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Ford 6000 commander

There is a transmission disonnect lever on the left side of the transmission near the back, just ahead of the rearend housing. By moving this lever you will be able to tow the tractor.
 
Back when the Ford 6000 came out, the ford tractor dealer hosted a plow day to show off the new ford. One of the ford salesmen went over to drive the tractor and he came back with a horrible look on his face and told the dealer that the transmission was trashed and the tractor would not move. Some jokester had put the lever into neutral.
 
Larry has it correct. The disconnect is right in front of the differential housing. It also just has two positions. The lever to the rear will free wheel and toward the engine it will be engaged.

The other lever is right under the clutch/inching pedal. This one has three positions. It is the PTO speed lever. The center is disconnected, you can free wheel the PTO. Back gets you 540 PTO speed at 1750 engine RPM. Forward gets you 540 at 2400 engine RPM.

Started farming with a Ford 6000 commander. They where ahead of their time. They had a lot of good ideas just did not all hold up.
 
Our ford 6000 commander the lever was in neutral more than it wasn't. It was being towed to the dealer to fix the tranny. It was junk.
 
My Dad bought a new 6000 ford and between my dad and my brother and I, we farmed quiet a bit of land. We found out almost a year ahead of time that ford was going to take back all the 6000's and give everyone a new tractor. We had a 3 bottom rollover plow and ran the tractor a lot of hours. The new tractor was blue and gray but when some of the blue was scratched off there was red paint underneath, so I think they were identical.
 
We got a new one. The old was red and the new was blue. However, it came without tires or rims. We had to use our old wheels.
 
I was always told that the same guy that designed the ford select-o-speed trans also designed the John Deere power shift transmission. I owned John Deere tractors with power shift trans for 30 more years and never had problems.
 
They where not that bad of a transmission. They just brought them out too soon. The owners never knew how to run them or maintain them. You just did not shift some gears while pulling hard. Some of the gears where shifting two packs at once. Those you did not want to do while pulling hard. 9-10 up and down worked fine. 8 to 9 you should clutch. 7-8 would shift smooth. 5&6 would shift fine at all times. 4 to 5 needed to clutch. The lower four could be shifted fine.

I ran mine for over 15 years. I put 5-6 thousand hours on it. I never had anything other than regular maintenance repairs. I did change the transmission oil and filter every 200 hours. I adjusted the bands then too. I also made sure the transmission cooler was clean. When we were plowing I blew it out every morning.

I really wish I had kept mine. I bought it for $2000 in 1974 while home on leave. I sold it in 1990 for $1500. They will bring more than that now as the collectors are looking for them.
 
he designed more than the tranny . if you look at a 6000 and 4010 you can tell they are cousins in many ways from the dash and engine set back etc etc etc
 
Had a JD with a power shift, never had Tranny problems but it did jump up alot when shifting on the go, never liked that, prefered the Allis Power shift since they more speed selections and did not bug jump under high rpms.
 
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