Can't seem to navigate archives. Replaced 65 clutch w/clutch/press plate kit which should be drop in and go. Had to adj PTO by lengthening adj bolts to get PTO to release. (did this through opening at bottom of bellhousing) Traction clutch releases while rocking tractor in HI range but drags badly in low, could this be because of the Multy Power?. Thinking tractor will be a gear grinder? TIA, john
- Thread starter dwag
- Start date
Bob N.Y.
Well-known Member
- Location
- Norway, N.Y.
1. The small Masseys of that era had straight cut gear transmissions with NO synchronizers. They grind going into gear. It is the nature of the beast.
2. Multi-Power has nothing to do with the main clutch. It is important to get the internal adjustments correct, per the repair manual, before putting the halves of the tractor together. Then do the external adjustments.
2. Multi-Power has nothing to do with the main clutch. It is important to get the internal adjustments correct, per the repair manual, before putting the halves of the tractor together. Then do the external adjustments.
DavidP,South Wales
Member
Hi, as Bob has mentioned, the internal adjustments must be correct although occasional fine tuning may be needed. One thing that I would add is to check the clutch pedal for wear. If you have the type where the pedal pivots behind your foot check the bushes and the pivot pin. Check also the hole in the lug on the pedal as well as the Clevis on both ends of the clutch rod. If these are significantly worn it is not uncommon for the pedal to sit uncomfortably high in order to achieve successful first and second stage operation. A PTO adjuster target figure of .080 to .090” should be satisfactory. All must be the same. The release finger height should be adjusted only when the tractor is split. These MUST be the same height. If necessary, have an assistant operate the clutch whilst you observe the operation.
DavidP, South. Wales
DavidP, South. Wales
Bob N.Y.
Well-known Member
- Location
- Norway, N.Y.
An 1/8 inch difference on a clutch finger could strange behavior.
Jack in NB
Member
On one of mine I bought a rebuilt clutch and pressure plate assembly . . .
All adjustments per the manual - except the PTO; I think the book says .085 - .095 clearance, and I found from experience that I had to use .055 - .060 for reliable PTO release. Never could figure how the gurus here made them work at I think .080 . There must have been something I missed in my overhauls!
Anyway, the traction clutch on this one dragged, causing very noisy grinding when shifting, so back to the shop and split for the second time. Could find no likely cause. but it still wouldn't release properly. This time I checked and could see the clearance opening up as the pedal was depressed - looked like more than 1/8".
Back to the shop for the third split. This time I removed both clutch plates and checked them for runout. The larger traction disk had about .030 runout, just enough to cause the main shaft to spin.
To say the least I was NOT a happy camper; the supplier and I had some interesting words!
All adjustments per the manual - except the PTO; I think the book says .085 - .095 clearance, and I found from experience that I had to use .055 - .060 for reliable PTO release. Never could figure how the gurus here made them work at I think .080 . There must have been something I missed in my overhauls!
Anyway, the traction clutch on this one dragged, causing very noisy grinding when shifting, so back to the shop and split for the second time. Could find no likely cause. but it still wouldn't release properly. This time I checked and could see the clearance opening up as the pedal was depressed - looked like more than 1/8".
Back to the shop for the third split. This time I removed both clutch plates and checked them for runout. The larger traction disk had about .030 runout, just enough to cause the main shaft to spin.
To say the least I was NOT a happy camper; the supplier and I had some interesting words!
Bob N.Y.
Well-known Member
- Location
- Norway, N.Y.
It is unusual for Multi-Power to stay in high. The high side requires hydraulic pressure and the low side doesn't. That is why M-P stays in low when it fails. Scroll up a little and read Dieseltech's reply to kycase1's post about 1080 Multi-Power.
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