SECTION 6010 – POWER TRAIN 1

SECTION 6010

POWER TAKE–OFF, 175–190 MODELS

CONTENT
Description Page
Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Tightening Torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Special Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Sectional Views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Hydraulic Operation of Power Take Off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Fault Finding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
Removal–Installation–Overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

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2 SECTION 6010 – POWER TRAIN

SPECIFICATIONS – TIGHTENING TORQUES – SPECIAL TOOLS – SECTIONAL VIEWS –

DESCRIPTION AND OPERATION – FAULT FINDING

SPECIFICATIONS
175 and 190 Models
540/1000 rpm PTO: Fully independent
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . of tractor ground speed

Engagement and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fully automatic softstart

electro–hydraulic clutch pack
Rotation (looking from tractor rear end) . . . . . . . . . . . . . . . . . . . . . . . . . . . Clockwise
Speed Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . By hand lever located at the
operator’s RH side
or
Replaceable output shaft
Engine Speed at 540 rpm PTO Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1970
Engine Speed at 1000 rpm PTO Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . 2120
Splined Output Shaft Diameter:
– 540 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13/8” (6 splines) or
Optional 13/4” (6 splines)
– 1000 rpm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13/8” (21 splines)
Driven Gear Bush OD (9, pages 4 and 5) . . . . . . . . . . . . . . . . . . . . mm 54.910 to 54.940
PTO Engagement Clutch
Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . hydraulically actuated clutch pack
in oil bath
Number of Clutch Discs:
Clutch Plates . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Clutch Plate Thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . mm 1.7 to 1.8
Clutch Plate Seperator Discs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Clutch Plate Seperator Disc Thickness . . . . . . . . . . . . . . . . . . . . . . mm 2.15 to 2.25
Number of Bellville Springs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . hydraulically controlled brake
band acting on the clutch bell
housing

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 SECTION 6010 – POWER TRAIN 3

SPECIAL TOOLS
The PTO can be overhauled using proprietary
special tools purchased from a good tool retailer.
If required the bellville spring compressor tool 50063
can be maufactured to assist in disassembly but this
is not essential.

1
PTO hydraulic clutch bellville spring compressor
(Mark tool with no. 50063. Dimensions in mm.)
Fabricate tool using Fe42C material.

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4 SECTION 6010 – POWER TRAIN

PTO Sectional Views and Torques

a. Two–speed PTO sectional view (540–1000 rpm) b. Two–speed PTO sectional view (540–1000 rpm)
with speed selection by replacement of the splined
output shaft

PTO Housing Retaining Bolts 211Nm PTO Output Shaft Nut . . . . . . . 294Nm
Support Plate Bolts . . . . . . . . . 88Nm

1. Clutch Plates and Seperator Discs 12. 1000 rpm Driven Gear
2. Piston 13. Driven Shaft
3. 1000 rpm Drive Gear 14. Washer
4. Shaft Seals 15. Bellville Springs
5. 540 rpm Drive Gear 16. Hub
6. Clutch Housing Shaft 17. Brake Band
7. Retaining Ring 18. Brake Piston
8. PTO Output Shaft 19. PTO Output Shaft
9. Oil Seal 20. Coupler
10. 540 rpm Driven Gear 21. Speed Selector Pin
11. Coupler 22. Coupler Lever

NOTE: During installation apply liquid gasket on mounting surface.

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SECTION 6010 – POWER TRAIN 5

2
PTO Sectional Views and Torques

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6 SECTION 6010 – POWER TRAIN

3
540–1000rpm PTO Drive
(175–190 Models only)
1. Splined Shaft from Engine Flywheel 4. PTO Control Clutch
2. 50 Kph Clutch 5. PTO Output Shaft
3. Splined Shaft

DESCRIPTION AND OPERATION

The power take–off (PTO) transfers engine power
directly to mounted, semi-mounted or trailed
equipment via a splined shaft at the rear of the tractor.
Drive to the PTO is achieved via splined shaft which
run from the engine flywheel through the
transmission upper shafts to the main shaft of the 50
kph clutch located at the rear of the transmission. A
second shaft, splined into the output side of the 50
kph clutch main shaft continues the drive to the PTO
control clutch. It should be noted that the main shaft
of the 50kph clutch is used solely as a means of
continuing the drive from the engine flywheel to PTO
and is not affected in any way by operation of the
50kph clutch.

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 SECTION 6010 – POWER TRAIN 7

The PTO is engaged and disengaged by means of a

knob (2) on the right-hand console. The adjacent
warning light (1) will illuminate when the PTO is
engaged.
Two types of rear PTO system are available,
dependent upon tractor model and country.
a) Two–speed PTO (North America only) with
inter-changeable output shafts.
b) Two–speed, shiftable PTO (except North
America) with inter-changeable output shafts
and the option of fender-mounted switches for
stationary PTO work.

4
On models installed with shiftable P.T.O a range lever
is provided. The lever (1) is used to select one of two
PTO speed ranges and is located at the rear of the
right-hand console.
NOTE: In markets wheres the PTO speed selection
is provided using an interchangable PTO output shaft
and there are no levers in the cab.

5
IMPORTANT: An automatic PTO brake is installed
to stop shaft rotation quickly when the PTO is
disengaged. To avoid overstressing the PTO brake,
slow down the implement by reducing engine speed
before disengaging the PTO This is particularly
important with implements having a high inertia.
Such implements should, ideally, be fitted with an
overrun clutch. To avoid damage to the brake when
operating high inertia implements, hold down the
switch (1), to disengage the brake and allow the
implement to come to rest naturally.
DANGER
To avoid inadvertent movement of the implement,
disengage the PTO after each use. 6

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8 SECTION 6010 – POWER TRAIN

EXTERNAL PTO CONTROLS

(except N. America)
An optional, fender-mounted PTO switch (1), may be
installed on the outer surface of both rear fenders to
aid alignment of the P.T.O shaft splines with
equipment and facilitate stationary PTO operations.
With the engine running, touch the switch
momentarily to cause the PTO shaft to index round
to align the shaft splines. If the switch is pressed for
less than 5 seconds, the shaft will stop turning when
the switch is released.
Press and hold in the switch for more than 5 seconds
and the PTO will operate continuously. Press the
switch again to stop the PTO Alternatively, the PTO 7
may be stopped by means of the in-cab controls, as
previously described.
NOTE: The warning light, on the PTO control panel,
will illuminate when the PTO is engaged,
momentarily or permanently.
NOTE: The PTO may be engaged or disengaged
from the fender switch, whether the in-cab control is
in the on or off position.
NOTE: Simultaneous operation, within two seconds,
of in cab and external PTO controls will result in error
code P38 showing. A 10 second delay will also occur
before PTO control operation will recommence.

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 SECTION 6010 – POWER TRAIN 9

CAUTION
Before leaving the tractor to operate the external
Power Take Off switches:
• Move the gearshift levers to neutral.
• Disengage the PTO
• Apply the parking brake.
With the engine running, move the hand throttle lever
to the low idle position (fully rearwards).

The operator must only activate the external Power

Take Off switches (1) while standing to the side of the 1
tractor (outboard of the rear tyres). To aviod damage
to implement or tractor, operation of the in cab and
external PTO switches should not be carried out
simultaneously.
WARNING
Before using the external Power Take Off switches,
ensure that no person or object is in the area of the
implement, 3-point linkage or PTO shaft.
Never operate the external switches while standing:
• Directly behind the tractor or tyres.
• Between the lower links. 8
• On or near the implement.
• Never extend arms, legs, any part of the body or
any object into the area near the 3-point linkage,
PTO shaft or implement while operating the
external switch.
• Never have an assistant working the opposite set
of controls.
• When moving to the opposite set of controls,
move around the tractor or implement.
• Do not cross between the implement and tractor.

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10 SECTION 6010 – POWER TRAIN

The rear PTO is controlled by the Central

Controller–(XCM) located beneath the electronic
draft control panel.

9
The processor receives input from the PTO ON/OFF
switches, (in cab and fender), PTO speed sensor,
brake, soft start and engine controller. These signals
are then used to provide the output signals to the
PTO clutch engagement solenoid, P.T.O brake
solenoid and the PTO ON/Off overspeed warning
lamp.
If the correct conditions are met, ie, speed
parameters and switch engagements then the PTO
is allowed to start.

10
The PTO speed sensor is located above the PTO
output shaft

11

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 SECTION 6010 – POWER TRAIN 11

The ‘soft start’ facility provides easy start up of heavy,

high inertia, PTO driven equipment. Soft start is a
fully automatic system controlled by electronic
sensors on the engine and within the PTO driveline.
Soft start ‘feathers’ the PTO clutch engagement to
provide a slower, gradual take up of the drive over the
first 5 seconds.
On 175 and 190 models the engines are equipped
with a Power Management system that monitors and
boosts engine power when using the PTO under
certain load conditions or using the vehicle in high
road gears providing certain criteria are met. As load
on the engine increases the engine power
manangement will provide up to 35 additional 12
horsepower to maintain tractor performance by
electronically changing the characteristics of the
engine power curve which is programmed into the
vehicle and engine control modules.
The indicator light on the instrument panel will
illuminate when power management is activated
during PTO Operations.

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12 SECTION 6010 – POWER TRAIN

Hydraulic Operation of PTO

PTO Disengaged (Reference to Figure 16)
The PTO brake (1) and engagement solenoid (2),
Figure 13 are housed in the low pressure distribution
block on top of the rear axle.
When the PTO is not in use the PTO brake solenoid
is energised and the PTO engagement solenoid is
de–energised.

13
Oil behind the PTO clutch piston is open to reservoir
through the lubrication control valve and
de–energised PTO engagement solenoid.
The lubrification valve is housed inthe PTO housing
support plate and comprises of the following
components
1. Circlip
2. Seat
3. Spring
4. Seat
5. Spool
6. Plug
7. Circlip
14
The bellville springs force the piston into the piston
housing and disengages drive through the clutch
plates to the output shaft .
When the piston is seated in the housing their is a
small gap between the rear of the washer and the
clutch piston housing.
Lubrication oil flows from the lubrication circuit,
through the lubriication valve into the centre of the
clutch housing shaft and through drillings in the shaft
to the washer.
The small gap behind the washer allows lubricating
oil at a restricted rate of 2–3 Litres/min to flow past the
rear of washer then through the chanels machined
on the front of the piston to lubricate the clutch plates.
It should be noted that when the PTO clutch is
disengaged the volume of oil required to lubricate the
clutch plates is less than during engagement as
described in the next sequence. consequently this
method of restricting lubricating oil to the clutch
plates allows additional lubrication to be available for
other hydraulic circuits operating on the tractor.

15

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 SECTION 6010 – POWER TRAIN 13

1 2 3 4

2–3 l/min

5
BSD2310A

16
PTO CONTROL CLUTCH–DISENGAGED
Lubrication Circuit Oi Return to Reservoir

Lubrication Oil
@ Reduced Flow
1. Clutch Plates 4. Lubrication Valve
2. Washer 5. PTO Output Shaft
3. Piston 6. Bellville Springs

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14 SECTION 6010 – POWER TRAIN

PTO Engaged (initial engagement)

Engagement of the PTO is considered as a two
phase operation.
When the PTO is operated the engagement solenoid
is energised and the brake solenoid disengaged.
Low pressure hydraulic circuit oil flows from the
solenoid and past the end of the lubrication valve to
the rear of the clutch piston. As pressure increases
the PTO clutch piston moves forward against the
washer (2) and bellville springs (6) to compress the
clutch plates (1). The action of the piston moving
forward increases the gap between the rear of the
washer and the clutch piston housing allowing an
increased flow of lubricating oil to the clutch plates.
This increased flow of up to 15 Litres/min ensures the
clutch plates are adequately lubricated during the
initial stages of engagement.

PTO Soft Start

The automatic PTO clutch softstart system ensures
the load applied to the PTO is controlled in a
predictable manner without putting undue stresses
on the tractor engine, the PTO shaft and the
connecting implement. The soft start feedback
system senses engine deceleration and PTO shaft
acceleration. Limits for these two parameters are set
in the XCM central controller and if the system
detects that either parameter is going above the set
threshold limits, the rise in PTO clutch pressure is
held untill they return within the preset limit at which
time the clutch pressure again increases to continue
engaging the PTO. If the soft start parameters are
again exceeded the pressure held process is
repeated untill full engagement is achieved. If
engagement is not achieved after 5 seconds the
clutch pressure is released and the PTO system is
turned off.

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 SECTION 6010 – POWER TRAIN 15

<14 bar
1 2 3 4

15 l/min

5
BSD2310B

17
PTO CONTROL CLUTCH–INITIAL ENGAGEMENT
Low Pressure Clutch Lubrication Oil
Engagement Oil <14bar @ High Flow
1. Clutch Plates 4. Lubrication Valve
2. Washer 5. PTO Output Shaft
3. Piston 6. Bellville Springs

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16 SECTION 6010 – POWER TRAIN

>14 bar
1 2 3 4

2–3 l/min

5
BSD2310C

18
PTO CONTROL CLUTCH–FINAL ENGAGEMENT
Low Pressure Clutch Lubrication Oil at Low Flow
Engagement Oil >14bar
Lubrication Circuit Oil

1. Clutch Plates 4. Lubrication Valve

2. Washer 5. PTO Output Shaft
3. Piston 6. Bellville Springs

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 SECTION 6010 – POWER TRAIN
PTO Engaged (final engagement)
When the pressure applied to the piston approaches
14 bar the pressure applied to the end face of the
lubrication valve moves the valve against the spring
and reduces the flow of lubricating oil across the
valve to the clutch plates to 2–3 Litres/min.
Less lubrication of the clutch plates is necessary
after the initial stage of engagement and this process
1 2
BSE2359A
Low Pressure Circuit Oil
PTO CLUTCH BRAKE
The band type clutch brake operates automatically.
It applies when the PTO clutch is being disengaged
(braking start) and stops braking when the clutch is
completely engaged.
When working with high inertia implements it is
possible to keep the brake disengaged by pressing
the switch located on the right hand console near the
PTO control handle. When the PTO clutch is
engaged, the brake control oil is returned to reservoir
as the solenoid valve is in the discharge position
17
limits the demand of the PTO on the lubrication circuit
oil which is also used for other circuits on the tractor.
The pressure applied to the rear of the piston will now
continue to increases towards 26 bar in order to
maintain adequate clutch plate clamping pressure
and drive through the clutch to the PTO output shaft.
3
5 4
19
(de–energised) and consequently there is no
operation of the actuation piston (5) onto the band
operating lever (2), the piston (5) being returned by
the spring (4).
When the PTO control clutch is being disengaged,
the solenoid valve is energised and opens, diverting
oil from the low pressure circuit onto the piston (5).
The piston contacts the lever (3) and band (2) is
tightened against the housing (1) to brake the
assembly.
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18 SECTION 6010 – POWER TRAIN

FAULT FINDING

The table below details some possible displayed on the instrument cluster. The PTO
mechanical/hydraulic faults. The Electronic generated error codes are listed overleaf, for full
management Unit/Touch panel processor will also details refer to the fault finding charts in the Electrical
generate error codes related to the PTO system. The section of this manual.
error codes are prefixed with the letter ‘P’ and

Problem Possible Causes Correction

The PTO does not operate
The PTO remains engaged.
The PTO control clutch drags.
1. Low transmission oil level. Reset correct level.
2. Blocked oil filter. Replace filter.
3. Faulty hydraulic pump. Repair or replace pump.
4. Faulty PTO engagement switch Replace switch.
5. Lack of power supply to the Reset electrical connections and
solenoid valve: detached or replace faulty parts.
damaged connectors, faulty
remote switch.
6. PTO control solenoid valve Repair or replace solenoid valve.
stuck open.
7. Oil leakage through the seals Replace damaged seals.
with consequent pressure
drop: manifold or control
plunger seals
1. Faulty PTO engagement Replace switch.
switch.
2. Lack of power supply to the Reset electrical connections and
solenoid valve: detached or replace faulty parts.
damaged connectors or faulty
remote switch.
3. PTO control valve stuck open Repair or replace solenoid valve.
1. Faulty brake engagement Replace switch.
switch
2. Lack of power supply to the Reset electrical connections and
solenoid valve: detached or replace faulty parts.
damaged connectors or faulty
remote switch.
3. Brake control valve stuck Repair or replace solenoid valve.
closed.
4. Worn PTO brake Replace brake.

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 SECTION 6010 – POWER TRAIN 19

Electronic Management Unit / Touch Panel PTO Generated Error Codes

PRIORITY ERROR ERROR DESCRIPTION
(1 = Highest) CODE
1 P01 Rear PTO brake solenoid stuck off (circuit shorts to ground or module failure)
2 P02 Rear PTO brake solenoid stuck on (circuit shorts to +12V or module failure)
3 P03 Rear PTO brake output open circuit
4 P04 Rear PTO brake driver over temperature (circuit shorts to +12V or module
failure)
7 P07 Rear PTO solenoid stuck off (circuit shorts to ground or module failure)
8 P08 Rear PTO solenoid circuit overcurrent (circuit shorts to ground)
27 P27 PTO speed sensor open circuit
33 P33 Rear PTO cab switch momentary contact open circuit
34 P34 Fender mounted rear PTO switch (if fitted) open circuit or short to ground
35 P35 Fender mounted rear PTO switch (if fitted) input short to +12V or short across
fender switch wires
36 P36 PTO failure to start
37 P37 Rear PTO cab momentary switch stuck closed (longer than 30 seconds)
38 P38 Cab and fender rear PTO controls operated within 2 seconds for each other
39 P39 Incorrect voltage on fender mounted rear PTO switch input (if fitted)
40 P40 PTO relay coil short to +12V or open circuit
41 P41 PTO relay coil short circuit to ground

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20 SECTION 6010 – POWER TRAIN

POWER TAKE OFF (PTO)

Removal – Installation

WARNING
Handle all components with the greatest care.
Do no insert hands or fingers between the parts.
Wear suitable protection clothing, including goggles,
gloves and footwear.

Remove the PTO and hydraulic clutch as follows:

1. Detach the negative cable (1) from the battery
and insulate.

1
2. Unscrew plug (1) and drain oil from transmission
and rear axle housings. Collect oil in a suitable
container.

2
3. Remove top link, PTO guard, and parts of
drawbar or hitch as required.

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 SECTION 6010 – POWER TRAIN 21

4. Disconnect speed sensor. Remove the sensor

for safe keeping during PTO removal.

4
5. Loosen the PTO assembly retaining screws and
using a suitable hoist and hook detach the PTO
assembly (1) from the rear axle housing.

5
WARNING
Always use suitable tools to align holes. DO NOT
USE HANDS OR FINGERS.

6. Reinstall the PTO case to the rear axle housing

taking the following into consideration:
– Rassembly follows the disassembly
procedure in reverse, from step 10 back to
step 1.
– Before reinstalling the PTO case, thoroughly
clean and degrease mating surfaces and
apply a bead of liquid gasket of approx. 2 mm
of diameter following pattern shown in the
figure below.
– Tighten to correct torques as detailed on
page 3.

Pattern for application of liquid gasket between

the PTO case and rear axle housing.

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22 SECTION 6010 – POWER TRAIN

POWER TAKE OFF

Removal–Installation 540/1000 rpm PTO

WARNING
Handle all components with the greatest care.
Do no insert hands or fingers between the parts.
Wear suitable protection clothing, including goggles,
gloves and footwear.

1. Place the PTO assembly (1) on a suitable clean

working surface or stand if available.

1
2. Remove brake band and brake piston housing.

2
3. Remove retaining ring and clutch plates.

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 SECTION 6010 – POWER TRAIN 23

4. If clutch piston is to be serviced and it is not

deemed necessary that further repairs to the
clutch hub are required compress and remove
the clutch bellville springs as follows
5. Reinstall the snap ring (2) using a puller (1) and
special tool 50063 (4, page 3). Screw in the
puller until releasing and removing the bellville
spring retaining ring (3). Remove components
refering to Figure 15.

4
6. Use compressed air in inlet port to remove piston
from hub. Refer to Figure 15 for component
layout.

5
7. Examine pison seals and replace if damaged

6
8. If the PTO assembly output shaft gears are to be
disassembled loosen the output shaft gear
retaining nut using a suitable peg (2) to block the
gear.
9. Remove support plate (1)

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24 SECTION 6010 – POWER TRAIN

10. Where required remove PTO clutch lubrication

valve.
1. Circlip
2. Seat
3. Spring
4. Seat
5. Spool
6. Plug
7. Circlip

8
11. Remove circlip (3), sleeve (2), ring (4) and gear
(1).

9
12. Using cirlclip pliers expand support bearing
retaining circlip and at the same time drive shaft
forwards to remove the clutch hub assembly.

10
13. Remove sealing rings from clutch hub shaft
shaft.

11

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 SECTION 6010 – POWER TRAIN 25

14. Remove circlip (1), washer (4), gear (2) and

bearing (3).
NOTE: When re–assembling gear the raised edge
of the gear faces towards the bearing.

12
15. Position clutch hub in a press and using a
suitable piece of tube (3) compress bellvile
washers and remove retaining ring (1) and
retainer (2).
16. Slowly and carefully release pressure applied by
the press and remove bellvile springs. Refer to
Figure 15.
NOTE: Alternatively the bellville springs may be
compressed as described in step 5.

13
17. Remove retaining ring (1) and oil seal (2) from
clutch hub. The roller bearing (3) may be
removed using a standard slide hammer and
adjustable puller.

14

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26 SECTION 6010 – POWER TRAIN

15
PTO Clutch Assembly
1. End Plate 12. Retainer
2. Spring Seperator 13. Bearing
3. Clutch Plate 14. Sealing Rings (3 off)
4. Clutch Plate Seperator 15. Clutch Housing
5. Bearing 16. Piston
6. Circlip 17. Washer
7. Spacer 18. Bellville Springs
8. Drive Gear 540 rpm 19. Spacer
9. Circlip 20. Retaining Ring
10. Spacer 21. Hub
11. Drive Gear 1000 rpm 22. Retaining Ring

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 SECTION 6010 – POWER TRAIN 27

18. Remove output shaft drive gear retaining nut (1)

(previously loosened in step 8.).
19. Withdraw bearing (2), Spacer (3) and 1000 rpm
output driven gear (4).

16
20. Remove sleeve (1), fork (3) and coupler
assembly (2)

17
21. Remove lower gear. Where obstruction in
removing gear is experienced release shaft
retaining circlip and push shaft forward.

18
22. Remove shaft.

19

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28 SECTION 6010 – POWER TRAIN

23. Remove outer circlip (1) bearing (2) and seal (3).

20
24. Withdraw the upper bearing (1) using a slide
puller equipped with a ring expander.

24499

21
25. Remove selector mechanism and detent
assembly as required. Detent mechanism
comprises of plunger (1), spring (2), washer (3)
and retainer housing (4).

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26. Reassembly follows the disassembly procedure
in reverse.

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 SECTION 6010 – POWER TRAIN 29

P.T.O. CLUTCH CALIBRATION

(175 & 190 MODELS ONLY)
Required when the central controller has had its
memory erased after H8 has been used, the PWM
clutch solenoid (C041) has been replaced or the PTO
clutch unit overhauled.

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1. Install the diagnostic switch, tool no.380000488,
into the black diagnostic connector located under
the EDC panel.

24
2. Start the tractor and cycle the diagnostic switch
until ’H1’ appears in the instrument cluster
display.
3. After a few seconds this will change to ’CAL’

25

4. Set the engine speed to 1200±100 rev/min.

5. Operate the PTO brake rocker switch 3 times
within 4 seconds. The display will change to
show ’PCP’.

26

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30 SECTION 6010 – POWER TRAIN

6. After a few seconds ’CL’ will appear on the

display.

27
7. Start the PTO using the cab PTO switch.

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8. ’PC2’ will be displayed followed by ’END’.
9. Turn the key start off for several seconds to store
the calibration.
NOTE: If an error occurs during calibration a ’U’ code
will be displayed and the procedure will need to be
repeated. Refer to the ’U’ code listing at the
beginning of this Chapter.

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6 – 66000 – 06 – 2002