Massey Ferguson Mf 5400 Series Mf5425 Mf5435 Mf5445 Mf5455 Mf5460 Mf5465 Mf5470 Mf Mf5460 Sa Mf5470

SHOP MANUAL

MASSEY-FERGUSON MODELS M F670 - M F690 - M F698

Tractor serial number is stamped on name plate attached to left side of instrument panei shroud. Engine seriai number Is stamped on ieft side of engine bloci(.

INDEX (By Starting Paragraph) BRAKES Adjustment Brake discs Fluid and bleeding Master cylinder Parking brake Slave cylinders COOLING SYSTEM Thermostat Radiator Water pump

151 155 152 153 156 154 ,

ELECTRICAL SYSTEM Alternator and regulator Circuit description Starter Wiring dia^am ENGINE Assembly R&R Cam followers Camshaft Connecting rods and bearings Crankshaft and bearings Crankshaft rear oil seal Cylinder head Engine balancer Flywheel Oil pan Oil pump OU pump relief valve Piston pins Pistons, rings and sleeves Rocker arms Rod and piston units Timing gear cover Timing gear housing

,

ENGINE (CONT.) Timing gears Valves and seats Valve clearance Valve guides Valve springs Valve timing

53,59 44 50 45,46 47 51

I l l , 112 110 113

ENGINE CLUTCH Adjustment Clutch assembly Release assembly Engine/transmission split

120 122 124 121

115 118 117 Page 39

FINAL DRIVE Drive axle Final drive and axle assembly Wheel axle and planetary assembly

150 146 147

FRONT SYSTEM (Two-Wheel Drive Models) Axle main member Front wheel bearings Spindle and spindle bushings Steering arm assembly Tie rods and toe-in

1 4, 5 3 2 6

41 48 67, 68 75 76,77 84 42,43 78,81 85 86 87,88 89,90 • • 74 71, 72, 73 .49 69, 70 52 65, 66

FRONT-WHEEL DRIVE SYSTEM (Four-Wheel Drive Models) Clutch and output shaft assembly Control valve Differential and bevel gears Drive axle, Front axle assembly Input housing assembly Pivot housing Pressure regulating valve Reduction hub

15 18 14 H 12 13 10 20 8

INDEX (CONT.) FRONT-WHEEL DRIVE SYSTEM (CONT.) Tie rods and toe-in Transfer gear box assembly Wheel spindle FUEL SYSTEM Bleeding Fuel filters Fuel lift pump Injection pump Injector nozzles HYDRAULIC SYSTEM Auxiliary pump Auxiliary pump drive Combining valve Lift cover Lubrication Main pump Pressure control valve Rear tractor split Remote control valves Test and adjust

7 16 9

MAIN DRIVE Bevel pinion Differential and bevel ring gear Differential lock

142 140 143

97 95 96 106 98

POWER STEERING SYSTEM Filling and bleeding Power steering pump Steering control valve Steering cylinders Test and adjust

25 27 29 31, 33, 35 26

197 196 201 178 166 175 177 181 200 167,185

POWER TAKE-OFF Clutch, valve and brake assembly Output shaft assembly Reduction gear assembly

160 164 165

TRANSMISSION Epicyclic unit Lubrication Shift rails and forks Transmission overhaul Transmission removal

139 130 132 133 131

DUAL DIMENSIONS This service manual provides specifications in both the U.S. Customary and Metric (SI) systems of measurement. The first specification is given in the measuring system perceived by us to be the preferred system when servicing a particular component, while the second specification (given in parenthesis) is the converted measurement. For instance, a specification of *'0.28 mm (0.011 inch)" would indicate that we feel the preferred measurement, in this instance, is the metric system of measurement and the U.S. system equivalent of 0.28 mm is 0.011 inch.

CONDENSED SERVICE DATA GENERAL Engine Make Engine Model Number of Cylinders..

Boremm Inches Strokemm Inches Displacement Liters Cubic Inches Compression Ratio . . .

Main Bearings, No. of .

Cylinder Sleeves Forward Speeds Reverse Speeds

MF.670

Models MF.690

MF-698

Perkins A4.236 4

Perkins A4.248 4

Perkins A4.3182 4

98,43 3.875

100.96 3.975

114 4.5

127 5.0

127 5.0

127 5.0

3.86 236 16:1 5 Dry 12 4

4.06 248 16:1 5 Dry 12 4

5.21 318 16.7:1 5 Dry 12 4

;

CONDENSED SERVICE DATA (CONT.) TUNE-UP FiHngOrder Valve Tappet GapCold-mm Inch Hot-mm Inch Valve Face and Seat Angle Injection Timing BTDCCrankshaft Degrees Piston Positionmm Inch InjectorsOpening Pressure, kPa Psi Spray Hole Diametermm Inch Governed SpeedsEngine rpm, Lowidle High Idle Power at Pto ShaftkW Hp BatteryVolts Ground Polarity Capacity Amp/hr SIZES-CAPACITIES-CLEARANCES Crankshaft Main Journal Diametermm Inches Bearing Clearancemm Inch Crankshaft Crankpin Diametermm Inches Bearing Clearancemm Inch Crankshaft End Playmm Inch Camshaft Journal Diameters Front-mm Inches Second-mm Inches Third-m, Inches Camshaft Bearing Clearance Front-mm Inch Second-mm Inch Third-mm Inch

MF670

Models MF690

MF698

1-3-4-2

1-3-4-2

1-3-4-2

0.80 0.012 0.25 0.010 45°

0.30 0.012 0.25 0.010 45°

0.30 0.012 0.25 0.010 45°

23

24

16

6.35 0.250

6.985 0.275

8.175 0.125

17235 2500

17235 2500

17725 2570

0.27-0.29 0.0106-0.0114

0.30-0.32 0.0118-0.0126

0.80-0.82 0.0118-0.0126

725-775 2135-2185

725-775 2185-2185

825-875 2150-2250

41 55

48.5 65

58.2 78

12 Negative 90

12 Negative 90

12 Negative 90

76.16-76.18 2.9984-2.9992

76.16-76.18 2.9984-2.9992

76.16-76.17 2.9984-2.9990

0.06-0.12 0.0023-0.0046

0.06-0.12 0.0028-0.0046

0.064-0.114 0.0025-0.0045

63.47-63.49 2.4988-2.4996

68.47-68.49 2.4988-2.4996

69.81-69.82 2.7488-2.7490

0.04-0.08 0.0015-0.0030

0.04-0.08 0.0015-0.0080

0.05-0.11 0.0020-0.0042

0.10-0.38 0.004-0.015

0.10-0.88 0.004-0.015

0.127-0.406 0.005-0.016

50.71-50.74 1.9965-1.9975 50.46-50.48 1.9865-1.9875 49.95-49.97 1.9665-1.9675

50.71-50.74 1.9965-1.9975 50.46-50.48 1.9865-1.9875 49.95-49.97 1.9665-1.9675

52.24-52.26 2.0565-2.0575 49.94-49.96 1.966-1.967 48.39-48.41 1.905-1.906

0.06-0.11 0.0025-0.0045 0.06-0.14 0.0025-0.0053 0.06-0.14 0.0025-0.0053

0.06-0.11 0.0025-0.0045 0.06-0.014 0.0025-0.0058 0.06-0.14 0.0025-0.0058

0.051-0.127 0.002-0.005 0.051-0.127 0.002-0.005 0.102-0.178 0.004-0.007

MODELS MF670-MF690-MF698

Paragraph 1

CONDENSED SERVICE DATA (CONT.) Models MF690

MF698

0.10-0.41 0.004-0.016

0.178-0.406 0.007-0.016

11.4 12

18 19

7.6 8 CC/SE

9.4 10 CC/SE

1.4 1.5 M-1129A

1.4 1.5 M-1129A

41.6 11 M-1127

39 10.3 M-1127

1.4 1.5 M-1127

1.4 1.5 M-1127

i i

4.5 4,7 M-1129A

4.5

I

4.7 M4129A

1

1.8 1.9 M-1129A

1.8 1.9 M-1129A

i

MF670 SIZES-CAPACITIES-CLEARANCES (CONT.) Camshaft End Playmm 0.10-0.41 Inch 0.004-0.016 Cooling SystemLiters 10.4 Quarts 11 Crankcase Oil (Including filters)Liters 7.6 Quarts 8 Fluid Type CC/SE Power Steering ReservoirLiters 1.4 Quarts 1,5 Fluid Type M-1129A Transmission and Hydraulic SystemLiters 41.6 Gallons 11 Fluid Type M-1127 Rear Axle Planetaries*Liters 1.4 Quarts 1.5 Fluid Type M-1127 *See paragraph 147.

Front Drive Axle Differential CaseLiters 4,5 Quarts 4.7 Fluid Type M-1129A Front Drive Axle HubsLiters 1.8 Quarts 1.9 Fluid Type M-1129A

FRONT SYSTEM (Two-Wheel Drive Models) Refer to Fig. 1 for an exploded view of front axle assembly used on MF 670 and MF690 Two-Wheel Drive Models and to Fig. 2 for an exploded view of front axle assembly used on MF 698 Two-Wheel Drive Models.

AXLE MAIN MEMBER All Two-Wheel Drive Models 1. R&R AND OVERHAUL. To remove axle main member (9-Fig, 1 or Fig. 2), first remove grille, muffler and air cleaner cap. Disconnect electrical wires from horn and headlight contact switch and pull harness free from hood

panel Remove hood, side panels, air cleaner, batteries (non-air conditioned models), lower stone guard, grille frame, battery tray, upper stone guard and weight frame to obtain access to pivot pin (10). Disconnect tie rods (14) from spindle arms (15) and on MF 698 models, detach both ends of steering cylinders (30). On all models, support axle and engine separately. Remove axle extension adjusting bolts and withdraw axle extensions (18), steering spindles, hubs and front wheels as assemblies. Remove pivot pin retainer, then use a puller to withdraw pivot pin (10) out toward front. Fore and aft play of axle is adjusted by thickness of shims (11).

When installing pivot pin bushings (12), position notched end of bushing outward and to top of axle, then press bushing into axle flush with machined bore. Ream new bushings to 47.55-47.59 mm (1.8720-1.8735 inches) after installation.

Reinstall axle in reverse of removal procedure while noting the following.

Place thrust washer (13) at rear of axle then add shims (11) as necessary at front of axle only to limit fore and aft play to 0.08-0,25 mm (0.003-0.010 inches). Axle extension adjusting bolts should be tightened to 311 N-m (230 ft.-lbs.) torque. Nut attaching tie rod ends to spindle arms should be tightened to 108-122

MASSEYFERGUSON

Paragraphs 2-6

10

22

N-m (80-90 ft.-lbs.) torque. On MF 698 models, nut attaching steering cylinders to spindle arms should be tightened to 135-200 N-m (100-147 ft.-lbs.) torque.

STEERING ARM ASSEMBLY Models MF670MF690 Two-Wheel Drive 2. To remove the steering arm assembly (1 through 8-Fig. 1), first remove front side panels, grille, batteries (non-air conditioned models) and battery support plate. Disconnect tie rod ends from spindle arms (15). Remove snap rin^ (1) and loosen clamp bolt on upper arm (2), then lower assembly from tractor.

Install bushings (5) with open end of

Fig. 1—Exploded view of axie and support used on MF 670 and MF 690 modeis.

1. Snap ring 2. Upper steering arm 3. Seal 4. Steering shaft 5. Bushing 6. Axle support 7. Seal 8. Liower steering arm 9. Axle main member 10. Pivot pin 11. Shims 12. Bushing 13. Thrust washer 14. Tie rod 15. Spindle arm 16. Dust seal 17. Bushing 18. Axle extensions 19. Thrust bearing 20. Spingle 21. Shield 22. Seal 23. Bearing 24. Hub 25. Bearing 26. Washer 27. Nut 28. Cotter pin 29. Cap

bushing lubrication grooves toward each other. Bushings must be flush to 0.25 mm (0.010 inch) below flush with bushing bore surfaces in support. Ream both bushings (5) to 47.68-47.65 mm (1.875-1.876 inches) after installation.

Reinstall steering arm assembly in reverse of removal procedure.

SPINDLE AND SPINDLE BUSHINGS All Two-Wheel Drive Models 3. On MF 670 and MF 690 models, spindle arm (15-Fig. 1) is positively located to spindle (20) by a Woodruff key. On MF 698 models, spindle arm (15-Fig. 2) is positively located to spindle (20) by a partial set of splines. On all

Fig, 2—Bxpioded view of axie and support used on MF 698 modeis.

6. Axle support 9. Axle main memlM'r 10. Pivot pin 11. Shims 12. Bushing 13. Thrust washer 14. Tie rod 15. Spindle arm 16. Dust seal 17. Bushing 18. Axle extension 19. Thrust hearing 20. Spindle 21. Shield 22. Seal 23. Bearing 24. Hub 25. Bearing 26. Washer 27. Nut 28. Cotter pin 29. Cap 30. Steering cylinder

models, remove spindle by loosening clamp bolt on spindle arm and withdrawing spindle from axle extension (18-Fig. 1 or Fig. 2).

Two spindle bushings (17) are used at each end of axle extension. Bushings should be installed 0.025-0.250 mm (0.001-0.010 inch) below bushing bore surfaces in axle extension. Ream both bushings to 38.07-38.10 mm (1.499-1.500 inches) after installation.

Reinstall spindle in reverse of removal procedure. Measure clearance between spindle arm and axle extension. Maximum allowable clearance is 0.10 mm (0.004 inch) and is adjusted by varying position of spindle arm on spindle.

FRONT WHEEL BEARINGS Models MF 670-MF690Two-Wheel Drive 4. If wheel bearings were repacked or renewed, upon reassembly tighten hub nut (27-Fig. 1) to 40.6-54.2 N-m (80-40 ft.-lbs.) torque while rotating hub, then back nut off until first set of slots align with cotter pin hole. Install wheel and tighten bolts to 169.5 N-m (125 ft.-lbs.) torque.

Modei MF 698 Two-Wheei Drive 5.1f wheel bearings were repacked or renewed, upon reassembly tighten hub nut (27-Fig. 2) to 80 N-m (60 ft.-lbs.) torque while rotating hub, then back nut off V4-flat. Wheel hub end play should be 0.05-0.12 mm (0.002-0.005 inch). Install wheel and tighten bolts to 169.5 N-m (125 ft.-lbs.) torque.

TiE RODS AND TOE iN Ail Two Wheei Drive Modeis 6. Refer to Fig. 1 on MF 670 and MF 690 models or to Fig. 2 on MF 698 models for view of tie rods and related components. Automotive type tie rod ends are used; however, outer tie rod ends are integral with tread width adjusting stems.

On MF 670 and MF 690 models, toe-in should be 0-14.2 mm (0-9/16-inch) and is adjusted by loosening both ends of right tie rod connecting tube and rotating tube as required. Tighten connecting tube ends making sure cap screw in outer tube end properly engages notch in width adjusting stem.

On MF 698 models, toe-in should be 0-6.85 mm (0-V4-inch) and is adjusted by first loosening locknut on inner end of right tie rod connecting tube, then removing the nut and bolt on outer end.

Rotate connecting tube as required.

MODELS MF670-MF690-MF698

Paragraphs 7-9

FRONT-WHEEL DRIVE SYSTEM (Four-Wheel Drive Models) The front-wheel drive system on fourwheel drive models consists of a transfer gear unit located between transmission and rear axle center housings, a hydraulically actuated multiple disc clutch located within transfer case, an external drive shaft, front drive axle assembly, hydraulic clutch control valve and hydraulic pressure regulating valve.

The low volume side of auxiliary hydraulic pump supplies fluid to hydraulic components.

TIE RODS AND TOE-IN

notch, then install spanner nut (39).

Tighten spanner nut while rotating hub until all hub end play is removed and tang washer can be locked into notch on spanner nut. Install snap ring (40), sun gear (41) and snap ring (42) on end of axle (6). Assemble planetary components and tighten shaft retaining screws to 9 N*m (7 ft.-lbs.) torque. Install planetary carrier unit and tighten cap screws to 60 N'm (45 ft.-lbs.) torque. Fill reduction hub assembly with 1.8 liters (1.9 quarts) of M-1129A or equivalent API Class GL-3 or GL-4 lubricant.

WHEEL SPiNDLE

i

AM Four-Wheel Drive Modeis 9.

R&R

AND OVERHAUL. TO

remove spindle (23-Fig. 3), first remove reduction hub assembly as outlined in paragraph 8. Remove seal (27) and bearing cone (26). Remove cap screws (25) and lock plates (24), then temporarily install spanner nut (39) to provide a point of attachment for a suitable puller. Pull spindle from pivot housing (13),

All Four-Wheel Drive Modeis 7. Automotive type tie rod ends are used. Toe-in should be 0-3 mm (O-Vs-inch) and is adjusted by loosening locknut at each end of tie rod and rotating tube as required.

REDUCTiON HUB Ail Four-Wiieei Drive Models 8. R&R AND OVERHAUL. To remove reduction hub assembly (28 through 51-Fig. 3), first raise and support end of axle being serviced, then remove wheel. Remove plug (30) and drain lubricant from hub (29). Unbolt and withdraw planetary carrier unit (50). Remove outer snap ring (42) and withdraw sun gear (41). Remove inner snap ring (40) from end of axle (6). Bend tang washer (38) out of notch in spanner nut (39). Remove nut and tang washer.

Withdraw ring gear assembly (33 through 37) from spindle (23). Pull hub (29) from spindle (23) being careful not to damage seal (27).

Disassemble planetary carrier unit by removing set screw (49), driving shaft (46) out of carrier (50) and withdrawing planetary gears (44), thrust washers (43) and needle bearings (45). Separate splined cover (33) from ring gear (37) after removing cap screws (36), lock plates (35) and retainer plates (34).

Clean and inspect all components, especially seals and bearings. Renew all "0" rings and gaskets upon reassembly.

If seal (27) requires renewal, open side of seal should be towards pivot housing (13).

Assemble ring gear components and tighten cap screws (36) to 12 N-m (9 ft.-lbs.) torque. Install hub and ring gear assembly on spindle (23). Position tang washer (38) on spindle with inner tab in

51 Fig. 3—Expioded view of right finai drive assembiy used on aii four-wheei drive modeis.

Axle housing Dust seal Bushing cup Locknut Set screw Drive axle Snap rin^ Snap ring Bearing Seal Bearing retainer "()" ring Pivot housing Plug Pivot pin Bushing cone Shim

18.

19.

20.

21.

22.

23.

24.

25.

26.

27.

28.

29.

30.

31.

32.

33.

34.

Vent "0" ring Seal retainer Seal Bushing Wheel spindle Lwk plate Cap screw Bearing cone Seal Bearing cup Reduction hub Plug Bearing cup Bearing cone Splined cover Retainer plate

35.

36.

37.

38.

39.

40.

41.

42.

43.

44.

45.

46.

47.

48.

49.

50.

51.

Lock plate Cap screw Ring gear Tang washer Spanner gear Snap ring Sun gear Snap ring Thrust washer Planetary gear Needle bearing Shaft "O" ring Gasket Set screw Carrier Cap screw

MASSEY-FERGUSON

Paragraphs 10-13 Bushing (22) is available and should be renewed if excessive wear or damage is evident. Inspect bushing contact surface on axle (6) for excessive wear or scoring.

Renew "0" ring (19) and seals (21 and 27) upon reassembly.

Install spindle by reversing removal procedure. Tighten spindle retaining cap screws (25) to 94 N-m (69 ft.-lbs.) torque. Reinstall reduction hub assembly as outlined in paragraph 8.

PIVOT HOUSiNG All Four-Wheei Drive Modeis 10. REMOVE AND REINSTALL. To remove pivot housing (18-Fig. 8), first remove reduction hub assembly as outlined in paragraph 8 and spindle as outlined in paragraph 9. Disconnect tie rod end from pivot housing and, if removing left pivot housing, disconnect steering cylinder at pivot housing. Unbolt upper and lower pivot pins (15).

Remove upper pivot pin first with nylon bushing cone (16) and shims (17).

Remove lower pivot pin, nylon bushing cone and shims, then withdraw pivot housing (18) from axle housing (1).

Remove dust-seals (2) and bushing cups (8).

Clean, inspect and renew components as required. Install bushing cups (8) and fill cavities with grease. Install dust seals (2) with seal lip towards bushing cup. Remove plug (14) from each pivot pin to expel excess grease when pins are installed. Position pivot housing on axle housing and install lower pivot pin and original shims. Install upper pivot pin and original shims. Tighten pivot pin cap screws to 94 N-m (69 ft.-lbs.) torque.

Reinstall wheel spindle as outlined in paragraph 9 and reduction hub assembly as outlined in paragraph 8. Do not attach steering cylinder (if removed) or tie rod at this time. Fasten a suitable pull scale to tie rod end hole in flange and check pivot housing turning resistance.

The amount of force necessary to turn pivot housing should be 15.9-20.4 kg (85-45 lbs.) and is adjusted by varying the thickness of shims between upper pivot pin and pivot housing. After adjusting, install pivot pin plugs (14).

DRIVE AXLE Ail Four-wheel Drive Models 11. R&R AND OVERHAUL. To remove either axle (6-Fig. 8) with bearing (9) and related components, first remove pivot housing (18) as described in paragraph 10. Drain front axle lubricant. Loosen locknut (4) and remove set screw (5). Extract axle assembly (6) from axle housing (1). Remove small

8

snap ring (7) and pull bearing retainer (11) off axle shaft. Remove large snap ring (8) and drive out bearing (9) and seal (10).

Inspect all parts for wear or damage, especially axle shaft splines and renew as required. Universal joints and individual axle components are available separately or as an assembled unit.

Upon reassembly, renew seal (10) and "0" ring (12).

Reassemble axle shaft components by reversing disassembly procedure. When

installing assembled axle into axle housing, make certain set screw (5) properly engages groove in bearing retainer (11).

Refill front axle with 4.5 liters (4.7 quarts) of M-1129A or equivalent API Class GL-8 or GL-4 lubricant. Remainder of reassembly is the reverse of disassembly.

FRONT AXLE ASSEMBLY Ail Four-Wheei Drive Modeis

12. REMOVE AND REINSTALL. To remove the front axle from fourwheel drive models, first block rear wheels and remove front drive shaft shield. Remove bolt (B-Fig. 4) from each coupler (C). Slide couplers toward each other on shaft (S) and remove drive shaft. Suitably support tractor under oil pan and remove front wheels. Detach steering cylinder at both ends and position cylinder so as not to interfere with axle removal. With front axle on floor jack, remove eight cap screws which atB tach front and rear axle supports to Fig, 4—Front drive shaft (S) Is secured at each tractor. Lower axle away from tractor. end by a bolt (B) and coupler fCA R^fer to text When installing, reverse the removal procedure. Be sure spacers, if used, are correctly positioned between axle supports and tractor. Tighten axle support cap screws to 208 N-m (150 ft.-lbs.) torque. iNPUT HOUSiNG ASSEMBLY Aii Four-Wheei Drive Modeis 13

Fig. 5—Exploded view of assembiy.

1. Seal retainer 2. Gasket 3. Seal 4. Snap ring 5. Bearing 6. End cover 7. Input shaft & gear

Input 8.

9.

10.

11.

12.

13.

Flg. 6—Exploded view of differential and bevei gear assembly, instalied position of bevel ring gear (8) is to left of center as viewed from operator'^ seat 2 1. Bearing cone 2. Bearing cup 3. Differential housing 4. Shims 5. Bearing cup 6. Bearing cone 7. ^evel pinion gear & shaft 8. Bevel ring gear 9. Differential case 10. Ring nut 11. Bearing cup 12. Bearing cone 13. Right bearing cap 14. Left bearing cap 15. Lock plate

housing

Needle bearing Gasket Locknut Gear Input housings Thrust washer

18. R&R AND OVERHAUL. The input housing assembly mounts on differential housing and houses the input shaft and drive transfer gears. The input housing (12 - Fig. 5) also acts as axle rear support and is bushed to allow normal pivoting of front axle during field use. To remove the input housing assembly, first drain lubricant from in-

I

10

MODELS MF670-MF690-MF698 put housing and axle housing. Remove front axle assembly as outlined in paragraph 12. Unbolt and separate end cover (6) from housing (12) with input shaft and related components. Remove locknut (10) and pull gear (11) off pinion shaft. Separate input housing (12) from differential housing. Be careful not to lose thrust washer (13) located between input housing (12) and differential housing. Remove seal retainer (1) and snap ring (4), then press input shaft and gear (7) out toward front. Invert end cover and press out bearing (5). 'If not previously removed, remove needle roller bearing (8) from input shaft.

Renew all components that are damaged or worn excessively. Inspect condition of needle roller bearing (8) and bearing inner race on end of input shaft.

Bearing inner race is renewable and can be removed using a suitable press. A spacer is located between bearing inner race and gear on input shaft. Make certain spacer is present when installing inner race.

Upon reassembly, renew special locknut (10), gaskets (2 and 9), seal (3) and input housing to differential housing sealing "0" ring located within input housing. Tighten locknut (10) to 12 N'm (9 ft.-lbs.), end cover (6) retaining cap screws to 53 N'm (39 ft.-lbs.) and seal retainer (1) cap screws 30 N*m (22 ft.-lbs.) torque. Reinstall front axle assembly as outlined in paragraph 12.

ing cups (2 and 5) and shims (4) can be removed at this time. To remove differential pinion gears, side gears and thrust washers, scribe an alignment mark on bevel ring gear (8) and differential case (9), then unbolt and remove ring gear. Drive out lock pin (P - Fig. 7) and drive pinion shaft (S) from differential case (9). Turn pinion gears (G) 90 degrees and extract differential case components.

Clean, inspect and renew any components that are damaged or worn excessively. Pinion gears (G) are equipped with renewable bushings. Bushings are presized and should not require machining after installation. Bevel ring gear (8-Fig. 6) and drive pinion (7) are available in matched sets only.

When assembling differential case components, side gear thrust washers should be installed with lubrication groove toward gear. Apply petroleum jelly to pinion gear thrust washers and insert washers to differential case (9-Fig. 7). Place pinion gears (G) on side gears opposite each other, then rotate gears into installed position. Insert pinion shaft (S) with holes for lock pin (P) in shaft and case aligned. Install shaft lock pin (P). Place bevel ring gear (8 - Fig. 6) on differential case (9) aligning previously scribed marks. Install lock plates and cap screws. Tighten cap screws to 81.4 N-m (60 ft.-lbs.) torque and bend lock plates up around cap screw heads.

DIFFERENTIAL AND BEVEL Before assembling bevel pinion gear GEARS (7) and bearings to differential housing (3), check pinion axial position. Pinion Ali Four-Wheei Drive Modeis axial position is adjusted by varying thickness of shims (4) between bearing 14. R&R AND OVERHAUL. To cup (5) and housing (3). To determine remove differential and bevel gear unit, shims required, refer to Fig. 8 and insert first remove both drive axles, front axle inner bearing cup and cone (5 and 6) assembly and input housing assembly as without shims, into differential housing. outlined in paragraphs 11, 12 and 13. Be sure inner bearing cup (5) is fully Unbolt differential housing (3-Fig. 6) seated. Measure and record the distance and withdraw the complete assembly from differential housing centerline, between differential bearing support from axle housing.

Scribe a reference mark on bevel ring surface and face of inner bearing cone gear end (left) bearing cap (14) and hous- (6) as shown at (D). Subtract desired axing (3) to aid in reassembly. Remove ad- ial position of 107 mm (4.213 inch) from justing ring nut lock plates (15) and recorded measurement (D) to select probearing caps (13 and 14), then remove per thickness of shims. Shims are differential and ring gear assembly from available in thicknesses of 0.15, 0.30, housing. Remove bearing cones (12) 0.50 and 0.70 mm (0.006, 0.012, 0.020 and 0.028 inch). After shim installation, from differential case if required. install bevel pinion gear and bearings.

NOTE: If differential case bearings are Install differential and ring gears, to be reused, do not intermix bearing cups bearings; bearing caps and adjusting (11) with bearing cones (12). Eariy differennuts on differential housing. Make certial case bearing faiiure may resuit if beartain previously marked bearing cap (14) ings are not reinstalied as matched sets. is installed on corresponding bearing Using a suitable press, remove bevel support and bevel ring gear is adjacent pinion gear (7) from differential housing to marked support and^ cap. Install bearwith inner bearing cone (6). If necessary, ing cap lock plates and cap screws. Inpress bearing cone (6) off bevel pinion itially tighten cap screws to 20.3 N*m • gear shaft. Outer bearing cone (1), bear- (15 ft.-lbs.) torque. Tighten- adjusting

Paragraph 14

Fig. 7—Differentiai pinion gearn (Q) may be removed from case (9) after removing lock pin fP) and shaft ($h

ring nuts (10) until excess backlash is removed and differential case bearings have a slight preload. Backlash between bevel ring and pinion gear should be 0.180.23 mm (0.007-0.009 inch) when measured with dial indicator and checked at center of ring gear tooth face. Measure backlash at three locations around ring gear. Deviations in recorded backlash indicates improper seating of differential and bearings. Adjust backlash by rotating one adjusting ring nut and counterrotating the other ring nut in equal increments as required. Ensure slight differential case bearing preload is maintained. Tighten bearing cap retaining cap screw to 94 N • m (69 ft.-lbs.) and bend lock plates up around cap screw heads. Install adjusting ring nut lock plates (15).

Reinstall differential and bevel gear assembly in axle housing.

NOTE: Bevei ring gear must be to left of center as viewed from operator's seat.

The remainder of reassembly is the reverse of disassembly procedure.

Fig. 8—FoUowing procedure outlined in text, add necessary shims between bearing cup (S) and housing (3) to provide required d/sfance (D) of 107 mm (4.213 inches) as measured from bear' ing support surface to bearing cone (6JL

Paragraph 15 HYDRAULiC CLUTOH AND OUTPUT SHAFT ASSEMBLY Ail Four Wheel Drive Modeis 15. R&R AND OVERHAUL. To remove the hydraulic clutch and output shaft assembly (21 through 48-Fig. 9), first remove front drive shaft shield to obtain access to front drive shaft (S-Fig. 4). Remove bolt (B) from each shaft coupler (C), then slide couplers toward each other and remove drive shaft. Drain lubricant from transmission, transfer case and center housing, then remove cover plate (50-Fig. 9).

Unbolt and withdraw rear output shaft

MASSEY-FERGUSON support (21) and front cover (48). Be careful not to damage seal (47) on shaft splines when removing front cover.

Remove snap ring (45) and thrust washer (44). Working through bottom opening in transfer case, release snap ring (40) from groove in output shaft (25) and position ring forward on shaft.

Support clutch assembly and withdraw shaft from rear of transfer case while guiding loose snap ring (40) over seal rings (26). Remove clutch assembly, thrust washer (27) and snap ring (40).

Separate output gear (29) from clutch assembly. Withdraw roller bearing (48) and thrust washer (42) from transfer case.

To disassemble hydraulic clutch

16

Fig. 9—Exploded view of transfer gearbox assembly used on models equipped with four-wheei drive.

1. Snap ring 18. Cap screw 35. Piston 2. Drive gear 36. Seal ring 19. Gear 3. Snap ring 37. Seal ring 20. Snap ring 4. Snap ring 38. Check valve 21. Output shaft support 5. Bearing 39. Clutch housing 22. "O"ring 6. Snap ring 23. Snap ring 40. Snap ring 7. Bearing housing 24. Needle bearing 41. Bronze bushing 8. Stop plate 25. Output shaft 42. Thrust washer 9. Intermediate shaft 26. Seal rings 43. Bearing 10. Spring 27. Thrust washer 44. Thrust washer 11. Spring guide 28. Bushing 45. Snap ring 12. Needle bearing 29. Gear 46. "0" ring 30. Snap ring 13. Countershaf^t 47. Seal 14. Needle bearing 31. Retainer plate 48. Front cover 32. Friction discs 15. Bearing 49. Gasket 16. Spacer 33. Intermediate plates 50. Cover plate 34. Spring 17. Deflector plate 51. Plug

10

assembly, use a suitable press and slightly compress retainer plate (81), then remove snap ring (80). Remove the retainer plate (81), three friction discs (32) and three intermediate plates (83) with six springs (34) from clutch housing. The alternating friction discs (82) and intermediate plates (88) should be maintained in their original order of removal to aid in reassembly. Remove piston (85).

Clean, inspect and renew any components that are damaged or worn excessively. Renew "0" rings (22 and 46), seal rings (26, 86 and 87), lip seal (47) and gasket (49). Output gear (29) has a renewable bushing (28) that should not require machining after installation.

Renew bronze bushing (41) in transfer case if required.

Check hydraulic clutch intermediate plates (38) for warpage using a flat surface and feeler gage. Plates should not be warped more than 2.21 mm (0.088 inch). Friction discs (82) should be renewed if scrolling on contact surface is worn smooth. Check clutch springs (84) for breakage, wear or other damage.

Springs should have a free length of 17.8 mm (0.700 inch) and test at 29.2-85.7 N (6.57-8.08 lbs.) when compressed to test height of 12.7 mm (0.500 inch).

When assembling clutch components, carefully compress the outer seal ring (86) using a pair of narrow blade screwdrivers or similar tools and work piston (35) into clutch housing (39). Insert an intermediate plate (33), then position the six springs (84) on intermediate plate drive lugs as shown in Fig. 10. Install a friction disc (82-Fig. 9), then the next intermediate plate with drive lugs one spline clockwise from lugs on first plate. Repeat the procedure until remaining friction discs and plates are installed. Install retainer plate (81) and snap ring (30).

39

34 Fig. 10—Springs (34) must be positioned on the driving iugs of first intermediate piate instaiied as shown before instaiiing remaining dutch components.

MODELS MF670-MF690-MF698 To reinstall the assembled output shaft and hydraulic clutch, insert output shaft into transfer case, through thrust washer (27), clutch assembly and snap ring (40) guiding snap ring over seal rings (26). Compress seal rings (26) as they enter bronze bushing (41). Push clutch assembly rearward to expose snap ring groove in output shaft and install snap ring (40). Remainder of installation is the reverse of removal.

TRANSFER GEARBOX ASSEMBLY Aii Four Wheei Drive Modeis 16. REMOVE AND REINSTALL. To remove transfer gearbox assembly, first remove hydraulic clutch and output shaft assembly as outlined in paragraph 15, then split tractor at center housing.

To split the tractor, follow procedures outlined in TRANSMISSION REMOVAL section (paragraph 131) except for separation of engine from transmission so engine and transmission are withdrawn as a unit.

Using a suitable lift, support transfer gearbox assembly, then remove internal retaining nut (N-Fig. 11) and all external fasteners. Separate transfer gearbox from transmission housing.

To reinstall, reverse removal procedure. Install and tighten fasteners securing transfer gearbox to transmission and center housing as outlined in TRANSMISSION REMOVAL section.

17. OVERHAUL. With transfer gearbox assembly removed as outlined in paragraph 16, pull drive gear (2-Fig. 9) with internal locating snap ring (1) from intermediate shaft (9). Remove snap ring (4), then withdraw intermediate shaft (9) from transfer case. Unbolt bearing housing (7), then remove bear-

ing housing with bearing (5) and stop plate (8). Bearing may be removed from housing after removing snap ring (3).

To remove countershaft (13), first remove snap ring (20) and gear (19), then withdraw countershaft from rear of transfer case. Use a suitable press to remove bearing (15) from countershaft.

Clean, inspect and renew all components that are damaged or worn excessively. Needle roller bearings (12 and 14) should not be removed unless renewal is required.

Reassembly is the reverse of disassembly procedure while noting the following: If the defiector plate (17) was removed, reinstall with concave side toward bearing (15) and apply Loctite Stud-N-Bearing Mount or equivalent to deflector plate retaining cap screws (18).

Intermediate shaft bearing (5) should be installed into bearing housing (7) with open side towards drive gear (2).

Countershaft bearing (15) should be installed with open side towards defiector plate (17). Install gear (19) on countershaft (13) with unsplined portion of gear bore towards defiector plate.

HYDRAULiC CONTROL VALVE

Paragraphs 16-20 Reinstall by reversing removal procedure.

19. OVERHAUL. To overhaul fourwheel drive hydraulic control valve, first remove valve as outlined in paragraph 18. Remove detent plug (7-Fig. 12), spring (8) and ball (9). Withdraw spool (11) from valve body (6). Remove Allen screws retaining manifold (4) to valve body (6) noting location of long Allen screw (12) and copper washer (13) for reassembly. Separate manifold and valve body. Remove hydraulic line fittings if required.

Clean all parts in a suitable solvent.

Inspect and renew any parts that are damaged or worn excessively. Renew "0" rings (3 and 10) and gasket (5).

Lubricate all parts in clean hydraulic fiuid. Insert spool (11) into valve body (6) being careful not to damage "0" ring (10). Install detent assembly (7, 8 and 9).

Assemble manifold (4) to valve body (6).

Straight fitting (2) should be tightened to 16 N-m (12 ft.-lbs.) torque. If banjo fitting (1) was removed, install fitting but do not tighten until control valve is installed on tractor and hydraulic line is attached to fitting.

Aii Four Wheei Drive Models

PRESSURE REGULATiNG VALVE

18. REMOVE AND REINSTALL. The four-wheel drive hydraulic control valve is mounted under left rear corner of tractor cab. To remove control valve, first disconnect hydraulic lines at valve.

Cover openings in lines and ports as soon as possible to prevent entrance of dirt. Detach control valve actuating rod at valve. Remove mounting bracket retaining cap screws. Withd^raw control valve and mounting bracket from under cab. Unbolt and remove mounting bracket from control valve.

Aii Four Wheei Drive Modeis 20, REMOVE AND REINSTALL. The four-wheel drive hydraulic pressure regulating valve is mounted to the transmission input shaft housing. To remove regulating valve, first remove input shaft housing and pto input shaft as outlined in paragraph 133, Unbolt and remove regulating valve from input shaft housing.

Reinstall by reversing removal procedure.

Fig. 12~-Expioded view of four-wheei drive hydrauHc controi vaive.

1. Banjo fitting 2. Fitting 3. "0" ring 4. Manifold 5. Gasket .

6. Valve body 7. Detent plug 8. Detent spring 9. Detent ball 10. "0" ring 11. Spool 12. Allen screw 13. Copper washer Fig. 11—Access to nut (N) is obtained after removing hydrauiic dutch assembiy as outiined in text.

11

Paragraphs 21-28 21. OVERHAUL. To overhaul the four-wheel drive hydraulic pressure regulating valve, first remove valve as outlined in paragraph 20. Remove plug (1-Fig. 18) and withdraw large spring (3), spool (4), ball (5) and small spring (6).

Remove fitting (10) if required.

Clean all parts in a suitable solvent.

Inspect and renew any parts that are excessively worn or damaged. Renew sealing washer (2), gasket (8) and "0" ring (9). Reassemble valve components by reversing removal procedure. Tighten plug (1) to 27 N-m (20 ft.-lbs.) torque.

Reinstall valve as outlined in paragraph 20 and test operating pressure as outlined in paragraph 198.

MASSEY-FERGUSON cylinder(s) as outlined in appropriate following paragraphs.

POWER STEERiNG PUMP Aii Modeis

Fig, i3^Explod0d view of four-wheel drive hydraulic relief valve.

1.

2.

3.

4.

5.

Plug Washer Spring Spool Ball

6.

7.

8.

9.

10.

Spring Body Gasket Washer Fitting

POWER STEERING SYSTEM FiLLiNG AND BLEEDiNG

TEST AND ADJUST

Ali Modeis

Aii Modeis

25. Any operation that required draining or repair of hydraulic steering parts will make it necessary to fill and bleed steering system. Recommended fiuid is Massey-Ferguson Permatran Oil M1129A or equivalent. Power steering reservoir capacity, to bottom of filler plug (F-Fig. 15) opening, is 1.4 liters (1.5 quarts). If system has been drained, fill steering reservoir and install filler plug. Start and run engine at 900 rpm, turn steering wheel until steering feels smooth and locks in both directions. This will remove air in steering control assembly. Stop engine and refill reservoir.

MF 670 and MF 690 two-wheel drive models and all four-wheel drive models are equipped with one double-acting steering cylinder that is automatically bled while removing air from steering control assembly. MF 698 two-wheel drive models are equipped with two single-acting steering cylinders that will require bleeding after pump and control valve are bled as previously described.

To bleed either steering cylinder, run engine at low rpm and rotate steering wheel to fully extend cylinder to be bled.

Release steering wheel, stopping fluid pressure and flow and loosen bleeder plug (5-Fig. 20). Apply a slight turning force to steering wheel in direction required until air free fluid flows around bleeder plug, then tighten plug. Stop engine and refill reservoir. Repeat procedure for remaining cylinder.

On all models, restart engine and run at 1200 rpm, tum steering and hold at stops in both directions until relief valve blows for approximately 10 seconds.

Repeat procedure at least 8 times, then check for leads.

26. SYSTEM OPERATING PRESSURE. The power steering operating pressure is controlled by a relief valve in power steering pump. Relief pressure should be 10840-11080 kPa (1500-1600 psi). To test, install a "T" fitting between pump and pressure line and attach a 85000 kPa (5000 psi) gage. With engine running, turn steering wheel to either lock and hold long enough to read relief pressure. Adjustment is made by turning relief valve adjusting screw (12-Fig. 15) clockwise to increase pressure or counterclockwise to decrease pressure. After adjustment, recheck relief pressure. If recommended relief pressure cannot be obtained, pressure drops rapidly or steering is still sluggish, service pump, control valve or steering

12

Fig. 15—Expioded view of Piessey power steering pump and reservoir.

F. Filler plug 1. Acorn nut 2. Reservoir 3. Nut 4. Washer 5. Spring 6. Filter 7. Seal 8. Rear cover 9. Poppet 10. Spring 11. Washer 12. Relief valve plug 13. Outer seal 14. Inner seal 15. Guide dowel 16. Line fitting 17. Center housing 18. Rear bearing 19. Drive gear 20. Driven gear 21. Front bearing 22. Inner seal 23. Outer seal 24. Front cover 25. Gasket 26. Seal

27. Sni 28. W<

27. REMOVE AND REINSTALL. The gear driven gear type power steering pump is externally mounted on right side of engine block and driven from camshaft gear on MF 670 and MF 690 models. The pump is mounted on left side of engine block and driven by timing idler gear on MF 698 models. On all models, pump mounting cap screws enter pump housing from front. Clean pump and surrounding area and drain fluid from reservoir. Disconnect pump pressure and return lines. Cap all openings to prevent dirt from entering pump or lines. Unbolt and remove pump and reservoir assembly. When reinstalling pump, renew gasket between pump and engine. Tighten cap screws to 38 N*m (28 ft.-lbs.) torque. Reconnect lines, fill and bleed system as outlined in paragraph 25.

28. OVERHAUL. Two types of power steering pumps may be encountered when servicing; Piessey or Aero-Quip.

The following overhaul procedures are for Piessey power steering pumps.

Overhaul procedures for Aero-Quip are basically the same.

Refer to Fig. 15 for an exploded view of Piessey power steering pump and reservoir. To disassemble the removed pump, first remove snap ring (80), drive gear (29) and Woodruff key (28). Place alignment marks on front cover (24), center housing (17), rear cover (8) and reservoir (2) to aid in reassembly.

Remove reservoir and filter element (1 through 7). Remove relief valve plug

Paragraphs 29-30

MODELS MF670-MF690-MF698 (12), washer (11), spring (10) and poppet (9), noting the number of turns required to remove plug. Remove pump housing cap screws then carefully separate pump sections.

NOTE: Do not pry housings apart, permanent damage to machined surfaces or pump shafts may result.

Withdraw drive and driven gears (19 and 20) and bearings (18 and 21) from center housing (17). Remove outer seals (13 and 23) and inner seals (14 and 22) from rear and front covers (8 and 24).

Remove snap ring (27) then withdraw drive shaft outer seal (26) from front cover (24).

Thoroughly clean and air dry all metal parts and check for wear or damage that will require renewal of parts. Check for wear on gear pockets of center housing.

Slight gear wear on inlet side of housing bores is considered normal providing wear does not exceed 0.01 mm (0,004 inch). Inspect the floating bearings (18 and 21) to determine if renewal is required. If bearings are to be reused, minor wear on bearing faces may be removed using a sheet of "0" grade emery paper on a flat, smooth surface such as a piece of glass. Lubricate emery paper with clean solvent, then polish bearing faces using a light rotary motion. Check and remove scratches or burrs on outer bearing surfaces and bearing bores in center housing that may prevent free floating movement of bearings. Pump gears are available in matched sets only. Renew front and rear cover seals, reservoir seal and drive shaft seal.

Lubricate all metal parts with clean power steering fluid. Insert drive shaft seal (26) with seal lip towards front cover and retain with snap ring (27). Install inner and outer seals (22 and 23) in front cover and mate front cover to center housing aligning marks made previously on outside of housings.

Assemble bearings (18 and 21) and drive and driven gears (19 and 20) with relieved side of bearings toward outlet portion of pump. Insert the assembly into center housing and front cover being careful not to damage drive shaft seal (26). Install inner and outer seals (13 and 14) in rear cover (8), then mate rear cover to center housing. Align previously made marks. Install and alternately tighten cap screws to 41 N-m (30 ft.-lbs.) torque. Insert relief valve poppet (9), spring (10), sealing washer (11) and plug (12).

Turn plug in the same number of turns required to remove it for initial relief pressure adjustment. Install reservoir and filter components (1 through 7) and tighten acorn nut (1) to 27 N'm (20 ft.-lbs.) torque. Install Woodruff key (28) and drive gear (29) and secure with snap

ring (30). Install line fittings, if removed, then pour steering fluid into pump and turn pump shaft by hand. Pump should turn freely after a few revolutions.

After installation of pump assembly on engine, fill and bleed system as outlined in paragraph 25 and adjust relief valve pressure as outlined in paragraph 26.

STEERING CONTROL VALVE All Models 29. REMOVE AND REINSTALL. To remove the steering control valve, first remove steering wheel, instrument panel and lower switch panel. Unbolt steering column base plate and remove steering column and shaft assembly.

Identify hoses to simplify reinstallation, then detach hoses from control valve.

Remove cap screws securing valve mounting plate to valve and remove plate. Withdraw steering control valve.

To reinstall, reverse removal procedure.

Refer to paragraph 25 to fill and bleed system.

30. OVERHAUL. Refer to Fig. 16 for exploded view of steering control valve assembly. Plug all ports and clean surface area before disassembly. It is extremely important to prevent any foreign matter from entering control valve.

NOTE: Protect valve parts from scratching, burring or any other damage as operation and sealing of parts depends on their finish and flatness.

Clamp control valve in a vise so end cover (21) is pointing upward. Remove cap screws (26), end cover (21) and "0" ring (20). Lift off rotor and stator assembly (19). Remove spacer (18), "0" ring (17) and metering plate (16), then withdraw drive shaft (15). Unscrew ball seat (6) and extract ball (5). Carefully push control valve spool and sleeve assembly (10, 11, 13 and 14) with ring (3), thrust washer (7), thrust bearing (8) and thrust washer (9) out bottom of valve body (2).

NOTE: Be carefui valve unit does not bind. Parts are fit to extremely close tolerance and a twisting motion may be required for withdrawal.

Remove thrust washer (7), thrust bearing (8) and thrust washer (9) from spool (10), then slide seal ring (3) off spool. Remove cross pin (14), then carefully separate spool (10) and sleeve (13). Push centering springs (11) out of spool (10). Remove locator bushing (12), "0" ring (4) and seal (1) from valve body (2).

Clean all parts in a suitable solvent and air dry. Inspect lapped surfaces for scoring or other damage. Mating surfaces of end cover (21), rotor assembly (19) and metering plate (16) can be hand lapped to remove burrs, slight scratches or other imperfections. Use 600 grit abrasive paper or lapping compound.

Rinse in clean solvent and blow dry after lapping is complete. Rotor and stator (19) are available only as a matched set.

Inspect centering springs (11) for fractures or distortion. Inspect spool (10), sleeve (13) and valve body (2) for nicks, scoring or excessive wear. If any part is damaged, renew housing assembly.

Fig. IB^Exptoded view of steering controi valve assembly.

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

IZ. 13.

Seal Valve body Seal ring "0" ring Check ball Ball seat Thrust washer Thrust bearing Thrust washer Valve spool Centering springs Bushing Valve sleeve

14.

15.

16.

17.

18.

19.

20.

21.

22.

23.

24.

25.

26.

Cross pin Drive shaft Metering plate "0" ring Spacer Ilotor & stator assy.

"0" ring End cover Plate Screw Washer Dowel pin Cap screw

15

Fig, i 7â&#x20AC;&#x201D; When properly assembled, slot (S) In drive shaft (15} will align with valley (V) of rotor (19), Refer to text

13

Paragraphs 31-34 Renew all "0" rings when reassembling unit.

Lubricate all parts with clean steering fluid. Insert spool (10) into sleeve (18) aligning centering spring slots. Install centering springs (11) in sets of three and arch to arch. Insert cross pin (14) in spool and sleeve. Slide seal ring (8) On spool (10), then place thrust washer (9), thrust bearing (8) and thrust washer (7) on end of spool. Install "0" ring (4) and locator bushing (12) in valve body (2), then carefully insert spool and sleeve assembly using a twisting motion. Install check ball (5) and ball seat (6). Position metering plate (16) on valve body.

Assemble drive shaft (15) to inner rotor (19) so that pin slot (S-Fig. 17) in drive shaft is aligned with valley (V) of inner rotor. Rotor has six gear teeth and 12 splines; if drive slot is improperly aligned, steering unit may "kick back" or operate in reverse of hand pressure. Install drive shaft (15-Fig. 16) and rotor and stator assembly (19) with new "0" rings (17 and 20) to valve body. Make sure drive shaft pin slot engages cross pin (14). Place spacer (18) on end of drive shaft and install end cover. Tighten cap screws to 27 N'm (20 ft.-lbs.) torque.

Once assembled, turn steering control valve over in vise and install new dirt seal (1) in valve body.

STEERiNG OYLINDERS Three types of steering cylinders have been used and are mounted in different locations according to tractor model and version. MF 670 and MF 690 twowheel drive models are fitted with one double-acting steering cylinder located in front of radiator. MF j598 two-wheel drive models are fitted with two singleacting cylinders located on left and right rear side of front axle. All four-wheei drive versions are fitted with one double-acting cylinder located on left rear side of front drive axle. Refer to the appropriate following paragraphs for service to steering cylinders.

Modeis MF 670-MF 690 Two-Wheei Drive 81. REMOVE AND INSTALL. The steering cylinder on MF 670 and MF 690 two-wheel drive models can be removed as follows: Remove grille, side panels, battery and battery support plate.

Disconnect hoses from steering cylinder and cap all openings to prevent dirt from entering cylinder or hoses. At steering cylinder rod end, remove roll pin or cotter pin securing rod retaining pin in axle support casting, then extract retaining pin. Pull rod free from casting. At steering cylinder pivot end, remove grease fitting from cylinder pivot pin. Remove

14

MASSEY-FERGUSON

Fig. 18—Exploded view of steering cylinder used on MF 670 and MF 690 twowheel drive models.

H. Hole 1. Seal 2. Seal 3. Bearing cap 4. Back-up ring 5. "0" ring 6. Rod 7. "0" ring 8. Piston 9. "0" ring 10. Seal 11. Piston ring 12. Nut 13. Retainer wire 14. Cylinder barrel

snap ring (1-Fig. 1) from top of steering shaft (4). Loosen clamp bolt on upper steering arm (2) and lift lever arm off of steering shaft (4). Withdraw steering cylinder with steering arm from tractor.

Loosen clamp bolts on cylinder and drive out pivot pin, then separate steering arm from cylinder.

Reinstall by reversing removal procedure. Fill and bleed system as outlined in paragraph 25.

(11). Lubricate all parts with clean power steering fluid for reassembly.

Heat piston ring (11) in oil until ring will slip over piston (8) and into groove, then hold ring in groove until cool. Assemble remaining components by reversing disassembly procedure. Align hole in bearing cap with hole in cylinder barrel (H-Fig. 19), then slide piston, rod and bearing cap into cylinder bore being careful not to damage seals. Insert bent end of retainer wire (18-Fig. 18) through hole in cylinder and into hole in bearing cap, then rotate bearing cap to pull retaining wire into groove.

82. OVERHAUL. Refer to Fig. 18 for an exploded view of steering cylinder used on MF 670 and MF 690 two-wheel drive models. Clean and dry outside of cylinder before disassembly. Position Modei MF 698 Two-Wheei Drive cylinder in a vise and rotate bearing cap (3) until straight end of retainer wire 83. REMOVE AND REINSTALL. (18) is visible through hole (H). Using a To remove either steering cylinder suitable tool, lever end of wire up, then (30-Fig. 2) used on MF 698 two-wheel turn bearing cap to force retainer wire drive models, first disconnect hose from out of hole. After retainer wire is remov- steering cylinder and cap openings to ed, pull rod, piston and bearing cap from prevent dirt from entering cylinder or cylinder barrel (14). Slide off bearing hose. Detach both ends of steering cap, then remove nut (12) and pull piston cylinder and withdraw cylinder. from rod.

Reinstall by reversing removal proCheck parts for wear and damage. cedure. Nuts attaching steering cylinder Renew seals (1, 2 and 10), "0" rings (5, 7 to front axle and spindle arm should be and 9), back-up ring (4) and piston ring tightened to 185-200 N-m (100-147 ft.-lbs.) torque. Fill and bleed system as outlined in paragraph 25.

Fig. 19—Holes (H) are used to remove and instaii retainer wire (13—Fig. 18). Refer to text

84. OVERHAUL. Refer to Fig. 20 for exploded view of steering cylinder used on MF 698 two-wheel drive models.

Clean and dry outside of cylinder before disassembly. Pull piston rod (1) from cylinder barrel (4). Extract scraper seal (2) and oil seal (8) from cylinder barrel.

Check parts for wear and damage.

Lubricate all parts with clean power steering fluid for reassembly. Install oil seal (3) in cylinder barrel. Slide scraper seal (2) onto piston rod (1). Remove air

Paragraphs 35-41

MODELS MF670-MF690-MF698

NOTE: Be sure to cover all openings In hydraulic system and power steering system immediateiy to prevent entrance of dirt.

Fig. 20â&#x20AC;&#x201D;Exploded view of steering cylinder used on MF 698 twowheel drive

models.

1.

2.

3.

4.

5.

6.

Rod Scraper seal Oil seal Cylinder barrel Air bleed plug Bushing

bleed screw (5) and insert piston rod in FRONT END/ENGINE SPLIT barrel until scraper seal contacts barrel bore. Tap scraper seal into counterbore All Models seat in barrel.

40. Drain cooling system at radiator All Four-Wheel Drive Models and cylinder block. Disconnect battery ground cable at battery and positive 35. REMOVE AND REINSTALL. cable at starter solenoid. Remove the To remove steering cylinder used on grille, muffler and air cleaner cap. four-wheel drive models, first discon- Disconnect electrical wires from horn nect hoses from cylinder and cap all and headlight switch and pull harness openings to prevent dirt from entering free from hood inner panel, then remove cylinder or hoses. Detach cylinder from hood. On models equipped with air conaxle housing and spindle arm, then ditioning, disconnect hose between withdraw cylinder. receiver-drier and evaporator at fitting in radiator support panel and discharge 36. OVERHAUL. Refer to Fig. 21 for hose between condenser and compressor an exploded view of steering cylinder us- at compressor. Disconnect electrical ed on four-wheel drive models. The wires from low and high pressure switdouble-acting cylinder is similar to steer- ches and cooling fans, then pull harness ing cylinder used on MF 670 and MF 690 free from front end assembly. On all two-wheel drive models. Because of the models, disconnect oil cooler hoses at fitsimilarity between cylinders, refer to tings in radiator support panel and paragraph 32 when servicing four-wheel power steering hoses from steering drive steering cylinder. cylinder(s) at fittings in or near power steering support panel.

Disconnect both radiator hoses at radiator and remove fan guards.

Remove the air inlet tube between air cleaner and intake manifold. Support tractor with a jack or stand under transmission. Insert wooden blocks between front axle and axle support to prevent tipping and support front assembly in such a way that it can be moved forward away from engine. Remove attaching cap screws and separate front end assembly from engine. Be careful not to lose spacers (if equipped) between engine and front axle support.

Installation is the reverse of removal procedure while noting the following: On four-wheel drive models, make certain front drive shaft is aligned when installing front end assembly. On all models, front end retaining cap screws should be tightened to 271,5 N-m (200 ft.-lbs.) torque.

R&R ENGINE

I

All Models 41. To remove engine and clutch as a unit, first separate front end assembly as outlined in paragraph 40. On models equipped with four-wheel drive, remove front drive shaft as outlined in paragraph 12. On all models, disconnect the four fiexible power steering hoses from steering control valve at fittings near cab. Disconnect fuel gage sending unit wire, fuel supply and fuel return lines. Disconnect tachometer cable, fuel shut-off cable and throttle cable from engine. Disconnect oil lines from fittings next to cab. Separate wiring harnesses from cab to engine components and ac-

ENGINE MF 670 models are equipped with a Perkins A4.236 four cylinder engine having a bore of 98.43 mm (3.875 inches), a stroke of 127 mm (5 inches) and a displacement of 3.86 liters (236.1 cubic inches).

MF 690 models are equipped with a Perkins A4.248 four cylinder engine having a bore of 100.96 mm (3.975 inches), a stroke of 127 mm (5 inches) and a displacement of 4.06 liters (248.6 cubic inches).

MF 698 models are equipped with a Perkins A4.3182 four cylinder engine having a bore of 114 mm (4.5 inches), a stroke of 127 mm (5 inches) and a displacement of 5.211 liters (318 cubic inches).

Fig. 21â&#x20AC;&#x201D;Exploded view of steering cylinder used on all four-wheel drive models.

Refer to Fig, IS for parts identification.

15

Paragraphs 42-43 cessories at junction blocks located on both sides of engine and disconnect safety start wires. Detach heater hoses at water pump and remove starter.

Attach hoist to engine lifting brackets and be sure that tractor is supported under transmission. Remove all fasteners that retain engine to transmission. Install two guide studs to aid alignment during removal and installation.

Check all wires, linkage and tubes to be sure they are disconnected and positioned so they will not be damaged, then separate engine from transmission.

When reinstalling engine observe the following: Lightly coat input shaft splines with a suitable grease. Carefiilly move engine back against transmission housing while aligning clutch splines with transmission input shaft. Engine must be flush against transmission before tightening any cap screws. DO NOT force together. Tighten cap screws and nut to 75 N-m (55 ft.-lbs.) torque.

Remainder of procedure for joining engine to transmission housing is reverse of disassembly.

CYLiNDER HEAD Modeis MF 670-MF 690 42. To remove cylinder head, drain cooling system at radiator and cylinder block. Disconnect the battery. Remove grille, muffler and air cleaner cap.

Disconnect electrical wires from horn and headlight contact switch and pull harness from hood inner panel, then remove hood. Disconnect the four flexible power steering hoses from steering control valve at fittings near cab.

Disconnect power steering hoses to steering cylinder at fittings in radiator support panel and detach tubing at power steering pump. Disconnect tachometer drive cable from engine, then unbolt and withdraw rear hood support with power steering tubing.

Remove intake and exhaust manifolds, fuel leak-off line, high pressure fuel lines, injectors, rocker arm cover, rocker arm shaft assembly and push rods.

NOTE: Covor all fuel lines Immediately after disconnecting to prevent damage by

Fig. 25—On MF 670 and MF 690 models, tighten the cylinder head stud nuts and retaining screws In the order shown. Loosen in reverse order to prevent warpage while removing.

16

MASSEY-FERGUSON

Fig. 26—On MF 698 modeis, tighten cyiinder head stud nuts and retaining screws using the sequence shown.

entrance of dirt or other foreign material In fuel system.

Disconnect upper radiator hose, water temperature gage sending unit wire and any interfering brackets. Loosen cylinder head stud nuts and retaining cap screws in reverse of order shown in Fig. 25.

The cylinder head may be resurfaced and up to 0.804 mm (0.012 inch) removed providing injector nozzle protrusion does not exceed 4.445 mm (0.175 inch).

Refer to paragraph 44 to determine whether valves must be reseated to provide proper recession (Fig. 27) after cylinder head is resurfaced.

Clean mating surface of block and head, then install gasket dry and tighten fasteners in sequence shown in Fig. 25 in three equal increments until a torque of 185.5 N-m (100 ft.-lbs.) is obtained.

Install rocker shaft, tightening nuts to 82.5 N-m (24 ft.-lbs.) torque. Bleed the fuel system as outlined in paragraph 97 and adjust valve clearance as outlined in paragraph 50. Valve clearance cold should be 0.80 mm (0.012 inch) for both inlet and exhaust. Remainder of assembly is reverse of removal procedure. Retorque cylinder head and adjust valve clearance aft^r engine has reached operating temperature. Valve clearance hot should be 0.25 mm (0.010 inch).

Modei MF 696 48. To remove cylinder head on MF 698 models, drain cooling system at radiator and cylinder block. Disconnect the battery. Remove grille, muffler and inlet hose to air cleaner cap. Disconnect electrical wires from horn and headlight contact switch and pull harness free from hood inner panel then remove hood. Disconnect the four flexible power steering hoses from steering control valve at fittings near cab. Disconnect power steering hoses to cylinder(s) at fittings in or near radiator support panel and detach tubing at power steering pump. Disconnect tachometer drive cable from engine, then unbolt and withdraw rear hood support with power steering tubing. Disconnect wiring from

water temperature sending unit and alternator. Remove fuel filter lines, fuel filter assembly, injector leak off lines, high pressure injector lines and fuel injectors.

NOTE: Cover all fuel lines Immediately after disconnecting to prevent damage by entrance of dirt or other foreign material In fuel system.

Remove intake manifold, exhaust manifold, fan belts, water pump hoses, heater hoses, valve cover, rocker arm assembly and push rods. Loosen all cylinder head cap screws and stud nuts in reverse of order shown in Fig. 26.

Remove retaining fasteners and lift cylinder head off.

Cylinder head may be resurfaced provided not more than 0.5 mm (0.020 inch) is removed; nozzle protrusion does not exceed 5.84 mm (0.280 inch); or cylinder head thickness is not reduced to less than 82.04 mm (8.230 inches). Refer to paragraph 44 to determine whether valves must be reseated to provide proper recession (Fig. 27) after cylinder head is resurfaced. If cylinder head is remachined, test for leaks at 206.8 kPa (80 psi) using warm water.

Clean mating surface of block and head, then install gasket dry and tighten fasteners in sequence shown in Fig. 26 in three equal increments until a torque of 149 N-m (110 ft.-lbs.) is obtained.

Tighten stud nuts securing rocker stands to cylinder head to 82.5 N-m (24 ft.-lbs.) torque. Bleed the fuel system as outlined in paragraph 97 and adjust

Fig. 27—Vaive heads must be recessed the amount specified In text Measure as shown using straight edge and feeler gage.

MODELS MF670-MF690-MF698

VALVES AND SEATS All Models 44. Intake and exhaust valves seat directly in cylinder head, however exhaust seat inserts are available for service installation. Valve face and seat angles are 45 degrees for all valves. Seat runout relative to valve guide bore should not exceed 0.05 mm (0.002 inch).

Specified valve seat width is 1.59-2.39 mm (0.063-0.094 inch) for intake; 2.39-2.79 mm (0.094-0.110 inch) for exhaust.

Depth of valve below cylinder head can be checked using a straightedge and feeler gage as shown in Fig. 27. On MF 670 and MF 690 models, desired clearance is 0.89-1.14 mm (0.035-0.045 inch) for intake and 1.07-1,32 mm (0.042-0.052 inch) for exhaust with a maximum allowable depth of 1,55 mm (0.061 inch) for intake and 1.40 mm (0.055 inch) for exhaust. On MF 698 models, desired clearance is 1.48-1.80 mm (0.057-0.071 inch) for intake and 1.32-1.65 mm (0,52-0.065 inch) for exhaust with a maximum allowable depth of 3,56 mm (0.140 inch) for both intake and exhaust valves. On all models, valves and/or exhaust seat inserts should be installed or renewed when specifications are exceeded.

When exhaust sf at insert installation is required, refer to Fig. 28 on MF 670 and MF 690 models and to Fig. 29 on MF 698 models for a dimensional view of seat insert bore and tool necessary for proper insert installation. On all models, valve seats should be fiared 30 degrees to outer edge of insert, then reseated 45 degrees to correct valve head depth.

Preferred valve recess (Fig. 27) is close to minimum of 1,07 mm (0.042 inch) on MF 670 and MF 690 models and 1.32 mm (0.052 inch) on MF 698 models to allow for future valve and seat refacing.

VALVE GUIDES

1 .67C

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0.063" X 45* 1 75"

o,

1

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1

.68(5" RECESS FOR INSERT

1 .249"

1

T 1

V

RAD

valve clearance as outlined in paragraph 50 after head is installed. Valve clearance cold should be 0.30 mm (0.012 inch) for both inlet and exhaust. Remainder of assembly is reverse of removal procedure. Re torque cylinder head and adjust valve clearance after engine has reached operating temperature. Valve clearance hot should be 0.25 mm (0.010 inch),

Paragraphs 44-47

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CM

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1-4

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CO CO

0 . 063" X 45"

1

CHAl^FER 0 . 0 1 5 " @ 45- MAX

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INSERTING TOOL Fig, 28—Dimensional drawing of recess In cylinder head for valve seat insert and for the Insert Installing tool required on MF $70 and MF 690 models. All dimensions are in inches. Seats are not mstalled in production and machining must be carefully done to provide very tight fit for service insert.

Tooi should be case hardened and ground.

for both the intake and exhaust valves, with a desired stem to bore clearance of 0.019-0.070 mm (0.00075-0.00275 inch) for intake valves and 0.037-0.083 mm (0.00145-0.00325 inch) for exhaust valves. Valves with 0.08, 0.38 and 0.76 mm (0.003, 0.015 and 0.030 inch) oversize stems are available.

Inside diameter of new guide is 9.52-9.55 mm (0.375-0.376 inch) and specified stem to bore clearance is 0,038-0.089 mm (0.0015-0.0035 inch) for intake valves or 0,050-0.10 mm (0.002-0,004 inch) for exhaust valves.

Replacement guides are presized and do not require reaming after installation.

Model MF 698

VALVE SPRINGS

46. Intake and exhaust valve guides are interchangeable. Guides contain a shouldered stop which acts as a seat for inner and outer valve springs and properly positions guide in cylinder head.

All Models 47. Springs, retainers and locks are interchangeable for intake and exhaust valves. Inner and outer springs are

1.852 1.842 I 431 1.410

1/16" x 45'*

T

RECESS FOR INSERT. 1.874" CHAMFER .015" @ 45° MAX 1/16"

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RAD.

I/I6- K 45°

Models MF670-MF690 • DIA.

45. Intake and exhaust valve guides are not renewable, and valves with oversize stems are provided for service.

Standard guide bore diameter is 9,506-9.531 mm (0.37425-0.37525 inch)

INSERTING TOOL Fig. 29—Dimensional drawing of recess In cylinder head for valve seat insert and for the insert installing tool required on MF 698 models. Alt dimensions are in Inches, Refer to Fig. 28 for additional Information.

17

MASSEY-FERGUSON

Paragraphs 48-50 equipped with close coils at one end, which would be installed next to valve guide.

Renew springs if they are distorted, heat discolored, or fail to meet test specifications which follow. Renew other parts if they show wear or damage.

Models MF 670-MF 690 INNER SPRING Test length (closed)

89.7 mm (1.5625 in.)

Tension test 64.05-72.94 N (14.4-16.4 lbs.)

Test length (dpen) 28.9 mm (1.14 in.)

Tension test 141.58-156.44 N (81.83-85.17 lbs.)

OUTER SPRING Test length (closed) 45.21 mm (1.78 in.)

Tension test 169.0-186.8 N (88-42 lbs.)

Test length (open) 34.49 mm (1.858 in.)

Tension test 804.69-836.71 N (68.5-75.7 lbs.)

Model MF 698 INNER SPRING Test length (dosed)

39.7 mm (1.5625 in.)

Tension test 65.07-74.28 N (14.68-16.70 lbs.)

Test length (open) 28.9 mm (1.14 in.)

Tension test 141.58-161.02 N (81.83-36.20 lbs.)

OUTER SPRING Test length (closed)......45.21 mm (1.78 in.)

Tension test 169.0-191.3 N (38-48 lbs.)

Test length (open) 84.49 mm (1.358 in.)

Tension test 804.69-842.94 N (68.5-77.1 lbs.)

CAM FOLLOWERS

Ail Modeis 48. The mushroom type cam followers (tappets) operate directly in

machined bores in engine block and can only be removed after removing the camshaft as outlined in paragraph 67 or 68. The 18.99-19.01 mm (0.7475-0.7485 inch) diameter cam followers are furnished in standard size only and should have a diametral clearance of 0.038-0.096 mm (0.0015-0.0088 inch) on MF 670 and MF 690 models and 0.025-0.084 mm (0.0010-0.0088 inch) on MF 698 models in block bores. Adjust tappet gap as outlined in paragraph 50.

ROCKER ARMS Aii Modeis 49. The rocker arms and shaft assembly can be removed after removing rocker arm cover. On MF 670 and MF 690 models, rocker arms are right hand and left hand units and should be installed on shaft as shown in Fig. 80.

On MF 698 models, rocker arms are interchangeable. On all models, the cast iron rocker arms are equipped with renewable bushings. Inside diameter of fitted bushing should be 19.06-19.10 mm (0.7505-0.7520 inch) with a 0.08-0.09 mm (0.0010-0.0035 inch) diametral clearance to shaft. Renew shaft and/or rocker arm bushings if clearance is excessive. When assembling rocker arm shaft, oil feed holes in shaft must be installed toward valve stem side. Tighten rocker arm support stud nuts to a torque of 82.5 N-m (24 ft.-lbs.) and adjust tappet gap as outlined in paragraph 50.

18

FROHT

*-

Fig. 32—With TDC timing marks aiigned and number 4 piston on compression stroke, adjust the indicated vaives to 0.30 mm (0.012 inch) cold.

VALVE CLEARANCE Ali Modeis 50. The recommended valve clearance with engine cold is 0.80 mm (0.012 inch) for both intake and exhaust valves. Static setting of all valves can be made from just two crankshaft positions by using the following procedure and referring to Fig. 31 and Fig. 82.

On MF 670 and MF 690 models, remove plug from left side of cylinder block and turn crankshaft until TDC

FROKT Fig. 30—View of rocker arms used om MF 670 and MF 690 modeis showing correct assembiy of left and right hand units.

timing mark (Fig. 88) on flywheel is aligned with timing pointer. On MF 698 models, turn crankshaft until TDC timing mark (Fig. 84) on crankshaft pulley is aligned with timing pointer. On all models, remove rocker arm cover and check rocker arms for front and rear cylinders. If rear rocker arms are tight and front rocker arms have clearance.

No. 1 piston is on compression stroke; adjust the four tappets shown in Fig. 81.

If front rocker arms are tight and rear rocker arms have clearance. No. 4 piston is on compression stroke; adjust the four tappets shown in Fig. 32. After adjusting the indicated tappets, turn crankshaft one complete revolution until TDC tim-

F/g. 31—With TDC timing marks aiigned and number 1 piston on compression stroke, adjust the indicated valves to 0.30 mm (0.012 inch) coid.

Fig. 33—View of fiywheei timing mark used on MF 670 and MF 690 modeis aligned with poinfr indicating number one cyiinder is at TDC. Number 4 cyiinder is aiso at TDC at this time.

Fig. 34— View showing the timing indicator used on MF 698 modeis aiigned with TDC timing mark on crankshaft puiiey. First mark on pulley is injection pump static timing (20 degree BTDC) mark.

MODELS MF670-MF690-MF698 ing mark is again aligned and adjust remaining tappets.

Recommended valve clearance with engine at operating temperature is 0.25 mm (0.010 inch). Clearance may be adjusted by following the procedure recommended for initial adjustment.

with sealing lip to rear and front edge of seal recessed approximately 9.88-9.90 mm (0.389-0.390 inch) on MF 670 and MF 690 models or 9.14-9.40 mm (0.360-0.370 inch) on MF 698 models, into seal bore when measured from front of cover.

Timing gear cover is not doweled; use Special Tool MFN-747B or the VALVE TIMING crankshaft pulley as a pilot to properly align the oil seal, when reinstalling All Models cover. On MF 670 and MF 690 models, 51. To check valve timing, first aluminum sealing washers must be inremove rocker arm cover. Rotate crank- stalled on the four lower timing gear shaft clockwise until No. 4 cylinder in- cover cap screws. On all models, tighten take and exhaust valves are rocking (in- timing gear cover retaining screws to take just opening and exhaust just clos- 16.3-20.3 N-m (12-15 ft.-lbs.) torque and ing). With No. 4 cylinder valves rocking, crankshaft pulley retaining cap screw to No. 1 cylinder intake and exhaust valves 406.7 N-m (300 ft.-lbs.) torque. Install will be in the TDC compression stroke tachometer drive unit, then complete position. Adjust intake valve gap on No. the assembly by reversing disassembly 1 cylinder to 0.53 mm (0.021 inch) on MF procedure.

670 and MF 690 models and 0.50 mm (0.020 inch) on MF 698 models. On all TIMING GEARS models, rotate crankshaft clockwise while carefully observing No. 1 cylinder Models MF670-MF690 intake valve clearance and stop crankshaft rotation the instant 53. Fig. 36 shows a view of timing clearance is removed. gear train with cover removed. Engine TDC mark on flywheel and pointer on is properly timed when number one MF 670 and MF 690 models and TDC piston is at TDC on compression stroke mark on crankshaft pulley and pointer and timing marks are aligned as shown. on MF 698 models should be aligned NOTE: Because of the odd number of within plus or minus 2V2 degrees. If teeth on idler gear, all timing marks will marks are not within specifications, timing gears are at least one tooth out of time. Refer to paragraph 53 or 59 for information on timing gears.

Paragraphs 51-54 align only once in 18 crankshaft revolutions.

Timing gear backlash should be 0.076-0.152 mm (0.003-0.006 inch) between idler gear and any of its mating gears; or 0.152-0.228 mm (0.006-0.009 inch) between oil pump idler gear (not shown) and either of its mating gears.

Minimum backlash between all gears is 0.076 mm (0.003 inch).

Check backlash by pushing rearward on gears being measured to prevent false readings because of shaft end play.

If backlash is not within limits, renew gears, idler shafts, bushings or other items concerned. Before attempting to remove any gears, first remove rocker arm cover and rocker arms as outlined in paragraph 49 to avoid possible piston or valve train damage if camshaft and crankshaft should be turned independently of the other. Refer to the appropriate following paragraph to service timing gears.

54, IDLER GEAR AND HUB. Timing idler gear (Fig, 36) should have a diametral clearance of 0.06-0.12 mm (0.0023-0.0047 inch) and an end play of 0.10-0.20 mm (0.004-0.008 inch) on idler gear hub. Hub is a light press fit in block front face, and can be loosened with a soft hammer if renewal is indicated. The two flanged bushings in gear are INJECTION PUMP DRIVE GEAR

TIMING GEAR COVER All Models 52. To remove timing gear cover, first separate front end from engine as outlined in paragraph 40. Remove fan belt, fan blades, crankshaft pulley, tachometer drive unit and on MF 698 models, the power steering pump. On all models, unbolt and remove timing gear cover.

Crankshaft front oil seal can be renewed at this time. Install new seal in cover

Fig, 36â&#x20AC;&#x201D; View of timing gears instaiied and marks aiigned for MF 670 and MF 690 models.

Fig. 35â&#x20AC;&#x201D;On MF 698 models, mark on crankshaft and pulley must be aiigned as shown in order for marks (Fig. 34) to be correct

19

Paragraphs 55-60 renewable. Bushings must be reamed after installation to an inside diameter of 50.79-50.82 mm (1.9998-2.0007 inches).

When installing gear assembly, position oil hole in hub over oil hole in cylinder block and tighten cap screws to 82.5 N-m (24 ft.-lbs.) torque. Refer to paragraph 58 to time the gears and to paragraph 53 for backlash specifications.

55. CAMSHAFT GEAR. The camshaft gear (Fig. 86) is pressed and keyed to shaft and retained by a special cap screw, tab washer and retaining plate.

Use the retaining plate and cap screw to draw gear into position when reinstalling, tighten cap screw to 67.8 N*m (50 ft.-lbs.) torque and lock in place by bending tab washer. Refer to paragraph 58 to time the gears and to paragraph 58 for backlash specifications.

56. INJECTION PUMP DRIVE GEAR. The injection pump drive gear (Fig. 36) is retained to pump adapter by three cap screws. When installing the gear, align dowel pin with slot (Fig. 37) in adapter hub, then install retaining cap screws. Injection pump drive gear and adapter are supported by injection pump rotor bearings. Refer to paragraph 58 to time the gears and to paragraph 53 for backlash specifications.

57. CRANKSHAFT GEAR. The crankshaft gear (Fig. 36) is keyed to the crankshaft and is a transition fit, 0.025 mm (0.001 inch) tight to 0.025 mm (0.001 inch) loose, on shaft. Gear can be withdrawn using a suitable puller after removing engine idler gear as outlined in paragraph 54. After installing crankshaft gear, retime engine as outlined in paragraph 58 and check backlash as outlined in paragraph 53.

58. TIMING THE GEARS. To install and time the gears, first install cam-

Fig. 37~On MF 670 and MF 690 models, correct installation of injection pump drive gear is simpilfied by the dowei pin which fits in machined slot in pump drive shaft

20

MASSEY-FERGUSON

Fig. 38â&#x20AC;&#x201D;Front view of engine used on MF 698 models with timing gear cover and oil pan removed, showing timing marks aiigned. Because of the odd number of teeth in idler gears, ail marks wiii not align with each camshaft revoiution. The fact that marks are not aiigned does not necessariiy indicate incorrect engine timing.

shaft, injection pump and crankshaft gears as outlined in paragraphs 55, 56 and 57, with timing marks to front. Turn shafts until timing marks (Fig. 86) point toward idler gear hub, then install idler gear with all marks aligned as shown.

Secure idler gear as outlined in paragraph 54.

Model MF 698 59. Fig. 88 shows timing gear train with cover removed. Before attempting to remove any of the gears, first remove rocker arm cover and rocker arm shaft assembly to avoid the possibility of damage to pistons or valve train if camshaft or crankshaft should either one be turned independently of the other. Timing gear backlash should be 0.076-0.152 mm (0.003-0.006 inch) between idler gear and any of its mating gears; or 0.152-0.228 mm (0.006-0.009 inch) between oil pump idler gear and either of its mating gears. Minimum backlash between all gears is 0.076 mm (0.003 inch).

Check backlash by pushing rearward on gears being measured to prevent false readings because of shaft end play. If backlash is not within limits renew gears, idler shafts, bushings or other items concerned.

Because of the odd number of teeth on idler gear, all timing marks will not align with each revolution of the camshaft.

Failure of marks to align does not necessarily indicate engine is mistimed.

To remove timing gears or time the

engine, refer to appropriate following paragraphs.

60. IDLER GEAR AND HUB. The timing idler gear (Fig. 88) should have a diametral clearance 0.08-0.07 mm (0.0012-0.0028 inch) on the 50.75-50.77 mm (1.9981-1.9988 inches) diameter hub. Suggested end play is 0.076-0.178 mm (0.003-0.007 inch). Hub (Fig. 39) is a light press fit in front face of engine block and cam be loosened with a soft hammer if renewal is indicated. Due to uneven spacing of hub studs, hub can be installed in only one position. The semifinished idler gear bushing should be pressed in place and reamed to an inside diameter of 50.80-50.82 mm (2.000-2.0019 inches) after installation.

Fig. 99â&#x20AC;&#x201D;idler gear hub Is a light press fit in recess in engine block.

MODELS MF670-MF690-MF698

Paragraphs 61-67

ing cap screws. Injection pump drive gear and adapter are supported by injection pump rotor bearings. Tighten retaining cap screws to 28.5 N*m (21 ft.-lbs.) torque. Refer to paragraph 64 to time the gears and to paragraph 59 for backlash specifications.

Fig. 40-—Spray tube (arrow) is ported to engine oil gallery, and hole in tube provides oil for timing gear iubrication.

Timing gears are pressure lubricated through idler gear hub and spray tube (Fig. 40) which directs a continuous stream of oil against tooth face of rotating idler gear. Be sure spray hole is open and clean and that end of tube is properly inserted in positioning hole in timing gear housing. Tighten retaining stud nuts to 32.5 N • m (24 ft.-lbs.) torque after aligning timing marks as outlined in paragraph 64. Refer to paragraph 59 for backlash specifications.

61. CAMSHAFT GEAR. The camshaft gear (Figs. 38 and 41) is pressed and keyed to shaft and retained by a special cap screw, tab washer and retaining plate. Use a suitable puller to remove the gear. Use the retaining plate and cap screw to draw gear into position, when reinstalling. Tighten cap screw to a torque of 61 N*m (45 ft.-lbs.) and lock in place by bending tab washer.

Refer to paragraph 64 to time the gears and to paragraph 59 for backlash specifications.

63. CRANKSHAFT GEAR. The crankshaft timing gear is a transition fit, 0.025 mm (0.001 inch) tight to 0.025 mm (0.001 inch) loose, on shaft. Crankshaft gear may be renewed without removing oil pan and normally can be withdrawn from shaft usmg two smaii pry bars to move gear forward.

When reassembling, make certain timing mark on balancer idler gear is aligned with timing marks on crankshaft gear as shown in Fig. 38, then time main gears as outlined in paragraph 64. Refer to paragraph 59 for backlash specifications. Install oil slinger between crankshaft gear and front cover as shown in Fig. 41.

64. TIMING THE GEARS. To install and time the gears, first install crankshaft, camshaft and injection pump drive gears as outlined in the preceding paragraphs with timing marks to the front. Turn shafts until timing marks are pointing toward idler gear hub, then install idler gear so that all timing marks are aligned as shown in Fig. 38. Refer to paragraph 60 for installation and securing of idler gear.

TIMING GEAR HOUSING Models MF 670-MF 690 65. To remove the timing gear housing, first remove timing gear cover as outlined in paragraph 52. Remove tim-

62. INJECTION PUMP DRIVE GEAR. The injection pump drive gear (Fig. 42) is retained to pump adapter by three cap screws. When installing the gear, align dowel pin (D) in gear with slot in adapter hub, then install retain-

Fig. 41—Camshaft gear is pressed and keyed to shaft, and retained by cap screw which has a siot for driving the tachometer.

Fig. 42—Align dowei pin and siot (D) when instailing injection pump gear.

ing gears as outlined in paragraphs 54 through 57, power steering pump as in paragraph 27 and injection pump as in paragraph 107. If oil pan has not been removed, take out the four front oil pan cap screws. Remove cap screws securing timing gear housing to block front face and lift off housing as shown in Fig. 43.

Timing gear housing must be removed before camshaft can be withdrawn. Install by reversing removal procedure.

Oil pan must be installed and tightened before tightening cap screws securing timing gear housing to block front face.

Model MF 698 j

66. To remove the timing gear housing, first remove timing gear cover as outlined in paragraph 52. Remove timing gears as outlined in paragraphs 60 through 63 and injection pump as in paragraph 107. If oil pan has not been removed, take out the front five oil pan cap screws. Remove cap screws securing timing gear housing to block front face and lift off housing.

Install by reversing removal procedure. Oil pan mast be installed and tightened before tightening cap screws securing timing gear housing to block front face.

CAMSHAFT

I

Models MF 670-MF 690 67. To remove the camshaft, first remove timing gear housing as outlined in paragraph 65. Secure cam followers (tappets) in their uppermost position, remove fuel lift pump, then withdraw camshaft and front thrust washer.

The camshaft runs in three bearings.

Front camshaft bearing is renewable and should not require machining when installed. The remaining two bearings are machined directly in cylinder block. Insert bearing, aligning oil passage hole as

Fig. 43—On MF 670 and MF 690 models, timing gear housing must be removed as shown before camshaft can be withdrawn.

21

1

MASSEY-FERGUSON

Paragraphs 68-71 shown in Fig. 44, until flush with front face of bearing bore. Camshaft bearing journals have a recommended diametral clearance of 0.06-0.11 mm (0.00250.0045 inch) for front journal; 0.06-0.14 mm (0.0025-0.0058 inch) for center and rear journals. Camshaft journal diameters are as follows: Front 50.71-50.74 mm (1.9965-1.9975 in.)

Center 50.46-50.48 mm (1.9865-1.9875 in.)

Rear 49.95-49.97 mm (1.9665-1.9675 in.)

Cam lift for both intake and exhaust is 7.62-7.70 mm (5.300-0.803 inch). End play on camshaft should be 0.10-0.41 mm (0.004-0.016 inch) and is controlled by camshaft thrust washer. Renew thrust washer and/or camshaft if end play is excessive. If camshaft renewal is required, new cam followers must also be installed to prevent premature cam lobe wear. The remainder of reassembly is the reverse of disassembly.

Model MF 696 68. To remove the camshaft, first remove timing gear cover as outlined in paragraph 52. Remove fuel lift pump, rocker arm cover, rocker arm assembly and push rods. Remove timing idler gear as outlined in paragraph 60. Secure cam followers (tappets) in their uppermost position. Then, working through holes provided in camshaft gear, remove thrust plate retaining cap screws as shown in Fig. 45. Camshaft, gear and thrust plate can now be withdrawn as a unit.

The camshaft runs in three bearings.

The front bearing bore contains a bushing which is not available as a service item, while the two rear journals run directly in engine block. Recommended diametral clearance is 0.051-0.127 mm (0.002-0.005 inch for the front and center journals or 0.102-0.178 mm (0.004-0.007 inch) for rear journal.

Fig, 44—Front face of engine biock used on MF 670 and MF 690 modeis with camshaft removed, showing front camshaft bushing and thrust washer iocating dowei. The other two camshaft bores are not bushed.

22

End play of 0.178-0.40 mm (0.007-0.016 inch) is controlled by the camshaft thrust plate (Fig. 46) which rides on a machined shoulder of front bearing journal and is retained to front face of block by two cap screws. Thrust plate clearance (camshaft end play) can be measured with a feeler gage when assembly is removed. If measured clearance exceeds 0.406 mm (0.016 inch), renew thrust plate.

NOTE: When measuring clearance with feeler gage, be sure a shoulder worn into thrust plate does not give a false reading.

Camshaft journal diameters are as follows: Front 52.24-52.26 mm (2.0565-2.0575 in.)

Center 49.94-49.96 mm (1.966-1.967 in.)

Rear 48.39-48.41 mm (1.905-1.906 in.)

RODANDPiSTON UNITS Modeis MF 670-MF 690 69. Connecting rod and piston units are removed from above after removing cylinder head as outlined in paragraph 42 and oil pump/balancer assembly as outlined in paragraph 79. Cylinder numbers are stamped on connecting rod and cap. Connecting rod bearings are available in undersizes of 0.25, 0.50 and 0.76 mm (0.010, 0.020 and 0.030 inch) as well as standard size. When reinstalling, make sure correlation numbers are in register and face away from camshaft side of engine.

Two types of connecting rod cap nuts have been used requiring different tightening torque specifications. The type of nut used can be identified by its color.

Fig. 45—On MF 698 models, cap screws retaining camshaft thrust piate are accessibie through hoies provided in camshaft gear.

Silver colored nuts are cadmium plated and should be tightened to 102 N-m (75 ft.-lbs.) torque while black colored nuts are phosphated and should be tightened to 129 N-m (95 ft.-lbs.) torque. Always use the same type of rod cap nut on any one connecting rod.

Modei MF696 70. Connecting rod and piston units are removed from above after removing cylinder head as outlined in paragraph 48, engine balancer as outlined in paragraph 82 and rod bearing caps.

Cylinder numbers are stamped on the connecting rod and cap. Connecting rod bearings are available in undersizes of 0.25, 0.50 and 0.76 mm (0.010, 0.020 and 0.080 inch) as well as standard size.

When reinstalling, make sure correlation numbers are in register and face toward camshaft side of engine. When installing connecting rod caps, use new rod locks and tighten cap screws to 142 N-m (105 ft.-lbs.) torque.

PISTONS, RiNGS AND SLEEVES Modei MF 670 71. The aluminum alloy, cam ground pistons are supplied in standard size only. The toroidal combustion chamber is offset in piston crown. Piston crown is marked with a "F" or "FRONT" (A - Fig. 47) and the cylinder number (B) for proper assembly. New pistons should be stamped with corresponding cylinder number.

Maximum piston skirt diameter measured at right angles to piston pin and just above bottom ring groove should be 98.80-98.33 mm (8.8708-8.8711 inches). Piston pin bore diameter should be 34.92-84.98 mm (1.37485-1.87505 inches). New pistons have a diametral clearance in production sleeves of 0.150-0.185 mm (0.00590.0078 inch) and a diametral clearance in service sleeves of 0.175-0.221 mm

Fig. 46— View of camshaft thrust piate with gear (Fig. 45) removed.

MODELS MF670-MF690-MF698 (0.0069-0.0087 inch) when measured between piston skirt and sleeve at 90 degrees to piston pin. Crown of installed piston may require machining to provide a piston height of 0.08-0.25 mm (0.003-0.010 inch) above top face of cylinder block (D-Fig. 48).

NOTE: Piston height Is measured from top face of cylinder block and not from cylinder sleeve.

Each piston is fitted with three compression rings and two oil control rings with one of the oil control rings located below piston pin. Top parallel faced chrome compression ring may be installed either side up in groove. Second and third compression rings are internally stepped and installed with stepped side toward top of piston. Upper and lower oil control rings are cast iron and can be installed either side up. Each piston ring end gap should be located around piston 180 degrees from the previous piston ring end gap. Ring end gaps as measured in a 98.48-98.50 mm (3.877-3.878 inch) cylinder bore, should be 0.41-0.86 mm (0.016-0.034 inch) for top compression ring and 0.30-0.76 mm (0.012-0.030 inch) for all remaining

piston rings. Piston ring side clearances are as follows: Top, second and third piston rings . 0.05-0.10 mm (0.0019-0.0039 in.)

Fourth and fifth piston rings 0.06-0.11 mm (0.0025-0.0045 in.)

The production cylinder sleeves are 0.05-0.10 mm (0.002-0.004 inch) press fit in cylinder block bores. Service sleeves are a transition fit, 0.025 mm (0.001 inch) tight to 0.025 mm (0.001 inch) loose, in block bores and should not require machining after installation.

Cylinder block bore diameter for cylinder sleeve should be 103.16-103.19 mm (4.0615-4.0625 inches.

Use a heavy duty sleeve puller and installer to renew sleeves. After removal of sleeve, clean cylinder bore, giving particular attention to counterbore.

Carefully examine sleeve contact area in cylinder block and remove any burrs, rust spots or other foreign materials.

Thoroughly clean new service sleeves in a suitable solvent and air dry. Use a

Paragraph 72 spray can to lubricate cylinder block bore and outside of sleeve, then press sleeve fully into place. When correctly installed, sleeve should protrude 0.71-0,89 mm (0.028-0.035 inch) above cylinder block face.

Once sleeves are installed and reach ambient temperature of cylinder block, check bores for distortion. New service sleeves should have an installed bore diameter of 98.50-98.52 mm (3.878-3.879 inches).

Model MF 690 72. The aluminum alloy, cam ground pistons are supplied in standard size only. The toroidal combustion chamber is offset in piston crown. Piston crown is marked with a "F" or "FRONT" (A - Fig. 47) and the cylinder number (B) for proper assembly. New pistons shoidd be stamped with corresponding cylinder number.

Maximum piston skirt diameter measured at right angles to piston pin and centered with piston pin bore should be 101.00-101.02 mm (3.9764-3.9771 inches). Piston pin bore diameter should be 34.92-34.93 mm (1.37485-1.37505 inches). New pistons have a diametral clearance in production sleeves of 0.033-0.079 mm (0.0013-0.0031 inch) and a diametral clearance in service sleeves of 0.074-0,117 mm (0.00290.0046 inch) when measured between piston skirt and sleeve at 90 degrees to piston pin. Crown of installed piston may require machining to provide a piston height of 0.08-0.25 mm (0,003-0.010 inch) above top face of cylinder block (D-Fig, 48).

NOTE: Piston height Is measured from top face of cylinder block and not from cylinder sleeve.

Fig. 47â&#x20AC;&#x201D; View of piston and connecting rod used on MF 670 and MF 690 modeis correctiy assembied with " F " or "Front" mark (A), cylinder number (B) and rod correlation numbers (C). On MF $98 models, correlation numbers (C) on connecting rod are on opposite side (toward camshaft).

Fig, 48â&#x20AC;&#x201D;With piston at TDC, crown (1) shouid be above biock deck (2) the distance (D) as specified in text, except on Modei MF 698 which may be 0.076 mm (0,003 inch) beiow to 0.254 mm (0,010 inch) above block.

Each piston is fitted with two compression rings and one oil control ring.

Top barrel-faced chome compression ring is internally stepped and installed with stepped side toward top of piston.

Second taper-faced compression ring is internally stepped and installed with stepped side toward top of piston. The oil control ring is spring loaded and can be installed either side up. Position oil ring spring in ring groove and be sure latch pin enters both ends of spring, then install chrome oil control ring over spring with gap of ring opposite latch pin of spring. Stagger ring end gaps 180 degrees around piston. Ring end gaps as measured in a 101.05-101.07 mm (3.9785-3.9795 inch) cylinder bore, should be 0,41-0.66 mm (0.016-0.026 inch) for top compression ring and 0.40-0,65 mm (0.015-0,025 inch) for remaining piston rings. Piston ring side clearances are as follows:

23

MASSEY-FERGUSON

Paragraphs 73-75 Each piston is fitted with two compression rings and one oil control ring.

Top barrel-faced chrome compression ring should be installed with manufacturer's mark toward top of piston. Second parallel-face compression ring is externally stepped and installed with stepped side toward bottom of piston.

The cast iron oil control ring is equipped with an integral spring expander and may be installed either side up. Stagger ring end gaps 180 degrees around piston. Ring end gaps as measured in a 114.86-114.89 mm (4.5025-4.5035 inch) cylinder bore, should be 0.58-0.94 mm <0.021-0.037 inch) for top compression ring, 0.48-0.84 mm (0.017-0.088 inch) for second compression ring and 0.58-0.94 mm (0.021-0.087 inch) for oil control ring. Piston ring side clearances are as follows: Top piston ring 0.064-0.114 mm (0.0025-0.0045 in.)

Second piston ring 0.088-0.089 mm (0.0015-0.0035 in.)

Third piston ring 0.064-0.114 mm (0.0025-0.0045 in.)

Cylinder sleeves should be renewed if scored, or if wear exceeds 114.54 mm (4.5095 inches) on the original 114.36-114.89 mm (4.5025-4.5085 inch) diameter bore or if bore is more than 0.063 mm (0.0025 inch) out-of-round.

The production cylinder sleeves are 0.025-0.076 mm (0.001-0.008 inch) press fit in cylinder block bores. Service sleeves are a transition fit, 0.025 mm Model MF 696 (0.001 inch) tight to 0.025 mm (0.001 inch) loose, in block bores and should not 78. The aluminum alloy, cam ground require machining after installation. pistons are supplied in standard size on- Cylinder block bore diameter for ly. The toroidal combustion chamber is cylinder sleeve should be 117.88-117.91 offset in piston crown. Piston crown is mm (4.641-4.642 inches). marked with a "F" or "FRONT" (A - Fig. Use a heavy duty sleeve puller and in47) and cylinder number (B) for proper staller to renew sleeves. After sleeve assembly. New pistons should be removal, clean cylinder bore, giving parstamped with corresponding cylinder ticular attention to counterbore. number.

Carefully examine sleeve contact area in Maximum piston skirt diameter cylinder block and remove any burrs, measured at right angles to piston pin rust spots or other foreign materials. and 28.24 mm (1.12 inches) from bottom Thoroughly clean new service sleeves in of skirt should be 114.17-114.20 mm a suitable solvent and air dry. Use a (4.495-4.496 inches). Piston pin bore spray can to lubricate cylinder block diameter should be 86.51-36.52 mm bore and outside of sleeve, then press (1.4876-1.4879 inches). New pistons sleeve fully into place. When correctly have a diametral clearance in production installed, sleeve should protrude sleeves of 0.165-0.216 mm (0.0065- 0.05-0.15 mm (0.002-0.006 inch) above 0.0085 inch) and a diametral clearance in cylinder block face. Once sleeves are inservice sleeves of 0.190-0.241 mm stalled and reach ambient temperature (0.0075-0.0095 inch) when measured be- of cylinder block, check bores for distortween piston skirt and sleeve at 90 tion. New service sleeves should have an degrees to piston pin. Crown of installed installed bore diameter of 114.39-114.41 piston may require machining to provide mm (4.5035-4.5045 inches). a piston height of 0.076 mm (0.008 inch) below to 0.254 mm (0.010 inch) above PiSTON PiNS top face of cylinder block (D-Fig. 48).

Top piston

ring

0.09-0.14 mm (0.0035-0.0054 in.)

Second piston ring 0.07-0.11 mm (0.0028-0.0045 in.)

Third piston ring 0.05-0.11 mm (0.002-0.0045 in.)

The production cylinder sleeves are 0.03-q.08 mm (0.001-0.008 inch) press fit in cylinder block bores. Service sleeves are a transition fit, 0.025 mm (0.001 inch) tight to 0.025 mm (0.001 inch) loose, in block bores and should not require machining after installation.

Cylinder block bore diameter for cylinder sleeve should be 104.20-104.28 mm (4.1025-4.10^5 inches).

Use a heavy duty sleeve puller and installer to renew sleeves. After sleeve removal, clean cylinder bore, giving particular attention to counterbore.

Carefully examine sleeve contact area in cylinder block and remove any burrs, rust spots or other foreign materials.

Thoroughly clean new service sleeves in a suitable solvent and air dry. Use a spray can to lubricate cylinder block bore and outside of sleeve, then press sleeve fully into place. When correctly installed, sleeve should protrude 0.71-0.89 mm (0.028-0.085 inch) above cylinder block face. Once sleeves are installed and reach ambient temperature of cylinder block, check bores for distortion. New service sleeves should have an installed bore diameter of 101.09-101.12 mm (8.980-8.981 inches).

NOTE: Piston height is measured from top face of cyiinder bioci( and not from cyiinder sieeve.

24

Aii Modeis 74. The full floating piston pins are retained in piston bosses by snap rings.

Piston pins are available in standard size only and the renewable connecting rod bushing must be final sized to provide correct diametral clearance. Be sure the pre-drilled oil hole in bushing is alignedwith hole in connecting rod when installing new bushings. The piston pin should have 0.005 mm (0.0002 inch) interference to 0.01 mm (0.0004 inch) clearance in piston which should be a hand press fit in piston after piston is heated to 38-50°C. (100-120° F.) in oil or water. Specifications for pins and bushings are as follows: Models MF 670-MF 690 Piston Pin Diameter . .34.92-34.98mm (1.3748-1.8750 in.)

Pin Clearance In Bushing 0.02-0.04 mm (0.00075-0.00170 in.)

Model MF 698 Piston Pin Diameter . 36.51-86.52 mm (1.4875-1.4878 in.)

Pin Clearance In Bushing 0.01-0.04 mm) (0.0004-0.00170 in.)

CONNECTiNG RODS AND BEARiNGS Aii Modeis 75. Connecting rod bearings are precision type, renewable from below after removing oil pan, oil pump/ balancer unit and rod bearing caps.

When renewing bearing shells, be sure that the projection engages milled slot in rod and cap and that correlation marks are in register and face away from camshaft side of engine on MF 670 and MF 690 models, and toward camshaft side of engine on MF 698 models. On all models, replacement rods should be marked with the cylinder number in which they are installed. Bearings are available in undersizes of 0.25, 0.50 and 0.76 mm (0.010, 0.020 and 0.080 inch) as well as standard. Crankshaft is "Tufftrided" and must be "re-Tufftrided" if journal is reground under size.

On MF 670 and MF 690 models, connecting rod bearings should have a diametral clearance of 0.04-0.08 mm (0.0015-0.0080 inch) on the 68.47-68.49 mm (2.4988-2.4996 inch) diameter crankpin. Recommended connecting rod side clearance is 0.216-0.868 (0.00850.0145 inch). Two types of connecting rod cap nuts have been used requiring different tightening torque specifications. The type of nut used can be identified by its color. Silver colored nuts are cadmium plated and should be tightened to 102 N-m (95 ft.-lbs.) torque while block colored nuts are phosphated and should be tightened to 129 N-m (95 ft.-lbs.) torque. Always use the same

MODELS MF670-MF690-MF698 type of rod cap nut on any one connecting rod.

On MF 698 models, connecting rod bearings should have a diametral clearance of 0,05-0.11 mm (0.002-0.0042 inch on the 69.81-69.82 mm (2.74832.7490 inch) diameter crankpin. Recommended connecting rod side clearance is 0.203-0,432 mm (0,008-0,017 inch).

Tighten connecting rod cap screws to a torque of 142 N-m (105 ft,-lbs.) when units are installed.

CRANKSHAFT AND BEARINGS Models MF 670-MF 690 76. The crankshaft is supported in five precision type main bearings and end play is controlled by thrust washer halves located adjacent to center main bearing. The first four main bearings and thrust washer halves can be renewed from below after removing the oil pan and oil pump/balancer unit. To remove rear main bearing cap, it is first necessary to remove engine, clutch, flywheel and rear oil pan bridge piece. If crankshaft removal is required, remove timing gear cover, rear oil seal housing and rod bearing caps. Main bearing caps are numbered front to rear and are also stamped with cylinder block identification number as shown in Fig. 49. Recommended main bearing diametral clearance is 0.06-0.12 mm (0.00230.0046 inch). Standard main journal diameter is 76.16-76.18 mm (2.9984-2.9992 inches) and standard crankpin journal diameter is 63.47-63.49 mm (2.4988-2.4996 inches). Bearing inserts are available in standard size and 0.25, 0.50 and 0.76 mm (0.010, 0.020 and 0.030 inch) undersizes. Crankshaft is "Tufftrided' and must be "re-Tufftrided" if journal is reground undersize.

Recommended crankshaft end play is

0.10-0.38 mm (0,004-0.015 inch). Thrust washer halves are available in 0.18 mm (0.007 inch) oversize as well as standard thickness. One set (top and bottom half) of oversize thrust washer halves may be installed on one side in combination with standard size set at other side to provide oversize adjustment of 0.18 mm (0.007 inch). Two sets of oversize thrust washers may be used to provide adjustment of 0.36 mm (0.014 inch). The cap half of thrust washer is prevented from turning by a tab which fits in machined notch in cap.

Tighten the main bearing cap screws to 244 N-m (180 ft.-lbs.) torque. Refer to paragraph 84 for installation of oil pan bridge piece and to paragraph 79 for installation of oil pump/balancer unit.

Retime engine as outlined in paragraph 58. The remainder of reassembly is the reverse of disassembly.

Model MF 698 77. The crankshaft is supported in five precision type main bearings and end play is controlled by thrust washer halves located adjacent to center main bearing. The first four main bearings and thrust washer halves can be renewed from below after removing the oil pan and oil pump/balancer unit. To remove rear main bearing cap, it is first necessary to remove engine, clutch, flywheel and rear oil pan bridge piece. If crankshaft removal is required, remove timing gear cover, rear oil seal .housing and rod bearing caps.

Front bearing cap contains mounting hub for balancer idler gear (Fig. 50). All main bearing caps are equipped with ring dowels around cap screws for positive cap location. Be sure ring dowels are in position when caps are reinstalled. Main bearing caps are numbered from front to rear, and cap

Paragraphs 76-77 and engine fiange are stamped with an identifying serial number. Cap and block serial numbers should be on camshaft side when caps are installed.

Upper and lower inserts are not interchangeable, the upper (block) half being slotted to provide pressure lubrication to crankshaft and connecting rods. Inserts are interchangeable in pairs for the 1st, 3rd and 5th main bearings; and for the 2nd and 4th. Recommended main bearing diametral clearance is 0.064-0.114 mm (0.0025-0.0045 inch). Standard main journal diameter is 76.16-76.17 mm (2.9985-2.9990 inches) and standard crankpin journal diameter is 69.81-69.82 mm (2.7483-2,7490 inches). Bearing inserts are available in standard size and 0.25, 0.50 and 0.76 mm (0,010,0.020 and 0.030 inch) undersizes. Crankshaft is "Tufftrided" and must be "re-Tufftrided" if journal is reground undersize.

Recommended crankshaft end play is 0.127-0.406 mm (0.005-0.016 inch).

Thrust washer halves are available in 0.18 mm (0.007 inch) oversize as well as standard thickness. One set (top and bottom half) of oversize thrust washer halves may be installed on one side in combination with standard size set at other side to provide oversize adjustment of 0.18 mm (0.007 inch). Two sets of oversize thrust washers may be used to provide adjustment of 0.36 mm (0.014 inch). The cap half of thrust washer is prevented from turning by a tab which fits in machined notch in main bearing cap. Be sure that steel back is positioned next to block and cap and the grooved, bearing surface is next to crankshaft thrust face.

Tighten the main bearing cap screws to 200 N • m (150 ft.-lbs.) torque. Refer to paragraph 84 for installation of oil pan bridge piece and to paragraph 82 for in-

MAIN CAP ' LOCATION NUMBERS

CYLINDER BLOCK IDENTIFICATION NUMBER Fig. 49—View of engine used on MF 670 and MF 690 models showing identification numbers and iocation numbers stamped on main bearing caps and cylinder block. Engine used on MF 698 modeis is similar.

Fig. 50—On MF 698 modeis, front main bearing cap contains mounting hub for baiancer idler gear as shown.

25

MASSEY-FERGUSON

Paragraphs 78-80 2

10 12

13

Fig. 51—View of oil pump and engine baiancer assembly used on MF 670 and MF 690 models.

1. Oil transfer plate 2. End cover 3. Frame 4. Weight cover plate 5. Drive balancer weight 6. Driven balancer weight 7. Nut 8. Drive transfer gear 9. Oil pump 10. Pump cover 11. Pump drive shaft 12. Thrust washer 13. Idler gear 14. Allen head cap screw

f^—5 Fig. 53—Balancer weights (B and 6) are correctly timed to oU pump drive shaft (11) when instaiied weights and drive shaft are in the position shown. Note that fiat sides of weights face up and are paraiiei with frame (3) mounting surface (S). Refer to text Timing can be recheckad as shown in Fig. 54.

stallation of oil pump/balancer unit.

Retime engine as outlined in paragraph 64. The remainder of reassembly is the reverse of disassembly.

torque and cover plate cap screws to 18.5 N-m (10 ft.-lbs.) torque. The remainder of reassembly is the reverse of disassembly.

ENGiNE BALANCER

80. OVERHAUL. Remove engine balancer as outlined in paragraph 79.

Remove balancer weight cover plate, (4-Fig. 51), then remove oil pump as outlined in paragraph 87. Remove oil transfer plate (1) retaining cap screws and separate oil transfer plate from end cover (2). Remove cap screws retaining end cover to frame (3), then remove end cover and withdraw balance weights (5 and 6).

Clean, inspect and renew any components that are damaged or worn excessively. End play of both balance weight shafts should be 0.127-0.229 mm (0.005-0.009 inch). Front bushings

Modeis MF 670 MF 690 78. OPERATION. The engine balancer is located under the crankshaft behind oil pump. The balancer weights and oil pump are mounted in the same frame and are removed as an assembly.

Refer to Fig. 51 for view of oil pump and balancer assembly. A drive transfer gear (8) attached to rear of oil pump drive shaft (11) drives balancer weights.

The balancer consists of two unbalanced shafts (5 and 6) which rotate in opposite directions at twice crankshaft speed. The inertia of the shaft weights is timed to cancel out natural engine vibration, thus producing a smoother running engine. The balancer is correctly timed when number 1 piston is at TDC and flat portion of balance weights are level with each other and toward crankshaft.

79. REMOVE AND REINSTALL. To remove the engine balancer, first remove oil pan as outlined in paragraph 86. Remove the six cap screws retaining oil pumpA>alancer frame, then withdraw assembly.

When installing balancer and oil pump assembly, remove balancer cover plate (4-Fig. 57) so position of weights may be observed. Make certain number 1 piston is at TDC and fiat portion of weights are level and toward crankshaft, then install frame assembly to cylinder block. Tighten frame retaining cap screws to 54.2 N-m (40 ft.-lbs.)

26

Fig. 52—Drawing of oii pump/baiancer frame showing position of front baiancer shaft bushings at (F) and rear bushings at (R). Refer to text for bushing depth specifications.

should be installed in frame 2.489-2.743 mm (0.098-0.108 inch) below surface of bushing bore as shown at (F-Fig. 52).

Rear bushings should be installed in end cover 2.748-8.251 mm (0.108-0.128 inch) below surface of bushing bore as shown at (R).

Reassemble engine balancer as follows: Install oil pump as outlined in paragraph 87.

Viewing oil pump/balancer frame from front, position pump drive gear (11-Fig. 53) as shown. Insert drive balancer weight (5) into frame with fiat portion paraJlel to frame mounting surface (S). Insert driven balancer weight (6) with flat portion level with flat portion on drive balancer weight (5). As an additional check, balancer weights are correctly timed to each other and to oil pump drive gear shaft if flat portions of weights are level with each other and away from frame mounting surface when pump drive gear is in the position

Fig. 54—Ensure correct baiancer weight to pump drive shaft timing by positioning drive shaft (11) as shown and observing position of weights (5 and 6). Note that fiat sides face down and are parallel with frame (3) mounting surface (S). Refer to Fig. 51 for an assembled view.

MODELS MF670-MF690-MF698

H

S

Paragraphs 81-83

Fig, 57—installed view of balancer used on MF 698 modeis showing oil pump and associated parts.

Fig, 55—0/7 gaiiery plugs (H-hexagon head) and (S-square head) must be installed in frame as outiined in text for proper oii fiow direction.

shown in F'ig. 54. Install end cover and tighten retaining cap screws to 54.2 N-m (40 ft.-lbs.) torque.

The oil gallery plugs and oil transfer plate control oil flow direction from oil pump to engine components. If oil gallery plugs were removed from oil pump/balancer frame, the short plug with hexagon head (H - Fig. 55) must be installed in the left (horizontal) oil passage while the long plug with square head (S) must be installed in the right (vertical) oil passage. The oil transfer plate must be installed with hexagon symbol (H-Fig. 56) and square symbol (S) toward corresponding head shape in oil gallery plugs. Tighten oil transfer plate retaining cap screws to 32.5 N-m (24 ft.-lbs.) torque. Reinstall engine balancer assembly as outlined in paragraph 79.

Model MF 698 81. OPERATION. The Lanchester type engine balancer consists of two unbalanced shafts which rotate in opposite directions at twice crankshaft speed.

The inertia of the shaft weights is timed to cancel out natural engine vibration.

The balancer is correctly timed when balance weights are at their lowest point when number 1 piston is at TDC. The balance unit is driven by the crankshaft timing gear train through an idler gear carried on front main bearing S

H

Fig. 56—Oii transfer pi ate must be instaiied with raised symbois (H-hexagon) and (S square) in the same relative positions as oii gaiiery plugs shown in Fig, 55.

cap. The engine oil pump is mounted at rear of balancer frame and driven by balancer shaft. See Fig. 57.

82. REMOVE AND REINSTALL. The engine balancer assembly can be removed after removing oil pan and mounting cap screws; and disconnecting oil delivery pipe at engine block. Refer to Fig. 57 for installed view (engine inverted).

When installing balancer with engine in tractor, engine timing marks cannot be seen. Because of the odd number of teeth in balancer idler gear, timing marks will align only occasionally and cannot be used as an installation guide.

To install the balancer without removing timing gear cover for complete alignment of timing marks, proceed as follows: Turn crankshaft until No. 1 and No. 4 pistons are at the top of their stroke and TDC timing mark on crankshaft pulley is aligned with timing pointer. Install balancer frame with balance weights hanging normally. If carefully installed, timing will be correct. If timing gear cover is removed, align all timing gear marks.

Tighten balancer retaining cap screws to a torque of 43.4-48.8 N-m (32-86 ft.-lbs.) and reconnect oil delivery pipe.

83. OVERHAUL. To disassemble the removed balancer unit, unbolt and Fig. 58—Exploded view of engine baiancer, engine oii pump and associated parts.

1. Snap ring 2. Thrust washer -H. Idler ^ear 4. Bushing 5. S^haft 6. Gear 7. Weight 8. Plate 9. Pump body 10. Valve plunger 11. Spring 12. Cap 13. Pipe 14. F>ame 15. Shaft 16. Shaft

remove oil pump (9 through 13-Fig. 58) and rear cover assembly (8). The set screws retaining balance weights (7) to shafts (15 and 16) are installed with Grade C (Blue) "Loctite". Loosen set screws, then push balance shafts (15 and 16) forward out of balance weights and frame.

NOTE: Be careful not to damage bushings in baiancer frame with the fiat keys as shafts (15 and 16) are removed.

Bushings are not avaiiabie as service items.

Balance shafts have a recommended diametral clearance of 0.()76-{).132 mm (0.003-0.0052 inch) in front frame bushings and 0.071-0.114 mm (0.0028-0.0045 inch) in rear frame bushings. New shaft diameters are 33.29-33.31 mm (1.3109-1.3115 inches) for front journals and 27.75-27.76 mm (1.0924-1.0929 inches) for rear journals.

Renew shafts, frame or balancer unit if clearances are excessive.

When assembling the balancer, use Grade C Loctite or equivalent for installing screws retaining gears (6) to balance weights (7) and set screws retaining balance weights to shafts (15 and 16).

Tighten gear to balance weight set screws to 33.9 N-m (25 ft.-lbs.) torque.

Also make sure flat surfaces of weights are aligned when installed, as shown in Fig. 59.

5

6

7

8

9 10 11 12

13

14

27

MASSEY-FERGUSON

Paragraphs 84-85

Fig. 59—Assembled view of balancer unit showing weights correctly timed.

Fig. 62—Use a straightedge to align the cylinder block bridge piece with rear face of cylinder block on MF 670 and MF 690 models.

FLYWHEEL Idler gear shaft can be pressed out of front main bearing cap if renewal is indicated. Bushing in idler gear is also renewable. Ream bushing after installation to a finished I.D. of 88.10-38.14 mm (1.500-1.5016 inches).

Refer to OIL PUMP paragraphs for overhaul information on the engine oil pump.

Use a straight edge to make sure that bottom (oil pan) surface of bridge piece is aligned with gasket surface of block before tightening retaining screws.

Fig. 60—View of rear of engine showing rear oil seal retainer Installed. Lip of the seal must be toward angina.

85. To remove the flywheel, first separate engine from transmission housing and remove the clutch. Flywheel is secured to crankshaft flange by six evenly spaced cap screws. A seventh, unused hole in flywheel and crankshaft is aligned during installation.

The starter ring gear can be renewed after flywheel is removed. Heat ring gear evenly to approximately 245°C (475°F.) and install on flywheel with beveled end of teeth toward front of engine.

Install flywheel using new locks and tighten retaining cap screws evenly to 110 N-m (80 ft.-lbs.) torque. Check flywheel runout with a dial indicator after flywheel is installed. Maximum allowable face runout is 0.01 mm for each cm (0.001 inch for each inch) from flywheel centerline to point of measure-

Fig. 61—On MF 670 and MF 690 models, cyiinder biock bridge piece is equipped with end seais as shown.

Fig. 63- On MF 698 models, be sure to fitthetwo small cylindrical rubber seals into recesses at ends of bridge piece as shown. Align iower surface of bridge piece with oii pan gasket surface of block before tightening retainer to bridge piece screws.

CRANKSHAFT REAR OiL SEAL Aii Modeis 84. A spring loaded lip type seal is located in a retainer bolted to rear of engine (Fig. 60). The retainer and seal can be removed after splitting tractor, removing clutch and flywheel. During production, the oil seal is installed with its rear face fiush with rear face of seal retainer. Check condition of seal contact surface of crankshaft before installing new seal in retainer. The seal can be pressed further into retainer to provide another contact surface if crankshaft is grooved. The recommended locations are: Flush, 8.18 mm (0.125 inch) below flush and 6.85 mm (0.25 inch) below fiush of retainer rear face. Coat lip of seal and crankshaft surface with oil before assembling, then install retainer while carefully sliding seal lip over crankshaft end. Tighten cap screws to 20 N-m (15 ft.-lbs.) torque.

If cylinder block bridge piece is removed on MF 670 and MF 690 models, insert end seals as shown in Fig. 61. Use a straight edge as shown in Fig. 62 to make sure bridge piece is flush with rear face of cylinder block.

If cylinder block bridge piece is removed on MF 698 models, fit the two small cylindrical rubber seals into recesses in ends of bridge piece as shown in Fig. 6S.

26

Ali Models

Paragraphs 86-87

MODELS MF670-MF690-MF698

10

12 13

Fig. 64—View of oil pump and engine balancer assembiy used on MF 670 and MF 690 models.

1. Oil transfer plate 2. End cover 3. Frame 4. Weight cover plate 5. Drive balancer weight 6. Driven balancer weight 7. Nut 8. Drive transfer gear 9. Oil pump 10. Pump cover 11. Pump drive shaft 12. Thrust washer 13. Idler gear 14. Allen head cap screw

ment. When checking runout, hold flywheel forward while rotating to take up crankshaft end play.

271 N-m (200 ft.-lbs.) torque and oil pan to transmission housing cap screws to 75 N-m (55 ft.-lbs.) torque.

OIL PAN

OIL PUMP

All Models

Models MF 670-MF 690

86. The heavy cast iron oil pan serves as the tractor frame and attaching point for tractor front support. To remove the oil pan, support tractor underneath transmission housing and drain oil pan.

Remove all cap screws securing oil pan to cylinder block, front support and transmission housing. Lower oil pan carefully when bolts are removed.

Install by reversing the removal procedure. On MF 670 and MF 690 models, tighten cap screws securing oil pan to timing gear housing, cylinder block and rear bridge piece to 20 N-m (15 ft.-lbs.) torque. On MF 698 models, tighten cap screws securing oil pan to cylinder block to 28 N'm (21 ft.-lbs.) torque and cap screws securing oil pan to timing gear housing and rear bridge to 20 N-m (15 ft.-lbs.) torque. On all models, tighten oil pan to front axle support cap screws to

87. The rotor type oil pump (9-Fig. 64) is mounted within oil pump/balancer frame (3) and is driven by crankshaft timing gear through idler gear (13).

Engine oil pressure is fed through oil pump/balancer frame and cylinder block. To remove oil pump, first remove oil pan as outlined in paragraph 86.

Remove six cap screws securing frame to cylinder block and withdraw assembly.

Before removing oil pump from frame, position pump drive gear as shown in Fig. 53 and check for factory timing marks on gear faces. If marks are not present, ensure drive gear is in position shown in Fig. 53 and scribe a reference mark across gear teeth. With timing marks on gear teeth aligned, scribe a reference mark on balancer drive shaft (5-Fig. 64) and frame (3).

Fig. 65—Cross-sectional view of oii pump/engine baiancer frame showing position of front pump drive shaft bearing at (F) and rear bearing at (R). Refer to text for bearing depth specifications.

Fig, 66—On MF 670 and MF 690 modeis, measure the clearance between Inner rotor (I) and outer rotor (0) at (D) and measure the diametral clearance between outer rotor and housing (9) to determine oii pump condition as outlined in text.

Remove idler gear assembly (12, 13 and 14). Carefully loosen drive transfer gear retaining nut (7). A special tool is available from the manufacturer to hold drive shaft during nut removal and installation. Remove nut, washer and drive transfer gear (8). Withdraw oil pump drive shaft (11) then unbolt and remove oil pump from frame.

Clean, inspect and renew any components that are damaged or worn excessively. Idler gear (13) and oil pump drive shaft (11) end play should he 0.076-0.254 mm (0.003-0.010 inch).

Front drive shaft needle bearing should be pressed into frame (2.49-3.00 mm (0.098-0.118 inch) below surface of bearing bore as shown at (F-Fig. 65). Rear drive shaft needle bearing should be pressed into frame 2.0-3.0 mm (0.079-0.118 inch) below surface of bearing bore as shown at (R). Examine pump inner rotor, outer rotor, pump body and end cover for wear or scoring. Check clearance between inner and outer rotor (Fig. 66). The distance (D) between "lobe" of inner rotor (I) and nearest point to outer rotor (0) should be 0.025-0.152 mm (0.001-0.006 inch). Outer rotor (0) should have a diametral clearance in pump housing (9) bore of 0.140-0.254 mm (0.0055-0.0100 inch). Inner and outer rotor end clearance should be 0.025-0.127 mm (0.001-0.005 inch).

Place a straightedge across pump housing and check end clearance using a feeler gage.

Reassemble oil pump to frame and tighten cap screws to 32.2 N-m (24 ft.-lbs.) torque. Insert drive shaft and install idler gear and balancer drive transfer gear, aligning timing marks made before disassembly. Apply "Loctite" or equivalent to drive transfer gear retaining nut threads and tighten nut to 95 N-m (70 ft.-lbs.) torque. Tighten idler

29

Paragraph 88 gear retaining screw to 54 N-m (40 ft.-lbs.) torque.

The oil gallery plugs and oil transfer plate control oil fiow direction from oil pump to engine components. If oil gallery plugs and oil transfer plate are removed from oil pump/balancer frame to facilitate cleaning of oil passages, install as follows: The short oil gallery plug with hexagon socket (H-Fig. 55) must be installed in the left (horizontal) oil passage while the long plug with square socket (S) must be installed in the right (vertical) oil passage. The oil transfer plate must be installed with hexagon symbol (H-Fig. 56) and square symbol (S) toward corresponding socket shape in oil gallery plugs. Tighten oil transfer plate retaining cap screws to 82.5 N-m (24 ft.-lbs.) torque.

When installing oil pump and engine balancer assembly, remove balancer weight cover plate so the position of weights may be observed. Make certain number 1 piston is at TDC and flat portion of weights are level and toward crankshaft, then install frame assembly to cylinder block. Tighten frame retaining cap screws to 54 N-m (40 ft.-lbs.) torque and cover plate cap screws to 13.5 N-m (10 ft.-lbs.) torque. Reinstall oil pan as outlined in paragraph 86.

Model MF 696 88. The rotor type oil pump is mounted on rear of engine balancer frame. Oil pump is driven by balance weight shaft by means of a driving slot (Fig. 67). To remove oil pump, first remove oil pan as outlined in paragraph 86. Disconnect oil delivery pipe, then remove the four cap screws securing pump to engine balancer and withdraw pump.

Clean and inspect pump components against the following values. Clearance between "lobe" of inner rotor and nearest point to outer rotor should be 0.064-0.114 mm (0.0025-0.0045 inch).

MASSEY-FERGUSON

Fig. 68—Partially disassembled view of oil pump showIng component parts

15

INNER ROTOR

OUTER ROTOR

CHAMFERED EDGE

Fig. 69—When assembling pump, make sure outer rotor Is Instaiied in pump body chamfered edge first

Outer rotor should have a diametral clearance in pump housing bore of 0.254-0.305 mm (0.010-0.012 inch).

Rotor end clearances should be 0.088-0.089 mm (0.0015-0.0085 inch) for inner rotor and 0.025-0.076 mm (0.001-0.003 inch) for outer rotor. Place a straightedge across pump housing and check end clearance using a feeler gage.

Refer to Figs. 68 and 69 for disassembled views.

Fig. 71—Exploded view of oti pump relief valve used on MF 698 models.

Fig. 67—Oii pump on MF 698 modeis is driven from baiance weight shaft by means of siot as shown.

30

Fig. 70—Expioded view of oii pump relief valve used on MF 670 and MF 690 models.

3. Frame 15. Cotter pin 17. Spring 16. Plunger 18. Cap

When reassembling pump, make sure outer rotor is installed chamfered end first in body. With the exception of relief valve parts, gaskets and "0" rings, oil pump parts are not available separately.

If oil pump is damaged or excessively worn, renew pump unit. Tighten retain-

Paragraphs 89-95

MODELS MF670-MF690-MF698 ing cap screws to 27 N*m (20 ft.-lbs.) torque. Reinstall oil pan as outlined in paragraph 86.

RELIEF VALVE Models MF 670 MF 690 89. The plunger type relief valve is located in oil pump/engine balancer frame as shown in Fig. 70. Relief valve can be removed after removing oil pump and engine balancer assembly as,outlined in paragraph 79. The valve is preset to 345-414 kPa (50-60 psi) and no at-

tempt should be made to adjust pressure except by renewal of worn or damaged parts.

FILTERS

Model MF 698 90. The plunger type oil pressure relief valve is located in oil pump body as shown in disassembled view. Fig. 71.

Free length of relief valve spring is 39.62 mm (1.56 inches) and spring should test at approximately 71N (16 lbs.) when compressed to height of 25.4 mm (1 inch). Relief pressure is 414 kPa (60 psi).

DIESEL FUEL SYSTEM The diesel fuel system consists of three basic units; the fuel tank and filters, injection pump and injector nozzles. When servicing any unit associated with the diesel fuel system, the maintenance of absolute cleanliness is of utmost importance. Of equal importance

maintenance will pay big dividends in long service life and the avoidance of costly repairs.

is the avoidance of nicks or burrs on any of the working parts.

Probably the most important precaution that service personnel can impart to owners of diesel powered tractors is to urge them to use an approved fuel that is absolutely clean and free from foreign materials. Extra precaution should be taken to make certain that no water enters the fuel storage tanks. Because of the high pressures and degree of control required of injection equipment, extremely high precision standards are necessary in the manufacture and servicing of diesel components. Extra care in daily

All Models 95. MAINTENANCE. On MF 670 and MF 690 models, fuel filter head (4 - Fig. 75) is fitted with one renewable type element (7) while on MF 698 models, fuel filter head (4 - Fig. 76) is fitted with two renewable type elements (7). On all models, fuel filters are equipped with water drain cocks (13-Fig. 75 or Fig. 76) at bottom of filters. Drain cocks should be opened daily or every 10 hours to remove any water in filter bases. After each 250 hours of operation, fuel filter elements should be renewed.

Renew fuel filter elements as follows: Thoroughly clean outside of filter housing, drain fuel from filters (loosen drain plugs), remove cap screws at top center of filter heads and remove filter

B—^

12 Fig. 75—Expioded view of fuel filter used on MF 670 and MF 690 modeis.

B. Bleed plug 7. Filter element 1. Cap screw 8. Gasket 2. Washer 9. Bowl 3. "0" rinjf 10. Washer 4. Filter head 11. Nut 5. "O" ring 12. Washer 6. Gasket 13. Drain cock

15 16

12 13 Fig. 76—Expioded view of fuei filter used on MF 698 modeis. Refer to Fig. 75 for parts Identification.

Fig. 77—Exploded view of fuei Hft pump used on MF 670 and MF 690 modeis.

L. Manual pump lever 10. Spring 1. Screw 11. Body 2. Washer 12. Spring 3. Cover 13. Gasket 4. Gasket 14. Shaft 5. Screen 15. Washers 6. Pump head 16. Retainers 17. Link 7. Gaskets 18. Spring 8. Valves 9, Diaphrajcm 19. Actuating lever

31

Paragraphs 96-100

MASSEY-FERGUSON

elements. Clean filter bases and heads, then reinstall with new elements and rubber sealing rings. Do not overtighten cap screws. Bleed the fuel system as outlined in paragraph 97.

FUEL LiFT PUMP Aii Modeis 96. MF 670 and MF 690 models are equipped with the fuel lift pump shown in Fig. 77 while MF 698 models are equipped with the pump shown in Fig. 78.

On all models, lift pump is mounted on right side of engine block and driven by camshaft. Pump parts are available separately or in a rebuilding kit. Output delivery pressure should be 41-69 kPa (6-10 psi) on MF 670 and MF 690 models and 34.5-55.0 kPa (5-8 psi) on MF 698 models.

BLEEDiNG Aii Modeis 97. To bleed the fuel system, open bleed plug (B-Fig. 75 or Fig. 76) on top of fuel filter head, then actuate manual priming lever (L-Fig. 77 or Fig. 78) on fuel lift pump until air-free fuel fiows from plug opening. If fuel lift pump does not pump fuel, and no resistance is felt while operating the priming lever, turn engine over slightly with starter to

relocate the pump cam. Close bleed plug while fuel is fiowing. Loosen injection pump vent plug (1-Fig. 79) and governor housing vent plug (2) and actuate priming lever until air-free fuel flows from vent plugs, then tighten vent plugs.

NOTE: Air in governor housing relieved by vent plug (2) wiil not prevent tractor from starting and running properiy; however, condensation in the trapped air can cause rusting of governor components and eventuai pump maifunction.

Do not faii to bieed governor housing even though the tractor starts and runs properly.

With the fuel supply system bled, push in the fuel shut-off control, partially open throttle lever and attempt to start the engine.

NOTE: Starter should not be operated for more than 30 seconds without aliowing 30 seconds for cooiing.

If engine does not start, loosen compression nut at each injector nozzle and turn engine over with starter until fuel escapes from all loosened connections.

Tighten compression nuts and start engine. iNJECTOR NOZZLES Ail Modeis WARNING: Fuei leaves the injector noz< zie with sufficient force to penetrate the sl(in. Keep exposed portion of your body clear of nozzie spray when testing.

98. TESTING AND LOCATING A FAULTY NOZZLE. If rough or uneven engine operation or misfiring indicates a faulty injector, the defective unit can usually be located as follows: With engine running at the speed where malfunction is most noticeable (usually slow idle speed), loosen compression nut on high pressure line for each injector in turn and listen for a change in engine performance. As in checking spark plugs, the faulty unit is

the one which, when its line is loosened, least affects the running of engine.

If a faulty nozzle is found and considerable time has elapsed since injectors have been serviced, it is recommended that all nozzles be removed and serviced or that new or reconditioned units be installed. Refer to the following paragraphs for removal and test procedure.

99. REMOVE AND REINSTALL. Before loosening any fuel lines, thoroughly clean lines, connections, injectors and engine area surrounding the injector with air pressure and solvent spray. Disconnect and remove the leakoff line, disconnect pressure line and cap all connections as they are loosened, to prevent dirt entry into the system.

Remove the two stud nuts and withdraw injector unit from cylinder head.

Thoroughly clean nozzle recess in cylinder head before reinstalling injector unit. It is important that surface be free of even the smallest particle of carbon or dirt which could cause the injector to be cocked and result in blow-by. No hard or sharp tools should be used in cleaning.

Do not reuse the copper sealing washer located between injector nozzle and cylinder head, always install a new washer. Each injector should slide freely into place in cylinder head without binding. Make sure that dust seal is reinstalled and tighten retaining stud nuts evenly to 16 N-m (12 ft.-lbs.) torque. After engine is started, examine injectors for blow-by, making the necessary corrections before releasing tractor for service.

100. TESTING INJECTOR UNIT. A complete job of testing and adjusting the injector requires the use of special test equipment. Only clean, approved testing oil should be used in tester tank. The nozzle should be tested for opening pressure, seat leakage, back leakage and

12

Fig. 78—Exploded view of fuei lift pump used on Fig. 79—View of fuei injection pump showing MF 698 modeis. Refer to Fig. 77 for parts iden- bleed plug locations (1 and 2). Refer to text for Fig. 80—A suitable Injector tester Is necessary tification. to test and adjust injector nozzles. bieeding procedure.

32

Paragraphs 101-105

MODELS MF670-MF690-MF698 101. OPENING PRESSURE. Open the valve to tester gage and operate tester lever slowly while observing gage reading. Opening pressure should be 17235 kPa (2500 psi) on MF 670 and MF 690 models and 17725 kPa (2570 psi) on MF 698 models. If opening pressure is not as specified, remove injector cap nut (1 -Fig. 83) and turn adjusting sleeve (5) as required to obtain the recommended pressure.

NOTE: When adjusting a new injector or an overhauled unit with a new pressure spring (6), set the pressure at 17725 kPa (2750 psi) on MF 670 and MF 690 modeis and 18270 kPa (2650 psi) on MF 698 modeis to aliow for initial pressure ioss as the spring "settles in".

Fig, 81—Nozzle holes (arrows) are not located an equal distance from nozzle tip.

spray pattern. When tested, nozzle should open with a sharp popping or buzzing sound, and cut off quickly at end of injection with a minimum of seat leakage and a controlled amount of back leakage.

Before conducting the test, operate tester lever until fuel fiows, then attach the injector. Close the valve to tester gage and pump tester lever a few quick strokes to be sure nozzle valve is not plugged, that four sprays emerge from nozzle tip, and that possibilities are good that injector can be returned to service without overhaul.

102. SEAT LEAKAGE. The nozzle tip should not leak at pressure less than 15855 kPa (2300 psi) on MF 670 and MF 690 models and 16720 kPa (2425 psi) on MF 698 models. To check for leakage, actuate tester lever slowly and as the gage needle approaches suggested test pressure, observe nozzle tip. Hold the pressure for 10 seconds; if drops appear or nozzle tip is wet, valve is not seating and injector must be disassembled and overhauled as outlined in paragraph 105.

103. BACK LEAKAGE. If nozzle seat

NOTE: Leakage of tester check valve or connections wiii cause a faise reading, showing up in this test as excessiveiy fast leakback. If aii injectors tested fail to pass the test, tester rather than the units should be suspected as fauity.

104. SPRAY PATTERN. If leakage and pressure are as specified when tested as outlined in paragraphs 100 and 103, operate tester handle several times while observing spray pattern. Four finely atomized, equally spaced, conical sprays should emerge from nozzle tip, with equal penetration into the surrounding atmosphere.

If pattern is uneven, ragged or not finely atomized, overhaul nozzle as outlined in paragraph 105.

NOTE: Spray pattern is not symmetricai with centeriine of nozzie tip; refer to Fig. 82.

NOTE: Spray pattern is not symmetrical with centeriine of nozzie tip. The apparentiy irregular iocation of nozzie holes (See Figs. 81 and 82) is designed to provide the correct spray pattern in combustion chamiser.

If adjustment is indicated by the preliminary tests, proceed as follows:

s.

Fig, 82—Nozzie spray pattern is not symmetricai with centeriine of nozzie tip.

as tested in paragraph 102 was satisfactory, check injector and connections for wetness which would indicate leakage.

If no visible external leaks are noted, bring gage pressure to 15515 kPa (2250 psi) on MF 670 and MF 690 models, then release the lever and observe time for gage pressure to drop from 15515 kPa (2250 psi) to 10340 kPa (1500 psi) or on MF 698 models bring gage pressure to 15170 kPa (2200 psi), then release the lever and observe time for gage pressure to drop from 15170 kPa (2200 psi) to 10135 kPa (1470 psi). On all models, for a nozzle in good condition, this time should not be less than six seconds. A faster pressure drop would indicate a worn or scored nozzle valve piston or body, and nozzle assembly should be renewed.

^

Fig. 83—Exploded view of typical nozzle and hotder assembty.

1. Cap nut 9. Dowel pin 2. Gasket 10. Nozzle valve 5. Adjusting sleeve 11. Nozzle body 6. Spring 12. Nozzle nut 7. Valve spindie 1^. Scat washer 8. Nozzle holder

105. OVERHAUL. Hard or sharp tools, emery cloth, grinding compound, or other than approved solvents or lapping compounds must never be used. An approved nozzle cleaning kit is available through a number of specialized sources.

Wipe all dirt and loose carbon from exterior of nozzle and holder assembly, refer to Fig. 83 and proceed as follows: Secure nozzle in a soft-jawed vise or holding fixture and remove cap nut (1), then back off adjusting sleeve (5) to completely unload pressure spring (6).

Remove nozzle cap nut (12) and nozzle body (11). Nozzle valve (10) and body (11) are matched assemblies and must never be intermixed. Place all parts in clean calibrating oil or diesel fuel as they were removed. Clean exterior surfaces with a soft wire brush, soaking in an approved carbon solvent if necessary, to loosen hard carbon deposits. Rinse parts in clean diesel fuel or calibrating oil immediately after cleaning, to neutralize the carbon surfaces. Clean pressure

33

Paragraph 106

Fig. 84—Clean the pressure chamber in nozzle tip using the spedai reamer.

chamber of nozzle tip using the special reamer as shown in Fig. 84. Clean spray holes in nozzle body with the proper diameter wire probe held in a pin vise as shown in Fig. 85. Spray hole diameter is 0.27-0.29 mm (0.0106-0.0114 inch) for MF 670 models; 0.80-0.82 mm (0.01180.0125 inch) for MF 690 and MF 698 models. Wire probe should protrude from pin vise only far enough to pass through spray holes to prevent bending and breakage. Rotate pin vise without applying undue pressure.

Clean valve seats by inserting small end of valve seat scraper into nozzle and rotating tool as shown in Fig. 86.

Reverse the tool and clean upper chamfer using large end. Use the proper size drill bit or wire to clean small feed channel bore as shown in Fig. 87. Clean carbon deposits from annular groove in top of nozzle body with special groove

Fig, 85—Clean spray holes in nozzle tip using a pin vise and wire probe.

Fig. 86—Clean the vaive seat using scraper as shown.

34

MASSEY-FERGUSON

Fig. 87—Use driii bit or wire to clean feed chan nel bore.

scraper as shown in Fig. 88. Use the same hooked tool to clean the internal fuel gallery.

With cleaning accomplished, back flush nozzle by installing the reverse flusher adapter on injector tester and nozzle body in adapter, tip-end first.

Secure with the knurled adapter nut and insert and rotate nozzle valve while flushing. After nozzle is back-flushed, seat can be polished using a small amount of tallow on end of polishing stick and rotating stick while moderate pressure is applied.

Light scratches on valve piston and bore can be polished out by careful use of special injector lapping compound only.

DO NOT use valve grinding compound or regular commercial polishing agents.

DO NOT attempt to reseat a leaking valve using polishing compound. Clean thoroughly and back-flush if lapping compound is used.

Reclean all parts by rinsing thoroughly in clean diesel fuel or calibrating oil and assemble valve to body while immersed in cleaning fluid.

Reassemble injector while still wet.

With adjusting sleeve (5-Fig. 88) loose, reinstall nozzle body (11) to holder (8), making sure valve (10) is installed and locating dowels (9) aligned as shown in Fig. 89. Tighten nozzle cap nut (12-Fig. 83) to 68 N-m (50 ft.-lbs.) torque. Do not

Fig. 88—dean carbon deposits from nozzie body using a suitabie tooL

Fig. 89—Be sure that lapped surfaces are clean and that iocating dowels are perfectiy aiigned when nozzie body is reinstaiied.

overtighten; distortion may cause a valve to stick and overtightening cannot stop a leak caused by scratches or dirt on the lapped mating surfaces of valve body and nozzle holder.

Retest and adjust the assembled injector assembly as outlined in paragraphs 100 through 104.

INJECTION PUMP Aii Modeis The injection pump is a completely sealed unit. No service work of any kind should be attempted on pump or governor unit without the use of special pump testing equipment and proper training.

Inexperienced or unequipped service personnel should never attempt to overhaul an injection pump.

106. ADJUSTMENT. The slow idle stop screw (I-Fig. 90) should be adjusted with engine warm and running, to provide recommended slow idle speed of 725-775 rpm for MF 670 and MF 690 models or 825-875 rpm for MF 698 models. Check to make sure that throttle arm contacts slow idle screw (I) and high speed screw (H) when throttle lever is moved to slow and fast positions. Also

Fig. 90—Injection pump Itrtkage typical of all modeis.

H. High speed stop screw 1. Ir\jection pump vent plug I. Idle spmi stop screw 2. Governor housing vent P. Injection pump

plug

MODELS MF670-MF690-MF698

Paragraphs 107-108

Fig, 93—Check timing mark (T) on injection pump foiiowing the procedure outlined in text

Fig. 91—Typlcai installed view of infection pump showing timing marks (T).

make sure fuel shut-off arm moves fully to operating position when fuel shut-off control knob is pushed in, and shuts off fuel to injectors when control knob is pulled.

The high speed stop screw (H) is factory set and sealed. High idle (no-load) speed should be 2135-2185 rpm for MF 670 and MF 690 models and 2150-2250 rpm for MF 698 models. Refer to paragraph 108 for pump timing adjustment.

107. REMOVE AND REINSTALL. Before attempting to remove injection pump, thoroughly wash pump and connections with clean diesel fuel or approved solvent.

CAUTiON: Aiiow engine to cooi before washing or seizure of parts may resuit.

Disconnect throttle cable and fuel shut-off cable. Disconnect fuel inlet, outlet and high pressure lines from pump, capping all connections to prevent dirt entry. Remove inspection cover from front of timing gear cover, then remove the three screws retaining

Slide timing tool onto adapater shaft, engaging shaft master spline, until tool is centered in injection pump opening of timing gear case as shown. Release gage (3) and slide it against gear case, then lock in place. Turn timing tool in normal direction of injection pump rotation to remove backlash and check alignment on mark on gear case with gage (3).

Relocate mark if required.

Check injection pump timing mark on NOTE: injection pump gear cannot pump flange using Timing Tool No. 8108 become unmeshed from idier gear without and a suitable injector tester. Attach inremovai of timing gear cover, therefore jector tester to number one injector timing is not disturbed by removai and inoutlet port and mount timing tool to staliation of pump. pump drive shaft as shown in Fig. 93.

Normal installation of injection pump Loosen set screw (1) and position can be accomplished without reference chamfered edge of bracket (2) at the apto crankshaft timing marks. Be sure propriate following pump checking timing scribe marks (Fig. 91) are aligned angle. and reverse removal procedure. Bleed .....296° fuel system as outlined in paragraph 97. MF 670 models MF 690 models 243° Check injection pump timing if 21° necessary, as outlined in paragraph 108. MF 698 models Operate tester lever until tester gage 108. PUMP TIMING. Injection pump reads a maximum of 3034 kPa (440 psi). timing should be correct when timing Turn timing tool in normal direction of marks (T-Fig. 91) on pump flange and pump rotation until pump locks. Release timing gear case are aligned. However, gage (3) and slide it halfway over pump if the validity of injection pump timing flange, then lock in place. Check alignmarks (T) are questioned, verify marks ment of mark on flange with gage (3). using Timing Tool No. 8108 as follows: Relocate mark if required.

Rotate crankshaft until TDC timing mark on flywheel for MF 670 and MF 690 models or TDC mark on crankshaft pulley for MF 698 models, is aligned with timing pointer and number 1 cylinder is on compression stroke.

Remove injection pump as outlined in paragraph 107. Secure timing tool adapter shaft to injection pump drive gear. Loosen set screw (1-Fig. 92) and position chamfered edge of bracket (2) A 48.25 kPa (7 psi) radiator cap conat the appropriate following engine trols cooling system pressure. Capacity checking angle, then tighten set screw. is approximately 10.4 liters (11 quarts) MF 670 models 284V2° on MF 670 models, 11.4 liters (12 quarts) MF 690 models 281° on MF 690 models and 18 liters (19 MF 698 models • 13° quarts) on MF 698 models. injection pump drive gear to pump shaft.

Check to see that timing marks (T - Fig. 91) align, remove the three flange stud nuts, then withdraw pump.

The injection pump drive shaft contains a milled slot which engages a dowel pin (D-Fig. 42) in injection pump drive gear. Thus, injection pump can be removed and reinstalled without regard to timing position.

COOLING SYSTEM

Fig. 92—Remove backiash then check aiignment of timing mark (T) on gear case with gage

35

Paragraphs 110-113

MASSEY-FERGUSON

RADiATOR Ali Modeis 110. To remove radiator, first drain cooling system. Remove grille, muffler and air cleaner cap. Disconnect electrical wires from horn and headlight contact switch and pull harness free from hood. Remove air inlet tube from rear of air cleaner and cap screws attaching fan shroud to radiator and move shroud back toward engine. Disconnect upper and lower radiator hoses and remove cap screws securing radiator to support frame. On MF 670 and MF 690 models, lift radiator straight up out of frame assembly or on MF 698 models, withdraw radiator from the side. On all models, install by reversing removal procedure.

THERMOSTAT

Fig. 95—Expioded view of water pump and thermostat housing used on MF 670 and MF 690 modeis.

1. Spacer 2. Nut 3. Lock washer 4. Washer 5. Pulley 6. Snap ring 7. Bearing 8. Spacer 9. Bearing 10. Flange 11. Felt seal 12. Seal retainer 13. Shaft housing 14. Shaft 15. Seal 16. Ceramic counterface 17. Impeller 18. Gasket 19. Inipeller housing 21. Thermostat

Modeis MF 670-MF 690 111. The thermostat is located in the water outlet housing attached to cylinder head (Fig. 95). The thermostat should start to open at 77-88°C (170-180°F.) and completely open at 94°C (202°F.). Operating engine without a thermostat may prevent engine from reaching operating temperature for optimum performance.

Model MF 698 112. The thermostat is located in water pump outlet on top of water pump housing (Fig. 96). The thermostat should start to open at 77-85°C (171-185°F.) and completely open at 98°C (208°F.).

Operating engine without a thermostat may prevent engine from reaching operating temperature for optimum performance.

from impeller end. Withdraw flange (10), felt seal (11) and seal retainer (12) from pump housing.

To assemble, press rear bearing (9) on shaft (14) with shielded side toward rear. Install spacer (8), then press front bearing (7) onto shaft with shielded side toward front. Pack both bearings and the cavity between bearings V2 full of high temperature lithium grease. Posi-

WATER PUMP Ali Models 118. Refer to Fig. 95 on MF 670 and MF 690 models or to Fig. 96 on MF 698 models, for an exploded view of water pump and thermostat housing. Disassemble the removed pump as follows: After removing nut (2 - Fig. 95) on MF 670 and MF 690 models, pull pump pulley (5-Fig. 95 or Fig. 96) on all models from shaft (14). Remove impeller housing or plate (19), then press shaft (14) with impeller (17) out toward rear of shaft housing (18). If seal (15) or ceramic counterface (16) require renewal, press shaft (14) out of impeller (17). Remove snap ring (6), then press bearings (7 and 9) and spacer (8) out of pump housing

36

Fig. 96—Expioded view of water pump and reiated components used on MF 698 models. Refer to Fig. 95 for parts identification except for piate (19) and gasket (20).

tion flange (10) on shaft with cupped side toward bearing (9), then position felt seal (11) and seal retainer (12) on shaft against flange. Press shaft, bearings, flange and felt seal assembly into housing (18) until it bottoms. Install snap ring (6), support rear of shaft (14), then press pulley (5) onto shaft until bottomed. On MF 670 and MF 690 models, install washer (4-Fig. 95), lock washer

<

MODELS IVIF670-MF690-MF698 (3) and nut (2). On all models, coat brass portion of rear seal (15-Fig. 95 or Fig. 96) lightly with sealing compound and push it fully in place with carbon face toward rear. Install ceramic counterface (16) with lighter colored ceramic side toward seal (15). Check shaft for

Paragraphs 115-116

freedom of rotation, then press impeller (17) onto rear of shaft. Clearance between impeller vanes and face of housing (13) should be 0.30-0.81 mm (0.012-0.032 inch) for MF 670 and MF 690 models and 0.6-0.9 mm (0.027-0.035 inch) for MF 698 models.

Rotor field winding insulation should be considered satisfactory if lamp does not light.

Inner stator winding short-circuiting is indicated by signs of burning of insulating varnish covering. If this is obvious, renew stator assembly. To check stator winding continuity, connect any two of the three stator winding leads in series with a 12 volt battery and 36 watt test lamp as shown in Fig. 104. Lamp should light indicating stator winding continuity is satisfactory. Transfer one test lamp lead to remaining untested ALTERNATOR AND REGULATOR Original brush set overall length is 12 stator lead. Lamp should light. Check inmm (V2-inch) and should be renewed sulation of stator windings by connecAll Models when worn to 8 mm (5/16-inch) or less. ting a 110 volt AC 15 watt test lamp betCheck field winding continuity and ween lamination and any one of the 115. Lucas Model 23ACR alternator is resistance simultaneously by connecting three stator leads as shown in Fig. 105. used on all models except MF 698 non- a battery operated ohmmeter as shown Stator winding insulation should be concab models which are equipped with a in Fig. 102. The ohmmeter should read sidered satisfactory if lamp does not Lucas Model 16ACR alternator. Both 4.3 ohms for 16ACR rotor with pink light.

16ACR and 23ACR alternators use a windings, 3.3 ohms for 16ACR rotor To test rectifier diodes, connect a 12 non-adjustable solid state regulator with purple windings or 3.0-3.5 ohms for volt battery and a 1.5 watt test lamp in mounted within the alternator housing. 23ACR rotor. To check rotor field wind- series as shown in Fig. 106 and observe ing insulation, connect a 110 volt AC 15 test lamp. Reverse test connections and CAUTION: Because certain componwatt test lamp as shown in Fig. 103. observe test lamp. In one test mode a ents of the alternator are easily damaged,

ELECTRICAL SYSTEM

the foilowing observed.

precautions

MUST

be

a. When installing batteries or connecting a booster battery, negative post of battery must be grounded. b. Never short across any terminal of alternator. c. Disconnect all battery ground straps before removing or installing any electrical unit. e. Do not operate alternator on an open circuit and be sure all leads are properly connected before starting engine.

Alternator specifications are as follows: Model 16ACR Type 12 volt negative ground Rated output hot: Amperes at rpm 34 at 6000 Regulator voltage setting . . . .13.6-14.4 Model 23ACR Type 12 volt negative ground Rated output hot: Amperes at rpm 55 at 6000 Regulator voltage setting . . . . 13.6-14.4 116. TESTING AND OVERHAUL. The foilowing component testing can be accomplished with minimum disassembly. Remove molded end cover (1-Fig. 100 or Fig. 101). Note position of stator winding connections and unsolder connections from rectifier (4). Note position and disconnect remaining wires from rectifier plates. Unbolt and remove brush box assembly (3) and regulator (2) from slip ring end frame (5). Loosen rectifier retaining nut and remove rectifier from slip ring end bracket. Alternator test points are illustrated with components removed.

1 2

1.

2.

3.

4.

3 4

15 16

Fig. 100—Expioded view of Lucas Modei 16ACR aiternator used on MF 698 non-cab models.

Moulded end cover 5. Slip ring end frame 9. Rotor 13. Drive end frame Regulator 6. Stator 10. Woodruff key 14. Fan & pulley Brush box assy.

7. Slip ring 11. Front bearing assy.

15. Washer Rectifier 8. Rear bearing 12. Spacer 16. Pulley nut

9

11

10

15

Fig. 101—Exploded view of Lucas Modei 23ACR alternator used on aii models except MF 69B non-cab models. Refer to Fig. 100 for parts identification except for capacitor (17) and surge diode (18),

1

2

3

17 18

13

12

14 16

Fig, 102—Field winding continuity and resistance test on Lucas alternator rotor.

Refer to text

37

Paragraphs 117-118 good diode will complete the circuit illuminating the lamp, while reversing test leads will prevent lamp illumination.

Repeat test on remaining diodes. If one diode is unsatisfactory, renew rectifier assembly.

Continue disassembly as follows: Scribe a mark across alternator end frames (5 and 13-Fig. 100 or Fig, 101).

Remove through bolts and carefully separate slip ring end frame (5) with stator (6) from drive end frame (13).

Remove drive pulley, fan and shaft key, then withdraw rotor (9) from drive end

MASSEY-FERGUSON frame. Unsolder field winding connections and remove slip ring (7). Press off rear bearing (8).

Reassembly is the reverse of disassembly procedure while noting the following: Front and rear bearings should be installed with open sides toward rotor. Use only "M" grade 45-55 resin-core solder to attach wires to diode pins and use a heat sink while soldering as shown in Fig, 107 to prevent diode damage. Tighten alternator through bolts to 6.215 N-m (55 in.-lbs.) torque.

STARTER All Models 117. A Lucas starter motor and solenoid. Model M-50 is used on all models and specification data is as follows: Volts 12.0 No-load test: Volts 12.0 Amperes (max.)

115.0* Rpm (min.)

5500 Rpm(max.)

8000 •Includes solenoid CIRCUIT DESCRIPTION All Models

Fig. 103—Field winding insuiation check. Refer to text.

118. The two 90 ampere hour, 12 volt batteries are connected in parallel and negative posts are grounded. Make sure both batteries are of equal capacity and condition. Refer to Fig. 108 for schematic wiring di

<

Fig. 104—Stator winding continuity test on Lucas aiternator. Refer to text.

Connect to appropriate diode ptate Fig. iO6—Testing rectifier diodes. Refer to text

Fig. 105—Stator winding insulation check. Rater to text

38

Fig. 107Soidering stator wires to diode pins. Use iong nose pliers as a thermai shunt to avoid heat damage to diodes.

MODELS MF670-MF690-MF698

Paragraphs 120-121

Fig. 108â&#x20AC;&#x201D;Wiring diagram typicai of aii modeis.

ENGINE CLUTCH All models are equipped with a drytype, single disc, split torque clutch mounted on the flywheel ancj actuated by a foot pedal. Clutch disc and pressure plate diameter is 304.8 mm (12 inches) on MF 670 and MF 690 models and 330,2 mm (13 inches) on MF 698 models.

The clut*",]! controls tractor travel while the independent power take-off is controlled by a separate multiple-disc, wet-type clutch located in rear axle center housing. Refer to the appropriate following paragraphs for engine clutch adjustment and overhaul procedures.

measured between cab floor with mat removed and underside of clutch pedal.

Stop pin (S) must contact bell crank bracket when measuring. To adjust pedal height, loosen clevis (C) and vary length of rod (R) as required. Clutch release lever (L) free play should be 6,35mm (V4-inch) between lever (L) and pin (P) as shown at (F), Rotate nut (N) to adjust. Operate clutch pedal several times, then recheck linkage adjustments, ENGINE/TRANSMISSION SPLIT All Models

CLUTCH LINKAGE ADJUSTMENT All Models 120, Clutch pedal height (H-Fig. 110) should be 160 mm (6-5/16 inches)

121. Proceed as follows to detach (split) engine and front end assembly from transmission. Disconnect batteries, drain cooling system at radiator and cylinder block. Remove grille, muf-

Fig, 110â&#x20AC;&#x201D;illustrated view of dutch pedal linkage showing points of adjustment. Distance (H) is measured with floor mat removed. Refer to text.

MASSEY-FERGUSON

Paragraphs 122-123 fler and air cleaner cap. Disconnect electrical wires from horn and headlight contact switch and pull harness free from hood inner panel, then remove hood. On models equipped with fourwheel drive, remove drive shaft as outlined in paragraph 11, On all models, disconnect the four flexible power steering hoses from steering control valve at fittings near cab. Disconnect fuel gage sending unit wire, fuel supply and return lines. Disconnect tachometer cable, fuel shut-off cable and throttle cable from engine. Disconnect oil lines from fittings next to cab.

Separate wiring harness from cab to engine components and accessories at junction blocks located on both sides of engine and disconnect safety start wires. Detach heater hoses at cab and remove starter. Place a rolling floor jack under engine oil pan and another under front of transmission. Insert wooden blocks between front axle and axle support to prevent tipping. Remove all fasteners retaining engine to transmission. Install two guide studs to aid in alignment during removal and installation. Check all wires and tubes to be sure that they are disconnected and positioned so they will not be damaged.

Separate engine and front end assembly from transmission.

When reinstalling engine observe the following: Lightly coat input shaft splines with a suitable grease. Carefully move engine back against transmission housing while aligning clutch splines with transmission input shaft. Engine must be flush against transmission before tightening any fasteners. DO NOT force together. Tighten cap screws and nut to 75 N-m (55 ft.-lbs,) torque.

Remainder of procedure for joining engine and front end assembly to transmission is reverse of disassembly.

CLUTCH ASSEMBLY All Models 122. REMOVE AND REINSTALL. To remove clutch assembly for service, first split tractor g,s outlined in paragraph 121. Punch mark clutch cover (11-Fig. I l l ) and fiywheel so original balance can be retained when reassembling. Install the three special bolts shown in Fig. 112 through holes (H-Fig. 113) in clutch cover and tighten nuts to compress clutch springs. Unbolt and withdraw clutch assembly.

To reinstall clutch, position disc (17-Fig. I l l ) with hub facing transmission, in fiywheel. While using a suitable clutch pilot tool such as Massey-Ferguson tool 0194, install clutch cover assembly with previously affixed punch marks aligned. Evenly tighten cap

40

11

Fig. Ill—Exploded view of split torque dutch assambiy used on MF 670 and MF 690 models, dutch assembiy used on MF 698 models is similar.

1. Adjusting screw & locknut 2. Pin retainer 3. Pin 4. Torsion spring 5. Release lever 6. Pin 7. Cotter pin 8. Pin 9. Link 11. Cover 12. Pto drive plate 13. Bolt & nut 14. Spring 15. Insulating washer 16. Pressure plate 17. Clutch disc

3

4

14

15 13

clutch release lever adjusting screws to the correct and equal height. Join tractor as outlined in paragraph 121 and adjust linkage as in paragraph 120.

123. OVERHAUL. Remove clutch cover assembly as outlined in paragraph 122. Punch mark cover (11-Fig. Ill), pto drive hub (12) and pressure plate (16) Fig. 1i2—Speciai "T" boits can be fabricated to for correct assembly. Ensure "T" bolts fadiltate clutch removal, repair and instailation. A cross handle should be welded to a sixused during clutch removal are installed inch piece of V4'20 all thread. A forcing nut and and forcing nuts are tightened compreswasher is used to compress the dutch springs. sing springs (14). Pry pin retainers (2) out, then drive out pins (3). Remove release lever springs (4), then carefully screws retaining clutch cover assembly. back off forcing nuts on "T" bolts until Remove "T" bolts and pilot tool, then pressure plate springs (14) are fully excheck and adjust release lever height to tended. Remove "T" bolts then lift cover (11) off. The pto drive hub (12) can be unensure proper clutch operation. bolted from clutch cover (11), if necesNOTE: A new clutch disc (17) is required sary as shown in Fig, 114, when adjusting reiease iever height, if the Inspect release levers and pins for removed clutch disc wiii be reused, first wear or damage and pressure plate for instaii the ciutch using a new disc, make scoring, heat checks or wear at acthe adjustment, then reassembie using tuating pin holes. Inspect pto drive hub the partiaiiy worn disc, without changing for spline wear or looseness. The twelve the adjustment. pressure plate springs (14-Fig, 111) usCheck lever height using Massey- ed on MF 670 and MF 690 models, Ferguson tool 6179 on MF 670 and MF should individually test 676-747 N 690 models or tool 0686 on MF 698 (152-168 lbs.) at a test height of 38.10 models as shown in Fig, 113. Adjust all mm (1.5 inches). The fifteen pressure •6

INCHES

Fig. 113—Spedai tooi 6179 (shown) is used on MF 670 and MF 690 modeis to adjust reiease ievers to correct height MF 698 modeis require spedai tooi 0686 which is simiiar. On ail modelSf "V boits are instaiied through holes (H) before removing dutch assembly.

MODELS MF670-MF690-MF698 plate springs used on MF 698 models should individually test at 814 N (183 lbs,) at a test height of 38.10 mm (1,5 inches). Upon reassembly, renew insulating washers (15), Place pressure plate (16) face down on bench and assemble links (9), release

Paragraphs 124-130

levers (5) and pins (6 and 8). Install pins with heads leading in normal direction of rotation. Fig, 115 shows direction which all pivot pin heads should be when correctly assembled. Position clutch springs (14-Fig, 111) and insulating washers (15) into recesses of pressure plate, then position clutch cover (11) over release levers and onto clutch springs (14).

Make certain previously affixed marks on cover and pressure plate are aligned.

Install "T" bolts (Fig, 115) and tighten forcing nuts to compress springs. Install release lever torsion springs (4-Fig, 111), push levers into position, install pins (3) and pin retainers (2) as shown in Fig. 115. Loosen the forcing nuts and remove "T" bolts after clutch is assembled or after clutch is installed on flywheel, if installation is accomplished immediately.

CLUTCH RELEASE ASSEMBLY All Models

Fig. 114—The pto drive hub (12) is boited to dutch cover (11),

Fig. 115—View showing installation of release fever pin (3) and pin retainer (2), Note instaiied direction of link pins (6 and 8).

124. The clutch release bearing (1-Fig. 116) and carrier (2) can be removed after splitting tractor between engine and transmission as outlined in paragraph 121 and disconnecting springs (3). Bearing can then be pressed from carrier for renewal.

To remove clutch release fork (6) and lever (8), first remove safety wire (4) and set screw (5). Remove snap ring (7), then pull release lever and shaft (8) from housing. When reassembling release lever and fork, make sure fork set screw (5) engages locating hole in release lever shaft.

Remainder of reassembly is the reverse of disassembly. After assembling, adjust clutch linkage as outlined in paragraph 120,

Fig, 116—Exploded view of dutch reiease assembiy used on aii modeis, 1. Release bearing 2. Bearing carrier 3. Springs 4. Safety wire 5. Set screw 6. Release fork 7. Snap ring 8. Release lever & shaft

7 1 4

5

TRANSMISSION Models MF 670, MF 690 and MF 698 are equipped with a nnain gear change transmission which has three forward speeds with synchronized second and third gears and one reverse speed, A two-speed synchronnesh (speedshift) unit on transmission input shaft and a twospeed epicyclic (high/low range) unit mounted on rear of transmission housing compound the main transmission to provide a total of twelve forward speeds and four reverse speeds. The synchronized second and third gears allow gear changes from 1st to 2nd; 2nd to 3rd and 3rd to 2nd when tractor is moving forward. The manually operated twospeed synchromesh (speedshift) unit is independent of main transmission or high/low range unit and permits ground speed changes while tractor is in motion.

The manually operated two-speed epicyclic (high/low range) unit provides a major ground speed variance for each gear selection. Tractor must be completely stopped before attempting to shift range selector or when shifting main transmission into reverse or 1st gears, LUBRICATION

!

All Models 130, The transmission, transfer drive assembly (four-wheel drive models), differential, pto and hydraulic system use the same operational fluid. Transmission housing, center housing and rear axle housings serve as system reservoir and are provided with individual drain plugs.

Recommended fluid is MasseyFerguson M-1127 lubricant. System capacity on MF 670 and MF 690 models is 41,6 liters (11 gallons) and on MF 698 models is 39 liters (10.3 gallons).

Rear axle planetaries each contain 1.4 liters (1.5 quarts) of M-1127 lubricant.

On MF 698 models, rear axle planetary fluid is isolated from main system fluid by inner seals located in axle housings.

On MF 670 and MF 690 models, rear axle planetary fluid is open to main system fluid due to absence of inner seals.

However, on all models, rear axle planetaries should be drained and refilled at the same time main system fluid is changed to reduce planetary wear and ensure correct fluid level. Refer to WHEEL AXLE AND PLANETARY ASSEMBLY section for additional information.

To check main system fluid level, be sure tractor is on level ground and remove dipstick located at rear of tractor above right axle housinj^. Filling port

41

MASSEY-FERGUSON

Paragraph 131

E

BA

F

E

Fig. 122—Drawing of spacer housing front and rear flanges showing position of different iength and thread type boits used on twowheei drive models.

A. B. C. D. E. F.

7/16 7/16 7/16 7/16 7/16 7/16

X 2V4 inch UNF X 2V4 inch UNC X 1% inch UNF X 1-7/8 inch UNF X 1-3/8 inch UNC X P/i inch UNC

FRONT

Fig. 120—Remove tractor cab fioor panels (F) to obtain access to transmission top coyer.

TRANSMISSION REMOVAL All Models

is located on right side of tractor in front of cab.

System filter, located in center housing, should be cleaned after first 50 hours of operation and every 500 hours or annually to coincide with lubricant change. Do not attempt to fiush the system as a considerable amount of flushing solution cannot be drained. If fluid is badly contaminated, tractor should be disassembled for repair and thorough cleaning.

131. To remove transmission assembly from tractor, first drain transmission, center housing, and on models so equipped, transfer case. Split engine from transmission as outlined in paragraph 121. Place suitable stands under drawbar and front of center housing to prevent center housing and axle from tipping when transmission is removed.

Set main transmission shift lever in third gear position, speedshift lever in fast position and high/low range shift lever in low position. Remove fioor panels (F-Fig. 120) inside cab, then unbolt and lift out transmission top cover (12-Fig. 121) complete with shift levers. Be careful not to drop shift rail detent springs into transmission.

Remove single fuel tank on MF 670 models or dual fuel tanks on MF 690 and MF 698 models. Detach clutch linkage at clutch release lever (L-Fig. 110).

Separate oil line from left side of center housing to oil cooler at fitting adjacent to spacer housing or transfer case. On A

four-wheel drive models, remove fourwheel drive control valve as outlined in paragraph 18 and disconnect hydraulic clutch supply line at transfer case.

On all models, remove tool box and box mounting brackets to obtain access to cab mounting bolts. Remove cab mounting bolts at front and raise cab approximately 50 mm (2 inches), then place suitable stands under each front corner.

Disconnect cab ground strap. Support transmission with a suitable rolling floor jack. Remove two center housing to spacer housing or transfer case cap screws and install guide studs to aid in removal and installation. Remove remaining cap screws, bolts and nuts, then carefully withdraw transmission.

On two-wheel drive models, unbolt and separate spacer housing from rear of transmission housing or on fourwheel drive models, remove transfer gear case assembly from transmission as outlined in paragraph 16.

To reassemble, note the following: Spacer housing or transfer case retaining cap screws are of varying lengths and thread types and should be installed as shown in Fig, 122 or Fig, 123 respecB

E

F

U

Fig. 121—Expioded vievif of transmission cover and reiated components.

1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

42

High/low shift lever Speedshift lever Main gear shift lever Boot Seal Boot Clamp "0" ring Pin "E" ring Plug Top cover Gasket Pin

top

15. Shift lever seat 16. "0" ring 17. Spring 18. Clip 19. Oil filler cap 20. .Gasket 21. Tube 22. Hose 23. Clamp 24. Elbow fitting 25. Gasket 26. "0" ring 27. Plug

Fig. 123 —Drawing of transfer case front and rear fianges showing position of different iength and thread type boits used on fourwheei drive modeis. Refer to Fig. 122 for nomendature.

REAR

E

MODELS MF670-MF690-MF698 tively. On two-wheel drive models, attach spacer housing to transmission and tighten fasteners to 105 N*m (75 ft,-lbs.) torque. On four-wheel drive models, at-

Fig. 124—Push shear tube (T) forward and measure distance between tube and coiiar (C), Refer to text.

3

4

Paragraph 132

tach transfer case to transmission as outlined in paragraph 16. With transmission gears engaged as previously described in removal procedure, insert drive shaft and shear tube into high/low range unit. Cotter pin in shear tube must be towards drive shaft.

Carefully move transmission and spacer housing or transfer case assembly back against center housing while rotating transmission and pto input shafts to align splines on output shafts. Transmission assembly must be flush against center housing before tightening any fasteners. Do not force together.

Only install and tighten two cap screws, one on each side, at this time.

Remove response control side cover on right side of center housing (Fig. 124) to obtain access to shear tube and pinion shaft. Push shear tube and drive shaft forward until all free play is removed, then measure the distance between shear tube (T) and locking collar (C). Distance should be 0.4-2,5 mm (0,015-0,100 inch) and adjusted by repositioning cotter pin in shear tube. Moving cotter pin towards rear increases distance while moving pin towards front decreases distance.

1 2 Fig. 125—Expioded view of transmission shift rails, forks and selectors. Refer to Fig. 126 for an instaiied view, 1. Detent spring 2. Detent plunger 3. Set screw 4. High/low selector 5. High/low shift rail 6. High/low shift fork 7. Speedshift shift fork 8. Speedshift shift rail 9. lst/reverse selector 10. lst/reverse shift rail 11. lst/reverse shift fork 12. 2nd/3rd selector 13. 2nd/3rd shift rail 14. 2nd/3rd shift fork 15. Interlock plate 16. Spacer plate 17. Ball retainer 18. Interlock ball

Separate transmission assembly from center housing to reposition cotter pin.

Remove guide studs and install remaining fasteners. Tighten all spacer housing or transfer case retaining cap screws, bolts and nuts to 105 N-m (75 ft,-lbs,) torque. When securing tractor cab front mounts, apply a suitable sealer to cab mounting cap screws and tighten to 105 N*m (75 ft,-lbs,) torque. The remainder of reassembly is the reverse of disassembly. : SHIFT RAILS AND FORKS All Models 132, REMOVE AND REINSTALL. Remove transmission assembly as outlined in paragraph 131, If speedshift fork (7-Fig, 125) requires removal, transmission input shaft and gears must first be removed from transmission.

Remove detent spring and plunger assemblies (1 and 2), Remove safety wires and all set screws (3), Remove shift rail interlock mechanism (15,16,17 and 18) from rear of transmission housing being careful not to lose steel ball (18), Slide shift rails out from rear of transmission housing, then withdraw shift forks and selectors. Identify components as they are removed to facilitate assembly.

When reassembling, speedshift shift components must be centralized to ensure correct operation using tool 0688 or equivalent. Shift fork is located on shift rail by set screws v/hich index into offset drillings in rail. Slide shift rail (8-Fig. 127) into housing through shift fork (7), Set shift rail in neutral position (middle detent notch) and install locating peg (L), With shift rail secured in neutral position, insert alignment pin (P) through hole in shift fork and into corresponding holes in shift collar and hub.

Install and tighten fork set screws to 42 N*m (31 ft,-lbs,) torque. Correctly ad-

'12

Fig. 126—iitustrated view of instaiied shift rails, forks and seiectors. Set screws shouid be safety wired as shown. Refer to Fig. 125 for parts identification.

13

14

Fig, 127—Adjust speedshift shift fork (7) position on shift rail (8) using tool 0688 iocating peg (L) and aiignment pin (P) as outlined in text.

43

MASSEY-FERGUSON

Paragraphs 133-134

10

justed, alignment pin should slide freely when rail is in neutral. Reinstall input shaft and gears as outlined in paragraph 134, Using Fig. 126 as a guide, install remaining shift rails, forks, and selectors.

Tighten all set screws to 42 N-m (31 ft.-lbs.) torque, then safety wire screws as shown in illustration. Install shift rail lock mechanism (15, 16, 17 and 18-Fig. 125) and tighten cap screws to 47 N*m (35 ft.-lbs.) torque. The remainder of reassembly is the reverse of disassembly.

Fig. 128—Expioded view of input shaft housing and pto input shaft.

1. Seal 2. Needle bearing 3. Input shaft housing 4. "0" ring 5. Snap ring 6. Bearing 7. Snap ring 8. Pto input shaft 9. Seal 10. Needle bearing

rear. When installing input shaft 'housing and pto input shaft assembly to transmission, tools 0678 and 0679 should be used to prevent damage to outer seal (1) during installation. Tighten input shaft housing cap screws to 60 n • m (45 ft.-lbs.) torque. Remainder of assembly is reverse of disassembly.

using petrolem jelly to lubricate bearings and seals during reassembly.

Using special tool 0692 or equivalent, press needle bearing (10) into pto shaft (8) with rounded end toward shaft and inner seal (9) with seal lip toward rear.

Install bearing (6) onto pto shaft with bearing sealed side toward gear. Using TRANSMISSION INPUT SHAFT tool 0685 or equivalent, press outer AND GEARS bearing (2) into housing (3). Do not install outer seal (1) at this tinae. Assemble All Models pto input shaft and input housing. Make sure snap ring (7) is completely seated in 134. To remove transmission input groove. Using tools 0244 and 0245, in- shaft and gears, first remove shift rails stall outer seal (1) with seal lip toward and forks as outlined in paragraph 132

INPUT SHAFT HOUSING AND PTO INPUT SHAFT All Models 133, R&R AND OVERHAUL. To remove input shaft housing and pto input shaft, first remove clutch release assembly as outlined in paragraph 124.

Unbolt and withdraw housing (3-Fig. 128) and pto input shaft (8) as a unit from transmission housing,

Fig. 130—Exioded view of transmission mainshaft and reiated components.

1. Snap ring 2. Bearing 3. Thrust washer 4. Sleeve

NOTE: The transmission input shaft and main drive gears (Fig. 129) are retained by input shaft housing and pto input shaft. Extreme care shouid be taken not to withdraw transmission input shaft with input housing and pto input shaft assembiy.

Main drive gears and thrust washer are free

to

faii

into

transmission

when

transmission input shaft is removed.

Unseat and remove large snap ring (7-Fig. 128) retaining bearing (6) in housing, then bump shaft and bearing rearward out of housing. Bearing can be removed from shaft after removing smaller snap ring (5).

Clean, inspect and renew any components that are damaged or worn excessively. Renew seals (1 and 9) and "0" ring (4). The manufacturer recommends

44

Fig. 129—Expioded view of transmission input shaft and drive gears.

1. Transmission input 4. High input gear shaft 5. Low input gear 2. Thrust washer 6. Thrust washer 3. Snap ring 7. Needle bearing

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

20.

21.

22.

23.

24.

J4.

25.

1st gear Shift collar Shift hub Thrust bearing Reverse gear Thrust washer Sleeve 3rd gear Synchronizer ring Shift collar Shift hub Detent Spring guide Spring Synchronizer ring 2nd gear Sleeve Thrust washer Bearing Snap ring anap Mainshaft

12

Paragraphs 135-137

MODELS MF670-MF690-MF698 and input shaft housing and pto input shaft as outlined in paragraph 133, Withdraw transmission input shaft (1-Fig. 129) from front of transmission housing. Then, extract drive gears (4 and 5) and thrust washer (6) through top opening in transmission housing.

Clean, inspect and renew any components that are damaged or worn excessively. Check condition of needle bearing (7) located in main shaft and bearing contact surface on input shaft.

Reassembly is the reverse of disassembly procedure, MAiNSHAFT All Models 135, To remove mainshaft (25-Eig. 130) and related components, first remove transmission input shaft and gears as outlined in paragraph 134, shift forks and rails as outlined in paragraph 132 and epicyclic unit as outlined in paragraph 139.

Before continuing disassembly, measure clearance between front bearing (2) and thrust washer (3) and record measurement to aid in reassembly.

Remove needle roller bearing (7-Fig. 129) from inside mainshaft (25-Fig. 130). Slide 1st and reverse shift collar (6) forward so it engages 1st gear (5). Set 2nd and 3rd shift collar (14) in neutral

position. Remove snap ring (1), then withdraw mainshaft from rear of transmission housing.

Using Eig. 130 as a guide, remove thrust washer (3), then remove 1st gear (5), shift collar (6) and hub (7) as an assembly. Remove thrust bearing (8), then remove reverse gear (9), thrust washer (10), 3rd gear (12) and synchromesh shift components (13 through 19) as an assembly. Remove 2nd gear (2()) and thrust washer (22). Remove front bearing (2) from transmission housing and rear bearing (23) from mainshaft if required.

Clean, inspect and renew any components that are damaged or worn excessively. Place synchronizer rings (13 and 19) on their respective gears (12 and 20), Make sure each ring is seated square on tapered portion of gear. Measure clearance between ring and gear at several positions around gear using a feeler gage. Synchronizer rings should be renewed if clearance is less than 0,8 mm (0,030 inch). When assembling synchromesh shift components (14 through 18), centralization holes in shift collar (14) and hub (15) must be aligned.

Reassemble and install mainshaft by reversing removal procedure. Then, using a feeler gage, check clearance between front bearing (2) and thrust washer (3), Clearance should be 0.080,30 mm (0,003-0.012 inch) and is ad-

11 Fig, 131â&#x20AC;&#x201D;Exploded view of pto and transmission countershaft assemblies, 1. 2wd cover plate 2. 4wd cover plate 3. "O" ring 4. Gasket 5. Snap ring 6. Washer 7. Snap ring 8. Bearing 9. Bearing housing 10. Gasket 11. Snap ring 12. Pto driven gear 13. Pto countershaft 14. Snap ring 15. Thrust washer 16. High (speedshift) gear 17. Snap ring 18. Synchronizer ring 19. Shift collar 20. Shift hub 21. Detent 22. Spring guide 23. Spring 24. Synchronizer ring 25. Low (speedshift) gear 26. Thrust washer 27. Bearing 28. Countershaft 29. Needle bearing 30. Snap ring 31. 3rd gear 32. 2nd gear 33. Bearing 34. Snap ring

justed by thrust washer (3), Thrust washer is available in varying thicknesses ranging from 4.19-4,41 mm (0,1630,165 inch) to 7,03-7,08 mm (0,2770.279 inch). Install thrust washer with shoulder towards bearing (2).

I

NOTE: The required 0.080.03 mm (0.003-0.012 Inch) clearance between front bearing (2) and (hrust washer (3) should be checked each time transmission Is disassembled.

PTO COUNTERSHAFT ASSEMBLY All Models 136, To remove pto countershaft assembly (1 through 13-Fig, 131), first remove transmission assembly as outlined in paragraph 131 and transmission input shaft as outlined in paragraph 133.

Remove front cover plate (1 on twowheel drive models or 2 on four-wheel drive models) and "0" ring (3). Then remove snap ring (5) and washer (6) from end of pto countershaft. Use jack screws in the two threaded holes in bearing housing (9) to pull housing and bearing (8) from transmission housing. Withdraw pto countershaft (13) from rear of transmission, then lift pto driven gear (12) out through top of housing. Be careful not to damage rear pto countershaft bearing (29) when removing shaft.

When assembling, make sure pto driven gear locating snap ring (11) is installed in gear (12) inner bore and gear hub is towards front. Front of pto countershaft has a threaded bore to be used with tool 3089 or equivalent to simultaneously pull front bearing (8) onto pto countershaft and bearing housing (9) into transmission housing. Install remaining components, then apply a non-hardening sealer to cap screw threads and tighten to 60 N-m (45 ft,-lbs,) torque. Complete assembly by reversing disassembly procedure, COUNTERSHAFT All Models 137, To remove countershaft and related components (14 through 3 4 Fig. 131), first remove mainshaft as outlined in paragraph 135 and pto countershaft in paragraph 136, Remove snap rings (14 and 34) from front and rear of countershaft (28), then bump shaft forward and remove rear bearing (33), Unseat snap ring (30) from groove in countershaft and position ring forward on unsplined section of countershaft between integral 1st gear and splines. Bump countershaft rearward back to its original position, then withdraw thrust washer (15) and high

45

MASSEY-FERGUSON

Paragraphs 138-139 speed (speed-shift) gear (16). Remove snap ring (17), remaining synchromesh (speedshift) components (18 through 25) and thrust washer (26), Slide countershaft forward and remove 2nd and 3rd gears (32 and 31) from rear of shaft.

Withdraw shaft through front of housing. Press bearing (27) from countershaft if required.

Clean, inspect and renew any components that are damaged or worn excessively. Place synchronizer rings (18 and 24) on their respective gears (16 and 25). Make sure each ring is seated square on tapered portion of gear. Measure clearance between ring and gear at several positions around gear using a feeler gage. Synchronizer rings should be renewed if clearance is less than 0.8 mm (0,030 inch). When assembling synchromesh shift components (19 through 23), centralization holes in shift collar (19) and hub (20) must be aligned. Pto countershaft bearing (29) should be installed in bore at rear of shaft, snap ring (30) should be around unsplined section of countershaft (28) and front bearing should be on shaft before installing countershaft in housing. Thrust washers (15 and 26) should be installed with shouldered side away from gears (16 and 25). Remainder of reassembly is the reverse of disassembly.

REVERSE IDLER ASSEMBLY All Models 138. The reverse idler assembly (Fig. 132) can be removed from transmission housing after removing mainshaft as outlined in paragraph 135.

The reverse idler gear shaft (6) is retained in housing bore by clip (7) and cap screw (9). The cluster gear (5) is supported by two rows of loose needle bearing rollers which use the shaft and gear as inner and outer races. Each row contains 28 needle rollers. Removal and installation is facilitated by using tool 0224 or a piece of 55x25 mm (2-3/16 x 1 inch) bar stock to retain the loose needle rollers inside the gear. Remove shaft retaining clip (7) and push tool through front boss and into gear, displacing reverse idler shaft (6). Withdraw reverse idler gear (5), thrust washer (1), roller retainers (2), needle rollers (3) and spacer (4) as an assembly.

Assemble by reversing removal procedure.

EPICYCLIC UNIT All Models 139. All models are equipped with a two-speed (high/low range) epicyclic unit mounted on rear of transmission housing. Access to epicyclic unit may be ob-

46

Fig. 132â&#x20AC;&#x201D;Exploded view of reverse idier assembiy.

1. Thrust washer 2. Roller retainers 3. Bearing rollers 4. Spacer 5. Reverse idler 6. Shaft 7. Shaft clip 8. Tab washer 9. Cap screw

tained after splitting tractor at center housing and moving engine and transmission assembly forward. To split the tractor, follow procedures outlined in TRANSMISSION REMOVAL section paragraph 131 except for separation of engine from transmission so engine and transmission are withdraw as a unit.

Remove high/low shift fork (6-Fig. 125) and shift coupler (16-Fig. 133) from rear of transmission. Unbolt and withdraw rear cover (15), rear thrust washer (12) and planetary carrier assembly (4 through 11). Carefully pry planetary ring gear (14) and dowels (13)

Fig. 133â&#x20AC;&#x201D;Exploded view of splcycUc (high/iow range)

unit 1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

16.

Shim Front cover Belleville spring Snap ring Front thrust washer Pinion shaft Planetary carrier Thrust washers Pinion gear Needle bearings Spacer Rear thrust washer Guide dowel Ring gear Rear cover Shift coupler

from transmission housing using two suitable levers. Remove Belleville spring (8), front cover (2) and shim (1).

Planet pinion shafts (6) are a tight press fit in carrier (7) and are retained by a snap ring (4) which fits in notched end on all three shafts plus a retaining groove in carrier hub. To disassemble carrier, remove snap ring (4), then use a suitable press to remove pinion shafts.

Slide pinion gears (9) together with thrust washers (8), loose needle bearings (10) and spacer washer (11), out of carrier. There are 32 needle bearings (10) per pinion gear.

MODELS MF670-MF690-MF698 Assemble and install unit as follows: Apply a light coat of petroleum jelly to pinion gear components (8, 9, 10 and 11) to retain their position during assembly.

Position carrier (7) in a press with hub side down and install assembled pinion gear components. Then press pinion shaft (6) into carrier until flush. Notch in shaft end for snap ring (4) should be towards center. Assemble two remaining pinions in the same manner. Install snap ring (4) with open end located between pinion shafts. Position Belleville spring (3) in ring gear (14) with concave side towards ring gear. Place front cover plate (2) on ring gear with oil grooves toward gear and slot in center bore towards top when assembled to transmission housing. Install shim (1)

Paragraphs 140-141

with slot on shim and cover plate aligned, then install ring gear assembly onto rear of transmission housing. Be sure guide dowels fully seat in housing.

Use a light coat of petroleum jelly to hold thrust washers (5 and 12) to carrier (7) making sure tangs on washers engage notches in carrier. Insert carrier assembly into ring gear being careful not to dislodge front thrust washer (5).

Install rear cover plate (15) with oil grooves toward ring gear and plate cutaway section positioned over lower left mounting bolt hole. Install lower left mounting bolt without a lock washer and three remaining bolts with lock washers, then tighten all four bolts to 47 N* m (35 ft,-lbs,) torque. Complete assembly by reversing removal procedure.

MAIN DRIVE BEVEL GEARS AND DIFFERENTIAL The rear axle center housing contains the main drive bevel gears and differential. A mechanically actuated, jaw-type differential lock is standard equipment.

DIFFERENTIAL AND BEVEL RING GEAR All Models 140. REMOVE AND REINSTALL. The differential and bevel ring gear can be removed after removing complete 1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

19.

20.

21.

22.

23.

24.

25.

26.

27.

28.

29.

30.

31.

32.

33.

34.

35.

36.

37.

38.

39.

40.

41.

42.

43.

Clevis Boot Locknut "0" ring Snap ring Washer Spring Shaft "O" ring Right carrier plate Countersunk screw Roll pin Shift fork Coupler half Spacer shield Bearing cup Bearing cone Bolt Coupler half Differential case half Thrust washer Side gear Differential cross Pinion gear Thrust washer Side gear Thrust washer Rivet Bevel ring gear Differential cast- half Bearing cup Bearing vonv "0" ring Countersunk screw Left carrier plate "0" ring Snap ring Pilot hearing Bevel pinion gear Bearing cone Bearing cup Dowel pin Bearing carrier

left final drive unit as outlined in paragraph 146.

To reinstall differential and bevel gear, reverse removal procedure. If assembly was overhauled as outlined in paragraph 141 and major components renewed, carrier bearing preload should be checked and adjusted after reinstallation. Carrier bearing preload should be 0.25-0,50 mm (0.010-0.020 inch) tight and is adjusted by varying thickness of spacer shield (15-Fig, 135)." Spacer shield is available in thicknesses of 0,76,

0.89, 1,01, 1.14, 1.30 and 1.40 mm (0.030, 0.035, 0.040, 0.045, 0,050 and 0,055 inch).

The manufacturer recommends using special tool 2080 (Fig. 136) to check bearing preload. To install tool, first remove complete right fmal drive assembly as outlined in paragraph 146, then remove bearing cup (16-Fig, 135) from right carrier plate (10) and insert cup into tool. With tool installed on center housing as shown in Fig, 136, tighten loading screw (L) to 27 N*m (20 ft,-lbs,) while rotating differential to centralize bearings and simulate recommended bearing preload. Place a straight edge across gage spools (G), then using a 'feeler gage, measure clearance between loading screw and straightedge. The measured clearance is equal to the required spacer shield thickness for correct bearing preload.

Insert appropriate spacer shield (15-Fig. 135) in carrier plate as shown in Fig. 137, Remainder of reassembly is reverse of disassembly procedure.

141. OVERHAUL. To overhaul the removed differential and bevel ring gear assembly, first scribe alignment marks on major components to aid in reassembly. Remove the eight through-bolts (18-Fig. 135), then lift off differential lock coupler (19) and differential case half (20) with thrust washer (21) and side gear (22). Withdraw differential cross (23), pinion gears (24), thrust washers (25), side gear (26) and thrust washer (27),

12

15 Fig, 135â&#x20AC;&#x201D;Expioded view of main drive bevei gears, differentiai and differentiai lock, 44.

45.

46.

47.

Bolt Bearing cup Bearing cone Thrust washer

48.

49.

50.

51.

Bearing sleeve Key Adjusting nut Lock pins

52.

53.

54.

55.

Pto reduction gears Needle roller l^arings Thrust washer Snap ring

47

MASSEY-FERGUSON

Paragraphs 142-144 The main drive bevel ring gear is secured to differential case half (30) with rivets. To remove rivets, center punch each rivet then use a 13 mm (V2-inch) drill bit to drill out each rivet head. Use a suitable punch to drive out rivet shank.

Clean, inspect and renew any components that are worn excessively or damaged. If either the side gears (22 and 26) or pinion gears (24) require renewal, side and pinion gears should be renewed as a set. If either side gear (22 or 26) or any one of the four pinion gears (24) requires renewal, it is advisable to renew all six differential gears simultaneously.

When installing ring gear, make sure ring gear and differential case mating surfaces are absolutely clean and free from nicks and burrs. A special epoxy bonding kit should be supplied with the bevel gear set to secure bevel ring gear to differential case half in addition to ring gear fasteners. Be sure to follow kit instructions and cure epoxy as described for correct time at specified temperature. The fasteners should be installed immediately after assembling the ring gear and differential case half. Insert bolts so bolt heads are against ring gear, then apply two drops of Loctite Stud-NBearing Mount or equivalent to bolt threads. Install and evenly tighten nuts to 160 N-m (120 ft,-lbs,). Install differential components by reversing removal procedure and tighten differential case through-bolts to 108 N-m (80 ft.-lbs.), BEVEL PINION All Models 142. R&R AND OVERHAUL. The main drive bevel pinion is available only in a matched set with bevel ring gear. To remove bevel pinion, first remove pto clutch, control valve and brake assembly as outlined in paragraph 160. Remove snap ring (55-Fig, 135). Withdraw thrust washer (54), pto compound reduction gear (52) and needle roller bearings (53), Withdraw 540 rpm pto shaft driven gear from center housing, then remove bearing carrier retaining cap screws (44). Thread two of the removed cap screws into two threaded holes in bearing carrier (43) to pull bevel pinion assembly from center housing.

To disassemble unit, clamp pinion adjusting nut (50) in a protected vise as shown in Fig, 138 and using a suitable chisel, split nut at two positions (S) over shaft splines and 90° fronn lock pins (51).

Withdraw bearing sleeve (48-Fig. 135) with key (49), thrust washer (47) and bearing cone (46). Lift off bearing carrier (43) with bearing cups (41 and 45).

Pilot bearing (38) can be removed after removing snap ring (37). Bearing cups

48

Fig. 136Sp9Ciai tools are required for checking differentiai carrier bearing preload. With tods instaiied, place

straightedge across

gage spools (G) and measure ciearance at ioading screw (L) to determine correct bearing preioad. Refer to text

(41 and 45) in carrier (43) are available individually but new bearing carrier contains both cups and locating dowel (42), When assembling bevel pinion, tighten adjusting nut (50) to obtain a rolling torque of 2.26 N'm (20 in.-lbs.) for pinion shaft bearings. Ensure rolling torque adjustment is correct, then secure adjusting nut (50) in position by driving lock pin (51) along each side of a shaft spline as shown in Fig. 138, Lock pins must be fiush with nut when installed.

Reinstall bevel pinion assembly by reversing removal procedure making sure dowel pin (42 - Fig. 135) aligns with corresponding bore in center housing.

Tighten bearing carrier cap screws (44) to 108 N-m (80 ft.-lbs.) torque.

Fig. 137—View showing correct instaiiation of spacer shieid (15).

DIFFERENTIAL LOCK All Models 143, OPERATION. The mechanically actuated differential lock assembly is standard equipment. If wheel slippage occurs at either rear wheel, depressing differential lock pedal will force the axle half of coupler (14-Fig. 135) inward to contact differential case half of coupler (19). When coupler dogs engage, differential case and right axle are locked together causing both drive wheels to rotate as a unit. Differential lock should only be used when increased traction is required, 144. ADJUSTMENT. To check and adjust differential lock linkage, release

51

Fig. 138—Drawing of bevei pinion adjusting nut (50) damped in a vise showing spiitting points (S) for nut removai and in relationship to lock pins (51).

Paragraphs 145-146

MODELS MF670-MF690-MF698 lock actuating pedal in cab and ensure pedal is raised to fullest extent. Measure distance between right axle housing surface and inside of lock clevis (1-Fig, 139) as shown at (A), Distance should be 31 mm (lV4-inch) and is adjusted by loosening locknut (S) and rotating clevis (1) as required. Depress and latch actuating pedal in engaged position and check clearance between trunnion (T) and end of elongated hole in yoke (Y) as shown at (B). Distance should be 2 mm (3/32-inch) and is adjusted by removing pin (P) and rotating yoke assembly as required.

145. R&R AND OVERHAUL. To remove differential lock actuating mechanism, first remove right final drive assembly as outlined in paragraph 146. Position removed assembly vertically on wheel hub. Drive out fork retaining pin (12-Fig. 135), then remove two countersunk carrier plate retaining screws (11) and lift off carrier plate (10) from axle housing. Remove fork (13) and coupler (14) from carrier plate. Remaining coniponents (1 through 8) may be removed from axle housing after loosening locknut (3) and unscrewing clevis (1).

To remove differential case coupler (19), first remove bearing cone (17) using a suitable puller. Remove eight through-bolts (18) and lift off coupler, NOTE: Through-bolts (18) also hold differential case halves (20 and 30) together; be careful not to dislodge differential

case half (20) whiie cap screws are removed. When instailing, tighten through-boits (18) to 108 N-m (80 ft.-ibs.) torque.

Clean, inspect and renew any components that are damaged or worn excessively. Renew all "0" rings prior to reassembly.

Reassembly is the reverse of disassembly while noting the following: When installing carrier plate (10) to axle housing coat "0" ring (9) with petroleum jelly and insert "0" ring into recess in axle housing. Place carrier plate on axle housing, then install countersunk screws (11), Center punch mark outer perimeter of screw heads to retain them in position.

After installing right final drive unit, adjust differential lock linkage and actuating mechanism as outlined in paragraph 144,

REAR AXLE AND FINAL DRIVE All models use a planetary, final drive reduction unit located in outer end of axle housing. Two types of final drive planetary assemblies have been used and are referred to as normal duty and heavy duty. Identification and service procedures for both types of planetary assemblies are outlined in WHEEL AXLE AND PLANETARY ASSEMBLY section.

FINAL DRIVE AND AXLE ASSEMBLY All Models 146, REMOVE AND REINSTALL. To remove either final drive unit as an assembly, first drain transmission and hydraulic system fluid. Suitably support rear of tractor ^nd remove rear wheel.

Disconnect brake line to slave cylinder at fitting on flexible hose and hand brake pull rod. Remove nuts and bolts that retain rear cab support on axle housing top side and lift linkage stabilizer bracket on bottom side.

Detach check chain, lift rod at hydraulic lift arm knuckle and lower link at axle housing. If right axle is being removed, disconnect differential lock linkage.

Place a rolling floor jack under axle housing, then unbolt and withdraw complete final drive assembly from center housing.

Install by reversing removal procedure while noting the following: Renew "0" ring between carrier plate and center housing. Apply Loctite StudN-Bearing Mount or equivalent to cab support and lift linkage stabilizer bracket retaining bolt threads and tighten to 230 N-m (170 ft,-lbs,) torque.

Bleed and adjust brake system as outlined in paragraphs 151 and 152, WHEEL AXLE AND PLANETARY ASSEMBLY Normal duty and heavy duty final drive planetaries are used and can be externally identified prior to disassembly by observing the position of planetary to axle housing retaining bolts relative to planetary fluid filler plug. On normal duty units, retaining bolts (B-Fig, 140) will be located to either side of filler plug (F), On heavy duty units, one of the retaining bolts (B - Fig, 141) will be directly in line with filler plug (F), Removal and installation procedures for normal duty and heavy duty planetary assem-

DISENGAGED

ENGAGED

Fig. 139â&#x20AC;&#x201D;With differentiai iock disengaged, distance measured at (A) between Inside of iock clevisFig, 140â&#x20AC;&#x201D;Normal duty rear axle and planetary assembly wiii have planetary retaining bolts (B) (1)and axie housing shouid be 32 mm (1V4 inches). PuH back boot (2), loosen nut (3) and turn clevis (1) to adjust. With iock engaged, distance measured at (B) between trunion (T) and end of opening inlocated to either side of fiiier plug (F). Planetary drain plug is shown at (D). yoke (Y) shouid be 2 mm (3/32 inch). Remove pin (P) and turn yoke (Y) to adjust. Refer to text.

49

MASSEY-FERGUSON

Paragraphs 147-148 blies are the same, while overhaul procedures differ as described in the appropriate following paragraphs.

All Models 147. REMOVE AND REINSTALL. To remove wheel axle and planetary assembly, suitable support tractor and drain final drive planetary housing.

Remove wheel and tire assembly. Scribe alignment marks across drive cover (6-Fig. 142 or Fig. 144), ring gear (20) and axle housing to aid in reassembly.

An additional mark should be scribed across driver cover (6) and ring gear (20) only to ensure correct directional installation of ring gear. Remove throughbolts and withdraw the assembly being careful not to withdraw drive axle (22), To reinstall, reverse removal procedure. Tighten wheel axle and planetary assembly bolts to 75 N-m (55 ft.-lbs.) torque and fill planetary units to level of fill plug with Massey Ferguson M-1127 lubricant. However, if unit is overhauled as outlined in paragraph 148 or 149, planetary carrier bearing preload should be checked and adjusted before installation of assembly as follows: Planetary carrier bearing preload should be 0.051-0.305 mm (0.002-0.012 inch) and is adjusted by shims (25) located between bearing cup (24) and shoulder of axle housing. Shims are available in thicknesses of 0,127, 0,254 and 0,381 mm (0.005, 0,010 and 0.015 inch).

To check the adjustment, first lock the brake to keep brake components aligned and withdraw drive axle (22). Using a suitable puller remove bearing cup (24) and add approximately 0,762 mm (0.030 inch) thickness of shims to existing shim pack (25). Reinstall bearing cup and install assembled wheel axle and planetary unit, omitting drive axle (22) and gasket (21). Install three equally spaced fiange cap screws and tighten finger tight. Bump outer end of wheel

Fig. 142—Expioded view of normal duty wheei axie and planetary assembly.

1. Wheel axle 2.Dust shield 3.Wheel stud 4.Seal S.Plug 6.Drive cover 7.Gasket 8.Bearing cup 9.Bearing cone lO.Thrust washer halves 11.Planetary carrier I2.R0II pin 13.Pinion shaft 14.Small thrust washer 14A.Large thrust washer 15.Needle rollers 16.Spacer washer 17.Pinion gear 18.Sun gear 19.Bushing 20.Ring gear 21.Gasket 22.Drive axle 23.Bearing cone 24.Bearing cup 25.Shim

25 23 22

14 14A

axle (1) sharply to make sure bearings are seated. Equalize gap between axle housing and ring gear (20) by tightening the three installed cap screws as required, then measure gap in three places next to installed cap screws and record measurement. Remove wheel axle and planetary assembly and bearing cup (24), then remove shims equal in thickness to measured gap plus 0,254 mm (0.010 inch) to establish desired preload.

148. OVERHAUL NORMAL DUTY WHEEL AXLE AND PLANETARY ASSEMBLY. Some models may be equipped with the normal duty wheel axle and planetary assembly shown in Fig. 142. To overhaul normal duty units, first remove wheel axle and planetary assembly as outlined in paragraph 147, then lift off ring gear (20). Drive out pinion shaft retaining pins (12). Screw a %-inch cap screw into threaded end of pinion shaft (13) and pull shafts from carrier. Carefully withdraw three pinion gears (17) with thrust washers (14 and 14A), loose needle rollers (15) and spacer washers (16).

remove bushing. Using special tools 0140 and 0199, remove planetary carrier from wheel axle splines. Remove thrust washer halves (10) then press wheel axle (1) out of drive cover (6).

Clean, inspect and renew any components that are damaged or worn excessively. Petroleum jelly should be used instead of grease to lubricate and retain components in position during reassembly.

Dust shield (2) is retained to wheel axle (1) by wheel studs and should not be removed unless renewal is necessary.

Apply a suitable gasket sealer to outer perimeter of wheel axle seal (4), then install seal in drive cover (6) with metal side outward and protruding 2 mm

NOTE: Each planetary pinion gear contains two rows of ioose needie roiiers (15) having 29 roiiers in each row separated by a washer (16).

Fig, 141—Heavy duty rear axie and pianetary assembiy wiii have one planetary retaining boit (B) in tine with filler piug (F). Pianetary drain piug is shown at (D). Refer to text.

50

Slide sun gear (18) out through a large opening in planetary carrier (11). Drive bushing (19) into planetary carrier, then

Fig. 143—Wheei axle end piay on normal duty units is controiied by thrust washer halves (10).

Refer to text for end piay specifications and adjustment procedure.

MODELS MF670-MF690 MF698 (0,080 inch) above fiush with cover bore, dJoat seal lip and fill cavity between seal and bearing cup (8) with petroleum jelly.

Assemble wheel axle (1), drive cover (6) and bearing (8 and 9), pressing bearing cone (9) on shaft until fully seated.

Install thrust washer halves (10) and measure clearance, if measurable, between thrust washer halves and edge of shaft groove using a feeler gage as shown in Fig, 143. Desired clearance is 0.000-0,025 mm (0.000-0.001 inch) and is adjusted by varying the thickness of thrust washer halves. Thrust washer halves are availalbe in thicknesses of 5,84-5.89 mm (0,230-0,232 inch); 5.90-5.94 mm (0.2321-0.2340 inch); 5.95-5.99 mm (0.2341-0.2360 inch) and 6.00-6.04 mm (0.2361-0.2380 inch).

Make sure thrust washer halves are fully seated in shaft groove, then press planetary carrier (11) on wheel axle shaft until it bottoms.

Bushing (19) is presized and should not require machining after installation.

Install bushing fiush with chamfered edge in planetary carrier bore. Install sun gear (18) and assembled pinion gears (17) in carrier. Large pinion gear thrust washers (14A) are installed in sun gear removal and installation opening.

Insert pinion shafts (13) in carrier aligning shaft retaining pin holes with corresponding holes in carrier, then install roll pins (12).

Paragraphs 149-151

Install wheel axle and planetary assembly and adjust planetary carrier bearing preload as outlined in paragraph 147, 149. OVERHAUL HEAVY DUTY WHEEL AXLE AND PLANETARY ASSEMBLY. Some models may be equipped with the heavy duty wheel axle and planetary assembly shown in Fig. 144. To overhaul heavy duty units, first remove wheel axle and planetary assembly as outlined in paragraph 147, then lift off ring gear (20). Remove lock wire, retainer plate cap screws and pinion shaft retainer plates (12). Pull pinion shafts (13) from planetary carrier (11).

Carefully withdraw three pinion gears (17) with thrust washers (14), loose needle rollers (15) and spacer washers (16).

Clean, inspect and renew any components that are damaged or worn excessively. Petroleum jelly should be used instead of grease to lubricate and retain components in position during reassembly.

Dust shield (2) is retained to wheel axle (1) by wheel studs and should not be removed unless renewal is necessary.

Apply a suitable gasket sealer to outer perimeter of wheel axle seal (4), then install seal in drive cover (6) with metal side outward and fiush with cover bore.

Coat seal lip and fill cavity between seal and bearing cup (8) with petroleum jelly.

Assemble wheel axle (1), drive cover (6) and bearing (8 and 9), pressing bearing cone (9) on shaft splines only far enough to allow installation of snap ring (10).

After snap ring is installed, press on end of axle shaft until bearing is firmly NOTE: Each pianetary pinion gear (17) seated against snap ring. Make sure contains two rows of loose needle rollers snap ring is fully seated in shaft groove, (15) having 22 roilers in each row then press planetary carrier (11) on separated by a washer (18). wheel axle shaft until it bottoms. Install sun gear (18) and assembled pinion Slide sun gear (18) out through one of gears (17) in carrier. Insert pinion shafts the pinion gear openings in carrier. Us- (13) and secure retainer plates (12). ing special tools 0140 and 0199, remove Tighten retainer plate cap screws to 45 planetary carrier from wheel axle N*m (35 ft.-lbs.) torque and install lock splines. Remove snap ring (10) from wire through cap screw heads. groove in axle shaft, then using a Install axle and planetary assembly suitable press, remove wheel axle (1) and adjust planetary carrier bearing from drive cover (6) and bearing cone preload as outlined in paragraph 147.

(9).

DRIVE AXLE All Models

21 26

25

24

23 22

Fig. 144â&#x20AC;&#x201D;Exploded view of heavy duty wheel axle and planetary assembiy used on some modeis, 1.Wheel axle 2.Dust shield 3.Wheel stud 4. Seal 5. Plug 6.Drive cover

20

11

7.Gasket 8.Bearing cup 9.Bearing cone 10.Snap ring 11.Planetary carrier 12.Retainer plate 18 Pinion shaft 14.Thrust washer 15.Needle rollers 16.Spacer washer 17.Pinion gear 18.Sun gear 20.Ring gear 21.Gasket 22.Drive axk23.Bearing cone 24.Bearing cup 25.Shim 26. Seal

150, REMOVE AND REINSTALL. Drive axle (22-Fig, 142 or Fig. 144) can be withdrawn after removing wheel axle and planetary assembly as outlined in paragraph 147 and locking brake to keep brake components properly aligned.

On models equipped with heavy duty final drive planetary assemblies (Fig, 144), an outer axle shaft seal (26) is installed in axle housing. Refer to WHEEL AXLE AND PLANETARY ASSEMBLY section for planetary identification procedure. Seal (26) is accessible after drive axle shaft removal. When renewing seal, app>ly a thin coat of gasket sealer to seal bore in axle housing, then install seal with seal lip outward. Lubricate seal lip with petroleum jelly before inserting axle shaft.

Seal is absent on models equipped with normal duty planetary assemblies,

BRAKES ADJUSTMENT All Models 151. Normal brake pedal free play is 63.5 mm (2V2 inches) measured at pedal

51

MASSEY-FERGUSON

Paragraphs 152-156 pad. To adjust, rotate adjusting nuts (8-Fig. 145 or Fig. 146) until correct pedal travel is obtained. Equalize adjustment so free travel between left and right brake pedals does not vary more than 3.17 mm (Vs-inch).

FLUID AND BLEEDING All Models 152. Both brake master cylinders use a common brake fiuid reservoir. Recommended hydraulic brake fiuid is M-1123 or equivalent.

Whenever servicing brake nnaster cylinders or slave cylinders, or if hydraulic brake system has been drained, refill with proper fluid, then bleed brakes as follows: Operate brake pedals individually while bleeding brake system. With the aid of an assistant, depress a brake pedal and open bleed screw (B-Fig. 145) on corresponding slave cylinder. Close bleed screw when pedal is fully depressed, then release brake pedal. Repeat procedure, periodically checking reservoir fluid level, until all air is removed from brake systems.

Follow previously described procedure to bleed remaining brake system.

MASTER CYLINDERS All Models 153. R&R AND OVERHAUL. To remove both brake master cylinders, first remove lower switch panel in cab, then remove pins securing master cylinder plungers to brake pedal levers.

Remove stop light switch actuator bracket from left master cylinder plunger. Disconnect brake supply line from each master cylinder and carefully pry the fluid reservoir out of grommets.

Unbolt and remove master cylinders.

Remove adjusting nuts (8 - Fig. 146) and conical spacer (9) from brake rod (16), Then remove actuating lever (11) and slave cylinder (17) from housing (14), Unbolt and remove actuator housing (14) from axle housing (20). On right side final drive assembly, remove differential lock fork and coupler (paragraph 145), then on either final drive assembly, remove differential carrier plate set screws and lift off carrier plate.

SLAVE CYLINDERS Brake discs (1), intermediate plates (2) and actuator (5, 6 and 7) can be removed at this time. The alternating friction All Models discs (1) and intermediate plates (2) 154. R&R AND OVERHAUL. To should be maintained in their original •remove either slave cylinder (17-Fig. order of removal to aid in reassembly. If 146), remove adjusting nuts (8) and con- disassembly of actuator is required, ical spacer (9). Disconnect hand brake unhook springs (7) and separate plates linkage from bottom of bracket (10). De* (5). Examine actuating balls (6) and tach return spring (18) and raise ac- ramps for wear, pitting or other damage tuating lever (11). Disconnect and plug and renew as required. Friction discs brake fiuid supply line at slave cylinder, should be renewed when the original 3.0 then unbolt and withdraw slave mm (0.12 inch) deep grooves in disc contact surface begin to wear smooth. cylinder.

Disassemble slave cylinder noting Check intermediate plates (2) for warlocation and direction of components. page and scoring. Plates should be Clean, inspect and renew any com- renewed when contact surface wear on ponents that are damaged or worn ex- each plate face exceeds 0.13 mm (0.005 cessively. During reassembly, lubricate inch). components with recommended brake During reassembly, actuator unit (5, 6 fiuid. Reassembly is the reverse of and 7) and each friction disc (1) and indisassembly. termediate plate (2) must be immersed Bleed and adjust brakes as outlined in in clean transmission fiuid prior to inserparagraphs 151 and 152. tion in axle housing.

The remainder of reassembly is the DISC BRAKE ASSEMBLY reverse of disassembly procedure.

Disassemble plunger assembly noting location and direction of components.

Clean, inspect and renew any components that are damaged or worn excessively. During reassembly, lubricate components with recommended brake fiuid. Reassembly is the reverse of disassembly.

Bleed and adjust brakes as outlined in paragraphs 151 and 152.

All Models 155. R&R AND OVERHAUL. To remove either disc brake assembly, first remove complete final drive and axle assembly as outlined in paragraph 146.

PARKING BRAKE All Models 156. All Models are equipped with a hand operated, ratchet type parking

Fig. 146—Expioded view of left side disc brake assembiy and associated components.

Fig. 145—Brake pedai height adjustment is accomplished by rotating adjusting nuts (8) on brake actuator puii rods iocated at rear axie housing. A brake bleed screw (B) is located on each siave cyiinder.

52

1.Friction discs 2.Intermediate plates 3. Reaction pin 4.Pin 5.Actuator plates 6.Steel ball 7.Spring 8.Adjusting nuts 9.Concial spacer 10.Hand brake bracket 11.Actuating lever 12.Pin 13.Boot 14.Actuator housing lS.Gasket 16.Brake rod 17.Slave cylinder lB.Spring 19.Spring bracket 20.Left axle housing

20

MODELS MF670-MF690-MF698 brake. Operating brake lever pulls a vertical rod which rotates a cross shaft mounted underneath center housing.

The cross shaft simultaneously pulls two horizontal links attached directly to brake actuating levers on axle housings.

Adjustment of parking brake should not

Paragraphs 160-161

be required. However, if parking brake is disassembled for repair or renewal of individual components, upon reassembly ensure both horizontal links to brake actuating levers are adjusted equally and sufficient free play exists when brake is disengaged.

POWER TAKE-OFF All models are equipped with an independent power take-off which is driven by a flywheel mounted "SplitTorque" clutch and controlled by a hydraulically actuated multiple-disc clutch located in rear axle center housing. A reduction idler gear carried by main drive bevel gear shaft permits twospeed (540 and 1000 rpm) capability of output shaft, Pto shaft speed is altered by changing the pto output shaft,

Reinstall by reversing removal procedure.

161. OVERHAUL PTO CLUTCH. To disassemble the removed pto clutch unit, first remove snap ring (20-Fig, 150) and thrust washer (19), then carefully slide control valve and brake assembly off clutch housing (15), Slightly compress retainer plate and gear (2), and remove snap ring (1). Withdraw retainer plate and gear (2), thrust washer (3), drive hub (4), shims (5), seven separator springs (6) seven friction discs (7) and seven clutch plates (8), The alternating separator springs (6), friction discs (7) and clutch plates (8) should be maintained in their original order of removal to aid in reassembly. Invert clutch housing and tap out piston (14) simultaneoulsy removing piston front plate (9), Belleville spring (10) and spacer (11), Remove check valve (16) if required, (5lean, inspect and renew any com-

PTO CLUTCH, VALVE AND BRAKE ASSEMBLY All Models 160. REMOVE AND REINSTALL. To remove pto clutch, valve, and brake assembly, first withdraw pto output shaft. Remove main and auxiliary hydraulic pumps as outlined in paragraph 175, Separate pto clutch, valve, and brake assembly from hydraulic pumps.

K

22

y:

23

2 6 _ 1 ^ " 27—1 2 8 ^

D , , 3.3 21 00

3^^N^'

3 1 ^

12

4 'v U-

Fig, 150—Expioded view of pto dutch, vaive and brake assembiy.

1. Snap ring 2. Retainer plate & gear 3. Thrust washer 4. Drive hub 5. Shims 6. Separator springs (seven) 7. Friction disc (seven) 8. Clutch plate (seven) 9. Piston front plate 10. Belleville spring 11. Piston spacer 12. Seal ring 13. Seal ring 14. Piston 15. Clutch housing 16. Check valve 17. Seal rings 18. Valve housing 19. Thrust washer 20. Snap ring 21. Roll pin 22. Plunger 23. Snap ring 24. Spindle 25. Shim 26. Pin 27. Spring 28. Valve spool 29. Sleeve 30. "0" ring 31. Snap ring 32. Detent plug 33. Detent spring 34. Detent ball 35. Connector 36. "O" ring 37. Snap ring 38. Spring seat 39. Spring 40. Brake housing 41. "0" ring 42. Brake piston 43. Brake pad

ponents that are damaged or worn excessively. Renew seal rings (12, 13 and 17). Place separator springs (6) on a fiat surface. Springs should have a free height of 5,21 mm (0,205 inch) with waves within 0,51 mm (0,020 inch) of each other. Unloaded separator spring end gap should be 10,3-15.09 mm (0,4-0,6 inch) when installed in a 137,41 mm (5,41 inch) ring gage. Friction discs (7) should be renewed if scrolling on contact surface is worn smooth. Check clutch plates (8) for warpage using a fiat surface. Piston spacer (11) is available in two thicknesses according to type of pto used, single-speed or two-speed. Singlespeed pto uses a 2,5 mm (0.098 inch) thick spacer while two-speed pto uses a 3,0 mm (0.118 inch) thick spacer. If piston spacer requires renewal, check for correct spacer thickness before installation.

When assembling clutch components, install piston (14) into clutch housing (15) with smooth side towards control valve (18), Install piston spacer (11), then insert Belleville spring (10) with convex side towards spacer. Install piston front plate (8) with stepped side towards Belleville spring (10), Install drive hub (4), then insert an externally splined clutch plate (8) followed by an internally splined friction disc (7) and a separator spring (6), Repeat the procedure until remaining plates, discs and springs are installed. Push down on clutch components, then insert 4,0 mm (0,16 inch) diameter pins (P-Fig, 151) through bleed holes in clutch housing (15) to hold parts in place. Install shims (5-Fig, 150), thrust washer (3), retainer plate and gear (2) and snap ring (1), Remove pins from bleed holes. Place the assembled clutch in a suitable press, then slowly compress internal clutch components while observing pressure gage until 600N (135 lbs,) of force is achieved.

Measure clearance between inside of

Fig. 151—instali pins (P) through bleed holes in dutch housing (15) to retain dutch plates, discs and springs during reassembiy.

53

MASSEY-FERGUSON

Paragraphs 162-165 snap ring (1) and retainer plate and gear (2). Clearance should be 2,54 mm (0.10 inch) and is adjusted by varying thickness of shims (5). Shims are available in thickness of 0.5 mm (0.020 inch) and 0.76 mm (0.030 inch).

Assemble control valve and brake to clutch housing as outlined in paragraph 162. To reinstall pto clutch, valve and brake assembly, refer to paragraph 160.

Install brake unit and tighten cap screws to 6.8N-m (5 ft.-lbs,) torque. Make sure brake pad will pivot freely on shouldered cap screw. Refer to paragraph 160 to reinstall pto clutch, valve and brake assembly.

162. OVERHAUL PTO CONTROL VALVE. To overhaul pto control valve, first remove pto clutch, control valve and brake assembly as outlined in paragraph 160. Remove snap ring (20-Fig. 150) and thrust washer (19), then carefully slide control valve and brake assembly off clutch housing (15), Unbolt and remove pto brake unit (37 through 43). Remove detent plug (32), spring (33) and ball (34), Drive out roll pin (21), then withdraw plunger and spool assembly (22 through 28) from valve housing (18).

Release snap ring (23) from groove in spool (28) and remove pin (26) from spindle (24). Separate plunger and spool components. Remove snap ring (31) and withdraw sleeve (29).

Clean, inspect and renew any components that are damaged or worn excessively. If either valve housing (18) or plunger (22) require renewal, it will be necessary to renew the complete control valve assembly. Renew seal rings (17) and "0" rings (30 and 36), Reassemble control valve by reversing disassembly procedure while noting the following: make sure snap rings (23) and (31) are fully seated in their respective grooves. Tighten detent plug (32) to 47N-m (35 ft.-lbs.) torque. Install pto brake assembly to control valve as outlined in paragraph 163. Before assembling control valve and brake to clutch housing, check end gaps on seal rings (17), With seal rings installed on clutch housing, each ring should have an end gap of (),050-0.305 mm (0.002-0,012 inch). To reinstall pto clutch, valve and brake assembly, refer to paragraph 160.

164. R&R AND OVERHAUL. To remove pto output shaft, seal and rear bearing (1 through 11-Fig. 152), first remove snap ring (1) and withdraw pto output shaft (2). Drain center housing fiuid and remove pto shield. Detach lift links^e control beam from control beam bracket, then unbolt and remove control beam bracket and seal housing plate (3).

Withdraw seal retainer (4) using pto shaft cover. Remove seal (7) and metal shield (6) from retainer (4). Using a suitable puller, extract sieeve (9) with rear bearing (10). Remove snap ring (11), then press bearing off sleeve.

Renew "0" rings (5 and 8), shield (6) and seal (7). Install metal shield (6) with open side towards rear bearing (10), into seal retainer (4) until shield bottoms in bore. Install seal (7) with open side towards rear bearing, until fiush against shield (6), Insert sleeve (9) and bearing (10) with snap ring (11) towards front, until bearing outer race bottoms in bore.

Insert seal retainer (4) being careful not to damage seal (7), Opposing flat portions on retainer should be vertical when installed. Install remaining components by reversing removal procedure.

163. OVERHAUL PTO BRAKE. To overhaul pto brake unit (37 through 43-Fig. 150), first remove pto clutch, control valve and brake assembly as outlined in paragraph 160. Remove the two retaining cap screws and withdraw brake unit from valve housing (18), Remove snap ring (37) and separate brake components.

Clean, inspect and renew brake parts as required. Prior to reassembly, renew "0" rings (36 and 41) and special brake pad retaining cap screw and washer. If shouldered cap screw and washer are not available, Loctite Stud-N-BeaHng Mount must b^ applied to corresponding internal threads in valve housing (18).

54

OUTPUT SHAFT ASSEMBLY All Models

through 55-Fig. 152), first remove pto clutch, control valve and brake assembly as outlined in paragraph 160. Remove snap ring (55), then withdraw thrust washer (54), pto compound reduction gear (52) and needle roller bearings (53) from bevel pinion shaft. Refer to paragraph 142 if bearing sleeve (48-Fig, 135) or inner thrust washer (47) requires renewal. Remove bearing (18-Fig. 152), then withdraw driven gear (17) from center housing. Remove tabbed thrust washer (16).

To obtain access to guide tube (12), needle bearings (13 and 15) and spacer (14), first remove output shaft assembly as outlined in par^raph 164, and differential and bevel ring gear as outlined in paragraph 140. Carefully drive guide tube (12) rearward out of center housing. Using special tools 0680 and 0682 or equivalent, pull bearings (13 and 15) and spacer (14) out toward front of center housing.

When reassembling reduction gears and bearings, install rear needle bearing (13), with numbered end forward, using tools 0680 and 0683. Insert spacer (14), then install front bearing (15), numbered end forward. Using: the special tools will correctly locate bearings in center housing and provide the required 0.25 mm (0,010 inch) clearance between spacer (14) and bearings (13 and 15). Insert guide tube (12) and press tube into bore until rear end of tube is fiush to 1.5 mm (0,060 inch) below fiush of rear bearing bore recess. Remainder of reassembly is the reverse of disassembly procedure.

All Models

MAIN HYDRAULIC SYSTEM

165. R&R AND OVERHAUL. To remove the reduction gear assembly (12

All models are equipped with basically two separate hydraulic systems: One

REDUCTION GEAR ASSEMBLY

Fig. 152â&#x20AC;&#x201D;Exploded view of pto drive assembiy. Reduction gears (52) are carried on main drive bavei pinion shaft Reduction gear components are aiso shown in Fig. 135.

1. Snap ring 2. Output shaft 3. Retainer plate 4. Seal housing 5. "0" ring 6. Shield 7. Seal 8. "0" ring 9. Sleeve 10. Ball bearing 11. Snap ring 12. Guide tube 13. Needle bearing 14. Spacer 15. Needle bearing 16. Thrust washer 17. 540 rpm driven gear 18. Roller bearing 52. Reduction gears 53. Roller bearings 54. Thrust washer 55. Snap ring

MODELS MF670-MF690-MF698

Paragraphs 166-169

LUBRICATION referred to as the main hydraulic system, the other referred to as the auxiliary hydraulic system.

All Models The main pump supplies oil to a single acting ram cylinder attached to inside of 166. The transmission, transfer drive lift cover, to auxiliary remote control asembly (four-wheel drive models), difvalves when the auxiliary and main ferential, pto and hydraulic system use pump combining valve is engaged and, the same operational fluid. Transmission on MF 698 models, to an external lift housing, center housing and rear axle cylinder. Main pump control valve is housings serve as system reservoir and located in pump unit and is actuated by are provided with individual drain plugs. draft and position control linkage, lift Recommended fluid is Masseysystem load sensing linkage and, on MF Ferguson M-1127 lubricant. System 698 models, p r e s s u r e control capacity on MF 670 and MF 690 models diaphragm. is 41,6 liters (11 gallons) and on MF 698 Refer to the appropriate following models is 39 liters (10,3 gallons). paragraphs for service to main hydraulic Rear axle planetaries each contain 1,4 system or to paragraphs 185 through liters (1.5 quarts) of M-1127 lubricant.

200 for service to auxiliary hydraulic On MF 698 models, rear axle planetary system. fluid is isolated from main system fiuid by inner seals located in axle housings.

On MF 670 and MF 690 models, rear axle planetary fluid is open to main system fluid due to absence of inner seals.

However, on all models, rear axle planetaries should be drained and refilled at the same time main system fluid is changed to reduce planetary wear and ensure correct fluid level. Refer to WHEEL AXLE AND PLANETARY ASSEMBLY section for additional information.

To check main system fiuid level, be sure tractor is on level ground and remove dipstick located at rear of tractor above right axle housing. Filling port is located on right side of tractor in front of cab.

System filter (Fig. 155), located in center housing, should be cleaned after first 50 hours of operation and every 500 hours or annually to coincide with lubricant change. Do not attempt to flush the system as a considerable amount of fiushing solution cannot be drained. If fiuid is badly contaminated, tractor should be disassembled for repair and thorough cleaning,

168. PRESSURE AND FLOW. The main hydraulic system pump should deliver a flow of 28L/m (7,4 gpm) at 2000 engine rpm. On MF 670 and MF 690 models, maximum pressure setting should be 20685kPa (3000 psi).

Operating pressure is controlled by a non-adjustable cartridge type relief valve mounted to main pump rear body.

On MF698 models, maximum pressure setting should be 21375 kPa (3100 psi).

Operating pressure is controlled by an adjustable pressure control valve mounted to main pump rear body in place of non-adjustable relief valve. On all models, main pump pressure and flow can be tested at socket head plug on right front side of lift cover.

169. MASTER CONTROL SPRING. To test and adjust the master control spring, first move draft control lever to down position. Disconnect control beam (7-Fig, 165) at upper end and pivot beam down to expose spring head.

Check for end play by pulling and pushing on spring head (1-Fig, 156), If end play is present, loosen Allen head set screw (9) in side of housing and pull back rubber boot (3) to expose adjusting nut (4), Unscrew nut (4) using spanner wrench 1739 or equivalent and withdraw master control spring assembly from top cover.

Grasp spring (5) while holding spring head (1) and attempt to rotate spring on plunger (7), Spring should fit snugly

TEST AND ADJUST All Models

Fig, 155—Expioded view of transmission and hydrauiic system fliter assembiy iocated in center housing and accessibie from underneath tractor.

1. "0" ring 2. Suction tube 13. Lockwasher 3. "0" ring 14. Cap screw 4. Filter element 15. Boot 5. "0" ring 16. Vacuum switch 6. Washer 17. Mounting bracket 7. Spring 18. Vacuum line 8. Gasket 19. "0" ring 9. Pin 20. Plate 10. Snap ring 21. Lockwasher 11. Filter cover 22. Cap screw 12. Screw 23. Shield

167, All operational tests of main pump and lift system should be conducted with tractor hydraulic fiuid at normal operating temperature of 50-7()°C (120-160°F,), Always cover openings in lines and ports as soon as possible to prevent entrance of dirt and unnecessary fluid loss, CAUTION: To prevent injury, engine should be stopped, all hydraulically actuated equipment should be resting on the ground and all hydraulic pressure within circuits relieved of pressure before removing any test port piug or disconnecting any hydrauiic iine.

Fig. 156—Exploded view of master controi spring assembly used on all modeis. Main pump pressure and flow may be tested at port (P), On MF 698 models, pressure control vaive can be adjusted after removing rear combining vaive retaining cap screw and inserting a suitabie screwdriver through threaded hoie (H) in iift cover.

H. Threaded hole P. Test port 7. Plunger 1. Head 8. Overload stop disc 2. Pm 9. Set screw 3. Boot 10. Nylon plug 4. Adjusting nut 11. Lift cover 5. Control spring 12. Vent 6. Spring guide 13. Plug

55

MASSEY-FERGUSON

Paragraphs 170-174 with no end play but should still turn with moderate effort. If adjustment is incorrect, drive pin out of spring head and thread spring head on or off plunger (7) until end play is just eliminated.

Tighten plunger (7) as required until slot is aligned and reinstall pin (2). Reinstall control spring assembly in housing and turn adjusting nut (4) until end play is just eliminated, then retighten set screw to 7 N-m (5 ft.-lbs,) torque.

NOTE: End play will be present If adjusting nut (4) Is either too loose or too tight.

170. DRAFT, CONTROL. To test and adjust draft control (D-Fig. 157), first test and adjust master control spring as outlined in paragraph 169. Attach 400kg (900 lbs.) of weight to lower lift links. Set engine speed at 1200 rpm and move position control lever (P) to transport position. Actuate draft control lever a few times to remove any air in hydraulic system and to ensure lift links move through full range of travel. Using draft control lever, stop lower lift link movement when links are horizontal.

Check location of draft control lever relative to draft quadrant. Lever should be between sector marks on quadrant. If adjustment is required, centralize lever between sector marks and loosen quadrant retaining nuts (N). Relocate draft control lever and quadrant as an assembly while observing lift link movement. Tighten retaining nuts when a horizontal position of links is obtained.

Additional adjustment is possible by rotating turnbuckle or linkage located under cab. See Fig. 166.

171. POSITION CONTROL. To test and adjust position control (P-Fig.

157), first test and adjust master control spring as outlined in paragraph 169. Attach 400kg (900 lbs.) of weight to lower lift links. Set engine speed at 1200 rpm and move draft control lever (D) to full up position. Actuate position control lever a few times to remove any air in hydraulic system and to ensure lift links move through full range of travel. Set position control lever in constant pumping position and scribe a reference line across lift cover casting and lift arm hub. Move position control lever to transport position and note distance between scribe lines. Distance should be 1,6-4.7 mm (0.06-0.19 inch) and may be adjusted by loosening quadrant retain' ing nuts (N) and relocating quadrant and lever as an assembly. Additional adjustment is possible by rotating turnbuckle on linkage located under cab.

172. RESPONSE CONTROL ADJUSTMENT. To adjust response control, detach response control rod (43-Fig, 158) and loosen screw (40). Set response control lever (39) 6.35 mm (V4-inch) from rear end of control lever quadrant. Turn inner plate (37), located behind control lever (39), until internal resistance is felt (cam just contacts pump vertical lever). Tighten screw (40) and attach response control rod (43). Refer to Fig. 189 for an exploded view of right side cover components.

173. PRESSURE CONTROL VALVE ADJUSTMENT. To test and adjust pressure control valve used on MF 698 models, first lower hydraulic fiuid level to bottom mark on dipstick and remove right side cover. Attach 400 kg (900 lbs.) of weight to lower lift links.

Set draft control lever in full down posi-

tion. Install a 35000kPa (5000 psi) gage into tapped lift cover port (P-Fig. 156) on right front side of lift cover. Move draft control lever to full up position.

Run engine at low idle speed, then operate position control lever raising and lowering links several times to expel air. Set engine speed at 1200 rpm. Move draft control lever to full up position and position control lever to constant pumping position and observe pressure indicated by gage. Pressure should be 20340-21375kPa (2950-3100 psi) and should not fluctuate more than 690kPa (100 psi). If pressure is not within limits, remove rear combining valve retaining cap screw and use a screwdriver through threaded hole (H) to turn adjusting screw. Each V2-turn should change pressure approximately 345-690kPa (50-100 psi). Reinstall cap screw and retest for correct pressure.

If pressure fiutuates more than 690kPa (100 psi), adjust valve fiow rate as follows: Insert and secure a tube in pressure control valve bleed off port as shown at (P-Fig. 159). Attach a hose to tube of sufficient length so the other end may be inserted in a 5 liter container.

Run engine at 1200 rpm and place draft control lever in full up position and position control lever in constant pumping position. Rotate diaphragm adjusting screw (A) as required to obtain a flow of 5 liters (1.32 gallons) in 40 seconds.

Remove tube and reinstall right side cover, 174. LIFT LINKAGE SAFETY RELIEF VALVE. All models are equipped with a main and auxiliary pump combining valve mounted to right front corner of lift cover. In combined position, main pump flow is diverted from lift linkage to auxiliary remote control valves, isolating lift cylinder and linkage from main pump and main pump relief valve.

To prevent damage to lift linkage when

Fig. 158â&#x20AC;&#x201D;To adjust response control linkage, Fig. 159-Remove right side cover and attach a Fig. 157â&#x20AC;&#x201D;View of draft (D) and position (P) con- detach controi rod (43), ioosen screw (40) and tube to bieed off port (P) in pressure controi troi ievers and quadrants. Quadrants may be position iever (39) and inner piate (37) as outiined valve when testing valve fiow rate. Turn repositioned during adjustment after ioosening in text Response controi components are aiso diaphragm adjusting screw (A) to adjust Refer shown in Fig. 189. nuts (N). Refer to text to text

56

Paragraphs 175-176

MODELS MF670-MF690-MF698 main and auxiliary pumps are combined, a lift linkage safety relief valve (15 through 20-Fig. 160) is installed in combining valve body. Valve is designed

16

18

20

Fig. 160—Lift iinkage safety relief valve is contained within combining vaive body. Valve components are also shown in Fig. 190, 15. Ball 18. Shims 16. Poppet 19. "0" ring 17. Spring 20. Plug

to relieve hydraulic pressure in lift cylinder if extreme shock loads are exerted on lift linkage. Pressure setting should be 26200-27580kPa (3800-4000 psi). To test pressure setting, install a suitable hand pump fitted with a 35000kPa (5000 psi) gage into tapped lift cover port (P-Fig. 156) on right front side of lift cover. Actuate hand pump and read relief pressure. To adjust, remove plug (20-Fig. 160) and vary the thickness of shims (18). Shims are available in 0.254 mm (0.010 inch) 0.58 mm (0,020 inch) and 1,016 mm (().040 inch sizes. Every 0.254 mm (0.010 inch) increase or decrease in shim pack will change pressure setting by 827kPa (120 psi). Safety relief valve components are also shown in Fig. 190. Additional information on combining valve is outlined in paragraphs 201 through 203.

MAIN PUMP

B

T

All Models 175, REMOVE AND REINSTALL. To remove main and auxiliary pump package, first remove lift cover as outlined in paragraph 178 and split tractor as outlined in paragraph 183, On MF 698 models, remove pressure control butterfiy adjuster (B - Fig. 161) and tube

(T) with inner spring. On all models, remove pto side cover and transmission and hydraulic system filter assembly.

Disconnect pipes (D) and remove pipes (R). Unbolt and remove hydraulic pump retaining dowels located on both sides of center housing. Slide hydraulic pump package forward and separate pto clutch assembly from main hydraulic pump. Rotate pump package out until bottom is fot'ward and up, then lift pump package out center housing front opening. Remove two snap rings (S-Fig, 162) and separate auxiliary pump and drive from main hy<iraulic pump. Install by reversing removal procedure.

176. OVERHAUL. To disassemble the removed pump, first remove the relief valve assembly on MF 670 and MF 690 models or the pressure control valve on MF 698 models. Removal of relief valve assembly (31, 32 and 33-Fig. 163) from pump rear body (30) is accomplished after removing retailing stud nut and lifting off relief valve. Removal of pressure control valve (Fig. 165) from pump rear body is accomplished after removing clip (28), pin (29) and link (27), then removing retaining stud nut and lifting off control valve. On all models, remove retainer clip (1-Fig, 163), then slide control lever (2) from valve rollers

Fig, 161—illustrated view of instaiied hydrauiic pump package. When removing pump package, hydrauiic pipes (D) should be disconnected and pipes (R) shouid be removed, if equipped with pressure control vaive, withdraw adjuster (B) and tube (T) from vaive.

14

Fig. 162—Remove diagonaiiy opposed snap rings (S} to separate main pump from auxHiary pump drive.

Fig. 163—Expioded view of main hydrauiic pump intake housing and reiated components. Relief vaive assembly (31, 32 and 33) is used on MF 670 and MF 690 modeis, S. special nuts 25. Cap 1. Clip 9. Valve 17. Lever 26. Snap ring 2. Lever assembly 10. Ring 18. Pin 27. "O" ring 3. Cap screw 11. Gasket 19. Bushing 28. Filter 4. Cap screw 12. Intake housing 20. Spring 29. Gasket 5. Cover 13. Spring 21. Ball 30. Rear body 6. "O" ring 14. RetJiiner 22. Seal 31. Fitting 7. Washer 15. Bushing 23. Retainer 32. Shield 8. Snap ring 16. Washer 24. Spring 33. Relief valve

57

MASSEY-FERGUSON

Paragraph 177 (34-Fig. 164). Remove rollers (34) and pin (35) from end of actuating rod (36).

Remove filter (28-Fig. 163), then unbolt and remove intake housing (12). The response control valve and non-return valve are contained in intake housing.

Unbolt and separate rear cover (5) from intake housing (12) for access to valve components.

Remove snap ring (61-Fig. 164) and withdraw control valve assembly (36 through 42) out pump rear body.

Remove balancer tube (51), collar (60), guide (55), spring (54) and disc (53).

Remove nuts (85) securing pump bodies together, then carefully remove front body (84). Remove pin (59) from oscillator tube (58), then carefully slide valve chambers (82) complete with pistons (65 and 71), camshaft blocks (67 and 72), oscillator drive (70) and camshaft (69). Separate components noting their positions to aid in reassembly.

Remove control valve sleeve (44), "0" ring (47), back-up ring (48), spacer (49) and washer (50) from pump rear body (30). A bronze welding rod with formed hook may be used to withdraw control sleeve and related components. To disassemble control valve assembly (36

through 42), push rod (36) in and remove snap ring (37), then withdraw remaining part;s. Control valve spool (39) and sleeve (44) are available only as a unit assembly with components (36 through 46) while other valve parts are available individually.

Both valve chambers (82) are identical and interchangeable, and each contains two sets of valve components (74 through 81). To disassemble the chamber, thread a V4-inch UNC bolt into plug (75) to facilitate plug removal.

Compress plug slightly and remove snap ring (74), then extract plug. Withdraw remaining valve components.

Thoroughly clean and air dry all metal parts and check for wear or damage that will require renewal of parts. Renew all "0" rings, back-up rings, gaskets and snap rings. Lubricate "0" rings with clean hydraulic oil.

Reassembly of main hydraulic pump is the reverse of disassembly procedure while noting the following: When reassembling valve chambers (82), compress chamber plug (75) into bore just enough to permit installation of snap ring (74). Be sure to pull plug up against snap ring (74) after snap ring is seated

When installing control valve sleeve and related components (43 through 50), make sure back-up ring (45) and "0" ring i (46) are installed on sleeve with "0" ring ' towards pump rear body (30), Insert washer (50) into rear body bore followed by spacer (49), back-up ring (48) and "0" ring (47), then install sleeve (44) with pin (43) towards bottom. Correctly installed, control valve sleeve should be fiush with bore surface and pin (43) should be aligned with corresponding hole in intake housing.

When reassembling camshaft and related components, assemble pistons (65 and 71) to valve chambers (82) with chamfered corners on pistons- away from each other. Position oscillator drive (70) between pistons with drive link down, then insert camshaft (69), Slide cam blocks (67 and 72) over camshaft ends and into pistons. The front cam block (72) is wider than rear cam block (67) and has a shoulder for oscillator drive (70). Be sure "0" rings (62) and thrust washer (64) are correctly positioned, then carefully slide camshaft and valve chamber assembly into rear body over studs. Install oscillator tube (58) in rear body and connect oscillator drive (70) to tube with pin (59). Install thrust washer (73), "0" rings (83) and front body (84), Nuts with snap ring grooves should be installed at (S-Fig. 163), Tighten all four pump assembly stud nuts to 40 N-m (30 ft.-lbs.) torque.

After assembling remaining components, tighten stud nut retaining relief valve assembly on MF 670 and MF 690 models or pressure control valve on MF 698 models to 40 N-m (30 ft.-lbs.) torque, PRESSURE CONTROL VALVE Model MF 698

Fig. 164â&#x20AC;&#x201D;Expioded view of main hydrauiic pump. Refer to Fig. 163 for intake housing and reiated components.

30. Rear body 51. Balancer tube 69. Camshaft 34. Roller 52. Snap ring 70. Oscillator drive 35. Pin 53. Disc 71. Piston 36. Actuating rod 54. Spring 72. Camshaft block 37. Snap ring 55. Spring guide 73. Thrust washer 38. Washer 56. Retaining ring 74. Snap ring 39. Valve spool 57. Pin retainer 75. Plug 40 Spring 58. Oscillator tube 76. Back-up ring 4i; Rod 59. Pin 77. "0" ring 42. "0" ring 60. Collar 78. Spring 43^ Pin 61. Snap ring 79. Outlet valve 44. Sleeve 62. "0" ring 80. Spring 45. Back-up ring 63. Bushing 81. Inlet valve 46. "O" ring 64. Thrust washer 82. Valve chamber 47. "0" ring 65. Piston 83. "0" ring 48. Back-up ring 66. Piston ring 84. Front body 49. Spacer 67. Camshaft block 85. Nut 50. Washer 68. Needle bearing 86. Bushing

58

177. R&R AND OVERHAUL. To remove pressure control valve, first remove main hydraulic pump as outlined in paragraph 175. Remove clip (28-Fig, 165), pin (29) and link (27), then remove retaining stud nut and lift off control valve.

Unbolt and remove diaphragm cover (33), spring (34) and diaphragm (35). Use an Allen wrench to remove orifice plug (36). Thread a suitable screw into retainer plug (23) and remove retainer, spring (22) and secondary relief valve (21), Remove guide (9) and spring support (10), then bump housing to remove plunger (13) and ball (14). Use hooked wire to pull plunger guide (12) from bore, then use needle nose pliers to pull ball valve seat (15) from bore.

Clean, inspect and renew any components that are damaged or worn excessively. Renew all "0" rings and back-

MODELS MF670-MF690-MF698 up rings. Install back-up ring (16) and "0" ring (17) on ball valve seat (15), then install in housing bore. Install "0" ring (11) on plunger guide (12), then insert plunger guide into bore with shouldered

Paragraph 178

end towards ball valve seat (15), Insert ball (14) and plunger (13) with tapered end of plunger towards ball. Install spring support (10) with large fiat end against plunger guide (12), Apply a light coat of Loctite Stud-N-Bearing Mount or equivalent to spring guide (9) threads and install and tighten guide to 40 N*m (30 ft,-lbs.) torque. Insert secondary relief valve (21), spring (22) and retainer (23) into bore in bottom of housing. Retainer (23) is a slight press fit and should be fiush with bore surface when installed. Install orifice plug (36), diaphragm (35), spring (34), cover (33) and related parts.

Reinstall pressure control valve by reversing removal procedure and tighten retaining stud nut to 40 N-m (30 ft.-lbs,) torque. Reinstall main hydraulic pump as outlined in paragraph 175 and perform adjustments as outlined in paragraph 173.

LIFT COVER All Models

Fig. 165—Expioded view of pressure controi vaive used on MF 698 models.

1.

2.

3.

4.

5.

6.

Cap screw Fork Clip Block Pin Cap screw

7. Tube

8.

9.

10.

11.

12.

13.

14.

15.

16.

17.

18.

Spring Spring guide Spring support "0" ring Plunger giiide Plunger Ball Ball seat Back-up ring "O"ring Body

19. Plug 20. Guide dowel 21. Relief valve 22. Spring 23. Retainer plug 24. Spring 25. Cap screw 26. Clip 27. Link 28. Clip 29. Pm 30. Clip 31. Pin 32. Spring 33. Diaphragm cover 34. Spring 35. Diaphragm 36. Orifice plug

178, REMOVE AND REINSTALL. To remove hydraulic lift cover, first remove lower panel (1 - Fig, 166) attached to rear of tractor cab. Disconnect hoses to couplers (4) at auxiliary spool valve and pto pressure test line at pto side cover. Then, unbolt and withdraw coupler mounting plate (3) from lift cover complete with hoses. Disconnect hydraulic supply and return hoses from auxiliary spool valve. Disconnect hydraulic supply and return hoses at pto side cover and remove hose retaining bracket. Disconnect leveling rod (5) at leveling box. Detach lift rods (6) from lift arms and control beam (7) from master control spring.

Set draft control lever in full down position, then detach combining valve vertical link at combining valve located

at lift cover right front corner. Unbolt combining valve with control cable still attached and position valve out of way.

Set draft control lever in full up position and position control lever in transport position. Detach draft and position control rods at quadrant levers (22 and 23-Fig. 167). Unbolt center housing dip stick tube at quadrant support of lift cover.

Remove all lift cover fasteners and attach a lifting eye to forward center hole in lift cover. Carefully remove cover using a suitable hoist making sure components do not bind or catch.

Before installing lift cover, check internal lift linkage as outlined in paragraph 179, Install guide studs to aid alignment and install a new gasket on top of center housing. Carefully lower cover into position, making sure vertical control lever (61-Fig, 168) is to rear of adjusting screw (A) and diaphragm lever (D) on hydraulic pump. On MF 698 models, ensure pressure control lever (57 - Fig. 169) fits into butterfiy adjuster (B) attached to pressure control valve.

Remainder of installation is reverse of removal procedure.

23

Fig. 167—Set draft and position controi levers as outlined in text before disconnecting controi rods at quadrant levers (22 and 23), Levers are aiso shown in Fig, 174,

Fig, 166—Rear view of tractor showing parts that require removal or disconnection when removing lift cover.

1.

2.

3.

4.

5.

6.

7.

Lower panel Shield Mounting plate Couplers Leveling rod Lift rods Control beam

Fig, 168—Verticai controi lever (61) must be positioned to rear of adjusting screw (A) and diaphragm lever (D) with cover instaiied, A. Adjusting screw D. Diaphragm lever

S. Slide valve lever 61. Vertical lever

59

MASSEY-FERGUSON

Paragraph 179 A 64

Fig. 169-When instaiiing lift cover on MF 698 modeis, ensure pressure controi iever (57) fits into butterfiy (B) on control valve.

Fig. 172—Use a screw driver to relocate pivot bracket whiie checking for correct setting as outiined in text A. Adjusting screw L. Linkage gage 22. Draft control lever 23. Position control lever 61. Vertical lever 64. Pivot bracket

After lift cover is installed, refer to TEST AND ADJUST section for final main hydraulic system adjustments.

179. INTERNAL LIFT LINKAGE ADJUSTMENT. To adjust internal lift linkage, first check and adjust master control spring as outlined in paragraph 169 and remove hydraulic lift cover as outlined in paragraph 178.

NOTE: Four special tools are required to properly make internal lift linkage adjustments. Tools are: Gage block 0253 for position control; gage pin 0268 for draft controi; iinkage gage 0269 for draft and position controi; quadrant retaining tooi 0690.

Q 22

Invert lift cover on blocks or suitable stand high enough to clear lift arms.

Remove retaining nuts (19-Fig. 174) from draft control shaft (36), then unbolt and remove outer plate (20). Install quadrant retaining tool 0690 (Q-Fig, 170) using previously removed cap screws and nuts. Set draft control lever (22) in up position and position control lever (23) in transport position as shown in illustration, securing levers with hollow pins included with tool. With levers retained in this position, check and adjust clearance between draft control stop screw and lift cover casting using gage pin 0268 as shown in Fig. 171. Gage pin is 6.4 mm (0.250 inch) thick while the clearance between screw and casting should be 5,84 mm (0.230 inch). To adjust clearance using gage pin, turn selflocking stop screw in until gage can just be positioned between screw head and casting. Remove gage and turn screw out (towards casting) exactly 1/6-turn or one flat to establish the desired setting of 5,84 mm (0,230 inch).

Before proceeding with draft control adjustments, lift arms on MF 670 and MF 690 models should be fully raised or completely down with lift cover inverted. Lift arms on MF 698 models (pressure control) should be set and blocked midway between full up and down positions. With lift arms set accordingly, reposition draft control lever (22 - Fig, 172) in sector area of quadrant retaining tool. Position control lever (23) should remain in transport position. Install linkage gage 0269 (L) as illustrated.

Be sure vertical lever (61) is to rear of tool setting pin. Release vertical lever adjusting screw (A) and back screw out to end of travel. Bend back tab washer and loosen nut securing pivot bracket (64). Attach a suitable spring scale to vertical lever (61) and apply a rearward pull (away from tool pin) of 1.4kg (3 lbs.).

Insert a screwdriver as illustrated and move pivot assembly until vertical lever makes light contact with tool pin, then tighten nut. Recheck adjustment, then secure nut by bending tab washer.

Fig. 170—Install quadrant retaining tool 0690 (Q) and set draft (22) and position (23) controi ievers as iiiustrated before adjusting draft controi stop

Fig. 173—Adjust position controi iinkage as outiined in text A. Adjusting screw B. Gage block L. Linkage gage 22. Draft control lever 23. Position control lever 61. Vertical lever

Fig. 171—Gage pin 0268 (G) is used to adjust draft controi stop screw. Refer to text

80

22

MODELS MF670-MF690-MF69a

Paragraph 160

14

To set position control linkage, place gage block 0253 (B-Fig, 173) with side marked 636 against lift cover, then allow lift arms to drop until ram arm rests on gage block. Set draft control lever (22) in up section on quadrant retaining tool. Position control lever (23) should remain in transport position. As previously described for draft control, attach a suitable spring scale to vertical lever (61) and apply a rearward pull of 1,4 kg (3 lbs.). Turn position control adjusting screw (A) as required until vertical lever makes light contact with tool pin and retighten locknut.

After completing internal lift linkage adjustment, remove special tools and reinstall outer plate on quadrant sup-

49 48

Fig. 174—Exploded view of master control spring assembly, quadrant support assembly and related components, 1. Head 2. Pin 3. Boot 4. Adjusting nut 5. Control spring 6. Spring guide 7. Plunger 8. Overload stop disc 9. Set screw 10. Nylon plug 11. Lift cover 12. Vent 13. Plug 14. Standpipe 15. "0" ring 16. Washer 17. "O"ring 18. Cap screw 19. Nuts 20. Outer plate 21. Spacer 22. Draft control lever 23. Position control lever 24. Clamp 25. Inner plate 26. Quadrant support 27. Pin 28. "0" ring 29. "0" ring 30. Bushing 31. Snap ring 32. Position control shaft 33. Roller 34. Pin 35. "0" ring 36. Draft control shaft 37. Roller 38. Washer 39. Roller shaft 40. Cotter pin 41. Belleville washer

port. Make sure draft and position control levers operate freely. Install lift cover as outlined in paragraph 178, then refer to TEST AND ADJUST section for final main hydraulic system adjustments.

180. OVERHAUL. The following overhaul procedures will cover models equipped with pressure control (MF 698 models) but will also apply to models without pressure control. To disassemble the removed lift cover, invert cover on blocks or suitable stand high enough to clear lift arms. Loosen set screw (9-Fig, 174), then pull back rubber boot (3) and remove adjusting nut (4), Withdraw master control spring

Fig, 175—Expioded view of ram cylinder, rockshaft and associated parts, 42. Cap screw 43. Lock tab 44. Washer 45. Lift arm 46. "0" ring 47. Bushing 48. Ram arm 49. Rockshaft 50. Lift arm 51. Set screw 52. Connecting rod 53. Piston seal 54. Piston 55. Cylinder 56. "0" ring

assembly and overload stop disc (8), On pressure control models, remove lever (57-Fig, 176) from pivot pin (58) and withdraw the lever. On all models, bend back tab washer and remove nut (59), tab washer and spacer. Unhook spring (60) from vertical lever (61). Guide rods for control cam return springs are drilled near loose end to assist disassembly and reassembly. Compress springs (62) and insert cotter pins through holes drilled in spring guides.

Unhook spring (63-Fig, 177) from position control linkage, then pull pivot bracket (64) free from bolt. Remove ram cylinder retaining stud nuts, then lift off ram cylinder (55-Fig. 178) with linkage support bracket (65) as an assembly.

Thread a 12-32 UNF cap screw into quadrant control support retaining pin (27-Fig. 174 or Fig. 177), then using a suitable puller, remove pin. Hold draft and position control fingers away from quadrant cams and withdraw quadrant control support assembly from lift cover. Extract vertical lever and linkage. Remove the Allen plug at left side of lift cover, then loosen set screw (66-Fig, 179) and withdraw pivot shaft (67) from draft and position control cams through plug opening. Carefully remove cams (68 and 69).

To disassemble lift arms and rockshaft, unlock and remove cap screws (42-Fig, 175), then pull arms (45 and 50) from rockshaft (49) and withdraw shaft from lift cover. Lift arms (45 and 50), ram arm (48) and rockshaft (49) all have master splines for correct assembly, Rockshaft bushings (47) are slip fit in cover bores.

Assemble lift cover by reversing the disassembly procedure while noting the following: If lift arm ram piston seals (53-Fig, 175) require renewal, a special tool is available from the manufacturer to facilitate seal installation on piston (54) and piston installation into cylinder (55), If connecting rod (52) was removed from ram arm (48), apply Loctite StudN-Bearing Mount or equivalent to set

58 Fig, 176—Assembled view of internai iift cover iinkage used on MF 698 modeis. Other modeis

are simiiar.

57.

58.

59.

60.

Pressure control lever Pivot pin Nut Vertical lever spring

61. Vertical lever 62. Draft & ^Misition control springs

61

MASSEY-FERGUSON

Paragraphs 181-183

63

screw (51) threads. Turn set screw in until screw bottoms in connecting rod groove, then back screw out V4-turn.

Ram cylinder retaining stud nuts should be tightened to 160 N-m (120 ft,-lbs.) torque.

When installing draft and position control cams (68 and 69-Fig. 179), ensure pivot shaft (67) is flush against lift cover casting before tightening set screw (66). Belleville washer (41-Fig. 174) is inserted in lift cover with concave side towards lift cover.

55

65

Fig, 178—Ram cyiinder assembiy f55) can be removed after controi linkage is detached from support bracket (65).

Fig. 177—Unhook spring (63), then puii pivot bracket free from support bracket (65). Refer to text

After reassembly of lift cover, refer to INTERNAL LIFT LINKAGE ADJUSTMENT, paragraph 179, to adjust lift cover linkage prior to installation.

Refer to TEST AND ADJUST section after installing lift cover assembly on tractor for final tests and adjustments, REAR SPLIT All Models 181. NOTE: When splitting tractor, two procedures may be used depending on components being serviced. If service to pto or hydraulic system components is required, first remove lift cover as outlined in paragraph 178, then proceed to paragraph 183 to split tractor. When performing service operations that necessitate splitting tractor but do not require lift cover removal, follow all of the procedures outlined in paragraphs 182 and 183.

182. To split tractor between rear axle center housing and spacer housing (twowheel drive models) or transfer case (four-wheel drive models), first remove lower panel (1-Fig. 166) attached to rear of tractor cab. Disconnect hoses to couplers (4) at auxiliary spool valve and pto pressure test line at pto side cover, then unbolt and withdraw coupler moun-

ting plate (3) from lift cover complete with hoses. Disconnect hydraulic supply and return lines from auxiliary spool valve. Disconnect leveling rod (5) at leveling box. Detach combining valve control cable at combining valve located at lift cover right front corner. Detach draft and position control rods at quadrant levers (22 and 23-Fig. 167), 183. Remove fuel tanks and drain transmission and hydraulic system fluid.

Disconnect response control rod at right side cover and pto control rod at left side cover on center housing. Detach differential lock rod and remove hand brake rods. Disconnect and plug hydraulic brake lines at fittings on flexible hoses. Separate oil line from left side of center housing to oil cooler at union adjacent to spacer housing or transfer case. Remove nuts and bolts that retain rear cab support on axle housing top side and lift linkage stabilizer bracket on bottom side. Raise rear of cab approximately 50 mm (2 inches), then place suitable stands under each corner. Place a suitable stand under spacer housing or transfer case and a rolling floor jack under center housing. Remove two center housing to spacer housing or transfer case cap screws and install guide studs to aid in removal and installation. Remove remaining fasteners, then carefully move center housing and rear axle assembly rearward.

To reassemble, note the following: Spacer housing or transfer case to center housing fasteners are of varying lengths and thread types and should be installed as shown in Fig. 180. Set main transmission shift lever in third gear position, speedshift lever in fast position and high/low range lever in low position.

If removed, insert drive shaft and shear tube into high/low range epicyclic unit.

Cotter pin in shear tube must be towards drive shaft. Remove plug from left rear side of engine block to obtain E

F

E

Fig. 180—Drawing of spacer housing and transfer case rear fianges showing position of different length and thread type cap screws.

C. D. E. F.

7/16 7/16 7/16 7/16

X 1-% inch X 1-% inch X 1-% inch X 1-3/4 inch

UNF UNF UNC UNC

SPACER HOUSING Fig. 179—View of instaiied draft and position control cams.

66. Set screw 68. Position control cam 67. Pivot shaft 69. Draft control cam

62

TRANSFER CASE

MODELS MF670 MF690 MF696

Fig. 181—Push shear tube (T) forward and measure distance between tube and collar (C), Refer to text.

access to engine fiywheei. Carefully move center housing and rear axle assembly forward against spacer housing or transfer case while rotating engine flywheel with a suitable lever to align splines on output shafts. Center

housing must be fiush against spacer housing or transfer case before tightening any fasteners. Do not force together.

Only install and tighten two cap screws, one on each side at this time.

Remove response control side cover on right side of center housing (Fig. 181) to obtain access to shear tube and pinion shaft. Push shear tube and shaft forward until all free play is removed, then measure the distance between shear tube (T) and locking collar (C). Distance should be 0.4-2.5 mm (0.015-0.100 inch) and is adjusted by repositioning cotter pin in shear tube. Moving cotter pin rearward increases distance while moving pin forward decreases distance.

Separate center housing from spacer housing or transfer case to reposition cotter pin. Remove guide studs and install remaining fasteners. Tighten all center housing fasteners to 105 N-m 75 ft,-lbs.) torque. Apply Loctite Stud-NBearing Mount or equivalent to cab support and lift linkage stabilizer bracket retaining bolt threads and tighten to 230 N-m (170 ft.-lbs.) torque. Bleed and adjust brake system as outlined in paragraphs 151 and 152. The remainder of reassembly is the reverse of disassembly procedure.

AUXiLiARY HYDRAULiC SYSTEiVi All models are equipped with basically two separate hydraulic systems: One referred to as the main hydraulic system, the other referred to as the auxiliary hydraulic system.

The auxiliary hydraulic system has a dual-element hydraulic pump mounted to a drive plate which is attached to main hydraulic pump, A set of gears located between the drive plates and driven by main pump shaft, drive the auxiliary pump. The low volume side of the pump supplies oil to oil cooler, pto control valve and clutch and, on fourwheel drive models, front-drive control valve and clutch. The high volume side of pump supplies oil to auxiliary remote control valves and couplers. A main and auxiliary pump combining valve is fitted to lift cover right front corner and when engaged, diverts main pump flow from lift linkage to auxiliary remote control valves for maximum pressure and flow to external hydraulic equipment.

Refer to FRONT-DRIVE section for service to front-drive hydraulic components used on four-wheel drive models. Refer to the appropriate following paragraphs for service to auxiliary hydraulic system or to paragraphs 166

through 180 for service to main hydraulic system. Lubrication information for both main and auxiliary hydraulic systems is outlined in paragraph 166.

Paragraphs 165-167 TEST AND ADJUST All Models 185, All operational tests of auxiliary pump and related systems should be conducted with tractor hydraulic fiuid at normal operating temperature of 50-70°C (120-160°F), Be sure reservoir is filled to proper level with approved fluid at all times during tests. Always cover openings in lines and ports as soon as possible to prevent entrance of dirt and unnecessary fluid loss.

CAUTION: To prevent injury, engine should be stopped, aii hydrauiicaily actuated equipment should be resting on the ground and all hydrauiic pressure within circuits reiieved of pressure before removing any test port piug or disconnecting any hydrauiic line.

186,

SYSTEM

OPERATING

PRESSURE. The dual-element auxiliary pump operating pressure is controlled by high and low pressure relief valves mounted to or contained within auxiliary pump. If desired pump operating pressures cannot be obtained after performing the appropriate following test and adjustment procedures, repair or renewal of auxiliary pump will be required, 187, HIGH PRESSURE RELIEF VALVE, Two types of high pressure relief valves are used. On production (factory installed) pumps, a nonadjustable cartridge type relief valve (26-Fig, 186) is attached to pump front cover. On service (field installed) pumps, an adjustable relief valve (1 through 4-Fig, 187) is installed within pump housing. Pressure setting on both types

Fig. 18B—Expioded view of auxiliary pump drive gear train and associated parts.

1. Main pump 2. Auxiliary pump 3. Snap ring 4. Idler shaft 5. Rear drive plate 6. Pump gear 7. Snap ring 8. Thrust washer 9. Idler gear 10. Needle roller 11. Bushing 12. Drive gear 13. Snap ring 14. Spacer 15. Front drive plate

63

MASSEY-FERGUSON

Paragraphs 188-194 of high pressure relief valves should be 17235-19300 kPa (2500-2800 psi).

To test high pressure setting, install a 35000 kPa (5000 psi) gage in either top quick coupler. Set the corresponding auxiliary remote control valve to double acting position. With engine running at 2000 rpm, actuate valve lever and read relief pressure.

On pumps equipped with a nonadjustable relief valve (26-Fig, 186), correct pressure setting by renewing relief valve. Non-adjustable relief valve is accessible after removing lift cover as outlined in paragraph 178. Tighten valve to 50 N-m (37 ft.-lbs.) torque.

On pumps equipped with an adjustable relief valve, correct pressure setting by removing lift cover as outlined in paragraph 178 and turning adjusting plug (1-Fig, 187) out to decrease or in to increase pressure. Reinstall lift cover and test and readjust as required.

188. LOW PRESSURE RELIEF VALVE. Both production (Fig. 186) and service (Fig. 187) auxiliary pumps are fitted with adjustable low pressure relief valves located within auxiliary pump front cover. Low pressure setting should be 4825-6900 kPa (700-1000 psi).

To test low pressure setting, disconnect supply line to oil cooler at fitting adjacent to engine clutch housing and install a 10000 kPa (1500 psi) gage to oil supply side of line. With pto clutch disengaged, run engine at 2000 rpm and read relief pressure.

To adjust low pressure relief valve, remove main and auxiliary pump package as outlined in paragraph 175.

Insert a suitable wedge between auxiliary pump drive gears to prevent pump rotation. Attach a suitable hand pump with pressure gage to one of the low volume outlet ports and plug the remaining ports. Actuate hand pump and read relief pressure. Turn plug out to decrease or in to increase pressure.

Make certain pressure setting is correct and stake plug in place. Remove plugs and wedge. Reinstall main and auxiliary pumps as outlined in paragraph 175.

189. SYSTEM OPERATING FLOW. The low volume side of auxiliary hydraulic system pump should deliver a flow of 15.1L/m (4 gpm) at 2000 engine rpm. High volume side of pump should deliver a flow of 36L/m (9.5 gpm) at 2000 engine rpm. The combined flow of main hydraulic pump and high volume side of auxiliary pump should be 64L/m (16.9 gpm).

190. HIGH VOLUME SECTION, To flow test high volume section of dualelement pump, connect inlet side of flow meter in top quick coupler and outlet 64

side to bottom quick coupler. Set corresponding remote control valve to double-acting position. Run engine at 2000 rpm and actuate control lever.

Slowly close flow meter load valve until pressure of 12410 kPa (1800 psi) is obtained and observe rate offlow.If meter reads less than desired flow of 36L/m (9.5 gpm), repair or renewal of pump is necessary.

flow meter inlet to oil supply side of line.

Connect flow meter outlet to oil cooler side of line. Open flow meter load valve.

Run engine at 1000 rpm and read operating pressures. Pressure maintaining valve is non-adjustable but may be disassembled for inspection and cleaning after removal.

193. PRESSURE REGULATING VALVE (Four-wheel Drive Models). All 191. LOW VOLUME SECTION, To four-wheel drive models are equipped flow test low volume section of dual- with a pressure regulating valve located element pump, disconnect oil supply line on transmission input shaft housing. to oil cooler at fitting adjacent to engine Regulating valve setting should be clutch housing and connect flow meter 1585-1860 kPa (230-270 psi) at 2000 inlet to oil supply side of line. Insert flow engine rpm. To test, disconnect supply meter outlet in sump filler opening. Run line to oil cooler at fitting adjacent to engine at 2000 rpm and observe rate of engine clutch housing. Connect flow flow. If meter reads less than desired meter inlet to oil supply side of line. Conflow of 15.1L/m (4 gpm), repair or nect flow meter outlet to oil cooler side of line. Open flow meter load valve. Run renewal of pump is necessary. engine at 2000 rpm and read operating 192. PRESSURE MAINTAINING pressure. Pressure regulating valve is VALVE (Two-Wheel Models). All non-adjustable but may be disassembled two-wheel drive models are equipped for inspection and cleaning as outlined in with a pressure maintaining valve paragraphs 20 and 21, located in hydraulic oil line between aux194. PTO OPERATING PRESiliary pump and oil cooler adjacent to oil cooler. Maintaining valve pressure set- SURE. To test pto operating pressure ting should be 1585-1860 kPa (230-270 and control valve, remove plug from test psi) at 1000 engine rpm. To test, discon- line located between auxiliary quick nect supply line to oil cooler atfittingad- couplers at rear of tractor. Attach a jacent to engine clutch housing. Connect 4000 kPa (600 psi) gage to test line. Run

1.

2.

3.

4.

5.

6.

7.

8.

9.

Fig. 186â&#x20AC;&#x201D;Expioded view of production (factory Installed) auxiiiary pump.

19. Thrust washer Cap screw 10. "0" ring 20. Front cover Rear cover 11. Center housing 21.

Valve seat "0" ring 12. Bearing 22. Ball Driven gear 13. Pin 23. Poppet Drive gear 14. Driven gear & shaft 24. Spring Bearing 15. Drive gear & shaft 25. Adjusting plug Pin 16. Bearing 26. High pres.sure relief Seal 17. Pin valve Thrust washer 18. Seal

MODELS MF670-MF690-MF698 engine at 2000 rpm. Disengaged, pto pressure reading should be zero. Engaged, pto pressure reading should be 1550-1895 kPa (225-275 psi). Refer to paragraphs 160 through 163 for service to pto clutch, brake and control valve, 195, REMOTE CONTROL VALVE KICKOUT PRESSURE. To test kickout pressure on auxiliary remote control valves, install a 35000 kPa (5000 psi) gage into top quick coupler of control valve to be tested. Start engine and actuate corresponding auxiliary valve lever. Adjust valve if kickout does not occur between 14480-15860 kPa (2100-2300 psi).

To adjust kickout pressure, turn off engine and remove cap nut (5-Fig, 188). Turn adjusting screw (6) clockwise to increase to counterclockwise to decrease spool kickout pressure.

Paragraphs 195-198

pump support and gear train must be disassembled to remove pump. Idler gear (9) contains 22 loose needle rollers (10) which may fall out as unit is disassembled. Backlash between all three gears should be 0,05-0,406 mm (0.002-0,016 inch). Total gear backlash may be measured by attaching a suitable dial indicator to pump gear (6) while securing drive gear (12), Slight backlash adjustment may be obtained by loosening auxiliary pump retaining cap screws and repositioning pump, otherwise renewal of gear train components will be required to bring backlash within acceptable limits.

When reassembling drive plates and gears, the manufacturer recommends using petroleum jelly to retain loose idler gear needle rollers. Do not use grease. Tighten auxiliary pump and front to rear drive plate fasteners to 27 N-m (20 ft-lbs.) torque.

AUXILIARY PUMP DRIVE AUXILIARY PUMP

All Models 196. Refer to Fig. 185 for an exploded view of auxiliary pump gear train. Gear train mounting plates serve as auxiliary

Two types of dual-element auxiliary pumps may be encountered when servicing and can be identified by part number stamped in pump housing. Production

pumps (factory installed) shmild be stamped with either part number 35242-514 or 35242-522, Service replacement pumps (field installed) should be stamped with part number 1206004001. Refer to the appropriate following paragraphs to service auxiliary pump.

All Models

I

197. REMOVE AND REINSTALL. To remove the auxiliary pump, first remove main and auxiliary pump package and separate main pump from auxiliary pump and drive as outlined in paragraph 175, Unbolt and remove front drive plate (15-Fig, 185) being careful not to lose the 22 loose needle bearings (10), Remove snap ring (7) and gear (6), then unbolt and withdraw auxiliary pump (2) from rear drive plate (5), Install by reversing removal procedure. Tighten pump to rear drive plate fasteners and front drive plate to rear drive plate fasteners to 27 N*m (20 ft.-lbs,) torque. Refer to paragraph 196 for gear train backlash specifications and adjustment procedures, 198. OVERHAUL PRODUCTION PUMP. To overhaul production auxiliary pump, first remove pump as outlined in paragraph 197 and clean pump thoroughly.

Refer to Fig. 186 for exploded view of production auxiliary pump. Remove cap screws (1), then carefully separate rear cover (2) from center housing. Separate center housing (11) from front cover (20), Shafts (14 and 15) should remain in front cover. Extract gears (4 and 5) from center housing.

NOTE: If pump bearings (6, 12 and 16) are to be reused, note their positions prior to removai for reinstaiiation in originai bores.

21 25 1. High pressure adjusting plug 2. Pin 3. Spring 4. Poppet 5. Cap screw 6. "0" ring 7. End cover

Fig, 187â&#x20AC;&#x201D;Exploded view of service (field installed) auxiiiary pump.

8. Stud nut 16. Center housing 24. Back-up gasket 9. Washer 17. "0" ring 25. Front housing 10. Plate 18. Pin 26. Ball 11. Back-up gasket 19. Wear plate 27. Poppet 12. Seal 20. Driven gear & shaft 28. Spring 13. Thrust plate 21. Drive gear & shaft 29. Low pressure adjust14. Driven gear 22. Thrust plate ing plug 15. Drive gear 23. Seal 30. Stud

Using a plastic mallet, strike the center housing sharply a few times to dislodge bearings (6), then withdraw bearings with fingers. Other methods of bearing removal are not recommended as bearings are easily damaged. Carefully separate thrust washers (9) and seals (8) from bearings (6), Simultaneously withdraw shafts (14 and 15) with center bearings (12) from front housing (20), then remove bearings from shafts.

Remove front bearings (16) using previously described procedure for removing rear bearings (6). Carefully remove thrust washers (19) and seals (18), Remove low pressure relief valve components (21 through 25) and high pressure relief valve cartridge (26) if required.

Thoroughly clean and air dry all metal parts and check for wear or damage that

65

MASSEY-FERGUSON

Paragraph 199 will require renewal of parts. Check for gear pocket wear in center and front housings. Slight gear wear on inlet side of housing bores is normal providing wear does not exceed 0.05 mm (0.002 inch). Inspect bearings to determine if renewal is required. If bearings are to be reused, minor wear on bearing faces may be removed using a sheet of "0" grade emery paper on a flat, smooth surface such as a piece of glass. Lubricate emery paper with clean diesel fuel, then polish bearing face using a light rotary motion. Pump gears are available only in matched sets. Renew "0" rings (3 and 10) and pump seals (8 and 18).

When assembling pump, bearings should be fitted by hand only to prevent damage. Front housing bearing set (16) has a cutaway portion on the top bearing and should be installed with cutaway towards outlet port. Assemble center bearings (12) and gear shafts (14 and 15), then install the assembly into front housing (20). Once installed, measure bearing protrusion. Bearings should be flush to 0,5 mm (0.019 inch) beyond flush of front to center housing mating surface. If bearings are below fiush, then seals (18) should be suspected or, if pro-

trusion exceeds 0.5 mm (0.019 inch), then bearings (12 or 16) may not be fully seated in bores. Assemble center housing (11) to front housing ensuring "0" ring (10) is in position, then install support washers (9), seals (8), rear bearings (6) and gears (4). Correctly assembled, gears (4 and 5) should be flush to 0.5 mm (0.019 inch) beyond flush of center housing to rear cover mating surface. If gears are below flush, then seals (8) should be suspected or, if protrusion exceeds 0.5 mm (0,019 inch), then bearings (6) may not be fully seated in bores. Install rear cover (2) and tighten retaining cap screws to 45 N - m (33 ft.-lbs.) torque. Temporarily install pump drive 'gear and check pump rotation. Manually rotated, pump will have a moderate amount of drag but should turn evenly.

Install and tighten high pressure relief valve cartridge to 50 N-m (37 ft.-lbs.) torque. When installing low pressure relief valve components (21 through 25), apply a light coat of Loctite or equivalent to valve seat (21) threads, then install seat, ball (22), poppet (23), spring (24) and adjusting plug (25), Install assembled pump to pump drive as outlined in paragraph 185, then refer to

27

°"%^

42

paragraph 188 to adjust low pressure relief valve.

NOTE: If low pressure relief valve was removed or adjustment altered, relief pressure must be adjusted prior to pump installation in tractor.

199. OVERHAUL SERVICE PUMP. To overhaul service replacement pump, first remove pump as outlined in paragraph 197 and clean pump thoroughly.

Refer to Fig, 187 for exploded view of service replacement pump. Remove cap screws (5) and stud nut (8) securing end cover (7). Pressure exerted by spring (3) should separate end cover from center housing (16), Lift offend cover and withdraw high pressure relief valve pin (2) and spring (3). High pressure adjusting plug (1) is staked in place and should not be removed or setting changed. Remove plate (10), then extract seal assembly (11, 12 and 13) and gears (14 and 15), Remove Woodruff key from drive shaft (21). Then, using a plastic mallet, gently tap against ends of shafts (20 and 21) to separate center housing (16) from front housing (25). Remove remaining pump

43

T

3 4 12 15 14 13 1.

2.

3.

4.

5.

6.

7.

8.

9.

10.

11.

66

Nut Outlet cover "O"ring Valve body Cap nut Adjuster "0" ring Spring Poppet Kickout valve body "0" rings

Fig. 188â&#x20AC;&#x201D;Exploded view of auxiiiary remote controi valves.

12. Poppet 23. Cap screw 13. Spring 24. Spring guide 14. "0" rings 25. Washer 15. Guide 26. Spring 16. "0" rings 27. Spring guide 17. Spindle 28. Screw 18. Convertor valve nut 29. End plate 19. "0" ring 30. "0" rings 20 Screw 31. Detent carrier 21. Cap 32. Detent ball 22. Clips 33. Detent spring

34.

35.

36.

37.

38.

39.

40.

41.

I>tent sleeve "O" rings Spool Spacer plate Wiper Beal Retainer plate Screw Spacer

42. Valve Ixxiy

43. Inlet cover 44. Stud

MODELS MF670-MF690-MF698 components. Use a brass drift to gently tap out high pressure relief valve poppet (4) from its seat in center housing (16), Disassemble low pressure relief valve (26, 27, 28 and 29), Thoroughly clean and air dry all metal parts and check for wear or damage that will require part renewal. Check gear pockets and shaft journals in center and front housing for signs of excessive wear or scoring. Inspect relief valve seats for wear or other damage that may affect pump operating pressures.

Renew back-up gaskets (11 and 24), seals (12 and 23), thrust plates (13, 19 and 22) and "0" rings (6 and 17).

Lubricate all metal parts with clean hydraulic oil. Assemble pump components by reversing disassembly procedure temporarily omitting high pressure relief valve pin (2) and spring (3). Install and evenly tighten retaining cap screws and stud nut to draw center and front housings together over dowel pins. Remove rear cover and install relief spring and pin. Tighten cap screws and stud nut to 24-27 N-m (18-20 ft.-lbs,) torque in final assembly. Install low pressure relief valve ball (26), poppet (27), spring (28) and adjusting plug (29), turning adjusting screw in until it just contacts spring. Install assembled pump to pump drive as outlined in paragraph 185, then refer to paragraph

Paragraphs 200-202

188 to adjust low pressure relief valve.

If high pressure relief valve adjusting screw (1) was removed or adjustment altered, relief pressure should be checked and adjusted as outlined in paragraph 187, AUXILIARY REMOTE CONTROL VALVES All Models 200. R&R AND OVERHAUL. To remove auxiliary remote control valves, first remove single/double acting control knobs located below auxiliary control levers inside cab. Knobs are retained to shafts by set screws. Remove clevis pins securing control lever to valve spools, then remove cap screws retaining lever mounting plate to seat platform. Detach response control rod at response control side cover. At rear of tractor, remove lower panel (1-Fig. 166) attached to rear of tractor cab and shield (2) from coupler mounting plate (3), Remove snap rings from couplers (4), then push couplers out of plate. Disconnect supply and return hoses at auxiliary control valves. Cover openings in lines and ports as soon as possible to prevent entrance of dirt and unnecessary fluid loss. Unbolt and withdraw control valves with remote couplers and hoses from tractor.

29

Fig, 189â&#x20AC;&#x201D;Exploded view of right side cover, .response controi linkage and combining valve linkage. Refer to Fig. 190 for an exploded view of combining valve (15), 1. Roll pin 2. Lever 3. Right side cover 4. "0" ring 5. Bushing 6. Valve lever & shaft 7. Pin 8. Spring 9. Washer 10. "E" ring 11. Valve rod 12. Nut 13. Rod clevis 14. Clevis pin 15. C<)mbining valve 16. Clevis pin 17. Cable clevis 18. Washers 19. Nut 20. B(K>t 21. Cable bracket 22. Valve cable 23. Right cover 24. "E" ring 25. Cable plate 26. K(Aler 27. Control lever plate 28. Control lever 29. Knob 30. Left cover 31. Roll pin 32. Response control cam 33. Spring 34. Response control shaft 35. "O" ring 36. Snap ring 37. Inner plate 38. Bracket 39. Res|Minse control lever 40. Screw 41. Pin 42. Washers 43. ResjK)ns(' control rod

Note location of hydraulic hoses to aid in reassembly and remove hoses from valves.

Before beginning overhaul, check for parts availability. Valve components should be clearly identified and placed in order to facilitate proper reassembly.

Do not interchange components between valves and use care when handling to prevent damage to machined surfaces.

To overhaul, first separate valve sections, then remove control knob and lever extension rods. Unscrew and remove kickout valve assembly (5 through 11-Fig. 188) and separate valve parts. Unscrew single/double acting convertor valve nut (18) and withdraw valve assembly (16 through 19), Extract check valve guide (15) from valve body (4 or 42), then remove spring (13) and poppet (12), Remove centering spring cap (21), cap screw (23), spring guide (24), washer (25), spring (26), spring guide (27) and end plate (29), Remove retainer plate (39), wiper seal (38) and spacer plate (37), Push spool (36) rearward out of valve body. Carefully slide detent assembly (30 through 34) off spool (36). Separate detent while catching detent balls (32), Clean and inspect all components carefully. Renew components that are worn excessively or otherwise damaged.

Renew all "0" rings and seals, lubricate components with clean hydraulic fluid, then reassemble by reversing disassembly procedure. Centering spring cap screw (23) should be installed with Loctite Hydraulic Seal or equivalent. Assemble valve section as shown in Fig. 188. Make sure machined surfaces are clean and free of burrs.

Reinstall auxiliary control valves by reversing removal procedure. Check and add hydraulic system fluid as required.

Test and adjust system pressure as outlined in paragraph 186 and hydraulic kickout as outlined in paragraph 195, COMBINING VALVE All Models 201. REMOVE AND REINSTALL. To remove combining valve (15-Fig. 189), located on right front corner of lift cover, first detach control rod clevis (13) and control cable clevis (17), Remove the two retaining screws and lift off valve.

Reinstall by reversing removal procedure. Check and adjust combining valve linkage as outlined in paragraph 202, 202. LINKAGE ADJUSTMENT. To adjust combining valve linkage, first set both draft and position control levers in full down position. Detach rod clevis

67

MASSEY-FERGUSON

Paragraph 203 (13-Fig, 189) and cable clevis (17) from combining valve (15), Turn lever and shaft (6) clockwise until internal resistance is felt. Turn valve lever fully counterclockwise to linkage position.

Adjust rod clevis so clevis pin may be inserted freely, then unscrew rod clevis one additional turn and install clevis pin.

Turn cable adjuster at combining valve control lever end inward to end of travel and secure with locknut. Set combining valve control lever in linkage position and rotate valve lever on com'bining valve fully counterclockwise to linkage position. Adjust cable clevis (17) so clevis pin mav be inserted freely and install clevis pin, 203, OVERHAUL. To overhaul combining valve, first remove valve as outlined in paragraph 201 and clean valve. Disassembly of combining valve is evident after inspection of unit and referral to Fig, 190.

Clean, inspect and renew any parts that are damaged or worn excessively.

Renew all "0" rings and gaskets prior to

68

24Fig. 190â&#x20AC;&#x201D;Exploded view of combining vaive assembiy.

1. Cover 2. Gasket 3. Valve body 4. Gasket 5. "0" ring 6. Valve detent 7. Fork 8. Shaft 9. "0" ring 10. Lever collar 11. Lever 12. Pin 13. Plug 14. "0" ring 15. Ball 16. Poppet 17. Spring 18. Shims 19. "0" ring 20. Plug 21. Spool 22. "0" ring 23. Spring 24. Plug 25. Allen head cap screw

25 13

reassembly. Reassemble valve by rever- just linkage as outlined in paragraph 202 sing disassembly procedure. After in- and test and adjust lift linkage safety stalling valve on tractor, check and ad- relief valve as outlined in paragraph 174.