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Hurst
12-31-2005 11:53:47
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Re: 200 Allis in reply to Chris R., 12-31-2005 08:48:29
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I am not sure what specific problems they are talking about when referring to the rear end. There are quite a few that could happen that I know of. The biggest thing is probably the differential. The early 190xts had the D19 rear end and a lot of them came out of the factory with a pump that was putting out a lot over what they should have been adn then people turned them up and eventually the diff just went byebye. That was fixed very well by the series 3 190 xt and the same differential, brakes, and final drives were used on the 200 and 7000 also. The other big problem I know of is the thrid gear or sometimes 2nd and/or 4th. This was not a manufacturing problem, instead it was an operator's mistake that caused this. A lot of people wouldn't wait the 3 or 4 seconds it would take for the transmission to stop spinning when they put in the clutch and therefore grinded the gears, eventually causing the collars and gears to get worn on the edges where they would pop out. This was a problem on all of the hundred series (170 to 200 mostly, but some 210s and 220s, but not many) because of the length of the gear shift was longer than what was used on the d series, which meant the gears would wear a lot faster when grinded. Also, shifting gears on the fly (power director is ok to shift on the fly) would cause this over time. The other problems that I know of are not very common. These are transferring fluids between the differential and the transmission/hydraulics, which was caused by a seal in the powerdirector going out most of the time and forcing fluid through the input shaft seal or just the input shaft seal going out, and even sometimes, the problem was the pto shaft seal. The other problem is the power director jumping out or just not working from being worn out and just needing either rebuild or adjusting. All of these problems could be avoided and never have happed if users were just more careful about maintenance, driving the tractor like a car (tractors don't have syncos in the tranny) or just turning up the pump. Also, I forgot to mention that the 7000 had a tranny brake added so that it was next to impossible to shift on the fly and kept you from grinding gears when stopped. Another problem that is almost nonexistant that I am having with my 7000 is the transfer of fluid between the differential and the final drives, most likely from a lack of changing fluid, therefore the seals wore out prematurly or else the bearing cabs are not sealing correctly. Good luck. The 200 is a good, simple, and easy to work on tractor. One thing to watch out for is a crack in the oil pan at the front where it starts to make a sump for the oil pump and oil leaking around the front timing plate. These are signs of a loose timing/adaptor plate and it is not fun repair, and really a lot less fun on a 200 than my 7000 because the 200 requires the front end to be pulled where I could just squeeze everything in on the 7000. This being really loose can cause the injector pump to seize up if you ever bottom out one side of the axle in a valley or something because of the twisting of the plate and the side load on the injection pump, which it can hardly handle any side load at all. Good luck and post back if you have any more questions. Hurst
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