
perform
autocalibration .
No Got03.

3 Disconnect microprocessor multipin

connector. Switch on ignition and measure
voltage across terminal 1 of multipin connector
and chassis, Figure 24.
Voltage Recorded 12 Volts Yes Check harness
connectors to
quadrant.
No Check battery
connections.

Figure 24
Microprocessor 12 Volt Supply Voltage Test

1. Microprocessor Multipin Connector

2. Voltmeter

19
- - - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - - - -

ERROR CODE 25 and 26 - LIFT CONTROL POTENTIOMETER DISCONNECTED

OR CIRCUIT FAILED

TEST TEST PROCEDURE RESULT ACTION

Inspect quadrant lift control lever

potentiometer linkage and connector for
damage, Figure 25. On less cab models ensure
platform connector is tight. Refer to Section D
wiring diagram.
Potentiometer Linkage or Connector Damaged Yes Repair
No Got02.

2 Disconnect lift control lever potentiometer

connector. Turn key start switch "On" and
measure voltage across terminals "L" and" M"
of connector, Figure 26.
Similarly measure voltage across terminals M
and N.
Voltage Across Terminals ilL" and 11M" Approximately 5 volts. Yes Go to 3
Voltage AcrossTerminals 11M" and lIN" Approximately ovolts. No Examine harnesses
and Got03.

3 Turn key start switch "Off". Disconnect

microprocessor multipin connector and test for
continuity between the following terminals on
lift control lever potentiometer connector
and multipin connector, Figure 27.
Potentiometer Multipin
Terminal Terminal
L 56
M 46
N 47 Continuity Yes Goto4
No Trace fault and repair.

4 With lift control lever potentiometer

connector and microprocessor multipin
connector disconnected, test for short circuit
between terminals ilL", "M" and "N" of
potentiometer connector. Similarly test for
short circuit to chassis on terminal "L".
Short Circuit Yes Trace fault and repair
No Goto 5.

5 With lift control lever potentiometer

connector disconnected measure resistance
between green and orange wires from
potentiQmeter, Figure 28. Resistance should
change as quadrant lever is moved but should
not exceed 4800 ohms. Repeat test between
green and black wires.
Resistance exceeds 4800 ohms Yes Replace potentiometer.
No Replace microprocessor.

20
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER13 . . . . . . . . . . . . . . . . . . . . . ..

R-3-13-25
Figure 25 Figure 26
Quadrant Lift Control Lever Potentiometer Lift Control Lever Potentiometer
Linkage Supply Voltage Test

1. Lift Control Lever 1. Connector-Harness to Lift Control Lever Poten-

2. Lift Control Potentiometer Connector tiometer
3. Potentiometer 2. Voltmeter

R-3-13-26 o R-3-13-28

Figure 27 Figure 28
Lift Control Lever Potentiometer Circuit Lift Control Lever Potentiometer Resistance
Continuity Test Test

1. Microprocessor Multipin Connector 1. Lift Control Lever Potentiometer Connector

2. Ohm Meter 2. Ohm Meter
3. Connector-Harness to Lift Control Lever
Potentiometer

21
- - - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - - - -

ERROR CODE 27 and 28 - LIFT ARM POSITION SENSING POTENTIOMETER

DISCONNECTED OR CIRCUIT FAILED

TEST TEST PROCEDURE RESULT ACTION

Inspect position sensing potentiometer

linkage on hydraulic lift arms for damage,
Figure 29.
Linkage Disconnected or Damaged Yes Repair
No Goto 2.

2 Disconnect position sensing potentiometer

connector at hydraulic lift assembly. Turn key
start switch "On" and measure voltage across
terminals lip" and "Q" of connector, Figure30.
Similarly measure voltage between terminals
lip" and "R".
Voltage Across Terminals lip" and "0" Approximately 5 volts. Yes Go to 3
Voltage Across Terminals lip" and "R" Approximately 0 volts. No Examine all harnesses
for damage and Go to 3.

3 Turn key start switch " Off" . Disconnect

microprocessor multipin connector and test for
continuity between the following terminals
on position sensing potentiometer connector
and multipin connector, Figure 31,
Potentiometer Multipin
Terminal Terminal
p 28
Q 46 Continuity Yes Goto4
R 48 No Trace fault and repair.

4 With position sensing potentiometer

connector and microprocessor multipin
connector disconnected test for short circuit
between terminals "P", "Q" and "R" of
potentiometer connector, Figure 32. Similarly
test for short circuitto chassis on terminal "R".
Short Circuit Yes Trace fault and repair
No Goto 5.

5 With position sensing potentiometer connector

disconnected measure resistance between
green and orange wires from potentiometer.
Refer to Figure 28. Resistance should change
as potentiometer arm is moved. This can be
achieved by disconnecting linkto hydraulic
lift arm, refer to Figure 29 and rotating
potentiometer by hand. Resistance should
not exceed 4800 ohms. Repeattest between
green and blackwires.
Resistance exceeds 4800 ohms Yes Replace potentiometer.
No Replace microprocessor.

22
. . . . . . . . . . . . . . . . . . . . . .·CHAPTER13 . . . . . . . . . . . . . . . . . . . .. .

R-3-13-29

Figure 29 Figure 30
Lift Arm Position Sensing Potentiometer Lift Arm Position Sensing Potentiometer
Linkage Supply Voltage Test

1. Potentiometer 1. Connector-Harness to Lift Arm Position Sensing

2. Connector Potentiometer
3. Link 2. Voltmeter
4. Hydraulic Lift Arm

o
Figure 31 Figure 32
Lift Arm Position Sensing Potentiometer Lift Arm Position Sensing Potentiometer
Circuit - Continuity Test Circuit - Short Circuit Test

1. Connector-Harness to Lift Arm Position Sensing 1. Connector-Harness to Lift Arm Position Sensing
Potentiometer Potentiometer
2. Microprocessor Multipin Connector 2. Microprocessor Multipin Connector
3. Ohm Meter (Disconnected)
3. Ohm Meter

23
- - - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - - - -

ERROR CODE 29 - ELECTRO-HYDRAULIC VALVE DISCONNECTED OR CIRCUIT FAILED

TEST TEST PROCEDURE RESULT ACTION

Check electro-hydraulic control valve force

motor connector for loose wire. Disconnect
control valve connector and measure valve
resistance, Figure 33.
Valve Resistance 32-42 ohms Yes Got02.
No Replace force motor.

2 Disconnect microprocessor multipin connector

and test for continuity between the following
terminals on electro hydraulic valve connector
and multipin connector, Figure 34.
Electro Hydraulic
Valve Connector Multipin
Terminal Terminal
p 41 Continuity Yes Goto3
Q 21 No Trace fault and
repair.

3 With microprocessor multipin connector

disconnected test for short circuit between
electro hydraulic valve connector terminals II p"
and IIQ" and also for short circuit between
each terminal and chassis. Short Circuit
Yes Trace fault and repair.
No Replace microprocessor.

R-3-13-33
Figure 33 Figure 34
Force Motor Resistance Test Electro Hydraulic Valve Circuit
Continuity Test
1. Force Motor Connector
2. Ohm Meter 1. Microprocessor Multipin Connector
2. Ohm Meter
3. Connector-Harness to Force Motor

24
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER13 . . . . . . . . . . . . . . . . . . . . . ..

ERROR CODE 30 - RETURN CIRCUIT TO MICROPROCESSOR FAILED

TEST TEST PROCEDURE RESULT ACTION

Perform test procedure for:

(i) Error Codes 12 and 13 test 2 and 3
(ii) Error Codes 14 and 15 test 1 and 2
(iii) Error Codes 16 and 17 test 1 and 2
(iv) Error Codes 25 and 26 test 3 and 4
(v) Error Codes 27 and 28 test 3 and 4
Short or Open Circuit Identified Yes Trace fault and repair.
No Replace
microprocessor.

ERROR CODE 31 - CAB/PLATFORM CHASSIS HARNESS DISCONNECTED

TEST TEST PROCEDURE RESULT ACTION

This Error Code advises thatthe chassis wiring

harness connector located between the front
right hand side ofthe cab and the chassis,
Figure 3, is disconnected. Re-connect
Harness.

ERROR CODE 32 - MICROPROCESSOR FAILED

TEST TEST PROCEDURE RESULT ACTION

This Error advises that the

microprocessor keep a live memory chip has
failed. Replace
Microprocessor

Figure 35
Chassis Harness Connector

25
- - - - - - - - - PART 3 - ELECTRICAL SYSTEMS - - - - - - - -

R-8-13-36 T
Figure 36
Electronic Draft Control Harness Connectors

1. Right Hand Load Sensing 5. Power Connector 9. Digital Display Connector

Pin Connector 6. Microprocessor Multipin 10. Cab to External Enable Switch
2. Left Hand Load Sensing Connector Harness Connector
Pin Connector 7. Lift Control Lever 11. Lift Arm Position Sensing
3. Electro Hydraulic Valve Potentiometer Connector Potentiometer Connector
Connector 8. Position/Draft and Drop
4. Cab to Chassis Harness Rate Selector Potentiometer
Connector Connector

26
. . . . . . . . . . . . . . . . . . . . . .·CHAPTER13 . . . . . . . . . . . . . . . . . . . . . .•

C. ELECTRONIC DRAFT CONTROL - WIRING DIAGRAM

27
- - - - - - - - - PART3-ELECTRICALSYSTEMS - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - -_ _ _ _ _ _ _ __

c. ELECTRONIC DRAFT CONTROL - WIRING

DIAGRAM
,-
t+ 0 K/B
../" G LN/a Wiring Diagram for Ford 8210 With Electronic
.,... a LN/G
Draft Control
1- '--

,- R - 1. Digital Display Connector

1+ LN N/O
2. External Enable Switch Connectors
~ :{ LN/Y 3. Platform Connector (less Cab Builds
-, LN/S
Only)
Lf-=- LN/O
a 4. Electro-hydraulic Valve Connector
- 5. Right Hand load Sensing Pin Connector
1+ K/W
}" ---...,
~ LN/W 6. Lift Arm Position Sensing Potentiometer
~~ :{ LN/G N/O <'> Connector
,- }- ---0--

-
100 ~ 7. Left Hand Load Sensing Pin Connector
<;>
K/G _.J 8. Cab to Chassis Harness Connector

K/w -----., -
~

}-
<'>
9.

10.
Performance Monitor Implement Status
Connections
Microprocessor Multipin Connector
N/O
}- --0-- 11. Power Connector
K/G _ _ _ ..J
<j> 12. Platform Connector (Less Cab Builds
10 Only)
~
13. Position/Draft and Drop Rate Selector
Potentiometer Connector
14. Lift Control Lever Potentiometer

~--
1-__
,
I I
r ,- ~
-I
Connector

WIRE COLOUR CODES

L __ r-J L r-J
-;:- P
B BLACK
N/O
R
G GREEN
a
- LN/R ~ a
- ) -, K PINK
,--
1 P LN/U
~
wl LG LIGHT GREEN
12
41
21
LN
LN/U
LN/R
I N BROWN
46 LN/G ~\
-, 0 ORANGE
43 LN/W
, - +u P
2. K/Y K PURPLE
)
• LN/Y
47 LN/a
LN/P
LN/G
}: Y
a R RED
56 K/a '--
-
35 LN/S S SLATE
54 LN/O
,-- U BLUE
{40 a K/Y o +I
60 •
37 N/O
K/N
LN/G
:, G
8 .~ W WHITE
57 N/O
'-- -I
44 LN/P
Y YELLOW
13 K :,
,\

K r;:; +u LN TAN
4. K/N
10 LN/LG LN/LG Y
20 a
'--
LN/G
0-
•
~
23
~ ~d
K/W
:

24 K/G

. -'--

28
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER13 . . . . . . . . . . . . . . . . . . . . . .. .
D. RECALIBRATING THE ELECTRONIC DRAFT CONTROL SYSTEM
Recalibration of the Electronic Draft
Control system must be performed when
either:
• The battery has been disconnected or
the power supply interrupted resulting
in error code "24" flashing on the LCD
display, as illustrated in Figure 5
(section A)
or
• The electro-hydraulic control valve has
been overhauled.
Correct calibration of the Electronic Draft
Control system is essential to ensure
accurate operation of the hydraulic lift
system.
Two modes of calibration are required, as
follows:
1. Calibration Of The Lift Control Lever
• Remove any implement attached to the
hydraulic lift arms.
• Turn the Position/Draft sensitivity knob
fully clockwise (past position 1). Turn
the drop rate control knob fully anti-
clockwise (past position 8). Push the
A.S.C. knob fully in to allow hydraulic
oil to flow to the three-point linkage.
• Start the engine and slowly move the
lift control lever back and forth until the
"Lift Disabled" symbol disappears. Pu II
the lift control lever rearwards, past the
adjustable stop, to the end of the travel
29
(fully raised). At this point the linkage
will raise to full height and the pump
relief valve will blow momentarily.
Once the linkage is fully raised, the LCD
display will indicate the maximum
height reading of "99".
• Slowly move the lift control lever
forward past the adjustable stop and
allow the linkage to lower fully.
Continue to push the lever forward,
past the stop, until the lever is against
the front fixed stop. The LCD display
will decrease to show a small number.
The "Lift Disabled" symbol signifies
that control of the hydraulic lift has
been transferred to the external fender-
mounted switches.
• Re-activate the linkage by slowly
moving the lift control lever rearwards
within the normal working region of the
quadrant until the lift disabled symbol
disappears.
The lift control lever is now calibrated.
2. Calibration Of The Hydraulic Lift Arms
Immediately after repair and calibration
of the lift control lever, the hydraulic lift
arms must be calibrated with an
implement connected to demonstrate
that the repair has been successful.
IMPORTANT: This calibration procedure
must be performed with the implement to
be used attached to the hydraulic lift
arms.
• Set the engine to normal operating
speed.
- - - - - - - - - PART 3- ELECTRICAL SYSTEMS - - - - - - - - -
• Using the lift control lever, slowly raise
the lower links until the LCD display
indicates a value between '70" and
"90". Leave the lift control lever at this
position to allow the system to perform
three automatic valve calibrations.
These calibrations will be observed as
an automatic raising of the linkage by a
small amount, approximately 0.25 in.
(5 mm) at the link ends, followed by
an automatic lowering by the same
amount. This operation may be more
readily observed by noting the LCD
display. If originally set at, for example,
"79", this value will increase to,
perhaps, 1/80" or "81", then return to
"79".· This is considered to be one
calibration cycle. The linkage will
automatically perform three of these
cycles within 2112 minutes when the
LCD display will be stable, i.e. not
varying.
NOTE: If the automatic valve calibration
sequence does not commence within 30
seconds of setting the initial value, then
move the lift control lever forward a small
E. EMERGENCY LIMP HOME PROCEDURE
If the electronic draft control system fails
to operate when an implement is attached
to the lift linkage the following procedure
should be followed to raise or lower the
links to enable removal of the implement.
1. Apply the handbrake and block the
wheels.
2. Disconnect the electrical connector at
the electro hydraulic valve. See Part
8, Chapter 13, Figu re 10.
3. Start the engine and set the engine
speed to 1500 revs. per min.
30
amount. However, the initial display must
a/ways be greater than "60".
I\. WARNING: When recalibrating the
. . Electronic Draft Control system,
the degree of movement at the rear end of
the implement will be greater than that at
the lift arms.
• Move the lift control lever slowly
forward until the LCD display is below
1160" then raise the lower links once
more until a steady readout between
"70" and "90" is again observed. Allow
the system to perform a further three
full automatic valve calibration
sequences, as described above.
The Electronic Draft Control system is
now fully calibrated.
Further recalibration of the lift arms
is normally effected automatically
whenever the implement is raised.
However, for best results, recalibration by
the operator may be necessary using the
above procedure which is also
reproduced in the Operator's Manual.
4. Loosen the lock nut on the valve
force motor adjusting screw and
carefully rotate the screw 118 of a turn
in a clockwise direction to lower the
lift arms and anti-clockwise to raise
the lift arms, see Part 8, Chapter 13,
Figure 16.
I\. WARNING: Exercise extreme care
. . when performing this operation.
Have an assistant seated at the controls
with the footbrake applied and able to
stop the engine should an uhpredicted
movement of the tractor take place.
5. When the lift arms have reached the
desired position turn the adjusting
screw slowly in the opposite
direction until the arms remain
stationary. Tighten the locknut.
 PART 3

Chapter 14
WIRING AND ELECTRICAL SYSTEM
FORD 3230, 3430, 3930, 4130 and 4630

Section Page

A WIRING AND ELECTRICAL SYSTEM - DESCRIPTION

B WIRING AND ELECTRICAL SYSTEM - OVERHAUL 6

C WIRING AND ELECTRICAL SYSTEM - WIRING DIAGRAMS 10

A. WIRING AND ELECTRICAL SYSTEM - DESCRIPTION

WIRING HARNESSES • Transmission Harness

• Extension Harness
The wiring harnesses can be divided into five
main categories:-
• Roof Harness

• Main Harness

The approximate position of these harnesses

• Engine Harness are shown in Figure 10 and Figure 11.

1
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

Figure 3
Bulkhead Engine Connectors
1. Engine Connector No.1 2. Engine Connector No.2

Three large and one small multi-pin connec- • Turn Indicator Flasher Unit
tors are located under the rear end of the hood
rear panel and link the engine harness • Fuse Box
(Figure 3), transmission harness and exten-
sion harness to the main harness. These con-
nectors can be used as convenient points to The engine harness connects the following
conduct continuity checks. Each individual pin components to the main harness:-
is numbered and correspond to the numbers
in the wiring diagrams at the end of this chap- • Engine Oil Pressure Switch
ter.
• Thermostart

The following components are linked to the

• Battery Temperature Sensor
main harness
• Starting Motor Solenoid
• Multi-Function Switch
• Starting Motor
• Stop Lamp Switch
• Alternator
• Dual Power Switch (less cab)
• Headlamps
• Keystart Switch
• Air Conditioning Compressor Clutch
• FWD Switch
• Coolant Temperature Sensor
• Instrument Panel Gauges and Warning
Lamps • Air Cleaner Vacuum Switch

• Lighting Switch • Horn

• Windscreen Washer • Battery

2
-------------------------CHAPTER14-------------------------

The transmission harness connects the fol- • P.T.O. Selector (with cab)
lowing components to the main harness:-
• Fuel Tank Sender
• Safety Start Switch
• Front/Rear Indicators
• Dual Power Solenoid
• Courtesy Light
• Dual Power Inhibitor Switch
• Dual Power Switch (with cab)
• Two-speed P.T.O.
• P.T. O. Safety Start Switch
• P.T.O. Selector (less cab)
INSTRUMENTATION
The extension harness connects the following
components to the main harness:-
The instrument cluster gauges, warning lights
• Trailer Socket and controls are shown in Figure 4

• Hand Brake
The tractor features air-cored type gauges
• Stop Lamps which are not sensitive to voltage fluctuations

• Front/Rear Side Lights

All the gauges are illuminated when the tractor
• Rear Work Lamp lights are in operation.

Figure 4

1 Hazard Light Switch 7. Multi-Function Switch 14. Trailer Indicator Light

2. Tractor Light Switch 8. Alternator 15. Fuel Gauge
3. Blank 9. P.T.O. Speed 16. Proofmeter
4. Keystart Switch 10. Dual Power 17. Engine Coolant Temperature
5. Four Wheel Drive 11. P.T.O.Overspeed Gauge
6. Air Cleaner Restriction Warn- 12. Turn Signal 18. Engine Oil Pressure Warning
ing Light 13. Main Beam Light

3
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -
Keystart Switch
A five position keystart switch is fitted and
turning the key clockwise activates the follow-
ing:-
1. Electrical Equipment 'OFF'
2. Accessories 'ON'
3. Warning Lights And Instruments 'ON'
4. Thermostart Heater 'ON'
5. Starting Motor Operates
Proofmeter
The proofmeter registers hours that the tractor
has operated. The hours figure is based upon
an average engine speed of 2055 rev/min.
Therefore if the tractor is used at engine
speeds higher or lower than this the recorded
hours will be proportionally different. The re-
corded figure should be used as a guide for
servicing intervals.
The proofmeter also indicates the correct en-
gine speed for obtaining 540 rev/min P.T.O.
speed.
Engine Coolant Temperature Gauge
The engine coolant temperature gauge indi-
cates the temperature of the coolant in the en-
gine. During normal working the pointer
should not enter the red sector. With the keys-
tart switch in the off position the pOinter will as-
sume a random position.
Engine Oil Pressure Warning Lamp
This indicates low oil pressure and should ex-
tinguish immediately after the engine has
started.
4
Air Cleaner Restriction Warning Lamp
This red warning lamp will illuminate when the
air cleaner requires servicing.
Fuel Gauge
The fuel gauge indicates the level of fuel in the
tank(s) and only operates correctly with the
keystart switch in the 'ON' position. With the
keystart switch in the 'OFF' position the
pointer will assume a random position.
Alternator Warning Light
The warning light illuminates when the alter-
nator is not charging and should extinguish
when the engine speed is raised above idle.
Fuse Box
The fuse box is located beneath a lift-up flap
on top of the instrument console on with cab
tractors and behind the battery on less cab
tractors.
Turn Signal Indicator Lamps
These flash in unison with the turn signal lights
NOTE: In North America only, the turn signal
lights will only operate when the hazard lights
are switched on.
Hazard Warning Lamps
When the switch is pressed on all four turn sig-
nallights will flash simultaneously. The switch
is internally illuminated and will flash in unison
with the turn signals.
Four Wheel Drive Switch
Four wheel wheel drive is engaged on some
models by an electrically controlled solenoid
activated by a rocker switch. With the keystart
------------------------CHAPTER14------------------------

111111111111
.............. IIIIIII I 111\

Figure 5

1. Radio/Clock 5. Front Work Lamp Switch

2. Interior Light 6. Rear Work Lamp Switch
3. Windscreen Wiper Switch 7. Roof Beacon Switch
4. Windscreen Washer Switch 8. Blower Control

switch 'ON', the switch is internally illumi- speed light that illuminates when the P.T.O.
nated. It is brightly lit with four wheel drive en- speed exceeds 630 rev/min in the' Economy'
gaged and dimly lit when disengaged. range.

Multi Function Switch Lights

The 'stalk' type Multi Function switch is

mounted on the steering column and operates
the horn, turn signals, headlamp flasher and
dipped/main beam.
NOTE: In North America the turn signals will
only operate with the hazard lights switched
on.
When depressed one click this switch illumi-
nates the tractor side, rear and instrument
console lights. Depressing the switch fully illu-
minates the tractor side, rear, instrument con-
sole and headlights.
Work Lamps

Dual Power The work lamps only operate with the tractor
lights and the keystart switch 'ON'

When illuminated this light indicates that Dual

Power (under-drive) is engaged.
Blower Control

P.T.O. Speed Indicator Lights

A three speed blower motor is fitted, the re-
quired speed being selected by the three posi-
These lights indicate the P.T.O. speed that is tion blower control switch. 'OFF' is fully anti-
engaged. In addition there is a P.T.O. over- clockwise.

5
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

Windscreen Wiper Roof Beacon

The wipers have two speeds and are self

parking. The first position of the switch is 'slow'
and fully depressed is 'fast'.
Windscreen Washer
The socket for a rotating beacon is situated on
the left hand side of the roof under the filter ac-
cess panel.

The windscreen washer switch is spring

Interior Light
loaded and only operates with the keystart
switch on.

The interior light incorporates a three position

Radio/Clock switch. In the centre position the light is turned
off. Turning the glass dome fully clockwise
switches on the light and turning it fully anti-
The clock is incorporated in the radio. Earlier clockwise will cause it to operate when the left
models did not have a clock. hand cab door is open.

B. WIRING AND ELECTRICAL SYSTEM - OVERHAUL

REMOVAL not in contact with sharp edges the exhaust

system or moving parts.

Each wiring harness may be removed inde- • Check connections for wire colour
pendently. The removal procedures follow es- matching (where applicable).
tablished techniques but certain precautions
must be observed as follows:
• Ensure all connectors are fully engaged
and no conductor exposed.
• Disconnect the battery negative terminal
first prior to disconnection or removal of
any wiring harness. • Tape back unused connectors.

• Prior to removal note the harness routing

• Ensure ground connections are clean with
clamping positions and terminal
metal-to-metal contact. Use toothed lock
connections.
washers where specified.

• On replacement ensure the harness

routing and clamping is as specified and • Ensure fuses are of the specified rating.

6
------------------------CHAPTER14------------------------

• Check the circuit current draw before

connecting power to the harness.

• Check polarity of the battery before

connecting power to the harness.

• To avoid damage to the components of the

alternator charging system service
precautions must be observed as follows.

• NEVER make or break any of the charging

circuit connections including the battery Figure 6
when the engine is running.
1. Hinged Lid 9. Ignition Relay
2. Dual Power Relay 10. Fuse Box Cover
3. Fuses 11. Safety Start Relay
4. Instrument Console 12. F.W.D. Relay
5. I.S.0.!N.A.S.O. 13. Rear Worklamp
• NEVER short any of the charging Converter Relay
components to earth. 6. P.T.O. Relay 14. Front Worklamp
7. Handbrake Relay Relay
8. Flasher Unit

• ALWAYS disconnect the battery earth

cable before carrying out arc welding on
the tractor or on any implement attached to
the tractor.

• ALWAYS disconnect the battery earth

Fuse Replacement
cable when charging the battery in the
tractor using a battery charger.

WARNING: Wear eye protection when

charging the battery or starting the tractor
engine with a. slave battery. The fuse box is located in the top of the instru-
ment console under a hinged lid (with cab
tractors) and behind the battery tray (less cab
tractors), see Figure 6.
• Do not use a slave battery of higher than 12
volts nominal voltage.

• ALWAYS observe correct polarity when

installing the battery or using a slave To gain access to the fuses lift the hinged lid
battery to start the engine. and pull off the plastic fuse box cover.

7
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

Figure 7
Fuse Box

There is provision for 24 fuses and 12 relays. ence to Figure 7 and Table 1 will permit rapid
22 fuses and 6 relays are used. identification of the relays and the circuits the
The fuses and relays are numbered. Refer- fuses protect.

Table 1
FUSE FUSE
No SERVICE RATING No SERVICE RATING
1. Main Beam 15 14. Supply To Gauges 5
2. Dip Beam 15 15. Hazard Switch 15
3. R.H. Sidelight 10 16. Blower Motor 25
4. L.H, Sidelight 10 17. Wiper Motor 15
5, Front Work Lamps 25 18. Stop Lamp/Horn/
6. Rear Work Lamps 25 Headlamp Flasher 25
7, Not Used - 19. Thermostart 25
8. Not Used - 20. Interior Light 5
9. Rotating Beacon 25 21. Safety Start 5
10. Hazard Switch 15 22. Radio 5
11. Handbrake Warning 5 23. Implement Socket 25
12. P.T.O. Supply 15 24. 'B' Pillar Socket 25
13. Dual Power/F.W.D. 10

RELAY No. SERVICE RELAY No. SERVICE

I Safety Start IX P.T.O.
II Ignition X Not Used
III Not Used XIIXII I.S.0./N.A.S.O. Converter
IV Flasher Unit
V Not Used A Four Wheel Drive
VI Handbrake Warning B Front Worklamps
VII Not Used C Rear Worklamps
VIII Not Used G Dual Power

FUSE COLOURS
Natural ....... 25amp Red .......... 10 Amp
Light Blue ..... 15 Amp Tan .......... 5 Amp

8
------------------------CHAPTER14------------------------

Figure 8 Figure 9
Switch Removal Wiper Arm Removal
1. Switches 3. Inner Roof 1. Lift-Up Cover 3. Spline Retaining Nut
2. Blanking Plate 4. Bezel 2. Wiper Arm' 4. Arm Retaining Nut

CAB ROOF MOUNTED SWITCHES INSTALLATION

REMOVAL Installation of the cab roof mounted switches

follows the removal procedure in reverse.

1. Disconnect the battery.

WINDSCREEN WIPER MOTOR
ASSEMBLY
2. Remove the cab outer roof shell.

Removal
3. Disconnect the heater control and switch
panel harness from the switches.
1. Disconnect the battery negative cable
from the battery.
4. Remove the switch mounting bezel and
switches from within the cab.
2. Lift the small cover at the end of the wiper
arm and remove the nut. Pull the arm off
5. Pull off the heater switch control knob. the shaft, Figure 9.

6. Remove the locknut and washer and with- 3. Unscrew and remove the drive spline re-
draw the switch. taining nut.

9
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -
4. Remove the cab outer roof shell.
5. Disconnect the wiper motor wiring con-
nector.
6. Unscrew and remove the bolts securing
the wiper motor support bracket to the cab
frame.
7. Remove bracket and motor as a unit. Re-
move the motor from the bracket.
INSPECTION AND REPAIR
1. Examine the wiper arm shaft splines and
clean with a wire brush. Renew if the
splines are damaged.
C. WIRING AND ELECTRICAL SYSTEM - WIRING DIAGRAMS
Fault finding for electrical systems should be
carried out in a logical and methodical fash-
ion. A few minutes spent understanding the
system and analysing the complaint can save
considerable time.
Most systems can be thought of as a signal
from a sensor or switch to a warning light or
alarm. The basis of fault finding is to locate the
part or point at which the signal stops or be-
comes corrupted.
10
2. Check and replace the motor if faulty.
Installation
1. Installation of the wind shield wiper motor
assembly is the removal procedure in re-
verse.
• On installation ensure all mounting bolts
and nuts are tightened to the correct
torques. Check the wiper and motor
assembly for effective action and renew
the wiper blade if worn or damaged.
When checking the signals passage through
the system it is usual to initially check that it is
present at some point near the middle of the
circuit if it is present continue checking to-
wards the end if it is not go back towards the
beginning until the signal is located.
When making an electrical connection or
measurement ensure the contact is made on
clean bare metal which is free from paint dirt or
grease.
-------------------------CHAPTER14

1 1 ----------_ .. _--- ..
1 I

~ .... ------ ..... --

..... -------_ ... _--

, .".
~ --
........ ,
I ', ............ ' I

Figure 10
Harness Location - With Cab

A Engine Harness
B Main Harness
C Transmission Harness
o Extension Harness
E Heater Control Panel Harness

1 1
1 ,
1 1
r ...... ..

, ,
.. ' ,
" ....,._ ..... J
... .,. .',.~.....' .......
I .., .....

"

,. ""' ..""*
.
;,
...... - ......
IJ' ..... ... J '-,~'
I
... If;.···1
, ,
,
'~ ; .~.;; I

Figure 11
Harness Location - Less Cab

A Engine Harness
B Main Harness
C Transmission Harness
o Extension Harness

11
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

DESCRIPTION PAGE

Diagram 1
MAIN HARNESS
(With Cab) ..................... " .................................... ~ 13

Diagram 2
MAIN HARNESS
(Less Cab) ............................................................ 17

Diagram 3
EXTENSION HARNESS
(With Cab) ............................................................. 21

Diagram 4
REAR HARNESS
(Less Cab-Crown Fenders) ............................................... 25

Diagram 5
REAR HARNESS
(Less Cab-Outset Headlamps) ............................................. 29

Diagram 6
HEATER CONTROL PANEL .............................................. 33

Diagram 7
TRANSMISSION HARNESS
(With Cab) ............................................................. 37

Diagram 8
TRANSMISSION HARNESS
(Less Cab) ............................................................ 41

Diagram 9
TRANSMISSION HARNESS
(Less Cab - North America) ............................................... 45

Diagram 10
ENGINE HARNESS
(With and Less Cab) ..................................................... 49

12
------------------------CHAPTER14------------------------

Diagram 1
MAIN HARNESS
(With Cab)

Wiring Colour Codes

B Black R Red
G Green S Slate
K Pink U Blue
LG Light Green UG Turquoise
N Brown W White
0 Orange y Yellow
P Purple

I
I

I
,
/
I
, ,"/....
F
' "

,,~'
....
-
"'"
,,,""".

, , ,. . . 'f1', I
jI ,,;
/
" '" ,
,'.
(
I
,"' \

, _ ,4 "
,~ Je ..
I'· ,
':
"
.. ./
,, I

... - - - ... ________ J

13
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

MAIN HARNESS
1.Keystart Switch
2. Instrument Connector No.2
3. Dual Power Relay
4. Instrument Connector No.1
5. Four Wheel Drive Relay
6. Windscreen Washer Pump
7. Busbar
8. Flasher Unit
9. Fuel Tank Sender
10. Safety Start Relay
11. Ignition Relay
12. Rear Worklamp Relay
13. Front Worklamp Relay
14. I.S.0./N.A.S.O. Converter
15. Handbrake Relay
16. P.T.O. Relay
17. Fuse Box
18. Engine Multi-pin Connector No.2
19. Engine Multi-pin Connector No.1
20. Transmission Connector
21. Turn Indicator Switch Connector
22. Instrument Connector
23. Handbrake Warning Buzzer
24. Handbrake Warning Lamp
25. Main Beam Warning Lamp
26. Turn Signal Warning Lamp
27. Trailer Warning Lamp No.2
28. Trailer Warning Lamp No.1
29. P.T.O. Lo Warning Lamp
30. P.T.O. Hi Warning Lamp
31. P.T.O. Overspeed Warning Lamp
32. P.T.O. Buzzer
33. Main Lamp Switch
34. Hazard Switch
35. Four Wheel Drive Switch
36. Dual Power Warning Lamp
37. Differential Lock Warning Lamp
38. Differential Lock Connector

14
 "'~affi~
. .•~ .
• • 0

A.,
~ ~;

'--- r
l L-l-

..

roSINXflOSIN-

J~vaslN ~OSI"'-

11
~
6}
------------------------CHAPTER14------------------------

Diagram 2
MAIN HARNESS
(Less Cab)

Wiring Colour Codes

B Black R Red
G Green S Slate
K Pink U Blue
LG Light Green UG Turquoise
N Brown W White
0 Orange Y Yellow
P Purple

f
"
I,"
r - f,
, I"
"
--- - ........
" (

,': '" ,
,,
, I

.. " ,
(.. I'"
I, L .. ,t
I, / " ..
1\
I

1\
,\ \

\ '" --

17
- - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - -

MAIN HARNESS
1. Keystart Switch
2. Rear Connector (NASO)
3. Rear Connector (ISO)
4. Flasher Unit
5. Fuel Tank Sender
6. Safety Start Relay
7. Four Wheel Drive Relay
8. I.S.0.lN.A.S.O. Converter
9. P.T.O. Relay
10. Fuse Box
11. Engine Multi-pin Connector No.2
12. Engine Multi-pin Connector No.1
13. Transmission Connector
14. Turn Indicator Switch Connector
15. Instrument Connector
16. Main Beam Warning Lamp
17. Turn Signal Warning Lamp
18. Trailer Warning Lamp No.2
19. Trailer Warning Lamp No.1
20. P.T.O. Lo Warning Lamp
21. P.T.O. Hi Warning Lamp
22. P.T.O. Overspeed Warning Lamp
23. Main Lamp Switch
24. Hazard Switch
25. Four Wheel Drive Switch
26. Dual Power Switch

18
 I J

~w~~++~~~Hn++~HnTTTI~~.l
cl±50
li
~
~
~

.&.
tnl~

oo~ €I

:::~r+:+~++t=++=i+----if+f-tttt-ttH.t----ttiillll-1
~~ ~i

~~~L--++++44-~~--i---'

'"
'"

e '"
",0

"""
,~

""
.""
I
 o

. ;;
r~
~
"

,,-
- B8~OIMin

.o" '--- 8&IOUI

'"
.o"

ro,

""

~! i
U -Oltdl~

~ ".
BIDD&I:lIEl

8~OO&MJO

~IOI811:1-

'II'&IOll:l

'"

""
""
"'"
'"'
'"
I
"" ~

1
iI
~ ~

- I "'].
!
~
!
g
i •
.

~ ,
~ ~
N

'T'
~
.·
;;
~
~
~ §

,,~ ~ 8
i

$
rL
•
~ ~
!OI :::
•
~ ~ ~ ~ *~ ~ ~ ~III ~ 5\
I IIIIIII Ir f
-----------------------CHAPTER14-----------------------

Diagram 3
EXTENSION HARNESS
(With Cab)

Wiring Colour Codes

B Black R Red
G Green S Slate
K Pink U Blue
LG Light Green UG Turquoise
N Brown W White
0 Orange Y Yellow
P Purple

21
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

EXTENSION HARNESS
1. Differential Lock Warning Lamp Connector
2. Right Hand StopfTail Lamp
3. Right Hand Rear Indicator
4. Rear Hand-worklamp
5. Implement Socket
6. Trailer Harness Connector
7. Hand Brake Connector
8. Auxiliary Connector
9. Left Hand Rear Indicator
10. Left Hand StopfTail Lamp
11. P.T.D. Connector
12. Door Switch
13. Left Hand Front Sidelamp
14. Front Left Hand Indicator
15. Inner Roof Connector
16. Inner Roof Connector
17. Front Right Hand Indicator
18. Right Hand Front Sidelamp
19. Differential Lock Connector
20. Fuel Tank Sender
21. Stop lamp Switch
22. Rear Connector No. 2
23. Rear Connector No. 1

22
 OCD 0 08

~fW:~ ~ °Tfhr:l 1 o !t ']~i

O~···-" I II
LL'::::>--- ! j j·w1:~1=="1T
Hh±'=======E=;tlj~~t=:i
,

" "'-
::=t=::::=::::7~~Sd+---+++-
"'
"
,,-
"
,.
'"
'"
'"
"
f-
.0
"
"
6ttl_

"
"
"
":- c-
o.,

""
::-

.ill' .. ____ .... 1

.ieel .
\_-----,
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

24
------------------------CHAPTER14------------------------

Diagram 4
REAR HARNESS
(Less Cab-Crown Fenders)

Wiring Colour Codes

B Black R Red
G Green S Slate
K Pink U Blue
LG Light Green UG Turquoise
N Brown W White
0 Orange Y Yellow
P Purple

~ .. ~
. "" I,···
I,
I,
II
II ,
II
II ,I
,
I
,
e

25
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

REAR HARNESS
1. Rear Worklamp
2. Right Hand Flasher
3. Instrument Harness Connector
4. Transmission Harness Connector
5. P.T.O. Safety Start Switch
6. Left Hand Flasher

26
------------------------CHAPTER14------------------------

I
•
r--------------,

1...Lr---Ch:
I I

I
I

i
•
r--------------,

...L-6li
I

1 1
1 -I
IL - I
_ _ _ ...J

~
I
•

I.
r--------,
I I
1 I

I
I
IL _ _ _ _ _ _ _ _ .JI

' - - - - - - - - - P/O - - - - - - - - - - - - ,

• ...L
1
r-- -~-~-
2 3
---,I
.........:.-~_..:...../
I ~----------~
I I co
I
I W~R1001A I
1
5
~
I W/R1001 ~ I
___________ ~_~ __ ~~J

• ••
27
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

28
------------------------CHAPTER14------------------------

Diagram 5
REAR HARNESS
. (Less Cab-Outset Headlamps)

Wiring Colour Codes

B Black R Red
G Green S Slate
K Pink U Blue
LG Light Green UG Turquoise
N Brown W White
0 Orange Y Yellow
P Purple

29
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

REAR HARNESS
1. Flasher
2. Rear Worklamp
3. Flasher
4. Headlamp
5. Instrument Harness Connector
6. Transmission Harness Connector
7. P.T.D. Safety Start Switch
8. Headlamp

30
------------------------CHAPTER14------------------------

~----~~--)~--I------~
I ~ ~ ~ 1I V~
~ ~

(t t f ~l
I [g
I jt I

«
..... ~
III <') a
l"- I'- <'t

~ ~ '"
(.2 <
:::J

W/R 1001
I

~~
4 •~

. . . .- - - P/0737 --+--.....,

-,
r----------,
II
I
--L • II
I
I
I
I
I I
,I I
I
......- - - -.....~ PIG 757 IL _ _ _ _ _ _ _ _ _ _ ...JI
I

•
I
I
I
I
I P/O 737
r--------- ,
P P/R 727 ---~
II --L II
I I I
I
IL _ _ _ _ _ _ _ _ _ _ _ _ _ ...J I • I
I I
I I
I I
I I
I I
I _ _ _ _ _ _ _ _ _ _ ...JI

•
L

31
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

32
-----------------------CHAPTER14-----------------------

Diagram 6
HEATER CONTROL PANEL

Wiring Colour Codes

B Black R Red
G Green S Slate
K Pink U Blue
LG Light Green UG Turquoise
N Brown W White'
0 Orange Y Yellow
P Purple

--------------------------------~
~~
nm
I
I
I
~
I
I
I
t-®
I
I
I
I
I
I
I
+-®
I
I
I
I
+-®
I
I

, -C~--~----~

33
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

HEATER CONTROL PANEL

1. Right Hand Front Worklamp
2. Right Hand Rear Worklamp
3. Right Hand Licence Plate Lamp
4. Interior Lamp
5. Rotating Beacon
6. Beacon Lamp Switch
7. Rear Worklamp Switch
8. Front Worklamp Switch
9. Windscreen Washer Pump Switch
10. Wiper Motor Switch
11. Left Hand Rear Worklamp
12. Left Hand Licence Plate Lamp
13. Left Hand Front Worklamp
14. Inner Roof Connector
15. Inner Roof Connector
16. Blower Motor
17. Blower Switch Connector
18. Left Hand Speaker
19. Radio
20. Right Hand Speaker
21. Wiper Motor

34
 ., .
,.--"'"_ 10:
10_
""
~".

,,"~~ .."-t-----'''-1>.
<;;IIfQ~
, i
Y
,,~
'" !
.~aIM

".
'"

.:J
09AIS

'K o
,,~-
C---'
" g~
..,
1--..
~:::
"
:#JIj1
•
[
L--
"

1511S

5S~ S

rE.--'
1=
-'",----,
'::----' y, dh
"" ii"" f-..

~
'Mill

." f-..
1-..
'"

., f"
., ,
...'"
,~,
""
Xi' ,rili' ~ ~ r"
1-..
5511 _

r- L--,

1~ ; i '--"
1--..
~ 1---'
'"
"'
0'

"
" 1-'"
'M
'0'
.,
; I--
19N() ~
""
""
l' 1--"'-<oJ8
.'"-<~~, .. "- '''"-<oJ "M
""
'"'
, .. f--.
r;:

~
QtN'!l_ ..,
C'".
L-19!l
IO~ '----,,,
'----- .
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

36
------------------------CHAPTER14------------------------

Diagram 7
TRANSMISSION HARNESS
(With Cab)

Wiring Colour Codes

B Black R Red
G Green S Slate
K Pink U Blue
,~

LG Light Green UG Turquoise

N Brown W White
0 Orange Y Yellow
P Purple

, .. . .
I
I .....
... ..
,'''' flO

..'I
" " ...."
, '.... " ....
...
.. .
,
,
,'" ;.:- ::: ~ .......
., ,.
I
I

.. ,

37
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

TRANSMISSION HARNESS
1. Main Harness Connector
2. Four Wheel Drive Solenoid
3. P.T.O. Speed Selection Lever Connector
(Less Cab Only)
4. P.T.O. Safety Start Switch
5. Dual Power Solenoid
6. Gear Lever Switch
7. Dual Power Inhibitor Switch
8. Safety Start Switch

38
------------------------CHAPTER14------------------------

V 3020A

V 3020C Y 3020
o
4) . . . - - - - - - - - W/R 1001 WIY 1000

r - - - - - - - - - - - - - W/R 1001A
'-----1...........1--_+---+_ _ _ _ _ _ _ _ _ _ _ _ _ V 3020

, . . . . - - . . . , . - - - - - - - YIN 3022
.....-_ _ _ _ _ O/G 2045

,...--+-------- B 57
1_ _ _ _ _ _ O/K2043 -

1
I 1--- O/P 2049 -
I
1
I
'----+--+---II--~'- B 57A -+---+4
I
I
r+- YIR 2013

A
V
...21 lJ----_..r.......- - - - t -
91'---_____ r-II-------I
O/G 2045A
I I
I 1

I I
O/G 2045B I
1 1 I
I I I I
~ I !:I
!.>-i--+--I I I
112""
!.1---1
I
I I
3;>-i ______ -+.J
14::, I .J
C]-----
e

39
- - - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

40
------------------------CHAPTER14------------------------

Diagram 8
TRANSMISSION HARNESS
(Less Cab)

Wiring Colour Codes

B Black R Red
G Green S Slate
K Pink U Blue
LG Light Green UG Turquoise
N Brown W White
0 Orange Y Yellow
P Purple

<II' lilt., ....

.. '"
,
',;
.I ....'
"""
....
" ""
4 • .1.... " ... """ ..

"
,, "
"
,
,,,, ,"" ; : -- : ...- .,:-
,.
.......

,
I

//
'/
"

I ,f ~ ~, "' , 1"
,
,. "
...
..................
..... ..
,
, I,"
" /
I "
I
II,'
",
" (

.
\ "
(

- - - .....
""" ,

,,
r - f, .... ....

.
, I Co
'/
(

'." ,,
I
I

,
,
- - - - - -'
....
I • \

,t
,\ '
,\. ......

- - - .:.-------------.:. - ~ - -- .• \.

41
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM _.-.iIII_ _ _ _ _ __

TRANSMISSION HARNESS
1. Main Harness Connector
2. FWD Solenoid
3. Buzzers
4. P.T.O. Switch (High)
5. P.T.O. Switch (Low)
6. P.T.O. Safety Start Switch
7. Dual Power Inhibitor Switch
8. Dual Power Solenoid
9. Safety Start Switch

42
------------------------CHAPTER14------------------------

•
1. . . . .---- W/R 1001 - - - - - - . ,

1...-_ _ _ _ _ _ _ _ _ _ WfY 1000

. . . - - - - - - - - - - - W/R 1001A
•
.----+__+-___________ Y 3020

.--_ _ _ _ _ YN 3022

,.-_ _ _ O/G 2045

y 3020 - - - - I - ( ........_....J .--~-----_+--+--------B57

........-----+--+--11'"- B 57A --+---4-_

1...----857 ------~
O/P2049 -1---11---1----___-1

•
2

e - I I - - - - - - -....+.~I__ O/G 2045A -+--+---..,

• O/K 2043

-H....~- O/G 20458 - - - - ; - - ' " " \

• Y/R2013 --~

53 53
•
•
316 316

43
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

44
------------------------CHAPTER14------------------------

Diagram 9
TRANSMISSION HARNESS
(Less Cab - North America)

Wiring Colour Codes

B Black R Red
G Green S Slate
K Pink U Blue
LG Light Green UG Turquoise
N Brown W White
0 Orange Y Yellow
P Purple

. ,, ,
.,. "' ,,"
" ~,I
~_
... "
v '" " ... . .
• ,.# '!Iio "'" "-
'!* ,. '" ."
,~,t
,
I',
I,

"
"
I',
I',
/'1 "
I,

I I,
I,
;.;.. ' ............... "'"
, I,

-it
",
,

.-l\
"'" ,...... Lo, "

,.,: .. - - {~-~-~ .= .= .= -=:

,_. ____ -' n
, I,
, .\ '"
I ' f , \ ""
I I \,
_ ..............._-_-_-_-_-_-~ _ _ J \' \I ._ .... .-
\,

45
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

TRANSMISSION HARNESS
1. Main Harness Connector
2. Dual Power Connector
3. Dual Power Solenoid
4. Dual Power Inhibitor Switch
5. Safety Start Switch

46
------------------------CHAPTER14------------------------

•
,..---.I-w-It------------
L -_ _ _ _ _ _ _ _ _ _ _ W/R 1001
WIY 1000

W/R 1001A
•
Y 3020

(_4
(_5
(_6
(_ 7

(_8
(.9
(.1
o~ B 57A

r---t-I-ill--t)t------w.)I------- Y 3020

1..--_ _ _ _ _ _ _- . . ) - - Y 3020A B 57

47
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

48
------------------------CHAPTER14------------------------

Diagram 10
ENGINE HARNESS
(With and Less Cab)

Wiring Colour Codes

B Black R Red
G Green S Slate
K Pink U Blue
LG Light Green UG Turquoise
N Brown W White
0 Orange Y Yellow
P Purple

@)-_ _----I

r •

13

49
- - - - - - - - - PART 3 - ELECTRICAL SYSTEM - - - - - - - - -

ENGINE HARNESS
1. Multi-pin Connector No.1
2. Multi-pin Connector No.2
3. Battery
4. Starter Solenoid
5. Thermostart
6. Starting Motor
7. Battery Temperature Sensor
8. Radio Suppresser
9. Alternator
10. Horn
11. Left Hand Headlamp (NASa)
12. Right Hand Headlamp (NASa)
13. Air Conditioning Clutch
14. Left Hand Headlamp
15. Right Hand Headlamp
16. Headlamp Connector
17. Engine Temperature Sender
18. Engine Oil Pressure Switch
19. Ai r Restriction Switch

50
 •

~e 0';
~~--!

~e
~ ~

ffie
~
lf'
e e
~r
II

II
 ~a
I\EW HOLLAI\D
New Holland North America, Inc., New Holland, PA
Printed in U.S.A.
Tractors
Series 10 CJ)
Series 30
Part 4-
Clutches
m
Part 5-
Transmission
Systems
JJ
Part 6-
Power Take-Off
Vol. 3
<
o
m
~

c
»
40001020-3 11/95
r Reprinted
 NOTE
Some of the information in this manual is reprinted from the previous Repair Manual as the
service information contained herein is equally applicable to the new Series 10 and Series
30 models. First check the appropriate section to see if the model has a specific chapter. If
no model is shown, the model numbers have been updated as follows:

From To

Ford 2600 Ford 2610

Ford 3600 Ford 3610, 2810, 3230, or 3430
Ford 4100 Ford 4110, 3910, or 3930
Ford 4600 Ford 4610, 4630
Ford 5600 Ford 5610
Ford 6600 Ford 6610
Ford 6700 Ford 6710
Ford 7600 Ford 7610, 7810*
Ford 7700 Ford 7710,8210**

Tractor models 7810 and 8210 have been added to this manual. Both tractors utilize the
401 CIO engine from the TW Series tractors. The engine repair information from the TW
Repair Manual is reprinted at the end of Section 1 for your benefit.

* The Model 7810 tractor is based on the Model 7610 tractor with the exception of a
modified, derated TW-5 engine. Repair procedures for the 7610 should be followed except
for the engine proper. Refer to the TW-5 material for engine repair. One important
exception must be noted. The Model 781 0 engine oil pump location and drive is the same
as the Model 7610.

** The Model 8210 tractor is based on the Model 7710 tractor with exception of a derated
TW-5 engine. Repair procedures for the 7710 should be followed except for the engine
proper. Refer to the TW-5 material for engine repair.

80th Models 7810 and 8210 utilize the same inline fuel injection pump used on the TW-5
tractor. Fuel delivery specifications vary. Any repair or adjustment must be carried out by
an authorized fuel injection repair service.

Ford New Holland, Inc.

 CONTENTS
Part 1 - Engine Systems ..................................... Vol. 1
Part 2 - Fuel Systems ........................................ Vol. 1
Part 3 - Electrical Systems
Chapter 1 to Chapter 8 .............................. Vol. 2A
Part 3 - Electrical Systems
Chapter 9 to Chapter 14 ............................. Vol. 28

Part 4 - Clutches . . . . . . . . . . . . .. . . . . . . . . . Vol. 3

Part 5 - Transmission Systems .......... Vol. 3
Part 6 - Power Take-Off ................. Vol. 3
Part 7 - Rear Axle & Brakes .................................. Vol. 4
Part 8 - Hydraulic Systems ................................... Vol. 4
Part 9 - Steering Systems .................................... Vol. 4
Part 10 - Front Axle .......................................... Vol. 5
Part 11 - Safety Cabs & Platforms ............................ Val. 5
Part 12 - Separating the Tractor .............................. Val. 6
Part 13 - Accessories & General .............................. Vol. 6
Part 14 - Model Derivatives ................................... Vol. 6
 PART 4
CLUTCHES

Chapter 1
SINGLE CLUTCHES
Section Page
A. SINGLE CLUTCHES DESCRIPTION AND OPERATION 1
B. SINGLE CLUTCHES-ADJUSTMENTS 3
C. SINGLE CLUTCHES-OVERHAUL 4

Chapter 2
DOUBLE CLUTCHES
Section Page
A. DOUBLE CLUTCHES-··DESCRIPTION AND OPERATION 1
B. DOUBLE CLUTCHES-ADJUSTMENTS 5
C. DOUBLE CLUTCHES-OVERHAUL 6

Chapter 3
SERVICING CLUTCH ASSOCIATED PARTS

Section Page
A. CLUTCH PILOT BEARING DESCRIPTION AND 1
OVERHAUL
B. CLUTCH RELEASE BEARING DESCRIPTION AND 2
OVERHAUL
C. CLUTCH RELEASE SHAFT BUSHINGS-OVERHAUL 4
D. CLUTCH PEDAL BUSHINGS-OVERHAUL 4

Chapter 4
SPECIFICATIONS AND SPECIAL TOOLS

Section Page
A. SPECIFICATIONS 1
B. SPECIAL TOOLS 3

(i)
I I
I I
I I

"
"
"
 PART 4
CLUTCHES
Chapter 1
SINGLE CLUTCHES
Section Page
A. SINGLE CLUTCHES-DESCRIPTION AND OPERATION 1
B. SINGLE CLUTCHES-ADJUSTMENTS 3
C. SINGLE CLUTCHES-OVERHAUL 4

A. SING CLUTCHES-DESCRiPTION AND OPERATION

All Ford Tractors, except the Ford 2600
and 3600 models with live P.T.O. utilise a
single plate clutch. The clutches are available
in 11 in. (279 mm), 12 in. (305 mm) and 13
in. (330 mm) diameters to suit the varying
model power requirements.
The single plate clutch disc, Figure 1,
incorporates friction linings on each side and
a splined hub which locates on the forward
end of the transmission input shaft. The disc
is installed between the flywheel and a
pressure plate and cover assembly which is
attached to the flywheel.
Frictional contact between the disc linings
and the surfaces of the flywheel and pressure
plate enables drive from the flywheel to
be transmitted via the clutch disc to the input
shaft of the transmission.
A clutch operating pedal is connected by a
rod to a lever and release shaft assembly on
which is mounted a fork. The fork engages a
sliding release bearing and hub assembly,
the bearing of which contacts the ends of
release levers in the pressure plate assembly.

NOTE: The clutch plate and cover assembly

installed on the Ford 2600 and 3600
Tractors is of the angle link type incorporating
three release levers. A conventional type of
clutch with four release levers is used on the
Ford 4100,4600, 5600, 6600, 6700, 7600
and 7700 models.

OPERATION
Figure 1
With reference to Figures 2 and 3.
Clutch Disc
In the clutch 'engaged' position the spring 1. Friction
loaded pressure plate forces the clutch disc 2. Splined Hub
into contact with the engine flywheel. 3. Torsion Damper Springs

1
---------------------PART4-ClUTCHES---------------------

figure 2 Figure 3
Clutch with Independent P.T.O. Drive- Clutch with Independent P.T.O. Drive-
Ford 4100 and 4600 Ford 5600, 6600, 6700, 7600 and 7700
1. P.T.O. Drive Hub 10. Release Lever 1. P.T.D. Drive 10. Transmission
2. Release 11 Transmission Plate Input Shaft
3. P.T.O. Input input Shaft 2. P.T.O. Input Shaft 11 . Release Bearing
4. Release Shaft 12. Flywheei 3. Release Lever 12. Cover
5. Nut 13. Pressure Plate 4. Anti-rattle Spring 13. Pressure Plate
6. Pivot Pin 14. Clutch Disc 5. Eyebolt Springs
7. Strut 15. Clutch Cover 6. Pivot Pin 14. Pressure Plate
8. Eyebolt 16. Pressure Plate 7. Strut 15. Clutch Disc
9. Anti-rattle Spring Springs 8. Nut 16. Flywheel
9. Release Shaft

Depression of the clutch pedal causes the
release shaft and fork to move the release
bearing forward and depress the pressure
plate release levers thus drawing the pressure
plate away from the clutch disc and releasing
the disc from contact with the flywheel. The
frictional drive to the transmission is thereby
disconnected to enable gearchanging to
take place.
After a gearchange is made and the clutch
pedal is released, a spring returns the pedal
to its free position and the release bearing
is drawn away from the release levers of the
pressure plate assembly.
The main springs of the pressure plate
assembly then re-assert pressure on the
plate moving it forward to press the clutch
disc into contact with the flywheel and
re-establish the drive to the transmission.
NOTE' The pressure plate and cover
assembly for the Ford 4100 and 4600
Tractors with Independent P. T. 0., Figure 2,
incorporates a splined hub, which is rivetted
to the pressure plate cover.
The hollow P. T. O. input shaft locates in
this hub thus the drive to the P. T. O. is
transmitted directly from the engine flywheel
and is independent of the normal transmission
clutch.
Independent P. 1. O. drive on the Ford
5600, 6600, 6700, 7600 and 7700 Tractors is
achieved in a different manner. For these
models the P. T. O. input shaft Figure 3,
passes through the hollow transmission
main drive input shaft and is splined into a
drive plate which is bolted to the engine
crankshaft.

2
------------------------CHAPTER1-----------------------

4 Figure 5
Clutch Pedal Linkage Adjustment- Clutch Pedal Linkage Adjustment-
Ford 2600, 3600, 4100 and 4600 Ford 5600, 6600 and 7600
With Straddle Mount Cab With Straddle Mount Cab
1. Locknut 1. Bracket
2. Split Pin 2. Pedal Stop Bolt
3. Clevis Pin 3. Split Pin
4. Clutch Control Rod Clevis 4. Locknut
5. Clutch Control Rod Clevis
6. Clevis Pin

B, SINGLE CLUTCHES-ADJUSTMENTS

The only single clutch adjustment required
is to check and, if necessary, adjust the
clutch pedal free travel. This is the amount
of pedal movement from the fully released
position to the point where resistance is
first encountered.
2. Turn the clevis to adjust the length of the
control rod until, on installation, the pedal
free travel is as specified, see 'Specifica-
tions' 4.

3. Replace the split pin and clevis pin and

Clutch Pedal Free Play Adjustment-
Ford 2600, 3600, 4100, 4600. 5600,
6600 and 7600 Tractors.
With reference to Figures 4 and 5.
1. Loosen the locknut and remove the split
pin and clevis pin from the end of the
clutch control rod.
tighten the locknut to the specified
torque, see 'Specifications' 4.
Ford Tractors With Straddle Mount
Cab:
lQr\ro(~~ the clutch pedal to take up the free
play, then depress the pedal a further
specified distance, see 'Specifications'
Chapter 4, and adjust the pedal stop bolt
to contact the bracket. Tighten the stop bolt
locknut to the specified torque, see 'Specifi-
cations' 4.

3
 C. SINGLE ClUTCHES-
OVERHAUL

REMOVAL

1. Separate the tractor between the

and the front transmission, see "SEPARA-
TING THE TRACTOR" Part 12.

Figure 6 2. Remove the bolts securing the clutch

Clutch Pedal Control pressure and cover assembly to
Ford 6700 and 7700 the flywheel and remove the pressure
1. Control Rod Locknut assembly together with the clutch
2. Clutch Pedal
3. Clutch Pedal Control Rod disc.
4. Control Rod Turnbuckle

I M PO RTANT: The bolts must be slackened

Clutch Pedal Free Play Adjustment- evenly and diagonally across the clutch to
Ford 6700 and 7700. prevent distortion of the cover.

With reference to Figure 6.

3. Remove a'ld retain the spacers (where

fitted) installed between the clutch
1. Loosen the clutch control rod turn cover and the flywheel.
buckle locknut.

2. the turnbuckle until the clutch

free play is as
DISASSEMBLY

To assist in the overhaul and adjustment of

the clutch pressure piate and cover assembly,
3. the locknut to the specified Tool Nos. SW128 or SW510 and SW511
4. are avaiiable in Service.

4-
------------------------CHAPTER1-----------------------

Figure 7
Clutch Pressure Plate Assembly Overhaul and Adjustment -Tool No. SW128
1. Base Plate-SW12B/15 12. Bolt-SW12B/24
2. Bridge Spider-SW12B/14 13. Centre Spacer-SW12B/5
3. Actuator Assembly-SW12B/28 14. Piilar Spacer-SW12B/1
4. Actuator Cam Platform Extension- 15. Centre Spacer-SW12B/4
SW12B/20 16. Centre Spacer-SW12B/7
5. Riser Spacers-SW12B/9 17. Centre Spacer-SW12B/3
6. Washer-SW12B/26 18. Centre Spacer-SW12B/2
7. Bolt-SW12B/23 19. Centre Spacer-SW12B/6
8. ~ashers-SW12B/27 20. Gauge Finger Body-SW12B/11
9. DIsc Spacers-SW12B/8 21. Gauge Finger-SW21 8/13
10. Disc Spacers-SW12B/1 0 22. Locknut-SW12B/12
11. Bolt-SW12B/25

DISASSEM BlY USING TOOL NO.
SW12B-FORD 2600 AND 3600
With reference to Figures 7, 8 and 9.
1. Clean the pressure plate and cover
assembly thoroughly then locate the
assembly centrally on the base plate and
securewith six 80ltsTooi No. SW12B/24.
2. Use a screwdriver to press down on the
lower slotted end of each release lever
retaining clip and using a pair of thin nose
pliers, pull the clip from under the head
of the release lever adjusting screw.
Discard and install new clips on re-
assembly.

NOTE: Disc spacers are not required between 3. Slacken the adjusting screw locknuts
the pressure plate and the base plate during and tighten the screws into the pressure
disassembly. plate until the angle links become loose.

5
 Figure 8 Figure 9
Disconnecting the Release Lever Angle Links Clutch Plate Mounted on Base Plate of
Tool No. SW12B
1. Actuator Assembly-Tool No. SW1 '2B//..8 1. Release Lever Clip
2. Angle Link 2. Release Lever Adjusting Screw
3. Bridge Spider-Tool No. SW12B/14 3. Bolts-Tool No. SW12B/24
4. Spring Retainer 4. Base Plate Too! No. SW12B/15

4. Place the Bridge Spider, Tool No. 6. Remove the actuator assembly from the
SW12Bj14 under the base plate. Install base plate spider then remove the spring
Actuator Assembly, Tool No. SW128j28 retainer, coil springs and angle links,
into the bridge spider and tighten until a Figure 10.
gap of approximately 0·25 in. (6 mm)
exists between the spring retainer and the
cover.

7. Remove the adjusting screw, locknuts

and flat washers, then unscrew the cover
to base plate retaining bolts and separate
I M PO RTANT: Ensure the cam of the Actua-
the pressure plate from the cover and
tor Lever, Tool No. SW 128 j 28 is 0 ver centred.
release lever assembly.
Failure to observe this precaution may cause
the springs to force the lever upwards.

IMPORTANT: Do not remove the release

5. Push down on the angle links and disen lever pivot pins or attempt to disassemble
gage them from the spring retainer. the release levers from the cover as these
Tighten or loosen the actuator assembly components are serviced as a complete
to facilitate release of the links. assembly.

6
------------------------CHAPTER1------------------------

Figure 10
Single Clutch Assembly-Ford 2600 & 3600

1. Release Lever 6. Locknut

2. Release Lever Retaining Clip 7. Adjusting Screw

3. Pressure Plate Cover 8. Angle Link

4. Pressure Plate 9. Spring Retainer

5. Washer 10. Spring

1
 PART4-ClUTCHES---------------------

figure 11
Universal Clutch Fixture Tool No. SW51 0

1. Spacer Gauge-11 in. (279 mm) Clutch- 7. Fixture Base - Tool No. SW51 0-60
Tool NO.SVV510-5B
8. Shim Spacer-12 in. (305 mm), 13 in.
2. Spindle Nut-Tool No. SW51 0-9 (330 mm) Clutch-Tool No. SW510-67D

3. AmplexThrustWasher- Tool No. SW51 0-13 9. Adapter Plate-Tool No. SW51 0-68

4. Spring Compressor Bridge-Tool No. 10. Fixture Spindle-Tool No. SW51 0-62
SW51 0-3
11 . Spacer Gauge-12 in. (305 mm) Clutch-
5. Release Lever Gauge-Tool No. SW51 0-2 Tool No. SW51 0-50

6. Spacer Gauge-11 in. (279 mm) Clutch- 12. Spacer Gauge-13 in. (330 mm) Clutch
Tool No.SW510-5A Tool No.SW510-5C

8
------------------------CHAPTER1------------------------
Figure 12
and Base Plate of Tool No. SW51 0
-.nll<1n,,,,
1 Spindle-Tool No. SW51 0-62
2. Base Plate-Tool No. SW51 0-60
3. Bolt-Tool No. SW51 0-70
4. Spacer No. SW51 0-69
DISASSEMBLY USING TOOL NO.
SW510 AND ADAPTOR KIT TOOL
NO. SW511 FORD 2600 AND 3600
NOTE: Adaptor Kit Tool No. SW511
consists of Spacer Clamp, Tool No.
SW510-69, Clamp Bolts, Tool No.
SW510-70, Nut, Tool No. SW510-71 and
Washer, Tool No. SW510-72.
With reference to Figures 11 and 12.
1. Insert the serrated end of the Fixture
Spindle, Tool No. SW51 0-62 into the
hub of the Fixture Tool No.
SW51 0-60. Position the fixture base
on edge and install the Washer, Tool
No. SW510-66 (not shown) and Jam
Nut, Tool No. SW51 0-65 (not shown)
on the end of the spindle that protrudes
from the bottom of the base. Tighten the
nut until the spindle bottoms firmly in
the hub.
2. Thoroughly clean the mating surfaces
on the clutch pressure plate and cover
assembly.
Figure 13
Disconnecting the Release Lever Angle Links
1. Spring Compressor Bridge-Tool No.
SW51 0-3
2. Spindle-Tool No. SW51 0-62
3. Thrust Washer-Tool No. SW51 0-13
4. Spindle Nut,- Tool No. SW51 0-9
3. Install three Bolts, Tool No. SW51 0-70,
with three Washers, Tool No. SW51
(not shown)through the bottom of the
fixture base and position the Spacer
Clamps, Tool No. SW51 0-69, flat side
downwards.
4. Place the assembled clutch pressure
plate and cover assembly on the fixture
and centrally between the spacer clamps.
5. Use a screwdriver to press down on the
lower slotted end of each release lever
retaining clip and using a pair of thin
nose pliers, pull the clip from under the
head of the release lever adjusting
screw.
Discard and install new clips on re-
assembly.
6. install the Spring Compressor Bridge,
Tool No. SW51 Washer, Tool No.
SW51 0-13 and Spindle Nut, Tool No.
SW51 13.
GlllllllilllIIIIIIIlIIIIIII-.IIIIIIII1IIIIIIIIIIIIII1IIIIIIIIIIIIII1IIIIIIIIIIIIII1IIIIII_1lifI1I8111111111B'1 PART 4- C l.UTe H ES 1IIIIIII1IIIIII1IIIIIIIIIIIIII_1IIIIIII1IIIIII1IIIIIII1IIIIII1IIIIIII1IIIIII1IIIIIII1IIIIII_ _ _1IIIIIII1IIIIII1B1

DISASSEMBLY USING TOOL NO.

SW12B-FORD 4100, 4600, 5600, 6600,
6700, 7600 and 7700.

With reference to Figures 7 and 15.

1. Clean the pressure plate and cover

assembly thoroughly then locate the
assembly centrally on the base plate
with the four clutch Disc Spacers, Tool
Nos. SW12B/8 or SW12B/1 0 between
the pressure and the base of the
tool.

Figure 14 NOTE: Spacers Tool No. SW128/8 are

Clutch Plate and Springs used when servicing an 11 in (279 mm)
1. Spring clutch whilst Spacers Tool No. SW128/ 10
2. Angle Link
3. Locknut are used for 12 in. (305 mm) and 13 in
4. Adjusting Screw (330 mm) clutches.

7. Slacken the adjusting screw locknuts

and tighten the screws into the pressure 2. Secure the assembly to the base plate
plate u ntH the release levers become with the eight special tool bolts.
loose.

8. Tighten the spindle nut and compress

the springs until a gap of 0·25 in. (6 mm) NOTE: Use special Bolts, Tool No.
exists between the spring retainer and SW12B /24, with an 11 in. (279 mm)
cover. Push down on the angle links and clutch and Bolts Tool No. SW128/25, with
disengage them from the spring retainer. 12 in (305 mm) and 13 in. (330 mm)
Tighten or loosen the spindle nut to clutches. Tighten the bolts evenly and
facilitate release of the links. diagonally across the clutch.

9. Carefully loosen the spindle nut and

remove the spring compressor bridge 3. On the 12 in. (305 mm) and 13 in. (330
and withdraw the spring retainer. mm) clutch assemblies, punch the
ferrules clear of the drive strap bolt
10. Remove the pressure plate and heads and remove the bolts using a
the angle links, Figure 14. socket through the holes in the cover.

11. Remove the adjusting screws, locknuts

and flat washers and separate the cover On the 13 in. (330 mm) cover assemblies
assembly from the pressure plate. remove the release lever thrust plate
retaining springs and withdraw the plate.

IMPORTANT: Do not remove·the release

lever pivot pins or attempt to disassemble
the release levers from the cover as these 4. Prise the staked portion of the release
components are serviced as a complete lever eyebolt nuts from the slots in each
assembly. eyebolt and remove the nuts.

10
 Figure 15
13 in. (330 mm) Clutch Mounted on Base Plate of Tool No. SW12B
1. Eyebolt Nut 5. Disc Spacer-Tool 9. Bolt-Tool No.
2. Eyebolt No. SW12B/1 0 SW12B/25
3. Pivot Pin 6. Ferrule 10. Base Plate-
4. Pressure Plate 7. Drive Strap Bolt SW12B/15
8. Pressure Spring 11. Release Lever

5. Gradually slacken the bolts the

pressure plate cover to the base plate
of the tool until all spring pressure is
released then remove the bolts and the
pressu re plate cover.

NOTE: The bolts must be slackened evenly

and diagonally across the clutch to prevent
distortion of the cover.

6. Remove the coil springs from their

locations on the pressure plate.

7. Hold the inner ends of the release levers,

Figure 16, upwards against the eyebolts
and move the struts until the
and release levers can be removed from Figure 16
the pressure plate. Release Lever Removal
1.
2. Plate
8. Withdraw the eyebolts from the release 3. Strut
levers and remove the pivot pins. 4. Release Lever

11
- - - - - - - - - - PART 4-ClUTCHES _ _ _IIIIIIIIIIIIIII_IIIIJIIIIIIIIII_ _ _1IIIIIIIIIIIlII

DiSASSEM BlY USiNG TOOL NO. 3. Thoroughly dean the mating surfaces on
SW510-FORD 4100, 4600,5600,6600, the dutch pressure plate and cover assem-
6100.1600 AND 1100 bly.

With reference to Figure 11.

1. I nsert the serrated end of the Fixture
Spindle, Tool No. SW51 0-62, intothe hub
of the Fixture Base, Tool No. SW51 0-60.
Position the fixture base on edge and
install the Washer, Tool No. SW51 0-66
(not shown) and Jam Nut, Tool No.
SW51 0-65 (not shown) on the end ofthe
spindle protrudes from the bottom
of the base. Tighten the nut until the
spindle bottoms in the hub.
2. Bolt the assembled fixture base to a work
bench.
4. Place the assembled clutch pressure
plate and cover assembly on the fixture
base. I nstall the adapter plate, the bridge,
the thrust washer, and the spindle nut
as shown in Figure 17. Relieve the spring
tension on the release levers by tightening
the spindle nut until the clutch cover is
drawn to the fixture base. During disas-
sembly it will not be necessary to install
the clutch cover-to-flywheel bolts, al-
though they are shown installed. To
prevent distortion of the clutch cover,
do not overtighten the spindle nut.

I M PO RTANT: Ensure the mounting area

is level and the mounting bolts are torqued NOTE: The step on the base of the fixture
equally to eliminate the possibility of warp- substitutes for the clutch disc assembly,
ing the fixture. therefore the disc is not required when
using the Universal Clutch Fixture.

5. Prise the staked portion of the release lever

eyebolt nuts from the slots in each eye-
bolt and remove the nuts. On the 12 in.
(305 mm) and 13 in. (330 mm) dutch,
it will be necessary to remove the drive
strap locking ferrule bolts, shown in
Figure 15, in addition to removing the
eyebolt nuts. Remove the locking ferrule
bolts before removing the eyebolt nuts.

6. Separatethe cI utc h coverfrom the pressu re

plate by removing the spindle nut, the
thrust washer, the bridge and the
Figure 11
adapter plate.
11 in. (279 mm) Clutch Mounted in
Fixture Base of Tool No. SW51 0
1. Thrust Washer
2. Bridge 7. Remove the clutch pressure release
3. Adapter Plate springs from the pressure plate, then
4. Pressure Plate Lug remove the release lever struts, the
5. Cover to Flywheei Bolts
eyebolts and the release levers by
6. Fixture Base
7. Identification Marks applying pressure to the levers and eye-
8. Cover bolts as shown in Figure 16. Remove the
9. Spring Cups eyebolts from the levers and the pivot
10. Release Lever Eyebolt Nut
11. Spindle Nut pins from the eyebolts.

12
------------------------CHAPTER1------------------------

I__ ------------{D

Figure 18
Single Clutch Setting Procedure-Ford 2600 & 3600
1. Pillar Spacer-Tool No. SW12B/1 4. Gauge Finger Body-Tool No. SW12B/11
2. Bridge Spider-Tool No. SW12B/14 5. Gauge Finger-Tool No. SW12B/13
3. Centre Spacer-Tool No. SW12B/7 6. Locknut-Tool No. SW12B/12

INSPECTION AND REPAIR RE-ASSEMBLY-FORD 2600 AND

3600
1. Inspect the clutch disc to ensure the
linings are not loose, cracked, worn or Prior to re-assembly coat the following
contaminated by oil. Check the rivets components with a silicon base grease as
are secure. If signs of overheating due to specified:
clutch slippage or excessive wear are
evident, the disc must be discarded and
a new one installed.

• All contact points between the angle links

1M PORTANT: Investigate the source of and the spring retainer.
any oil or grease on the facings and rectify
before installing a new disc.

2. Examine the pressure plate assembly • Between the angle links and the release
to ensure the release levers are free to levers.
operate smoothly and the pressure plate
and springs are not discoloured due to
overheating. Check the face of the pres-
sure plate for cracks, scoring or distortion.
Discard and replace any faulty parts. • The sides ofthe pressure plate driving lugs.

NOTE: Do not attempt to re-assemble

or adjust the clutch cover assembly without
the use of the recommended service tools. • The release lever pivot pins.

13
_ _ _ _ _ _ _ _ _ _ _ PART 4-ClUTCHES - - - - - - - - - - -
RE-ASSEMBlY USING TOOL NO.
SW12B FORD 2600 AND 3600
Re-assembly of the Ford 2600 and 3600
single clutch assembly follows the dis-
assembly procedure in reverse. Prior to
installation of the C-shaped release lever
clips observe the following setting procedure.
SINGLE CLUTCH SETTING
PROCEDURE-FORD 2600 AND 3600
1. Install the Pillar Spacer, Tool No.
SW12Bj1, in the Bridge Spider. Locate
the Centre Spacer, Tool No. SW12Bj7,
Gauge Finger Body, Tool No. SW12Bj11,
Gauge Finger, Tool No. SW12Bj13 and
Locknut, Tool No. SW12B/12 on the
pillar spacer, Figure 18. Ensure the ground
side of the gauge finger is facing down-
wards.
2. Rotate the finger over each release lever
and where necessary turn the adjusting
screw until each release lever just touches
the gauge finger.
3. Tighten the adjusting screw locknuts to
the correct torque, see "Specifications"
-Chapter 4, then re-check the height
of each release lever. Remove the centre
pillar spacer and finger gauge assembly.
RE-ASSEMBLY USING TOOL NO.
SW510-FORD 2600 AND 3600
Re-assembly of the Ford 2600 and 3600
sing'le clutch assembly follows the dis-
assembly procedure in reverse. Prior to
installation of the C-shaped release lever
clips observe the following setting procedure.
14
SINGLE CLUTCH SETTING
PROCEDURE-FORD 2600 AND 3600
1. Place the partially assembled clutch on
the tool fixture base and spindle assembly.
2. Install the Release Lever Gauge, Tool No.
SW51 0-2, on the spindle. Centre the
clutch on the base by rotating the gauge.
Remove the release lever gauge.
3. Install the Spring Compressor Bridge,
Tool No. SW510 3, Washer Tool No.
SW510-13 and Spindle Nut, Tool No.
SW510-9.
4. Tighten the spindle nut to compress the
clutch until the clutch cover touches the
fixture base.
5. Install the Spacer Clamps, Tool No.
SW51 0-69, Washers, Tool No.
SW51 0-72, Nuts, Tool No. SW51 0-·71
and Bolts, Tool No. SW51 0-70. Ensure
the clamps are flat face uppermost.
6. Removethespindle nut, washer and spring
compressor bridge and install the Gauge
Spacer, Tool No. SW51 0--5K and Release
Lever Gauge, Tool No. SW51 0--2, on the
spindle.
7. Rotate the gauge over each release lever
and where necessary turn the adjusting
screw until each release lever just touches
the gauge foot, Figure 19.
8. Tighten the adjusting screw locknuts to
the correct torque, see "Specifications"
-Chapter 4, then re-check the height of
each release lever.
Remove the release lever gauge and
spacer.
 Figure 19 Figure 20
Single Clutch Setting Procedure- Ford 2600 13 in. (330 mm) Clutch Pressure Spring
and 3600 Identification-Ford 4600 Tractors
1. A- Green/Lavender Coloured Spring
2. Fixture No. SW51 0-62 8- Coloured Spring
3. Locknut C-No Spring
4. Release Lever Gauge-Tool No. SW51 0-2

RE-ASSEMBlY-FORD 4100, 4600, RE-ASSEMBlY USING TOOL NO.

5600, 6600, 6700, 7600 AN D 7700. SW12B-FORD 4100, 4600, 5600, 6~OO,
6100 1600 AN D 7700
I

Re-assembly of the single clutch assembly

Prior to re-assembly coat the following
follows the disassembly procedure in reverse.
components with a silicon base grease as
When using Tool No. SW12B to re-assemble
specified:
the single clutch assembly, observe the
following requir~ments:
• The plain end of the eyebolts.

• The eyebolt nut seats in the cover.
@ The overall length of the release lever
pivot pins.
• Two different types of spring are required
for the 13 in. (330 mm) clutch installed
as an option for the Ford 4600 Tractor.
The springs are identified and their relative
positions indicated in Figure 20.

• The contact of the release lever

struts.
* The sides of the drive lugs on the 11 in.
(279 mm) clutch pressure plate.
* The tips of the release levers on
installation of the release lever thrust
plate.
• On the 12 in. (305 mm) and 13 in.
(330 mm) assemblies, insert new
locking ferrules and drive bolts into the
drive straps and tighten to the specified
torque, see "Specifications" -Chapter
4, ensuring the ferrules are correctly
located in the straps and pressure plate,
Punch the ferrules to lock the bolt
heads in position.

15
 SINGLE CLUTCH SETTING
PROCEDURE-FORD 4100, 4600,
5600, 6600, 6100, 7600 AN D 1100
1. Locate the Actuator Cam Platform
Extension, Too! No. SW12B/20, on the
threaded pillar of the actuator with the
flange of the extension facing down ~
wards. Screw the actuator into the
Spider, Tool No. SW12B/14, of the tool
base until the flange of the extension
contacts the clutch release levers,
Figure 21.
2. the handle of the actuator to
the clutch release levers and
repeat several times to settle the clutch
mechanism. Remove the actuator and
extension.
21
Settling Clutch Mechanism 3. Locate the Pillar Tool No.
1. Actuator Cam Platform Extension Tool No. SW12B/1, in the Bridge Spider, Tool,
SW12B/20 No. SW12B/14, of the tool base and
2. Clutch position the appropriate centre spacer
3. Base No. SW12B/15 over the pillar, Figure 22.
4. Actuator-Too! No. SW12B/28

Figure 22
Adjusting Clutch Pressure Plate Release Levers Using Tool No. SW12B
1. Locknut-SW12B/12 6. Disc Spacer-SW1 a
2. Finger-SW12B/13 7. Base Plate-SW1
3. Gauge Body- 8. Pressure Plate
SW12B/1 9. Eyebolt Nut
4. Centre Spacer-SW12B/4 10. Release Lever
5. Bridge Spider-SW12B/14 11. Pillar Spacer-SW12B/1

16
-------------------------CHAPTER1------------------------
Centre spacers are specified for use with
the clutches as follows:
Type of Clutch Centre Spacer
Tool No.
11 in. (279 mm) Clutch
-with Independent P.T.O. SW12B/2
11 in. (279 mm) Clutch SW12B/3
12 in. (305 mm) Clutch SW12B/4
13 in. (330 mm) Clutch SW12B/6
4. Place the Gauge Finger Body, Tool No.
SW12B/11, over the pillar and install
the Gauge Finger, Tool No. SW12B/13,
with the ground side facing downwards.
Secure with the Locknut, Tool No.
SW12B/12, as shown in Figure 22.
5. Rotate the finger over each release lever
in turn and where necessary adjust the
eyebolt nut until each release lever just
touches the gauge finger. Remove the
centre pillar spacer and finger gauge
assembly.
6. Lock the eyebolt nuts of the clutch by
staking the cylindrical portion of the nut
into the slot in the eyebolt.
7. On the 13 in. (330 mm) clutch install
the release lever thrust plate and
retaining springs.
8. Remove the coverto base plate retaining
bolts and lift the pressure plate and cover
assembly from the base plate. The
pressure plate and cover sssembly is
now ready for installation in the engine.
17
RE-ASSEMBLY USING TOOL NO.
SW510-FORD 4100, 4600, 5600, 6600,
6700, 7600 AN D 7700
Re-assembly of the single clutch assembly
follows the disassembly procedure in reverse.
When using Tool No. SW51 0 to re-assemble
the single clutch assembly, observe the
following requirements:
• Two different types of springs are
required for the 13 in. (330 mm) clutch
installed as an option for the Ford 4600
Tractors. The springs are identified
and their relative positions indicated in
Figure 20.
• Rotate the assembly on the fixture base
until the bolt holes in the clutch cover
align with the mating holes in the fixture
base, then drop the clutch cover-to-
flywheel bolts into place. The bolts
are to be used as guides during this stage
of assembly and need not be tightened.
• On the 12 in. (305 mm) and 13 in. (330
mm) clutches, it will be necessary to
install one Shim Spacer, Tool No.
SW51 0-676, under the clutch cover
at the location of each clutch cover- to-
flywheel bolt, Figure 23, before dropping
the bolts into place.
• On the 12 in. (305 mm) and 13 in. (330
mm) clutches, install the drive strap
locking ferrules and ferrule bolts but
do not tighten.
• Tighten the clutch cover-to-flywheel
bolts equally and in diagonal sequence.
On the 12 in. (305 mm) and 13 in.
(330 mm) clutches, tighten the drive
strap locking ferrule bolts to the
specified torque, see "Specifications"
Chapter 4.
--------------------PART4-CLUTCHES---------------------

2. Install the release lever eyebolt nuts.

Rotate the release lever gauge over each
release lever in turn and where necessary
adjust the eyebolt nut until each release
lever just touches the gauge.

When adjusting the 13 in. (330 mm)

clutch, be sure the release lever plate is
attached to the release levers,
23. On this clutch the gauge should just
touch ali the way around the release
lever plate.
""InI""''''' 23
Adjusting Release Levers on a 13 in. (330 mm)
Clutch Using Tool No. SW51 0
1. Anti-rattle Spring
2. Release Lever Eyebolt Nut
3. Identification Marks
4. Shim Spacers
5. Drive Strap Locking Ferrule Bolt
6. Retaining Spring
7. Release Lever Plate 3. After the levers are adjusted stake the
8. Release Lever Gauge Tool No. SW51 0-2 cylindrical portion of each eyebolt
nut into the slot of each eyebolt.
SINGLE CLUTCH SETTING
P R OC ED U R E- FO R D 4100,4600,
5600, 6600, 6100, 7600 AN D 1100

1. Remove the spindle nut, the thrust

washer, and the bridge. I nstall the
applicable Gauge Spacer, (see following
listing) and the Release lever Gauge,
Tool No. SW51 0-2, Figure 24. Install
the gauge spacer with the identification
number facing upwards.
Gauge Spacer
Type of Clutch Tool No.
4. Remove the release lever gauge and the
gauge spacer. Re-install the adapter
plate, bridge, thrust washer, and the
spindle nut as shown in Figure 17.
Tighten the spindle nut fingertight, then
remove the clutch cover-to-flywheel
bolts.

11 in. (279 mm) SW510-5A

Clutch-With 0·200 in. (5'1 mm)
Independent
P.T.O.
11 in. (279 mm) SW51 0-58
Clutch 0·255 in. (6·5 mm)
12 in. (305 mm) SW51 0-50 Remove the clutch from the fixture by
Clutch 0·550 in. (14'0 mm) removing the spindle nut, the thrust
13 in. (330 mm) SW510-5C washer, the bridge, and the adapter
Clutch 0·467 in. (11 ·9 mm) plate. The clutch is now ready for
installation on the flywheel.

18
------------------------CHAPTER1------------------------

Figure 24 Figure 25
Adjusting Release Levers on an 11 in. (279 mm) Clutch Assembly I nstaliation
Clutch Using Tool No. SW51 0
1. Re!ease Lever Gauge Tool No. SW51 0-2 1. Spacer 3. Tool No. SW13-1
2. Clutch Cover to Flywheel Bolts 2. Clutch Cover
3. Identification Marks
4. Gauge Spacer
5. Release Lever Eyebolt and Nut

INSTAllATION 3. Locate the dutch assembly on the fly-

IMPORTANT: When installing a new
pressure plate or cover assembly, the
pressure plate friction face must be wiped
clean with white spirit to remove the protec-
tive film.
wheel and install the spacers (where
fitted) between the flywheel and the
dutch cover, Figure 25. Install the bolts
and washers and tighten to the specified
torque, see "Specifications"
4.

1. Lightly lubricate the hub splines of the

4. Remove the locator tool from the clutch
transmission input shaft with the speci-
disc.
fied grease, see "Specifications" -Chap-
ter 4.

2. Position the dutch disc on the flywheel
with the marked face and damper springs
towards the flywheel.
Ford 2600, 3600, 4100 and 4600:
Use locator, Tool No. SW13-1,
centralise the disc.
Ford 5600, 6600, 6700, 7600 and 7700:
Use Locator, Tool No. SW14, to centralise
the disc.
5. Re-connect the engine to the front
transmission assembly as described in
'SEPARATING THE TRACTOR'-Part
12.
to
6. Check and adjust the pedal free play and
confirm there is sufficient pedal travel
to ensure total release of the clutch
when the is fully depressed.

19
---------------------PART4-CLUTCHES---------------------

20
 PART 4
CLUTCHES
Chapter 2
DOUBLE CLUTCHES
Section
A. DOUBLE CLUTCHES-DESCRIPTION AND OPERATION
B. DOUBLE CLUTCHES-ADJUSTMENTS
C. DOUBLE CLUTCHES-OVERHAUL
A. DOUBLE CLUTCHES-DESCRIPTION AND OPERATION
The double clutch, as installed on the Ford
2600 and 3600 models with live P.T.O.,
permits the drive to be disconnected from the
main transmission to facilitate gear changes
without stopping the drive to the P.T.O.
In the double clutch, an 11 in. (279 mm)
diameter transmission clutch disc transmits
the drive from the engine to the input shaft
ofthetransmission whilstan 8·5 in. (216 mm)
diameter P.T.O. clutch disc transmits the drive
to the P.T.O. input shaft Figure 1.
1
Page
1
5
6
The double clutch is attached to a recessed
flywheel, Figure 2, by six dowel bolts which
pass through both the cover and three pairs
of ears located on the periphery of an
intermediate pressure plate.
The transmission clutch disc and pressure
plate are located within the flywheel recess
and three lugs on the transmission pressure
plate locate between the ears of the
intermediate pressure plate. Torque is
transmitted from the flywheel to the trans-
mission pressure plate via the intermediate
pressure plate.
--------------------PART4-ClUTCHES---------------------

figure 1
Double Clutch Components and Transmission Clutch Disc
1. Transmission Clutch Disc 11. Split Pin
2. Transmission Pressure Plate 12. Clip
3. Transmission Clutch Springs 13. Release Lever
4. P.TO. Clutch Disc 14. Strut
5. p.Ta. Clutch Springs 15. p.T.a. Pressure Plate Connecting Link Pin
6. Transmission Pressure Plate Connecting 16, Transmission Pressure Plate Connecting
Links Link Pin
7. Snap Ring 17. p.T,a. Pressure Plate Connecting Link
8. Split Pin 18. Cover
9. Spacer 19. p.Ta. Pressure Plate
10. Shims 20, I ntermediate Pressure Plate

The P.T.D. clutch disc is located between Three release levers pivot on
the intermediate pressure plate and the fulcrum brackets which are attached to the
P.T.O. pressure plate. r'll"t;'CC'Qri steel cover by rivets. One rivet per

lever extends upwards to act as a position

Threelugsonthe P.T.O. pressureplateengage
with slots in the pressed steel cover. Torque
is transmitted from the flywheel to the P.T.O.
pressure plate via the cover.
post. The release levers actuate the trans-
mission pressure plate through struts and
pairs of links which are attached by pins
to the drive lugs of the transmission pressure

2
_ _ _ _ _ _ _ _ _ _ _111111111111_ _ _ CHAPTER 2 IIIIIIIIIIIIII--________________IIIIIIIJIIIIIII_

Figure 2
Double Clutch Installation

1 . P.T.O. Clutch Disc 11. P.T.D. Pressure Plate Link Pin

2. P.T.O. Clutch Spring 12. Transmission Pressure prate Link Pin
3. P.T.O. Pressure Plate 13. Transmission Pressure Plate Link
4. Release Lever Adjusting Screw 14. Intermediate Pressure Plate
5. Position Post 15. Transmission Pressure Plate
6. Release Lever 16. Transmission Clutch Disc
7. Socket-Headed Adjusting Screw 17. Flywheel
8. Strtlt 18. Cover
9. Fulcrum Bracket 19. Transmission Clutch Spring
10. P.T.O. Pressure Plate Link

3
---------------------PART4-ClUTCHES----------------------
Figure 3
Power Flow Through the Double Clutch
1. Clutch Pedal
2. P.T.O. Input Shaft
3. Transmission Input Shaft
4. P.T.O. Pressure Plate
The P.T.D. pressure connecting links
are located between the transmission plate
links and are attached to the P.T.O. pressure
plate by pins which pass through slotted
holes in the transmission plate links.
The release lever struts bear on
socket-headed screws located in the tops
of the P.T.O.pressure plate links.
Hardened, headed screws, located
at the inner ends of the release levers, provide
adjustment for the levers.
Adjusting the socket-headed sc::rews alters
the gap between their hardened ends and
the release lever struts. This gap determi nes
how far the release levers travel before they
actuate the P.T.O. clutch pressure plate.
4
5. P.T.O. Clutch Disc
6. Transmission Clutch Pressure Plate
7. Transmission Clutch Disc
8. Flywheel
OPERATION
With reference to Figure 3.
When both clutches are engaged, View 'A',
the drive from the engine is transmitted to
both the transmission input shaft and the
P.T.O. input shaft. By depressing the clutch
pedal approximately half way the transmis-
sion clutch pressure plate is withdrawn, View
'B'. This releases the transmission clutch
disc from the flywheel and disconnects the
drive to the transmission. The P.T.G. clutch
is still engaged thus maintaining the drive
to the P.T.O. whilst transmission gear
changes are being made.
Byfullydepressing the clutch pedal the P.T.O.
pressure plate is also withdrawn, View 'C',
thereby releasing both the transmission disc
and the P.T.O. disc and disconnecting the
drive to the transmission and P.T.O.
------------------------CHAPTER2------------------------
B. DaUB CLUTCH ES-ADJ USTM ENTS

The only double clutch adjustment required 3. Replace the split pin and clevis pin and
is to check and if necessary, adjust the clutch tighten the locknutto the specified torque,
pedal free travel. see 'Specifications' -Chapter 4.

This is the amount of pedal movement from

the fully released position to the where
resistance is first encountered. Ford 2600 and 3600 With Straddle Mount
Cab:
Double Clutch Pedal Free Play Adjust-
ment- Ford 2600 and 3600 With live
P.T.O.
Depress the clutch pedal to take up the free
With reference to Figures 4 and 5. play, then depress the pedal a further
specified distance, see 'Specifications'
1. Loosen the locknut and remove the split Chapter 4, and adjust the pedal stop bolt
pin and clevis pin from the end ofthe clutch to contact the bracket.
control rod.

2. Turn the clevis to adjust the length of the

control rod u ntH, on installation, the pedal Tighten the stop bolt locknut to the
free travel is as see torque, see 'Specifications'-
tions' -Chapter 4. Chapter 4.

Figure 4 Figure 5
Double Clutch Pedal Linkage Adjustment Doub!e Clutch Pedal Linkage Adjustment with
Straddle Mount Cab
1. Locknut 1. Bracket
2. Split Pin 2. Pedal Stop Bolt
3. Clevis Pin 3. Split Pin
4. Clutch Control Rod Clevis 4. Locknut
5. Clutch Control Rod Clevis
6. Clevis Pin

5
--------------------PART4-ClUTCHES--------------------

C. DOUBLE CLUTCHES-OVERHAUL

REMOVAL DISASSEMBLY

1. Separate the tractor between the engine No attempt should be made to overhaul a
andthefronttransmission, see'S EPARAT ~ double clutch assembly without using the
ING THE TRACTOR'-Part 12. special Tool Nos. SW12B or SW51 0 which
have been developed for this purpose.

Basically these are the same tools, with the

2. Using Compressor Tool No. SW13A/b
(where available), each release
lever of the double clutch and install the
Hold-Down Clip, Tool No. SW13A/g,
Figure 6.
addition of adaptors, which are used to
overhaul the single clutches as described
in Chapter 1 -Section C.

The following disassembly and re-assembly

sections cover the use of both Tool Nos.
SW12B and SW510 which incorporate the
3. Support the double clutch and remove the requisite adaptors.
ciutch-to-flywheel retaining bolts. With-
draw the double clutch assembly and the
transmission clutch disc from the fly-
wheel.

DISASSEMBLY USING
TOOL NO. SW12B
With reference to Figures 7 & 8.
1. Thoroughly clean the clutch assembly
and tool. Mark the three pressure plates
and the cover to facilitate re-assembly.

2. Place three transmission Disc Spacers,

Tool No. SW12B/8, on the Base Plate,
Tool No. SW12B/15. Locate a spacer
adjacent to each pair of fixing bolt
holes.

Figure 6
Installing Release Lever Hold Down Clips 3. Install the double clutch assembly on
1. Release lever Hold Down .... ,"uO">-- the spacers and insert Riser Spacers,
Tool No. SW13Ajg Tool No. SW12B/9, between the
2. Release Lever intermediate pressure plate and the base
3. Split Pin
4. Release Lever Compressor- plate of the tool. Position a riser spacer
Tool No. SW13Ajb at each of the fixing bolt locations.

6
------------------------CHAPTER2------------------------

Figure 7
Clutch Pressure Plate Assembly Overhaul and Adjustment Tool No. SW12B

1. Base Plate~SW12B/15 12. Bolt-SW12B/24

2. Bridge Spider~SW12B/14 13. Centre Spacer~SW12B/5

3. Actuator Assembly-SW12B/28 14. Pillar Spacer-SW12B/1

4. Actuator Cam Platform-SW1 15. Centre Spacer-SW12B/4
5. Riser Spacers-SW12B/9 16. Centre Spacer~SW12B/7

6. Washer-SW12B/26 17. Centre Spacer~SW12B/3

7. Bolt-SW12B/23 18. Centre Spacer-SW12B/2

8. Washers-SW12B/27 19. Centre Spacer-SW12B/6
9. Disc Spacers-SW12B/8 20. Gauge Finger Body-SW12B/11
10. Disc Spacers-SW12B/1 0 21. Gauge Finger-SW12B/13
11. Bolt-SW12B/25 22. Locknut-SW12B/12

7
1Il1IIIIIIIIll_ _ _ _ _I11111111111111IIIIIIIIIIIIII1_I11111111111111_ PART 4-ClUTCHES IIIIIIIIIIIII_IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII_ _IIIIIIIIIIIIII_ _ _IIIIIIIIIIIIIIIIIII

Figure 8 Figure 9
Double Clutch Tool Disc Spacers, Riser Spacers Release Lever Assembly
and Fixing Bolts 1. Split Pin
1. Fixing 8011-5/16 in. Whit. x 5 in.- Tool No. 2. Retaining Clip
SW12B/23 3. Shim(s)
2. Riser No. SW12B/9 4. Release Lever
3. Disc No. SW12B/8
4. Release Lever

4. Centralise the clutch on the base plate 7. Gradually slacken the bolts retaining
and install the special fixing Bolts, the clutch cover to the base plate of the
Tool No. SW12B/23, through the clutch tool until all spring pressure is released,
cover and the riser spacers. Tighten the then remove the bolts and the cover.
bolts then remove the lever hold-down
clips (where fitted).
NOTE: The bolts must be slackened
evenly and diagonally across the clutch to
prevent distortion of the cover.

5. Removethesplitpin, Figure9, and extract

the shims and release lever retaining
8. Remove the coil springs from their
clip from each release lever fulcrum
locations on the P.T.D. and trans-
bracket.
mission pressure plates.

9. Remove one of the snap rings and push

6. Remove one of the split pins and with~ out each P.T.D. pressure plate connect-
draw each release lever strut, Figure 10, ing pin. Withdraw the P.T.O. pressure
then remove the release levers and plate connecting links from between
spacers. the transmission plate connecting links.

8
------------------------CHAPTER2----------------------~

Figure 10
Installing Clutch Release Levers Universal Clutch Fixture Tool No. SW51 0
(Double Clutch Application)
1. Transmission Pressure Plate 1. Spindle Nut-SW51 0-9
Links 2. Gauge Spacer-SW51 0--6
2. Strut 3. Guide Pin-SW51 0-12
3. Release Lever 4. Short Screw- SW51 0-64C
4. P.T.O. Pressure Plate Links 5. Cap Screw-SW51 0-638
5. Spacer 6. Gauge Pin-SW51 0-7
7. Fixture Base-SW51 0-60
8. Riser Block-SW51 0-61 A
9. Spring Compressor Bridge-SW510-3
10. Fixture Spindle--SW51 0-62
10. Remove the P.T.O. pressure plate, the 11. Spacer-SW510-5B
P.T.O. disc and the intermediate pressure 12. Release Lever Gauge-SW51 0-2
13. Thrust Washer-SW51 0-13

DISASSEMBLY USING
11. Push out the transmission pressure TOOL NO. SW510
plate link retaining pins and remove
the links. With reference to Figure 11.

1. I nsert the serrated end of the Fixture

Spindle, Tool No. SW51 into the
hub of the Fixture Base, Tool No.
12. Lift the transmission pressure SW51 0-60. Position the fixture base
from the tool. on the and install the Washer,
Tool No. SW510-66 and Jam Nut,
Tool No. SW51 0-65 on the end of the
that protrudes from the bottom
of the base. the nut until the
ndle bottoms in the hub.
NOTE: Only remove the socket headed
adjusting screws from the P. T. O. pressure
plate links, and the screws and
nuts from the release levers if any of these 2. Bolt the assembled fixture base to a
parts are to be renewed. work bench.

9
--------------------PART4-ClUTCHES---------------------

5. Place the assembled clutch pressure

plate and cover assembly on the fixture.

Align the mounting holes in the clutch

cover assembly with the holes in the
riser blocks, and install one gu ide pin and
one long cap screw in each block. Do not
tighten the long cap screws at this time.

NOTE: The step on the base of the fixture

substitutes for the transmission clutch disc
assembly, therefore, this disc is not required
Figure 12 when using the Universal Clutch Fixture
Preparation for Disassembly of Double Clutch Tool No. SW510.
1" Bridge
2. Long Cap Screws
3. Short Cap Screw
4. Riser Block
5. Strut
6. Intermediate Pressure Plate
7. Identification Marks
8. Spacer 6. I nstall the bridge, the thrust washer
9. Clutch Cover Assembly and the spindle nut. Ensure the legs
10. Release Lever Hold-Down Clip
11. Spindle Nut of the bridge are positioned at the
12. Thrust Washer centre of each row of spring cups.

IMPORTANT: Ensure the mounting area is

level and the mounting bolts are torqued
equally to eliminate the possibility of warping
the fixture.
7. Relieve the spring tension on the release
levers by tightening the spindle nut
until the clutch cover assembly is drawn
down to the intermediate pressure plate.

3. Thoroughly clean the mating surfaces

on the clutch pressure plate and cover
assembly in addition to cleaning the To prevent distorting the top of the cover
fixture base. assembly, do not overtighten the nut.

4. Attach the riser blocks to· the fixture
base by installing one short cap screw
in each block. Figure 12 illustrates two
of the blocks installed. Ensure the cap
screws are torqued equally.
8. After relieving spring tension on the
release levers, tighten the long cap
screws finger tight, then remove the
release lever hold-down clips (where

10
------------------------·CHAPTER2----------------. . . ._____

Figure 13
Assembly and Disassembly of the Double Clutch
1. Short Cap Screw 11 Strut
2. Release Lever 12. Re!ease Lever Clip
3. Spacers 13. P.T.O. Pressure Plate Connecting Link
4. Clip Shims 14. Long Cap Screw
5. Intermediate Pressure Plate 15. Transmission Pressure Plate Connecting
6. Guide Pin Links
7. Transmission Pressure Plate 16. P.T.O. Clutch Spring and Cap
8. Transmission Clutch Spring 17. P.T.O. Pressure Plate Connecting Pin
9. Riser Block 18. Clutch Cover Assembly
10. Split Pin 19. P.T.O. Pressure Plate

9. Withdraw the split pins and remove the
release lever retaining clip shims and
clips, Figure 13.
11. Remove the snap ring from one end of
each P.T.O. pressure plate connecting
pin, then withdraw the P.T.O. pressure
plate connecting links by extracting
the pins.

NOTE: To facilitate re-assembly, mark the

clutch cover assembly, the clutch pressure
plates, and the release levers. This action
ensures the parts are re-installed in their
original positions and maintains the balance
built into the clutch.
12. Remove the guide pins and the long cap
screws, then back off the spindle nut.
Remove the nut, thrust washer and
bridge, then Iiftthe clutch cover assembly
from the clutch.

10. Withdraw the split pin from one end

of each strut then remove the release Remove the P.T.O. clutch springs and
levers by extracting the struts. When cups and the transmission clutch
removing the struts, exercise care to springs. Lift the P.T.O. clutch pressure
prevent loss of the spacers. plate and clutch disc from the clutch.

11
--------------------PART4-CLUTCHES---------------------

13. Lift the intermediate pressure plate NOTE: Do not attempt to re-assemble or
from the riser blocks, then remove the adjust the double clutch assembly without
transmission pressure plate connecting the use of the recommended service tools.
links by extracting the connecting pins.
Lift the transmission clutch pressure
plate from the fixture base.

RE-ASSEMBLY

Prior to re-assembly coat the following

NOTE: Do not remove the adjusting screws components with a silicon base grease as
and nuts from the P. T. O. pressure plate specified:
connecting links, or the hexagon nuts and
adjusting screws from the release levers,
unless these parts are to be replaced.

• The sides of the drive lugs of the

transmission and P.T.D. pressure plates.

INSPECTION AND REPAIR

1. Inspect the clutch discs to ensure the

linings are not loose, cracked, worn or
contaminated by oil. Check the rivets
• The contact edges of the release lever
are secure. If signs of overheating due to
fu Icru m brackets.
clutch slippage or excessive wear are
evident, the discs must be discarded and
. new ones installed.

• The overall length of the release lever

struts.
IMPORTANT: Investigate the source of
any oil or grease on the facings and rectify
before installing new discs.

• The transmission and P.T.O. pressure

plate connecting links and pins.
2. Examine the pressure plate assemblies
to ensure the release levers are free to
operate smoothly and the pressure
plates and springs are not discoloured
due to overheating. Check the faces of
the pressure plates for cracks, scoring
or distortion. Discard and replace any • The full length of the release lever position
faulty parts. posts.

12
------------------------CHAPTER2-----------------------

Figure 14
Double Clutch Assembly Adjustment
1. Strut 9. Transmission Clutch Pressure Plate
2. P.T.O. Pressure Plate Connecting Link Pin 10. P,T.O. Clutch Disc
3. Transmission Pressure Plate Connecting 11. Intermediate Pressure Plate
Link 12. P.T.O. Clutch Pressure Plate
4. Riser Spacer, Tool No. SW12B/9 13. Centre Spacer, Tool No. SW12B/5
5. Base Plate, Tool No. SW12B/15 14. Gauge Finger Body, Tool No. SW128/11
6. Bridge Spider, Tool No. SW12B/14 15. Gauge Finger, Tool No. SW12B/13
7. Pillar Spacer, Tool No. SW12B/1 16. Locknut, Tool No. SW12B/12
8. Disc Spacer, Tool No. SW12B/8 17. Release Lever Adjusting Screw
18. Socket Headed Adjusting Screw

RE-ASSEMBlV USING
TOOL NO. SW12B

Re-assembly of the double clutch assembly

follows the disassembly procedure in reverse.
When using Tool No. SW12B to re-assemble
the double clutch assembly, observe the
following requirements:

\'Ill Prior to locating the double clutch assem-

blyonthe Base Plate, Tool No. SW12B/15,
positionthreeSpacers, Tool No. SW12B/8,
equidistant apart, on the base plate.
locate the transmission pressure plate
on the spacers with the smooth surface
of the plate facing downwards, Figure 14.
Figure 15
Position of Double Clutch Springs
1. Transmission Clutch Springs
• The transmission and P.T.O. clutch springs 2. Transmission Clutch Pressure Plate
3. Intermediate Pressure Plate
are identified and their relative positions 4. P.T.O. Clutch Pressure Plate
indicated in Figure 15. 5. P.T.D. Clutch Springs

13
--------------------PART4-ClUTCHES---------------------
figure 16
Installing Release Lever Retaining Clip Split Pin
1. Compressor, Tool No. SW13A/b
2. Release Lever Retaining Clip and Shims
3. Release lever
4. Split Pin
• After installation of the release lever
retaining clips over the fulcrum brackets
of the clutch cover, install shims above the
clips and retain by inserting new split
pins, Figure 16. Check sufficient shims
have been installed to eliminate any up
and down free play ofthe clip. If necessary,
add shims until a slight preload exists
on installation of the split pin .
• At the completion of re-assembly, locate
Actuator Cam Platform Extension, Tool
No. SW12B/20, on the threaded pillar
of the Actuator, Tool No. SW12B/28,
with the flange of the extension against
the cam platform of the actuator, Figure 17.
Screw the actuator pillar into the Bridge
Spider, Tool No. SW12B/14, until the
platform extension contacts the adjusting
screws of the release levers then operate
the actuator lever several times to settle
the clutch linkage.
14
figure 17
Setting the Double Clutch Linkage
1, Actuator Cam Platform Extension, Tool
No, SW12B/20
2. Bridge Spider, Tool No. SW12B/4
3. Base Plate, Tool No. SW12B/15
4. Actuator Assembly, Tool No, SW12B/28
DOUBLE CLUTCH SETTING
PROCEDURE
IMPORTANT: Remove the release lever
hold-down clips (where fitted) prior to
conducting the double clutch setting pro-
cedure.
1. Remove the cam actuator and platform
extension assembly and install the Pillar
Spacer, Tool No. SW12B/1, in the
Bridge Spider, Tool No. SW12B/14.
Locate the Centre Spacer, Tool No.
SW12B/5, Gauge Finger Body, Tool
No. SW12B/11 and Gauge Finger,
Tool No. SW12B/13 with the ground
side of the finger facing downwards.
Secure with the Locknut, Tool No.
SW12B/12, Figure 18.
------------CHAPTER 2 - - - - - - - - - - - - - -
2. Rotate the gauge finger over each release
lever adjusting screw. Turn each screw
to just touch the underside of the finger
gauge.
Tighten the adjusting screw locknuts
to the specified torque, see "Specifica-
tions" -Chapter 4.
3. Hold the pressure plate connecting link
centrally and use the shank of a suitable
size drill as a gauge to set the gap 'X'
between the lower end of each socket
headed adjusting screw and the corres-
ponding connecting link strut, Figure
14. For dimension 'X' see "Specifica-
tions" -Chapter 4.
I nsert the drill shank in the gap, loosen
the socket-headed screw locknut and
turn the screw to just touch the drill.
Tighten the locknuts to the specified
torque, see "Specifications" -Chapter
4.
4. Replace the release lever hold -down clips
(where fitted) .
15
Figure 18
Checking Height of Release Lever Adjusting
Screws
1. Locknut, Tool No. SW12Bj12
2. Gauge Finger, Tool No. SW12Bj13
3. Centre Spacer, Tool No. SW12B/5
4. Gauge Finger Body, Tool No. SW12B/11
5. Release Lever Adjusting Screw
6. Pillar Spacer, Tool No. SW12Bj1
RE-ASSEMBlY USING
TOOL NO. SW51 0
Re-assembly of the double clutch assembly
follows the disassJ3mbly procedure in reverse.
When using Tool No. SW51 0 to re-assemble
the double clutch assembly, observe the
following requirements:
• After installation of the release lever
retaining clips over the fulcrum brackets
of the clutch cover, install shims above
the clips and retain by inserting new split
pins, Figure 13. Check sufficient shims
have been installed to eliminate .any up
and down free play ofthe clip. If necessary,
add shims until a slight preload exists on
installation of the split pin .
• The transmission and P.T.O. clutch springs
are identified and their relative positions
indicated in Figure 15.
mmIIIIII_ _IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII_ _ _ _ _IIIItIIIIIIIII_ PART 4-ClUTCH ES _1IIIIIIIIIIII1IiIIIIIIIiIIIl1lllllllllllill_ _ _IIIIIIIIIiIIII_1lllllRllll1IIIIiIl

Figure19 Figure 20
Adjusting Release Levers Location of Assemblies
1. Release Lever Gauge, Too! No. SW51 0-2 1. Spindle Nut, Tool No. SW51 0-9
2. Screw Locknut 2. Gauge Spacer Assembly, Tool No. SW51 0-6
3. 3. Thrust Washer, Tool No. SW51 0-13
4. Release Lever Adjusting Screw 4. Bridge, Tool No. SW51 0-3

DOUBLE CLUTCHING SETTING 3. Remove the release lever gauge and

PROCEDURE install the Bridge, Tool No. SW51
Thrust Washer, Tool No. SW510-13
1M PORTANT: Remove the release lever and Spindle Nut, Tool No. SW51 0-9,
hold-down clips (where fitted) prior to Figure 20. Tighten the spindle nut to
conducting the double clutch setting pro- raise the P.T.O. clutch pressure plate
cedure. until the Gauge Spacer Assemblies, Tool
No. SW51 can be installed.

1. Install the Gauge Spacer, Tool No.

SW51 0-58, over the fixture spindle 4. Release the spindle locknut and insert
with the identification number upper- the Gauge Pin, Tool No. SW51 0-7,
most then install the Release Lever through each connecting link,
Gauge, Tool No. SW51 0-2, Figure 19. 21. Loosen the adjusting screw locknuts
and turn each screw to just touch the
gauge pin. Tighten the locknuts to the
specified torque, see "Specifications"-
Chapter 4.

2. Rotate the gauge over each release lever

adjusting screw. Turn each screw to
just touch the underside of the gauge
foot. Tighten the adjusting screw lock-
nuts to the specified torque, see "Speci- 5. Replace the release lever hold -down
fications" 4. clips (where fitted).

16
-------------------------CHAPTER2------------------------
P.T.Q. Clutch Adjustment
1. Connecting Link
2. Gauge Pin, Tool No. SW51 0-7
3. Adjusting Screw Locknut
4. Adjusting Screw
INSTALLATION
IMPORTANT. When installing a new
double clutch assembly, the transmission
clutch pressure plate friction face must be
wiped clean with white spirit to remove the
protective film.
1. Lightly lubricate the hub splines of the
transmission input shaft with the spec!-
fied grease, see "Specifications" -Chap-
ter 4.
2. Position the transmiSSion clutch disc
on the flywheel with the longer hub
protrusion facing towards the flywheel.
Use Locator, Tool No. SW13-1, to
centralise the disc, Figure 22.
17
Figure 22
I nstalling Transmission Clutch Disc
1. Transmission Clutch Disc
2. Locator, Tool No. SW13-1
3. Disc Hub
4. Flywheel
3. Locate the double clutch assembly on
the flywheel then install the bolts and
washers and tighten to the specified
torque, see "Specifications" ~Chapter 4.
4. Remove the locator tool from the clutch
disc and the three release lever hold-
down clips (where fitted).
5. Re-connect the engine to the front
transmission assembly, see "SEPARAT-
ING THE TRACTOR" -Part 12.
6. Check and adjust the pedal free play and
confirm there is sufficient travel
to ensure total release of both clutches
when the pedal is fully depressed.
- - - - - - - - - - PART 4-CLUTCHES - - - - - - - - - -

18
 PART 4
CLUTCHES

Chapter 3
SERVICING CLUTCH ASSOCIATED PARTS

Section Page
A. CLUTCH PILOT BEARING DESCRIPTION AND 1
OVERHAUL
B. CLUTCH RELEASE BEARING DESCRIPTION AND 2
OVERHAUL
C. CLUTCH RELEASE SHAFT BUSHINGS-OVERHAUL 4
D. CLUTCH PEDAL BUSHINGS-OVERHAUL 4

A. CLUTCH PILOT BEARING-DESCRIPTION AND OVERHAUL

DESCRIPTION OVERHAUL

A pre-lubricated ball bearing assembly is REMOVAL

installed at the rear end of the engine
crankshaft within the flywheel to support 1. Remove the clutch. See Chapters 1 and 2.
the front end of the transmission input
shaft.

2. Ford 2600, 3600, 4100 and 4600:

On Ford 2600, 3600, 4100 and 4600
Remove the pilot bearing retainer and
Tractors the bearing is held in position by a
the flywheel and use Puller Tool No.
pilot bearing retainer and on the Ford 5600,
954-C to extract the beari ng from the
6600, 6700, 7600 and 7700 Tractors the
crankshaft.
bearing is retai ned by a P.T.O. drive plate.

NOTE: The area to the front of the bearing Ford 5600, 6600, 6700, 7600 and 7700:
within the flvwheel should be packed with Use Slide Hammer, Tool No. 943-S and
a suitable high melting pointgrease whenever Puller, Tool 1\10. 943, to remove the PT.O.
overhauling or installing the bearing. drive plate bearing as shown in Figure 1.

1
--------------------PART4-ClUTCHES---------------------
Figure 1
Removing the P.T.O. Drive Plate Bearing-
Ford 5600, 6600, 6700, 7600 and 7700
1. Puiler, Tool No. 943
2. Slide Hammer, Tool No. 943S
3. P.T.D. Drive Plate Bearing
INSTALLATION
1. Lightly tap the bearing, shield side facing
outwards, into the rear end of the
crankshaft or P.T.D. drive
Ford 2600, 3600, 4100 and 4600:
Use Step Plate Adaptor, Tool No. 630-5,
to install the bearing. Re-install the pilot
bearing retainer and flywheel and tighten
the securing bolts to the correct torque,
see "Specifications" -Chapter 4.
Ford 5600, 6600, 6700, 7600 and 7700:
Use Step Plate Adaptor, Tool No. 630-12,
to install the bearing as shown in Figure 2.
2. Replace the clutch. See h!l ..... to!·C
Figure :2
Installing the P.T.Q. Drive Plate Bearing-
Ford 5600, 6600, 6700, 7600 and 7700
1. Step Plate Adaptor, Tool No. 630-12
2. Flywheel
3. P.T.D. Drive Plate Bearing
B. CLUTCH RELEASE BEARING-
DESCRIPTION AND OVERHAUL
DESCRIPTION
Standard Ford agricultural tractors incorpor-
ate a pre-lubricated clutch release bearing.
The optional heavy duty clutch assemblies
as installed on the Ford 4600, 5600, 6600
and 6700 Tractors feature an external
greaser. The greaser is mounted on the front
end of the transmission housing and is
connected to the release hub by a
flexible tube.
OVERHAUL
REMOVAL
1. Separate the engine and front axle from
the front transmission, see "SEPARATI N G
THE TRACTOR" Part 12.
2. Disconnect the front end of the clutch
control rod by removing the split pin and
clevis pin.
For models with an external greaser,
disconnect the flexible tube from the
1 and 2. release bearing hub.
2
 Figure 3
Clutch Release Bearing Installed
1. Clutch Release Bearing
2. Clutch Release Shaft
3. Clutch Fork Pinch Bolt
4. Clutch Release Shaft Fork
3. Remove the bolt securing the clutch
release shaft fork to the shaft, Figure 3.
4. Support the fork and the release bearing
hub assembly and extract the release
shaft.
NOTE: For models with cab, remove the
left hand steps to facilitate withdrawal of
the release shaft.
5. Remove the fork and withdraw the
release bearing assembly.
6. For models without an external greaser
use Puller Attachment, Tool No. 951,
Pulier Tool No. 1002 and a suitable
Step Plate to separate the release bearing
from .the hub, Figure 4.
IMPORTANT: For Ford models with an
external greaser, do not attempt to remove
the bearing from the hub as these components
are serviced as a complete assembly.
3
Figure 4
Separating Clutch Release Bearing and Hub
1. Puller-Tool No.1 002
2. Bearing and Hub Assembly
3. Puller Attachment-Tool No. 951
4. Step Plate
INSTAllATION
Installation of the clutch release bearing
follows the removal procedure in reverse.
On installation observethefollowing require-
ments:
• Lubricate the hub bore with a high melting
point grease.
e Tighten the release shaft fork pinch bolt
to the specified torque. See "Specifica-
tions" -Chapter 4.
.. After installation ensure the release
bearing operates correctly when the clutch
pedal is depressed.
(II Check and, if necessary, adjust the clutch
pedal free playas detailed in Chapters
1 and 2.
--------------------PART4-ClUTCHES--------------------

Figure 5
Clutch Linkage-Ford 2600, 3600, 4100 and
4600 Less Straddle Mount Cab
1. Left- hand Brake Control Shaft 6. Fixed Bracket
2. Brake Pedal Shaft 7. Clutch Pedal Assembly
3. Brake Pedal Shaft Lever and Pinch Bolt 8. Pedal Spring Pivot Rear Bracket
4. Clutch Release Rod 9. Left-hand Platform
5. Clutch Pedal Assist Spring

C. CLUTCH RELEASE SHAFT D. CLUTCH PEDAL BUSHINGS-

BUSHINGS-OVERHAUL OVERHAUL

REMOVAL REMOVAL

1. Remove the clutch release shaft as FORD 2600, 3600, 4100 AND 4600 lESS
previously described in this Chapter. STRADDLE MOUNT CAB

2. Use Bushing Kit, Tool No. 818 to drive With reference to Figure 5.
the bushings out of the front transmission
housing. 1. Removethe left hand platform and support
bracket.

2. Remove the split pin and clevis pin and

INSTAllATION
1. Use Bushing Kit, Tool No. 818 to install
the new bushings, chamfered ends first
into the transmission housing. On installa
tion ensure the bushings are flush with
the outside edge of the hole.
2. Re-install the clutch release shaft as
previously described in this Chapter.
disconnect the clutch release rod from
the clutch pedal.
3. Remove the split pin and clevis pin and
disconnect the left hand brake control
shaft from the brake pedal shaft lever.
4. Release the brake pedal shaft lever pinch
bolt then withdraw the lever from the
shaft and extract the locating key.

4
------------------------CHAPTER
Figure 6
Clutch Linkage-- Ford 5600, 6600 and 7600
Less Straddle Mount Cab
1. Clutch Pedal Assist Spring
2. Pedal Spring Rear Bracket
3. Pivot Bolt
4. Clutch Release Rod
5. Clutch Pedal
6. Left-hand Platform
5. Depress the clutch pedal sufficient
distance to disengage and remove the
return spring.
6. Pull the clutch pedal from the brake pedal
shaft.
7. Use Bushing Kit, Tool No. 818, to drive
out the two bushings from the clutch
pedal hub.
FORD 5600, 6600 AND 7600 lESS
STRADDLE MOUNT CAB
With reference to Figure 6.
1. Remove the left hand platform and
support bracket.
2. Remove the split pin and clevis pin and
disconnect the clutch release rod from
the clutch pedal.
3. Remove the clutch pedal pivot bolt.
5
3------------------------
Figure 7
Clutch Linkage- Ford 2600, 3600, 4100,
4600, 5600, 6600 and 7600 With Straddle
Mount Cab
1. Clutch Pedal Assist Spring
2. Clutch Pedal Shaft
3. Clutch Release Rod
4. Clutch Pedal and Shank Assembly
NOTE: The pivot bolt has a left-hand
thread
4. Withdraw the assist spring and rear
bracket and remove the pedal assembly.
5. Use Bushing Kit, Tool No. 818, to drive
out the two bushings from the clutch
pedal hub.
FORD 2600, 3600. 4100, 4600, 5600,
6600 AN 07600 WITH STRADDLE
MOUNT CAB
With reference to Figure 7.
1. Remove the split pin and clevis pin and
disconnect the clutch release rod from the
clutch pedal shank.
2. Remove the clutch pedal access cover
from the cab floor.
3. Pivot the, pedal assembly upwards
through the cab floor and remove the
assist spring.
---------------------PART4-CLUTCHES---------------------

(a) Clutch Pedal and Shank Bushings

1. Remove the split pin and clevis pin and

disconnect the clutch control rod andl
turnbuckle assembly from the clutch
pedal shank.

2. Withdraw the roll pin from the pedal

support and extract the pedal shaft. As
the shaft is withdrawn, remove the pedal
and shank assembly and the assist spring.

3. Use Bushing Kit, Tool No, 818, to drive

out the two bushings from the clutch
pedal.

Figure 8
Clutch Linkage-Ford 6700 and 7700 (b) Clutch Linkage Crank Bushings
1. Clutch Pedal Assist Spring
2. Clutch Pedal and Shank Assembly
3. Clutch Linkage Crank 1. From beneath the cab or platform,
4. Clutch Linkage Shaft remove the split pin and clevis pin to
5. Lower Clutch Control Rod Assembly disconnect the lower end of the clutch
6. Clutch Control Rod and Turnbuckle Assembly
7. Clutch Pedal Shaft control rod and turnbuckle assembly from
8. Clutch Pedal Support the linkage crank,

2. Remove the split pin and clevis pin to

4. Support the pedal shank then remove
the clutch pedal shaft circlip and with-
draw the shaft. Retain the pedal shaft
thrust washers.
5. Remove the pedal assembly through the
cab floor.
6. Use Bushing Kit, Tool No. 818, to drive
out the bushing from the clutch pedal.
disconnect the upper end of the lower
clutch control rod from the linkage crank.
3. Extract the roll Pin from the crank
bracket attached to the underside of the
cab or platform then withdraw the crank
shaft and remove the linkage crank.
4. Use Bushing Kit, Tool No, 818, to drive
out the two bushings from the clutch
linkage crank.

FORD 6700 AND 7700

With reference to Figure 8. INSTALLATION

The clutch pedal linkage for the Ford 6700
and 7100 Tractors incorporates two pairs
of bushings, one pair supports the pedal
and shank assembly and the other pair the
crank assembly. The two sets of bushings
are identical and the removal procedures
are as follows:
Installation of the clutch pedal and linkage
crank bushingsfollowsthe removal procedure
in reverse.
NOTE: Use Bushing Kit Tool No. 818, to
install the new bushings chamfered end
first.

6
 PART4
CLUTCHES

Chapter 4
SPECIFICATIONS AND SPECIAL TOOLS

Section Page
A. SPECIFICATIONS 1
B. SPECIAL TOOLS 3

A. SPECIFICATIONS

DISC ASSEMBLY

Diameter-Single Clutch
Ford 2600, 3600, 4100 and 4600 11 in. (279 mm)
Ford 4600 (Heavy Duty) 13 in. (330 mm)
Ford 5600, 6600 and 6700 12 in. (305 mm)
Ford 5600, 6600 and 6700 (Heavy Duty) 13 in. (330 mm)
Ford 7600 and 7700 13 in. (330 mm)

Diameter-Double Clutch
Transmission Disc 11 in. (279 mm)
P.T.O. Disc 8·5 in. (216 mm)

Type of Hub Splines Involute

Friction Material Continuous Band Organic

PRESSURE PLATE AND COVER ASSEMBLIES

Pressure Plate Diameter-Single Clutch
Ford 2600, 3600, 4100 aod 4600 11 in. (279 mm)
Ford 4600 (Heavy Duty) 13 in. (330 mm)
Ford 5600, 6600 and 6700 12 in. (305 mm)
Ford 5600, 6600 and 6700 (Heavy Duty) 13 in. (330 mm)
Ford 7600 and 7700 13 in. (330 mm)

Pressure Plate Diameter-Double Clutch

Transmission Pressure Plate 11 ·2 in. (285 mm)
P.T.O. Pressure Plate 8·5 in. (218 mm)

1
- - - - - - - - - - - PART 4-CLUTCHES - - - - - - - - - - -

CLUTCH SPRINGS

~-----

MODEL COLOUR QTY

Ford 2600 and 3600 Grey or Grey Double Stripe 6

Single Clutch
..
Ford 2600 and 3600 Violet 9
Double Clutch Yellow 12
--._ ..... - " ' - ' - " ' - ' - " - - " ' - ' - " - - ' ' ' '

Ford 4100 and 4600 Buff/Light Blue 12

Standard 11 in. (279 mm)
- --- -r-----~~ ... -,,~.-~-. ~~---~

Ford 4600 Buff/Black 4

Heavy Duty 13 in. (330 mm) Light Green/Lavender 8

Ford 5600, 6600 and 6700 Cream/Dark Blue 16

f--_.

Ford 7600 and 7700 Violet/Black Stripe 16

0 - - - - - . . . - __
"~- .----"----.. ---~--~---.- - .. ~---, ..."' .. ---,,~-~-.-~,.-.

CLUTCH TO FLYWHEEL SPACER THICKNESS

CLUTCH SIZE SPACER THICKNESS

13 in. (330 mm) 0,09-0,10 in. (2,29-2'54 mm)

12 in. (305 mm) 0,030-0,035 in. (0,76-0,39 mm)

~-,

- ."'--

DOUBLE CLUTCH SETTING DIMENSION

With reference to Chapter 2, Figure 14.

Dimension 'X' to be 0·072 in. (1'8 mm) Drill No. 51

CLUTCH PEDAL FREE PLAY

All Models 1·25-1·50 in. (32-38 mm)

CLUTCH PEDAL MOVEMENT FOR PEDAL STOP BOLT ADJUSTMENT-

(Ford Tractors With Straddle Mount Cab)

Ford 2600 and 3600 Less P.T.O. or With Transmission

P.T.D. 5·12 in. (130 mm)
Ford 2600 and 3600 With Live P.T.D. 7·75 in. (200 mm)
Ford 4100 and 4600 6·25 in. (160 mm)
Ford 5600, 6600 and 7600 5·5 in. (140 mm)

2
-------------------------CHAPTER4-------------------------
TORQUE SPECIFICATIONS

Ford 2600, 3600, 4100 & 4600 Ford 5600, 6600, 6700, 7600
& 7700
- - - - - -..- . - - - - - + - - . - - - - - - - - - - -.. -~..-------..-/
Ibfft. Nill Mk~J Ibfft Nill Nkg
- ---- -_._---- ....... __ ........... _.
Cover to Flywheel
Single Clutch 23 29 31 39 32 40 23 29 31 39 32 40

Clutch 13 15 17220 1821

Pedal Pivot Bolt

5600. 6600 and 7600) 130 160 176 217 180 220

Pressure Plate Drive Strilp

Locking Ferrule Bolts 2025 27 34 2834

Flywheel to Crilnkshilft Bolts 100 110 136149 139152 100 110 136 149 139 15·2

PTO. Drive Plate Bolts 100 -110 136 149 13 9 15 2

ClevIs Locknut (Except Ford

6700 and 7700) 30 40 41 54 425 5 30 40 41 54 4·2 5 5

Clevis Locknut (FOld 6700

and 7700) 20 30 27 40 8 42

Stop Bolt Locknut (With

Straddle Mount Ci1b) 65-89 88 120 9·0 123 6589 88 120 90 123

Double Clutch Release Lever

Adjusting Screw Locknut 24 26 33-35 3·3-36

Double Clutch Socket HeRcieci

Bolt Locknut

Clutch Release Shaft Fork

Pinch Bolt 4153 42 54

CLUTCH RELEASE BEARING

Lubricant Non-Fibrous, Lithium Base Grease.
B. SPECIAL TOOLS
(Prior Tool Numbers, where applicable, are shown in brackets)

DESCRIPTION CHURCHILL TOOL NO. NUDAYTOOL NO.

Step Plate Adaptors (Set of Eleven) 630S 9210 (630S)

Step Plate Adaptors (Set of Six) 630T 9211 (630T)
Bushing Kit 818 9514 (818)
Internal Puller Adaptors FT. 943 9564 (943-C1)
Slide Hammer 943S 9567 (943S)
Pulling Attachment 951 9190 (951)
Pilot Bearing Puller 954C 9527 (954)
Puller 1002 9198 (1002)
Clutch Disc Locator-12 in (305 mm)
and 13 in (330 mm) Clutches FT.7102 (SW.14) 1262 (SW.509)
Clutch Overhaul and Adjustment Fixture FT.7110 (SW.13A)
Double Clutch Release Lever Clip }2142 (SW.510)
Compressor and Hold Down Clips FT.7115 (SW.13A)
Clutch Disc Locator-ll in (279 mm)
Clutch FT.7115~1 (SW.13-1) 1263 (SW.509A)
Universal Clutch Fixture Adaptor Kit - 2145 (SW.511)
Universal Clutch Fixture Gauge Space - 12n (SW.510-5K)

3
- - - - - - - - - - PART 4-CLUTCHES - - - - - - - - - -

4
 PART 5
TRANSMISSION SYSTEMS
Effective October 1985 a revised floor mounted gear selection mechanism was introduced on
Tractors equipped with the De- Luxe Cab, and the Ford 7710 and 8210 less cab.
Chapters 11 and 12 detail the operation, the service repair procedure and specification for the
revised floor mounted gear selection mechanism.

Chapter 1
EIGHT SPEED NON-SYNCHROMESH
TRANSMISSIONS -
FORD 2610, 3610,4110 AND 4610
Section Page
A. TRANSMISSION - DESCRIPTION AND OPERATION
B. SHIFT COVER AND SAFETY START SWITCH OVERHAUL 7
C. TRANSMISSION OVERHAUL 10

Chapter 2
SEVEN AND EIGHT SPEED
NON-SYNCHROMESH TRANSMISSION -
FORD 5610, 6610, 6710, 7610 AND 7710
Section Page
A. TRANSMISSION DESCRIPTION AND OPERATION
B. GEAR SHIFT LEVERS AND COVER - OVERHAUL
FORD 5610, 6610 AN D 7610 4
C. GEAR SHIFT LEVERS AND COVER - OVERHAUL
FORD 6710 AND 7710 6
D. TRANSMISSION FRONT END OVERHAUL 8
E. EIGHT-SPEED TRANSMISSION COMPLETE OVERHAUL 12
F. SEVEN-SPEED TRANSMISSION COMPLETE OVERHAUL 26

(i)
 Chapter 3
EIGHT SPEED SYNCHROMESH TRANSMISSIONS
FORD 2610, 3610, 4110 AND 4610
Section Page
A. TRANSMISSION - DESCRIPTION AND OPERATION
B. GEAR SHIFT LEVERS AND COVER - OVERHAUL 7
C. TRANSMISSION OVERHAUL 13

Chapter 4
EIGHT SPEED SYNCHROMESH TRANSMISSIONS
FORD 5610, 6610, 6710, 7610 AN D 7710
Section Page
A. TRANSMISSION DESCRIPTION AND OPERATION
B. GEAR SHIFT LEVERS AND COVER OVERHAUL
FORD 5610,6610 AND 7610 8
C. GEAR SHIFT LEVERS AND COVER - OVERHAUL
FORD 6710 AND 7710 14
D. TRANSMISSION - OVERHAUL 17

Chapter 5
REDUCTION GEARBOX ASSEMBLIES
Section Page
A. REDUCTION GEARBOX DESCRIPTION AND OPERATION
B. REDUCTION GEARBOX OVERHAUL
NON~SYNCHROMESH TRANSMISSIONS 5
C. REDUCTION GEARBOX - OVERHAUL-
SYNCHROMESH TRANSMISSIONS 12

(ii)
 Chapter 6
DUAL POWER TRANSMISSIONS -
FORD 5610, 6610, 6710, 7610 AND 7710
Section Page
A. DESCRIPTION AND OPERATION
B. PLANETARY GEAR SET OVERHAUL 6
C. PRESSURE TESTING 17

Chapter 7
TROUBLE SHOOTING, SPECIFICATIONS AND
SPECIAL TOOLS
Section Page
A. TROUBLE SHOOTING - DUAL POWER
B. SPECIFICATIONS 3
C. SPECIAL TOOLS 17

Chapter 8
'H' PATTERN SYNCHROMESH TRANSMISSIONS-
FORD 2910, 3910,4110 AND 4610
Section Page
A. 'H' PATTERN TRANSMISSION DESCRIPTION
B. GEAR SHIFT LEVERS AND COVERS OVERHAUL 2
C. TRANSMISSION OVERHAUL 10

Chapter 9
'H' PATTERN SYNCHROMESH TRANSMISSIONS-
FORD 5610, 6610 AND 7610
Section Page
A. 'H' PATTERN TRANSMISSION DESCRIPTION
B. GEAR SHIFT LEVERS AND COVERS OVERHAUL 2
C. TRANSMISSION OVERHAUL 11

(i i i)
 Chapter 10
SPECIFICATIONS AND SPECIAL TOOLS FOR
'H' PATTERN SYNCHROMESH TRANSMISSIONS
Section Page
A. SPECIFICATIONS
B. SPECIAL TOOLS 2

Chapter 11
EIGHT SPEED SYNCHROMESH TRANSMISSIONS-
FORD 5610, 6610, 7610, 7710,
7910 AND 8210 WITH DE-LUXE CABS
AND FORD 7710 AND 8210 LESS CAB
Section Page
A. TRANSMISSION - DESCRIPTION AND OPERATION
B. GEAR SHIFT LEVERS AND COVER - OVERHAUL 3
C. TRANSMISSION OVERHAUL 9
D. SPECIFICATIONS 14

Chapter 12
EIGHT SPEED NON-SYNCHROMESH
TRANSMISSIONS -
FORD 5610,6610,7610 AND 7710
WITH D E- LUXE CAB
AND FORD 7710 LESS CAB
Section Page
A. TRANSMISSION DESCRIPTION AND OPERATION
B. GEAR SHIFT LEVERS AND LINKAGE - OVERHAUL 2
C. TRANSMISSION COVER OVERHAUL 4
D. SPECIFICATIONS 7

(iv)
 Chapter 13
16 x 8 FULLY SYNCHRONISED TRANSMISSIONS
FORD 3230, 3430, 3930, 4130 and 4630
Section Page
A. 16 x 8 FULLY SYNCHRONISED TRANSMISSIONS -
DESCRIPTION AND OPERATION 1
B. INTRODUCTION TO OVERHAULING THE TRANSMISSION 13
C. GEARSHIFT LEVERS OVERHAUL 14
D. FRONT END OVERHAUL- 17
E. COMPLETE OVERHAUL 20
·F. COMPONENT OVERHAUL 30
G. TROUBLE SHOOTING 40
H. SPECIFICATIONS, TORQUES and SPECIAL TOOLS 42

Chapter 14
8 x 8 FULLY SYNCHRONISED TRANSMISSIONS
FORD 3230,3430,3930,4130 and 4630

Section Page
A. DESCRIPTION AND OPERATION 1
B. INTRODUCTION TO OVERHAULING THE TRANSMISSION 9
C. GEARSHIFT LEVERS - OVERHAUL 10
D. COMPLETE OVERHAUL 13
E. COMPONENT OVERHAUL 26
F. SPECIFICATIONS, TORQUES and SPECIAL TOOLS 31

(v)
 PART 5
TRANSMISSION SYSTEMS

Chapter 1
EIGHT SPEED NON-SYNCHROMESH TRANSMISSIONS-
FORD 2610, 3610, 4110 AND 4610

Section Page
A. TRANSMISSION 1
DESCRIPTION AND OPERATION
B. SHIFT COVER AND SAFETY START SWITCH~ 7
OVERHAUL
C. TRANSI\,1ISSION~OVERHAUL 10

A. EIGHT SPEED TRANSMISSIONS-DESCRIPTION AND OPERATION

The non-synchromesh transmission assembly
provides eight forward and two reverse speeds
which are manually selected by two levers. The
main gear shift lever is used to select anyone of
four forward speeds or a single reverse speed
whilst a second shorter lever is used to select
an overall high or low ratio.
The transmission assembly also incorporates
a P.T.O. drive from the engine. The drive
system can either be for a transmission type
power take-off, live power take-off or
independent power take-off. The drive
systems differing in input shaft sealing and
bearing design.
The Ford 2610 and 3610 models are available
with either a live or a transmission type
P.T.O.
The transmission assembly with live powel
take-off for the Ford 2610 and 3610 model~
is shown in Figure 1. The double clutcr
assembly provides a drive to both thE
gearbox and the live power take-off shaft.
see 'CLUTCHES' Part 4.
A comparison of the transmission com-
ponents used in the live and transmission
type P.T.O. systems for the Ford 2610 anc
3610 models, is shown in Figure 2.
The transmission P.T.O. assembly has thE
main countershaft splined internally tc
accept the external splines of the shon
P.T.O. countershaft.
The live P.T.O. incorporates an extra pair
of constant mesh helical drop gears which
transmit the drive from the P.T.O. clutch
(part of the double clutch assembly) to the
P.T.O. countershaft.

1
-.1IIIIIIIIIIIIII1IIIIIIIIIIIII1IIIIiIIIIIIIII1IIiIIIIIIIIII1IIIIIIIIIIIIII1IIIIIIIIIIIIII1IIIII PART 5-TRANSMiSSION SYSTEMS

Figure 1
Transmission Assembly with Live Power Take-Off- Ford 2610 and 3610

1. Gear Shift Lever and Cover Plate Assembly 9. Live P.T.O. Countershaft Gear
2. Mainshaft 10. Double Clutch Assembly
3. Output Shaft and Gear Assembly 11. Engine Flywheel
4. P.T.O. Drive Shaft 12. Transmission Clutch Disc
5. Secondary Countershaft 13. p.T.a. Clutch Disc
6. Reverse Idler Gear 14. Clutch Release Bearing and Hub
7. Main Countershaft 15. Live P.T.O. Input Shaft
8. Main Countershaft Cluster Gear 16. Transmission Oil Dipstick

2
------------------------~CHAPTER1-------------------------

Figure 2
Live and Transmission P.T.O. Components- Ford 2610 and 3610
A Live P.T.O. Components B. Transmission P.T.Q. Components

1. Clutch Release Hub 7. Live p.T.a. Drive Shaft

Transmission P.T.D. 8. Cluster Gears
2. Main Drive Input Shaft 9. Live P.T.O. Countershaft Gear
3. Main Countershaft with Internal Splines 10. Live p.T.a. Input Shaft
4. Transmission P.T.O. Drive Shaft 11. Clutch Release Bearing Hub Support-
5. Cluster Gears Live p.T.a.
6. Main Countershaft 12. Main Drive Input Shaft

The upper gear forms an integral part of the
P.T.O. input shaft which revolves around the
outside of the main drive input shaft. The
lower gear is splined onto the front end of the
p.T.a. countershaftand isdriven by the P.T.O.
input shaft.
A comparison of the transmission com-
ponents used in the transmission and
independent type P.T.O. systems for the
Ford 4110 and 4610 models, is shown in
Figure 4.

The transmission P.T.O. assembly has the

The Ford 4110 and 4610 models are available P.T.G. input gear splined to the rear main
with either a transmission or an independent drive input shaft and a front main drive input
type P.T.O. shaft gear extension splined to the rear shaft.

The transmission assembly with independent The independent P.T.O. is similar in design
power take-off for the Ford 4110 and 4610 to the live P.T.O. system of the Ford 2610 and
models is shown in Figure 3. 3610 models.

3
lllllllalllllllllllllll_ _1IIIlIIIIIIIII1IIiIIIIIIIIIII1IIIIIIIlIIIII1IIIIIIIlIIIII1IIIIIIB PART 5- TRANSMISSION SYSTEMS 1llllllllllllll1IIIIIIIIIIIi1lillflllllllll1lllllllllll_1IIIIIIIlIIIII1IIIIIIIlIIIII1IIIIIIl

Figure 3
Transmission Assembly with independent Power Take-Off- Ford 4110 and 4610
1. Gear Shift Lever and Cover Plate Assemb!y 9. Independent P.T.O. Countershaft Gear
2. Mainshaft 10. Clutch Assembly
3. Output Shaft and Gear Assembly 11. Engine Flywheel
4. Hydraulic Pump Drive Gear 12. Clutch Plate
5. Secondary Countershaft 13. Clutch Release Bearing and Hub
6. Reverse Idler Gear 14. Independent P.T.O. Input Shaft
7. Main Countershaft 15. Transmission Oil Dipstick
8. Main Countershaft Cluster Gear

4
------------------------CHAPTER1-----------------------

Figure 4
Transmission and Independent P. T .0 . Components- Ford 4110 and 4610
A. Transmission PTO. Components B. IndependentP.T.O.Components
1 . Pilot Bearing 7. P.T.O. Input Shaft and Main Drive Bearing
2. Main Drive Bearing Retainer Plate Retainer
3. Rear Bearing 8 Main Drive Input Shaft - Front
4. Outer Snap Ring 9 . Main Orive Bearing Retainer
5. Inner Snap Ring 10. Front Bearing
6. Main Drive Input Shaft 11 . P.T.O . Input Gear
12. Main Drive Input Shaft - Rear

The transmission assembli es contain all spur
type gears with the exception of the helical
gear drive to the p .T.a. and main counter -
shafts. All gears are in constant mesh, gear
train connections being made by sliding
couplings and connectors.
A safety start switch which interrupts the
starting motor circuit is incorporated in the
gear selection system and allows the engine
to be started only when th e high/ low ratio
lever is in the neutral position .
For models less power take -o ff, 1he trans -
mission is very similar to that of a transmis -
sion type p .T .a. system except the p.T.a .
components are removed and a sealing plug
installed in the rear support plate through
which the p .T.a. countershaft would nor-
mally pass.
The respective gear shift positions and
power flow paths for all types of trans -
mission are shown in Figure 5.

5
_ _ _ _ _ _ _ _ PART 5- TRANSMISSION SYSTEMS

4 8
•
N

3,7 R H

Figure 5
Power Flow and Gear Shift Positions
f
L. Low N. Neutral
H. High R. Reverse
"
6
------------------------CHAPTER1------------------------
S. SHIFT COVER AND SAFETY START SWITCH-OVERHAUL

Figure 6 Figure 7
Gear Shift Cover Assembly Gear Shift Cover Removal
1. Safety Start Switch Wires 1. Safety Start Switch Wires
2. Cover Retaining Bolts 2. Safety Start Switch
3. Switch Actuator Housing
4. Gear Shift Cover

GEAR SHIFT COVER DISASSEMBLY

REMOVAL
1. Remove the oil baffle plate retainer bolts
If the tractor is equipped with a cab, remove from the underside of the shift cover and
the floor panels in order to gain access to the remove the plate and washers, Figure 8.
gear shift cover, see "SAFETY CABS AN D
PLATFORMS/~Part 11.

1. Place the gear shift levers in the neutral

positions.

2. Disconnect the battery earth cable.

3. Disconnect the safety start switch wires

from the harness connection, Figure 6.

4. Remove the oil level indicator (where

fitted) .

5. Remove the gear shift cover retaining

bolts and partially lift the cover from the
transmission casing. With the cover raised,
disconnect the safety start switch wires
from the switch, Figure 7, and remove the
shift cover assembly. Figure 8
Oil Baffle Plate Removal
NOTE: The safety start switch is now 1. Gear Shift Cover
2. Gear Shift Lever
accessible and, if necessary, rna y be 3. Washer
unscrewed from the switch actuator housing. 4. Oil Baffle Plate

7
!IIIiiIIiII!IlIIIIIIIIIIIII'IIllllllllllllllIllllllllllll'lIiillllllfllilIlllllBlllIIIIIIIIIIIIIIIIIIIIIJjPART 5- TRANSMISS~ON SYSTEMS

3. I nspect the shift lever ball seats and

ends for wear and the locating pins in the
high/low lever. Renew the pins if worn
or damaged. New pins should be
pressed into the lever.

4, Inspect the lever retaining springs for

cracks or distortion, also the
retaining snap ring grooves on the levers.

5. the start switch wiring

har'ness for damage. Renew the harness
as necessary.

figure 9
Gear Shift Lever Installation
1. Retaining Snap Ring
RE-ASSEMBlY
2.
3. Gear Shift Lever 1. Lu bricate the ball seats with a good
quality grease and pass the shift levers
through the shift cover.

2. Assemble the ball retainers and springs,

2. Unscrew and remove the gear shift lever compress the springs and install new
knobs (if not previously removed). retaining snap rings.

3. Use a hacksaw to partially cut the lever

retaining snap rings, Figure 9, then use 3. Re-assemble the two oil baffle washers
a chisel to finally break the rings. During to the underside of the shift cover, the
this operation, ensure the retaining rings oil baffle plate and the retaining bolts.
are not dangerously ejected from the
grooves on the levers.

4. Remove the levers, springs and bali

retainers from the shift cover.
INSTAllATION

1. Install a new shift cover and

re-install the shift cover following the
removal procedure in reverse.

On installation observe the following

INSPECTION
requirements:
1. Wash the shift cover and shift lever assem-
blies in a suitable solvent and dry with a o Ensure the safety start switch actuator
clean, lint free cloth or compressed air. housing is aligned with the locating pin
of the shift cover.
2. I nspect the shift cover for cracks or other
damage. Renew the cover where neces- III Tighten the retaining bolts to the specified
sary. torque, see "Specifications" - Chapter 7.

8
 10 Figure 11
Safety Start Switch InstaHation Safety Start Switch Components
1. Safety Start Switch 1. Actuating Ball 4. Dowel
2. High/Low Shift Connector 2. Actuator Housing 5. Safety Start Switch
3. Switch Actuator Housing 3. Spring
4. Dowel

SAFETY START SWiTCH AND RE-ASSEMBlY AND INSTAllATION

ACTUATOR ASSEMBLY
1. Re-assembiy and installation of the safety
REMOVAL startswitchfoilowsthe removal procedure
in reverse. Ensure the actuator housing
1. Remove thb shift cover as is assembled with the spring and ball in
previously described. the correct position, Figure 11, and the
dowel is positioned in the
2. Loosen the locknut and remove the drilling in the high/low shift rail.
retaining screw from the high/low shift
rail connector. Slide the connector off
the rail.
2. Test the switch operation by connecting
3. Unscrew the safety start switch. Place a a test bulb in series with the switch
clean cloth beneath the safety start switch terminals and the battery. Movetheswitch
actuator housing and slide the actuator actuator housing along the high/low
housing from the high/low shift rail. shift rail and away from the centre line of
Take care to ensure the and the actuating dowel. The test bulb should
dowel are collected from within be illuminated only with the actuator
the housing and Figure 10. housing centred overthe actuating dowel.

INSPECTION

1. Inspect the safety start switch compon- NOTE: Do not move the actuator nro,,..,,,,,u,
ents for wear or If the more than O' 25 in. (5 mm) from the actuating
bal! or actuating dowel are damaged, dowel centre line or the dowel may come out
renew these I"'r..rn.n,nnon·rc of the shift rail.
_ _IIIIIIIIIIIIIIIIIIIIilIIiIIIII_IIIIIIIIIIIIIIIIIIIIIIIIIIIIII-PART 5-TRANSMISSION SYSTEMS _1IIIIIIIIIIIIII_1lIIIlIIIIIIIII1IIIIIIIIIIIIII1IIIIIIIIIIiII1IIIIIIIIIIIIII_

C. EIGHT SPEED TRANSMISSIONS-OVERHAUL

TRANSMISSION ASSEMBLY

The following overhaul procedure applies

to a transmission completely removed from
the tractor. However, it is possible to effect
certain repairs either to the front or rear end
components (dependent on the type of P.T. O.
without to separate the
nnln,..,,~,tQ end of the transmission from the

rest of the tractor. By studying the sectional

illustrations contained in the "Description
and Operation" Section it will be apparent
as to whether or not the whole transmission
has to be removed.

By referring to the relevant text contained in

the following overhaul procedure, detaiis Figure 12
covering the components to be repaired may Clutch Operating Mechanism
be selected. However, it is recommended 1. P.T.O. input Shaft
2. Main Drive Input Shaft
that where a major repair is to be performed 3. Release Shaft
then the whole transmission should be 4. Release Fork Retaining Bolt
remuved from the tractor. 5. Clutch Release Fork
6. Release Bearing
7. Hub Support Retaining Bolt

REMOVAL

1. Drain the oil from the transmission. 3. Unscrew the self~locking nut from the
bolt securing the clutch release fork
to the release shaft, Figure 12, and with-
2. Separate the engine and rear axle assem- draw the shaft from the transmission
blies from the transmission, see "SEPAR- housing.
ATING THE TRACTOR" -Part 12.

DISASSEMBLY
4. Remove the release fork and bearing
FRONT END COMPONENTS assembly.

1. Remove the clevis pin securing the

external clutch release rod from the
clutch release cross-shaft.

5. Remove the clutch release bearing hub

2. Remove the gear shift cover as previously support retaining bolts and remove
detailed. the hub support, Figure 13.

10
------------------------CHAPTER1------------------------

Figure13 figure 14-

Release Bearing Hub Support Removal Front Support Plate Removal
1. Hub Support 1. Front Support Plate
2. Main Drive Input Shaft
3. Front Support Plate Retaining Bolt
4. Front Support Plate

NOTE: On live and independent P. T. O.

type transmissions, removal of the clutch
release bearing hub support will also remove
the P. 1. O. input shaft assembly.

6. Remove the retaining bolts and with-

. draw the front support plate and gasket,
Figure 14.

NOTE: For all models, except the Ford 2610

and 3610 with transmission P. T. O. or models
less P. T. 0., the front support plate locates
the P. 1. 0. countershaft front bearing. To
ensure the bearing remains on the counter-
shaft, pull the plate squarely from the housing.
7. Ford 2610 and 3610 with Live P.T.O. and
Ford 4110 and 4610 with Transmission or
Independent P.T.O.:
Use Puller, Tool No. 1001 or 9196, to
remove the countershaft front bearing,
Figure 15.
figure 15
P.T.O. Countershaft Front Bearing Removal-
Ford 2610 and 3610 with Live P. T. O. and Ford 4110
and 4160 with Transmission or I.P.T.O.
1. Main Input Shaft Bearing
2. P.T.D. Countershaft Gear
3. P.T.O. Countershaft Front Bearing
4. Puller, Tool No. 1001 or 9196
5. Main Drive Input Shaft

11
 III!IIiIIIIIIIIJIIIIIIIIIIIIIIIIIIIIIIIIIIII.PART 5-TRANSMISSION SYSTEMSI!IIIlIIIIIIIIIIIIIIIlIIIIIIIIIlII1III!IlIIIIIIIIIIJIIIIIIlIll'lllllllllllIllllllllllllli_U
1IIi!iIIII!III_ _ _

Figure 16 17
P.T.O. Coupling Removai- Ford 2610 and 3610 Hydraulic Pump Drive Gear Installed
with Live or Transmission P.T.O. and Ford 4110and Ford 4110 and 4610 with I.P.T.O.
4610 with Transmission P.T.D.
1. P.T.O. Coupling 1. Hydraulic Pump Drive Gear
2. P.T.O. Countershaft
3. Gear Snap Ring

8. Ford 2610 and 3610 with Live or 10. Remove the P.T.O. countershaft gear
Transmission P.T.O. and Ford 4110 and (where fitted) from the transmission
4610 with Transmission P.T.c.: front compartment, Figure 20,

Remove the P.T.c. coupling retaining

snap ring from the rear of the P.T.D.
countershaft and slide the coupling
from the shaft, Figure 16.

Ford 4110 and 4610 with Independent

P.T.D.:

Remove the hydraulic pump drive gear

shroud retaining bolts and remove
the shroua. Extract the drive gear
retaining snap ring and remove the gear,
Figure 17

9. Remove the snap ring retaining the

P.T.O. countershaft rear bearing,
Figure18
Figure 18. Onve the countershaft and
P.T.O. Countershaft Rear Bearing Installed
bearing rearwards out of the rear
1. Rear Bearing
support and remove from the trans- 2. P.T.O. Countershaft
mission, Figure 19. 3. Bearing Retaining Snap Ring

12
 19 21
P,T.O. Countershaft Removal Input Shaft and Front Bearing Installed-
Ford 2610 and 3610
1. P.T.O. Countershaft 1, Front Bearing Retaining Snap Ring
2. Rear 2. Input Shaft
3. Rear Support Plate

11. Ford 2610 and 3610: Extract the main Ford 4110 and 4610: Withdraw the input
drive input shaft and bearing assembly shaft bearing retainer plate bolts and
snap ring, Figure 21, and remove the input shaft and bearing
remove the input shaft assembly. assembly, Figure 22.

Figure 20 figure 22
P.T.O. Countershaft Gear Removal Input Shaft and Bearing Assembly Removal-
Ford 4110 and 4610
1. Retainer Plate Bolts 1. Bearing Retainer Plate
2. 'nt':>rC"~~tt Gear 2. Input Shaft and Assembly

13
-----IIIIIIIIIIIIIIIIII!IIIIIIIIIII---PART 5- TRANSMISSION SYSTEMS---------
Figure 23
Rear Support Plate Removal
1. Output Shaft
2. Secondary Cou ntershaft
3. Rear Support Plate
4. Output Shaft Bearing Retainer
NOTE: For Ford 4110 and 4610 models with
transmission P. r 0., the input shaft consists
of two sections splined together. The P. r O.
input gear is splined onto the rear section
and is retained by a ball bearing located in
the hub support. The front section normally
remains in the clutch assembly when the
transmission is separated from the engine.
REAR END COMPONENTS
1. Remove the rear support plate retaining
bolts and lever the plate assembly away
from the transmission rear face, Figure 23.
2. Remove the output shaft bearing housing
retaining bolts and remove the housing.
14
Figure 24
Output Shaft Assembly Removal
1 High/Low Sliding Coupling
2. Secondary Countershaft
3. Output Shaft Assembly
3. Partially withdraw the secondary counter-
shaft until the front bearing is free from its
location. Rest the assembly on the
bottom of the compartment and with-
draw the output shaft assembly, Figure
24. The secondary countershaft can then
be lifted out.
MAIN GEAR ASSEMBLY AND GEAR
SHIFT MECHANISM
1. Extract the four shift rail plu ngers and
springs from their bores, Figure 25.
Pull the high/low shift fork rearwards
and remove the sliding coupling, Figure
26. Loosen the locknut remove the fork
retaining screw and withdraw the fork
from the rear.
------------------------CHAPTER1------------------------

Figure 25 Figure 26
Detent Plungers and Springs High/Low Coupling Removal
1. Plungers 1. High/Low Shift Fork
2. Spring 2. High/Low Sliding Coupling
3. High/Low Shift Rail Plunger

2. Rotate the high/low rail until the shift NOTE: Due to inaccessibilitv, the 4th/8th
connector retaining screw and locknut shift fork is removed at a later stage.
are uppermost, Figure 27. Loosen the
locknut, remove the screw, and slide the
rail out to the rear, removing the shift
connector and safety start switch assem-
bly from the rail.

NOTE: As each shift rail is removed, ensure

the detent ball is collected from the relevant
locating bore.

Figure 27
Gear Shift Mechanism Installed
1. 4th-8th Gear Shift Rail
2. Reverse/2nd-6th Gear Shift R;:lil
3. Loosen the locknuts and remove the 3. 1 st-5th/3rd-7th Gear Shift Fork
retaining screws from the remaining 4. 1st-5th/3rd-7th Gear Shift Lever Connector
shift forks and connectors. Remove the 5. High/Low Shift Connector
6. Safety Start Switch Actuator Housing
forks and connectors as each rail is 7. Reverse/2nd-6th Gear Shift
withdrawn rearwards. 8. 4th-8th Gear Shift Selector Arm

15
1IIIIIIIIIIIIII1IIIIIIIIIIIIII1IIIIIIIIIIIIII--_I1IIIIIIIIIIIII--PART 5-TRANSMISSION SYSTEMS 1llllllilllllll1IIIiIIIIIIIIII_ _1llllllllllllll1IIIIIIiIIIIIII1IIIIIIIIIIIIII_ __

Figure 28 Figure 29
Transmission Case Mainshaft and Washer
1. Interlock Bore Plug 1. Snap Ring 2. Washer
2. Reverse !dler Retainer Bolt

4. Collect the two interlock plungers from NOTE: Position the components in the
the transverse bore. If necessary, the correct order to facilitate re-assembly.
threaded bore plug located on the out-
side of the case, Figure 28, may be re-
moved to gain access to the plungers. 7. Unscrew the reverse idler shaft retaining
bolt, located on the left-hand side of the
transmission case, Figure 28. Push the
idler shaft forwards and remove the
4th/8th shift fork.
NOTE: For Ford 4110 and 4610 models,
the main shaft front bearing will normally
be removed complete with the main drive 8. Withdraw the 4th/8th coupling gear to
input shaft. If, however, the bearing remains the rear.
on the mainshaft, use Puller, Tool No. 1001 or
9196, to effect removal. '
9. Push the reverse idler gear shaft out to
the rear and lift the gear from the
transmission coupling.
5. Remove the mainshaft assembly re-
taining snap ring and washer from the
front of the mainshaft, Figure 29. 10. Remove the main countershaft rear
bearing snap ring from the
transmission housing, Figure 30. Using
a step plate of suitable diameter drive
6. Carefully withdraw the mainshaft rear- the countershaft rearwards until both
wards removing the gears, sliding front and rear are out of their
couplings, connectors and thrust locations and the main countershaft
washers as the components become assembly is loose in the bottom of the
free. transmission.

16
-------------------------CHAPTER1------------------------
Figure 30
Main Countershah Rear Bearing Installed
1 Main Countershaft
2. Rear Bearing
3. Secondary Countershaft Front Bearing
Retaining Snap Ring
4. Rear Retaining Snap Ring
11. Using suitable wooden or copper blocks
placed behind the cluster gear, drive the
main countershaft rearwards through
the front gearing and cluster gear.
12. Remove the main cou'ntershaft through
the rear compartment and remove the
cluster gear and front from the
main transmission compartment.
INSPECTION AND REPAIR
FRONT END COMPONENTS
Ford 2610, 3610, 4110 and 4610 with Trans-
mission P.T.D.:
1. Inspect the main drive input shaft oil seal
in the hub support for wear or damage.
If necessary, use Puller, Tool No. 943 or
9507, Slide Hammer, Tool No. 9435 or 9567
and Adaptors, Tool No. FT.943 or 9564, to
remove the seal.
Use a suitable Step Plate, Tool No. 6305 or
9210, and a driver to install a new seal.
17
Figure 31
P.T.O. Input Shaft Rear Bearing Remova!-
Ford 2610 and 3610 with live P.T.D.
1. Puller, Tool No. 1003 or 9516
2. Rear Bearing
3. Pulling Attachment, Tool No. 951 or 9190
4. P.T.D. Input Shaft
5. Step Plate, Tool No. 630S or 9210
ford 2610 and 3610 with live P.T.O.:
1. Remove the large snap ring at the rear of
the hub support and drive the P.T.O.
input shaft and rear bearing assembly out
of the hub support.
2. Inspectthe oil seal in the hub support and,
if worn or damaged, use Puller, Tool No.
943 or 9507, Slide Hammer, Tool No. 943S
or 9567 and Adaptors, Too! No. FT.943 or
9564, to remove the seal.
3. Lightly grease the new seal and use a suit-
able Step Plate, Tool No. 630S, and a
driver to install the seal with the sealing
lip towards the rear.
4. th.e gear teeth and the oil seal
journals on the P.T.O. input shaft for
damage or wear and check the rear
bearing for wear or damage. If necessary,
remove the snap ring and use Puller,
Tool No. 1001 or 9516, Pulling Attachment,
Tool No. 951 or 9190 and a suitable Step
Plate, Tool No. 6305 or 9210, to withdraw
the rear bearing, Figure 31.
_ _. .IIiIIIIIIIIIIII_ _ _ _ PART 5- TRANSMISSION SYSTEMS
Figure 32
p.T.a. I nput Shaft Front Oil Seal and Roller
Bearing Removal- Ford 2610 and 3610 with
Live P.T.O.
1. Puller, Tool No. 954C or 9527
5. Use Puller, Tool No. 1003 or 9516, Pulling
Attachment Tool No. 951 or 9190 and a
suitable Step Plate, Tool No. 630S or 9210
and Shaft Protector, Too! No. 625A or9212
to install a new rear bearing. Secure the
bearing to the shaft with the appropriate
snap ring.
6. If necessary, remove the front oil seal and
needle roller bearing from the P.T.D.
input shaft. Use Puller, Tool No. 954C or
9527 to withdraw the seal and bearing in
one operation, Figure 32.
7. Install a new needle roller bearing ensur-
ing the manufacturers name, which is
stamped on the bearing shell, faces
forwards. Use a suitable Step Plate,
Tool No. 6305 or 9210 and a drift to drive
the bearing into the inmput shaft. Ensure
the bearing seats against the shoulder in
the bore within the input shaft.
18
1III1IIIIIIIIII1IIIIIIIilIIllI_ _ _ _ _ _I11111111111111_ __
Figure 33
P.T.O. Input Shaft Front Oil Seal Installation-
Ford 2610 and 3610 with Live P.T.O.
1. Punch
2. P.T.D. Input Shaft
8. lightly oil and position a new seal on the
spigot of a Step Plate, Tool No. 630-4 or
9210-4, then use a punch and hammer to
install the seal in the P.T.D. input shaft,
Figure 33.
NOTE: Ensure the step plate is free from
burrs or sharp edges to a void damage to the
seal.
9. Install the P.T.D. input shaft and bearing
assembly into the hub support and secure
with the snap ring.
Ford 4610 with Independent P.T.O.:
1. Remove the snap ring retaining the
P.T.D. input shaft rear bearing, Figure 34,
and drive the shaft and rear bearing
assembly from the hub support.
2. Inspect the oil seal in the hub for wear or
damage, Figure 35. If necessary, use
Puller, Tool No. 943 or 9507 Slide f
Hammer, Tool No. 9435 or 9567, and
Adaptors, Tooi No. FT.943 or 9564, to
remove the oil seal.
------------------------CHAPTER1-----------------------

Figure 34 Figure 35
P.T.O. Input Shaft Ford 4110 and 4610 P.T.O. Hub Support Oil Seal Installed-
with I. Ford 4110 and 4610 with I.P.T.O.
1. Hub Support 1. Oil Seal
2. P.T.O. I nput Shaft
3. Rear Bearing
4. Oil Seal
5. Rear Bearing Retaining Snap Ring

3. Lightly grease a new seal and use a

suitable Step Plate, Tool No. 630S or9210,
and a driver to install the seal with the
sealing lip towards the rear.

4. I nspect the oi I seal at the rear of the

P.T.O. input shaft Figure 34, and, if
worn or damaged, remove using a suitable
lever.

NOTE: Do not install a new seal until the rear

noo]rtrlrthas been replaced, otherwise Step
Plate, Tool No. 630S or 9210, cannot be used
for installing the new bearing.

5. I nspectthe input shaft and rear bearing for
wear or damage. If necessary, use Pulling
Attachm81 t, Tool No. 952 or 9526, Puller
Legs, TGui '\lo. 930B or 9521, Step Plate,
Tool No. 630-4 or 9210-4, Puller, Tool No.
938 or 9506 and Ratchet, Tool No. P61 or
9162, to remove the bearing, Figure 36.
Figure 36
P.T.O. Input Shaft Rear Bearing Removal-
Ford 4110 and 4610 with i.P.T.O.
1. Pulling Attachment, Tool No. 952 or 9526
2. Rear Bearing
3. Ratchet, Tool No. P61 or 9162
4. Puller, Tool No. 938 or 9506
5. Step Plate, Tool No. 630-4 or 9210-4
6. Puller Legs, Tool No. 930B or 9521

19
- - - - - - - - - - - - PART 5- TRANSMISSION SYSTEMS----IIIIIIIIIIIIIII-IIIIIIIIIIIIIII-
Figure 37
Main Drive Input Shaft Assembly- Ford 2610
and 3610 with Live or Transmission P.T.D.
1. Snap Ring
2. Bearing Plate
3. Main Drive Bearing
6. Use Puller, 1003 or 9516, Pulling Attach-
ment, Tool No. 951 or 9190, Step plate,
Tool No. 630S or9210, Puller, Tool No. 938
or 9506 and Shaft Protector, Tool No. 625-4
or 9212-4, to install a new bearing on the
input shaft. Press the bearing against the
gear.
7. Use a suitable Step Plate, Tool No. 630S or
9210, and a soft faced hammer, to install a
new oil seal into the rear of the P. T. O. input
shaft.
S. Assemble the input shaft to the hub
support and secure with the snap ring.
MAIN DRIVE INPUT SHAfT
ford 2610 and 3610 with live or Trans-
mission P.T.O.:
1. Remove the needle roller pilot bearing
from the gear end of the input shaft,
Figure 37. Inspect the pilot bearing and
the shaft bore for wear or damage
and replace if necessary.
20
4. Main Shaft Pilot Bearing
5. Main Drive input Shaft
2. Inspect the oil seal journals and gear teeth
of the shaft for wear or damage. Check
the main drive bearing for wear or damage.
If necessary, use Pulling Attachment, Tool
No. 952 or 9526 and a hydraulic press to
remove the bearing. If a press is not
available use Pulling Attachment, Tool No.
952 or 9526, Puller Legs, Too! Nos. 930B or
9521 and 930Eor9207, Puller, Tool No. 938
or 9506, Ratchet, Tool No. P61 or 9162,
Adaptors, Tool No. 924 or 9537, and a
suitable Shaft Protector, Tool No. 625A or
Q212, Figure 38.
3. Press a new bearing on the shaft to seat
firmly against the gear and place the
bearing against the bearing so that the
flat surface is against both races of the
bearing. Secure the bearing and
plate with the snap ring.
If a hydraulic press is not available use
Puller, Tool No. 1002 or 9198, Pulling
Attachment, Tool No. 952 or 9526 and a
suitable Step Plate, Tool No. 630S or 9210,
to install the bearing.
 Figure 38
Main Drive Removal- Ford 2610 and
3610 with Live or Transmission P.T.O.
1. Puller, Tool No. 938 or 9506 4. Main Drive Input Shaft 7. Puller Legs, Tool No. 930E or 9207
2. Ratchet, Tool No. P61 or 9162 5. Main Drive Bearing 8. Shaft Protector, Tool No. 625A or
3. Tool No. 924 or 9537 6. Pulling Attachment, Tool 9212
No. 952 or 9526 9. Puller Tool No. 930B or 9521

Ford 4110 and 4610 with Transmission

P.T.O.:

1. I nspect the front shaft and sleeve

assembly, in particular the weld joint. If
necessary, replace the assembly.

2. I nspect the rear shaft, P.T.O. input gear,

the retainer plate and bearing. If neces-
sary, use Tool No. 1002 or 9198 and
Pulling Attachment, Tool No. 951 or 9190,
to remove the front bearing retaining the
P.T.D. input gear, 39.

Figure 39
Input Shaft Front Bearing Removal-Ford 4110
and 4610 with Transmission P.T.O.
3. Slide the P.T.O. input gear from the shaft 1. Puiler, 1002 or 9198
2. Front Bearing
and remove the inner snap ring 3. P.T.O. Input Gear
the rear bearing to the shaft. 4. Pulling Attachment, Tool No. 951 or 9190

21
 Figure 40
Rear Bearing and Retainer Plate Removal-
Ford 4110 and 4610 with Transmission P.T.O.
1. Puller, Tool No. 1003 or 9516
2. Pulling Attachment, Tool No. 952 or 9526
3. Rear Bearing and Retainer Plate
4. Main Drive Input Shaft
4. Use Puller, Tooi No. 2003 or 9516, Pulling
Attachment, Tool No. 952 or 9526 and a
suitable Shaft Protector, Tool No. 625A or
9212, to remove the rear bearing and
retainer plate assembly, Figure 40.
5. Remove the outer snap ring retaining the
rear bearing to the retainer plate. Use a
suitable Step Plate, Tool No. 630S or 9210,
and soft faced hammer to drive the bearing
from the retainer plate.
6. !nspectthe pilot bearing for wear. If neces-
sary, remove the pilot bearing using a thin
punch inserted through the holes in the
gear.
7. Use a suitable Step Plate, Too! No. 630S or
9210, and a softfaced hammer to install the
rear bearing and secure with the snap
22
Figure 41
IIIput Shaft and Bearing and Retainer Plate
Assembiy- Ford 4110 and 4610 with I.P.T.O.
or less P.T.O.
1. InputShaft
2. Bearing Retaining Snap Ring
3. Bearing
4. Inner Snap Ring
5. Retainer Plate
8. Pass the main drive input shaft through
the retainer plate and bearing. Use Puller,
Tool No. 1003 or 9516 and a suitable Step
Plate, Tool No. 6305 or 9210, to press the
shaft into position.
9. Locate the P.T.G. inputgearonthesplined
section of the main drive input shaft with
the teeth facing the retainer plate. Use a
sleeve of 1 ·20 in. (31 mm) internal
diameter and 1·75 in. (44 mm) external
diameterto drive the bearing into position.
Ford 4110 and 4610 with Independent
P.T.O. or less P.T.O.:
1. Examine the input shaft for wear or
damage. if necessary, remove the inner
snap ring, Figure 41, and use Puliing
Attachment, Tool No. 952 or 9526,
Ratchet, Tool No. P61 or 9162, Puller Legs,
Tool Nos. 9308 or 9521 and 930E or 9207,
Adaptors, Tool No. 924 or 9537 and Pulier,
Tool No. 938 or 9506, to press the shaft out
of the bearing and plate, Figure 42.
 Figure 42 Figure 43
Input Shaft Removal - Ford 4110 and 4610 Pilot Removal Ford 4110 and 4610
with !'P.T.O. or Less P.T.O. with I.P.T.O. or Less P.T.D.
1. Pulier Tool No. 930E or 9207
2. Adaptors, No. 924 or 9537
3. Puiler legs, Tool No. 930B or 9521
4. Pulling Attachment, Tool No. 952 or 9526
5. 8earing and Retainer Plate
6. Main Input Shaft
7. Ratchet, Tool No. P61 or 9162
8. Puller, Tool No. 938 or 9506

2. Examine the retainer plate and bearing.

If necessary, remove the bearing retaining
snap ring and use a suitable Step Plate,
Tool No. 630S or 9210, and soft faced
hammer to drive the bearing from the
retainer plate.

3. Examine the pilot bearing and, if worn or

damaged, drive the bearing from the shaft
using a small punch inserted through the
holes in the gear, Figure 43.

4. Use a suitable Step Plate, Tool No. 630S or

9210, and soft faced hammer to install a
new bearing into the retainer plate. Install
the bearing retainer snap ring. Figure 44-
Input Shaft Bearing and Retainer Plate Installation
Ford 4110 and 4610 with LP.T.O. or Less P.T.O.
P.T.O.
5. Use Puller, Tool No. 1003 or 9516, to press
1. Puller Tool No. 1003 or 9516
the shaft into the bearing and retainer 2. Retainer Plate
Figure 44. 3. Input Shaft

23
_ _ _IIIIIIIIIIIIIIIIIIIIIIIIiIIIIIIIIIIIIIIiIIIII!IIIIIIIIIII--- PART 5-TRANSMISSION SYSTEIVlS-_IIIIIIIIIIIIIIIIIIIIIIIIIIIIII_ _IIIIIIIIIIIIIII-

Figure 45 Figure 46
P.T.O. Countershaft Oil Seal Installed
1. P. T. O. Countershaft 1. Oil Seal
2. Pulling Attachment, Tool No. 951 or 9190 2. Retaining Snap Ring
3. Puller, Tool No. 1002 or 9198
4. Shaft Protector, Tool No. 625A or 9212
5. Rear

REAR END COMPONENTS 4. I nspect the output shaft oi I

seal and bearing cup, Figure 47. If new
1. Inspect the P.T.G. countershaft and rear components are required, use a punch to
bearing for wear or damage. remove the oil seal and cup.
Use a suitable Step Plate, Tool No. 6305
or 9210, to install the new components.
If necessary, use Puller, Tool No. 1002 or Ensure the oil seal is installed before the
9198, Pulier Attachment, Tool No. 951 or bearing cup.
9190 and a suitable Shaft Protector, Tool
No. 625A or 9212, to remove the rear
bearing from the P.T.O. countershaft,
Figure 45. Use a suitable length sleeve of
1·5 in. (37 mm) internal diameter and
1·75 in. (44 mm) external diameter to
install a new bearing.

2. I nspect the rear support for wear

or damage and, if necessary, replace on
re-assembly.

3. Examine the P.T.O. countershaft oil

seal, Figure 46. If worn or damaged,
remove the retaining snap ring and
remove the seal with a suitable punch. Figure 47
Use a suitable Plate, Tool No. Output Shaft Retainer Assembly
6305 or 9210, and a soft faced hammer to 1. Retainer 3. Cup
install a new seal. 2. Oil Seal

24
-------------------------CHAPTER1------------------------

Figure 48
Output Shaft Assembly
1. Output Shaft Bearing Cup 5. Pilot Bearing Cup
2. Output Shaft Bearing 6. Pilot Bearing
3. Output Shaft Gear 7. Output Shaft
4. Coupling 8. Washer

5. I nspect the output shaft assembly,

Figure 48, for wear or damage. Use
Puller, Tool No. 1003 or 9516, and a
suitable Shaft Protector, Tool No. 625A
or 9212, to remove defective
components, Figure 49.
6. Re-assemble the components onto the
shaft with the output shaft gear dog
teeth towards the sliding coupling
gear. Install the thrust washer and
align the flats on the washer with the
flats on the output shaft. Use Puller,
Tool No. 1003 or 9516,1 Pulling
Attachment, Tool No. 952 or 9526, a
suitable Shaft Protector, Tool No. 625A
or 9212, and a suitable length of tube,
1.56 in. (40 mm) intyernal diameter and
2·06 in. (52 mm) external diameter, to pull
the bearing into position.

NOTE: The output shaft gear and bushing, Figure 49

and the output shaft and high/low sliding
couplings are serviced as matched assem-
blies.
Output Shaft Gear Removal
1. Puller, Tool No. 1003 or 9516
2. Shaft Protector, Tool No. 625A or 9212
3. Output Shaft Gear

25
1llllllllllllll1IIiIIIIIIIIIII1lillllllllll'l1IIIiIIIII'fIII1llllllllllllil1UIIII1III1IIIIIIIIII_PART 5-TRANSMISSiON SYSTEMS 1lIIIIIIIIIIIII_1I!IIIII!IIIIi1I!IIIII!IIIIi1illlll!lllllll1lillllllllll'l1lillllllllll'l1lllll!!

Figure 50 Figure 51
Secondary Countershaft Rear Bearing Removal Insertion of Steel Rods to Facilitate Secondary
Countershaft Front Bearing Removal
1. Puller, Tool No. 1002 or 9198 1. Steel Rod
2. Pulling Attachment, Tool No. 952 or 9526 2. Secondary Countershaft Gear
3. Rear Bearing
4. Step Plate, Tool No. 6305 or 9210

7. Use a hammer and a suitable length of 10. Use Puller, Tool No. 1003 or 9516, Pulling
tube 1·06 in. (27 mm) internal diameter Attachment, Tool No. 951 or 9190, and a
and 1 ·25 in. (31'5 mm) external suitable Step Plate, Tool No. 6305 or9210,
diameter to install a new pilot bearing on to install new front and rear bearings
the output shaft. onto the countershaft.

8. I nspect the secondary countershaft

assembly for wear or damage. If
necessary, use Puller, Tool No. 1002 or
9198, Pulling Attachment, Tool No. 952 or
9526 and a suitable Step Plate, Tool No.
630S or 9210, to remove the rear bearing,
Figure 50.

9. To remove the secondary countershaft

front bearing, insert two steel rods,
0·18 in. (4'5 mm) diameter and 2·0 in.
(50 mm) long through' the two holes in
the larger gear, Figure 51. Then use
Figure 52
Puiler, Tool No. 1002 or 9198, Pulling
Secondary Countershaft Front Bearing Removal
Attachment, Tool No. 951 or 9190, and a
suitable Step Plate, Tool No. 6305 or 1. Puller, Tool no. 1002 or 9198
2. Pulling Attachment, Tool No. 951 or 9190
9210, to remove the front bearing, Figure 3. Steel Rods
52. 4, Step Plate, Tool No. 6305 or 9210

26
------------------------CHAPTER1------------------------
Figure 53
Mainshaft Rear Bearing Cup Removal
1. Rear Bearing Cup
2. Puller, Tool No. 943 or 9507
3. Slide Hammer, Tool No. 943S or 9567
TRANSMISSION CASE
1. If the transmission has been completely
disassembled, clean the case internally
and externally. inspect the case for
damage and cracks. If necessary, replace
the case on re-assembly.
Ford 4110 and 4610:
inspect the mainshaft rear bearing cup for
wear or damage. If necessary, use Puller,
Tool No. 943 or 9507, and Slide Hammer, Tool
No. 943S or 9567, to remove the bearing cup
from the transmission case, Figure 53.
Use a hammer and soft metal drift of suitable
size to install a new bearing cup in the
transmission case.
21
Figure 54
Mainshaft Rear Bearing Removal
1. Puller Tool No. 1003 or 9516
2. PuHing Attachment, Tool No. 951 or 9190
3. Rear Bearing
4. Shaft Protector, Tool No. 625A or 9212
MAINSHAFT ASSEMBLY
1. Examine the mainshaft assembly for
wear or damage. Worn or damaged
components must be replaced on re-
assembly.
2. If necessary, use Puller, Tool No. 1003 or
9516, Pulling Attachment, Tool No. 951 or
9190, and a suitable Shaft Protector, Tool
No. 925A or 9212, to remove the mainshaft
rear bearing, Figure 54.
3. I nspect the output shaft pilot bearing cup.
If worn or damaged, remove the cup using
a small punch inserted through the holes
in the mainshaft gear, Figure 55.
NOTE: The output shaft pilot bearing cup
can only be removed from the mainshaft
after the mainshaft rear bearing has been
removed.
_ _ _IIIIIIlIIIIII1I_ _ _ _1IIIIIIIIIIII\l PART 5-TRANSMISSION SYSTEMS 1III'IlIIIIIIII_ _ _IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIiIIII_1I1IIIIII

MAIN COUNTERSHAFT ASSEMBLY

1. Inspect the main countershaft, cluster

gear and front and rear bearings for wear
or damage.

2. If necessary, use Puller, Tool No. 1003 or

9516, Pulling Attachment, Tool No. 951 or
9190, and a suitable Step Plate, Tool No.
630S or 9210, to remove the rear bearing.

REVERSE IDLER ASSEMBLY

figure 55
'Output Shaft Pilot Bearing Cup Removal 1. I nstall the reverse idler shaft in the idler
gear and check for wear of the gear bush-
ing. inspect the idler gear for teeth wear
or damage and replace as necessary.

NOTE: The reverse idler gear and bushing

are serviced as a complete assembly.
4. Use Puller, Tool No. 1002or9198and a suit-
able Plate, Tool No. 630S or 9210, to
2. Replace the sealing washer on the reverse
install a new piiot bearing cup in the
idler shaft retaining bolt.
mainshaft.

5. Use Puller, Tool No. 1003 or 9516, Pulling

Attachment, Tool No. 951 or 9190, a suit-
GEAR SHIFT MECHANISM
able Step Plate, Tool No. 6305 or9210, and
a sleeve of suitable length and diameter to
1. Inspect the shift forks, couplings and
install a new mainshaft rear bearing.
connectors for wear or distortion. Mount
the 4th/8th shift fork on the reverse
idler gear shaft and ensure the fork slides
freely.

6. Inspect all mainshaft gears, sliding

couplings and dog-teeth for wear and 2. Examine the detents on the shift rails for
damage and, if necessary, with wear and check the rails for straightness.
new components on re-assembly. Check Renew worn parts on re-assembly.
al! bushings, where instaHed, for wear.

3. Ensure the detent balls and plungers

operate freely in the bores. If necessary,
the plungers may be cleaned with a fine
NOTE: All mainshaft gears and bushings abrasive; ensure such parts are thoroughly
are serviced as complete assemblies. washed before re-assembly.

28
------------------------CHAPTER1 ------------------------
RE-ASSEMBLY
MAIN COUNTERSHAFT
1. Ensure the snap ring, located immediately
in front of the main countershaft front
bearing in the transmission case, is
correctly seated in the groove.
2. I nstall the countershaft front bearing
into the transmission case to seat against
the snap ring.
3. Rest the countershaft cluster gear in the
bottom of the main compartment with the
larger helical gear to the front.
4. Pass the main countershaft and rear
bearing assembly in from the rear
compartment to engage in the internal
splines of the cluster gear.
5. Use a suitable Step Plate, Tool No. 630S or
9210 and, with a drift and hammer, drive
the main countershaft assembly forward
into the front bearing. When in position,
retain with the snap ring behind the rear
bearing.
6. I nstall the 4th/8th coupling gear onto the
rear of the main cou ntershaft with the
shift fork groove to the front.
REVERSE GEAR IDLER ASSEMBLY
1. Insert the reverse idler shaft through the
rear compartment, larger diameter for-
ward, into the main compartment. Hold
the reverse idler gear in position with the
hub of the gear facing forward and install
the shaft through the gear.
29
2. Push the shaft forward enough to allow
the 4th/8th shift fork to be mounted
on the small diameter of the shaft.
Ensure the fork is located in the groove
in the 4th/8th sliding coupling.
3. Secure the shaft with the locking bolt
and sealing washer located in the
left- hand side of the transmission case.
NOTE: It will be necessary to align the
recess in the shaft with the bolt hole in
the casing.
MAIN SHAFT ASSEMBLY
1. Pass the mainshaft complete with rear
bearing through the rear compartment.
Assemble the gears to the shaft in the
following sequence:
• 2nd-6th gear (dog-teeth forward)
• Reverse/2nd-6th sliding coupling and
connector
• Phosphor-bronze thrust washer
• Reverse gear (dog-teeth rearwards)
• Phosphor-bronze thrust washer
• 1st-5th gear (dog-teeth forward)
• 3rd-7th/1 st-5th sliding coupling and
connector
• 3rd-7th gear (dog-teeth rearward)
• Steel thrust washer
• Snap ring
GEAR SHIFT MECHANISM
1. If necessary, install the two interlock
plungers in the bore from the left-hand
side of the transmission case. Replace
the threaded plug.
lI'I'IIIa_lIIIIIIIIIIII1IIIIIIIIIIIIIIIIIIIIIIIIIlIIIIIIIIIIIIIIIIIIIIIIIIIIIIIlIIIIIIIIIIIPART 5-TRANSMISSION SYSTEMS _1III!IIIIIIIIII1IIiIIlIIIII!II1IIIIIIIIIIIIIl1lllllllllllll1lfllllllllll!_ _

4. I nstail the shift

with the three detents to the rear, into
the second bore from the left- hand side
and assemble the
shift fork onto the rail.

5. Slide the rail forwards to locate in the

front support bore. I nstall the shift fork
retain ing screw and locknut and
to the specified torque, see "Specifica-
tions" Chapter 7.

6. Install the st-5th

Figure 56 detent forward, into the third bore from
Transmission Gear Shift Fork and Rail Assembly the left- hand side. Assemble the shift
1. High-Low Gear Shift Fork
gate and the shift fork onto the rail and
2. 1 st-5th/3rd-7th Gear Shift Lever Connector push the rail forward into the front
3. 4th-·-8th Gear Shift Selector Arm support bore.
4. 4th-8th/Low Gear Shift Fork
5. Reverse/2nd--6th Gear Shift Fork
6. 4th-8th Gear Shift Rail
7. Reverse/2nd-6th Gear Shift Rail
8. 1 st-5th/3rd-7th Gear Shift Rail 7. Instal! the respective retaining screws
9. 1 st--5th/3rd-7th Gear Shift Fork and locknuts and tighten to the
10. High/Low Gear Shift Connector
11. Safety Start Switch Actuator Housing specified torques, see "Specifications"
Chapter 7.

2. Pass the 4th-8th shift rail with the single 8. !nstall the High/Low rail into the right-
detent to the front, Figure 56, into the hand bore and assemble the shift
rear of the bore nearest the left- hand connector onto the forward end. Assem-
side of the casing. Assemble the 4th/ ble the High/Low fork to the rear end
8th shift arm assembly onto the rail with of the rail in the secondary compartment.
the arm located in the hole Install the retaining screws
in the 4th-8th shift fork which is and locknuts and tighten to the specified
mounted on the reverse idler shaft. torques, see "Specifications"
7.

3. Slide the rail forwards to locate in the

front support bore. I nstall the shift arm
9. Locate the High/Low shift fork on the
retaining screw and locknut and tighten
High/Low sliding coupling and position
to the specified torque, see "Specifica-
the coupling on the dog -teeth at the rear
tions" - Chapter 7.
of the mainshaft.

NOTE: When installing the remaining shift

rails, ensure the rails already in place are in 10. Install the four shift rail detent balls,
the neutral position. and plungers.

30
 re 57 58
Output Shaft Assembly Installation Shaft End Play
1. High/Low Sliding Coupling 1.
2. Secondary Countershaft 2.
3. Output Shaft Assembly

REAR END COMPONENTS 5. Lift the countershaft until the

front bearing locates squarely with the
1. Locate the High/Low siiding coupling casing and drive the cou ntershaft for-
groove in the High/Low shift fork and wards until the front seats against
install the sliding coupling onto the dog the snap ring.
teeth on the rear of the mainshaft

2. Ensure the snap ring that locates the

secondary countershaft front bearing is
correctly located in the groove in the
transmission case.
6. Position a new gasket and install the rear
support plate without the output shaft
rear bearing retainer. Locate the rear
support plate onto the two dowels and
tap into position. Install the retaining
bolts and tighten to the torque,
see "Specifications" Chapter 7.

3. Place the countershaft assem-

bly in the rear compartment and rest at the
bottom of the

7. To eliminate all end play in the mainshaft

and output shaft taper roller bearings,
shims of thickness have to be
4. Locate the output shaft above the installed between the rear support
57, and and the output shaft bearing retainer
push into position. according to the following procedure:

31
- - - - - - - - PART 5-TRANSMISSION SYSTEMS - - - - - - - -
(i) Install shims to a thickness of
approximately 0·06 in. (1·6 mm)
and locate the output shaft bearing
retainer assembly on the rear support
plate.
(ii) Install the four retaining bolts and
tighten to the specified torque, see
"Specifications" Chapter 7.
(iii) Position the plunger of a dial indica-
tor gauge against the end face of the
output shaft Figure 58. Move the
shaft in and out and note the end
play reading. If no end play is
registered, add additional shims to
produce a gauge reading.
(iv) Remove the indicator gauge and the
four retainer bolts. Withdraw the
retainer and shims.
(v) Remove a number of shims whose
total thickness corresponds with
the reading obtained on the dial
indicator gauge.
NOTE: The total thickness of shims
removed can be up to 0·002 in. (0'051 mm)
more than the reading obtained on the
indicator, (i.e. 0·002 in. (0·051 mm) pre-
load is achieved) but must not be less
than the reading obtained on the
i nd icator. Shims are available in thicknesses
of 0·003 in., 0·005 in. and 0·012 in.
(0'076 mm, 0·127 mm and 0·305 mm).
(vi) Having selected the correct shims,
install the bearing retainer, shims and
bolts. Tighten the bolts to the
specified torque, see "Specifica-
tions" Chapter 7. Re-position the
dial indicator gauge and re-check
for end play.
32
FRONT END COMPONENTS
MAIN DRIVE INPUT SHAFT
ASSEMBLY
Ford 4110 and 4610 with Independent or
live P.T.O.:
1. I nstall the mai n drive input shaft assembly
into the transmission case with a new
gasket and ensure the mainshaft spigot
locates in the pilot bearing situated within
the input shaft gear.
2. Drive the input shaft rearwards until the
retainer plate is flush against the trans-
mission case.
3. I nstall the retaining bolts and tighten tothe
specified torque, see "Specifications"
Chapter 7.
4. Position the P.T.O. countershaft gear in
the front compartment.
NOTE: If a new P. T.O. countershaft gear is
being installed, the small thrust washer and
snap ring must be positioned inside the hub,
at the front of the gear, prior to installation.
5. Pass the P.T.O. countershaft and rear
bearing assembly through the transmis-
sion to locate in the countershaft gear.
Drive the P.T.O. countershaft forward to
seat the rear bearing then install the snap
ring.
6. Use a suitable length sleeve of 1·0 in.
(25-4 mm) internal diameter and 1 ·38 in.
(35 mm) external diameter to drive the
front bearing onto the P.T.O. counte\'-
shaft and locate in front of the counter-
shaft gear.
7. I nstall the front support plate with a new
gasket and tighten the retaining bolts to
the specified torque, see "Specifications"
Chapter 7.
-----------------------CHAPTER1-----------------------
8. (i) For transmissions with Independent
P.T.D., install the hydraulic pump
drive gear on the rear of the P.T.D.
countershaft and secure with the
snap ring. I nstall the gear shroud.
(ii) For transmissions with Transmission
P.T.D., install the coupling sleeve at
the rear of the P.T.D. countershaft
and secure with the snap ring.
Ford 2610 and 3610 with Live or Transmission
P.T.D.:
1. Assemble the main drive input shaft
assembly to the transmission case and
secure with the snap ring.
NOTE: For Ford 2670 and 3610 with Trans-
mission P. T.O., omit the following Steps 2, 3
and 4, and proceed with Step 5.
2. Position the P.T.D. countershaft gear in
the front compartment and install the
P.T.O. countershaft through the trans-
mission from the rear to locate in the
countershaft gear.
3. Drive the P.T.O. countershaft forward
to seat the rear bearing and retain with
the snap ring.
4. Assemble the coupling sleeve to the rear
of the P.T.D. countershaft and secure
with the snap ring.
5. Use a suitable length sleeve of 1 -0 in.
(25-4 mm) internal diameter and 1 -38 in.
(35 mm) external diameter to drive the
front bearing onto the P.T.D. countershaft
and seat against the gear.
33
6. Install the front support plate with a new
gasket and tighten the retaining bolts to
the specified torque, see "Specifica-
tions" - Chapter 7.
NOTE: For transmissions with Live P. T. 0.,
the front support plate must be driven onto the
P. T. O. countershaft front bearing and the
retaining bolts tightened evenly to draw the
support plate into position.
ALL TRANSMISSIONS
1. Position a new gasket on the clutch
release bearing hub support and install
the support assembly over the main drive
input shaft. Ensure the oil seal is not
damaged. Install the retaining bolts and
tighten to the specified torque, see
IISpecifications" Chapter 7.
Ford 4110 and 4610:
I nstall the front shaft and sleeve assembly.
2. Position the clutch release bearing and
hub assembly on the release bearing hub
support.
3. Locate the release fork arms in the slot
in the release bearing hub and install the
release shaft through the transmission
case and release fork. I nstall the fork
retaining bolt and tighten the nut to the
specified torque, see "Specifications"
-Chapter 7.
INSTALLATION
1. Re-connect the engine and rear axle
assemblies to the transmiSSion, see
"SEPARATING THE TRACTOR" Part
12.
2. Fill the transmission with the correct grade
and quantity of oil, see "Specifications"-
Chapter 7.
- - - - - - - - PART 5-TRANSMISSION SYSTEMS - - - - - - - -

34
 PART 5
TRANSMISSION SYSTEMS

Chapter 2
SEVEN AND EIGHT SPEED
NON-SYNCHROMESH TRANSMISSION
FORD 5610, 6610, 6710, 7610 AND 7710
Section Page
A. TRANSMISSION DESCRIPTION AND OPERATION 1
B. GEAR SHIFT LEVERS AND COVER-OVERHAUL- 4
FORD 5610, 6610 AND 7610
C. GEAR SHIFT LEVERS AND COVER-OVERHAUL- 6
FORD 6710 AND 7710
D. TRANSMISSION FRONT END-OVERHAUL 8
E. EIGHT-SPEED TRANSMISSION-COMPLETE OVERHAUL 12
F. SEVEN-SPEED TRANSMISSION-COMPLETE OVERHAUL 26

A. TRANSMISSION DESCRIPTION AND OPERATION

The non-synchromesh transmission is of a
constant mesh design and provides eight
forward and two reverse speeds which are
manually selected by two levers. The main gear
lever selects anyone of four forward or one
reverse speeds whilst a second shorter lever is
used to select an overall high or low ratio.
The gears are all in constant mesh and gear
connections are made by sliding couplings.
The transmission mainshaft is located in the
top drive line and the main countershaft
and output shaft are located in the bottom
drive line. The transmission is available with
Independent P.T.O. or Less P.T.O. only,
refer to "POWER TAKE-OFF" Part 6 for
further details of the P.T.O. drive line.

The transmission installed in the Ford 5610,
6610 and 7610 models incorporates a safety
starter switch which allows the tractor
starter motor only to be operated when the
secondary lever is in the neutral position.
Ford 6710 and 7710 tractors feature a safety
starter switch incorporated in the clutch
pedal linkage which allows the tractor starter
motor only to be operated when the clutch
pedal is fu lIy depressed.
The transmissions for the Ford 5610, 6610 and
6710 models incorporate spur type gears. The
transmissions fitted to the Ford 7610 and 7710
models feature helical type gears on the
secondary countershaft assembly, 3rd-7th
gear assembly, mainshaft, and main cou nter-
shaft assemblies. To compensate for the
thrust loads imposed by the helical gears,
taper roller beari ngs are installed at each end
of the mainshaft.

1
 Figure 1
Ford 7610 Transmission, Less Dual Power
1. Engine Flywheel
2. Transmission Clutch Drive
3. Independent P.T.O. Drive Shaft
4. Clutch Assembly
5. Clutch Release Hub and Bearing
6. Clutch Release Hub Support
7. Pressure Lubrication Supply Tube
8. Main Countershaft Front Bearing
The low pressure hydraulic system oil is utilised
to effect pressure lubrication of the front trans-
mission. A proportion of the low pressure
hydralJlic oil is fed, by means of external
pipework, to an oil cooier located at the front
of the tractor 'from which the cooled oil is
directed to the front of the transmission.
The Ford 5610, 5710, 6610 and 6710 models
with Dual Power and all Ford 7610 and 7710
tractors utilise a hollow main countershaft and
output shaft to accept oil from the cooler.
Cross drillings in the main countershaft and
output shaft allow the oil to lubricate and cool
the transmission gears.
2
9.Main Countershaft
10. Output Shaft Gear
11. Output Shaft Retainer
12. Independent P.T.O. Drive Shaft
13. Secondary Countershaft
14. Gear Shift Levers and Cover Assembly
1 5.Safety Start Switch
16. Mainshaft
17. Main Drive Input Shaft
Forthe Ford 5610,5710,6610 and 6710 tractors
less Dual Power the oil returning from the
cooler is directed to the front bearing of the
mainshaft to flow through the bearing and over
the gears. In all cases the hydraulic return oil
flows through the front transmission back to
the rear axle and tractor hydraulic system. The
front transmission, rear axle and hydraulic
system therefore form a common oil reservoir,
A Dual Power option which consists of a
planetary gear set installed directly between
the dutch and input shaft of the standard
transmission is available for all models.
The planetary gear set provides either a direct
drive or an underdrive in each gear ratio
of the standard transmission. Refer to "Dual
Power Transmission" Chapter 6.
______________________ CHAPTER2 ______________________

1,5 2,6 48 L

3,7 H

Figure 2
Power Flow and Gear Shift P<)sitions
L. Low N. Neutral
H. High R. Reverse

3
- - - - - - - - - PART 5 - TRANSMISSIONS - - - - - - - - -

B. GEARSHIFT LEVERS AND COVER-OVERHAUL-FORD 5610, 6610

AND 7610
(

Figure 3 Figure 4
Removing Gearshift Levers and Cover Removing Oil Baffle Plate
,. Gearshift Lever and Cover 1. Baffle Plate
2. Oil Baffle Plate 2. Washers
3: Safety Start Switch
4. Safety Start Switch Wires

REMOVAL DISASSEMBLY

If the tractor is equipped with a cab, remove 1. Remove the oil baffle plate retaining
the floor panels in order to gain access to the bolts from the underside of the shift
gear shift cover, see "SAF ETY CABS AND cover and remove the plate and washers,
PLATFORMS " - Part 11 . Figure 4.

1. Place the gear shift levers in the neutral

position.
2. Unscrew and remove the gear shift lever
2. Disconnect the battery earth cable. knobs.

3. Disconnect the safety start switch wires

from tlie harness connection.
4. Remove the oil level indicator (where
fitted) .
5. Remove the gear shift cover retaining
bolts and partially lift the cover from
the transmission casing. With the cover
raised, disconnect the safety start switch
wires from the switch, Figure 3, and
remove the shift cover assembly from
the transmission.
3. Use a hacksaw to partially cut the lever
retaining snap rings, then use a chisel to
finally break the rings. During this opera-
tion ensure the retaining rings are not
dangerously ejected from the grooves on
the levers.
4. Remove the levers, springs and ball
retainers from the shift cover.

4
 ----------------------~CHAPTER2------------------------

INSPECTION

1. Wash the shift cover and shift lever

assemblies in a suitable solvent and dry
with a clean, lint-free cloth or compressed
air.

2. I nspect the shift cover for cracks or

other damage. Renew the cover where
necessary.

3. inspect the shift lever ball seats and ends

for wear and the pins in the
high/low lever. Renew the pins if worn
or damaged. New pins should be n~Cl,CCl:,rI
into the lever.

4. Inspect the lever retammg springs for

Figure 5
cracks or distortion, also inspect the
Safety Start Switch Components
retaining snap ring grooves on the levers.
1. Actuating Ball
2. Actuator Housing
5. I nspect the safety start switch wiring 3. Spring
harness for damage. Renew the harness 4. Dowel
as necessary. 5. Safety Start Switch

RE-ASSEMBlY

1. Lubricate the ball seats with a good SAFETY START SWITCH AND
quality grease and pass the shift levers ACTUATOR ASSEMBLY
through the shift cover.
REMOVAL
2. Assemble the ball retainers and springs,
compress the springs and install new re- 1. Remove the shift cover assembly as
taining snap rings. previously described.

3. Re-assemble the two oii baffle washers

to the underside of the shift cover, the
oil baffle plate and the bolts.
INSTALLATION
1. I nstall a new shift cover gasket and
re- install the shift cover following the
removal procedure in reverse. On installa-
tion observe the following requirements:
2. Unscrew the safety start switch from the
housing. Place a clean cloth beneath the
safety start switch actuator housing.
Remove the split pin from the end of the
high/low shift rail and slide the actuator
housing from the rail. Take care to ensure
the ball, spring and actuating dowel are
collected from the housing and rail,
Figure 5.

It Ensure the safety start actuator housing is INSPECTION

aligned with the locating pin of the shift
cover. 1. Inspect the start switch compon-
ents for wear or damage. If the spring, ball
GIl the retaining bolts to the or actuating dowel are damaged, renew
torque, see "Specifications" -Chapter 7. these components.

5
I11III11••dt_ _ _ _IIIIIIIIIIIIII_ _ _111111
RE-ASSEMBlY AND INSTAllATION
1. Re-assembly and installation of the safety
start switch follows the removal procedure
in reverse. Ensure the actuator housing is
assembled with the spring and ball in the
correct position and the actuating dowel
is positioned in the drilling in the high/low
shift rail.
C. GEAR SHIFT lEVERS AND COVERS
REMOVAL
1. Remove the floor mat and transmission
access panel from the cab floor, see
"SAFETY CABS AND PLATFORMS"-
Part 11.
Unscrew the gear lever knobs from the shift
levers.
2. Remove the pinch bolts from the lower
ends of the shift levers, Figure 6. Remove
the high/low range lever from the cross-
shaft. Drive out the main shift lever pivot
pin and remove the main shift lever.
Withdraw both shift levers through the
gearshift boot in the cab floor.
3. Remove the circlip retaining the gear shift
arm to the cross-shaft and withdraw the
arm from the shaft. If necessary, use Puiler,
Tool No. 1001 or 9196, to pull the arm from
the shaft.
PART 5-TRANSMISSIONS 1lillllllllllll1IIIIIiIIIIIIII_ _ _IIIIIIIIIII_ _ _1IIIIIIIIIIIII11IIIIIII
2. Test the switch operation by connecting
a test bulb in series with the switch ter-
minals and the battery. Move the switch
actuator housing along the high/low shift
rail, and away from the centre line of the
actuating dowel. The test bulb should
light only when the actuator housing is
centred over the actuating dowel.
NOTE: Do not move the actuator housing
more than 0·25 in. (5 mm) from the actuating
dowel centre line or the dowel may come out
of the shift rail.
OVERHAUL fORD 6710 AND 7710
4. Remove the transmission cover retaining
bolts, Figure 7, and lift the cover assembly
from the transmission.
figure 6
Shift Lever Installation
1. Main Shift Lever Pivot Pin
2. Main Shift Arm Pinch Bolt
3. Arm Retaining Circlip
4. Main Shift Arm
5. High/Low Shift Lever Pinch Bolt
6. Main Shift Lever
7. High/Low Shift Lever
8. Main Shift Lever Pivot Pinch Bolt
6
------------------------CHAPTER2------------------------

Figure 7 Figure 8
Transmission Cover Installation Selector Finger Stop Plate
1. Transmission Cover 1 Cross-shaft Seal Cover
2. Cover Retaining Bolts 2. Selector Finger Stop Plate
3. Selector Fingers

DISASSEMBLY

1. Remove the main cross-shaft seal cover,

Figure 8. Withdraw the retaining bolts
and remove the selector finger stop plate.

2. Remove the selector finger pinch bolts,

Figure 9, and the circlip retaining the
main selector finger to the cross-shaft.
Withdraw the selector fingers from the
cross-shafts.

3. Remove the keys from the cross~shafts

and withdraw the shafts from the cover.

4. Remove the circlip retaining the pivot

support shaft and withdraw the shaft
from the cover. Figure 9
Selector Finger Installatiion
1. Main Shift Selector Finger
INSPECTiON AND REPAIR 2. Retaining Circiip
3. Pinch Bolt
1. Wash the shift cover, levers and shafts 4. Pivot Support Shaft Retaining Circiip
5. Pinch Bolt
in a suitable solvent and dry with a clean, 6. High/Low Selector Finger
lint-free cloth or compressed air. 7. Pivot Support

7
-1IIIIIIIIIlIIII--------PART 5- TRANSMISSIONS

2. inspect the shift cover for cracks or other INSTALLATION

damage. Inspect the main cross-shaft
sea! assembly in the cover for or
wear and replace if necessary. Replace
the dust cover if damaged or cracked.
3. Inspect the key-ways in the cross-shafts
for wear. Minor burrs on the shafts should
be removed using a fine abrasive; ensure
such parts are thoroughly washed before
re-assembly.
4. Inspectthe bushings in the main gear shift
lever fork for wear. If necessary, drive out
the bushings using a suitable drift.
Install new bushings.
RE-ASSEMBlY
1. Re-assembly of the cover follows the
disassembly procedure in reverse.
1. I nstail the cover onto the transmission
usi ng a new gasket. Ensure the selector
fingers engage with the gear shift selec-
tors and the locating pin with the
start switch.
2. Install the cover retaining bolts. Tighten the
retaining bolts to the correct torque, see
"Specifications" - Chapter 7.
3. Install the high/low shift lever, the main
cross-shaft lever and the main shift
lever. Tighten all pinch bolts to the correct
torque, see "Specifications" Chapter 7.

NOTE: Do not install the lever to the main

cross-shaft until after the cover is installed 4. I nsta!l the shift lever knobs and check the
on the transmission. correct operation of the gear shift levers.

D. TRANSMISSION FRONT END-OVERHAUL

REMOVAL

1. Separatetheenginefromthetransmission,
see "SEPARATING THE TRACTOR"-
Part 12.

2. Remove the gear shift levers and cover as

previously described in this Chapter.

DISASSEMBLY

1. Remove the clutch release fork retaining Figure 10

bolt Figure 10, and withdraw the clutch Clutch Release installation
release shaft from the casing. Remove the 1. Clutch Release Bearing
clutch release fork from the transmission. 2. Clutch Release Fork
3. Bolt
Slide the clutch release beadng and hub 4.
from the clutch release hub support. 5.

8
 Figure 11 Figure 12
Clutch Release ,",,0"",..,"... Hub Support Removal Input Shaft Snap
1. Hub Support 1 Retaining Ring
2. Main Drive Input Shaft

2. Transmissions with Dual Power: Dis-

assemble the Dual Power unit as described
in Chapter 6. Remove the Dual Power
housing retaining bolts and lift the housing
from the transmission casing.

Transmissions Less Dual Power: Dis-

connect the low pressure lubrication lines
from the dutch release bearing hub
support and the front support plate.
Remove the hub support Figure 11.
Remove the snap ring retaining the main
drive input shaft to the transmission main-
shaft, Figure 12, and withdraw the input
shaft.
3. Remove the front support plate retaining
bolts, Figure 13, and withdraw the plate
from the housing. If necessary, drive the Figure 1 J
from the housing using a suitable Front Support Plate Installation
drift inserted into the main transmission 1. Front Plate
compartment. 2. Support Bolts

9
 14
Clutch Release Bearing Hub Support
1. Mainshaft Front Oil Seal
2. Input Shaft Front Bearing Outer Track
INSPECTION AND REPA~R
1. Inspect the clutch release components
for wear, see "CLUTCH ES" Part 4.
Transmissions Less Dual Power: Inspect
the mainshaft front oil seal located in the
clutch release bearing hub support,
Figure 14, and, if necessary, use Slide
Hammer, Tool No. 943S or 9567, to remove
the seal. Use a Step Plate, Tool No. 630S or,
and sleeve of suitable diameter to install
a new seal, with the sealing lip facing
rearwards. Lubricate the sealing lip
with a suitable grease prior to installation.
2. Examine the main drive input shaft and
retaining snap ring and if worn or
10
Figure 15
Countershaft Front Removal--
Ford 5610,6610 and 6710
1. Countershaft Front Bearing
2. Puller Tool No. 1001 or 9196
3. Shaft Protector, Tool No. 625A or 9212
3. Ford 5610, 6610 and 6710:
Inspect the main countershaft front bear-
ing and if worn or damaged use Puller,
Tool No. 1001 or 9196 and a Shaft
Protector, Tool No. 625A or 9212, to
remove the bearing from the shaft, Figure
15.
Use a sleeve of 1 ·25 in. (32 mm) internal
diameter and 1 ·62 in. (41 mm) external
diameter to install a new bearing onto the
countershaft.
Ford 7610 and 7710:
Inspect the main countershaft front
and, if worn or damaged, use Slide Hammer,
Tool No. 9435 or 9567 and Puller, Tool No. 943
or 9507, to remove the bearing from the front
support plate. Install a new bearing.
NOTE: If the inner track requires replace-
ment, the transmission must be completely
disassembled.
RE-ASSEMBlY

1. I nstall the front support plate to the

transmission case using a new gasket.
If necessary, lift the mainshaft and main
countershaft to align the countershaft
front Install the bolts
and tighten to the correct torque, see
"Specifications" Chapter 7.

Transmissions with Dual Power: Re-

assemble the Dual Power components
as detailed in Chapter 6.

Transmission less Dual Power: Install the

main drive input shaft into the forward
end of the transmission mainshaft and
secure with the snap ring. Place studs in
Figure 16
two of the five bolt holes to ensure Input Shaft Bearing Pre-load Measurement
correct alignment of the clutch release 1. Allen Wrench
hub on assembly. This will prevent 2. Socket Wrench
damage to the release hub oil seal. 3. lever
4. Spring Balance
Position a new gasket on the front
support plate and slide the clutch release
hub support over the studs. Drive the
support into position with the drain hole
downwards. Remove the studs, install the
retaining bolts and tighten to the correct
torque, see "Specifications" Chapter 7.
(ii) Install the hub support retaining bolts
2. Ford 7610 and 7710: and tighten alternately to the correct
torque, see "Specifications" - Chapter 7.
Separate the transmission from the rear
axle and conduct the input shaft bearing
pre-load check and adjustment following
the procedure outlined below. (iii) Remove the snap ring retaining the
P.T.O. drive shaft rear bearing and
3. Install the clutch release bearing and hub move the shaft rearwards.
assembly onto the hub support.

4. Locate the release fork fingers into the

slots in the hub and install the release
shaft through the casing and release
fork. I nstall the fork retaining bolt and
tighten to the correct torque, see
"Specifications" Chapter 7.
INPUT SHAFT BEARING PRE-lOAD
CHECK AND ADJUSTMENT-FORD
1610 AND n10
(i) When installing the clutch release hub
support install two 0·012 in. (0·30
mm) shims between the hub support
and front support piate.
(iv) Ensure the transmission is in neutral.
(v) Place a socket wrench of suitable size
over the end of the transmission input
shaft and lock together with an Allen
wrench. Use a suitable torque wrench
or a lever and spring balanceto measure
the torque required to rotate the input
shaft at a steady Figure 16.
Repeat the procedure and average the
two readings.

11
- - - - - - - - - PART 5-TRANSMISSIONS - - - - -....- - -
(vi) Slacken the clutch release hub retaining
bolts until finger tight and repeat the
torque measurements to obtain the
torque required to rotate the shaft
with no pre-load. Average at least
two readings.
(vii) Subtract the averaged torque for no
pre-load obtained in Step (vi) from the
averaged pre-load torque obtained in
Step (v). The resultant torque value
should be within the range 10-20
Ibfin (1'13-2·27 Nm) (0·12-0'23
Mkg).
(viii) If the resultant torque value is above
the specified range, add shims between
the hub support and front support
plate until the correct pre-load torque
value is obtained. If the resultant torque
value is below the specified range,
reducethe total shim thickness by using
combinations of the three shim thick-
nesses, available, see "Specifications"
-Chapter 7.
(ix) After the correct bearing pre-load has
been obtained, add an additional
0·005 in. (0'13 mm) shim between the
hub support and front support plate.
E. EIGHT SPEED TRANSMISSION-COMPLETE OVERHAUL
DISASSEMBLY
1. Remove the clutch operating mechanism,
clutch release hub support, Dual Power
transmission (where fitted), front support
plate and main drive input shaft assembly
as previously described in this Chapter.
12
Example:
(a) Average torque required to turn input
shaft with two 0·012 in. (0'30 mm)
shims installed: 38 Ibfin (4'31 Nm)
(0·44 Mkg).
(b) Average torque required to turn input
shaft with no pre-load: 5 Ibf in. (0' 57
Nm) (0·06 Mkg).
(c) Torque (a) less torque (b)' 33 Ibf In.
(3'74 Nm) (0·38 Mkg)
Since the resultant torque of 33 Ibf in.
(3'74 Nm) (0'38 Mkg) is greater than the
recommended 10-20 Ibf in. (1'13-2·27 Nm)
(0'12--0'23 Mkg) limits, shims must be
added to reduce the torque to within the
specified range. When the torque is to the
correct value add the additional 0·005 in.
(0·13 mm) shim.
(x) Install the P.T.O. drive shaft rear bearing
and retain with the snap ring.
2. Remove the shift levers and cover
assembly as previously outlined in this
ChajJt-er, together with the safety starter
switch from the high/low shift rail.
3. Remove the snap ring, the thrust washer
and the hydraulic pump idler gear, located
on the output shaft, Figure 17.
 Figure 17
Hydraulic Pump Idler Gear Installation
1. Rear Support Plate Bolts
2. Hydraulic Pump Idler Gear
3. Thrust Washer
4. Snap Ring
4. Remove the rear support plate retaining
bolts and using a soft faced mallet drive
the forward end of the P.T.O. drive shaft
rearwards. This will separate the rear
support from the transmission cas-
ing. If necessary, lever the rear support
plate from the casing and withdraw the
plate complete with the P.T.O. drive shaft,
Figure 18.
5. Remove the snap ring retaining the P.T.O.
drive shaft rear bearing and drive the
shaft and bearing out of the support plate.
6. Remove the bolts securing the output
shaft retainer to the rear support plate
and withdraw the retainer and shims from
the rear support plate.
13
Figure 18
Rear Support Plate Removal
1. Rear Support Plate
2. Bearing Retaining Snap Ring
3. Output Shaft Bearing Retainer
4. P.T.O. Drive Shaft
5. P.T.O. Drive Shaft Bearing
7. Partially withdraw the secondary coun-
tershaft assembly until the front bearing is
out of the iDeation. Lift the secondary
countershaft to allow the output shaft
assembly to be removed from the rear
compartment, Figure 19, followed by
removal of the secondary countershaft.
Figure 19
Output Shaft Removal
1. Secondary Countershaft
2. Output Shaft Assembly
_ _ _IIIIIIIIIIIIIIIIIIIIIIIIIIIIII_ _ _ _. 'fE
Figure 20
High/Low Removal
1. High/Low Shift Fork
2. High/Low Sliding Coupling
8, Remove the high/low sliding coupling
from the rear of the main countershaft,
Figure 20.
GEAR SHiFT MECHANiSM
1. Remove the four detent plu ngers and
springs. The detent balls located below
the springs should be collected as each
shift rail is removed, Figure 21.
2. Unscrew the locknut and
from the high/low shift fork,
and push the high/low shift rail rearwards
from the transmission case. Lift the high/
low shift fork from the rear compartment.
PART 5-TRANSMISSIONS _ _ _ _ _ _ _ _








l
l

1iIlIIIIlIIIII
21
Gear Shift Detent
1. Detent Plunger
2.
3.
3. Unscrew the locknut and retaining screw
from the 1 st-5th/3rd-7th shift connector
at the rear of the shift rail and from the
shift fork at the front of the shift rail.
Drive the rail forward from the trans-
miSSion pushing the sealing
plug out with the end of the rail. Remove
the shift connector and fork.
NOTE: For Seven-Speed Transmissions,
refer to Section E for details of the special
interlock plunger.
4. Unscrew the locknut and retaining screw
from the 4th -8th shift fork and push the
shift rail rearwards from the transmission
case. Remove the fork.
5. Unscrew the locknut and screw
from the shift anTi and
slide the top rail out rearwards. Lift the
shift arr:n from the transmission case.
14
 22 23
Gear Shift Mechanism Transmission Main
1 High/Low Shift Connector 1. Shift Fork Bolt
2. 1st-5th/3rd-7th Shift Connector 2. Reverse
3. Reverse/2nd-6th Shift Arm 3. Reverse Idler Shaft Retaining Bolt
4. 4th-8th Shift Fork 4. Lower Shift Rail
5. 1st-5th/3rd-7th Shift Fork
6. Safety Start Switch

6. Remove the locknut and screw retaining MA~NSHAFT ASSEMBLY

the Reverse/2nd -6th shift fork to the
1. Position a Step Plate, Tool No, 630S or
lower shift rai!, 23, and push out
9210, in the bore at the rear of the
the rail rearwards. Remove the shift fork
mainshaft.
from the transmission
2. Drive the shaft forwards, a suitable
drift, from the transmission case and re-
move the 4th-8th coupling gear.
7. Remove the interlock plungers from the
cross bore in the transmission case. If
necessary, remove the bore plug situated
MAIN COUNTERSHAFT ASSEMBL.Y
on the left-hand side of the case to
facilitate removal of the plu ngers..
1. Ford 5610, 6610 and 6710:

If not previously use Puller,

Tool No. 1001 pr9196, and Plate, Tool
No. 630S or 9210, to remove the main
REVERSE iDLER ASSEMBLY countershaft front bearing. Remove the
snap ring located behind the
Figure 24, and remove the thrust washer.
1. Bend down the locktab and remove the
bolt retaining the reverse idler shaft to the Ford 7610 and 7710:
transmission case, 23. Remove the snap ring from the end of the
countershaft. Use Too! No, 1001 or
9196 and Tool No. 630S or
2. Drive the shaft out forwards and lift out 9210, to remove the front inner
the reverse idler gear. thrust washer and 3rd-7th gear.

15
 figure 24-
Main Counter-shaft installation - Ford 5610,
6610 and 6710
1. 3rd -7th Gear
2. Thrust Washer
3. Main Countershaf1
4. Retaining Snap Ring
2. Withdraw the main countershaft rear-
wards removing the gears, couplings and
thrust washer. Store these components in
the order of removal to aid correct re-
assembly.
NOTE: The inner and outer sections of the
sliding couplings are matched in manu-
facture and should not be separated.
INSPECTION AND REPAIR
REAR END COMPONENTS
1. Inspect the P.T.O. drive shaft and bearing
assembly. If the bearing is worn or
damaged, use Puller, Tool No. 1003 or
9516, Pulling Attachment, Tool No. 951 or
9190and Shaft Protector, Too! No. 625Aor
9212, to effect removal. Use a convenient
length of sleeve 1·44 in. (37 mm) internal
diameter and 1·75 in. (44 mm) external
diameter to install a new bearing.
16
Figure 25
Output Shaft Front Pilot Bearing Removal
1. Puller, Tool No. 1002 or 9198
2. Pulling Attachment, Tool No. 951 or 9190
3. Front Piiot Bearing
4. Shaft Protector Tool No. 625A or 9212
2. Inspect the output shaft retainer and rear
bearing cup for wear or damage. If neces-
sary, remove the cup from the retainer
using a suitable punch.
Use Step Plate, Tool No. 630S or9210, and
a suitable driver to install the new bearing
cup.
3. Examine the output shaft assembly for
wear or damage. If necessary, use Puller,
Tool No. 1002 or 9198, Puller Adaptor, Tool
No. 951 or 9190 and Shaft Protector, Tool
No. 625A or 9212, to remove the front pilot
bearing cone and roller assembly, Figure
25. Use puller, Tool No. 1003 or 9516 and
Shaft Protector, Tool No. 625A or 9212, to
remove the gear, rear bearing and thrust
washer in one operation, Figure 26.
------------------------CHAPTER2--------______________~
4. Inspect the output gear bushing for
wear and replace the gear and
assembly if necessary.

5. I nstali the steel thrust washer aligning the

flats on the washer with the flats on the
shaft and position the rear bearing on the
output shaft Figure 27. Use Puller, Tool
No. 1003 or 9516, Pulling Attachment, Tool
No. 952 or 9526, Shaft Protector, Tool No.
625A or 9212 and a suitable sleeve of 1·50
in. (40 mm) internal diameter, 2·00 in. (50
mm) external diameter, to pull the bearing
into position, Figure 28.

Figure 26
Output Shaft Rear Removal
1. Puller Tool No. 1003 or 9516
2. Output Shaft Gear
3. Rear Bearing
4. Shaft Protector Tool No. 625A or 9212

Figure 27
Output Shaft Components
1. Rear Bearing Cup 5. Pilot Bearing Cup
2. Thrust Washer 6. Output Shaft
3. Output Shaft Gear 7. Rear Bearing
4. Front Pilot Bearing

11
• PART 5- TRANSMISSIONS-II!IIIIIliIIIIliillilllllllIIiiIIIIIIIIIRlIIIIIiIiIli'illi1l!llllillllllll!lllllllliillillllllllliilllllllllll!lll\!lllllll

28 Figure 29
Shaft Rear Bearing Installation Countershaft Front Bearing Removal
..... ""(',-,"'1"'1""<\1

1. Puiler Tool No. 1003 or 9516 1. Puller Tool No. 1003 or 9516
2. Sleeve 2. Front Bearing
3. Pulling Attachment Tool No. 952 or 9526 3. Puning Attachment Tool No. 951 or 9190
4. Rear Bearing 4. Steel Rods
5. Shaft Protector Tool No. 625A or 9212 5. Step Plate Tool No. 630S or 9210

6. the co u nters h aft MAINSHAFT ASSEMBLY

assembiyforwearordamage.lf necessary,
use Puller, Tool No. 1003 or 9516, Pulling
Attachment, Tool No. 952 or 9526 and Step
plate, Tool No. 630S or 9210, to remove the
rear bearing.
1. I nspect the mainshaft assembly, the
front and rear bearings and P.T.O. drive
shaft oil seal located inside the forward
end of the shaft.

NOTE: Transmissions installed in the Ford

7610 and 7710 models are equipped with
7. If necessary, remove the secondary taper roller bearings at the front and rear of
countershaft front bearing using two steel the mainshaft assembly.
rods 0·18 in. (48 mm) diameter and
2·0 in. (50 mm) iong inserted through the
two holes in the driving gear. Use Puller,
2. If necessary, use Puller, Tool No. 1003 or
Tool No. 10030r9516, Pulling Attachment,
9516, Pulling Attachment, Too! No. 951 or
Tool No. 951 or 9190 and Step Plate, Tool
9190and Step Tool No. 630S or9210,
No. 6305 or 9210, to the bearing from
to remove the mainshaft rear bearing,
the countershaft, 29.
Figure 30. If necessary, remove the front
bearing using two pieces of steel rod 0·18
in. mm) diameter and 2·0 in. (50 mm)
long inserted through the two holes in the
8. Use Puller, Tooi No. 1003 or 9516, Pulling main driving gear together with Puller, Tool
Attachment, Too! No. 951 or9190and Step No.10030r9516, Pulling Attachment, Tool
Plate, Tool No. 6308 or 9210, to install both No. 951 or 9190 and Step Plate, Tool No.
front and rear bearings. 6305 or 9210.

18
------------------------CHAPTER2------------------------
Figure 30
Mainshaft Rear Bearing Removal
1. Puller Tool No. 1003 or 9516
2. Pulling Attachment Tool No. 951 or 9190
3. Rear Bearing
4. Step Plate Tool No. 630S or 9210
Ford 7610 and 7710:
I nspect the rear bearing cup located in
the transmission case. If damaged or
worn, remove the locating snap ring and
drive the cup from the case.
3. Use Puller, Tool No. 1003 or 9516, Pulling
Attachment, Tool No. 952 or 9526, and
Step Plate, Tool No. 630S or 9210 to install
a new rear bearig. A new front bearing
should be installed using the above tools
together with a sleeve 2·5 in. (64 mm)
internal diameter and 3·0 in. (76 mm)
external diameter of convenient length.
4. Inspect the P.T.O. drive shaft oil seal
located within the mainshaft and remove
if worn or damaged. Install a new seal,
after lightly the sealing lip,
with the sealing lip facing rearwards.
Use a Step Plate, Tool No. 6305 or 9210,
and sleeve of convenient size to drive the
seal into location.
19
Figure 31
Main Countershaft Rear Bearing Removal
1. Puller Tool No. 938 or 9506
2. Ratchet Tool No. P6l or 9162
3. Pulling Attachment Tool No. 952 or 9526
4. Rear Bearing
5. Shaft Protector Tool No. 625A 9212
6. Puller Tool No. 930B 9521
MAIN COUNTERSHAFT ASSEMBLY
1. Inspect the main countershaft assembly
and, if necessary, use Puller, Tool No. 938
or 950B, Puller Legs, Tool No. 930B or 9521 ,
Ratchet, Tool No. P61 or 9162, Pulling
Attachment, Tool No. 952 or 9526 and
Shaft Protector, Tool No. 625A or 9212, to
pull the rear bearing from the countershaft,
Figure 31.
2. Examine the output shaft pilot bearing
cup located in the end of the main
cou ntershaft. If necessary, remove the
cup using a suitable punch
inserted through the two holes in the
gear, Figure 32.
3. Use a suitable Step Plate, Tool No. 630S or
9210, and Puller, Tool No. 1003 or 9516, to
install a new output shaft pilot bearing cup
into the rear of the main countershaft.
_ _ _IIIIIIII1IIIIII_ _III!IIIII!IIi!I_~_ PART 5- TRANSMISSIONS 1l'llllllllllll1IIIIIIIIIIIIII1iIIIiIIIIIIIII_illllllllllllllllilllBlllllllllllllllllllllllllllllllllIIIIliIIIIIIIIlIIIIIII

Figure 32 Figure 33
Output Shaft Pilot Cup Removal !\/Iain Countershaft Rear Bearing Installation
1. Main Countershaft 1. Puller Too! No. 1003 or 9516
2. Punch 2. Rear Bearing
3. Access Ho!es 3. Pulling Attachment Tool No. 952 or 9526
4. Lubrication Holes 4. Sleeve
5. Step Plate Tool No. 6305 or 9210

4. Use Puller, Tool No. 1003 or 9516, Pulling 7. Examine the countershaft front bearing,
Attachment, Tool No. 952 or 9526, Step previously removed from the front of the
Plate, Tool No. 630S or 9210, and a sleeve countershaft for wear and damage. If
2-00 in. (51 mm) internal diameter and 2·31 necessary, install a new bearing on
in. (58mm) external diameter of convenient re-assembly.
length, to install a new rear bearing onto
the main countershaft, Figure 33.

5. Inspect all gears which are mounted on

the main countershaft for damage and
wear. Mount the gears on the counter-
shaft and check the bushings for free
play. If any gear or bushing is worn, a
new gear and bushing assembly must be
installed. Similarly examine the reverse
idler gear and bushing assembly and
replace if necessary.

6. inspect the main cou ntershaft rear

bearing cup situated in the transmission
case and if damaged or worn, use Slide Figure 34
Hammer, Tool No. 943S or 9527, to effect Main Countershaft Rear Cup Removal
removal, Figure 34. Install a newcup using 1. Rear Bearing Cup
a su itable drift. 2. Slide Hammer Tool No. 943S or 9567

20
------------------------CHAPTER2----------------------~

Figure 35
Main Countershaft Components
1. Snap Ring 7. Thrust Washer
2. Thrust Washer 8. Reverse Gear
3. 3rd-7th Gear 9. Countershaft
4. 3rd-7th/1 st-5th Sliding Coupling 10. Rear Bearing
5. 1 st-5th Gear 11. 2nd-6th Gear
6. Thrust Washer 12. Reverse/2nd-6th Sliding Coupling

8. Inspect all components with internal
splines, external splines or gear teeth and,
if worn or damaged, replace on re-
assembly. Ensure the lubrication oil
drillings in the main countershaft are free
from obstruction.
2. I nspect the case for cracks or other
damage and, if beyond repair, re-assemble
the transmission components into a new
case.

GEAR SH~FT MECHANISM

1. Check the gear shift forks, raiis, arms and
connectorsforwearordistortion. Examine
the detent on the shift rails and replace
the shift rail if the detents are worn. RE-ASSEMBlY

2. Renew ail worn and MAIN COUNTERSHAFT ASSEMBLY

components.
1. Pass the main countershaft through the
rear compartment and assemble the
TRANSMISSION CASE
gears in the following sequence:
1. Wash out the transmission case with a
suitable solvent to remove all particles With reference to Figure 35.
of metal and dirt. Dry with a lint-
free cloth or compressed air. a. 2nd-6th gear (dog-teeth forward).

21

Figure 36
Main Countershaft Installation Ford 7610
and 7710
1. Mainshaft Gear
2. Main Countershaft Gear
3. Snap Ring
4. Front Bearing Inner Track
5. Thrust Washer
b. Reverse/2nd -6th sliding coupling
and connector. *
c. Phosphor-bronze thrust washer.
d. Reverse gear (dog -teeth rearward).
e. Phosphor-bronze thrust washer.
f. 1st-5th gear (dog-teeth forward).
g. 3rd -7th/1 st-5th sliding coupling
and connector".
h. 3rd-7th gear (dog-teeth rearward).
i. Thrust washer.
j. Front bearing inner track (Ford 7610
and 7710).
k. Snap ring.
"'NOTE: These connectors have a chamfer
on one side of the inside diameter. This
ch3mfer must face the rear of the transmission
to allow the connector to seat correctly on
the main countershaft splines. The sliding
coupling and connector are matched in
manufacture and should be installed with the
etched marks aligned.
22
2. Support the main countershaft during
re-assembly and ensure the rear
is seated squarely in the bearing outer
track.
Ford 7610 and 7710:
Use a suitable block of wood to support
the rear of the main countershah and use
a su itable sleeve to drive the front
bearing inner track onto the shaft. Install
the snap ring, Figure 36.
3. Position the high/low sliding
on the rear of the main countershaft
MAIN SHAFT ASSEMBLY
1. Ensure the snap ring the main-
shaft rear bearing is in position in
the transmission casing,
Ford 7610 and 7710:
Ensure the rear bearing cup is correctly
located against the snap ring.
2. Install the 4th-8th coupling gear on the
rear of the mainshaft with the shift fork
groove to the front
3. Position the mainshaft assembly in the
transmission casing.
Ford 5610, 6610, 6710:
Drivethe mainshaft assembly rearwards to
seat the rear bearing in the location
within the casing.
REVERSE IDLER ASSEMBLY
1. Position the reverse idler gear between
the supporting lugs, Figure 37, with the
extended hub of the gear towards the
front of the transmission,
 37 38
Transmission Main Compartment Gear Shift Mechanism
1. Reverse/2nd-6th Shift Fork Retaining Bolt 1. 4th-8th Shift Fork
2. Reverse Idler 2. 1 st-5th/3rd-7th Shift Rail
3. Reverse Idler Shaft Retaining Bolt 3. 1 st-5th/3rd-7th Shift Fork
4. Lower Shift Rail 4. Reverse/2nd-6th Shift Fork
5. Lower Shift Rail
6. Reverse/2nd-6th Shift Arm
7. High/Low Shift Fork
8. High/Low Shift Rail
9. Reverse/2nd-6th Shift Rail
10. 4th-8th Shift Rail

2. I nstall the reverse idler shaft from the rear
compartment with the retaining bolt hole
forwards. Install the retaining bolt and
iocktab, tighten the bolt to the correct
torque, see "Specifications"
7, and bend up the locktab.
GEAR SHIFT MECHANISM
2. I nsert the two interlock plungers into the
bore from the left-hand side of the
transmission case and install the screwed
plug. Position each plunger between the
three shift rail bores.
3. Position the 4th -8th shiftforkonthesliding
coupling. Install the shift rail from the
rear, with the oil relief groove rearwards,
and pass through the bore in the shift
fork. Install the retaining screw and
locknut and tighten to the correct
torque, see "Specifications" -Chapter 7.

1. Locate the Reverse/2nd -6th shift fork

onto the appropriate sliding coupling
on the main countershaft and install the
lower shift rail from the rear compartment
with the fork retaining hole to the rear
of the shift rail, Figure 38. Install the fork
retaining screw and lock nut then
tighten the screw to the correct torque, see
"Specifications" -Chapter 7. Secure with
the lock nut.
NOTE: When installing the remaining top
shift rails, ensure the rails already installed
are in the neutral position so the interlock
plungers do not prevent the rail from
entering the front support bore.
NOTE: For Seven-Speed Transmissions,
refer to Section F for installation of the special
interlock plunger.

23
- - - - - - - - - P A R T 5- TRANSMISSIONS - - - - - - - - - -
4. Position the lower end of the Reverse/
2nd-6th shift arm into the locating hole
in the Reverse/2nd-6th shift fork. Pass the
Reverse 2nd-6th top shift rail in from the
rear with the oil relief groove rearwards.
With the shift rail correctly located in the
shift arm, install the retaining screw and
locknut then tighten to the correct
torque, see "Specifications" - Chapter 7.
5. Position the 1 st - 5th/3rd - 7th shift fork
in the sliding coupling located at the front
of the mai n cou ntershaft. I nsta II the
1 st-5th/3rd-7th shift rail from the front
of the transmission. Correctly locate the
rail in the shift fork and secure with the
retaining screw. Install the shift connector
to the rear of the rail and secure with the
retaining screw. Tighten the retaining
screws and lock nuts to the correct torque,
see "Specifications"-Chapter 7. Install
the sealing plug at the front of the rail.
6. Position the high/low shift fork in the
groove of the high/low sliding coupling
located on the output shaft. Install the
high/low shift rail and correctly located
in the shift fork. Secure the shift fork
with the retaining screw and tighten the
screw and lock nut to the correct torque,
see "Specifications" Chapter 7.
7. Install the four shift rail detent b;;llls,
springs and plungers. Ensure the balls
and plungers slide freely in the bores.
NOTE: The shorter plunger is located in the
vertical bore above the high/low shift rail.
24
REAR END COMPONENTS
1. Ensure the snap ring located immediately
in front of the secondary countershaft
front bearing is in position in the
transmission casing bore.
2. Place the secondary countershaft assem-
bly in the approximate location and hold
the assembly at the top of the rear
compartment whilst the output shaft
assembly is installed. Align the secondary
countershaft and drive forwards until
the front bearing seats against the
locating snap ring in the transmission
case.
3. Position a new gasket on the rear support
plate and locate the plate, less the output
shaft retainer assembly, on the transmis-
sion rear face. Drive the plate into position
on the dowels then install the retaining
bolts and tighten to the correct torque,
see "Specifications" Chapter 7.
4. Install the p.T.a. drive shaft and rear
bearing through the transmission from the
rear and use a soft-faced mallet to drive
the shaft and bearing into position.
Secure the rear bearing with the snap ring.
5. To eliminate all end play in the mainshaft
and output shaft taper roller bearings,
shims of appropriate thickness have to be
installed between the rear support plate
and the output shaft bearing retainer
according to the following procedure:
(i) Install shims to a thickness of
approximately 0·06 in. (1'6 mm)
and locate the output shaft bearing
retainer assembly on the rear support
plate.
------------------------CHAPTER2------------------------
Figure 39
Checking Output Shaft End Play
1. Output Shaft Bearing Retainer
2. Output Shaft
3. Dial Indicator
(ii) Install the four retaining bolts and
tighten to the correct torque, see
"Specifications" Chapter 7.
(iii) Position the plunger of a dial indica-
tor gauge against the end face of the
output shaft, Figure 39. Lever the
shaft in and out and note the end
play reading. If no end play is
registered, add additional shims
to produce a gauge reading.
(iv) Remove the indicator gauge and the
four retainer bolts. Withdraw the
retainer and shims.
(v) Remove a number of shims whose
total thickness corresponds with
the reading obtained on the dial
indicator gauge.
25
NOTE: The tota/thickness of shims removed
can be up to 0·002 in. (0'051 mm) more
than the reading obtained on the indicator,
(i.e. 0·002 in. (0'051 mm) pre-load is
achieved) but must not be less than the
reading obtained on the indicator. Shims
are available in thicknesses of 0·003 in.,
0·005 in. and 0·012 in. (0-076 mm, 0·127
mm and 0·305 mm).
(vi) Having selected the correct shims,
install the bearing retainer, shims and
bolts. Tighten the bolts to the correct
torque, see "Specifications"-
Chapter 7. Reposition the dial
indicator gauge and re-check for
end play.
6. Install the hydraulic pump idlergear, thrust
washer and snap ring.
Re-assembly of the front end components
follows the procedure detailed in Section
o of this Chapter.
Installation of the shift levers and cover and
the safety start switch follows the procedure
detailed in Section Bore of this Chapter.
INSTAllATION
1. Re-connect the transmiSSion to the
engine and rear axle, see "SEPARATING
THE TRACTOR"-Part 12.
2. Refill the transmission/rear axle with the
correct grade and quantity of oil, see
"Specifications"-Chapter 7_
- - - - - - - - - PART 5-TRANSMISSIONS - - - - - - - - - -

F. SEVEN-SPEED TRANSMISSION-COMPLETE OVERHAUL

In certain locations, governmental regula- NOTE: A special retaining pin prevents

tions impose a maximum speed limit on
tractors which is less than the maximum
speed attainable by Ford Tractors in 8th gear.
For these locations, a special interlock is
fitted between the high/low and 4th-8th
shift rails, Figure 40. This interlock prevents
the 4th-8th shift rail being moved from the
neutral position when the high/low shift
rail is in the high position. Therefore, it is not
possible to engage 8th gear and the unit is
designated a Seven-Speed Transmission.
The Seven-Speed Transmission is identical
to the eight-speed unit except for the
interlock plunger and modified shift rails.
The service procedures only differ on dis-
assembly and re-assembly of the gear shift
mechanism.
removal of the interlock plunger unless
the front transmission is separated from
the rear axle.
DISASSEMBLY
GEAR SHIFT MECHANISM
1. Ensure the 4th-8th shift rail is in the for-
ward position then withdraw the retaining
screw and locknut from the high/low
shift fork and remove the shift rail
rearwards.
2. Remove the lock nut and retaining screw
from the Reverse/2nd-6th shift connec-
tor and move the shift rail forward
sufficiently to clear the rear support. Re-
move the dowel pin and retaining pin.

Figure 40
Seven Speed Interlock Plunger
1. Retaining Pin 5. 4th Gear Shift Rail
2. Interlock Plunger Bore Plug 6. Reverse/2nd-6th Shift Rail
3. Dowel Pin 7. High/Low Connector
4. Interlock Plunger 8. High/Low Shift Rail

26
------------------------CHAPTER2-----------------------
3. Remove the special bore plug from the
rear right- hand side of the transmission
case, Figure 40, and use a suitable piece
of wire to eject the interlock plu nger from
the bore.
4. Proceed with the disassembly of the
gear shift mechanism as detailed in
Section E of this Chapter.
RE-ASSEMBlY
1. Install the 4th shift rail into the left-hand
bore with the oil groove and detent
rearwards. Assemble the 4th shift fork
onto the rail. I nstall the retaining screw
and locknut and tighten to the correct
torque, see "Specifications" Chapter 7.
2. Install the Reverse/2nd-6th shift rail into
the bore with the slotted end rearwards.
Pass the rail through the Reverse/2nd-
6th shift connector and forward enough
to allow the slotted end to clear the rear
support bore.
27
3. Insert the special interlock plunger into
the bore, with the reduced diameter
section to the left-hand side of the
transmission case, to contact the 4th
shift rail.
4. Slide the Reverse/2nd-6th shift rail
rearwards locating the slotted end onto
the reduced diameter of the special
interlock plu nger. I nstall the Reverse/
2nd -6th shift connector retaining screw
and lock nut then tighten to the correct
torque, see "Specifications" Chapter 7.
5. Install the interlock bore plug and securely
tighten.
6. I nstall the retaining pin and dowel pin.
7. Proceed with the re-assembly of the gear
shift mechanism as detailed in Section
E of this Chapter.
NOTE: When installing the high/low shift
rail ensure the 4th shift rail is in the ful/forward
position.
- - - - - - - PART 5-TRANSMISSION SYSTEMS--------

28
 R 5
RANSMISSIO SY TEMS

Chapter 3
EIGHT SPEED SYNCHROMESH TRANSMISSIONS
FORD 2610, 3610, 4110 AND 4610

Section Page
A. TRANSMISSION DESCRIPTION AND OPERAT!ON 1
B. GEAR SHIFT LEVERS AND COVER-OVERHAUL 7
C. TRANSMISSION-OVERHAUL 13

A. TRANSMISSION DESCRIPTION AND OPERATION

The Ford synchromesh transmission assembly

provides eight forward and four reverse speeds
which are manually selected by two levers
mounted on columns located under the
steering wheel.

The synchromesh feature permits easy, on-

the-move, gear changing between 1st to 4th
gears (forward and reverse) and between 5th
to 8th gears. The right-hand main gear lever is
used to select anyone of four speeds and has
full synchromesh ability between the four
ratios. The left-hand range lever is used to
select a high, low or reverse range. In addition,
by designing the low/reverse range lever
positions in the same plane, forward to reverse Figure 1
Synchromesh Transmission Gear Shift Levers
shuttle operations are simplified. See Figure 1 1. Main Gear Shift Lever
for gearshift positions. 2. Range Gear Shift Lever

1
- - - - - - - - PART 5- TRANSMISSION SYSTEMS - - - - - - - -
The main gear shift lever has the four speed
positions, and a neutral start position (N).
NOTE: A safety start switch prevents
operation of the starting motor unless the main
gear lever is in the start position (N).
To select the transmission range, the left-hand
range lever is pushed forward from the neutral
position (N) to select low (L) or pulled
rearwards to select reverse (R). The high range
(H) is selected by pushing the range lever down
and forward.
IMPORTANT: To prevent possible damage
by over-speeding transmission components,
always place both gear shift levers in neutral
(N) in the event of towing the tractor.
The transmission assembly also incorporates a
P. T. O. drive from the engine. The drive system
is live power take-off for the Ford 2610 and
3610 and independent power take-off for the
Ford 4110 and 4610 tractors.
The transmission has two concentric input
shafts. The outer, P.T.O., input shaft is driven
by the P.T.O. clutch disc for the Ford 2610and
3610 models, and by the transmission clutch
cover for the Ford 4110 and 4610 models. The
P.T.O. input shaft drives the P.T.O. counter-
shaft via reduction gears located at the front of
the gearbox. For further details of the P. T.O.
operation see "P.T.O. SYSTEMS" -Part 6.
The inner, transmission input shaft is driven by
the transmission clutch disc and drives the
mainshaft via a reduction gear set.
2
The transmission assembly for the Ford 4110
and 4610 models is shown in Figure 2, however
the Ford 2610 and 3610 transmission layout
differs only in the ratio of the transmission
input reduction gears.
The transmission gear set consists basically of
four shaft assemblies:
(i) Countershaft Assembly The counter-
shaft is located at the top of the trans-
mission and is supported at the front by a
needle roller pilot bearing in the
transmission input shaft. The rear of the
countershaft is supported by a taper roller
bearing which locates in the centre web of
the transmission case.
(iiI Output Shaft Assembly The output
shaft is located directly behind the
countershaft and is supported at the front
bV a taper roller bearing which engages a
bearing cup in the rear of the counter-
shaft. The rear of the output shaft is
supported by a taper roller bearing which
engages a bearing cup in the output shaft
retainer. Shims positioned between the
output shaft retainer and the rear support
plate determine the amount of the output
shaft and countershaft end play,
(iii) Mainshaft Assembly The mainshaft is
located directly beneath the countershaft
and is supported at the front by a taper
roller bearing which engages a bearing
cup situated in the input housing, The rear
of the mainshaft is supported by a needle
roller pilot bearing in the range cluster
gear.
----------------------... CHAPTER3------------------------

Figure 2
Ford 2610 and 3610 Synchromesh Transmission Assembly

1. Rear Support Plate 14. P.T.O. Input Shaft

2. Output Shaft Retainer 15. Transmission Input Shaft
3. Output Shaft 16. Transmission Clutch Disc
4. P.T.O. Countershaft 17. Clutch Cover
5. Range Cluster Gear 18. Clutch Release Bearing
6 . Mainshaft Cluster Gear 19. Clutch Release Bearing Hub Support
7. Mainshaft Synchroniser 20. Input Housing
8. Mainshaft Gear 21 . Countershaft Cluster Gear
9. Mainshaft Drive Gear 22. Countershaft Synchroniser
10. P.T.O. Countershaft Gear 23. Countershaft Gear
11 . Input housing Cover 24. High Range Sliding Coupling
12. Release Lever 25. Reverse l Low Sliding Coupling
13. Flywheel

3
- - - - - - - - PART 5-TRANSMISSION SYSTEMS - - - - - - - -

Figure 3
Synchroshift Transmission Power Flows
R. Reverse
(

4
------------------------CHAPTER3------------------------
(v) Range Cluster Gear The range cluster
gear is positioned beneath the output
shaft and behind the mainshaft. A thrust
bearing transmits end thrust between the
mainshaft and the range cluster gear. The
front of the range cluster gear is
supported by a caged ball bearing which is
located in the centre web of the trans-
mission case. The rear of the range cluster
gear is supported by a taper roller bearing
which engages a bearing cup in the rear
support plate. Shims positioned behind
the bearing cup determine the amount of
rangem cluster gear and mainshaft end
play.

Figure 4
Synchroniser Assembly
1. Outer Cup
2. Inner Cone
3. Leaf Spring
4. Sliding Clutch
5. Locking Pin
6. Split Sleeve
The transmission assemblies contain all helical
type gears with the exception of the P. T. O.
input shaft and countershaft gears, and the
reverse range gears, which are spur type. All
gears are constant mesh, gear train
connections being made by two sliding
couplings and two synchronisers.

The synchronisers, Figure 4, consist of a

sliding clutch mounted on and splined to the
transmission shaft, with an aluminium
synchronising inner cone located on each side.
The inner cones are mounted on three locking
pins which pass through holes in the sliding
clutch.

The power flow paths for the eight forward and

four reverse speeds are shown in Figure 3.

The locking pins incorporate locking chamfers.

The two synchronisers are of the baulk pin
type, one is mounted on the countershaft, the
other on the mainshaft.
Three split sleeves are placed between the two
inner cones and these sleeves are expanded by
two interior leaf springs so that their central
grooves contact the holes in the sliding clutch.
Two splined outer cups provide mating sur-
faces for the inner cones.

5
- - - - - - - - PART 5- TRANSMISSION SYSTEMS - - - - - - - -

Figure 5
Synchroniser Operation
1. Locking Pin 5. Gear
2. Split Sleeve 6. Locking Pin Chamfer
3. Leaf Spring 7. Sliding Clutch
4. Outer Cup 8. Inner Cone

The operation of the synchronisers is as Also the rubbing force of the cup and cone
follows: causes the locking pins to be pressed against
the sides of the holes in the sliding clutch, and
the chamfers on the locking pins initially
prevent full engagement of the sliding clutch
see '8' Figure 5.

In the neutral position the split sleeves are

expanded by the springs and held in position
by the centre grooves which are pressed into
the holes in the sliding clutch, see A' Figure 5.
I shaft and gear speeds are synchronised. After
Therefore, as the sliding clutch is moved from
the neutral position towards the gear to be
engaged, the inner cone is forced to contact
and engage with the mating outer cup.
Further shift pressure causes the cup and cone
to eventually rotate at the same speed, and the
synchronisation no rubbing exists between the
cup and cone and the side force on the locking
pins is relaxed allowing the sliding clutch to
move along the locking pins up the chamfer
and engage the sleeve teeth with the gear
teeth.

The force required to complete engagement is

the effort necessary to compress the split
The initial rubbing action of the cone and cup sleeves sufficiently to allow them to pass
forces oil clear of the friction surfaces via through the sliding clutch holes, see 'e', Figure
grooves in the periphery of the inner cone. 5.

6
------------------------CHAPTER3------------------------

Figure 6 Figure 1
Front Body Housing Panel Removal Connecting Rod Clamps
1. Sound Insulation 1. Connecting Rod Clamp
2. Front Body Housing Panel 2. Transmission Top Cover
3. Front Cowling 3. Bolts
4. Rubber Boot 4. Connecting Rod

B. GEAR SHIFT LEVERS AND COVER OVERHAUL

GEAR SHIFT LEVERS 6. Pull the plate and bush assembly free from
REMOVAL the dowel pin located in the steering
1. Place the main shift lever in neutral and the column and lift the gear lever assembly to
range shift lever in the Alhigh" position. disengage the connecting rods from the
connecting rod clamps.
2. Disconnect the battery earth cable.
3. Tractors with Cab:
Lift the cab floor mat.
Remove the screws securing the front body
housing panel to the front cowling, Figure
6.
NOTE: Three securing screws are located
under the rubber boot
Remove the front body housing panel and
sound insulation.
Tractors less Cab:
Loosen the clamps securing the gearshift
gaiters. Raise the gaiters up the connecting
rods.
4. To aid re-assembly use a small file to make a
reference mark on the connection rods
which aligns with the top of the damps.
Remove the connecting rod clamp upper
bolts, and loosen the damp lower boits,
7. Figure 8
5. Support the weight of the gear lever Gear Lever Assembly Removal
assembly and remove the bolts and clamp 1. Gear Lever .Assembly
2. Plate and Bush Assembly
securing the plate and bush assembly to the 3. Steering Column
column, 8. 4. Clamp

1
1IilIIIIIIIIIII1IIIIIIIIIII_ _ _















figure 9
Gear Lever Assembly
1. Roll Pins
2. Main Gear Lever
3. Rubber Boot
4. Range Gear Lever
DISASSEMBLY
1. With a suitable punch drive out the roll pins
securing the main gear lever and the range
lever to the plate and bush assembly,
Figure 9.
2. Withdraw the main g&ar lever and range
lever, complete with their connecting rods,
from the plate and bush assembly.
3. Remove the circlip retaining the main gear
lever arm in the plate and bush assembly.
Remove the washer, thrust washer and
main gear lever arm, Figure 10.
4. Remove the range lever arm in the same
manner.
5. Release the screws securing the rubber
boot and remove the boot.
INSPECTION
1. Inspect the gear levers and connecting rods
for wear or damage. If necessary use a
suitable punch to remove the roll pin
retaining the lever to the connecting rod
and replace unserviceable items.
_ _ PART 5- TRANSMISSION SYSTEMS 1IIIIIIIIIIII_ _IIJIIIIIII1III!IIIIIIIIIIIIIIIIIIIIIIIIlIlIII_ __
figure 10
Gear Lever Arm Removal
1. Main Gear Lever Arm and Connecting Rod
2. Thrust Washer
3. Circlip
4. Washer
2, Check the plate and bush assmbly. If
damaged, or the bushes are worn, replace
the assembly.
3, Examine the gear lever arms for wear or
damage, Replace with new items if
necessary.
RE-ASSEMBlY
1. Position the rubber boot on the plate and
secure with the retaining screws.
2. lubricate the bushes in the plate and bush
assembly with a good quality grease and
install the gear lever arms,
3. Lubricate the thrust washers with a good
quality grease, Install the thrust washers,
washers and retaining circiips.
4. Pass the connecting rods through the gear
lever arms and attach the gear levers to the
gear lever arms with new roll pins.
a
------------------------CHAPTER3------------------------
Figure 11
Gear Shift Cover Assembly
1. Main Shift Arm
2. Safety Start Switch Wires
3. Shift lever Retaining Clamp, Tool No. FT.5003
or 4720
4. Range Shift Arm
INSTAllAT~ON
1. Offer the gear lever assembly up to the
steering column and slide the connecting
rods through the gaiter (where fitted) and
into their respective clamps. Do not install
the clamp bolts at this stage.
2. locate the plate and bush assembly on the
steering column dowel and secure with the
damp. Tighten the damp bolts to the
correct torque, see Specifications" -
II
Chapter 7.
3. Align the reference marks made on the
connecting rods, prior to disassembly, with
the top of the connecting rod clamp bolts
and tighten all the clamp bolts to the
correct torque, see "Specifications"
Chapter 7,
NOTE: Incorrect connecting rod to clamp
alignment will result in an inability to select the
full range of gear ratios. In this event the
connecting rod must be moved further into or
out of the clamp, as required, to ensure correct
gear shift operation. When correctly
assembled the total vertical movement of the
main shift linkage is approxiamately O. 75 in
(19 mm) and vertical movement of the range
shift linkage is approximately 0.63 in (16 mm).
9
Figure 12
Gear Shift Cover Removal
1. Safety Start Switch Wires
2. Safety Start Switch
3. Switch Actuator Housing
4. Gear Shift Cover
4. Tractors with Cab only:
Replace the front body housing panel and
sound insulation and secure with the
retaining screws.
5. Re-connect the battery earth cable.
GEAR SHIFT COVER
REMOVAL
1. Remove the gear shift levers as previously
described.
NOTE: The main shift arm may be locked in
neutral and the range shift arm locked in
"high" by means of a Shift Lever Retaining
clamp, Tool No. FT.5003 or 4720, Figure 11.
This will greatly assist replacing the gear shift
cover in those instances where the cover
components will not be disturbed.
2. If the tractor is equipped with a cab,
remove the cab in order to gain access to
the gear shift cover, see "SAFETY CABS
AND PlATFORMS"-Part 11.
3. Disconnect the safety start switch wires
from the harness connection, Figure 11
4. Remove the oil level indicator (where
fitted).
tmlIIIIIi



t
lBl!IIIIIIIIIIIII_ _ _ _I11111111111111_ _ PART 5- TRANSMISSION SYSTEMS _ _ _ _ _1IIIIIIII!III1iIIlIIIIIiIII1IiIIIIIIIIII

Figure 13 Figure 14
Arm Assembly Removal Bush and Oil Seal Removal
1. Connecting Rod Clamp 1. Gear Shift Cover
2. Range Gear Shift Arm 2. Bushing Kit, Tool No. 818 or 9514
3. Spring Retainer
4. Main Gear Shift Arm

5. Remove the gear shift cover retaining bolts iNSPECTION

and partially lift the cover from the trans-
mission casing. With the cover raised, dis- 1. Wash the shift cover in a suitable solvent
connect the safety start switch wires from and dry with a clean, lint free cloth or
the switch, Figure 12, and remove the shift compressed air.
cover assembly.
NOTE: The safety start switch is now
accessible and, if necessary, may be un- 2. Inspect the shift cover for cracks or other
screwed from the switch actuator housing. damage. Renew the cover where
necessary.
DISASSEMBLY

1. Remove the connecting rod clamp from the

3. Inspect the gear shift cover bushes and oil
top of the gear shift arm assemblies, Figure
seals. If necessary use a suitable Bushing
13.
Kit, Tool No. 818or9514to drive the bushes
2. Remove the snap ring securing the external and oil seals out of the cover from the inside,
spring and spring retainer to the main gear Figure 14.
shift arm. Remove the spring retainer,
spring and washer.
4. Lubricate the new bushes with dean
3. Wrap suitable seif-adhesive tape around transmission oil. If necessary use Bushing
the splines of the arm assemblies to protect Kit, Tool No. 818 or 9514 to install the
the oil seals from damage. bushing.

4. Slide the arm assemblies out of the cover.

NOTE: To prevent damage to the oil seals the
5. Remove the internal spring and washer seals are installed at a later stage after the
from the range shift lever. installation of the arm assemblies.

10
------------------------CHAPTER3------------------------

Figure 15 figure 16
Gear Shift Arms Installation Main Gear Shift Arm Installation
1. Range Shift Lever 1. Snap Ring
2. Main Shift Lever 2. Spring
3. Main Gear Shift Arm
4. Spring Retainer

RE-ASSEMBlY ~NSTAllATION

1. lubricate the arm assemblies with clean 1. Install a new shift cover gasket and re-
transmission oil. install the shift cover following the removal
procedure in reverse.
2. locate the spring and washer over the
range shift lever.
On installation observe the following
requirements:
3. Install the range shift lever in the left-hand
bore of the gear shift cover, and the main
shift lever in the right-hand bore, Figure 15. I\lI Place the countershaft synchroniser rail in
the neutral position, the reverse/low rail in
neutral, and the high rail engaged
4. Wrap suitable self-adhesive tape around
(forward).
the splines of the arm assemblies to protect
the oil seals. <III Where the arm assemblies have not been
held in the correct position by the Shift
5. Position the oil seals over the arm assembly lever Retaining Clamp Tool No. FT5003 or
f

shafts and use a suitable sleeve to drive the 4720, prepare the top cover arm assemblies
oil seal into the locating bores. Remove the so they will align with the rails and gates
self-adhesive tape. when the top cover is installed.

6. Install the washer, external spring and iii Ensure the safety start switch actuator
spring retainer over the main gear shift arm housing is aligned with the locating pin of
and secure with the snap ring, Figure 16. the shift cover.

e Ensure the safety start switch wires are

7. Secure the connecting rod clamp on the pushed fully into the locating groove in the
arm assemblies. shaft cover.

11
1IIIIIIIIIIII_ _ _ _IIIIIIIIIIIIIIIIIIII_ _ _ _11111111111111 PART 5- TRANSMISSION SYSTEMS IIIIIIIIIIIIIII_ _ _ _IIIIIIIIIIIIIII_ _IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII!

INSPECTION

1. Inspect the safety start switch for damage

or wear, replace the switch if any doubt
exists about the serviceability of this item.

2. Examine the actuator housing for damage.

Place a dean doth under the actuator
housing and carefully slide the housing
along the rail to ensure that a positive
detent action takes place.

NOTE: Should the actuator housing require

replacement, removal of the transmission rear
Figure 17 support plate and gear shift rails is necessary
Safety Start Switch Installation
1. Safety Start Switch see uRear End Components and Gear Shift
2. Switch Actuator Housing Mechanism" later in this Chapter.
3. Countershaft Synchroniser Rail
4. Actuating Dowel

ell Tighten the retaining bolts to the specified INSTALLATION

torque see "Specifications" - Chapter 7.
I

1. With the actuator housing located in the

.. Ensure the oil seals have not been detented 'neutral' position, use long nosed
disturbed from their seats. pliers to insert the actuating dowel pin in
the gear shift rail.
2. Instal! the gear lever assembly as previously
described.
2. Replace the safety start switch and tighten
to the correct torque, see "Specifications"
-Chapter 7.
SAfETY START SWITCH

REMOVAL. 3. Test the switch operation by connecting a

test bulb in series with the switch terminals
and a 12 volt battery. Move the switch
1. Remove the gear shift cover assembly as actuator housing along the gear shift rail.
previously described. The test bulb should be illuminated only
with the actuator housing centred over the
actuating dowel, which is equivalent to the
'neutral' position.
2. Unscrew the safety start 'switch.

3. Place a dean doth beneath the safety start IMPORTANT: Do not move the actuator
switch actuator housing and remove the housing more than 0.25 in. (5 mm) from the
actuating dowel pin with long nosed pliers, actuating dowel centre line or the dowel may
Figure 17. come out of the shift rail.

12
------------------------CHAPTER3------------------------
Figure 18
Clutch Release Fork Removal
1. Release Shaft
2. Securing Bolt
3. Clutch Release Fork
C. TRANSMISSION-OVERHAUL
TRANSMISSION ASSEMBLY
The following overhaul procedure applies to a
transmission completely removed from the
tractor. However certain repairs can be
undertaken on either the front or rear end
components without having to separate both
ends of the transmission from the rest of the
tractor. By studying the sectional illustrations
contained in the "Description and Operation"
section it will be apparent as to whether or not
the complete transmission has to be removed.
By referring to the relevant text in the following
overhaul procedure, details relating to the
components being serviced may be selected.
However where a major overhaul is to be
performed complete removal of the
transmission from the tractor
recommended.
REMOVAL
1. Drain the oil from the transmission.
2. Separate the engine and rear axle
assemblies from the transmission, see
"SEPARATING THE TRACTOR" - Part
12.
Figure 19
Clutch Release Bearing Hub Support Removal
1. Clutch Release Bearing Hub Support
2. Retaining Bolt
3. Input Housing Cover
4. Input Housing Cover Retaining Bolts
DISASSEMBLY
FRONT END COMPONENTS
1. Remove the external greaser (where fitted)
and disconnect the release bearing greaser
line from the release bearing.
2. Slide the release bearing off the support
hub.
3. Unscrew the seif-Iocking nut from the
clutch release fork securing boit, Figure 18.
4. Withdraw the release shaft from the trans-
mission case and remove the release fork.
5. Remove the dutch release bearing hub
support retaining bolts, Figure 19. Remove
is the hub support.
NOTE:
(i) Removal of the clutch release bearing
hub support also removes the P. T. O.
input shaft assembly.
(ii) The two lower bolts have sealing
washers and should be set aside to
ensure they are repaced in the same
locations on fe-assembly.
13
 20 Figure 21
Input Housing Cover Removal Input Housing Components
1. Input Housing 1. Thrust Washer
2. P.T.D. Countershaft Gear 2. Transmission Mainshaft Drive Gear
3. input Housing Cover 3. Cirdip
4. Gasket 4. Transmission Input Shaft

6. Remove input housing cover retaining 10. Remove the input shaft needle roller
bolts and withdraw the input housing bearing should this item remain on the
cover, and P.T.O. countershaft front of the transmission countershaft,
gear as an assembly, Figure 20. see Figure 22.

NOTE: Threaded holes are provided so that

two retaining bolts may be inserted to act as
jacking bolts to assist removal of the input
housing cover.
REAR END COMPONENTS AND GEAR
SHIFT MECHANiSM
7. Remove the thrust washer from the front
of the transmission input shaft, Figure 21 . Ford 2610 and 3610:

Remove the P .T.O. coupling retaining snap

ring from the rear of the P.T.O. counter-
8. Remove the circiip retaining the trans- shaft and slide the coupling from the shaft,
mission mainshaft drive gear, and slide Figure 23.
the gear forward off the mainshaft.

Ford 4110 and 4610:

9. Remove the bolts securing the trans- Remove the pump drive gear
miSSion housing and remove the shroud retaining bolts and remove the
housing and transmission input shaft as shroud. Extract the drive gear retaining
an assembly, Figure 22. snap ring and remove the gear I 24.

14
 Figure 22 Figure 24
Input Housing Removal Hydraulic Pump Drive Gear Removal
1" Needle Roller Bearing Ford 4110 and 4610
2. Transmission Countershaft 1. Hydraulic Drive Gear
3. Input Housing 2. P.T.O. Countershaft
4. Input Shaft 3. Gear Retaining Snap

2. Remove the snap retaining the p.T.a. NOTE: If overhaul of the rear end com-
countershaft rear bearing, Figure 25. Drive ponents is being performed without access
the countershaft and rearwards out to the front of the transmission, the P. T. O.
of the rear support plate and remove from countershaft may be withdrawn as a unit
the transmission, Figure 26. with the rear support plate.

23 Figure 25
P.T.O. Coupling Removal- Ford 2610 and 3610 P.T.D. Countershaft Rear Bearing Installed
1. P.T.D. Coupling 1. Rear
2. P.T.D. Countershaft 2. P.T.O. Countershaft
3. Bearing Retaining Ring

15
_ _ _ _IIIIIIIIIIIIIIIIIIIiI1IIIIIIII_ _ _ _ PART 5-
Figure 26
P.T.C. Countershaft Removal
1. P.T.C. Countershatt
2. Rear Bearing
3. Rear Support Plate
3. Remove the rear support plate retaining
bolts and lever the plate assembly away
from the transmission rear face, Figure 27.
4. Extract the shift rail plungers and springs
from their bores, Figure 8.
5. Loosen all locknuts on the gearshift forks
and gates, Figure 29.
NOTE:
(i) As the rails, gates and forks are
removed, re-assemble these items on
the bench and layout in sequenc to aid
correct re-assembly.
riO Ensure the detent ball is collected from
the relevant locating bore, as each shift
rail is removed.
6. Remove the retaining screws from the
reversellow range gate and fork.
TRANSMISS~ON SYSTEMS 1IIIIIIIIIIIII_ _ _ _ _ _ _1lIIlIiIIIIIIII1IIIIIIIIIIIIII
Figure 27
Rear Support Plate Removal
1. Output Shaft
2. Range Cluster Gear
3. Rear Support Plate
4. Output Shaft Bearing Retainer
7. Slide the reverse/low range rail rearwards
out of the transmission, remove the fork
and gate.
NOTE: Ensure the adjacent rail is in the
;neutral' position, or the interlock plungers
located in the transmission cross drilling will
prevent removal of the reverse/low range rail.
8. Remove the high range rail in the same
manner.
9. Remove the mainshaft synchroniser gate
retaining screw and slide the mainshaft
synchroniser rail rearwards out of the trans-
mission. Remove the mainshaft syn-
chroniser gate.
NOTE:
(i) Ensure the countershaft synchroniser
rail is engaged either fully forward or
rearward. The interlock will only allow
the mainshaft synchroniser rail to move
when the countershaft synchroniser is
engaged.
16
 Figure 28 Figure 29
Detent and ""'"""nr.<, Gear Shift Mechanism
1. 1. Safety Start Switch Actuator
2. Spring 2. High Range Fork
3. Gearshift rails 3. Reversel Low Fork
4; Reverse I Low Range Gate
5. High Range Gate
6. Mainshaft Synchroniser Gate
7. Countershaft Gate and Fork

(ii) A stop pin is situated in the trans- NOTE: Due to inaccessibility, the mainshaft
mission cross-drilling between the synchroniser fork and lower rail are removed at
mainshaft synchroniser rail and the a later stage.
high range rail. This stop pin must
be moved away from the mainshaft
synchroniser rail to allow removal of the
rail. Rotation of the rail should move
the locking pin away to free the rail. If
necessary remove the interlock bore
plug, Figure 30, and use a small magnet
to remove the interlock and stop pin.

10. Remove the safety start switch.

11. Remove the countershaft synchroniser

fork and retaining screw. Slide the Figure 30
countershaft synchroniser rail rearwards Interlock Mechanism
out of the transmission, removing the 1. Stop Pin
2. Transmission
gate and safety start switch actuator 3. Interlock Bore Plug
housing from the rail. 4. Interlock

17
1IIIIIIIIIlIII_1IIIIIIIIIIl_ _ _1IIIIIIIIIIIIII1fIIIIIIIIIIIII1IIIIII'tlIIIII PART 5- TRANSMISSION SYSTEMS 1iBIiIIIIIIIIII_ _IllllllllllllllIllllllllllllllIllllllllllllllIIIIIIIIiIIIII!_

Figure 31 Figure 32
Output Shaft Assembly Removal Reverse Id!er Gear Removal
1. High Ratio Coupling 1. Circlip
2. Output Shaft Assembly 2. Washer
3. Range Cluster Gear 3. Reverse Idler Gear
4. Reverse Idler Gear 4. Shaft
5. Washer

12. If necessary collect the mainshaft syn- 16. Remove the range cluster gear assembly
chroniser raii to countershaftsynchroniser from the rear of the transmission, and
rail interlock from the transmission cross- remove the thrust bearing from the rear of
drilling. the transmission mainshaft, Figure 33.

MAIN GEAR ASSEMBLIES

13. Withdraw the output shaft assembly from 1. Remove the circiip from the front of the
the rear of the transmission, Figure 31. transmission countershaft and withdraw
the washer and thrust bearing, Figure 34.

2. Carefully withdraw the countershaft rear-

wards removing the gears, synchroniser,
14. Remove the high ratio coupling from the
inner coupling, thrust bearings and
rear of the countershaft.
washers as the components become free.

NOTE: Position the components in the correct

order to facilitate re-assembly.
15. Remove the circlip and washer from the
forward end of the reverse idler gear shaft.
Install a rear support plate bolt in the shaft 3. Remove the transmission mainshaft syn-
and withdraw the shaft. Remove the chroniser fork retaining screw and locknut.
reverse idler gear and second washer, Slide the lower rail forward out of the trans-
Figure 32, mission casing, Figure 35.

18
 Figure 33 Figure 35
Cluster Gear Removal Mainshaft Synchroniser Lower Rail Removal
1. Thrust 1. Mainshaft Synchroniser Fork
2. Range Cluster Assembly 2. Mainshaft Assembly
3. Mainshaft Synchroniser lower Rail

NOTE: Ensure no side or vertical force is
exerted on the rail by the synchroniser fork
which would prevent removal of the rail.
4. Remove the mainshaft synchroniser fork.
5 Remove the transmission mainshaft and
mainshaft cluster gear from the bottom of
the transmission, Figure 36.

Figure 34 figure 36
Countershaft Installed Mainshaft Assembly Removal
1. Circiip 1. Mainshaft Cluster Gear
2. Mainshaft Assembly 2. Mainshaft
3. Washer
4. Countershaft Assembly

19
_ _ _ _ _ _IIIIIIIIII_ _ _111111111111111 PART 5- TRANSMISSION SYSTEMS IIIIIIIIIIIIIIIIIIIIIIIIIII_ _IIIIIIIIIIIII_IIIIIIIIIIIIIII_ __

figure 31 Figure 38
P.T.D. Input Shaft Assembly Clutch Release Bearing Hub Support
1. Hub Support 1. Hub Support
2. P.T.O. Input Shaft 2. Oil Seal
3. Rear Bearing

INSPECTION AND REPAIR
NOTE: Any taper roller bearings and bearing
cups that are found to be unserviceable must
be rep/aced in matching sets.
4. inspect the gear teeth and the oil seal
journals on the P.T.O. input shaft for
damage or wear and check the rear bearing
for wear or damage. If necessary, use
Puller, Tool No. 1003 or 9516, Pulling
Attachment Tool No. 951 or 9190 and a
suitable Step Plate, Tool No. 630S or 9210
to withdraw the rear bearing, Figure 39.

5. Use a suitable press to install a new rear

FRONT END COMPONENTS
bearing on the P.T.D. input shaft. Ensure
1. Drive the P.T.D. input shaft and bearing the bearing seats against the gear teeth.
rearwards out of the clutch release bearing
hub support, Figure 37.

6. Examine the P.T.D. input shaft oil seal for

wear or damage. If necessary use Puller,
2. Inspect the oil seal in the hub support and, Tool No. 954C or 9527 to withdraw the oil
if worn or damaged, remove the seal. seal, Figure 40.

3. lightly grease a new seal and use a suitable 7. lightly oil and position a new seal on the
Step Plate Tool No. 6305 or 9210 and a spigot of a Step Plate, Tool No. 630-4 or
driver to install the seal with the sealing lip 9210-4, then use a punch and hammer to
to the rear, Figure 38. install the seal in the P.T.D. input shaft.

20
------------------------CHAPTER3------------------------

Figure 39 Figure 40
P.T.O. Input Shaft Rear Bearing Removal P.T.O. Input Shaft Oil Seal Removal
1. Puller, Tool No. 1003 or 9516 1. Puller, Tool No. 954C or 9527
2. Rear Bearing 2. P.T.D. Input Shaft
3. Pulling Attachment, Tool No. 951 or 9190
4. Step Plate, Tooi No. 6305 or 9210

NOTE: Ensure the step plate is free from 11. inspect the input shaft thrust washer for
burrs or sharp edges to avoid damage to the wear or cracks.
seal.

8. Install the P.T.D. input shaft and bearing

assembly fully into the hub support.

9. Use a soft faced hammer to drive the

transmission input shaft and bearing
assembly forward out of the reduction
gear housing.

Figure 41
10. Inspect the input shaft needle roller pilot Transmission Input Shaft Assembly
bearing and the shaft bore for wear or 1. Input Shaft
2. Thrust Washer
damage and replace if necessary I
3. Pilot Bearing
Figure 41. 4. Main Drive Bearing

21
1III1III!IIIIII1IIIiIIIIIIIII1IIIIIIIIIIIIII1IIIIIIIIIlIIII_1IIIIIIIIIIIIII1IIIIIIIIIIIIII1IIIIIIIIlIII PART 5- TRANSMISSION SYSTEMS 1llllllllllllll1IIIIIIIIIIIIII1IIIIIIIIIIIIII1IIIIIIIIIIIIII1iIIIIIIIIIIIII_ _ _1IBIIm1

Figure 42 Figure 43
Main Drive Bearing Remova! Input Housing Assembly
1. Puller, Tool No. 1003 or 9516 1. Input Housing
2. Main Drive Bearing 2. Bearing
3. Pulling Attachment, Tool No. 952 or 9526 3. P .T.O. Countershaft Gear
4. Step Plate, Tool No. 6308 or 9210

12. inspect the oil seal journals and gear teeth 15. If renewal of the P.T. O. cou ntershaft gear
of the shaft for wear or damage. Check bearing is necessary, use Puller, Tool No.
the main drive bearing for Wear or 1001 or 9196 and a suitable Step Plate,
damage. If necessary use Puller, Tool No. Tool No. 630S or 9210 to remove the
1003 or 9516, Pulling Attachment, Tooi bearing. Press a new bearing fully on the
No. 952 or 9526 and a suitable Step Plate P.T.D. countershaft gear and replace the
Tool No. 6305 or 9210 to remove the gear and bearing in the input housing
bearing, Figure 42. cover.

13. Press a new bearing onto the input shaft

to seat firmly against the gear teeth.

16. Examine the transmission input housing

for damage, paying particular attention to
the transmission mainshaft front bearing
cup, Figure 44. Should the bearing cup
require repiacement use Step Plate Tool
14. Inspect the input housing cover and No. 630T 117 or 9211117 and an hydraulic
P.T,Q. countershaft gear assembly for press or soft faced hammer to drive the
wear or cracks. Use two suitable levers to cup rearwards out of the housing. Use a
remove the P. T.O. countershaft gear and hydraulic press or a soft faced hammer to
inspect the bearing for wear or damage, install a new bearing cup fully into the
Figure 43. input housing,

22
 44 figure 45
Input Housing P.T.D. Countershaft Bearing Removal
1. Mainshaft Front Bearing Cup
1. Puller, Tool No. 1002 or 9198
2. Pulling Attachment, Tool No. 951 or 9190
3. Rear Bearing
4. Shaft Protector, Too! No. 625A or 9212

REAR END COMPONENTS NOTE: Ensure the new seal is located squarely
and has the rear end flush with the bottom of
the range cluster gear rear bearing cup bore.

1. Inspect the P.T.D. countershaft oil seal

journal and rear bearing for wear or
damage. If necessary, us'e Puller, Tool No.
1002, or 9198, Pulling Attachment, Tool
No. 951 or 9190 and a suitable Shaft
Protector, Tool No. 625A or 9212, to
remove the rear bearing from the P.T.O.
countershaft, Figure 45. Use a suitable
length of sleeve of 1.5 in.
(37 mm) internal diameter to install a new
bearing.

2. the rear plate for wear or damage

and, if necessary, replace on re-assembly.

3. Examine the P.T.O. countershaft oil seal,

Figure 46. If worn or damaged remove the
seal with a suitable punch. Use a suitable
Step plate, Tool No. 630S or 9210, and a
soft faced hammer to install a new seal.
figure 46
P .T.O. Countershaft Oil Seal Installed
1 Rear Support Plate
2. Range Cluster Gear Rear Bearing Cup
3. P.T.O. Countershaft Oil Seal

23
- - - - - - - - - - - PART 5- TRANSMISSION SYSTEMS
Figure 47
Output Shaft Retainer Assembly
1. Output Shaft Retainer
2. Oil Seal
3. Bearing Cup
4. Inspect the range cluster gear rear bearing
cup. Should the bearing cup require
replacement use Slide Hammer, Tool No.
9438 or 9567 to effect removal. Examine
the shim located behind the bearing cup,
and if damaged replace with a new shim of
the same thickness. Install the shim and use
a suitable soft drift to replace the bearing
cup.
NOTE: The shim located behind the bearing
cup controls the transmission mainshaft and
range cluster gear end play. The procedure for
checking and adjusting this endplay is
described later in this chapter under
uMainshaft and Range Cluster Gear End Play
Check".
5. Remove and inspect the output shaft
retainer, Figure 47. Examine the oil sea! and
bearing cup. If new components are
required, use a punch to remove the oil seal
and bearing cup. Use a suitable Step Plate,
Tool No. 630S or 9210, to install the new
components. Ensure the oil seal is installed
flush with the bottom of the bearing cup
bore before replacing the bearing.
24
1llUllll1lllllllllllll1lllllllllll1llllllllllll1IIIIiIIIII_ __
Figure 48
Output Shaft Pilot Bearing Removal
1. Puller, Tool No. 1003 or 9516
2. Pilot Bearing
3. Pulling Attachment, Tool No. 951 or 9190
4. Shaft Protector, Tool No. 625A or 9212
6. Use Puller, Tool No. 1003 or 9516, Pulling
Attachment, Tool No. 951 or 9190 and a
suitable Shaft Protector, Tool No. 625A or
9212 to remove the output shaft pilot
bearing, Figure 48.
With reference to Figure 49:
7. Remove the circlip from the front of the
output shaft and remove the connector,
thrust washer, gear, second thrust washer
and coupling.
8. Use a press to remove the output shaft rear
bearing, washer, thrust washer and output
shaft gear. If a press is not available use
Puller, Tool No. 1003 or 9516 and a suitable
Shaft Protector, Tool No. 625A or 9212 to
remove the gear, Figure 50.
 figure 49
Output Shaft Assembly
1. Pilot Bearing 7. Output Shaft Rear Bearing
2. Circiip 8. Washer
3. Connector 9. Output Shaft Gear
4. Thrust Washer 10. Output Shaft
5. Coupling 11. Reverse Gear
6. Thrust Washer 12. Thrust Washer

9. Examine the output shaft components and

replace any serviceable items. Re-assemble
the components onto the shaft as shown in
Figure 49.
Ensure:
(j) the gears are assembled with the dog
teeth towards the sliding coupling
splines.
Oil the inner coupling located on the
forward end of the output shaft has the
smaller diameter shoulder facing
forward.
Use a suitable length of sleeve, 1.56 in.
(40 mm) internal diameter to press the
output shaft rear bearing into
Press the pilot bearing into position with a
suitable sleeve of 0.78 in. (20 mm) internal
diameter. 00
Output Gear Removal
NOTE: The output shaft gear and bush" and 1. Puller, Tool No. 1003 or 9516
2. Rear bearing
the output shaft and low/reverse coupling are
3. Output Shaft Gear
serviced as matched assemblies. 4. Shaft Tool No. 625A or 9212

25
1III!IIlIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIB PART 5- TRANSMISSION SYSTEMS 1EE11111IIIIIIII1IiIII_1IIIIIIIIIIIIII_1IIIIIIIIIIIIII_ _

Figure 51 Figure 52
Range Cluster Gear Rear Bearing Removal Range Cluster Gear Front Bearing Removal
1. Puller, Tool No. 1003 or 9516 1. Puller, Tool No. 938 or 9506
2. Rear Bearing 2. Puller Legs, Tool No. 930E or 9207
3. Pulling Attachment, Tool No. 951 or 9190 3. Front Bearing
4. Step Plate, Tool No. 6305 or 9210 4. Pulling Attachment, Tool No. 952 or 9526
5. Step plate, Tool No. 630S or 9210
6. Ratchet, Tool No. P61 or 9162

10. Inspect the range cluster gear assembly TRANSMISSION CASE

for wear or damage. If necessary, use
Pulier, Tool No. 1003 or 9516, Pulling 1. If the transmission has been completely
Attachment, Tool No. 951 or 9190 and a disassembled, dean the case internally
suitable Step Plate, Tool No. 630S of9210 and externally. Inspect the case for
to remove the rear bearing, Figure 51. damage or cracks. If necessary replace
the case on re-assembly.
11. To remove the range cluster gear front 2. Inspect the countershaft rear bearing cup
bearing remove the circlip and use Puller, for wear or damage. If necessary, use
Tool No. 938 or 9506, Tool No. 930E or Puller, Tool No. 943 or 9507 and Slide
9207, Ratchet Tool No. P6l or 9162, Hammer, Tool No. 9435 or 9567, to
Pulling Attachment, Tool No. 952 or 9526 remove the bearing cup from the
and a suitable Step Plate, Tool No. 630S transmission case, Figure 54.
or 9210 to remove the bearing and
3. Use a hammer and a soft metal drift of
washer, Figure 52.
suitable size to install a new bearing cup in
the transmission case.
12. Use a suitable sleeve of 2.83 in. (72 mm)
internal diameter to press on a new front
MAINSHAFT ASSEMBLY
bearing, and a sleeve of 1.96 in. (50 mm)
internal diameter to press on a new rear
With reference to Figure 55:
bearing. Secure the frollt bearing with a
new circlip.
1. Remove the thrust bearing and renew if
found to be worn or damaged. Slide the
13. Examine the range cluster gear pilot mainshaft duster gear rearwards off the
bearing and, if necessary, replace with a mainshaft. Examine the duster gear for
new pilot bearing and thrust washer, cracks or wear and, if unserviceable,
Figure 53. replace the assembly.

26
 Figure 53 Figure 54
Range Custer Gear Pilot Bearing Removal Countershaft Rear Bearing Cup Removal
1. Range Cluster gear 1. Transmission Case
2. Pilot Bearing 2, Slide Hammer, Tool No. 9435 or 9567
3. Thrust Washer 3. Puller, Tool No. 943 or 9507
4. Cup

Figure 55
Mainshaft Assembly
1. Thrust bearing 9. Mainshaft Front Bearing
2. Mainshaft Cluster Gear 10. Needle Roller Bearing
3. Thrust Bearing 11. Synchroniser Outer Cup
4. Synchroniser Assembly 12. Mainshaft
5. Thrust Washer 13. Thrust Washer
6. Mainshaft Gear 14. Synchroniser Outer Cup
7. Thrust Washer 15. Thrust Washer
8. Washer

21
_ _IIIIIJIIIIIIIIIIIIIIIIIII_IIlIIIIIIIIIII_1IIIIIIIIIiIIII
figure 56
Mainshaft Pilot Bearing Removal
1. Pilot Bearing
2. Mainshaft Cluster Gear
3. Pilot Bearing
2. Inspect the pilot bearings located in each
end of the cluster gear for damage. If
necessary install new pilot bearings.
3. Inspect the synchroniser outer cups for
cracks or wear. If necessary remove the
locating circlip and remove the outer cups,
Figure 57. Install new outer cups and
circiips.
4. Examine the thrust bearing located
between the mainshaft and the mainshaft
cluster gear. Replace the bearing if
necessary.
5. Identify the inner synchronise cone which
is adjacent to the mainshaft cluster gear
with a piece of string for correct re-
assembly I then slide 'the synchroniser
assembly off the mainshaft, Figure 58.
Examine the synchroniser assembly for
wear, signs of overheating, cracks or
broken leaf springs. If any of these
conditions exist replace the synchroniser
assembly and the two mating outer cups.
PART 5- TRANSMISSION SYSTEMS 1I!II1IIIIIIIII1IIIIIIIIIlIIII_ _ _ _ __
Figure 57
Synchroniser Outer Cone Removal
1, Synchroniser Outer Cone
2. Mainshaft Cluster Gear
3. Circlip
6. Inspect the front mainshaft bearing. If the
bearing requires renewal, or access to the
remaining mainshaft components is
required, use Puller, Tool No. 1003 or 9516,
Pulling Attachment, Tool No. 952 or 9526
and a suitale Step Plate, Tool No. 630S or
9210 to remove the front bearing, Figure
59.
7. Remove the washer, thrust washer i
mainshaft gear and outer cone assembly,
needle roller bearing and second thrust
washer. Replace any unserviceable items.
Should the mainshaft gear outer syn-
chroniser cups require replacement,
remove the retaining circiip. Install a new
outer cup and circlip on the gear.
8. Re-build the mainshaft components
referring to Figure 55 for the correct
assembly. If the original synchroniser
assembly is replaced, ensure the inner cone
identified with string is adjacent to the
mainshaft cluster gear. Remove the string.
IMPORTANT: During re-assembly take care
that all couplings are correctly matched. Marks
are etched on the inner and outer couplings
which must be aligned to ensure these com-
ponents are rep/aced in the original relative
positions.
28
------------------------CHAPTER3-------------------------
Figure 58
Synchroniser Assembly Removal
1. Identifying String
2. Mainshaft
3. Synchroniser Inner Cone
4. Synchroniser Assembly
9. Use a suitable sleeve of 2.28 in. (58 mm)
internal diameter to press on the mainshaft
front bearing.
COUNTERSHAFT ASSEMBLY
With reference to Figure 60:
1. Remove and inspect the circiip, shim and
front thrust bearing for wear or cracks.
Replace any unserviceable items.
2. Slide the duster gear from the countershaft
and check for damage or worn teeth, if
necessary renew the duster gear assembly.
3. Inspect the pilot bearing at the front of the
cluster gear. Use Puller, Tool No. 943S
toremove a damaged or worn pilot bearing.
Use a suitable Step Plate, Tool No. 630S to
install a new pilot bearing.
4. Examine the cluster gear rear thrust bearing
and renew if unserviceable.
29
Figure 59
Mainshaft Front Bearing Removal
1. Puller, Tool No. 1003 or 9516
2. Pulling Attachment, Tool No. 952 or 9526
3. Front Bearing
4. Step Plate, Tool No. 6305 or 9210
5. Identify the inner synchroniser cone which
is adjacent to the countershaft cluster gear
with string for correct re-assembly. Care-
fully examine the synchroniser assembly
for wear, signs of overheating, cracks or
broken leaf springs. Replace the syn-
chroniser assembly if any of these
conditions exist.
6. Inspect the inner coupling for cracks or
wear.
NOTE: If either the synchroniser assembly or
the inner coupling are found to be
unserviceable, the two items must be replaced
as a matched set.
7. Examine the countershaft gear for wear or
damage and replace if necessary.
8. Inspect the outer synchroniser cups
located on the coutershaft duster gear and
coutershaft gear. If worn or damaged
remove the original outer cups and replace
with new components.
 Figure 60
Countershaft Assembly
1. Thrust Washer
2. Washer
3. Needle roller Bearing
4. Countershaft Gear
5. Synchroniser Assembly
6. Inner Coupling
7. Thrust Bearing
8. Thrust Washer
9. Inspect the countershaft for wear or
damage to the gear teeth and splines. If
necessary replace the countershaft.
10. Check the countershaft rear bearing for
wear or damage. If necessary use Pulier,
Tool No. 1003 or 9516, Pulling
Attachment, Tool No. 951 or 9190, and a
suitable Shaft Protector, Tool No. 625A or
9212 to remove the countershaft rear
bearing, Figure 61. Use a suitable sleeve
of 2.36 in. (60 mm) internal diameter to
press on a new rear bearing.
11. Inspect the output shaft pilot bearing cup
located in the rear of the countershaft. If
worn or damaged use Puller, Tool No.
954C or 9527, to remove the bearing cup.
Use a suitable Step Plate, Tool No. 6308 or
9210 and a soft faced hammer to install a
new bearing cup.
30
9. Countershaft Cluster Gear
10. Shim
11. Circlip
12. Thrust Bearing
13. Needle Roller Bearing
14. Synchroniser Outer Cup
15. Countershaft
16. High Range Coupling
12. Inspect the high range outer coupling
which locates on the rear of the counter-
shaft and replace if unserviceable.
NOTE:
(i) The high range coupling and trans-
mission countershaft are only avail-
able as matched components.
(ii) The endplay of the components on
the countershaft must be checked
according to the following procedure.
13. Re-build the countershaft components on
the bench, referring to Figure 60 for the
correct assembly. Ensure ail components
are correctly positioned and the front
circiip is fully iocated.
14. Use feeler gauges to measure the gap
between the shim and thrust washer at
three places around the shaft, Figure 62.
Note the average gap measured.
------------------------CHAPTERJ------------------------

Figure 61 Figure 62
Counters haft Rear Bearing Removal Checking the Countershaft End Play
1. Puller, Tool No. 938 or 9506 1. Shim
2. Ratchet, Tool No. P61 or 9162 2. Feeler Gauges
3. Pulling Attachment, Tool No. 952 or 9526 3. Countershaft Assembly
4. Bearing 4. Thrust Bearing
5. Shaft Protector, Tool No. 625A or 9212
6. Puiier Legs, Tool No. 930B or 9521

15. Check that the end play is within the 1. Install the complete mainshaft assembly
correct limits, see "Specifications" into the front of the transmission casing.
Chapter 7.
NOTE: Ensure the rear thrust washer and
16. If the end play is outside of the specified bearing is located on the rear of the mainshaft,
range, install a thicker or thinner shim to Figure 63.
obtain the correct end play . For the range
of shims available refer to
"Specifications" - Chapter 7.

17. Remove the components from the

countershaft, but retain in the correct
sequence on a clean workbench in readi-
ness for re-assembly into the
transmission.

MAINSHAFT AND RANGE CLUSTER

GEAR

ENDPlAY CHECK

IMPORTANT The endp/ay of the mainshaft

and range cluster gear must be checked and, if Figure 63
necessary, adjusted before the transmission is Mainshaft Installation
1. Transmission Casing
completedly re-assembled. Refer to the 2. Thrust Bearing -
following procedure: 3. Mainshaft Assembly

31
_ _ _ _ _IJIiIIIIIIIIIII














!IIIIIIIIIIIIII_
Figure 64
Range Cluster Gear Installation
1. Range Cluster Gear
2. Transmission Casing
3. Range Cluster Gear Front Bearing
2. Install the range duster gear in the rear of
the transmission, Figure 64.
3. Carefully engage the rear of the mainshaft
into the pilot bearing located in the front of
the range cluster gear. Ensure the main-
shaft is pushed fully rearwards.
4. Ensure the range cluster gear front bearing
is located in the relevant bore in the trans-
mission centre web.
5. Install the rear support plate with a new
gasket. Ensure the rear bearing of the range
cluster gear engages the bearing cup in the
rear support plate. Secure the support
plate with the retaining bolts tightened to
the correct torque, see "Specifications"-
Chapter 7.
6. Install the input housing with a new gasket
and secure with the retaining bolts
tightened to the correct torque, see
"Specifications" - Chapter 7.
PART 5- TRANSMISSION SYSTEMS 1IIIIIIIIIIIIII_ _1IIIIII!IIIIIII_ _I11111111111111_ __
Figure 65
Checking Mainshaft and Range
Cluster Gear Endpiay
1. Rear Support Plate
2. Dial Indicator Gauge
3. Range Cluster Gear
7. Use a dial indicator gauge located on the
rear support plate to measure the endplay
on the rear of the range cluster gear whilst
the cluster gear is forced fully forwards and
backwards, Figure 65.
8. Measure the endpiay several times to
obtain consistent readings on the dial
indicator. Check the end play is within the
correct limits, see "Specifications"-
Chapter 7.
9. If the end play is outside the specified limits
remove the rear support plate. Withdraw
the range cluster gear rear bearing cup from
the support piate, remove the original shim
and select a thicker or thinner shim as
required to obtain the correct endplay.
increasing the shim thickness will decrease
the end play , reducing the shim thickness
will increase the endpiay. The shim sizes
available are listed in "Specifications"-
Chapter 7. Install the selected shim, replace
the bearing cup and re-check the end play is
now within the specified limits.
32
------------------------CHAPTER3------------------------
Figure 66
Countershaft Assembly installation
1, Countershaft Assembly
2. Circiip
3. Shim
NOTE: Refer to ulnspection-Rear End
Components n for the correct procedure in
removal and installation of the range cluster
gear rear bearing cup.
10. When the mainshaft and range duster
gear endp!ay is correct, remove the input
housing and rear support plate. Remove
the range cluster gear.
RE-ASSEMBlY
IMPORTANT:
(i) During re-assembly take care that all
couplings are correctly matched.
Marks are etched on the inner and outer
couplings which must be aligned to
ensure these components are replaced
in the original relative positions.
(if) Ensure all gears, washers and bearings
are lubricated with clean transmission
oil during assembly.
MAIN GEAR ASSEMBUES
1. Install the mainshaft assembly in the
bottom front of the transmission casing.
Place the mainshaft synchroniser fork in
position, locating the fork grooves over the
synchroniser assembly.
NOTE: Ensure the rear thrust washer and
bearing is located on the rear of the mainshaft.
33
Figure 67
Mainshaft Synchroniser Fork and Rail
Installation
1. Fork
2. Mainshaft
3. Lower Rail
2. Assemble the washer, thrust washer I
and needle roller bearing on the
countershaft and bearing assembly.
3. Position the countershaft gear and
synchroniseI' assembly in their correct
relative positions above the mainshaft.
Pass the countershaft (with the items
assembled in step 2) through the rear
compartment to engage the countershaft
gear and synchroniser assembly.
4. Assemble the thrust bearing, thrust
washer, countershaft cluster gear and
needle roller bearing assembly, thrust
bearing and shim on the countershaft.
5. Ensure the countershaft components are
fully engaged on the and retain with
the circlip, Figure 66.
6. !nstall the range cluster gear in the rear of
the casing to engage the rear of the
mainshaft. Ensure the range cluster gear
front bearing is located in the bore
machined in the transmission centre web.
7. Install the mainshaft synchroniseI' lower
rail. Secure the fork to the rail with the
retaining screw, 67. Tighten the
screw and locknut to the correct torque,
see "Specifications" Chapter 7.
 figure 68 Figure 69
Reverse Idler Gear InstaUation Gear Shift Mechanism
1. Circlip 1. Safety Start Switch
2. Washer 2. Mainshaft Synchronism Rail
3. Reverse Idler Gear 3, Reverse/Low Range Fork
4. Shaft 4. Reverse/Low Range Rail
5. Washer 5. High Range Fork
6. Countershaft Synchroniser Gate and Fork
7. Interlock
8. Stop Pin
REAR END COMPONENTS AND 9. Interlock
GEARSHIfT MECHANISM 10. Countershaft Synchroniser Rail

1. If the range cluster gear has not previously 4. Install the output shaft assembly in the rear
been installed or a rear end only overhaul is of the transmission.
being performed, position the thrust
washer and bearing on the rear of the 5. Install the gear shift mechanism. With
mainshaft and install the range duster gear. reference to Figure 69:

NOTE: During overhaul of the rear end com-
ponents only, the rear of the mainshaft must
be raised to allow installation and engagement
of the range cluster gear. This may be achieved
by temporarily installing the P. T. O. counter-
shaft into the mainshaft to lift the mainshaft
the required amount.
2. Insert the reverse idler shaft, with the
threaded hole rearwards, into the locating
bore in the transmission casing. Hold the
reverse gear and washer in position and
install the shaft through the gear and
washer. locate the foward washer over the
front of the shaft, taking care to engage the
flat of the washer with the flat on the shaft.
Retain the reverse idler assembly with the
circlip, see Figure 68.
3. Install the high ratio coupling on the rear of
the countershaft.
(i) Slide the countershaft synchroniser rail
into the transmission sufficiently to
assemble the safety start switch, spring
and detent ball on the rail.
Continue to slide the rail forward until
located into the countershaft synchro-
niser gate and fork. Install the retaining
screws and locknuts finger tight.
(ij) Slide the safety start actuator
rearwards to engage the detent bore in
the rail. Use long nosed pliers to install
the actuating dowel, and install the
safety start switch. Tighten the safety
start switch to the correct torque, see
16Specifications" - Chapter 7.
(iii) If previously removed, install the longer
interlock into the cross drilling in the
transmission to rest against the
countershaft synchroniser rail.

34
------------------------CHAPTER3------------------------
Figure 70
Checking Output Shaft and Countershaft Endplay
1. Rear Support Plate
2. Output Shaft
3. Dial Indicator Gauge
(iv) Engage the countershaft synchro-
niseI' rail fully rearward to the
interlock engages the detent in the
side of the rail.
(v) Slide the mainshaft synchroniser rail
in the transmission locating the
mainshaft synchroniser gate. Install
the retaining screw and locknut.
(vi) If previously removed install the
stop pin in the transmission cross-
drilling. Ensure the locking pin
engages with the flat on the
mainshaft synchroniseI' rail.
(vii) Slide the hIgh range rail into the
transmission to locate the high range
fork and gate. Align the fork and gate
with the counterbores in the rail and
secure with the retaining screw and
locknuts. Slide the rail fully forward to
the neutral position.
(viii) Install the last (shorter) interlock in the
transmission cross-drilling to locate
the detent in the side of the high range
rail. Install the interlock bore plug and
tighten to the correct torque, see
"Specifications" Chapter 7.
35
(ix) Slide the reverse/low range rail into
the transmission to locate the
reversellow fork and gate. Align the
fork and gate with the counterbores in
the rail and secure with the retaining
screws and locknuts.
(x) Install the detent balls, springs and
plungers in their respective bores. The
shorter plunger is positioned above
the high range rail.
(xi) Tighten all retaining screws and lock-
nuts to the correct torque, see
IIS pecifications" Chapter 7.
IMPORTANT: Before fully tightening the
retaining screws of the countershaft
synchroniser gate, engage the countershaft
synchroniser rearward and position the main-
shaft synchroniser rail in neutral. (Hand
pressure applied on the detent plungers will
ensure the rails assume the correct position).
Ensure the slots of the countershaft
synchroniser gate and the mainshaft
synchroniser gate align to within 0.020 in. (0.5
mm) of each other.
If necessary the two retaining screws of the
countershaft synchroniser gate may be utilised
to accurately adjust the position of gate on the
rail. Tightening the forward screw and
loosening the rear screw will move the gate
forward. Conversely tightening the rear screw
and loosening the forward screw will move
the gate rearward. Ensure that on completion
of this procedure both screws and locknuts are
tightened to the correct torque, see uSpecifi-
cations" Chapter 7.
6. Install the rear support plate with a new
gasket and tighten the retaining bolts to the
correct torque, see "Specifications"-
Chapter 7.
7 . To control the end play of the output shaft
and countershaft, shims of appropriate
thickness have to be installed between the
rear support plate and the output shaft
bearing retainer according to the following
procedure:
(ii) Tighten the bearing retainer bolts to
the correct torque, see "Specifi-
cations" - Chapter 7.
(iii) Use a dial indicator to measure the
endplay on the rear of the output shaft
whilst the output shaft is forced fully
forwards and backwards, Figure 70.
- - - - - - - - PART 5- TRANSMISSION SYSTEMS - - - - - - - -
(iv) Measure the end play several times to
obtain consistent readings on the dial
indicator. Check the end play is within
the correct limits, see "Specifi-
cations" - Chapter 7.
(v) If the end play is outside the
specifications select shims to give the
correct endplay. For the shim sizes
available, see "Specifications"
Chapter 7.
(vi) Having selected the correct shims
install the bearing retainer, shims and
bolts. Tighten the bolts to the correct
torque, see "Specifications"-
Chapter 7. Re-position the dial
indicator and re-check the end play .
8. Install the P.T.O. countershaft and rear
bearing assembly into the rear of the
transmission. Use a soft faced hammer to
ensure the shaft and bearing are fully
located. Retain with the snap ring.
9. Ford 2610 and 3610:
Install the P.T.O. coupling on the P.T.O.
countershaft and secure with the snap
ring.
Ford 4110 and 4610:
Install the hydraulic pump drive gear
shroud and secure with the retaining
bolts. Tighten the bolts to the correct
torque, see "Specifications" -
Chapter 7.
FRONT END COMPONENTS
1. Install the input shaft needle roller bearing
on the front of the transmission counter-
shaft.
2. Install the input housing with a new
gasket on to the transmission. Secure
with the retaining bolts only finger-tight.
36
3. Install the transmiSSion input shaft to
engage on the front of the countershaft. If
necessary use a soft faced hammer to fu lIy
engage the input shaft rear bearing with
the input housing.
4. Tighten the input housing retaining bolts
to the correct torque, see
"Specifications" - Chapter 7.
5. Install the transmission mainshaft drive
gear on the mainshaft and secure with the
circlip.
6. Position the thrust washer on the front of
the transmission input shaft.
7. Install the input housing cover and P.T.O.
countershaft gear as an assembly with a
new gasket. Secure with the retaining
bolts tightened to the correct torque, see
"Specifications" - Chapter 7.
8. Install the clutch release bearing hub
support and P.T.O. input shaft as an
assembly. Ensure the oil seal is not
damaged. Secure with the retaining bolts
tightened to the correct torque, see
"Specifications" - Chapter 7.
9. Install the release shaft and fork into the
transmission. Secure the fork to the shaft
with the retaining bolt tightened to the
correct torque, see "Specifications"
Chapter 7.
10. Slide the clutch release bearing on to the
support hub to engage the fork.
11. Install the external greaser assembly
(where fitted).
INSTALLATION
1. Re-connect the engine and rear axle
assemblies to the transmission, see
"SEPARATING THE TRANSMISSION"
-Part 12.
2. Fill the transmission with the correct grade
and quantity of oil, see "Specifications"-
Chapter 7.
 P RT5
TR SMI I S E S
Chapter 4
EIGHT SPEED SYNCHROMESH
TRANSMISSIONS-FORD 5610,6610,6710,7610 AND
7710
Section Page

A. TRANSMISSION DESCRIPTION AND OPERATION

B. GEAR SHIFT LEVERS AND COVER-OVERHAUL-
FORD 5610, 6610 AND 7610 8
C. GEAR SHIFT LEVERS AND COVER OVERHAUL-
FORD 6710 AND 7710 14
D. TRANSMISSiON-OVERHAUL 17

A. TRANSMISSION DESCRIPTION

The Ford synchromesh transmission assembly The Ford 6710 and 7710 utiiise floor mounted
provides eight forward and four reverse speeds gear shift levers located on the right-hand side
which are manually selected by two levers. of the cab, Figure 2.

The Ford 5610, 6610 and 7610 tractors utilise The main gear lever is used to select anyone of
column type gear shift levers which are located four speeds and has full synchromesh ability
under the steering wheel, Figure 1. between the four ratios.

Figure 1 Figure 2
Synchromesh Transmission Gear Shift Synchromesh Transmission Gear Shift
Levers-Ford 5610,6610 and 7610 Levers-- Ford 6710 and 7710
1. Main Gear Shift Lever 1. Main Gear Shift Lever
2. Gear Shift Lever 2. Range Gear Shift Lever

1
- - - - - - - - PART 5- TRANSMISSION SYSTEMS - - - - - - - -
The range shift lever is used to select a high,
low or reverse range. In addition, by designing
the low !reverse range lever positions in the
same plane, forward to reverse shuttle
operations are simplified. See Figures 1 and 2
for gearshift positions.
The main gear shift lever has the four speed
positions and a neutral start position (N).
NOTE: Ford 5610, 6610 and 7610-A safety
start switch prevents operation of the starting
motor unless the main gear lever is in the start
position (N).
Ford 6710 and 7710-A safety start switch is
incorporated into the clutch pedal linkage
which prevents starting motor operation
unless the clutch pedal is fully depressed.
Additionally an interlock between the clutch
pedal linkage and the transmission top cover
prevents the main gear shift lever from being
moved into gear unless the clutch pedal is fully
depressed. Details of the operation of the inter-
lock are described later in this section.
IMPORTANT: To prevent possible damage
by overspeeding transmission components,
always place both gear shift levers in neutral
(N) in the event of towing the tractor.
The transmission is available with Independent
P.T.O. or less P.T.O. only, refer to "POWER
TAKE-OFF" - Part 6 for further details of the
P.T.O. drive line.
A Dual Power option which consists of a
planetary gear set installed directly between
the clutch and front support plate of the
standard transmission is available for all
models. The planetary gear set provides either
a direct drive or an underdrive in each gear ratio
of the standard transmission. Refer to DualII
Power Transmission" - Chapter 6.
The low pressure hydraulic system oil is utilised
to effect pressure lubrication of the front
transmission. A proportion of the low pressure
hydraulic oil is fed, by means of external
pipework, to an oil cooler located at the front
of the tractor from which the cooled oil is
directed to the front of the transmission.
2
The synchromesh transmission, with or les~
Dual Power, utilises a hollow countershaft to
accept oil from the cooler. Cross-drillings in the
countershaft allow the oil to lubricate and cool
the transmission gears. The oil then flows
through the front transmission back to the rear
axle and tractor hydraulic system. The front
transmission, rear axle and hydraulic system
therefore form a cor:nmon oil reservoir.
Figure 3 depicts a Ford 5610, 6610 and 7610
transmission with Dual Power. The Ford 6710
and 7710 transmissions differ only in the
transmission top cover and gear shift levers.
Transmissions less Dual Power have the same
basic layout, however with two differencies:
(j) the transmission mainshaft is driven
directly by the clutch disc via the input
shaft.
(ij) the mainshaft synchroniser assembly is of
the baulk pin type, as used on the
transmission countershaft.
The transmission gear set consists basically of
four shaft assemblies:
(i) Mainshaft Assembly-The mainshaft
is located at the top, forward end of the
transmission and is supported at the front
by a taper roller bearing, and at the rear by
a needle roller pilot bearing in the range
cluster gear. The mainshaft incorporates
a synchromesh assembly of the baulk pin
type for transmissions less Dual Power or
of the baulk ring type for transmissions
with Dual Power.
------------------------CHAPTER4-------------------------

Figure 3
Ford 5610, 6610 and 7610 Synchromesh Transmission Assembly with Dual Power
1. Rear Support plate 14. Clutch Disc
2. P.T.D. Drive Shaft 15. P.T.D. Drive Shaft
3. Output Shaft Retainer 16. Transmission Input Shaft
4. Output Shaft 17. Clutch Cover Assembly
5. Output Shaft Gear 18. Clutch Release Bearing
6. Reverse Gear 19. Planetary Reduction Gear
7. High Range Sliding Coupling 20. Mainshaft Gear
8. Countershaft Gear 21. Mainshaft Synchroniser
9. Countershaft Synchroniser 22. Mainshaft Cluster Gear
10. Countershaft Cluster Gear 23. Range Cluster Gear
11. Dual Power Housing 24. Transmission Top Cover
12. Clutch Release Fork 25. Reverse/low Sliding Coupling
13. Flywheel

3
- - - - - - - - PART 5- TRANSMISSION SYSTEMS - - - - - - - -

(ij) Range Cluster Gear- The range cluster The power flow paths for the eight forward and
gear is positioned directly behind the four reverse speeds are shown in Figure 4.
mainshaft at the top of the transmission.
A thrust bearing transmits end thrust
between the mainshaft and the range
cluster gear. The front of the range
cluster gear is supported by a caged roller
bearing which is located in the centre web One synchroniser is mounted on the main-
of the transmission. The rear of the range shaft, the other is mounted on the
cluster gear is supported by a taper roller countershaft.
bearing which engages a bearing cup in
the rear support plate. Shims positioned
behind the bearing cup determine the
amount of range cluster gear and
mainshaft end play.
The synchroniser assemblies are of the baulk
pin type with the exception of the mainshaft
synchroniser utilised on transmissions with
Dual Power which is of the baulk ring type.
(iii) Countershaft Assembly- The coun~
tershaft is located directly beneath the
mainshaft and is supported at the front by
a needle roller pilot bearing in the front
support plate. The rear of the
countershaft is supported by a taper roller
bearing which locates in the centre web
The baulk pin synchroniser is iderlil:ical to those
of the transmission case.
utilised for the Ford 2610, 3610, 4110 and 4610
synchromesh transmissions. A full description
of the baulk pin synchroniser operation is given
in "Eight Speed Synchromesh Transmission
- Ford 2610, 3610, 4110 and 4610" -Chapter 3
(iv) Output Shaft Assembly- The output
of this Part.
shaft is located directly behind the
countershaft and is supported at the front
by a taper roller bearing which engages a
bearing cup in the rear of the
countershaft. The rear of the output shaft
is supported by a taper roller bearing
which engages a bearing cup in the
output shaft retainer. Shims positioned The baulk ring synchroniser assembly, Figure
between the output shaft retainer and the 5, consists of a sliding sleeve splined to the
rear support plate determine the amount synchroniser body. Three plungers and
of output shaft and countershaft end springs are positioned in radial drillings in the
play. synchroniser body so that the ball ends of the
plungers are pressed into V-shaped recesses in
the sliding sleeve. A synchroniser ring is
located on either side of the synchroniser body
and the complete assembly is splined to the
The transmission assemblies contain all helical mainshaft. Transmission gears are mounted
type gears with the exception of the reverse on the mainshaft on either side of the
range gears which are spur type. All gears are synchroniser assembly. Splined to the gears
in constant mesh, gear train connections being are the synchroniser clutch bodies which
made by two sliding couplings and two provide mating surfaces for the synchroniser
synchronisers. rings.

4
----------------------CHAPTER4-----------------------

figure 4
Synchromesh Transmission Power Flows
R. Reverse

5
 - - - - - - - - PART 5-TRANSMISSION SYSTEMS - - - - - - - -

As the sliding sleeve is moved from neutral I

towards the gear to be selected the
synchron iser ring is pressed against the clutch
body. Any difference in speed of the parts to be
engaged causeS the synchroniser ring to
rotate. This rotation , which is limited by stops,
causes the chamfered teeth of the synchro-
niser ring to be pressed against those of the
sliding sleeve and prevent any further
movement of the sliding sleeve, see ' 8'
Figure 6.

Further shift pressure causes the synchroniser

ring and clutch body to eventual!y rotate at the
same speed, and the shaft and gear speeds are
synchronised.
Figure 5
Baulk Ring Synchroniser Assembly
1. Gear 6. Geor After synchronisation no rubbing exists
2. Synchroniser Ring 7. Clutch body between the clutch body and synchroniser
3. Sliding Sleeve 8. Spring ring. The force on the chamfered teeth olthese
4. Synchroniser Body 9. Guide
5. Synchroniser Ring 10. Plunger components is relaxed allowing the sliding
sleeve to move past the synchroniser ring and
i engage the gear tooth, see "e" Figure 6.
The operation of the synchroniser is as follows:
I
In the neutral position the plungers are pressed Should the sliding sleeve teeth align with the
into the V-shaped recesses in the sliding gear teeth during engagement, the chamfered
sleeve. The gears can rotate freely on the tooth flanks will enable the gear to turn
mains haft, see 'A' Figure 6. sufficiently to permit full engagement.

Figure 6
Synchroniser Operation
1. Synchroniser Body 4. Clutch Body
2. Sliding Sleeve 5. Plunger (
3. Synchroniser Ring 6. Spring

6
------------------------CHAPTER4------------------------
The Ford 6710 and 7710 tractors incorporate a
clutch interlock system which prevents the
selection of a ratio by the main shift lever
unless the clutch pedal is depressed.

The main gear shift shaft extends through the

?I
, I

....-t~~~~~1
transmission top cover and has a pivot rod stop
located on the left hand side. The gear shift
pivot rod is connected to the clutch release
bellcrank and passes through the top cover
I
guide assembly and the two segments of the
I
pivot rod stop. in neutral, and with the ciutch
o
pedal released, the full diameter of the pivot
rod is positioned between the two segments of I
the pivot rod stop and so prevents the main
gear shift lever from being moved into gear,
Figure 7.
When the clutch pedal is depressed the pivot Figure 8
rod slides forward in the guide assembly until Clutch Linkage Interlock-
the reduced diameter of the rod aligns with the Clutch Pedal Depressed and Gear Selected
gap of the pivot rod stop. The main gear shift 1. Guide Assembly 3. Bellcrank
2. Pivot Rod Stop 4. Gear Shift Pivot Rod
lever may now be moved to select a ratio,
Figure 8.
As the clutch pedal is released the pivot rod is pivot rod permits the ciutch bell crank to move
prevented by the pivot rod stop from sliding to the engaged position against a light spring
rearwards. However a slot in the front of the and two washers, see Figure 9.

Figure 7 Figure 9
Clutch Linkage Interlock - Clutch Linkage Interlock
Main Shaft Lever in Neutral Gear Selected and Clutch Pedal Released
1. Pedal and Shank Assembly 1. Guide Assembly
2. Guide Assembly 2. Spring
3. Gear Shift Pivot Rod 3. Slot
4. Rod and Clevis Assembly 4. Bellcrank
5. Clutch Cross-shaft and Lever
6. Bellcrank
7. Connecting Rod
8. Safety Start Switch

7
I!IIIIIIIIIIIIIIIIBIIII_ _IIIIIIIIIIIJIIIIIIIIIIBIIIIIII_ _ PART 5- TRANSMISSION SYSTEMS ____IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII_III!IIIIIIIIIII

B. GEAR SHIFT lEVERS AND COVER-OVERHAUl-FORD 5610. 6610 AND 7610

Figure 10 Figure 11
Shift Control Assembly Shift Control Assembly
1. Shift Control Assembly inner and Outer Shafts
2. Selector Assembly 1. Shift Control Sleeve
3. Locking Pin 2. Pin
4. Clamp Bolt 3. Inner Control Shaft
4. Outer Control Shaft

GEAR SHiFT lEVERS 5. Lift the cab floor mat and remove the
screws securing the gear shift control cover
to the front cowling. Remove the gear shift
REMOVAL control cover and sound insulation.

1. Place the gear shift levers in neutral. 6. Ensure the locking pin of the shift control
sleeve is disengaged from the selector
assembly, Figure 10.

2. Disconnect the battery earth cable.

7. Remove the transmission case access
cover from the cab floor.

3. Remove the knob and indicator from the

main gear shift lever. 8. Loosen the shift control sleeve damp bolt.

9. Slide the shift control sleeve up the outer

4. Remove the rubber cover securing screws control shaft to expose the inner control
and remove the covers from the top of the shaft pin, Figure 11. Use a suitable to
gear shift mechanism. remove the pin.
------------------------CHAPTER4------------------------

Figure 12 Figure 13
Gear Shift Assembly Removal Gear Shift Assembly
1. Main Gear Shift Lever 1. Main Gear Shift Lever
2. Gear Shift Lever 2. Plate Assembly
3. Gear Plate Assembly 3. inner Control Shaft
4. Steering Column 4. Roll Pin

10. Support the weight of the gear shift
assembly and remove the bolts and clamp
securing the gear shift assembly to the
steering column. Pull the shift assembly
free from the dowel pin in the steering
column, Figure 12.
3. Separate the outer control shaft range gear
shift lever and the plate assembly, Remove
the roll pin securing the range gear shift
lever to the outer control shaft. Slide the
shift control sleeve from the outer control
shaft, see Figure 14.

11. Lift the gear shift assembly to disengage

the inner control shaft from the
transmission top cover selector shaft.
Remove the gear shift assembly.

~NSPECTION

1. Inspect the gear levers and control shafts

DISASSEMBLY for wear or damage.

1. Use a centre punch to mark the relative

positions of the main gear shift lever and 2. Examine the shift control sleeve for
the inner control shaft for correct re- damage, paying particular attention to the
assembly. three locating pins.

2. With a suitable punch drive out the roll pin
securing the main gear shift lever to the
inner control shaft. Remove the main gear
shift lever and withdraw the shaft,
Figure 13.
3. Inspect the piate assembly for wear or
cracks.
4. Replace any unserviceable components"

9
 Figure 14 Figure 15
Shift Control Sleeve Removal Gear Shift Inner Control Shaft installation
1. Plate Assembly 1. Main Gear Shift Lever
2. Range Gear Shift lever 2. Plate Assembly
3. Shift Control Sleeve 3. Outer Control Shaft
4. Outer Control Shaft 4. inner Control Shaft
5. Roll Pin 5. Reference Marks

RE-ASSEM Bl Y 6. Ensure the reference marks on the inner

control shaft and the main gear shift lever,
1. Slide the shift control sleeve on the outer made during disassembly, Secure
control shaft and finger-tighten the clamp the main gear shift lever to the inner control
bolt. shaft with a new roil pi n .

2. Lubricate the mating surfaces of the range

gear shift lever and the outer control shaft
with a good quality grease. Use a new roll
pin to secure the lever and shaft together.

3. Lubricate the mating surfaces of the main
gear shift lever and the inner control shaft.
4. Engage the assembled range gear shift
lever and shaft with the bottom of the plate
assembly, and engage the main gear shift
lever with top of the assembly.
INSTAllATION
1. With the shift control sleeve pushed up the
outer control shaft, offer up the gear shift
assembly so the inner control shaft
engages the transmission selector shaft.
Do not install the roll pin at this stage.

2. Locate the plate assembly on the steering

5. Pass the inner control shaft through the column locating dowel and secure with the
outer control shaft and plate assembly to clamp. Tighten the damp bolts to the
engage with the main gear shift lever I correct torque, see "Specifications"
Figure 15, Chapter 7.

10
------------------------CHAPTER4------------------------

Figure 16 Figure 17
Gear Shift Assembly Installation Bellcrank Retaining Nut
1. Shift Control Sleeve
1. Retaining Nut
2. Pin 2. Selector
3. Inner Control Shaft 3. Selector Shaft
4. Outer Control Shaft

3. Install the inner control shaft securing roll 2. Disconnect the harness connections from
pin, Figure 16. the safety start switch.

4. Slide the shift control sleeve down the

outer control shaft to engage the locating 3. Remove the gear shift cover retaining bolts
pins with the slots in the selector. Engage and lift the cover from the transmission
the shift control sleeve locking pin with the assembly.
hole in the selector.

5. Tighten the shift control sleeve damp bolt

to the correct torque, see "Specifications" D!SASSEMBlY
- Chapter 7.
1. If necessary f remove the safety st-art
-switch.
6. Replace the gear shift cover panels and
matting following the removal procedure in
reverse.
2. Release the lock washer securing the
bellcrank retaining nut, Figure 17. Remove
the retaining nut and lock washer.
GEAR SHIFT COVER

REMOVAL 3. Use a suitable soft drift to drive the

bell crank assembly out of the top cover.
1. Remove the gear shift levers as previously Take care to prevent damage to the
described. bellcrank pin threads.

11
_ _IIIIIIIIIIIIIIIIIIIIIIIIIIII_IIIIIIIIIIIIIIIIIIIIIIII1III_ PART 5- TRANSMISSION SYSTEMS 1iIIIIIIIIiIIII1IIIIIIIIIIIII1IIIIIIIIlIII!1IIIIIIIIIIIII1IiIIIIIIIIIIII1IIIIIIIIIlIIII1IIIIIIIIiIIIII1IIIIIIW

figure 18 figure 19
Selector Assembly Installed Selector Assembly Removal
1. Support 3. Circiip 1. Selector Assembly 3. Spring
2. Selector Shaft 4. Selector Levers 2. Washer 4. Washer

4. Use a suitable punch to drive the dowel pins 3. Inspect the bellcrank assembly, Figure 20.
out of the selector assembly support and Replace any component showing signs of
top cover. Remove the bolts securing the excessive wear or damage.
support to the top cover, Figure 18.

NOTE: Spring tension will tend to force the

support away from the transmission top cover.

5. Remove the selector assembly, spring and

washers, Figure 19.

6. Carefully withdraw the selector from the

transmission top cover.

INSPECTION
1. Inspect the shift cover for cracks or
other damage. Renew the cover where
necessary.

2. Examine the seal locate.d in the selector

assembly bore of the top cover. Replace
the seal if worn or damaged.

Figure 20
Ensure the new seal is installed with the lip
Bellcrank Assemblv
uppermost and the small flange on the
1. Washer 4. Bellcrank Pin
outer diameter is fully engaged with the 2. Beilcrank 5. Washer
locating groove in the top cover. 3. Washer 6. Bellcrank

12
 Figure 21 Figure 22
Selector Assembly Gear Shift Cover Installation
1. Support 4. Lever Assembly 1. Rod
2. Circlip 5. Selector Shaft 2. Shift Lever Positioning Collar Tool No.
3. Washer 6. Pin FT. 5002 or 4713
3. Selector
4. Selector Shaft

4. Remove the cirdip and washer from the On re-assembly observe the following
lower end of the selector shaft and "',....'''' ...... +n precautions:
the components, Figure 21. Check the "Coat ali components with clean
selector assembly components and replace transmission oil prior to assembly to
any worn or damaged items. provide initial lubrication.
,. Tighten all bolts to the correct torque,
5. If necessary remove the circiip retaining the see "Specifications" - Chapter 7.
lever assembly and separate the
18 Ensure the selector and bellcrank
components. Examine the components
assemblies function freely on re-
and replace worn or damaged parts.
assembly.
6. Inspect the safety start switch (where INSTAllATION
fitted) for damage. Replace the switch if 1. Installation of the gear shift cover follows
necessary. the removal procedure in reverse. On
installation observe the following
7. Examine the selector for excessive wear or precautions:
damage and replace if necessary. Inspect
e Install a new cover gasket.
the selector oil seal and renew if worn or
@ Ensure the selector assembly levers and
damaged. Ensure the new seal is installed
the bellcrank bail ends correctly engage
with the lip uppermost and the small flange
the gear shift gates.
on the outer diameter is fully engaged with
the annular groove of the selector. NOTE: The two bel/cranks may be
prevented from rotating during installation
by locating the Shift Lever Positioning
RE-ASSEM BlY Collar Tool No. FT.5002 or 4713 over the
selector shaft and temporarily retaining the
1. Re-assembly of the gear shift cover follows selector shaft with a rod of suitable
the disassembly in reverse. Figure 22.

13
1IIIIIIIIIIIII_1IIIJIBIIIII'IIIIIE1IlIIlIIIIiIIII1IIIIIIIIIIIII_ _ _ PART 5- TRANSMISSION SYSTEMS ____a.wli!lll8_lUI1IIIIIIIIIlIIIIZI!!Illllllllllli!_

C. GEAR SHIFT LEVERS AND COVER-OVERHAUL-FORD 6110 AND n10

Figure 23 Figure 24
Clutch Linkage Interlock Range Finger Assembly
1. Pedal and Shank Assembly 1. Range Finger
2. Guide Assembly 2. Clamp Bolt
3. Gear Shift Pivot Rod 3. Main Gear Shift link
4. Rod and Clevis Assembly 4. Bellcrank
5. Clutch Cross-shaft and Lever
6. Bellcrank
7. Rod
8. Safety Start Switch

REMOVAL 5. Disconnect the gear shift pivot rod from the

clutch beilcrank by removing the split pin
1. Unscrew the gear lever knobs from the and at the lower end of the rod. Retain
shaft levers. the spring and two Figure 23.

2. Remove the pinch bolts from the lower 6. Withdraw the gear shift pivot rod from the
ends of the shift levers under the cab or guide assembly.
platform floor.

7. Remove the transmission cover retaining

3. Drive out the gear lever pivot pins and with- bolts and lift the cover assembly from the
draw both gear shift levers through the gear transmission.
shift boot in the cab fioqr.

4. Remove the cab or in order to D~SASSEMBlY

access to the gear shift cover, see
"SAFETY CABS AND PLATFORMS"- 1. Remove the range bolt and
Part 11. cirdip, Figure 24.

14
 Figure 25 figure 26
Bellcrank and Link Assembly Pivot Rod Stop and Guide Assembly
1. Bellcrank Pin 1. Circiip
2. Bellcrank 2. Pivot Rod Stop
3. Main Gear Shift Finger 3. Guide Assembly
4. Key
5. Main Gear Shift Pivot
6. Washer
7. Washer

2. Slide the range finger from the range arm 6. Slide the main gear shift finger off the main
and shaft assembly and remove the key. gear shift shaft as an assembly with the link
and be!lcrank.

3. Withdraw the range arm assembly and

shaft.
7. Remove the circlip securing the pivot rod
stop and guide assembly to the main gear
shift pivot.

4. Remove the clamp bolt and circiip securing

the main gear shift finger to the main gear
shift shaft, Figure 25.
8. Remove the guide assembly, pivot rod
stop, two washers and key from the pivot,
Figure 26. If necessary use a soft metal drift
to drive the pivot out of the pivot rod stop.
5. Remove the bellcrank pin securing nut
if necessary, use a soft metal drift to drive
out the belicrank pin.

Noto the locations of the two washers on 9. Withdraw the main gear shift pivot from the
the pin. top cover.

15
 Figure 21 Figure 28
Boot Assembly Removal BeUcrank, Main Gear Shift and
1. Oil Sea! link Assembly
2. Range Gear Shift Pivot 1. Bearing Halves 6. Washer
3. Boot Assembly 2. Link 7. Bellcrank
4. Bolt 3. K.o~:!rlr,n 8. Washer
4. Main 9. Pin
5. Circiip 10. Circiip

10. Remove the bolts securing the boot 4. inspect the bellcrank, finger and link
assemblies to the transmission cover assembly. If necessary the
and remove the boot assemblies, Figure components by removing the cirdips and
27. pushing out the bearing halves, see Figure
28. Replace any item showing signs of wear
11. Remove the circlip the range or damage.
gear shift pivot. Remove the pivot.

RIE-ASSEMBlY AND INSTALLATION

Re-assembly and installation follows the

INSPECTION AND REPAIR
1. Inspect the cover and replace if damaged or
cracked. Inspect the shaft oil seals, Figure
27 and if necessary remove and
with a suitable drift.
2. inspect and if necessary replace the 'a' ring
seals located in the pivot bores in the cover.
3. Inspect the key-ways in the shafts for wear.
Minor burrs on the shafts should be
removed a fine abrasive; ensure such
parts are thoroughly washed before re-
assembly.
removal and disassembly procedures in
reverse.
On installation observe the following require-
ments:
III install a new transmission cover gasket
• Tighten the cover retaining bolts to the
correct torque, see "Specifications"-
Chapter 7.
1\11 On completion ensure correct operation of
the gear shift mechanism and clutch inter-
lock.

16
 c. TRANSM;SSION-OVERHAUL

29
Gear Shift Mechanism- Ford 5610, Gear Shift Mechanism - Ford 6710 and 7710
6610 and 7610 1. High Range Fork Assembly
1. Reverse/ Low Range Gate and Fork Assembly 2. Reverse/Low Range Gate and Fork Assembly
2. High Range Gate and Fork LH::c::e:>n1,nl\l 3. Countershaft Synchroniser Gate
3. Mainshaft Synchroniser Gate and Assemb!y 4. Mainshaft Synchroniser Gate
4. Countershaft Synchroniser Gate and Fork 5. Mainshaft Synchroniser Fork
6. Countershaft Synchroniser Fork
7. Reverse/Low Range Rail
8. High Range Rail

TRANSM ISSiON ASSEM Bl Y REMOVAL

1. Drain the oil from the transmission.
The following overhaul
transmission removed 2. Separate the engine and rear axle
tractor. However certain can be assemblies from the transmission, see
undertaken on either the front or rear end "SEPARATING THE TRACTOR"-
components without having to both Part 12.
ends of the transmission from the rest of the 3. Remove the gear shift cover as
tractor. By studying the sectional illustrations described in this Chapter.
contained in the "Description and Operation"
it will be apparent as to whether or not the DiSASSEMBl V
,,"',rnl'",101'o transmission has to be removed.
GEAR SHIFT MECHANISM
1. Remove the shift rail detent plungers, plate
and springs from their bores.

2. Loosen all locknuts on the gearshift forks

and gates, 29 and 30.
NOTE:
(i)As the gates and forks are removed,
By to the relevant text in the following
overhaul procedure, details relating to the re-assemble these items on the bench and
components being serviced may be selected. out in sequence to aid correct re-
However where a overhaul is to be
performed, removal of the Ensure the detent ball is collected from the
transmission from the tractor is relevant Hnr'<:Il1tlnn bore as each shift rail is
recommended. removed.

11
 Figure 31 Figure 32
Interlock Mechanism Clutch Release Bearing Removal
1. Interlock Bore 1. Clutch Release
2. Spring 2. Clutch Release Fork
3. Locking Pin 3. Pin
4. Transmission 4. Clutch
6. Main Drive

3. Ford 5610, 6610 and 7610: 5. Remove the countershaft synchroniser

Remove the retaining screw from the and fork retaining screws and slide the
reverse/low range and fork assembly. countershaft synchroniser rail rearwards
Slide the reverse/low rail rearwards out of out of the transmission. The fork cannot be
the transmission. Remove the fork and gate removed at this stage.
assembly.
Ford 6710 and 7710:
Ford 6710 and 7710: Remove the countershaft
Remove the screw from the high from the transmission.
range rail fork assembly. Slide the
range rail rearwards out of the NOTE:
transmission. Remove the 'fork l!llc<:!arnhlu
(i) Ensure the mainshaft synchroniser rail is
in /neutral'. The interlock Will only allow
NOTE: Ensure the adjacent rail is in neutral or the co un tershaft rail to
the interlock plungers located in the trans- move when the mams:ha,tt C'l/n,'nY,nn,'<:!'&JJY
mission cross-drilling will prevent removal of in neutral.
the rail.
(ii) A locking pin is situated in the trans-
miSSion cross-drilling between the
countershaft synchroniser rail and the
4. Ford 6610 and 1610: adjacent rail on the right. This locking pin
Remove the high range rail in the same must be moved away from the counter-
manner. shaft svnchroniser rail by rotating the rail
to allow removal of the rail.
Ford 6110 and 7710:
Remove the reverse/low range rail in the 6. Remove the interlock bore plug, Figure 31,
same manner. and remove the and locking pin.

18
 Figure 33 Figure 34
Clutch Release Bearing Hub Support Removal Front Support Plate Installed
1. Main Drive Input Shaft 1. Front Support Plate
2. Hub Support 2. Support Plate Retaining Bolts

7. Remove the mainshaft synchroniser gate 3. Support the release fork and slide the
retaining screws and the fork retaining release shaft from the transmission.
screws. Remove the release fork.

4. Transmission with Dual Power:

8. Slide the mainshaft synchroniser rail Dis-assemble the Dual Power unit as
rearwards out of the transmission. Remove described in Chapter 6. Remove the Dual
the mainshaft synchroniser Power housing retaining bolts and lift the
mainshaft synchroniser fork and housing from the transmission casing.
countershaft synchroniser fork assembly
from the transmission.
Transmission less Dual Power:
Remove the dutch release bearing hub
support retaining bolts and withdraw the
hub support from the transmission casing,
Figure 33. Withdraw the main drive input
fRONT END COMPONENTS
shaft.
1. Slide the clutch release hub and '"''''<, ... ..",....
from the dutch release hub support, Figure
32. 5. Remove the front support plate retaining
bolts, Figure 34, and withdraw the
from the . If necessary drive the
plate from the housing with a suitable drift
2. Remove the IR' clip securing the fork inserted into the main transmission
retaining pin, and withdraw the

19
1IIIIIIIIIIIII_ _ _IIiIIIIIIIIiIIIIIIlIIIIIIII














___ PART 5- TRANSM ISS~ON SYSTEMS IIJII!lIIIIIIIIlIIIIIlIiIIIIiIii1IiilIiiil!lilIIIIII!iIIlIIIIIlIiIIIIiIlIIiIIiIi1IIIlIIiIIlIillIIlI!IIIIIIIIIII

35 Figure 36
Hydraulic Pump idler Gear Installed Rear Support Plate Remova!
1. Rear Support Plate Retaining Bolts 1. Rear Support Plate
2. Hydraulic Pump Idler Gear 2. Output Shaft Bearing Retainer
3. Thrust Washer 3. P.T.D. Drive Shaft
4. Snap Ring 4. P. T. O. Drive Shaft Bearing

REAR END COMPONENTS 7. Use suitable levers to slide the range cluster
gear rearwards until the front of the range
1. Remove the snap ring, thrust washer and cluster gear the roller h.a<, ... n,n
hydraulic pump idler gear, located on the located in the centre web of the trans-
output shaft retainer, Figure 35. mission case.

8. Remove the range cluster gear from the

2. Loosen the bolt securing the reverse idler to
the front of the idler shaft. Do not remove transmission case.
at this stage.

3. Remove the rear support plate retaining

bolts and using a soft faced mallet drive the
forward end of the P.T.O. drive shaft MAIN GEAR ASSEMBUES
rearwards. This will the rear
support plate from the transmision casing. 1. Use puller, Tool No. 1001 or 9196 and a
suitable Shaft Protector, Tool No. 625A or
to remove the front bearing inner
4. Remove the rear support piate and P.T.C. track from the countershaft.
drive shaft from the transmission as an
assembly, Figure 36. 2. Remove the circiip located on the front of
the countershaft, Figure 38, and remove
the shim and thrust bearing.
5. Remove the output shaft assembly from
the rear of the transmission, Figure 37.
3. Push the countershaft rearwards suffic-
iently to allow the front of the countershaft
6. Remove the high range coupling from the cluster gear to rest on the bottom of the
rear of the countershaft. transmission case.

20
------------------------CHAPTER4-------------------------

Figure 31 Figure 38
Output Shaft Removal
Countershaft Installation
1. Range Cluster Gear
1. Countershaft Cluster Gear
2. High Range Coupling 2. Circiip
3. Output Shaft Assembly
3. Countershaft
4. Countershaft
4. Mainshaft Assembly

4. Remove the taper roller bearing from the
front of the mainshaft assembly. If neces-
sary use Puller, Tool No. 1001 or 9196 and a
suitable Shaft Protector, Tool No. 625A or
9212, to remove the bearing.
8. Remove the previously loosened bolt from
the front of the reverse idler shaft. Remove
the idler shaft, idler gear, spacer and
washer, Figure 39.

5. Withdraw the washer, thrust washer and

synchroniser assembly from the mainshaft
and remove from the transmission.

6. Remove the mainshaft with the remaining

mainshaft components from the trans-
mission. Store the components removed
back on the shaft, in the correct sequence,
to aid re-assembly.

7. Pull the countershaft rr:arwards out of the

transmission removing the countershaft 39
Reverse Idler Gear Removal
components as the shaft is withdrawn.
1. Boit 4. Spacer
Store these components in the order of 2. Idler Gear 5. Washer
removal to aid correct !'Q_,;,c<oOl"nnl\f 3. Shaft

21
- - - - - - - - PART 5- TRANSMISSION SYSTEMS ,~---------
Figure 40
Countershaft Front Bearing Removal
1. Slide Hammer, Tool No. 943S or 9567
2. Puller, Tool No. 943 or 9507
3. Countershaft Front Bearing
4. Front Support Plate
INSPECTION AND REPAIR
NOTE: Any taper roller bearings and bearing
cups that are found to be unserviceable must
be rep/aced in matching sets.
FRONT END COMPONENTS
1. Inspect the front support plate and replace
if damaged.
2. Examine the countershaft front bearing,
located in the front support plate, for wear
or damage. if necessary use Puller Tool No.
943 or 9607 and Slide Hammer, Tool No.
943S or 9567 to remove the bearing, Figure
40.
3. Install a new countershaft bearing in the
front support plate with a suitable Step
Plate, Tool No. 630S or 9210 and a soft
faced hammer.
REAR END COMPONENTS
1. Inspect the P.T.D. drive shaft and rear
bearing. If necessary remove the snap ring
22
figure 41
Rear Support Plate Assembly
1. Rear Support Plate
2. Shim
3. Range Cluster Gear Rear Bearing Cup
retaining the P. T. O. drive shaft bearing and
press the shaft and bearing rearwards out
of the plate"
2. If the P. T. O. drive shaft rear bearing is worn
or damaged, use Puller, Tool No. 1003 or
9516, Puller Attachment, Tool No. 951 or
9190 and Shaft Protector, Tool No. 625A or
9212 to remove the bearing. Use a con-
venient length of sleeve 1.44 in. (37 mm)
internal diameter and 1.75 in. (44 mm)
external diameter to install a new bearing.
3. Remove the bolts securing the output shaft
retainer to the rear support plate and
withdraw the retainer and shims from the
rear support plate. Inspect the retainer and
output shaft rear bearing cup for wear or
damage. If necessary use Puller, Tool No.
943 or 9507 and Slide Hammer, Tool No.
943S or 9567, to remove the bearing cup,
4. Use a suitable Step Plate, Tool No. 630T or
921', and a soft faced hammer to install the
new bearing cup.
-------------------------CHAPTER4-------------------------
5. Inspect the rear support plate for damage
and, if necessary, replace on re-assembly.
Replace the output shaft retainer with the
original shims.

6. Inspect the range duster gear rear bearing

cup. Should the cup require replacement
use Puller, Tool No. 943 or 9507 and Slide
Hammer, Tool No. 943S or 9567 to effect
removal. Examine the shim(s) located
behind the bearing cup, and if damaged
replace with new shim(s} of the same
thickness, Figure 41. Use a suitable Step
Plate, Tool No. 630T or 9211, and a soft
faced hammer to install the new hA~U'ill'"1ln
cup.

NOTE: The shim located behind the bearing figure 42

cup controls the transmission mainshaft and Output Shaft Pilot Removal
1. Puller, Tool No. 1002 or 9198
range cluster gear end play. The procedure for 2. Pilot Bearing
checking and adjusting is described later in this 3. Pulling Attachment, Tool No. 951 or 9190
Chapter under "Mainshaft and Range Cluster 4. Shaft Protector, Tool No. 625A or 9212
Gear End Play Check",
With reference to Figure 43.
7. Use Puller, Tool No. 1002 or 9198, Pulling
Attachment, Tooi No. 951 or 9190 and a 8. Remove the circlip from the front of the
suitable Shaft Protector, Tool No. 625A or output shaft and remove the connector I

9212 to remove the output shaft pilot thrust washer, reverse gear second thrust
I

bearing, Figure 42. washer and coupling.

Figure 43
Output Shaft Assembly
1. Washer 7. Pilot Bearing
2. Output Shaft Rear 8. Circlip
3. Thrust Washer 9. Connector
4. Output Shaft 10. Reverse gear
5. Coupling 11. Output Shaft Gear
6. Thrust Washers

23
_ _ _ _ _IIIIIIIIIIIIIIIIIIJIIIIIIII_ _ PART 5- TRANSMISSION SYSTEMS IIII!IIIlU_IIIIIIIIIII/IIIIIIIlIIIIIIlIIIIIIIIlI!IIII_ililllllllillmllllllllllllIIII!IIIIIIIII

Figure 44 Figure 45
Output Shaft Gear Removal Range Cluster Gear Rear Removal
1. Puller, Tool No. 1003 or 9516 1. Puller, Tool No. 1003 or 9516
2. Rear Bearing 2. Rear Bearing
3. Output Shaft Gear 3. Pulling Attachment, Tool No. 951 or 9190
4. Shaft Protector, Tool No. 625A or 9212 4. Step Plate, Tool No. 630S or 9210

9. Use a press to remove the output shaft NOTE: The output shaft gear and bush, and
rear bearing, washer, thrust washer and the output shaft and low/reverse coupling are
output shaft gear. If a press is not serviced as matched assemblies.
available use Puller, Tool No. 1003 or 9516
and a suitable Shaft Protector, Tool No.
625A or 9212 to remove the gear, Figure
44. 2. Inspect the range cluster gear assembly
for wear or damage. If necessary use
10. Examine the output shaft components Puller, Tool No. 1003 or 9516, Pulling
and replace any unserviceable items. Re- Attachment, Tool No. 951 or 9190 and a
assemble the components on the shaft as suitable Step Plate, Tool No. 630S or 9212
shown in figure 43. to remove the rear bearing, Figure 45.

Ensure:
(i) the gears are assembled with the dog
teeth towards the sliding coupling 13. Examine the range cluster gear front pilot
splines. bearing. If worn Or damaged use Puller,
(ii) the inner coupling located on the Tool No. 943 or 9507 and Slide Hammer,
forward end of the outward shaft has Tool No. 9435 or 9567 to remove the
the smaller diameter shoulder facing bearing and retainer, Figure 46.
forward.

11. Use a suitable length of sleeve, 1.56 in (40

mm) internal diameter to press the output
shaft rear bearing into position. Press the
pilot bearing into position with a suitable
sleeve of 0.78 in. (20 mm) internal
diameter.
14. Use a suitable sleeve of 1.968 in. (50 mm)
internal diameter to press on a new rear
bearing, and a suitable Step Plate, Tool
No. 630S or 9210 to press in a new front
bearing and retainer.

24
-------------------------CHAPTER4------------------------
Figure 46
Range Cluster Gear Front Bearing Removal
1. Slide Hammer, Tool No. 9438 or 9567
2. Puller, Tool No. 943 or 9507
3. Front Bearing
4. Retainer
TRANSMISSION CASE
1" If the transmission has been completely
disassembled, clean the case internally and
externally. Inspect the case for damage or
cracks. If necessary replace the case on re-
assembly.
2. Inspect the countershaft rear bearing cup
for wear or damage. If necessary, use
Puller, Tool No. 943 or 9507 and Slide
Hammer, Tool No. 943S or 9567, to remove
the bearing cup from the transmission
case, Figure 47.
3. Use a hammer and a soft metal drift of
suitable size to instal! a new bearing cup in
the transmission case.
4. Inspect the range cluster gear front bearing
for wear or damage. If necessary the bear-
ing may be replaced in the manner des-
cribed for the countershaft rear bearing,
steps 2 and 3.
25
Figure 41
Countershaft Rear Bearing Cup Removal
1. Bearing Cup
2. Puller, Tool No. 943 or 9507
3. Slide Hammer, Tool No. 943S or 9567
MAINSHAFr ASSEMBLY
With reference to Figure 48.
1. Remove the rear thrust bearing and renew
if found to be worn or damaged. Slide the
mainshaft cluster gear rearwards off the
mainshaft. Examine the cluster gear for
cracks or wear and if unserviceable, replace
the assembly.
2. Inspect the pilot bearings located in each
end of the duster gear for damage, If
necessary use Puller, Tool No, 943 or 9507
and Slide Hammer, Tool No. 943S or 9567,
to remove the pilot bearings, Figure 41. Use
a suitable Step Plate, Tool No. 630S or9210
to install new pilot bearings.
3. Transmission Less Dual Power:
Inspect the synchroniser cups for cracks or
wear, if necesary replace with new items.
Transmissions With Dual Power:
Inspect the synchroniser clutch bodies for
cracks or wear and repiace if necessary as
a unit with the synchroniser assembly.
- - - - - - - - PART 5- TRANSMISSION SYSTEMS _ _ 111111111111111_ _ _ _ __

Figure 48
Mainshaft Assembly
1. Rear Thrust Bearing 11. Washer
2. Mainshaft Cluster Gear Assembly 12. Bearing
3. Thrust Bearing 13. Needle Roller Bearing
4. Synchroniser Outer Cup (less Dual Power) 14. Clutch Body (with Dual Power)
5. Retaining Ring (less Dual Power) 15. Thrust Washer
6. Synchroniser Assembly (less Dual Power) 16. Mainshaft
7. Retaining Ring (less Dual Power) 17. Synchroniser Assembly (with Dual Power)
8. Synchroniser Outer Cup (less Dual Power) 18. Washer
9. Mainshaft Gear 19. Clutch Body (with Dual Power)
10. Thrust Washer
4. Examine the thrust bearing located
between the mainshaft and the mainshaft
cluster gear. Replace the bearing if
necessary. Also inspect the washer
adjacent to the thrust bearing and replace if
worn or damaged.
5. Identify the side of the synchroniser
assembly adjacent to the mainshaft cluster
gear with a piece of string for correct re-
assembly. Slide the synchroniser assembly
off the mainshaft. Examine the synchro-
niser assembly for wear signs of over-
I

heating, cracks or broken springs. If any of

these conditions exist replace the synchro-
niser assembly and two mating cups
(Transmissions less Dual Power) or dutch
bodies (Transmissions with Dual Power).
6. Remove the washer, thrust washer main- I
figure 49
Synchroniser Outer Cup Removal -
shaft gear and second thrust washer from
Transmissions Less Dual Power
the mainshaft. Replace any worn or
1. Synchroniser Outer Cone
damaged components. 2. Mainshaft Cluster Gear
7. Examine the mainshaft gear needle roller 3. Retaining Ring
bearing and renew if unserviceable.
26
-------------------------CHAPTER4-------------------------

Figure 50
Countershaft Assembly
1. Counter Shaft Rear Bearing 10. Countershaft Front Bearing Inner Race
2. Washer 11. Circlip
3. Thrust Washer 12. Thrust Bearing
4. Countershaft Gear 13. Countershaft Cluster Gear
5. Needle Roller Bearing 14. Countershaft
6. Synchroniser Assembly 15. High Range Coupling
7. Thrust Bearing 16. Inner Coupling
8. Synchroniser Cup 17. Synchroniser Cup
9. Shim

8. Inspect the mainshaft front bearing and
replace if worn or damaged.
9. Store the mainshaft components on the
mainshaft referring to Figure 48 for the
correct assembly. If the original synchro-
niser assembly is repiaced, ensure the side
identified with string is adjacent to the
mainshaft cluster gear. Remove the string.
2. Slide the cluster gear from the countershaft
and check for damage or worn teeth, if
necessary renew the duster gear assembly.
3. Inspect the pilot bearings at each end of the
cluster gear. Use Puller, Tool No. 943S or
9567 to remove damaged or worn pilot
bearings. Use a suitable Step plate, Tool
No. 630S or 9210 to install new pilot
bearings.

4. Examine the duster gear rear thrust bearing

and renew if unserviceable.

COUNTERSHAfT ASSEMBLY 5. Identify the side of the synchroniser

With reference to Figure 50:
1. Inspect the countershaft front bearing
inner race, circlip, shim and front thrust
bearing for wear or cracks. Replace any
unserviceable items.
assembly adjacent to the countershaft
cluster gear with string for correct re-
assembly. Carefully examine the synchro-
niser assembly for wear, signs of over-
heating, cracks or broken springs. Replace
the synchroniser assembly if any of these
conditions exist.

21
 Figure 51
Countershaft Rear Bearing Removal
1. Puller, Tool No. 1003 or 9516
2. Pulling Attachment, Too! No. 951 or 9190
3. Countershaft Rear Bearing
4. Shaft Protector, Tool No. 625A or 9212
6. Inspect the inner coupling for cracks or
wear.
NOTE. If either the synchroniser assembly or
the inner coupling are found to be
unserviceable, the two items must be rep/aced
as a matched set.
7. Examine the countershaft gear for wear or
damage and replace if necessary.
8. Inspect the syncnroniser cups located on
the countershaft cluster gear and counter-
shaft gear. If worn or damaged, remove
and replace with new r-l"u"nn.nnon'tC1
9. Examine the countershaft gear needle
roiler and if worn or
damaged.
10. inspect the countershaft for wear or
damage to the gear teeth and splines. If
necessary replace the countershaft.
28
Figure 52
Checking the Countershaft End Play
1. Shim
2. Feeler Gauges
3. Thrust Bearing
4. Countershaft Assembly
11. Check the countershaft rear bearing. If
necessary use Puller, Tool No. 1003 or
9516, Pulling Attachment, Tool No. 951 or
9190, and a suitable Shaft Protector, Tool
No. 625A or 9212 to remove the counter-
shaft rear bearing, Figure 51. Use a
suitable sleeve of 2.36 in. (60 mm) internal
diameter to press on a new rear bearing.
12. Inspect the output shaft pilot bearing cup
located in the rear of the countershaft. If
worn or damaged use Puller, Tool No.
954C or 9527 to remove the bearing cup.
Use Step Plate, Tool No. 6308 or9210and
a soft faced hammer to install a new
bearing cup.
13. Inspect the high range outer coupling
which locates on the rear of the counter-
shaft and repiace if unserviceable.
NOTE:
(i)The high range coupling and trans-
mission countershaft are only aval1able as
matched components.
(ii) The endplay of the on the
countershaft must be checked according
to the following procedure.
 RE··ASSEMBlY

IMPORTANT:
(i) During fe-assembly take care that all
couplings are correctly matched. Marks
are etched on the inner and outer
couplings which must be aligned to
ensure these components are replaced in
the original relative positions.
(ti') Ensure all gears, washers and h,a~':lnrlif"'6C'
are lubricated with clean transmission oil
during assembly.

MAIN GEAR ASSEMBliES

1. Install the reverse idler gear,

53 and 53. Install the rC1f:Qlninn
Reverse Idler Gear installation bolt, but do not tighten at this stage.
1. Bolt 4.
2. Idler Gear 5. 2. Pass the countershaft complete with rear
3. Shaft bearing through the rear compartment and
centre web of the transmission case.
Assemble the countershaft components to
the shaft in the following sequence:
e Washer
COUNTERSHAFr ASSEMBLY END • Thrust washer
PLAY CHECK III Countershaft gear (dog teeth forward)
I) Needle roller bearing (slide along the
countershaft to locate inside the
1. Re-build the countershaft components on countershaft gear)
the bench, referring to 50 for the @ Synchroniser assembly and cups
correct assembly. Ensure all III Thrust bearing
are correctly positioned and the front cirdip • Countershaft duster gear assembly
is fully located.
NOTE: Do not install the remaining counter-
2. Use feeler gauges to measure the gap shaft components at this The counter-
between the shim and thrust washer at shaft assembly must be allowed to rest on the
three places around the shaft, Figure 52. bottom of the transmission case.
Note the average gap measured.
3. Transmissions with Dual Power:
3. Check the end play is within the correct Assembly the washer, thrust bearing,
mainshaft cluster gear (with synchroniseI'
limits, see 7.
clutch body) and second thrust on
the rear of the mainshaft.
4. If the is outside of the specified
range, install a thicker or thinner shim to NOTE: Ensure the washer is correctly engaged
obtain the correct For the range of on the flat of the mainshaft and,
shims available refer to "Specifi- use heavy grease to retain the washer in
cations" - 7. position.
5. Remove the components from the Transmissions less Dual Power:
countershaft, but retain in the correct Assemble the thrust mainshaft
sequence on a clean work bench in readi- cluster gear and second thrust bearing on
ness for re-assembly into the transmission. the rear of the mainshaft.

29
1IIIIl1IIII_1IIIIIIIIIIIIII_1IIIIIIIIIIIlII1IIIIIIIIIIIIII1IIIIIIIIIIIIII1IIIIIIIIiIIlII PART 5- TRANSMISSION SYSTEMS tIIIIIIIIIIIIIIllIIIIIIIIIIJIIlIIIIIIIIIIIIIIlIIIIIIIIIIIIIIlIIIIIIIIIIIIIIlIIIIIIIIIIIIIIlIIIIIIIIIIIIII_

54 figure 55
Mainshaft Installation Countershaft and Mainshaft Installation
1. Centre Web of Transmission Case 1. Mainshaft 3. Circlip
2. Mainshaft Cluster Gear 2. Countershaft 4. Cord
3. Countershaft Assembly
4. Mainshaft

4. Offer the mainshaft sub-assembly to the 8. Use a suitable soft drift to fully install the
transmission above the countershaft as countershaft front bearing inner track on
shown in Figure 54. the front of the countershaft.

5. Assemble the remaining mainshaft REAR END COMPONENTS

components to the mainshaft in the
following sequence: 1. Install the range cluster gear in the rear of
the transmission. Ensure the range cluster
• Synchroniser assembly gear front bearing is fully engaged in the
.. Thrust washer centre web of the transmission case, and
• Mainshaft gear (with synchroniser the rear of the mainshaft is engaged in the
clutch body for transmissions with Dual front of the range cluster gear, Figure 56.
Power)
If Needle roller bearing (slide along the 2. Slide the high range coupling on the rear of
mainshaft to locate inside the mainshaft the countershaft.
3. install the output shaft assembly into the
e Thrust washer
rear of the transmission so that the pilot
o Washer
bearing engages the rear of the
Ii Mainshaft front bearing (if necessary
cou ntershaft.
use a suitable sleeve to ensure the
bearing is fully installed). 5. Install the rear support plate and P.T.O.
drive shaft as an assembly and tighten the
6. Use suitable cord to support the mainshaft retaining bolts to the correct torque, see
assembly so that the mainshaft does not "Specifications" - Chapter 7.
rest on the countershaft components.
5. Tighten the reverse idler gear retaining bolt
7. Install the thrust bearing and shim on the to the correct torque see "Specifications"
countershaft. Ensure the countershaft Chapter 7.
components are fully engaged on the shaft, 6. Install the hydrauiic pump idler gear, thrust
and retain with the cirdip, 55. washer and snap ring.

30
 56
Range Cluster Gear Installation
1. Range Cluster Gear
2. Transmission Centre Web
3. Mainshaft
FRONT END COMPONENTS
1. Install the front support plate with a new
gasket on to the transmission. Tighten the
retaining bolts to the correct torque, see
"Specifications" - Chapter 7.
2. Transmissions with Dual Power:
Re-assemble and install the Dual Power
unit as described in Chapter 6.
Transmissions less Dual Power
Install the dutch release bearing hub
support with a new gasket. Tighten the
retaining bolts to the correct torque, see
"Specifications" -Chapter 7.
3. Instal! the dutch release fork and shaft into
the transmission bell housing. Retain the
fork to the shaft with the fork retaining pin
and secure the pin with the 'R' clip.
31
Figure 51
Checking Mainshaft and Range Cluster
Gear End Play
1. Dial Indicator Gauge
2. Range Cluster Gear
4. Slide the clutch release hub on the hub
support to engage the release fork.
NOTE: The transmission shaft end pIa Vchecks
must be performed now and any necessary
adjustments made. Two checks must be made
as follows:
1. MAINSHAFT AND RANGE CLUSTER
GEAR END PLAY CHECK
(i) Install a dial indicator gauge so that the
plunger rests on the range cluster gear,
parallel to the mainshaft Figure 57.
(ij) Force the range cluster gear fully
forward and backward to measure the
end play on the dial indicator gauge.
(iii) Measure the end play several times to
obtain consistent readings on the dial
indicator. Check the end play is within
the correct limits, see "Specifica-
tions" 7.
 (iv)lf the end play is outside the specified
limits remove the rear support plate.
Withdraw the range duster gear
bearing cup from the support plate,
remove the original shim and select a
thicker or thinner shim as required to
obtain the correct end play.
2. OUTPUT SHAFT END PLAY CHECK
(i) Use a dial indicator gauge to measure
the end play on the rear of the output
shaft whilst the output shaft is forced
fully forwards and backwards, Figure
58.

(ii) Measure the end play several times to

Increasing the shim thickness will
decrease the end piay, reducing the
shim thickness wili increase the end
play. The shim sizes avaiiab!e are listed
in "Specifications" - Chapter 7.
Install the selected shim, the
bearing cup and install the rear support
plate with the retaining bolts tightened
to the correct torque, see
"Specifications" - Chapter 7.
obtain consistent readings on the dial
indicator. Check the end play is within
the specified limits, see "Specifica-
tions" Chapter 7.
(iii) If the end play is outside the specified
limits select shims to give the correct
end play. Thicker shims will increase the
end play, thinner shims will decrease
the end play. For the shim sizes
available see "Specifications"-
Chapter 7.
(iv) Having selected the correct shims
install the bearing retainer shims and
I

bolts. Tighten the bolts to the correct

torque, see "Specifications" - Chapter
(v) Re-check the end play is now within the 7. Re-position the dial indicator and re-
specified limits. check the end play.

GEAR SHIFT MECHANISM

1. install the gear shift mechanism in the

reverse sequence to disassembly and with
reference to Figures 59 and 60.

2. Tighten all retaining screws and locknuts to

the correct torque, see "Specifications"-
Chapter 7.

IMPORTANT: Before fully tightening the

retaining screws of the mainshaft synchroniser
fork and gate and countershaft synchroniser
gate use the following procedure to ensure the
two gates are correctly aligned:

(i) Position the mainshaft synchroniser rail

Figure 68
and countershaft synchroniser rail in
Checking Output Shaft End Play
neutral. (Hand pressure applied on the
detent plungers will ensure the rads
1. Output Shaft
2. Dial Indicator Gauge assume the correct position).

32
------------------------CHAPTER4------------------------

Figure 59
Gear Shift Mechanism Ford 5610, 6610 and 7610
1. Reverse/Low Range Gate and Fork Assembly 8. Countershaft Synchroniser Rail
2. High Range Rail 9. Countershaft Synchroniser Gate and Fork
3. High Range Gate and Fork Assembly Assembly
4. Spring 10. Locking Pin
5. Interlock Bore Plug 11. Interlock
6. Mainshaft Synchroniser Gate and Fork Assembly 12. Reverse/Low Rail
7. Mainshaft Synchroniser Rail

Figure 60
Gear Shift Mechanism - Ford 6710 and 7710
1. High Range Rail 7. Mainshaft Fork
2. Reverse/Low Gate and Fork Assembly 8. Countershaft Synchroniser Rail
3. Countershaft Synchroniser Gate 9. Countershaft Synchroniser Fork
4. Mainshaft Synchroniser Gate 10. Locking Pin
5. Spring 11. Interlock
6. Locking Pin 12. High Range Gate and Fork Assembly

33
- - - - - - - - - _ - PART 5-TRANSMISSION SYSTEMS ___________111111'11111111

(ii) Ensure that with the synchronisers in

neutral the selector forks are centralised
over the synchroniser bodies. This may be
confirmed by checking the gap between
the synchroniser flange and the fork pads
is equal on both sides.

(iii) If necessary the two retaining screws

locating the forks may be utilised to
accurately adjust the position of the forks
on the rails. Tightening the forward screw Figure 61
and loosening the rear screw will move the Checking Fork Alignment-Ford 5610,
6610 and 7610
gates forward. Conversely tightening the
1. Countershaft Synchroniser Fork
rear screw and loosening the forward 2. Mainshaft Synchroniser Gate
screw will move the gates rearward.
Ensure that on completion of this
procedure all screws and locknuts are
tightened to the correct torque, see
uSpecifications" - Chapter 7.

;NSTAllATION

(iv) Ford 5610, 6610 and 7610 only:

Use the same procedure to position the
mainshaft synchroniser gate on the rail so
that the slot of the gate is aiigned within
0.020 in (0,5 mm) of the slot in the
countershaft synchroniser fork, Figure 1.
1. Re-connect the engine and rear axle
assemblies to the transmission, see
"SEPARATING THE TRANSMISSION"-
Part 12.

(v) Ensure the mainshaft synchroniser gate

retaining screws and locknuts are 2. Fill the transmission with the correct grade
tightened to the correct torque, see and quantity of oil, see "Specifications"
uSpecifications"- Chapter 7. Chapter 7.

34
 PART 5
TRANSMISSION SYSTEM
Chapter 5
REDUCTION GEARBOX ASSEMBLIES
Section
A. REDUCTION GEARBOX-DESCRIPTION AND
OPERATION
B. REDUCTION GEARBOX~OVERHAUL-
NON-SYNCHROMESH TRANSMISSIONS
C. REDUCTION GEARBOX-OVERHAUL-
SYNCHROMESH TRANSMISSIONS
A. REDUCTION GEARBOX-DESCRIPTION AND OPERATION
The Ford reduction gearbox, which is available
as an option, provides an extra reduction ratio
below the standard low range. The reduction
gearbox may be fitted to tractor models
with either non-synchromesh or synchromesh
transmission, the reduction being obtained
through the use of an epicyclic gear set which
is mounted on the transmission output shaft.
Four versions of the reduction gearbox are
offered, one for each of the following tractor
model groups:
(i) Ford 2610, 3610, 4110 and 4610 with
non-synchromesh transmission
(ii) Ford 5610. 6610 and 7610 with non-
synchromesh transmission
(iii) Ford 2610,3610, 4110and 4610 with
synchromesh transmission.
(iv) Ford 5610, 6610 and 7610 with
synchromesh transmission
1
Page
5
12
The principle of operation is identical for all
reduction gearboxes.
When installed on a tractor equipped with a
non-synchromesh transmission the reduction
gearbox provides an additional creep range of
four forward and one reverse speed, which
increases the total number of ratios available to
twelve forward and three reverse.
Alternative epicyclic gear sets are available for
the reduction gearbox installed on non-
synchromesh transmissions to give a
reduction ratio below the low range of either
5.7:1 or 10:1 as required.
The reduction gearbox offered on tractors
equipped with synchromesh transmission
provides an additional creep range of four
forward speeds, which increases the total
number of forward ratios to twelve. The
reduction ratio of the reduction gearbox fitted
to synchromesh transmissions is 5.7:1 below
the low range speeds.
- - - - - - - - PART 5- TRANSMISSION SYSTEM - - - - - - - - -
All reduction gearboxes consist basically of an
epicyclic gear set mounted in place of the
transmission output shaft gear used on
standard transmissions.
A cross-section of the reduction gearbox fitted
to the ford 2610,3610, 4110and 4610with non-
synchromesh transmission is shown in Figure
1. The reduction gearbox fitted to Ford 5610,
6610 and 7610 tractors with non-synchromesh
transmission has similar components,
however, because the output shaft for these
models is located in the bottom of the trans-
mission, the reduction gear set is also in the
lower position.
A cross-section of the reduction gearbox fitted
to the Ford 2610, 3610, 4110 and 4610 with
synchromesh transmission is shown in Figure
2. The reduction gearbox fitted to the Ford
5610, 6610 and 7610 with synchromesh trans-
mission has similar gear set components.
However being located on the transmission
I
output shaft, the reduction gear set for the four
cylinder tractors is situated at the bottom rear
of the transmission.
The epicyclic gear set consists of:
(i) An outer ring gear which is fixed in
relation to the transmission housing.
(ij) Planetary gears mounted in the
carrier, the rear gear teeth engaging
the outer ring gear.
(iii) The carrier, which has teeth formed
on the outside diameter to act as the
output shaft gear.
(jv) Intermediate ring gear which
engages the front teeth of the
planetary gears.
(v) The coupling, which is splined to and
drives the output shaft, which may
engage the carrier or intermediate
ring gear.
2
The coupling is moved by means of the
selector fork and gear shift rail.
In the neutral position, as shown in Figures 1
and 2, the coupling does not engage any
component of the reduction gear set and so
the coupling and output shaft cannot be
driven.
The transmission low range is selected by
sliding the gear shift rail rearwards to the
detent position adjacent to neutral. The
movement of the rail, through the selector
fork, causes the coupling to engage the
reduction gear set carrier. Power is now
transmitted from the secondary countershaft
(non-synchromesh transmission), or range
cluster gear (synchromesh transmission) via
the carrier and coupling to the output shaft.
The carrier has the same number of gear teeth
on the outside diameter as the output shaft
gear utilised on standard transmissions,
therefore the ground speeds obtained in the
low range are identical to those of a standard
transmission.
The creep range is selected by sliding the gear
shift rail and fork further rearward to the final
detent position. The coupling is moved by the
selector fork inside the carrier assembly to
engage the intermediate ring gear. Power is
now transmitted from the secondary counter-
shaft (non-synchromesh transmission) or
range cluster gear (synchromesh trans-
mission) to the coupling via the planetary gear
set.
The planetary gear set is designed so .that the
carrier is driven and causes the planetary gears
to rotate with the rear teeth engaged in the
stationary ring gear. The forward teeth of the
planetary gears engage and drive the
intermediate ring gear at reduced speed. The
coupling, which now engages the inter-
mediate ring gear, therefore drives the output
shaft at a reduced speed to obtain the required
creep range.
-------------------------CHAPTER5-------------------------

Figure 1
Reduction Gearbox - Ford 2610,3610,4110 and 4610
with Non-synchromesh Transmission
1. Socket Head Screw 9. Roller 17. Needle Roller Bearing
2. Output Shaft Retainer 10. Planetary Gear 18. Thrust Washer
3. Needle Roller Bearing 11. Roller Bearing 19. Selector Fork
4. Spacer 12. Intermediate Ring Gear 20. Gear Shift Rail
5. Bush 13. Thrust Washer 21. Washer
6. Oil Seal 14. Carrier 22. Support Plate
7. Taper Roller Bearing 15. Coupling 23. Outer Ring Gear
8. Roller 16. Output Shaft 24. Shim(s)

3
- - - - - - - - - PART 5- TRANSMISSION SYSTEM - - - - - - - - -

Figure 2
Reduction Gearbox - Ford 2610, 3610,4110 and 4610
with Synchromesh Transmission
1. Planetary Gear Retainer 13. Circlip
2. Outer Ring Gear /Output Shaft Retainer 14. Coupling Ring
3. Circlip 15. Coupling
4. Oil Seal 16. Thrust Bearing
5. Spacer 17. Output Shaft
6. Needle Roller Bearing 18. Needle Roller Bearing
7. Thrust Bearing 19. Selector Fork
8. Rear Support Plate 20. Gear Shift Rail
9. Shim(s) 21. Carrier
10. Range Cluster Gear Rear Bearing Cup 22. Planetary Gear
11. Roller 23. Bearing Retainer
12. Intermediate Ring Gear 24. Socket Head Screw

4
------------------------CHAPTER5------------------------

Figure 3 Figure 4
Reduction Gear Set Installed Reduction Gear Set Removal
1. Rear Support Plate 3. Retaining Bolt 1. P. T. O. Drive Shaft 3. Reduction Gear Set
2. Output Shaft Retainer 4. p.T,a. Drive Shaft 2. Rear Support Plate 4. Secondary Countershaft

B. REDUCTION GEARBOX-OVERHAUl-
NON-SYNCHROMESH TRANSMISSIONS

NOTE: The Illustrations depict a reduction Ford 4110 and 4610:

gearbox installed on a Ford 5610, 6610, or 7610 Remove the hydraulic pump drive gear
tractor. The overhaul procedure is, however, shroud retaining bolts and remove the
simHar for all Ford tractors with shroud. Extract the drive gear retaining
non-synchromesh transmission and any snap ring and remove the gear.
differences between the various models are
identified in the text. Ford 5610, 6610 and 7610:
Remove the snap ring, thrust washer and
hydraulic pump idler gear, located on the
output shaft retainer.

REMOVAL 5. Remove the rear support plate retaining

bolts and lever the support plate away from
1. Drain the oil from the transmission. the transmission, Figure 3.

2. Separate the rear axle from the trans- NOTE: Ford 2610, 3610, 4110 and 4610:
miSSion, see "SEPARATING THE The rear support plate and P. T. O. counter-
TRACTOR" - Part 12. shaft rear bearing must be drawn off the
P. T. O. countershaft. If necessary use a soft
3. Remove the gear shift cover as described in faced hammer to 'shock' the P. T.O.
Chapter 1 or 2 as appropriate. countershaft as the support plate is levered
rearwards, until the support plate is free.
4. Ford 2610 and 3610:
Remove the P.T.O. coupling retaining snap Ford 5610, 6610 and 7610:
ring from the rear of the P.T.O. counter- Remove the rear support plate and the P. T.O.
shaft and slide the coupling from the shaft. countershaft as an assembly, Figure 4.

5
J




aIllllllllllllll_ _ _ _1IIIIIIIIIIIIII1IIIIIIIIIIIIII1I!II!IIIIIIIII PART 5- TRANSMISSION SYSTEM ___IIIIIIIIIIIIIIIIIIIIIIIIIIIIII_ _IIIIIIIIIIIIIIIIIIIIIIIIIIIIII_

Figure 5 Figure 6
Reduction Gear Set Removal Output Shaft Retainer Removal
Ford 5610, 6610 and 7610 1. Output Shaft Retainer
1. Secondary Countershaft 2. Rear Support Plate
2. Output Shaft and Reduction 3. Outer Ring Gear
Gear Set Assembly

6. Ford 2610, 3610, 4110 and 4610: 2. Remove the outer ring gear from the rear
Slide the reduction gear set rearwards off support plate.
the output shaft, ensuring all needle roller
bearings are retained. Disengage the
coupling from the selector fork and remove 3. Remove the output shaft from the
the output shaft and coupling assembly. reduction gear set assembly. If necessary
use a soft faced hammer to drive the output
shaft forwards out of the assembly, Figure
Ford 5610, 6610 and 7610: 7. Ensure the intermediate ring gear
Partially withdraw the secondary counter- remains inside the reduction gear set.
shaft assembly until the front bearing is out
of the location. Lift the secondary
countershaft to allow the output shaft and NOTE: Removal of the output shaft will push
reduction gear set assembly to be removed the bearing and bush assembly (Ford 2610,
from the rear compartment, Figure 5. 3610, 4110 and 4610) or bearing (Ford 5610,
Remove the secondary countershaft. 6610 and 7610) off the rear of the output shaft.

7. Remove the high flow f creep coupling from

the rear of the transmission, or the output 4. Remove the thrust washer and needle roller
shaft, as required. bearing from the output shaft (or interme-
diate ring gear should these components
remain inside the gear set assembly).

DISASSEMBLY 5. the epicyclic gear set on the bench with

the intermediate ring gear uppermost.
1. Remove the output shaft retainer from the Withdraw the intermediate ring gear,
rear support plate, Figure 6. Figure 8.

6
 7 Figure 8
Output Removal Intermediate Ring Gear Removal
1. Gear Set Assembly 3. Bearing 1. Carrier 3. Thrust Washer
2, Output Shaft 4. Intermediate Ring Gear 2. Planetary Gear 4. Intermediate Ring Gear

6. Remove the thrust washer, needle roller 4. Check the secondary countershaft and
bearing, spacer and second needle roller P.T.D. drive shaft bearings located in the
bearing from the carrier. rear support plate. Replace any unservice-
able bearing with a suitable Step Plate,
7. Remove the planetary gears from the Too! No. 6308 or 9210.
carrier. Take care to retain the bearing
rollers. Ford 2610, 3610, 4110 and 4610:
Inspect the P.T.O. countershaft oil seal
INSPECTION AND REPAIR located in the rear plate. If
necessary remove the oil seal with a
1. Inspect the output shaft retainer and rear suitable punch and install a new oil seal
bearing cup for wear or damage. If with a suitable Step Plate, Tool No. 6305 or
necessary use Pulling Attachment, Tool 9210.
No. 943 or 9507 and Slide hammer, Tool
No. 9435 or 9567 to remove the cup from 5. Examine all needle roller and
the retainer. Use a suitable Step Tool thrust washers. any unserviceable
No. 630S or 9210 to install a new bearing items.
cup.

Ford 2610,3610,4110 and 4610: 6. inspect the planetary gear set carrier,
Inspect the output shaft oil seal located in gears and gears and replace any
the output shaft retainer and replace if worn or components on re-
necessary. assembly. However, if severa! components
are worn, the complete reduction gear set
2. inspect the output shaft and piiot bearing. should be
Replace worn or damaged components.
7. Examine the coupling and gear shift
3. plate for wear or mechanism. any unserviceable
n::>r,l~r'Q if necessary. components.

1
1III!IIIIIIIII!IIIIIIIIIIIIII1IIIIIIIIII--_I11111111111111_- PART 5- TRANSMISSION SYSTEM !IIIIIIIIIIIIII_ _IIIIIIIIIIIIIII_ _1IIIIIIIIIIIIII1IlIIiIIIIIIII1IlIIiIIIIIIII1IlIIiIIIIIIII

Figure 9 Figure 10
Planetary Gear Assembly Planetary Gear Installation
1. 9 mm Diameter Rollers 1. Carrier 3. Planetary Gear
2. Planetary Gear 2. Outer Ring Gear 4. Railers
3. 5 mm Diameter Rollers

RE-ASSEMBl Y 5.7:1 Reduction Ratio oniy:

1. Use high quality grease to position the
thirteen 5 mm diameter rollers and eleven
9 mm diameter rollers around the planetary
gears, Figure 9.
With reference to Figure 12 and viewed
from the front, four pairs of gear teeth are in
alignment. Identify the right-hand tooth of
any aligned pair on the 12 teeth gear as the
master tooth.

2. Install the planetary gears with their rollers

in the carrier which must rest inside the 10.1: 1 Reduction Ratio only:
outer ring gear which acts as an assembly With reference to Figure 13 and viewed
gauge, Figure 10. from the front, only one pair of gear teeth
are in alignment. Identify the tooth
opposite the aligned pair on the 13 teeth
gear as the master tooth.
IMPORTANT: During installation, turn each
gear untl'l the master tooth (marked with a
punched dot) points towards the centre of the
carrier, Figure 11. 3. locate the smaller diameter thrust washer,
chamfered side up, on the carrier hub
before installing the intermediate ring gear
NOTE: Early reduction gearboxes contained into the carrier to fuUy engage with the
gears where the master tooth was not planetary gears, 14.
identified. To ensure correct assembly of the
earlier type gear, use a rod laid between the
gears to establish which pair of teeth on the
rear gear align with a pair on the front gear then 4. Place the gear coupling, groove- to the
proceed as follows: front, on the output shaft.

8
 Figure 11 Figure 13
Planetary Gear to Carrier Relationship Identification of Master Tooth on 10: 1
Reduction Ratio Planetary Gear
1. 16 Teeth Gear
2. 13 Teeth Gear
3. Master Tooth on 13 Teeth Gear
4. Rod used to Establish Alignment of Gear Teeth

@
~~~.~
'~"'.'". -+.,. '. ".."/~'.'. ;~--
\ ' ,
3

Figure 12 Figure 14
Identification of Master Tooth on 5.7: 1 Intermediate Ring Gear Installation
Reduction Ratio Planetary Gear 1. Intermediate Ring Gear
1. 16 Teeth Gear 2. Thrust Washer
2. 12 Teeth Gear
3. Master Tooth on 12 Teeth Gear
4. Rod Used to Establish Alignment of Gear Teeth

9
_ _ _aB'IIIIlIiIIIIIIIIIlII_ _ _ _IIIIIIIiiIIIIII!llIIiliri· PART 5-- TRANSMISSION SYSTEM llllllllllllllIIIIIIIIIIIIIIIIIIiiFIiIIiIIIIIIIIIlIIIIIIIFIIII!FIIIIIIIIIIIIIIIIFIIIIIIIFIIII_

Figure 15 16
Output Shaft Assembly Checking End Float
1. Washer 3. Coupling 1. Output Shaft 3. Output Shaft
2. Output Shaft 2. Feeler Gauges.

5. Position the larger diameter washer on the (iii) Push the output shaft rear bearing
output shaft with the chamfered side against the output shaft shoulder.
facing the coupling, Figure 15.
(iv) Use feeler gauges to check the
clearances between the bearing and
6. Ford 2610, 3610, 4110 and 4610:
the carrier. The gap should be
0.012-0.032 in (0.3-0.8 mm),
(i) Lubricate the narrow needle roller
Figure 16.
bearing with high quality grease and
install in the intermediate ring gear.

~NSTAllATiON
Ford 5610, 6610 and 7610:
1. Ford 2610, 3610, 4110 and 4610:
(i) Lubricate the needle roiler bearings
with high quality grease and install the (i) Install the previously assembled
narrow needle roiler bearing in the output shaft, coupling and washer
intermediate gear. Install the two into the transmission. Ensure the pilot
wide needle roller bearings, with the bearing engages the rear of the
spacer between them, in the carrier. countershaft and the coupling
engages the selector fork.
(ii) Hold the previously assembled output
shaft verticaliy and locate the carrier (ii) Position the carrier assembly (with the
"''''"'''"o ...... h h ' on the output shaft. ring gear still iocating the planetary
onto the output shaft.
NOTE: When the carrier is fully located, the
output shaft shoulder should above NOTE: The shoulder on the output shaft
the carrier rear thrust face. should just protrude past the carrier.

10
-------------------------CHAPTER5-------------------------
(iii) Support the carrier assembly and
insert a lubricated needle roller
bearing, spacer and second bearing
into the gap between the carrier and
output shaft.
(iv) Press the bearing and sleeve assembly
on the output shaft.
(v) Use feeler gauges to check the clear-
ance between the sleeve and the
carrier. The gap should be 0.012-
0.032 in. (O.3~0.8 mm), Figure 16.
Ford 5610, 6610 and 7610:
(i) Install the assembled carrier and
output shaft unit in the transmission.
Ensure the coupling engages the
selector fork.
2. Remove the outer ring gear from the
reduction gear set assembly.
3. Ford 2610,3610,4110 and 4610:
Install the rear support plate, with a new
gasket on the transmission. If necessary
use a soft faced hammer to drive the
support plate on the P.T.O. countershaft
rear bearing.
Ford 5610, 6610 and 7610:
Install the rear cover plate on the trans-
mission.
4. Install the support plate retaining bolts and
tighten to the correct torque, see
"Specifications" Chapter 7.
5. Locate the outer ring gear into the rear
cover.
11
6. Replace the shims and bolt the output
shaft retainer to the support plate so that
the ring gear is also supported. Tighten
the socket head screws to the correct
torque, see "Specifications" -Chapter 7.
7. Use a pull scale and string wound around
the output shaft to check the output shaft
pre-load with the transmission in neutral.
For the correct pull scale reading see,
"Specifications" - Chapter 7.
8. If the output shaft pre-load is outside the
correct specification add or subtract
shims to obtain the desired pre-load.
9. Ford 2610 and 3610:
Replace the P.T.O. coupling on the
P.T.O. countershaft and retain with the
snap ring.
Ford 4110 and 4610:
Install the hydraulic pump drive gear on
the P.T.O. countershaft and retain with
the snap ring. Install the hydraulic pump
drive gear shroud and secure with the
retaining bolts tightened to the correct
torque, see "Specifications" -Chapter 7.
Ford 5610, 6610 and 7610:
Install the hydraulic pump idler gear and
thrust washer and retain with the snap
ring.
10. Replace the gear shift cover as described
in Chapter 1 or 2 as appropriate.
11. Reconnect the transmission and rear axle
assemblies, see "SEPARATING THE
TRACTOR" Part 12.
12. Fill the transmission with the correct
grade and quantity of oil, see "Speci-
fications" -Chapter 7.
 Figure 11
Output Shaft Retainer Removrl!
1. Thrust 4. Needle RoHer
2. Shims 5. Rear Support Plate
3. Output Shaft Retainer
C. REDUCTION GEARBOX-OVERHAUl-
SYNCHROMESH TRANSMISSIONS
NOTE: The illustrations depict a reduction
gearbox installed on a Ford 5610, 6610 or 7610
tractor. The overhaul procedure is, however,
similar for all Ford tractors with synchromesh
transmission and any differences between the
various models are identified in the text.
REMOVAL
1. Drain the oil from the transmission.
2. Separate the rear axle from the trans-
mission, see "SEPARATING THE
TRACTOR" - Part 12.
3. Remove the gear shift cover as described in
Chapter 3 or 4 as appropriate.
4. Ford 2610 and 3610:
Remove the P.T.D. coupling retaining snap
ring from the rear of the P.T.O.
countershaft and slide the coupling from
the shaft.
Ford 4110 and 4610:
Remove the hydraulic pump drive gear
shroud retaining bolts and remove the
shroud. Extract the drive gear retaining
snap ring and remove the gear.
12
Figure 18
Reduction Gear Set
1. Reduction Gear Set
2. Output Shaft
Ford 5610, 6610 and 7610:
Remove the snap ring, thrust washer,
hydraulic pump idler gear and needle roller
bearing located on the output shaft
retainer.
5. Remove the ring gear / output shaft retainer
securing socket head screws, and remove
the output shaft retainer Figure 17. Retain
I
the shims located between the output shaft
retainer and rear support
6, Remove the thrust bearing and needle roller
bearing from the output shaft or output
shaft retainer as appropriate.
7. Remove the rear support plate retaining
bolts and lever the support plate away from
the transmission.
8. Remove the rear and P.T.O.
countershaft (Ford 2610, 3610, 4110 and
4610) or rear support plate and P. T. O. drive
shaft (Ford 5610, 6610 and 7610) as an
------------------------CHAPTER5------------------------

Figure 19 Figure 20
Reduction Gear Set Removal Output Shaft Pilot Bearing Removal
1. Reduction Gear Set 1. Puller, Too! No. 1003 or 9516
2. Coupling 2. Pulling Attachment, Tool No. 951 or 9190
3. Reverse Gear 3. Pilot bearing
4. Thrust Bearing 4. Shaft protector, Tool No. 625A or 9212
5. Needle Roller Bearings
6. Output Shaft

9. Remove the reverseliow/creep rail and 5. Remove the cirdip, inner coupling, thrust
selector fork as described in Chapter 3 or 4 washer, reverse gear and second thrust
as appropriate. washer from the output shaft.

10. Remove the output shaft and reduction 6. Remove the cirdip retaining the coupling
gear set as an assembly from the trans- ring and remove the ring, Figure 21.
mission, Figure 18.

11. Remove the high range coupling from the

front of the output shaft, or the rear of the
countershaft as appropriate.

DISASSEMBLY
1. Rest the front of the output shaft on a dean
bench and lift the reduction gear set off the
shaft, Figure 19.

2. Remove the two needle roller bearings and

thrust bearing from the output shaft.

3. Withdraw the sliding coupling.

4. Use Pulier, Too) No. 1003 or 9516, Pulling

Attachment, Tool No. 951 or 9190 and a figure 21
Coupling Ring Removal
suitable Shaft Protector, Tool No. 625A or
1. Carrier 3. Circlip
9212 to remove th~ pilot bearing from the 2. Coupling Ring
front of the output shaft, Figure 20.

13
I!IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII_ _ _ _-
Figure 22
I-'I:::in.ot~r\l
Gear Removal
1. Carrier
2. Planetary Gear Retainer
3. Planetary Gear and Roller Assembly
4. Planetary Gear
7. Use Puller, Tool No. 954C or 9527 to
remove the planetary gear retainer and
remove the pianetary gears with the roliers,
figure 22.
8. Withdraw the intermediate ring gear from
the carrier.
INSPECTION AND REPAIR
1. Inspect the output shaft retainer for wear or
damage.
Ford 2610, 3610, 4110 and 4610:
Inspect the output shaft oil seal located in
the output shaft retainer. If necessary use
Puller, Tool No. 954C or 9527 to remove the
oil seal and install a neyv oil seal with a
suitable Step Plate, Tool No. 6305 or 9210.
2. Examine the output shaft pilot bearing,
inner coupling, reverse gear and thrust
washers. Rep!ace worn or damaged
components.
PART 5- TRANSMISSION SYSTEM IIIIIIIIIIIII_ _ _IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII_ _ _ __
3. Check the rear support plate for wear or
damage and replace if necessary.
Ford 2610, 3610, 4110 and 4610:
Inspect the P.T.O. countershaft oil seal
located in the rear support plate. If
necessary remove the oil seal with a
suitable punch and install a new oil seal
with a suitable Step Plate, Tool No. 6305 or
9210.
4. Examine all needle roller and
thrust bearings. Replace any unserviceable
items.
5. Inspect the planetary gear set carrier, ring
gears and planetary gears and replace any
worn or damaged components on re-
assembly. However, if several components
are worn, the complete reduction gear set
should be replaced.
6. Examine the coupling and gear shift
mechanism. Replace any unserviceable
components.
RE-ASSEMBlY
NOTE: Ensure all components are coated with
clean transmission oil during re-assembly to
provide initial lubrication.
1. Use high quality grease to POSition the
rollers around the planetary gears.
2. Install the planetary gear and roller
assemblies into the carrier so that the three
gears marked with an 'X' on the small
diameter gear teeth are placed alternately
with those marked with a 'Y'. Install the
planetary gear retainer on the rear of the
carrier to hold the gears in position.
14
------------------------CHAPTER5------------------------
3. Position the carrier and gears on a clean
bench to rest on the planetary gear
retainer.

4. Align the planetary gears so that the 'X'

and 'Y' marks face away from the centre
of the carrier as shown in Figure 23.

5. Install the intermediate ring gear over the

aligned planetary gears, ensuring the ring
gear is fully engaged.

Figure 23
6. Replace the coupling ring and secure with Planetary Gear Alignment
the circiip. 1. Carrier 3. 'Y' Marked Gear
2. 'X' Marked Gear

7. Install the thrust washer, reverse gear,

second thrust washer, inner coupling and
circlip on the front of the output shaft.
INSTALLATION

1. Place the high range coupling on the

splined rear end of the transmission
8. Use a suitable sleeve to instal! the pilot countershaft. Ensure the etched marks on
bearing on the front of the output shaft. the countershaft and the coupling splines
align.

2. Install the output shaft and reduction gear

9. Place the sliding coupling over the rear of set assembly into the rear compartment of
the output shaft to correctly engage the the transmission. Ensure the pilot bearing
splines of the shaft. Ensure the selector of the output shaft engages the bearing cup
fork annular groove is to the front. of the countershaft.

3. Install the reverse flow / creep rail and

10. install the thrust bearing and two needle
roller bearings on the rear of the output
shaft. Rest the output shaft vertically with
the pilot bearing end on a clean bench.
selector fork as described in Chapter 3 or 4
as appropriate.
4. Replace the rear support plate and P.T.O.
shaft assembly on the rear of the trans-
mission.

11. Carefully lower the previously assembled

planetary gear set over the output shaft. NOTE: Ford 2610, 3610, 4110 and 4610 only:
Ensure ali components are correctly Ensure a new rear support plate gasket is
located. installed.

15
- - - - - - - - - PART 5- TRANSMISSION SYSTEM - - - - - - - -
5. Secure the rear support plate with the
retaining bolts tightened to the correct
torque, see "Specifications" Chapter 7.
6. Install the thrust bearing and needle roller
bearing on the rear of the output shaft.
NOTE: Ford 2610, 3610, 4110 and 4610: Wrap
self adhesive tape over the splines of the
output shaft to protect the output shaft oil
seal.
7. Install the output shaft retainer and shims.
Ensure the ring gear teeth correctly
engage the planetary gears. Tighten the
retaining socket head screws to the
correct torque, see "Specifications"-
Chapter 7.
8. Check the output shaft end play
according to the following procedure:
(i) Usea dial indicatorgaugeto measure
the end play on the rear of the output
shaft whilst the output shaft is forced
fully backwards and forwards.
(ii) Measure the end play several times to
obtain consistent readings on the dial
indicator. Check the end play is
within the correct limits, see
"Specifications" - Chapter 7.
(iii) If the end play is outside the specifi-
cation select shims to give the correct
end play. Thicker shims will increase
end play, thinner shims will decrease
end play. For the shim sizes available,
see "Specifications" - Chapter 7.
16
(Iv) Having selected the correct shims,
install the output shaft retainer,
shims and socket head screws.
Tighten the screws to the correct
torque, see "Specifications"
Chapter 7.
Re-position the dial indicator and re-
check the end play.
9. Ford 2610 and 4610:
Replace the P.T.O. coupling on the
P.T.O. countershaft and retain with the
snap ring. Remove the self adhesive tape
from the output shaft.
Ford 4110 and 4610:
Install the hydraulic pump drive gear on
the P.T.O. countershaft and retain with
the snap ring. Install the hydraulic pump
drive gear shroud and secure with the
retaining bolts tightened to the correct
torque, see "Specifications" - Chapter 7.
Ford 5610, 6610 and 7610:
Install the hydraulic pump idler gear,
needle roller bearing, and thrust washer.
Retain with the snap ring.
10. Replace the gear shift cover as described
in Chapter 3 or 4 as appropriate.
11. Reconnect the transmission and rear axle
assemblies, see "SEPARATING THE
TRACTOR" Part 12.
12. Fill the transmission with the correct
grade and quantity of oil, see "Speci-
fications"-Chapter 7.
 PART 5
TRANSMISSION SYSTEMS
Chapter 6
DUAL POWER TRANSMISSION
FORD 5610, 6610, 6710, 7610 AND 7710
Section Page
A. DESCRIPTION AND OPERATION 1
B. PLANETARY GEAR SET -OVERHAUL 6
C. PRESSURE TESTING 17

A. DUAL POWER TRANSMISSION-DESCRIPTION AND OPERATION

The Dual Power transmission consists of a
planetary gear set installed directly between
the clutch and the input shaft of the trans-
mission.
Compressing the direct drive clutch plates
locks the sun gear to the planetary carrier
which is the output member of the system.
Applying power to the ring gear results in a
normal direct drive.

The planetary gear set incorporates two

hydraulically operated clutches which lock an
element or elements of the planetary gear
system together to produce either a normal
direct drive to the transmission or a power
underdrive which lowers the speed but
increases the torque.

Normal Direct Drive

With reference to Figure 1.

Figure 1
Locking any two members of a planetary Dual Power Planetary Gear Set-Normal Direct
gear system together results in a direct drive Drive Operation
with no change in speed or direction of 1. Ring Gear 3. Planetary Carrier
rotation. 2. Pinion 4. Sun Gear

1
- - - - - - - PART 5-TRANSMISSION SYSTEMS
Figure 2
Dual Power Planetary Gear Set-Power
Underdrive Operation
1. Ring Gear 3. Planetary Carrier
2. Pinion 4. Sun Gear
Power Underdrive
With reference to Figure 2.
Compressing the underdrive clutch plate,
locks the sun gear to the planetary housing.
Applying power to the ring gear forces the
pinions to rotate on their own axes and 'walk'
around the sun gear, taking the planetary
carrier with them. The planetary carrier is the
output member of the system and turns in the
same direction as the ring gear but at a lower
speed with a resultant increase in torque.
This condition produces a power underdrive.
The Dual Power transmission is operated by a
two-position control valve, located on the side
of the planetary gear set housing, which
directs oil from the low pressure hydraulic
system pump to engage either the direct drive
or the underdrive clutch assembly. The oil
pressure is controlled by the low pressure
hydraulic system regulating valve located in
the P. T. O. drive clutch valve assembly.
2
The ground speeds in normal direct drive are
unchanged from the previous 8-speed
transmission ground speeds.
The Dual Power transmission ratios and
corresponding gear shift lever positions are
shown in Specifications, Chapter 7.
Oil Flow to the Direct Drive Clutch
With reference to Figure 3.
The control valve, which has no neutral position,
is moved by means of a solenoid operated pilot
valve. The solenoid is controlled by a switch
located on the instrument panel.
When the Dual Power control switch is moved
to the normal (direct drive) position, electric
current flows to the control valve solenoid, and
so energises the solenoid coil.
The effect of energising the solenoid is to close
the pilot valve thereby preventing the oil supplied
at port' A' from acting on the top of the control
valve. Supply oil can however still pass through
the centre of the control valve and act under the
control valve spool.
The hydraulic pressure acting under the control
valve lifts the spool upwards, directing supply oil
between the lands to the gallery drilled in the
planetary housing which connects with the gap
between the second and third sealing rings on
the direct drive clutch hub. A drilled passage in
the clutch hub allows the oil to act behind the
direct drive clutch piston. The pressure moves
the piston, compresses the piston spring and
locks the direct drive clutch plates together so
engaging the direct drive clutch.
Hydraulic oil from the rear of the underdrive
clutch piston is exhausted and eventually
returns to sump via the control valve and the
planetary housing. Exhaust oil in the control
valve also returns to the planetary housing
via a connecting passage in the control
valve housing.
_________________________ CHAPTER6
Pressure Oil
1. Pilot Valve
2. Control Valve Spool
3. Sealing Rings
4. Transmission Input Shaft
5. Direct Drive Clutch Piston
6. Transmission Countershaft
7. Direct Drive Clutch
Housing
Figure 3
Oil Flow to Direct Drive Clutch
8.
o Lubrication Oil
Hub Support Plate 15. Pinion
• Reservoir and
Exhaust Oil
9. Lubrication OilTube 16. Plantetarv Carrier
10. Direct Drive Clutch Plates 17. Planetary Housing
11 . Direct Drive Clutch Piston 18. Underdrive Clutch Plate
Return Spring 19. Underdrive Clutch Piston
12. Sun Gear Return Springs
13. Centre Shaft 20. Underdrive Clutch Piston
14. Ring Gear and Input Shaft
3
_ _ _ _ _ _ _ _ PART 5- TRANSMISSION SYSTEMS

Figure 4
Oil Flow to Underdrive Clutch

1.
Pressure Oil

Pilot Valve 8.
D Lubrication Oil

Hub Support Plate 15.

-
Pinion
Reservoir and
Exhaust Oil

2. Control Valve Spool 9. Lubrication Oil Tube 16. Planetary Carrier

3. Sealing Rings 10: Direct Drive Clutch Plates 17. Planetary Housing
4. Transmission Input Shaft 11 .Direct Drive Clutch Piston 18. Underdrive Clutch Plate
5. Direct Drive Clutch Piston Return Spring 19. Underdrive Clutch Piston
6. Transmission Countershaft 12. Sun Gear Return Springs
7. Direct Drive Clutch Housing 13. Centre Shaft 20. Underdrive Clutch Piston
14. Ring Gear and Input Shaft

4
-------------------------CHAPTER6-------------------------
Engaging the direct drive clutch locks the
planetary carrier to the sun gear, which is
splined to the direct drive clutch housing.
When any two members of the planetary
assembly are locked together a direct drive
results with no change in speed or direction
of rotation. Therefore, as the planetary carrier
and the sun gear are locked together, power
input at the ring gear is passed directly to the
planetary carrier which is splined via a
connecting shaft to the input shaft of the
transmission.
Oil Flow to the Underdrive Clutch
With reference to Figure 4.
When the Dual Power control switch is moved to
the power (underdrivel position the electrical
connection to the solenoid is broken and the
solenoid becomes de-energised, which opens
the pilot valve.
Supply oil from port' A' can now act on both the
upper and lower surfaces of the control valve.
However the area of the top of the control valve
is greater than the area of the bottom, which
results in the control valve being pushed down
by the greater force acting on the top.
Oil from port' A' is now directed by the control
valve spool through a drilled passage in the
planetary housing to the underdrive clutch
piston. The pressure moves the piston,
compresses the piston return springs and locks
the underdrive clutch plates together so
engaging the underdrive clutch.
Hydraulic oil from the rear of the direct drive
clutch piston is exhausted and eventually
returns to sump via the control valve and the
planetary housing. Exhaust oil in the control
valve also returns to the planetary housing
via a connecting passage in the control
valve housing.
Engaging the underdrive clutch locks the
direct drive clutch housing to the planetary
housing. As the sun gear is splined to the
inner hub of the direct drive clutch assembly,
it is also locked to the planetary housing.
Applying power to the ring gear and holding
the sun gear, causes the pinions of the plane-
tary carrier to rotate on their own axes and
'walk' around the sun gear taking the carrier
with them.
The carrier being the output member of the
I Oil collected in the transmission case is
system, turns in the same direction but at a
slower speed than the ring gear thereby
producing an underdrive with a resultant
decrease in speed and increase in torque.
5
lubrication Oil Flow
Lubrication oil is supplied by the low pressure
hydraulic system. This oil is directed via tubing
through a transmission oil cooler, before
entering a passage in the control valve body
shown schematically at '8' in Figures 3 and 4.
The oil passes through a drilled passage in the
planetary housing between the first and
second sealing rings on the direct drive
clutch hub and through a drilled passage in
line with the direct drive clutch plates. The
oil flows around the clutch plates and
through the planetary assembly. As the
members of the planetary assembly rotate,
oil is thrown off to lubricate the bearings and
other components in the housing. Oil in the
bottom of the housing is directed through a
tube connecting the housing with the main
countershaft bearing in the hub support
plate.
Excess oil in the housing flows directly into
the transmission case to lubricate the trans-
mission gears and bearings. Oil entering the
hub support plate flows into the centre
passage of the countershaft and lubricates the
bearings and gears through cross drillings in
the shaft. As the components on the
countershaft and output shaft revolve, oil is
carried to the input shaft and range cluster gear
to lubricate the upper gears and bearings in the
transmission case. Excess oil in the
countershaft flows directly into the
transmission casing through a slot in the front
support plate.
allowed to flow into the rear axle centre
housing, with which it forms a common oil
reservoir, through passages in the trans-
mission output shaft retainer.
1IIIIIIlIi1IlID1IIIiIIIIIIIIII1lllllll!lllll1IIIliIII1IIIiI1liliIIIIIIIIlI1llllllllllllll1IIIiIIIIIIIIII_ PART 5-TRANSMISSION SYSTEMS

B. PLANETARY GEAR SET-OVERHAUL

figure 5 Figure 6
Dual Power Lubrication and Pressure Line Dual Power Control Valve Solenoid
Tube Connections 1. Solenoid
1. Pressure Line 2. Control Valve Body
2. Lubrication Tube 3. Solenoid Wire

REMOVAL 5. Pull the Dual Power solenoid wire and

grommet inside the bell housing. Take care
to prevent damage to the grommet, Figure
1. Drain the oii from the transmission and rear
axle centre housings.
6.

2. Disconnect the wiring harness from the 6. Withdraw the bolts securing the valve body
Dual Power solenoid wire at the plug to the planetary housing and remove the
connector located above the transmission valve body.
bell-housing.

3. Puli the large rubber plug free from the 7. Remove the gasket from the valve body.
transmission bell housing and disconnect
the lubrication and pressure control lines
from the control vaive body.
8. Remove the pressure line connector and
lubrication line connector from the valve
4. Remove the inlet screen from the control body and remove the 'a' ring seals from the
valve housing pressure line connector. connectors.
 Figure 1
Dual Power Gear Set Installed
1. Retaining Bolts
2. Planetary Cover 1. Cover
3. Clutch Release Bearing 2. Thrust Washer
4. Clutch Release Fork 3. Sun Gear
5. Clutch Release Fork Retaining Pin 4. Direct Drive Clutch
6. Clutch Release Cross-Shaft 5. Shaft
7. Control Valve 6. Thrust Washer
7. Planetary Housing
8. Underdrive Clutch Assembly
9. Planetary Carrier
10. Pilot Bearing
11. Ring Gear and Shaft Assembly
12. Shim
13. RinQ Gear Bearing

9. Separate the from the trans- 15. Remove the from the cover.
mission as described in PART 12 -
JJSEPARATING THE TRACTOR"

16. Remove the ring gear and shaft

10. Disconnect the rod between the dutch
pedal and the clutch release cross-shaft
lever by removing the clevis pin at the
lever end.
11. Remove the clutch release fork retaining
pin, Figure 7, support the fork and
withdraw the clutch release cross-
shaft.
12. Remove the fork and release bearing
assembly.
13. Remove the bolts from the planetary
cover.
14. Carefully remove the cover from the
planetary housing.
assembly, Figure 8, from the housing.
17. Carefully remove the planetary carrier,
shaft, sun gear and direct drive dutch
assembly as a complete unit.
NOTE: Removal of the ring gear may also
withdraw the Dual Power reduction gear set
and direct drive clutch unit from the
transmission due to the shaft being a tight fit in
the ring gear bearing. In these cases the shaft
may be extracted from the ring gear bearing by
meansofaSlideHammer, ToolNo. MS.284or
9567 and the Planetary Shaft Puller Tool No.
FT.5004 or 4721 placed over the rear of the
shan Figure 9.

1
1IIlIIIIIIIIiIlIlIIiIlIIilllilllllllJlllllilialllllll!lllllllllllllllllllllBlllllllllllllilillili PART 5- TRANSMiSSION SYSTEMS _Ildm!IIII!IIIlIIIIIIlIlllllll!!!llIill!lllllllllI\lllll!!lllllIlilllllllillll!lil1!lll!ll!l1

Figure 9 Figure 10
Dua! Power Shaft Removal U nderdrive Clutch Assembly Installation
1. Direct Drive Clutch 1. Planetary Housing
2. Shaft 2. Retaining Bolts
3. Slide Hammer, Tool No. MS.284 or 9567 3. Lubrication Supply Port
4. Planetary Shaft Puller Too! No. FT.5004 or 4721 4. Snap Ring
5. Friction Plate
6. Pressure Plate
7. Thrust Washer

18. If necessary remove the pilot from 23. Remove and discard the gasket on the
the shaft using Puiler, Tool No. 1002 or rear hub of the planetary housing.
9198, Pulling Attachment, Tool No. 951 or
9190 and Step Plate, Tool No. 630-S/4, or Ford 7610 and 7710 with non-synchromesh
921014. transmission. Remove and retain the shim(s)
but discard the '0' ring seal on the rear hub of
19. Remove the shaft and separate the the housing.
carrier from the direct drive
clutch assembly. 24. Remove the lubrication tube
from the hub support
20. Remove the sun gear from the inner
of the direct drive clutch 25. Remove the '0' ring from each end ofthe
tube.

21. Carefully remove the bolts securing the D;SASSEMBlY

planetary housing to the transmission Direct Drive Clutch
case, Figure 10.
Remove the 11,
22. Remove the housing from the from the rear hub of the direct drive clutch
case.
 Figure 11 Figure 12
Direct Drive Clutch Assembly~Exploded View Direct Drive Clutch Piston Return Spring Snap
Ring~Removal and Installation
1. Steel Plates 1. Press Ram
2. Pressure Plate 2. Spring Retainer
3. Snap Ring 3. Snap Ring
4. Friction Plates 4. Clutch Compressor, Tool No. N -775 or 1312
5. Snap Ring
6. Spring Retainer
7. Piston Return Spring
8. Sealing Rings
9. Direct Drive Clutch Housing
10. Piston Seals
11. Piston

2. Depress the piston return spring and

remove the snap ring from the inner hub
using Clutch Compressor Tool No.
N -775 or 1312 and either Puller, Tool No.
1003 or 9516 or a press, Figure 12.

3. Release the pressure and ensurethe spring

retainer does not enter the snap ring
groove.

4. Remove the spring retainer and spring

5. Remove the clutch pressure plate snap

ring as shown in Figure 13.

6. Remove the pressure plate, the friction

and steel plates from the clutch housing.
I M PO RTANT: Note the order in which the
clutch plates were removed.
Figure 13
Direct Drive Clutch Pressure Plate Snap Ring-
\) Removal and Installation
1. Direct Drive Clutch Housing
·2. Pressure Plate Snap Ring

9
_ _ _ _ _ _IIlIIIIIIIIIII_ _ PART 5- TRANSMISSiON SYSTEMS

SOrnm

__L
(2·ooin)

Figure14 Figure 15
Restraining Clamp for Removal of Underdrive Underdrive Clutch Snap Ring Removal and
Clutch Snap Ring Installation
1. Snap Ring 3. Restraining Clamp
2. Planetary Housing

7. Place an air hose nozzle in the hole between

the middle and rear ring grooves in
the dutch housing hub and blowout the

IMPORTANT: For safety, position the direct

drive clutch housing with the front face down
on the bench so the piston cannot cause injury
when expel/ed.

8. Remove the piston inner and outer seals.

Underdrive Clutch

Figure 16
1. Remove the iarge snap ring from the inner Underdrive Clutch Assembly-Exploded View
surface of the planetary housing. 1. Piston Return Springs
2. Pressure Plate
3. Snap Ring
4. Spring Retainer
5. Friction Plate
NOTE: To remove the snap ring it is 6. Rear Plate
recommended that four restraining clamps 7. Piston Seals
8. Control Valve Body
be made as shown in Figure 14. Equispace 9. Planetary Housing
the four clamps, Figure 15, around the rim of 10. Piston
the planetary housing and secure with the 11. Dowel Pins
housing bolts.

10
 IMPORTANT: Position the planetary housing
so that the underdrive piston cannot cause injury
when expelled.

6. Remove the inner and outer seals from the

piston.

With reference to 17.

1. Remove the located in the control

Figure 11 valve at the opposite end to the solenoid.
Control Valve Assembly
1. Washer
2. Solenoid
3. Plug
4. Valve Body 2. Remove the solenoid"
5. Valve Spool
6. Pilot Valve Assembly
7. Nut

3. Remove the control valve spool.

2. After removing the snap ring, gradually

release the restraining clamps.

3. Remove the spring retainer, pressure plate

iNSPECTION AND REPAIR
and friction plate.
1. Clean all parts in a suitable solvent and
dry thoroughly with a dry, lint-free
cloth or compressed air.
IMPORTANT: Note the order in which the
clutch plates were removed.

4. Remove the piston return springs, locating

2. Examine the lubrication inlet the
dowel pins and rear plate.
pressure inlet tube and the lubrication
oil tube for damage or distortion. Discard
any defective tubes.

5. Place an air hose nozzle in the

supply port of the control valve housing,
and carefully blowout the underdrive 3. Examine the control valve solenoid cable
piston. for damage or loose connections.

11
1IIIIIIIIIII!II_ _ _ _ _ _ _1IIIIIIIIIIIII1IIIIIIIIIIIIII





i
Figure 18
Removing Clutch Re!ease Bearing from Hub
1. Puller, Tool No. 1002 or 9198
2. Hub
3. Pulling Attachment, Tool No. 951 or 9190
4. Release Bearing
5. Step plate, Tool No. 630-5/10 or 9210/10
4. Examine the clutch release hub and
bearing for excessive wear or damage.
If necessary, remove the bearing from
the hub with Pulling Attachment Tool
No. 951 or 9190, Step plate, Tool No.
630-S/10 or 9210/10 and either a press or
Puller, Tool No. 1002 or 9198, see Figure
18. Press a new bearing onto the hub
ensuring the thrust face of the bearing
faces away from the shoulder on the hub.
5. Pack the recess in the bearing hub bore
with a high melting point grease.
6. Inspect the clutch release fork for cracks
or excessive wear and replace as
necessary.
7. Examine the cross-shaft and lever for
distortion or excessive wear and install
a new assembly, if damage is evident.
Inspect the shaft bushings for excessive
wear and replace iHound to be defective.
PART 5-TRANSMiSSION SYSTEMS 1lllllllllllllIIiIIIIIIII1IIIIIIIIIIIIIIIIIIIIII!IIIII!!IIlIIIIII'IIIIIIIIlllllllllllllllllllllllllllllB
Bushingsshould bedriven intothe hous-
ing until they are flush with the outside
edges of the cross-shaft locating bores.
8. Inspect the planetary cover for rI<>:rn"",....",
or distortion. Check the face of the
cover and the mating surface for nicks or
burrs and remove any imperfections with
an abrasive stone.
9. Inspect the planetary carrier and gears,
planetary shaft, pilot bearing and thrust
washer for damage or wear. Install new
parts where necessary.
1 O. Inspect the sun gear for excessive wear
or damaged teeth.
11. Inspect the sealing rings from the rear
hub of the direct drive clutch assembly
for distortion or cracks.
If new seals are to be installed, insert the
seals in a 60 mm (2.38 in.) internal
diameter test bore for a period of 10
minutes prior to assembly. This procedure
ensures the seals obtain the correct
amount of pre-tension to avoid damage
on assembly. Install the new seals using a
suitable grease to hold the seals in position
during re-assembly and ensure the seals
do not protrude above the lands of the
direct drive housing.
12. Examine the bore in the hub of the
planetary housing, Figure 19, where the
direct drive sealing rings locate. If wear or
damage is evident the planetary housing
must be rm:>la(;ed
12

Cup Location
1. t.Ji<:>noT<:>P-"
2. Shaft Bearing Cup
3. Direct Drive Clutch locating Bore
4. Oil Shield (with Synchromesh Transmission
only)
13. Examine the direct drive clutch housing
both externally for cracks or damage and
internally for wear and piston scuffing.
Inspect the housing external splines
for cracked, broken or missing teeth.
14. Inspect the direct drive dutch piston,
friction plates, steel plates, pressure plate
and snap ring and install new piston seals.
Any defective parts must be replaced
during re-assembly.
15. Examine the direct drive clutch
return spring, spring retainer and snap
ring for
16. Examine the thrust washer for
or distortion.
13
20
Transmission Input Shaft Bearing Cup Removal
1. Slide Hammer, Tool No. 943S or 9567
2. Puller, Tool No. 943 or 9507
3. Input Shaft Bearing Cup
4. Planetary Housing
17. inspect the planetary housing for cracks
or damage. Examine the underdrive
clutch piston, dowel pins,
springs, rear plate, friction plate, pressure
plate, spring retainer and snap ring and
install new piston seals. Discard and
replace any cracked, damaged or badly
worn parts.
18. Examine the transmission input shaft front
bearing cup and oil shield (Synchromesh
transmission only) in the hub of the
planetary housing, Figure 19, and the cone
and roller assembly on the input shaft for
excessive wear or If necessary use
Puller, Tool No, 843 or 9507 and Slide
Hammer, Tool No. 943S or 9567 to
remove the cup, Figure 20. Install a new
oil shield (Synchromesh transmissions
only) as shown in Figure 19, and press in a
new bearing cup.
Press a new cone and roiler ':lC'C'QlYlhl\l on
the input shaft if required.
Ford 5610, 6610 and 6710 with non-
synchromesh transmission, Examine the
transmission input shaft front bearing for
excessive damage or wear. Replace if
necessary.
_ _ _IIIIIIIIIIIIIIIIIIIIIIIIIlIIIIIIIIIIIII_ _111111111 PART 5-TRANSMISSION SYSTEMS _______IIIiIIIIIIIIIII_ __

IMPORTANT, Ford 5610, 6610, 6110, 7610and

7110 with synchromesh transmission and
Ford 7610 and 7710 with non-synchromesh
transmission: Check and adjust the pre-load
of the transmission input shaft front bearing
during re-assembly. Refer to 'Input Shaft and
Secondary Countershaft Pre-Load
Check' in Chapter 4 for the synchromesh trans-
missions and 'Ford 7610 and 7710 Non-
Synchromesh Transmission -Input Shaft
Bearing Pre-load Check' in this Chapter for the
non-synchromesh transmissions.

19. I nspect the ring gear and shaft assembly

for damage or wear. inspect the shaft
splines for damage. If necessary, install
a new ring gear and shaft ,;"",,,:::.l1nhll\l
Figure 21
Ring Gear Bearing Removal
20. Examine the ring gear bearing for wear 1. Step Plate, Tool No. 630S/4 or 9210/4
or damage. If necessary remove the 2. Bearing
bearing with Puller Tool No. 938, 3. Righ gear and Shaft Assembly
4. Pulling Attachment, Tool No. 952 or 9526
Puller, Tool No, 938 or 9506, Puller legs, 5. Puller legs, Tool No. 930B or 9521
Tool No. 9308 or 0521, Pulling 6. Puller, Tool No. 938 or 9506
Attachment, Tool No. 952 or 9526 and
Step plate, Tool No. 630S/4 or 9210/4, as 23. Check the solenoid for cracks or damage. If
shown in Figure 21. Take care not to any doubt exists as to the serviceability of
damage the shim located behind the this component, replace with a new
bearing. Ensure the shim is placed against solenoid.
the step on the ring gear shaft and then
press the new bearing onto the shaft, RE-ASSEMBlV
using a convenient length sleeve of 82.6
mm (3.25 in.) internal diameter and 95.3 Re-assembly of the direct drive clutch, the
mm (3.75 in.) external diameter. underdrive clutch and control valve follows
the disassembly procedure in reverse.
IMPORTANT. The shim located behind the NOTE:
ring gear bearing governs the planetary (i)When re-assembling the solenoid to the
gear set end play. If any of the major compon- valve, apply a proprietary thread sealant
ents of the planetary gear set are changed, on the pHot valve assembly threads and
refer to 'Planetary Gear Set Shimming tighten the nut to the correct torque, see
Procedure" in this Chapter, to determine uSpecifications" ~ Chapter 7.
the correct size shim to be installed.
(ii) Ensure the gap of the underdrive clutch
retaining snap ring is in line with
21. Examine the valve spool bore in the valve the lubrication port of the Dual Power
body for damage or wear. Housing.

PLANETARY GEAR SET SHIMMING

22. Inspect the valve spool lands for
PROCEDURE
scratches, wear or other damage.
Minor burrs orscratches may be removed iMPORTANT. This procedure must be
with a fine abrasive material but parts followed whenever a new cover, bearing,
must be washed and dried prior to ring gear, planetary carrier, sun gear, direct
re-assembly. drive clutch or planetary housing is installed.

14
-------------------------CHAPTERS-------------------------
Free play among the components of the
planetary housing is governed by means of
a shim located between the bearing and the
step on the ring gear shaft.
For free play requirement and available shims,
see "Specifications" - Chapter 7.
Determine the shim required to give the
specified free playas follows:
1. Install the sun gear in the inner splines of
the direct drive clutch assembly.
2. Place the thrust washer in the planetary
carrier and align the splines.
3. Install the planetary carrier and thrust
washer onto the sun gear and ensure the
splines of the planetary carrier are
engaged with all of the direct drive clutch
friction plates.
4. Hold the components tightly together and
install the planetary shaft from the rear.
Tap the shaft, if necessary, to ensure full
engagement.
5. Press the pilot bearing onto the shaft
using a sleeve of 1.62 in. (41.2 mm)
internal diameter and 1.88 in. (47.8 mm)
external diameter.
6. Position the planetary housing (with
underdrive clutch installed) on a bench.
NOTE: Support the housing on blocks so that
the rear of the planetary shaft does not foul the
workbench when the direct drive clutch and
planetary gear set is fully installed.
7. Place the thrust washer in the housing
with the tab up and towards the rear of the
transmission.
15
8. Install the direct drive clutch and planetary
gear set assembly in the housing. Ensure
the assembly is fully seated in the
housing.
9. Install the ring gear and shaft asstlmbly
(without the ring gear bearing or shim) in
the housing. Place the Ring Gauge, Tool
No. FT.5000 or 1303, on the step of the
ring gear shaft.
10. Position the cover on the planetary
housing without the gasket.
IMPORTANT. Ensure all components are
properly seated in the housing.
11. Measure the distance between the face
of the cover and the face of the housing
at three conveniently spaced intervals.
Average the three measurements. For
correct shimming gap, see "Speci-
fications" Chapter 7. If the average
measurement is within specification
the free play is within the required limits
and no shims are necessary.
12. If the average measurement is less than
the range stated, determine the shim
thickness required by referring to the
relevant chart in Specifications, Chapter
7.
13. Remove the cover and the ring gear and
shaft assembly from the planetary
housing. Remove the ring gauge and
place the appropriate shim(s) on the
step of the ring gear shaft. Press the
bearing onto the ring gear using a
convenient length sleeve of 3·25 in.
(82.6 mm) internal diameter and 3.75 in.
(95'3 mm) external diameter.
14. Remove the components from the
planetary housing and retain in order for
final installation.
_ _ _ _ _ _ _ PART 5- TRANSMISSION SYSTEMS - - - - - - - -
FORD 7610 AND 7710 NON-SYNCHRO-
MESH TRANSMISSION INPUT SHAFT
BEARING PRE-LOAD CHECK
IMPORTANT: This procedure must be
followed whenever a new planetary housing or
transmISSion input shaft front bearing
assembly is installed in a Ford 7610 or 7710
Tractor with non-synchromesh transmission.
Preload on the input shaft bearing is governed
by shims located between the mating
surfaces of the planetary housing and the
support plate in the transmission case.
Preload is determined by recording the torque
required to rotate the input shaft.
NOTE : To rotate the input shaft, it is
recommended that a simple extension tube
be made from thin wall tubing 1- 75 in.
(44,5 mm) internal diameter and 18 in.
(460 mm) in length. Make four equispar:ed
lateral cuts, approximately 2 in. (50 mm) in
length, at each end of the extension tube and
install two adjustable band clamps.
Check and adjust the preload of the input
shaft bearing as follows:
1. Install two 0·012 in. (0-3 mm) shims
on the rear hub of the planetary housing.
2. Position the planetary housing in the
transmission case and install the housing
retaining bolts. Tighten the bolts dia-
gonally and evenly to the specified
torque, see "Specifications" - Chapter
7.
3. Position the extension tube over the
planetary shaft and secure with the
band clamp.
4. Locate the combined extension tube
and planetary shaft in the transmission
shaft.
16
5. I nsert a socket of suitable size into the
end of the extension tube and secure
with the band clamp_
6. I nstall a torque wrench on the socket
using adaptors if necessary.
7. Ensure the transmission is in neutral.
8. Using the torque wrench, steadily
rotate the input shaft clockwise until
the torque reading stabilises. Record
the stabilised reading.
9. Loosen off the housing retaining bolts
until they are finger tight.
10. Steadily rotate the input shaft with the
torque wrench until the torque reading
stabilises. Record the stabilised reading.
11. Subtract the stabilised torque reading
obtained in Step 10 from the stabilised
torque reading obtained in Step 8.
The resultanttorqueshould bewithin the
limits stated in Specifications, Chapter
7.
12. If the resultant torque is above or below
below the specified range, add or sub-
tract shims until the correct preload is
obtained.
13. When the required preload has been
obtained, add an additional 0.005 in.
(0.127 mm) shim.
14. Remove and dismantle the extension
tube and planetary shaft.
------------------------CHAPTER6------------------------
INSTALLATION
Installation of the planetary gear set and
control valve follows the removal procedure in
reverse. Pay particuiar attention to the
following important points:

NOTE: All models. install a (i) If all components are correctly installed,
new cover, bearing, ring gear, planetary the cover should seat in the hous-
carrier, sun gear, direct drive clutch or ing. Any need for force indicates incor-
planetary housing, refer to Planetary Gear rect re-assembly.
Set Shimming Procedure' in this Chapter,
before installing the planetary components OJ) Install new '0' ring seals on the lubri-
in the transmission case. cation oil transfer tube.

(iii) Coat all tube joints with a proprietary

If it is necessary to install a new planetary
housing or transmission input front bearing (iv)
assemblYI refer to 'Ford 7610 and 7710 Non-
Synchromesh Transmission -Input Shaft
Bearing Pre-Load Check' in this Chapter for 17017-
synchromesh transmissions or 'Input Shaft and Iv)
Secondary Countershaft Bearing Pre-load
Check' - Chapter 4 for all synchromesh trans-
missions.
sealing compound.
Install new '0' ring seals on the control
valve pressure line and lubrication line
connections.
Take care to avoid .-I ............ ",,...,,.,, to the control
valve solenoid and wire, and ensure the
grommet is firmly in place to protect the
solenoid wire.

C. PRESSURE TESTING

For the following tests ensure the tractor

hydraulic oil is at operating temperature,
the transmission and hydraulic system are in
neutral and the independent power take-off
is disengaged.

DUAL POWER SYSTEM PRESSURE

TEST

NOTE: To perform this test it will first be

necessary to make a special tool by drilling and
tapping a i Dry Seal NPTF Or i BSP female
thread in the lower surface of the pressure figure 22
control tube elbow adjacent to the hydraulic Dual Power System Pressure Test
pump. This modified tube elbow facilitates 1. Modified Elbow
2. Pressure Gauge Pipe, Tool No. FT.7100-1 or
installation of a pressure gauge in the pressure 1552
control circuit, as shown in Figure 22. 3. Pressure Gauge, Tool No. FT.71DO or 0074

11
- - - - - - - - PART 5- TRANSMISSION SYSTEMS 1IIIIIIIIIIIIII_1IIlIIIIlIIIIIl_1IIlIIIIlIIIIIl_1IIIIIIIIIIIIII_

1. With the engine stopped, slacken the

transmission oil cooler feed and return
tube clamps, where fitted.

2. Disconnect the transmission pressure

control line tube at the hydraulic pump.

3. Remove the pressure control tube elbow

and replace with the modified elbow.

4. Reconnect the pressure control line at the

hydraulic pump.

5. Connect Pressure Gauge Tool No.

FT.7100 or 0074 and Tool
No. FT.7100-1 or 1552 into the modified
elbow. Figure 23
Dual Power Oil Cooler System
6. Start the engine and set the speed at 1. Oil Cooler Inlet Hose
2. Oil Cooler
1000 rev/min. 3. Oil Cooler Outlet Hose

7. Engage and disengage the normal drive

and power drive several times noting the
pressures recorded. Compare the pres-
sures with the specified figures, see
Specifications" ~ Chapter 7. If the readings
II
are above or below the specified figures,
refer to Dual Power Trouble Shooting,
Chapter 7. for possible causes.
2. Insert the one end of the modified tube into
the disconnected hose and with a short
length of suitable hose connect the other end
of the tube to the oil cooler. Secure all
connections with hose damps.
3. Connect a Pressure Gauge, Tool No.
FT.7100 or 0074 into the modified tube.

IMPORTANT: Prior to reassembly of the
pressure control tube elbow coat all tube
threads with a proprietary sealing compound.
TRANSMISSION LUBRICATION
PRESSURE TEST
NOTE: To perform this pressure test it will first
be necessary to make a special tool by drilling
and tapping a short length of metal tube
approximately 2 in. (50 mm) long and of suitable
diameter to be inserted into the oH cooler outlet
hose, see Figure 23.
The tube should be drilled and tapped with a 1/8
BSP female thread to faCilitate installation of a
pressure gauge.
1. With the engine stopped, remove the oil
cooler outlet hose from the oil cooler.
4. Start the engine and set the speed at 1000
rev/min.
5. Compare the pressure gauge reading with
the specified figures see "Specifications" -
Chapter 7. if the reading is above or below
the specified figures, refer to Dual Power
Trouble Shooting Chapter 7, for possible
causes.
6. At completion of this test remove the
modified tube and replace the oil cooler
outlet hose on the oil cooler. Secure with the
hose damp.
NOTE: Both of these pressure tests can be
conducted simultaneously using two pressure
gauges. If only one pressure gauge is available
then both modified connections may still be
installed and the tests performed individually.
However, in this case the modified connection
not in use must be plugged with an adaptor plug,
Part No. 87650- S8.

18
 PART 5
TRANSMISSION SYSTEMS
Chapter 7
TROUBLE SHOOTING, SPECIFICATIONS AND
SPECIAL TOOLS
Section Page
A. TROUBLE SHOOTING-DUAL POWER 1
B. SPECIFICATIONS 3
C. SPECIAL TOOLS 17

A. TROUBLE SHOOTING DUAL POWER

I M PO RT ANT: Whenever effecting a repair The following table lists problems and their
the reason for the cause of the problem possible causes with recommended remedial
must be investigated and corrected to avoid action.
repeat failures.

PROBLEM POSSIBLE CAUSE REMEDY

Dual Power system 1. Direct drive clutch snap ring 1. Replace snap ring and
pressure below displaced other damaged parts
specification in 2. Damaged or leaking control 2. Replace gasket
normal drive only valve body gasket
3. 'Leaking sealing rings on direct 3. Replace sealing rings
drive clutch housing hub or worn and/or Dual Power
Dual Power housing housing
4. Leaking inner or outer seals on 4. Replace seals
direct drive clutch piston
5. Broken or cracked direct drive 5. Replace piston or housing
clutch piston or housing

Dual Power system 1 . Damaged or leaking control 1. Replace gasket

pressure below valve body gasket
specification in 2. Leaking inner or outer seals 2. Replace seals
power drive only on under drive clutch piston
3. Broken or cracked underdrive 3. Replace piston
clutch piston

Dual Power system 1. Hydraulic pump faulty 1. Check I PTO pump pressure
pressure below 2. Low rear axle/transmission oil 2. Check oil level
specification in level
both normal drive 3. Weak or broken 3. Replace springs
and power drive I PTO reg u lati ng va Ive spri ngs
or valve stuck open
4. Leaking control valve spool 4. Replace spool
I

1
- - - - - - - - PART 5- TRANSMISSION SYSTEMS - - - - - - - -

PROBLEM POSSIBLE CAUSE REMEDY

Dual Power system 1. Rear axle/transmission oil 1. Raise oil temperature by

pressu re above below operating temperature operating hydraulic system
specification in 2. Incorrect IPTO 2. Replace regulating valve
both normal drive regulating valve spring or spring
I and power drive valve stuck closed

No power to rear 1. Low Dual Power system 1. Refer to first problem of

wheels when pressure in direct drive clutch this table
normal drive circuit
engaged (power
2. Scored, burred or binding 2. Replace piston
drive operative)
direct drive clutch piston
3. Control valve spool jammed in 3. Check control valve spool I
underdrive position

4. Worn or defective direct drive 4. Replace clutch plates

clutch plates
5. Direct drive clutch pressure 5. Install snap ring
plate snap ring out of groove correctly or replace
or broken

No power to rear 1. Low Dual Power system 1. Refer to second problem

wheels when power pressure in underdrive clutch of this table
drive engaged circuit
(normal drive
operative)
2. Scored, burred or binding 2. Replace piston
underdrive clutch piston

3. Control valve spool jammed in 3. Check control valve spool

di'rect drive position

4. Worn or defective underdrive 4. Replace clutch plates

clutch plates
I

No power to rear 1. Low Dual Power system 1. Check system pressure

wheels when Dual pressure
Power engaged 2. Defective planetary gear set 2. Check components and
in normal drive ring gear, planetary carrier, replace as necessary
or power drive sun gear, shaft or mainshaft
splines
3. Main transmission or rear axle 3. Check and overhaul as
problem necessary
4. Clutch problem 4. Overhaul clutch

Engine stalls or 1. Scored, burred or binding 1. Replace piston

lugs when shifting underdrive clutch piston
from power d rive to 2. Broken or defective underdrive 2. Replace springs
normal drive clutch piston return springs
3. Warped or defective underdrive 3. Replace clutch plates
clutch plates

2
- - - - - - - - - - - - CHAPTER 7 - - - - - - - - - - - -

PROBLEM POSSIBLE CAUSE REMEDY

Engine stalls or 1. Scored, burred or binding 1. Replace piston

lugs when shifting direct drive clutch piston
from normal drive 2. Broken or defective direct 2. Replace return spring
to power drive drive clutch piston return
spring
3. Warped or defective direct 3. Replace clutch plates
drive clutch plates

Lubrication 1 . Weak or broken cooler Ilubri- 1. Overhaul cooler Ilubrication

pressu re below cation valve spring, or valve valve
specification stuck open
2. Blocked or restricted oil 2. Replace oil cooler
cooler

Lubrication 1. Incorrect cooler Ilubrication 1 Overhaul cooler Ilubrication

pressure above valve spring or valve stuck valve
specification closed

B. SPECIFICATIONS

MODELS WITH NON-SYNCHROMESH TRANSMISSION

Ford Ford Ford Ford

Output Shaft End

2610,3610 4110,4610 5610, 6610, 6710
Nil
I 7610, n10

Float (Less Reduction Maximum Permissible Pre-Load 0.002 in. (0.051 mm)
Gearbox)
Output Shaft End
Float Shims Available 0.003 in. (0.076 mm)
(Less Reduction 0.005 in. (0.127 mm)
Gearbox} 0.012 in. (0.305 mm)
Output Shaft Pre-Load Pull required to turn the output shaft with string
(With Reduction wound around output shaft splines -
Gearbox) 13-22 Ibf (6-10 kgf) (58-98N)
Output Shaft Pre-Load 0.004 in. (0.1 mm)
Shims Available (with 0.006 in. (0.15 mm)
Reduction Gearbox) 0.019 in. (0.5 mm)
10-20Ibf.in.
Input Shaft Bearing
Pre-Load Torque
- - - 1.1-2.3 Nm
0.11-0.23 Mkgf
Input Shaft Bearing 0.003 in. (0.076 mm)
Pre-Load Shims - - - 0.005 in. (0.127 mm)
Available 0.012 in. (0.305 mm)
Oil Capacity Common with rear axle
(With single speed With 2-Speed
P.T.O.) P.T.O.
Imp. Pts. 20.2 21.1 93.3 100.0
U.S. Pts 24.3 25.4 112.0 120.0
Litres 11.5 12.0 53.0 56.8

3
- - - - - - - - PART 5- TRANSMISSION SYSTEMS - - - - - - - -

MODELS WITH SYNCHROMESH TRANSMISSION

Ford Ford Ford Ford

2610,3610 4110,4610 5610,6610,6710 7610, 7710
Output Shaft/
0-0.0025 in.
Countershaft End Play
(0-0.064 mm)
(Less Reduction Gearbox)
Output Shaft/ 0.003 in. (0.076 mm)
Countershaft End Play 0.005 in. (0.127 mm)
Shims Available 0.012 in. (0.305 mm)
(Less Reduction Gearbox)
Output Shaft End Play 0-0.004 in.
(With Reduction Gearbox) (0-0.102 mm)
Output Shaft End Play 0.004 in. (0.1 mm)
Shims Available 0.012 in. (0.3 mm)
(With Reduction Gearbox) 0.019 in. (0.5 mm)
0.027 in. (0.7 mm)
Mainshaft/ Range Cluster 0.008-0.011 in.
Gear End Play (0.20-0.28 mm)
Mainshaft/ Range Cluster 0.005 in. (0.127 mm)
Gear End Play 0.012 in. (0.305 mm)
Shims Available 0.020 in. (0.51 mm)
Countershaft Assembly 0.0005-0.003 in.
End Play (0.013-0.076 mm)
Measured between the thrust bearing and shim with the
countershaft components assembled on the bench
0.375-0.378 in. (9.52- 9.60 mm)
0.379-0.382 in. (9.63- 9.70 mm)
0.383-0.386 in. (9.73- 9.80 mm)
0.387-0.390 in. (9.83- 9.91 mm)
Countershaft Assembly 0.391-0.394 in. (9.93-10.01 mm)
End Play Shims 0.395-0.398 in. (10.03-10.11 mm)
Available 0.399-0.402 in. (10.13-10.21 mm)
0.403-0.406 in. (10.24-10.31 mm)
0.407-0.410 in. (10.34-10.41 mm)
0.411-0.414 in. (10.44-10.52 mm)
0.415-0.418 in. (10.54-10.62 mm)
Oil Capacity Common with rear axle
(With Single Speed (With 2-Speed
P.T.O.) P.T.O.)
Imp. Pts. 20.2 21.1 92.6 99.2
U.S. Pts. 24.3 25.4 112.0 120.0
Litres 11.5 12.0 53.0 56.8

REDUCTION GEARBOX (Where fitted)

Reduction Ratio - Non-Synchromesh Transmission Synchromesh Transmission
5.7:1 or 10:1 5.7:1
NOTE: To calculate the groundspeeds in any ;creep' ratio refer to the appropriate ground speed
chart, depending on the model, and divide the speeds obtained in the low ratios ( 1st -4th) by 4. 63,
5. 7 or 10 depending on the reduction gearbox fitted.

4
- - - - - - - - - - - - CHAPTER 7 - - - - - - - - - - - -

DUAL POWER TRANSMISSIONS ALL MODELS WITH OR LESS SYNCHROMESH

Planetary Gear Set Free-Play 0.004-0.020 in.

(0.10-0.51 mm)

Planetary Gear Set Free-Play 0.013 in. (0.33 mm)

Shims Available 0.032 in. (0.81 mm)

Planetary Cover to Housing 0.046-0.060 in.

Shimming Gap (1.17-1.52 mm)

Planetary Gear Set Free-Play Average Planetary Cover Shim Thickness to

Shimming Chart to Housing Gap be added
0.001-0.013 in. (0.025-0.33 mm) 0.045 in. (1.14 mm)
0.014-0.026 in. (0.34-0.66 mm) 0.032 in. (0.81 mm)
0.027-0.032 in. (0.67 -0.81 mm) 0.026 in. (0.66 mm)
0.033-0.045 in. (0.82-1.14 mm) 0.013 in. (0.33 mm)
0.046-0.060 in. (1.15-1.52 mm) None

Dual Power System Pressures Normal Drive Engaged Power Drive Engaged
150-1801bf/in 2 155-1851bf/in 2
(10.3-12.4 bar, ( 10.7 - 12.8 ba r,
10.5-12.6 kgf/cm2) 10.9-13 kgf/cm2)

Maximum Difference between

10 Ibf/in2 (0.7 bar, 0.7 kgf/cm2)
above Readings

Lubrication System Pressure 5-15lbf/in 2 (0.3-1 bar, 0.3-1 kgf/cm2)

TRANSMISSION LUBRICANTS

Fill with the correct grade, quantity and type of oil as specified in the relevant Ford Tractor
Operator's Manual.

5
- - - - - - - - PART 5- TRANSMISSION SYSTEMS - - - - - - - -

NON-SYNCHROMESH TRANSMISSION FORO 2610 AND 3610 (12.4/11-28 Tyres)

Engine speed (rev/min)

Ratio -1000 1800 2000

Gear Transmission Overall Mph Kph Mph Kph Mph Kph

I
1st 26·91 165·93 0·8 1·3 1·5 2·4 1.7 2.7
2nd 21·56 132·94 1·0 1·6 1·8 3·0 2.1 3.3
3rd 12·29 75·78 1 ·8 2·9 3·2 5·1 3.7 5.9
4th 9·03 55·68 2·4 3·9 4·4 7·1 5.0 8.0 i
5th 7'54 46·49 2·9 4·7 5·3 8·5 6.0 9.6
6th 6-03 37·18 3-6 5·9 6-6 10·6 7.4 12.0
7th 3·44 21·21 6·4 10·3 11 ·5 18·5 13.0 21.0
8th 2·53 15·60 8·7 14·0 15·7 25·2 17.7 28.5
Low
Reverse 18·72 115·43 1·2 1·9 2·1 3-4 2.4 3.8
High
Reverse 5·24 32·32 4·1 6·8 7·6 12·2 8.6 13.8

NOTE: Certain countries have a speed restriction to 25 kph. To comply with this
requirement the transmission contains different gear ratios to reduce speeds to those shown
in the following table.

NON -SYNCHROMESH TRANSMISSION FORD 2610 AND 3610

25 KPH SPEED LI M IT

Engine speed (rev/min)

Ratio 1000 1800 2000

Gear Transmission Overall Mph Kph Mph Kph Mph Kph

1st 27·93 172·22 0·8 1·3 1·4 2·3 1 ·6 2·5

2nd 22·38 137·99 1·0 1 ·6 1·8 2·9 2·0 3·2
3rd 12·75 78·62 1·7 2·8 3·1 5·0 3·5 5·6
4th 10·27 63·32 2·1 3·5 3·9 6·2 4·3 6·9
5th 8·57 52·84 2·6 4·1 4·6 7·4 5·1 8·3
6th 6·87 42·36 3·2 5·2 5·8 9·3 6-4 10·3
7th 3·91 24-11 5·6 9·1 10·1 16·3 11 ·3 18·1
8th 3-15 19·42 7-0 11 ·2 12·6 20·2 14·0 22·5
Low
Reverse 19-43 119·80 1 ·1 1 ·8 2·0 3·3 2·3 3·7
High
Reverse 5·96 36·75 3·7 5·9 6·6 10·7 7·4 11 ·9

6
--------------------------CHAPTER7-------------------------
NON-SYNCHROMESH TRANSMISSION FORD 4110 AND 4610 (12.4/11-36 Tyres)

Engine speed (rev/min)

Ratio 1000 1800 2000

Gear Transmission Overall Mph Kph Mph Kph Mph Kph

1st 14·99 236·09 0·7 1 ·1 1·3 2·0 1·5 2·5

2nd 11 ·61 182·86 0·9 1-4 1·6 2·5 1·9 3·1
3rd 6·61 104·11 1·5 2·5 2·8 4·4 3·4 5·4
4th 4·86 76·54 2·1 3-4 3·8 6·0 4·6 7·4
5th 4·06 63·94 2·5 4·0 4·5 7·2 5·5 8·9
6th 3·25 51·19 3·1 5·0 5·6 9·0 6·9 11·0
7th 1·85 29·14 5·5 8·8 9·9 15·9 12·0 19·4
8th 1·36 21-42 7·4 12·0 13·4 21·6 16·4 26·4
Low
Reverse 10·08 158·76 1·0 1·6 1·8 2·9 2·2 3·9
High
Reverse 2·82 44·41 3·6 5·8 6·5 10·4 7·9 12·7

NOTE: Certain countries have a speed restriction of 25 Kph. To comply with this requirement
the transmission contains different gear ratios to reduce speeds to those shown in the
following table.

NON-SYNCHROMESH TRANSMISSION FORD 4110AND 4610

25 KPH SPEED LIMIT

Engine speed (rev/min)

Ratio 1000 1800 2000

Gear . Transmission Overall Mph Kph Mph Kph Mph Kph

1st 16·23 255·62 0·6 1·0 1 ·1 1·8 1·4 2·2

2nd 13·01 204·91 0·8 1·3 1·4 2·3 1·7 2·8
3rd 7·41 116·71 1-4 2·2 2·5 4·0 3·0 4·9
4th 5-44 85·68 1·9 3·0 3-4 5·4 4·1 6·6
5th 4·54 71·50 2·2 3·6 4·0 6·5 4·9 7·9
6th 3·64 57·33 2·8 4·5 5·0 8·1 6·1 9·9
7th 2·07 32·60 4·9 7·9 8·8 14·2 10·7 17·3
8th 1·52 23·94 6·7 10-7 12·0 19·3 14·6 23·5
Low
Reverse 11·29 177·82 0·9 1·5 1·6 2·6 2-0 3·2
High
Reverse 3·16 49·77 3·2 5·2 5·8 9·3 7·0 11·4

7
- - - - - - - - PART 5- TRANSMISSION SYSTEMS - - - - - - - -

NON-SYNCHROMESH TRANSMISSION FORD 5610, 6610 AND 6710

LESS DUAL POWER(13.6/12-38 Tyres)

Engine speed (rev/min)

Ratio 1000 1700 1900 2100

Gear Transmission Overall Mph Kph Mph Kph Mph Kph Mph Kph

1st 9·13 217·17 0·8 1·3 1-4 2·2 1·5 2·5 1·7 2-8
2nd 7·32 174·12 1·0 1·6 1·7 2·8 1·9 3·1 2·1 3-4
3rd 4·17 99·19 1·8 2·9 3·0 4·9 3-4 5-4 3·7 6·0
4th 3·06 72·79 2-4 3·9 4·1 6·6 4·6 7-4 5·1 8·2
5th 2·54 60-42 2·9 4·7 5·0 8-0 5·5 8·9 6·1 9-9
6th 2·05 48·76 3·6 5·8 6·2 9·9 6·9 11 1 7·9 12·2
7th 1 ·17 27·83 6·3 10·2 10·8 17-4 12·1 19·4 13·3 21·4
8th 0·86 20·46 8·6 13·9 14·7 23·6 16-4 26·4 18·1 29·1
Low
Reverse 6·36 151 ·28 1·2 1·9 2·0 3·2 2·2 3·6 2·5 3·9
High
Reverse 1·78 42·34 4·2 6·7 7·1 11 -4 7·9 12·7 8·8 14·1

NON -SYNCHROMESH TRANSMISSION FORD 7610 AND n10

LESS DUAL POWER (13.6/12-38 Tyres)

Ratio 1000 1700 1900 2100

Gear Transmission Overall Mph Kph Mph Kph Mph Kph Mph Kph

1st 9·18 218·25 0·8 1·3 1-4 2·2 1·5 2·5 1·7 2·8
2nd 7·35 174·87 1·0 1·6 1·7 2·8 1·9 3·1 2·1 3·4
3rd 4·21 100·13 1·8 2·9 3·0 4·9 3·4 5·4 3·7 6·0
4th 3·06 72·84 2-4 3·9 4·1 6·6 4·6 7-4 5·1 8·2
5th 2·56 60·71 2·9 4·7 5·0 8·0 5·5 8·9 6·1 9·9
6th 2·05 48·70 3·6 5·8 6·2 9·9 6·9 11 ·1 7·9 12·2
7th 1 ·17 27·89 6·3 10·2 10·8 17-4 12·1 19-4 13·3 21-4
8th 0·85 20·89 8·6 13·9 14·7 23·6 16-4 26-4 18·1 29·1
Low
Reverse 6·38 151·82 1·2 1·9 2·0 3·2 2·2 3·6 2·5 3·9
High
Reverse 1·78 42·29 4·2 6·7 7·1 11 -4 7·9 12·7 8·8 14·1

8
------------------------CHAPTER7-----------------------
NOTE: Certain countries have a maximum speed restriction of 25 kph. To comply with this
restriction eighth gear is not obtainable on the Ford 7610 and 7710. Ford 5610, 6610 and 6710
models have a special rear axle ratio to reduce tractor speeds to those shown in the table below.

NON-SYNCHROMESH TRANSMISSION FORD 5610, 6610 AND 671025 KPH SPEED LIMIT

Engine speed (rev/min)

Ratio 1000 1700 1900 2100

Gear Transmission Overall Mph Kph Mph Kph Mph Kph Mph Kph

1 9·13 253·33 0·7 1 ·1 1·2 1 ·9 1·3 2·1 1·5 2-4

2 7·32 203·11 0'9 1-4 1·5 2·4 1 ·7 2·7 1·8 2·9
3 4·17 115'70 1 ·5 2·5 2·6 4·2 2·9 4·7 3·2 5·2
4 3·06 84·91 2·1 3-4 3·5 5·7 4·0 6·4 4·4 7·0
5 2·54 70-48 2'5 4·0 4·3 6·9 4·8 7·7 5·3 8·5
6 2·05 56·88 3'1 5·0 5·3 8·5 5·9 9'5 6·5 10·5
7 1 ·17 32·46 5·4 8·8 9·2 14·9 10·3 16·6 11 -4 18·4
8 0·86 23·86 7-4 11 ·9 12·6 20·2 14·1 22·6 15·5 25·0
Low
Reverse 6·36 176·47 1·0 1·6 1·7 2·7 1·9 3·1 2·1 3·4
High
Reverse 1·78 49·39 3'6 5·7 6·1 9·8 6·8 10·9 7·5 12·1

NON -SYNCHROMESH TRANSMISSION FORD 5610, 6610 AND 6710

WITH DUAL POWER (13.6/12-38 Tyres)

Lever Positions Engine speed (rev/min)

Dual Main Ratio 1000 1700 1900 2100

Power Gear Transmission Overall Mph Kph Mph Kph Mph Kph Mph Kph

Power 1 11·74 279·26 0·6 1·0 1 ·1 1·7 1·2 1 ·9 1·3 2·1

Power 2 9·41 223·84 0·8 1·3 1·3 2·2 1·5 2·4 1·7 2·7
Normal 1 9·13 217·17 0·8 1 ·3 1·4 2·2 1·5 2·5 1·7 2'8
Normal 2 7·32 174·12 1·0 1 ·6 1·7 2·8 1·9 3·1 2·1 3·4
Power 3 5·36 127·50 1·4 2·2 2·4 3·8 2·6 4·2 2·9 4·7
Normal 3 4·17 99·19 1·8 2·9 3·0 4·9 3-4 5·4 3·7 6·0
Power 4 3·93 93·48 1 ·9 3·0 3·2 5·2 3·6 5·8 4·0 6·4
Power 5 3·26 77·55 2·3 3'7 3·9 6·2 4·3 7·0 4·8 7·7
Normal 4 3·06 72·79 2·4 3·9 4·1 6·6 4·6 7·4 5·1 8·2
Power 6 2·63 62·56 2·8 4·5 4·8 7·7 5·3 8·6 5·9 9·5
Normal 5 2·54 60·42 2·9 4·7 5·0 8·0 5·5 8·9 .. 6·1 9·9
Normal 6 2·05 48·76 3·6 5·8 6·2 9·9 6·9 11 ·1 7·6 12·2
Power 7 1·50 35·68 4·9 7·9 8-4 13·5 9·5 15·1 10·4 16·7
Normal 7 1·17 27·83 6·3 10·2 10·8 17·4 12·1 19-4 13·3 21·4
Power 8 1·10 26·16 6·7 10·8 11-4 18-4 12·8 20·5 14·1 22·7
Normal 8 0·86 20·46 8·6 13·9 14·7 23·6 16-4 26·4 18·1 29·1
Power LR 8·18 194·58 0·9 1·5 1·5 2·5 1·7 2·8 1·9 3,'
Normal LR 6·36 151·28 1·2 1 ·9 2·0 3·2 2·2 3·6 2·5 3·9
Power HR 2·29 54·47 3·2 5·2 5·5 8·9 6·2 9·9 6·8 11·0
Normal HR 1·78 42·34 4·2 6·7 7·1 11 -4 8·0 12·7 8·8 14·1

9
- - - - - - - - PART 5- TRANSMISSION SYSTEMS - - - - - - - -

NON-SYNCHROMESH TRANSMISSION FORD 7610 AND 7710

WITH DUAL POWER (13.6/12-38 Tyres)

lever Positions Engine speed (rev/min)

1700 1900 2100

Mph Kph Mph Kph Mph Kph

0-6 1 ·0 1 ·1 1·7 1 ·2 1 ·9 1 ·3 2'1

0·8 1 ·3 1 ·3 2·2 1 ·5 2-4 1 ·7 2·7
9·18 218.25 0·8 1·3 1 ·4 2·2 1 ·5 2·5 1 ·7 2·8
7·35 174.87 1 ·0 1 ·6 1 ·7 2·8 1 ·9 3·1 2·1 3·4
Power 3 5·41 128.70 1-4 2·2 2-4 3·8 2·6 4·2 2·9 4·7
Normal 3 4·21 100.13 1·8 2·9 3·0 4·9 3-4 5-4 3·7 6·0
Power 4 3·94 93.73 1·9 3·0 3·2 5·2 3·6 5-8 4·0 6-4
Power 5 3·29 78.27 2·3 3·7 3'9 6·2 4·3 7·0 4·8 7·7
Normal 4 3·06 72.84 2-4 3·9 4·1 6·6 4·6 7-4 5·1 8·2
I Power 6 2·63 62.57 2·3 4·5 4·8 7·7 5·3 8·6 5·9 9'5
g.g
. Normal 5 2·56 60.71 2·9 4·7 5·0 8·0 5·5 8·9 6·1
Normal 6 2·05 48.70 3·6 5·8 6·2 9·9 6·9 11 ·1 7·6 12·2
Power 7 1 ·51 35.92 4·9 7·9 8-4 13·5 9·5 15·1 10-4 16·7
Normal 7 1·17 27.89 6·3 10·2 10·8 17-4 12·1 19-4 13·3 21 -4
Power 8 1 ·10 26.17 6·7 10·8 11·4 18-4 12·8 20·5 14·1 22·7
Normal 8 0·85 20.89 8·6 13·9 14·7 1 23 ,6 164 26·4 18·1 29·1
Power LR 8·21 195.32 0·9 1·5 1·5 2·5 1·7 28 1 ·9 3·1
Normal LR 6·38 151.82 1 ·2 1·9 2·0 3·2 2·2 3·6 2·5 3·9
Power HR 229 54.48 3·2 8·9 6·2 9·9 6·8 11·0
HR 1·78 42.29 4·2 11 -4 8·0 12·7 8·8 14·1

NOTE: Certain countries have a maximum speed restriction of 25 kph. To comply with this
restriction eighth gear in Power or Direct Drive (Norma/) is not obtainable on the Ford 7610 and
7710. Ford 5610, 6610 and 6710 models with Dual Power have a special rear axle ratio to reduce
tractor speeds to those shown in the table below.

NON -SYNCHROMESH TRANSMISSION FORD 5610, 6610 AND 6710

25 KPH SPEED LIMIT

Lever .... ..,." ~iv .'" Engine speed (rev/min)

------~

Main Ratio 1000 1700 1900 2100

Power Gear Transmission Overall Mph Kph Mph Kph Mph Kph

11·74 325·75 0·5 0·9 0·9 1·5 1·0 1·7 1 ·1 1 ·8

Power 9·41 261·10 0·7 1 ·1 1·2 1 ·9 1·3 2·1 I 1 ·4 2·3
Normal 1 9·13 253·33 0·7 1 1 1·2 1 ·9 1 ·3 2·1 ',5 2-4
Normal 2 7·32 203·11 0·9 1 ·4 1 ·5 2·4 1·7 2·7 1 ·8 2·9
Power 3 5·36 148·72 1·2 1 ·9 2·0 3·2 2·3 3·6 2·5 4·0
Normal 3 4·17 115·70 1·5 2·5 2·6 4·2 2·9 4·7 3·2 5·2
Power 4 3·93 109·05 1·6 2·6 2·8 4-4 3·1 5·0 3·4 5·5
Power 5 3·26 90-45 2·0 3·1 3·3 5·3 3·7 6·0 4·1 6·6
Normal 4 3·06 84·91 2·1 3·4 3·5 5·7 4·0 6·4 4·4 7·0
Power 6 2·63 72·97 2·4 3·9 4·1 6·6 4·6 7·4 5·1 8·2
Normal 5 2·54 70·48 2·5 4·0 4·3 6'9 4·8 7·7 5·3 8·5
Normal 6 2·05 56·88 3·1 5·0 5·3 8·5 5·9 9·5 6·5 10·5
Power 7 1,50 41·62 4·2 6·8 7·2 11 ·6 8·0 12·9 8·9 14·3
Normal 7 1·17 32·46 5·4 8·8 9·2 14·9 10·3 16·6 11·4 18-4
,
Power 8 1·10 30·52 5·8 9·3 9·8 15·7 10·9 17·6 12·1 19·4
Normal 8 0·86 23·86 7·4 11 ·9 12·6 20·2 14·1 22·6 15·5 25·0
Power LR 8·18 226·97 0·8 1 ·3 1·3 21 1 ·5 2-4 1·6 2·6
Normal LR 6·36 176-47 1·0 1 ·6 1·7 2·7 1 ·9 3·1 2·1 3·4
Power HR 2·29 63·54 2·8 4·5 4·7 7·6 5·3 8·5 5·8 9-4
Normal HR 1·78 49·38 3·6 5·7 6·1 9·8 6·8 10·9 7·5 12·1
I

10
------------------------CHAPTER7------------------------..
SYNCHROMESH TRANSMISSION FORD 2610 AND 3610
(12.4/11-28 Tyres)

Engine Speed (rev/min)

Ratio 1000 1800 2000
Gear Transmission Overall Mph Kph Mph Kph Mph Kph
1st 27.00 166.50 0.8 1.3 1.5 2.4 1.7 2.7
2nd 18.56 114.45 1.2 1.9 2.1 3.5 2.4 3.9
3rd 12.69 78.25 1.8 2.8 3.2 5.1 3.5 5.7
4th 8.72 53.77 2.6 4.1 4.6 7.4 5.1 8.3
5th 7.64 47.11 2.9 4.7 5.3 8.5 5.9 9.4
6th 5.25 32.38 4.3 6.9 7.7 12.4 8.5 13.7
7th 3.59 22.14 6.2 10.1 11.2 18.1 12.5 20.1
8th 2.47 15.23 9.1 14.6 16.3 26.3 18.1 29.2
Reverse
1st 20.90 128.88 1.1 1.7 1.9 3.1 2.1 3.5
Reverse
2nd 14.37 88.61 1.6 2.5 2.8 4.5 3.1 5.0
Reverse
3rd 9.83 60.62 2.3 3.7 4.1 6.6 4.6 7.3
Reverse
4th 6.75 41.63 3.3 5.3 6.0 9.6 6.6 10.7

NOTE: Certain countries have a speed restriction to 25 Kph. To comply with this requirement the
transmission contains different gear ratios to reduce speeds to those shown in the following table.

SYNCHROMESH TRANSMISSION FORD 2610 AND 3610

25 KPH SPEED LIMIT

Engine Speed (rev/min)

Ratio 1000 1800 2000
Gear Transmission Overall Mph Kph Mph Kph Mph Kph
1st 27.55 169.89 0.8 1.3 1.5 2.4 1.6 2.6
2nd 20.25 124.88 1.1 1.8 2.0 3.2 2.2 3.6
3rd 15.08 92.99 1.5 2.4 2.7 4.3 3.0 4.8
4th 11.08 68.33 2.0 3.3 3.6 5.9 4.0 6.5
5th 7.80 48.10 2.9 4.6 5.2 8.3 5.7 9.2
6th 5.73 35.34 3.9 6.3 7.0 11.3 7.8 12.5
7th 4.27 26.33 5.2 8.4 9.4 15.2 10.5 16.9
8th 3.14 19.36 7.1 11.5 12.8 20.7 14.3 23.0
Reverse
1st 21.33 131.54 1.0 1.7 1.9 3.0 2.1 3.4
Reverse
2nd 15.67 96.63 1.4 2.3 2.6 4.1 2.8 4.6
Reverse
3rd 11.67 71.97 1.9 3.1 3.5 5.6 3.8 6.2
Reverse
4th 8.58 52.91 2.6 4.2 4.7 7.6 5.2 8.4

11
- - - - - - - - PART 5- TRANSMISSION SYSTEMS - - - - - - - -

SYNCHROMESH TRANSMISSION FORD 4110 AND 4610

(12.4/11-36 Tyres)

Engine Speed (rev/min)

Ratio 1000 1800 2000
Gear Transmission Overall Mph Kph Mph Kph Mph Kph
1st 13.30 209.48 0.8 1.2 1.4 2.2 1.7 2.7
2nd 9.14 143.96 1.1 1.8 2.0 3.2 2.5 4.0
3rd 6.25 98.44 1.6 2.6 3.0 4.8 3.6 5.8
4th 4.29 67.57 2.4 3.8 4.3 6.9 5.3 8.5
5th 3.76 59.22 2.7 4.4 4.9 7.9 6.0 9.7
6th 2.58 40.64 4.0 6.4 7.2 11.5 8.7 14.1
7th 1.76 27.72 5.8 9.4 10.5 16.9 12.8 20.6
8th 1.21 19.06 8.5 13.6 15.3 24.6 18.7 30.0
Reverse
1st 10.29 162.07 1.0 1.6 1.8 2.9 2.2 3.5
Reverse
2nd 7.08 111.51 1.4 2.3 2.6 4.2 3.2 5.1
Reverse
3rd 4.84 76.23 2.1 3.4 3.8 6.1 4.7 7.5
Reverse
4th 3.32 52.29 3.1 5.0 5.6 8.9 6.8 10.9

NOTE: Certain countries have a speed restriction to 25 Kph. To comply with this requirement the
transmission contains different gear ratios to reduce speeds to those shown in the following table.

SYNCHROMESH TRANSMISSION FORD 4110 AND 4610

25 KPH SPEED LIMIT

Engine Speed (rev/min)

Ratio 1000 1800 2000
Gear Transmission Overall Mph Kph Mph Kph Mph Kph
1st 16.56 260.82 0.6 1.0 1.1 1.8 1.4 2.2
2nd 11.38 179.24 0.9 1.4 1.6 2.6 2.0 3.2
3rd 7.78 122.54 1.3 2.1 2.4 3.8 2.9 4.7
4th 5.35 84.26 1.9 3.1 3.4 5.6 4.2 6.8
5th 4.68 73.71 2.2 3.5 3.9 6.3 4.8 7.8
6th 3.22 50.72 3.2 5.1 5.7 9.2 7.0 11.3
7th 2.20 34.65 4.7 7.5 8.4 13.5 10.3 16.5
8th 1.51 23.78 6.8 10.9 12.2 19.7 14.9 24.1
Reverse
1st 12.82 201.92 0.8 1.3 1.4 2.3 1.8 2.8
Reverse
2nd 8.81 138.76 1.2 1.9 2.1 3.4 2.6 4.1
Reverse
3rd 6.03 94.97 1.7 2.7 3.1 4.9 3.7 6.0
Reverse
4th 4.14 65.21 2.5 4.0 4.5 7.2 5.4 8.8

12
------------------------CHAPTER7------------------------
SYNCHROMESH TRANSMISSION FORD 5610, 6610, 6710, 7610 AND 1710
LESS DUAL POWER (16.9/14-34 Tyres)

Engine Speed (rev/min)

Ratio 1000 1700 1900 2100

Gear Transmission Overall Mph Kph Mph Kph Mph Kph Mph Kph

1st 9.16 217.91 0.8 1.3 1.4 2.2 1.5 2.4 1.7 2.7
2nd 6.29 149.80 1.2 1.9 2.0 3.2 2.2 3.6 2.4 3.9
3rd 4.31 102.42 1.7 2.7 2.9 4.7 3.2 5.2 3.6 5.8
4th 2.96 70.41 2.5 4.0 4.2 6.8 4.7 7.6 5.2 8.4
5th 2.59 61.68 2.8 4.5 4.8 7.7 5.4 8.6 5.9 9.6
6th 1.78 42.40 4.1 6.6 7.0 11.3 7.8 12.6 8.6 13.9
7th 1.22 28.99 6.0 9.7 10.2 16.5 11.4 18.4 12.6 20.3
8th 0.83 19.93 8.8 14.1 14.9 24.0 16.6 26.8 18.4 29.6
Reverse
1st 7.09 168.71 1.0 1.7 1.8 2.8 2.0 3.2 2.2 3.5
Reverse
2nd 4.88 115.98 1.5 2.4 2.6 4.1 2.9 4.6 3.2 5.1
Reverse
3rd 3.33 79.29 2.2 3.5 3.7 6.0 4.2 6.7 4.6 7.4
Reverse
4th 2.29 54.51 3.2 5.1 5.4 8.8 6.1 9.8 6.7 10.8

NOTE: Certain countries have a speed restriction to 25 Kph. To comply with this requirement the
transmission contains different gear ratios to reduce speeds to those shown in the following table,

SYNCHROMESH TRANSMISSION FORD 5610, 6610, 6710, 7610 AND 1710

LESS DUAL POWER 25 KPH SPEED LIMIT

Engine Speed (rev/min)

Ratio 1000 1700 1900 2100

Gear Transmission Overall Mph Kph Mph Kph Mph Kph Mph Kph

1st 9.34 222.31 0.8 1.3 1.3 2.1 1.5 2.4 1.6 2.7
2nd 6.87 163.40 1.1 1.7 1.8 2.9 2.0 3.3 2.3 3.6
3rd 5.12 121.71 1.4 2.3 2.4 3.9 2.7 4.4 3.0 4.8
4th 3.76 89.46 1.9 3.1 3.3 5.3 3.7 6.0 4.1 6.6
5th 2.64 62.92 2.8 4.5 4.7 7.6 5.3 8.5 5.8 9.4
6th 1.94 46.25 3.8 6.1 6.4 10.3 7.2 11.5 7.9 12.7
7th 1.45 34.45 5.1 8.1 8.6 13.9 9.6 15.5 10.6 17.1
8th 1.06 25.32 6.9 11.1 11.7 18.8 13.1 21.1 14.5 23.3
Reverse
1st 7.23 172.11 1.0 1.6 1.7 2.8 1.9 3.1 2.1 3.4
Reverse
2nd 5.32 126.51 1.4 2.2 2.3 3.8 2.6 4.2 2.9 4.7
Reverse
3rd 3.96 94.23 1.8 3.0 3.1 5.1 3.5 5.7 3.9 6.3
Reverse
4th 2.91 69.26 2.5 4.1 4.3 6.9 4.8 7.7 5.3 8.5

13
- - - - - - - - PART 5-TRANSMISSION SYSTEMS - - - - - - - -

SYNCHROMESH TRANSMISSION FORD 5610, 6610, 6710, 7610 AND 7710

WITH DUAL POWER (16.9/14-34 Tyres)
lever Positions Engine Speed (rev/min)
Dual Main Ratio 1000 1700 1900 2100
Power Gear Transmission Overall Mph Kph Mph Kph Mph Kph Mph Kph
Power 1 11.78 280.17 0.6 1.0 1.6 1.7 1.8 1.9 1.3 2.1
Normal 1 9.16 217.91 0.9 1.3 1.4 2.2 1.5 2.4 1.7 2.7
Power 2 8.09 192.61 0.9 1.5 1.5 2.5 1.7 2.8 1.9 3.1
Normal 2 6.29 149.80 1.2 1.9 2.0 3.2 2.2 3.6 2.4 3.9
Power 3 5.54 131.68 1.3 2.1 2.2 3.6 2.5 4.0 2.8 4.5
Normal 3 4.31 102.42 1.7 2.7 2.9 4.7 3.2 5.2 3.6 5.8
Power 4 3.81 90.53 1.9 3.1 3.3 5.3 3.7 5.9 4.0 6.5
Power 5 3.33 79.30 2.2 3.5 3.7 6.0 4.2 6.7 4.6 7.4
Normal 4 2.96 70.41 2.5 4.0 4.2 6.8 4.7 7.6 5.2 8.4
Normal 5 2.59 61.68 2.8 4.5 4.8 7.7 5.4 8.6 5.9 9.6
Power 6 2.29 54.51 3.2 5.1 5.4 8.8 6.1 9.8 6.7 10.8
Normal 6 1.78 42.40 4.1 6.6 7.0 11.3 7.8 12.6 8.6 13.9
Power 7 1.57 37.27 4.7 7.5 8.0 12.8 8.9 14.3 9.8 15.8
Normal 7 1.22 28.99 6.0 9.7 10.2 16.5 11.4 18.4 12.6 20.3
Power 8 1.01 25.62 6.8 11.0 11.6 18.6 12.9 20.8 14.3 23.0
Normal 8 0.83 19.93 8.8 14.1 14.9 24.0 16.6 26.8 18.4 29.6
Power R1 9.12 216.91 0.8 1.3 1.4 2.2 1.5 2.5 1.7 2.7
Normal Rl 7.09 168.71 1.0 1.7 1.8 2.8 2.0 3.2 2.2 3.5
Power R2 6.27 149.11 1.2 1.9 2.0 3.2 2.2 3.6 2.5 4.0
Normal R2 4.88 115.98 1.5 2.4 2.6 4.1 2.9 4.6 3.2 5.1
Power R3 4.28 101.95 1.7 2.8 2.9 4.7 3.2 5.2 3.6 5.8
Normal R3 3.33 79.29 2.2 3.5 3.7 6.0 4.2 6.7 4.6 7.5
Power R4 2.94 70.08 2.5 4.0 4.2 6.8 4.7 7.6 5.2 8.4
Normal R4 2.29 54.51 3.2 5.1 5.4 8.8 6.1 9.8 6.7 10.8

NOTE: Certain countries have a speed restriction to 25 Kph. To comply with this requirement the
transmission contains different gear ratios to reduce speeds to those shown in the following table.

SYNCHROMESH TRANSMISSION FORD 5610, 6610, 6710, 7610 AND 7710

25 KPH SPEED LIMIT

lever Positions Engine Speed (rev/min)

Dual Main Ratio 1000 1700 1900 2100
Power Gear Transmission Overall Mph Kph Mph Kph Mph Kph Mph Kph
Power 1 12.02 285.83 0.6 1.0 1.0 1.7 1.2 1.9 1.3 2.1
Normal 1 9.35 222.31 0.7 1.2 1.3 2.1 1.5 2.4 1.7 2.7
Power 2 8.83 210.09 0.8 1.3 1.4 2.3 1.6 2.6 1.8 2.8
Normal 2 6.87 163.40 1.0 1.7 1.8 2.9 2.0 3.3 2.2 3.6
Power 3 6.58 156.48 1.1 1.8 1.9 3.1 2.1 3.4 2.3 3.8
Normal 3 5.12 121.71 1.4 2.3 2.4 3.9 2.7 4.4 3.0 4.8
Power 4 4.83 115.09 1.5 2.4 2.6 4.2 2.9 4.6 3.2 5.1
Normal 4 3.76 89.46 1.9 3.1 3.3 5.3 3.7 6.0 4.1 6.6
Power 5 3.40 80.90 2.2 3.5 3.7 5.9 4.1 6.6 4.5 7.3
Normal 5 2.65 62.92 2.8 4.5 4.7 7.6 5.3 8.5 5.8 9.4
Power 6 2.50 59.46 2.9 4.7 5.0 8.0 5.6 9.0 6.2 9.9
Normal 6 1.94 46.25 3.8 6.1 6.4 10.3 7.2 11.5 7.9 12.8
Power 7 1.86 44.29 3.9 6.3 6.7 10.8 7.5 12.1 8.3 13.3
Normal 7 1.45 34.45 5.1 8.1 8.6 13.9 9.6 15.5 10.6 17.1
Power 8 1.37 32.55 5.4 8.6 9.1 14.7 10.2 16.4 11.3 18.1
Normal 8 1.06 25.32 6.9 11.1 11.7 18.8 13.1 21.1 14.5 23.3
Power Rl 9.30 221.29 0.8 1.3 1.3 2.1 1.5 2.4 1.7 2.7
Normal Rl 7.24 172.11 1.0 1.6 1.7 2.8 1.9 3.1 2.1 3.4
Power R2 6.84 162.65 1.1 1.7 1.8 2.9 2.0 3.3 2.3 3.6
Normal R2 5.32 126.51 1.4 2.2 2.4 3.8 2.6 4.2 2.9 4.7
Power R3 5.09 121.15 1.5 2.3 2.5 3.9 2.7 4.4 3.0 4.9
Normal R3 3.96 94.23 1.9 3.0 3.2 5.1 3.5 5.7 3.9 6.3
Power R4 3.74 89.05 2.0 3.1 3.3 5.3 3.7 6.0 4.1 6.6
Normal R4 2.91 69.26 2.5 4.0 4.3 6.9 4.8 7.7 5.3 8.5

14
- - - - - - - - - - - - CHAPTER 7 - - - - - - - - - - - -

TORQUE SPECIFICATIONS

NON-SYNCHROMESH TRANSMISSIONS

FORD FORD
2610,3610,4110,4610 5610,6610,6710,7610,7710

COMPONENTS Ibfft Nm Mkg Ibfft Nm Mkg

Clutch Release Bearing

Hub Support Bolts 32 44 4.5 49 67 6.8

Clutch Release Fork Bolt 35 47 4.8 35 47 4.8

Front Support Plate Bolts 32 44 4.5 32 44 4.5

Gear Shift Cover

Assembly Bolts 26 36 3.7 41 56 5.7

Gear Shift Fork and

Connectors(Bolts and
locknuts) 23 31 3.2 23 31 3.2

011 Baffle/Shift Lever

Stop Plates 16 22 2.2 16 22 2.2

Output Shaft Retainer

Bolts 32 44 4.5 32 44 4.5

Rear Support Plate Bolts 32 44 4.5 32 44 4.5

Reverse Idler Shaft

Retaining Bolt 17 24 2.4 17 24 2.4

Main Drive Input Shaft

Bearing Retainer Plate
Bolts (4110 and 4610) 49 67 6.8 - - -

Safety Start Switch 30 40 4.1 30 40 4.1

Gear Shift Lever Retaining

Pinch Bolts (6710 and
7710) - - - 32 44 4.5

Reduction Gearbox
Output Shaft Bearing
Retainer Socket Head
Screws 24 32 3.3 24 32 3.3

15
- - - - - - - - PART 5- TRANSMISSION SYSTEMS - - - - - - - -

SYNCHROMESH TRANSMISSIONS

FORD FORD
2610,3610,4110,4610 5610,6610,6710,7610,7710
COMPONENTS Ibfft Nm Mkg Ibfft Nm Mkg
Clutch Release Fork Bolt 35 47 4.8 - - -

Clutch Release Bearing

Hub Support Bolts 32 44 4.5 35 47 4.8
Input Housing Cover Bolts 32 44 4.5 - - -
Front Support Plate Bolts - - - 35 47 4.8
Input Housing Bolts 32 44 4.5 - - -
Gear Shift Cover Bolts 32 44 4.5 48 67 6.8
Gear Shift Fork and Gate
Retaining Screws and
Locknuts 23 31 3.2 23 31 3.2
Gear Shift Fork and Gate
Retaining Set Screws and
Locknuts - - - 10 14 1.4
Output Shaft Retainer
Bolts 32 44 4.5 35 47 4.8
Output Shaft Retainer
Bolts (with Reduction
Gearbox) 23 31 3.2 24 33 3.4
Rear Support Plate Bolts 32 44 4.5 35 47 4.8
Reverse Idler Shaft Bolts 32 44 4.5 32 44 4.5
Safety Start Switch 30 40 4.1 28 38 3.9
Interlock Bore Plug 13 18 1.8 13 18 1.8
Drain Plug 23 31 3.2 23 31 3.2
Bellcrank Retaining Nut 77 105 10.7
Selector Assembly
Support Bolts - - - 32 44 4.5
Inner Control Shaft Clamp
Bolt - - - 18 26 2.7
Shift Control Sleeve
Clamp Bolt - - - 32 44 4.5
Connecting Rod Clamp
Bolts 18 26 2.7 - - -
Plate and Bush Clamp
Solts 18 26 2.7 32 44 4.5

16
------------------------CHAPTER7------------------------
FORD
5610,6610,6710,7610,7710

DUAL POWER COMPONENTS Ibfft Nm Mkg

Control Valve Solenoid Nut 4 5.4 0.5

Control Valve Spool Plug 28 38 3.9
Control Valve Body Retaining Bolts 32 44 4.5
Planetary Housing Retaining Bolts 77 105 10.7
Planetary Cover Retaining Bolts 35 47 4.8
Lubrication Tube Connector 128 180 18.4
Pressure Line Control Tube Connector· 91 128 13.1

C. SPECIAL TOOLS
(Prior Tool Numbers, where applicable, shown in brackets)

V L CHURCHILL
DESCRIPTION TOOLS NUDAYTOOLS

Heavy Duty Ratchet P61 9162 (P61)

Slide Hammer MS.284 9567 (943S)
Shaft Protectors 625A 9212 (625A)
Step Plates 630S 9210 (630S)
Step Plates 630T 9211 (630T)
P.T.O. Clutch Compressor N-775 1312 (N-775)
Bushing Kit 818 9514 (818)
Double Threaded Adaptors 924 9537 (924)
Puller Legs 9308 9521 (9308)
Puller Legs 930E 9207 (930E)
Puller 938 9506 (938)
Internal/External Puller 943 9507 (943)
Slide Hammer 943S 9567 (943S)
Internal Puller Adaptor FT.943 9564 (943C1)
Pulling Attachment
Small 951 9190 (6951)
Large 952 9526 (962)
Pilot Bearing Puller 954C 9527 (954)
Puller
Small 1001 9196 (1001)
Medium 1002 9198 (1002)
Large 1003 9516 (1003)
Spacer Gauge Dual Power FT.5000 (SW523) 1303 (SW523)
Shift Lever Positioning Collar FT. 5002 4713
Shift Lever Retaining Clamp FT. 5003 4720
Planetary Shaft Puller FT. 5004 4721
Pressure Gauge FT.7100 (N-774-1) 0074 (N-774-1)
Pressure Pipe FT.7110 (N-774-2) 1552 (N-774-2)

17
- - - - - - - - PART 5-TRANSMISSION SYSTEMS·'- - - - - - -

18
 PART 5
TRANSMISSION SYSTEMS
ChapterS
'H' PATTERN SYNCHROMESH TRANSMISSIONS
FORD 2910, 3910, 4110 and 4610

Section Page
A. 'H' PA TIERN TRANSMISSION DESCRIPTION
B. GEAR SHIFT LEVERS AND COVERS - OVERHAUL 2
C. TRANSMISSION - OVERHAUL 10

A. 'H' PATTERN TRANSMISSION - DESCRIPTION

The synchromesh transmission assembly

installed with 'H' pattern gearshift provides
eight forward and four reverse speeds and are
manually selected by two levers, mounted on
columns located under the steering wheel,
Figure 1. 1(5)

~2(6)
3~1 N
(7)'\
4(8)

The synchromesh feature permits easy, on the

move, gear changing between 1st to 4th gears
(forward and reverse) and between 5th to 8th
gears. The right-hand main gear lever is used
to select anyone of four speeds and has full Figure 1
synchromesh ability between the four ratios. 'H' Pattern Gear Shift Levers

1
- - - - - - - - PART 5- TRANSMISSION SYSTEMS - - - - - - - -
The left hand range lever is used to select a
high low or reverse range with the option on
tractors installed with creeper gear to obtain an
additional four forward speeds when the lever
is moved to the creep position.
NOTE: A safety start switch prevents
operation of the starting motor unless the
range lever is in the neutral (N) position.
To select the transmission range, the left-hand
range lever is pushed forward from the neutral
position (N) to select low (l) or pulled
rearwards to select reverse (R). The high range
(H) is selected by lifting the range lever and
pushing the lever forward.
B. GEAR SHIFT LEVERS AND COVERS - OVERHAUL
GEAR SHIFT LEVERS
REMOVAL
1. Disconnect the battery earth cable.
2. Place both gear shift levers in neutral.
2
IMPORTANT: To prevent possible damage
by over-speeding transmission components
always place both gear shift levers in neutral
(N) in the event of towing the tractor.
The principle of operation for 'H' pattern
synchromesh transmissions is similar to that
detailed for prior 8 speed synchromesh trans-
missions and differs only in component design
regarding the gear shift levers, cover and
mechanism.
When overhauling 'H' pattern synchromesh
transmissions reference should be made to
Chapter 8 for overhaul of these components
and Chapter 3 for overhaul of the front end
components, rear end components and main
gear assemblies.
3. Remove the steering wheel.
4. Remove the gear lever knobs.
5. Tractors With Cab:
Lift the cab floor mat and remove the
central shroud and sound insulation.
------------------------CHAPTER8----------------------~

Figure 2 Figure 3
Connecting Rod Clamps Gear Lever Assembly Retaining Clamp
1. Connecting Rod 1. Steering Column
2. Tapered Pin (lower) 2. Gear Shift Linkage
3. Connecting Rod Clamp 3. Clamp

Tractors Less Cab: 8. Support the weight of the gear shift

Remove the gear shift linkage shrouds. assembly and remove the bolts and damp
securing the assembly to the top of the
steering column, Figure 3.

6. Withdraw the gear lever cover retaining

screws and remove the cover.

9. Pull the gear shift assembly free from the

7. Release and remove the lower tapered pins dowe! pin in the steering column and lift
from the linkage connecting rod damps, the assembly to disengage the connecting
Figure 2. rods from the gear shift cover.

3
- - - - - - - - - PART 5- TRANSMISSION SYSTEMS - - - - - - - -
DISSASSEMBLY
With reference to Figure 4.
1. Remove the tapered pin and securing nut
from the two connecting rod clamps.
Unscrew the clamps from the connecting
rod.
2. With Cab Tractors:
Remove the double boot and bracket from
the connecting rods.
3. Withdraw the range level from the support
assembly.
4. Remove the circlip, steel and plastic
washer from the underside of the lever
support assembly and separate the pivot
bush, lever and connecting rod from the
support.
5. Remove the clevis pin attaching the main
shift lever to the pivot bush and connecting
rod and withdraw the rod.
6. Withdraw the swivel bearing retaining
bolts and remove the swivel bearing and
retainer assembly.
INSPECTION
1. Inspect the main and range levers and main
lever connecting rod for wear or damage,
paying particular attention to the clevis pin
holes in the main lever and connecting rod.
2. Examine the main pivot bush components
for wear.
3. Inspect the lever support assembly for
wear or damage.
4. Examine the swivel bearing asembly for
wear.
5. Replace any unserviceable components.
4
RE-ASSEMBLY
1. Attach the swivel bearing retainer to the
underside of the support assembly, Figure
5 and tighten the bolts to the correct
torque, see 'Specifications' Chapter 10.
2. Pass the mainshift connecting rod through
the pivot bush.
3. Attach the mainshift lever to the pivot bush
and to the mainshift connecting rod with
the clevis pins.
4. Lubricate the mating surfaces of the pivot
bush and support assembly using grease to
Ford specification, see 'Specifications'
Chapter 10. Assemble the bush to the
support and retain in position using the
metal and plastic washers and circlip.
5. Lubricate the bearing in the swivel bearing
retainer with grease to Ford specification,
see 'Specifications' Chapter 10, and
pass the range lever through the retainer.
6. With Cab Tractors:
Ease the double boot and bracket over the
connecting rods.
7. Screw both connecting rod clamps onto
the connecting rods and loosely install a
tapered pin and securing nut to the top
hole of each clamp, Figure 6.
-------------------------CHAPTER8-------------------------

~--------------~~

~----------~--~
@---- ---_ ......

Figure 4
Gearshift Levers
1. Mainshift Lever 12. Bolt
2. Split Pin 13. Washer
3. Clevis Pin 14. Swivel Bearing
4. Mainshift Pivot Bush 15. Lever Support Assembly
5. Mainshift Connecting Rod 16. Lever support Clamp
6. Washer, Plastic 17. Washer
7. Washer, Steel 18. Bolt
8. Ring 19. Range Lever
9. Nut 20. Clevis Pin
10. Connecting Rod Clamp 21. Gearknob Locknut
11. Tapered Pin 22. Gearknob

5
1IIIIIIIlIII_ _ _ _IIIIIIIIIIIIII..-111111111111111
Figure 5
Gearshift Levers Assembly
1. Swivel Bearing Retainer
2. Swivel Bearing
3. Rangeshift Rod
4. Circlip
5. Mainshift Rod
6. Washer, Metal
7. Washer, Plastic
8. Gear Lever Support Assembly
INSTALLATION
1. Position the gearshift levers above the
transmission top cover and locate the con-
necting rod clamps over the respective
gear shift arm spigots, Figure 4. Rotate
each clamp until both the lower tapered
pins can be inserted. Install the pins so that
the nuts will be towards the right side of the
tractor. Tighten the tapered pin securing
nuts until finger-tight.
2. Locate the gear lever support plate on the
dowel pin in the steering column. Secure
the support plate with the ciamp, tighten-
ing the clamp bolts to the correct torque.
See 'Specifications' - Chapter 10.
3. With the range lever in a fully depressed
position, measure the distance between
the top of the chamfer on the gearchange
rod and the top surface of the support
plate, Figure 7, Dimension A'. This
distance should be 0.5 in (12.7 mm). To
adjust this dimension remove the tapered
pins from the connecting rod clamp and
rotate the clamp.
PART 5- TRANSMISSION SYSTEMS _______IIIIIIIIIiIIIIIIIIlIIIIIIIII.._
Figure 6
Gearshift Levers Assembly
1. Mainshift Lever
2. Tapered Pins
3. Connecting Rod Clamps
4. Rangeshift Connecting Rod
5. Gear Lever Support Assembly
If the damp is rotated clockwise when
viewed from above Dimension lA' will be
increased, conversely if the clamp is
rotated counter-clockwise Dimension A' I
will be reduced.
4. Install the upper and lower tapered pins in
the range lever connecting rod clamp and
tighten to the correct torque. See 'Specifi-
cations' Chapter 10.
6. With the mainshift lever in a fully raised
position measure the distance between the
centre of the connecting rod attachment
pin and the top surface of the support
plate, Figure 8, Dimension 'B', This
distance should be 1.0 in (25.4 mm).
To adjust this dimension remove the
tapered pins from the connecting rod
I
clamp and rotate the clamp. If the clamp is
rotated clockwise when viewed from
above Dimension 'B' will be increased,
conversely if the clamp is rotated counter-
clockwise Dimension lS' will be reduced.
6
 Figure 1 Figure 8
lever Mainshift Lever
1. Top Edge of Chamfer 1. Mainshift Lever
2. Support Plate 2. Support Plate
3. Connecting Rod Attachment Pin

6. Install the upper and lower tapered pins in
the mainshift lever connecting rod damp
and tighten to the correct torque. See
'Specifications' - Chapter 10.
7. Check both levers to ensure that the full
range of gears can be obtained.
5. Remove the gear shift cover bolts
and partially lift the cover from the trans-
mission casing. With the cover raised dis-
connect the safety start switch wires from
the switch, Figure 9 and remove the cover
assembly.

8. install the covers, boots and panels

following the removal procedure in
reverse.

GEAR SHIfT COVER

REMOVAL

1. Remove the gear shift levers as previously

described.

2. Ford 2910 and 3910 With Cab Tractors:

Remove the cab in order to gain access to
the gear shift cover. See "SAFETY CABS
AND PLATFORMS" Part 11.

3. Disconnect the safety start wiring harness

from the main harness. Figure 9
Safety Start Switch Wire location
4. Remove the oil leve! indicator (where 1. Safety Start Wires
fitted). 2. Safety Start Switch

7
 Figure 10 figure 11
Gear Shift Cover Assembly (Underside) Mainshift Arm Assembly
1. Rangeshift Arm 1. Mainshift Arm Spigot
2. Dowel 2. Washer
3. Support Bracket 3. Spring
4. Safety Start Wire 4. Large Circlip
5. Harness Locating Clip 5. Small Circiip
6. Mainshift Bellcrank Arm 6. Swivel Bearing
7. Mainshift Arm 7. Oil Seal
8. Gear Shift Cover 8. Washer
9. Retainer
10. Large Circiip
11. Small Circiip

DISASSEM Bl Y 6. Unscrew the retainer from the gear shift

cover casting.
1. Remove the mainshift bellcrank arm and
shaft assembly from the support bracket
the '0'
7. Remove the small circiip from the lower
groove of the mainshift arm spigot and
2. Withdraw the bracket securing withdraw the spigot from the underside of
bolts and remove the harness locating clip the cover.
and bracket from the dowels on the
underside of the top cover.

3. Withdraw the start harness and 8. Carefully remove the large cirdip and
grommet. washer from the upper groove in the bore
of the retainer and withdraw the spring.
4. Withdraw the .. " ..,,..,.,,<:'h,,i"'i" arm.

5. Remove the small from the upper

groove of the mainshift arm spigot, 9. Withdraw the washer and large cirdip from
11. the lower groove in the bore ofthe retainer.

8
-------------------------CHAPTER8------------------------~

Figure 12 Figure 13
Main Gear Shift Centring Assembly Range Gear Shift Assembly
1. Large Circiip 1. Seal
2. Smail Circiip 2. Swivel Bearing
3. Spring 3. Transmission Top Cover
4. Small Circiip 4. Rangeshift Arm
5. Transmission Top Cover 5. Rangeshift Bore
6. Mainshift Arm
7. Mainshift Retainer
8. Swivel Bearing
9. Seal
10. Large Circlip
11. Washer
12. Washer

INSPECTION RE-ASSEMBlY

1. Inspect the shift cover for cracks or other 1. With reference to Figures 12 and 13 re-
damage. Renew the cover where assemble the gear shift cover using the
necessary. disassembly procedure in reverse.

2. inspect the gear shift cover bushes and oil

seals for wear or damage and replace if
necessary. On re-assembly observe the following
precautions:
3. Lubricate the new bushes with clean trans-
mission oil and use Bushing Kit, Tool No.
818 or 9514 to install the bushing.
.. Coat all components with dean trans-
4. Using a suitable sized sleeve install the oil mission oil prior to assembly to provide
seals into the locating bores. initial lubrication.

5. Examine the mainshift bellcrank arm,

rangeshift arm, mainshift arm, retainer and
support bracket for wear or damage and .. Tighten all bolts to the correct torque.
replace as necessary. See 'Specifications' Chapter 10.

9
_ _ _ _1iIIIIJIIIlIII1IIIIIIiIlIIIII1iIIIIIIIIIIIII1IIIIIIIIIIIIII PART 5- TRANSMISSiON SYSTEMS 1llllllllllllll1IIIIIIiIlIIIII1iIIIIIIIIIIIII1IIIIIIIIIIIIII1IIIIIIIIlII_1iII'!!lIlIIIil1ll!illlillllll

INSTALLATION

1. Install a new shift cover and re-

install the shift cover foliowing the removal
procedure in reverse.

On installation observe the foiiowing

• Place the countershaft and mainshaft

synchroniser rails in the neutral position,
the reverse/low range rail in neutral, and
the high range rail in thefoward (neutral)
position.

• Prepare the top cover arm assemblies so

they will align with the rails and gates
when the top cover is installed. Figure 14
Safety Start Switch Wire installation
e Ensure the safety start switch wires are 1. Start Switch Wire Groove
pushed fully into the locating groove on
the inside face of the top cover, Figure
14. o Locate the top cover onto the
transmission casing and tighten the
• Connect the start switch wires to retaining bolts to the correct torque.
the start switch. See 'Specifications' Chapter 10.

C. TRANSMISSION - OVERHAUL

TRANSMISSION ASSEMBLY GEAR SHIFT MECHAN~SM

The following procedure applies to the DISASSEM Bl Y

overhaul of the transmission gear shift
mechanism for tractors installed with 'H' 1. Drain the oil from the transmission.
pattern synchromesh gear shift.

For overhaul of the front end components, rear

end components and main gear assemblies
which are identical to those installed in eight 2. With Cab Tractors:
non 'H' synchromesh Remove the cab in order to gain access to
transmission refer to Part 5, Chapter 3, Section the gear shift cover. See "SAFETY CABS
C, AND PLATFORMS" - Part 11.

10
------------------------CHAPTER8----------------------~

figure 15 Figure 16
Rear Support Plate Removal Detent Bails, Springs and Plungers
1. Rear Support Plate 1. Detent Bails, Springs and Plungers
2. Hydraulic Pump Drive Gear 2. Limit Pins
3. p.T.a, CountershaH
4. Output Shaft

3. Disconnect the safety start wiring harness. 8. Extract the shift rail detent plungers,
springs and balls from the bores, Figure 16.

4. Separate the rear axle from the front trans-

mission.

9. Loosen all locknuts on the gear shift forks

and gates, Figure 17.
5. Remove the rear support plate retaining
bolts and lever the plate, output shaft and
P.T.D. countershaft assembly from the
rear face of the transmission housing,
Figure 15.
NOTE: As the rails, gates and forks are
removed fe-assemble these items on the bench
and layout in sequence to aid correct re-
6. Remove the oil level dipstick (where assembly.
fitted).

7. Remove the gear shift cover bolts

and partially lift the cover from the trans-
mission casing. With the cover raised,
disconnect the safety start switch wires
from the switch and remove the shift cover
assembly.
10. Remove the retaining screw from the
reverse/ low range and fork. Slide the
reverse/ low rail rearwards out of the trans-
mission taking care to remove the gate,
start switch and fork.
- - - - - - - - PART 5- TRANSMISSION SYSTEMS - - - - - - - -

Figure 17
Gear Shift Mechanism Ford 2910,3910,4110 and 4610
1. Mainshaft Synchroniser Rail 8. Reverse/Low Range Gate
2. Reverse/ Low Range Fork 9. High Range Gate
3. Reverse/Low Range Rail 10. Mainshaft Synchroniser Arm/Gate
4. Safety Start Switch 11. Stop Pin
5. High Range Fork 12. Interlock
6. Interlock 13. Countershaft Synchroniser Rail
7. Countershaft Synchroniser Fork

11. Remove the interlock bore plug and using a 15. Using a pencil magnet withdraw the inter-
pencil magnet withdraw the interlock lock plunger from the transmission cross
located in the transmission cross drilling. drilling.

12. Remove the retaining screw from the high 16. Remove the retaining screw from the
range gate and fork. Slide the high range countershaft synchroniser gate and fork
rail rearwards out of the transmission. assembly. Slide the countershaft
Remove the gate and fork. synchroniser rail rearwards out of the
transmission. Remove the gate and fork
13. Using a pencil magnet withdraw the main- assembly.
shaft synchroniser rail stop pin located in
the transmission cross drilling.

14. Remove the retaining screw from the INSPECTION AND REPAIR
mainshaft synchroniser arm/gate. Slide
the mainshaft synchroniser rail rearwards 1. Inspect the rails, forks and safety start
out of the transmission and remove the switch for wear or damage and replace as
arm/gate. necessary.

12
------------------------CHAPTER8------------------------
Figure 18
Installing the Countershaft Synchroniser Fork
1. Countershaft Synchroniser Rail
2. Countershaft Synchroniser Fork
RE-ASSEMBlV
1. Place the countershaft synchroniser gate
and fork assembly into position. Slide the
countershaft synchroniser rail into the
transmission until correctly into the fork,
Figure 18. Install the retaining screw and
locknut finger-tight.
2. Install the interlock into the cross
the transmission to rest against the
countershaft synchroniser Figure 17.
3. Engage the countershaft synchroniser rail
fully rearward so the interlock engages the
detent in the side of the rail.
4. Locate the mainshaft synchroniser
arm/gate into POSitIon in the mainshaft
fork. Slide the mainshaft synchroniser rail
into the transmission until correctly
installed into the arm/gate, Figure 19.
Install the retaining screw and locknut
fingertight.
Figure 19
Installing the Mainshaft Synchroniser Arm/Gate
1. Mainshaft Synchroniser Rail
2. Mainshaft Synchroniser Arm/Gate
5. install the stop pin in the interlock cross-
drilling. Ensure the pin engages with the
flat on the mainshaft synchroniser rail.
6. Place the high range fork in position. Slide
the high range rail into the transmission
and through the fork. Continue to slide the
in rail into the transmission then locate the
high range gate on the rail, Figure 20. Align
the fork and with the counterbores in
the rail and install the screws and
locknuts finger-tight into the fork and gate.
Slide the rail fully forward to the neutral
7. Install the short interlock in the interlock
cross-drilling to iocate the detent in the
side of the high range 17. Install
the interlock bore plug and tighten to the
correct torque. See 'Specifications'
Chapter 10.
13
 Figure 20 Figure 21
Installing the High Range Fork and Gate installing the Reverse/Low Range Fork
1. High Range Rail 1. Reverse/Low Range Fork
2. High Range Fork 2. Reverse/ Low Range Rail
3. High Range Gate

8. Slide the reverse/low range rail into the NOTE: The shorter plunger is positioned
transmission to locate the reverse/low above the high range rail.
range fork, Figure 21.

9. Insert the locating pin of the safety start

switch housing into the hole in the side of
the high range rail, Figure 22. Slide the
reverse/low range rail through the safety
start switch housing and into the reverse/
low range gate, Figure 23. Align the
reverse/low range fork and gate with the
counterbores in the rail then install the
retaining screws and locknuts until
fingertight.

Figure 22
Installing the Safety Start Switch Assembly
10. Install the detent balls, springs and
1. Locating Pin
2. Safety Start Switch Assembly
plungers in the respective bores, Figure 24. 3. High Range Rail

14
 Figure 23 figure 24
Installing the Reverse/low Range Gate Installing the Detent Balls, Springs and Plungers
1. Reverse/ Low Range Rail 1. Detent and Plungers
2. Reverse/low Range Gate 2. Limit Pins

11. Tighten all retaining screws and locknuts 12. install the rear support plate with a new
to the specified torque, see 'Specifica- gasket and tighten the retaining bolts to
tions' Chapter 10. the correct torque, see 'Specifications' -
Chapter 10.

15
- - - - - - - - PART 5-TRANSMISSION SYSTEMS - - - - - - - -

16
 PART 5
TRANSMISSION SYSTEMS

Chapter 9
JH' PATTERN SYNCHROMESH TRANSMISSIONS
FORD 5610, 6610 and 7610

Section Page
A. 'H' PATTERN TRANSMISSION - DESCRIPTION
B. GEAR SHIFT LEVERS AND COVERS OVERHAUL 2
C. TRANSMISSION - OVERHAUL 11

A. 'H' PATTERN TRANSMISSION - DESCRIPTION

The synchromesh transmission assembly NOTE: A safety start switch prevents

installed with 'H' pattern gearshift provides operation of the starting motor unless the
eight forward and four reverse speeds which range lever is in the neutral (N) position.
are manually selected by two column type gear
shift levers located under the steering wheel,
Figure 1.

The main gear lever is used to select anyone of

four speeds and has full synchromesh ability
between the four ratios.

The range shift lever is used to select a high,

low or reverse range with the option on
tractors installed with creeper gear to obtain an Figure 1
additional four forward speeds when the lever 'H' Pattern Synchromesh Transmission
is moved to the creep position. Gear Shift Levers
1IIIIIlDII_1IIIIIIIIII1!IIIIIIIIIIII_ _ _ _ PART 5- TRANSMISSION SYSTEMS _ _ _ _ _ _IIIIIIIIIIIIIIIIIIIIIIIIiII_

The principle of operation for 'H' pattern
synchromesh transmission is similar to that
detailed for prior 8 speed synchromesh trans-
missions and differs only in component design
regarding the gear shift levers, cover and
mechanism.
When overhauling 'H' pattern synchromesh
transmissions reference should be made to
Chapter 9 for overhaul of these items and
Chapter4foroverhaulofthefiontandrearend
components, transmission case, mainshaft
and countershaft assemblies.

B. GEAR SHIfT lEVERS AND COVERS - OVERHAUL

GEAR SHIfT LEVERS

REMOVAL

1. Place the main shift lever in 3rd gear and 3. Remove the steering wheel.
the range lever in neutral.
4. Remove the gear lever knob from the main
2. Disconnect the battery earth cabie. gear shift lever.

Figure 2 Figure 3
Gear Shift Cover Boot Gear Shift Linkage installed
1. Boot 1. Support Assembly
2. Plastic Strap 2. Tapered Pin
3. Retaining Screw and Jam Nut

2
-------------------------CHAPTER9------------------------~
Figure 4-
Cover Attaching Brackets
1. Bracket
2. Support Assembly
3. Bracket
5. Tractors With Cab:
Lift the cab floor mat and remove the gear
shift cover access panel.
6. Withdraw the gearshift linkage control
cover securing screws and remove the
covers.
7. Remove the plastic strap securing the
rubber boot to the gearshift cover, Figure
2.
8. Raise the rubber boot to expose the
tapered pin, retaining screws and jam nuts
securing the linkage to the gearshift top
cover, Figure 3. Withdraw the retaining
screws. Release and remove the tapered
pin.
3
Figure 5
Gear Shift Assembly
1. Main Gear Shift Lever
2. Range Gear Shift lever
3. Rubber Boot
9. Remove the rear gearshift assembly cover
attaching brackets, Figure 4.
10. Support the weight of the gear shift
assembly and remove the bolts and clamp
securing the gear shift asembly to the top
of the steering column. Pull the shift
assembly free from the dowel pin in the
steering column.
11. Lift the gear shift assembly to disengage
the inner shaft assembly from the trans-
mission gear shift cover selector shaft.
Remove the gear shift assembly, Figure 5.
- - - - - - - - PART 5- TRANSMISSION SYSTEMS - - - - - - - -

DISASSEM BLY RE-ASSEMBLY

With reference to Figure 6. 1. Where it has been necessary to remove the

1. Remove the clevis pin securing the main
gear lever assembly to the inner shaft
assembly.
2. Withdraw the main gear lever and support
assembly from the inner shaft.
link pins and anchor lubricate the mating
surfaces of the link, anchor and bushing
prior to re-assembly with Ford grease, see
'Specifications' Chapter 10. Re-
assemble the link to the main lever
assembly and anchor using new link pins.
Insert the link pins using a suitable press.

3. Withdraw the shaft from the range lever

assembly.
NOTE: Ensure that the anchor assembly pin
4. Remove the bushing assembly retaining locating ears are orientated as shown in Figure
bolts and separate the bushing and 6.
support assemblies.

5. Remove the retaining ring and washer

from the bushing assembly and remove the
2. Assemble the bushing assembly to the
anchor for inspection.
support and tighten the bolts until finger
tight.
6. With Cab Models only:
Remove the boot and retainer assembly
from the range lever.

7. Remove the gearshift selector boot from 3. Position the gear shift selector boot onto
the range lever. the range lever.

INSPECTION AND REPAIR

4. With Cab Models:
Position the boot and retainer assembly
1. Inspect the main gearshift lever and
onto the range lever.
support assembly for wear or damage.

NOTE: The link pins should only be removed if

wear or damage has been identified. Where pin
removal is necessary use a suitable press. 5. Lubricate the shaft assembly with Ford
grease, see 'Specifications' - Chapter 10,
2. Examine the support assembly for cracks. and insert the shaft through the centre of
the range lever assembly.
3. Inspect the bushing assembly for wear or
damage.

4. Examine the range lever assembly for wear

or damage. 6. Assemble the anchor retaining ring and
washer to the bushing.
5. Inspect the retaining ring and washer for
signs of wear.

6. Examine all rubber boots for damage. 7. Assemble the support and main lever to the
shaft and secure in position using the clevis
7. Replace unserviceable components. pin.

4
-------------------------CHAPTER9------------------------

~------------~~

@----....; -------0
r~---------- __ ~

Figure 6
Gear Shift Levers
1. Knob 14. Rubber Boot
2. Clevis Pin 15. Ring
3. Bolt 16. Washer
4. Bushing Assembly 17. Pin
5. Shaft Assembly 18. Clamp Assembly
6. Support Assembly 19. Washer
7. Anchor Assembly 20. Bolt
8. Range Lever Assembly 21. Link
9. Boot and Retainer Assembly (With Cab) 22. Pin
10. Tapered Pin 23. Main Lever Assembly
11. Retaining Screw 24. Split Pin
12. Jam Nut 25. Lock Nut
13. Nut

5
- - - - - - - - PART 5- TRANSMISSION SYSTEMS - - - - - - - -

4. Ensure one of the three bushing assembly

retaining bolts is tight and insert Setting
Gauge Tool No. 10312 over the link
attaching the main gear shift lever to the
support asssembly anchor, Figure 7. Apply
an upward force to the main gear shift lever
and to the tail end of the setting gauge tool
and re-install the tapered pin tightening the
nut to the correct torque, see 'Specifica-
tions' - Chapter 10. Remove the gauge by
shifting into neutral.

5. Tighten the retaining screws connecting

the range lever to the gear shift cover
selector assembly to a torque of 4lbf. ft. (5
Figure 7
NmL Loosen each screw one half turn and
Main Gear Shift Lever Adjustment
tighten each jam nut to the correct torque,
1. Main Gear Shift Lever
2. Setting Gauge Tool No. 10312 see 'Specifications' - Chapter 10.
3. Support Assembly Anchor
4. Bushing Assembly Retaining Bolt
5. Main Gear Lever Shaft

6. Loosen the bushing retaining bolts and

allow the bushing to centre itself. Tighten
the three bolts to the correct torque, see
INSTALLATION 'Specifications' - Chapter 10. Ensure
correct adjustment as follows:
1. Position the gear shift linkage to the gear
shift selector assembly and locate the link-
age support assembly to the dowel pin in
the steering column. Secure the support in
position with the clamp tightening the
(i) Check main gear lever shaft vertical
retaining bolts to the correct torque, see
freeplay in first gear is 0.035-0.055 in
'Specifications' Chapter 10.
(0.89-1.40 mm) as measured off the
top of the shaft.
2. Loosely install the tapered pin and
retaining screws securing the gear shift
linkage to the gear shift cover selector
assembly.

3. Position the main gear shift lever and
transmission in 1st gear as follows:
• Push the lever down and tap the tapered
pin lightly with a hammer to seat it.
OJ) Press the main lever to full down
neutral position and release. Lever
must freely return to its centre neutral
position.

• Lift the lever up and rotate forward to

engage 1st gear.
If shaft freeplay or neutral centring is not
• Tap the threaded end of the tapered pin correct adjustments outlined in steps 3 and
to loosen it. 4 should be repeated.

6
 figure 8 figure 9
Gear Shift Cover Boot Installation Bellcrank Retaining Nut
1. Boot 1. Retaining Nut
2. Plastic Strap 2. Range Selector
3. Main Selector ShaH

7. Position the rubber boot over the gear shift
cover selector mechanism and retain in
position with a plastic strap wrapped
tightly around the base of the boot,
8.
3. Remove the gear shift cover retaining bolts
and partially lift the cover from the trans-
mission casing. With the cover raised dis-
connect the wiring harness from the safety
start switch.

NOTE: Plastic strap must be below top surface

of shift cover or range selector may not shift
into high.

8. Install the covers, boots and panels

following the removal procedure in
reverse.

DISASSEMBl Y

GEAR SHIFT COVER 1. Remove the bellcrank retaining nut and

washer, Figure 9.
REMOVAL

1. Remove the gear shift levers as previously

described. 2. Use a suitable soft drift to drive the beil-
crank out of the top cover. Take
2. Disconnect the safety start switch wiring care to prevent damage to the bellcrank pin
harness from the main harness. threads.

7
 Figure 10 Figure 11
Selector Assembly !nstalled Selector Pin Remova!
1. Dowel Pins 1. Pin Extractor
2. Support 2. Pin
3. Selector Lever 3. Gear Shift Cover
4. Bellcrank
5. Circlip

3. Use a suitable punch to drive the dowel INSPECTION

out of the selector assembly support
and top cover. Remove the bolts securing 1. Inspect the shift cover for cracks or other
the support to the top cover, Figure 10. damage. Renew the cover where
necessary.

2. Examine the seal located in the selector

assembly bore of the top cover. Replace,
4. Remove the support and selector lever the seal if worn or damaged.
assembly.

Ensure the new seal is installed with the lip

5. Place the cover in a soft jawed vice and
remove the circiip the selector
bellcrank pin. Using pin extractor FT.284-3
and slide hammer MS.284 withdraw the
from the side of the cover, 11.
uppermost and the small flange on the
outer diameter is fully engaged with the
locating groove in the top cover.
3. Inspect the bellcrank assembly, Figure 12.
Replace any component showing signs of
excessive wear or damage.

4. Remove the circiip and washer from the

support and selector lever assembly and
separate the components, Figure 13.
6. Withdraw the mainshaft and selector Examine the support and selector lever for
!::;u:~'~Qn"hl\J from within the gear shift cover. wear or and if necessary.

8
------------------------CHAPTER9----------------------~

Figure 12 Figure 13
Bellcrank Assembly Support and Selector Lever Assembly
1. Bellcrank 1. Shaft
2. Belicrank 2. Washer
3. Oil Seal 3. Support
4. Bellcrank Pin 4. Circlip
5. Washer 5. Washer
6. Selector Lever

5. Examine the range selector, mainshaft, • Ensure the selector and bellcrank
bellcrank and pin, for wear or damage and assemblies function freely on re-
replace if necessary, 14. assembly.

6. inspect the oil seal located in the bore of

the selector and renew if worn or
damaged. Ensure the new seal is installed
with the lip uppermost and the small flange
on the outer diameter is fully engaged with
the annular groove in the selector.

RE-ASSEMBl Y

1. Re-assembly of the gear shift cover follows

the disassembly in reverse.

On re-assembly observe the following pre-

cautions.

• Coat all components with clean trans-

mission oil prior to assembly to provide Figure 14
Selector Assembly
initial lubrication.
1. Bellcrank
2. Pin
1\ Tighten all boits to the correct torque, 3. Range Selector
see 'Specifications' - Chapter 10. 4. Mainshaft

9
 Figure 15
Gear Shift Cover Installation
1. Gear Shift Cover
2. Safety Start Switch
3. Safety Start Wiring Harness
INSTAllATION
1. Installation of the gear shift cover follows
the removal procedure in reverse. To aid
re-assembly position the mainshaft and
countershaft synchroniser rails in the
forward position (third gear) and the high
range and low/reverse rails in the neutral
position. On instaliation observe the
following precautions:
• Install a new cover gasket.
o Ensure the safety start switch wiring
harness has been connected to the
switch, Figure 15.
e With reference to Figure 16, perform the
following checks on the selector
assembly to ensure the bellcranks are
properly located with the gates in the
transmission.
W Check range selector by inserting a
drift in each hole. Lift selector to
top position and try to rotate. If
selector rotates freely with no
detent feel the low / reverse
bellcrank is not in the
low/reverse fork gate. Remove
cover, beilcranks with
gates, install cover and repeat
checks.
10
Figure 16
1. Main Shaft
2. Selector
Oi) Using drifts push range selector
down and try to rotate. If selector
rotates freely with no detent feel
the high range bellcrank is not
engaged in high range fork gate.
Remove cover, re-align bellcranks
with gates, install cover and repeat
checks.
(iii) Try to push the main shaft down
and pull it up. If shaft moves freely
up or down and does not return to
neutral (centre) position the
countershaft beilcrank pin is not
engaged in countershaft fork gate.
(iv) With your fingers try to rotate
mainshaft in both directions. If
shaft rotates, the mainshaft bel!-
crank is not engaged in mainshaft
collar. Remove cover, re-align beH-
cranks with gates, install cover and
repeat checks.
411 Tighten all bolts to the correct torque,
see 'Specifications' - Chapter 10.
------------------------CHAPTER9------------------------

C. TRANSMISSION - OVERHAUL

Figure 17
Gear Shift Mechanism Ford 5610, 6610 and 7610
1. Reverse/Low Range Gate and Fork Assembly 10. Mainshaft Synchroniser Rail
2. High Range Rail 11. Countershaft Synchroniser Rail
3. High Range Gate and Fork Assembly 12. Mainshaft Synchroniser Rail Collar
4. Countershaft Synchroniser Rail Centralising 13. Countershaft Synchroniser Gate and Fork
Assembly Assembly
5. Interlock Plunger 14. Neutral Start Switch
6. Interlock Bore Plug 15. Interlock Plunger
7. Spring 16. Reverse/Low Rail
8. Locking Pin
9. Mainshaft Synchroniser Gate and Fork
Assembly

TRANSMISSION ASSEMBLY 2. Separate the rear axle from the front trans-
mission.
The following procedure applies to the over-
haul of the transmission gear shift mechanism 3. Remove the gear shift cover as previously
for tractors installed with 'H' Pattern Synchro- described in this chapter.
mesh Gearshift. For overhaul of the front and
rear end components, transmission case, 4. Remove the shift rail detent plungers, plate
mainshaft and countershaft assemblies which assembly, balls and springs from their
are identical in design to those installed in eight bores.
speed non 'H' Pattern Synchromesh Trans-
missions refer to Part 5, Chapter 4, Section D. 5. Loosen all locknuts on the gearshift forks
and gates, Figure 17.
GEAR SHIFT MECHANSIM
NOTE: As the rails, gates and forks are
DISASSEM BL Y removed, re-assemble these items on the
bench and layout in sequence to aid correct re-
1. Drain the oil from the transmission. assembly.

11
 PART 5- TRANSM~SSION SYSTEMS
Figure 18
Removing Positioning Pins
1. Retainer
2. Pin
3. Screwdriver
6. Remove the retaining screw from the
reverse/low range gate and fork assembly.
Slide the reverseliow rail rearwards out of
the transmission taking care to remove the
neutral start switch. Remove the fork and
gate assembly.
NOTE: Ensure the high range rail is in neutral
or the interlock plunger located in the trans-
mission cross-drilling will prevent removal of
the rail.
7. Remove the retaining screw from the high
range gate and fork assembly. Slide the
high range rail rearwards out of the trans-
mission. Remove the gate and fork
assembly.
8. Remove the retaining screw from the
countershaft synchroniseI' gate and fork
assembly.
9. Use a screwdriver to compress the
countershaft rail assembly
retainers against the spring and withdraw
the positioning pins located under each
retainer, Figure 18.
12
1IIIlIIIIIIIlII1tIIIIIIIIIIIII1tIIIIIIIIIIIII1tIIIIIIIIIIIII1IIIIIIIIII!III1IIIIlIIIIlIIlI1IIIIlIIIIlIIlI1tIIIIIIIIIIIII
Figure 19
Interlock Mechanism
L Interlock Bore Plug
2. Spring
3. locking Pin
4. Transmission Cross Drilling
10. Slide the countershaft rail rearwards out of
the transmission taking care to retrieve the
centralising retainers and spring. Remove
the gate and fork assembly.
NOTE: Ensure the mainshaft synchroniser rail
is in neutral or the interlock plunger located in
the transmission cross-drilling will prevent
removal of the rail.
11. Remove the interlock bore plug and
withdraw the spring and locking pin,
Figure 19.
12. Remove the retaining screws from the
mainshaft synchroniser rail fork and collar.
Slide the mainshaft synchroniser rail rear-
wards out of the transmission taking care
to retrieve the collar. Remove the fork.
13. Using a pencil magnet withdraw the two
interlock plungers from the transmission
cross drilling.
 Figure 20 figure 21
Mainshaft and Countershaft Synchroniser Fork Installation of High Range Gate and Fork
Installation Assembly
1. Countershaft Synchroniser Gate and Fork 1. High Range Gate and Fork Assembly
Assembly
2. Mainshaft Synchroniser Fork

!NSPECTION AND REPAIR 4. Install the reverse/low rail into the rear of
the transmission with the rail passing
1. Inspect the rails and forks for wear or through the reverse/low gate and fork
damage and replace as necessary. assembly.

2. Examine the neutral start switch for

damage and replace if necessary.

RE-ASSEMBl Y

1. Position the countershaft synchroniser

gate and fork and mainshaft synchroniser
fork onto the countershaft and mainshaft
synchronisers, Figure 20.

2. Locate the high range gate and fork

assembly on the high range sliding
coupler, Figure 21.
figure 22
Installation of ..... ,.,'''''' ..... '''81 Gate and Fork
3. Locate the reverse/low range gate and fork
assembly on the reverse/low siiding 1. Reverse/low Range Gate and Fork Assembly
coupler, 22. 2. High Range Gate and Fork Assembly

13
_ _ _IIIIIIIIIIIIII_IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII!I
Figure 23
Neutral Start Switch Installation
1. Reverse low Rail
2. High Rail
3. Neutral Switch Retainer
4. Neutral Start Switch
5. locating Pin
5. Position the reversellow rail in the neutral
position and install the interlock plunger
into the transmission cross drilling. Ensure
the plunger locates in the interlock detent
of the reverse low rail. Refer to 17.
6. Install the high range rail in the rear of the
transmission and pass the rail through the
high range gate and fork assembly.
7. Assemble the neutral start switch to the
switch retainer assembly and tighten to the
correct torque. See 'Specifications' -
Chapter 10.
8. Install the neutral start switch and retainer
assembly onto the reversel low rail,
ensuring that the locating pin in the
retainer assembly engages with the
iocating indent in the high range rail,
Figure 23,
9. Install the retaining set screws into the gate
and fork assemblies ensuring that the
shorter screw is installed in the high range
gate and fork assembly. Ensure that each
set screw has located with the corres-
ponding detent in the rails. Torque the
screws and lock nuts to the correct torque.
See 'Specifications' Chapter 10.
PART 5- TRANSMISSION SYSTEMS 1IIIIIIlIII1IIIIIIIIIIIlII1lII'IIIIIIIIII1IIIIIIIIIIIIII_ _1IIIIIIIIIIIIII1iIIIIIIIIIIIII
Figure 24
Installation of Countershaft Rail
1. Spring
2. Retainer Assemblies
3. Countershaft Synchroniser Rail
4. Gate and Fork Assembly
10. Pass the countershaft synchroniser rail
through the rear of the transmission and
install the centraliseI' retaining assemblies,
spring and gate and fork assembly onto the
rail, Figure 24. Locate the fork and gate
assembly on the rail using the retaining set
screw.
11. Install the retainer assembly positioning
pins through the locating holes in the
coutershaft rail, Figure 25. A single pin is
located under each retainer assembly. Use
a screwdriver to compress the retainer
assembly against the spring in order to gain
access to the locating holes in the rail.
Check the function of countershaft rail
centring spring by moving countershaft
fork forward and rearward of neutral
position with a large screwdriver. If rail and
fork do not return to neutral position check
the retainer assemblies to ensure pins have
been properly installed.
12. Insert the shorter interlock plunger into the
transmission cross drilling and position the
countershaft synchroniser rail in order that
the locates in the rail detent. Refer
to Figure 17.
14
 Figure 25 Figure 26
Installing Retainer Assembly Ur.<-,-hr"." ..,,... Pins Installation of Mainshaft Synchroniser Rail
1. Retainer Assembly 1. Mainshaft Synchroniser Rail
2. Spring 2. Mainshaft Synchroniser Collar
3. Pin 3. Mainshaft Synchroniser Fork
4. Countershaft Synchroniser Rail
5. Screwdriver

13. Pass the mainshaft synchroniser rail

through the rear of the transmission and
position the collar and mainshaft
synchroniser fork assembly onto the rail,
Figure 26. Secure the collar and fork in
position with the retaining set screws.
Torque the screws and lock nuts to the
correct torque, see 'Specifications' -
Chapter 10.

14. Install the detent springs, plungers

and plate assembly as shown in Figure 27.

NOTE: The low/reverse detent plunger pin is

0.97 in (25 mm) long and the countershaft
locking pin is 0.68 in (17 mm) long.

15. Insert the locking pin and spring into the Figure 27
Detent Plunger Installation
transmission cross drilling and secure in
1 Detent Springs and Plungers
with the interlock bore plug. 2. Detent Plate
the plug to the correct torque, see 3. Detent Ball and Spring
'Specifications' - Chapter 10. 4. Plunger and Spring

15
- - - - - - - - PART 5-TRANSMISSION SYSTEMS - - - - - - - -

16
 PARTS
TRANSMISSION SYSTEMS
Chapter 10
SPECIFICATIONS AND SPECIAL TOOLS FOR 'H' PATTERN
SYNCHROMESH TRANSMISSIONS

Section Page
A. SPECIFICATIONS 1
B. SPECIAL TOOLS 2

A. SPECIFICATIONS

TORQUE SPECIFICATIONS

FORD 2910, 3910, FORD 5610, 6610,

COMPONENTS 4110,4610 7610
Ibf. ft. Nm kgm Ibf. ft. Nm kgm
Neutral Start Switch 27 37 3.7 27 37 3.7
Gearshift Linkage Tapered Pin 15 20 2.1 22 30 3.0
Range Lever to Gearshift Cover Selector
Shaft Screws ~

- 4 5 0.6
Gearshift Assembly Support Clamp
Bolts 18 24 2.5 18 24 2.5
Gearshift Assembly Bushing Bolts ~
~

18 24 2.5
Swivel Bearing Retainer Bolts 6 8 0.8 - - -
Fork/ Gate Retaining Screws and
Locknuts 23 31 3.2 17 23 2.3
Interlock Bore Plug 13 18 1.8 13 18 1.8
Selector Assembly Support Bolts - - - 32 44 4.4
Bellcrank Pin Retaining Nut 77 105 10.7
Gearshift Cover Support Bracket Bolts 18 24 2.5 - - -
Main Shift Retainer (Gear Shift Cover) 28 38 3.9 - -
Gear Shift Cover Bolts 32 44 4.4 49 66 6.8
Rear Support Plate Bolts 32 44 4.4 32 44 4.4

LUBRICANTS

Gear Shift Lever Mechanism Grease: Ford M1C137-A or M1C75-B.

1
- - - - - - - - PART 5- TRANSMISSION SYSTEMS - - - - - - - -

B. SPECIAL TOOLS

DESCRIPTION V L CHURCHILL TOOLS NUDAYTOOLS

Bushing Kit 818 9514

Slide Hammer MS.284 9567
Pin Extractor FT. 284-3 -
Setting Gauge 10312 10312

2
 PART 5
TRANSMISSION SYSTEMS

Chapter 11
EIGHT SPEED SYNCHROMESH TRANSMISSIONS -
FORD 5610, 6610, 7610, 7710, 7910
AND 8210 WITH DE-LUXE CABS
AND FORD 7710 AND 8210 LESS CAB

Section Page
A. TRANSMISSION - DESCRIPTION AND OPERATION
B. GEAR SHIFT LEVERS AND COVER - OVERHAUL 3
C. TRANSMISSION OVERHAUL 9
D. SPECIFICATIONS 14

A. TRANSMISSION - DESCRIPTION AND OPERATION

Effective October 1985, a revised floor 3

mounted gear shift mechanism has been
fitted to synchromesh transmissions on
Ford 5610,6610,7610, 7710,7910 and 8210
Tractors with De-Luxe Cab. The levers,
Figure 1, located on the right-hand side of
the cab, select eight forward speeds and
four reverse speeds.

R-5-611 1
Figure 1
De-Luxe Cab Floor Mounted Gear Shift
The main gear lever is used to select any 1. Main Gear Shift Lever
one of four speeds and has full syn- 2. Range Gear Shift Lever
chromesh ability between the four ratios. 3. Floor Mounted Gate

1
 PART S-TRANSMISSION SYSTEMS

IMPORTANT: To prevent possible dam~

age by overspeeding transmission com-
ponents, always place both gear shift lev-
ers in neutral (N) before towing the tractor.

All tractors fitted with floor mounted syn-

chromesh gear change incorporate a
clutch interlock which prevents selection
of a gear ratio by the main gear shift lever
unless the clutch pedal is fully depressed,
Figure 2.

R-5-612' 1
Figure 2 The main gear shift selector shaft extends
Clutch Interlock Linkage through the left-hand side of the transmis-
1. Clutch Pedal Assembly sion top cover and is keyed to the interlock
2. Bellcrank (Cab Mounted) pivot rod support. The support is retained
3. Interlock Pivot Rod Support on the shaft by a snapring and clamp bolt
4. Pivot Rod
5. Interlock Assembly and the interlock pivot rod clamped to the
6. Rod and Trunnion Assembly support by two bolts.
7. Clutch Cross-Shaft and Lever
8. Rod and Clevis Assembly
9. Clutch Interlock Link
10. Connecting Rod
In neutral (N), with the clutch pedal
released, the interlock pivot rod end is
positioned in the channel of the interlock·
assembly, Figure 2, locking the main gear
shift lever and preventing gear selection.
The range shift lever is used to select a
high, low or reverse range, with the option
on tractors installed with creeper gears to
obtain an additional four forward speeds When the clutch pedal is depressed, the
when the lever is moved into the creep interlock assembly, which is connected via
position. a rod and trunnion assembly to the clutch
rod and clevis, rotates away from the inter-
lock pivot rod. The main gear shift lever
can now be used to select a gear ratio.

When overhauling the floor mounted syn-

NOTE: A safety start switch prevents the
operation of the starting motor unless the
range gear shift lever is in its start position
neutral (N). Additionally, an interlock between
the clutch pedal linkage and the transmission
top cover prevents the main gear shift lever
being moved into gear unless the clutch
pedal is fully depressed.
chromesh transmission, reference should
be made to this Chapter for the gear shift
levers, transmission top cover and
mechanism. When overhauling front and
rear end components, transmission case,
mainshaft and countershaft assemblies
refer to Chapter 4, and for the overhaul of
reduction gearboxes, refer to Chapter 5.

2
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER 11

B. GEAR SHIFT LEVERS AND COVER - OVERHAUL

Figure 3 Figure 4
Gear Shift Levers ~ Removal Gear Shift linkage - Removal
1. Main Gear Shift Lever 1. Pinch Bolt
2. Pivot Pin Pinch Bolt 2. Main Gear Shift Selector Arm
3. Pivot Rod 3. Pinch Bolt
4. Range Gear Shift Selector Shaft 4. Main Gear Shift Selector Finger
5. Pivot Pin Pinch Bolt 5. Main Gear Shift Lever Pivot
6. Pivot Pin 6. Range Shaft Selector Arm
7. Range Gear Shift Lever Pivot
8. Main Gear Shift Selector Finger
9. Pinch Bolt
10. Range Gear Shift Selector Arm

GEAR SHIFT LEVERS AND LINKAGE - 4. Extract the gear shift lever pivot pins,
OVERHAUL Figure 3, where necessary using a
suitable soft metal drift. Remove the
gear shift levers.
REMOVAL

1. Remove the cab or platform, see

'Safety Cabs and Platforms', Part 11.

5. Release the pinch bolts on the gear

2. Remove the rubber boot from around selector arms, Figure 4, and pull them
the gear shift mechanism by releas- from the transmission top cover
ing the plastic straps and lifting the selector rails.
boot over the selector levers.

3. Remove the pivot pin pinch bolts,

Figure 3, from the lower ends of both 6. Remove the keys from the selector
gear selector levers. rails, using a suitable soft metal drift.

3
 PART 5-TRANSMISSION SYSTEMS

R-S-629

Figure 5 Figure 6
Selector Lever Pivots Removal Gear Shift Linkage Disassembly
1. Range Gear Shift Lever Pivot 1. Pinch Bolt
2. Main Gear Shift Lever Pivot Spindle 2. Main Gear Shift Selector Finger
3. Range Shaft Selector Arm 3. Range Selector Shaft
4. Snapring 4. Range Gear Shift Selector Finger
5. Main Gear Shift Lever Pivot Spindle 5. Range Selector Shaft Arm
6. Snapring 6. Main Selector Shaft Finger
7. Pinch Bolt
8. Pinch Bolt
9. Main Selector Shaft

7. Withdraw the four gear shift 2. Remove the pinch bolts from the
mechanism bracket retaining bolts main gear shift selector shaft fingers,
and remove the assembly from the Figure 6, and pull the fingers from
side of the gearbox. each end.

DISASSEMBLY

NOTE: As the shafts, arms and fingers are 3. Withdraw the shaft from the mount-
removed, re-assemble these items on the ing bracket after removing the keys.
bench and layout in sequence to aid cor-
rect re-assembly.

1. Remove the external snaprings from 4. Remove the pinch bolts from the
the selector lever pivot spindles, range gear shift selector shaft, Figure
Figure 5, then withdraw the spindles 6. Pull the arm from the end of the
from the mounting bracket. shaft.

4
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER 11
R-5-617
Figure 7
Range Selector Shaft Removal
1. Range Selector Shaft
2. Woodruff Key
3. Selector Finger
4. Woodruff Key
5. Linkage Mounting Bracket
5. Move the finger away from the shoul-
der, Figure 7, remove the keys and
withdraw the shaft from the mount-
ing bracket.
INSPECTION AND REPAIR
1. Inspect the mounting bracket assem-
bly and renew if broken or cracked.
Inspect the bushes for excess wear or
scoring and renew as necessary.
2. Inspect the keyways in the shafts for
wear. Minor burrs on the shafts
should be removed using a fine abra-
sive; ensure such parts are cleaned
thoroughly before re-assembly.
RE~ASSEMBL Y
Re-assembly of the gear shift linkage fol-
lows the disassembly procedure in
reverse. On re-assembly observe the fol-
lowing requirements:-
• Prior to re-assembly, coat shafts,
pivot spindles and internal bores of
bushes with transmission oil, see
'Specifications', Section D.
• When replacing the selector fingers
and arms on the ends of the selector
shafts, ensure the ends are flush to
1
0.010 in (0.25 mm) below the finger
or arm face.
• Tighten the clamp bolts to the correct
torque, see 'Specifications', Section D.
INSTALLATION
Priorto installation, coatthe pivot pins and
internal bores of the spindle pivots with
transmission oil, see 'Specifications', Sec-
tion D.
Installation of the gear shift linkage fol-
lows the removal procedure in reverse.
On installation, observe the following
requirements:-
• Tighten all bolts to the correct torque,
see 'Specifications', Section D.
• On completion, ensure correct opera-
tion of the gear shift mechanism.
• With the De-Luxe Cab in position,
check both the clutch free play and
also the clutch interlock adjustment,
applying the following procedures:-
5
 PART 5-TRANSMISSION SYSTEMS

3. Allow the cross-shaft lever to move

rearwards until in line with the pin
locating hole in the clevis and assem-
ble the pin with the split pin.

4. Tighten the clevis locknut.

CLUTCH INTERLOCK ASSEMBLY

With reference to Figure 8.

After adjusting the Clutch Free Play, as
R-5-612 1 above, carry out the following proce-
Figure 8 dure:-
Clutch Interlock Linkage
1. Clutch Pedal Assembly
2. Bellcrank (Cab Mounted)
3. Interlock Pivot Rod Support 1. Ensure the gear shift is in neutral (N).
4. Pivot Rod
5. Interlock Assembly
6. Rod and Trunnion Assembly
7. Clutch Cross-Shaft and Lever
8. Rod and Clevis Assembly
2. Push the rod and trunnion assembly
9. Clutch Interlock Link rearwards until fully engaging the
10. Connecting Rod interlock pivot rod in the channel of
the interlock assembly_

3. Adjust the trunnion until it aligns with

the hole in the clutch interlock link.

CLUTCH FREE PLAY ADJUSTMENT

4.
With reference to Figure 8.
1. Ensu re that the cross-shaft lever is
disconnected from the rod and clevis
assembly and that the clutch pedal is
against its upper stop.
Rotate the trunnion on the forward
end of the rod and trunnion assembly
through one complete revolution, so
that the interlock assembly is
attached to the clutch interlock link.
A free-play of 0.020-0.060 in (0.5-1.5
mm) should be present between the
pivot rod and interlock assembly
channel when the rod and trunnion
assembly is secured to the clutch
interlock link.

2. Move the cross-shaft lever forwards

until resistance is felt. Holding the
5. Secure the trunnion with the retainer.
cross-shaft lever in this position,
adjust the clevis so that the centre of
the hole is 0.200-0.240 in (5-6 mm)
behind the centre of the cross-shaft 6. Carry out functional checks on gear
lever hole. shift and clutch interlock.

6
....................... CHAPTER 11

R-5-619 1
Figure 9 Figure 10
Transmission Top Cover - Removal Transmission Top Cover
Selector Linkage
1. Interlock Pivot Rod Support
2. Pinch Bolt 1. Range Finger
3. Pivot Rod 2. Range Shaft
4. Interlock Assembly 3. Safety Start Wiring
5. Rod and Trunnion Assembly 4. Interlock Assembly
6. Snapring 5. Interlock Pivot Rod Support
7. Snapring 6. Main Gear Shift Link
7. Bellcrank
8. Snapring

TRANSMISSION COVER - OVERHAUL 5. Remove the transmission cover

retaining bolts and partially lift the
REMOVAL cover from the transmission casing.
With the cover raised, disconnect the
1. Remove the gear shift levers and
wiring harness from the safety start
external selection mechanism as pre-
switch.
viously described.
6. Remove the cover from the transmis-
2. Remove the hydraulic feed pipe from sian.
the top of the transmission by discon-
necting it from the priority valve pack
and the engine mounted hydraulic
pump. DISASSEMBLY

1. Remove the interlock assembly,

3. Disconnect the safety start switch wir-
ing harness from the main harness.
4. Disconnect the clutch interlock rod
and trunnion by withdrawing the split
pin from the interlock assembly,
Figure 9.
Figure 9, by extracting the snapring
and sliding the interlock from the
pivot shaft.
2. Release the pinch bolt from the inter-
lock pivot rod support, then pull the
support from the main gear shift rail.

7
 PART 5-TRANSMISSION SYSTEMS

8. Remove the clamp bolt and slide the

finger along the rail to allow the
extraction of the key.

9. Taking care not to damage the trans-

mission top cover oil seals, withdraw
the main gear shift selector rail and
remove the selector finger.

INSPECTION AND REPAIR

Figure 11 1. Inspect the transmission cover and

Main Gearshift Selector Rail Removal
replace if damaged or cracked.
1. Main Gear Shift link Inspect the shaft oil seals and, if
2. Bellcrank
3. Released Snapring necessary, remove and renew, using
4. Main Gear Shift Selector Rail a suitable soft metal drift.
5. Main Gear Shift Selector Finger

2. Inspect the keyways in the rails for

wear. Minor burrs on a rail should be
removed using a fine abrasive;
ensure such parts are thoroughly
3. Remove the range finger clamp bolt cleaned before re-assembly.
and snapring, Figure 10.

4. Slide the range finger from the rail
and remove the key.
5. Withdraw the range rail from the
transmission top cover, taking care
not to damage the seal.
3. Inspect the bellcrank, finger and link
assembly; if necessary, separate the
components, Figure 12, by removing
the snaprings and pushing out the
bearing halves. Renew any items
showing signs of wear or damage.

6. Remove the bell crank securing nut,
then withdraw the bell crank pin; if
necessary, use a suitable soft metal
drift to drive the pin out. Note the
locations of the two washers on the
pin.
7. Release the snapring from the main
rail assembly, Figure 11.
4. Inspect the bell crank oil seal for wear
or damage; renew if necessary.
5. Inspect the interlock assembly pivot
shaft for signs of wear or damage, if
necessary renew by extracting the
retaining pin and the pivot shaft,
using a suitable soft metal drift.

8
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER 11

RE-ASSEMBL Y

Re-assembly of the transmission top cover

follows the disassembly procedure in
reverse. On re-assembly, observe the fol-
lowing requirements:-

• Prior to re-assembly, coat rails and all

internal bores of selector fingers and
transmission top cover with transmis-
sion oil, see 'Specifications', Section D.

• Tighten the clamp bolts to the correct

torque, see 'Specifications', Section D..

R-5-621 .,
Figure 12
Bellcrank, Main Gear Shift Finger
and Link Assembly
INSTALLATION
1. Bearing Halves
2. Main Gear Shift Link
Installation of the transmission top cover 3. Bearing Halves
follows the removal procedure in reverse. 4. Snapring
5. Main Gear Shift Finger
6_ Washer
On installation, observe the following 7. Bellcrank
requirements:- 8. Washer
9. Bellcrank Pin
10. Snapring
• Install a new transmission cover gas-
ket.

• Tighten the cover retaining bolts to • On completion, ensure correct opera-

the correct torque, see 'Specifica- tion of the gear shift mechanism and
tions', Section D. the clutch interlock.

C. TRANSMISSION - OVERHAUL

This procedure applies to the overhaul of
the transmission gear shift mechanism for
tractors with De-Luxe Cabs fitted with syn-
chromesh gear shift. For overhaul of the
front and rear end components, transmis-
sion case, mainshaft and countershaft
assemblies, which are identical in design
to those installed in eight speed non 'H'
pattern synchromesh transmission, refer
to Part 5, Chapter 4. Overhaul of reduction
transmissions is detailed in Part 5, Chapter
5.

9
 PART 5-TRANSMISSION SYSTEMS

R-5-622 ..,
Figure 13
Gear Shift Mechanism
1. High Range Fork Assembly 8. Counter Shaft Synchroniser Fork
2. Reverse/Low Range Gate and Fork Assembly 9. Interlock Pin
3. Counter Shaft Synchroniser Gate 10. Safety Start Switch
4. Main Shaft Synchroniser Gate 11. Interlock Plunger
5. Locking Pin 12. Reverse/Low Range Rail
6. Interlock Plunger 13. High Range Rail
7. Main Shaft Synchroniser Fork

GEAR SHIFT MECHANISM 4. Remove the gear shift rail detent

plungers, springs and balls from their
DISASSEMBLY bores.

1. Drain the oil from the transmission

into a suitable receptacle.
2. Separate the rear axle from the front
transmission, see 'Separating the
Tractor', Part 12.
3. Remove the transmission cover as
previously described.
5. Loosen all the locknuts on 'the gear
shift forks and rails, Figure 13.
NOTE: As the rails, gates and forks are
removed, re-assemble these items on the
bench in sequence to aid correct re-assem-
bly.

10
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER 11
6. Slide the reverse/low rail rearwards
from the transmission, using the fol-
lowing procedure:-
0) Remove the retaining bolt from
the reverse/low gate and fork
assembly.
(ii) Ensure that the high range rail is
in 'neutral'. The interlock
plunger, located in the cross dril-
ling, Figure 13, will only allowthe
low/reverse rail to move when
the high range rail is in its 'neut-
ral' position.
(iii) Withdraw the reverse/low rail
from the transmission, taking
care to remove the safety start
switch as the rail is withdrawn.
(iv) For tractors fitted with a reduc-
tion gearbox, ensure that on
removal of the creep/low/reverse
rail, the creeper detent ball
spring and pin, Figure 14, do not
drop into the transmission.
7. Slide the high range rail rearwards
from the transmission, using the fol-
lowing procedure:-
(i) Remove the retaining bolt from
the high' range gate and fork
assembly.
(ii) Withdraw the high range rail
from the transmission.
(iii) For tractors fitted with a reduc-
tion gearbox, ensure that the
creep detent retainer is removed
from the transmission as the rail
is withdrawn, Figure 14.
8. Remove both the high range and low/
reverse range gate and fork as-
semblies from the transmission.
11
9. Slide the countershaft synchroniser
rail rearwards from the transmission,
using the following procedure:-
(i) Remove the countershaft syn-
chroniser gate and countershaft
synchroniser fork retaining
screws.
(ij) Ensure that the mainshaft syn-
chroniser rail is in 'neutral'. The
interlock plunger, located in the
cross drilling, Figure 13, will only
allow the countershaft syn-
chroniser to move when the
mainshaft synchroniser is in its
'neutral' position.
(iii) As the rail is withdrawn, it must
be rotated to move the locking
pin, located in the transmission
cross drilling, Figure 13, away
from the countershaft syn-
chroniser rail.
10. Remove the interlock bore plug along
with the spring and plunger.
11. Slide the mainshaft synchroniser rail
rearwards from the transmission,
using the following procedure:-
(i) Remove the retaining screws
from the mainshaft synchroniser
gate and fork.
(ii) Withdraw the mainshaft syn-
chroniser rail from the transmis-
sion and remove the mainshaft
synchroniser gate, the mainshaft
and countershaft fork as-
semblies from the transmission.
12. Using a pencil magnet, withdraw the
two interlock plungers and the inter-
lock pin from the transmission cross
drilling.
 PART 5-TRANSMISSION SYSTEMS

Figure 14
Gear Shift Mechanism
(With Creep Speeds)

1. High Range Gate and Fork Assembly 6. Countershaft Synchroniser Fork

2. Creeper/Low/Reverse Gate and Fork Assembly 7. Safety Start Switch
3. Countershaft Synchroniser Gate 8. Detent Ball
4. Mainshaft Synchroniser Gate 9. Detent Pin
5. Mainshaft Synchroniser Fork 10. Creeper Detent Retainer Assembly

INSPECTION AND REPAIR

1. Inspect the rails and forks for wear or 2. Examine the safety start switch for
damage and renew as necessary. damage and renew if necessary.

12
 CHAPTER 11

5. Insert the mainshaft synchroniser rail,

ensuring that the mainshaft gate is in
position.

6. With the mainshaft synchroniser rail

in 'neutral', insert the countershaft
synchroniser rail into the transmis-
sion housing, ensuring that the selec~
tor gate is in position.

7. Insert the high range selector rail pas-

sing through the high range selector
fork and gate assembly .
.Figure 15
Detent Plunger Installation
1. Detent Plunger, Spring and Ball (small)
2. Detent Plunger, Spring and Ball (large)
3. Transmission Interlock Plug NOTE: For tractors fitted with a reduction
gearbox, ensure that the creeper detent
retainer is installed in the correct position
on the high range rail, Figure 14.

8. Install the lowlreverse rail into the

RE-ASSEMBL Y rear of the transmission and pass the
rail through the low/reverse gate and
NOTE: Prior to re-assembly, coat all parts fork assembly and safety start switch,
with transmission oil, see 'Specifications', ensuring that the safety start locating
Section D. pin is engaged with the locating in-
dent in the high range rail.

1. Position the countershaft and main-

shaft synchroniser forks onto the
countershaft and mainshaft syn-
chronisers. NOTE: For tractors fitted with a reduction
gearbox, ensure that the detent ball spring
and pin are correctly installed as the creep/
2. Locate the lowlreverse range gate low/reverse rail is inserted.
and fork assembly on the lowlreverse
range sliding coupler.

3. Locate the high range gate and fork

assembly on the high range sliding 9. Install the retaining set screws into
coupler. the fork and gate assemblies, ensur-
ing that the set screws have located
with the corresponding detent in the
4. Install the two interlock plungers and rails. Tighten the retaining screws
the interlock pin into the transmission and locknuts to the correcttorque, see
cross drilling. 'Specifications', Section D.

13
 PART 5-TRANSMISSION SYSTEMS

10. Install the detent balls, springs and
plungers as shown in Figure 15.
NOTE: The high detent plunger pin is 0.97
in (24.6 mm) long, the remainder of the
pins are 1.26 in (32 mm) long.
11. Insert the locking pin spring and sec-
ure into position, using the interlock
bore plug. Tighten the plug to the cor-
rect torque, see 'Specifications', Sec-
tion D.

D. SPECIFICATIONS

TORQUE SPECIFICATIONS

COMPONENTS Ibf.ft Nm Mkg

Gear Shift Lever Pivot Pin Pinch Bolts 36 49 5.0

Gear Shift Selector Finger Clamp Bolts 32 44 4.5
Gear Shift Selector Arm Clamp Bolts 44 60 6.1
Gear Shift Mechanism Mounting 110 149 15.2
Assembly Bolts
Transmission Top Cover Bolts 49 66 6.8
Clutch Interlock Pivot Rod Pinch Bolts 32 44 4.5
Bell Crank Pin Retaining Nut 77 105 10.7
Fork and/or Gate Retaining Screws 23 31 3.2
and Locknuts
Transmission Interlock Plug 10 14 1.4
Safety Start Switch Assembly 27 37 3.7

TRANSMISSION LUBRICANTS

Fill with the correct grade, quantity and type of oil as specified in the relevant Ford
Tractor Operator's Manual.

14
 PART 5
TRANSMISSION SYSTEMS

Chapter 12
EIGHT SPEED NON-SYNCHROMESH
TRANSMISSIONS -
FORD 5610, 6610, 7610, AND 7710
WITH DE-LUXE CABS

Section Page
A. TRANSMISSION - DESCRIPTION AND OPERATION
B. GEAR SHIFT LEVERS AND LINKAGE - OVERHAUL 2
C. TRANSMISSION COVER OVERHAUL 4
D. SPECIFICATIONS 7

A. TRANSMISSION - DESCRIPTION AND OPERATION

Effective February 1986, Ford 5610,6610,

7610 and 7710 tractors with de-luxe cabs
have a revised floor mounted gear shift
mechanism with a non-synchromesh
transmission. The levers, Figure 1, located
on the right-hand side of the cab, select
eight forward speeds and two reverse
speeds.

Figure 1
De-luxe Cab Floor Mounted Gear Shift
The main gear shift lever is used to select
1. Main Gear Shift Lever
anyone of four forward speeds or one 2. Range Gear Shift Lever
reverse. 3. Floor Mounted Gate

1
 PART 5-TRANSMISSION SYSTEMS
The range gear shift lever is used to select
an overall high or low range with the
option on tractors installed with creeper
gears to obtain four additional forward
speeds and one reverse speed, when the
range lever is moved into the creep posi-
tion.
NOTE: A safety start switch prevents the
operation of the starting motor unless the
range gear shift lever is in its start position -
neutral (N). Additionally, an interlock between
the clutch pedal linkage and the transmission
top cover prevents the main gear shift lever
being moved into gear unless the clutch
pedal is fully depressed. The operation and
service repair of the clutch interlock is identi-
cal to that described in Part 5, Chapter 11.
B. GEAR SHIFT LEVERS AND LINKAGE - OVERHAUL
REMOVAL
1. Remove the cab or platform, see
'Safety Cabs and Platforms', Part 11.
2. Remove the rubber boot from around
the gear shift mechanism by releas-
ing the plastic straps and lifting the
boot over the selector levers.
3. Withdraw the clevis pin retainers and
remove the rod and clevis assembly
from the base of the main gearshift
selector shaft, .Figure 2.
4. Remove the pivot pinch bolt, Figure
2, from the lower end ofthe main gear
selector lever.
2
IMPORTANT: To prevent possible dam-
age by overspeeding transmission com-
ponents, always place both gear shift lev-
ers in neutral (N) before towing the tractor.
When overhauling the gear shift levers,
linkage and transmission top cover of the
side mounted non-synchromesh trans-
mission, reference should be made to this
chapter. The overhaul of front and rear
end components, internal gear selection
forks and rails, transmission case, main-
shaft and countershaft assemblies is
covered in Part 5, Chapter 2, and for the
overhaul of reduction gearboxes refer to
Part 5, Chapter 5.
5. Extract the main gear shift lever pivot
pin, where necessary using a suitable
soft metal drift. Remove the gear shift
lever.
6. Remove the range shift lever by
releasing the snapring and pulling the
selector lever from the shaft.
7. Release th~ pinch bolts on the gear
selector arms, Figure 2, and pull them
from the transmission top cover
selector rails.
8. Remove the keys from the selector
rails using a suitable soft metal drift.
9, Withdraw the four gear shift
mechanism bracket retaining bolts
and remove the assembly from the
side of the transmission top cover.
 CHAPTER 12

DISASSEMBLY

NOTE: As the shaft and fingers are

removed, re-assemble these items on the
bench and layout in sequence to aid cor-
rect re-assembly.

1. Remove the external snapring from

the selector lever pivot spindle then
withdraw the pivot from the mount-
ing bracket.

R-S-626
2. Remove the pinch bolts from the Figure 2
main gear shift selector shaft fingers Gear Shift Mechanism
and pull the fingers from each end. 1. Gear Shift Lever Pivot Pinch Bolt
2. Pivot Pin
3. Gear Shift Selector Finger
4. Rod and Clevis Assembly
5. Snapring
6. Range Gear Shift Lever
3. Withdraw the shaft from the mount- 7. Main Gear Shift Lever
ing bracket after removing the keys.

INSPECTION AND REPAIR RE-ASSEMBL Y

1. Inspect the mounting bracket assem- Re-assembly of the gear shift linkage fol-
bly and renew if broken or cracked. lows the disassembly procedure in
Inspect the bushes for excess wear or reverse. On re-assembly, observe the fol-
scoring and renew as necessary. lowing requirements:-

• Prior to re-assembly, coat the shaft,

pivot spindle and shaft and internal
2. Inspect the keyways in the shaft for
bores with transmission oil, see
wear. Minor burrs on the shaft should
'Specifications', Section D.
be removed using a fine abrasive;
ensure such parts are cleaned
thoroughly before re-assembly.
• Ensure the ends of the selector shaft
are level with or 0.010 in (0.25 mm)
below, the faces of the selector fin-
gers when replaced on the shaft.
3. Inspect the range pivot shaft for wear
and damage, if necessary renew by
removing the retaining pin and shaft • Tighten the clamp bolts to the correct
using suitable soft metal drifts. torque, see 'Specifications', Section D.

3
 PART 5-TRANSMISSION SYSTEMS

INSTALLATION • Tighten all bolts to the correct torque,

Prior to installation, coat the pivot pin and
the internal bores of the spindle pivot with
transmission oil, see 'Specifications', Sec-
tion D.
Installation of the gear shift linkage fol-
lows the removal procedure in reverse.
On installation, observe the following
requirements:-
see 'Specifications', Section D.
• On completion, ensure correct opera-
tion of the gear shift mechanism.
• With the De-Luxe Cab in position,
check both the clutch free play and
also the clutch interlock adjustment,
applying the procedures outlined in
Part 5, Chapter 11, Section B.

C. TRANSMISSION COVER - OVERHAUL

REMOVAL

~
..
1. Remove the gear shift levers and lin-
kage as previously described.

2. Remove the hydraulic feed pipe from

the top of the transmission by discon-
necting the pipe from the priority
valve pack and the engine mounted
hydraulic pump.

3. Disconnect the safety start switch wir-

ing harness from the main harness.

4. Disconnect the clutch interlock rod

and trunnion by withdrawing the split
R-5-612
.., pin from the interlock assembly,
Figure 3.
Figure 3
Clutch Interlock Linkage
5. Remove the transmission cover
1. Clutch Pedal Assembly retaining bolts and partially lift the
2. Bellcrank (Cab Mounted)
3. Interlock Pivot Rod Support
cover from the transmission casing.
4. Pivot Rod With the cover raised, disconnect the
5. Interlock Assembly wiring harness from the safety start
6. Rod and Trunnion Assembly switch.
7. Clutch Cross-Shaft and Lever
8. Rod and Clevis Assembly
9. Clutch Interlock Link 6. Remove the cover from the transmis-
10. Connecting Rod sion.

4
 CHAPTER 12

Figure 4 Figure 5
Main Selector Rail Detent Removal Transmission Top Cover - Disassembly
1. Safety Start Switch Harness 1. Selector Finger Stop Plate
2. Main Selector Rail Detent Retaining Bolt 2. Main Gear Shift Rail
3. Range Selector Rail 3. Range Gear Shift Rail
4. Main Selector Finger 4. Range Selector Finger
5. Main Selector Rail 5. Main Selector Finger
6. Retaining Pin 6. Interlock Pivot Rod Support
7. Interlock Assembly

DISASSEMBLY 5. Slide the high/low selector rail from

1. Extract the snapring and pull the
interlock assembly from its pivot
shaft, Figure 3.
2. Remove the interlock pivot rod sup-
port by extracting the retaining snap-
ring and clamp bolt and pulling the
support from the main selector rail.
3. Carefully remove the main selector
rail detent retaining bolt, Figure 4, and
extract the spring and ball using a
pencil magnet.
4. Withdraw the retaining bolts and
remove the selector finger stop plate,
Figure 5.
the transmission top cover using the
following procedure:-
(i) Release the snapring from the
high/low rail and remove the
finger clamp bolt.
(ii) Move the selector finger away
from the shoulder of the shaft
and extract the key using a suit-
able soft metal drift.
(iii) Withdraw the high/low selector
rail from the top cover, ensuring
that the selector finger is
removed from the top cover and
taking care not to damage the
transmission top cover oil seal.

5
 PART 5-TRANSMISSION SYSTEMS
6. Remove the main selector finger
clamp bolt and release the snapring,
moving the finger off the key.
7. Extract the key from the rail and with-
draw the rail from the top cover taking
care not to damage the transmission
top cover oil seals.
INSPECTION AND REPAIR
1. Wash the shift cover, fingers and rails
in a suitable solvent and dry with a
lint-free cloth.
2. Inspect the shift cover for cracks or
other damage. Inspect the seal
assemblies in the top cover for dam-
age or wear and renew if necessary.
3. Inspect the keyways in the rails for
wear or damage. Minor burrs on the
shaft should be removed using a fine
abrasive; ensure such parts are
thoroughly washed before re-assem-
bly.
4. Inspect the bushings in the transmis-
sion top cover for wear, if necessary
renew using a suitable soft metal
drift.
6
5. Inspect the interlock assembly pivot
shaft for signs of wear or damage, if
necessary, renew by extracting the
retaining pin and the pivot shaft using
a suitable soft metal drift.
RE-ASSEMBL Y
Re-assembly of the transmission top cover
follows the disassembly procedure in
reverse.
INSTALLATION
1. Install the cover onto the transmis-
sion using a new gasket. Ensure that
the gear selector fingers engage with
the gear shift gates and the locating
pin with the safety start switch.
2. Install the cover retaining bolts.
Tighten the retaining bolts to the cor-
rect torque, see 'Specifications', Sec-
tion D.
3. Ensure correct operation of the gear
shift mechanism and the clutch inter-
lock.
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER 12

D. SPECIFICATIONS

TORQUE SPECIFICATIONS

COMPONENTS Ibf.ft Nm Mkg

I
Gear Shift Lever Pivot Pin Pinch Bolts 36 49 5.0
Gear Shift Selector Finger Clamp Bolts 32 44 4.5
Gear Shift Selector Arm Clamp Bolts 44 60 6.1
Gear Shift Mechanism Mounting 110 149 15.2
Assembly Bolts
Transmission Top Cover Bolts 49 66 6.8
Clutch Interlock Pivot Rod Pinch Bolts 32 44 4.5
Main Selector Rail Detent Bolt 40 54 5.53
Finger Stop Plate 27 37 3.7

TRANSMISSION LUBRICANTS

Fi" with the correct grade, quantity and type of oil as specified in the relevant Ford
Tractor Operator's Manual.

7
 PARTS
TRANSMISSION SYSTEMS
Chapter 13
16 x 8 FULLY SYNCHRONISED TRANSMISSIONS
FORD 3230, 3430, 3930, 4130 and 4630
Section Page
A. 16 x a FULLY SYNCHRONISED TRANSMISSIONS
DESCRIPTION AND OPERATION 1
B. INTRODUCTION TO OVERHAULING THE TRANSMISSION 13
C. GEARSHIFT LEVERS - OVERHAUL 14
D. FRONT END OVERHAUL- 17
E. COMPLETE OVERHAUL 20
F. COMPONENT OVERHAUL 30
G. TROUBLE SHOOTING 40
H. SPECIFICATIONS, TORQUES and SPECIAL TOOLS 42

A. 16 x 8 FULLY SYNCHRONISED TRANSMISSIONS - DESCRIPTION AND

OPERATION

16 x 8 Transmission

The transmission, Figure 1 and Figure 2,

consists of an internal hydraulic pump, an oil
distributor a control valve assembly, an
a-speed transmission, a Dual Power assem-
bly , a P.T.O. drive from the engine, a trans-
mission case and cooler tubes.

The transmission case serves as an oil reser-

voir for the hydraulic clutch assemblies. Drive
is transmitted from the engine to the transmis-
sion by a conventional dry-plate clutch as-
sembly.

Engagement of the Dual Power is controlled

by a switch on the main shift lever (with cab) Figure 1
and on the instrument console (less cab). The 16 x 8 Synchronised Transmission (with cab)
switch is linked to a hydraulic solenoid control 1. Range Shaft 5. Neutral Start
2. Main Shift Shaft Switch
valve which directs oil from the hydraulic 3. Interlock Shaft 6. Forward/Reverse
pump to the Dual Power. 4. Inhibitor Switch Shaft

1
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

Figure 2 Figure 3
16 x 8 Synchronised Transmission (less cab) Transmission Shift Levers (with cab)
1. Main Shift Lever 4, Forward/Reverse 1. Shuttle Lever 3. Gearshift Lever
2. Inhibitor Switch Shaft 2. Range Lever 4. Dual Power Switch
3. Range Lever 5. Neutral Start Switch

Controls to be started only when the range lever is in

neutral.

The transmission shift levers are shown in

Figure 3 (with cab models) and Figure 4 • An inhibitor switch which ensures that Dual
(less cab models). The 'main' lever is used to Power is engaged when reverse is
select anyone of four forward or reverse ra- selected.
tios. the 'range' lever selects high (H) or low
(L) range which has the effect of doubling the
number of available ratios and the 'shutt/e'
lever selects forward or reverse travel.

Upwards and downward shifts are easily

made by reducing the engine speed, de-
pressing the clutch and moving the shift lever
to the desired gear. Range gear changes are
made in the same way.

Changing the direction of travel with the shut-

tle lever is accomplished in a similar fashion to
the other gear changes, but the tractor should
only be moving very slowly or stopped.

Two switches are incorporated in the trans-

mission top cover;-
Figure 4
Transmission Shift Levers (less cab)
1 Gearshift Lever
• A neutral start switch, wired in series within 2. Range Lever
the starting circuit. This allows the engine 3. Shuttle lever

2
-----------------------CHAPTER13-----------------------

H 2 4 R

F L 2 4

tiH
R
8x8-5
H 1 3
@

3R -13-6

Figure 5 Figure 6
Gearshift Pattern Oil Distributor
A = With Cab B = Less Cab 1. Control Valve 4. Bypass Valve and
2. Pump Gear Regulating Valve
3. Hydraulic Pump

The gearshift patterns are shown in Figure 5. TRANSMISSION HYDRAULIC PUMP

OIL DISTRIBUTOR The transmission hydraulic pump, Figure 6,

is located in the lower section of the oil dis-
tributor assembly and consists of a driven
gear, an inner and outer rotor, a pump plate
The oil distributor, Figure 6, consists of a and a pump body.
pressure regulating valve, a bypass valve, an
hydraulic pump and a series of oil galleries for
oil distribution.

The inner rotor of the pump is splined to the

lower P.T.O. shaft.
Pressurised oil from the pump enters the dis-
tributor and is directed to the pressure regu-
lating valve and bypass valve.

Oil is picked up from the sump via an internal

filter, through the inlet section of the pump by
The pressure regulating valve regulates oil to the action of the rotors, and is forced through
the control valve which, in turn directs the oil the outlet section of the pump plate to the oil
to the Dual Power and direct drive clutches. distributor.

3
- - - - - - - - PART 5 TRANSMISSION SYSTEM - - - - - - - -

lands reaches approximately 221.0 IbUin 2

(15.0 bar), the spring force acting on the valve
is overcome, causing the valve to move down.

o
® A pair of flats on the circumference of land 'e'

o causes the valve to move further down as

pump flow increases, which causes regulated
pressure to increase with engine speed.

3R-13-7
8ecause pressure to the solenoid control
Figure 7 valve is higher than is required to operate the
By-Pass and Regulating Valve Dual Power clutch, the bypass valve will func-
1. Regulating Valve 5. By-Pass Valve tion to limit the maximum pressure.
2. Regulating Valve Sleeve
3. Regulating Valve 6. By-Pass Valve Ball
4. By-Pass Valve 7. Return To Sump
Shims 8. To Control Valve

The bypass valve will open at approximately

148.0 Ibf./in2 (10.0 bar) to bypass oil back to
sump, thereby preventing excessive pres-
sure in the Dual Power. Oil leaking past land
'A' of the regulating valve also returns to
sump.
PRESSURE REGULATING VALVE AND
BYPASS VALVE

SOLENOID CONTROL VALVE

Oil from the hydraulic pump enters the pres-

sure regulating between lands '8' and 'e',
Figure 7. The area the lands being equal, the
The solenoid control valve is mounted on top
valve will not move, however, land '8' incorpo-
of the oil distributor assembly, Figure 6, and
rates a drilled passage that allows oil to enter
consists of a spool, a solenoid, a return spring
the valve bore between lands 'A' and '8'.
and a valve body.

The function of the solenoid valve is to direct

The area of land '8' is greater than land 'A', the pressure regulated oil to one of the two
therefore when the pressure between the clutch packs.

4
------------------------CHAPTER13------------------------

3R-13-8

1. External Transmission Input
Shaft
2. Internal Transmission Inpu,t Shaft
Figure 8
Clutch Assemblies
3. Dual Power Clutch Plates
4. Pistons
5. Direct-Drive Clutch Hub
6. Direct-Drive Clutch Plates
7. Clutch Housing
8. Dual Power Clutch Hub

Pressure regulated oil is constantly delivered With Dual Power engaged, power is delivered
to the spool. When direct drive is selected, a to the transmission external input shaft.
signal is sent to the solenoid control valve .
The solenoid is energised and moves the
spool across to align the direct drive clutch
pack oil gallery with the oil gallery from the HYDRAULIC CLUTCH ASSEMBLIES
pressure regulating valve.

The hydraulic clutch assemblies incorporate

With direct drive engaged, power is delivered
to the transmission internal input shaft.
a housing, a hub and a pack of fibre and steel
plates that are engaged through the action of
the direct drive or Dual Power pistons when
hydraulic pressure is applied. The steel plates
are splined on their outer edge and engage
with splines in the clutch housing.

When Dual Power is selected the signal is re-

moved from the solenoid and the spool re- The direct-drive clutch hub (front clutch pack),
turns under spring pressure to align the Dual Figure 8, is splined internally to the transmis-
Power clutch pack oil gallery with the oil gal- sion input shaft and externally to the fibre
lery from the pressure regulating valve. plates of the direct-drive clutch.

5
- - - - - - - - PART 5 TRANSMISSION SYSTEM - - - - - - - -

~~----0

3R-13-10

Figure 9
Transmission Assembly
1. Low Range Gear 7. Forward Gear 12. Direct-forward
2. Output Shaft 8. Forward/Reverse 13. 3rd Gear
3. Countershaft Synchroniser 14. 3rd/4th Synchroniser
4. 2nd Gear 9. Reverse Gear 15. 3rd/4th Gear
5. 1st/2nd Synchroniser 10. Reverse Idler 16. High Range Gear
6. 1st Gear 11 . Direct-reverse 17. High/Low Synchroniser

When hydraulic pressure is applied to the di- SYNCHRONISERS

rect-drive clutch, the piston is actuated, lock-
ing the steel plates to the fibre plates. Drive is
then transmitted from the engine to the main
clutch then to the hydraulic clutch housing
through the locked-up direct-drive clutch to
the internal input shaft of the transmission.
The synchronised transmission, Figure 9, in-
corporates four cone type synchronisers.
One between the 3rd and 4th gears one be-
tween the 1st and 2nd gears.one between
High and Low range gears and one between
forward and reverse gears. The four
synchronisers operate in an identical way.

The cone type synchroniser consists of a slid-

The Dual Power operates in the same way as
the direct drive but with the drive being trans-
mitted through the locked-up Dual Power
clutch (rear clutch pack) to the external input
shaft of the transmission.
ing sleeve splined to the shaft: Six balls and
springs are positioned in radial drillings in the
sliding sleeve so that the balls are pressed
into 'V' shaped recesses on the tangs of the
two outer cones. three per outer cone.

6
------------------------CHAPTER13------------------------

3R-13-11

Figure 10
1st/2nd, High//low and Forward/Reverse Synchroniser Assembly
1. Retainer 4. Outer Cone 7. long Pin
2. Inner Cone 5. Ball 8. Short Pin
3. Synchroniser Ring 6. Spring 9. Sliding Sleeve

The synchronisers are retained to their re- either side of the sliding sleeve and locate
spective gears by tangs, Figure 10, and through windows in the sleeve.
Figure 11. The outer cones are positioned

3R-13-12

Figure 11
3rd/4th Synchroniser Assembly
1. Retainer 4. Outer Cone 7. Pin
2. Inner Cone 5. Ball 8. Sliding Sleeve
3. Synchroniser Ring 6. Spring

7
- - - - - - - - PART 5 - TRANSM.ISSION SYSTEM - - - - - - - -

3R-13-13 ra
Figure 12
Synchroniser Operation
A =Disengaged 8 = Engaging C =Engaged
1. Gear 3. Synchroniser Ring Pins 5. Synchroniser Ring
2. Synchroniser Ring (Short) 6. Inner Cone
Locator 4. Inner Cone Pins (Long) 7. Outer Cone

Transmission gears are mounted on the shaft In the neutral position the sliding sleeve and
either side of the synchroniser assembly. outer cone are locked together by the balls
Splined to the gears are retainers which en- and springs positioned in the sleeve and
gage the synchroniser tangs to the gear. tangs of the outer cone.

The synchroniser rings are positioned be-

tween the two outer cones and two inner
cones The two inner cones are engaged to
the sliding sleeve by four (long) pins which lo-
cate within the cut-outs in the cones: Three
thicker (short) pins limit the travel of the sliding
sleeve in relation to the outer cone.
NOTE: The 3rd/4th synchroniser does not
have the four (long) pins.
The inner cone is engaged to the sliding
sleeve by the four (long) pins and rotates with
the sleeve and outer cone as an assembly.
The synchroniser ring, engaged to the gear
by the retainer, and the gear are free to rotate
on the countershaft.

The operation of the synchronisers is as fol- As the sliding sleeve is moved from neutral to-
lows:- wards the gear to be selected the outer cone
also moves and compresses the
synchroniser ring between the inner and
With reference to Figure 12, outer cones.

8
-----------------------CHAPTER13-----------------------

Further shift pressure causes the

synchroniser ring and the inner and outer
cones to rotate at the same speed. The
synchroniser ring and gear, now rotating in
synchronisation with the sleeve permits the
chamfered teeth on the internal circumfer-
ence of the sleeve to engage the teeth on the
gear.

Further shift pressure causes the outer cone

to depress the balls and springs in the sliding
sleeve and allow the sleeve to fully engage
the gear.

Figure 13
Oil Cooler Assembly
1. Oil Cooler 5. Oil Strainer
2. Lubrication 6. Oil Pump
3. By-pass Valve 7. Regulating Valve
OIL FLOW 4. Solenoid Valve

Transmission oil flows from the distributor to

the solenoid valve as previously described, it
then flows through pipework to the oil cooler bypass valve in the distributor housing will
at the front of the vehicle and from there back open allowing oil to return to sump.
to the transmission.

OIL COOLER
POWER FLOWS

The transmission cooling system, Figure 13,

consists of a strainer, a cooling unit, tubes and
fittings.
The lubrication passages being smaller than
the return tube will act as an orifice and cause
a pressure build-up. When the pressure
reaches approx. 148.0 Ibf./in2 (10.0 bar), the
Power for all forward and reverse gears is
transmitted through the dual clutch assembly
to one of two transmission input shafts, see
Figure 14. The outer shaft transmits Dual
Power to the forward/reverse synchroniser,
while the inner shaft transmits ·direct-drive for
forward only. Figure 14, Figure 15 and
Figure 16 illustrate the power flows.

9
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - -_ _ _ __

A 8

Figure 14
Power Flows In Dual Power - Forward
A:= Low B = High

10
------------------------CHAPTER13----------------________

A B

Figure 15
Power Flows In Direct Drive - Forward
A = Low B = High

11
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

A 8

4 4

ra

Figure 16
Power Flows In Dual Power - Reverse
A Low B = High

12
------------------------CHAPTER13------------------------

B. INTRODUCTION TO OVERHAULING THE TRANSMISSION

GENERAL • Complete Clutch Assembly

The arrangement of the procedures in this

• P.T.O. Input Gears
chapter permit the servicing of the 16 x 8
transmission with the minimum disassembly.
GROUP 3
Assemblies Serviced With Transmission
The procedures are separated into four Removed from Tractor:
groups as detailed below, and list the Complete Overhaul:
components that can be serviced. Refer To Section E

• Gearshift Mechanism
In the case of Group 3, it will be necessary to
follow the procedures in the preceding groups
to completely disassemble the transmission. • Output Shaft Bearing Retainer And Oil
Seal

The fourth group covers detailed service

procedures for the inspection and repair of • Output Shaft And Countershaft Gear
sub-assemblies. Trouble shooting, Assemblies
specifications and special tools are detailed at
the end of this Chapter.
• Countershaft Pre-load

GROUP 1
Assemblies Serviced With Transmission • Output Shaft Pre-load
Installed: Refer To Section C.
• Synchronisers
• Gearshift Lever
GROUP 4
Component Inspection And Repair
• Neutral Start Switch
(Sub-assembly Overhaul):
Refer To Section F
• Pump Strainer
When serviCing the transmission always work
in clean surroundings and with clean tools.
• Inhibitor Switch Thoroughly clean the transmission case to
prevent entry of dirt. Use lint-free cloths when
• Solenoid Control Valve wiping parts or your hands. Lay cleaned parts
out on clean paper so a thorough inspection
can be made.
GROUP 2
Assemblies Serviced With Transmission
Removed from Tractor: When installing the transmission
Front End Overhaul: components, do not use force. If the parts do
Refer To Section 0 not assemble freely, examine them for the
cause of the difficulty, and coat them with a
• Transmission Hydraulic Pump And Oil film of clean petroleum jelly or transmission oil
Distributor to facilitate assembly. Lubricate all shafts,
bearings, oil seals and gears with a film of
clean transmission oil before installing them
• Front Input Shaft And Clutch Housing into the transmission.

13
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

c. GEARSHIFT LEVERS - OVERHAUL

Figure 17 Figure 18
Shuttle Lever Removal Main and Range Gearshift Lever Removal
(Less Cab) (Less Cab)
1. Shuttle Lever 4. Yoke 1. Main Gearshift 3. Cap
2. Securing Pin 5. Key Lever 4. Support
3. Clamp Bolt 2. Retaining Ring 5. Spring

SHUTTLE LEVER (Less Cab Models) Disassembly

Removal (Figure 17)

1. Remove the retaining ring, spring and
1. Remove the securing pin from the lever cap.
and yoke, and remove the lever.

2. Withdraw the lever from the support.

2. Remove the clamp bolt from the yoke and
remove the yoke.

3. Remove the '0' ring seal from the lever.

Assembly

Assembly of the shuttle lever is the removal Assembly

procedure in reverse.

Assembly is the disassembly procedure in

GEARSHIFT LEVERS (Less Cab Models)
reverse.

Removal (Figure 18)

Installation
1. Remove the three securing bolts from the
main and range gearshift lever supports.
1. Install the lever assembly and secure with
the retaining bolts to the transmission top
2. Lift the gearshift levers from the cover. Apply thread sealant to the bolts
transmission. prior to installation.

14
------------------------CHAPTER13------------------------

Figure 19 Figure 20
Transmission Access Plate Removal Neutral Start Switch Removal
1. Floor Mat 3. Access Plate 1. Top Cover 2. Neutral Start Switch
2. Access Plate 4. Steering Console
Securing Bolts

GEARSHIFT LEVERS (Cab Models) 3. Remove the complete assembly.

Assembly
Removal
Main and Range Levers
Assembly of the levers is the removal
procedure in reverse.
1. Pull back the cover at the transmission top
cover to expose the gear linkage.
Shuttle Lever Cable Adjustment

2. Release the securing bolts from the ends 1. Position the shuttle operating lever and
of the lever mechanism and pull-off of the transmission lever in the neutral position.
shafts.

2. Adjust the cable to allow the clevis pin to

3. Remove the knobs from the top of the be inserted through the transmission
levers. lever and clevis.

4. Pull the levers downwards through the NEUTRAL START SWITCH

·floor.

Shuttle Lever Removal

1. Remove the small section of cab floor mat

1. Remove the three bolts securing the lever and transmission access plate,
assembly to the console. Figure 19.

2. Release the cable clamp on the side of the 2. Remove the switch from the transmission
transmission and the clevis from the top cover, Figure 20, and the switch
transmission lever. plunger from the transmission housing.

15
- - - - - - - - PART 5
8x8-17
Figure 21
Neutral Start Switch Test
1. Switch 3. Battery
2. Bulb
Inspection
1. Inspect the conical ends of the switch
plunger for nicks or burrs. If either of these
exist and cannot be removed by polishing,
install a new plunger.
2. Check the neutral start switch for
operation by connecting to a suitable
lamp and battery as shown in Figure 21.
3. Operate the switch by depressing the
button then releasing. The lamp should
illuminate with the button depressed and
extinguish with it released. If the switch is
faulty, install a new switch.
Installation
1. Install the switch plunger in
transmission housing.
2. Fit a new '0' ring seal to the neutral start
switch and install in the transmission top
cover. Tighten to the specified torque, -
see "Section H - Specifications".
TRANSMISSION SYSTEM - - - - - - - -
Figure 22
Interlock Assembly
1. Snap Ring 3. Cotter Pins
2. Pinch Bolts 4. Snap Ring
3. Replace the access plate and floor mat.
CLUTCH INTERLOCK (Figure 22)
1. Remove the pinch bolts retaining the
interlock levers.
2. Remove the cotter pins, and withdraw the
separate parts of the interlock assembly,
Inspection
1. Inspect all the parts of the interlock
assembly for damage or wear and replace
as necessary.
Installation
1. Install the interlock assembly in the
reverse sequence of the removal.
the
2. Ensure that the clutch pedal free play is
26 - 41 mm (1.0 - 1.6 in.). Adjust at the
lower end of the cable if necessary.
3. Ensure the main gearshift lever is in
neutral.
16
------------------------CHAPTER13------------------------

With reference to Figure 22. 6. Adjust clevis 'D' so that the interlock
assembly 'C' is moved forward 0.5 - 1.0
mm (0.02 - 0.04 in).

4. Push rod and clevis 'A' rearwards to fully 7. Connect clevis 'D' to shank 'F' with pin 'E'
engage the rod 'B' with the interlock and secure with the cotter pin.
assembly 'C'.

8. Tighten clevis 'D' locknut.

5. Adjust lever '0' until clevis pin aligns 9. Ensure clutch interlock operates
with hole in shank 'F'. correctly.

D. FRONT END OVERHAUL· ASSEMBLIES SERVICED WITH TRANSMISSION

REMOVED FROM TRACTOR

TRANSMISSION HYDRAULIC PUMP AND 2. Disconnect the wiring harness from the
OIL DISTRIBUTOR HOUSING. solenoid valve and remove from
transmission case.

3. Remove the solenoid valve securing bolts

1. Disconnect the oil cooler feed and return
pipes and elbows at the transmission
case, Figure 23. Disconnect the feed and
return pipes at the oil distributor housing
and remove the pipes from the
transmission case.
and remove the solenoid valve from the
distributor housing.
Refer to Section E for the disassembly of
the solenoid valve assembly.
4. Remove the release hub support
retaining bolts. Obtain two M8 jacking

Figure 23 Figure 24
Oil Cooler Pipework Release Hub Support Removal
1. Solenoid Valve 4. Bypass Valve 1. Jacking Bolts
2. Feed Pipe 6. Distributor
3. Return Pipe Housing

17
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -
Figure 25
P.T.O. Shaft Removal
1. P.T.O. Shaft 2. Snap Ring
bolts.approximately 30mm (1.25 in)
long.screw the bolts into the support as
shown in Figure 24 then continue to
tighten until the support is freed from the
front case. Lift the support from the front
case and remove the jacking bolts.
5. Remove the front cover retaining bolts.
Screw the jacking bolts same as before
and lift the front cover from the distributor
housing.
6. Remove the snap-ring, Figure 25, then
pull the PTa shaft from the rear cover.
7. Remove the distributor housing retaining
bolts. Lift the distributor housing from
transmission with above jacking bolts.
NOTE: The distributor housing is heavy,
care should be taken when removing it.
18
Figure 26
Front Input Shaft Removal
1. Clutch Assembly 3. Front Input Shaft
2. Snap Ring
Refer to Section E for the disassembly of
the distributor housing and hydraulic
pump.
FRONT INPUT SHAFT AND CLUTCH
HOUSING
1. Remove the front input shaft and bearing
assembly from the clutch housing by
removing the snap-ring, Figure 26.
2. Pull the clutch hub along with the thrust
washer from the rear input shaft
Figure 26 then remove the clutch plates.
The front clutch has six steel and four
paper plates. All the plates are "flat".
The friction plates are 0.096 in. (2.44 mm)
thick and the steel plates 0.063 and 0.069
in. (1.6 and 1.75 mm) thick.
------------------------CHAPTER13------------------------

Figure 27 Figure 28
Clutch Housing Removal Idler Input Gear Removal
1. Clutch Plate 3. Clutch Hub 1. Thrust Washer 2. Idler Input Gear
2. Snap Ring

3. Remove the snap-ring Figure 27 then while exercIsing care to prevent

pull the clutch housing from the rear input damaging the roller bearings Make sure
shaft. the spacer is installed on the rear input
shaft.

4. Remove the idler input gear thrust washer

needle bearings and collar from the rear 3. Retain the clutch on the shaft by installing
input shaft Figure 28. the appropriate snap-ring Figure 27.

5. Refer to Section E for disassembly of the
rear clutch.
NOTE: Before remove the idler input
gear. the shuttle shift fork should be free.
4. Place the clutch hub and thrust washers
Figure 26 on the rear input shaft then
install the eight clutch plates.one by
one.starting with a steel plate then a
paper plate and install two steel plates
last.

ASSEMBLY
5. Coat the sealing rings on the front of the
FRONT INPUT SHAFT AND CLUTCH
HOUSING
1. Assemble the rear clutch as described in
Section E
2. Pull the clutch hub along with the thrust
washer. Install the partially assembled
clutch housing over the rear input shaft
rear input shaft with petroleum jelly to hold
them in position Then carefully install the
front input shaft. Figure 26 .Secure the
shaft to the clutch housing with the
snap-ring.
IMPORTANT: Do not force the front input
shaft over the rear input shaft, Figure 15. If
difficulty is experienced, one of the
sealing rings could have dropped out of
position.

19
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

3. Install the oil distributor housing onto the

transmission casing, Figure 29 .and
secure with the retaining bolts - Exercise
care when installing the oil distributor to
prevent the sealing rings on the front input
shaft from being damaged or dislodged.
Tighten the retaining bolts to the specified
torque see.Specifications Section H.

4. Assemble the solenoid valve assembly as

described in Section E.

3R-13-23 5. Install a new solenoid valve gasket to the

Figure 29 distributor housing. Install the solenoid
Distributor Housing Removal valve onto the oil distributor housing and
1. Distributor Housing secure with the retaining bolts.Tighten the
retaining bolts to the specified. see
Specifications - Section H.

6. Prior to installing the oil cooler feed and

TRANSMISSION HYDRAULIC PUMP AND return elbows apply thread sealant to the
OIL DISTRIBUTOR HOUSING threads. Install the elbows to the
transmission casing.

1. Assemble the oil distributor as described

in Section E . 7. Install the oil cooler feed and return pipes
and tighten to the specified torque. see
Specifications - Section H.

2. Apply gasket sealant to the portion of the

new gasket between the lower two bolt 8. Thread the wiring harness through the
holes then install the gasket to the transmission casing and connect to the
transmission casing. solenoid valve.

E. COMPLETE OVERHAUL

ASSEMBLIES SERVICED WITH THE the gearshift mechanism and the output
TRANSMISSION REMOVED FROM THE shaft bearing retainer and oil seal by
TRACTOR separating the transmission from the rear
axle, it is recommended that these items
are serviced with the transmission
NOTE: Although it is possible to service removed from the tractor.

20
-------------------------CHAPTER13-------------------------

3R-13-25

Figure 30 Figure 31
Detent Location Gate and Selector Removal
1. Plunger 4. Ball 1 1st/2nd Gate 4. Range Gate
2. Interlock Detent 5. Spring 2. 3rd/4th Gate 5. Shuttle Fork
3. Inhibitor Switch 6. Neutral Start Switch 3. Range Fork 6. 3rd/4th Fork
Plunger Plunger

• Output Shaft and Countershaft Gear 2. Ensure the gearshift lever is in neutral and
Assembly. remove the cover plate retaining bolts
then remove the cover plate and gasket.

• Cou ntershaft Pre-load.

3. Remove the detents, springs and balls

• Rear Cover
from the bores in the top of the
transmission case, Figure 30. If the balls
• Output Shaft Pre-Load. will not lift out with a magnet, they may be
removed after the shift rails have been
removed trom the transmission case.
• Gearshift Components

COMPONENT REMOVAL 4. Using a suitable pin punch, remove the

spring pins retaining the 1st/2nd gearshift
1. Remove the transmission hydraulic pump gate and the gearshift fork lever,
and oil distributor as described in Section Figure 31.
B.

2. Remove the front input shaft and clutch

5. Remove the gearshift rail plugs from the
housing as described in Section B.
rear end of the transmission case.then
extract the gearshift rail rearwards
GEARSHIFT COMPONENTS retrieving the gearshift gate and fork lever
as the rail is removed from the
1. Remove the dipstick from the gearshift transmission case. Note the position of
cover plate. the the selectors on the rails.

21
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

9. Remove the gearshift rail plugs from the

rear end of the transmission case. Then
extract the gearshift rail rearwards,
retrieving the gearshift gate and fork as
the rail is removed from the transmission
case. If the detent ball was not previously
removed, exercise care to prevent the ball
from falling into the transmission. Note the
position of the the selectors on the rails.

10. Using a suitable pin punch remove the

spring pin retaining the shuttle gear shift
Figure 32 fork lever, then extract the gearshift rail
1st/2nd Rail Removal rearwards, retrieving the gearshift fork as
1. Interlock Bolt the rail is removed from the transmission
case.

11. Extract the interlock detent, Figure 30

which is positioned between the 1stl2nd
6. Using a suitable pin punch remove the and 3rd/4th gearshift rails.
spring pins retaining the 3rd/4th gearshift
gate and gearshift fork.

12. Remove the gearshift rail interlock bolt

7. Extract the gearshift rail by sliding the rail
rearwards retrieving the gearshift gate
and fork as the rail is removed from the
transmission case. If the detent ball was
not previously removed, exercise care to
prevent the ball from falling into the
transmission. Note the position of the the
selectors on the rails.
from the right-hand side of the
transmission case, then extract the
1st/2nd gearshift fork and shuttle
gearshift fork rail rearwards, retrieving the
gearshift fork as the rail is removed from
the transmission case, Figure 32. Note
the position of the the selectors on the
rails.

NOTE: Leave the gearshift fork in the

8. Using a suitable pin punch remove the transmission. The gearshift fork is
spring pins retaining the range gearshift removed after the output shaft or input
gate and gearshift fork. idler gear is removed.

22
-------------------------CHAPTER13-------------------------

Figure 33 Figure 34
Output Shaft Gear Backlash Check Rear Cover Removal
1. Jacking Bolts

OUTPUT SHAFT AND COUNTERSHAFT

REAR COVER PLATE GEAR ASSEMBLIES

1. Release the cord retaining the output

shaft and countershaft assemblies
1. If transmission gear wear is suspected together then lift the output shaft
then prior to removing the rear cover and assembly rearwards from the
output shaft bearing retainer check the transmission case as shown in
gear backlash. Position a dial indicator Figure 35.
gauge on the transmission casing as
shown in Figure 33 and measure the
backlash on output shaft gears.

2. Prior to removing the rear cover and

output shaft bearing retainer tie the output
shaft and countershaft together with a
suitable length of cord.

3. Remove the rear cover retaining bolts

then screw two jacking bolts into the rear
cover as shown in Figure 34. Tighten the
two jacking bolts equally until the rear
cover is free of the transmission case.
Figure 35
Remove the two jacking bolts and remove Output Shaft Removal
the rear cover assembly. 1. Rear Input Shaft 2. Output Shaft

23
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

3R-13-31 --~

Figure 36 Figure 37
Reverse Idler Removal Reverse Idler Removal
1. Reverse Idler Shaft Retaining Bolt 1. Snap Ring

2. Remove the rear input shaft assembly INSTALLATION

from the transmission case through the
gearshift cover plate aperture. COUNTERSHAFT PRE-LOAD

1. If any of the following parts have been

renewed then it will be necessary to check
the countershaft pre-load.
3. Lift the countershaft assembly and
remove from the rear end of the
transmission case. • Taper roller bearings

• Countershaft

4. Remove the reverse gear idler shaft

• Thrust washers
retaining bolt from the left.hand side of the
transmission case, Figure 36.
The pre-load is checked with all
components removed from the
transmission case except the
countershaft. To determine the shims
5. Release the two front snap rings from the
required to give the specified pre-load, see
reverse gear idler shaft, Figure 37 .and
Specifications.- Section H, as follows.
slide the shaft rearwards from the
transmission case retrieving the gear.
bearing and snap rings as the shaft is 2. Assemble the countershaft and gear
removed. assembly as described in Section E.

3. Install the assembled countershaft and

gear assembly through the rear of the
6. Refer to Section E for disassembly of the transmission case and position in such a
output shaft and countershaft gear way that the rear bearing just protrudes
assemblies. from the rear of the case.

24
-----------------------CHAPTER13-----------------------

Figure 38 Figure 39
Countershaft Pre-Load Countershaft Pre-Load
1. Rear Cover 3. Bearing Cap 1. Pull Scale 3. Countershaft
2. Countershaft 2. Cord

4. Ensure the countershaft bearing cap
attaching bolts are tightened to the
specified torque. see Specifications
-Section H.
5. Position the rear cover to the transmission
case while lifting the countershaft,
Figure 38.
6. Secure the rear cover to the transmission
case and tighten the retaining bolts to the
specified torque, see Specifications
Section H.
Add or delete shims as required and
repeat the procedure.
10. When the pre-load check is complete
remove the rear cover.
OUTPUT SHAFT PRE-LOAD
1. The pre-load on output shaft must be
checked if any of the following
components have been renewed.
• Taper roller bearings

7. Rotate the countershaft assembly until

• Output shaft
the bearings run smoothly.

• Thrust Washers
8. Using a suitable length of cord and a
pull-scale wrap the cord around the
countershaft just ahead of the helical • Rear input shaft.
gear, Figure 39. Ensure that the cord
does not overlap.
The pre-load must be checked with all
components removed from the
9. If the pull required to rotate the transmission case except for the output
countershaft is outside the specified shaft and rear input shaft. It will be
limits, see Specifications - Section H, necessary therefore to remove the
remove the rear cover and bearing cap. countershaft if previously installed.

25
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

Figure 40 Figure 41
Output Shaft Pre-Load Output Shaft Pre-Load
1, Rear Output Shaft 3, Bearing Cap 1, Pull Scale 3, Cord
2, Rear Cover 2, Output Shaft

2, Assemble the output shaft and gear 8. Wrap a suitable length of cord around the
assembly as described in Section E. output shaft splines. Ensure that the cord
does not overlap. Attach a pull-scale to
the cord and measure the pull required to
3. Install the rear input shaft into the rotate the output shaft, Figure 41.
transmission case and rest across the
transmission case inner wall. 9. If the pull required to rotate the output
shaft is outside the specified limits, see
Specifications Section H, remove the rear
4. Install the output shaft into the
transmission case from the rear end and
mate up with the rear input shaft.
Temporarily support the output shaft with
a suitable wooden block.

5. Install the rear cover plate to the

transmission case while removing the
wooden block from the casing. Install and
tighten the cover retaining bolts to the
specified torque, see Specifications
Section H, Figure 40.

6. Ensure that the output shaft bearing cap

retaining bolts are tightened to the
specified torque, see Specifications
3R-13-36 fa
Section H.
Figure 42
Reverse Idler Assembly
1, Shaft 4, Snap Ring
7. Rotate the output shaft several times to 2. Bearings 5. Reverse Idler
ensure the bearings are seated correctly. 3. Snap Ring 6, Snap Ring

26
------------------------CHAPTER13------------------------
3R-13-37
Figure 43
Transmission Positioned On Clutch Housing
Face
1. Lifting Harness
bearing cap and cover assembly. Add or
delete shims as required and repeat the
pre-load procedure.
10. When the pre-load check is correct,
remove the rear cover assembly. the
output shaft assembly and the rear input
shaft from the transmission case.
OUTPUT SHAFT COUNTERSHAFT AND
REAR COVER ASSEMBLIES
1. Install the reverse gear idler shaft into the
transmission casing and assemble the
component parts for the assembly in the
following sequence with reference to
Figure 42.
• Snap ring
ra 3R-13-38 ra
Figure 44
Counter Shaft Installation
1. Counter Shaft
• Reverse idler gear and two ball bearings
• Snap ring
• Snap ring
2. Install the reverse idler shaft retaining bolt
into the transmission case ensuring the
bolt aligns with the shaft. Tighten the bolt
to the specified torque, see Specifications
Section H.
3. Stand the transmission upright on the
clutch housing face, Figure' 43.
4. Install the countershaft and gear
assembly into the transmission case from
the rear end so that the front end taper
roller bearing rests in the bearing cup,
Figure 44.
27
----------------PART5 TRANSMISSION SYSTEM - - - - - - - -

Figure 45 Figure 46
1stl2nd Gearshift Rail Installation Output Shaft Installation
1 1stl2nd Gearshift 2. Dummy Shaft 1. Rear Input Shaft 2. Output Shaft
Fork

5. Insert a detent retainer, (see Special shaft until the output shaft taper roller
Tools, Section H) into the 1stlf2nd and bearing contacts the respective bearing
shuttle gearshift forks, Figure 45, and cap.
position onto the synchroniser
assemblies. Insert the 1st/2nd gearshift
NOTE: After installing the countershaft
rail into the transmission case from the
and gears, push the 1st/2nd rail through
rear end of the transmission. Slide the rail
the 1st/2nd and shuttle fork, retrieving the
through the 1st/2nd gearshift fork,
detent retainer, and then install the
continue sliding the rail until it is in
interlock bolt.
approximately halfway of its length.

6. Install the rear input shaft into the

transmission case and rest across the
transmission case inner wall.

7. Install the output shaft and gear assembly

into the transmission case from the rear
end and position onto the countershaft
and gear assembly just behind the rear
input shaft, Figure 46.

8. Engage the rear input shaft with the

output shaft and gear assembly. then
engage with the countershaft and gear
assembly so that the taper roller bearings
rest in the respective bearing cup.

Figure 47
9. Apply gasket sealant to the rear cover Rear Cover Installation
face and then position the cover over the 1. Securing Bolts

28
-------------------------CHAPTER13-------------------------
Figure 48
Gearshift Fork And Gate Assembly - With Cab
1. Gearshift Rails 4. 3rd/4th Fork
2. Range Fork 5. 1st/2nd Gate
3. Range Gate 6. 3rd/4th Gate
10. Insert a suitable rod into the countershaft
and lift the countershaft while positioning
the rear cover plate onto the transmission
case.
3. Insert the 3rd/4th gearshift rail into the
11. Secure the rear cover plate assembly to
the transmission case with the retaining
bolts, Figure 47. Tighten the retaining
bolts to the specified torque see
Specifications - Section H.
12. Rotate the gear train to ensure all gears
turn smoothly.
13. Turn the transmission back onto its base.
GEARSHIFT COMPONENTS
1. Install the 1st/2nd gearshift fork lever and
3rd/4th gearshift forks into the respective
synchroniser assemblies, Figure 48.
2. Insert the 1stl2nd gearshift rail into the
transmission case from the rear end of the
transmission. Slide the rail through the
1st/2nd gearshift fork lever until it is in
29
Figure 49
Gearshift Fork And Gate Assembly - Less Cab
1. Gearshift Rails 4. 1st/2nd Gate
2. Range Gate 5. 1stl2nd Fork
3. 3rd/4th Gate
approximately the neutral position,
Figure 48.
transmission case from the rear end of the
transmission. Slide the rail through the
3rd/4th gearshift gate then install the
3rd/4th gearshift fork onto the rail
continue sliding the rail until it is in
approximately the neutral position. Insert
the range gearshift rail into the
transmission case from the rear end of the
transmission.
Slide the rail through the range gearshift
fork then install the range gearshift gate
onto the rail continue sliding the rail until it
is in approximately the neutral position,
Figure 48 and Figure 49.
NOTE: If difficulty is experienced sliding
the 3rd/4th gearshift rail into the neutral
position, ensure that the 1st/2nd gearshift
rail is positioned in the neutral and that the
interlock detent is correctly positioned to
the 1st/2nd gearshift rail. The interlock
detent will prevent the 3rd/4th gearshift
rail from entering the transmission case if
the 1st/2nd gearshift rail is not in neutral.
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

NOTE: Before the shuttle gearshift fork is

assembled completely, the idler input
gear should be installed.

5. Align the spring pin holes in the gearshift

gate forks, fork lever and rails then drive
the spring pins into the holes.

Figure 50 6. Insert the neutral start switch and inhibitor

Detent Locations switch plungers into their respective
1. Plunger 4. Ball
2. Interlock Detent 5. Spring bores. Figure 50 .Insert the gearshift rail
3. Inhibitor Switch 6. Neutral Start Switch balls springs and detents in to their
Plunger Plunger
respective bores. Figure 50.

4. Insert the shuttle gearshift rail into the

transmission case from the rear end of the
transmission. Slide the rail through the
shuttle gearshift fork or fork lever until it is
in position.
7. Install the four blind covers into the
gearshift rail bores at the rear end of the
transmission case cover plate.

F. COMPONENT OVERHAUL

• Transmission Hydraulic Pump and Oil • Reverse Idler Gear Assembly

Distributor Assembly

• Rear Input Shaft

• Solenoid Valve
• Output Shaft and Gear Assembly

• Front input Shaft and Hydraulic Clutch • Countershaft and Gear Assembly

30
------------------------CHAPTER13------------------------

3R-13-46

Figure 51 Figure 52
Removing Oil Distributor Assembly Hydraulic Pump Drive Gea
1. Distributor Housing 2. Jacking Bolt 1. Front Cover 2. Oil Pump Drive Gear

TRANSMISSION HYDRAULIC PUMP AND 3. Remove the hydraulic pump retaining

OIL DISTRIBUTOR ASSEMBLY bolts and lift the pump assembly from the
distributor housing, r=igure 53.

DISASSEMBL Y

1. Install the two jacking bolts previously

used to remove the oil distributor assem-
bly from 1he transmission case. into the
bolt holes, Figure 51. Tighten the two
bolts equally until the front cover is re-
leased from 1he housing. Remove the
two bolts.

2. Strike the front cover plate with a suitable Figure 53

soft faced mallet to release the hydraulic Oil Pump Assembly
pump drive gear from the housing. Figure 1. Pump Body 4. Distributor Housing
2. Outer Rotor 5. Inner Rotor
Figure 52. 3. Pump Cover

31
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

2. inspect the hydraulic pump drive gear and

the bearings either side of the gear for
wear or damage.

3. inspect the PTO shaft front spline for wear

or damage.

~. ®
I~ 4. inspect the release hub support seal for
damage. Do not remove the oil seal un-
~ less the seal is damaged. If damaged. re-

~
move the seal from the support.
ret
Figure 54
Bypass and Regulating Valve Assembly 5. inspect the 16 gear shaft and bearing for
1. Plug 7. '0' Ring wear or damage.
2. Spool 8. Shim
3. Spring 9. Spring
4. '0' Ring 10. Ball
5. Plug (Reg. Valve) 11 Valve Seat
6. Plug (Bypass Valve) 12. Distributor Housing
6. Disassemble the hydraulic pump.if not al-
ready disassembled.and inspect the inner
and outer rotors for scratching and scor-
ing or excessive wear.
4. Remove the by-pass valve plug and ex-
tract the shim spring ball and valve seat,
Figure 54.
7. inspect the by-pass valve seat and ball
for scratches and pitting. If scratch marks
cannot be removed by polishing, install
new parts during assembly check the
5. Remove the regulating valve plug and ex- spring and if suspect measure the spring,
tract the spring, shim and spool. see Specifications Section H.

6. Remove the '0' ring seals from the valve 8. inspect the regulating valve spool for ex-
plugs and discard. Install new '0' rings on cess wear, grooves or scratches that may
assembly. cause the spool to malfunction. If scratch
marks cannot be removed by polishing,
Install new parts during assembly. Check
the spring and if suspect measure spring
INSPECTION
dimensions, see Specifications Section
H.

1. Thoroughly clean all the transmission hy-

draulic pump and oil distributor compo-
nents with a suitable solvent and allow to 9. inspect the oil distributor housing for
dry. Use compressed air to clean the oil cracks and check the valve bores for wear
passages in the distributor housing. or scoring.

32
------------------------CHAPTER13------------------------
3R-13-49
Figure 55
Release Hub Assembly
1. Release Hub Support 2. 16 Gear Shaft
ASSEMBLY
1. Install he regulating valve spool, shim and
spring into the respective bore and retain
in position with the plug. Tighten the plug
to e specified torque, see Specifications
Section H.
2. Install the by-pass valve seal, ball, spring
and slide into the respective bore and re-
tain with the plug. Tighten the plug to the
specified torque, see Specifications Sec-
tion H.
3. Assemble the transmission hydraulic
pump components as shown in
33
Figure 54. Install the pump onto the dis-
tributor housing and secure with the re-
taining bolts. Tighten the bolts to the
specified torque, see Specifications Sec-
tion H.
4. Locate the 16 gear shaft onto the release
hub support, Figure 55.
5. If it was necessary to remove the oil seal
from the release hub support. Install a
new seal.
6. Install the hydraulic pump drive gear and
bearings to the front cover, the assembly
is a push fit.
7. Assemble the front cover plate to the oil
distributor housing and secure with the re-
taining bolts. Tighten the retaining bolts to
the specified torque.
DISASSEMBL Y
1. Normally it is not necessary to remove the
ball bearing from the front input shaft. If
the ball bearing is worn or damaged it can
be removed.
2. Unlock the sealing rings by squeezing
them together, then remove them from
the shaft.
- - - - - - - - PART 5 TRANSMISSION SYSTEM - - - - - - - -

3R-13-50 ra
Figure 56
Dual Power Clutch Assembly
1. Clutch Hub 5. Spring Retainer 8. Spring
2. Snap Ring 6. Housing 9. Snap Ring
3. Friction Plates (5) 7. Piston 10. Steel Plates (5+ 1)
4. Thrust Washer

3. If not previously removed, pull the bear-
ings and spacer from the rear clutch hub
(reverse idler input), Figure 56 and re-
move the gear from the clutch plates in the
housing. Remove the thrust washer.
7. Remove the piston (one in each end of the
clutch housing) by directing compressed
air into the oil passage in the hub of the
clutch housing.

4. Remove the large snap ring, clutch drive

plate and internal plates from the forward
clutch and the snap ring hub and internal
plates from the rear clutch.

5. Using a press and modified Tool No.

FT4101, (see Special Tools, Section H)
along with a suitable size washer as
shown in Figure 57, compress the spring
enough to remove the snap ring with a
screw driver, gradually relieve pressure
on the spring, then remove the spring re-
tainer and spring.

Figure 57
6. Turn the clutch housing over and remove
Clutch Piston Return Spring Removal
the snap ring, spring retainer and spring
1. Tool No. FT.4101 3. Spring Retainer
from the other end of the housing. 2. Snap Ring 4. Snap Ring Groove

34
------------------------CHAPTER13------------------------

Figure 58
Direct Drive Clutch Assembly
1. Housing 5. Snap Ring 8. Snap Ring
2. Piston 6. Friction Plates (4) 9. Clutch Hub
3. Spring 7. Front Input Shaft 10. Steel Plates (6)
4. Spring Retainer

8. Remove the outer o-ring seal from each
piston and the inner o-ring seals from the
hub of the clutch housing.
INSPECTION
3. Inspect the front shaft sealing rings,
Figure 58, for cracks and wear, and the
sealing ring grooves for wear. Install new
parts as required during assembly. Check
the shaft oil passages to ensure they are
clean.

4. Inspect the working surface of the clutch

1. Thoroughly clean the front input shaft and
bearings and the clutch components,
Figure 58, with suitable solvent and allow
to dry. Use compressed air to clean out
the oil passages in the input shaft and
clutch housing. Do not spin the bearings
with compressed air.
pistons, Figure 58, for scoring. If scored,
fine emery cloth may be used to smooth
the surface. Ensure the o-ring seal
grooves are clean and that burrs do not
exist.

5. Check all of the plates for warping or dis-

tortion. Install new plates· if they have
taken a set.
2. Check the ball bearing on the front input
shaft, Figure 58, for smooth rotation. If
the bearing is worn, a new one should be
installed during assembly. Also check, the
needle pilot bearing in the 16 gearshaft for 6. Check the clutch housing and bushing for
smooth rotation. hole alignment and wear.

35
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -
Figure 59
Clutch Pack Clearance Check
ASSEMBLY
1. Install new o-ring seals on the clutch pis-
tons, Figure 58, and on the hub of the
clutch housing. Coat the o-ring seals with
grease, then install the pistons (one in
each end of the housing) so they are
seated against the centre web of the
housing.
2. Position the spring and spring retainer on
the piston, then compress the spring with
a press, Tool No. FT4101, and a suitable
washer as shown in Figure 57, so the
snap ring can be installed. Ensure the
snap ring is fully seated before relieving
pressure on the spring.
3. Turn the clutch housing over and install
the spring, spring retainer and the snap
ring in the other end of the housing by re-
peating Step 2.
4. Place the thrust washer, Figure 58, on '
the flat hub of the clutch housing (the hub
in the front of the housing is recessed),
36
3R-13-54 ra
Figure 60
Solenoid Valve
1. Valve Body 4. Bolts
2. Spring 5. Solenoid
3. Spool
then install the rear clutch hub (reverse
idler input), bearings, and spacer. Install
the clutch plates one by one, starting with
a steel plate then a paper plate.
5. Install the clutch drive plate and retain it in
place by installing the appropriate snap
ring.
6. If it was necessary to remove the ball
bearing from the front input shaft, drive or
press a new bearing into place using a
hammer or press and a sleeve of the ap-
propriate diameter and convenient length,
2.4 in.inside diameter (60mm), 2.8 in. out-
side diameter (72mm). If the needle bear-
ing was removed from the 16 gear shaft in-
stall a new bearing.
7. Install the three sealing rings on the front
input shaft ensure each ring is locked in
place.
8. Installation of the clutch housing and front
input shaft is covered in section.
-----------------------CHAPTER13-----------------------
CLUTCH PACK CLEARANCE CHECK
1. If a new clutch pack has been installed in
the clutch housing, use the following pro-
cedure to check the clutch pack clear-
ance.
• With the rear clutch pack assembled as
previously described, use a feeler gauge
to check the clearance between the clutch
plate and the snap ring, Figure 59, while
holding the plate against the clutch disc
• The clearance must be measured at three
points equally spaced around the housing
(120° intervals)
• Remove the clutch plate and Install with
the clutch discs on the opposite side of the
housing using the same procedure.
• If the clearance is not within the specified
limits. see. change a clutch disc or discs to
obtain the correct clearance.
SOLENOID VALVE
37
1. Remove the solenoid valve solenoid re-
taining bolts and disassemble the sole-
noid assembly from the solenoid valve
body, Figure 60.
INSPECTION
1. Manually check that the spool slides
smoothly within the solenoid valve body.
Then reassemble the solenoid valve.
Tighten the retaining bolts to the specified
torque.
NOTE: The internal parts of the solenoid
valve assembly are not serviced
separately.
The solenoid valve is serviced as a
complete assembly, overhaul is limited to
checking spool movement only.
REVERSE IDLER GEAR ASSEMBL V
INSPECTION
1. Thoroughly clean the reverse idler gear
components, Figure 61, with a suitable
solvent and allow to dry.
_ _ _ _ _ _ _ _ PART 5 - TRANSMISSION SYSTEM - - - - - - - -

2. Check the bearing for smooth rotation.

\ ~p~
Normally the rear input shaft bearing need
not be removed, however, if the bearing is
worn or damaged it can be removed by
clamping the shaft between two blocks of
wood and driving the bearing from the
shaft with a punch and hammer. If the
bearing is removed a new one must be in-
stalled as the cage will be damaged dur-
ing removal.

~!fj
~
3R-13-55 rei
3. Inspect the rear input shaft seal rings for
nicks, cracks or scratches. Any seals
which are suspect should be renewed on
Figure 61 assembly. Ensure all oil passages are
Reverse Idler Assembly clean.
1. Shaft 4. Snap Ring
2. Bearings 5. Reverse Idler
3. Snap Ring 6. Snap Ring

4. Inspect the gear teeth for burrs. Remove

burrs with fine emery paper or a fine
stone.

2. Inspect the needle roller bearing for

smooth rotation. If the bearing is worn in-
stall a new bearing during assembly. INPUT IDLER GEAR
INSPECTION

1. Thoroughly clean the input idler gear and

3. Inspect the gear for cracks, burrs or
chipped teeth. Remove burrs with fine
emery cloth or a fine pumice stone. If the
gear is chipped or cracked, a new gear
should be installed.
needle roller bearings with a suitable sol-
vent and allow to dry. Use compressed air
to clean out the oil passages. Do not spin
the bearing with compressed air.

2. Check the needle bearings. If the bear-

REAR INPUT SHAFT
ings are worn or damaged, install new
ones.

1. Thoroughly clean the rear input shaft with

a suitable solvent and allow to dry. Use
compressed air to clean out the oil pas- 3. Inspect the gear teeth for burrs. Remove
sages. Do not spin the bearing with com- burrs with fine emery paper or a fine
pressed air. stone.

38
-------------------------CHAPTER13-------------------------

3R-13-56

Figure 62
Output Shaft And Gear Assembly
1. Gear 6. Synchroniser 11. Synchroniser
2. Taper Roller Bearing 7. Thrust Washer 12. Gear
3. Thrust Washer 8. Taper Roller Bearing 13. Gear
4. Output Shaft 9. Snap Ring 14. Needle Roller Bearing (2)
5. Thrust Washer 10. Inner Coupling

OUTPUT SHAFT AND GEAR ASSEMBLY INSPECTION

DISASSEMBL V

.1. Thoroughly clean the output shaft compo-

1. Remove the snap ring retaining 3rd/4th nents. Figure 62 with suitable solvent,
gear coupler. then blow dry with compressed air. Do not
spin the bearings with compressed air.

NOTE: When disassembling the

synchroniser assembly ensure the ball
and springs in the sliding sleeve do not fall
out..
2. Check the front and rear bearings for
smooth rotation. If the bearings are worn,
install new bearings during assembly.

2. Attach a puller to the 47 gear, and remove

the front bearing thrust washer 4th gear
47/35 gear needle roller bearings and the
synchroniser assembly.
3. Remove the range gears synchroniser
assembly from the shaft.
4. Install a puller to the Low gear and remove
the rear bearing thrust washer and Low
gear from the shaft.
3. Inspect the output shaft gears for cracks
burrs or chipped teeth. Remove burrs with
fine emery cloth or a fine pumice stone. If
the gears are chipped or cracked. new
gears should be installed.
4. Place the gears on the output shaft and
check for excessive play between the
gear bushings and shaft. If the play is ex-
cessive new gears should be installed as
the bushings are not serviced separately.

39
- - - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

G. TROUBLE SHOOTING

The following table lists symptoms and their IMPORTANT: Whenever effecting a
possible causes with recommended remedial repair the reason for the cause of the fault
action. must be investigated and corrected to
avoid repeat failures.

SYMPTOM POSSIBLE CAUSE REMEDY

System pressure below 1. Damaged or leaking solenoid valve
Specification in Dual body gasket
Power clutch 2. Leaking sealing rings on input shaft
or worn clutch housing
3. Leaking inner or outer seals on
Dual Power clutch piston
4. Broken or cracked Dual Power
clutch piston or housing
1. Replace gasket
2. Replace sealing rings and/or
Dual Power clutch housing
3. Replace seals
4. Replace piston or housing

System pressure below 1. Damaged or leaking solenoid valve 1. Replace gasket

specification in direct body gasket
drive clutch 2. Leaking inner or outer seals on 2. Replace seals
direct drive clutch piston
3. Broken or cracked direct drive 3. Replace piston
clutch piston or housing
4. Leaking sealing rings on input shaft 4. Rep{ace sealing rings and/or
or worn clutch housing Dual Power clutch housing

System pressure below 1. Hydraulic pump faulty 1. Check pump pressure

specification in both 2. Low transmission oil level 2. Check oil level
Dual Power and direct 3. Weak or broken regulating valve 3. Replace springs
drive clutches springs or valve stuck open
4. Leaking solenoid valve spool 4. Replace spool

System pressure above 1. Transmission oil below operating 1. Raise oil temperature by
specification in both temperature operating hydraulic system
Dual Power and direct 2. Incorrect regulating valve spring or 2. Replace regulating valve
drive clutches valve stuck closed spring

No power to rear wheel 1. Low system pressure in Dual
when Dual Power clutch Power clutch circuit
engaged 2. Scored, burred or binding Dual
Power clutch piston
3. Solenoid valve spool jammed in
direct drive position
4. Worn or defective Dual Power
clutch plates
5. Dual Power clutch pressure plate
snap ring out of groove or broken
1. Refer to first problem of this
table
2. Replace piston
3. Check solenoid valve spool
4. Replace clutch plates
5. Install snap ring correctly or
replace

40
------------------------CHAPTER13------------------------
SYMPTOM POSSIBLE CAUSE REMEDY
No power to rear 1. Low system pressure in direct 1.Refer to second fault of this
wheels when direct drive clutch circuit table
drive clutch engaged 2. Scored burred or binding direct 2. Replace piston
drive
range clutch piston 3.Check solenoid valve spool
3. Solenoid valve spool jammed in
Dual Power position 4. Replace clutch plates
4. Worn or defective direct drive
clutch plates 5. Install snap ring correctly or
5. direct drive range clutch pressure replace
plate snap ring out of groove or
broken

No power to rear 1. Low system pressure 1. Check system pressure

wheels when Dual 2. Defective input shaft splines 2. Check input shaft and replace
Power or direct drive replace as necessary as necessary
engaged 3. Main transmission or rear axle 3. Check and overhaul as
problem necessary
4. Clutch problem 4. Overhaul clutch

Engine stalls or lugs 1. Scored burred or binding direct 1 Replace piston

when shifting from di- drive range clutch piston
rect drive to Dual 2. Broken or defective direct drive 2. Replace springs
Power range clutch piston return springs
3. Warped or defective direct drive 3. Replace clutch plates
range clutch plates

Engine stalls or lugs 1. Scored burred or binding Dual 1. Replace piston

when shifting from Power clutch piston
Dual Power to direct 2. Broken or defective Dual Power 2. Replace return spring
drive clutch piston return spring
3. Warped or defective Dual Power 3. Replace clutch plates
clutch plates

Lubrication pressure 1. Weak or broken bypass valve 1. Overhaul bypass valve

below specification spring or valve stuck open
2. Blocked or restricted oil cooler 2. Replace oil cooler

Lubrication pressure 1. Incorrect safety valve spring or 1. Overhaul bypass valve

above specification valve stuck closed

41
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

H. SPECIFICATIONS, TORQUES and SPECIAL TOOLS

Specifications

Oil Pump Capacity 3.3 Imp.Galls/Min 15 Litres/M in

Regulating Valve Setting Pressure 221.0Ibf/in2 15.25 Bar
Bypass Valve Setting Pressure 149.0 Ibf/in2 10.0 Bar
Pre-Load (pull on cord)
Output Shaft (With Input Shaft) 6 - 9 Ibf 27 - 40 N
Counter Shaft 9 - 12 Ibf 40 - 53 N
Pre-Load Shims Available 0.002 in 0.05 mm
0.004 in 0.1 mm
0.012 in 0.3 mm
0.031 in 0.8 mm
Gear Backlash 0.004 - 0.008 in 0.1 - 0.2 mm
Regulating Valve Spring Free Length 2.72 in 69.0 mm
Bypass Valve Spring Free Length 2.61 in 66.3 mm
Clutch Pack Clearance:-
Direct Drive 0.091 - 0.098 in 2.3 - 2.5 mm
Dual Power 0.031 - 0.04 in 0.8 1.0 mm

Torques

Ibf.ft Nm

Oil Pump Retaining Bolt 18.0 25.0

Counter Shaft Bearing Cap Retainer Bolt 38.0 52.0
Output Shaft Bearing Cap Retainer Bolt 38.0 52.0
Clutch Release Bearing Hub Support Bolt 38.0 52.0
Front Cover Retaining Bolt 38.0 52.0
Valve Housing Retaining Bolt 38.0 52.0
Solenoid Valve Retaining Bolt 6.5 8.8
Gearshift Lever Support Retaining Bolt 18.0 25.0
Rear Cover Retaining Bolt 38.0 52.0
Transmission Top Cover Retaining Bolt 38.0 52.0
Strainer Retaining Bolt 38.0 52.0
Cooler Feed Pipe Union 47.0 64.0
Cooler Return Pipe Union 47.0 64.0
Reverse Idler Oear Shaft Retaining Bolt 50.0 68.0
Regulator Valve Plug (Upper) 38.0 52.0
Regulator Valve Plug (Lower 61.0 83.0
Bypass Valve Plug 61.0 83.0

42
------------------------CHAPTER13------------------------
Special Tools

r-- 50 mm ------1
Figure 63
Lower Shift Rail Detent Retainer
1. 17 mm Bar Stock 2. Grind Ramp to Approx 30° 3. Grind Groove to Accept Detent
Ball

·.
· · · · · · ~· · <· ···i.......
..

C
i ..•.. : . ; . . . . . .. '

97 mm ------tl
...
1IIII1 ~ 4.0 mm

Figure 64
Spring Compressor FT.41 01 Modification
1. Remove dark shaded area from circumference of tool

43
 PART 5
TRANSMISSION SYSTEMS
Chapter 14
8 x 8 FULLY SYNCHRONISED TRANSMISSIONS
FORD 3230, 3430, 3930, 4130 and 4630

Section Page
A. DESCRIPTION AND OPERATION 1
B. INTRODUCTION TO OVERHAULING THE TRANSMISSION 9
C. GEARSHIFT LEVERS OVERHAUL 10
D. COMPLETE OVERHAUL 13
E. COMPONENT OVERHAUL 26
F. SPECIFICATIONS, TORQUES and SPECIAL TOOLS 31

A. DESCRIPTION AND OPERATION

8 x 8 Transmission

The transmission, Figure 1 and Figure 2,

consists of an 8-speed transmission, a P.T.O.
drive from the engine, a transmission case,
internal hydraulic pump and cooler tubes.

Controls

The gearshift levers are shown in Figure 3

(with cab models) and Figure 4 (less cab
models). The 'main'lever is used to select any
one of four forward or reverse ratios. The
'range' lever selects high (H) or low (L) range Figure 1
which has the effect ,of doubling the number of Transmission Assembly (Less Cab)
available ratios and the 'shutt/e' lever selects 1. Main Gearshift Lever 4. Top Cover
2, Range Lever 5. Shuttle Lever Shaft
forward or reverse travel. 3. Oil Level Dipstick 6. Neutral Start Switch

1
- - - - - - - - PART 5 TRANSMISSION SYSTEM - - - - - - - -

Figure 2 Figure 4
Transmission Assembly (With Cab) Gearshift Levers (Less Cab)
1. Range Shift 3. Interlock Shaft 1. Gearshift Lever 3. Shuttle lever
2. Main Gearshift 4. Shuttle 2. Range Lever

Upwards and downward shifts are easily
made by reducing the engine speed,
depressing the clutch and moving the shift
lever to the desired gear. Range gear
changes are made in the same way.
Changing the direction of travel with the
shuttle lever is accomplished in a similar
fashion to the other gear changes, but the
tractor should only be moving very slowly or
stopped.

H 2 4 R

R H 1 3
8x8-5

Figure 3 Figure 5
Gearshift Levers (With Cab) Gearshift Positions
1. Shuttle Lever 3. Main Gearshift A = With Cab B = Less Cab
2. Range Lever Lever

2
------------------------CHAPTER14------------------------
8x8-6
Figure 6
Transmission Oil Pump
1. Oil Pump 2. Oil Pump Drive
Gear
The transmission incorporates a neutral start
switch, wired in series within the starting
circuit. This allows the engine to be started
only when the range lever is in neutral.
TRANSMISSION HYDRAULIC PUMP
The transmission hydraulic pump, Figure 6,
is located in the lower section of the oil dis-
tributor assembly and consists of a driven
gear, an inner and outer rotor, a pump plate
and a pump body.
The inner rotor of the pump is splined to the
lower P.T.O. shaft.
3
Figure 7
Oil Cooler Assembly
1. Oil Cooler 4. Strainer
2. Lubrication S.Oil Pump
3. Bypass Valve
Oil is picked up from the sump via an internal
filter, through the inlet section of the pump by
the action of the rotors, and is forced through
the outlet section of the pump plate to the oil
cooler.
OIL COOLER
The transmission cooling system, Figure 7,
consists of a strainer, a cooling unit, a by-pass
valve, tubes and fittings.
The lubrication passages being smaller than
the return tube will act as an orifice and cause
a pressure build-up. When the pressure
reaches approximately 40.0 IbUin 2 (2.76 bar)
the bypass valve in front of the oil cooler will
open allowing oil to return to sump.
- - - - - - - - PART 5 TRANSMISSION SYSTEM - - - - - - - -

8x8-7 ra
Figure 8
Transmission Assembly
1. Low Range Gear 6. 1st Gear 11. Forward Gear/3rd Gear
2. Output Shaft 7. Gear Cluster 12. 3rd/4th Synchroniser
3. Countershaft 8. Shuttle Synchroniser 13. 4th Gear
4. 2nd Gear 9. Reverse Idler Gear 14. High Range Gear
5. 1stl2nd Synchroniser 10. Reverse Gear 15. High/Low Synchroniser

SYNCHRONISERS
The synchronised transmission incorporates
four cone type synchronisers, three on the
output shaft and one on the countershaft,
Figure 8.
The synchronisers are retained to their
respective gears by retainers, Figure 9 and
Figure 10.

3R-13-11 ra
Figure 9
High/Low, 1stl2nd and Shuttle Synchroniser Assemblies
1. Retainer 4. Outer Cone 7. Long Pin
2. Inner Cone 5. 8all 8. Short Pin
3. Synchroniser Ring 6. Spring 9. Sliding Sleeve

4
------------------------CHAPTER14------------------------

3R-13-12

Figure 10
3rd/4th Synchroniser Assembly
1. Retainer 4. Outer Cone 7. Pin
2. Inner Cone 5. Ball 8. Sliding Sleeve
3. Synchroniser Ring 6. Spring

The cone type synchronisers consist of a
sliding sleeve splined to the countershaft. Six
balls and springs are positioned in radial
drillings in the sliding sleeve so that the balls
are pressed into"V" shaped recesses on the
tangs of the two outer cones - three per outer
cone. The outer cones are positioned either
side of the sliding sleeve and locate through
"windows" in the sleeve.
Transmission gears are mounted on the
countershaft either side of the synchroniser
assembly. Splined to the gears are retainers
which engage the synchroniser rings to the
gears.
pins limit the travel of the sliding sleeve in
relation to the outer cone.
The operation of the synchroniser,
Figure 11, is as follows:-
In the neutral position the sliding sleeve and
outer cone are locked together by the balls
and springs positioned in the sleeve and
tangs of the outer cone.
The inner cone is engaged to the sliding
sleeve by the four (long) pins and rotates with
the sleeve and outer cone as an assembly.

The synchroniser ring, engaged to the gear

The synchroniser rings are positioned by the retainer, and the gear are free to rotate
between the outer and inner cones. The inner on the countershaft.
cones are engaged to the sliding sleeve by
four (long) pins (High/Low and
forward/reverse only) which locate within the As the sliding sleeve is moved from neutral
cut-outs in the cones. Three thicker (short) towards the gear to be selected the outer

5
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

cone also moves and compresses the sleeve and allow the sleeve to fully engage
synchroniser ring between the inner and the gear.
outer cones.

Further shift pressure causes the The operation of the two types of
synchroniser ring and the inner and outer synchroniser is identical.
cones to rotate at the same speed. The
synchroniser ring and gear, now rotating in
synchronisation with the sleeve permits the POWER FLOWS
chamfered teeth on the internal
circumference of the sleeve to engage the
teeth on the gear.
Power for all gears is transmitted via the input
shaft, see to the shuttle synchroniser.
Further shift pressure causes the outer cone Figure 12 and Figure 13 illustrate the power
to depress the balls and springs in the sliding flows.

3R-13-13 ra
Figure 11
Synchroniser Operation
A =Disengaged B = Engaging C =Engaged
1. Gear 3. Inner Cone Pins (Long) 5. Synchroniser Ring
2. Synchroniser Ring 4. Synchroniser Ring Pins 6. Inner Cone
Locator (Short) 7. Outer Cone

6
------------------------CHAPTER14------------------______

A B

Figure 12
Power Flows - Forward
A = Low B = High

7
- - - - - - - - PART 5 - TRANSMISSION SYSTEM _ _ _ _ _ _ __

A B

8x8-12

Figure 13
Power Flows - Reverse
A= Low B;: High

8
-----------------------CHAPTER14------------------------

B. INTRODUCTION TO OVERHAULING THE TRANSMISSION

GENERAL • Output Shaft Bearing Retainer And Oil

Seal

The arrangement of the procedures in this

chapter permit the servicing of the 8 x 8 • Output Shaft And Countershaft Gear
transmission with the minimum disassembly. Assemblies

The procedures are separated into three • Countershaft Pre-load

groups as detailed below.

• Output Shaft Pre-load

The third group covers detailed service
procedures for the inspection and repair of
sub-assemblies. Trouble shooting,
specifications and special tools are detailed in • P.T.O. Input Gears
Chapter 3.

• Synchronisers
GROUP 1
Assemblies Serviced With Transmission
Installed: Refer To Section C.
GROUP 3
Component Inspection And Repair
(Sub-assembly Overhaul): Refer To
• Gearshift Lever Section E

• Neutral Start Switch When servicing the transmission always work

in clean surroundings and with clean tools.
Thoroughly clean the transmission case to
prevent entry of dirt. Use lint-free cloths when
• Clutch Interlock wiping parts or your hands. Lay cleaned parts
out on clean paper so a thorough inspection
can be made.

• Pump Strainer

When installing the transmission

components, do not use force. If the parts do
GROUP 2 not assemble freely, examine them for the
Assemblies Serviced With Complete cause of the difficulty, and coat them with a
Overhaul: Refer To Section 0 film of clean petroleum jelly or transmission oil
to facilitate assembly. Lubricate all shafts,
bearings, oil seals and gears with a film of
clean transmission oil before installing them
• Gearshift Mechanism into the transmission.

9
- - - - - - - - PART 5 TRANSMISSION SYSTEM - - - - - - - -

c. GEARSHIFT LEVERS - OVERHAUL

Figure 14 Figure 15
Shuttle Lever Removal Main and Range Gearshift Lever Removal
(Less Cab) (Less Cab)
1. Shuttle Lever 4. Yoke 1. Main Gearshift Lever 4. Support
2. Securing Pin 5. Key 2. Retaining Ring 5. Spring
3. Clamp Bolt 3. Cap

SHUTTLE LEVER (Less Cab Models) 2. Lift the gearshift levers from the transmis-
sion.
Removal (Figure 14)

Disassembly
1. Remove the securing pin from the lever
and yoke, and remove the lever.
1. Remove the retaining ring, spring and
cap.
2. Remove the clamp bolt from the yoke and
remove the yoke.
2. Withdraw the lever from the support.

Assembly 3. Remove the '0' ring seal from the lever.

Assembly of the shuttle lever is the removal Assembly

procedure in reverse.

Assembly is the disassembly procedure in

GEARSHIFT LEVERS (Less Cab Models) reverse.

Installation
Removal (Figure 15)

1. Install the lever assembly and secure with

1. Remove the three securing bolts from the the retaining bolts to the transmission top
main and range gearshift lever supports, cover. Apply thread sealant to the bolts
Figure 19. prior to installation.

10
-------------------------CHAPTER14-------------------------

Figure 16 Figure 17
Transmission Access Plate Removal Neutral Start Switch Removal
1. Floor Mat 3. Access Plate 1. Top Cover
2. Access Plate 4. Steering Console 2. Neutral Start Switch
Securing Bolts

GEARSHIFT LEVERS (Cab Models) 7. Remove the complete assembly.

Assembly
Removal
Main and Range Levers
Assembly of the levers is the removal
procedure in reverse.
1. Pull back the cover at the transmission top
cover to expose the gear linkage.
Shuttle Lever Cable Adjustment

2. Release the securing bolts from the ends

8. Position the shuttle operating lever and
of the lever mechanism and pull-off of the
transmission lever in the neutral position.
shafts.

9. Adjust the cable to allow the clevis pin to

3. Remove the knobs from the top of the be inserted through the transmission
levers. lever and clevis.

4. Pull the levers downwards through the NEUTRAL START SWITCH

floor.

Shuttle Lever Removal

1. Remove the small section of cab floor mat

5. Remove the three bolts securing the lever and transmission access plate,
assembly to the console. Figure 16.

6. Release the cable clamp on the side of the 2. Remove the switch from the transmission
transmission and the clevis from the top cover, Figure 17, and the switch
transmission lever. plunger from the transmission housing.

11
- - - - - - - - PART 5 TRANSMISSION SYSTEM - - - - - - - -
8x8-17
Figure 18
Neutral Start Switch Test
1. Switch 3. Battery
2. Bulb
Inspection
1. Inspect the conical ends of the switch
plunger for nicks or burrs. If either of these
exist and cannot be removed by polishing,
install a new plunger.
2. Check the neutral start switch for opera-
tion by connecting to a suitable lamp and
battery as shown in Figure 18.
3. Operate the switch by depressing the but-
ton then releasing. The lamp should illu-
minate with the button depressed and ex-
tinguish with it released. If the switch is
faulty, install a new switch.
Installation
1. Install the switch plunger in the transmis-
sion housing.
2. Fit a new '0' ring seal to the neutral start
switch and install in the transmission top
cover. Tighten to the specified torque, -
see "Section'F - Specifications".
12
Figure 19
Clutch Interlock
1. Snap Ring 3. Cotter Pins
2. Pinch Bolts 4. Snap Ring
3. Replace the access plate and floor mat.
CLUTCH INTERLOCK (Figure 19)
1. Remove the pinch bolts retaining the in-
terlock levers.
2. Remove the cotter pins, and withdraw the
separate parts of the interlock assembly,
Figure 19.
Inspection
1. Inspect all the parts of the interlock as-
sembly for damage or wear and replace
as necessary.
Installation
1. Install the interlock assembly in the re-
verse sequence of the removal.
2. Ensure that the clutch pedal free play is
26 - 41 mm (1.0 - 1.6 in.). Adjust at the
lower end of the cable if necessary.
------------------------CHAPTER14------------------------
3. Ensure the main gearshift lever is in 6. Adjust clevis '0' so that the interlock
neutral. assembly 'C' is moved forward 0.5 - 1.0
mm (0.02 - 0.04 in).
With reference to Figure 19.
7. Connect clevis '0' to shank 'F' with pin 'E'.
4. Push rod and clevis 'A' rearwards to fully
engage the rod 'B' with the interlock
assembly 'C'. 8. Tighten clevis 'D' locknut.

5. Adjust lever '0' until clevis pin 'E' aligns 9. Ensure clutch interlock operates cor-
with hole in shank 'F'. rectly.

D. COMPLETE OVERHAUL
Assemblies Serviced With The • Output Shaft And Countershaft Gear
Transmission Removed From The Assemblies.
Tractor.
• P.T.O. Shaft

• Countershaft Pre-load
NOTE: Although it may be possible to service
the gearshift mechanism and the output
• Rear Cover
shaft bearing retainer and oil seal by
separating the transmission from the rear
axle, it is recommended that these items • Output Shaft Pre-load
are serviced with the transmission
removed from the tractor. • Gearshift Components

Figure 20 Figure 21
Transmission Top Cover (Less Cab) Transmission Top Cover (With Cab)
1. Main Gearshift Lever 4. Top Cover 1. Range Shift 3. Interlock Shaft
2. Range Lever 5. Shuttle Lever Shaft 2. Main Gearshift 4. Shuttle
3. Oil Level Dipstick 6. Neutral Start Switch

13
- - - - - - - - PART 5 -
Figure 23
Gearshift Detents And Plungers
1. 3rd/4th Detent 4. Range Detent
2. Interlock Detent 5. Neutral Start
3. Rev/For Detent Switch Plunger
SEPARATING THE TRANSMISSION
FROM THE ENGINE AND REAR AXLE
1. Separate the transmission from the en-
gine and rear axle as detailed in PART 12
"Separating the Unit".
COMPONENT REMOVAL (With Cab)
1. Remove the small section of cab floor mat
and the rubber gaiters.
2. Remove the steering console
panel.
3. Remove the bolts securing the transmis-
sion access plate to the cab floor,
Figure 16, and lift off the plate.
GEARSHIFT COMPONENTS
1. Remove the dipstick from the gearshift
cover plate.
TRANSMISSION SYSTEM - - - - - - - -
Figure 22
Gearshift Component Removal
1. 1sti2nd Selector Arm 4. Rev/for Fork/Gate
2. High/Low Fork 5. 3rd/4th Fork/Gate
3. High/Low Gate 6. 1stl2nd Gate
2. Ensure the gearshift lever and range lever
are in neutral. Remove the cover plate re-
taining bolts, then remove the cover plate
and gasket, Figure 20 and Figure 21.
3. Remove the detents, springs and balls
from Jhe bores in the top of the transmis-
sion case, Figure 23. If the balls will not
lift out with a magnet, they may be re-
moved after the shift rails have been re-
moved from the transmission case.
4. Using a suitable pin punch, remove the
spring pins retaining the 1st.l2nd. gear-
shift gate and gearshift selector arm,
Figure 22.
lower
5. Remove the gearshift rail plugs from the
rear of the transmission case, then with-
draw the rails rearwards, retrievi ng the
gearshift gate and selector arm as the rail
is removed from the case. If the detent ball
was not previously removed from the
transmission case, exercise care to en-
sure that the ball does not fall into the
transmission.
6. Using a suitable pin punch, remove the
spring pins retaining the 3rd'/4th. gear-
shift gate and gearshift fork, Figure 22.
14
------------------------CHAPTER14------------------------
Figure 24
1stl2nd Lower Shift Rail Removal
1. Locating Bolt
2. 1stl2nd Lower Shift Rail
7. Withdraw the rails rearwards, retrieving
the gearshift gate and fork as the rail is re-
moved from the case.
8. Using a suitable pin punch, remove the
spring pins retaining the High/Low gear-
shift gate and gearshift fork, Figure 22.
9. Withdraw the rails rearwards, retrieving
the gearshift gate and fork as the rail is re-
moved from the case.
10. If necessary remove the interlock detent
plug from the left-hand side of the trans-
mission case and extract the interlock
detent, which is positioned between the
1st.l2nd and 3rd'/4th gearshift rails,
Figure 22.
15
Figure 25
Oil Distributor Housing
1. Return Pipe
2. Feed Pipe
11. Remove the 1st.l2nd lower shift raillocat-
ing bolt and extract the rail from the rear of
the transmission, Figure 24. Exercise
care to prevent the detent ball in the fork
from falling into the transmission.
TRANSMISSION HYDRAULIC PUMP AND
OIL DISTRIBUTOR HOUSING.
1. Disconnect the oil cooler feed and return
pipes and elbows at the transmission
case, Figure 25(12). Disconnect the feed
and return pipes at the oil distributor hous-
ing and remove the pipes from the trans-
mission case.
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

Figure 26 Figure 27
Front Support Removal P.T.O. Shaft Removal
1. Front Support 2. Jacking Bolt 1. Snap Ring 2. P.T.O. Shaft

2. Remove the release hub support retain- 5. Remove the distributor housing retaining
ing bolts. Obtain two M8 jacking bolts.ap- bolts. Lift the distributor housill9 from
proximately 30mm (1.25 in) long.screw transmission with above jacking bolts.
the bolts into the support as shown in
Figure 26(13) then continue to tighten
until the support is freed from the front
case. Lift the support from the front case
and remove the jacking bolts. ASSEMBLY

1. Assembly is a reversal of the disassembly

procedure.
3. Remove the front cover retaining bolts.
Screw the jacking bolts, (the same as
used in paragraph 2.), into the cover and
lift the front cover from the distributor
FRONT INPUT SHAFT
housing.

1. Remove the front input shaft.

4. Remove the snap-ring, Figure 27(14) 2. Remove the shuttle shaft and gears, com-
then pull the PTO shaft from the rear plete with synchroniser assemblies and
cover. thrust washers.

16
------------------------CHAPTER14------------------------

Figure 28 Figure 29
Gear Backlash Check Rear Cover Plate Removal
1. Jacking Bolts

REAR COVER PLATE OUTPUT SHAFT AND COUNTERSHAFT

GEAR ASSEMBLIES

1. If transmission gear wear is suspected

then prior to removing the rear cover and
output shaft bearing retainer check the
gear backlash. Position a dial indicator on
the transmission casing as shown in
Figure 28 and measure the backlash on
the output shaft gears.
1. Release the cord retaining the output
shaft and countershaft assemblies to-
gether then lift the output shaft assembly
rearwards from the transmission case as
shown in Figure 30.

2. Prior to removing the rear cover and out-

put shaft bearing retainer, tie the output
shaft and countershaft together with a
suitable length of cord.

3. Remove the rear cover retaining bolts,

then screw two jacking bolts into the rear
cover as shown in Figure 29. Tighten the
two jacking bolts equally until the rear
cover is free of the transmission case. Re-
move the two jacking bolts then remove
the rear cover.

ASSEMBLY

Figure 30
Assembly is a reversal of the disassembly Output Shaft Removal
procedure. 1. Rear Input Shaft 2. Output Shaft

17
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -
Figure 31
Reverse Gear Idler Removal
1. Locating Bolt
NOTE: Exercise care when removing the
output shaft assembly. Hold the inner
cone of the synchroniser to prevent the
pins of the synchroniser assembly from
falling into the transmission housing.
1" Remove the retainer from the rear input
shaft and place with the output shaft as-
sembly.
2. Remove the rear input shaft assembly
from the transmission case through the
gearshift cover plate aperture.
3. Lift the countershaft assembly and re-
move from the rear end of the transmis-
sion case.
4. Remove the reverse gear idler shaft re-
taining bolt from the left hand side of the
transmission case, Figure 31.
5. Release the snap ring from the reverse
gear idler shaft, and slide the shaft rear-
wards from the transmission case, retriev-
18
8x8-31
Figure 32
Reverse Gear Idler Components
1" Thrust Washer 4. Thrust Washer
2. Shaft 5. Snap Ring
3. Bearing 6. Gear
ing the gear, bearing and thrust washers
as the shaft is removed, Figure 32.
6. Refer to Section E for disassembly of the
output shaft and countershaft assem-
blies.
INSTALLATION
COUNTERSHAFT PRE-LOAD CHECK
1. If any of the following parts have been re-
newed then it will be necessary to check
the countershaft pre-load.
• Taper roller bearings
• Countershaft
• Thrust washers
The pre-load is checked with all components
removed from the transmission case except
the countershaft. To determine the shims
required to give the specified pre-load, see
"Section F - Specifications" and proceed as
follows:
------------------------CHAPTER14------------------------
Figure 33
Countershaft Installation
1. Rear Cover 3. Bearing Cap
2. Countershaft
2. Assemble the countershaft and gear as-
sembly as described in Section E.
3. Install the assembled countershaft and
gear assembly through the rear of the
transmission case and position in such a
way that the rear bearing just protrudes
from the rear of the case, Figure 33.
4. Ensure the countershaft bearing cap at-
taching bolts are tightened to the speci-
fied torque, see "Section F - Specifica-
tions".
5. Position the rear cover to the transmission
case while lifting the countershaft.
6. Secure the rear cover to the transmission
case and tighten the bolts to the specified
torque, see "Section F - Specifications".
7. Rotate the countershaft assembly until
the bearings run smoothly.
8. Using a suitable length of cord and a pull
scale as shown in Figure 34, wrap the
19
Figure 34
Countershaft Pre-Load Check
1. Pull Scale 3. Countershaft
2. Cord
cord around the countershaft just ahead
of the helical gear. Ensure that the cord
does not overlap.
9. If the pull required to rotate the counter-
shaft is outside the specified limits, see
"Section F - Specifications", remove the
rear cover and bearing cap and add or de-
lete shims as required and repeat the pro-
cedure.
10. When the pre-load check is complete re-
move the rear cover.
OUTPUT SHAFT PRE-LOAD CHECK
1. The pre-load on the output shaft must be
checked if any of the following compo-
nents have been removed.
• Taper roller bearings
• Output shaft
• Thrust washers
• Rear input shaft
- - - - - - - - PART 5 -
Figure 35
Rear Input Shaft Installation
1. Rear Input Shaft 2. Transmission
Inner Wall
The pre-load is checked with all components
removed from the transmission case except
for the output shaft and rear input shaft. It will
be necessary, therefore, to remove the
countershaft if previously installed.
It is also necessary to remove the 3rd'/4th
synchroniser assembly from the output shaft
prior to installing the output shaft into the
transmission for the pre-load check.
2. Assemble the output shaft and gear as-
sembly as described in Section E.
3. Install the rear input shaft into the trans-
mission case and rest it across the trans-
mission case inner wall, Figure 35.
TRANSMISSION SYSTEM - - - - - - - -
Figure 36
Output Shaft Installation
1. Rear Output Shaft 3. Bearing Cap
2. Rear Cover
4. Install the output shaft into the transmis-
sion case from the rear and mate up with
the rear input shaft. Temporarily support
the output shaft as shown in Figure 36.
5. Ensure that the output shaft bearing cap
retaining bolts are tightened to the speci-
fied torque, see "Section F - Specifica-
tions".
6. Install the rear cover plate to the transmis-
sion case. Install and tighten the cover re-
taining bolts to the specified torque, see
"Section F - Specifications".
7. Rotate the output shaft several times to
ensure that the bearings are seated cor-
rectly.
20
------------------------CHAPTER14------------------------

8x8-31

Figure 37
Figure 38
Output Shaft Pre-Load Check
Reverse Gear Idler Components
1. Pull Scale 3. Cord
2. Output Shaft 1. Thrust Washer 4. Thrust Washer
2. Shaft 5. Snap Ring
3. Bearing 6. Gear

8. Using cord and a pull scale, Wrap a suit- component parts for the assembly in the
able length of cord around the output shaft following sequence, with reference to
splines, Figure 37. Ensure that the cord Figure 38.
does not overlap. Attach a pull scale to the
cord and measure the amount of pull re-
quired to rotate the shaft. • Thrust washer

• Reverse idler gear and needle

9. If the pull required is outside the specified bearing
limits, see "Section F Specifications",
remove the bearing cap and cover as- • Thrust washer
sembly. Add or delete shims as required
and repeat the pre-load procedure. • Collar

10. When the pre-load check is correct, re-
move the rear cover assembly, output
shaft assembly and rear input shaft from
the transmission case.
• Snap ring
NOTE: Ensure that the thrust washers are
installed with the oil grooves facing the
reverse idler gear.

OUTPUT SHAFT, COUNTERSHAFT AND

REAR COVER ASSEMBLIES
1. install the reverse gear idler shaft into the
transmission casing and assemble the
2. Install the reverse idler shaft retaining bolt
into the transmission case ensuring that
the bolt aligns with the shaft. Tighten the
bolt to the specified torque, see "Section
F - Specifications".

21
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

3R-13-37

Figure 39 Figure 40
Transmission Positioned On Clutch Housing 1sV2nd Gearshift Rail Installation
Face 1. 1stl2nd Gearshift 2. Detent Retainer
1. Lifting Harness Fork

NOTE: The following instructions should be 6. Assemble the shuttle synchroniser to the
perlormed with the transmission rear of the front input shaft, Figure 41.
positioned on the clutch housing face.
Figure 39

3. Install the countershaft and gear assem-

bly into the transmission case from the
rear end so that the front end taper roller
bearing rests in the bearing cup.

4. Fabricate a detent ball retainer as de-

tailed in Special Tools, Section H.

5. Install the detent spring and ball into the Figure 41

Front Input Shaft Installation
1st.l2nd shift rail fork and retain in position 1. Synchroniser 2. Front Input Shaft
using the detent retainer, Figure 40. Assembly

22
------------------------CHAPTER14------------------------
Figure 42
Rear Input Shaft Installation
1. Rear Input Shaft 2. Front Input Shaft
7. Holding the front input shaft in position, in-
stall the rear input shaft and the retainer
into the transmission case through the
front input shaft, Figure 42.
8. Install the 3rd gear synchroniser cone re-
tainer to the rear input shaft.
9. Install the complete output shaft and gear
assembly into the transmission case from
the rear end, while holding the shuttle
synchroniser rear retainer in position,
and position onto the partially assembled
synchroniser on the front input shaft,
Figure 43.
23
Figure 43
Output Shaft Installation
1. Front Input Shaft 2. Output Shaft
Assembly
Engage the rear input shaft with the out-
put shaft and gear assembly, then engage
with the countershaft and gear assembly
so that the taper roller bearings rest in
their respective bearing cups.
NOTE: Ensure that the synchroniser
retainers are positioned correctly and that
all parts mesh correctly.
10. Apply a suitable gasket seal;ant to the
rear cover face, then position the cover
over the output shaft until the output shaft
taper roller bearing contacts its respective
bearing cap.
11. Secure the rear cover plate assembly to
the transmission, case with the retaining
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

8x 8-44

Figure 44 Figure 45
Rear Cover Plate Installation 1stl2nd Lower Shaft Rail Installation
1. Securing Bolts 1. 1stl2nd Selector Arm 3. Shuttle Fork
2. High/Low Fork 4. 3rd/4th Fork

bolts, Figure 44. Tighten to the specified
torque, see 'Section F - Specifications' .
12. Rotate the gear train to ensure that all
gears turn smoothly.
5. Insert the 1st./2nd gearshift rail into the
transmission case from the rear end of the
transmission. Slide the rail through the
1st.l2nd selector arm then install the
1st.l2nd gearshift gate onto the rail. Con-
tinue sliding the rail until it is in approxi-
mately the neutral position, Figure 46.

GEARSHIFT COMPONENTS

1. Install the 1st.l2nd lower shift rail through

the rear cover and engage with the shift
fork. Drive the rail through the fork and re-
trieve the detent retainer from the oppo-
site side of the fork.

2. Install the lower shift rail locating bolt, .

Tighten the locating bolt to the specified
torque, see 'Section F - Specifications' .

3. Install the 3rd.l4th shuttle and H/L gear-

shift forks into their respective
synchroniser assemblies, Figure 45.
Figure 46
Gearshift Fork And Gate Assembly - Less Cab
4. Install the 1st.l2nd shift rail selector arm 1. Gearshift Rails 4. 1stl2nd Gate
2. Range Gate 5. 1stl2nd Selector
into the shift fork. 3. 3rd/4th Gate Arm

24
------------------------CHAPTER14------------------------
Figure 47
Gearshift Fork And Gate Assembly - With Cab
1. Gearshift Rails 4. 3rd/4th Fork
2. Range Fork 5. 1stl2nd Fork
3. Range Gate 6. 3rd/4th Gate
6. Install the interlock detent into the drilling
between the 1st.l2nd and 3rd.l4th gear-
shift rail bores of the transmission inner
wall.
7. Insert the 3rd.l4th gearshift rail into the
transmission case from the rear end of the
transmission. Slide the rail through the
3rd.l4th gearshift forks, then install the
3rd.l4th gearshift gate onto the rail. Con-
tinue sliding the rail until it is in approxi-
mately the neutral position.
NOTE: If difficulty is encountered sliding
the 3rd.l4th gearshift rail into the neutral
position, check to ensure that the 1st.l2nd
gearshift rail is pOSitioned in neutral and
that the interlock detent is positioned cor-
25
o
8x8-21
Figure 48
Gearshift Detents And Plungers
1. 3rd/4th Detent 4. Range Detent
2. Interlock Detent 5. Neutral Start Switch
3. Rev/For Detent Plunger
rectly to the gearshift rail. The interlock
detent will prevent the 3rd.l4th gearshift
rail from entering the transmission case if
the 1st.l2nd gearshift rail is not in neutral.
8. Insert the H/L gearshift rail into the trans-
mission case from the rear end of the
transmission. Slide the rail through the
H/L gearshift fork then install the H/L gear-
shift gate onto the rail. Continue sliding
the rail until it is in approximately the neu-
tral position.
9. Insert the shuttle gearshift rail into the
transmission case from the rear end of the
transmission. Slide the rail through the
shuttle gearshift fork or fork lever until it is
in position.
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

NOTE: Before the shuttle gearshift fork is

assembled completely, the idler input
gear should be installed.

10. Align the spring pin holes in the gearshift

gate forks and rails then drive the spring
pins into the holes.

11. Insert the neutral start switch plunger into

its respective bore. Insert the gearshift rail
balls, springs and detents into their re~
spective bores, Figure 48. 8x8-31 ra
Figure 49
Reverse Gear Idler Components
1 Thrust Washer 4. Thrust Washer
12. Install the blanking plugs into the gearshift 2. Shaft 5. Snap Ring
3. Bearing 6. Gear
rail bores at the rear end of the transmis-
sion case.

E. COMPONENT OVERHAUL

• Reverse Idler Gear Assembly 3. Inspect the needle roller bearings for
smooth operation. If the bearing is worn,
install a new bearing during assembly.
• Rear Input Shaft

• Output Shaft And Gear Assembly
• Countershaft And Gear Assembly
4. Inspect the gear for cracks, burrs or
chipped teeth. Remove burrs with fine
emery cloth or a fine pumice stone. If the
gear is chipped or cracked, a new gear
should be installed.

REVERSE IDLER GEAR ASSEMBLY

REAR INPUT SHAFT
INSPECTION

INSPECTION
1. Thoroughly clean the reverse idler gear
components, Figure 49, with a suitable
solvent and allow to dry.
1. Thoroughly clean the rear input shaft,
with a suitable solvent and allow to dry.
2. Inspect the thrust washers either side of Use compressed air to clean out the oil
the reverse idler gear for scoring or exces- passages. Do not spin the bearing with
sive wear. compressed air.

26
-------------------------CHAPTER14-------------------------

2. Check the bearing for smooth rotation.

Normally the rear input shaft bearing need
not be removed, however, if the bearing is
worn or damaged it can be removed by
clamping the shaft between two blocks of
wood and driving the bearing from the
shaft with a punch and a hammer.

If the bearing is removed a new one must

be installed as the cage will be damaged
during removal.

8x8-49 ra
Figure 50
Output Shaft Front Bearing Removal
3. Inspect the gear teeth for burrs. Remove 1. Puller Tool No.1 003 3. Synchroniser Shaft
burrs with fine emery cloth or a fine pum- or 9516 4. Protector, Tool No.
2. Gear Cluster 625A or 9212
ice stone. If the gear is chipped or
cracked, a new gear should be installed.

OUTPUT SHAFT AND GEAR ASSEMBL V

DISASSEMBL V

3. Remove the snap-ring retaining the

3rd/4th gear coupler and remove the cou-
pler from the gear cluster.

1. Remove the 3rd/4th gear synchroniser

from the output shaft assembly and wire
the assembly together to prevent the mix- 4. Remove the snap-ring retaining the 4th
ing of components with other gear to the cluster.
synchroniser assemblies.

5.Withdraw the H/L range synchroniser from

2. Attach a puller, tool no. 1003 or 9516 with
shaft protector, tool no. 625A or 9212 to
the 2nd gear driven and remove the front
bearing, coupling, 4th gear and the 2nd
gear driven and high range gear cluster,
Figure 50.
the output shaft assembly and wire the as-
sembly together to prevent the mixing of
components wit other synchroniser as-
semblies.
6. Attach a puller, tool no. 1003 or 9516 with
shaft protector, tool no. 625A or 9212 to

27
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

the 'L' range gear,Figure 51, and remove
the rear bearing, thrust washer and 'L'
range gear from the shaft.
OUTPUT SHAFT AND GEAR ASSEMBLY
4. Place the gears on the output shaft and
check for excessive play between the
gear bushings and shaft. If the play feels
excessive, new gears should be installed,
as the bushings are not serviced sepa-
rately.

INSPECTION 5. Inspect the synchroniser assembly for

1. Thoroughly clean the output shaft,
Figure 51, with a suitable solvent and
blow dry with compressed air. Do not spin
the bearing with compressed air.
scoring, cracks or excessive wear. Check
the pins, springs and balls for wear or
cracks. If any components of the
synchroniser are are damaged the com-
plete assembly will require renewal as the
components are not serviced separately.

2. Check the front and rear bearings for

ASSEMBLY
smooth rotation. If the bearings are worn
install new bearings and bearing caps
during assembly. With reference to Figure 51

3. Inspect the output shaft for cracks, burrs
or chipped teeth. Remove burrs with fine
emery cloth or a fine pumice stone. If the
gears are cracked or chipped they should
be replaced with new gears.
1. Install the 'L' range gear, thrust washer
and rear bearing onto the shaft, then drive
or press the bearing into place using a
hammer or press, and a sleeve of the ap-
propriate diameter and length.

3R-13-56

Figure 51
Output Shaft And Gear Assembly
1. Gear 6. Synchroniser 11. Synchroniser
2. Taper Roller Bearing 7. Thrust Washer 12. Gear
3. Thrust Washer 8. Taper Roller Bearing 13. Gear
4. Output Shaft 9. Snap Ring 14.Needle Roller Bearing (2)
5. Thrust Washer 10. Inner Coupling

28
------------------------CHAPTER14------------------------

2. Install the UH gear synchroniser assem-

bly over the front end of the shaft and lo-
cate onto the splines. Engage the tangs
on the synchroniser ring to the range
gear.

3. Install the thrust washer and needle roller

bearing onto the shaft then install the 'H'
range and 2nd driven gear cluster over
the bearing.
Figure 52
Countershaft Disassembly
1. Puller Tool No.1 003 3. 1sV2nd Synchroniser
or 9516 4. Shaft Protector, Tool
2. Gear Cluster No. 625A or 9212

4. Install the second needle roller bearing

onto the shaft and insert into the gear
cluster.

7. Install the 3rd/4th gear synchroniser as-

sembly onto the coupler.

8. Installation of the output shaft and gear

5. Install the 4th gear onto the gear cluster assembly is covered in Section D.
and retain with the appropriate snap-ring,
then install the coupler onto the shaft and
retain in position with the snap-ring.
COUNTERSHAFT AND GEAR ASSEMBLY

OISASSEMBL V

6. Install the thrust washer and front bearing
onto the shaft then drive or press the bear-
ing into place using a hammer or press,
and a sleeve of appropriate diameter and
convenient length.
1. Attach a puller, tool no. 1003 or 9516 with
shaft protector, tool no. 625A or 9212 to
the gear cluster as shown in Figure 52
and remove the front bearing, thrust bear-
ing and thrust washer from the shaft.

29
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

...-...-------cD

8x8-52
Figure 53
Countershaft Components
1. Snap Ring 6. Synchroniser 11. Triple Gear
2. Inner Coupling 7. Taper Roller Bearing 12. Needle Roller Bearing
3. Counter Shaft 8. Thrust Washer 13. Thrust Washer
4. Thrust Washer 9. Needle Roller Bearing 14. Gear
5. Needle Roller Bearing 10. Needle Roller Bearing 15. Thrust Washer

2. Remove the gear cluster and 1stl2nd punch. If the bearing is removed anew
synchroniser from the shaft together with one must be installed as the cage will
the needle roller bearings, thrust bearings have been damaged during removal.
and thrust washers, Figure 53.

NOTE: If the countershaft rear bearing is

3. Remove the 1stl2nd synchroniser assem- rep/aced, the countershaft bearing cap
bly from the gear cluster and wire the as- must also be replaced.
sembly together to prevent the mixing of
components with other synchroniser as-
semblies.
INSPECTION

4. Remove the snap ring retaining the

1st/2nd gear coupler and remove the cou- 1. Thoroughly clean the countershaft com-
pler, thrust washers and 2nd gear from ponents with a suitable solvent and blow
the gear cluster. dry with compressed air. Do not spin the
bearings with compressed air.

5. Normally the countershaft rear bearing,

Figure 53, need not be removed, how- 2. Check the front and rear bearings for
ever, if the bearing is worn or damaged, it smooth rotation. If the bearings are worn
can be removed using a hammer and install new bearings during assembly.

30
------------------------CHAPTER14------------------------

3. Inspect the countershaft for cracks, burrs
or chipped teeth. Remove burrs with fine
emery cloth or a fine pumice stone. If the
gears are cracked or chipped they should
be replaced with new gears.
1. If it was necessary to remove the counter-
shaft rear bearing then press a new bear-
ing into place using a sleeve of suitable di-
ameter and convenient length.

2. Install the 2nd gear and thrust washers

4. Place the gears on the output shaft and
check for excessive play between the
gear bushings and shaft. If the play feels
excessive, new gears should be installed,
as the bushings are not serviced sepa-
rately.
5. Inspect the synchroniser assembly for
scoring, cracks or excessive wear. Check
the pins, springs and balls for wear or
cracks. If any components of the
synchroniser are are damaged the com-
plete assembly will require renewal as the
components are not serviced separately.
ASSEMBLY
onto the gear cluster then install the cou-
pler and retain in position with the snap-
ring.
3. Install the 1st/2nd gear synchroniser onto
the gear cluster then install the complete
assembly with thrust bearing and wash-
ers onto the countershaft.
4. Position the shaft and gears onto a press.
Install the thrust bearing and thrust wash-
er then position the front bearing onto the
shaft. Using tool no. 6308 or 9212 and a
sleeve of the appropriate diameter and
convenient length, press the bearing onto
the shaft.

5. Installation of the countershaft and gear

With reference to Figure 53. assembly is detailed in Section D

SECTION F - SPECIFICATIONS, TORQUES and SPECIAL TOOLS

Specifications

Oil Pump Capacity 2.6 Imp.Galis/Min 12.0 Litres/Min

Pre-Load (pull on cord)
Output Shaft (With Input Shaft) 6 - 9 Ibf 27 - 40 N
Counter Shaft 9 -12 Ibf 40 - 53 N
Pre-Load Shims Available 0.002 in 0.05 mm
0.004 in 0.1 mm
0.012 in 0.3 mm
0.031 in O.Bmm
Gear Backlash 0.004 - O.OOB in 0.1 - 0.2 mm
By-Pass Valve Pressure 40.0 Ibf./in2 2.76 bar

31
- - - - - - - - PART 5 - TRANSMISSION SYSTEM - - - - - - - -

Torques
Ibf.ft Nm

Oil Pump Retaining Bolt 18.0 25.0

Counter Shaft Bearing Cap Retainer Bolt 38.0 52.0
Output Shaft Bearing Cap Retainer Bolt 38.0 52.0
Clutch Rel.ease Bearing Hub Support Bolt 38.0 52.0
Front Cover Retaining Bolt 38.0 52.0
Valve Housing Retaining Bolt 38.0 52.0
Speed Change Lever Support Retaining Bolt 18.0 25.0
Rear Cover Retaining Bolt 38.0 52.0
Speed Change Cover Retaining Bolt 38.0 52.0
Strainer Retaining Bolt 38.0 52.0
Cooler Feed Pipe Union 47.0 64.0
Cooler Return Pipe Union 47.0 64.0
Reverse Idler Gear Shaft Retaining Bolt 50.0 68.0

Special Tools

r- 50 mm -----1
Figure 54
Lower Shift Rail Detent Retainer
1. 17 mm Bar Stock 2. Grind Ramp to Approx 30° 3. Grind Groove to Accept Detent
Ball

32
 PART 6
POWER TAKE-OFF

Chapter 1
TRANSMISSION P.T.O. AND LIVE P.T.O.-
FORD 2610 AND 3610

Section Page
A. DESCRIPTION AND OPERATION 1
B. P.T.O. REAR SHAFT ASSEMBLY-OVERHAUL 3
C. P.T.O. SELECTOR LEVER-OVERHAUL 5

Chapter 2
INDEPENDENT P.T.O.-FORD 4110 AND 4610
Section Page
A. I.P.T.O.~DESCRIPTION AND OPERATION

B. I.P.T.O. PRESSURE REGULATING VALVE AND

CONTROL VALVE~PRESSURE TESTS 6
C. I.P.T.O. PRESSURE REGULATING
VALVE-OVERHAUL 7
D. I.P.T.O. CONTROL VALVE-OVERHAUL 8
E. I.P.T.O. CLUTCH ASSEMBLY -OVERHAUL 10
F. I.P.T.O. SHAFT -OVERHAUL 14

Chapter 3
INDEPENDENT POWER TAKE-OFF-
FORD 5610, 6610, 6710, 7610 AND 7710
Section Page
A. I.P.T.O.-DESCRIPTION AND OPERATION
B. I.P.T.O. CONTROL VALVE PRESSURE TEST 7
C. I.P.T.O. CLUTCH OVERHAUL 8
D. I.P.T.O. CONTROL VALVE AND BRAKE OVERHAUL 12
E. SINGLE SPEED I.P.T.O. SHAFTS AND
GEARS-OVERHAUL 15
F. TWO SPEED LP.T.O. SHAFTS AND
GEARS OVERHAUL 18

(i)
 Chapter 4
TROUBLE SHOOTING, SPECIFICATIONS AND
SPECIAL TOOLS

Section Page
A. TROUBLE SHOOTING 1
B. SPECIFICATIONS 2
C. SPECIAL TOOLS 6

(ii)
 PART 6
POWER TAKE-OFF
Chapter 1
TRANSMISSION P.T.O. AND LIVE P.T.O.-
FORD 2610 AND 3610
Section
A. DESCRIPTION AND OPERATION
B. P.T.O. REAR SHAFT ASSEMBLY-OVERHAUL
C. P.T.O. SELECTOR LEVER-OVERHAUL
A. DESCRIPTION AND OPERATION
Transmission P.T.O. is available on Ford 2610
and 3610 models equipped with the non-
synchromesh transmission. The P. T. D. drive is
taken directly from the transmission input
shaft which is connected to the P.T.O.
countershaft assembly through a set of drop
gears, Figure 1.
The P.T.O. rear shaft, which protrudes
from the rear of the tractor, is connected to
the P.T.O. countershaft assembly by a sliding
coupler which, when moved, connects or
disconnects the P.T.O. rear shaft to the
countershaft. This action thus permits the
P.T.O. drive to be engaged or disengaged
from the seat.
NOTE: When the transmission clutch is de-
pressed to facilitate gear changes, the P. T. O.
drive is interrupted.
1
Page
1
3
5
Live P.T.D. is available on Ford 2610 and 3610
models equipped with the synchromesh and
non-synchromesh transmission. A double
clutch is incorporated to engage and
disengage the drive to the front transmission
assembly and/or the live P.T.D., see
"CLUTCHES" - Part 4.
The P.T.O. clutch disc is splined tothe hollow
P.T.O. input shaft, Figure 2, which is
connected via a gear to the P.T.D. counter-
shaft. At the rear end of the countershaft is a
sliding coupler, which permits the P.T.O.
drive to be engaged and disengaged.
The coupler connects the P.T.O. countershaft
to the P.T.D. rear shaft which protrudes from
the rear of the tractor. An externally mounted
lever is connected to the coupler and
enables the P.T.O. drive to be selected from
the operator's seat.
 _ _ _ _ _ _ _ _ _ PART 6-POWER TAKE-OFF - - - - - - - - -
Figure 1
Transmission P.T.D. -Schematic
1. P.T.D. Rear Shaft Cap
2. P.T.D. Rear Shaft
3. Sliding Coupler
4. Selector Fork
5. P.T.D. Countershaft (Rear)
At the rear of tractors equ ipped with either
. transmission or live p.T.a. is a rear shaft cap.
This cap must be unscrewed and removed
prior to the connection of p.T.a. driven
equipment.
OPERATION
Transmission p.T.a. may only be operated
whilst the transmission clutch and the p.T.a.
selector lever are in the engaged positions.
To engage the p.T.a. fully depress the
clutch pedal then pull the p.T.a. selector
lever upwards (for with cab tractors) or push
the lever rearwards (for less cab tractors).
Release the clutch pedal and the p.T.a.
shaft will start to rotate. To disengage the
p.T.a. fully depress the clutch and push the
selector lever downwards (for with cab
tractors) or forwards (for less cab tractors).
2
6. P.T.D. Countershaft (Hollow)
7. Transmission Input Shaft
8. Drop Gear
9. Shaft Sleeve
10. P.T.D. Selector Lever
Live p.T.a. is operated in a similar manner to
transmission p.T.a. with one main difference .
Depressing the clutch pedal half-way will
disengage the transmission clutch but leave
the p.T.a. clutch fully engaged.
NOTE: When the clutch is depressed to
facilitate gear changes, the P. T.o. drive is
maintained without interruption.
To engage or disengage the live p.T.a. the
clutch pedal must be fully depressed and
the p.T.a. selector lever actuated in the same
manner as for the transmission p.T.a.
 3

2.
Live P.T.O.-Schematic
1. P.T.O. Rear Shaft Cap 6. Drop Gear
2. P.T.O. Rear Shaft 7. P.T.O. Clutch Disc
3. Sliding Coupler 8. P.T.O. Input Shaft
4. Selector Fork 9. Shaft Sleeve
5. P.T.O. Countershaft 10. P.T.O. Selector Lever

B. P.T.D. REAR SHAFT

ASSEMBLY-OVERHAUL

DISASSEMBLY

1. Move the P.T.D. selector lever to the

engaged position and remove the rear
shaft cap.

2. Drain the oil from the rear axle centre

housing.

3. Remove the bolts the P.T.O.

cover to the rear axle centre housing.
Figure 3
Rear Section of the P.T.O. Rear Shaft

4. Withdraw the shaft and cover as an assem-

bly from the centre housing. 1. Cap
2. Cover
3. Oii Seal
4. Sleeve
5. Remove the snap ring retaining the shaft 5. Shaft
6. Snap
and bearing assembly in the covel', 7. Bearing
Figure 3. 8. Gasket

3
- -_ _ _ _ _ _ _ PART 6-POWER TAKE-OFF _ _ _IIIIIIIIIIIIIIIIIIIII_ _ _I111111111111_ _

~NSPECTiON AND REPAiR

1. Inspect the bearing for excessive wear or

discolouration due to overheating, re-
place if necessary.

2. Inspect the sleeve for wear or scoring, if

damaged replace.

Figure 4
Removing Rear Shaft Bearing 3. Inspect the shaft for chipped or worn
splines and discolouration, replace if
1. Puller, Tool No. 1003 or 9516
2. Puller Attachment, Tool No. 951 or 9190 necessary.
3. P.T.O. Rear Shaft
4. Bearing

6. Tap the rear end of the shaft using a mailet RE-ASSEMBl Y

to withdraw the shaft and bearing assem-
bly from the cover.
IMPORTANT: Prior to re -assembly clean
all components with a suitable solvent and
dry with compressed air.

7. Use Puller, Tool No. 943 or 9507, and Slide

Hammer, Tool No. 9435 or 9567 to remove
the oil seal from the cover.

Re-assembly of the P.T.O. rear shaft follows

the disassembly procedure in reverse.

8. Extract the snap ring locating the

bearing on the shaft. Install the oil seal with the lip towards the front
of the shaft.

9. Using Puller, Tool No. 1003 or 9516 and When re-assembling the P.T.O. rear shaft
Pulling Attachment, Tool No. 951 or 9190 ensure the P.T.O. cover retaining bolts are
pull the bearing and sleeve off the shaft, tightened to the correct torque, see
Figure 4. "Specifications" -Chapter 4.
- -______________________ CHAPTER1 ________________________

figure 5
Left-Hand Side of Rear Axle Housing
2610 and 3610 Less Cab
1. Handbrake Clevis Assembly
2. Handbrake Lever
3. Clutch Release Rod
4. Clutch Pedal Rear Bracket
5. Clutch Pedal
6. Clutch Pedal Assist Spring
7. p,T,a. Selector Lever Plate
8. PT.a. Selector Lever
Figure 6
Ford Left-Hand Side of Rear Ax!e Housing - Ford
2610 and 3610 With Cab
1. P.T.O. Selector Lever
2. Oil Level Indicator Tube
3. Tube Elbow
4. P.T.O. Actuating Rod

c. P.T.D. SELECTOR LEVER- Remove the split pin and clevis pin and
disconnect the hand brake clevis rod
OVERHAUL
(where fitted) from the lever on the brake
cross-shaft.
DISASSEMBLY

1. Drain the oil from the rear axle centre

housing. Ford 2610 and 3610 Tractors With Cab:
Unscrew and withdraw the selector lever
knob. Remove the split pin and clevis
pin and disconnect the P.T.O. actuating
2. Move the selector lever to the disengaged rod from the lever, Figure 6.
position.

3. Ford 2610 and 3610 Tractors Less Cab:
Remove the left hand platform, then
extract the split pin and clevis pin, and
disconnect the clutch release rod from the
clutch pedal assembly, Figure 5.
From beneath the tractor remove the rod
by pulling it through the cab. Pull the oil
level indicator out of the tube assembly
then release the tube bracket and with-
draw the tube from the elbow.

Remove the clutch pedal assist spring 4. Withdraw the retaining screws and
then extract the retaining bolts and remove the lever plate assembly from the
withdraw the clutch rear bracket. side of the rear axle centre housing.

5
1IIIIIIIIIIIIIl1llllllllllllll1llllllllllllll1llllllllllllll1llllllllllll1llllllllllll1llllllllllll1llllllllllll1IIIaIIIII PART 6-POWER TAKE-OFF _ _ _lIIIIIlIIlIIIIIlIIIIIIIIIIIIIIlIIIIIIIIIIIIIlIIIIIIIIIIIIIllllllllllllllillllllllllllll

Figure 7 Figure 8
P.T.D. Selector Lever Plate Assembly- P.T.D. Selector Lever Plate Assembly-Ford
Ford 2610 and 3610 Less Cab 2610 and 3610 With Cab
1. P.T.D. Selector Fork 1. P.T.D. Selector Fork
2. Detent Ball 2. Lever Arm
3. Detent Spring 3. Detent Ball
4. P.T.D. Lever Plate 4. Detent Spring
5. P.T.D. Selector Lever 5. Tube Elbow
6. Lever Arm 6. P.T.O. Selector Lever
7. P.T.O. Lever Plate

5. Pull the fork off the arm, then remove the 2. I nspect the selector arm, detent spring
split pin and tension bolt and disconnect and ball, replace if worn or damaged.
the lever from the arm, Figure 7 and 8.

RE-ASSEMBlY
6. Extract the arm from the and with-
draw the detent ball and spring.

Re-assembly of the P.T.O. selector lever

follows the disassembly procedure in reverse.

INSPECT;ON AND REPAIR

When re-assembling the P.T.D. selector

lever ensure the lever plate retaining bolts
1. I nspect the selector fork, replace if worn are tightened to the correct torque, see
or damaged. "Specifications" -Chapter 4.
 PART 6
POWER TAKE-OFF
Chapter 2
INDEPENDENT P.T.O.-FORD 4110 AND 4610
Section Page
A. I.P.T.O. DESCRIPTION AND OPERATION 1
B. I.P.T.O. PRESSURE REGULATING VALVE AND
CONTROL VALVE-PRESSURE TESTS 6
C. I.P.T.O. PRESSURE REGULATING
VALVE -OVERHAUL 7
D. I.P.T.O. CONTROL VALVE-OVERHAUL 8
E. I.P.T.O. CLUTCH ASSEMBLY-OVERHAUL 10
F. LP.T.O. SHAFT -OVERHAUL 14

A. I.P.T.O. DESCRIPTION AND OPERATION

The drive for the independent power take-off
(I. P.T.O.) as featured for the Ford 4110 and
4610 Tractors, is taken from a hub located
within the transmission clutch assembly,
Figure 1. A hollow I.P.T.O. input shaft is
splined to the hub and is connected to the
I.P.T.D. countershaft by a set of drop gears.
The I.P.T.O. countershaft transmits the drive
through the hollow transmission counter-
shaft to the rear of the front transmission
assembly. The LP.T.O. countershaft is
splined at the rear end to accept the hydraulic
pump drive gear and the I.P.T.O. clutch
input shaft.

Figure 1
Independent P.T.O.-Schematic

1. I.P.T.O. Rear Shaft 6. Drop Gear

2. I.P.T.O. Rear Shaft Cap 7. Transmission Clutch Hub
3. I.P.T.O. Clutch Assembly 8. I.P.T.O. Input Shaft
4. I.P.T.C. Clutch Input Shaft 9. Hydraulic Pump Drive Gear
5. I. P.T.O. Countershaft 10. I.P.T.O. Valve Assembly
11. Brake Regulating Valve
IIIIIIIIIIIIIII_IIIIIIIIIIIIIII_ _ _ _ _ _ _
1. Shaft Cap
2. Rear Shaft Bearing and End Plate Assembly
3. Rear Shaft
4. Brake Assembly
The independent P.T.O. is controlled by an
hydraulically operated clutch assembly
located on and between the clutch input
shaft and the rear shaft.
The clutch assembly comprises 7 internally
splined sintered bronze drive plates, mounted
on the clutch shaft hub, and sandwiched
between these piaces are 7 driven steel plates,
which together with a pressure plate are
externally splined to the clutch housing.
The I.P.T.O. rear shaft, which protrudes from
the rear of the tractor, is splined in to the rear
of the clutch housing and is externally
guarded by a screw-on cap. A piston,
located within the clutch housing to the rear
of the plates, is retained in the disengaged
position by a spring, washer and snap ring.
PART 6-POWER TAKE-OFFillllllllllllllllllllllllllllllIIIIIfIIIIIII_.,..--IIIIIIIIIIIIIIIIIIIIIIIIIIIIII-
Figure 2
Inrlanclnt'1on"t P.T.O. Assembly
5. Clutch Assembly
6. Control VCllve Assembly
7. Brake Pressure Regulating Valve
Mounted on the rear of the LP.T.O. clutch is a
brake and support assembly. The brake is
controlled by a double sided piston assembly.
When the brake is applied a brake pad is forced
against the I. P.T.O. clutch housing to stop the
rotation of the P.T.O. shaft. When the
I. P. T. O. clutch is engaged the brake is auto-
matically released. Also when the tractor
engine is stopped the hydraulic pressure acting
on the brake piston dimishes, releasing the
brake and allowing the P.T.O. shaft to be
turned.
Located on the left-hand side within the rear
axle centre housing is the I. P. T. O. control
valve assembly and on the right-hand side is
the brake pressure regulating valve.
2
-----------CHAPTER 2 - - - - - - - - - - -

Figure 3
Oil Flow in the Disengaged Position

_ Pressure Oil • ExhaustDii

1. Control Valve Piston 11. Coupling
2. Clutch Housing 12. Pressure Plate
3. Clutch Piston 13. I.P.T.D . Pump
4. Support Assembly 14. Brake Pressure Regulating Valve Plunger
5. Rear Shaft 15. Brake Pressure Regulating Valve Spring
6. Clutch Spring 16. Shims
7. Brake Arm and Pad Assembl y 17. Control Valve Detent
8. Brake Piston 18. Control Valve Spring
9. Brake Housing 19. Shims
10. Clutch Discs

3
_ _ _ _ _ _ _ _ _ PART 6-POWER TAKE-OFF - - - - - - - - -

Figure 4
Oil Flow in Engaged Position

,-,-,-"" Pressure Oil D Reduced Pressure Oil • Exhaust Oil

1. Control Valve Piston 11 . Coupling

2. Clutch Housing 12. Pressure Plate
3. Clutch Piston 13. I.P.T.O. Pump
4. Support Assembly 14. Brake Pressure Regulating Valve Plunger
5. Rear Shaft 15. Brake Pressure Regulating Valve Spring
6. Clutch Spring 16. Shims
7. Brake Arm and Pad Assembly 17. Cnnl rol Valve Detent
8. Brake Pi ston 18. Control Vo lve Spring
9. Brake Housing
10. Clutch Discs
19. Shims (

4
------------------------CHAPTER2------------------------

The oil supply from the rear section of the
hydraulic pump is fed to the pressure
regulating valve. Oil at constant pressures is
supplied to the brake piston. The outlet port
from the Pressure Regulating Valve is
connected to the control valve which either
exhausts the oil to dump or directs the oil under
pressure to the clutch piston and brake release
piston.
Simultaneously, the pressurised oil flows
around the clutch hub and through a drilling to
act on the larger surface of the double-sided
brake piston. The pressurised oil acting on the
larger surface area forces the piston away from
the clutch and releases the brake allowing the
clutch housing to rotate.

The drive from the I.P.T.O. countershaft is

thus transmitted via the clutch plates to the
The control valve is operated by an externally I. P.T.O. rear shaft.
mounted selector lever which may be con-
trolled from the operator's seat.

OPERATION When the clutch is fully engaged and the brake

released the build up of oil pressure forces the
With the engine running oil is supplied to the control valve piston forwards against the
brake pressure regulating valve. The spring control spring, to uncover the dump port and
loaded plunger in the regulating valve ensures allow the excess oil to return to sump.
that irrespective of engine speed, oil at a
constant pressure acts on one side of the brake
piston forcing the brake against the clutch
housing, Figure 3. Oil from the regulating valve
outlet passes through a tube to the control
valve. Placing the control in the disengaged
position fully opens the dump port in the valve
and allows the oil to pass directly to sump,
With the engine stopped, the hydraulic
Figure 3. The return spring in the clutch forces
pressure in the circuit diminishes releasing the
the clutch piston rearwards to disengage the
brake and allowing the clutch piston spring to
clutch plates, allowing the drive plates to force the clutch piston rearwards, disengaging
rotate freely within the stationary clutch
the clutch.
assembly.

Moving the I.P.T.O. control lever to the

engaged position, Figure 4, forces the control
valve plunger rearwards to cover the dump
port in the valve. Pressurised oil is directed
through the tube and clutch support to the
clutch piston. The oil forces the piston
forwards against the action of the piston return
spring and compresses the clutch plates
together to engage the clutch.
A small groove in the brake pressure regulating
valve plunger allows the oil trapped in the
brake circuit to return through the Pressure
Regulating Valve to dump. With the clutch
disengaged and the brake released the external
P.T.O. shaft can be turned to align the splines
for coupling to an implement shaft.

5
 B. I. PRESSURE REGULATING VALVE AND
CONTROL VALVE PRESSURE TESTS
Figure 5
Brake Pressure Regulating Valve Pressure Test
1. Adaptor Tool No. FT.4100-2 or 4657
2. Hydraulic Pump
3. Tube, Tool No. FT.4100-1 or 1552
4. Pressure Gauge, Tool No. FT.4100 or 0074
if the I.P.T.D. clutch fails to operate as
described in Section A of this Chapter, or
following overhaul of the clutch control valve
and pressure valve, the following
pressure tests must be carried out.
Run the tractor until the hydraulic oil is at
operating temperature then stop the engine.
BRAKE PRESSURE REGULATING VALVE
1. Remove the I P.T.D. pressure test
from the rear of the hydraulic pump.
2. Install Adaptor Tool No. FT.4100-2 or 4657,
Tube Tool No. FT .4100-1 or 1552 and the
Pressure Gauge, Tool No. FT.4100 or 0074
onto the pressure test point, Figure 5.
3. Start the tractor and set the speed to 2300
rev/min and set the LP.T.O. control lever
to the disengaged position. Note the
pressure gauge reading.
4. If the pressure obtained is outside the
specified range, see
Chapter 4, adjust the pressure regulating
valve setting by or removing shim(s)
located in the pressure regulating valve.
Figure 6
LP.T.O. Control Valve Pressure Test
1. Tube, Tool No. FT.4100-1 or 1552
2. I.P.T.O. Control Valve
3. Hose, Tool No. T.8503-4 or 1392
4. Adaptor, Tool No. FT.4097 or 1221
5. Pressure Tool No. FT.4100 or 0074
5. Check that the pressure reading remains
within the specified limits with an engine
speed of 1000 rev/min to 2300 rev/min.
6. Removethegauge, tubeandadaptorsfrom
the pressure test point and install the plug.
LP.T.O. CONTROL VALVE
The LP.T.O. Control Valve pressure setting
can be checked with the test equipment
installed as for the Brake Pressure Regulating
Valve, Figure 5. With the engine speed set to
2300 rev/min engage the LP.T.O. dutch and
note the pressure gauge reading. If the
pressure reading is not greater than that
obtained for the Brake Pressure Regulating
Valve or is not within the specified range, see
"Specifications" Chapter 4 the control valve
pressure setting must be checked as
follows:~
1" Remove the hydraulic lift cover assembly,
see "HYDRAULIC SYSTEMS" Part 8
and use Tool No. T8503-4 or 1392 to
connect the hydraulic lift cover feed to the
rear axle sump, Figure 6.
2. Disconnect the control valve to dutch
housing tube from the control
6.
3. install Adaptor Tool No. FTA097 or 1221, 5. If necessary adjust the pressure setting by
tube Tool No. FT.4100-·1 or 1552 and the adding or removing shims located between
Pressure Gauge, Tool No. FT.4100 or 0074 the valve and Do not exceed
onto the control valve, Figure 6. a maximum of five shims, for shim
thicknesses see "Specifications"-
4. Start the tractor and place the LP.T.O. Chapter 4.
control lever in the engaged position. Set
the engine speed to 1300 rev Imin. then dis-
engage and engage the LP.T.O. dutch
several times noting the pressure gauge 6. After testing remove the gauge, tube and
readings. The readings obtained with the adaptor and re-connect the tube to the
clutch engaged should be within the control valve. Replace the hydraulic lift
specified range, see "Specifications" cover, see IIHYDRAUUC SYSTEMS"-
-Chapter 4. Part 8.

C. PRESSURE REGULATING VALVE-OVERHAUL

REMOVAL INSTALLATION

1. Remove the hydraulic lift cover, see 1. Install the pressure regulating valve,
"HYDRAULIC SYSTEMS" - Part 8. Drain tightening the tube connection to the
the rear axle oil until the pressure regulating specified torque-see "Specifications"-
valve is fully exposed. Chapter 4.

2. Disconnect the tubes from the pressure 2. Prior to installing the hydraulic lift cover
regulating valve and remove the valve from pressure test the valve as previously
the rear axle centre housing. described in Section B of this Chapter.

DISASSEM Bl Y

With reference to Figure 7.

1. Remove the split pin and withdraw the

shims, spring and plunger.

INSPECTION AND REPAIR

1. Inspect the plunger and valve bore for

damage and wear and if necessary.

2. Check the spring for and if

necessary replace.

RE-ASSEMBl V

1. Re-assemble the components, coating the

plunger in oil prior to re-assembly. The Figure 1
plunger must be installed into the bore with Pressure Regulating Valve
1. Spring 4. Split Pin
the notched land towards the base of the 2. Shims 5. Valve Body
valve. 3. Plunger

7
1IIIIlIIIIIIIII_1IIIII/III;I1IIIIIIIIIIIIII1IIIIIIIIIIIIII1IIIIIIIIIIIIII1IIIIIIIIIIIII_ _ _ PART 6- POWE R TAK E-O F F 1IIIIIlIIIIII1IIIIIIIIIIIIII1IIIIIIIIIIIII_ _ _ _ _ _ _ _ _ _1III!IIIal

Figure 8
I.P.T.O. Control Valve Assembly
1. Piston 6. Detent Spring
2. Valve Spring 7. Plunger Retaining Roll Pin
3. Valve Plunger 8. Valve Body
4. Shim 9. O-Ring
5. Detent Ball

D. LP,T.O. CONTROL VALVE 5. Removethevalve spigot bolt and retaining

OVERHAUL bolt and withdraw the valve assembly
from the rear axle centre housing.

REMOVAL 6. Unscrew the bolt and remove

the exhaust tube clamp.
1. Remove the hydraulic lift cover, see
"HYDRAULIC SYSTEMS" Part 8. 7. Pull the exhaust tubes free from the valve
body.

2. Disconnect the control valve to clutch

and brake assembly tube at the control DiSASSEMBl Y
valve
With reference to Figure 8.
1. Punch the plunger retaining roll pin out
3. Disconnect the brake pressure regulating of the valve housing.
valve to control valve tube at the control
valve. 2. Withdraw the plunger, detent ball and
spring from the valve housing.

4. Remove the and clevis pin and 3. and

disconnect the valve plunger from the from the valve housing. Extract the
control lever link. shim(s) from within the piston.
INSPECTION AND REPAIR

1. Inspection the valve piston for excessive

wear or scoring.

2. Inspect the control valve spring for weak-

ness or distortion. Inspect the valve body
for excessive wear or scoring of the
piston bore.

3. Check the valve plu nger detent spring for Figure 9

weakness or wear. any compon LP.T.O. Control Valve Piston and Shim
ent which shows signs of excessive wear 1. Shim 2. Piston
or damage.

INSTAllATION

Installation of the control valve follows the

removal procedure in reverse.

RE-ASSEMBlY When installing the control valve observe

the foliowing requirements:
Re-assembly of the control valve follows
the disassembly in reverse. Prior
to re-assembly observe the following re- e Install the control valve retaining bolt
quirements: finger tight.

• I nstall the control valve bolt and

tighten to the correct torque, see "Speci-
@ Clean all compo.nents with a suitable fications" -Chapter 4.
solvent then dry with air.

@ Tighten the control valve retammg bolt

to the correct torque, see "Specifications"
-Chapter 4 .
• Lightly lubricate all machined surfaces
with hydraulic oil.
G Prior to installing the hydraulic lift cover,
pressure ·test the control valve as pre-
viously described in this section. If the
pressure obtained is incorrect, add or
subtract shims between the valve
e Replace ali O~ring seals. and the valve spring, Figure 9.

9
_1IrilIIII!IIII1IIlIIIIIII1IIIIII.IIIlII1II!IIIJIII_ _IIIIIIIIiI_ _U PART 6-POWER T A K E - O F F - - - - - - - - - -

Figure 10 Figure 11
left-Hand Side of Rear Axle Assembly Clutch Brake Installation
1. Clutch Brake Plate 1. Piston Guide
2. Brake Cross-Shaft 2. Retaining Ring
3. left Hand Brake Operating Lever 3. Piston
4. Dipstick Tube

E. LP.T.O. CLUTCH ASSEMBLY- 3. Remove the retaining bolts and withdraw

OVERHAUL the clutch brake plate.

NOTE: Replacement of the clutch brake seals

may be performed without removing the
hydraulic lift cover or separating the tractor as 4. Remove the ring retaining the piston guide
follows: in the cylinder and withdraw the piston
guide and piston from t he brake cylinder.

5. Separate the piston from the guide and

replace the seals located on the piston and
CLUTCH BRAKE SEALS
piston guide.
REMOVAL

With reference to Figures 10 and 11,

1. Release the pinch bolt then pull the left- REPLACEMENT

hand brake operating lever off the brake
cross-shaft. .Replacement of the piston follows the removal
procedure in reverse. Ensure the plate
retain ing bolts are tightened to the correct
2. Drain the rear axle oii and disconnect the torque, see "Specifications" - Chapter 4, and
dipstick tube from the filter support. refill the rear axle with oil.

10
 Figure 12
I.P.T.O. Clutch Assembly
1. Housing
2. Housing Sealing Rings
3. Outer Piston Sealing Ring
4. Piston
5. Inner Piston Sealing Ring
6. Piston Spring
7. Spring Retaining Washer
I.P.T.O. CLUTCH AND BRAKE
ASSEMBLY
REMOVAL
1. Separate the tractor between the front
and rear transmission assemblies, see
"SEPARATING THE TRACTOR"-Part
12.
2. Remove the hydraulic pump, see
"HYDRAUliC SYSTEMS" -Part 8.
3. Remove the bolts and withdraw
the hydraulic pump inlet filter and tube
assembly.
4. Extractthe boltsand withdraw the I.P.T.O.
shaft bearing and plate assembly and
shaft from the rear of the tractor.
11
8. Snap Ring
9. Thrust Washer
10. Clutch Drive Coupling
11. Ring
12. Pressure Plate
13. Drive Plate
14. Driven Plate
5. Withdraw the clutch drive coupling and
disconnect the tube connection to the
clutch support from the control valve.
Disconnect from the pressure regulating
valve the tube that is located under the
clutch support connecting to the brake
cylinder.
6. Remove the clutch pack and brake sup-
port as an assembly.
DISASSEMBLY
With reference to Figure 12.
1. Separate the brake and support assembly
from the clutch by pulling the support off
the rear of the clutch.
2. Remove the snap ring which retains the
pressure plate in the clutch housing
then withdraw the drive and driven
1IIIIIIIIIIII11111111111111111B11111111i1111111111





l



l


_ _1IIIIIiIIIIIIII_ _1lIIIIIIIIIIIII PART 6 - POWE R T A K E- 0 F F 1lIIIIIIIIIIIII_ _ _ _ _IIIIIIlIIIIlIIIIlIIIIIiIIIIiII_ __

figure 13 Figure 14
Compressing Clutch Spring Clutch Piston Removal
1. Puller, Tool No. 1003 or 9516 1. Tyre Valve
2. Clutch Housing 2. Air-line
3. Snap Ring 3. Clutch Housing
4. Compressor, Tool No. FTAW1 or 1312 4. Piston

3. Using Puller, Tool No. 1003 or 9516 and INSPECTION AND REPAIR
Compressor Tool No. FT.4101 or 1312,
compress the clutch piston return spring 1. Examine the clutch housing for excessive
and withdraw the snap ring, Figure 13. wear or scoring on the spigot or the bore.

4. Slowly release the puller then remove the

retaining washer and return spring. 2. Check the drive and driven plates for
excessive wear, damaged splines or
5. Use an air-line and a tyre valve to warping.
extract the piston from the clutch housing,
14.
3. Examine the clutch spring for weakness
6. Remove the housing and piston seaJing or breakage.
rings.

4. Inspect the brake housing bore for

I.P.T.O. Brake and Support Assembly excessive wear or scoring.

With reference to Figure 15.

5. Examine the brake arm and pad for ex-

1. Remove the ring retaining the brake piston cessive wear or scoring.
guide and withdraw the piston and guide.

2. Remove the split pin and clevis pin then

withdraw the arm and pad assembly from 6. Replace any defective components and all
the brake housing. '0' ~rings prior to re-assembly,

12
------------------------CHAPTER2------------------------
Figure 15
I.P.T.O. Clutch Brake Assembly
1. Piston Guide
2. Retaining Ring
3. Brake Piston
4. Split Pin
RE-ASSEMBlY
Re-assembly of the P.T.O. dutch and brake
assemblyfoliowsthe disassembly procedures
in reverse. On re-assembiy observe the fol-
lowing requirements:
• Clean all components with a suitable
solvent and dry with compressed air.
.. Lightly lubricate all '0' -rings to prevent
damage on assembly.
INSTAllAT~ON
Installation of the I.P.T.O. clutch and brake
assembly follows the removal procedure in
reverse. On installation ensure all retaining
boits are tightened to the correct torque,
see "Specifications" -Chapter 4.
Check that the dutch engages and disengages
correctly and that the brake stops the shaft at
2200 engine rev/min. Ensure that the P.T.O.
shaft is free to rotate with the engine stopped
and clutch disengaged.
5. Clevis Pin
6. Brake Arm and Pad Assembly
7. Brake housing
If new parts have been installed which affect
the shimming dimension between the
hydraulic pump drive gear lock ring and the
I.P.T.O. clutch drive coupling the following
procedure must be carried out to determine the
shim thickness:
(i) With the hydraulic pump removed, install
the shims previously installed and re-
connect the rear axle to the transmission .
(ii) Through the hydraulic pump opening in
the rear axle centre housing, measure the
gap between the hydraulic pump drive
gear lock ring and the LP.T.O. drive
coupling using a feeler gauge.
(iii) Refer to the table in "Specifications"
Chapter 4 for the correct shim thickness
for the gap measured.
(iv) Separate the transmission for the rear axle
and install the correct shims. Re-connect
the rear axle to transmission and install the
hydraulic pump.
13
 Figure 16 figure 11
I.P.T.O. Rear Shaft AC:O::Am,hh/ Removing Rear Shaft Bearing
1. Cap 5. Shaft 1. Pulier, Tool No. 1003 or 9516
2. Cover 6. Snap Rings 2. Puller, Attachment, Tool No. 951 or 9190
3. Oil Seal 7. Bearing 3. P.T.O. Rear Shaft
4. Sleeve 8. Gasket 4. Bearing

F. LP.T.O. SHAFT - OVERHAUL 5. Tap the rear end of the shaft a mallet
to withdraw the shaft and bearing assem-
bly from the cover.
DISASSEMBLY

With reference to Figure 16.

6. Use Puller, Tool No. 943 or 9507, and Slide

1. Remove the rear shaft cap and drain the oil Hammer, Tool No. 943S or 9567 to remove
from the rear axle centre housing. the oil seal from the cover.

2. Remove the bolts retaining the LP.T.O.

eover to the rear axle centre housing.
7. Extract the snap ring locating the
bearing on the shaft.

3. Withdraw the shaft and cover asan assem-

bly from the centre housing.

8. Using Puller, Tool No. 1003 or 9516 and

4. Remove the snap ring retaining the shaft Pulling Attachment, Tool No. 951 or 9190,
and assembly in the cover, pull the bearing and sleeve off the shaft,
Figure 3. Figure 17.

14
------------------------CHAPTER2-------------------------
INSPECTION AND REPAIR RE-ASSEMBLY

I M PO RTANT: Prior to re-assembly clean

1. Inspect the bearing for excessive wear or all components with a suitable solvent and
discolouration due to overheating, re- dry with compressed air.
place if necessary.

Re-assembly of the I. P. T.O. rear shaft follows

the disassembly procedure in reverse.

2. Inspect the sleeve for wear or scoring, if

damaged replace. Install the oil seal with the lip towards the front
of the shaft.

When re-assembling the I.P.T.O. rear shaft

3. Inspect the shaft for chipped or worn ensure the LP.T.O. cover retaining bolts are
splines and discolouration, replace if tightened to the correct torque, see
necessary. "Specifications" - Chapter 4.

15
- - - - - - - - - P A R T 6-POWER T A K E - O F F - - - - - - - - -

16
 PART 6
POWER TAKE-OFF
Chapter 3
INDEPENDENT POWER TAKE-OFF-
FORD 5610, 6610, 6710, 7610 AND 7710
Section Page
A. I.P.T.O. DESCRIPTION AND OPERATION 1
B. I.P.T.O. CONTROL VALVE PRESSURE TEST 7
C. I.P.T.O. CLUTCH OVERHAUL 8
D. I.P.T.O. CONTROL VALVE AND BRAKE-OVERHAUL 12
E. SINGLE SPEED I.P.T.O. SHAFTS AND
GEARS-OVERHAUL 15
F. TWO SPEED I.P.T.O. SHAFTS AND
GEARS -OVERHAUL 18

A. I.P.T.O.-DESCRIPTION AND OPERATION

The independent power take-off (LP.T.O.)
input shaft is driven by a splined hub attached
to the centre of the engine flywheel, Figure 1.
The input shaft passes through the centre of
the transmission upper shaft to the rear of the
transmission.
Splined to the rear end of the input shaft is
the I.P.T.O. clutch hub. Five phosphor-
bronze drive plates are internally splined to
the clutch hub and are positioned between
five steel driven plates and a pressure plate
which are splined externally to the clutch
housing.

Figure 1
I.P.T.O. Schematic
1. I.P.T.O. Output Shaft Cap 5. LP.T.O. Valve Assembly 9. I.P.T.O. Clutch Assembly
2. I.P.T.O. Output Shaft 6. Hydraulic Pump Idler Gear 10. Brake Band
3. Driven Gear 7. I.P.T.O. Input Shaft 11. I.P.T.O. Rear Shaft
4. Oil Supply Tube 8. Hydraulic Pump Drive Gear 12. Drive Gear

1
_ _ _ _ _ _ _ _ _ PART 6-POWER TAKE-OFF _ _ _ _ _ _ _ __

A hydraulic piston is located at the rear of the
plates in the clutch housing. Pressurised
hydraulic oil can move the piston forwards
forcing the clutch plates together and
engaging the clutch. When the clutch is dis-
engaged the clutch housing is held stationary
by a brake band applied by a small hydraulic
cylinder. Hydraulic oil flow to the clutch piston
and brake cylinder is controlled by a valve
assembly situated on the left-hand side within
the rear axle centre housing. The control valve
spool features a hydraulic feathering capacity
which allows the I.P.T.O. clutch to be
smoothly engaged. Hydraulic oil is supplied to
the valve from the rear section of the hydraulic
pump through a connecting tube.
A 21 -spline output shaft is used for
1000 rev/min. P.T.O. operation. (Two-speed
I.P.T.O. only).
When using the 21 -spline output shaft, a
P.T.O. speed of 540 rev/min. is obtainable at
a reduced engine speed of 1110 rev/min.
IMPORTANT: Never operate the tractor
with the I.P. J.O. output shaft removed. The
shaft supports the driven gears and acts as a
bearing. Operation without the shaft in-
stalled may cause severe damage.

Oil supply to the clutch piston and lubricating

With the engine stopped the I.P.T.O. output
oil to the clutch plates passes through the
shaft may be turned by hand to facilitate
clutch support assembly to the rotating clutch
attachment of equipment.
assembly. Sealing rings on the clutch seal the
annular grooves in the clutch to the drillings in
the clutch support.
The I.P.T.O. can be engaged, operated and
disengaged whether or not the tractor is in
motion.
The clutch housing is splined onto an upper
rear shaft which passes to the rear of the
centre housing. Oil Flow in the Disengaged Position

With reference to Figure 2.

The drive is transmitted from the upper shaft
to an output shaft by a set of reduction gears.
With the engine operating hydraulic oil is
supplied by the I.P.T.O./Dual Power section
of the hydraulic pump to both the Dual Power
The two speed LP.T.O. features a double set and LP.T.O. control va1ves.
of helical reduction gears running in constant
mesh and the installation of one of two inter-
changeable output shafts effects selection of
the desired P.T.O. speed. The pressure regulating valve maintains the
pressu re of the oil su pplied to both the I. P. T. O.
and Dual Power control valves irrespective of
engine speed. The pressure regulating valve
also acts as a system relief valve for the circuit.
For standard P.T.O. speeds, see "Specifica-
tions" -Chapter 4.

When the I.P.T.O. control lever is in the dis-

engaged position the control valve spool is
A 6-spline output shaft is used for moved fully to the left and held in this position
540 rev/min. P.T.O. operation only. with the detent, Figure 2.

2
- - - - - - - - - - - CHAPTER 3 - - - - - - - - - - -

••
Figure 2
Oil Flow- Clutch Disengaged

D Pressure Oil o Cooler / LubricationOil • Exhaust Oil

1. Clutch Housing 9. Control Valve Spool

2. Sealing Rings 10. Detent Sail and Spring
3. Clutch Support 11. Brake Piston
4. Orifice 12. Brake Piston Return Spring
5. Cooler / Lubrication Circuit Relief Valve 13. Clutch Piston Return Spring
6. Pressure Regulating Valve 14. Clutch Hub
7. Transfer Port to Oil Cooler 15. Clutch Plates
8. Orifice 16. Srake Band
17. Clutch Piston

3
_ _ _ _ _ _ _ _ _ PART 6-POWER TAKE-OFF - - - - - - - - -
Pressurised oil from the pump passes through
a small orifice into the valve spool bore and is
directed around the spool, through a drilling in
the valve body to the brake cylinder. The oil
pressure forces the brake piston outwards
against the piston return spring and applies the
band brake to the clutch housing.
The return spring in the I.P.T.O. cllltch forces
the clutch piston rearwards exhausting any oil
through the clutch support, the drilling in the
valve body and past the control valve spool to
dump. Complete release of the clutch plates is
thus ensured.
With the brake applied system pressure
increases and the pressure regulating valve
9pens. Although the regulating valve is open,
toil pressure is maintained constant on the
brake piston. After passing through the
pressure regulating valve the oil flow divides. A
controlled quantity of oil passes through an
orifice to the clutch support and through a
drilling in the clutch to exhaust within the
clutch assembly, providing positive lubrication
for the clutch plates. The surplus oil passes
from the control valve through a transfer tube
to an external pipe connected to the oil cooler
and finally exhausting through the Dual Power
lubrication circuit.
The cooler/lubrication circuit features a
separate pressure relief valve located in the
I.P.T.O. control valve body. This valve
exhausts oil to dump if excess pressures are
encountered in the circuit, thus protecting the
cooler and lubrication circuits. During cold
starts conditions when high back pressures are
created by the cold oil passing through the
cooler, the relief valve opens allowing a greater
portion of oil to exhaust directly to sump. This
ensures that the oil warms up to operating
temperature quicker.
4
I.P,T.O. Clutch Engagement
I
\
Moving the I.P.T .O. control lever towards the
engaged position moves the detent portion of
the control valve spool towards the right. The
two portions of the control valve spool are
connected by a link and spring to facilitate the
feathering capacity of the valve. Initial
movement forces the landed portion of the
spool to the right and this blocks the
pressurised oil supply 'B' Figure 3. Oil can
exhaust from both the I. P.T. O. clutch piston
and brake cylinder permitting a "Brake
Off - Clutch Off" situation.
Further movement of the spool to the right
uncovers the oil supply orifice. A controlled oil
flow is allowed to pass around the spool,
through a drilling and the clutch support to the (
clutch piston. As the oil forces the piston
forwards against the resistance of the clutch
return spring the oil pressure increases in the
system.
The landed portion of the spool has a small
central drilling to the right hand end. The
supply oil pressure is sensed through this
drilling and acts on the end of the spool ' C',
Figure 3. As the pressure increases and forces
this portion of the spool to the left. The spool
movement compresses the spring located
between the two halves of the control valve
spool, and restricts the oil flow from the
supply port. This feathering capacity allows an
intermediate pressure, acting on the clutch
piston, to be held by the control valve while the
clutch engages smoothly .
 B. LP,T.O, VALVE PRESSURE TEST

If the I. P.T.O. dutch fails to operate correctly,

as described in the previous the
following pressure tests must be carried out.
The checks should also be conducted after the
clutch and control valve have been over-
hauled.

NOTE: The following pressure checks are

made assuming that the Dual Power/I. P. T. O.
section of the hydraulic pump is producing the
specified hydraulic flow and pressure. For
pressure testing of the hydraulic pump and
overhaul see uHYDRAULIC SYSTEMS" -
Part 8.

5
Pressure Regulating Valve Pressure Test
1. Pump
PRESSURE REGULATING VALVE 2. Too! No. FT.4100-1 or 1552
3, Pressure Gauge FT.4100 or 0074
4. Adaptor Tool No. FT.4100-2 or 4657
1. the tractor to raise the oil
to temperature. Stop the engine.

2. Disconnect the Dual Power and front wheel

drive tubes (where fitted), or the pressure
test from the hydraulic pump, Figure
5.
NOTE; Refer to Sections C and D for clutch
3. Connect Adaptor Tool No. FT.4100-2 or
and control valve overhaul nrr,r-o.r;,
4657 and Tube Tool No. FT.4100-1 or 1552
together with Pressure Gauge Tool No.
FT.4100 or 0074 to the pressure test 6. if the pressure obtained is to specification
location, Figure 5. with the I.P.T.O. control in the disengage
nn(~!tlr'n but falls below when
4. Start the tractor engine and move the the control is moved
i.P.T.O. control to the disengage position. position the LP.T.O. clutch must be
With the engine at 850 rev Imin observe the removed and the clutch to support
pressure gauge reading. Move the control sealing rings and clutch checked for
lever to the LP.T.O. engaged position and wear or damage.
recheck the gauge ...o",l"'Iin."

7. If the pressures obtained are higher than

5. specified, remove the LP.T,O. clutch and
control valve and check for restrictions or a
sticking pressure valve.
control valve
must be removed and the pressure regu-
lating valve shimming increased. Also 8. Remove the pressure gauge and ",rI,~""T,n,..'"
check the brake seal for and and re-connect the Dual Power tube or
re-check the pressure readings. install the
COOLER/lUBRICATiON CIRCU~T RELIEF
VALVE

1, Remove the cooier tube banjo bolt and

",,,, • ..,..,, ... ,,,1'0 the tube from the bolt. Ensu re that

the transfer tube is located in the

I,P.T.O. control valve.

2. Connect Gauge Tool No. FT.4096 or 7284

and adaptor Too! No, FT,4096-1 or 4646
onto a suitable Auxiliary Services Control
Valve Hose. Install the banjo bolt through
the fitting on the hose and into the rear axle
port, Figure 6.

()
3. Start the tractor engine and run at 1250 Cooler / Lubrication Circuit Reliet Valve
rev/min. Note the pressure gauge Pressure Test
1. Pressure Gauge Tool No. FTA096 or 7284
2. Adaptor Tool No. FT.4096-1 or 4646
4, If the pressure obtained is above or below 3. Auxiliary Services Control Valve Hose
4. Bolt
the specified range, see "Specifications"
4, remove the I.P.T.O. control
valve and increase or decrease the number 5. Remove the pressure gauge, adaptor and
of washers located in the cooler Ilubri- hose and reconnect the cooler tube
cation circuit relief valve. Refer to Section ensuring that the plastic transfer tube is
D for overhaul procedures. Re-check the correctly positioned in the I.P.T.O. control
pressure reading. valve housing.

C. LP,T.O. CLUTCH OVERHAUL

REMOVAL 4. Remove the oil cooler tube banjo bolt and

withdraw the plastic transfer tube located
On tractors less Load Monitor: between the control valve and the rear axle
centre housing casing, Figure 8.
1. Remove the Hydraulic Lift Cover, see
"HYDRAULIC SYSTEM" - Part 8.
5. Release the I.P.T.O. valve rear 1",,-..'<>1',,..,,,,,,
2. Remove the upper shaft rear bearing
8 and remove the two
retainer and withdraw the upper shaft com-
with rear bearing and retainer.

3. Squeeze the retaining dip and

release the dip securing the intake tube to 6. Remove the dutch and valve
the control valve, Figure 7. Loosen the tube the spool clevis pin
rliconn.",,..,,n,,,,,

from the location. from the fork in the control lever.

8
 Figure 8
I.P.T.O. Clutch and Valve Installation I.P.T.O. Control Valve Installation
1. Clutch Assembly 1. Oil Cooler Tube Banjo Bolt
2. Clutch Support 2. Rear Pin and Locknut
3. !ntake Tube 3. Front Pin
4. Intake Tube ~Qi'''''ninn
5. Control Valve

On tractors with Load Monitor: DiSASSEMBl Y

1. the tractor between the front and With the LP.T.O. clutch assembly on a
rear transmissions see "SEPARATING bench, remove the valve assembly and
THE TRACTOR" -Part 12. brake band from the clutch housing, Figure
9.

2. Squeeze the clip

and release the dip securing the intake tube
to the control valve, 7. Loosen the
tube from the location.
2. Remove the from the rear of
the dutch housing.
3. Remove the oil cooler tube bolt and
withdraw the transfer tube located
between the control valve and the rear axle
centre 8.
3. Remove the retaining snap ring, ,pressure
4. Release the LP.T.O. valve rear locating pin plate, five internally splined five
locknut 8 and remove the two externally plates and
locating pins. from the housing, Figure 10.

5. the valve spool devis from the

fork in the control lever and withdraw the
dutch and control valve ':;}C'C'crn,nIH from the IMPORTANT: Note the order in which the
rear axle centre housing. clutch are removed.
 Figure 9 Figure 10
LP.T.D. Clutch and Valve Assembly
1. Brake Band Drive Plates Removed from !.PTO. Clutch
2. LP.T.D. Clutch Housing Housing
3. Clutch Support 1. I.P.T.O. Clutch Housing
4. Valve Assembly 2. Feathering Spring
5. Pressure Regulating Valve 3. Internal Spline Plates
6. Control Valve Spool Detent 4. Snap Ring
7. Cooler/lubrication Circuit Relief Valve 5. Pressure Plate
6. External Spline Plates

4. Use Compressor, Tool No. FT.4101 or
1312, and Puller, Tool No. 1003 or 9516 or a
press, Figure 11 to compress the piston
return spring then remove the retaining
ring.
2. inspect the rear clutch housing sealing
rings for damage, distortion or cracks.
3. Examine the clutch housing both ex-
ternally for cracks or damage and inter-
nally for wear or piston scuffing.

5. Use compressed air applied to the port

between the front and centre ring
4. Inspect the clutch piston for scoring or
grooves in the clutch housing hub, to
burrs and install a new '0' -ring and seal.
expel the piston from the housing.
Remove the '0' -ring and seal from the
piston.
5. Inspect the clutch plates for excessive
wear, distortion or scoring.

INSPECTION AND REPAIR 6. Inspect the dutch hub splines and gear for
wear and damage.

1. Clean all parts in a suitable solvent and If damage or serious wear is evident on any
dry thoroughly with a clean, lint-free component, install a replacement on
cioth or compresssed air. re-assembly.

10
 Figure 11
Compressing Clutch Spring
1. Hydraulic Press
2. Retaining Ring
3. I.P.T.O. Clutch Housing
4. Compressor Tool No. FT.4101 or 1312
RE-ASSEMBLY
Re-assembly ofthe independent powertake-
off clutch follows the disassembly procedure
in reverse.
INSTALLATION
Installation of the independent power take-
off clutch follows the removal procedure in
reverse. On installation observe the following
requirements:
• Adjust the brake band as follows:
loosen the locknut, Figure 12 and tighten
the brake band screw to the specified
torquer see "Specifications" -Chapter 4.
Back-off the screw two and one half turns
and tighten the locknut.
11
Figure 12
Adjusting I. P.T.O. Clutch Brake Band
1. Locknut
2. Adjuster ScrAw
G Check that the valve and brake band can
freely rotate on the clutch housing.
CIt Use the following procedure when
tightening the I.P.T.D. clutch locating pins
and locknuts:
(i) Tighten the front pin first to the
specified torque, see "Specifications"
-Chapter 4.
(ii) Tighten the rear pin to the specified
torque, see "Specifications" -Chap-
ter 4, and unscrew a quarter turn.
(iii) Tighten the locknut to the specified
torque, see "Specifications" -Chap-
ter 4.
Pressure test the LP.T.O. pressure regulating
valve following the procedures outlined in
Section B of this Chapter to check that the
ri ngs on the clutch are correctly seated.
 D. LP.T.O. CONTROL VALVE AND BRAKE OVERHAUL

REMOVAL DISASSEMBLY

1. Remove the pin securing the brake band

and lever to the valve body Figure 13 and
I

remove the brake band.

1. Remove the I.P.T.O. clutch and control

2. Remove the four socket-head screws and
valve assembly as previously detailed.
separate the valve body from the clutch
support, Figure 14.

3. Remove the split pin and withdraw the

2. Working on a bench, remove the brake
band and valve assembly from the I. P.T.O.
clutch housing.
control valve spool detent ball and spring,
Figure 14. Drive outthe roll pin retaining the
control valve spool and withdraw the valve
spool. Remove the circlip and plate from
the end of the control spool bore and with-
draw the spring.

Figure 13 Figure 14
I.P.T.O. Gontroi Valve and Brake Band Disassembly LP.T.O. Control Valve
1. Pressure Regulating Valve 1. Clutch Support
2. Brake Cylinder 2. Control Valve Body
3. Valve Body 3. Control Valve Spool Retaining Pin
4. Brake Band Securing Pin 4. Detent Spring Retaining Pin
5. Clutch Support
6. Brake Band
7. Cooier/Lubrication Circuit Relief Valve

12
________________________ CHAPTER3 ________________________

Figure 15
I.P.T.O. Clutch Control Valve and Brake Components
1. Rol! Pin 9. Plate
2. Spring 10. Circiip
3. Control Valve Spool 11. Cooler I Lubrication Circuit Relief Valve
4. Control Valve Body Plunger, Spring, Washers and Split Pin
5. Brake Piston 12. Pressure Regulating Valve Plunger, Spring,
6. Brake Piston Return Spring Washers and Split Pin
7. Retaining Ring 13. Control valve Spool Detent Ball and Spring
8. Brake Piston Guide

4. Remove the split pin, washers, spring and
plunger from the pressure regulating valve.
The pressure regulating valve is located in
the bore adjacent to the external side of the
control valve body. Figure 15. identify the
spring, washers, and plunger.
6. Remove the brake piston retaining ring,
guide, spring and piston. If necessary use
compressed air to force the piston from the
valve body.

7. Remove the 'O'-ring from the brake piston.

5. Remove the split pin, washers, spring and
plunger from the cooler Ilubrication relief
valve, Figure 15. The cooler Ilubrication
relief valve is located in the bore adjacent to
1
the clutch support face, Identify the spring, 8. Remove the '0 ring from the oil supply
washers and plunger. tube.

13
- - - - - - - - - P A R T 6-POWER T A K E - O F F - - - - - - - - - -
INSPECTION AND REPAIR
1, Clean all parts in a suitable solvent and
dry thoroughly with a clean lint-free
cloth or compressed air.
2. Install a new '0' -ring on the brake piston
and oil supply tube.
3. I nspect the brake piston and housi ng
bore for burrs or scoring.
4. Examine the brake band for excessive
wear or scoring, the band is shaped to
reduce drag.
5. Inspect the control valve spool and housing
for wear, burrs or scoring. Minor burrs or
scratches may be removed with a fine
abrasive material but parts must be washed
and dried prior to re-assembly. Examine the
link and spring, connecting the two
sections of the valve spool, for damage and
replace if necessary. The link is secured to
the spools with roll pins, drive out the pins
to release the spring and link ..
NOTE: One side of the roll pin hole in both the
detent and spool sections of the valve is a push
fit to aid assembly.
6. Examine the detent ball and spring for wear
or damage.
7. Inspect the pressure regulating valve and
cooler Ilubrication circuit relief valve
components for wear or damage and check
that the plungers move freely in their
respective bores.
If damage or serious wear is present on any
component, install a replacement on re-
assembly.
14
RE-ASSEMBLY
Re-assembly of the I.P.T.O. control valve
and brake assembly follows the disassembly
in reverse.
Insert the control valve spool into the bore with
the flat on the detent positioned away from the
detent ball. Insert the securing roll pin with the
open edges towards the control valve.
Ensure that the pressure regulating valve and
cooler Ilubrication circuit relief valve plungers
are located in the respective bores. The
pressure regulating valve plunger features a
small groove on the first land and this must be
installed with the grooved land to the base of
the bore. The pressure regulating valve is
equipped with a longer spring than the cooler I
lubrication circuit relief valve.
The plate located at the end of the control valve
spool bore must be installed with the chamfer
towards the spool.
Replace the washers in the respective bores to
pre-load the valve spring.
INSTALLATION
Installation of the I.P.T.O. control valve and
brake assembly follows the removal pro-
cedure in reverse. On installation observe
the following requirements:
• When a new brake band is installed the
band must be pre-soaked in rear axle oil
for at least three minutes.
• Adjust the brake band tension, see
"I nstallation", Section B of this Chapter.
• Loosen the I P.T.O. clutch locating pins
to enable the upper shaft splines to
engage with the clutch.
• Adjust the I.P.T.O. clutch locating pins
and locknut, see "Insta"ation", Section B
of this Chapter.
• Pressure test the I.P.T.O. control valve as
outlined in Section B of this Chapter.
• Check that the clutch operates correctly,
tha t the brake ca n stop the P. T. O. shaft with
the engine at 2100 rev/min and the torque
required to turn the shaft with the engine
stopped is within specification, see
"Specifications" Chapter 4.
----------------------~CHAPTER3---------------- ________
E. SINGLE SPEED LP.T.O. SHAFTS AND GEARS-OVERHAUL

REMOVAL 4. Extract the split pin then unscrew and

withdraw the output shaft gear retaining
With reference to Figure 16. nut and washer.

1. Extract the split pins and clevis pins and 5. Remove the retaining bolts then withdraw
remove the hydraulic lift rocker. Unscrew the output shaft, bearing retainer and
and remove the output shaft cap. shims.

2. Remove the retaining bolts then withdraw

the upper shaft, bearing and retainer as an DISASSEMBLY
assembly.
1. Separate the upper shaft and bearing
assembly from the bearing retainer. Use
3. Removethe right-hand rear axle assembly, Puller, Tool No. 1002 or 9198 and Pulling
see "REAR AXLE AND BRAKES" Attachment, Tool No. 951 or 9190 to with-
Part 7. draw the bearing from the shaft, Figure 17.

Figure 16
I.P.T.O. Single-Speed Shafts and Gears
1. Output Shaft Cap 9. Nut
2. Oil Seal 10. Driven Gear
3. Bearing Cap 11. Upper Shaft Bushing
4. Output Shaft Bearing 12. Upper Shaft
5. Output Shaft 13. Drive Gear
6. Driven Gear Bearing 14. Upper Shaft Bearing
7. Bearing Cap 15. Upper Shaft Bearing Retainer
8. Washer 16. Output Shaft Bearing Retainer

15
_ _ _IIIIIIIIIIIIlIBIIIIIII_.-_11111111111111 PART 6-POWER TAKE-OFF_IIIIIIIIIIIIII_IIIIIiIIIIIIIIIIIIIlRIIIIIIIiIIIIIIIIII_11IIIfI1BI1IIIIIIIIIIIIIl1!IIIIII

Figure 17 Figure 18
Removing Upper Shaft Bearing Removing Output Shaft Bearing

1. Puller, Tool No. 1002 or 9198 1. Puller, Tool No. 1003 or 9516
2, Puiling Attachment, Tool No. 951 or 9190 2. Pulling Attachment, Tool No. 952 or 9526
3, Upper Shaft 3. Output Shaft
4. Bearing 4. Bearing

2. Remove the gear which is splined on the 3. Inspect the bearing assemblies for chip-
upper shaft. ped rollers, wear or discolouration due to
overheating.
3. Withd raw the output shaftfrom the bea ri ng
retainer.
4. I nspect the oil seal and bearing cup in
4. Remove the bearing cone and roller the output shaft bearing retainer. If
assembly from the output shaft driven replacement of either is necessary,
gear then withdraw both components remove both the bearing cup and oil
from the centre housing. seal, using Slide Hammer, Tool No.
943-8 or 9567 and Puller, Tool No. 943 or
5. Use Puller, Tool No. 1003 or 9516 and 9507. Replace the oil seal in the retainer
Pulling Attachment, Tool No, 952 or 9526, prior to replacing the bearing cup.
to remove the outer bearing cone and roller
assembly from the output shaft, Figure 18.

5, I nspect the rear upper shaft bushing in

the centre housing for wear. If replace-
ment is necessary remove the hydraulic
lift cover, see "HYDRAUUC SYSTEMS"
INSPECTION AND REPAIR
-Part 8.

1. Clean ail parts in a suitable solvent then

dry with a clean, lint-free cloth or
compressed air. Use the Bushing Kit, Tool No. 818 or 9514
to extract and install the bushing in the
centre housing, Figure 19. liberally coat
2. I nspectthe gears for cracks, chipped teeth the bushing with oil prior to installation of
or excessive wear. the shaft.

16
------------------------CHAPTER3
Figure 19
Installing Upper Shaft Bushing
1. New Bushing
2. Bushing Kit, Tool No. 818 or 9514
6. Inspect the output shaft bearing cup in
the centre housing for scoring or excessive
wear. If necessary, use Puller, Tool No.
943 or 9507 Slide Hammer Tool No.
943S or 9567 for removal, and Step
Adaptor, Tool No. 630S or 9210 for
replacement.
RE-ASSEMBlY
Re - assembly of the I.P.T.O. shafts and
gears follows the disassembly procedure in
reverse.
INSTAllATION
Installation of the I.P.T.O. shafts and gears
follows the removal procedure in reverse.
On installation observe the foliowing re-
quirements.
Ii) Install the LP.T.O. output shaft bearing
retainer without the shims and tighten
the four retaining bolts finger tight.
Rotate the shaft by hand to ensure the
17
Figure 20
Measuring Output Shaft Shim Gap
1. Feeler Gauge
2. Retaining Bolts
3. Bearing Retainer
4. I.P.T.O. Output Shaft
bearings are correctly seated then re-
tighten the bolts finger tight. Measure the
gap between the bearing retainer and
the centre housing with a feeler gauge,
Figure 20, at various points to ensure the
housing is parallel with the centre housing.
To ensu re correct end float, select a
combinationofshims,see"Specifications"
-Chapter 4, equal in thickness to the
measured gap plus 0 ·005 in. (0'127 mm).
Remove the output shaft bearing retainer
and re-install with the shims. Tighten the
bolts to the specified torque, see "Speci-
fications" - Chapter 4, ensure the shaft
turns by hand then use a dial indicator
gauge to check the required end float
has been obtained, see "Specifications"
Chapter 4. If the float is incorrect, alter the
thickness of shims accordingly. Apply
sealing compound on final sssembly to
the four retaining bolts and tighten to the
specified torque, see "Specifications"-
Chapter 4.
• Check that the torque required to turn the
LP.T.O. shaft is within specification-see
"Specifications" Chapter 4.
E. TWO-SPEED I. . SHAFTS
AND GEARS-OVERHAUL

REMOVAL

1. Remove the rear axle centre housing drain

plug, Figure 21 and allow the oii to drain
into a sutiable container.

2. Remove the LP.T.O. output shaft cap and

extract the ring I 22. Removing I.P.T.O. Output Shaft
1. Retaining
2. Rear
3. Sump Cover Plate
4. Sleeve
Withdraw the shaft. 5. P.T.O. Output Shaft

CAUTION: The output shaft

and seal may be withdrawn from the centre
housing with the retainer. In this event it is
3. Withdraw the retaining bolts and extract possible for the I.P. T. O. driven gears to drop
the output shaft bearing retainer. to the bottom of the housing

21 Figure 23
Drain Plug Locations Removing Bearing Retainer
1. Cover Plate Retaining Bolt 1. Bearing Retainer
2. Sump Cover Plate 2. I.P.T.O. Drive Gear Assembly
3. Rear Axle Centre Housing Drain Plug

18
 7. Hold the I.P.T.O. output shaft driven gears
in position and remove the output shaft
sleeve, bearing, sea! and thrust washer,
Figure 24.

8. Remove the two driven gears through the

bottom of the centre housing and retain the
four thrust washers and the needle thrust
bearing.

Figure 25 shows the I.P.TO. upper shaft

components and 26 shows the driven
gears and output shaft components in their
relative positions.

Figure 24
I.P.T.O. Output Shaft Sleeve and Bearing
Installation
1. I.P.T.O. Driven Gears DISASSEMBl Y
2. Bearing
3. Sleeve
1. Remove the output shaft sleeve oil seal
located in the output shaft bearing retainer
and the '0' ring seal from the sleeve.

4. Remove the bolts securing the upper shatt 2. Release the output shaft rear bearing
rear retainer and remove the retaining ring, Figure 27, and remove the
bearing retainer, Figure 23. bearing from the sleeve.

3. Using Puller Tool No. 943 or 9507 and Slide

5. Remove the I.P.T.O. drive gear assembly,
the I. P .T . O. upper shaft may be withd rawn
with the drive gear assembly or the shaft
can be removed after removing
the drive gear assembly.
4. Remove the drive gear bearings using
NOTE: Retain the shims located between the
drive gear assembly and the ring on the upper
shaft. The front bearing cup will remain in the
housing.
5. Remove the drive gear front bearing cup
6. Remove the bolts which secure the sump
cover to the centre housing then
remove the plate and gasket.
Hammer Tool No. 9438 or 9567 remove the
output shaft front needle bearing from the
housing.
Puller Tool No. 1002 or 9198, Pulling
Attachment, Tool No. 951 or9190and Step
Plate Adaptor Tool No, 630S or 9210,
Figure 28.
from the housing and the rear bearing cup
from the bearing retainer using Puller Tool
No. 943 or 9507 and Slide HammerTool No.
943S or 9567. Collect and identify the shims
and spacer located between the rear
bearing cup and bearing retainer.

19
 PART 6-POWER TAKE-OFF 1IIIIIIIIIIIIII_1III1IIIIIIIII1IIIIIIIIIIIII_ _ _ _1111111111i1111

Figure 25
I.P.T.O. Uper Shaft Components
1. Rear Bearing Retainer 6. Front Ring
2. Shims 7. Rear Ring
3. Drive Gear Assembly 8. Drive Gear Assembly Front Bearing
4. Shims 9. Drive Gear Assembly Rear Bearing
5. Upper Shaft

Figure 26
I.P.T.O. Output Shaft and Driven Gears
1. Output Shaft Retaining Ring 9. Thrust Washers-Steel
2. Output Shaft 10. Output Shaft Front R""!~nnln
3. Output Shaft Bearing Retainer 11. Needle Thrust Bearing
4. Gasket 12. 1000 rev Imin Driven Gear
5. Output Shaft Sleeve Oil Seal 13. Output Shaft Rear Bearing
6. Output Shaft Sleeve 14. Bearing Retaining Ring
7. Thrust Washers- Bronze 15. I.P.T.O. Output Shaft
8. 540 rev Imin Driven Gear

20
----------------------~CHAPTER3------------------------

Figure 21 Figure 28
i.P.T.O. Output Shaft Sleeve and Removing I.P.T.O. Drive Gear Assembly
1. Retaining Ring Rear Bearing
2. 1. PuHer Tool No. 1003 or 9516
3. Sleeve 2. Pulling Attachment, Tool No. 951 or 9190
3. Drive Gear Assembly
4. Rear Bearing
5. Step Plate Adaptor, Tool No. 630S or 9210

INSPECTiON AND REPAIR RE-ASSEMBl V

1. Wash all parts in a suitable solvent and dry 1. Re-assembly follows the disassembly
thoroughly with a clean, lint-free cloth or procedure in reverse. Use sleeves of
"'f'\lrnn,rO(~~C1rl air. suitable diameter or to install the
bearings in the housing.

2. Examine the LP.T.O. upper shaft splines

NOTE: If a new upper shaft, drive gear
for distortion.
assembly, drive gear assembly bearings,
bearing retainer, or centre housing is installed
the shimming procedure detailed in the
3. the gears for cracks, chipped teeth Installation Section must be carried out. If all
or excessive wear. original components are re-assembled the
original shims must be replaced.

4. Examine the bearings for wear or damage.

2. Replace the sea! in the output shaft rear
bearing retainer and the '0' ring seal
located in the output shaft sleeve.
5. Inspect the output shaft, rear
bearing retainer, thrust washers and thrust
needle bearing for wear or damage.
3. Locate the output shaft rear bearing on the
sleeve and instal! the retaining ring.

If damage or serious wear is present on any

component install a replacement on re- 4. Press the drive gear assembly bearings
assembly. onto the drive gear assembly.

21
_ _ _ _ _ _ _ _FIIIIIIIIIC.r_ _B PART 6-POWER TAKE-O FF _ _ _ _ _ _ _ _ _ _1IIIIIIIl

Figure 29 30
Drive Gear Assembly Bearing Shimming- Measuring Upper Shaft End Play
Feeler Gauge locations 1. Feeler
2. Upper
1. Rear Bearing Retainer
3. Front Ring
4. I.P.T.O. Clutch Housing

INSTALLATION (iii) Measure the gap between the housing

and the bearing retainer using feeler
gauges at the four locations shown in
If a new upper shaft, drive gear assembly, drive
Figure 29. Adjust the four bolts (if
gear assembly bearings, drive gear rear bearing
required) until the maximum difference
retainer or centre housing is installed, the
between the gaps is 0.010 in. (0.25 mm).
following shimming procedure must be carried
(iv) Calculate the thickness of the shim pack
out:
required as follows:
m locate the drive gear assembly into the (al Average the four measurements from
centre housing assembly, ensuring the (iii)
front bearing is seated correctly. (b) Subtract from the initial shim pack
thickness, (iii) the value from la' and
NOTE: Do not install the upper shaft at this then subtract the minimum end play of
time. 0.005 in. (0.13 mm).
Four gap
OJ} Remove the '0' -ring seal and the bearing Measurements: 0.016 in. (0.41 mm)
cup from the rear bearing retainer. Place 0.012 in. (0.30 mm)
sufficient shims in the retainer to ensure 0.013 in. (0.33 mm)
that a gap exists between the retainer and 0.017 in. (0.47 mm)
centre housing. Approximately 0.060 in. Average gap
(1.52 mml thickness of shims will be (0.0580 -:- 4): 0.014 in. (0.37 mm)
required. Place the cup into the Initial shim
retainer. locate the retainer (less the pack thickness 0.080 in. (2.03 mm)
'0' -ring seaD in the housing with the word Minus average
uppermost and install the securing gap: 0.014 in. (0.37 mm)
bolts. Push in at the centre of the retainer =0.066 in. (1.66 mm)
and hold in place. Tum the boits until they Minus min.
are finger tight, maintaining a hand end play - 0.005 in. (0.13 mm)
pressure on the retainer. Ensure that the Required shim
retainer is square to the centre housing. pack: 0.061 in. (1.55 mm)

22
- - - - - - - - - - - - CHAPTER 3 - - - - - - - - - - - -

(v) Remove the rear bearing retainer from the Installation of the two-speed I.P.T.O. shafts
housing and remove the cup from the and gears follows the removel procedure in
retainer. Install the required shim pack reverse. On installation observe the following
into the retainer and re-install the cup. points:
Install a new 'O'-ring seal to the retainer.
Install the upper shaft with front and rear
retaining rings, but without shims. Re-
locate the retainer into the housing with
the word "Top" uppermost and install the • Ensure the word 'TOP' on the rear bearing
securing bolts. Tighten the bolts to the retainer is uppermost.
specified torque, see "Specifications"
Chapter 4.

(vi) Shim the upper P.T.O. shaft as follows:

(a) Push the shaft rearward until the ring
on the rear of the shaft touches the
drive gears.
• On assembly a thrust washer must be
installed between the two driven gears and
the rear driven gear (1000 rev/min) and the
sleeve.

(b) Using a feeler gauge, measure the gap

between the shoulder ring on the front
ofthe shaft and the rear ofthe I. P. T.O.
clutch housing, Figure 30. • The needle thrust bearing and thrust
washers must be installed between the front
NOTE: For end play requirements and driven gear (540 rev/min) and the housing.
available shims, see uSpecifications"-
Chapter 4.

(c) If shims must be added to obtain the

• The following procedure is recommended
specified gap, remove the rear bearing
for installing the driven gears:
retainer, the drive gear assembly and
the upper shaft.

(d) Install the correct amount of shims on

the P.T.O. shaft.
(e) Reinstall the shimmed P.T .0. shaft,
the drive gear assembly and the rear
bearing retainer. Retighten the
retainer bolts to the specified torque.
The drive gear assembly should now rotate
with finger pressure and there should be no
radial or axial movement of the gear. If there is
radial or axial movement of the gear, then the
shimming is insufficient and the shimming
procedure must be rechecked. If the drive gear
does not easily rotate, remove the P.T.D.
upper shaft and reinstall the drive gear and the
bearing retainer. If the gear will not rotate,
there are too many shims and the shimming
procedure must be rechecked. If the gear
rotates, the clutch and clutch brake are
improperly assembled, causing the initial gear
tightness.
(i) Insert the 1000 rev/min. driven gear
through the opening in the bottom
of the housing and hold rearwards.
Support the gear and insert the 540
rev/min. driven gear to engage with
the spigot on the front of the 1000
rev/min. gear.
(ii) Push both gears forward, as an
assembly, to engage the 540 rev/min.
spigot with the recess in the front
bearing housing location. Support
the gears.
(iii) Install the rear bearing and sleeve.

23
- - - - - - - - - PART 6-POWER TAKE-OFF - - - - - - - - -
• Loosen the I.P.T.O. valve locating pins
to enable the upper shaft splines to
engage with the clutch.
• Adjust the I.P.T.O. clutch locating pins
and locknut, see "Installation", Section
C. of th is Chapter.
24
• If difficulty is experienced when installing
the two-speed 6-spline I.P.T.O. output
shaft, turn the shaft sleeve (using a
screwdriver located in one of the slots)
to align the splines in the sleeve with
those of the shaft.
• Check that the torque required to turn the
P.T.O. shaft is within the specified range,
see "Specifications" - Chapter 4.
 PART 6
POWER TAKE-OFF

Chapter 4
TROUBLE SHOOTING, SPECIFICATIONS AND
SPECIAL TOOLS

Section Page
A. TROUBLE SHOOTING 1
B. SPECIFICATIONS 2
C. SPECIAL TOOLS 6

A. TROUBLE SHOOTING

IMPORTANT: Whenever effecting a repair The following table lists problems and their
the reason for the cause of the problem possible causes with recommended remedial
must be investigated and corrected to avoid action.
repeat failures.

PROBLEM POSSI BlE CAUSES REMEDY

P.T.O. will not 1. Low rear axle oil level Check level and top-up
engage with load (with LP.T.O.)
or stop without 2. Selector lever linkage broken Inspect and repair
load 3. I.P.T.O. pump fails Pressure test pump
4. Fracture of clutch feed tube Inspect and repair
5. Broken I. P. T. O. control Check valve operation, replace
valve components if necessary
6. Pressure regulating valve Check valve operation, replace
broken components if necessary

P.T.O. will not 1. I.P.T.O. clutch to support Inspect and replace rings
engage with load Sealing rings leak
but shaft stops 2. LP.T.O. control valve Inspect and replace
without load piston stuck or spring components
broken - Ford 4110 and 4610
3. I.P.T.O. clutch plates worn Inspect and replace plates
or teeth broken
4. I. P.T. O. clutch brake piston Inspect and replace components
stuck-Ford 5610, 6610
6710, 7610 and 7710

1
- - - - - - - - - PART 6-POWER TAKE-OFF - - - - - - - - -

PROBLEM POSSIBLE CAUSES REMEDY

P.T.O. will not 5. LP.T.O. clutch piston seals Inspect and replace seals
engage with load leaking
6. I.P.T.O. clutch piston or Inspect and replace
(Continued) housing cracked components if necessary
7. Blocked LP.T.O. oilways Inspect and repair

P.T.O. engages 1. Selector lever linkage inspect and repair

but will not broken
disengage 2. LP.T.O. control valve Check valve operation replace
stuck components if necessary
3. I.P.T.O. clutch return spring Inspect and replace spring
broken
4. Blocked I.P.T.O. oilways Inspect and repair
5. Seized or warped plates Inspect lubrication circuit

LP.T.O. clutch 1. Brake pad or band worn or Inspect and repair

Brake fails to broken, band incorrectly
operate, shaft adjusted
rotates without 2. Blocked I. P. T. O. oilways Inspect and repair
load and with 3. Broken I.P.T.O. control Check valve operation, replace
clutch disengaged valve components if necessary
4. Brake piston seals leaking Inspect and replace
5. Brake pressure oilways Inspect and repair
leaking

B. SPECIFICATIONS

P.T.O. SPEED

P.T.O. SPEED ENGINE SPEED

Transmission P.T.D. 540 rev/min. 1600 rev/min.
2610
Live P.T.O. 1
3610
540 rev/min. 1800 rev/min.

Independent P.T.D. 4110, 4610 540 rev/min. 1800 rev/min.

Independent P.T.D. 5610 540 rev/min. 1900 rev/min.

(Single Speed) 6610 *(1700 rev /min.)
6710
Independent P. T .0 . 7610 540 rev/min. 1900 rev/min.
(Two Speed) 7710 1000 rev/min. 2060 rev/min.

*For U.K. Tractors equipped with single speed P.T.D.

2
_______________________ CHAPTER4 _______________________

SHIMS

LOCATION SIZE AVAILABLE

LP.T.O. Pressure Regulating Valve 0.050 in. (Nominal) (1.20 mm)

Ford 4110 and 4610
I. P. T. O. Control Valve 0.015 in. (0.381 mm)
Ford 4110 and 4610 0.030 in. (0.762 mm)

I.P.T.O. Pressure Regulating Valve-

Ford 5610, 6610, 6710, 7610 and 7710 0.050 in. (Nominal) (1.20 mm)
LP.T.O. Cooler/Lubrication Circuit
Relief Valve-
Ford 5610, 6610, 6710, 7610 and 7710 0.050 in. (Nominal) (1.20 mm)

I.P.T.O. Drive Shaft- 0.010 in. (0.250 mm)

Ford 4110 and 4610 0.030 in. (0.760 mm)
(Refer to Chart Below for Shimming
Thickness)

I.P.T.O. Output Shaft Bearing- 0.002 in. (0.051 mm)

Ford 5610, 6610, 6710, 7610 and 7710 0.003 in. (0.076 mm)
with single speed P.T.O. 0.010 in. (0.254 mm)

I.P.T.O. Upper shaft-

Ford 5610, 6610, 6710, 7610 and 7710 0.010 in. (0.254 mm)
with two-speed P. T. O. 2 Required for all installations

FORD 4110 AND 4610 LP.T.O. DRIVE SHAFT

Shims to be Shims to be
Gap Measurement Installed Gap Measurement Installed
0.000 in. (0.000 mm) 0.076 in. (1.930 mm) 0.060 in.
0.025 in. (0.635 mm) - 0.085 in. (2.159 mm) (1.524 mm)
0.026 in. (0.660 mm) 0.010 in. 0.086 in. (2.184 mm) 0.070 in.
0.035 in. (0.889 mm) (0.254 mm) 0.095 in. (2.413 mm) (1.778 mm)
0.036 in. (0.914 mm) 0.020 in. 0.096 in. (2.438 mm) 0.080 in.
0.045 in. (1.143 mm) (0.508 mm) 0.105 in. (2.667 mm) (2.032 mm)
0.046 in. (1.168 mm) 0.030 in. 0.106 in. (2.692 mm) 0.090 in.
0.055 in. (1.397 mm) (0.762 mm) 0.115 in. (2.921 mm) (2.286 mm)
0.056 in. (1.422 mm) 0.040 in. 0.116 in. (2.946 mm) 0.100 in.
0.065 in. (1.651 mm) (1.016 mm) 0.125 in. (3.175 mm) (2.540 mm)
0.066 in. (1.676 mm) 0.050 in. 0.126 in. (3.200 mm) 0.110in.
0.075 in. (1.905 mm) (1.207 mm) 0.135 in. (3.429 mm) (2.794 mm)

3
- - - - - - - - - PART 6-POWER TAKE-OFF - - - - - - - - -

LP.T.O. SHAFT END PLAY

I.P.T.O. Drive Shaft End Play-
Ford 4110 and 4610 0.000-0.025 in. (0.00-0.630 mm)

LP.T.O. Upper Shaft End Play-

Ford 5610, 6610, 6710, 7610 and 7710 0.001-0.029 in. (0.025-0.737 mm)

I.P.T.O. Output Shaft End Play-

Ford 5610, 6610, 6710, 7610 and 7710
and 7710 with single speed I.P.T.O. 0.003-0.005 in. (0.076-0.127 mm)

I.P.T.O. Output Shaft Turning

Torque (Engine Stopped)
Ford 4110 and 4610 0-2 Ibf /ft (0-3 Nm, 0-0.3 Mkg)
Ford 5610, 6610, 6710, 7610 and 7710
(with 540 shaft on 2 speed units) 0-5Ibf/ft (0-7 Nm, 0-0.7 Mkg)

PRESSURE TESTING
Oil Temperature

LP.T.O. Pressure Regulating Valve-

Ford 4110and 4610 (Clutch
Disengaged)
At 2300 Engine rev/min. 220-230 Ibf/in2 (15.2-15.9 Bar 15.5-16.2 kgf/cm2)
(Oil Flow 1.5 gal/min. 1.8 U.S.
gal/min. 6.8Iitres/min.)
At 1000-2300 Engine rev/min. 200-230 Ibf/in2 (13.8-15.9 Bar 14.1-16.2 kgf/cm2)
(Oil Flow 0.6-1.5 gal/min.
0.75-1.80 U.S. gal/min.
2.8-6.8Iitres/min.)

I.P.T.O. Control Valve-(Clutch

Engaged)
Ford 4110 and 4610
At 1300 Engine rev/min. 220-240 Ibf/in2 (15.2-16.5 Bar 15.5-16.9 kgf/cm2)
(Oil Flow 0.8 gal/min. 1.0 U.S.
gal/min.3.8Iitres/min.)

I.P.T.O. Pressure Regulating Valve-

Ford 5610, 6610, 6710, 7610 and 7710
At 850 Engine rev/min. 160-180 Ibf/in2 (11.0-12.5 Bar 11.2-12.7 kgf/cm2)
(Oil Flow 2.0 gal/min. 2.5 U.S.
gal/min.9.5Iitres/min.)

I.P.T.O. Cooler/Lubrication Circuit

Relief Valve-
Ford 5610, 6610, 6710, 7610 and 7710
At 1250 Engine rev/min. 45-65Ibf/in2 (3.1-4.5 Bar 3.1-4.6 kgf/cm2)
(Oil Flow 0.2 gal/min. 0.25 U.S.
gal/min. 1.0 litres/min.)

4
------------------------CHAPTER4-----------------------
TORQUE SPECIFICATIONS
FORD 2610 AND 3610, WITH TRANSMISSION OR LIVE P.T.O.

Ibf/ft Nm Mkg

P.T.O. Cover Retaining Bolts 50 68 7.0

Selector Lever Plate Retaining Bolts 50 68 7.0

FORD 4110 AND 4610 WITH LP.T.O.

Ibf 1ft Nm Mkg

Control Valve Spigot Bolt 33 45 4.6

Control Valve Retaining Bolt 33 45 4.6
Clutch Brake Plate Retaining Bolts 50 68 6.9
Tube Connections 9 12 1.2
Pump Port to Brake Pressure Regulating Valve
Connector 25 35 3.6
LP.T.O. Valve Dump Tube Clamp Bolt 6 8 0.8
Tube Adaptors in LP.T.O. Clutch Support 10 14 1.4
Selector Lever Retaining Bolt 37 50 5.1
Rear Cover Retaining Bolts 50 68 6.9

FORD 5610, 6610, 6710, 7610 AND 7710

Ibf/ft Nm Mkg

Brake Band Screw (Back Off 2% Turns) 0.8 1.1 0.11

Valve Locating Front Pin 23 31 3.1
Valve Locating Rear Pin (Back Off % Turn) 0.7 1.0 0.1
Rear Pin Locknut 17 24 2.4
P.T.O. Output Shaft Cover Retaining
Bolts-Single Speed P.T.O. 50 68 6.9
P.T.O. Upper Shaft Cover Retaining
Bolts-Single Speed P.T.O. 49 66 6.7
P.T.O. Output Shaft Gear Retaining Nut-Single
Speed P.T.O. 60-280 80-380 8.3-38.7
P.T.O. Output Shaft Rear Bearing
Retaining Bolts- Two-Speed P.T.O. 77 104 10.5
P.T.O. Upper Shaft Rear Bearing Retaining
Bolts- Two-Speed P.T.O. 50 68 6.9
Cooler Tube Connection 25 34 3.5
Valve Body to Support Retaining Bolts 15 20 2.1
P.T.O. Sump Base Plate to Centre Housing
Retaining Bolts-Twa-Speed P.T.O. 32 43 4.4

5
- - - - - - - - - PART 6-POWER TAKE·OFF - - - - - - - - -

C. SPECIAL TOOLS

(Prior Tool Numbers, where applicable, shown in brackets)

DESCRIPTION CHURCHILL TOOL NO. NUDAYTOOLNO.

Ratchet P61 9162 (P61)

Step Plate Adaptors 630S 9210 (630S)

Bushing Kit 818 9514 (818)

Adaptor 924 9537 (924)

Puller Legs 930B 9521 (930B)

Puller Legs 930E 9207 (930E)

Puller 938 9506 (938)

Puller 943 9507 (943)

Slide Hammer 9435 9567 (9435)

Pulling Attachment 951 9190 (951)

Pulling Attachment 952 9526 (952)

Puller 1002 9198 (1002)

Puller 1003 9516 (1003)

Pressure Gauge FT. 4096 7284

Adaptor FT.4096-1 4646

Test Pipe/Adaptor FT.4097 (SW.17B) 1221 (SW-17)

Pressure Gauge FT.4100 (N774-1J 0074 (N-774-1)

Pressure Pipe FT.4100-1 (N774-2) 1552 (N-774-2)

Adaptor FT.4100-2 4667

Compressor FT.4101 (N776) 1312 (N-776)

Test Hose and Connector T.8503-4 -

Consists of: Adaptor - 0836
Adaptor - 1384

Adaptor - 1389

Hose - 1392

6
 E~
N;W HOLLAI\D
New Holland North America, Inc., New Holland PA
Printed in U.S.A. '
Tractors
Series 10 (f)
Series 30
Part 7-
Rear Axle & Brakes
m
Part 8-
Hydraulic Systems
Part 9-
JJ
Steering Systems
Vol. 4 <
()
m
s:

c
:t>
40001020-4 11/95
r
 NOTE
Some of the information in this manual is reprinted from the previous Repair Manual as the
service information contained herein is equally applicable to the new Series 10 and Series
30 models First check the appropriate section to see if the model has a specific chapter. If
no model is shown, the model numbers have been updated as follows

From To

Ford 2600 Ford 2610

Ford 3600 Ford 3610, 2810, 3230, or 3430
Ford 4100 Ford4110,3910,or3g30
Ford 4600 Ford 4610, 4630
Ford 5600 Ford 5610
Ford 6600 Ford 6610
Ford 6700 Ford 6710
Ford 7600 Ford 7610, 7810*
Ford 7700 Ford 7710, 8210**

Tractor models 7810 and 8210 have been added to this manual Both tractors utilize the
401 CIO engine from the TW Series tractors The engine repair information from the TW
Repair Manual is reprinted at the end of Section 1 for your benefit

* The Model 7810 tractor is based on the Model 7610 tractor with the exception of a
modified, derated TW-5 engine Repair procedures for the 7610 should be followed except
for the engine proper. Refer to the TW-5 material for engine repair One important
exception must be noted. The Model 781 0 engine oil pump location and drive is the same
as the Model 7610.

** The Model 8210 tractor is based on the Model 7710 tractor with exception of a derated
TW-5 engine Repair procedures for the 7710 should be followed except for the engine
proper Refer to the TW-5 material for engine repair.

Both Models 7810 and 8210 utilize the same inline fuel injection pump used on the TW-5
tractor Fuel delivery specifications vary Any repair or adjustment must be carried out by
an authorized fuel injection repair service

Ford New Holland, Inc.

 CONTENTS
Part 1 - Engine Systems ..................................... Vol. 1
Part 2 - Fuel Systems ........................................ Vol. 1
Part 3 - Electrical Systems
Chapter 1 to Chapter 8 .............................. Vol. 2A
Part 3 - Electrical Systems
Chapter 9 to Chapter 14 ............................. Vol. 28
Part 4 - Clutches ............................................ Vol. 3
Part 5 - Transmission Systems ............................... Vol. 3
Part 6 - Power Take.. Off ...................................... Vol. 3

Part 7 - Rear Axle & Brakes ............. Vol. 4

Part 8 - Hydraulic Systems .............. Vol. 4
Part 9 - Steering Systems ............... Vol. 4
Part 10 - Front Axle .......................................... Vol. 5
Part 11 - Safety Cabs & Platforms ............................ Vol. 5
Part 12 - Separating the Tractor .............................. Vol. 6
Part 13 - Accessories & General .............................. Vol. 6
Part 14 - Model Derivatives ................................... Vol. 6
 PART 7
REAR AXLE AND BRAKES
Chapter 1
REAR AXLE AND BRAKES - FORD 2600 AND
3600,2610 AND 3610
Section Page

A DESCRIPTION AND OPERATION

B REAR AXLE SHAFT ASSEMBLY-OVERHAUL 6
C WHEEL BRAKE ASSEMBLY -OVERHAUL 9
D DIFFERENTIAL AND DIFFERENTIAL LOCK-OVERHAUL 11
E DRIVE PINION ASSEMBLY-OVERHAUL 15
F HANDBRAKE ASSEMBLY~OVERHAUL 18
G BRAKE PEDALS AND LINKAGE-OVERHAUL 25
H ADJUSTMENTS 26

Chapter 2
REAR AXLE AND BRAKES - FORD 4100 - 7700,
2810 - 8210, AND 3230 - 4830

Section Page
A DESCRIPTION AND OPERATION 1
B REAR AXLE SHAFT ASSEMBLY-OVERHAUL 6
C PLANETARY GEAR ASSEMBLY AND AXLE HOUSING- 10
OVERHAUL
D DISC BRAKE ASSEMBLY-OVERHAUL 13
E DIFFERENTIAL AND DIFFERENTIAL LOCK ASSEMBLY - 14
OVERHAUL
F DRIVE PINION ASSEMBLY-OVERHAUL 18
G TRANSMISSION HANDBRAKE ASSEMBLY-OVERHAUL 21
H BRAKE PEDALS AND LINKAGE-OVERHAUL 23
J ADJUSTM ENTS 27

Chapter 3
SPECIFICATIONS AND SPECIAL TOOLS
Section Page
A SPECIFICATIONS 1
B SPECIAL TOOLS 7

(i)
 PART 7
REAR AXLE AND BRAKES
Chapter 1
REAR AXLE AND BRAKES - FORD 2600 AND
3600,2610 AND 3610
Section Page

A DESCRIPTION AND OPERATION 1

B REAR AXLE SHAFT ASSEMBLY -OV£RHAU L 6
C WHEEL BRAKE ASSEMBLY-OVERHAUL 9
D DIFFERENTIAL AND DIFFERENTIAL LOCK-OVERHAUL 11
E DRIVE PINION ASSEMBLY-OVERHAUL 15
F HANDBRAKE ASSEMBLY-OVERHAUL 18
G BRAKE PEDALS AND LINKAGE-OVERHAUL 25
H ADJUSTMENTS 26

A DESCRIPTION AND OPERATION

The rear assembly, attached to the rear of the With reference to Figure 1
front transmission, connects the drive from
The drive from the transmission output shaft
the engine and gearbox and the rear wheels
is transmitted to the spiral bevel pinion by the
Housed within the rear axle assembly are
drive shaft coupling The pinion is located
the following components
in the front of the rear axle housing by two,
pre-loaded, opposed taper roller bearings,
and meshes with the differential ring gear
• Main Drive Pinion and Differential Ring
The ring gear is rivetted to the left- hand half
Gear
of the differential case which is supported by
a taper roller bearing mounted in the left-
hand axle housing
• Differential
NOTE: In Service, the ring gear rivets are
replaced by nuts and bolts
• Differential Lock Assembly
To prevent the ring gear from flexing due to
loadings from the drive pinion, a thrust block
• Axle Shafts is provided This also ensures an adequate
quantity of lubricating oil flows to the
drive pinion bearings
• Brakes
The right-hand half of the differential case is
supported by a taper roller bearing mounted
in the right-hand housing
• P T 0 Components
The two halves of the differential case are
bolted together to enclose the differential
• Handbrake spider and side gears

1
 Figure 1
Rear Axle Assembly~ Ford 3600
1 Pilot Bearing 14 Brake Shoe
2 Brake Camshaft Lever 15 Bearing Retainer
3 Differential Lock Operating Lever 16 Outer Bearing
4 Differential Lock Fork 17 Spacer
5 Differential Side Gear 18 Axle Shaft Locknut
6 Differential Pinion Gear 19 Brake Return Spring
7 Differential Spider 20 Rear Wheel Assembly
8 Differential Ring Gear 21 Oil Seals
9 P TO Shaft 22 Brake Actuating Camshaft
10 Rear Axle Shaft 23 Transmission Handbrake Assembly
11 Rear Axle Housing 24 Drive Pinion
12 Brake Drum 25 Transmission Handbrake Drive Gear
13 Brake Adjusting Screw 26 Bearing Retainer

The drive from the pinion is transmitted via
the ring gear and differential case assembly
to the arms of the spider Mounted on the
spider are four pinion gears which are in
constant mesh with the two side gears
The axle shafts are splined into the two side
gears and transmit the drive from the
differential to the road wheels
The outer end of each axle shaft is supported
by a singie taper roller bearing housed in a
bearing retainer which is bolted to the axle
housing
The oil provided for the hydraulic system is
also used for lubricating the rear axle com-
ponents The differential and ring gear
assembly is partially immersed in the oil
to splash feed the and bushings

2
 '-----1
I

Figure 2
Differential Lock Assembly
1 Fork Assembly 6 Adaptor
2 Operating Lever 7 Right Hand Side Gear
3 Operating Rod Assembly 8 Differential Gear Case
4 Pedal lever 9 Return Spring
5 Sliding Coupler 10 Adjusting Screw

DiFFERENTIAL lOCK The differential lock can be engaged to

When a tractor with a conventional differ-
ential assembly is working in soft soil and
one wheel starts to slip, all the drive is
transmitted to that wheel and traction ceases
To overcome this condition, a differential
locking device is available on all Ford 2600
and 3600 Tractors
connect the right-hand side gear to the
differential case assembly This action locks
the differential assembly together and
provides a direct drive to both wheels
The differential lock assembly, Figure 2,
consists of a sliding coupling, an adaptor and
a fork and lever assembly The sliding coup-
ling is splined onto the protruding end of the
right-hand side gear

3
- - - - - - - - PART 7~REAR AXLE AND B R A K E S - - - - - - - -

The adaptor is positioned between the coup- A pair of internally expanding brake shoes are
ling and the right-hand differential case A located within a brake drum positioned at the
spring positioned between the coupling outer end of each axle housing
and the adaptor ensures the coupling only
engages with the adaptor when required and
the dog teeth on the adaptor and the
differential case are permanently engaged

When the operating pedals are depressed

the camshafts rotate and expand the brake
shoes against the inner face of the drum to
produce a braking action
The fork and lever assembly is connected to
a foot pedal through spring controlled
linkage When the foot pedal is depressed,
the fork forces the dog teeth of the coupling
to mesh with the adaptor and thereby
lock the side gear to the differential case
The left and right-hand wheel brakes may be
operated independently or locked together
by means of a pin located on the left-hand
pedal

Excessive force on the foot pedal compresses

the linkagespring and protects the differential
lock components After the differential lock
has been engaged, the foot pedal may be
released
IMPORTANT: During road work always
lock both pedals together to ensure even
braking

The differential lock will automatically

disengage when the spring pressure over-
comes the side forces acting on the coupling
dog teeth This situation will only occur when
the torque to both wheels is equal
REAR WHEEL BRAKES
For certain tractors less cab, the foot brakes
may be locked in the "on" position by a
latch located beneath the right-hand plat-
form The latch is operated by a rod positioned
on the right-hand side of the rear axle centre
housing

Located on the right-hand side of the tractor

in front of the seat assembly are the left and To lock the foot brakes, depress both pedals
right-hand brake operating pedals These then pull the handle up and rotate through
two pedals are connected by rods and levers one quarter turn To release the lock, reverse
to the brake actuating camshaft the procedure

4
-------------------------CHAPTER1-------------------------
TRANSMISSION HANDBRAKE As the actuator plates move apart the brake
discs are forced against the brake housing
to effect a braking action on the brake shaft
and lock the transmission main drive pinion

A dry disc type independent transmission

handbrake is available as an option for all
Ford 2600 and 3600 Tractors The operating
lever is located on the left- hand side of the
tractor by the side of the operator's seat
Certain tractors have a drive gear shield
installed to prevent aeration of the hydraulic
oil

The brake housing is bolted to the left-hand

side of the rear axle centre housing and for
tractors less cab, the lever is bolted directly
onto the brake housi ng For tractors with cab,
an actuating cable connects the operating
lever to the brake housing 1M PORTANT The transmission handbrake
is a parking brake and should only be used to
stop a moving tractor in an emergency
After such an event check all transmission
and handbrake components for damage
A bevel drive gear is splined onto the main
drive pinion shaft to mesh with a driven gear
mounted on the inner end of the handbrake
pinion shaft The outer end of the handbrake
shaft is splined to accept two brake discs
which sandwich an actuator assembly The
actuator assembly consists of two plates with
ramped pockets into which are located steel REAR WHEEL HANDBRAKE
balls The plates are held together by two
springs

For most locations, models less transmission

A compression spring is installed between the
brake disc hubs and passes through the
centre of the actuator plates to prevent
vibration between the brake discs and the
shaft splines
handbrake have a rear wheel hand brake
installed The handbrake lever, located to
the left of the operator's seat, is connected
to the brake camshaft by operating rods

When the lever is lifted to the "on" position

When the oper,ating lever is lifted to the 'on'
position the actuator plates rotate relative to
one another This action causes the steel
balls to ride up the ramped pockets and force
the actuator plates apart
the camshafts rotate to actuate the rear
wheel brakes The lever is retained in the
"on" position by a ratchet system Always
depress the lever button when applying or
releasing the handbrake

5
 B REAR AXLE ASSEMB RHAUL

REMOVAL 3 Release the parking brake catch

fitted) !oosenthe rearwhee! brake adjuster
I

then withdraw the brake drum Re-instal!

the rear whee! bolts to pratsc!
IMPORTANT. Prior to ensure the the studs removal
tractor is on level ground then chock the
front wheels and release the handbrake

With refe! ence to 3 4 Remove the bearing retainer securing

nuts then pull and withdraw the axle
brake
and brake camshaft as an assembly from
Place a suitable container under the the axle
tractor and drain the rear axle oil

2 Raise and support the rear of the tractor

then remove the rear wheel(s)
Ford 2600 and 3600 Less Cab 5 Remove the shims from the bearing re-
Remove the fenders tainer then detach the brake camshaft

Figure 3 Figure 4
Axle Housing Assembly Drilling Axle Shaft Collar
A 10°
1 Shims 1 Axle Shaft
2 Bearing Retainer Securing Nuts 2 Drill Bit
3 Brake Drum 3 Bearing Retainer
4 Brake Adjuster Grommet 4 Collar

6
 Figure 5
Axle Shaft 1-<0""'''''''' Retaining Nut- Ford 2600 Removing Axle Shaft and Retainer
With Lock and Ford 3600
1 Axle Shaft 1 Brake Backing Plate
2 Bearing Retain81 2 Remover, Tool No T4069-8
3 Retaining Nut
4 Brake Backing Plate

DISASSEMBLY NOTE: Heat the area around the nut to

break the sealant bond

Ford 2600 Tractors Less Differential Lock

Drill and crack the collar retaining the
2 Use Remover, Tool No T 4069B or
outer bearing assembly on the shaft,
NCA 4235, to withdraw the bearing
Figure4 Usea.g.in (10mm)drillfirstthen
retainer, brake assembly and bearing from
counter drill to ~ in (13 mm) Use a
the axle shaft, Figure 6
suitable chisel to crack and remove the
collar from the shaft

lift the bearing cone and roller assembly

from the retainer
NOTE. If available, use Remover, Tool No
NCA -4235, as a drilling jig to drill the collar

3 Use Slide Hammer, Tool No 943-5 and

Puller, Tool No 943, to remove the
Ford 2600 With Differential lock and
bearing cup from the retainer
Ford 3600 Tractors

Use Wrench, Tool No T 4095A or Tool 4 Use Slide Hammer, Tooi No 943-$ and
No N-4235-D, to remove the axle shaft Puller, Tool No 943, to remove the oil
outer bearing retaining nut, Figure 5 seal from the retainer

1
- - - - - - - - PART1-REAR AXLE AND BRAKES-,LlII'·-----11111111111111
INSPECTION AND REPA~R
1 Clean and inspect all components for
damage or excessive wear I nstail new
components where necessary
2 if necessary, use Slide Hammer, Too! No
943-S and Puller, Tool No 943 to remove
the axle housing oil sea! Use Bushing Kit,
Tool No T818, to install a new seal
RE-ASSEMBlY
Re-assembly of the rear axle shaft follows
the disassembly procedure in reverse On
re-assembly observe the following require-
ments
• On installation of the shaft oil seal ensure
the seal lip faces inwards Use a suitable
sleeve with an outside diameter of 3 in
(76 mm) to install the seal in the axle
housing
INSTALLATION
Installation of the rear axle shaft follows
the removal procedure in reverse On
installation observe the following require-
ments
8
• Ford 2600 less D tfE: entia! Lock
On installation of a . 'ew bearing lI'at,:..n ..-..,...
collar, the collar r; ust be heated to a
temperature of 425' C (80QoF) and then
placed on the axle shaft hard against the
outer axle beari ng cone
A length of pipe with an internal diameter
of 2 12 in (54 mm) x 30 in (762 mm) in
length may be used to assist in the
positioning of the coliar on the shaft
• Ford 2600 With Differential Lock and
Ford 3600 Tractors
Use Wrench, Tool No T 4095-A or
N-4235-D, totightenthebearing retaining
nut to the correct torque, see "Specifica-
tions" -Chapter 3 After tightening the
nut, pack the area with grease
• Tighten the bearing retainer securing nuts
to the correct torque, see "Specifications"
-Chapter 3
• Prior to installation of the wheel assem-
blies, check the axle shaft end play, see
see "Adjustments" -Section H of this
Chapter
.. Adjust the brake shoes, see "Adjust-
ments" -Section H of this Chapter
_ rm CHAPTER 1 _ _ _ _ _ _IiIIlIIIIIIIIIIIIIiIII_ _ 1IIlIIIIIII1IIIIIII!IIII











1IIlIIIIIII

i

l


i

C. WHEEL BRAKE ASSEMBLY-OVERHAUL

REMOVAL Raise and support the rear of the

tractor then remove the rear wheel (s)

2 Release the parking brake latch (where

IMPORTANT Prior to removal ensure the fitted), loosen the rear wheel brake
tractor is on level ground then chock the adjuster then withdraw the brake drum
front wheels and release the handbrake

3 Withdraw the brake shoe hold down cups

and springs by compressing the outer cup
against the spring and turning through
With reference to Figure 7 one quarter turn

Figure 1
Wheel Brake Assembly
1 Brake Packing Plate 8 Brake Drum
2 Spring Pin 9 Anchor Pin Plate
3 Brake Shoes 10 Brake Camshaft
4 Hold Down Spring 11 Camshaft Plate
5 Spring Pin Cup 12 Camshaft Plate Spring
6 Brake Shoe Return Spring 13 Camshaft Fork
7 Brake Adjuster Assembly 14 Outer Bearing Retainer Securing Bolts

9
IIDIC_IIIlIIIIIIIIIIIlIiIII!IIII_ _ _ _ _ _ PART 7- REAR AXLE A~.JD BRAKES 1I!!!!!!lI!!lllUll!lllllll!!l!\l4!!!!1il111!1m11!111!!!l!!!II!Il!!l!!!!!!!!l!!!l1l!!!l!!lll1Bl!lllll1lllllllllll1llllll!!!l!!1l

INSPECTiON AND REPAiR

Clean and ali components for

damage or excessive weal Install new
components where necessary

2 If the brake backing requires

replacement, refer to the rear axle shaft
'OlC'c'o,",,,hll,, overhaul

3 The wheel uetaining bolts may be

after removal of the backing
Figure 8 plug When the new boit has been
Rear Wheel Brake Assemb!y installed, a new rubber plug must be fitted
1 Hold Down Spring to the backing plate
2 Brake Shoe Adjuster
3 Hold Down Cup
4 Return Spring
5 Anchor Pin Plate
6 Brake Shoe
INSTALLATION

4 Remove the brake adjuster and spring

I nstallation of the wheel brake assembly
assembly from the brake shoe, Figure 8
follows the removal procedure in reverse
On installation observe the following re-
quirements
5 Remove the return springs from the brake
shoes and withdraw the anchor pin plate

.. Lightly coat the anchor pins, adjuster

unit and both ends of the camshaft with a
6 Withdraw the brake shoes from their high melting point grease, see "Specifica-
locations on the anchor pins tions" Chapter 3

NOTE Identify each shoe to ensure they are .. Tighten the brake camshaft lever pinch
installed in the same position on re-assembly bolts to the correct torque, see "Specifica-
tions" 3

7 Loosen the brake camshaft lever pinch

bolt and slide the lever off the shaft • Adjust the brake shoes, see "Adjustments"
Retain the key for use on re-assembly -Section H of this Chapter

8 Removethecamshaftfromthe brake back- til Adjust the brake camshaft, see "Adjust-
ing plate ments" -Section H of this Chapter

10
 D. DIFFERENTIAL AND D;FFERENTIAl LOC HAUL

REMOVAL 3 Withdraw the diffe!ential from

the centre
!MPORTANT Prior to removal, ensure the
tracto; is on level then chock the
front wheels and release the handbrake DISASSEMBLY

Drain the oil from the rear axle centre

housing then raise and support the rear
With reference to Figure 9
of the tractor and remove the left-hand
wheel
Ford 2600,and 3600 Less Cab
Remove the left-hand fende! Remove the differential lock ring (where
Ford 2600 and 3600 With Cab fitted) from the end of the side gear With-
Support the rear of the cab on stands and
then remove the cab to left-hand real adaptor
axle retaining bolts

2 Disconnect the brake linkage then

remove the retaining bolts and withdraw 2 Mark the two halves of the differential
the left-hand rear axle housing case to facilitate correct re-assembly

Figure 9
Differentia! Assembly
1 Cone and Roller Assembly 9 Lock Ring
2 Ring Gear 10 Washer
3 Side Gear 11 Spring
4 Pinion Gear Assembly 12 Adaptor
5 Side Gear 13 Bolt
6 Differential Case 14 Thrust Washer
7 Cone and Roller Assembly 15 Thrust Washer
8 Coupling

11
IIIIIIIIIIII_ _ _ _ _ _ _ _ PART 7-REAR AXLE AND BRAKES _ _IIIlIiIiIZl_ _
Figure 10
Differential Side Cone and Roller
Assembly Removal
1 Puller, Tool No 1 003
2 Pulling Attachment, Tool No 952
3 Cone and Roller Assembly
4 Step Plate Adaptor, Tool No 630S/T
3 If necessary, use Puller, Tool No1 003,
PullingAttachment, Tool No 952and Step
Plate Adaptor, Tool No 630-S/T, Figure
10 to remove the differential cone and
roiler assembly from the right-hand half
of the case
4 Extract the differential case retaining
bolts
NOTE: If the cone and roller assembly
installed on the right-hand case does not
require removal withdrawal of the case
retaining bolts may be effected bV lifting the
right-hand half of the case and gradually
removing the bolts
5 Remove the right-hand half of the
differential case
6 Withdraw the right-hand thrust washer
and side gear, the spider and pinion
assembly and the left-hand side gear and
washer from the case
12
I:iI!IIIIIIl:~_ _I!!!!!""'I
7 Use Puiier, Tool No 1003,
Attachment, Tool No 952 and Step Plate
Adaptor, Tool No 6305 to remove the
left-hand cone and roller 3ssembly
8 Separate the pinion gears and thrust
washers from the spider
INSPECTION AND REPAIR
Clean and inspect all for
damage or excessive wear install new
components where necessary
2 If a new differential ring geal is required,
remove the retaining nuts and separate
the ring gear from the case
NOTE The ring gear may be retained by
rivets These should be drilled out and new
nuts and bolts used on installation
I nstall the new ring gear and tighten the
retaining nuts to the correct torque, see
"Specifications" -Chapter 3
NOTE: If the ring gear is replaced, a new
mating drive pinion must also be installed, see
"Drive Pinion Assembly Overhaur -Section
E of this Chapter
3 If a new bearing cup is required in either
of the axle housings, use Slide Hammer,
Tool No 943S, Puller, Tool No 943 and a
suitable Step Plate Adaptor, Tool No
630S/T to effect removal
NOTE Withdrawal of the bearing cup will
necessitate removal of the axle housing and
axle shaft, see "Rear Axle Shaft Assembly
Overhaur -Section B of this Chapter
-----------------------CHAPTER1------------------------
RE-ASSEMBLY
Re-assembly of the differential and differ-
entiallock components follows the disassem-
bly procedure in reverse On re-assembly
observe the following requirements
2 Remove the split pin and clevis pin then
disconnect the operating rod from the
pedal
3 Remove the split pin and clevis pin then
disconnect the operating rod from the
lever

• Coat all bearings with grease prior to

installation
4 Remove the split pin then unscrew and
remove the nut retaining the pedal
• Tighten the differential case retaining Withdraw the pedal from the tractor
bolts to the correct torque, see "Specifica-
tions" Chapter 3

5 Knock out the lever retaining pin then

remove the lever If removal of the lever
INSTALLATION
shaft or fork is requ ired, proceed as
follows
Installation of the differential and differen-
tial lock components follows the removal
procedure in reverse On installation observe
the following requirements 6 Ensure the tractor is on level ground then
chock the front wheels and release the
handbrake
• Check the differential pre-load, see
"Adjustments" -Section H of this Chap-
ter
7 Drain the oil from the rear axle centre
housing then raise and support the rear
• Check the differential lock adjustment, of the tractor and remove the right-hand
see "Adjustments" -Section H of this fender
Chapter

DIFFERENTIAL LOCK OPERATING 8 Disconnect the brake linkage then

LINKAGE-OVERHAUL remove the retaining bolts and withdraw
the right-hand axle housing and wheel
assembly Support the inner end of the
axle housing on a stand
REMOVAL

Ford 2600 and 3600 Less Cab 9 Loosen the locknut then unscrew and
withdraw the fork retaining screw

Loosen the locknut then unscrew and

remove the differential lock adjusting
screw from the top of the right-hand axle 10 Extract the lever shaft from the front of
housing the axle housi ng

13
- - - - - - - - - PART 7-REAR AXLE AND BRAKES - - - - - - - - -
Ford 2600 and 3600 With Cab
Loosen the locknut then unscrew and
withdraw the pedal from within the cab
2 Remove the split pin and washer then
withdraw the operating rod
3 Remove the split pin and clevis pin then
disconnect the operating rod from the
pedal lever
4 Remove the split pin and clevis pin then
disconnect the operating rod from the
operating lever
5 Remove the split pin then unscrew and
withdraw the nut and pedal lever
6 Knock out the retaining pin and remove
the operating lever
If removal of the lever shaft or fork is
required, refer to Steps 6 to 10 of the removal
procedure for the Ford 2600 and 3600 Less
Cab Tractors
NOTE: To facilitate removal disconnect the
cab to right-hand rear axle retaining bolts
INSPECTION AND REPAIR
1 Clean and inspect all components for
damage or excessive wear Install new
components where necessary
2 If the lever shaft bushes (where fitted)
require removal, knock out the shaft plug
from the rear of the axle housing Use
Bushing Kit, Tool No 818-S/T, from the
outside to remove each bushing from the
housing
Use Bushing Kit, Tool No 818-S/T to
install the new bushings from the outside
Install until the inner edge of each bushing
aligns with the inner edge of each shaft
hole
14
3 If the pedal support shaft requires
replacement, remove the split pin, un-
screw the retaining nut then knock out
the shaft
NOTE This operation can only be effected
with the right-hand axle housing removed
INSTALLATION
I nstallation of the differential lock linkage
follows the removal procedure in reverse
On installation observe the following re-
quirements
o Tighten the differential lock fork retaining
bolt to the correct torque, see "Specifica-
tions" -Chapter 3
• If the operating lever shaft has been
removed, install a new shaft oil seal
• Securely tighten the pedal support shaft
retaining nut then insert the split pin in
the nearest hole
• Securely tighten the pedal retaining nut
then insert the split pin in the nearest hole
• If the axle housing was removed, tighten
the housing retaining bolts to the correct
torque, see "Specifications" -Chapter 3
• Re-fill the rear axle with the correct grade
and quantity of oil, see "Specifications"
Chapter 3
• Adjust the differential lock linkage, see
"Adjustments" -Section H of this Chap-
ter
E DR;VE PINION ASSEMBlY-
OVER l

REMOVAL

Prior to removal release the handbrake

Figure 11
Drive Pinion Assembly Removal
1 Pinion Shaft
2 Bearing Retainer
Separate the tractor between the front 3 Rear Axie Housing
and rear transmissions, see "SEPARA- 4 Jacking Screw
TING THE TRACTOR" -Part 12

NOTE' If a transmission handbrake pinion

drive gear shield is installed this must be
withdrawn prior to ren;ova! of the pinion
2 Remove the P T 0 selector lever, see assembly
"POWER TAKE-OFF"-PART 6

5 Remove the differential assembly, see

"Differential and Differential lock Over-
haul" ~Section D of this Chapter
3 Remove the transmission handbrake
(where fitted), see "Transmission Hand-
brake Assembly Overhaul" -Section F of
this Chapter
6 Withdraw the retainer bolts and washers
and extractthe drive pinion assembly from
the housing

4 Remove the hydraulic oil suction strainer

(where fitted) by extracting the lower
left-hand pinion bearing retainer securing NOTE: To facilitate removal of the drive
bolt and withdrawing the strainer pipe pinion assembly use two suitable 9/16 in
from the centre housing bolts as jacking screws, Figure 17

15
 Figure 12
Drive Pinion Assembly
1 Lock Ring
2 Pinion Shaft
3 Rear Cone and Roller Assembly
4 Bearing Retainer
5 Shims
6 Adjusting Nut
DISASSEMBLY
With reference to Figure 12
1 Bend down the iockwasher tabs then
remove the locknut, washei and adjusting
nut Use Wrenches, Tool No T4094 or
No N 4634-A, to remove the nuts
2 Slide the transmission handbrake drive
gearandshims (wnerefitted) orthespacer
and washer off the pinion shaft
3 Using a soft headed mallet knock the front
end of the pinion shaft to remove the
shaft assembly from the bearing retainer
lift the front cone and roller assembly from
the retainer
4 Remove the lock ring then use Puller,
Tool No 1002 and Pulling Attachment,
Tool No 951, towithdrawthe drive pinion
pilot bearing from the pinion shaft,
Figure 13
16
7 locknut
8 Lock Washer
9 Transmission Handbrake Drive Gear
10 Front Cone and Roller Assembly
11 Pilot Bearing
5 Use Puller, Tool No 1003 and Pulling
Attachment, Tool No 951, to remove the
drive pinion rear cone and roller assembly,
Figure 14
INSPECTION AND REPAIR
Clean and inspect all components for
damage or excessive wear Install new
components where necessary
2 If necessary, use Slide Hammer, Tool
No 943S and Puller, Tool No 943 to
remove the bearing cups from the
retainer Use a suitable Step Plate
Adaptor, Tool No 630S and a press to
replace the bearing cups
3 Use Pulier, Tool No 1003, Pulling
Attachment, Tool No 951 and a suitable
sleeve to install the rear cone and roller
assembly, Figure 15
- - - - - - - - - - - - - - - CHAPTER 1 i 1II1_1IIIIIIIII1iIIlIIIIIIIl_ _I111111111_ _ _ _ _ _ _ _1IIIIlI'l

Figure 13 Figure 14
Drive Pinion Pilot Bearing Removal Drive Pinion Rear Cone and Roller Assembly
Remova!
1 Puller, Tool No 1002 1 Puller, Tool No 1003
2 Pilot Bearing 2 Pinion Shaft
3 Pulling Attachment, Tool No 951 3 Pulling Attachment, Tool No 951
4 Pinion Shaft 4 Cone and Roller Assembly

RE-ASSEMBlY • Tighten the bearing retainer support bolts

to the correct torque, see "Specifications"
NOTE: If a new pinion shaft is to be installed -Chapter 3
a new differential ring gear must also be
installed For installation procedures, see
"Differential and Differential Lock Overhaul"
-Section D of this Chapter

Re-assembly of the drive pinion components

followsthe disassembly procedure in reverse
On re-assembly observe the following re-
quirements

• Check the pinion bearing pre-loads, see

"Adjustments" -Section H of this Chap-
ter

INSTAllATION

figure 15
Drive Pinion Rear Cone and Roller Assembly
Replacement
Installation of the drive pinion assembly
follows the removal procedure in reverse 1 Cone and Roller Assembly
2 Sleeve
On installation observe the following 3 Pulling Attachment, Tool No 951
requirements 4 Puller, Tool No 1003

11
_ _ _ _ _ _ _IIIIIiIIIIilII_1IIII PART 7-REAR AXLE AND BRAKES 1IIIII1Il1IIIII1_ _IIIIIIIIIIIIIIIlIIIIiIiIIIIII1IIIIlIIIiIIIIIIII_lIIIIIlllllilJlllJIIIIIIII

F HANDBRAKE ASSEMBLY-OVER l

TRANSM~SSION HANDBRAKE Ford Tractors Less Cab

ASSEMBLY
Remove the left - hand platform

Ford Tractors With Cab

REMOVAL
Push the cable the cab
floor Release the locknuts at the lower end
of the cable then unclip and withdraw the
Prior to removal chock the lear wheels and
cabie from the bracket Remove the retaining
release the handbrake
bolt and withdraw the bracket, Figure 17

4 Remove the retaining bolts and withdraw

Remove the split pin and clevis pin to the brake housing cover
release the handbrake clevis, Figure 16
5 Withdraw the outer brake disc and spring
from the housing, Figure 18

2 Remove the retaining bolts and withdraw

the hand brake lever assembly 6 Remove the retaining bolts and withdraw
the housing from the side of the tractor

3 Unscrew the locknut and remove the
washer, spring, collars and clevis from
the actuating rod
7 Pull the bearing retainer and brake shaft
assembly out of the side of the tractor
Note the number of shims between the
retainer and the centre housing to ensure
correct re-assembly

I M PO RT ANT If the brake housing and

bearing retainer are removed as an assembly
they must be separated

DISASSEMBLY

With reference to Figure 19

Remove the brake rod seal from the top of

the housing

2 Withdraw the actuator assembly and the

inner brake disc from the housing
Figure 16
Transmission Handbrake lever 3 Withdraw the retaining pin and removethe
1 Clevis Pin control rod from the actuator assembly
2 Lever Assembly Retaining Bolts
3 Clevis Unscrew and remove both nuts and bolts
4 Split Pin and withdraw the brake links

18
1IIIIIIIIII1IIIIIIIII_IIIIIIIIIlIllllllllIlllllilllllIllli&lllllllIllllllllllIlliDlIIIIIIIIIII_GIIIIIIII_ _1lllllilllll1iIIIIII C HAPTE R 1 iliIIiiilllllllilllllllililiillllllilllillli'llllllllllllllllllllllllllllllllllllllllllll1lllllllllli1lllllllllllllllllllllllilllll11liilJiliBt&lIiIlIIIIIIIiIIIIIIlltIiIIIIIRllllllllllliiIIIIlI!llll

Figure 11 Figure 18
Lower End of the Transmission Handbrake Outer Brake Disc Removal
Operating Cable-Ford 2600 and 3600 With
Cab
1 Bracket 3 Housing 1 Brake Shaft 3 Actuator Assembly
2 Retaining Bolt 4 Cable 2 Outer Brake Disc 4 Spring

Figure 19
Transmission Handbrake Assembly
1 Actuating Disc Ball 10 Lock Washer 19 Link Retaining Bolt
2 Driven Shaft 11 Lock Nut 20 Brake Control Rod
3 Cone and Roller Assembly 12 Oil Seal 21 Rod Retaining Pin
4 Shim 13 Spring 22 I nner Actuating Disc
5 Bearing Cup 14 Outer Brake Disc 23 Inner Brake Disc
6 Retainer Assembly 15 Cover Plate Retaining Bolt 24 Brake Control Rod Seal
7 Bearing Cup 16 Cover Plate 25 Brake Housing
8 Cone and Roller Assembly 17 Outer Actuator Disc 26 Housing Retaining Bolt
9 Adjusting Nut 18 Actuator Link

19
_ _ _ _ _ _ _1IIIIIIIiiiiIII
E

PART 7-REAR AXLE AND BRAKES _ _ _ _ _ _1IIIIIiIIiiD1IiIIiIIIiIiliI1&liliilI

Figure 20 Figure 21
Inner Cone and Roller Assembly Removal Bearing Cup Removal
1 Puiler, Tooi No 1003 1 8earing Retainer
2 Cone and Roller Assembly 2 Bearing Cup
3 Brake Shaft Gear 3 Slide Hammer, Tool No 943S
4 Pulling Attachment, Tool No 951 4 Puller, Tool No 943

4 Carefully remove both springs and separ- INSPECTION AND REPAIR

ate the actuator discs Retain the steel
balls located between the discs for use on
re-assembly
Clean and inspect all components for
damage or excessive wear Install new
5 Bend down the locking tabs then unscrew components where necessary
and removethe nutsontheouterend of the
brake shaft Use Wrenches, Tool No
SW5 to facilitate nut removal
2 If required use Slide Hammer, Tool No
943-5 and Puller, Tool No 943 to remove
6 Pull the brake shaft out of the bearing the bearing cups from the bearing retainer,
retainer Figure 21

NOTE. The inner cone and roller assembly

will remain on the brake shaft Use Step Plate Adaptor, Tool No 630S,
to effect replacement

7 Extract the brake shaft outer cone and

roller assembly from the bearing retainer 3 If required, remove the oil seal from the
brake housing, Figure 22

8 Use Puller, Tool No 1003 and Pulling

Attachment, Tool No 951, to remove the
inner cone and roller assembly from the Use Step Plate Adaptor, Tool No 6305,
brake shaft Figure 20 to install a new seal

20
- - - - - - - - - - - - - - CHAPTER 1 _ _ _ _ _ _ _ _ _ _IIII1IIIIIII_1IfIIII!IIIII1IIiIIIII'J

Figure 22 Figure 23
Oil Sea! Removal Inner Cone and Rolle! Assembly Replacement
1 Brake Housing 1 Puller, Tool No 1003
2 Oil Seal 2 Brake Shaft Gear
3 Sleeve
4 Pulling Attachment, Too! No 951

RE-ASSEMBlY INSTAllATION

Re-assembly of the transmission handbrake

follows the disassembly procedure in reverse
On re-assembly observe the following
requirements Installation of the transmission hand brake
follows the removal procedure in reverse
• Use Puller, Tool No 1002, Pulling On installation observe the following re-
Attachment, Tool No 951 and a suitable quirements
sleeve to install the inner cone and
roller assembly on the brake shaft, Figure
23

• Check the bearing pre-load using Gauge,
Tool No T4062 If necessary, loosen or
tighten the inner locknut until the correct
pre-load is achieved, see "Specifications"
-Chapter 3
• Check the transmission handbrake pinion
gear backlash, see "Adjustments" -Sec-
tion H of this Chapter

.. Tighten all retaining bolts to the correct

NOTE: If Gauge, Tool No T4062, is not avail-
torque, see "Specifications" -Chapter 3
able a spring balance may be used

• Protect the oil seal during re-assembly

fill Tighten the outer locknut on the brake • Check the handbrake setting, see "Ad-
shaft justments" -Section H of this Chapter

21
- - - - - - - - PART 1-REAR AXLE AND BRAKES ::tOl!€..... &

Figure 24 Figure 25
Rear Whee! Handbrake Assembly-Ford 2600 Left - Hand Lever Assembly-Ford 2600
and 3600 Less Cab and 3600 Less Cab
1 Fender 1 Left-Hand Lever
2 Brake Camshaft 2 Brake Rod Clevis Assembly
3 Spring 3 Brake Actuating Lever Clevis
4 Lever Assembly 4 Pinch Bolt

REAR WHEEL HANDBRAKE 4 Release the left-hand lever pinch bolt

ASSEMBLY-OVERHAUL then remove the split pin and clevis pin
and disconnectthe brake rod clevis at the
left-hand lever
REMOVAL

Prior to removal, chock the front wheels and 5 Remove the split pin and clevis and
release the hand brake disconnect the brake actuating cross-
shaft lever clevis from the right-hand
lever

Ford 2600 and 3600 Less Cab

6 Remove the retaining bolts and washer

then withdraw the brake actuating cross-
With reference to Figure 24
shaft and support assembly from beneath
the tractor

Remove the left-hand fender

If the hand brake lever assembly or the

right-hand lever requires removal pro-
2 Unclip the handbrake lever return ceed as follows
spring

7 lift and support the tractor at the rear

3 Remove the split pin and clevis pin then
disconnect the brake actuating lever
clevis at the handbrake lever, Figure 25 8 Remove the left-hand wheel assembly

22
- - - - - - - - - - - - - - - CHAPTER 1

figure 26 Figure 27
Rear Wheel Handbrake Assembly~Ford 2600 Operating Cabie Installed-Ford 2600 and
and 3600 With Cab 3600 With Cab
1 Handbrake Lever Assembly 1 Cable Nut
2 Retaining Bo!t 2 Brake Relay Lever
3 Cable 3 Clevis Pin
4 Clevis 4 Cable

9 Remove the brake drum and brake shoes, Ford 2600 and 3600 With Cab
see "Wheel Brake Assembly Over-
With reference to Figure 26
haul" -Section C of this Chapter

Remove the split pin and clevis pin and

10 Remove the brake actuating camshaft release the handbrake clevis from the
lever

11 Slide the handbrake lever assembly and 2 Remove the retaining bolts and withdraw
the left-hand lever off the shaft the lever assembly

NOTE: Retain the spacers for use during

installation
NOTE: If the right-hand lever requires
removal repeat Steps 7 to 10 for the right- 3 Unclip the handbrake clevis from the
hand side cable then push the cable through the
cab floor

12 Withdraw the split pins and clevis pins 4 Release the two lower cable nuts and pull
from the clevises which require removal the cable away from the bracket, Figure
27

13 If any of the actuating levers require 5 Remove the split pin and clevis and re-
replacement, remove them from their lease the lower end of the cable from
shafts brake relay lever

23
- - - - - - - - PART 7-REAR AXLE AND BRAKES - - - - - - - - -

INSPECTION AND REPAIR INSTALLATION

Clean and inspect ali components for

or excessive wear Install new
,-",rn""",un,,, where necessary
I nstallation of the rear wheel hand brake
follows the removal procedure in reverse
On installation observe the foilowing re-
quirements

2 Ford 2600 and 3600 Less Cab

if necessary, use Puller, Tool No 954C,

to remove the bushing from the hand- • Re-set the handbrake, see "Adjust-
brake lever assembly and/or the actuating ments" -Section H of this Chapter
lever support Use Bushing Kit, Tool No
818-S/T, to rep/ace the bushing

Ford 2600 and 3600 With Cab

• Grease the handbrake lever ratchet
assembly, for type of grease see "Speci-
fications" -Chapter 3

If necessary, the button and grip may be

removed from the brake lever by releasing
the rear end of the button rod and then
pulling the button and grip off the front
end of the lever

Ford 2600 and 3600 With Cab

RE-ASSEMBlY

• Tighten the lever assembly retaining bolts

Re-assembly of the rear wheel handbrake to the correct torque, see "Specifica-
follows the disassembly procedure in reverse tions" -Chapter 3

24
 G. BRAKE AND UNKAG HAUL
~NSPECTION AND REPA!R
REMOVAL
inspect aii components for
With reference to es 28 and 29
excessive wear

Remove the sp[it pin and cievis and 2 If the the ieft-hand
disconnect the brake cont~ o! rrods from replacement,
the lower ends of the removethecamshaftand siidethe lever(s)
off the shaft

2 Unlatch the then release the Ford 2600 and 3600 Tractors With Cab
Spi ings
~f the and/or the ieft-hand
brake cross-shaft levers require replace-
3 Remove the snap ring from the end of the ment remove the snap and slide the
brake shaft levers off the shaft The hand lever
assembly incorporates a bushing which
Ford 2600 and 3600 Tractors With Cab may be when the lever has been
withdrawn
Remove the retaining bolts and separate
the foot from the pedal shanks
INSTALLATION
Pu II the brake shaft out of the
pedals
installation of the brake pedals and linkage
follows the removal procedure in reverse On
4 Remove both from the tractor
installation ensure the lever pinch bolts are
tightened to the correct torque, see "Speci-
5 Remove the split pins and clevis pins fications" 3 and the rear brakes are
from the rear ends of the brake control adjusted correctly, see "Adjustments"-
rods then remove the rods Section H of this Chapter

Figure 28 Figure 29
Brake Pedal Assemblies-Ford 2600 and 3600 Brake Pedal Assemblies-Ford 2600 and 3600
Less Cab With Cab
1 Pedal Springs 1 Pedal Shanks
2 Brake Pedals 2 Pedal Springs
3 Pedal Shaft 3 Brake Control Rods
4 Pedal Shaft

25
- - - - - - - - - PART 7-REAR AXLE AND BRAKES i1i117_lIIIIIIIIIIiIllllllll!lllllllilllllllllllJ_ _1lllllllllllll1iIIIIIIIIIIIi

H ADJUSTMENTS

AXLE SHAFT END PLAY BRAKE SHOE

pun both of the axle shafts fully outwards Prior to .,.,+ .."',..,-.+ chock the front wheels
to ensure the cone and rol!er assemblies
are fully seated in the cups Release the brake pedal latch or hand-
brake (where fitted)
2 Place a dia! ind~cator gauge on one of the
brake Figure 30 2 Raise and support the left-hand whee!

3 Remove the rubber covering the

3 Zero the i nd icator gauge then push the
axie shaft inwards The gauge reading
obtained should be within the correct
limits, see 3 tractor, Figure 31
Ifthe readings are not within the specified
limits, add shims between the axle
housing and the bearing retainer to in-
crease the end play or remove shims to
decrease the end play
aperture in the brake backing
plate then use a screwdriver to turn the
notched adjuster towards the rear of the
4 Turn the adjuster until the wheel locks
then back off the u ntii the
whee! is just free to rotate without
binding
5 Replace the rubber plug

6 Repeat for the second wheel

Tighten the retainer securing nuts to the
correct torque, see "Specifications" 7 Road test the tractor to ensure the brakes
Chapter 3 are balanced

Figure 30 Figure 31
Measuring Axle Shaft End Play Brake Shoe Adjustment
1 Dial indicator Notched Adjuster
2 Axle Shaft
3 Brake Sacking Plate

26
BRAKE CAMSHAFT 2 VVith the diffel entia~
in the centre
the left-hand axle housing over the
differentia! and the bolts

Position the brake camshaft fuliy out-

wards the in the brake
assembly

Support the outer end of the left-hand

axle housing

2 Use feeler gauges to check the gap

between the lever on the shaft and the
centre housing, see "Specifications"-
Chapter 3
3 Use feeler gauges to measure the gap
between the inner edge of the left-hand
axle housing and the centre housing

3 If the gap is incorrect, release the lever

pinch bolt and set the lever to the correct
position then tighten the pinch bolt to the
correct torque, see "Specifications"
Chapter 3 4 install the correct size of gasket on the
left-hand axle housing then insert the
retaining bolts and tighten to the correct
torque, see "Specifications" -Chapter 3

4 Repeat for the other side

NOTE: There are three sizes of gasket

available and the size corresponding to the
measured gap should be used For gasket
DIFFERENTIAL BEARING PRE-LOAD sizes, see "Specifications" -Chapter 3

On installation of the rear axle housing,

install a new gasket then assemble the
right-hand housing to the rear axie centre
housing and tighten the bolts to the
correct torque, see "Specifications"-
Chapter 3
Continue re-building the rear axle assem-
bly as described in "Rear Axle Shaft
Assembly Overhaul" -Section B of this
Chapter

27
D~FFERENTiAllOCK
FOld 2600 and 3600 Less Cab
\Nith reference to 32
1 Remove the split pin and clevis pin
securing the operating lever to the
-iOir:lnF!O operating rod
Depress the lever until the operating fork
is felt to contact the differential lock slid-
ing coupling
2 Loosen the stop screw locknut and
rotate the differential lock stop screw
clockwise to contact the bottom of the
slot in the differential lock fork
The point of contact can be observed
when the operating lever begins to move
28
Figure 32
Differentia! Lock-Ford 2600and 3600 LessCab
1 Differential Lock Operating Lever
2 Pedal
3 Operating Rod and Clevis Assembly
4 Differential Lock Stop Screw
3 Turn back the adjusting screw a quarter
turn and tighten the locknut to the
correct torque, see "Specifications"
Chapter 3
4 With the foot pedal resting on the plat-
form, depress the operating lever until the
differential coupling is fully engaged
Loosen the locknut and adjust the length
ohhe operating rod until the clevis pin can
be inserted to connect the operating rod
to the lever without compressing the
spring in the operating rod
5 Remove the clevis pin and shorten the
operating rod by one turn then re-insert
the clevis pin Tighten the locknut to the
correct torque, see "Specifications"-
Chapter 3 instal! a new split pin
 Figure 33 Figure 34
Differential Lock Pedal Adjustment- Ford 2600 Pinion Bearing Pre-load Check
and 3600 With Cab
1 Pedal Assembly 1 Gauge, Tool No T4062
2 Pedal Bushing 2 Adaptor, Too! No T4062-2A
3 locknut 3 Pinion Shaft
4 Pedal Lever Assembly 4 Retainer
5 Operating Rod and Clevis Assembly
6 Differentia! lock Operating Lever

Ford 2600 and 3600 With Cab
With reference to Figure 33
Disconnect the differential lock operating
rod and clevis assembly from the operat-
ing lever by withdrawing the split pin
and clevis pin
DRIVE PINION BEARING PRE-LOAD
With the pinion assembled in the
bearing retainer install the retainer in a
vice
2 Install the adjusting nut

2 Adjust the differential lock operating rod

3 Use Gauge, Tool No T4062 and Adaptor,
and clevis assembly to the correct setting
Tool No T4062-2A, to check the bearing
dimension, see "Specifications" -Chap-
pre-load If incorrect, tighten or loosen
ter 3
the adjuster nut as required, Figure 34
3 Re-connect the operating rod and clevis
assembly to the differential lock operating
NOTE' If Gauge, Tool No 4062 is not
lever
available a spring balance may be used to
check the pre-load
4 Loosen the pedal assembly locknut and
the pedal height until the requisite
gauge block can be inserted between the Install the lock washer and locknut
underside of the pedal assembly and the
top side of the pedal bushing, see
4 Securely tighten the locknut and bend
"Specifications" -Chapter 3
the locking tab to secure
5 Re-tighten the locknut to the correct
torque, see "Specifications" ~Chapter 3 5 Re-check the pre-load

29
- - - - - - - - - PART 7-REAR AXLE AND BRAKES _ _ _ _ _IIIIlZlII:I_ _1IC1:I
I
A
~
Figure 35
Handbrake Drive Gear Spacer Tool
A. 3·38 in. (86 mm.)
1. Rear Axle Drive Pinion 2. Pointer
Bearing Spacer (Less Handbrake)
TRANSMISSION HANDBRAKE
DRIVE GEAR SHIMMING
PROCEDURE
To ensure correct tooth contact, the trans-
mission handbrake drive gear must be
accurately positioned on the main drive
pinion by shims installed between the rear
face of the gear and the pinion front cone
and roller assembly.
To gauge the shim requirements, a tool
should be made from a Rear Axle Drive
Pinion Bearing Spacer (Less Hand,brake), as
shown in Figure 35.
NOTE: The full abutment face of the pointer
and spacer must be ground flat and at right
angles to the spacer bore.
30
Figure 36
Measuring Distance from Face of Main Drive
Pinion Front Cone and Roller Assembly to
Rear Face of Pinion Retainer Flange
1. Assemble the main drive pInion and
associated components including the
spacer tool and obtain the correct bearing
pre-load as previously described in this
Section.
2. Use a micrometer to measure the distance
'Y' t Figure 36, from the front face of the
pointer to the rear face of the pinion
retainer flange.
3. Rotate the pointer and take a futher two
measurements at equally spaced intervals.
4. (a) Average the three measurements and
subtract the known thickness of the
pointer from this figure to obtain
dimensions 'X'.
_ _ _ _ _ _ _ _ _ _ _ _11111111111_ _ CHAPTER 1 iilllillllIIIIIIIIII_IIiIII1IIIIIIIIiIIII_ _ _ _ _ _1IIIIIII1IIIIIIIII1IRIIIIIII1IIIIIII
iiiIIII'

(b) Note the distance devi-

ation etched on the drive gear, Figure
37

NOTE The deviation numbel will be

either plus or minus If there is no visible
number, then the deviation is zero

(c) Calculate the sum tota! of the two

numbers by adding or subtiacting the Figure 37
deviation number to or from the 'X' Location of Handbrake Drive Gear Mounting
dimension Distance Deviation

(c) Sum Total

o 0520-0 003 in o
517 in
(13 208-0 076 mm ) (13132 mm)

(d) To determine the thickness of shims

to be installed, subtract the sum of
the two numbers from a master (d) Shims Required
dimension of 0 0530 in (13 462 o 530-0 517 in o
013 in
mm) (13 462-1 3 1 32 m m ) (0330 mm )

For shim sizes avaiiable, see "Specifications"

-Chapter 3

EXAMPLE

5 Remove the spacer tool and install the

required shims between the rear face of
the handbrake drive gear and the pinion
(a) Dimension 'X' front cone and roller assembly
= - 0520in (13208mm)

6 Re-assemble the components and

adjust to re-obtain the correct bearing
pre-load Shim the handbrake pinion
(b) Deviation gear according to the following pro-
=-0003 in (0076 mm ) cedure

31
_ _ _ _ _





l




l
1IIIIIIIII!IIII1JIIi!II!IIIIil PART 7-REAR AXLE AND BRAKES ~_iIIIIII!IIlIi_i!IIillIllIIIlllllllllllli:ll~!IIIlIIlI!!Il!

Figure 38 Figure 39
Transmission Handbrake Pinion Gear Backlash Transmission Handbrake lever
1 Bearing Retainer 3 Feeler Gauges Seif-Locking Adjuster Nut
2 Centre Housing

TRANSMISSION HANDBRAKE HANDBRAKE

PINION GEAR BACKLASH

1 install the bearing retainer assembly in Transmission Handbrake

the side of the centre housing Ensure
the pinion and gear are in full mesh With reference to Figure 39

2 Use feeler gauges to check the gap Adjust the self-locking adjuster nut until
between the inner edge ofthe retainer and the pull required at the handle to engage
the centre housing, Figure 38 the first notch of the sector is correct
see "Specifications" 3

3 Use a combination of shims equal to the

measured gap then add 0 013 in
(0 33 mm) extra shims to give the
required backlash Rear Wheel Handbrake-Ford 2600 and
3600 Less Cab

4 On installation of the bearing retainer,

install the shim pack between the retainer With reference to Figure 40
and centre housing

For shim sizes available, see "Specifica- Chock the real' wheels then release the
tions" -Chapter 3 handbrake

32
 Figure 40
Rear Wheel Handbrake Adjustment- Ford 2600
and 3600 less Cab
1 Left-Hand Lever
2 Stop Bolt and Locknut L\C'<'orr,hhJ
3 Clevis locknut
4 Lever Clevis
2 Remove the split pin and clevis pin then
disconnect the left-hand lever clevis from
the lever
3 Loosen the clevis lock nut and turn the
clevis to eliminate any free play that may
exist in the linkage Re-connect the devis
to the lever, and tighten the locknut to
the correcttorque, see "Specifications"
Chapter 3
4 Loosen the stop bolt lock nut and turn
the stop bolt until the correct ciearance
exists between the head of the stop bolt
and the stop lugs, see "Specifications"
Chapter 3 Re-tighten the locknut, see
"Specifications" 3
Apply the handbrake to ensure the system
operates correctly
33
Figure 41
Rear Whee! Handbrake Adjustment-Ford 2600
and 3600 With Cab
1 Relay Lever Pin 4 Adjusting Bolt
2 Lug 5 Adjuster
3 Locknut
Rear Wheel Handbrake-Ford 2600 and
3600 With Cab
With reference to Figure 41
Place the handbrake in the fully off
position with the lug contacting the
hand brake relay lever pin
2 Slacken the locknut and turn the adjust-
ing bolt until the head is in contact with
the relay lever pin Tighten the locknut
to the correct torque, see "Specifica-
tions" -Chapter 3
3 Keep the reiay lever pin in contact with
the lug and adjust the handbrake cabie
tension at the adjuster to remove slack
4 Check the handbrake system operates
freely without excessive slack
- - - - - - - - PART 7-REAR AXLE AND BRAKES - - - - - - - -

34
 PART 7
REAR AXLE AND BRAKES
Chapter 2
REAR AXLE AND BRAKES - FORD 4100 - 7700,
2810- 8210, AND 3230 - 4830

Section Page
A DESCRIPTION AND OPERATION 1
B REAR AXLE SHAFT ASSEMBLY-OVERHAUL 6
C PLANETARY GEAR ASSEMBLY AND AXLE HOUS'ING 10
OVERHAUL
D DISC BRAKE ASSEMBLY-OVERHAUL 13
E DIFFERENTIALAND DIFFERENTIAL LOCKASSEMBLY- 14
OVERHAUL
F DRIVE PINION ASSEMBLY-OVERHAUL 18
G HANDBRAKE ASSEMBLY-OVERHAUL 21
H BRAKE PEDALS AND LINKAGE-OVERHAUL 23
J ADJUSTMENTS 27

A DESCRIPTION AND OPERATION

The rear axle assembly attached to the rear
of the front transmission connects the drive
from the engine and gearbox to the rear
wheels Housed within the rear axle assembly
are the following components
• Main Drive Pinion and Differential Ring
Gear
• Differential
• Differential Lock Assembly
• Brakes
• Final Reduction Gears
• Axle Shafts
• P T 0 Components
• Transmission Handbrake
\Nith reference to Figure 1
The drive from the transmission output shaft
is transmitted to the spiral bevel pinion by the
drive shaft coupling The pinion is located in
the front of the rear axle housing by two
pre-loaded, opposed tapered roller bearings,
and meshes with the differential ring gear
The ring gear is rivetted to the differential
case assembly which is supported between
taper roller bearings mounted in the axle
housings
NOTE In Service the ring gear rivets are
replaced by nuts and bolts
To prevent the ring gear from flexing due to
loading from the drive pinion on Ford 7600
and 7700 models a thrust block is provided
This also ensures an adequate quantity of
lubricating oil flows to the drive pinion
bearings
The differential case assembly forms two
halves which are bolted together to enclose
the differential spider and side gears

1
 figure 1
CCQ~~.i\I--~n~rl6700and7700

1 Outer Brake Housing 13 Planet Gears

2 Axle Housing Outer Bearing 14 Ax~e Housing Inner Bearing
3 Axle Shaft 15 Sun Gear
4 Axle Shaft Oil Seal 16 Differentia~ lock Fork
5 Planet Gear Carrier 17 Drive Pinion
6 Axle Housing 18 Transmission Handbrake Assemb~y
7 Brake Torque Pin 19 Transmission Handbrake Drive Gear
8 Diffe~entia! Assembly 20 Rear Axle Centre Housing
9 ~ PTa Drive and Driven Gears 21 Pinion Retainer
1 0 ~ P T 0 Rear Shaft 22 Differentia! Gear
11 Differential Lock Assembly 23 Thrust B~ock
12 Rear Wheel Brake Assembijy 24 ~nner Brake D~sc

The dr~ve from the pinion is Hansmitted via
the ring gear and diHerent~al case assembly
to the arms of the spider Mounted on the
spider cue four pinion gears which are in
constant mesh with the two side gears
Theouterend of each intermedia!eshaftforms
the sun gear of an epicyclic nna~ reduction
gear set mounted within each axle housing

An intermediate shaft is splined into each side The drive to the whee~s is transmitted from the
gear and the rear brake assemblies awe sp~ined intermediate shaft to the outer shaft via the
onto these shafts reduction gear set
------------------------CHAPTER2------------------------

Figure 2
Differential Lock Assembly-Ford 4100, 4600 With Cab
1 Differential Lock Fork 6 Adaptor
2 Lever 7 Differential Side Gear
3 Adjustable Rod and Clevis 8 Differential Housing
4 Pedal Lever 9 Spring
5 Coupling 10 Fork Retaining Bolt

The inner ends of the outer axle shafts are
splined into the planetary gear carrier
which is supported by a taper roller bearing
mounted in each axle housing
The oil provided forthe I P TO and hydraulic
systems is also used for lu bricati ng the rear axle
components The differential and ring gear
assembly is partially immersed in the oil to
splash feed the bearings and bushings
DIFFERENTIAL LOCK
With reference to Figure 2
When a tractor with a convential differential
assembly is working in soft soil and one
wheel starts to slip, all the drive is
transmitted to that wheel and traction ceases
To overcome this condition, a differential
locking device is available on all Ford 4100,
4600, 5600, 6600, 6700, 7600 and 7700
Tractors

3
- - - - - - - - PART 7-REAR AXLE AND BRAKES - - - - - - - -

The differential lock can be engaged REAR BRAKE ASSEMBLIES

to connect one of the side gears to the differ-
Ford 5610, 6610and 6710
entail case assembly This action locks
the differential assembly together and
provides a direct drive to both wheels Wet, disc type rear brake assemblies are
located within each axle housing Each
assembly consists of three internally splined
brake discs which sandwich an actuator
assembly and one intermediate disc
The differential lock assembly consists of
a sliding coupling, an adaptor and a fork
and lever assembly The sliding coupling
is splined onto the protruding end of the
side gear
Ford 7610 and 7710
Incorporate four brake and two intermediate
discs
NOTE The differential lock is located on the
right -hand side gear for Ford 4100 and 4600
Tractors and on the left-hand side gear for
Ford 5600, 6600, 6700, 7600 and 7700
Tractors

The brake discs are enclosed within a two

piece brake housing assembly
The adaptor is positioned between the
coupling and the right- hand differential case
A spring positioned between the coupling
and the adaptor ensures the coupling only
engages with the adaptor when required
and the dog teeth on the adaptor and the
differential case are permanently engaged
The actuator assembly consists of two discs
with ramped pockets into which are located
steel balls The discs are held together by
four springs and are connected to the
The fork and lever assembly is connected actuating lever by two links The actuating
to a foot pedal through spring controlled lever is connected by linkage to the brake
linkage When the foot pedal is depressed, pedals
the fork forces the dog teeth of the
coupling to mesh withtheadaptor and thereby
lock the side gear to the differential case
After the differential Jock has been engaged,
the foot pedal may be released

Upon operation ofthe brake pedals, the actu-

The differential lock will automatically
disengage when the spring pressure over-
comes the side forces acting on the
coupling dog teeth This situation will only
occur when the torque to both wheels is
equal
ating discs rotate relative to one another This
action causes the steel balls to ride up the
ramped pockets and force the actuating discs
apart As the actuating discs move apart the
brake discs are forced against the brake
housing to effect a braking action on the
intermediate shaft

4
------------------------CHAPTER2--------------------____
FINAL REDUCTION GEAR ASSEMBLY
(Planetary Gear Assembly)
To increase the torque transmitted to the
rear wheels, an epicyclic reduction gear
assembly is located within each of the rear
axle housings The outer end of each
intermediate shaft acts as the planetary sun
gear around which are located three planet
gears The planet gears are mounted within a
carrier which is splined to the rear axle shaft
The three planet gears mesh with a ring gear
which is mounted within the axle housing
As the intermediate shaft gear revolves, the
three planet gears are forced to rotate and
roll around the inside of the fixed ring gear
This action causes the planet gear carrier
to rotate at a reduced speed and transmit
increased torque to the rear axle and wheels
TRANSMISSION HANDBRAKE
A dry disc type transmission handbrake is
available as an option for all Ford 41 00, 4600,
5600, 6600, 6700, 7600 and 7700 Tractors
The operating lever is located on the left-
hand side of the tractor at the side of the
operator's seat The brake housing is bolted
to the left-hand side of the rear axle centre
housing and for tractors less cab the lever is
bolted directly onto the brake housing For
tractors with cab, an actuating cable con-
nects the lever to the housing
A bevel drive gear is splined onto the main
drive pinion shaft to mesh with a driven gear
mounted on the inner end of the handbrake
pinion shaft The outer end of the handbrake
shaft is splined to accept two brake discs
which sandwich an actuator assembly
5
The actuator assembly consists of two plates
with ramped pockets into which are located
steel balls The plates are held together by
two springs A compression spring is in-
stalled between the two brake disc hubs
and passes through the centre of the
actuator plates to prevent vibration between
the brake discs and the shaft splines
When the operating lever is lifted to the "on"
position the actuator discs rotate relative to
one another This action causes the steel
balls to ride up the ramped pockets and force
the actuator plates apart As the actuator
plates move apart the brake discs are forced
against the brake housing to effect a braking
action on the brake shaft and lock the
transmission main drive pinion
Certain tractors have a drive gear shield
installed to prevent aeration of the hydraulic
oil
IMPORTANT: The transmission handbrake
is a parking brake and should only be used to
stop a moving tractor in an emergency
After such an event all transmission and
handbrake components should be inspected
for damage
REAR WHEEL HANDBRAKE
For most locations, models less transmission
handbrake have a rear wheel handbrake
installed The handbrake lever, located to the
left of the operator's seat, is connected to
the brake actuating shaft by operating rods
or a cable When the lever is lifted to the
"on" position, the brake actuating shaft
causes the actuating discs to rotate relative
to one another and to actuate the brake
assemblies The lever is retained in the
"on" position by a ratchet system Always
depress the lever button when applying or
releasing the handbrake
 B. R AXLE S ASSE B l

REMOVAL 2 Raise and support the rear of the tt actor

then remove the tear wheel(s) Re-install
Prior to removai chock the front wheels and the whee!
m~ease the handbrake age to the stud threads

Ford 4100, 4600, 5600, 6600 and 7600

Drain the rear axle oil from the centre
and disconnect the brake
from the axle
Ford 4100, 4600, 5600, 6600 and 7600
With Cab and Ford 6700 and 7700
Support the real of the cab or platform
on stands then remove the cab or ~I ....... +~,,"~~
to right and/or left- hand axle
boits

Less Cab 3 Remove the securing boits then withdraw

Remove the fenders the axle housing (s) from the tractor

Figure 3
Rear AxleAssembly-Ford 5600, 6600and 6700
1 Axle Shaft 6 Axle Shaft Lock
2 Axle Housing 7 Axle Shaft Retaining Bolt
3 Planet Ring Gear 8 Washer
4 Brake Assembly 9 Spacer
5 Sun Gear 10 Planet Gear Carrier Assembly

6
-------------------------CHAPTER2-------------------------

Figure 4 Figure 5
Differential Lock Fork Retaining Bolt- Brake Actuating Disc Removal
Ford 4100 and 4600
1 Fork
2 Fork Shaft
3 Retaining Bolt
4 Axle Housing

DISASSEMBLY 3 Working on the right-hand housing,

remove the nuts then lift the inner brake
With reference to Figure 3 housing out of the axle housing

Remove the large O-ring located in the

inner end of the axle housing(s)

4 Remove the brake control rod fastener

then, if damaged, withdraw the brake
2 If the left-hand housing (Ford 4100 and
4600 Tractors) or the right- hand hous- rod seal by using a sharp tool to pry the
seal out of position
ing (Ford 5600, 6600, 7600 and 7700
Tractors) has been removed, withdraw
the differentia! assembly to prevent
damage during the axle overhaul

5 Withdraw the inner brake disc, the actua-

tor assembly, the second brake disc, the
intermediate disc and the outer brake
Ford 4100 and 4600 Tractors
disc, Figure 5

If the right-hand axle housing has been

removed, withdraw the differential lock
fork by loosening the differential lock 6 lift the intermediate sun gear shaft out
fork screw and locknut and removing of the axle housing then withdraw the
the shaft from the axle hou si ng, Fig u re 4 outer brake housing

7
iEliWiIiIIII!IIiIIII_ _ _ _ _ _ _ PART 1-REAR AXLE AND BRAKES mo
________ ~mw

Figure 6 Figure 7
Axle Shaft Retaining Bolt- Ford 4100 and 4600 Heating Bolt Lock-Ford 5600, 6600 and 6700
1 Retaining Bolt 1 Heating Appliance
2 Bolt Lock 2 Bolt Lock
3 Planetary Gear Carrier 3 Planet Gear Carrier
4 Planetary Ring Gear 4 Axle Housing

7 Remove the axle shaft retaining bolt INSPECTION AND REPAIR

lock, Figure 6
Inspect all components for damage or
excessive wear Install new components
NOTE On Ford 5600, 6600 and 6700
as necessary
Tractors the bolt lock may be sealed in
place The lock should be heated to facilitate
removal Figure 7
2 If the rear axle shaft outer cone and roller
assembly and/or the shaft seal and seal
8 Remove the axle shaft retaining bolt(s) retainer requires removal use Puller, Tool
No 938, Legs, Tool No 930B, Pulling
Attachment, Tool No 952 and a suitable
NOTE: Ford 4100, 4600, 7600 and 7700
Shaft Protector, Tool No 625A, Figure 8
Tractors have only one retaining bolt whilst
Ford 5600,6600 and 6700 Tractors incorpor-
ate three bolts
i nstaliation of the cone and roiler and the
seal assembly may be achieved by using
Withdraw the washer and spacer a suitable sleeve 2 86 in (72 () mm)
internal diameter, 3 12 in (79 3 mm),
external diameter and a press
9 Lift and remove the planet gear and
carrier assembly from the axle housing
3 If required, use Slide Hammer, Tool No
10 Separate the seal retainer, located at the 943S and Puller, Tool No 943, to remove
outer end of the axle housing, then lift the bearing cup from the outer end of the
the housing clear of the shaft Repeat axle housing, Figure 9 Use a suitable Step
Steps 3-10 for the left-hand axle hous- Plate Adaptor, Tool No 630T, and a
ing mallet to replace the cup

8
 11l111111111
- - - - - - - - - - - - - CHAPTER 2 - - - - -. . . . .- - - - - -

Figure 8 Figure 9
Axle Shaft Cone and Roller Assembly Removal Axle Housing Bearing Cup Removal
1. Ratchet, Tool No. P61 1. Puller, Tool No. 943
2. Legs, Tool No. 930B 2. Axle Housing
3. Pulling Attachment, Tool No. 952 3. Bearing Cup
4. Axle Shaft 4. Slide Hammer, Tool No. 943S
5. Cone and Roller Assembly
6. Puller, Tool No. 938

RE-ASSEMBlY (ii) Adjust the differential bearing pre-

load if any of the following compon-
Re-assembly of the rear axle shaft assembly ents have been replaced:
follows the disassembly proced u re in reverse.
a. Planetary ring gear
b. Outer brake housing
c. Inner brake housing
d. Rear axle centre housing
INSTALLATION e. Ford 4100 and 4600:
Left-hand axle housing
Installation of the rear axle shaft assembly Ford 5600, 6600,6700,7600
follows the removal procedure in reverse. and 7700:
On installation observe the following re- Right-hand axle housing.
quirements:
For adjustment procedure, see "Adjustments"
• Apply grease to the shaft seal and the -Section J of this Chapter.
cone and roller assembly.
• Tighten all nuts and bolts to the correct
• After re-assembly, compress the shaft seal torques, see "Specifications" -Chapte~
then stake the seal retainer in four equally 3.
spaced places.
4» Refill the rear axle with the correct grade
til Prior to installation of the axle housing and quantity of oil, see "Specifications"
make the following adjustments: Chapter 3.

(i) Adjustthe axle shaft bearing pre-load, • Check and, where necessary, adjust the
see "Adjustments" -Section J of this brakes, see "Adjustments" -Section J
Chapter. of this Chapter.

9
_ _ _ _ _ _ _1IIIIIIIIIIIIiI PART 7-REAR AXLE AND BRAKES _1111_1IIIIIIIIII1III_ _ _I11111111111111_ _

c PLANETARY GEAR ASSEMB AND AXLE HOUSING l

REMOVAL DISASSEMBLY

Prior to removal chock the front wheels and Remove the the gea!
release the handbrake shafts

Remove th? axle housing assembly from
the rear axle centre housing Withd!aw
the brake assembly from the housing then
extract the intermediate sun gear shaft
and unscrew and withdraw the axle
shaft bolt(s) For removal
procedures see "Rear Axle Shaft Assem-
bly Overhaul" -Section B ofthis Chapter
2 Extract the sun gear and carrier assembly
from the axle housing
2 Place the carrier assembly on a press
with a suitable Step Plate Adaptor, Too!
No 630T, under the cone and roller
3 Using a second Step Plate Adaptor,
Too! No 630T, three suitable sockets,
Pulling Attachment, Tool No 952,
Base, Tool No 370 and Slave Ring,
Tool No CT 9056, remove the cone and
roller assembly and planet gear shaft
Figure 10

Figure 10 Figure 11
Planet Gear Carrier Cone and Roller Assembly Planet Gear Carrier Assembly
Removal
1 Step Plate Adaptor, Tool No 630T 1 Retaining Ring
2 Socket 2 Thrust Washer
3 Planet Gear Shaft 3 Planet Gear
4 Pulling Attachment, Tool No 952 4 Rollers
5 Cone and Roller Assembly 5 Thrust Washers
6 Taper Base, Tool No 370 6 Cone and Roller Assembly
7 Slave Ring, Tool No CT9056 7 Carrier
8 Hydraulic Press 8 Planet Gear Shaft

10
 1IIlIIIIIIII1IIIIIIIIlII 11111111111111
- - - - - - - - - - - - - - CHAPTER 2 - - - - ------- -

INSPECTION AND REPA~R

Clean and inspect all items for damage or

excessive wear I nsta!l new components
where necessary

2 If the planetary ri ng gear requ ires rerlla{::e-

ment observe the following procedure

figure 12
Planet Ring Gear Removal
1 Planet Ring Gear
2 Remover/Replacer, Tool No SW6
3 Axle Housing
4 Tool Retaining Bolts

a Remove the axle shaft from the

4 Remove the gears from the carrier and housing
withdraw the thrust washer and spacers,
Figure 11

b Insert the Remover/Replacer, Tool

NOTE Retain the needle rollers located
between the planet gear shafts and the
gears for use during fe-assembly
No SW6, behind the ring gear then
expand the tool movable plates and
tighten the locknuts, Figure 12

c Position the axle housing under an

5 Use Slide Hammer, Tool No 943S and
Puller, Tool No 943, to remove the
bearing cup located within the axle
housing
hydraulic press with the bell end of the
housing on the floor Insert a suitable
bar between the Remover/Replacer
and the head of the press ram Press
the planetary ring gear out ofthe hous-
ing

11
1iIIiIiIII_ _ _ _ _ _ _ PART 7-REAR AXLE AND BRAKES _1111111111111_ _ _ _Blillllliillllllllllllil
Figure 13
Planet Gear Carrier Ring Replacement
1 Carrier Assembly
2 Gear Shaft
3 Planet Gear
4 Retaining Ring
d Position the axle housing with the bell
end upper-most
e Place a new ring gear in the housing
and ensure the stud holes in the gear
align with the studs in the housing
f Position the tool on the new ring gear
then press the gear into position
Ensure the gear is seated correctly
and there is no gap between the bottom
of the gear and the housing shoulder
9 Re-install the axle shaft
12
RE-ASSEMBlY
Re-assembly of the pianetary gear assembly
follows the disassembly procedure in reverse
On re-assembly observe the foilowing
requirements
G On re-assembly of the planet gear carrier,
install an equal number of rollers either
side of the spacer within the gear bores
NOTE: Ford 4100 and 4600 models feature
a total of 32 rollers per planet gear whilst all
other models have 56 rollers per planet gear
Use grease to retain the rollers in position
whilst installing the planet gear shafts
Position the shafts with the flat portion of the
shaft heads away from the centre of the
carrier, Figure 13, then install the shaft
retaining ring Bend each end of the ring to
ensure it maintains the correct position
INSTALLATION
Installation of the planetary gear assembly
follows the removal procedure in reverse
On installation ensure all bolts are tightened
to the correct torque, see "Specifications"
Chapter 3
 D. DISC B BlY R l

REiVl0VAl 2 Unscrew and remove the nuts and bolts

the links to the discs
For removai procedures of the brake
~~':::-Qrrnhi\,
lefe! to" Rear Axle Shaft
Overhaul" -Section B of this Chapter

3 and remove the actuating disc

springs and the
15
D~SASSEMBl Y

With reference to Figure 14

Remove the split pin and clevis and

disconnect the brake control rod from NOTE Retain the steel balls located between
the links the actuating discs for use during re- assembly

Figure 14
Brake Assembly
1 Actuating link 9 I ntermed iate Disc
2 Actuating Link 10 Stud
3 Disc Pivot Bolt 11 Torque Pin
4 Outer Brake Housing 12 Inner Brake Housing
5 Brake Disc 13 Nut
6 Actuating Disc 14 Clevis Pin
7 Bail 15 Split Pin
8 16 Brake Actuating Rod

13
- - - - - - - - - - PART 1-REAR AXLE Af\lD BRAKES _ _ _D1ilf'IlIIIIUiIIIIIllmI_ _BB ..IIIIIII"lIIIIIIiIII!:IIil!.IlIIIZii!l

E DIFFERENTiAL AND
DIFFERENTIAL lOCI( ASSEMBLY
-OVERHAUL

REMOVAL

to removal, chock the front wheels and

release the handbrake

Drain the oii from the rear axie housing

then raise and support the rear of the
tractor and remove the right-hand wheel
(Ford 5600, 6600, 6700, 7600 and 7700
Tractors) or the ieft-hand wheel (Ford
4100 and 4600 T!

15
2 Remove the retaining bolts then withdraw
Brake Actuating Discs
the appropriate rear axle housing
1 Disc
2 Ball
3 Spring
3 Withdraw the differential assembly from
the centre housing
INSPECTION AND REPAIR

Clean and inspect all items for damage or DISASSEMBLY

excessive wear I nstall new components
where necessary With reference to Figure 16

Remove the differential lock ring from the

2 If the outer brake housing requires
repiacement, see "Rear Axle Shaft
Assembly Overhaul" -Section B of this
Chapter
end of the side gear Withdraw the stop
washer, coupling, spring and adaptor
2 Mark the two halves of the differentia!
case to facilitate correct installation on
re-assembly

3 Remove the differential cone and roller

RE-ASSEMBl Y assembly from the smaller half of the
case Use Puller, Tool No 1003, Pulling
Re-assembly of the disc brake assembly Adaptor, Tool No 952 and Step Plate
follows the disassembly procedure in reverse Adaptor, Tool No 630S/T, Figure 17

4 Extractthedifferential case retaining bolts

INSTALLATION NOTE: If the cone and roller assembly

Installation of the disc brake assembly
follows the removal procedure in reverse,
see "Rear Axle Shaft Assembly Overhaul"
-Section B of this Chapter
installed on the smaller half of the case does
not require removal, withdrawal of the case
retaining bolts may be effected by lifting the
sma lIer ha If ofthe case andgradua fly remo ving
the bolts

14
 Figure 16
Differentia! Assembly
1 Cone and Roller Assembly 9 Retaining Ring
2 Ring Gear and Housing Assembly 10 Washer
3 Side Gear 11 Spring
4 Pinion Gear Assembly 12 Adaptor
5 Side Gear 13 Retaining Bolt
6 Housing 1 4 Thrust Washer
7 Cone and Roller Assembly 1 5 Thrust Washer
8 Coupling

5 Separate the differential case

6 Withdraw the thrust washer and side

gear, the spider and pinion assembly and
the second side gear and washer from
the case

7 Remove the cone and roller assembly on

the ring gear half of the housing using
Puller, Tool No 1003, Pulling Attach-
ment, Tool No 952 and Step Plate
Adaptor, Tool No 630S
8 Separate the pinion gears from the spider
Figure 11
Differential Cone and Roller Assembly Remova:
1 Puller, Tool No 1003
2 Pulling Attachment, Tool No 952
3 Cone and Roller Assembly
4 Step Plate Adaptor Too! No 630S/T

15
- - - - - - - - - PART 7-REAR AXLE AND BRAKES - - - - - - - -
INSPECTION AND REPAIR
Clean and inspect all components for
damage or excessive wear I nsta Ii new
components where necessary
2 If a new differential ring gear is required,
remove the retaining nuts and separate
the ring gear from the case
NOTE The ring gear may be retained by
rivets These must be drilled out and new
nuts and bolts used on installation
Install the new ring gear and retaining
nuts and bolts then tighten the nuts to the
correct torque, see "Specifications"
Chapter 3
NOTE If the ring gear is replaced, a new
matching drive pinion must also be installed,
see "Drive Pinion Assembly Overhaur
Section F of this Chapter
3 If a new bearing cup is required in either
of the axle housings use Slide Hammer,
Tool No 943S, Puller, Tool No 943 and
a suitable Step Plate Adaptor, Tool No
630S, to effect removal
NOTE: Withdrawal of the bearing cup will
necessitate removal of the axle housing
and axle shaft, see "Rear Axle Shaft
Assembly Overhaur -Section 8 of this
Chapter
RE-ASSEMBLY
Re-assembly of the differential and differen-
tia
lock follows the disassembly procedure
in reverse On re-assemblyobservethefollow-
ing requirements
• Coat all bearings with petroleum jelly
prior to installation
• Tighten the differential case retaining
bolts to the correct torque, see "Specifica-
tions" -Chapter 3
16
INSTALLATION
Installation of the differential and differential
lock follows the removal procedure in
reverse On installation observe the follow-
ing requirements
• Check the differential bearing pre-load,
see "Adjustments" -Section J of this
Chapter
• Check the differential lock adjustment see
"Adjustments' -SectionJ ofthisChapter
DIFFERENTIAL LOCK OPERATING
LINKAGE-OVERHAUL
Ford 4100 and 4600
The procedure for removing and replacing
the differential lock operating linkage for the
Ford 4100 and 4600 tractors is the same as
that for the Ford 2600 and 3600 Tractors,
see "Differential and Differential Lock
Overhaul" -Chapter 1
REMOVAL
Ford 5600, 6600 and 7600 Less Cab
Removethe retaining boltsthen withdraw
the hanger and pedal assembly from the
centre housing
2 Pull the operating rod and sleeve assembly
from the centre housing
3 Remove the operating rod oil seal
4 Ifthe operating fork requires replacement,
remove the left-hand axle housing, see
"Rear Axle Shaft Assembly Overhaul"
Section B of this Chapter
5 Remove the retaining bolts and withdraw
theforkpivotshaftandforkasan assembly
6 Removethe retaining ringand washer then
slide the pivot shaft out of the fork
- - - - - - - - - - - - - CHAPTER 2 - - - - - - - - - - - - -
Ford 5600, 6600 and 7600 With Cab and
Ford 6700 and 7700
Loosen the locknut then unscrew and
withdraw the pedal assembly
2 Remove the split pin and clevis pin then
disconnect the clevis from the operating
arm
3 Remove the retaining bolts then withdraw
the hanger and operating arm assembly
from the centre housing
4 Pull the operating rod and sleeve assem-
bly from the centre housing
5 Remove the operating rod oil seal
6 If the operating fork requires removal,
follow Steps 4 to 6 of the removal
procedure for the Ford 5600, 6600 and
7600 less cab tractors
INSPECTION AND REPAIR
1 Clean and inspect all components for
damage or excessive wear I nstall new
components where necessary
2 Ford 5600, 6600 and 7600 Less Cab
If the pedal hanger bushes require
renewal, observe the following procedure
(i) Knock the pin out of the hanger and
pedal assembly
(ii) Separate the pedal from the hanger
17
(iii) Use Bushing Kit, Tool No 818, to
remove the two bushings from the
hanger
(iv) Use Bushing Kit, Tool No 818, to
install the new bushings in the
hangar
(v) Place the pedal in position Replace
the pin
NOTE: This procedure maya/so be used to
rep/ace the bushes in the hangar and
operating arm assembly on Ford 5600,
6600 and 7600 Tractors with cab and all
Ford 6700 and 7700 Tractors
INSTALLATION
I nstallation of the differential lock operating
linkage follows the removal procedure in
reverse On installation observe the following
requ irements
• Tighten the differential lock fork retaining
bolt to the correct torque, see "Specifica-
tions" -Chapter 3
• Tighten the hanger retaining bolts to the
correct torque, see "Specifications"
Chapter 3
• If the axle housing has been removed,
ensure the housing retaining bolts are
tightened to the correct torque, see
"Specifications" -Chapter 3
• Re-fill the rear axle with the correct grade
and quantity of oil, see "Specifications"-
-Chapter 3
• Ford 5600, 6600 and 7600 With Cab and
Ford 6700 and 7700
Adjust the differential lock linkage, see
"Adjustments" -Section J of this Chap-
ter
_ _ _ _ _ _ _1IIIIIIIIIIIII1IIIIIiiIIIIII!
F D
Prior to !emovai re!ease the handbrake
,a,,,.,,~,,,t''""' the tractor between the flont
transmission and rear axle housing, see
"SEPARATING THE TRACTOR" Part
12
2 Remove the I P T 0 Clutch assembly, see
"POWER TAKE-OFF" -Part 6
3 Remove the load Monitor assembly, see
"HYDRAULIC SYSTEMS" Part 8
4 Remove the transmission handbrake
(where fitted), see "Handbrake Assembly
Overhaul" -Section G of this Chapter
NOTE: If a transmission handbrake pinion
drive gear shield is installed this must be
removed prior to removing the pinion
assemblv
5 Remove the differential assembly, see
"Differential and Differential lock Over-
haul" -Section E of this Chapter
6 Remove the drive pinIon assembly by
extracting the retaining bolts and washers
and withdrawing the assembly from the
housing
NOTE: To facilitate removal of the drive
pinion assembly, use two suitable 9/16 in
bolts as jacking screws, Figure 18
PART 7-REAR AXLE A~.JD BRAKES !!Il!II!IiIl!!!!I!!iI!IIIlIIII1lIIIIIIlIIImIIIIIIIIISJI!IIIIII_ _ _IIIiI!ILIlIIIIIIiIlII!IljIGi
PiNION SLY-OVERHAUL
D~SASSEMBLY
With reference to 19
Bend down the lock washer tabs then
remove the locknut, washe! and
nut Use VVrenches, Tool No T4094
or to remove the nuts
2 Slide the transmission handbrake drive
gear and shims (where fitted), or the
spacer and washer, off the pinion shaft
3 Use a soft headed malletto knock the front
end of the pinion shaft and remove the
shaft assembly from the bearing retainer
lift the front cone and miler assembly
from the retainer
4 Re(11ove the lock ring then use Puller,
Tool No 1002 and Pulling Attachment,
Tool No 951, to withdraw the drive pinion
pilot bearing from the pinion shaft,
Figure 20
5 Use Puller, Tool No 1003 and Pulling
Attachment, Tool No 951, to remove the
drive pinion rear cone and roiler assembly,
Figure 21
Figure 18
Drive Pinion Assembly Removal
1 Pinion Shaft
2 Pinion Bearing Retainer
3 Rear AX!9 Centre Housing
4 Jacking Bolt
18
 Figure 19
Drive Pinion Assembly
1 Retaining Ring 7 Locknut
2 Pinion Shaft 8 lock Washer
3 Bearing Retainer 9 Handbrake Gear
4 Cone and Roller Assembly 10 Shims
5 Spacer 11 Cone and Roller Assembly
6 Ajusting Nut 12 Pinion Bearing

Figure 20 Figure 21
Pinion Bearing Removal Pinion Shaft Cone and Roller Assembly Removal
1 Puller, Tool No 1002 1 Puller, Tool No 1003
2 Pinion Bearing 2 Pinion Shaft
3 Pulling Attachment, Tool No 951 3 Pulling Attachment, Tool No 951
4 Pinion Shaft 4 Cone and Roller Assembly

19
 PART 7-REAR AXLE AND BRAKES

RE-ASSEMBlY

NOTE If a new pinion shaft is to be installed

a new matching differential gear must also
be installed For installation procedures see
"Differential and Differential Lock Overhaul
-Section E of this Chapter

Re-assembly of the drive p!nlon assembly

follows the disassembly procedure in reverse
On re-assembly observe the following
requirements
Figure 22
Pinion Shaft Cone and Roller Assembly
Installation
1 Cone and Roller Assembly
2 Sleeve
3 Pulling Attachment, Too! No 951
4 Puller, Too! No 1003

.. Check the pinion bearing pre-load, see

"Adjustments" -Section J of this Chap-
ter
INSPECTION AND REPAIR

Clean then inspect ali components for

damage or excessive wear I nstall new
components where necessary

INSTALLATION
2 If necessary, use Slide Hammer, Tool No
943S and Puller, Tool No 943, to remove
the bearing cups from the retainer Use
a suitable Step Plate Adaptor, Tool No Installation of drive pinion assembly follows
630S, and a press to effect replacement the removal procedure in reverse On installa-
tion observe the following requirement

3 Use Puller, Tool No 1003, Pulling

Attachment, Tool No 951, and a suitable Gil Tighten the bearing retainer support
sleeve to install the rear cone and roller bolts to the correct torque, see "Specifica-
assembly, Figure 22 tions" -Chapter 3

20
 G, HANDBRAKE ASSEMBLY-OVERHAUL

TRANSMISSION HANDBRAKE 2 Unciip the handbrake lever return

ASSEMB HAUL 23

For transmission handbrake over-

see "HandbrakeAssemb!y Overhaul"
3 Release the pinch boit on the handbrake
Section F of Chapter 1
release lever, Figure 24

REAR WHEEL HANDBRAKE 4 Remove the split pin and devis pin and
ASSEMBLY-OVERHAUL disconnect the rod and clevis assembly
from the release lever
Prior to removal chock the front wheels and
!elease the handbrake

5 Withdraw the handbrake lever assembly

Ford 4100, 4600, 5600, 6600 and 7600
Less Cab

6 Remove the split pin and clevis pin then

Removethe right-hand fender (Ford 41 00 separate the rod and clevis assemblies
and 4600) or the left-hand fender (Ford from the right-hand lever and the pedal
5600, 6600 and 7600) rod

Figure 23 Figure 24
Rear Wheel Handbrake Lever-Ford 6600 Less Rear Wheel Handbrake Release Lever-
Cab Ford 6600 Less Cab
1 Lever 1 Handbrake Release Lever
2 Spring 2 Rod and Clevis Assembly
3 Rod and Clevis Assembly
4 Pinch Bolt

21
 PART 7-REAR AXLE AND BRAKES

Figure 25 Figure 26
Rear Wheel Handbrake Lever Ford 7700 Rear Wheel Handbrake Operating Linkage-
Ford 4100, 4600, 5600, 6600 and 7600 With
Cab and Ford 6700 and 7700
1 Lever Assembly 1 Operating Cable Locknuts
2 Lever Retaining Bolts 2 Operating Cable
3 Clevis 3 Cable Clevis
4 Clevis Pin

ford 4100, 4600, 5600, 6600 and 7600 NOTE: Retain the spacers for use during
With Cab and Ford 6700 and 7700: installation

With reference to Figure 25

3 Unclip the handbrake clevis from the

cable then push the cable through the
cab floor

Remove the split pin and clevis pin and

release the handbrake clevis from the 4 Release the two lower cabie nuts and
lever pull the cable away from the bracket,
Figure 26

5 Removethespiitpin and clevis and release

2 Remove the retaining baits and withdraw the lower end of the cable from the brake
the lever assembly relay lever

22
1IIIr==11111111111111_ _ _ _ _ _ _ _ _ _ _ _IIIIII..IIIIIIIlIlI
... • CHAPTER 2 111l1li11 I Ii

INSPECTION AND REPAiR H BRAKE PEDALS AND

UNKAGE-OVERHAUl
Clean and all components for REMOVAL AND D!SASSEMBl Y
damage or excessive wear Instal! new
r-f"lrr1lr,nnlt:ln'l"c where necessary Ford 41 DO, 4600, 6600 and 7600
Less Cab

VVith reference to Figure 27

Remove the pin and devis pin then

2 If necessary, the button and may be
disconnect the! ight and ieft- hand b! ake
removed flam the brake lever by releasing
actuating clevises from the
the button rod and puiiing the button and
brake and the left-hand operating
grip off the front end of the lever
lever

2 Release the brake pedal return springs

connected to the underside of the
form

3 Remove the snap ring and washer from

RE-ASSEMBlY
Re-assembly of the rear wheel handbrake
follows the disassembly procedure in reverse
the end of the brake shaft and slide off the
right-hand brake pedal and spacing
washer
4 Loosen the pinch bait on the left-hand
brake pedal and slide the pedal from the
key and shaft

Remove the key and right-hand thrust

washer from the cross-shaft

INSTALLATION

I nstallation of the rear wheel handbrake

follows the removai procedure in reverse
On installation observe the following re-
quirements

s Re-set the handbrake, see "Adjustments"

-Section J of this Chapter

• Grease the handbrake lever ratchet

assembly, for type of grease see "Specifi-
Figure 27
cations" -Chapter 3
Brake 4100, 4600, 5600, 6600
and 7600 less Cab

• Tighten the lever assembly retaining boits 1 Brake Actuating Rod Clevis
2 Clevis Pin
to the correct torque, see "Specifications" 3 Brake Shaft
-Chapter 3 4 Snap Ring

23
 PART 1-RIEAR AXLE AND BRAKES

Figure 28 Figure 29
Brake Rods-Ford 4100,4600,5600,6600 and Brake Linkage- Ford 4100, 4600, 5600, 6600
7600 With Cab and 7600 With Cab
1 left- Hand Brake Pedal 1 Pedal Springs
2 Right-Hand Brake Pedal 2 Pedals
3 Brake Rods 3 Pedal Shaft

5 Remove the left-hand operating lever by 6 Remove the split pin and clevis pin then
releasing the pinch bolt and sliding off disconnect the right-hand brake actuat-
the left-hand end of the shaft Retain the ing rod from the right-hand brake lever
key for use during re-assembly

7 Disconnect the rear wheel handbrake

Ford 4100, 4600, 5600, 6600 and 7600 cable (where fitted) from the handbrake
With Cab lever

With reference to Figure 28

8 Loosen the left-hand brake lever pinch
Remove the split pin and clevis pin and bolt
disconnect the brake control rods from
the lower ends of the pedals
9 Remove the snap ring then withdraw the
2 Unlatch the pedals then release the
right-hand brake lever, the handbrake
pedal springs
lever and the left-hand brake lever from
the brake shaft
3 Remove the snap ring from the left-hand
end of the brake pedal shaft Figure 29
10 Remove the split pin and clevis pin then
4 Remove the retaining bolts and separate
disconnect the left-hand brake actuat-
the foot pedals from the pedal shanks
ing rod from the left-hand operating
Pull the brake pedal shaft out of the
lever
pedals and remove both pedals from the
tractor
11 Loosen the pinch bolt then remove the
5 Remove the split pins and clevis pins left-hand operating lever from the left-
from the rear ends of the brake control hand end of the brake shaft Retain the
rods then remove the rods key for use during re-assembly

24
 Figure 30
Brake Camshaft Levers-Ford 6700 and 7700
1 Levers
2 Adjustable Brake Pedal Rod-Right-Hand
3 Brake Rods
4 Adjustable Brake Pedal Rod-Left-Hand
Ford 6700 and 7700
With reference to Figure 30
Remove the split pin and clevis pin and
separate the adjusting rod and clevis
assembly from the camshaft arm
2 Remove the split pin and clevis pin and
separate the lower rod and clevis assem-
blies from the camshaft arms
3 Extract the pin then withdraw the
camshaft arm support shaft
4 Withdraw the camshaft arms from the
tractor
5 Remove the split pin and clevis pin and
disconnect the lower rod and clevis
assemblies from the right-hand and
left-hand levers, Figure 31
6 Withdraw the lower rod and clevis
assemblies from the tractor
25
Figure 31
Brake linkage-Ford 6700 and 7700
1 Brake Rods
2 Right- Hand Lever
3 Brake Actuating Rod
4 Clevis Pin
7 Remove the split pin and devis pin and
disconnect the right-hand brake lever
from the right-hand brake actuating
rod
8 Remove the snap ring, loosen the stop
bolt then withdraw the right-hand lever
from the brake shaft
9 Remove the split pin and cievis pin and
disconnect the rear wheel handbrake
cable (where fitted) from the lower
handbrake lever
10 Withdraw the lower handbrake lever,
loosen the left-hand brake lever pinch
bolt then remove the lever from the
tractor Remove the key from the brake
shaft
11 Ifrequired, removethesplit pin and clevis
pin and disconnect the left-hand brake
operating lever from the left-hand brake
actuating rod
 PART 7-REAR AXLE AND BRAKES

iNSPECTION AND REPAiR

Clean and inspect an components for

damage or excessive weal nstaU new
.components where necessary

2 If the brake shaft

r8[)ia€:;ernelnt obselve the fol!owing pro-
cedure

(i) Drain the rear a;, ,:8 oil

(ii) Pull the brake shaft out of the

housing

(iii) Remove the shaft oil seals

(iv) Use Tool No 954-C to

Brake Pedal Assembly-Ford 6700 and 7700 withdraw the shaft
1 Brake Pedal Shaft Retaining Plate
2 Adjustable Rod and Clevis Assemblies (v) Use Bushing Kit, Tool No 818,
3 Brake Pedals to install the new bushing
4 Brake Pedal Bracket
(vi) Press new shaft oil seals into the
housing with the steel face of the
seals outwards
12 Loosen the pinch bolt and withdraw the
left-hand brake operating lever from the (vii) Ensure there are no burrs on the
left-hand end of the brake shaft brake shaft then install in the
housing
13 Remove the pin and disconnect the
adjustable rod and clevis assembly (viii) Re-fill the rear axle with the correct
from the 32 grade and quantity of oil, see
"Specifications" -Chapter 3

14 Withdraw the adjustable rod and devis

assemblies together with the rod boots
15 Removethe retaining bolts and withdraw
the brake and bracket assembly
NOTE' As the lower retammg bolts are
removed, the brake pedal warning light
switch and bracket assembly may be with-
drawn
RE-ASSEMBlY AND INSTAllATION
Re-assembly and installation of the brake
pedals and linkage follows the removal and
disassembly procedures in reverse
On re-assembly and installation observe
the following requirements
e Grease the end of the operating rods,
for the correct grade of grease see
"Specifications" -Chapter 3

e Tighten the pinch bolts to the correct

16 Remove the retaining bolt and extract torque, see "Specifications" -Chapter 3
the pedal shaft
III> Adjust the brakes and rear wheel hand-
brake (where fitted), see "Adjustments"
17 Disconnect the pedal tension springs ~Section J of this Chapter

26
J ADJUSTMENTS

AXLE SHAFT BEAFUNG PRE-LOAD

instal! the axle shaft and gear

carrier in the axle housing using the largest
spacer (0 089-0 090 in ) (2 26~
2 29 mm) and washer Tighten the retain-
bolts to the correct torque, see
"Specifications" -Chapter 3
2 Set a dial indicator gauge, as shown in
Figure 33, with the indicator plunger on
the head of the axle shaft bolt Adjust the
gauge to read zero

3 Lift the axle housing As the housing is

raised a reading will be obtained on the
gauge which represents the free play Figure 33
between the axle shaft bearing and the Axle Shaft Bearing Pre- Load Adjustment
housing 1 Dial Indicator Magnetic Base
2 Dial Indicator
4 Subtract this reading from the size of the 3 Axle Housing
spacer installed (0 089-0 090 in) 4 Planet Gear Carrier
(2 26-2 29 mm) Use the resultant figure
to determine, from the following table,
the correct size of spacer to be installed

EXAMPLE
RESULTANT SIZE OF SPACER
Spacer installed 0 089-0 090 in (2 26-2 29 mm)
FIGURE TO BE INSTALLED Reading Obtained 0026 in (0 660 mm)
Resultant Figure 0063-0064 in (1 60-1 63 mm)
0051-0 054 in 0053 in
(1 30-1 37 mm) (1 35 mm)
o 055-0 058 in 0057 in From the table the correct size of spacer to
(1 40-1 47 mm) (1 45 mm) be used is 0 065 in (1 65 mm)

o 059-0 062 in 0061 in

(1 50-1 58 mm) (1 55 mm)
o 063-0 066 in 0065 in
(1 600-1 68 mm) (1 65 mm) 5 Remove the axle shaft retaining bolt(s)
then withdraw the large spacer and
0067-0070 in 0069 in
washer
(1 70-1 78 mm) (1 75 mm)
0071-0 074 in 0073 in
(1 80-1 88 mm) (1 86 mm)
o 075-0 078 in 0077 in
(1 91-1 99 mm) (1 96 mm) 6 Install the new selected spacer then the
washer and tighten the retaining bolt(s)
o 079-0 082 in 0081 in
to the correct torque, see "Specifications"
(2 00-2 08 mm) (206 mm)
-Chapter 3
o 083-0 086 in 0085 in
(2 11-2-18 mm) (2 16 mm)
o 087-0 090 in 0089 in
(2 21-2 29 mm) (226 mm)
7 Repeat for the second axle shaft

21
 Figure 34 Figure 35
Differential Bearing Pre- Load Differentia! Bearing Pre~ Load Adjustment-
Ford 41 00 and 4600 Ford 5600, 6600, 6700, 7600 and 7700
1 Axle Housing 1 Gauge, Tool No SW7
2 Gauge, Too! No SW7 2 Gauge Block, Tool No SW7
3 Gauge Block, Tool No SW7 3 Axle Housing
4 Feeler Gauges 4 Feeler '-'u .... ~\~"

DIFFERENTIAL BEARING PRE-lOAD IMPORTANT: For 4100 and 4600 Tractors

less differential lock, it will be necessary to
adjust the differential ring gear backlash
prior to adjusting the left-hand bearing pre-
load

The procedure for adjusting the ring gear

backlash is identical to the bearing pre-load
The bearing pre-load is adjusted by adding adjustment but is made on the right-hand
or subtracting shims between the differential bearing cup located in the right-hand inner
bearing cup and the inner brake housing brake housing

With reference to Figures 34 and 35

On Ford 4100 and 4600 Tractors the

adjustment should be made to the bearing in
the left-hand axle housing and on Ford With the inner brake disc installed in the
5600, 6600, 6700, 7600 and 7700 Tractors appropriate axle housing, remove the
to the bearing in the right-hand housing differential bearing cup and shim

28
2 Position the Tool No SVV7
GAP
MEASURED

o 01 2-0 01 7 in o 038-0040
(0 31-0 43 mm) (0 97-1 02

o 018-0 023 in o044-0 046 in

NOTE FOl5600, 6600, 6700, 7600 and (0 46~O 58 mm) (112-117 mm)
7700 Tlaetors use the too! with the spacers
provided o 024-0 029 in o 050-0 052 in
(0 61-0 74 mm) (1 27-1 32 mm)

o 030-0 035 in o 056-0 058 in

(0 76-0 87 mm) (1 42-1 47 mm)

o 036-0 041 in o 062-0 064 in

(0 91 - 1 04 m m ) (1 58-'1 63 mm)

o 042-0 047 in o 068-0 070 in

(1 07-1 19 mm) (1 73-1 78 mm)

Place the gauge block, smaller end o 048-0 053 in o 074-0 076 in
uppermost for Ford 5600, 6600, 6700, (1 22-1 35 mm) (1 88-1 93 mm)
7600 and 7700 Tractors or downwards
for Ford 4100 and 4600 Tractors, under o 054-0 059 in o 080-0 082 in
the gauge then tighten the gauge retaining (1 37-1 50 mm) (2 03-2 08 mm)
bolts

3 Use feeler gauges to measure the gap 5 Remove the gauge and gauge block then
between the underside of the gauge and insta!1 the bearing together with the
the top side of the gauge block selected shim

4 From the following table determine the 6 Finish assembly of the rear axle housing
correct size of shim to be used as previously described in this Chapter

29
 PART 7-REAR AXLE AND BRAKES
, Figure 36
Foot Brake Linkage
Ford 4100,4600,5600,6600 and 7600 Less Cab
1 Gauge Block
2 Pedal Shank
FOOT BRAKE UNKAGIE.-
FORD 4100. 4600,5600,6600 and 7600
With reference to Figures 36 and 37
Chock the tractor wheels then raise and
su pport the rig ht - ha nd axle with the whee!
clear of the ground
2 Ford 41 ~O, 4600, 5600, 6600 and 7600
Less Cab
Depress the brake pedals and insert a
gauge block between the pedal shanks
and the underside of the platform
Ford 4100, 4600, 5600, 6600 and 7600
With Cab
Depress the brake and insert a
gauge block between the pedal bumper
stop and the underside of the cab floor
For gauge block dimensions, see "Speci-
fications" -Chapter 3
30
_ill!1IIIIIIIIIIIIII_liIiIIIIiIIIIIIlIIIIIIIIIII1IIlIIIIIiIIII!IIlBlIIlIIII!IIlIiII!IIIIIIII1lI
Figure 37
Foot Brake Linkage Adjustment-Ford 4100,
4600, 5600, 6600 and 7600 With Cab
Block
3 Unlatch the brake pedals then loosen the
locknut on the right-hand brake pull rod,
Figures 38 and 39 Turn the adjuster until
the wheel locks then remove the block
Re-tighten the locknut to the correct
torque, see "Specifications" 3
4 Repeat the procedure for the left-hand
brake pedal and wheel then remove the
block
NOTE For a given load applied to each pedal
in turn, the pedal pad should move a specific
distance For load details and pad movement
see "Specifications" ~Chapter 3
5 Road test to ensure the brakes are
balanced
 Figure 38 39
Brake Actuating Rod Adjustment- Ford 41 ~O, Brake Actuating Rod Adjustment- Ford 4100,
4600, 5600, 6600 and 7600 Less Cab 4600, 5600, 6600 and 7600 With Cab
1 Adjuster 1 Locknut
2 Locknut 2 Adjuster

FORD 6100 and 7700 3 Re-tighten the locknut to the correct

torque, see "Specifications" -Chapter 3

With reference to Figure 40 4 Repeatforthe left-hand side then road test

to ensure the brakes are balanced

Depress the right-hand brake pedal and

insert a spacer between the pedal shank
and the bump stop For spacer thickness,
see "Specifications" -Chapter 3

2 Ford 6700 and 7700 Less Rear Wheel

Handbrake

Loosen the turnbuckle locknut and

adjust the turnbuckle to take up the free
play in the linkage

Figure 40
Ford 6700 and 7700 With Rear Wheel Foot Brake Adjustment-Ford 6700 and 7700
Handbrake 1 Turnbuckles
Unlatch the brake pedals then loosen the 2 Locknuts
3 Adjusting Rods
locknut on the right-hand brake pull rod 4 Brake Pedals
and turn the adjuster until the wheel locks 5 Spacer

31
 PART 7-REAR AXLE AND BRAKES I!IIlllll!llllmlllllllll~III!!IIUm!!lIll_ _ _&'liIIIIII1IIIII!IIIII1IIIIIIIIllIl1lllllil

Figure 41 Figure 42
RearWheel HandbrakeAdjustment-Fotd 41 00, Rear Wheel Handbrake
4600, 5600, 6600 and 7600 Less Cab 4100, 4600, 5600, 6600 and With Cab and
Ford 6700 and 7700
1 Handbrake Clevises 1 Lever Pin
2 Lug 2 Lug
3 Stop 3 Locknut
4 Clevis Pins 4 Adjuster Bolt
5 Handbrake Adjuster Nut

HANDBRAKE Ford 4100, 4600, 5600, 6600 and 7600

With Cab and Ford 6700 and 7700
HANDBRAKE COUPLED TO WHEEL
BRAKES
With reference to Figure 42
Ford 4100, 4600, 5600, 6600 and 7600
less Cab
Place the handbrake lever in the fully off
With reference to Figure 41 position with the lug contacting the
handbrake relay lever pin
Place the handbrake lever in the fully off
position, slacken the locknuts then
remove the clevis pins from both operating 2 Slacken the locknut and turn the bolt until
rods the head is in contact with the relay lever
pin Tighten the locknut to the specified
torque, see "Specifications" -Chapter 3
2 With the lugs contacting the stop, loosen
the locknut then adjust the clevises until
the clevis pins can just be inserted
3 Keep the relay lever pin in contact with the
lug and adjust the handbrake cable
3 Secure the clevis pins with new spiit
pins then re-tighten the locknuts to the tension at the adjuster to remove the
slack
correct torque, see "Specifications"-
Chapter 3

4 Check the handbrake system operates 4 Check the handbrake system operates
freely without excessive free play freely without excessive free play

32
- - - - - - - - - - - - - CHAPTER 2 - - - - - - - - - - - - -
TRANSMISSION HANDBRAKE
For transmission handbrake adjustments,
see "Adjustments" -Section H, Chapter
1
DIFFERENTIAL lOCK
NOTE: There is no differential lock adjust-
ment for the Ford 5600, 6600 and 7600
Tractors less cab
Ford 41 00 and 4600 Less Cab
Remove the split pin and clevis pin then
disconnect the differential lock foot
operating pedal
33
2 Depress the operating lever until the
differential lock operating lever is fully
engaged
3 Loosen the locknut then adjust the
length of the operating rod and clevis
assembly until the clevis pin can be
inserted without compressing the spring
in the operating rod
4 Remove the clevis pin then shorten the
operating rod assembly by one turn
Re-insert the clevis pin retaining with a
new split pin
5 Tighten the locknut to the correct torque,
see "Specifications" -Chapter 3
6 Check that when the load is removed
from the pedal and the rear wheels are
free to rotate, the differential lock linkage
disengages automatically and the pedal
assembly returns- to the raised position
The wheels should then rotate inde-
pendently
 PART 7-REAR AXLE AND BRAKES

Figure 43 Figure 44
Differential Lock Adjustment-Ford 4100 and Differential Lock Adjustment-Ford 5600, 6600
4600 With Cab and 7600 With Cab
1 Differential Lock Operating Pedal 1 Pedal Bushing
2 Pedal Bushing 2 Locknut
3 Locknut 3 Clevis
4 Connecting Lever 4 Differential Lock Operating Pedal
5 Rod and Clevis Assembly
6 Operating Lever

Ford 4100, 4600, 5600, 6600 and 7600 3 Re-tighten the locknut to the specified
With Cab and Ford 6700 and 7700 torque, see "Specifications" -Chapter 3

With reference to Figures 43, 44 and 45

4 Check that when the load is removed from

1 With the differential lock linkage assem-
bled, loosen the locknut
the pedal assembly and the rear wheels
are free to rotate, the differential lock
linkage disengages automatically and the
pedal assembly returns to the raised posi-
tion The wheels shou Id then rotate
independently

2 Adjust the pedal assembly until a gauge

block can be inserted between the under-
side of the pedal assembly and the top
side of the pedal bushing For gauge NOTE: There is no differential lock adjust-
dimensions, see "Specifications" - ment for the Ford 5600, 6600 and 7600
Chapter 3 tractors less cab

34
_ _ _ _ _ _ _ _ _ _ _ _IIIIIIIIIIIIIII_, CHAPTER 2 IllllllllllllllIIIIIIIIIIlIIIIIIIiIilllllllillllllIIIIIlIIIIIlIIIiIIIIIIIiIl:lllllllllllllllilllllllillllllllllllllllllllllllllllllllIIIiIIIIIIIiIZIIlIIIIIIIIIIIIIIIIll

Figure 45 Figure 46
Differential Lock Adjustment-Ford 6700 and Di ive Pinion Bearing Pre- Load Adjustment
7700
1 Differential Lock Operating Pedal 1 Gauge, Tool No T4062
2 locknut 2 Adaptor, Tool No T4062-2A
3 Rod and Clevis Assembly 3 Drive Pinion Shaft
4 Pedal Bushing 4 Bearing Retainer

DRIVE P~NION BEARING 3 Use Gauge, Too! No T4062 and

PRE-LOAD Adaptor, Tool No T4062-2A, to check
the pre-load

NOTE: If Gauge, Too/No T4062isnotavail-

able a spring balance may be used
Prior to installation of the drive pinion and
retainer assembly, check the pinion bearing
pre-load as follows
4 Turn the adjusting nut until the correct
pre-load is obtained, see "Specifica-
tions" -Chapter 3
With reference to Figure 46

5 Use Wrenches, Tool No T 4094, to tighten

the locknut

Place the drive pinion and retainer in a

vice

6 Bend the tabs on the lockwasher to retain

the nuts in position

2 install the adjusting nut, new washer and

locknut 7 Re-check the pre-load

35
- - - - - - - - PART 7-REAR AXLE AND BRAKES - - - - - - - -

36
 PART 7
REAR AXLE AND BRAKES
Chapter 3
SPECIFICATIONS AND SPECIAL TOOLS

Section Page
A SPECIFICATIONS 1
B SPECIAL TOOLS 7

A SPECIFICATIONS

REAR AXLE TYPE

Ford 2600, 3600 Semi -floating

Ford 4100, 4600, 5600, 6600, 6700,
7600, 7700 Double Reduction Semi-floating

AXLE RATIO

Ford 2600, 3600 617

Ford 4100, 4600 1575
Ford 5600, 6600, 6700, 7600, 7700 2376

FINAL REDUCTION GEAR RATIO

(Planetary Gear Assembly) 45

WEIGHTING LIMITATIONS
The following weighting limitations do not imply the tractor should be ballasted to
achieve the weights shown Weighting should be sufficient for best possible performance and
always within the tyre load capacities

Maximum permissible Rear Axle Loading with Ballast and Mounted Equipment

Ford 2600 Ford 3600 Ford 4100, 4600 Ford 5600, Ford 7690, 7700
6600,6700

Ib 5500 6000 9000 11000 12000

kg 2495 2722 4083 4990 5445

NOTE: Maximum permissible rear axle loading is measured with only the rear wheels on
the scales inclusive of ballast and with mounted equipment in the raised position

1
--------PART 7-REAR AXLE AND BRAKES - - - - - - - -

Oil
Grade
Ford 2600, 3600 Ford M2C85~.A, Ford M2C86-A or Ford M2C13Ll-.A.
Ford 4100, 4600, 5600,
6600,6700,7600,7700 Ford M2C86-A or Ford M2C134-A
Quantity

Ford 2600, Ford 4100,4600 Ford 4100, Ford 5600, Ford 5600,
3600 with 4600 with 6600,6700, 6600,6700,
Live/Trans I PT 0 7600, 7700 7600,7700
PTO With Single With Two-
Speed I P T 0 Speed I P T 0

Imp Ots 205 205 403 463 496

US Ots 246 246 479 560 60 a
Litres 233 233 457 530 568

DIFFERENTIAL BEARING PRE-LOAD

Gaskets

Location Size Available

Rear Axle to o 006-0 008 in (0 152-0 203 mm)

Rear Axle Centre Housing 0011-0 013 in (0 279-0 330 mm)
o 015-0 017 in (0 381-0432 mm)

DRIVE PINION BEARING PRE-LOAD

Using Gauge, Tool No T4062 12-161b in 1 4-1 7 Nm o 14-0 18 Mkg
Using a Spring Balance 16-21 Ib 7 2-9 5 Kg

AXLE SHAFT END PLAY

Ford 2600, 3600 o 004-0 012 in (0 102-0 305 mm)
Ford 4100, 4600, 5600, 6600, o 001 in Loose-O 003 in Tight
6700, 7600, 7700 (0 025 mm Loose-O 076 mm Tight)

TRANSMISSION HANDBRAKE
Type Dry Disc
Friction Area 33 9 in 2 (218 7 cm2)
Brake Shaft Bearing Pre- Load
Using Gauge, Tool No T4062 12-161b in 1 4-1 7 Nm 014-0 18 Mkg
Using A Spring Balance 20-261b 9 1-11 8 Kg
Shims

Location Size Available !

Drive Gear to Pinion 0003 in (0 076 mm)

Front Cone and Roller Assembly 0005 in (0 127 mm)
0012 in (0305 mm)

Bearing Retainer to 0005 in (0 127 mm)

Rear Axle Centre Housing o 020 in(0 508 mm)

Handbrake Pull Specification 30-451bf 133-200 N 14-20 kgf

2
- - - - - - - - - - - - CHAPTER 3 - - - - - - - - - - - -

WHEEL BRAKES

Ford 2600, Ford 4100, Ford 5600, Ford 7610,

3600 4600 6600,6700 7710

Type Drum Disc Disc Disc

Total lining Area in 2 98.46 168 0 2055 274.0
cm 2 635 1084 1326 1768

Brake Camshaft Setting Dimension

Ford 2600 and 3600 o 03-0 06 in (0 75-1 50 mm)

Gauge Block and Spacer Thickness

Ford410Q460Q560~6600
and 7600 Less Cab 1 5 in (38 mm)

Ford 4100, 4600, 5600, 6600

and 7600 With Cab 1 25 in (32 mm)

Ford 6700 and 7700 o 12 in (3 mm)

Brake Pedal Load for Pad Movement-

Ford 4100, 4600, 5600, 6600 and 7600 With Cab
Load Applied 45 Ibf (20 Kgf)

Pad Movement 2 37-2 62 in (60 2-66 6 mm)

DIFFERENTIAL LOCK

Gauge Block Thickness

Ford 2600 and 3600 With Cab 2 59-2 64 in (658-67 1 mm)

Ford 4100 and 4600 With Cab 1 20-1 25 in (30 5-31 8 mm)

Ford 5600, 6600 and 7600 With

Cab and Ford 6700 and 7700 2 23-2 25 in (56 6-57 2 mm)

Ford 2600 and 3600 With Cab 7 38 in (187 5 mm)

Ford 4100 and 4600 With Cab 10 4 in (264 2 mm)

3
- - - - - - - - PART 7-REAR AXLE AND BRAKES - - - - - - - -

TORQUE SPECIFICATIONS
Ford 2600 and 3600

Ibfft Nm Mkg

Axle Housing Retaining Bolts 110-135 150-183 147-181

Differential Ring Gear Retaining Nuts 40-45 54-61 53-60

Differential Case Retaining Bolts 65-75 88-101 87-100

Differential Lock Fork Retaining Bolt 24-30 33-40 3 3-41

i
Differential Lock Adjusting Screw Locknut 23-29 31-39 3 1-39

Differential Lock Operating Rod Clevis Locknut 47-63 67-85 63-84

Differential Pedal Locknut- Ford 2600 and

3600 With Cab 47-63 64-85 63-84

Differential Pedal Support Shaft Retaining Nut 35-135 48-183 4 9-18 7

Differential Pedal Retaining Nut 50-150 68-203 7 0-207

Transmission Handbrake Assembly

Retaining Bolts 42-56 57-76 56-75

Transmission Handbrake Lever Retaining Bolts 27-37 37-50 36-50

Rear Wheel Handbrake Lever Retaining Bolts-

Ford 2600 and 3600 With Cab 27-37 37-50 36-50

Rear Wheel Handbrake Adjuster Bolt Locknut 27-37 37-50 36-50

Wheel Brake Pull Rod Locknut 42-58 57-78 56-78

Brake Linkage Lever Pinch Bolts 42-56 57-76 56-75

Axle Shaft Bearing Retainer Securing Nuts 130-150 176-203 174-207

Axle Shaft Locknut-Ford 2600 With

Differential Lock and Ford 3600 *230-250 312-339 308-34 5

Drive Pinion Bearing Retainer Support Bolts 100-125 136-169 13 4-16 7

Wheel Nuts 180-240 244-325 24 1-32 1

Rear Axle Oil Drain Plug 20-25 27-34 27-33

Rear Axle Oil Filler Plug 25-30 34-40 33-40

"'This specification may be obtained using Wrenches, Tool No T 4094 with a torque wrench set
to 100 Ibfft (136 Nm, 13 8 Mkg)

4
------------------------CHAPTER3------------------------
FORD 4100 AND 4600

Ibfft Nm Mkf

Axle Housing Retaining Bolts 130-170 176-230 17 4-22 7

Axle Housing Retaining Nuts 155-200 210-271 207-26 8

Differential Ring Gear Retaining Nuts 40-45 54-61 54-60

Differential Case Retaining Bolts 65-75 88-101 87-100

Differential Lock Fork Retaining Bolt 24-30 33-40 33-4 1

Differential Lock Operating Rod Clevis Locknut 47-63 64-85 63-84

Differential Pedal Locknut-Ford 4100 and

4600 With Cab 47-63 64-85 63-84

Differential Pedal Retaining Bolt 200-250 271-339 26 8-33 5

Inner Brake Housing Retaining Bolts 72-90 97-122 96-12 0

Transmission Handbrake Assembly Retaining

Bolts 42-56 57-76 56-7 5

Transmission Handbrake Lever Retaining Bolts 27-37 37-50 36-50

Rear Wheel Handbrake Lever Retaining Bolts-

Ford 4100 and 4600 With Cab 27-37 37-50 36-50

Rear Wheel Handbrake Lever Retaining Bolts

Ford 4100 and 4600 With Cab 27-37 37-50 36-50

Brake Linkage Lever Pinch Bolts 42-56 57-76 56-75

Brake Pedal to Shank Bolts-

Ford 4100 and 4600 with Cab 15--.21 20-28 30-28

Brake Pull Rod Locknut 40-55 54-74 54-74

Axle Shaft Retaining Bolts *160-550 217-745 222-760

Drive Pinion Bearing Retainer Support Bolts 100-125 136-167 134-167
Wheel Nuts 304-336 412-456 420-464

Rear Axle Drain Plug 20-25 27-34 27-33

Rear Axle Oil Filler Plug 25-30 34-40 3 3--4 0

*This range is to facilitate installation of the bolt lock

5
- - - - - - - - PART 7-REAR AXLE AND BRAKES - - - - - - - -

FOR D 5600, 6600, 6700, 7600 AN D 7700

Ibfft Nm Mkg

Axle Housing Retaining Bolts 140-170 190-230 187-227

Differential Ring Gear Retaining Nuts 40-45 54-61 54-60

Differential Case Retaining Bolts 65-75 88-101 87-100

Differential Lock Fork Retaining Bolts 42-56 57-76 57-7 5

Differential Lock Pedal Locknut-

Ford 5600, 6600, 7600 With Cab and
Ford 6700 and 7700 47-63 67-85 63-84
Differential Lock Hanger Retaining Bolts 42-56 57-76 56-75

Inner Brake Housing Retaining Bolts 72-90 97-122 96-120

Transmission Handbrake Assembly Retaining Baits 42-56 57-76 56-75

Transmission Handbrake Lever Retaining Bolts 27-37 37-50 36-50

Rear Wheel Handbrake Lever Retaining Bolts-
Ford 5600, 6600 and 7600 With Cab and
Ford 6700 and 7700 27-37 37-50 36-50

Rear Wheel Handbrake Adjuster Bolt Locknut

Ford 5600, 6600 and 7600 Less Cab and
Ford 6700 and 7700 27-37 37-50 36-50

Brake Linkage Lever Pinch Bolt 42-56 57-76 56-75

Brake Pull Rod Locknut 40-56 54-74 54-74

Brake Pedal to Shank Bolt5-

Ford 5600, 6600 and 7600 With Cab 15-21 20-28 20-28

Axle Shaft Retaining Bolt(5)

Ford 5600, 6600 and 6700 *90-200 122-271 12 5-27 6
Ford 7600 and 7700- 300-350 406-474 41 5-48 4

Drive Pinion Bearing Retainer Support Bolts 100-125 136-169 134-167

Wheel Nuts 304-336 412-456 420-464

Brake Rod Turnbuckle Locknut

Ford 6700 and 7700 Less Rear Wheel Handbrake 20-26 27-40 27-35

"'This range is to facilitate installation of the bolt lock

6
------------------------CHAPTER3------------------------
8. SPECIAL TOOLS

(Prior Tool Numbers, where applicable, are shown in brackets)

DESCRIPTION CHURCHILL TOOL NO. NUDAYTOOL NO.

Taper Base 370

Shaft Protectors 625A 9212 (625A)
Step Plate Adaptors 6305 9210 (6308)
Step Plate Adaptors 630T 9211 (630T)
Bushing Kit 818 9514 (818)
Bushing Kit T.818 9615 (T .818)
Push/Puller Legs 9308 9521 (930B)
Push/Puller 938 9506 (938)
Internal/External Puller 943 9507 (943)
Slide Hammer 9435 9567 (9438)
Pulling Attachment (Small) 961 9190 (951)
Pulling Attachment (Large) 952 9526 (952)
Pilot Bearing Puller 954C 9527 (954)
Puller Reversible Arm (Medium) 1002 9198 (1002)
Puller Reversible Arm (Large) 1003 9516 (1003)
Handbrake Pinion Locknut Wrenches FT .2010 (SW.5) -
Drive Pinion Bearing-Preload Gauge T.4062
Drive Pinion Bearing-Preload Gauge } Pull Scale
Adaptor T.4062-2A
Rear Axle Shaft Bearing Remover T.40698 2184 (NCA.4235)
Pinion Bearing Preload Wrenches T.4094 1435 (N.4634-A)
Axle Shaft Bearing Retaining Nut
Wrench T.4095A 1421 (N.4235-D)
Rear Axle Planetary Ring Gear FT.4500 (SW.6) } 2122 (SW.6-48)
Remover / Replacer 2123 (SW.6-56)
Differential Bearing Preload Gauge FT.4501 (SW.7) 2141 (SW.505)

7
- - - - - - - - PART 7-REAR AXLE AND BRAKES - - - - - - - -

8
 PARTS
HYDRAULIC SYSTEMS

Chapter 1
HYDRAULIC SYSTEM CIRCUITS

Section Page
A HYDRAULIC SYSTEM CIRCUIT - DESCRIPTION AND
OPERATION-FORD 2610, 3610, 4110 &4610MODELS

B HYDRAULIC SYSTEM CIRCUIT - DESCRIPTION AND

OPERATION FORD 5610, 6610, 6710, 7610 & 7710
MODELS LESS LOAD MONITOR 11
C HYDRAULIC SYSTEM CIRCUIT - DESCRIPTION AND
OPERATION-FORD 5610,6610,6710,7610 & 7710
MODELS WITH LOAD MON ITOR 20
0 LOW PRESSURE HYDRAULIC SYSTEM-
DESCRIPTION AND OPERATION-
FORD 5610,6610,6710,7610 & 7710 MODELS 23

Chapter 2
HYDRAULIC POWER LIFT

Section Page
A HYDRAULIC POWER LIFT - DESCRIPTION AND
OPERATION-FORD 2610,3610,4110 &
4610 MODELS
B HYDRAULIC POWER LIFT - DESCRIPTION AND
OPERATION-FORD 5610,6610,6710,7610 & 7710
MODELS LESS LOAD MONITOR 6
C HYDRAULIC POWER LIFT - DESCRIPTION AND
OPERATION-FORD 5610,6610,6710,7610 & 7710
MODELS WITH LOAD MONITOR 10

(j)
 Chapter 3
HYDRAULIC LIFT CYLINDER ASSEMBLIES
AND PRIORITY VALVE PACKS

Section Page
A HYDRAULIC LIFT CYLINDER ASSEMBLY-
OVERHAUL- FORD 2610,3610,4110 & 4600 MODELS
B PRIORITY VALVE PACK-OVERHAUL-
FORD 2610,3610,4110 & 4610 MODELS 9
C HYDRAULIC LIFT CYLINDER ASSEMBLY-
OVERHAUL- FORD 5610, 6610, 6710, 7610 & 7710
MODELS 10
D PRIORITY VALVE PACK-OVERHAUL-
FORD 5610, 6610, 6710, 7610 & 7710 MODELS 16

Chapter 4
HYDRAULIC LIFT COVER ASSEMBLIES

Section Page
A. HYDRAULIC LIFT COVER ASSEMBLY -OVERHAUL-
FORD 2610,3610,4110 & 4610 MODELS
B. HYDRAULIC LIFT COVER ASSEMBLY -OVERHAUL-
FORD 5610, 6610, 6710, 7610 & 7710 MODELS LESS
LOAD MONITOR 10
C. HYDRAULIC LIFT COVER ASSEMBLY -OVERHAUL-
FORD 5610, 6610, 6710, 7610 & 7710 MODELS WITH
LOAD MONITOR 14

Chapter 5
FLOW CONTROL VALVE PLATE AND LINKAGE

Section Page
A. FLOW CONTROL VALVE PLATE AND L1NKAGE-
DESCRIPTION AND OPERATION - FORD 2610, 3610,
4100 & 4610 MODELS
B. FLOW CONTROL VALVE PLATE AND LlNKAGE-
OVERHAUL-FORD 2610,3610,4110 &4610 MODELS, 2

(ii)
 Chapter 6
OIL FILTER SUPPORT ASSEMBLY

Section Page
A OIL FILTER SUPPORT ASSEMBLY ~OVERHAUL­
FORD 4110 & 4610 MODELS

B HYDRAULIC PUMP OIL INTAKE TUBE-OVERHAUL-

FORD 4110 & 4610 MODELS 2

Chapter 7
OIL COOLER AND OIL COOLER VALVE
ASSEMBLY

Section Page
A OIL COOLER AND OIL COOLER VALVE ASSEMBLY-
DESCRIPTION AND OPERATION 1
B OIL COOLER-OVERHAUL 3
C OIL COOLER VALVE ASSEMBLY -OVERHAUL 5

Chapter 8
LOAD MONITOR
Section Page
A LOAD MONITOR - DESCRIPTION AND OPERATION 1
B LOAD MONITOR-OVERHAUL 3

(iii)
 Chapter 9
HYDRAULIC PUMPS
Section Page
A HYDRAULIC PUMP-ENGINE MOUNTED PISTON TYPE
DESCRIPTION AND OPERATION-
FORD 2610 & 3610 MODELS WITH SINGLE PUMP
FORD 4110 & 4610 MODELS WITH DUAL PUMPS 2

B HYDRAULIC PUMP-ENGINE MOUNTED PISTON

TYPE-OVERHAUL 3

C HYDRAULIC PUMP~ENGINE MOUNTED GEAR

TYPE-DESCRIPTION AND OPERATION
FORD 2610 & 3610 MODELS WITH SINGLE PUMP
FORD 5610, 6610, 6710, 7610 & 7710 MODELS
WITH DUAL PUMPS 8

D HYDRAULIC PUMP-ENGINE MOUNTED GEAR

TYPE-OVERHAUL 9

E HYDRAULIC PUMP-ENGINE MOUNTED TANDEM

GEAR TYPE-DESCRIPTION AND OPERATION-
FORD 2610 & 3610 MODELS WITH DUAL PUMPS 15

F HYDRAULIC PUMP- ENGINE MOUNTED TANDEM

GEAR TYPE-OVERHAUL 16

G HYDRAULIC PUMP- TRANSMISSION MOUNTED

GEAR TYPE-DESCRIPTION AND OPERATION
FORD 4110 & 4610 MODELS WITH SINGLE PUMP
FORD 4110 & 4610 MODELS WITH DUAL PUMPS 20

H HYDRAULIC PUMP- TRANSMISSION MOUNTED

GEAR TYPE-OVERHAUL 21

J HYDRAULIC PUMP- TRANSMISSION MOUNTED

GEAR TYPE-DESCRIPTION AND OPERATION
FORD 5610, 6610, 6710, 7610 & 7710 MODELS WITH
SINGLE PUMP
FORD 5610, 6610, 6710, 7610 & 7710 MODELS WITH
DUAL PUMPS 24

K HYDRAULIC PUMP- TRANSMISSION MOUNTED

GEAR TYPE-OVERHAUL 26

(iv)
 Chapter 10
HYDRAULIC LIFT EXTERNAL CONTROL LINKAGE

Section Page
A HYDRAULIC LlFTEXTERNALCONTROL LINKAGE-OVERHAUL
- FORD 2610,3610,4110 &4610 MODELS WITH FORD STRADDLE
MOUNTCAB
B HYDRAULIC LIFT EXTERNAL CONTROL LINKAGE OVERHAUL
5610,6610, & 7610 MODELS WITH FORD STRADDLE MOUNT
CAB 3
C HYDRAULIC LlFTEXTERNALCONTROL LINKAGE-OVERHAUL
- FORD 6710 & 7710 MODELS 5

Chapter 11
ADJUSTMENTS
Section Page
A HYDRAULIC SYSTEM ADJUSTMENTS - FORD 2610, 3610,
4110 &4610 MODELS
B HYDRAULIC SYSTEM ADJUSTMENTS- FORD 5610, 6610,
6710,7610 & 7710 MODELS LESS LOAD MONITOR 8
C HYDRAULIC SYSTEM ADJUSTMENTS - FORD 5610,6610,
6710,7610 & 7710 MODELS WITH LOAD MONITOR 17

Chapter 12
TROUBLE SHOOTING, PRESSURE TESTING,
SPECIFICATIONS AND SPECIAL TOOLS - FORD 2610,
3610,4110,4610,5610,6600,6710,7610 & 7710 MODELS
Section Page
A TROUBLE SHOOTING
B PRESSURE TESTING 6
C SPECIFICATIONS 17
0 SPECIAL TOOLS 23

(v)
 Chapter 13
FORD 8210 WITH ELECTRONIC DRAFT CONTROL

Section Page
A ELECTRONIC DRAFT CONTROL-DESCRIPTION AND
OPERATION
B ELECTRO HYDRAULlCVALVE-OVERHAUL 10
C PRIORITYVALVE PACK-OVERHAUL 15
0 HYDRAULIC LlFTCOVERASSEMBLY-OVERHAUL 18
E TROUBLE SHOOTING 21
F SPECIFICATIONS 22

(vi)
 PARTS
HYDRAULIC SYSTEMS

Chapter 1
HYDRAULIC SYSTEM CIRCUITS

Section Page
A HYDRAULIC SYSTEM CIRCUIT - DESCRIPTION AND
OPERATION FORD 2610,3610,4110 & 4610 MODELS
B HYDRAULIC SYSTEM CIRCUIT -DESCRIPTION AND
OPERATION-FORD 5610,6610,6710,7610 & 7710
MODELS LESS LOAD MONITOR 11
C HYDRAULIC SYSTEM CIRCUIT -DESCRIPTION AND
OPERATION-FORD 5610, 6610, 6710,7610 & 7710
MODELS WITH LOAD MONITOR 20
0 LOW PRESSURE HYDRAULIC SYSTEM
DESCRIPTION AND OPERATION-
FORD 5610, 6610, 6710, 7610 & 7710 MODELS 23

A. HYDRAULIC SYSTEM CIRCUIT - DESCRIPTION AND OPERATION

FORD 2610, 3610, 4110 & 4610 MODELS

The tractor hydraulic system consists basic- SINGLE PUMP

ally of an oil reservoir, hydraulic pump, lift
cylinder and piston and lift arms
The rear axle centre housing serves as a
reservoir and supplies oil to the hydraulic
pump
The hydraulic circuit utilises single or dual
constant displacement pump(s) and an unload
valve(s) A control valve spool directs the flow
of oil to effect a raise, neutral or lowering
action of the lift arms
Various circuit relief valves and check valves
protect the system components from any
overload conditions which may be en-
countered during normal or arduous opera-
tion
Various single or dual hydraulic pump options
are available for the Ford 2610,3610,4110 and
4610 models as follows'
Ford 2610 and 3610 models
A piston or gear type pump mounted on the
rear left-hand side of the engine, the drive
being taken from the camshaft
Ford 4110 and 4610 models:
A gear type pump located in the lower right-
hand side of the rear axle centre housing being
gear driven from the rear end of the P T 0
cou ntershaft.
DUAL PUMPS
Ford 2610 and 3610 models
An engine mounted tandem gear type pump
Ford 4110 and 4610 models
An engine mounted piston type pump and a
rear transmission mounted gear type pumo
The dual pump option prOVides simultaneous
hydraulic power lift and remote valve operation
at all times and the differences which exist
between the systems are explained in this
Chapter
Figure 1 illustrates the hydraulic system for the
Ford 2610 and 3610 models with an engine
mounted tandem gear type hydraulic pump.

1
- - - - - - - - PART 8-HYDRAULIC SYSTEMS - - - - - - - - -

f2O\
---~~I~ i1IIIr.;mr:'i'it.ft".,~".;fLI

Figure 1
Hydraulic System-Schematic
A Drop Port B Lift Port
1. Lift Arm 13 Engine Mounted Tandem Gear Type Pump
2 Draft Control Spring 14 Micronic Inlet Filter
3. Draft Lever 15 Oil Cooler Return to Sump
4 Position Lever 16 Oil Cooler
5. Actuating Lever 17 Cooler Valve
6 Control Valve Lever 18 Rear Pump Pressure Tube
7 Unload Valve 19 Lift Cylinder Safety Valve
8 Control Valve 20 Deluxe Remote Control Valve
9. Feathering Valve 21 Combining (Sequencing) Valve
10. Hydraulic Pump Inlet Tube 22 Check Valve
11 Pressure Relief Valve 23 Check Valve
12 Front Pump Pressure Tube 24 Draft Control Lever
25 Position Control Lever

HYDRAULIC OIL FILTERS
Ford 2610 and 3610 models with a piston
type hydraulic pump have a wire mesh
suction strainer and renewable paper ele-
ment partial flow filter positioned at the bot-
tom of the rear axle centre housing on the
oil return tube from the hydraulic system
All models with a gear type hydraulic pump
feature a full flow micronic suction filter
located externally to facilitate renewal The
filter is situated adjacent to the engine moun-
ted gear pump for the Ford 2610 and 3610
models, Figure 2, or at the end of a manifold,
under the left-hand platform, for the Ford
4110 and 4610 models, Figure 3

2
 Figure 2 Figure 3
Location of Hydraulic Inlet Fiiter- Location of Hydraulic inlet Filter-
Ford 2610 and 3610 Ford 4110 and 4610
Micronic inlet Filter 2 Engine Mounted Filter Manifold 2 Micronic inlet Filter
Gear Pump

LIFT CONTROL lEVERS

The lift control levers, Figure 4, are

connected through internal linkage to the
control valve and when moved determine a
raise, lower or neutral condition for the
system

To suit varying operational conditions, the

inner lever provides automatic implement
depth control to maintain constant draft Figure 4-
(Draft Control) whilst the outer level is Location of Hydraulic System Controls and
Oil Cooler Valve - Ford 4110 and 4610 Less Cab
used to select and maintain implement
1 Selector Valve 3 Flow Control Knob
height relative to the tractor (Position 2 Cooler Valve 4 Position Control Lever
Control) Location 5 Draft Control Lever

3
- - - - - - - - PART 8-HYDRAULIC SYSTEMS - - - - - - - - -
PRESSURE VALVES IN THE
HYDRAULIC CIRCUIT
SYSTEM RELIEF VALVE
This valve, positioned at the beginning of
the hydraulic circuit, limits the hydraulic oil
pressure within the circuit in order that
the pump and system components are not
overloaded
FLOW CONTROL VALVE
This manually operated valve controls the
volume of oil flowing to the lift cylinder or
auxiliary equipment
The rocking flow control knob, Figure 4,
gives a slow flow (S) in the forward
position and a fast flow (F) in the rearward
position Regardless of the flow control
valve setting, the rate of flow is at a maximum
when the draft control lever is moved to the
top of the quadrant to effect a fast raise of the
implement
SELECTOR VALVE
To facilitate control of external hydraulic
equipment, the three-position selector valve,
Figure 4, when installed in place of the
accessory cover, enables hydraulic oil flow
to be directed as follows
(i) To the lift cylinder only (Knob pushed
in)
(ii) To the lift cylinder and auxiliary
services port (Knob pulled out one
stop)
(iii) To the auxiliary services port only (Knob
pulled fully out)
CONTROL VALVE
The control valve is connected through
internal linkage to the lift control levers and
either directs the flow of hydraulic oil
from the pump to the lift cylinder, to effect
a raise condition, or to the reservoir for a
neutral or lowering cycle
4
UNLOAD VALVE
The unload valve is operated by oil pressure
as directed by the control valve and has
two positions In the lower position the valve
allows oil to flow from the rear of the feather-
ing valve to the reservoir thereby unloading
the system In the raised position the unload
valve seals off the connection to the reservoir
and oil from the control valve is directed to
the lift cylinder
FEATHERING VALVE
The feathering valve monitors the flow of
hydraulic oil across the control valve and
varies the flow of oil to the lift cylinder
accordingly This valv,e effectively improves
the performance of the hydraulics in work
by automatically providing finer control of
lift
CHECK VALVE
A simple one-way ball valve which allows
hydraulic oil to pass to the lift cylinder or
auxiliary equipment but prevents the return
LIFT CYLINDER SAFETY VALVE
This spring operated valve is mounted
directly into the lift cylinder wall If shock
loadings are encountered, for example
when transporting implements over rough
ground, the valve opens to relieve excess
pressure and protect the system
COOLER VALVE
The spring operated cooler by-pass valve
is located in the flow control valve housing,
Figure 4, and ensures a pressure of
approximately 45 Ibf/in 2 (3 1 bar) is not
exceeded in the hydraulic system return
circuit and an adequate quantity of oil is
supplied to the cooler (where fitted) The
return circuit directs both restricted pump
oil and system exhaust oil to the cooler
before returning to the sump Excessive
pressure on the valve results in the oil being
dumped straight to the sump thereby
protecting the oil cooler circuit
COMBINING (SEQUENCING) VALVE
This valve, which is only installed when deluxe
remote valves are fitted, regulates the flow of
oil in the remote valve circuit and combines the
flow of oil from the main and secondary pumps
in the correct sequence The combining valve
incorporates a relief valve to protect the
auxiliary pump and remote valve circuit.
------------------------CHAPTER1-----------------------
OIL FLOW
Figures 5, 6, 7 and 8 show the hydraulic
system oil flows for the neutral, lowering,
slow raise and fast raise functions.
To facilitate detailed explanation of the
hydraulic oil flow in the lift cylinder
assembly, simplified diagrams for the neutral,
lowering, slow and fast raise functions are
shown in Figures 9, 10, 11 and 12
respectively.
Oil Flow in Neutral
With reference to Figure 5.
Hydraulic oil is drawn from the rear axle
centre housing reservoir by the hydraulic
pump (via a full flow micronic intake filter
on certain models.) Pump pressure oil is then
circulated to the hydraulic system.
Ford 2610, 3610, 4110 and 4610 With Flow
Control Valve :
The oil flows firstly past the system relief
valve and then vertically upwards, past the
flow control valve to the restrictor. According
to the po~ition of the restrictor only a certain
percentage of oil is allowed to pass and the
pressure of this oil is registered, via a bleed
gallery, at the rear face of the flow control
valve. The pressure of the restricted oi l
builds up on the face of the flow control
valve spool which moves back and allows
the oil to be dumped to the return circuit.
Actual movement of the flow control valve
depends upon the pressure differential be-
tween the force of the restricted oil on the
front face and the combined coil spring
force and bleed oil pressure on the rear face.
The excess oi l joins forces with returning
system oil before passing to the reservoir
via an oil cooler (where fitted) .
High system return pressure causes the
cooler va lve to lift and uncover a port which
allows the oi l to flow directly to the
reservoir. This action protects the oil
cooler from excessive syst~m pressure .
Ford 2610, 3610, 4110 .and 4610 Less Flow
Control Valve:
The oil flows firstly past the system relief valve
and then vertically upwards to the lift cover.
5
With reference to Figure g,
The oil passes through passages in the lift
cover and lift cylinder assembly to the unload
valve. Due to the position of the control valve,
the oil on the left-hand side of the unload valve
is allowed to pass into gallery '8' and escape to
the reservoir via a hole drilled in the control
valve. The supply oil entering the unload valve
gallery 'C' forces the valve to the left,
The supply oil then continues to pass through
and around the control valve bushing, which
incorporates ports of increasing diameter
machined in a helical formation, then on to the
feathering valve,
Due to the position of the control valve, all the
oil passes to the front face of the feathering
valve,
The feathering valve movement depends upo",
the pressure differential between the force of
the supply oil on the front face and the
combined coil spring and oil pressure on the
rear face,
In the neutral position, the lift gallery 'E' is
connected to the return to reservoir gallery '8'
via a hole drilled in the unload valve so the oil
pressure at the rear of the feathering valve is
zero, Therefore, as supply oil passes to the
front faces of the featheri ng valve, the pres-
sure differential forces the valve to the right
thereby uncovering the port leading to the
combining (sequencing I valve feed gallery 'D',
If the hydraulic power lift pump pressure oil is
not utilised by the remote valve (the pilot line is
at zero pressure) then the combining
(sequencing) valve is forced to the left and the
pump pressure oil is allowed to return directly
to the reservoir ,
- - - - - - - - PART 8-HYDRAULIC S Y S T E M S - - - - - - - -

Figure 5
Oil Flow In Neutra l

Figure 6
Oil Flow when Lowenng
Reservoir Suction
Pump Pressure Oil • and Exhaust Oil D Trapped Oil
A. Drop Port B. Lift Port
1. Lift Arm 10. Hydraulic Pump Inlet Tube 18. Rear Pump Pressure Tube
2. Draft Control Spring 11. Pressure Relief Valve 19. Lift Cylinder Safety Valve
3. Draft Lever 12. Fr:ont Pump Pressure Tube 20. Deluxe Remote Control Valve
4. Position Lever 13. Engine Mounted Tandem 21. Combining (Seq uencing i
5. Actuating Lever Gear Type Hydraulic Pump Valve
6. Control Valve Lever 14. Micronic Intake Filter 22. Check Valve
7. Unload Valve 15. Oil Cooler Return to Sump 23. Check Valve
B. Control Valve 16. Oil Cooler 24. Draft Control Lever
9. Feathering Valve 17. Cooler Valve 25 . Position Control Lever

6
-----------------------CHAPTER1-----------------------

Figure 7
Oil Flow when Slow Raising

Figure 8
Oil Flow when Fast Raising

Pump Pressure Oil

A . Drop Port
D Reduced Pump •
Pressure Oil
Reservoir Suction
and Exhaust Oil
B. Lift Port
o Trapped Oil

1. Lift Arm 10. Hydraulic Pump Inlet Tube , 8. Rear Pump Pressure Tube
2. Draft Control Spring 11. Pressure Relief Valve 19. Lift Cylinder Safety Valve
3. Draft Lever 12. From Pump Pressure Tube 20. Deluxe Remote Control Valve
4. Position Lever 13. Engine Mounted Tandem 21 . Combining (Sequencing I
5. Actuating Lever Gear Type Hydraulic Pump Valve
6. Control Valve Lever 14. Micronic Intake Filter 22. Check Valve
7. Unload Valve 15. Oil Cooler Return to Sump 23. Check Valve
8. Control Valve 16. Oil Cooler 24. Draft Control Lever
9. Feathering Valve 17. Cooler Valve 25. Position Control Lever
_ _ _ _ _ _ _ _ PART 8-HYDRAULIC SYSTEMS - - - - - - - -

Figure 9 Figure11
Oil Flow in Neutral Oil Flow when Slow Raising

Figure 10 Figure 12
Oil Flow when Lowering Oil Flow when Fast Raising and
Remote Va lve Circuit Actuated
OIL FLOW IN LIFT CYLINDER VALVES
Full Flow
Oil D Reduced
Flow Oil
• Reservoir Suction
and Exhaust Oil D Trapped
Oil
1. To Remote Valve 5. Control Valve 9. Check Valve
2. Check Valve 6. Control Valve Bushing 10. Combining (Sequence) Valve
3. Relief Valve 7. Feathering Valve 11. Pilot Line
4. From Main Pump 8. Unload Valve 12. From Auxiliary Pump

8
------------------------CHAPTER1-------------------------
Hydraulic oil trapped in the lift cylinder and
gallery' A' is prevented from exhausting by the
check valve and the position of the control
valve front land
Oil Flow when Lowering
With reference to Figure 10
When the control valve is moved to the
lowering position, which is to the right, the
front land of the valve uncovers the lowering
port at the base of gallery A' and oil from the
I
lift cylinder is allowed to exhaust directly to the
reservoir
As in the neutral position, the oil on the left-
hand side of the unload valve is allowed to
escape to the reservoir via the conrol valve and
the pump oil forces the unload valve to the left
The unload valve connects the lift gallery 'E' to
the exhaust gallery '8'
Therefore, supply oil pressure on the front
faces forces the feathering valve to the right
thereby fully uncovering the port leading to the
combining (sequencing) valve feed gallery '0'
As in the neutral position, if the hydraulic
power lift pump pressure oil is not utilised by
the remote valve (the pilot line is at zero
pressure) then the combining (sequencing)
valve is forced to the left and the pump
pressure oil is allowed to return directly to the
reservoir
Oil Flow when Slow Raising
With reference to Figure 11
Partial movement of the control valve to the
raise position, which is to the left, blocks off
the lowering port at the base of gallery A' and
I
allows supply oil to pass into gallery '8' where
it is directed to the front face of the unload
valve The combined force of the coil spring
and oil pressure acting on the large frontal area
overcomes the lesser force of the same oil
pressure on the small rear face area, so the
valve moves to the right This action prevents
oil flowing from the lift gallery 'E' to the return
to reservoir gallery '8'
9
Due to the position of the control valve, the
first of several ports in the control valve
housing are uncovered and supply oil not only
passes to the front faces of the feathering valve
but a restricted supply also flows through the
feathering valve to the rear faces and the litt
gallery'E'
The pressure differential causes the feathering
valve to move to the left a sufficient distance as
to partially close the port leading to the
combining (sequencing) valve feed gallery '0'
The oil pressure in the lift gallery 'E' forces the
check valve ball off the seat and oil flows to the
lift cylinder Because a major percentage of the
supply oil is allowed to escape across the
feathering valve restriction into the gallery 10' ,
the raise function is necessarily slow
Oil Flow when Fast Raising
With reference to Figure 12
Movement of the control valve to the fast raise
position, which is fully to the left, uncovers all
the ports in the control valve bushing Due to
the lesser restriction, the oil passing to the rear
faces of the feathering valve is of sufficiently
high pressure to ensure the valve moves fully
to the left This action completely closes the
port leading to the combining (sequencing)
valve feed gallery 'D', therefore, all the supply
oil passes into the lift-gallery 'E' and is utilised
to effect a fast raise function
The feathering valve modulates the flow of
hydraulic oj! to the lift cylinder proportional
to the size of the lift signal, therefore after
the manual flow control valve has been
adjusted for initial system setting the feather-
ing valve will minimise the need for any
further adjustment
The system will continue to raise until the
control valve is moved to the neutral position
by a draft correction, movement of the lift
control lever or the lift piston striking the
control valve lever
- - - - - - - - PART a-HYDRAULIC SYSTEMS - - - - - - - -
NOTE: For models less remote valves, the
pump flow to the hydraulic trailer brakes is
regulated by the manual flow control valve
only The flow to the trailer brakes takes
priority over the supply to the lift cylinder
IMPORTANT: Tractors with trailer brakes
have unique flow control valve assemblies
to ensure adequate flow of oil for effective
braking irrespective of the valve setting
The Auxiliary Services Selector valve output
is regulated by the flow control and
feathering valves
IMPORTANT: Where a high external
hydraulic power requirement is expected,
remote valves should be used instead of the
Auxiliary Services Selector valve in order to
have the full power of the hydraulic system
available
Optional Auxiliary Pump Oil and
Combining (Sequencing) Valve
With reference to Figure 12.
Auxiliary pump oil is used to supplement the
main pump in the supply of hydraulic oil to the
remote valve circuit
When the remote valve circuit is actuated, a
pilot signal is applied to the left-hand end of the
combining (sequencing) valve which moves to
the right progressively blocking off the return
to reservoir connections 'D' to 'H' and 'F' to 'G'
depending on the remote valve requirements
The auxiliary pump pressure oil then lifts the
supply check valve and joins the flow of the
main pump oil from the remote valve feed
gallery'D'
If the remote circuit is not actuated, the pilot
line is vented and the combining (sequencing)
valve is forced against the spring pressure by
the main pump oil which is thereby allowed to
return directly to the reservoir via port 'H'
At the same time, the auxiliary pump oil passes
around the combining (sequencing) valve
spool and returns to the reservoir via port 'G'
and the cooler circuit.
When the remote valve system is overloaded,
excessive pressure is sensed via the pilot line at
the left-hand end of the combining
(sequencing) valve spool The internal relief
valve lifts against the spring pressure to vent
the oil on the left-hand side of the spool into
port 'H'
The change in pressure across the spool
causes the spool to move to the left and allows
the excess flow from both pumps to be
exhausted to the reservoir via ports 'G' and 'H'
10
Oil Flow for Auxiliary Service-
With Selector Valve
With reference to Figures 7 and 8
The hydraulic oil flow is the same as for the
raising circuits but alters on operation of
the three position selector valve as follows
• When the knob is pushed fully in, the
valve spool blocks off the auxiliary
service port and directs the flow of
hydraulic oil to the lift cylinder
• When the knob is pulled out one stop,
the valve spool allows hydraulic oil to
flow to both the lift cylinder and the
auxiliary service port
NOTE: Hydraulic oil takes the path of
least resistance, therefore, in this particular
position, operation of the lift arms will
depend upon the type of auxiliary equipment
being used
• When the knob is pulled fully out, the
valve spool blocks off the lift cylinder
port and the hydraulic oil is directed to
the auxiliary service port
Oil Ftow for Auxiliary Service-
Less Selector Valve
The hydraulic oil flow is the same as for the
raising circuits but, removal of the auxiliary
service plug on the accessory cover allows
oil to be directed to both external equipment
and the lift cylinder
NOTE: As hydraulic oil is still being fed to
the lift cylinder, the lower links should be
held down to prevent them lifting and
moving the control valve into neutral, which
would stop the flow of oil to both the
external equipment and the lift cylinder
------------------------CHAPTER1------------------------

B HYDRAULIC SYSTEM CIRCUIT - DESCRIPTION AND OPERATION

FORD 5610, 6610, 6710, 7610 & n10 MODELS LESS LOAD MONITOR
The tractor hydraulic system consists SINGLE PUMP
basically of an oil reservoir, hydraulic pump, A gear type pump located in the lower right-hand
lift cylinder and piston and lift arms side of the rear axle centre housing being driven,
The rear axle centre housing serves as a reservoir via an idler gear, by a gear on the independent
and supplies oil to the hydraulic pump P T 0 drive clutch hub

The hydraulic circuit utilises single or dual DUAL PUMPS

constant displacement pump(s) and an unload
valve(s) A control valve spool directs the flow
of oil to effect a rise, neutral or lowering action
of the lift arms
Various circuit relief valves and check valves
protect the system components from any
overload conditions which may be en-
countered during normal or arduous opera-
tion
Single or dual hydraulic pump options are avail-
able for the Ford 5610, 6610, 6710, 7610and 7710
models as follows
A gear type pump mounted on the rear left-hand
side of the engine, the drive being taken from the
camshaft and a rear transmission mounted gear
type pump
The dual pump option provides simultaneous
hydraulic power lift and remote valve operation
at all times and the differences which exist
between the systems are explained in this
Chapter
Figure 13 illustrates the hydraulic system for the
Ford 5610, 6610, 6710, 7610and 7710 models less
Load Monitor with dual pumps:

Figure 13
Hydraulic System-Schematic- Ford 5610, 6610, 6710, 7610 and 7710- With Dual Pumps
1 Position Control link 15 Lift Cylinder Satety Valve
2 Selector Link 16 Engine Mounted Gear Type Hydraulic Pump
3 Draft Control Mainspring 17 Micronic Intake Filter
4 Yoke 18 Auxiliary Services Selector Valve
5 Selector (Control) Rod and Roller Assembly 19 Remote Cylinder
6 Actuating lever 20 Deluxe Remote Control Valve
7 Pressure Relief Valve 21 Pilot line
8 Transmission Mounted Hydraulic Pump 22 Check Valve
9 Pump Intake Tube 23 Combining (Sequencing) Valve
10 Micronic Intake Filter 24 Flow Control Valve
11 lift Piston 25 Priority Valve Pack
12 Control Valve 26 Unload Valve
13 Drop Poppet Valve 27 Check Valve
14 Exhaust Valve 28 lift Arm

11
1IImllIIIII1IIiIIIIGIIl1I\fBIII_1IIIIIIII1IIIII_lIiIIIIIIIIIIIIlIIIlUIIIlIIa PART 8-HVDRAUUC SYSTEMS







i

1IIIIIIIIIIII_ _ _ _ __

SYSTEM SELECTOR LEVER

The system selector iever, Figure 14, !s used to

select either Position Control, Draft Control or
a combination of both

For Position Control the lever is iocated in the

highest quadrant position (less cab) or the
lowest quadrant position (with cab) to main-
tain the implement at a constant height relative
to the tractor

For Draft Control the lever is moved to the

lowest quadrant position (less cab) or the
highest quadrant position (with cabl to provide
automatic implement depth control and
thereby maintain constant draft
Figure 14
Location of Hydraulic System Controls- Ford
5610,6610 and 7610 Less Cab
1 Lift Cylinder Port
PRESSURE VALVES IN THE
2 Auxiliary Services Port HYDRAULIC CIRCUIT
3 Auxiliary Services Control Valve Knob
4 lift Control lever PRESSURE RELIEF VALVE
5 System Selector Lever
This valve, situated in the main hydraulic
pump, limits the hydraulic oil pressure within
the circuit in order that the pump and system
components are not overloaded
HYDRAULIC Oil FilTERS

The Ford 5610, 6610, 6710, 7610 and 7710 CONTROL VALVE
models feature a spin-on, full flow micronic
suction filter located on the transmission The control valve is connected through
mounted pump housing internal linkage to the lift control lever and
either directs the flow of hydraulic oil from
the pump to the lift cylinder, to effect a raise
condition, or to the reservoir for a neutral
For the dual pump option, the engine mounted
or lowering cycle
gear type pump features a spin-on, full flow
micronic suction filter situated adjacent to the
pump CHECK VALVE

A simple one-way ball valve which allows

hydraulic oil to pass to the lift cylinder or
auxiliary equipment but prevents the return

DROP POPPET VALVE

UFT CONTROL lEVER A spring loaded valve which allows either

The lift control lever, Figure 14, is connected hydraulic lift oil to pass to the lift cylinder
through internal linkage to the control and/or auxiliary equipment or exhaust oil to
valve and when moved determines a raise, pass from the lift cylinder and/or at.:xiliary
lower or neutral condition for the system equipment to the reservoir

12
------------------------CHAPTER1------------------------
AUXILIARY SERVICES
SELECTOR VALVE
To facilitate control of external hydraulic
equipment, the two-position selector valve,
Figure 14, enables hydraulic oil flow to be
directed as follows
(i) To the lift cylinder and cylinder live
tapping for assistor ram (Knob pushed
in)
(ii) To the auxiliary services port only (Knob
pulled out)
LIFT CYLINDER SAFETY VALVE
This spring operated valve is mounted
directly into the lift cylinder wall If shock
loadings are encountered, for example when
transporting implements over rough ground,
the valve opens to relieve excess pressure
and protect the lift cylinder circuit
EXHAUST VALVE (DROP RESTRICTOR)
This spring operated flow control valve
restricts the flow of exhaust oil from the lift
cylinder andlor auxiliary equipment thereby
controlling the rate of implement drop
PRIORITY VALVE PACK
This valve pack which is mounted on the top of
the hydraulic lift cover contains a set of valves
which establish pump priority when dual
pumps are installed and control the flow of oil
to the lift cylinder, auxiliary equipment and
remote valves For remote valve operation see
IIACCESSORIES AN D GENERAL" - Part 13,
Chapter 3
The priority valve pack comprises the following
valves
13
FLOW CONTROL VALVE
This valve controls the flow of oil to the
hydraulic lift cylinder by sensing the pressure
drop through the control valve The flow
control valve also ensures the tractor hydraulic
lift has priority oil supply
UNLOAD VALVE
The unload valve is operated by oil pressure
as directed by the control valve and has two
positions In the raise position, the valve
allows pumped oil to flow to the lift cylinder
whilst in the neutral or lowering position
the oil passes to the reservoir
An initial supply of 20 U S gallons/min (1 67
Imp galls/min) (7 6 litres/min) flows across
the unload valve and not through the control
valve
COMBINING (SEQUENCING) VALVE
This valve, which is only installed when remote
valves are fitted regulates the flow of oil in the
I
remote valve circuit and combines the flow of
oil from the main and secondary pumps in the
correct sequence The combining valve
incorporates a relief valve to protect the
auxiliary pump and remote valve circuit
CHECK VALVE
This one way ball valve allows hydraulic oil
from the secondary pump to pass to the
remote valves but prevents the return This
valve also prevents hydraulic oil from the main
pump passing into the secondary pump supply
line.
- - - - - - - - PART 8-HYDRAULIC SYSTEMS - - - - - - - - -
OIL FLOW
Figures 15, 16, 17 and 18 show the hydraulic
system oil flows for the neutral, lowering, slow
raise and fast raise functions
To facilitate detailed explanation of the
hydraulic oil flow in the lift cylinder assembly,
simplified diagrams for the neutral, lowering,
slow and fast raise functions are shown in
Figures 19,20, 21 and 22 respectively
Oil Flow in Neutral
With reference to Figure 15
Hydraulic oil is drawn from the rear axle centre
housing reservoir by the hydraulic pump via a
full flow micronic intake filter Pump pressure
oil is then circulated to the hydraulic system
The oil flows across the system relief valve and
on via pipework to the lift cylinder and control
valve housing
With reference to Figure 19
When the control valve is in the neutral
position, pump pressure oil in gallery 'E' is
prevented from passing through the valve to
the pilot gallery 'e' However, oil in the pilot
gallery '8' is free to pass through and across
the control valve then out to the sump via the
drop restrictor valve
Pump pressure oil in gallery JE' passes upwards
to the unload valve The pressure oil acts on
the centre land of the valve, overcomes the
spring and zero oil pressure at the left-hand
end and forces the unload valve fully to the left
This action exhausts the oil trapped at the left-
hand end of the valve to the sump via the pilot
gallery'e'
In the fully left position, the flow control valve
feed gallery JD' is connected to the return to
sump gallery JG' via an internal drilling in the
unload valve
14
Pump pressure oil in gallery 'E' passes through
the flow control valve via an internal drilling
and acts on the right-hand end face of the
valve This pressure overcomes the spring and
zero oil pressure at the left-hand end and
forces the flow control valve fully to the left
This action allows the full flow of pump oil from
gallery 'E' to pass across the flow control valve
throttling land and on into the remote valve
feed gallery 'F'
If pump pressure oil is not utilised by the
remote valve (the pilot line is at zero pressure)
then oil passes through the drilling at the right-
hand end of the combining (sequencing) valve
which is then forced against the spring
pressure and allows the pump oil to return
directly to the sump via gallery 'G'
Lift cylinder oil in gallery' A' is prevented from
exhausting by the spring loaded drop poppet
valve and the control valve pin which plugs the
exhaust to atmosphere vent hole
Oil Flow when Lowering
With reference to Figure 20
When the control valve is moved to the
lowering position, which is to the right, the
spring loaded control valve pin unplugs the
exhaust to atmosphere vent hole and the
pressure behind the check valve immediately
falls to zero
The pressure of the trapped lift cylinder oil in
gallery 'A' acting on the check valve land
overcomes the spring and zero oil pressure to
force the check valve off its seat The lift
cylinder oil is now exhausted to the sump via
the cylinder feed gallery '8', across the control
valve and out through the drop restrictor valve
The rate of return oil flow is governed by the
spring loaded drop restrictor valve Return oil
flows through the hole in the top of the valve
but an excess of oil will tend to force the valve
downwards against the spring pressure This
action automatically reduces the size of the
outlet ports and restricts the flow of oil from
the valve to the sump A controlled lift cylinder
drop is thus maintained under all lift linkage
loading conditions
-----------------------CHAPTER1-----------------------
When the control valve is moved to the
lowering position, pump pressure oil in gallery
'E' is prevented from passing through the valve
into the pilot gallery 'C'. However, oil in the
pilot gallery 'C' and the lift cylinder feed gallery
'B' is free to pass through and across the
control valve and out to the sump via the drop
restrictor valve .
Pump pressure oil in gallery 'E' ensures the
unload valve and flow control valve are held in
the fully left positions. This action allows the
full flow of pump oil from gallery 'E' to pass
across the flow control valve throttling land
and into the remote valve gallery 'F'.
If pump pressure oil is not utilised by the
remote valve, then the combining
Isequencing I valve is forced to the left against
the spring pressure and allows the pump oil to
return directly to the sump via gallery 'G'.
Oil Flow when Slow Raising
With reference to Figure 21.
Partial movement of the control valve from the
neutral to the raise position, which is to the
left, enables pump pressure oil from gallery 'E'
ta pass tothe pilot gallery 'C' via a drilled hole in
the control valve. The oil then passes up the
pilot gallery 'C' to envelop the left-hand end of
the un load valve. Combined spring and oil
pressure acting on the full face area forces the
unload valve fully to the right.
Pump pressure oil in gallery 'E' passes upwards
and into the flow control feed gallery '0' via an
internal drilling in the unload valve. The drilling
in the unload valve meters the initial flow of oil
from the gallery 'E' to the flow contml feed
gallery '0' and restricts the flow of oil to 2 U.S .
gallons / min. 11.67 Imp . galls/ min . I 17.6
litres/minl to effect a smooth commencement
of lift .
As the oil passes through the unload valve it
drops in pressure . The reduced pressure oil fills
the flow control feed gallery '0' and envelops
the left-hand end of the flow control valve.
Combined spring and oil pressure tends to
move the valve to the right.
15
Slow Raising When Pressure in Remote
Valve Feed Gallery 'F' is Greater than
Pressure in Lift Cylinder Feed Gallery 'A'
An initial flow of reduced pressure oil passes
across the tapered land of the flow control
valve into the lift cylinder feed galley 'B'. The
reduced pressure oil then partially lifts the
check valve and provides an initial flow of oil to
the lift cylinder via gallery 'A' .
Further movement of the control valve ta the
left unCovers the first of several ports of
increasing diameter machined in a helical
formation in the control valve bushing. The
pump pressure oil from gallery 'E' now passes
through the first hole in the bushing into the
flow control feed gallery '0' with a resultant
drop in pressure .
The reduced pressure oil passes up to
supplement the oil at the left-hand end of the
flow control valve which consequently moves
a little furtherto the right . This action allows an
increased flow of reduced pressure oil to pass
acrOss the tapered land of the flow control
valve. The increased flow of oil then passes on
to the lift cylinder via the check valve and
gallery 'A'.
Slow Raising When Pressure in Remote
Valve Feed Gallery 'F' Is Less than Pressure
in Lift Cylinder Feed Gallery' A'
When the flow control valve moves to the
right, the tapered land restricts the flow of oil
from 'E' to 'F'. Pressure therefore builds up
forcing oil through the metering drilling in the
unload valve into gallery '0' then to gallery 'B'
and over the drop poppet valve into the lift
gallery 'A' .
- - - - - - - - P A R T 8-HYDRAULIC S Y S T E M S - - - - - - - -

Figure 15
Oil Flow in Neutral

Figure 16
Oil Flow when Lowering
Pump Pressure
Oil
_
Reservoir Suction
and Exhaust Oil
D Trapped Oil

A. From Remote Valve (Pilotl
1. Position Control Link
2. Selector Link
3. Draft Control Mainspril,g
4. Yoke
5. Selector (Control) Rod and
Roller Assembly
6. Actuating Lever
7. Pressure Relief Valve
a. Transmission Mounted
Hydraulic Pump
B. From Engine Mounted Pump C. To Remote Valve
9. Pump Intake Tube 16. Check Valve
10. Micronic Intake Filter 17. Combining (Sequencingl
11. Lift Piston Valve
12. Control Valve 18. Flow Control Valve
13. Drop Poppet Valve 19. Priority Valve Pack
14. Exhaust Valve 20. Unload Valve
15. Lift Cylinder Safety Valve 21. Check Valve
22. Lift Arm

16
-----------------------CHAPTER1-----------------------

Figure 17
Oil Flow when Slow Raising

Figure 18
Oil Flow when Fast Raising
Pump Pressure
Oil
D Reduced Pump .
Pressure Oil
Reservoir Suction
and Exhaust Oil
D Trapped Oil

A . From Remote Valve (Pilotl B. From Engine Mounted Pump C. To Remote Valve
L Position Control Link 8. Transmission Mounted 14. Exhaust Valve
2. Selector Link . Hydraulic Pump 15. Lift Cylinder Safety Valve
3. Draft Control Mainspring 9. Pump Intake Tube 16. Check Valve
4 . Yoke 10. Micronic Intake Filter 17. Combining (Sequencingl
5. Selector (Control I Roc and 11 . Lift Piston Valve
Roller Assembly 12. Control Valve 18. Flow Control Valve
6. Actuating Lever 13. Drop Poppet Valve 19. Priority Valve Pack
7 . Pressure Relief Valve ZO. Unload Valve
21. Check Valve
22. Lift Arm

17
- - - - - - - - PART 8-HYDRAULIC S Y S T E M S - - - - - - - -

@---

Figure 19 Figure 21
Oil Flow in Neutral Oil Flow when Slow Raising

Figure 20 Figure 22
Oil Flow when Lowering Oil Flow when Fast Raising
and Remote Valve Circuit Actuated
OIL FLOW IN LIFT CYLINDER VALVES

Full Flow Oil

D Redu ced Pump •
Pressure Oil
Reservoir Suction
and Exhaust Oil
D Trapped Oil

1. To Remote Valve 6. Control Valve 11. To Reservoir

2. Combining (Sequencing) Valve 7. Exhaust Valve 12. Pilot Line
3. Unload Valve 8. Drop Poppet Valve 13. From Auxiliary Pump
4. Flow Control Valve 9. To Lift Cover
5. From Main Pump 10. Check Valve

18
------------------------.. CHAPTER1-------------------------
Further movement of the control valve to the
left uncovers ports of increasing diameter
machined in a helical formation in the control
valve bushing and the oil now flows from
gallery 'E' through the first hole to the flow
control valve feed gallery 'D' with a resultant
drop in pressure.
The flow control valve therefore moves further
to the right and the flow of pump supply oil is
further throttled as it passes from gallery 'E'
across the tapered land of the flow control valve
and into the remote valve feed gallery 'F.
However, whilst a major percentage of the
supply oil passes into the remote valve feed
gallery 'F' the raise function will be necessarily
slow.
Oil Flow when Fast Raising
With reference to Figure 22.
Movement of the control valve to the fast raise
position, that is fully to the left, uncovers all the
ports in the control valve bushing. Due to the
lesser restriction, the oil passing to the left-
hand end of the flow control valve is of
sufficiently high pressure to ensure the valve
moves fully to the right. This action completely
shuts off the flow of oil from gallery 'E' to the
remote valve feed gallery 'F'.
All the supply oil now passes from "the flow
control feed gallery 'D' across the flow control
valve, which is in the fully open position, and
into the lift cylinder feed gallery '8'. The full
supply of pump pressure oil lifts the check
valve and passes to the lift cylinder to effect a
fast raise function.
The 'flow control valve modulates the flow of
hydraulic oil to the lift cylinder proportional to
the size of the lift signal.
The system will continue to raise until the
control valve is moved to the neutral position
by a draft correction, movement of the lift
control lever or the lift piston striking the
control valve lever.
19
Optional Auxiliary Pump Oil and
Combining (Sequencing) Valve
With reference to Figure 22.
Auxiliary pump oil is used to supplement the
main pump in the supply of hydraulic oil to the
remote valve circuit.
When the remote valve circuit is actuated, a
pilot signal is applied to the left-hand end of the
combining (sequencing) valve which moves to
the right progressively blocking off the
connections 'F' to 'G' and 'H' to 'G' depending
on the remote valve requirements.
The auxiliary pump pressure oil then lifts the
supply check valve and joins the flow of main
pump oil in the remote valve feed gallery 'F'.
If the remote circuit is not actuated, the pilot
line is vented and the combining (sequencing)
valve is forced against the spring pressure by
the main pump oil which is thereby allowed to
return directly to the sump via gallery 'G'. At
the same time, the auxiliary pump oil passes
arounds the combining (sequencing) valve
body and out via a port to join the main pump
oil in the return to sump gallery 'G'.
When the remote valve system is overloaded,
excessive pressure is sensed via the pilot line
at the left-hand end of the combining
(sequencing) valve spool. The internal relief
valve lifts against the spring pressure to vent
the left-hand side of the spool into gallery 'G'.
The change in pressure across the spool moves
the spool to the left and allows the excess flow
from both pumps in galleries 'F' and 'H' to be
exhausted to the sump via gallery 'G' .
Oil Flow for Auxiliary Services
The positions of the control and unload valves
remain the same as for the raising circuit, but,
when the selector valve is pulled out, the feed
of oil to the lift cylinder is cut off and directed to
the outlet ports for Auxiliary Services.
- - - - - - - - PART a-HYDRAULIC SYSTEMS - - - - - - - - -

C. HYDRAULIC SYSTEM CIRCUIT -DESCRIPTION AND OPERATION

FORD 5610, 6610, 6710, 7610 & n10 MODELS WITH LOAD MONITOR

Figure 23 illustrates the hydraulic system for LOAD MONITOR

the Ford 5610, 6610, 6710, 7610 and 7710
The Load Monitor is a torque sensing unit
models with Load Monitor.
located in the rear axle centre housing and
connecting the transmission output shaft
to the rear axle drive pinion.

The hydraulic system circuit is the same as Variations in transmission torque, due to
that for the models less Load Monitor, changes in implement draft, are sensed by
previously described in this Chapter, except the load monitor unit and transmitted to the
for the Ford Load Monitor remote cylinder. hydraulic lift control valve.

Figure 23
Load Monitor Hydraulic System with Single Transmission Mounted Pump
1. Position Control Link 12. Exhaust Valve
2. Selector Link 13. Lift Cylinder Safety Valve
3. Draft Control Mainspring 14. Auxiliary Services Selector Valve
4. Selector (Control) Rod and Roller Assembly 15. Special Load Monitor Remote Cylinder
5. Actuating Lever 16. By-Pass Valve
6. Pressure Relief Valve 17. Check Valve
7. Transmission Mounted Hydraulic Pump 18. Flow Control Valve
8. Micronic Intake Filter 19. Priority Valve Pack
9. Lift Piston 20. Unload Valve
10. Control Valve 21. Check Valve
11. Drop Poppet Valve 22. Lift Arm

20
-----------------------CHAPTER1-----------------------
OIL FLOW

The oil flow for the Ford 5610, 6610, 6710,

7610 and 7710 models with Load Monitor
is the same as that for the models less Load
Monitor, previously described in this Chap -
ter, except for the Ford Load Monitor remote
cylinder application.

FORD LOAD MONITOR REMOTE

CYLINDER

The special Load Monitor remote ram

cylinder operates in series with the tractor
hydraulic lift circuit and facilitates simultan -
eous raising or lowering of both the front
Figure 24
and rear ends of semi -mounted implements.
location of Hydraulic System Controls-
Ford 5610. 5610 and 7610 Less Cab The front end of the implement is raised or
1. Lift Cylinder Port lowered by the tractor lift links whilst the
2. Auxiliary Service Port rear end is raised or lowered by the remote
3. Auxiliary Service Control Valve Knob cylinder attached to a rear wheel mounted
4. Lift Control Lever
5. System Selector Lever on the implement.

When operating the special Load Monitor

Movement of the control valve automatically
raises or lowers the implement to maintain a
constant draft. Top link sensing Draft Control
and Position Control are still independently
available with the Load Monitor system.
remote cylinder the tractor hydraulic system
is altered as follows:
1. The selector valve is pulled to the full
out position to pressurise the auxiliary
service port.

2. Th e piston end hose of the specia l Load

Monitor remote cylinder is connected
to the auxiliary service port.

3. The rod end hose of the special Load

SYSTEM SELECTOR LEVER Monitor remote cylinder is connected
to the lift cylinder port.
The system selector lever , Figure 24, is used
to select the source of signal required to
4 . The special Load Monitor remote cylinder
activate the hydraulic system as follows : is installed on the implement in the
same manner as a standard remote
Uppermost position (Hare) } cylinder .
Second position Load Monitor
Third position (Tortoise)

NOTE: Before connecting the Load Monitor

Fourth position Position Control remote cylinder, the assistor ram (where
Fifth position Position / Draft Control fitted) must be disconnected and the hose
Sixth position Draft / Position Control returned into the rear axle filler plug using
Lowest position Draft Control a special adaptor.

21
- - - - - - - - - PART a-HYDRAULIC SYSTEMS----- - - -
Figure 25
Oil Flow- Special Load Monitor Remote Cylinder
Reservoir Suction and
Pressure Oil Exhaust Oil
1. Position Control Link
2. Selector Link
3. Draft Control Mainspring
4. Selector IControl1 Rod and Roller Assembly
5. Actuating Lever
6. Pressure Relief Valve
7. Transmission Mounted Hydraulic Pump
B. Micronic Intake Fil ter
9. Lift Piston
10. Control Valve
11. Drop Poppet Valve
12. Exhaust Valve
OIL FLOW
With reference to Figure 25.
By moving the selector valve to the full out
position, hydrau lic oil is directe(l from the
system lift cylinder to the special Load
Monitor remote cylinder. At the same time ,
return oil from the rod end of the special
remote cylinder is routed to the tractor lift
cylinder. Therefore, the lift cylinder is retained
in the circuit and the control valve will be
returned to neutral when both cylinders have
reached the end of their strokes.
Pump oi l is ro uted to the piston end of the
special remote cyli nder and the exhaust oil
from the rod end of the cylinder is directed
22
D Trapped Oil
13 . Uti Cylinder Safety Valve
14. Auxiliary Services Selector Valve
15. Special Load Monitor Remote Cylinder
16. By-Pass Valve
17. " Out-ot -Phase" Remote Cylinder
18. Check Valve
19. Row Control Valve
20. Priority Valve Pack
21. Unload Valve
22. Check Valve
23. Lift Arm
to the lift cylinder piston so both pistons
extend simultaneously. Because the special
remote. cylinder is smaller than the lift cylin -
der, the remote cylinder piston w ill reach the
end of its stroke before the lift cyli nder piston.
For th is reason a by-pass valve is installed
in the special remote cylinder piston . When
the piston reaches the end of its stroke the
by-pass valve is unseated and allows pump
oil to flow through the cylinder to the tractor
lift cylinder. When the lift cylinder piston
reaches the end of its stroke the stop pin is
contacted and the control valve is returned
to neutral.
-----------------------CHAPTER1-----------------------
If the special cylinder is connected when the . 3 . When the lift links are fully lowered, pull
lift arms are partially raised, the tractor the selector valve fully out.
lift cylinder piston will reach the end of its
stroke before the specia l cylinder piston and 4. Move the lift control lever to the top of the
return the control valve to neutral so stopping quadrant.
t he flow of oi I.

This problem may be overcome as follows: When the special cylinder piston reaches
the end of its stroke, the lift arms shou ld
1. Push the selector valve fu lly in. stop moving a moment later as the tractor
lift cylinder piston reaches the end of its
2. Move the hydraulic lift control lever to stroke. The cylinders should now be in
the bottom of the quadrant. ' phase (synchronised) .

D. LOW PRESSURE HYDRAULIC SYSTEM-DESCRIPTION AND OPERATION-

FORD 5610, 6610, 6710, 7610 & n10 MODELS

Figure 26
Low Pressure Hydraulic and Trailer Brake Circuit - Ford 5610, 6610, 6710, 7610 and 7710

Pressure Oil o
A. To Main Hydraulic Circuit
Lubrication Oil •
Reservoir Suction
and Exhaust Oil D Trapped Oil

1. Trailer Brake Reservoir 11 . Independent P.T.O. Clutch Control Valve

2 . Main Hydraulic Pump Filter 12. Independent P.T.O . Clutch Assembly
3. Removable Strainer 13. Dual Power Transmission Housing
4. Rear Pump (Low Pressure) 14. Air-To-Oil Cooler
6. Rear Transmission Sump 15. Dual Power Valve Solenoid
6. Front Pump (High Pressure) 16. Dual Power Clutch Control Valve
7. Front Pump Relief Valve 17. Trailer Brake Valve
8. Oil Cooler / Lubrication Circuit Relief Valve 18. Trailer Brake coupling
9. Pressure Regulating Valve (Dual Power and 19. Trailer Brake Master Cylinder
Independent P.T.O.I 20 . Brake Rod
10. Independent P.T.O. Clutch Brake

23
- - - - - - - - - PART 8-HYDRAUlIC S Y S T E M S - - - - - - - -
Rgure 26 illustrates the low pressure hydraulic
system for the Ford 5610, 6610,6710 , 7610 and
7710 models.
The low pressure hydraulic system has two
functions. First, to supply low pressure oil to
operate the independent P.T.O. clutch, the
independent P.T .O. brake and the Dual Power
clutches (where fittedl. Secondly, to supply
lubrication oil to the independent P.T.O.
clutch pack and, via an air-to-oil cooler, the
Dual Power unit (where fitted I and trans-
mission.
The heart of the low pressure hydraulic system
is the rear pump section of the transmission
mounted tandem gear type pump (See
Chapter 9-Section JI .
The low pressure hydraulic circuit is of open
centre design whereby, when the engine is
running, hydraulic oil is continuously pumped
through the circuit.
Oil from the rear pump passes through the wall
of the rear axle centre housing into a rigid pipe
which leads to the independent P.T .O. clutch
control valve assembly.
Oil passes, via an external pipe, to the Dual
Power clutch control valve located within the
front transmission housing.
24
After the Dual Power direct drive or under-
drive clutch has been fully actuated and the
independent P.T.O. brake or clutch similarly
actuated , the system pressure rises until the
pressure regulating valve, located within the
independent P. T. O. clutch control valve
housing , lifts to allow the oil to pass into the
lubrication circuit.
A proportion of the oil is exhausted through
the independent P.T.O. clutch assembly
thereby effecting lubrication of the clutch
plates.
The main supply of oil passes out of the rear
axle centre housing and on, via external
pipework, toan air-to-oil cooler located in front
of the radiator.
A relief valve, located adjacent to the pressure
regulating valve within the independent P. T. O.
clutch control valve housing, protects the oil
cooler I lubrication circuit against excess
pressure by allowing surplus oil to pass directly
to sump whilst maintaining an adequate supply
of oil to the lubrication circuit.
Lubrication oil from the oil cooler is directed ,
via external pipework into the front trans-
mission and flows, via the Dual Power housing
(where fittedl , to the centre passages of the
transmission countershaft and output shafts
which feature rad ial drillings to facilitate
pressure lubrication of the bearings and gears.
The lubrication oil is finally exhausted to the
common fron t and rear transmission reservoir ,
 PART 8
HYDRAULIC SYSTEMS

Chapter 2
HYDRAULIC POWER LIFT

Section Page
A HYDRAULIC POWER LIFT-DESCRIPTION AND 1
OPERATION-FORD 2610,3610,4110 &
4610 MODELS
B HYDRAULIC POWER LIFT-DESCRIPTION AND 6
OPERATION-FORD 5610,6610,67107610 & 7710
MODELS LESS LOAD MONITOR
C HYDRAULIC POWER LIFT ~DESCRIPTION AND 10
OPERATION-FORD 5610,6610,6710,7610 & 7710
MODELS WITH LOAD MONITOR

A. HYDRAULIC POWER LIFT-DESCRIPTION AND OPERATION-

FORD 2610, 3610, 4110 & 4610 MODELS

The hydraulic power lift is regulated both DRAFT CONTROL

in position control and draft control by move-
ment of the control valve Depending upon
the position of this valve, hydraulic oil is
directed to effect a raise, lower or neutral
action
The position of the control valve can be
altered either by moving the lift control
levers or by a force acting on the draft control
main spring when in draft control
When an implement is pulled through the
ground, the draft caused by soil resistance
has the effect of trying to rotate the
implement around the lower link hitch points
This creates a pushing or compressive force
in the top link

When changes in working depth or soil

resistance cause the draft to increase or
decrease, the compressive force in the top
link also increases or decreases

DRAFT CONTROL MAIN SPRING

Forces applied to the top link by the

implement are relayed to the internal draft
control linkage by the draft control main
spring For the Ford 2610,3610,4110 and 4610
models, the spring is double acting and
ensures draft control is maintained whether
the forces in the top link are compressive or
tensile
The system of Draft Control uses the top link
signal to raise or lower the implementworking
depth to maintain a constant draft When the
position control lever is in the lowest position,
the Draft Control system of the Ford 2610,
3610, 4110 and 4610 models functions as
follows:

1
- - - - - - - - PART a-HYDRAULIC SYSTEMS - - - - - - - - -
LOWERING INTO WORK
With reference to Figure 1
Downward movement of the draft control
lever swings the draft control roller forward
and away from the draft lever which is con-
nected by the pivot pin to the actuating
lever The actuating lever is coupled via a
torsion spring to the control valve lever
NOTE: The torsion spring is in permanent
torsion to ensure that any movement of the
actuating lever is transmitted to the control
valve lever An adjustable stop positions
the levers relative to one another but does
allow the control valve lever to move rear-
wards relative to the actuating lever
As the roller moves forward and away from
the draft lever, the control valve spring
extends and pushes the control valve and
actuating levers rearwards The draft lever
pivots about the connection in the slotted
draft control link until it again contacts
the draft control lever roller At this point
the internal linkage comes to rest with the
control valve held in the drop position
Lowering stops when the implement draft
force compresses the draft control main
spring in a forward direction a sufficient
amount as to cause the draft control link to
pivot the draft lever about the roller and
hence push the control valve lever forward
This action overcomes the rearward pressure
of the control valve spring and moves the
control valve into the neutral position
2
RAISING IN WORK
With reference to Figure 2
An increase in implement draft will compress
the draft control main spring in a forward
direction and push the draft control link
and hence the control valve lever forward
This action moves the control valve forward
into a raise position and as the implement is
lifted, the draft force and hence the force
on the draft control main spring, decreases
to the original amount The control valve
spring now moves the control valve rear-
ward into the neutral position
A decrease in implement draft will reduce
the compression of the draft control main
spring and allow the draft control link and
hence the control valve lever to move rear-
ward This allows the control valve spring to
extend and move the control valve rearward
into the lowering position As the implement
runs deeper the draft increases and the
control valve again returns to the neutral
position
RAISING THE IMPLEMENT TO
TRANSPORT POSITION
When the draft control lever is pulled to
the top of the quadrant to the transport
position, the draft control roller pushes the
draft lever rearwards and causes the lever
centre pivot to move to the top of the slot
in the draft control link In this position the
draft lever pivots about the slotted link and
forces the actuating lever and hence the
control valve leverforward This action moves
the control valve fully forward into the fast
raise position
------------------------CHAPTER2-----------------------

Figure 1
Draft Control Linkage-Lowering into Work

Figure 2
Draft Control Linkage- Raising in Work
1 Yoke 6 Torsion Spring 11 Draft Lever
2 Draft Control Main Spring 7 Adjustable Stop 12 Draft Control Lever
3 Draft Control Link 8 Control Valve Spring 13 Draft Control Roller
4 Control Valve Lever 9 Control Valve 14 Lift Cross Shaft
5 Actuating Lever 10 Pivot Pin

3
- - - - - - - - - PART 8-HYDRAULIC SYSTEMS - - - - - - - -
To limit the height to which the implement
can be raised, the piston skirt is designed
so that in reaching the fully raised position
contact is made with the control valve
lever which moves rearwards
NOTE The torsion spring allows the
control valve lever to move rearwards
relative to the actuating lever
This action moves the control valve rear-
wards into the neutral position and stops any
further movement of the lift piston The
piston stop mechanism operates both in
Draft Control and Position Control
POSITION CONTROL
The system of Position Control enables the
working depth or height of an implement
to be pre-set and maintained When the
draft control lever is in the lowest position,
the Position Control system functions as
follows
RAISING
With reference to Figure 3
Upward movement of the position control
lever causes the position lever to pivot about
the forward roller
NOTE: The two rollers are fixed in position
relative to one another but rotate freely
about the position control lever horizontal
shaft
When the position lever pivots it pushes
against a roller attached to the actuating
lever which moves forward The torsion
spring transmits the movement to the
control valve lever which in turn moves the
control valve forward into the raise position
4
As the lift cross-shaft rotates, in an anti-
clockwise direction, a decreasing radius cam
allows the two rollers to move rearwards
Due to the force of the control valve
spring, all the linkage follows the rollers
thereby allowing the control valve to move
rearward until the neutral position is
reached and the lifting action ceases If a
further lift is required, the position control
lever is moved further up the quadrant and
the procedure is repeated
LOWERING
With reference to Figure 4
Downward movement of the position control
lever tends to allow the position lever to
swing free of the forward roller but the
rearward force of the control valve spring
pushes the control valve lever and actuating
lever roller against the foot of the position
lever which maintains contact with the for-
ward roller The rearward movement of the
control valvespring pullsthecontrolvalve into
the lowering position
As the lift cross-shaft rotates in a clockwise
direction, the increasing radius cam pushes
the two rollers forwards This action forces
the position lever, and hence the control
valve lever, forward until the control valve
reaches the neutral position Further down-
ward movement of the position control lever
will cause the lift arms to drop until such time
as the valve is neutralised or the implement
reaches the lowest position
DRAFT CONTROL WITH POSITION
CONTROL
When the system is in draft control, the
position control lever can be adjusted to
maintain a selected maximum implement
working depth The draft control lever can
simultaneously be adjusted to maintain the
desired draft load within the limits of the
pre-selected maxim.um implement working
depth
- - - - - - - - - - - - CHAPTER 2 - - - - - - - - - - - -
1 Yoke
2 Draft Control Main Spring
3 Position Control Cam
4 Control Valve Lever
5 Actuating Lever
Figure 3
Position Control- Raisi ng
Figure 4
Position Control- Loweri ng
6 Torsion Spring 11 Position Lever
7 Adjustable Stop 12 Position Control Lever
8 Control Valve Spring 13 Position Control Rollers
9 Control Valve 14 Lift Cross Shaft
10 Actuating Lever Roller
5
- - - - - - - - PART 8-HYDRAULIC SYSTEMS - - - - - - - - -
B HYDRAULIC POWER LIFT - DESCRIPTION AND OPERATION
FORD 5610, 6610, 6710, 7610 & 7710 MODELS LESS LOAD MONITOR
The hydraulic power lift is regulated both in
position control and draft control by
movement of the control valve Depending
upon the position of this valve, hydraulic oil
is directed to effect a raise, lower or neutral
action
The POSition of the control valve can be
altered either by moving the lift control
lever or by a force acting on the draft control
main spring when in draft control
DRAFT CONTROL MAIN SPRING
Forces applied to the top link by the imple-
ment are relayed to the internal draft control
linkage by the draft control main spring
The spring is double acting and ensures
draft control is maintained whether the forces
in the top link are compressive or tensile
DRAFT CONTROL
The system of Draft Control uses the top link
signal to raise or lower the implement working
depth to maintain a constant draft When the
system selector lever is located in the lowest
quadrant position (less cab) or the highest
quadrant position (with cab), the Draft Control
system of the Ford 5610, 6610, 6710, 7610 and
7710 models functions as follows
6
LOWERING INTO WORK
With reference to Figure 5
The system selector lever is connected by a
clevis link to one end of a selector arm As the
selector lever is moved downwards the
selector arm rises and aligns the control rod
and roller assembly, which are attached to the
far end of the selector arm, with the top pivot
point of the selector link connected to the draft
control main spring plunger
Downward movement of the lift control lever
moves the actuating lever forward The
actuating lever pivots about the draft control
rod connector and allows the control valve
spring to move the control valve rearward into
the lowering position
Lowering stops when the implement draft
compresses the draft control main spring in a
forward direction a sufficient amount as to
cause the mainspring plunger to move the
selector link forward This action causes the
control rod to pivot the actuating lever about
the top attaching point The actuating lever
overcomes the rearward pressure of the
control valve spring and moves the control
valve forward into the neutral position
RAISING IN WORK
With reference to Figure 6
An increase in implement draft will compress
the draft control main spring in a forward
direction This action causes the control rod to
pivot the actuating lever about the top
actuating point The actuating lever over-
comes the pressure of the control valve spring
and moves the control valve forward into the
raise position As the implement is lifted, the
draft force, and hence the pressure on the draft
control main spring, decreases and the main
spring plunger and the selector link return to
their original position The control valve spring
now moves the control valve rearward into the
neutral position
- - - - - - - - - - - - CHAPTER 2 - - - - - - - - - - - -

Figure 5
Draft Control-Lowering into Work (Less Cab)

Fig...Jre 6
Draft Control- Raising in Work (Less Cab)
1 Draft Control Mainspring Plunger 8 Control Rod Connector
2 Draft Control Mainspring 9 Selector Arm
3 Yoke 10 System Selector Lever
4 Selector Link 11 Lift Control lever
5 Control Rod and Roller Assembly 12 Actuating lever
6 Stop Pin 13 Position Control Cam
7 Control Valve and Spring Assembly 14 Position Control Link

7
- - - - - - - - PART 8-HYDRAULIC S Y S T E M S - - - - - - - - -
A decrease in implement draft will reduce
the compression of the draft control main
spring and the pressure on the actuating
lever This allows the control valve spring
to extend and move the control valve rear-
ward into the lowering position As the
implement runs deeper the draft increases
and the control valve again returns to the
neutral position
RAISING IMPLEMENT TO TRANSPORT
POSITION
When the lift control lever is pulled to the top of
the quadrant to the transport position, the top
of the actuating lever moves rearwards
The actuating lever pivots about the draft
control rod connector and allows the control
valve spring to move the control valve forward
into the raise position
To limit the height to which the implement can
be raised, the piston skirt is designed so that on
reaching the fully raised position contact is
made with a stop pin attached to the actuating
lever which moves rearwards
This action moves the control valve rearwards
into the neutral position and stops any further
movement of the lift piston The piston stop
pi n operates both in Draft and Position Control.
POSITION CONTROL
The system of Position Control enables the
working depth or height of an implement,
relative to the tractor, to be pre-set and
maintained When the system selector lever is
located in the highest quadrant position (less
cab) or the lowest quadrant position (with
cab), the control rod is positioned with the
roller aligned with the lower end of the selector
link
In this setting, no movement of the upper end
of the selector link can be transmitted to the lift
control valve and the Position Control System
functions as follows
RAISING
With reference to Figure 7
Upward movement of the lift control lever
causes the actuating lever to pivot about
the control rod connector and move the
control valve forward into the raise position
As the lift cross-shaft rotates in an anti-
clockwise direction, an increasing radius cam
allows the position control link roller to move
rearwards As this occurs, the selector link,
which is attached to the position control link
moves rearwards under the force of the control
rod spring The compressive force is therefore
8
removed from the control rod spring and the
control valve spring moves the control valve
rearward until the neutral position is reached,
and the lift action stops If '3 further lift is
required, the lift control lever is moved further
up the quadrant and the procedure is repeated
LOWERING
With reference to Figure 8
Downward movement of the lift control
lever causes the actuating lever to pivot
about the control rod connector and move
the control valve rearward into the lowering
position
As the lift cross-shaft rotates in a clockwise
direction, the decreasing radius cam pulls
the position control link roller forward This
action draws the selector linkage assembly
forward compressing the control rod spring
and moving the control valve forward until
the neutral position is reached and the lift
action ceases Further downward movement
of the lift control lever will cause the lift
arms to drop until such time as the valve is
neutralised or the implement reaches the
lowest position
SELECTOR LEVER INTERMEDIATE
POSITIONS
The system selector lever can be moved to any
one of five intermediate positions between full
position and full draft control
When the system selector lever is located in
one of the intermediate quadrant positions, the
selector arm sets the control rod and roller
assembly at a corresponding intermediate
position on the selector link.
In this position, movement of the selector link
under varying implement draft loads has a
reduced effect on the movement of the control
rod, actuating lever and hence the control
valve However, a degree of position control is
introduced to limit the magnitude of draft
corrections
On moving from position control to full draft
control, the sequential notches provide a
gradually decreasing position control input to
the control valve coincident with a gradually
increasing draft control input
Conversely, on moving from full draft control
to position control, the draft correction
response is decreased while the position
control response is increased This permits the
operator to adjust the control input to obtain
the system response and control
characteristics best suited to the operation
being performed
------------------------CHAPTER2------------------------

Figure 7
Position Control- Raising (Less Cab)

Figure 8
Position Control- Lowering (Less Cab)
1 Draft Control Mainspring Plunger 8 Control Rod Connector
2 Draft Control Mainspring 9 Selector Arm
3 Yoke 10 System Selector Lever
4 Selector Link 11 Lift Control Lever
5 Control Rod and Roller Assembly 12 Actuating Lever
6. Stop Pin 13 Position Control Cam
7 Control Valve and Spring Assembly 14 Position Control Link Roller

9
- - - - - - - - P A R T 8-HYDRAULIC S Y S T E M S - - - - - - - - -
C. HYDRAULIC POWER LIFT - DESCRIPTION AND OPERATION-
FORD 5610, 6610, 6710, 7610 & 7710 MODELS WITH LOAD MONITOR
The hydraulic power lift is regulated by
movement of the control valve Depending
upon the position of this valve, hydraulic
oil is directed to effect a raise, lower or
neutral action
The position of the control valve can be
altered either by moving the lift control
lever, by a force acting on the draft control
main spring when in draft control or by a
variation in transmission torque when in
Load Monitor
DRAFT CONTROL MAIN SPRING
Forces applied to the top link by the imple-
ment are relayed to the internal draft control
linkage by the draft control main spring
The spring is double acting and ensures
draft control is maintained whether the
forces in the top link are compressive or
tensile
DRAFT CONTROL (TOP LINK)
The system of Draft Control uses the top link
signal to raise or lower the implement working
depth to maintain a constant draft When the
system selector lever is located in the lowest
quadrant position (less cab) or the highest
quadrant position (with cab), the Draft Control
system of the Ford 5610, 6610, 6710, 7610 and
7710 models with Load Monitor functions as
follows
LOWERING INTO WORK
With reference to Figure 9
The system selector lever is connected by a
clevis link to one end of a selector arm As
the selector lever is moved downwards the
selector arm rises and aligns the control
rod and roller assembly, which are attached
to the far end of the selector arm, with
that portion of the selector linkage assembly
connected to the draft control main spring
plunger
10
Downward movement of the lift control
lever moves the actuating lever forward
The actuating lever pivots about the draft
control rod connector and allows the control
valve spring to move the control valve
rearward into the lowering position
Lowering stops when the implement draft
compresses the draft control main spring in a
forward direction a sufficient amount as
to cause the mainspring plunger to move the
upper portion of the selector linkage forward
This action causes the control rod to pivot
the actuating lever about the top attaching
point The actuating lever overcomes the
rearward pressure of the control valve spring
and moves the control valve forward into
the neutral position
RAISING IN WORK
With reference to Figure 10
An increase in implement draft will compress
the draft control main spring in a forward
direction and move the control valve actuat-
ing lever forward The actuating lever
overcomes the pressure of the control valve
spring and moves the control valve forward
into the raise position As the implement is
lifted, the draft force, and hence the pressure
on the draft control main spring, decreases
and the main spring plunger and upper
portion of the selector linkage return to
their original position The control valve
spring now moves the control valve rear-
ward into the neutral position
----------------~------CHAPTER2------------------------

Figure 9
Draft Control- Lowering into Work

Figure 10
Draft Control-Raising in Work
1 Draft Control Mainspring Plunger 9 Stop Pin
2 Draft Control Mainspring 10 Control Rod Connector
3 Yoke 11 Selector Arm
4 Selector Linkage Assembly (Upper Portion) 12 Lift Control Lever
5 Selector Linkage Assembly (Lower Portion) 13. System Selector Lever
6 Control Rod and Roller Assembly 14 Actuating Lever
7 Strut 15 Position Control Cam
d Control Valve and Spring Assembly 16 Position Control Link

11
- - - - - - - - - PART 8-HYDRAULIC SYSTEMS - - - - - - - - -
A decrease in implement draft will reduce the
compression of the draft control main spring
and the pressure on the actuating lever
This allows the control valve spring to extend
and move the control valve rearward into
the lowering position As the implement
runs deeper the draft increases and the
control valve again returns to the neutral
position
POSITION CONTROL
The system of Position Control enables the
working depth or height of an implement,
relative to the tractor, to be pre-set and
maintained When the system selector lever is
located in the highest quadrant position (less
cab) or the lowest quadrant position (with
cab), the control rod is positioned with the
roller aligned with the lower end of the selector
link
In this setting, no movement of the upper
or lower portions of the selector linkage can
be transmitted to the lift control valve and
the Position Control System fu nctions as
follows
RAISING
With reference to Figure 11
Upward movement of the lift control lever
causes the actuating lever to pivot about the
pin and move the control valve into the raise
position
As the lift cross-shaft rotates in an anti-
clockwise direction, an increasing radius cam
allows the position control link roller to move
rearwards As this occurs, the selector linkage
assembly, which is attached to the position
control link, moves rearwards under the force
of the control rod spring The compressive
force is therefore removed from the control rod
spring and the control valve spring moves the
control valve rearward until the neutral
position is reached and the lift action stops If a
further lift is required, the lift control lever is
moved further up the quadrant and the pro-
cedure is repeated
12
LOWERING
With reference to Figure 12
Downward movement of the lift control
lever causes the actuating lever to pivot about
the pin and move the control valve into the
lower position
As the lift cross-shaft rotates in a clockwise
direction, the increasing radius cam pushes
the position control linkage forwards
This action forces the actuating lever and the
control valve forward until the neutral posi-
tion is reached and the lowering action
ceases Further downward movement of the
lift control lever will cause the lift arms to
drop until such time as the valve is
neutralised or the implement reaches the
lowest position
SELECTOR LEVER INTERMEDIATE
POSITIONS
The system selector lever can be moved to one
of two intermediate positions between full
position and full draft control
On moving from position control to full draft
control, the sequential notches provide a
decreasing position control input to the control
valve coincident with an increasing Draft
control input.
Conversely, on moving from full draft control
to position control, the draft correction
response is decreased while the position
control response is increased This permits the
operator to adjust the control input to obtain
the system response and control
characteristics best suited to the operation
being performed
------------------------CHAPTER2------------------------

Figure 11
Position Control- Raisi ng

Figure 12
Position Control-lowering
1 Draft Control Mainspring Plunger 9 Stop Pin
2 Draft Control Mainspring 10 Control Rod Connector
3 Yoke 11 Selector Arm
4 Selector Linkage Assembly (Upper Portion) 12 lift Control Lever
5 Selector Linkage Assembly (lower Portion) 13 System Selector Lever
6 Control Rod and Roller Assembly 14 Actuating Lever
7 Strut 15 Position Control Cam
8 Control Valve and Spring Assembly 16 Position Control link Roller

13
- - - - - - - - PART 8-HYDRAULIC S Y S T E M S - - - - - - - - -
Figure 13
Load Monitor Linkage
1 Draft Control Mainspring Plunger'
2 Draft Control Mainspring
3 Yoke
4 Selector Linkage Assembly (Upper Portion)
5 Selector Linkage Assembly (Lower Portion)
6 Control Rod and Roller Assembly
7 Strut
8 Control Valve and Spring Assembly
LOAD MONITOR
With reference to Figure 13
Variations in transmission torque are trans-
mitted from the torque sensing unit to the
lower portion of the selector linkage by a
connecting strut The system selector lever
can be set in one of three upper positions
whereby the selector arm aligns the control
rod and roller assembly along the lower
portion of the selector linkage assembly at
one of three corresponding positions
Therefore, the same amount of change in
torque can move the control valve three
different amounts The lower the control
rod roller is positioned on the selector linkage
assembly, the greater the signal transmitted
to the control valve When the transmission
torque increases due to an increase in
implement draft. the connecting strut moves
14
9 Stop Pin
10 Control Rod Connector
11 Selector Arm
12 System Selector Lever
13 Lift Control Lever
14 Actuating Lever
15 Position Control Cam
16 Position Control Link Roller
forwards The lower portion of the selector
linkage pushes the control rod and actuating
lever forward to move the control valve
into the raise position As the implement is
lifted, the draft force and hence the trans-
mission torque decrease~ The internal
linkage now moves back and allows the
control valve spri ng to move the control
valve rearwards into the neutral position
To limit the height to which the implement
can be raised, the piston on reaching the
limit of its travel contacts a stop pin attached
to the actuating lever The actuating lever
moves rearwards and allows the control
valve to move to the neutral position and
stop the flow of oil to the lift cylinder The
piston stop pin operates in Draft Control.
Position Control and Load Monitor
 P 8
H D Ull

Cha
RAU C CYLIN ASS
AND IORITY VALVE PACI(S

Section
A HYDRAULIC liFT CYLINDER ASSEMBLY-
OVERHAUL- FORD 2610, 36'10,4110 & 4610 MODELS
B PRIORiTY VALVE PACK-OVERHAUL-
FORD 2610, 3610,4110 & 4610 MODELS 9
c HYDRAUliC LIFT CYLINDER ASSEMBLY-
OVERHAUL-FORD 5610,6610,6710,7610 & 7710
MODELS 10
o PRIORITY VALVE PACK-OVERHAUL-
FORD 5610,6610,6710,7610 & 7710 MODELS 16

A HYDRAULIC LIFT CYLINDER ASSEMBLY-OVERHAUl-

FORD 2610, 3610, 4110 & 4610 MODELS

REMOVAL

Remove the hydraulic lift cover

Chapter 4-Section A)

2 Remove the snap ring from the end of the

draft lever to actuating lever pivot pin,
Figure 1

3 Remove the four bolts securing the lift

cylinder to the lift cover Move
the lift arms to the raised and
remove the lift cylinder by carefully
lifting off the dowels and rnoving
sideways thereby enabling the draft
lever to disengage from the pivot pin figure 1
Removina Draft lever to Lever
~Pivot Pin Snap Ring
1 Pivot Pin 4 Roller
4 Place the lift cylinder assembly on a bench 2 Snap Ring 5 Actuating Lever
with the top face exposed 3 Draft Lever

1
- - - - - - - - - - PART a-HYDRAULIC SYSTEMS
Figure 2
Lift Cylinder Assembly
1 Feathering Valve
2 Feathering Valve Spring
3 Feathering Valve Rear Plug
4 Control Valve
5 Control Valve Spring
6 Control Valve Bushing
7 lift Piston Locating Bore
8 Unload Valve Bushing
DISASSEMBLY
With reference to Figure 2
Remove the lift cylinder safety valve and
gasket
NOTE: For Ford 2610 and 3610 models, the lift
cylinder safety valve may be withdrawn
without first removing the lift cover assemblv
Removal of the accessory cover, selector valve
or priority valve pack (where fitted) will provide
direct access to the valve The lift cylinder
safety valve is not serviceable
2 Discard the '0' rings located in the
cou nterbores of the various oi I passages
3 Ensure the bench is smooth and clean
then turn the lift cylinder to rest on the
top face locating dowels (Alternatively
hold the assembly in a soft jawed
vice)
2
1IIIIIIIIIIIIIl_ _ _ _ _IIIilIIIIIIIfII_ _ __
9 Unload Valve
10 Unload Valve Spring
11 Unload Valve Front Plug
12 Lift Cylinder Safety Valve
13 Gasket
14 lift Cylinder Housing
15 Feathering Valve Front Plug
16 Feathering Valve Bushing
4 Remove the control valve front baffle,
gasket and securing bolts
5 Withdraw the three bolts securing the
bracket to the rear of the lift cylinder
Carefully remove the bracket together
with the control valve, control valve
spring, control valve lever, torsion
spring and actuating lever assembly,
Figure 3
6 Remove the actuator pin snap ring, the
actuator pin and the actuator Then
compress the control valve spring and
carefully slide the control valve face
off the bracket
-------------------------CHAPTER3-------------------------

Figure 3 Figure 4
Control Valve and Actuating Linkage Removing Control Valve Bushing
1 Pivot Pin 1 Special Nut Tool No T 8510-1C
2 Actuating Lever 2 Extension Tool No T8510-1C
3 Torsion Spring 3 Control Valve Bushing
4 Control Valve Lever 4 Tool No T8510
5 Snap Ring
6 Control Valve Spring
7 Control Valve
8 Bracket
9 Actuator
10 Actuator Pin

7 Insert a No 6-32 UNC Screw into the
feathering valve front plug and using a
pair of pliers carefully remove the plug and
spring Discard the two O-rings fitted to
the plug
10 Use a soft metal rod to push the unload
valve out of the front of the locating bore
Discard the 'a' -ring fitted to the valve

8 Insert a soft metal rod into the i"OQI1"h£)l"Il1ln

valve iDeating bore then push the valve
and rear plug free Discard the 'a' -ring
fitted to the plug
9 Insert a No 6-32 UNC Screw into the
unload valve front plug and using a pair of
pliers carefully withdraw the plug and
spring Discard the two 'a' -rings fitted to
the plug
11 Screw the short threaded end of Exten-
sion Tool No T 8510-1C into the lift
Cylinder Bushing Remover and Replacer
Tool No T8510 and pass the Extension
through the control valve bushing from
the front end of the lift cylinder Screw
the Special Nut Tool No T 8510-1 C
onto the rear end of the Extension until
the taper on the Special Nut locates
squarely in the rear end of the bushing,
Figure 4

3
ilIIiIl l il tl l!l l ItIII!IIIIIIll il l l l l l l l.l _1IIIIi11ll1lllllllllll1llli!llill_ _IIllIIIII_' PART' 8- HYD RAU lie SYSTE M S 1llIIIIIIIII1IIIIIIIlIIII_ _ _ _IIIII/IIIIIIIIIIIiIIIII_ __

Figure 5 Figure 6
Removing Unload Valve Bushing Removing Feathering Valve Bushing
1 Special Nut Tool No T 8510-1 C 1 Tool No T 8510
2 Extension Too! No T 8510-1 C 2 Feathering Valve Bushing
3 Unload Valve Bushing 3 Special Nut Tool No T 8510-1 C
4 Tool No T 8510 4 Extension Tool No T 8510-1 C

12 Steadily turn the tool handles and with- 15 Steadily turn the tool handles and with-
draw the bushing Unscrew the Special draw the bushing Unscrew the Special
Nut and remove the bushing from the Nut and remove the bushing from the
Extension Extension Alternatively use Lift Cylin-
Alternatively use Lift Cylindet Bushing der Bushing Remover and Replacer
Remover and Replacer Tool No 2191 to Tool No 2191 to remove the feathering
remove the control valve bushing valve bushing from the rear end

16 Remove the lift piston as follows

13 this operation for the unload valve For Ford 2610 and 3610 models apply
bushing but reverse the Special Nut to air pressure to the lift cylinder safety
locate squarely and centrally at the rear valve locating bore whilst holding a
end of the bushing, Figure 5 thumb over the adjacent hole

CAUTION Do not use excessive pressure

or the piston may fly out suddenly and
14 Pass the Extension Tool No T 8510-1C cause injury or damage Ordinary foot pump
through the feathering valve bushing pressure is sufficient to move the piston
from the rear end Screw the Special
Nut Tool No T.8510-1C onto the For Ford 4110 and 4610 models push
Extension until the taper on the Special a soft metal rod through the lift cylinder
Nut locates squarely in the front end safety valve iocating bore in the end of
of the bushing, Figure 6 the cylinder

4
-------------------------CHAPTER3------------------------~

Figure 7 Figure 8
Feathering, Control and Unload Valves installing Feathering Valve Bushing
and Bushings 1 Specia!NutToolNo T8510-1C
1 Control Valve Spring 2 Extension Tool No T 8510-1 C
2 Control Valve 3 Tool No T 8510
3 Feathering Valve Spring 4 Guide and Stop Adaptor Tool No T 8510-1 C
4 Feathering Valve 5 Feathering Valve Bushing
5 Feathering Valve Bushing
6 Control Valve Bushing
7 Unload Valve Spring
8 Unload Valve
9 Unload Valve Bushing

INSPECTION AND REPAIR 5 Ensure all valves move freely in their re-
spective bushings

Wash all parts in a suitable solvent and 6 Renew all '0' rings and seals
dry with a clean lint free cloth or com-
pressed air

2 Examine the valves, bushings and plugs

for wear, burrs or scratches Any minor
burrs or scratches may be removed with a RE-ASSEMBlV
fine abrasive, ensure such parts are
The bushing installation procedure is iden-
thoroughly washed before reassembly
tical for each of the following components

Ensure the bushing location bores in the

lift cylinder housing are not scored Any Feathering Valve Bushing
heavy scoring of the bores will necessitate Unload Valve Bushing
installation of a new lift cylinder assembly
Control Valve Bushing

3 Ensure the valve springs are not broken

or damaged NOTE. The relative position of the valves
and bushings are shown in Figure 7
4 Check all bushing ports and lift cylinder
housing oil passagesarefreefrom obstruc-
tion Proceed as follows

5
1II!II._ _ _ _ _ _











_ PART 8-HYDRAUliC SYSTEMS - - - - - - - - - - -
9 Figure 10
Installing Unload Valve Bushing
1 Special Nut Tool No T 8510-1 C
2 Extension Tool No T 8510-1 C
3 Unload Valve Bushing
4 Guide and stop Adaptor Tool No T 8510-1 C
5 Tool No T 8510
1 Observe the colour spot on the outside
of the lift cylinder housing adjacent to
the- relevant valve bore and select the
requisite valve bushing with the COf-
responding colour markings (For bush-
ing sizes see "Specifications" -Chapter
12)
2 Insert the Guide and Stop Adaptor
Tool No T 8510-1C (spigot end first)
into the front of the respective bushing
locating bore in the lift cylinder housing
Screw the short threaded end of Exten-
sian Tool No T 8510-1C into the Lift
Cylinder Bushing Remover and Replacer
Tooi No T8510 and pass the Extension
through the Guide from the front end
of the cylinder locate the valve bushing
over the Extension and screw the Special
Nut Tool No T.8510-1C onto the rear
end ofthe Extension until the taper on the
Special Nut locates squarely in the rear
end of the bushing, Figures 8, 9 and
10
6
Control Valve
1 Special Nut Tool No T 8510-1 C
2 Extension Tool No T 8510-1 C
3 Control Valve Bushing
4 Guide Stop Adaptor Tool No T 8510-1 C
5 Tool No T 8510
3 lubricate the bushing and steadily turn
the tool handles to pull the bushing into
the bore until thefrontface ofthe bushing
meets the inner face of the Guide
4 Slacken the tool and reverse the Guide
so that the spigot end locates in the body
ofthetool and the largedace is presented
to the front face of the housi ng Retig hten
the tool and draw the bushing fully into
the bore to seat against the Guide so that
the front end of the bushing is flush
with the front face of the housing
5 Release the Special Nut and withdraw
the toot Guide and Extension from the
bushing
Alternatively use Lift Cylinder Bushing
Remover and Repiacer Tool No 2191 to
install each of the feathering, unload and
control valve bushings, from the rear end
of the lift cylinder
------------------------CHAPTER3------------------------~
6 Lubricate and insert the feathering valve 11 insert the un!oad valve spring into the
into the cO!respond~ng bushing in the front end of the unload valve
lift housing Install the valve
from the front with the lands
facing towards the rear

7 Install the two new '0' -rings onto the

valve front plug and insert the
"i"c,:>,tn<:>nrln
plug, with the threaded hole
outwards, into the front of the feathering
valve
12 Install two new 'a' rings onto the unload
valve front plug and insert the plug,
with the threaded hole facing outwards,
intothefrontofthe unload valve bushing
Press the plug into the bushing until the
outer face is flush with the front face
of the lift cylinder housing

Press the into the until the

outer face is flush with the front face of
the lift cylinder housing

8 I nsert the feathering valve spring into

the rear end of the feathering valve
13 Select the iargest control valve spool
which, when lightly lubricated and
regardless of colour, when inserted into
either end of the bushing and turned
0
through 360 will operate along the full
NOTE The feathering valve spring is longer
length without binding (For control
than the unload valve spring
valve sizes, see "Specifications"-
Chapter 12)

9 Install a new '0' -ring onto the feathering

valve rear plug then position the plug over
the spring and press into the rear of the
feathering valve bushing Press the plug
into the bushing until the outer face is NOTE: The control valve is colour coded
flush with the rear face of the lift cylinder only as a guide for matching the valve to the
housing bushing

To obtain an optimum fit, a proprietary

10 Install a new '0' ring at the iarge end of
the unload valve then lubricate the valve
and '0' ring and insert into the
corresponding bushing in the lift cylin
der housing Install the valve from the
front with the small end facing towards
the rear
brand of metal polish may be used to lap a
slightly oversize valve into the bushing
Ensure all traces of polish are washed away
and the components air dried prior to final
assembly

1
_ _ _ _ _ _1IIIIIIIIIII1IIIIIIIIIIiI1IIIIiII11 PART 8-HYDRAULIC SYSTEMSll!!lliiliU
_ _ _ _ _l!iIIIIIIIIIi!III'IIIIIlIDIIIIiIfIIIIlIIIIIliIIIIIII

E INSTALLATION

Ensure the top surface of the cylinder and

the mating face on the lift cover ale dean
and free from scores and burrs

2 Install new '0' rings in the counterbores

of the lift cylinder oil passages and ensure
the two ring dowels are correctly installed,
11

Figure 11
Lift Cylinder '0' Ring Locations
Ring Dowels

14 Install the control valve spring on the 3 Grease the connecting lod seat in the
control valve and, whilst compressing piston
the spring, position the control valve in
the actuating linkage bracket

15 Lubricate the control valve and carefully

insert into the bushing then secure the
braoket with the three bolts

16 Install the control valve front baffle and 4 Insert the forward end of the lift piston
retain with the securing bolts Check the connecting rod into the piston by
valve for free and full travel lateral movement ofthe lift cylinder, locate
the draft lever on the pivot pin Position
the lift cylinder on the locating dowels and
17 Install a new ring and seal on the lift
reinstall the snap ring on the actuating
piston
lever pivot pin Instal! the retaining boits
and tighten to the correct torque
NOTE: The ~O'-ring seal should be lubricated
(See 'Specifications' -Chapter 12)
prior to installation on the piston The ;O'-ring
seal is positioned nearest to the closed end and
the nylon back-up seal nearest to the open end
of the piston.

18 Lubricate the lift piston and install in the

lift cylinder
5 Ensure the actuator is located within the
control valve sleeve and carry out the
19 Install the lift cylinder safety valve with Draft and Position Control Linkage
a new gasket between the valve and the Adjustments (See "Adjustments"-
cylinder Chapter 11)

8
B PRIORITY VALVE PACK OVERHAUl- 2610, 3610, 41~!O & 4610 MODELS

REMOVAL D!SASSEMBl Y

NOTE can be removed With reference to 13

frorn the hvdraulic lift cover and serviced as a
separate item Discard the located in the
counterbores of the various oil passages

2 Unscrew the check valve and discard

Disconnect the feed tube from the the
pump, the pilot line from the remote control
valve and the feed to the remote control 3 extract the guide and bail
valve at the connections on the
valve pack, 12
4 Unscrew the valve
Cap or plug ail connections
plug Beware of the internal spring
pressure Discard the plug '0' -ring

5 Remove the and carefully extract the

2 Withdraw the retaining bolts and carefully
lift the priority valve off the lift cover
3 Place the priority valve pack on a dean
bench with the lower face exposed
valve
NOTE The combining (sequencing) valve
incorporates an internal relief valve to protect
the auxiliary pump/remote valve circuit This
valve is set and sealed in manufacture and
should not require any further adjustment

Figure 12 Figure 13
Priority Valve Pack Priority Valve Pack Assembly
1 Feed to Remote Valve Connection 1 Check Valve Plug
2 Priority Valve Pack 2 Check Valve Guide
3 Trailer Brake Valve (Reference) 3 Check Valve Ball
4 Pilot Line Connection (from Remote Valve) 4 Combining (Sequencing) Valve
5 Feed from Auxiliary Pump Connection 5 Combining (Sequencing) Valve Pluq
6 Combining (Sequencing) Valve Spring
7 Priority Valve Housing
8 Check Valve Spring

9
- - - - - - - - - - PART 8-HYDRAUUC SYSTEMS 1IIIiIIIIIil1llilll!llllQ.II_rrIlllliWii1\Il-'iIIiIl'_IIIiliIiiiIIIIIIillIiIIIii_1IIIIIIUiIl

!NSPECT!OI\l AND REPAIR RE-ASSEMBl Y

Wash alt in a suitable solvent and dry Re-assembly of the priority valve
clean with a clean lint free cloth or components follows the disassembiy
compressed air in reverse On re-assembly observe
the following
2 Examine the valves and for wear,
burrs or scratches Any minor burrs or
scratches may be removed with a fine Ii Renew all 'a' -rings
ensure such are thoroughly
washed before .. c,-,=,C""~""rnhll" e Coat an with jeliy and
ensure the '0' -rings afe correctly located in
Ensure the iocating bores in the priority the counterbores of the various oil
valve housing are not scored Any heavy passages
scoring of the bores will necessitate
installation of a new priority valve @ Lubricate an parts with hydraulic oil

@ Securely tighten the plug and cap nut

3 Ensure the valve spring is not broken or
damaged

4 Check all ports and oil passages are free

from obstruction INSTALLATION

5 Ensure the valves move freely Installation of the priority valve pack foiiows
the removal procedure in reverse Securely
6 Renew ali '0' -rings tighten all connections

c. HYDRAULIC LIFT CYLINDER ASSEMBlY-OVERHAUl-

FORD 5610, 6610. 6710, 7610 & n10 MODELS

REMOVAL

Remove the hydraulic lift cover (See

Chapter 4-Section B for Ford 5610, 6610,
6710, 7610 & 7710 models less Load
Monitor and Section C for Ford 5610,
6610,6710, 7610 & 7710 models with Load
Monitor) and place the selector lever in the
position control

2 Withdraw the retaining bolts and remove

the priority valve pack

Figure 14 3 Remove the clevis pin and cotter pin

Removing Control Valve Turnbuckle the control valve turnbuckle
1 Clevis Pin 3 Control Valve to the actuating lever and remove the
2 Actuating Lever 4 Turnbuckle Assembly turnbuckle assembly, Figure 14

10
 Figure 15
Lift Cvlinder Assembly
1 Control Valve Assembly
2 Selector Valve Spool
3 Lift Cylinder Safety Valve
4 Remove the selector valve knob by pulling
the spool out and unscrewing the retain-
i ng screw Pu II the knob from the Iitt
cover and lift the selector valve stem
through the bore
5 Remove the four bolts securing the lift
cylinder assembly to the lift cover Move
the lift arms to the raised position and
remove the lift cylinder by carefully lifting
off the locating dowels
6 Place the lift cylinder assembly on a bench
with the top face exposed
11
4 Front Plate
5 Drop Poppet Valve Assembly
6 Drop Restrictor Valve Assembly
DISASSEMBLY
With reference to Figure 15
1 Remove the lift cylinder safety valve and
discard the 'O'-ring
NOTE: The lift cylinder safety valve is not
serviceable
2 Discard the 'a' -rings located in the
counterbores of the various oil passages
3 Remove the control valve rear cover plate
securing bolt and carefully withdraw the
control valve, spring and plate assembly,
Figure 16
4 Compress the control valve spring and
carefuly slide the control valve face off the
plate
NOTE The control valve spool incorporates a
spring loaded pin which is set and sealed in
manufacture and should not require any
further adjustment.
IIIIIIIIIIII_ _ _ _ _ _ _ _ PART 8-HYDRAUliC SYSTEMS _ _ _ _ IIIIIIIIlII1III_IIIIIIIIDII_~

Figure 16
Control, Drop Poppet and Drop Restrictor Valves
1 Drop Restrictor Oil Baffle 6 Control Valve
2 Front Plate 7 Control Valve Spring
3 Drop Poppet Valve Spring 8 Selector Valve
4 Drop Poppet Valve 9 Drop Restrictor Valve
5 Rear Cover Plate 10 Drop Restrictor Valve Spring

5 Unscrew the drop restrictor valve and

discard the 'a' -ring Remove the oil
baffle Remove the retaining ring from
within the nose of the valve and extract
the spring and spacer
6 Withdraw the retaining bolts then remove
the control valve front plate and discard
the 'a' -ring

7 Carefully extract the drop poppet valve

and spring
8 Attach the short threaded end of Exten-
sion Tool No T8510-1C to the Lift
Cylinder Bushing Remover and Re-
placer Tool No T8510 and pass
the extension through the control valve
bushing from the front end of the lift
Figure 17 cylinder Screw the Special Nut Tool
Removing Control Valve Bushing No T 8510-1 C onto rear end of the
1 Tool No T 8510 extension until the taper on the special
2 Control Valve Bushing
3 Special Nut Tool No T 8510-1 C nut locates squarely in the rear end of the
4 Extension Tool No T 8510-1C bushing, Figure 17

12
-------------------------CHAPTER3-------------------------
9 Steadily turn the tool handles and with-
draw the bushing Alternatively use Lift
Cylinder Bushing Remover and Replacer
Tool No 2191 to remove the control valve
bushing

10 The selector valve spool is held in

position by a ball and spring, Figure 18
The ball seats in either one of the two
detents at the end of the spool Remove
the retaining screw, spring and ball
and withdraw the selector valve spool

Figure 18
11 Remove the lift piston by pushing a
Removing Selector Valve Spool
soft metal rod through the lift cylinder
1 Selector Valve Spool 3 Spring
safety valve locating bore in the end of
2 Ball 4 Set Screw
the cylinder

3 Ensure the valve springs are not broken

or damaged
INSPECTION AND REPAIR

Wash all parts in a suitable solvent and

dry with a clean lint free cloth or com- 4 Check all bushing ports and lift cylinder
pressed air housing oil passages are free from
obstruction

2 Examine the valves, bushings and plugs

for wear, burrs or scratches Any minor 5 Ensure the spring loaded pin moves freely
burrs or scratches may be removed with within the control valve spooi and inspect
a fine abrasive, ensure such parts are the pin head for damage or wear
thoroughly washed before re-assembly

6 Ensure all valves move freely in their

respective bushings
Ensure the bushing location bores in the
lift cylinder housing are not scored
Any heavy scoring of the bores will
necessitate installation of a new lift
cylinder assembly 7 Renew all '0' rings and seals

13
 Figure 19 20
Control Valve and Bushing installing Control Valve Bushing
1 Control Valve 1 Tool No T 8510
2 Control Valve 2 Control Valve Bushing
3 Control Valve 3 Nut Tool No T 8510-1 C
4 Control Valve Pin 4 Tool No T 851O-1C
5 Guide and Stop Adaptor Tool No T 8510-1 C

RE-ASSEMBlY 3 Lubricate the bushing and steadily turn the

tool handles to pull the bushing into the
NOTE: The relative position of the control bore until the front face of the bushing
valve and bushing is shown in Figure 19 contacts the inner face of the Guide

Observe the colour spot adjacent to the

control valve bushing bore and select a
control valve bushing with the same colour
(For bushing sizes see
"Specifications" Chapter 12 )
4 Slacken the tool and remove the Guide
then retighten the tool and draw the
2 Insert the Guide and Stop Adaptor Tool
bushing through the bore to protrude 0 08
No T 8510-1 C (spigot end first) into the
in (2 0 mm) beyond the front face of the lift
front of the control valve bushing locating
cylinder
bore Screw the short threaded end of
Extension Tool No T 8510-1 C into the Lift
Cylinder Bushing Remover and Replacer
Tool No T 8510 and pass the Extension
through the Guide from the front end of the
cylinder Locate the control valve bushing
over the Extension and screw the Special
Nut Too! No T 8510-1 C onto the end ofthe 5 Release the Special Nut and withdraw the
Extension until the taper on the Special Nut tool Alternatively use Lift Cylinder
locates squarely in the rear end of the Bushing Remover and Replacer Tool No
bushing, Figure 20 2191 to install the control valve bushing

14
------------------------CHAPTER 3-------------------------
6 Select the largest control valve spool
which, when htly lubricated and
of colour, when inserted
into either end of the and turned
0
through 360 will operate the fun
without binding (For control
valve sizes, see
12)
NOTE The control valve is colour coded
only as a guide for matching the valve to the
bushing To obtain an optimum fit a
y brand of rrletal polish may be
used to lap a slightlv oversize valve into the
Ensure all traces of polish are
washed away and the components air dried
prior to final assembly
7 Install the control valve spring on the
control valve whilst compressing
Lift Cylinder '0' Ring Location
the spring, position the control valve in
Ring Dowels
the rear cover plate
8 Lubricate the control valve and carefully
insert into the bushing then securely
tighten the rear cover plate retaining bolt

9 Insert the drop poppet valve, tapered end

first, into the locating bore and install the
spring INSTAllATION

10 Position the front cover plate and ensure
the drop poppet valve spring is correctly
seated before installing and securely
tightening the retaining bolts
11 Choose an appropriate colour coded
selector valve and check the fit as for
the control valve Push the spool fully
into the locating bore and install the ball,
spring and securing screw Check the
selector valve movement
12 Insert the spacer, spring and drop
restrictor valve into the housing Attach
the retaining ring and oil baffle Install a
new '0' -ring and screw the drop restrictor
valve assembly into the cylinder
13 install a new '0' -ring and back-up seal on
the lift piston
NOTE The "O'-ring seal should be well oiled
prior to installation The '0 '-ring seal is
positioned nearest to the closed end and the
back-up seal nearest the open end of the
piston
Ensure the top surface of the cylinder and
the mating face on the lift cover are clean
and free from scores and burrs
2 Install new '0' rings in the counterbores
of the lift cylinder oil passages and ensure
the two ring dowels are correctly
installed, Figure 21
3 I nsert the forward end of the lift piston
connecting rod into the piston and
position the lift cylinder on the locating
dowels Instal! the retaining bolts and
tighten to the correct torque (See
"Specifications" -Chapter 12)
4 Install the turnbuckle assembly and
connect the rear end to the actuating
lever with the clevis pin and cotter pin
5 Reconnect the selector valve stem to the
selector valve spool Slide the knob over
the stem and tighten the retaining screw
6 Carry out the Draft and Position Control
linkage adjustments (See "Adjustments"
11)

15
iIIII1IIiIIlI----IIIIIIIIIIIJIII




fM

IiiIIIIIIIlI1!IPART 8-HYDRAUUC SYSTEMS--_IIiIIIIIIIIIIIIIIIIlIIIIIIII--_1IfIIIIIIIIIIII1IIIIIIIIIlIIII1!aIII!l

D PFHORITY VALVE OVERHAUl-

FORD 5610, 6610, 6110.1610 & n10 MODE.lS

REMOVAL 3 Place the priority valve on a clean

bench with the lower face exposed
NOTE The priority valve pack can be removed
from the hydraulic lift cover and serviced as a
","p.I'j('jr,Hlp. item

DISASSEM Bl Y

Disconnect the feed tube from the auxiliary With reference to Figure 23
pump, the pilot line from the remote control
valve and the feed to the remote control
valve at the connections on the priority IMPORTANT To aid disassembly mark a
valve pack, Figure 22 reference on the top of the valve pack housing
Cap or plug all exposed connections pointing towards the front of the tractor

2 Withdraw the retaining bolts and carefuly Discard the '0' -rings located in the
lift the priority valve pack off the lift cover counterbores of the various oil passages

Figure 22 Figure 23
Priority Valve Pack Priority Valve Pack Assembly
A To Front of Tractor 1 Check Valve Stop (Auxiliary Pump Circuit)
2 Check Valve Spring (Auxiliary Pump Circuit)
1 Priority Valve Pack
3 Check Valve Ball (Auxiliary Pump Circuit)
2 Feed to Remote Valve Connection
4 Pilot Line Connection
3 Pilot Line Connection (from Remote Valve)
5 Unload Valve
4 Feed from Auxiliary Pump Connection
6 Combining (Sequencing) Valve
7 Combining (Sequencing) Valve Spring
8 Unload Valve Spring
9 Flow Control Valve Spring
10 Flow Control Valve
11 Check Valve Stop
12 Check Valve Spring
13 Check Valve
14 Priority Valve Housing

16
-------------------------CHAPTER3-------------------------
The valves are disassembled as follows Check Valve (Auxiliary Pump Circuit)

Unscrew the plug (where fitted) at the front

Check Valve of the check valve locating bore Discard
the plug 'ai-ring
Withdraw the check valve stop, spring and
ball
2 Unscrew the plug at the rear of the check
valve locating bore
Flow Control Valve

Unscrew and remove the large hexagonal 3 Carefully extract the spring, wire stop and
cap nut at the front end of the flow control ball
valve locating bore Beware of the internal
spring pressure Discard the cap nut
'O'-ring

2 Withdraw the spring then unscrew the rear

plug and discard the '0' -ring

3 Carefully push the flow control valve out of

the front of the locating bore

INSPECTION AND REPAIR

Unload Valve
Unscrew and remove the plug from the
front of the unload valve locating bore and
discard the 'a' -ring
Wash all parts in a suitable solvent and dry
clean with a clean lint free cloth or
compressed air

2 Withdraw the spring then use a pair of long
nosed pliers to extract the unload valve
3 Discard the unload valve 'a' -ring
Combining (Sequencing) Valve
Unscrew the cap nut at the front of the
combining (sequencing) valve locating
bore Beware of the internal spring
pressure Discard the cap nut '0' -ring
2 Examine the valves and plugs for wear,
burrs or scratches Any minor burrs or
scratches may be removed with a fine
abrasive, ensure such parts are thoroughly
washed before re-assembly Ensure the
locating bores in the priority valve housing
are not scored Any heavy scoring of the
bores will necessitate installation of a new
priority valve pack
3 Ensure the valve springs are not broken or
damaged

2 Remove the spring and carefully extract the 4 Check all ports and oil passages are free
valve from obstruction

NOTE The combining (sequencing) valve

incorporates an internal relief valve to protect 5 Ensure the valves move freely
the auxiliary pump / remote valve circuit This
valve is set and sealed in manufacture and
should not require any further adjustment 6 Renew all '0' -rings

17
- - - - - - - - P A R T 8-HYDRAULIC S Y S T E M S - - - - - - - - -

RE~ASSEMBLY Unload Valve

IMPORTANT Do not force the valves into Lubricate the unload valve and fully insert
the bores Gentle pressure and rotation will into the locating bore, small end first
ensure ease of assembly

On re-assembly observe the following 2 Insert the spring into the front of the valve
requirements

3 Install the plug and securely tighten

II Coat all '0' -rings with petroleum jelly and
ensure the '0' -rings are correctly located in
the counterbores of the various oil
passages

• Lubricate all parts with hydraulic oil

Combining (Sequencing) Valve

• Install a new 'O'-ring on the pilot
connector, refit and securely tighten
The valves are re-assembled as follows
Lubricate the combining (sequencing)
valve and install into the locating bore,
relief valve end first

2 Insert the spring into the front of the valve

Check Valve

Insert the ball, spring and check valve stop 3 Install the cap nut and securely tighten
into the locating bore

Flow Control Valve

Lubricate the flow control valve then
carefully install into the rear of the locating
bore with the four land section entering
first
Check Valve (Auxiliary Pump Circuit)
Insert the ball into the rear end of the check
valve locating bore then install the spring
and wire stop

2 Insert the spring into the front of the valve

2 Install the plugs (where fitted) and securely
tighten
3 Install the rear plug one thread only

4 Install the front cap nut and securely INSTALLATION

tighten
Installation of the priority valve pack follows
the removal procedure in reverse Securely
5 Fully tighten the rear plug tighten all connections

18
 PART 8
HYDRAULIC SYSTEMS
Chapter 4
HYDRAULIC LIFT COVER ASSEMBLIES
Section Page
A HYDRAULIC LIFT COVER ASSEMBLY -OVERHAUL-
FORD 2610,3610,4110 & 4610 MODELS
B HYDRAULIC LIFT COVER ASSEMBLY -OVERHAUL-
FORD 5610, 6610, 6710, 7610 & 7710 MODELS LESS
LOAD MONITOR 10
C HYDRAULIC LIFT COVER ASSEMBLY -OVERHAUL-
FORD 5610, 6610, 6710, 7610 & 7710 MODELS WITH
LOAD MONITOR 14
A HYDRAULIC LIFT COVER ASSEMBLY-OVERHAUL-
FORD 2610, 3610,4110 & 4610 MODELS

To facilitate hydraulic lift cover removal for
Ford 2610, 3610, 4110 and 4610 Tractors
with Straddle Mount Cab it will be necessary
to disconnect the external hydraulic control
linkage and raise the cab (See "FORD
TRACTOR SAFETY CABS AND PLAT-
FORMS" -Part 11)
REMOVAL
Ensure the lift arms are in their lowest
position
2 Remove the top link and disconnect the
lift linkage by removing the cotter pin
and clevis pin from each of the lift arms
10 Clean the lift cover around the gasket
3 Remove the clevis pin securing the draft
control main spring yoke to the rocker
and swing the rocker away from the yoke
6 Disconnect the auxiliary pump, remote
valve feed and remote valve pilot line
connections at the priority valve pack
(where fitted) Disconnect and remove the
remote valve pilot line from the remote
valves (where fitted) Plug or cap all
exposed ports and connections
7 Withdraw the four bolts and remove the
accessory cover, selector valve or priority
valve pack (where fitted)
8 Remove the trailer brake coupler support
bracket, feed pipe and trailer brake valve
(where fitted)
9 Disconnect the assistor ram feed pipe
(where fitted) at the 'T' -junction to the rear
left-hand side of the lift cross-shaft
joint Remove the remaining securing
bolts noting their lengths and relative
positions

4 Remove the seat assembly (less cab) and
install a lifting oracket to facilitate removal
of the lift cover
5 Disconnect the selector valve auxiliary
services feed pipe (where fitted) at the
valve and rear axle housing locations
Remove the pipe and plug the exposed
valve port
IMPORTANT For the Ford 4110 and 4610,
the top flow control pipe must be pushed
down to facilitate removal of the lift cover
11 Carefully remove the lift cover from the
tractor to avoid damage to the top flow
control pipe, the internal lift linkage, the
flow control valve linkage and the lift
cyl i nd er safety va Ive for the Ford 4110
and 4610 models

1
 1':IUIIIIJIIIlIIIIIIIiIIIIllllllliillllllilllllllllllllllllllllllllira'lllilllllllllllllll\llPART a-HYDRAULIC SYSTEMS.'_lIiIIIIIIIIIIIllllllillllllliiillililllllilllllllllllllillllllllllllll!l!lillllllllllll!llllEllll!lllO\l
ilflIIl_11IIII1

figure 1 Figure 2
Check Valve location Check Valve Assembly
1 Lift Cover Sleeve 4 Check Valve Spring
2 Check Valve Plug (Reference only) Housing
2 Check Valve Seat 5 '0' Ring
3 Spring 6 Ball

DISASSEMBLY
Ford 2610, 3610, 4110 and 4610 With 5 Remove the snap ring from the end of the
Straddle Mount Cab draft lever to actuating lever pivot pin,
Remove the control levers, connecting Figure 3
linkage, draft and position control discs
and quadrant bracket (See "Hydraulic
Lift External Control Linkage" - Chapter
10)

6 Remove the four bolts securing the lift

2 Secure the lift cover assembly in a vice
cylinder assembly to the lift cover
with the lifting bracket atttached to the lift
cover and gripped in the jaws

3 Remove the check valve plug positioned

7 Move the lift arms to the raised position
in the front face of the lift cover, Figure 1
and remove the lift cylinder by carefully
lifting and moving sideways thereby
enabling the draft lever to disengage from
4 Withdraw the check valve spring housing, the pivot pin
spring and ball from the lift cover Remove
and discard the 'O'-ring, Figure 2 Use a
hooked piece of wire to extract the nylon
seat
8 Withdraw the three bolts securing the
bracket to the rear of the lift cylinder
Carefully remove the bracket together
NOTE: The sleeve, as shown in Figure 2, is with the control valve, control valve
pressed into the lift cover in manufacture and spring, control valve lever, torsion spring
cannot be extracted in Service and actuating lever, Figure 4

2
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ CHAPTER 4 _1111111111111_ _ _ _IIIIII!IIIIIIII!IIIIII!I!IIIIIIIIIIIIII_ _ _IIIIIIIIIIIIiIIIIIIIEZZD

Figure 3 Figure 4
Removing Draft Lever to Actuating Lever Control Valve and Actuating Linkage
Pivot Pin Snap Ring
1 Pivot Pin 6 Control Valve Spring
1 Pivot Pin 4 Roller 2 Actuating Lever 7 Control Valve
2 Snap Ring 5 Actuating Lever 3 Torsion Spring 8 Bracket
3 Draft Lever 4 Control Valve Lever 9 Actuator
5 Snap Ring 10 Actuator Pin

9 Remove the actuator pin snap ring, the

actuator pin and the actuator Then
compress the control valve spring and
carefully slide the control valve face off
the bracket

10 Mount the actuating linkage in a vice as

shown in Figure 5

11 Remove the adjustable stop nut and

lockwasher and, whilst applying pres-
sure to the actuating lever, withdraw the
eccentric Relax the pressure on the
actuating lever and allow the torsion
spring to unwind

12 Remove the snap rings between the

levers and the bracket Figure 5
Removing the Adjustable Stop Eccentric
13 Extract the lever pivot pin from the
1 Eccentric 4 Pivot Pin
bracket then remove and separate the 2 Torsion Spring 5 Adjustable Stop Nut
two levers and the torsion spring 3 Snap Rings 6 Actuating Lever

3
_1IIII!IIIIII_1IIIIIIIII1IIIIIIIIII1IIIIIIIIII_IIIIIIIIIIIIIIIIIIIII1IIIIIIIIIIIIIIIIIIJIIIIIIi1I11111!l PART 8- H YO RAU Lie SYSTE M SIllllllllllIlllllllllllIllillilllll_ _l!IIIIIIII!IlMInnu_ _ _IlIIIIIIIIIII!&I!!III!IIiIIII&~

Figure 6 Figure 1
Removing Draft Control Plunger Control Levers and Quadrant Assembly
1 Draft Lever 3 Draft Control Plunger 1 Quadrant 6 Spring
2 Draft Control Link 4 Lift Arms in Lower 2 Support 7 Retaining Nut
Position 3 Friction Discs 8 Position Control Lever
4 Spacer(s) 9 Draft Control Lever
5 Cup Washer

14 Unscrew the yoke at the rear of the draft 16 Bend back the locking tabs on the lift
control main spring arm retaining UnScrew the baits
and remove the lift arms

Ford 2610 and 3610

(a) Remove the lift cross-shaft from the

Remove the three bolts securing the draft left hand side of the lift cover Slide the
control main spring housing Slide the two bushings and '0' ring off the left
housing, draft contra! main spring, spring hand end of the shaft Discard the '0'
seat and shims over the draft control main ring
spring plunger

(b) Remove the lam arm and the thrust

washer positioned at the hand side
of the ram arm

15 Place the lift arms in the lower position (c) Remove the two bushings and '0' ring
and pull the draft control plunger, draft from the cross-shaft locating bore in
control link and draft lever assembly the right hand side of the lift cover
through the housing, Figure 6 Discard the '0' ring

4
--------------------------CHAPTER4-------------------------

Figure 8 Figure 9
Removing and Installing Control Lever Shafts Control Lever Shafts and Rollers
and Rollers 1 Position Control Lever Shaft
1 Position Lever 2 Position Lever
2 Draft Control Roller 3 Draft Control Lever Shaft
3 Draft Control Shaft 4 Shaft Key
4 Position Control Shaft 5 Position Control Rollers
5 Position Control Rollers 6 Cam
7 Snap Ring
8 '0' Ring
9 Washer

Ford 4110 and 4610 Remove the nylon 18 Remove the two bolts securing the
thrust washers then extract and discard the su pport to the lift cover and withd raw the
seals positioned within the outer ends of the support over the control lever shafts
cross-shaft bushing locating bores Discard the support gasket

17 Ford 2610, 3610, 4110 and 4610 Less

Straddle Mount Cab 19 Withdraw the control lever shafts and
rollers from the centre of the lift
cover, Figure 8

(i) Remove the position control lever

retaining nut, spring, cup washer,
20 Separate the shafts then remove and
position control lever and friction
discard the '0' ring from the position
disc, Figure 7
control lever shaft

(ii) Withdraw the two bolts securing

the quadrant to the support and 21 Remove the snap ring from the draft
remove the quadrant, friction disc, control lever shaft and remove the cam,
draft control lever and quadrant to the shaft key and the position control
support spacer(s) rollers, Figure 9

5
1flIIIlIIIII1IiI1II1IIIIII1IIIIIIIIIII-----IiIIIIIIIIIIIiIllillPART 8-HYDRAUUC SYSTEMSIlllllllllllllIlllllllllllllIllilll'1JlllllIIIIIIIIiIIIII_IIIIIIIIIIIIIII!!l!I1ItIIIIII_-1111111

Figure10 Figure 11
Removing Cross Shaft Left-hand Bushing- Removing Cross Shaft Right-hand Bushing-
Ford 4110 and 4610 Ford 4110 and 4610
1 Press 3 Spring Washer 1 Press 2 Sleeve
2 Sleeve 4 Thrust Washer

LIFT CROSS-SHAFT BUSHINGS- 4 Locate the lift cover in the press as

FORD 4110 & 4610 shown in Figure 11

The Ford 4110 and 4610 models have single 5 Ensurethesleeve remains located adjacent
cross-shaft bushes pressed into each of the to the squared shoulders at the left hand
lift cross-shaft locating bores The cross- end of the cross shaft centre splines then
shaft carries a sleeve, adjacent to the left press the cross shaft through the housing
hand end of the centre splines, which is until the sleeve has ejected the right hand
used to effect removal of the bushings bushing

Locate the lift cover in a press as shown in Take care to ensure the cross-shaft does
Figure 10 not drop Release the press

NOTE Always ensure the support blocks

are far enough apart to allow the bushing !NSPECTION AND REPAIR
to be expelled
Wash all parts in a suitable solvent and
2 Press the cross-shaft through the housing dry with a clean lint free cloth or
until the sleeve has ejected the left hand compressed air
bushing Take care to ensure the cross-
shaft does not drop Release the press 2 Examine linkage components for burrs,
wear or damage Any minor burrs should
3 Withdraw the cross shaft then remove the be removed with a fine abrasive, ensure
ram arm, spring and thrust washer from such parts are thoroughly washed before
the lift cover re-assembiy

6
 Figure 12
Installing Cross Shaft Right-hand Bushlng-
Ford 4110 and 4610
1 Press 3 Bushing
2 Locator Tool No FT 8605 4 Sleeve
or 6209
3 Ensure the springs and spring washer are
not chipped, damaged or broken
4 Confirm the draft lever pivot slides easily
in the slotted draft control link
5 Ensure the position control rollers swing
freely from the shaft
6 Check all rollers are free to revolve
7 Check all other components for freedom
of movement
8 Renew all '0' rings and seals
9 Examine the check valve components and
ensure the ball moves freely in the check
valve housing
IM PO RTANT Ensure the check valve seat
is of the correct type and does not incorporate
any radial holes between the lands
1
Figure 13
Cross Shaft Left-hand Bushing-
Ford 4110and 4610
1 Press 4 Ram Arm
2 Spring Washer 5 Bushing
3 Thrust Washer 6 Block of Wood
RE-ASSEMBlY
Re-assembly of the lift cover components
follows the disassembly procedure in reverse
except for the following
LIFT CROSS-SHAFT BUSHINGS-
FORD 4110 & 4610
Lubricate the lift cross-shaft and bushi ngs
then locate the lift cover in the press as
shown in Figure 12, with Bushing Loca-
tor Tool No FT 8605 or 6209 positioned
in the right hand bushing bore
2 Ensure the sleeve remains located ad-
to the squared shoulders at the left
hand end of the cross-shaft centre
spli nes then press the cross-shaft through
the housing until the sleeve has forced the
bushing into the bore and against the
locator
3 Release the press, withdraw the cross-
shaft and remove the locator tool
--------PART 8-HYDRAUUC SYSTEMS-_ _ IIiIIIIIIIIlIIIIlllllllllllIlllllllllllliiIllllllllllllIllllllllllll-

Figure 14 Figure 15
Location of Cross Shaft Left-hand Check Valve Installed
Ford 4110 and 4610 1 Lift Cover
1 Press 4 Thrust Washer 2 Check Valve Plug
2 Locator Tool No FT 8605 5 Bushing
or 6209 6 Block of Wood
3 Spring Washer

4 Remove the sleeve from the cross-shaft IMPORTANT Ensure the spring washer is
centra/ised over the bushing
5 Position the ram arm, spring washer and
thrust washer in the lift cover and install
the lift cross-shaft with the chamfer at
the right hand end of the centre splines Release the press and remove the block
centri ng fi rst of wood and locator tool

6 Pass the sleeve down the shaft and

centralise the spring washer to enable
the sleeve to drop through into the ram
arm casting CHECK VALVE SEAT

7 Place the bushing over the left hand end
of the cross-shaft and, using a block of
wood, press the bushing into the locating
bore untii the wood abuts the end of the
cross-shaft, Figure 13 Release the press
and remove the block of wood
8 Push the right hand end of the cross-shaft
upwards and place the locator tool over
the projecting left hand end of the
cross-shaft and against the bushing
9 Using the block of wood, press the
bushing into the locating bore until the
locator tool abuts the lift cover, Figure 14
Use a tube of suitable diameter to press the
check valve seat fully into the locating bore
to abut the internal sleeve
IMPORTANT:Ensure the chamfered internal
diameter of the seat faces outwards
2 install the new '0' -ring on the check valve
spring housing then install the check valve
ball, spring and housing Replace and
securely tighten the check valve plug,
Figure 15

8
When re~assembling the lift cover compoll-
ents observe the following

@ Renew all '0' rings, seals and gaskets

@ Ensure the draft control plunger is

cOirectly located on the pin guide in the
roof of the lift cover

@ Tighten the check

torque, see
Chapter 12

@ Ensure the master splines in the ram arm

and lift arms are with the
corresponding splines on the lift cross-
shaft, Figure 16 16
Installing Lift Cross~Shaft - Ford 2610 & 3610
IIiI For the Ford 4110 and 4610, lubricate
1 Master Splines
the lift cross-shaft sealing rings and 2 Shaft Bushings and '0' Ring
thrust washers 3 Lift Cross-Shaft
4 Lift Cover
\I Check the actuating lever and control
valve lever are operating freely

" After installing the retaining washer,
locking tab and bolt to each end of the
lift cross-shaft, tighten one bolt fully
then loosen one turn Tighten the second
bolt sufficiently to eliminate end float
of the cross-shaft without binding then
secure the tab locks
/It Correctly position the flow control valve
override actuating cam on the draft
control shaft, see Chapter 11, Figure 4
• Carry out the following adjustments as
detailed in Chapter 11
(i) Draft Control Main Spring Adjust-
ment
(ii) Hydraulic Control linkage Setting
Adjustments
(iii) Flow Control Valve Cam Follower
(iv) Draft Control Selector Shaft

e On assembly lubricate the spaces between INSTALLATION

the position control lever shaft, draft
control lever shaft and the shaft support
e Grease the connecting rod spherical ends
IMPORTANT Ensure grease does not
contaminate the friction discs
e After re-assembly adjust the position
control lever retaining nut to maintain a
pull of 10--121bf (45-53N) (45-54 Kgf)
atthe handle ofthe draft control lever when
the lever is moved through an arc of 4-5 in
(100-125 mm) around the quadrant
periphery as measured from the bottom
stop
I nstallation of the hydraulic lift cover
assembly follows the removal procedure
in reverse On installation ensure the
vented bolts are cleaned and installed
in the two lower locations when securing
the draft control main spring housing
NOTE· When lowering the lift cover, place
a steel rule in the groove between the cam
adjuster and the cam follower and rest on
the rear axle centre housing Remove the rule
just prior to correct positioning of the lift
cover, thus ensuring the cover does not drop
heavily on the override adjuster

9
1IIIIIIIIIIIII---IiIIIIIIIiIIIII----IlllllliCPART 8-HY[,RAULIC SySTEMS-illllllllllllllIIIiIIIIIIIII-----11111111111!111
B HYDRAULIC LIFT COVER ASSEMBlV-OVERHAUl-
FORD 5610. 6610, 6110, 7610 AND n10 MODELS LESS LOAD MONITOR
To facilitate lic lift cover lemova!
for Ford 5610, 6610 and 7610 Tractors with
Straddle Mount Cab and Ford 6710 and 7710
Tractors with C.f less Flat Deck
it wi!! be necessary to disconnect the external
hydraulic control and tilt the cab
forward or lift the rear end of the platform
(See "FORD TRACTOR SAFETY CABS
AND PLATFORMS-Part 11)
REMOVAL
Ensure the lift arms are in their lowest
position
2 Remove the top link and disconnect the lift
linkage by removing the cotter pin and
clevis pin from each of the lift arms
Disconnect the hydraulic lift assistor ram
assembly (where fitted) See" ACCES-
SORIES AND GENERAL" - Part 13
3 Extract the spring clips then remove the
clevis pin securing the draft control main
spring yoke to the rocker and swing the
rocker away from the yoke
4 Withdraw the two bolts retaining the trailer
brake coupling support bracket and pipe
(where fitted) Disconnect and remove the
remote control valves, support brackets
and pipework
5 Withdraw the two bolts securing the oil
cooler feed tube to the front of the
hydraulics lift cover and the third bolt
retaining the auxiliary services selector
valve actuating lever Remove the lever
assembly
6 Disconnect the auxiliary pump, remote
valve feed and remote vaive piiot line
connections (where fitted) at the priority
valve pack
10
WARNING: Beware of check valve spring and
stop being ejected when the remote valve feed
line is disconnected
Plug or cap exposed ports and connections
7 Withdraw the bolt securing the rear
transmission dipstick support bracket to
the hydraulic lift cover
8 Disconnect the trailer brake feed tube at
the trailer brake valve
9 Withdraw the bolt securing the trailer
brake reservoir support bracket (where
fitted) to the hydraulic lift cover Place the
reservoir in a safe location Withdraw the
bolts securing the trailer brake valve to
the support bracket Pull the support
bracket upwards and clear of the top
cover
10 Disconnect the hydraulic lift assist ram
connecting hose (where fitted) from the
live tapping port on the hydraulic lift
cover
11 Ford 5610, 6610 and 7610 less Straddle
Mount Cab
Remove the seat assembly by with-
drawing the securing bolts
Ford 5610, 6610 and 7610 with Straddle
Mount Cab
If the cab has not been removed, discon-
nect the hydraulic lift controls and
connecting linkage (See "Hydraulic lift
External Control Linkage" Chapter 10)
Ford 6710 and 7710
If the cab or platform has not been
removed, to aid removal of the hydraulic
lift cover, disconnect and withdraw the
hydraulic lift lever shaft by removing the
two securing boits at the cross-shaped
coupler
12 Install a lifting bracket to facilitate
removal of the lift cover
1IIIIIIII_ _ _IIIIlIIIIiIIIIIIIiIIIIIIIIIIIIIIIIlI_ _ _ _liilIIIIIIIIllllillllllllllllllllllllllllllllllIIIIIiI CHAPTER 411111111111111111111111111l111111111111l1111111111FllllllllllllllllllllllllllllllllllllllllllllllllllllllllallllIIlIIIIIIIIlIIIIIII!!lllllllUllllIIIIIIIIII_1IIIIIIIII1IIIIIIlIIJIIIi

17 Figure 18
Removing Control Valve Turnbuckle Draft and Position Control Linkage
1 Intermediate link 4 Selector Arm
1 Clevis Pin 3 Control Valve
2 Control Rod Link 5 Actuating Lever
2 Actuating Lever 4 Turnbuckle Assembly
3 Control Rod and Roller 6 Position Control Link

13 Clean the lift cover around the gasket 5 Carefully slide the actuating lever and
joint, remove the fifteen securing bolts control rod and roller assembly off the
and raise the lift cover assembly clear of support pins and withdraw Remove the
the centre housing care not to circlip to separate the actuating lever from
damage or lose the lift pressure tube the control rod and roller assembly
14 Remove the lift cover from the tractor
and place on supports with the internal 6 Disconnect and remove the selector link
linkage facing upwards Ensure the tension spring
assembly is not resting on any of the
controls 7 Remove the cirdip attaching the position
control !ink to the intermediate link
DISASSEM Bl Y

NOTE All of the internal control linkage 8 Remove the circiip attaching the selector
(except for the selector arm) can be removed link to the draft control plunger
with the lift cylinder, lift cross-shaft and arms
in place To remove the selector arm, it will be 9 Remove the draft control plunger central~
necessary to remove the lift cylinder ising bolt and selector link tension spring
bracket
Remove the clevis pin and cotter pin from
the control valve turnbuckle and lift the 10 Turn the draft control plunger to facilitate
turnbuckle assembly out of the contra! removai of the selector link and interme-
valve, Figure 17 diate link assembly Remove the two
2 Withdraw the retaining pins and remove circlips to the intermediate link
the lift cylinder connecting rod from the selector link

3 Remove the split pin and washers retain- 11 Unscrew the large external retaining nut
ing the selector arm to the control rod link, and withdraw the eccentric shaft
18 assembly
4 Remove the circiip attaching the
actuating lever to the end of the lift control 12 Withdraw the position control link and
lever shaft spacer

11
_ _ _ _ _ _ _ _ _1I'IIIIIIIIIIII1IiII'Il PART 8-HYDRAULIC SVSTEMSlIIlIIIIiIIlIliIIIIIIIIIIIll'lllllllllllllIIIIiIIIIIIlIIIIIIIIIIIIIIlIIIII1IIIIIII_ _-

NOTE: The selector arm can only be

withdrawn when the lift cylinder is removed

16 Bend back the locking tabs on the lift arm

retaining boits, unscrew the bolts and
remove the lift arms

17 Extract the dust seal from each of the lift

cross-shaft locating bores

18 Support the ram arm and use a soft

headed hammer to drive the lift cross-
shaft out of the cover Remove the ram
arm and withdraw the bushings from the
shaft
Figure 19
Control levers and Quadrant Assembly
1 System Selector lever 5 Quadrant Support 19 Use the lift cross-shaft and soft headed
2 Bolt 6 Nut hammer to remove the remaining two
3 Friction Disc 7 Quadrant bushings from the other side of the cover
4 Washer 8 lift Control Lever

NOTE The draft control mainspring should

13 Remove the lift control lever retaining nut not normally require attention However,
and washer Beware of the internal spring removal may be effected by unscrewing the
pressure yoke, loosening the set screw and removing
Ford 5610 and 6610 Less Straddle Mount
the large hexagonal retainer nut (See
"Adjustments"-Chapter 11)
Cab

(a) Remove the control lever and friction

disc, Figure 19
20 Unscrew and remove the lift cover
breather cap
(b) Withdraw the two quadrant retaining
bolts then rotate the quadrant
assembly to disengage the system
INSPECTION AND REPAiR
selector lever and effect withdrawal

Ford 5610 and 6610 with Straddle Mount

Cab Wash all parts in a suitable solvent and
Withdraw the retaining bolts and with- dry with a clean lint free cloth or com-
draw the support pressed air
Ford 6710and 7710
Remove the lift control support 2 Examine linkage components for burrs,
assembly (See "Hydraulic Lift External wear or damage Any minor burrs should
Control Linkage" Chapter 10) be removed with a fine abrasive, ensure
14 Withdraw the lift control lever shaft, such parts are thoroughly washed before
spring and washers from the inside of the re-assembly
top cover, Figure 20
15 Use a pin punch to knock out the two pins 3 Confirm freedom of movement in the
retaining the system selector lever handle linkage components
to the selector arm shaft Remove the
selector lever handle 4 Ensure the springs are not damaged

12
------------------------CHAPTER4--------------------____

Figure 20
Selector Linkage Assembly
1 Eccentric Shaft 6 Selector Arm
2 Selector Link 7 Control Rod Connector
3 Intermediate link 8 Actuating Lever
4 Control Rod Link 9 Lift Control Lever Shaft
5 Control Rod and Roiler 10 Position Control Link

RE-ASSEMBlY • Ensure the master splines in the ram

Re-assembly of the lift cover components
follows the disassembly procedure in reverse
When re-assembling the lift cover compon-
ents observe the following requirements
• After installing the retaining washer,
II Renew ali '0' rings, seals and gaskets
• Lubricate the connecting rod, selector
linkage components, lift cross-shaft
bushes, draft control spring and plunger
(if removed)
e Renew the draft control yoke dust
seal (if removed)
arm and lift arms are aiigned with the
corresponding splines on the lift cross-
shaft
locking tab and bolt to each end of the lift
cross-shaft, tighten one bolt to a torque of
20-30 Ibfft (27 -41 Nm) (2 8-4 1 Mkg)
and secure the locking tab Tighten the
bolt on the other side until the lift arms fall
slowly under their own weight then secure
the locking tab

e Push the inner end of the lift control lever

• After re-assembly adjust the lift control
shaft outwards, compressing the internal
lever retaining nut to maintain a puli of
spring to facilitate engagement of the
10-161bf (45-71 N) (45-73 Kgf) at the
control lever on the flats at the outer end of
handle when the lever is moved through
the shaft
anarcof4-5in (100-125mm) aroundthe
• Ensure the control rod roller is centralised quadrant periphery as measured from the
on the selector link. bottom stop

13
---------PART 8-HYDRAULIC SYSTEMS -------~-
• Carry out the following adjustments as
detailed in Chapter 11
(i) Draft Control Main Spring Adjust-
ment
(ii) Hydraulic Control Linkage Setting
Adjustment
C HYDRAULIC LIFT COVER ASSEMBLY-OVERHAUL-FORD 5610,
6610,6710,7610 & n10 MODELS WITH LOAD MONITOR
To facilitate hydraulic lift cover removal
for Ford 5610, 6610 and 7610 Tractors with
Straddle Mount Cab and Ford 6710 and 7710
Tractors with or less Flat Deck Cab, it will be
necessary to disconnect the external hydrau ~
lic control linkage and tilt the cab forward
or lift the rear end of the platform (See
"FORD TRACTOR SAFETY CABS AND
PLATFORMS" Part 11)
The hydraulic lift cover removal procedure for
the Ford 5610, 6610, 6710, 7610 and 7710
models with Load Monitor is the same as that
for the equivalent models less Load Monitor
except for the following requirement
• When raising the lift cover assembly clear
of the centre housing, raise the cover
approximately 3 5 in (89 mm) and detach
the load monitor strut from the selector
linkage assembly before removing the
cover from the tractor
DISASSEMBLY
The hydraulic lift cover disassembly procedure
for the Ford 5610, 6610, 6710, 7610 and 7710
models with Load Monitor is the same as that
for the equivalent models less Load Monitor
except for the following requirement
• In order to withdraw the selector linkage
assembly, it will first be necessary to
remove the circlip attaching the draft
control connector link to the draft control
plunger, Figure 21
NOTE: For models with Load Monitor there is
no intermediate link connecting the position
control link to the selector link.
14
INSTALLATION
Installation of the hydraulic lift cover
assembly follows the i emova:
in reverse Prior to final assembly, install
new '0' rings and position the lift pressure
tube in the top face of the centre housi ng
INSPECTION AND REPAIR
The hydraulic lift cover inspection and repair
procedure for the Ford 5610, 6610, 6710, 7610
and 7710 models with Load Monitor is the
same as that for the equivalent models less
Load Monitor
RE-ASSEMBLY
The hydraulic lift cover re-assembly procedure
for the Ford 5610, 6610, 6710, 7610 and 7710
models with Load Monitor is the same as that
for the equivalent models less Load Monitor
except for the following requirement
• After installing the selector linkage
assembly, be sure to replace the circlip
attaching the draft control connector link
to the draft control plunger, Figure 21
INSTALLATION
The hydraulic lift cover installation procedure
for the Ford 5610, 6610, 6710,7610 and 7710
models with Load Monitor is the same as that
for the equivalent models less Load Monitor
except for the following requirement
• Before finally lowering the lift cover
assembly on to the centre housing,
reconnect the load monitor strut to the
selector linkage assembly
-------------CHAPTER 4 - - - - - - - - - - - - -

Figure 21
Selector Linkage Assembly
1 Draft Control Plunger 6 Selector Arm
2 Draft Control Connector Link 7 Control Rod Connector
3 Selector Linkage Assembly 8 Actuating Lever
4 Control Rod Link 9 Position Control Link
5 Control Rod and Roller 10 Eccentric Shaft

15
--------PART 8-HYDRAULIC SYSTEMS---------

16
 RT 8
YD UllC S STE S

Chapter 5
FLOW o OL VALVE PLATE AND LINKAGE

Section Page
A FLOW CONTROL VALVE PLATE AND UNKAGE~
DESCRIPTION AND OPERATION-FORD 2610,3610,
4110 & 4610 MODELS
B FLOW CONTROL VALVE PLATE AND UNKAGE-
OVERHAUl- FORD 2610,3610, 4110 & 4610 MODELS 2

A. FLOW CONTROL VALVE PLATE AND UNKAGE-

DESCRIPTION AND OPERATION - fORD 2610, 3610. 4110,
& 4610 MODELS

The high capacity, manually operated, flow

control valve and the oil cooler valve are both
housed within a plate located at the top right-
hand side of the rear axle centre housing,
Figure 1

The flow control valve controls the volume of

oil flowing to the lift cylinder and/or auxiliary
equipment and is featured for the following
models

• Ford 2610 and 3610 models with the engine

mounted single gear type pump

• All Ford 4110 and 4610 models with singie or

dual pumps

The Ford 2610 and 3610 models with the lower

figure 1
output engine mounted piston type pump do
Flow Control Valve Plate Assembly-
Ford 4110 and 4610 not have an oil cooler or flow control valve
1 Retaining Bolts
2 Cooier Valve Location The Ford 2610 and 3610 models with the
3 Restrictor engine mounted tandem gear type pump have
4 Outlet to Oil Cooler
5 Flow Control Valve Location a plate which houses an oil cooler valve,and a
6 Flow Control Knob dummy flow control valve

1
 oil flow is established by a NOTE The Ford 4110 and 4610 models with
rocking control knob which moves through the single transmission mounted gear type
an angle of 45" to a pump do not feature a transmission oil cooler
slow flow (S) in the forward position and a or oil cooler valve, the system exhaust oil being
fast flow ( in the rearward position The returned through the cooler
control knob is attached to the end of a directly to the reservoir
restrictor shaft (For oi I flow refer to
1 )

B. FLOW CONTROL VALVE PLATE AND UNKAGE-OVERHAUl-

FORD 2610, 3610, 10 & 4610 MODELS

REMOVAL NOTE: For the Ford4110and4610models, the

pressure relief valve is situated in the
transmission mounted hvdraulic pump
housing and will not require removal
With reference to Figures 2 and 3

4 Slacken the four flow control valve

Repairs which necessitate removal of the
plate retaining bolts, Figure 1
flow control valve plate can only be effected
after the Iift cover has been removed

Ford 2610 and 3610

I

To remove the oil cooler valve on a Ford 26100r

3610 model, it will first be necessary to remove
the flow control valve plate Disconnect the oil cooler feed tube from the
flow control valve plate

Drain the hydraulic oil from the rear axle

centre housing for Ford 2610 and 3610 5 Withdraw the return feed pipe from the
models only centre housing top face

2 Remove the lift cover assembly (See 6 Disconnect the override link spring
Chapter 4-Section A) from the override link

3 Remove the pressure relief valve from

the bottom right-hand side of the rear 7 Extract the flow control overnde adjuster
axle centre housing for Ford 2610 and and cam follower assembly from the
3610 models only centre housi ng top face

2
 Figure 2 figure 3
Flow Control Valve Plate Assembly Flow Control Valve Plate Assembly
Installed Ford 2610 and 3610 with Installed Ford 4110 and 4610 with
Mounted Gear Type Pump Transmission Mounted Gear Type Pump
Flow Control Override Adjuster and Cam Flow Control Override Adjuster and Cam
Follower Assembly Follower Assembly
2 Override Link Return Spring 2 Override Link Return Spring
3 Restrictor 3 Restrictor
4 Snap Ring 4 Snap Ring
5 Lower Feed Pi pe 5 Oil Exhaust Tube
6 Oil Exhaust Tube 6 Centre Housing Top Face
7 Clip 7 Top Flow Control Pipe
8 Top Flow Control Pipe 8 Return Feed Pipe
9 Return Feed Pipe
10 Centre Housing Top Face

8 Disconnect the flow control override
link from the restrictor by removing
the snap ring
11 Slacken the relief valve baffle retaining
bolt, remove the 'C' clip and push the
lower feed pipe downwards a sufficient
distance to facilitate removal of the
flow control valve plate

9 Remove the oil exhaust tube dip and

disconnect the tube, Figure 2
NOTE: For the Ford 4110 and 4610 models the
oil exhaust tube is retained by a nut which must
be removed and the tube disconnected, see
Figure 3
NOTE: For the Ford 4110 and 4610 models
the lower feed pipe is externally located
at the base of the flow control valve plate
To effect removal of the plate, the 'c' clip
must be removed and the pipe pushed
upwards until clear of the hydraulic pump

12 Remove the four retaining bolts and

10 Withdraw the top flow control pipe withdraw the flow control valve plate
from the centre housing top face from the rear axle centre housing

3
-=-------- PART a-HYDRAUUC SYSTEMS----lIIIiIIIIIIIIIIlIIIIlIIIIIIIIlIIIIIIIIIIIIIllTllllllllmll

Figure 4
Flow Control Valve Plate Disassembled-Ford 2610 and 3610
1 Oil Cooier Valve Plug 8 Flow Control Valve Sea!
2 Oil Cooler Valve Seal 9 Flow Control Valve Plug
3 Oil Cooler Valve Spool 10 Flow Control Valve Spring
4 Flow Control Valve Knob 11 Restrictor Shaft
5 Roll Pin 12 Restrictor
6 Spring 13 Restrictor Retaining Pin and Seal
7 Flow Control Valve Plunger 14 Oil Cooler Valve Spring

DISASSEMBLY 6 Extract the flow control valve plunger

With reference to Figure 4

7 Extract the roll pin and remove the flow
control knob (or leverfor with cab models)
Remove the oil cooler valve plug and and spring from the end of the restrictor
seal shaft

IMPORTANT: Tractors with trailer brakes

2 Withdraw the spring from the oil cooler
have a unique grey coloured control knob
valve housing
or a handle with the roll pin locating hole set
at 39° to the lever centre line
3 Extract the oil cooler valve spool
8 Withdraw the restrictor pin and seal and
extract the restrictor and shaft from the
4 Remove the flow control valve plug rear of the plate Remove and discard the
and seal shaft '0' ring seal

5 Withdraw the spring from the flow control

valve housing 9 Remove and disca!d the plate gasket

4
------------------------CHAPTER5------------------------
INSPECTION AND REPAIR
Wash all parts in a suitable solvent and
dry with a clean lint free cloth or
compressed air
2 Examine the valve for wear, burrs or
scratches Any minor burrs or scratches
may be removed with a fine abrasive,
ensure such parts are thoroughly washed
before re- assembly
3 Ensure the valve bores are not scratched
as heavy scoring will necessitate in-
stallation of a new flow control valve
plate
4 Check the valve springs are not broken
or damaged
5 Ensure all oil passages are free from
obstruction
6 Check the valves move freely in their
bores
7 Renew the gasket, all 'a' rings and
seals
RE-ASSEMBLY
1 The re-assembly of the flow control
valve plate components follows the
disassembly procedure in reverse
5
On re-assembly observe the following re-
quirement
• Ensu re the flow control valve restrictor
and the flow control valve housing have
the same colour code The housing is
colour coded on the internal face in the
area of the restrictor locating bore and the
restrictor is colour coded on the shank
(For restrictor sizes, see "Specifications"
-Chapter 12)
• Ensure the flow control valve plunger
and the flow control valve housing have
the same colour code The housing is
colour coded in the area of the plunger
locating bore and the plunger is colour
coded on the shank (For plunger sizes,
see "Specifications" -Chapter 12)
INSTALLATION
The installation of the flow control valve
plate follows the removal procedure in
reverse
NOTE: For the Ford2610and3610, if the lower
pressure tube is removed, fit new 'O'-rings and
install the tube from beneath the centre
housing.
2 Adjust the flow control override adjuster
(See "Adjustments" -Chapter 11)
3 Fill the rear axle with the correct grade
and quantity of oil (See "Specifications"
-Chapter 12)
- - - - - - - - PART 8-HYDRAULIC S Y S T E M S - - - - - - - - -

6
 p

Section
A OIL FilTER SUPPORT ASSEMBLY-OVERHAU
FORD 4110 & 4610 MODELS
B HYDRAUUC PUMP OIL iNTAKE TUBE OVERHAUL -
FORD 5610, 6610, 6710, 7610 & 7710 MODELS 2

A Oil FILTER SUPPORT ASSEMBLY-OVERHAUL FORD 41'U) &

MODELS

REMOVAL 3 Withdraw the three support

retaining bolts
Ford 4110 and 4610 less Straddle Mount Cab

Repairs which necessitate removal of the

oii filter support assembly can only be
effected after the left hand platform and
support brackets have been removed

With reference to Figure 1

Drain the hydrauiic oil from the rear axle
centre housi ng

2 Unscrew and remove the filter

Ford 4110 and 4610 less Straddle Mount

Cab
Disconnect the dutch release rod clevis
from the ciutch and the
clutch pedal sufficient distance to disen-
gage and remove the return spring

Ford 4110 and 4610 with Straddle Mount Figure 1

Oil Filter Support Assembly Installed-
Cab Ford 4110 and 4610
Remove the oii level indicator tube 1 Transmission Mounted Hydraulic
2 Bolts
retaining bolt, unscrew the union and 3 Oil Filter and
separate the tube from the manifold 4 Tube
4 Carefully puH the support assembly 3 Check the support and tube for cracks
and tube from the centre housing or damage

5 Remove and discard the gasket 3nd tube

4 Renew the "0" rings and gasket
"0" seals

~NSPECTION AND REPAIR INSTALLATION

Wash ail parts in a suitable solvent and The instailation of the oil filter support
dry with a Hnt free cloth or assembly and tube follows the removal
,..,.,.",,",,,ru-j air procedure in reverse

2 Ensure all oii passages are free from ob-

struction and the filter service shut-off 2 Fill the rear axle with the correct grade
valve, located in the end of the filter and of oil (See
su pport operates 12)

So HYDRAULIC PUMP OIL INTAKE TUBE OVERHAUl-

fORD 5610, 6610, 6710, 1610 & 7710 MODELS

REMOVAL With reference to Figure 2

Repairs which necessitate removal of the NOTE: For the sake of clarity, Figure 2 shows
pump oil intake tube can only be effected after the hydraulic lift cover removed
the pump has been removed (see Chapter 9,
Section K) Remove and discard the 'a' ring seal
2 Withdraw the washer and remove the
retaining dip

3 Carefully pull the tube free from the centre

housing wall then withdraw through the
pump mounting aperture

INSPECTION AND REPAIR

Wash the tube in a suitable solvent and dry

with a dean, lint free cloth or compressed
air

2 Check the tube for cracks or damage

3 Renew the '0' ring seal

INSTALLATION

The installation of the intake tube assembly

Figure 2
follows the removal procedure in reverse
Hydraulic Pump Oil Intake Tube Installed
1 Oil intake Tube
2 Front Wheel Drive Take-off Gears (Reference) 2 Fill the rear axle with the correct grade and
3 Hydraulic Pump quantity of oil (see "Specifications"
4 Intake Tube to Centre Housing Location Chapter 12)

2
 PART 8
HYDRAUll SYSTE
Chapter 7
01 COOLER AND OIL COO R VALVE
ASSEMB

Section Page
A OIL COOLER AND OIL COOLER VALVE ASSEMBLY- 1
DESCRIPTION AND OPERATION
B Oil COOLER-OVERHAUL 3
C OIL COOLER VALVE ASSEMBLY-OVERHAUL 5

A" Oil COOLER AND Oil COOLER VALVE ASSEMB

DESCRIPTION AND OPERATION

An air-to-oil type oil cooler mounted forward of
the radiator, Figure 1, is featured for the
following models
• Ford 2610 and 3610 models with an engine
mounted single or tandem gear type
hydraulic pump
• Ford 4110 and 4610 models with dual pumps
only
For Ford 5610, 6610 and 6710 models with
synchromesh transmissions and/or Dual
Power and all Ford 7610 and 7710 models, the
oil from the cooler is directed via the Dual
Power housing (where fitted) to the centre
passages of the countershaft and output
shafts which feature radial drillings to facilitate
pressure lubrication of the bearings and gears

• All Ford 5610, 6610, 6710, 7610 and 7710

models

Hydraulic system exhaust oil is passed through

the oil cooler before returning to the rear axle
centre housing on the Ford 2610, 3610, 4110
and 4610 models or to the front transmission
on the Ford 5610, 6610, 6710, 7610 and 7710
models

NOTE: The Ford 4110 and 4610 models with

the single transmission mounted gear type
hydraulic pump do not feature an 011 cooler Or
oil cooler valve, the system exhaust oil being
returned through the cooler valve locating bore Figure 1
directly to the reservoir. Hydraulic Oil Cooler Assembly

1
 2.
location of Oil Cooier By-Pass Valve Assembly
- Ford 2610 and 3610
1 Flow Control Valve Piate Assembly
2 Oil Cooler Valve Location
3 Oil Cooler !nlet Tube
4 Oil Cooier Outlet Tube
For Ford 5610, 6610 and 6710 models less Dual
Power the oi! is directed to the main
countershaft bearing and flows into the trans-
mission case
An oil cooler by-pass valve is installed on the
Ford 2610 and 3610 models with the engine
mounted single gear type pump and a manual
flow control valve The cooler valve assembly
is housed within the flow control valve plate
assembly, Figure 2
The Ford 2610 and 3610 models with an engine
mounted tandem gear type pump have a plate
which houses a vertically mounted oil cooler
valve and a dummy flow control valve
For the Ford 5610, 6610, 6710, 7610 and 7710
models the cooler valve is located
to the Independent P T 0 IDual Power
pressure regulating valve within the
Independent P T 0 clutch control valve
housing, Figure 3
2.
Figure 3
Location of Oil Cooler By-Pass Valve Assembly
Ford 5610, 6610, 6710, 7610 & 7710
Bolt
2 Oil Feed Tube
3 I P T 0 Control Valve Housing
4 Oil Cooler Valve Location
This spring operated valve protects the oil
cooler circuit by ensuring a pressure of
45 Ibf lin 2 (3 1 bar) is not exceeded whilst
maintaining an adequate supply of oil to the
cooler
For the Ford 2610, 3610, 4110 and 4610
models, the high pressure hydraulic system
return circuit directs both restricted pump
supply oil and system exhaust oil (except for oil
from the lift cylinder) to the oil cooler
For the Ford 5610, 6610, 6710, 7610 and 7710
models, the low pressure hydraulic system
return circuit directs system exhaust oil to the
oil cooler
In both cases, excessive pressure on the cooler
valve results in the oil being dumped straight to
the reservoir thereby protecting the oil cooler
circuit
B Oil COO R R
REMOVAL
With reference to 4, 5, 6, 7 and 8
f

iMPORT Ar~T For t/7e Ford 6770 and 7710

models with air conditioning, the hydraulic oil
cooler and air conditioning condenser form an
unit The oil cooler and condenser
<><'<'CrYl,hf" are to be out for
access but can only be removed after the air
has been fuRy
see "ACCESSORIES AND
GENERAL 1/ Part 73 - Chapter 1
All Models except Ford 6710 and 7710
Remove the air pre-cleaner, reiease the
latches then raise and support the front
hood panel
Ford 6710 and 7710
figure 5
Remove the radiator griiie and front side
Hydrau!ic Oil Cooier Assemblv-
Ford 5610, 6610 and 7610
2 Ail Models Ford 6710 and 7710 less Air Conditioning
Gently tap the radiator and 1 Horn 3 Retaining Bolt and Plate
2 Oil Cooier 4 Cooler Hose Connections
lift clear of the tractor
Ford 5610, 6610 and 7610 With Air Loosen the air conditioning tube retaining
Conditioning damp under the engine hood and pull
Unscrew the retaining bolt and remove the the condenser to forward
horn as far as possible
3 Disconnect the hydraulic oil feed and return Ford 6710 and 7710 With Air Conditioning
tubes from the oil cooier Cap or plug the Fully discharge the air conditioning system
exposed connections then disconnect the condenser feed and
Ford 5610, 6610 and 7610 With return hoses Cap or plug the exposed
Air Conditioning connections

figure 4 Figure 6
Hydraulic Oil Cooler Assembly- Hydraulic Oil Cooler Assembly-
Ford 2610, 3610, 4110 and 4610 Ford 5610, 6610 and 7610
1 Horn With Air
2 Mounting Clamp 1 Cooler Hose Connections 5 Oil Cooler
3 Oil Cooler 2 Condenser to Dehydrator Tube 6 Hom
4 Cooier Hose Connections 3 Condenser
5 Mounting Clamp 4 Retaining Nut and Plate

3
 Figure 7
Hydraulic Oil Cooler Assembly-
Ford 6710 and 7710 Less Air Conditioning
1 Oil Cooler
2 Cooler Hose Connections
3 Retaining Screws and Washers
4 Front Support
4 Ford 2610, 3610, 4110 and 4610
Disconnect the mounting clamps and care-
fully withdraw the oil cooler
Ford 5610, 6610 and 7610 less Air
Conditioning
Withdraw the retaining boits and plates
then carefully remove the oil cooler
Ford 5610, 6610 and 7610 With Air
Conditioning
Withdraw the retaining nuts and piates
Carefully pull the top of the condenser to
dehydrator tube forward far enough to
facilitate removal of the oil cooler from the
locating studs.
Ford 6710 and 7710 Less Air Conditioning.
Withdraw the retaining screws and
washers then carefully remove the oil
cooler.
Ford 6710 and 7710 With Air Conditioning
Remove the thumb screw then slide the
condenser assembly out from the right-
hand side of the tractor
4
Figure 8
Hydraulic Oii Cooler Assembly-
Ford 6710 and 7710 With Air Conditioning
1 Oil Cooler
2 Oil Cooler Hoses
3 Condenser Hose Connections
4 Condenser
INSPECTION AND REPAIR
Wash the oil cooler assembly to loosen
any dirt or foreign matter, and thoroughly
dean the fin area
2 Inspect the fins for damage and straighten
any bent fins
3 If oil leakage was evident and the oil
cooler is to be pressurised to establish
the leakage area, do not use a pressure in
excessof25Ibf/in 2(1 7bar)(1 Bkgf/cm2)
INSTALLATION
Replacement of the oil cooler Gallows
the removal procedure in reverse
2 Operate the tractor, check the hydraulic
oil level and replenish as necessary
 c Oil COO R ASSEMB Ul

2 Withdraw the spring from the oil cooier

valve housing and extract the

Ford 5610, 6610, 6710, 7610 and 7710

models
For oil cooler valve removal and
see "POWER TAKE-OFF"-
Part 6 - Chapter 3

INSPECT~ON AND REPAIR

Wash all parts in a suitable solvent and

dry with a clean lint free cloth or compres-
sed air

2 Examine the spool and locating bores

Figure 9 for wear, burrs or scratches Any minor
Oil Cooler By-Pass Valve Assemb!y Removal burrs or scratches may be removed with
Ford 4110 and 4610 a fine abrasive ensure such parts are
I

1 Oil Cooler Valve Plug and Seal thoroughly washed before

2 Oil Cooier Valve Spring
3 Oil Cooler Valve Spool
4 Flow Control Valve Plate Assembly
3 Check the valve spring is not broken or
damaged

4 Ensure all oil passages are free from

To remove the oil cooler valve spool on the
Ford 2610 and 3610 models with the engine obstruction
mounted single gear type pump, it will be
necessary to remove the flow control valve
plate assembly-see Chapter 5 5 Check the spool moves freely within the
locating bore

NOTE: An oil cooler valve is only installed on

Ford 4110 and 4610 models with dual pumps 6 Renew ali gaskets and '0' ring seals

RE-ASSEMBl Y

REMOVAL The re-assembly of the oil cooler by-pass

valve components follows the disassem-
Ford 4110 and 4610 models bly in reverse

With reference to Figure 9 INSTAllATION

Clean the area around the cooler valve The installation of the oil cooler by-pass
location and remove the oil cooler valve valve assembly follows the removal
plug and seal procedure in reverse

5
 r

Section
A LOAD MONITOR-DESCRIPTION AND OPERATION
B LOAD MONITOR-OVERHAUL 3

A lOAD MON;TOR D ~PT~ON DO N

The Load Monitor torque sensing unit,
Figure 1, is located in the rear axie centre
housing and connects the transmiSSion
output shaft to the rear axle drive pinion,
Figure 2
Variations in transmission torque, due to
changes in impiement draft are sensed by
the Load Monitor unit and transmitted to
the hydraulic lift control valve via internal
linkage as follows

r
/

Figure 1
Load Monitor Torque Sensing Unit

1 Output Hub 7 Input Hub

2 Spring (Belleville Washers) 8 Retaining Washer
3 Spring Seat 9 Ball
4 Balls 10 Thrust Bearing
5 Pin 11 Coupling
6 Plate 12 Retaining Ring
_ _ _ _illlllllllllllllIIIIIIIIlIIIII_IIIIIIIIIIIIIIIPART 8-HYDRAUlIC SYSTEMSiIIIIIIIIIIIIIi_ _IIIIiIIIIIlIIIIIIIIIIIIII'i1IIIIIIIIIIIIIlII!II!I!IIIIIlIIIIBIiIII_

RAISING The lever which is connected to

the control rod rotates about an upper
With reference to re 2
pivot and moves the control valve forward
When the tractor is stationary, with an to a raise so the
implement in the the load monitor to be lifted If the lift control lever is now
unit assumes an "at rest" position as shown moved down the quadrant until the desired
in Figure 3 working depth is the balls will
assume a position somewhere between the
"at rest" state and maximum displacement
Thiscondition is referred to asthe "established
As the tractor starts to move, the implement load"
and drive wheels offer a resistance to
turning which causes the input shaft to
An increase in draft whilst the implement
twist relative to the output shaft This
is running at the working depth will
variation in torque causes the set of balls
necessitate a greater torque input to turn
to move up the inclined faces of their sockets
the tractor drive wheels resulting in a
and thereby force the input hub and
further displacement of the balls and
apart This separation effects a forward
additional separation of the Load Monitor
movement of the coupling and likewise the
This extra separation signal is transmitted
fork which pivots on the brake cross-shaft through the strut to the lower iinkage as
previously described and the implement is
raised accordingly When the draft diminishes
The top end of the fork is attached by and the Load Monitor begins to return to the
means of a strut to the lower portion of the established load, the implement is lowered
selector linkage assembly which is also as described in the following paragraph
drawn forward to push on the control rod

lOWERING

Lowering of the implement (increasing the

working depth) occurs when less torque is
required to turn the tractor drive wheels
The decreasing variation in torque causes
the balls to relocate in their sockets which
allows the input hub and the plate to close
together thereby moving the coupling and
fork rearward The movement of the fork is
transmitted via the strut to the selector
linkage assembly which also moves rear-
wards This allows the control rod spring to
push the control rod rearward, relieving
spring pressure on the actuating lever and
Figure 2 allowing the control valve return spring to
Load Monitor and Linkage move the control valve to the iowering
position As the draft increases to the
1 Control Rod and Roller Assembly
established load, lowering ceases because
2 Strut
3 Rear Axle Pinion Shaft the torque required to turn the tractor
4 Fork drive wheels causes sufficient displacement
5 Transmission Output Shaft of the balls in the Load Monitor as to
6 load Monitor Unit
7 Control Valve return that unit to the established load
8 Actuating Lever condition

:2
_______ IIIIIIIIIIIIIIIIIIIIIIII

i






l
_____ CHAPTER 8 1IIIII!ilIII1IIIIIlIIIIIII1IIIIIIIIIII1IIIIIIIII_ _IIB
• I•_ _ _ _ _ _ __

® 1

I
I

A B

Figure 3
load Monitor Torque Sensing Unit Function
A At Rest B Torque Applied-Maximum Displacement
1 Input Shaft 2 Output Shaft

B. LOAD MONITOR-OVERHAUL

REMOVAL 8 Remove the P T 0 rear shaft (See

"POWER TAKE-OFF" Part 6)
With reference to Figure 4

Separate the tractor between the trans-

mission and rear axle centre housing
(See "SEPARATING THE TRACTOR"
Part 12)

2 Remove the hydraulic lift cover assembly

(See Chapter 4-Section C)

3 Remove the P T 0 clutch and control

valve (See "POWER TAKE-OFF"
Part 6)

4 Remove the load Man itor fork assembly

and brake cross-shaft (See "REAR
AXLE AND BRAKES" - Part 7)

Figure 4
6 Remove the Load Monitor retaining
bolt load Monitor Removal
1 P T 0 Control Valve 5 Hydraulic Pump
2 Fork Assembly 6 Load Monitor
7 Pull the Load Monitor assembly off the 3 Brake Cross Shaft 7 Fork Assembly Lever
pinion shaft 4 Bolt 8 P T 0 Clutch

3
 Figure 5
Load Monitor Unit-Exploded View
1 Ball 8 Thrust Bearing
2 Springs 9 Plate
3 Spring Seat 10 Ball
4 Retaining Ring 11 Retaining Ring
5 Stop Pin 12 Input Hub
6 Coupling 13 Pin
7 Retaining Washer 14 Output Hub

DISASSEM Bl V 5 Install the remainder of the unit in a

press with the output hub upwards,
With reference to Figure 5 Figure 7

1 Install the Load Monitor unit in a press

6 Using a suitable sleeve, compress the
with the input hub uppermost and
unit sufficient to remove the retaining
compress just enough to remove the
nng
retaining ring, Figure 6

2 Release the press and remove the unit 7 Release the press and remove the unit

3 Place the unit in a tray and carefully

lift out the input hub, plate assembly 8 Place the unit in the tray and remove
and ten balls the spring seat from the unit

IMPORTANT Take care not to misplace 9 Carefully lift the output hub and allow
the twelve pins which should fall into the
the sixty small balls to drop onto the
tray within the coupling
tray

4 Remove the washer, thrust bearing 10 Remove the springs (Belleville Washers)
and two stop pins from the output hub

4
 6 7
Load Monitor Disassembly
1 Hydraulic Press 3 Load Monitor
2 Retaining 4 Plate
INSPECTION AND REPAIR
Wash all parts in a suitable solvent and
dry with a clean, lint free cloth or
compressed air
2 Examine components for burrs, wear or
damage Any minor burrs should be
removed with a fine abrasive, ensure
such parts are thoroughly washed before
re-assembly
3 ! nspect the thrust bearing Any distortion
or binding of the rollers will necessitate
installation of a new bearing
4 Ensure the retaining rings are not
chipped, dented or distorted If damage
is evident, install new ring(s)
5 Inspect each of the nine springs for
cracks
5
Output Hub Removal
1 Hydraulic Press 3 Load Monitor
2 Retaining Ring 4 Sleeve
RE-ASSEMBlY
Stand the output hub on the pinion
shaft end and place a wood block on
each side of the hUb, Figure 8
2 Place the coupling over the output
hub with the inner ring clearing the
upper surface of the output hub
sufficient to install the small balls in the
grooves
3 Align the coupling and output hub
grooves and install five balls in each
pair of mating grooves, except the
stop pin grooves
4 Remove the blocks and allow the
coupling to drop and trap the balls
Care must be taken not to disturb the
bails which should be firmly retained by
the two inner rings
- - - - - - - - - P A R T 8-HYDRAULIC S Y S T E M S - - - - - - - - -

14 Install the stop pins

15 instali the input hub on the output

hub and ensure the retaining washer
is located in the recess in the base of the
input hub

16 Position the balls in their sockets and

place the plate over the balls

17 Align the grooves and install the

twelve plate retaining pins

18 Place the unit in a press and compress

Figure 8
the input hub sufficient to install the
Load Monitor Assembly
retaining ring
1 Coupling
2 Coupling Ball Retaining Ring
3 Output Hub Ball Retaining Ring
4 Output Hub 19 Release the press and remove the unit
5 Wood Blocks
6 Balls (Coupling-to-Output Hub)
7 Coupling Inner Grooves
8 Stop Pin Groove

INSTALLATION

Installation of the Load Monitor unit

5 Carefully turn the assembly over follows the removal procedure in reverse

6 Install the springs alternately as shown

in Figure 1
7 Place the spring retainer in position
and mount the assembly in a press
8 Compress the spring retainer just
enough to install the retaining ring
On installation observe the following re-
quirements
• Adjust the position of the Load Monitor
fork assembly lever (See "Adjustments"
-Chapter 11 )

9 Install the retaining ring

• Fill the transmiSSion and/or rear axle
10', Release the press and remove the unit with the correct grade and quantity of
oil (See "Specifications" -Chapter 12~
11 Turn the unit over to rest on the output
hub
• Start the engine and operate the hydraulic
12 Position the thrust bearing on the system
output hub

13 Place a new retaining washer in • Check the oil level and replenish as
position necessary

6
 PART 8
HYDRAULIC SYSTEMS
Chapter 9
HYDRAULIC PUMPS

Section Page
A HYDRAULIC PUMP~ENGINE MOUNTED PISTON TYPE
- DESCRIPTION AND OPERATION-
FORD 2610 & 3610 MODELS WITH SINGLE PUMP
FORD 4110 & 4610 MODELS WITH DUAL PUMPS 2

B HYDRAULIC PUMP- ENGINE MOUNTED PISTON

TYPE-OVERHAUL 3

C HYDRAULIC PUMP-ENGINE MOUNTED GEAR

TYPE-DESCRIPTION AND OPERATION-
FORD 2610 & 3610 MODELS WITH SINGLE PUMP
FORD 5610, 6610, 6710, 7610 & 7710 MODELS
WITH DUAL PUMPS 8

D HYDRAULIC PUMP-ENGINE MOUNTED GEAR

TYPE-OVERHAUL 9

E HYDRAULIC PUMP-ENGINE MOUNTED TANDEM

GEAR TYPE-DESCRIPTION AND OPERATION-
FORD 2610 & 3610 MODELS WITH DUAL PUMPS 15

F HYDRAULIC PUMP-ENGINE MOUNTED TANDEM

GEAR TYPE-OVERHAUL 16

G HYDRAULIC PUMP- TRANSMISSION MOUNTED

GEAR TYPE-DESCRIPTION AND OPERATION-
FORD 4110 & 4610 MODELS WITH SINGLE PUMP
FORD 4110 & 4610 MODELS WITH DUAL PUMPS 20

H HYDRAULIC PUMP- TRANSMISSION MOUNTED

GEAR TYPE-OVERHAUL 21

J HYDRAULIC PUMP- TRANSMISSION MOUNTED

GEAR TYPE-DESCRIPTION AND OPERATION
FORD 5610, 6610, 6710, 7610 & 7710 MODELS WITH
SINGLE PUMP
FORD 5610, 6610, 6710, 7610 & 7710 MODELS WITH
DUAL PUMPS 24

K HYDRAULIC PUMP- TRANSMISSION MOUNTED

GEAR TYPE-OVERHAUL 26

1
---------PART 8-HYDRAULIC S Y S T E M S - - - - - - - - -

A. HYDRAULIC PUMP ENGINE MOUNTED PISTON TYPE -

DESCRIPTION AND OPERATION-
FORD 2610 & 3610 MODELS WITH SINGLE PUMP
FORD 4110 & 4610 MODELS WITH DUAL PUMPS

Figure 1
Cross Section of Hydraulic Piston Type Pump
1 Valve Plate Assembly 8 Wobble Plate 13 Drive Shaft Needle Roller
2 Cover and Pin Assembly 9 Hydraulic Pump Idler Drive Bearing
3 Valve Plate Retaining Screw Gear 14 Drive Shaft Oil Seal
4 Outlet Valve Assembly 10 Gear Shaft 15 Drive Shaft Taper Roller
5 Valve Plate Gasket 11 Needle Roller Bearings Bearing
6 Inlet Valve Assembly 12 Hydraulic Pump Driven 16 Wobble Plate Thrust
7 Piston Gear Bearing

A cross-section of the engine mounted The wobble plate is mounted on the

piston type hydraulic pump is shown in
Figure 1
The pump is mounted on a machined face
at the rear left-hand side of the engine and
is driven by the camshaft through helical
gears, to give a ratio of engine to pump
rev /min of 1 1 067
Hydraulic oil is supplied to the pump from
the rear axle centre housing through an
external pipe which connects to an intake
port in the pump cover
The pumping action is effected by six
horizontal pistons which move back and
forth in their cylinders being actuated by
an offset rotating plate known as a wobble
plate
pump drive shaft and provides a cam action
which combined with piston return springs
ensures a complete pumping cycle for each
piston with every revolution of the pump
drive shaft
OIL FLOW
With reference to Figure 2
As a return spring forces a piston out of a
cylinder, hydraulic oil is sucked through a
one-way inlet valve to fill the void behind
the piston
As the wobble plate revolves the piston
returns and the oil is forced out of the cylinder
through a one-way outlet valve The p.!Jmped
oil is transmitted through an external pipe
to the base of the rear axle centre housing
and from there, via internal passages, to the
lift cover

2
-----------------------CHAPTER9--------_______________

Figure 2
Oil Flow in Hydraulic Piston Type Pump

• Pump Pressure Oil • Suction Oil

A. From Reservoir B. To Hydraulic Circuit

1. Outlet Valve 4. Wobble Plate
2. Inlet Valve 6. Piston Return Spring
3. Piston

Ford 2610 and 3610 models with single pump: Ford 4110 and 4610 models with dual pumps:

The pumped oil is transmitted through an The pumped oil is transmitted through an
external pipe to the base of th e rear axle centre external pipe to the sequencing/combination
housing and from there, via internal passages, valve mounted on top of the hydraulic lift
to the lift cover. . cover.

B. HYDRAULIC PUMP-ENGINE MOUNTED PISTON TYPE-OVERHAUL

REMOVAL DISASSEMBLY

1. Thoroughly clean the pump at the cover

area before removal. With reference to Figure 3.

1. Mark the housing ,. body and cover to

2. Unscrew and disconnect the pump facilitate correct reassembly.
outlet tube. 2. Mount the pump in a soft-jawed vice
with the drive gear facing upwards.
3. Remove the four through bolts (with
3. Remove the retaining bolts and lock-
caution due to the pressure exerted
washers, lift the pump off the tractor
by the piston springs) securing the
and pull free from the inlet tube.
drive gear housing to the pump body
and lift the housing clear . Discard the
Cap the exposed tubes. '0· ring.

3
_ _ _ _ _ _ _ _ PART 8-H YDRAULIC SYSTEMS _ _ _ _ _ _ _ __

Figure 3
Hydrauli c Piston Type Pump- Exploded
1. Pump Outlet Port 10. Gear Shaft
2. Cover and Pin Assemb ly 11 . Drive Shaft Housing
3. Outlet Ball Cage 12. Idler Drive Gear
4. Outlet Valve 13. Drive Shaft
5. Valve Plate 14. Wobble Plate
6. Retaining Screw 15. Piston Retu rn Spring
7. Pump Body 16. Pump Inlet Port
8. Piston 17. I nlet Valve
9. Wobble Plate Thru st Bearing 18. Inlet Ball Cage

4. Remove the thrust bearing and wobble

plate .

5. Withdraw the pistons and springs from

the cylinders with in the pump body.

6. Invert the pump in the vice and remove

the six bolts retaining the cover ass~mbly
to the pump body.

7. Separate the cover assembly from the

body taking care not to bend or damage
the inlet valve spring s, Figure 4.
Remove the inlet valve springs.

Figure 4
Removing Pump Cover from Bod y 8. Remove the pump body from the vice,
1. Gasket 3. Valve Plate Assembly invert and remove the ball type inlet
2. Pump Body 4. Cover and Pin Assembly valves.

4
------------------------CHAPTER9------------------------~
Figure 5
Removing inlet Valve Seat
Tool No. FT.8609 or 1306
9. Use a piece of hooked wire to withdraw
the inlet ball cages.
10. Use Tool No. FT.8609 or 1306 to remove
the inlet valve seats from the pump
body, Figure 5.
11. Remove the centre screw securing the
valve plate to the cover assembly.
12. Position the cover in a vice
with the valve plate facing downwards.
Place a tray beneath the cover to prevent
the loss of any balls and springs. Insert
a long tapered punch through the
enlarged bolt hole, Figure 6, and
gently tap the plate until almost free
from the cover.
13. Remove the cover assembly from the
vice and use a screwdriver to lever the
valve plate from the cover.
5
Figure 6
Correct Position of Gasket and Plate
1. Gasket and Plate Assembly-Assemble with
Identification Notch in this Location
2. Enlarged Bolt Hole to Facilitate Valve Plate
to Cover Separation
14. Remove the ball-type outlet valves,
valve springs and ball cages.
15. Remove the snap ring and plug from
the end of the drive shaft housing.
Discard the '0' ring. Remove the nut
and washer and place the drive gear
housing in the vice. Using the tapered
punch, drive against .the end of the
shaft and remove the shaft and bearing
assembly.
16. Remove the idler gear shaft retaining
pin.
17. Screw the valve plate retaining screw
into the threaded end of the gear shaft
and withdraw the shaft.
18. Remove the two gears from the drive
gear housing.
 -PART a-HYDRAULIC SYSTEMS-_IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII_IIIIIIIIIIIIIII_-
1IlIIIIIIII1IIIIIIIIIIII_1IIIIIIIIIIiIII1IIIIIIIIIIIIif_ _

Figure 7 Figure 8
Drive Shaft Bearing Removal Drive Shaft Bearing Cup Removal
1. Drive Shaft Bearing 1. Drive Shaft Bearing Cup
2. Bearing Puller Tool No. 1003 or 9516 2. Slide Hammer Tool No. 943-5 or 9567
3. Shaft Protector Tool No. 625A or 9212 3. Pulling Attachment Tool No. 943 or 9507
4. Pulling Attachment Tool No. 951 or 9190 4. Drive Shaft Housing

~NSPECTION AND REPAIR 8. Inspect the drive shaft bearing for

cracks or scoring. If the bearing is
1. Wash all parts in a suitable solvent found to be defective use Bearing
and dry with a clean, lint free cloth or Puller Tool No. 1003 or 9516, Shaft
compressed air. Protector Tool No. 625A or 9212 and
Pulling Attachment Tool No. 951 or 9190
to remove the bearing, Figure 7.
2. Inspect the pump body and cover for
external damage or cracks.
9. Examine the needle roller bearing in
3. Examine the springs for cracks or the drive shaft housing. If found to be
distortion. defective:

(i) Use Pulling Attachment Tool

4. Inspect the valve seats and stop pins
No. 943 or 9507 and Slide Hammer
for burrs or damage.
Tool No. 943-5 or 9567 to remove the
drive shaft bearing cup, Figure 8.
5. Examine the ball type valves and cages
for damage. (ii) Remove the oil seal from within
the housing bore and discard.
6. Inspect the pistons and cylinders for
wear or damage. (iii) Using a soft headed hammer, a
suitabledriftand Step PlateAdaptor
7. Examine the wobble plate, thrust Tool No. 630-S or 9210, remove the
bearing and bearing surface of the drive bearing. Alternatively use Needle
shaft for scoring, excessive wear or Bearing Remover Tool No. 1327 to
cracked rollers. remove the bearing.

6
________________________ CHAPTER9------------------------

0\1) Grease the new bearing and

install in the housing using a soft
headed hammer, a suitable drift
and P!ate Adaptor Too!
No. 630-5 or 9210.
Alternatively use Needle Bearing
Replacer Tool No. 1327 and Slide
Hammer Too! No. 943-5 or 9567, to
install the bearing,

IMPORTANT: Install the bearing with the

Adaptor located against the end of the
bearing around which the manufacturers'
name is stamped. This end should face
towards the oil seal when assembled.

(v) Use Seal Replacer Tool No. FT.8601

to install a new oil seal with the wide
metal lip of the sea! towards the Figure 9
outside of the housing. Installing Inlet Valve Seats
Alternatively use Oil Seal Replacer 1. Tool No. FT.8608 or 1305
Tool No. 1328 and Replacer Tool No.
1327 which acts as a pilot when
installing the oil seal. • Coat the pistons with a light film of oil
prior to insertion in the cylinders.
(vi) Use a press and Step Plate
Adaptor Tool No. 630-5 or 9210 to • If the pump is not to be re-used im-
install a new drive shaft bearing cup. mediately, the ports should be capped.
10. Any parts found to be defective must be
INSTALLATION
replaced.

11. Install new seals, gaskets and '0' rings.
RE-ASSEMBlY
Re-assembly of the engine mounted piston
typepumpfollowsthedisassemblyprocedure
in reverse.
When re-assembling the pump, note the
following:
• Coat all seals and '0' rings with
petroleum jelly.
., Pack the cavity between the lips of the
shaft seal with high melting point grease.
• Ensure correct positioning of the gasket
relative to the valve plate, Figure 6.
• Use Seat Replacer Tool No. FT. 8608 or 1305
to install the valve seats, Figure 9.
1. Installation of the engine mounted piston
type pump follows the removal procedure
in reverse.
I M PO RTANT : To effect an airtight seal,
install a new 'O'-ring seq/ in the pump and
ensure the end of the inlet tube is smooth to
prevent damage to the seal on assembly.
2. Pressure check the pump, see "Trouble
Shooting" -Chapter 12.
IMPORTANT: The piston type pump should
never be operated without first verifying
proper priming and ability to develop specified
pressures. This is particularly important for the
Ford 4110 and 4610 models with a piston type
auxiliary pump because improper pump
priming or performance is not reflected by
improper hydraulic lift performance. Improper
priming or performance of the auxiliary pump
can lead to pump failure which may remain
undetected until the remote system mal-
functions due to pump debris in the priority
va/vepack.

1
_ _ _ _ _ _ _ _ PART 8-HYDRAULIC S Y S T E M S - - - - - - - - -

C.HYDRAULIC PUMP ENGINE MOUNTED GEAR TYPE

DESCRIPTION AND OPERATION-
FORD 2610 & 3610 MODELS WITH SINGLE PUMP
FORD 5610. 6610, 6710, 7610 & n10 MODELS WITH DUAL PUMPS

Figure 10
Cross-Section of Engine Mounted Hydraulic Gear Type Pump
1. Cover 9. Housing
2. Drive Gear 10. External Gear
3. Through Bolt 11. Shaft Seal
4. Circlip 12. Body
5. Plug 13. Driven Gear
6. Idler Gear 14. Bearing
7. Washer 15. Threaded Adaptor
8. Idler Gear Shaft
A cross-section of the engine mounted Before entering the pump, the oil first passes
gear type hydraulic pump is shown in Figure through a replaceable micronic filter which
10. screws onto a threaded adaptor mounted in
the cover.
The pump is mounted on a machined face
at the rear left-hand side of the engine and
is driven by the camshaft, through helical
gears, to give a ratio of engine to pump
A set of spur gears, housed in the body of the
rev/min of 1 : 1 -067.
pump, supply oil to the hydraulic system
Hydraulic oil is supplied to the pump from circuit. The spur gears are supported in
the rear axle centre housing through an aluminium bearings incorporating steel
external pipe which connects to an intake bushes with porous bronze and P.T.F.E.
port in the pump cover. plus lead linings.

8
-----------------------CHAPTER9-----------------------

OIL FLOW
With reference to Figure 11.
On entering the pump. the hydraulic oil fill s
the spaces between the teeth of the revol ving
gears and is then carried around. within the
pump body. to a point where the teeth of the
two gears come into mesh. As the oil cannot
A B
pass back between the gears it is forced out
of the pump body to an outlet port in the pump
cover.

Ford 2610 and 3610 models with single pump:

The oil is conducted through an external pipe

to the base of the rear axle centre housing and
from there. via internal passages. to the lift
cover.
Figure"
Ford 5610. 6610. 6710. 7610 and 7710 models Oil Flow in Hydraulic Gear Type Pump
with dual pumps :

The oil is conducted through an external pipe • Pressure Oil • Suction Oil
to the priority valve pack mounted on top of the A . To Hydraulic Circuit B. From Reservoir
hydraulic lift cover. 1 . Driven Gear 2. Drive Gear

D. HYDRAULIC PUMP-ENGINE MOUNTED GEAR TYPE-OVERHAUL

REMOVAL DISASSEM BL Y

1. Thoroughly clean the pump at the cover With reference to Figure 12.
area before removal.

1. Mark the housing body and cover to

facilitate correct re-assembly.

2. Unscrew and disconnect the pump 2. Unscrew the filter.

outlet tube .

3. Remove the eire lip and large dished

plug in the external gear housing to
expose the pump external drive gear.

3. Remove the retaining bolts and lock -

washers. lift the pump off the tractor NOTE: To facilitate removal of the plug
and pull free from the inlet tube. use a pair of pliers with the jaw tops relieved,
Cap the exposed tubes. as shown in Figure 13.

9
- -_ _ _ _ _ _ PART 8-HYDRAULIC S Y S T E M S - - - - - - - - -

Figure12
Hydraulic Gear Type Pump -Exploded
1. Cover 1O. Circlip
2. Stuffer Strip 11 . Plug
3. Pressure Loading Ring 12. Lockwasher
4. Sealing Ring 13. Externa l Gear
5. Threaded Adaptor 14. Housing
6. Bearing 15. Bearing
7. Idler Gear Assembly 16. Drive Gear
8. Key 17. Driven Gear
9. Locknut 18. Body

4. Mount the pump in a soft-jawed vice IMPORTANT: When performing this

gripping the idler gear, see Figure 14.
5, Release the tab washer and unscrew
the external gear retaining nut.
6. Remove the pump from the vi"e.
7. Remove the four through bolts securing
the pump cover and body to the
external gear housing .
8. Use a soft faced mallet to separate the
external gear housing and rear cover
from the body then tap the end of the
pump drive gear shaft to release the
external gear from the shaft taper.
operation great care must be taken to avoid
damage to:
(i) the threads on the end of the pump drive
gear shaft, and
(ii) the shaft seal by aI/owing the key 10 foul
the seal.
9. Remove the external drive gear and
key.
10. Withdraw the bearings and gear
assembly from the pump body, carefully
noting their original positions.

10
-------------------------CHAPTER9-------------------------

Figure 13 Figure 15
Removing External Gear Housing Plug Removing idler Gear Shaft Plug Retaining
1. Plug Cirdip
2. External Gear Housing 1, Circlip 2. Housing
3, Pliers with Relieved Jaws

11. Remove the circlip from the end of the NOTE: If the plug fails to drop out of the
idler gear shaft, Figure 15. housing, remove by directing compressed
air into the bleed hole located on the pump
to engine mounting face, see Figure 16.

12. Remove the plug from the end of the

idler gear shaft by giving the housing 13. Remove the idler gear shaft, idler gear
a sharp tap on a wooden block. and two washers.

Figure 14 Figure "6

Removing External Gear Retaining Nut Removing idler Gear Shaft Plug
1. Pump Assembly 1. Idler Gear Housing 3. Bleed Hole
2. Idler Gear 2. Plug 4. Air line
3, Soft Jaw Vice
4. External Gear Retaining Nut

11
_--IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIfIIIIIIIIIIIIIIIIIIIIIIIPART 8-HYDRAUUC SYSTEMSIllllllllllllllIlllllfllllllllIlllllllllllllIlllllllllllllIllllllllllllllIlllllll1lllllIllllllllllllllIllllllllllllll-

Figure 11 Figure 18
Pump Bearing Gear Track in Body
A. Pump Inlet B. Pump Outlet A. inlet Side
B. Outlet Side
1. Relieved Radius C. Bore Diameter (Bearing Location)
2. Recess on Face adjacent to Gears D. Depth of Gear Track
3. Seal
4. Lubrication Scrolls

INSPECTION AND REPAIR 3. Inspect the pump body for external

damage and cracks. Examine the bores
for wear and damage.
1. Wash all parts in a suitable solvent to
remove any foreign partides and dry NOTE: It is normal for the gears to cut a
with a dean, lint-free cloth or compressed light track on the inlet side of the body
air. bore and, providing the depth of the track
does not exceed 0.004 in. (0.10 mm), the
body is re-usable. Using an internal micro-
2. Examine each bearing for wear on the meter measure the body at the bearing
face and in the bore. Pay particular location and then at the track position to
attention to the condition of the lubricat- assess the track depth, see Figure 18.
ing scrolls and the seal bridge, Figure
17. At the stage of major overhau I, Burrs at the edge of the gear track should be
bearings should be renewed but light removed with '0' grade emery paper.
score marking may be removed by
polishing as follows: 4. Examine the gears for scored or worn
side faces or journals, damaged teeth,
thread or keyway and surface cracks.
Slight wear and scoring on the journals
(i) Place a sheet of 'a' grade emery
may be erased by mounting between
paper, lubricated with paraffin, on a
lathe centres and polishing with '0'
truly flat surface, then polish the
grade emery paper lubricated with
bearing face using light rotary
paraffin. lightly scored side faces may
motion.
be renovated by sandwiching emery
paper between the gear face and a
(ii) Outerdiametermaybelightlypolished scrap bearing and rotating the gear,
to obtain free movement in the body. Figure 19.

12
_________________________ CHAPTER9 ________________________
Figure 19
Polishing Gear Faces
1. Gear 3. Scrap Bearing
2. Emery Paper '0' Grade
I M PO RT ANT: Whilst servicing the drive
and driven gears, particular attention must
be paid to the following points:
(i) Gear widths of drive and driven gears
must be within 0.0002 in (0.005 mm)
of each other to ensure satisfactory
pump efficiency, see Figure 20.
(ii) Journals must be within 0.0005 in.
(0.013 mm) of each other, Figure 20.
(iii) Gear faces must be flat. This feature
may be checked by blueing a bearing
face and rotating against the gear.
This check will also reveal any sharp
edges on the teeth.
5. I nspect the cover for damage or cracks,
particularly adjacent to the ports, filter
connection and pump face. Ensure the
internal passages are clear.
6. Check the external gears and housing for
damage, wear or cracks. Ensure the idler
gear runs freely on the shaft.
13
Figure 20
Gear Pairing
A. Journals Paired within
0.0005 in (0.013 mm)
B. Gear Widths Paired within
0.0002 in (0.005 mm)
7. New seals and '0' rings should be
installed when servicing the pump.
In the event of components being unsuitable
for further use the advisable action is to
clean out the hydraulic system and replace
the complete pump unit. Worn components
can, in an emergency be replaced but the
following points must be noted:
\I Under working conditions, hydraulic
pressure within the pump loads the gears
towards the inlet side of the body thereby
cutting the funning track. If the bearings
or gear journals wear, the gears move over
thus deepening the track.
• If the running track is worn to or beyond
the limit for re-use, the installation of new
bearings will re-centre the gears and
prevent the tips of the teeth bottoming
in the track thereby resulting in pump
inefficiency.
---------PART 8-HYDRAUUC S Y S T E M S - - - - - - - - - -
Figure 21
Position of Sealing Rings and Relationship
of Bearings to inlet Side of Body
A Inlet B. Outlet
1. Stuffer Stri p
2. (Relieved) Radius on Outlet Side of Pump
3. Pressure Loading Ring
4. Outer Sealing Ring
RE-ASSEMBlY
Re-assembly of the engine mounted gear
typepumpfollowsthedisassemblyprocedure
in reverse.
IMPORTANT: If used bearings are to be
refitted they should be installed in their
original positions. Inspection of the bearings
indicates two distinct features which ma y
be used to ensure correct location.
(i) A Y-shaped recess in the bearing face.
(ii) Relieved radii on one side of the
bearing.
Assemble the bearings with the Y-shaped
recesses adjacent to the gear faces and the
relieved radii facing the outlet side of the
body, see Figures 17 and 21.
14
On re-assembly observe the fol!owi ng
requirements:
.. Lubricate all parts with hydraulic oil.
.. Coat aU seals and '0' rings with
petroleum jelly and ensure the pump
sealing rings are correctly
Figure 21.
II Pack the cavity between the lips of the
shaft seal with high melting point grease.
(jt Ensure the idler gear shaft plug is
installed with the slotted face towards
the shaft.
• If the pump is not to be re-used
immediately, cap the ports.
INSTALLATION
1. Installation of the engine mounted
gear type hydraulic pump follows the
removal procedure in reverse.
IMPORTANT: Prior to installation on the
tractor, introduce hydraulic oil into the suc-
tion port and rotate the gears by hand. To
effect an airtight seal, install a new 'Q'-ring
seal in the pump and ensure the end of the
inlet tube is smooth to prevent damage to the
seal on assemblv.
2. Pressure check the pump, see "Trouble
Shooting" -Chapter 12.
IMPORTANT: Run-in the pump pro-
gressively for 2-5 minutes at each of the
following pressures: 1000 fbfl in 2 (70 bar)
(70 kgflcm2), 1800 Ibf/in 2 (125 bar)
(125 kgflcm2) and the relief valve pressure.
(See "Specifications" -Chapter 12).
-----------------------CHAPTER9-----------------------

E. HYDRAULIC PUMP-ENGINE MOUNTED TANDEM GEAR

TYPE-DESCRIPTION AND OPERATION-
FORD 2610 & 3610 MODELS WITH DUAL PUMPS

Figure 22
Cross-Section of Engine Mounted Tandem
Gear Type Hydraulic Pump
1. Rear Pump Driven Gear 11. Circlip 21. Ball Bearing Assemb ly
2. Bearing 12: Plug 22. External Gear
3. Nut 13. Washer 23. Shaft Seal
4. Bearing 14. Idler Gear 24. Bolt
5. Rear End Cover 15. Idler Gear Shaft 25. Bearing
6. Rear Pump Drive Gear 16. Drive Gear Housing 26. Front Pump Driven Gear
7. Drive Coupling 17. Splined Coupling 27. Bearing
8. Coliar 18. Wire Clip 28. Threaded Adaptor
9. Front Pump Body 19. Circlip 29. Manifold
10. Front Pump Drive Gear 20. Front End Cover 30. Bearing

A cross-section ofthe engine mounted tandem
gear type hytJraulic pump is shown in Figure
22.
The pump is mounted on a machined face at
the rear left-hand side of the engine and is
driven by the camshaft through helical gears to
give a ratio of engine to pump rev l min of
1 :1.067.
Hydraulic oil is supplied to the pump from the
rear axle centre housing through an external
pipe which connects to an intake port in the
manifold separating the front and rear pump
bodies.
Before entering the pump , the hydraulic oil
first passes through a replaceable, full-flow,
micronic intake filter which screws onto a
threaded adaptor mounted in the manifold.

15
_ _ _ _ _ _ _ _ PART 8-HYDRAULIC SYSTEMS _ _ _ _ _ _ _ __

The spur gears are supported in aluminium

bearings incorporating steel bushes with
porous bronze and P.T.F.E. plus lead linings.

OIL FLOW
A
With reference to Figure 23.

Oil flows through the filter and via a passage

formed in the manifold to both the front and
rear gear sets. On entering the pumps, the oil
fills the spaces between the teeth of the
Figure 23 revolving gears and is then carried around,
Oil Flow in Hydraulic Gear Type Pump within the pump bodies to a point where the
teeth ofthe two sets of gears come into mesh.
Pressure Oil _ Suction Oil As the oil cannot pass back between the gears
it is forced out of the pump bodies into two
A. To Hydraulic Circuit B. From Reservoir separate galleries within the manifold which
1. Driven Gear 2. Drive Gear
terminate at outlet ports.

The main pump oil is conducted through an

A set of spur gears is incorporated within each
external pipe to the base of the rear axle centre
pump body and the two sets of gears, which
housing and from there , via internal passages,
are coupled together and revolve at the same
to the lift cover.
speed, are in constant operation whenever the
engine is runing . The main rear gears pump oil
for remote valve operation whilst the narrower
front gears pump oil to the hydraulic power lift Theauxiliary pump oil is conducted through an
circuit and to the remote valves when the external pipe to the sequencing / combination
demand for hydraulic oil flow exceeds the valve mounted on top of the hydraulic lift
output of the main pump. cover.

F. HYDRAULIC PUMP-ENGINE MOUNTED TANDEM GEAR

TYPE -OVERHAUL

REMOVAL
1. Thoroughly clean the pump at the cover
3. Remove the retaining bolts and lock-
area before removal.
washers, lift the pump off the tractor and
2. Unscrew and disconnect the pump outlet pull free from the inlet tube. Cap the
tubes. exposed tu bes.

16
 Figure 24
Tandem Gear Type Hydraulic Pump - Exploded
1. Stuffer Strip 9. Drive Coupling 17. Front Pump Gears
2. Pressure Loading Ring 10. Front Pump Body 18. Bearing
3. Outer Sealing Ring 11. Stud 19. Threaded Adaptor
4. Rear Pump Body 12. Drive Gear Housing 20. Manifold
5. Bearing 13. Front End Cover 21. Outer Sealing Ring
6. Rear Pump Gears 14. Washer 22. Pressure Loading Ring
7. Bearing 15. Idler Gear 23. Stuffer Strip
8. Outlet Ports 16. Bearing 24. Rear End Cover

DISASSEMBLY 5. Carefully extract the bearings and gears

from the pump body noting their original
With reference to Figure 24. positions.

1. Mark the housing bodies relative to the

manifold and cover to facilitate correct re~ 6. Gently tap the manifold free from the front
assembly. pump body and slide off the three retaining
studs.

2. Unscrew the filter.

3. Remove the retaining nuts and lock~
washers then withdraw the single through
bolt and remove the rear end cover piate.
NOTE: If the drive coupling has been damaged
and requires replacement, position a suitably
sized bar or socket behind the coupling and
gently tap the coupling and retaining collar
free from the manifold.

4. Use a soft faced mallet to gently tap the rear 7. Gently tap the front pump body and gear
pump body and gear assembly free from assembly free from the drive gear housing
the manifold and slide the assembly off the and slide the assembly off the three
three retaining studs. retaining studs.

17
- - - - - - - - - P A R T a-HYDRAULIC SYSTEMS-_IIIIIIIIIBIIlIlllllllililill:llllllllli'lll-_--

Figure 25 Figure 26
Removing Idler Gear Shaft Plug External Gear Removal
1. idler Gear Housing 1. External Gear
2. Plug 2. Ball Bearing Assembly
3. Bleed Hole 3. Splined Coupling
4. Air Line 4. Circlip

8. Carefully extract the bearings and gears 12. Use a suitable 'C'-spanner with 0.25 in
from the pump body noting their original (6.35 mm) diameter points 2.12 in (53.85
positions. mm) apart to unscrew the sealed front end
cover.

9. Remove the circiip from the end of the 13. Carefully extract the ball bearing, external
idler gear shaft. gear and splined coupling as a complete
assembly, Figure 26.

10. Extract the plug from the end of the idler

gear shaft by giving the drive gear housing
a sharp tap on a wooden block. 14. Remove the circiip to separate the ball
bearing assembly from the gear.

NOTE: If the plug fails to drop out of the

housing, remove by directing compressed air
into the bleed hole located on the pump to 15. Remove a wire clip from inside the gear
engine mounting face, Figure 25. and withdraw the coupling.

11. Remove the idler gear shaft, idler gear and 16. Carefully prise the shaft seal free from the
two washers. housing.

18
________________________ CHAPTER9 ________________________

INSPECTION AND REPAIR

1. The inspection and repair procedures for

the engine mounted tandem gear type
pump are the same as those for the
mounted gear type pump Refer to this
Chapter Section D.
I

RE-ASSEMBl Y

Re-assembly of the engine mounted tandem

gear type pump follows the disassembly
procedure in reverse.

IMPORTANT: If used bearings are to be

Figure 27
refitted,. they should be installed in their Position of Sealing Rings and
original positions. Inspection of the bearings Relationship of Bearings to
indicates two distinct features which may be Inlet Side of Body
used to ensure correct location. A. Inlet B. Outlet
1. Stuffer Strip
2. Pressure Loading Ring
i) A Y-shaped recess in the bearing face 3. Outer Sealing Ring
4. Front End Cover
ii) Relieved radii on one side of the bearing.

Assemble the bearings with the Y-shaped

recesses adjacent to the gear faces and the
relieved radii facing the outlet side of the body, III Clean the stud threads and apply a small
Figure 27. quantity of thread sealant prior to assembly.

On re-assembly observe the following

requirements: " Ensure the splined coupling is installed with
the large internal chamfer towards the shaft
$ Lubricate all parts with hydraulic oil. seal.

III Coat all seals and '0' -rings with petroleum

jelly and ensure the pump sealing rings are • Ifthe pump is notto be re-used immediately,
the ports should be capped.
correctly positioned, Figure 27.

III Clean the front end cover threads and coat

with sealant to Ford Specification, SJM-
4G9102-A, prior to assembly.
INSTALLATION
• Ensure the idler gear shaft is lightly oiled and
Installation of the engine mounted tandem
installed with the threaded end towards the
gear type pump follows the removal procedure
plug.
in reverse.
@ Install the idler gear shaft plug with the
slotted face towards the shaft.
IMPORTANT: Prior to installation on the
c Pack the cavity between the lips of the shaft tractor, introduce hydraulic oil into the suction
seal with high melting point grease. port and rotate the gears by hand.

19
 G. GEAR
D
41 & W!TH S~NGlE PUMP
4110 & 4610 MODELS WITH DUAL PUMPS

Figure 28
Cross-Section of Transmission Mounted Hydraulic Gear Pump
1. Rear Cover 9, Tab Washer
2, Rear Driven Gear Shaft 10, Nut
3, Rear Driven Gear 11, Shaft Key
4, Rear Gear ;-<,e:>l'lnrln 12. Front Driven Gear
5, Front Drive Gear 13, Roll Pin Dowel
6, Shaft Seal 14, Front Gear Bearing
7, Front Cover 15. Rear Drive Gear
8, Driven Gear 1 6, Pressure Plate

A cross-section of the transmission mounted
gear type hydraulic pump is shown in
28.
The pump is a tandem gear type unit mounted
in the lower side of the rear axle
centre
The pump is driven directly by a gear splined to
the rear end of the P.T.D. countershaft.
Two sets of spur gears are incorporated within
the pump body. The gears, which are . . . '.n'IJ'~;u
and revolve at the same speed, are in
constant operation whenever the is
The front gears pump oil to the
system whilst the smaller rear gears
pump oil to the P.T.D. clutch
and brake on<::u''''C!i''ln

20
-----------------------CHAPTER9-----------------------

Oil FLOW
With reference to Figure 29.
Hydraulic oil is supplied to the pump from
the rear axle centre housing reservoir via a
replaceable full flow micronic intake filter.
On entering the pump the oil fills the spaces
between the teeth of the revolving front
gears and is carried around, within the pump A
body, to a point where the teeth of the two
gears come into mesh. The oil is then expelled
through an outlet port into a passage formed
in the pump flange and incorporating a
relief valve to prevent the pump being
overloaded.

The passage rises vertically ~o connect via a

feed pipe to the flow control valve plate.
Figure 29
Oil Flow in Hydrauli c Gear Type Pump
Hydraulic intake oil also passes to the pump _
Suction
rear gears via a transfer passage drilled Pressure Oil Oil
within the pump body. The oil is carried
A. To Hydraulic Circuit B. From Reservoir
around by the rotating gears and is 1. Driven Gear 2 . Drive Gear
expelled through a rear outlet port into a
pj3ssage formed in the pump flange. This
passage leads to a port on the pump
mounting face which directs the oil. through
the wall of the rear axle centre housing,
into a rigid pipe leading to the independent
P.T.O. brake pressure regulating valve.

H. HYDRAULIC PUMP-TRANSMISSION MOUNTED GEAR

TYPE-OVERHAUL

REMOVAL 3. Disconnect the brake levers from the

1. Drain the oil from the rear axle centre
housing.
2. Ford 4110 and 4610, Less Straddle Mount
Cab:
Disconnect the two brake pedal return
springs and remove the right-hand
platform .
~ord 4110 and 4610 with Straddle Mount
Cab:
Disconnect the brake control rods.
pull rods.
4. Withdraw the pump to rear axle centre
housing retaining bolts.
5. Remove the pump from the side of the
rear axle centre housing .
NOTE: The externally located feed pipe,
connecting the pump to the flow control valve
plate, must be pushed upwards a sufficient
distance to facilitate removal of the pump.

21
- - - - - - - - P A R T 8-HYDRAULIC S Y S T E M S - - - - - - - -

Figure 30
Hydrau lic Gear Pump-Exploded
1. Rea r Cover 7. Front Drive Gear 1 3. External Driven Gear
2. Pressure Loading Ring 8 , Front Gear Bearing 14. Front Cover
3. Outer Sealing Ring 9. Front Seal 15. Front Driven Gear
4. Pressure Plate 10. Shaft Key 16. Rear Gear Bearing
5. Rear Driven Gear 11 . Nut 17. Roll Pin Dowel
6. Pump Body 12. Tab Washer 18. Rear Drive Gear

DISASSEMBLY 7 . Withdraw th e front driven gear from

the pump body.
With ref erence to Figure 30.

1. Straighten the locking t ab and remove 8. Remove the rear cover retai ning bolts
the extern al driven gear retaining nut. and washers and w ithdraw the rear
cover.
2. Withdraw th e external driven gear
from the shaft. 9. Extract th e pressure plate from th e
rear. of the pump .
3. Remove th e shaft key.
10. Using a pa ir of long nose pliers remove
4. Remove the front cover retaining the rear gears.
bolts and washers and withdraw the
front cover.
11 . Withdraw the rear gear bearing.

5. Pull the front drive gear and bearing

NOTE: To facilitate removal of the rear
from the pump body.
gear bearing it may be necessary to push
the bearing from the rear end using a
6. Separate the front drive gear from the suitable rod inserted in the oil transfer
bearing. passage.

22
_ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _1 CHAPTER 9-------------------------

INSPECTiON AND REPAiR

1. The and
for the transmission mounted gear pumps
are the same as those for the engine
mounted gear type pump-Refer to this
Chapter, Section D.

RE-ASSEMBlY

Re-assembiy of the transmiSSion mounted

gear type pumps follows the disassembly
in reverse.

Figure 31
HVI PO RTANT: If used bearings are to be Position of Sealing Rings and Relationship
refitted, they should be installed in their of Bearings to Inlet Side of Body
original positions. Inspection of the bearings A Inlet B. Outlet
indicates two distinct features which may
1. Relieved Radius on Outlet Side of Pump
be used to ensure correct location. 2. Pressure Loading Seal
3. Back Up Strip
4. Seal Back Up Ring
5. Pressure Loading Strip
6. Back Up Strip
(i) A Y-shaped recess in the bearing face.

(ii) Relieved radii on one side of the

bearing. • Coat the seal lip with gredse.

• If the pump is not to be re-used imme-

Assemble the bearings with the Y -shaped diately, the ports should be capped.
recesses adjacent to the gear faces and the
relieved radii facing the outlet side of the
body, see Figure 31.

On re-assembiy observe the foilowing

requirements:
INSTALLATION

Installation of the transmission mounted

(I) Lubricate ali parts with hydraulic oil.
gear type pumps follows the removal
')rocedure in reverse .

.. Coat all seals and '0' -rings with petroleum

jelly and ensure the pump sealing rings
are correctly positioned, Figure 31.
Ensure the sealing strips are flush to 0·01
in. (0·25 mm) proud of the bearing block
on re-assembly.
1M PORTANT: Prior to installation on the
tractor, introduce hydraulic oil into the
5uction port and rotate the gears by hand.

23
----IIIIIIIIIIII---IIIIIIIII!IIIIlPART a-HYDRAULIC SYSTEMS-_IIIIIIIIIIIIIIIIIIIIIIIIIIIIIllllllllRllllIIIIIIiIlIIIIIIIIIIIIIIIIIIIII_-

J, HYDRAUUC PUMP-TRANSMISSION MOUNTED GEAR

TYPE DESCRIPTION AND OPERATION
FORD 5610, 6610,6110,1610 & 1710 MODELS WITH SINGLE PUMP
FORD 5610. 6610.6110, 1610 & 1710 MODELS WITH DUAL PUMPS

Figure 32
Cross-Section of Transmission Mounted Gear Type Hydraulic Pump
1. Rear Pump Driven Gear 7. Front Pump Driven Gear 13. Shaft Key
2. Bearing 8. Front Pump Body 14. Driven Gear
3. Rear End Cover 9. Front End Cover 15. Through Bolt
4. Rear Pump Drive Gear 10. Shaft Seal 16. Bearing
5. Rear Pump Body 11. Tab Washer 17. Front Pump Drive Gear
6. Connector Shaft 12. Nut 18.

A cross-section of the transmission mounted
gear type hydraulic pump is shown in Figure
32.
The pump is a tandem gear type unit mounted
in the lower right-hand side of the rear axle
centre housing.
The pump drive is taken via an idler gear from a
gear on the independent power take-off drive
dutch hub.
Two sets of spur gears are incorporated within
the pump bodies. The gears, which are
coupled together and revolve at the same
speed, are in constant operation whenever the
engine is running. The front gears pump oil
(high pressure) to the hydraulic power lift
circuit whilst the narrower rear gears pump oil
(low pressure) to operate and lubricate the
independent power take-off dutch and brake,
the Dual Power clutches (where fitted) and to
effect pressure lubrication of the front
transmission.

24
-----------------------CHAPTER9------------------------
Rgure 33
Oil Flow in Hydraulic Gear Type Pump
Suction
Pressure Oil • Oil
A. To Hydraulic Circuit B. From Reservoir
1. Driven Gear 2. Drive Gear
The spur gears are supported in aluminium
bearings incorporating steel bushes with
porous bronze and PTFE plus lead linings
OIL FLOW
With reference to Figure 33.
Hydraulic oil is supplied to the pump from the
rear axle centre housing reservoir via an intake
tube. The oil passes into the pump flange and
across a removable plastic strainer, Figure 34.
Oil passing through the strainer is utilised to
feed the rear (low pressure) pump.
The main supply oil passes to the front (high
pressurel pump via a replaceable, full flow
micronic intake filter. On entering the front
pump the oil fills the spaces between the teeth
of the revolving gears and is carried around,
within the pump body, to a point where the
teeth of the two gears come into mesh. The oil
is then expelled into a passage formed in the
base of the front plate and passes back via a
transfer tube, into a gallery within the pump
flange .
25
Figure 34
Hydraulic Gear Type Pump Filter
and Relief Valve Locations
1. Front Pump
2. Relief Valve
3. Front Pump Filter Threaded Adaptor
4. Rear Pump Strainer
The oil then passes across a relief valve which
protects the pump by allowing excess oil to
pass directly back to sump under overload
conditions.
The high pressure oil passes upwards out of
the pump flange to feed the trailer brake valve
(where fitted) before passing into a vertical
gallery within the rear axle centre housing wall
leading to the hydraulic lift cover.
The hydraulic intake oil which is used to feed
the rear (low pressure) pump passes from the
pump flange into the rear pump body via a
transfer tube. The oil is then carried around by
the rotating gears and expelled into a passage
formed in the base of the rear pump body . The
oil then passes, via a transfer tube, into a
vertical gallery within the pump flange. The
gallery leads downwards to a port on the pump
mounting face which directs the oil through
the wall of the rear axle centre housing into a
rigid pipe leading to the independent PTa
clutch control valve assembly. The gallery
ends in an outlet connection to feed the Dual
Power clutches (where fitted).
- - - - - - - - P A R T 8-HYDRAULIC S Y S T E M S - - - - - - - - -

K. HYDRAULIC PUMP- TRANSMISSION MOUNTED GEAR TYPE-OVERHAUL

Figure 35
Transmission Mounled Gear Type Hydraulic Pump - Exploded
1. Rear End Cover 7. Front Pump Driven Gear 13. Bearing
2. Bearing 8. Front End Cover 14. Front Pump Drive Gear
3. Rear Pump Drive Gear 9. Shaft Key 15. Front Pump Body
4. Connector Shaft 10. Tab Washer 16. Rear Pump Driven Gear
5. Rear Pump Body 11. Nut 17. Pressure Loading Ring
6. Bearing 12. Driven Gear 18. Outer Sealing Ring

REMOVAL (i) Pull the brake levers outwards to

1. Drain the oil from the rear axle centre
housing .
2. Ford 5610, 6610 and 7610 Less Straddle
Mount Cab:
Disconnect the two brake pedal return
springs and remove the right-hand
platform.
Ford 5610, 6610 and 7610 With Straddle
Mount Cab and Ford 6710 and 7710
models:
Disconnect the brake control rods.
3. Disconnect the brake levers from the
pull rods.
facilitate removal of the pump. (See
"REAR AXLE AND BRAKES " -
Part 7).
(il) Disconnect the Dual Power pressure
feed tube (where fitted) from the hydraulic
pump.
liii) With trailer brakes:
Disconnect the trailer brake pressure
feed tube and remove from the pump.
(iv) Less trailer brakes:
Disconnect the feed tube elbow from
the centre housing and withdraw from
the pump.
Withdraw the pump to rear axle centre
housinp retaining bolts.
5. Remov, the pump from th e side of the
rear axle centre housing.

26
- -_______________________ CHAPTER9 _________________________

DISASSEMBl Y

With reference to Figure 35

Remove the intake tube and discard the
'0' -ring seal
2 the locking tab and remove the
external driven gear retaining nut
3 Withdraw the external driven gear from
the shaft
4 Extract the shaft key
5 Remove the rear cover plate and
screws
6 VVithdraw the rear pump bearing, gears
and connector shaft
7 Remove the front cover retaining bolts
and washers Figure 36
Position of Sealing Rings and Relationship of
8 Carefully pull the rear pump body from the Bearings to inlet Side of Body
pump flange A Inlet B Outlet
1 Relieved Radius on Outlet Side of Pump
9 Extract the transfer tubes and discard the 2 Pressure Loading Seal
'O'-ring seals 3 Seal Back-up Ring
4 Y -Shaped Recess on Inlet Side of Pump
10 Withdraw the front pump gears and
bearings
Assemble the bearings with the Y -shaped
11 Carefully swing the front plate clear of the
recesses adjacent to the gear faces and the
locating dowels then pull from the pump
relieved radii facing the outlet side of the
flange
body, see Figure 36
12 Extract the transfer tube and discard the
'ot -ring and back-up seals On re-assembly observe the following
requirements
INSPECTION AND REPAIR
The inspection and repair procedures • Lubricate all parts with hydraulic oil
for the transmission mounted gear pumps
4& Coat all seals and '0' -rings with petroleum
are the same as those for the engine
jelly and ensure the pump sealing rings
mounted gear type pump- Refer to this
are correctly positioned, Figure 36
Chapter, Section D

RE-ASSEMBl Y .. Coat the seal lip with grease

Re-assembly of the transmission mounted .. It the pump is not to be re-used imme-

gear type pumps follows the disassembly diately, the ports should be capped
procedure in reverse

IMPORTANT If used bearings are to be INSTALLATION

refitted, they should be installed in their
Installation of the transmission mounted
original positions Inspection of the bearings
gear type pumps follows the removal
indicates two distinct features which may
procedure in reverse
be used to ensure correct location
(i) A Y-shaped recess in the bearing face
I M PO RTANT Prior to installation on tile
(ii) Relieved radii on one side of the tractor, introduce hydraulic oil into the
bearing suction port and rotate the gears by hand

27
- - - - - - - - - PART a-HYDRAULIC SYSTEMS----IIIIIIIIIIIIII--1llllllllllllll1IIIIIIi

28
 PARTS
H RAUllC SYSTEMS

Chapter 10
HYDRAULIC LIFT EXTERNAL CONTROL
LINKAGE

Section Page
A HYDRAULIC LIFT EXTERNAL CONTROL UNKAGE-
OVERHAUL- FORD 2610, 3610, 4110 & 4610
MODELS WITH FORD STRADDLE MOUNT CAB
B HYDRAULIC liFT EXTERNAL CONTROL UNKAGE-
OVERHAUL-FORD 5610, 6610 & 7610 MODELS
WITH FORD STRADDLE MOUNT CAB 3
c HYDRAULIC liFT EXTERNAL CONTROL UNKAGE-
-OVERHAUL-FORD 6710 & 7710 MODELS 5

A. HYDRAULIC LIFT EXTERNAL CONTROL UNKAGE-OVERHAUl-

FORD 2610, 3610, 4110 & 4610 MODELS WITH FORD STRADDLE
MOUNT CAB

REMOVAL 3 Remove the quadrant disc retaining nut,

spring and cup washer
With reference to Figures 1 and 2

Withdraw the three bolts, lockwashers 4 Remove the three quadrant bracket
and nuts, then remove the quadrant from retaining bolts and washers
inside the cab and piace the lift control
handles in the vertical position

5 Carefully pull the position control disc,

2 Carefully peel the lower end of the
inner boot off the lip of the quadrant
support and push upwards to gain access
to the hydraulic lift external linkage
quadrant bracket draft control disc and
spacer off the end of the control lever
shafts and withdraw the complete linkage
assembly through the lower end of the
inner boot
- - - - - - - - - PART 8-HYDRAUUC SYSTEMS 1IIIi'iIIIIIIII_ _ _ _ _1llllllllllllll1IIIUIIII1IIIlIII

Figure 1 Figure 2
Hydraulic Lift Controls- Ford 2610, 3610, 4110 Hydraulic Lift External Control Linkage-
&4610 Ford 2610, 3610, 4110 & 4610
1 Quadrant Mounting Bolts 1 Inner Boot
2 Flow Control Lever 2 Adjuster and Rod Assembly
3 Quadrant Boot Retainer 3 Disc Retaining Nut
4 Quadrant Boot 4 Position Control Disc
5 Lift Control Handles 5 Bracket Retaining Bolt
6 Quadrant 6 Spacer
7 Quadrant Support
8 Flow Control Valve Shaft Assembly
9 Quadrant Bracket

DISASSEMBl Y RE-ASSEMBlY

Remove the split pins and washers at Re-assembly of the hydraulic lift external
each end to disconnect the adjuster linkage follows the disassembly proce-
and rod assemblies dure in reverse

IMPORTANT On re-assembly apply hy-

2 Remove the retaining nut, then withdraw
the pivot bolt, spring washer and shims and
separate the control handles
draulic lubricant to the linkage mechanism
friction points
On re-assemhly observe the following require-
ments

• Tighten the control handles pivot bolt

INSPECTION AND REPAIR
Examine the linkage components for
burrs, wear or damage Any minor burrs
should be removed with a fine abrasive
2 Ensure the spring washers are not
damaged and check the components
for freedom of movement
retaining nut until the two coils of the spring
washer are 0 015-0 025 in (0 38-0.64mml
apart
INSTAllATION
Installation of the hydraulic lift external
linkage follows the removal prc.,cedure
in reverse
• For hydraulic lift external linkage adjust-
ments see "Adjustments" -Chapter 11

2
------------------------CHAPTERI0----------------------~
B HYDRAUliC UFT EXTERNAL CONTROL UNKAGE-OVERHAUl-
FORD 5610, 6610 & 7610 MODELS WiTH FORD STRADDLE MOUNT
CAB

REMOVAL 3 Remove the and washers and

disconnect the adjustor and rod assemblY
With reference to 3 and 4
lower ends from the system selector link
and the quadrant disc
IMPORTANT: Due to the spring pressure at
the inner end of the lift control shaft, do not
remove the disc retaining nut unless the lift
cover is removed, see Chapter 4-
Section B
4 Remove the four quadrant bracket
retaining nuts
Withdraw the three nuts and bolts then
remove the quadrant from inside the cab
and place the lift control handles in the
vertical position
5 the quadrant bracket off
2 Carefully the lower end of the inner lift clear ofthe support
boot off the lip of the control support and withdraw the complete linkage
and push upwards to gain access to the assembly through the lower end of the
hydraulic lift external linkage inner boot

Figure 3 Figure 4
Hydraulic Lift Controls- Ford 5610, 6610 & Hydraulic Lift External Control
7610 Ford 5610, 6610 & 7610
1 Quadrant Mounting Bolts 1 Inner Boot
2 Quadrant Bracket 2 Adjuster and Rod Assemblies
3 Boot Retainer 3 Disc Retaining Nut
4 Quadrant Boot 4 Ouadrant Disc
5 Lift Control Handles 5 Bracket Retaining Nuts
6 Quadrant 6 System Selector Link
7 Control Support
8 Quadrant Bracket
9 Friction Disc

3
- - - - - - - - PART 8-HYDRAUliC SYSTEMS - - - - - - - - - -
D~SASSEMBLY
Disconnect the adjuster and rod assem-
blies from the lift control handles by
removing the split pins and washers
at the ends
2 Remove the pivot bolt, washer, shim(s),
cup washer, spring and retaining nut and
separate the control handles
INSPECTION AND REPAIR
Examine the linkage components for
burrs, wear or damage Any minor burrs
should be removed with a fine abrasive
2 Ensure the spring washers are not
damaged and check the components
for freedom of movement
4
RE-ASSEMBl Y
Re-assembly of the hydraulic lift external
control linkage fallows the disassembly
procedure in reverse
IMPORTANT On fe-assemblv apply hy-
draulic lubricant to the linkage mechanism
friction points
On re-assembly observe the following
requirement'
• Tighten the control handles pivot boit
retaining nut to maintain a pull of 10-16 ibf
(4.5-7.2 kg) at the lever ends
INSTALLATION
Installation of the hydraulic lift external
linkage follows the removal procedure
in reverse
e For hydraulic lift external linkage adjust-
ments see "Adjustments" -Chapter 11
------------------------CHAPTER10-------------------------
C HYDRAUUC UFT EXTERNAL CONTROL liNKAGE OVERHAUl-
FORD 6710 & 7710 MODELS

REMOVAL 2 Withdraw the set screws sufficient to

remove the knobs from the control
VVith reference to 5 and 6
levers

IMPORTANT: Due to the spring pressure at

the inner end of the lift control shaft, do not 3 Remove the quadrant retaining bolts
remove the shaft retaining nut unless the lift and lockwashers and withdraw the
cover is removed, see Chapter 4- Section B. quadrant

Remove the split pins and washers at

the lower end of the Auxiliary Services 4 Remove the console panel cover re-
Control rod Remove the knob and taining screws and carefully lift the panel
withdraw the rod clear of the control levers

Figure 5 Figure 6
Control Console-Ford 6710 and 7710 Hydraulic Lift Controls-Ford 6710 & 7710
PTa Control Lever 1 Selector Quadrant
2 Auxiliary Services Control Knob 2 Actuating Lever
3 Remote Control Valve Lever
3 Support Shafts
4 Screw
4 Remote Control Valve Lever 5 lift Control Lever
5 lift Control Lever 6 System Selector Lever
6 System Selector Lever

5
1III!II!IIIIIII_ _ _ _ _IIIIIIiIIIIIIIIIIIII1IIIIIIIIIIIIIIiI_1ii PART 8-HYDRAULIC SYSTEMSIllllllllllllllIiIIIIIIIII!IiI--_lIIIIIIIIIIiIIIIIIIIIlIIlIJIIIIIIlIIIIIm

Figure 7 Figure 8
Hydraulic Lift External Control Linkage- Hydraulic lift Cover External linkage-
Ford 6710 & 7710 Ford 6710 & 7710
1 Hydraulic Lift Control Rod 1 Friction Disc
2 Hydraulic Lift Control Cross-Shaft 2 Actuating Clevis
3 System Selector Control Rod 3 Selector Valve Actuating Lever
4 Remote Control Valve Cross-Shaft 4 Retaining Bolt
5 Remote Control Valve Cross-Shaft 5 System Selector Actuator
6 P.T 0 Cross-Shaft 6 Coupler
7 Auxiliary Services Control Rod 7 Lift Control Actuating Body
8 Lift Control Support

5 Remove the split pins and washers at 9. Remove the split pins and washers at
each end then separate and withdraw the each end then separate and withdraw
system selector control rod, Figure 7 the remote control valve rod assemblies
(where fitted)

6. Remove the split pins and washers at

each end then separate and withdraw 10 Remove the split pin and cotter pin
the lift control rod assembly from the actuating clevis to disconnect
the Auxiliary Service selector valve
actuating lever, Figure 8

11 Withdraw the two securing bolts and

7 Withdraw the two boits at the cross-
remove the cross-shaped coupler from
shaped coupler and remove the lift
the lift control actuating body
lever shaft

12 (i) Remove the bolt securing the

system selector actuator

8 Remove the retammg nuts and bolts (ij) Use a pin punch to drive out the two
and withdraw the lift lever shaft locating pins retaining the system selector
bracket actuator to the selector shaft

6
------------------------CHAPTER10------------------------
13 Remove the screws 3 Check the selector for wear or
lever support shafts, damage to the selector lever positioning
slots

IMPORTANT To facilitate
note the relative positions of the control 4 Check the components for freedom of
levers and the hubs on the support shafts movement

14 withdraw the support shafts 5 Ensure the console boot (where

and remove the control levers and hubs is not damaged and forms an effective
from the console sea!

1E Remove the retaining nuts, bolts and

washers then remove the system selector
quadrant

16 Remove the boot (where fitted) from

the base of the console RE-ASSEMBlY

Re-assembly of the hydraulic lift external

control linkage follows the disassembly
procedure in reverse

IMPORTANT: On re-assembly apply

DISASSEMBLY
hydraulic lubricant to the linkage mechanism
friction points and grease the control lever
Remove the roll pin and separate the hubs and suppor~ shafts
selector valve actuating lever compon-
ents from the lift control support assembly

INSPECTION AND REPAIR INSTALLATION

Examine the linkage components for Installation of the hydraulic lift external
burrs, wear or damage Any minor burrs linkage follows the removal procedure
shou Id be removed with a fine abrasive in reverse

2 !nspectthe control lever hubs and support G For hydraulic lift external linkage adjust-
shafts for excessive wear ments see "Adjustments" -Chapter 11

1
- - - - - - - - PART 8-HYDRAUUC SYSTEMS _ _
1111111111111_ _ _ _ _ _ _-

8
 PART 8
HYDR ULIC SYSTE s
Chapter 11
ADJUSTMENTS

Section Page
A HYDRAULIC SYSTEM ADJUSTMENTS
FORD 2610,3610,4110 & 4610 MODELS
B HYDRAUliC SYSTEM ADJUSTMENTS
FORD 5610,6610,6710,7610 & 7710 MODELS LESS LOAD
MONITOR 8
C HYDRAULIC SYSTEM ADJUSTMENTS-
FORD 5610, 6610, 6710, 7610 & 7710 MODELS WITH LOAD
MONITOR 17

A. HYDRAULIC SYSTEM ADJUSTMENTS-

FORD 2610, 3610. 4110 & 4610 MODELS

DRAFT CONTROL MAIN SPRING

For the Ford 2610, 3610, 4110 and 4610

models, the spring is double acting and
ensures draft control is maintained whether
the forces in the top link are compressive or
tensile

NOTE: The main spring adjustment can be

checked and, jf necessary, adjusted with the
hydraulic lift cover in situ. If the mainspring Figure 1
adjustment is suspected to be incorrect, Draft Control Main Spring Location
remove the main spring yoke and housing 1 Housing 3 Rocker
assembly then proceed as follows 2 Yoke 4 lift Cover

1
- - - - - - - - - - PART 8-HYDRAUlIC SYSTEMS _ _ _ _IIIIIIIIIfIIIIIIIIIIIIIII_ __

Figure 2 Figure 3
Draft Control Main Spring Adjustment- Draft Control Selector Shaft Adjustment-
Ford 2610,3610,4110 and 4610 Ford 2610, 3610, 4110, 4610 Less Straddle
1 Yoke Mount Cab
2 Draft Control Plunger Draft Control 3 Retaining 80lt
3 D raft Lever Selector Shaft 4 Spacers
4 Shims Roller 5 Draft Control Lever
5 Front Seat 2 Draft Lever
6 Draft Control Main Spring
7 Rear Seat
8 Housing

DRAFT CONTROL MAIN SPRING 4 Re-assemble the housing to the lift cover
ADJUSTMENT withthedraftcontrol plungerguidegroove
aiigned with the front seat and the com-
With reference to Figure 2
plete assembly located in the main spring
housing Secure the three attaching
1 Assemble the rear seat draft control bolts
main spring and front seat into the hous-
ing

NOTE. Both the lower two attaching bolts

2 Note the distance between the top face
are drilled to relieve any pressure build up
of the front seat and the surface of the
within the rear axle centre housing Always
housing The front seat should be
ensure these breather bolt holes are free
0000-0 010 in (0000-0 254 mm)
from obstruction
above the housing face

3 Add shims between the spring and front 5 Screwtheyoke in until all playiseiiminated
seat to obtain the correct setting (See then turn the yoke the least amount until
"Specifications" -Chapter 12) the hole in the yoke is horizontal

2
-------------------------CHAPTER11 -------------------------

DRAFT CONTROL SELECTOR SHAFT

ADJUSTMENT

Ford 2610, 3610,4110 and 4610 Less Straddle

Mount Cab

With reference to Figure 3

With the lift cover removed, place the

draft control lever in the raise ",..,.",.'It,,,,",
Figure 4-
Flow Control Valve Override Linkage
1 Cam 5 Flow Control Knob
2 Shims (Reference only)
3 Lift Cover Face 6 Draft Control Lever
4 Adjuster 7 Follower
2 Note if the draft control selector shaft
roller is centralised on the draft lever

FLOW CONTROL VALVE CAM

FOLLOWER ADJUSTMENT

3 If the roller is not centralised, remove With reference to Figure 4

the two quadrant retaining bolts and
iockwashers and add or remove shims
between the quadrant plate and the
support as required to centralise the
roller on the draft lever
1 With the lift cover removed, place the
Draft Control lever at the bottom of the
quadrant

2 Measure the distance between the bottom

NOTE The shims also establish the location
of the Position Control components There-
fore,. the centralisation of the position
lever on the actuating lever roller and the
position control rollers on the position
control cam must also be considered when
making this adjustment
4 Repiace and tighten the quadrant retain-
ing bolts to the specified torque (See
"Specifications" -Chapter 12)
of the actuating cam and the lift cover face
less gasket
3 Rotate the flow control knob clockwise
as far as possible to the slow flow (S)
position
4 Adjust the cam follower by adding or
removing shims between the follower
and the adjuster until dimension "A"
from the top of the rear axle centre
housing less gasket to the top of the
follower is 0 000 to 0 010 in (0 000 to
o 254 mm) more than the distance
measured in Step 2

3
- - - - - - - - PART 8~HYDRAUUC SYSTEMS - - - - - - - - - -
Figure 5
Draft Control linkage Adjustment- Ford 2610,
3610,4110 & 4610 With Straddle Mount Cab
1 Draft Control Lever
2 Draft Control Disc
3 Draft Control Adjuster and Rod Assembly
4 Quadrant Assembly
NOTE: The following hydraulic linkage adjust-
ments for Ford 2610, 3610, 4110 and 4610
Tractors with Straddle Mount Cab can only be
effected with the lift cover removed and the
quadrant installed, see Chapter 4- Section A.
DRAFT CONTROL liNKAGE-fORD 2610.
3610, 4110 and 4610 WITH STRADDLE
MOUNT CAB.
With reference to Figure 5
Disconnect the draft control adjuster and
rod assembly from the draft control lever
or disc
4
,.0)
,,:."-'~:',
\ .. ,:.
. ,. :.l.·'··.~.'.
Figure 6
Setting Draft Control Disc- Ford 2610,3610,
4110 & 4610 With Straddle Mount Cab
1 Draft Control Lever
2 Reference Hole
3 Draft Control Disc Pin
4 Quadrant Bracket
2 Place the draft control lever at the bottom
of the quadrant and set the draft control
disc at an angle of 34° to the vertical by
aligning the pin in the centre of the disc
arm with the centre of the reference hole
in the quadrant bracket, Figure 6
3 Adjust the rod assembly to suit the centre
distance between the disc and the lever
and tighten the locknut to the specified
torque, see "Specifications" ~Chapter
12
4 Re-connect the rod assembly to the draft
control lever or disc
-----------------------CHAPTER11 ------------------------
I
I
I
22·1 mm\O.37iJ
21-1 mm(O-S3in)
I
Figure 1
Postion Control Linkage Adjustment- Ford 2610,
3610,4110 & 4610 With Straddle Mount Cab
1 Position Controi Lever
2 Position Control Disc
3 Position Control Adjuster and Rod Assemb!y
4 Quadrant Assembly
POSITION CONTROL lINKAGE-
FORD 2610, 3610, 4110 AND 4610
WITH STRADDLE MOUNT CAB
With reference to Figure 7
Place the draft control lever at the bottom
of the quadrant and disconnect the
position control adjuster and rod assem-
bly from the position control lever or
disc
2 Set the position control lever 0 83-
o
87 in (21 1-22 1 mm) from the
bottom of the quadrant
3 Place the lift arms in the full down
position
4 Set the position control disc at an angle
of 49° to the vertical by inserting a
7/16 in (11 mm) drill in the quadrant
support reference hole and rotating
the disc until the arm pushes the drill
against the side of the reference hoie,
Figure 8
5
Figure 8
Setting Position Control Disc-Ford 2610, 3610,
4110 & 4610 With Straddle Mount Cab
1 Quadrant SUPPOit
2 Position Control Disc
3 Reference Hole
4 7/1 6 in (11 m m) D ri Ii
5 Adjust the rod assembly to suit the
centre distance between the disc and
the lever and tighten the locknut to
the specified torque, see "Specifica-
tions" -Chapter 12
6 Re-connect the rod assembly to the
position control lever or disc
7 Withdraw the retaining bolts and remove
t he control valve front baffle from the lift
cylinder
8 Slacken the adjustable stop locknut and
adjust the eccentric, Figure 9, to
obtain 0 030 in (0 76 mm) from the end
of the control valve to the front face of
the lift cylinder, using Setting Gauge
Tool No FT 8600 or FT 8606 or 1261 to
check this dimension
9 Tighten the adjustable stop locknut to
the specified torque see "Specifica-
tions" -Chapter 12
10 Re-install the front baffle Install the
retaining bolts and tighten to the
specified torque see "Specifications"-
Chapter 12
- - - - - - - - - - PART 8-HYDRAUUC SYSTEMS
Figure 9
Draft and Position Control Linkage Adjustment-
Ford 2610, 3610, 4110 & 4610 Less Straddle
Mount Cab
1 Eccentric Adjustable Stop
2 Lift Arms in Lowest Position
3 Position Control lever 1 00 in (25 4 mm)
from Stop at Bottom of Quadrant
4 Draft Control Lever at Bottom of Quadrant
5 Tool No FT 8600 or FT 8606 or 1261
DRAFT AND POSITION CONTROL
LINKAGE ADJUSTMENT-
FORD 2610, 3610. 4110 AND 4610
LESS STRADDLE MOUNT CAB
NOTE Draft and Position Control linkage
adjustments are made simultaneously
Prior to Draft and Position Control Linkage
Adjustment, remove the lift cover from the
tractor (See Chapter 4-Section A)
With reference to Figure 9
1 Place the Draft Control lever at the
bottom of the quadrant
2 Position the lower edge of the Position
Control Lever 1 00 in (25 4 mm) above
the stop at the bottom of the quadrant
3 Lower the lift arms to the full down
position
4 Withdraw the retaining bolts and remove
the control valve front baffle from the lift
cylinder
6
1iIIIIIIIII1III_1IIIIIIIIIIII"'1IIIIIII!II1I!1IIIII1lIIIi1II_ _ _m
Figure 10
Flow Control Valve Linkage Adjustment-
Ford 2610,3610,4110 & 4610 With Straddle
Mount Cab
1 Clip
2 Shaft Assembly
3 Link
4 Flow Control Valve Lever
5 Rod
6 Operating Lever
5 Slacken the adjustable stop locknut and
adjust the eccentric to obtain 0 030 in
(0 76 mm) from the end of the control
valve to the front cover face of the lift
cylinder using Setting Gauge Tool No
FT 8600 or FT 8606 or 1261 to check this
dimension
6 Tighten the adjustable stop locknut to
the specified torque, see "Specifications"
-Chapter 12
7 Re-install the front baffle Install the
retaining bolts and tighten to the specified
torque, see "Specifications" - Chapter 12
FLOW CONTROL VALVE UNKAGE-
FORD 2610. 3610. 4110 AND 4610 WITH
STRADDLE MOUNT CAB
With reference to Figure 10
Fully raise the flow control valve lever
2 With the operating lever in the horizontal
position, screw the rod in the link until
the rod can be located into the shaft
assembly and the retaining clip installed
DELUXE REMOTE CONTROL VALVE
EXTERNAL Ui\lKAGE ADJUSTMENT
FORD 2610,3610,4110 AND 4610 LESS
STRADDLE MOUNT CAB
For remote control valves located on
hand side of tractor
Turn the clevis to the of the
actuating rod(s) until on re-assembly the
control valve handle(sl assume a vertical
position when the valve spool is in the
neutral position

For remote control valves located on !eft-

hand side of tractor
Turn the devis to the of the
actuating rod(s) until on re-assembiy the
control valve handie(s) assumes a position
8° below the horizontal when the valve Figure 11
spool is in the neutral position Deluxe Remote Control Valve
Ford 4110 & 4610 With Straddle Mount
Cabs
1 Cab 'B' Pillar
FORD 2610,3610,4110 AND 4610 WiTH 2 Trunnion
STRADDLE MOUNT CAB 3 Locknut
4 Actuating Rod
With reference to Figure 11 5 Cross-shaft
6 Control Valve Handle

NOTE: Adjustment of the deluxe remote

control valve linkage can be effected with the
hydraulic lift cover installed To facilitate
linkage adjustment, the deluxe remote control
va/vets) must be in the neutral position In the
neutral position, the dimension from the centre
of the trunnion attaching hole at the end of the
valve spool to the valve body is 1.50 in (38.1
mm)
1 Release the trunnion locknut
2 Remove the split pin and washer then
separate the trunnion from the valve spool
3 Turn the trunnion to adjust the actuating
rod length until on re-assembly the control
valve handle assumes a position relative to
the cab '8' pillar as specified in the
following chart
4 Replace the washer and split pin then
tighten the trunnion locknut to the
specified torque, see "Specifications"-
Chapter 12
IMPORTANT: To ensure satisfactory
operation, after tightening the locknut check
the centreline of the trunnion is parallel with
the top surface of the valve body within ±2°

Dimension 'X' from

Deluxe Remote Front Edge of Handle to
Control Valve Cross shaft Front Edge of Cab 'B' Control Handle location
Number locating Hole Pillar (side of tractor)

1 B 848 in (215 mm) Right-hand

2 A 765 in (194 mm) Right-hand
3 A 748 in (190 mm) Left-hand
4 B 8 36 in (212 mm) Left-hand

1
 IIIIIlIIIIII1II_ PART 8-HYDRAUliC SYSTEMS
1IIIIIIIilIIIIl_ _ _ _ _ _ _ WIiIlIIIIIIIIIiIIlIIIIIIIIIIil!l!lllll!l!lIIIIIIIIil1IIIiIllillll!lllIlll!!lllllll!lIllli!llllllll_IR\'IJZ

B HYDRAUUC SYSTEM ADJUSTMENTS- FORD 5610, 661ft

6710, 7610 & 7710 MODELS LESS LOAD MONITOR

DRAFT CONTROL MAIN SPR~NG DRAFT CONTROL UNKAGE

ADJUSTMENT ADJUSTMENT - FORD 5610. 6610
AND 1610 lESS STRADDLE MOUNT
With reference to Figure 12 CAB

Place the selector lever In Position NOTE" When 8a,fI}SUna the control ""''''>r1IC>
Control ensure Draft Control is selected and checked
before Position Control Prior to Draft
Control Adjustment remove the
2 Place the lift control lever at the bottom of lift cover from the tractor (See Chapter 4 -
the quadrant and ensure the lift arms are Section B)
fully down Unscrew the yoke to iemove
any pre-load on the main spring
With reference to 13

3 Loosen the set screw and tum the retainer
nut ciockwise until the draft control
main spring pressure is felt
4 Screwthe yoke on the plunger until all free
play is eliminated then turn the yoke the
least amount until the hole in the yoke is
horizontal Tighten the set screw
Lower the lift arms to the full down
2 Align the upper edge of the lift control lever
with the draft control setting notch on the
quadrant
3 Place the selector lever in the seventh
(DRAFT) detent in the selector quadrant

Figure 13
Lift Control Lever Settings for Draft
Figure 12 and Position Control- Ford 5610, 6610 & 7610
Draft Control Main Spring Adjustment Less Straddle Mount Cab
1 Hydraulic Lift Cover 1 Lift Control Lever in Draft Control Setting
2 Draft Control Plunger 2 Notch
3 Front Spring Seat 3 Lift Control lever in Position Control Setting
4 Draft Control Main Spring 4 Notch
5 Set Screw 5 Selector Quadrant Bolts
6. Yoke 6 Eccentric Shaft
7. Retainer Nut 7 Quadrant
8 Rear Spring Seat 8 Selector lever in Position Control Setting
9 Selector lever in Draft Control Setting

a
I~o
I (}.

Figure 14- Figure 15

Control Rod Roller Setting for Draft and Checking Control Rod Roller Setting
Position Control for Draft Control
A 195in(495mml Selector Link
B 003 in (076 mm) 2 Control Rod Roller
1 Draft Control Mainspring Plunger 3 Gauge, Tool No FT 8527 or 4654
2 Selector link 4 Rod
3 Control Rod and Roller Assemblv in Position
Control Setting
4 Selector Arm
5 Actuating Lever
6 Control Rod and Roiler Assembly in Draft
Control Setting

4 Slacken the selector quadrant retaining

bolts and move the quadrant until the
bottom of the control rod roller is 1 95 in
(49 5 mm) above the lift cover surface,
Figure 14 Use Setting Gauge Tool No
FT 8527 or 4654 to check this dimension,
Figure 15 Tighten the selector quadrant
retaining bolts to the specified torque, see
"Specifications" - Chapter 12

5 Withdraw the retaining bolts then remove

the control valve front plate
IMPORTANT: Take care to ensure the drop
poppet valve and spring do not fall from the lift
cylinder housing.

6 Slacken the locknut and adjust the turn-

buckle until the spring loaded pin at the
Figure 16
front of the control valve projects 0 19 in
Checking Control Valve Pin to Control Valve
(4 83 mm) beyond the control valve Bushing Dimension
bushing Use Setting Gauge, Tool No 1 Actuating Lever
FT 8527 or 4654 to check this dimension, 2 Turnbuckle
Figure 16 Tighten the turnbuckle locknut 3 Locknut
4 Control Valve Pin
to the specified torque, see "Specifi- 5 Setting Gauge Tool No FT 8527 or 4654
cations" - Chapter 12 6 Control Valve Bushing

9
 Figure 11
Control Rod Roiler for
Position Control
1 Control Rod Roiler
2 Selector Link
3 Setting Gauge Tool No FT 8527 or 4654
4 Control Rod
POSIT~ON CONTROL LINKAGE
ADJUSTMENT-FORD 5610, 6610 AND
7610 lESS STRADDLE MOUNT CAB
With reference to Figure 13
1 Ensure the lift arms are in the full down
position
2 Align the upper edge of the lift control lever
with the position control setting notch on
the quadrant
3 Place the selector lever in the first
(POSITION) detent in the selector
quadrant
4. The top of the control rod roller should now
be 003 in (076 mm) below the lift cover
surface, Figure 14 Use Setting Gauge Tool
No FT .8527 or 4654 to check this
dimension, Figure 17
5 Slacken the locknut and rotate the
eccentric shaft until the spring loaded pin at
the front of the control valve projects 0 19
in (4 83 mml beyond the control valve
bushing Use Setting Gauge, Tool No.
FT .8527 or 4654 to check this dimension
Figure 16. Tighten the locknut to th~
specified torque, see "Specifications"-
Chapter 12
6 Replace the control valve front plate and
tighten the retaining bolts to the specified
torque, see "Specifications" - Chapter 12.
10
Figure 18
Lift Control Lever Settings for Draft and
Position Control- Ford 5610, 6610 & 7610 With
Straddle Mount Cab
1 Selector lever in Position Control Setting
2 Notch
3 lift Control Lever in Position Control Setting
4 Quadrant
5 Selector Lever Rod Assembly
6 Eccentric Shaft
7 Selector Lever in Draft Control Setting
8 Notch
9 Lift Control Lever in Draft Control Setting
lifT COVER LINKAGE ADJUSTMENT-
FORD 5610, 6610 AND 7610 WITH
STRADDLE MOUNT CAB
NOTE: The following hydraulic linkage adjust-
ments for Ford 5610, 6610 and 7610 Tractors
with Straddle Mount Cabs, can only be
effected with the lift cover removed and the
quadrant installed. (See Chapter 4-
Section B).
IMPORTANT: Prior to performing the
following hydraulic linkage adjustments, ad-
just the lift control lever rod assembly to a
length of approximately 7.12 in. (180.8 mm)
whereby both the lift control lever and the link
are located against their respective bottom
stops.
DRAFT CONTROL LINKAGE
ADJUSTMENT -fORD 5610.6610 AND
1610 WITH STRADDLE MOUNT CAB
With reference to Figure 18
1 lower the lift arms to the full down
position.
2 Align the upper edge of the lift control lever
with the draft control setting notch on the
quadrant
------------------------CHAPTER11------------------------
3 Place the selector lever in the first (DRAFT)
detent in the selector quadrant
4 Adjust the length of the selector lever rod
assembly until the bottom of the control
rod rolier is 1 95 in (49 5 mm) above the lift
cover surface, Figure 14 Use Setting
Gauge Tool No FT 8527 or 4654 to check
this dimension, Figure 15 Tighten the lock-
nut to the spedfied torque, see "Specifi-
cations" - Chapter 12
5 Withdraw the retaining boits then remove
the control valve front plate
IMPORTANT: Take care to ensure the drop
poppet valve and spring do not fall from the lift
cylinder housing
6 Slacken the locknut and adjust the turn-
buckle until the spring loaded pin at the
front of the control valve projects 0 19 in
(483 mm) beyond the control valve
bushing Use Setting Gauge, Tool No
FT 8527 or 4654 to check this dimension,
figure 16 Tighten the turnbuckle locknut to
the specified torque, see "Specifications"
Chapter 12
POSITION CONTROL UNKAGE
ADJUSTMENT-FORD 5610, 6610 AND
7610 WITH STRADDLE MOUNT CAB
With reference to Figure 18
1 Ensure the lift arms are in the full down
position.
2 Align the upper edge of the lift control lever
with the position control setting notch on
the quadrant.
3 Place the selector lever in the seventh
(POSITION) detent in the selector
quadrant.
4 The top of the control rod roller should now
be 0.03 in (0.76 mm) below the lift cover
surface, Figure 14. Use Setting Gauge Tool
No. FT.8527 or 4654 to check this
dimension, Figure 17
5 Slacken the locknut and rotate the
eccentric shaft until the spring loaded pin at
the front of the contra! valve projects 0.19
in. (4.83 mm) beyond the control valve
bushing. Use Setting Gauge, Tool No
FT 8527 or 4653 to check this dimension,
Figure 16. Tighten the locknut to the
specified torque, see "Specifications"-
Chapter 12.
6. Replace the control valve front plate and
tighten the retaining bolts to the specified
torque, see "Specifications" -Chapter 12.
Figure 19
Deluxe Remote Control Valve Linkage
Ford 5610, 6610 & 7610
Less Straddle Mount Cab
1 Actuator
2 Control Valve Handle
3 Actuating Rod
4 Control Valve Spool
5 Trunnion
6 Locknut
DELUXE REMOTE CONTROL VALVE
EXTERNAL LINKAGE ADJUSTMENT-
FORD 5610, 6610 AND 7610 lESS
STRADDLE MOUNT CAB
With reference to Figure 19
NOTE: Adjustment of the deluxe remote
control valve external linkage can be effected
with the hydraulic lift cover installed. To
facilitate external linkage adjustment, the
remote control valve(s) must be in the neutral
position. In the neutral position the dimension
from the centre of the rod attaching hole to the
valve body is 1 5 in (38.1 mm)
1 Release the trunnion locknut at the inner
end of the actuating rod
2. Remove the split pin and washer then
separate the trunnion from the actuator
3 Turn the trunnion to adjust the length of the
rod until on re-assembly the control valve
handle assumes a vertical position within 2°
when the valve spool is in the neutral
position
4 Replace the washer and split pin then
tighten the trunnion locknut to the
specified torque, see "Specifications"-
Chapter 12
_ _ _ _ _ _ _ _ _ _ PART 8-HYDRAULIC SYSTEMS 1IIIIIIIIIIIII_ _ _ _ _ _ _ _iIIIIIIIIIIIIII

DELUXE REMOTE CONTROL VALVE

UNKAGE- FORD 5610, 6610 AND 1610
WITH STRADDLE MOUNT CAB
With reference to Figure 20
NOTE: Adjustment of the deluxe remote con-
tro/ valve linkage can be effected with the hy-
draulic lift cover installed To facilitate linkage
adjustment, the deluxe remote control valve(s)
must be in the neutral position In the neutral
position, the dimension from the centre of the
trunnion attaching hole at the end of the valve
spool to the valve body is 1 50 in (38 1 mm)
1 Release the trunnion locknut
2 Remove the split pin and washer then
separate the trunnion from the valve spool
3 Turn the trunnion to adjust the actuating
rod length until on re-assembly the control
valve handle assumes a position relative to
Figure 20 the cab 'B' pillar as specified in the
Deluxe Remote Control Valve Linkage- foliowing chart
Ford 5610, 6610 & 7610 With 4 Replace the washer and split pin then
Straddle Mount Cab tighten the trunnion locknut to the
1 Cab 'B' Pillar specified torque, see "Specifications"
2 Trunnion Chapter 12
3 Locknut
4 Actuating Rod IMPORTANT: To ensure satisfactory
5 Cross Shaft operation, after tightening the locknut check
6 Control Valve Handle the centreline of the trunnion is parallel with
the top surface of the valve body within ±2°

Dimension IX' from

Deluxe Remote Front Edge of Handle to
Control Valve Cross Shaft Front Edge of Cab 1 8' Control Handle Location
Number Locating Hole Pillar (side of tractor)

1 8 6.44 in (163.6 mm) Right-hand

(Less Auto Pick-Up
Hitch)
1 A 5.56 in (141.2 mm) Right-hand
(With Auto Pick-Up
Hitch)
2 A 5.56 in (141.2 mm) Right-hand
(less Auto Pick-Up
Hitch)
2 A 5.56 in (141.2 mm) Left-hand
(With Auto Pick-Up
Hitch)
3 A 5.56 in (141 2 mm) Left-hand
(Less Auto Pick-Up
Hitch)
3 B 6.44 in (163.6 mm) left-hand
(With Auto Pick-Up
Hitch)
4 B 6.44 in (163.6 mm) left-hand
(Less Auto Pick-Up
Hitch)

12
-------------------------CHAPTER11------------------------ma

Figure 21 figure 22
Hydraulic Linkage Adjustment- Control Rod Roller Settings for Draft and
Ford 6710 & 7710 Position Control - Ford 6710 & 7710
1 Hydraulic Lift Cover A 1 95in (49 5mm)
2 Actuator B 003 in (076 mm)
3 Position Control Identification Mark 1 Draft Control Mainspring Plunger
4 Draft Control Notch on Support 2 Selector Link
5 Position Control Notch on Support 3 Control Rod and Roller Assembly in Position
6 Eccentric Shaft Control Setting
7 Arm 4 Selector Arm
8 Body 5 Actuating Lever
6 Control Rod and Roller Assembly in Draft
Control Setting

DRAFT CONTROL INTERNAL LINKAGE

ADJUSTMENTS- fORD 6710 AND n10

NOTE: The following hydraulic linkage

adjustments for Ford 6710 and 7710 Tractors,
can only be effected with the lift cover
removed, see Chapter4-Section B.

With reference to Figure 21

Lower the lift arms to the full down

position

2 Align the notch on the body with the draft

control notch on the support assembly

3 Loosen the retaining bolt and move the

actuator until the bottom of the control rod
roller is 1 95 in (49 5 mm) above the lift Figure 23
cover surface, Figure 22 Use Setting Checking Control Rod Roller Setting
Gauge Tool No FT 8527 or 4654 to check for Draft Control
this dimension, Figure 23 Tighten the Selector Link
2 Control Rod Roller
actuator retaining bolt to the specified 3 Setting Gauge Tool No FT 8527 or 4654
torque, see "Specifications" Chapter 12 4 Control Rod

13
1!ilmlllI!II!___
tlllllllllllll1_ _aBII1IlI.I!ll_
I ____
Figure 24
Checking Control Valve Pin to Control Valve
Bushing Dimension
Actuating Lever
2 Turnbuckle
3 locknut
4 Control Valve Pin
5 Setting Gauge Too! No FT 8527 or 4654
6 Control Valve Bu~hing
4. Withdraw the retaining bolts then remove
the control valve front plate.
IMPORTANT: Take care to ensure the drop
poppet valve and spring do not fall from the lift
cylinder housing.
5 Slacken the locknut and adjust the turn-
buckle until the spring loaded pin at the
front of the control valve projects 0 19 in
(483 mm) beyond the control valve
bushing Use Setting Gauge, Tool No
FT 8527 or 4654 to check this dimension,
Figure 24 Tighten the turnbuckle locknut
to the specified torque, see "Specifi-
cations" - Chapter 12
POSITION CONTROL INTERNAL
LINKAGE ADJUSTMENTS-
FORD 6110 AND n10
With reference to Figure 21
1. Ensure the lift arms are in the full down
position
2. Align the notch on the body with the
position control notch on the support
assembly
PART 8- HYDRAU lie SYSTEMS _ _IIIIIIIIIIIIIIIIIIIiIIIIIIIIIiIIIIIII_ _ _ __
Figure 25
Checking Control Rod Roller Setting
for Position Control
Control Rod Roller
2 Selector Link
3 Control Rod
4 Setting Gauge Tool No FT 8527 or 4654
3 Loosen the retaining bolt and move the
actuator until the top of the control rod
roller is 0 03 in (0 76 mm) below the lift
cover surface, Figure 22 Use Setting
Gauge Tool No FT 8527 or 4654 to check
this dimension, Figure 25 Tighten the
actuator retaining bolt to the specified
torque, see "Specifications" Chapter 12
4 Slacken the locknut and rotate the
eccentric shaft until the spring loaded pin at
the front of the control valve projects 0 19
in (483 mm) beyond the control valve
bushing Use Setting Gauge, Tool No
FT 8527 or 4654 to check this dimension I
Figure 24 Tighten the locknut to the
specified torque, see "Specifications"-
Chapter 12
5 Replace the control valve front plate and
tighten the retaining bolts to the specified
torque, see "Specifications" Chapter 12
6 After tre above adjustment, clearly identify
this setting by marking the actuator and
support assembly with an in-line chisel
mark or equivalent
14
 Figure 26
Control Console- Ford 6710 & 7710
1 P T 0 Control Lever
2 Auxiliary Services Control Knob
3 Remote Control Valve Lever
4 Remote Control Valve Lever
5 Lift Control Lever
6 System Selector Lever
SYSTEM SELECTOR LEVER (DRAFT
CONTROL AND POSITION CONTROl)
EXTERNAL LINKAGE ADJUSTMENT-
FORD 6710 AND n10
With reference to Figures 26 and 27
Remove the split pin and separate the
system selector control rod trunnion from
the cross-shaft lever
2 Ensure the hydraulic lift assembly is in the
"Position Control" setting
3 Turn the trunnion to adjust the control rod
length until on re-assembly the system
selector lever assumes the corresponding
"Position Control" setting on the
quadrant
4. Replace the trunnion split pin
15
Figure 27
Hydraulic Lift External Control linkage
Ford 6710 & 7710
1 Hydrauiic Lift Control Rod
2 Hydraulic Lift Control Cross-Shaft
3 System Selector Control Rod
4 Remote Control Valve Cross-Shaft
5 Remote Control Valve Cross-Shaft
6 P T 0 Cross-Shaft
7 Auxiliary Services Control Rod
HYDRAULIC LIFT CONTROL EXTERNAL
LINKAGE ADJUSTMENT-
fORD 6110 AND 7110
With reference to Figures 26 and 27
Ensure the lift arms are in the fully lowered
position
2 Remove the split pin and separate the
hydraulic lift control rod trunnion from the
cross-shaft lever lower hole
3. Turn the trunnion to adjust the control rod
length until on re-assembly the lift control
lever assumes a position 0 12-024 in
(30-6 1 mm) from the lower fixed stop on
the quadrant assembly
4 Replace the trunnion split pin
_______ IIIIIIII!IIIIII





PART 8-HYDRAUUC SYSTEMS ____ a
I11111111111111_ _ _ _

DELUXE REMOTE CONTROL VALVE

UNKAGE- FORD 6710 & n10
With reference to Figure 28
NOTE: Adjustment of the deluxe remote
control valve linkage can be effected with the
hydraulic lift cover installed To facilitate
linkage adjustment, the deluxe remote control
valve(s) must be in the neutral position In the
neutral position, the dimension from the centre
of the trunnion attaching hole at the end of the
valve spool to the valve body is 7.50 in
(38 1 mm).
1 Release the trunnion locknut
2 Remove the split pin and washer then
separate the trunnion from the valve spool
3 Turn the trunnion to adjust the actuating
rod length untii on re-assembiy the control
valve handle assumes a position relative to
Figure 28
the end of the slot in the control console as
Deluxe Remote Control Valve Linkage-
Ford 6710 & 7710 specified in the following chart
Control Valve Handle 4 Replace the washer and split pin then
2 Trunnions tighten the trunnion locknut to the
3 locknut specified torque, see "Specifications"
4 Actuating Rod
5 Cross-shaft Chapter 12
6 Cross-shaft IMPORTANT: To ensure satisfactory
7 Control Console operation, after tightening the locknut check
the centreline of the trunnion is parallel with
the top surface of the valve body within ±2°.

Deluxe Remote Cross-shaft Dimension 'X' from Dimension ly' from Control Handle
Control Valve Locating Edge of Handle to Edge of Handle to Slot Location
Number Hole End of Slot End of Slot In Console

1 G 1 94 in (49 3 mm) - 8
(Less Auto Pick-Up
Hitch)
1 H 1 94 in (49 3 mm) - A
(With Auto Pick-Up
Hitch)
2 H 1 94 in (49 3 mm) - A
(Less Auto Pick-Up
Hitch)
2 F 250 in (63 5 mm) C
(With Auto Pick-Up
Hitch)
3 F 250 in (635 mm) C
(Less Auto Pick-Up
Hitch)
3 E 244 in (620 mm) D
(With Auto Pick-Up
Hitch)
4 E 2 44 in (62 0 mm) D
(less Auto Pick-Up
Hitch)

16
- - - - - - - - - - - - CHAPTER 11

C HYDRAULIC SYSTEM ADJUSTMENTS-FORD 5610, 6610,

6710, 1610 & 7710 MODELS WITH LOAD MONITOR

DRAFT CONTROL MAiN SPRiNG With reference to 29

ADJUSTMENT

For Draft Control main spring adjustment refer the of the strut to 8,92 in
to Section B (227 mm) as measured between the centre-
nnes of the holes.

UFT COVER LINKAGE ADJUSTME.NT-

FORD 56101, 66101 AND 16101 LESS
STRADDLE MOUNT CAB
NOTE: If the lift cover assembly has not been
removed from the tractor, perform the Post
Adjustment Check as detailed in this
If the lift assembly conforms with the Post
Adjustment Check and the service operation
does not involve the lift cover linkage,
disregard the fol/owing adjustments.
NOTE: The following hydraulic linkage
adjustments for Ford 5610, 6610 and 7610
Tractors less Straddle Mount Cabs, can only
be effected with the lift cover removed and the
quadrant installed, see Chapter 4- Section C.
2 Slacken the draft control adjustment screw
retaining nut and position the eccentric pin
verticaiiy upwards (nearest to the roof of
the lift cover) and tighten the nut
3 Install and damp Tool No FT 8529 on the
lift cover and iocate the strut on the tool,
Figure 30
Alternatively, use Tool No 4656 to locate
the strut
IMPORTANT: The strut must remain fixed in
position whilst the following adjustments are
performed in strict sequence.

figure 29 figure 30
Draft Control linkage Adjustment Connecting the Strut to Linkage
Draft Control Adjustment Screw Adjustment Tool
2 Strut 1 linkage Adjustment Tool No FT 8529 or 4656
3 Turnbuckle 2 Locknut
4 Adjustment Screw Retaining Nut 3 Strut
4 Clamp

11
_1JUE
_________ PART 8-HYDRAUUC SYSTEMS - - - - - - -___
Figure 31
Lift Control Lever Setting for Draft and
Position Control and Load Monitor-
Ford 5610, 6610 & 7610 Less Straddle
Mount Cab
Lift Control Lever in Draft Control and Load
Monitor Setting
2 Notch
3 Lift Control Lever in Position Control Setting
4 Notch
5. Selector Quadrant Bolts
6 Selector Lever in Draft Control Setting
7 Selector Lever in Load Monitor Setting
8 Quadrant
POSITION CONTROL LINKAGE
ADJUSTMENT-FORD5610,6610AND7610
LESS STRADDLE MOUNT CAB
With reference to Figure 31
1. Place the lift arms in the fully raised
position.
2 Align the upper edge of the lift control lever
with the position control setting notch on
the quadrant
3. Place the selector lever in the middle
(POSITION) detent in the selector
quadrant.
4. Slacken the selector q,uadrant retaining
nuts then, with the control rod roller in
contact with the selector linkage assembly,
move the quadrant until the bottom of the
control rod rolier is 0.72 in. (18.3 mm)
above the lift cover surface, Figure 32. Use
Setting Gauge, Tool No. FT. 8528 or 4655 to
check this dimension, Figure 33.
18
figure 32
Control Rod Roller Settings for Draft and Position
Control and load MonitQf- Ford 5610, 6610 & 7610
A 072 in (183 mm)
B 2 10 in (53 3 mm)
C a 11 in (279 mm)
1 Draft Control Mainspring Plunger
2 Selector Linkage Assembly
3 Control Rod and Roller Assembly in Load
Monitor Setting
4 Selector Arm
5 Control Rod and Roiler Assembly in Position
Control Setting
6 Control Rod and Roller Assembly in Draft
Control Setting
Tighten the selector quadrant retaining
nuts to the specified torque to retain this
setting, see "Specifications" - Chapter 12
5 Move the lift arms to the full down position.
6. Withdraw the retaining bolts then remove
the control valve front plate.
IMPORTANT: Take care to ensure the drop
poppet valve and spring do not fall from the lift
cylinder housing.
7 Slacken the locknut and adjust the turn-
buckle until the spring loaded pin at the
front of the control valve projects 0 19 in
(483 mm) beyond the control valve
bushing. Use Setting Gauge, Tool No
FT.8527 or 4654 to check this dimension,
Figure 34. Tighten the turnbuckle locknut
to the specified torque, see "Specifi-
cations" - Chapter 12
--..--------..-----------.CHAPTER11am.--------------------------

Figure 33 Figure 34
Checking Control Rod Roller Setting for Checking Contra! Valve Pin to Control Valve
Position Control Bushing Dimension
1 Selector Linkage Assembly 1 Actuating lever
2 Control Rod Roller 2 Turnbuckle
3 Control Rod 3 Locknut
4 Setting Gauge Tool No FT 8528 or 4655 4 Control Valve Pin
5 Setting Gauge Tool No FT 8527 or 4654
6 Control Valve Bushing

DRAFT CONTROL LINKAGE Figure 34 Tighten the retaining nut to the

ADJUSTMENT -FORD 5610, 6610AND7610 specified torque, see "Specifications"
lESS STRADDLE MOUNT CAB Chapter 12
With reference to Figure 31

Ensure the lift arms are in the full down

position.

2 Align the upper edge of the lift control lever

with the draft control setting notch on the
quadrant

3 Place the selector lever in the seventh

(DRAFT) detent in the selector quadrant

4 The bottom of the control rod roller should

now be 2 10 in (53 3 mm) above the lift
cover surface, Figure 32 Use Setting
Gauge Tool No FT 8528 or 4655 to check
this dimension, Figure 35.

5 Slacken the draft control adjustment screw

retaining nut, Figure 29 Adjust the Figure 35
eccentric until the spring loaded pin at the Checking Control Rod Roller Setting for
Draft Control
front of the control valve projects 0.19 in
1 Selector Linkage Assembly
(4 83 mm) beyond the control valve 2 Control Rod Roller
bushing Use Setting Gauge, Tool No 3 Control Rod
FT 8527 or 4654 to check this dimension, 4 Setting Gauge Tool No FT 8528 or 4655

19
- _ _ _ _ _ _ _ PART 8-HYDRAULIC SYSTEMS _ _ _ _ _ _ _ _ __

LOAD MONITOR liNKAGE

ADJUSTMENT-FORD 5610, 6610 AND
1610 lESS STRADDLE MOUNT CAB

With reference to Figure 31

Ensure the lift arms are in the full down

position

2 Align the upper edge of the lift contra! lever

with the load monitor setting notch on the
quadrant

Figure 36
3 Place the selector lever in the first (LOAD Checking Control Rod Roller Setting for
Load Monitor
MONITOR) detent in the seiectorquadrant.
1 Selector Linkage Assembly
2 Control Rod Roller
3 Control Rod
4 Setting Gauge Tool No FT 8528 or 4655

4. The top of the control rod roller should now

be 0 11 in (279 mm) above the lift cover
surface, Figure 32 Use Setting Gauge Tool
No FT 8528 or 4655 to check this LO.AD MONJTOR FORKADJUSTMENT-
dimension, Figure 36 FORD 5610, 6610 AND 7610
lESS STRADDLE MOUNT CAB

5. Slacken the strut turnbuckle locknut and
adjust the turnbuckle until the spring
loaded pin at the front of the control valve
projects 0 19 in. (4.83 mm) beyond the
control valve bushing. Use Setting Gauge,
Tool No. FT 8527 or 4654 to check this
dimension, Figure 34. Tighten the
turnbuckle locknut to the specified torque,
see "Specifications" - Chapter 12
Install Tool No FT 8529 on the rear axle
centre housing, Figure 37 Alternatively
install Tool No 4656.
2 Place the Load Monitor fork and lever
assembly firmly in contact with the Load
Monitor (ensure the thrust blocks are flat
against the flange of the load Monitor
which must be pushed to the rear).

3 Turn the fork adjusting screw, Figure 38, to

6 Replace the control valve front plate and ensure the strut attaching pin of the fork
tighten the retaining bolts to the specified lever locates easily within the notch in the
torque, see "Specifications" - Chapter 12 too!.

4 Remove Tool No FT 8529 or 4656.

7. Remove Tool No FT 8529 or 4656 from the

lift cover 5 Install the hydraulic lift cover

20
_________________________ CHAPTER11 ________________________
Figure 37
Checking Fork Adjustment-Load
Monitor Control
1 Tool No FT 8529 or 4656
2 Fork Lever
POST ADJUSTMENT CHECK-
FORD 5610, 6610 AND 7610
LESS STRADDLE MOUNT CAB
When the tractor is assembled and ready
for operation, the preceding adjustments
may be verified as follows
Start the engine and set the speed at
1000 rev/min
2 Move the lift control lever to the bottom
of the quadrant and piace the system
selector lever in top link Draft Control
3 Slowly move the lift control lever upwards
until a tendency for the lift links to raise
is sensed At this point the upper edge
of the lift control lever should be within
o5 in (13 mm) of the draft control
notch on the quadrant
4 Move the lift control lever to the bottom
of the quadrant and place the system
selector lever in Position Control
21
Figure 38
Load Monitor Fork Adjustment
Fork Adjusting Screw
5 Slowly move the lift control lever up··
wards until a tendency for the lift links
to raise is sensed At this point the upper
edge of the lift control lever should be
within 0 5 in (13 mm) of the position
control notch on the quadrant (Lower
edge of the lift control lever for Row
Crop Tractors)
NOTE· With the lift control lever in the fully
lowered position, the lift links must also fUlly
lower
6 Move the lift control lever to the bottom
of the quadrant and place the system
selector lever in the full load Monitor
(Hare) position
7 Slowly move the lift control lever upwards
until a tendency for the lift links to raise
is sensed At this point the upper
of the lift control ievt::r should be within
o
75 in (19 mm) of the Load Monitor
notch on the quadrant
if this dimension is not obtained proceed
to "Load Monitor Field Adjustment"
NOTE This procedure is intended to be
used to verify the lift cover internal
adjustments but may also serve as a diag-
nostic aid
- - - - - -...- - PART 8-HYDRAULIC SYSTEMS _ _IIIIIIIIIIII_IIIIIIIIIIIII_ _1II1IIIIIII1IIIItlI
lOAD MONITOR F~ElD ADJUSTMENT-
FORD 5610. 6610 AND 7610
lESS STRADDLE MOUNT CAB
1 Remove the left-hand platform
2 Drain sufficient oil from the rear axle
centre housing to avoid oil spilling when
the dipstick plate is removed
3 Remove the dipstick plate
4 Block the tractor wheels, engage the
parking brake and ensure both gear levers
are in the neutral position
5 Start the engine and set the speed at 1000
rev/min
6 Place the system selector lever in the fu Ii
Load Monitor (Hare) position and aiign
the upper edge of the lift control lever
with the load Monitor notch on the
quadrant
If the linkage has raised, lower the lift
control lever and rotate the Load Monitor
fork adjusting screw, Figure 38, so the
fork lever moves siightly rearward Repeat
this procedure until the lift lever can just
be aligned with the load Monitor notch
without lift action
If the lift linkage has not raised, rotate the
Load Monitor fork adjusting screw so
the fork lever moves forward until a
tendency for the lift linkage to raise is
sensed
7 Stop the engine and install the dipstick
plate and the left-hand platform
8 Re-fill the rear axle with the correct
grade and quantity of oil, see "Specifica-
tions" -Chapter 12
LIFT COVER LINKAGE ADJUSTMENT-
fORD 5610, 6610 AND 7610 WITH
STRADDLE MOUNT CAB
NOTE: The following hydraulic linkage adjust-
ments for Ford 5610, 6610 and 7610 Tractors
with Straddle Mount Cabs, can only be
effected with the lift cover removed and the
quadrant installed, see Chapter 4- Section C
22
Figure 39
lift Control lever Settings for Draft and
Position Control and Load Monitor-
Ford 5610, 6610 & 7610 With Straddle
Mount Cab
1 Selector Lever in Load Monitor Setting
2 Notch
3 Lift Control Lever in Position Control Setting
4 Quadrant
5 Selector lever Rod Assembly
6 Selector Lever in Draft Control Setting
7 Notch
8 Selector Lever in Position Control Setting
9 Lift Control Lever in Draft Control and Load
Monitor Setting
IMPORTANT: Prior to performing the
following hydraulic linkage adjustments,
adjust the lift control lever rod assembly to a
length of approximately 7.12 in. (1808 mm)
whereby both the lift control lever and the link
are located against their respective bottom
stops.
With reference to Figure 40
Adjust the length of the strut to 8 92 in
(227 mm) as measured between the centre-
lines of the attaching holes
2 Slacken the draft control adjustment screw
retaining nut and position the eccentric pin
vertically upwards (nearest to the roof of
the lift cover) and tighten the nut
3 Install and clamp Tool No FT 8529 on the
lift cover and locate the strut on the tool,
Figure 41.
Alternatively, use Tool No 4656 to locate
the strut.
IMPORTANT: The strut must remain fixed in
position whilst the following adjustments are
performed in strict sequence
-------------------------CHAPTER11 ------------------------
POSITION CONTROL LINKAGE
ADJUSTMENT - FORD 5610, 6610AND 7610
WITH STRADDLE MOUNT CAB
With reference to Figure 39
Place the lift arms in the fully raised
position
2 Align the upper edge of the lift control lever
with the position control setting notch on
the quadrant
3 Place the selector lever in the middle
(POSITION) detent in the selector
quadrant
4 Slacken the locknut then, with the control
lod roller in contact with the selector
linkage assembly, adjust the length of the
'seiector lever rod assembly until the bottom
of the control rod roller is 0 72 in (18 3 mm)
above the lift cover surface, Figure 32 Use
Setting Gauge Tool No 8528 or 4655 to
check this dimension, Figure 33 Tighten
the locknut to the specified torque, see
"Specifications" Chapter 12
5 Move the lift arms to the full down position
6 Withdraw the retaining bolts then remove
the control valve front plate
IMPORTANT: Take care to ensure the drop
poppet valve and spring do not fall from the lift
cylinder housing
7 Slacken the locknut and adjust the turn-
buckle until the spring loaded pin at the
front of the control valve projects 0 19 in
(4 83 mm) beyond the control valve
bushing Use Setting Gauge, Tool No
FT 8527 or 4654 to check this dimension,
Figure 34 Tighten the turnbuckle locknut
to the specified torque, see "Specifi-
cations" - Chapter 12
DRAFT CONTROL LINKAGE
ADJUSTMENT - FORD 5610, 6610AND 7610
WITH STRADDLE MOUNT CAB
With reference to Figure 39
Ensure the lift arms are in the full down
position
2 Align the upper edge of the lift control lever
with the draft control setting notch on the
quadrant
3 Place the selector lever in the first (DRAFT)
detent in the selector quadrant
23
4 The bottom of the control rod roiler should
now be 2 10 in (53 3 mm) above the lift
cover surface, Figure 32 Use Setting
Gauge Tool No FT 8528 or 4655 tocheck
this dimension, Figure 35
5 Slacken the draft control adjustment screw
retaining nut, Figure 40 Adjust the
eccentric until the spring loaded pin at the
front of the control valve projects 0 19 in
(483 mm) beyond the control valve
bushing Use Setting Gauge, Too! No
FT 8527 or 4654 to check this dimension,
Figure 34 Tighten the retaining nut to the
specified torque, see "Specifications"-
Chapter 12
lOAD MONITOR LINKAGE
ADJUSTMENT - FORD 5610, 6610AND 7610
W;TH STRADDLE MOUNT CAB
With reference to Figure 39
Ensure the lift arms are in the full down
position
2 Align the upper edge of the lift control lever
with the load monitor setting notch on the
quadrant
3 Place the selector lever in the seventh
(LOAD MONITOR) detent in the selector
quadrant
4 The top of the control rod roller should now
be 0 11 in (2 79 mm) above the lift cover
surface, Figure 32 Use Setting Gauge Tool
No FT 8528 or 4655 to check this
dimension, Figure 36
5 Slacken the strut turnbuckle locknut and
adjust the turnbuckle until the spring
loaded pin at the front of the control valve
projects 0 19 in (4.83 mm) beyond the
control valve bushing. Use Setting Gauge,
Tool No FT.8527 or 4654 to check this
dimension, Figure 34 Tighten the turn-
buckle locknut to the specified torque, see
"Specifications" Chapter 12
6 Replace the control valve front plate and
tighten the retaining bolts to the specified
torque, see "Specifications" -Chapter 12.
7 Remove Tool No FT 8529 or 4656 from the
lift cover
_ _ _ _IIIIIIIIIIIIIiIIIIIIIIII_ _ _111111 PART 8- HYD RAU LIe SYSTE!VlS _ _ _ _ _ _ _ _!IIIIIImBIIIiI!I!iQi
Figure 40
Draft Control Linkage Adjustment
1 Draft Control Screw
2 Strut
3 Turnbuckle
4 Adjustment Screw Retaining Nut
LOAD MONITOR FORK ADJUSTMENT-
FORD 5610, 6610 AND 1610 WiTH
STRADDLE MOUNT CAB
The Load Monitor fork adjustment proce-
dure for the Ford 5610, 6610 and 7610 Tractors
with Straddle Mount Cabs is the same as that
for the similar models less Straddle Mount
Cabs as previously described in this Chapter
LIFT COVER LINKAGE ADJUSTMENT-
FORD 6710 AND n10
NOTE: The following hydraulic lift linkage
adjustments for Ford 6710 and 7710 Tractors,
can only be effected with the lift cover
removed, see Chapter 4, Section C
With reference to Figure 40
Adjust the length of the strut to 8,92 in
(227 mm) as measured between the centre-
lines of the attaching holes
2 Slacken the draft control adjustment screw
retaining nut and position the eccentric
vertically upwards (nearest to the roof of
the lift cover) and tighten thL ~1Ut
3 Install and damp Too! No FT 8529 on the
lift cover and locate the strut on the tool,
Figure 41
24
Figure 41
Connecting the Strut to Linkage
Adjustment Tool
1 Linkage Adjustment Tool No FT 8529 or 4656
2 Locknut
3 Strut
4 Clamp
Alternatively, use Tool No 4656 to locate
the strut
IMPORTANT The strut must remain fixed in
position whilst the following adjustments are
performed in strict sequence
POSITION CONTROllNTIERNAL
LINKAGE ADJUSTMENT-
FORD 6710 AND n10
With reference to 42
Place the lift arms in the fully raised
2 Align the notch on the body with the
position control notch on the support
assembly
3 Loosen the retaining boit then, with the
control rod roller in contact with the
selector linkage assembly, move the
actuator until the bottom of the control rod
roller is 0 72 in (183 mm) above the lift
cover surface, Figure 43 Use Setting
Gauge, Tool No FT 8528 or 4655 to check
this dimension Figure 44 Tighten the
I
actuator retaining bolt to the specified
torque, see "Specifications" Chapter 12
------------------------CHAPTER11------------------------

Figure 42 Figure 43
Hydraulic Linkage Adjustment- Control Rod Roller Settings for Draft and
Ford 6710 & 7710 Position Control and Load Monitor ~
1 Hydraulic Lift Cover Ford 6710 & 7710
2 Actuator A 0 72 in (18 3 mm)
3 Position Control Identification Mark B 2 10 in (53 3 mm)
4 Draft Controi and Load Monitor Notch on C a 11 in (2 79 mm)
Support 1 Draft Control Mainspring Plunger
5 Position Control Notch in Support 2 Selector Linkage Assembly
6 Pivot Shaft 3 Control Rod and Roiler Assembly In load
7 Arm Monitor Setting
8 Body 4 Selector Arm
5 Control Rod and Roller Assembly in Position
Control Setting
6 Control Rod and Roller Assembly in Draft
Control Setting
4 Move the lift arms to the full down position

5 Withdraw the retaining bolts then remove

the control valve front plate

IMPORTANT: Take care to ensure the drop

poppet valve and spring do not fall from the lift
cylinder housing

6 Slacken the locknut and adjust the turn-

buckle until the spring loaded pin at the
front of the control valve projects 0 19 in
(483 mm) beyond the control valve
bushing Use Setting Gauge, Tool No
FT 8527 or 4654 to check this dimension,
Figure 45 Tighten the turnbuckle locknut
to the specified torque, see "Specifi-
cations" - Chapter 12 Figure 44
Checking Control Rod Roller Setting for
7 After the above adjustment, clearly identify Position Control
this setting by marking the actuator and 1 Selector Linkage Assembly
2 Control Rod Roller
support assembly with an in-line chisel 3 Control Rod
mark or equivalent 4 Setting Gauge Tool No FT 8528 or 4655

25
- - - - - - - - - PART a-HYDRAUliC SYSTEMS - - - - - - - - -
Figure 45
Checking Control Valve Pin to Control Valve
Bushing Dimension
1 Actuating Lever
2 Turnbuckle
3 Locknut
4 Control Valve Pin
5 Setting Gauge Tool No FT 8527 or 4654
6 Control Valve Bushing
DRAFT CONTROL INTERNAL LINKAGE
ADJUSTMENT - FORD 6710 AND n10
With reference to Figure 42
1 Ensure the lift arms are in the full down
position
2 Align the notch on the body with the draft
control notch on the support assembly
3 Loosen the retaining bolt then move the
actuator until the draft control mark is
aligned with the chisel mark on the support
assembly and the bottom of the control rod
roller is 2 10 in (53 3 mm) above the lift
cover surface, Figure 43 Use Setting
Gauge, Tool No FT 8528 or 4655 to check
this dimension, Figure 46 Tighten the
actuator retaining bolt to the specified
torque, see "Specifications" - Chapter 12
4 Slacken the draft control adjustment screw
retaining nut, Figure 47 Adjust the
eccentric until the spring loaded pin at the
front of the control valve projects 0 19 in
(4 83 mm) beyond the control valve
bushing Use Setting Gauge, Tool No
FT.8527 or 4654 to check this dimension,
Figure 45. Tighten the retaining nut to the
specified torque, see "Specifications"-
Chapter 12.
26
Figure 46
Checking Control Rod Roller for
Draft Control
1 Selector Linkage Assembly
2 Control Rod Roller
3 Control Rod
4 Setting Gauge Too! No FT 8528 or 4655
lOAD MONITOR INTERNAL LINKAGE
ADJUSTMENT - FORD 6710 AND n10
With reference to Figure 42
1 Ensure the lift arms are in the full down
position.
2 Align the notch on the body with the load
monitor notch on the support assembly
3 Loosen the retaining bolt then move the
actuator until the Load Monitor mark is
aligned with the chisel mark on the support
assembly and the top of the control rod
roller is 0 11 in (2 79 mm) above the lift
cover surface, Figure 43 Use Setting
Gauge, Tool No FT 8528 or 4655 to check
this dimension, Figure 48
4 Slacken the strut turnbuckle and adjust the
turnbuckle until the spring loaded pin at the
front of the control valve projects 0 19 in
(483 mm) beyond the control valve
bushing. Use Setting Gauge, Tool No
FT 8527 or 4654 to check this dimension
Figure 45 Tighten the turnbUCkle locknu~
to the specified torque, see "Specifi-
cations" - Chapter 12
5 Replace the control valve front plate and
tighten the retaining bolts to the specified
torque, see "Specifications" - Chapter 12.
6 Remove Tool No. FT 8529 or 4656 from the
lift cover
_ _ _ _ _ _ _111111111111_ _ _ _111111111111111 CHAPTER 11 _____IIIIIIIIJIIIIII_ _ _ _ _ _ _ _ _' "1IIIIIIi'l

Figure 41 Figure 48
Draft Control Checking Control Rod Railer Setting for
1 Draft Control Adjustment Screw Load Monitor
2 Strut Selector linkage Assembly
3 Turnbuckle 2 ('ontrol Rod Roller
4 Adjustment Screw Retaining Nut 3 Control Rod
4 Setting Gauge Tool No FT 8528 or 4655

SYSTEM SELECTOR LEVER EXTERNAL HYDRAULIC LIFT CONTROL EXTERNAL

LINKAGE ADJUSTMENT-FORD LINKAGE ADJUSTMENT -
6110 AND n10 FORD 6710 AND n10

Remove the split pin and separate the For hydraulic lift control external linkage
system selector control rod trunnion from adjustment procedure refer to Section B of this
the cross-shaft lever Chapter

2 Slacken the retaining bolt then set the

actuator arm on the lift cover to the position REMOTE CYUNDER CONTROL VALVE
EXTERNAL LINKAGE ADJUSTMENT-
control setting, see Figure 42
FORD 6710 AND n10

3 Turn the trunnion to adjust the .control rod For remote cylinder control valve external link-
length until on the system age adjustment procedure refer to Section B of
selector lever assumes the corresponding this Chapter
"Position Control" setting on the
quadrant
lOAD MONITOR fORK ADJUSTMENT-
FORD 6110 AND 1110
4 Instal! the trunnion pin

The Load Monitor fork adjustment procedure

iMPORTANT After installation of the lift for the Ford 6710 and 7710 Tractors is the same
cover on the tractor, check the actuator as that for the Ford 5610, 6610 and 7610
retaining bolt is sufficiently slack as to ensure Tractors Less Straddle Mount Cabs as
freedom of linkage movement previous!y described in this Chapter

21
- - - - - - - - PART 8-HYDRAULIC SYSTEMS - - - - - - - - -

28
 PART 8
HYDRAULIC SYSTEMS

Chapter 12
TROUBLE SHOOTING, PRESSURE TESTING,
SPECIFICATIONS AND SPECIAL TOOLS-
FORD 2610, 3610, 4110, 4610, 5610,
6610, 6710, 7610 8 7710 MODELS

Section Page
A TROUBLE SHOOTING 1
B PRESSURE TESTING 6
C SPECIFICATIONS 17
D SPECIAL TOOLS 23

A. TROUBLE SHOOTING

The most important factor to consider in (b) Slow Lift or Failure to Lift under Load
hydraulic system trouble shooting is verifi-
cation of the problem by observing the
system operation

(c) Lift and No Drop

To assist in the diagnosis of the fault, (d) Lift with Control Lever in Lower or
determine under which of the following Neutral but Drops when Engine
headings the problem may be classified Stopped and Control Lever in Lower

(e) Implement Lifts but Drops when Con-

tro
Lever in Neutral or Raise
(::t) Failure to Lift Position

1
- - - - - - - - - P A R T 8-HYDRAULIC S Y S T E M S - - - - - - - - -

Appropriate fault finding procedure charts FAULT FINDING PROCEDURE

are provided on the following pages, but,
before attempting to diagnose a fault in the
hydraulic system, conduct certain pre-
liminary checks as follows
I M PO RT ANT To facilitate accurate and rapid
fault diagnosis, it is necessary to use an
hydraulic test unit capable of checking oil flow,
pressure and temperature

Ensure the Auxiliary Services Selector

valve is pushed fully in

NOTE An Auxiliary Service Selector Valve

must be installed for diagnosis of certain
hydraulic system faults on Ford 2670, 3670,
2 Check external linkage is free from
4110 and 4610 models
obstruction

3 Ensure the hydraulic oil in the rear axle Attach suitable weights or an implement
is of the correct grade and quantity, see to the lift arms
"Specifications" Check the hydraulic
oil filter has been changed and no other
failure has occurred (e g Transmission,
I PTO Clutch, Dual Power, etc)
2 Start the engine and set at 1650 rev/min

4 Ensure the hydraulic piston type pump

(where fitted) is primed as described in 3 Adjust the Flow Control knob (where
this Chapter fitted) to give the maximum flow

5 Attempt to lift in Position Control

4 Select Draft Control and move the lift
control lever to the top of the quadrant

6 Attempt to lift in Draft Control

5 Observe and diagnose the operation of

the hydraulic system accordIng to the
NOTE: If the problem occurs in Position
instructions shown on the appropriate
Control but not in Draft Control (or vice-
chart
versa) an internal linkage fault is indicated

The fault finding procedure charts follow NOTE Removal of the transmission hand-
a logical sequence of operations to facilitate brake aperture cover plate will facilitate
fault diagnosis with the minimum amount observation of the internal components and
of work and duplication may assist in the diagnosis of certain faults

2
------------------------.. CHAPTER12-------------------------

(a) FAILURE TO LIFT

Pressurise Remote Va!ve(s)

(where fitted) Against
Sealed Coupler(s)

Lift No Lift
I I
Check Feathering Valve Check Pressure Relief Valve
(Ford 2610,3610,4110 or
& 4610) Replace with Valve of Known
Flow Control Valve Correct Setting
(Ford 5610,6610,6710,
7610 & 7710)

Pressure Relief Valve Blows Pressure Relief Valve Does

I Not Blow
Check Implement too Heavy, I
Seized Cross Shaft, Pull out Auxiliary Services
Seized Piston Selector Valve
Control Valve Stuck
Bent Control Valve
Lever or Stop Pin

Pressure Relief Valve Blows Pressure Relief Valve

I Does Not Blow
Flow Check at ASC Valve Pan
and
Reduce Weight on Lift Arms

Push in Auxiliary Services Low or No Flow

Selector Valve I
I Push in Auxiliary
No Lift Services Selector Valve
I I
Check Piston Seals, Slow or No Lift
Lift Cylinder Wear or
Cracking Lift Cylinder
Safety Valve, '0' Ring Flow/Pressure Test
Seals Hydraulic Pump

I I I
No Flow Low Flow Low Flow
No Pressure Low Pressure High Pressure
I I I
Check Pump, Pump Drive Check Worn Pump, Unload Check Worn Pump,
Feed Pipes and 0'1
Valve, Control Valve, Intake Filter
Rings, Intake Filter Feathering Valve, Feed Pipes and '0'
Combining Rings, Flow Control
(Sequencing) Valve, Unload Valve Plug,
Internal Linkage Combining
(Sequencing)
Valve Plug, Lift
Cylinder Loose or
Blown '0' Rings
3
- - - - - - - - PART 8-HYDRAULIC SYSTEMS---------

( b) SLOW LIFT
OR
FAILURE TO LIFT UNDER LOAD
I
Pressurise Remote Valve(s)
(Where fitted) Against
Sealed Coupler(s)
I
1 I
Lift Slow or No Lift
I I
Check Feathering Valve Check Pressure Relief Valve
(Ford 2610, 3610, 4110 or
& 4610) Replace with Valve of Known
Flow Control Valve correr Setting
(Ford 5610, 6610, 6710,
7610 & 7710)

I
Pressure Relief Valve Blows Pressure Relief Valve
I Does Not Blow
Check Implement too Heavy, 1
Blocked Oil Galleries Pull out Auxiliary Services
Control Valve not Selector Valve
Moving Fully into
Raise I I
Pressure Relief Pressure Relief Valve
Valve Blows Does Not Blow
I
Flow Check at ASC Valve Port
and
Reduce Weight on Lift Arms

Satisfactory Low Flow

I I
PUSl1 in Auxiliary Services Push in Auxiliary
Selector Valve Services Selector Valve
I I
Slow Lift Slow Lift
I
Check Piston Seals, Lift
Cylinder Wear, Lift Flow/Pressure Test
Cylinder Safety Valve, Hydraulic Pump
'0' Ring Seals

Low Flow
I
Low flow
Low Pressu re High Pressure
I I
Check Worn Pump, Unload Check Worn Pump, Intake
Valve, Control Valve, Filter, Feed Pipes and
Feathering Valve '0' Rings, Flow
Combining Control Unload Valve
(Sequencing) Plug, Feathering Valve
Valve, Internal Linkage Plug, Combining
(Sequencing) Valve
Plug, Lift Cylinder
Loose or Blown
'O'-Rings
4
-------------------------CHAPTER12--------------. . . . . .- - - -

(c) LIFT AND NO DROP

Check Draft Control

Main Spring Adjustment,
Control Valve Stuck in
Lift Position

(d) LIFT WITH CONTROL LEVER IN LOWER OR NEUTRAL

BUT DROPS WHEN ENGINE STOPPED AND CONTROL
LEVER IN LOWER

Check Unload Valve Stuck in Lift Position

Feathering Valve Stuck in Lift Position
Cooler Valve Stuck
Combining (Sequencing) Valve Stuck
in Lift Position

Sticking Control Valve

(e) IMPLEMENT LIFTS BUT DROPS WHEN CONTROL

LEVER IN NEUTRAL OR RAISE POSITION

I
Fully Raise Implement
Pull Out Auxiliary Services
Selector Valve and Stop Engine

Lift Arms Drop Lift Arms Hold

Check Piston Seals Check Check Valve and Seat,

Lift Cylinder Wear or Cracking, "0" - Ring Seals,
Lift Cylinder Safety Valve, Unload Valve Plug,
'0' - Ring Seals, Control Valve,
Selector Valve Spool (Rear Lands) I Selector Valve Spool
Unload Valve Plug (Front Lands)

5
- - - - - - - - - PART 8-HYDRAULIC SYSTEMS - - - - - - - - -
PRIMING HYDRAULIC PISTON TYPE
PUMP
Remove the socket- head plug from the front
cover and pull the engine stop control out
(or disconnect the low tension lead at the coil
on gas-engined tractors) Turn the key start
switch and as the engine turns over check the
oil delivery through the plug aperture
B PRESSURE TESTING
0) PRESSURE TESTING THE MAIN
HYDRAULIC PUMP
NOTE: THE FOLLOWING HYDRAULIC
PUMP PRESSURE TESTS ARE FOR
DEALERS NOT HAVING A FLOW/
PRESSURE TEST UNIT, TOOL NO
MS.820A OR 2015.
FORD2610&3610MODELSWITH ENGINE
MOUNTED PISTON TYPE PUMP
FORD 2610 &3610 MODELS WITH ENGINE
MOUNTED GEAR TYPE PUMP
FORD 2610 & 3610 MODELS WITH ENGINE
MOUNTED TANDEM GEAR TYPE PUMP
IMPORTANT: It is not necessary to install an
Auxiliary Service Selector Valve in order to
check the pump pressure However, if an
Auxiliary Service Selector Valve is installed, as
recommended in the fault diagnosis
procedure, ensure the valve is pushed fully in
and the lift controllever(s) are in the full down
position
IMPORTANT: For Ford 2610 & 3610 models
with the engine mounted tandem gear type
pump, it will be necessary to remove the
priority valve pack prior to installing the
Auxiliary Service Selector Valve Disconnect
the auxiliary pump pressure pipe from the
priority valve pack and connect a hose to direct
the flow of auxiliary pump oil into the rear axle
filler opening
6
If the oil flow is satisfactory, install the plug
before the oil stops flowing to prevent air
entering the pump If there is no oil delivery
through the apertu re, check fOI air leaks at the
feed tube '0 rings by applying grease or
pouring oil around the joint whilst cranking
the engine Check the inlet strainer in the rear
axle is not blocked If there is still no oil
delivery, remove the pump from the tractor
and disassemble for inspection Chapter
9 - Section B)
IMPORTANT: Use ~O'-rings or sealed
washers at all pressure test equipment
connections
For Dealers having V. L. Churchill Test
Equipment:
With reference to Figure 1
Unscrew and disconnect the pump pressure
pipe from the elbow at the base of the rear axle
centre housing Connect Hose Assembly, Part
No DBNN-3R553-CA (Finis Code 3913440)
and Adaptor, Tool No FT 8503-9, to the 'T'
Adaptor , Tool No FT 8503-1 B, then connect
the hose to the pump pressure pipe Install
Hose assembly, Part No D8NN-3R553-CA
(Finis Code 3913440) and Adaptor, Tool No
FT 8503-10, to the outlet side of the Load
Valve, Tool No FT 8503-1 B Connect the hose
to Tube Assembly, Part No D4NN-E897-B
(Finis Code 3900639), then connect the tube to
the elbow Install Pressure Gauge, Tool No.
FT 8503 A, and Adaptor, Tool No FT 8526,
on the 'T' Adaptor then use Adaptor, Tool No.
FT 8503-1 B, to connect the 'T' Adaptor to the
inlet side of the Load Valve Securely tighten
all connections
 Figure 1
Pressure Testing Main Hydraulic Pump-
Ford 2610 & 3610
1 Pump Pressure Pipe
2 Tube Assembly, Part No D4NN-E897-B
(3900639)
3 Adaptor, Tool No FT 8503-9
4 'T Adaptor, Tool No FT 8503-1 B
5 Adaptor, Too! No FT 8503-1 B
6 Load Valve, Tool No FT 8503-1 B
7 Adaptor, Tool No FT 8503-10
8 Hose Assembly, Part No OSNN-3R553-CA
(3913440)
9 Adaptor, Tool No FT 8526
10 Pressure Gauge, Tool No FT 8503A
11 Hose Assembly, Part No D8NN~3R553-CA
(3913440)
12 Elbow
for Dealers having NudayTest Equipment:
With reference to Figure 2
Unscrew and disconnect the pump pressure
pipe from the elbow at the base of the rear axle
centre housing Connect Hose Assembly, Part
No D8NN-3R553-CA (Finis Code 3913440)
and Adaptor, Tool No 4647, to the 'T' Fitting,
Tool No. 1393, then connect the hose to the
pump pressure pipe Install Hose Assembly,
Part No DSNN-3R553-CA (Finis Code
3913440) and Adaptor, Tool No. 4648 to the
outlet side of the Load Valve, Tool No 1394
Connect the hose to Tube Assembly, Part No
D4NN-E897-B (Finis Code 3900639). then
connect the tube to the elbow Install Pressure
Gauge, Tool No 2028, and Adaptor, Tool No
0835, on the 'T' Fitting then connect the 'T'
Fitting to the inlet side of the Load Valve
Securely tighten all connections.
7
Figure 2
Pressure Testing Main Hydraulic Pump-
Ford 2610 & 3610
1 Pump Pressure Pipe
2 Tube Assembly, Part No D4NN-E897-B
(3900639)
3 Adaptor, Tool No 4647
4 'T' Fitting, Tool No 1393
5 Adaptor
6 Load Valve, Tool No 1394
7 Adaptor , Tool No 4648
8 Hose Assembly, Part No DBNN-3R553-CA
(3913440)
9 Adaptor, Too! No 0835
10 Pressure Gauge, Tool No 2028
11 Hose Assembly, Part No DSNN-3R553-CA
(3913440)
12 Elbow
PROCEDURE
Fully open the loading valve then start the
engine and maintain at 1650 rev/min
2 Gradually dose the loading valve and
observe the pressure gauge reading which
should steadily rise to the equivalent relief
valve full opening pressure (See "Specifi-
cations")
WARNING: Do not allow the pressure gauge
reading to rise beyond the specified full
opening pressure as pump damage will result
3 Fully open the loading valve, stop the
engine and disconnect the test equipment
_ _ _ _ _ _ _ _0_£ PART 8-HYDRAULIC SYSTEMS _ _ _IIIII!lIIIIIIIII!IIIII1IIIIIII!IIII!IIII_ _ __
Figure 3
Pressure Main Hydraulic Pump-
4110 & 4610
1 Thread Adaptor, Tool No T8503-7
2 Flow Control Knob
3 Thread Adaptor, Tool No FT 8526
4 Pressure Gauge, Tool No FT 8503A
5 'T -Piece Adaptor, Tool No FT 8503-1 B
6 Adaptor, Tool No FT 8503-1 B
7 Load Valve, Tool No FT 8503-1 B
8 Hose, Tool No FT 8503-4
PRESSURE TESTING THE MAIN
HYDRAULIC PUMP-FORD 4110 & 4610
MODELS WITH TRANSMISSION
MOUNTED GEAR TYPE PUMP
i M PO RT ANT It is necessary to install an
Auxiliary Service Selector Valve and to pull out
the spool to the furthest position in order to
check the pump pressure _For Ford 4110 &
4610 models with dual pumps, it will be
necessary to remove the priority valve pack
prior to installing the Auxiliary Service Selector
Valve. Disconnect the auxiliary pump pressure
pipe from the priority valve pack and connect a
hose to direct the flow of auxiliary pump oil into
the rear axle filler opening
Figure 4
Pressure Main Hydraulic Pump-
4110 & 4610
1 Fitting Too! No 6211
2 Flow Control Knob
3 Adaptor, Tool No 0835
4 Pressure Gauge, Tool No 2028
5 'T' -Fitting, Tool No 1393
6 Load Valve, Tool No 1394
7 t x 3 in Pipe Nipple
8 -l in Low Pressure Hose
NOTE Ensure the accessory plug, situated
at the top of the selector valve housing,
is tight to prevent ai/leakage
For Dealers having V l Churchill Test
Equipment:
With reference to Figure 3
Remove the centre plug from below the flow
control knob Install 'T' Adaptor, Tool No
FT 8503-1 B, fitted with pump Thread Adaptor
Tool No T8503~7,intheplugaperture Toone
side of the 'T' Adaptor attach Pressure Gauge,
Tool No FT 8503A, and Adaptor, Tool No
FT 8526, and to the other side use Adaptor,
Tool No FT 8503-1 B, to connect the Load
Valve, Tool No FT 8503-1 B and Hose, Too!
No FT 8503-4, leading back to the rear axle
filler opening
For Dealers having Nuday Test
Equipment:

With reference to Figure 4

Remove the centre from below the flow

control knob instal! Tool No 6211 in
the p!ug aperture and connect I'T" Tool
No 1393, Load Valve Too! No 1394 a t x 3 in
Pipe Nipple and a t in Low Pressure hose
leading back to the rear axle finer opening
From the "T" connect Tool
No 0835 and Pressure Too! No 2028

Figure 5
PROCEDURE Pressure Testing Main Hydraulic Pump ~
Ford 5610, 6610, 6710, 7610 & 7710
1 Retaining Bolts
Fully open the loading valve, start the
2 Pressure Gauge, Too! No FT 8503-A
engine and maintain at 1650 rev/min 3 Load Valve, Tool No FT 8503-18
2 Place the lift controllever(s) in the full raise 4 Adaptor, Tool No FT 8503-10
5 Hose Assembly, Part No DBNN-3R553-CA
position (3913440)
6 Adaptor, Tool No FT 8503-1 B
NOTE Return the controllever(s) to the lower
7 'T' Adaptor, Tool No FT 8503-1 B
position before pushing the selector valve to 8 Adaptor , Too! No FT 8503-9
the innermost position 9 Tube Assembly, Part No D4NN-E897-B
(3900639)
3 Gradually dose the loading valve and 10 Hose Assembly, Part No OBNN-3R553-CA
observe the pressure gauge reading which (3913440)
11 Hose Assembly, Part No OBNN-3R553-CA
should steadily rise to the relief valve full (3913440)
opening pressure "Specifications") 12 Pressure Tube Adaptor, Tool No FT 8503-11
Install Pressure Tube Adaptor, Tool No
4 Fully open the loading valve, stop the
FT 8503-11 into the pump and securely tighten
engine and disconnect the test equipment
the retaining bolts Connect Hose Assembly,
Part No DBNN-3R553-CA (Finis Code
3913440) and Adaptor, Tool No FT 8503-9,
to the 'T' Adaptor, Tool No FT 8503-1 B
then connect the hose to the Pressure Tube
Adaptor Instal! Hose Assemoiy, Part No
PRESSURE TESTING THE MAIN
DBNN-3R553-CA (Finis Code 3913440) and
HYDRAULIC PUMP
Adaptor, Tool No FT 8503-10, to the outiet
FORD 5610, 6610, 6710, 7610 & 1110
side of the Load Valve, Tool No FT 8503-1 B
MODELS WITH TRANSMISSION
Connect the hose to Tube Assembly, Part No
MOUNTED PUMP
D4NN-E897-B (Finis 3900639) Install Hose
For Dealers having V l Churchill Test Assembly, Part No D8NN-3R553-·CA (Finis
Equipment Code 3913440) into the centre housing at the
banjo bolt location then connect the hose to
With reference to Figure 5
the tube Install Pressure Gauge, Tool No
Remove the pump to centre housing feed tube FT 8503-A and Adaptor, Tool No FT 8526, on
or the pump to trailer brake valve and trailer the 'T' Adaptor then use Adaptor Tool No
I

brake valve to centre housing feed tubes FT 8503-1 B to connect the 'T' Adaptor to
I

(where fitted) Withdraw the banjo bolt and the inlet side of the Load Valve
fitting from the centre housing wall Securely tighten all connections

9
U'nwIillllllC_ _ _ _ _ _ _ _ _u PA RT 8-- HYD RAU lie SYSTE M S _ _ _ _ _:___1!iI!!IIIllIII1IIilIIIIiIIIl1iIIIi
6
Pressure Testing Main Hydraulic Pump-
Ford 5610, 6610, 6710, 7610 & 7710
1 Retaining Baits
2 Pressure Gauge, Tool No 2028
3 Load Valve, Tool No 1394
4 Adaptor, Tool No 4648
5 Hose Assembly, Part No DBNN-3R553-CA
(3913440)
6 Adaptor
7 'T' Fitting, Tool No 1393
8 Adaptor, Tool No 4647
9 Tube Assembly, Part No D4NN-E897-B
(3900639)
10 Hose Assembly, Part No DSNN-3R553-CA
(3913440)
11 Hose Assembly, Part No DSNN-3R553-CA
(3913440)
12 Pressure Tube Adaptor, Tool No 4649
For Dealers having Nuday Test
Equipment:
With reference to Figure 6
Remove the pump to centre housing feed tube
or the pump to trailer brake valve and trailer
brake valve to centre housing feed tubes
(where fitted) Withdraw the banjo bolt and
fitting from the centre housing wall
Install Pressure Tube Adaptor, Tool No
4649 into the pump and securely tighten
the retaining bolts Connect Hose Assembly,
Part No DBNN-3R553-CA (Finis Code
3913440) and Adaptor , Tool No 4647 to the 'T'
Fitting, Tool No 1393, then connect the hose
to the Pressure Tube Adaptor Instal! Hose
Assembly, Part No OBNN-3R553-CA (Finis
Code 3913440) and Adaptor, Tool No 4648 to
the outlet side of the Load Valve, T ooi No
1394
Connect the hose to Tube Assembly, Part No
10
D4NN-E897-B (Finis 3900639) Install Hose
Part No D8NN-3R553-Cft. (Finis
Code 3913440) into the centre at the
bolt location then connect the hose to
the tube Instal! Pressure Gauge, Tool 1\10
2028 and Adaptor , Tool No 0835 on the '1'
Fitting then connect the 'T' to the iniet
side of the Load Valve
Securely tighten ail connections
PROCEDURE
Fully open the loading valve, start the
and maintain at 1650 rev/min
2 Push the selector valve knob fully in and
place the lift control lever in the full down
3 Gradually close the loading valve and
observe the pressure gauge reading which
should steadily rise to the relief valve full
opening pressure (See "Specifications")
4 Fully open the loading valve, stop the
and disconnect the test equipment
(ij) PRESSURE TESTING THE AUXILIARY
HYDRAULIC PUMP
FORD 2610 & 3610 MODELS WITH ENGINE
MOUNTED TANDEM GEAR TYPE PUMP
FORD 4110 & 4610 MODELS WITH ENGINE
MOUNTED PISTON TYPE PUMP
FORD 5610, 6610, 6710, 7610 & 7710
MODELS WITH ENGINE MOUNTED
GEAR TYPE PUMP
For Dealers having V L Churchill Test
Equipment:
With reference to Figure 7
Unscrew and disconnect the pump pressure
pipe from the elbow at the priority valve pack
Connect Hose Assembly, Part No D8NN-
3R553-CA (Finis Code 3913440), and Adaptor,
Tool No FT 8503-9, to the IT' Adaptor, Tool
No FT 8503-1 S, then connect the hose to the
pump pressure pipe Install Hose assembly,
Part No DBNN-3R553-CA (Finis Code
3913440) and Adaptor, Tool No FT 8503-10,
to the outiet side of the Load Valve, Too! No
FT 8503-1 B Connect the hose to Tube
Assembly, Part No D4NN-E897-B (Finis Code
3900639), then connect the tube to the elbow
Install Pressure Gauge, Tool No FT 8503-A,
and Adaptor, Tool No FT 8526, on the 'I'
Adaptor then use Adaptor , Tool No
FT 8503-1 S, to connect the 'T' Adaptor to
the inlet side of the Load Valve
Securely tighten ail connections.
 Figure 7
Pressure Testing Auxiliary Hydraulic Pump-
All models with Dual Pumps
1 Pressure Gauge, Tool No FT 8503-A
2 Adaptor, Tool No FT 8503-1 B
3 Hose Assembly, Part No DBNN-3R553-CA
(3913440)
4 Tube Assembly! Part No D4NN-E897-B
(3900639)
5 Adaptor, Tool No FT 8503-10
6 Load Valve, Tool No FT 8503-1 B
7 'T' Adaptor, Tool No FT 8503-1 B
8 Supply to Deluxe Remote Control Valve(s)
9 Priority Valve Pack
10 Pump Pressure Pipe
11 Elbow
12 Hose Assembly, Part No DBNN-3R553-CA
(3913440)
13 Adaptor, Tool No FT 8503-9
For Dealers having Nuday Test
Equipment:
With reference to Figure 8
Unscrew and disconnect the pump pressure
pipe from the elbow at the priority valve pack
Connect Hose Assembly, Part No D8NN-
3R553-CA (Finis Code 3913440), and Adaptor,
Tool No 4647, tothe'T' Fitting, Too! No 1393,
then connect the hose to the pump pressure
pipe Install Hose Assembly, Part No D8NN-
3R553-CA (Finis Code 3913440) and Adaptor,
Tool No 4648, to the outlet side of the Load
Valve, Tool No 1394 Connect the hose to
Tube Assemb!y, Part No D4NN-E897-B (Finis
Code 3900639) then connect the tube to the
I
elbow Install Pressure Gauge, Tool No 2028,
and Adaptor Tool No 0835, on the '1' Fitting
then connect the 'T' Fitting to the inlet side of
the Load Valve
Securely tighten all connections
11
Figure 8
Pressure Testing Auxiliary Hydraulic Pump-
All Models with Dual Pumps
1 Pressure Gauge, Tool No 2028
2 Adaptor
3 Hose Assembly, Part No D8NN-3R553-CA
(3913440)
4 Tube Assembly, Part No D4NN-E897-B
(3900639)
5 Adaptor, Tool No 4648
6 Load Valve, Tool No 1394
7 'T' Fitting, Tool No 1393
S Supply to Deluxe Remote Control Vaive(s)
9 Priority Valve Pack
10 Pump Pressure Pipe
11 Elbow
12 Hose Assembly, Part No OSNN-3R553-CA
(3913440)
13 Adaptor, Too! No 4647
PROCEDURE
Fully open the load valve then start the
engine and maintain at 1650 rev/min
2 Gradually close the loading valve and
observe the pressure gauge reading which
should steadily rise to the equivalent
combining/sequencing valve relief valve
full opening pressure (See "Specifica-
tions" )
WARNING Do not allow the pressure gauge
reading to rise beyond the specified full
opening pressure as pump damage will result
3 Fully open the load valve, stop the engine
and disconnect the test equipment
_ _ _ _ _ _ _ _ _ _ PART a-HYDRAULIC SYSTEIVIS _ _ _ _ _ _ _ _1IIIIIIIIiIIIII1IIIIEI
Figure 9
Pressure Testing and Flow Checking Main
Hydraulic Pump~ Ford 2610 & 3610
1 Pump Pressure Pipe
2 Hose Assembly, Part No DBNN-3R553-CA
(3913440)
3 Adaptor, Too! No FT 8503-12 or 4650
4 Tube Assembly, Part No D4NN-E897-B
(3900639)
5 Hose Assembly, Part No DBNN-3R553-CA
(3913440)
6 Adaptor, Tool No FT 8503-12 or 4650
7 Flow/Pressure Test Unit, Tool No MS 820A or
2015
8 Elbow
NOTE: THE FOLLOWING HYDRAULIC
PUMP PRESSURE TESTS AND FLOW
CHECKS ARE FOR DEALERS HAVING A
FLOW/PRESSURE TEST UNIT, TOOL NO
MS 820A OR 2015
Wi) PRESSURE TESTING AND FLOW
CHECKING THE MAIN HYDRAULIC
PUMP
for Dealers having Flow IPressure Test
Unit Tooi No MS 820A or 2015.
FORD 2610 & 3610 MODELS WITH ENG!NE
MOUNTED PISTON TYPE PUMP
FORD 2610 & 3610 MODELS YJITH ENGINE
MOUNTED GEAR TYPE PUMP
FORD 2610 & 3610 MODELS WITH ENGINE
MOUNTED TANDEM GEAR TYPE PUMP
12
IMPOR.TANT It is not necessary to install an
Auxiliary Service Selector Valve in order to
check the pump flow and pressure However,
if an Auxiliary Service Selector Valve is
installed, as recommended in the fault
diagnosis procedure, ensure the valve is
pushed fully in and
the full down position
With reference to Figure 9
Unscrew and disconnect the pump pressure
pipe from the elbow at the base of the rear axle
centre housing instali Hose Assemblv, Part
No OBNN-3R553-CA (Finis Code 3913440)
and Adaptor, Tool No FT 8503--12 or 4650 into
the outlet port of the Flow/Pressure Test Unit,
Tool No MS 820A or 2015 Connect the hose
to Tube Assembly, Part No D4NN-E897-B
(Finis Code 3900639) then connect the tube to
the elbow and securely tighten Install Hose
Assembly, Part No DSNN-3R553-CA (Finis
Code 3913440) and Adaptor, Tool No
FT 8503-12 or 4650, into the inlet port of the
Flow / Pressure Test Unitthen connectthe hose
to the pump pressure pipe and securely
tighten
PROCEDURE
1 Fully open the loading valve then start the
engine and maintain at 1650 rev/min until
the oil reaches a temperature of 60 a C then
increase the engine speed to the rated
speed (See "Specifications")
2 Gradually dose the loading valve and
observe the pressure and flow gauges As
the valve is dosed, the pressure gauge
should steadily rise to the equivalent relief
valve full opening pressure The flow
should remain constant within 10% of the
specified figure (See "Specifications")
WARNING: Do not allow the pressure gauge
reading to rise beyond the specified full
opening pressure as pump damage will result
NOTE It may be necessary to re-adjust the
engine speed to maintain the rated speed.
3 Fully open the loading valve, stop the
engine and disconnect the test unit
PRESSURE TEST!NG AND FLOW
CHECK~NG THE MAIN HYDRAULIC
PUMP

For Dealers Flow I Pressure Test

Unit, Too! No MS a2GA or 2015

FORD 4110 &4610 MODELS WITH TRANS-

MISSION MOUNTED GEAR TYPE PUMP

iMPORTANT It is necessary to install an

Auxiliarv Service Selector Valve and to pullout
the spool to the furthest position in order to
check the pump flow and pressure For Ford
4110 & 4610 models with it will be
necessary to remove the priority valve pack
prior to installing the Auxiliary Service Selector
Valve Disconnect the auxiliary pump pressure
pipe from the prioritv valve pack and connect a
hose to direct the flow of auxiliarv pump oil into
the rear axle filler opening
NOTE Ensure the accessory plug, situated
at the top of the selector valve housing, IS
tight to prevent oil leakage
With reference to Figure 10
Remove the centre plug from below the Flow
Control Knob and install Adaptor. Tool No
FT 8503-14 or 4652 Install Hose Assembly,
Part No DBNN-3R553-CA (Finis Code
3913440i and Adaptor, Tool No FT 8503-12 or
4650 into the inlet port of the Flow/Pressure
Test Unit, Tool No MS 820A or 2015 Connect
the hose to Tube Assembly, Part No D4N N-
E897-B (Finis Code 3900639) then connect the
tube to the Adaptor Instali Adaptor, Tool No
FT 8503-13 or 4658, into the outlet port of the
Flow/Pressure Test Unit then connect a Hose
Tool No FT 8503-4 or 1392, to direct the flow
of pump oil into the rear axle filler opening
Securely tighten ali connections
PROCEDURE
Figure 10
Pressure Testing and Flow Checking Main
Hydraulic Pump- Ford 4110 & 4610
Tube Assembly, Part No D4NN-E897-B
(3900639)
2 Hose Assembly, Part No DBNN-3R553-CA
(3913440)
3 Adaptor, Tool No FT 8503-12 or 4650
4 Adaptor, Tool No FT 8503-13 or 4658
5 Hose, Tool No FT 8503-4 or 1392
6 Flow/Pressure Test Unit, Tool No MS 820A or
2015
7 Transmission Mounted Hydraulic Pump
8 Adaptor, Tool No FT 8503-14 or 4652
2 Place the lift controllever(s) in the full raise
position
NOTE: Return the controllever(s) to the lower
position before pushing the selector valve to
the innermost position
3 Gradually close the loading valve and
observe the pressure and flow gauges As
the valve is closed, the pressure gauge
should steadily rise to the relief valve full
opening pressure The flow should remain
constant within 10% of the specified figure
through the pressure range up to the crack-
off pressure point where the flow wil! drop
and fall to zero at full opening pressure
(See "Specifications")

Fully open the loading valve then start the
engine and maintain at 1650 rev/min until
the oii reaches a temperature of 60°C then
increase the engine speed to the rated
speed (See "Specifications")
NOTE: It may be necessary to re-adju:;t the
engine speed to maintain the rated speed
4 Fully open the loading valve, stop the
engine and disconnect the test unit

13
1lIiIIIIIIIIII1IIIIIIIIIII1IIIIIIIIIIII_ _ _ _ _ _ _
Figure 11
Pressure Testing and Flow Checking Main
Hydraulic Pump- Ford 5610,6610, 6710,
7610 & 7710
Pressure Tube Retaining Bolts
2 Adaptor, Tool No FT 8503-12 or 4650
3 Tube Assembly, Part No D4NN-E897-B
(3900639)
4 Hose Assembly, Part No D8NN-3R553-CA
(3913440)
5 Adaptor, Tool No FT 8503-12 or 4650
6 Flow/Pressure Test Unit, Tool No MS 820A or
2015
7 Hose Assembly, Part No D8NN-3R553-CA
(3913440)
8 Pressure Tube Adaptor, Tool No FT 8503-11 or
4649
9 Hose Assembly, Part No D8NN-3R553-CA
(3913440)
PRESSURE TESTING AND FLOW
CHECKING THE MAIN HYDRAULIC
PUMP
For Dealers having Flow/Pressure Test
Unit Tool No MS.820A or 2015
fORD 5610, 6610, 6710, 1610 & n10
MODELS WITH TRANSMISSION
MOUNTED GEAR TYPE PUMP
With reference to Figure 11
Remove the pump to centre housing feed tube
or the pump to trailer brake valve and trailer
brake valve to centre housing feed tubes
(where fitted). Withdraw the banjo bolt and
fitting from the centre housing wall
PART 8-HYDRAULIC SYSTEMS _ _ _ _ _ _ _IIIII1I1IIIIIII_IIIIlIIJ__
install Pressure Tube Adapto1, Too! No
FT 8503-11 or 4649, into the pump and
the baits Install
Hose Assembiy, Part No D8NN~3R553~CA
(Finis Code 3913440) and Adaptor, Tool No
FT 8503-12 or 4650, into the inlet port of the
Flow/Pressure Test Unit, Tool No MS 820A
or 2015 Connect the hose to the Pressure
Tube Adaptor and securely tighten Instal!
Hose Assembly, Part No DBNN-3R553-CA
(Finis Code 3913440) and Adaptor, Tool No
FT 8503-12 or 4650 into the outlet port of the
Flow /Pressure Test Unit Connect the hose to
Tube Assembly, Part No D4NN-E897-B (Finis
Code 3900639) Install Hose Assembly, Part
No OBNN-3R553-CA (Finis Code 3913440)
into the centre housing at the banjo bolt
location then connect the hose to the tube
Securely tighten all connections
PROCEDURE
Fully open the loading valve then start the
engine and maintain at 1650 rev/min until
the oil reaches a temperature of 60 D C then
increase the engine speed to the rated
speed (See "Specifications")
2 Push the selector valve knob fully in and
place the lift control lever in the full down
position
3 Gradually close the loading valve and
observe the pressure and flow gauges As
the valve is dosed, the pressure gauge
should steadily rise to the relief valve full
opening pressure The flow should remain
constant within 10% of the figure
through the pressure range up to the crack-
off pressure point where the flow will drop
and fal! to zero at full opening pressure
(See" Specifications")
NOTE: It may be necessary to fe-adjust the
engine speed to maintain the rated speed.
4 Fully open the loading valve, stop the
engine and disconnect the test unit
14
_ _ _ _ _ _ _ _ _ _ _ _ _u_ CHAPTER 12
PRESSURE TESTING AND flOW
CHECKING AUXiLIARY HYDRAULIC
PUMP
Ford Dealers having Flow/Pressure Test
Unit Tool No MS 820A or 2015
FORD 2610 & 3610 MODELS WITH ENGiNE
MOUNTED TANDEM GEAR TYPE PUMP.
FORD 4110 & 4610 MODELS WiTH ENGINE
MOUNTED PISTON TYPE PUMP
FORD 5610, 6610. 6710, 7610 & 7710
MODELS WiTH ENGINE MOUNTED
GEAR TYPE PUMP
With reference to Figure 12
Unscrew and disconnect the pump pressure
pipe from the elbow at the priority valve pack
Install Hose Assembly, Part No
DBNN-3R553-CA (Finis Code 3913440) and
Adaptor, Tool No FT 8503-12 or 4650 into the
outlet port of the Flow/Pressure Test Unit,
Tool No MS 820A or 2015 Connect the hose
to the Tube Assembly, Part No D4NN-EB97-B
(Finis Code 3900639) then connect the tube to
the elbow and securely tighten Install Hose
Assembly, Part No DSNN-3R553-CA (Finis
Code 3913440) and Adaptor, Tool No
FT 8503-12 or 4650 into the inlet port of the
Flow/Pressure Test Unit then connect the
hose to the pump pressure pipe and securely
tighten
PROCEDURE
Fully open the loading valve then start the
engine and maintain at 1650 rev/min until
the oil reaches a temperature of 60°C then
increase the engine speed to the rated
speed (See "Specifications")
15
1111111111111111111111!11111_ _ _ _ _ I!II.1III!IiI_ _ _ _ _iIIlillII1IIi
Figure 12
Pressure Testing and Flow Checking Auxiliary
Hydraulic Pump - All Models with Dua!
1 Adaptor Tooi No FT 8503-12 or 4650
2 Hose Assembly, Part No D8NN-3R553-CA
(3913440)
3 Tube Assembly, Part No D4NN-E897-B
(3900639)
4 Supply to Deluxe Remote Control Valve(s)
5 Priority Valve Pack
6 Elbow
7 Pump Pressure Pipe
8 Hose Assembly, Part No . D8NN-3R553- CA
(3913440)
9 Adaptor, Tool No FT 8503-12 or 4650
10 Flow/Pressure Test Unit, Tool No MS 820A or
2015
2 Gradually dose the loading valve and
observe the pressure and flow gauges As
the valve is closed, the pressure gauge
should steadily rise to the equivalent com-
bining/sequencing valve relief valve full
opening pressure
The flow should remain constant within
10% of the specified figure (See
"Specifications" )
WARNING: Do not allow the pressure gauge
reading to rise beyond the specified full
opening pressure as pump damage will result
NOTE: It may be necessary to re-adjust the
engine speed to maintain the rated speed
3 Fully open the loading valve, stop the
engine and disconnect the test unit
_ _ _ _ _ _IIIIIIIIIIIlI_ _ _ PART 8~HYDRAUUC
Figure 13
Pressure Testing Low Pressure Hydraulic System
Pump~ Ford 5610, 6610, 6710, 7610 & 7710
1 Dual Power Feed Port
2 Pressure Test Adaptor, Tool No FT 8503-15
3 Hose Assembly, Part No D8NN-3R553-CA
(3913440)
4 Agaptor, Tool No FT 8503-9
5 Adaptor, Tool No FT 8503-1 B
6 load Valve, Tool No FT 8503-1 B
7 Hose, Tool No FT 8503-4
8 'T' Adaptor, Tool No FT 8503-1 B
9 Pressure Gauge, Tool No FT 8503-A
PRESSURE TESTING lOW PRESSURE
HYDRAULIC SYSTEM PUMP
FORD 5610, 6610, 6710, 7610 & n10
MODELS WITH TRANSMISSION
MOUNTED GEAR TYPE PUMP
For Dealers having V L Churchill Test
Equipment:
With reference to Figure 13
Remove the plug or Dual Power feed pipe
(where fitted) from the port at the base of the
transmission mounted hydraulic pump Screw
Pressure Test Adaptor, Tool No FT 8503-15,
into the port Connect Hose Assembly, Part
No DBNN-3R553-CA (Finis Code 3913440)
and Adaptor, Tool No FT 8503-9, to the 'r
Adaptor , Tool No FT 8503-1 B then connect
I
the hose to the Pressure Test Adaptor
Connect Hose, Tool No FT 8503-4, to the out~
put side of the Load Valve, Tool No
FT 8503-1 B and direct the hose back to the rear
axle filler opening, install Pressure Gauge,
Tool No FT 8503~A and Adaptor, Tool No
FT. 8526, on the 'T' Adaptor, then use
Adaptor, Tool No FT 8503-18, to connect
16
SYSTEIVIS _ _ _ _I11111111111_ _ _ _1IIIiIIlII
14
Pressure Testing Low Pressure Hydraulic System
Ford 5610, 6610, 6710, 7610 & 7710
1 Dual power Feed Port
2 Pressure test Adaptor, Tool No 4653
3 Hose Assembly, Part No D8NN~3R553-CA
(3913440)
4 Adaptor, Tool No 4647
5 Adaptor
6 Load Valve, Tool No 1394
7 t in Low Pressure Hose
8 'T' Fitting, Tool No 1393
9 Pressure Gauge, Tool No 2028
the 'T' Adaptor to the inlet side of the Load
Valve
Securely tighten all connections
For Dealers having Nuday Test
Equipment:
With reference to Figure 14.
Remove the plug or Dual Power feed pipe
(where fitted) from the port at the base of the
transmission mounted hydraulic pump Screw
Pressure Test Adaptor, Tool No 4653 into the
port Connect Hose Assembly, Part No
D8NN-3R553-CA (Finis Code 3913440) and
Adaptor, Tool No 4647, to the 'T' Fitting, Tool
No 1393, then connect the hose to the
Pressure Test Adaptor Connect a length of
in low pressure hose to the output side of the
*
Load Valve, Tool No 1394, and directthe hose
back to the rear axle filler opening Install
Pressure Gauge, Tool No 2028 and Adaptor,
Tool No 0835, on the 'T' Fitting then connect
the 'T' Fitting to the inlet side of the Load
Valve
Securely tighten all connections
------------------------CHAPTER12------------------------
PRESSURE TESTING AND FLOW PROCEDURE
CHECKING THE LOW PRESSURE Fully open the loading valve then start the
HYDRAULIC SYSTEM PUMP engine and maintain at 1650 rev / min until
the oil reaches a temperature of 60°C then
FORD 5610, 6610, 6110, 1610 & 1110 increase the engine speed to the rated
MODELS WITH TRANSMISSION speed (See IIS pecifications")
MOUNTED GEAR TYPE PUMP 2 Gradually close the loading valve and
observe the pressure and flow gauges As
the valve is closed, the pressure gauge
For Dealers having Flow/Pressure Test
should steadily rise to the equivalent
Unit, Tool No. MS.820A or 2015.
Independent Power Take-Off /Oual Power
pressure regulating valve full opening
To check both the flow and pressure, the inlet
pressure The flow should remain constant
side of a Flow/Pressure Test Unit, Tool No
within 10% of the specified figure (See
MS 820A or 2015, should be connected to the II Specifications")
Dual Power feed port with a hose, connected
WAR N I N G: Do not allow the pressure gauge
to the outlet side, leading to the rear axle filler
reading to rise beyond the specified full
opening opening pressure as pump damage will result.
3 Fully open the loading valve, stop the
Securely tighten all connections engine and disconnect the test unit
C SPECIFICATIONS
LIFT CYLINDER AND PISTON DIAMETER (Nominal)
Ford 2610 3 in 76 mm
Ford 3610 3 in 76 mm
Ford 4110 3 5 in 89 mm
Ford 4610 3 5 in 89 mm
Ford 5610 4 125 in 105 mm
Ford 6610 4 125 in 105 mm
Ford 6710 4 125 in 105 mm
Ford 7610 4 125 in 105 mm
Ford 7710 4 125 in 105 mm
VALVE OPENING PRESSURES Ford 5610,
6610, 6710,
Ford 2610 & 3610 Ford 4110 & 4610 7610 & 7710
Lift Cylinder Safety Valve 2750-2850Ibf/in2 2850--29501bf/in 2 2850--29501bf/in 2
Opening Pressure 190-196 bar 196-203 bar 196-203 bar
193-200 kgf/cm 2 200-207 kgf /cm 2 200-207 kgf/cm2
Oil Cooler Valve 35-45Ibf/in 2 35--451bf/in 2 35-45Ibf/in 2
Opening Pressure 2 4-3 1 bar 2 4-3 1 bar 2 4-3 1 bar
2 5-3 2 kgf/cm2 2 5-3 2 kgf /cm 2
2 5-3 2 kgf/cm 2
Check Valve Opening 71-93Ibf/in 2 71-93Ibf/in2 70--851bf/in 2
Pressure 4 9-6 4 bar 4 9-6 4 bar 49-5 9 bar
5 0-65 kgf/cm2 5 0-6 5 kgf/cm2 5 0-6 0 kgf/cm2
Auxiliary Pump/Remote 2700-2750 Ibf lin 2 2700-2750 Ibf lin 2 2700-2750 Ibf/in 2
Valve Circuit Relief 186-190 bar 186-190 bar 186-190 bar
Valve Opening Pressure 190-193 kgf/cm2 190-193 kgf/cm2 190-193kgf/cm2
Drop Poppet Valve 10-121bf/in2
Opening Pressure 0.7-0.8 bar
0.7-0.8 kgf/cm2
Independent Power Take-Off/ 160-180Ibf/in2
Dual Power Pressure Regulating 11 125bar
Valve Opening Pressure 11 2-12.7 kgf/cm2

17
- - - - - - - - PART 8-HYDRAULIC SYSTEMS - - - - - - - - -

SYSTEM RELIEF VALVE

Minimum Crack-Off
Pressure 2400 ibf/in2 (168 bar) (169 kgf/cm2)
Fully Opening Pressure 2550-2650 Ibf /in2 (178-186 bar) (179-186 kgf/cm2)
Minimum Reseat Pressure 20001bf/in 2 (138 bar) (141 kgf/cm2)
Tightening Torque 30-351bfft (41-47 Nm) (4 2-4 8 Mkg)

FLOW CONTROL VALVE LINKAGE

FORD 2610 (where fitted). 3610, 4110 & 4610
Actuating Follower o 01 in (0 254 mm)
Shim Thickness

DRAFT CONTROL MAIN SPRING

FORD 3610, 4110 and 4610

Draft Control Spring o 015 in (0 381 mm)

Shim Thickness 0020 in (0508 mm)
a 025 in (0635 mm)

HYDRAULIC PUMP-PISTON TYPE

Pump Engine
Imp U S Litres/ Speed Speed
galls/ min gal/s/ min min (rev/min) (rev/min)
Ford 2610, 3610~Single Engine Mounted
Pump
Rated Pump Output 426 51 193 2133 2000

Ford 4110,4610- Engine Mounted Pump

(with Dual Pumps)
Rated Pump Output 466 56 21 2 1517 2200

HYDRAULIC PUMP-GEAR TYPE

Ford 2610, 3610~Single Engine Mounted
Pump
Rated Pump Output 67 81 306 2133 2000
Ford 2610, 3610- Dual Engine Mounted
Pump
Flow Capacity- Front Pump 426 51 193 2133 2000
Rear Pump 675 81 307 2133 2000
Ford 4110,4610- Transmission Mounted
Pump (with Single or Dual Pumps)
Flow Capacity- Front Pump 7 84 31 6 1517 2200
-Rear Pump 1 37 164 623 1517 2200
Ford 5610, 6610, 6710, 7610,
7710- Engine Mounted Pump (with Dual
Pumps)
Rated Pump Output 7 1 85 322 2236 2100

Ford 5610, 6610, 6710, 7610,

7710- Transmission Mounted Pump
(with Single or Dual Pumps)
Flow Capacity- Front Pump 77 93 350 1680 2100
Flow Capacity - Rear Pump 50 60 227 1680 2100

18
------------------------CHAPTER12------------------------

TORQUE SPECIFICATIONS

FORD 2610, 3610, 4110 and 4610

Ford 2610 & 3610 Ford 4710 & 4670

Ibf ft Nm Mkg Ibf ft Nm Mkg

lift Cylinder Retaining Bolts 52 70 72 78 106 108

Lift Cover Retaining Bolts 78 106 108 78 106 108

Accessory Cover to Lift Cover Bolts 60 81 83 60 81 83

Centre Bolt 135 18 19 135 18 19

Control Valve Baffle Plate and Rear

Plate Retaining Bolts 27 37 37 27 37 37

Quadrant Assembly to Quadrant

Support Retaining Bolts 27 37 37 27 37 37

Quadrant Support to Lift Cover

Housing Retaining Bolts Control
Valve lever 41 56 57 41 56 57

Draft Control Spring Housing Bolts 40 54 55 40 54 55

Check Valve Plug 50 68 69 50 68 69

Flow Control Plate Retaining Bolts 41 56 57 41 56 57

Hydraulic Piston Pump Cover Bolts 37 50 51

Hydraulic Piston Pump Drive

Housing Botts 37 50 51

Hydraulic Piston Pump Shaft Nut 30 41 42

Lift Cylinder Safety Valve 50 68 69 83 112 11 5

Engine Mounted Gear Pump to Engine

Retaining Bolts 30 41 42

Hydraulic Gear Pump to Transmission

Housing Retaining Botts 50 68 69

Hydraulic Gear Type Pump Through

Botts 37 50 51 37 50 51

Draft Control Adjuster Rod lock Nut 9 122 12 9 122 12

Position Control Adjuster Rod Lock

Nut 9 122 12 9 122 12

Eccentric Adjustable Stop lock Nut 27 37 37 27 37 37

19
- - - - - - - - - PART 8-HYDRAULIC SYSTEMS - - - - - - - - -

FORD 5610, 6610, 6710, 7610 and 7710

/bf ft Nm Mkg

Lift Cylinder Retaining Bolts 182 247 25

Lift Cover Retaining Bolts 112 152 152
Accessory Cover to Lift Cover Bolts 59 66 68
Centre Bolt 18 24 25
Quadrant Assembly to lift Cover Housing Bolts 49 66 68
Hydraulic Pump to Rear Axle Centre Housing Retaining Bolts 54 68 69
Front and Rear Control Valve Retaining Plate Bolts 34 43 44
Position Control Adjusting Screw Lock Nut 18 24 25
Draft Control Nut Set Screw 22 30 31
Lift Cylinder Safety Valve 82 111 11 3
Supply Passage Socket Headed Plug 22 30 31
Hydraulic Lift Filler Plug 37 50 51
Control Valve Turnbuckle Lock Nut 10 14 14
Lift lever Adjuster Rod Lock Nut 9 122 12
Selector Lever Adjuster Rod Lock Nut 9 122 12
Control Rod Turnbuckle Lock Nuts 25 34 35
Load Monitor Strut Lock Nut 20 27 28
Draft Control Adjustment Screw Retaining Nut 28 38 39
Actuator Retaining Bolt 13 17 18
Selector Quadrant Retaining Nuts 18 24 25

VALVE AND BUSHING COLOUR CODeS

FORD 2610, 3610, 4110 & 4610

TABLE 1 TABLE 2
FLOW CONTROL VALVE PLUNGER FLOW CONTROL
VALVE RESTRICTOR
(in) (mm)

06680 16 967 (in) (mm)

White
06678 16 962 05296 13452
Red
06678 16 962
o 5291 13439
Green
06676 16 957
06676 16 957 Blue 05291 13439
Green
06674 16 952 05286 13426
06674 16 952 Yellow
06672 16 947
05286 13426 White
06672 16 947
06670 16 942
Red o 5281 13 414

20
-------------------------CHAPTER12-------------------------
TABLE 3 TABLE 5
UNLOAD VALVE BUSHING SIZES CONTROL VALVE BUSHING SIZES

(in) (mm) (in) (mm)

1 0016 25441
1 0014 25436
1 0014 25436 Red/White
1 0012 25431 Green/White
1 0014 25436
1 0012 25431 Green/White 1 0012 25431
1 0010 25425 Orange
1 0012 25 431
1 0010 25425 Orange 1 0010 25425
1 0010 25425 1 0008 25420 Green
1 0008 25420 Green 25420
1 0008
1 0008 25420 1 0006 25415 Yellow
1 0006 25415 Yellow
1 0006 25415
1 0006 25 415 1 0004 25410 Blue
1 0004 25410 Blue
1 0004 25410
1 0004 25410
1 0002 25405 White
1 0002 25405 White
1 0002 25405 1 0002 25405
1 0000 25400 Blue/White 1 0000 25400 Blue/White

TABLE 4 TABLE 6
FEATHERING VALVE BUSHING SIZES CONTROL VALVE SIZES

(in) (mm)
(in) (mm)
1 0014 25436
1 0012 25431 Green/White
05928 15057
1 0012 25431 05927 15055 Orange
1 0010 25425 Orange
1 0010 25425 05926 15052
1 0008 25420 Green 05925 15050 Green

1 0008 25420
05923 15044
1 0006 25415 Yellow
05921 15039 Yellow
1 0006 25415
1 0004 25410 Blue 05921 15039
1 0004 25410 05919 15034 Blue
1 0002 25405 White
05919 15034
1 0002 25405
05917 15029 White
1 0000 25400 Blue/White

21
- - - - - - - - - PART 8-HYDRAULIC SYSTEMS - - - - - - - - -

FORD 5610, 6610, 6710, 7610 & n10

TABLE 1 - -CONTROL VALVE SIZES TABLE 3 -SELECTOR VALVE SIZES

CONTROL VALVE ~-

(mm) (in)
(In) (mm)

1 0012 25431 06247 15

05928 15057
1 0010 25425 Orange 06244 15
05927 15055 Orange

1 0010 25425 06244 158598

1 0008 25420 Green 05926 15052 06241 158521 Yellow
05925 15050 Green

1 0008 25420 06241 158521

1 0006 25415 Yellow 05923 15044 06238 158445 Blue
05921 15039 Yellow
1 0006 25415
1 0004 25410 Blue
05921 15039
05919 15034 Blue
1 0004 25410 I
1 0002 25405 White
05919 15034
05917 15029 White

REAR AXLE AND HYDRAULIC OIL

OIL CAPACITY

Ford Ford Ford Ford Ford Ford Ford

2610 3610 4110 4610 5610 6610& 7610&
6710 7710
Live P T 0 Imp Ots 205 205
US Ots 246 246 -
( Litres) (23 3) (23 3) - -

Transmission P T 0 Imp Ots 205 205

US Ots 246 246 - -
( Litres) (23 3) (23 3)

Independent P T 0 Imp Ots 402 402 -

US Ots - - 483 483 - - --
( litres) - - (457) (45 7) - - -
I
'* Transmission/Rear Axle Imp Ots 463, 463 463
(With or Less Dual Power) US Ots 560 560 560
Single Speed P T 0 ( Litres) (53 0) (530) (530)

'* With Two Speed P TO installed, these oil capacities should be increased by 3 2 Imperial Ouarts,
3 8 U S Ouarts (3 6 Litres)

LUBRICANTS

Fill with the correct grade, quantity and type of oil as specified in the relevant Ford Tractor
Operators Manual

22
-------------------------CHAPTER 12------------------------..
D. SPECIAL TOOLS

(Prior Tool Numbers, w'here applicable, sho'wn in brackets)

DESCRIPTION V l. CHURCHILL TOOL NO NUDAYTOOL NO.

Setting Gauge FT 8600 or 8606 (SW 3B or SW.28) 1261 (5W-508-A)

Seal Replacer FT.8601 (SW.9) 1327/1328 (N-881-B/
N-881-C)
Bushing Locator FT.8605 (SW.27) 6209
Seat Replacer FT.8608 (NCA.600EA) 1305 (NCA.600EA)
Seat Remover FT 8609 (NCA.600G) 1306 (NCA.600G)
Shaft Protectors 625A 9212 (G25-A)
Step Plate Adaptors 6305 9210 (630-5)
Flow/Pressure Test Unit MS.820A (M5 820) 2015
Internal/External Pulling 943 9507 (943)
Attachment
Slide Hammer 943S 9567 (943-S)
Pulling Attachment (Small) 951 9190 (951)
Puller-Single End Arm (Large) 1003 9516 (1003)
Pressure Gauge FT.8503A (T.8503A) 2028 (D-22)
Load Valve FT .8503·1 B (T .8503·1 B) 1394 (N-1100-N)
IT' Piece Adaptor FT.8503-1B (T.8503-1/f) 1393 (N-1100-L)
Swivel Adaptor FT .8503-1 B (T .8503-1 BId)
Hose Assembly FT.8503-4 (T. 8503-4) 1392 (N-1100-J)
Thread Adaptor T.8503-7 6211
Thread Adaptor FT. 8503-9 4647
Thread Adaptor FT.8503-10 4648
Pressure Tube Adaptor FT.8503-11 4649
Thread Adaptor FT.8503-12 4650
(2 Required)
Thread Adaptor FT. 8503-13 4658
Thread Adaptor FT.8503-14 4652
Pressure Test Adaptor FT.8503-15 4653
Bushing and Plug Remover and T.8510 2191 (N-508-A)
Replacer
Adaptor Set T.8510-1C 2191 (N-508-A)
Locator FT.8510-3 4661
Thread Adaptor FT .8526 (T .8526) 0835 (N-1100-H)
Setting Gauge FT. 8527 4654
Setting Gauge (With Load FT. 8528 4655
Monitor)
Load Monitor Strut and Fork FT. 8529 4656
Locating Gauge

23
- - - - - - - - - PART 8-HYDRAULIC SYSTEMS - - - - - - - - -

24
 PARTS
HYDRAULICS

Chapter 13
FORD 8210 WITH ELECTRONIC DRAFT CONTROL
SECTION PAGE
A ELECTRONIC DRAFT CONTROL- DESCRIPTION AND OPERATION
B ELECTRO HYDRAULlCVALVE-OVERHAUL 10

C PRIORITYVALVE PACK - OVERHAU L 15

D HYDRAULIC LlFTCOVERASSEMBLY-OVERHAUL 18

E TROUBLE SHOOTING 21
F. SPECIFICATIONS 22

J\.. CAUTION: Precautions to be observed when arc welding on tractors installed

. . with Electronic Draft Control
• Where possible, disconnect the part or implement to be arc welded from the tractor.
• Disconnect both battery cables from the battery Isolate the cable ends to avoid
contact with each other and the tractor
• Position the welder earth clamp as close to the welding area as possible
• If welding is to be carried out in close proximity to the Electronic Draft Control
module then the module should be removed from the tractor
• Never allow welding cables to lay on, near or across any electrical wiring or
electronic component while welding is in progress

A. ELECTRONIC DRAFT CONTROL - DESCRIPTION AND OPERATION

The electronic draft control system instal-
led on Ford 8210 tractors incorporates an
electronically controlled hydraulic system
providing extremely high accuracy and
sensitivity of control over a wide range of
operating conditions
The system senses draft variations
through sensor pins in the lower links and
using an electronic microprocessor trans-
lates these variations to a hydraulic system
which raises and lowers the links to main-
tain a constant draft loading.
The smoothness and accuracy provided
during operation gives this system a clear
advantage over conventional mechanical
systems
Figure 1 illustrates the principle of opera-
tion of the Ford 8210 Electronic Draft Con-
trol System and identif1es the major com-
ponent parts
The draft forces imposed on the tractor
through the hydraulic linkage are sensed
by two special load sensing lower link pins.
Each pin gives an electrical output signal
to a microprocessor mounted underneath
the tractor instrument panel, which then
averages the two signals as part of the
computing process.

1
- - - - - - - - - - - PART 8 HYDRAULICS - - - - - - - - - - -

R-8-13-01 T
Figure 1
Ford 8210 Electronic Draft Control System - Schematic

1 External Lift/Lower Switch - LHS 8 Digital Display

2 Lower Link - LHS 9 Lift Control Lever
3 Load Sensing Lower Link Pin - LHS 10 Position/Draft Selector Knob
4 Hydraulic Pump 11 Drop Rate Control Knob
5 Electro Hydraulic Control Valve 12 Linkage Position Sensing
6 Microprocessor Potentiometer
7 lift Control Potentiometer 13 External Lift/Lower Switch - RHS
14 Hydraulic Lift Cylinder

The desired working depth and draft load
requirement of the implement is control-
led by the operator moving the lift control
lever. As the lever is moved forward the
implement working depth increases
together with the desired draft loading.
The lift control lever is also attached by a
potentiometer and together with the pos-
ition draft and drop rate potentiometers
serve as the input command to the micro-
processor which computes a command to
raise or lower the implement.

The degree of draft loading sensitivity and
rate of implement drop are adjusted using
the position/draft and drop rate selector
knobs each of which is directly attached
to a potentiometer.
Another potentiometer linked to the right-
hand lift arm senses the actual position of
the linkage and provides a feedback signal
to the microprocessor, confirming that the
linkage is in the desired position.

2
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER13 . . . . . . . . . . . . . . . . . . . .. .
Figure 2
Low Pressure Filter Installation
1 Filter Head
2 Filter
External lift/lower control switches
mounted on each rear fender allow the
hydraulic linkage to be raised and lowered
from outside of the cab. For safety reasons,
this feature works only when the lift con-
trol lever is pushed fully forward.
An electro-hydraulic valve responds to the
electrical signal from the microprocessor
and directs oil from the hydraulic pl,Jmp to
and from the hydraulic lift cylinder. The
valve opens in direct proportion to the
magnitude of the command signal.
To ensure accurate operation of the elec-
tro-hy~raulic valve a 12 micron spin on oil
filter has been installed in the low pressure
hydraulic circuit between the independant
PTO regulating valve and oil cooler, Figure
2. Positioning of the filter in this location
ensures the degree of filtration required in
this system of control and the filter should
be replaced at the 300 hour service inter-
val.
3
R-8-13-02 0
Figure 3
Load Sensing Pin Mount
1 Pin Retaining Clamp
2 Cable Protection Cover
3 Load Sensing Region
4 Load Sensing Pin
5 Axle Housing Lug
6 Lower Link Pivot
LOAD SENSING PIN
The load sensing pin is held in place by a
special clamp, Figure 3, which ensures the
correct angle and position of installation,
as the load sensing only works in the hori-
zontal plane.
Each pin consists of a hollow metal tube,
Figure 4, containing a circuit board, and a
load sensing core. Within the core material
are three wire coils supported by metal
rods. The coils are energised by the 8.5
volt supply and create a stable pattern of
magnetic flux within the core The outer
casing of the pin is made from a metal
with unique electromagnetic properties
When the metal is subjected to a shear
force, which is centred on the waisted sec-
tion of the pin, the natural magnetism of
the pin casing changes, which distorts the
magnetic flux pattern of the core and is
transformed into an electrical output sig-
nal received by the microprocessor.
- - - - - - - - - - - PART 8 HYDRAULICS - - - - - - - - - - -

Figure 4 Figure 6
Load Sensing Pin Control Console

1 Signal Lead 1 Lift Control Lever

2 Core 2 Drop Rate Control Knob
3 Induction Coils 3 Position/Draft Selector
4 Circuit Board 4 Hydraulic Lift Disabled Symbol
5 Pin Casing 5 Operator's Manual Symbol
6 Waisted Section 6 Digital Display

MICROPROCESSOR CONTROL CONSOLE

The microprocessor module, Figure 5, is The control console, Figure 6, is situated

housed in a protective casing underneath
the tractor instrument panel and connects
to the electrical harness via a multipin con-
nector. It is a non-serviceable item requir-
ing direct replacement when faulty
to the right-hand side ofthe operator's seat
and houses the following control compo~
nents
• Lift Control Lever - This lever controls
overall implement depth and also,
when in the fully forward position
enables the external control switches
on the rear fenders to be operated.

• Position/Draft Selector - selects posi-

tion control or draft control sensitivity
0-1 on the scale corresponds to pos-
ition control and 2-8 to draft/control
sensitivity The draft sensitivity
selected depends upon implement
usage and desired control Number 2
on the scale provides the least sensi-
tive and number 8 the most sensitive
mode of operation.

Figure 5
Microprocessor Module • Drop Rate Control - Controls the
1 Multipin Connector speed at which the implement drops
2 Microprocessor Module during lowering.

4
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER13 . . . . . . . . . . . . . . . . . . . . . ..

• Hydraulic Lift Disabled Symbol- This

symbol illuminates when the lift con-
trol lever position does not corres-
pond to the position of the hydrauiic
linkage or the control lever has been
pushed fully forward, passed the fixed
stop to enable the external lift control
switches to be used The hydraulic lift
will be disabled until the lift control
lever is moved to the correct position
corresponding to the hydraulic lift
arm position.

• Digital Display - The primary function

of the display is an indicator of linkage
R-8-13-07
position
Figure 7
Electro Hydraulic Valve

1 Load Check Piston

00 = Linkage fully lowered
99 = Linkage fully raised
The secondary function is in fault find-
ing where the diagnostic repair code
is displayed in a flashing mode when
an electrical fault is detected within
the system.
• Operator's Manual Symbol - This
symbol is displayed, in conjunction
with the diagnostic code on the digital
display and when this occurs the
operator is advised to contact his Ford
tractor dealer quoting the diagnostic
repair code
ELECTRO-HYDRAULIC VALVE
The electrical command signal from the
microprocessor is received at the force
motor, Figure 7 which is an electromag-
netic, bi-directional linear displacement
device, with output displacement directly
proportional to the magnitude and polarity
of the electrical input signal. The force
motor armature is spring centred so the
armature will return to the centre or neut-
ral position when the electrical signal is
removed.
2 Load Check Valve
3 Main Spool
4 Feedback Surface
5 Pilot Spool
6 Pilot Sleeve
7 Force Motor
The pilot section consists of a spool and
sleeve The spool is free to slide inside the
sleeve and is held by a spring onto the
force motor output rod The spool, there-
fore, follows the movement of the force
motor armature. The pilot sleeve is free to
move in the body ofthe valve and is spring
loaded against the feedback surface of the
main spool.
The pilot spool has two operating lands
corresponding to holes in the pilot sleeve
The electrical neutral position of the valve
is determined by the position of the force
motor output rod when no electrical signal
is applied to the force motor
Pilot pressure enters the pilot spool area
between the two operating lands of the
pilot spool, Figure 8A and when the force
motor neutral position has been correctly
set, the operating lands are centred with
respect to the holes in the pilot sleeve. The
centering spring holds the main spool in
its centre position and the oil in the lift
cylinder is trapped by the load check valve

5
- - - - - - - - - - PART 8 HYDRAULICS - - - - - - - - - _
To raise the hydraulic lift an electrical sig-
nal is applied by the microprocessor to the
force motor which retracts the armature,
Figure 88 The pilot spool follows this
movement, diverting pilot pressure to the
chamber at the left-hand side of the spool.
The amount of movement of the armature
and hence the pilot spool, will be propor-
tional to the magnitude of the electrical
signal
The pilot pressure exerted to the end of
the main spool, moves the spool across,
directing oil at system pressure over the
metering land of the spool, through the
check valve and to the hydraulic lift cylin-
der.
As the main spool moves, the pilot sleeve
follows the movement by means of the
feedback surface on the main spool, mov-
ing upwards towards the force motor until
it catches up with the pilot spool in its new
position. At this point, the lands on the
pilot spool are once again centred with
respect to the holes in the pilot sleeve.
Once this mechanical position feedback
loop is closed, the main spool is held in
this position by pilot pressure and will
remain in this position until there is a
change in the electrical signal to the force
motor.
Through this closed position feedback
loop, the pilot stage, and hence the force
motor is able to determine precisely where
the main spool is located.
The magnitude of the electrical signal
applied to the force motor, determines the
position of the pilot spool, which in turn
determines the amount of movement of
the main spool. As the main spool has a
metering land, the amount of movement
of the spool determines the volume of oil
passing over the metering land to the cylin-
der port and hence to the hydraulic lift
cylinder, thus determining the speed of
raise. The oil flow to the lift cylinder is
therefore precisely controlled regardless
of h itch load. If a greater speed of move-
ment is required, an electrical signal of
greater magnitude is applied to the force
motor. For a slower movement a smaller
signal is applied.
6
When the hydraulic lift arms have reached
their desired position the electrical signal
is removed, the force motor armature
returns to its spring centred position caus-
ing the balance of pilot pressure to be dis-
turbed. This allows the main spool to
return to its centre position, blocking off
the pressure to the cylinder port The pilot
sleeve follows the pilot spool until the
spool and sleeve are again centred relative
to each other.
The pressure trapped in the area between
the check valve and the main spool is
allowed to bleed off to tank over a small
notch on the tank metering land of the
main spool. This reduction in pressure
allows the check valve to seat, holding the
load in the lift cylinder and preventing the
lift arms from dropping.
To lower the lift arms, an electrical signal
is applied to the force motor which
extends the output rod of the force motor,
Figure Be. (The polarity of this signal, is
the reverse of the signal required to raise
the hitch) The pilot spool follows this
movement, diverting pilot pressure to the
area to the right of the main spool, moving
the main spool across to the left. As the
spool moves, system pressure is directed
behind the load check piston, moving the
piston across to unseat the check valve.
The load in the lift cylinder is released,
allowing the lift arms to fall at a controlled
speed as oil flow is metered to tank across
the tank metering land on the main spool.
The magnitude of the electrical signal to
the force motor determines the amount of
travel of the main spool and together with
the amount of load on the lift arm deter-
mines the rate of flow across the metering
land and speed of drop of the lift
When there is no implement on the hitch,
the pressure drop across the tank metering
land is very low and this may not be suffi-
cient to generate any flow of oil across the
metering land allowing the hitch to lower.
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER 1 3 " " " " " " " " " " ' "

R-B-13-0B

Figure 8
Electro Hydraulic Control Valve- Operat ing Modes

A. Load Hold 1. Command Signa l Lead

B. Raising 2. Pilot Pressure Inlet Port
C. Lowering (with load! 3. Lift Cyli nder Port
D. Lowering (no load) 4. Pi lot Drain to Tank
5. System Pressure Inlet
6. Return to Tank Port

Pump (System) Pressure Oil • Exhaust Oil (Pilot Line)

D Pilot Pressure Oil D Trapped Oil (Pilot Line)

• Exhaust Oil D Trapped Oil (System)

D Metered Exhaust Oil

7
- - - - - - - - - - PART 8 HYDRAULICS - - - - - - - - - -

To allow an empty hitch to be lowered, the Should remote valve operation be

microprocessor on sensing that the hitch
is not lowering applies the maximum elec-
trical signal to the force motor, which
causes the main spool to be moved across
to its full extent of travel , Figure 80, The
tank metering land opens up the cylinder
port directly to tank without the restriction
of the metering land, This allows a free
flow of oil to tank, allowing the hitch to be
lowered without the assistance of weight
on the hitch.
required, the pilot signal from the valve
causes the combining valve to direct main
pump oil flow to the remote valve supply
line.
The priority valve ensures the hydraulic lift
always has oil flow priority over remote
valve demand , This is achieved when the
priority valve senses oil pressure in the
load sensing passage of the load check
piston in the electro-hydraulic valve.

In the raising mode, main pump oil pres-

With reference to Figure 9, when the elec-
tro-hydraulic control valve is in the neutral
position, main pump oil flow passes via a
'T'-piece into the rear transmission hous-
ing and through an oil gallery to the under-
side of the priority valve pack located on
the hydraulic top cover assembly. The ini-
tial oil flow pushes the priority spool back
against its spring which then allows full
main pump output to pass through the
priority valve spool, then through the com-
bining valve to tank.
sure is directed to the end of the priority
valve which closes the free flow oil path
through the va lve spool. The oil is forced
pass the load check valve through to the
ASC valve and the lift cylinder,
When lowering, main pump oil pressure
is directed to the rear of the load check
piston causing the piston to move forward
which unseats the ball in the load check
valve and releases the pressure behind the
valve, The load check valve is now held off
its seat by the piston allowing oil to escape
to tank and the lift arms to lower,

Figure 9
8210 Electronic Draft Control
Hydraulic Circuit

1. Deluxe Remote Valve 17, Lubri cation Ci rcu it Relief Valve

2, Check Valve 18. Filter
3. Priority Valve Pack 19. Pressure Regulating Valve
4, Load Check Valve 20. Pilot Spool Screen
6. Load Check Valve Piston 21. Four Wheel Drive Circuit
6, Main Spool 22. Dual Power Circuit
7. Relief Va lve 23. Force Motor and Pil ot Spool
8. Auxiliary Pump 24. Electro Hydraulic Valve
9. Filter 25. Priority Valve
10. Main Pump 26. Combining Va lve
11. Filter 27. Auxiliary Service Control Valve
12. Filter By-Pass 28. Assi st Ra m
13. Low Pressure Pump 29. Remote Cylinder
14. Filter 30. Hydraulic Lift Cylinder
15. Lubrication Oil 31 Lift Cylinder Relief Valve
16. Oil Cooler

8
--. . . . . . . . . . . . . . . . . . . . . .·CHAPTER13

Fig~reD9ra ft Control
tOniC
8210 Elec r 1"lc Circuit
Hydrau

9
- - - - - - - - - - - PART 8 HYDRAULICS - - - - - - - - - -
B. ELECTRO HYDRAULIC VALVE - OVERHAUL

Figure 10 Figure 11
Electro Hydraulic Valve Installation Electro Hydraulic Valve Pilot Spool Screen

1. Force Motor Connector 1. Electro Hydraulic Valve

2. Pilot Line to Priority Valve 2. Elbow
3. Return to Tank 3. Oil Strainer (Filter)
4. Pilot Spool Return to Tank 4. Pilot Pressure Inlet Tube
5. Hydraulic Lift Supply
6. System Pressure to Priority Valve
7. System Pressure Inlet
8. Pilot Pressure Inlet

REMOVAL 5. Remove the pilot pressure return to

J\. WARNING. Prior to removal of the
. . right hand rear wheel ensure the
tractor is on level ground then chock the
front wheels and apply the handbrake.
sump tube on the hydraulic valve.
6. Disconnect all remaining hydraulic
connections at the valve, refer to
Figure 10.

1. Raise the rear of the vehicle and se-

7. Remove the three bolts securing the
curely support on axle stands.
valve to the mounting bracket and
withdraw the valve from the tractor.
2. Remove the right hand rear wheel.

IMPORTANT: Thoroughly clean the area

around the valve prior to proceeding with
the removal procedure.
3. Disconnect the electrical connection
to the valve, Figure 10.
4. Disconnect the pilot pressure feed
tube at the valve elbow connection
and remove the oil strainer (filter),
Figure 11.
DISASSEMBLY
NOTE: When disassembling the valve DO
NOT adjust the force motor adjusting
screw.
1. Remove the force motor mounting
bolts and lift offthe motor, Figure 12.
2. Remove the pilot spool, return spring
and sleeve from the valve housing.

10
. . . . . . . . . . . . . . . . . . . . . .-CHAPTER13 . . . . . . . . . . . . . . . . . . . . . .•

R-8-13-1O o R-8-13-12 o
Figure 12 Figure 13
Force Motor and Pilot Spool Removed Main Spool Assembly
from Valve Housing
1. Valve Housing
1. Valve Housing 2. Main Spool Assembly
2. Pilot Sleeve
3. Return Spring (Pilot Spool)
4. Pilot Spool
5. Return Spring (Pilot Sleeve)
6. Force Motor Adjusting Screw
7. Force Motor

3. Remove the snap ring and plug from 7.
either end of the valve housing and
withdraw the main spool assembly
from the end of the housing nearest
the force motor, Figure 13.
Remove the snap ring and washer
from the centre of the gland and with-
draw the seal.

NOTE: It is not possible to remove the

main spool from the valve body without
first removing the pilot components.
Attempting to do this will result in damage
to the pilot feedback sleeve and force
motor.

4. Remove the load check valve car-

tridge, Figure 14.

5. Using needle nose pliers pull on the

nose of the load check piston and R-8-13-13 o
withdraw the piston and gland from Figure 14
the housing. Load Check Valve Assembly

1. Load Check Valve Cartridge

2. Gland Assembly
6. Remove the gland and copper sealing 3. Copper Sealing Washer
washer from the piston. 4. Load Check Piston

11
_ _ _ _ _ _ _ _ _ _ _ PART 8 HYDRAULICS _ _ _ _ _ _ _ _ __
INSPECTION AND REPAIR
1. The majority of valve failures occur
because of dirt and other foreign mat-
ter entering the valve, causing scoring
and distortion. Minor imperfections
can be corrected by using fine abras-
ive emery cloth or fine lapping com-
pound. Exercise extreme care when
abrasive materials are used to ensure
that all particles are removed from the
valve housing.
2. Wash all parts in a suitable solvent
and dry with compressed air.
3. Inspect the valve housing bores for
evidence of scoring or other distor-
tion, paying particular attention to the
condition of the highly finished sur-
faces in the spool and sleeve bores.
If deep scores, casting imperfections
or serious pitting is observed discard
the valve. Remove minor blemishes
from the spools, sleeve or bores with
fine abrasive.
4. Inspect the load check valve compo-
nents for damage. Using the piston
ensure that when the piston nose is
pressed against the ball in the end of
the load check valve cartridge the load
check mechanism is free to move
against its spring and does not bind
or stick.
5. Examine the main and pilot spool
springs for cracks or damage.
6. Ensure the spools move freely in their
bores.
7. Connect a 12 volt supply to the force
motor and check that the force motor
plunger can be seen to move.
8. Discard all '0' ring and square section
seals.
9. Discard the load check valve copper
sealing washer.
12
RE·ASSEMBLY
With reference to Figure 15.
1. Install new 'a' rings on the end of the
main spool housing plugs.
2. Install the plug located at the check
valve end of the valve housing into
the main spool bore and retain with
the snap ring.
3. Lubricate the main spool assembly
with hydraulic oil and carefully install
the spool into the locating bore with
the spring end of spool assembly
towards the force motor end of valve
housing.
4. Install the remaining end plug and
retain with snap ring.
5. Install a new seal in the check valve
gland and retain in position with
washer and snap ring.
6. Position a new copper sealing washer
onto the gland assembly and assem-
ble the gland on the nose of the load
check piston. Lubricate the piston
with hydraulic oil and carefully install
the piston and gland into the valve
housing.
7. Position new seals onto the load
check valve cartridge. Screw the car-
tridge into the valve housing and
tighten to the specified torque, see
'Specifications' - Section F.
8. Position a new 'a' ring into the top of
the pilot sleeve bore in the valve hous-
ing.
. . . . . . . . . . . . . . . . . . . . . .·CHAPTER13 . . . . . . . . . . . . . . . . . . . . . .•

R-8-13-15
Figure 15
Electro Hydraulic Valve - Exploded View

1. '0' Ring 13. Snap Ring

2. Back-Up Ring 14. Force Motor
3. Load Check Valve Cartridge 15. Adjusting Screw
4. Check Valve Gland 16. Cover
5. Copper Sealing Washer 17. Spring
6. Snap Ring 18. Pilot Spool
7. Plug 19. Spring
8. '0' Ring 20. Pilot Sleeve
9. Valve Housing 21. '0' Ring
10. Main Spool 22. Piston
11. '0' Ring 23. Back-Up Ring
12. Plug 24. '0' Ring

9. Lubricate the pilot spool and sleeve
with hydraulic oil and insert the
sleeve, spring and spool into the
housing, ensuring that the hollow end
of the spool is positioned next to the
spring.
10. Locate the sleeve return spring onto
the force motor and attach the motor
to the housing securing in position
with the two socket head screws. Tor-
que the screws to the specified tor-
que, see 'Specifications' - Section F.

13
- - - - - - - - - - PART 8 HYDRAULICS - - - - - - - - - -
INSTALLATION
1. Install the valve onto the side of the
transmission and tighten the securing
bolts to the specified torque, see
'Specifications', Section F.
2. Position the oil strainer (filter) into the
pilot line feed tube. Referto Figure 11.
3. Insta.11 new 'a' ring seals and recon-
nect the feed and supply tubes to the
valve.
4. Reconnect the electrical connection
to the valve.
5. Recalibrate the electronic draft
control system as detailed in PART 3,
Chapter 13, Section D of this Repair
Manual.
NOTE: After overhaul or adjustment of
the electro hydraulic valve and
disconnecting of the battery, it is essential
that the valve is recalibrated in strict
accordance with the calibration
procedure. Failure to comply with this
procedure will result in inaccurate
operation of the draft control system.
IMPORTANT: Ensure when raising the
hydraulic lift that the automatic pick-up
hitch linkage is correctly adjusted.
14
A WARNING: The recalibration sequ-
. . ence will cause the lift arms to raise
and lower slightly three times during this
automatic sequence which occurs
whenever the lift control lever is moved
from the lower to raise position. The
operator should be aware of this especially
when recalibrating the valve after repair
and with an implement attached as the
degree of movement at the far end of the
implement will be greatfftr than that at the
lift arms .
• Push the control lever fully forward
and beyond the fixed stop. Check
that the hydraulic lift can be oper-
ated using the external switches on
the rear fenders.
If operation of the lift is unsatisfactory or
the adjustment screw on the force motor
has been inadvertently altered re-set the
neutral position in the electro hydraulic
valve as detailed in Electro Hydraulic Valve
Adjustment.
ELECTRO HYDRAULIC VALVE
ADJUSTMENT
1. Attach an implement to the hydraulic
lift arms. Apply the handbrake and
block the rear wheels then, start the
engine set the engine speed to 1500
revs. per min. and position the lift
links in the half raised position.
2. Disconnect the electrical· connector at
the valve.
3. Loosen the lock nut on the valve
adjustin.; screw, Figure 16, and
slowly rotate the screw in a clockwise
direction until the lift arms start to
lower. Visually note the position of
the set screw at the poi nt of lower.
. . . . . . . . . . . . . . . . . . . . . . . CHAPTER13 . . . . . . . . . . . . . . . . . . . . . .•

4. Slowly rotate the adjusting screw in

an anti-clockwise direction until the
lift arms start to raise. Visually note
the position of the set screw at the
point of raise.

5. Set the adjusting screw in the mid

point between raise and lower and
tighten the lock nut.

6. Reconnect the electrical connection

to the valve and recalibrate the hy-
draulic lift by performing the autocali-
bration procedure described in Part 3
Chapter 13 of this Repair Manual
under Error Code 24.
Figure 16
7. Check operation of the hydraulic lift Force Motor Adjusting Screw
using the external control switches 1. Lock Nut
and in cab lift control lever. 2. Adjusting Screw

C. PRIORITY VALVE PACK OVERHAUL

1. Remove the cab floor mat to expose

the priority valve access cover in the
cab floor and remove the cover.

2. Disconnect the deluxe remote valve

feed tube at the remote valve.

3. Disconnect the system feed tubes at

the priority valve pack, Figure 17.

4. Disconnect the pilot line feed tubes

and remove the pilot line connector
positioned directly over one of the
valve pack mounting bolts.

5. Carefully loosen and disconnect the

deluxe remote valve feed tube at the
valve pack taking care not to loose the Figure 17
Priority Valve Pack Installation
check valve stop, spring and ball
located in this bore of the valve. 1. Remote Valve Feed Tube
2. Remote Valve Pilot Line
3. Supply from Auxiliary Pump
6. Remove the four retaining bolts and 4. Supply from Electro Hydraulic
carefully lift the valve pack of the lift Valve to Hydraulic Lift
Gover. 5. Priority Valve Pilot Line

15
- - - -...- - - - - - PART 8 HYDRAULICS - - - - - - - - - -

R-8-13-18 o R-8-13-19 o
Figure 18 Figure 19
Priority Valve Pack Face Mounting Auxiliary Pump Check Valve
Seals
1 Ball
1 Square Section Seal 2 Check Valve Stop
2 '0' Ring 3 Spring
3 '0' Ring
4 '0' Ring 2 Unscrew the rear plug and discard the
'a' ring Carefully push the priority
valve out of the front of the locating
bore.

DISASSEMBLY

Discard the three JO' rings and seal

located in the counter bores of the oil
passages in the base of the valve
housing, Figure 18

Each valve is disassembled as fol-

lows'-

Auxiliary Pump Check Valve

Withdraw the check valve stop, spring

and ball, Figure 19 R-8-13-20 o
Figure 20
Combining and Priority Valves
Priority Valve Exploded View

Unscrew and remove the connector 1 Priority Valve Housing

2 Combining Valve Spool
at the front end of the priority valve 3 Filter
locating bore Beware of the internal 4 Spring
spring pressure Withdraw the spring 5 Plug
6 Connector
and discard the JO' ring on the connec- 7 Spring
tor 8 Priority Valve Spool

16
........................ CHAPTER 1 3 " " " " " " " " " " " "

Combining (Sequencing) Valve RE-ASSEMBLY

Unscrew and remove the plug from On re-assembly observe the following
the front of the com bining valve iocat- requirements
ing bore and discard the 'a' ring

• Coat all mounting face JO' rings with

petroleum jelly and ensure the JO'
2 Remove the spring and filter and with- rings are correctly located in the coun-
draw the spool assembly from the terbores of the various oil passages
valve housing, Figure 20

• Lubricate all parts with hydraulic oil

INSPECTION AND REPAIR

Wash all parts in a suitable solvent

and dry with compressed air IMPORTANT: Do not force the valves into
the bores Gentle pressure and rotation
will ensure ease of assembly

The valves are re-assembled as follows

2. Examine the priority valve spool, com-
bining valve spool assembly and their
locating bores in the priority valve
housing for signs of scoring Any Auxiliary Pump Check Valve
minor burrs or scratches can be
removed with a fine abrasive If deep 1. Insert the ball, spring and check valve
scores, casting imperfections or seri- stop into the locating bore.
ous pitting is observed a new priority
valve pack must be installed, however
the combining valve spool assembly
is a serviceable item and can be Priority Valve
replaced providing the valve housing
is not damaged 1. Lubricate the priority valve and fully
insert into the locating bore with the
tapered land section of valve towards
the rear ofthe priority valve housing.
3. Ensure the valve springs are not bro-
ken or damaged
2 Position a new 'a' ring onto the plug
and install into the rear of the valve
bore tightening securely
4. Check all oil passages are free from
obstruction

3 Insert the spring into the front of the

valve bore.
5. Ensure the valves move freely in their
bores

4. Position a new la' ring onto the tube

connector, and install into the valve
6. Renew all 'a' rings. housing tightening securely.

17
- - - - - - - - - - - PART 8 HYDRAULICS - - - - - - - - -_ _

Combining (Sequencing) Valve INSTALLATION

Lubricate the spool assembly then Installation of the priority valve pack fol-
carefully install the spool into the lows the removal procedure in reverse
locating bore

2. Insert the filter into the spring and On installation observe the following
position the spring and filter into the requirements
centre of the spool

3 Position a new 'a' ring onto the end

plug, install the plug and fully tighten.
• Ensure the mounting face 'a' rings
are not dislodged
Lift Cylinder Inlet Port Connector

1. Position a new 'a' ring onto the con-
nector feeding the system pressure to
the lift cylinder through the priority
valve pack, install the connector and
tighten securely.
• Install new 'a' rings on the hydraulic
tube connections
• Securely tighten all connections.

D. HYDRAULIC LIFT CYLINDER ASSEMBLY OVERHAUL

REMOVAL 2 Remove the priority valve pack from

the hydraulic lift cover
Remove the hydraulic lift cover using
established service procedures
detailed in Part 8 Chapter 4 of the
Series 10 Repair Manual SE3870.

When removing the lift cover on tractors
fitted with electronic draft control observe
the following additional operations.
• The lift arms and automatic pick-up
hitch must be fully lowered prior to
commencing removal operations.
3. Remove the auxiliary service control
(ASC) valve knob by pulling ~he spool
out and unscrewing the clevis Pull the
knob from the lift cover and wi1hdraw
the selector valve stem from the bore.

• The wiring harness connector must

be disconnected at the hydraulic lift
arm potentiometer.
• The priority valve pilot line tube must
be disconnected at both the priority
valve and electro hydraulic valve.
4 Remove the four bolts securing the
lift cylinder to the cover. Move the lift
arms to the raised position and care-
fully lift the cylinder from the locating
dowels.

18
. . . . . . . . . . . . . . . . . . . . . .·CHAPTER13 . . . . . . . . . . . . . . . . . . . . . .•

01--------....
R-3-13-21 o
Figure 21
Hydraulic Lift Cylinder Assembly
Exploded View

1 Auxiliary Service Control Valve

2 Ring Dowels
3 Ball
4 Spring
5 Plug
6 '0' Ring
7 Safety Valve
8 Seal

DISASSEMBLY 3. The selector valve spool is held in pos-

ition by a ball and spring. The ball
With reference to Figure 21. seats in either one of the two detents
at the end of the spool Remove the
1. Remove the lift cylinder safety valve retaining plug, spring and ball and
and discard the seal. withdraw the selector valve. Discard
the '0' ring.
NOTE: The lift cylinder safety valve is not
serviceable.
4. Remove the lift piston by pushing a
2. Discard the '0' rings located in the soft metal rod through the lift cylinder
counterbores of the various oil pas- safety valve locating bore in the end
sages. of the cylinder.

19
- - - - - - - - - - - PART 8 HYDRAULICS - - - - - - - - - - -
INSPECTION AND REPAIR
1 Wash all parts in a suitable solvent
2 Examine the ASC valve for wear, burrs
or scratches Any minor burrs or
scratches may be removed with a fine
abrasive Ensure the valve is
thoroughly washed before re-assem-
bly
3. Ensure the ASC valve bore in the lift
cylinder housing is not scored and
that the ASC valve can move freely in
the bore Any heavy scoring of the
bore will necessitate installation of a
new lift cylinder assembly
4 Check all oil passages are free from
obstruction
5 Renew all 'a' rings and seals
RE-ASSEMBLY
Select the largest ASC valve spool
which when lightly lubricated and
regardless of colour, will operate in
the bore without binding when turned
through 360 0 rotation and operated
over the full length of the stroke For
control valve sizes, see 'Specifica-
tions' Section F of this Chapter
NOTE: The ASC valve is colour coded only
as a guide for matching the valve to the
bore. To obtain an optimum fit a propriet-
ary brand of metal polish may be used to
lap a slightly over size valve into the bore.
Ensure all traces of polish are washed
away and the components air dried prior
to finalassemb/~
2 Install the detent ball and spring into
the cylinder housing and retain in pos-
ition with the plug. Ensure a new '0'
ring seal is fitted to the plug prior to
assembly.
20
3 Position a new seal onto the cylinder
relief valve and install the valve tight-
ening to the specified torque, see
'Specifications' Section F
4 Install a new 'a' ring and back up seal
on the lift piston and insert the piston
into the cylinder
NOTE: The 'a' ring seal should be well
oiled prior to installation. The ~O' ring seal
is positioned nearest to the closed end and
the back up seal nearest the open end of
the piston
INSTALLATION
Ensure the top surface of the cylinder
and the mating face on the lift cover
are clean and free from scores and
burrs
2. Install new 'a' rings in the counter
bores of the lift cylinder oil passages
and ensure the two ring dowels are
correctly installed
3. Insert the forward end of the lift piston
connecting rod into the piston and
position the lift cylinder on the locat-
ing dowels. Install the retaining bolts
and tighten to the specified torque.
See 'Specifications' Section F of this
Chapter.
4 Reconnect the selector valve stem to
the selector valve spool Slide the
knob over the stem and retain in pos~
ition with the clevis which must be
tightened securely.
5. Re~insta" the hydraulic lift cover using
the removal procedure in reverse.
Tighten all bolts to the specified tor-
que, see 'Specifications' Section F.
. . . . . . . . . . . . . . . . . . . . . . . . CHAPTER13 . . . . . . . . . . . . . . . . . . . . . ..

E TROUBLESHOOTING

The electronic draft control system installed on Ford Tractors has a self-diagnostic facility
for malfunctions resulting from electrical component failures
The following troubleshooting guide relates to hydraulic or mechanical failures only
Should any error codes be displayed on the quadrant console, reference should be made
to the error codes in Part 3, Electrical Systems, Chapter 13, Section C, of this Repair
Manual, prior to investigating hydraulic or mechanical causes of failure

SYMPTOM POSSIBLE CAUSE DIAGNOSTIC PROCEDURE

Hydraulic lift will Auxiliary services EnsureASC knob ih'eontrol

not operate selected console is pushed fully down
No pilot pressure to Inspect pilot line oil screen
electro hydraulic valve (filter)
Examine electro hydraulic valve
pilot spool for binding

Hydraulic lift will Electro hydraulic valve Examine valve adjustment

not lower out of adjustment
Load check piston Remove check valve cartridge and
sticking examine load check piston
Load holding check Examine load check valve in check
valve sticking valve cartridge and replace check valve
cartridge if sticking

Lift arms movewhen Quadrant recalibrating No action

not in operation during first 1 minute
after raising lift
Electro hydraulic valve Examineforce motor neutral
out of adjustment setting and adjust as necessary
Electro hydraulic valve Disconnect force motor and see if
receiving signal movement stops Referto Part 3, Chapter
13 of Repair Manual- Electrical Fault
Finding

Lift arms slowly drop Check valve cartridge Remove check valve cartridge
when held in raised seals leaking. and examine seals
position
Load holding check Examine check valve for poor sealing
valve leaking Replace check valve cartridge if
damaged

Cannot lift heavy loads Main system relief Perform pump pressure test
valve settoo low Adjust relief valve to specification.
Pump worn Flow test pump and overhaul
pump if out of specification.
No load sensing signal Examine load sensing passage in
load check piston
Examine priority valve in the priority
valve pack Replace valve pack if spool and
bore are badly scored.

21
- - - - - - - - - - - PART 8 HYDRAULICS - - - - - - - - - - -

F. SPECIFICATIONS

Main Pump System Relief Valve Pressures 176-183 Bar {2550-2655 Ibf/in 2 )
32-35ltrs/min (7-77 gal/min)

Auxiliary Service Control

Valve Sizes Inches mm

BlueWhite 0.6232-0 6235 15 829-15837

White o 6235-0 6238 15837-15845
Blue o 6238-0 6241 15 845':::' 5 852
Yellow o 6241-0 6244 15.852-15860
Green o 6244-0 6247 15860-15867

TORQUE SPECIFICATIONS

Ibf ft Nm Mkg
Force Motor Adjusting Nut 3 4 04
Load Check Valve 70 95 97
Electro-hydraulicValve Mounting Bolts 11 15 15
Lift Cylinder Mounting Bolts 185 250 256
Priority Valve Pack Mounting Bolts 50 68 69
Lift Cover Mounting Bolts 112 152 152
Lift Cylinder Relief Valve 85 115 118
Pilot Line Tube Connections 11 15 15
Main Pump Pressure Tube Connections 52 70 72

22
 PART 9
STEERING SYSTEMS

Chapter 1
DOUBLE DROP ARM MANUAL STEERING GEAR-
FORD 2610, 3610 AND 4110 LESS CAB
UP TO DECEMBER 1984

Section Page
A STEEPING GEAR DESCRIPTION AND OPERATION
B STEERING GEAR ASSEMBLY - OVERHAUL 3

Chapter 2
SINGLE DROP ARM STEERING GEAR-
FORD 2610,3610 AND 4110 WITH CAB AND
FORD 4610, 5610, 6610 AND 7610

Section Page
A STEERING GEAR - DESCRIPTION AND OPERATION
8 STEERING GEAR ASSEMBLY-OVERHAUL 2

Chapter 3
POWER ASSISTED STEERING PUMP,
RESERVOIR AND PIPES-ALL MODELS

Section Page
A POWER STEERING PUMP
DESCRIPTION AND OPERATION 1
B POWER STEERING PUMP OVERHAUL 2
C POWER STEERING PUMP- PRESSURE TESTING 5
D RESERVOIR FILTER AND HYDRAULIC PIPES 6

(i)
 Chapter 4
DOUBLE DROP ARM POWER
ASSISTED STEERING-
FORD 2610, 3610 AN D 4110 LESS CAB
Section Page
A POWER ASSISTED STEERING
DESCRIPTION AND OPERATION
8 POWER ASSISTED STEERING GEAR
(Up to December 1984) OVERHAUL 6
C POWER ASSISTED STEERING CYLINDERS - OVERHAUL 14

Chapter 5
SINGLE DROP ARM POWER ASSISTED
STEERING (INTEGRAL UNIT)-
FORD 2610,3610 AND 4110 WITH CAB AND
FORD 4610, 5610,6610 AND 7610
Section Page
A POWER ASSISTED STEERING (INTEGRAL UNIT)
DESCRIPTION AND OPERATION
B POWER ASSISTED STEERING (INTEGRAL UNIT)-
OVERHAUL 8

Chapter 6
HYDROSTATIC STEERING SYSTEM-
FORD 6710 AND 7710
Section Page
A HYDROSTATIC STEERING SYSTEM
DESCRIPTION AND OPERATION
B HYDROSTATIC STEERING SYSTEM OVERHAUL 4
C HYDROSTATIC STEERING SYSTEM CYLINDER-
OVERHAUL 18

(i i)
 Chapter 7
TROUBLE SHOOTING, SPECIFICATIONS AND
SPECIAL TOOLS

Section Page
A TROUBLE SHOOTING - MANUAL STEERING SYSTEMS 1
B TROUBLE SHOOTING POWER STEERING SYSTEMS 2
C SPECIFICATIONS 3
D SPECIAL TOOLS 8

Chapter 8
DOUBLE DROP ARM MANUAL AND POWER
ASSISTED STEERING GEAR ASSEMBLIES
FORD 2910, 3910 AND 4110 LESS FOUR WHEEL
DRIVE - JANUARY 1985 ONWARDS

Section Page
A MANUAL AND POWER ASSISTED STEERING
GEAR ASSEMBLIES - DESCRIPTION AND OPERATION
B MANUAL AND POWER ASSISTED STEERING
GEAR ASSEMBLIES OVERHAUL 6
C SPECIFICATIONS AND SPECIAL TOOLS 15

Chapter 9
HYDROSTATIC STEERING SYSTEM
FORD 5610, 6610 AND 7610

Section Page
A HYDROSTATIC STEERING SYSTEM-
DESCRIPTION AND OPERATION
B POWER STEERING PUMP, RESERVOIR AND PIPES-
OVERHAUL 2
C HYDROSTATIC STEERING MOTOR - OVERHAUL 4
D HYDROSTATIC STEERING CYLINDER - OVERHAUL 5
E TROUBLE SHOOTING, PRESSURE TESTING
SPECIFICATIONS AND SPECIAL TOOLS 8

(iii)
 Chapter 10
HYDROSTATiC STEERING SYSTEiVl
FORD 3230, 3430, 3930, 4130 and 4630
Section Page
A HYDROSTATIC STEERING SYSTEM DESCRIPTION
AND OPERATION 1
B STEERING MOTOR OVERHAUL 8
C STEERING CYLINDER - OVERHAUL 17
o TROUBLE SHOOTING AND PRESSURE TESTING 20
E SPECIFICATIONS AND SPECIAL TOOLS 21

(iv)
 PART 9
STEERING SYSTE
Chapter 1
DOUBLE DROP ARM MAN AL STEERING GEAR-
FORD 2610,3610 AND 4110 LESS CAB
UP TO DECEMBER 1984
Section Page

A STEERiNG GEAR DESCRIPTION AND OPERATiON 1

B STEERING GEAR ASSEMBLY OVERHAUL 3

A STEERiNG GEAR - DESCRIPTION AND OPERATiON

The steering gear is of the recirculating bali
type, Figure 1
Taper roller bearings are located at either end
of the worm to take the end thrust created by
steering etfort
Preload adjustment for these bearings is
provided by means of shims fitted between
the steering column flange and the steering
gear housing The shaft is centred at the top
of the column housing by a rubber mounted
bush

Figure 1
Sectioned Steering Gear

1 Rocker Shaft Cover 5 Main Nut

2 Steeri ng Arm 6 Recirculating Balls
3 Adjuster 7 Taper Roller Bearing
4 Rocker Shafts 8 Shaft

1
 PART 9
4
Figure 2
Nut and Rocker Shaft Tooth Engagement
Taper Roller Bearing
2 Shaft and Nut Assembly
3 Rear Rocker Shaft
4 Forward Rocker Shaft
A total of sixty recirculating bali bearings are
located in the main nut assembly which
consists of the main nut, two transfer tubes
and the transfer tubes retainer
The helical grooves in the main nut and worm
correspond to form a guide for the ball
bearings in the pattern of a coarse thread,
Figure 2
As the shaft is turned, the worm causes the
nut to be raised or lowered through the
medium of the recirculating bails thereby
reducing friction to a minimum
The transfer tubes are connected to the
groove in the main nut in such a way as to
form two continuous passages within which
the balls are circulated as the main nut is
moved
STEERU\IG SYSTEMS
The motion of the main nut is transmitted to
the lear rocker shaft by a rack and pinion type
action The rear rocker shaft in turn drives the
forward rocker shaft by direct bevel gear
engagement
Each rocker shah is su pported by three
bushes, two being located on the steering
arm side, and one at the gear end The gear
end of the shaft incorporates a 'T' s~ot to
locate an adjuster which is screwed into the
rocker shaft cover This adjuster
adjustment of the rocker shaft free play
At the end of the rocker shafts are attached
steering arms which are located on tapered
splines To each steering arm is connected a
drag link which is in turn attached to the
wheel spindle arm The action of the steering
arms is such that as one steering arm moves
forward the other moves rearwards Due to
the direct gearing connection of the steering
arms there is no connecting rod between the
wheel spindles
The drag links are adjustable in length to suit
the various front wheel width settings
2
_ _ _ _ _ _IIIIlIIIIIIIII_ _ _ _ _ _11111111 CHAPTER 1 _1IIIIIIIIIIII_ _I11111111111111_ _ _ _ _ _ __

B. STF.ERING GEAR ASSEMBlY-

OVERHAUL

REMOVAL

Remove the column gear shift assembly

{where see "TRANSM!SSION
SYSTEMS" - Part 5

2 Remove the centre cover from the steering

wheel, remove the wheel.-nT<l'n'nr.
nut and use a suitable puller to puil the
steering wheel off the upper column

3 Remove the fuel tank, see "FUEL

SYSTEMS" - Part 2
Figure 3
4 Remove the link to steering arm Steering Arm Removal
retaining nuts and use Pulier, Tool No 1 Tool No 1001 or 9196
1001 or 9196, to disconnect the drag links 2 Steering Arm
on both sides of the steering gear

5 Remove the bolts retaining the steering

gear to the transmission housing
7 Remove the column extension
6 Remove the steering gear from the tractor
8 Withdraw the shaft and nut assembly

DISASSEMBLY

Remove the steering arm retaining nuts

and lockwashers, and withdraw the
steering arms If the arms are tight on the
rocker shafts, use Pulier, Tool No 1001 or
9196, Figure 3

2 Withdraw the front rocker shaft cover

retaining bolts

3 Remove the rocker shaft adjuster scr'9W

locknut, and screw the adjuster clockwise
until the cover is free then remove 1he
cover, Figure 4

4 Extract the forward rocker shaft from 1he

housing

5 Remove the rear rocker shaft in a similar

illi:Hlll8r Figure 4
Rocker Shaft Cover Removal
6 Withdraw the four bolts retaining the 1 '0' Ring Seal
column extension to the main housing 2 Cover Assembly

3
- - - - - - - - - - PART 9-STEERING SYSTEMS - - - - - - - - -
Figure 5
Shaft Lower Bearing Cup Removal
1 Tool No 954C or 9527
2 Lower bearing Cup
INSPECTION AND REPAIR
Clean all parts with a suitablesolventand
air dry
2 Remove and discard the oil seals from
the end of the rocker shaft bores
3 Inspect the rocker shaft bushes in the
housing for wear or scoring If neces-
sary, replace the complete housing
assembly
4 Examine the housing for cracks or
damage
5 Inspect the rocker shaft cover bushing
and replace if worn or damaged
6 the rocker shaft gears for exces-
sive wear or damage
4
6
Shaft Bushing and Mount Removal
1 Bushing and Mount Assembly
2 Tool No 954C or 9527
3 Column Extension
7 Examine the steering shaft bearing
cups for excessive wear or scoring If
necessary, use Puller, Tool No 954C or
9527, to extract the lower cup, (assemble
the tool inside the housing as shown in
Figure 5)
8 Examine the column extension upper
bushing for wear or scoring If necessary,
use Puller, Tool No 954C or 9527, to
remove the old bushing complete with
rubber mount, Figure 6 Use a soft metal
drift to insert the new bushing and rubber
assembly
9 I nstall new oil seals, '0' rings and gaskets
on re-assembly
NOTE: Installation of new oil seals must
take place during re-assembly after
installation of the rocker shafts
10 Inspect the worm and nut assembly and
replace if worn or damaged
NOTE: The worm and nut are only available
as a complete assembly
- - - - - - - - - - - - - CHAPTER 1 - - - - - - - - - - - -11111111111-

Figure 7 Figure 8
Shaft and Nut Assembly Shaft Bearing Shim Gap Measurement
1 Recirculating Balls Transfer Tubes 1 Column Extension
2 Worm and Nut Assembly 2 Feeler Gauges
3 Eyelet
4 Retainer
5 Lower Taper Roller Bearing
6 Upper Taper Roller Bearing

RE-ASSEMBlY 3 I nstall the extension with the selected

shims and gasket in place and tighten the
retaining bolts to the correct torque, see
"Specifications" -Chapter 7
Position the two bearings on the steering
shaft and locate the lower bearing with
the retainer and eyelet, Figure 7 Install
the shaft nut and bearings into the
steering housing

4 Check there is no end float in the shaft

and the shaft turns freely
2 Assemble the column extension over the
shaft, without the shims or gasket,
then install the retaining bolts and
tighten finger tight Use feeler gauges
to measure the gap between the
extension and the housing at several
points, Figure 8 Remove the extension
and select shims equal in thickness to 5 Remove the extension and apply a
the average gap measured less the proprietary sealing compound to the
compressed thickness of the gasket gasket, see "Specifications"
For shim thickness, see "Specifica- Chapter 7 Re-assemble and re-tighten
tions" -Chapter 7 the bolts to the correct torque

5
_ _ _ _IIIIIIIIIIIIIIIIIIIIIIIIIIIII_ _1111111 PART 9-STEERING SYSTEMS _ _ _ _ _IIIIIIIIIIIIIII_ _ _1IIIIIIIIlIlIII
Figure 9
Rocker Shaft and Shim
1 Rocker Shaft
2 Shim
3 Adjuster
4 '1' Slot
6 I nstall shims underthe head ofthe adjus-
ter to provide a clearance of 0 000"-
0·002" (0'000-0-050 mm), between
the adjuster head and the shaft within the
'1' slot, Figure 9 Place the adjuster and
selected shims in the centre of the 'I'
slot
7 Install the rear rocker shaft in the
housing and engage the gear with the
steering nut Figure 10 Ensure the
centre tooth on the gear is correctly
engaged between the second and third
teeth on the steering shaft and nut
assembly as shown in 2
8 Apply the sealer to the rear rocker shaft
adjusting screw Install the cover plate
on the side of the housing and turn the
adjusting screw counter-clockwise to
pull the cover into position
6
Figure 10
Rockel Shaft Installation
1 Shaft
2 Adjuster
9 Apply the sealer to the cover plate
bolt threads then install and tighten to
the correct torque, see "Specifications"
-Chapter 7
10 Install the forward rocker shaft and
ensure the centre (fourth) tooth on the
forward shaft is engaged with the centre
(fourth) groove in the rear shaft, as
shown in Figure 2 Apply sealer to the
adjusting screw and cover plate bolts
I nstall the cover plate in the same
manner as the rear cover plate
NOTE: This procedure ensures the steering
gear is assembled in the straight ahead
position.
- - - - - - - - - - - - - CHAPTER 1 1IIIIIIII!III1IIIIIIlIIIII_1IIl!IIIlIIIIIi1llllllllilll1llllllllllllll_ _ _ _1IIIIiIIIIlIIII1IIiIIIIIIIIIII

13 install the steering wheel

and with a spring balance on the
check the effort to turn the
whee! The effort shou!d be
1-2 751bf (4 5-12N) (045-1 25
if the effort exceeds the "'''""',. . ,....'1'',..-'"1-,,..,•..,
re-check the rocker shaft adjuste! s

t
j
14 Use suitable tape to cover the
rocker shaft splines and with a soft
metal drift install the rocker shaft oil
seals in the steeri ng gear
Remove the tape from the splines

11
NOTE Do not attempt to install the oil
Rocker Shaft Free Piay Adjustment
seals without precautions to protect
1 locknut
2 Adjuster the seals from damage due to the splines
3 Steeri ng Arm

15 Remove the steering wheel Re-instail

11 Install the adjuster locknuts, but do not the arms on the rocker shafts
with sufficient felt seals as to fill the gaps
tighten
between the steering arms and the
housing install the lockwashers and
arm retaining nuts, and tighten to the
correct torque, see "Specifications"-
Chapter 7

INSTAllATION
12 Temporarily install the steering arms
with the steering gear in the straight
ahead position Screw the forward
rocker shaft adjuster several turns Installation of the steering gear follows the
counter~clockwise Screw the rear rocker removal procedure in reverse On installation
shaft adjuster clockwise u ntH no observe the following requirements
internal gear backlash can be detected
through the left-hand steering arm,
11 the locknut e Fill the steering gear with the correct
to the correct torque, see "Specifica- and of oil, see "Specifications"
tions" --Chapter 7 Screw the forward
rocker shaft adjuster clockwise until no
internal gear backlash is detected
through the right hand steering arm
Tighten the adjuster locknut to the @ Tighten all nuts and bolts to the correct
correct torque Remove the torque, see "Specifications" -Chapter
arms 7

1
- - - - - - - - - PART 9-STEERING SYSTEMS _IIIIIIIIIIII_ _ _IIIIIIIIIIIIIIIIIIIIIIIIII_I'IIIIIIIIIIII

8
 P RT

ha r
SI GLE DROP AR STEERIN G
FORD 2610, 3610 A 11 I H B D
FORD 4610; 5610, 6610 AND 7610

Section
A STEERING GEAR DESCRIPTiON AND OPERATION
B STEERING GEAR ASSEMBLY-~OVERHAUl. 2

A STEERING GEAR DESCR~PTION AND OPERATiON

The steering gear is of the recirculating ball
type, Figure 1 Ball bearings to take the thrust
created by steering effort are positioned at
the upper and lower ends of the worm and
adjustment for these bearings is provided by
means of shims fitted between the C'To,,,, ... r,,,
column flange and the steering box
Fourteen recirculating ball bearings are
located in the main nut assembly which
consists of the main nut and transfer tube,
clamped together by the transfer tube re-
tainer The helical grooves in the main nut
and worm correspond to form a guide for the
ball bearings in the pattern of a coarse thread,
Figure 2

Figure 1 Figure 2;
Sectioned Steering Gear Steering Gear Assembly

1 Rocker Shaft 4 Main Nut 1 Worm and Nut Assembly 4 Side Cover
2 Side Cover 5 Shaft 2 Rocker Shaft 5 Slot
3 Rolier 6 Recirculating Balls 3 Steering Arm 6 Roller

1
 PART 9 STEERING SYSTEMS

Figure 3 Figure 4
Steering Arm Removal Shaft and Nut Assembly Removal

1 Tool No 1002 or 9198 1 Nut and Shaft Assembly

2 Steering Arm 2 Steering Gear Housing

The ends of the graove in the main nut are B STEERING GEAR ASSEMBLY
connected by the transfer tube to provide a OVERHAUL
continuous passage within which the balls
are circulated As the shaft is turned, the REMOVAL
worm causes the nut to be raised or lowered
Remove the column gear shift assembly
through the medium of the recirculating balls
(where fitted) see "TRANSMISSION
thereby reducing friction to a minimum
SYSTEMS" Part 5
2 Remove the cab (where fitted) see I

"SAFETY CABS AND PLAT-

FORMS" Part 11
3 Remove the fuel tank, see "FU EL
The conical shoulder of the main nut is SYSTEMS" Part 2
located in the forked end of the rocker shaft
and carries a roller, Figure 2 This roller moves 4 Remove the drag link to steering arm
in a slot machined in the cover plate, to retaining nut and use a suitable puller to
ensure the nut moves in a straight line, disconnect the drag link
parallel to the axis of the shaft This has the 5 Remove the steering gear to transmission
effect of increasing the steering ratio as the housing retaining bolts
nut moves away from the straight ahead
6 Remove the steering gear from the
position
tractor

Shims are installed between the cover plate
and the housing to provide rocker shaft end
float adjustment
DISASSEMBLY
Remove the steering arm retaining nut
and lockwasher from the rocker shaft
2 Remove the steering arm If necessary,
use Puller, Tool No 1002 or 9198 to
effect removal, Figure 3

2

Rocker Shaft installation
Tool No 818 or 9514
3 Unscrew the side coverp!ate retaining
nuts, bolts and lockwashers, and detach
the cQverpiate Remove the shims and
gaskets installed between the coverplate
and steering gear housing
4 Remove the roller from the main nut
Extract the rocker shaft from the steeri ng
gear housing
5 Remove the steering column to steering
gear housing retaining nuts and lock-
washers then remove the column exten-
sion Remove the gaskets and shims
installed between the column extension
and the steering gear housing
6 Raise the shaft and main nut assembly
sufficiently to permit the upper race and
the ten ball to be removed
7 Withdraw the shaft and nut through the
side cover aperture of the steering gear
housing, Figure 4
8 Extract the ten baH bearings from the
lower race
9 Unscrew the main nut and extract the
fourteen ball bearings from the groove
and the transfertube The main nut may be
further dismantled after the two transfer
tu be screws have been removed
INSPECTION AND REPAIR
1 Clean all parts with a suitable solvent and
air dry
2 Examine the rocker shaft oil sea! and
bushes, and replace if worn or damaged
Use Bushing Kit, Too! No 818 or 9514 to
remove and install the bushes, Figure 5
NOTE: Instal/ation of a new oil seal must take
place during fe-assemblv after installation of
the rocker shaft.
3 I nspect the shaft bearing races and, if
worn or damaged use Puller, Tool No
954C or 9527, to extract the bearing seat
from the steering housing Use Bushing
Kit, TOOl No 818 or 9514, to instail a new
seat
- - - - - - - - - PART 9-STEERiNG SYSTEMS - - - - - - - - -
Figure 6
Upper Bushing and Mount Assembly Removal
1 Bushing and Mount Assembly
2 Tool No 954C or 9527
3 Column Extension Housing
4 inspect the column upper bush for
excessive wear or scoring If necessary,
use Puller, Tool No 954C or 9527, to
remove the old bush and rubber mount,
Figure 6. Use a soft metal drrift and
hammer to install the new bushing and
mount
5 Examine the worm and nut, and, if worn
or damaged, replace as an assembly
RE-ASSEMBlY
Assemble the transfer tube into the main
nut, replace the retainer and tighten the
screws to the correct torque, see
"Specifications" -Chapter 7 Insert the
fourteen ball bearings into the tube and
use clean grease to retain the balls in the
groove then assemble the nut to the steer-
i ng shaft worm
4
Figure 7
Upper Bal! Race Installation
1 Steering Gear Housing
2 Upper Bearing Cup
3 Ball Bearings
4 Steering Shaft
2 I nstall the shaft and nut assembly in the
steering gear housing
3 Grease and locate the ten bali bearings
in the lower shaft race then position the
shaft to seat on the bearings
4 I nvert the assembly taking care not to
displace the ball bearings Lift the upper
ball race overthe shaftto reach the waisted
section below the worm Apply grease
around the race to retain the ten upper
ball bearings and position as shown in
Figure 7 Install the race and ball bearings
in the steering gear housing
-------------------------CHAPTER2-------------------------
Figure 8
Shaft Bearing Shim Gap Measurement
1 Upper Column Extension Housing
2 Steering Gear Housing
3 Feeler Gauge
5 Hold the upper race in position and turn the
assembly correct way up Install the
steering column extension without any
shims or gasket Install and tighten the
retaining nuts evenly until there is no
perceptible end-float of the steering shaft
and the shaft turns freely
6 Use feeler gauges to check the gap
between the extension and the housing
at several points, Figure 8
7 Remove the extension and select shims
equal in thickness to the average gap
measured less the compressed thickness
of the two gaskets to be installed For
shim thickness, see "Specifications"
Chapter 7
5
Figure 9
Rocker Shaft Installation
1 Steering Gear Housing
2 Rocker Shaft
3 Worm
4 Roller
8 Apply a proprietary sealing compound to
the gaskets, see "Specifications" ~
Chapter 7 Then assemble the extension
with the selected shims and gaskets in
place and install the retaining nuts and
lockwashers
9 Tighten the nuts to the correct torque,
see "Specifications" -Chapter 7 Re-
check the shaft to ensure no end-float
exists and the shaft turns freely If the
shaft is tight re-check the shimming
procedure
10 Insert the rocker shaft into the steering
gear housing to engage with the
steering shaft main nut, Figure 9
 _ _ _ _ _ _ _ _








1IIIIIIIIi PART 9-STEERiNG SYSTEMS - - - - - - - - - -

12 Remove the side cover and position the

! oller
on the mai n nut Apply the sealer to
the gaskets, then re- instal! the side cover
with the selected shims located between
the gaskets Install the retaining nuts,
bolts and iockwashers and tighten to the
correct torque, see "Specifications"
Chapter 7

13 Temporariiy install the wheel

and with a spring balance on the rim,
check the effort required to turn the
wheel The effort should be
1-2 751bf (4 5-12N) (045-1 25 Kgf)
If the effort exceeds the specification,
Figure 10
re-check the shi procedure
Rocker Shaft Shim Measurement
1 Feeler Gauge
2 Side Cover

14 Remove the steering wheel Install the

steering arm on the rocker shaft with
sufficient felt seals as to fill the gap
between the steering arm and the hous-
ing Install the lockwasher and arm re-
11 Install the side cover, without shims,
taining nut and tighten to the correct
roller or gaskets, and tighten the re-
torque, see "Specifications" -Chapter
taining nuts and bolts evenly until there
7
is no perceptible end-float of the rocker
shaft

INSTAllATION

I nstallation of the steering gear follows the

removal procedure in reverse On installation
observe ~he following requirements

@ Fill the steering gear with the correct

Use feeler gauges to measure the gap grade and quantity of oiL see "Specifica-
between the side cover and the housing tions"-Chapter 7
at several points, Figure 1 0 Select shims
equal in thickness to the average gap
measured less the compressed thickness
of the two gaskets to be installed For
shim thickness see "Specifications" all nuts and bolts to the correct
Chapter 7 torque, see "Specifications" -Chapter 7

6
 P RT 9
TEERI G SYSTEM

Chapter 3
PO ER ASSISTED STEERING PUMP,
RESERVOIR AND PIPES-ALL MODELS

Section Page
A POWER STEERING PUMP- 1
DESCRIPTION AND OPERATiON
B POWER STEERING PUMP-OVERHAUL 2
C POWER STEERiNG PUMP-PRESSURE TESTING 5
D RESERVOIR, FILTER AND HYDRAULIC PIPES 6

A. DESCRIPTION AND OPERATION

The power steering pump is mounted on the
left hand side of the engine and is gear driven
from the engine timing gears, at crankshaft
speed
Two spur gears, Figure 1, produce oil flow
for the operation of the power steering and
are mounted in specially designed bearing
blocks which are a precision fit in the pump
housing

F"igure 1
Power Assisted Steering Pump Components
1 Reservoir 6 Drive Gear
2 Pressure Relief Valve Assembly 7 Pump Body-Front
3 Pump Body-Rear 8. Sealing Rings
4 Bearing Blocks 9. Pump Gears
5 Pump Body 10 Filter Element
 Figure 2
A Power Assisted Steering Pump Installations
1 Pump Return Pipe 2 Reservoir Retaining Bolt
Two power assisted steering pumps of
different capacity are installed according to
tractor model and build.
A smaller output pump is installed on Ford
2610, 3610 and 4110 less cab models, see A,
Figure 2.
The Ford 2610, 3610 and 4110tractorswith cab
and the Ford 4610, 5610.6610,6710, 7610 and
n10 tractors with or less cab are equipped
with a higher output power assisted steering
pump see B Figure 2. The higher output is
I I
achieved by means of wider gears installed in a
longer pu mp body. An oil cooler is
incorporated in the return pipe of the larger
capacity pump on all models.
The overhaul procedures for both pumps are
identical.
When the tractor steering gear is held in the full
lock position or the front wheels are against an
obstacle, the pressure in the system will
increase as the pump continues to deiiver oil.
When the oil reaches sufficient pressure, this
being set according to the model, see
IlS pecifications" - Chapter 7, the pressure
2
B
3 Pump Pressure Pipe 4 Oil Cooler
relief valve lifts from the seat. The pump oil
then flows through a drilling directly into the
reservoir in all models with the exception of the
Ford 6710 and 7710 tractors which have an
additional pipe to direct oil from the pressure
relief valve to the return oil cooler.
The pressure relief valve is located in the pump
rear cover and is accessible after removing the
reservoir casing, Figure 2.
NOTE: The steering should not be held in the
full lock position, or with the front wheels
against an obstacle, for more than 30 seconds
as damage to the system could result.
B. POWER STEERING PUMP-
OVERHAUL
REMOVAL
1. Support a suitable container under the
pump and reservoir assembly, Remove
the drive belt guard (where fitted).
2. Disconnect the pump pressure and return
pipes and allow the oil to drain.
3. Plug the disconnected pipes and ports to
prevent the entry of dirt.
 Figure 3
Pump Gears and Blocks Removed
1 Bearing Blocks
2 Pump Gears
3 Pump Body
4 Extract the two bolts retaining the pump
in the timing gear casing
5 Remove the pump from the tractor and
drain the remaining oil from the reservoir
DISASSEMBLY
Remove the reservoir retaining bolt and
pull off the reservoir casing Discard the
large '0' ring seal and filter element
2 Straighten the tab on the lockwasher
locating the drive gear retaining nut
3 Undo the nut and remove the washer
Use Puller, Tool No 1002 or 9198, and
Attachment, Tool No 951 or 9190, to
withdraw the drive gear
4 Remove the key from the drive gear shaft
5 Withdraw the pressure relief valve from
the pump body
6 Remove the four bolts and separate the
front and rear end covers from the pump
body
3
Figure 4
Gear Track in Body
A Inlet Side
B Outlet Side
C Bore Diameter
D Depth of Gear Track
7 Noting their positions relative to the
pump body for fe-assembly, remove the
bearing blocks and pump gears, Figure 3
8 Remove the snap ring retaining the drive
shaft oil seal in the front end cover and
extract the oil seal
INSPECTION AND REPAIR
Clean all parts in a suitable solvent and air
dry Lightiy oil machined surfaces
2 Examine the pump body and gears for
wear or damage
The wear track on the inlet side of the
pump body interior should be free from
scoring and no deeper than 0.0025 in
(0 064 mm) Figure 4
The pump gears should not be scored or
pitted
The pump body and gears are not
supplied for service, if they are
excessively worn a complete replacement
pump must be installed
_ _1111111111111_ _ _ _ _IIIIiIIIIIIIIII_1IlIIIIIIIIiIII PART 9-STEERING SYSTEMS 1IIIIIIIIIIII1IIIIIIIIIIIIII1IIIIIIII!IIIII_ _ _1IIIIIIIIIIII1IIIiIIIIIIIIII1IIIIIIIIIIIIIl

figure 5 Figure 6
Pump Gears and Bearing Blocks Steering Pump Pressure Relief Valve
1 Drive Gear 1 Valve Head 5 Valve Seat
2 Bearing Block 2 Shims 6 '0' Ring
3 Driven Gear 3 Pin 7 Valve
4 Bearing Block 4 Seal 8 Spring

3 Inspect the bearing blocks, Figure 5, • Ensure correct installation of the bearing
for signs of seizure or scoring Ught blocks and seals, Figure 7
scoring on the sides can be removed by
'careful lapping on a surface plate using
'0' grade emery paper and paraffin
(Kerosene), ensure such parts are thor-
• Tighten the four through bolts evenly
oughly washed and dried prior to re-
and to the correct torque, see "Specifica-
assembly Should the wear be excessive
tions" -Chapter 7
install new bearing blocks

4 Use the soft jaws of a vice to grip the

seat of the pump pressure relief valve
then unscrew the head and body
Check the components for wear or swarl
contamination, Figure 6
* Install a new lockwasher under the pump
drive gear retaining nut Tighten the nut
to the correct torque, see "Specifications"
-Chapter 7, and secure with the
lockwasher tab

RE-ASSEMBlY

Re-assembly of the power steering pump • Pour a small quantity of clean oil into the
follows the disassembly procedure in reverse pump for initial lubrication and ensure
On re-assembly observe the following the pump drive gear can be turned by hand
requirements

,. All rubber seals, '0' rings and the drive

shaft oil seal must be replaced • install a new oil filter element

4
 1 Figure 8
Bearing Block and Seals Installation Pump Pressure Test !nsta!lation
1 Drive Gear 1 Pressure Gauge, Tool No FT 8503A or 2028
2 Outlet Side 2 Adaptor, Tooi No FT 8526
3 Driven Gear 3 Adaptor, Tool No FT 8503-5 or 1408
4 '0' Rings 4 Output Elbow

INSTALLATION C. POWER STEERING PUMP-

PRESSURE TESTING

Installation of the power steering pump
follows the removal procedure in reverse On
installation observe the following require-
ments
2 Connect Adaptor, Tool No FT 8503-5 or
Disconnect the pump pressure pipe at the
elbow
1408, Adaptor, Tool No FT 8526, and
Pressure Gauge, Tooi No FT 8503-A
or 2028, to the output elbow, Figure 8
(Alternatively use "Imperial Brass" Female
1

coupling, No 664-F-% in , %-18xt in with

• fill the power steering reservoir with the txt in pipe coupler and Pressure Gauge,
correct grade and quantity of oil, see Tool No 2028
"Specifications" 7
3 Start the engine and obtain a reading on
the gauge for the pump relief valve
setting Referto "Specifications" ~Chap­
ter 7, for the correct setting

WARNING: Operate the engine just long

• Operate the steering from lock-to-Iock enough to obtain an accurate reading
several times to expel any air from the Prolonged operation will cause overheating
system and re-check the oil level and damage

5
- - - - - - - - - PART 9-STEERING SYSTEMS - - - - - - - - -
Figure 9
Pressure Relief Valve
1 Shims
2 Spring
3 Valve
4 Valve Seat
4 If the setting is incorrect remove the relief
valve and adjust the shims as follows
(i) With a suitable container held under
the pump assembly, disconnect the
return pipe
(ii) Remove the reservoir casing and
carefully drain the oil
(ii) Extract the pressure relief valve,
Figure 9
(iv) Use the soft jaws of a vice to grip
the seat of the pressure relief valve
then unscrew the head and body
(v) Carefully withdraw the pressure
relief valve head, guide, seal and
spring, and add or subtract shims as
required
NOTE: For every 001 in (025 mm)
increase in shim thickness, the pressure relief
valve setting is increased by 100 Ibf/in 2
(6 9 bar) (70kgf/cm2)
6
(vi) Re-assemble and replace the pres-
sure relief valve and reservoir
Re-check the pressure setting
5 When the adjustment is correct, remove
the pressure test equipment and re- install
the pump pressure pipe
6 Fill the reservoir with the correct grade and
quantity of oil, see "Specifications"-
Chapter 7 Turn the steering from lock-to-
lock several times with the engine running
to expel any air from the system then re-
check the oil level
D. RESERVOIR FILTER AND
HYDRAULIC PIPES
TO RENEW FILTER ELEMENT
Hold a suitable container under the
pump assembly then disconnect the
pressure and return pipes and allow the
oil to drain
2 Extract the reservoir retaining bolt, ease
the reservoir casing away from the pump
body and drain off any remaining oil
3 Discard the old filter element
4 Clean the reservoir casing with a suitable
solvent and dry with a lint-free cloth
5 Inspectthe large reservoir sealing ring and
retaining bolt sealing washer for damage
and replace if necessary
------------------------CHAPTER3------------------------

6 Install a new filter element and replace the

reservoir

7 Re-connect the power steering pump

pressure and return pipes

8 Fill the reservoir with the correct grade

Figure 10 and quantity of oil, see "Specifications"
Pipe and Anti-Vibration Clamp ~Chapter 7
Installation
Ford 2610, 3610 and 4110 Tractors
Less Cab
X=55in (140mm)

9 Operate the steering from lock-to-Iock

several times with the engine running to
expel any air from the system then re-
check the oil level

Figure 11
Pipe and Anti-Vibration Clamp
Installation HYDRAULIC PIPES
Ford 2610, 3610, 4110with Cab
and Ford 4610
X=22:n (56mm) Inspect the hydraulic pipes for leakage at
Y 0 59 in (15mm) connections Replace oil seals (where
Z 024in(6mm) fitted) and tighten loose connections

2 Check the pipes for signs of fracture and

re-new if necessary

3 Examine flexible hoses for cracks or

chafing and renew if required

Figure 12
Pipe and Anti-Vibration Clamp
Installation
Ford 5610, 6610 and 7610 4. Ensure the anti-vibration clamps are
X == 7 18 in (1825 mm)
Y 3 64 in (92 5mm) correctly installed as shown in Figures 10,
Z 069in(175mm) 11 and 12

7
- - - - - - - - PART 9-STEERING SYSTEMS - - - - - - - - -

8
 PART 9
TEERIN S STE

Chapter 4

DO BLE DROP AR POWER ASSISTED STEERING-

FORD 2610 r 3610 AND 4110 LESS CAB
Section Page
A POWER ASSISTED STEERING -
DESCRiPT~ON AND OPERAT!ON

B POWER ASSISTED STEERING GEAR

(Up to December 1984) - OVERHAUL 6
c POWER ASSISTED STEERING CYLINDERS-OVERHAUL 14

A. POWER ASSISTED STEERING - DESCRIPTiON AND OPERAT~ON

Figure 1
Power Assisted Steering installation

1 Left-Hand Steering Arm 4 leh- Hand Steering Spindle

2 Left- Hand Drag Link 5 Power Steering Pump
3 left- Hand Power Cylinder 6 Reservoir

1
- - -_ _ _ _ _ _IIIIIII1f._r PART 9-STEEFUNG SYSTEMS
Figure 2
Nut and Rocker Shaft Tooth Engagement
1 Control Valve Assembly
2 Shaft and Nut Assembly
3 Rear Rocker Shaft
4 Forward Rocker Shaft
The power assisted steering system consists
of the steering wheel and column, steering
gear, steering arms, drag links, power steer-
ing pump, power cylinders and steering
spindles, Figure 1
Oil flow from the power assistance pump is
delivered to the steering gear which contains
a directional control valve assembly
Turning the steering wheel moves the control
valve spool to direct the oil flow to the
appropriate power cylinder which assists the
operator in making a turn As a mechanical
connection exists between the steering
wheel and the front wheels, full directional
control is assured in the event of a power
assistance failure
:2
FII FFll11
There are two double acting steedng power
cylinders one for each front wheel The
cylinder is anchored to the rear
section of the radius lod and the
rod is attached to the link Both
attachments are made with ball joints Two
hydraulic pipe connections are iocated in the
rear of each cylinder Oil pressure to the
cylinders is directed from the contro~ valve in
such a way that as one cylinder extends the
other contracts
STEERING GEAR ASSEMBLY
The power steering gear is a recirculating
ball, worm and nut system similar to that
used on the equivalent manual steering
models However, a control valve spool is
located on the steering shaft between the
steering gear housing and the column exten-
sion, Figure 2 The upper end of the steering
shaft is splined to the steering wheel and
centred by a rubber mounted bush at the top
of the column extension The lower end of
the steering shaft forms the worm of the
worm and nut assembly For details of
operation, see "Steering Gear" - Chapter 1
When the steering wheel is turned, the action
of the worm and nut tends to create end
thrust on the worm shaft This end thrust is
resisted in the manual steering gear by a pair
of opposed taper roller bearings, which
prevent the worm and shaft from moving
axially The power assisted steering gear
utilises needle roller bearings to support the
shaft and allow slight axial movement up-
wards during a left-hand turn and down-
wards when turning right
This axial movement is transmitted to the
control valve spool through two bal! type
thrust washers located at either end of the
spool, Figure 2
------------------------CHAPTER4-----------------------

Figure 3
Valve Spool in Neutral Position

Low Pressure Oil

A. To Reservoir F. From Pump
1. Spring Washer 7. Nut
2. Upper Oil Seal 8. Worm and Shaft
3. Locknut 9. Rear Rocker Shaft
4. Ball Bearings 10. Needle Roller Bearing
5. Plunger 11 . Control Valve housing
6. Transfer Tubes 12. Control Valve Spool

A locknut and spring washer secure t he When the spool is mid-way, the valve is in
valve spool and thrust bearings against a the neutral position , Figure 3.
shoulder on the shaft.

The control valve housing has six external

ports, one to the reservoir return, one pump
The correct pre- load of the thrust bearings is
inlet and a pressure and return port for each
obtained bv partia lly compressing the
of the two power cylinders.
spring washer.

Oil is delivered from th~ pump to the control

The valve spool therefore moves axially
within the valve housing which forms part
of the column extension. The valve spool is
slightly longer than the bore in the valve
housing and the axial movement stops when
either the upper or the lower bearing
race contacts the recessed faces of the valve
body.
valve. As the steering wheel is turned, the
resistance to steering at the nut will tend to
move the worm shaft and valve up or down,
depending on wh ich way the wheel is turned .
Maximum movement of the valve is 0·055 in .
(1·4 mm) either side of neutral. This axial
movement of the valve directs oil under
pressure to the power cylinders .

3
- - - - - - - - PART 9-STEERING SYSTEMS - - - - - - - -

Figure 4
Valve Spool Moved Upward
(Left Hand Turn or Side Thrust to Right on Front Wheels)

~ Hi9h Pressure Oil Low Pressure Oil

A. To Reservoir D. From Front of Left- Hand Cylinder
B. To Rear of Left- Hand Cylinder E. From Rear of Right- Hand Cylinder
C. To Front of Right-Hand Cylinder F. From Pump

When the steering wheel turning action is
stopped. the steering shaft thrust is removed
and allows the springs and plungers to return
the valve to a central or neutral position.
In this position, the pump output oil' will be
recirculated in the system without doing
any work.
Oil supplied to the control valve is therefore
directed to the rear of the left-hand power
cylinder and to the front of the right-hand
power cylinder to assist the operator.
Simultaneously, oil from the opposite side
of the cylinders is directed back through
the valve housing to the pump reservoir.

LEFT- OR RIGHT-HAND TURN Oil pressure is also directed to the plungers

The power steering system operates in a
similar manner for left- and right-hand turns
except for the direction of the control valve
movement and oil flow.
and springs to supplement spring force in
locating the control valve . This action
increases the force required to turn the
steering wheel and gives the operator a
natural feel of steering,

During a left-hand turn, the resi,stance to

steering effort will cause the control valve to The flow of oil during a left- and right-
move upward or to the right as shown in hand turn is illustrated in Figures 4 and 5
Figure 4. respectively.

4
- - - - - - - - - - - - CHAPTER 4 - - - - - - - - - - -

Figure 5
Valve Spool Moved Downward
(Right Hand Turn or Side Thrust to Left on Front Wheels)

High Pressure Oil Low Pressure Oil

A. To Reservoir
B. From Rear of Left-Hand Cylinder
C. From Front of Right - Hand Cylinder
Operation Without Pressure Supply
If the pump should fail to operate. steering
can be accomplished manual ly through the
steering linkage. Cross-ov,er provisions in the
control valve housing ports permit manual
movement of the power cylinders with an
associated increase in steering effort.
D. To Front of Left-Hand Cylinder
E. To rear of Right-Hand Cylinder
F. From Pump
The oil from the pressurised end of the
cylinders flows back to the control valve
housing and opens one of the reaction
valves which enables the oil to pass to the
other end of the cylinders. Therefore. the
reaction valves ensure the cylinders remain
full of oil.

An anti-cavitation check valve is situated in

When no oil is being delivered by the pump
to the control valve. the oil can circulate
from one end of the power cylinders to the
other end. This is accomplished by means
of the check valve and reaction valves.
Figure 14.
As the front wheels turn. the pistons move
along the cylinders creating oil pressure at
one end and a vacuum at the other end of
the cylinders.
a passage between the reservoir return line
and the feed to the control valve spool.
When the power system is operative supply
pressure holds the check valve closed on the
seat. However. loss of pressure allows the
check valve to unseat and make reservo ir
oil available to any end of the power cylinders
which should fall below atmospheric pres-
sure during manual steering .

5
- - - - - - - - - PART 9-STEERING SYSTEMS - - - - - - - - -

5. Disconnect all pipes from the steering

control valve housing and plug all ports
and pipe ends to prevent the entry of dirt.

6. Remove the bolts retaining the steering

gear to the transmission housing.

7. Remove the steering gearfrom the tractor.

Figure 6 DISASSEMBLY
Steering Arm Removal
1. Tool No. 1001 or 9196 1. Remove the steering arm retaining
2. Steering Arm
nuts and lock washers then withdraw
the steering arms. If the arms are tight
on the rocker shafts, use Puller, Tool
No. 1001 or 9196, Figure 6.

B. POWER ASSISTED STEERING 2. Withdraw the three bolts retaining the

GEAR-OVERHAUL col umn extension to the control valve
housing and lift off the column exten -
sion.
REMOVAL

1. Remove the column gear shih assembly,

(where fittedJ, see 'TRANSMISSION
SYSTEMS"-Part 5. . 3. Use a fine pointed chisel to drive out the
staked area of the valve spool retaining
locknut, Figure 7.
2. Remove the centre cover from the steering
wheel, remove the steering wheel retaining
nut and use a suitable puller to pull the
steering wheel off the upper column.
4. Temporarily replace the steering wheel
to hold the shaft in position whilst
3. Remove the fuel tank, see "FUEL removing the locknut.
SYSTEMS" - Part 2.

4. Remove the drag link to steering arm 5. Remove the dished spring washer:small
retaining nuts and use Puller, Tool No. bearing race, ball bearings and the large
1001 or 9196, to disconnect the drag links bearing race. Keep the bearings together
on both sides of the steering gear. for correct re -assembly.

6
- - - - - - - - - - - - - CHAPTER 4
Figure 1
Staked Locknut
1. Control Valve Retaining Nut
2. Control Valve Housing
3. Upper Thrust Bearing
6. Taking care to prevent the plungers and
reaction valves from falling out, hold
the steering gear horizontal and remove
the control valve as an assembly from
the shaft.
7. Turn the steering shaft counter~clock­
wise sufficient to raise the shaft and
enable the lower ball bearing and two
races to be extracted. Note the relative
positions for re-assembly.
8. Withdraw the front rocker shaft cover
retaining bolts.
7
1IIIIIIIIIIIIII_ _lIIIIIIIIIIIlIIIIIIIIIIIfllllllllillllllIIIIIIIIIIIIlI!IIIIIIIIIIIJlIIIIIIIIIlIIIlIIIIIIIIIIIIIlIIIIIIIIIIIIIIlIIIIIIIIIIIIIlEIIiIIi
Figure 8
Rocker Shaft Cover Removal
1. '0' Ring Seal 2. Cover Assemb!y
9. Remove the rocker shaft adjuster screw
locknut and screw the adjuster clockwise
until the cover is free. Remove the cover
and bushing, Figure 8.
10. Extract the forward rocker shaft from
the housing.
11. Remove the rear cover, bushing and
rocker shaft in a similar manner.
12. Withdraw the two bolts and two nuts
retaining the adaptor to the steering
gear housing.
13. Remove the adaptor.
14. Extract the shaft and nut assembly.
_ _ _ _ _IIIIIIIIIIIIIIIIIIIIIIIIIIIII_IIIIIIIIIIIIII














PART 9-STIEERING SYSTEMS 1IIIIIIIIIIIIII1!IIIIIIIIIIIlI1IIIIIIIIIIIII1IIIIIIIIIIIII1IIIIIIIIIIIIII1IIIIIIIIIIIII_1IIIIIIIIIIIII1IIIIIIIIIIIIIl

-Figure 9 Figure 10
Adaptor Bearing Removal Lower Shaft Bearing Removal
1. Needle Roller Bearing 1. Tool No. 954C or 9527
2. Tool No. 954C or 9527 2. Needle Roller Bearing
3. Adaptor

INSPECTION AND REPAIR 6. I nspect the rocker shaft gears for

excessive wear or damage. Replace if
1. Clean all parts with a suitable solvent necessary.
and air dry.

2. Remove and discard the oil seals from

the end of the rocker shaft bores.

7. Examine the adaptor for cracks or other

damage. Replace if damaged.

3. inspect the rocker shaft bushes in the

housing for wear or scoring. If neces-
sary, replace the complete housing
assembly.

8. Examine the needle roller bearings in the

steering gear housing and the adaptor
4. Examine the housing for cracks or
for wear or damage. Bearing rollers
damage.
should be smooth, highly polished and
turn freely. If necessary, use Puller,
Tool No. 954C or 9527, to extract the
bearings, Figure 9. Assemble the tool
5. I nspect the rocker shaft cover bushes inside the housing to remove the lower
and replace if worn or damaged. bearing as shown in Figure 10.
llllliil------IlIIIIIlIIIIIIIIIIIIIIIIIII-IIIIIIIIIIIII----CHAPTER 4 _ _ _ _ _IIIMII"I1IWIII_ _ _ _ _ _ _ _ __

Figure 11 Figure 12
Adaptor Bearing installation Lower Shaft i nstaliation
1. Too! No. T818 or 9514 1. Tool No. T818 or 9514
2. Needle Roller Searing 2. Gear Housing

9. Use a press or Bushing Kit, Tool No.

T818 or 9514, to install the new needle
roiler bearings. Ensure the trade mark side
faces outwards, Figures 11 and 12.

10. Remove the dust cover from the top of

the column extension and use Puller,
Tool No. 954C or 9527, to remove the
upper bushing complete with rubber
mount, Figure 13.

11. I nspect the worm and nut assembly and

replace if worn or

Figure 13
Upper Shaft Bushing Removal
1. Bushing and Rubber Mount Assembly
NOTE: The worm and nut are only available 2. Tool No. 954C or 9527
as a complete assembly. 3. Upper Column Extension

9
- - - - - - - - - PART 9-STEERING SYSTEMS 1IIIIIIlIIIIIII1IIIlIIIIIIIIIl_1EIlIIIIl_ _ _ _1IIIIIIi:l

Figure 14 Figure 15
Control Valve Assembly Valve Identification Groove
1. Control Valve Plungers 1. Groove to be assembled to the bottom of the
2. Reaction Valve steering shaft
3. Control Valve Spool
4. Check Valve

12. I nspect the control valve for wear or RE-ASSEMBlY

scoring on valve faces. Replace the
valve and body if necessary. 1. Install the shaft and nut assembly in the
steering gear housing.

13. Examine the control valve plungers,
springs, reaction valves and check valve
for wear or damage, Figure 14. Ensure
the valves and plungers are returnerl to
their respective bores.
2. Tape the shaft shoulder and splines to
protect the adaptor oil seal on assembly.
Pass the adaptor housing over the shaft
and secure with the two boits and nuts.

3. I nstall the lower ball bearing and races

on the shaft.
14. Install new oil seals, 'a' rings and gaskets
on re-assembly.

4. Hold the steering gear with the steering

shaft horizontal. With the identification
NOTE: Installation of new oil seals must take groove in the valve spool to the bottom,
place during fe-assembly after installation of install the control valve as"an assembly
the rocker shafts. on the shaft, Figure 15.

10
-------------------------CHAPTER4-------------------------
Figure 16
Locating Valve Retaining Nut
1 Locating Siot in Shaft
2. Control Valve Retaining Nut
5. Install the upper ball bearing and races
on the shaft.
6. With the dished pre-load washer on the
shaft, tighten the retaining nut until the
dished washer is fully compressed.
Slacken the nut 1/6 of a turn and
stake the nut to the shaft slot
Figure 16.
7. With a new seal in position in the column
extension, insert Oil Seal Protector,
Tool No. FT.3146, into the oil seal from
the top of the extension. Alternatively,
use a suitable sleeve of 0.930 in. (23.6
mm), outside diameter and 0.812 in.
(20.64mm) inside diameter. Assemble the
housing to the steering gear and slide the
protector over the shaft.
11
~
\
Figure 11
Rocker Shaft, Adjuster and Shim
1. Rocker Shaft 3. Adjuster
2. Shim 4. 'T' Slot
8. Retain the column extension and the
valve housing to the adaptor with the
three bolts. Invert the assembly to
retrieve the oil seal protector.
9. Use a suitable soft metal drift to instal!
the upper bush and rubber mount
assembly. Replacethe dust cover.
10. install shims under the head of the
adjusters to provide a clearance of
0·000-0·002 in. (0'000.-0·051 mm)
between the adjuster head and the
rocker shafts within the 'T' slot, Figure
17. Install the adjusters in the rocker
shafts.
_ _ _ _IIIIIIIIIIII_ _ _1IIIIIIIIi PART 9-STEERING SYSTEMSIIIIIIIIIIIIIIIIIIIIIIIIIlIIIIlll!llllllllllIIIIIIIIIIIIIIIIIIiIIIIIIIIIIIIillllllllllllIlillllllllllliIllJlllllllllll-

I@
I \
I \
\
\

Figure 18 figure 19
Rocker Shaft
nCV,:lUilr,,,, Nut and Rocker Shaft Tooth
1 .. Shaft 1. Control Valve Assembly
2. Adjuster 2. Shaft and Nut Assembly
3. Rear Rocker Shaft
4. Forward Rocker Shaft

11. I nstall the rearrocker shaft in the housing
and engage the gear with the steering
nut, Figure 18. Ensure the centre tooth
on the gear is correctly engaged between
the second and third teeth on the steer-
ing shaft and nut assembly as shown in
Figure 19.
13. Apply the sealer to the cover plate bolt
threads then install and tighten to the
correct torque, see "Specifications"
Chapter 7.
14. I nstall the forward rocker shaft cover
and bushing in a similar manner and
ensure the centre (fourth) tooth on the
forward shaft is engaged with the centre
(fourth) groove in the rear shaft Figure
19.

NOTE: This procedure ensures the steering

12. Apply a proprietary sealing compound to
gear is assembled in the straight ahead posi-
the rear rocker shaft adjusting screw, see
tion.
II Specifications" - Chapter 7. Install the
cover plate and bushing, with a new 'a'
ring seal, on the side of the housing and
turn the adjusting screw counter- 15. Install the adjuster locknuts, but do not
clockwise to pull the cover into position.

12
------------------------CHAPTER4------------------------
16. Temporarily install the steering arms
with the steering gear in the straight
ahead position. Screw the forward
rocker shaft adjuster several turns
counter-clockwise. Screw the rear
rocker shaft adjuster clockwise until no
internal gear backlash can be detected
through the left-hand steering arm,
Figure 20.

17. Tighten the adjuster locknut to the

correct torque, see "Specifications"
Chapter 7. Screw the forward rocker
shaft adjuster clockwise until no internal
gear backlash is detected through the
right-hand steering arm. Tighten the Figure 20
adjuster locknut to the correct torque. Rocker Shaft Free Play Adjustment
1. Steering Arm
2. Locknut
3. Adjuster
18. Temporarily install the steering wheel and
with a spring balance on the rim, check
the effort required to turn the steering
wheel. The effort should be 1-2.75 Ibf
(4.5-12N) (0.45-1.25 Kgf). If the effort
exceeds the specification, re-check the
rocker shaft adjusters. Remove the
steering wheel. INSTALLATION

Installation of the steering gear follows the

19. Use suitable masking tape to cover the
rocker shaft splines and with a soft metal
drift install the rocker shaft oil seals in
the steering gear housing. Remove the
tape from the splines.
removal procedure in reverse. On installation
observe the following requirements:
e Fill the steering gear housing with the
correct grade and quantity of oil, see
"Specifications"-·Chapter 7.

NOTE: Do not attempt to install the oil e Tighten all nuts and bolts to the correct
seals without taking precautions to protect torques, see "Specifications" -Chapter 7.
the seals from damage due to the splines.

fj Fill the power steering reservoir with the

20. Re-install the steering arms on the rocker
shafts with sufficient felt seals as to fill the
gaps between the steering arms and the
housing. install the lockwashers and arm
retaining nuts then tighten to the correct
torque, see "Specifications" -Chapter
7.
correct grade and quantity of oil, see
"Specifications"-Chapter 7.
• Operate the steering several times with
the engine running to expel all air from the
system then re-check the oil level.

13
- - - - - - - - - PART 9-STEERING S Y S T E M S - - - - - - - - -

4. Loosen the damp the ball end

to the piston rod and unscrew the bail
end assembly.

5. Remove the rod bush

snap ring and remove the scraper, outer
seal, retainer and inner Figure 21.

NOTE: The power cylinder assembly cannot

be further dismantled and if faulty, must be
replaced as a unit.

Figure 21
Power Cylinder Assembly
1. Power Cylinder
2. Oil Seal
3. Scraper
4. Snap Ring RE-ASSEMBlY AND INSTALLATION
5. Bushing
Re-assembly and installation follows the
C. POWER ASSISTED STEERING disassembly and removal procedures in
CYLINDERS-OVERHAUL reverse. On installation observe the follow-
ing requirements:
REMOVAL AND DISASSEMBLY
• Tighten all ntlts to the correct torque, see
1. Disconnect the two oil feed pipes from
"Specifications" -Chapter 7.
the power cylinders. Cap the pipe ends.

• Fill the power steering reservoir with the

correct grade and quantity of oil, see
2. Unscrew the ball stud nuts.
"Specifications"-Chapter 7.

• Operate the steering several times with

3. Removethe power cylinder assemblyfrom the engine running to expel all air from the
the tractor. system then re-check the oil level.

14
 PART 9
STEERING SYSTEMS

Chapter 5
POWER ASSISTED STEERING (INTEGRAL UNIT)-
FORD 2610,3610 AND 4110 WITH CAB
AND FORD 4610, 5610, 6610 AND 7610

Section Page
A. POWER ASSiSTED STEERING (!NTEGRAL UNIT) 1
DESCRIPTiON AND OPERATION
B. POWER ASSISTED STEERING (INTEGRAL UNIT)- 8
OVERHAUL

A. DESCRIPTION AND OPERATION

Figure 1
Power Assisted Steering Installation
1. integral Power Assisted Steering Unit 4. Oil Cooler
2. Steering Arm 5. Power Assisted Steering Pump
3. Drag Link

1
 - - - - - - - - - PART 9-STEERING SYSTEMS - - - - - - - - -

In normal operation, oil supplied by the

power steering pump is utilised to help raise

~I or lower the nu!t and provide the operator

with power assistance when turning. There-
fore, the nut is adapted toform a piston and the
steering gear housing is modified to form a
cylinder, Figure 2.

Situated within the steering column between

the steering shaft and the worm and n~'t
assembly is a rotary control valve. Around
the nut is the piston which moves in a
machined bore having an axis along the
4 centre line of the worm and steering shaft.

Figure 2
Integral Power Assisted Steering Unit
1. Steering Shaft
2. Rotary Control Valve Hydraulic oil, supplied from the engine
3. Internal Feed Passage mounted pump, is directed by the rotary flow
4. External Feed Pipe control valve to the upper side of the piston via
5. Steering Arm
6. Rocker Shaft
an internal feed passage, or to the underside of
7. Piston Assembly the piston via an external pipe, to give
8. Worm Gear assistance whilst turning.
9. Oil Cooler
O. Pump and Reservoir

When the steering wheel is held in one

The integral type power steering unit houses
:he hydraulic power cylinder and control
/alve within the casing of the steering gear
3ssembly and reduces the bulk and complex-
ty of the external linkage.
position, for example with the tractor travelling
in a straight line, the pump oil is directed back
to the reservoir via an oil cooler and return
filter.

The main components of the rotary flow

The steering gear assembly consists of a
steering shaft which is splined to a worm and
nut assembly. To reduce friction, the worm
and nut action works through the medium of
re-circulating ball bearings. As the steering
wheel is turned, the worm causes the nut to be
raised or lowered and this movement is
transmitted through a rocker shaft, steering
arm and drag link to the front axle, Figure 1. In
the event of a power steering pump failure,
manual steering is assured by a system similar
to that used on the equivalent manual steering
models. For details of operation, see "Steering
Gear" - Chapter 2.
control valve are illustrated in Figure 3.
Tapped into the valve housing are an inlet
port which receives oil from 'the pump,
an outlet port which returns oil to the
reservoir, and a feed/return port connected
by tube to the underside of the piston.
Pressed over the rotary flow control valve
assembly is a sleeve which has two annular
channels machined on the outside diameter.
These annular channels direct oil as required
from the rotary valve to the valve housing.

2
------------------------CHAPTER5-----------------------

Figure 3
Rotary Control Valve
1. Oil Seal 7. Piston
2. Reservoir Return Port 8. Worm Gear
3. Upper Annular Channel 9. Check Valve
4. Pump Pressure Port 10. External Feed Pipe
5. Lower Annular Channel 11. Torsion Bar
6. Worm Gear Bearing 12. Valve Core

3
- - - - - - - - - PART 9-STEERING SYSTEMS - - - - - - - - -

Situated between the annular channels are Neutral Position

seals which isolate each oil circuit. An oil seal is
positioned in the upper surface of the valve
housing to prevent oil seepage to the steering
shaft. With reference to Figure 4.

The control valve is located inside a cylin~

drical extension to the worm gear and
consists of a valve barrel, which is integral
with the worm gear, and a valve core which
rotates inside the barrel and is splined to mate
with the steering shaft.
When the steering wheel is released, or held
stationary during aconstant radius turn, the
control valve is centralised to give low
pressure oil throughout the system.

The valve core and worm gear are can nected

to each other by a torsion bar, see inset Figure
3, which controls their relative rotational
movement and automatically neutralises
the valve when the steering wheel is released.
OPERATION
Oil from the pump enters the valve housing
inlet port and is fed by the lower annular
channel into the control valve barrel. In
addition to the inlet port, the barrel also
contains an upper and lower slot through
which oil is fed to and returned from either side
of the piston.

When the steering wheel is turned, the valve

core rotates within the barrel to open or close
ports which direct oil to the top or bot~om of
the piston as required. Stops are positioned
on the control valve barrel to limit the relative
movement of the valve core. In the event of a
power assistance failure, the control valve
core will abut against the stops and provide
manual control aided by the action of a check
valve.
In the neutral position, both of these slots are
half open as shown in the inset of Figure 4, and
oil is distributed to the top and bottom of the
piston at an equalised pressure to hold the
piston stationary. Oil from the pump can
by-pass the corners of the valve to a cross·
drilling in the valve core and pass up a central
passage to the space between the upper
annular channel and the oil seal.

NOTE: The principle operation is similar

for both 3 and 4-cylinder models. However,
due to the difference in external steering
linkage, a right-hand turn requires the
steering arm to move rearward for 3-cylinder
tractors and forward for 4-cylinder tractors. The space between the upper annular channel
The worm and nut assemblies are therefore and the oil seal aligns with the port in the valve
machined with an opposite helix and the housing which returns the oil to the oil cooler
contro.! valve ports are arranged accordingly and reservoir and the pressure throughout the
to suit 3 or 4- cylinder tractors. system is kept low.

4
 CHAPTER5------------------------

Figure 4
Control Valve Operation-Neutral Position

D Low Pressure Oil

1. Lower Barrel Slot 3. Upper Barrel Slot

2. Pump Feed Port

5
- - - - - - - -... PART 9-STEERING SYSTEMS - - - - - - - - -

Right-Hand Turn Left-Hand Turn

With reference to Figure 5. When the steeriQ.g wheel is turned counter-

clockwise, the high pressure oil is directed
by one of the barrel slots through the worm
gear bearing to the top of the piston and
forces the piston down the worm gear.
Pump oil is directed to the valve housing inlet
port and is fed tothe control valve barrel via the
lower annular channel. As thesteeriQg wheel is
turned clockwise for a right-hand turn , the
Oil froM the bottom of the piston is returned to
valve cOre also rotates clockwise and directs
the control valve by the external pipe . The oil
pump pressure oil out of one of the barrel slots
flows to the side of the valve core, through the
to the upper annular channel , see inset, Figure
crOSS-drilling, and up to the space between the
5.
upper annular ring and the oil seal which
connects with the reservoir return pipe.

The upper annular channel aligns with the port

and external pipe which supplies the underside
NOTE: The oil flows described apply to a
of the piston so that pump pressure oil assists
3-cylinder tractor. 4 - cylinder tractors have
in raising the nut up the worm gear.
an opposite helix on the worm and nut and
the slots in the valve barrel are arranged so
that pressurised oil is fed to the top of the
piston for a right-hand turn and to the
underside of the piston for a left-hand turn .
Atthe same time as high pressure oil is directed
under the piston, low pressure oil from the top
of the piston is returned internally through the
worm gear bearing into the lower barrel slot
which, because the valve core is rotated
clockwise, is open to accept oil. The oil passes MANUAL OPERATION
alongside the valve core, through the cross-
drilling and up the central passage to the space
between the upper annular channel and the oil
seal. In the event of a pump failure or the need to
steer with the engine stopped, a check valve
ball enables the steering to be operated
manually.

The outlet port in the valve housing returns the

oil, via a pipe, to the oil cooler and reservoir.
If the steering wheel is held stationary, the
valve core will return to the neutral position
by means of the core to worm torsion bar
previously described .
The check valve ball is located in the
control va lve housing and under normal
operation supply pressure retains the ball
on the seat. When there is no pressure, the
ball moves away from the seat and allows the
oil to pass from one si de of the piston 10 the
other. This action provides manual type
steering operation .

6
----------------------CHAPTER5----------------------
1

h=[t-----( 2

Figure 5
Control Valve Operation-Right-Hand Turn

D IHigh Pressure Oil D ' Low Pressu re Oil

1. Lower Barrel Slot 3. Upper Barrel Slot
2. Pump Feed Port

7
- - - - - - - - - PART 9-STEERING SYSTEMS - - - - - - - - -

B. POWER ASSISTED STEERING (INTEGRAL UNIT)-OVERHAUL

REMOVAL OISASSEMBlY

1. Remove the column gear shift assembly
Iwhere fitted), see "TRANSMISSION
SYSTEMS" - Part 5.
2. Remove the cab Iwhere fitted), see
"SAFETY CABS AND PLATFORMS"
- Part 11.
NOTE: The cab must be removed to effect
removal of the steering gear. However, access
panels enable the upper column extension and
control valve housing to be serviced without
removing the cab.
3. Remove the fuel tank, see "FUEL
SYSTEMS" - Part 2.
4. Remove the drag link to steering arm
retaining nut and use a suitable puller to
disconnect the drag link.
5. Disconnect the pump pressure and return
pipes from the control valve housing. Cap
the pipe ends and plug the ports to prevent
the entry of dirt.
Before at-tempting to dismantle t"e power
steering unit. slHcken the external pipe
lo wer connection and turn the steeri ng shaH
several times from lock - to-Iock to exhaust
as much oil as possible .
1. Remove the steering arm retaining nut
and lock washer from the rocker shaft .
2. Remove the steering arm If necessary,
use the Puller, Tool No. 1001 or 9196, to
effect removal.
3. Remove th e external oi l feed pipe from
th e valve housing and steering gear
housing side cover, Figure 6.
4 . Unscrew the bolts retaining the side
cover to the steering gear housing and
remove th e side cover. throttle rod
bracket. gasket and rocker shaft end -
float sh im.

6. Remove the steering gear to transmission 5. Align the slot in the main nut with the
housing retaining bolts. opening in the steering gear housing ,
7. Remove the steering gear from the tractor. Figure 7. Slide out the rocker shaft.

Figure 6 Figure 7
Integral Power Steering Unit Rocker Shaft Removal
1. External Feed Pipe 1. Rocker Shaft
2. Main Housing Side Cover 2. Locating Spring
3. Throttle Rod Bracket 3. Nut
4. Control Valve Hou sing 4. Main Gear Housing
5. Upper Column Extension

8
 Figure 8 Figure 9
Steering Shaft and Extension Removal Steering Shaft and Upper Column Assembly
1 Control Valve Housing 1 Upper Bushing and Mount Assembly
2 Thrust Washer 2 Steering Shaft
3 Upper Column Extension 3 Thrust Washer
4 Upper Column Extension

6 Unscrew the four nuts retaining the upper 10
column extension and remove the upper
column extension, steering shaft, and
thrust washer from the valve housing,
Figure 8
Withdraw the seven bolts retaining the
bearing housing to the steering gear
housing

7 Withdraw the steering shaft from the

column extension Use Puller, Tool No
954C or 9527, to remove the upper bush
and rubber mount assembly, Figure 9

8 Gently tap the valve housing away from

the bearing housing and remove the
bearing preload shims, Figure 10

9 Slightly rotate the control valve and

worm assembly so as to raise the upper
bearing cup Remove the fifteen ball
Figure 10
bearings Unscrew the worm from the
Control Valve Housing Removal
nut so that the 28 ball bearings
comprising the recircuiating balls are 1 Control Valve Housing
2 '0' Ring Seal
allowed to drop inside the nut Withdraw 3 Bearing Housing
the worm and the two bearing cups 4 Bearing Pre-load Shims
_ _ _ _ _ _ _ _IIIIIIIIIII_ _; PA RT 9-STE ER I N G SVSTE M S 1IIIlIIIIII_ _ _ _ _ _IIIIII_.llmUIIIIi'llplIIVJI'III'IIII'IIIl

INSPECTiON AND REPAiR

Clean all parts with a suitable solvent

and air

2 ! nspect the for excessive

wear and repiace as required

3 Ensure the is
seated and not cracked or distorted

4 Examine the rocker shaft actuating

Figure 11 slot in the main nut and piston assemblv
Nut and Piston Assembly Removal for excessive wear and inspect the ban
1 Piston Circiip 4 Locating Peg channels in the nut and transfer tube
2 Piston Rings 5 Transfer Tube for scored or cracked surfaces
3 Groove 6 Main Nut

5 Remove and discard the three control

11 Gently tap away and remove the bearing
housing from the steering gear housing
valve sealing rings, if necessary cut the
rings to allow removal Inspect the worm
gear for wear and cracks. Do not attempt
to dismantle the control valve as the
component parts are not serviced
individually

NOTE: The worm gear and control valve

12 Remove the nut and piston assembly, assembly is only serviced as part of a matched
take care not to damage the piston rings, pair with the nut and piston assembly
Figure 11 Remove the nut iocating peg
from the steering gear housing

6 Examine the ball bearings for cracks or

deformation and renew if necessary

13 Take care to collect all twenty-eight ball

bearings from the bottom of the nut and 7 Remove the locating spring from the
piston rocker shaft and inspect the rocker shaft
arm, spiineand bearing surfaces Replace
if distortion or excessive wear is found

8 Examine the ball bearing cups and balls

14. R~move the piston rings from the nut and for excessive wear, cracking or defor-
piston assembly mation and renew as required

10
_ _ _ _ _ _ _ _ _ _ _ _ _ _ CHAPTER 5 I111111Z1i-
11 -IIIIIIiIIIIIIIIIIIIIIIIIII- - - - - - - -

RE-ASSEMBlY

Renew the two rocker shaft 'a' ring seals

located in the gear housing I

Figule 12

2 Use a new JO' ring sea! and re-install the

locating peg in the steering housing

3 Arrange the piston rings on the piston

and nut assembly with the gaps 1800
apart Align the groove in the nut body
with the locating peg and use a suitable
piston ring compressor to slide the piston
and nut into the steering gear housing
bore Figure 12
Steering Gear Housing '0' Ring Seals
1 Steering Gear Housing
4 Align the slot in the nut with the steering 2 '0' Ring Seals
gear housing side opening and install the
rocker shaft
9 Rotate the rocker shaft until the piston is
at the top of the steering gear housing
IMPORTANT: To avoid damaging the rocker bore Use high quality grease to locate 28
shaft fO' ring seals cover the rocker shaft ball bearings inside the piston and nut
splines with tape. assembly so that the transfer tube and the
thread between the two openings of the
transfer tube are completely filled with
5 Position a new gasket on the side cover,
ball bearings
then without the locating spring or end-
float shim, bolt the side cover to the
steering gear housing Tighten the bolts
to the correct torque, see
"Specifications" - Chapter 7.

6 Use a dial indicator gauge to measure the

rocker shaft end-float, Figure 13

7 From the figure obtained subtract 0 008

in (0 2 mm) and select a shim nearest to
this value For shim sizes available, see
"Specifications - Chapter 7

8 Remove the side cover and gasket, install

the selected shim and locating spring
Replace the gasket and side cover then Figure 13
locate the throttle rod bracket and install Rocker Shaft End-Float
the bolts Tighten the bolts to the correct 1 Rocker Shaft
torque, see "Specifications" -Chapter 2 Steering Gear Housing
3 Dial Indicator Gauge
7

11
 PART 9-STEERING SYSTEMS - - - - - - - - -

Figure 14
Sealing Ring Installation
A Installing Ring into Groove B Compressing Ring to Correct Size
1 Seal Sizing Ring, Tool No FT 3144-1 or 4644 4 Control Valve and Worm Assembly
2 Sealing Ring Located in Groove 5 Sealing Ring Locating Groove
3 Sealing Ring 6 Sealing Ring Installer, Tool No FT 3144 or 4643

10 Carefully pass a new, lubricated sealing
ring over the tapered end of the Sealing
Ring installer, Tool No FT.3144 or 4643,
Slide the expanded sealing ring to the end
of the tool then locates the tool over the
control valve and worm assembly, Figure
14 Carefully push the ring off the tool and
into the bottom groove Repeat for the
middle and top grooves. Allow the
sealing rings to shrink into the grooves
then pass the Seal Sizing Ring, Tool No
FT.3144-1 or 4644, inner tapered end first,
over the sealing rings to compress them
to their correct size
11 Place a new '0' ring seal on the bearing
housing. Install a new 'a' ring seal and oil
seal in the control valve housing Use a
soft drift to drive the oil seal, flat surface
outermost, fully into the housing until
flush Lubricate the inside of the housing
with clean oil
13 Use high quality grease to retain 15 ball
bearings in the first cup, whilst the
second bearing cup is brought over the
worm to trap the ball bearings between
the cups and the groove machined in the
control valve and worm assembly, Figure
15
14 Insert the control valve and worm
assembly into the bearing housing
Ensure the bearing assembled in step 13 is
pushed fully into the bearing housing
without dislodging any of the ball
bearings
15 Offer the bearing housing and worm
assembly to the piston and nut located in
the steering housing, Figure 16
16 Taking care not to dislodge any of the
balls, screw the worm into the thread
formed by the ball bearings
17 Push the bearing housing into the
steering gear housing If necessary turn
the bearing housing into correct
alignment

12. locate one of the bearing cups over the 18 Secure the bearing housing with the bolts
worm and against the valve housing with tightened to the correct torque, see
the race facing outwards. "Specifications" - Chapter 7

12
-------------------------CHAPTERS------------------------

Figure 15 Figure 16
Worm Bearing Assembly Bearing Housing and Worm Installation
1 Control Valve and Worm Assembly Bearing Housing
2 Bearing Cup 2 Piston and Nut Assembly
3 Bearing Cup 3 Transfer Tube
4 Ball Bearings 4 Worm

19 Install the Oil Seal Protector Sleeve, Tool
No FT 3147 or 1566, over the control
valve core splines
20 Assemble the control valve housing to
the bearing housing without shims
25 Assemble the thrust washer, upper
column extension and steering shaft to
the valve housing Install the four
retaining nuts and tighten to the correct
torque, see "Specifications" -Chapter
7.

21 Firmly push the control valve housing

fuily down and use feeler gauges to
measure the gap between the housings at
several points, Figure 17

22 Subtract 0 003 in (0 08 mm) from the

average gap measured and select shims
to within 0 0015 in (0 04 mm) of the
resultant valve For shim sizes available
see "Specifications" - Chapter 7

23 Remove the control valve housing, install

the selected shims and replace the control
valve housing Remove the Oil Seal
Protector Sleeve Tool No FT.3147 or
1566. Figure 11
Control Valve Housing to
24 Use a soft metal drift to install a new Bearing Housing Shimming Procedure
upper bushing and mount assembly into 1 Tool No FT.3147 or 1566
2 Feeler Gauges
the upper column extension then insert 3 Bearing Housing
the steering shaft 4 Control Valve Housing

13
- - - - - - - - - - PART 9-STEERING SYSTEMS 1IIIIIIIIIII1IIIIIIIIIIIII_ _IIIIIIIIIIII_ _I111111111111_ _

26 Instal! new washers and replace INSTALLATION

the external feed pipe the bolts
to the correct torque, see "Specifica- installation of the steering gear follows the
tions" 7 removal in reverse On instaUation
observe the following requirements

• Tighten an nut and bolts to the correct

torque, see "Specifications"-
7
• Fill the power steering reservoir with the
correct grade and quantity of oil, see
"Specifications" - Chapter 7
27 Instal! the arm on the rocker shaft e With the engine running turn the steering
then locate the tab washer and 'I",,...,"'I",,,n from lock-to-Iock several times to expel
the nut to the torque, see any air from the system Re-check the
"Specifications" Chapter 7 Lock the reservoir oil level
nut with the tab washer

14
 PART 9
STEERING SYSTE

Chapter 6
HYDROSTATIC STEERING SYSTEM
FORD 6710 AND 7710

Section Page
A HYDROSTAT!C STEERING SYSTEM- 1
DESCRIPTION AND OPERATION
B HYDROSTATIC STEERiNG SYSTEM-OVERHAUL 4
C HYDROSTATIC STEERING SYSTEM CYLINDER- 18
OVERHAUL

A. DESCRIPTION AND OPERATION

The Ford 6710 and 7710 Tractors feature an
hydraulic power assisted, hydrostatic steering
system The components are serviced
separately and consist of the steering column
shaft, steering motor, front steering cylinder,
power steering pump and reservoir, oil cooler
and the hoses and tubes required to connect
the system.
The steering wheel is secured to the steering
column shaft The steering column upper
shaft is joined to the power steering motor
input shaft by a coupling secured with a
pinch bolt The power steering motor and
steering column assembly are mounted on a
support which is bolted to the front of the
cab

The hydrostatic steering motor uses a linear

The integral power steering pump and reser-
voir are mounted on the rear of the engine
front cover plate at the left-hand side of the
engine The pump and reservoir areconnected
to the steering motor by two oil tubes
control valve to control the direction of the
steered wheels and a metering unit to
control the rate of turn In the event of pump
failure the metering unit functions as an
hydraulic pump and the wheels can be turned
manually

1
1IiIIIIIIIIIIII_ _ _ _ _ _ _1IIIIIIIIIIIIII1IIIIIIII PART 9-STEERiNG SYSTEMS fllllllllllllllIIIIIIIIIIIIIIlIIIIIIIIIIIIIIlIIIIIIIIIIIIIIlIIIBIIIIlIIIIIIIIIIIIII..a_-

The drive link is splined to, and turns the

rotor of, the rotor and stator assembly.
The torsion bar is the principal link between
the input shaft and the metering system in
the power steering mode of operation.

The lower end of the input shaft is splined to

engage the drive ring. The drive ring is exter-
nally splined to engage and drive the spool.
Figure 1 The drive are wider than those
Steering Motor Control Valve Section
on the input shaft to allow a pre-determined
1. Drive Ring
amount of free-play. This design. provides a
2.
3. Input Shaft mechanical link between the shaft and spool
4. Pin for manual steering in the event of pump
5. Actuating Ball failure and limits the amount of twist on the
6. Valve Housing
7. Spool torsion bar.
8. Retainer Ring
9. Tmsion Bar

A helical groove is machined in the side of the

STEERING MOTOR CONTROL VALVE input shaft and the actuating ball is held
SECTION captive between the helical groove and a
pocket inside the spool.

With reference to Figu re 1 .

The control valve section directs the hydraulic

oil to and from the metering unit, to and from
the front steering cylinder and also regulates
the pressure of the oil flowing to the front
steering cylinder. The lower end of the input
shaft is bored to receive the top of the torsion When the steering wheel is turned the torsion
bar. Thetorsion bar ispinned tothe inputshaft, bar twists and moves the spool up or down to
extends through the spool and is linked with uncover oil ports leading to the metering
the drive link in the metering system. system.

2
PUMP METERiNG SYSTEM

With reference to 2

The meteri ng system meters oi I to the ~i"o,,::. .. ,nn

cylinder and maintains the relationship
between the steering wheel and the front
wheels The system also acts as a
manually operated hydraulic pump in the
event of power pump failure
Figure 2
'-.;1-"""".,".n Motor Metering System
1 Spacer
2 Drive Link
3 Commutator
4 End Cover
5 Commutator Ring
6 Manifold
7 Rotor and Stator Assembly

As the spool moves up or down from the

neutral position, the oil flow to the return line
is restricted and causes the pump pressure to
rise Simultaneously, the flow is directed to
the metering rotor assembly through the
manifold and commutator The oil flows from
the metering rotor assembly to one side of the
front s~eering cylinder whilst oil flows back
into the system from the opposing side of the
cylinder
STEERING CYLINDER
The double acting steering cylinder is
transversely mounted on the front axle
The cylinder end of the assembly is bolted
to an adjuster bar which forms an integral
part of the front axle assembly and facilitates
respositioning of the cylinder when adjusting
the track setting The rod end is attached to
the left-hand spindle arm which is connected
by the track rod to the right-hand spindle arm

Oil flow through the metering rotor assembly

causes the rotor to rotate The rotor is keyed
to the spool by the drive link and rotation
causes the spool to react against a helix
and move towards the neutral position
A feedback is thus provided so that as the
steering wheel is turned, the steering cylin-
der movement is measured and the spool is
neutralised after the cylinder has moved the
required amount
The cylinder incorporates a piston centrally
mounted on the piston rod This arrangement
enables the piston to present surfaces of
equal area to the operating oil and the
resultant forces ensure similar right and
left-hand turning circles

3
_ _ _ _ _IIlIIIIIIlIWIIIiImIIIl
__ ' _mlllliOOllBiI PART 9-STEERING SYSTEMS - _ _ _ _ _ _ _ __

ROSTAT~C STEERING SYSTEM OVER l

STEERING MOTOR 5 Remove the radiator left-hand panel,

slacken the engine left-hand side
REMOVAL bolts and withdraw the

D iscon nect the cable

at the "':;>'"1''''''''>1

2 Ciean the f!exible hose to 6 Withdraw the retaining screw and

pipe connections, Figure 3 remove the left-hand hood to cab side
pane!

3 With a suitable container positioned to

catch the escaping steering oil, mark
and separate the flexible steering hoseq
from the rigid pipes Cap and seal the
pipes, using suitable plugs

7 Remove the retaining bolt and withdraw

the main harness connector situated
4 Slacken the retainer bolts the beneath and to the rear of the steering
pipes to the side of the engine motor

Figure 3 Figure 4-
Hydrostatic Steering Pipes Main Wiring Harness Connection
1 Main Wiring Loom Plug 1 Throttle Connecting Rod
2 Flexible Hoses 2 Connector Cover
3 Rigid Pipes 3 Wiring Harness Connector
4 Steering Motor 4 lower Steering Column Shroud
 8 Remove the four screws NOTE: The spool and housing, the commu-
the
tator and commutator ring and the rotor and
cab main harness connector to the front
panel within the cab stator are selectively fitted and must be
serviced as follows

9 Remove the cover then compress the

connector iocating lugs and withdraw
the connector, 4
ill\! If the or must be replaced,
lI'olr""~r'o the complete motor
10 and separate the throttle connect-
ing rod from the pedal linkage

11 Withdraw the five retaining screws and

@ Ifthecommutatororcommutatorring must
the lower steering column shroud
be replaced, replace both as a matched set
upwards to gain access to the steering
column to motor coupling

12 Remove the four baits retaining the

steering motor support bracket to the " If the rotor or stator must be repiaced,
front of the cab replace the complete metering element

13 Slacken the pinch bolt securing the

steering column to the motor and
carefully withdraw the motor assembly
from the left-hand side of the tractor, II If the pin in the end cover or the end cover
Figure 5 must be replaced, replace the pin and end
cover assembly

DISASSEMBLY

Cleanliness in servicing the power etc,ergr,"

system is imperative if it is necessary to
disassemble any of the units, ensure a dean
work bench or table is used

Clean off external dirt before the unit is

on the work bench

When disassembled, parts should be cieaned

only in clear-clean petroleum base solvent
and blown dry with clean air Other solvents
may cause deterioration of rubber seals
Avoid wiping parts with cloth and never Figure 5
steam clean hydraulic steering assemblies Steering Motor Removal

5
- - - - - - - - - PART 9-STEERIN.G SYSTEMS - - - - - - - - - -

Figure 6
Steering Motor

1 Thrust Washer 20 '0' Ring (where fitted)

2 Snap Ring 21 Steel Ball (where fitted)
3 Shims 22 Housing
4 Valve Thrust Bearing 23 Valve Spool
5 Thrust Washer 24 Spool Ball Retainer Spring
6 Pin 25 Bolt
7 Dirt Seal 26 End Cover
8 Snap Ring 27 Washer
9 Back-up Washer 28 Rotor Seal
10 Input Shaft 29 Seal Retainer
11 Packing Seal 30 Commutator
12 Cover Screw 31 Commutator Ring
13 Upper Cover Assembly 32 Manifold
14 Seal 33 Metering Element Rotor
15 Drive Ring 34 Metering Element Stator
16 Spacer 35 Drive Link
17 Torsion Bar 36 Spacer
18 Steel Ball 37 Spacer
19 Plug (where fitted) 38 Spring Washer
_ _ _ _ _IIIIiIIIIIII_ _ _ _ _ _ I111111111_ CHAPTER 6 illlllllllllllIIIIIIIIIIIII_IIIIIIIIIIIIIIIIIIIIIIIIII_ _IIIIIIIIIIIII_1IIIIIIIIIIII1IIIIIIIIII1IIIBIIIIIIII
I'11III;

Refer to 6 for identification of parts

during disassembly and re-assembly

insert an O-.ring tube fitting, with a tube

nut or cap into one of
the four threaded ports in the housing
Clamp the fitting in a vice with the seven
end cover bolts upright Figure 7

2 Withdraw the seven special bolts from

the end cover

Figure 1
N OTE To ensure protection of the ground Power Steering Motor
and lapped faces of the components, take 1 Tube Fitting
2 Vice
care in the fol/owing steps to avoid scratching
or nicking the finished surfaces

3 Tap the end cover sideways with a soft
headed hammer to loosen from the seal
and retainer Lift the end cover from the
unit
NOTE: Handle the fragile commutator ring
with great care
7 Slide and lift the manifold from the
metering element

NOTE: The wear washer and commutator

may be stuck to the end cover by a film of oil
Do not attempt to remove the pin which is a
press fit in the cover and is not serviceable

4 Tap the retainer sideways with a soft

headed hammer to remove the rotor seal
retainer from the valve body Lift off and
discard the rotor seal

5 If they are not stuck to the end cover,

lift the wear washer and commutator
from the manifold
Figure 8
Commutator Removal
1 Commutator Ring
2 Manifold
6 Slide and-lift the commutator ring from 3 Metering Section
the manifold, Figure 8 4 Commutator

1
 PART 9-STEERING SYSTEMS .'"a'_ _ _ _ _ _ _aii

figure 9 figure 10
Metering Element Removal Metering Element
1 Metering Element 1 Rotor
2 2 Spacer
3 Drive Link
4 Stator

8 Grasp the spacer then slide and lift the 11 Remove the four special cap screws
metering element, spacer and drive link with a 12 point socket
as an assembly, from the valve housing,
Figure 9

12 Grasp the input shaft and, with a smooth

9 Slide the metering element on the spacer upward motion, remove the input shaft
and allow the drive link teeth to clear upper cover and spool assembly from
the spacer hole and separate the drive the valve body
link Remove the drive link and separate
the metering element from the spacer
Use extreme caution to stop the vanes
and springs falling out, Figure 10
NOTE Do not apply side forces to the spool
which will cause binding of the closely fitted
assembly Never use excessive force to remo ve
the spool from the body
NOTE The rotor and the stator must be kept
in a matched set Protect against damage
to the side faces

13 Remove and discard and seal

10 Reversethe unit in thevicewith the input
shaft in a vertical position To facilitate
re-assembly, use a centre punch to mark
upper cover assembly and the port 14 Remove the upper cover with the shaft
face of the housing, Figure 11 seal intact Remove the spacer

8
 Figure 11 Figure 12
Steering Motor input Shaft Steering Motor Input Shaft and Spool
Reference Marks 1 Spool
2 Input Shaft

15 Remove the shims from either the upper 19 I nvert the spool assembly and allow the
cover cavity or from the thrust washer torsion bar and spacer to fall free
face To aid re-assembly, record the Do not remove the pin from the torsion
number of shims bar, Figure 13

16 Remove the upper cover dirt seal

Extract the snap ring and remove and
discard the brass washer and seal

17 Remove the snap ring, thrust washer,

thrust bearing, thrust washer and
spring washer from the input shaft

18 Use a punch, 0 12 in (3 mm) maximum

diameter and 0 63 in (16 mm) minimum
length, to remove the pin Place the Figure 13
input shaft on a block of wood and Torsion Bar and Spool
use light hammer blows to remove the 1 Spool
pin, Figure 12 2 Torsion Bar

9
 PART 9-STEERING SYSTEMS _ _ _ _ _ _ _ _1IIIIIil
figure 14
Drive Ring Removal
1 Spool
2 Drive Ring
20 Placetheend ofthespoolon a flatsurface
and rotate the input shaft full left and
full right until the drive ring falls free,
Figure 14
21 Keep the spool assembly in the same
position and rotate the input shaft
in a clockwise direction until the steel
ball disengages from the helical groove
in the input shaft Lift out the input shaft
IMPORTANT: Take care not to lose the
steel ball which may fall free
22 Do not remove the ball retainer spring
unless replacement is required If the
spring has to be removed, grasp the
flattened end with pliers and lift over the
shoulder on the spool Continue to pull
and remove the retainer spring A screw-
driver may be used to pry the spring over
the shoulder of the spool Take care to
a\(oid scratching or nicking the spool
outside diameter edges
10
NOTE: Early hydrostatic steering motors
have a plug and roll pin assembly located on
one side Remove the plug and roll pin
assembly if fitted A steel ball is held in place
by the plug and roll pin assemblv and care
must be taken to avoid losing the ball
Remove the housing from the vice and
shake the housing until the ball drops out
Discard the O-ring
INSPECTION AND REPAIR
Inspect and replace all damaged or worn
parts The following finished surfaces
should be inspected for abnormal wear,
scoring or damage
• Housing bore and ends
• Valve spool outside diameter Some
acceptable burnishing due to use may be
observed
• Valve spool edges
• Valve spool splines
• Input shaft seal area Check for rust,
pitting and excessive wear Acceptable
light circumferential polishing due to seal
contact may be observed
(I) Inputshaft helical groove Notethe contact
pattern created by the actuator ball The
surface should be free from pits, chipping
or surface breakdown
• Thrust bearing and thrust washers Inspect
for pitting of the rollers and faces of the
thrust washers
- - - - - - - - - - - - CHAPTER 6 IIIIIIIIIIII_ _ _ _ _ _ _ _ _ __

Figure 15 Figure 16
Metering Element Rotor to Stator Check
1 Rotor 1 Rotor
2 Stator 2 Stator
3 Vane Spring 3 Feeler Gauge
4 Vane

• Drive link pin slot The width of the slot • Commutator

must not vary more than 0 001 in (0 025
mm) along the entire length

NOTE: The difference in thickness between

• Drive link teeth
• Torsion bar and pin assembly The diameter
of the pin should not vary more than
0001 in (0 025 mm)
2 The following parts may show a normal
polish pattern due to the rotor action and
the circular motion of the commutator
The sides of these components are grou nd
and lapped and should be free from nicks,
burrs and scoring
til Spacer
• Manifold
• Rotor
• End cover and pin assembly
the commutator and the commutator ring
must not exceed 0 0015 in (0 038 mm)
3 Handle the metering element with great
care to avoid nicks and scratches It is
recommended that the rotor, stator vanes
and springs be checked whilst assembled
To inspect the metering element, place
the assembly face down on the lapped
face of the end cover and check for
freedom of rotor rotation within the stator
The action ofthe spring loaded vanes may
be observed during rotation The vanes
should move freely in their slots without
binding, Figure 15 Use a feeler gauge to
check the fotor to stator clearance as
shown in Figure 16 If the clearance is
more than 0 006 in (0 15 mm) the
metering element must be replaced

11
_ _ _ _IIIIIIIIIIIIIIIIIIIIIIIlIIIIIIIIIIiIIIIIIIIII_ _ PART 9-STEEfUNG SYSTEMS _ _ _ _ _ _ _1IIIIIIIIIIlII1IIIIIIIIIIIIii1lllllll

c Use a piloted mandrel to press a new

bearing into the upper cover from the
flanged see 17 and 18

d The mandrel should press against the

end of the bearing shell on which the
bearing number appears Press slowly
and do not misalign the bearing Press
the to a depth of 1 28-1 30 in
(32 5-33 0 mm) as measured from the
flanged end of the upper cover,
18
17
Steering Motor Upper Cover
1 Mandrel
2 Upper Cover

4 Carefully lift the metering element assem- RE-ASSEMBlY

bly from the end cover and measure
the thickness of the rotor and the stator 1M PORTANT' Before starting re-assembly,
The difference between the rotor and the clean all parts with a petroleum base solvent
stator must not exceed 0 002 in (0 05 and air dry Unless otherwise stated, DO
mm) NOT oil parts before assembly

Insert the bali into the cavity in the

5 The rotor internal splines should not show housing where applicable
abnormal wear or damage
2 Install a new O-ring on the plug and
6 Early hydrostatic steering motors had a roll-pin assembly and install in the valve
needle roller bearing installed in the upper body Tighten to the correct torque,
cover which must be inspected as see "Specifications" -Chapter 7
follows
a The upper cover bearing rollers should 3 Re-clamp the valve body in the vice by
be free to rotate and show no signs of means of the hose fitting
surface breakdown
4 Assemble the thrust washer, thrust
b Ifthe bearing requires replacement, use bearing, thrust washer and snap ring
a rod or tube of suitable diameter to on the input shaft
press the bearing out towards the
bottom face Take care to protect the
face of the cover When removing the 5 If the actuating ball retaining spring
.bearing, take care not to damage the has been removed, install a new retaining
bore above the bearing spring

12
_____________1 CHAPTER 6 _ _IIIIIIiIIIIIIiI_ _ _ _ _ _ _ _ _:IIIJIIIiIIIIIm
1 062-t 1201"
269-285imm
I~_ _ 128-130i"
325-330mm
18
Needle Bearing Installation
1 Mandrel
2 Upper Cover
3 Needle Bearing
4 Bearing Part Number on this side
6 Hold the ~pool in a horizontal position
and insert the steel ball into the ball
seat located inside the spool
7 Assemble the spring washer over the
thrust washer and thrust bearing Insert
the input shaft into the spool and engage
the helix and ball with a counter-
clockwise motion
8 Use the mid-section of the torsion bar
as a gauge and insertthe gauge between
the spool end and the thrust washer,
Figure 19
9 Place the input shaft and spool assembly
in a vertical position with the input
shaft downwards
13
Figure 19
Using Torsion Bar as a
1 Spool
2 Torsion Bar
3 Thrust Washer
10 Insert the drive ring into the spool end
by aligning an internal space on the drive
ring with a tooth on the input shaft spline
and allow the drive ring to drop to the
limit of travel If the drive ring does not
engage the input shaft spline, a slight
rotation of the input shaft will allow the
drive ring to become fully engaged
Remove the torsion bar
11 !nstaH the spacer over the torsion bar
and pin assembly and insert the assembly
into the spool end
12 Align the cross-hole in the torsion bar
with the cross-hole in the input shaft
and insert the 1 12 in (3 mm)
diameter pin punch to maintain align-
ment
1IR'/IIIIIIIII



f





_ _ _ _ _ _11111
Figure 20
Pressing Pin Into Input Shaft
1 Press Arbor
2 Input Shaft
13 Insert the pin into the cross-hole in the
input shaft and, whilst retracting the
pin punch, engage the pin in the torsion
bar cross-hole
14 Press the pin flush with the outside dia-
meter of the input shaft Figure 20 With
a few lighttaps on the 0 12 in (3 0 mm)
diameter pin punch, drive the pin
approximately 0 03 in (0 81 mm)
below the input shaft outside diameter
15 Slip the spacer over the spool and place
the spool assembly into the body
NOTE: A void applying side forces to the
spool which wauld cause binding of the
closely fitted ac;sembly
PART 9-STEERING SYSTEMS - - - - - - - - -
figure 21
Upper Cover Installation
1 Upper Cover
2 Hose Clamp
16 If neither the input shaft nor the upper
cover are replaced, the original shims
may be re-used if the shims are
damaged, replace with shims of the
same thickness
Place the shims on top of the thrust
washer
Coat the seal with clean grease and
place in the upper cover counterbore
Assemble the upper cover to the input
shaft and rotate to align the punch
marks previously made during dis-
assembly
NOTE -If a new upper cover is used then no
angular alignment is required However,
the upper cover and housing must be aligned
axially
14
 Figure 22
Shimming on Final Assemb!y
1 Drive Link
2 Feeler
3 Straight
4 Spool
17 Install the upper cover screws finger
tight Use a pilot ring, or a worm drive
type hose tightened around the
upper cover flange and the body pilot
diameter, to achieve the required align-
ment, Figure 21 Tighten the screws to
the correct torque, see "Specifica-
tions" ~Chapter 7
18 Conduct the shimming procedure as
follows
a Revolve the unit in the vice so the
input shaft is "....,.,. ...... ,......... downwards
b Pull the input shaft down and
prevent rotation then engage the
drive link splines in the spool and
rotate until the spool is flush with the
end of the housing
c Remove the drive link then align
the drive link slot to engage the
torsion bar pin and fully insert the
drive link
Figure 23
Spacer I nstaliation
1 ",,,,,,,rnr,O\/ Posts
2 Spacer
NOTE To achieve engagement, the spool
may have to turn slightly relative to the body
d Observe the relationship of the spool
end to the body The spooi must
protrude from the body between
o 0175-0 0225 in (0 44-0 57 mm)
e If the spool end is not within
the specifications, add or remove
shims in the upper cover according
to the shim sizes see
"Specifications" ~Chapter 7
19 With the drive link installed, assemble
two assembly posts into the housing
as shown in Figure 23 These assembly
posts can be made by cutting the
heads off two bolts similar to the
special end cover bolts
 PART 9-STEERING SYSTEMS _ _ _ _ _ _ _ _ _ 111111111111111

Figure 24 Figure 25
Metering Element Installation Manifold Installation
1 Rotor 1 Assembly Posts
2 Stator 2 Manifold
3 Drive Link

20 Assemble the spacer plate over the 23 Install the commutator ring over the
assembly posts and onto the housing assembly posts and onto the manifold
with the plain side up Ensure the stot side of the ring faces the
manifold, Figure 26

21 Install the metering element over the

assembly posts and onto the spacer
plate One of the seven holes in the
metering element may be smaller than
the other six holes Position this hole, 24 With the cou nterbore side of the commu-
if applicable, over one of the assembly
tator upwards, assemble the commuta-
posts, Figure 24 tor into the commutator ring with the
slotted hole in the commutator engaging
the nose on the drive link Align the
commutator outside diameter concen-
WAR N I N G All vane springs must be down tric with the inside diameter of the
in their slots with no part of any spring commutator ring, Figure 27
protruding from either side of the metering
element

22 Install the manifold over the assembly

posts and onto the metering element 25 Install the rotor seal and seal retainer
Ensure the circular siot side of the over the metering element and down
manifold faces upwards, Figure 25 against the housing

16
 Figure 26
Commutator Ring
1 Slot
2 Manifold
26 Apply a sma!1 amount of clean grease
to the washer Install the washer over
the pin in the end assembly The grease
should hold the washer to the end cover
assembly
27 Assemble the end cover asser:nbly,
with the washer attached, over the
assembly posts and onto the steering
motor
28 Install five of the special baits finger
tight Remove the two assembly posts
and assemble the othel two special
bolts tight
WARNING Finish tightening the seven
special bolts according to the following
procedUie Do not over-tighten as irrepair-
able damage will occur
17
Figure 27
Commutator Installation
1 Commutator
2 Commutator
a Tighten ali seven bolts to 2-3 Ibfft
(2 7-3 6 Nm) (0 3-0 4 Mkgf) in
the sequence sliown in Figure 28
b Tighten the bolts to the correct
torque, see "Specifications" -Chap-
ter 7, in the sequence shown in
Figure 28
c Check that the unit will rotate when
a torque of no more than 100 Ibf in
(11 Nm) (1 2 Mkgf) is applied to the
input shaft
1
5
figure 28
Steering Motor End Cover Bolt Tightening
Sequence
- - - - - - - - - PART 9-STEERING SYSTEMS - - - - - - - - -
29 Re-Iocate the unit in the vice with the
input shaft upwards Cover the end of
the input shaft with tape to protect the
new seal from the sharp edges App!y
clean grease to the sea! then gently
assemble with the lip facing inwards
NOTE: Take care not to damage the lip of
the seal over the splines althe coupling shaft
and ensure the outer lip is not turned back
Do not use sha; p tools for this installation
30 Assemble a new packing seal and a new
brass back-up washer flat side up
Secure with the retaining ring Ensure
the rounded edge of the retaining ring
faces inwards Install a new dirt seal into
the upper cover counterbore
31 If the unit is to be stored, plug the cylin-
der ports and fill the inlet port with clean
oil Rotate the coupling shaft until oil
appears at the outlet port
32 Plug the inlet and outlet port holes to
prevent the entry of dirt
C. HYDROSTATIC STEERING SYSTEM CYLINDER-OVERHAUL
REMOVAL
Place the front wheels in the straight
ahead position
2 Disconnect the cylinder flexible feed
pipes at the connector plate located
beneath, and attached to the front sup-
port Cap the exposed pipe ends
18
INSTAllATION
Installation of the steering motor assembly
follows the removal procedure in reverse
On installation observe the following re-
quirements
• Tighten all nuts, bolts and connections
to the correct torques, see "Specifica-
tions" -Chapter 7
4!11 Purge the air from the system by starting the
engine and turning the front wheels from
lock-to-Iock severa! times If necessary, add
oil to the reservoir. Repeat until steering is
normal and the oil level in the reservoir
remains constant For the correct grade and
quantity of oil see "Specifications"-
Chapter 7
3 Remove the retaining nut and separate
the taper joint securing the ball pin rod
end assemblytothe left-hand spindle arm,
Figure 29
4 Remove the bolts securing the cylinder
end and anchor assembly to the adjuster
bar
5 Carefully remove the steering cylinder
assembly from the left-hand side of the
tractor for long wheelbase models and
the right-hand side for short wheelbase
models
_ _ _ _ _ _ _ _ _ _ _ _ _IIIIIIII CHAPTER 6 - - - - - - - - - - - - - -

Figure 29 Figure 30
Steering Cylinder Location Steering Cylinder and Anchor
1 Power Steering Pump and Reservoir 1 Anchor
2 Flexible hoses 2 Cylinder Assembly Retaining Nut
3 Adjuster Bar 3 Feed Hose Support Bracket
4 Left~hand Spindle Arm 4 Rod End Assembly

DISASSEMBLY

If a new assembly is to be installed, separ-

ate the cylinder assembly from the anchor,
Figure 30

2 Loosen the retaining clamps and unscrew

the two end ball joints

3 Remove the two hose elbows from the

cylinder

4 Use a suitable 'C' wrench to unscrew the

gland and tube assembly Remove and
discard the gland oil seal

5 Carefully slide the piston and rod assem-

bly out of the cylinder and head assembly,
Figure 31 Figure 31
Steering Cylinder Assembly
1 Piston and Rod Assembly
INSPECTION AND REPAIR 2 Piston Back-Up Seal
3 Piston Seal
4 Gland and Tube Assembly
Clean all parts with a suitable solvent and 5 Gland Seal Ring
dry with a lint-free cloth or air 6 Rod Back-Up Seal
7 Rod Seal Ring
8 Rod Back-Up Seal
2 Visually inspect ali parts for signs of 9 Rod Seal Ring
scoring or damage 10 Cylinder and Head Assembly

19
- - - - - - - - - PART 9-STEERING SYSTEMS - - - - - - - - -
NOTE: The cylinder and head assembly
and the gland and tube assembly are not
serviced, and, if damaged, a new power
steering cylinder must be installed
3 Remove the wiper from the cylinder and
head assembly
4 Carefu lIy note the relative positions then
remove the seals and back-up seals from
the cylinder and head, the gland and tube
assembly and the piston
RE-ASSEMBLY
Re-assembly of the power steering cylinder
follows the disassembly procedure in reverse
On re-assembly observe the following
requirements
• Replace all oil seals, back-up seals and
wipers Use power steering oil to lubricate
the seals as an aid to assembly
• Tighten all bolts and nuts to the correct
torques, see "Specifications" - Chapter
7 torque, see "Specifications"-Chapter 7
INSTALLATION
Replacement of the steering cylinder assem-
bly follows the lemoval procedure in
reverse The following adjustment procedure
must be observed
With the wheels in the straight ahead
position, adjust the track rod length to give
0-0 50 in (0-12 7 mm) toe-in measured
at the wheel rims
2 Collapse the cylinder until the piston
bottoms in the bore (solid height)
20
3 Assemble the cylinder end and anchor
(if separated) and install on the adjuster
4 On long wheelbase models, rotate the
left-hand spindle arm to simulate a left
turn until the spindle stop contacts the
stop on the axle housing On short wheel-
base models, rotate the right-hand spindle
arm to simulate a left turn until the spindle
stop contacts the stop on the axle hous-
ing Maintain this position
5 Install the cylinder rod end assembly
into the left-hand spindle arm for a long
wheelbase model and into the right-hand
spindle arm for a short wheelbase model
I M PO RTANT The cylinder rod must be
extended a minimum of 0 12 in (3 mm)
to a maximum of 0 75 in (19mm) and
the cylinder rod end assembly may be
adjusted as required to a maximum
exposed thread of 0 75 in (19 mm)
Tighten the pinch bolt to the correct torque,
see "Specifications"-Chapler 7 If
necessary, the cylinder end assembly
may be adjusted to 0 25 in (64 mm)
Tighten the pinch bolt to the correct
6 After adjusting the toe-in and installing
the cylinder, check the spindle stops
contact their respective axle housing
stops on full right-hand and left-hand
turns
7 Purge the air from the system by starting
the engine and turning the front wheels
from lock-to-Iock several times If neces-
sary, add oil to the reservoir Repeat until
steering is normal and the oil level in the
reservoir remains constant For the correct
grade and quantity of oil, see
"Specifications"-Chapter 7
 PART 9
STEERING SYSTEMS

Chapter 7
TROUBLE SHOOTING, SPECIFICATIONS AND
SPECIAL TOOLS
Section Page
A TROUBLE SHOOTING MANUAL STEERING SYSTEMS 1
B TROUBLE SHOOTING - POWER STEERING SYSTEMS 2
C SPECIFICATIONS 3
D SPECIAL TOOLS 8

NOTE: Specifications for units with double drop arm steering built after January '85 see
Chapter 9
IMPORTANT: Whenever effecting a repair the reason for the cause of the problem must be
investigated and corrected to avoid repeat failures

A. TROUBLE SHOOTING - MANUAL STEERING SYSTEMS

PROBLEM POSSIBLE CAUSES REMEDY

Stiff or jerky 1 Incorrect adjustment of rocker 1 Check and adjust

steering action shaft free play
2 Incorrect adjustment of 2 Check and adjust
steering shaft bearings
3 Damaged or binding steering 3 I nspect and repair
shaft bearings
4 Damaged or binding worm 4 I nspect and replace
and nut assembly or bearings
5 Damaged or seized rocker 5 I nspect and repair
shaft gears or bushings

Loose steering 1 Excessive play in steering 1 I nspect and replace

or steering wanders linkage ball joints
2 I ncorrect adjustment of rocker 2 Check and adjust
shaft free play
3 I ncorrect adjustment of 3 Check and adjust
steering shaft bearings
4 Excessive play in worm and 4 I nspect and replace
nut assembly

1
 B TROUBLE SHOOTING POWER STEERING SYSTEMS

PROBLEM POSSIBLE CAUSES REMEDY

No steering or 1 Incorrect oil level in reservior
excessive effort
required to steer 2 Air in system
3 Pump relief valve faulty
4 Worn Pump
5 Leaking power cylinder
6 Damaged or binding rocker
shaft
7 Control valve worn or
damaged
8 Broken or damaged steering
column flange and insulator
assembly (Hydrostatic
steering)
9 Damaged or worn metering
element (Hydrostatic
steering)
1 Fill with the correct grade
and quantity of oil
2 Check for loose
connections or
damaged tubing Purge
system of air
3 Check system pressure
4 I nspect and repair
5 I nspect and repair
6 I nspect and repair
7 I nspect and replace
8 I nspect and replace
9 I nspect and replace

Steering wanders 1 Excessive play in steering 1 I nspect and replace

linkage ball joints
2 Incorrect adjustment of 2 Check and adjust
rocker shaft free play
3 Excessive play in worm and 3 Inspect and replace
nut assembly
4 Leaking power cylinder 4 I nspect and repair
5 Control valve spool sticking 5 I nspect and replace
or worn
6 Weak or broken control valve 6 I nspect and repair
return springs or torsion bar
7 Incorrect valve spool 7 Check and adjust
shimming adjustment
(Hydrostatic steering)
8 Damaged or worn metering 8 I nspect and replace
element (Hydrostatic steering)

2
- - - - - - - - - - - - - CHAPTER 7 - - - - - - - - - - - -

PROBLEM POSSIBLE CAUSES REMEDY

Front wheels surge 1 Leaking power cylinder 1 I nspect and repair

when steeri ng
2 Control valve spool sticking 2 Inspect and repair

3 Weak or broken control valve 3 I nspect and replace

return springs or torsion bar

4 Damaged or worn metering 4 Inspect and replace

element (Hydrostatic steering)

Noisy Pump 1 Incorrect oil level in reservoir 1 Fill with the correct
grade and quantity
of oil

2 Air in system 2 Check for loose

connections or damaged
tubing Purge system
of air

3 Water in oil 3 Drain and renew the oil

C SPECIFICATIONS
SEALING COMPOUND-FORD SPECIFICATION ESE~M4G 140-A

MANUAL STEERING SYSTEMS

Ford 2610, 3610. Ford 2610, 3610, Ford 5610,

4110 Less Cab 4110 With Cab 6610 & 7610
Ford 4610

Steering Box Imp Pts 1 1 1 1 14

Oil Capacity --
U S Pints 13 13 17

( Litres) (06) (0 6) (08)

Steering Wheel Ratio 1543 1 2421 2421

Steering Wheel Turns (Lock -to- Lock) 4 1 48 48

3
- - - - - - - - - PART 9-STEERING SYSTEMS - - - - - - - - -

POWER STEERING SYSTEMS

Ford 2610, Ford 2610, Ford 5610, Ford 6710

3610,4110 3610,4110 6610 & 7610 &7710
Less Cab With Cab
Ford 4610

Steering Box Imp Pts 1 1 - - -

Oil Capacity

US Pts 13 - -

( Litres) (0 6) -

""Steering System Imp Pts 32 38 38 42

Oil Capacity

US Pts 38 46 46 50

( Litres) 18 22 22 24

Steering Wheel Ratio 1543 1 30 1 1 3271

Steering Wheel Turns (Lock-to-Lock) 41 52 60 -

Power Steering Imp Gals/min 21 30 30 30

Pump Capacity
at 1000 rev/min
US Gals/min 25 36 36 36

( Litres) 94 136 136 136

Pump Pressure Ibf/in 2 60Q-700 850-950 1050-1150 1550-1650

Relief Valve
Setting
bar 41-48 58-65 73-79 107-114

kgf/cm 2 42-49 59-66 74-81 109-116

*Fill the reservoir to within 075-088 in (19-22 mm) of the bottom of the filler neck
For the correct grade and type of oil see the relevant Ford Tractor Operators Manual

4
-----------------------CHAPTER7

TORQUE SPECIFICATIONS

MANUAL STEERING SYSTEMS

FORD 2610, 3610,4110 AND 4610

Ford 2610, 3610, 4110 Less Cab Ford 2610, 3610, 4110 With Cab
Ford 4610

Ibfft Nm Mkg Ibfft Nm Mkg

Upper Column Extension

Retaining Nuts/Bolts 25 34 35 30 41 42

Rocker Shaft Cover Plate

Retaining Bolts 25 34 35 14 18 18

Steering Arm Retaining Nut 120 162 165 125 162 165

Steering Arm 1:0 Drag

Link Retaining Nut 40 55 56 65 88 90

Steering Unit to Transmission

Housing Retaining Bolts 65 B8 90 65 88 9.0

Steering Wheel to Steering

Shaft Retaining Nut 70 95 97 70 95 9.7

FORD 5610. 6610 AND 7610

Ibfft Nm Mkg

Upper Column Extension Retaining Nut/Bolts 30 41 4.2

Rocker Shaft Cover Plate Retaining Bolts 14 18 18

Steering Arm Retaining Nut 170 230 23.4

Steering Arm to Drag Link Retaining Nut 90 122 124

Steering Unit to Transmission Housing

Retaining Bolts 120 162 16.5

Steering Wheel to Steering Shaft

Retaining Nut 70 95 97

5
- - - - - - - - - PART 9-STEERING SYSTEMS - - - - - - - - -

POWER ASSISTED STEERING SYSTEMS

FORD 2610, 3610, 4110 AND 4610

~""-~-

Ford 2610, 3610. 4110 Less Cab Ford 2610.3610,4110 With Cab
Ford 4610

Ibfft Nm Mkg Ibfft Nm Mkg

Upper Column Extension

Retaining Nuts/Bolts 25 34 35 33 45 46

Steering Column Adaptor

Retaining Bolts 25 34 35 - - -
Bearing Housing to
Steering Gear Housing
Retaining Bolts - 18 24 25
Rocker Shaft Cover Plate
Retaining Bolts 40 55 56
External Feed Pipe
Retaining Bolt - - 28 38 39

Steering Unit to
Transmission Housing
Retaining Bolts 65 88 90 90 122 124

Steering Arm Retaining

Nut 120 162 165 225 305 31 1

Steering Arm to Drag

Link Retaining Nut 40 55 56 65 88 90

Steering Wheel to Steering

Shaft Retaining Nut 70 95 97 70 95 97

Ford 5610, 6610 AND 7610

Ibfft Nm Mkg

Upper Column Extension Retaining

Nuts/Bolts 33 45 46
Bearing Housing to Steering Gear
Housing Retaining Bolts 18 24 25

Rocker Shaft Cover Plate Retaining Bolts 40 55 '56

External Feed Pipe Retaining Bolt 28 38 39

Steering Unit to Transmission Housing
Retaining Bolts 150 204 208
Steering Arm Retaining Nut 325 440 448
Steering Arm to Drag Link Retaining Nut 90 122 124
Steering Wheel to Steering Shaft
Retaining Nut 70 95 97

6
 CHAPTER 7 - - - - - - - - - - - -

TORQUE SPECIFICATIONS

HYDROSTATIC STEERING SYSTEM-FORD 6710 AND 7710

-
Ibfft Nm Mkg

Lower End Cover Retaining Bolts 17 23 23

Upper Cover Retaining Bolts 20 28 29
Check Valve Plug 12 17 17
Steering Motor Support Assembly
Retaining Bolts 23 31 32
Flange and Insulator Assembly Pinch Bolts 23 31 32
Power Cylinder Gland Nut 200 270 275
Power Cylinder, Rod End Pinch Bolt 43 58 59
Power Cylinder, Cylinder End Pinch Bolt 48 65 66
Power Cylinder Ball Joint Retaining Nuts 140 190 194
Power Cylinder Anchor Retaining
Nuts/Bolts 210 285 29
Steering Wheel to Steering Shaft
Retaining Nut 70 95 97

POWER STEERING PUMP-ALL MODELS

Ibfft Nm Mkg

Relief Valve Plug 17 22 22

Pump Through Bolts 15 21 21
Pump Drive Gear Retaining Nut 58 78 79
Pump Retaining Bolts 26 36 37

SHIMS

LOCATION SHIM THICKNESS

Rocker Shaft Adjuster 0063 in (1 600 mm)

- Ford 2610, 3610 and 4110 0064 in (1 626 mm)
0066 in (1 676 mm)
0069 in (1 753 mm)
-
Steering Shaft Bearing o 0024 in (Brass) (0 061 mm)
-Ford 2610, 3610 and 4110 o 005 in (Paper) (0127 mm)
With Manual Steering o 005 in (Steel) (0127 mm)
o 010 in (Steel) (0254 mm)

Manual Steering Unit

Upper Column Extension- 0003 in (Steel) (0076 mm)
Ford 2610, 3610, 4110 With Cab 0005 in (Paper) (0127 mm)
Ford 4610, 5610~ 6610 and 7610 0010 in (Steel) (0254 mm)

7
- - - - - - - - - PART 9-STEERING SYSTEMS - - - - - - - - -

SHIMS (CONTINUED)

LOCATION SHIM THiCKNESS

Manual Steering Unit Rocker

S haft Cover- o 005 in(Steel) (0127 mm)
Ford 2610, 3610, 4110 With Cab 0010 in (Steel) (0 254 mm)
Ford 4610, 5610, 6610 and 7610 0010 in (Paper) (0 254 mm)

Power Steering Pump Pressure o 010 in (0254 mm)

Relief Valve o 015 in " (0381 mm)

I ntegral Power Assisted Steering 0050 in (1 270 mm)

U nit Rocker Shaft End Float 0060 in (1 524 mm)
0070 in (1 778 mm)
0080 in (2032 mm)

I ntegral Power Assisted 0004 in (0102 mm)

Steering Unit Valve Housing 0005 in (0 127 mm)
to Bearing Housing o 010 in (0254 mm)
0025 in (0635 mm)

Hydrostatic Steering Motor 00025 in (0064 mm)

Upper Cover 0005 in (0127 mm)
0010 in (0254 mm)
0030 in (0762 mm)

D. SPECIAL TOOLS
(Prior Tool Numbers. where applicable, shown in brackets)

DESCRIPTION V L CHURCHILL TOOLS NUDAYTOOLS

Step Plates 6305 9210 (630S)

Bushing Kit 818 9514 (818)
Bushing Kit T.818 9515 (T.818)
Pulling Attachment 951 9190 (951)
Pilot Bearing Puller 954C 9527 (954)
Pulling Attachment
Small 1001 9196 (1001)
Medium 1002 9198 (1002)
Sealing Ring Installer FT.3144 4643
Seal Sizing Ring FT.3144-1 4644
Oil Seal Protector FT.3146 (SW22) -
Oil Seal Installer FT.3147 (SW23) 1566 (SW-23-A)
Pressure Gauge FT.8503A (T.8503A) 2028 (D~22)
Adaptor T.8503-5 1408 (N-ll OO-Y)
Adaptor T.8526 -

8
 PART 9
STEERING SYSTEMS

Chapter 8
DOUBLE DROP ARM MANUAL AND POWER
ASSISTED STEERING GEAR ASSEMBLIES
FORD 2910,3910 AND 4110
LESS FOUR WHEEL DRIVE
JANUARY 1985 ONWARDS

Section Page
A MANUAL AND POWER ASSISTED STEERING
GEAR ASSEMBLIES DESCRIPTION AND OPERAT!ON
B MANUAL AND POWER ASSISTED STEERING GEAR
ASSEMBLIES OVERHAUL 6
C SPECIFICATIONS AND SPECIAL TOOLS 15

A. MANUAL AND POWER ASSISTED STEERING GEAR ASSEMBLlES-

DESCRIPTION AND OPERATION

A new double drop arm type steering gear
assembly was introduced on 291 0, 3910 and
4110 two wheel drive models, effective with
the following unit date codes - 4K1 0 for less
cab models and 5811 for with cab models
Four wheel drive units use only a single drop
arm type steering gear assembly
The new double drop arm gear assembly is
available in both manual and power assisted
forms, both feature the recirculating ball,
worm and nut design The power assisted
type differs in that a directional control valve
is positioned between the gear housing and
steering column extension

1
 PART 9
Figure 1
Nut and Rocker Shaft Tooth Engagement
1 Ball Roller Bearing
2 Nut and Shaft Assembly
3 Rear Rocker Shaft
4 Forward Rocker Shaft
Rotation of the steering wheel on manual
types causes the nut, Figure 1, to rise or fall
on the worm and in turn rotates the rear
rocker shaft, which in turn drives the forward
shaft by direct bevel gear engagement
When the steering wheel is turned, the action
of the worm and nut tends to create end
thrust on the worm shaft This end thrust is
resisted by a pair of opposed ball bearings,
which prevent the worm and shaft from
moving axially
Pre-load adjustment for these bearings is
provided by means of shims fitted between
the steering column flange and the steering
gear housing on manual units, and between
the control valve housing and the steering
gear housing on power assisted units
STEERING SYSTEMS
The upper end of the steering shaft is splined
to the steering wheel and centred by a rubber
mounted bush at the top of the column
extension The lower end of the steering
shaft forms the worm of the worm and nut
assembly
Each rocker shaft is supported by two
trunnions in the casting, one being located on
the steering arm side, the other at the gear end
The gear end of the shaft incorporates a 'I' slot
to locate an adjuster which is screwed into the
rocker shaft cover plate or steering gear
housing This adjuster facilitates adjustment of
the mesh condition of the nut and rockershaft
gears
The steering drop arms are located by master
splines to the tapered end of the rocker
shafts A drag link connects each drop arm to
each wheel spindle steering arm
The power assisted steering gear assembly is
virtually identical to the manual type with the
exception that a directional control valve is
placed between the worm and nut assembly
and the upper steering shaft, Figure 2 In the
power assisted system, a hydraulic engine
driven pump delivers oil to the control valve
which directs this oil to the hydraulic
cylinders attached to the drag links and
radius rod anchors Dependent on the steer-
ing wheel rotation, oil is fed to either the rod
end or piston end of each double acting
cylinder
2
 CHAPTER 8

The directional control valve housing has six

external ports, these are the reservoir return
port. the pump inlet port and a pressure and
return port for each of the hydraulic
cylinders. The valve mechanism consists of a
sleeve and an inner valve, the sleeve has three
annular channels machined on the outside
diameter.

These annular channels direct oil from the

contro l valve to the valve housing. Separat-
ing each annular channel are seals, which
Figure 2
isolate each oil circuit. A lip type oil seal is
Nut and Rocker Shaft Tooth Engagement
positioned in the upper surface of the valve
housing to prevent oil seepage to the 1. Control Va lve Assembly
steering shaft. The inner valve which rotates 2. Shaft and Nut Assembly
inside the sleeve is splined to the steering shaft. 3. Rear Rocker Shaft
4 . Forward Rocker Shaft

Steering in Neutral Position.

The valve and worm are connected to
each other by a torsion bar which controls
their relative rotational movement and auto-
matically neutralises the valve when the
steering wheel turning action is stopped.
Refer to Figure 3.
When the steering wheel is released . or held
stationary during a constant radius turn. the
control va lve is centralised to give oil at
equalised pressure throughout the system.

When the steering wheel is turned , the valve

rotates within the sleeve to open ' or close
ports which direct oil to the hydraulic
cylinders as required . Stops are positioned
on the valve barrel to limit the relative
movement of the valve core. In the event of a
power assistance failure, the control valve
core will abut against the stops and provide
manual control. A check valve incorporated
within the circuit allows the contained oil to
flow freely between the two cylinders.
Oil from the pump enters the valve housing
inlet port (A ) and is fed via the midd le
annular channel into the control valve core.
The control valve core has eig ht slots
machined on the outside diameter from
which oil is fed to and returned from the
hydraulic cylinders via the ports in the valve
housing .

3
 PART 9 - STEERING SYSTEMS

Figure 3
Steering in Neutral Positi on

Pump Pressure Oil o Hydraulic Cylinder Oil

A. Inlet Port from Pump D. Port to Right- Hand Cylinder

B. Return Port to Reservoir E. Port to Left-Hand Cylin der
C. Port to Left- Hand Cylinder F. Port to Right -Hand Cylinder

1. Up Oil Seal 7. Transfer Tubes

2. Co lumn Extension Shaft 8. Main Nut
3. Control Valve Core 9. Lower Ball Roller Bearings
4. Control Valve Sleeve 10. Rear Rocker Shaft
5. Torsion Bar 11 . Upper Ball Roller Bearings
6. Worm and Shah 12. Control Valve

In the neutral position the hydraulic cylinder Right-Hand Turn.

feed and return ports are open giving equal
pressure either side of the hydraulic cylinder
pistons. and oil from the pump enters a cross-
drilling in the valve core to pass up a central
passage to the space between the upper
annular channel and the oil seal.
The space between the upper annjJlar chan-
nel and the oil seal aligns with the return port
(8) in the valve housing which returns the oil
to the reservoir.
Refer to Figure 4.
Pump oil is directed to the valve housing inlet
port (A) and is fed to the control valve sleeve
via the middle annular channel. As the
steering wheel is turned clockwise for a
right-hand turn. the valve also rotates
clockwise and directs pump pressure oil
along four of the barrel slots to the lower
annular channel.

4
 CHAPTER 8 - - - - - - - - - - - -

R-9-442

Figure 4
Steering in Right-Hand Turn

Pump Pressure Oil • Cylinder Return Oil

A. Inlet Port from Pump D. Feed Port to Right-Hand Cylinder

B. Return Port to Reservoir E. Return Port from Left-Hand Cylinder
C. Feed Port to Left-Hand Cylinder F. Return Port from Right-Hand Cylinder

The lower annular channel aligns with the
hydraulic cylinder feed pipe ports (e) and
(0) so that the pump pressure oil' forces
either the piston end or rod end along the
hydraulic cylinder.
At the same time as high pressure oil is
directed to the cylinders, low pressure oil
from the other end of the cylinder is returned
through the two ports (E) and (F) into the
upper annular channel. Because the valve
core is rotated clockwise, the four remain ing
slots are open to receive returning oil. The oil
passes through the cross-drillings in the slots
and up the central passage to the space
between the upper annular channel and the
oil seal which now aligns with th~ return port
( B) .
The return port (B) in the valve housing
returns oil, via a pipe, to the pump reservoir.
If the steering wheel is held stationary, the
valve will return to the neutral position by
means of the valve to worm torsion bar. as
previously described .
Left-Hand Turn
When the steering wheel is turned counter-
clockwise, the high pressure oil is directed by
the four valve slots to the upper annular
channel. The pump pressure oil is then fed
through the two ports (E) and (F) and by
pipes to the hydraulic cylinders.

5
 PART 9 - STEERING SYSTEMS

Low pressure oil from the hydraulic cylinders
is returned to the control valve through ports
(C) and (D) and returned to the reservoir by
passing through the crossing-drilling and up
to the outlet port (B) .
The check valve ball is located in the control
valve housing and under normal supply
pressure retains the ba ll on the seat. When
there is no pressure, the ball moves away
from the seat and allows the oil to pass from
one hydraulic cylinder to the other.

Manual Operation
In the event of a pump failure or the need to
steer with the engine stopped , a check valve
ball enables the steering to be operated
manually.
This action allows manual control of the gear
assembly, all steering wheel effort being
transmitted to the worm and nut assembly
through the butt and stops within the control
valve housing .

B. MANUAL AND POWER ASSISTED STEERING GEAR

ASSEMBLIES - OVERHAUL

REMOVAL 5. Remove the drag link to steering drop

arm retaining nuts and use Puller, Tool
1. Remove the column gear shift assembly No. 1001 or 9196, to disconnect the drag
(where fitted) , see " TRANSMISSION links on both sides of the steering gear.
SYSTEM S" - Part 5.

6. Units with Power Assisted Steering

2. Remove the cab (where fitted), see only:-
"SAFETY CABS AND PLAT-
FORMS" -Part II.
Disconnect all pipes from the steering
control valve housing and plug all ports
and pipe ends to prevent the entry of dirt.
3. If not already removed, remove the centre
cover from the steering wheel, remove
the steering wheel retaining nut and use a
suitable puller to pull the steering wheel 7. Remove the bolts retaining the steering
off the upper column . gear to the transmission housing .

4. Remove the fuel tank, see "FUEL 8. Remove the steering gear assembly from
SYSTEMS" - Part 2. the tractor.

6
 CHAPTER 8

Figure 5 Figure 6
Steering Drop Arm Removal Rocker Shaft Cover Removal

1 Tool No 1001 or 9196 1 Steering Gear Housing 3 Screwdriver

2 Steering Drop Arm 2 Cover Plate 4 Adjuster Screw

DISASSEMBLY 5 Extract the rear rocker shaft and the cover

plate together from the steering gear
Remove the steering drop arm retaining housing, Figure 6
nuts and lockwashers, then withdraw the
drop arms If the arms are tight on the
rocker shafts, use Puller, Tool No 1001
or 9196, Figure 5

6 Continue to screw the adjuster clockwise

NOTE: Do not attempt to hammer off the drop until the rocker shaft and adjuster are free
arms as internal damage to the rocker shafts from the cover plate
can occur

2 Remove the oil filler plug and drain the oil

into a suitable receptacle
7 Remove the forward rocker shaft adjuster
screw locknut and screw the adjuster
clockwise until the rocker shaft is free
3 Remove the rocker shaft cover plate
retaining bolts on the right-hand side of
the steering gear housing

8 Remove the four bolts retaining the

4 Remove the rear rocker shaft adjuster column extension to the valve housing
screw lockn ut a nd screw the adj uster on power assisted steering, or gear
clockwise until the cover plate is free housing on manual steering

7
 PART 9 STEERING SYSTEMS

Figure 7 Figure 8
Steering Shaft and Extension Removal Worm and Nut Removal

1 Control Valve Housing 1 Main Nut

2 Thrust Washer 2 Steering Gear Housing
3 Upper Column Extension 3 Control Valve

9 Remove the column extension from the 12 Remove the eleven ball bearings from
control valve housing or steering gear inside the steering gear housing
housing, taking care to retain the thrust
washer at the base of the column exten-
sion, Figure 7

13 Remove the lower bearing from the

steering gear housing
10 Units with power assisted steering only -

Wrap a thin layer of electrical tape around

the splined shaft to protect the lip oil seal

Remove the three nuts and one bolt from

the control valve housing, carefully lift
the housing over the splined shaft The INSPECTION AND REPAIR
ball bearings in the upper ball race will fall
into the bottom of the steering gear Clean all parts with a suitable solvent and
housing air dry

11 Withdraw the worm and nut assembly 2 Remove and discard the oil seals from the
from the steering gear housing, Figure 8 end of the rocker shaft bores

8
 CHAPTER 8

3 Inspect the rocker shaft trunnions in the
steering gear housing for wear or scoring
If necessary, replace the complete hous-
ing assembly
10 Inspect the worm and nut assembly, pay
particular attention to the ball tracks on the
column for damage, scoring or cracking of
the surfaces Renew the assembly if
necessary

NOTE: The worm and nut is only serviced as

4 Examine the gear housing for cracks or a complete assembly
damage, replace if necessary

11 Units with power assisted steering only -

5 Inspect the rocker shaft cover plate Inspect the control valve for wear or
trunnions, replace the cover plate if worn or scoring on the valve seal area Replace the
damaged assembly if necessary

NOTE: Do not attempt to remove the valve

from its sleeve

6 I nspect the rocker shaft gears for ex-

cessive wear or damage Replace if
12 Units with power assisted steering only -
necessary
Examine the check valve ball and seat for
wear or pitting Replace if necessary

7 Units with power assisted steering only -

Remove the lip oil seal from the top end of

the housing and examine the control valve
housing for cracks or other damage
Replace if damaged

8 Examine the bearing from the steering

gear housing and the ball bearing cup
and balls from the worm shaft, for cracks
or deformation and renew if necessary

9 Remove the dust cover from the top of Figure 9

the column extension and use Puller, Shaft Upper Bushing and Mount Removal
Tool No 954C or 9527, to remove the
1 Bushing and Mount Assembly
upper bushing, complete with rubber 2 Tool No 954C or 9527
mount, Figure 9 3 Column Extension

9
 PART 9 STEERING SYSTEMS
Figure 10
Steering Column Shim Gap Measurement
1 Feeler Gauges
2 Column Extension
RE-ASSEMBLY
Position the lower bearing into the
steering gear housing and replace the ball
bearings into the upper ballrace using a
suitable low melting point grease to
avoid retention I nstall the shaft and nut
assembly and upper ballrace into the
steering gear housing
2 Install the upper column shaft bush and
rubber mount into the extension housing
using a suitable soft metal drift
Units with manual steering only, follow
steps 3 through 6 -
3 Assemble the column extension over the
shaft without shims or gaskets, then
install the retaining bolts and tighten
finger tight Use feeler gauges to measure
the gap between the column extension
and the gear housing at several points,
Figure 1 0 Remove the extension
Subtract 0 002 in (0 05 mm) from the
average gap measured and select shims
to the resultant value For shim thick-
nesses, see "Specifications" - Section C
10
Figure 11
Inner Column Pre-Load Measurement
1 Steering Wheel
2 Cord
3 Spring Balance
NOTE: Use one paper gasket each side of
the shim pack
4 I nstall the extension, with the selected
shims and gaskets in place, and tighten
the retaining bolts to the specified tor-
que, see "Specifications" Section C
NOTE: Rotate the shaft whilst tightening the
bolts to ensure the bearings are not overloaded
due to lack of shims
5 Temporarily install the steering wheel
Tie a short length of cord to the steering
wheel rim at a spoke joint Attach to the
cord a spring balance 0-20 Ib (0-30 N),
Figure 11 Pull on the spring balance and
measure the effort required to turn the
steering wheel If the effort required
is not to specification, see
"Specifications" - Section C, add or delete
shims as necessary to obtain the correct
specification
NOTE: The pull on the spring balance must
be at right angles to the steering wheel
spoke
 CHAPTER 8

6 Remove the extension and apply sea-

lant to the gaskets, see "Specifi-
cations" - Chapter 9 Re-assemble and
re-tighten bolts to the specified
torque, see "Specifications" Section C

Units with power assisted steering only,

follow steps 7 through 12

7 Wrap a thin layer of electrical tape around

the shaft splines to protect the control
valve oil seal during re-assembly Pass Figure 12
the control valve housing over the shaft, Valve Housing Shim Gap Measurement
then install the three nuts and bolt and
Feeler Gauges
tighten finger tight
2 Steering Gear Housing
3 Control Valve Housing

8 Use feeler gauges to measure the gap

between the valve housing and the
steering gear housing at several points,
Figure 12 Carefully remove the valve
housing Subtract 0002 in (0 05 mm)
from the average gap measured and
select shims to the resultant value For
shim thicknesses, see
"Specifications" - Section C
10 Remove the tape from the shaft splines
Assemble the column extension to the
valve housing, install the four bolts and
tighten to the specified torque, see
"Specifications" - Section C

11 Temporarily install the steering wheel

NOTE: Use one paoer gasket each side of
the shim pack
9 Install the valve housing with the selec-
ted shims and gaskets in place and
tighten the retaining bolts to the correct
torque, see "Specifications" - Section C
Tie a short length of cord to the steering
wheel rim at a spoke joint Attach to the
cord a spring balance 0-20 Ib (0-30 N),
Figure 11 Pullan the spring balance and
measure the effort required to move the
steering wheel If the effort required
is not to specification, see
"Specifications" - Section C, add or
delete shims as necessary to obtain the
correct specification

NOTE: Rotate the shaft whilst tightening the NOTE: The pull on the spring balance must
bolts to ensure the bearings are not overloaded be at right angles to the steering wheel
due to lack of shims spoke

11
 PART 9-STEERING SYSTEMS
Figure 13
Rocker Shaft and Adjuster
1 Rocker Shaft
2 Adjuster
3 'T'Slot
1 2 Remove the column extension and valve
housing Apply sealant to the paper
gaskets and bolt threads, see
"Specifications" - Section C Reassemble
and re~tighten to the specified torque, see
"Specifications" - Section C During the
disassembly and re-assembly of valve
housing, ensure the worm shaft splines are
protected so that the oil seal is not
damaged
13 Place the rocker shaft adjuster screws
within the 'T' slot of the rocker shafts,
Figure 13
14 Install the '0' ring seals into the steering
gear housing and into the cover plate,
Figure 14
15 Wrap a thin layer of electrical tape around
the rocker shaft splines to protect the '0'
ring seals on re-assembly
12
R-9-452
Figure 14
'0' Ring Seal Installation
, Steering Gear Housing
2 Rocker Shaft Aperture
3 '0' Ring Oil Seal
16 Install the foreward rocker shaft into the
steering gear housing Screw the adjuster
counter-clockwise to secure the rocker
shaft into the housing, do not fully
tighten the adjuster screw
17 Install the rear rocker shaft into the steering
gear housing and engage the gear with the
steering nut and front rocker shaft teeth
Ensure that the tooth stamped with a dot
aligns with the corresponding stamped
groove on the forward rocker shaft and that
the tooth stamped with an '0' aligns with
the correspond ing starn ped groove on the
steering nut, as shown in Figure 15
1 8 Install the gasket on the cover plate face of
the gear housing
NOTE: Do not apply sealant to the cover
olate Use of sealant will interfere with the
controlled swell properties of the gasket
 CHAPTER 8
R-9-453
Figure 15
Nut and Rocker Shaft Tooth Engagement
Identification
1 Shaft and Nut Stamped '0'
2 Rear Rocker Shaft Stamped '0'
3 Rear Rocker Shaft Stamped with 'Dot'
4 Forward Rocker Shaft Stamped with 'Dot'
NOTE: This procedure ensures the steering
gear is assembled in the straight-ahead
position
19 Install the coverplate onto the gear hous-
ing screwing the rear rockershaft adjuster
screw counter-clockwise out through the
cover plate until the plate seats onto the
steering gear housing It may be necessary
to tap the plate over the locating dowel
20 Apply sealant to the cover plate bolt
threads, see "Specifications" - Section C,
then install and tighten to the specified
torque, see "Specifications" - Section C
13
Figure 16
Rocker Shaft Free Play Adjustment
1 Steering Gear Housing
2 Screwdriver
3 Adjuster Screw
21 Temporarily install the steering wheel
Attach a spring balance as previously
described and measure the effort required
to move the wheel Turn the rear rocker
shaft adjuster screw clockwise to push the
teeth into mesh with the teeth on the main
nut Adjust this mesh condition by turning
the adjuster screw anti-clockwise in small
increments, Figure 16, until the specified
value has been attained, see "Specifi-
cations" - Section C
22 Install the rear rocker shaft adjuster locknut
and tighten to the specified torque, see
"Specifications" Section C Recheck
adjustment
23 Adjust the forward rocker shaft by turning
the adjuster screw clockwise to mesh the
teeth with the rear rocker shaft teeth
Adjust this mesh condition by turning the
adjuster screw anti-clockwise in small
increments whilst measuring the effort
required to turn the steering wheel, see
"Specifications" - Section C
 PART 9-STEERING SYSTEMS
Figure 17
Steering Drop Arm Installation
1 Steering Drop Arm Nut
2 Felt Washers
24 Install the forward rocker shaft adjuster
screw locknut and tighten to the specified
torque, see "Specifications" Section C
Recheck adjustment
25 Remove the tape from the rocker shaft
splines and install the steering drop arms
on the shafts with sufficient felt seals to
fill the gap between the drop arms and
the gear housing, Figure 17
26 Install the lockwashers and nuts and
tighten to the specified torque, see
"Specifications" Section C
14
INSTALLATION
I nstallation of the steering gear follows the
removal procedure in reverse On installation,
observe the following requirements
• Fill the steering gear housing with the
correct grade and quantity of oil, see
"Specifications" - Section C
• Tighten all nuts and bolts to the correct
torq ues, see "Specificati ons"
Section C
Units with power assisted steering only
• Fill the power steering reservoir with
the correct grade and quantity of oil,
see "Specifications" - Section C
• Operate the steering several times with
the engine running to expel all air from
the system, then re-check the oil level
To overhaul the hydraulic cylinders refer to
Chapter 4 Section C Power Assisted Steering
Cylinders Overhaul
 CHAPTER 8 - - - - - - - - - - - -

C. SPECIFICATIONS AND SPECIAL TOOLS.

SPECIFICATIONS

OIL CAPACITIES

Steering Box Oil Capacity Imp. Pts. 1.3

U.S. Pts. 1.5
Litres 0.7

* Power Assisted Steering Imp. Pts. 3.2

System Oil Capacity U.S. Pts. 3.8
Litres 1.8

Steering' Wheel Ratio 16.67:1

Steering Wheel Turns 4.45

(Lock-to- Lock)

Power Steering Pump Imp. Gal./Min. 3.0

Capacity at 1000 U.S. Gal./Min. 3.6
Rev./Min. Litres/Min. 13.6

Pump Pressure Relief Ibf/in2 550-650

Valve Setting bar 45-52

*Fill the reservoir to within 0.75-0.88 in. (19-22 mm) of the bottom of the filler neck.

LUBRICANTS See "Operators Manual"

THREAD SEALANT Ford Specification ESE M4G 140A (Loctite 221)

PRE-LOAD TORQUES MEASURED AT STEERING WHEEL

Ford 2910, 3910 Ford 2910, 3910

4110 Manual 4110 Power Assisted
Steering Steering

Shimming of Steering Shaft 1.4- 2.2 Ibf 3.0~4.6 Ibf

(2.0 - 3.0 Nf) (4.2 - 5.8 Nf)

Rear Rocker Shaft Adjustment 5.5-7.4Ibf 6.6 8.91bf

(7.4-10.0 Nt) (8.9 -12.1 Nt)

Front Rocker Shaft Adjustment 8.0 9.01bf 9.7 -1 0.8 Ibt

(10.9 -12.2 Nt) (13.1-14.7 Nf)

15
 PART 9-STEERING SYSTEMS

SHIMS

Location Shim Thickness

Manual Steering Gear

Upper Column Extension'to o 5, 0 13, 0 25 mm
Gear Housings (0002,0005,0010 in )

Power Steering Gear

Control Valve Housing to o 05, 0 13, 0 25 mm
Gear Housing (0002,0005,0010 in )

TORQUE SPECIFICATIONS Ibf ft Nm Mkg

Upper Column Extension Retaining Bolts 38 51 52
Valve Housing to Steering Gear Housing Retaining
Nuts Power Assisted Steering Only 41 55 56
Valve Housing to Steering Gear Housing Retaining
Bolt Power Assisted Steering Only 38 51 52
Rocker Shaft Cover Plate
Retaining Bolts 20 27 28
Rocker Shaft Adjuster Screw Locknut 26 35 36
Oil Filler Plug 7 9 10
Steering Gear to Transmission Housing
Retaining Bolts 65 88 90
Steering Drop Arm Retaining Nut 127 173 175
Steering Drop Arm to Drag Link
Retaining Nut 40 55 56
Steering Wheel to Steering Shaft
Retaining Nut 70 95 97

SPECIAL TOOLS

DESCRIPTION v. L. CHURCHILL NUDAY

TOOLS TOOLS

Pilot Bearing Puller 954C 9527

Pulling Attachment 1001 9196

16
 PART 9
STEERING SYSTEMS

Chapter 9
HYDROSTATIC STEERING SYSTEM
FORD 5610, 6610 AND 7610
Section Page
A HYDROSTATIC STEERING SYSTEM
DESCRIPTION AND OPERATION
B POWER STEERING PUMP, RESERVOIR AND PIPES-
OVERHAUL 2
C HYDROSTATIC STEERING MOTOR OVERHAUL 4
D HYDROSTATIC STEERING CYLINDER - OVERHAUL 5
E TROUBLE SHOOTING, PRESSURE TESTING,
SPECIFICATIONS AND SPECIAL TOOLS 8

(i)
 CHAPTER 9

A HYDROSTATIC STEERING SYSTEM - DESCRIPTION AND OPERATION

Figure 1
Hydrostatic Steering System Ford 5610, 6610 and 7610
1 Steering Motor Assembly 6 Oil Cooler
2 Tie Bar 7 Power Steering Pump
3 Left Hand Spindle Arm 8 Oil Reservoir
4 Front Axle 9 System Relief Valve
5 Steering Cylinder

The Ford 5610, 6610 and 7610 tractors with
straddle mount type cabs now feature a
hydraulic power steering system similar to
the system utilised on 6710 and 7710
tractors with flat deck type cabs
On four wheel drive tractors the front
steering cylinder is integral with the axle
assembly

The steering motor is housed within a

The component parts of the system, Figure 1,
are serviced separately and consist of the
steering column shaft and bracket assembly,
steering motor, front steering cylinder
(except front wheel drive axles), power
steering pump and reservoir, an oil cooler
and the hoses and tubes required to connect
the system
steering column and bracket assembly which
bolts to the forward aperture in the top of the
transmission housing The lower end of the
steering motor protrudes into the trans-
mission and a steel plate with a sculptured
polyeurathane insert is used between the
bracket and transmission housing to seal the
transmission aperture

1
 PART 9- STEERING SYSTEMS
The steering wheel is attached to the steering
column shaft, which rotates within the
steering column and bracket assembly A
short steel sleeve secured by bolts couples
the steering column shaft to the steering
motor input shaft
Power steering oil is circulated to the
steering motor by the power steering pump,
which is mounted behind the engine front
cover plate on the left hand side of the
engine, and is driven by the engine timing
gears
The pump has an integral oil reservoir which
includes an intake filter Oil circulating within
the system returns to the reservoir via an oil
cooler
A single double acting hydraulic steering
cylinder is transversely mounted behind the
two wheel drive front axle
B. POWER STEERING PUMP, RESERVOIR AND PIPES-OVERHAUL
For service repair procedures refer to
Chapter 3, as the power steering pump in
similar to the pump installed on 6710 and
7710 tractors The differences between the
pumps are as follows
• The 5610/6610/7610 steering pump is
flow controlled and has a flow control
spool located within the pump body
2
The cylinder end of the assembly is bolted to
the left hand side of the axle and the rod end
to the right hand side of a tie bar which
connects the right and left hand spindle
arms The cylinder piston is centrally
mounted on the piston rod so that surfaces of
equal area are presented to the operating oil
and resultant forces ensure identical left and
right hand steering performance
The pressure relief valve for the steering
system is incorporated within the steering
motor and protects the components of the
system from overload
The pump is flow controlled to give consist-
ent steering system performance at all engine
speeds
Specific operation of the steering motor
control valve and metering sections are
detailed in Chapter 6
• The 5610/6610/7610 steering pump
does not have an integral relief valve The
system relief valve is located within the
steering motor assembly
Service repair procedures which apply only
to the 5610/6610/7610 steering pump
reservoir and pipes are as follows
 CHAPTER 9

R-8-490 .Q
Figure 2 Figure 3
Power Steering Pump Power Steering Pipe Clamp Positions
Ford 5610, 6610 and 7610 Ford 5610, 6610 and 7610

1 '0' Ring Seal 6 Pressure Port A 032 047in (80-120mm)

2 Flow Control Spool 7 Pump Rear Cover 8=512 551 in (1300-1400 mm)
3 '0' Ring Seal 8 Pump Body Assembly C 512-551 in (1300-1400 mm)
4 Lower Plug 9 Upper Plug D 138-217 in (350-550mm)
5 Spring E=472 512in (1200-1300mm)

FLOW CONTROL VALVE POWER STEERING PIPES

Remove the steering pump reservoir
retaining bolt and pull off the reservoir
casing
2 Remove the flow control valve plug and
withdraw the flow control spool and
spring, Figure 2
3 Examine the flow control spool for wear
or damage
The power steering pipes are supported at
intervals along their length by clamps which
prevent deterioration of the pipes due to
vibration
The correct positioning of the clamps,
Figure 3, is critical and should be observed
whenever power steering pipes are removed
and refitted

4 Renew the '0' ring seals around the

upper and lower control valve plugs prior
to re-assembly

5 Re-assemble the flow control valve com-

ponents to the pump rear cover and
tighten the plugs to the correct torque,
See "Specifications" - Section E

3
 PART 9-STEERING SYSTEMS

C HYDROSTATIC STEERING MOTOR OVERHAUL

For service repair procedures refer to

Chapter 6 as the steering motor is similar to
the motor installed on 6710 and 7710
tractors The difference between the motors
is as follows

• The 5610/6610/7610 steering motor

incorporates the steering system relief
valve

Service repair procedures which apply only

to the 5610/6610/7610 steering motor are
as follows

REMOVAL .Q

Figure 4
Remove the gearshift linkage assembly Steering System Relief Valve
from the transmission top cover, refer to
"Transmission System" - PART 5 1 Steering Column Shaft and Bracket Assembly
2 Relief Valve Port
3 Relief Valve Spool
4 Spring
2 Unscrew and withdraw the nut and 5 '0' Ring Seal
through bolt securing the steering 6 Relief Valve Cap
column sleeve to the steering motor input 7 Shims
shaft

3 Remove the steering pipe connections at 2 Withdraw the relief valve components,
the steeri ng motor Figure 4, from the motor assembly

4 Unscrew and remove the bolts securing

the steering motor mounting bracket to
3 Check that the relief valve components
the steering column and bracket
assembly are in good condition and that the relief
valve spool is free from nicks or
scratches
5 Withdraw the steering motor assembly
from the tractor
Relief valve operating pressure is depen-
dent upon the thickness of shims in the
SYSTEM RELIEF VALVE valve cap For pressure setting procedure
refer to "Pressure Testing" - Section E
Note: The steering system relief valve is
accessible without having to remove the
steering motor from the tractor
4 Install the relief valve components to the
steering motor and tighten the valve cap
Unscrew the relief valve plug from the to the correct torque, see "Specifica-
body of the steeri ng motor tions" Section E

4
 CHAPTER 9

INSTALLATION • Purge the air from the system by starting

the engine and turning the front wheels
Installation of the steering motor assembly from lock-to-Iock several times If
follows the removal procedure in reverse On necessary, add oil to the reservoir
installation observe the following
requirements

Repeat until steering is normal and the oil

• Tighten all nuts, bolts and connections to level in the reservoir remains constant For
the correct torques, see "Specifica- the correct grade and quantity of oil see
tions" Section E "Specifcations" Section E

D HYDROSTATIC STEERING SYSTEM CYLINDER OVERHAUL

REMOVAL 3 Remove the retaining nut and separate

the taper securing the ball joint assembly
Place the front wheels in the straight to the left- hand side of the axle
ahead position

4 Remove the retaining nut and separate

the taper securing the ball joint on the
2 Disconnect the flexible feed pipes at the piston rod, from the lug on the right hand
cylinder and cap the exposed pipe ends end of the tie bar

R-8-493 Q

Figure 5
Steering Cylinder Assembly

1 Clamp 6 Bearing Bush 11 Wiper Seal

2 Ball Joint 7 Gland Seal 12 Piston
3 Wiper Seal 8 Piston Rod 13 Piston Seal Pack
4 Gland Seal 9 Ball Joint 14 Gland-to-Cylinder Seals
5 Bearing Bush 10 Clamp 15 Gland and Tube Assembly

5
 PART 9-STEERING SYSTEMS
R-8-489
Figure 6
Steering Cylinder Disassembly
Wrench, Tool No FT8530 or Similar
2 Cylinder
3 Gland and Tube Assembly
DISASSEMBLY
1 Thoroughly clean the steering cylinder
assembly of all dirt and grease using a
suitable solvent
2 Loosen the retaining clamps and un-
screw the two ball joint ends
3 Secure the cylinder body between the
soft jaws of a vice and unscrew and
remove the cylinder gland and tube
assembly, Figure 6, using Tool No
FT8530, or a similar proprietary adjus-
table 'C' wrench
4 Carefully withdraw the piston and rod
assembly from the cylinder
INSPECTION AND REPAIR
Clean all parts with a suitable solvent and
dry with a lint-free cloth or air
6
A
Figure 7
Piston Seal Pack
1 Wear/Bearing Ring
2 Inner Soft Back-up Seal
3 Piston/Rod Assembly
4 Wear/Bearing Ring
5 Outer Piston Seal
2 Visually inspect all parts for signs of
scoring, damage or distortion
NOTE: The cylinder assembly and the gland
and tube assembly are not serviced, and, if
damaged, a new power steering cylinder
must be installed
3 Remove the wiper seal from the cylinder
assembly
4 Carefully note the relative positions then
remove the seals and back-up seals from
the cylinder the gland and tube assembly
and the piston
5 Remove the bearing bushes in both the
cylinder and gland and tube assemblies
The bushes, which are hard and brittle,
should be carefully broken up with a
screwdriver or small chisel Install the
new bushes so that the spring tabs locate
securely in the internal locating grooves
 CHAPTER 9

RE-ASSEMBlY

Re-assembly of the power steering cylinder

follows the disassembly procedure in re-
verse On re-assembly observe the following
requirements

• Install new bearing bushes oil seals,

back-up seals and wipers Use power
steering oil to lubricate the seals as an aid
to assembly

• Tighten all bolts and nuts to the correct

torq ues, see "S pec ifications"
Section E

INSTALLATION
Replacement of the steering cylinder as-
sembly follows the removal procedure in
reverse The following adjustment procedure
must be observed
Figure 8
Steering Cylinder Port and Clamp Orientation
Cylinder Port Left Hand Side
2 Cylinder Port, Right Hand Side
3 Ball Joint Clamp. Anchor End
4 Ball Joint. Anchor End
5 Ball Joint, Tie Rod End

Screw the anchor end ball joint fully into

the cylinder extension tube Unscrew the
ball joint by a fraction of a turn until the
cylinder ports are at the angular relation-
ship shown in Figure 8
2 Position the anchor end ball joint clamp
at the correct angular position to the ball
joint and tighten the clamp bolt to the
correct torque, see "Specifications"-
Section E
3 Compress the cylinder rod until the
piston is felt to have bottomed in the
cylinder bore
4 Assemble the anchor end ball jOint taper
to the anchor point on the left hand side
of the axle Tighten the nut to the
specified torque
5 Rotate the right hand spindle to simulate
a right hand turn until the spindle stop
contacts the stop on the axle housing
6 Extend the cylinder rod from the fully
compressed position by 0 12-0 38 in
(30-95 mm)
7 Adjust the position of the tie rod end ball
joint on the piston rod until the joint
aligns with the hole in the tie rod lug
Install the joint and tighten the bolt and
clamp bolt to the correct torques, see
"Specifications" - Section E
8 With the front wheels in the straight
ahead position, adjust the tie bar length
at the left hand end to obtain a toe-out of
0-0 5 in (0-13 mm) measured at the
wheel rim at hub height
9 After adjusting the toe-in and installing
the cylinder, check the spindle stops
contact their respective axle housing
stops on full right-hand and left-hand
turns
10 Purge the air from the system by starting
the engine and turning the front wheels
from lock-to-Iock several times If nece-
ssary, add oil to the reservoir Repeat until
steering is normal and the oil level in the
reservoir remains constant For the cor-
rect grade and quantity of oil, see
"Specifications" - Section E

7
 PART 9-STEERING SYSTEMS

E. TROUBLE SHOOTING PRESSURE TESTING SPECIFICATIONS

AND SPECIAL TOOLS
TROUBLE SHOOTING
I M PO RTANT: Whenever effecting a repair the reason for the cause of the problem must be
investigated and corrected to avoid repeat failures

PROBLEM POSSIBLE CAUSES REMEDY

No steering or 1 Incorrect oil level in reservoir 1 Fi II with the correct

excessive effort grade and quantity of oil
required to steer
2 Air in system 2 Check for loose con-
nections or damaged
tubing Purge system of
air
3 Steering System relief valve 3 Check system pressure
faulty
4 Worn Pump 4 Inspect and repair
5 Leaking power cylinder 5 Inspect and repair

Broken or damaged steering Inspect, and replace if

column flange and insulator required
assembly

Damaged or worn metering Inspect, and replace if

element required

Steering wanders 1 Excessive play in steering 1 Inspect, and replace if

linkage ball joints required

Leaking power cylinder I nspect and repair

Incorrect valve spool shimming Check and adjust

adjustment

Damaged or worn metering I nspect, and replace if

element required

Front wheels surge 1 Leaking power cylinder 1 I nspect and repair

when steering
Damaged or worn metering I nspect and replace if
element required

Noisy Pump 1 Incorrect oil level in reservoir 1 Fill with the correct
grade and quantity of oil
2 Air in system 2 Check for loose can·
nections or damaged
tubing Purge system of
air
3 Water in oil 3 Drain and renew the oil

8
 CHAPTER 9

PRESSURE TESTING 6 Remove the system relief valve from the

steering motor "System Relief Valve"-
Disconnect the pump to motor pressure Section C
tube and insert "T" fitting Tool No 0838
and reducer Tool No 0724
7 Add or Subtract shims as required from
2 Attach hose Tool No FT4100-1 or 7099 between the relief valve cap and spring
and pressure gauge Tool No FT8503-A
or 2028 to the reducer

3 Start the engine 8 Re-assemble the relief valve

4 Turn the steering wheel and observe the

pressure obtained when the steering 9 Re-test the system relief valve pressure
reaches the steering stop on the axle

IMPORTANT: Hold the steering wheel 10 When the adjustment is correct remove
against the stop just long enough to obtain the pressure test equipment and re-
an accurate reading connect the pump pressure pipe

5 Compare the pressure gauge reading

with the specified pump relief valve 11 Check the oil level in the reservoir and
setting, see "Specifications" - Section E inspect for leaks

SPECIFICATIONS
Power Steering Oil Ford M2C41-A

Steering System Oil Capacity 37 Imp Pints

44 U S Pints
2 1 Litres

Steering Wheel Turns 3 7 Two Wheel Drive Axle

(Lock to Lock) 44 Four Wheel Drive Axle

Steering System Pressure 1600 ± 50 Ibf/in

Relief Valve Setting 1103 ± 34 bar
112 5 ± 3 5 kgf/cm

Steering Pump Capacity at 1000 rpm 3 0 Imp Gals/min

3 6 U S Gals/min
13 6 Litres/min

Pump Gearface Maximum Runout 0001 in (00254 mm)

Pump Gearface Maximum Width Difference 0001 in (00254 mm)

System Relief Valve Shim Sizes 0005 in (0 128 mm)

0010 in (0254 mm)
0015 in (0382 mm)

Steering Motor Shim Sizes 00025 in (0 064 mm)

0005 in (0 128 mm)
0010 in (0254 mm)
0030 in (0762 mm)

9
 PART 9-STEERING SYSTEMS

TORQUE SPECIFICATIONS

fbf ft Nm Mkg

Steering Wheel Nut 40 55 56

Steering Column Support Bracket Transmission Housing Bolts 110 150 154
Steering Motor Bracket to Column Bracket Bolts 33 45 47
Steering Shaft to Motor Coupling Bolts 23 31 32
Steering Motor to Mounting Bracket Bolts 18 25 26
Steeri ng Motor Upper Cover Screws 20 27 28
Steering Motor End Cover Bolts 17 23 24
Steering Motor Hydraulic Pipe Connections 27 36 37
Steering Pipe Clamp Bolts 9 12 12
Right and Left Turn Flexible Hose to Rigid Pipe Connections 25 34 35
Steering Cylinder Ball Joint Adjuster Clamp Bolt
Cylinder to Anchor 82 110 11 4
Piston Rod to Tie Bar 10 14 15
Steering Cylinder Ball Joint Nuts 220 300 321
Steering Cylinder Gland and Tube to Cylinder 200 271 277
Steering System Pressure Relief Valve Cap 18 24 25
Steering Pump Body Through Bolts 26 35 36
Steering Pump Drive Gear Nut 31 42 43
Steering Pump to Front Cover Bolt 23 31 32
Steering Pump Reservoir Bolt 12 16 17

SPECIAL TOOLS
(Prior Tool Numbers, where applicable, shown in brackets)

V. L. CHURCHILL NUDAY
DESCRIPTION TOOL NO. TOOL NO.

Pressure Gauge FT8503A 2028 (0-22)

"T" Adaptor 0838 (0-8 1)

Reducer 0724 (0-17)
Hose FT41 00-1 7099 (0-19-HP)

10
 PART 9
STEERING SYSTEMS

Chapter 10
HYDROSTATIC STEERING SYSTEM
FORD 3230, 3430, 3930, 4130 and 4630

Section Page

A HYDROSTATIC STEERING SYSTEM - DESCRIPTION

AND OPERATION

B STEERING MOTOR - OVERHAUL 8

C STEERING CYLINDER - OVERHAUL 17

0 TROUBLE SHOOTING AND PRESSURE TESTING 20

E SPECIFICATIONS AND SPECIAL TOOLS 21

A. HYDROSTATIC STEERING SYSTEM - DESCRIPTION

AND OPERATION

DESCRIPTION • Steering column operated steering

motor
The steering system consists of the following
components -

• An axle mounted steering actuating

• Engine mounted hydraulic pump cylinder

1
- - - - - - - - - PART 9 STEERING SYSTEM - - - - - - - - - -

engine and is driven from the engine timing

gears, Figure 1, and driven at crankshaft
speed The pump contains two spur gears, an
integral oil reservoir and an oil filter The
operating principle is identical to that of the
main hydraulic system pumps

Oil is drawn from the reservoir and into the

pump, it is then pressurised by the rotation of
the gears then expelled into the pump outlet
port The steering motor directs oil to the
steering actuating cylinder when the steering
wheel is turned, The steering motor incorpo-
rates a metering unit which regulates the vol-
ume of oil supplied to the cylinder so that it is
Figure 1 proportional to the angular movement of the
Steering Motor Pump Assembly steering wheel, This metering unit in combi-
1 Reservoir 2 Oil Cooler 3 Pump nation with suction valves also allows the
steering to be manually operated without
pressurised oil being supplied from the pump,
The steering system hydraulic pump is a gear The valve of the steering motor is of the open
type unit mounted on the left hand side of the centre design

Figure 2
Steering System Circuit
(Shown In Left Turn Position)
1 Steering Motor 2 Oil Cooler 3 Pump 4 Steering Cylinder

Pressure Oil Return Oil

2
-------------------------CHAPTER10-------------------------
Neutral Position - Figure 3
Pressurised oil from the power steering pump
enters the valve body at port P The oil flows
through the check valve past the relief valve
and through the radial holes in the outer valve
sleeve to the center of the inner valve sleeve
The radial holes in the outer valve sleeve are
indexed to grooves in the inner valve sleeve
In the neutral position the oil flows through the
hollow inner valve sleeve and returns to the
reservoir via point '1'
Passage to ports 'L' and 'R' leading to the cyl-
inder are blocked by the valve sleeves Oil
contained in the tubes and cylinder is trapped
and the cylinder remains statiC, with the front
wheels set in the straight ahead position
The system is fully hydraulic and as such
there is no road feel or front wheel reaction
transmitted to the steering wheel

Figure 3
Steering Schematic - Neutral
1 Suction Valve 4 From Pump 7 Inner Valve Sleeve
2 Return To Pump 5 Check Valve 8 Outer Valve Sleeve
3 Relief Valve 6 Rotor 9 Steering Cylinder Connections

D Trapped Oil ~ Pump Oil

3
- - - - - - - - - PART 9 - STEERING SYSTEM - - - - - - - - -

Left Turn - Figure 4
Turning the steering wheel to the left rotates
the inner valve sleeve which aligns grooves in
the inner sleeve with holes in the outer sleeve
so that oil from the pump flows through the
sleeves and enters the metering unit Since
the metering unit rotor is being turned
counter-clockwise, the oil flows through the
valve assembly to the port 'L' From port 'L'
the pressurised oil flows to the piston side of
the power steering cylinder and causes the
front wheels to turn left
The oil contained in the rod side of the cylinder
returns to the control valve through port 'B'
and is directed back to the reservoir through
port 'T'

Figure 4
Steering Schematic - Left Turn
1 Suction Valve 4 From Pump 7 Inner Valve Sleeve
2 Return To Pump 5 Check Valve 8 Outer Valve Sleeve
3 Relief Valve 6 Rotor 9 Steering Cylinder Connections
Pressurised Oil ~ Return OU

4
------------------------CHAPTER10------------------------
Right Turn - Figure 5
Turning the steering wheel to the right rotates
the inner valve sleeve which aligns the
grooves in the inner sleeve with holes In the
outer sleeve so that the oil from the pump
flows through the valve sleeves and enters
the metering unit Since the metering unit ro-
tor is being turned clockwise, the oil flows
through the valve assembly to the port 'R'
From port 'R' the pressurised oil flows to the
rod side of the power steering cylinder and
causes the front wheels to turn right
The oil contained in the piston side of the cyl-
inder is forced out and returns to the control
valve 'L' port and is directed back to the reser-
voir through port '1'

Figure 5
Steering Schematic - Right Turn
1 Suction Valve 4 From Pump 7 Inner Valve Sleeve
2 Return To Pump 5 Check Valve 8 Outer Valve Sleeve
3 Relief Valve 6 Rotor 9 Steering Cylinder Connections
o Pressurised Oil ~ Return Oil

5
- - - - - - - - - PART 9 - STEERING SYSTEM - - - - - - - - -

Manual Right Turn - Figure 6
In the event of a power steering pump failure
or loss of oil pressure, the power steering sys-
tem can be operated manually Turning the
steering wheel rotates the metering unit rotor
which forces oil into the rod side of the power
steering cylinder On the suction side of the
metering unit, return oil flows from the cylinder
and is drawn through the suction valve to feed
the metering unit

Figure 6
Steering Schematic - Manual Right Turn
1 Suction Valve 4 From Pump 7 Inner Valve Sleeve
2 Return To Pump 5 Check Valve 8 Outer Valve Sleeve
3 Relief Valve 6 Rotor 9 Steering Cylinder Connections
D Pressurised Oil t¢~¢~ Suction Oil

6
------------------------CHAPTER10------------------------
Manual Left Turn - Figure 7 When additional oil supply is required, as in
Turning the steering wheel rotates the meter- making a left turn, additional oil is drawn from
ing unit rotor which forces oil into the piston the power steering reservoir through the suc-
side-of the power steering cylinder tion valve to the metering unit

Figure 7
Steering Schematic - Manual Left Turn
1 Suction Valve 4 From Pump 7 Inner Valve Sleeve
2 Return To Pump 5 Check Valve 8 Outer Valve Sleeve
3 Relief Valve 6 Rotor 9 Steering Cylinder Connections

D Pressurised Oil ~ Suction Oil

7
- - - - - - - - - PART 9 - STEERING SYSTEM - - - - - - - - -

B. STEERING MOTOR .. OVERHAUL

Figure 8 Figure 9
Steering Motor Installation Steering Motor Retaining Bolts
1 Supply/Return 2 Metering Unit 1 Retaining Bolts 2 Steering Column
Pipes (4 off)

REMOVAL 2 Invert the steering motor and remove the

seven end plate securing bolts,
Position the tractor on a hard level sur- Figure 10
face Apply the parking brake Remove
the drive belt guard where fitted Support
a suitable container under the steering NOTE: One bolt has a pin connected to
pump the end which forms part of the check
valve assembly

2 Disconnect the pressure and return pipes

from the pump and allow the oil to drain
Plug the ends of the pipes and the pump
ports

3 Remove the instrument console lower

panels from inside the cab Disconnect
the four supply/return tubes from the
steering motor, Figure 8, and cap the
ends of the tubes

4 Remove the four bolts situated at the base

of the steering column, Figure 9, and
slide the steering motor from the upper
section of the steering column

DISASSEMBL Y
Figure 10
Remove the four tube connections from Removing End Plate Securing Bolts
the steering motor 1 Pin Bolt

8
------------------------CHAPTER10------------------------

Figure 11 Figure 13
End Plate Removal Removing Rotor Drive Shaft
1 End Plate 3 Metering Unit 1 Rotor Drive Shaft
2 '0' Ring Seal 4 Rotor Cap 2 Steering Motor Housing

3 Remove the end plate, 'a' ring seal and 5 Remove the valve plate and its 'a' ring
rotor cap, Figure 11 seal from the motor housing

4 Remove the metering unit from the steer- 6 Lift out the rotor drive shaft, Figure 13
ing motor housing together with its 'a' ring
seals Figure 12 Note the mating sur-
7 Unscrew the check valve threaded bush-
faces of the metering unit and valve plate
ing, Figure 14, and shake out the check
for correct re-assembly
valve ball and suction valve assemblies

Figure 12 Figure 14
Removing Metering Unit Unscrewing Check Valve Bushing
1 '0' Ring Seals 3 Metering Unit 1 Suction Valve As- 2 Check Valve Loca-
2 Valve Plate semblies tion

9
- - - - - - - - - PART 9 - STEERING SYSTEM - - - - - - - - -

~4I--"~----;CD

@-------.o

&--0
31-----...,.,.;;::;..ot

Figure 15 Figure 16
Relief Valve Removal Removing Valve Sleeves from Motor Housing
1 Plug 4 '0' Ring 1 Motor Housing 2 Valve Sleeves
2 Spring 5 Setting Plug
3 Spool

8 Remove the relief valve assembly from 10 Remove the retaining ring, bearing race,
the drive end of the motor housing, needle bearing and thrust washer from
Figure 15 the valve assembly, Figure 17

9 Remove the inner and outer valve sleeves

complete with bearing race, needle bear-
ing and thrust washer, by pressing the as-
sembly out of the housing Figure 16

Figure 17
NOTE: The drive pin through the valve
Valve Sleeve Bearing
sleeves must be kept horizontal during
1 Needle Bearing 4 Retaining Ring
this operation The pin is visible through 2 Thrust Washer 5 Outer Valve Sleeve
the open end of the valve sleeve 3 Bearing Race 6 Inner Valve Sleeve

10
------------------------CHAPTER10------------------------

• • • •
•
\------ ....
• •

Figure 18 Figure 19
Removing Leaf Springs Removing Drive Pin From Valve Assembly
1 Leaf Spring 2 Driver Bar 1 Inner Valve Sleeve 3 Outer Valve Sleeve
2 Driver 4 Drive Pin

11 Push the leaf springs from the valve as- up ring from within the steering motor
sembly Note the arrangement of the housing
leaves for correct re-assembly,
Figure 18

INSPECTION

12 Push the drive pin completely from the

valve assembly with a suitable driver,
Figure 19
Wash all parts in a suitable solvent to re-
move any foreign particles and dry with a
clean lint free cloth or compressed air

13 Disassemble the valve by carefully push-

ing the inner sleeve from the outer sleeve
2 Inspect the inner and outer valve sleeves
for burrs, damage or wear Minor burrs or
scratches can be removed with a fine
abrasive After use of abrasive material
ensure that all parts are thoroughly
14 Remove the upper '0' ring seal and back- washed and cleaned prior to re-assembly

11
- - - - - - - - - PART 9 STEERING SYSTEM - - - - - - - - -

4 Remove the metering unit rotor from the

stator, Figure 20 and inspect both com-
ponents for damage and wear
®

5 Discard all '0' ring seals and replace with

new seals on re-assembly An exploded
view of the steering motor is shown in
Figure 21

RE~ASSEMBL Y
Figure 20
Metering Unit Disassembly
1 Stator 2 Rotor

3 Check the leaf springs and if they are

cracked or showing signs of deterioration Install the inner valve sleeve into the outer
replace with new parts during re-assem- sleeve so that the slots for the leaf springs
bly align

@-------
~~--------------~

Figure 21
Steering Motor - Exploded View
1 Drive Pin 8 '0' Ring 14 Check Valve Plug 20 Ball
2 Outer Valve Sleeve 9 Rotor Cap 15 Check Valve Ball 21 Pin
3 Leaf Springs 10 Rotor 16 Relief Valve Assembly 22 '0' Ring
4 Bolts and Washers 11 Valve Plate 17 Seal 23 Bearing Assembly
5 End Plate 12 '0' Ring 18 Motor Housing 24 Ring
6 '0' Ring 13 Rotor Drive Shaft 19 Retaining Ring 25 Inner Valve Sleeve
7 Metering Unit

12
------------------------CHAPTER10------------------------

®
••

Figure 22 Figure 23
Installing Drive Pin Installing Leaf Springs
1 Drive Pin 3 Leaf Springs 1 Outer Valve 2 Leaf Springs
2 Outer Valve Sleeve 4 Inner Valve Sleeve Sleeve

2 Install the drive pin into the hole in the bearing race must be positioned with the
valve assembly, Figure 22, and press chamfer side facing the spool
into position

3 Position the two flat leaf springs in the slot

Install the curved springs between the flat
springs, Figure 23 Compress the ex-
tended ends of the spring and slide the
springs fully into the valve sleeves En-
sure the springs are centralised

Figure 24
4 Assemble the leaf spring retainer, bearing Valve Sleeve Bearing
1 Thrust Washer, 2 Leaf Spring Retain-
race, needle bearing and thrust washer Needle Bearing ing Ring
onto the valve assembly, Figure 24 The and Bearing Race

13
- - - - - - - - - PART 9 - STEERING SYSTEM - - - - - - - - -

Figure 25 Figure 26
'0' Ring and Back-Up Ring Installer Tool Installing Valve Sleeve Into Motor Housing
(Danfoss No SJ 150-9000-11) 1 Motor Housing 2 Valve Sleeve
1 '0' Ring and Back- 3 Outer Sleeve
Up Ring 4 Inner Rod
2 Guide

5 Lightly coat the '0' ring and back-up ring
with hydraulic fluid and position them onto
the seal installer guide, Figure 25
6 Assemble the guide into the end of the
tool inner rod
11 Install an '0' ring in the groove of the
steering motor housing, Figure 27
NOTE: Lubricate the 'O'ring with clean
hydraulic oil on assembly
12 Position the valve plate, Figure 27, on the
housing so that all the holes are aligned

7 Insert the outer sleeve of the tool into the

motor housing and push to the bottom
Slide the inner rod and guide to the bottom
of the outer sleeve

8 Press and turn the '0' ring and back-up

ring into position

9 Withdraw the inner and outer parts of the

tool from the housing, leaving the guide in
the housing

10 Firmly push the complete valve assembly

Figure 27
into the housing, Figure 26 This will push Valve Plate And Seal Installation
the seal guide from the housing, leaving 1 Valve Plate 3 '0' Ring Seal
the '0' ring and back-up seal in position 2 0' Ring Groove

14
------------------------CHAPTER10------------------------
Figure 28
Rotor Drive Shaft Alignment
1 Port Face 3 Pin Centre Line
2 Drive Pin 4 Scribe Line
13 Align the spool and sleeve assembly in
the housing so that the pin is positioned
parallel with the port face as shown in
Figure 28
14 Install the check valve ball into the large
bolt hole and install the threaded bushing
Install the two suction valve assemblies,
Figure 29
15 Scribe a reference line on the end of the
drive shaft parallel to the pin slot as show
in Figure 28
16 Position the drive shaft in the valve body
engaging the slot with the pin
15
Figure 29
Rotor Alignment
1 Scribe Line 3 Rotor Drive Shaft
2 Check Valve 4 Suction Valves
NOTE: Ensure that the spool pin and ref-
erence line remain parallel to the port
face
17 Install a new '0' ring onto the motor hous-
ing and place the valve plate in position
18 Assemble the metering unit rotor and sta~
tor and install new lightly greased '0' rings
to either side of the stator
19 Position the metering unit onto the valve
plate with the rotor posit.ioned as in
Figure 29 Align the holes in the valve
plate, stator and motor housing
When correctly installed, one rotor lobe
will be positioned centered on a stator
lobe as shown in Figure 29
- - - - - - - - - PART 9 - STEERING SYSTEM - - - - - - - - -

Figure 30 Figure 31
Rotor Cap Installation Bolt Tightening Sequence
1 Rotor Cap 1 Pin Bolt

20 Install the rotor cap, Figure 30 23 Install the steering motor in the tractor and
check to ensure the motor turns freely
without binding before connecting the tub-
ing and filling with oil

21 Install the end plate in position Align the

bolt holes and install the bolts Note the
position of the pin bolt Tighten the bolts in
two steps, first to 8 Ibf ft (10.8 Nm) and
24 Purge the air from the system by operat-
then to 21 Ibf ft (28 4 Nm) in sequence as
ing the steering system from lock to lock
shown in Figure 31
until the system functions correctly

25 Check and replenish the hydraulic oil res-

22 Install the relief valve assembly ervoir as necessary

16
------------------------CHAPTER10------------------------
C. STEERING CYLINDER - OVERHAUL
REMOVAL DISASSEMBL Y

Stand the unit on a hard level surface and

position the front wheel in the straight
With reference to Figure 32
ahead position

2 Disconnect the flexible pipes from the

cylinder and cap the open pipe ends
Thoroughly drain the cylinder of all oil from
both ports Recap the ports and
NOTE: Note the position of the flexible thoroughly clean the exterior so that the
pipes and the orientation of the internal parts will not be contaminated
connectors on the cylinder for
re-assembly

3 Remove the retaining nut and separate 2 Loosen the clamp bolts and remove the
the ball joint ends from the steering arms ball joint assemblies

Figure 32
Steering Cylinder Assembly
1 Clamp 8 Piston Ball Joint
2 Anchor-End Ball Joint 9 Rod and Piston Assembly
3 Rod Wiper 10 Wear Ring
4 Back-up Ring and '0' Ring 11 Piston Seal
5 Cylinder and End Assembly 12 '0' Ring
6 Bushing 13 Extension Tube and Gland Assembly
7 Rod Seal

17
- - - - - - - - - PART 9 - STEERING SYSTEM - - - - - - - - -
3 Install suitable fittings into the cylinder
ports so that the cylinder may be clamped
by the jaws of a vice without gripping on
the cylinder barrel
IMPORTANT: Do not clamp directly
around the cylinder barrel as distortion
and damage to the barrel will occur
4 Using an adjustable 'e' spanner
(FT 8530) unscrew and remove the
extension tube and gland assembly
5 Carefully withdraw the piston and rod
assembly from the cylinder
6 Remove the gland and piston seals
INSPECTION
Wash the cylinder components in a
suitable solvent and allow to air dry
2 Inspect the cylinder rod for damage Any
minor nicks or burrs may be relieved using
an abrasive stone
3 Inspect the inside of the cylinder barrel for
damage
4 Inspect the track control rod ball-joints for
looseness If any wear is evident renew
the joint
18
RE-ASSEMBL V
Install new '0' ring, piston seal and wear
rings on the piston
2 Install a new rod seal in the groove in the
glands Ensure the sealing lip faces
towards pressure
3 Install a new cylinder rod wiper seal into
the glands
4 Install a new seal onto the outer diameter
of the glands
5 Lubricate all seals and slide a gland
assembly onto the piston rod
6 Place the cylinder barrel in a vertical
position and insert the piston and rod
assembly
NOTE: Installation of the piston seal on
top of the '0' ring requires special care
Allow the seal to contract naturally before
attempting to install the piston and rod
assembly into the cylinder
7 Lightly coat the outer surface of the gland
and lead in area of the cylinder barrel with
a lithium base high melting point type
grease Gently screw the gland into the
barrel until fully seated
------------------------CHAPTER10------------------------

INSTALLATION

Installation of the steering cylinder and

track control rods follows the removal
!if!\/
----jf\----
I ' ~
procedure in reverse
\\,
-j--'-\
f3\
\.::V
\L'
y:;.'-./.
I, "0
~
~
2 Screw the anchor end ball joint fully into
the extension tube Unscrew the ball joint
/ !, \
a fraction of a turn and ensure the cylinder ~ Ii \
-32°~\
connectors are positioned as shown in
Figure 33 Tighten the clamp / 25°-.i..
Figure 33
Cylinder Port Orientation
1 Anchor End Ball-Joint
3 Compress the cylinder rod until the piston 2 Cylinder Port
3 Cylinder Port
bottoms in the cylinder

4 Assemble the anchor end ball joint to the

axle and tighten to the specified torque

5 Turn the right hand wheel to the full right

lock position

mm) measured on the wheel rim at hub

6 Extend the cylinder rod from the fully height
compressed position by 0 12 - 0 38 in
(30 - 95 mm)
9 After adjusting the toe-in and installing the
cylinder, check the axle housing stops on
full left and right turn

7 Adjust the piston rod ball joint until it aligns

with the lug on the steering arm Install the
joint and tighten to the correct torque 10 Fill the steering reservoir with oil to the
specified type and grade, see
'Specifications', and purge the air from the
system by starting the engine and turning
the wheels from lock to lock several times
8 With the front wheels in the straight ahead Repeat this until the steering operates
position, adjust the tie-rod at the left hand correctly Check the oil level and top-up if
end to achieve a toe - in of 0 - 0 5 in (0-13 necessary

19
- - - - - - - - - PART 9 - STEERING SYSTEM - - - - - - - - -

D. TROUBLE SHOOTING AND PRESSURE TESTING

IMPORTANT: When effecting a repair the cause of the failure must be corrected to avoid a repeat
failure

PROBLEM POSSIBLE CAUSE REMEDY

No steering or 1 Incorrect oil level in 1 Fill with the correct grade

excessive effort to reservoir
steer. 2 Air in system
3 Steering system relief valve
faulty
4 Worn pump
5 Leaking steering cylinder
6 Broken or damaged
steering column flange and
insulator assembly
7 Damaged or worn metering
unit
and quantity of oil
2 Check for loose
connections or damaged
tubing Purge system of air
3 Check system pressure
4 Inspect and repair
5 Inspect and repair
6 Inspect and replace as
required
7 Inspect and replace as
required

Steering wanders 1 Excessive play in steering 1 Inspect and replace as

linkage joints required
2 Leaking steering cylinder 2 Inspect and repair
3 Damaged or worn metering 3 Inspect and replace as
unit required

Front wheels surge 1 Leaking steering cylinder 1 Inspect and repair

when steering 2 Damaged or worn metering 2 Inspect and replace as
unit required

Noisy pump 1 Incorrect oil level in 1 Fill with the correct grade
reservoir and quantity of oil
2 Air in system 2 Check for loose
connections or damaged
tubing Purge system of air
3 Water in oil 3 Drain and renew the oil

20
------------------------CHAPTER10------------------------

PRESSURE TESTING IMPORT ANT: Hold the steering against

the stop just long enough to obtain an
accurate reading
Disconnect the pump to motor pressure
tube and insert "Tee" fitting (Tool No
0838 and reducer Tool No 0724)

5 Compare the pressure gauge reading

with the specified relief valve
2 Attach hose (Tool No FT4100-1 or 7099 specification
and pressure gauge (Tool No FT8503-A
or 2028) to the reducer

6 Remove and replace the relief valve if

3 Start the engine necessary

4 Turn the steering wheel and observe the

pressure obtained when the steering 7 Check the oil level in the reservoir and
reaches the steering stop on the axle inspect for leaks

E. SPECIFICATIONS AND SPECIAL TOOLS

SPECIFICATIONS

Pump
Oil Ford M2C41-A
Capacity 3 6 Imp Galls/Min 16 3 Litres/Min
Relief Valve Setting 1450 Ibf/in2 100 Bar
Flow Control at 1820 ERPM 70 Gall/min 32 Litres/Min

Steering Motor
Displacement 600 in 3/Rev 100 cm 3/Rev
Relief Valve Setting 1378 Ibf/in2 95 Bar

Steering Cylinder
Piston Diameter 200 in 508 mm
Stroke 832 in 211 3 mm

Steering Wheel Turns (Lock-to-Lock) 3 4 (Two Wheel Drive)

4 7 (Four Wheel Drive)

21
- - - - - - - - - PART 9 - STEERING SYSTEM - - - - - - - - -

TORQUE SPECIFICATIONS

Ibf.ft Nm kgf.m

Steering Wheel Nut 41 0 550 56

Steering Motor to Steering Column Bracket 170 230 23
Steering Shaft to Motor Coupling Bolts 170 230 23
Steering Motor to Bracket 320 430 44
Steering Motor End Cover 170 230 23
Steering Motor Couplings 190 260 27
Steering Cylinder Ball-joint Clamps 320 430 44
Steering Cylinder Ball-joint Nuts 1300 1760 180
Steering Cylinder Extension Tube to Cylinder 2000 271 0 275
Steering Pump Body Through Bolts 260 353 36
Steering Pump Drive Gear Nut 31 0 420 43
Steering Pump to Front Cover Bolt 230 31 2 32
Steering Pump Reservoir Bolt 120 163 17

SPECIAL TOOLS

V.L.CHURCHILL NUDAV DAN FOSS

DESCRIPTION TOOL No. TOOL No. TOOL No.

Pressure Gauge FT8503A 2028

"Tee" Adaptor 0838
Reducer 0724
Hose FT41 00-1 7099
Seal Installer Oanfoss No
SJ 150-9000-11

22
 E~
I\EW HOLLAI\D
New Holland North America, Inc, New Holland, PA
Printed in USA
Tractors
Series 10 (J)
Series 30
Part 10-
Front Axle
m
Part 11 -
Safety Cabs &
Platforms
JJ
Vol. 5
<
()
m
s:

c
»
40001020-5 11/95
r IReprinted I
 NOTE
Some of the information in this manual is reprinted from the previous Repair Manual as the
service information contained herein is equally applicable to the new Series 10 and Series
30 models. First check the appropriate section to see if the model has a specific chapter. If
no model is shown, the model numbers have been updated as follows:

From To

Ford 2600 Ford 2610

Ford 3600 Ford 3610, 2810, 3230, or 3430
Ford 4100 Ford 4110, 3910, or 3930
Ford 4600 Ford 4610, 4630
Ford 5600 Ford 5610
Ford 6600 Ford 6610
Ford 6700 Ford 6710
Ford 7600 Ford 7610, 7810*
Ford 7700 Ford 7710, 8210**

Tractor models 7810 and 8210 have been added to this manual. Both tractors utilize the
401 CID engine from the TW Series tractors. The engine repair information from the TW
Repair Manual is reprinted at the end of Section 1 for your benefit.

* The Model 7810 tractor is based on the Model 7610 tractor with the exception of a
modified, derated TW-5 engine. Repair procedures forthe 761 a should be followed except
for the engine proper. Refer to the TW-5 material for engine repair. One important
exception must be noted. The Model 781 a engine oil pump location and drive is the same
as the Model 7610.

** The Model 8210 tractor is based on the Model 7710 tractor with exception of a derated
TW-5 engine. Repair procedures for the 7710 should be followed except for the engine
proper. Refer to the TW-5 material for engine repair.

Both Models 7810 and 8210 utilize the same inline fuel injection pump used on the TW-5
tractor. Fuel delivery specifications vary. Any repair or adjustment must be carried out by
an authorized fuel injection repair service.

Ford New Holland, Inc.

 CONTENTS
Part 1 - Engine Systems ..................................... Vol. 1
Part 2 - Fuel Systems ........................................ Vol. 1
Part 3 - Electrical Systems
Chapter 1 to Chapter 8 .............................. Vol. 2A
Part 3 - Electrical Systems
Chapter 9 to Chapter 14 ............................. Vol. 2B
Part 4 - Clutches ............................................ Vol. 3
Part 5 - Transmission Systems ............................... Vol. 3
Part 6 -Power Take-Off ...................................... Vol. 3
Part 7 - Rear Axle & Brakes .................................. Vol. 4
Part 8 - Hydraulic Systems ................................... Vol. 4
Part 9 - Steering Systems .................................... Vol. 4

Part 10 - Front Axle ..................... Vol. 5

Part 11 - Safety Cabs & Platforms ....... Vol. 5
Part 12 - Separating the Tractor .............................. Vol. 6
Part 13 - Accessories & General .............................. Vol. 6
Part 14 - Model Derivatives ................................... Vol. 6
 PART 10
FRONT AXLE

Chapter 1
ROWCROP AXLE-FORD 2610,3610 AND 4110
Section Page
A. DESCRI PTION
B. ADJ USTM ENTS 4
C. FRONT WHEEL SPINDLE OVERHAUL 8
D. RADIUS ROD AND BALL CAP OVERHAUL 11
E. FRONT AXLE AND SUPPORT OVERHAUL 12

Chapter 2
ROWCROP AXLE - FORD 4610
Section Page
A. DESCRIPTION 1
B. ADJUSTMENTS 3
C. FRONT WHEEL SPINDLE OVERHAUL 6
D. FRONT AXLE OVERHAUL 10

Chapter 3
ROWCROP AXLE- FORD 5610,6610 AND 7610
Section Page
A. DESCRIPTION
B. ADJ USTM ENTS 4
C. FRONT WHEEL SPINDLE OVERHAUL FORD 561O,
6610,7610 WITH POWER ASSISTED STEERING 8
D. STEERING CENTRE ARM OVERHAUL FORD 561O,
6610,7610 WITH POWER ASSISTED STEERING 10
E. FRONT AXLE OVERHAUL 11

(i)
 Chapter 4
ROWCROP AXLE
FORD 6710,7710,7910 AND 8210
Section Page
A. DESCRIPTION
B. ADJUSTMENTS 3
C. FRONT WHEEL SPINDLE OVERHAUL 6
D. FRONT AXLE OVERHAUL 9

Chapter 5
FRONT WHEEL DRIVE TRANSFER BOX
FORD 2610, 3610,4110 AND 4610 WITH
AE1 -149, AE1 -169 AND AE2-169 TYPE AXLES
Section Page
A. TRANSFER BOX- DESCRIPTION AND OPERATION
FORD 2610, 3610, 4110 AND 4610 1
B. TRANSFER BOX REMOVAL AND INSTALLATION 2
C. TRANSFER BOX GEAR TRAIN OVERHAUL
FORD 2610 AND 3610 4
D. TRANSFER BOX GEAR TRAIN OVERHAUL
FORD 4110 AND 4610 8
E. SLIDING COUPLING OVERHAUL 12
F. MULTI-PLATE CLUTCH OVERHAUL 14
G. TRANSFER BOX DRIVE GEAR OVERHAUL 18

Chapter 6
FRONT WHEEL DRIVE AXLE ASSEMBLY-
FORD 2610, 3610,4110 AND 4610 WITH
AE1-149, AE1-169 AND AE2-169 TYPE AXLES
Section Page
A. AXLE DESCRIPTION AND OPERATION 1
B. FORD 2610, 3610 AND 4110 AXLE - OVERHAUL 2
C. Fa R 0 4610 AXLE - OVER HAU L 17
D. FRONT AXLE DROP BOX- OVERHAUL 32
E. FRONT AXLE REMOVAL AND INSTALLATION 34

(i i)
 Chapter 7
FRONT WHEEL DRIVE TRANSFER BOX-
FORD 5610,6610,6710,7610,7710,7910
AN D 8210 WITH APL 325 FRONT AXLE ASSEM BLY
Section Page
A. TRANSFER BOX DESCRIPTION AND OPERATION
B. TRANSFER BOX LESS TRANSMISSION HANDBRAKE-
OVERHAUL 5
C. TRANSFER BOX WITH TRANSMISSION HANDBRAKE
OVERHAUL 13

Chapter 8
FRONT WHEEL DRIVE AXLE ASSEMBLY
FORD 5610, 6610, 6710, 7610, 7710, 7910
AND 8210 WITH APL325 FRONT AXLE ASSEMBLY
Section Page
A. FRONT WHEEL DRIVE AXLE- DESCRIPTION
AND OPERATION
B. FRONT WHEEL DRIVE AXLE - OVERHAUL 3
C. FRONT WHEEL DRIVE AXLE INTEGRAL STEERING
CYLINDER - FORD 6710,7710,7910 AND 8210- OVERHAUL 21

Chapter 9
SPECIFICATIONS AND SPECIAL TOOLS
(REFER ALSO TO CHAPTER 12 AND CHAPTER 15)
Section Page
A. SPECIFICATIONS - ROWCROP AXLES- FORD 2610,3610,
4110, 4610, 5610, 6610, 6710, 7610, 7710, 7910 AN D 8210
B. SPECIFICATIONS- FRONT WHEEL DRIVE AXLE-
FORD 2610 3610,4110 AND 4610 WITH AE1-149, AE1-169
AN D AE2-169 TYPE AXLES 4
C. SPECIFICATIONS- FRONT WHEEL DRIVE AXLE-
FORD 5610, 6610, 6710, 7610,7710, 7910 AN D 8210
WITH APL 325 AXLE ASSEMBLY 8
D. SPECIAL TOOLS - ROWCROP AXLES - FORD 2610, 3610
4110, 4610, 5610, 6610, 6710, 7610, 7710, 7910 AN D 8210 11
E. SPECIAL TOOLS- FRONT WHEEL DRIVE AXLE-
FORD 26103610,4110 AND 4610 WITH AE1-149,
AE1 -169 AN D AE2-169 TYPE AXLES 11
F. SPECIAL TOOLS FRONT WHEEL DRIVE AXLE
FORD 5610, 6610, 6710, 7610, 7710, 7910 AND 8210
WITH APL 325 AXLE ASSEMBLY 11

(i i i)
 Chapter 10
FRONT WHEEL DRIVE TRANSFER BOX
FORD 5610,6610,6710,7610,7710,7910 AND
8210 WITH APL 335, 345 OR 350 TYPE AXLES
Section Page
A. TRANSFER BOX- DESCRIPTION AND OPERATION
B. TRANSFER BOX LESS TRANSMISSION HANDBRAKE
OVERHAUL 4
C. TRANSFER BOX WITH TRANSMISSION HANDBRAKE-
OVERHAUL 13

Chapter 11
FRONT WHEEL DRIVE AXLE ASSEMBLIES-
FORD 5610,6610,6710,7610,7710,7910 AND
8210 WITH APL 335, 345 OR 350 TYPE AXLES
Section Page
A. FRONT WHEEL DRIVE AXLE DESCRIPTION
AND OPERATION
B. PLANETARY REDUCTION GEAR ASSEMBLY AND WHEEL
HUB BEARINGS - OVERHAUL 3
C. STEERING SWIVEL PIN BEARINGS OVERHAUL 8
D. AXLE SHAFT OVERHAUL 11
E. DIFFERENTIAL AND PINION ASSEMBLY OVERHAUL 13
F. FRONT WHEEL DRIVE AXLE INTEGRAL STEERING
CYLINDER - OVERHAUL 31
G. AXLE REMOVAL AND INSTALLATION 34

Chapter 12
SPECIFICATIONS AND SPECIAL TOOLS FOR
FORD 5610,6610,6710,7710,7910 AND 8210
WITH APL 335,345 AND 350 AXLES AND
ASSOCIATED TRANSFER BOXES
Section Page
A. SPECIFICATIONS
B. SPECIAL TOOLS 7

(iv)
 Chapter 13
FRONT WHEEL DRIVE TRANSFER BOX-
FORD 2910,3910,4110 AND 4610
WITH AE1 -159 TYPE AXLE
Section Page
A. TRANSFER BOX DESCRIPTION AND OPERATION 1
B. TRANSFER BOX-OVERHAUL 2

Chapter 14
FRONT WHEEL DRIVE ASSEMBLEY-
FORD 2910,3910,4110 AND 4610
WITH AE1-159 TYPE AXLE
Section Page
A. FRONT AXLE- DESCRIPTION AND OPERATION 1
B. FRONT AXLE- OVERHAUL 2
C. FRONT AXLE- REMOVAL AND INSTALLATION 17
D. FRONT DROP BOX - OVERHAUL 18

Chapter 15
SPECIFICATIONS AND SPECIAL TOOLS FOR
FORD 2910, 3910, 4110, AND 4610
WITH AE1 -159 TYPE AXLE AN D
ASSOCIATED TRANSFER BOX
Section Page
A. SPECIFICATIONS 1
B. SPECIAL TOOLS 4

(v)
 Chapter 16
FOUR WHEEL DRIVE FRONT AXLE TRANSFER BOX
FORD 5610, 6610, 7610, 7710, 7910 AND 8210
WITH CARRARO 709/19, 709/19-S2 AND
715/20 TYPE AXLES

Section Page
A. TRANSFER BOX - DESCRIPTION AND OPERATION
B. TRANSFER BOX-OVERHAUL 3

Chapter 17
FOUR WHEEL DRIVE FRONT AXLE ASSEMBLY
FORD 5610, 6610, 7610, 7710, 7910 AND 8210
WITH CARRARO 709/19, 709/19-S2 AND
715/20 TYPE AXLES

Section Page
A. FOUR WHEEL DRIVE FRONT AXLE - DESCRIPTION AND
OPERATION
B. PLANETARY REDUCTION ASSEMBLYANDWHEEL HUBS-
OVERHAUL 4
C. AXLE SHAFT-OVERHAUL 11
D. STEERING SWIVEL PIN BEARINGS -OVERHAUL 15
E. STEERING CYLINDERANDTRACK RODS-OVERHAUL 19
F. FRONTAXLE-REMOVALAND INSTALLATION 22
G. DIFFERENTIAL CROWN WHEELAND PINION ASSEMBLY-
OVERHAUL 26
H. DRIVE SHAFT -OVERHAUL 37

(vi)
 Chapter 18

FOUR WHEEL DRIVE FRONT AXLE AND TRANSFER

BOX SPECIFICATIONS AND SPECIFICATION TOOLS
FORD 5610,6610, 7610, 7710, 7910 AND 8210
WITH CARRARO 709/19, 709/19-S2 AND 715/20
TYPE AXLES AND RELATED TRANSFER BOXES

Section Page

A. SPECIFICATIONS 1
B. SPECIAL TOOLS 6

Chapter 19

FOUR WHEEL DRIVE FRONT AXLE

FORD 3230, 3430, 3930, 4130 and 4630 with
CARRARO 707-164 and 707-119 TYPE AXLES

Section Page

A. FOUR WHEEL DRIVE FRONT AXLE

DESCRIPTION AND OPERATION
B. PLANETARY REDUCTION ASSEMBLY AND WHEEL HUBS-
OVERHAUL 3
C. AXLE SHAFTS OVERHAUL 10
D. STEERING SWIVEL PIN BEARINGS OVERHAUL 14
E. STEERING CYLINDER and TRACK CONTROL ROD -
OVERHAUL 19
F. FRONT AXLE - REMOVAL AND INSTALLATION 22
G. DIFFERENTIAL CROWN WHEEL AND PINION ASSEMBLY -
OVERHAUL 25
H. DRIVE SHAFT - OVERHAUL 35
J. SPECIFICATIONS - FRONT AXLE 36

(vii)
 PART 10
FRONT AXLE

Chapter 1
ROWCROP AXLE-FORD 2610,3610 AND 4110

Section Page
A. DESCRIPTION 1
B. ADJUSTMENTS 4
C. FRONT WHEEL SPINDLE OVERHAUL 8
D. RADIUS ROD AND BALL CAP OVERHAUL 11
E. FRONT AXLE AND SUPPORT OVERHAUL 12

A. DESCRIPTION

The front axle consists of a centre axle
assembly, two outer axle sections and two
radius rods. The centre axle is mounted
centrally to the engine front support by means
of a front axle support pin. The support pin
allows some axle articulation which is
limited by the engine front support.
To provide rigidity for the axle, the two radius
rods connect the outer axle sections to the
transmission housing on each side of the
tractor.
The radius rods ensure the end of each axle
can only move vertically during articulation.
Each outer axle section is attached to the
centre axle by means of two bolts and nuts.
The holes used are positioned so that the
track of the axle may be varied in 4 in. (102
mm) steps from 48 in. (1220 mm) to 80 in.
(2030 mm) for tractors less cab and 52 in.
(1320 mm) to 80 in. (2030 mm) for tractors
with cab. The track settings of 76 in (1930
mm) and 80 in. (2030 mm) are obtained
with the dish of the front wheels reversed.

1
- - - - - - - - - - P A R T 10-FRONT A X L E - - - - - - - - - - -

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Figure
Front Axle Assembly
1. Steering Gear Assembly 5, Centre Axle Assembly
2. Drag Link 6. Right Hand Outer Axle Section
3, Left-Hand Spindle Arm 7. Front Axle SUppOI"t Housing
4. Left-Hand Qu(er Axle Section 8 Truck Rod

2
-------------------------CHAPTER1-------------------------

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Figure 2
Front Axle Assembly Tractors With Cab
1. Steering Gear Assembly 5. Left- Hand Track Rod
2. Steering Arm 6. Right - Hand Spindle Arm
3. Drag Link 7. Right - Hand Track Rod
4. Left - Hand Spindle Arm 8. Centre Steering Arm

Tractors built without the Ford Safety Cab
have two drag links connecting the spindle
arms to either side of the steering gear, Figure
1. Tractors with the Ford Safety Cab have
one drag link connecting the single steering
arm to the left-hand spindle arm. Steering
movement is transmitted from the left-hand
arm to the right-hand spindle arm by means
of two track rods and a centre steering arm,
Figure 2.

3
IIIIIIIIIIIIIIIIIIIIIIIIIIIIII_ _IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII-' PA RT 10- F RD NT AXLE 1IIIIIIIIIIIIII1IIIIIIIIIIIIII_ _ _ _I11111111111111_ _ _ _I11111111111111_

B. ADJUSTMENTS

TOE-IN MEASUREMENT

If the toe- in alignment marks are not visible

or replacement parts have been installed,
use the following procedure to determine the
toe-in setting.

1. On flat level ground slowly drive the

tractor in a straight line for at least 10
feet (3 metres). Stopthetractor and ensure
the front wheels remain in the straight
ahead position.

Figure 3
Toe-in Alignment Marks
2. Mark the inboard rim of each front wheel
1. Spindle Arm
towards the front at wheel centre height.
2. Alignment Marks
3. Outer Axle Section
4. Left- Hand Drag Link
3. Measure and note the distance between
the two marks, call this dimension A,
Figure 4.

4. Maintain the straight ahead position and

Toe-in/toe-out of the front wheels may be move the tractor forward so the wheels
0

adjusted by setting the length of the drag rotate through 180 and the marks on
links on tractors less cab, or setting the length the wheels face the rear at wheel centre
of the track rods on tractors with cab. height.
The correct toe-in setting is made during
production of the tractor, and the spindle
arms and axle sections are marked to identify 5. Again measure and note the distance be-
the correct position of the front wheels tween the two marks, call this dimension
with the steering in the straight ahead B.
position, Figure 3.

NOTE: If dimension A is larger, then A-B

gives the toe-out.
If dimension B is larger, then 8-A the
toe-in.

The wheel hub is supported on the whee!

spindle by two opposed roller bearings. To ensure accurate results it is recommended
A nut on the spindle is used to retain the that the above procedure is completed
outer cone and roller assembly and provides three times with three different marks equally
a means of adjustment for the bearing spaced around each wheel rim, and the
pre-load. A grease nipple located in the average dimension for t08- in/toe-out taken.
wheel hub assembly allows regular This method minimises any inaccuracy due
of the wheel bearings. to whee! rim run-out.

4
------------------------CHAPTER1------------------------

TOE-IN ADJUSTMENT

Set the front wheels in the straight ahead

position using the alignment marks on the
spindle arms and axle sections, Figure 3.
If these marks cannot be position the
wheels as described in the measurement
section.

Ford 2610, 3610, 4110 less Cab:

1. Disconnect the drag links from the

steering arms.

Figure 4
2. Turn the steering wheel from lock-to-
Toe-in/Toe-out Measurement
lock and count the number of turns
A. Dimension between wheel rim marks
required then turn the steering half this
number to establish the midpoint of
steering movement.

3. Adjust the length of the drag links by

Ford 2610, 3610,4110
slackening the clamp bolts and turning
the sleeves until the drag links can be 1. Slacken the two track rod outer ball
reinstalled without displacing the steer- joint damp bolts, Figure 5.
ing arms or the front wheels from the
pre-determined position.

4. Adjust the length of each drag link by

equal amounts on both sides to align the
marks on the spindle arms and axle
sections.

NOTE: If the alignment marks cannot be

used adjust the length of the drag links to
obtain the correct toe-in see "Specifica-
tions" - Chapter 9.

5. Re-check the toe-in, and tighten all nuts

and bolts to the correct torque, see
"Specifications" Chapter 9.

figure 5
6. If the alignment marks on the spindle arms
Left-Hand Track Rod-Tractors With Cab
and axle sections are missing or out
1. Alignment Marks
of alignment, lightly grind off this 2. Ball-Joint Clamp Bolt
area and strike new marks. 3. Track Rod Clamp Bolt

5
 Figure 6
Centre Steering Arm
1. Left- Hand Track Rod
2. Centre Steering Arm
3. Centre Steering Arm Bracket
4. Right-Hand Track Rod
2. Disconnect the outer ends of both track
rods from the spindle arms without
displacing the front wheels from the
straight ahead position.
3. Set the centre steering arm in the mid-
position with the two arms an equal
distance on either side of the tractor centre
line, Figure 6.
4. Adjust the length of the track rods by
turning the outer ball joints until the track
rods can be re-installed without dis-
placing the spindle arms or the centre
steering arm from the pre-determined
position.
5. If necessary, adjust the length of each
track rod by equal amounts on both
sides to align the marks on the spindle
arms and axle sections.
6
Figure 1
Left- Hand Drag Link Assembly
1. Drag Link
2. Clamp Bolts
NOTE: If the alignment marks cannot be
used, adjust the length of the drag links to
obtain the specified toe-in, see "Specifi-
cations"- Chapter 9.
6. Tighten the track rod clamping bolts to
the correct torque, see "Specifications"
Chapter 9.
7. Re-check the toe-in, and tighten ail
nuts and bolts to the correct torque, see
"Specifications" -Chapter 9.
8. If the alignment marks on the spindle
arms and axle sections are missing or
out of alignment, lightly grind off this
area and strike new marks.
FRONT TRACK ADJUSTMENT
1. With the tractor on firm level grou nd
straighten the front wheels to align the
toe-in marks on the spindle arms and
axle sections.
------------------------CHAPTER1------------------------

A
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MLKJ HG FE
LKJ HGF E

Figure 8 Figure 9
Track Width Adjustment Holes-2610, 3610, Track Width Adjustment Holes-2610, 3610,
4110 Less Cab 4110 With Cab

2. Apply the handbrake and chock the rear
wheels. Use a suitable jack or hoist to
raise the front wheels clear of the ground.
3. Ford 2610, 3610and 4110 Less Cab:
Slacken the two clamp bolts on the left-
hand drag link, Figure 7.
4. Remove the left-hand outer axle section
retaining bolts and nuts and move the
axle to the required position. Re-install
the retaining bolts in the appropriate
holes as indicated in Figures 8 and 9
and the tables below.

Ford 2610, 3610 and 4110 With Cab:

5. Tighten the retaining bolts and nuts to the
Remove the left-hand track rod clamp correct torque, see "Specifications"
bolt. Chapter 9.

Ford 2610, 3610, 4110 Less Cab Ford 2610, 3610, 4110 With Cab

Track Setting Axle Bolt Track Setting Axle Bolt

ins. (mm) Locations ins. (mm) Locations

48 (1220) AE OG 52 (1320) AE OG
52 (1320) AF OH 56 (1420) SF OH
56 (1420) SG OJ 60 (1520) AF OJ
60 (1520) AG OK 64 (1630) AG OK
64 (1630) AH OL 68 (1730) AH OL
68 (1730) AJ OM 72 ( 1830) AJ CL
72 (1830) AK CM 76 * (1930) AH OL
76* (1930) AJ OM 80 * (2030) AJ CL
80* (2030) AK CM
* With wheels reversed. * With wheels reversed.

7
-------------------PART10-FRONTAXLE--------------------

6. Ford 2610, 3610,4110 Less Cab: 7. Repeat the Steps 3 to 6 for the right-hand
side.
Turn the left-hand drag link adjusting
sleeve to bring the toe-in marks into
alignment, Figure 3. Tighten the two
clamp bolts to the specified torque, see
"Specifications" Chapter 9.

Ford 2610, 3610, 4110 With Cab: 8. With the steering in the straight ahead
position, re-check the toe-in marks are
Hold the toe-in marks in alignment and aligned on both spindle arms and axle
replace the left- hand track rod clamp sections.
bolt in the appropriate notch. Should the
notch be slightly misaligned, loosen the
smaller clamp bolt and turn the threaded
portion of the track rod until the clamp
bolt can be installed. Tighten the clamp
bolts to the correct torque, see "Speci-
fications" - Chapter 9. 9. Remove the jack and wheel chocks.

C. FRONT WHEEL SPINDLE OVERHAUL

NOTE: The complete overhaul procedure is
described. For overhaul of the wheel
bearings only, follow Steps 1-8.
For overhaul of the spindle bearings only,
proceed from Step 9.
1. With the tractor on firm and level ground
apply the handbrake and chock the rear
wheels. Slacken the front wheel re-
taining nuts by -1 turn.
5. Remove the cotter pin locating the cas-
tellated nut.
6. Remove the castellated nut and washer,
Figure 10.
7. Remove the front wheel hub assembly
and the outer cone and roller assembly
from the front wheel spindle.

2. Use a suitable jack or hoist and support 8. Remove the inner cone and roller
the tractor with the front wheels clear assembly from the wheel spindle.
of the ground. Remove the grease retainer.

9. Remove the bolt and nut retaining the

spindle arm. Disconnect the drag link
3. Remove the wheel retaining nuts and
and/or track rod.
remove the wheel and tyre assembly.

10. Remove the spindle arm from the spindle.

If the spindle arm is tight, use Puller,
Tool No. 1002 or 9198, Pulling Attach-
4. Unscrew the front hub grease retaining ment Tool No. 951 or 9190, and Shaft
cap. Protector Tool No. 625 or 9212, Figure 11.

8
 Figure 10
Front Wheel Hub Assembly Wheel Spindle Dust Seal Removal
1. Hub Retaining Washer 1. Dust Seal
2. Hub Retaining Nut 2. Wheel Spindle
3. Outer Bearing Cone and Roller

11. Extract the key from the spindle 12. Withdraw the wheel spindle and thrust
to effect removal and remove the dust bearing from the axle section, Figure 13.
seal, Figure 12.

Figure 11 Figure 13
Spindle Arm Removal Wheel Spindle Removal
1. Tool No. 1002 or 9198 1. Thrust Bearing
2. Spindle Arm 2. Wheel Spindle
3. Tooi No. 951 or9190
4. Tool No. 625A or 9212

9
INSPECTION AND REPAIR 4. the spindle thrust bearing for
correct operation. Renew if necessary.
1. Clean ail components with a suitable sol-
vent and air dry. Lightly lubricate the
machined surfaces.
5. Inspectthe wheel spindle bearing surfaces
for scoring or excessive wear.
2. Inspect the roller cones, rollers
and cups for signs of excessive wear
or damage. Renew if necessary. Use
Pulling Attachment, Tool No. 943 or 9507,
and Slide Hammer, tool No. 943S or 9567,
to remove the from the wheel hub.
Use a soft metal drift to install new cups in RE-ASSEMBlY
the hub.
1. Pack the wheel spindle thrust
with a suitable grease and install on the
wheel Ensure the shroud is to
the top, this is indicated on the
NOTE: Ensure the new cups are seated by the Manufacture(s reference stamp.
correctly against the shoulders in the wheel
hub.

2. Install the wheel spindle into the axle

section housing and ensure the spindle
3. Inspect the spindle bushings in the axle
freely rotates in the bushings.
housings for wea.r or scoring. If renewal
is necessary, remove the axle outer
section from the tractor. Use Bushing
3. Install a new wheel spindle dust seal
Kits, tool No. 818 or 9514 and T818 or 9515
with the groove in the periphery of the
to remove and replace the bushings. Take
seal nearest the base.
care not to damage the axle outer section
bores.

4. Install the key in the wheel spindle.

Install the spindle arm on the wheel
spindle locating the key. Ensure the
spindle arm bolt hole is in line with
the recess in the wheel spindle. Instal!
the bolt, lockwasher and nut
and tighten to the correct torque, see
"Specifications" - Chapter 9. Re-
connect the drag link and/or track rod
and tighten the retaining nuts to the
correct torque.

5. Install the wheel hub grease retainer on

the whee! spindle, Figure 14.

Inner Wheel Hub 6. I nstall the front wheel inner bearing

1. Hub Grease Retainer cone and roller assembly on the front
2. Inner Cone and Roller wheel spindle.

10
------------------------CHAPTER1----------------------~
7. Pack the wheel hub and nC':H, ..,nc with 12. Rotate the hub clockwise 3-6 revolu-
a suitable grease, see "Specifications" tions .
.... ~-+,'~ 9. Install the wheel hub on

the whee! 13. Further the retammg nut to a

torque of 45-55 Ibfft (61-74 Nm)
8. I nstall the front wheel outer (6-8 Mkg).
cone and roller assembly on the front
wheel spindle. 14. Loosen the retaining nut by two flats.

15. the nut, if necessary, to the

9. Install the hub retaining washer on the nearest position to allow insertion of a
wheel spindle and locate the tab with new retaining cotter
the keyway in the spindle.
16. Install the wheel and tyre assembly on
10. I nstall the wheel hub retaining nut. the hub and retain with the nuts.

17. Remove the jack or hoist from the tractor

11. Tighten the nut to a and tighten the wheel nuts to
torque of 20-30 Ibfft (27-40 Nm) the correct torque, see "Specifications"
(2'8-4'2 Mkg). -Chapter 9.

D. RADIUS ROD AND BAll CAP HAUL

DISASSEMBLY

1. On tractors equipped with Power Assisted 2. the radius rod ball caps for wear
Steering, disconnect the control valve to Renew if necessary.
power cyl i nd er tu bes atthe power cyl i nder
end. Plug the power cylinder ports.
Remove the power cylinder from the
radius rod and suitably support from the
drag link.

2. Remove the nut from the radius rod front

end bolt and remove the bolt.

3. Remove the nuts from the radius rod ball

cap studs.

4. Support the radius rod and remove the

bali cap, Figure 15.

5. Remove the radius rod from the tractor.

INSPECTION AND REPAIR

Figure 15
1. Inspect the radius rod for straightness
Radius Rod Less Cab
and damage. I nspect the bail end for
1. Radius Rod Ball
wear or damage. Renew the radius rod if 2. Power Cylinder
necessary. 3. Link

11
ASSEMBLY 4. On tractors equipped with Power Assisted
Steering, attach the power cylinder to
1. Install the radius rod on the tractor. the radius rod and install the nut
and tighten to the correct torque, see
2. Install the ball cap and the retaining nuts "Specifications" ~ Chapter 9. Connect
and lockwashers. Tighten the nuts to the the power assisted steering control valve
correct torque, see tubes to the power cylinders. Operate the
Chapter 9. steering several times, with the engine
running, to exclude any air that may be
3. I nstall the radius rod front end bolt and present in the system. up the reservoir
install the nut. Tighten to the correct oil level with the correct graae and
torque, see - Chapter quantity of oiL see "STEERING
9. SYSTEMS" Part 9, Chapter 7.

E. F NT AXLE AND SUPPORT OVERHAUL

DISASSEMBLY c. Remove the three bolts retaining the

NOTE: Ford 2610, 3610, 4110 Less Cab
models will the removal of the
radiator as outlined in "ENGINE SYSTEMS"
--Part 1, Chapter 2.
1. With the tractor on firm and level ground
apply the handbrake and chock the rear
wheels.
2. Use a suitable jack or hoist to
front end of the tractor.
3. Ford 2610,3610,4110 Less Cab:
centre arm bracket to the
front axle support castinq.
d. Remove the centre steering arm
bracket, centre steering arm and the
two track rods as an assembly.
4. Remove the bolts and nuts retaining the
outer axle sections to the radius rods and
the the centre axle section. Remove the outer
axle sections. Move the radius rods away
to permit centre axle section removal.

Remove the drag !ink front end retaining

nutsanduseasuitable remove the
drag links from their respective <:"..-.,nn"",
arms,
Ford 2610, 3610, 4110 With Cab:
a. Remove the drag link front end
nut and use a suitable
puller to remove the drag link from the
left- hand spindle arm.
b, Remove the two track rod outer re-
taining nuts, and use a suitable puller
to remove both track rod assemblies
from the spindle arms.
5. Remove the locking tab and bolt
the front axle support pin flange to the
front axle support. Remove the front axle
pin 16.
6. Ford 2610,3610,4110 Less Cab:
a. Unscrew the front axle support pin
from the front axle support.
b. Lift the front centre axle from the front
axle support.

12
 Ford 2600, 3600, 4100 With Cab:

a. the weight of the front centre

axle.

b. Unscrew the front axle pin

from the front axle support.

c. Lower the front centre axle from the

front axle support.

INSPECTION AND REPAiR

1. Inspect the front centre axle bushing for

excessive wear or scoring. If necessary,
remove the bushing and inspect the bore Figure16
in the axle beam for damage. Use Step Front Axle Support Pin
Plate Adaptors, Tool No. 630S or 9210, to 1. Flange
install a new bushing. 2. Front Axle Support Pin

2. Examine the front axle support pin for

excessive wear or scoring.

RE-ASSEMBlY AND INSTALLATION

3. Examine the front axle support for cracks.
To renew the front axle support, remove
Re-assembly and installation follows the
the radiator as outlined in "ENGINE
removal and disassembly procedures in
SYSTEMS" Part 1 Chapter 2, and
f
reverse.
remove the bolts and nuts the
support to the engine cy!inder block.
I nstall the new front support and retain
On re-assembly and installation observe the
to the cylinder block with the bolts and
following requirements:
nuts. Tighten the nuts to the correct
torque, see "Specifications" - Chapter 9.
• Install the front axle support pin 0'00-
4. Ford 2610,3610,4110 With Cab: 0·03 in. (0'00-0,76 mm) below the front
Inspect the centre steering arm bushings face of the front axle support before
located in the engine front support and installation of the front axle
centre steering arm bracket. if necessary,
remove the expansion plugs and use
Bushing Kits, Tool No. 818 or 9514 and It Lubricate all bushings with a suitable
T818 or 9515, to remove the bushings. grease, see "Spedfications" -Chapter 9.

NOTE: It will be necessary to remove the

radiator and remove the front axle support
@ Tighten all bolts and nuts to the correct
to gain access to the upper bushing located torque, see "Specifications" - Chapter 9.
in the front axle support. When the new
bushings are installed, plug the open ends
of the bores with new expansion plugs and
pack the bushings with suitable grease, see • Check, and if necessary, adjust the toe-in
uSpecifications" - Chapter 9. setting.

13
----------PART 10-FRONT AXLE----------

14
 PART10
FRONT AXLE
Chapter 2
ROWCROP AXLE- FORD 4610
Section
A. DESCRIPTION
B. ADJUSTMENTS
C. FRONT WHEEL SPINDLE OVERHAUL
D. FRONT AXLE OVERHAUL
A. DESCRIPTION
The front axle consists of an inverted 'U'
section centre axle assembly mounted
centrally to the engine front support. The
method of mounting consists of two support
pins on the same axis. The forward support
pin is attached to the mid-point of the centre
axle assembly and the rear support pin is
attached to the rear extension of the centre
axle, Figure 1. The rear axle support pin
locates in a bushing in the front axle support.
The front axle support pin bushing is
incorporated into a bracket attached to the
front axle support.
The method of mounting limits the axle
assembly to a radial movement about the
support pin axis. This obviates the necessity
of radius rods to locate the axle. The radial
movement of the axle assembly is limited
by the front axle support.
1
Page
1
3
6
10
Outer axle sections, consisting of an
inverted 'u' section with a tube to accept the
wheel spindle welded to the outer end, are
installed into the open ends of the centre axle
assembly. The centre axle assembly and the
axle sections are machined to provide a
series of holes that will allow the track of the
axle to be varied in 4 in. (102 mm) steps
between 52 in. (1320 mm) and 80 in.
(2030 mm).
The outer end of the axle section accepts the
front wheel spindle. The spindle is located in
the axle section by bushings and aUhe lower
end a thrust bearing is used to support the
vertical thrust of the spindle on the axle sec-
tion. The spindle acts as the king pin and
hence the king pin inclination remains con-
stant in relation to the axle assembly. The
top of each wheel spindle is keyed to locate
a spindle arm.
- - - - - - - - - - PART 1O-FRONT AXLE - - - - - - - - - -

Figure 1
Front Axle Assembly-Tractors Less Cab
1. Left-Hand Drag Link 5. Left- Hand Outer Axle Section
2. Left- Hand Radius Rod 6. Front Axle Support Pin
3. Left-Hand Spindle Arm 7. Front Axle Support Housing
4. Left- Hand Spindle 8. Centre Axle Assembly

The outer end of the axle sections accept the
front wheel spindles. The spindles are located
by bushings in the axle section. A thrust
bearing at the lower end of the axle section
is used to support the vertical thrust of the
spindle. The spindle acts as the king pin and
keeps a constant inclination to the axle beam.
The top of each wheel spindle has a keyway
to locate the spindle arms, which are retained
by means of a bolt.

2
The left-hand spindle arm is connected to the B. ADJUSTMENTS
steering gear arm by means of a drag link.
The left-hand spindle arm also incorporates TOE-IN MEASUREMENT
another arm which is connected to the right-
hand steering spindle arm by means of the If toe-in marks on the spindle
track rod. arms and axle sections are not visible, or
replacement parts have been use
the following procedure to determine the
toe- in setting:
Toe-in/toe-out of the front wh.eels may be
adjusted by setting the length of the track
rod. The correct toe- in is made during
production of the tractor, and the spindle 1" On flat level ground slowly drive the trac-
arms and axle sections are marked to identify tor in a straight line for at least 10 feet (3
the correct position of the front wheels with metres). Stop the tractor and ensure the
the in the straight ahead position, front wheels remain in the straight ahead
Figure 2.· position.

The wheel hub is supported on the wheel
spindle by two opposed roller bearings.
A nut on the spindle is used to retain the outer
cone and provides a means
of adjustment for the bearing pre-load. A
grease nipple located in the wheel hub
assembly allows regular greasing of the
wheel beari ngs.
2. Mark the inboard rim of each front wheel
towards the front at wheel centre height.
3. Measure and note the distance between
the two marks, call this dimension A,
Figure 3.

Figure 2 3
Toe-in Alignment Marks Measurement
1. Spindle Arm A Dimension Between Wheel Rim Marks
2. Alignment Marks
3. Outer Axle Section
4. Drag Link

3
--I11111111111111----IIIIIIIIII1IIII---PART 10- FRONT AXlE ____IIIIIIIIJIIIIIIIIIIIIJIIIIIIIIIIIIJIIIIIIIIIIIIJIIIIIIIIIIIIJIIIIIlllllllJllllIfIIIIIlIIa

TOE-IN ADJUSTMENT

1. Set the front wheels in the straight ahead

position using the alignment marks on
the spindle arms and axle sections,
Figure 2. If these marks cannot be used,
position the wheels as described in the
measurement section.

2. Ensure the drag link clamp bolt is in the

correct notch for the particular track
setting, see" Front Track Adjustment".

Figure 4 3. Slacken the right-hand ball joint clamp

Right-Hand Track Rod bolt. Remove the right-hand track rod
1. Track Rod Retaining Nut clamp bolt, Figure 4.
2. Ball Joint Clamp Bolt
3. Track Rod Clamp Bolt

4. Turn the threaded portion to alter the

4. Maintai n the straight ahead position and
length of the track rod until the marks on
move the tractor forward so the wheels
0 both spindle arms and axle sections
rotate through 180 and the marks on the
align when the right-hand clamp bolt
wheelsfacethe rear atwheel centre height.
is re-installed in the track rod.

5. Again measure the note the distance NOTE: If the alignment marks cannot be
between the two marks, call this dimen- used adjust the length of the track rod to
sion 8. obtain the correcttoe-in, see "Specifications"
-Chapter 9.

NOTE: If dimension A is larger, then A-B 5. Tighten the track-rod clamp boltand ball
gives the toe-out. joint clamp bolt to the correct torque, see
If dimension B is larger, then B -A gives the "Specifications" - Chapter 9.
toe-in.

6. Re-check the toe- in.

To ensure accurate results it is recommended
that the above procedure is completed three
times with three different marks equally
spaced around each wheel rim, and the 7. Ifthe alignment marks on the spindle arms
averaqe dimension for toe-in/toe-out taken. and axle sections are missing or out of
ThiS method minimises any inaccuracy due to alignment, lightly grind off this area and
wheel rim run-out. strike new marks.

4
FRO!\lT TRACK ADJUSTMENT

NOTE: The track of the front wheels is

adjustable from 52 to 80 in. (1320 mm to 2030
mm) in approximately 4 in. (102 mm)
increments. To obtain a front wheel track
setting of 80 in. (2030 mm) it is necessary to
reverse the dish of the front wheels at an
axle setting of 72 in. (1830 mm). It is not
recommended that the wheels be reversed
in the 76 in. (1930 mm) axle to
a resultant 84 in. 140 mm) track as undue
strain can be placed on components under
high load and shock conditions. I
J HG F E

Figure 5
1. VVith the tractor on firm !evel grou nd apply Track Width Holes
the hand brake and chock the rear wheels. 1. Outer Axle Retaining Bolts
Use a suitable jack or hoist to raise the 2. Centre Axle Assembly
front wheels clear of the ground. 3. Outer Axle Assembly

4. the bolts and nuts to

2. Remove the two clamp bolts on the track the correct torque, see "Specifications"
rod. -Chapter 9.

3. Remove bolts and nuts retaining the axle

5. Position the front wheels straight ahead
to align the toe~in marks on both spindle
outer sections and move the axle sections
arms and axle sections.
totherequired positions. Re- installtheaxle
section retaining bolts and nuts in the
appropriate holes as indicated in Figure 5
and the table below:
6. Align the track rod clamps with the
nearest notches and install the two
clamp bolts.
Track Setting Axle Bolt
ins. (mm) locations

52 (1320) A C
56 (1420) B 0
(1520) C E NOTE: Ensure an equal number of notches
60
F are exposed at either end of the track rod
64 (1630) D
68 (1730) E G tube.
72 (1830) F H
76 (1930) G J
80 * (2030) F H
7. Tighten the track rod damp bolts and
nuts to the correct torque, see "Specifi-
* Obtainable with wheels reversed. cations" Chapter 9.

5
 8. Adjust the drag link by removing the
clamp bolt, Figure 6, and re-Iocating in
in the notch indicated in the table below:

(1320,1420)

(1520)
(1630)
(1730)
(1830, 2030) 5
(1930) 6

Figure 6
Drag Link Adjustment 9. Tighten the drag link clamp bait to the
1. Link Bolt correct torque, see "Specifications"
2. Drag Link '''nlT'n£~C' Chapter 9.

1 0. Check, and if necessary adjust, the toe-in

alignment, see "Toe-In Adjustment".

11. Remove the jack and wheel chocks.

C. FRONT WHEEL SPINDLE OVERHAUL

NOTE: The complete overhaul procedure is 3. Remove the wheel retaining nuts and
described. For overhaul of the wheel bearings remove the wheel and tyre assembly.
only, follow Steps 1-8. For overhaul of the
spindle only, proceed from Step 9.

1. With the tractor on firm and level ground 4. Unscrew the front hub grease retaining
apply the hand brake and chock the rear cap.
wheels. Slacken the front wheel re-
taining nuts by i turn.

2. Use a suitable jack or hoist to support

the tractor with the front wheels clear of 6. Remove the cotter pin iocating the
the ground. castellated nut.

6
 Figure 7 Figure 8
Front Wheel Hub Assembly Spindle Arm Removal
1. Hub Retaining Washer 1. Tool No. 1002 or 9198
2. Hub Retaining Nut 2. Spindle Arm
3. Outer Cone and Roller 3. Tool No. 951 or 9190
4. Tool No. 625A or 9212

6. Remove the castellated nut and washer, 11. Extract the key from the spindle and
Figure7. remove the dust 9.

7. Remove the front wheel hub assembly

and the outer cone and roller assembly
from the front wheel spindle.

8. Remove the inner cone and roller assem-

bly from the wheel spindle. Remove the
grease retainer.

9. Remove the bolt and nut retaining the

spindle arm. Disconnect the drag link
and/or track rod.

10. Removethe spindle arm from thespindie.

If the spindle arm is tight, use Puller,
Tool No. 1002 or 9198, Pulling Attach- Figure 9
ment, Tool No. 951 or 9190 and Shaft Wheel Spindle Dust Seal Removal
Protector, Tool No. 625A or9212to effect 1. Dust Seal
removal, Figure 8. 2. Wheel Spindle

7
1IIIIIIIIII1II1IIIIIlIIIIII1IIIIIIfIIIIIII1IIIIIlIIIIII1IIIIIlIIIIII1IIIIIlIIIIII1IIIIIlIIIIII1IIIIIIIIIIIII1IIIIIlIIIIII_ _ PART 10- FRO NT AXLE _____IIIIIIIIIIIIII_ _ _I1111111111111_ __

3. Inspect the spindle bushings in the axle

I-Jousings for wear or scoring. if renewal
is necessary, remove the axle outer
section from the tractor. Use Bushing
Kits, Tool Nos. 818or9514andT818or9515
to remove and replace the bushings. Take
care not to damage the axle outer section
bores.

4. Inspect the spindle thrust bearing for

correct Renew if necessary.

Figure 10
Wheel Spindle Removal
1. Thrust Bearing 5. inspect the wheel spindle bearing sur-
2. Wheel Spindle faces for scoring or excessive wear.

12. Extract the wheel spindle and thrust RE-ASSEMBlY

bearing from the.axle section, Figure 10.
1. Pack the wheel spindle thrust bearing
with a suitable grease and install on the
wheel spindle. Ensurethe shroud isto the
top, this is indicated on the bearing by
the Manufacturers reference stamp,
INSPECTION AND REPAIR Figure 10.

1. Clean all components with a suitable

solvent and air dry. Lightly lubricate the
machined surfaces.

2. I nspect the roller bearing cones, rollers 2. Install the wheel spindle into the axle
and cups for signs of excessive wear or section housing and ensure the spindle
damage. Renew, if necessary. Use Pulling rotates freely in the bushes.
Attachment, Tool No. 943 or 9507 and Slide
Hammer, Tool No. 943S, 9435 or 9567 to
remove the bearing cups from the wheel
hub. Use a soft metal drift to install new
cups in the hub.

NOTE: Ensure the new cups are seated 3. Install a new wheel spindle dust seal
correctly against the shoulders in the wheel with the groove in the periphery of the
hub. seal nearest the base.

8
------------------------CHAPTER2------------------------
4. Installtheke'y'inthewheelspindle. Install
the spindle arm on the wheel spindle
the key. Ensure the spindle arm
bolt hole is in line with the recess in the
whee! spindle. Install the spindle bolt,
lock washer and nut then tighten to the
correct torque, see "Specifications"
Chapter 9. Re-connect the drag link
and/or track rod and tighten the re-
taining nuts to the correct torque.

5. Install the wheel hub grease retainer on

the wheel spindle, Figure 11.

Figure 11
6. Installthefrontwheel inner bearing cone Inner Wheel Hub Bearing
and rol16r assembly on the front wheel 1. Hub Grease Retainer
2. Inner Bearing Cone and Roller
spindle.

7. Pack the wheel hub and with

a su itable grease, see "Specifications" 13. Further tighten the retaining nut to a
-Chapter 9. Install the wheel hub on the torque of 45-55 Ibfft (61-74 Nm)
wheel spindle. (6-8 Mkg).

8. I nstall the front wheel outer bearing

cone and roller assembly on the front 14. Loosen the retaining nut by two flats.
wheel spindle.

9. Install the hub retaining washer on the 15. Tighten the nut, if necessary, tothe near-
wheel spindle, locating the tab with the . est position to allow insertion of a new
keyway in the spindle. retaining cotter pin.

10. Install the wheel hub retaining nut.

16. Install the wheel and tyre assembly on
the hub and retain with the nuts. Tighten
11. Tighten the bearing retaining nut to a the nuts to the correct torque, see
torque of 20-30 Ibf ft (27-40 Nm) IJSpecifications" - Chapter 9.
(2·8-4·2 Mkg).

12. Rotate the hub clockwise 3-6 revolu 17. Remove the jack or hoist and the rear
tions. wheel chocks.

9
 D. FRONT AXLE OVERHAUL
DISASSEMBLY
1. Use a suitable jack or hoist to support
the front end of the tractor, chock the
rear wheels.
2. Remove the drag link front end retaining
nut and disconnect the drag link from
the left-hand arm.
3. Remove the track rod end retaining nuts
and remove the track rod.
4. Remove the axle outer section
bolts and nuts. Remove the axle sections
from the centre axle,
5, Support the front centre axle so
as to remove the weight from the front
support pin bracket.
6. Remove the locking wire from the front
axle support pin bracket retaining bolts.
Remove the bolts.
7. Removethefrontaxle pin
shims and thrust washer.
8. Remove the centre axle assembly from
the tractor by moving forward to
,CClnr"Jlnc the rear support pin from the
front axle support assembly. Remove
the thrust washer from the rear support
pin.
10
INSPECTION AND REPAIR
1. Clean all parts with a suitable solvent and
dry with a lint-free cloth.
2. the front axle support pin bushing
for excessive wear or damage. If necessary
to renew, drift out the grease retaining
Use Plate Adaptors, Tool No.
630S or 9210 to extract and install a new
bushing, Figure 12.
3. Inspect the rear axle support pin
in the front axie support housing and
replace the bushing if necessary. Take
care not to damage the housing bore.
Use Bushing Kits, Tool Nos. 818 or 9514
and T8l8 or9515to install the new bushingo
4. inspectthe axle support pins for excessive
wear or scoring. If the wear is excessive or
the pins are distorted, renew the axle
assembly.
5. Inspect the front axle support for
of cracks. If necessary to renew, removethe
radiator as outlined in "ENGINE
SYSTEMS" -Part 1, 2. VU~.JI.."JI
the weight of the support housing and
remove the retaining bolts and nuts.
Remove the housing from the tractor.
Install a new housing on the tractor and
support in position whilst installing
the retaining bolts and nuts. the
retaining bolts to the correct torque, see
"Specifications" - Chapter 9.
Re-instail the radiator.
------------------------CHAPTER2------------------------
ASSEMBLY

I nstall a new thrust washer on the rear

front axle support pin.

2. Install the rear front axle support pin in

the front axle support pin rear bushing
and support the centre axle assembly
in position.

3. install the thrust washer on the front sup-

port pin. Install the front support pin
bracket and tighten the retaining bolts
to the correct torque, see "Specifications"
Chapter 9.
Figure 12
Support Pin Bushing Installation
1. Tool No. 630S or 9120
2. Front Axle Support Pin Housing

4. Use feeler gauges to measure the gap

between the front support pin thrust
6. Install locking wire through the heads
washer and the front support pin
of the support pin bracket retaining
bracket. Remove the front support pin
bolts.
bracket retaining bolts and the bracket.

7. Install the axle sections into the centre

Select an appropriate number of shims
that will give a minimum end-float on the
axle of 0·010 in. (0·254 mm). For the
sizes of shims available, see "Specifica-
tions" Chapter 9.
5. Pack the bushings with suitable grease,
see "Specifications" -Chapter 5. Install
the selected shims on the support pin and
install the support pin bracket. Retain the
bracket to the front support with the bolts
and tighten to the correct torque, see
"Specifications" - Chapter 9.
axle assembly.
8. Install the retaining bolts in the respective
holes to obtain the required track setting.
I nstall the nuts and tighten the bolts to
the correct torque, see "Specifications"
- Chapter 9. Adjust the track rod to the
required setting and install on the
tractor. Install the end assembly nuts
and tighten to the correct torque, see
II Specifications" - Chapter 9.
9. Connect the drag link to the left hand
spindle arm and install the retaining nut.
Tighten the nutto the correcttorque, see
nSpecifications" Chapter 9.

1 O. Remove the jack or hoist from the tractor.

Ensu re the centre axle assembly end float
does not fall below the and 11. Check, and if necessary, adjust the
the centre axle rotates without binding. toe-in setting.

11
----------PART 10-FRONT AXLE----------

12
 PART10
FRONT AXLE

Chapter 3
ROWCROP AXLE FORD 5610,6610 AND 7610
Section Page
A. DESCRIPTION 1
B. ADJUSTMENTS 4
C. FRONT WHEEL SPINDLE OVERHAUL-FORD 5610,
6610, 7610 WITH POWER ASSISTED STEERING 8
D. STEERING CENTRE ARM OVERHAUL FORD 5610,
6610,7610 WITH POWER ASSISTED STEERING 10
E. FRONT AXLE OVERHAUL 11

A. DESCRIPTION

The front axle consists of an inverted 'U'
section centre axle assembly mounted
centrally to the engine front support. The
method of mounting consists of two support
pins on the same axis. The forward support
pin is attached to the mid-point of the centre
axle assembly and locates in a bushing in the
front axle support. The rear support pin is
attached to the rear extension of the centre
axle and locates in a bushing in the engine oil
pan.
The method of mounting limits the axle
assembly to a radial movement about the
support pin axis. The radial movement
of the axle assembly is limited by the front
axle support.
The outer axle section consists of an inverted
'U' section beam with a tube to accept the
wheel spindle welded to the outer end.
The centre axle assembly and the axle sections
are machined to provide a series of holes that
will allow the track of the axle to be varied
in 4in. (102 mm) steps between 52 in.
(1320 mm) and 80 in. (2030 mm).
The outer end of the axle section accepts the
front wheel spindle. The spindle is located
in the axle section by bushings and at the
lower end a thrust bearing is used to support
the vertical thrust of the spindle on the
axle section.

The centre line of the wheel spindle is offset

to the rear in relation to the centre line of the
king pin. This gives a trailing effect on the
Into each of the open ends of the centre axle front wheels which alleviates the need for a
assembly is installed an outer axle section. castor angle.

1
--------------------PART 10-FRONT AXLE--------------------

Figure 1
Front Axle Assembly- Ford 5610, 6610, 7610
With Manual Steering

1. Steering Gear Housing 5. Centre Axle Assembly

2. Drag Link 6. Front Support Pin
3. Left-Hand Spindle Arm 7. Front Axle Support Housing
4. Left- Hand Spindle 8. Track Rod

The upper portion of each wheel spindle is
keyed to locate a spindle arm. The left-
hand steering spindle arm on manual steer-
ing tractors is connected to the steering gear
arm by a drag link.
The left-hand spindle arm incorporates·
another arm which is connected directly to
the right-hand steering spindle arm by means
of a track rod, Figure 1. The track rod length
may be adjusted to suit various track widths.

2
------------------------CHAPTER3------------------------
,.....---.------~~-----------------------------------,

Figure 2
Front Axle Assembly-Ford 5610, 6610, 7610
With Power Assisted Steering

1. Steering Gear Housing 5. Centre Axle Assembly

2. Drag Link 6. Right- Hand Track Rod
3. Left- Hand Spindle Arm 7. Front Axle Support Housing
4. Left- Hand Outer Axle Section 8. Centre Steering Arm

On tractors equipped with power assisted Two track rods connect the centre steering
steering the drag link operates a centre arm to the left and right-hand spindle arms,
steering arm located in the front axle support. Figure 2.

3
 Figure 3 4
Toe-in Alignment Marks Toe-in/Toe-out Measurement
1. Spindle Arm A. Dimension Between Wheel Rim Marks
2. Alignment Marks
3. Outer Axle Section
4. Left- Hand Track Rod

Toe-in/toe-out of the front wheels may be
adjusted by setting the length of the single
track rod on models with manual steering or
the right-hand track rod on models with
power assisted The correct toe- in
setting is made in production and the spindle
arms and axle sections are marked to identify
the correct position of the front wheels with
the steering in the straight ahead position,
Figure 3.
The wheel' hub is supported on the wheel
spindle by two opposed taper roller bearings.
A nut on the spindle is used to retain the outer
cone and roller assembly and provides
adjustment for the bearing pre-load. A
grease nipple located in the wheel hub
assembly allows regular greasing of the
wheel bearings.

B. ADJUSTMENTS

TOE-~N ADJUSTMENT

if the toe-in alignment marks on the spindle 2. Mark the inboard rim of each front wheel
arms and axle sections are not visible, or towards the front at wheel centre height.
repiacement parts have been installed, use
the following procedure to determine the
toe-in setting:

1. On flat level ground s!owlydrivethetractor

in a straight line for at least 10 feet (3
metres). Stop the tractor. and ensure the 3. Measure the note and distance between
front wheels remain in the straight the two marks, call this dimension A,
ahead position. Figure 4.

4
------------------------CHAPTER3------------------------
Figure 5
Track Rod Ford 5610, 6610, 7610 With
Manual Steering
1. Ball Joint Clamp Bolt
2. Track Rod Clamp Bolt
4. Maintain the straight ahead position and
move the tractor forward so the wheels
0
rotate through 180 and the marks on the
wheels face the rear at wheel centre
height.
5. Again measure and note the distance
between thetwo marks, call this dimension
B.
NOTE: If dimension A is larger, then A-8
gives the toe-out.
If dimension B is larger, then B -A gives the
toe-in.
To ensure accurate results, repeat the above
procedure three times with three different
marks equally spaced around each wheel
rim and take the average dimension for
toe-in/toe-out. This method minimises any
inaccuracy due to wheel rim run-out.
5
Figure 6
Right-Hand Track Rod Ford 5610, 6610,
7610 With Power Assisted Steering
1. Spindle Arm
2. Track Rod Clamp Bolt
3. Locking Nut
TOE-IN ADJUSTMENT
1. Set the front wheels in the straight ahead
position using the alignment marks on the
spindle arms and axle sections, Figure 3.
If these marks cannot be used, position
the wheels as described in the measure-
ment section.
2. Ford 5610, 6610, 7610 With Manual
Steering:
a. Ensure the drag link clamp bolts are in
the correct notch for the particular
track setting, see "Front Track Adjust-
ment".
b. Slacken the right- hand bail joint
clamp and remove the left-hand track
rod clamp bolt, Figure 5.
Ford 5610, 6610, 7610 With Power
Assisted Steering:
a. Remove the track rod clamp bolt
from the right-hand rod, Figure 6.
b. Slacken the locking nut on the right-
hand track rod.
3. Turn the threaded of the track rod 1. With the tractor on firm level
so that with the track rod bolt apply the hand brake and chock the
re-instailed the marks on both spindle rear wheels. Use a suitable jack or hoist
arms and axle sections align. to raise the front wheels clear of the
ground.

2. Remove the two clamp bolts on the track

rod (s).
NOT E : Ifthe alignment marks cannot be used,
adjust the length of the track rod to obtain the
correct toe-in, see "Specifications"
ter 9.
3. Remove the bolts and nuts retai
the axle outer sections and move the
axle sections to the
Re-install the axle section retaining
bolts and nuts in the appropt'iateholes
4. the track rod bolts and as indicated in Figure 7 and the table
locking nut to the correct torque, see below:
"Specifications" - Chapter 9.

Track Setti ng Axle Bolt

5. Re-check the toe-in. in. (mm) locations
52 (1310) A C
56 (1420) B 0
60 (1520) C E
6. If the alignment marks on the arms 64 (1630) D F
and axle sections are missing or out of
68 (1730) E G
alignment, lightly grind off in this area
and strike new marks. 72 (1830) F H
76 (1930) G J
80* (2030) F H

* With wheels reversed.

FRONT TRACK ADJUSTMENT

NOTE: The track of the front wheels is

adjustable from 52 to 80 in. (1320-2030
mm) in approximately 4 in. (102 mm) 4. the retaining bolts and nuts to
increments. To obtain a frent wheel track the correct torque, see "Specifications"
of 80 in. (2030 mm) it is necessary to -Chapter 9.
reverse the dish of the front wheels at an axle
setting of 72 in. (1830 mm). It is not
recommended that the wheels be reversed
in the 76 in. (1930 mm) axle setting to give
a resultant 84 in. (2140 mm) track as undue 5. Position the front wheels straight ahead
strain can be on components under to the toe-in marks on both spindle
high load and shock conditions. arms and axle sections.
------------------------CHAPTER3------------------------
6. Align the track rod clamps with the
nearest notches and install the two
clamp bolts.

NOTE: Ensure an equal number of notches

are exposed at either end of the track rod(s).

7. the track rod clamp bolts and

nuts to the correct torque, see "Specifi-
cations" - Chapter 9.

8. Ford 5610, 6610, 7610 With Manual

Figure 7
Steering.
Track Width Holes
1. Outer Axle Retaining Bolts
2. Centre Axle Assembly
3. Outer Axle Assembly

a. Adjust the drag link by removing the

clamp bolt, Figure 8, and re-Iocating
in the notch indicated in the table 9. Check, and if necessary, adjustthetoe-in
below: alignment, see "Toe-tn Adjustment"

1 O. Remove the jack and wheel chocks.

Track Position Drag link Notch

Setting

52, 56 and 60 in. (Shortest Length)

(1320,1420 &
1520 mm)

64 and 68 in.
(1630 & 1730 mm)

Figure 8
b. Tighten the drag link clamp bolt to Link Adjustment
the correct torque, see "Speci- 1. Drag Link Clamp Bolt
fications" Chapter 9. 2. Drag Link Notches

7
 C. FRONT WH
NOTE: The complete overhaul procedure is
described. For overhaul afthe
only follow Steps 1-8.
For overhaul of the spindle
proceed from Step 9.
1. With the tractor on firm and level ground
apply the handbrake and chock the
rear wheels. Slacken the front wheel
retaining nuts ~ turn.
2. Use a suitable jack or hoist to support
the tractor with the front wheels clear
of the ground.
3. Remove the wheel retaining nuts and
remove the wheel assembly.
4. Unscrew the front hub grease retaining
cap.
5. Remove the cotter iocating the
castellated nut.
6. Remove the castellated nut and washer,
Figure 9.
Figure 9
Front Wheel Hub Assembly
1. Hub Retaining Washer
2. Hub Retaining Nut
3. Outer Cone and Roller
l SPIND OVERHAUL
7. Remove the front wheel hub assembly
and the outer cone and roller ~C(~Qnnnl\l
from the front wheel spindle.
8. Remove the inner cone and roller
assembly from the wheel spindle.
Remove the grease retainer.
9. Remove the bolt and nut retaining the
arm.
10. Remove the spindle arm from the
spindle. if the spindle arm is tight, use
Puller, Tool No. 1002 or 9198, PuHing
Attachment, Tool no. 951 or 9190 and
Shaft Protector, Tool no. 625A or 9212 to
effect removal, 10.
11. Extract the key from the spindle and
remove the dust seal, Figure 11.
12. Extract the wheel spindle and thrust
bearing from the axle section, Figure 12.
Figure 10
Spindle Arm Removal
1. Tool No. 1002 or 9198
2. Spindle Arm
3. Tool No. 951 or 9190
4. Tool No. 625A or 9212
8
INSPECTION AND REPA~R 4. the thrust for
correct operation. Renew if necessary.
1. Clean components with a suitable solvent
and air dry. lightly lubricate the machined
surfaces. 5. I nspectthe wheel spindle bearing surfaces
for or excessive wear.
2. I nspect the roller bearing cones, rollers
and cups for signs of excessive wear or
damage. Renew if necessary.
RE-ASSEMBlY
Use Pulling Attachment, Tool No. 943 or
9507, and Slide Hammer, Tool No. 943S or 1. Pack the wheel spindle thrust bearing
9567 to remove the bearing cups from the with a suitable grease and install on the
wheel hub. Use a soft drift to install new wheel spindle. Ensurethe shroud istothe
cups in the hub. top, this is indicated on the by
the manufacturer's reference stamp,
12.
NOTE: Ensure the new cups are seated
correctly against the shoulders in the
wheel hub.
2. Install the wheel spindle into the axle
section housing and ensure the spindle
3. Inspect the spindle bushings in the axle
rotates freely in the bushes.
housings for wear or scoring. If renewal
is necessary, remove the axle outer sec-
tion from the tractor. Use Bushing Kits,
Tool Nos. 818 or 9514 and T818 or 9515 to 3. Install a new wheel spindle dust seal
remove and renew the !chlnrftc Take care with the groove in the periphery of the
not to damage the axle outer section bores. seal nearest the base.

Figure 11 12
Wheel Spindle Dust Seal Removal Wheel Spindle Removal
1. Dust Seal 1. Thrust
2. Wheel Spindle 2. Wheel

9
- - - - - - - - - - PART 10-FRONT A X L E - - - - - - - - - - -
4. Install the key in the wheel spindle.
Install the spindle arm on the wheel
spindle locating the key. Ensure the
spindle arm bolt hole is in line with the
recess in the wheel spindle. Install the
spindle bolt, lockwasher and nut and
tighten to the correct torque, see
IIS pe cifications" Chapter 9.
5. I nstall the wheel hub grease retainer on
the wheel spindle.
NOTE: An alternative type grease retainer
which is symmetrical may be installed.
6. I nstall the front wheel inner bearing cone
and roller assembly on the front wheel
spindle.
7. Pack the wheel hub and bearings with
a suitable grease, see "Specifications"
- Chapter 9. Install the wheel hub on the
wheel spindle.
8. Install the front wheel outer bearing
cone and roller assembly on the' front
wheel spindle.
9. Install the hub retainer washer on the
wheel spindle and locate the tab with the
key-way in the spindle.
D. STEERING CENTRE ARM OVERHAUL- FORD 5610, 6610, 7610 WITH
POWER ASSISTED STEERING
1. Remove the radiator as outlined in
"ENGINE SYSTEMS" - Part 1, Chapter 2.
2. Remove the track rod locknuts and dis-
connect the two track rods from the
steering centre arm.
3. Remove the locknut locating the front
of the drag link. Remove the drag link
from the steering centre arm.
10
10. Install the wheel hub retaining nut.
11. Tighten the bearing retaining nut to a
torque of 20-30 Ibf ft (27-40 Nm)
(2'8-4'2 Mkg).
12. Rotate the hub clockwise 3-6 revolu
tions.
13. Further tighten the retaining nut to a
torque of 45-50 Ibf ft (61-74 Nm)
(6-8 Mkg).
14. Loosen the retaining nut by two flats.
15. Tighten the nut, if necessary, to the
nearest position to allow insertion of a
new retaining cotter pin.
16. Install the wheel and tyre assembly on
the hub and retain with the nuts.
Tighten the nuts to the specified torque,
see Specifications" Chapter 9.
17. Remove the jack or hoist and the rear
wheel chocks.
4. Rotate the centre arm to gain access to the
cotter bolt securing the centre arm to
the shaft. Remove the cotter bolt.
5. Remove the grease cap and bolt.
6. Use Pivot Pin Remover, Tool No. SW21,
to extract the steering centre arm shaft.
7. Remove the steering centre arm from the
front axle support housing.
------------------------CHAPTER3------------------------
INSPECTION AND REPAIR
1. Clean all parts with a suitable solvent and
dry with a lint-free cloth or air.
2. I nspect the steering centre arm shaft
bushings for excessive wear or damage.
If necessary, remove the bushings. Use
Bushing Kits, Tool Nos. 818 or 9514 and
T8l8 or 9515 to install new bushings.
3. I nspect the steeri ng centre arm for cracks
or distortion and replace if necessary.
E. FRONT AXLE OVERHAUL
DISASSEM BL V
1. Use a suitable jack or hoist to support the
front end of the tractor and chock the
rear wheels.
2. Ford 5610, 6610', .7610 With Manual
Steering:
a. Remove the drag link front end re-
taining nut.
b. Disconnect the drag link from the
spindle arm.
c. Remove the track rod end retaining
nuts and remove the track rod.
Ford 5610,6610, 7610With Power Assisted
Steering:
a. Remove the track rod outer retaining
nuts and disconnect the two track
rods from the spindle arms.
11
INSTALLATION
Installation follows the removal procedure
in reverse. On installation observe the follow-
ing requirements:
• Pack the bushing with a suitable grease,
see "Specifications" -Chapter 9.
• Tighten all bolts and nuts to the correct
torque, see "Specifications" -Chapter 9.
• Check, and if necessary, adjust the
toe-in setting.
3. Remove the axle outer section retaining
bolts and nuts. Remove the axle outer
sections and wheel assemblies from the
centre axle assembly.
4. Support the front centre axle assembly to
remove weight from the axle support pins.
5. Straighten the locking tabs on the axle
support pin anchors.
6. Remove the axle support pin retaining
bolts and anchors.
7. Use a suitable rod in the cross-drillings
of each support pin to push the support
pins out sufficiently to gain purchase on
the retaining bolt flange. Remove the
pins.
8. Remove the thrust washer and the centre
axle assembly from the tractor.
iNSPECTION AND REPAHl f. the bolts and nuts to
the correcttorque, see "Specifications"
~Chapter 9.
1. Clean all parts with a suitable solvent and
dry with a lint-free cloth or air.
g. Re-install the radiator, as outlined in
"EN GIN E SYSTEMS" Part 1, Chap-
2. Inspect the front axle support pin bushes ter 2.
for excessive wear or damage. If necessary
use Bushing Kits, Tool Nos. 818 or 9514
and T818 or 9515, to remove and renew the
rear bushing, Figure 13.

RE-ASSEMBlY

3. if the front bushing needs replacing,

use a suitable drift to remove the grease
retaining Remove the bushing
from the centre axle assembly and ensure
the bushing bore is not Use
Step Plate Adaptor Tool No. 630S
or 9210 to install the new bushing. Install
the grease retaining plug.
Re-assembly follows the disassembly pro-
cedure in reverse. On re-assembly observe
the following
Ill) lubricate ali bushings with a suitable
grease, see JiSpecifications" ~ Chapter 9.

• Tighten all bolts and nuts to the correct

4. inspect the front axle support for cracks. torque, see "Specifications" - Chapter 9.
If necessary, renew as follows:

a. Remove the radiator as outlined in l1'li Check, and if necessary, adjust the toe-in
"ENGINE SYSTEMS"-Part 1, Chap- setting.
ter 2.

b. Ford 5610, 6610 With Power Assisted

Steering:
Disconnectthedrag link from the centre
steering arm.

c. Support the weight of the support

housing and remove the retaining
baits and nuts.

d. Remove the housing from the tractor.

e. Install the new front axle and

locate with four upper bolts and nuts.
I nsert sufficient spacer shims to fill
the gap between the engine oil pan and
the front axle support housing before Figure 13
installation of the two lower bolts and Rear Support Pin Bushing Installation
nuts. For sizes of shims available, 1. Tool No. T818 or 9515
see "Specifications" Chapter 9. 2. Front Axle Rear Extension

12
 PART 10
FRONT AXLE
Chapter 4
ROWCROP AXLE-FORD 6710 AND 7710
Section
A. DESCRIPTION
B. ADJ USTM ENTS
C. FRONT WHEEL SPINDLE OVERHAUL
D. FRONT AXLE OVERHAUL
A. DESCRIPTION
The three part front axle is an inverted
'U' section beam which is mounted centrally
to the front axle support. The support is
bolted to the front of the engine cylinder
block. The method of mounting consists
of two support pins located on the same
axis. Theforward support pin is attached tothe
mid-point of the centre axle beam. The rear
support pin is attached to the rear extension
of the centre axle and locates in a bushing
in the front axle support. The forward front
axle support pin locates in a bushing incor-
porated in a bracket bolted to the front axle
support.
The method of mounting restricts the axle
assembly to a radial movement about the
support pin axis. The radial movement is
limited by the front axle support.
1
Page
1
3
6
9
Outer axle sections, consisting of an inverted
'u' section with a tube welded to the outer
end to accept the wheel spindle, are installed
intothe open endsofthecentreaxleassembly.
The centre axle assembly and the axle
sections are machined to provide a series
of holes that will allow the track of the axle to
be varied in 4 in. (102 mm) steps between
56in. (1420mm) and88in. (2240mm).
When the tractor is equipped with 10 x 16
or 11 x 16 front tyre options the adjustment
range in 4 in. (102 mm) steps is between
58.5 in. (1486 mm) and 86.5 in. (2197 mm).
- - - - - - - - - - P A R T 10-FRONT AXLE - - - - - - - - - -

4
' " - - - -_ _ _ _ _ _ _ "_" _ _ _ _ _ _ _ _ _ _ _ _ _ _ _______ _ _ _ _ _ _ _ _ _ _ _ _ __ _ _ l
~
"
~
Figure 1
Front Axle Assembly
1. Hydrostatic Steering Motor 5. Centre Axle Assembly
2. Left- Hand Steering Spindle Arm 6. Front Support Pin Bracket
3. Left- Hand Outer Axle Section 7. Front Axle Support Housing
4. Steering Power Cylinder 8. Track Rod

With reference to Figure 1.

The spindle is located in the axle section
by bushings and at the lower end a thrust
bearing is used to supportthe vertical thrust of
the spindle on the axle section. The spindle
acts as the king pin and the top of each wheel
spindle is splined to accept and locate the
spindle arm.
The left hand spindle arm is activated by the
hydrostatic steering power cylinder and the
movement is transmitted from the left-hand
spindle to the right-hand spindle by means
of a track rod, which is adjustable to suit
various track settings.

2
Toe-i of the front wheels may be
adjusted by the length ofthe track rod.
The correct toe-in is made
production and the arms and axle
sections are marked to identify the correct
,..,A<',+,,--,..--. of the front wheels with the
in the ht ahead position, Figure 2.

The wheel hub is supported on the wheel

spindle by two opposed taper roller bearings.
A nut on spindle is used to retain the outer
cone and roller assembly and provide a
means of for the bearing pre- Figure :2
Toe-in Alignment Marks
load. A grease located in the wheel
1. Spindle Arm
hub assembly facilitates regular greasing of 2. Alignment Marks
the wheel 3. Outer Axle Section

B. ADJUSTMENTS

TOE-IN MEASUREMENT

If the toe-in alignment marks on the spindle

arms and axle sections are not visible, or
ePlacelllern parts have been use
the following procedure to determine the
toe-in setting.

1. On flat level ground slowly drive the

tractor in a straight line for at least 10 feet
(3 . Stop the tractor and ensure
the front wheels remain in the straight
ahead nncitann

2. Mark the inboard rim of each front wheel

towards the front at wheel centre height.

3. Measure and note the distance between Figure 3

the two call this dimension A, Measurement
Figure 3. A. Dimension Between Wheel Rim Marks

3
--------------------PART 10-FRONT
Figure 4
Right-Hand Axle Assembly
1. Track Rod Clamp Bolt
2. Outer Axle Retaining Bolts
3. Steering Cylinder Mounting Bolts
4. Maintain the straight ahead position and
move the tractor forward so the wheels
0
rotate through 180 and the marks on the
wheels face the rear at wheel centre
heigh'('
5. Again measure and note the distance
between the two marks, call this dimen
sian B.
NOTE: If dimension A is larger, then A-8
gives the toe-out.
Ifdimension B is then B -A gives the
toe-in.
To ensure accurate results, repeat the
procedure three times with three different
marks equally spaced around each wheel
rim and determine the average dimension for
toe-in/toe-out. This method minimises any
inaccuracy due to wheel rim run-out.
4
AXlE--------------------
Figure 5
Left- Hand Axle Assembly
1. Track Rod Clamp Bolt
2. Track Rod Tube
TOE-IN ADJUSTMEN'f
1. Set the front wheels in the straight ahead
position using the alignmtjnt marks on the
spindle arms and axle sections. If these
marks cannot be used, position the wheels
as described in the measurement section.
2. Remove the track rod clamp bolt from the
right-hand end of the track rod, Figure 4.
3. Slacken the track rod clamp bolt on the
left-hand end of the track rod, Figure 5.
4. Turn the track rod tube to alter the length
of the track until the toe-in marks on
both the spind Ie arms and axle sections
are aligned, when the right-hand track
rod clamp bolt is re-Installed.
NOTE: If the alignment marks cannot be
used, adjust the length of the track rod to
obtain the correcttoe-in, see "Specifications"
Chapter 9.
5. Replace and tighten the track-rod clamp
bolts to the correct torque, see "Specifi
cations" - Chapter 9.
 Figure 6
Track Width Holes

6. Re-check the toe- in. 3. Remove the mounting

the right-hand track rod clamp
7. Ifthe alignment marks on the spindle arms bolt, Figure 4.
and axle sections are missing, or out of
alignment lightly grind off this area and 4. Remove the bolts and nuts retaining the
strike new marks. axle outer sections and move the axle
sections to the positions. Re-
install the axle section retaining bolts
and nuts in the appropriate holes as
FRONT TRACK ADJUSTMENT
indicated in 6 and the table
below:
NOTE: The track of the front wheels is
adjustable from 56 in. to 88 in. (1420 mm to
2240 mm) in approximately 4 in. (102 mm)
increments. To obtain a front wheel track
Track Setting Axle Bolt
setting of 88 in. (2240 mm) it is necessary
in. (mm) locations
to reverse the dish of the front wheels at an 56 (1420) A C
axle setting of 80 in. (2030 mm). It is not
60 (1520) 8 0
recommended that the wheels be reversed
in the 84 in. (2130 mm) setting to give a 64 (1630) C E
resultant 92 in. (2340 mm) track as undue 68 (1730) 0 F
strain can be placed on components under 72 (1830) E G
high load and shock conditions. It is not 76 (1930) F H
permissible to reverse the wheels on tractors
80 (2030) G J
equipped with TOx 16 or 11x 76 tyre options.
Maximum front axle adjustment with these 84 (2130) H K
tyre options is 86.5 in. (2197 mm). 88* (2240) G J

1. With the tractor on firm level ground, * With wheels reversed.

apply the handbrake and chock the
rear wheels. Use a suitable jack or hoist NOTE: The track settings shown may vary by
to raise the front wheels clear of the up to 2.5 in. with certain larger tyre
ground. sizes.

5
_



i


M1IIIIIIIIIIIII _ _ _ _ _ _ _ _ _11IIIlIIIIIIIII PART 10- F RO NT AXLE ____I1111111111111_ _ _ _ _ _ _ _ _ _11IIIlIIIIIIIII

5. Tighten the retaining bolts and nuts to 8. Replace the track rod clamp bolt in the
the correct torque, see "Specifications" nearest hole location, and tighten to the
Chapter 9. correct torque, see "Specifications"
Chapter 9.
6. Move the steering cylinder the same
number of holes as the left-hand axle
section and secure with the mounting
bolts tightened to the correct torque, see 9. Check, and if necessary adjust, the toe- in
"Specifications" Chapter 9. alignment, see 'Toe-in Adjustment".

7. Position the front wheels straight ahead

to align the toe-in marks on both the
spindle arms and axle sections. 10. Remove the jack and wheel chocks.

C. FRONT WHEEL SPINDLE OVERHAUL

NOTE: The complete overhaul procedure is 3. Use a suitable jack or hoist to support the
described. For overhaul of the wheel bearings tractor with the front wheels clear of the
onlv, follow Steps 1-9. ground.

For overhaul of the spindle bearings, proceed

4. Remove the wheel retammg nuts and
from Step 10.
remove the wheel and tyre assembly.
1. With the tractor on firm and level ground
apply the handbrake and chock the rear 5. Unscrew the front hub grease retaining
wheels. cap.

2. Slacken the front wheel retaining nuts 6. Remove the cotter pin locating the
by-;lturn. castellated nut.

Figure 7 Figure 8
Front Wheel Hub Assembly Steering Spindle Thread Deformity Removal
1. Hub Retaining Washer 1. Steering Spindle
2. Hub Retaining Nut 2. Small Hacksaw
3. Outer Bearing Cone and Roller 3. Spindle Arm
4. Spindle Arm Retaining Nut

6
------------------------CHAPTER4------------------------
7. Remove the castellated nut and washer,
7.
8. Remove the front wheel hub assembly
and the outer cone and roller '.:lC'C'·Qn--,h
from the wheel ", ... ,nrllle>
9. Remove the inner cone and roller assem-
blyfrom the front wheel spin·dle. Remove
the grease retainer.
10. Withdraw the nut retaining the
arm.
IMPORTANT: It will be necessary to use
a small hacksaw to remove the deformed
sections of the spindle thread which act as a
locking device on the nut, Figure 8.
11. Remove the spindle arm from the
spindle. If the spindle arm is tight
use Puller, Tool No. 1002 or 9198, Pulling
Attachment, Tool No. 951 or 9190 and
Shaft Protector, Tool No. 625Aor9212to
effect removal, Figure 9.
Figure 9
Spindle Arm Removal
1. Tool No. 1002 or 9198
2. Spindle Arm
3. Tool No. 951 or 9190
4. Tool No, 625A or 9212
7
12. Extract the wheel spindle, thrust bearing
and spacer from the axie section,
10.
INSPECTION AND REPAIR
1. Clean components with a suitable solvent
and air dry. Lightly lubricate the machined
surfaces.
2. nspect the roller bearing assemblies
for signs of excessive wear or damage.
Renew if necessary. Use Pulling Attach-
ment, Tool No. 943 or 9507 and Slide
Hammer, Tool No. 9435 or 9567 to remove
the bearing cups from the whee! hub. Use a
soft metal drift to install new cups into the
hub.
NOTE: Ensure the new cups are seated
correctlv the shoulders in the wheel
hub.
Figure 10
Wheel Spindle Removal
1. Thrust Bearing
2. Spacer
3. the spindle bushings in the axle
housings for wear or scoring. If renewal
is necessary, remove the axle outer section
from the tractor. Use Bushing Kits, Tool
No. 818 or 9514 and T818 or 9515, to
remove and renew the Take care
not to damage the axle outer section bores.
4. Inspect the spindle thrust bearing for
conect operation. Renew if necessary.
5. Inspectthe wheel su rfaces
for scori ng or excessive wear.
RE-ASSEMBlY
1. Install the spacer on the. wheel cnannllo
Pack the wheel spindle thrust bearing
with a suitable grease and install on the
wheel spindle. Ensure the is to
the top as indicated on the bearing by
the Manufacturer's reference stamp,
Figure 11
Inner Wheel Hub KC>,:Hu'\n
1. Hub Grease Retainer
2. Inner Cone and Roller
8
2. Install the wheel into the axle
section housing and ensure the spindle
rotates freely in the bushes.
3. Install the spindle arm on the wheel
spindle. Ensure the spindle and spindle
arm master spli nes are correctly en-
gaged.
4. Install the spindle nut and tighten to the
specified torque, see "Specifica-
tions" Chapter 9. Spot deform the
protruding thread adjacent to the nut.
5. Install the wheel hub grease retainer on
the wheel 11 .
NOTE: An alternative type grease retainer
which is symmetrical may be installed
6. Install the front wheel inner bearing cone
and roller assembly on the front wheel
spindle.
7. Pack the wheel hub and bearings with a
suitable grease, see "Specifications"
Chapter 5. Install the wheel hub on the
wheel spindle.
8. I nstall the front wheel outer bearing
cone and roller assembly on the front
wheel spindle.
9. Install the hub retaining washer on the
wheel spindle and locate the tab with
the key-way in the spindle.
10. Install the wheel hub retaining nut.
11. Tighten the bearing retaining nut to a
torque of 20-30 Ibf ft (27-40 Nm)
(2'8-4'2 Mkgf).
12. Rotate the hub clockwise 3-6 revolu-
tions.
13. Further tighten the retaining nut to a
torque of 45---55 ibf ft (61~74 Nm)
(6-8 Mkgf).
14. Loosen the retaining nut by two flats. 16. Install the wheel and tyre assembly on
the hub and retain with the six nuts.
Tighten the nuts to the specified torque,
see "Specifications" - Chapter 9.

15. Tighten the nut, if necessary, to the

nearest position to allow insertion of a 17. Remove the jack or hoist and the rear
new cotter whee! chocks.

D. FRONT AXLE OVERHAUL

DISASSEMBLY

1. Position the front wheels straight ahead.
2. Raise the front of the tractor and position
safety stands under the engine to hold
the front wheels just clear of the ground.
Remove the front wheels.
3. Disconnect the power cylinder
hose assemblies at the connector
located beneath, and attached to, the
front axle main support. Cap the exposed
ends.
4. Remove the retaining nut and separate
the cylinder rod end assembly from the
spindle arm, 12.
5. Remove the bolts securing the steering
cylinder end and anchor assembly to the
bar and withdraw the
steering cylinder assembly, anchor and
feed pipe support bracket from the left-
hand side of the tractor, Figure 13.

Figure 12 13
Cylinder Rod End Removal Power Steering Cylinder Assembly Removal
1. Spindle Arm 1. Track Rod Assembly
2. Cylinder Rod End 2. Power Steering Cylinder
3. Feed Pipe Support Pracket
4. Anchor
5. Front Axle Front
6. Adjustor Bar

9

14
Front Centre Axle and Pin Assembly Removal
1 Hose Connector Plate
2. Front Axle Main Support Assembly
3. Front Centre Axle and Pin Assembly
4. Front End Weights
6. Disconnect and remove the track rod from
the spindle arms.
7. Unboltand removetherightand left-hand
outer axle assemblies from the centre axle.
8. Su pport the centre axle at the centre of the
adjuster bar. Remove weights from the
front end weight frame as required
to allow withdrawal of the front axle
front support upper retaining bolts.
Withdraw the two upper and two lower
bolts retaining the front support.
9. Carefully remove the front support and
withdraw the front centre axle and pin
assembly from the rna i n su pport assembly,
Figure 14. Retain the two thrust washers.
10
INSPECTION AND REPAIR
1. Clean all parts with a suitable solVent and
dry with a lint-free cloth.
2. inspect the front axle support pin bush-
for excessive wear or damage. If
necessary use Plate Adaptors, Tool
No. 630S or9210, to remove and renewthe
bushings. Take care not to damage the
housing bores.
3. I nspect the axle su pport pins for excessive
wear or if the wear is or
the are distorted, renew the centre
axle assembly.
4. the front axle support tor of
cracks. If necessary to renew, remove the
radiator as outlined in "ENGINE SyS-
TEMS" -Part 1, Chapter 2. Support the
weight of the front axle support housing
and remove the retaining bolts and nuts.
Remove the housing from the tractor.
Install a new housing on the tractor then
support in position and install the retaining
bolts and nuts. Tighten the retaining
bolts to the specified torque, see
"Specifications" - Chapter 9. Re~install
the radiator.
5. I nspect the thrust washers for excessive
wear and if necessary.
RE-ASSEMBlY
Re-assembly follows the disassembly pro-
cedure in reverse. On re-assembly observe
the following requirements:
@ Lubricate all bushings with a suitable
grease, see "Specifications" Chapter 9.
iii Tighten all bolts and nuts to the correct
torque, see "Specifications" Chapter 9.
iIII Check, and if necessary, adjust the toe- in
setting.
 PART 10
FRONT AXLE

Chapter 5
FRONT WHEEL DRIVE TRANSFER BOX-
FORD 2610,3610,4110 AND 4610 WITH
AE1 -149, AE1 -169 AND AE2-169 TYPE AXLES

Section Page
A. TRANSFER BOX- DESCRIPTION AND OPERATION
FORD 2610, 3610, 4110 AND 461O
B. TRANSFER BOX REMOVAL AND INSTALLATION 2
C. TRANSFER BOX GEAR TRAIN OVERHAUL-
FORD 2610 AND 3610 4
D. TRANSFER BOX GEAR TRAIN OVERHAUL
FORD 4110 AND 4610 8
E. SLIDING COUPLING OVERHAUL 12
F. MULTI-PLATE CLUTCH OVERHAUL 14
G. TRANSFER BOX DRIVE GEAR OVERHAUL 18

A. TRANSFER BOX DESCRIPTION AND OPERATION

FORD 2610, 3610, 4110 AND 4610

°
The front wheel drive assembly for the Ford
2610,3610,4110 and 461 tractors consists
of a transfer box, drive shaft, front drop box
The transfer box is bolted to the left hand side
of the rear axle centre housing and may be
equipped with an optional transmission
and front axle assembly. For details of the handbrake.
front wheel drive system utilised on the Ford
5610, 6610, 6710, 7610 and 7710 Tractors
see Chapters 7 -11 of this PART.

The transfer box transmits drive from the

tractor rear axle centre housing to the drive
shaft which is located under the tractor and
protected by a guard. The drive shaft is
connected to the front axle via the front drop
box.
A gear on the rear axle pinion drives a train of
five gears inside the transfer box. On units
equipped with a transmission handbrake one
of the gear shafts is extended through an
opening at the front of the housing.

1
--------------------PART10-FRONTAXlE--------------------
The handbrake consists of the extended shaft
splined at the front to accept two double-
sided brake discs located in a brake housing
bolted to the front of the transfer box. An
actuator assembly is located between the
brake discs. When the handbrake lever is
pulled the operating cable causes the ac-
tuator plates to contra-rotate and move apart
forcing the brake discs against the brake
housing to give a retarding effect on the drive
train. Units less the handbrake utilise a
shorter shaft to support the gear and the
opening in the transfer box is closed with a
plate.
The fifth gear in the train is connected to the
transfer box output shaft by either a sliding
coupling or an oil immersed multi-plate
clutch.
The standard unit utilises the sliding coup-
ling to allow drive to the front axle to be
engaged only when the tractor is stationary
or at low speed.
As a factory fitted option the sliding coupling
is replaced by the multi-plate clutch which
allows the front axle drive to be engaged or
disengaged with the tractor in motion.
The multi-plate clutch assembly consists of
eight friction plates splined to an external
housing alternately spaced with seven steel
plates splined to an internal hub, a sliding
collar, selector fork and external linkage
connecting the fork with the control handle.
B. TRANSFER BOX REMOVAL AND INSTALLATION
The following overhaul procedures apply
only to components unique to the front
wheel drive system. For related overhaul
procedures see Part 7, Chapters 1 and 2 of
this Manual.
The illustration, Figure 1, depicts a Ford
2
The fifth gear in the train is an internally
bushed hollow tube with gear teeth at the
front driven by the gear train, and the rear
forming the external housing of the clutch
pack. The output shaft locates inside and
supports the fifth gear, however the two
components can rotate independently. The
rear of the output shaft is keyed to the
internal hub of the multi-plate clutch pack,
behind which are located three rocker type
levers. The levers have a cam action on the
clutch pressure plate and are operated by the
sliding collar.
When the control handle is pulled fully up the
selector fork moves the collar forward which
tilts the levers against the pressure plate.The
pressure plate compresses the clutch plates
against a Belleville (dished) washer located
at the front of the internal hub and so
transmits drive to the output shaft and front
axle via the drive shaft.
When the control handle is pushed down the
sliding collar moves rearwards allowing the
rocker levers to ti It away from the pressu re
plate. This action releases the clutch pack
and so disconnects the drive to the front axle.
2610 and 3610 Tractor less Straddle Mount
Cab, less transmission handbrake and with
sliding coupling engagement. The removal
and installation procedure is however similar
for all Ford 2610, 3610, 4110 and 4610
tractors and any differences are identified in
the text.
 Ford 2610 and 3610: If there is insufficient
clearance in the transfer box housing to
allow complete removal, the operating lever
may be withdrawn with the transfer box at a
later stage.

8. Disconnect the transmission handbrake

linkage (where fitted).

9. Ford Tractors less Straddle Mount Cab:

Remove the left hand foot plate and
clutch pedal.

Ford Tractors with Straddle Mount Cab:

Disconnect the dipstick tube from the·
transfer box.

Ford 2610 and 3610 with Straddle

Figure 1 Mount Cab: Disconnect the P.T.O. ac-
Transfer Box Installation tuating lever.
1. Control Lever Rod
2. Actuating Lever Support the weight of the transfer box on
3. Output Shaft Flange
4. Drive Shaft Guard a trolley jack and remove the transfer box
5. Left Hand Brake Operating Lever to centre housing securing nuts.
6. Brake Control Rod

Carefully withdraw the transfer box

REMOVAL
1. Jack up the left-hand rear wheel and
support the axle. Remove the wheel.
2. Remove the drain plug from the under-
side of the transfer box and allow the oil
to drain.
NOTE: The transfer box is lubricated by oil
from the rear axle overflowing into the
housing. The process of draining the oil may
be speeded if the rear axle drain plug is also
removed.
With reference to Figure 1 :
3. Remove the split pin and washers se-
curing the control lever rod to the transfer
box actuating lever.
4. Remove the drive shaft guard.
5. Disconnect the drive shaft from the
transfer box output shaft flange.
assembly. Take care to retain the shim(s)
located between the transfer box and the
rear axle centre housing.
INSTALLATION
Installation of the transfer box follows the
removal procedure in reverse. On installation
observe the following requirements:
e Reinstate shim(s) removed when replacing
the opriginal transfer box assembly. Prior
to installation coat shim(s) with a sealant
applied to both sides and to the mating
surfaces of the rear axle centre housing and
the transfer box centre housing and the
transfer box assembly. The surfaces must
be clean and sealant must be to Ford speci-
fication as indicated in "Specifications"
Chapter 9.
• Tighten all bolt and nuts to the correct
torque and in the sequence shown in the
diagrams in "Specifications", Chapter 9.

6. Remove the left hand brake control rod. • With the tractor on level ground refill the
rear axle with the correct grade and
7. Remove the left hand brake operating quantity of new oil. See "Specifications"
lever from the brake cross shaft. - Chapter 9 for the grade of oil to be used.

3
--------------------PART10
IMPORTANT
If a new transfer box is installed the
following procedure must be adhered to in
order to ensure correct alignment of the
transfer box drive gear.
1. Remove the hydraulic top cover, see
"HYDRAULIC SYSTEMS" - Part 8.
2. Install the transfer box with 0.50 mm
shims, located between the transfer box
and the rear axie centre housing"
the nuts in the correct sequence
and to the right torque value; see "Speci-
fications" - Chapter 9.
3. Measure the backlash between the
transfer box drive gear and the first spur
gear of the transfer box with a dial
indicator positioned perpendicular to one
of the gears.
c. TRANSFER BOX GEAR TRAIN OVERHAUL
The transfer box assembly shown in the
illustrations, Figures 2- 7, is less transmission
hand brake and with the standard sliding
coupling type of engagement. However the
overhaul procedure is similar for all transfer
box gear trains and any differences are
identified in the text.
DISASSEMBlV
1. Move the actuating lever to the
(up) position and mark the transfer box
housing adjacent to the lever for correct
re-assembly. Remove the lever,
Figure 2.
4
4. If the backlash is outside the specified
limits, see "Specifications" - Chapter 9,
the correct increase or decrease in shim
thickness can be determined by reference
to the following table. The increase or
decrease in shim size must be related to
the 0.50 mm shims initially installed.
After installation of the shim(s) specified the
backlash should be confirmed to be within
limits prior to replacing the hydraulic top cover.
Increases!
decreases
Shim size backlash by
approx. (mm)
0.20 0.14
0.30 0.21
0.40 0.28
NOTE: To facilitate hydraulic top cover
removal on tractors with a Straddle Mount Cab
it will be necessary to raise the cab see Part
11, uSAFETY CABS AND PLATFORMS u.
FORD 2610 AND 3610
NOTE: Units equipped with a multi-plate
clutch pack utilise linkage incorporating a
coil over-centre spring. The spring tension
must be released by slackening the spring
securing nuts before removing the actuating
linkage.
2. Drive out the roll pin securing the flange
to the output shaft. Remove the output
shaft flanqe.
Ford 2610 and 3610 Tractors with
Transmission Handbrake: Remove the
transmission hand brake housing. For
overhaul procedures of the handbrake
see "REAR AXLE AND
BRAKES" - Part 7.
-------------------------CHAPTERS-------------------------

Figure 2 Figure 3
Ford 2610 and 3610 Transfer Box Assembly Rear Housing Removal
1. Actuating Lever 1. Rear Housing
2. Output Shaft Oil Seal Housing 2. Output Shaft
3. Output Shaft Flange 3. Output Shaft Front Bearing
4. First Spur Gear 4. Fourth Spur Gear Retaining Strap

3. Remove the output shaft oil seal housing.
4. Remove the nuts securing the rear hous-
ing to the transfer box and withdraw the
rear housing, Figure 3. If necessary drive
the output shaft rearwards with a soft
faced mallet.
7. Drive the fourth spur gear shaft forward
with a suitable soft metal drift. Remove
the shaft and gear, Figure 4.
NOTE: Difficulty may be experienced re-
moving the gear from the housing due to the
bearings moving slightly out of the gear. If
this is the case gently tap the bearings fully
back into the gear.

NOTE: The rear housing contains either the

standard sliding coupling or the optional
multi-plate clutch pack. For the overhaul of
these assemblies see Section E Sliding
Coupling Overhaul or Section F Multi-
Plate Clutch Overhaul as appropriate.

5. Remove the output shaft front bearing

from the transfer box.

Figure 4
Fourth Spur Gear Removal
6. Remove the fourth spur gear 1. Fourth Spur Gear
strap, Figure 3. 2. Fourth Spur Gear Shaft

5
-------------------PART10
figure 5
First Spur Gear Removal
1. Third Spur Gear Cover Plate
2. Transfer Box Housing
3. First Spur Gear
4. First Spur Gear Shaft Securing Bolt
5. Second Spur Gear Shaft Retaining Strap
8. Remove the first spur gear shaft securing
bolt, Figure 5.
9. Drive out the first spur gear shaft with a
soft metal drift and remove the first spur
gear. Note that a spacer is located on
either side of the gear, Figure 7.
10. Remove the second spur gear shaft
retaining strap and the third spur gear
cover plate, Figure 5.
11. Drive the second spur gear shaft forwards
out of the housing with a soft metal drift.
Remove the second spur gear.
12. Remove the third spur gear shaft. A bolt
from the cover plate may be screwed into
the shaft and utilised with suitable levers
and spacers to assist removal if necess-
ary, Figure 6.
6
FRO NT AXlE------------------
figure 6
Third Spur Gear Shaft Removal
1. Spacer
2. Cover Plate Bolt
3. Screwdriver
4. Third Spur Gear Shaft and Bearing Assembly
13. Remove the third spur gear and remain-
ing bearing from the transfer box hous-
ing.
INSPECTION AND REPAIR
With reference to Figure 7.
1. Clean all the gear train components in a
suitable solvent and dry with clean
compressed air.
2. Check the oil and dust seals located in
the output shaft oil seal housing, Figure
3, and if necessary replace.
3. Carefully examine all bearings for wear,
cracks or damage. Should any spur gear
bearing prove faulty, both bear-
ings for that particular gear.
4. Check the spur gears and shafts for wear
or damage to the gear teeth and splines.
Worn or damaged parts must be replaced.
-------------------------CHAPTER5 . .----------. . . .--. . . .--~

Figure 7
Ford 2610 and 3610 Transfer Box Gear Train and Sliding Coupling - Exploded View
1. Bearing 17. Bolt
2. Fourth Spur Gear 18. Bearings
3, Bearing 19, Bolt
4. Bearing 20. Second Spur Gear Shaft Retaining Strap
5. Sliding Coupling 21. Second Spur Gear Shaft
6. Fifth Spur Gear 22. Bolt
7. Output Shaft 23. First Spur Gear Shah
8. Third Spur Gear Shaft 24. Spacer
9. Spacer 25. Circiip
10. Spacer 26. Spacers
11. Bearing 27. Circiip
12. Roll Pin 28. Bearings
13. Output Shaft Flange 29. First Spur Gear
14. Circlip 30. Spacer
15, Fourth Spur Gear Shaft 31. Second Spur Gear
16. Fourth Spur Gear Shaft 32. Spacer
Retaining Strap 33. Third Spur Gear

RE-ASSEMBlY .. Ensure the securing bolts connecting the

The re-assembly procedure follows the
disassembly procedure in reverse. On re-
assembly observe the following require-
ments:
• Replace all gaskets.
fit Apply sealant to the third spur gear cover
plate bolt threads to Ford specification
detailed in Chapter 9.
o Tighten all bolts and nuts to the correct
torque value, see "Specifications" -
Chapter 9.
rear flange of the axle drive shaft to the
output shaft flange on the transfer box are
installed with the bolt heads towards the
front of the tractor.
III Re-assemble the actuating lever on the
cross-shaft splines so that with the lever
in the engaged (up) position the lever
aligns with the mark on the housing
made on disassembly.

7
--------------------PART10-FRONTAXLE---------------------

D. TRANSFER BOX GEAR TRAIN OVERHAUL - FORD 4110 AND 4610

Figure 8 Figure 9
Ford 4110 and 4610 Transfer Box Assembly Rear Housing Removal
1. Rear Housing 1. Rear Housing
2. Actuating Lever 2. Output Shaft Oil Seal Housing
3. Coil Spring Securing Nuts 3. Output Shaft
4. Coil Spring 4. First Spur Gear
5. Output Shaft Flange
6. Transmission Handbrake Housing

The transfer box assembly shown in the 2. Drive out the roll pin securing the flange
illustrations, Figures 8-16, is with transmis- to the output shaft. Remove the output
sion handbrake and with the optional multi- shaft flange.
plate clutch pack. However the overhaul
procedure is similar for all transfer box gear
trains and any differences are identified in the
text.

Ford 4110 and 4610 Tractors with

DiSASSEMBLY
1. Move the actuating lever to the engaged
( up) position and mark the transfer box
housing adjacent to the lever for correct
re-assembly. Remove the actuating lever,
Figure 8.
Transmission Handbrake: Remove the
transmission handbrake housing, Figure
7. For the overhaul procedures of the
handbrake assembly see "R EAR AXLE
AND BRAKES" Part 7.

NOTE: Units equipped with a multi-plate

clutch pack utilise linkage incorporating a
coil over-centre spring. The spring tension
must be released by slackening the spring
securing nuts before removing the actuating
linkage.
3. Remove the output shaft oil seal housing,
remove the rear housing securing nuts
and withdraw the rear housing, Figure 9.
If necessary use a soft faced mallet to
drive the output shaft rearwards.

8
------------------------CHAPTER5------------------------

Figure 10 Figure 11
First Spur Gear Removal Second Spur Gear Remova!
1. First Spur Gear Shaft Securing Bolt 1. Second Spur Gear Shaft
2. First Spur Gear Shaft 2. Second Spur Gear
3. Second Spur Gear Shaft 3. Third Spur Gear Shaft Securing Bolt
4. Second Spur Gear Shaft Retaining Strap 4. '0' ring Seals

NOTE: The rear housing contains either the
sliding coupling or the multi-plate clutch
pack. For the overhaul of these assemblies
see Section D Sliding Coupling Overhaul
or Section E Multi-Plate Clutch Overhaul
as appropriate.
8. Remove the third spur gear shaft secur-
ing bolts, Figure 11.
9. Drive the third spur gear shaft and gear
assembly rearwards out of the housing
with a soft metal drift, Figure 12.

4. Remove the first spur gear shaft securing

bolt, Figure 10.

5. Drive out the first spur gear shaft with a

soft metal drift and remove the first spur
gear. Note that a spacer is located on
either side of the gear.

6. Remove the second spur gear shaft

retaining strap, Figure 10.

Figure 12
Third Spur Gear Removal
7. Drive the second spur gear and shaft 1. Transfer Box Housing
2. Fourth Spur Gear
assembly forwards out of the housing 3. Third Spur Gear Shaft
with a soft metal drift, Figure 11. 4. Third Spur Gear

9
--------------------PART10-FRONTAXlE--------------------

Figure 13 Figure 14
Fourth Spur Gear Shaft Removal Fourth Spur Gear Rear Removal
1. Fourth Spur Gear Shaft 1. Pilot Bearing Puller, Tool No. 954C or 9527
2. Fourth Spur Gear 2. Fourth Spur Gear Rear Bearing
3. Output Shaft Front Bearing 3. Output Shaft Front Bearing
4. Bolt

10 Remove the fourth spur gear shaft and
bearing. A bolt from the transmission
handbrake housing or cover plate may be
screwed into the shaft to assist removal,
Figure 13.
INSPECTION AND REPAIR
With reference to Figure 15.
1. Clean all the gear train components in a
suitable solvent and dry with clean
compressed air.

11. Remove the fourth spur gear from the

2. Check the oil and dust seals located in
transfer box housing.
the output shaft oil seal housing, Figure
9.

12. Remove the fourth spur gear rear bearing. 3. Carefully examine all bearings for wear,
Use Pilot Bearing Puller Tool No. 954C or cracks or damage. Should any spur gear
9527 if necessary to remove a tight bearing, bearing prove faulty, repiace both bear-
Figure 14. ings for that particular gear.

4. Check the spur gears and shafts for wear

or damage to the gear teeth or splines.
13. Remove the output shaft front bearing Worn or damaged parts must be re-
from the transfer box housing. placed.

10
 Figure 15
Ford 4110 and 4610 Transfer Box Gear
Train and Multi-Plate Clutch-Exploded View
1. Third Spur Gear Shaft 17. Second Spur Gear Shaft
2. Fourth Spur Gear 1 8. First Spur Gear Shaft
3. Bearing 19. First Spur Gear Shaft Securing Bolt
4. Multi- Plate Clutch Pack 20. Spacer
5. Output Shaft 21. Bearing
6. Fourth Spur Gear Shaft 22. Spacer
7. Bearing 23. Circlip
8. Spacer 24. Cirdips
9. Bearing 25. Bearing
10. Roll Pin 26. First Spur Gear
11. Output Shaft Flange 27. Spacer
12. Circlip 28. Bearing
13. Bearing 29. Second Spur Gear
14. Bolt 30. Bearing
15. Second Spur Gear Retaining Strap 31. Third Spur Gear
16. Bearing

RlE-ASSEMBlY @ Ensure the securing bolts connecting the

The re-assembly procedure follows the
disassembly procedure in reverse. On re-
assembly observe the following
requirements:
e Replace all gaskets and 'O'-ring seals.
\II Apply sealant to the fourth spur gear cover
plate bolt threads to Ford specification
detailed in Chapter 9.
o Tighten all bolts and nuts to the correct
torque value, see IiSpecifications"
Chapter 9.
rear flange of the axle drive shaft to the
output shaft flange on the transfer bbox
are installed with the bolt heads towards
the front of the tractor.
eRe-assemble the actuating lever on the
cross-shaft splines so that with the lever
in the engaged (up) position the lever
aligns with the mark made on the hous-
ing on disassembly.

11
--------------------PART10-FRONTAXlE--------------------

E. SLIDING COUPLING OVERHAUL

REMOVAL AND INSTALLATION 4. Lift the selector fork free from the sliding
For the removal and installation of the sliding coupling.
coupling assembly, see Section C "Transfer
Box Gear Train Overhaul Ford 2610 and
3610" or Section 0 IITransfer Box Gear Train 5. Remove the bearing from the rear of the
Overhaul Ford 4110 and 4610". output shaft.

6. Pull the sliding coupling free from the

output shaft. Take care to retain the three
detent springs and balls located in the
DISASSEMBLY rear of the output shaft.
With reference to Figure 16:

1. Remove the fifth spur gear assembly and

spacer.
INSPECTION AND REPAIR
1. Clean all components in a suitable
2. Remove the cross-shaft securing screw solvent and blow dry with compressed
and temporarily attach the actuating air.
lever to the cross-shaft to enable the
shaft to be withdrawn.

2. I nspect the splined portions of the output

fifth spur gear, cross-shaft and
IMPORTANT:
sliding coupling for wear, nicks or dam-
(i) Should the cross-shaft prove dif-
age. Check the selector fork pads for
ficult to withdraw, remove the end
wear. Ensure the selector fork is free from
cap and use a suitable soft metal
cracks or distortion.
drift to drive the cross-shaft out
towards the actuating lever. DO
NOT A TTEMPT TO DRIVE THE
CROSS-SHAFT OUT TOWARDS
THE END CAP AS THE SHAFT IS
3. Check the bearings for wear, pits or
STEPPED AND WILL DAMAGE
scoring. If any doubt exists as to the
THE REAR HOUSING.
serviceability of the bearings re-
place both parts.

(ii) When the cross-shaft has been

withdrawn mid- way ensure correct
engagement with a second splined 4. I nspect the output shaft flange for cracks,
portion in the selector fork. DO NO T wear on the splines or elongation of the
FORCE THE CROSS-SHAFT. bolt hoies.

3. Remove the output shaft, sliding coup- 5. Examine the internal bushes of the fifth
ling and selector fork assembly from the gear for wear or damage. Replace un-
rear housing. serviceable items.

12
------------------------CHAPTER5------------------------

Figure 16
Sliding Coupling Assembly~Exploded View
1 Selector Fork 9. Output Shaft
2 .. Cross-shaft 10. Detent Ball and Spring
3. Cross-shaft Oil Seal 11. Sliding Coupling
4. Actuating Lever 12. End Cap
5. Selector Fork Pads 13. Cross-shaft Securing Screw
6. Fifth Spur Gear Assembly 14. Output Shaft Rear Bearing
7. Spacer 15. Rear Housing
8. Output Shaft Front Bearing

RE-ASSEMBlY GIl Ensure correct engagement of the cross-

shaft with the selector fork. If necessary
rotate the shaft when inserted mid-way
to ensure correct engagement with the
second splined portion of the selector
The re-assembly procedure follows the fork.
disassembly procedure in reverse. On re-
assembly observe the following
requirements:

e Install the cress-shaft oil seal after the

cross-shaft has been replaced. Use
suitable self adhesive tape on the shaft to
protect the seal from the cross-shaft
• Replace all gaskets and oil seals. splines.

13
--------------------PART10-FRONTAXlE--------------------

MULTI PLATE CLUTCH OVERHAUL

Figure 17 18
Cross-Shaft Removal Multi- Plate Clutch Pack Assembly
1. Cross-Shaft Securing Screw Location 1. Belleville Washer
2. Cross Shaft Oil Seal 2. Locking Tab
3. Cross-Shaft 3. Sliding Collar
4. Actuating Lever 4. Adjuster Ring Outer
5. Output Shaft 5. Circiip
6. Fifth Spur Gear 6. Keyway

REMOVAL AND INSTALLATION (ii) When the cross-shaft

For the removal and installation of the multi
plate dutch assembly, see Section C
"Transfer Box Gear Train Overhaul Ford
2610 and 3610" or Section 0 "Transfer Box
Gear Train Overhaul - Ford 4110 and 4610".
has been withdrawn mid- way ensure correct
engagement with a second splined portion in
the selector fork. DO NO T FORCE THE
CROSS-SHAFT.

2. Remove the output shaft, fifth spur gear,

dutch assembly and selector fork from
the rear housing.
DISASSEMBLY
1. Remove the cross-shaft screw
and temporarily attach the actuating
lever to the cross-shaft to enable the 3. Lift the selector fork from the sliding
shaft to be withdrawn, Figure 17. collar.

IMPORTANT: (i) If the cross-shaft proves

difficult to withdraw, remove the cap at the 4. Remove the spacer, fifth spur gear and
opposite end of the cross-shaft. Use a thrust washer from the output shaft.
suitable soft metal drift to drive the cross-
shaft towards the actuating lever. DO NO T
ATTEMPT TO DRIVE THE CROSS-SHAFT
OUT TOWARDS THE END CAP AS THE
SHAFT IS STEPPED AND WILL DAMAGE 5. Slide the multi-plate clutch pack for-
THE REAR HOUSING. wards off the output shaft, Figure 18.

14
 Figure 19
Multi- Plate Clutch Assembly - Exploded View
1. Output Shaft Rear Bearing 13. Spacer
2. Sliding Collar 14. Fifth Spur Gear Assembly
3. Selector Fork 15. Circlip
4. Selector Fork Pads 16. internally Splined Plate
5. Key Securing Screw 17. Externally Splined Plate
6. Key 18. Feathering Spring
7. Rocker Levers 19. Locking Ring
8. Output Shaft 20. Adjuster Ring Outer
9. Feathering Spring 21. Adjuster Ring - Inner
10. Multi Plate Clutch Pack 22. Clutch Inner Hub
11. Belleville Washer 23. Spacer
12. Thrust Washer

6. Remove the circlip from the multi-plate
clutch pack. Take care as the circlip is
under spring pressure.
With reference to Figure 19:
7. Lift off the Belleville washer, clutch
plates, feathering spring and lock ring
from the clutch inner hub. Take care to
retain these components in the correct
sequence for re-assembly.
IMPORTANT: The inner and outer adjuster
rings are threaded to each other to provide a
means of adjusting the slip torque of the
clutch pack. If the multi-plate clutch pack is
to be re-assembled with the original com-
ponents DO NO T disturb the relationship
between the inner and outer adjuster rings. If
new components are to be utilised or the
adjuster rings are disturbed relative to each
other refer to the slip torque adjustment
procedure described under "Multi-Plate
Clutch - Slip Torque Adjustment", later in
this Section.

8. Remove the inner and outer adjuster

rings.

10. Remove the output shaft rear bearing and

spacer from the output shaft Note that
9. Remove the sliding collar and rocker the spacer has a shoulder adjacent to the
levers from the clutch inner hub. bearing.

15
--------------------PART10-FRONTAXLE---------------------
INSPECTION AND REPAIR
1. Clean all components In a suitable
solvent and blow dry with compressed
air.
2. Inspect the spl i ned portions of the output
shaft, fifth spur gear, cross-shaft and
clutch inner hub for nicks or damage.
3. Check the selector fork pads for wear.
Ensure the selector fork is free from
cracks or distortion.
4. Inspect the clutch plates for wear, cracks,
or distortion. Check the internal and
external splines for damage.
5. Examine the feathering springs for cracks
and wear on the high portions.
6. Inspect the internal bushes of the fifth
spur gear for wear or damage.
7. Check the rocker levers for wear or cracks
especially in the area of the pivot pins.
8. Examine the clutch inner hub keyways
and key for wear or damage. If necessary
the key may be serviced by removal of the
securing screw.
9. Check. the bearings for wear, pits or
scoring. Replace unserviceable items.
16
RE-ASSEMBLY
The re-assembly procedure follows the dis-
assembly procedure in reverse. On re-assem-
bly observe the following requirements.
• Replace all oil seals and gaskets
• Ensure correct engagement of the cross-
shaft with the selector fork. If necessary
rotate the shaft when inserted mid-way
to ensure correct engagement with the
second splined portion of the selector
fork.
• I nstall the cross-shaft oil seal after the
cross-shaft has been replaced. Use
suitable self adhesive tape to protect the
seal from the cross-shaft splines.
• Ensure the multi-plate clutch pack is
reassembled correctly. I n particular note
the following:
(i) The internally splined plates are
placed alternately with the exter-
nally splined plates.
(ii) A feathering spring is located
between each pair of internally and
eternally splined plates.
(iii) The internally splined plate
adjacent to the Belleville washer has
a greater thickness than the other
plates.
(iv) The Belleville washer is positioned
with the concave surface adjacent
to the clutch pack.
• If any components comprising the clutch
pack assembly are replaced, or if the
adjuster rings are disturbed the following
procedure must be performed to ensure
the clutch pack will slip at the correct
torque limit.
-------------------------CHAPTER5------------------------
MULTI PLATE CLUTCH-SLIP TORQUE 8. On obtaining the correct slip torque turn
ADJUSTMENT the locking tab to engage with the
1. Coat all the clutch plates with clean oil of nearest slot in the locking ring.
the correct grade, see "S pec ifications"-
Chapter 11. 9. Complete the re-assembly.

2. Assemble the clutch pack assembly,

rocker levers and sliding collar on the
internal hub. Ensure the locking tab is
released by pulling towards the sliding
collar and rotating through 90°, Figure
18.
3. Screw the outer adjuster ring towards the
sliding collar sufficiently to allow the
sliding collar to be moved by hand to the
engaged position. The engaged position
is obtained with the sliding collar fully
forward towards the clutch pack.
4. Mount the assembled clutch pack on the
output shaft. Re-assemble the output
shaft rear bearing and spacer, thrust
washer, fifth spur gear and spacer on the
output shaft.
The multi plate clutch can also be checked and
adjusted with the clutch in situ in the tractor.
Proceed as follows:
1. Park the tractor on a hard level surface
with the parking brake applied. Stop the
engine and drain the rear axle oil.
2. Jack-up and remove the left hand rear
wheel.
3. Remove the drive shaft guard and
disconnect the drive shaft rear flange from
the transfer box output shaft flange.
4. Remove the output shaft flange.
5. Place the tractor transmission in gear and
pull up the front wheel drive engagement
lever to engage the multi-plate clutch.

5. Temporarily install the slip clutch into the 6. Install a suitable coupling onto the transfer
transfer box, wedge the gears and apply box output shaft and measure the clutch
torque to the transfer box output shaft. A slip torque.
coupling comprising of a suitable socket
welded to a PTa sleeve can be made to
connect the torque wrench to the transfer
box output shaft, Figure 20.

6. Measure the torque required to make the

output shaft turn (slip) relative to the fifth
gear.

For the multi-plate clutch slip

measurement see "Specifications", -
Chapter 9.

7. If the slip torque is incorrect turn the

outer adjuster ring as required to obtain
the correct figure, see "Specifications"
- Chapter 9. Screwing the outer ad-
juster ring towards the clutch pack will
Figure 20
increase the slip torque. Screwing the
Checking Multi-plate Clutch Torque Setting
outer adjuster ring away from the clutch
pack will decrease the slip torque, Figure 1. Clutch Operating Linkage 4. Torque Wrench
2. Oil Drain/Access Plug 5. Coupling
21. 3. Transfer Box Output Shaft

17
- - - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - - -

7. If away from specification drain the axle

oil and remove the plug on the side of the
multi-plate housing.
8. With the multi-plate clutch disengaged
turn the output shaft until the locking peg
on the adjuster ring, is in line with the
aperture and release the locking pin.
9. Turn the adjuster to tighten the pre-load
on the clutch, engage the clutch and re-
test the slip measurement.
10. If correct ensure that the adjuster ring
locking pin is engaged and replace the
plug.
11. Install the drive shaft, guard and rear
wheel and refill the rear axle with oil.
Ensure the drive shaft rear flange securing
bolts are installed with the bolt heads Figure 21
facing towards the front of the tractor. Multi-plate Clutch Adjustment
1. Locking Pin
2. Adjuster Ring

G. TRANSFER BOX DRIVE GEAR-OVERHAUL

REMOVAL 3. Inspect the transfer box drive gear for

1. Remove the transfer box, see Section B- wear or damage to the gear teeth or
Transfer Box Removal and Installation. splines.

2. Separate the tractor between the trans- 4. Check the Belleville washers for damage
mission and rear axle, see "SEPARATING or loss of tension. Replace unserviceable
TH E TRACTOR"-Part 12. items.

NOTE: Ensure the three Belleville

(dished) washers located between the
front transmission output shaft and the
transfer box drive gear are retained.
3. Remove the set screw securing the
transfer box drive gear rear bearing.
4. Remove the transfer box drive gear and
bearing as an assembly.
5. Remove the rear bearing from the transfer
box drive gear.
RE-ASSEMBLY AND INSTALLATION
Re-assembly and installation follows the
removal procedure in reverse. On installation
observe the following requirements:
• Tighten all bolts and nuts to the correct
torque, see "Specifications"-Chapter
9.
• Should the transfer box drive gear be
replaced check the drive gear to transfer
box backlash as described in Transfer
Box Removal and Installation-Section
B this Chapter.

INSPECTION AND REPAIR
1. Clean all components with a suitable
solvent and blow dry with compressed
air.
2. Examine the bearing for wear or cracks.
• Use high quality grease to retain the three
Belleville washers in position whilst re-
connecting the transmission to the rear
axle. Note that the Belleville washers
must have the dished sides alternately
spaced to give a spring effect.

18
 PART 10
FRONT AXLE
Chapter 6
FRONT WHEEL DRIVE AXLE ASSEMBLY
FORD 2610,3610,4110 AND 4610 WITH
AE1 -149, AE1 -169 AND AE2-169 TYPE AXLES
Section
A. AXLE- DESCRIPTION AND OPERATION
B. FORD 2610,3610 AND 4110 AXLE
C. FORD 4610 AXLE OVERHAUL
D. FRONT AXLE DROP BOX - OVERHAUL
E. FRONT AXLE REMOVAL AND INSTALLATION
A. AXLE DESCRIPTION AND OPERATION
Three front wheel drive axles are available for
the Ford three-cylinder tractors. Type AE1 is
installed on the Ford 2610, 3610 and 4110
tractors. In standard form the axle has a
dimension of 149 cm (58.6 in) between
wheel mounting flanges, this axle being
specified as an AE1 -149. A wider track
version of the axle with a dimension of 169
cm (66.5 in) between wheel mounting
flanges is available for the Ford 4110
tractors, this axle being specified as the AE1
169. This axle is identical to the AE1 -149
except for longer axle shafts and axle
housings.
A heavier duty axle is installed on the Ford
4610 tractor - the AE2-169, this axle having
a dimension of 169 cm (66.5 in) between
wheel mounting flanges.
The axle design code is stamped on a serial
number identification plate attached to the
right hand side of the front axle and should
1
Page
1
OVERHAUL 2
17
32
34
be quoted together with the Ford Part
Number whenever ordering spare parts for
servicing the axle.
The two axles, the AE1 and AE2 are of similar
design, featuring a centrally mounted dif-
ferential. The axle pivots on bearings located
on the differential housing to permit front
axle articulation when the tractor is travers-
ing undulating ground.
The front axle is driven from the transfer box
by a drive shaft with universal joints at each
end of the shaft. A front drop box, containing
two meshing gears, connects the drive shaft
to the front axle differential. The front drop
box transmits the drive from the drive shaft,
which passes below the engine sump, to the
higher differential input shaft. Different gear
ratios are available for installation in the drop
box of the Ford 4610 model to provide the
correct relative front axle to rear axle speed
for all front and rear tyre size combinations.
------------------~PART10-FRONTAXlE------------------~
A seif-Iocking, limited slip differential is
available as a factory option and consists of a
multi-plate clutch mounted on each axially
moveable side gear.
The limited slip differential operates as
follows:
When one wheel starts to spin on a slippery
surface, the torque reaction on the differen-
tial exerts an outward axial force through the
side gears to the clutch
Since the outer plates are locked to the
. differential case and the inner plates are
splined to the side gears, relative rotation of
the axle shafts is rendered increasingly
difficult as the input torque increases. The
effect is fully automatic and
requires no action on the part of the driver.
B. FORD 2610, 3610 AND 4110 AXLE-OVERHAUL
PLANETARY DRIVE AND WHEEL HUB
BEARINGS
REMOVAL
1. Position the unit on a hard level surface
and apply the parking brake. Jack up the
front axle and securely support the front
of the tractor. Remove the front wheel.
Figure 1
Axle Hub
1. Planet Gear Carrier Securing Bolts
2. Hub Drain Plug
3. Planet Gear Carrier Assembly
4. Hub
2
At each end of the axle is a hub containing a
planetary reduction gear set. Each hub is
mounted on a steering knuckle connected to
the axle by a pair of swivel pins.
Overhaul of the final planetary reduction gear
set, wheel hub bearings, the steering swivel
pin bearings, axle shafts and front drop box
can be carried out with the axle in situ on the
tractor. However, overhaul of the differential
requires removing the axle from the tractor .
Although there are simiiarities between the
two types of axle the overhaul is covered in
two sections of this chapter for
clarity.
2. Turn the hub so that the drain plug is at
the lowest position, Figure 1. Remove
the plug and allow the oil to drain into a
suitable receptacie.
3. Remove the planet gear carrier assembly
securing bolts, Figure 1 and withdraw
the planet gear carrier assembly, Figure 2.
Remove the gasket.
Figure .2
Removing Planet Gear Carrier Assembly
1. Planet Gear Carrier Assembly
2. Gasket
3. Sun Gear
- - - - - - - - - - - - - - - CHAPTER 6 IiIIUIIIIIIIiIII_ _ _IIlIIIU
_ _ _lIiI\IIIIIIIiIIIIIIIIIII1I_IIIIIIIIIIII_ __

Figure 3 Figure 4
Removing Hub Support Securing Nut Removing Hub Assembly
1. Hub Nut Spanner, Tool No. T3139 1. Shaft Protector Tool No. 625A or 9212
2. Hub 2. Puller Tool No. 1003 or 9516
3. Hub Assembly

4. Remove the sun gear from the axle shaft,

using Puller Tool No. 1001 or 9196 if
necessary.
5. Using the Hub Nut Spanner, Tool No.
T3139, remove the hub support slotted
securing nut, Figure 3.
6. Draw off the complete hub assembly
using puller Tool No. 1003 or 9516, and
Shaft Protector Tool No. 625A or 9212,
Figure 4.

DISASSEMBLY
1. Drive out the planet gear shaft retaining roll
pins and press out the planet gear shafts.
Withdraw the planet gears and thrust
washers from the carrier assembly Figure I
figure 5
Planet Gear Carrier Assembly
5.
1. Planet Gear Shafts
2. Planet Gear Thrust Washer
NOTE: Care must be taken in removing the 3. Planet Gear
planet gears to prevent dislodging the roller 4. Washers
bearings located in the planet gear bores. 5. Planet Gear Thrust Washer
6. Roller Bearings
7. Planet Gear Assemblies
2. Press out the hub support and planetary 8. Sun Gear Thrust Washer
9. Planet Gear Carrier
ring gear assembly from the hub. 10. Planet Gear Shaft Retaining Roll Pins

:3
 figure 6
Hub Outer Bearing
1. Bearing Securing Circiip
2. Hub
3. Hub Outer Bearing
3. Remove the hub outer bearing securing
circlip from within the hub, Figure 6, and
drive out the bearing from the hub.
4. Remove the hub inner bearing from the
stub axle using Pulling Attachment, Tool
No. 952 or 9526, Puller, Tool No. 1003 or
9516 and Shaft Protector, Tool No. 625A
or 9212, Figure 7.
5. Remove the oil seal and felt dirt seal
located behind the hub inner bearing.
6. Remove the circlip securing the hub
support to the planetary ring gear and
separate the hub support from the ring
gear.
INSPECTION AND REPAIR
1. Wash all components in a suitable sol-
vent and blow dry with compressed air.
4
Figure 7
Removing Hub inner Bearing
1. Shaft Protector Tool No. 625A or 9212
2. Puller Tool No. 1003 or 9516
3. Pulling Attachment Tool No. 952 or 9526
4. Hub Inner Bearing
2. Inspect the hub bearings and the planet
gear roller bearings for wear or damage
and replace if necessary.
3. Examine the sun gear, ring gear and
planet gears for wear of the teeth and
replace if necessary.
4. The planet gear thrust washers and sun
gear thrust washers must be replaced if
sign of wear is evident.
5. Inspect the hub oil seal and felt dirt seal
for wear or damage. Remove the hub
breather located beneath the shield,
Figure 8, and ensure the breather is not
blocked.
RE-ASSEMBlY
1. Install the felt dirt seal and oil seal onto
the stub axle and drive the inner hub
bearing into position, Figure 8.
 Figure 8 Figure 9
Hub Inner Bearing Installation Hub Support and Planetary Ring Gear
1. Hub Breather Shield 1. Insert
2. Hub Inner KO~H'n,n 2. Planetary Ring Gear
3. Oil Seal 3. Hub Support
4. Felt Dirt Seal

2. Locate the hub support in the planetary 2. Secure the hub assembly with the slotted
ring gear and secure with the circlip. hub nut and tighten using the Hub Nut
Locate the insert in the hub support. Spanner, Tool No. T3139, to the torque
Figure 9. specified in "Specifications" Chapter 9.

3. Locate the hub outer bearing in the hub

and secure with the circlip, Figure 6.

4. Press the hub support and planetary ring

gear assembly into the hub.

5. Re-assemble the planet gears, shafts and

thrust washers and press the gear shafts
into position securing with the roll pins. If
necessary hold the gear needle bearings in
position with grease.

NOTE: The sun gear thrust washer must be

installed prior to installation of the planetary
gears.

INSTALLATION
1. Locate the spacer on the hub support,
Figure 10
within the hub, with the chamfered end
Hub Assembly Installation
towards the inner bearing and slide the 1. Hub Assembly
hub assembly onto the stub axle, Figure' 2. Spacer
10. 3. Stub Axle

5
---------------------PART10-fRONTAXlE--------------------

Figure 11 Figure 12
Axle Hub Stub Axle Removal
1. Hub 1. Jacking Bolt
2. Drain Plug 2. Swivel Casing
3. Stub Axle Securing Nuts 3. Sling
4. Hub Breather Shield

3. Locate the sun gear on the axle shaft. Unless overhaul of swivel pin bearings is also
required, access to the drive shaft is achieved
by the following procedure.
4. Position the gasket on the planet gear
carrier and install the planet gear carrier
assembly onto the hub, ensuring that the
drain plug is adjacent to the cut-out in
the hub. Install the securing bolts and
tighten to the specified torque, see REMOVAL
"Specifications" - Chapter 9. 1. Position the unit on a hard level surface
and apply the parking brake. Jack up the
front axle and securely support the front
5. Install the front wheel, position the hub
of the tractor. Remove the front wheel.
with the letter 'F upright and remove the
tractor from the supports. Refill the hub
with oil of the correct specification, see
"Specifications" -Chapter 9, and in-
stall the drain/level plug. 2. Position the hub with the drain plug at
the lowest position and drain the oil,
Figure 11. Support the hub using suitable
AXLE SHAFTS equipment and remove the stub axle
Access to the axle shafts can either be gained securing nuts and lift off the hub breather
by separating the hub stub axle and hub shield.
assembly from the swivel casing, after
removing the circle of securing nuts, or by
withdrawing the steering swivel pins and
separating the hub and swivel casing from 3. Insert two suitable bolts into the two
"the axle. Removal of the swivel pins is threaded jacking holes, Figure 12, and
covered in the "STEERING SWIVEL PIN evenly tighten the bolts to separate the
BEARINGS" section of this Chapter. stub axle from the swivel casing.

6
------------------------CHAPTER6------------------------

Figure 13 Figure 14
Axle Shaft I nstaliation Removing Axle Shafts
1. Bearing Locating Pin-Upper 1. Slide Hammer-Tool No. MS284
2. Swivel Casing 2. Axle Shaft Remover-Tool No. T284-1
3. Axle Shaft 3. Axle Shaft

4. Slacken the lock nuts on the two axle NOTE: Overhaul of the two universal joints
shaft bearing locating pins, Figure 13, located in the axle shaft follows conventional
and using an hexagonal key remove the workshop practice.
bearing locating pins.

NOTE: Only the upper locating pin is shown

in Figure 13. The lower pin is directly
opposite the upper pin, on the lower surface
of the axle and this must be removed prior to
axle shaft removal.

5. Locate the Axle Shaft Remover, Tool No,

T284-1, on the end of the axle shaft,
Figure 14, and tighten the bolts onto the
waisted section of the shaft. Attach the
Slide Hammer, Tool No. MS-284, to the
Axle Shaft Remover and withdraw the
axle shaft from the axle.
Figure 15
Axle Shaft
DISASSEMBLY
1. Remove the circlip securing the bearing 1. Ax!e Shaft
2. Universal Joints
on the axle shaft, Figure 15, and remove 3. Axle Shaft Bearing
the bearing. 4. Circlip

7
--------------------PART10-FRONTAXLE---------------------

Figure 16 Figure 17
Installing Axle Shaft Oil Seal Stub Axle Seals
(Swivel Casing Removed for Clarity) 1. Stub Axle
1. Driver Handle- Tool No. MS550 2. Felt Dirt Seal
2. Oil Seal Replacer-Tool No. T3140 3. Oil Seal
3. Axle Shaft Oil Seal 4. Bushing

BNSPECTION AND REPAIR RE-ASSEMBlY

1. Inspect the axle shaft oil seal located in 1 Install the bearing on the axle shaft and
the axle housing and if worn or damaged secure with the circiip.
remove. Lubricate the new oil seal and
locate the oil seal on the Oil Seal
Replacer, Tool No. T3140. Install Driver
Handle, Tool No. MS550, into the Oil
Seal Replacer, Figure 16 and locate the
oil seal in the axle housing. The Oil Sea!
Replacer ensures that the oil seal IS
correctly located in the axle housing.
iNSTALLATION
1. I nstallation follows the removal pro-
cedure in reverse. Tighten the two axle
shaft bearing locating pins and secure
with the lock nuts tightened to the
specified torque--see "Specifications"
Chapter 9. Also tighten the stub axle·
2. I nspect the oil seal, felt dirt seal and
securing nut to the torque.
bushing located in the stub axle,
17. If either the seals or bushing is worn
or damaged remove and replace.

2. Refill the hub with oil of the specified

grade and install the front wheel. Check
3. I nspect the splines on the axle shaft for the differential oil level and add oil if
wear and replace if necessary. Replace necessary, see "Specifications"
the axle shaft bearing if worn or damaged. Chapter 9, for oil grades.

8
------------------------CHAPTERS------------------------

figure 18 Figure 19
Steering Swivel Pin Installation Ste:>e:>rlrln Swive! Pin Removal
1. Steering Arm 1. Sling
2. Lower Cover 2. Hub Assembly
3. Swivel Casing 3. Swivel Pin Remover-Tool No. T3134
4. Dowels

STEERING SWIVEL PIN BEARINGS 3. Support the hub assembly using suitable
equipment. Install the centre threaded
screw of the Swivel Pin Remover, Tool
No. T3134, into the lower swivel pin and
withdraw the pin and swivel bearing by
tightening the nut, Figure 19. (Removal
REMOVAL of upper swivel pin shown for clarity).

1. Position the unit on a hard level surface

and jack up the front axle. Securely 4. Ensure the weight of the hub is
support the front of the tractor and supported by the lifting equipment and
remove the front wheel. remove the upper swivel pin and bearing.

5. Slide the hub assembly from the axle

shaft.

2. Disconnect the steering drag links from

the steering arm. Remove the bolts
securing the steering arm and lower
cover to the swivel casing, Figure 18, and DISASSEMBLY
remove. Collect all shims located
between the cover steering arm and
steering swivel pins. Remove the two 1. Using a suitable press and Pulling
dowels from the upper surface of the Attachment, Tool No. 951 or 9190,
swivel casing. separate the bearings from the swivel pins.

9
--------------------PART10-fRONTAXlE--------------------

INSTAllATION

1. If removed install the axle shaft following

the procedure outlined previously in this
Chapter.

2. Slide the hub assembly onto the end of

the axle shaft and align the swivel pin
bores with the bores in the axel housing.

3. Drive in the two swivel pin and bearing

assemblies using a soft faced manet.
Figure 20 Install the two dowels in the bores on the
Swivel Pin Bearing Cups upper surface of the swivel casing.
1. Swivel Pin Ro"u,r,,,...
2. Grease Retaining

4. If the original bearings and components

2. To remove the swivel bearing cups the
axle shaft must first be removed. Refer to
the previous section for the axle shaft
removal procedure. Drive the grease
retaining plug, Figure 20, inwards from
the bores in the axle casing and then
drive the bearing cups out from the bores.
INSPECTION AND REPAIR
1. Inspect the swivel bearings and cups
replacing if worn or damaged. Replace
the '0' ring seal located on the swivel
pins.
are re-installed the original shims located
between the lower cover/steering arm
and swivel pin must be installed.
If a new bearing or other components are
installed the following shimming pro-
cedure must be carried out.
i) I nstall the lower cover without
shims and tighten the securing bolts
to the specified torque see
"Specifications" Chapter 9.
ii) locate a shim pack of 3.0 mm onto
the upper swivel pin, install the
steering arm and tighten the secur-
ing bolts to the specified torque.

RE-ASSEMBlY
1. Drive the swivel bearing cups into
position using a Step Plate Tool No. iii) Measure the gap between the steer-
630S or 9210 and install the grease ing arm and the swivel casing using
retaining plugs. Fill the plug with grease to a feeler gauge, Figure 21.
the specified grade, see "Specifications"
Chapter 9.

IV) Subtract the gap measurement from

2. Install the swivel bearings onto the 3.0 mm to establish the total thick-
swivel ness of shims required.

10
------------------------CHAPTER6-------------------------

Figure 21 Figure 22
Swivel Bearing Shim Measurement Removing Pinion Nut
1. Feeler Gauge 1. Oscillation Bearing
2. Swivel Casing 2. Differential Securing Nuts
3. Steering Arm 3. Pinion Nut Spanner-Tool No. T3136

v) Divide the shim thickness by two DI FFER ENTIAl

and locate the shim packs between
the lower cover and lower swivel pin
and the steering arm and upper
swivel pin. Overhaul of the differential necessitates
removal of the front axle from the tractor.
Remove the front axle foliowing the pro-
cedure described in Section E "FRONT
AXLE REMOVAL AND INSTALLATION" of
this Chapter.
NOTE: A difference of up to 0.5 mm
between the two shim pack thicknesses is
allowed on assembly.

DIFFERENTIAL REMOVAL

1. Prior to axle disassembly the pinion shaft

5. Tighten the lower cover and steering arm nut should be slackened using the Pinion
securing bolts to the specified torque, see Nut Spanner, Tool No. T3136, Figure 22.
"Specifications" Chapter 11.

2. Remove the two axle shafts following the

procedure described in the relevant pre-
vious section of th is Chapter.
6. Reconnect the steering drag links to the
steering arm, install the front wheel and 3. Remove the differential securing nuts,
remove the jacks. Figure 22, and withdraw the differential
Check the hub and differential oil levels assembly. Remove the oscillation bear-
and add oil if necessary, see ing and thrust washer from the differen-
"Specifications" for oil grade. tial casing.

11
--------------------PART10-FRONTAXlE--------------------

Figure 23 Figure 24
Differential Assembly Differential Casing
1. Bearing Cap 1. Differential Casing Securing Bolts
2. Locking Clip 2. Differential Bearing
3. Ring Nut 3. Securing Bolts Locking Washer
4. Pinion Shaft 4. Differential Casing
5. Housing to Cap Mark

DISASSEMBLY NOTE: Differentials equipped with the

optional limited slip device have a multi-
plate clutch pack located on the two side
1. Remove the two locking clips, Figure 23, gears.
and unscrew the ring nuts. Mark the
bearing caps for re-assembly, remove the
bearing cap securing nuts and lift off the
bearing caps. Remove the differential
from the housing.

2. Mark the two halves of the differential

casing to ensure correct alignment on re-
assembly. Release the locking washers
from the differentia! securing bolts,
Figure 24, and remove the bolts.

Figure 25
Separating Differential Casing
1. Differential Casing
3. Separate the two haives of differential 2. Bevel Pinion Gear and Thrust Washer
casing Figure 25, and lift out the side 3. Crown Wheel
gears, bevel pinion gears, thrust washers 4. Differential Spider
5. Side Gear and Thrust Washer
and the differential spider. 6. Alignment Marks

12
 Figure 26
Differentail As~;errlbl\'-cx~)lo(jed View
1. Bearing Cup 1"<0.,:,.,.-." Cup
2. Securing Bolt Differentia! Casing
3. Lock Washer Thrust Washer
4. Thrust Washers Side Gear
5. Bevel Pinion Gears Thrust Washer
6. Differential Spider Differential Casing
7. Differential Bearing Crown Wheel

4. Drive the two differentia! bearings from INSPECT~ON AND REPAIR

the casings and separate the crown 1. Clean ail the components in a suitable
wheel from the casing. Refer to Figure 26 solvent and blow dry with compressed
for parts identification. air.

5. Remove the pinion shaft nut and separate

the bearings, spacer and shims from the 2. Check the condition of the crown wheel
shaft. Drive the cups from and pinion. If worn or the
the differential housing. See Figure 27 for crown wheel and must be rep-
parts identification. laced as a

13
_ _ _ _ _













IIIIIIIIIIIIII_ _ _IJIIIIIIIIIIIII_ PART 10- FRONT AXLE _1IIIIIIIIIIIII_ _111111111111111_ _ _ _ _ _ _ _111111111111111

Figure 27
Differential Pinion Assembly-Exploded View
1. Pinion Shaft 6. Pinion Nut
2. Shim 7. Pinion Bearing
3. Bearing Cup 8. Shim
4. Differential Housing 9. Spacer
5. Bearing Cup 10. Pinion Bearing

3. Inspect all bearings for wear, scoring and 6. Visually check the condition of the
damaged rollers, If worn or damaged the differential casing and differential hous-
bearings must be replaced. ing and replace if necessary.

4. Examine the bevel pinion gears, thrust

washers and the differential spider for
wear, scoring or other damage.

5. Inspect the side gears, including the

RE-ASSEMBlY
spines, for wear and damage. Check the
thrust washer or limited slip dutch plates
(where fitted) for wear, scoring and 1. Prior to re-assembly coat all components
damage and replace as necessary. with oil.

14
------------------------CHAPTER6------------------------
2. Re-assemble the differential side gears,
bevel pinion gears, differential spider,
thrust washers and differential casing,
aligning the reference marks, refer to
Figure 26 for part identification.

NOTE: Install the limited slip multi-plate

clutch pack on the side gears prior to re-
assembly. Each pack consists of 4 rotating
plates and 5 fixed plates and a spacer. Two
thickness of spacer are serviced one of the
thickness 2.8 mm and another of 2.9 mm. If
new plates are installed select the spacer that
provides a total thickness of between
16.4 and 17.0 mm.

Figure 28
3. Install the differential securing Pinion Setting Gauge
bolts, tighten to the specified torque, see 1. Depth Gauge
"Specifications" Chapter 9, and lock 2. Bar Gauge~Part of Tool No. T3135
3. Pinion Shaft Bearings
with the lock washers. I nstall the two 4. Pinion Setting Gaug~Tool No. T3135
differential bearings on the casing. 5. Differential Housing

(iii) Install the two differential bearing

4. If either the crown wheel and pinion, the caps and tighten the securing nuts
pinion bearings or the differential hous- to the specified torque, see "Speci-
ing has been renewed the following fications" - Chapter 9.
procedure must be followed to determine
the thickness of shims to be located on
(iv) Locate the bar of the Pinion Setting
the pinion shaft. If these components are
Gauge Tool No. T3135, in the
not renewed, re-assemble the pinion
bearing bore, Figure 28 and using a
shaft components following the dis-
depth gauge measure the dimension
assembly procedure in reverse.
'B'. Also measure the diameter ofthe
bearing bores 'A'.

(v) Determine the shim thickness using

(i) Install the pinion bearings in the
the following calculations:
differential housing, the wider bear-
ing is located in the housing ad-
jacent to the differential. Ensure that a) C=B-25.0 mm (dia of bar) + ~
2
the CUpb are fully seated in
the housing. b) Shim thickness=C-dimension
on pinion face.

(ii) Secure the bearing in position with
the Pinion Setting Gauge, Tool No.
T3.135, Figure 28, the disc with the
cut-out being located on the inner
bearing.
Select a shim from the range avail-
able, see "Specifications"~Chap­
ter 9 and install on the pinion shaft
with the chamfer adjacent to the
pinion gear.

15
--------------------PART10-FRONTAXlE---------------------

Figure 29 Figure 30
Measuring Pinion Shaft Backlash Checking Pinion Shaft Bearing Pre- Load
1. Dial indicator 1. Spring Balance
2. Pinion Shaft 2. String
3. Differential Housing 3. Differential Housing
4. Pinion Shaft

(vi) Remove the Pinion Setting Gauge
and press the inner bearing onto the
pinion shaft. Install the pinion shaft
in the housing and install the spacer,
the thickest shim available, (See
"Specifications" Chapter 9),
the outer bearing and the pinion nut
onto the shaft.
(vii) Tighten the pinion nut to the speci-
fied torque see "Specifications"
Chapter 9.
(ix) To calculate the thickness of shims
to install between the pinion shaft
outer bearing and spacer add the
measured clearance to the required
bearing pre-load of 0.05 mm and
subtract this total from the thickness
of shim installed for the clearance
measurement. Install a shim of re-
quired thickness from the range
available, see "Specifications"
Chapter 9.

NOTE: To tighten the pinion nut the differ-

ential must be assembled temporarilv·
(viii) Using a dial indicator on the pinion
face, Figure record the clearance
by moving the pinion backwards
and forwards.
(x) Check the pinion shaft bearings pre-
load using a spring balance. Wrap a
length of string around the pinion
shaft splines and attach to a spring
balance, Figure 30. Ensure the string
is only of single thickness on the
shaft and measure the effort re-
quired to slowly turn the shaft.
Compare the effort with the speci-
fied figures, see "Specifications"-
Chapter 9, and if necessary repeat
steps (vi) to (ix).

16
------------------------CHAPTER6------------------------

5. Locate the differential assembly in the 7. Tighten the cap securing nuts to
housing, install the bearing cups and the specified torque, see "Specifica-
hold in with the bearing caps, tions" ~ Chapter 9. Install the two ring
finger tightening the securing nuts. nut locking clips.

INSTAllATION

1. Installation of the differential follows the

6. Instal! the ring nuts and adjust the
position of the differential to provide the
correct backlash between the crown
wheel and pinion. Measure the backlash
on the crown wheel using a dial indicator
and compare with the specified value
see "Specifications" Chapter 9. With
the differential correctly positioned and
the nuts tightened to provide no end
piay, further tighten the ring nut on the
crown wheel side by one notch to pre-
load the n"" ........,""''''
removal procedure in reverse. Tighten all
nuts to the specified torque, see "Speci-
fications" - Chapter 9.
2. the front axle following the
procedure outlined in Section E "FRONT
AXLE REMOVAL AND INSTALLAT-
ION" of this Chapter. Refill the axle
differential with oil to the specified
see "Specifications" Chapter 9, check
the oil levels in the axle hubs and refit the
front wheels.

c. FORD 4610 AXLE-OVERHAUL

FINAL PLANETARY DRIVE AND

WHEEL HUB BEARINGS

REMOVAL

1. Position the unit on a hard level surface

and apply the parking brake, jack up the
front axle and securely support the front
of the tractor. Remove the front wheel.

Figure 31
Axle Hub
2. Turn the hub so that the drain is at
1 Planet Gear Carrier
the lowest position, Figure 31. Remove 2. Drain Plug
the plug and allow the oil to drain into a 3. Planet Gear Carrier Securing Bolts
suitable receptacle. 4. Axle Hub

17
IIIIIIIIIIIIII_ _ _ _ _ _ _ _ _ _ PART 10- FRONT AXLE 1IIIIIIIIIIIIII_ _ _ _ _ _ _ _ _ _111111111111111

Figure 32 Figure 33
Removing Planet Gear Carrier Sun Gear Installation
1 Planet Gear Carrier Assembly 1. Circiip
2. Gasket 2. Ring Gear
3. Hub 3. Sun Gear
4. Hub Support Securing Nut

3. Remove the pianet gear carrier assembly DISASSEMBLY

securing bolt Figure 31, and withdraw
the planet gear carrier assembly Figure
32. Remove the gasket.
1. Drive out the roll pins securing the planet
gear shafts from the planet gear carrier
assembly, Figure 36.

4. Remove the circlip from the end of the

axle shaft, Figure 33, and slide the sun
gear from the axle shaft.

2. Remove the plugs from the planet gear

carrier, tap out the shafts and withdraw
the planet gears and washers.
5. Using Hub Nut Spanner, Tool No.
T3137, remove the slotted hub support
securing nut, Figure 34.

6. Remove the complete hub assembly, NOTE: Care must be taken in removing the
using Puller, Too! No. 1003 or 9516, Figure planet gears to prevent dislodging the roller
35. bearings located in the planet gear bores.

18
------------------------CHAPTER6------------------------

Figure 34 Figure 35
Removing Hub Support Nut Removing Hub Assembly
1. Hub Nut Spanner-Tool No. T3137 1. Hub Assembly
2. Shaft Protector- Tool No. 625A or 9212
3. Puller-Tool No. 1003 or 9516

Figure 36
Planet Gear Assembly-Exploded View
1. Planet Gear Shaft 6. Plug
2. Shaft Roll Pin 7. Thrust Washer
3. Washers 8. Roller Bearings
4. Planet Gear 9. Thrust Washer
5. Planet Gear Carrier

19
 Figure 37 Figure 38
Hub Assembly Hub Outer Bearing
1. Hub 1. Bearing Securing
2. Hub Support 2. Hub
3. Spacer 3. Hub Outer Bearing

3. Remove the spacer from the hub support,
Figure 37, and press the hub support
from the hub. Remove the circiip from
within the hub, Figure 38, and drive out
the hub nuter bearing.
NOTE: If the bearing cannot be removed
using the above procedure the swivel casing
must be separated from the axle, following
the procedure described in the fol/owing
section, and the stub axle pressed from the
swivel casing to free the bearing.

4. Remove the circiip from the ring gear and

separate the hub support from the ring
gear.

5. Remove the hub felt dirt seal and oii seal

from within the swivel casing, Figure 39. Figure 39
If the hub inner bearing requires re- Hub Inner and Oil Seals
newi ng remove by either the 1. Swivel Casing
inner track, heating the bearing or tack 2. Hub Inner Bearing
3. Stub Axle
weld rods onto the inner track and 4. Felt Dirt Seal
pulling on the rods. 5. Oil Seal

20
------------------------CHAPTER6-------------------------
INSPECTION AND REPAIR
1. Wash all components in a suitable
solvent and blow dry with compressed
air.
2. I nspect the hub bearings and the planet
gear roller bearings for wear and replace
if signs of wear are evident.
3. Examine the sun gear, ring gear and
planet gears for wear of the teeth and
if necessary.
4. The planet gear thrust washers must be
re~)ac:ed if any sign of wear is evident.
RE-ASSEMBlY
1. Re-assemble the ring gear to the hub
support.
2. I nstall the hub outer bearing into the hub
and secure with the circiip.
3. Install the hub inner bearing onto the
stub axle and install the oil seal and felt
dirt seal.
4. Press the hub support into the hub and
locate the spacer on the hub support,
Figure 37.
5. Re-assemble the planet gears into the
planet gear carrier and secure the shafts
with the roil pins. If necessary the roller
bearings can be held in the planet gears
with grease during re-assembiy. Install
the plugs.
21
~NSTAllATION
1. Install the hub assembly onto the stub
axle and secure with the slotted hub
securing nut. Tighten the nut to the
specified torque, see "S pec ifications"-
Chapter 9, using Hub Nut Spanner Tool
No. T3137.
2. install the sun gear on the end of the axle
shaft and secure with the circiip.
3 Position the gasket on the planet gear
carrier and install the planet gear carrier
assembly into the hub, ensuring that the
drain plug is adjacent to the cut-out in
the hub. Install the securing bolts and
tighten to the specified torque, see
"Specifications" - Chapter 9.
4. I nstall the front wheel, position the hub
with the letter 'F upright and remove the
tractor from the supports. Refill the hub
with oil of the correct specification, see
"Specifications" -Chapter 9, and in-
stall the drain/level plug.
STEERING SWIVEL PIN BEARINGS
REMOVAL
1. Position the unit on a hard level surface
and jack up the front axle. Securely
support the front of the tractor and
remove the front wheel.
2. left Hand Side Only: Disconnect the
steering drag link from the steering arm.








BIIIIIIIIIIIIIII_ _ _ _I11111111111111_ _ _ _ _ PART 10-FRONT AXLE - - - - - - - -_ _

Figure 40 Figure 41
Steering Swivel Pin Cover Swivel Bearing Shims
1. Steering Swivel Pin Upper Cover 1. Upper Cover
2. Swivel Casing 2. Swivel Casing
3. Upper Swivel Bearing
4. Shim Pack

3. Remove the bolts securing the steering DISASSEMBLY

pin lower cover and upper cover, right 1. Using a suitable press and Pulling
hand side, Figure 40, or steering arm on AttachmentTool No. 951, separate the
the left hand side. Remove the covers and bearings from the swivel pins.
collect all shims located between the
cover and bearing cup, Figure 41.
Remove the dowels from the left hand
upper swivel casing surface.

4. Support the hub assembly using suitable

equipment. I nstall the centre threaded
screw of the Swivel Pin Remover, Tool
No, T31 34, into the lower swivel pin and
withdraw the pin and swivel bearing by
tightening the nut, Figure 42. (Removal
of upper swivel pin shown for clarity).

Figure 42
5. Ensure the weight of the hub is Removing Steering Swivel Pin
supported by the lifting equipment and 1. Swivel Pin Remover-Tool No. T3134
remove the upper swivel pin and bearing. 2. Swivel Casing

22
-------------------------CHAPTER6-------------------------

"INSPECTION AND REPAiR

1" Inspect the swivel bearings and cups
replacing if worn or damaged. Replace
the seal located on the swivel pin
between the bearing and shoulder.

RE-ASSEMBlY
1. Press new onto the swivel

!NSTAllATION
1. Drive the swivel pin and bearings into the
using a soft faced mallet. Install
the two dowels in the left hand swivel
Figure 43
Swivel Bearing Shim Measurement
1. Feeler Gauge
2. If the originai bearings and components 2. Swivel Casing
are re- installed the shims located be- 3. Steering Arm/Top Cover
tween the swivel bearing cups and
covers must be installed. If new bearings
or other components are installed the
following shimming procedure must be NOTE: A difference of up to 0.5 mm
carried out: between the two shim pack thicknesses is
allowed on assembly.
(i) Install the lower cover without
shims and tighten the securing bolts
to the specified torque, see "Speci-
3. Tighten the lower cover and upper
fication" Chapter 9.
cover/steering arm securing bolts to the
specified torque, see "Specifications"
(ii) Locate a shim pack of 3.0 mm onto
the upper bearing cup, Figure 41 Chapter 9.
and install the upper cover/steering
arm and tighten the securing baits
to the specified torque. 4. Left Hand Side Only. Reconnect the
steering drag link to the steering arm.
(iii) Measure the gap between the top
cover/steering arm and the swivel
casing using a feeler gauge,
43. 5. Install the front wheel and remove the
jacks.
(iv) Subtract the gap measured from
3.0mm to establish the total
thickness of shims required.
6. Grease the swivel bearings, see "Speci-
(v) Divide the shim thickness by two fications" - Chapter 9, for the correct
and locate the shim packs between grade of grease. Continue to grease the
the lower cover and lower bearing fitting on the bearing cover/steering arm
cup and the upper cover/steering until grease is released from the adjacent
arm and upper bearing cup. relief fitting.

23
 Figure 44 Figure 45
Removing Hub Assembly Removing Axle Shafts
1. Sling 1 Slide Hammer-Tool No. MS284
2. Hub Assembly 2. Axle Shaft Remover-Tool No. T284-1
3. Axle Shaft 3, Axle Shaft
4. Axle Shaft Bearing Locating Pin

AXLE SHAFTS NOTE: Only the upper locating pin is shown

REMOVAL
1. Remove the hub planet gear carrier and
sun gear from the hub-see section C
"FINAL PLANETARY DRIVE AND
WHEEL HUB BEARINGS", Remove the
steering swivel pins-see section
"STEERING SWIVEL PIN BEARINGS".
Remove the steering track rod end secur-
ing nut and separate the track rod from
the swivel casing.
in Figure 44. The lower pin is directly
opposite the upper pin on the lower surface
of the axle and this must be removed prior to
axle shaft removal.
4. Locate the Axle Shaft Remover, Tool No.
T284-1, on the end of the axle shaft,
Figure 45, and tighten the bolts onto the
waisted section of the shaft. Attach the
Slide Hammer, Tool No. MS-284, to the
Axle Shaft Remover and withdraw the
axle shaft from the axle.

2. Supporting the hub with suitable lifting

equipment separate the hub from the
axle, Figure 44.
DISASSEMBLY
1. Remove the circiip securing the bearing
on the axle shaft Figure 46, and remove
the bearing.

3. Slacken the lock nuts on the two axle

shaft bearing locating pins, Figure 44, NOTE: Overhaul of the two universal joints
and using a hexagonal key remove the located in the axle shaft follows conventional
bearing locating pin. workshop practice.

24
------------------------CHAPTER6------------------------

Figure 46 47
Axle Shaft Installing Axle Shaft Oil Seal
1. Axle Shaft 1. Driver Handle-Tool No. MS550
2. Universal Joints 2. Oil Seal Replacer-Tool No. T3138
3. Axle Shaft Bearing 3. Ax!e Shatt Oil Seal
4. Circlip

INSPECTION AND REPAIR RE-ASSEMBlY

1. Inspect the axle shaft oil seal located in 1. instal! the bearing on the axle shaft and
the axle housing and, if worn or dam- secure with the circiip.
aged, remove. Lubricat3 the new oil seal
and locate the oil seal on the Oil Seal
Replacer, Tool No. T3138. Install Driver
Handle, Tool No. MS550, into the Oil
Seal Replacer, Figure 47, and locate the
oil seal in the axle housing. The Oil Seal
Replacer ensures that the oil seal is
correctly located in the axle housing.

2. Inspect the oil seal and bushing located

in the stub axle, Figure 48. if either the
seal or bushing is worn or damaged
remove and replace.

Figure 48
Stub Axle Seal
3. I nspect the splines on the axle shaft for 1. Axle Shaft Bushing
wear and replace if necessary. Replace 2. Stub Axle Securing Nuts
3. Hub Assembly
the axle shaft bearing if worn or 4. Axle Shaft Oil Seal
damaged. 5. Stub Axle

25
--------------------PART10-FRONTAXlE--------------------

INSTALLATION

1. Installation of the axle shafts follows the

removal procedure in reverse. Tighten the
two axle shaft bearing locating pins to the
specified torque-see "Specifications"-
Chapter 9 and secure with the lock nuts.

2. Refill the hub with oil of the specified grade

and install the front wheel. Check the
differential oil level and add oil if
necessaray, see "Specifications"-
Chapter 9 for oil grades and bolt torques.

DIFFERENTiAL Figure 49
Removing Pinion Nut
Overhaul of the differential necessitates
1 Oscillation Bearing
removal of the front axle from th9 tractor. 2. Differential Securing Nuts
Remove the front axle following the pro- 3. Pinion Nut Spanner·-Tool No. T3136
cedure described in Section E -- "FRONT
AXLE REMOVAL AND INSTALLATION" of
this Chapter.

DIFFERENTIAL REMOVAL
1. Prior to axle dissassembly the pinion
shaft nut should be slackened using the
Pinion Nut Spanner, Tool No. T3136,
Figure 49.
2, Remove the two axle shafts following the
procedure described in the previous
section of this Chapter.
3. Remove the differential securing nuts,
Figure 49, and withdraw the differential
assembly. Remove the oscillation bear-
ings and thrust washer from the differen-
tial casing

DiSASSEMBLY Figure 50
Differential Assembly
1. Remove the two locking roll pins, Figure
1. Bearing Cap Securing Nut
50, and unscrew the ring nuts. Mark the 2. Locking Roll Pin
bearing caps for reassembly, remove the 3. Bearing Cap
bearing cap securing nuts and lift off the 4. Ring Nut
5. Pinion Shaft
bearing caps. Remove the differentia! 6. Differential Housing
from the housing. 7. HOUSing to Cap Mark

26
-------------------------CHAPTER6-------------------------

Figure 51 Figure 53
Differentia! Casing Removing Bevel pinion Gear Shaft Locking Pin
1. End Cover Securing Nuts 1. Punch
2. Differential Casing 2. Locking Pin Bore
3. End Cover to casing Mark 3. Crown Wheel Securing Bolts
4. End Cover

2. Remove the differential end cover secur- 3. Lift out the side gear with thrust washer,
ing nuts, Figure 5', mark the end cover to or with multi-plate clutch pack on units
casing to ensure correct re-alignment on with the limited slip differential, Figure
assembly, and lift off the end cover. 52.

4. The bevel pinion gear shafts are retained

in the casing with locking pins. To
provide access to the locking pin secur-
ing the long shaft in the casing the stud
located in the end of the locking pin bore
must be removed, Figure 52. The locking
pin bores are visible from the crown
wheel end of the casing.

figure 52 5. Drive out the 3 locking pins, Figure 53,

Removing Differential Side Gear
and push out the bevel pinion gear shafts,
1. Multi- Plate Clutch Pack
2. Side Gear initially the long shaft followed by the
3. Stud two short shafts. Lift out the bevel pinion
4. Bevel Pinion Gear Shaft-Long gears with thrust washers and shaft
5. Bevel Pinion Gear Shaft-Short
6. Dowel support, and the second side gear with
7. Bevel Pinion Gear thrust washer or mUlti-plate clutch pack.

27
--------------------PART10-FRONTAXlE---------------------

Figure 54
Differential Assembly-Exploded View
1. Bearing Cup 1 O. Thrust Washer
2. Crown Wheel Securing Bolt 11. Dowel
3. Locking Washer 12. Bearing Cup
4. Bevel Pinion Shaft Support 13. Differential Bearing
5. Bevel Pinion Shaft-Long 14. Differential Cover
6. Locking Pin 15. Side Gears
7. Stud 16. Crown Wheel
8. Bevel Pinion Shaft-Short 17. Differential Casing
9. Bevel Pinion Gear 18. Differential Bearing

6. Drive the differential bearings from the INSPECTION AND REPAIR

casing and cover. If necessary remove the
Clean all components in a suitable
crown wheel securing bolts and separate
solvent and blow dry with compressed
the crown wheel from the differential air.
casing. Refer to Figure 54 for parts
identification.

7. Remove the pinion shaft nut and separate

the bearing, spacer and shims from the 2. Check the condition of the crown wheel
pinion shaft. Drive the bearing cups and and pinion. If worn or damaged the
spacer from the differential housing. crown wheel and pinion must be re-
Refer to Figure 55 for parts identification. placed as a pair.

28
------------------------CHAPTER6-------------------------

Figure 55
Differential Pinion Assembly-Exploded View
1. Pinion Shaft 7. Pinion Bearing
2. Pinion Bearing 8. Shim
3. Bearing Cup 9. Spacer-Shaft
4. Differential Housing 10. Spacer- Housing
5. Bearing Cup 11. Shim
6. Pinion Nut

3. Inspect all bearings for wear, scoring and RE-ASSEMBlY

damaged rollers. If worn or damaged the
bearings must be replaced.
1. Prior to re-assembly coat all components
with oil.

4. Examine the bevel pinion gears, thrust

washers and bevel pinion gear shafts for
wear, scoring or other damage.
5. Inspect the side gears, including the
splines, for wear and damage. Check the
thrust washers or limited slip clutch
plates (where fitted) for wear, scoring
and damage and replace as necessary.
6. Visually check the condition of the
differential casing and cover and dif-
ferential housing, replacing if necessary.
2. Re-assemble the differential side gears,
bevel pinion gears and thrust washers
into the differential casing.
NOTE: Install the limited slip multi-plate
clutch pack on the side gears prior to re-
assembly. Each pack consists of 3 rotating
discs and 4 fixed discs and a spacer. Two
spacers are serviced, one of thickness 2.8 mm
and one of 2.9 mm. If new discs are installed
select the spacer that provides a total pack
thickness of between 12.5 mm and 12.9 mm.

29
3. Push the bevel gear shafts into the
casing ensuring the locking pin bores
align with the bores in the Secure
the shafts with the locking pins and
install the stud and dowels.

4. Install the differential casing cover and

secure with the nuts, tightening to the
specified torque, see "Specifications"
9.

5. Install the crown wheel, if removed, 56

tightening the bolts to the
torque, see "Specifications" 1.
2. Bar
9 and lock. Press the differential bear- 3. Pinion
ings onto the differential cover and 4, Pinion Setting '-.!nu,-,,:;-- No. T3135
casing. 5. Differential Housing

(iii) Install the two differential bearing

caps and the securing nuts
6. if either the crown wheel and pinion, the to the specified torque, see
pinion shaft bearings or the differential "Specifications" Chapter 9.
housing has been renewed the following
procedure must be foiiowed to determine
the thickness of shims to be located on
the pinion shaft. If these components are
(iv) Locate the bar of the Pinion Setting
not renewed, re-assemble the pinion
Gauge, Tool No. T3135, in the
shaft components foliowing the dis-
bearing bore, Figure 56 and a
assembly procedure in reverse.
depth gauge measure the dimension
'8'. Also measure the diameter of the
bores 'A'.

(i) locate the spacer in the differential

housing and instaU the pinion bear-
ings. Ensure that the bearing cups
are fully seated in the housing. (v) Determine the shim thickness using
the following calculations:
a) C=8-25.0 mm (dia of bar) + ~
b) Shim thickness=C-dimension
on pinion face.
(ii) Securethe Select a shim from the range
the Pinion Setting avaiiable, see "Specifications" ~
T3135, Figure 56, the disc with the Chapter 9, and install on the pinion
cut-out being located on the inner shaft with the chamfer adjacent to
bearing. the pinion gear.

30
------------------------CHAPTER6----------------------~
57
Measuring Pinion Shaft Backlash
1. Dial Indicator
2. Pinion Shaft
3. Differential Housing
(vi) Remove the Pinion Setting Gauge
and press the inner bearing onto the
pinion shaft. Install the pinion shaft
in the housing and install the spacer,
the thickest shim available, (See
"Specifications" - Chapter 9), the
outer bearing and pinion nut onto
the shaft.
(vii) Using Pinion Nut Spanner Tool No.
T3136 and a torque wrench tighten
the pinion nut to the specified
torque see "Specifications"
Chapter 9.
NOTE: To tighten the pinion nut the dif-
ferehtial must be assembled temporarily.
(viii) Using a dial indicator on the pinion
face, Figure 57, record the clearance
by moving the pinion backwards
and forwards.
31
Figure 58
Checking Pinion Shaft Bearing Pre- Load
1. Spring Balance
2. String
3. Differential Housing
4. Pinion Shaft
(ix) To calculate the thickness of shims
to install between the pinion shaft
outer bearing and spacer add the
measured clearance to the required
bearing pre-load of 0.05 mm and
subtract this total from the thickness
of shim installed for the clearance
measurement. Install a shim of re-
quired thickness from the range
available, see "Specifications"
Chapter 9.
(x) Check the pinion shaft bearings pre-
load using a spring balance. Wrap a
length of string around the pinion
shaft spines and attach to a spring
balance, Figure 58. Ensure the string
is only of single thickness on the
shaft and measure the effort re-
quired to slowly turn the shaft.
Compare the effort with the speci-
fied figures, see "Specifications"-
Chapter 9 and if necessary repeat
steps (vi) to (ix).
7. Locate the differential assembly in the INSTALLATION
housing, install the bearing cups and
hold in position with the bearing caps,
finger tightening the nuts. 1. Installation of the differential follows the
removal procedure in reverse. Tighten all
nuts to the specified torque, see
"Specifications" - Chapter 9.
8. Install the ring nuts and adjust the
position of the differential to provide the
correct backlash between the crown
wheel and pinion. Measure the backlash
on the crown wheel using a dial indicator
and compare with the specified value -
see "Specifications" - Chapter 9. With
the differential correctiy positioned and
the ring nuts tightened to provide no end
play, further tighten the ring nut on the
crown wheel side by two notches to pre- 2. the front axle following the
load the bearings. procedure outlined in Section E "FRONT
AXLE REMOVAL AND INSTALLA-
TION" of this Refill the axle
9 Tighten the bearing cap securing nuts to differential with oil to the specified grade,
the specified torque, see "Specifi- see "Specifications" Chapter 9,
cations" - Chapter 9. Install the two check the oil !evels in the axle hubs and
ring nut locking roll pins. refit the front wheels.

D. FRONT AXLE DROP BOX-OVERHAUL

REMOVAL
1. Position the unit on a level surface and
apply the parking brake. Remove the
drive shaft guard, 59.

2. Remove the drain plug from the drop box

casing and allow the oil to drain into a
suitable receptacle.

3. Remove the bolts securing the drive shaft

to the drop box flange and allow the drive
shaft end to rest on the ground.

Figure 59
4. Remove the drop box two securing bolts, Drop Box Installation
1. Drive Shaft Guard
Figure 59, and withdraw the box 2. Drop Box
rearwards. 3. Drop Box Securing Bolt

32
 Figure 60 Figure 61
Drop Box Drop Box Gear installation
1. Drive Shaft Guard Bracket 1. Circlip
2. Drive Shaft Flange 2. Gear
3. Bearing Retainer Bolts 3. Washer
4. Drop Box Housing

DISASSEMBLY 2. Replace the shaft oil seal and casing '0'

ring seal if necessary. inspect the shaft
splines and the drive gear for wear and
damage and replace as required.
1. Remove the drive shaft guard bracket,
Figure 60, and the four bearing retainer
bolts.

2. Remove the circlip retaining the drive

gear on the end of the drop box shaft,
Figure 61, and withdraw the shaft and
hO~::!l'lr'nc from the drop box casing.

3. Press the shaft from the bearings,

62, and then separate the bearings and
spacer from the shaft.

Figure 62
iNSPECTION AND REPAIR Drop Box Bearing Installation
1. Shaft
1. Inspect the bearings and repiace if worn 2. Bearing
or damaged. 3. Bearing Retainer

33
 Figure 63
Drop Box Shaft-Exploded View
1. Bearing 6. Snap Ring
2. Washer 7. Bearing Retainer
3. Circlip 8. Shaft
4. Gear 9. Oil Seal
5. Spacer

REASSEMBLY located in the drop box casing is correctly

1. Reassemble the components, referring to
Figure 63 for the correct installation.
INSTALLATION
1. Installation follows the removal pro-
cedure in reverse. Ensure the '0' ring seal
seated prior to installation. Tighten all
bolts to the specified torque, see
"Specifications" - Chapter 9.
2. Refill and check the oil level of the axle
differential.

E. FRONT AXLE REMOVAL AND INSTALLATION

REMOVAL 2. Disconnect the steering drag link (s).

1. Remove the Front Axle Drop Box, see the
previous section "0 FRONT DROP
BOX - OVERHAUL". Using suitable
lifting equipment support the front of the
tractor, the support being clear of the
front axle and remove both front wheels.
3. Mark the front and rear oscillation bear-
ings and bearing caps to ensure correct
alignment of the oscillation bearings on
reassembly.

34
------------------------CHAPTER6------------------------
4. Support the front axle and remove the
front and rear oscillation bearing caps,
Figure 64. Withdraw the axle from the
tractor and mount the axle on suitable
stands.
5. Withdraw the oscillation bearings and
thrust washer from the axle.

INSTAllATION
1. Installation of the axle follows the axle
removal procedure in reverse. If new
oscillation bearings are installed, prior to
axle installation position the bearing caps
on the bearings and locate the grease
fitting in the bearings. Mark the bearings
and caps to aid correct alignment on
installation. Figure 64
Front Axle Installation
2. Tighten all nuts and bolts to the specified 1. Drive Shaft Guard
torque, see "Specifications" -Chapter 2. Drop Box
9 and refill the axle differential with the 3. Differential Drain Plug
4. Oscillation Bearing Cap Securing Nut
specified oil. Check the oii levels in the 5. Oscillation Bearing Cap
axle hubs and refit the front wheels. 6. Drop Box Bolt

35
--------------------PART10-FRONTAXLE---------------------

36
 PART 10
FRONT AXLE
Chapter 7
FRONT WHEEL DRIVE TRANSFER BOX
FORD 5610, 6610, 6710, 7610, 7710, 7910
AND 8210 WITH APL 325 FRONT AXLE ASSEMBLY
Section
A. TRANSFER BOX- DESCRIPTION AND OPERATION
B. TRANSFER BOX LESS TRANSMISSION HANDBRAKE-
OVERHAUL
c. TRANSFER BOX WITH TRANSMISSION HANDBRAKE
OVERHAUL
A. TRANSFER BOX DESCRIPTION AND OPERATION
The front wheel drive on the Ford 5610,
6610, 6710, 7610, 7710, 7910 and 8210
tractors is taken via a transfer box centrally
located at the base of the rear transmission
housing, then via a multi-plate clutch to a
drive shaft and centre-mounted differential
on the front axle assembly. The drive is then
transmitted to the front drive wheels by axle
hubs each containing a planetary reduction
gear. The front wheel drive transfer box
contains a transfer gear, optional parking
brake actuator and multi-plate front wheel
drive engagement clutch, Figure 1. A drive
gear is mounted on the rear axle differential
pinion shaft and meshes with the transfer
gear, Figure. 1.
The multi-plate clutch consists of an outer
housing containing drive plates, externally
splined to the housing and driven plates
internally splined to the output shaft. The
clutch and clutch operating piston are
mounted on the output shaft but free to
rotate. Gear teeth on the clutch housing
mesh with the idler gear. The clutch opera-
1
Page
5
13
ting piston acts against a pack of Belleville
(dished) washers. The Belleville washers
force the clutch plates together to engage the
clutch when there is no pressurised oil acting
on the piston. With pressurised oil acting on
the piston, the piston is forced rearwards
against the action of the Belleville washers
and the clutch plates released, disengaging
the drive to the front axle.
The oil supply to the piston is controlled by a
solenoid operated valve located in the
transfer box casing. The solenoid is energi-
sed by an electrical circuit controlled by a
switch mounted on the instrument console.
Energising the solenoid opens the control
valve allowing oil to pass through drillings in
the output shaft to the clutch piston, forcing
the piston rearwards and disengaging the
clutch. Opening the switch de-energises the
solenoid allowing the control valve to close
under spring action. The oil acting on the
piston is allowed to dump with the Belleville
washers forcing the piston fowards com-
pressing the clutch plates and engaging the
clutch.
--------------------PART10-FRONTAXLE--------------------

Figure 1
Front Wheel Drive Transfer Box

1. Idler Gear 7. Solenoid Cover Plate

2. Parking Brake Actuator 8. Parking Brake Actuating Lever
3. Multi-plate Clutch 9. Driven Gear
4. Output Shaft 1O. Drive Gear
5. Oil Supply Connector 11. Rear Axle Pinion
6. Electrical Tube and Wire Assembly

2
------------------------CHAPTER7------------___________

Agure 2
Transfer Box Less Transmission Brake - Clutch Disengaged
_ - Pressurised Oil
1. Idler Gear 5. Plungers 9. Dirt Shield
2. Driven Gear 6. Multi-plate Clutch 10. Output Shaft
3. Belleville Washers 7. Front Bearing 11. Oil Seal
4. Piston 8. Oil Transfer Sleeve 12. Oil Drilling

Agure 3
Transfer Box Less Transmission Brake - Clutch Engaged
_ - Return Oil

3
--------------------PART10-FRONTAXLE------------------___

Figure 4
Transfer Box With Transmission Brake -
Clutch Disengaged
_ - Pressurised Oil
1. Idler Gear 6. Splined Sleeve 11. Output Shaft
2. Driven Gear 7. Multi-plate Clutch 12. Oil Seal
3. Belleville Washers 8. Front Bearing 13. Oil Drilling
4. Piston 9. Oil Transfer Sleeve 14. Bra ke Actuator Assembly
5. Plunger to. Dirt Shield

Figure 5
Tra nsfer Box With Transmission Brake -
Clutch Engaged
_ - Return Oil
4
On the transfer box not equipped with a up to the "on" position the cable pulls
parking the piston movement is up the lever located on the side of the transfer
transmitted through plungers to the "rf'",,,..,,,,,,,,i" box. This action causes the actuator discs to
dutch pack, 2 and 3. On transfer boxes rotate reiative to one another forcing the steel
containing the transmission brake the piston balls to ride up the ramped pockets and push
movement is transmitted to the dutch through the actuator The actuators force
plungers and a spiined sleeve upon which the the brake discs the transfer box
brake actuator is 4 and 5. housing locking the transmission.

The drive from the transfer box is transmitted

The brake actuator assembly consists of two by a drive shaft that passes along the tractor
piates with ramped pockets in which steel balls centre line under the transmission and
are located. The plates are held together oil pan to the centre mounted front axle
by springs. When the brake operating lever is differential.

B. BOX lESS TRANSM~SS~ON HAN

OVERHAUL

REMOVAL

1. Park the tractor on a hard level surface and

block the wheels.

2. Remove the rear axle/transmission drain

plug from the transfer box casing, Figure 6,
and allow the oil to drain into a suitable
container. Replace the drain plug.

3. Remove the solenoid cover plate, located

on the right hand side of the transfer box,
Figure 6, and disconnect the wire from the
solenoid. Remove the wire protecting tube
from the transfer box and withdra'w the figure 6
wire. Transfer Box Installation
1 Oil Supply Tube
2. Drive Shaft
3. Drain Plug
4. Transfer Box Securing Bolts
4. Disconnect the oil supply tube from the 5. Solenoid Cover Plate
transfer box 6. Wire Protection Tube

5
5. Support the transfer box with a suitable
jack and remove the transfer box
bolts. Lower the transfer box away from the
rear axie centre Draw the transfer
box rearvvards to disconnect the splined
transfer box output shaft from the drive
shaft.

D~SASSEMBlY

1, Remove one circiip from the idler gear

shaft and push out the "]. Lift
out the idler gear
two thrust washers and slide out 7
the two needle bearings located in the Idler Gear Components
gear, 8. 1. Shaft Retaining Circiip
2. Idler Gear Shaft
3. Idler Gear

3. Remove the oil seal from the output shaft

2. Remove the dirt shield from the bore. The oil seal, located behind the dirt
9. The shield may need to be shield, will be damaged on removal and
removal. must be replaced.

Figure 8
Idler Gear Installation
1. Idler Gear 5. Needle Bearings
2. Plastic Thrust Washer 6. Plastic Thrust Washer
3. Retaining Circiip 7. Transfer Box
4. Shaft 8. Circiip

6
 9 11
Shaft Dirt Shield End Plate Installation
1. Dirt Shield 1. Securing Bolt
2. Output ShaH 2. End Plate

4. Remove the circiip from the output shaft and remove the plate, Identify the shim
bore, 10. iocated behind the

6. The shaft can now be pressed out using a

suitable press. Position the transfer box
on a press and using a bar with a diameter
5. Remove the bolts securing the end plate smaller than the shaft end, press out the
to the rear of the transfer 11 f transfer box shaft forwards, 12.

figure 10 12
Output Shaft Retaining Circiip Removing Transfer Box Shaft
1. Output Shaft 1. Press 3. Transfer Box
2. Retaining 2. Transfer Box Shaft 4. Bar

7
 Figure 13
Belleville Washer Installation
1, Retaining Circiip
2. Belleville Washers
3. Cylinder Housing Drive Gear
7. lift the clutch and actuating cylinder
assembly from within the transfer box
housing.
8. Compress the Belleville washers and
remove the retaining cirlip, Figure 13. The
Belleveille washers can be compressed
with a press and sleeve of suitable
diameter.
9. The clutch housing is retained to the
actuating cylinder housing by a cirdip.
The cirdip is compressed through the
access holes in the clutch housing, Figure
14, and the clutch housing separated from
the cylinder housing.
10, Separate the piston and plungers from the
actuating cylinder,
8
14
Clutch Housing
1. Clutch 3. Cylinder Housing
2. Clutch Plates 4. Access Holes
INSPECTION AND REPAIR
1. Wash all components in a suitable solvent
and dry using compressed air.
2. Slide the oil transfer sleeve from the shaft,
together with the front bearing outer track,
Figure 15. Inspect all components and
bearings for wear or damage and replace as
necessary. The front bearing can be
removed using Pulling Attachment Tool
No. 952 or 9526 and a press. Press on a new
bearing using a sleeve of suitable diameter.
1................ ,,..'1' the seals located on the shaft and
replace if worn or da maged. Ensu re that the
oil ways in the shaft and sleeve are not
blocked or restricted.
3. Separate the dutch plates from the clutch
housing together with the spacers, Figure
16. Inspect the plates for wear, scoring,
distortion or damaged teeth. Worn or
damaged must be replaced as a set.
 15
Transfer Box Shaft ['nrro,..,nn,an't",

1. Rear Bearing
2. Thrust Washer
3. Sealing Rings
4. Shaft

Clutch Components
1. 'n'" .... <>~''' 5. Clutch
2. 6. Circlip
3. Plates 7.
4. Externally Plates 8. Splined Plates

9
 18
Solenoid installation
1. Belleville Wash(~rs 5. Driven Gear and 1" Solenoid
2. 2. BOlts
3. 6. Piston
4.

4. the
for wear and ri"","",,,,,,,,,....

wear and replace if necessary.

in the are not re!,:llac:ealble
and if worn the housing must be reol!aced,
Check the gear teeth for wear or
Ensure the oil in the hub is
not blocked or restricted.

5. the transfer gear for wear or

and
#"I"' ..",""'".....,if necessary. Replace
the thrust washers and gear if
worn or

6. Clean the transfer box housing and check

for cracks or To remove the
solenoid and control valve remove the two
securing socket headed Figure
and out the solenoid. The solenoid and
valve assembly is serviced as a unit. Check Figure 19
that the mesh filter on the end of the valve is Solenoid and Control Valve
not 19, or that the oil 1. Solenoid 3. Mesh Filter
in the valve are not restricted. 2. Oil Ports 4. '0' Ring Seals

10
RE-ASSEMBl Y

1. Position the in the groove on the

cylinder housing and
the circiip in the groove install the dutch
onto the Check
the two

2. Install the spacers and dutch into

the and secure with the front
16.

FiglUiB 20
Clutch Plate Clearance
1. Front Circiip 3. Clutch Housing
2. Feeler 4.

3. The spacer located to the

actuating cylinder is available in various
thicknesses to ensure the correct dutch
clearance is maintained. Position the
dutch assembly in a press and compress
the dutch a feeler gauge
measure the gap between the front 6. locate the dutch and
"' .... "''''..".,hl" in the transfer box and insta!i the
and the spacer, Figure 20. Ii: the clearance
is outside the range, see shaft through the output bore and dutch
"Specifications", Chapter 9, change the
spacer plate to one of a different
thickness. Ensure that the clutch
teeth installation.

7. Press the shaft front cup into the

bore of the transfer box a sleeve of
suitable diameter. install the oil transfer
4. the bores in sleeve with the cut out and chamfered end
housing with the seals
towards the rear. Locate the in the bore. in the
/""HIIMrII,"'''' with the seal towards the front. bore.

5. Install the BeUevilie washer and a 8. Locate the washer onto the rear of the
press and sleeve of suitable diameter shaft and press on the rear Press
compress the washers. locate the the rear cup into the transfer box
and circiip to secure the Belleville washer. rear bore.

11
 11. Press a new oil seal into the output shaft
bore and using a sleeve of suitable
diameter a new dirt shield onto
shaft.

12. Insert the idler gear shaft one

lug of the casing. Position
thrust gear and onto
the shaft and secure the shaft with the
cirdips.

Figure 21
Transfer Box Shaft Pre-Load
Measurement

INSTALLATION

1. Slide the transfer box output shaft onto the

drive shaft and lift the transfer box up onto
the base of the rear axle centre housing.

9. With the rear bearing cup pressed in

sufficiently to eiimiante shaft end play,
but with the shaft able to be turned by 2. Ensure the dowels locate in the holes in the
hand, measure the distance from the rear rear axle and install the bolts.
surface of the transfer box to the h""" .. ,,,,,,,,, the baits to the ",,",,,,,...,t',.c;.n
cup 'X', 21. Measure the Chapter 9.
the boss on the end plate iy', and subtract
from the dimension 'X', Shims must be
selected to a gap of 0.02-0.07
mm (0,001-0.003
3. Reconnect the oil tube to the
transfer box

4. Reconnect the wire to the solenoid and

install the protection tube to the transfer
10, Install the selected shims and the end
box casing. Install the solenoid cover plate.
with '0' to the rear of the
transfer box and tighten the retaining'
bolts to the see
fl
"Specifications Chapter 9. Check that
the shaft and dutch assembly can be 5. Refill the rear axle with the "' ... ,....... ,..:::; . . . ..-1 see
turned by hand. 9.

12
 C. TRANSFER BOX WITH TRANSMISSION HANDBRAKE OVER-
HAUL

Figure 22 figure 23
Transfer Box Installation Idler Gear Installation
1. Oil Supply Tube 1. Idler Gear
2. Drive Shaft 2. Idler Gear Shaft
3. Drain Plug 3. Brake Assembly
4. Transfer Box Securing Bolts 4. Clutch Assembly
5. Transmission Brake Cable Pin
6. Solenoid Cover Plate
7. Wire Protection Tube

REMOVAL 5. Disconnect the transmission handbrake

actuating cable from the lever on the
1. Park the tractor on a hard level surface and transfer box.
block the wheels.

6. Supporting the transfer box with a suitable

2. Remove the rear axle/transmission drain
plug from the transfer box casing and allow
the oil to drain into a suitable container.
Replace the drain plug.
3. Remove the solenoid cover plate, located
on the right hand side of the transfer box,
Figure 22, and disconnect the wire from the
solenoid. Remove the wire protection tube
from the transfer box and withdraw the
wire.
4, Disconnect the oil supply tube from the
transfer box fitting,
jack remove the transfer box securing bolts
and lower the transfer box away from the
rear axle centre housing. Draw the transfer
box rearwards to disconnect the splined
transfer box output shaft from the drive
shaft.
DISASSEMBLY
1. Remove one circlip from the idler gear
shaft and push out the shaft, Figure 23.
Lift out the idler gear together with the
two plastic thrust washers and slide out
the two needle bearings located in the
gear, Figure 24.

13
 Figure 24- 26
!dler Gear Components Output Shaft Retaining Circlip
1. Plastic Thrust Washers 1. Shaft
2. Needle Bearings 2. RQ1'~ininn

3. Idler Gear
4. Idler Gear Shaft

2. Remove the dirt shield from the output 4, Remove the circiip from the output shaft
shaft, Figure 25. The shield may need to bore, Figure 26,
be cut to permit remova!,

3, Remove the oil seal from the output shaft 5, Remove the bolts securing the end plate
bore, The oil seal, located behind the dirt to the rear of the transfer box, Figure 27,
shield, will be damaged on removal and and remove the plate. Identify the shim
must be replaced. located behind the plate.

25 Figure 21
Output Shaft Dirt Shield End Plate installation
1, Dirt Shield 1. Securing Bolt
2. Shaft 2. End Plate

14
 29
Nut Transfer Box Shaft Removal
1. Slotted Nut 1. Clutch Circiip
2. Transfer Box Shaft 2. Pliers
3. Support Blocks
4. Bar

6. Using Slotted Nut Remover Tool No,

FT3145 or 4645 remove the slotted
28, from the end of the shaft.

7. Position the transfer box on a press and

position two small blocks to support the
clutch assembly, Figure 29, While holding
the dutch retaining circiip open press out
the shaft forwards from the transfer box,
Figure 29, using a bar with a diameter
smaller than the shaft end.

8. Ease the clutch assembly forwards off the

splined sleeve and lift from the transfer
box.

9. Remove the brake assemble retaining

circlip, Figure 30, and remove the brake
discs. Turn the locking clip on the brake
actuator linkage to permit the brake
actuator linkage to be and
remove the brake actuator and the figure 30
remaining brake discs. Transmission Brake Installation
1. Brake Retaining Circiip
10. Remove the splined sleeve together with 2. Brake Actuator Linkage
3. Brake Actuator
the thrust washers, spacers and the clutch 4. Brake Discs
actuating cylinder assembly. 5. Sleeve

15
 Transfer Box Shaft Components
1. Oil Transfer Sleeve
2. Sealing Rings
3. Front Bearing Outer Track
4. Shaft
INSPECTION AND REPAIR
1. Wash all components in a suitable solvent
and dry using compressed air.
2. SHde the oii transfer sleeve from the shaft,
together with the front bearing outer track,
Figure 31. Inspect ail components and
bearings for wear or damage and replace as
necessary. The front can be
removed using Pulling Attachment Tool
No. 952 or 9526 and a press. Press on a new
bearing using a sleeve of suitable diameter.
inspect the seals iocated on the shaft and
replace if worn or damaged. Ensure that the
oil ways in the shaft and sleeve are not
blocked or restricted.
16
5. Thrust Washer
6.
7. Needle Washer
8. Front Bearing
3. Separate the dutch plates from the clutch
housing together with the spacers, Figure
32. Inspect the plates for wear, scoring,
distortion or damaged teeth. Worn or
damaged plates must be replaced as a set.
4. Inspect the actuating cylinder components
for wear and damage, Figure 33. Check the
oil seals on the plungers and pistons for
wear and replace if necessary. The
bushings in the cylinder housing are not
replaceable and if worn the housing must
be replaced. Check the housing gear teeth
for wear or damage. Ensure the oil drillings
in the hub are not blocked or restricted.
5. Inspect the transfer gear for wear or
damage and replace if necessary. Replace
the thrust washers and gear bearings if
worn or damaged.
 32 Figure 33
Clutch Components Cylinder Components
1. Spacer 1. Plunger
2. Clutch Plates 2. Cylinder Housing
3. Externally Splined Plate 3. Belleville Washers
4. Clutch Housing 4. Needle Thrust
5. Spacers 5. Spacer
6. Internally Splined Plate 6. Step Ring
7. Piston

figure 34
Transmission Brake Components
1. Spiined Sleeve 4. Internaily Splined Discs
2. internally Splined Discs 5. Brake Actuator
3. Stationary Disc 6. Stationary Discs

11
 35 Figure 36
Solenoid Installation Solenoid and Control Valve
1. Solenoid 1. Solenoid 3. Mesh Filter
2. Bolts 2. Oil Ports 4. '0' Ring Seals

6, Check the brake discs for wear, scoring or RE-ASSEMBlY

distortion, Figure 34. Worn or damaged
plates must be replaced as a set. To ." Establish the shim thickness to provide the
separate the brake actuator the return correct clearance for the clutch plates and
springs must be removed and the two the brake plates by carrying out the
halves opened out to reveal the operating following procedure:
balls located in the ramped pockets.
Inspect the balls for damage and replace
the actuator assembly if necessary. t .... .,. .... 'OI~'i'
the sleeve for and repiaceif
necessary. (i) Assemble the clutch into the
housing, alternatively internally and
externally splined piates, complete
with spacers, Figure 32.

7. Clean the transfer box housing and check

for cracks or To remove the
solenoid and control valve remove the two (ii) With the clutch retaining circlip
securing socket headed boits, Figure 35 located on the shaft, slide the clutch
and pullout the solenoid. The solenoid and assembly onto the splined section of
valve assembly is serviced as a unit. Check the shaft ensuring the plates are
that the mesh fiiter on the end of the valve is correctly located, Position the shaft
not blocked, 36, or that the oil ports vertically and instal! the splined sleeve
in the valve are not restricted. with 37.

18
 31 38
Clutch Plates Clearance Measurement Transmission Brake Clearance Measurement
1" Feeler Gauge 5. Clutch Assembly 1. Cylinder Housing 4. Calipers
2. Spacer 6. Cylinder Housing 2. Splined Sleeve 5. Press
3. Splined Spacer 7. Washer 3. Clutch Housing
4. Shaft 8. Slotted Nut

(iii) Install the needle thrust bearing and
washer onto the shaft and locate the
cylinder housing complete with
plungers and pistons onto the shaft,
but less the Belleville washers.
(vi) Position the shaft assembly on a press
and using a suitable ring located onto
the dutch piston compress the clutch
plates, Figure 38. Measure the
distance between the face of the
cylinder and the face of the clutch
housing - this being the location of
the brake actuator and plates.

(iv) Install the ring, thrust bearing and

spacer onto the shaft. In place of the
rear bearing instal! a washer that
locates on the of the shaft. (vii) If the measured dimension is outside
Secure with the slotted nut. the specified range, see
"Specifications", 9, the
spacer located at the rear of the clutch
pack must be changed to one of a
(v) Measure the gap between the spacer different thickness to achieve the
and the washer using feeler gauges, correct dimension.
Figure 37. The spacer is available in
different thicknesses to permit the
specified gap to be maintained. if the
gap is not to specification select a
spacer of a different thickness, see (viii) Disassemble the components from the
"Specifications" 9. shaft identifying the selected shims.

19
 39 figure 40
Brake Actuator Installation Thrust Bearing Installation
1. Brake Actuator 1. Needle Thrust Bearing
2. Cylinder Housing Splined Bushing 2. Splined Sleeve
3. Brake Actuator linkage 3. Thrust Washer

2. Stand the transfer box on the rear surface 6. Install the remaining brake plates onto the
and position a sleeve of 53 mm (2,1 in.) splined sleeve and secure with the
height and suitable diameter in the rear retaining cirdip, Figure 41.
bearing bore.

3. Locate the actuating cylinder complete

with plungers, piston and Belleville
washers onto the sleeve in the transfer
box.

4. Install two internally splined plates and

one stationary plate onto the clutch
housing. Hook the brake linkage onto the
pin on the brake actuator and locate the
actuator into the transfer box, Figure 39.
Bend up the locking clip to secure the
linkage.

5. Position the splined sleeve through the

Figure 41
brake actuator engaging the internal
Brake Installation
splines with the splines on the clutch
1. Brake Retaining Circlip 4. Brake Discs
housing. install a thrust bearing and 2. Brake Actuator Linkage 5. Splined Sleeve
washer into the sleeve, Figure 40. 3. Brake Actuator

20

Figure 42
Shaft Rear Bearing and Thrust bearing
1 Ring 4. Slotted Nut
2. Spacer 5. Rear Cup
3. Rear Bearing 6. Needle Thrust Bearing
7. Locate the clutch assembly onto the
splined sleeve and position the clutch
retaining circiip on the dutch assembly.
8. Insert the shaft through the output shaft
bore, the clutch assembly, brake
assembly and actuating cylinder, aligning
the splines as necessary. The clutch
retaining cirdip must be held open using
circlip pliers while the splined section of
the shaft locates in the clutch. Ensure the
circiip seats correctly in the circlip groove.
9. Install the step ring, thrust bearing,
selected spacer and rear bearing onto the
shaft and secure with the slotted nut,
Figure 42. Tighten the nut to the specified
torque, see "Specifications" Chapter 9.
21
---+-'X,
Transfer Box Shaft Bearings-
Pre-load Measurement
10. Insert the front bearing cup and oil
transfer sleeve into the output shaft bore
and press into the bore until the retaining
circlip can be inserted in the groove in the
bore. The oil transfer sleeve should be
inserted with the cutout and chamfer
towards the front bearing.
11, Press the rear bearing cup into the rear
bore. With the cup pressed in sufficiently
to eliminate shaft end play but with the
shaft able to be turned by hand, measure
the distance from the rear surface of the
transfer box to the bearing cup, 'X',
Figure 43. Measure the height of the boss
on the end plate 'Y', and subtract from
the dimension 'X'. Shims must be
selected to provide a gapofO.02-0.07 mm
(0.001-0.003 in.).
--------------------PART10-FRONTAXLE---------------------
12. Install the selected shims and the end
plate, with 'a' ring seal, to the rear of the
transfer box and tighten the retaining
bolts to the specified torque, see
"Specifications" Chapter 9. Check that
the shaft and clutch assembly can be
turned by hand.
13. Press a new oil seal into the output shaft
bore and using a sleeve of suitable
diameter push a new dirt shield onto the
output shaft.
14.. Insert the idler gear shaft through one
lug of the casing. Position the plastic
thrust washers, gear and bearings onto
the shaft and secure the shaft with the
circlips.
22
INSTALLATION
1" Slide the transfer box output shaft onto the
drive shaft and lift the transfer box up onto
the base of the rear axle centre housing"
2. Ensure the dowels locate in the holes in the
rear axle and install the securing bolts.
Tighten the bolts to the specified torque,
see "Specifications" Chapter 9.
3. Reconnect the oil supply tube to the
transfer box fitting.
4. Reconnect the wire to the solenoid and
install the protection tube to the transfer
box casing. Install the solenoid cover plate.
5. Reconnect the transmission brake
operating cable to the lever on the right
hand side of the transfer box.
6. Refill the rear axle with the specified oil, see
"Specifications" Chapter 9.
 PART 10
FRONT AXLE
Chapter 8
FRONT WHEEL DRIVE AXLE ASSEMBLY-
FORD 5610, 6610, 6710, 7610, 7710, 7910
AND 8210 WITH APL 325 AXLE ASSEMBLY
Section
A. FRONT WHEEL DRIVE AXLE- DESCRIPTION AND
OPERATION
B. FRONT WHEEL DRIVE AXLE
C. FRONT WHEEL DRIVE AXLE INTEGRAL STEERING
CYLINDER FORD 6710, 7710, 7910 AND 8210-
OVERHAUL
A. FRONT WHEEL DRIVE AXLE
The front wheel drive axle contains the
centrally located differential mounted in the
cast steel axle casings. The differential is
driven from the transfer box by the drive
shaft. The axle is pivoted about the centre to
permit articulation while the unit is traversing
rough terrain.
The axle hubs each contain a planetary
reduction gear set. Each hub is mounted on a
steering knuckle connected to the axle by a
pair of swivel pins.
A self-locking, limited slip differential is
available as a factory installed option and
consists of a multi-disc clutch mounted on
each axially moveable side gear.
Page
1
OVERHAUL 3
21
DESCRIPTION AND OPERATION
The limited slip differential operates as
follows: When one wheel starts to spin on a
slippery surface, the torque reaction on the
differential exerts an outward axial force
through the side gears to pressurise the
clutch plates. Since the outer plates are
locked to the differential case and the inner
plates are splined to the side gears, relative
rotation of the axle shafts is rendered
increasingly difficult as the input torque
increases. The self-locking effect is fully
automatic and requires no action on the part
of the driver.
The axle planetary reduction gears, the
swivel bearings, axle shafts and differential
can be removed from the axle casing with the
axle remaining secured to the tractor.
1
---------------------PART10-FRONTAXlE---------------------

Figure 1
Front Wheel Drive Axle Assembly

1. Differential Pinion 9. Planet Gear

2. Differential Pinion Bearings 10. Ring Gear
3. Drive Shaft Flange 11. Hub Bearings
4. Differential Bearings 12. Swivel Bearings
5. Steering Track Rod 13. Swivel Pin
6. Axle Shaft Universal Joints 14. Swivel Casing
7. Hub Flange 15. Pivot Pin
8. Sun Gear 16. Axle Casing Securing Bolts

2
------------------------CHAPTER8------------------------
The front wheel drive axle -fitted to the Ford The steering cylinder incorporated on the axle
6710 and 7710 Tractors with hydrostatic of the Ford 6710 and 7710 Tractors contains a
steering incorporates a power steering cylinder double sided piston of equal area with a single
in the axle casing. The Ford 5610, 6610 and rod passing through each end of the cylinder
7610 Tractors feature integral power steering assembly. Track rods connect the axle steering
and no separate axle mounted power steering arms to ball joints located on the ends of the
cylinder is required. cylinder rod.

B. FRONT WHEEL DRIVE AXLE-OVERHAUL

PLANETARY REDUCTION GEAR 3. Remove the two socket headed securing

ASSEMBLY AND WHEEL HUB screws, Figure 2, and insert two levers into
BEARINGS the slots. lever the cover assembly away
from the hub ensuring that the machined
REMOVAL surfaces are not damaged. Remove the
cover assembly.
1. Position the unit on a hard level surface and
block the rear wheels. Jack up the front
axle and securely support the front of the
tractor. Remove the front wheel.

2. Turn the hub so that the drain plug is at the

lowest position. Remove the plug and 4. Remove the circiip and washer from the
allow the oil to drain into a suitable axle shaft, Figure 3, and remove the ring
recepticle. gear support securing bolts.

Figure 2 Figure 3
Axle Hub Ring Gear Installation
1. Cover Securing Screw 1. Ring Gear Support Securing Bolts
2. Cover Assembly 2. Axle Shaft
3. Cover Securing Screw 3. Circlip
4. lever Slots 4. Washer
5. Ring Gear

3
--------------------PART10-FRONTAXLE--------------------

figure 4 Figure 5
Hub Installation Planet Gear Installation
1. Hub 1. Planet Gear
2. '0' Ring Seal 2. Bearing Retaining Circiip
3. Hub Outer Bearing 3. Planet Gear Bearing
4. Ring Gear Support Locating Roil Pins 4. Thrust Washer

5. Pull off the ring gear support, using Puller
Tool No. 1003 or 9516, from the locating roll
pins.
NOTE: The centre screw of the puller must not
act on the end of the axle shaft/sun gear. Insert
three long bolts into the support retaining bolt
holes and locate a Step Plate, Tool No. 630S or
9210, on the heads of the bolts. The puller
centre screw must act on the step plate.
2. The hub outer bearing is removed with the
hub. The hub inner bearing, Figure 6, must
only be removed if the bearing is worn or
damaged and requires replacement, The
bearing must be heated to aid removal.
3. If necessary the hub bearing outer tracks
can be driven from the hub, Figure 7.

6. The ring gear support also retains the hub

bearings in position. With the ring gear
support removed, Figure 4, the hub can be
pulled off, again supporting the puller
centre screw on a step plate su pported by
bolts.

DISASSEMBLY
figure 6
1. Remove the circlip retaining the planetary Hub Inner Bearing Installation
gear bearings in position, Figure 5, and
l. Swivel Casing
withdraw the gears and bearings. A thrust 2. Hub Inner Bearing
washer is located in the centre of the cover. 3. Ring Gear Support locating Roll Pins

4,
 Figure 1
Hub Assembly
1. Hub Bearing Outer Track
2. Oil Seal
3. Hub
INSPECTION AND REPAIR
1. Wash all components in a suitable solvent
and dry. Inspect all items for wear,
damage and cracks.
2. inspect ail bearings for wear and replace if
necessary. The planet gear bearings are
retained in the gears with circlips, remove
the circlips and slide out the bearings.
3. Inspect the oil seal located in the hub,
Figure 7 and replace if worn or damaged.
4. Inspect the gear teeth for damage. The sun
gear is formed on the end of the axle shaft
and if this requires replacement, the shaft
must be removed from the axle - refer to
the appropriate following section.
RE-ASSEMBlY
1. Re-assembly follows the disassembly
procedure in reverse.
5
Figure 8
Measuring Hub Bearing Rolling Resistance
1. Cord
2. Spring Balance
3. Hub
4. Wheel Stud Heads
2. The planet gears must be installed onto the
shafts with the radius on the inner bore
adjacent to the hub cover.
3. Prior to installing the hub the
bearings must be pre-heated.
INSTAllATION
1. Install the hub and planetary reduction gear
assembly following the removal procedure
in reverse.
2. Install a new oil seal in the ~ub, and locate
the hub in position. Instal! the ring gear
support.
3. Tighten the ring gear support securing
bolts evenly to the specified torque, see
"Specifications" Chapter 9. a
spring balance and a length of cord around
the wheel stud heads, 8, check the
hub bearing roiling resistance and compare
with the specified value, see "Speci-
fications" Chapter 9. The cord must be in
line with two stud heads and the n:l,;]r!lrI,f"'I
taken while slowly turning the hub. If the
rolling resistance is not to
replace the hub and re-check.
1IIIlIIIIIIII1IIIIIIIIIIIIII1IIIIIIIIIIIII1BIIl1IIIIIIIIIIIII_ _ _I!IIIIIIIIlIIIIIIIIIIIIIIIIIII_ _1IIIIIIII PART 10--FRONT AXLE 1l1IIIIIIIIIIli_ _ _ _ _ _ _ _ _ _IIIIIIIIIIIIIIIIIIIIIIIIIIIII_ _1IIIIIIIIIIIIII1IIIIIIIII

Figure 9 Figure 10
Measuring Axle Shaft End Float Swivel pin Installation
1. Hub Assembly
2. Swivel Pin Plate
3. Steering Track Rod Securing Nut

4. The thrust washer located in the centre of 5. Install the cover and refill the hub planetary
the planetary hub cover is supplied in reduction assembly with the specified
various thicknesses and controls the axle oil-the line adjacent to the filler Idrain hole
shaft end float. Calculate the correct must be horizontal while refilling the hub.
thickness of washer as follows:

(i) With a thrust washer in the end cover

and using a straight edge and depth
gauge measure the dimension of the
thrust washer surface to the cover
mounting surface, A' Figure 9. I

Oil With the axle shaft pushed inwards STEERING SWIVEL PIN BEARINGS
measure the distance from the end of
the shaft to the cover mounting REMOVAL
surface 'B', Figure g.
1. Position the unit on a hard level surface and
OH) Subtract dimension 'B' from jack up the front axle. Securely support the
dimension A' to establish the shaft I front of the tractor and remove the front
end float. If the end float is above or wheel.
below the specified range change the
thrust washer for a thicker or thinner 2. Disconnect the steering track rod, Figure
washer to obtain the correct end float. 10. Using a suitable sling support the
See "Specifications" - Chapter 9 for weight of the hub and remove the bolts
the required shaft end float. securing the upper and lower swivel pins.

6
 Figure 11 Figure 12
Swivel Pin Removal the Swivel
"Q'n~lr~tll'ln from the Axle
1. Swivel Pin 1. Swivel Casing and Hub Assembly
2. Swivel Casing 2. Axle Shaft
3. 'a' Ring Sea! 3. Axle Casing
4. Shims

3. Remove the swivel pins complete with '0'
ring sea! and shim, upper pin only, Figure
11. Slide the complete assembly with axle
shaft away from the axle, Figure 12. The
swivel bearings can be lifted from the axle
casing. Identify the shim for installation on
re-assembly.
2. Slide the axle shaft into the axle
that the shaft engages with the side gear of
the differential, and the swivel casing is
correctly located above. and below the
bearings.

~NSPECTION AND REPAIR

1. Inspect the swivel bearing and cups for

wear or damage, replacing if necessary.
Replace the '0' ring seals located on the
swivel pins.

2. To remove the swivel bearing cups drive

out the grease retaining plugs, Figure 13,
and the bearing cup.

INSTAllATION
Figure 13
1. Instal! the two swivel bearings in position Swivel Bearing Cups
and pack the bearings with grease of the 1. Swivel Cup
specified type. 2. Grease Roi''''''''''nro Plug

1
--------------------PART10-FRONTAXlE---------------------
3. Replace the '0' ring sea! and the original
shims if the original bearings and swivel
pins are being recl!a(;ed
NOTE: If new bearings or swivel pins are being
installed the following procedure must be
carried out to establish the required shim
thickness.
(i) Remove the axle shaft from the axle
casing, see the following section:
Axle Shaft Removal.
OJ) Install the lower swivel pin with no
shims and the upper swivel pin with an
arbitary shim of thickness 1.4 mm.
(iii) Install the swivel pin securing bolts
and tighten to the specified torque to
locate the bearings.
(iv) Install the Torque Wrench Adaptor
Tool No. FT.3149 or 4804 over the
heads of the bolts.
(v) Check the swivel bearing turning
torque using a suitable torque
wrench. The torque should be within
the specified range, see "Specifica-
tions" Chapter 9.
8
(vi) If the torque is outside these limits
install a different thickness of shim.
Increasing the thickness of the shim
will decrease the turning torque, while
decreasing shim thickness will
increase the torque. The shim is
located under the upper pivot pin
flange only.
(vii) With the correct torque obtained
remove the swivel pins and install the
axle shaft. Re-assemble the hub
components and refill the hub with
the oil.
AXLE SHAFT
REMOVAL
1. To remove an axle shaft, the planetary
reduction gear cover must be removed as
described in the initial section of this
Chapter and the retaining cirdip removed
from the axle shaft.
2. Remove the swivel pins as described in the
previous section of this Chapter and
separate the swivel casing from the axle.
The shaft can be withdrawn from the hub
or axle.
DISASSEMBLY
1. The two universal joints in the axle shafts,
Figure 14, can be disassembled following
normal workshop practices.
2. To separate the axle shaft and sun gear
from the yokes of the universal joints
compress the circiip, Figure 14, and puli the
shaft/sun gear from the universal joint.
 Figure 14 Figure 15
Axle Shaft Axle Shaft Oil Seal
1. Sun Gear 1.Axle Shaft Oil Seal
2. Universal Joint 2. Axle Casing
3. Axle Shaft
4. Retaining Circiip

INSPECTION AND REPAIR INSTAllATION

1. Examine the axle shaft oil seal and bushing 1. Installation follows the removal procedure
located in the axle casing, Figure 15, for in reverse.
wear or damage and replace if necessary.

2. Examine the oil seal and bushing located in

the swivel casing, Figure 16, and replace if
worn or damaged.

RE-ASSEM BlY Figure 16

Swivel Casing Oil Seal
1. Re-assembly follows the disassembly 1. Swivel Casing Oil Seal
procedure in reverse. 2. Swivel Casing Bushing

9
 figure 11 Figure 18
Axle Assembly Differential Installation
1. Axle Casing Securing Bolts 1. Differential Assemb!y
2. Differential Housing Drain Plug

DiFFERENTIAL ANO PINiON ASSEMBLY 4. Support the left-hand axle casing using a
suitable sling and remove the bolts
REMOVAL securing the left-hand casing to the
differential housing, Figure 17. Separate
Differential the two halves of the axle.

1. Park the tractor on a hard level surface and

block the rear wheels. Jack up the front of
the tractor and support on suitable stands.
Remove the front left hand wheel.
5. The differential assembly can be lifted from
the casing, Figure 18.

2. Remove the differential casing drain plug,

17, and allow the oil to drain into a
suitable container.

Pinion Assembly

3. Remove the left hand track rod end 1. Remove the pinion flange securing bolts
securing nut and drive the track rod end and allow the drive shaft to rest on the
from the steering arm. ground.

10
------------------------CHAPTER8------------------------

Figure 19 Figure 20
Pinion Drive Flange Securing Nut Differential Assembly
1. Pinion Drive Flange 1. Crown Wheel Securing Bolts
2. Securing Nut 2. Differential Bearing
3. Bolt Locking Plate
4. Crown Wheel
5. Differential Bearing

2. Release the pinion drive flange securing nut

and unscrew the nut, Figure 19. !f
necessary the pinion can be held using Tool
No. T.3122 or 8170.

3. Remove the pinion drive flange and drive

the pinion assembly into the differential
casing, collecting the bearings, spacers
and shims.

DISASSEMBl Y

Differential
Figure 21
1. Remove the differential bearing using Removing Differential Bearings
Puller Tool No. 1003 or 9516, Pulling 1. Puller Tool No. 1003 or 9516
Attachment Tool No. 951 or 9190 and 2. Differential Bearing
3. Differential Assembly
Shaft Protector Tool No. 625A or 9212, 4. Pulling Attachment Tool No. 951 or 9190
Figure 21. 5. Shaft Protector Tool No. 625A or 9212

11
 figure 22 figure 23
Removing Differential Crown Wheel Differential Assembly
1. Plate 1. Differential Bearings
2. Crown Wheel 2. Bolt locking Plate
3. Differential Assembly 3. Side Gear
4. long Bolts 4. Bevel Pinion Gear
5. Thrust Washer
6. Differential Shaft
7. Differential Bearing
8. Roll Pin
9. Differential Case
10. Crown Wheel

2. Lever the bolt locking plate from the crown

wheel and unscrew the bolts. Install three
long bolts into the differential and press the
differential from the crown wheel, Figure
22. Alternatively, if available, use
Differential and Crown Wheel Pressing
Set, Tool No. 4853.

3. LESS LIMITED SLIP DIFFERENTIAL

Drive out the roll pin retaining the
differential shaft in the differential casing.
Push out the shaft and rotate the side gears
and bevel pinion gears within the casing to
permit the gears to be removed. Slide out
the two thrust washers, Figure 23.

WITH LIMITED SLIP DIFFERENTIAL

Lift out the side gear complete with clutch
plates, Figure 24. Drive out the roil pin
retaining the differential shaft in the casing
and push out the shaft. Remove the two Figure 24
bevel pinion gears, thrust washers and the limited Slip Differential Disassembly
other side gear with clutch plates, Figure 1. Side Gear and Clutch Assembly
25. 2. Differential Case

12
------------------------CHAPTER8------------------------

Figure 25
Limited Slip Differential Assembly
1. Crown Wheel 7. Differential Case
2. Internally Splined Plates 8. Side Gear and Clutch Assembly
3. Spacer 9. Thrust Washer
4. Bevel Pinion Gear 10. Side Gear
5. Differential Shaft 11. Plates with External Lugs
6. Roll Pin

INSPECTION AND REPAIR 3. Inspect the differential bearings for wear

and damage and replace if necessary. The
1. Wash all components in a suitable solvent differential bearing cups are located in the
and dry. two axle casings, Figure 26.

NOTE: The crown wheel and pinion are only

2. Inspect the gears for wear or damage and
replace if necessary. The differential gears
are supplied in matched sets and must be
replaced as sets.
supplied as matched pairs, identified by a serial
number etched on the periphery of the crown
wheel and on the end of the pinion. Replace-
ment of either the pinion or crown wheel
necessitates the installation of a matched
pinion and crown wheel.

13
 figure 26 figure 27
Bearing Cup Installation Removing Pinion Bearing
1. Pinion Bearing Cup 1. Puller Tool No. 1003 or 9516
2. Differential Bearing Cup 2. Pinion Shaft
3. Pulling Attachment Tool No. 951 or 9190
4. Pinion Bearing
5. Shaft Protector Tool No. 625A or 9212

figure 28
Pinion Assembly
1. Securing Nut 7. Pinion
2. Washer 8. Pinion Bearing
3. Pinion Drive Flange 9. Shim
4. Bearing 10. Bearing Cup
5. Bearing Pre-Load Sleeve 11. Oil Seal
6. Bearing Cup

14
_1IIIIIIIIIII_ _IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII_lIIIIIIIIIIIIlIIIIIIIIIIlIIIIIIIIIIIlIIIIIIIIIIIIlIIIIIIIIIIIIiIIiII CHAPTER 8 lilllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllilil!jll!

4. LIMiTED SLIP DIFFERENTIAL

Check the slip clutch plates for wear,
scoring, burrs or other damage and replace
if necessary.

5. Inspect the pinion assembly components

for wear and damage and replace as
necessary. Examine the bearing for wear
and if necessary replace. The bearing pre-
load spacer must be replaced to ensure
correct bearing pre-load is obtained on re-
assembly.

figure 29
6. If necessary remove the pinIon bearing
Measuring limited Slip Differential Clutch
using Puller, Tool No. 1003 or 9516, Pulling Plate Clearance
Attachment Tool No. 951 or9190and Shaft 1. Clutch Plate
Protector Tool No. 625A or 9212, Figure 27. 2. Differential Case
3. Depth Gauge

RE-ASSEMBlY 3. LIMITED SUP DIFFERENTIAL

The clutch pack clearance must be checked
1. Re-assembly of the differential follows the prior to installation of the differential. The
disassembly procedure in reverse. All spacer located adjacent to the side gear is
components must be coated with oil prior available in different thicknesses to enable
to re-assembly. the specified end float to be maintained.

LIMITED SLIP DIFFERENTIAL

Coat the clutch plates with oil. The spacer
located adjacent to the side gear must be Select a spacer to provide the correct
installed with the machined surface clearance on the crown wheel side,
towards the side gear. measured with a depth gauge, Figure 29.
Measure the clearance of the other clutch
pack using a feeler gauge located through
one of the access holes in the differential
casing. Figure 30. if the clearance is not
2. Install the crown wheel and secure with the within the specified range, see
bolts tightened to the specified torque, see "Specifications" - Chapter 9, change the
"Specifications" - Chapter 9. Install a new spacer. The two spacers must be of equal
bolt locking plate and press over the heads thickness. Check that the side gear can be
of the bolts. turned slowly but locks when turned fast.

15
 Figure 30
Measuring Limited Slip Differential Clutch
Plate Clearance
1. Differentia! Case
2. Access Hole
3. Feeler Gauges
INSTALLATION
Prior to installation coat all components with
oiL
NOTE: If the differential bearings, differential
or axle housings are to be renewed the
following procedure must be carried out to
determine the thickness of shims to locate
between the differential bearing cups and the
axle housing. The total thickness of shims
determine the differential bearing pre-load and
the positioning of the shims determine the
crown whee! to pinion tooth backlash.
DIFFERENTIAL BEARING PRE-lOAD
1. Remove the left hand axle shaft from the
axle housing.
2. install the original shims into the two
differential bearing cup bores in the axle
housings and press in the bearing cups.
16
Figure 31
Differential Bearing Pre-Load Measurement
1. Spring Balance
2. Cord
3. Wrap a suitable cord around the body of
the differential and install the differential
assembly into the housing. Lead the cord
through the pinion bore. Locate the left
hand axle housing onto the differential
bearing. Install four of the securing bolts
diagonally opposite and tighten to the
specified torque.
4. Remove the right hand axle shaft. Attach a
suitable spring balance (0-20 Ib, 0-10 kg) to
the cord and measure the pull required to
steadily turn the differential, Figure 31.
NOTE: Ensure the cord is of single thickness
on the differential and the cord does not touch
the housing during the bearing pre-load
measurement.
5. The pull should be within the range 4 to 12
Ib (2 to 6 kg). If the pull is below the
minimum figure remove the differential and
increase the shim thickness, if the
required to turn the differential is above the
maximum figure decrease the thickness of
shims.

6. Re-check the bearing pre-load if necessary.

Remove the differential assembly, bearing
cups and shims. Divide the shims equally
and identify for installation of the
differential. figure 32
Dummy pinion Installation
1. Axle Housing
2. Dummy Pinion Tool No. FT3148-1 or 4799

If the new pinion has a larger dimension than

PINiON ENGAGEMENT MEASUREMENT
NOTE: The following measurement procedure
need only be carried out if the differential
housing is renewed. If the pinion bearings are
renewed the tolerance between the bearings is
minimal and the original shims should be re-
installed beneath the pinion inner bearing cup.
the original pinion, shims to the thickness of
the difference must be subtracted from the
shim pack. If the new pinion has a smaller
dimension than the original pinion, shims to
the thickness of the difference must be added
to the shim pack.
1. Insert the Dummy Tool No.
FT.3148-1 or 4799 into the pinion bore of
the new axle housing, Figure 32. Ensure the
Dummy Pinion is securely located on the
shoulder in the pinion bore.

If only the crown wheel and pinion are renewed

the measurement etched on the face of the
original and new pinions must be compared. If
the dimensions are identical install the original
shims. If the dimensions differ, the shim
thickness must be adjusted by the difference
as follows:
2. Install the Plate, part of Tool No. FT.3148
or 4798 onto the differential housing with
the cut-out in line with the Dummy Pinion.
Retain in position with the two securing
bolts.

11
_ _I1111111111111_ _ _ _IIIIIIIIIIIIIII_IIiiIIlIIIIIIIIIIIIlIII_1IIIII PART 10- FRONT AXLE IIIIISIIIIIIIlIIIIII_IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII_1IIIIIIIIfIlII1IIIBIIlIIII1IIIIIIIIIIIII1IIIIIIIIIIIIII

Figure 33 Figure 34
Pinion Engagement Measurement Pinion Engagement Measurement
1. Mandrel, Part of Tool No. FT.3148 or 4801 1. Mandrel, Part of Tool No. FT.3148 or 4801
2. Dummy Pinion Tool No. FT.3148-1 or 4799 2. Dummy Pinion, Tool No. FT.3148-1 or 4799
3. Feeler Gauge 3. Axle Housing
4. Plate, Part of Tool No. FT.3148 or 4798 4. Plate, Part of Tool No. FT.3148 or 4798

3. install the Mandrel, part of Tool No. Assemble the pinion inner bearing into the
FT.3148 or 4801, through the hole in the bearing cup and position on a surface table.
Plate, Figure 33. The Mandrel is a loose fit Apply downward pressure on the bearing
in the bore and should locate in the bearing and rotate several times to ensure
bore of the housing. settlement of the rollers. Using a height
gauge measure the overall height of the
bearing. This is dimension 'V'.
4. Measure the gap between the Mandrel and
the top of the Dummy Pinion with feeler
gauges, 33. Subtract dimension 'Y' from dimension 'X'
and record the result as dimension 'Z'.
From dimension 'z' subtract the dimension
5. Record the measured dimension and in miilimetres etched next to the serial
conduct the following calculations: number on the end of the pinion. The
Height of Dummy Pinion (a) + dimension difference obtained is the required
obtained with feeler gauge (b) + half the thickness of shims to be inserted beneath
diameter of the differential bearing bore (c) the pinion inner bearing cup.
= dimension 'X', Figure 34.
Example:
Dimension (a) is etched on the side of the Height of pinion bearing (V) = 25.5 mm.
Dummy Pinion and dimension (cl is 36.7 'X' 110.8 mm - (Yl 25.5 mm = 85.3 mm.
mm. Dimension etched on end face of
pinion 85.0 mm.
Example: (a) 73.5 mm + (b) 0.6 mm + Therefore required shim thickness = 0.3
(c) 36.7 mm 'X' 110.8 mm mm.

18
------------------------CHAPTER8------------------------
Figure 35
Tightening Pinion Nut
1. Torque Wrench
2. Wrench, Tool No. T.3122 or 8170
IMPORTANT: The foregoing measure-
ments should be taken with care. Selection
of the incorrect shims williead to premature
failure of the crown wheel and pinion.
Pinion Installation
1. Insert the original or selected shims in the
bore of the pinion housing and install the
inner bearing cup.
2. Press the bearing assembly onto the
pinion, using a sleeve of suitable diameter,
until it abuts the shoulder.
3. Install the pinion outer bearing cup in the
housing. Place a new bearing pre-load
sleeve on the pinion shaft and install the
pinion assembly into the housing.
4. Install the outer bearing onto the pinion
shaft and locate the oil seal in the pinion
housing. Position the drive flange on the
pinion spiines.
19
5. Coat the threads of the pinion securing nut
with thread sealant to Ford Specification
EM46-52A, and install the washer and nut.
Do not tighten the nut.
6. Install Flange Wrench, Tool No. T.3122
or 8170, Figure 35, and tighten the pinion
nut in small increments, preventing
rotation of the flange by means of the
wrench. At each tightening stage, release
the wrench and check the torque required
to rotate the drive flange and pinion. When
the required torque reading is obtained, see
"Specifications" Chapter 9, the bearing
pre-load is correct.
7. Remove the flange wrench and reconnect
the drive shaft.
DifferentiallnstaUation
1. Install the original or selected shims
between the differential bearing cups and
the axle housing. Install the right hand axle
shaft in the axle housing.
2. Locate the differential in position engaging
the crown wheel teeth in the pinion teeth.
Install the left hand axle housing and secure
with the bolts tightened to the specified
torque, see "Specifications" - Chapter 9.
3. Install the left hand axle shaft.
4. Remove the differential drain plug and
mount a dial indicator on the axle casing
with the plunger located perpendicular
onto a tooth of the crown wheel, Figure 36,
5. the turn one
axle shaft to rotate the differential back-
wards and forwards within the limits of the
crown wheel to gear teeth backlash
and note the total dial indicator .. ,.,.,.,rI.II""'"

6. If the backlash is ,..,,.,,,,,,-11-,,,.,

see "Specifications" Chapter
9, shim thicknesses must be taken from
behind the differential hand bearing
cup and inserted behind the left hand cup,
to move the differential crown wheel closer
to the pinion. If the backlash is less than the
",,...,,,,,.-1-.,,,,,,1'"'1 minimum shim thickness must be
taken from behind the differential left hand
ha~u'u"n cup and inserted behind the right
hand cup, to move the differential crown Figure 36
wheel away from the " The total shim Crown Whee! to Pinion Backlash
thickness must remain constant to main- 1. Dial Indicator Plunger
2. Dial indicator
tain the correct differential pre- 3. Dial Indicator Stand
load. 4. Differential Drain Plug Hole

Crown Wheel Tooth Contact Pattern

1. Ideal Tooth Contact Coast Side (Concave) 5. Excess Tooth I---n ...u:l>nOlrno .... t Coast Side
2. ideal Tooth Contact Drive Side (Convex) (Concave)
3, insufficient Tooth Engagement - Coast Side 6. Excess Tooth Fnr~:1Inpmp!nt - Drive Side
(Concave) (Convex)
4. Insufficient Tooth Engagement - Drive Side
(Convex)

20
7 . To check the crown wheel to teeth AXLE REMOVAL
engagement coat both sides of 10 to 12
crown wheel teeth with blue. The axle can be removed as a
Rotate the crown whee! until all the coated assembly. The axle pivot are located in
teeth have engaged the pinion. Remove the bearings lubricated through external grease
differential and examine the crown wheel The are removed the
contact area. Compare the pattern on the for the normal rowcrop Front Axle.
teeth with the examples shown in Figure 37
and if necessary adjust as indicated.

8. Re-assemble the axle tightening all bolts to The drag links must be disconnected on the
the see Ford 5610, 6610 and 7610 models to axle
- Chapter 9. Refill the axle differentia! and and the hoses dis-
hubs with the oil connected on the Ford 6710 and 7710 models.

C. FRONT WHEEL DRIVE AXLE INTEGRAL STEERING CYLINDER

FORD 6110 AND 7110 - OVERHAUL

DISASSEM Bl Y

1. Position the tractor on a hard leve! surface

and block the wheels.

2. Remove the steering hose from the left

hand end of the cylinder, Figure 38.

3. Release the track rod clamps and unscrew

the track rods from each end of the steering
cylinder rod.

4. Remove the steering cylinder end cap

securing bolts, Figure 38 and slide the end
cap from the cylinder rod, Collect and
identify the shims located in the end cap. Hand Side
1. Hose
2. End Cap
5. The cylinder rod, compiete with piston 3. End Cap Securing Bolts
4. Track Rod
assembly can be withdrawn from the 5. Track Rod Cover
cylinder. 6. Cylinder Rod

21
--------------------PART10-fRONTAXlE--------------------
39
Cylinder
,'t.o,o. .....," Right Hand Side
1. Cylinder Sleeve
2. Cylinder Rod
3. Hose Fitting
6. The tube in the steering cylinder housing
can be pushed out of the left hand end
together with the sleeve iocated in the right
hand end of the cylinder, Figure 39.
~NSPECTION AND REPAIR
1. Wash the components in a suitable solvent
and dry using compressed air.
2. Inspect the seals located in the end cap and
sleeve. The seals are retained in position
with washers and circiip.
3. Inspect the cylinder tube for wear and
scoring and replace if necessary.
4. Inspect the seals on the piston and replace
if necessary. The piston is secured to the
rod by split rings retained in position by
washers and circiip .
22
'8'
40
'.':+0"" .. ',-',.., Cylinder Tube Shimming Dimensions
5. Inspect the cylinder rod for scoring and
wear and replace if necessary, sliding the
piston from the rod after removing the
retaining circiip washers and split rings.
RE-ASSEMBlV
1. Coat all components in oil and re-assemble
the components following the disassembly
procedure in reverse. If a new cylinder
tube, sleeve or end cap have been installed
the following procedure must be carried
out to establish the thickness of shim to
locate between the tube and end cap:
m Ensure the cylinder sleeve and tube are
pushed fully into the cylinder housing
and measure the height of the end of
the tube from the end of the cylinder,
Dimension 'A', Figure 40.
(ij) Measure the end cap depth,
Dimension '8', Figure 40.
(iii) Subtract Dimension A' from '8' to
I
establish the shim thickness required
to secure the tube in position.
-------------------------CHAPTER8-------------------------
2. Install the selected or original shims in the 4. Check the power steering reservoir and top
end cap, install the end cap and secure with up with the specified grade of oil.
the retaining bolts tightened to the
specified torque, see "Specifications"
Chapter 9.

3. Reconnect the steering hose to the end cap Run the engine and cycle the steering to
fitting and the track rods to the ends of the check for correct operation. Re-check the
cylinder rod. oil level in the power steering reservoir.

23
--------------------PART10-FRONTAXLE--------------------

24
 PART 10
FRONT AXLE
Chapter 9
SPECIFICATIONS AND SPECIAL TOOLS
Section Page
A. SPECI FICATIONS ROWCROP AXLES - FORD 2610, 3610,
4110, 4610, 5610, 6610, 6710, 7610, 7710, 7910 AN D 8210
B. SPECIFICATIONS FRONT WHEEL DRIVE AXLE-
FORD 2610 3610,4110 AND 4610 WITH AE1-149, AE1-169
AN D AE2-169 TYPE AXLES 4
C. SPECIFICATIONS FRONT WHEEL DRIVE AXLE-
FORD 5610,6610,6710,7610,7710,7910 AND 8210
WITH APL 325 AXLE ASSEMBLY 8
D. SPECIAL TOOLS ROWCROP AXLES FORD 2610,3610,
4110,4610,5610,6610,6710,7610,7710,7910 AND 8210 11
E. SPECIAL TOOLS- FRONT WHEEL DRIVE AXLE
FORD 2610, 3610, 4110 AND 4610 WITH AE1-149,
AE1-169 AND AE2-169 TYPE AXLES 11
F. SPECIAL TOOLS- FRONT WHEEL DRIVE AXLE
FORD 5610 6610, 6710, 7610, 7710, 7910 AND 8210
WITH APL 325 AXLE ASSEM BLY 12

A. SPECIFICATIONS- ROWCROP AXLES FORD 2610, 3610, 4110, 4610, 5610,

6610, 6710, 7610, 7710, 7910 AN 0 8210

TURNING RADIUS
Wheel Track Toe-In/ Without With
Adjustment Toe-Out Brakes Brakes
Ford 2610 and 48-80 in 0-0.5 in 10.75 ft 9.75 ft
toe-in
3610 Less Cab 1220-2030 mm 0-13 mm 3.28 metres 2.92 metres
Ford 2610 and 52-80 in 0-0.5 in 11.5 ft 10ft
toe-in
3610 With Cab 1320-2030 mm 0-13 mm 33.51 metres 3.05 metres
Ford 4110 48-80 in 0-0.5 in 11.00 ft 9.5 ft
toe-in
Less Cab 1220-2030 mm 0-13 mm 3.51 metres 2.9 metres
Ford 4110 52-80 in 0-0.5 in 11.75ft 10ft
toe-in
With Cab 1320-2030 mm 0-13 mm 3.58 metres 3.05 metres
Ford 4610 52-80 in 0-0.5 in 12.00 ft 10.5 ft
toe-in
1320-2030 mm 0-13 mm 3.66 metres 3.20 metres
Ford 5610, 6610 52-80 in 0-0.5 in 12.25 ft 11 ft
toe-in
and 7610 1320-2030 mm 0-13 mm 3.73 metres 3.35 metres
Ford 6710, 7710, 56-88 in 0.25-0.50 in t . 14.1 ft 12.25 ft
7910 and 8210 1420-2240 mm 6-13 mm oe-In 4.29 metres 3.68 metres

1
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -

TORQUE SPECIFICATIONS
FORD 2610, 3610, 4110 and 4610

Ford 2610,
Ford 4610
3610 and 4110

Ibfft Nm Mkg Ibfft Nm Mkg

Front Axle Support to Engine 280 380 38 280 380 38

Support Pin Locking Plate Bolt 75 110 10 -

Front Support Bracket Retaining

Bolts - - - 65 90 9

Axle Section Bolts and Nuts 180 250 25 155 210 21

Spindle Arm Clamping Bolt Less Cab

50 65 7
With Cab 80 110 11
125 170 17

Radius Rod Front End Bolt 180 250 25 - -

Radius Rod Ball Cap Bolts 50 65 7 - - -

Drag Link Ball Joint Nuts 40 55 5.5 40 55 5.5

Track Rod Ball Joint Nuts With Cab

65 90 9 40 55 5.5

Track Rod (track adjustment) With Cab

Clamp Bolts 75 110 11 75 110 11

Track Rod (toe-in adjustment) End With Cab

Assembly Clamp Bolts 32 44 5 32 44 5

Drag Link Adjusting Clamp Bolts

(Manual Steering) 9 13 1.3 70 95 9.5

Drag Link Adjusting Clamp Bolts

(Power Assisted Steeri ng) 25 35 3.5 70 95 9.5

Centre Steering Arm Bracket With Cab

110 150 16 - - -

2
-------------------------CHAPTER9-------------------------

TORQUE SPECIFICATIONS
FORD 5610, 6610, 6710, 7610 and n10

Ford 5610, Ford 6710 and

6610 and 7610 n10

Ibfft Nm Mkg Ibfft Nm Mkg

Front Axle Support to Engine 280 380 38 260 350 35

Support Pin Locking Plate Bolt 40 55 5.5 - - -

Front Support Bracket Retaining

Bolts 200 270 27

Axle Section Bolts and Nuts 155 210 21 145 195 20

Spindle Arm Clamping Bolt 165 225 22.5 - - -

Spindle Arm Retaining Nut - - - 225 305 31

Drag Link Ball Joint Nuts 90 120 12 - -

Track Rod Ball Joint Nuts 90 120 12 90 120 12

Track Rod (Track adjustment) Clamp

Bolts 65 90 9 70 95 9.5

Track Rod (Toe-in adjustment) End

Assembly Clamp Bolts 30 40 4 27 37 3.7

Centre Steering Arm Bolt (Power

Assisted Steering) 125 165 16.5 - - -

Drag Link Adjusting Clamp Bolts

(Manual Steering) 65 90 9 - - -

Steering Cylinder to Anchor Ball

Joint Nut - - - 140 190 19

Steering Cylinder Anchor Retaining

Bolts - - - 210 280 28

Toe-in Adjusting Nut (Power

Steering) 115 145 14.5 - - -

3
- - - - - - - - - - PART 10-FRONT AXLE - - - - - - - - - -

SHIMS

LOCATION SHIM THICKNESS

Front Axle Support Pin - Ford 4610 0.002 in (0.051 mm)

0.005 in (0.127 mm)
0.015 in (0.381 mm) I
Front Axle Support to 0.014-0.015 in (0.356-0.381 mm)
Engine Block Spacer- 0.017-0.018 in (0.432-0.457 mm)
Ford 5610, 6610, 6710, 7610 0.020-0.022 in (0.508-0.566 mm)
and 7710 0.023-0.025 in (0.584-0.635 mm)
0.026-0.028 in (0.660-0.711 mm)

LUBRICANTS
Front Wheel Bearing and Wheel Spindle Bushings: Ford M1C137-A or M1C75-B

B. SPECIFICATIONS FRONT WHEEL DRIVE AXLE-FORD 2610,3610,4110

&4610

Driven from rear axle centre housing. Front

axle drive engaged or disengaged by means of a
TRANSFER BOX
sliding coupling or optional multi-plate clutch.

FORD 2610 FORD 4110

TRANSFER BOX RATIO and 3610 and 4610
0.65: 1 0.94: 1

FRONT AXLE TYPE Double reduction, hypoid

FORD 2610, 3610 FORD 4610

AXLE RATIO and 4110
Overall 10.66: 1 11.67 : 1
Differential 2.58: 1 3.18: 1
Planetary Gear 4.13: 1 3.67: 1

4
-------------------------CHAPTER9------------------------
FRONT DROP BOX FORD 2610 and 3610
REDUCTION RATIOS
The front drop box ratio may be varied to
suit particular front to rear tyre
combinations. 1.56:1 (25 Teeth Drive: 16 Teeth Driven)
For all tyre sizes available

FORD 4110

1.16:1 (19 Teeth Drive: 22 Teeth Driven)

For all tyre sizes available

FORD 4610

1.00:1 (21 Teeth Drive: 21 Teeth Driven)

or 1.05:1 (20 Teeth Drive: 21 Teeth Driven)
Depending on tyre sizes fitted

CAPACITIES
Transfer Box (lubricated by overflow FORD 2610, 3610 FORD 4610
from the rear axle) and 4110
1.4litres 1.4litres
2.5 Imp. Pts. 2.5 Imp. Pts.
3.0 U.S. Pts. 3.0 U.S. Pts.

Front Axle Differential Housing 4.5litres 6.0litres

7.9 Imp. Pts. 10.6 Imp. Pts.
9.5 U.S. Pts. 12.7 U.S. Pts.

Front Hub (amount shown is for one hub 1.0 litre 1.5litres
only) 1.8Imp. Pts. 2.6 Imp. Pts.
2.1 U.S. Pts. 3.2 U.S. Pts.

LUBRICANT
Transfer Box (lubricated by overflow Fill with the correct grade, quantity and type
from rear axle) of oil as specified in the relevant Ford Tractor
Operator's Manual.
Front Axle Differential Housing and Hubs

Grease Fittings and Swivel Bearings

TRANSFER BOX MULTI-PLATE CLUTCH
SLIP TORQUE
Adjustment by means of a threaded
adjuster ring located behind the clutch pack.
If in-situ the oil should be cold (ambi~nt)
temperature. Lubricate the clutch pack
with oil if not in-situ.
90 Mkg (900 Nm) (650 Ibf ft)

TRANSFER BOX FIRST SPUR GEAR TO

REAR AXLE PINION GEAR BACKLASH 0.15-0.20 mm (0.006-0.008 in)
Shim sizes available:
0.20 mm (0.008 in)
Shim located between transfer box
0.30 mm (0.012 in)
and rear axle centre housing
0.40 mm (0.016 in)

5
- - - - - - - - - - PART 10-FRONT AXLE

PINION SHAFT BEARING PRE"LOAD 0.05 mm (0.002 in) Pre-load.

Shims located between the rearmost pinion Equivalent to the following spring balance
bearing and spacer reading whilst rotating the pinion by means of
a cord coiled around the pinion shaft:
FORD 2610, 3610
FORD 4610
and 4110
0.36 Kgt (0.8 Ibt) 0.41 Kgf (0.9 Ibf)
Shim sizes available:
From 2.5 mm {O.098 in} to 3.4 mm (0.134 in)
in 0.05 mm (0.002 in) increments.

CROWN WHEEL TO PINION BACKLASH

Adjustment by slotted nut on each 0.25 mm (0.010 in)
differential bearing

SWIVEL PIN BEARING PRE~LOAD Zero pre"load.

Shim located under bearing cap Shim sizes available:

FORD 2610,3610 FORD 4610
and 4110
0.1 mm (0.004 in) 0.1 mm (0.004 in)
0.3 mm (O.012 in) 0.3 mm (0.012 in)
0.5 mm (0.020 in) 0.5 mm (0.020 in)
1.0 mm (O.040 in)

FRONT WHEEL TOE'-IN

Adjustment on front axle track rod 0-10 mm (0-0.40 in)

TORQUE SPECIFICATIONS

FORD 2610, 3610

FORD 4610
and 4110
Nm Mkg Ibf ft Nm Mkg Ibf ft

TRANSFER BOX
Transfer Box to Centre Housing Nuts 87 8.9 64 87 8.9 64
Output Shaft Oil Seal Housing Bolts 24 2.5 18 24 2.5 18
First Spur Gear Shaft Securing Bolt 45 4.6 33 45 4.6 33
Second Spur Gear Shaft Securing Bolts 24 2.5 18 24 2.5 18
Third Spur Gear Shaft Securing Bolts - - - 24 2.5 18
Third Spur Gear Cover Plate Bolts 84 8.6 62
Fourth Spur Gear Retaining Strap Bolts 24 2.5 18
Fourth Spur Gear Cover Plate Bolts - - - 84 8.6 62
Handbrake Housing Bolts 84 8.6 62 84 8.6 62
Rear Housing Securing Nuts 49 5.0 36 49 5.0 36
Actuating Lever Clamp Bolt 24 2.5 18 24 2.5 18
Selector Cross-shaft Securing Screw 2 0.2 1.5 2 0.2 1.5
Actuating Linkage Securing Bolts
(with multi-plate clutch) 87 8.9 64 87 8.9 64
Coil Spring Securing Nuts
(with multi-plate clutch) 84 8.6 62 84 8.6 62
Transfer Box Drive Gear-
Rear Bearing Set Screw 15 1.5 11 15 1.5 11

6
- -_______________________ CHAPTER9 _________________________

TORQUE SPECIFICATIONS (Cant.)

FORD 2610, 3610

FORD 4610
and 4110
Nm Mkg Ibfft Nm Mkg Ibfft

FRONT AXLE
Hub Securing Nut (Slotted) 868 70 500 1160 118 856
Planet Gear Carrier Securing Bolts 48 4.9 35 48 4.9 35
Front Wheel Nuts 140 14.3 103 140 14.3 103
Stub Axle Securing Nuts 87 8.9 64 130 13.3 96
Swivel Pin Cover/Steering Arm
Securing Bolts 83 8.5 61 130 13.3 96
Axle Shaft Bearing Retaining
Pin Lock Nuts 182 18.6 134 182 18.6 134
Differential Bearing Cap
Securing Nuts 130 13.3 96 130 13.3 96
Differential Casing Securing
Bolts/Nuts 48 4.9 35 48 4.9 35
Differential Crown Wheel Securing Bolts - - - 89 9.1 66
Differential Housing Securing Nuts 87 8.9 64 87 8.9 64
Differential Pinion Nut* 450 46 330 450 46 330
Drop Box Securing Bolts 83 8.5 61 83 8.5 61
Drop Box Bearing Retainer Bolts 24 2.4 17 24 2.4 17
Axle Oscillation Bearing Cap
Retaining Nuts 325 33.0 240 325 33.0 240
Steering Arm / Drag Link Nuts 120 12.2 88 120 12.2 88
*Use Pinion Nut Spanner Tool No. T3136 and a torque wrench set to a torque of 2851bf ft (385 Nm, 40 Mkg) to apply the correct torque
on the pinion nut.

BOLT TIGHTENING SEQUENCE

rransfer Box Securing Bolts Tightening Sequence Transfer Box Securing Bolts Tightening Sequence
Ford 2610 and 3610 Ford 4110 and 4610

7
- - - - - - - - - - - PART 10-FRONT AXLE

C. SPECIFICATIONS- FRONT WHEEL DRIVE AXLE- FORD 5610, 6610, 6710,

7610 AN 0 7710

Transfer Box Ratio (All Models) 1:1.144 and 1:1.0957

Front Axle Type Double Reduction, hypoid

Axle Ratio (All Models) Differential 1:2.16

Planetary Gear 1:7.33
Overall 1:15.82

Oil Capacities (All Models) Hub (Each):

0.6litres
1.1 Imp. pints
1.3 U.S. pints

Axle Differential:
6.0litres
11.0 Imp. pints
13.0 U.S. pints

Increased Capacity of Rear Axle with

Transfer Box Installation

Less Transmission Brake:

1.8litres
3.2 Imp. pints
3.8 U.S. pints

With Transmission Brake:

1.1 litres
2.0 Imp. pints
2.4 U.S. pints

LUBRICANTS
Fill with the correct grade, quantity and type of oil as specified in the relevant Ford Tractor
Operator's Manual.

CLEARANCES AND TOLERANCES

AXLE

Axle Hub Bearings ROiling

Rhistance (Pull on cord around 3.0-4.75 kg
wheel studs) (6.6-10.5Ibf)

Axle Shaft End Float 0.2-0.5 mm

(0.008-0.020 in)

Thrust Washer Thicknesses 1.5 mm (0.060 in)

Available 2.00 mm (0.079 in)
2.5 mm (0.098 in)

8
------------------------CHAPTER9------------------------
CLEARANCES AND TOLERANCES (Cont.)

AXLE (Cont.)

Swivel Bearing Turning Torque 8-11 Nm (0.8-1.1 Mkg) (6-8Ibf ft)

Shim Thicknesses Available 0.6 mm (0.024 in)

0.8 mm (0.031 in)
1.0 mm (0.039 in)
1.2 mm (0.047 in)
1.4 mm (0.055 in)
1.6 mm (0.063 in)
1.8 mm (0.071 in)
2.0 mm (0.079 in)

Limited Slip Differential Clutch Pack 0.1-0.2 mm (0.004-0.008 in)

clearance
Spacer Thicknesses Available 2.8 mm (0.110 in)
2.9 mm (0.114 in)
3.0 mm (0.118 in)
3.1 mm (0.122 in)
3.2 mm (0.126 in)
3.3 mm (0.130 in)

Differential Bearing Rolling

Resistance 2-6 kg (4-12Ibf)
(Pull on chord around differential)

Shim Thickness Available 0.6-1.8 mm in increments of 0.1 mm

(0.024-0.071 in in increments of 0.004 in)

Pinion Bearing Turning Torque 1-2 Nm (0.1-0.2 Mkg) (1 1.51bf ft)

Crown Wheel to Pinion Gear Teeth

Backlash 0.15-0.25 mm
(0.006-0.010 in)

TRANSFER BOX

Shaft End Float 0.025-0.075 mm (0.001-0.003 in)

Shim Thicknesses Available 1.00-2.25 mm in increments of 0.05 mm

(0.04-0.088 in in increments of 0.002 mm)

9
_ _ _ _ _ _ _ _ _ _ PART 10- FRONT AXLE - - - - - - - - - - -

CLEARANCES AND TOLERANCES (Cont.)

TRANSFER BOX (Cont.)

Less Transmission Brake-Clutch 0.7-2.7 mm (0.027-0.098 in)

Plate Clearance with Plates
Compressed

Spacer Thicknesses Available 4.7-8.1 mm in increments of 0.2 mm

(0.18-0.32 in in increments of 0.008 in)
With Transmission Brake - Clutch 0.7-2.7 mm (0.027-0.098 in)
Plate Clearance (Gap between
spacer and shaft shoulder)

Spacer Thicknesses Available 7.30-7.85 mm in increments of 0.05 mm

(0.287-0.309 in in increments of 0.002 in)

With Transmission Brake- Brake 60.5 ± 0.2 mm (2.382 ± 0.008 in)

Actuator and Disc Clearance (Gap
between cylinder and clutch faces)

Spacer Thicknesses Available 4.7-8.1 mm in increments of 0.2 mm

(0.18-0.32 in in increments of 0.008 in)

TORQUE SPECIFICATIONS (All Models)

FRONT AXLE Nm Mkg Ibf ft

Planetary Ring Gear Support Bolts 90 9.2 65

Swivel Bearing Pin Retaining Bolts 120 12.2 90
Crown Wheel Securing Bolts 70 7.1 50
Axle Housing Securing Bolts 190 19.3 140
Drive Shaft Flange Bolts 55 5.5 40
Steering Cylinder End Cap Securing Bolts 70 7.1 50
(Ford 6710 and 7710)

TRANSFER BOX Nm Mkg Ibf ft

Securing Bolts 50 5.1 35

End Plate Bolts 50 5.1 35
Solenoid Cover Bolts 25 2.5 20
Shaft Retaining Slotted Nut, with Transmission Brake 160 16.3 120

10
------------------------CHAPTER9------------------------
D. SPECIAL TOOLS- ROWCROP AXLES- FORD 2610, 3610, 4110, 4610, 5610,
6610, 6710, 7610 AN 0 7710

(Prior Tool Numbers, where applicable, are shown in brackets)

DESCRIPTION CHURCHILL TOOL NO. NUDAY TOOL NO.

Set Shaft Protectors 625A 9212 (625A)

Set Step Plate Adaptors 630S 9210 (630S)
Bushing Kit 818 9514 (818)
Bushing Kit T818 9515 (T818)
Internal/External Puller 943 9507 (943)
Slide Hammer 943S 9567 (943S)
Pulling Attachment 951 9190 (951)
Puller Reversible Arm 1002 9198 (1002)

E. SPECIAL TOOLS- FRONT WHEEL DRIVE AXLE- FORD 2610, 3610,

4110 AND 4610

(Prior Tool Numbers, where applicable, are shown in brackets)

DESCRIPTION CHURCHILL TOOL NO. NUDAY TOOL NO.

Slide Hammer MS284 -

Axle Shaft Remover T284-1 -
Drive Handle MS550 -
Shaft Protectors 625A 9212 (625A)
Step Plate Adaptors 630S 9210 (630S)
Pulling Attachment (Small) 951 9190 (951)
Pulling Attachment (Large) 952 9526 (952)
Pilot Bearing Puller 954C 9527 (954)
Puller Reversible Arm (Small) 1001 9196 (1001)
Puller Single End Arm (Large) 1003 9516 (1003)
Stub Axle Swivel Pin Remover T3134 -
Pinion Setting Gauge T3135 -
Pinion Nut Spanner T3136 -
Hub Nut Spanner T3137
Axle Shaft Oil Seal Replacer
Adaptor T3138 -
Hub Nut Spanner T3139 -
Axle Shaft Oil Seal Replacer
Adaptor T3140 -

11
- - - - - - - - - - PART 10-FRONT AXLE - - - - - - - - - - -

F. SPECIAL TOOLS- FRONT WHEEL DRIVE AXLE- FORD 5610, 6610, 6710,
7610 AN 0 7710

(Prior Tool Numbers, where applicable, are shown in brackets)

DESCRIPTION CHURCHILL TOOL NO. NUDAY TOOL NO.

Shaft Protector 625A 9212 (625A)

Pulling Attachment 951 9190 (951)
Pulling Attachment 952 9526 (952)
Puller 1003 9516 (1003)
Flange Wrench T3122 8170
Slotted Nut Remover FT3145 4645
Pinion Setting Mandrel FT3148/1 4801
Pinion Setting Plate FT3148/2 4798
Dummy Pinion FT3148-1 4799
Torque Wrench Adaptor FT3149 4802
Differential and Crown Gear
Pressing Set 4853

12
 PART 10
FRONT AXLE

Chapter 10
FRONT WHEEL DRIVE TRANSFER BOX
- FO R D 561 0, 661 0, 671 0, 761 0, 771 0, 791 AN D
8210 WITH APL 335, 345 OR 350 TYPE AXLES
°

Section Page
A. TRANSFER BOX DESCRIPTION AND OPERATION
B. TRANSFER BOX LESS TRANSMISSION HANDBRAKE
OVERHAUL 4
C. TRANSFER BOX WITH TRANSMiSSION HANDBRAKE-
OVERHAUL 13

A. TRANSFER BOX- DESCRIPTION AND OPERATION

The front wheel drive on the Ford 5610,
6610, 7610, 7710, 7910 and 8210 tractors is
taken via a transfer box centrally located at
the base of the rear transmission housing,
then via a multiplate clutch to a drive shaft
and centre-mounted differential on the front
axle assembly.
The drive is then transmitted to the front drive
wheels by axle hubs each containing a
planetary reduction gear. The front wheel
drive transfer box contains a transfer gear,
optional parking brake actuator and multi-
plate front wheel drive engagement clutch,
Figure 1. A drive gear is mounted on the rear
axle differential shaft and meshes with the
transfer gear, Figure 1 .

1
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -

Figure 1
Front Wheel Drive Transfer Box

1. Transfer Gear 7. Solenoid Cover Plate

2. Parking Brake Actuator 8. Parking Brake Actuating Lever
3. Multi-plate Clutch 9. Driven Gear
4. Output Shaft 10. Drive Gear
5. Oil Supply Connector 11. Rear Axle Pinion
6. Electrical Connection

2
-----------------------CHAPTER10-----------------------
The multi-plate clutch consists of an outer
housing containing drive plates, externally
splined to the housing and driven plates
internally splined to the output shaft. The
clutch and clutch operating piston are
mounted on the output shaft but free to
rotate. Gear teeth on the clutch housing
mesh with the transfer gear.
The clutch operating piston acts against a
pack of. Belleville (dished) washers. The
Belleville washers force the clutch plates
together to engage the clutch when there is
no pressurised oil acting on the piston. With
pressurised oil acting on the piston, the
piston is forced rearwards against the action
of the Belleville washers and the clutch
plates released, disengaging the drive to the
front axle.
The oil supply to the piston is controlled by a
solenoid operated valve located in the
transfer box casing. The solenoid is ener-
gised by an electrical circuit controlled by a
switch mounted on the instrument console.
Energising the solenoid opens the control
valve allowing oil to pass through drillings in
the output shaft to the clutch piston, forcing
the piston rearwards and disengaging the
clutch.
Opening the switch de-energises the solen-
oid a.llowing the control valve to close under
spring action. The oil acting on the piston is
allowed to dump with the Belleville washers
forcing the piston forwards compressing the
clutch plates and engaging the clutch.
3
On the transfer box not equipped with a
parking brake, the piston movement is
transmitted through plungers to the adjacent
clutch pack. On transfer boxes containing
the transmission brake, the piston movement
is transmitted to the clutch through plungers
and a splined sleeve upon which the brake
actuator is mounted. For schematic opera-
tion of transfer boxes with and less transmis-
sion handbrake, refer to Figures 2, 3, 4 and 5
of Chapter 7.
The brake actuator assembly consists of two
plates with ramped pockets in which steel
balls are located. The plates are held together
by springs. When the brake operating lever is
pulled up to the "ON" position, the cable
pulls up the lever located on the side of the
transfer box.
This action causes the actuator discs to rotate
relative to one another, forcing the steel balls
to ride up the ramped pockets and push the
actuator plates apart. The actuators force the
brake discs together causing the internally
splined discs to lock against the discs
restrained by the transfer box housing, thus
causing the transmission to lock.
The drive from the transfer box is transmitted
by a drive shaft that passes along the tractor
centre line under the transmission and
engine oil pan to the centre mounted front
axle differential.
--------------------PART10 FRONTAXLE--------------------

B. TRANSFER BOX LESS TRANSMISSION HANDBRAKE-OVERHAUL

Figure 2 Figure 3
Transfer Box Installation Transfer Gear Components

1. Oil Supply Tube 1. Shaft Retaining Snapring

2. Drive Shaft 2. Transfer Gear Shaft
3. Drain Plug 3. Transfer Gear
4. Transfer Box Securing Bolts
5. Solenoid Cover Plate
6. Wire Protection Tube

REMOVAL 4. Remove the solenoid cover plate, located

1. Park the tractor on a hard level surface
and block the wheels.
on the right hand side of the transfer box,
Figure 2, and disconnect the wire from
the solenoid. Remove the wire protecting
tube from the transfer box and withdraw
the wire.

5. Disconnect the oil supply tube from the

2. Remove the drive shaft guard. transfer box fitting.

6. Support the transfer box with a suitable

3. Remove the rear axle/transmission drain
plug from the transfer box casing, Figure
2, and allow the oil to drain into a suitable
container. Replace the drain plug.
jack and remove the securing bolts.
Lower the transfer box from the rear axle
centre housing. Draw the transfer box
rearwards to disconnect the splined
transfer box output shaft from the drive
shaft.

4
-----------------------CHAPTER10-----------------------

R-10-393

Figure 4
Transfer Gear and Shaft Assembly

1. Transfer Gear 4. Shaft 7. Transfer Box

2. Plastic Thrust Washer 5. Needle Bearing 8. Retaining Snapring
3. Retaining Snapring 6. Plastic Thrust Washer

DISASSEMBLY 3. Remove the dirt shield from the output

shaft, Figure 5. The shield may need to be
1. Remove one snapring from the transfer cut to permit removal.
gear shaft and push out the shaft, Figure
3.

2. Lift out the transfer gear together with the 4. Remove the oil seal from the output shaft
two plastic thrustwashers and slide out bore. The oil seal, located behind the dirt
the needle bearing located in the gear, shield, will be damaged during removal
Figure 4. and must be replaced.

5
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -

R-10-413 R-10-414

Figure 5 Figure 7
Output Shaft Dirt Shield End Plate Installation

1. Dirt Shield 1. Securing Bolt

2. Output Shaft 2. End Plate

5. Remove the snapring from the output 6. Remove the bolts securing the end plate
shaft bore, Figure 6. to the rear of the transfer box, Figure 7,
and remove the plate. Identify the shim
located behind the plate.

7. The shaft can now be pressed out using a

suitable press. Position the transfer box
on a press and position two blocks to
support the clutch assembly. Using a bar
with a diameter smaller than the shaft
end, press the shaft forwards, Figure 8,
until the shaft is removed.

NOTE: Pressing the shaft forwards will drive

Figure 6
the oil transfer sleeve and front bearing cup
Output Shaft Retaining Snapring
from the transfer box casing and cause the
1. Output Shaft clutch and actuating cylinder assembly to
2. Retaining Snapring force the rear bearing from the shaft.

6
------------------------CHAPTER10------------------------

R-10-394

Figure 8 Figure 9
Removing Output Shaft Clutch Housing

1. Press 3. Transfer Box Casing 1. Clutch Housing 3. Clutch Plates

2. Output Shaft 4. Bar 2. Retaining Ring 4. Spacer

8. Lift the clutch and actuating cylinder 11. Using a suitable press, push the rear
assembly from within the transfer box bearing cup from the transfer box casing.
housing.

9. The clutch plates are retained in the

clutch housing by a spacer and retaining
ring, Figure 9. Using a suitable press,
compress the plate, remove the retaining
ring and withdraw the clutch plates.

R-10-395

Figure 10
10. Remove the snapring securing the Belle- Bellevi lie Washer Installation
ville washers, Figure 10. Remove the
1. Retaining Snapring
washers and separate the piston and 2. Belleville Washers
plungers from the actuating cylinder. 3. Centre Fingers (Cut-outs)
Refer to Figure 13. 4. Cylinder Housing

7
--------------------PART10-FRONTAXLE--------------------

I~~······ .

R-10-353
~
Figure 11
Output Shaft Components

1. Rear Bearing 5. Front Bearing Outer Track

2. Thrust Washer 6. Sealing Rings
3. Sealing Rings 7. Oil Transfer Sleeve
4. Shaft 8. Front Bearing

INSPECTION AND REPAIR

1. Wash all components in a suitable

solvent and dry.

2. Slide the oil transfer sleeve from the shaft

together with the front bearing outer
track, Figure 11.

3. I nspect all components and bearings for

wear or damage and replace as neces-
sary. The front bearing can be removed
using Pulling Attachment Tool No. 952
or 9526 and a press. Press on a new
R-10-408
bearing using a sleeve of suitable dia-
Figure 12 meter.
Clutch Components

1. Clutch Housing 5. Snapring 4. I nspect the seals located on the shaft and
2. Spacer 6. Spacer
3. Clutch Plates 7. Internally Splined Plate
replace if worn or damaged. Ensure that
4. Externally Splined 8. Spacer~with APL 335 the oil ways in the shaft and sleeve are
Plate Front Axle only not blocked or restricted.

8
------------------------CHAPTER10------------------------

R-10-410

Figure 13 Figure 14
Actuating Cylinder Components Actuating Cylinder and Clutch Housings

1. Belleville Washers 5. Driven Gear and 1. Retaining Ring Access Aperture

2. Ring Cylinder Housing 2. Clutch Housing
3. Retaining Snapring 6. Clutch Housing 3. Actuating Cylinder Housing
4. Piston 7. Plungers

5. Inspect the clutch plates for wear, 7. Check the housing gear teeth for wear or
scoring, distortion or damaged teeth. damage. Ensure the oil drilling in the hub
Worn or damaged plates must be re- is not blocked or restricted.
placed as a set, Figure 12.

8. The driven gear and actuating cylinder

6. Inspect the actuating cylinder compo-
nents for wear and damage, Figure 13.
Check the oil seals on the plungers and
pistons for wear and replace if necessary.
housing is attached to the clutch housing
by a retaining ring. Where replacement of
either housing is necessary, insert suit-
able wedges into the retaining ring
access apertures, Figure 14, compress
the ring and separate the housing.

9. Inspect the transfer gear for wear or

NOTE: The bushings in the housings are not damage and replace if necessary. Re-
replaceable and if worn, the housing must be place the thrust washers and gear bear-
replaced. ing if worn or damaged.

9
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -

R-10-396. ~R~-_10_-_35_0
_____________________ ~
Figure 15 Figure 16
Solenoid Installation Solenoid and Control Valve

1. Solenoid 1. Solenoid 4. Mesh Filter

2. Securing Bolts 2. Mesh Filter 5. '0' Rings Seals
3. Oil Port

10. Clean the transfer box housing and check 2. Assemble the clutch actuating plungers
for cracks or damage. To remove the and piston into the actuating cylinder.
solenoid and control valve, remove the Locate the piston in the cylinder with the
two securing socket headed bolts, Figure seal towards the front.
15, and pull out the solenoid. The
solenoid and valve assembly is serviced
as a unit. Check that the mesh filters on
the end of the valve are not blocked,
Figure 16, or that the oil port in the valve
is not restricted.
NOTE: Two designs of plungers and piston
exist. Where the plunger design incorporates
a shoulder, ensure that the shoulder locates
in the groove on the face of the piston prior to
locating the plungers through the bores of
the cylinder housing. If the plungers are of a
straight design, insert the plungers into the
RE-ASSEMBLY cylinder housing, ensuring that the seals are
towards the rear.
1. If it was necessary to separate the
actuating cylinder and clutch housing,
position the snapring in the groove on
the actuating cylinder housing and hold-
ing the snapring in the groove, install
the clutch housing onto the cylinder
housing - check that the snapring secu- 3. Install the Belleville washers and retain in
res the two components together. position with the washer and snapring.

10
-----------------------CHAPTER10-----------------------

i R-10-417
Figure 17 Figure 18
Clutch Assembly Spline Alignment Measuring Clutch Plate Clearance

1. Output Shaft 1. Front Retaining Ring 3. Clutch Housing

2. Clutch Assembly 2. Feeler Gauge 4. Spacer

4. Install the spacers and clutch plates into
the housing. Align the splines of the
clutch plates using the output shaft and
position the assembly onto a suitable
press, Figure 17.
7. Locate the clutch and actuating cylinder
assembly in the transfer box and install
the shaft through the output bore and
clutch assembly.

5. Using a sleeve of suitable diameter to

pass over the output shaft and a suitable
step plate, compress the clutch plates
and install the front retaining ring. Instal-
ling the retaining ring with the output
NOTE: When installing the output shaft,
shaft in situ maintains the alignment of
ensure that the sealing rings are centrally
the clutch plate splines when compres-
positioned on the shaft to ease engagement
sing the clutch plates.
in the clutch housing bushing.

6. The spacer located adjacent to the actu-

ating cylinder is available in various
thicknesses to ensure the correct clutch
plate clearance is maintained. Using the
press, compress the clutch plates and
with a set of feeler gauges measure the
gap between the front retaining ring and 8. To aid alignment of the output shaft for
the spacer, Figure 18. If the clearance is subsequent installation of the oil transfer
outside the specified range, see sleeve, locate the washer onto the rear of
"Specifications" Chapter 12, change the shaft and press on the rear bearing.
the spacer plate to one of a different Partially press the rear bearing cup into
thickness. the transfer box rear bore.

11
- - - - - - - - - - PART 10 FRONT AXLE - - - - - - - - - -

9. Press the shaft front bearing cup into the

bore of the transfer box using a sleeve of
suitable diameter. Install the oil transfer
sleeve with the cut out and chamfered
end towards the bearing in the transfer
box bore and install the retaining snap-
ring in the bore.

--+---x
10. With the rear bearing cup pressed in
sufficiently to eliminate shaft end play,
but with the shaft able to be turned by
hand, measure the distance from the rear
surface of the transfer box to the bearing
cup 'X', Figure 19. Measure the height of Figure 19
the boss on the end plate 'V', and subtract Transfer Box Shaft Bearings End- Play Measurement
from the dimension 'X'. Shims must be
selected to provide a gap of 0.02-0.07
mm (0.001-0.003 in.).

INSTALLATION
11. Install the selected shims and the end
1. Position a new gasket on the joining face
plate, with '0' ring seal, to the rear of the
and slide the transfer box output shaft
transfer box and tighten the retaining
onto the drive shaft and lift the transfer
bolts to the specified torque, see "Speci-
box up onto the base of the rear axle
fications", Chapter 12. Check that the
centre housing.
shaft and clutch assembly can be turned
by hand.

12. Press a new oil seal into the output shaft

bore and using a sleeve of suitable 2. Ensure the dowels locate in the holes in
diameter, push a new dirt shield onto the the rear axle and install the securing
output shaft. bolts. Tighten the bolts to the specified
torque see "Specifications", Chapter 12.

13. Insert the transfer gear shaft through one

lug of the casing. Position the plastic
thrust washers, gear and bearing onto the
shaft and secure the shaft with the 3. Reconnect the oil supply tube to the
snaprings. transfer box fitting.

12
-----------------------CHAPTER10-----------------------

4. Reconnect the wire to the solenoid and 5. Refill the rear axle with the specified oil,
install the protection tube to the transfer see relevant Operators Manual.
box casing. Install the solenoid cover
plate.

C. TRANSFER BOX WITH TRANSMISSION HANDBRAKE OVERHAUL

REMOVAL 5. Disconnect the oil supply tube from the

transfer box fitting.
1. Park the tractor on a hard level surface
and block the wheels.
6. Disconnect the transmission handbrake
actuating cable from the lever on the
transfer box.

2. Remove the drive shaft guard.

3. Remove the rear axle/transmission drain

plug from the transfer box casing and
allow the oil to drain into a suitable
container. Replace the drain plug.

Figure 20
Transfer Box Installation

4. Remove the solenoid cover plate, located 1. Oil Supply Tube

on the right hand side of the transfer box, 2. Drive Shaft
3. Drain Plug
Figure 20, and disconnect the wire from
4. Transfer Box Securing Bolts
the solenoid. Remove the wire protection 5. Transmission Brake Cable Pin
tube from the transfer box and withdraw 6. Solenoid Cover Plate
the wire. 7. Wire Protection Tube

13
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -

away from the rear axle centre housing.

Draw the transfer box rearwards to
disconnect the splined transfer box out-
put shaft from the drive shaft.

DISASSEMBLY

1. Remove one snapring from the transfer

gear shaft and push out the shaft, Figure
21 . Lift out the transfer gear together with
the two plastic thrust washers and slide
out the needle bearing located in the
gear, Figure 22.

Figure 21 2. Remove the dirt shield from the output

Transfer Gear Installation shaft, Figure 23. The shield may need to
be cut to permit removal.
1. Transfer Gear Support 3. Brake Assembly
2. Transfer Gear Shaft 4. Clutch Assembly

3. Remove the oil seal from the output shaft

7. Supporting the transfer box with a bore. The oil seal, located behind the dirt
suitable jack, remove the transfer box shield, will be damaged during removal
securing bolts and lower the transfer box and must be replaced.

R-1Q-393

Figure 22
Transfer Gear and Shaft Assembly

1. Transfer Gear 4. Shaft 7. Transfer Box

2. Plastic Thrust Washer 5. Needle Bearing 8. Retaining Snapring
3. Retaining Snapring 6. Plastic Thrust Washer

14
-----------------------CHAPTER10-----------------------

2
R-10-413 R-10-414

Figure 23 Figure 25
Output Shaft Dirt Shield End Plate Installation

1. Dirt Shield 1. Securing Bolt

2. Output Shaft 2. End Plate

4. Remove the snapring from the output and remove the plate. Identify the shim
shaft bore, Figure 24. located behind the plate.
6. Release the staking securing the slotted
nut to the rear of the output shaft, Figure
26, and using slotted Nut Remover Tool
5. Remove the bolts securing the end plate No. FT 3145 or 4645, remove the nut
to the rear of the transfer box, Figure 25, from the end of the shaft.

Figure 24 Figure 26
Output Shaft Retaining Snapring Output Shaft Rear Retaining Nut

1. Output Shaft 1. Slotted Nut 3. Transfer Box Shaft

2. Retaining Snapring 2. Security Staking 4. Security Staking

15
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -
Figure 27
Output Shaft Removal
1. Clutch Assembly 3. Snapring
2. Snapring Pliers 4. Rod
7. Position the transfer box on a press. The
clutch is positioned on the shaft by a
large snapring. Expand and if necessary
destroy the snapring in order to clear the
splines on the shaft and using a bar with a
diameter smaller than the shaft end, press
the shaft forwards from the transfer box,
Figure 27.
8. Ease the clutch assembly forwards from
the splined sleeve and remove from the
transfer box.
9. Remove the splined sleeve from the
centre of the brake discs, Figure 28, and
remove the brake discs from the top of the
brake actuator.
16
R-10-399 Q
Figure 28
Transmission Brake Installation
1. Splined Sleeve
2. Brake Actuator Linkage Locking Tab
3. Brake Discs
4. Brake Actuator
10. Bend down the locking clip on the brake
actuator linkage and turn the locking clip
to permit the brake actuator linkage to be
disengaged from the lever. Refer to
Figure 28. Remove the brake actuator
and the remaining discs.
11. Lift the actuating cylinder assembly, step
ring, needle thrust bearing, spacer and
output shaft bearing from within the
transfer box casing.
12. Press the rear bearing cup from the
transfer box casing.
13. Where overhaul of the brake actuating
lever and shaft is necessary, remove the
snapring securing the shaft, Figure 29.
Withdraw the shaft and remove the lever
and spring from within the transfer box
housing.
-----------------------CHAPTER10-----------------------

INSPECTION AND REPAIR

1. Wash all components in a suitable sol-
vent and dry using compressed air.

2. Slide the oil transfer sleeve from the shaft,

together with the front bearing outer
track, Figure 30. Inspect all components
and bearings for wear or damage and
replace as necessary.

R-10-400

Figure 29 3. The front bearing can be removed using

Transmission Brake Actuating Lever
Pulling Attachment Tool No. 952 or 9526
1. Snapring and a press. Press on a new bearing using
2. Lever a sleeve of suitable diameter.

R-1O-345 c

Figure 30
Output Shaft Components

1. Oil Transfer Sleeve 5. Thrust Washer

2. Sealing Rings 6. Sealing Rings
3. Front Bearing Outer Track 7. Needle Roller Thrust Bearing
4. Shaft 8. Front Bearing

17
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -

R-10-401 R-10-402

Figure 31 Figure 32
Clutch Components Actuating Cylinder Components

1, Spacer 5. Clutch Housing 1. Cylinder Housing 5. Needle Thrust Bearing

2, Clutch Plates 6. Spacer- with APL 335 2. Plunger 6. Step Ring
3. Externally Splined Front Axle only 3. Belleville Washers 7. Piston
Plate 7. Internally Splined Plate 4. Spacer
4. Spacer

4. Inspect the seals located on the shaft and 5. Ensure that the oil ways in the shaft and
replace if worn or damaged. sleeve are not blocked or restricted.

R-10-346

Figure 33
Transmission Brake Components

1. Splined Sleeve 3. Stationary Disc 5. Brake Actuator

2. Internally Splined Discs 4. Internally Splined Discs 6. Stationary Discs

18
-----------------------CHAPTER10-----------------------
R-10-396
Figure 34
Solenoid Installation
1. Solenoid
2. Securing Bolts
6. Separate the clutch plates from the clutch
housing together with the spacers, Figu-
re 31. I nspect the plates for wear, scoring,
distortion or damaged teeth. Worn or
damaged plates must be replaced as a set.
7. Inspect the actuating cylinder compo-
nents for wear and damage, Figure 32.
Check the oil seals on the plungers and
pistons for wear and replace if necessary.
NOTE: The bushings in the cylinder housing
are not replaceable andif worn the housing
must be replaced.
8. Check the housing gear teeth for wear or
damage. Ensure the oil drillings in the
hub are not blocked or restricted.
9. Inspect the transfer gear for wear or
damage and replace if necessary. Re-
place the thrust washers and gear bearing
if worn or damaged.
19
Figure 35
Solenoid and Control Valve
1. Solenoid 4. Mesh Filter
2. Mesh Filter 5. '0' Ring Seals
3. Oil Port
10. Check the brake discs for wear, scoring or
distortion, Figure 33. Worn or damaged
plates must be replaced as a set. To
separate the brake actuator, the return
springs must be removed and the two
halves opened out to reveal the operating
balls located in the ramped pockets.
Inspect the balls for damage and replace
the actuator assembly if necessary. In-
spect the splined sleeve for damage and
replace if necessary.
11. Clean the transfer box housing and check
for cracks or damage. To remove the
solenoid and control valve, remove the
two securing socket headed bolts, Figure
34, and pull out the solenoid. The
solenoid and valve assembly is serviced
as a unit. Check that the mesh filter on the
end of the valve is not blocked, Figure 35,
or that the oil port in the valve is not
restricted.
- - - - - - - - - - PART 10 FRONT AXLE - - - - - - - - - -

R-10-412

Figure 36 Figure 37
Installing Actuating Cylinder Piston Clutch Plates Clearance Measurement

1. Cylinder Housing 1. Feeler Gauge 5. Clutch Assembly

2. Locating Groove 2. Spacer 6. Cylinder Housing
3. Plunger 3. Splined Sleeve 7. Washer
4. Piston Seal 4. Shaft 8. Slotted Nut

RE-ASSEMBLY (i) Assemble the spacers and clutch

1. Assemble the clutch actuating plungers
and piston into the actuating cylinder.
Locate the piston in the cylinder with the
seal towards the front.
plates into the clutch housing, alter-
nating the externally and internally
splined plates. Refer to Figure 31.

NOTE: Two designs of plungers and piston
exist. Where the plunger design incorporates
a shoulder, ensure that the shoulder locates
in the groo ve on the face of the piston prior to
locating the plungers through the bores of
the cylinder housing, Figure 36. If the
plungers are of a straight design, insert the
plungers into the cylinder housing, ensuring
that the seals are towards the rear.
(ii) With the clutch retaining snapring
located on the shaft, slide the clutch
assembly onto the splined section of
the shaft vertically, install the needle
thrust bearing and washer onto the
shaft and install the splined sleeve
with snapring, Figure 37.

2. Establish the shim thickness to provide (iii) Locate the cylinder housing com-
the correct clearance for the clutch plates plete with plungers and pistons
and the brake plates by carrying out the onto the shaft, but less the Belleville
following procedure:- washers.

20
-----------------------CHAPTER10-----------------------
(iv) Install the step ring, thrust bearing
and spacer onto the shaft. In place
of the rear bearing, install a washer
of suitable thickness that locates on
the step of the shaft. Secure with the
slotted nut.

(v) Measure the gap between the

spacer and the washer using feeler
gauges, Figure 37. The spacer is
available in different thicknesses to
permit the specified gap to be
maintained. If the gap is not to
specification, select a spacer of a Figure 38
different thickness, see "Specifica- Transmission Brake Clearance Measurement
tions", Chapter 1 2.
1. Cylinder Housing 4. Calipers
2. Splined Sleeve 5. Press
3. Clutch Housing

(vi) Position the shaft assembly on a

3. Stand the transfer box on the rear surface
press and using a suitable ring and position a sleeve of 53 mm (2.1 in)
located onto the clutch piston, long and of a diameter larger than the
compress the clutch plates, Figure internal diameter of the Belleville
38. Measure the distance between washers in the rear bearing bore. The
the face of the cylinder and the face sleeve will position the brake actuator in
of the housing this being the loca- the transfer box housing to assist sub-
tion of the brake actuator and plates. sequent re-assembly of the brake
actuator linkage.

(vii) If the measured dimension is out-

side the specified range, see "Speci-
fications", Chapter 12, the spacer
located at the rear of the clutch pack
must be changed to one of a dif-
ferent thickness to achieve the
correct dimension.
4. Position the actuating cylinder complete
with plungers, piston and Belleville
washers onto the top of the sleeve in the
transfer box.

(viii) Disassemble the components from 5. Install, alternately, two internally splined
the shaft identifyi ng
1
the selected brake discs and one stationary disc onto
spacer. the actuating cylinder housing.

21
-------------------PART10 FRONTAXLE-------------------

R-10-382 o
Figure 39 Figure 40
Brake Actuating Mechanism Brake Actuator Installed

1. Spring 4. Clevis Pin 1. Splined Sleeve

2. Actuating Lever and 5. Brake Assembly 2. Brake Actuating Linkage Locking Tab
Shaft Assembly 6. Lever 3. Brake Discs
3. Link 4. Brake Actuator

6. Position the brake actuator in the transfer 9. Install the thrust washer and bearing into
box and hook the brake linkage lever the splined sleeve, Figure 42.
onto the actuator link pin, Figure 39. Turn
the locking clip to lock the lever to the
link and bend up the locking tab. Refer to
Figure 40.

7. Position the splined sleeve through the

brake actuator engaging the internal
splines with the splines on the actuating
cylinder housing and the external splines
with the splines on the internally splined
brake discs, Figure 40.

I M PO RTANT: Ensure that the brake disc

splines are engaged with the splined sleeve
before proceeding.
Figure 41
Brake Installation

1. Brake Retaining 3. Brake Actuator

8. Install the remaining brake plates onto
Ring 4. Brake Discs
the splined sleeve and secure with the 2. Brake Actuator 5. Splined Sleeve
retaining snapring, Figure 41. Link

22
......................... CHAPTER10 . . . . . . . . . . . . . . . . . . . . . ....
Figure 42
Thrust Bearing Installation
1. Needle Thrust Bearing
2. Thrust Washer
10. Locate the clutch assembly onto the
splined sleeve and position the clutch
retaining snapring on the clutch as-
sembly.
11 . Insert the shaft through the output shaft
bore, the clutch assembly, brake as-
sembly and actuating cylinder, aligning
the splines as necessary. The clutch
retaining snapring must be held open,
using snapring pliers while the splined
section of the shaft locates in the clutch.
Ensure the snapring seats correctly in the
snapring groove.
12. Install the step ring, thrust bearing,
selected spacer and rear bearing onto
the shaft and secure with the slotted nut,
Figure 43. Tighten the nutto the speci-
fied torque, see "Specifications", Chap-
ter 12.
23
R-10-349
Figure 43
Shaft Rear Bearing and Thrust Bearing
1. Step Ring 4. Slotted Nut
2. Spacer 5. Rear Bearing Cup
3. Rear Bearing 6. Needle Thrust Bearing
13. I nsert the front bearing cup and oil
transfer sleeve into the output shaft bore
and press into the bore until the retaining
snapring can be inserted in the groove in
the bore. The oil transfer sleeve should be
inserted with the cutout and chamfer
towards the front bearing.
14. Check that the bearing on the output
shaft engages with the front bearing cup
and press the rear bearing cup into the
rear bore.
NOTE: If the shaft will not move forward to
engage the bearing, check that the rear
section of the brake discs are not fouling on
the inside of the transfer box housing.
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -

---....;-x

LJ R-10-384 o

Figure 44 Figure 45
Transfer Box Shaft Bearings- End-Play Measurement Transmission Handbrake Adjustment

1. Cable Adjusting Nut

2. Clevis
3. Transmission Brake Lever
4. Check Nuts

15. With the cup pressed in sufficiently to
eliminate shaft end play but with the
shaft able to be turned by hand, measure
the distance from the rear surface of the
transfer box to the bearing cup, 'X',
Figure 44. Measure the height of the boss
on the end plate 'Y', and subtract from the
dimension 'X'. Shims must be selected to
provide a gap of 0.02-0.07 mm (0.001-
0.003 in).
18. Insert the transfer gear shaft through one
lug of the casing. Position the plastic
thrust washers, gear and bearings onto
the shaft and secure the shaft with the
snaprings.
INSTALLATION

1. Position a new gasket on the joining face

and slide the transfer box output shaft
16. I nstall the selected shims and the end onto the drive shaft and lift the transfer
plate, with '0' ring seal, to the rear of the box up onto the base of the rear axle
transfer box and tighten the retaining centre housing.
bolts to the specified torque, see "Speci-
fications", Chapter 12. Check that the
shaft and clutch assembly can be turned
2. Ensure the dowels locate in the holes in
by hand.
the rear axle and install the securing
bolts. Tighten the bolts to the specified
torque, see "Specifications", Chapter 1 2.

17. Press a new oil seal into the output shaft

bore and using a sleeve of suitable
diameter push a new dirt shield onto the 3. Reconnect the oil supply tube to the
output shaft. transfer box fitting.

24
-----------------------CHAPTER10-----------------------
4. Reconnect the wire to the solenoid and
install the protection tube to the transfer
box casing. Install the solenoid cover
plate.
5. Connect and adjust the transmission
handbrake cable as follows:-
(i) Position the handbrake operating
lever beside the drivers seat in the
"OFF" position and loosen the
check nuts.
(ii) Push the transfer box lever fully
upwards. Adjust the hexagon head
ofthe handbrake cable adjuster until
25
the clevis can be attached to the
lever, Figure 45. Ensure the lever
remains in the upward position.
(iii) Turn the hexagon head of the cable
adjuster downwards for five revolu-
tions in order to lower the lever and
provide the specified clearance of
the brake discs.
(iv) Tighten the check nuts.
6. Refill the rear axle with the specified oil,
see the relevent Operators Manual.
 PART 10
FRONT AXLE

Chapter 11
FRONT WHEEL DRIVE
AXLE ASSEMBLIES
FO R D 561 0, 661 0, 671 0, 761 0, 771 0, 791 AN D °
8210 WITH APL 335, 345 OR 350 TYPE AXLES

Section Page
A. FRONT WHEEL DRIVE AXLE DESCRIPTION AND
OPERATION
B. PLANETARY REDUCTION GEAR ASSEMBLY AND WHEEL
HUB BEARINGS OVERHAUL 3
C. STEERING SWIVEL PIN BEARINGS-OVERHAUL 8
D. AXLE SHAFT OVERHAUL 11
E. DIFFERENTIAL AND PINION ASSEMBLY OVERHAUL 13
F. FRONT WHEEL DRIVE AXLE INTEGRAL STEERING
CYLINDER OVERHAUL 31
G. AXLE- REMOVAL AND INSTALLATION 34

A. FRONT WHEEL DRIVE AXLE- DESCRIPTION AND OPERATION

Three types of front wheel drive axle are
installed on Ford 5610 through to the 8210
range of tractors, each axle being specifically
designed for the type of tractors to which it is
fitted. The axle design code of each axle is
stamped on a serial number identification
plate attached to the right hand side of the
axle, Figure 1, and should be quoted together
with the Ford Part Number whenever order-
ing spare parts for servicing the axle.
All axles contain a centrally located limited
slip differential mounted in the cast steel axle
housing. The differential is driven from the
transfer box mounted beneath the rear axle
centre housing via the driveshaft connected
to the transfer box output shaft and front axle
differential pinion. Two universally jointed
shafts transmit the drive from the differential
to the axle hubs and front wheels.

1
- - - - - - - -....- PART 10- FRONT AXLE - - - - - - - - - -
Figure 1
Axle Identification Plate
The axle is mounted on the tractor front
support via pivot pins and permits articula-
tion of the axle when traversing rough
terrain.
Each axle hub contains a planetary reduction
gear set. On APL 335 and APL 345 axles a 3
planetary reduction gear set is used and on
APL 350 axles a 4 planetary reduction gear
set is incorporated to. accommodate the
additional loads of the 7910 and 8210
tractors.
Dependent on axle type, two methods of
attaching the ring gear to the hub
support/swivel casing have been utilised. On
early types of APL 345 and 350 axles the ring
gear is attached to the hub support by eight
bolts. On later designs of APL 345 and 350
axles and all APL 335 axles, the ring gear is
locked to the hub support by a spline and
retained in position by a single central nut.
For all axles the hub assembly is mounted on
the axle housings by a pair of swivel pins.
2
The self locking limited slip differential
assembly installed in these axles consists of a
multi-disc clutch mounted on each axially
moveable side gear. The limited slip differen-
tial operates as follows:
When one wheel starts to spin on a slippery
surface, the torque reaction on the differen-
tial exerts an outward axial force through the
side gears to compress the clutch plates.
Since the outer plates are locked to the
differential case and the inner plates are
splined to the side gears, relative rotation of
the axle shafts becomes more difficult as the
input torque increases and the differential
locks. This self locking effect is fully auto-
matic and requires no action on the part of
the driver.
Removal and overhaul of the axle planetary
reduction gears, the swivel bearings, axle
shafts and differential can be performed with
the axle remaining secured to the tractor.
Axles installed on tractors incorporating a
hydrostatic steering system incorporate an
integral power steering cylinder in the axle
casing. The steering cylinder contains a
double sided piston of equal area mounted
on the centre of the single rod passing
through each end of the cylinder assembly.
Track rods connect the axle steering arms to
the ball joints located on the ends of the
cylinder rod.
-----------------------CHAPTER11-----------------------
B. PLANETARY REDUCTION GEAR ASSEMBLY AND WHEEL
HUB BEARINGS OVERHAUL

REMOVAL 4. APL 335 and Later APL 345 and 350

Axles
1. Position the unit on a hard level surface
and block the rear wheels. Jack up the (i)
front axle and securely support the front
of the tractor. Remove the front wheel.
Remove the bolt securing the slot-
ted hub nut locking plate and re-
move the plate, Figure 3.

2. Turn the hub so that the drain plug is at

the lowest position. Remove the plug
and allow the oil to drain into a suitable
receptacle.
(ii)
3. Remove the two socket-headed securing
screws, Figure 2, and insert two levers
into the slots. Lever the planetary cover
assembly away from the hub ensuring
that the machined surfaces are not
damaged.
Using Hub Nut Socket, Tool No.
FT3155 or 12235 remove the slot-
ted nut securing the ring gear to the
hub support and withdraw the ring
gear. Note that this tool has a
detachable centre piece which
should be used on APL 335 type
axles only.

R-10-383 o
Figure 2 Figure 3
Axle Hub Ring Gear Installation APL 335 and Later APL 345 and
350 Axles
1. Cover Securing Screw
2. Drain Plug 1. Locking Plate 4. Snapring
3. Cover Securing Screw 2. Ring Gear 5. Hub Nut
4. lever Slot 3. Hub Support 6. Thrust Washers

3
-------------------PART10-FRONTAXLE-------------------

Figure 4 Figure 5
Ring Gear Installation Hub Removal
Early APL 345 and 350 Axles APL 335 and Later APL 345 and 350 Axles

1. Snapring 4. Sun Gear 1. Hub

2. Washer 5. Ring Gear Securing Bolts 2. Puller Tool No.1 003 or 9516
3. Ring Gear 3. Sun Gear Protector

APL 345 and 350 Axles (Early Type) IMPORTANT: If using a puller to remove
the hub, do not allow the puller centre screw
(iii) Remove the ring gear securing to exert any force on the end of the sun gear,
bolts, Figure 4. Figures 5 and 6.

(iv) Insert long bolts, equally spaced,

into the ring gear securing bolt
threaded holes and locate a step
plate, Tool No. 6308 or 921 0 on the
heads of the bolts. Using Puller,
Tool No. 1003 or 9516 with the
centre screw acting on the step plate
pull the ring gear from the hub
swivel casing.

IMPORTANT: Do not allow the puller

centre screw to exert any force on the end of
the sun gear.
Figure 6
Hub Removal
Early APL 345 and 350 Axles
1. Hub
5. The hub retains the hub bearings in
2. Puller Tool No.1 003 or 9516
position, remove the hub from the sup- 3. Step Plate 630S or 9210
port, and remove the hub outer bearing. 4. Step Plate Support Bolts

4
-----------------------CHAPTER11-----------------------
R-10-4
Figure 7
Hub Oil Seal Installation
Early APL 345 and 350 Axles
1. Scraper 'V' Ring
2. Oil Seal
3. Inner Bearing
6. During removal of the hub, the hub inner
bearing and oil seal generally remain
encased in the hub, Figure 7. Remove the
scraper 'V' ring, prise out the oil seal and
withdraw the bearing. If the hub inner
bearing and oil seal remain on the hub
support, remove the bearing using puller
tool No.1 003 or 9516, and a suitable
pulling attachment.
DISASSEMBLY
1. If necessary drive the hub bearing outer
tracks from the hub. Only remove the
tracks if damage to the bearings or tracks
has been identified.
2. Remove the snapring retaining the
planetary gear bearings to the carrier,
Figure 8, and using two suitable levers
prise the planetary gear and bearing
assemblies from the carrier.
5
R-10-329
Figure 8
Planet Gear Installation
APL 335 and 345 Axles Shown
1. Planet Gear 3. Bearing Retaining Clip
2. Planet Gear Bearing 4. Thrust Washer
INSPECTION AND REPAIR
1. Wash all components in a suitable sol-
vent and dry. Inspect all items for wear,
damage and cracks.
2. I nspect the hub bearings and outer tracks
for wear or damage and replace as
necessary.
3. Examine the planet gears and bearings
for wear and replace if necessary. The
bearings are retained in the gears with
snaprings, remove the snaprings and
slide out the bearings.
IMPORTANT: When dismantling the gears
and bearings ensure that each bearing
remains matched to the gear from which it
was removed. If a bearing was identified as
damaged, the gear from which it was re-
moved must also be replaced.
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -
4. Inspect the sun gear teeth for damage.
The sun gear is attached to the axle shaft
by a snapring and if the gear is to be
replaced the axle shaft must be removed
from the axle - as described in Section D
Axle Shaft Overhaul.
5. Replace the hub oil seal and scraper 'V'
ring and examine the oil seal shield on the
hub support for scoring. Cut off and
replace the shield if damaged.
6. Early Type APL 345 and 350 Axles
Inspect the ring gear hollow dowels for
damage and remove if necessary. Install
replacement dowels using a suitable
press.
RE-ASSEMBLY
1. Re-assemble the planetary gears follow-
ing the disassembly procedure in reverse.
Ensure that the planet gears are installed
onto the shafts with the radius in the
inner bore adjacent to the hub cover.
2. Using hot oil or hot air blower, heat the
inner hub bearing to 100°C (212°F).
Position the heated bearing into the hub
and retain in position with a new oil seal.
Position the scraper 'V' ring onto the rear
oil seal with the 'V' sealing edge facing
outwards, refer to Figure 7. Coat the
sealing edges of the seal with grease and
install the hub assembly onto the support
while the bearing is still hot.
6
3. Heat the hub outer bearing to 100°C
(212°F) using hot oil or hot air blower
and install onto the support.
4. APL 335 and Later APL 345 and 350
Axles
Position the ring gear onto the hub
support and retain in position with the
slotted hub nut. The hub nut must be
tightened as follows to ensure that the
rolling resistance of the hub is within
specification, see "Specifications" -
Chapter 12.
(i) Tighten the hub nut finger tight,
ensuring that the hub bearings are
not subjected to any preload.
(ii) Using a 0-20 Ibf (0-3 kgf) spring
balance and length of cord wrapped
around the studs, Figure 9, check
the force required to turn the hub
and record the value. This reading is
the rolling resistance of the hub oil
seal.
NOTE: The cord must be in line with two
studs and the reading taken while slowly
turning the hub.
(iii) Further tighten the hub nut in small
increments until the rolling resist-
ance of the hub has been increased
by the specified value, see "Specifi-
cations' Chapter 12.
-----------------------CHAPTER11-----------------------
R-10-367
Figure 9
Measuring Hub Bearing Rolling Resistance
1. Spring Balance
2. Cord
5. Early APL 345 and 350 Axles
Position the ring gear onto the hub
support and retain in position with eight
retaining bolts. Tighten the bolts evenly
to the specified torque, see
"Specifications" - Chapter 12.
6. The thrust washer located in the centre of
the planetary hub cover is supplied in
various thicknesses and controls the axle
shaft end float. Calculate the correct
thickness of washer as follows:
(i) With a thrust washer in the end
cover and using a straight edge and
depth gauge measure the dimension
of the thrust washer surface to the
cover mounting surface, 'A', Figure
10.
7
R-10-368
Figure 10
Measuring Axle Shaft End Float
(ii) With the axle shaft pushed inwards
measure distance from the end of
the shaft to the cover mounting
surface 'B'.
(iii) Subtract dimension 'B' from dimen-
sion 'A' to establish the shaft end
float. If the end float is above or
below the specified range change
the thrust washer for a thicker or
thinner washer to obtain the correct
end float. See "Specifications"-
Chapter 12 for the required shaft
end float.
7. Install the planetary cover and refill the
hub planetary reduction assembly with
the specified oil see the relevant Opera-
tors Manual. The line adjacent to the
filler/drain hole must be horizontal while
refilling the hub.
-------------------PART10-FRONTAXLE-------------------

C. STEERING SWIVEL PIN BEARINGS-OVERHAUL

REMOVAL 4. Wrap masking tape around the axle shaft

sun gear to protect the swivel casing oil
1. Position the unit on a hard level surface seal during the swivel case removal.
and jack up the front axle. Securely
support the front of the tractor and
remove the front wheel.

2. Remove the planetary reduction gear 5. Disconnect the steering track rod ball
cover as described in Section B, Planet- joint. Using a suitable sling, support the
ary Reduction Gear Assembly and Wheel weight of the hub and remove the bolts
Bearings - Overhaul. securing the upper and lower swivel pins.

NOTE: When overhauling the swivel pin

bearings only, it is not necessary to remove
the planetary ring gear.

3. APL 335 Axles and Later APL 345 and

350 Axles

(i) Remove the snapring, splined

washer and thrust washer from the
axle shaft sun gear, Figure 11.

Early APL 345 and 350 Axles Figure 11

Axle Shaft Sun Gear Installation APL 335
and Later APL 345 and 350 Axles
(ii) Remove the snapring and thrust
washer from the axle shaft sun gear, 1. Snapring 3. Thrust Washer
refer to Figure 4. 2. Splined Washer 4. Snapring Location

8
------------------------CHAPTER11------------------------

/
R-10-390
~ 0

Figure 12 Figure 13
Swivel Pin Removal Swivel Pin Bearing Assembly

1. Swivel Pin 3. '0' Ring Seal 1. Sealing Cap 4. Grease Retaining Plug
2. Swivel Casing 4. Shims 2. Bearing 5. Bearing Cup
3. Axle Casing

6. Remove the swivel pins complete with 2. Replace the 'a' ring seal located on the
shims (upper pin only) and '0' ring seal bearing sealing caps.
located on the bearing sealing cap Figure
12. Identify the shims for installation on
re-assembly.

7. Slide the swivel casing and hub assembly
away from the axle, withdraw the axle
shaft from the axle casing and remove the
swivel bearings with sealing caps from
the axle casing bearing cups, Figure 13.
INSTALLATION
1. Installthetwoswivel bearings in position
and pack the bearings with grease of the
specified type. See the relevant Operators
Manual. Position the sealing caps on the
bearings.

2. Install the axle shaft in the axle casing.

INSPECTION AND REPAIR

1. Inspect the swivel bearing and cups for 3. Slide the swivel casing and hub assembly
wear and damage, replacing if necessary. onto the axle and axle shaft ensuring that
To remove the swivel bearing cups drive the swivel casing is correctly located
out the grease retaining plugs. above and below the bearings.

9
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -

-369 '

Figure 14 Figure 15
Checking Swivel Bearing Torque Wheel Hub Assembly

1. Torque Meter 1. Filler/Drain Plug

2. Swivel Pi n
3. Torque Wrench Adaptor Tool No. FT. 3149A

4. Install new 'a' ring seals on the bearing (ii) Install the swivel pin securing bolts
sealing caps. If the original bearings and and tighten to the specified torque,
swivel pins are being replaced position see "Specifications" Chapter 12.
the original shims on the upper swivel
pins, install the swivel pins and tighten
the securing bolts to the specified torque,
see "Specifications" - Chapter 12.

(iii) Install the Torque Wrench Adaptor

Tool No. Ft. 3149A or 0566 onto the
swivel pin.
NOTE: If new bearings, swivel pins, casing
or axle i housing are being installed the
following procedure must be carried out to
establish the required shim thickness.

(iv) Check the swivel bearing turning

(i) Install the lower swivel pin without
shims and the upper swivel pin with
an arbitrary shim of thickness
1.0 mm.
torque using a suitable torque
wrench, Figure 14. The torque
should be within the specified
range, see "Specifications"
Chapter 12.

10
-----------------------CHAPTER11-----------------------
(v) If the torque is outside these limits
install different thickness of shims.
Increasing the thickness of the
shims will decrease the turning
torque, while decreasing shim
thickness will increase the torque.
The shims are located under the
upper pivot pin flange only.
4. Remove the masking tape from the end of
the axle shaft sun gear and re-assemble
the axle shaft thrust washer, splined
washer (APL 335 and later 345 and 350
axles only) and retaining snapring.
D. AXLE SHAFT-OVERHAUL
REMOVAL
1. To remove an axle shaft, the swivel
casing and hub assembly must be re-
moved as described under in Section C,
Steering Swivel Pin Bearings Overhaul.
2. Withdraw the shaft from the axle casing.
11
5. I nstall the planetary reduction gear cover
and position the hub so that the
drain/filler plug is in the horizontal
position, Figure 15. Fill the hub with the
correct grade of oil, see the relevant
Operators Manual, until the oil is level
with the plug. Re-install the plug.
6. Using a suitable grease gun attached to
the grease nipples on top of each swivel
pin ensure that the swivel bearings are
adequately packed with the correct grade
of grease, see the relevant Operators
Manual.
DISASSEMBLY
1. The two universal joints in the axle shaft,
Figure 16, can be disassembled follow-
ing normal workshop practices. However
these joints are not serviced and if worn
should be renewed as an assembly.
2. To separate the axle shaft or sun gear
shaft from the universal joint expand the
retaining snapring and pull the shaft from
the joint.
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -

R-10-370 o R-1Q-403

Figure 16 Figure 17
Axle Shaft Assembly Axle Shaft Oil Seal

1. Snapring 3. Universal Joint 1. Axle Shaft Oil Seal 3. Axle Casing

2. Sun Gear 4. Axle Shaft 2. Bushing

INSPECTION AND REPAIR

1. I nspect the axle shaft components for

wear or damage and replace as neces-
sary. The universal joints, if worn, cannot
be repaired and must be replaced.

2. Examine the axle shaft oil seal and

bushing located in the axle casing for
wear or damage and replace if necessary,
Figure 17.

R-10-404

Figure 18
Swivel Casing
3. Examine the oil seal and bushing located
in the swivel casing, and replace if worn 1. Swivel Casing Oil Seal
or damaged, Figure 18. 2. Swivel Casing Bushing

12
-----------------------CHAPTER11-----------------------

RE-ASSEMBLY AND INSTALLATION 3. Install the hub assembly and planetary

carrier using the re-assembly and instal-
1. Re-assemble the axle shaft following the lation procedures described in Section C,
disassembly procedure in reverse. Steering Swivel Pin Bearings - Overhaul.

4. Refill the hub with the correct grade of

2. Lubricate the sealing lip of the shaft oil oil, and grease the steering swivel pins
seals with grease and install the shaft into with the correct grade of grease. See the
the axle housing. relevant Operators Manual for oil and
grease specifications.

E. DIFFERENTIAL AND PINION ASSEMBLY OVERHAUL

1M PORTANT: When overhauling the dif-

ferential and pinion assembly, do not discard
any components until the overhaul has been
completed.

REMOVAL

Differential

1. Park the tractor on a hard level surface

and block the rear wheels, jack up the
front of the tractor and support on
suitable stands. Support the right hand
side of the axle housing and remove the
front left hand wheel.

Figure 19
Axle Assembly
2. Remove the differential housing drain
plug, Figure 19, and allow the oil to drain 1. Axle Casing Securing Bolts
into a suitable container. 2. Differential Housing Drain Plug

13
-------------------PART10 FRONTAXlE-------------------

Figure 20 Figure 21
Steering Cylinder End Cap- Tractors Differential Installation
with Hydrostatic Steering
1. Differential Assembly
1. Steering Hose Connection
2. End Cap
3. Steering Stop
4. End Cae Securing Bolts

3. Remove the left hand track rod end
securing nut and release the track rod end
from the swivel casing.
5. Support the left hand axle casing using a
suitable sling and remove the bolts
securing the left hand casing to the
differential housing. Separate the two
halves of the axle.

4. Tractors with hydrostatic steering

Remove the steering hose from· the

steering cylinder end cap and withdraw
the end cap securing bolts, Figure 20.
Slide the end cap towards the steering
stop to allow access to the obscured axle 6. The differential assembly can be lifted
casing securing bolt. from the casing, Figure 21.

14
-----------------------CHAPTER11-----------------------

R-10-373 o
Figure 22 Figure 23
Pinion Drive Flange Installation Differential Assembly APL 335 Axle

1. Pinion Drive Flange 1. Ring Gear Securing Bolts

2. Securing Nut 2. Differential Bearing
3. Securing Nut Retainer 3. Bolt Locking Plate (where fitted)
4. Ring Gear
5. Differential Bearing

Pinion Assembly 4. Remove the pinion oil seal and' rear

bearing from the differential casing.
1. Remove the drive shaft guard, remove the
pinion flange securing bolts and allow
the drive shaft to rest on the ground.

2. Withdraw the pinion securing nut re-

tainer and unscrew the securing nut,
Figure 22. If necessary the pinion can be
held using Pinion Flange Wrench, Tool
No. FT. 3122A or 0567. Remove the
pinion nut washer. DISASSEMBLY

APL 335 Differential

3. Withdraw the drive flange from the
pinion and drive the pinion assembly into
the differential casing, collecting the
pinion and bearing preload sleeve from
within the casing.
1. Remove the crown wheel side differential
bearing, Figure 23, usig Puller Tool No.
1003 or 9516, Pulling Attachment Tool
No. 951 or 9190 and Shaft Protector Tool
No. 625A or 9212.

15
-------------------PART10 FRONTAXLE-------------------

R-10-377

Figure 24 Figure 25
Removing Differential Crown Wheel Limited Slip Clutch Assembly Remo'Jal
APL 335 Axle APL 335 Axle
1. Plate 3. Differential Assembly 1. Side Gear and Clutch Assembly
2. Ring Gear 4. Long Bolts 2. Differential Case

R-10-387

Figure 26
Limited Slip Differential Assembly- APL 335 Axle
1. Crown Wheel 7. Differential Case
2. Internally Splined Plates 8. Side Gear and Clutch Assembly
3. Spacer 9. Thrust Washer
4. Bevel Pinion Gear 10. Side Gear
5. Differential Shaft 11. Plates with External Lugs
6. Roll Pin

16
-----------------------CHAPTER11-----------------------

DISASSEMBLY

APL 345 and 350 Differential

1. Remove the differential case securing

bolts, Figure 27. Separate the two halves
of the differential assembly.

2. Remove the bevel pinion gears and thrust

washers, side gears, limited slip clutch
R-10-322
plates and side gear thrust washers from
Figure 27 the differential casings. Refer to Figure
Differential Assembly 28.
APL 345 and 350

1. Bearing 4. Crown Wheel

2. Securing Bolts 5. Bearing
3. Differential Casing

3. Where necessary remove the differential

bearings using Puller Tool No.1 003 or
9516, Pulling Attachment, Tool No. 951
or 9190 and step plate 630S/5 or 9210.

2. Lever the bolt locking plate from the

crown wheel and unscrew the bolts.
Install three long bolts into the differen-
tial and press the differential from the
crown wheel, Figure 24. Remove the
locating roll pins from the differential
casing.
4. Where replacement of the crown wheel is
required press the crown wheel from the
differential casing using a suitable press
and step plate.

3. Lift out the side gear complete with

clutch plates, Figure 25. Drive out the roll
pin retaining the differential shaft in the
casing and push out the shaft. Remove
the two bevel pinion gears, thrust
washers and the other side gear with
clutch plates refer to Figure 26.
NOTE: The crown wheel and differential
bearings on APL 345 and 350 differentials
need only be removed where damage is
identified.

17
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -

Figure 28
Differential Assembly APL 345 and 350 Axle

1. Spacer 8. Differential Casing (Half)

2. Plates with External Lugs 9. Bearing
3. Crown Wheel 10. Securing Bolt
4. Differential Casing (Half) 11. Tab Washer
5. Internally Splined Plates 12. Side Gear and Clutch Assembly
6. Side Gear 13. Thrust Washer
7. Bevel Pinion Gear

INSPECTION AND REPAIR

1. Wash all components in a suitable

solvent and dry.

2. I nspect the gears for wear or damage and

replace if necessary. The differential
gears are supplied in matched sets and
must be replaced as sets.

3. Examine the slip clutch plates for wear,

scoring, burrs or other damage and
replace if necessary.

4. Inspect the differential bearings for wear Figure 29

Bearing Cup Installation
or damage and replace if necessary. The
differential bearing cups are located in 1. Differential Bearing Cup
the two axle casings, Figure 29. 2. Pinion Bearing Cup

18
-----------------------CHAPTER11-----------------------

Figure 30
Pinion Assembly

1. Bearing Cup 8. Nut Retainer

2. Pinion Bearing 9. Securing Nut
3. Pinion 10. Pinion Drive Flange
4. Shim 11. Dirt Shield APL 345 and 350 Axle only
5. Bearing Cup 12. Bearing
6. Oil Seal 13. Bearing Pre-load Sleeve
7. Washer

5. Inspect the crown wheel for wear or

damage, and replace if necessary.

NOTE: The crown wheel and pinion are only

supplied as matched pairs, identified by a
serial number etched on the periphery of the
crown wheel and on the end of the pinion.
Replacement of either the pinion or crown
wheel necessitates the installation of a
matched pinion and crown wheel.

6. Inspect the pinion assembly components

for wear and damage and replace as
necessary, Figure 30. The bearing pre-
load spacer must be renewed to ensure
correct bearing pre-load is obtained on
re-assembly.
Figure 31
Removing Pinion Bearing
7. If necessary remove the pinion bearing
using Puller Tool No. 1003 or 9516, 1. Puller, Tool No.1 003 or 9516
2. Pinion Shaft
Pulling Attachment Tool No. 951 or 9190
3. Puller Attachment, Tool No. 951 or 9190
and Shaft Protector Tool No. 625A or 4. Pinion Bearing
9212, Figure 31. 5. Shaft Protector, Tool No. 625A or 9212

19
- - - - - - - - - - PART 10
8. APL 345 and 350 Axles
Inspect the dirt shield for damage and
replace if necessary.
RE-ASSEM BLY
APL 335 Differential
1. Coat all components with oil prior to
re-assembly.
2. Position the spacer on the side gear
ensuring that the machined surface on
the spacer faces towards the gear. The
spacers are supplied in various thicknes-
ses and when installing a new spacer
initially install one of 3.0 mm thickness.
3. Re-assemble alternately the five extern-
ally lugged and four internally splined
plates to the side gear, refer to Figure 26,
and install the gear into the differential
housing.
4. Position the thrust washer and bevel
pinion gears into the housing and install
the differential shaft. Ensure the shaft is
correctly positioned for future installa-
tion of the retaining roll pin.
20
FRONT AXLE - - - - - - - - - -
5. Install the second side gear and clutch
assembly as previously described.
6. Measure the clutch assembly clearance
as follows:-
(i) Press down evenly the clutch pack
on the crown wheel side of the
differential and using a depth gauge
measure the clearance between the
clutch pack and the end of the
differential housing, Figure 32.
(ii) Using feeler gauges measure the
clutch pack clearance of the oppo-
site clutch, Figure 33.
(iii) Compare the clutch pack clearance
for each side of the differential with
the specified value, See "Specifi-
cations" - Chapter 12. If the clear-
ance is not within the specified
range change the thickness of
spacers installed behind each side
gear.
7. Fix the differential shaft in position with
the roll pin.
-----------------------CHAPTER11-----------------------
R-10-418 o R-10-419
Figure 32
Measuring Limited Slip Clutch Plate
Clearance APL 335 Axle
1. Clutch Plate
2. Differential Case
3. Depth Gauge
8. Install two suitable guide pins in the
differential casing. Heat the crown wheel
in oil to 100°C (212°F) and install on the
differential using a suitable press. Secure
the crown wheel against rotation by
installing the five sets of roll pins. Ensure
the slots in each set of pins are displaced
by 180°.
9. Install the crown wheel retaining bolts
and tighten to the specified torque, See
"Specification" - Chapter 12.
10. Position the locking plate over the crown
wheel retaining bolts and press it firmly
against the shoulder of the differential.
21
Figure 33
Measuring Limited Slip Differential Clutch Plate
Clearance APL 335 Axle
1. Differential Case
2. Access Hole
3. Feeler Gauge
11. Using a suitable press install the crown
wheel slide differential bearing and op-
posite bearing if previously removed.
RE-ASSEMBLY
APL 345 and 350 Differentials
NOTE: Coat all components with oil prior to
re-assembly.
1. Where the crown wheel has been re-
moved install two suitable guide pins in
the differential casing, heat the crown
wheel in oil to 100°C (212°F) and install
on the differential using a suitable press.
Secure the crown wheel against rotation
by installing the four roll pins.
- - - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -
Figure 34
Installing Differential Clutch Plate Assembly
APL 345 and 350 Axles
1. Side Gear
2. Clutch Plates
3. Spacer
2. Install one set of clutch plates, spacer and
side gear into the crown wheel section of
the differential, Figure 34. Ensure the
friction surface of the spacer abuts the
machined surface of the external lug
clutch plate.
3. I nstall the bevel gears, and thrust
washers into the crown wheel section of
the differential.
4. Using a magnetic dial indicator gauge
measure the backlash between the bevel
gears and side gear. To centralise and
prevent movement of the side gear firmly
hold one set of bevel gears whilst
measuring backlash, Figure 35.
22
Figure 35
Measuring Bevel Gear Backlash
APL 345 and 350 Axles
1. Dial Indicator Gauge
2. Bevel Gear
3. Thrust Washer
5. The spacer located adjacent to the side
gear is available in different thicknesses
to enable the specified backlash to be
maintained. If the backlash is outside the
specified limits, see "Specifications"-
Chapter 12, select the appropriate thick-
ness of spacer for installation between
the side gear and clutch plate.
6. Repeating the above procedure select
the appropriate spacer for installation
into the opposite clutch pack of the
differential assembly.
7. Ensuring that the part number stamped
on each half of the differential casing
align, re-assemble the two halves of the
differential and tighten the retaining bolts
to the specified torque, see "Specifi-
cations" Chapter 12.
8. Where removed press new bearings onto
the differential casing.
-----------------------CHAPTER11-----------------------

INSTALLATION

Prior to installation coat all components with

oil.

NOTE: If differential or axle housings have

been renewed the following procedure must
be carried out to determine the thickness of
shims to locate between the differential
bearing cups and the axle housing. The total
thickness of shims determine the differential
bearing pre-load and the positioning of the
shims determine the crown wheel to pinion
tooth backlash.

Figure 36
Differential Bearing Pre-Load Measurement

1. Spring Balance
2. Cord

DIFFERENTIAL BEARING PRE-LOAD

(Pinion not installed)

1. Remove the left hand axle shaft from the

axle housing. NOTE: Ensure the cord is of single thickness
on the differential and the cord does not
touch the housing during the bearing pre-
load measurement.
2. Install the original shims into the two
differential bearing cup bores in the axle
housings and press in the bearing cups.

5. The pull should be within the range 4 to

3. Wrap a suitable cord around the body of
the differential and install the differential
assembly into the housing feeding the
cord through the pinion bore. Locate the
left hand axle housing onto the differen-
tial bearing. Install four of the securing
bolts diagonally opposite and tighten
to the specified torque. See "Specifi-
cations" - Chapter 12.
131bf (2 to 6 kgf). If the pull is below the
minimum figure remove the differential
and increase the shim thickness, if the
pull required to tum the differential is
above the maximum figure decrease the
thickness of shims.

4. Remove the right hand axle shaft. Attach
a suitable spring balance 0-20 Ib, (0-
10kg) to the cord and measure the pull
required to steadily turn the differential,
Figure 36.
6. Re-check the bearing pre-load if neces-
sary. Remove the differential assembly
bearing cups and shims. Divide the shims
equally and identify for installation of the
differential.

23
--------------------PART10-FRONTAXLE--------------------

2. If the crown wheel and pinion have been

renewed, adjustment to the shim pack
located behind the inner pinion bearing
cup must be made as follows to allow for
variation between the old and new
pinions:-

• Compare the variance measurement

scribed on the faces of the old and
new pinions, Figure 37.

o
Figure 37 • If the dimensions are identical no
Pinion Engagement Measurement Identification further adjustment to the shim pack
is necessary.
1. Pinion Variance Measurement

• If the new pinion has a larger

dimension than the old pinion,
Pinion Engagement Measurement shims to the thickness of the differ-
ence must be subtracted from the
1. If the original crown wheel and pinion are shim pack. If the new pinion has a
to be installed into the original axle smaller dimension than the old
casing then the differential can be instal- pinion, shims to the thickness of the
led without performing the pinion en- difference must be added to the
gagement measurement. shim pack. See examples below.

Variance Variance
Measurement Measurement Adjustment to pinion
etched on face etched on face bearing shim
of old pinion of new pinion thickness

Example 1
Measurement scribed Increase shim thickness
on pinion +0.1 0.1 by 0.2 mm

Example 2
Measurement scribed Decrease shim thickness
on pinion -0.1 +0.2 by 0.3 mm

Example 3
Measurement scribed Increase shim thickness
on pinion +0.1 0 by 0.1 mm

24
-----------------------CHAPTER11-----------------------

Figure 38 Figure 39
Pinion Engagement Measurement APL 335 Axle Pinion Engagement Measurement APL 335 Axle

1. Mandrel Tool No. FT. 3148/2 or 4801 1. Mandrel Tool No. FT. 3148/2 or 4801
2. Dummy Pinion Tool No. FT. 3158 or 12238 2. Dummy Pinion, Tool No. FT. 3158 or 12238
3. Feeler Gauge 3. Axle Housing
4. Plate Tool No. FT. 3148/1 or 4798 4. Plate, Tool No. FT. 3148/1 or 4798

If the differential is to be installed into a new • Measure the gap between the Mandrel
axle housing or it is thought necessary to re- and the top of the Dummy Pinion with
check the thickness of shim selected for feeler gauges, Figure 38.
installation beneath the inner pinion bearing
cup, calculate the thickness of shims to be
installed beneath the pinion inner bearing
I M PO RTANT: It is absolutely essential that
cup using the following procedure detailed
the pinion bore centre line is positioned in
for each type of axle.
the vertical plane. Any deviation from the
vertical will cause the mandrel to roll in its
APL 335 Axles
supports and give an inaccurate reading.
• Insert the Dummy Pinion, Tool No. FT
3158 or 12238 into the pinion bore of the
new axle housing. Ensure the Dummy • Record the measured dimension and
Pinion is securely located on the shoul- conduct the following calculations:
der in the pinion bore.

• Install the Plate, part of Tool No. FT 3148

Height of Dummy Pinion
or 4798 onto the differential housing
(a) + dimension obtained with feeler
with the cut-out in line with the Dummy
gauge (b) + half the diameter of the
Pinion. Retain in position with the two
differential bearing bore (c) dimension
securing bolts.
'X' Figure 39.
• Install the Mandrel, part of Tool No. FT
3148 or 4798, through the hole in the
Plate, Figure 38. The Mandrel is a loose Dimension (a) is etched on the side of
fit in the bore and should locate in the the Dummy Pinion and dimension (c) is
bearing bore of the housing. 36.7 mm.

25
-------------------PART 10-FRONT AXLE-------------------

Example:

Height of pinion bearing 'V'

=27.0 mm
'X' = 113.7 mm from previous calcula-
tion. 'X' - 'V' = 86.7 mm 'z'
Dimension etched on end face of pinion
86 mm+O.1 mm=86.1 mm
86.7-86.1 =0.6 mm
Therefore required shim thickness is
0.6 mm.

R-10-411
APL 345 and APL 350 Axles
Figure 40
Pinion Engagement Measurement • Insert the Dummy Pinion, part of Tool
APL 345 and 350 Axles No. FT. 3157 or 12237 into the pinion
1. Mandrel, Part of Tool No. FT. 3157 or 12237
bore of the new axle and secure in
2. Dummy Pinion, Part of Tool No. FT. 3157 position with the retaining bolt and
or 12237 washer, Figure 40.
3. Washer, Part of Tool No. FT. 3157 or 12237
4. Bolt, Part of Tool No. FT. 3157 or 12237
5. Axle Housing

Example
• Locate the Mandrel, part of Tool No. FT.
(a) 76.4 mm + (b) 0.6 mm + (c) 3157 or 12237 in the differential bearing
36.7 mm = 'X' which equals 113.7 mm cup bore. Apply hand pressure to the end
of the mandrel to ensure positive location
• Assemble the pinion inner bearing into and using feeler gauges measure the gap
the bearing cup and position on a surface between the mandrel and the top of the
table. Apply downward pressure on the Dummy Pinion, refer to Figure 40.
bearing and rotate several times to ensure
settlement of the rollers. Using a height
gauge, measure the overall height of the
bearing. This is dimension 'V'.

• Record the measured dimension and

• Subtract dimension 'V' from dimension conduct the following calculations:
'X' and record the result as dimension 'Z'.
From dimension 'z' subtract the dimen-
sion in millimetres etched next to the
serial number on the end of the pinion.
For the APL 335 axle this dimension will
be 86 plus the variance dimension.
Therefore the dimension required is Height of Dummy Pinion (a)
86 + 0.1 or - 0.1 etc. The difference + dimension obtained with feeler gauge
obtained is the required thickness of (b) + half the diameter of the differential
shims to be inserted beneath the pinion bearing bore (c) dimension 'X', Figure
inner bearing cup. 40.

26
----------------------CHAPTER11----------------------
Dimension (a) is etched on the side of Pinion Installation
the Dummy Pinion and dimension (c) is
45 mm. With Reference to Figure 30.

1. Insert the original or selected shims in the

Example of calculation for APL 350 axle: bore of the pinion housing and install the
inner bearing cup.
(a) 83.7 mm + (b) 0.6 mm + (c) 45
mm = 'X' = 129.3 mm.

2. Using a sleeve of suitable diameter press

the inner bearing assembly onto the
pinion, until it abuts the shoulder.
• Assemble the pinion inner bearing into
the bearing cup and position on a surface
table. Apply downward pressure on the
bearing and rotate several times to ensure
settlement of the rollers. Using a height
3. Install the pinion outer bearing cup in the
gauge, measure the overall height of the
housing. Place a new bearing pre-load
bearing. This is dimension 'V'.
sleeve on the pinion shaft and install the
pinion assembly into the housing.

• Subtract dimension 'V' from dimension 'X'. 4. Install the outer bearing onto the pinion
and record the result as dimension 'Z'. shaft and locate the oil seal in the pinion
From dimension 'z' subtract the dimen- housing. Position the drive flange
sion in millimetres etched next to the assembly onto the pinion splines.
serial number on the end of the pinion.
The difference obtained is the required
thickness of shims to be inserted beneath
the pinion inner bearing cup.

5. Install the pinion washer and retaining

nut and tighten until finger tight, en-
suring that the pinion bearings are not
subjected to any pre-load.
Example:

Height of pinion bearing 'V'

=30.0 mm
'X' = 129.3 mm from previous calcula-
tion. 'X' - 'V' = 99.3 mm = 'z'
Dimension etched on end face of pinion
=98 mm+O.1 mm=98.1 mm
99.3-98.1 1.2 mm
Therefore required shim thickness is
1.2 mm.
6. Using a 0-10 Ibf.ft (0-15 Nm) torque
meter, rotate the pinion and record the
rolling resistance of the pinion with zero
pre-load on the pinon bearings. This
value is the rolling resistance of the
pinion oil seal.

27
- - - - - - - - - - PART 10
Figure 41
Tightening Pinion Nut
1. Wrench
2. Flange Wrench, Tool No. FT. 3122A or 0567
7. Install the pinion Flange Wrench, Tool
No. FT. 3122A or 0567 and tighten the
pinion nut in small increments, while
preventing rotation of the flange by
means of the wrench, Figure 41. At each
tightening stage, release the wrench and
check the torque required to rotate the
drive flange and pinion, Figure 42. When
the torque reading recorded for the
rolling resistance of the pinion oil seal has
increased by 1.5 Nm (1.1 Ibf.ft), the
pinion bearing pre-load is correct.
It is important that during measurement
of the turning torque the drive pinion is
continually rotated.
8. Install a new pinion nut retainer to
prevent any further rotation of the nut.
28
FRONT AXLE - - - - - - - - - -
Figure 42
Measuring Pinion Bearing Turning Torque
1. Torque Meter
2. Pinion Flange
Differential Installation
1. Note and record the crown wheel to
pinion backlash specification which is
etched on the edge of the crown wheel,
Figure 44.
2. Install the original or selected shims
. between the differential bearing cups
and the axle housing. Install the right
hand axle shaft in the axle housing.
3. Locate the differential in position en-
gaging the crown wheel teeth in the
pinion teeth. Install the left hand axle
housing and secure with the bolts tight-
ened to the specified torque, see
"Specifications" - Chapter 12.
4. Install the left hand axle shaft.
-----------------------CHAPTER11-----------------------

R-10-376 o
Figure 43 Figure 44
Measuring Crown Wheel To Pinion Backlash Crown Wheel to Pinion Backlash Specification

1. Dial Indicator Plunger 1. Crown Wheel

2. Dial Indicator 2. Backlash Specification
3. Dial Indicator Stand 3. Crown Wheel Serial Number
4. Differential Drain Plug Hole

5. Remove the differential drain plug and
mount a dial indicator on the axle casing
with the plunger located perpendicular
onto a tooth of the crown wheel, Figure
43.
8. If the backlash is less than the specified
minimum, shim thickness must be taken
from behind the differential left hand
bearing cup and inserted behind the right
hand cup to move the differential crown
wheel away from the pinion.

6. Holding the pinion flange securely, turn

one axle shaft to rotate the differential
backwards and forwards within the limits
of the crown wheel to pinion gear teeth
backlash and note the total dial indicator
NOTE: The total shim thickness must remain
reading.
constant to maintain the correct differential
bearing pre-load.

7. If the backlash is greater than the speci-

fied value etched on the edge of the
crown wheel, Figure 44, shim thicknes-
ses must be taken from behind the
differential right hand bearing cup and
inserted behind the left hand cup, to 9. To check the crown wheel to pinion teeth
move the differential crown wheel closer engagement coat both sides of 10 to 1 2
to the pinion. crown wheel teeth with engineers blue.

29
-------------------PART10-FRONTAXlE-------------------
Figure 45
Crown Wheel Tooth Contact Pattern
1. Ideal Tooth Contact, Coast Side
(Concave)
2. Ideal Tooth Contact, Drive Side
(Convex)
3. Insufficient Tooth Engagement,
Coast Side (Concave)
10. Rotate the crown wheel until all the
coated teeth have engaged the pinion.
11. Remove the differential and examine the
crown wheel contact area.
12. Compare the pattern on the teeth with
the examples shown in Figure 45.
30
4. Insufficient Tooth Engagement, Drive Side
(Convex)
5. Excess Tooth Engagement, Coast Side
(Concave)
6. Excess Tooth Engagement, Drive Side
(Convex)
13. If the contact pattern is not correct an
error has been made in establishing the
thickness of shim pack for correct pinion
engagement and necessitates re-setting
of the pinion, see "Pinion Engagement
Measurement".
14. Re-assemble the axle following the
removal procedure in reverse and tighten
all bolts to the specified torque see
"Specifications" Chapter 12. Refill the
axle differential and hubs with the speci-
fied oil.
15. Reconnect the drive shaft and install the
drive shaft guard.
-----------------------CHAPTER11-----------------------
F. FRONT WHEEL DRIVE INTEGRAL STEERING CYLINDER-OVERHAUL

DISASSEMBLY 5. Gently heat the cylinder rod to loosen the

loctite securing the cylinder rod to track
1. Position the tractor on a hard level rod ball joint and unscrew the ball joints
surface and block the wheels. on either end of the rod, Figure 46.

2. Remove the steering hose from the left

hand end of the cylinder.
6. Remove the steering cylinder end cap
securing bolts and slide the end cap from
the cylinder rod. Collect and identify the
shims located in the end cap, Figure 47.
3. Disconnect the steering track rod ball
joints.

4. Remove the steering stops and cut away

the locking tabs formed across the flats 7. Withdraw the cylinder rod, complete
on the ends of the cylinder rod. with piston assembly, from the cylinder.

Figure 46 Figure 47
Disconnecting Steering Cylinder Rod Steering Cylinder End Cap Installation

1. Spanner 3. Track Rod 1. '0' Ring Seal 3. End Cap

2. Cylinder Rod 4. Spanner 2. Steering Cylinder Sleeve 4. Shim

31
-------------------PART10 FRONTAXLE-------------------

8. Remove the steering hose and elbow

connection from the right hand end of
the cylinder. The sleeve in the steering
cylinder housing can be pushed out of
the left hand end together with the gland
located in the right hand end of the
cylinder, Figure 48.

9. The piston is secured to the cylinder rod

by split rings located in annular grooves
on the rod and retained in position by a
Figure 48 spacer, collar and snapring. Remove the
Axle Steering Cylinder - Right Hand Side
snapring securing the split ring retaining
1. Cylinder Sleeve 3. Cylinder Rod collar to the piston and disassemble the
2. Steeri ng Stop 4. Hose Connection piston assembly. Refer to Figure 49.

Figure 49
Steering Cylinder Piston Components

1. Snapring 4. Spacer 7. Piston

2. Collar 5. Seal 8. '0' Ring Seal
3. Split Ring 6. Piston Ring 9. Shaft

32
------------------------CHAPTER11------------------------

R-10-388 1

Figure 50 Figure 51
Steering Cylinder End Cap and Sleeve Steering Cylinder Sleeve Shimming Dimensions

1. Sleeve 4. End Cap Seals

2. '0' Ring Seals 5. End Cap
3. End Cap Shim

10. Prise the oil seals from the cylinder end
cap and gland and remove the '0' ring
seals from the ends of the cylinder sleeve,
Figure 50.
RE-ASSEMBLY
1. Coat all components in hydraulic steer-
ing oil and re-assemble the components
following the disassembly procedure in
reverse. If a new cylinder sleeve, gland or
end cap have been installed, the follow-
ing procedure must be carried out to
establish the thickness of shim to be
located between the sleeve and end cap.

INSPECTION AND REPAIR (i) Ensure the cylinder gland and sleeve
are pushed fully into the cylinder
1. Wash the components in a suitable housing and measure the height of
solvent and dry. the sleeve from the end of the
cylinder housing, Dimension "A",
Figure 51.

2. Inspect the cylinder sleeve, piston and (ii) Measure the end cap depth, Dimen-
rod for wear and scoring and replace if sion "8", Figure 51.
necessary.

(iii) Subtract Dimension "A" from "8"

to establish the shim thickness
required to secure the sleeve in
3. Replace all seals and sealing rings. position.

33
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -

2. Install the selected or original shims in 5. Measure the vehicle toe-in as detailed in
the end cap, install the end cap and the Operators Manual and adjust the
secure with the retaining bolts tightened track rods to obtain the correct toe-in, see
to the specified torque, see "Specifications" - Chapter 12.
"Specifications" Chapter 12.

3. Apply thread locking sealant, see

"Specifications" - Chapter 12, to the
6. Check the power steering reservoir and
threads in the ends of the cylinder rod
top up with the specified grade of oil, see
and install the cylinder rod ball joints.
the relevant Operators Manual.
Tighten the joint to the specified torque.
Prevent any further movement of the joint
by deforming the flange of the ball joint
to produce a locking tab between the
cylinder rod and ball joint.

7. Start and set the engine at idle speed.

4. Reconnect the track rods to the swivel
casing, install the steering stops and
reconnect the steering hoses. Tighten all
nuts to the specified torque, see
"Specifications" Chapter 12.
Purge the air from the steering system by
repeatedly turning the front wheels from
lock to lock until the steering is normal
and the oil level in the reservoir remains
constant. Add oil to the steering reservoir
as necessary.

G. AXLE REMOVAL AND INSTALLATION

REMOVAL 3. Remove the front end weight and weight

carrier where fitted.
1. With the tractor on firm level ground
position the front wheels straight ahead
apply the handbrake and block the rear
wheels.

2. Remove the drive shaft guard, discon- 4. Raise the front of the tractor and position
nect the pinion flange securing bolts and safety stands under the engine to hold
allow the drive shaft to rest on the the front wheels just clear of the ground.
ground. Remove the front wheels.

34
-----------------------CHAPTER11-----------------------

Figure 52
Front Axle Installation

1. Engine 6. Front Pivot Pin Retaining Bolts

2. Rear Pivot Pin Anchor Plate 7. Front Pivot Pin Anchor Plate
3. Rear Pivot Pin Retaining Bolt 8. Front Pivot Pin
4. Rear Pivot Pin 9. Front Axle Support
5. Front Axle

5. Tractors with hydrostatic steering 9. Ford 5610, 6610 and 7610 tractors

Disconnect the power steering cylinder Straighten the locking tabs on the axle
hoses at the steering cylinder and cap the support pin retaining bolts and remove
exposed ends. the bolts and anchors, Figure 52.

6. Using a suitable hoist support the front

axle. 10. Prise the support pins from the front
support and axle assembly, remove the
thrust washer located at the rear of the
axle and withdraw the axle assembly
from the tractor.
7. Tractors without hydrostatic steering

Disconnect the steering track rod ball

joints from the hub swivel casings.
8. Support the front axle assembly to re-
move the weight from the axle support
pins.
NOTE: Where removal of the front support
pin is difficult remove the blanking plug at
the rear of the cross drilling in the axle and
use a suitable drift to push the support pin
out sufficiently to gain purchase at the pin
flange.

35
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -

INSTALLATION

Installation of the axle follows the removal

procedure in reverse.

On installation observe the following re-

quirements:

Figure 53
Axle Support Bracket

1. Support Bracket
2. Pivot Pin • When replacing the pivot pin thrust
washers on Ford 6710, 7710, 7910 and
821 0 tractors, select thrust washers of
sufficient thickness to allow 0.004 to
0.008 in (0.1 -0.2 mm) axial clearance
11. Ford 6710, 7710, 7910 and 8210 between the axle and axle support.
tractors

Remove the bolts securing the front

support bracket, Figure 53. Carefully
remove the bracket from the front pivot
pin and draw the axle forward to disen-
gage the rear pin. Remove the axle from
the tractor.
• Tighten all bolts to the correct torque, see
"Specifications" Chapter 12.

Remove the spacing washers from the axle

pivot pins.

Tractors with Hydrostatic Steering

• Purge the air from the system by allowing

INSPECTION AND REPAIR
1. I nspect the pivot pins, bushes, and thrust
washers for wear and replace if neces-
sary.
the engine to idle and turning the front
wheels from lock to lock several times. If
necessary add oil to the reservoir. Repeat
until steering is normal and the oil level in
the reservoir remains constant. For the
correct grade and quantity of oil, see the
relevant Operators Manual.

36
 PART 10
FRONT AXLE

Chapter 12
SPECIFICATIONS AND SPECIAL TOOLS FOR
FORD 5610,6610,6710,7710,7910 AND 8210
WITH APL 335, 345 AN D 350 AXLES AN D
ASSOCIATED TRANSFER BOXES

Section Page
A. SPECI FICATIONS 1
B. SPECIAL TOOLS 7

A. SPECIFICATIONS

FRONT AXLE TYPE Heavy Duty, Centre Driven, Double

Reduction (crown wheel and pinion
plus planetary hubs) Limited Slip Differential

0
STEERING TURN ANGLE 50 (Dependant on wheel track setting)

TRANSFER BOX Driven from a rear axle centre housing.

Front axle drive engaged or disengaged by
means of a multi-plate Clutch with
electrical solenoid control. Incorporating
transmission brake as option.

TRANSFER BOX RATIOS 1 :0.8677 and 1 :0.9052

(dependant on tyre size)

1
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -

AXLE TYPES APL 335 APL 345 APL 350

AXLE RATIO
Overall 1 :19.38 1:19.38 1:18.86
Crown Wheel and Pinion 1: 2.64 1: 3.23 1: 3.14
Planetary Gear 1: 7.33 1: 6.00 1: 6.00

OIL CAPACITIES
Hub Each
Litres 0.75 0.75 0.75
Imp. Pints 1.3 1.3 1.3
U.S. Pints 1.6 1.6 1.6

Axle Differential
Litres 4.7 7.0 7.0
Imp. Pints 8.3 12.3 12.3
U.S. Pints 10.0 14.8 14.8

Increased Capacity of Rear

Axle with Transfer Box Installation

Less Transmission Handbrake

Litres 1.8 1.8 1.8
Imp. Pints 3.2 3.2 3.2
U.S. Pints 3.8 3.8 3.8

With Transmission Handbrake

Litres 1.1 1.1 1.1
Imp. Pints 2.0 2.0 2.0
U.S, Pints 2.4 2.4 2.4

THREAD SEALANT

To Ford specification ESE-M4G204-A2 (Loctite 242).

LUBRICANTS

Fill with the correct grade, quantity and type of oil as specified in the relevant Ford Tractor
Operators Manual.

2
 CHAPTER 12

AXLE TYPES APL 335 APL 345 APL 350

CLEARANCES AND TOLERANCES

Front Wheel Toe-in 0-6 mm 0-6 mm 0-6 mm

0-0.25 in 0-0.25 in 0-0.25 in

Axle Hub Bearing Rolling Resistance 2.B-5.6 Kg 2.B-5.6 Kg 2.B-5.6 Kg

(Pull on cord around wheel studs) (6.2-12.4 Ibf) (6.2-12.4 Ibf) (6.2-12.4 Ibf)

Axle Shaft End Float 0.3-0.6 mm 0.3-0.6 mm 0.3-0.6 mm

(0.012-0.024 in) (0.012-0.024 in) (0.012-0.024 in)

Thrust Washer Thicknesses 1.5 mm 1.5 mm 1.5 mm

Available 2.0 mm 2.0 mm 2.0 mm
2.5 mm 2.5 mm 2.5 mm

Swivel Bearing Turning Torque 9-11 Nm 10-12 Nm 10-12Nm

(6.6-8.1 Ibf.ft) (7.4-B.9 Ibf.ft) (7.4-8.9 Ibf.ft)

Shim Thicknesses Available 0.4 mm 0.4 mm 0.4 mm

0.6 mm 0.6 mm 0.6 mm
O.B mm O.B mm O.B mm
1.0 mm 1.0 mm 1.0 mm
1.4 mm 1.4 mm 1.4 mm
1.6 mm 1.6 mm 1.6 mm
1.B mm 1.B mm 1.8 mm
2.0 mm 2.0 mm 2.0 mm

Limited Slip Differential 0.1-0.2 mm N/A N/A

Clutch Pack Clearance (0.040-0.080 in)

Limited Slip Differential N/A 0.15-0.20 mm 0.15-0.20 mm

Bevel Gear Backlash (0.060-0.0BO in) (0.060-0.0BO in)

Spacer Thicknesses 2.B mm 2.8 mm 2.B mm

Available 2.9 mm 2.9 mm 2.9 mm
3.0mm 3.0mm 3.0mm
3.1 mm 3.1 mm 3.1 mm
3.2 mm 3.2 mm 3.2 mm
3.3 mm 3.3 mm 3.3 mm

Differential Bearing Pulling Resistance 2.0-8.0 kg 1.8-6.5 kg 1.8-6.5 kg

(Pull on cord around differential) (4.5-17.5 Ibf) (4.0-14.0 Ibf) (4.0-14.0 Ibf)

Shim Thicknesses Available 0.5 mm 0.1 mm 0.1 mm

0.6 mm 0.2 mm 0.2 mm
0.7 mm 0.3 mm 0.3 mm
O.B mm 0.4 mm 0.4mm
0.9 mm 0.5 mm 0.5 mm
1.0 mm 0.6 mm 0.6'mm
1.1 mm 0.8 mm 0.8 mm
1.2 mm 1.0 mm 1.0 mm
1.3 mm 1.2 mm 1.2 mm
1.4 mm 1.4 mm 1.4 mm
1.5 mm
1.6 mm 1.45-2.00 mm in increments
1.B mm of 0.05 mm

3
-------------------PART10-FRONTAXLE-------------------

Crown Wheel to Pinion Gear 0.07 -0.22 mm 0.13-0.18 mm 0.13-0.18 mm

Backlash (0.003-0.009 in) (0.005-0.007 in) (0.005-0.007 in)

Pinion Shim Thicknesses 0.05 mm 0.65 mm 0.65 mm

Available 0.10 mm 0.70 mm 0.70 mm
0.15 mm 0.75 mm 0.75 mm
0.20 mm 0.80 mm 0.80 mm
0.40-1 .50 mm 0.85 mm 0.85 mm
in increments of 0.10 mm 0.90 mm 0.90 mm
2.00-2.35 mm 0.95 mm 0.95 mm
in increments of 0.05 mm 1.00 mm 1.00 mm
3.00 mm 1.05 mm 1.05 mm
1.10 mm 1.10 mm
1.15 mm 1.15 mm
1.20 mm 1.20 mm
1,60 mm 1.60 mm

Pinion Bearing Turning 1-2 Nm 1-2 Nm 1-2 Nm

Torque (1 -1.5 Ibf.ft) (1 -1.5 Ibf.ft) (1-1.5 Ibf.ft)

Steering Cylinder Shim 1.0 mm 1.0 mm 1.0 mm

Thicknesses Available 1.1 mm 1.1 mm 1.1 mm
1.2 mm 1.2 mm 1.2 mm
1.3 mm 1.3 mm 1.3 mm
1.4 mm 1.4 mm 1.4 mm
1.5 mm 1.5 mm 1.5 mm
1.6 mm 1.6 mm 1.6 mm
1.7 mm 1.7 mm 1.7 mm
1.8 mm 1.8 mm 1.8 mm

Pivot Pin to Support Casting

Clearance Front and Rear Pins 0.1 -0.2 0.1 -0.2
(Flat Deck Tractors Only) (0.004-0.008 in) (0.004-0.008 in)

Shim Thicknesses Available 4.4 mm 4.4 mm

4.7 mm 4.7 mm
5.0 mm 5.0 mm
5.3 mm 5.3 mm
5.6 mm 5.6 mm

4
-----------------------CHAPTER12-----------------------
TRANSFER BOX

Output Shaft End Float 0.025-0.075 mm (0.001 -0.003 in)

Shim Thicknesses Available 1.00-2.50 mm in increments of 0.10 mm

Less Transmission Brake-

Clutch Plate Clearance with
Plates Compressed 1.0-1.2 mm (0.040-0.047 in)

Spacer Thicknesses Available 4.7-7.9 mm in increments of 0.2 mm

With Transmission Brake-

Clutch Plate Clearance (Gap
between spacer and shaft shoulder 1.0-1.2 mm (0.040-0.047 in)

Spacer Thicknesses Available 7.30-7.80 mm in increments of 0.1 mm

With Transmission Brake-

Brake Actuator and Disc
Clearance (Gap between
cylinder and clutch faces) 60.3-60.7 mm (2.374-2.390 in)

Spacer Thicknesses Available 4.7 -7.9 mm in increments of 0.2 mm

Quantity of Plates in Clutch Pack

56/66 and early 761 0
Internally Splined Plates 11
Externally Splined Plates 12

Quantity of Plates in Clutch Pack

67/77/79/8210 and later 7610
Internally Splined Plates 13
Externally Splined Plates 14

TORQUE SPECIFICATIONS Ibf.ft Nm kgf.m

AXLE

Planetary Ring Gear Support Bolts

(Early APL 345 and 350 Axles) 66 90 9.1

Steering Cylinder Rod to Track

Rod Ball Joint 184 250 25.3

Axle Front Support Bolts

(Flat Deck Tractors) 200 271 27.6

Axle Support Bolts

(Straddle Mount Tractors) 77 104 11.0

Drive Shaft Flange Bolts 58 78 8.0

5
 PART 10- FRONT AXLE

TRANSFER BOX
End Plate Bolts 50 69 6.9
Shaft Retaining Slotted Nut,
With Transmission Brake 118 160 16.3
Solenoid Cover Bolts 18 25 2.4
Transfer Box to Rear Axle
Securing Bolts 36 50 5.0

For maximum torque specifications of bolts not listed above, refer to torque table below.

TORQUE LIMITS FOR METRIC ISO THREAD DIN 13

Bolt Grade
Size 6.9 8.8 10.9 12.9
Nm Ibf.ft Nm Ibf.ft Nm Ibf.ft Nm Ibf.ft
M6 9 6 10 7 14 10 17 13
M8 21 15 25 18 35 26 41 30
M10 41 30 49 36 69 51 83 61
M12 72 53 86 63 120 88 145 107
M14 115 85 135 99 190 140 230 170
M16 180 133 210 155 295 217 355 262
M18 245 180 290 214 400 295 485 357
M20 345 254 410 302 580 427 690 508
M22 465 343 550 405 780 575 930 685
M24 600 442 710 523 1000 737 1200 884
M27 890 656 1050 774 1500 1105 1800 1327
M30 1200 884 1450 1069 2000 1474 2400 1769

TORQUE LIMITS FOR METRIC ISO FINE THREAD DIN 13

Bolt Grade
Size 6.9 8.8 10.9 12.9
Nm Ibf.ft Nm Ibf.ft Nm Ibf.ft Nm Ibf.ft
M8x1 23 17 27 20 38 28 45 33
M10x1.25 44 32 52 38 73 54 88 65
M12x1.25 80 59 95 70 135 100 160 118
M12x1.5 76 56 90 66 125 92 150 110
M14x1.5 125 92 150 110 210 155 250 184
M16x1.5 190 140 225 166 315 232 380 280
M18x1.5 275 203 325 240 460 339 550 405
M20x 1.5 385 284 460 339 640 472 770 567
M22 x 1.5 520 383 610 450 860 634 1050 774
M24x2 650 479 780 575 1100 810 1300 958
M27x2 970 715 1150 848 1600 1179 1950 1437
M30x2 1350 995 1600 1179 2250 1658 2700 1990

6
-----------------------CHAPTER12-----------------------
B. SPECIAL TOOLS

Churchill Nuday
Description Tool No. Tool No.

Puller 1003 9516

Pulling Attachment 951 9190
Step Plate Set 630S 9210
Shaft Protector 625A 9212
Swivel Bearing Torque Wrench Adaptor FT.3149A 0566
Hub Nut Socket FT.3155 12235
Pinion Flange Wrench FT.3122A 0567
Pinion Setting Plate APL 335 Axle FT.3148/1 4799
Pinion Setting Mandrel APL 335 Axle FT.3148/2 4801
Dummy Pinion APL 335 Axle FT.3158 12238
Pinion Setting Mandrel and Dummy
Pinion APL 345 and 350 Axles FT.3157 12237
Slotted Nut Remover FT.3145 4645

7
 PART 10
FRONT AXLE

Chapter 13
FRONT WHEEL DRIVE TRANSFER BOX-
FORD 2910,3910,4110 AND 4610
WITH AE1-159 TYPE AXLE

Section Page
A. TRANSFER BOX- DESCRIPTION AND OPERATION
FORD 2910,3910,4110 AND 4610
B. TRANSFER BOX-OVERHAUL 2

A. TRANSFER BOX- DESCRIPTION AND OPERATION

Ford 2910, 3910, 4110 and 4610

The front wheel drive assembly for the Ford

°
2910,3910,4110 and 461 tractors consists
of a transfer box, driveshaft, front drop box
and front axle assembly.

The transfer box transmits drive from the

tractor rear axle centre housing to the drive
shaft which is located under the tractor and
protected by a guard. The drive shaft is
connected to the front axle via the front drop
box.

The transfer box is bolted to the underside of Figure 1

the rear axle centre housing and may be Transfer Box Assembly
equipped with an optional transmission
handbrake. A gear on the rear axle pinion 1. Brake Actuating Lever
2. Idler Gear and Brake Assembly
drives an intermediate gear supported in an
3. Clutch Assembly
outer roller bearing and on the P.T.O. output 4. Front Plate
shaft. This in turn drives the idler gear in the 5. Output Shaft
transfer box, Figure 1. 6. Operating Link

1
-------------------PART10-FRONTAXLE-------------------

On units with a transmission handbrake, the

brake components are attached to the idler
gear by means of a splined connector,
located on the gear shaft. An actuator
assembly consisting of two plates with
ramped pockets in which steel balls are
located. The plates are held together by
springs. The actuator is connected to a
splined lever by means of a fork assembly and
links.

Moving the lever rotates the fork and by

means of the links, the two halves of the
actuator are rotated against each other. This
action forces the steel balls up the ramped
pockets, forcing the two halves of the
actuator to move away from each other. This
movement imparts a braking action onto the Figure 2
brake plates, and thus the idler gear. This, in Transfer Box Components
turn, brakes the drive line to the rear axle and
if front wheel drive is engaged, also the front 1. Fork Support Shaft
2. Clutch-Input
axle. 3. Clutch Assembly
4. Fork
5. Output Shaft
Within the transfer box is located a spring 6. Operating Link
loaded 'dog' clutch, Figure 2. This provides
on-the-move engagement and disengage-
ment of the front wheel drive.

A selector lever is located within the cab or

on the right-hand side of the transmission on
less cab units. Moving the selector lever to
the engaged position (up) moves the selec-
tor fork rearwards. Should a 'tooth-to-tooth'
situation occur, the rear springs will be
loaded, trying to force the output half of the
clutch rearwards. As the input half of the
clutch rotates, the teeth will move relative to
one another and the springs will ensure full
engagement takes place.
Moving the selector lever to the disengaged
position (down) moves the fork forwards. If
there is a large torque difference between the
input and output halves of the clutch, the
clutch will not separate. In this situation, the
front springs will be loaded, trying to force
the output half of the cl utch forwards. When
the torque equalises, the clutch halves will
part due to the springs and disengage the
drive.

B. TRANSFER BOX-OVERHAUL

REMOVAL

1. Remove the drain plug from the rear of 2. Remove the split pin and washer secur-
the transfer box and allow the oil to drain ing the contrel lever rod to the transfer
into a suitable receptacle. box actuating lever.

2
-----------------------CHAPTER13-----------------------

Figure 3 Figure 4
Front Plate Removal Output Shaft Removal

1. Output Shaft-Front Bearing 1. Output Shaft

2. Output Shaft 2. Slide Hammer- Tool No. MS 284
3. Front Oil Seal 3. Puller-Tool No. T284-1
4. Front Plate

3. Remove the drive shaft guard. DISASSEMBLY

1. Move the actuating lever to the engaged
(up) position and mark the transfer box
4. Disconnect the drive shaft coupler from housing adjacent to the lever for correct
the transfer box output shaft. re-assembly. Using a suitable pin punch,
remove the lever retaining pin and with-
draw the lever.

5. Disconnect the transmission handbrake

linkage (where fitted).

2. Remove the bolts securing the front

6. Support the weight of the transfer box on
a trolley jack, or similar equipment, and
remove the transfer box to centre housing
retaining bolts.
cover plate and drive shaft guard bracket
and remove the front cover plate, Figure
3.

7. Carefully lower the transfer gear as- 3. Using Puller Tool No. T284-1 and Slide
sembly and withdraw it from the rear axle Hammer Tool No. MS 284, extract the
centre housing. output shaft, Figure 4.

3
--------------------PART10-FRONTAXLE--------------------

Figure 5 Figure 6
Fork Support Shaft Removal Clutch Control Components

1. Fork 1. Clutch Assembly

2. Slide Hammer-Tool No. MS 284 2. Fork Support Shaft
3. Adapter- Tool No. FT284-3 3. Detent Balls and Springs
4. Shaft 4. Detent Adjuster
5. Operating Link and Bias Spring
6. Thrust Washer
7, Roll Pin

4. Loosen the engagement control shaft 8. Remove the two snaprings retaining the
detent adjuster locknut and unscrew the upper brake plate retaining shaft, Figure
adjuster. Using a suitable pin punch, 7, and withdraw the shaft through the
remove the clutch fork support shaft pin. rear of the transfer case.
Withdraw the support shaft using Slide
Hammer Tool No. MS 284 and adaptor
FT284-3. Refer to Figure 5.

5. Lift the clutch fork and clutch compo-

nents out of the transfer box. Remove the
operating link and bias spring. Figure 6.

6. Remove the detent adjuster, detent

springs and balls.

7. Using a suitable pin punch, remove the

idler gear support shaft retaining pin and
withdraw the support shaft through the
rear of the transfer box. The idler gear can
Figure 7
now be withdrawn from the transfer case. Upper Brake Plate Retaining Shaft Removal
Units with handbrake only, follow steps
8 through 12. 1. Retaining Shaft

4
------------------------CHAPTER13------------------------

Figure 8 Figure 10
Idler Gear Support Shaft Retaining Pin Removal Brake Plate Retaining Shaft Removal

1. Support Shaft 1. Lower Shaft

9. Using a suitable pin punch, remove the
idler gear support shaft retaining pin,
Figure 8. Withdraw the support shaft
through the rear of the transfer case.
10. Mark the brake operating lever and
transfer case to facilitate correct re-
assembly, Figure 9. Remove the snapring
from the lever and withdraw the lever
from the transfer case.

11. Using a suitable pin punch, remove the

brake plate retaining shaft pin and extract
the shaft from the rear of the transfer box,
Figure 10.

12. The idler gear and brake assembly can

now be withdrawn from the transfer box,
Figure 11.

Figure 9
Marking Brake Operating Lever
13. Remove the input clutch half with thrust
1. Lever spacer and output shaft rear bearing
2. Chisel outer-race.

5
-------------------PART 10-FRONT AXLE-------------------

Figure 11 Figure 12
Idler Gear and Brake Assembly Removal Front End Plate Oil Seal

1. Splined Shaft 1. Output Shaft Front Bearing

2. Brake Actuator 2. Output Shaft
3. Idler Gear 3. Front Oil Seal
4. Rear Brake Components 4. Front Plate

INSPECTION AND REPAIR
1. Wash all components in a suitable
solvent and air dry.
2. Inspect the front and rear bearings on the
output shaft for wear and looseness, and
renew as necessary.
6. Check the brake discs for wear, scoring or
distortion, individually. Worn or dam-
aged plates will necessitate all plates
being renewed. To separate the brake
actuator, the return springs must be
removed and the halves opened out to
reveal the operating balls located in the
ramped pockets. Inspect the balls for
damage and renew the actuator assembly
if necessary. I nspect the splined sleeve
for damage and renew if necessary.

3. Check the idler gear needle rollers and

the inner bore for wear or damage and
renew both sets if the needles are found
to be faulty. 7. Clean the transfer box housing and check
for cracks or damage, renew if necessary.

4. Check the gears and shafts for wear or

damage to the gear teeth and splines.
Worn or damaged parts must be renewed.
8. Check the clutch control operating link,
fork and coupler for excessive wear and
renew as necessary. Examine the detent
5. Renew the oil seal located in the output balls and springs for wear, cracks or
shaft oil seal housing, Figure 12. damage, renew if necessary, Figure 13.

6
------------------------CHAPTER13------------------------
Figure 13
Clutch Components
1. Clutch Assembly
2. Fork Support Shaft
3. Detent Balls and Springs
4. Detent Adjuster
5. Operating Link and Bias Spring
6. Thrust Washer
7. Roll Pin
RE-ASSEMBLY
The re-assembly procedure follows the
disassembly procedure in reverse. During re-
assembly, observe the following require-
ments.
1. Renew all gaskets.
2. Tighten all bolts and nuts to the correct
torque value, see "Specifications"-
Chapter 15.
3. Difficulties may be encountered when
installing the inner detent ball and spring.
Observe the following procedure:-
(i) Install the fork support shaft. Posi-
tion the shaft so the front edge is
passed to the detent hole, Figure 14.
(ii) With the flat on the shaft positioned
so it faces the inner detent hole,
install the inner ball and spring.
7
Figure 14
Inner Detent Ball and Spring Installation
1. Ball and Spring
2. Fork Support Shaft
3. Fork
4. Flat
(iii) With the spring compressed, move
the fork support shaft to its correct
position.
(iv) Install the roll pin into the fork.
4. Prior to installing the detent adjuster
screw, apply sealant to the screw thread,
see "Specifications" Chapter 15, and
tighten the adjuster screw finger tight.
Move the actuating lever to the disen-
gaged position (down) and attach a
spring balance 0-40 Ib (0-15 kg) to the
end of the lever. Pull on the spring
balance to move the lever to the engaged
position (up) and record the value
attained. Tighten the adjuster screw in
small increments until the pull required to
move the lever from the disengaged to
the engaged position attains the speci-
fied value, see "Specifications" Chap-
ter 15. Install and tighten the adjuster
screw locknut to the specified torque, see
"Specifications" Chapter 15.
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -
5. Re-assemble the brake actuating lever in
the housing ensuring the lever aligns
with the mark on the housing made on
disassembly.
INSTALLATION
Installation of the transfer box follows the
removal procedure in reverse. During install-
ation observe the following:-
8
1. Renew the transfer case to axle centre
housing gasket.
2. Tighten all nuts and bolts to the correct
torque values, see "Specifications"
Chapter 15.
3. With the tractor on level ground, refill the
rear axle with the correct grade and
quantity of new oil, see "Operator's
Manual",
 PART 10
FRONT AXLE
Chapter 14
FRONT WHEEL DRIVE ASSEMBLY-
FORD 2910, 3910,4110 AND 4610
WITH AE1-159 TYPE AXLE
Section
A. FRONT AXLE- DESCRIPTION AND OPERATION
B. FORD 2910, 3910, 4110 AND 4610 AXLE-OVERHAUL
C. FRONT AXLE- REMOVAL AND INSTALLATION
D. FRONT DROP BOX - OVERHAUL
A. FRONT AXLE- DESCRIPTION AND OPERATION
The front axle fitted on the Ford 2910, 3910,
°
4110 and 461 is an AE1-159. The axle has a
track width of 159 em (62.6 in) measured
between the wheel mounting flanges. The
axle design code is stamped on a serial
number identification plate attached to the
right hand side of the front axle and should
be quoted together with the Ford Part
Number whenever ordering spare parts for
servicing the axle.
The axle has a centrally mounted differential
and pivots on bushes located on the differen-
tia
housing to permit front axle articulation
when the tractor is traversing undulating
ground.
1
Page
1
2
17
18
The front axle is driven from the transfer box
by a drive shaft. A front drop box, containing
two meshing gears, connects the drive shaft
to the front axle differential. The front drop
box transmits the drive from the drive shaft,
which passes below the transmission hous-
ing and engine sump, to the higher different-
ial input shaft.
Different gear ratios are available for in-
stallation in the drop box to provide the
correct relative front axle to rear axle speed
for different front and rear tyre size com-
binations. The gear ratio is identified by a
number stamped on the top face of the right
hand axle housing see
"Specifications" - Chapter 1 5.
-------------------PART10-FRONTAXLE-------------------
A self-locking, limited slip differential is
standard and consists of a multi-plate clutch
mounted on each axially moveable side gear.
The limited slip differential operates as
follows:
When one wheel starts to spin on a slippery
surface, the torque reaction on the differen-
tial exerts an outward axial force through the
side gears to pressurise the clutch plates.
Since the outer plates are locked to the
differential case and the inner plates are
splined to the side gears, relative rotation of
the axle shafts is rendered increasingly
difficult as the input torque increases. The
self-locking effect is fully automatic and
requires .no action on the part of the driver.
B. FRONT AXLE-OVERHAUL
PLANETARY DRIVE AND WHEEL HUB
BEARINGS
REMOVAL
1. Position the unit on a hard level surface
and apply the parking brake. Jack up the
front axle and securely support the front
of the tractor. Remove the front wheel.
R-1O-486 G
Figure 1
Axle Hub
1. Planet Gear Carrier Securing Bolts
2. Hub Drain Plug
3. Planet Gear Carrier Assembly
4. Hub
2
At each end of the axle is a hub containing a
planetary reduction gear set. Each hub is
mounted on a steering knuckle connected to
the axle by a pair of swivel pins.
Overhaul of the final planetary reduction gear
set, wheel hub bearings, the steering swivel
pin bearings and axle shafts can be carried
out with the axle in situ on the tractor.
However, overhaul of the differential and
front drop box requires removing the axle
from the tractor.
2. Turn the hub so that the drain plug is at
the lowest position, Figure 1. Remove
the plug and allow the oil to drain into a
suitable receptacle.
3. Remove the planet gear carrier assembly
securing bolts, Figure 1 and withdraw
the planet gear carrier assembly, Figure 2.
Remove the gasket.
Figure 2
Removing Planet Gear Carrier Assembly
1. Planet Gear Carrier Assembly
2. Gasket
3. Sun Gear
-----------------------CHAPTER14-----------------------

R-10-488 G

Figure 3 Figure 4
Removing Hub Support Securing Nut Removing Hub Assembly

1. Hub Nut Spanner, Tool No. FT3139 or 4779 1. Shaft Protector Tool No. 625A or 9212
2. Hub 2. Puller Tool No.1 003 or 9516
3. Hub Assembly

4. Remove the sun gear from the axle shaft,

using Puller Tool No. 1001 or 9196 if
necessary.

5. Using the Hub Nut Spanner, Tool No.

FT3139, or 4779 remove the hub support
slotted securing nut, Figure 3.

6. Draw off the complete hub assembly

using puller Tool No.1 003 or 9516, and
Shaft Protector Tool No. 625A or 9212,
Figure 4.

DISASSEMBLY
R-10-490 G
1. Drive out the planet gear shaft retaining
roll pins and press out the planet gear Figure 5
shafts. Withdraw the planet gears and Planet Gear Carrier Assembly
thrust washers from the carrier assembly,
1. Planet Gear Shafts
Figure 5. 2. Planet Gear Thrust Washer
3. Planet Gear
NOTE: Care must be taken in removing the 4. Washers
planet gears to prevent dislodging the roller 5. Planet Gear Thrust Washer
6. Roller Bearings
bearings located in the planet gear bores.
7. Planet Gear Assemblies
8. Sun Gear Thrust Washer
2. Press out the hub support and planetary 9. Planet Gear Carrier
ring gear assembly from the hub. 10. Planet Gear Shaft Retaining Roll Pins

3
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -

R-10-491 G

Figure 6 Figure 7
Hub Outer Bearing Removing Hub Inner Bearing

1. Bearing Securing Snapring 1. Shaft Protector Tool No. 625A or 9212

2. Hub 2. Puller Tool No.1 003 or 9516
3. Hub Outer Bearing 3. Pulling Attachment Tool No. 952 or 9526
4. Hub Inner Bearing

3. Remove the hub outer bearing securing 2. Inspect the hub bearings and the planet
snapring from within the hub, Figure 6, gear roller bearings for wear or damage
and drive out the bearing from the hub. and renew if necessary.

4. Remove the hub inner bearing from the
stub axle using Pulling Attachment, Tool
No. 952 or 9526, Puller, Tool No.1 003 or
9516 and Shaft Protector, Tool No. 625A
or 9212, Figure 7.
5. Remove the oil seal and felt dirt seal
located behind the hub inner bearing.
6. Remove the snapring securing the hub
support to the planetary ring gear and
separate the hub support from the ring
gear.
3. Examine the sun gear, ring gear and
planet gears for wear of the teeth and
renew if necessary.
4. The planet gear thrust washers and sun
gear thrust washers must be renewed if
sign of wear is evident.
5. Renew the hub oil seal and felt dirt seal
for re-assembly. Remove the hub
breather located beneath the shield,
Figure 8, and ensure the breather is not
blocked.

RE-ASSEMBlY
INSPECTION AN D REPAIR
1. Install the new felt dirt seal and oil seal
1. Wash all components in a suitable onto the stub axle and drive the inner hub
solvent and air dry. bearing into position, Figure 8.

4
------------------------CHAPTER14------------------------

Figure 8 Figure 9
Hub Inner Bearing Installation Hub Support and Planetary Ring Gear

1. Hub Breather Shield 3. Oil Seal 1. Insert 3. Hub Support

2. Hub Inner Bearing 4. Felt Dirt Seal 2. Planetary Ring Gear

2. Locate the hub support in the planetary
ring gear and secure with the snapring.
Locate the insert in the hub support,
Figure 9.
3. Locate the hub outer bearing in the hub
and secure with the snapring, Figure 6.
2. Secure the hub assembly with the slotted
hub nut and tighten using the Hub Nut
Spanner, Tool No. FT3139, or 4779 to
the torque specified in "Specifica-
tions" Chapter 15.

4. Press the hub support and planetary ring

gear assembly into the hub.

5. Re-assemble the planet gears, shafts and

thrust washers and press the gear shafts
into position securing with the roll pins. If
necessary hold the gear needle bearings
in position with grease.

NOTE: The sun gear thrust washer must be

installed prior to installation of the planetary
gears.

INSTALLATION

1. Locate the spacer on the hub support,

Figure 10
within the hub, with the chamfered end
Hub Assembly Installation
towards the inner bearing and slide the
hub assembly onto the stub axle, Figure 1. Hub Assembly 3. Stub Axle
10. 2. Spacer

5
--------------------PART10-FRONTAXLE--------------------
R-10-496
Figure 11
Axle Hub
1. Hub 3. Stub Axle Securing Nuts
2. Drain Plug 4. Hub Breather Shield
3. Locate the sun gear on the axle shaft.
4. Position the gasket on the planet gear
carrier and install the planet gear carrier
assembly onto the hub, ensuring that the
drain plug is adjacent to the cut-out in
the hub. Install the securing bolts and
tighten to the specified torque, see
"Specifications" - Chapter 15.
5. Install the front wheel, position the hub
with the letter 'F' upright and remove the
tractor from the supports. Refill the hub
with oil of the correct specification, see
"Operators Manual" and install the
drain/level plug.
AXLE SHAFTS
Access to the axle shafts can either be gained
by separating the hub stub axle and hub
assembly from the swivel casing, after
removing the circle of securing nuts, or by
withdrawing the steering swivel pins and
separating the .hub and swivel casing from
the axle. Removal of the swivel pins is
covered in the "STEERING SWIVEL PIN
BEARINGS" section of this Chapter.
G
Figure 12
Stub Axle Removal
1. Jacking Bolt 3. Sling
2. Swivel Casing
Unless overhaul of swivel pin bearings is also
required, access to the drive shaft is achieved
by the following procedure.
REMOVAL
1. Position the unit on a hard level surface
and apply the parking brake. Jack up the
front axle and securely support the front
of the tractor. Remove the front wheel.
2. Position the hub with the drain plug at
the lowest position and drain the oil,
Figure 11. Support the hub using suitable
equipment and remove the stub axle
securing nuts and lift off the hub breather
shield.
3. Insert two suitable bolts into the two
threaded jacking holes, Figure 12, and
evenly tighten the bolts to separate the
stub axle from the swivel casing.
6
------------------------CHAPTER14------------------------

Figure 13 Figure 14
Axle Shaft Installation Removing Axle Shafts

1. Bearing Locating Pin Upper 1. Slide Hammer- Tool No. MS284

2. Swivel Casing 2. Axle Shaft Remover - Tool No. FT284-1 or 4773
3. Axle Shaft 3. Axle Shaft

4. Slacken the lock nuts on the two axle NOTE: Overhaul of the two universal joints
shaft bearing locating pins, Figure 13, located in the axle shaft follows conventional
and using an hexagonal key remove the workshop practice.
bearing locating pins.

NOTE: Only the upper locating pin is shown

in Figure 13. The lower pin is directlv
opposite the upper pin, on the lower surface
of the axle and this must be removed prior to
axle shaft removal.

5. Locate the Axle Shaft Remover, Tool No,

FT284-1 or 4773, on the end of the axle
shaft, Figure 14, and tighten the bolts
onto the waisted section of the shaft.
Attach the Slide Hammer, Tool No.
MS 284, to the Axle Shaft Remover and
withdraw the axle shaft from the axle.

DISASSEMBLY
Figure 15
Axle Shaft
1. Remove the snapring securing the bear-
ing on the axle shaft, Figure 15, and 1. Axle Shaft 3. Axle Shaft Bearing
remove the bearing. 2. Universal Joints 4. Snapring

7
--------------------PART10 FRONTAXLE--------------------

Figure 16 Figure 17
Installing Axle Shaft Oil Seal Stub Axle Seals
(Swivel Casing Removed for Clarity)
1. Stub Axle
1. Driver Handle-Tool No. MS550 2. Felt Dirt Seal
2. Oil Seal Replacer-Tool No. FT3140 or 4780 3. Oil Seal
3. Axle Shaft Oil Seal 4. Bushing

INSPECTION AND REPAIR RE-ASSEMBLY

1. I nspect the axle shaft oil seal located in 1. Install the bearing on the axle shaft and
the axle housing and if worn or damaged secure with the snapring.
remove. Lubricate the new oil seal and
locate the oil seal on the Oil Seal
Replacer, Tool No. FT3140 or 4780.
Install Driver Handle, Tool No. MS550,
INSTALLATION
into the Oil Seal Replacer, Figure 16 and
locate the oil seal in the axle housing. The
1. Installation follows the removal pro-
Oil Seal Replacer ensures that the oil seal
cedure in reverse. Tighten the two axle
is correctly located in the axle housing.
shaft bearing locating pins and secure
with the lock nuts tightened to the
specified torque, see "Specifications"
Chapter 15. Also tighten the stub axle
2. I nspect the oil seal, felt dirt seal and securing nuts to the specified torque.
bushing located in the stub axle, Figure
17. If either the seals or bushing is worn
or damaged remove and renew.
2. Refill the hub with oil of the specified
grade and install the front wheel. Check
the differential oil level and add oil if
3. I nspect the splines on the axle shaft for necessary, see "Operators Manual" for
wear and renew if necessary. Renew the oil grades.
axle shaft bearing if worn or damaged.

8
-----------------------CHAPTER14-----------------------

Figure 18 Figure 19
Steering Swivel Pin Installation Steering Swivel Pin Removal

1. Steed ng Arm 3. Swivel Casing 1. Sling 3. Swivel Pin Remover-

2. Lower Cover 4. Dowels 2. Hub Assembly Tool No. FT3134 or 4774

STEERING SWIVEL PIN BEARINGS 3. Support the hub assembly using suitable
equipment. I nstall the centre threaded
screw of the Swivel Pin Remover, Tool
No. FT3134 or 4774, into the lower
swivel pin and withdraw the pin and
swivel bearing by tightening the nut,
Figure 19. (Removal of upper swivel pin
REMOVAL shown for clarity).

1. Position the unit on a hard level surface

and jack up the front axle. Securely
support the front of the tractor and 4. Ensure the weight of the hub is sup-
remove the front wheel. ported by the lifting equipment and
remove the upper swivel pin and bearing.

5. Slide the hub assembly from the axle

shaft.
2. Disconnect the steering drag link from
the steering arm. Remove the bolts
securing the steering arm and lower
cover to the swivel casing, Figure 18, and DISASSEMBLY
remove. Collect all shims located be-
tween the cover, steering arm and steer- 1. Using a suitable press and Pulling
ing swivel pins. Remove the two dowels Attachment, Tool No. 951 or 9190,
from the upper surface of the swivel separate the bearings from the swivel
casing. pins.

9
--------------------PART10-FRONTAXLE--------------------

INSTALLATION

1. If removed install the axle shaft following

the procedure outlined previously in this
Chapter.

2. Slide the hub assembly onto the end of

the axle shaft and align the swivel pin
bores with the bores in the axle housing.

3. Drive in the two swivel pin and bearing

assemblies using a soft faced mallet.
Install the two dowels in the bores on the
Figure 20 upper surface of the swivel casing.
Swivel Pin Bearing Cups

1. Swivel Pin Bearing Cup

2. Grease Retaining Plug
4.
2. To remove the swivel bearing cups the
axle shaft must first be removed. Refer to
the previous section for the axle shaft
removal procedure. Drive the grease
retaining plug, Figure 20, inwards from
the bores in the axle casing and then drive
the bearing cups out from the bores.
INSPECTION AND REPAIR
If the original bearings and components
are re-installed the original shims located
between the lower cover/steering arm
and swivel pin must be installed.
If a new bearing or other components are
installed the following shimming pro-
cedure must be carried out.
(i) Install the lower cover without
shims and tighten the securing bolts
to the specified torque see "Specifi-
cations" Chapter 15.

1. Inspect the swivel bearings and cups

replacing if worn or damaged. Renew the
'a' ring seal located on the swivel pins.
RE-ASSEMBLY
(ii) Locate a shim pack of 3.0 mm onto
the upper swivel pin, install the
steering arm and tighten the secur-
ing bolts to the specified torque.

1. Drive the swivel bearing cups into posi-

tion using a Step Plate Tool No. 630S or (iii) Measure the gap between the steer-
9210 and install the grease retaining ing arm and the swivel casing using
plugs. Fill the plug with grease to the a feeler gauge, Figure 21.
specified grade, see "Operators Manual".

(iv) Subtract the gap measurement from

2. Install the swivel bearings onto the 3.0 mm to establish the total thick-
swivel pins. ness of shims required.

10
-----------------------CHAPTER14-----------------------
Figure 21
Swivel Bearing Shim Measurement
1. Feeler Gauge
2. Swivel Casing
3. Steering Arm
(v) Divide the shim thickness by two
and locate the shim packs between
the lower cover and lower swivel pin
and the steering arm and upper
swivel pin.
NOTE: A difference of up to 0.5 mm
between the two shim pack thicknesses is
allowed on assembly.
5. Tighten the lower cover and steering arm
securing bolts to the specified torque, see
"Specifications" - Chapter 15.
6. Reconnect the steering drag links to the
steering arm, install the front wheel and
remove the jacks.
Check the hub and differential oil levels
and add oil if necessary, see "Operators
Manual" for oil grade.
11
Figure 22
Removing Pinion Nut
1. Oscillation Bearing
2. Differential Securing Nuts
3. Pinion Nut Spanner- Tool No. FT3136 or 4776
01 FFER ENTIAL
Overhaul of the differential necessitates
removal of the front axle from the tractor.
Remove the front axle following the pro-
cedure described in Section C - "FRONT
AXLE REMOVAL AND INSTALLATION" of
this Chapter.
DIFFERENTIAL REMOVAL
1. Prior to axle disassembly the pinion shaft
nut should be slackened using the Pinion
Nut Spanner, Tool No. FT3136 or 4776,
Figure 22.
2. Remove the two axle shafts following the
procedure described in the relevant pre-
vious section of this Chapter.
3. Remove the differential securing nuts,
Figure 22, and withdraw the differential
assembly. Remove the oscillation bearing
and thrust washer from the differential
casing.
--------------------PART10 FRONT AXLE--------------------

R-1Q-508.

Figure 23 Figure 24
Differential Assembly Differential Casing

1. Bearing Cap 4. Pinion Shaft 1. Differential Casing Securing Bolts

2. Locking Clip 5. Housing to Cap Mark 2. Differential Bearing
3. Ring Nut 3. Securing Bolts Locking Washer
4. Differential Casing

DISASSEMBLY

1. Remove the two locking clips, Figure 23,

and unscrew the ring nuts. Mark the
bearing caps for re-assembly, remove the
bearing cap securing nuts and lift off the
bearing caps. Remove the differential
from the housing.

2. Mark the two halves of the differential

casing to ensure correct alignment on re-
assembly. Release the locking washers
from the differential securing bolts,
Figure 24, and remove the bolts.

Figure 25
Separating Differential Casing

3. Separate the two halves of differential 1. Differential Casing

2. Bevel Pinion Gear and Thrust Washer
casing Figure 25, and lift out the side
3. Crown Wheel
gears with mUlti-plate clutch pack, bevel 4. Differential Spider
pinion gears, thrust washers and the 5. Side Gear and Clutch Pack
differential spider. 6. Alignment Marks

12
------------------------CHAPTER14------------------------

Figure 26
Differential Assembly- Exploded View

1. Bearing Cup 8. Bearing Cup

2. Securing Bolt 9. Differential Casing
3. Lock Washer 10. Clutch Pack
4. Thrust Washers 11. Side Gears
5. Bevel Pinion Gears 12. Clutch Pack
6. Differential Spider 13. Differential Casing
7. Differential Bearing 14. Crown Wheel

4. Drive the two differential bearings from INSPECTION AND REPAIR

the casings and separate the crown
wheel from the casing. Refer to Figure 26 1. Clean all the components in a suitable
for parts identification. solvent and air dry.

5. Remove the pinion shaft nut and separate

the bearings, spacer and shims from the 2. Check the condition of the crown wheel
pinion shaft. Drive the bearing cups from and pinion. If worn or damaged the
the differential housing. See Figure 27 for crown wheel and pinion must be renewed
parts identification. as a pair.

13
-------------------PART10-FRONTAXLE-------------------

Figure 27
Differential Pinion Assembly- Exploded View

1. Pinion Shaft 6. Pinion Nut

2. Shim 7. Pinion Bearing
3. Bearing Cup 8. Shim
4. Differential Housing 9. Spacer
5. Bearing Cup 10. Pinion Bearing

3. Inspect all bearings for wear, scoring and RE-ASSEM BLY

damaged rollers. If worn or damaged the
bearings must be renewed. 1. Prior to re-assembly coat all components
with oil.

4. Examine the bevel pinion gears, thrust
washers and the differential spider for
wear, scoring or other damage.
5. Inspect the side gears, including the
splines, for wear and damage. Check the
limited slip clutch plates for wear, scoring
and damage and renew as necessary.
6. Visually check the condition of the
differential casing and differential hous-
ing and renew if necessary.
2. Install the limited slip differential multi-
plate clutch pack onto the side gears prior
to re-assembly. Each pack consists of 4
rotating discs internally splined to the
side gears and 5 fixed discs locked to the
differential casing. To ensure the clutch
pack locks up correctly, the overall
thickness of each clutch pack is con-
trolled by a spacer. The spacer is similar to
the internally splined plates, but has
friction material on one side only. The
spacers are located against the side gears
and are available in two sizes - 2.9 mm
(0.114 in) and 2.8 mm (0.110 in).

14
-----------------------CHAPTER14-----------------------
3. When checking each clutch pack, mea-
sure the total thickness, including spacer,
and if the measurement is not between
the specified value, see "Specifica-
tions" Chapter 15, adjust by selecting
another spacer. If the measurement is still
outside the specified value, see "Specifi-
cations" Chapter 15, renew the clutch
plates.

4. Re-assemble the differential side gears

with the clutch packs, bevel pinion gears,
differential spider, thrust washers and
differential casing, aligning the reference
marks, refer to Figure 26 for part identifi-
cation. Figure 28
Pinion Setting Gauge

1. Depth Gauge
5. Install the differential casing securing 2. Bar Gauge- Part of Tool No. T3135
3. Pinion Shaft Bearings
bolts, tighten to the specified torque, see
4. Pinion Setting Gauge- Tool No. T3135
"Specifications" - Chapter 15, and lock 5. Differential Housing
with the lock washers. I nstall the two
differential bearings on the casing.

(iii) Install the two differential bearing

caps and tighten the securing nuts
6. If either the crown wheel and pinion, the
to the specified torque, see "Specifi-
pinion bearings or the differential hous-
cations" - Chapter 15.
ing has been renewed the following
procedure must be followed to determine
(iv) Locate the bar of the Pinion Setting
the thickness of shims to be located on
Gauge Tool No. FT3135 or 4775 in
the pinion shaft. If these components are
the bearing bore, Figure 28 and
not renewed, re-assemble the pinion
using a depth gauge measure the
shaft components following the dis-
dimension 'B'. Also measure the
assembly procedure in reverse.
diameter of the bearing bores 'A'.

(v) Determine the shim thickness using

(i) I nstall the pinion bearings in the the following calculations:
differential housing, the wider bear-
ing is located in the housing adja- (a) C = B 25.0 mm (dia. of bar)
cent to the differential. Ensure that +~
the bearing cups are fully seated in 2
the housi ng.
(b) Shim thickness C - dimen-
sion on pinion face.

(ii) Secure the bearing in position with
the Pinion Setting Gauge, Tool No.
FT3135 or 4775, Figure 28, the disc
with the cut-out being located on
the inner bearing.
Select a shim from the range avail-
able, see "Specifications" Chap-
ter 15 and install on the pinion shaft
with the chamfer adjacent to the
pinion gear.

15
- - - - - - - - - - PART 10
Figure 29
Measuring Pinion Shaft Backlash
1. Dial Indicator 3. Differential Housing
2. Pinion Shaft
(vi) Remove the Pinion Setting Gauge
and press the inner bearing onto the
pinion shaft. I nstall the pinion shaft
in the housing and install the spacer,
the thickest shim available, (See
"Specifications" ~ Chapter 15), the
outer bearing and the pinion nut
onto the shaft.
(vii) Tighten the pinion nut to the speci-
fied torque see "Specifications"
Chapter 15,
NOTE: To tighten the pinion nut the differ-
ential must be assembled temporarily.
(viii)Using a dial indicator on the pinion
face, Figure 29, record the clearance
by moving the pinion backwards
and forwards.
16
FRONT AXLE - - - - - - - - - -
Figure 30
Checking Pinion Shaft Bearing Pre-Load
1. Spring Balance 3. Differential Housing
2. String 4. Pinion Shaft
(ix) To calculate the thickness of shims
to install between the pinion shaft
outer bearing and spacer add the
measured clearance to the required
bearing pre-load of 0.05 mm and
subtract this total from the thickness
of shim installed for the clearance
measurement. Install a shim of re-
quired thickness from the range
available, see "Specifications"-
Chapter 15.
(x) Check the pinion shaft bearings pre-
load using a spring balance. Wrap a
length of string around the pinion
shaft splines and attach to a spring
balance, Figure 30. Ensure the string
is only of single thickness on the
shaft and measure the effort re-
quired to slowly turn the shaft.
Compare the effort with the speci-
fied figures, see "Specifications"-
Chapter 15 and if necessary repeat
steps (vi) to (ix).
-----------------------CHAPTER14-----------------------
Figure 31
Crown Wheel to Pinion Backlash
1. Dial Gauge 3. Ring Nut
2. Crown Wheel
7. Locate the differential assembly in the
housing, install the bearing cups and
hold in position with the bearing caps,
finger tightening the securing nuts.
8. Install the ring nuts and adjust the
position of the differential to provide the
correct backlash between the crown
wheel and pinion.
C. FRONT AXLE- REMOVAL AND INSTALLATION
REMOVAL
1. Position the unit on a hard level surface
and apply the parking brake.
2. Disconnect the steering drag link from
the steering arm.
17
9. Measure the backlash on the crown
wheel using a dial indicator, Figure 31
and compare with the specified
value - see "Specifications" - Chapter
15. With the differential correctly posi-
tioned and the ring nuts tightened to
provide no end play, further tighten the
ring nut on the crown wheel side by two
notches to pre-load the bearings.
10. Tighten the bearing cap securing nuts to
the specified torque, see "Specifica-
tions" - Chapter 15. Install the two ring
nut locking clips.
INSTALLATION
1. I nstallation of the differential follows the
removal procedure in reverse. Tighten all
nuts to the specified torque, see "Specifi-
cations" - Chapter 15.
2. Replace the front axle following the
procedure outlined in Section C "FRONT
AXLE REMOVAL AND INSTALLA-
TION" of this Chapter. Refill the axle
differential with oil to the specified grade,
see "Operators Manual", check the oil
levels in the axle hubs and refit the front
wheels.
3. Remove the drain plugs from the drop
box casing and the front axle and allow
the oil to drain into a suitable receptacle.
4. Remove the drive shaft guard.
-------------------PART10-FRONTAXLE-------------------
5. Remove the drive shaft coupling retain-
ing bolts, slide the couplings from the
transfer box output shaft and drop box
input shaft ends. Remove the drive shaft
centre bearing retaining bolts and lower
the drive shaft.
6. Using suitable lifting equipment, support
the front of the tractor, the support being
clear of the front axle and drop box, and
remove the front wheels.
7. Support the front axle and remove the
eight retaining bolts. Withdraw the axle
and drop box from the tractor and mount
them on a suitable stand.
8. Withdraw the front support pad from the
axle and remove the thrust washer.
9. Remove the grease fitting bolt from the
pad and withdraw the inner and outer
oscillation bushes from the pad.
D. FRONT DROP BOX-OVERHAUL
REMOVAL
1. Remove the Front Axle, see previous
section lie - FRONT AXLE - REMOVAL
AND INSTALLATION".
2. Withdraw the drop box from the front
axle and remove the thrust washer.
18
INSTALLATION
Installation of the axle follows the removal
procedure in reverse. On installation observe
the foHowing requirements:-
1. Lubricate all bushings with specified
grease, see "Operator's Manual".
2. Tighten all bolts to specified torque, see
"Specification" - Chapter 15.
3. Refill the front axle with the specified
grade and quantity of oil, see "Operator's
Manual".
NOTE: The front axle also fills the front drop
box.
("
4. Check, and if necessary, adjust the toe-in
setting, see "Operator's Manual" for
specification.
3. Remove the grease fitting bolt and
withdraw the oscillation bush from the
casing. Remove the '0' ring oil seal from
the casing.
DISASSEMBLY
1. Remove the drive shaft guard bracket
bolts and remove the bracket.
-----------------------CHAPTER14-----------------------

.......---0

R-10-514 G

Figure 32
Drop Box Components

1. Snapring 10. Drop Box Casing

2. '0' Ring Oil Seal 11. '0' Ring Oil Seal
3. Felt Seal 12. Oscillation Bush
4. Lip Oil Seal 13. Grease Fitting
5. Front Bearing 14. Fitting Bolt
6. Input Shaft 15. Driven Gear
7. Drive Gear 16. Stud
8. Spacer 17. Spring Clip
9. Rear Bearing 18. Seal Carrier

2. Using suitable snapring pliers, remove
the snapring from the rear of the drop box
casing. Refer to Figure 32 for parts
identification.
5. Using Slide Hammer Tool No. MS284
and Puller Tool No. T284-1 or 4773,
withdraw the input shaft and bearing
from the drop box. Remove the drive gear
and spacer from the front of the drop box
casing.

3. Secure two bolts of suitable thread size
into the shaft seal carrier and using two
pri-bars, carefully withdraw the seal
carrier.
4. Remove the '0' ring oil seal from the drop
box casing.
6. Using a suitable Bearing Puller, with-
draw the front bearing through the rear of
the drop box casing.
7. Remove the spring clip from the driven
gear to pinion shaft retaining stud and
remove the stud. The driven gear can
now be removed from the front axle
pinion shaft.

19
--------------------PART10-FRONTAXLE--------------------
INSPECTION AND REPAIR
1. Clean all components in a suitable
solvent and air dry.
2. Inspect both gears for wear or damage to
the teeth and splines and renew as
necessary.
3. Examine the input shaft for wear or
damage to the splines and renew as
necessary.
4. Examine the bearings for wear or dam-
age, if worn or damaged the bearings
must be renewed. The rear bearing can, if
necessary, be removed from the input
shaft using Pulling Attachment Tool No.
952 or 9526 and a press.
5. Renew the '0' ring oil seals, lip seal and
felt washer for, re-assembly.
RE-ASSEMBLY
1. Coat all components with oil prior to re-
assembly.
2. I nstall the front bearing into the drop box
casing. Refer to Figure 32 for parts
identification.
20
3. Positi'on the spacer and drive gear onto
the bearing and install the input shaft and
rear bearing into the casing, locating the
shaft through the drive gear into the front
bearing.
4. Install the new '0' ring oil seal into the
rear of the drop box casing.
5. Fit the new lip oil seal and felt seal into
the seal carrier and install the carrier into
the drop box casing.
6. Install the snapring and secure the guard
bracket to the casing.
7. Install the driven gear onto the front axle
pinion shaft. Secure with the retaining
stud onto the waisted section of the shaft
and install the spring clip over the stud.
8. Install the new '0' ring seal into the front
of the drop box casing and locate the
bush into the casing, securing with the
grease fitting bolt.
INSTALLATION
I nstallation of the drop box follows the
removal procedure in reverse. Tighten all
bolts to the specified torque, see "Specifi-
cations" - Chapter 15, and refill the front
axle with the specified grade and quantity of
oil, see "Operator's Manual".
 PART 10
FRONT AXLE

Chapter 15
SPECIFICATIONS AND SPECIAL TOOLS
FRONT WHEEL DRIVE AXLE
FORD 2910,3910,4110, AND 4610
WITH AE1-159 TYPE AXLE
AND ASSOCIATED TRANSFER BOX

Section Page
A. SPECIFICATIONS
B. SPECIAL TOO LS 4

A. SPECIFICATIONS

TRANSFER BOX Driven from rear axle centre housing. Front

axle drive engaged or disengaged by means
of a spring loaded "dog" clutch.

TRANSFER BOX RATIO 1.5:1

FRONT AXLE TYPE Double reduction, hypoid Type AE1 -159

AXLE RATIO
Overall 15.984:1
Differential 3.875:1
Planetary Gear 4.125:1

FRONT DROP BOX

REDUCTION RATIOS RATIO DRIVE DRIVEN RATIO
TEETH TEETH NUMBER
The front drop box ratio may be varied to suit 1.125:1 24 27 17
particular front to rear tyre combinations 1. 08:1 25 27 18
1. 04:1 25 26 19

1
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -

OIL CAPACITIES
Front Axle and Differential 5.5 Litres
9.8 Imp. Pints
11.6 U.S. Pints

Hub Each 0.9 Litres

1.6 Imp. Pints
1.9 U.S. Pints

Drop Box Lubricated by overflow from front axle

Transfer Box Lubricated by overflow from rear axle

LUBRICANTS

Fill with the correct grade, quantity and type of oil as specified in the relevant Ford Tractor
Operator's Manual.

THREAD SEALANT

To Ford specification-SJM. 4G. 9102A (Loctite 573).

CLEARANCES AND TOLERANCES

PINION SHAFT BEARING PRELOAD 0.05 mm (0.0002 in) Preload

Shims located between the rearmost Equivalent to the following spring balance
pinion bearing and spacer reading whilst rotating the pinion by means
of a cord coiled around the pinion shaft:

0.36 Kgf (0.8 Ibf)

Shim sizes available:

From 2.5 mm (0.098 in) to 3.4 mm (0.134 in)

in 0.05 mm (0.002 in) increments

CROWN WHEEL TO PINION BACKLASH

Adjustment by slotted nut on each

differential bearing 0.25 mm (0.010 in)

LIMITED SLIP DIFFERENTIAL

CLUTCH PACK WIDTH 16.4 17.0 mm (0.65 - 0.67 in)

2
-----------------------CHAPTER15-----------------------

SWIVEL PIN BEARING PRELOAD Zero preload

Shim located under bearing cap Shim sizes available:

0.1 mm (0.004 in)

0.3 mm (0.012 in)
0.5 mm (0.020 in)

TRANSFER BOX ACTUATING LEVER PRE-LOAD

Adjustment by detent adjuster screw Equivalent to the following spring balance

reading whilst moving the actuating lever 12
Kgf. (26 Ibf)

TORQUE SPECIFICATIONS

FRONT AXLE Nm Mkg Ibf.ft

Hub Securing Nut (Slotted) 700 71.0 520

Planet Gear Carrier Securing Bolts 70 7.1 52
Hub Drain/Filler Plug 60 6.1 44
Front Wheel Nuts 140 14.3 103
Swivel Pin Cover Securing Bolts 90 9.2 66
Steering Arm Securing Nuts 160 16.3 118
Axle Shaft Bearing Retaining Pin
Lock Nuts 182 18.4 132
Stub Axle Securing Nuts 87 9.0 64
Differential Locking Clip Bolt 10 1.0 7
Differential Casing Securing Bolts 48 5.0 36
Differential Housing Securing Nuts 87 9.0 64
Differential Bearing Cap Securing Nuts 130 13.2 96
Differential Pinion Nut* 450 45.9 330
Drop Box Securing Bolts 325 33.0 240
Front Axle Pad Securing Bolts 325 33.0 240
Axle Drain and Filler Plugs 60 6.1 44
Steering Arm/Drag Link Nut 120 12.2 88
Track Rod Lock Nuts 140 14.3 103
Drive Shaft Coupling Bolts 60 6.1 44

* Use Pinion nut spanner Tool No. FT3136 or 4776 and a torque wrench set to a torque of 285
Ibf.ft (386 Nm, 40 Mkg) to apply the correct torque on the pinion nut.

TRANSFER CASE Nm Mkg Ibf.ft

Output Shaft Cover Plate Bolts 24 2.4 17

Transfer Case Securing Bolts 48 4.9 35
Detent Adjuster Locknut 9 1.0 6

3
- - - - - - - - - - PART 10- FRONT AXLE - - - - - - - - - -

B. SPECIAL TOOLS

Description Churchill Nuday

Tool No. Tool No.

Slide Hammer MS284

Axle Shaft Remover FT284-1 4773
Adaptor FT284-3
Drive Handle MS550
Shaft Protectors 625A 9212
Step Plate Adaptors 630S 9210
Pulling Attachment (Small) 951 9190
Pulling Attachment (Large) 952 9526
Puller Single End Arm (Large) 1003 9516
Stub Axle Swivel Pin Remover FT3134 4774
Pinion Setting Gauge FT3135 4775
Pinion Nut Spanner FT3136 4776
Hub Nut Spanner FT3139 4779
Axle Shaft Oil Seal Replacer Adaptor FT3140 4780

4
 PART 10
FRONT AXLE
Chapter 16
FOUR WHEEL DRIVE FRONT AXLE TRANSFER BOX
FORD 5610, 6610, 7610, 7710, 7910 AND 8210
WITH CARRARD 709/19, 709/19-S2 AND
715/20 TYPE AXLES
Section
A. TRANSFER BOX - DESCRIPTION AN D OPERATION
B. TRANSFER BOX-OVERHAUL
A. TRANSFER BOX - DESCRIPTION AND OPERATION
The transfer box assembly is mounted
under the rear axle centre housing and,
through a universally jointed drive shaft,
connects the output from the front main
transmission to the front driven axle. The
drive shaft passes along the central axis
of the tractor.
All transfer boxes are identical in construc-
tion with the exception ofthe internal gear
ratio. Different ratios are required to suit
the various front and rear tyre sizes. The
ratio is stamped on the forward face of the
housing below the output shaft.
1
Page
1
3
The transfer box features a simple dog
type clutch to engage the drive to the front
axle. Activation of the dog clutch is by hyd-
raulic pressure taken from the indepen-
dent power take off and dual power cir-
cuits.
Figure 1 shows in cutaway form the com-
ponents of the transfer box. A helical gear
mounted on the rear axle pinion shaft
transmits the drive through a mating heli-
cal idler gear carried in two taper roller
bearings in the transfer box to a third gear
on the lower shaft. The gear ratio of the
assembly is determined by the number of
teeth on the lower output gear.
. . . . . . . . . . . . . . . . . . . . PART10-FRONTAXLE . . . . . . . . . . . . . . . . . .. .
Figure 1
Transfer Box Assembly - Cutaway View
1. Sliding Clutch 4. Solenoid Valve
2. Coil Springs (4 off) 5. Electrical Feed Connection
3. Output Shaft 6. Hydraulic Oil Connection
The lower shaft is supported in two taper
roller bearings and has a sliding dog clutch
splined to its central portion. The driven
gear carries a mating dog clutch and when
not engaging with the sliding component
is free to rotate on the shaft. The clutch is
engaged by four radially positioned
springs and released by hydraulic pressure
signalled by an electrical switch on the
instrument panel.
An electro-solenoid valve directs hydraulic
oil from the independent power take off
2
1
7. Sealing Rings 10. Oil Transfer Tube
8. External Oil Tube 11. Driven Gear
9. Double Check Valve 12. Idler Gear
and dual power circuits via an external
tube to the rear end plate of the transfer
box. When the solenoid is actuated, oil
flow is directed through the short transfer
tube to the central bore of the lower shaft.
A moving double check valve positioned
in this central bore moves forward and the
pressured oil flow passes through the
centre of the valve byJifting the inner check
ball off its seat, oil flow then reaches
chamber 'A', Figure 2, which is sealed by
_ _ _ _ _ _ _ _ _ _ _ _ CHAPTER 16 _ _ _ _ _ _ _ _ _ __

1
Figure 2
Clutch Operation - Schematic View
(Inset showing clutch engagement)

1. Driven Gear 4. Return Springs (4 off) 7. Oil Exhaust Route

2. Oil Transfer Tube (inlet) 5. Spring Keeper Plate 8. Check Valve (ball seated,
3. Check Valve (ball unseated) 6. Sliding Clutch valve moved rearwards)

two rings, and expands the chamber, mov-
ing the sliding clutch element against the
radially positioned springs and out of
engagement with the dog teeth on the
gear. The gear is now free to rotate on the
shaft and the drive to the front axle is dis-
connected.
When the electrical circuit is broken, the
solenoid is deactivated, hydraulic pressure
collapses within the feed lines and within
chamber 'A', and the spring pressure
forces the sliding clutch element towards
the driven gear. As the sliding clutch
moves, discharging oil slides the whole
check valve rearwards; the Inner primary
check ball does not allow oil to pass
through the valve centre and this causes
the whole valve to slide rearwards. This
·movement exposes a large exhaust path,
through radial drillings in both the shaft
and the gear to the rear axle reservoir and
permits a rapid engagement of the clutch.
A small amount of oil is also initially
exhausted through the solenoid to allow
the check valve to move.

B. TRANSFER BOX - OVERHAUL

REMOVAL 3. Disconnect the drive shaft from the

front axle input flange coupling, and
1. Park the tractor on a hard level surface on Ford 7910 and 8210 models, discon-
and block the wheels. nect the central bearing support from
the tractor. Slide the rear coupling from
the transfer box output shaft and
remove the drive shaft. Refer also to
2. Rem