Farmall H Hv Service Manual Gss 5032 Tractor Repair Book – PDF Downlaod by www.heydownloads.com

INDEX Introduction Brief Descriptions Serial Number Identification

Description Cylinder Head Valves

3 3 8

Piston Assembly Cylinder Sleeves Connecting Rods

10 10

11 12 12

Crankshaft Timing Gears Camshaft

13 14 14

Magneto Spark Plugs

15 15

Description Service

17 18

Generator Cutout Relay Starting Motor

19 19 19

Battery Lighting Switch Flywheel Ring Gear

20 20

Description Thermostat Radiator

21 21 21

Heat Indicator Water P u m p

21 22

Description Manifold. . . Carburetor

24 24 25

Engine Governor

-32

Chvernnr - - - - - - - - Control - -- - -- - -

Air Cleaner

Service Charts

Center of BOO^

Service Charts Adjustment Inspection Removal and Assembly

33 34 34

I Description

-'-q

Removal Assembly

I,Differential ,

Frame Front Axle Rear Axle Steering Gear

42 42 42 43

Front Wheels Rear Wheels Pneumatic Tires

U-4 Power U n i t .

IU-4 Engine-Over-Axle U n i t . . . Farmall-H and 4 Series Engines. . . .

43 43 44

I U-4 Part Numbers Farmall-H Tractor

W-4 Standard Tractor 1-4 Industrial Tractor.

. .

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. .

55 56 57

F A R M A L L - H AND 4 SERIES

I l l u st. 1.

Farmall-H w i t h B e l t p u l l e y and L i f t - A l l pump.

I t i s shown with 10-38 t i r e s on t h e r e a r ,

5.50 x 16 on t h e f r o n t .

I l l u s t . 2. The W - 4 5.50 x 16 f r o n t .

Standard t r a c t o r equipped w i t h b e l t p u l l e y and pneumatic t i r e s ,

13-26

r e a r and

INTRODUCTION This is one of a series of special instruction manuals designed to assist in the training of student servicemen. It is a source of up-to-date information for Blue Ribbon Servicemen, giving recommended procedures for servicing International Harvester equipment. Specifications and other data included i n this manual are designed to serve as a sales help to dealers and salesmen who use service information to point out the outstanding features of their merchandise. The machines described in this manual are the Farmall-H tractor, the Farmall-XV tractor, the W-4 standard tractor, the

0-4 orchard and grove tractor, the 0s-4 orchard tractor, the 1-4 industrial wheel tractor, the U-4 power unit and the IU-4 engine-over-axle unit. These have been assembled in a single book because of the many features they have in common. They all have the same 4-cylinder, carbureted, valve-in-head engine with 4-3/8-inch bore and 4-1/2inch stroke and therefore haveapproximately the same horsepower. All the engines have approximately the same fuel and ignition systems. The clutch, transmission, differential and final drive, as well as belt pulley and poxer take-off, are very much the same on all the tractors.

BRIEF DESCRIPTIONS Farmall-H Tractor

Rear axle and housing assemblies replacing those of the Farmall-H raise the

Farmall-9 is the medium-size tractor of the Farmall line. It will pull two 14-inch bottoms in most soil conditions, cultivate two rows with ease and handle any other 2-row equipment. Its transmission provides five forward speeds-four working speeds and one road speed-and one reverse; when equipped with steel wheels the fifth or road speed is locked out. This range of transmission speeds, together with the manually controlled, variable-speed governor, makes it possible to select the most economical engine speed for whatever type of work is being done.

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Farmall-HV Tractor Farmall-9V is a high-clearance tractor for work in crops planted i n high beds. It is especially adapted to crops such as asparagus and sugarcane in which cultivation is continued until the plants have reached considerable height. The lowest point on the Farmall-HV is under the front axle where the ground clearance is 302 inches.

Illust.

l h e h i q l l c l e a r a n c e Farmall-HV.

F ARMALL-H AND reqr of the Farmall-HV 10-27/32 inches. Roller chains running in oil are used for the final drive. The pneumatic rear tires are of special canefield design with high lugs. The front axle is a wide, arched Ibeam pivoted on a bolster attached to the underside of the tractor.

W-4Standard Tractor The W-4, the smallest of the standard four-wheel farm tractors, is used on farms where a row-crop Farmall tractor is not required; on row-crop farms it is also used as a supplemental tractor for pulling trail-behind machines. The W-4 will handle medium-size pull-behind and belt driven machines with ease and efficiency. When equipped with rubber tires it has five forward speeds and one reverse; the fifth, or road speed, is locked out on tractors with steel wheels.

A friction-type governor control makes it possible to change governed engine r.p.m. to any desired speed between 900 and 1650 r.p.m.

4 SERIES

0-4 Orchard and Grove Tractor ,The 0-4, the smaller of the 0-type tractors, is a modification of the W-4 adapted to the needs of the fruit grower. It is streamlined so that it has no pro; jections or crevices to catch branches or tear off fruit when operating close to the trees. Although completely shielded the tractor is easily serviced. The hood side sheets can be raised or entirely removed by pulling out the hinge pins. The steering wheel cowl and the crowned fenders are also easily removed if necessary. The seat is low slung and the steering wheel and controls relocated accordingly. A hand-operated' overcenter clutch is used in place of the foot-operated springloaded type used on the W-4. This feature makes it possible for the operator to stand while driving. The first and reverse speeds are lowered to meet the fruit grower's special requirements. The 0-4 has the same friction-type governor control as the W-4.

I l l u s t . 4 . The 0-4 Orchard and Grove t r a c t o r . The s t e e r i n g wheel cowl i s s p e c i a l 0s-4 Orchard t r a c t o r ( n o t i l l u s t r a t e d ) has standard W - 4 f e n d e r s .

equipment.

The

BRIEF D E S C R I P T I O N S OIL GAUGE GEAR SHIFT

LEVER

OS-4 Orchard Tractor

HEAT INDICATOR

\ //

LARGE COMPOSITION IIERiNG WHEEL

he' OS-4 is the same as the 0-4 except for the fenders. In place of the more elaborate hood side sheets, cowl and rear fenders it has the simpler type of fenders used on the W-4.

VARIABLE

1-4 Industrial Tractor The 1-4 is the second in size of the industrial line, the International-A being the smallest. This tractor is designed for a wide variety of jobs in construction, maintenance, materials handling and transportation. In modified form it is the source of power for many types of industrial equipment such as light maintainers, front-end shovels and loaders, road rollers, sidewalk snow plows, brushes and sweepers, trailer trains and mowers.

I l l u s t . 5. controls. ment.

Illust. 6. equipment.

It is similar to the W-4 except that it has different speeds. Gear shifting is also different in that the second and third speed positions are interchanged. A clutch brake is provided for rapid shifting of gears. I n addition to a

Rear view o f 0-4 t r a c t o r showing The power t a k e - o f f i s s p e c i a l equip-

The 1-4 t r a c t o r .

The e x h a u s t m u f f l e r ,

b e l t p u l l e y and l i g h t i n g equipment

are special

FARMALL-H AND 4 SERIES friction-type governor control lever as on the W-4, the 1-4 also is equipped with a foot accelerator. The rear wheels are of heavy castiron construction to give added weight for maximum traction and are adaptable for mounting dual tires. The 1-4 has a swivel-mounted and spring-cushioned pintle hook in place of the flat drawbar used o n the W-4. A hitch point is also provided on the front bolster.

U-4 Power Unit The U-4 power unit is the second smallest in the power unit line. To meet trade requirements this unit is built in 8 basic units: (1) engine, (2) foottype base (3) radiator, fan and connections, (4) air cleaner and connections, (5) engine controls, (6) clutch clutch controls and power take-off, ( 7 j engine hood and rear hood sheet, (8) fuel tank and connections (see illustrations page 7). Each basic unit is furnished independently and can be attached or removed without interfering with the other units. A combination of all the units makes a complete power unit ready for any power job.

I l l u s t . 7. The U - 4 power u n i t shown complete with b a s e , r a d i a t o r and f a n , a i r c l e a n e r , cont r o l s , c l u t c h , power t a k e - o f f , hood and f u e l tank.

The foot-type base is of compact and sturdy construction, consisting of a front support mounted in trunnion on the crankcase front cover and a low-slung rear support bolted to the bottom of the flywheel housing. The fuel tank is attached to the top of the flywheel housing. The oil pressure gage is connected directly to the right side of the crankcase. The engine governor control is conveniently located on the left side of the flywheel housing to assure a minimum of interference when attaching or detaching the rear hood sheet. The radiator grille is easily removed by loosening four fasteners and the radiator cap. The radiator is mounted on the front support. The air cleaner is mounted on the left side ofthe motor as an independent unit. The flywheel is standard for 10-inch, ~ingle~plate, Rockford overcenter clutch, but a spring-loaded clutch or stub shaft can be attached to same flywheel. The starting ring gear is standard. The flywheel housing is S.A.E. No. 4 and carries 4-inch power take-off shaft, 1-7/16-inch diameter with 3/8 x 3/8 x 3-inch key.

B R A K E

H O R S E P O W E R

I l l u s t . 8 . Performance curves o f IJ-4 power u n i t o p e r a t i n g on g a s o l i n e . Fuel consumption i s with t h e engine operating under v a r i o u s loads a t 1800 r.p.m.

FARMALL-H AND 4 SERIES

IU-4Engine-Over-Axle Unit The IU-4 consists of a complete U-4 power unit mounted on the cover of an 1-4 tractor power train which consists of the transmission, brakes, differential and rear axles. The engine is set for a governed operating speed of 1650 r.p.m. instead of1800 r.p.m. at which the U-4 is regularly set. This unit is adaptable for mounting in power graders and similar allied equipment. The first 100 units manufactured had Farmall-3 transmissions with special m~difications. The standard power take-off of the U-4 is keyed (3/8 x 3/â&#x201A;Ź3 x 3 inches) and the skiaft i:1-7/16 x 4 inches. The drive f3r 'he transmission is flanged to receive a pulley or other t y p s of driving attac:~ment. Yie bearing cage at this point has incressed Searing sizes and the rear axle housings are of special design.

A staniard 10-incb., spying-loaded clutch is used, the same as on Farmall-H and t:~e W-4 and '-4.

Serial Number Identification Zach macnine carries b o z h chassis sen u ~ b e r sand engir-e serial number s. Prefix letters inaica'e tne unit model, such as Faymall-H, W-4, 0-4, etc. Suffix letters inaLca5e any attacrlments or special features suer1 as 101~-speed gears, high-altitude pistons, etc. L:hen a service report ;s made it is 'herefore of utmost impqrtance LO furnish all numbers and also to suppl.~tne number of ;he magneto L f It is at fault.

I l l u s t . 15.

The I U - 4 Engine-Over- Axle unit.

I l l u s t . 16.

I U - 4 e n g i n e performance c u r v e s .

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SERIAL NUMBERS Machine Chassis Serial Number

B 9: HI'

FBH-501 2 up

(-4

NBH-501 & up

0-4

OBE-696 & up

1-4

I6B-1478

u- 4

UBR-501 & up

IU-4*

IUBH-501 & up

Enginz Serial N - ~ neb r

IU-4 transmission serial numbers are EUBH-501 and up.

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ENGINE /THERMOSTAT HOUSING

I l l u s t . 17.

Cross s e c t i o n o f engine with spring-loaded c l u t c h .

Description The engine has 4 cylinders with 3-3/8 x 4-1/4-inch bore and stroke. It is of valve-in-head type. Compression ratios. This engine is available in three compression ratios to give the customer the type of engine and fuel equipment he needs and wants to meet local fuel requirements and still obtain maximum power and economy from his engine. The engines are as follows:

(1) A combination gasoline-distillate engine with adjustable heat control

on the manifold for most efficient operation on distillate and lowoctane gasoline. (2)

A high-compression engine with cold manifold for most efficient operation on gasoline of 70-octane or higher.

(3)

A kerosene engine which is the same as the gasoline-distillate engine except that it has a lower compression ratio for most efficient operation on kerosene. The compression ratio is changed by using different cylinder-head and valve assemblies.

FARMALL-H AND 4 SERIES Pistons for 5000-foot-altitude operation or higher are available as attachments for all engines. Features. Outstanding features of engine design are the removable, gray iron, dry-liner cylinder sleeves, the replaceable precision connecting-rod and crankshaft bearings, and force-feed lubrication. Piston pin and cylinder wall parts are lubricated by oil forced out at the sides of the connecting-rod bearings and thrown up into the piston and onto the cylinder walls.

gin at the center of the head and then back and forth across the head toward each end. The head gasket should be carefully inspected and replaced if necessary.

The engine is protected against dust and dirt by a replaceable-element oil filter and an oil-type air filter. The crankcase, governor housing, and valve housing are ventilated through a pipe connected to the air filter to hold condensation to a minimum. The variable-speed governor, controlled from the tractor seat, makes it possible to select any desired speed. ENGINE SPECIFICATIONS

.....................

No. of cylinders 4 Type: Replaceable, gray iron, dry liner Bore and stroke............ 3-3/8 x 4-1/4 Displacement, per rev., cu. in....... 152 Compression ratio 5.90 High-compression gasoline 4.75 Combination gasoline-dist. Kerosene........................ 4.50 Governed max. load speed, r.p.m. Famalls H&HV, V-4, 0-4, 900 to 1650 IU-4....... U-4...................... 900 to 1800 High idle speed Farmalls H & HV, W-4, 0-4, 1-4, 1815 IU-4.... 1980 U-4........ Low idle speed 450 Piston speed, ft. per min. 1169 1650 r.p.m...................... 1800 r.p.m. (u-4only) 1275

....... ......

I l l u s t . 18. Overhead v a l v e mechanism.

view

engine

showing

...........

..................... ..................... .....................

..........

Valves SPECIFICATIONS

............................. ...............

Type Poppet Location In cylinder head Valve length High-compr. gasoline cyl. hea**in. 5-13/64 50706 DA Intake 50707 DA Exhaust......... 5-25/64 Comb. gasoline-dist. cyl. head, in. 5-3/64 57696 D Intake. Exhaust.. 5-5/64 57697 D Kerosene cyl. head, in. 43912 D Intake.. 4-15/16 43913 D Exhaust.. ....... 4-31/32 Head diameter, in. 1.373 - 1.378 Exhaust [l-3/8 in.] Intake 1-1/2 in. 1.498 - 1.503

......:. ..

Cylinder Head A distinctly different cylinder head is used for high-compression engines, combination gasoline-distillate engines, and kerosene engines. To adapt engines for operation in high altitudes the pistons are changed to give a higher compzession ratio. It is also possible to iaerchange the heads for different fuel. Cylinder-head studs are 7/16-inch and nuts should be tightened with a torque tension wrench to 70 ft.lb. tension. Sequence for tightening the nuts should be-

--F

.......... ........ ........

.... ....

Port diameter, in. 1-5/16 in. Material Exhaust............. Intake...................

... 1.301 .1.335 ... 1.427 - 1.461 Silichrome vXCH!l M.D. - 3140

ENGINE inch from the top of the head. The valve guide bore and valve seat should be concentric within .002 inch. Valve seat inserts are not a standard part of the cylinder head; they can be installed i n exhaust ports only. Bushings in the valve lever shafts can be replaced; they should be reamed to sizes specified above. Be sure the hole in the bushing lines u p with the hole in lever. The lever assembly can be removed by taking off the valve cover, the ventilating pipe (3/8-inch), and four nuts (3/8-inch). The entire assembly can then be removed as a unit. When replacing assembly, be sure the oil sleeve i n the center enters the reamed hole, this is the source of oil for the valve rocker mechanism. Recheck valve tappet settings after retightening the rocker mechanism or head. Push rods are solid steel; tappets are located in the crankcase, removable from side of crankcase after taking off crankcase slide cover plates and tappet stop. The outside diameter of the tappet is .9985 - .9975 inches and the bore in the crankcase is .9995 - 1.005 inches. Lubrication is provided by splash and the oil returning from valve rocker mechanism.

Piston Assembly Illust.

19.

P i s t o n and c o n n e c t i n g r o d assembly.

Stem diameter, in......... .3405 - .3415 Stem clearance and guide, .002 - .004 in...... Guide assembled: 31/52 in. above counterbore Seat angle, deg 45 Seat width ( .070 - .080 in.) , in.. 5/64 Tappet clearance, hot, in.......... .017 Valve lift, in.................... 11/32 Valve spring: Free length, in 2-5/8 42 lb. at 1-43/64 in. Test.... Valves open 42O before BDC Exhaust..... Intake................ 5O after TDC Valves closed Exhaust... lo0 after TDC Intake.... 41Â° after BDC Valve lever shaft, dia., in..... ................. -748 .749 Running clearance, in... .002 .004 Bushing, I.D., in.... .751 .752 Bushing length, in 1

.................

.....................

................ ....... ..........

............ ............

.... ....... ....................

Service. Valve stem guides are furnished as parts, reamed to size. It is only necessary to press them in place with the sharp, chamfered ena up. The top of the guide should measure 31/32

SPECIFICATIONS Material...................... Gray Iron Fit i n sleeve: Piston and sleeve are selective fitted to give .003 to .004inch normal measured clearance. A 1/2-inch-wide -0025-inch ribbon may be used as a "gou gage with a light pull of 4 to 6-pound tension. A .0035 ribbon may be used as a ''no go" gage with a tight pull of 11 to 14-pound tension. Rings: Four piston rings are used, 3 compression and one oil control. Oil control ring is located below piston pin. Third compression ring from the top is tapered and should be assembled with the word llTopv toward top of piston. Ring width Top compression (1/8 in.), in.................;. . U 3 5 - .I240 2nd and 3rd compression ( 5 / 3 2 in.), in.................. .I545 - .1550 Oil control (1/4 in.), in.................. .2480 - .2490 .010 - ,020 Ring gap, in................ Clearance in groove, in. .004 Top compression All others...................... .003

...............,.

FARMALL-H AND 4 SERIES Piston pin Length, in............. 2.784 - 2.779 . 1.1089 - 1.1092 Diameter, in........ Fit in piston (loose)- -, in... .0001 - .0003

and sleeve sets are available as parts. Puller SE-1213 is available for removal of sleeves. The bore of the block must be thoroughly cleaned before new cylinder sleeves are inserted. Coat the outside of the sleeve with a light film of oil for ease of assembly. Where necessary, a wooden block held firmly across the top of the sleeve should be used to force the sleeve into the bore. The engine need not be removed from the tractor to perform this operation. The dry liners should be flush with the top of the crankcase when in place.

...............

Rings. When renewing piston rings, use 69798 D or 70363 D ring set. Ring grooves should be clean and free of carbon, and oil holes at the base of the oil control grooves should be cleaned out. Check and correct the alinement of connecting rods before piston and rod assemblies are installed in the engine. Pistons are replaceable with connecting rods through the top of the cylinder bore. When doing so, stagger the ring gaps around the piston and dip the piston and ring assembly in clean oil. Piston pins. The piston pin is of full-floating type (palm push fit) and is held in the piston with two snap ring retainers which fit i n grooves at each end of the piston. Service. A .005-inch oversize pin is available (marked t 5 o n one end or o n the side). To use this pin, ream worn or n e w bushing and piston to give the clearance specified above.

Connecting Rods SPECIFICATIONS Length, center to center, in........ 7.993 - 8.002 Crankpin diameter, in... 2.2475 - 2.2485 Bearings: Babbitt, steel back. Not necessary to remove piston and rod assembly to replace bearings. Service bearings: Obtainable in 1/32-in. undersize for use with replacement crankshaft. Bearing length, total, in..... 1-15/64 Running clearance, in....... .002 - .003 End clearance, rod, in...... .008 - .Ol2 Bearing cap.............. Split at 45O Bearing cap bolts: 1-11/16 x 3/8 in. - 24 40 ~ o l ttension, ft -1b. Pin bushing Rolled brass 1.313 Length, in........ Pin diameter, in........1.1089 - 1.1092 Clearance in b&hing,in .0003 - .0005

.............

I l l u s t . 20.

Proper alinement of the connectingrod bearing in relation to the piston pin and piston is most important. Cocked or twisted rods will prevent piston and rings from contacting the cylinder walls squarely and result in oil pumping u p past the rings. Where rods are badly cocked a knock may develop by the rod striking the piston boss. This would mean the rod. was offset toward the front or rear. Misalinement of connecting rods may be caused by engine overloads, detonation, or, in the replacement of piston pin bushings, where bushings are reamed out of parallel with the rod bearing. Many cases of oil pumping after installation of new rings or new piston and sleeve assemblies develop because of neglect to check and correct the alinement of the connecting rods. Cylinder numbers are stamped on the rod and cap. No. 1 starts at front end of engine. Assemble with the numbered side toward the camshaft. Clearance may be checked by placing a .003-inch brass

Replaceable cylinder s l e e v e s . .

Cylinder Sleeves The dry-liner sle-eves ca n be removed and replaced the same as wet-type sleeves. requiEing n o h o g i a g or ' boring after assembly. Standard replacement piston .?,

.. . ................ ................ ................ ...

ENGINE

Illust.

21.

Crankshaft w i t h bearings, fan d r i v e pulley, pistons, rear o i l seal and f l y w h e e l .

shim (1/4 x 1-3/16 inches long) lengthwise between the lower bearing and crankshaft. If clearance is not excessive, there should be a slight drag when turning the crankshaft with spark plugs removed. Bearings are not adjustable; when clearance is excessive, they should be replaced. When installing bearings, be sure the bearing backs a n d rod surfaces are absolutely clean, smooth, and free from oil. Bearings have a nib or projection which prevents turning. They should be assembled with the nib engaging the milled notch in the rod and cap. Be sure the oil passages i n the crankshaft are clean. The pistonand rod assembly is removable through the top of the cylinder bore. It is not necessary to remove the engine from the tractor to perform this operation. Refer to "Crankshaft r r (below) for method of removing the oil pan o n tractor models.

Crankshaft SPECIFICATIONS Type: Forged, with Tocco-hardened bearing journals, drilled for pressure lubrication of main and connectingrod bearings. Bearings: 3 precision, babbitt-lined, with steel back. End thrust taken on center main bearing. Pinion gear', no. teeth 24 Journal diameter, in.... 2.4975 - 2.4985 Bearing length [total), in.Front and rear................. 1-1/2 Center (thrust) 1.993 - 1.995

...............

........

Service bearings: Also obtainable a?e 1/32-inch undersize bearings for use with reground crankshafts. Running clearance, in....... -002 - .003 End clearance, in .004 - .008 Bearing cap bolts........, . 1/2 in. - 13 Bolt tension, ft. lb 75 -

........... ................. -

Oil seals. Front and rear oil seals are provided. The front seal is combination felt and leather, located in the crankcase front cover; assemble,.with the felt toward the front of the motor. The rear oil seal is of split type. The flywheel must be removed to replace the oil seal. When oil leaks between the engine and the flywheel, check the fit of the welch plug (1-5/8 inches) at the rear of the camshaft; replace the rear felt seal, and check the rear main bearings for excessive wear. Bearings. The bearings are not adjustable; when clearance is excessive, replacement is necessary. Clearance may be checked by placing a .009-inch brass shim (1/4 x 1-1/2 inches long) lengthwise between the lower bearing and crankshaft. If the clearance is not ex-. cessive, there should be a slight drag when turning the crankshaft (spark plugs removed). Check end play by driving a wooden wedge between the crankshaft and the rear of the crankcase, forcing the shaft to the front with the rear crankshaft thrust surface tight against the rear thrust flange of bearing (center). Remove the wedge and measure the thrust flange clearance on the front side of the upper and lower bearing flanges. Bearings can be replaced without removing the crankshaft. To remove the upper half of a bearingshell, insert in

F A R M A L L - H AND 4 SERIES the crankshaft journal oil hole a cotter pin or its equivalent which has had rounded head flattened to form a "TV and then rotate the crankshaft to push out the bearing liner. The cap and bore are milled to receive the projection on the back of the bearing liner. The projection end is removed first. When replacing a bearing, rotate the shaft so that the projection enters last. Bearing backs, crankcase bore, and cap bore should be absolutely clean and dry when replacing bearing liners. Bearing cap numbers. Main bearing caps are numbered to correspond to numbers on the crankcase bottom surface. Numbering starts at the front of the engine; numbers are located o n a flat spot on the camshaft side of the cap. Tighten the main bearing cap bolts with a tension wrench to 75 foot pounds. Lock the bolts by wiring them together with wire through the holes i n the heads o f bolts. When servicing rod or main bearings on engines i n 4 Series tractors oil pan removal calls for turning the wheels to the right as far as possible. Drop the pan and turn the front end to the right until the left front corner clears the tie rod. Turn the front end of the pan back to the left again underneath the tie rod until it drops. Slide the pan forward out of place. Reverse the above to reassemble.

Timing Gears The timing gear train is composed of five helical spur gears. The camshaft

gear has 48 teeth, the magneto gear 24 teeth, and the crankshaft gear 24 teeth. Each is punch-marked so that the engine c a n be properly timed with the front cover removed. The goyernor drive gear has 16 teeth and the idler gear has 35 teeth. The idler gear is attached to the crankcase with a replaceable shaft. The pin i n the shaft locates i n the crankcase front plate, preventing the shaft from turning with the gear. The bushing inside diameter is 2.0625 2.0635 inches. The shaft diameter is 2.0610 - 2.0615 inches.

Camshaft SPECIFICATIONS

.........

Bearings. 3 babbitt, steel back Drive............ Helical gear, 48 teeth Timing: Drive gear keyed to camshaft; one tooth of gear marked to mate between similar marked teeth on magneto gear and cam gear has two teeth marked to-straddle similar marked tooth on crankshaft gear at same time when engine is on No. 1 TDC. Bearing journal diameter, in. 1.9305 - 1.9315 Front Center............... 1.8055 - 1.8065 Rear................. 1.3680 - 1.3690 Bearing length, in. Front......................... 1-5/16 Center....... 1-3/8 Rear....... 1 Fhd clearance, in........... .003 - .011 iiunning clearance, in..... .0015 - .0035 Thrust plate material..... Steel Service bushings Reamed to size Tappet lift, in.................... .344

................

................. ................... .........

........

IGNITION SYSTEM SPECIFICATIONS

.................... ...... ................... ..........

Firing order 1-3-4-2 Spark plug size... 18 mm. - 7/8 in. hex. Spark plug gap, in... .020 - .025 35 Spark advance, deg Impulse coupling release.. TDC Grounding switch location Farmalls H & KV, W-4, 0-4, 1-4.. On steering column IU-4, U-4 On Magneto Magneto gear, no. teeth........ 24 Magneto breaker gap, in............ .013 Clockwise Magneto rotation........... Magneto: IHC Model H-4 with fixed spark, flange mounting, and starting impulse coupling.

......... .................

......

Magneto Timing of the magneto can be changed by loosening the two magneto attaching screws and swinging the top of the magneto toward the crankcase for retard and away for advance. The impulse coupling missing speed is 150 r.p.m. When replacing the magneto, crank the engine so that the No. 1 piston is at top dead center (TDC). Bemove the distributor cap, and turn the magneto until the distributor rotor points toward No. 1 on the cap, then fasten the magneto to the bracket. Be sure the prongs on the coupling engage the slot in the drive shaft. Next rotate the top of the magneto toward the crankcase as far as possible and crank the engine again to No. 1 TDC. N o w m o v e the magneto away from the crankcase until the impulse coupling trips. Complete the tightening of the holding cap screws; the engine is now timed.

bly is .003 - .013 inches. The flat side of the Rear is assembled against the bracket. - ~ n dthrust is taken b y the bracket. Worn bushing. If the bushing has become worn, a replacement can be pressed in place and reamed to give .001 - .003inch clearance for shaft. The bushing is the same one used in the F-12. When replacing, 9/16-inch holes should be assembled to the front end of the bracket and arranged vertically to coincide with a similar opening in the bracket. The four 3/16-inch holes are then toward the magneto end. The end of the bushing should be flush with the front face of the bracket. The shaft diameter is .9995 - 1.0005 inches and the bushing should be reamed to 1.0015 - 1.0030 inches. Particular care must be taken while reaming this hole to have the bore square with the mounting face within .002 inches; if not, the gear will run out, causing a noisy timing gear train.

Spark Plugs The gap should be .020 to .025 inches. Fouling or sooting of plugs may be remedied by using a hotter (light service) plug. Burning the electrodes or preignition may be remedied by installing colder (severe service) plugs. Clean and adjust plug gaps at least every 200 Use the sandblasting to 300 hours. method of cleaning whenever possible. Check the gap when the engine is hard to start.

The servicing of breaker points is covered in the Owner's Manuals and further details will be found in the Serviceman's Guide on Magnetos (~anualNo. 1). Magneto bracket. The bracket and magneto assembly may be removed as a unit after taking out four 3/8-inch N.C. x 1-1/4-inch hex. head cap screws. The bushing in the bracket is of replaceable, steel-backed babbitt. The running clearance of the shaft is .001 - .003 inches; the end clearance of shaft and gear assem-

I l l u s t . 22.

Magneto, c a b l e s and s p a r k p l u g s .

I l l u s t . 23.

Schematic diagram o f engine l u b r i c a t i o n system.

ENGINE LUBRICATION SYSTEM

Description (Illust. 23) The oil capacity of this engine is 6 quarts Pump. The oil pump is attached to the bottom of the cramcase and is driven by a gear on the camshaft. It receives its oil through a screen which floats in order to obtain the cleanest oil.

The pump is of gear type and forces oil under pressure throughout the lubricating system. The pump is equipped with a plunger-type relief valve which bypasses oil back into the pump inlet when the pressure produced by the pump exceeds 60 to 70 pounds. Circulation. From the pump oil is forced into the gallery,"a rifle-drilled passage extending the full length of the crankcase. Drilled passages leading from the gallery allow oil to be forced to

indicator.

I l l u s t . 24.

From the three crankshaft bearings oil is forced through drilled passages in the crankshaft to the four connecting rod bearings. Oil escaping from the sides of the connecting rod bearings is thrown up into the cylinders and into the pistons, thereby lubricating cylinder walls and piston pins. In the center camshaft bearing is a slot. At every revolution of the shaft oil from the passage to the center camshaft bearing is forced through this slot into a drilled passage leading upward to the hollow valve lever shaft. This oil is forced through holes in the hollow shaft to each of the valve lever bushings. From here it passes to channel grooves on top of the valve levers, which supply oil to the valves (exhaust only) and the exhaust and intake valve pushrod sockets. Excess oil returns to the oilpan through the pushrod holes.

In the front czmshaft bearing are a drilled hole and a slot. At every revolution of the shaft the drilled hole delivers oil to the camshaft thrust bearing between the camshaft and the camshaft gear. Excess oil supplied to this bearing provides lubrication to the timing gears. The slot in the front camshaft bearing allows oil to be intermittentlv forced to (1) the idler gear bushing "and (2) the 'gdvernor housing; excess oil from the idler gear bushing also provfdes additional lubrication to the timing u. - - - -

O i l pwnp and f i l t e r .

Oil filter. A part of the oil delivered by the oil pump to the "gallery1!is forced into the oil filter from where it returns as clean oil to the crankcase by gravity. The unit is equipped with a filter element which will give 120 hours of service, removing all injurious foreign materials under the most severe operating conditions. A metering hole on the oil filter controls the amount of oil filtered. When an element is left in operation for more than 120 hours it may begin to accumulate excessive amounts of foreign material which restrict the passage of oil and eventually prevent any oil being filtered. The filter element consists of two large accordian-folded circular sheets of impregnated creped cellulose stitched together at the edges arid carried at the center by a metal support. As shown in Illust. 25, oil entering the filter case completely envelops both the inside and outside surfaces of the filter element. The oil is forced through the filtering surfaces, flowing downward between them. Several layers of meshed screening inserted between the filtering material at the bottom of the element serve both to stiffen the element and to permit the proper flow of oil. From the element the oil passes through the drilled metering hole at the bottom of the filter case retaining bar and, finally, to the oil pan.

FARMALL-H AND 4 SERIES Oil travels up through the body to an opening between two finished diameters on top of the body, from where it enters drilled passages in the crankcase. Minimum clearance between the top of the body and the drive pinion is 1/32 inches. The drive pinion is keyed and pinned to the shaft. The idler shaft, press fit in the body, is located 1/32 inches inside the bottom surface of the body. Backlash of gears can be .003 to .006 inches. Gaskets between the body and cover are .006 inches thick; use these as shims to obtain ,003 to .005-inch end play of the drive shaft when assembled. Idler shaft should be concentric with body bore and square with bottom of gear chamber within .001 inch. The drive and idler gears should have .002-inch clearance between body bore and the O.D. of the gear. Use 1/2-inch-wide .002-inch feeler gage between the body and gear; turn pinion several revolutions when doing so. Drive shaft and gears should turn freely when assembled. Lubricate the drive pinion when reassembling a repaired pump to engine. The floating oil screen should turn freely in the bottom cover; it takes the cleaner oil from the top of the sump.

I l l u s t . 25. Cutaway view o f o i l f i l t e r showing passage o f o i l through both i n s i d e and o u t s i d e s u r f a c e s o f the new accordion-pleated, c e l l u l o s e f i l t e r element.

Oil pump (Illust. 24). The pump is of single-stage, gear-driven type, operating off the camshaft. It is attached to the crankcase with 2 cap screws (7/16 N.C. x 1-1/4 inches).

Thanks for Purchasing from eBay Seller Polar558

Oil pressure relief valve (Illust. 24). The plunger-type regulating valve is located in the oil pump body. The bottom cover of the pump holds the spring and valve in assembly. The valve spring maintains 60 to 70 pounds pressure. The valve O.D. is .900 - .901 inches and the bore is .905 - .905 inches, or clearance of valve in body is .004 - ,006 inches. The pressure regulating spring has 3-19/32 inches free length. The spring should test 38.2 pounds at 2-3/32 inches. Be sure the valve slides freely and the spring does not cock the valve in the bore, seatiag improperly.

ELECTRICAL EQUIPMENT Electric starting and lighting are considered special equipment, but a large percentage of tractors are ordered with this,equipment. It is, therefore, essential that servicemen should be thoroughly familiar with their design. Be sure that all electrical connections are tight. A broken or loose terminal in the battery charging circuit will cause the generator to burn out. When working on the electrical system always first remove the battery to ground cable.

If the ammeter shows that the generator is not charging and if the engine is to be run for a time before looking for the trouble either remove the generator belt or ground the generator terminal, marked " A u , under the relay base to prevent burning out the generator.

Generator

sistance in the field circuit and thereby lower the generator output the short cable is connected between the "Frl terminal on the generator and the "FV terminal o n the cutout relay box. To remove the resistance and thus increase the charging rate the cable is removed from the "Fn terminal on the relay box and olaced under the relav box mountine screw.

D o not set generators above their maximum specified charging rate or they will burn out. When replacing brushes, be sure that they make good contact with the commutator before checking the charging rate. No. 00 sandpaper wrapped around commutator may be used to sand in the brushes. Never use emery cloth either for cleaning or sanding in.

Cutout Relay SPECIFICATIONS

SPECIFICATIONS

Make: Delco-Remy No. 1101355; International Harvester No. 45634 D Drive..... V belt from water pump Output Cold: 13 to 16 amp. and 7.7 to 8.1 volts at approx. 1800 r.p.m. Hot: 9 to 11 amp. and 7.3 to 7.6 volts at approx. 1900 r.p.m. Brush spring tension.... 14 to 18 ounces Rotation... Clockwise, viewing drive end

.......

Regulation. The generator has an adjustable third brush which permits regulation of the qutput. On tractors equipped with starting and lighting or with lighting only, the generator output can also be changed by setting the switch control to either "L" o~ WH." The "L" position places a resistance in the field circuit and thus lowers the generator output. The "Hn position removes the resistance from the field circuit. On tractors with starting attachment only the field resistance is located in the cutout relay box. To place the re-

Cutout points To close. rr L O open......

.......... 6.75 to 7.5 volts 0 to 3.5 amp. discharge

The cutout relay is located in the box on top of the generator. It serves as an automatic switch between the generator and battery. When the generator terminal voltage rises to exceed the battery terminal voltage, the contact points close, completing the circuit between the generator and battery. When the generator terminal voltage becomes less than the battery terminal voltage, the relay points open.

Starting Motor SPECIFICATIONS -

Make : Gelco-Remy, No. 1107427; International Harvester, No. 49344 D Drive.... Bendix Rotation...... Clockwise, viewing pinion No load 65 amp., 5 volts; 6000 r.p.m. Lock torque: 15 ft. lb.; 570 amp.; 3.15 volts Brush spring tension.. 24 to 28 ounces

........................ ...

FARMALL-H AND 4 SERIES

Lighting Switch

Battery

SPECIFICATIONS

Make Prestolite No. 613-BE.... IHC No. 1408YC Auto-Lite No. LB-1-13... IHC No. 60909 D Capacity 80 amp. At 20-hour discharge rate.... At 20 min. discharge rate... 105 amp. Electrolyte liquid above top of plates

.......................... ..............

Delco-Remy Dimmer resistance.. 5 ohms Generator field resistance ..... 2.8 ohms On tractors equipped with starting attachment only, the generator field resistance is located in the cutout relay box.

....................... 3/8 in. Flywheel Ring Gear Hydrometer readings Fully charged ......... 1.275 to 1.300 One-half charged ............... 1.225 Low...........................

Terminal grounded

..............

1.150

Positive

Freezing point of discharge battery: 50 F. above zero. Voltage.. Number of plates.

............................. 6 ................... 13

The ring gear is a tight fit on the flywheel. When installing, it should be heated to 500 to 550 degrees F., but not hotter, either on a plate or in an oven. Caution: do not heat the gear with a welding torch or over a direct flame. Uncontrolled heat will destroy the temper of the gear.

COOLING SYSTEM Radiator........ Flat-tube pressure type Capacity, U.S. gal. 4-1/4 Radiator cap: Pressure and vacuum valve type Circulation: Positive centrifugal pump, 22.8 gal. per min., closed system Fan........... 16-in. diameter, 4 blades 2680 Fan r.p.m.......................... Fan drive: Single V-belt; tension adjusted by turnihg pulley flange Thermostat (bypass type) Starts to open.. 165' F. Wide open.................... 190Â° F. Radiator shutter: Standard on all combination gasoline-distillate and kerosene tractors

...............

............

Description (Illust. 26)

The thermostat starts to open at 1650 F. The amount the thermostat opens is controlled by the engine water temperature. The extent to which the thermostat opens i n turn controls the amount of water recirculated through the engine and the amount of cool water added from the radiator. With the thermostat in wide-open position (190Â° F.) the bypass is closed, and the flow is from the cylinder head through the radiator to the pump, through the engine block and back to the cylinder head.

Radiator The radiator is of pressure type having two rows of flat tubes. The higher temperatures which result from this type of system increase the overall efficiency of the engine.

A positive centrifugal pump circulates water in a closed system through the engine block, cylinder head, and radiator. Water is directed through the engine block by channels on the water header plate which is- assembled o n the left side of the block.

A pressure-tight filler cap is provided; it has a pressure relief valve set to a predetermined maximum pressure and a vacuum relief valve to prevent collapse of the radiator during cooling.

Caution. When installing this header plate, be sure the flared end of the channels faces toward the front or water pump end of engine block. Openings in the center of the channels should face down.

The radiator filler cap and filler cap gasket must be in good condition and the cap tightened down fully because a loss of pressure during operation would result i n boiling and loss of cooling water.

Thermostat (Illust. 26) Temperature is controlled by a bypass-type thermostat, set in the casting attached to the front of the cylinder head. The path of water circulation when engine is cold is from the radiator bottom, up through pump, through the engine block, up to the cylinder head, and out into the thermostat assembly, through the thermostat assembly and then bypassed back into pump. Any water escaping into the radiator is made up from supply at the bottom of the radiator. This circulation during the warm-up period prevents formation of steam pockets.

The pressure-type radiator was first used i n regular production with FarmallH serial No. FBH-115030; the W-4 serial No. WBH-4849; the 0-4 serial No. OBH4849; and the 1-4 serial No. IBH-4849. Tractors having serial numbers below these were equipped with nonpressuretype radiators having three rows of flat tubes and an unrestricted overflow pipe. Only the pressure-type radiator will be furnished as parts.

Heat Indicator Heat indicators, standard o n all machines equipped with combination gas-

FARMALL-H AND 4 SERIES

THERMOSTAT IN CLOSED POSITION-COOLANT BEING BYPASSED BY THE PUMP

SECTION THROUC No. 4 CYLINDER

SECTION THROUCH ENGINE BETWEEN FIRST AND SECOND CYLINDERS

I l l u s t . ' 26.

S c h e m a t i c diagram o f c o o l i n g s y s t e m .

water pump body (Illust. 28). The impeller is driven through a full-floatingtype shaft.'

oline-distillate and kerosene engines, are furnished in two types. The high heat range type (67135 D for Farmall-B and 4 Series tractors, 67136 DE for U-4 and IU-4)is for use with pressure-type radiators. 'The low heat range type (49040 DB for H and 4-Series tractors, 60278 DA for U-4 and IU-4)is for use with conventional-type radiators.

Due to wear after considerable service, the pump may leak. When this occurs, tighten packing nut (3), Illust. 27, just enough to stop the leaking. The nut is 7/8-inches across the flats. After all the adjustment is taken up on the packing nut, it will be necessary to add more packing, or preferably, to remove the old and install new packing (19), Illust. 28. For service, packing is obtainable in split segments 1/4 inch thick (45925 DA). To replace the packing remove the driver pin (5) and driver (6). Unscrew and remove the packing nut (3). Slide out the impeller and shaft for easy removal of packing. Replace the packing

Water Pump Water pump construction is similar to that used on all International Harvester t r a c t o ~engines. The fan assembly and drive pulley run on ball bearings mounted on the sleeve, which is a press fit in the 22

COOLING S Y S T E M

A-460

I l l u s t . 27. Water pump and f a n assembly showing (1) f a n p u l l e y f l a n g e ; ( 2 ) s e t screw i n p u l l e y f l a n g e ; (3) w a t e r pump p a c k i n g n u t ; (4) f a n b e l t ; ( 5 ) d r i v e r p i n ; ( 6 ) d r i v e r ; and (7) s t u d .

and reassemble by reversing the foregoing instructions. Removal. To remove the water pump from Farmalls H and HV tractors it is necessarf to remove the engine hood and fan drive pulley dust shield, disconnect the radiator tie rod and loosen the water hose connections, and remove clamp bolt (3/8 inch) from steering worm shaft joint. Block up the front of the tractor, loosen upper bolster at the frame channels, and move the bolster forward with the radiator attached. The water pump may then be removed. It is held to the crankcase with four 3/8-inch cap screws. To remove the water pump from the W-4, 0-4, 1-4, U-4, and IU-4 it will be necessary to remove the radiator grille and radiator. The grille can be removed after loosening the hood and turning four special screws with a screw driver. The radiator is held at the top with a tie rod and by two 7/16-inch studs at the bottom. The two castellated nuts can be reached through the central hole in the botton of the motor support at the front. Service. Remove the fan and parts mentioned above. Next remove the bearing retaining nut (7), Illust. 28 (1-1/2 inch nut). Take out the oil seal (8). Next support the fixed flange (10) in a press and push on the forward end of the sleeve (14) (the inside thread i n the sleeve is 3 / $ inch, 16 N.F.), removing the sleeve, body, and rear bearing from the pulley assembly. The front bearing c a n then be removed from the hub (9). If the adjustable flange (1) has been broken it will be necessaTy to remove the pin (11) and take off the fixed

I l l u s t . 28. C r o s s s e c t i o n of w a t e r pump showing (1) a d j u s t a b l e f l a n g e ; (2) s e t s c r e w ; (3) packi n g n u t ; (5) d r i v e r p i n ; (6) d r i v e r ; (7) b e a r i n g (8) o i l s e a l ; (9) f a n hub; (10) retaining nut; fixed flange; (11) f l a n g e r e t a i n i n g p i n ; (12) r e a r b a l l bearing; (13) r e a r o i l s e a l ; (14) s l e e v e with bushings; (15) s h a f t w i t h i m p e l l e r ; (16) pump body; (17) f e l t washer; (18) b e a r i n g s p a c e r ; and (19) pump p a c k i n g .

flange (10) before the flange (1) can be unscrewed from the hub (9) after withdrawing lock nut and set screw (2). The rear oil seal and felt washer can be replaced if necessary; lips of both seals face the fan. The running clearance of the impeller shaft in bushings is .0015 to .0025 inch. Bushings are not obtainable a s parts; when wear is sufficient, the sleeve with bushings will have to be repltced. The sleeve (14) is press fit in the body (16). The hardened shaft (15) is .4355 - .436 inch diameter. When replacing the sleeve i n the body be sure the 1/8-inch drilled oil hole in the sleeve lines up o n a horizontal line on the same side with a similar drilled hole in the pump body. After reassembling the sleeve to the body, put felt washer (17) in the groove in the body and lubricate with oil. Next assemble the rear bearing (12) to the nub (9) with the fixed flange (10) and the adjustable flange (1) already assembled to hub (9). Then put the oil seal (13) in the bore with the lip toward the bearing (12) and the outside edge flush with the end of the hub (9) as shown. Press the hub assembly onto the sleeve and body assembly, supporting the latter under the sleeve. Be sure the bearing is definitely against pump body. Several spacers (18) welded together will make a good driver for the bearing assembly. Then assemble the outer bearing to the hub (9) and sleeve (14) with the spacer

FARMALL-H AND 4 SERIES (18) in place. The bearing inner race should be tight against the spacer. The oil seal (8) is assembled with the lip toward the fan and outer edge flush with the end of hub (9) as shown. The bearing clamping nut (7) can now be assembled. Place the impeller (15) in the assembly, add packing, the packing nut (3), the fan, and the remainder of the driver assembly. The bearings are not pre-loaded; the spacer (18) is longer than the adjacent

portion of the hub casting. Only one bearing will touch the shoulder i n the hub. Grease the bearings with chassis lubricant before assembling to the hub. The impeller, thrust washer (hardened), and shaft are obtainable only as a complete assembly.

The double fan pulley,, where used, does not interfere with the above directions.

FUEL SYSTEM AND AIR CLEANER GASOLINE TAN

EXHAUST PIPE

INTAKE AND EXHAUST MANIFOLD (without

rnm~lold .held)

VALVE

\GOVERNOR

FUEL STRAI

'CARBURETOR

I l l u s t . 29. Schematic diagram of fuel system ( g a s o l i n e - d i s t i l l a t e engine) with a i r c l e a n e r .

Description (Illust. 29) The fuel system consists of the fuel tank, fuel strainer, carburetor, manifolds, governor and air cleaner. Tractors and power units with highcompression gasoline engines have only one fuel tank. Those with combinationfuel engines have two fuel tanks--a main fuel tank and an auxiliary 1-gallon tank for gasoline with which to start the engine. As soon as the engine has run long

enough to reach operating temperature the valve on the auxiliary tank is clcsed and that on the main fuel tank is opened. The fuel feed to the carburetor is by gravity.

Manifold Two types of manifold are used. A "coldn manifold is used o . the high compression gasoline engines- (Illust. 31). A combination manifold is used on the gasoline-distillate and kerosene engines The cold manif old has a (1llust 3 0 )

FUEL SYSTEM AND AIR CLEANER

I l l u s t . 30. The g a s o l i n e - d i s t i l l a t e e n g i n e from the l e f t side, showing * h o t wmanifold, h e a t shield, manif o l d h e a t c o n t r o l , carburetor, governor, and a i r c l e a n e r .

hot spot f o r heating the fuel mixture as it passes from the carburetor to the engine combustion chamber. The combination manifold is made s o that the exhaust gas can be circulated around the intake manifold. The exhaust gas h e a t aids i n vaporizing low-grade

I l l u s t . 31. The l e f t s i d e o f t h e high-compress i o n e n g i n e , showing t h e " c o l d w m a n i f o l d .

fuels. An adjustable valve controls the quantity of gas circulated. In addition a heat shield can be used which confines the radiated heat around the entire manif old.

Manifold stud nuts should be tightened to a tension of 50 foot pounds.

Carburetor

SPECIFICATIONS

i n two types. The 50981 DA carburetor i s for use with the high-compression Make................................. IHC gasoline engine. The 45108 DB carbuD-10 Model retor is used on the combination gasolineSize L.. 1 in. distillate engine and the kerosene engine. Type Updraft Adjustments: Idle throttle stop screw, The principal difference between i d l e air adjusting screw,. and main these two carburetors i s i n the m a i n jet fuel adjusting screw seat, the metering 7/8 Fuel level, inches................. nozzle, the throttle butterfly, and the throttle body. Should it become necessary Description (Illusts. 32 and 32A) to renew any of these parts, care should be taken that tne correct parts are used on each type of carburetor as the operaT h e International Harvester Model tion and fuel economy would be affected. D-10 1-inch updraft carburetor is made

............................... ........................ .............................

FARMALL-H AND 4 SERIES

Fuel line fitting and screen

ldle throttle stop screw

retainer ldle adjusting screw

Choke lever

screw

Drain plug

adjusting screw

A.7365

A-4276

I l l u s t . 32. The carburetor f o r high-compression gasoline engines.

Carburetor Function The functions of a carburetor are: (1) To meter and discharge the desired amount of fuel into the air stream entering engine, (2) to atomize the fuel and, (3) to make a homogenous air-fuel mixture. The air-fuel ratio is not constant for all loads and speeds. The carburetor should vary that ratio to give the best operating performance for all conditions. The carburetor used on 4 Series engines has been calibrated to meter correct amounts of fuel for smooth operation throughout the operating range. When diagnosing engine troubles, do not be too hasty in condemning the carburetor.

I l l u s t . 32A. The carburetor g a s o l i n e - d i s t i l l a t e engines.

for

combination

The main jet (2) allows a definite amount of fuel to enter the discharge nozzle (3) from where it is drawn into the air stream at the point of greatest suction. This definite amount of fuel corresponds to a definite amount of suction for any given engine speed. There is, however, a limit to the amount of fuel which can pass through the main jet. The main jet (2) is so calibrated as to meter the maximum amount of fuel

General Operation The carburetor is a plain-tube, single-venturi type, having an air-bleedwell method of compensation. Illust. 33 shows the removable venturi (1) which measures the volume of air allowed to pass through the carburetor. The piston descending i n the cylinder sucks air through the venturi. This suction, or partial vacuum is increased by the shape of venturi (1). The velocity of air entering the carburetor is speeded up as it passes through venturi. This suction or metering vacuum draws fuel from the main discharge nozzle ( 3 ) , and from the main jet ( 2 ) , and draws air from main air bleed (4). The n~ainor high speed jet (2) is particularly effective at full-load speeds.

I l l u s t . 33. S e c t i o n a l view o f carburetor, showi n g ( 1 ) venturi; (2) main f u e l j e t ; (3) d i s (2) main a i r b l e e d ; (5) i d l i n g charge n o z z l e ; jet; (6) i d l e a i r a d j u s t i n g n e e d l e ; (7) main j e t a d j u s t e r ; (8) i d l i n g s l o t ; (A) h o l e s i n d i s charge n o z z l e ; and (B) a c c e l e r a t i n g w e l l .

FUEL SYSTEM AND AIR CLEANER necessary for full load. The main jet adjustment (7) reduces this amount to that required for economical operation for certain operating conditions. The metering vacuum in the venturi does not increase in direct proportion to the increase in engine speed or velocity of air through the venturi. Doubling the engine speed or doubling the velocity of air in venturi would more than double the vacuum in the venturi. This means that more fuel would be drawn from discharge nozzle for the same amount of air, and the air-fuel mixture would be ricner. Because of this condition air is admitted to discharge nozzle to thin out the mixture at the higher speeds. The amount of air admitted to the discharge nozzle is determined by the main air bleed which meters the amount of air in quite the same way as the main jet does for the fuel When tke engine is not running, the level of the fuel in the bowl maintains e similar level in the discharge nozzle. When the engine is operating this le- el is reduced in the discharge nozzle and decreases as the engine speed increases. As the level of fuel is lowered below holes (A) in the discharge nozzle, air is admitted. Further reduction of the fuel level exposes more of these holes and increases the amount of air bled into the discharge nozzle. The main air bleed is connected to a groove around the outside of the venturi which is connected to the air intake below the choke valve. Space around the discharge nozzle "Blf is known as the well, or accelerating well.

ratio of air to gas for idling speeds is definitely controlled. The idle system operates from slow idle speed to approximately fast idle speed. The idling slot is elongated so that its operation is effective at a large range of idling speeds. A s soon as the throttle is opened for load conditions the effect of the system is reduced almost t . nothing. At wide-open throttle the suc,tion in the venturi is at its greatest. Because of this condition:the flow of air is reversed and air from the space above the butterfly valve flows down through idling system to the passage in front of main jet (2) and acts as another air bleed. Since the suction at the discharge nozzle is much greater than that at the idling slot, only a small volume of air passes through this reverse air bleed of the idling system.

Idling System. When the throttle butterfly valve is nearly c l ~ s e d for idling operation the velocity of air through the v e n t w i is insufficient to provide the proper amount of fuel. An idling system therefore is introduced which admits gaspline to the engine above the butterfly valve at which point suction is greatest. Passages of the idling system start with the idling slot (8) and continue downward to the idling jet (5) and on down to the accelerating well near the main jet (2). On top of the idling jet (5) the gasket is cut away, making an air passage to the well, refill, and main air bleed connections with the air passage around the venturi (1). Suction above the butterfly valve draws air from this passageway and at the same time draws fuel from the idling jet. Under such conditions the idling system is a separate carburetor in itself. The idle air adjusting needle (6) controls the amount of air that is admitted from behind the venturi. In this way the

I l l u s t . 34. Detail showing construction o f c a r b u r e t o r well r e f i l l bleed.

NOTE GASKET CUT AWAY

-WELL REFILL BLEED

MAIN AIR@

BLEED A-984

Well refill. The well refill bleed is shown in Illust. 34 and consists of additional drilled passages in the carburetor bowl. The drilled passage extends from the main air bleed to the idling jet where the gasket is cut away. The idling system has a tendency to work at partial throttle setting. In view of this tendency additional vacuum from the main air bleed draws gasoline up into the idling system where it will remain until the throttle is opened wide. At such time the vacuum in the idling system will be destroyed allowing the gasoline to flow down into the accelerating well where it will be available for accelerating purposes. At idle speeds there is little vacuum at the main air bleed from the discharge nozzle.

Adjusting Carburetor There are only two external places where the operation of the carburetor can be adjusted. These are the idle air adjusting needle (6) and the main jet adjuster ( 7 ) ,

AND 4 SERIES (~llust.33) The idle speed, however, is limited by adjustment of the idle stop screw shown in Illust. 32, which sets the position of the throttle butterfly valve for idling purposes. The carburetor is correctly set when shipped from the factory. If the setting has been disturbed the following procedure should be followed: Before starting the engine, set the main fuel adjusting screw (~llust.32) 2-1/2 to 3 turns open and the idle fuel adjusting screw 1 to 1-1/2 turns open. Also set the m n i fold heat control valve in "Hot1' position. (This applies only when distillate or kerosene is used.) After starting, allow the engine to run on gasoline about 20 minutes with the governor control hand lever fully advanced. When the heat indicator pointer shows in green part of dial, change over to operation on distillate or kerosene. (This applies only when the engine is using distillate or kerosene.) Turn the main fuel adjustment i n until the engine starts to miss or operate unsteadily, then unscrew until steady running is obtained. This setting can be made more accurately when the unit is under load. Turn in adjustment for leaning and turn out for richening mixture. 'etard the governor control hand lever to about 1/4 advance. Turn in the idle throttle stop screw until the engine speed increases slightly. Then turn in the idle fuel adjusting screw until the engine runs steadily. Turn out the idle throttle st02 screw mill the? engine idles at the desired speed with the governor control hand lever in full retard position. The idle adjusting screw turns i n for a rich and out for a lean mixture.

Trouble Shooting Excessive fuel consumption. It is well to remember that many things besides the carburetor determine the amount of fuel used. A motor with poor compression, faulty spark plugs or ignition adjustment, or dirty breaker points cannot run economically. Clutch slippage, poor or insufficient lubrication i n various motor and chassis parts--all exact a toll in fuel. When low fuel economy is encountered, it is well to check the entire unit, check the carburetor settings, the ignition adjustment, the brake and clutch adjustment,

tne mount and condition of oil in the motor, and the transmission and the drive gears. Thoroughly clean the air cleaner to remove any possible restrictions from that source. Make sure all gaskets from the air cleaner up through the carburetor are in good condition. Be sure the choke valve opens wide and note gas line, etc., for leaks. Grit underneath the fuel level valve will cause a high level of fuel and result in poor fuel economy. A low level of fuel will cause a loss of power. Therefore, it is well to check bowl fuel level (~llust.35).

I l l u s t . 35. Dimensions f o r checking f l o a t and f u e l l e v e l .

carburetor

Hard starting. Among the various causes of hard starting are poor compression, stiff engine, improper valve timing, water in the cylinders, improper magneto timing, poor spark plug cables, weak condenser or magneto coil, improperly set spark plug gaps, dirt in the jets of the carburetor, improper idle setting, poor choking action, poor gasoline, low fuel level in the carburetor bowl, overpriming or overchoking. One of the greatest offenders is the setting of spark plug gap. Although a rich mixture is desirable for startRurDoses. too rich a mixture is no good. Make sure fuel and air are both reaching the carburetor; this may mean cleaning the air cleaner and fuel cleaners. -

Missing under load. An engine missing under load may be traceable to the carburetor and to several other causes. A lean mixture will very often cause missing at high speed under load. A lean mixture will result from a poor gasket seal between manifold and cylinder Mead or between carburetor flange and manifold. Air being drawn in at these points not only produces a lean mixture, but also results in excessive engine wear because of dust 3nd grit entering the engine with the air. Operating a distillate or kerosene motor on this fuel without properly warming engine until the indicator shows in the green will cause poor performance. If adjustment of the main fuel jet does not

FUEL SYSTEM AND AIR CLEANER correct the missing of the engine after all other mechanical and electrical possibilities have been eliminated, it is well to remove the carburetor and clean all passages. Loss of power. Assuming that all mechanical features of the unit are in good condition, loss of power may be due to an improper fuel level (~llust.35) A fuel level that is too high or too low will not allow the motor to develop its full horsepower. A thorough cleaning of all carburetor connections will generally improve performance. In this regard it is particularly well to check the governor settings as well as to inspect the shafts for any binding which may prevent the throttle valve from opening completely. Dirt in the idling jet may be the cause of surging; clean the jet and then check the governor for binding. Overheating will cause loss of power. Check the thermostat for opening temperature, 165O to 190Â° F. Poor acceleration of a motor may be traceable to spark plug gaps or breaker points. Dirt in the accelerator well will cause poor acceleration. If the engine operates properly at idle speeds or at full load, the accelerating well is not dirty.

Service Cleaning. Before dismantling a carburetor the outside surfaces should be cleaned of dirt and grease so that the solvent used to clean the dismantled parts will not become contaminated.

Gum or varnishlike coatings from evaporated fuel are often found inside the carburetor. Such coatings restrict the flow of fuel through the jets and passages and must be removed with a good solvent to restore satisfactory operation. A number of good commercial gum solvents are available. A solution of half and half alcohol and benzol or pure acetone will dissolve these gum coatings. Never run wires through carburetor jet orifices as this may-change their hydraulic characteristics. Use compressed air to blow out jets and passages after parts have been thoroughly cleaned by immersion in the gum solvent. Points of rapid wear. The fuel float valve, the valve seat, and the float pivot pin are points of most rapid wear. These items should be replaced when found worn, to insure a stable fuel level in the bowl. After replacement of these parts, check and correct the float level; once properly adjusted the float level will not change until wear again becomes excessive. Reassembly. When assembling the carburetor, always use a new gasket between the bowl and the throttle body. Any leakage of air at this point will unbalance the air to fuel ratio and make it impossible to secure proper adjustment. Inspect the drip hole filler in the base of the carburetor bowl; if shriveled up, replace with a new one. This filler allows trapped fuel to drain out of the air intake but must fit the recess firmly to exclude dust and grit, which would be drawn in with.air when the engine is in operation.

Engine Governor Description

(Illusts. 36,31,38 and 39). Engine governors are designed to maintain a selected engine r.p.m. or speed within reasonably constant limits (10%) under varying load conditions by proportioning the carburetor fuel mixture to the load. Special governor springs to give 5 percent regulation can be supplied for U-4 units used in direct-connected generator service.

The governor used on the 4 Series engine is of centrifugal type. The centrifugal.motion of two weights (1) causes pressure to be applied through sleeve (4) and bearing (5) against lever (6) which, in turn, operates the governor connecting rod ( 7 ) , the throttle shaft (8) and the butterfly (9). Also attached to lever (6) is the governor spring (2). The tension of this spring, controlled at its opposite end through lever (14) on the speed change

FARMALL-H AND 4 SERIES

I l l u s t 36. S e c t i o n through governor showing w e i g h t s and c o n t r o l l i n k a g e t o carburetor butterfly. Governor shown i n medium speed p o s i -

At this setting governor spring (2) should be free; it will not be possible to set low idle speed of engine when screw (10) is adn i n the spring Place the speed control lever o n the dash of the unit i n the wide-open position; adjusting screw (11) on speed ch lever (14) should be contacting stop Make necessary adjustment i n control linkage to make this possible.

(3:

lever shaft, determines the governed speed of th.e engine. When the governor weights are together with tension on governor spring ( 2 ) and the'engine stopped, the carburetor butterfly should be in a wide-open position-vertical to the carburetor.

Governor Adjustment To adjust the governor remove the cover from the side of t h e governor housing. This gives free access to the adjusting screws. Screw (11) controls the m a x i m m high idle speeds. Screw (10) limits the travel of lever (14). At maximum high idle speed the engine will run without load with the speed control hand lever in the wide-open position. At this setting (engine stopped) the butterfly valve i n the carburetor is in the vertical or wideopen position. The butterfly valve will also be in the same position when the engine is operating under its rated load and at rated r.p.m.

T h e engine h i g h idle speed c a n be changed b y adjusting screw (11). Turn out to increase speed to rated r.p.m.; turn in to decrease the speed. can The l o w idle speed (450 r . p . m . ) be changed by turning screw at carburetor in or out (~llust. 32). If screw (10) is set i n too far, the low idle speed cannot be secured (lllust. 37). It is very important that the linkage connecting the governor weight movement to the carburetor butterfly be correctly adjusted and not w o r n exiessively. TO check this adjustment remove the governor " connecting rod housing cover and ventilating tube (17) s h o w n i n Illust. 36.

When the low idle screw (~llust.32) in carburetor is adjusted for correct l o w idle s eed (450 r.p.m.), the upper stop screw 60) on governor control lever should be adjusted 50 touch its stop (~llust.37)

I11ust. 37- Governor adjusting screws and s p r i n g s . P a r t s shown i n medium speed p o s i t i o n .

. 30

Chart

E n d V i e w o f Farmall-H and

Series Engine

VALVE ADJUSTMENT: Clearance between rocker arm

VALVE AND VALVE GUIDE: Clearance bn gurde 3s ,001 to

Recheck alter and valve stem $5 ,017' w ~ t he n y n e hot llshtenmq rocker arm assembly or cvlander head Rocker arm bushmgs can b e replaced and reamed t o rlze Runnmg clear ance fs ,009-.004"1 valve lever shalt bs ,748-.749' dwneter V d v e lever assembly does not have to be removed t o ttqhten

.004". Valve stem dmneter is ,371 t o 379'. G u d e 15 assembled w ~ t hchdmlered e n d up, prolcctmq abovc valve counterbore b y ''Arc. Repdlr guades arc furnlrhed reamed t o sbze G u i d e b o r e and valve seat should b e c o n c m t r ~w f t h n ,009.. Valve seat w d t h t s ?"": [~xhaustvalve seat onlr can be mdchrned l o recewe valve seat msert J

Service Charts Chart

E n d V i e w o f Farmall-H and

Chart

Side V i e w o f Farmall-H Tractor

Chart

Side V i e w o f

Tractor

(The

similar)

Chart

W-4 Standard 0 - 4 , OS-4 and 1-4 are

Series Engine

Differential and Rear A x l e of Farmall-H and

4 Chart

Series Tractors Except F a r m a l l - H V

F a r m a l l - H V Final Drive and Rear A x l e

removed and replaced same as wet type sleeves r e q u ~ r t n qn o honcnq o r bormg d t e r assembly ' ~ h standard replacement perton and sleeve sets are avatlable lor r e p a m Puller SE-1913 ~s ava~lablel o t rcmoval o l sleeves Codt outside o f sleeve wtth 11ghtlvlm o l 0 4 1 tor ease 01 asscmbly W o o d e n block held h m l v acrosr t o p o f sleeve should b e used w h e n

OIL PUMP: Smgle gear type, draws 011through "Floato" 011 screen and purnpr 011t o mdm, connecttng.rod and camrhaft bearings tirn~nggears and valve mcchanwn Drwc n m o n tr kevcd and o~nncdt o rh:h and ra s d r w e g e a r Od pressure reguLtmg valve kamtatns 55 t o 6 0 lb; 1 6 5 0 R PM h;d~d tn pump body, sprm3 s h o u l d ~ e s t38.3 Ibr w h e n compressed t o Free length o l spring 15 3",$,'. Pressure valve clearance l o body IS I,. ,004-,006'.

Chart 2. Side V i e w o f Farmall-H Tractor B E V E L GEAR A N D P I N I O N A D J U S T M E N T : & a n are mtrmlohl bevel tym. They should be set flurh;flth sac< other at outer and or heal (large end) of tooth with ,006 to .012" bsck-la5h for Initial trlal. Then move pinlon in or out to secure a sosltisn mt which m s m n run ths muletest Pinion

shims between main shaft bearlng paJa i n d transmlsslon case. Back-lash is cha ged by vsrylng number of rhlms between shaft bearing cage and tr8nsmlsslon case. Shlms removed from one .Ids - ..must be nlaced on other ilde. Tooth contact should show L t+ bearlng (small end of tooth).

different?.^

-nrnovsl Is as follows:

1. Remove four bolts from the clutch Jolnt(0. 2. Remove clutch release sleeve carrier (2). 3. Remove cfutch shaft together with thrust bearlng. 4. Removs t h n e cap scnws holdIng c l u t c h t o flywheel and after placing washers under the head of cap scmws transpose them to the three holes provided for compressing clutch spring. 6. Remove the remalnlng cap screws and Ilft out Clutch. 6 . Re.asembly Is mads I n the reversa procedun but be sure to Install clutch shaft before r&sinm pressure on ciutch springs, and be sure to asrsmbla clutch lolnt ring wlth convex aide toward clutch. Clutch IS CqUIpped SIX pnssu~ springs whlch should b 1 . W U II 1 6 6 to 1 7 6 Ibs. when compnssed 10 1%.: If clutch Is tom'down and nasarnblod, mak. .ssembly of (Ingem t o dlmenslons shown on l l l u r tratlon b 4 o n lint.ll1ng.

It coupllnp. 2. Rarnovs transrnUslon drlvs isslon main shaft (rpllne 8haft with pinlon). I. Remove countenhaft rear bearlng snap-

I lgjthe n v e n e manner.

CRANKSHAFT BEARINGS: T h n s pnclsIon replaossble type. End thrust taken on center baarim@. Runnlng clearance , 0 0 2 to .003". Journal dia. 2.497-2.498". End elsarsnce , 0 0 4 to .008". Bearing running cIe.rance may be chsckad by plmclng a .003" thick bmss shim 'k" wlda, lq/s" long between l o w e r bsarlng and crankshaft. Ifaleannca Is not excasstve there should be a slight drag when turning crankshaft. Besrlngs can be replaced wlthout removing crmnkshatt. Reground crankshaft and bearings are arallabls In &'' undemlze. Bearings a n not adJustrble so when clearances ara eacesslve replmcement is necessary. IMPORTANT: When Instslllng ba*rlngs be s v r e bearing backs and bearlng bores I n crankcmse and caps are absolutely oleen, smooth and free fmm oil. 011 crankshaft Journal before assembling lower bearing. B a a r t n ~ shave a nib or pmlaotlon whlch prevents turnlng and should be assembled wlth nlb engaging notch In crankcase and cap. Crankshaft bearlng cap screws, slzs H", tension, 9 0 0 In. Ib. or 7 5 It. Ib. When replacing bearlngs be aura all oil pasrmges are clean.

rod and cap. ~ 6 e i e v &replmsI n 9 b e a r i n g s be sure a l l o i l pmseages I n block ere clean. Conneotiag rod cap screw, sIIe

Chart

3. Side

V i e w of

W-4

Standard Tractor

(The 0 - 4 ,

0s-4

and 1-4 ere similar)

FUEL SYSTEM AND AIR CLEANER Set the speed control lever at wide-open position and remove pin (18) from the connecting rod adjusting block (19) (~llust. 40). Pull the throttle shaft lever (8) and thc governor connecting rod adjustment block (19) up as far as they will go. With these two parts in this position, pin (18) should slide freely in place. If the pin does not, adjust the governor connecting rod adjusting block so that pin does slide freely into place.

Service The governor assembly can be removed from the engine by removing the-cap screws from the governor housing, removing ventilating tube (17), removing cap screw (15), and working governor throttle shaft housing far enough forward to release throttle shaft (8) from the coupling to the butterfly valve. There are two screws holding the governor throttle shaft housing to the carburetor. The governor shaft rotates on a ball bearing and a bronze bushing. The ball bearing is provided with a snap ring so that the bearing can take end thrust from the helical gear driving the governar.

I l l u s t . 39.

Governor viewed from the r e a r .

The ball bearing (5) on the governor drive shaft should be assembled with the closed side of bearing away from the shoulder of the shaft. The governor lever (6) is mounted onaneedle bearing. This type of construction holds friction to a minimum and results in a smooth-acting governor. All linkages should fit freely and have very little end play. Excessive play in governor parts will cause rough operation. When assembling the governor to the engine and carburetor, be sure the tongue and groove of the throttle shaft and butterfly valve shaft are engaged. Loosen screws (153 holding the felt retainer to the connecting rod housing*and then replace them. This will prevent any possibility of strains and misalinements in the governor throttle shaft. Check the governor linkage for freeness and be sure there is no binding at any point. Clean the idling jet in the carburetor if surging is encountered. Lubricant is forced to the governor by intermittent pressure from the lubricating system and returns to oil pan through opening in bottom of housing. The governor housing is vented by pipe (17) whichtleads to air intake pi

I l l u s t . 40. Governor thrott l e shaft connection.

I l l u s t . 38. Forward p l a t e s removed).

view

governor ( c o v e r -

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FARMALL-H AND 4 SERIES between the carburetor and air cleaner. This venting prevents the formation of condensation in the governor and throttle shaft housing.

Governor Control

CONTROL BRACKET

IDLE POSlTlON

STOP SCREW

Farmalls H and W. The governor control handle has a notched sector with spring-loaded pivot which holds the handle at any desired setting. It is mounted just ahead of the steering wheel on the steering shaft rear bearing. W-4 and 0-4. The governor control is of friction type to permit close speed regulation. It is mounted on the steering gear housing.

FULL LOAD POSITION STOP SCREW L\-,366

I l l u s t . 41. F r i c t i o n - type governor c o n t r o l f o r Controls on t h e W-4, 0-4, and 1-4 are the U-4. of s i m i l a r design.

1-4. This-tractor has both a manual control similar to the W-4 and 0-4 and an accelerator. U-4 (~llust.41). These have a friction-type governor control handle like the W-4, 0-4 and 1-4. It is attached to the flywheel housing.

Air Cleaner A Donaldson 6-inch "oil washedm air cleaner with oil cup is attached to the gas tank support. The intake is provided with a screen to prevent large particles such as chaff, leaves, etc., from entering the air cleaner. Air passes through the screen, down the center into the oil cup and up through screens to the intake manifold. Reversal of the air flow at the base separates the dust. Oil carried upward with the air as a mist is separated by crimped screen elements, returning oil to the base and washing screens.

The oil cup should be removed for periodic cleaning and refilled with fresh oil to proper level. The screens should be washed with kerosene. Joints, rubber connections, etc., should be air tight to prevent entrance of dirt particles. Proper functioning of air cleaner is important to obtaining maximum power from an engine. A restricted air cleaner will cause a loss of power and increased fuel consumption.

ENGINE CLUTCH SPECIFICATIONS

Size, in............................. 10 Manufacturer................... Rockford Type Farmalls H and HV, W-4, 1-4, IU-4: Spring loaded, dry disk, and foot operated 0-4, U-4: Overcenter, single plate, dry disk, and hand operated Torque capacity 175 Spring loaded, 1b.-ft............ 247 Overcenter, 1b.-ft............... Throwout bearing Ball thrust Pilot bearing.. Ball

............ ....................

.--

I l l u s t . 42.

Spring-loaded c l u t c h p a r t s .

Adjustment Farmalls H and HV, and W-4. The clutch pedal should have 1-1/8-inch free movement from its stop against the transmission cover when the clutch is fully engaged. This allows a clearance of 3/16 inches between the clutch release bearing and the clutch release levers. As the clutch wears, the free movement will be reduced and must be readjusted when the free movement is reduced below 7/8 inches by lengthening the clutch operating rod on the pedal. The clutch may be badly damaged by slippage unless free movement is maintained.

The front of the flange for the transmission drive gear is made into a narrow drum. A semi-circular brake engages this drum when the clutch is disengaged. A yoke extending to the rear is mounted free on the clutch release shaft around the clutch release fork. Spring tension holds the brake on the drum and a lug o n the fork contacts the adjustable set screw in the yoke, moving the brake from the drum as the clutch is engaged. When adjusting the clutch, be sure the brake does not contact the drum until the clutch is released. Turn in the set screw until such is the case. The clutch is accessible through I = . openings in the bell housing. If the unit is equipped with a spring-loaded clutch, follow the adjusting procedure given for Farmalls H and W , and the W-4. If the unit is equipped with an overcenter clutch, follow the adjusting procedure given for the U-4. U-4. The clutch is accessible through an opening on the topor bottom of the bell housing, depending on the installation. Release the adjusting ring lock and turn the ring one notch. Check by engaging and disengaging the clutch. Be sure to replace the lock before closing the covers. Correct adjustment is indicated by positive pressure (not excessive) required to engage the clutch with the operating lever. The clutch housing must be removed to remove the clutch. It is only necessary to disconnect the throwout bearing lubricator, take out the 3/8-inch cap

0-4. The clutch is accessible through an opening in the bottom of the clutch housing. Adjustment is the same as for the U-4. To remove the clutch, take off the hood side sheet, steering wheel cowl (4point fastening), and proceed as outlined for the W-4. The forward face of the clutch shaft flange has two segments of brake lining engaging the rear of the bearing carrier assembly. 1-4. Inspection and adjustment are the same as on the W-4. I n addition a clutch brake is used to aYd rapid shZfting of the transmission gears (Illust. 43).

I l l u s t . 43. The 1-4 c l u t c h brake, showing (1) c l u t c h r e l e a s e s h a f t ; (2) c l u t c h r e l e a s e f o r k ; (3) c l u t c h brake s p r i n g ; ( 4 ) transmission d r i v e f l a n g e ; (5) brake shoe; and (6) brake yoke.

FARMALL-H AND 4 SERIES s c r e w s , and remove t h e e n t i r e Yiousing assembly a s a unit.

Inspection F a r m a l l s H and W . and W-4. Inspect i o n of c l u t c h r e l e a s e l e v e r s may be made t h r o u g h a n o p e n i n g i n the bottom o f t h e c l u t c h housing. Each of the t h r e e r e l e a s e l e v e r s should be a t a n equal d i s t a n c e from t h e c l u t c h r e l e a s e bearing when t h e c l u t c h i s f u l l y engaged. T h i s i n s u r e s u n i f o r m c o n t a c t of t h e p r e s s u r e p l a t e and f r i c t i o n disk. S h o u l d one o r more r e l e a s e l e v e r s be f o u n d o u t of a d j u s t m e n t , t h e p r e s s u r e p l a t e i n most c a s e s h a s b e e n damaged and should be replaced. A tempora r y r e p a i r may b e made by r e s e t t i n g t h e r e l e a s e l e v e r a d j u s t i n g screws which may be reached through t h e inspection opening.

Removal and Assembly Farmalls H and W. The c l u t c h assembly i s removable t h r o u ~ ht h e h v d r a u l i c l i f t pump opening i n t h e bottom "of t h e c l u t c h housing. Remove f o u r b o l t s f r o m t h e c l u t c h s h a f t j o i n t and remove two c a p screws from t h e r e l e a s e s l e e v e c a r r i e r . Remove two c a p s c r e w s from t h e r e l e a s e f o r k and remove t h e f o r k and r e l e a s e s h a f t . The c l u t c h s h a f t and r e l e a s e beari n g assembly may now be removed. Remove e v e r y o t h e r c a p screw holding t h e c l u t c h t o t h e f l y w h e e l and p l a c e p l a i n washers o n them, p l a c i n g t h e s e cap screws i n t h e t h r e e h o l e s provided f o r compressing t h e c l u t c h s p r i n g s . Draw up evenly. Remove t h e remaining c a p screws and . l i f t o u t t h e c l u t c h assembly. Reassembly i s made i n the reverse order, b u t be s u r e t o i n s t a l l t h e c l u t c h s h a f t b e f o r e r e l e a s i n g t h e three cap screws which hold t h e c l u t c h s p r i n g s under comp r e s s i o n . A l s o , t h e convex s i d e of t h e c l u t c h s h a f t j o i n t r i n g must f a c e t h e clutch.

W-4 and 1-4. To remove t h e c l u t c h i t i s necessary t o t a k e off t h e engine hood, t h e f u l l l i n e s u n d e r t h e main t a n k , 3 c a s t e l l a t e d n u t s from the s p r i n g mounting f o r t h e t a n k , and remove t h e t a n k . Remove the governor control rod, the r a d i a t o r s h u t t e r contr0.1 ( l o o s e n the l o c k n u t s a t t h e s t e e r i n g column and unscrew by cranki n g t h e c o n t r o l handle t o l e f t ) , and t h e i g n i t i o n s h u t - o f f w i r e w i t h c l i p on t h e s t e e r i n g column, and l i f t o f f t h e gas tank and a i r c l e a n e r assembly a s a u n i t . Next t a k e off t h e h e a t i n d i c a t o r from t h e en-

g i n e , t h e o i l p r e s s u r e tube from t h e r e a r of t h e gage, a l s o t h e c l i p h o l d i n g t h e t u b e t o t h e s u p p o r t , t h e hose connections t o a i r c l e a n e r , 4 c a p screws (7/16-inch) on t h e t o p c l u t c h h o u s i n g c o v e r a t t h e f u e l tank s u p p o r t , t h e pulley housing and c a r r i e r i f t r a c t o r i s s o e q u i p ed ( s i x 7 / ~ - i n c h cap screws), 2 dowels b / z - i n c h n u t ) , t h e b a t t e r y and s t a r t e r w i t h i n t e r f e r i n g c o n n e c t i o n s if t r a c t o r i s s o equipped, and t h e n t h e c l u t c h cover (4 of 1 0 c a p screws). The p l a t e on t h e bottom of t h e housing i s h e l d i n p l a c e w i t h two 3/8-ineh cap screws. I n t h e c l u t c h housing, remove the b o l t s from the c l u t c h coupling, r e l e a s e the s l e e v e c a r r i e r , and c l u t c h r e l e a s e fork. Take o f f t h e c l u t c h o p e r a t i n g l e v e r yoke and t a k e out t h e c l u t c h r e l e a s e s h a f t . N e x t remove t h e t h r e e c a p s c r e w s from t h e c l u t c h , assemble t h e washers t o them and i n s e r t them i n t h r e e tapped h o l e s t o compress t h e s p r i n g s i n t h e c l u t c h . Draw t h e cap s c r e w s u p e v e n l y and t h e n t a k e t h e remaining cap screws o u t of flywheel. Turn t h e c l u t c h s h a f t 900, s l i d e the s h a f t o u t of t h e p i l o t b e a r i n g , move t h e r e a r end down, and l i f t t h e c l u t c h assembly from t h e compartment. For complete service r e f e r t o Serviceman' s Guide, Manual No. 10, IITract o r and Power U n i t Clutchesn ( CHS-621, Reassembly i s made i n r e v e r s e of t h e f o r e g o i n g . Be s u r e t o a t t a c h t h e c l u t c h t o t h e flywheel and i n s e r t t h e c l u t c h s h a f t i n t h e p i l o t bearing b e f o r e r e l e a s i n g t h e p r e s s u r e on t h e c l u t c h s p r i n g s . The c l u t c h i s equipped w i t h 6 pressure s p r i n g s which should t e s t 165 t o 175 pounds when compressed t o 1-7/16 i n c h e s . For a complete overhaul r e f e r t o t h e method outl i n e d i n above-mentioned guide on springloaded clutches. After r e p l a c i n g t h e l i n i n g s o r pressure p l a t e t h e t h r e e r e l e a s e l e v e r s should be checked f o r p r o p e r s e t t i n g b e f o r e i n s t a l l i n g the c l u t c h u n i t i n the flywheel. T h i s i s accomplished a s follows: F i r s t , by u s i n g t h e t h r e e c a p screws which a r e u s e d t o hold t h e s p r i n g s under compress i o n , a d j u s t t h e f a c e of t h e p r e s s u r e p l a t e t o measure 27/32 i n c h e s from t h e f l y w h e e l f a c e of t h e back p l a t e . Second, a d j u s t each of t h e t h r e e r e l e a s e l e v e r s t o measure 2-5/32 inches from t h e f a c e of the p r e s s u r e p l a t e t o t h e r e l e a s e bearing p o i n t of t h e r e l e a s e l e v e r s .

0-4. The o v e r c e n t e r c l u t c h can be removed q u i t e t h e same a s t h e f o r e g o i n g . Disconnect t h e c o u p l i n g , t a k e o u t the rel e a s e s h a f t and f o r k , and remove t h e cap screws from t h e c l u t c h . The e n t i r e assemb l y c a n t h e n be removed from t h e f r o n t frame.

TRANSMISSION Description The transmission i s of s e l e c t i v e spurgear type with f i v e speeds forward and one r e v e r s e . On Farmall-H and W-4 t r a c t o r s with s t e e l wheels the f i f t h speed i s locked o u t ; a s e t screw i n t h e r e a r frame cover engages the s h i f t e r r a i l , t h e r e b y prev e n t i n g a S i i f t t o f i f t h speed.

f r o n t i n a r o l l e r bearing which fits ins i d e t h e d r i v e gear. End t h r u s t i s taken by t h e b a l l b e a r i n g . The d r i v e g e a r i s mounted i n two b a l l bearings i n a bearing cage. The l o w e r , o r c o u n t e r s h a f t , i s supp o r t e d by two b a l l b e a r i n g s i n t h e main f r a m e . The r e v e r s e i d l e r has two bronze b u s h i n g s and r o t a t e s on a s h a f t f i x e d i n t h e frame. The lower s h a f t i s c o n s t a n t speed f o r any given engine speed and does n o t vary with change i n t r a v e l speed.

The forward g e a r s a r e mounted on two s h a f t s ; the reverse gear i s mounted on i t s own s h a f t . The s h a f t s a r e l o c a t e d p a r a l l e l t o the c e n t e r l i n e of t h e t r a c t o r .

Power Take-Off

The upper o r b e v e l p i n i o n s h a f t i s s p l i n e d and c a r r i e s splined s h i f t e r gears. I t i s mounted i n a b a l l bearing i n a bearing cage a t t h e r e a r of frame, and a t t h e

The power take-off a t t a c h e s t o splined end of t h e s h a f t ; see page 46 f o r d e t a i l s .

I l l u s t . 44. Transmission and f i n a l d r i v e on t h e 4 S e r i e s t r a c t o r s . KV, and t h e IU-4 i s s i m i l a r .

Construction on Farmalls H and

FARMALL-H AND 4 SERIES At rated r.p.m. (1650) it turns at 540 on Farmalls H and HV, and the W-4 and 0-4, and at 741 on the 1-4.

Belt Pulley A 35-tooth gear on the transmission driving shaft operating at 1650 r . p . m . drives the belt pulley attachment. The pulley turns at 1019, giving a standard pulley belt speed of 2601 feet per minute. See page 45 for details. The entire attachment rests on top of the rear frame cover. Remove 6 cap screws and a plate to install. See also section on Setting Bevel Gears (below). Ca acity. The oil capacity is 6-1/2 g a l h h e same lubricant is used in the differential; both chambers are interconnected.

The lower shaft is removed by taking out the rear bearing snap ring (accessible from the differential chamber), driving the rear bearing off the shaft (tool applied to the inner race), removing the bearing retainer nut and washer from the front end of the shaft in the clutch housing, and driving the shaft to the rear (babbitt hammer) out of front bearing. Lift the lower shaft and gears from the frame. The front bearing can now be removed. Removal of the brake cross shaft is not necessary. The reverse idler shaft can now be slid forward after taking the bolt out of the bracket. The gear bushing is reamed to 1.1175 - 1.1185 inches and the shaft is 1.114 - 1.115 inches. The gears on the lower shaft are keyed and pressed on the shaft. Use an arbor press for removal and replacement. The rear bearing of spline shaft can be driven off with a pin through the holes in the pinion. The roller bearing has a retainer and retainer bolt to hold it in position.

Removal Assembly To dismantle the transmission, remove the clutch shaft as outlined on page 34. Remove 2 dowel pins and 6 cap screws to remove the belt pulley attachment where tractor is so equipped. On the W-4, 0-4, and 1-4 the steering gear housing and drag link must also be removed. On the Farmalls H and HV the steering post and the rear fuel tank support can be disconnected from the rear frame cover and the steering rear shaft assembly and fuel tank blocked up a few inches to clear the rear frame cover. Remove the seat assembly. The fenders need not be removed. The rear frame cover is held by 15 cap screws (7/16-inch) and three dowel pins. Four (3/8-inch) cap screws will also be removed from the brake housings. The rear frame cover may now be removed complete with the gear shifter mechanism. With the cover and clutch shaft removed, take out the cap screws i n the drive gear assembly and remove the assembly by using cap screws in tapped holes of bearing cage. Take out the cap screws in the rear bearing cage; move the shaft forward and lift out the assembly.

To reassemble the transmission, place the countershaft and gear assembly in the rear frame, slip the bearing on the rear end of the shaft, and move the shaft to the rear. Assemble the front bearing to the frame with the snap ring and assemble the front bearing cap retainer. Drive the shaft to the front into the bearing, then remove the cap and fasten the nut and washer to the end of the shaft. Now drive the rear bearing onto the shaft and slip the snap ring into place. Be sure the spacer between the front gear and bearing is in place before driving the shaft into the front bearing. The upper spline shaft replacement is the reverse of removal procedure

Set the bevel gears for cone setting and backlash as described in the section on Setting Bevel Gears. When replacing the transmission cover, be sure the shifter forks engage the grooves of the respective shifter gears. Shift to all the speeds as a check. Replace the lubricant.

DIFFERENTIAL AND BRAKES Differential A 4-pinion, open-type differential is used. The bevel gear is secured to the differential case and the unit rotates on two ball bearings. Tile inner end of the bull pinion shaft is splined and fits inside the differential bevel gear. The outer end is splined for the brake drum and also turns in a ball bearing (in bearing cage). The bearing cages are shimmed to move the bevel gear for proper backlash. Removal. To remove the differential, take off the rear frame cover. Now remove the bull gear retainer washer and take off the rear axle carriers. Then remove the brake assembly and the drums. Use the bearing cage cap screws to pull.the bearing cages. Drive from the outer end to remove the shaft from the cage. The bevel gear is attached to the differential case with the same bolts holding the halves of the case together. The spider shafts are .998 to .999 inches and the bore of the pinions is 1.006 to 1.008 inches. Assembly. When replacing, attach the left-hand bearing cage with the shaft, then the differential unit with bevel gear and, finally, the right-hand bearing cage w i t h shaft. Adjust the gears for tooth bearing and backlash as described below. Connect up the brakes and replace the rear frame cover. If the shims have not been disturbed, replace the same number as removed. Shims are used at the bearing cages for two rea-

Farmalls H and HV, W-4, 1-4. I U - 4 (~llusts.45& 46). The brakes consist of external contracting bands on drums mounted on the differential shafts in the housings. The brakes are operated by foot pedals which can be operated either individually for field work or interlocked for need work. The brake facing width is 2 inches, Thanks for Purchasing from eBay Seller Polar558

sons, (1) to obtain proper running clearance or backlash between the bevel gear and pinion; and (2) to fasten the differential securely, yet allow it to rotate freely with a minimum of end play.

If the required amount of shimming is not known, attach the bearing cages without shins and tighten the left-hand one until rotation is free without end play. The gap between the flange of the right cage and outside of frame indicates the amount of shimming required. Divide u p the shims with light, medium and heavy, using an equal number of each for each cage. Assuming the pinion and gear are properly set for tooth bearing, shims can be taken from one cage and added to the other for .008 to .012-inch backlash. Taking a shim from the left side and adding it to right cage increases backlash.

As described on page 39, tooth bearing is determined by the position of the pinion. When installing matched gear and pinion sets, arrange the shims so that the backs of the gears are flush and for .010inch backlash. Paint the pinion with red lead or prussian blue and rotate the top of the gear toward the front. Tooth bearing on the gear should be centered top to bottom at the toe, or small end of the tooth. If it is high, add a shim to the drive pinion bearing cage and recheck as before. With proper tooth bearing, recheck the backlash and make necessary corrections by shifting the shims from one side to the other.

the diameter is 9 inches, and the area is 50* square inches. The brakes should not drag and they should not requre excessive travel of the pedals before they take hold. The pedals should have a free movement of 1-3/8 inches measured at the stop against the trans-

FARMALL-H AND 4 SERIES

I l l u s t . 45- Farmalls H and HV b r a k e s , showing ( A ) brake rod j a m n u t ; (B) c l u t c h operating rod; ( C ) s e t screw; (D) brake rod; (E) brake l o c k ; (F) rack.

I l l u s t . 47. 0-4 brakes, showing (A) s e t screw; (B) brake rod; (C) brake rod j am n u t ; (D) brake l o c k ; (E) rack; (F) s e t screw j a m n u t .

The absence of a brake cross shaft in the rear frame makes it easier to remove the transmission lower countershaft. Adjust the brakes same as described in preceding paragraphs. Adjustment. To adjust brakes, first turn up the set screw in the bottom of the housing as far as it will go, then back 0f.f the set screw a quarter to a half turn and lock it. Secure correct free pedal movement by changing the length of the brake rod. The length of the brake rod is changed by loosening the lock nut and removing the pin from the clevis and turning the clevis to either right or left.

I l l u s t . 46. W - 4 and 1-4 b r a k e s , showing (A) s e t screw; (B) brake rod; (C) brake rod j a m nut; (D) brake lock; (E) rack; (G) brake p e d a l s ; (H) brake lock c o n t r o l rod.

mission cover, or just enough movement so that when a slight pressure is applied on the brake pedals the brake lock can be dropped into the first notch in the rack. 0-4 tractor (~llust.47). The brakes used on the 0-4 tractor which are built in accordance with the low-slung seat and the hand-controlled overcenter clutch. The brake action is identical to that on other 4 Series tractors.

There is an individual brake lock control rod on each side of the seat support.

Testing. It is very important that both brake pedals have same amount of movement to secure brake equalization. A satisfactory way to check the equalization of brakes is to jack up both rear wheels and block the tractor securely, start the tractor and operate it in either third or fourth speed. Application of the brakes should slow down both wheels at the same time and tend to reduce the speed of the engine. If one wheel stops and the other one continues to revolve, loosen the adjustment on the wheel that stops until both wheels continue to revolve. An optional method of equalizing brakes on tractors equipped with pneumatic tires is to drive the tractor in high gear, then apply the brakes. If one wheel skids or drags, adjust as described above.

SETTING BEVEL GEARS OUTWARD MOVEMENT OF PINION) A

INWARD MOVEMEI

-4

PINION OF AND GEAR

INWARD MOVEMENT OF GEAR

OUTWARD MOVEMENT OF GEAR A-7 1 8

I l l u s t . 48.

P i t c h l i n e s o f b e v e l g e a r s form cones which

intersect

a t the vertex when properly ad-

j usted.

The bevel gears in Farmall-B and 4 Series tractors are of straight bevel gear type. To obtain quite operation and maximum life, bevel gears must be properly adjusted. For service this involves two operations, (1) to set the gears for proper tooth contact; (2) to set the gears for proper backlash, or rucning clearance. Both are important but the first mentioned should be given the more serious consideration. Tooth contact. Illust. 48 shows straight bevel gears mating with the back faces or heels flush. The intersecting lines from the pinion and the gear are the pitch lines of the gears. At the vertex, or point of intersection, is the pitch cone center. For quiet operation the two pitch centers must meet, regardless of the flush or nonflush condition of the back faces.

I l l u s t . 49. The arrows above i n d i c a t e the backl a s h and c l e a r a n c e produced by a d j u s t i n g t h e r i n g gear o u t - away from the p i n i o n . The r i n g g e a r should have .008 t o .012-inch backlash when To reduce t h e the pinion i s held stationary. amount of backlash move the gear i n , toward the pinion.

Running clearance (backlash). Operation of the gears with the proper intersection of pitch lines is made possible by the clearance or backlash cut into the teeth in manufacture. This is shown

i n Illust. 49. It is the duty of the serviceman to duplicate these conditions when installing bevel gears.

Transmission and Differential Pinion and Gear With this initial setting, paint the Pinion with red lead or prussian blue and revolve the gears several revolutions in the forward speed direction. The most satisfactory method for revolving the gears is to jack up the tractor, push the

Procedure. Assemble transmission and differential complete with the back faces of pinion and gear flush and with ample backlash in the gears. This backlash will allow the gear to rock back and forth if the pinion is held stationary. 39

FARMALL-H AND 4 SERIES fifth speed gear into engagement, engage the clutch, remove spark plugs and crank the engine; use the steering brakes, if possible, to slightly load the gears.

PAINT ACTIVE PROFILE RED LEAD OR PRUSSIAN BLUE

Then inspect the teeth of the pinion to discover where the paint has been removed by contact with the ring gear. Illusts. 50, 51 and 52 show three possible positions.

TOE

I l l u s t . 50. Tooth b e a r i n g s h o u l d b e c e n t e r e d between " A w and "Bn when g e a r s a r e n o t under load. G e a r s s h o u l d o p e r a t e q u i e t l y with t h i s t y p e of t o o t h c o n t a c t . Both p i n i o n and g e a r s h o u l d h a v e s i m i l a r t o o t h b e a r i n g when p r o p e r l y adjusted.

For correcting a contact similar to that in Illust. 51 add shims to the transmission main shaft bearing cage. To correct a contact similar to that in Illust. 52 remove some shims. It is well to try several changes of pinion bearing cage shims to produce both indications of high and low bearing. Then the average or centered position can be more accurately set.

PAINT ACTIVE PROFILE WITH RED LEAD OR PRUSSIAN BLUE

I l l u s t . 51. High t o o t h bea,ring a t " A w shows t h a t t h e p i n i o n h a s been s e t t o o f a r i n (no load). To c o r r e c t t h i s b e a r i n g , move t h e p i n i o n o u t (arrow i n I l l u s t . 48) and then move r i n g gear i n f o r proper backlash, I f necessary.

PAINT ACTIVE PROFILE

wrrH P I ~ S S I A NBLUE OR RED LEAD

High and low bearing. Illust. 50, which shows a pinion tooth with correct tooth contact, identifies the toe, heel and profile. - Running these gears with no load or with a slight load should show the paint removed at a point between "Au and " B n . "B" is the end of the active profile and the point where the undercut starts for clearance; it is also the lowest point on the tooth profile where the teeth can contact.

DRIVE

LOW TOOTH

I l l u s t . 52. Low t o o t h b e a r i n g a t "B" shows t h a t t h e p i n i o n h a s been s e t t o o f a r o u t (no l o a d ) . To c o r r e c t t h i s b e a r i n g , move t h e p i n i o n i n and t h e n move r i n g g e a r (arrow i n I l l u s t . 48) out f o r proper backlash, i f necessary.

Now go back and recheck the amount of backlash and arrange the shims of the bull pinion shaft bearing cage to give .008 to .Ol2-inch backlash; hold the pinion and rock the gear. Removing a shim from the left bearing cage and adding that shim to the right bearing cage will move the ring gear and differential assembly to the right and thereby increase the backlash. Refer to Service Chart 4.

Belt Pulley Bevel Gears In Illust. 54, the small gear (15 teeth) is the pinion. Removing shims from the bearihg cage adjacent to the pugley will reduce backlash; adding shims here will increase the backlash. Removing shims from the bearing cage of the driving shaft at the forward end will move the pinion into the gear and correct a tooth contact similar to that in Illust. 52. Adding shims at this same point will correct a tooth contact similar to that in illust. 51. For the initial trial, set the back faces of the gears flush.

BEVEL GEARS

General Information Being able to recognize a high or low tooth bearing requires practice and close observation. Do not be concerned with the amount of paint removed along the tooth but rather with the point at which it is removed between "A" and l l B f l on the tooth profile. The amount of offset cut into the pinion teeth at the factory will determine the amount any particular load will remove along the tooth profile from '!An toward 1 7 C f ! . Tests have proven it is easier to analyze tooth bearing when the pinion is painted with red lead and not the ring gear, since the pinion revolves oftener and makes coctact with more different teeth to give a better average bearing. Gears to be set and checked should be clean and free from oil. Powdered red lead mixed with a slight amount of oil makes an excellent painting material when applied with a stencil brush. This is so important because gears will not wear in, nor will they improve with use. Rough spots, of course, will wear down and teeth will become smooth; but, if they are noisy and are operated continuously that way, there is little possibility of their ever operating quietly even after an attempt is made to reset them. The responsibility is with the serviceman to do a perfect job every time. Use only matched sets of gears for replacement purposes, take the time to set them properly and the life and efficiency of the parts will be materially increased.

Experiment is Helpful Low bearing. In order to better understand the foregoing, conduct an experiment some time by actually producing exaggerated examples of Illusts. 50, 51 and 52. First, to obtain excessively low bearing set the pinion way out of cone, that is, with the heel of the pinion projecting beyond the outside edge of ring gear. This is done by approximately .doubling the number of required shims at the pinion bearing cage. Adjust the differential bearing cages for the proper amount of backlash. After revolving the gears, the paint will be removed along a rather sharp line

near the bottom of the tooth (B), as in Illust. 52. This is the end of the active profile of the tooth and any setting of the pinion in or out mill not wipe off the paint below. This definite line was produced by the tips of the ring gear's teeth, or the teeth of the gear at any given point were larger than the pinion's teeth at the same point. This caused the pinion to come in contact with the gear before it should or the gear jumped forward with each tooth contact, a noisy condition. High bearing. To continue the experiment, move the pinion to the other extreme with toe of pinion beyond the inside edge of the ring gear teeth. This is done by removing practically all the shims, at least so there is, if possible, about ,100-inch difference between this setting and the previous one. Adjust the shims in the differential bearing cages to accommodate this change and have ample backlash. After revolving the newly painted pinion, the surface of the pinion will be cleaned off near the top (just below "A"), the amount depending on how far the pinion was set in (less shims--less paint removed from "A" to "B"), or an exaggerated case beyond Illust. 51. This high bearing on the pinion teeth takes place because the teeth of the pinion are larger at any given point than those on the ring gear at the same point. The entire load is thus carried by the tops of the pinion teeth, a dangerous and noisy condition. The tooth spacing of the ring gear is made less than that of the pinion with the result the gear teeth drop or lag into contact and you have a rattling noise in the gears. Now that the extremes have been produced, try various shim settings between these points, working toward the proper cone setting. In the future the course of action will thus be recognized with the first application of red lead or prussian blue. A toe bearing is the first thing to be seen; all gears have a toe bearing. The quality of that toe bearing will not be recognized unless each extreme has been produced. Make sketches of the tooth bearing obtained for each step of the experiment. It takes practice and close observation to set bevel gears to Blue Ribbon Service standards.

F A R M A L L - H AND 4 SERIES

Toe Bearing The reason for the toe bearing is the method of manufacture, but the location up or down of the tooth profile is entirely i n the hands of the serviceman. When the tractor is under heavy load this tooth bearing increases in area along the tooth, spreading toward the heel. If the gears were made without toe bearing, the application of load would

cause the tooth contact to be concentrated at the heel, only a part of the gear's strength would be available and the teeth would be damaged. It is almost impossible to make the bevel gear and pinion mountings so rigid that there will be no deflection under heavy load. This deflection allows the toe bearing to spread out over more area as the load is increased, and thus the strength is increased with the application of load.

CHASSIS Frame

bearing. inches.

Farmalls H and HV. The rear section which contains the transmission. differential, and final drive is one gray-iron casting. The engine flywheel and clutch housing is also a one-piece gray-iron casting and is secured to the transmission case with cap screws and dowels. The engine rear support plate and front frame channels are doweled and bolted to the clutch housing. The front end of the engine is carried on the two front frame channels which bolt to the front bolster. Doweling and bolting together of all parts mentioned makes a rigid frame construction.

Farmall-HV. The axle is a forged Ibeam, center-mounted with pivot pin in the bolster; it is braced by a stay i-od to the engine flywheel housing. The axle beam is high-arched to give a maximum ground clearance of 3 0 2 inches. The forged-steel steering knuckles have b'all thrust bearings provided with felt seal. The pivot of the steering knuckle rotates in steel-backed bronze bushings similar to those on the V-4.

W-4, 1-4, and 0-4. The rear section including transmission, differential, and final drive is one gray-iron casting. The clutch housing and front motor support are also a one-piece gray-iron casting. The front frame is doweled to the rear frame and bolted on the inside with six cap screws. Shims under the front motor support aline the engine with the transmission. The front frame is open on top for clutch or transmission service; it has a large cover which, in turn, supports the front of the gas tank. The rear frame cover supports the steering gear and includes the shifter fork assembly.

The wheel tread (fixed) is 8-3/4

W-4, 1-4, and 0-4. The forged axle is of I-beam type, center-mounted with a pivot pin i n the bolster; it is braced by a stay rod to the front frame. The forged-steel steering knuckles have ball thrust bearings provided with felt seal. The pivot of the steering knuckle rotates in a steel-back bronze bushing. The shaft is shrink-fit and keyed in the steering knuckle. The diameter of the shaft is 1.359 to 1.360 inches and the bushing is finished to 1.361 to 1.362 inches. Bolsters on the later models are equipped with three-leaf bumper springs, and the knuckle arms have stops for limiting the turning radius.

Rear Axle Front Axle Farmall-H. The axle and lower bolster pivots as a unit carrying the frontend tractor weight on a heavy ball thrust

The individual shafts on each side of the tractor are ball-bearing mounted in removable carriers and sealed-with the lip of the leather oil seal f a c i n ~inward. To replace the seal, take off the wheel and bearing retainer. The final drive gear is spline-mounted to the inside end of the axle.

CHASSIS To remove the carrier and axle shaft, take off the cap screw and retainer from inside end of shaft (reach through the power take-off opening i n the frame). Remove the cap screws in the carrier and lift off. Assemble the outside bearing of the axle with the sealing plate toward the gear end. Refer to Service Chart 4.

Every

months, vvhecls i h o u i d b e rrmovcd,

clesned a n d

bearmgs r c p s c l a d ~ 8 t hg o o d I n s p ~ r : lrdthrr s n d fclt

quality clean gredse dust seals as

well

a< the br-omgs

Adlust

b e a m g s P ~ O D C ~ 1~ Jock u o *heel

Tighten nut t 8 w h r r i Start5 t o drag ds wheei Standard o n

0-4

1-4

obtd,o&Ie

dttachment o n

tevolved

Bdck-OH nut a auntter turn

and

4 Draw-UP Iockmg bolt

W-4

key

Clean

~ C O ~ ~CO~IPI C C

hub

cap i n s p c c ~ gasket and

ail ".f S ~ w sT i d ~ t o r s

repldce

Steering Gear Farmalls H and HV. The steering gear is of worm and sector type. The steering worm is mounted o n a bronze bushing and has a ball. bearing to take the thrust. The steering sector is spline-mounted to the steering shaft. The worm and sector is enclosed i n tne upper bolster housing in an oil bath, capacity 1 quart. The steering shaft extends from the sector to the lower bolster and is mounted o n bronze bushings top and bottom. A balltype thrust bearing is located above the lox~er steering shaft bushing. A springloaded leather oil seal is located at the bottom of the top bushing. The oil seal should be installed with the lip facing the bushing. A felt oil seal is located at the top of the thrust bearing. The steering wheel has a 15-3/4-inch composition rim.

roc

Front Wheels Farmall-H and W-4. Cast-iron wheels with 2-inch-high skid rings are standard. They are 2 2 s inches in diameter and 32 inches of face. Cast iron wheels are also available for mounting pneumatic tires . The wheels revolve on two tapered roller bearings which are adjustable. The bearings are sealed with felt and leather, leather seal has its lip toward the center of the tractor. A dirt deflector is also provided for the inner bearing. See below for tire sizes available. To adjust the bearings, jack u p front end of tractor s o wheels turn freely. Tighten nut, revolving wheel at same time, till wheel starts to drag, then back off nut a quarter turn and lock with locking bolt.

t i

;'-'I

nAd;

dcteimined b v i d l i

~ i t r t;ertm;l tor axceisw; l o o ~ e n c r s in Dins ourhingr bearings tic toc

ins

ends,

IW~; %or

S c ~ ~ bI ~eO Eo n

F!C

tach

t8.e

iowe

t h c w h c c l s a n d r o l l :L$c t.a:toi lotward 1 l : e ~ i u r r d e t d n c t oetwvcim i c i l b e d lines or k m i d n d ,edr stdr

axlr dl thc b e :

rni

whee! hub5 Toe-,n saiigc may oe uspd 11 dduitrnen: is r o s u w d stair o n left W ~ C C dnd rrmove w e l c h ~ I u cfrom v o l e o n t w r o d rcmove l o c r i n i mi[ tdie out p i n in knuclle a m

'XU1

2" SKID RING

'd-4, 1-4, and 0-4. The steering gear is of IHC make, worm and gear type, and ? s mounted with bushings and ball bearings in the housing on the top rear frame cover. The drag link extends along the left-hand side of the tractor. A cross section of the assembly is shown i n Illust. 53.

A m c w t o: t o ? tn c a r

e n d tie r o d , l o o s m bo!ts o n tje r o d c l e w i

turn o u t tie r o d t o inciedse the !oc rr

anc

Notma

c c n t o d m d n c e of tar r o d ~ r c l i i d i nt~o r - i n li

34y

I l l u s t . 53. Cross s e c t i o n o f f r o n t wheel and s t e e r i n g knuckle on 4 S e r i e s t r a c t o r s . Wheel and b e a r i n g c o n s t r u c t i o n i s s i m i l a r on Farmalls H and HV.

Farmall-HV. The HV has cast-iron wheels with pneumatic tires 6.00 x 20 inches, 4 ply. The rims. are adjustable o n the wheels to give treads from 60 to 66 inches. The bearing design is the same a s o n the H and 'd-4. 1-4 and 0-4. Cast-iron wheels with pneumatic tires (5.50 x 16) are standard equipment. Bearing design is the same a s o n the if/-4.

Rear Wheels Farmall-H. The rear wheels are of fabricated steel, 51 x 6 inches, and have steel spade lugs 4 inches high. Casttype pneumatic wheels available. The rear wheel tread can be varied from 44 to 80 inches by moving the wheels in or out on the axles and by reversing wheels o n the axles.

AND 4 SERIES Farmall-HV. The HV has cast-iron wheels for pneumatic tires, 9.00 x 36 inches, 6-ply canefield type. The rear wheels are not adjustable o n the rear axle; however the rims may be reversed and positioned on the wheels. Rear wheel treads of 60 and 72 inches are thus obtainable.

W-4. The rear wheels are of fabricated steel, 40 x 8 inches, and have 4-inch spade lugs 2-1/4 inches wide. Cast-iron wheels (8.00~x 24) for use with pneumatic tires are available. The hubs of the wheels are splined and are held in place with a retainer plate. 1-4, 0-4. Cast-iron wheels (8.00T x 24) for pneumatic tires are standard. Tires are 12.00 x 24 on the 1-4 and 11.25 x 24 on the 0-4. See below for available tire sizes.

Pneumatic Tires Farmall-H. Tractors having double front wheels can be equipped with 5.50 x 16-inch 4-ply or 6.00 x 16-inch 4-ply tires. Single front wheel pneumatic tire equipment is also available in 6.50 x 16inch 4-ply or 7.50 x 10-inch 4-ply. For the rear wheels, tire equipment may be 9-38-inch, 10-38-inch, or 11-38inch (wide base) i n either 4 or 6 ply. Also available are 9.00 x 40-inch 4-ply or 6-ply and 10.00 x 40-inch 6-ply (lowpressure). Dual rear equipment is available in 4-44 or 5-44-inch. Farmall-HV.

Care

Tires

The high inflation pressures used in tires during shipment of tractors must be reduced to normal operating pressure before tractors are removed from freight car. For correct operating pressures refer to Owners1 Manual. Operation of a tractor when tires are overinflated may result in serious damage to the casings even while driving the tractor from the freight car to the warehouse. The tread bars on tractor tires wear evenly at proper air pressure and with the correct amount of wheel weight. Excessive slippage caused by insufficient wheel weight, overinflation, quick starting, or too heavy draft load results in an irregular angular wear on the front, or leading edges of the tread bars. Irregular and angular wear at the rear edges of the tread bars is caused by excessive wheel load, underinflation, or the combination of these two in highway or hard surface operator. Frequent checking of air pressure with an accurate low-pressure gage is the most important preventive maintenance operation. After mounting a new or old tire on the rim, .inflate it to 30 pounds pressure to seat the tire head against the rim flange. This prevents the tire from creeping or damaging the tube. Then deflate tire to the correct operating pressure. Be sure all rim clamps are properly assembled and clamp bolts are uniformly drawn up tight.

Regular equipment is 6.00

x 20-inch 4-ply for the front and 9.00 x 36-inch 6-ply eanefield type for the rear. W-4 and 0-4. These are 11-26-inch 4ply or 12-26-inch 6-ply in the wide-base type; also available are 11.25 x 24-inch 4-ply or 6-ply and 12.75 x 94-inch 6-ply in the low-pressure type. 5.50 x 16inch 4-ply tires are used in front. 1-4. The front wheels can be equipped with 5.50 x 16-inch 4-ply or 6.00 x 16inch 4 or 6-ply. For the rear wheels, 12.00 x 24-inch 6-ply single or dual, 13.00 x 24-inch 6-ply single, or 14.00 x 24-inch 8-ply single are available. Solid rubber tires are also furnished when the tractor is equipped with heavyduty front and rear axles. These are 29 x 5-inch front and 40 x 10-inch rear.

Liquid Weight Tractor tire tubes can be filled with liquid to give the added wheel weight necessary to prevent excessive slippage under normal drawbar loads. Clean water may be used where temperatures are above freezing (320 F.). In climates where lower temperatures are encountered a calcium chloride solution is recommended. Various methods are used in filling tire tubes with liquid. They may be filled by gravity flow or air pressure, or a force pump may be used. Instructions for mixing the solution and filling the tubes have been issued by the various tire manufacturers and are available to all dealers.

ATTACHMENTS Tractors

PINION St

\ LEVER FOR :&= SHl FTl NG PULLEY --INTO ENGAGEMENT

I l l u s t . 52.

Cross

BE17 PUUEY SHIFT BEVEl6EARIUD DRIVE WFL ANION ADJUSTMENT ---------

Gears are set flush a t the heel of the gear with .008"to.010" back-lash. Tooth contact should show a toe bearinq.

section

b e l t p u l l e y attachment.

Belt Pulley

2600 feet per minute. The engine clutch should be disengaged before engaging or disengaging the belt pulley.

Belt pulleys are furnished as special equipment. These are driven from the transmission driving gear. Belt pulley r.p.m. is 1019 at rated engine speed o f Pulley is 9-3/4-inch diameter 1650 r.p.m. and 7-1/2-inch face, giving belt speed of

Bevel gears should be set flush at the back faces and shimmed in or out for the quietest-running position. For details of setting bevel gears see page 39, and for qetails of pulley construction see Illust. 54.

F ARM ALL-H AND 4 SERIES TRACTOR BELT PULLEY DATA

Pulley

(

Face

Speed, Ft. Per Dia. Minute

clutch should be disengaged before pulling up on the shifter rod. Engine speed determines power take-off speed. Details of the poppet shifter can be seen in Illust. 55. The double leather oil seals should be assembled with the lips turned toward the inside of the tractor.

Model

Farmall-H. The H uses the 66369 D power take-off attachment. However, early tractors having the notched-end transmission countershaft 48419 DX (regular) or 53230 DX (low-low) must have the later splined-end-type countershaft 59353 DX (regular) or 60123 DX (low-low) installed before the power take-off can be attached. Farmall-HV. This tractor takes the 68670 D power take-off attachment for factory or field installation.

Power Take-Off

W-4. Tractors below serial number ~ ~ ~ - 9 3 0will 1 take the 60156 DA power take-off. Tractors above serial number WBH 9301 will take the 67216 D power takeoff attachment.

This is furnished as special equipment. The drive is from the splined end of the transmission countershaft which rotates at 540 r.p.m. on Farmalls H and HV, the W-4, and the 0-4; and at 741 r.p.m. on the 1-4 at rated engine r.p.m. The forward end of the shsft rotates in a bushing within the transmission countershaft. The other end rotates in a ball bearing in the bearing cage in the rear frame. The power take-off clutch consists of an internal gear coupling that engages with a spline on the end of the transmission countershaft. The engine

FELT AND DOUBLE LEATHER OIL SEAL W I M LEATHER LIPS FACING TOWARD BEARING. WHEN INSTALLING SEAL PLACE A TIN CONE OVER SPLINES

Tractors below serial number OBH-9302 will take the 60156 DA power take-off. Tractors above serial number OBH-9302 will take the 67216 D power takeoff attachment. 1-4. These tractors use the 60427 DA power take-off for factory or field installation.

POWER TAKE-Off SHIFTER CONTROL ROD

SLIDING SHIFTER TUBE SPLINED END OF TRANSMISSION COilNTER SHAFT

POWER TAKE-Off SHA

POWER TAKE-OFF BEARING LOCK NUTS

POWER TAKE-OFF HOUSING

Illust

. 55.

DIAMETER 0 908 TO 0.909 INCMS ,

~1612

Cross Sect i o n o f power take-off

attachment.

ATTACHMENTS TRACTOR ATTACHMENTS AND SPECIAL FEATURES Description

Air pipe extension . . . . . . . . . . 52970 D 51489 DB Belt pulley attachment Collector precleaner . . . . . . . . . 59095 D S9064 D Cultivator shifter lever t Gasoline-distillate attachment . . . . regular High-compression gasoline attachment 58396 D 58452 D Kerosene attachment. Exhaust mu'ffler. 51071 D Exhaust pipe extension . . . . . . . . 53556 D Front axle, adjustable wide tread. 51701 DB Front axle, heavy-duty, with spring. . . Front power take-off Front wheel, single, for 7.50 x 10 (less tire) 49113 D Front wheel, single, for 6.50 x 16 49111 D (less tire) Front wheel weights, first, set of 2, 48600 D (pneumatic tires only). Front wheel weights, seco~d,set of 2, (pneumatic tires only). . . . . . . 48602 D Special fuel tank with fuel trap (pneumatic tires only). . . . . . . 58186 D Heat indicator for conventional-type radiator. 49040 DE Heat indicator for pressure-type radiator. 67135 D Hydraulic brake (use only with 64221D~) Hydraulic Lift-All attachment. 15050 EX Low-boiling-point thermostat and heat indicator for use with conventional radiator only. 64072 D Overtire of various sizes (steel wheels) X Overtire and rim of various'sizes (steel wheels). X Pintle hook drawbar. 65463 D Pistons: 5000-foot altitude, high-compression gasoline engines 57318 D 5000-foot altitude, gasolinedistillate and kerosene engines , 55374 D 8000-foot altitude, high-compression gasoline engines 55374 D 8000-foot altitude, gasolinedistillate and kerosene octane engines 55376 D Power take-off, rear 66369 D? Radiator shutter . . . . . . . . . . . 61897 Dl Rear axle, wide tread, 100 inches. . , 52146 Dl Rear axle, heavy-duty (factory only) , Rear wheel weights, first, set of 2, (pneumatic tires only). 49329 D Rear wheel weights, second, set of 2, (pneumatic tires only). 49330 D Rear wheel weights, third, set of 2, (pneumatic tires only). 49331 D Fenders, rear wheel. 51499 D. Rear wheels, channel rim, 51 x 2 in. 66296 D' Rear wheels, heavy steel, 51 x 8 in. 66073 D Skid rings, 29 in. high. 53015 D Spark arrester 51579 D

........

...... . ......... ...........

.. .........

............ ............ ......

.......... .......... .......... .

. . . .

...... ............. ......... ........

. . . .

......

. . . . .. .. .. .. .. .. .. .. .. ...... ..... ..... ........

...... ...........

(Continued on next page)

W-4

1-4

12970 D ,6147D ,9095 DA

2970 D 8147 D ,6147 D 9095 DA

.egular j8396 D

1570 DA .e gular egular j8399 D 1576 D 33452 D 1071 D 3556 D 4090 D 6633 D

58452

51071 D is556 D -

18600 D

8600 D

L8600 D

28602 D

8602 D

$8602 D

19040 DI

9U40 DE 29040 DB

57135 D

17135D

54072 D

i7305 D 1407% D

57135 D

54072 D

85463 D

-egular 35463 D

57318 D

,7318 D

57318 D

55374 D

,5374 D

55374 D

,5374 D

55374 D

55376 D 67216 D57644 D, -

i5376 D 55376 D 50427 D 67216 D* 50884 Dl 57644 DA ;4221 DL

51033 D

U806 D

51033 D

51034 D

$0807 D

51034 D

regular 53015 D 51579 D

negular regular 51579 D

FARMALL-H AND 4 SERIES TRACTOR ATTACHMENTS AND SPECIAL FEATUF 3,Continued

Descripti. Low-low first speed attachment, for pneumatic only. 7 m.p.h. fourth speed attachment, for pneumatic tractors only Steering wheel cowl sheet. Swinging drawbar Tire pump, 39604 D or 39622 D. Variable-tread front wheels (less tires). Starting and Lighting Attachments Bosch "No Batteryn lighting attachment. Delco-Remy lighting attachment Delco-Remy starting attachment Delco-Remy starting and lighting Lighting attachment (for tractors equipped with starting attachment).

..........

60215 D

. . . . 62397 D

HV 60215 D

...... . . . . . . . . . . . 49205 DA .... X

. . . . . . . . . . . 52664 D

. . . . . . . . . . . . . . . 61520 D 61520 D . . . 52032 D 52032 D . . . 54437 DD 54437 DE

. . 54436 DD 54436 DT 54630 DA 54630 DA

See chassis serial numbers under Power Take-Off. Page 46. t On tractors below serial number FBH-167994 or those-having the smaller-diameter pivot shaft use cultiyator shifter lever attachment number 48873 DA.

U-4 Power Units U-4 POWER UNIT ATTACHMENTS AND SPECIAL FEATURES

Belt pulley, 6-3/4 x 8-1/2 in.... 55224 DA 57467 D Stub shaft (uirect-connected) Spring-loaded clutch............ 57723 D 57108 D Fuel pump Top cylinder oiler...... 59198 D 57598 D 1200-r.p.m. governor springs Kerosene attachment. 61772 D Distillate attachment........... 61780 D Comb. gas and gasoline att..... . 59937 D 55156 D Tools..... Exhaust mufler................. 51071 D Spark arrester.................. 51579 D High altitude pistons: 5000-ft., gaso......... 57318 D 8900Qft., gaso................ 55374 D 5000-ft., dist. or kero....... 55374 D 8000-ft., dist. or kero....... 55376 D Automatic oil pressure and water temperature cut-out.... 57975 D Same as 57975 D, but for use with distributor ignition (specify if unit has righthand clutch lever or 57467 D) 57976 D Electric starting: For mag. ignition, less bat... 58231 D For mag. ignition, with bat... 60119 D For use with 60283 D, 60284 D, 57976 D, or 57975 D, less battery 58232 D Same as 60120 D, with bat... ...60120 D For distr. ign., less bat..... 58233 D For distr. ign., with bat..... 60121 D Four-speed transmission, for use with 57723 D....... 61025 D

... ....................... ........

.... ............

......................

.......

......................

......

Radiator shutter: Standard.......... 60282 D For use with 57975 D, 57976 D. 60283 D For use with distributor ignition but without 57975 D 60284 D or 57976 D............. Siide rail attachment........... 61553 D Hood side door attachment....... 64303 D Hood side door attachment for use with electric starting 64304 D 66152 D Belt pulley, 6-3/4 x 10 in...... Twin Disc power take-off........ 62015 D Twin Disc gear reduction: 2.56 to l.......... 62016 D 3.60 to l..... 662017 D 4.90 to l..................... 62018 D Twin Disc anti-engine-rotation gear reduction: 2.50 to l....... 62019 D 62020 D 3.90 to l..................... Cotta gear reduction: 65707 D 2.00 to l........ 65708 D 2.86 to l..................... 3.50 to ...................... 65709 D 65710 D 3.91 to 1.. Cotta anti-engine-rotation gear reduction: 65711 D 2.00 to l..................... 65712 D 2.86 to l..................... 65713 D 3.50 to l..................... 65714 D 3.91 to l..................... Straight natural gas attachment: Factory 64082 D Field.. 64083 D

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...... ...

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..............

...................

....................... .......................

DIMENSIONAL DRAWINGS

Thanks for Purchasing from eBay Seller Polar558

FARMALL-H AND 4 SERIES

I l l u s t . 57.

Rear v i e w o f Farmall-H,

showing dimensions.

ORANBAR U(TENSI0N SWNlGNlE DRAWBAR FOR STANDARDIZED SRGIAl E(IUIPMEN1 PDWER TAKE-OFF

dirnensi ons

Illust.

. 50

59.

POWER TAKE-OFF SHAH

Farmall-H drawbar dimensions.

DlMENSiONAL DRAWINGS

I l l u s t . 60.

Top and s i d e v i e w s of W - 4

Standard t r a c t o r , showing dimensions.

FARMALL-H AND 4 SERIES

I l l u s t . 61.

Front and r e a r v i e w s of W - 4

t r a c t o r , showing dimensions.

DIMENSIONAL DRAWINGS

I l l u s t . 62.

Top and s i d e v i e w s o f 1-4 I n d u s t r i a l t r a c t o r , showing dimensions.

FARMALL-H AND 4 SERIES

I l l u s t . 63.

Rear and f r o n t v i e w s of 1-4 t r a c t o r , showing dimensions.

- -

VIEW A A FOUNDATION PLAN

EXHAUST-2 STD PIPE,

FUEL TANK FILLER CAP

J. MINIMUM CLEARANCE

- TO REMOVE OIL CUP

L E-3342

FARMALL-H AND 4 SERIES

I l l u s t . 65.

IU-4 Engine-Over- Axle u n i t , showing d i b e n s i o n s .

DIMENSIONAL DRAWINGS

9~2 I l l u s t . 66.

Front and l e f t s i a e v i e w s of Farmall-H and 4 S e r i e s engine, showing dimensions.

FARMALL-H AND 4 SERIES

I l l u s t . 67.

Top, r e a r and r i g h t s i d e v i e w s o f Farmall-H

and 4 S e r i e s e n g i n e , showing dimensions.

Thanks for Purchasing from eBay Seller Polar558

NOTES