Ford 2000 live PTO

I was wondering about how reliable live PTO is this tractor I'm looking at has this option. Does this cause problem, does this make repair more costly and difficult and what would be most likely to wear out.

The double clutch is probably just as reliable as any single clutch tractor.
Costs more to replace than a single.
Just guessing on prices here but single costs $150 - $200.
Dual clutch probably double that.
No real difference in the work involved.

I have heard of double clutch but what does that exactly mean? Hope that's not too stupid a question just trying to picture it in my head is there a diagram I can look at?

on a non independent pto setup:

single clutch: you step on clutch, tractor drivetrain AND pto stop

dual clutch: you start stepping on clutch and part way down you feel a detented area, drivetrain stops, but pto keeps spinning, keep stepping on the clutch, and finally pto stops.

Dual clutch may be usefull for someone running a mower, tiller or hay bailer, so if you need to clutch to shift gears, start motion from a stop, or come to a stop, your pto load can continue running. Hay machine is an important one. if it starts to plug, you need to stop forward motion and let it swallow the load .. with dual clutch, you go halfway, tractor motion stops, pto stays going and the bailer hopefully swallows the plug, on a single stage clutch, if you simply clutched, pto would stop too and then you'd be in a mess. running a single stage and a bailer, many guys run an ORC, and do a quick clutch, yank out of gear and unclutch, to get power back to the bailer before it spins down. depending on the flywheel and load, .. it might work.


Throw an independent intot he mix, and stuff changes. many independent pto tractros have a single stage clutch. stomping clutch stops tractro motion. a seperate control turns pto on and off, usually a hyd actuated circuit to a seperate clutch, so in a way, a independent pto is a dual clutch setup, with 2 controls, instead of one. and 2nd clutch stage is in another palce.

that clear as mud?

I went back to take a second look at Ford 2000 tractor to get a better judgement. Notice a few things I didn't notice before checked the fluid at PTO lever dip stick noticed it had water mixed with oil milky looking. The owner has it setting outside but by looking at the tractor how does water get in looks pretty sealed up. What type is recommended owner said get a five gallon pail at New Hollond after pointing it out. My other question where is the governer, and does this engine a geared or timing chain someone put a yellow cover that cover timing gear or chain be replaced don't know why for this. Ran though the gears again throttling the engine speeds up and down as it should. The tractor is not perfect but performs as it should from what I could tell.

(quoted from post at 17:39:56 07/13/15) I went back to take a second look at Ford 2000 tractor to get a better judgement. Notice a few things I didn't notice before checked the fluid at PTO lever dip stick noticed it had water mixed with oil milky looking. The owner has it setting outside but by looking at the tractor how does water get in looks pretty sealed up. What type is recommended owner said get a five gallon pail at New Hollond after pointing it out. My other question where is the governer, and does this engine a geared or timing chain someone put a yellow cover that cover timing gear or chain be replaced don't know why for this. Ran though the gears again throttling the engine speeds up and down as it should. The tractor is not perfect but performs as it should from what I could tell.

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Condensation over time gets water into the mix. Could be a leak you haven't discovered as well. Governor is in Topeka, 'er I mean on the crankshaft under your yellow timing cover. Timing is accomplished by a gear-set. There is no timing chain.

I don't know as much about the 4 cyl tractors but am sure the governor is located inside the front timing cover - run off the crank.
They are timing gears not a chain.
As for the milky oil, that is pretty normal.
Even for one that sits inside.
Condensation can cause water to accumulate inside the housings.
Getting the tractor hot and lathered up on occasion will get the moisture out.
But it is always a good idea to change all the fluids in a "new" tractor.

I would have been surprised if it was a timing chain figured it was geared but thought I would ask. Owner also mentioned condinsation as well but a seller can
tell you anything.

The governer is behind the timing gear cover are they reliable?

I was womdering what type of oil and weight recommended for the PTO is the same oil for the transmission and hydraulics.

I dint recall I you said 3 or 4 cyl, but yeah, timing gear... And if you ever want to find the gov in a carved machine, notice your hand throttle linkage goes somewhere, and from that somewhere comes more linkage to the carb.. So, follow throtthle linkage, then you found the gov

Hyd sump on a 4 cyl holds 2g nominal, but can take 3. Check trans too. If Hyds are wet, trans may be. Wet trans and Hyds leads to rusted feed pipes, and then you posting back how to replace those pipes running thru the base of the trans

Utf meeting m2c134 is fine for Hyds, trans and diffy. All separate sumps on a 4 cyl

Reliable?

Its a 50 ish year old machine..

There are no special endemic deficiencies with the gov design, however lil all mechanical things.. It may be worn or not.. Depends on past maint and repairs and usage over the last 5 decades

The double clutch is installed as a unit and contains two clutch disks with a steel plate sandwiched between them. The wear surfaces are either side of the inner plate; neither of the clutch disks contact the flywheel. The inner plate is driven by the flywheel through the clutch housing. Each clutch disk has its own pressure plate, and there are two sets of fingers adjusted so the front (transmission) clutch is disengaged before the rear (PTO) clutch.

The transmission on a live PTO tractor has two coaxial input shafts. The inner shaft engages with the front (transmission) clutch and goes on into the flywheel pilot bearing. The outer shaft engages with the rear (PTO) clutch. Push the clutch pedal halfway down and the front clutch disengages; push it all the way down and rear clutch disengages as well.

The factory service manual explains operation of the two-stage clutch very well.