Welcome! Please use the navigational links to explore our website.
PartsASAP LogoCompany Logo (800) 853-2651

Shop Now

   Allis Chalmers Case Farmall IH Ford 8N,9N,2N Ford
   Ferguson John Deere Massey Ferguson Minn. Moline Oliver

Attention Forum Users: On the 28th of December 2023 at 9:00am Central Time, we will be taking the forums down for maintenance while we prepare the new forums for your use. Please click here for more information.

Discussion Forum
:

Non stop PTO

Welcome Guest, Log in or Register
Author 
Skinner

06-16-2003 17:16:37




Report to Moderator

1965 Model 1650D, You can stop the shaft by pulling back on the brake, otherwise she spins most of the time with no load. Tried adjusting the handle, and tried adjusting the brake. Doesn't always spin, just most of the time.

About what would it cost to install new clutches and brake disc? Is there anything else besides a bungie cord that actually fixes this for any length of time?




[Log in to Reply]   [No Email]
J. Schwiebert

06-17-2003 06:09:54




Report to Moderator
 Re: Non stop PTO in reply to Skinner, 06-16-2003 17:16:37  
There was a change made in the PTO clutch shaft to help with this on the early ones. What do you do with the PTO and how tight do you have the clutch adjusted? Get on the Oliver/Hart Parr form and send me a U2u and send me a serial number, etc.



[Log in to Reply]  [No Email]
Bruce C

06-17-2003 20:44:17




Report to Moderator
 Re: Re: Non stop PTO in reply to J. Schwiebert, 06-17-2003 06:09:54  
Hey J. Schwiebert.... is that you Tractor John? This Bruce from Dana in Busco. It's gotta be you cause you know all about those old Olivers!

Bruce



[Log in to Reply]  [No Email]
B A Star

06-17-2003 12:25:47




Report to Moderator
 Re: Re: Non stop PTO in reply to J. Schwiebert, 06-17-2003 06:09:54  
If the PTO has been used to start an extemely hard to start load, like a slugged machine, the clutch plates and seperators could be warped causing drag. There was a change made to the clutch shaft at serial number 166 595. The old shaft can be modified by drilling four lube relief holes. Refer to Service Bulletin 430 073 dated January 1966. When you rebuild the PTO clutch, it must have at least .125" clearance between a clutch plate and disc when disengaged to prevent drag. You may have to do some machine work to gain the clearance. The system has a brake washer that the engagement mechanism contacts when disengaged. The linkage must be adjusted to move the mechanism all the way to the brake washer. You should feel resistance on the lever just before it latches into the off position.

[Log in to Reply]  [No Email]
Skinner

06-17-2003 19:15:54




Report to Moderator
 Re: Re: Re: Non stop PTO in reply to B A Star, 06-17-2003 12:25:47  
For some reason, my service manual doesn't mention that design change. It does mention they went from 4 disc to 6 disc and the parts aren't interchagable. My parts book show 5 disc and 4 steel plates which is what I have. How does the brass gland come out so you can inspect the brake disc?



[Log in to Reply]  [No Email]
John Schwiebert

06-17-2003 19:47:44




Report to Moderator
 Re: Re: Re: Re: Non stop PTO in reply to Skinner, 06-17-2003 19:15:54  
I found that service bulletin also. We reworked one of the 1850 clutches one time to increase the clearance. It helped. I was glad to see that dimension for the clearance. What do you call the gland? Also I don't know how much you use the PTO, but if you don't use the PTO, engage the clutch and let it run . Put an old milker end over the shaft for safety. With the gear oil and cool weather the clutch drags when the brake is on and warps the plates. Since my Oliver days I work on another product with a wet clutch and we have the same problem in cold climate conditions.

[Log in to Reply]  [No Email]
Skinner

06-18-2003 03:11:40




Report to Moderator
 Re: Re: Re: Re: Re: Non stop PTO in reply to John Schwiebert, 06-17-2003 19:47:44  
Most implements, it's not a problem. Post hole diggers can get tricky and dangerous to run with it spinning all the time. Anyway, I left another topic stating I fixed it by adjusting the lever with a torch. The little lever on the left of the tractor behind the seat (that ties to the hand lever) had some slack and would hit the case before engaging the PTO, If I shorten the linkage to engage, then it would not brake. I bent the lever back about an 1" to give me the travel I needed.

[Log in to Reply]  [No Email]
[Options]  [Printer Friendly]  [Posting Help]  [Return to Forum]   [Log in to Reply]

Hop to:


TRACTOR PARTS TRACTOR MANUALS
We sell tractor parts!  We have the parts you need to repair your tractor - the right parts. Our low prices and years of research make us your best choice when you need parts. Shop Online Today. [ About Us ]

Home  |  Forums


Copyright © 1997-2023 Yesterday's Tractor Co.

All Rights Reserved. Reproduction of any part of this website, including design and content, without written permission is strictly prohibited. Trade Marks and Trade Names contained and used in this Website are those of others, and are used in this Website in a descriptive sense to refer to the products of others. Use of this Web site constitutes acceptance of our User Agreement and Privacy Policy

TRADEMARK DISCLAIMER: Tradenames and Trademarks referred to within Yesterday's Tractor Co. products and within the Yesterday's Tractor Co. websites are the property of their respective trademark holders. None of these trademark holders are affiliated with Yesterday's Tractor Co., our products, or our website nor are we sponsored by them. John Deere and its logos are the registered trademarks of the John Deere Corporation. Agco, Agco Allis, White, Massey Ferguson and their logos are the registered trademarks of AGCO Corporation. Case, Case-IH, Farmall, International Harvester, New Holland and their logos are registered trademarks of CNH Global N.V.

Yesterday's Tractors - Antique Tractor Headquarters

Website Accessibility Policy