FOREWORD

This book, covering the Service and maintenance of the Model "A",
"U" and "UC" tractors manufactured by "Allis-Chalmers" contains
material formerly incorporated in the loose leaf Farm Equipment Service
Manual, "Knowledge Means Power". -:,••• ,--A: :. ••.•••.••

It is material now seldom used but never the less very valuable when
needed. This is the last r.~~sion that will be made of these sections and A
you should retain this book for your permanent file.

For information listed under "General Section" in indexes refer to

"General Sect ion" in loose leaf Farm Equipment Service Manual.

This book, like the material in loose leaf Farm Equipment Service
Manual "Knowledge Means Power", is printed for the exclusive use of
"Allis-Chalmers" Dealers in servici.ng and maintaining farm equip-
ment manufactured by "Allis-Chalmers".

PRICE $1.00

ALLlS-CHALMERS MFG. CO.

FARM EQUIPMENT DIVISION
MILWAUKEE, WISCONSIN
U.S.A.
 MODELr~"TRACTORINDEX

SUBJECT SEC. PAGE PAGE PAGE PAGE PAGE

AIR CLEANER A 1 4 17
BELT PULLEY
Construction U 2 39
*C onstruction U 2 39
Lubrication A 4
Specifications A 2 7
*Specifications A 2 7
BREATHER, ENGINE A 4 20
BREA THER, TRANSMISSION A 4
CAMSHAFT A 1 11
CARBURETOR A 1 6 24 25
CARE & OPERATION A 3 4 5 6
CLEANING RADIATOR A 8
CLUTCH
Adjustment A 2 6 28
*Adjustment A 2 6 31
Lubrication A 3
Removal A 28
*Removal A 31
Repair A 28 29
*Repair A 31 32
CONNECTING RODS A 1 5 13
COOLING SYSTEM A 1 6 8
CRANKSHAFT A 1 14
Oil Seals A 11
Main Bearings A 11
CYLINDER HEAD A 20 4Q
CYLINDER LINERS A 1 11
DIAGNOSIS, HINTS FOR GENERAL, 32
OIFFERENTIAL U 37
A 2 4
DRAINING COOLING SYSTEM A 6 8
ENGINE BLOCK A 11
FAN BELT ADJUSTMENT A 1 6 9
FRONT WHEELS & AXLES A 2-A 4 6 27
FITTING PISTON PINS A 2 14
FLYWHEEL A 14
FUEL A ·4
GEARSHIFT U 3 32
*GEAR SHIFT A 3 33
GOVERNOR
Adj ustment A 1 5 19
Construction A 19
Removal A 19
Type A 1 5 19
LINERS, CYLINDER A 1 11
MAGNETO RV4 U 18
MAGNETO FM GENERAL, 14
MAIN BEARINGS
Crankshaft A 1 11
MANIFOLDS A 1 24
OIL FILTER A 5 16
OIL LINES A 16
OIL PRESSURE A 3 15
OIL PUMP A 15
OIL RELIEF VALVE A 15
PISTONS A 2 5 13
PISTON PINS A 2 14
*Refers to Tractors No. 26526 and Up
 MODEL "A" TRACTOR INDEX (Cont'd)

SUBJECT SEC. PAGE PAGE PAGE PAGE PAGE

PISTON RINGS A 2 13
POWER TAKE-oFF U 40
A 2-A
PUSH ,ROD ADJUSTMENT A 2 5 21
RADIATOR A 1 6 8
REAR AXLE A 2-A 38
SPARK PLUGS A 1 6
SPECIFICA TIONS A 1 2 2-A
STARTING ENGINE A 3
STARTING TRACTOR A 3
STEERING GEAR A 2-A 4 21 22
TEMPERATURE, OPERATING A 4
TIMING, IGNITION A 14
TIMING, MAGNETO U 18
TIMING, MAGNETO GENERAL, 14
TIMING VALVES A 2 11 12
TRANSMISSION
Bevel Pinion U 2 35
*Beve1 Pinion A 2-A 36
Cross Shaft U 2 36
*Cross Shaft ;A 2-A 37
Sp1ine Shaft U 2 34
*Spline Shaft A 2-A 35
Reverse Shaft U 2 33
*Reverse Shaft A 2-A 34
Lubrication A 4
VALVES
Adjustment A 2 5 21
Guides A 2 21
Grinding A 5 21
Seat Inserts A 2 21
Lubrication A 20
Springs A 2 21
WATER PUMP A 3 9 39

*Refers to Tractors No. 26526 and Up

"
 MODEL -A" SPECIFICATIONS
ENGINE CRANKSHAFT
DATA Bearings - 3
Type - Bronze Back Babblt
No. or cylinders 4 Bearing length:
Bore 4-3/4" gasoline Front and Center - 3.500-
S" low grade tuel Rear - 4.747"-.001"
Stroke 6-1/2" Journal length
Gasol1ne motor: Front - 3.734"
Compression ratio 4.4 to 1 Center - 4.0132"
Compression pressure 86 Ibs. Rear - 4.750" + .004"
Displacement - 460.7 cu. In. or - .001"
Low Grade Fuel motor: Bearing dla. - 3.003" T .001"
Compression ratio 4 to 1 or - .001"
~ompresslon pressure 76 Ibs. Journal dla. - 3.000" .,..OOOS"
Displacement Sll cu. In. Dla. Clearance .002- to .0055"
Firing order 1-3-4-2 End thrust taken on rear main bearing
R.P.M. Smtt end clearance .006" to .008"
Low Idle 200-250
Full load 1000 FUEL SYSTEM
High Idle 1100-1150
Carburetor - Zenith C6EV
AIR CLEANER Size - 1-1/2"
Type - compound nozzle
Type - 011 bath Adjustment - Main jet out ror richer
011 capac.1ty or cup - 2-1/2 pts. mixture - Idle jet In tor richer
Summer S.A.E. 20 mixture.
Winter S.A.E-. 10 Fuel delivery - gravity
lhlst always splash rreely. Tank Capacity - 28 gallons
Fuel filter - strainer and sediment
c.A.WHAFT bowl.
GOVERNOR
Drive - gear
Valve timing - marked gear Variable Speed type
Journal dla.-2.l235"+ .OOOS" Adjustment by throttle
or - .0005"
Bearings - 3 bronze bUShl~ LIJ-4"ERS-
CYLINDER
Bearing dla.-2.128" •• OOOS
Bearing clearance .003S- to .OOSC" Removable type
End thrust - Spring controlled Inside dla.
Gasoline Motor 4.750" •• 001"
CONNECTIOO ROD or - .001"
Low Grade ruel motor 5.00" .,..001"
Bearing - Spun type or - .001"
Bearing length - 3.245" •• 001" ~UBRICATION - ENGINE
or - .001"
Journal length - 3.250- •• 004" capacity - 14 quarts
or - .001" 011 used summer S.A.E. 40 \
Bearing dla. - 2.753" + .OOOS" winter S.A.E. 30 or lighter
or - .000S" Filter - Purolator
-Journal dla. - 2.750" .,..OOOf\"
or - .00>lS· MAGNETO
Dla. clearance .000" to .005"
Adjustment - Shims Make - Falrbanks Morse
Model - Fl4
COOLING SYSTDi Type - High Tension
Rotation - Anti Clockwise
Capacity - 11-1/2 gallons Automatic Impulse - Yes
~ooled - Pump and Fan Lag Angle - 300
Pump am ran dr1ve - two V Belts Advance 260
Belt size - Lubrication - Sealed
Pitch length - S2" Breaker Point Gap - .020"
Width - 21/32· Spark Plugs - 7/8-
Depth - 7/16· Point Gap - .030"
Angle - 40 degrees
Belt adjustment - eccentrl~ pump hag. MANIFOLD
Pump bearing - Ball and Bushing
Pump lubrication ~ Grease tlttlng Two distinct types used.
Pump adjustment - Packing nut One ror gasoline motor
Fan - 4 blade - 22· In dla. One for low grade fuel motor
1
OIL PtUP
Type - Gear
Drive - Gear Driven
Oiling system - Pressure
Pump location - Oil sump
Gears in pump body end, clearance
.006" to .on"
Backlash of 011 pump gears
.001" to .004"
PISTONS - Gasoline Motor
Piston Dia.
First land 4.728" to 4.732"
Second land and third land
4.734" to 4.738·
Fourth land 4.738" to 4.742"
Skirt 4.743" to 4.744"
Piston clearance in liner
First land .017" to .023"
Second and third land
.on" to .017"
Fourth land .007· to .013"
Skirt .005" to .008"
Ring land wIdth
FIrst land .250" ~ .001"
Second land .250" ~ .001"
Third land .250" + .001"
Fourth lartd .250" + .001"
CHASSIS
PISTON RINGS
End Gap - .014" to.021"
RIng wIdth
All .249"
Land clearance - .001" to .002"
PISTONS - Low Grade FUel
PIston Dla.
FIrst land 4.978" to 4.982"
Second and third land
4.984" to 4.988·
Fourth land 4.988" to 4.992"
SkIrt 4.993" to 4.994"
PIston clearance in lIner
FIrst land .017" to .023·
Second land .011" to .017"
ThIrd land .011" to .017"
Fourth land .007" to .013"
Skirt .005" to .008"
RIng land width
FIrst land .188" to .189"
Second land .187" to .188"
Third land .18~ to .188"
Fourth land .250" to .251"
PISTON RHUS
End Gap - .015" to .023"
RIng wIdth
CompressIon - .187"
011 RIng - .248"
Land clearance - .001" to .002·
PISTON PIN
Clamp In pIston
BushIng In connectIng rod
Pin dla. - 1.501"
Bu shmg dla. 1.502· + .0005· -.0005·
P1n clearence In bushing .0005· to .0015"
VALVES
Exhaust dia. - 2-7/32"
Intake dia. - 2-7/32"
Stem dia. - .434" + .0005"
Face width - 1/8"
Seats exhaust - removable
Seat wIdth - 1/8"
Seat angle - 450
Guides removable
Guide insIde dIa. - .437" to .438"
Stem clearance in guIde
.0025" to .0045"
V.ALVE SPRINGS
Free 1 ength 3-1/16"
Spring compressed to 2-5/16" or
closed 50 Ibs.
Spring compressed to 1-27/32" or
open 85 Ibs.
Tappet type - cylindrIcal
Tappet clearance .012" (hot motor)
Intake valve opens 5 degrees after
top center, closes 40 degrees
after lower center.
Exhaust valve opens 44 degrees
before lower center, closes
9 degrees after top center.
BELT PULLEY (Before ;3erIal #26526)
Type - Clutch
BearIngs - Pinion shaft - ball
Idler Gear - Hyatt roller
Pulley shaft - Taper roller
Dla. - 13"
Face wIdth - 8-1/2"
R.P.M. - 948
Belt feet per min. 3200
BELT PULLEY (SerIal 126526 and Since)
R.P.M. - 925
Belt feet per mIn. - 3150
BRAKE
Type - ContractIng hand operated
LInIng - Woven
LInIng sIze - 3/16" x 2" x 22-3/16"
LocatIon - Left hand end or cross shaft
Adjustment - Nut
CLUTCH
Type - SIngle plate sprIng loaded
dry dISC
DIa. - 14"
faCIng thIckness and quantIty -
sIx 1/8· and six 5/32"
Number of pressure sprIngs - 12
Adjustment - 1/4" clearance between
release levers and throwout bearIng
DI FJi'ERE}Il'IAL
Type - Four pInIon
BearIng - Taper roller
BearIngs and rIng gear adjustment-
threaded adjustIng rIng.
2
DIF·FERENTIAL (Cont'd) REAR AXLE
Thrust for differential side Type - Live
gears - Bronze washers Bearings - Double roller outside end
Lubricant required - 12 gallons LubrIcation - from rear axle housing
including transmission adjustment - free rolling - by shIms
Summer - S.A.E. 140 Grease retainer - Cork seals
Winter - S.A.E. 90 Rear WheelS - Taper hub
Tire size -"13.50 x 28
DRAWBAR Wheel tread - 61-1/2"
TIre pressure - 12 lbs.
Type - SWinging - 17-1/2"
Height above ground - 17-1/2" SPEEDS (Before serial #26526)
FRONT AXLE F1rst - 2.6 M.P.H.
Second - 3.5 ll.P.H.
Toe-In - 1/4" to 1/2" Th1rd - 4.5 ll.P.H.
SpIndle bushing InsIde dla. 1.252· to Fourth - 9.5 M.P.H.
1.254" Reverse - 3 M.P.H.
Spindle dla. - 1,249" to 1.2485"
Wheel tread - 58" SPEEDS (Ser1al #26526 and since)
Turning radius outSIde - 14-1/2'
First - 2.5 M.P.H.
FRONT WHEEI..S Second - 3.75 M.P.H.
Third - 5 M.P.H.
BearIngs - Taper roller Fourth - 9 M.P.H.
Adjustment - by bol t and shims - Reverse - 3 ll.P.H.
maintain a free rolling fit
Tire size - 7.50 x 18 STEERING
AIr pressure - 26 to 28 lbs.
TYPe - Cam and 1ever
POWER TAKE-OFF Adjustment - Column end play - Screw
Trun10n sbaft adjustment - Screw
TYPe - Clutch Lubr1cant - 140 ste~ring gear lubricant
Spllne - 1-3/8· - 6.B.
R. P .ll.- 531 TRANSMISSION (Before serial #26526)
Location - 3-3/4· to rIght of
center lIne of tractor Clutch sbaft bear1ng - Ball
RelatIon to hItch pIn - 3" ahead Spllne sbaft bearings - Taper roller,
He1ght above ground - 21-3/4" nut adjustment front and rear
Bear1ngs - Taper roller- Cross sbaft - Taper roller
adjustment sh1ms under rear cover bear1ngs, adjustment - Shims
Bevel P1nion bearing - Ball
adjustment - ShimS at rear
Reverse shaft bearIng - BushIng
Lubricat10n capac1ty with
different1al - 12 gallons
TRANSMISSION (Ser1al #26526 and since)
Sp11ne shaft bear1ngs - Taper roller -
adjustment - nut on rear end of shaft

2a
 CAREANDOPERATION
OF MODEL
n A" TRA~TOR
WHEN
TRA~TOR
IS DELIVERED
Before starting a new tractor inspect
it thoroughly and see tmt no parts have been
removed from it, or any adjustments tampered
with since the tractor left the factory.
BEFORE
STARTING
THEENGHIE
Inspect oil level in engine oil sump.
For correct level and viscosity see heading,
nEnginen under nLubricationn•
Inspect 011 in a1r cleaner cup. Refer
to air cleaner 1nstructions.
F111 cooling system w1th clean water.
Check all points of lubrication and
grease those equipped with gr'ease gIID fittings.
Fill fuel tank with gasoline and open
tu.el valves.
STARrINGTHE ElmINE
Place the gear shift lever in neutral
position. If in cold weather, lock the clutch
pedal in fornard posit1on. Open throttle one-
third way. Turn ignition switch to the nONn
pos l tion. Pull the choke rod forward ani crank
engine over two compress10n strokes by LIFT-
ING the crank. Release the choke rod. Eng-
ine should now start readily when cranked.
However if the weather ls cool, more choking
may be necessary. CAUTION:Donot spin motor.
To do so may d1sengage the automatic 1mpulse
coupling and allow mo.tor to kick.
Whenthe engine is started, see that
the oil gauge is registering pressure. Do
not operate the engine unless 01l gauge reg-
isters.
NOTE: After the first few hours of
operation, tighten all nuts, b oLts and cap-
screws that hold together parts having asbes-
tos lined copper gaskets between them. 'f.his
applies espec ially to cylinder head stud nuts.
When cylinder head gasket is compress ed 1 t
causes the valve clearance to be taken up.
After the cylinder lmd stu:1ruts are t1ghtened,
be sure to adjust the valve clearance.
STARrINGTHETRACTOR
Before Ser1al #26526
With the engine runntng, press forward
on the clutch pedal. Allow a few seconds for
the gears to stop, then move the gear shift
lever to the des1red speed pomtlon,whlch is
as follows: to central posit1on ani roreard,
reverse; central and back, low; to extreme
right and back, second; to extreme right and
forward, third; to extreme left and back,
fourth. Release the clutch pedal slowly to
avo id a sudden jerk in starting, out; nave
throttle far enough open to avoid stallIng
the motor.
S'fARrINGTHE TRACTOR
Serial #26526 and After
Gears shIft as follows: First; shift
lever to center and forward. Sdcond; shift
lever to center arid back. T:'lirdj shift lever
to right and forward. FrJurth; shift lever to
extreme left and back. J{eversej shift lever
to the riGht and back.
LUBRICATION
u.JGINE: !:aintain 011 level in 011 sump
to the full mark on 011 gauge rod.
Use only pure mineral 011 s of th e
following S.A.E. v1scosity numbers.
Summer - No, 40 Winter - No. 30
For extremely cold tempera tures, a
mineral 011 that will flow freely at prevall-
ing temperatures should be used.
If gaso Ltne or other fuels of Similar
qualities are being used drain oil sump and
refill with fresh oil of the proper quality
and viscosity after each 60 hours operat i on ,
If low grade fuel such as distillate
or tractor fuel is being used, drain ~ oil
down to the drain cock, located on side of
oil sump, after each 10 hours of operation
and refill to the full mark on gauge rod with
rr'esh oil. After each 30 hours of operation,
dra1n 011 sump completely and refill with
fresh 011.
Use only 011 of high quality of the
proper viscosity. The best assurance of se-
curing such 011 is to purchase the better
grade manufactured by a dependable oil com-
pany who has established a national reputa-
tion for quality products and whose success
depends upon maintaining such quality.
Look at the oil pressure gauge $ re-
gular intervals to make sure 011 is be~ cir-
culated by the 011 pump. The cauGe should
register approximately 15 pounds when engine
is running at normal governed speed and is
heated to running temperature.
The governor, timing gears, clutch
pllot bearing and rocker arm assembly are
lubricated from the 011 sump supply am need
no outside attention.
FANANDWATER PUW:P - Lubricate each
10 working hours. Lubricate front bearing
through grease connection on fan pulley hub
with grease gun until grease comes out at the
rear around maft. Lubricate rear connection
on the pump body with five or six strokes of
the grease gun.
CLU'fCH: Lubricate throwout bearing
each 30 hours of operation with two or three
strokes of the grease gun. The grease fit-
1;1ng is accessible through an opening in left
3
sIde of clutch housIng. Do not over-lubr1-
cate th1s point as the excess grease IIBY work
on to the clutch plate and cause clutch to
slIp or becomeslugg1sh 1n actIon.
The clutch fork s ha ft bear1ngs are
also e qu1pped w1th grease gun fl tt 1ngs and
should receIve two or three strokes of the
grease gun da11y.
Lubr1cate clutch pedal bear1ng dally
through fitt1ng on bottom of pedal.
GEAR SHIFTLEVER SHAFT: Lubr1cate
dally through fitting (J1 top of shaft housmg ,
TRANSMISSION ANDDIFFERENTIAL: These
two un1ts are lubrIcated from the oll supply,
carr1ed In the transmissIon case and f111ed
through the open1ng covered by the breather
cap located on the t.ransmtasf on case cover.
Keep filled to the level of the top p1pe plug
located (J1 the left-hand s tde of transmtaston
case. The capac1ty 1s approxImately 12 gal-
lons and only ol1s of the proper body to meet
prevailIng temperatures should ever be used.
For Summeruse S.A.E. 140
For W1nter use S.A.E. 90
'.¥henoperat1ng in extremely co 1d wea-
ther, li~t motor oil should be added to the
transmission 011 supply to thin the heavy 011
and insure proper c1rculat1on ani lubrication.
NOTE:Keep transm1ssion case breather
cap clean by wash1ng in gasoline and satura-
tIng with lubrIcating oil before replacing.
FRONT 'NHE}';LS:Lubricate da!ly with
grease gun until grease Is forced out at in-
ner end of hub.
ST~I~G SPINDLES:LubrIcate all flt-
t tngs wIth two or three strokes of the grease
gun dally.
STBERING
BALLJOI~TS: Keep packed In
grease.
STEERING GEARHOUSING: Keep filled to
level of filler plug with S.A.E. #140 steer-
Ing gear lubricant.
BELTPULU.Y:Lubricate t~h fittIng
located on pulley shaft outer bearing cover,
dally, VIi th two or three strokes 0 f grease
gun when usIng pulley_
FUEL
EngInes of model A tractors are buIlt
in two combInatIons of compressIons, carbu-
retors, and manIfolds. Each combInatiQn is
designed to efficIently burn a part Icular
class of fuel. For best results, the class
fuel f or whIch the engIne was des1gned must
by used.
For eng1nes equIpped to operate strictly
on gasoline. -These engines are de s t gnated
by the letter nGn following the eng me num-
ber. Examp'l e 206540. (Use gasoline havtng
octane ratIng of not less than 70).
For eng1nes equipped w1th low grad e
fuel attachments. These eng1nes are desIg-
nated by the letter "K" followIng the engme
number. Example20654K. (Any fuel havIng
the follow1ng spec1f1catIpns: Grav1ty - 3B
to 44; End poInt - 5250 or less; Octane ra-
tIng - 30 or more.)
E.'ng1nenumbers are located (J1 tre left
hand SIde of engine blOCk.
Whenburning low grade fuels certaIn
precautIons are necessary to prevent exces-
sIve d11utlon of the lubrIcatIng 011.
Always select a fuel to meet the spe-
ct rtcatt ons outlined In a prooed1ngparagI'alil.
Cover radIator to let engIne warm up thor-
oughly on gasolIne. Never turn on the low
grade fuel untll the temperature of tre cool-
tng system Is near the bollIng point, and
when operating In cold weather, keep suffi-
cIent cover on the radiator front to mal n-
taln thIs temperature.
Always turn off the low grade ftlelani
swItch to gasolIne before engIne Is stopped
so that carburetor will contain gasol tne wtm.
engine Is agaIn started.
FUELFILTER
A fuel fllter Is located just below
the fuel tank and should re cleaned at regu-
lar Intervals. Removethe glass bowl and
screen, and wash out any sedIment or water
that may have accumulated.
AIR CLEANER
Inst.ruct.t ons as to care 0f the air
cleaner are given on the aIr cleaner body.
Follow these Instructions carefully. Be SEe
the 011 cup Is filled to th e level of the
bead stamped on the sIde of the cup. Used
crank case 011 Is satisfactory if thin and
clean. The use of heavy 011 In the cup wIll
result in a restrIction or a tr; to the carbu-
retor, result1ng in an over-rIch mIxture and
excessIve dilutIon Of the lubricatIng oil.
Inspect after each 10 hours of operation,and
If the 011 Is heavy wIth dirt, or if the cup
contains a layer of sediment, draIn and re-
fIll with fresh 011.
Inspect the hose connections on aIr
Inlet frequently and keep them tight and In
good condlt1on.
BREATHERS
The crankcase breather caps, located
on t op of the cyl1nder head covers, should
be Inspected dally. They must not be allowed
to becomeclogged with d.lrt as pressure wIll
be created In crankcase, causIng 011 leaks
at na.tn bear-Ings, magneto shaft and other
poInts. Washbreather caps in gasol1ne, dIp
In lubrIcatIng 011 am replace after throwIng
off excess 011.
4
 OIL FILTJ::R
To clean; after each thi rty hours of
operation turn cleaning handle to right and
baCk fro~ four to six times.
Drain base of fll ter by removing the
pipe plug each time crankcase is drained.
When adjustIng rod bearings, remove
the same number of sntms from each stoe and
replace the cap on its original rod ~nd In
its orielnal pOSitIon.
When coupling up the rods be sure the
nuts are drawn tiZ;ht and are locked with the
proper sized cotter keys.

OIL PUMP If new piston ptn bus hf.ngs are In-

stalled they should be reamed to a light
The oil pump requires very little at- push fit on the pin.
tention. It is of the geared type drIven by
a gear whIch meshes with the crankshaft tlm- CYLINDER LH1ERS, PISTONS AND RINGS
in~ gear. It is consIdered good practice to
clean the oil pump screen each season. ThIs The engine has rene wable cy linder
can be done by removtng the front cylinder liners which makes reboring unnecessary.
block InspectIon cover.
Oversize pistons and rings are not
The oil pressure gauge shCllld register supplied. If wear on the cylinder liners is
between 5 and 15 pounds when engine IS run- sufficient to require oversize pIstons and
nIng at full governed speed and Is heated to rIngs a ne~ motor assembly, consisting of
normal running temperature. T~e 011 pressure lIners, pIstons, rinGS, etc. should be in-
Is regulated by a relief valve located In the stalled.
oil pump body. It Is made accessIble by re-
moving the front crankcase t n spe ction cover The old liners can bereadily removed
and purolator. By r emovtng cotter key and from the top of the engine block tu the use
turning ad just tng screw to r 1 e; h t the 0 il of a suitable puller.
pressure wIll be increased. Turn to left to
decrease. Cotter key must be replaced after Vlhen InstallIng new liners, trey shcuJd
adjusting. be forced straIght down In the bore of the
block to prevent possible damage to the rub-
GOVERNOR ber packIng rIngs.

The governor Is of the va~iable speed Always use new pack tng rings whEnin-
fly weight type, mounted en the magneto shaft stall1ng lIners, as the danger of a water
and Is completely sealed from dust. and dirt. leak at this potnt is too great to rUk treir
use the second time.
To adjust engIne governed speed, loo-
sen t humb screw on governor link boot clamp VALVE CLEARANCE AND VALVES
located at rIght hand side of engl ne block
ahead and above magneto, and pull boot back. Correct clearance between the valve
Loosen rear nut, which is a lock nut, and stems and rOCker arms should be maintaIned
turn front nut to the r t g rrt for increasIng at all times.
and to the left for dec reasing speed. The
.correct engt ne speed Is 1000 r.p.m. und er To adjust clearance, turn engine w1th
normal load~ crank -unt i I valve closes am push rod Is at
its lowest posItion. Loosen valve adjusting
VAIN BEA.RING ADJUSTMENT screw lock nut and turn scrav until there is
.012" inch clearance between valve stems and
'l'he na tn bear-Ings are of the bronzed rocker arms with engine at normal operating
back type, and due to the la rge s tze of the temperature. Use a thIckness a;t1.lge for :nalc-
bearings and to the ~JPe of lubricatIon used, ing thIs measurement. Tighten lock nut and
they seldom need adjustment. However, shims recheck.
are provided so that adjust~ents can be made
If it becomes necessary. Lack of compression because of leaky
valves may be caused by either Insufficient
Never adjust a bearIng too tight. They clearance between rocker ams an:! valve stems,
must have .003 inch clearance. The maximum by the .collection of carbon at the ValWlseats
end play for crankshaft IS 1/32 inch. When or by carbon or a gtL.'TIl:1Y su bstance on the
adjusting the bearings always remove tte same valve stems preventing the closing ~f the
number of shtms from each side. Always re- valves.
pla.ce the bearing cap in its original posi-
tion so that crank sra rt will no t be forced If, when c ranking the motor over, there
out of alignment. is a lack of resistance on one or more <:<)'11n-
ders at the compression stroke, the pistons
CONNECTING ROD ADJUSTMENT and rrngs beIng in good condition and there
is suffic rent clearance bet'seen the roe leer
Shims are provided in the connecting arms and valve stems, it indicates that the
rod bearl ngs, fo r ad justment • They s hou Id valves need regrinding.
have not less than .003 inch clearance 0n
crankshaft. End clearance should not exceed
.010 inch.
5
 Because of the har1ened steel exhaust
valve seat Inserts In the exhaust valve posI-
tions, It Is recommendedthat the valves be
refaced on a nnchlne IIBdefor th 1s purpose
and the seats be re ground wIth a hI gh speed
valve seat grInder
As a final operat ton, the valves and
seats maybe pol1shed by Iappf ng them in wlth
a s:Jall amount of valve gr-tndtng compozid,In
thIs manner a perfect seat can be obt arned
which VillI gIve manyhours 0 f satisfactory
servIce.
:::ARBJRETOR ADJUSTI.:il~TS
The carburetor has two adjustment ~
dle valves for correcting changes in fuels ami
atmospheric condItions. These adjustments are
knownas the n Idl1ng Adjustment Needle" and
the "L!a.inAdjustment Needle".
The idlIng adjustment needle, located
to the rear on outside of carburetor upper
body, controls the flow.af air for the idl1ng
mixture. Turning in this needle shuts off the
flO¥l of air and makes a richer fuel mixture.
Turntng out makes a leaner mixture. A good
place to start for adjustment w one and one-
half turns open. Donot expect a new motor,
that is too "stiff" to rock freely an comprea-
Sion, to idle smoothly.
To get the proper idl1ng speed, set
the stop screw on the throttle valve arm of
carburetor. Turn stop screw to right to in-
crease idle speed, to left to decrease idle
speed.
The main jet adjusting needle, located
on side toward engine block on the rear of
carburetor upper body, is for admitting more
fuel to the engine than is supplied by the
min jet, which maybe necessary due to the
variation of fuels andatmospheric comttaons,
Turning out admits more fuel andmakes a rich
mixture. DOnot force the needle downen its
seat as this w111 cause damageto these parts.
JlAGNETO
The contact points must be kept clean
and properly spaced. If they are pyra.mided
or pitted, they should be made smooth with a
tongsten file or a stone, and adjusted to al-
Iowa gap of .012" to .015" when open on RV4 roller bearings. At frequent intervals re-
ma.~etos, and .020 on FMmagnetos.
The spark plug points should lBvea IJlP be necessary to adjust bearIngs.
of .030 to .035 Inch.
The magneto Is manufactured tu' a reU- and tap bolt and spIndle washer.
able co:n~ny and is serviced through tts many spindle washer and end of spIndle is a series
authorized service statIons.
RAiJIATOR AND COOLING SYSTI::M
Only rain or soft water should be used
in the radiator if ava11able. Hard or alka-
line water will from a scale whIch wIll Impair tngs from dirt and to retaIn the grease In
radiatIon if allowed to build up in the cool-
ing system. Tne use of washing soda will help
to loosen thIs scale; and where~'only hard or season when \vorking under average <Xnllti<l18.
alkal1ne water 15 available tie washing SCXh
should be used at regurar intervals and be-
fore the accumulation of scale beconesmavf
enough to scale off and stq> up tie radiator
passagea ,
In cold 'weather an antI-freeze solu-
tion can be used in the radiator.
1)0 not run engtne wlthout water or
some cooling solution in radiator.
Never pour cold water in a hot motor
when the water is low.
To drain coolIng system remove pipe
plug from bottom of radIator on right hand
side.
CUJTCH
The clutch Is of the s pr t ng loaded
sIngle plate dry dt sc type. The release
engagement;Is by movement, of the clutch sntr-
ter a nd the throwout bear-Ing contacting the
3 release levers.
Each release lever has an adjustIng
screw whIch Is for the p.lI1)OOeof regulating
the level' contact wIth the throwout bearing.
As the clutch racrngs wear, the release le-
vers movenearer to the throwout bearingam
the only clutch adjustment necessary Is to
prOVide clearance at thIs poInt.
To adjust: Turn adjustIng screws to
allow a clearance of 1/4" between the ends
of each of the three release levers and the
throwout bearIng.
FAN BELTS
To adjust fan belts, loosen tlE four
capscrews holdIng the air cleaner bracket to
the front of the motor, and by using a smll
bar turn pumphouslni clock-wIse unt11 the
fan belts have 1-1/2 slack lII1d-way between
the pulleys. TIJhten the capscrews evenly
to prevent leakaee.
Do not tighten fan belts moreor of-
tener than necessary to prevent slippage.
FRONT WHEEL BEARING AUJUSTMalT
The front wheels are mounted<ntaper
movethe we1ght from the wheels am examIne
for stde PlaY. If si de play exrata it will
To adjust bear tngs , relnorethe hub cali
Between
Of sntma, Removeenough sh1ms to take up
play but not enough to bind bear mga, Tap
bolt must be tightened securely to prevent
its backing out.
The insIde of the wheel hub is pro-
vIded with a felt washer 10protect tm bEar'-
the hub. ThIs washer should be replaced each
6
 BELTPULLEY
The belt pulley assemble is attached
to the right hand side 0 f the transmission
case. A 13 inch pulley is provided running
948 H.P.M. at normal engine speed ontractors
prior to 26526 and 925 H.P.M. on tra ctors
sinoe 26526. The motor should always be run
at normal speed where constant power~need-
ed and heavy belt load is encountered.
To figure the speed of dri v'en units
and determine the size ot the necessary pul-
ley, multiply the diameter of the driving or
engine pulley by its revolutions per minute,
and devide tu the H.P.M. of the driven unit.
Example: 13 inch diameter x 948 =
12324 + 1000 H.P.M. of the drtven unt = 12.3.
In this case use a 12-1/2 inch pulley as it
is the nearest regular size
Wecannot over-emplasize the impor-
tance of having the proper s i z e pulley on
the driven unit. Muchpower is lost and an
unnecessary load put on the motor unless the
proper pulleys are used. The pliley ~shed
with the tractor is the correct size.
GENERAL
All tractors are thorwghly tested
before leaving the factory. Neverthele s s
they require some attention on the part of
the owners. The amountof attention required
is negligible but IMPORTANT.
In the foregoing instructions an ef-
fort has been made to cover the points nec-
essary to help you in the care and operation
of your tractor in an understandable manner.
7

RADIATOR
(Group280101)
The radIator IS of the tubular type
and consists of six major parts: the top
tank (45), bottom tank (49), aide frames(47
and 48), core, (52), and shroud (53).
By removing capscrews that ho Id the
tanks, side frames, and core together, the
radiator can be dIsassembled for the repair
or any IndivIdual part. Alwaysuse new gas-
kets 1fbenreassembl1ng.
A pipe plug to drain too cool1ng sys-
tem Is located on the bottom right handside
ot the radiator.
If dirt, weed seed, l1nt, or other
foreign particles collect around the radia-
tor tubes, between the cool1ng r.ma, It will
restrict the amountof air passing through
the core and cause the motor to overheat.
This can be dlslod,ged by the use ot a steam
jet, water pressure, or compressedan-, Some-
tImes It Is necessary to loosen the accumu-
lation with a small wire before It can be
rorced out. Be very careful that the tubes
are not damagedby the wire.
ll.;... . _
If grease or 011has entered the coca-
Ing system In any way, It wlll collect par-
tlcles trom the water, such as dIrt, rust,
etc •• and adhere to the sides ot the radiator
tubes and cool1ng jacket or the cyll n der
blOCk. As this coatIng Is a poor conductor
ot heat, the heat generated 1nthe motorwill
not be readily absorbed bythe cool1ng solu-
tion, ne1ther wll1 It be dissipated fromthe
cool1ng solution to the air currents passing
through the radiator core or around the mo-
tor. In event ot this difficulty some sol-
vent should be used that w111 dlss 01 ve or
loosen tars coating and then flush the cool-
Ing system thoroughly. There are several
solvents on the market that are very goodtor
this purpose and they should be used as the
manutacturer recommend.
'!he radiator hose should be kept In
good condition. Manytimes the Inside of the
hose will disintegrate srn obstruct the flow
ot the cool1ng solution while the outatde Is
undamaged.
(Reter to Radiator and Cool1ng sys-
tem under Care and Operation.)
8
 GROUP 280053
WATER PUMP AND FAN
(Group 280053)
The water pump assembly is cl&~ped to
front of engine block by the air cleaner brace
and four capscrews. Water pump gasket (1) is
placed between water pump body(2) and block.
The pump body (2) is eccentric. To tighten
fan belts loosen caps crews and by means of a
small bar turn pump body clockwise. Tighten
caps crews evenly so even pressure will be ex-
erted on gasket (1) to prevent water le~.
To remove and disassemble pump, remove
radiator and pump assembly from engine. Re-
move capscrews (28), fan blade assembly (31),
nut(ll) and pull ,fan pulley (25) from shaft.
Remove key (27) and pUSh pump shaft(lO) back
far enough to remove snap ring (18) • Loo s en
stuffing box nut (17) and pull shaft(lO) with
rotor (7) from housing.
Rotor (7) is attached to shaft wi th
pointed set screw (8).
By removing stuff Ing nu t (17), gland
(16), and headless set screw(3) stuffing box
(14) may be pressed or driven out of body.
- WATER PIlMP AN!) ,AN
.
Shaft (10) must have a free rolling fit in
stuffing box. The normal inside diameter of
stuffing box is .789" and diameter of shaft
is .78711• When installing new box be sure
011 hole registers with passage in pump body.
Water pump packing (15) is located in
stuffing box (14) and is held in position by
stuffing gland (16). Stuffing box nut (i7)
should never be tightened more than is neces-
sary to prevent leakage. To replace packing
(15) it is necessary to pull shaft (10) back
until front end is about flush with front em
of stuffing box.
The rear of collar (19) is counter
bored to fit over snap ring (18). Cork seal
(22) is inserted from the front, into a re-
cess in the pump body and over collar (19).
A dished retainer (21) is placed on each side
of bearing (20) with dished sides towards
bearing. Cork seal (23) is placed in the
dished side of a third retainer(21) with the
retainer to the front. This seal fits over
hub of fan pulley (25) and the entire bearing
and seal assembly is held in pl ace by snap
ring (24).
9
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10
 CYLINDER BLOCK
(Group 280041)
The cylinder liners (2) are sealed at sheLLs to obtain the correct end play of
the bottom against water leakage by two rubber crankshaft. On new bearings the minimumend
packing rings (3), while the head gasket forms play should be .003" and the maximum.OOS".
the seal at the top. Because of the removable The condition of the bearings ~an be
liner constructions, oversize pistons andrings inspected by removing the inspection covers
are not furnished. Whenappreciable wear oc- from left hand' side of engine block.
curs, new parts of standard size should be
installed, as are supplied in the regular mo- Oil seals are installed around the
tor kits. crankshaft at each endto prevent the leakage
of oil. Each seal is made up of two halves.
To remove liners, removecylinder heads, The upper half of front seal is in the timing
crankcase bottom, and connecting rod and pis- gear cover and the lower half in crankcase
ton assemblies. Wrap clean rags around main bottom. The upper half of rear seal .::'0 in
bearings and connecting rod throws to prevent the motor block with lower half in crankcase
sediment from entering the bearings or 0 il bottom. To install new seals the crankshaft
passages. Use a cylinder liner puller to pull must be removed. Removeold seals and clean
the liners. After the liners are out, clean the grooves, shellac the newseals in place,
the inside of the block thoroughly. let them dry a short time, grease the face
of the cork before installing the crankshaft.
Wheninstalling, clean liners and place The ends of the new seals will be sli ghtly
packing rings (3) in grooves. A small amount longer than the grooves, but do not cm; them
of white lead on the pac king rings will aid off as they will compress into position mak-
when installing the liners. Be sure the liner ing a tight seal. In event of an oil leak
is entered straight in the bore of the blo ck around the crank shaft, the crankcase breathers
to prevent possible damage to the pa c king on top of cylinder head covers should be ex-
rings. They can be easily driven to place by amined. If they are clogged, oil will be
using a clean block of wood and hammer. forced out even if seals are in goodcondition.
Newpacking rings should always be used The camshaft (27) is carried in the
when liners are removed and replaced for any motor block on three bushings (30). It can
reason. The danger of a water leak into the be removed by removing rocker armassemblies,
crankcase is too great to risk the use of pack- push rods (40), valve case covers from right
ing rings the second time. hand side of engine block, tappets(39), ra-
diator, front wheels and axle, and timing
Removable Shell type nain bearings are case cover.
used. The front and center bearings(22) are Camshaft timing gear(33) is attached
alike. The rear bearing (23) is flanged and to camshaft by three capscrews(28) that are
controls the end play of the crankshaft. All laced together by wire (29). The holes in
shells are held in bearing caps and block by the gear and camshaft are drilled off center
dowel pins (24). so the gear can be installed in only oneposi-
tion. Whenreinstalling be sure the timing
Laminated shims (25 and 26), built up marks on the gear registers with the proper
of sheets.003" thick are placed between the mark on the intermediate timing gear so the
bearing caps and block to provide for correct camshaft will be in correct time with cranx-
bearing adjustment. Whenadjusting bearings, shaft.
do not adjust too tight. The minimumdiame- The end play of camshaft is controlled
trical clearance should be .003" to allow for by the spring loaded thrust screw assembly(34~
a film of lubrication between the bearing and For correct adjustment loos~n jam nut (35),
journal. When this clearance exceeds .010" turn screw(34) in tight and back off one turn
the bearings should be readjusted. Removette and tighten jam nut.
same amount of shim stock fro m each side of
bearing when adjusting. It is very important The timing gears are lubricated by oil,
that bearing caps be replaced in their origi- from 011 pump, forced through oil tube (41)
nal position to prevent forcing the crankshaft into timing gear compartment.
out of alignment. After the bearing nuts are The camshaft bushings are held in posi-
tightened, lock them securelyw prevent them tion by setscrews (31), throughthe right hand
loosening up. side of block that mesh with 5/16" holes in
It is necessary to seperate the motoF the bushings. To install new bushings, in
from the transmission and remove the crank- addi tion to removing the camshaft it :is necessary
shaft to install new main bearings. ~~en the to seperate engine from transmission, and re-
new shells are put in place, see that they fit movethe flywheel. Removeset screws (31) and,
over the dowels and in the block and capsfirm- with a bushing driver, drive oldbushings out
ly, then if the ends extend beyond the edge from the front. Whenthe rear bushing is
of block or caps, file them off flush. It is driven out, expansion plug (8) will also be
usually necessary to scrape newbearingsslight- removed.
ly to obtain the proper fi t on crankshaft. Wheninstalling the neNbushings be sure
The amount of scraping necessary can be deter- the 1/2" 011 hole is turned towards the front
mined by the use of bearing blue. and the 5/16" hole registers with the setscrew
hole in the side of the oIock, After the rear
In some instances it is necessary to bushing is in place, reinstall expanstcn plug
file the r Ianged ends of the rear bear ing (8). Be sure it is seated firmly to prevent oil
leaking by into the clutch housing.
11
 INTERMED
lATETIMINGGEAR
(Group 280095)
The intermediate gears ( 2 and 12 ) To time the camshaft to the crank-
equipped with bronze bushings(3) are carried shaft in event the gears have been removed,
on studs (4 and 5). The studs are installed proceed as follows: Turn crankshaft until
through front of engine block and held in place the mark on crankshaft gear is up; place
by nuts (6). It is important that these nuts large idler gear (12) on stud so one mark
be kept tight. Dowel pins (7) are driven in on gear will be in line with mark on crank-
studs and fi t into recesses in bIock to pre- shaft gear and the other markwill be towards
vent studs from turning. The studs are also the cam shaft; rotate the camshaft un t il
grooved on top so oil may reach the bushings. mark on cam shaft gear is in li ne with the
mark on idler gear and meshthe gears in this
Oil to lubricate the timing gears is posit1on.
forced, by the oil pump, through a tube into
the gear compartment and is d i s t r I buted to
all the gears by the large gear (12).

260072

12
 PISTONANDRINGSANDCONNECTING
(Group 280072 and 280045)
Each plston has four rings; the three
..:.;;er rings (2) are compression rings and the
~ ~~~ ring (3) is a ventilated 011 rlng.
When installing new rings on old pis-
tcns , clean all carbon from the rings grooves.
A good tool to use for this is a piece of an
:i ring filed squarely on one end. Always
fit the rings in the cylinder liner. The end
gap should be 0.01511• Do not guess; measure
wlth a thickness gauge. Also, try the rlngs
~'1 the piston grooves to see that there are no
burrs on the rings or the grooves. If rings
are too tight in the ring grooves they can not
conform to the shape of the cylinder walls and
will result in stuck rings. Therefore the
rings must have 0.0015" side clearance in the
grooves.
Oversize pistons, rings and pins are
not furnished nor do we recommend their use.
Whenenough wear has taken place, it Is much
better to install a new motor kit consisting
of pistons, rlngs, liners, etc. You are then
assured of having parts that are properly fit-
ted and can expect the same performan ce as
received from a new motor in as far as these
parts are concerned.
Care must be exercised in the handling
of pistons and rods to prevent distortion. If
a piston is dropped a very snort distance, or
if a piston pln is carelessly started and then
driven in roughly, the skirt of the piston will
invariably become distorted. The amount of
out-of-roundness maybe detected by the use 0 f
a micrometer.
In placing rings on the piston, a ring
tool should be used t9 avoid ruining a good
ring by distorting it out of shape beyond the
elastic limi t of the metal.
Lubricate pistons, rings, and pins be-
fore installing them. To install rings and
pistons in the motor block, a ring compressor
should be used to hold the rings in pas i t ion
while installing.
The piston pin (5) is held in the piston
boss by a pt s ton pin setscrew (4) and a setscrew
lock (6).
To remove a connecting rod and piston,
remove the oil sump, turn the eng i ne over
until the crank throw of the connecting rod
and piston to be removed is at the bottom of
the crankcase. Then remove the cotter keys
(8) and nuts (9) from the connecting rod bolts
(7). Removethe rod cap and shlms (6). Then
lift the connecting rod off the crankshaft.
Next revolve the crankshaft to side position;
this will give the piston sufficient room to
be removed from the bottom of the engine crank-
case. The plston and rod can also be taken
out at the top if the cylinder head Is removed.
Pistons can be put in the block at the top
or at the bottom. The liners have a small
taper at the bottom to ard in installing pistons
from the bottom. To install pistons from the
top a ring compressor of somekind must be used
until rings have passed the offset in the top
part of the liner.
RODS
The connectlng rod t I ) has a spun bear-
Ing. The crankshaft Is drilled from the
nearest maln bearlng to each of the crankshaft
throws for Lubr i catn on of the connecting rod
bearlngs. The piston pin bearing is lubrl-
cated by oil forced from crankshaft bearlng
through oil tube (2} to the uppe r end of rod.
The crankshaft bearlng has an I/o"
lamlna ted shlm on each side to allow for cor-
rect adjustment. Each layer of the laminated
shlms Is 0.003" thlck. By peeling off the
requlred number of snrms , the correct bearing
can be obtained. When adjustlng bearings,
remove the same number of shims from each
slde. Always replace the bearing cap on the
rod from whlch it was removed, and In its
origlnal posl tlon; this is important. Never
adjust bearlngs too tlght. They should have
0.003" clearance on the crankshaft to allow
for lubricatlon. The bearings should never
be allowed to have more than 0.010" clearance
before they are adjusted.
A good method to use when adj usting
bearlngs to provide for correct clearance,
is to place a plece of 0.002" shim stock 3/4"
long and 1/2" wlde In the bearing cap; then
remove enough bearlng shims so that a slight
drag can be felt when turning the crankshaft
wlth the nuts dra¥m down tlght. Then remove
the piece of shlm stock from the bearlng cap,
and the correct clearance for lubrication
wl11 be retalned.
Always draw the connecting rod nuts
tight. Never loosen nuts to obtain the neces-
sary clearance on the journals. If the bear-
Ing is too tight, add the necessary numberof
shlms for correct adjustment. Lock the nuts
with the proper size cotter keys , If keys
are too small, they will work loo s e In the
holes and may break off, allowing the nuts
to work loose and cause a great amoun t 0 f
damage.
The maximumallowable end thrust for
the connecting rod bearing Is 0.010". An ex-
cessive amount of clearance at thls point may
cause amotor to use an unreasonable amount of
oil, as too much 011 will be thrown from the En:ls
of the bearing into the cylinder.
In replacing a connecting rod bearing,
especlally if It was burnt out, be sure the
oil passages in the crankshaft are open; other-
wlse the bearing will not receive lubrication.
It Is also very important that tre connecting
rod be In correct alignment. In other words,
when installed" the plston pin must be para-
llel with the throw of the crankshaft. If
they are not parallel, the piston will not
be held straight In the cylinder and exces-
sive wear on both cylinder wall and pis ton
will result. Very,often a condition of this
klnd produces a decided knock in the motor.
To properly align rods, It is necessary
to have a connecting rod aligning fixture,
and use it according to the manufacturer's
recommendations.
13
 PISTON ANDRINGSAi\JDCONNECTING
RODS
(Continued)

Bronze bushing (5) is installed in After the bushing is in place, it must be-
upper end of connecting rod for the pi ston reamed to insure the correct fit of the pis-
pin bearing. To replace this bushing, drive ton pin. The size of piston pin is 1.501"
out old bushing and press new bushing in rod +0000" and the bush~ng mus t be reamed to
~:gggg".
11

if a press is available. If not, drive the -.00025 1.502 With these clear-
bushing in, but care must be exercised not ances the pin, when oiled and the same tem-
to burr the bushing when instaliing th is perature as the bushing, will just float
way. Be sure oil hole in bushing (5) regis- through the bushing when the rod is he 1 d
ters with oil hole in the connecting rod. horizontal.

CRANKSHAFT
A1\JD FLYWHEEL
(Group 280043)

The main bearings are lubricated by The flywheel (10) is attached to flange
oil forced from the oil pumpthrough passages of crankshaf t wi th seven b 0 1 ts (11) • The
in the cylinder bLock , The crankshaft (2) rim is stamped, "CENTER",indicating top cen-
is drilled from each main bearing to the ter for Nos. 1 and 4 pistons, and "SPARK"
nearest connecting rod throw for connecting indicating position for magneto con t ac t
rod lubrication. There is also a hole drilled points to begin to open for No. 1 cylinder.
through the rear end of the crankshaft para- These marks may be seen through opening in
llel to the rear main bearing in which wick the housing adapter on rear, right hand side
(5) is inserted to lubricate the clutch pi- of motor.
lot bearing. This wick Should extend slightly
beyond the shaft at either end, and it can If the flywheel is removed for any
be inserted by the use of a small wire. reason, be sure to reinstall it in its origi-
nal position on crankshar t , whi eh is shown
Timing gear (3), installed on crank- by a cross stamped both on flywheel and
shaft ahead of front main bearing is a press crankshaft flange. If it is i n s t alled in
fit and is driven by Key (4). The fan pulley any other position the timing marks will be
(6) is driven by woodruff (9) and held to of no assistance when r'e t tmtng the igni tion.
the shaft by set screw (7).

14
 8

OIL PUMP
(Group 280046)

The 011 pump is a gear pump and is gear If the screen is damaged in any way, replace
driven. The pump is attached to the lower part it at once. The oil relief consisting of a
of the front main bearing with two capscrews. 9/16" hardened steel ball (16) , a spring (14),
Drive gear (8) is attached to shaft (11) by and an adjusting screw (15) which is locked by
key (12) and pin (10), and is dri ven by the a cotter key (6), is installed in the 011 pump
crankshaft timing gear. These gears should cover by the side of suction pipe (17).
have a clearance from .004"· to .0010" and the
adjustment is made by the addi tion or removal If the oil pressure in this motor should
of shims (23). Gear (7) is attached to rear of drop at any time, it generally indicated loose
shaft(ll) by key(12). Shaft (13) is pressed bearings, loo se or broken oil lines, broken
into pump body and carries idler gear (9). 011 gauge, plugged pumpscreen, or diluted oil.
However if this is not the case and the pwnp
011 pump cover (5) with gasket (22) is is not supplying sufficient oil, then the 011
attached to the 011 pump body (1) by two 5/16" pressure may be increased by removing cotter
X 2-'1/2" capscrews and two 5/16" x 3/4" Cap- key (6) and turning in on the adjusting screw
screws. It is very important to note that (15). If this fails to increase the oil pres-
there are no leaks between the pwnp body and sure, then remove the pump and check pump for
the cover. A hole is tapped into rear of co- excessive wear.
ver (5) for suction pipe (17). Screen (18)
is attachedtopipe(17) by clamp (19). Screen Tolerances on 011 pumpparts: The shaft
(18) removes heavier foreign particles from (11) must have a free rolling fit in the pump
the 011 that would clog the 011 passages, there- body (1). Gears (7) and (9) in the pump body
fore, it must be kept in good condition at all (1) should have from 0.006" to o.on" end
times. The 011 pan Should be removed at least clearance and a backlash of 0.001" to 0.004".
once a year, to clean the 011 pan and the screen.

15
 OIL LINESANDFILTER
(Group 280055)
The method of lubricating the various
parts of the motor has been explained under
their respective groups. By studying the dia-
gram of the lubrication system, the f low of
011, from the 011 pan to various parts, and
back to the oil pan, can easlly be traced.
Instructions for the care of oil fllter IX
is on oil filter. It reads as follows: "To W
t-
...J
clean: first, stop engine or machine. Second,
turn cLeantng handle in clo ckwise direction L;:
untll it stops then turn handle back to start- o
z
ing position. Third, repeat this 0 peration <
w
four times. Fourth, drain purolator by remov- Z
ing drain plug. Fifth, replace plug, add extra -
...J
quart of 011 to engine before starting. 11 ...J

o
The 011 pressure of this motor should
be from five to fifteen pounds; if the pressure
should drop below five pounds, stop the motor
at once and make a complete check up on all 011
lines and bearings to which 011 is forced. For
more information see Oil Pump Group (280046).

16
 AIR CLEANER
(Group 280054)
The atr- cleaner Is connected to the
carburetor by the cleaner tube andtwo hose.
It Is very important that the se hose are
tIght at all tImes to prevent air leaks. AIr
will always enter where It has the least re-
statance , and any atr- that enters at these
two poInts wIll not pass through the a r r
cleaner and wIll not be cleaned.
Wecannot over-emphasize th e Impor-
tance of properly car-ing for the air cleaner.
It Is one of the important safeguards of the
motor, and if gtven the proper attention w111
add many hours to the lIfe of It.
The 011 level must be mal ntalned to
the level of the bead line stamped on the
wall of the 011 cup. The 011 must be 11ght
enough so It can be pt ckedup by the swlrl1ng
atr , also light enough so 1t can flow back
Into the cup from the fIlter element In the
body of the cleaner. If the 011 beIng used
Is too heavy at the temperature in whIch the
motor Is be1ng used, add enough kerosene so
the aIr can pass through It freely and also
p1ck It up.
The at r o.leaner should be removedfrom
the tractor at least once a season andwashed
out thoroughly wIth gasolIne.
In"event that complaInts are receIved
concernIng early wear on pIstons, rIngs, or
liners, excesaive fuel con sumptlon or loss
of power it would be advisable to thoroughly
check the condItion of the aIr cleaner. In
many cases the f1lterlng element wIll be bad-
ly clogged w1th dIrt.
17
 \
I--'
CD
(
)
\

I
\
I
,------------------------ ------
o

GOVERNOR AND MAGNETO (Group 280052)

 GOVERNOR
ANDMAGNETO
(Group 280052)
The governor is of the variable speed retainer (48), link sleeve (54) and adjusting
type, having full control of the engine re- nuts (52). The tension of spring (50) is
gardless of the engine speed. The weight as- controlled by speed change lever (39) and
sembly is mounted on the magneto shaft and is this is directly connected to governor con-
enclosed by the timing gear cover. It is lub- trol rod which extends to the hand lever on
ricated by an oil line from the oil manifold. steering column. The purpose of this arm is
to regUlate the tension on spring (50). In
The magneto bracket(3) is held to the action, as the speed of the motor increases,
engine block by two bolts and one capscrew. centrifugal force throws the wei ghts (26)
The governor shaft (17) is mounted on two ta- from shaft (17) and in turn forces thrust
per roller bearings (16); snap rings (15) hold plunger (24-) forward against lever (33) and
bearing cups in position in magneto bracket. as link (51) is attached to top of lever (33)
the carburetor valve is closed in the same
Snap ring (19) holds rear bearing in proportion that lever (33) is forced ahead.
position on shaft. Oil seal assembly (11) is
installed in rear end of bracket (3). Magneto If necessary to remove governor as-
drive coupling (7) is attached to rear end of sembly for any reason, remove two bolts and
shaft (17) by pin (8). one capscrew and remove magneto bracket and
governor from motor block as a unit. To dis-
Governor drive gear (20) is installed assemble governor, remove magnetofrombrac-
over key (18) ahead of front bearing and with ket, remove capscrews (21) and unscrew the
long end of hub to the rear. Governor weight governor weight carrier (23) from governor
carrier (23) screws on to front end of shaft shaft (17), pull governor drive gear ( 20)
(17) against gear (20), forcing it against from shaft (17), removekey (18). Shaft(17)
front bearing, thereby, providing for correct can now be pressed out towards magneto end.
bearing adjustment, which should be free rol- Bearings, 011 seal (11) and sn ap ring (19)
ling of shaft wi th no end thrust and no bind- can then be removed from shaft. Bearing cups
ing. After the bearings are properly adjusted and snap rings (15) can be removedfrommag-
install the two capscrews (21) whichpass tnru neto bracket when shaft (17) and bearings (16)
holes in flange of governor wei ght carrier are removed. Whenreassembling governor be
and screw in to gear (20) and lace them to- sure that all parts work freely to ass u re
gether with wire. good governor action.
Whengovernor is co r.rec t ly installed Whenthe governor assembly is again
the distance from face of block, wheregasket bolted to the engine, it w111 be necessary
(2) is installed, to front of weight thrust to readjust the governor, whi en is done as
plunger (24-) should be 4-13/16". If, at any follows:
time, when the .shar t bearings have been ad-
justed, this distance is reduced by 1/16" or Loosen nuts (52) to release the spring
more, place shims between gear (20) and front tension of governor spring. Disconnect the
bearing to bring the measurement back to nor- governor link (51) from the carburetor; then
mal. Governor weights (26) are held to the pull link (51) back towards the carburetor
governor weight carrier by two pivot pins(27) which will close the governor weights. Screw
four washers (29) and four spring cotters (28). the link (51) in or out of the link pin until
Thrust plunger (24-) is 10 cated, and must be the link is about 1/32" longer than neces-
a free fit in carrier (23) to assure goodgpv-- sary to fully open the carburetor throttle.
ernor action. It is held to turn with carrier Attach link (51) to carburetor throttle lev-
by key (25), which should be a dr ive fit in er and move it back and forth seeing that the
plunger and free fit in'keyway of carrier. throttle lever strikes the wide open throttle
stop and also the low idle set screw. Now
Governor lever (33) is held in posi tion tighten nuts (52) unt11 there is some spring
at the lower end by lever setscrews (36) which tension. Start engine and put governor con-
are locked in position by nuts (32) located trol lever on steering column in wide open
on the outside of gear cover. Position 0 f position, and adjust spring tension by turn-
lever (33) is adjusted by moving set screws ing nuts (52) in or out until belt pulley
(36) in or out. It is important that lever shaft speed is 1090 R.P.M. at high idle. To
be in a position so governor lever roller(34) increase the speed, in crease spring tens kn
on lever (33) w111 center on thru st plunger and to decrease speed loosen spring tensio~
(24-). This position can be seen by removing Vlhenthe pulley shaft turns 1090 at high idle
cover (62). Note: Do not tighten setscrews it w111,.turn about 948 under normal 10ad,
(36) enough to bind lever (33) as it would which is the recommendedR.P.M.
interfer with good governor action. Link pin
(38) at the top of lever (33) is drilled and
tapped. Governor link (51) screws into link
pin (38), and engages with carburetor throttle
valve. On link (51) where it passes through
front of engine block is governor spring(50)
retained in spring cup (49) which in turn
works in spring cup bushing (47), and oi 1
19
 CYLINDER HEAD
(Group 280049)
The motor is of the valve 1nhead type
wi th removable valve gu i des and tool s t e el
exhaust valve seat inserts.
The rocker arm shaft (20) is a steel
tub1ng plugged on both ends and has ho l.es dril-
led in the shaft to lubricate the rocker arms.
Shaft (20) is kept from turning by set screw
(19).
The rocker arms (27) are held in place
by collars (23) support (18) and spring (24).
The rocker arms are drilled for lubrication
of push rod cups. The bushings in the rocker
arms are of the spli t type and to install than
it t s-necessarv to press the bushing into the
rocker arm, use a burnishing bar and then ream
bushing to .866" to .867". The hole in the
buah lng must be installed so it registers with
the hole in the rocker arm. There is ve ry
little wear on these bushings and in the ma-
.10rity of cases the rocker armneeds replacing
before the bushing. If the rocker arms are
badly worn where they contact the valve stems,
it will cause excessive side thrust that will
wear the valve guides and will also allow the
valve heads to strike on one side of the seats
when closing, making frequent valve grinding
necessary. In a case of this nature, the arms
should be re ground on a fixture designed for
this purpose or replaced with a new one~
The rocker arm assemblies are lubrica-
ted by oil from the pump, forced 'through oil
lines to rocker arm brackets (18) thence to
the rocker arm shafts (20).
Cylinder head covers (30) are installed
on top of heads to protect the valve mechanism
from dirt. The crankcase breather caps (32)
are installed on these covers. It 1s very
important that the breather caps be kept clean
to prevent back pressure be ing created in
crankcase which would cause oil Leaks, Wash
breather caps in gasoline, dip in lubricating
011 and replace after throwing off excess
011.
To remove the heads, first drain the
cooling system, take off the hood. Loosen
fuel lines and choke wire. Removemanifold
and carburetor as one piece. Take off spark
plug wires and water manifold. Removecylin-
der head covers (30) by rem oving nuts (6).
Disconnect 011 lines at bracket (18) • Remove
nuts from studs which hold rocker armassem-
bly in position and remove assembly, then
remove all cylinder head stud nuts. The cy-
linder heads can usually be loosened by crank-
ing the motor with spark plugs in place •
Clean carbon thoroughly from combus-
tion chamber, the tops of pistons and the
heads.
To remove valves, apply pre ssure to
valve spring retainers (16) to canpress spring3
(15) in order to remove tapers(17). Springs
can now be removed. Removesnap ring (14)
and remove valves. Valves should all be
marked before removing them to get them back
in the same place. Clean valve stems and
valve guides. If there is more than .008\1
clearance between valve stems and gu i des,
either new guides or both guides and valves
should be installed. The guides can be dri-
ven out by using a hammerand a valve guide
drift. Drive new guides into the exact depth
20
 CYLINDER
HEAD GROUP
(Continued)
of old ones. Valves must work freely in the
guldes; if they do not, guides must be reamed
to give .0035" clearance.
There are several methods that may be
used to remove exhaust valve seat Inserts if
It should become necessary. One of the best
of these is to remove the valve guide and by
use of a tool, Similar to a diamond po in t
chisel, through the valve guide op en mg the
insert may be driven out.
A valve seat insert driver wlth pl10t
attached must be used to Insure a good job,
when installing a new seat. Whenthe seat has
been dr-iven about half way in, blowout any
dirt or metal chips that have fallen under-
neath, then drive to place. It is good prac-
tice to roll or peen the edge of th e block
around the seat after it has been driven to
place.
Because of the hardened steel exhaust
valve inserts, it Is not practical to attempt
to grind the valves by Iapp tng wl t h v al ve
grindlng compound. The valves should be re-
faced by a valve refacing machineam the seats
ground wlth a high speed valve seat grlnder.
As a final operation, the valves !mY be pollm-
ed by lapping them in with a small amount of
fine valve grinding compound.
Whenattempting to gr-Ind valves by us-
ing valve grinding compound,a groove will be
ground in the face of the valve before a good
seat is obtained. However, in a case of emer-
gency, or if the valves seats are not in bad
condi tion a temporary re p air can be made by
lapping the valves in with compound.
Before re installing valves, clean them
off thoroughly ,and oil valve faces and stems.
All parts of the valve mechanism have
been deSigned to operate with a certaln valve
spring compression. To have a smooth runnlng
motor, developing its full po wer, this com-
pression must be maintained. It is the duty
of the valve spring to close the valve quickly
as soon as the cam on the camshaft passes by
the litter. . Always remember, the clearance between
STEERING GEAR
(Group 280581)
The steering gear mechanism is fully
enclosed and the assembly Is clamped to the
transmisslon case cover.
The worm shaft (11) is mounted on a
ball bear mg assembly on either end. Each
bearing consists of one cup (24) and sixteen
balls (25). If end play is noticeable in the
shaft it can be adjusted by loosening set screw
(22) and tightening adjusting screw (21). But
do not take up on adjuster enough to retard a
free turning action.
The trunnlon shaft (28) is carrled on
bushlngs (4) and (5) which can be replaced if
On this motor each valve opens and
closes eight times per second when motor is
running at normal load speed. \Vhenthis is
taken into consideration, it can eas ily be
seen whYit is so necessary that the valve
springs have the correct tension.
Whenthe valve springs are removed
from the valves, they should be tested. The
free length of the spring is 3-1/16". When
compressed to 2-5/16" the compression should
be 50 pounds, and at 1-27/32" it should be
85 pounds.
Before reinstalling the heads, clean
the bottom of the heads, head studs and top
of the block. If metal around head studs has
been pulled up to any noticeable extent, re-
move the stud and file the block smooth. The
greatest allowable variation between block
and head is .010". This can be measured on
the head or top of block by using a straight
edge and a thickness gauge.
It is advisable to use new head gas-
ke ts when reinstalling the heads. The head
stud nuts should be tightened 1n successive
stages, and 1n such order as to Insure even
pressure over the entire surface of the cy-
llnder head and gasket. Tighten the nuts In
the center first, then worktowards the ends.
TIghten each nut a small amount at a time,
golng over all of them three or four tlmes
before they are tight. After the motor has
been started and warmedup, the cylinder head
nuts should be tightened again.
After the rocker arm assembly is in
place, it Is necessary to adjust the clear-
ance between the valve stems and the rocker
arms. Thls clearance should be .012" when
heated to operating temperature. Whenad-
justlng the valves, have the pistons on top
center on compression stroke. Theadjustment
Is made.by loosening the lock mrt (26) on the
adjusting screw (25) and moving the screw
until the correct clearance is obtalned. Do
not use a heavy wrench on nut (26). To do
so may strlp the threads.
valve stems and rocker arms Is changed each
time the cylinder head is tightened down.
they become worn. Oil seal (8) prevents grease
leakage at outer end. To adjust end play In
trunnlon shaft, loosen lock nut(15) and t ighten
adjustlng screw(l4). By thls adjustment the
face of trunnion Is forced against camwhich
causes a closer meshof threads between camani
trunnlon. This adjustment should be madewhen
steerlng gear Is in straight ahe ad driving
posltion.
Whenmaklng adjustments it Is always
best to have the front end of tractor jacked
up and turn the steering wheel from one extreme
to the other to be sure that the gear works
smooth and free.
21
 STEERING GEAR
(Continued)
If play in the steering wheel can not
be removed by making above ad j ustments and
all joints in drag link, ti e rod, etc. are
in good condition, it will be necessary to
replace ei ther the trunnion or cam and in
some cases both.
To remove trunnion shaft (28), remove
nut(29) and steering arm (31), housing cover
(12) with adjusting screw assembly. Whenre-
installing steering arm(31) be sure steering
wheel is in mid position, and front wheels
straight, otherwise front wheels will not be
permitted to swing equally to the left and
right.
To remove the shaft (11) loosen set
screw (22) and back out adjusting plug (21).
Removecover (12), slide trunnion shaft (28)
to right far enough so trunnion does not
engage with cam. The entire column, shaft,
wormand upper bearing assembly can be re-
moved. The lower bearing will drop in hous-
ing. To remove lower bearing and cup assembly
drive out expansion plug(6) from shaft open-
ing, then steel balls(25) and snap ring (26)
can be removed. To remove bearing cup (24)
drive cup towards upper end about 1/2 inch
and then it can be removed from the top. To
remove top bearing from shaft it is first
necessary to remove steering wheel (33) col-
umn (19), adjusting screw (21), snap ring
(26), and cup (24). To reassemble steering
assembly, place cup (24) and ballS (25) 1n
pos i t i on and then put snap ring (26) in place,
the purpose of snap ring is to aid in assem-
bling bearing to shaft.
1he cam (10) and Shaft (11) are fur-
nished as a unit. Due to the extreme care
necessary in assembling these two parts it
cannot be done in the field. .
A bushing (20) is installed in the
top of atcer tng jacket tube (19). If neces-
sary it can be replaced by removing steering
wheel m1d tube from gear housing.
To lubricate steering gear, remove
plug (7) and fill to level of hole. Use a
good grade of steering gear lubricant. Avoid
the use of cup grease, graphite, white lead
or heavy solidified oil.
The transmission filler cap (46) is
located on steering gear bracket (37). 'Ih I s
also serves as a breather cap for the trans-
mission and differential and must be washed
out with gasoline at frequent intervals. If
allowed to become clogged with dirt, trans-
mission lubricant will be forced out around
the rear axles or other shafts that pass
through rear axle housing or transmission
case.
22
 MAN IFOill (Gasoline)
(Group 280073)
This manifold is to be used when burn-
tng gasoline only. It wIll not pre-heat hEaVY
fuels sufficIently to give good operation.
Do not remove the manIfolds from the
heads while hot. To do so may cause them to
warp and make it impossIble to prevent leak-
age by the manifold gaskets.
An air leak by an 1ntake manifold gas-
ket will cause a motor to run unevenly, to
MAN IF oill (Kerosene)
(Group 280050)
The kerosene manIfold should be used
when burning any low grade or h ea vy fuels.
It Is desIgned wIth a chamber for pre-heat-
Ing the fuel before It enters the combustion
chambers. The same care should be used In
handling thIs manifold that is used for the
gasoline manifold.
CARBURETOR
There are two adjusting needle valves
in the carburetor upper body for correctIng
changes in fuel or atmospheric condItions.
The idling adjustment needle controls
the flow of air for idlIng mixture. TUnffing1n
on thi s needle shuts off the flow of air and
makes fuel mixture rich; turning out admits
more air and makes the mt x ture lean. Th e
correct adjustment is usually between 1 and
3 turns open. Start adjusting with needle
about 1-1/2 turns open and turn in or out to
the point where motor runs the smoothest. Do
not expect a new motor that is too "stiff"
to rock freely on compression to idle smooth.
Do not Idle motor at a speed less than
250 R.P.M. as It wIll not lubricate as well
as at hIgher speed and the temperature will
be too low to--ourn the fuel properly. The
idlIng speed is adjusted by the screw in the
carburetor throttle shaft lever next to the
engine blOCk.
over-heat and It will not develope Its nor-
mal power.
A very good way to test for Leaktng
Intake gaskets Is to drop some gasoline from
an 011 can on to the gaskets wIth the motor
runnfng , If the motor spee d Increases It
shows that the gaskets are leakIng.
New gaskets should be Installed each
tIme the manIfolds are removed.
If it Is desIred to burn gasoline ex-
clusively in an engine equipped wIth t.hLs
manifold, heat arresting plate(8) should be
replaced with the gasol1ne pla te that is
identified by part #205076.
(ZenIth C6EV)
The main jet adjustment needle should
be set to provide the best operation when
motor is heated to normal operating tempera-
ture and under approximately full load.
Carburetor difficultIes are usually
caused by water In fuel, clogged fIlters or
fuel lines, Leaktrig carburetor or Intake man-
ifold gaskets.
To insure contInuous good operatIon
of the carburetor, frequently drain the bowl
and clean fIlter-screen in union body where
fuel line connects to carburetor and the fil-
ter on bottom of fuel tank.
If carburetor does not function proper-
ly after It has been drained and cleaned we
recommend that it be taken to an authorized
Zenith ServIce Station for general cleanIng
and repairs.
24
•

THE ZENITH MODEL C6EV CARBURETOR
CAP JET
CARRIER TUBE
ASSEMBLY
MAIN JET
MAIN JET
REGULATOR
OPERATION-The well-known Zenith Compound Nozzle
system of carburetion is used in this carburetor. This consists of
two jets, one of which is affected by the suction and flows a con-
stantly increasing amount as the suction increases, and the other
of which flows the same amount under all suctions. The first
grows rich as suction increases, while the other grows lean. In
combination, the rich and the lean jets produce an average mix-
ture of correct proportions.
Idling is entirely separate from the other jets, being an inde-
pendent system. This consists of an idling jet drawing fuel
through its measuring orifice from the idling well, a priming hole
entering the carburetor barrel at the lower edge of the throttle
plate, and a needle-valve adjustment for measuring air to the
idling mixture. This only operates when the throttle is in the
nearly closed position.
STARTING-The idling system also acts as a priming device
for starting the engine. The idling well is full of fuel when the
engine is at rest. When it is cranked with the throttle nearly
closed this supply of fuel is drawn over the edge of the throttle
plate at very high velocity, resulting in a thorough breaking up
and mixing of the fuel and air.
Any carburetor with a starting device and strangler will start
the engine. The trick is to keep it running when it is cold. The
usual manually controlled strangler is very difficult to manipu-
Ilulletin No. 57-A
ECONOMIZER
VALVE
MAIN JET
REGULATOR
late to its proper position and unless one is quite expert at the
job it is often necessary to start the engine several times.before
it will keep on running. Often the engine will be flooded due to
over use of the strangler and then it will not start at all!
With the Zenith spring-loaded strangler valve the manipula-
tion is automatic. The strangler is pulled to the closed position
and the spring is of sufficient tension to hold it there at cranking
speed. When the engine fires it speeds up and increases the suc-
tion. This increased suction automatically pulls the valve open
to a position just meeting the conditions imposed by speed and
load, thus preventing over-choking and keeping the engine run-
ning. The saving of battery or arm-power and the prevention of
crank-case dilution are worth more than the cost of the complete
carburetor!
Repeated tests in cold rooms and in the open at zero temper-
ature prove that a car or truck equipped with a Zenith Spring-
Loaded Automatic Strangler can be left for 24 hours at zero
temperature and be started and driven away without missing
or choking within 15 to 20 seconds after beginning the cranking
operation. When the engine is warm the strangler control is
pushed in to the open running position.
ECONOMIZER-Full power with open throttle requires a
richer mixture than is necessary for part throttle operation.
Acceleration requires a richer mixture. If jets of a size necessary
for full power development and acceleration are fitted in the
carburet or it is apparent that more fuel than necessary will be
used under part throttle conditions. In this C6EV Zenith car-
buretor it is only necessary to put in jets of a size to meet the
part throttle conditions, thus making economical operation the
order of the day.
For full power and acceleration the automatic economizer
comes into play. This is a valve controlling the additional
amount of fuel necessary therefor. The higher suction when the
throttle plate is partly closed holds this valve on its seat. When
the throttle is opened the suction decreases and allows the valve
to leave its seat, thus supplying the necessary additional fuel.
This acts even on part throttle acceleration as the suction will
momentarily drop, allowing the valve to leave its seat just for
an instant but long enough to get in its little squirt to supply the
slight enrichment necessary for this phase of operation.
The mechanically controlled economizer only comes into
action on wide open throttle. Therefore it does not help part
throttle acceleration at all. In a governor controlled job the
carburetor throttle plate under governor load is usually wide
open. With the mechanically controlled economizer the valve
would be open and too much fuel would be used. With the suc-
tion controlled valve the governor can be bridged so as to use
the suction above the controlling governor valve and thus ob-
tain the economizer action after the engine load has stabilized
the suction condition.
25
 FUEL LEVEL-The fuel level in the Model C6EV
Carburetors is measured from the bottom flange of the
body casting where the bowl and gasket seat. The correct
fuel level is 2:6"." from the flange. The float and fuel valve
seat are interchangeable and new ones can be installed
without the use of a level test gauge as the fuel comes to
c~~ 31
the correct level. The fuel level can be checked with the
use of a special level test gauge which attaches to the
drain hole in bottom of bowl. The test gauge, Part No.
C4088, sells for $2.50 net. J~.2~!
OTE: Do not bend the float hinge to change the fuel
level.
Parts List for 'lode! C6EV Car b u re t or
© 15
0::-
., mJ
••
'0.
1
2·
3
Symbol
.-\896xl
Bl389xl
Bl522
Upper Body .
Part Nnm a

Fuel Bn"N1 ...

Air Connection. . .
I35
g.~
39 11

~ C42xl Throttle Lever Stop 'I'aper Pin

Taper Pin (for Spring Retainer).
.
5 CT63-2
6 T56·10 Fuel Valve Scat F'i oer Washer.
7 T56·10 Filter Plug Fiber Washer _ . _ ... 77
7 •
8 T56·12 Channel Screw Piber Washer.
74
s T56·23 Main Jet HeK. Fiber Washer. . . . . . . .. .
10
11
T56·23
T56·24
Economizer Valve Guide Fiber Washer ..
Compensator Fiber Washer. 28
/~
t
Main Jet Ffber washer .....
12
13
T56·2·\
T56-2-1 Idling Jet Ftber Washer .. ~ ~7. ~

-
l~ T56·27 Cap Jet Fiber Washer . 38 75
15
16
T56·36
C52-1
Union Body Fiber Washer .
Idling Jet (specify size) ... 72
~
17 Cl514 Gasoline Connection Nut. 0
71
18 C4605 Flnat _ . 3'

t"..
19 C4288 Fuel Bowl Retainer Ring .

'"
20 'C4372 Carburetor Assembly Gasket
21 C4378xl Jet Holder Assemoly . r-
22
23
T1SIO-6
r.u-io
Venturi Set Screw. .
Ventur i Set Screw Lockwasher ..
.
" .,
4.

24 TH-IO Jet Holder Lockwasher . 7.

•• ~ ;.../
25
26
27
TlS8-7
T1SIO·7
T6l-l
Spring Retainer Clamp Screw
Jet Holder Screw. . . . . . .. ..
Packing Cap Cotter Pin ..... .
.
.
r 13
" 30

28
29
T61-4
C52-1
Air Shutter Thrust Rinc Cotter Pin.
Compensating Jet tspecifv size).
~
I.
/
32~
30 CT52·7 Swivel Washer .
31
32
33
34
T43-25
01602
T43·6
CIII-17
Air Connection Assembly Lockwasher .
Carburetor Assembly Lockwasher
Air Shutter Stop Screw Lockwasher .
Idling: Needle Valve Friction Spring.
57 "A••, _60

~fP
35
36
C150-1
01974
Fuel Screen
Priming Hole Screw
.
0 L'
I.
e:v- o
37
38
C149-17
06264
Filter Plug
Air Con-ieccion Shaft Thrust Ring ..
.
" 21_ 22 'J

39
40
41
D2547
C~6·6
02915
Union Body
Idling Needle Valve
.
.
Throttle Shaft. . . . . . . . . . .. .
0 0
5. 59
.-=I
l_~.,..,
.2 02917 Throttle Shaft Packing Cap.
43
44
03000
T8S8·6
Channel Screw ..
Swivel Screw. .. ..... .
.5 8 ~" "
45
46
C136-12
03562
Throttle Plate Set Screw ..
Air Shutter Lever Swivel. ... . " 53
"
2'

47 T8S10·13 Throttle Plate Adjusting St-rew .

48 Cl11·62 Throttle Plate Adjusting Friction Spring.
49 04229 Air Shutter Lever Spring . . ..
50 04239 Adjustment Packing Bushing ..
51 02871 Adjustment Packing \Vasher ..
C74·2 Adjustment Needle Ratchet .. SpecialParts for 05477, all other parts interchangeable.
52
53 04920 Main Jet Regulator (specify size).
54 05031 Drain Cock.
55 05140 Float Axle . No. Symbol Part Name
56 05148 Main Jet (specify size) ..
57 05516 Cap Jet (specify size) .. 3 A923 Air Ccnnect.ion .
58 D5564 Throttle Plate . 17 Dll03 Connection Nul._ ..
59 D5959 Economizer Valve .
Economizer Valve Spring .. 30 D4555 Swivel Washer.
60 05961
61 05965 Economizer Valve Guide . 39 D2477 Union Body.
62 T18S25-14 Air Connection Assembly Screw. 41 D6152 Throttle Shalt ..
63 T18S25-10 Carburetor Assembly Screw ..
Economizer Piston Assembly .. 44 D3067 Swivel Screw.
64 06030
65 06048 Air Connection Gasket. 46 03795 Air Shutter Swivel.
66 06090 Throttle Lever Stop . 62 06212 Connection Assembly Screw .
67 06345 Automatic Shutter Spring.
Venturi (specify size). . . . . . .. .. 66 D6141 Throttle Lever Stop. . .
68 06094
69 06095 Adjustment eedte Assembly .. 71 D6138 Air Shutter Stop Screw .
70 06347 Shutter Spring Retainer .. 74 D6143 Air Shutter Shaft .
71 TllS6-16 Air Shutter Stop Screw.
Air Shutter Plate . 75 D6137 Air Shutter Lever .
72 D6105
73 D6107 Throttle Shaft Packing Washer. C4078 Control Tube Bracket .
74 D6448 Air Shutter Shaft . D453 Bracket Clamp Screw.
75 06110 Air Shutter Shaft Pin.
Air Shutter Lever . D2567 Tube Clamp Screw.
76 D6198
77 C136-3 Air Shutter Plate Set Screw . D6142 Throttle Lever ..
78 31041 Fuel Valve Seat (specify size) .
79 D6926 Drip Plug (not illustrated) .
80 T46-8 Throttle Plate Screw Lockwasher .. "Two gaskets now required: Order 1 each 07098 and C4372 gaskets

ZENITH CARBURETOR COMPANY

SUBSIDIARY OF BENOIX AVIATION CORPORATlO~

Manufacturers of Zenith Carburetors and Filters

696 HART AVENUE DETROIT, MICHIGAN
Prices subject to change without notice (Printed in U. S. A.)
March,1937
26

•
 FRONTAXLE
(Group 280079)
The front axle (1) is attached to front
support by axle pivot pin (4) and is supported
by radius rod which consists of bracket (46)
two pipes (47), two rods (43), four nuts (44) ,
and four lockwashers (45).
The front spindles (9) and (6) have
bushings in either end to make the bearings
for spindle pins (13), which are held in place
by special setscrews (2). Expansion plugs
are installed in both top and bottom of spin-
dle to prevent dirt from entering the bearings.
Thrust washers (14) are inserted between axle
and spindle at both top and bottom.
To remove spindle, loosen special set
screw (2), remove top expansion plug(49) and
drive pin (13) down. Bushings can be driven
out and new ones pressed in. Do not drive in;
to do so will swell ends of bushings. The
bushings must be reamed to 1.253" so they can
turn freely on pins after being installed in
spindle.
Bushings (ll) in spindle arms are r&-
placeable. They should be reamed to .878".
The rod yokes (32) are connected to spindle
arms by pins (33) that are held in POSition
by pin (34). BUShings (ll) are lubricated
through fittings (48).
The rod yokes (32) are threaded and
screw on tie rod (30) and are Iocked in place
by nuts (31). The tie rod should be adjusted
to a length to allow the wheels to have a
"toe-in" of about 3/8". This makes the trac-
tor easier to steer.
Front wheel stops (24) are a t t che d
to axle (1) by bolts (27) to prevent front
wheels turning too far in either direction.
Adjusting screw (25) with jam nut (26) is
inserted in·each stop (24) to allow for ad-
justment. for correct adjustment of stop, turn
front wheels to right until tire is approximate-
ly three inches from radius rod then turn screw
(25) out against axle. Repeat the operation
for left side.
Drag 11nk arm (36) is held to spindle
(6) by key (39) and nut (38).
Drag link (35) connects Linlc arm(36) to
the steering gear ball arm. The connectims on
drag link should be kept packed in grease. When
wear occurs, adjustment can be made by removing
cotter pins in Gnds of drag link and tigh"Gening
the screw plugs.
The front wheels are carried on taper
roller bearings (15) and (16) and are adjust-
ed by removal or addition of shims (19) and
(20). Felt washer(18) f1ts over spindle and
in hub of wheel to prevent grease lealcing out
or dirt entering. Betwe~n fel t (18) and
bearing (16) is a felt retainer(23) dishe d
towards the bearing and an inner be ar i n g,
washer (17).
27
 FRONT AXLE(Continued)
Whennecessary to change cone and rol- The proper care and lubrica t ion of
ler assembly, change the cup also, otherwise front wheel bearings cannot be over empha-
the new cone and roller as sembly will wear sized. Newfelts should be tns'tat.ted for
rapidly. The old cups can easily be driven each sixty days of operation. Test bearings
out by entering a punch from the opposite end for end play after each two weeks of opera-
of hub and driving against the back of cup. tion, and adjust them if play has developed.
Use a prece of brass when driving in new cups Lubricate daily'when working under average
to prevent damage. conditions and twice daily if in very dusty
or sandy conditions.
CWTCH
(Group 280069)
The clutch is of the single plate, dry against the spring tension, releasing the
disc, springloaded type whi eh requires no ad- pressure on clutch plate and allows the eng-
justing of the pressure plate. The driving ine to run free.
plate is 12" diameter. Clutch adjustment. The only adjust-
The clutch shaft and pmron Crz) extends ment necessary is to provide play for the
from pilot bearing (18) in the flywheel into clutch pedal. That is, whenthe clutch pedal is
the front end of the transmission case and is depressed there should be a little movement
carried at the rear end on ball bearing (19). of the pedal before the clutch starts to dis-
This bearing is held in position on shaft by engage. This play is determined by the space
snap ring (22). Oil thrower(2l) and oil seal be~veen throwout bearing(8) and ends of re-
(20) is installed ahead of snap ring to pre- lease levers (49) when clu t eh is en gaged,
vent transmission lubricant fromleaking into which should be 1/4". Tomakethis adjustment
clutch housing. Always install this type oil remove inspection cover(13) fran tcp of ctutcn
seal with the open side toward the oil sup- housing. See that throwout bearing is as far
ply. This assembly is held in po s 1tion by back as it will go, then moveadjUsting screws
clutch shHter bracket (9) and four capscrews (50) in or out until the required clearance
(10). A recess is machined in the back of the is obtained. Be sure that the clearance on
shHter bracket .tnat registers with a hole in all four levers is the same. As wear occurs
transmission case head to allow the lubricant this clearance will become less and adjust-
that works through bearing (19) to return to ment is necessary.
the transmission case. Wheninstalling, be
sure these two openings register. The clutch To reface the clutch plate or replace
shHter bracket extends forward over tre clutch other parts of clutch assembly, it is neces-
shaft and makes the bearing for clutch shift- sary to separate the engine from the trans-
er (4). Throwout bearing (8) is pressed on mission. To remove the clutch, remove drag
link from steering gear ball arm. Disconnect
the forward end of shifter (4) with th e po-
lished face toward the front. The shHter and wire main fuel line at .rue 1 f 11ter, magnetogI'OlIDd
bearing are lubricated through grease fitting from switch at daSh and govern control
rod from cross shaft at dash. Remove gas tank.
(7) and tube (5) and is reached .tnrougn hole
in left-hand side of case just below end of Block up solidly beneath rear end of engine
clutch fork shaft (26). 'l'he clutcb fork (23) and front end of transmission. A chain hoist
which bears against shifter (4) is attached can be used to good advantage to swing rear
to shaft (26) by capscrew (24) and Woodruff end of motor inst~ad of blocking it. Block
key (27). Spring(29) extends from spring clip between front support and front axle, both
(30) on capscrew (24) to spring bracket (28) Sides, to prevent motor tipping sideways. Re-
at top of case and relieves the tnrowout bear- move all capscrews that hold engfne block am
ing of the weight of clutch pedal. transmission case together. Moveengine for-
ward far enough to clear em of clutch shaft.
The spl1ned center(61) of clutch plate Removetwelve c~pscrews(2) that hold clutch
·(57) works on splined end of clutch shaft. assembly to flywheel and lift clutch from
Clutch facings (58) and (59) are riveted to the its posit1on.
clutch plate. Four lever studs(43) are pinned
to pressure plate (42). The back plate (46) To reface clutch plate. The facings
carries the twelve pressure springs (51) and are divided into 12 segments, 6 segments 1/8"
cups (52). The pressure plate and back plate and 6-5/32" thick. Place a thin piece, then
assembly are held together by four re lease a thick piece, and so on around the plate.
levers (49) and Is attached to flywheel by Opposite the thin piece place a thick piece,
and so on around. The finished job will have
12 caps crews (2).
a thick and thin piece riveted together and
The face of the flywheel acts as the alternated around the plate. This provides
dri v tng memberof the clutch. The crutch plate for smoother emgagementof clutch. Always
is held to the flywheel by pressure plate(42) install the rivet heads in the thin piece and
against which springs (51) exert a pressure at rivet them in the heavy piece. Be sure the
all times. Whenthe clutch is disengaged by tacings are riveted tight against the plate.
pressure on foot pedal, the clutch fork (23)
moves clutch shifter(4) rorwam, causing tbrow To install new'pressure p l a te (42),
out bearing (8) to contact the ends of release pressure springs(5l), back plate(46) or re-
levers (49). The continued forward movement lease levers(49), compress springs(5l) forc-
ing back plate against pressure plate. This
of the shifter forces the pressure plate back can be easily accomplished by using four 4"
28
 ·C" clamps. Removelock spr-Ings (53). Turn
adjust1ng screws (SO)out and removeplns(54)
holdIng release levers to pressure plate le-
ver stud. Atter levers. are removed, loosen
·C· clamps evenly until pressure Is released
and assembly can be taken apart. If pressure
plate has been overheated and Is sco red,
warped or cracked, It should be replaced. If
pressure spr-Ings (51) have taken a set or lost
any ot theIr tenslon, replace them. Thelr
condltlon can be detennlned tu cneckmg them
agatnat a new spr-ing, ExamIneendsof release
levers for excesslve wear, also the rounded
poInts of adjustIng screws (50). If these
parts are worn to a noticeable exteit ,« good
adjuslment cannot be maIntaIned.
WIth engIne separated from transmls-
sron, clutch shaft (17)maybe removedby re -
movIngclutch lever and key trom left hand
end of clutch fork shaft(26). RemovesprIng
(29) and capscrew (24). DrIve clutch tork
shaft to rIght, exerctatng cau t ron not to
swell or burr end or shaft or lose expanston
plug from hole In rIght-hand sIde ot case.
Removekey (27) when free of clutch fork(23)
and cont inue to drIve shaft to rl ght unt1l
clear of bracket (9). Shifter(4) with throw-
out bear-ing can be removedfran tront end of
clutch shaft. Removefour capscrews(lO) and
the bracket. Clutch shaft cannowbe removed
trom case. Remove011 seal (20) , 011 thrower
(21), snap rlng (22) and bearlng(19) can be
pressed trom shaft.
To reassemble, reverse aboveoperatIon.
Whenat tachtng clutch assembly to fly-
wheel, lIne spllned hub of clutch plate (57)
with center of pilot bear-Ing (18) to a i d In
enter-ing clutch shaft. \'1henenterIng clutch
shaft Into clutch plate, crank motor slowly
to lIne up the spllnes. Be sure that 011 de-
flector (62) Is towards the fIywheel.
Mter engtne Is connected to the trans-
mIssIon, adjust clutch.
Clutch pIlot bearIng (18) Is lubrIca-
ted by means of a wIck In crankshaft andneeds
no other lubrIcatIon.
For ordInary use, lubrIcate throwout
bearIng wIth two or three strokes of grease
gun for each 30 hours of operatlon. If clutch
Is used exceasive Iy , or if tractor Is used
on belt work and clutch Is frequently locked
In df sengaged posl tlon wIth motor runnmg ,
It Should be lubrIcated each day.
If clutch sl1ps or be comes sluggfsh
In action because of grease on clutch rac-
Ings, remove 1nspectlon cover (13) and gIve
faclngs a bath of gasolIne. (An011 can may
be used for Injecting th e gasol1ne). Do
thIs wIth motor runnIng and engage and dls-
engage clutch several t1mes wh1le applyIng
gasoline. Thls wIll have a scrubb1ng effect
on racrngs and remove the grease. It 1a
better to lock clutch in d1sengaged poait10n
for a few hours after the waShing operation
so 1t can thoroughly dry out.
29
 1.-1tL_.-------.
-tj----k .
IJ'l..lI~~
.

>---+---.~~Ht-,

,__J,-_.JJ

30
 CLUTCH
(GROUP 280908)
Effective on tractors 26526 and since
The clutch is of 141\ s I ngL e pIa te,
dry disc, sprlngloaded type which requires
no adjust1ng of the pressure plate.
The clutch shaft and p1nlon (18) ex-
tends from pilot bearing (19) In the flywheel
into the front end of the transmlsslon case
and Is carrled at the rear end on ball bear-
ing (20). Thls bearlng Is held in posltlon
on shaft by snap r1ng (22).
Clutch shifter bracket (8) holds clutd1
shaft and plnlon 1n case head. Bracket (8)
Is held In positlon by four capscrews (11).
Gasket (13) between clutch shlfter and trans-
m1ssion case head prevents 011 leakage Into
clutch case.
The clutch shifter bracket extends
forward' over the clutch shaft and makes the
bearing for clutch shifter (3). Throwout
bearing (7) is pressed on the forward end
of shifter (3) wlth the polished face toward
the front. The shlfter and bearing are 1ub-
ricated through grease fittlng (6) and tube
(4) and is reached through hole in left-hand
side of case just below end of cl u tch fork
shaft (26). The clutch fork (23) which bears
against shlfter (3).1s attached to shaft (26)
by capscr-ew(24) and woodruff key (27). Spring
(29) extends from spring clip (30) on cap-
screw (24) to spring bracket (28) at top of
case and relieves the clutch pedal welght
from the bearing.
The spl1ned center (60) of cl u tch
plate (56) works on spllned end of clutch
shaft. Clutch facings (57) and (58) are r1v-
eted to the clutch pla~e. tour ~~v~r studs
(43) are pinned to pressure plate (42). The
back plate (46) carries the twelve pressure
springs (51)and cups (52). The pressure
plate and back plate assembly are held to-
gether by four release levers (49) and is
attached to flywheel by 12 capscrews (1).
The face of the flywheel acts as the
driving memberof the clutch. The clu tch
plate is held to the flywheel by pr e ssure
plate (42) against which springs (51) exert
a pressure at all times. Whenthe clutch is
disengaged by pressure on foot pedal the
clutch fork (23) moves clutch sh 1fter (3)
forward, causIng throwout bea r 1n g (7) to
contact the ends of release levers (49). The
cont1nued forward movement of the shifter
forces the pressure plate back aga1nst the
spr tng tenslon, releas1ng the pre ssure on
Clutch plate and allows the engine to run rree.
Clutch adjustment: The only adjust-
ment necessary is to provide play for the
clutch pedal. That is, when depressing the
clutch pedal there should be a little move-
ment of the pedal before the clutch starts
to disengage. This play is determlned by
the space between throwout bearlng (7) and
ends of release levers (49) when clutch Is
engaged, the clearance should be 1/4". To
make thls adjustment remove inspection cover
(14) from top of clutch houslng. See that
throwout bearing is as far ba ck as 1twill
go, then move adjusting screw~\50)1n or out
until the required clearance Is oot a Inea.
Be sure that the clearance on all four levers
is the same. Clutch plate and lining wear
causes this clearance to become less and
adjustment is necessary.
To reface the clutch or replace other
parts of clutch it is necess ary to setarate
the engfne from the transmission. Remove
drag link from steering gear ball arm. Dls-
connect main fuel line at fuel fl1ter, mag-
neto ground wire from swltch at dash and
govern or control rod from cross shaft at
dash. Removegas tank. Block up solidly
beneath rear end of engine and front end of
transmlssion. (Use chain hoist if avail-
able). Block between front support and front
axle, both sides, to prevent motor tipplng
sideways. Removecapscrews holding engine
block to transmission case. Move e ng ine
forward far enough to clear end of clutch
shaft. Removetwelve capscrews (1) holding
clutch assembly to flywheel and lift clutch
from its pOSition.
The clutch racf ngs are dlv1ded 1nto
twelve -segments, six segments 1/8" an d slx
5/32" thick. Whenreplaclng these facings
place a th1n plece, then a thick piece, and
so on around the plate. Opposlte the thin
plece place a thick piece, etc. The finlshed
job wlll have a thlck and thin plece rlveted
together and alternated around the plate.
Thls prov1ti"!Rfor smoother e n z a g me n t of
clutch. Always install the rlvet heads in the
tnin piece and rivet them in the thlck piece.
Be sure the rac tngs are rlvited tight against
the plate.
To Install new pressure plate (42),
pressure sprlngs (51), back plate (46), or
release levers (49), compress sprlngs (51)
forcing back plate agalnst pressure plate.
This can be easily accompllshed by uslng
four 4" "C" clamps. Removelock springs (53).
Turn adjusting screws (50) out and rem ove
prns (54) holdlng release levers to pressure
plate lever s tud. After levers are removed,
loosen "C" clamps evenly until pressure Is
released and assembly can be taken apart.
It pressure plate has been overheated and
is scored, warped or cracked, It should be
replaced. If pressure spr-Ings (51) have
taken a set or lost any of their tension,
replace them. Their condltion can be deter-
mined by checking them against a new spring.
Examine ends of release levers for excessive
wear, also the rounded points'of adjusting
screws (50). If these parts are worn to a
not1ceable extent, a good adjustment cannot
be maintained.
31
 CLUTCH
(Continued)
GROUP280908

With engine separated from transmis- After engine is connected to tile trans-
sion, clutch shaft (18) may be removed by mission, adjust clutch. Clutch pilot bear-
removing clutch lever and key trom left hand ing (19) is lubricated by means of a wick in
end of clutch fork shaft (26). Remove spring crankshaft and needs no other lubrication.
(29) and capscrew (24). Drive cLut eh fork
shaft to right, exercis tng ca ut 10n n-ot to For ordinary use, lubricate throwout
swel.I or burr end of shaft or lose expansion bearIng with two or three strokes of grease
plug; from hole in right-hand side of case. gun for each 30 hours of opera t ion. If
Removekey (27) when free of Clutch fork (23) clutch is used excessively, or if tractor is
and continue to drive shaft to right unt11 used on belt work and cl ut ch is frequently
clear of bracket (8). Sh1fter (3) with locked in disengaged p os t tion with motor
throwout bearing can be removed from front running, it should be lubricated each day.
end of clutch shaft. Removefour capscrews
(11) and the bracket. Clutch shaft can now If Clutch slips or becomes sluggish
be removed from case. in action because of grease on clutch fac~
remove inspection cover (14) and give r a c-
Bearing (20) can be pressedfrom shaft ings a bath of ga,sol1ne. (An 011 can, may
when snap ring (23) is removed. be used for injecting the gas oli ne). Do
this with motor running and engage and dis-
To reassemble, reverse above operatum, engage clutch several times while applying
Whenattaching clutch assembly to e;asol:Lne. This w11l have a scrubbIng errect
on rac tngs and remove the grease. - Lock
flywheel, line splined hub of cl u tch plate clutch In dIsengaged post tlon for a fewhours
(56) with center of p110t bearing (19) to
aid in entering clutch shaft. Whenentering after the washing operation so it can thor-
oughly dry out.
clutch shaft into clutch plate, crank motor
slowly to line up the splines. Be sure that
oil deflector (61) is towards the flywheel.
 GEARSHIFT
(Group 280955)
EffectIve on Tractors 26526 and SInce

The gear shift hand lever shaft (1) tlon by retaIner (33), sprIng (32), and ball
Is Installed in the transm1sslon case cover (341 whtch engages In notches In shifter
(35). Felt r1ng (38), held In p os t t t on by shar ts ,
reta1ner (37), prevents grease leakage around
shaft (2). . Fourth speed shlfter fork (4) Is held
to fourth speed shift er shaft (8) by set
Gear sntr t lever (9) Is attached to screw (5). Shifter shaft and fork are held
shaft (2) by set screw (10). . in desired pOSition by retaIner (33), sprIng
(32) and bali (34) loca ted In transmission
Gear sht r ter fork shafts (24)and (25) case head.
are held stationary 1n transm t ss t on case by
set screws (28) located In the front trans- To remove gear shlfter fork shafts,
m1sslon head. Gear shlfter forKS t30 and 31) see Instructions for transmIssIon SplIne
work on shlfter shaft a n d are held 1n posr- Shaft Group 280901.

33
 TRANSMISSION CASE
(Group 280184)

REVERSE SHAFT
( Group 280799)
Effective on tractors 28526 and Since
To remove reverse an a rt (1) or gear Bushing (9) is a press fit in gear (8)
(8), it is necessary to separate motor from and when replaced must be reamed to fIt mart
transmission. Removetransmission case head with a clearance from .001" to .002".
(9) (Group 280907) explain:ed under spl1ne
shaft (Group 280901). Remove bolt (11) am Whenreinstalling reverse above oper-
collar (10). Slide shaft (1) back untll gear ation and be sure gasket (3) Is 1n good
(8) can be removed from front end of shaft. condition.
Shaft (1) can then be re move d by pu lli ng
towards the front.
34
 SPLINE SHAFT
(Group 280901)
EffectIve on tractors 26526 and sInce
To remove spllne s haft or gears on and .pushing bevel pInion Shaft towards the
shaft, It Is necessary to separate the trans- rear of transmission case until gear (4),
mfss l on case from both the engIne and rear (Group 280902) str-ikes the case end; next
axl e housIng and remove front rranemtsaron remove capscrew (16), nut lock (15) and
case head (9) (Group 280907). bearIng adjustIng nut (14) on spllne shaft
group. Then drive agaInst tront of spline
To r-emovetransmtsaton case head, (the shaft and drive bearing cup (13) towards tne
followIng 1terns are l1sted In group 280955), rear until gear (2) strikes case end. SplIne
remove transmission case cover (35), set shaft can then be rem ove d from the front.
screw (5), holding fourth speed shifting Bevel pinion shaft can be removed at this
fork (4) to sh1fter shaft (8), gear shift time if repairs are to be made. (Refer to
spring retaIners (33), springs (32), balls Group 280902).
(34), shaft cover (26), shlfter shatts (24
and 25), gut de assembly and all caps crews To assemble, reverse above operation.
holdIng case head to transm t s s t on , Next After shafts are replaced, It will be ne ces-
remove cross shaft and beari ngs - re fer sary to adjust spllne shaft bearings. First
to (Group 280992). inspect gasket (ll) on front bearing cover
and see that it Is In good condt t.t on; next
In removIng spl1ne shaft, It wIll also adjust bear-Ing on rear end of shaft by Ioca t-
be necessary to change the pOSition ot the Ing bearIng adjusting rIng (14), providing
bevel prnt on shaft. ThIS can be done by re- a tree rollIng fIt on bearings; then replace
moving bearings cover (9) (Group 280902) capscrews (16) and nut lock (15).
 BEVEL PINION AND SHAFT
(Group 280902)
Effect1ve on tractors 26526 and s1nce

To remove bevel p1n10n and shaft, 1t
1s necessary to remove the spline shaft as
explained in (Group 280901). Pinion shaft
can be pulled out towards the fr ant after
removing snap ring (19). To re move gears
and bearings from shaft, start at the front,
remove snap ring (7), bearine; (6) and fourth
speed coup11ng (10), snap ring (14), thrust
washer (15), gear (2), collar (16),gear (18).
snap ring (17), gear (4), ana snap ring (5).
Bearing (11) must be pressed from shaft.
When reassembling, be sure to 1nstall
sh1ms (8), and of sufficient quanti ty to
obtain the proper adjustment between pin10n
(1) and bevel gear (9) (Group 280992). For
correct ad jus tmerrt , see cross shaft 1nstruc-
t1ons.

36
 CROSSSHAFT
(Group 280992)
Effective on tractors 26526 and since

The drive pinion (1) is a part of the
cross shaft. Bevel gear (9) is keyed to
cross shaft (1) by key (10). Bearings (6)
are located in bearing cases (2) and (3)
wh1ch are held to transmission case by cap-
screws (4). Shims (11), (12) and (13) be-
tween bearing cage and tr ans mis si on case
allow for adjustment.
Shaft (1) extends t h ro u gh bearing
case (2) allowing ins tall at i on df brake
pulley. 011 seal (14) pl a c e d in bearing
case (2) prevents oil leakage.
To remove cross shaft, it is neces-
sary to separate transmission case from rear
axle housing. Removebrake band assembly
and brake pulley. The pulley can be removed
by taking out capscrew and using a gear
puller. F1le off any burrs or rough spots
on end of shaft to prevent damage to 011
seal. Removeboth bearing cases and shims.
Drive pinion and cross shaft can now be re-
moved from rear of transmission case.
If installing new bevel gear (9) be
very careful to prevent any dir t or small
parti cles of metal from ga the ring between
hub of gear and the shoulder on shaft (1),
as this would throw gear off c e n t e r an d
make it impossible to get proper adjustment
between gear and bevel pinion.
When re ins ta lli ng cross shaft, re-
verse above operation using just enough
shims so shaft will roll free with no bind-
ing or end play.
The correct amount of shims(8) (Group
280902) should be in place to bring the ends
of teeth on bevel pinion even with those of
the bevel gear. (Approx. six shims are ~
Allow .006" back lash between gears, by re-
moving shims from the cross shaft bearing
case ends. Cross shaft bearings (6) mus t
have free rolling fit.

37
 i !
REAR AXlE
(Group28(039)
'Ibe rear axle (1) Is spllned on the
Inner end and fits Into the differential ~
gear. It Is carried on the outer end by ta-
per roller bearings (2) held In position by
bearing case (10) and cover(18). Collar (3)
ti ts snugly over shaft and against bear1IJg.
Cork rings (19) tit over collu (3) and 10
a recess In case cover (1I:t)and are held 10
place by cover plate (21). Betweenbearing
case (10) and cover (18) are sh lIDS(24) to
allow for bearing adjustment. To tighten
bearings. removenecessary shl!11S. 'Ih1s al-
lows bearing case cover (18) to force outside
cup In and consequently removesplay. 'IbIs
bearing Should be adjusted to tree rolling.
no end play and no binding.
To removethe rear axle. removerear
wheel which Is held on by bolt (5) and tits
on taper shaft and k~y (9). After wheel Is
removed, removecapscrews (22) 8nd the axle
can be taken.out.
Whenreplacing cork rlngs(19). thor-
oughly saturate themwith 011 and be sure
collar (3) Is smooth. tree ot rust or burrs.
to prevent damageto cork rings.
After replacing rear drive wheel. be
sure that bolt (5) Is drawn tight and that
capscrew (7) In retalnlng washer(4) Is rest-
Ing tlrmly against axle to prevent bolt (5)
trom loosening.
Lubrlcatlon-- rear axle bearings are
lubricated by the 011 supply trom the dlff-
erentlal Sld are also lubricated through zerk
fltting (16) whichIs located on the rear of
bearlng case (10). Zerk f 1tt ing (16) Should
be lubricated dally, as the pressure gun
grease acts as a seal against 011leakage at
cork rlngs (19) or dlrt and gr 1t en tering
at the samepolnt.
38
 I
J
I
I
WATER
PUMPANDFAN (Gr-oup 281250)
WATERPUlP AUDFAl'l(Group 281250)
Effective on Motor i/49712
The water pump Is a packlngless type mounted
on two ball bear-Ings which require a s e mt=rj.urd
lubrIcant. For each ten hours of operation, force
Lubr-Icant; Into fl tting (3) unt1l a sna Ll, amount
is forced out of the 1/16" hole wh'1ch Is located
on pump body.
Fan belt adjustment Is made by loos enlng
four caps crews (27) in the water pump clamp rIng.
Insert a 5/8" bar in one of the three holes drilled
In bosses of water pump housIng and turn body In
a courrter=c l ockwtse drr-ec tf on to tighten. Adjust
fan belts so there is from one to one and a half
Inches of slack midway between pulleys.
The water pump contaIns a selt adjustIng
water seal assembly which const sta o r a carbon
washer (9) held against machIned tace o r pump
body by sprl ng (6). Water Is prevented from leak-
Ing past the. pump shaft by a flexIble seal (4)
which r i ts tightly against carbon was her and
around pump shaft (10).
To dismantle pump, remove 1t from motor.
The Impeller Is a press f1t on shaft and should
be removed by usIng? pUller. By removIng snap
rIng (9): carbon washer (8), flex1ble seal (4),
spr-Ing gut de (7), spr-mg (6) and seal clamp ring
(5) can lie removed. It water pump has been
Leakf ng: replace any or the above parts whIch
show evidence of beIng faulty.
To remove bearIngs (l~) and (12), and pump
shaft (10), remove nut (21) and pull the fan
pulley from snart . After removtng snap r-ing (17)
the pump shaft and bearings can be dr1ven out at
the fan pulley end.
To reassemble the pump, reverse the above
procedure. Note: To obtaIn the correct location
of the lmpeller on the shaft, f1rst Install shaft
(10) and bearIngs (16) and (12) 1n pump body;
place snap rtng (17) In place and attach ran pullE\\T.
Locate water seal assembly 1n lmpeller (11) ustng
snap rIng (9) to hold seal assembly 1n p 1 ace.
Impeller can then be pressed on shaft leaving
1/32" clearance between the Impeller and pump
body.
39
 CYLINDEJ{ HEAD
(Group 281191)
Effective on 1..IotorNo. 49763
The adjustments and instructions for servic1ng cylinder head group 281191 are the
same as group 280049, Sect10n 11, Page 20.
Cylinder head group 281191 uses valves with 1/2 inch dIameter sternsinstead of 7/16
inch dIameter as used in group 280049.
Parts necessary to 1nstall valves With 1/2 1nch d1ameter sterns on motors pr10r to
serial No. 49763 are as follows:
QUAK'TITY DESCRIPTION PART NO.
8 Valve Gu1des 208950
4 Inlet Valves 208914
4 Exhaust Valves 208913
8 Valve Stern Safety W1res 204227
8 Valve Spr1ng Reta1ners 208912
16 Half Reta1ner Locks AM-9316
When instal11ng above parts on a tractor pr10r to ser1al No.4g]63 they replace the
follow1ng:
QUANTITY DESCRIPTION PART NO.
8 Val ve GUides AM-9194
4 Inlet Valves E-2041
4 Exhaust Valves E-2042
8 Valve Stem Safety W1res E-2044A
8 Valve Spr1ng Reta1ners E-2043
16 Half Reta1ner Locks E-2044

2
 MODEL "V" TRACTOR INDEX

SVBJECT SEC. PAGE PAGE PAGE PAGE PAGE

AIR CLEANER V 1 4 26
BELT PVLLEY V 2 4 6 39
BREATHER ENGINE V 1 4 14
BREATHER TRANSMISSION V 4
CAMSHAFT V 1 10
CAMSHAFT BEARINGS V 1 10
CARBVRETOR V 1 22 23
CARE & 0 PE RA TION V 3 4 5 6
CLEANING RADIATOR V 6 27
CLVTCH
Adjustment V 2 6 30
Lubrication V 3 31
Removal V 30
Repair V 31
COMPRESSION V 13
CONNECTING RODS V 1 5 12
COOLING SYSTEM V 1 6 27
CRANKSHAFT V 1 11
Oil Seals V 11
Main Bearings V 1 5 9
CYLINDER HEAD V 14
CYLINDER LINERS V 9
DIAGNOSIS, HINTS FOR GENERAL, 32
DIFFERENTIAL V 2 37
DRAINING COOLING SYSTEM V 6 9 27
ENGINE BLOCK V 9
FAN BELT V 1 6 7
FRONT WHEELS & AXLE V 2 4 6 28
FITTING PISTON PINS V 1 12
FLYWHEEL V 11
FVEL V 1 4 21 22
GEAR SHIFT V 3 4 32
GOVERNOR
Adjustment V 5 17
Construction V 17
Removal V 17
Type V 1 5 17
LINERS, CYLINDER V 9
MAGNETO RV4 V 2 18
MAGNETO FM GENERAL, 14
MANIFOLDS V 4 21 22
OIL FILTER V 4 25
OIL LINES V 25
OIL PRESSVRE V 1 3 25
9
OIL PVMP V 20
OIL RELIEF VALVE V 1 25
9
~ISTON V 1 13
PISTON PIN V 1 12 13
PISTON RINGS V 1 13
POWER TAKE-OFF V 2 40
PVSH ROD A TT ACHlvfENT V 1 5 15
RADIATOR U 1 6 27
REAR AXLE V 2 37
SPARK PLUGS V 2
SPECIFICATIONS V 1 2
ST AR TING ENGINE U 3
STARTING TRACTOR V 3
STEERING GEAR V 4 29
A 21 22
 MODEL 'U" TRACTOR INDEX (Cont'd)

SUBJECT SEC. PAGE PAGE PAGE PAGE PAGE

TEMPERATURE U 4
TIMING IGNITION U 2 11 18
TIMING VAL VES U 1 10 11
TRANSMISSION
Bevel Pinion U 2. 35
U 2. 36
Cross Shaft
Lubrication U 4 ,
Spline Shaft U 2. 34
Reverse Shaft U 2. 33
VALVES
Adjustment U 1 5 15
Guides U 1 14
Grinding U 5 15
Inserts U 5 15
Lubrication U 14
Springs U 1 15
WATER PUMP & FAN U 1 3 7

2.
 ALLIS-CHALMERS MODEL "u" TRACTOR 12000 AND UP LUBRICATION - pressure type
Capacity - 9-1/2 qts.
DATA Fllter - own
Renewable element
No. of cylinders - 4
Bore - 4-1/2" MANIFOLDS
Stroke _ 5"
Low idle - 275 - 330 First type - change location of exhaust
R.P.M. Full load- 1200 pipe for different grade of fuels
High idle- 1340 - 1360 Second type - turn manifold cover for dif-
DIsplacement - 318 Cu. In. ferent grade of fuels
FirIng order - 1-2-4-3 OIL PRESSURE
AIR CLEANER 15 Ibs. at full governed speed and normal
Type - 011 bath operating temperatures
Adjustment - shim behind relief valve
BREATHER spring
Free length of spring - 2-5/16"
Wire meSh-on cylInder head cover Pump - gear type

CAMSHAFT SUMMER OIL - S.A.~. #40

Drive -- gear
Valve timing -- flywheel marked for #1 EX.
and IN. valve opening
Bearing -- 3 steel back babbit lined
End thrust taken on thrust plate front
bearing
BearIng clearance -- .002" to .0035"
CONNECTING ROD
Bearing dIe cast; dla. - 2-3/8"
End clearance .005" to .on"
Dia. clearance - .001" to .003"
COOLING SYSTEM
Capacity -- 6 gals.
Pump drive -- belt
Belt size -- 7/8" wide - 17/32" deep
42 degree angle -- 48-1/2" long
Pump bushing in. dia. -- 1.001"
Belt adjustment movable collar on pulley
Pump adjustment -- automatic
CRANKSHAFT
No. of bearings - 3
BearIng dia. and length
Front - 2-1/2" x 2-1/2"
.Center and rear - 2-1/2" x 2-3/4"
Material - steel backed babbit lined
Dia. clearance - .001" to .003"
End thrust taken on rear bearing
End clearance - .003" to .007"
FUEL SYSTEM
Carb~retor - Zenith K5AC
Size - 1-1/4"
Type - up draft; single
Adjustment - Main jet out for richer mix-
ture; idle jet in for rIcher mIxture
Fuel de ltvery - grav1ty
Tank capacity - 24 gals.
GOVERNOR - own
VarIable speed type
Adjustment - nuts on governor link
LINERS-CYLINDERS - removable
WINTER OIL - SAA.E. #30 or lighter - it
must flow at prevailing temperatures
PISTONS
Material - alloy C.I. tin finl7h
Clearance - first land .014" to .016";
second land .010" to .012"; third land
.010" to .012"; skirt .0025" to .004"
PISTON PIN
Fit in piston - .0005"
Fit in rod - .001" to .002"
Size - 1-5/16"
Type bushing - split graphite bronze
PISTON RINGS
Gap - .015"
Land clearance - .0015"
Rings per piston
Compression 2 width 5/32"
Scraper 1 width 5/32"
Oil 1 width 1/4"
VALVES A~D TAPPETS
Dia. Exhaust - 1-25/32"
Dia. Intake - 2-1/32"
Stem Dia. - .3715
Seat angle - 30 degrees
Seat width - 1/16"
Tappet type - Cylindrical
Clearance with motor hot - Intake - .010"
Exhaust - .012"
Inlet opens - 10 degrees after top center,
closes 35 degrees after lower center
Exhaust opens - 40 degrees before lower
center, closes 10 degrees after top
center
GUIDES - removable - yes
Guide in. dia. .3745 to .3755
Guide depth 11/16" from face of head
SPRINGS
Pressure 36 + 3 Lbs , valve closed or com-
pressed to 1-3/4"
67 + 4 Ibs. valve open or compressed to
1-5/16" free length 2-3/8"
1
 CHASSIS
DIFFERENTIAL

FRONT AXLE Location rear axle housing

Bearings taper roller
Camber - 30 degrees Adjustment - right hand bearing
Toe-in - 1/4 to 1/2 inch Lubricant - ca~acity with transmission
Spindle pin bushing dia. 1.002n 12 gals.
Sp1ndle arm bush1ng d1a •• 753-
TRANSMISSION
FRONT WHEELS
Clutch shaft bearing - ball
BearIngs - taper roller Spline shaft bearings - taper roller nut
Adjustment - nut on end of spindle adjustment front and rear
Size - steel 28" b~ 6" Cross shaft - taper roller bearing shim
rubber 6.00 by 6n adjustment
Bevel gear bearings - ball - shim ·adjust-
REAR AXLE ment at rear
Reverse shaft bearing - bushing ream to
Type - l1ve 1.625"
Bearing - double roller outside end Lubrication capacity wIth dIfferen~ial -
Lubr1cation - from rear axle housing 12 gals.
Adjustment - free rolling - by shims
Grease retainer - cork seal STEERING
Wheel - spline
SIze-steel 45" by 11-1/8" Type - fIrst type
Lugs - 5" high by 3-1/2" Worm and nut - adjustment or end play, nut
No. per wheel - 22 Cross shaft adjustment - screw
Air tires - 11.25" - 28" std. Second type - cam and lever
Adjustment column end .play - shims
BRAKES Cross shaft adjustment - screw
Lubricant - steering gear lubricant
Type - hand operated
Lining - woven BELT PULLEY
Lining size - 3/16" by 2" by 22-3/16"
Location - contract1ng on pulley on left Type - clutch
hand end of cross shaft BearIngs - pInIon shaft - ball
Adjustment - nut Adjustment shims under outside cover
Surface 59.7 Sq. in. Idler gear - Hyatt Roller - no adjustment
Pulley shaft - taper roller - adjustment
CLUTCH shims under .outside cover
Size - dia. 10" face 7-1/2"
Type - single plate spring loaded dry disc R.P.M. - 250 - 300 low idle
Dla. - 12" . 1095 - full load
FacIng type - woven 1220 - 1240 high idle
FacIng size and quantity - 6-1/8- and Belt ft. per minute - 2870
6-5/32" thick PLT.O. - type - clutch
Spring pressure - 190 to 200 Ibs. when com- 1-3/8" - 6B spline
pressed to 13/16" in length R.P.!L. - 530
Adjustment - from top 1/4" clearance Location - 3-3/4" to right of center line
between throwout bearing and release of tractor
levers Height - 20-3/4" from ground
Relation to hit~h pIn - 5~ to rear
THROWOUT BEARING Bearings - taper roller adjustment shims
rear cover
Ball thrust ELECTRICAL DATA
PILOT BEARING
Ball - automatic lubricated by wick in }/..agneto
crankshaft Type - make - high tension
SPEEDS RotatIon - clockwise
First - - 2.5 Fairbanks Morse .- flange mounted
Second - - 3.2.5 Automatic impulse - yes
Third - - 4.5 tag - 300
Fourth speed locked unless air Advance - 320
tired - - 10.75 Lubrication - sealed
Reverse- - 2.87 Breaker points - opening .012 to .015
Gear ratio engine to drive wheels Spark plugs - opening .030 to .035
First - - 64 to 1 Size - 7/8"
Second - - 45.3 to 1
Third - - 30.1 to 1
Fourth - - 15 to 1
Reverse- - 56 to 1

2
 CARE AND OPERATION OF MODEL nUn TRACTOR
WHEN TRACTOR IS DELIVERED
Before starting a new tractor inspect it
thoroughly and see that no parts have been
removed from it, or any adjustments tampered
with since the tractor left the factory.
BEFORE STARTING THE ENGINE
Inspect oil level in engine oil sump.
For correct level and viscosity see heading
-Engine" under "Lubrication".
Inspect oil in air cleaner cup. Refer
to air cleaner instructions.
Fll1 cooling system with clean water.
Check all points of lubrication and
grease those equt ppe d with grease gun fit-
tings.
If gasoline is being used for fuel, fIll
the large tank with it. If low grade fuel,
such as distIllate or tractor fuel Is to be
used, fill the large tank with the low grade
fuel and the small tank with gasoline.
STA...l1TING
THE ENGINE
Place the gear shift lever in neutral
position. If in cold weather, lock the
clutch pedal in forward position. If gaso-
line is to be used, open valve under large
tank. If low grade fuel is to be used, be
sure the valve under large tank is closed
and open the valve under the small tank. Open
throttle one-third way. Turn ignit10n switch
to the "ON" position. Pull the choke rod
forward and crank engine over to compression
strokes by LIFTING the crank. Release the
choke rod. Engine should now start readily
when cranked. However, if' the weather is
cool, more choking may be necessary. CAU-
TION:- Do not spin motor. To do so rr~y dis-
engage the automatic impulse coupling and
allow motor to kick.
When the engine is started, see that the bearing and rocker arm assembly are lubricaun
oil gauge is registering pressure. Do not from the oil sump supply and need no outSide
operate the engine unless oil gauge regIsters. attention.
NOTE:- After the first few hours of
operation, tighten all nuts, bolts and cap
screws that hold together parts having as-
bestos lIned copper gaskets between them.
This applies especially to cylinder head stud
nuts. When cylinder head stud nuts are
tightened the cylinder head gasket is com-
pressed and causes the valve clearance to be
taken up. After the cylinder head stud nuts
are tightened, be sure to adjust the valve
clearance.
STAP~ING THE TRACTOR
With the engine running, press forward
on the clutch pedal. Allow a few seconds for
the gears to stop, then move the gear shift
lever to the desired speed position, which is
as follows: to central position and forward, equipped with grease gun fittings and should
reverse; central and back, low; to extreme receive two or three strokes of the grease
right and back, second; to extreme right gun daily (Refer to 1tems 19 group 280184).
and forward, third; to extreme left and
back, fourtb. Release the clutch pedal slow- through fitting on bottom of pedal.
ly to avoid a sudden jerk in starting, but
have throttle far enough open to avoid stall-
ing the motor.
LUBRICATION
ENGINE: Maintain 011 level in 011 sump
to the full mark on oil gauge rod.
Use only pure mineral oils of the
following S.A.E. viscosity numbers:
Summer - No. 40 Winter - No. 30
For extremely cold temperatures, a min-
eral oil that will flow freely at prevail-
ing temperatures should be used.
If gasoline or other fuels of similar
qualities are being used drain oil sump and
refill with fresh oil o~ the proper quality
and viscosity after each 60 hours operation.
If low grade fuel such as distillate or
tractor fuel is being used, drain the oil
down to the drain cock, located on side of
oil sump, after each 10 hours of operation
and refill to the full mark on gauge rod with
fresh oil. After each 30 hours of operation,
drain oil sump completely and refill with
fresh 011.
Use only oil of high quality of the pro-
per viscosity. The best assurance of secur-
ing such oil is to purchase the better grade
manufactured by a dependable oil company who
has established a national reputation for
quality products and whose success depends
upon maintaining such quality.
Look at the oil pressure gauge at regu-
lar intervals to make sure oil is being cir-
culated by the oil pump. The gauge should
register awroc1rnate]y
15 pounds when engine is
running at normal governed speed and is heat-
ed to running temperature.
The governor, timing gears, clutch pilot
WATER PUMP AND FAN: Fill oil reservoir,
located on top of water pump body daily with
a light motor oil. The reservoir holds ap-
proximately one-fourth pint. Also lubricate
through grease gun fitting on side of water
pump body with two or three strokes of the
grease gun for each 30 hours of operation.
CLUTCH: Lubricate throwout bearing each
30 hours of operation with two or three
strokes of the grease gun. The grease fit-
ting is accessible through an opening in left
side of clute h housing. Do not over-lubri-
cate this point as the excess grease may work
upon the clutCh plate and cause clutch to
slip or become sluggish in action.
The clutch fork shaft bearings are also
Lubricate clutch pedal bearIng daily
3

GEAR SHIFT LEV~R SHAFT: Lubricate daily
through fitting on top of shaft housing.
(Refer to Hem 42 group 280076).
TRANSMISSION AND DIFFERENTIAL: These
two units are lubricated from the oil supply
carried in the transmission case and filled
thr-ough the opening covered by the breather
cap located on the transmission case cover.
Keep filled to the level of the top pipe plug
located on the left-hand side of transmission
case. The capacity is approximately 12 gal-
lons and only oils of the proper body to meet
prevailing temperatures should ever be used.
For Summer use S.A.E. 160
For Winter use S.A.E. 90
When operating in extremely cold weather
light motor oil should be added to the trans-
mission oil supply to thin the heavy oil and
insure proper circulation and lubrication.
NOTt: Keep transmission case breather
cap clean by washing in gasoline and satur-
ating '.vi
th lubricating 011 before replacing.
FRONT WHEELS: Lubricate daily with
grease gun until grease is forced out at
inner end of hub.
STEERING SPINDLES: Lubricate all fit-
tings with bvo or three strokes of the grease
gun daily.
STEERING BALL JOINTS: Keep packed in
grease.
STEERING GEAR HOUSING: Lubricate daily
with grease gun through fitting located on
top of housing.
BELT PULLEY: Lubricate through fitting
located on pully shaft outer bearing cover,
dally, wi th two or three strokes of grease
gun when using pulley.
When burning low grade fuels certa.in
precautions are necessary to prevent exessive
dilution of the lubricating oil.
Always select the best grade of fuel ob-
tainable, such as No. 1 distillate or fuel
having similar power qualities and with a
gravity as near to 39.1 as possible.
Cover radiator to let engine warm up
thoroughly on gasoline. Never turn on the
low grade fuel until the temperature of the
cooling system is near the boiling point, and
when operating in cold weather, keep suffi-
cient cover on the radiator front to maintain
this temperature.
Always turn off low grade fuel and
switch to gasoline before engine is stopped
so that carburetor will contain gasoline when
engine is again started.
Vfuen the tractor leaves the factory the
exhaust pipe is set at the front end of the
manifold which is the proper location when
burning gasoline. When low grade fuel is to
be used, the exhaust pipe should be changed
to the center outlet of manifold and the
plate taken from the center outlet moved to
front end.
FUEL FILTER
A fuel filter is located just below the
fuel tank and Should be cleaned at regular
intervalS. Remove the glass bowl and screen,
and wash out any sediment or water that may
have accumulated. .
AIR CLEANER
Instructions as to care of the air
cleaner are given on the air cleaner body.
Follow these instructions carefully. Be sure
the oil cup is filled to the level of the
bead stamped on the side of the cup. Used
crank case oil is satisfactory if thin and
clean. The use of heavy oil in the cup will
result in a restriction of air to the carbu-
retor, resulting in an over-rich mixture and
excessive dilution of the lubricating oil. ,
Inspect after each 10 hours of operation, and
if the oil is heavy with dirt, or if the cup
contains a layer of sediment, drain and re-
fill with fresh oil.
Inspect the hose connection on air in-
let frequently and keep it tight and in good
condition.
BREATHER
The crankcase breather cap , located on
top of the cylinder head cover, shou11 be in-
spected daily. It must not be allowed to be-
come clogged with dirt as pressure will be
created in crankcase, causing oil leaks at
main bearings, magneto shaft and other points.
Wash breather cap in gasoline, dip in lub-
ricating oil and replace after throwing off
excess 011.
OIL FILTER
The oil filter is a highly efficient
unit for the purpose of filtering abrasive
particles from the eng.1ne crankcase 011 sup-
ply. This naturally adds life to the many
moving parts that ere dependent UDon this
supply for lubrication. .
The filtering element consists of a
metal can packed with a special long thread
filtering yarn. The oil Is forced through a
tube to the top of the 011 fllter element and
Is filtered as it passes down through the
flltering yarn.
.When gasoline is being used for fuel it
is necessary to replace the filtering element
and its container, (item 9 group 280532),
after each 200 to 400 hours of operation, but
if low grade fuel is being used, it is ne-
cessary to replace this element after each
100 to 200 hours of operation.
The replacement container Is supplied,
packed with the necessary quantity of fil-
tering yarn and has a wood stick in the cen-
ter to keep the hole in filtering yarn open
so that the oil tube which extendS up in the
element can enter freely. This wood stIck
should be removed with a twisting motion be-
fore attempting to install the element.
4
 A new element can be purchased from any
Allis-Chalmers dealer for a few cents.
It Is very Important to replace the a-
Dove element as directed as this unit will
aid in keeping the crankcase oil clean and
add many hours of carefree service to the
life of the motor.
CAUTION: Do not attempt to remove and
wash the filtering yarn or use any material
in container except that as furnished as reg-
ular equipment.
Install only new container, packed, as
Is supplied by the Allis-Chalmers Uanufac-
turln g Company for the protection of the
motor.
OIL PUMP
The oil pump requires very little atten-
tion. It 1s of the geared type driven by a
gear which meshes with the crank shaft timing
gear. It Is considered good practice to
clean the 011 pump screen each season, This
can be done by removing the oil sump bottom
cover.
GOVERNOR
The governor is of the variable speed
fly weight type, mounted on the magneto shaft
and is completely sealed from dust and dirt.
To adjust engine governed speed, remove
cylinder block side cover, (Item 18 group
280523), located on right hand side of engine
block, loosen lock nut and turn adjusting nut
on governor rod to right to increase and left
to decrease speed. The normal governed full
load engine speed is 1200 R.P.M.
MAIN BEARING ADJUSTMENT
The main bearings are of the bronze back
type, and due to the large size of the bear-
ings and to the type of lubrication used,
they seldom need adjusting. However, shims
are provided so that adjustment can be made
if it becomes necessary.
Never adjust a bearing too tight. They
must have .00 2 Inch diametrical clearance.
The maximum end play for crank shaft is 1/32
inch. ~~en adjusting the bearings always re-
move the same number of shims from each side.
Always replace the bearing cap in its ori-
ginal position 80 that crankshaft will not be
forced out of alignment.
CONNECTING ROD ADJUSTMENT
Shims are provided in the connecting
rods for bearing adjustment. The connecting
rod bearings Should have not less than .002
inch diametrical clearance. End play should
not exceed .010 lnch.
When adjusting rod bearIngs, remove the
same number of shims from each side and re-
place the cap on its original rod and in its
original position.
'Hhen coupling up the rods, be sure the
nuts are drawn tight and are locked wi th the
proper slze cotter keys.
CYLINDER LINERS, PISTONS AND RINGS
The engine has renewable cylinder liners
whlch makes reboring unnecessary.
OVersize plstons and rlngs are not sup-
plied. If wear on the' cylinder liners is
sufficient to require oversize pistons and
rings a new motor assembly, consisting of
liners, pistons, rings, etc., should be in-
stalled.
The old liners can be readily removed
from the top of the engine block by the use
of a suitable puller.
When installing new liner~, they should
be forced straight down in the bore of the
block to prevent possible damage to the rub-
ber packing rlngs.
Always use new packing rlngs when in-
stalling liners, as the danger of a water
leak at this point is too great to risk their
use the second time.
VALVE CLEARANCE AND VALVES
Correct clearance between the valve
stems and rocker arms should be maintained at
all times.
To adjust clearance, turn engIne wi~h
crank until valve closes and push rod is at
Its lowest pOSition. Loosen valve adjusting
screw lock nut and turn screw untll there is
.010 inch clearance between inlet valve stems
and rocker arms and .012 inch clearance for '
exhaust valves wlth engine at normal operat-
ing temperature. Use a thickness gauge for
making this measurement. Tighten lock nut
and recheck.
LaCk of compression because of leaky
valves may be caused by either insufficient
clearance between rocker arms and valve
stems, by the collection of carhon at the
valve seats or by carbon or a gummy substance
on the valve stems preventing the closing of
the valves.
If, when cranking the motor over, there
Is a lack of resistance on one or more cy-
linders at the compression stroke, the pis-
tons and rings being in good condition and
there is sufficient clearance between the
rocker arms and valve stems, it indicates
that the valves need regrlndlng.
Because of the hardened steel exhaust
valve seat lnserts in the exhaust valve posi-
tlons. it is recommended that the valves be
reraced on a machlne made for thiS purpose
and the seats be reground with a high speed
valy~ seat grinder.
As a fInal operation, the valves and
seats may be pollshed by lapping them in with
a small amount of valve grinding compound.
In this manner a perfect seat can be obtained
which w111 give many hours of satisfactory
service.
5
 RADIATOR M~D COOLING SYSTEM
Only rain or soft water should be used
in the radiator if available. Hard of alka-
line water will form a scale which will im-
pair radiation if allowed to build up in the
cooling system. The use of washing soda will
help to dissolve this scale; and where only
hard or alkaline water is available the wash-
ing soda should be used at regular intervals
and before the accumulation of scale becomes
heavy enough to scale off and stop up the
radiator passages.
In cold weather an anti-freeze solution
can be used in the radIator. However, alco-
hol cannot be used when burning low grade
fuel because of its low bo i Ltng point. If
Iow grade fuel is being used, Prestone or
some simIlar cooling solution should be used.
Do not run engine without water or some
cooling solutIon in radiator.
Never pour cold water in a hot motor
when the water Is low.
There are two pOints to drain on the
cooling system. One is the drain cock under
the radiator and the other is the drain cock
at the rear, right hand s1de of engine block.
Drain BOTH places. Make sure that all water
drains out before you leave the tractor. Do
not take chances on opening drains and leav-
Ing before you are sure all water has drained
out.
To adjust the bearings, remove the hub
cap and tIghten the nut on end of tbe spIndle
until all play Is removed but with no bin~
ing. The inside of the wheel hub is pro-
vided with a felt washer to protect the bear-
ings from dirt and to retain the grease in
the hub. ThIs felt washer should be replaced
each season.
BELT PULLEY
The belt pulley assembly Is attached to
the right hand side of the transmIssion case.
A 10 inch pulley is provided runn1ng 1095
R.P.M. at normal engIne speed. The motor
should always be run at normal speed where
constant power Is needed and heavy belt load
Is encountered.
To fIgure the speed of driven units and
determine the size of the necessary pulley,
multiply the diameter of the driving or en-
gine pulley by its revolutlon~ per minute,
and divide by the R.P.M. or the driven un1t.
Example: 10 inch diameter x 1095 - 10950
~ 1000 R.P.M. of the driven unIt =
10.9. In
thiS case use an 11 Inch pulley as It is the
nearest regular size.
We cannot over-emphasize the importance
of havIng the proper size pulley on the
cr-iven unit. Much power Is lost and an un-
necessary load put on the motor unless the
proper pulleys are used. The pulley furnish-
ed wIth the tractor is the correct s1ze.

CLUTCH
The clutch is of the spring loaded
single plate dry disc type. The release en-
gagement is by movement of the clutch sh1fter
(23) and the throwout bearing (22) contacting
the 3 release levers (6). \Refer to group
280271) •
Each release lever has an adjusting
screw which Is for the purpose of regulating
the lever contact w1th the throwout bearing.
As the clutch facings wear, the reI ease
levers move nearer to the throwout bearIng.
and the only clutch adjustment necessary js
to provide clearance at thIs poInt.
To adjust: Turn adjusting screws to
allow a clearance of 1/4 inch between the
ends of each of the three release levers and
the throwout bearIng.
FAN BELT ADJUSTMENT
Loosen the ·three nuts on fan belt pulley
and turn the front section to the left.
Do not tIghten fan belt more or oftener
than necessary to prevent sIIPI?age.
FRONT WHEEL BEARING ADJUSTMENT
The front wheels are mounted on taper CLUTCH AND CLUTCH SHAFT
roller bearlngs. At frequent Intervals re- (GROUP 280271)
move the weIght from the wheels and examine
for slae play. If side play exists It will
be necessary to adjust the bearings.

6
 WATER PUMP AND FAN
(GROUP
WATER PUMP A.~D FAN
(Group 280531')
To remove unit trom motor.
Loosen tan belt by loosening 3 nuts (24)
and turn fan pulley adjusting collar (21) to
the right.
Remove the tour capscrews (28) that
holds fan blades to hub and remove tan blade
assembly.
Remove the tour capscrews (33 & 34) that
hold pump body to cylinder head and remove
the assembly from right hand side of motor.
To disassemble pump.
Drive out pin (27) and remove hub (26).
Femove four counter sunk head machine
screws (6) and cover (3), also plunger (16)
and spring (15). Exercise caution so that
plunger and spring are not lost when cover is
removed. Shaft and vane may now be removed
trom pump body. Vane is attached to shaft by
pin (7) and woodruff key (8).
Water pump cover thrust button (17) is
riveted to water cover by 2 CTSK head copper
rivets (18).
Water pump thrust washer (11), with rub-
ber ring (12) held in groove on inside bore
280531 )
ot waSher, is placed over shaft and against
tront or vane and is driven with the vane by
2 dowel pins (13). The rubber ring makes a
water tight seal around shaft. The convex
side of thrust washer (11) being held against
concave end of rear bushing (10) by spring
(15) and plunger (16) makes this point water
tight also.
It leakage occurs 1t is usuaJly caused
by thrust washer (11) hav1ng imperfect con-
tact with rear of bushing (10) caused by
thrust washer not fitting freely over dowel
pins (13) or by worn pump bushings, either ot
which will hold thrust washer off center with
the bushing. Insufficient lubrication or fan
belt adjusted too tight will cause rapid wear
on the bushings.
To replace bushings first drive out old
bushings. Use a press to force in the new
bushings. Bushings must be reamed to fit
after TIeing installed. Diameter of shaft is
one inch. Ream bushings to 1.00111-.
When reinstalling assembly on motor
start one cap screw (28) holding fan pulley
on hub and then attach assembly to head of
motor. Remove caps crew (28) place tan blade
assembly in pOSition and attach.
Tighten fan belt to proper tension. Fan
belt shOUld not be tightened more nor orten-
er than necessary to prevent Blippage.
7
 ""-
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8

CYLIND~ BLOCK ~D 9IL p~
Group 280 23
The cylinder liners (2) in cylinder
block are sealed against water leakage at the
bottom by two rubber packing rings (3). The
head gasket prevents leakage at the top. Be-
cause of the removable liner construction,
oversize pistons and rings are not supplied.
When appreciable wear occurs, new standard
parts should be installed as are supplied in
the regular motor kits.
To remove the oil pan (35) from the cyl-
inder block, remove tie rod and radius rod
(38 and 4, group 280275). Remove caps crews
that hold pan to transmission case and front
support. Remove all caps crews (39) around
rim of pan. Removing dowel pins (46) and
loosening nuts (49) at top of front support
will aid in removing the pan.
To change cylinder liners, remove cylin-
der head as explained under instructions for
Cylinder Head and Valves (Group 280534). Re-
move 011 pan. Remove pistons and connecting
rods as explained in instructions (Groups
280537 and 280539). Use a cylinder liner
puller to start liners. As soon as the pack-
ing rings (3) have been pulled from the bot-
tom bore, the liners can be lifted out by
hand. With the liners out, clean all sedi-
ment from the inside of the block. Wrap
clean rags around the main bearings and
connecting rod throws, while cleaning block,
to prevent sediment from entering the bear-
ings or oil passages in crankshaft.
Clean the new cylinder liners thoroughly
and install new packing rings. A small
amount of white lead or grease on the packing
rings will be an aid when installing liners
in block. Be sure the liner is entered
straight in the bore of the block to prevent
possible damage to the packing rings. The
liners can be readily driven into place by
using a clean block of wood and a hammer.
New packing rings should always be used
when liners are removed and replaced for any
reason. The danger of a water leak to the
crankcase is too great to risk the use of
packing rings the second time.
There is an oil distributing passage on
the inside of the block on right-hand side.
This registers with other passages going to
the camshaft and main bearings. A plug (29)
is inserted in tne rear end of this _passage.
It is located in front of the flywheel.
Should the passage ever become clogged, it
can be cleaned out through this opening.
In the front end of the block, behind
the timing gears, an oiler pipe (28) is in-
serted into an oil passage to furnish oil for
the timing gears and governor.
At the front of the block on the right-
hand side is the oil by-pass. This allows
the excess oil pumped by the oil pump to be
returned to the oil pan. It consists of oil
relief valve plunger (31). spring (32). nut
(33) and gasket (34). The tension of spr rng
(32) to a great extent affects the oil pres-
sure reading as shown on the oil gauge.
Normally, as the tension of the spring is In-
creased the greater will be the pressure
Shown. This tension can be increased by
placing small washers between spring (32) and
nut (33). If the pressure is too great, it
can be relieved by installing extra gaskets
(34). The tension of this spring should not
be increased to build up the oil pressure un-
less the cause of low oil pressure has been
unquestionably determined and it is pos-
itively known that it is the correct thing to
do. For detailed information on 011 pressure
see heading Oil Lines and Oil Filter, (Group
280532). \
The main bearings are of the bronze back
babbit lined type. The front and center
bearlngs are held in place in the bearing
caps by dowel pins (7). The rear bearing is
a flanged bearing and is held in place by
shims. Each bearing has one laminated and
two solld shims on each side to allow for
proper adjustment. The bearings should be
adjusted when the diametrical clearance ex-
ceeds .010". Do not adjust bearings too
tight. They must have .002" clearance be-
tween bearing and shaft, to allow for proper
lubrication. If adjusted too tight, bearing
material will be worn away rapidly until the
proper clearance is obtained, and very often
the heat generated in doing this wl11 burn
out the entire bearing. A good way to deter
mine this clearance when adjusting bearings
is to place a piece of shim stock .002"
thick, 3/4" long and 1/2" wt de in the bottom
of the bearing and remove enough bearing
shims until a slight drag may be felt on the
crankshaft when turning it with the bearing
capscrews drawn tight; then when the shim
stock is removed from bear Lng, the necess ary
clearance will be retained. Always be sure;
that the bearIng cap is replaced in Its orig-
inal position, to prevent forcing crankshaft
out of alignment.
To install new main bearings, it is
necessary to separate the motor from the
transmission and front support. Remove cyl-
inder head, oil pan, connecting rods and pis-
tons and tBe crankshaft. It is never advis-
able to replace one main bearing only. If
necessary to replace one, replace all three.
Otherwise, the crankshaft will be held in a
strained position and will result in worn out
bearings and sometimes a broken shaft. New
main bearings should be line reamed to insure
a good tit and to prevent crankshaft being
forced out of alignment.
The rear main bearing controls the end
thrust ot the crankshaft. This end thrust
should not exceed 1/32".
The cylinder block side cover (18)
covers the valve litters and governor rod.
This cover must be removed when adjusting the
governor, as explained under Governor, (Group
280533) .
Drain cock (27) is at the lowest point
of water space in the block and must be
drained to prp.vent damage to the block when
using water in the cool1ng system in freezing
temperatures.
There is an opening 1n the rear ot the
cylinder blOCk on right-hand side over the
flywheel. Wnen timing the motor, remove the
cover to this opening to locate timing marks
on the flywheel.
9
 CAMSHAFT
(GRouP 280525)

CAMSlWT To properly 1nstall the new bushtngs, 1t

(Group 280525) is necessary to have special equ1pment as the
bearings must be line reamed atter they have
The removable camshaft bushI~ (7-11 & been driven to place. Consult your branch
12) are of the steel back babblt lined type. ottlce concernIng this operation It equipment
The camshaft gear (2) on front end of shaft 1s not available locally.
(1) is held in position by woodruff key (3)
gear plate (4) and two caps crews (5). Be- If bushings are installed locally, be
tween the gear and front camshaft bearing is sure that the oil holes in the bushings reg-
thrust plate (8) held by capscrews (9). ThiB ister wi th the 011 passages in the block.
plate controls the end thrust of camshaft. The rear bushIng has two oil holes, one to
The normal end thrust is from .005- to .007·. register w1 th the 011 1ntake and the other
registers with oil passage leading to rocker
The camshaft bearings are lubrIcated by arm assembly.
011 forced by 011 pump through passages in
the blOCk that registers with holes in cam- Due to the type bearing construct1on and
shaft bushIngs. the type lubr1cation used, it will very sel-
dom be necessary to install new caffiShatt
To remove camshaft, remove cylinder head bushings,
cover and rocker arm assembly. Remove cyl-
1nder block side cover (18 Group 280523) and Be sure that good gasket Is used under
valve lifters (17 Group 280525). DIsconnect plate (13) when reinstal11ng to prevent loss
radiator hose and remove radiator, front of 011 at th1~ point.
axle, front support, tan dr1ving pulley, and
timing gear cover. Remove capscrews (5) and When replacing the camshaft gear, it
pull cam gear. Remove cap8crews (9) and must be correctly meshed with the gear on
thrust plate (8). Camshaft can now be read- crankshaft to insure the correct valve ti~
ily removed trom bloc~. 1ng. There are tim1ng marks on both gears,
and they must be placed together to have the
TO replace camshatt bushIngs it is nec- correct tim1ng.
essary in addition to above to separate en-
gine trom transmIssion. Also remove oil pan, The 1ntake valve opens 100 after top
clutch, and flywheel. Remove capscrews (15) center and closes 350 atter lower center. Ex-
and plate (13). Drive out old bushings With haust valve opens 400 berore lower center and
a bushing remover. closes 100 after top center.

10
 6
CRANKSHAFT
(GRouP
CRANKSHAFT AND FLYWHEEL
(Group 280529)
The main bearings are lubricated by 011
from the oil pump forced through passages in
the cylinder block. The crankshaft is
drilled from each ma1n bear1ng to the nearest
co~ecting rod throw for connecting rod lub-
ricatlon. There Is also a hole drl11ed
through the rear end of the shaft parallel to
the rear main bearing and a wick (2) 1$ in-
serted for the purpose of lubricat1ng the
clutch p110t bear1ng. This wick should ex-
tend slightly beyond the shaft at e1ther end,
and it can be readily inserted by the use of
a small wlre.
Ahead of the front main bearing 1s the
crankshaft tim1ng gear (3) dr1ven with the
shaft by rear end of woodrtlff key (4). The
gear t.s a press fit on the shaft. In front
of the gear Is a dish shaped oil thrower (5)
that fits over key (4) and turns with the
crankshaft. Thls thrower must be installed
wlth the d1shed. s i de toward the front. The
hub of fan dr1ve pulley (6) extends baCk
agalnst the 011 thrower and is also driven
with the crankshaft by key (4). The starting
jaw (7) screws onto the end of the crankshaft
holding fan belt pulley In poslt10n. ShIms
(8) are placed between startlng jaw and belt
pulley to place the jaws at the proper angle
tor cranking motor.
The flywheel Is attached to the flange
of the erankshaft by 6 - 5/8 x 1-1/8u drilled
head capacr-ewa. The holes in the flywheel
280529)
and flange are drIlled off center so that
flywheel can be installed in only one posi-
tion. The rim of the flywheel is marked as
follows - FIRE - DCI - INOI - EXOI. These
markings may be seen by removing cover from
small opening at rear of right hand side of
cylinder block. When the marks indicated by
the lettering are in the center of the open-
ing they denote: - FIRE - magneto contact
points begin to open. DCI - top dead center
#1 piston, INOI - #1 intake valve beginning
to open. EXOI - #1 exhaust valve beginning
to open.
Cork rings (9 and la) are installed at
each end of 011 pan and cylinder block to
prevent 011 from Leak.Ing out around crank-
shaft. Each ring Is in two preces , In front
one piece is in a groove in the oil pan and
the other 1n the timing gear cover. At the
rear the top piece is placed in a groove in
the cylinder block and the other in the oil
pan. The crankshaft at the rear ..has reverse
oil grooves maChined 1n it to assist in pre-
venting oil working out under the cork oil
seal.
~~en installing new cork rings (9 and 10
be sure the grooves are clean. Place a small
amount of shellac on the outside of the cork
and place it in the groove, and let dry be-
fore replacing parts. Do not cut off the
ends of the cork that extends beyond the end
of the groove as they will press into place
and make a tighter seal. Before replacing
the parts grease the face of cork rings so
they will not be burned when engine is first
started.
II
 6
CONNECTING RODS
(Group 280539)
The connecting rod (1) has a die cast
bearing on craru<shaft end and a graphite
byonze split bushing f~ piston pin bearing.
The crankshaft is drilled from nearest main
bearing to each crankshaft throw for lubri-
cation of connecting rod bearings. Each
connecting rod is rifle drilled for lubrica-
tion of piston pin bearing. An oil plug (6)
with a 1/8" diameter hole Is inserted into
the lower end of this drilled passage to gov-
ern the amount of oil delivered to piston pin
bearing. Do not enlarge this hole as it is
the correct size for this lubricating system.
When installing new piston pin bushings,
be sure the hole in the bushing registers
with the oil passage in the rod. It is nec-
essary to run a burnishing bar through bush-
ing to have it set firmly to place, then ream
to a light push fit, or to a diameter of
1.3127" •
The crankshaft bearing has a 1/32" lam-
inated shim made up of sheets .003" thick on
either side. By peeling off the required
number of sheets the correct bearing adjust-
ment can be obtained. When adjusting bear-
ings, remove the same nurr~er of shim sheets
from each side. Always replace the bearing
cap on the rod 1t was removed from, and 1n
its orig1nal posit1on. This is important.
Do not adjust bearings too tight. They
should have .001" c1earance on the crankshaft
to allow for lubrication.
A good method to use when adjusting
bearings to provide for correct clearance is
to place a piece of shim stock .002" thick,
3/4" long, and 1/2" wide in the bearing cap.
Then remove enough bearing shims until a
slight drag can be felt, when turning the
crankshaft, with the nuts drawn tight. Then
remove the piece of shim stock from bearing
cap, and the correct clearance for lubrica-
tion w111 be retained:
Always draw the connecting rod bolt nuts
tight. Never loosen the nuts to obtain the
·necessary clearance on the bearings. If the
bearing is too tight, add the necessary num-
ber of shims for correct adjustment. Lock
the nuts with the proper size cotter keys. If
the keys are too small they will work loose
in the hol es and may break off, all owing the
nuts to work loose and cause a great amount
of damage.
The allowable end thrust ror the con-
necting rod bearing is .010". An excessive
amount of clearance at this point may cause
a motor to use an unreasonable amount of oil,
as too much will be thrown from the ends of
the bearing onto the cylinder wa lls,
In replacing connecting rod bearings,
especially if a bearing has been burned out,
be sure the oil passages in the crankshaft·
are open, otherwise the bearing cannot
receive lubrication.
The connecting rod bearing is off center
with the rod. Each rod must be installed
wIth short side of bearing towards the near-
est main bearing. In other words, the short
side of the bearing on each rod will be as
follows:
No. 1 towards the front of motor
No. 2 towards the rear of motor
No. 3 towards the front of motor
No. 4 towards the rear of motor
It Is also very important that the con-
necting rods be in correct ali~nment. In
other words, when installed, the piston pin
must be parallel with throw of the cranksha~.
If they are not parallel, the piston will not
be held stra1ght in the cylinder. and excess-
ive wear on both cy11nder wall and piston
will result. Very often a cond1t10n of this
kind produces a decided knock in the motor.
To properly align rods, it is necessary
to have a connecting rod aligning fixture,
and use it accord1ng to the manufacturer's
recommendation.
12
 PISTONS fu~DRINGS
(Group 280537)
The pistons are electroplated to give
longer service and to allow for closer fit
between pistons and cYlinder walls. The re-
commended clearance of new pistons is from
•0025" to .004".
The piston pin is anchored in the piston
by the lock screw (4) and lock (5). The hole
in the piston pin must be in line with the
hole in the piston boss before starting lock
screw. Do not hold connecting rod in vise
while tightening lock screw (4). To do so
may twist the rod. If a piston vise is not
available use a small bar in piston pin to
hold assembly.
Each piston has four rings. Two 5/32"
compression rings are in top grooves, one
5/32" scraper ring in third groove from top
and one 1/4" 011 control ring in bot tom
groove.
When installing new rings on old pistons
clean all carbon from the ring grooves. A
good tool to use for this is a piece of old
piston ring fl1ed square on end. Always fit
the rings in the cylinder liner. The end gap
should be .015". Do not guess. Measure with
thickness gauge. Also, try the rings in the
rlng grooves to see that there are no burrs
on rings or grooves. The rings should have
.0015" side clearance in grooves. If the
rings are too tight in ring grooves they can
not conform to the shape of cylinder wall and
will result in stuck rIngs.
Use care in placing rings on pistons.
Piston rings are easily distorted and a good
r-tng can be absolutely ruined by distorting
it beyond the elastic limit of the metal. Use
a ring tool when installing rings.
OVersize pistons, rings and pins are not
furnished, nor do we recommend their use.
When enough wear has taken place to warrant
oversize pistons, it is much better to
install a new motor klt consisting of pis-
tons, rlngs, liners etc. You are then as-
sured of having parts that are properly fit-
ted and can expect the same performance as
received from a new motor insofar as these
parts are concerned •
Care must'be exercised in the handling
of pistons and rods to prevent distortion. If
a piston is dropped, even a very short dis-
tance, or a piston pin is carelessly started
and then driven in roughly, the skirt of the
piston wIll Invariably become distorted. This
dIstortion may be detected by use of micro-
meters or by trying the piston in cylinder
with correct thickness of feeler gauge stock.
To prevent piston distortion when removing or
installing piston pins it is advisable to use
a piston vlse or block. A very good block
can be made by sawing a circular piece out of
a block of hard wood so that the recess so
made will exactly fit the contour of the pis-
ton and deep enough to envelop half of it. A
hole sllghtly larger than the plston pln
should be bored in bottom of block so old pIn
can be driven out.
When installing pistons and rings in the
cylinders have a ring gap on each side of
each end of piston pin. Lubricate the pis-
tons, rings, and pins and use a ring com-
pressor to hold the rings compressed and in
pOSition while installing.
It It is desired to change the motor
from a combination gasoline-low grade fuel
burning engine to a straight 70 octane gaso-
line burning engine or vice versa, the diff-
erent pistons may be installed to give the
proper compression to burn the fuel desired.
It is also necessary to change the gasket in
manifold as explalned In instructions for
this group,
13
 CYLINDER HEAD AND VALVES
(Group 280534)
The -UM" motor is of the valve in head
type with removable valve guides and tool
steel exhaust valve seat inserts.
The rocker arm shaft (25) is in two
pieces, joined at the center by the coupling
(29), the shafts are drilled for lubrication
of the rocker arms, and also have grooves
milled in them that fit over rocker shaft
support studs (36) to hold them in place.
The rocker arms (32) are held in place
.by collars (26), suppor-ts (24) and springs
(30 and 31). The rocker arms are drilled for
the lubrication of push rod cups. The bush-
ings in the rocker arms are of the split type
and to install them it is necessary to use a
broaching tool. The hole in the bushing must
be installed so it registers with the hole in
the rocker arm. As this type busnJng gives
more service than the conventional type, it
is seldom necessary to install new bushings.
Usually by the time they are worn enough to
allow excessive clearance, the rocker arm,
where it contacts the valve stem, is' worn
enough to throw it off center with the valve
stem, causing excessive wear on the valve
guides and also causing the valve head to
strike the seat on one Side, makIng frequent
valve grinding necessary. Instead of in-
stalling a new rocker arm bushing, use a new
rocker arm and bushing assembly.
The 011 to lubricate the valve mechan-
ism is forced by the oil pump from the rear
camshart bearing through a passage in the
block and the drilled head stud (16), and
011 tube (40) to the rocker arm shaft.
On top of the cylinder head is the rock-
er arm cover to protect the valve mechantsm
from dirt. The crankcase breather cap (21)
ls installed on this cover. It is very' im-
portant that the breather cap be kept clean
to prevent baCk pressure be1ng created in
crankcase which would cause oil leaks. Wash
cap in gasolIne, dip 1n lubr1catIng 011 and
replace atter throwIng ott excess 011.
To remove the head, fIrst draIn the
cooling system, take ott the large fuel tank
and the hood. Remove the water pump by tak-
ing out the tour capscrews (33 & 34 Group
280531) • Loosen tuelIlnes and choke .•. 1re.
Manifold, carburetor and air cleaner can now
be removed as one uni t. Remove s park pf.ug"
cover and wires. Take otf water manitold and
tuel tank support. Remove head cover (19) by
removing four nuts (23). Disconnect 011 line
(40) at titting (41). Take of! tour nuts
(37) and remove rocker arm assembly. Remove
all cylinder head stud nuts. The head can
usually be loosened by cranking the motor
with spark plugs in place.
Clean carbon thoroughly trom combustIon
chamber in the head and tops ot pistons.
To remove valve$, compress sprIngs and
remove tapers (8). Springs and valves can
then be removed. Clean valve stems and valve
guides. It there is more than .OOS" clear-
ance between valve stems and guides, e1ther
new guides or both guides and valves should
be installed. New valve stems have a d1am-
eter of.3715- and guides are reamed to .375~
giving a clearance ot .0035-. The guf dea can
be driven out by using a hammer and a valve
guide drift. Drive new guIdes in to the
exact depth ot the old ones. Valves must
work freely In the guides; It they do not,
guides must be.reamed to g1ve the correct
f1 t ,
It exhaust v·alve se.ats are damaged. they
can be removed with a small chisel which Is
sharpened on one side. Drive the chisel
under the insert and pry out the old seat.
To install the new seat, a driver ha vlng a
pIlot must be used, In Order to drive the
seat properly. When dr1ving the seat In,
drive it about halt way in and then blowout
the dirt which may have dropped underneath
the seat. After this has been done, the seat
can be qr1ven all the way In. Peen the edge
14
or the head down on the insert to keep it
from working loose while in operation.
Because of the hardened steel exhaust
valve seat inserts, it is not practical to
attempt to grin~ the valves by lapping with
valve grinding compound. The valves should
be refaced by a valve refacing machine and
the Beats ground with a high speed valve seat
grinder. As a final operation, the valves
may be polished by lapping them in with a
small amount of fine valve grinding compound.
When attempting to grind the valves in
by using valve grinding compound, a groove
will be ground in the race of the valve be-
fore a good seat is obtained. However, in
case of emergency, or if the valve seat in-
serts are not in a bad condition, a tempo-
rary repair can be made by lapping the valves
in with compound.
Before reinstalling the valves, clean
them off thoroughly, 011 the valve faces and
stems.
All parts of the valve mechanism have
been designed to operate with a certain valve
spring compreSSion. To have a smooth running
motor, developing its full p0wer, thls com-
preSSion must be maintained. It is the duty
of the valve sprIng to close the valve qulck-
ly as soon as the cam on camshaft passes by
the litter.
On the model "UM" motor, each valve
opens and Closes 10 times per second when
motor is operating at full governed speed.
When this 1s taken Into consideration, it can
easily be seen whY It is so necessary that
the valve springs have the correct compres-
sion.
While the valve springs are removed they
should be tested. The free length of the
spring Is 2-3/8
D
• When compressed to 1-3/4"
the compression should be 36 Ibs., and at
1-5/16" it Should be 67 Ibs.
Before reinstalling the head, clean the
bottom of the head, head studs and top of
block. If metal around any bead stud has
been pulled up to any noticeable extent, re-
move stud and file b~ck smooth. The great-
est allowable variation between block and
head Is .010". This can be measured on the
face of the head or top of block by using a
straight edge and a thickness gauge.
It Is advisable to use a new head gasket
when reinstalling the head. There is a best
way to tighten down the cylinder head nuts
that should always be followed to prevent
trouble later. The nuts should be tightened
in successive stages, and in such order as to
insure even pressure over the entire surface
of the cylinder head and gasket. Tighten the
nuts in the center first, then work·towards
the ends. TIghten each nut a small amount at
a time, going over all of them three of four
times before they are tight. After the motor
has been started and warmed. up, the cylinder
head nuts should be tightened again.
After the rocker arm assembly is in
place, it is necessary to adjust the c~ce
between the valve stems and rocker arms. This
clearance should be .010" for intake valves
and .012" for exhaust valves when the motor
is heated to operating temperature. When ad-
justing the valves for any cyllnder, have
that plston on top center on compression
stroke. The adjustment is made by loosenlng
the lock nut (35) on the adjusting screw (34)
and moving the screw until the correct clear-
ance is obtained. Do not use a heavy wrench
on nut (35). To do so may strip the threads.
Always remember, the clearance between
valve stems and rocker arms is changed each
time tne cylinder head is tightened down.
For valve timlng marks see (Group 280529).
15
 t')
t')
IQ
o
CO
o a:!
~ Z
..: 0-
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TL-_--------;rI"\ o
I- 0:
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16
 GOVERNOR
(Group 280533)
The governor is of the variable speed
type, having full control of the engine re-
gardless of engine speed. The weight assem-
bly is mounted on the magneto shaft and is
enclosed by the timing gear cover. It is
lubricated by 011 supply from the crankcase
that lubricates the timing gears.
The magneto bracket (1) is held to the
engine block by four cpascrews (3 and 5). The
two bushings (la) are bearings for magneto
and governor shaft (14). Cork retainer plate
(9), 2 cork seals (8) and cork retainer (7)
at the rear of shaft (14) prevents oil leak-
age at that point. The magneto drive gear
(11) is held in place on shaft (14) by Wood-
ruff key (12) and pin (13). It bears against
front end of bushing (la). The fly weights
of the governor assembly are attached to
shaft (14) by pivot pin (16). The 2 springs
(21) are attached to the governor weights,
one on each side of weight assembly. Each
weight has a fulcrum pin (22) to which is
attached the thrust bearing assembly (18).
At the front end of shaft (14) is thrust
spring (23) and thrust plunger (24) which
bears against thrust button (34) that is
riveted to housing cover (33). Lever (25) is
held in position at the lower end by lever
shaft (30) which is locked in correct posi-
tion by nut t31) located on the outside of
gear cover. Lever (25) is held in position
on shaft (30) by speCial cotter pin (32). It
is very important that shaft (30) is installed
to the correct depth so shifter pins (26) on
lever (25) will center in proper position on
thrust bearing assembly (18). This position
can be seen by removing housing cover (33).
At the top of lever (25) is lever pin (27)
which is drilled and tapped. Rod (45) screws
into pin (27) and engages in hole in lever
(48) which is attached to cross rod (50) and
this in turn engages with carburetor throttle
valve. On rod. (45) where it passes through
front of engine block is governor spring (44)
contained in spring cup (43) which in turn
works in spring cup sleeve (42). Adjusting
nu~s (47) are on rod behind spring t44). The
tension on spring (44) is controlled by speed
change lever (39) and this is directly con-
nected to governor control rod which extends
to the hand lever on steering column.
The variation in,the speed of the motor
is accomplished by the movement of the speed
change lever (39) which is controlled by the
hand lever on the steering column. The pur-
pose of this arm is to regulate the tension
on spring (44). In action, as the speed of
the motor increases, centrifugal force throws
the weights (15) from shaft (14) and this in
turn forces thrust bearing (18) forward
against lever (25) and as rod (45) is attach-
ed to top of lever (25) the carburetor valve
is closed in the same proportion that lever
(25) is forced ahead.
To secure good governor action, all
parts must work freely and be in correct ad-
justment.
If necessary to remove governor assembly
for any reason, remove the four capscrews (3
and 5) and remove magneto bracket and gover-
nor assembly from the engine block as a unit.
When this unit is again assembled to engine.
it w111 be necessary to read,1ust the governor
which is done as follows; Remove cylinder
block side cover (18 group 280523). Discon-
nect rod (45) from cross rod level' (48). Push
throttle control lever on steering column
wide open. Turn cross rod (50) until cap-
buretor throttle valve is wide open. V~11e
in this position, rod (45) should enter lever
(48) freely. If it does not, screw rod (45)
in or out of pin (27) until it will do so,
then connect rod (45) to lever (48). Next,
place governor control lever in idling posi-
tion. Push spring (44) to its forward posi-
tion. Move adjusting nut (47) until it just
bears against the end of spring (44). 1Nith
the motor running at wide open throttle and
no load, the speed Should be about 1340 R.P.M.
This will give 1200 R.P.M. under normal load.
If it does not run at this speed, adjust nuts
(47) until it will do so. Turn nuts to right
to increase and left to decrease speed.
17
 Instructions No. 2792A
Fairbanks- Morse
Type RV 4-B Magneto
Fig. 1
RV4-B-Vertical Flange Type Magneto
Failures of the engine to start or fire regularly are frequently
charged to the magneto, when they may belong to some other
part of the system. Always check other sources of trouble before
working on the magneto.
1. Flooding-With the engine hot, or extremely cold,
floodingis liable to occur. This condition is usually obvious after
one or two attempts to start the engine and necessitates "drying
out" the cylinder before another attempt to start is made.
2. Insufficient Fuel-Frequently, an empty fuel tank,
or the lack of fuel to the cylinder, because of a clogged fuel pipe,
is the source of the trouble and should be checked.
S. Ignition-Check all connections leading to the spark
plugs and to the magneto. Snap terminals are used on the cables
to the magneto and are simply pushed into the brush holders
(C) Fig. 2 mounted on the magneto cover (F) Fig. 2. When
making adjustments on engine, remove wires from spark plugs
to prevent accidental starting. Be sure that the contacts are
clean and tight.
4. Spark Plugs-Remove the spark plugs and check the
gap at the points of each plug. The correct gap is .025 to .035
inch Cathin dime will do). Never attempt to adjust the center
electrode, or point, for the porcelain around the point breaks
easily. Lay the spark plugs with the cable connections, on the
cylinder block, being sure that neither the spark plug terminals,
or wires, ate in contact with the cylinder block. Turn the engine
flywheel in proper rotation until the magneto impulse starter
clicks, or snaps twice for each spark plug. There should be a
spark at each plug during this operation. If a spark does not
occur in anyone of the plugs, disconnect the cable from the
plug and hold the end of the cable about Ya inch from the cylinder
block and again turn the flywheel. If a spark occurs, the trouble
is in the spark plug, and it must be repaired, or replaced.
5. Cables-If no spark occurs from the operation outlined
in paragraph 4, remove the cable from the magneto. Bend a
short piece of wire, holding one end in the magneto brush holder
(make good contact) and the other end about Ya inch from the
magneto frame. Turn the flywheel again and if a spark occurs.
the cable is broken and should be replaced.
6. Magneto-If no spark occurs during the above tests,
the trouble is in the magneto and it should be examined. Remove
the. magneto top cover (F) Fig. 2, held in place by four screws
When ordering service parts always give the Service Station the part number, the name of the part and the
rotation. Also for Impulse Coupling parts give the lag angle stamped on the hub or pawl. C.W. indicates clockwise
rotation, C.C.W. indicates counterclockwise.
a-Check the brushes (A) Fig. 2, in the cover (F) Fig, 2,
making sure the brushes move freely and have a slight spring
tension.
b-Clean the distributor rotor (B) Fig. 2, using a clean cloth
and carbon tetrachloride.
c-Breaker Point Adjustment-Examine the contact
points (D) Fig. 2, if the points are pyramided or pitted, they
should be made smooth with a hard file (tungsten) or a stone.
Clean the filings from the magneto, and reset the points. The
points should be adjusted to allow a gap of .012 inch when open.
d-Replace the magneto top cover, being sure the cork
gasket is in its proper place and not broken.
e-Check again, as outlined in paragraph 4. If no spark
occurs the magneto should be removed from the engine and
sent to a Fairbanks-Morse Service Station.
f-The magneto is permanently oiled at the factory. Do
not oil it in the field.
7. Ti.ming the Magneto Spark.
Remove the top cover when timing the magneto. When
the red mark on the side of the distributor gear is in line
with the red mark on the top side of the frame, the contact
points should begin to open for the number one cylinder
(Brush holder marked No. 1), for correct ti.ming. (Turn in
proper direction of rotation.) Set contact points to have
a gap of .012 inch when open.
G
E
REP MARK Fig. 2
ON GEAR (5573MB)
ANP FRAME
FOR TIMING
Note:-For Magnetos with impulse couplings.
Turn the rotor shaft in the direction of rotation
(marked on the magneto), until the impulse coupling
pawl stops against the stop pin. This position stops the
rotation of the rotor shaft a little before the red mark on
the gear reaches the red mark on the frame. Then reverse
the rotation, turning the magneto backward a full revo-
lution, or until the red mark on the gear is two or three
teeth above the side of the frame. .Then turn the rotor
sQaft again in the standard rotation' direction. The points
should then begin to open just as the red mark on the gear
is opposite the red mark on the top side of the frame. The
reason for reversing the rotation as outlined above, is to
get the end of the impulse coupling pawl below the stop
pin, so that the rotor shaft can rotate freely.
 Fairbanks-Morse Type RV4-B Magneto-Service Instructions

8. Timing the Magneto with the Engine. (See Fig. 1) with the driving slots in the engine drive member
a--Retiming is not necessary unless the magneto has been A elight movement of the flywheel may he necessary to make
removed from the engine.
b-However, if the magneto has been removed from the
this engagement. Then tighten the cap screws or nuts securely.
,
engine, before replacing it, check the spark timing as directed 10. Impulse Coupling-Type X.
in paragraph 7 and place it on the engine in this exact position.
Crank the engine until cylinder No. 1 is in firing position, as The impulse coupling is installed on the drive end and is
marked on the flywheel. Then couple the magneto, which has used to facilitate starting. The function of the impulse coupling
heen timed for the No. 1 cylinder, to the engine shaft. (See is to hold hack the magneto rotor shaft and then snap it forward
paragraph 9.) at high speed to produce a hot spark. The spark is automatically
9. Connecting the Magneto to the Engine. retarded to prevent back firing. As soon as the engine picks up
sufficient speed, the impulse feature disengages. It then func-
Flange Mounted Magnetos. tions the same as a conventional drive coupling. It requires no
After completing the timing operations as outlined in para- oiling at any time. Should the coupling cease to function, send
graphs 7 and 8, simply engage the driving lugs on the magneto it to a Fairbanks-Morse Service Station, with the magneto.

44191
5955A
18012499 ~r:g~~A6
({)\./2499A 2730

1'
.5942
5949
2493
867
1498 1355 2456

'
5939
2788
2433

00
1112
2723A
2 514 -------L.r- 0 2723 B
2824A
~ 3995 l736A
5949
C!430
'0 -2453

2493
2824-
2533 r--Z460A
2498
17/Z4RB31

Identification Order Identification Order

Number by Tbi. No. Number by This :>10.
Arranged. Part NAME SYMBOL Req'd Arranged Part NA~IE SYMBOL Ileq'd
Numerically Number Numerically N~mber

752A K752A High Tension Cable (With terminals 2736 B2736 Primary Lead Wire Tube-C.C.W .. .. Z2RB2736B I
and rubber cap).. ........ . .. . . 4 2736 C2736 Primary Lead Wire Tube-C.W ... . .. Z4RB273611 I
867 A867 Distributor Bearing Flat Washer ... '.' Z2RB867:~ . I 2736A EZ736.-\. Condenser Lead Tube ...... ...... .. Z2RB2736A I
1112 A1112 Cam Oil Wick Holder ............... Z2RBll12A 1 2736B H2736B Primary Ground 'Vire Tube .. ... .. Z6RB2736B I
1355 A1355 Ground Switch Plate ............... Z4RB1355A 1 2765 C2765 Distributor Rotor Complete ... Z4RB2765E\l I
1498 A1498 Distributor Shaft Snap Ring ......... ZillB1498A1 I 2788 B2788 Cum Oil .wick ..................... Z2RB2788A4 I
1801 A18bl Cable Terminal. ................... 18FM4B8 4 2824 A2824 Rotor Shaft Bearing Insulating Strip ZRB2824A 2
1872 EI872 Frame Top Cover Complete ......... Z4RB1872E4 1 2824A B2824A Distributor Shaft Bearing Insulating
2303 A2303 Oil Seal Cup Washer ................ Z2RB2303A2 1 Strip .................... ........ Z2RB2824A I
2340 B2340 Top Cover Gasket .................. Z2RB2340A2 I 3236 B3236 Coil Bridge Clamp ....... ....... ... ZZRB3236A4 1
2425 J2425 Frame (or Housing) Complete ....... Z4RB2425E 1 3861 B3861 Cork Dust Seal Washer ....... ...... Z4RB3861C2 I
2430 . E2430 End Cap Complete-C.W ........... Z4RB243OGI 1 3937 .'1.3937 High Tension Cable Terminal. ....... ZRB3937A 4
2430 J2430 End Cap Complete-C.C.W ......... Z2RB2430JI 1 3995 A3995 Stationary Contact Point Nut ....... ZRB3995AI 1
2433 1{2433 Service Condenser Complete ......... 2433ZRB2 1 4361 .'1.4361 Terminal ....................... ...
ZRB4361A 5
2437 D2437 Breaker Bar-8td. Tung. Point-C.W. 4419 A4419 Stationary Contact Support Screw .... Z4RB4419B I
orC.C.W •....................... 2437Z2RB4 1 4457 A4457 I
2447 D2447 Breaker Bar Fulcrum Pin ........... Z2RB2447C2 1 4466 A4466 ~~~~r;,nG;~~~cI
§~~!!: Te~~i~l~'1 .N~'t'- Z4RB4457AI
Z6RB4466AI I
2453 D2453 Stationary Contact Support-C.C. W .. Z2RB2453A4 1 5929B C5929B Brush Holder Gasket ......... ..... Z4RB5929A2 2
2453 E2453 Stationary Contact Support~.W .... Z4RB2453C5 r 5939 C5939 Distributor Shaft and Breaker Cam
2454 C2454 Stationary Contact Point Complete ... ZRB2454A3 1 (with Gear 5943. ) ...... .3939Z4RBI I
2456 D2456 Stationary Contact Support Screw In- 5940 B5940 Rotor Bar Snap Rio'§: : : : : : : : ...... ZRB5940AI 4
sulator .......................... Z2RB2456CI 1 5942 B5942 Distributor Bearing pacer .. .. Z2RB5Q42Al I
2456A E2456A Stationary Contact Support Rivet In- 5943 C5939 Distributor Gear (with Shaft 5939) .. 5939Z4RBI I
euletcr ...•...................... Z2RB2456Dl 1 5949 B5949 Ball Bearing Complete (Std.) ..... ... E-15 Norma 4
2457A D2457A Primary Ground Screw Bushing ...... Z4RB2457A 2 5952 B5952 Rotor Gear-C.W. or C.C.W ......... Z41W5952D
2459A D2459A Stationary Contact Support Insulator Z2RB2459BI 1 5955..1. C5955A Z2RB5955A2
2460A B2460A Distributor and Coil Brush (Std.) .... Z4RB2267AI 5 5976 ..1.5976 ?:r:!~;~~o~~d~~!~ife;tj'I~s~'l~ t~l: Z4RB5976A I
2473 A2473 Brush Holder Rubber Cap .......... ZRA2473A2 4 6019..1. B6019A Primary Ground Screw .............. Z4RB5n74A
2474D G2474D Brush Holder (90°) ............ ..... Z4RB2474E3 2 6304 A6304 Rotor Bearinffi Oil Seal (Std.) ........ Z2lW6304A2 :1
2477 B2477 Coil Complete ..................... 4051Z2RB3 1 6502 .-\.6502 Breaker Bar elt, Wick and Spring Clip Z~RB0502AI I
2480 H2480 Magnetic Rotor Complete-C.W. or 2563C B25ti3C Impulse Coupling Ccmplete-c-Ccw. ...... .... I
C.C.W •......................... 2475Z4RBU I 2563C L2563C Impulse Coupling Complete-C.C. \\".. I
2493 C2493 Bearing Insulating Washer .......... ZRB2493A 2 2563 A2563 Impulse Coupling Hub-C.\\' .... .i4itil25(;~Ei I
2498 02498 End Cap Gasket ................... Z2RB2498A I 2563 H2503 Impulse Coupling Hub -C.C. W.. ... Z2ItB25ti:li\11 I
2499 B2499 Primary Lead Wire Complete C.C.W. Z2RB2499AI 1 2565 A2565 Impulse Coupling Drive Spring. ... - Z2R.\00IH I
2499 C2499 Primary Lead Wire Complete C.W. Z4RB2499B I 2566 A2566 Impulse Coupling Pawl-C.W .... Z6RB25ti6.-\.3 .,
2499A E2499A Primary Ground Wire .............. Z4RB2499A3 I 2566 B2566 Impulse Coupling Pawl-C.C. w. Z6RB2566B3
2501 C2501 Distributor Bearing Oil Seal Washer Z4RB250lAI I 2567 B2567 Impulse Coupling Pawl Rivet ..... ... J\2HB2567A4
2514 A2514 Ground Switch Spring .............. Z4RB2514AI I 2568 C2568 Impulse Coupling Stop Pill-C. " ...... Z2RB25681:11
2533 A2533 Rotor Gear Pin .................... Z2RB2533B I 2568 D2568 Impulse Coupling Stop Pill--·C.C.II". Z2RB2568A~ ,
2723 A2723 Bearing Shim (.002') ............... Z2RB2723A 2570 E2570 Impulse Coupling Nut (:M;o thd.) ... Z2RB2570Cl I
2723A B2723 Bearing Shim (.004') ............... Z2RB2723B 593111. ..1.5931.'1. Impulse Coupling Wire ........ Z2RA5931A I
2723B C2723 Bearing Shim (.005 ') ............... Z2RB2723C 5957 C5957 Impulse Coupling Shell-C.\\' ...... Z4RB5957BI I
2730 11.2730 Stationary Contact Support Rivet .... Z2RB2730BI 1 5957 05957 Impulse Coupling Shell--C.C.W .. Z2RB5957DI I

When ordering service parts always g1ve the Service Station the part number, the name of the part and the
rotation, also for Impulse Coupling parts give the lag angle stamped on the hub or pawl. C.W. indicates clockwise
rotation and C.C.W. indica.tes counterclockwi8e.
31~071-103720M-B.D.N Printed In U.R.A.
 OIL PUMP tant to note that there may be no leaks be-
(Group 280538) tween the pump body and the cover. Suction
pipe (19)is ·threaded into the 011 pump cover.
The oil pump is a gear pump and is gear At the lower end of this pipe Is the 011
driven. The pump body (1) is attached to the screen (20). It Is held In place by a clamp
bottom of the front main bearing with two (21). This screen removes heavier foreign
capscrews (18). The drive shaft (8) has the particles from the o t L that would clog the
gear (14-)attached to the front end by a No.5 011 passages. Therefore, the oil screen must
woodruff key and a pin (16). Shims (17) are be kept in good condItion at all times. At
placed between the pump body (1) and the least once a year remove the 011 pan cover
bearing cap to give correct clearance between and clean the 011 pan and the oil pump screen.
gear (14-)and the crankshaft timing gear with If this screen Should be damaged In any way,
which it meshes. On the rear of the shaft replace it ~t once.
(8) is attached the oil pump driver gear (9)
by a key (10) and a pin (10). The oil pump Very little wear occurs on the 011 pump
id.lergear shaft (6) is pressed into the pump parts, but if engine should be run without
body and held by a pin (7). The oil pump oil at any time and an excessIve amount of
idler gear (l~) has a bronze bushing (12). wear should occur, It may affect the amount
of oil delivered to the motor. The shaft (8)
On the rear of the pump body (1) is the Should have a'free rollIng fit in the pump
oil pump cover (2) and gasket (3) held in body. The gears in the pump housIng should
place by five drilled head capscrews (4-) have from .002" to .005" end clearance and a
laced together by a wire. It is very impor- back lash of .008" to .010n.

20
 MANIFOLD
(GRouP
MANIFOLD
(Group 280526)
The exhaust manifold (1) has riser
sleeve (10) extending from carburet or to in-
take manifold (2) for a fuel passage.
Gasket (21) is between bottom of intake
manifold and top of exhaust manIfold, round
gaskets (11) are between manifolds and cyl-
inder head and gasket (12) is between center
of exhaust manifold and cylinder head.
It is very important that gaskets be
maIntained in good condition to insure a
smooth running motor. If air enters by any
of the intake manifold gaskets, the fuel
charge to the cylinder will be too lean to
burn properly. It is good practice to always
install new manifold gaskets each time the
manifold is removed or disassembled.
In the standard gasoline -- low grade
fuel burning motor, gasket (21) has openings
AND CARBURETOR
280526)
registering with ports in manifolds to allow
eXhaust gases to pass around center of intake
manifold and preheat the fUel. ThIs is ne-
cessary to successfully burn low grade fuel.
In the higher compression motor, desIgn-
ed to operate on 70 octane gasoline, this
gasket does not have the above mentioned
openings. .
If a motor is changed from the low to a
higher compression and is to burn the hIgher
grade fuels, gasket (21) should be changed.
The two gaskets referred to are listed and
described in the Parts Book.
When burning low grade fuel th~ exhaust
pipe must be attached to the open1ng 1n the
center of 1ntake manifold and cover (6)
placed on end of exhaust manifold.
. ~~en burning gasoline, place exhaust
p1pe on end of exhaust manifold and cover (6)
on center of intake manifold.
21
 MANIFOLD AND CABBURETOR
(Group 280632)
This manifold is similar to manifold as
described in group 280526 with the exception
of exhaust outlet and heat control.
The outlet when burning either gasoline
or low grade fuel is from center of manifold.
Heat control cover (4) has letter "K" on
one end and letter "G" on oppoSite end.
When burning low grade ruel have letter
ilK" on top and for gasoline letter "a" should
be on top. This cover can be reversed by re-
moving exhaust pipe elbow and nuts (9).
Effective on units with following serial
numbers: U 13007; UC 2700; M 4303; M 4341 to
M 4615 inclusive and M 4626 and after; 42
speed patrol 3226T; U 40 power unit, 1251 U
and 1393 U and after.
CARBURET OR ZENITH K5AC
Refer to Carburetor Instruction Bulletin
The carburetor has two adjusting needles.
Th~ idling needle on the front of upper body,
ana the main or high speed needle on the
front of fuel bowl.
The idling adjustment needle controls
the air supply at idling speeds. Turning in
on screw shuts off the air flow making fuel
mixture richer, turning out on screw admi t s
more air making fuel mixture leaner. Turn in
or out on the idling adjusting needle until
engine hits evenly without rolling or skipp-
ing.
The main jet adjustment needle controls
the fuel through the main jet to compensate
for different weights of fuels or different
atmospheric temperatures. Turning in on this
needle makes the fuel mixture leaner and
turning out makes it richer. For best ad-
justment, adjust while in actual service.
Turn adjusting screw in until motor begins to
miss or lose power, then open up just enough
to run smoothly. On continuous heavy loads a
slightly richer mixture will give better
motor performance.
Carburetor dif1'lcul ties are usually
caused by water in fuel, Clogged filters or
fuel lines, leaking carburetor or intake
manifold gaskets. Gaskete may be tested by
pouring gasoline from an ordinary oil can on
the joints, while the motor is running. If
the motor picks up speed, when so dOing, it
indicates a leaking gasket.
To insure continuous good operation of •
the carburetor, frequently drain the bowl and
clean filter screen in union body where fuel
line connects to carburetor and the filter on
bottom of fuel tank.
If carburetor does not function properly
after it has been drained and cleaned we rec-
ommend that it be taken to an authorlzed
Zenith Service Station for general cleaning
and repairs.
When assembling carburetor to engine, 1t
is necessary that carburetpr lever (56) on
er-os s rod (50), (See group 280533), and
throttle shaft lever in carburetor be in
correct pOSitions so lug on carburetor lever
will enter the slot in throttle shaft lever
for making coupling. TO make this coupling,
have governor control lever in idling pos1-
t10n, then turn throttle lever until throttle
valve in carburetor upper body 18 closed. The
levers will then correctly couple. If ne-
cessary turn carburetor lever backward or
forward slightly.
22
 PARI'S AND OPERATION
of '
ZENITH CARBURETOR MODELS K5-K5AC

The ZENITH K SERIES CARBURETOR was especially chamber. This retards the flow of fuel to the jets. Opening the
developed for tractor equipment. Its design embodies all desir- throttle to a wide open
able features for tractor service, and its various parts are made position rotates the
of the most suitable materials for their different purposes. notched collar so that it
Among the features of this carburetor are: closes channel (1). This
eliminates suction on the
1. Fully balanced operation for light and heavy loads. bowl and permits free flow
2. Normal operation on grades. of fuel to the jets.
3. Automatic economizer to save fuel on part-load operation. STARTING AND
4. Fine atomization of fuel without restriction of capacity, WARMING THE
which permits full power development with efficient light ENGINE: To start the
load operation. engine, make certain the
carburetor has been filled
5. Acceleration characteristics. with a fresh supply of
6. Separate and distinct idling system. gasoline. Do not attempt
to start a cold engine
To insure operation on grades, the float mechanism is built with kerosene even in hot
around the main air passage, which gives the carburetor an out- weather. Set throttle
ward appearance different from that of other models; however, lever to approximately
the general principles of Zenith design have been retained. one-eighth open position:
Adjust spark lever as
FULL LOAD OPERATION: The main jet and compensating specified in instruction book. Fully close carburetor strangler
jet function as in other Zenith models. In this series the fuel valve, and crank the engine. Push in on the choke rod the
from both of these jets is discharged into the air stream through instant the engine starts firing to avoid flooding the engine.
the diffuser bar. Such method of discharge results in better
atomization of heavy fuels. A warm engine needs little or no choking. In warm weather
the carburetor will ordinarily only require choking for the first
IDLING: The idling adjusting needle controls the air two or three quarter turns of the crank, while in colder weather it
supply at idle speeds. Turning in on this screw cuts down the air may be necessary to keep the choke on longer. Cold weather will
flow to make a richer idle, while backing out the adjusting screw also require partial choking of the carburetor after the initial
admits more air to obtain a leaner mixture. start, until the engine and manifold have picked up a little heat.
ECONOMIZER: To develop full power a certain mixture Do not switch from gasoline to kerosene until the engine has
strength is required. Under part load operation a leaner mix- been given a chance to warm-up. Allow the engine to run at
ture may be used and operation "costs reduced. least six or eight minutes on gasoline. Quick changing to kero-
In the Zenit4 K-Series carburetor this is regulated auto- sene is not economy, as kerosene will not burn properly in a cold
matically by the position of the throttle. engine.
The illustration shows the position of parts with the throttle KEROSENE: Tractors which are designed to operate on
at idling position. The suction in the carburetor is transmitted either gasoline or kerosene, have a manifold heat control
through channel (1) but is not transmitted to the bowl because adjustable from the dash to enable altering mixture tempera-
the notched collar around the throttle shaft closes the channel tures to meet fuel and climatic conditions. Gasoline requires the
to the economizer jet (2). As the throttle is opened to a position full cold position of the heat valve while winter operation on
of approximately one-quarter load, the notched collar forms a kerosene demands full heat. Intermediate positions permit ad-
channel between channel (1) and economizer jet (2) thus trans- justing mixture temperatures for best kerosene performance
mitting the suction from the carburetor to the top of the float during warm weather.
 Bulletiu No. 87-B

Parts for Models K5 K5AC Zenith Carburetors

I
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Part Part
No. Nu mber- I'art Name No. Number Part Na rrae
1 A1193xl Fuel Bowl. ... $5.50 41 T8S10·18 Throttle Plate Adjusting Screw. .10
2 A1l94xl Upper Body ........ 6.00 42 *CT50·1 Packing (not illustrated) ....... .. ...- .. .. . .05
3 BI635 Air Intake .......... 3.00 43 D8215 Drip Plug Assembly. ..................... .25
4 CT63-2 Taper Pin ............... .05 44 06995 Throttle Plate .................. 1.10
5 CT63-1 Throttle Driver Taper Pin .............. .05 45 07000 Main Jet (specify size) .. ................... .60
6 T56-5 Channel Screw Washer (no longer used) .. .05 46 07323 Float Assembly ..... ............ 1.75
7 T56-5 Economizer Jet Washer ..... _ .05 47 D7137 Diffuser ....... ......... - .55
8 T56-6 Retaining Nut Washer ...... _. __..... -_ ......... .05 48 *D7138 Packing Nut. ........... . ........... .20
9 T56-7 Union Body Plug Washer ............ ........... .05 49 *D7139 Packing Retaining Nut .. .25
10 T56-12 Main Jet Washer .... .05 50 *D7140 Adjusting Needle . .30
11 T56-23 Fuel Valve Washer ............. .05 51 D7143 Economizer Cap .. ......... . .65
12 T56-24 Compensator Jet Washer ... .05 52 D7144 Economizer Valve ................ . . . . . .. .. .. .25
13 T56-33 Union Body Washer.· .......... .05 53 D7146 Throttle Shaft and Lever Assembly . 1040
14 CI02 Channel Screw (no longer used). .05 54 D7152 Air Intake Gasket. ............... .10
15 C150-8 Fuel Screen .......... .25 55 TI0-4 Diffuser Set Screw .......... .05
16 C4518 Venturi (specify size) 2.10 56 D7256 Drain Plug Assembly ....... .55
17 C4540 Carburetor Assembly Gasket .. .10 57 D7258 Packing Cap ............... .......... .10
18 TllS25-12 Air Intake Assembly Screw ......... .05 58 D7311 Air Shutter Lever Assembly ....... ............ .80
19 TIS8-IO Economizer Cap Retaining Screw ....... .05 59 D7260 l1" Pipe Plug (not illustrated) ..... .10
20 T43-25 Air Intake Assembly Screw Lockwasher .. .05 60 D7261 Throttle Driver .................. .
. . . . ... .... .10

I
21 T43-103 Carburetor Assembly Screw Lockwasher . .05 61 D7262 Economizer Cap Gasket .... .05
22 C52-3 Compensator (specify size) .... .45 62 C136-3 Air Shutter Plate Set Screw. .05
23 D1147 Carburetor Assembly Screw. .10 63 CT63-2 Taper Pin
24. T41-8 Economizer Cap Screw Lockwasher. .05 64 C4539 Pick up Housing
25 D1561 Economizer Jet (specify size) ... .60 65 02917 Packing Cap D727·1 AS~e~bIY·.... 1.75
26 C111-17 Idling Needle Valve Spring. .10 66 CT57-2 Packing Cap Washer
27 D2204 Packing Washer ......... .05 67 07270 Driver and Shaft Assembly
28 D2422 Union Body Plug ...... . . . . . .. . . . .65 *07283 Adjustment Assembly ..... ..................... .85
29 Packing Ring ....... ............... .10
-g!:.a65 Idling Needle Valve .. ............ .35 Except for the parts listed below. all other parts for the Model K5AC Car-
30
31 C136-4 Throttle Plate Screw ................ .
. . . . . . . . . . ..05 buretor are interchangeable with those of the Model K5.
32 Clll-62 Throttle Plate Adjusting Screw Spring. ........... .10
33 D4795 Air Shutter Spring. ................ .05 2 AI257xl Upper Body ..... .
.......... . . . . . . . . . . . . . 6.50
34 C120-8 Float Axle ......................... . . . . . ... . . . . .05 40 C148-4 Union Body ..................... .......... 1.10
35 D5104 Air Shutter Plate .................. ·.30 CR134-5 Air Shutter Lever Swivel ...... .............. .20
36 05744 Air Shutter Shaft ................ .40 C1514 Union Body Flared Nut ......................... .20
37 D6204 Priming Hole Screw (not illustrated) .............. .05 DI566 Air Shutter Lever Swivel Washer ................. .05
38 C54-1 .60 T8S8-6 Air Shutter Lever Swivel Screw .................. .05
39 C81-3 ~~I'\r~f~e(~eJile:~z~';~biY· (sp~~ify ~i;ei: : : : : : : .7 43 D6926 Drip Plug Assembly. ................ .65
40 D6774 Union Body .......................... LI0 44 D7077 Throttle Plate. ........................ LlO

ZENITH CARBURETOR COMPANY

SUBSIDIARY OF BENDIX AVIATION CORPORATION
Manufacturers of Zenith Carburetors and Filters
696 HART AVENUE DETROIT, MICHIGAN
January, 1938 Prices subject to change without notice . (Printed in U. S. A.)
 ,-,--------------7
r1
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OIL LINES AND FILTER
The method of lubricating the various
parts of the motor has been explained under
their respective groups. By studying the
diagram at the lubrication system the flow of
oil from the 011 pan to the various parts and
back to the oil pan can easily be traced.
Instructions tor the care of the oil
tilter is descrIbed in the Care and Operation
instructions and they must be closely follow-
ed as regards the replacement of the filter-
ing element.
The oil by-pass or relief valve, that is
described under group 280523, opens tram the
dIstrIbutIng 011 passage, that runs the full
lengtn at the block, Into the 011 pan. When
the motor Is In normal condItIon the oil pump
throws more 011 than can pass out through the
bearIngs and it is the duty of the by-pass
valve to allow this excess 011 to return
dIrect to the oil PGD.
It a new motor, after it has been used
/
I
I
I
I
)
\ \
for a few days, shows an 011 pressure of ap-
proximately 15# when running at normal gov-
erned speed and is heated to operatIng tem-
perature and later the pressure either sud-
denly drops or gradually becomes less, a
care.ful check of the lubrication system
Should be made to determine the cause.
It can readily be seen that exceSSlve
clearance on bearings a leak in oil lines or
passages, 011 dIluted until very thin or a
filterIng element that Is not packed to the
proper denSity wIll cause a lack of resist-
ance on the oil flow and will result in lower
011 pressure even when oil pump is throwing
Its norrr~l amount. In a case of this kind if
tension of by-pass sprIng is increased less
oil can flow by this valve and more 011 will
be forced out around the bearings, thrown in-
to the cylInders, and wIll usually result in
the engine fouling spark plugs and consuming
an excessive amount of oil.
The correct procedu r e is to determine
and rectify the cause of low oil pressure
instead of increasing the resistance at the
by-pass valve.
25
 5
1
1
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1
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1
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1
I
I
AIR CLEANER (VORTOX)
(Group 280093)
The air cleaner la connected to the car-
buretor by the bracket (5) and hose (10).
Gasket (4) Is placed between air cleaner head
and the bracket. It Is very Important that
this gasket (4) Is in perfect cond1tion at
all times to prevent air leaks; this also
applies to the hose connection (10). AIr
wIll always enter where It has the least re-
sistance, and any air that enters at these
two points will not pass through the air
cleaner and will not be cleaned.
We cannot over-emphasize the importance
of.properly caring tor the air cleaner. It
is one of the important safeguards of the
motor, and it given the proper attentloh will
add many hours to its life.
The oil level must be maintaIned to the
level of the bead lIne stamped on the wall ot
7
16
the oil cup. This oil must be lIght enough
so that it can be picked up by the swirlIng
aIr; also light enough so it can flow back
into the cup trom the fIlter element In the
body of the cleaner. It the oil beIng used
Is too heavy to be pi eked up by the swirlIng
motion of the air current, at the temperature
in which the motor is being operated, add
enough kerosene so It can be pIcked up
freely.
Remove the air Cleaner at least once a
season and wash out thoroughly with gasol1ne.
AIR CLEANER (DONALDSON)
The care of this cleaner is the same as
that for the Vortox and it became etfective
on units with the following serial numbers:
U 13007; UC 2700; M 4303, M 4341 to M 4615
inclusive and M 4626 and atter; 42 speed
patrol 3226 T; U 40 power urn t; 1251 U and
1393 U and atter.
26
 RADIATOR
(Group 280250)
The radIator Is of the tubular type and
consists ot s1x major parts, the top tank
(25), bottom tank (39), atde frames (30& 31),
core (32) and shroud (38).
By removing eapserews that hold the
tanks, side fraw.es, and core together, the
radIator can be dIsassembled for the repair
of any Ind-lvldual part. Always use new gas-
kets when reassemblIng.
A dr~ln cock (10) is located on the bot-
tom of the radiator. This drains the radia-
tor but does not completely drain the cyl -
tnder block. Drain the cylinder block as in-
structed under Cylinder Block and Oil Pan
.(Group 280523).
It dirt, weed seed, lint, or other for-
eign particles collect around the radiator
tubes, between the cooling fins, it wIll re-
atr t ct the amount or air passing through the
core and cause the motor to overheat. This
can be dls1odg~d by the use of a steam jet,
'later pressure, or compressed air. Sometimes
1t is necessary to loosen the accumulation
with a small wire before it can be forced out.
Be very careful that the tubes are not dam-
aged with the wire.
It grease or 011 has entered the cooling
system in any way, it will colle.et particles
from the water, such as dirt. rust, et cetera
and adhere to the sides of the radIator tubes
and cooling jacket of cylinder block. As
this coating is a poor conductor of heat, the
heat generated in the motor will not be read-
ily absorbed by the cooling solution, ne1ther
will it be dissipated from the coo1.1ng solu-
tion to the air currents passing through the
radiator core or around the motor. In event
of this difficulty some solvent should be
used that will dissolve ·or loosen this coat-
ing and then flush the coo11ng system thor-
oughly. There are several solvents on the
market that are very good for th1s purpose,
and they should be used as the manufacturers
reconunend.
The radiator hose should be maintained
in good conditIon. Many times the Inside of
the hose will dISintegrate and obstruct the
flow of the cooling solution while the out-
side i8 undamaged.
27
 14
FRONT AXLE
(Group 280275)
The front axle (1) is attached to engine
front support (13) by the tront axle pivot
pin (2) and is supported by the radius rod
(4) which is bolted to front axle on either
side by machine bolts (6). The rear 0 f the
radius rod is a~tached to bottom of motor by
the bracket (10) and pin (8).
Front wheel spindles (14) are inter-
changeable and bushings (15) are installed in
either end to make the bearings for spindle
pins (18) which are held in place by taper
lock studs (19). Expansion plugs are in-
stalled in both top and bottom of spindle to
prevent dirt from entering the bearings.
Thrust washers (22) are inserted between axle
and bottom of spindle.
To remove spindle drive out lock stud
(19) using care not to damage threads. Re-
move top expansion plug and drive pin (18)
down. Bushings (15) can be driven out and
new ones pressed in. Do not drive in. To do
so will swell end ,of bushing. The bushing
must be reamed to 1.002" so they can turn
freely on pins after being installed in
spindle. When installing pin (18) be sure
the flat place on pin is in line with the
hole for lock stud (19).
The spindle arms (30 & 31) are held to
spindles by keys (32) and nuts (33). These
nuts must be kept tight. Bushings (43) are
installed in spindle arms and are replace-
able. They should be re a med to .753". Tie
rod yokes are connected with spindle arms by
pins (42).
Tie rod yoJres ( 4 0) are threaded and
screw on tie rod (38). They are locked in
correct place by nuts (39). The tie rod
should be adjusted to a length to allow
the wheels to have a "toe-in" of 3/8". In
other words the front wheels Should be 3/8"
closer together in front than at the rear.
ThIs makes the tractor easier to steer.
Drag link (37) connects the lett spindle
arm to the steer-ing gear ball arm. The con-
nectIons on drag link Should be kept packed
in grease. When wear occurs adjustment can
be made by removing cotter in ends of drag
link and tightening the screw plug.
The front wheels are carried on taper
roller bearings (23 & 24) and are adjusted by
loosening or tightening nut (28). Felt wash-
ers (25) fits over spindle and in hub of
wheel on inside to prevent grease leaking out
or dirt entering. Between felt (25) and
bearing (23) is felt retainer washer (26).
When necessary to change cone and roller
assembly, change ~he cup also, otherwise the
new cone and roller assembly will wear rapid-
ly. The old cups can be easily driven out by
entering a punch tram OPPOSite end of hub and
driving against the back of cu~. Use a piece
of brass when driving in new cups to prevent
damage.
The proper care and lubrIcation of front
wheel bearings cannot be over-emphasized. New
felts should be installed for each 60 days of
operation. Test bearings for end play afte.r
each two weeks at operatIon, and adjust them
if play has developed. Lubricate daily when
working under average conditions, and twice
daily it in very dusty or sandY conditions,
with grease gun until grease shows up at in-
sIde of hub. After adjusting be sure to in-
stall cotter pin to hold nut from backing ott;
28

STEERING GEAR
(Group 280077)
The steering gear mechanism is fully en-
closed and the assembly is clampeg to the
transmlssion case cover.
The housing holds approximately one
pound of grease and #120 gun grease should be
used.
The worm shaft (17) is mounted on two
taper roller bearings (19). If end play is
notIceable in the shaft it can be adjusted by
loosening lock nut (8) and tightening adjust-
Ing screw (2J). Do not take up on adjusting
screw enough to retard the free turning ac-
t.1onof the gear.
The trunnion shaft (25) is carried on
bushi.ngs (3 & 4) which can be replaced if
they become worn. Oil seal (la) prevents
grease leakage at outer end. To adjust end
play In trunion shaft loosen lock nut (13)
and tighten adjusting screw (12). By this
adjustment the face of trunion is forced
against sliding block (23) which causes a
cLoser mesh of threads between worm and
slIdIng block.
When makIng adjustments it is always
best to have the front end of tractor jacked
up and turn the steering wheel from one ex-
treme to the other to be sure that the gear
works smooth and free.
..
, ,
, -~
If play in the steering wheel can not be
removed by making above adjustments and all
joInts in drag link, tie rod, etc. are In
good condition it will be necessary to re-
place either the trunion bushings or trunion
block or both. The trunion block can readily
be replaced by removing housing cover (11)
and have the wheels in the straight ahead
position.
To remove trunion shaft, remove nut (27)
and ball arm (29), housing cover (11) with
adjusting screw assembly. When reinstalling
ball arm (29) be sure steering wheel is in
mid-position and front wheels straight.
Otherwise tractor will not turn as short one
way as the other.
To remove the worm sna rt (17) loosen
clamp screw nut (8) and back out adjusting
screw (20). The entire COlumn, shaft, worm
and bearing assembly can now be removed. If
necessary to change bearings, the bottom
bearing can be driven off. To remove top
bearing it is first necessary to remove
steering wheel and column. There is a bush-
ing (22) located in the upper end of column.
This can be replaced if shaft Is loose In top
of column.
The worm (18) and shaft (17) are fur-
nished as a unit. Due to the extreme care
necessary in assembling these two parts it
cannot be done in the field.
29
 ..

CLUTCH AND CLUTCH SHAFT The face of the flywheel acts as the
(Group 280271) driv1ng member of the Clutch. The clutch
Plate is held to the flywheel by pressure
The clutch is of the single plate, dry plate (1) against which springs (8) exert a.
disc, springloaded type which requires no ad- pressure at all times. Wnen the clutch Is
justing of the pressure plate. The driving disengaged by pressure on fa at pedal, the
plate Is 12" diameter. clutch fork (27) moves clutch shlfter (23)
forward, causing throwout bearIng (22) to
The clutch shaft and gear (35) extends contact the ends of release levers (6). The
trom pilot bearing (36) in the flywheel into
the front end of the transmissIon case and is continued forward movement of the shifter
carried at the rear end on ball bearing (37). forces the pressure plate back against the
This bearing is held in position on shaft by spring tension, releaSing the pressure on
snap ring (47). Ahead of snap ring (47) is clutch plate and allows the engine to run
oil seal (42) to' prevent transmission lubri- free.
cant from Yeaking into clutch housing. Al-
ways install this type oil seal with the open Clutch Adjustment. The only adjustment
side toward ~he oil supply. This assembly is necessary is to provide play for the clutch
held in.position by clutch shifter bracket pedal. That is, when the clutch pedal is
(38) and four capscrews (39). A recess is depressed there should be a little movement
machined in the baCk of the shlfte.r bracket of the pedal before the clutch starts to dis-
that registers with a hole in transmission engage. This play is determined by the space
case head to allow the lubricant that works between throwout bearing (22) and ends of re-
through bearing (37) to return to the trans- lease levers (6) when clutch is engaged,
mission case. When installing, be sure these which should be 1/4". To make this adjust-
two openings register. The clutch shlfter ment, remove inspection cover (43) from top
bracket extends forward over the clutch shaft of clutch housing. See that throwout bearing
and makes the bearing for clutch shifter (23). is as far back as it will go, then move ad-
Throwout bearing (22) is pressed on the for- justing screws (7) L1 or out until the re -
ward end of shitter (23) with the free roll- quired clearance is obtained. Be sure that
ing side to the tront. The shifter and\bear- the clearance on all three levers is the
ing are lubricated through grease fitting same. As wear occurs, this clearance will
(26) and tube (24) and is reached through become less and adjustment is necessary.
hole in left-hand side of case just below end
of clutch fork shaft (33). The clutch torK To reface the clutch plate or replace
(27) which bears against shifter (23) is at-other parts of clutch assembly, it is neces-
tached to shaft (33) by capscrew (28)sary to separate the engine from the trans-
and Woodruff key (34). Spring (31) extends mission.To remove the clutch, remove drag
from spring clip (30) on capscrew (28) to link from steering gear ball arm. Disconnect
main fuel line at fuel filter, magneto ground
spring bracket (32) at top of case and re- wire from switch at dash and govern control
lieves the throwout bearing of the weight of rod from cross shaft at dash. Remove gas
clutch pedal.
tank. Block up solidly beneath rear end of
The sp1ined center (17) of clutch plate engine and front end of transmission. A
(13) works on splined end of CLutch shaft. chain hoist can be used to good advantage to
To the clutch plate is riveted the clu t ch swing rear end of motor instead of blockIng
facings (14 and 15). Three lever studs (2) it. BlOCk between front support and front
are pinned to pressure plate (1). The back axle, both Sides, to prevent motor tipping
plate (4) carries the nine pressure springs sideways. Remove all caps crews that hold en-
and cups (8 and 9). The pressure plate and gine block arrd transmiss10n case together.
back plate assembly are held together by Move engine forward far enough to clear end
three release levers (6). of clutch shaft. Remove nine capscrews (20)
30
that hold elu tch assembly to tlywheel and tlnue tc dr1ve shaft to rlght until clear ot
11ft clutch trom Its posltlon. bracket (38). Shltter (23) wlth throwout
bearIng can be removed trom tront end ot
To ret'ace clutch plate. The taclngs are clutch shaft. Remove four capscrews (39) and
dlvlded lnto 12 segments; 6 segments 1/8" and then the bracket. Clutch shatt can now be
6-5/32" thlck. Place a thln plece, then a removed from case. Remove 011 seal (42),
thlck plece, and so on around the plate. snap rlng (47) and bearlng (37) can be p~sed
OPPosite the thln plece place a thlck plece, from shaft.
and so on around. The tlnished job will have
a th1ck and thln piece rlveted together and To reassemble, reverse above operatlons.
alternated around the plate. Thls provldes
tcr smoother engagement ot clutch. Always When attachIng clutch asseffiblyto tly-
Install the r1vet heads in the thIn pIece and wheel, lIne spllned hub of clutch plate (13)
rIvet them In the heavy plece. Be sure the wlth center ot pIlot bearIng (36) to aId In
taclngs are riveted tight against the plate. enterlng clutch shatt. When enterIng clutch
shaft 1nto clutch plate, crank motor slowly
To Install new pressure plate (1), pres- to line up the spllnes. Be sure that 011 de-
sure springs (8), back plate (4) or release tlector (18) 18 towards the flywheel.
levers (6), compress springs (8) torclng back
plate azatnat pressure plate. Thls can be Atter engIne Is connected to the trans-
easily accompllshed by using three 4" "c" mlsslon, adjust clutch.
clamps. Remove lock sprlngs (IO). Turn ad-
justing screws (7) out and remove plns hold- On later models, clutch pilot bearIng
Ing release levers to pressure plate lever (~6) 18 lubrIcated by means of a wIck In
stud. Atter levers are removed, loosen ·c· crankshatt and needs no other lubrIcation. On
clamps evenly untll pressure Is released and tractors not equIpped with wick, pack bearlng
assembly can be taken apart. It pressure wlth a good grade ot lubrlcant each tIme en-
plate has been overheated and Is scored. war- gine is separated trom transmIssion.
ped 6r cracked, it should be replaced. It l"or ordInary use, lubr1cate throwout
pressure springs (8) have taken a set or lost bearlng wIth two or three strokes of grease
any of their tenslon, replace them. Their gun tor each 30 hours ot operatIon. If
condItion can be determined by checking tpem clutch 18 used excessively, or It tractor Is
against a new spr1ng. Examine ends ot re- used on belt work and clutch Is frequently
lease levers tor excessive wear, also the locked in dIsengaged posltlon wIth reotor-run-
rounded points of adjusting screws (7). It nIng, It should be lubrIcated each ~ay.
these parts are worn to a notlceable extent,
a good adjustment cannot be maintained. It clutch sl1ps or becomes slugg1sh In
actIon because or grease on clutch f8e1ngs,
With engine separated trom transmlssion, remove Inspection cover (43) and gIve facIngs
clutch shaft (35) may be removed by removlng ~ bath of gasollne. (An 011 can may be used.
capscrew (15), clutch lever (14) and key trom for Inject1ng the gasolIne). Do this wlth
end of clutch fork shaft. (Reter to Group motor running and engage and dIsengage clutch
280074). Remove sprlng (31) and caps crew several t1mes whII~ applylng gasoline. ThIS
(28). Drive clutch tork shaft to rIght, ex- wIll have a scrubbIng effect on faclngs and
erct.stng cautlon not to swell or burr end or remove the grease. It is better to lock
shatt or lose expansion plug trom hole In clutch in disengaged posltion tor a tew hours
rlght-hand 61de ot case. Remove key (34) atter the washIng operation so It can thor-
when free ot clutch tork (27) and then con- oughly. dry out.

31
 ~
-fI-)JS~12

GEAR SHIFT fourth speed shlfter shaft (9) by set screw

(Group 280406)
The Rear shlft hand lever shaft (1) Is
Installed In the transmlsslon case cover.
Felt rlng (42) held In posltlon by retalner
(41) preventS" grease leakage from around
shaft.
Gear shlft lever (10) Is attached to
shaft (1) by set screw (11).
Gear shlfter fork shafts (23) are held
statIonary In transm1ss1on case by set screws
located In the front transmlssIon head. Gear
8h~fter forks (28 & 29) work on shlfter shaft
and are held In posIt1on by retaIner (31),
sprIng (30), and ba1l (32) whl ch engages In
grooves In shafts.
Fourth speed shtrter fork (5) Is held to
(6). When shlft1ng Into or out or fourth
gear, both shaft and fork move and the ball
retalner whIch Is held In transmlsslon head
engages with a groove 1n shaft to hold It In
correct posItIon.
To remove gear ahlfter fork shafts see
InstructIons for Transm1ss1on Sp11ne Shaft
3roup 200162.
on steel wheel tractors, the fourth gear
Is locked out and 1t should not be unlocked
unless rubber tIres are Instal1ed.
To unlock fourth speed gear, remove
transm1ss1on case cover. Loosen lock nut and
back ont set screw (6) about one-fourth ot an
1nch, then turn shaft (9) one-half turn and
tighten set screw {6). Be sure set screw
enters hole In sbaft.

32
 TRANSMISSION CASE
(GROUP 280184)

--- . ---- ---

REVERSE SHAfT
(GROUP 280067)

TRANSMISSION front support. Remove foot pedal from clutch

REVERSE SHAFT pedal, front floor plate, transm1ss10n case
(Group 280067) cover with steer1ng gear and gear shifting
mechanism and belt pulley or belt pulley
To remove any of the transmission gears opening cover. Remove capscrew (6), two cap-
other than the clutch shaft and pinion or re- screws (4) and shaft cover (2), Group 280067.
verse gear, the transm1ss10n case must be Pry forward on gear (8) w1th a bar through
separated from engine and the rear axle hous- belt pulley opening. When the shaft is
ing. The transm1ssion case head must also be started, remove bolts (11) and then pry st~ft
removed. far enough forward to permit gear to be re-
moved from end of shaft. The gear can then
Removal of clutch shaft and p1nion is be lifted out of transmission case cover
expla1ned in 1nstruct1ons for clutch and opening.
clutch shaft, (Group 280271).
Bush~ng (9) 1s a press f1t 1nto gear and
To remove reverse. idler gear (8) (Group when replaced, must be reamed to··fIt shaft.
280067), separate the eng1ne from transmls - The normal clearance is from .001- to .OO2n.
sion. Disconnect governor control rod from
cross shatt at dash, steering drag 11nk from When reinstal11ng th1s assembly, be sure
hall arm, steer1ng colurrn from wheel guard gasket (3) 1s in good cond1tion.

33
 SPLINE SHAFT
(Group 280182)
TRANSMISSION
SPLlNE SHAFT
(Group'280182)
To remove the spline shaft it is neces-
sary to separate the transIDi~sion case from
both the engine and rear 'axle housing, and
remove front 't.r-anamt s s t on case head, (12
Group 280184).
TO remove the case head, remove trans-
mission case cover as explained in group
280067, reverse gear. Remove set screw hold-
ing fourth speed shifting fork to shifter
shaft, gear shift spring retainers (31),
springs (30) and balls (32). Remove shaft
cover (24), shafts ( 9 & 23) and the guide
assembly. The above in group 280406, remove
spline shaft bearing c~ver (5 group 280182)
and adjusting nut (4). Drive forward on
spline shaft (1) until front bearing cup is
driven from transmission head. Do not damage
end of shaft while driving. Remove fourth
speed coupling (14 group 280183). Drive re-
verse shaft to rear far enough to clear the
case head. Remove all capscreVlS holding case
head in case. DrIve forward on case head
with block of hard wood until it is free of
dowel pins, then by tilting top forward it
may be lifted from case.
After removing the case head, remove the
four caps crews (5 group 280183) and dr1ve
bevel pinion shaft to rear until bearing cage
(4) Is free from rear case head. Spl1ne
shaft (1 group 280182) can now be removed.
The first reduction gear 115) Is keyed
to shaft (1) and must be drIven or pressed
off. The remaining gears wIll readIly slIde
from spline. Use caut10n In handling spl1ne
shaft as the gears must slide freely on the
spl1nes.
To reassemble, 'reverse above operations,
being very careful to get the correct bearing
adjustment. If rear adjusting nut (11) has
not been moved it will only be necessary to
tighten front adjusting nut (4) to give free
rolling adjustment to bearings with no end
thrust in shaft. If the rear adjusting nut
has been changed, it wIll be necessary to In-
stall, the belt pulley to get correct mesh be-
tween the first reduction gear and the belt
pulley gear. The inner ends of the teeth on
the gears should be even and the spline shaft
bearings adjusted to give .005" back lash be-
tween the gears. If necessary to loosen one
of the ~djustlng nuts when making thIs ad-
justment tap the shaft on the oppdsite end to
drive the bearing cup into position.
The sp1ined end on the rear end of
spline shaft is for the power take off con-
nection. (Refer to power take off instruc-
tions.)
34
 BEVEL PINION AND SHAFT
(Group 280183)
TRANSMISSION
BEVEL PINION kllD SHAFT
(Group 280183)
To remove the bevel pinion shaft and
gears it Is flrst necessary to remove the
spline shaft as explalned i-n group 280182,
then rebolt bearlng case (4) to the rear case
head. Remove snap ring (15) and use gear
puller to remove gears t16 & 17) that are
held to shaft by key (13). Remove caps crews
(5), then shaft (1), bearlng case t4) and
gear (11) can be removed from the rear. Do
not lose or damage shlms (8, 9 & 10). Drive
or pull gear (11) from shaft. It Is held by
key (12). Remove retalnlng ring (7) and
bearlng case (4). Bearing (2) can be pressed
frQIDshaft.
When reassembling be sure to install
shims (8, 9 & 10). Usually 1t will require
Slx .005", two .014", two .031" shlms. They
are used to obtain the correct adjustment be-
~/een pinion (1) and bevel gear (9 grou p
280064). For correct adjustment see Cross
Shaft Instructions).
Before installing gear (17) loosen lock
nuts (19). Drive gear against spacer (18).
Assemble gear (16), bearing (3) and snap ring
(15). Tighten lock nuts (19) against gear
(17) to eliminate possibility of end pl~y Qf
gears.
After installlng front transmission case
head be sure fourth speed coupling (14) is in
position •.
35
 CROSS SHAFT
(Group 280064)
lIlMiSMI SSI ON
CROSS SHAFT
(Group 280064)
The drive pinion is made a part of the
cross shaft. Bevel gear (9) is keyed to
crosS shaft (1) by key (10). Bearing (6) on
right hand end is held in bearing case (3)
which extends through opening in side of
transmission case and is held to case by cap-
screws (4) through fl2Ilge of bearing case.
Beuveen flange-of bearing case and transmis-
sion case are shims (11-12 & 13) to allow for
adjustment.
On the left hand side the construction
is similar to the right hand side except that
shaft (1) extends through bearing case (2) to
allow for installation of brake pulley, and
011 seal (14) is placed around shaft next to
bearing (6) to prevent 011 leakage.
To remove cross shaft, it Is necessary
to separate transmission case from rear axle
housing. Remove brake band assembly and
brake pulley. The pulley can be removed by
taking out capscrew and usIng a gear puller.
File off any burrs or rough spots on end of
shaft to prevent damage to 011 seal. Remove
both bearing cases and sh1ms. Assenillly can
now be removed from rear of transmission
case.
If installing new bevel gear (9) be very
careful to prevent any dirt or small par-
tIcles of metal from gathering between hub of
gear and the shoulder on shaft, as this would
throw gear off center and make it impossible
to get r:roper adjustment between gear and
bevel pin1on;
When reinstalling cross shaft, place the
shims between the bearing cases and transmis-
sion case on each side. Use just enough
shirrsso shaft will roll free with no binding
or end play. Usually it will require three
.005", one .015" ~~d one .0313" shims on each
side.
The correct amount of shims (8, 9 & 10
group 280183) should be in place to bring the
ends of teeth on bevel pinion even with those
of the bevel gear. These gears should also
have .006" back laSh. Obtain this backlash
by removing shi~B rrom the bearing case on
one side and installing them on the other. In
this way the bearing adjustment will not be
chan~ed.
36
 REAR AXLE HOUSING AND DIFFERENTIAL
(Group 280272)
To remove differential, remove wheel
guards, pla~form, seat and drawbar. Separate
rea.raxle housing from transmission case. Re-
move rear wheels and axles (See group 280273)
Remove four nuts (26) and the differential
bearing cases (20 & 21) with oil troughs (29
~o 30). The assen.bly can now be r-emoved from
the housing.
The ring gear (7), differentlal centers
(8 & 9), and key (10) are not furnl shed or
serviced separately as these parts cannot bfl
asse~bled with necessary exactness except at
the factory where the proper tools and flx-
tures are available.
The four bevel pinions (17) are car-r i ed
on spider (12) with a differential bevel gear
(16) on each side. ThruBt washers (19) fit
over hubs of gears (16). and should be re-
REf>..B~E
(Group 28073)
The rear axle (1) is splined .on the
inner end and fits into the differential side
gear. It is carried on the outer end by
taper roller bearing (lb) held in posltion by
bearing case (2) and cover (7). Collar (8)
fits snugly over shaft and against bearing.
Cork ring (6) fits over collar (8) in a re-
cess in case cover (7) end is held in place
by large washer (9). Between bearing case
(2) and ~over (7) are shims (4 & 5) to allow
for bearlng adjustment. T~ tighten bearing
remove necessary shims. This allowr bearing
The entire dHferential assembly is held
together by eight special alloy bolts (13)
that pass through the case ends and differ-
ential center. The nuts on these bolts must
be tightened securely and locked with cotter
pins. .
Taper roller bearings t28) dre installe~
on the case ends and carry the dlfferential
assembly. The lert hand bearing Is station-
ary. Adjustment is obtained ~v screwing ad-
juster (24) in or out. Nuts holding bearing
cases must not be drawn too tight while mak-
ing bearing adjustment. Tighten bearings to
a free rolling flt. Tighten bearlng case
nuts, and install lock screw (22). After
tightenIng, recheck the bearing adjustment.
placed when worn to any great exten t to In-
sure correct gear contact between gear-s (16)
and pinions (17). Bushings (18) are install-
ed In differentIal case ends (11) and acts as
bearings for gears (16). These bushings are
reamed to fit before lnstallat1on.
case cover (7) to force outside cup in and
consequently removes play. This bearing
should b8 adjusted to free rolling. no end
play and no binding.
To remove the assembly, remove rear
wheel which is held on by nut (13) and fits
over the spl1nes on axle shaft. After wheel
is removed, r-emove capscrews (11) and entire
assembly can be removed from hous 1ng.
When replacing cork ring (6) thoroughly
saturate it with 011 and be sure collar (8)
is smooth, tree of rust or burrti, to prevent
damage to the r1ng.
37
 BELT PULLEY
(Group 280277)
The belt pulley assembly is attached to
the right hand side of the transmission case
with the bevel pinion (28) in mesh wi th the
bevel gear in transmission which is a part of
the first reduction gear.
The pinion and shaft (28) Is carried on
ball bearings (6~ & 63). Snap ring (30)
holds bearing (62) in position on shaft. Gear
(29) is splined and works over splines on
shaft. Snap ring (40) holds bearing (63) in
position. These parts are assembled and then
entered in the pulley bracket from the pinion
side and held by bearing retainers (37). Be-
tween bearing cover (41) and pulley bracket
are Shims (33) and cork ring (32).
A gasket is placed between pulley
bracket and transmission case when ins,talling.
The pinion and gear should mesh with .005"
back lash. To adjust the back lash add or
remove shims (33) as necessary. Removing
shims gives less back lash.
Idler bearing (35) is carried on roller
bearing (36) over pin (34).
To remove idler gear, remove bearing
cover (41), pinion shaft (28) assembly, and
drive out pin (34). Gear and bearing can
then be removed from lower opening.
Pulley shaft and pinion (3) IS carried
on taper roller bearings (60 & 61) and are
adjusted by the addition or removal of shims
(18 & 19) located between outer bearing cover
(14) and pulley bracket. The inner bearing
opening Is covered by expans10n plug (24).
Cork seals (21) are held 1n a recess in
outer bearing cover (14) by retainer (20)
which is held in place by 3 screws (25).
These parts can be replaced by removing outer
bearing cover (14).
An 011 repeller (42) and a washer (43)
is placed between outer bearing cover (14)
and bearing (61) with the washer (43) next to
the bearing.
Pulley (1) is held on tapered end of
shaft (3) by key (2) and nut (4).
The sliding gear (29) is shifted by
shifter lever (46) through shifter arm (47)
and shifter pln (51) which engages in groove
in gear. The gear is held either in or out
of engagement by spring (58) holding ball
(59) against detent in shlfter arm (47).
To repair any part of shifting mechanism
remove 4 capscrews (55) and remove a as ertb Ly
from pulley bracket. By removing nut (48)
lever (46) and key (50) arm and shaft (47)
can be removed which will release spring (58)
and ball (59).
When reassembling shifting mechanism be
sure cork seal (53) is in good condition and
do not draw nut (48) tIght enough to prevent
easy movement of shifting lever.
When removing or installing belt pulley
assembly raise front end of tractor about 18
inches to allow grease to flow to rear of
transmission case •.
The entire belt pulley assembly is lub-
ricated from the transmission case supply ex-
cept the outer bearing (61) on pulley sbaft.
Lubricate this bearing daily through fitting
(17) with three or four strokes of the grease
gun when pulley Is in use.
39
 POWER TAKE OFF
(Group 280431)
The Power take off is attached to the
rear axle housing by six caps crews (28).
Spllned coupllng (2) Is pinned to front end
of drive shaft (1) by pin (3). Splined jaw
coupling (5) fits over splines on rear end of
drive shaft (1). The rear end of drive shaft
(1) is counter bored and bushing (4) inserted
to make pilot bearing for front end of power
take off shaft (6). Sliding jaw coupling
(9) is splined and works over spllnes on
front end of shaft (6). Shaft (6) is carried
on taper roller bearings (7). Bearing cups
(8).are pressed into bracket (26). Shims
(22) are placed between end cover (20) and
bracket (26) for adjustment of bearings. Two
cork seals (23) are inserted in a recess in
end cover (20) and held in place by cork re-
tainer (24). Cap (30) is installed over end
of shaft (6) for protection when power take
off is not in use. The guard (35) is in-
stalled in place of cap (30) when power take
off is in use.
The movement of sliding jaw coupling is
controlled by shlfter fork (10) which is
pinned to shaft (12). The lug on shifter
(15) engages in a groove in shaft (12) and is
clamped to end of shifter lever (17) by cap-
screw (16). The sliding jaw coupling is held
either in or out or engagement, by spring
(14) and ball (13) engaging in grooves in
shart (12).
- - ---- - --==--
To install power take off assembly, have
rear end of tractor about 15" higher than
front end to allow transmission lubricant to
flow to front end of case. Remove opening
cover (3 group 280272) tram rear end of rear
axle housing. Install coupling (2) on shaft
(1) and insert shaft through rear opening,
sliding the coupling (2) over the rear end of
transmission spline shaft. Place jaw coupl-
ing (5) in place on rear of shaft (1) and
then attach the power take off assembly to
rear axle housing with gasket (27) in place
and front end of shaft (6) in the bushing in
rear end of shart (1). Use the 1/2" x 1-1/2"
capscrews furnished with assembly for attach-
ing.
To disassemble for repair, remove power
take off from tractor. Remove cover (31),
loosen capscrew (16) and remove lever (17)
and shifter (15). Remove pipe Plug (29) with
spring (14) and ball- (13). Slide jaw coupl-
ing (9) from end of shaft wi th sh1fter fork
(10) and shaft (12). Remove end cover (20)
and shims (22). With babbit hammer or Simi-
lar tool, drive the shaft (6) to the rear.
This wll1 remove rear bearing cup (8). It
necessary the bearIngs can then be driven
from that shaft.
When reassembling use only enough shims
(22) to remove end play from shaft but do not
remove enough to cause bearings to bind. Be
sure all cork seals are in good condition.
40
-----=---- -
 MODEL "UC" TRACTOR INDEX

SUBJECT SEC. PAGE PAGE PAGE PAGE PAGE

AIR CLEANER U 1 4 26
BELT PULLEY UC 1 6 17
Lubrication UC 17
BREA THER ENGINE U 1 4 14
BREATHER TRANSMISSION UC 3
CAMSHAFT U 1 10
CAMSHAFT BEARINGS U 1 10
CARBURETOR U 1 22 23
CARE & OPERATION UC 2 3 4 5 6
CLEANING RADIATOR U 6 27
CLUTCH
Adjustment U 2 6 30
Lubrication U 3 31
Removal U 30
Repair U 31
COMPRESSION U 13
CONNECTING RODS U 1 5 12
COOLING SYSTEM U 1 6 27
CRANKSHAFT U 1 11
Oil Seals U 11
Main Bearings U 1 5 9
CYLINDER HEAD U 14
CYLINDER LINERS U 9
DIAGNOSIS, HINTS FOR GENERAL, 32
DIFFERENTIAL UC 1 3 11
DRAINING COOLING SYSTEM U 6 9 27
ENGINE BLOCK U 9
FAN BELT U 1 6 7
FITTING PISTON PINS U 1 12
FINAL DRIVES UC 1 13
FLYWHEEL U 11
FRONT SUPPORT UC 1 3 9
FRONT WHEEL UC 1 3 5 9
FUEL U 1 4 21 22
GEAR SHIFT UC 2 7
GOVERNOR
Adjustment U 5 17
Construction U It
Removal U 17
Type U 1 5 17
LINERS, CYLINDER U 9
MAGNETO RV4 U 2 18
MAGNETO FM GENERAL, 14
MANIFOLDS U 4 21 22
OIL FILTER U 4 25
OIL LINES U 25
OIL PRESSURE U 1 3 9 25
OIL PUMP U 20
OIL RELIEF VAL VE U 1 9 25
PISTON U 1 13
PISTON PIN U 1 12 13
PIS TON RINGS U 1 13
POWER LIFT UC 15
POWER TAKE-OFF U 2 40
PUSH ROD ADJUSTMENT U 1 5 15
RADIATOR U 1 6 27
REAR AXLE SHAFT UC 13
SPARK PLUGS U 2
 MODEL "uc" TRACTOR INDEX (Cont td]

SUBJECT SEC. PAGE PAGE PAGE PAGE PAGE

SPECIFICA TIONS UC 1
STARTING ENGINE UC 2
STARTING TRACTOR UC 2
STUB AXLE UC 13
TEMPERATURE, OPERATING UC 3
TIMING, IGNITION U 2 11 18
TIMING, VAL VES U 1 10 11
TRANSMISSION
Bevel Pinion UC 10
Inte r rned iate Shaft UC 11
Lubrication UC 1 2
Reverse Shaft U 2 33
Spline Shaft U 2 34
VALVES
Adjustment U 1 5 15
Guides U 1 14
Grinding U 5 15
Inserts U 5 15
Lubrication U 14
Springs U 1 15
U .1 3 7
WATER PUMP

-.
 "UC" SPECIFICATIONS
For Motor Specifications, see Section IV, Page 2

CHASIS

BRAKES POWER TAKE-OFF

Two lever hand brakes Clutch type
Adjustable - yes Size - 1-3/8" - 6B spl1ne
R.P.M. - 530
CWTCH Bearings - taper roller
Adjustment - shims under rear cover
Dry disc - spring loaded Location - rear of tractor 3-3/4"
Size - 12" to right of center line
Adjustment - throwout levers Height from ground - 31-7/3211
Lever clearance - 1/4" Distance to drawbar - 17-7/3211
Spring pressure - 190 to 200 lbs.
when compressed to 1-13/16" in length PULLEY
DIFFERENTIAL Clutch type
Bearings - clutch shaft - taper roller
Bearings - Timken roller Adjustment - Shims under outside cover
Adjustment - both bearings Pinion and Shaft - ball bearing
Lubrication - combined with Pulley size - dia. 1011 - face 7-1/211
transmission Pulley R.P.M.
250-300 low idle 275-330
DRAWBAR 1095 full load 1200
1230-1280 high idle 1350-1400
SWinging type Belt ft. per minute - 2870
Height from ground -
13-1/2" on steel REAR AXLES
14-1/2" on rubber
Roller bearings
Hitch pin hole size - 1-1/16"
D1stance behind power take-off shaft - 6" STEERING AND FRONT SUPPORT
FINAL DRIVES Worm and gear type
Lubrication - SAE 160 - 2 qts.
Bearings - taper roller
Lubrication capacity - 2 qts. ea. TRANSMISS ION
Summer - SAE 160
Winter - SAE 90 Clutch shaft bearings - ball
Spline shaft bearings - taper roller
FRONT WHEELS adjusted by nut on front & rear
Reverse shaft bearing - bushing
Taper roller bearings ream to 1.62511
Adjustment - Nut on end of spindle Speeds - first - 2-1/2 M.P.H.
Wheel size - Steel 24" x 5" second - 3-1/3 M.P.H.
Rubber 6.00" x 16" third - 4-3/4 M.P.H.
fourth - 11 M.P.H.*
uLocked unless on air tires
reverse - 3 M.P.H.
Lubrication capacity - 12 gallons
Summer - SAE 160
Winter - SAE 90

1
 CAREANDOPERATION
OF MODEL
WHENTRACTOR
IS DELIVERED
Before starting a n5Vtractor, inspect
it thoroughly and see that no parts have been
removed from it, or any adjustments tamper-
ed with since the tractor left the factory.
BEFORESTARTING
THEENGINE
Inspect oil level in engine oil sump.
For correct level and viscosity see heading,
"Engine", under "Lubrication."
Inspect oil in air cleaner cup. Re-
fer to air cleaner instructions.
Fill cooling system with clean water.
Check all points of lubrication and
grease those equipped with grease gun fi t-
tings.
If gasoline is being used for fuel,
fill the large tank with it. If low grade
fuel, such as distillate or tractor fuel is
to be used, fill the large tank with the low-
grade fuel and the small tank with gasoline.
STARTING
THEENGINE
Place the gear shift lever in neutral
position. If gasoline is to be use d , open
valve under large tank. If low-grade fuel
is to be used, be sure the valve under large
tank is closed and open the valve under the
small tank. Open throttle one-third way.
Turn ignition switch to the "ON" position.
Pull the choke rod forward and crank engine
over two compression strokes by lifting the
crank. Release the choke rod. Engine should
now start readily when cranked. However, if
the weather is cool, more choking may be ne-
cessary. CAUTION: Do not spin motor. To
do so may disengage the au tomatic impulse
coupling and allow motor to kick.
When the engine is started, see that
the oil gauge is registering pressure. Do
not operate the engine unless oil gauge reM
gisters.
NOTE: After the first few hours of
operation, tighten all nuts, bolts and cap-
screws that hold together parts having as-
bestos-lined copper gaskets between them.
I'h i s applies especially to cylinder head stud
nuts. When cylinder head stud nuts are tight-
ened, the cylinder head gasket is compressed
and causes the valve clearance to be taken
up. After the cylinder head stud nuts are
tightened, be sure to adjust the valve clear-
ance.
STARTING
THETRACTOR
With the engine running, pre ss down
on the clutch pedal. Allowafew seconds for
the gears to stop then move.g?ar shif~ le!-
er to the desired speed posltlon, whlch lS
cast in the gear shift, lever guide. If the
IIUCIITRACTOR
lever will not move into this posi tion easily,
allow the clutch pedal to come up slowly until
you feel the gears move int~ position. Press
down on clutch pedal again and movegear shift
lever as far as it will go. Release the clutch
pedal slowly to avoid a sudden jerk in start-
ing but have throttle far enough open to avoid
stalling the motor.
LUERICATION
ENGINE. Maintain oil level in oil sump
to the full mark on oil gauge rod.
Use only pure mineral oils of the fol-
lowing S.A.E. viscosity numbers:
Summer - No. 40
Winter - No. 30
For extremely cold temperatures, amin-
eral oil that will flow freely at prevailing
temperatures should be used.
If gasoline or other fuels of similar
quali ties are being used, drain oil sump and
refill with fresh oil of the proper quality and
viscosity after each 60 hours of operation.
If low grade fuel such as distillatecr
tractor fuel is being used, drain the oil down
to the drain cock, located an side of oil sump,
after each 10 hours of operation, and refill
to the full mark on gauge rod with fresh oil.
After each 30 hours of operation, drain oil
sump completely and refill with fresh oil.
Use only oil of high quality of the pro-
per viscosity. The best assurance of securing
such oil is to purchase the better grade manu -
factured by a dependable oil company who has
established a reputation for quality products
and whose success depends upon maintaining such
quality.
Look at the oil pressurs gauge at reg-
ular intervals to make sure oil is being cir-
culated by the oil pump. The gauge should
register. from 5 to 15 pounds when engine is
running at normal governed speed and is heated
to running temperature.
The governor, timing gears, clutch pi-
lot bearing and rocker arm assembly are lubri-
ea ted from the oil sump supply and ne ed no
outside attention.
WATER PUMPANDFAN. Fill oil reservoir,
located on top of water pump body daily with
a light motor oil. The reservoir holds approx-
imately one-fourth pint. Also lubricate through
grease gun fitting on side of water pump body
with two or three strokes of the grease gun for
each 30 hours of operation.
CLUTCH.Lubricate throwout bearing each
30 hours of operation with two or three strokes
of the grease gun. The grease fitting is ac-
cessi ble through an opening in left side of
clutch housing. Do not over lubricate this
2
point as the excess grease may work into the
clutch plate and cause clutch to slip or be-
come sluggish in action.
The clutch fork shaft bearings are al-
so equipped with grease gun fittings and shnild
be lubricated daily.
Lubricate clutch pedal bearing daily
through fitting on front of pedal.
TRANSMISSION ANDDIFFERENTIAL.These
two units are lubricated from the oil supply
carried in the transmission case and filled
through the opening covered by the brea ther
cap located on the transmission case cover.
Keep filled to the level of the top pipe plug
located on the left hand side of transmission
case. The capacity is approximately 12 gal-
lons and only oils of the proper body to meet
prevailing temperatures should ever be used.
For Summeruse S.A.E. 160
For Winter use S.A.E. 90
When operating in extremely cold wea-
ther, light motor oil should be added to the
transmission oil supply to thin the heavy oil
and insure proper circulation and lubrication.
NOTE: Keep transmission case breather
cap clean by washing in gasoline and satura-
ting with lubricating oil before replacin~.
FRO'T~nEELSANDSTEERING GEAR. Lub-
rica te front wheels daily with grease gin until
grease is forced out at inner ends of hubs.
Lubrica te steering spindle shaft thrOl.l?P
two pressure gun fittings, located onfront of
support, daily with three or four strokes of
grease gun.
Lubricate universal join t daily with
two or three strokes of grease gun.
The front support which houses the
steering gears should be filled with trans-
mission oil to a point where theworm gear is
about 1/3 submerged. This is made accessible
by removing pipe plug from top of support.
REARWHEELS.Lubricate daily with three
or four strokes of grease gun through fittings
in hubcaps.
FINALDRIVEGEARS.The drive gear ca-
ses have a capacity of two quarts and should
be filled to the level of the filler plug with
a heavy duty transmission oil. Add a small
amount of motor oil in extremely low tempera-
tures.
POWER LIFT. Lubricate daily with two
or' three strokes of the grease gun through
fi tting in cam.
FUEL
Engines of model IIUCIl tractors are
built in two combinations of compressions,
carburetors and manifolds. Each combination
is designed to efficiently burn a particular
class of fuel. For best results, the class
of fuel for which the engine was designed must
be used.
For engines equipped tooperate strict-
on gas~line. (These engines are designated
by the letter IIG", folloviing the engine num-
ber. Example: UMA6081G) Use gasoline,
having Octane rating of not less than 70.
For engines equipped with low grade
fuel attachments. (These engines are desig-
nated by the letter ilK" following the engine
number. Example: UMA6018K) Any fuel having
following specifications: Gravity - 38 to 44
End Point - 5250 or less Octane rating - 30
or more.
Engine numbers are located on the right
hand side of engine block, below crankcase
filler elbow.
When burning low grade fuels certain
precautions are necessary to prevent excessive
dilution of the lubricating oil.
Always select a fuel to meet the speci-
fications outlined in a preceeding paragraph.
Cover radiator to let engine warmup thoroughly
on gasoline. Never turn on the lowgrade fuel
until the temperature of the cooling system
is near the boiling point, and when operating
in cold weather, keep sufficient cover on the
radiator front to ma-intain this temperature.
Always turn off the low grade fuel and
switch to gasoline before engine is stopped
so that carburetor will contain gasoline when
engine is againe started.
When tractor leaves the fac tory, un-
less ordered otherwise, the manifold heat
control cover is installed wi th the letter
II
"K on top, which is the correct position for
burning low grade fuel. If gasoline is to be
used this cover should be installed with the
letter "GII on top.
FUELFILTER
A fuel filter is located just be Low
the fuel tank and should be cleaned at regular
intervals. Remove the glass bowl and screen,
and wash out any s ediment or wat er that may
have accumulated.
AIR CLEANER
Instructions as to care of the air clea-
ner are given on the air cleaner body. Fol-
low these instructions carefully. Be sure
the oil cup is filled to the level of the bead
stamped on the side of the cup. Used crank
case oil is satisfactory if thin and clean.
The use of heavy oil in the cup will result
in a restriction of air to the carburetor re-
sulting in an over rich mixture and excessive
dilution of the lubricating oil. Inspect af-
ter each 10 hours of operation, and if the
oil is heavy with dirt, or if the cup contains
a layer of sediment, drain ani r effl.I with fresh
oil.
3
 Inspect the hose connection on air in-
let frequently and keep it tight and in good
condition.
BREATHER
The crankcase breather cap, Loca-ted on
top of the cylinder head cover, should be in-
spected daily. It must not be allowed to be-
come clogged with dirt as pressure will be
created in crankcase, causing oil leaks at
main bearings, magneto shaft and other points.
Wash breather cap in gasoline, dip in lubri-
eating oil and replace after throwing off ex-
cess oil.
OIL FILTER
The oil filter is a highly efficient
unit for the purpose of filtering abrasive
particles from the engine crankcase oil sup-
ply. This naturally adds life to the many
moving parts that are dependent upon this sup-
ply for lubrication.
The filtering element consists of a
metal can packed with a special long thread
filtering yarn. The oil is forced through a
tybe to the top of the oil filter elementand
is filtered as it passes down through the fil-
tering yarn.
When gasoline is being used for fuel
it is necessary to replace the filtering ele-
ment and its container, after each 200 to 400
hours of operation, but if low grade fuel is
being used, it is necessary to replace this
element after each 100 to 200 hours of op~-
tion.
The replacement container is supplied,
packed with the necessary quantity ffifilter-
ing yarn and has a wood stick in the center to
keep the hole in filtering yarn open so that
the oil tube which extends up in the element
can enter freely. This wood stick should be
removed with a twisting motion before attempt-
ing to install the element.
A new element can be pur chased fr om
any Allis-Chalmers dealer for a few cents.
It is very important to replace the
above element as directed as this unit will
aid in keeping the crankcase oil clean and add
many hours of carefree service w the life of
the motor.
CAUTION:Do not attempt to remove and
wash the filtering yarn or use any material
in container except that as furnished as regu-
lar equipment.
Install only new container, packed, as
is supplied by the Allis-Chalmers Mfg. Co.
for the protection of the motor.
OIL PUMP
The oil pump requires very little at-
tention. It is of the geared type driven by
a gear which meshes with the crankshaft timing
gear. It is considered good practice to
clean the oil pump screen each season. This
can be done by removing the oil sump bottom
cover.
GOVERNOR
The governor is of the variable speed
fly weight type, mounted on the magneto shaft
and is completely sealed from dust and dirt.
To adjust engine governed speed, re-
move cylinder block side cover, located on
right hand side of engine block, loosen lock
nut and turn adjusting nut on governor rod
to right to increase and left to decrease
speed. The normal governed full load engine
speed is 1200 R.P.M.
MAINBEARING
ADJUSTMEN:T
The main bearings are of the bronze
back type, and due to the large size of the
bearings and to the type of lubrication used,
they seldom need adjusting. However, shims
are provided so that adjustment can be made
if it becomes necessary.
Never adjust a bearing too tight. They
must have .002 inch diametrical clearance.
The maximumend play for crankshaft is 1/32
inch. When adjusting the bearings, always
remove the same number of shims from each
side. Always replace the bearing cap in its
original position so that crank shaft will
not be forced out of alignment.
CONNECTING
RODADJUSTMENT
Shims are provided in the connecting
rods for ~earing adjustment. The connecting
rod bearings should have not less than .002
inch diametrical clearance. End play should
not exceed .010 inch.
When adjusting rod bearings, remove
the same number of shims from each si d e and
replace the cap on its original rod and in
its original position.
When coupLi.ng up the rods, be sure the
nuts are drawn tight and are locked with the
proper size cotter keys.
CYLINDER
LINERS, PISTONSANDRINGS
The engine has renewable cylinder lin-
ers which makes reboring unnecessary.
. Oversize pistons and rings are not
suppl.i.ed , If wear on the cylinder liners is
sufficient to require oversize pi s tons and
r~ngs, a ~ew motor. assembly, consisting of
Li.ner-s , p.is t cns , r-mg s , etc. should be in-
stalled.
The old liners can be readily removed
from the top of the engine block by the Use
of a suitable puller.
When installing newliners, they should
be forced straight down in the bore of the
4
block to prevent possible damage wthe rubber Do not run engine Viithout water or some
packing rings. cooling solution in radiator.

Always use new packing rings when in- Never pour cold water in a hot motor
stalling liners, asthe danger of a water leak when the water is low.
at this point is too great to risk their use
the second time. There are two points to drain on the
cooling system. One is the drain cock under
VALVECLEARANCE ANDVALVES the radiator and the other is the drain cock
at the rear, right hand side of engine block.
Correct cLear-anc e between the valve stems Drain both places. Make sure that all water
and cocker arms should be maintained at all drains out before you leave the tractor. Do
time's. not take chances on opening drains and leaving
before you are sure all water has drained wt.
To adjust clearance, turn engine with
crank until valve closes and push rod is at its CLUTCH
lowest position. Loosen valve adjusting screw
lock nut and turn screw until the re is .010" The clutch is of the spring loaded sin-
clearance between inlet valve stems and rocker gle plate dry disc type. The release engage-
arms and .012 inch clearance for exhaust valves ment is by movement of the clutch shifter and
with engine at normal operating temperature. the throwout bearing contacting the 3 release
Use a thickness gauge for making this measure- levers.
ment. Tighten lock nut and recheck.
Each release lever has an ad j us t ing
Lack of compression because of leaky screw which is for the purpose of regulating
valves may be caused by either insufficient the lever contact with the throwout bearing.
clearance between rocker arms and valve stems, As the clutch facings wear, the release lev-
by the collection of carbon at the valve seats ers move nearer to the throwout bearing and
or by carbon or a gummysubstance onthe valve the only clutch adjustment necessary is to
stems preventing the closing of the valves. provide clearance at this point.
If, when cranking the motor over, there To adjust: Turn adjusting screws to
is a lack of resistance on one or more cylinders a1low a clearance of 1/4 inch between the ems
at the compression stroke, the pistons and rings of each of the three levers and the throwout
being in good condition and there is sufficient bearing.
clearance between the l' 0 cker arms and va 1ve
stems, it indicates that the valves need re- FANBELTADJUSTMENT
grinding.
Loosen the three nuts on fan belt pul-
Because of the hardened steel exhaust ley and turn the front section to the left.
valve seat inserts in the exhaust valve po s i-
tions, it is recommended that the valves be Do not tighten fan belt more or oftener
refaced on a machine made for this purpose and than necessary to prevent slippage.
the seats be reground with a high speed valve
seat grinder. FRONTWHEEL BEARING ADJUSTMENT

As a final operation, the valves and
seats may be polished by lapping them in with
a small amount of valve grinding compound. In
this manner a perfect seat can be obtained which
will give many hours of satisfactory service.
The front wheels are mounted on taper
roller bearings. At frequent intervals remove
the weight from the wheels and examine for
side play. If side play exists it will be
necessary to adjust the bearings.

RADIATOR
ANDCOOLING
SYSTEM To adjust the bearings, remove the hub
cap and tighten the nut on end of the spindle
Only rain or soft water shOuld be used until a1l play is removed but with no binding.
in the radiator if available. Hard or alkaline The inside of the wheel hub is provided with
water will form a scale which will impair ra- a felt washer to protect the bearings from
diation if allowed to build up in the cooling dirt and to retain the grease in the hub. This
system. The use of washing soda will help to felt washer should be replaced each season.
dissolve this scale; and where only hard or
alkaline water is available, the washing soda REARWHEELS
should be used at regular intervals and before
the accumulation of scale becomes heavy enough The rear wheel hubs with ring gears
to scale off and stop up the radiator passages. are mounted on taper roller bea r i ngs which
are adjusted by tightening the large castelled
In cold weather an anti-freeze solution nut on end of rear axle and is madeaccessible
can pe used in the radiator. However, alcohol by removing rear hub cap.
cannot be used when burning lowgrade fuel, be-
cause of its low boiling point. If low grade Keep the end play out of these bearings
fuel is being used, Prestone or some similar but do not tighten enough to cause binding.
cooling solution should be used.

5
 BRAKES Example: 10 inch diameter x 1095 -
10950 ~ 1000 R.P.M. of the driven unit - 10.9.
Hand operated brakes, to aid in turning, In this case use an 11 inch pulley as it is
act on pulleys installed on final drive axles. the nearest regular size.

To adjust, remove cover from top of We cannot over emphasize the importance
brake housing and tighten ad just in g nut on of having the proper size pulley onthe driven
end of brake band to allow for about six inches unit. Much power is lost and an unnecessary
of travel at upper end of hand lever before load put on the motor unless the proper pul-
the band contacts brake pulley. leys are used. The pulley furnished with the
tractor is the correct size.
BELTPULLEY
GENERAL
The belt pulley assembly is attached
to the right hand side of the transm i ssion All tractors are thoroughly tested be-
case. A ten inch pulley is provid~d running fore leaving the factory. Nevertheless they
1095 R.P.M. at normal engine speed. The motor require some attention on the part of the own-
should always be run at normal speed where ers. The amount of attention required is neg-
constant power is needed and heavy belt load ligible but IMPORTANT.
is encountered.
In the foregoing instructions an effort
To figure the speed of driven units, has been made to cover the points ne cessary
and determine the size of the necessary pul- to help you in the care and operation of your
ley, multi ply the diameter of the dr.iving or tractor in an understandable manner.
engine pulley by its revolutions per minute,
and divide by the R.P.M. of the driven unit. For further adzi ce or information, see
your local Allis-Chalmers dealer.

6
 GEARSHIFT
(Group 280675)
The gear shift hand lever (1) is in-
stalled in the transmission case cover, and
held in position by gear shift so cket (4),
capscrews (6) and spring (10).
Gear shifter fork shafts(22) are held
stationary in transmission case 1:lf setscrews
located in the rear of front transmission
case head. Gear shifter forks(28) and (29)
work on shifter shafts and are held in posi-
tion by retainers (35), springs(34) and oa.lLs
(36) which engages in grooves in shafts.
Fourth speed shifter fork (30) is held
to fourth speed shifter shaft (23) by set-
screw (31). Whenshifting in to or ou t of
fourth gear, both fork and shaft moveand the
ball retainer which is held in transmission
head engages with a groove in shaft to hold
it in correct position.
To remove shifter shafts or forks, re-
fer to section IV, Group 280182.
On steel wheel tractors, fourth gear
is locked out, and it should not be unlocked
unless rubber tires are installed.
To unlock fourth speed gear, remove
transmission ·case cover. Loosen lock nut and
back out setscrew (31) about one-fourth inch,
then turn shaft (23)one-half turn and tighten
setscrew (31). Reset the setscrew being sure
it enters hole in shaft.
7
 I I

I1

.: I

5 \
l _

co
 FRONT
SUPPORT .ANDSPINDLE
(Group 280665)
The front support (1) with spindle
sleeve (7) forms the housing fo r steering
mechanism and also supports the front end of
tractor.
Steering spindle shaft (16) has spJJnes
and threads at each end. Caster block (24)
is held to the lower end by nut and washer
(20 and 18) and clamp bolt (26). Cork ring
(22) is installed in the spindle sleeve above
the caster 1JloCkto prevent dirt entering and
grease Leaktng from taper roller bearing(23)
which carries the weight of front end of
tractor.
Stop pin (17) is a drive fit ID spin-
dle shaft (16). Its purpose is to strike
against set screws (13) that extend from the
outside through spindle sleeve and pre vent
the front wheels from turning too far in ei-
ther direction.
Spindle gear (41) is held on splines
at top end of spindle shaft by washer and
nut (18 and 20). Cork ring(22) is installed
in spindle sleeve below gear(41) to prevent
the escape of grease from the front support.
Bushing (8) in top of spindle sleeve forms
the bearing for top end of s p Ino.Le shaft.
Grease connections are installed at top and,
bottom of spindle sleeve (7) for lubrication
of bearings.
To adjust bearing(23) onspindle shaft
(16), loosen clamp bolt(26) in caster block
and tighten or loosen capscrew in bottom of
shaft, as the need may be, to provide for
free rolling of shaft with no binding. If
the adjustment is too tight it will tend to
make hard steering am if too loose the bear-
ing will be damaged.
For replacement of shaft (16), bear-
ings or 0 il seals, block up fron t end of tree-
tor, remove capscrews (10), sleeve (7), nut
(20), washer (18), and gear (41). The shaft
can then be removed from sleeve (7) and the
various parts made accessible. Caster block
(24) can be removed by loosening clamp bolt
926) and removing capscrew from bo ttom of
spindle shaft.
Wormgear (40) on snar t (43) is an
idler gear between steering worm (48) and
spindle gear (41). To replace, remove spin-
dle sleeve (7) and drive out pin (43). If
excessive wear should occur onwormgear(40),
remove spindle sleeve assembly(7), turn gear
one fourth turn and reassemble. This will
provide for a different point of contact be-
tween wormand gear.
The steering worm (48) lli attached to
shaft (44) by pin (49) and the ass e mbly is
carried on taper roller bearings (42). The
assembly is installed from the rear of front
support and held in position by bearing brac-
ket (37). Shims are placed between the bear-
ing bracket and supp ort to provide for
bearing adjustment. The bearings should be
adjusted to provide free rolling for the shaft
without end play. Twocork rings (51) are
fi tted into bearing bracket and held in place
by retainer (50) to prevent grease leakage.
For lubrication of steering worm and
gears, f ill front support with SAE160 trans-
mission oil until steering worm (48) is one-
third submerged.
Front spindles (28) are fi tted in to
spindle block ,(24) and held in position by
capscrews (25). In event of being damaged,
old spindles can be removed and new ones in-
stalled.
Retaining washer (36), feltwasher(34),
retainer washer (35), ani bearing assembly(32)
are installed on spindle next to caster block
with castle nut (29), spindle washer (31),
and bearing assembly on the outer end. When
necessary to change the cone and roller assem-
blies of the bearings, change the cups also.
Otherwise the new cone and roller will wear
rapidly. The old cups can be easily driven
out by entering a punch from opposite end of
hub and driving against the back of cup. Use
a piece of brass, when driving in new cups,
to prevent damage.
The proper care and lubrication of front
wheels cannot be over emphaSized. For each
60 days of operation new felts should be in-
stalled to prevent the loss of the lubricant
and dirt from entering the bearings. Test
bearings for end play after each twoweeks of
operation, and adjust them by tightening nut
(29) if play has developed. Tighten enough
to remove end play but not enough to bind bear-
Ings , After adjusting be sure to install cot-
ter pin in end of spindle to prevent nut from
backing off. Lubricate the bearings daily
when working under average conditions and
twice daily if in very dusty or sandy condi-
tions with grease gun until grease shows up
at inside of hub.
9
 r=:
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i
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1..--

BEVEL PINION .AND SHAFT

(Group 28(336)
To remove pInIon and shaft, separate pressure of the r-mg gear and prn ron, from
dIfferentIal housIng from the transmlsslon the front by bearIng cover(3). Under bear-
case as explaIned under D1tferentlal Group Ing cover(3) are shIms (13),(14),(15) whIch
280339. The bevel pInion support(6) 15 at- can be removed or added to get the proper
tached between the dIfferentIal housIng and pmron contact on the rIng gear. P1nion shaft
transmIssIon case. Support (6) carrIes ball (1) Is spl1ned In front and Is drIven by
bearing (16) and shaft (1). BearIng (16) Is coupl1ng (2) whIch r i ts on the rear end of
held 1n posl tlon from the rear by the forward the IntermedIate shaft.

10
 DIFFERENTIAL be set to mesh correctly with the drive pinion.
(Group 280339)' There Should be .008" to .012" back lash. ThiS
is also done by the adjusting rings (12). By
ro remove the d i ff er-errt ta.l , separate turning one ring out and the other in the same
rear axle housing from transmission case. Re- amount, the correct mesh may be obtained with-
move rear wheels and axles as explained under out disturbing the bearing adjustment.
Group 280674. Removestud nuts (18) and dif-
ferential bearing cases (13). The assembly If necessary to change the post tion of
can now be removed from the housing. pinion to obtain uniform pinion bearing 0n
ring gear teeth, it can be accomplished bythe
The two differential pinions (11) are removal or .addition of shims (13), (14), (15),
carried on spider (6) with adifferential be- Group 280336.
vel gear on either side.
INTERMEDIATE SHAFT
The entire differential assembly is (Group 280676)
held together by eight bolts that pass tnrougn
the case ends and differential center. The To remove intermediate shaft (1) and
nuts on these bolts mustbe tiEhtened securely gears, it is necessary to remove the spl1ne
and locked with cotter pins. shaft as explained 1n Group 280182, section 4.
To remove intermediate shaft fromt.ransmieai on
Taper roller bearings (20) are installed case refer to Group 280183, section 4. 1he
on the case ends and carry the dif fe rential necessary 1nformation will all be found under
assembly. These bearings mus t be adj usted th1s group except for the bear1ng case (2),
approximately .005" tighter than afree roll- which is s11ghtly different. The bearing case
ing fit. To adjust the bearings remove ad- has a thrust p1n (5) to hold bearing (7) in
justing ring lock capscrew (14) and turn ad- position. To remove this thrust pin (5) re-
justing rings (12) in to tighten bearings. move capscrews (3) and pull bearing case (2)
(Each bearing has an adjusting ring). After out of transmission case far enough so thrust
the bearings are adjusted the ring gear must pin (5) can be driven out from the top.

11
 N

37

6~
 REAR AXLE AND FINAL DRIVE GEAR ASSEMBLY
(Group 280674)
The rear drive shafts (21) are spl:ined
on the inner end and fit into the differen-
tial side gears. Each axle is carried m the
outer end by a roller bearing assembly(28).
These bearings are held mposition by bear-
ing retainers (29) and (34).
To remove. drive shafts, so differen-
tial assembly can be taken out, block up un-
dernea~h the differential housing, raising
the wet ght of the tractor from the wheels.
Remove nuts (77) and rear wheels. Remove
nuts (10) and pull final dr ive assembly with
drive shafts from the rear axle housIng.
To disassemble axle and final o r ive
assembly, take out bolts (14) and capscrews
(16) and remove gear case cover. Remove fi-
nal drive assembly from differential housmg
as explained above. Remove nut(22) and drive
pinion (26). Capscrews (30) can be removed
through the openings in the brake pu 11 e y
which will loosen the bearing retainer(29):
Drive against the short end of the axle with
a piece of hard wood to remove the axle. Pul-
ley (40) bearing retainer (29) and bearing
(28) come out of hous ing with the axle and
can be pressed off when axle is out. Bearing
retainer (29) carries cork oil seal (33) to
stop grease in final drive from entering into
the brake housing. The above operation must
be followed to change cork seal(33); always
renew cork seal when axle Is removed for any
reason. Note when assembling axle to fInal
drive housing be sure to install bearing re-
tainer (29) and gasket(32) with oil passage
in lower pOSition to drain surplus oil back
into final drive gear case. 011 seal (38)
keeps the grease of the differential housing
from entering the brake housing. To install
thi s seal remove final drive gear as s embly
from differentIal housing as explained above.
When installIng the seal be sure that open
side of oil seal is towards the differential
assembly.
To change the brake band remove cap-
screw (61) and lever (60) from lever shaft
(52) • Remove nut (51) and push brake band
end out of toggle (55). Drive lever shaft
out towards drive wheel. The woodruff key
which holds toggle (55) on lever shaft wIll
drive wIth lever shaft. Brake band can now
be pulled out by pulling on the bolt end of
the band. To assemble reverse above opera-
tion.
The hub and drive ge ar assembly is
mounted on two taper roller bearings(79) and
(80) • These bear-Ings are adjusted by tight-
ening nut (4). Bearings must be adjusted to
have a free rolling fit.
Cork oil seals (69) are installed
around the hub of dri ve gears (19 and 20 )
and. is held in place by retainers (66). To
change seal, remove dr-ive wheel and capscrews
(67) which hold retainer(66) m place. Grease
cork ring thoroughly before installIng.
Reverse threads are cut around hubs (19 and
20) to aid in keeping the grease from leaking
out by the cork ring (69). Be sure not to
install a right hand hub on the left side of
the tractor or vice versa.
13
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14
 HEAVY DUTY POWER LIFT
(Group 280429)
For installation of worm shaftassem-
bly see instructions for Standard Power Lift
(Group 280508)
CONSTRUCTION OF POWER LIFT ASSEMBLY
Pinion shaft (28) is carried in the
bracket (11). Worm gear (32) is installed
on inner end of shaft(28) mU held in place
by key(33), washer (30), and nut (29).
Drive shaft (14) extends through the
transmission case and is supported on right
hand side by bracket (11) and on the lef t
hand side by end cover (20). Power li ft
thrust collar (18) is pinned to shaft (14)
inside of end cover (20). fower lift crank
(23) is fitted over splines on the outside
of end cover (20) and held in place by clamp
bolt (24), which must be taken out before
crank can be removed.
On the right hand end internal gear
and ratchet (26) with bushing(27) is placed
next to bracket (11) and held in that place
by split ring (35). Cam assembly (34) is
fitted over splines on end of shaft and is
held in place by washer (15) and nut (17).
To install: First install worm shaft
assembly as previously explained. Second,
STANDARD POWER LIFT
(Group 280508)
The worm shaft (1) is driven by the
transmission spline shaft through coupling
(6). 'I'herear end of shaft is carried by
worm shaft bearing pin(9) which is supported
by worm shaft end cover(7). 'Norm(4) drives
power lift assembly ffildis held in a posi-
tion on shaft (1) by Woodruff key (2).
To install worm shaft as s embly in
tractor, raise rear right hand side of trac-
tor about 18 inches so transmission grease
will not run out. Remove cover from rear
of rear axle housing and also the one from
right hand side of transmission case just
ahead of rear axle housing. Remove coupling
(6) worm spacer (5) and worm (4) from s~t
(1). Enter shaft through opening in rear
axle housing until the front of it is at the
opening where front cover was removed, then
ins tall key (2), worm (4), spacer (5) , coup-
ling (6), and spring cotter (3) on the shaft,
push shaft assembly aheaduntil coupling(6)
is in position on transmission spline srullt.
Use one or more worm shaft spacers (43) on
end of worm shaft, as required, to give not
more than 1/16" end play on shaft after end
cover (9) is installed.
remove right rear wheel. Have cam ratchet,
gear and drive shaft assembly com plete wi th
the exception of trip pedal, end cover (20),
and lift crank (23). With covers removed from
both sides of transmission case, enter assem-
bly from right hand side, meshing gear (32)
with worm (2) and bolt in position. Install
end cover (20) and lifting crank (23). Be
sure lift crank pin (25) and cam 11ft pin (25)
are in line.
There are two holes marked "A" and "B"
in bracket (11) for ins talling trip pedal.
When using power lift with cultivators, in-
stall trip pedal in front hole, marked "A".
An extension (49) is furnished to be used on
pedal when installed in this position. When
using lister equipment install pedal in hole
at rear of bracket, marked "B".
The power lift assembly is lubricated
from the transmission case supply with the ex-
ception of bushing (27) and outer bearing in
end cover (20) which Should be lubricated daily
with three or four strokes of the grease gun
through fittings (16 and 21).
CONSTRUOTION OF THE POWER LIFT
Shaft (12) is carried on two bushings
in bracket (11). Worm gear (17) is installed
on the inner end of shaft (12), driven by key
(14) and held in place by washer(16) and nut
(15). Oil throvffir(18), ratchet (20) and carn
(22) is attached to the outer end of shaft by
key (14), washer (40) and nut (20). 011 seal
(19) is located in br-acke t Cl l ) and around hub
of ratchet (20).
Bushing (21) is installed in cam (22).
Washer (40) on end of shaft 18 pinned to shaft
with pin (41).
To disassemble power lift,remove nuts,
(15), from both ends of shaft(12) am cam(22).
Remove worm gear (17) and key (12) which will
allow shaft to be removed from bracket. Re-
move oil seal (19) and press ratchet(20) from
shaft (12)
The power lift assembly is lubricated
by the grease in the transmission except the
cam bushing (21) which is lubricated through
a pressure fitting (24). Two or three strokes
of grease gun daily will be sufficient.
15
16
 PULLEY
(group 280430)
The belt pulley assembly is attached
to the right hand side of the transmission
case; the pulley pinion(lO) meshing with the
bevel gear in transmission that lli a part of
the first reduction gear~
When removing or install1ng belt pul-
ley assembly, raise front end of tractor abort
eighteen inches to allow grease to flow to
rear of transmission case.
Pul Iey shaft (15) is carried in the
pulley bracket on two taper roller bearings
(18) and (19). Between these bearings1s
spacer (20) keeping the bearings in position.
Next to bearing (19) is washer (32) and oil
repeller (31). Bearings (18) and (19) are'
adjusted by adding or removing shims (26) and
(27) located between outer bearing cover(23)
and pulley bracket (1).
Cork seals (28) are located in a re-
cess in outer bearing cover(23) and held in
position by retainer (29) that is attached
by three screws (30). These parts can be
replaced by removing outer bearing cover (23).
Pulley (21) is held on taper end of
shaft (15) by key (22), washer(17), and nut
(16) •
To remove bearings (18) and (19) or
shaft (15), remove pulley(21) an::l.outer bear-
ing cover (23). Shaft and bearing can then
be removed from pulley bracket.
Pulley pinion and shaft(lO) lli carried
an one end by ball bearing(ll) which is held
in position by retainer(7) and spl1t ring (12).
The other end is supported by pilot bushing
(13) in end of pulley clutch shaft (15). S:laft
(10) is splined and carries splined sliding
jaw coupling (14), that meshes with jaws on
end of shaft (15) when pulley is engaged.
Movement of sl1ding jaw coupling is ac-
complished by shifter fork(36) which is pinned
to snrr ter fork shaft (33) and engages with
shifter (38). CapscreW (39) clamps shifter
(38) to shifter stem (3). Coupling (14) is
held either in or out of engaged position by
spring (34) and ball (35) that meshes wi th
grooves in ~haft (33).
The contact faces of the clutch jaws on
sliding coupling (14) and shaft(15) are ground
on a five degree bevel to overcome tre tendency
of the two parts sliding out of engagement,
when pulley is being used.
To remove any part of shifting mechanism
remove machine screws(49), cover(47) capscrew
(39), that clamps sh1fter to shifter stem (3),
and sh1fter stem. To remove sh1fter shaft (38)
and fork(36), remove pulley pinion shaft(lO),
pipe plug(4), spring(34), and ball (35) which
will allow the parts to be removed from end
of bracket. An oil seal is inserted in a re-
cess on top of belt pulley bracket and is held
in position by washer(42) and pin (43).
The belt pulley assembly is lubrica~
from the transmission case supply.
When pulley assembly is installed on
tractor, be sure to have from .005" to .006"
back lash in gears. This adjustment is ob-
tained by the addition or removal of shims(5)
and (6) that are located between pulley brac-
ket and tr~~smission case.
17