FORD SHOP MANUALS

5640 – 6640 – 7740

7840 – 8240 – 8340
 SHOP MANUAL
FORD
MODELS 5640-6640-7740-7840-8240-8340
The tractor identification plate is iocated on right side
under the tractor hood. Seriai and model numbers of the
tractor, engine, transmission, rear axie, hydraulic pump
and the hydraulic lift are recorded on this identification
plate, if equipped with front-wheel drive, a simiiar plate is
attached to the rear surface of the front drive axle housing.

INDEX (By Starting Paragraph)

BRAKES ENGINE AND COMPONENTS
Adjustment 226 Cam Followers 45
Brake Discs and Actuating Assembly 230 Camshaft and Bearings. 44
Master Cylinder 229 Connecting Rods and Bearings 52
System Bleeding 228 Connecting Rod and Piston Units 46
CLUTCH, ENGINE Crankshaft and Main Bearings 53
Clutch Assembly, R&R 126 Crankshaft Oil Seals . 54
Clutch Linkage 124 Cylinder Head 32
Clutch Master Cylinder 129 Engine Balancer (5640, 6640, 7740) 56
Clutch Release Bearing 127 Engine, R&R 31
Tractor Split 123 Exhaust Valve Rotators 37
COOLING SYSTEM Flywheel 57
Radiator 87 Oil Pump and Relief Valve 59
Radiator Pressure Cap and Thermostat 86 Oil Sump 58
Water Pump 88 Pistons and Rings 47
DIESEL FUEL SYSTEM Pistons and Cylinders 48
Adjustments 83 Piston Pins 51
Filters and Bleeding 70 Rocker Arms . 33
Fuel Injection Pump 80 Timing Gear Cover 38
Fuel Injectors 72 Timing Gears 39
Fuel Tanks 66 Turbocharger (7740 and 8340) . 61
Injection Pump Drive Gear Valve Clearance 34
Troubleshooting 69 Valve Guides and Springs 36
DIFFERENTIAL, MAIN DRIVE BEVEL Valves, Stem Seals and Seats 35
GEARS, FINAL DRIVE AND REAR AXLES FRONT AXLE (Two Wheel Drive)
Bevel Pinion 222 Axle Center Member, Pivot Pins and Bushings. 4
Differential and Differential Lock 220 Front Support 5
Rear Axle and Final Drive 224 Spindles, Axle Extentions and Bushings 3
Tractor Rear Spht 219 Tie Rod, T3e-0ut and Tread Adjustment 2
DUAL POWER (16 x 4 Transmission) Wheels and Bearings 1
Control Valve 144 FRONT-WHEEL DRIVE
Dual Power Unit 145 Adjustments 6
Lubrication 141 Axle Pivot Bearings 14
Pressure Test 142 Bevel Pinion G^ars 17
Troubleshooting 143 Differential 15
ELECTRICAL SYSTEM Drive Shaft 9
Alternator and Regulator 89 Front Drive Axle. 10
Instrumentation 94 Front Support 20
Starting Motor 93 Steering Knuckle Housing 13
E L E C T R I C A L W I R I N G D I A G R A M S . . . 300 Transfer Gearbox 18
 Wheel Hub and Planetary (5640, 6640, 7740). 11 Troubleshooting 233
Wheel Hub and Planetary (7840, 8240, 8340). 12 REDUCTION GEARBOX 148
HYDRAULIC LIFT (Electronic Draft Control) REMOTE CONTROL VALVES
Electronic Draft Control Valve 280 Adjustments 296
Hydraulic Lift Cover 278 Remote Control Valve 298
Operation 270 Remote Valve Couplers 299
Troubleshooting 271 TRANSMISSION ( 8 x 2 Constant Mesh)
HYDRAULIC LIFT (Top Link Sensing) Lubrication 131
External Linkage Adjustment 291 Overhaul 133
Hydraulic Lift Cover and Cylinder 285 Remove and Reinstall 132
Internal Linkage Adjustment 288 TRANSMISSION (16 x 16 Powershift Built
Lift Assist Cylinder 294 Prior To September 1993)
Operation 281 Clutch Calibration 178
Priority Valve Pack 283 Electrical Component Description 177
Troubleshooting 282 Gearshift Cover 193
Unloading Valve 284 Gearshift Linkage 192
HYDRAULIC SYSTEM Pressure Testing 184
Hydraulic Fluid and Filters 240 Transmission Control Valve . 190
HYDRAULIC SYSTEM (Closed Center Transmission Overhaul 194
Load Sensing) Troubleshooting Electronic Control System. . 188
Operation 241 Troubleshooting Transmission System 189
Pressure Testing 243 TRANSMISSION (16 x 16 'Quad Mod' Power-
Pump Overhaul 254 shift Built September 1993 And After)
Troubleshooting 242 Clutch Fill Time Calibration 206
HYDRAULIC SYSTEM (Open Center) Clutch Spring Pressure Calibration 204
Engine Mounted Auxiliary Gear Pump 269 Gear Shift Control Cables 216
Operation 258 Pressure Testing 208
Pressure Testing 259 Transmission Control Valve 215
Transmission Mounted Tandem Gear Pump . 268 Transmision Overhaul 218
HYDROSTATIC STEERING Troubleshooting Electronic Control System. . 212
Fluid and Bleeding 22 TRANSMISSION (12 x 12 Synchro-Shift)
Power Cylinder 26 Lubrication 151
Pump 25 Overhaul 153
Steering Valve 29 Remove and Reinstall 152
Tests and Adjustment 24 TRANSMISSION (12 x 12 Synchro-Shift With
Troubleshooting 23 Dual Power)
POWER TAKE-OFF Clutch Calibration 163
Operating Principles 232 Dual Power Unit 174
Pto Clutch and Control Valve (Mechanically Electro-Hydraulic System 162
Operated) 237 Lubrication Control Valve 173
Pto Clutch and Control Valve (Electric Pressure Testing 171
Solenoid Operated) 238 Transmission Control Valve 172
Pto Output Shafts and Gears 234 Troubleshooting Electronic Control System. . 167

DUAL DIMENSIONS
This service manual provides specifications in both U.S. Customary and Metric (SI) systems of
measurement. The first specification is given in the measuring system perceived by us to be the
preferred system when servicing a particular component, while the second specification (given in
parenthesis) is the converted measurement. For instance, a specification of 0.011 inch (0.28 mm)
would indicate that we feel the preferred measurement in this instance is the U.S. Customary system
of measurement and the Metric equivalent of 0.011 inch is 0.28 mm.
 CONDENSED SERVICE DATA
5640 6640 7740 7840 8240 8340
GENERAL
Number of Cylinders
Bore "111.8 mm
(4.4 in.)
Stroke 111.8 mm -127.0 mm - - 111.8 mm • 127.0 m m -
(4.4 in.) (5.0 in.) (4.4 in.) (5.0 in.)
Displacement 4390 cc —4987 cc — 6585 cc — 7480 cc —
(268 cu. in.) (304 cu. in.) (401 cu. in.) (456 cu. in.)
Compression Ratio - 17.5:1
TUNE-UP
Firing Order 1-3-4-2- 1-5-3-6-2-4-
Valve Clearance, Cold —
Inlet - 0.36-0.46 mm—
(0.014-0.018 in.)
Exhaust -0.43-0.53 mm—
(0.017-0.021 in.)
Compression Pressure —
Minimum -2585 kPa-
(375 psi)
Injector Opening
Pressure 23,995-24,755 kPa -29,165-29,995 kPa
(3480-3590 psi) (4230-4350 psi)
Engine Low Idle RPM — 725-775-
Engine High Idle RPM 2295-2375 - 2195-2275
Engine Rated Speed RPM 2200 - —2100—
Engine Rated Power
at Pto 49 kW 56.5 kW 64 kW 67 kW 71.5 kW 83.5 kW
(66 hp) (76 hp) (86 hp) (90 hp) (96 hp) (112 hp)
Battery —
Voltage 12-
Ground , Negative-
SIZES
Crankshaft Main
Journal Diameter See Paragraph 53-
Crankshaft Crankpin
Diameter See Paragraph 52-
Piston Pin Diameter 38.095- 41.270- 38.095- 41.270-
38.10 mm 41.275 mm 38.10 mm- 41.275 mm
(1.4998- (1.6248- (1.4998- (1.6248-
: 1.500 in.) 1.6250 in.) 1.500 in.) 1.6250 in.)
Valve Seat Angle —
Inlet -30.0-30.5°
Exhaust -45.0-45.5°
Valve Face Angle —
Inlet • 29.25-29.5°-
Exhaust 44.25-44.5°-
Valve Stem Diameter —
Inlet — 9.426-9.446 mm —
(0.3711-0.3719 in.)
Exhaust —9.401-9.421 mm —
(0.3701-0.3709 in.)
Cylinder Bore Diameter •111.778-111.841 mm
(4.4007-4.4032 in.)
 CONDENSED SERVICE DATA (Cont.)
5640 6640 7740 7840 8240 8340
CLEARANCES
Main Bearing,
Diametral Clearance -0.055-0.117 mm -
(0.0021-0.0046 in.)
Rod Bearing,
Diametral Clearance -0.035-0.094 mm -
(0.0014-0.0037 in.)
Camshaft Bearing,
Diametral Clearance -0.025-0.076 mm
(0.001-0.003 in.)
Crankshaft End Play -0.10-0.20 mm—
(0.004-0.008 in.)

CAPACITIES
Cooling System -16L 21.5 L
(16.9 U.S. qt.) (22.7 U.S. qt.)
Crankcase —
With Filter 11.4 L- 20.9 L
(12.1 U.S. qt.) (22.1 U.S. qt.)
Fuel tank — 94.6 L Std. — - 217.7 L Std. -
(25.0 U.S. gal.) (57.5 U.S. gal.)
Transmission/Hydraulic —
8 x 2 and 16 x 4
540 Pto 62 L-
(65.5 U.S. qt.)
540/1000 Pto . 66 L
(69.7 U.S. qt.)
12 X 12 56.8 L
(15.0 U.S. gal.)
16x16 60.6 L-
(16.0 U.S. gal.)
Front Drive Axle 6.2 L 8.0 L
(6.6 U.S. qt.) (8.5 U.S. qt.)
Front Drive Hub (each) 3.0 L 2.6 L
(3.2 U.S. qt.) (2.7 U.S. qt.)
TIGHTENING TORQUES
Cylinder Head 217 N.m (160 ft.-lbs.)-
Connecting Rod 149N.m(110ft.-lbs.)-
Main Bearings 197 N.m (145 ft.-lbs.)-
Intake Manifold —35 N.m (28 ft.-lbs.) -
Exhaust Manifold —38N.m(28ft.-lbs.)-
Flywheel .. 197N.m(145ft.-lbs.)•
Crankshaft Pulley 224N.m(165ft.-lbs.)-
Oil Pan —38 N.m (28 ft.-lbs.) -
Camshaft Idler Gear 237 N.m (175 ft.-lbs.)
Camshaft Gear — 69N.m(51ft.lbs.) -
Fuel Injectors —23 N.m (17 ft.-lbs.)-
Water Pump —65 N.m (50 ft.-lbs.) -

8
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraphs 1-3

FRONT AXLE SYSTEM

(TWO-WHEEL DRIVE)
FRONT AXLE ASSEMBLY AND reversing disassembly procedure. Grease retainer (8)
STEERING LINKAGE and inner bearing cone (7) should be positioned on
spindle, then install wheel hub (6). Tighten slotted
nut (2) to a torque of 27-40 N.m (20-30 ft.-lbs.), then
Two-Wheel Drive Models rotate hub several turns. Tighten nut (2) to 61-74 N.m
(45-50 ft.-lbs.), then back nut ofFless than one flat and
1. WHEELS AND BEARINGS. To remove front install cotter pin (3). Be sure to install cap (1) se-
wheel hub and bearings, first raise and support the curely.
front axle extension, then unbolt and remove the tire
and wheel assembly. Remove the cap (1—Fig. 1),
cotter pin (3), slotted nut (2), washer (4) and outer 2. TIE ROD, TOE-OUT AND TREAD ADJUST-
bearing cone (5). Slide the hub assembly (6) from MENT. All models are equipped with one tie rod
spindle axle shaft (10). Remove grease retainer (8) extending between left and right steering arms. The
and inner bearing cone (7). Hub is slotted to facilitate hydrostatic steering cylinder (19—Fig. 2) is attached
removal of bearing cups. between the front axle and the center of the tie rod.
Left end (18) of tie rod and both ends of steering
Pack wheel bearings liberally with Ford MIC 137- cylinder are automotive type and should be renewed
A, M1C75-B or equivalent grease. Reassemble by if wear is excessive. The procedure for removing and
installing the ends is self evident. Automotive end of
right tie rod is renewable only as an assembly with
the right tie rod.
All two-wheel drive models are equipped with ad-
justable tread axle. Tie rod is equipped with locating
screws (15) for quick adjustment of tie rod length
when changing tread width. To adjust tread width,
raise and support front axle. Remove tie rod locating
screws (15) and clamp screws (9) from axle extensions
(5 and 12), then slide axle extensions in or out of Eixle
center member (8). Tighten the track adjusting clamp
screws (9) which attach axle extensions inside the
axle center section to 400 N.m (300 ft.-lbs.) torque.
Tighten tie rod locating screws (15) to 150 N.m (110
ft.-lbs.) torque and locknuts to 75 N.m (55 ft.-lbs.)
torque. After resetting axle tread width, check and
adjust front wheel toe-out as described below.
Recommended front wheel toe-out is 0-13 mm (0-
V2 in.) for two-wheel drive models. Tb check toe-out,
turn steering wheel so that front wheels are iij
straight ahead position. Measure distance (A—Fig.
3) between wheel rims on centerline of axle, parallel
to ground. Rotate wheels V2 turn, then measure be-
tween wheels at front of wheels in position (B). Di-
mension (A) should be 0-13 mm (O-V2 in.) smaller
than dimension (B). To adjust toe-out, remove locat-
ing bolt (15—Fig. 2) from left end of tie rod tube (16).
Loosen clamp bolt in left tie rod end (18). Turn
threaded section of tie rod (17) in or out to obtain
desired toe-out. Tighten tie rod locating bolt to 150
Fig. 1—Exploded view of front wheei hub used on two N.m (110 ft.-lbs) torque and clamp bolt to 75 N.m (55
wheei drive modeis. Mud shieid (9) is used oniy on 8240 ft-lbs.) torque.
and 8340 modeis.
1. Cap 6. Hub 3. SPINDLES, AXLE EXTENSIONS AND
2. Slotted nut 7. Inner bearing cone
3. Cotter pin 8. Grease retainer BUSHINGS. To remove spindle (1—Fig. 2), first
4. Washer 9. Mud shield remove the wheel and hub, then disconnect tie rod
5. Outer bearing cone 10. Spindle end from steering arm (7 or 13). Check threaded end

9
Paragraph 3 (Cont.) FORD

IS

Fig. 2—Expioded view of adjustabie

axie typicai of two-wheei drive modeis.
1. Spindle
2. Washer
3. Thrust bearing
4. Bushings
5. Left axle extension
6. Felt sealing washer
7. Left steering arm
8. Axle center member
9. Track clamp bolt
10. Bushings
11. Washers
12. Axle right extension
13. Right steering arm
14. Right tie rod
15. Locking screws
16. Tie rod tube
17. Left tie rod
18. Tie rod end
19. Power steering cylinder

Fig. 3—On two-wheei drive modeis, front wheeis shouid

be toed out 0-13 mm (0-1/2 in.).

of spindle and steering arm for alignment marks

(M—Fig. 4) before removing steering arm. Note that
it may be necessary to use a thread file to clean the
threads of spindle since they are deformed during
assembly at the factory in order to lock the spindle
nut in place. Remove nut retaining steering arm (7 or
13—Fig. 2), then pull steering arm from splines of
spindle. Lower spindle (1) from axle extension (5 or
12). Remove thrust bearing (3) and chamfered washer
(2) from spindle. Clean and inspect parts for wear or
other damage and renew as necessary.
When reassembling, lubricate bushings (4) and
pack thrust bearing (3) with Ford M1C137-A,
Fig. 4—Maries (M) are provided on the spindies and the
steering arms to assist in correct assembiy.
M1C75-B or equivalent grease. Install washer (2)
with chamfered edge down toward boss of spindle,
then install thrust bearing (3) on spindle so that
numbered side of bearing is facing upward. Insert
spindle through axle extension. Install new felt
washer (6), then locate steering arm on top of spindle.
Align marks on threaded end of spindle and steering
arm as shown (M—Fig. 4). Tighten steering arm
retaining nut to 488-597 N.m (360-440 ft.-lbs.)

10
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
torque, then stake threads to prevent loosening. Re-
fer to paragraph 2 for tread width and toe-out adjust-
ment. Balance of reassembly is the reverse of
disassembly. Tighten the track adjusting clamp
screws (9—Fig. 2) which attach axle extensions inside
the axle center section to 400 N.m (300 ft.-lbs.)
torque. Tighten tie rod locating bolts (15) to 150 N.m
(110 ft.-lbs.) torque and locknuts to 75 N.m (55 ft.-lbs.)
torque. Tighten left tie rod end clamp bolt to 100 N.m
(75 ft.-lbs.) torque after toe-out is correctly set.
4. AXLE CENTER MEMBER, PIVOT PIN AND
BUSHINGS. To remove front axle assembly, raise
front of tractor in such a way that it will not interfere
with the removal of the axle. A hoist may be attached
to front support or special stands can be attached to
sides. Removal of the axle center member (8—Fig. 2)
may be easier if the axle extension and spindle as-
sembly is first removed from each side; however, the
complete assembly can be removed as a unit. Remove
front wheels and weights, then support the axle with
a suitable jack or special safety stand to prevent
tipping while permitting the axle to be lowered and
moved safely. Disconnect hoses from the steering
cylinder and cover openings to prevent the entry of
dirt. Unbolt and remove the front axle pivot pin.
Lower axle until axle is free from front support, then
carefully roll axle away from under tractor.
FRONT-WHEEL DRIVE
Mechanical front-wheel drive is available which
uses a front drive axle manufactured by Carraro.
Models 5640, 6640, 7740 and 7840 are equipped with
standard type 709 axle; Models 8240 and 8340 are
equipped with heavy duty type 709 axle. Some differ-
ences in the front-wheel drive systems will be noted
in the following service instructions.
The transfer gearbox engagement is controlled by
an electric solenoid/hydraulic valve which directs oil
pressure to move a dog clutch and engage the front
wheel drive. The transfer gearbox is attached to the
bottom of the rear axle center housing of all models.
A drive shaft connects the transfer gearbox to front
axle.
ADJUSTMENTS
All Four-Wheel Drive Models
6. FRONT WHEEL TREAD WIDTH. Front-
wheel drive axle is a fixed assembly. However, track
width can be adjusted by changing the wheel rim
relative to the center disc, the rim and/or disc relative
to axle hub or by interchanging the front wheels. The
drawings shown in Fig. 5 illustrate different wheel
Paragraphs 4-7
Check axle pivot bushings (10) and renew if neces-
sary. Reverse removal procedure when assembling.
Lubricate pivot bushings with Ford M1C137-A,
M1C75-B or equivalent grease. Tighten screws re-
taining the axle pivot pin to 70-90 N.m (52-66 ft.-lbs.)
torque, then bend locking tabs around screws to pre-
vent loosening.
5. FRONT SUPPORT. To remove the front sup-
port, the axle must be removed, the radiator must be
removed from the support and the front support must
be unbolted from the front of engine. The front axle,
the front support and the remainder of the tractor
must each be supported separately while removing,
while separated and while assembling. Be sure that
sufficient equipment is available before beginning.
Refer to paragraph 67 and remove the main fuel
tank, then refer to paragraph 87 and remove the
radiator. Support front of tractor in such a way that
it will not interfere with removal of either the front
support or the front axle. Remove axle as outlined in
paragraph 4. Attach a hoist or other supporting de-
vice to the front support, then unbolt and separate
the front support from the front of the engine. Be
careful not to lose or damage shims located between
front support and engine. Keep shims separate and
label for installation in same location.
rim and disc positions relative to the hub and the
resulting track width settings.
NOTE: When interchanging front wheels from
side to side, make sure that "V" of tire tread is
pointing in the direction of forward travei.
Tighten disc to hub mounting nuts to 475 N.m (350
ft.-lbs.) torque and disc to rim mounting nuts to 240
N.m (177 ft.-lbs.) torque. Recheck the disc and riin
mounting nut torque after driving the tractor about
200 meters (200 yards), after one hour of operation,
after eight hours of operation and at 50 hour inter-
vals.
After resetting track width, check toe-in setting as
outlined in paragraph 7 and steering stop setting as
outlined in paragraph 8.
7. TIE RODS AND TOE-IN. Tie rod ends are not
adjustable for wear and faulty units must be re-
newed. To check toe-in, first tum steering wheel so
that front wheels are in straight ahead position.
Measure distance between front wheels at front and
rear of wheels from rim flange to rim flange at hub
height. Distance measured at front of wheels should
be 0-6 mm (O-V4 in.) less (toed in) than distance
measured at rear of wheels. To adjust, loosen clamp
11
Paragraph 8 FORD

Track Setting
Disc/Rim Position 24 in. 28 in.
wheels wheels

i i
55.6 in. 54.7 in.
(1412 mm) (1389 mm)

i i
59.7 in. 58.8 in.
(1516 mm) (1493 mm)
Fig, 6—View of toe-in adjustment points for four-wheei-
drive modeis. Be sure to adjust both sides equaiiy. Refer
to text.
i I
63.6 in. 62.7 in.
(1615 mm) (1592 mm)

67.7 in. 66.8 in.

(1718 mm) (1696 mm)

71.3 in. 71.9 in.

(1812 mm) (1825 mm)

75.4 in. 75.9 in. Fig, 7—Steering stop screws (S) shouid be adjusted to
prevent tires from touching any part of tractor when
(1916 mm) (1929 mm)
wheeis are turned.

bolt (2—Fig. 6), then turn tie rod (1) in or out of tie
[ i rod end (3) as required. Adjust both sides evenly.
79.3 in. 79.9 in. When adjustment is correct, tighten clamp bolt (2) to
(2015 mm) (2028 mm) 56 N.m (41ft.-lbs.)torque.

8. STEERING STOPS AND ARTICULATION.

The front axle is provided with adjustable steering
and articulation stops to prevent the front tires from
83.4 in. 83.9 in. contacting the tractor. Adjusted setting should not
(2119 mm) (2132 mm) change during operation, but different tire sizes or
tread and changes in track width may make adjust-
ment necessary. The steering stop screws (S—Fig. 7)
Fig. 5--Front-wheei drive axie track width is adjusted by should be adjusted to provide a minimum clearance
changing position of wheei rim and disc. of 20 mm (% in.) between tire and frame. Tighten

12
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Ffg. 8—Articuiation stops (1) can be installed using the
center and rear (2) mounting holes as shown or the center
and front (3) threaded holes can be used. Refer to text.
locknut to 150 N.m (110 ft.-lbs.) torque when adjust-
ment is correct.
Articulation stops (1—Fig. 8) should prevent the
tires from contacting the tractor when the front axle
is tipped against stops. When stop is attached to the
rear two screws (2) as shown, the axle should be
limited to approximately 8° of movement. When the
stop is attached to the center and front hole (3),
articulation is limited to about 12° from horizontal.
Stops (1) should be positioned at same location on
both sides.
DRIVE SHAFT
All Four-Wheei Drive Models
9. REMOVE AND REINSTALL. Two diflferent
drive shafts have been used as shown in Fig. 9,
depending upon transmission used.
Ib remove drive shaft (5), first unbolt and remove
the shield assembly (1). To remove drive shaft shown
in the lower view, remove screw (4) and slide cou-
plings (2 and 3) until drive shaft can be withdrawn.
Clamps (7) must be removed before front universal
joint can be separated from yoke (6) of models with 8
X 2 and 16 x 4 transmissions.
When installing drive shaft on models with 12 x 12
and 16 x 16 speed transmissions, grease coupling
splines, slide couplings onto drive shaft, position
drive shaft, then slide couplings into position and
install screws (4).
On models with 8 x 2 and 16 x 4 speed transmis-
sions, grease rear coupling splines before installing
drive shaft. Tighten clamp bolts of front universal
joint to 57 N.m (42 ft.-lbs.) torque.
Paragraphs 9-10
Fig. B—The drive shaft and shieid at top are typicai of
models with dx 2and 16x4 transmissions. The drive shaft
and shield shown in the lower view are typical of models
with transmissions providing 12 x 12 and 16 x 16 speed
transmissions.
1. Shield
2. Front splined coupling 6. Yoke
3. Rear splined coupling 7. Clamp
4. Screw 8. Yoke retaining screw
5. Drive shaft 9. Bracket
FRONT DRIVE AXLE
All Four-Wheel Drive Models
10. R&R ASSEMBLY. First remove the drive shaft
and shield as outlined in paragraph 9. If differential
unit is to be serviced, it is recommended that the
bevel pinion shaft nut be loosened at this time. Pry
out pinion shaft oil seal, then loosen nut using special
pinion nut wrench FT3168 or equivalent. Remove
front weights. Raise front of tractor in such a way that
it will not interfere with the removal of the axle. A
hoist may be attached to front support or special
stands can be attached to sides. Remove front wheels,
then support the axle with a suitable jack or special
safety stand to prevent tipping while permitting the
axle to be lowered and moved safely. Disconnect hoses
from the steering cylinder and cover openings to
prevent the entry of dirt. Unbolt and remove front
and rear pivot brackets (1 and 17—Fig. 10), lower
axle until free, then carefully roll axle away.
Reinstall front drive axle by reversing the removal
procedure. Tighten screws attaching front and rear
pivot brackets (1 and 17) to 317-388 N.m (234-286
13
Paragraphs 11-12
Fig. 11—View of "OiL LEVEL" mark (L) and drain piug (1)
of front wheei drive front hub.
ft.-lbs.) torque. Tighten steering hose connections to
34 N.m (25 ft.-lbs.) torque if removed or disconnected,
WHEEL HUB AND PLANETARY
Models 5640-6640-7740
11. R&R AND OVERHAUL. Either front wheel
hub and planetary can be serviced Mrithout removing
the steering knuckle housing from axle. Support front
axle housing and remove front wheel. Remove drain
plug (1—Fig. 11) from planet carrier and drain oil
from hub assembly. Remove the two Allen screws
from planet carrier (2—Fig. 12) and lift planet carrier
from knuckle housing (30),
Remove snap rings (7) and retainer plate (8). Mark
shafts (4) and planet gears (6), then keep bearings (5)
and thrust washers (3) separate so that they can be
reinstalled as a set in the same location.
Before removing the ring gear (14), mark relative
position of ring gear (14) and steering knuckle hous-
ing (30) to facilitate installation in same location.
Remove snap ring (10), sun gear (11), spacer (12) and
washer (13), Unscrew retaining screws (16), then use
four ofthe removed screws as jackscrews in threaded
holes ofthe ring gear carrier (18) to push carrier (18)
and ring gear (14) from hub (21).
14
FORD
Fig. lO^View of front and rear pivot
bracliets (1&t7) instaiied. Four screws
are used to attach each bracket to front
support.
Bump hub (21) from steering knuckle (30). Remove
cups for bearings (20 and 22) and seal (23) from hub.
If necessary, remove inner bearing cone from knuckle
housing.
Clean and inspect all parts for excessive wear or
other damage and renew as necessary.
When reassembling, drive cups for bearings (20
and 22) and oil seal (23) into hub (21). If removed,
install cone for inner bearing (22) on knuckle housing
(30). Install hub (21) and cone for outer bearing (20)
onto knuckle housing. Assemble ring gear (14) to
carrier (18) and secure with retaining ring (19). In-
stall ring gear (14) and gear carrier (18) and tighten
mounting cap screws (16) to 220 N.m (162 ft.-lbs.)
torque. Install washer (13), spacer (12), sun gear (11)
and snap ring (10). Stick thrust washer (9) in place
on carrier (2) with "Loctite 638" or equivalent and
install new "O" ring (15) in groove of hub (2). Install
thrust washers (3), bearings (5), planet gears (6) and
retainer plate (8), then secure with snap rings (7).
Install planetary carrier assembly. Install the two
Allen screws. Fill hub and planetary to the level of
opening for drain/fill plug (1—Fig. 11) in carrier with
"OIL LEVEL" mark (L) on carrier horizontal. Fill
with Ford ESN-M2C134-D or equivalent. Install
front wheel and tighten disc to hub nuts to 270 N.m
(200 ft.-lbs.) torque. Disc to wheel rim nuts should be
tightened to 240 N.m (177 ft.-lbs,) torque.
Models 7840-8240-8340
12. R&R AND OVERHAUL. Either front wheel
hub and planetary can be serviced without removing
the steering knuckle housing (30—Fig. 13). Support
front axle housing and remove front wheel. Remove
drain plug (1—Fig. 11) from planet carrier and drain
oil from hub assembly. Remove the two Allen screws
from planet carrier (2—Fig. 13) and lift planet carrier
from knuckle housing (30).
Remove planet gear retaining screws and washers
(8—Fig. 13). Mark planet gears (6) and shafts (4),
then remove planet gears, bearings (5) and thrust
washers (3). Keep bearings (5) and thrust washers (3)
separate with their respective planet gears so that
they can be reinstalled as a set in the same location.
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 12(Cont.)

Fig. 12—Exploded view of front-wiieei drive steering icnucicie and standard pianetary assembiy. Refer to Fig. 13 for heavy
duty pianetary assembiy. Axies wiiinotbe equipped witti both shims (26) and Beiieviiie washers (29). Eariyaxies use shims
(26) to adjust verticai piay of steering icnucide and iater modeis use Beiieviiie washers (29).
1. Magnetic drain plug 10. Snap ring 19. Retaining ring 28. Bearing
2. Planet carrier 11. Sun gear 20. Bearing 29. Belleville washer
3. Thrust washer 12. Spacer 21. Hub 30. Steering knuckle
4. Planet shafl 13. Thrust washer 22. Bearing 31. Upper retainer .
5. Needle rollers (30/gear) 14. Ring gear 23. Oil seal 32. Bushing
6. Planet gear 15. "O" ring 24. Grease fitting 33. Seal
7. Snap ring 16. Screws (MIO x 30) 25. Lower retainer 34. Axle shafl assy.
8. Planet carrier plate 17. Bushing 26. Shims (0.10, 0.19, 0.35 mm) 35. Seal
9. Thrust pad 18. Ring gear carrier 27. Seal 36. Bushing

Before removing the ring gear (14), mark relative
position of ring gear (14) and steering knuckle hous-
ing (30) to facilitate installation in same location.
Remove snap ring (10) from drive shaft sun gear.
Unscrew retaining screws (16), then use four of the
removed screws as jackscrews in threaded holes of
the ring gear carrier (18) to push carrier (18) and ring
gear (14) from hub (21). ^ install cone for inner bearing (22) on knuckle housing
Bump hub (21) from steering knuckle (30). Remove
cups for bearings (20 and 22) and seal (23) from hub.
If necessary, remove inner hearing cone from knuckle
housing.
Clean and inspect all parts for excessive wear or
other damage and renew as necessary.
When reassembling, drive cups for bearings (20
and 22) and oil seal (23) into hub (21). If removed,
(30). Install hub (21) and cone for outer bearing (20)
onto knuckle housing. Assemble ring gear (14) to
carrier (18) and secure with retaining ring (19). In-
stall ring gear (14) and gear carrier (18) and tighten

15
Paragraph 13
Fig. 13^Expioded view of front-
wheel drive steering knuckle and
heavy duty planetary assembiy.
Refer to illustration of standard
duty pianetary assembiy in Fig. 12
for iegend except the following,
5. Needle rollers (28/gear)
7. Dowel pins
8. Thrust washers 25
mounting cap screws (16) to 220 N.m (162 ft.-lbs.)
torque. Install washer (12) and snap ring (10). Stick
thrust washer (9) in place on carrier (2) with "Loctite
638" or equivalent and install new "O" ring (15) in
groove of hub (2). Install thrust washers (3), bearings
(5), planet gears (6) and thrust washers (8), then
secure with retaining screws. Install planetary car-
rier assembly and secure with the two Allen screws.
Fill hub and planetary to the level of opening for
drain/fill plug (1—Fig. 11) in carrier with "OIL
LEVEL" mark (L) on carrier horizontal. Fill with
Ford ESN-M2C134-D or equivalent. Install front
wheel and tighten disc to hub nuts to 270 N.m (200
ft.-lbs.) torque. Disc to wheel rim nuts should be
tightened to 240 N.m (177 ft.-lbs.) torque.
STEERiNG KNUCKLE HOUSiNG
Aii Four-Wheei Drive iModeis
13. R&R AND OVERHAUL. To remove either
steering knuckle housing (30—Fig. 12 or Fig. 13),
first remove planetary and wheel hub as outlined in
16
FORD
paragraph 11 or 12. Disconnect tie rod from steering
knuckle arm. Unbolt and remove steering knuckle
retainers (25 and 31). Note that early axles use shims
(26) to adjust vertical play of steering knuckle (30)
and thickness of shims (26) located under each re-
tainer should be recorded when disassembling to aid
in reassembly. Later models are equipped with
Belleville washers (29) that automatically adjust ver-
tical play. The upper Belleville washer is the thicker
of the two washers.
Carefully remove steering knuckle housing (30)
from all models. Axle shaft and double "U" joint
assembly (34) may be withdrawn with knuckle hous-
ing. Lower bearing cone (28) may fall from lower
retainer (25). Remove upper bearing cone (28), cap
(31) and seal (27). Bearing cups can be removed if
necessary.
If desired, axle shaft and "U" joint assembly can be
withdrawn for inspection or repair. If renewal is re-
quired, oil seal (35) and bushing (36) can be removed
from knuckle housing (30). Oil seal (33) and bushing
(32) can be removed from axle housing. Bushings (32
and 36) should be pressed into position with external
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 14—Adjust the king pin bearings to obtain free piay
of O'0.10 mm (0-0.004 in,). Refer to text.
groove toward top and intemal arrow-shaped grooves
pointing toward inside of oil-filled housing (away
from seal). Be careful not to damage seals (33 and 35)
when installing axle and knuckle housing.
Reassemble by reversing the disassembly proce-
dure. On early axle originally equipped with shims
(26), sufficient thickness of shims must be installed
to provide king pin with 0-0.1 mm (0-0.016 in.) free
play. Tb determine shim pack thickness required to
set free play within specified limits, first position
knuckle housing on axle housing and install upper
retainer (31) without shims. Install lower retainer
(25) with enough shims (26) to provide some end play
and tighten upper and lower retainer mounting
screws to 190 N.m (140 ft.-lbs.) torque. Position a dial
indicator as shown in Fig. 14 and check vertical play
Paragraph 14
of king pin bearings. For example, if measured end
play is 0.15 mm (0.006 in.), remove 0.10 mm (0.004
in.) shim to obtain end play within the desired limits.
Divide shims (26—Fig. 13) equally at top and bottom,
to center the assembly. Shims are available in 0.10,
0.19 and 0.35 mm (0.0039, 0.0075 and 0.0138 in.)
thicknesses.
Vertical play of steering knuckles on later models
is controlled by Belleville washers (29) located be-
tween axle center housing and cup of bearings (28)
and no adjustment is necessary. The thicker of the
two Belleville washers is installed on top knuckle
bearing.
Refer to paragraph 11 or paragraph 12 when reas-
sembling hub and planetary.
AXLE PIVOT BEARINGS
All Four-Wheel Drive Models
14. REMOVE AND REINSTALL. 1b remove the
axle pivot bearings, refer to paragraph 9 and remove
the drive shaft, then refer to paragraph 10 and lower
the front axle assembly. The front pivot bracket (1—
Fig. 15) and rear pivot bracket (17) can be withdrawn
from the axle.
Clean all parts, complete disassembly, if required,
and inspect all parts for wear or damage. Use new "O"
rings and seals when assembling. Tighten screws
attaching front and rear pivot brackets (1 and 17) to
317-388 N.m (234-286 ft.-lbs.) torque. Tighten steer-
ing hose connections to 34 N.m (25 ft.-lbs.) torque.
10 17
Fig. 15—Partiaiiy expioded view of
front-wheei drive pivot brackets.
1. Front pivot
bracket 7. "0" ring
2. Bushing 8. Bushing
3. Sleeve 9. Oil seal
4. Thrust washer 10. Locating dowel
5. Thrust washer 17. Rear pivot
6. Sleeve bracket
17
Paragraphs 15-16
14
Fig. 16—View of removed differential assembiy, showing
marks (M) on the caps (C) and housing. Mark the caps so
that they can be quickly Identified for assembiy to the
correct side and in the correct position.
DIFFERENTIAL
All Four-wheel Drive Models
15. REMOVE AND REINSTALL. To remove the
differential assembly, refer to paragraph 9 and re-
move the drive shaft. Refer to paragraph 10 and
remove the front axle assembly. Refer to paragraph
13 and remove steering knuckle (30—Fig. 12 or Fig.
13) and axle shaft assembly (34) from both sides.
Some mechanics prefer to remove the steering knuck-
les and axle shafts before removing the axle from the
tractor, to reduce the weight of the unit. The differen-
tial housing contains the hydrostatic steering cylin-
der which must be removed as outlined in paragraph
27. Unbolt and remove the differential carrier hous-
ing (1—Fig. 17) from the axle center housing.
When installing, apply Loctite 510 or equivalent
sealer to mating surface of differential carrier hous-
ing and axle housing. Tighten the ten retaining
screws to 169 N.m (125 ft.-lbs.) torque. Remainder of
assembly and installation is reverse of disassembly
procedure.
16. OVERHAUL. Before disassembling, mark
both bearing caps and housing as shown at (M—Fig.
16) to facilitate alignment when reassembling.
Straighten tabs of both lock plates (13—Fig. 17), then
remove both cap screws (12), washers and lock plates.
Loosen, but do not remove, the four screws attaching
caps (C—Fig. 16), then unscrew adjusting rings (14).
Remove both bearing caps and lift differential, bear-
ing cups and adjusting rings from housing.
Mark halves of differential case (16) before disas-
sembling to facilitate alignment when reassembling.
18
FORD
Remove screws (17) and remove ring gear (11). Case
halves can be separated after removing screws (17).
Assembly of original parts is easier if side gears (22)
and clutch parts (23, 24 and 25) are kept together for
each side and not mixed.
Clean and inspect all parts for wear or other dam-
age. Lubricate all parts while assembling. Alternate
the five external splined plates (24) and four internal
splined discs (25). The internally splined thrust disc
(23) is thicker (2.8 mm) than other discs and should
be assembled next to side gear (22). Install thrust
washers (18), pinions (19) and shaft (20). Drive pin
(21) in from ring gear side of differential case on two
pinion differential. When assembling all models,
align any previously affixed marks. Install ring gear
(11), applying Loctite 270 or equivalent to screws (17)
and tightening to 78 N.m (58 ft.-lbs.) torque. Press
bearing cones (15) onto case (16) until seated.
When installing the differential and ring gear as-
sembly, it is necessary to check and adjust both back-
lash and carrier bearing preload as follows: First
measure rotating drag of bevel pinion shaft (10) using
a spring scale with a string wrapped around the
pinion shaft as shown in Fig. 18. Do not measure
starting torque (force necessary to start pinion shaft
turning), only measure the force necessary to keep
pinion turning. Record the rotating drag measure-
ment for later use, then install differential assembly
in carrier housing and tighten bearing cap (C—Fig.
16) bolts tight enough to hold caps in place but allow
adjuster rings (14) to be rotated. Tum adjuster rings
to remove all free play between ring gear and bevel
pinion gear. Preload of differential carrier bearings
and gear backlash are both adjusted by turning ad-
justing rings (14L and 14R). Backlash between bevel
pinion and ring gear should 0.18-0.25 mm (0.007-
0.010 in.) and can be measured at face of ring gear
with a dial indicator (D—Fig. 19). Tum adjuster rings
(14) by equal amounts to move ring gear (11) away
from pinion gear until desired backlash is obtained.
Adjuster rings (14L and 14R—Fig. 17) should be tight
and differential should rotate freely in carrier bear-
ings (15) when checking backlash. Carrier bearing
preload is correct when 3.2-4.7 Kg. (7-10 lbs.) more
rotational force is necessary to tum the pinion shaft
than was necessary to tum only the pinion shaft
when previously measured. Tum adjuster ring (14L)
opposite ring gear to increase or decrease bearing
preload. It is important to check both rotational drag
(as shown in Fig. 18) and bevel pinion to ring gear
backlash (Fig. 19) after changing the position of
either adjusting ring (14L or 14R—Fig. 17).
Tighten bearing cap (C—Fig. 16) bolts to 266 N.m
(196 ft.-lbs.) torque. Install adjuster ring lock plates
(13_Fig. 17 or Fig. 18) and tighten locking plate
retaining screws to 12 N.m (9 ft.-lbs.) torque.
 MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragrapii 17

Fig. 17—Exploded view of standard, two pinion differential assembly. Hydrostatic steering cylinder is attached to housina
(1). Gears (10 & 11) are available only as matched set. The four pinion differential assembly shown in inset is used with
heavy duty axle.
1. Housing 8. Bearing cup & cone 14R. Adjusting ring 21. Roll pin
2. Nut (Same as 4) 15. Bearing cup & cone
3. Lock washer 22. Side gears
9. Shim (2.5-3.4 mm) 16. Differential case 23. Spacer (leach side)
4. Bearing cup & cone 10. Bevel pinion (1 or 2 pieces)
(Same as 8) 24. External spline plates
11. Ring gear 17. Screws (5 each side)
5. Washer (Same as 7) 12. Screws 18. Thrust washers
6. Spacer 25. Intemal spline discs
13. Locking clips 19. Pinion gears (4 each side)
7. Washer (Same as 6) 14L. Adjusting ring 20. Pinion shaft 26. Belleville washer

BEVEL PINiON GEARS

Aii Four-Wheei Drive Modeis

17. REMOVE AND REINSTALL. Ib remove the

bevel pinion gears (10 and 11—Fig. 17), refer to
paragraph 9 and remove the drive shaft. Pry out
pinion shaft oil seal (9—Fig. 15), then loosen pinion
shaft nut (2—Fig. 17) using pinion nut wrench
FT3168 or equivalent. Refer to paragraph 15 and
remove the difiFerential assembly. Refer to paragraph
16 and remove ring gear from differential.
Tb remove the bevel pinion (10—Fig. 17), remove
nut (2) and washer (3), then push pinion out toward
inside. Cone of bearing (4) will sHde from shaft as
pinion is removed. The bevel pinion and ring gear
must be renewed as a set.
Thickness of shims (9) should be selected to adjust
mesh position of bevel pinion (10) if gear set (10 and Fig. 18—Measure rolling drag of bevel pinion shaft (10)
11), pinion bearings (4 and 8) and/or differential hous- using a spring scale (M) and string (S) as shown.

19
Paragraph 17(Cont.) FORD

Fig, 19—Measure backiash between ring gear and bevei Fig. 21—Bevei pinion mesh dimension (in miiiimeters) is
pinion gear using a diai indicator. etched on end of pinion shaft (1). Pinion seriai number (2)
D. Dial indicator 11. Ring gear is aiso etched on end of shaft.
P. Pry bars 14. Adjuster ring

through the gauge as shown in Fig. 20. Measure the

distance from the bar gauge to the inner flange of
bearing (8) as shown at (B). Determine distance (C)
from the center of the bearing bore to the bearing
flange using formula B - D + (A -^ 2) = C.
The following is an example of the shim thickness
calculation: Divide bearing bore (A) diameter by 2,
subtract diameter of gauge bar (D) from measure-
ment (B), then add the results of these two calcula-
tions to obtain dimension (C). If measurement (A) is
90.00 mm, measurement (B) is 90.35 mm and meas-
urement (D) is 25 mm; 90.35 mm - 25 mm + 45 mm =
110.35 mm (C).
To determine the thickness of shims to be installed
at (9—Fig. 17), subtract the value (1—Fig. 21)
stamped on pinion face from the calculated distance
(C—Fig. 20). The result is the correct thickness of
Fig. 20—Cross section of differential housing showing
measurements required to accurateiy set pinion position.
shim (9—Fig. 17). Example: 110.35 mm (C) - 107.25
Refer to text for measuring distance (C) from bearing mm (value on pinion gear) = 3.10 mm (shim thickness
inner race to center of carrier bearing bore. required).
G. Depth gauge 1- Differential housing Install selected shim (9—Fig. 17) on pinion shafl
R. Bearing retainer 4. Pinion bearings (10) with chamfer toward pinion gear. Remove carrier
S. Bar gauge 8. Pinion bearing bearing caps and bearing cones (4 and 8) from carrier
housing (1). Install inner bearing cone (8) on pinion
ing (1) is renewed or if previous mesh position is (10) against selected shim.
questioned. Install cups for bearings (4 and 8) in Install washer (7), new (not yet collapsed) spacer
housing (1), then position bearing cones in cups as (6) and washer (5) on pinion shaft (10) and insert into
shown in Fig. 20. Use a retainer as shown at (R) to housing through the installed bearing cups. Install
hold cones tight in cups while measuring. Install both cone for bearing (4), lockwasher (3) and nut (2).
carrier bearing caps and tighten the retaining nuts Tighten nut (2) until all play in bearings is just taken
securely. Measure the diameter of the bearing bores up, then measure rotating drag with a spring scale
(A). Both bearing bores should be the same diameter. and string wrapped around the pinion shaft as shown
Position bar gauge (S), part of tool No. 3135, in in Fig. 18. Do not measure starting torque (force
bearing bores. Note that bar gauge can be fabricated necessary to start pinion shafl turning), only meas-
using a metal or wooden dowel with a hole drilled ure force necessary to keep pinion turning. Correct
through it so that depth gauge (G) can be inserted amount of rotational force measured by the spring

20
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraphs 18-19
and nut (2) should not be loosened unless a new
spacer is installed.

TRANSFER GEARBOX

All Four-Wheel Drive Models

18. On SL and SLE model tractors, drive from the

38
Fig. 22—View of front-wheei drive transfer case instaiied.
Soienoid energizing wire (1) is routed through tube to
housing. Bracket (6) attaches drive shaft shieid.
scale should be within the range of 10.1-15.2 Kg.
(22-33 lbs.). Tighten nut (2—Fig. 17) to tighten bear-
ings and increase rotational force. Note that bearing
adjustment is accomplished by crushing spacer (6),
12 X 12 or 16 X 16 transmission to power front wheel
drive axle is incorporated in the transmission. Refer
to appropriate transmission paragraphs for service.
Drive from transmission for front drive axle is from
a transfer gearbox attached to bottom of transmission
housing of models with 8x2 and 16 x 4 transmissions
(S model tractors). Refer to the following paragraphs
for service to the transfer gearbox.
Models With 8 x 2 And 1 6 x 4
Transmissions
19. R&R AND OVERHAUL. Tb remove the trans-
fer gearbox, remove drain plug (38—Fig. 22) and
allow oil to drain. Remove drive shaft as described in
paragraph 9. Remove cover, disconnect wire (1) from
the solenoid and disconnect wiring tube from side of
housing. Detach hydraulic lines (5), position floor jack

Fig. 23—Expioded view of four-wheei

drive transfer gearbox used on mod-
eis with8x 2 and 16x4 transmissions.
2. Control solenoid 24. Snap ring
4. Cover 25. Spring keeper
8. External oil line 26. Springs (4 used)
9. Retainer 27. Dog clutch
10. Shim coupler
11. Bearing 28. "O" ring
12. Idiergear 29. "O" ring
13. Shim 30. Output shaft
14. Spacer 31. Grear and clutch
15. Bearing 32. Pilot valve
37 16. Shim assembly
17. Shaft 33. Thrust washer
18. Screw 34. Tapered roller
19. Oil seal bearing
20. End plate 35. "O" ring
21. "O"ring 36. Oil transfer tube
22. Shim 37. End plate
23. Tapered 38. Drain plug
roller bearing 39. Housing

21
Paragrapii 19(Cont.)
Fig. 24—Use appropriate sized sockets (S) and levers (L)
to press against spring keeper (25) so that snap ring (24)
can be removed.
under the transfer gearbox, remove retaining screws
and lower transfer gear case from the tractor.
Ib disassemble the unit, remove the external oil
line (8—Fig. 23), remove the nut from the solenoid
and remove solenoid coil (2). After the solenoid coil is
removed, the core and valve assembly can be removed
from the housing. Remove socket head screw (18). It
may be necessary to heat nut end (9) of screw
to soften thread locking compound. Mark front
side of idler gear (12) to assist reinstallation with
same side toward front, then bump shaft (17) out.
After shaft is removed, idler gear and shaft assembly
(9-17) can be lifted out. Unbolt and remove output
shaft end plate (20), being careful to collect and
identify shims (22) to assist assembly. Unbolt and
remove end plate (37) and oil transfer tube (36).
Gently bump the output shaft (30) toward front, then
toward rear to remove outer races of tapered roller
bearings (23 and 34). Use sockets (S—Fig. 24) of a
suitable size and levers (L) to depress spring keeper
(25) far enough to remove snap ring (24). Remove the
four springs (26—Fig. 23) after snap ring is removed
from groove. Support gear (31) with spacers located
between front of gear and front of housing (39), then
press shaft (30) toward front out of bearing (34).
Remove bearing, thrust washer (33) and gear (31).
With shaft extending from front, use a suitable puller
to remove bearing (23). Shde snap ring (24) forward
on shaft until it is removed. Move shaft (30) out
toward rear, while removing spring keeper (25) and
clutch coupler (27). Be careful not to lose or damage
pilot valve (32).
Clean and inspect all parts and renew any showing
excessive wear or other damage. Pilot valve assembly
(32) can be removed by blowing into the cross passage
22
FORD
with compressed air. Springs (26) should be 48 mm
(1.889 in.) long and must not be distorted.
When reassembling, renew all "O" rings, seals and
gaskets. Be sure that pilot valve assembly (32) is
installed in end of output shaft (30) so that oil will
pass through valve from transfer tube in end cover
(37) into the shaft toward dog clutch (27), but will not
flow the other direction. Reassemble by reversing
disassembly procedure. Use oil on seals and make
sure that "O" rings are not damaged while assem-
bling. Assemble using shims (22) which were origi-
nally used, but without oil seal (19) and "O" ring (21).
Install and tighten cap screws retaining end plates
(20 and 37) to 51 N.m (38 ft.-lbs.) torque. Add or
remove sufficient shims (22) to provide 0.1 mm (0.004
in.) preload. Check for correct bearing adjustment by
using a string wrapped around shaft and spring scale
to measure rolling torque of shaft as shown in Fig. 25.
When properly assembled using the correct thickness
of shims (22—Fig. 23), measured rolling torque with-
out seal (19) will be 1.9-4.5 Kg. (4.2-9.9 lbs.). When
correct shims have been selected, remove plate (20),
install and lubricate new seal (19) and "O" ring (21),
then reassemble. Tighten retaining screws to 51 N.m
(38 ft.-lbs.) torque.
Install transfer tube and solenoid (2). Special tool
FT 3169 (available from Ford) or equivalent is neces-
sary to check and adjust idler gear bearings. Thick-
ness of shims (13) adjust bearings (11 and 15) and
thickness of shims (10 and 16) adjusts for flt between
lugs of housing (39). Make sure that outer races of
bearings (11 and 15) are pressed tightly against
shoulders of gear (12). Assemble bearings (11 and 15),
spacer (14) and approximately 0.3 mm (0.012 in.)
thickness of shims (13) on special tool. Make sure that
screw of tool is tightened to 68 N.m (50 ft.-lbs.)
clamping bearing inner races, spacer and shims
Fig. 25—Check rolling torque of transfer gearbox output
shaft with string (S) and scale as shown.
 MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 26—Check roiiing torque of idler gear as described in
text Speciai tooi FT 3169 is shown at (T).
13.14
Fig. 27^Measuring distance between idier gear bearing
races.
tightly together, then clamp the tool in a vise and
check rolling torque as shown in Fig. 26. Correct
rolling resistance is 0.45-1 Kg (1.0-2.2 lbs.) and is
changed by varying the thickness of shims (13—Fig.
23). Afler the measured rolling resistance has been
correctly set by installing the proper thickness of
shims, measure distance between inner races as
shown in Fig. 27. Measure distance between mount-
ing lugs of housing as shown in Fig. 28. Subtract the
thickness of bearings from the distance between lugs,
then add shims (10 and 16—Fig. 23) equal to the
result. Shims should be evenly divided (10 and 16) to
center the gear.
After selecting shims (10, 13 and 16), remove gear
and bearing assembly from special tool and install
Paragraph 20
Fig. 28—Measuring width of idier gear mounting iugs.
using the correct shims and shaft (17). Tighten screw
(18) to 80 N.m (59 ft.-lbs.) torque.
Reinstall transfer gearbox by reversing the re-
moval procedure. Use only approved gasket between
transfer gearbox and rear axle center housing, be-
cause its thickness sets the mesh position of idler gear
(12) and mating gear. Tighten transfer gearbox re-
taining screws to 66 N.m (49 ft.-lbs.) torque. Apply
Loctite 542 or equivalent thread locking compound to
threads of drive shaft retaining screws and tighten to
57 N.m (49 ft.-lbs.) torque. Fill rear axle center hous-
ing to level of dipstick with Ford ESN-M2C134-D or
equivalent.
FRONT SUPPORT
All Four-Wheel Drive Models
20. REMOVE AND REINSTALL. 1b remove the
front support, the axle must be removed, the radiator
must be removed from the support and the front
support must be unbolted from the front of engine.
The front axle, the front support and the remainder
of the tractor must each be supported separately
while removing, while separated and while assem-
bling. Be sure that sufficient equipment is available
before beginning.
Refer to paragraph 67 and remove the main fuel
tank, then refer to paragraph 87 and remove the
radiator. Support front of tractor in such a way that
it will not interfere with removal of either the front
support or the front axle. Refer to paragraph 9 and
remove the drive shaft, then refer to paragraph 10
and remove the front axle assembly. Attach a hoist or
23
Paragraphs 21-22 FORD

other supporting device to the front support, then located between front support and engine. Keep
unbolt and separate the front support from the front shims separate and label for installation in same
of the engine. Be careful not to lose or damage shims location.

HYDROSTATIC STEERING
21, Hydrostatic steering system is used on all mod-
els and consists of a steering valve assembly, and one
double-acting steering cylinder. In the event of hy-
draulic failure or engine stoppage, manual steering
can be accomplished by the gerotor pump in the
steering valve.

FLUID AND BLEEDiNG

Ail Models
22. Recommended steering fluid is Ford ESN-
M2C134-D hydraulic fluid or equivalent, which is
contained in the rear axle center housing. The same
fluid is also used for the transmission, rear axles and
hydraulic lift system. Maintain fluid level between
marks on dipstick (D—Fig. 29). Drain and refill res-
ervoir with new fluid every 1200 hours of operation
or once each year. Drain plug is located at bottom Fig. 30—View of main hydrauiic system fiiter installed on
models with tandem gear pump. Auxiliary fiiter (2—Fig.
center of rear axle center housing. It is recommended
31) is installed on these models if aiso equipped with
that hydraulic filters be changed every 300 hours of engine mounted auxiiiary pump. Fiiter is located on right
operation or whenever fluid is suspected of contami- side under floor. Switch (V) indicates blocked filter, and
nation. switch (T) is the iow temperature switch which stops
On models with tandem gear pumps, main hydrau- blocked fiiter indicator from lighting when temperature is
lic system filter (1—Fig. 30) is located on right side below 40P C (104° F). Low pressure switch is located to
the rear of switch (T).
under thefloor.Auxiliary hydraulic filter (2—Fig. 31)

Fig. 29—The transmission, rear axles and hydraulic lift

system share a common fluid that uses the rear axle Fig^ 31—View of auxiiiary hydraulic filter Installed on
center housing as a reservoir. Maintain fluid Ievei between models with tandem gear pump and engine mounted
marks on dipstick (D) and fill through opening for plug (F). auxiliary pump. Fiiter is located on left side under floor.

24
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 32—View of system fiiters for modeis equipped with
CCLS (Closed Center Load Sensing) hydraulic system.
Steering pump iniet fiiter is iocated at (1), charge pump
inlet fiiter is iocated at (2) and charge system pressure
fiiter is iocated at (3). Fiiters are located on right side.
is located on left side under the floor of models with
tandem gear pumps and engine mounted auxiliary
pump.
On models with CCLS (Closed Center Load Sens-
ing) hydraulic system, the three hydraulic filters are
located on right side under the floor as shown in Fig.
32. The steering pump inlet filter is located at (1) and
charge pump inlet and pressure filters are located at
(2 and 3). All hydraulic systems use the same fiuid
and all filters should be renewed at the same time.
The hydrostatic steering system is self bleeding.
When the unit has been disassembled, refill with new
oil, start engine, then cycle the system several times
by turning the steering wheel from lock to lock. Re-
check fluid level (Fig. 29) and add fluid as required.
TROUBLESHOOTING
All Models
23. Some of the problems which may occur during
operation of power steering and their possible causes
are as follows:
1. Steering wheel hard to tum. Could be caused by:
a. Air in system. Check for loose connections or
damaged lines, especially on inlet side. Also
check for low fluid level.
b. Low system pressure. Check steering relief
valve setting.
c. Worn or otherwise defective power steering
pump.
d. Leaking steering cylinder.
e. Broken or damaged steering column coupling.
f. Wom, binding or otherwise damaged control
valve (metering) spool and sleeve.
Paragraphs 23-24
g. Mechanical parts of front steering system bind-
ing.
2. Steering wheel turns on its own. Could be caused
by:
a. Leaf springs in control valve weak or broken.
3. Steering wanders or steering surges when steering.
Could be caused by:
a. Excessive play in steering joints.
b. Leaking steering cylinder.
c. Wom or otherwise damaged control valve (me-
tering) spool and sleeve.
4. Tractor steers in wrong direction. Could be caused
by:
a. Hoses to steering cylinder incorrectly con-
nected.
b. Incorrect timing of control (metering) valve
drive shaft to rotor.
TESTS AND ADJUSTMENT
All Models
24. SYSTEM PRESSURE AND FLOW. The pres-
sure relief valve for the hydrostatic steering system
is located in the steering control valve. Oil returning
from the steering control valve is directed to the
lubrication circuit for the 16 x 16 transmission (via
the oil cooler) or the pto clutch lubrication circuit. A
by-pass valve (2—Fig. 33) is installed to redirect oil
flow if the cooler is blocked, or if the oil temperature
is lower (colder) than 68° C (155° F). Retum oil will
by-pass the oil cooler if pressure is above 690 kPa (100
psi).
A simple test of steering system pressure can be
performed as follows. Run engine at 1000 rpm and
tum steering wheel from lock to lock. If system is
Fig. 33—View of oii cooier by-pass vaive (2). Line (1) routs
oii from the steering controi vaive to the by-pass vaive,
iine (3) directs oii to cooier and iine (4) is return oii from
cooier. Line (5) deiivers oii to the transmission and rear
axle lubrication circuit.
25
Paragraph 24 (Cont.)
Fig. 34—To check steering pump fiow on tractors
equipped with fixed dispiacement tandem gear pumps,
disconnect tubes to steering vaive and connect fiow me-
ter to pressure and return fittings (1 and 2).
operating satisfactorily, the steering should react
quickly, with no time delay. If steering is slow or
imprecise, make sure that tractor, especially front
axle, is not overloaded. The system relief valve should
be heard to blow when steering is against either lock
and engine speed will normally fall slightly when
relief valve is opening.
More precise tests of steering pressure and flow are
possible with pressure gauge andflowmeter. To check
pump flow, proceed as follows: On models equipped
with variable displacement CCLS hydraulic pump,
disconnect all four lines (1, 3, 4 and 5—Fig. 33) from
the oil cooler by-pass valve and cover lines (3 and 4)
to oil cooler to prevent entrance of dirt. Attach flow
meter between the return line (1) from steering con-
trol valve and line (5) to the transmission lubrication
circuit. On models equipped with flxed displacement
tandem gear pumps, disconnect pressure line (1—
Fig. 35—Attach pressure gauge (G) as shown to steering
iine (L) which has been detached from cyiinden
26
FORD
Fig. 34) to steering motor and return line (2) from
steering motor. Connect flow meter inlet to pressure
fitting and flow meter outlet to return fltting.
NOTE: Flow meter used to check steering pump
flow on models equipped with fixed displacement
tandem gear pumps must be capable of withstand-
ing 2000 i<Pa (300 psi) back pressure.
On all models, make sure that flow meter valve is
open, then start engine and operate at 2100 rpm. Run
engine until hydraulic oil temperature reaches nor-
mal operating temperature of approximately 68° C
(155° F). Turn the front wheels to one extreme against
lock, and observe gauge reading indicating volume of
flow.
CAUTION: When checking system flow or relief
pressure, hoid the steering wheel against iock oniy
long enough to observe pressure indicated by
gauge. Pump may be damaged if steering wheel is
held in this position too iong or if fiow is otherwise
stopped.
Speciflc volume of output is different between vari-
ous tractors, but pump should be removed from all
models and serviced if flow is less than 31 L/minute
(8.2 gpm).
1b check relief pressure, first turn steering wheel
fully to the left and stop engine. Disconnect left turn
hose (L—Fig. 35) from steering cylinder and attach a
suitable (G) pressure gauge as shown. Start engine
and set engine speed to 1450 rpm, turn steering wheel
to full left turn lock and observe the indicated pres-
sure. Correct pressure is 15,300-16,300 kPa (2220-
2370 psi) for two-wheel drive 5640, 6640, 7740 and
7840 models. Correct pressure is 18,000-19100 kPa
(2620-2770 psi) for all other models.
Ib change relief valve setting, it is first necessary
to remove the steering control valve as outlined in
paragraph 29. Turning the relief valve spring seat
(34—Fig. 36) IN, increases the pressure against
spring (35) and increases system relief pressure.
Spring seat (34) is accessible after removing plug (32).
Tb adjust relief pressure, fabricate hoses to connect
from tractor pressure line (P) and return line (T) to
pressure and return ports of steering control valve.
Install tee fittings with pressure gauges (A and B) in
the fabricated hoses. Cap the other two (steering
cylinder) ports (E) of steering control valve. With
engine running at 1500 rpm, turn steering motor
shaft (21) to full lock position. Pressure gauge (A)
reading should be approximately 16,000 kPa (2350
psi) for two-wheel drive models and 19,000 kPa (2750
psi) for four-wheel drive models. Gauge (B) reading
should be about 1725 kPa (250 psi) for all models. If
pressure readings are not correct, adjust relief valve
spring seat (34) as necessary to obtain desired pres-
sure setting. Haifa turn of spring seat should change
pressure setting approximately 1400 kPa (200 psi).
Once pressure is correctly set, apply small amount of
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraphs 25-26
thread locking compound to spring seat to lock it in
32 place.
21 PUMP
36
All Models

25. The pump for the hydrostatic steering is incor-

porated wdth the main hydraulic pump. Refer to the
appropriate paragraph 254 or 268 for removal and
service.
POWER CYLINDER
Two-Wheel Drive Models

26. R&R AND OVERHAUL. The steering cyhn-

der is attached between axle center member and the
tie rod. To remove the cylinder, disconnect hydraulic
hoses at steering cylinder and cover openings to pre-
vent entrance of dirt, then detach both ends of the
steering cylinder.
Clamp rod end (1—Fig. 37) in a vise or holding
fixture, remove clamp screw (2) and unscrew piston
Fig. 36—To adjust steering relief pressure, steering con-
rod (8) from rod end. Remove clamp (13) and rod end
troi vaive must be removed from tractor. Turn spring seat (15) from opposite end of piston rod. Clamp cylinder
(34) inward to increase pressure. Refer to text for com- (3) in a holding fixture that will not crush or other-
piete procedure. wise deform cylinder, then unscrew extension tube
A. Pressure gauge and gland assembly (12). Pull piston and piston rod
B. Pressure gauge . 21. Steering motor shaft (8) from the cylinder.
C. Pressure line 32. Plug
D. Retum line 34. Spring seat Inspect cylinder and piston for wear or damage.
E. Steering cylinder ports 35. Spring Renew all "O" rings and seals. Heating piston seal (5)
F. Steering cylinder lines 36. Relief valve poppet in hot water or oil will make assembly onto piston

Fig. 37—Expioded view of steering cyl-

inder used on two-wheei drive modeis.
1. Rod end 9. Bushing
2. Clamp screw 10. "O" ring
3. Cylinder 11. Back-up ring
4. Wear ring 12. Extension tube
5. Piston seal & gland assy.
6. "O" ring 13. Clamp
7. Rod seal 14. Clamp screw
8. Piston & rod 15. Rod end

27

Fig. 38—View of ieft end of four-wheel drive steering
cylinder, showing the correct location of Allen screw (A)
and cap screws (S).
easier. Allow seal to contract before installing piston
into cylinder.
When assembling, lubricate all seals and "O" rings
with clean hydraulic fluid. Tighten gland (12) to cyl-
inder to 271 N.m (200 ft.-lbs.) torque.
After installing cylinder, tum wheels to full right
turn lock, then adjust steering cylinder length so that
ends are aligned when steering rod is extended 4-10
mm (0.15-0.4 in.) from fully compressed position.
Start engine and tum wheels from lock to lock several
times to purge air from cylinder. Check front wheel
toe-out as outlined in paragraph 2.
10
28
FORD
Four-Wheel Drive Models
27. REMOVE AND REINSTALL. The double-act-
ing hydrostatic steering cylinder used on four-wheel
drive models is attached to the front drive differential
housing by four screws as shown at (A and S—Fig.
38). To remove the steering cylinder, loosen the four
attaching screws approximately two turns, then tum
the steering wheel to the left to unseat the cylinder.
Jack up front of tractor and remove the left front
wheel. Loosen bolts (2—Fig. 39) that clamp tie rod
ends (3) onto ball joint rods (4). Detach rod ends from
both steering arms, then remove ball joint ends from
both ends of steering cylinder rod. Disconnect steer-
ing hoses from cylinder and remove fitting from right
end of cylinder. Remove cylinder retaining screws (A
and S—Fig. 38), then withdraw complete cyhnder
from left side.
When reinstalling, reverse removal procedure. In-
stall the three hex head retaining screws (S) in the
locations shown in Fig. 38 and tighten to 94 N.m (69
ft.-lbs.) torque. Apply Loctite 542 or equivalent to
threads of the Allen head retaining screw (A), install
screw and tighten to 94 N.m (69 ft.-lbs.) torque.
Reattach rod ends to steering cylinder rod and
tighten to 176 N.m (130 ft.-lbs.) torque. Attach rod
ends to steering arms and tighten nuts to 176 N.m
(130 ft.-lbs.) torque. Reconnect steering hoses and
tighten connections to 34 N.m (25 ft.-lbs.) torque.
Refer to paragraph 7 to adjust front wheel toe-in.
Fig, 39—Exploded view of power steer-
ing cylinder used on four-wheel drive
modeis.
1. Cap screw 7. End plate
2. Clamp bolt 8. Seal ring
3. Tie rod 9. Piston & rod
4. Ball joint rod 10. Seal ring
5. Wiper seals 11. Cylinder
6. Piston rod seals 12. Carrier housing
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraphs 28-30
28. OVERHAUL. To disassemble removed steer- wheel from lock to lock until the system operates
ing cylinder, unscrew ball joint ends (4—Fig. 39) from properly. ,
each end of steering rod (1).

NOTE: Baii joint ends (4) may be iocked with 30. OVERHAUL. Remove steering valve as de-
"Loctite" and heat must be appiied to area before scrihed in paragraph 29, then thoroughly clean exte-
unscrewing from piston rod (9). rior of unit. Unbolt and remove steering column, then
place steering valve in a special holding fixture. Re-
Pull on end of piston rod (9) to remove end plate (7) move the seven cover retaining screws (10—Fig. 40).
and other intemai parts from cylinder (11). Remove
the piston seal and expander from piston. Remove
wiper seals (5) and piston rod seals (6).
Clean and inspect all parts for excessive wear,
scoring or other damage and renew as necessary. Note 15
that piston rod (9) and cylinder (11) are serviced as
an assembly.
Reassemble cylinder by reversing the disassembly
procedure, observing the following: Always use new
"0" rings, scraper rings and seals when reassembling.
Afler installing piston seal on piston, allow seal to
contract before installing piston in cylinder. Lubri-
cate parts with clean hydraulic fluid during assembly
Tighten the three retaining cap screws and one Allen
head screw (4) to 94 N.m (69 ft.-lbs.) torque.
Reattach rod ends to steering cylinder rod and
tighten to 176 N.m (130 ft.-lbs.) torque. Tighten slot-
ted nuts of tie rod ends attached to steering knuckles
to 1760 N.m (130 ft.-lbs.) torque. If necessary, adjust
toe-in to 0-13 mm (0-0.5 in.) as outlined in paragraph
7. Tighten clamp screw nuts (2) to 43 N.m (32 ft.-lbs.)
torque.

STEERING VALVE

All Models With Hydrostatic Steering

29. REMOVE AND REINSTALL. The steering
control valve is located at the base of the steering
wheel shaft. Ib remove the steering control valve,
first remove the exhaust pipe, engine side panels and
hood. Unbolt and remove the combination brake and
clutch reservoir, starter relay, and battery ground
cable from the firewall. Remove the three screws Fig. 40—Expioded view of hydrostatic steering vaive with
attaching firewall to the cylinder head. If equipped integrai pressure reiief vaive (34 through 36). Notice that
with cab, the three firewall to cylinder head screws the two outer springs (23S) are straight.
will be accessible through side of steering console 1. Drive shaft 17. Bearing race
2. Spacer 18. Thrust bearing
from inside cab. Detach the four lines from steering 3. "O" ring 19. Bearing race
control valve and remove the roll pin attaching steer- 4. Distributor plate 20. Cross pin
ing shaft to steering valve drive collar. Cover open- 5. "O"* ring 21. Valve spool
ings in lines and passages to prevent entry of dirt. 6. Rotor 22. Valve sleeve
7. Stator 23. Leaf springs (4)
Remove the instrument panel, then unbolt and re- 8. "O" ring 23S. Flat leaf springs (2)
move the steering control valve through the engine 9. End cover 24. Retainer ring
compartment. 10. Cap screw (7) 32. Plug
11. Seal rings 33. "O" ring
Reinstall hy reversing the removal procedure. 12. Seal 34. Adjusting plug
Tighten all mounting screws and steering hoses to 13. Check valve ball 35. Relief valve spring
14. Check valve plug 36. Relief valve
13-20 N.m (10-15 ft.-lhs.) torque. Start engine and 15. Housing 37. Suction valve ball
purge air from the system by turning the steering 16. Seal 38. Suction valve pin

29
Paragraph 30 (Cont.) FORD

Pin Center Line

13J4

37.38

Fig. 42—The center iine of pin (20—Fig. 40) shouid be

aiigned perpendicuiar to the port face of housing as
shown when assembiing. Refer to text.
Fig. 41—Arch of the four center ieaf springs (23) shouid
be together and the fiat springs (23S) shouid be on the
outside as shown.

Remove cover (9), stator (7), rotor (6), spacer ring (2)
and "O" rings (5 and 8). Remove distributor plate (4),
drive shaft (1) and "O" ring (3). Suction valve parts
(37 and 38) v^ill fall from threaded holes. Unscrew
check valve plug (14) and remove check valve ball
(13). Hold steering valve vertically and turn valve
spool and sleeve to align cross pin (20) parallel to flat
side of housing. With cross pin in this position and
housing in horizontal position, remove sleeve (22),
spool (21), thrust bearing (18) and bearing races (17
and 19) from housing. Remove cross pin (20) from
rotary valve and separate spool (21) from sleeve (22).
Remove leaf springs (23 and 23S) from spool. Remove fig^ 43—The one screw with pin attached shouid be in-
oil seal (12) from valve body. staiied in position (7). Numbers indicate the order which
If necessary, the pressure relief valve (32 through screws shouid be tightened.
36) can be removed after unscrewing plugs (32 and
34); however, pressure must be checked and adjusted bearing race (17) on spool. Be sure that bearing race
if plug (34) is turned. Steering relief pressure is (19) is installed with chamfer toward valve sleeve
adjusted by turning plug (34). (22). Use Danfoss No. SJ. 150-9000-11 tool or equiva-
Clean and inspect all parts for excessive wear or lent to install the seal assembly (12 and 16) into
other damage and renew parts as necessary. Housing position in the steering valve housing (15), then in-
(15), spool (21) and sleeve (22) are available only as sert the complete valve spool assembly into housing.
an assembly. Use all new "O" rings and seals when Lubricate the "O" ring (3) and install in groove of
reassembling. Lubricate all interior parts with clean housing, followed by valve plate (4). Make sure that
hydraulic fluid. all of the holes in valve plate and housing are aligned.
Insert spool (21) into sleeve (22), aligning leaf Turn the valve spool assembly so that pin (20) is
spring slots and insert cross pin (20) into sleeve and perpendicular to the flat port face of housing (15)
spool. Insert the four arched springs (23) between the where hoses attach. Insert the check valve ball (13)
two flat springs as shown in Fig. 41. Insert flat and plug (14) into the hole indicated in Fig. 42. Insert
springs, slide arched springs in position, then install the suction valve balls (37) and pins (38) into the two
retainer (24—Fig. 40) over the leaf springs. Place holes indicated. Scribe a reference line across splined
thick bearing race (19), thrust bearing (18) and thin end of rotor shaft (1) parallel with the groove at other

30
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
end for pin. Be sure that valve spool pin is still
perpendicular to the port face of the housing and
install the rotor shaft as shown in Fig. 42. When
correctly assembled, two lobes of the rotor (6) will be
positioned evenly toward port face (up in Fig. 42)
when pin center hne is located as shown. Install "O"
ring (5—Fig. 40), pump body (7) and pump rotor (6).
Install spacer (2), "O" ring (8) and end cover (9).
Install the seven retaining screws (10). The one screw
with the pin attached should be in location identified
as "7" in Fig. 43. Tighten the screws in the order
shown in Fig. 43, first to 11 N.m (8 ft.-lbs.), then to
Fig. 44~Disconnectpoints on right side of tractor for spiit
between engine and transmission.
1. Support bracket
2. Heater hose 5. Fuel shut-off cable
3. Starter 6. Throttle cable
4. Fuel supply line 7. Heater shut-off valve
Fig. 45—Disconnect points on right side of tractor for spiit
between engine and transmission.
1. Steering lines
2. Transmission oil cooler lines 3. Engine oil cooler lines
Paragraph 31
28.4 N.m (21 ft.-lbs.) torque. Install relief valve as-
sembly (32 through 36—Fig. 40) if removed. If setting
of plug (34) has been disturbed, refer to paragraph 24
for checking and adjusting relief valve pressure.
ENGINE AND
COMPONENTS
R&R ENGINE AND CLUTCH
All Models
31. Disconnect battery cables. Remove engine side
panels, exhaust pipe, hood top panels and engine fan
side shields. Disconnect wiring harness from starter
motor, then unbolt and remove starter motor (3—Fig.
44). Disconnect engine wiring harness from mein
harness at connector located at rear of engine, or
disconnect wiring from alternator, engine sensors,
radiator and fuel tank and move wiring clear of the
engine. Disconnect fuel supply line (3). Disconnect
the foot throttle control cable (5) and hand throttle
control cable (6). If equipped with mechanical fuel
shut-off, disconnect fuel shut-ofF cable. Remove bolts
attaching support bracket (1) to engine rear plate.
Disconnect hydrostatic steering lines (1—Fig. 45) to
steering cylinder. Disconnect transmission oil cooler
lines (2). If engine is to be separated from front end,
disconnect engine oil cooler line (3).
On models with cab, close heater water control
valve (7—Fig. 44) and disconnect and plug the heater
supply hose (2) and retum hose (5—Fig. 46). If
Fig. 46—Disconnect points on ieft side of tractor for spiit
between engine and transmission.
1. Fuel transfer tube
2. Hydraulic inlet tube 5. Heater hose
3. Hydraulic outlet tube 6. Fuel return line
4. Air conditioner self-sealing fittings 7. Engine oil cooler line
31
Paragraph 32
equipped with air conditioner, disconnect refrigerant
lines at self-sealing fittings (4).
If equipped with side mounted fuel tank, drain fuel
and disconnect fuel transfer hose (1—Fig. 46) located
between side tank and front tank. Disconnect fuel
return line (6). If equipped with engine mounted
hydraulic pump, disconnect pump inlet tube (2) and
outlet tube (3). If engine is to be separated from front
end, disconnect engine oil cooler line (7).
Use split support stands designed for this series of
tractors, if available. Remove weights from front end.
Insert wedges between front axle and front support
to prevent tipping. If equipped with front-wheel
drive, remove the front axle drive shaft. Place sup-
ports under the front end of transmission housing
and support engine so that engine and front axle
assembly can be moved forward away from transmis-
sion. Remove the engine to transmission housing cap
screws, then carefully move engine and front axle
assembly straight forward away from transmission
and rear part of tractor.
Ib separate engine from front axle support, discon-
nect fuel supply and return lines. Drain cooling sys-
tem, then disconnect radiator hoses. If equipped with
air conditioner, unbolt and remove air conditioner
compressor from engine. Note that it is not necessary
to disconnect refrigerant lines from compressor. Move
and secure the compressor so that it can be removed
with the front axle support. Be sure that both the
engine and front axle are securely supported, then
remove screws attaching engine to front axle support
and separate.
Reassemble tractor by reversing the disassembly
procedure. Note that it may be necessary to rotate the
flywheel or transmission input shaft slightly to align
shaft splines with clutch disc splines during reassem-
bly.
CYLINDER HEAD
All Models
32. REMOVE AND REINSTALL. To remove the
cylinder head, proceed as follows: Disconnect battery
cables. Remove engine side panels. Remove the ex-
haust pipe and muffler. Remove the hood panels.
Drain engine coolant, then disconnect radiator top
hose. If equipped with cab, close heater hose shut-off
valves, then disconnect and plug heater hoses. Re-
move the air cleaner to intake manifold tube. Remove
the air cleaner assembly. Remove the turbocharger
from 7740 and 8340 models. On all models, close fuel
supply valve at tank and remove the complete fuel
fllter assembly. Remove fuel injectors as outlined in
paragraph 78. Remove the intake manifold. Remove
the alternator. Remove air conditioner compressor, if
equipped, from engine. It is not necessary to discon-
nect refrigerant lines from the compressor. Remove
32
FORD
radiator as outlined in paragraph 87, then remove
water pump as outlined in paragraph 88. Detach
ventilation tube from rocker cover, remove rocker
cover, then remove rocker arm assembly and push
rods. Remove the cylinder head retaining screws,
then lift cylinder head from engine.
NOTE: If cylinder head gasket has failed, check
the mating surfaces of the cylinder head and biock
for flatness or evidence of erosion.
Cylinder head should be flat within 0.03 mm (0.001
in.) in any 25.4 mm (1 in.) length or a maximum of
0.127 mm (0.005 in.) overall. Cylinder head surface
may be machined lightly if not within specifled flat-
ness or surface is rough, but valves must not be too
close to gasket surface and cylinder head retaining
screws must not bottom in threaded holes in block.
Depth of inlet valve face from head gasket surface
of cylinder head should be within the range of 0.86-
1.32 mm (0.034-0.052 in.). Depth of exhaust valve
face should be within the range of 1.2-1.6 mm (0.047-
0.065 in.).
Check cylinder head mounting screws for bottom-
ing as follows: Tum crankshaft until none of the
pistons are at TDC, then install cylinder head on
block without gasket. Install and hand tighten cylin-
der head retaining screws, including those which
pass through rocker shaft stands. Measure clearance
between bottom face of each bolt head and cylinder
head by attempting to insert a 0.25 mm (0.010 in.)
feeler gauge between screw and cylinder head. If
clearance exceeds 0.25 mm (0.010 in.), use a 9/i6-13
UNC-2A thread tap to increase the thread depth, or
renew cylinder head.
Cyhnder block should be flat within 0.03 mm (0.001
in.) in any 152 mm (6 in.) length or a maximum of
0.08 mm (0.003 in.) overall. Cylinder block may be
machined lightly if not within specifled flatness, but
top of piston at TDC must not stand more than 0.58
mm (0.023 in.) above the gasket surface of naturally
aspirated engines, or more than 0.3 mm (0.012 in.)
above gasket surface of turbocharged engines. If
block is surfaced, be sure to check head retaining
screws for bottoming as described in the previous
paragraph.
Do not use gasket sealer or compound when reas-
sembling and be sure that head gasket is correctly
positioned on the two dowel pins. Install rocker arms
and shaft as outlined in paragraph 33. Lubricate
cylinder head retaining screws before installing, then
tighten in three steps following sequence shown in
Fig. 47 or Fig. 48. First tighten screws to 156 N.m
(115 ft.-lbs.); second tighten all screws to 190 N.m
(140 ft.-lbs.); then tighten screws to 217 N.m (160
ft.-lbs.) flnal torque. Cylinder head retaining screws
should only be tightened when engine is cold. Adjust
valve clearance as described in paragraph 34. Reas-
semble by reversing disassembly procedure. Tighten
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
FRONT
inlet manifold retaining screws to 35 N.m (26 ft.-lbs.),
exhaust manifold screws to 38 N.m (28 ft.-lbs.) and
exhaust pipe to flange nuts to 31 N.m (23 ft.-lbs.)
torque. Reinstall rocker arm cover retaining screws
to 24 N.m (18 ft.-lbs.) torque. Bleed fuel injection
system as outlined in paragraph 71.
ROCKER ARMS
All Models
33. The rocker arms can be removed after removing
rocker arm cover. Loosen the cylinder head screws
that retain the rocker arm assembly (Fig. 49) evenly
and alternately. Five screws are used on four cylinder
models; seven screws on six cylinder models. Lift the
cylinder head bolts, shaft and rocker arms away from
the engine as an assembly.
Remove the cylinder head bolts from rocker sup-
ports, then separate components from rocker shaft.
Rocker arms and shaft should not show excessive
wear. Inside diameter of new rocker arm is 25.48-
25.50 mm (1.003-1.004 in.) and diameter of new shaft
is 25.40-25.43 mm (1.000-1.001 in.). Inside diameter
of supports should be 25.45-25.50 mm (1.002-1.004
in.).
When reassembling, be sure that notch (N—Fig.
49) is up and toward front end of engine so that rocker
arm oiling holes will be correctly positioned. Back
each of the rocker arm adjusting screws (4) out two
turns before installing on engine. Tighten the rocker
Paragraphs 33-34
Fig. 47—Cylinder head retaining
screws for four-cyiinder engines
shouid be tightened in sequence
shown. Refer to text for torque vaiue
and procedure.
Fig. 48—Cyiinder head retaining
screws for six-cyiinder engines
shouid be tightened in sequence
shown. Refer to text for torque vaiue
and procedure.
support retaining screws evenly until seated against
head, then tighten to the recommended torque as
outlined in paragraph 32. Adjust valve clearance as
described in paragraph 34. Reinstall rocker arm cover
retaining screws to 24 N.m (18 ft.-lbs.) torque.
. , • I • .
VALVE CLEARANCE
All Models
34, CHECK AND ADJUST. Valve clearance (tap-
pet gap) should be set with engine cold. Correct
clearance is 0.36-0.46 mm (0.014-0.018 in.) for inlet;
0.43-0.53 mm (0.017-0.021 in.) for exhaust valves.
There are two different procedures that can be used
when checking and adjusting valve clearance. The
following procedure requires stopping the crankshaft
at four specific positions for four cylinder models
(firing order 1-3-4-2), or six specific positions for six
cylinder models (firing order 1-5-3-6-2-4). To adjust,
loosen flywheel timing hole cover retaining screw
(located on right side of engine rear plate) and swing
cover out of the way. Tum crankshaft until 0° mark
on flywheel is aligned with timing hole, then check
the two front (No. 1 cylinder) rocker arms. If rocker
arms are loose (valves closed), front (No. 1) piston is
at top dead center of compression stroke. If two front
rocker arms are not loose, rotate crankshaft one com-
plete turn and recheck rocker arms. Use a feeler
gauge (1—Fig. 50) to measure clearance between
rocker arm (2) and valve stem end (3) for No. 1
33
 FORD

P/g. 49—Partially exploded view of

3 4 5 3 6 7 rocker arm assembly. Cylinder head re-
taining screws (1) aiso retain the rocker
arm shaft supports (2). Notch (N) in end
of shaft must be up and toward front of
engine.
N. Notch 10. Valve retainer
1. Cylinder head 11. Stem seal
screws 12. Spring
2. Shaft support 13. Inlet valve
3. Rocker arms 14. Push rod
4. Adjusting screws 15. Cam follower
5. Spring 16. Valve retainer
6. Spacer sleeve
12 7. End plug 17. Exhaust rotator
8. Rocker arm shaft 18. Exhaust valve
9. Retainer key 19. Camshaft

13

E I E I E 1 E

Fig. 50—Adjust valve clearance with engine cold. Refer to

text for procedure.
1. Feeler gauge 3. Rocker arm
2. Valve stem 4. Adjusting screw

cylinder inlet and exhaust, and tum adjuster screw
(4) to adjust clearance. Tum crankshaft in normal
direction of rotation (clockwise viewed from front)
until next piston in firing order is at top dead center
and repeat adjustment procedure for that cylinder.
Repeat for remainder of valves.
Valves can also be adjusted statically with the
crankshaft set in only two positions using Fig. 51 and
Fig. 52 as a guide. Turn the crankshaft until the 0°
mark onflywheelis aligned with timing hole (right
side of engine rear plate), then check the two front
rocker arms. If rocker arms are loose, No. 1 piston is
on compression stroke and the valves indicated in
Fig. 51 can be adjusted. If the front two rocker arms
are tight, adjust the valves indicated in Fig. 52. In
either event, tum the crankshaft exactly one com-
plete revolution and adjust remaining valves as indi-
cated in the other illustration.
I E I E I E I E I E
Fig, 51—When the front cylinder Is at Top Dead Center on
compression stroke, the vaives indicated can be ad-
Justed, Then, turn the crankshaft exactiy one complete
revolution and adjust the valves indicated in Fig. 52.
Illustration for four cylinder models is shown at top and
six cylinder modeis is shown at bottom.
Reinstall rocker arm cover and tighten retaining
screws to 24 N-m (18 ft.-lhs.) torque after clearances
are correctly set.
VALVES, STEM SEALS AND SEATS
All Models
35. Each exhaust valve is equipped with a two-
piece valve rotator and an umbrella t3^e seal. Inlet

34
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 35 (Cont.)

Fig. 54—Raising and iowering vaive seats. Refer to text

for procedure.
1. Lowering valve seat 2. Raising valve seat

minutes (29.25-29.5 degrees). Inlet valve seats (2—

Fig. 53) should have 30 degrees to 30 degrees 30
minutes (30.0-30.5 degrees), providing an interfer-
I E 1 E 1 E I E I E I E ence angle of 30 minutes to 1 degree 30 minutes
Fig. 52—When the front cylinder is at Top Dead Center on (0.5-1.5 degrees).
exhaust stroice, adjust the indicated vaives. The valves
indicated in Fig. 51 can be adjusted after turning the Correct face angle for exhaust valves is within
crankshaft exactly one revoiution. iiiustration for four range of 44 degrees 15 minutes to 44 degrees 30
cyiinder modeis is shown at top and six cyiinder modeis minutes (44.25-44.5 degrees). Exhaust valve seats
is shown at bottom. should have 45 degrees to 45 degrees 30 minutes
(45.0-45.5 degrees), providing an interference angle
of 30 minutes to 1 degree 30 minutes (0.5-1.5 de-
grees).
The valve seat width should be 1.9-2.4 mm (0.078-
0.098 in.) for inlet and 1.8-2.3 mm (0.072-0.092 in.)
for exhaust. The valve seat should contact the valve
in approximately the center of the valve face. The
valve seat may be lowered by removing material from
top of valve seat (1—Fig. 54) using 15° stone for inlet
seat or 30° stone for exhaust seat. Valve seat may be
raised by removing material from bottom of seat (2)
Fig. 53—Vaive seat dimensions. Refer to text for specifi- using 45° stone for inlet and 60° stone for exhaust.
cations.
Refer to the following valve, seat, stem and guide
1. Valve head-to-cylinder head depth
2. Valve seat angle 3. Valve seat width
specifications.

Inlet Valve and Seat

valve stems are also fitted with umbrella type oil Valve stem diameter (standard). . . 9.426-9.446 mm
seals. Both inlet and exhaust valves seat on renew- (0.3711-0.3719 in.)
able type valve seat inserts that are a shrink fit in Valve stem to guide clearance 0.023-0.069 mm
cylinder head. Inserts are available in oversize as (0.0009-0.0027 in.)
well as standard sizes. If oversize valve seat is in- Valve seat width 1.93-2.5 mm
stalled, stamp "os" into exhaust side of cylinder head, (0.078-0.098 in.)
aligned with oversize seat. Valves with 0.38 or 0.76
mm (0.015 or 0.030 in.) oversize stems are available
Valve seat run out—
for service.
Maximum 0.051 mm (0.002 in.)
Depth of inlet valve face from head gasket surface
of cylinder head (1—Fig. 53) should be within the Depth of Valve Face to Head Gasket Surface—
range of 0.86-1.32 mm (0.034-0.052 in.). Depth of Range 0.86-1.32 mm (0.034-0.052 in.)
exhaust valve face should be within the range of
1.2-1.6 mm (0.047-0.065 in.). ; Exhaust Valve and Seat
Correct face angle for inlet valves is within Valve stem diameter (standard). . . 9.401-9.421 mm
range of 29 degrees 15 minutes to 29 degrees 30 (0.3701-0.3709 in.)

35
Paragraphs 36-38
Valve stem to guide clearance . . . . 0.048-0.094 mm
(0.0019-0.0037 in.)
Valve seat width 1.8-2.3 mm
(0.072-0.092 in.)
Valve seat run out —
Maximum 0.051 mm (0.002 in.)
Depth of Valve Face to Head Gasket Surface—
Range 1.2-1.6 mm (0.047-0.065 in.)
VALVE GUIDES AND SPRINGS
All Models
36. Inlet and exhaust valve guides are integral vdth
the cylinder head and are not renewable. Valve stem
to guide clearance should be 0.023-0.069 mm (0.0009-
0.0027 in.) for the inlet valves; 0.048-0.094 mm
(0.0019-0.0037 in.) for exhaust valves. Both inlet and
exhaust valves with 0.38 or 0.76 mm (0.015 or 0.030
in.) oversize stems are available for service. Guides
can be reamed oversize and valve with oversize stem
fitted. If oversize valve is installed, stamp "ov" into
exhaust side of cylinder head, aligned with oversize
valve. Machine valve seat after reaming guide to
make sure seat is concentric with guide. If valves with
oversize stems were installed by the factory, heads
will be marked "15," or *^0150S" on exhaust side
adjacent to the effected valve.
Inlet and exhaust valve springs are interchange-
able. Free length should be 60.7 mm (2.39 in.) and
installed length is 47-49.6 mm (1.86-1.95 in.). Springs
should be straight and square when removed. Renew
spring if not square, shows evidence of rusting or is
otherwise questionable. Springs should exert the fol-
lowing pressure when compressed to the following
test heights.
36
FORD
Pressure at 48.26 mm 28-31 Kg)
(1.9 in.) (61.96 lhs.)
Pressure at 35.69 mm 61-69 Kg)
(1.4 in.) (135-153 lbs.)
EXHAUST VALVE ROTATORS
All Models
37. The positive type valve rotators require no
maintenance, but each exhaust valve should rotate
slightly when engine is running. Observe the valves
vdth the engine running and install a new rotator on
any exhaust valve which does not tum.
TIMING GEAR COVER
All Models
38. REMOVE AND REINSTALL. Ib remove the
timing gear cover, first remove the main fuel tank as
outlined in paragraph 67 and radiator as outlined in
paragraph 87. Refer to paragraph 5 (for two-wheel
drive models) or paragraph 20 (for four-wheel drive
models) and separate the front support and axle from
engine. Be careful not to lose or damage shims located
between front support and engine. Keep shims sepa-
rate and label for installation in same location.
Attach a wrench (W—Fig. 55) to belt tensioner bolt
as shown, raise wrench and tensioner, then remove
the drive belt. Remove screw (S) and tensioner assem-
bly after helt is removed. Drain engine oil and remove
the oil pan. Remove screw (1—Fig. 56), then use a
suitable puller to remove crankshaft pulley (2). Re-
move the auxiliary hydraulic pump if so equipped.
Remove the cover retaining screws, then remove
front cover (5) from dowel pins. The diesel fuel injec-
tion pump drive gear cover does not need to be re-
moved from timing gear cover.
Fig. 55—Attach wrench (W) to tensioner
boit as shown and iift up untii beit can be
removed from puiieys. Longer beit shown
at ieft is used for modeis with air condi-
tioner compressor.
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 39

35
34

29

2526 27
Fig. 56-—Exploded view of timing gears and cover.
1. Cap screw 11 Idler gear 21. Dowel pin
2. Crankshaft gear 12 Cap screw 22. Oil pump drive gear 31. Crankshaft
3. Cover plate 13 Camshaft gear 23. Cap screw 32. Oil seal
4. Gasket 14 Cap screw 24. Key 33. Cover
5. Timing gear cover 15 Thrust plate 25. Spacer 34. Cover plate
6. Gasket 16 Spacer 26. Oil seal 35. Rear plate
7. Engine front plate 17 Bushing 27. "0" ring 36. Flywheel
8. Gasket 18 Cam follower 28. Crankshaft gear 37. Gasket
9. Cap screw 19 Key 29. Main bearings 38. Gasket
10. Adapter shaft 20 Camshaft 30. Thrust bearing 39. Cover

Refer to paragraphs 39, 40, 41, 42 and 43 for

servicing timing gears.
Clean gasket surfaces of engine front plate and
timing gear cover, then reverse removal procedure to
install timing gear cover. Tighten the front cover
retaining screws (1 and 3—Fig. 57) to 34-41 N.m
(25-30 ft.-lbs.) torque and screws (2 and 4) to 18-24
N.m (13-18 ft.-lbs.) torque. Screws retaining oil sump
to block should be tightened to 23 N.m (17 ft.-lbs.)
torque. Tighten crankshaft pulley retaining screw to
224 N.m (165 ft.-lbs.) torque.
Reattach front axle, radiator and front support to
engine by reversing removal procedure. Be sure to
install shims, located between front support and en-
gine, in original location.

TIMING GEARS
Fig. 57—Screws attaching timing gear cover shouid be
instaiied in locations as shown.
All Models
1. Nine 3/8-16 x 2 inch
2. Four 5/16-18 X 2 inch 4. Two 5/16-18 X 2 1/2 inch 39» Before removing any gears, first refer to para-
3. Two 3/8-16 X 3 inch 5. Two 5/16-18 X 1/2 inch graph 33 and remove the rocker arm assembly to

37
Paragraphs 40-42
13
11 28
Fig. 58—View showing timing marks (cirded) aiigned on
crankshaft gear (1), camshaft drive (idier) gear (2), cam-
shaft gear (3) and injection pump drive gear (4).
4. Injection pump gear 13. Camshaft gear
11. Idler gear 28. Crankshaft gear
avoid possible damage to the piston or valve train.
Damage could result if either camshaft or crankshaft
is turned independently from the other unless the
rocker arms are removed.
The timing gear train consists of the crankshaft
gear (28—Fig. 58), camshaft drive (idler) gear (11),
camshaft gear (13) and fuel injection pump drive gear
(4). .
40. CAMSHAFT DRIVE (IDLER) GEAR AND
SHAFT. Ib inspect or remove the camshaft drive
(idler) gear and adapter, first remove the timing gear
cover as outlined in paragraph 38. Check end play
(Fig. 59) and hacklash between idler gear and other
timing gears before removing the gear. Backlash be-
tween the crankshaft gear (28—Fig. 58) and idler
Fig. 59—Measure end piay of camshaft t>efore removing
camshaft or gear. Screwdriver (S) can be used to gentiy
push the camshaft and gear forward whiie using a feeier
gauge (F) to measure the gap between thrust piate (25)
and rear surface of gear (13).
38
FORD
gear (11) should be 0.025-0.23 mm (0.001-0.009 in.)
and should not exceed 0.46 mm (0.018 in.). Backlash
between the idler gear (11) and the camshaft gear (13)
should be 0.025-0.381 mm (0.001-0.015 in.) and
should not exceed 0.46 mm (0.018 in.). Backlash
between the idler gear (11) and fuel injection pump
drive gear (4) should be 0.025-0.30 mm (0.001-0.012
in.) and should not exceed 0.53 mm (0.021 in.). Cor-
rect end play on shaft (adapter) is 0.076-0.35 mm
(0.003-0.014 in.).
Remove the center screw (9—Fig. 56), then lift
adapter shaft (10) and gear (11) from face of cylinder
block. Inside diameter of bushing inside idler gear
should be 50.813-50.838 mm (2.005-2.0015 in.). Out-
side diameter of adapter shaft (10) should be 50.762-
50.775 mm (1.9985-1.9990 in.). Renew shaft
(adapter) and/or gear if bearing surfaces are wom
excessively. Inspect gear teeth for wear or scoring.
Tb install the idler gear, position crankshaft with
front (number 1) piston at top dead center and tum
the camshaft gear and fuel injection pump drive gear
so that timing marks point to the center of the idler
gear retaining screw. Install the idler gear (11—Fig.
58) so that all of the timing marks are aligned as
shown, then install adapter shaft and retaining
screw. Recheck timing marks after adapter shaft re-
taining screw is tightened to 237 N.m (175 ft.-lbs.)
torque.
41. CAMSHAFT GEAR. Ib remove the camshaft
gear (13—Fig. 56), first remove the timing gear cover
as outlined in paragraph 38. Check camshaft end play
and backlash between the camshaft gear (13) and
camshaft drive (idler) gear (11) before removing the
gear. Backlash should be 0.025-0.23 mm (0.001-0.009
in.) and should not exceed 0.46 mm (0.018 in.). Cam-
shaft end play can be measured with a feeler gauge
as shown in Fig. 59 with camshaft pried forward.
Measure clearance (end play) between rear face of
gear (13) and front face of thrust plate (15). Correct
end play is 0.051-0.18 mm (0.002-0.007 in.).
Remove the rocker arm assembly as outlined in
paragraph 33 and the camshaft drive (idler) gear as
outlined in paragraph 40. Damage could result if
either camshaft or crankshaft is turned inde-
pendently from the other unless the rocker arms are
removed. Remove the camshaft gear center retaining
screw and washer, then pull the gear from the shaft.
Camshaft gear should be a tight hand push fit on
shaft.
Install new spacer (16—Fig. 56) and thrust plate
(15) before installing gear (13). Tighten screw retain-
ing front gear on camshaft to 69 N.m (51 ft.-lbs.) and
screws retaining thrust plate (15) to cylinder block to
47 N.m (35 ft.-lbs.) torque.
42. CRANKSHAFT GEAR. The crankshaft gear
(28—Fig. 56) is a shrink fit to the crankshaft and
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
should not be removed unless a new gear is to be
installed. It is necessary to remove the complete
crankshaft before removing old gear and installing
new gear.
Backlash between the crankshaft gear (28) and
idler gear (11) should he 0.025-0.23 mm (0.001-0.009
in.) and should not exceed 0.46 mm (0.018 in.).
Ib remove the crankshaft gear, first remove the
engine as outlined 31. Remove the engine clutch and
fijnvheel as outlined in paragraph 57, attach the
engine to an engine stand and remove the engine
sump. Refer to paragraph 56 and remove the engine
balancer from four cylinder models. On all models,
unbolt and remove the timing gear cover as outlined
in paragraph 38, rocker arm assembly as outlined in
paragraph 33 and the camshaft drive (idler) gear as
outlined in paragraph 40. Damage could result if
either camshaft or crankshaft is turned inde-
pendently from the other unless the rocker arms are
removed. Unbolt and remove the fiywheel (36—Fig.
56), engine rear plate (35) and rear seal cover (33).
Invert engine, then unbolt and remove the connecting
rod caps and main bearing caps. Be careful to protect
crankshaft journals and bearings from damage, then
lift crankshaft from block.
Remove the spacer (25), if not already off. It will be
necessary to heat gear (28) before pressing from the
crankshaft.
When installing, new gear should be heated before
pressing into place. Align slot in gear with keyway in
crankshaft and with the front crankpin. Make certain
that thrust bearing (30) is installed on center main
joumal. New connecting rod bolts should be used
when assembling. Be sure that notches in rod and cap
and the tangs of the bearing liners are on the same
side of the engine. Cylinder numbers are usually
stamped on the same side as notches for the tangs.
Tighten the connecting rod retaining nuts to 149 N.m
(110 ft.-lbs.) torque and main bearing cap retaining
screws to 197 N.m (145 ft.-lbs.) torque. Refer to para-
graph 55 for installation of the crankshaft rear oil
seal cover. Refer to paragraph 56 for installation and
timing the balancer of four cylinder models.
43, INJECTION PUMP DRIVE GEAR. Refer to
paragraph 82 for removal or other service procedures
to the injection pump drive gear.
CAMSHAFT AND BEARINGS
All Models i 45. The cam followers (tappets) can be removed
44. Tb remove the camshaft, first remove the engine
as outlined in paragraph 31. Remove the engine
clutch and fiywheel as outlined in paragraph 57,
attach the engine to an engine stand and remove the
engine sump. Refer to paragraph 56 and remove the
engine balancer from four cylinder models. On all
Paragraphs 43-45
models, remove the rocker arm assembly as outlined
in paragraph 33 and withdraw push rods. Unbolt and
remove the timing gear cover as outlined in para-
graph 38 and remove camshaft drive (idler) gear as
outlined in paragraph 40. Damage could result if
either camshaft or crankshaft is turned inde-
pendently from the other unless the rocker arms are
removed. Check camshaft end play (Fig. 59) and
backlash between the camshaft gear (13—Fig. 58)
and camshaft drive (idler) gear (11) before removing
the camshaft or gear. Refer to paragraph 41 for check-
ing procedures and for removal of the camshaft gear.
Unbolt and remove the fiywheel (36—Fig. 56) and
engine rear plate (35). Invert engine assembly to
allow the cam followers (18) to fall away from the
camshaft. Note that even with engine inverted it may
he necessary to push cam followers away from cam-
shaft. Work through opening in rear of cylinder block
to pull gear (22) and camshaft (20) carefully from the
rear of the cylinder hlock.
The camshaft is supported in three renewable
bushings of four cylinder engines, five renewable
bushings of six cylinder engines. Journals are 60.693-
60.719 mm (2.3895-2.3905 in.) diameter and should
have 0.025-0.076 mm (0.001-0.003 in.) clearance in
the installed bushings. Bushings can be removed and
installed using a suitable piloted bearing driver.
NOTE: Be sure to align oil holes in busiiings with
the oii passages in the cylinder block. . |
New camshaft bushings are presized and should
not require resizing if carefully installed using proper
size tool.
Install camshaft hy reversing the removal proce-
dure. Refer to Fig. 58 and paragraph 40 for installing
and timing camshaft drive (idler) gear. Tighten screw
retaining oil pump drive gear (22—Fig. 56) and screw
retaining front gear (13) on camshaft to 69 N.m (51
ft.-lbs.) torque. Tighten screws retaining thrust plate
(15) to cylinder block to 47 N.m (35 ft.-lhs.) torque.
Refer to paragraph 55 for installing the rear seal
retaining cover (33).
Refer to paragraph 56 for installation and timing
the balancer of four cylinder models.
CAM FOLLOWERS
All Models
from below after removing the engine camshaft as
outlined in paragraph 44. Cam followers (18—Fig.
56) are 25.118-25.130 mm (0.9889-0.9894 in.) diame-
ter and operate in unbushed cylinder block bores.
Desired clearance is 0.015-0.053 mm (0.0006-0.0021
in.) in the 25.15-25.17 mm (0.990-0.991 in.) diameter
bores.
39
^^. J
Paragraphs 46-48
CONNECTING ROD AND PISTON UNITS
All Models
46. The connecting rod and piston units can be
removed from above after removing the cylinder head
and oil sump. On four cylinder models, refer to para-
graph 56 for removal and installation of the balancer
assembly. On all models, be sure to remove the top
ridge from the cylinder bores before attempting to
withdraw rod and pistons assemblies.
Connecting rod and bearing cap are numbered to
correspond to their respective cylinder bores. When
renev^ng the connecting rod, be sure to stamp the
cylinder number on new rod and cap.
When assembling, it is important that letter or
grade identification mark (M—Fig. 60) on top of pis-
ton is aligned with side of connecting rod which has
"pip" (P) in center of beam and both should be toward
front of engine. Snap ring retaining piston pin should
be installed with opening (S) down as shown.
Be sure that notches in rod and cap and the tangs
of the bearing liners are on the same side of the
engine. Cylinder numbers are usually stamped on the
same side as notches for the tangs. New connecting
rod bolts should be used when assembling.
Tighten the connecting rod retaining nuts to 149 N»m
(110 ft.-lbs.) torque. Refer to paragraph 56 for instal-
lation and timing balancer of four cylinder models.
PISTONS AND RINGS
All Models
47. Pistons for naturally aspirated engines (N—
Fig. 60) are fitted with two conventional, straight-
sided compression rings and one oil control ring, with
expander. Pistons for turbocharged engines (T—Fig.
60) are fitted with a "keystone" ring in the top groove,
one conventional straight-sided second ring and a
40
FORD
Fig, 60—instaii piston rings in
grooves as shown. Rings for natu-
raiiy aspirated engine are shown at
ieft (N) and right view (T) is for turbo-
charged engine, identification marie
(M) on top of piston and "pip" (P) on
beam of rod shouid be toward front of
engine.
conventional oil control ring, with expander, in the
bottom groove.
Insert each piston ring squarely into its respective
cylinder bore and measure ring end gap using a feeler
gauge. Ring end gap should be 0.38-0.84 mm (0.015-
0.033 in.) for top ring, 0.66-1.12 mm (0.026-0.044 in.)
for second compression ring and 0.38-0.84 mm (0.015-
0.033 in.) for bottom, oil control ring.
Using new piston rings, insert ring in piston ring
groove and measure ring side clearance in groove
using a feeler gauge. Ring side clearance should be
0.112-0.115 mm (0.0044-0.0061 in.) for top ring,
0.099-0.142 mm (0.0039-0.0056 in.) for second com-
pression ring and 0.061-0.104 mm (0.0024-0.0041 in.)
for oil control ring. Renew piston if side clearance
exceeds specifications.
Install top (1—Fig. 60) and second (2) compression
rings with the word "TOP" on face of ring toward top
of piston. On naturally aspirated engines, the conven-
tional top ring will have a straight inner face and may
have a beveled outer diameter. The outer chamfer
(bevel) should be toward the top. The "keystone" top
ring has a beveled edge on inside diameter, which
should be toward the top. The second ring of all
models may have a beveled or stepped inner diameter
that should be toward bottom of the piston. The oil
control ring and expander may be installed with
either side up. Rings with a dot or "TOP" mark on side
of ring should be assembled with marked side toward
top of the piston, regardless of type of ring. Rings
should be positioned so that end gaps are 40 degrees
apart and there are no end gaps on thrust (left) side
of' piston. Piston ring sets are available in standard
size and oversize.
PISTONS AND CYLINDERS
All Models
48. Turbocharged engines are equipped with pis-
tons fitted with "keystone" top rings, conventional
(straight sided) second compression rings and oil
control rings. Naturally aspirated engines are fitted
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
with conventional compression rings and oil control
rings. Oversized pistons are available for all models.
Cylinders can be fitted with thin wall sleeves if
boring cylinder oversize will exceed the largest avail-
able oversize piston. The thin walled sleeves should
only be used with standard size or 0.10 mm (0.004
inch) oversized pistons.
Standard cylinder bore diameter is 111.778-
111.841 mm (4.4007-4.4032 in.) for all models. Cylin-
der bore out of round should be less than 0.03 mm
(0.0015 in.) and should be corrected if more than
0.127 mm (0.005 in.). Cylinder bore taper should be
less than 0.025 mm (0.001 in.) and should be cor-
rected if taper exceeds 0.127 mm (0.005 in.).
Cylinder head surface of block should be fiat within
0.08 mm (0.003 in.) over any 152 mm (6 in.) surface
and should have less than 0.03 mm (0.001 in.) differ-
ence over any 25.4 mm (1 in.) surface. Cylinder block
may be machined lightly if not within specified fiat-
ness, but top of piston at TDC must not stand more
than 0.58 mm (0.023 in.) above the gasket surface of
naturally aspirated engines, or more than 0.3 mm
(0.012 in.) above gasket surface of turbocharged en-
gines. After resurfacing cylinder block or head, be
sure to check head retaining screws for bottoming as
described in the following paragraph.
TD check cylinder head retaining screws for bottom-
ing, tum crankshaft until none of the pistons are at
TDC, then install cylinder head on block without
gasket. Install and hand tighten cylinder head retain-
ing screws, including those which pass through
rocker shaft supports. Measure clearance between
bottom face of each bolt head and cylinder head by
attempting to insert a 0.25 mm (0.010 in.) feeler
Paragraph 49
gauge between screw and cylinder head. If clearance
exceeds 0.25 mm (0.010 in.), use a 9/i6-13 UNC-2A
thread tap to increase the depth of the cylinder block
threads.
Assemble, seal and tighten cylinder block plugs as
follows. Plugs (1 through 5—Fig. 61) are located on
left side of block. Apply anaerobic sealer ESE-
M4G195-A or equivalent to plug (1) and tighten to
8-14 N.m (6-10 ft.-lbs.) torque. Apply polyester ure-
thane sealer SP-M4G9112-A or equivalent to switch
(2) and tighten to 24-34 N.m (18-25 ft.-lbs.) torque.
Apply polyester urethane sealer SP-M4G9112-C or
equivalent to plug (3) and tighten to 68-95 N.m (50-70
ft.-lbs.) torque. Apply polyester urethane sealer SP-
M4G9112-Aor equivalent to plugs (4) and tighten to
24-34 N.m (18-25 ft.-lbs.) torque. Apply polyester
urethane sealer SP-M4G9112-Aor equivalent to plug
(5) and tighten to 27-47 N.m (20-35 ft.-lbs.) torque.
Plug (6) is a drive plug on front of block. Plugs (7, 8
and 9) are located on left side of block. Apply polyester
urethane sealer SP-M4G9112-Aor equivalent to plug
(7) and tighten to 24-34 N.m (18-25 ft.-lbs.) torque.
Apply polyester urethane sealer SP-M4G9112-A or
equivalent to plug (8) and tighten to 8-14 N.m (6-10
ft.-lbs.) torque. Use anaerobic sealer ESE-M4G217-A
or equivalent on drive plugs (9). Tighten plug (10),
located on rear of cylinder block, to 54-81 N.m (40-60
ft.-lbs.) torque. Use anaerobic sealer ESE-M4G217-A
or equivalent on drive plug (11). Do not use any
sealer on oil jets (12). Coat oil jets v^ith engine
oil before assembling,
49. INSTALLING SLEEVES. The thin walled
sleeves should be selectively and carefully fitted to
Fig. 61—Refer to paragraph 48 for cor-
rect seaier and tightening torques to
cyiinder biocic plugs.
41
Paragraphs 50-51 FORD

Piston skirt to cylinder clearance should be 0.140-

45° 0.165 mm (0.0055-0.0065 in.). The top of the piston
should protrude 0.28-0.58 mm (0.011-0.023 in.) above
the head surface of the cyhnder block of naturally
aspirated engines and 0-0.3 mm (0-0.012 in.) above
the head surface of the cylinder block of turbocharged
models.

PISTON PINS

All Models
51. The floating type piston pins are retained in
piston bosses hy snap rings and are available in
standard size only, which is 38.095-38.100 mm
(1.4998-1.5000 in.) diameter for naturally aspirated
engines and 41.270-41.275 mm (1.6248-1.6250 in.) for
Fig. 62—Refer to the diagram above and the foiiowing
dimensions when fitting the thin-waiied sieeves to cylin-
turbocharged engines. On all models, the piston pin
ders. should have 0.0030-0.0140 mm (0.00012-0.00055 in.)
1. Sleeve average diameter clearance in the pin bosses at 21° C (70° F). The piston
2. 114.3-116.0 mm 5. 211 mm (8.31 in.) pin should have 0.013-0.025 mm (0.0005-0.0010 in.)
(4.454-4.456 in.) 6. 215 mm (8.46 in.) clearance in rod bushing.
3. 4.572-5.080 mm 7. 0.127-1.0 mm
(0.180-0.200 in.) (0.005-0.040 in.) When installing new bushing for piston pin, split
4. 209 mm (8.26 in.) 8. 0.5 mm (0.020 in.) (S—Fig. 63) of bushing should be at right angle to the
centerline of rod. Drill oil hole in new bushing to 4.6
the block bore. Cylinder counterbore depth is critical mm (0.187 inch) after bushing is pressed into the
and should be carefully done. connecting rod. After installation, side faces of bush-
ing must he machined to match the tapered side faces
Tb install sleeves, first measure sleeve outside di-
of connecting rod. Ream the hushing to provide the
ameter in at least four different locations to deter-
correct pin to bushing clearance. Specified finished
mine the average diameter. Counterbore the cylinder
block to a diameter (1—Fig. 62) that is 0.025-0.076 diameter of bushing is 38.113-38.120 mm (1.5005-
mm (0.001-0.003 in.) smaller than the sleeve average 1.5008 in.) for naturally aspirated engines and
diameter to a depth (4) of 209 mm (8.26 in.) from top 41.288-41.259 mm (1.6255-1.6258 in.) for turbo-
surface of block. Make sure that step (3) at bottom of charged engines.
hlock is at least 4.572 mm (0.180 in.) tall. Bore inside The connecting rod should be attached to piston
diameter (2) of step to diameter of 114.3-116.0 mm with identification mark (M—Fig. 60) on top of piston
(4.454-4.456 in.). Clean and dry sleeve and cylinder aligned with "pip" (P) on beam of rod. Opening of snap
bore, then apply light coat of ESA-MIC75-B or ring (S) should be toward bottom as shown.
equivalent grease to outer diameter of sleeve. Press
sleeve into bore until bottom is against step. Sleeve
should protrude 0.127-1.0 mm (0.005-0.040 in.) from
top of block (7). Bore the sleeve to a diameter of
110.00-111.76 mm (4.3985-4.400 in.). Machine top of
hlock and sleeves so that sleeves are fiush with top
surface of hlock. Make sure that 45'' chamfer at top
of sleeve is maintained to a depth (8) of 0.5 mm (0.020
in.). Round the sharp bottom edge of sleeve before
honing sleeve to final size. Piston skirt to cylinder
clearance should be 0.140-0.165 mm (0.005-0.0065
in.). Do not attempt to install pistons larger than 0.10
mm (0.004 in.) oversized v^hen block is fitted with
sleeves.

50. FITTING PISTONS. Original diameter of

standard size pistons is 111.64-111.74 mm (4.3951- P/g, $3—When installing new connecting rod bushing,
4.3991 in.), measured at right angles to piston pin at make certain spiit (S) is at right angie to centeriine of rod.
bottom of the skirt. Oversized pistons are available. 1. Connecting rod 2. Bushing

42
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
When installing the piston, piston pin and connect-
ing rod assembly, it is important that identification
mark (M) and "pip" (P) are both toward front of
engine.
CONNECTING RODS AND BEARINGS
Paragraphs 52-53
Crankpin journal to bearing liner clearance can be
checked using "Plastigage." Specified clearance is
0.035-0.094 mm (0.0014-0.0037 in.). Bearing liners
are available in undersizes to permit machining the
crankshaft crankpin. Crankshaft crankpin should be
machined to one of the following undersizes to fit the
available undersize liners. ]•

AM Models Bearing Crankpin Journal

Undersize Diameter
52. Connecting rod big end bearings are precision 0.051 mm 69.789-69.799 mm
insert type, renewable from helow after removing the (0.002 in.) (2.7476-2.7480 in.)
oil pan and connecting rod bearing caps. When re- 0.254 mm 69.50-69.606 mm
moving the bearing caps, notice which side of the (0.010 in.) (2.7400-2.7404 in.)
engine the cylinder identification numbers are lo- 0.508 mm 69.342-69.352 mm
cated. Normally the identification numbers are lo- (0.020 in.) (2.7300-2.7304 in.)
cated on the side away from the camshaft. It is 0.762 mm 69.088-69.098 mm
important that the pistons be installed in the cylinder (0.030 in.) (2.7200-2.7204 in.)
bore with the identification mark (M—Fig. 60) on 1.016 mm 68.834-68.844 mm
piston and "pip" (P) on connecting rod toward the (0.040 in.) (2.7100-2.7104 in.)
front of the engine. j
Refer to paragraph 46 for removal of the complete NOTE: When regrinding crankpin journals, main-
rod and piston units and to paragraph 51 for install- tain a 3.048-3.556 mm (0.12-0.14 in.) fillet radius and
ing new bushings for the piston pins. Refer to the chamfer oil hole after journal is ground to size.
following for connecting rod and crankshaft crankpin
specifications.
Connecting rod side float on crankshaft crankpin
Connecting Rod I should be 0.13-0.33 mm (0.0050-0.0130 in.). Install
Piston pin hushing ID— new connecting rod bolts. Lubricate bolt threads with
Naturally Aspirated 38.113-38.120 mm oil, then tighten rod cap nuts to 149 N.m (110 ft.-lbs.)
(1.5005-1.5008 in.) torque. ;
Turbocharged 41.288-41.259 mm
(1.6255-1.6258 in.) CRANKSHAFT AND MAIN BEARINGS
Rod twist, maximum 0.30 mm
(0.0120 in.)
Rod bend, maximum 0.10 mm All Models
(0.0040 in.)
53. Crankshaft of four cylinder models is supported
in five main bearings; in seven main bearings of six
Crankshaft Crankpin cylinder engines. Crankshaft end thrust is controlled
Standard Diameter — Blue . . 69.840-69.850 mm by the flanged main bearing (30—Fig. 64) liner lor
(2.7496-2.7500 in.) cated in the center of crankshaft for all models. Re-
Standard Diameter — Red 69.850-69.860 mm moval of the crankshaft requires removal of the
(2.7500-2.7504 in.) engine, oil pan, timing gear cover, clutch, flywheel,
Out of round, maximum . . 0.005 mm balancer assembly on four cylinder models, connect-
(0.0002 in.) ing rod caps and main bearing caps.
Connecting rod bearing liners may be of two differ- The main bearing liners can be removed and new
ent materials, copper-lead or aluminum-tin alloy. The liners rolled in without removing the crankshaft. Be
bearings will have an identification marking as fol- sure that all main bearing caps have an identification
lows: number before removing the cap so that all main
Copper-Lead "PV or "G" bearing caps will be reassembled in original location.
Aluminum-Tin "G" and "AL" Main bearing caps are machined with the block and
are not interchangeable.
NOTE: Engine may be assembled with bearing
liners of different material, but bearing liner halves Crankshaft main bearing liners may be of two
on a journai must be of the same material; that is, different materials, copper-lead or aluminum-tin al-
either both are copper-lead or both are aluminum- loy. The bearings will have an identification marking
tin alloy. as follows:

43
Paragraph 53 (Cont.) FORD

Fig. 64—Crankshaft rear seal cover (33)

aiso covers oii pump drive gear (22) and
engine oii pump.
32. Crankshaft
20. Camshaft rear oil seal
21. Pin 33. Cover
22. Oil pump 34. Access hole cover
drive gear 35. Rear plate
23. Screw 36. Flywheel
29. Main bearings 37. Gasket
30. Thrust bearing 38. Gasket
31. Crankshaft 39. Cover

35

Copper-Lead "PV" or "G" 0.508 mm 85.136-85.148 mm

Aluminum-Tin "G'* and "AL" (0.020 in.) (3.3518-3.3523 in.)
In production, crankshaft main bearing journals 0.762 mm 84.882-84.894 mm
are color coded to indicate diameters as follows: (0.030 in.) (3.3418-3.3423 in.)
1.016 mm 84.628-84.640 mm
Crankshaft Main Journal Diameter— (0.040 in.) (3.3318-3.3323 in.)
Blue 85.631-85.644 mm
(3.3713-3.3718 in.) NOTE: When regrlnding crankshaft main jour-
Red 85.644-85.656 mm nais, maintain a 3.048-3.556 mm (0.12-0.14 in.) fiiiet
(3.3718-3.3723 in.) radius and chamfer oii hoie after journai is ground
to size.
NOTE: Engine may be assembled with bearing
iiners of different material, but bearing liner haives Length of the main journal machined for fianged
on a journal must be of the same material; that Is,
either both are copper-lead or both are aiumlnum-
bearinglinersshouldbe 37.06-37.11 mm (1.459-1.461
tin ailoy. in.) and the distance between the thrust surfaces of
the bearing liner is 36.91-36.96 mm (1.453-1.455 in.).
Main journal to bearing liner clearance can be The diameter of the crankshaft at the rear oil seal
checked using "Plastigage." Specified clearance is journal should be 122.12-122.28 mm (4.808-4.814
0.055-0.117 mm (0.0021-0.0046 in.). Main bearing in.).
liners are available in undersizes to permit machin- Crankshaft end play should be 0.10-0.20 mm
ing the crankshafi; main journals. Crankshaft main (0.004-0.008 in.). Tighten main bearing journal cap
journal should be machined to one of the following retaining screws to 195 N.m (145 ft.-lbs.) torque. Be
undersizes to fit the available undersize liners. sure that main bearing caps are installed in correct
location and that liner tangs in both block and cap are
Bearing Main Journal on the same side. Refer to paragraph 52 for specifica-
Undersize Diameter tion for connecting rods and connecting rod journals
0.051 mm 85.580-85.593 mm of crankshaft. Refer to Fig. 58 for alignment of timing
(0.002 in.) (3.3693-3.3698 in.) gear marks. Refer to paragraph 54 for installing the
0.254 mm 85.390-85.402 mm front oil seal and paragraph 55 for installing the rear
(0.010 in.) (3.3618-3.3623 in.) oil seal. Refer to paragraph 55 for installation of the

44
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
crankshaft rear oil seal cover. Refer to paragraph 56
for installation and timing of the balancer assembly
on four cylinder engines.
CRANKSHAFT OIL SEALS
All Models I
54. FRONT OIL SEAL. The crankshaft front oil
seal is located in the timing gear cover and the cover
must be removed to install a new seal. Refer to
paragraph 38 and remove the timing gear cover.
Drive out both the dust seal and the oil seal toward
the inside of cover. Install dust seal in cover, then use
a piloted seal driver of suitable size to install the new
seal in cover with spring loaded lip toward inside of
cover. Lubricate seal lip and crankshaft vdth engine
oil, then install timing gear cover as outlined in
paragraph 38. :
55. REAR OIL SEAL. The crankshaft rear oil seal
(32—Fig. 64) can be renewed after removing the
clutch assembly as outlined in paragraph 126 and the
engine flywheel as outlined in paragraph 57. Unbolt
and remove the engine rear plate (35) and rear seal
cover (33). Remove old rear oil seal, then thoroughly
clean the bore and journal. Diameter of the crank-
shaft rear oil seal journal should be 122.12-122.28
mm (4.808-4.814 in.). Apply a light coat of high tem-
perature grease to the seal bore, to journal and to lip
of seal.
Seal can be installed using special tool (such as
FNH 01301) and screws threaded into crankshaft
flywheel mounting holes. To use the special tool, the
rear cover (33) must be installed. Push the new seal
(32) squarely into bore using the special tool until seal
is installed. Seal is flush with rear surface of block
during original production, but should be 1.5 mm
(0.06 in.) below flush on subsequent installations.
Fig. 65—After instailation, new crankshaft rear seai (32)
shouid be checked for runout using a diai indicator (D).
Runout should be iess than 0.51 mm (0.020 in.).
Paragraphs 54-56
33
V
Fig. 66—Tighten screws retaining the crankshaft rear oii
seai cover in the sequence shown in two torque steps as
described in text.
Seal must be square with crankshaft to seal properly.
A dial indicator can be attached to the crankshaft for
checking seal run-out (Fig. 65). Oil leakage may occur
if seal run-out exceeds 0.51 mm (0.020 in.).
When installing the seal retaining cover (33—Fig.
66), use a new gasket and apply a thin coat of RTV
silicone sealer ESE-M4G195-A, SP-M2G9121-B or
equivalent to retainer near lower surface. Tighten
seal cover retaining screws in the sequence shown in
Fig. 66, first to 12 N.m (9 ft.-lbs.) torque, then to fmal
torque of 23 N.m (17 ft.-lbs.). When cover is tightened,
check to be sure that lower (oil sump) surface of block,
gasket and lower edge of seal cover are flush (A—Fig.
66).
ENGINE BALANCER
Four Cylinder Models
56. A Lanchester type engine balancer is used on
all 4-cylinder engines. The balancer is driven at twice
crankshaft speed by a gear machined on the crank-
shaft immediately in front of the center main bearing.
To remove the balancer, first remove the oil sump
as outlined in paragraph 58, then unbolt and remove
the balancer unit from the lower side of the crank-
case.
Prior to disassembly, check backlash between bal-
ancer gears. Specified backlash between balance
gears is 0.05-0.25 mm (0.002-0.010 in.) If backlash is
excessive, renew gears. Drive out roll pins (26—Fig.
67) located at front of balancer casting and remove
shafts (23) and gears (21 and 22). Renew shafts
and/or gears if wom excessively. Desired shaft to
bushing clearance is 0.005-0.020 mm (0.0002-0.0008
in.). Shaft diameter is 25.133-25.400 mm (0.9895-
1.000 in.). Make certain that lubrication holes in
45
Paragraph 57
26
Fig. 67^Exploded view of dynamic baiancer used on
4-cyiinder engines.
20. Pipe plug
21. Drive gear and bushings 26. Spring pins
22. Driven gear and bushings 27. "O" ring
23. Shafts 28. Balancer housing
24. Tapered plugs 29. Screws
25. Thrust washers 30. Dowel pins
Fig. 68—View of 4-cyiinder baiancer assembiy with bai-
ancer gear timing marks (M) aiigned. Refer to text
shafts are open. End fioat between balancer gears
and support should be 0.20-0.51 mm (0.008-0.020 in.).
Tb reassemble, place gears in housing with the
timing marks (M—Fig. 68) aligned as shown and
marks toward roll pin end of housing. Place new
thrust washer (25—Fig. 67) at each side of balance
gear. Insert shafts and drive roll pins into place.
Install "O" ring (27) in housing lubrication port,
then assemble the balancer to the bottom of crank-
case with timing marks (B—Fig. 69) aligned. The
timing mark on crankshaft will be visible when num-
ber 2 piston is at top dead center. Tighten screws
attaching balancer to the bottom of crankcase to 115
46
FORD
Fig. 69~-View of 4-cylinder baiancer assembiy correctiy
timed to the engine crankshaft. Refer to text.
Fig. 70—Mount a diai indicator (D) as shown to measure
backiash between balance gear and drive gear (C) on
crankshaft. Refer to text.
N.m (85 ft.-lbs.) torque. Mount a dial indicator (D—
Fig. 70) as shown and measure backlash between
balancer gear (21) and crankshaft gear (C). Backlash
should be 0.05-0.20 mm (0.002-0.008 in.). Check to be
sure that timing marks (Fig. 68 and Fig. 69) are
aligned before installing oil sump.
FLYWHEEL
All Models
57. Thefij^wheelcan be removed after splitting the
tractor between the engine and transmission as out-
lined in paragraph 123 and removing the clutch as
outlined in paragraph 126. The fiywheei can be in-
stalled in one position only. The fiywheei retaining
screws also retain the clutch shaft pilot bearing re-
tainer. When reinstalling fiywheei, tighten retaining
cap screws to 197 N»m (145 ft.-lbs.) torque.
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
The starter ring gear is installed from the front face
of the fljrwheel, so flywheel must be removed before
new ring gear can be installed. Heat old gear before
removing. Heat new gear evenly until gear expands
enough to shp onto flywheel. Tap the gear all the way
around to be sure that it is properly seated, then allow
gear to cool.
NOTE: Be sure to heat gear evenly. If any portion
is heated to a temperature higher than 260° C (500''
F), gear hardness may be affected resulting in rapid
wear.
OIL SUMP
All Models
58. Cast oil sump (12—Fig. 71) is heavy and should
be supported while removing. The front axle support
is also attached to the front of sump. Ib remove the
cast sump, drain oil and remove dipstick. Remove the
drive shaft from front-wheel drive models. Remove
the hood panels from all models. Disconnect hoses
from steering cylinder and cover openings to prevent
the entrance of dirt. Disconnect oil cooler lines. Sup-
port tractor under the front of transmission vdth a
? 7 65 4 3
Fig, 71—Exploded view of engine oil pump. Oil pump gear
(1) is driven by a gear attached to rear of engine camshaft.
1. Drive gear 7. Outlet sleeve
2. Bushing 8. **0** ring
3. Cover 9. "O" ring
4. Inner rotor 10. Inlet tube
5. Outer rotor 11. Socket head plug
6. Piimpbody 12. Sump
Paragraphs 58-60
jack and support front end with a hoist. Remove the
front support to cylinder block screws one at a time
and replace with screws 200 mm (8 in.) long. Remove
the nuts and bolts passing through the front lip of oil
pan. Move the front axle support forward carefully
approximately 38 mm (IV2 in.). Support oil sump
with a jack, unbolt sump and lower away from the
engine.
Sump retaining screws should he tightened begin-
ning in the center and working toward ends. Tighten
screws retaining cast pan to 38 N.m (28 ft.-lbs.)
torque. Remainder of the installation is the reverse
of removal procedure.
OIL PUMP AND RELIEF VALVE
All Models
59. R&R AND OVERHAUL PUMP. Ib remove
the oil pump, first split tractor between the engine
and transmission as outlined in paragraph 123. Re-
move the engine clutch as outlined in paragraph 126
and flywheel as outlined in paragraph 57. Unbolt and
remove the oil sump as outlined in paragraph 58 and
the crankshaft rear seal plate (33—Fig. 64) as out-
lined in paragraph 55.
Before removing pump, measure backlash between
the oil pump drive gear located at rear of engine
camshaft and driven gear (1—Fig. 71). Correct back-
lash is 0.40-0.56 mm (0.016-0.022 in.) and new gears
should be installed if backlash is excessive. Unbolt
and remove gear from camshaft. Remove the oil inlet
tube (10). Remove the three screws retaining pump,
then pull pump from rear of cylinder hlock.
To disassemble the pump, remove the screws re-
taining pump cover (3) to pump body (6). Remove
pump cover and rotor set (4 and 5). Plug (11) should
not be removed.
Check pump for unusual wear or damage. Clear-
ance between pump body (6) and outer rotor (5)
should be 0.15-0.28 mm (0.006-0.011 in.) and should
not exceed 0.55 mm (0.022 in.). Clearance hetween tip
of inner rotor and arch of outer rotor should be 0.025-
0.150 mm(0.001-0.006 in.). End play of rotors should
he 0.025-0.089 mm (0.0010-0.0035 in.).
Assemble pump by reversing disassembly proce-
dure. Tighten screws securing pump cover (3) to
pump body (6) to 23.0-28.4 N.m (17-21 ft.-lbs.) torque.
Install and lubricate new "O" rings (8 and 9), then
install pump and tighten screws securing oil pump to
the crankcase to 23.0-28.4 N.m (17-21 fb.-lbs.) torque.
Install suction tube (10) with new "O" ring (9) and
tighten retaining screws 27-34 N.m (20-25 ft.-lbs.)
torque.
60. TEST AND ADJUST RELIEF VALVE. The
oil pressure should be limited to 379-414 kPa (55-60
psi) by the relief valve (5—Fig. 72). On six cylinder
47
Paragraphs 61-62
Fig. 72—Expioded view of engine oii fliter and reiief vaive
housing. Some modeis return oii to the sump via internal
passages instead of oii iine (9) and fittings (8 and 10).
1. Oil filter 7. Seal ring
2. Adapter 8. Fitting
3. Housing 9. Return line
4. Plug 10. Fitting
5. Relief valve 11. Seal ring
6. Spring 12. "O" rings
models with retum tube (9), retum passage in hous-
ing, sealed by ring (4), is blocked. On four cylinder
models, the passage in housing (3) is open and plug
is used instead offitting(8).
The oil pressure relief spring (6) should exert 15.6
Kg (34.3 lbs.) when compressed to a height of 37.0 mm
(1.46 in.). Lubricate relief valve (5) before assembling
and tighten plug or fitting (8) to 55 N.m (42 ft.-lbs)
torque. Tighten fittings on line (9) to 27 N.m (20
ft.-lbs.) torque.
TURBOCHARGER
Models 7740 and 8340
61. An exhaust driven turbocharger is installed on
7740 and 8340 models. The turbocharger is mounted
directly on the exhaust manifold and the major com-
ponents are: turbine, turbine housing, compressor,
compressor housing, bearing and bearing housing.
The turbine and compressor wheels are mounted on
a common shaft which is supported by a bearing in
the bearing housing.
Exhaust gasses drive the exhaust turbine and shaft
which then turns the compressor wheel. The com-
pressor wheel operates inside the compressor hous-
ing to force air into the engine.
48
FORD
The exhaust turbine side of the turbocharger is
subjected to very high temperatures and the turbo-
charger shaft, compressor wheel and exhaust turbine
rotate at very high speed. Engine lubricating oil is
used to both lubricate and cool the turbine shaft and
bearing. If the turbocharger shaft is allowed to tum
without a steady supply of fresh, cool, pressurized
oil, the unit will be damaged.
62.TROUBLESHOOTING. Probable causes of
trouble listed in the following table are related to the
engine air intake and exhaust systems. Many prob-
lems can be avoided by proper operating and mainte-
nance procedures.
The turbocharger should be allowed to cool by
idling the engine for 2-5 minutes after the engine has
operated under load. Never shut down engine at high
operating speed, because the turbocharger will con-
tinue to spin at very high speed (possibly in excess of
100,000 rpm) without lubrication. Lack of lubrication
and high temperature will almost certainly result in
damage to the turbocharger bearings. It is also im-
portant to use extreme care to avoid damaging any of
the moving parts of turbocharger, especially when
servicing.
1. Engine lacking power could be caused by:
a. Intake passage from air cleaner inlet to turbo-
charger restricted. Check for dirty air cleaner or
other restriction.
b. Leaking connections between compressor and
inlet manifold. Check for loose mounting or con-
nections.
c. Turbocharger rotating assembly binding.
d. Restricted exhaust system.
e. Engine malfunction, such as wom piston rings
or leaking valves.
2. Oil leaking past compressor end seal could be
caused by:
a. Intake passage from air cleaner inlet to turbo-
charger restricted. Check for dirty air cleaner or
other restriction.
b. Restricted turbocharger oil drain line.
c. Plugged engine crankcase breather.
d. Worn or damaged compressor wheel, shaft,
bearings or seals.
e. Excessively high crankcase pressure, caused by
blow-by past piston and rings or other damage.
3. Leaking tiurbine end seal could be caused by:
a. Plugged engine crankcase breather.
b. Restricted turbocharger oil drain line.
c. Sludged or coked center housing.
d. Worn or damaged compressor wheel, shaft,
bearings or seals.
4. Blue exhaust smoke could be caused by:
a. Intake passage from air cleaner inlet to turbo-
charger restricted. Check for dirty air cleaner or
other restriction.
b. Leaking compressor end seal.
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
c. Engine malfunction, such as wom piston rings
or leaking valves.
5. Wom turbocharger shaft journals, bearings
or bores could be caused by:
a. Inadequate pre-oiling turhocharger installation
or lubrication servicing.
b. Contaminated or improper grade of engine oil.
c. Insufficient oil supply to turbocharger.
d. Restricted turbocharger oil drain line.
e. Plugged oil filter.
f. Abrasive wear caused by coked material in tur-
bocharger. This is frequently a result of not
idling engine before shut-down to reduce tur-
bine speed and to cool turbocharger.
6. Excessive oil consumption could be caused by:
a. Wrong type or viscosity of engine oil.
b. Leaking compressor end seal, evidenced by oil
in compressor housing and on compressor
wheel.
c. Engine malfunction, such as wom piston rings
or leaking valves.
7. Noisy turbocharger could be caused by:
a. Dirty air cleaner.
b. Foreign object or material in passage from com-
pressor to inlet manifold.
c. Foreign object in exhaust system.
d. Carbon build up in exhaust turbine housing.
e. Turbocharger rotating assembly binding or
dragging.
f. Insufficient oil supply to turbocharger.
8. Turbocharger rotating assembly binding or
dragging.
a. Damaged compressor wheel or turbine wheel
due to foreign object in intake or exhaust sys-
tem.
b. Wom rotating assembly bearings, shaft jour-
nals or bearing bores as a result of either insuf-
ficient or contaminated lubrication or dirt
entering the turbocharger air inlet.
c. Sludged or coked center housing.
d. Excessive carbon build up in turbine housing.
63. R & R TURBOCHARGER. Be sure to imme-
diately cap or plug all openings in inlet air, exhaust
and lubricating oil passages to prevent entrance of
foreign material.
Tb remove the turbocharger unit (1—Fig. 73), first
remove the engine side panels, top hood and muffier.
Disconnect tube (4) from air cleaner to turbocharger
and remove the tube (2) from turbocharger to the inlet
manifold. Detach oil supply line (3) and oil return line
(5) from turbocharger, then unbolt and remove the
turbocharger from exhaust manifold. As you are cov-
ering the openings, check for obvious damage or for-
eign material.
When installing the turbocharger assembly, re-
verse the removal procedure using new gaskets and
seals. Tighten nuts attaching the exhaust housing to
Paragraphs 63-64
Fig. 73—View of turbocharger instaiied on engine.
1. Turbocharger
2. Air outlet tube 4. Air inlet tube
3. Oil supply line 5. Oil return line
exhaust manifold evenly to 41-47 N.m (30-35 ft.-lbs.)
torque. Fill the oil reservoir of the center housing
with new engine oil before connecting oil lines. Use
new sealing washers on the oil feed tube banjo bolt
and tighten to 30-40 N.m (22-30 ft.-lbs.) torque. Apply
sealer to fitting at lower end of oil feed tube and
tighten fitting into oil filter head to 54-81 N.m (40-60
ft.-lbs.) torque. Attach lower end of oil feed tube to
fitting and tighten to 18-20 N.m (13-15 ft.-lbs.)
torque.
Do not start engine until certain that turbo-
charger is receiving lubricating oil. Before start-
ing, it is important to prime (pre-oil) the turbocharger
unit as follows. Place a container under the turbo-
charger oil retum passage or tube and disconnect
stop solenoid wire from fuel injection pump. Crank
engine with starter (without starting engine) until
steadyfiowof oil runs from retum passage of turbo-
charger center housing.
If oil retum fitting has been removed from cylinder
block, apply sealer to fitting, then tighten to 27 N.qi
(20 ft.-lbs.) torque. Tighten oil retum tube to cylinder
block connector to 54-81 N.m (45-50 ft.-lbs.) torque
and tighten oil retum (outlet) tube to turbocharger to
20-25 N.m (15-18 ft.-lbs.) torque. Connect air inlet
tubes and tighten clamps to 1.7-2.3 N.m (15-20 in.-
lbs.) torque.
64. OVERHAUL TURBOCHARGER. Before
separating the center housing and rotating assembly
from the turbine and compressor housings, scribe a
line across the housings (as shown in Fig. 74) to
facilitate alignment when assembling. Remove snap
ring (3—Fig. 75) or lock plates (3—Fig. 76) and re-
tainer plates (2), then separate compressor housing
(1) from the center housing (15). Remove screws, lock
plates (19) and retainer plates (20), then separate the
turbine housing (21) from center housing.
49
Paragraph 64 (Cont.)
Fig^ 74—Scribe a iine across the compressor, turbine and
center housings to faciiitate aiignment when reassem-
biing.
CAUTION: Be extremely careful not to bend or
otherwise damage the impeller or turbine blades.
The blades cannot be straightened or repaired, and
operating turbocharger with compressor or turbine
wheel damage will result in further damage to tur-
bocharger and engine.
Visually check for nicks, dents, distortion, evidence
of rubbing or broken parts. If there is any compressor
or turbine wheel damage, the center housing and
rotating assembly must be repaired to prevent fur-
ther damage to the turbocharger and engine. Some
service parts of the center housing and rotating
assembly are available. However, installation
of an exchange center housing and rotating
unit, available from the manufacturer and
authorized rebuilders, usually results in a more
reliable and satisfactory repair and is recom-
mended.
NOTE: The center housing and rotating assembly
has been balanced at the factory. As such it should
not be disassembled as this would upset the bal-
ance of the rotating unit.
20
50
FORD
Do not use any abrasive cleaning methods which
might damage machined surface. Do not immerse
the center housing and rotating assembly in any
cleaning solvent. Do not blow compressed air under
the compressor wheel. Do not spin the wheel and
shaft by blowing when drying cleaning solvent.
Check the center housing, shaft and bearings for
wear as follows. Attach a dial indicator with a "dog
leg" so that post contacts the shaft through the oil
outlet port as shown in Fig. 77. Move the shaft up and
down and record the maximum amount of movement.
Repeat the test several times, rotating the shaft, to
make sure that measured clearance is accurate. If
clearance is less than 0.056 mm (0.0022 in.) or more
than 0.127 mm (0.0050 in.), renew the center housing
and rotating assembly. Attach a dial indicator as
shown in Fig. 78 and measure shaft end play. If end
play is less than 0.025 mm (0.0010 in.) or more than
0.084 mm (0.0039 in.), renew the center housing and
rotating assembly.
If you desire to attempt to repair the turbocharger
and service parts are available, proceed as follows:
Use a box end wrench clamped in a vise to hold center
of turbine wheel (18—Fig. 76), then remove compres-
sor wheel nut (4). A "T" handle wrench is recom-
mended to remove nut to avoid applying side thrust
and possibly bending turbine shaft. Remove compres-
sor wheel (5), then withdraw turbine shaft from cen-
ter housing. Remove back plate (8), seal ring (9),
bearing thrust plate (13) and bearing retainer (10).
Remove retaining ring (11) from each end of center
housing, being very careful not to damage surface of
center housing, then withdraw bearings (11). Remove
seal rings (6 and 17).
Clean parts in a noncaustic cleaner using a soft
brush and plastic scraper to remove carbon deposits.
Inspect turbine wheel and compressor wheel for
cracked, distorted or worn blades. Turbine wheel
shaft must not show any evidence of scoring, scratch-
ing or overheating. If any of these conditions exist,
rotating unit must be renewed. Be sure that all wheel
blades are clean, as any deposits left on blades will
affect balance. Inspect bearing bores in center hous-
ing for scored surfaces, out-of-round or excessive
21
Fig. 75—Partiaiiy expioded view of
turbocharger used on some modeis.
1. Compressor
housing 15. Center housing
2. "O" ring 20. Retainer plates
3. Retaining ring 21. Turbine housing
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 64 (Cont.)

Fig. 76—Expioded view of turbocharger

used on some modeis.
1. Compressor 12. Snap rings
housing 13. Bearing thrust
2. Retainer plate plate
3. Lock plate 14. Dowel pin
4. Nut 15. Center housing
5. Compressor wheel 16. Shroud
6. Piston ring 17. Piston ring
7. Sleeve 18- Turbine wheel
8. Back plate & shaft
9. "O" ring 19. Lock plate
10. Bearing insert 20. Retainer plate
retainer 21. Turbine housing
11. Bearings 22. Gasket

Fig. 78—Measure end play of the turbocharger rotating

assembly using a dial indicator as shown.

wear. Make certain that bore in center housing is not

Fig. 77—Attach a dial indicator with a "dog leg" probe
through the oil outlet port as shown to check radial wear
of turbocharger rotating assembly.
grooved in area where seal ring (17) rides.
Reassemble rotating unit using new seal rings (6
and 17), bearings (11), retainers (12), thmst plate
(13), retainer (9), seal ring (9) and compressor nut (5).
Lubricate turbine shaft (18) and bearings with engine
oil during assembly. Bearing retaining rings (12)
should be installed into center housing with sharp
edge facing away from bearings. Tighten compressor

51
Paragraphs 65-68
Fig. 79—instaii new "O" ring (2) on center housing as
shown.
nut (4) to 2.1-2.2 N.m (18-20 in.-lbs.) torque, then use
a "T" handle to tighten nut an additional V4 tum.
Before assembling turbine housing and compressor
housing, make sure that scribe marks (Fig. 74) made
before disassembly are visible. Transfer marks from
old parts to new if different parts are being installed.
DIESEL FUEL SYSTEM
65. The diesel fuel system consists of three basic
components: The fuel filters, injection pump and in-
jection nozzles. When servicing any unit associated
with the fuel system, the maintenance of absolute
cleanliness is of utmost importance. Before detaching
any fuel line or disconnecting any part from the fuel
system, clean the area around the lines and parts.
Of equal importance is the avoidance of nicks or
burrs on any working parts. Otherwise serviceable
parts can be easily damaged by careless or improper
servicing procedures.
Probably the most important precaution that serv-
ice personnel can impart to owners of diesel powered
tractors is to urge them to use an approved fuel that
is absolutely clean and free of foreign material. Extra
precaution should be taken to make certain that no
water enters the fuel storage tanks.
FUEL TANKS
All Models
66. The main fuel tank is located ahead of the
radiator and is connected to the auxiliary tank, which
is located on the left side, by fuel lines. Capacity of
the main fuel tank of 5640, 6640 and 7740 is 94.6 L
(25 gal.) and capacity of main tank for 7840,8240 and
52
FORD
Tb install the turbine housing (21—Fig. 75 or Fig.
76), position housing on bench with outlet down, then
insert center housing (15) with scribe marks (Fig. 74)
aligned. Use extreme caution to prevent damage to
the blades of turbine when installing. Position retain-
ing plates (20—Fig. 75 or Fig. 76), coat screws with
anti-seize compound and tighten to 20-25 N.m (15-18
ft.-lbs.) torque.
If compressor housing is retained by snap ring
(3—Fig. 75), lubricate snap ring with engine oil and
install over center housing (15) with beveled side
toward exhaust turbine end. Install "O" ring (2—Fig.
79) on center housing, then position compressor hous-
ing (1—Fig. 75) over center housing with marks (Fig.
74) aligned. Position one lug of snap ring (3—Fig. 75)
in groove, then finish installing snap ring in position.
Use a punch and hammer to seat snap ring.
If compressor housing is retained by lock plates (2
and 3—Fig. 76), position compressor housing on the
back plate (8) with assembly marks (Fig. 74) aligned.
Install retainer plates (2—Fig. 76), lock plates and
cap screws. Tighten retaining screws to 11.5-14.5
N.m (100-130 in.-lbs.) torque, then bend lock plates
up around screw heads.
8340 is 113 L (29.8 gal.). An auxiliary fuel tank is
installed on some models. If so equipped, capacity of
auxiliary fuel tank on 5640, 6640 and 7740 models
without cab is 83 L (27.7 gal.). Capacity of auxiliary
fuel tank of all models with cab and 7840, 8240 and
8340 models without cab is 105 L (27.7 gal).
Main Tank
67. REMOVE AND REINSTALL. Drain fuel, dis-
connect battery and remove engine hood. Unbolt and
remove the cover from above the fuel tank and detach
wire from sender located at rear of tank. Disconnect
fuel lines and remove attaching hardware, then lift
main fuel tank from tractor. Be prepared to catch
some remaining fuel when the last of the lines are
disconnected.
Reinstall main fuel tank by reversing removal pro-
cedure. Tighten tank sender retaining ring to 24 N.m
(18 ft.-lbs.) torque and fuel tank drain to 7 N.m (5
ft.-lbs.) torque. Bleed fuel system at filter as outlined
in paragraph 71.
Auxiliary Tank
68. REMOVE AND REINSTALL. Drain fuel, dis-
connect battery and remove the heat shield firom
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 80—View of sediment separator instaiied. Refer to
text for service.
1. Bleed screw 12. Bowl
2. Fuel shut-off valve 16. Drain plug
below tank, if fitted. Disconnect fuel lines from tank
and be prepared to catch some remaining fuel. Loosen
straps retaining fuel tank, then remove tank from
supports.
Reinstall axxxiliary fuel tank by reversing removal
procedure. Tighten tank drain to 7 N.m (5 ft.-lbs.)
torque. Bleed fuel system at filter as outlined in
paragraph 71. ! Check injector lines and connections for leakage.
TROUBLESHOOTING
All Models
69. If the engine will not start, or does not run
properly after starting, refer to the following para-
graphs for possible causes of trouble.
FUEL NOT REACHING INJECTION PUMP. If
fuel will not run from the supply line when discon-
nected from the pump, check the following:
Be sure the supply valve is open.
Check the fuel filters for being clogged (include
the filter screen at the fuel supply valve).
Bleed the fuel filters as outlined in paragraph 71.
Check lines and connectors for damage.
FUEL REACHING NOZZLES BUT ENGINE
WILL NOT START. Fuel should fiow from injection
lines when loosened and engine is cranked with the
starter. If fiiel reaches the nozzles, but engine will not
start, check the following:
Check the cranking speed. If too slow, engine
may not start.
Check throttle control rod adjustment as in para-
graph 85.
Check pump timing as outlined in paragraph 83.
Paragraph 69
Check for faulty nozzles.
Check engine compression.
ENGINE HARD TO START. If the engine is hard
to start, check the following:
Check the cranking speed. If too slow, engine
may not start.
Bleed the fuel filters as outlined in paragraph 71.
Check the fuel filters for being clogged (include
the filter screen at the fuel supply valve).
Check for water in fuel or improper fuel.
Check for air leaks at suction side of transfer
pump.
Check engine compression.
ENGINE STARTS, THEN STOPS. If the engine
will start, but then stops, check the following:
Check the fuel filters for being clogged or re-
stricted.
Check for water in the fuel.
Check for restrictions in the air intake.
Check engine for overheating.
Check for air leaks at suction side of transfer
pump.
ENGINE SURGES, MISFIRES OR POOR
GOVERNOR REGULATION- Make the following
checks:
Bleed the fuel filters as outlined in paragraph 71.
Check for clogged or restricted fuel lines or
clogged fuel filters.
Check for water in the fuel.
Check pump timing as outlined in paragraph 83.
Check for faulty or sticking injector nozzles.
Check for faulty, leaking or sticking engine
valves.
LOSS OF POWER. If the engine does not develop
full power or speed, check the following:
Check throttle control rod adjustment as in para-
graph 85.
Check maximum no-load speed adjustment as in
paragraph 84.
Check for clogged or restricted fiiel lines or
clogged fuel filters.
Check for air leaks at suction side of transfer
pump.
Check pump timing as outhned in paragraph 83.
Check engine compression.
Check for improper engine valve clearance adjust-
ment as outlined in paragraph 34.
Check for faulty, leaking or sticking engine
valves.
EXCESSIVE BLACK SMOKE AT EXHAUST. If
the engine emits excessive black smoke from the
exhaust, check the following:
Check for restrictions in the air intake, such as
air filter clogged.
Check pump timing as outlined in paragraph 83.
Check for faulty or sticking injector nozzles.
Check engine compression.
53
Paragraphs 70-71 FORD

Fig, 82—View of fuel filter Installed. Refer to text for

service.
5. Primer 7. Drain plug
6. Bleed screw 8. Filter element

mulated in the bowl. Small amounts of contaminants

should be drained by loosening the drain plug (16)
located in the bottom of the sediment bowl. It is
important to keep the glass of the sediment bowl
clean, so that contaminants can be clearly seen.

After every 600 hours of operation, the sediment

bowl (12—Fig. 81) should be removed and cleaned
and new fuel filter (8—Fig. 82) should be installed.
Tum fuel off at shut-off valve (2—Fig. 80), remove
center screw (3—Fig. 81), then disassemble the sedi-
ment bowl (12, 9 and 10). Fuel filter element (8—Fig.
82) can be removed by unscrewing from housing.

Clean all parts that are to be reinstalled and install

new filter element and all gaskets. Be sure that glass
sediment bowl (12—Fig. 81) is clean and clear before
reassembling. Tum the fuel supply on at the tank and
16 bleed the fuel system as outlined in paragraph 71.
Fig, 81—Exploded view of sediment bowl.
1. Bleed screw 9. Element
2. Sealing washer 10. Body
3. Center screw 11. Stud 71. BLEEDING. Tum the fuel supply valve (2—
4. Washer 12. Bowl Fig. 81) ON and loosen the bleed screw (1). Tighten
5. "O" ring 13. Sealing washer the bleed screw when a steady stream of fuel without
6. Housing 14. Base nut bubbles flows from the opened bleed point. Open
7. Seal rings 15. Sealing washer
8. "O" ring 16. Drain plug (loosen) the second bleed screw (6—Fig. 82), press the
primer (5) several times until a steady stream of fuel
without bubbles flows from the bleed point, then close
the bleed screw. Pump the primer (5) several times
FILTERS AND BLEEDING afler closing bleed screw until resistance is felt, indi-
cating that air has been removed from system.
All Models
The fuel injection pump and injectors are normally
70. MAINTENANCE. The lower part of the sedi- self bleeding. Open throttle and attempt to start
ment separator (12—Fig. 80) is glass and it should be engine. When engine fires, reduce throttle setting
possible to see any sediment or water that has accu- and start engine in usual way.

54
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 83—A fuei injector tester such as the one shown is
necessary for checking and adjusting the fuei injector
assembiies. i
FUEL INJECTORS
CAUTION: Fuel leaves the injection nozzle with
sufficient force to penetrate the skin. When testing,
stay clear of the nozzle spray.
All Models
72. LOCATING A FAULTY INJECTOR. If the
engine does not run properly and a faulty injector is
suspected, locate the faulty injector as follows: With
the engine running, loosen the high pressure cormec-
tion at each injector in tum, thereby allowing fuel to
escape at the union rather then enter the injector. As
in checking for malfunctioning spark plugs in a spark
ignition engine, the faulty injector is the one which
least affects the running of the engine when its line
is loosened.
73. INJECTOR TESTING. A complete job of test-
ing and adjusting fuel injectors requires the use of a
special tester such as shown in Fig. 83. The injector
should be removed and tested for opening pressure,
spray pattern, seat leakage and leak-back.
Operate the tester until test oil fiows from tester
line, then connect the injector to the tester. Close
tester valve to shut-off the passage to the gauge and
operate the tester lever to be sure that injector is in
operating condition and that nozzle is not plugged. If
oil does not spray from all four holes in the nozzle, if
test lever is hard to operate or if other obvious defects
are noted, remove the injector from the tester and
service as outlined in paragraph 79. If the injector
operates without undue pressure on the lever and
fuel is sprayed from all of the holes in nozzle, proceed
with the following tests.
74. OPENING PRESSURE. Open the shut-off
valve to the tester gauge and operate the tester lever
Paragraphs 72-76
Fig. 84—View ofnozzie attached to the tester for checking
the opening pressure.
slowly. Note the pressure indicated on the gauge at
which the nozzle spray occurs. This opening pressure
should be 23,995-24,753 kPa (3480-3590 psi) for 5640,
6640 and 7740 models. Opening pressure should be
29,166-29,993 kPa (4230-4350 psi) for 7840,8240 and
8340 models.
If the opening pressure is not at least 22,480 kPa
(3260 psi) for 5640, 6640 and 7740 models or 27,580
kPa (4000 psi) for 7840, 8240 and 8340 models, re-
move the cap nut and tum the adjusting screw (Fig.
84) as required to bring the opening pressure within
specified limits. If opening pressure is erratic or can
not be properly adjusted, remove the injector from the
tester and overhaul injector as outlined in paragraph
79. If the opening pressure is within limits, check the
spray pattern as outlined in the following paragraph.
75. SPRAY PATTERN. Operate the tester lever
slowly and observe the nozzle spray pattern. All four
of the sprays must be similar and spaced at approxi-
mate intervals of 110,90, 70 and 90 degrees in nearly
a horizontal plane. Each spray must be well atomized
and should spread to a 76 mm (3 in.) diameter cone
approximately 9.5 mm (3/8 in.) from the nozzle tip. If
the spray pattern does not meet these conditions,
remove the injector from the tester and overhaul as
outlined in paragraph 79. If the spray pattern is
satisfactory, proceed with seat leakage test as out-
lined in the following paragraph.
76. SEAT LEAKAGE. Close the valve to shut-off
pressure to the tester gauge and operate the tester
lever quickly for several strokes. Wipe the nozzle tip
dry with clean blotting paper, open the valve to the
tester gauge and press the lever down slowly to bring
the gauge pressure to 1035 kPa (150 psi) below the
55
Paragraphs 77-78 FORD

79. If nozzle seat leakage is not excessive, proceed

with nozzle leak-back test as outlined in the following
paragraph.
i—1
77. NOZZLE LEAK-BACK. Operate the tester
lever to bring gauge pressure to approximately 15860
kPa (2300 psi), release the lever and note the time
that it takes for the gauge to drop from 15170 kPa
(2200 psi) to 10345 kPa (1500 psi). If the time is less
than 5 seconds, the nozzle is wom or there are dirt
particles lodged in the nozzle. If the time to drop the
pressure is too long (40 seconds or more), the needle
may be too tight in the bore. Refer to paragraph 79
T—5 for disassembly, cleaning and overhaul information.

NOTE: A leaking tester connection, a leaking

check valve in tester or leaking test gauge wiM also
indicate excessiveiy fast leak-back. If injectors con-
M sistentiy show excessiveiy fast ieak-back, the tester
shouid be suspected as faulty rather than aii injec-
tors.

78. REMOVE AND REINSTALL. Carefully clean

all dirt and other foreign material from lines, connec-
tors, injectors and cylinder head area around injec-
tors before removing the injectors. Disconnect
injector leak-off line at each injector and at fuel
return line. Disconnect the injector line at pump and
at injector. Cover all openings and lines to prevent the
entrance of dirt. Remove the two nuts retaining the
injector and carefully remove the injector from the
cylinder head.
Make sure that injector seats in cylinder head are
clean and free from any carbon deposit before rein-
stalling injectors. Install a new copper washer in seat
and a new dust sealing washer around the body of
injector. Insert injector in cylinder head bore, install
retaining washers and nuts and tighten the nuts
evenly and altemately to 20-24 N.m (15-18 fb.-lbs.)
torque. Install a new sealing washer (2—Fig. 85)
below and above each leak-off banjo fitting, then
P/g, 85—Exploded view of injection nozzle typical of all tighten the banjo bolt to 7-14 N.m (5-10 fb.-lbs.)
models, torque. Reconnect the leak-offline to the retum line.
1. Leak-offline connector 8. Nozzle holder Check fuel injector connections to be sure that they
2. Sealing washers 9. Alignment pins are clean and properly aligned with fittings at injec-
3. Cap nut 10. Nozzle body and
4. Copper washer valve needle tor and at pump. Reconnect injector pressure lines,
5. Adjusting screw 11. Nozzle retaining nut tightening to 22-27 N.m (16-20 fb.-lbs.) torque.
6. Spring 12. Dust seal
7. Spring seat 13. SeaUng washer It is suggested that the fuel filter be serviced as
described in paragraph 70 each time injectors are
serviced. Refer to paragraph 71 for bleeding the fuel
nozzle opening pressure and hold this pressure for six system. Since lines to injectors are opened, it may be
seconds. Touch a piece of blotting paper to the nozzle necessary to crank engine with fitting at injectors
tip. The resulting oil blot should not be larger than loosened to fill the lines. Start and mn engine to be
12.7 mm (V2 in.) in diameter. If the nozzle tip drips sure that injectors are properly sealed and that injec-
oil or if blot is excessively large, remove the injector tor pressure line and leak-offline connections are not
from the tester and overhaul as outlined in paragraph leaking.

56
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 86—Clean spray holes in nozzies (10) with wire probe
(W) heid in a pin vise m
* ^"
Fig. 87^Use a speciai scraper (S) to dean carbon from
valve seat in nozzie body (10).
79. OVERHAUL. Do not attempt to overhaul die-
sel injectors unless complete and proper equipment
is available.
Secure the injector holding fixture in a vise and
locate the injector in the holding fixture. Never clamp
the injector body in a vise. Remove the cap nut (3—
Fig. 85) and back-off the adjusting screw (5). Lift the
spring (6) and spring seat (7) from injector. Remove
the nozzle retaining nut (11) using an appropriate
special socket, then remove nozzle and valve (10). The
nozzle and valve are a lapped fit to each other and
parts fi^-om one must never be interchanged with
partsfi^-omanother matched unit. Place all parts in
clean fiiel oil or calibrating fiuid as they are disassem-
bled. Clean the injector unit as follows: Soften hard
carbon deposits by soaking in a suitable carbon sol-
vent, then use a soft wire (brass) brush to remove
carbon fi'om the exterior. Rinse the nozzle and needle
immediately after cleaning to prevent carbon solvent
from corroding the highly finished surfaces. The pres-
Paragraph 79
c- «« ^ .^^v
^'^' ^^—Scraper (G) can be used to dean the annuiar
groove of nozzle (10).
Fig. 89—A back-flush attachment (A & N) can be instaiied
on nozzle tester to dean the nozzie (10) by reversing the
fiow of test fiuid.
sure chamber of nozzle can be cleaned with a special
reamer. Clean spray holes with proper size of wire
probe (W—Fig. 86) held in a pin vise (V). Ib reduce
the chance of breakage, wire should protrude from
vise only far enough to pass through spray holes.
Rotate pin vise, but do not apply undue pressure.
Valve seat in nozzle is cleaned by inserting a special
seat scraper (S—Fig. 87) into nozzle, then rotating
the scraper The annular groove can be cleaned with
scraper (Gr—Fig. 88).
After cleaning, back-flush the nozzle using a back-
flush adapter (such as CT9024 or 8124) attached to
nozzle tester as shown in Fig. 89. Rotate the nozzle
while operating the lever to flush nozzle.
Clean needle (N—Fig. 90) as shown using special
scraper (S), then back-flush the nozzle and needle as
shown in Fig. 89.
Assemble nozzle and needle while still wet from
cleaning. Valve needle should slide easily in nozzle.
57
Paragraphs 80-82
Fig, 90—The tip of the needie vaive (N) can be deaned
using speciai scraper (S) shown.
If any sticking is noted, be sure that parts are clean
and temperature has normalized. If needle does not
slide easily in nozzle body, reclean or renew nozzle
assembly.
Rinse all parts in clean fuel oil or calibrating fiuid
before reassembling, then assemble while still wet.
Position the nozzle and needle valve (10—Fig. 85) on
injector body (8) and be sure that dowel pins (9) in
body are correctly located in nozzle. Install the nozzle
retaining nut (11) and tighten nut to 46 N.m (34
ft.-lbs.) torque. Install spring seat (7), spring (6) and
pressure adjusting screw (5). Connect the injector to
tester (Fig. 84) and adjust opening pressure as out-
lined in paragraph 74. Use a new copper washer
(4—Fig. 85) and install cap nut (3). Recheck opening
pressure after tightening cap nut (3) to be sure that
opening pressure has not changed.
Retest injector as outlined in paragraphs 74
through 77. Install new nozzle and needle assembly
or complete injector assembly if still faulty. Nozzles
should be thoroughly fiushed with calibrating fiuid
prior to storage.
FUEL INJECTION PUMP
All Models
80. Refer to paragraph 82 for installation and tim-
ing of the injection pump drive gear. The pump is
internally timed and except for adjusting to compen-
sate for timing gear backlash, timing can be consid-
ered correct if mark on pump fiange is aligned with
the "0" degree mark on the engine front plate as
shown in Fig. 91.
81. REMOVE AND REINSTALL. Thoroughly
clean the pump, lines and connections in the area
around pump. Shut off fuel supply. Remove the lines
from the pump to the injectors, disconnect the fuel
58
FORD
Fig^ gi^\/iew of timing marks on pump mounting fiange
and engine front piate. if front cover or pump is not
marked, stamp mark before removing pump.
inlet and outlet (retum) lines and immediately cover
all openings to prevent the entrance of dirt. Discon-
nect the throttle control rod and the fuel shut-off
cable. Remove the inspection cover from front of
timing gear cover. Remove the nut from front of pump
shaft. Note the setting of mark (2—Fig. 91) on pump
fiange relative to the "0" degree mark on engine plate
(1), then remove the injection pump retaining screws.
Use a puller attached to the three threaded holes in
pump drive gear to push pump shaft from the drive
gear. The pump drive gear will remain in the timing
gear housing and the gear timing will not change. The
gear cannot be removed unless timing gear cover is
removed; however, the engine crankshaft must
not be turned with the pump removed as dam-
age to timing gears or timiing gear cover could
result. Refer to paragraph 82 for removal of pump
drive gear.
TD reinstall the fuel injection pump, reverse the
removal procedure. Align the scribe mark on pump
body in the same position relative to "0" degree mark
on engine front plate as noted prior to removal (Fig.
91), then tighten the pump retaining nuts to 27 N.m
(20 fb.-lbs.) torque. If pump drive gear was removed,
install gear, aligning marks on engine timing gears
as shown in Fig. 92. Tighten nut attaching the injec-
tion pump gear to the injection pump shafl to 79 N.m
(58 ft.-lbs.) torque. Connect fuel lines, throttle control
rod and fuel shut-off cable, then bleed the fuel system
as outlined in paragraph 71.
INJECTION PUMP DRIVE GEAR
All Models
82. To remove the injection pump drive gear, first
remove the timing gear cover as outlined in para-
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
1
Fig. 92—View showing timing marks aligned on crank-
shaft gear (1), camshaft drive (idier) gear (2), camshaft
gear (3) and injection pump drive gear (4).
graph 38, rocker arm assembly as outlined in para-
graph 33 and the camshafb drive (idler) gear (2—Fig.
92) as outlined in paragraph 40. Damage could result
if either camshaft or crankshaft is turned inde-
pendently from the other unless the rocker arms are
removed. Remove the center nut attaching gear (4) to
pump shaft, then remove the gear. It may be neces-
sary to use a puller attached to the three threaded
holes in gear to pull the gear from the pump drive
shaft.
Before installing gears, tum the engine crankshafb
and camshaft so that timing marks on crankshaft
gear (1—Fig. 92) and camshaft gear (3) point toward
the center of the idler gear. Install the idler gear (2),
aligning timing marks on idler gear with marks on
crankshafb and camshafb gears. Tighten the idler
gear shafb (adapter) center screw to 237 N.m (175
fb.-lbs.) torque.
Tum the pump shafb so that pump drive gear (4)
can be installed on Woodruff key in pump shaft and
the timing mark on pump drive gear can be aligned
with the mark on idler gear. Tighten the nut attach-
ing the injection pump gear to the injection pump
shaft to 79 N.m (58 ft.-lbs.) torque. Refer to paragraph
38 and install the timing gear cover and to paragraph
33 and install the rocker arm assembly.
ADJUSTMEMTS
All Models
83. PUMP TIMING. The pump is internally
timed, and adjustment of timing should be accom-
plished only by trained and experienced injection
pump servicing stations that have the necessary spe-
cial tools and equipment.
Prior to removing injection pump from engine, note
setting of mark (2—Fig. 91) on pump fiange relative
Paragraphs 83-85
Fig. 93— View of DSP fuei injection pump showing the idle
speed adjustment screw (1). The high speed stop screw
is located under sealed cover (2).
to "O" mark on engine front plate (1). Mark the plate
with a center punch to align with the mark on pump
flange. Timing can be considered correct when this
mark is used as a reference timing point when install-
ing original, rebuilt or new pump. Refer to paragraph
82 for installation and timing of the injection pump
drive gear.
84. ENGINE SPEED. Tb check idle speed, first
start the engine and bring to a normal operating
temperature. Disconnect the control linkage from the
governor arm of the fuel injection pump. Hold the
governor arm against the slow idle speed screw (1—
Fig. 93) and note the engine rpm. Idle speed should
be 750 rpm for all models. If idle speed is incorrect,
loosen locknut and tum stop screw (1) as required,
then tighten the locknut.
The maximum high (no load) speed should be 2350
for 5640 and 6640 models and 2250 for 7740, 7840,
8240 and 8340 models. The high speed stop screw is
adjusted in a similar manner to slow idle speed;
however, the adjustment screw is located under a
cover (2) that is sealed to prevent tampering. Do not
adjust the high speed screw to permit engine speeds
higher than manufacturer's recommended speed.
85. GOVERNOR CONTROL LINKAGE. Refer
to exploded views of typical control linkage in Fig. 94,
Fig. 95 and Fig. 96. To check and adjust the linkage,
first disconnect the control rod end (9) from the injec-
tion pump governor control arm and proceed as fol-
lows. Refer to paragraph 84 and check engine
governed speeds and adjust if necessary. Move the
speed control hand lever to the rear against the slow
speed stop, hold the injection pump governor arm
against the low idle stop screw, then attempt to
connect rod end (9) to governor arm. Adjust the length
59
Paragraph 85 (Cont.) FORD

-24 ^
^,g, 94—^Expioded view of governor controi iinkage for 4-cyiinder modeis with mechanicai fuei shut-off linkage. Linkage
is typical of other models. Refer to Fig. 95 and Fig. 96 for other types of linkage.

2 Hand lever 8. Nut 14. Springs 20. Fuel shut-off control

3! Bracket 9. Rod ends 15. Foot control lever 21. Bushing
4. Retaining ring 10. Locknuts 16. Throttle control lever 22. Spacer
5 Friction disc 11. Throttle link 17. Hand control lever 23. Stop lever
6 Spring 12. Throttle cable 18. Foot pedal 24. Cable end
7 Washer 13. Throttle cable 19. Stop cable 25. Set screw

of rod by loosening locknuts (10), then turning rod
ends as required. Tighten locknuts when length of rod
is correct. Be sure that control linkage operates freely
throughout the entire range of travel and does not
limit movement of governor lever on pump. Cables
should not bind in cable housings. Friction disc (5)
should provide sufficient tension so that hand lever
will remain in any desired position, yet move without
excessive binding. Tighten or loosen adjustment nut
(8) as required. Recheck governed speeds as described
in paragraph 84 with linkage connected to be sure
that linkage does not limit operation.

60
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 85 (Cont.)

Fig. 95—Exploded view of throttie con-

troi iinkage typicai of some modeis
without cab. Refer to Fig. 94 for parts
iegend.

Fig. 96—Expioded view of throttle con-

trol linkage typicai of some modeis
with cab, Eiectronic fuei shut-off may
be used on some modeis instead of
mechanicai cable (19 and 20). Refer to
Fig. 94 for iegend.

61
Paragraphs 86-87 FORD

COOLING SYSTEM
RADIATOR PRESSURE CAP AND der the thennostat housing/water outlet attached to
the top of the coolant pump. The thermostat can be
THERMOSTAT removed from all models after draining coolant and
removing the water outlet housing. The thermostat
All Models should begin to open at 79-83° C (174-181° F) and be
fully open at 93-96° C (199-205*^ F).
86. All models are equipped with a 90 kPa (13 psi)
radiator pressure cap. The thermostat is located un- Be careful to be sure that thermostat is correctly
positioned before tightening the outlet housing re-
taining screws to 24 N.m (18 ft.-lbs.) torque.

RADIATOR

All Models
87. REMOVE AND REINSTALL, To remove cool-
ing system radiator (1—Fig. 97), first remove engine
hood side panels, exhaust stack and the top hood
panels. Remove cooling fan side guard from right side
of radiator. Loosen bolts attaching transmission oil
cooler and air conditioning condenser, if so equipped,
to front of radiator. Then slide oil cooler and con-
denser out of the way with their hoses still attached.
If equipped with a cab, tum off heater control valves
located on left and right side of engine. On all models,
drain cooling system, unbolt fan shroud (3) from
radiator and position shroud behind fan. Disconnect
radiator upper and lower hoses and engine oil cooler
pipes, then lift radiator up, away from tractor.

Tb install radiator, reverse the removal procedure.

Fill radiator completely full of proper mixture of
Fig, 97—View showing typicai radiator, shroud and asso- water and antifreeze. Install radiator cap, then con-
ciated parts, tinue filling system through expansion tank until
1. Radiator 3. Fan shroud
2. Oil cooler lines 4. Coolant recovery reservoir
coolant is visible in sight glass.

Fig, 98—Attach wrench (W) to tensioner

boit as shown and iift up untii beit can be
removed from puiieys. Longer belt
shown at ieft is used for modeis with air
conditioner compressor.

62
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
WATER PUMP
All Models
88. R&R AND OVERHAUL. Tb remove the water
pump, first remove radiator as outlined in paragraph
87. Attach a wrench (W—Fig. 98) to belt tensioner
bolt, raise wrench and tensioner to relieve belt ten-
\ of pump. Clearance (C) should be 11.6-12.2 mm
Fig. 100—Press new shaft and bearing assembiy into
housing untii the bearing Is fiush to 0,15 mm (0.006 in.)
beiow fiush with the front face of the housing as shown
at (A).
Paragraph 88
Fig. 99—Expioded view of typical water
pump. Four cyiinder modeis are equipped
with spacer between fan and puiley. Sender
for temperature gauge is instaiied in pump
housing (5).
1. Viscous fan : 11. Warning light
clutch sender
2. Fan 12. Plug
3. Pulley 13. Thermostat
4. Bearing & shaft 14. Gasket
5. Housing 15. Outlet housing
6. Seal assy. 16. Gasket
7. Impeller 17. "0" rings
8. "0" ring 18. Engine block
9. Back plate adapter
10. Snap ring 19. Gasket
sion, then remove the drive belt. Detach upper hose
from outlet housing (15—Fig. 99), then unbolt water
pump. Pump is located on adapter (18) and pump
must be pulled forward to remove.
Ib disassemble pump, proceed as follows: Ib re-
move the fan clutch (1—Fig. 99), hold pulley (3) then
attach wrench to flats on back of fan clutch and
unscrew in a clockwise direction. Use a puller to
remove pulley (3) from shaft (4). Remove snap ring
(10) and back plate (9), then press shaft and bearing
(4), seal (6) and impeller (7) out toward rear of hous-
ing (5).
Press new shaft and bearing assembly (4) into
housing (5) until the bearing is flush to 0.15 mm
(0.006 in.) below flush with the front face of the
housing as shown at (A—Fig. 100). Press seal (6—Fig.
99) into housing with smaller diameter up until lip of
seal body seats on housing. Seal height should be
11.9-12.4 mm (0.470-0.490 in.). Support front of shaft
and press impeller (7) onto shaft until clearance be-
tween front of impeller and surface of housing (B—
Fig. 101) is 0.25-0.88 mm (0.010-0.035 in.). Check
clearance (C) between rear of impeller and rear face
(0.460-0.485 in.), while maintaining clearance (B).
Support rear of shaft and press pulley onto front of
shaft until distance (D—Fig. 102) from rear of hous-
ing to the front pulley flange is 127-129 mm (5.091-
63
Paragraphs 89-90
Fig. 101—Support front of shaft and press impeiler onto
shaft until clearance between front of Impeiier and sur-
face of housing (B) is 0.25-0.88 mm (0.010-0.035 in.),
dearance (C) between rear of impeiier and rear face of
pump shouid be 11.6-12.2 mm (0.460-0.485 in.).
5.101 in.) as shown. Install new "O" ring (8—Fig. 99)
and back plate (9), then install snap ring (10). Make
sure that pump shaft rotates freely.
ELECTRICAL SYSTEM
ALTERNATOR AND REGULATOR
All Models
89. A large number of electrical components can be
damaged very quickly using improper procedures and
certain alternator components can be damaged by
procedures that would not affect a D.C. generator.
Observe the following to prevent unnecessary dam-
age.
1. Be sure that negative post of all batteries is
grounded. This precaution should also be observed
when connecting booster battery and charger.
2. Never short across any alternator terminal.
3. Never attempt to "polarize" alternator.
4. Always disconnect all battery ground connections
before removing or replacing any electrical unit.
5. Never operate an alternator with an open circuit.
Be sure that all leads are connected and tightened
before starting the engine. Also, be sure that bat-
tery cables are not corroded or otherwise damaged
leaving an open connection when engine is run-
ning.
64
FORD
Fig. 102—Press puiiey onto front of shaft untii distance
(D) from rear of housing to the front puiiey fiange is
127-129 mm (5.091-5.101 in.).
Clean cylinder block and adapter (18—Fig. 99) if
removed, then install new gasket (19) and tighten
retaining screws to 20-28 N.m (15-21 ft.-lbs.) torque.
Install new "O" rings (17) and gasket (16), then install
water pump. Tighten the four screws securing water
pump to cylinder block to 61-68 N.m (45-50 ft.-lbs.)
torque. Remainder of installation is reverse of re-
moval procedure.
90.OPERATING TESTS. A 55 amp alternator is
used on models without cab and a 100 amp alternator
is installed where the tractor is originally equipped
with a cab.
If alternator fails to operate properly, perform the
following tests:
Battery Temperature Sensor. Disconnect bat-
tery temperature sensor connector (12—^Fig. 103 or
Fig. 104) from alternator. Connect voltmeter leads
between sensor connector and ground. Battery volt-
age should be registered. If battery voltage is not
registered, check wiring for open circuit. If wiring is
satisfactory, renew battery temperature sender (lo-
cated in battery box).
Charging Current and Voltage. Disconnect bat-
tery ground cable. Disconnect alternator output wire
(2—Fig. 105) from alternator B+ terminal (1). Con-
nect ammeter (4) between B+ alternator terminal
and disconnected wire as shown in Fig. 105. Connect
voltmeter (3) between alternator B+ terminal and
ground. Reconnect the battery cable and note battery
voltage reading. Start engine and operate at 2000
rpm. Observe ammeter and voltmeter readings. If
ammeter registers zero current, a faulty alternator
 MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 91

2 Fig. 105—Connect voitmeter and ammeter as shown to

Fig. f 03—View of 55 amp aiternator showing connecting
points. Battery temperature sensor connection is at (12).
1. Output connection (B+)
2. Engine speed sensor
connection (W)
check aiternator output.
1. B+ terminal : 3. Voltmeter
2. B+ wire (brown) ; 4. Ammeter
3. Ground connection
4. Warning lamp (D+)
nect wires from rear of alternator. Pry belt tensioner
upward to release tension on drive belt, then remove
drive belt from alternator pulley. Unbolt and remove
alternator.
Prior to disassembly, scribe match marks across
alternator front and rear housings to facilitate reas-
sembly The regulator/brush holder assembly (11—
Fig. 106) can be serviced without disassembling the
alternator. Remove terminal block (55 amp alterna-
tor) or rear cover (100 amp alternator), then unbolt
and remove rectifier/brush holder from alternator
rear housing. Brushes must move freely in holder.
New brushes are 20 mm (0.79 in.) and minimum
length is 5 mm (0.20 in.). Brush spring tension should
be 1.3-2.7 N (4.7-9.8 oz.).

Fig, i04—View of 100 amp aiternator showing connecting

points. Battery temperature sensor connection is at (11).
1. Output connection (B+)
2. Engine speed sensor 3. Ground connection
connection (W) 4. Warning lamp (D+)
component is indicated. Voltmeter reading should
exceed battery voltage. When ammeter reading is
less than 10 amps, voltmeter reading should be be-
tween 13.6-14.4 volts. If voltmeter reading exceeds
14.4 volts, a faulty regulator is indicated. If voltmeter
reading is less than 13.6 volts, a faulty regulator or
alternator component could be at fault.
If battery voltage is not registered on gauge, usu-
ally the battery temperature sensor (15—Fig. 106)
has failed; however, the cause could be a corroded or
otherwise open connection. Refer to Fig. 103 for con-
necting wires to 55 amp alternator or to Fig. 104 for
connecting wires to 100 amp alternator.
91. R&R AND OVERHAUL. To remove alterna-
tor, first disconnect the battery ground cable. Discon-
TD disassemble 55 amp alternator, remove nuts
from terminals and withdraw terminal block (13—
Fig. 106). Unbolt and remove battery temperature
sensor terminal (12) and regulator/brush holder as-
sembly (11). Remove nuts from through-bolts, then
separate front housing (3) with rotor (6) from reai*
housing (9). Remove nuts and screws attaching recti-
fier (7) to rear housing and separate rectifier and
stator (5) from rear housing. Remove nut, pulley (1)
and fan (2) from rotor shaft, then press rotor from
front housing. Stator leads must be unsoldered from
tags on rectifier to separate rectifier from stator.
Ib disassemble 100 amp alternator, remove end
cover (14—Fig. 106). Unbolt and remove regula-
tor/brush holder assembly (11) from rear housing.
Unsolder six stator leads from rectifier (7). Remove
nuts from housing studs, then separate front housing
(3) with rotor (6) from rear housing (9). Remove nut,
pulley (1) and spacer from rotor shaft. Remove rotor
from front housing. Note that the front housing (3)
and stator and the rear housing (9) and rectifier (7)
are serviced as assemblies.

65
Paragraph 92 FORD

10
11
14

Fig. 106—Expioded view of 100 amp aiternator is at top and 55 amp aiternator is shown beiow. Battery temperature sensor
(15) is iocated in battery compartment.
1. Pulley 6. Rotor
2. Fan 7. Rectifier (diode) assy. 11. Regulator & brush 13. Iferminal block
3. Front housing 8. Rear bearing holder assy. 14. End cover
4. Bearing 9. Rear housing 12. Battery temperature 15. Battery temperature
5. Stator 10. Insulator terminal sensor

To reassemble alternator, reverse disassembly pro- 92. COMPONENT TESTS. Rectifier diodes may
cedure. Tighten alternator screws, nuts and bolts to be tested using an ohmmeter. If any one diode test
the following torques. faulty, renew complete rectifier.
Through-bolts 5.5 N.m On 55 amp alternator, check each of the six posi-
(48 in.-lbs.) tive/negative diodes separately as follows: Connect
Shaft nut 37.5 N.m one test lead to diode mounting plate (2—Fig. 107)
(27.5 ft.-lbs.) and other test lead to diode pin (3). Note resistance
Rectifier (7) attaching nuts 3.5 N.m reading, then reverse test lead connections. On open
circuit (infinity ohms) should be indicated during one
(31in.-lbs.) half of test and continuity (low resistance) during
Regulator & brushes assy. (11) other half of test. Check each of the two field diodes
attaching screws 4.0 N.m as follows: Connect positive test lead to one of the field
(35 in.-lbs.) diode connections (2—Fig. 108) and connect negative
Terminal nuts 4 N.m test lead to D+ terminal (3). On open circuit (infinity
(35 in.-lbs.)
66
 MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 92 (Cont.)

1
Fig. 107—On 55 amp aiternator, check each of the six
Fig. 110—On 100 amp aiternator, check rectifier insuiation
positive/negative diodes separateiy as shown above. as shown above.
1. Ohmmeter
1. Ohmmeter
2. Diode mounting plate , 3. Diode connecting pin
2. End housing ; 3. Rectifier

Fig. Ill—Connect ohmmeter (1) test ieads between each

Fig. 108—On 55 amp aiternator, check each of the two
fieid diodes separateiy as shown above.
1. Ohmmeter
2. Field diode connections
Fig. 109—On 100 amp aiternator, check each of the nine
diodes separateiy as shown above.
1. Ohmmeter
2. Diode moimting plate
of the singie output wires (2) to check stator winding
continuity for 55 amp aiternator.
ohms) should be indicated during one half of test and
3. D+ connector continuity (IOM^ resistance) during other half of test.
On 100 amp alternator, check each of the nine
diodes separately. Connect one test lead to diode
mounting plate (2—Fig. 109) and other test lead to
diode pin (3). Note resistance reading, then reverse
the test lead connections and note reading. Ohmme-
ter should indicate 0 ohms during one half of test and
900-1000 ohms during the other half of test.
On 100 amp alternator, use an ohmmeter to check
the rectifier insulation. Connect one test lead be-
tween rectifier outer plate (3—Fig. 110) and other
test lead to end housing (2). An infinity ohm reading
should be obtained. If any continuity is indicated,
renew housing and rectifier assembly.
An ohmmeter may be used to check stator windings
0 for continuity and for short circuit. For 55 amp alter-
nator, connect test leads between each pair of stator
leads (Fig. 111). There should be a small resistance of
approximately 0.2 ohm between each pair of wires. If
resistance is considerably higher or lower, renew sta-
3. Diode pin tor. Ib check insulation of each winding, connect

67
Paragraph 93
Fig. 112—Connect ohmmeter (1) test ieads between pairs
of stator output wires (2) to check stator winding continu-
ity for 100 amp aiternator.
ohmmeter test leads between each stator lead and the
stator metal frame (3). There should be no continuity
between winding and frame.
For 100 amp alternator, connect ohmmeter test
leads between pairs of wires as shown in Fig. 112.
There should be resistance of approximately 0.75
ohm between each pair of wires. If resistance is con-
siderably less or greater than 0.1 ohm, renew stator.
Check insulation of each pair of windings to each
other and also each pair to stator frame using ohm-
meter. There should not be continuity between the
three pairs of windings and there should not be con-
tinuity between any of the pairs of windings and the
stator frame (3).
Tb check rotor field winding for continuity, connect
ohmmeter test leads between the two slip rings as
shown in Fig. 113. Resistance should be approxi-
Fig. 114—Basic starter circuit wiring dia-
gram.
1. Key switch
2. Transmission neutral 5. Battery
start switch 6. Starter motor
3. Tb Thermostart 7. Starter solenoid
4. Thermostart relay 8. Starter relay
68
FORD
Fig. 113—Connect ohmmeter (1) test leads between rotor
slip rings to check rotor field winding continuity.
mately 2.9 ohms for 55 amp altemator or 2.6 ohms
for 100 amp altemator. To check for breaks in field
winding insulation, connect ohmmeter test leads be-
tween each of rotor slip rings (2) and the rotor metal
frame (3). If any reading other than infinity ohms is
indicated, renew rotor.
STARTING MOTOR
All Models
93. Both 3.1 and 3.6 Kw, Bosch starting motors
have been used. The 3.1 Kw starter is used on four
cylinder models and 3.6 Kw starter is used on six
cylinder models. Starting circuit wiring diagram is
shown in Fig. 114. Fig. 115 shows typical positioning
I |.v6/,v6/A^,'6/|
B W/R W/H
 MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 93 (Cont.)
of the starting relay and Fig. 116 shows a typical
safety starting switch that prevents operation of the
starter unless transmission is in neutral.
Tb disassemble starter, refer to Fig. 117 and pro-
ceed as follows: Disconnect wire from solenoid (5),
remove screws (4) and withdraw solenoid from
starter end frame. Release the solenoid plunger from
drive engagement lever (7). Remove two screws and
two nuts retaining end cap (24) and end plate (20).
Remove retaining ring (22) and thrust washers (21),
then withdraw end plate (20) from field coil housing.
The brushes (15 and 16) and commutator can be
inspected at this stage of disassembly. Brushes are
soldered to the brush leads. Tb remove brush holder
(18), compress brush springs (17) and bend back
spring retaining tabs. Release spring tension and
Fig. 115—View of typicai starter relay installation. withdraw brush holder with brushes. Separate coil
housing (14) from end frame (2). Withdraw engage-
ment lever pivot pin (6). Push the retainer (9) away
from retaining ring (8), then pry the retaining ring
from armature shaft. Withdraw armature (13), bear-
ing plate (12) and drive assembly (11).
Refer to the following specifications.
Brush minimum length 7.0 mm
(0.28 in.)
Commutator diameter 42.5 mm
(1.67 in.)
Armature shaft end play. Max 0.4 mm
(0.015 in.)
Armature shaft run-out. Max . 0.13 mm
(0.005 in.)
Test volts 117
Fig. 116—View of typicai safety start switch (S) instaiia-
tion. Transmission shown is 16 x 16 speed, but other No-load test—
modeis are simiiariy equipped with switch to prevent Amps 160 max.
starting in gear. Rpm 8000
C. Transmission top cover To reassemble, reverse disassembly procedure.
S. Forward-Neutral- 1. Range (1-4) switch Check armature shaft end play as follows: Locate dial
Reverse switch 2. Range (5-8) switch indicator pointer on end of armature shaft. Move

Fig. 117—Expioded view of starting motor.

Ground cabie (G) is used oniy on 3.6 Kw
motors.
1. Bushing 14. Field coils
2. Nose housing 1 & housing
3. Studs f 15. Field brushes
4- Screws 16. Ground brush
5. Solenoid 17. Brush spring
6. Pivot screw 18. Brush holder
7. Lever 19. Bushing
8. Snap ring 20. End plate
9. Retainer 21. Thrust washers
10. Bushing 22. Retaining ring
11. Drive assy. 23. Felt wick
12. Center bearing plate 24. End cap
13. Armature 25. Insulator

69
Paragraphs 94-95
Fla 118-Vlews of typical instrument clusters. On some models, instrument cluster is Anaiog (AlC) as shown in the upper
left on other models. Instrument cluster is a combination of Anaiog and Eiectronic (AEIC) as shown at upper right, while
still other models are equipped with the Digitai/Eiectronic instrument duster (EIC) shown in the iower view.
4. Coolant temperature
armature fully forward and rearward and note indi-
cator reading. End play should not exceed 0.4 mm
(0.015 in.). If end play is excessive, inspect armature
(13—Fig. 117), end plate (20) and thrust washers (21)
for wear and renew as necessary.
Tighten starting motor housing end plate nuts to
10 N.m (84 in. lbs.) torque and screws attaching
starting motor to cylinder block to 34 N.m (25 ft.-lbs.)
torque.
INSTRUMENTATION
All Models
94. The instmment cluster may be Analog as
shown in the upper left of Fig. 118, a combination of
Analog and Electronic as shown in the upper right or
the Digital/Electronic Instrument Cluster shown in
the lower view. Refer to the appropriate following
paragraphs for reading, setting, testing and servicing
instruments.
70
FORD
6. Left display (EIC)
Models With Analog Or Analog/Electronic
Instrument Cluster
95. The analog instrument cluster shown in the
upper left of Fig. 118 contains seventeen lighted pan-
els (1), a fuel gauge (2), a main display (3) and a
coolant temperature gauge (4). The analog/electronic
instmment cluster shown in the upper right of Fig.
118 contains the same components as the analog
cluster described above plus an electronic display
panel (5). On both instrument clusters, the main
display includes an engine tachometer indicating en-
gine rpm and an hour meter which records the engine
operating hours. Refer to Fig. 119 for explanation of
indicator lights. Refer to Fig. 120, Fig. 121 and Fig.
122 for location of relative switches and sensors. The
tractor should be stopped and trouble should be cor-
rected upon the illumination of any RED light. Amber
lights are less critical, but should alert the operator
to a condition that may soon need attention.
The engine oil pressure sender (1—Fig. 120) closes
when oil pressure is below 69 kPa (10 psi), illuminat-
ing oil pressure waming light (1—Fig. 119). Parking
brake switch (5—Fig. 120) is closed when parking
 MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 95 (Cont.)

IT
1000

9 10
10 11 12
12 13
13 14
14 15
15 16
16 17
17
f ^ ; ^^f—^PP^f^P^"^^ of modeis with Anaiog instrument duster or Anaiog/Eiectronic instrument duster is equipped with
t^^icator lights (1-Fig. 118) marked with symbois as shown. Some symbois may not be used if feature is not Instaiied
Symboi (7) is used oniy on modeis equipped with variabie dispiacement pump.
1. Low engine oil pressure (RED) 6. Steering pump suction filter restricted (RED) 12. Main headlight beam (Blue)
2. Alternator not charing (RED) 7. Charge pump filters restricted (RED) 13. Dual Power - High (Direct-drive)
3. Air cleaner restricted (Amber) 8. Low transmission & steering oil pressure (RED) 14. Dual Power - Low (Under-drive)
4. Thermostart activated (Ainber) 9. Left turn indicator (Green) 15. Pto 1000 rpm indicator (Amber
W S F D ^ "'^ ' ' ?• ?^^^^ '^"^ ''^^^ ^^'^^""^ 16- Differential lock engaged (Amber)
level (RED) 11. Second trailer tum signal (Green) 17. Right tum signal (Green)

Fig. 120—View showing iocation of

some instrument sensors. Refer aiso to
Fig. 121 and Fig. 122.
F2. Auxiliary fuel tank sender
S. Transmission speed sensor (16 x 16)
Tl. Engine coolant sender
1. Engine oil pressure sensor
5. Parking brake switch

brake is applied, activating warning light (5—Fig.
119) and alarm. Transmission oil temperature switch
(T2—Fig. 121) prevents illumination of filter restric-
tion hght when oil temperature is below 40° C (104°
F). Switch is normally open below 40° C (104° F) and
closed above 40° C (104° F). Air cleaner restriction
switch (3) is normally open but closes when vacuum
in air inlet tube is excessive, illuminating air cleaner
warning light (3—Fig. 119). Brake and clutch fluid
level switch (5—Fig. 121) is normally open when fluid
level is above minimum level, switch closes if fluid
level drops below minimum level, illuminating wam-

71
Paragraph 96 FORD

Fig. 121—Location of some instrument

sensors. Switches and sensors (T2, 6 &
8) are used on modeis with fixed dis-
piacement (gear) hydrauiic pumps.
Switch T2 is normaiiy open at tempera-
tures beiow 40F C (104° F) to prevent
fight (6—Fig. 119) from indicating fiiter
restriction at cooi temperatures. Refer
also to Fig. 120 and 122.
A. Engine speed (Tachometer)
terminal on alternator
Fl. Main fuel tank sender
T2. Transmission temperature switch
3. Air cleaner restriction switch
5. Brake and clutch fluid level switch
6. Hydraulic oil filter restriction switch
8. Transmission pressure switch
15. Two speed pto switch

ing light (5—Fig. 119). Hydraulic oil filter restriction
switch (6—Fig. 121) is normally open, but closes,
illuminating warning light (6—Fig. 119), when vac-
uum created by oil being drawn through filter is
excessive. Transmission oil pressure switch (8—Fig.
121) should be open when oil pressure is above 830
kPa (120 psi). Switch should close when pressure falls
below 550 kPa (80 psi), illuminating warning light
(8—Fig. 119). Two speed pto switch (15—Fig. 121)
closes when 1000 rpm pto is selected, illuminating pto
light (15—Fig. 119). Charge pressure switch (7—Fig.
122) is normally open when charge pressure for vari-
able displacement piston pump is greater than 80
kPa (12 psi). Switch closes when charge pressure
drops below 80 kPa (12 psi), illuminating warning
light (7—Fig. 119). Transmission lubrication pres-
sure svdtch (8S—Fig. 122) is normally open when
pressure in transmission lubrication circuit is above
80 kPa (12 psi). Switch closes when lubrication pres-
sure drops below 80 kPa (12 psi), illuminating warn-
ing light (8—Fig. 119). Transmission pressure switch
(8T—Fig. 122) operates when oil pressure for 16 x 16
transmission drops below 1500 kPa (215 psi), illumi-
nating warning light (8—Fig. 119).
96. REMOVE AND REINSTALL. To remove the
instrument cluster, first disconnect the battery and
remove the two retaining screws located at bottom of
instrument cluster. Pull the instrument cluster away
and detach the two multiple pin connectors from rear
of cluster. Cluster components are accessible after
turning the four quick releases and separating cover
from rear of instrument cluster. Light bulbs can be
removed and new bulbs installed after removing the
rear cover. Tb remove gauges or tachometer, it is first
necessary to remove the eight screws attaching the
circuit board. The analog fuel and temperature
gauges are attached to circuit board with a single nut.
The tachometer can be removed after disconnecting
the wire, then removing the four cross head screws.
The liquid crystal display module of the analog/elec-
tronic cluster can be removed after disconnecting the

72
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 97
2 BK Ground connection
3 LG/Y First trailer
4 BN/R Thermostart indicator
5 LG/R Second trailer
6 BUAV Main beam indicator
7 W/BN Engine oil
pressure indicator
8 Y Dual Power high
9 Y/BN Dual Power low
10 BK/S Air cleaner restriction
11 0/PU R o 1000 rpm indicator
12 Y/BK Differential lock indicator
13 G/BK Fuel gauge
14 BN/Y Battery charge lamp
& tach (D+ terminal)
15 W/S Tachometer (W terminal)
J2 Connector
Pin
Connector Wire Color Function
1 R/BN/BK Low charge pressure
2 Y/0 Transmission lube
Fig. 122—Location of some instrument sensors used on pressure
modeis witii variable dispiacement (piston) hydrauiic
pump. Refer aiso to Fig. 120 and Fig. 121. 3 BK/BN Hydraulic filter restriction
T2. Transmission
4 • GAV Right t u m indicator
temperature switch '. 8S. Steering/transmission 5 LG/BN Brake warning lamp
6. Steering oil filter lubrication pressure switch 6 GR/BU Alarm buzzer
restriction switch 8T. Transmission pressure 7 TN/TQ LCD module
7. Charge pressure switch switch (16 x 16)
8 R/PK Brake warning lamp
9 PU LCD module
white electrical wire and removing two cross head
10 TN/0 LCD module
retaining screws.
11 Not used
Refer to Fig. 123 and the following for testing 12 G Gauges
wiring continuity at the instrument cluster terminal 13 G/BKAV Ground
connectors. Resistance from pin 2 of terminal J l and 14 R Panel lights
pin 13 of terminal J2 to tractor ground should be less 15 G/BU Engine temperature
than 10 ohms. Wire color code is as follows: BK-black, gauge
BN-brown, BU-blue, G-green, GR-gray, LG-light
green, 0-orange, PK-pink, PU-purple, R-red, TN-tan,
TQ-turquoise, W-white, Y-yellow. Models With Electronic Instrument
J l Connector Cluster
Pin
Connector Wire Color Function 97. The electronic (digital) instrument cluster
1 G/R Left tum indicator (EIC) contains eighteen lighted panels (1—Fig. 118),

1 3
\
o o
oo o
oo o
oo o
p oo^
13
/
••~\ 15

Fig. 123—View of instrument duster showing iocation of (Jl and J2) connector terminais. Pins are numbered as shown
in center. Lamps can be removed as shown at (L).

73
Paragraphs 98-102 FORD

1 2 3 4 5

10 11 12 13 14 15 16 17 18

f B
19 20 21 22 23 24 25 26 27 28 29 30 31
Fig 124^indicator lights iocated in the upper section of the digitai/eiectronic instrument duster are mariced with syrnbois
indicating their function. Pressure sensitive switches in lower section are used to change or set functions of the display
panei.
1. High engine coolant temperature (RED) 11. First trailer tum indicator (Green) 21. Coolant temperature
2. Low engine oil pressure (RED) 12. Second trailer tum indicator (Green) 22. Battery voltage
3. Alternator not charging (RED) 13. Thermostart activated (Amber) 23. Engine hour meter
4. Parking hrake on or low fluid level (RED) 14. Low hydraulic filter/pump charge 24. Digit increase switch
5. Headlight main heam indicator (Blue) pressure (RED) 25. Digit select switch
6. High transmission oil temperature (RED) 15. DifFerential lock engaged (Amher) 26. Engine speed (tachometer) switch
7. Low transmission and steering oil 16. Not used 27. Ground speed switch
pressure (RED) 17. Not used 28. Pto rpm display switch
8. Air cleaner restricted (Amher) 18. Right tum indicator (Green) 29. SETUP & AREA/ HOUR switch
9. Pto 1000 rpm indicator (Amher) 19. Engine oil pressure 30. RESET & AREA accumulator switch
10. Left turn indicator (Green) 20. Fuel level (quantity) 31. RESET & SLIP switch

a digital display on the left (6), a main display (7), an
electronic display on the right (5) and thirteen touch-
sensitive switches (9) in the lower section. Refer to
the following paragraphs for description, operation
and setting.
98. WARNmG LIGHTS. Refer to Fig. 124 for
explanation of indicator lights. The tractor should be
stopped and trouble should be corrected upon the
illumination of any RED hght. Amber lights are less
critical, but should alert the operator to a condition
that may soon need attention.
99. MAIN DISPLAY. The main display (7—Fig.
118) is a multi-function LCD (Liquid Crystal Display)
that is activated by the function switches (9). Press-
ing most of the function switches will toggle between
functions or between engaged and disengaged.
100. TOUCH-SENSITIVE FUNCTION
SWITCHES. The thirteen touch-sensitive switches
(Fig. 124) are used to activate or change the function
of the displays. Refer to Fig. 124 for brief explanation
of function switches. The first three switches change
the function of left panel.
101. BATTERY VOLTAGE. Function button
(22—Fig. 124) displays the battery voltage on the
main display. If the voltage is less than 10.0 volts or
more than 16.0 volts, an audio alarm will sound for 5
seconds. Pressing another function switch will en-
gage another function, but if voltage is not within
limits (10-16 volts) the voltage will be shown and the
audio alarm will sound. Pressing function switch (22)
a second time will tum off the voltage function, but if
voltage is outside range, the battery symbol (3—Fig.
124) will flash.
102. HOUR METER. Pressing function switch
(23—Fig. 124) will display the total accumulated
hours. The accumulated hours will also be displayed
when key switch is turned on before starting engine.

74
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraphs 103-104

13 16
32 33 34
17

37
l'9 20 2'i 23 24 25 27 29 3 5 1 1 38 39
Fig, 125—The main (centrai) display is used to indicate a variety of conditions. The displayed function may be automatic,
continuous, stored or programmabie. The centrai dispiay (3) may present engine speed, ground speed, hours of operation,
pto speed, battery voltage, or warning message (STOP) digitally The left panel contains a tweive segment bargraph and
warning symbols for coolant temperature, fuel level and oil pressure. The three function switches (19,20 & 21) on ieft side
of the lower section change function of ieft dispiay panei. The right panel, sometimes called the "Tractor Performance
Monitor" or "TPM," contains LCDs to indicate condition of impiement and hydraulic performance,
1. Engine speed rpm x 100 5. Waming symbol indicating trouble 9. Digital display of battery voltage
2. Bargraph of engine speed (800-2500 rpm) 6. Digital display of engine rpm 10. Transmission gear
3. Central digital display 7. Digital display of ground speed (mph or km/h) 11. Low (L) or high (H) speed range
4. Digital hour meter function light , 8. Digital display of pto rpm 12. Gear selection

The total accumulated hours are stored in a perma-
nent memory that is not affected by disconnecting or
removing the battery. The hour meter can also be
programmed to signal the operator of regularly
scheduled maintenance. , waming and reset the maintenance interval program
103. PROGRAMMED SERVICE. When pro-
grammed to signal when the next scheduled mainte-
nance is due, the hour meter symbol (4—Fig. 125) will
flash to remind operator to service tractor. To pro-
gram the unit for next service, tum key svdtch ON,
but do not start. Press and hold down function switch
(23—Fig. 124) for approximately three seconds until
audio alarm beeps, indicating that unit is ready to
program. The number displayed on main panel (3—
Fig. 125) indicates the operating hours previously
programmed until the next scheduled service. Four
zeros (0000) cancels the next scheduled service wam-
ing. Pressing function switch (24—Fig. 124) once will
increase the flashing digit by one. Pressing function
switch (25) will move the flashing digit one space.
Usually the interval should be set at "0300" which
will warn operator to service every 300 hours of
operation. Enter the setting into memory by tuming
the key switch off. At the selected intervals, the hour
meter symbol (4—Fig. 125) will flash and wam op-
erator that service is due. Pressing function switches
(23 and 27) simultaneously will cancel the current
to the previously selected number of hours.
104. GROUND SPEED. Pressing function switch
(27—Fig. 124) will display ground speed on the main
display in either miles per hour (MPH) or kilometers
per hour (km/h). Refer to paragraph 107 for setting
either Imperial (MPH) or metric (km/h).
If equipped with optional slip control feature, the
ground speed is true as measured by a radar unit
located on the tractor. The ground speed of models
NOT equipped with slip control is originally cali-
brated to match the rear tires installed, but the
system may need to be reset because of tire wear, use
of tractor weights or installation of different tires.
Before changing programmed ground speed, first
park tractor on level,flrmsurface and make sure that
tire pressures are correct. Measure distance from
ground to the center of rear axle (rolling radius), then

75
Paragraphs 105-109 FORD

refer to the following chart for the correct calibration engine oil pressure drops below a set minimum pres-
number. sure or if coolant temperature exceeds 113° C (235^
F), bargraph warning symbol will flash, the word
Rolling Calibration Number "STOP" will fiash on performance monitor display
Radius 16x16 12x12 and critical alarm will sound. If fuel level drops below
in. mm Trans. Trans. set minimum level, bargraph warning symbol will
fiash and non-critical alarm will sound.
23.0 584 8127
23.5 597 7954
24.0 610 7789 106. RIGHT DISPLAY PANEL. The right panel
24.5 622 7630 9998 (Fig. 125) is sometimes called the "Tractor Perform-
25.0 635 7477 9798 ance Monitor" or "TPM" and contains LCD displays
25.5 648 7330 9605 to indicate condition of implement and hydraulic
26.0 660 7190 9421 performance. The performance monitored depends
26.5 673 7054 9243 upon which features, such as electronic draft control
27.0 686 6923 9072 (EDO and Slip Control (Radar) option, are installed.
27.5 699 6797 8907 It is important to set (or program) options correctly
28.0 711 6676 8748 and sometimes in a specific order. Refer to the follow-
28.5 . 724 6559 8594 ing paragraphs for explanation and for setting (Pro-
29.0 737 6446 8446 gramming) procedures.
29.5 749 6337 8303
30.0 762 6231 8165 107. SETTING IMPERIAL OR METRIC
30.5 775 6129 8031 UNITS. The setting should be evident by illumina-
31.0 787 6030 7901 tion of either "MPH" or "km/h" (7—Fig. 125) and
31.5 800 5934 7776 either "FT" or "M" (40). To change measurement
32.0 813 5841 7654 setting, first tum the key switch ON, but do not start
32.5 826 5752 7537 tractor. Press the "SETUP" (AREA/HOUR) svdtch
33.0 838 5664 7422 (29) for approximately four seconds until an audible
33.5 851 5580 - 7312 "beep" is heard, then release. Pressing the switch
34.0 864 5498 7204 briefly will cycle through the setup sequence as fol-
34.5 876 5418 7100 lows: 1. Implement width, 2. Shp alarm level, 3. Area
35.0 889 5341 6998 preset, 4. Distance measurement, 5. Imperial or
35.5 902 5266 6900 Metric Units. When the "MPH" or "km/h" and "FT"
36.0 914 5192 6804 or "M" flashes, the system can be changed to indicate
Calibration number for tractors equipped with slip the desired unit of measurement by touching the
control feature should be "4018." Calibration can also "RESET" switch (30). To save the setting and exit the
be set up as described in paragraph 118 to exactly 400 setup, press "SETUP" switch (29) for about three
feet (121.83 meters) if tractor is equipped with slip seconds until the audible alarm "beeps" and the dis-
control (radar) option. play returns to normal.
Tum key switch ON, but do not start engine. Press
and hold down function switch (27—Fig. 124) for 108. AREA PER HOUR FORECASTER. Touch-
approximately three seconds until audio alarm beeps, ing function switch (29—Fig. 125) will illuminate the
indicating that unit is ready to program. The number "AREA/HOUR" symbol (37) and the estimated area
displayed on main panel (3—Fig. 125) is the pre- will be presented in the main display (35). The area
viously programmed calibration number and the left will be either hectares or acres, depending upon
digit will be fiashing. Compare the number displayed measurement setting. For more accurate forecasts, it
with the calibration number listed in the table for the is important that implement width, slip alarm point,
measured rolling radius. Pressing function switch area accumulator and distance measurement be cor-
(24—Fig. 124) once will increase the flashing digit by rectly preset. Refer to paragraph 109 for setting im-
one. Pressing function svdtch (25) will move the fiash- plement width and paragraph 114 for setting slip
ing digit one space. Enter the setting into memory by alarm.
turning the key switch OFF.
109. IMPLEMENT WIDTH. To set implement
105. LEFT DISPLAY PANEL. The left display width, tum key ON, but do not start tractor. Press
panel (Fig. 125) contains a twelve segment bargraph the "SETUP" (AREA/HOUR) function switch (29—
(16) that can display engine coolant temperature (13), Fig. 125) for approximately four seconds until an
fuel level (14) or engine oil pressure (15). The display audible "beep" is heard, then release. Pressing the
can be changed to indicate each measurement by switch briefly will cycle through the setup sequence
pressing appropriate function snatch (19,20 or 21). If as follows: 1. Implement width, 2. Slip alarm level.

76
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
3. Area preset, 4. Distance measurement, 5. Imperial
or Metric units. When the "IMP" (38—Fig. 125),
"WIDTH" (8) and "FT" or "M" (40) is displayed and
the flrst digit of the display (35) flashes, the system
can be set. Press function switch (24—Fig. 124) once
to increase the flashing digit by one. Pressing switch
(25) will move the flashing digit one space.
Press the "SETUP" (AREA/HOUR) switch once to
enter the value into memory and to proceed to area
preset setting position. Refer to paragraph 114 for
setting the slip alarm.
To save the setting and exit the setup, press
"SETUP" switch (29—Fig. 125) for about three sec-
onds until the audible alarm "beeps" and the display
returns to normal.
110. AREA PRESET. To set the area preset, tum
key ON, but do not start tractor. Press the "SETUP"
(AREA/HOUR) function switch (29—Fig. 125) for ap-
proximately four seconds until an audible "beep" is
heard, then release. Pressing the switch briefly vnll
cycle through the setup sequence as follows: 1. Imple-
ment width, 2. Slip alarm level, 3. Area preset, 4.
Distance measurement, 5. Imperial or Metric units.
When the "area" (37) is displayed and the first digit
of the display (19) flashes, the system can be set.
Press function switch (24—Fig. 124) once to increase
the flashing digit by one. Pressing function switch
(25) will move the flashing digit one space.
Press the "SETUP" (AREA/HOUR) switch once to
enter the value into memory and to proceed to dis-
tance accumulation setting position. Refer to para-
graph 111 for setting the distance accumulation.
To save the setting and exit the setup, press
"SETUP" switch (29—Fig. 125) for about three sec-
onds until the audible alarm "beeps" and the display
returns to normal. i theoretical speed determined by the axle rotation and
111. DISTANCE MEASURING MODE. Ib enter
the distance measuring mode, first tum key ON, but
do not start tractor. Press the "SETUP"
(AREA/HOUR) function switch (29—Fig. 125) for ap-
proximately four seconds until an audible "beep" is
heard, then release. Pressing the switch briefly will
cycle through the setup sequence as follows: 1. Imple-
ment width, 2. Slip alarm level, 3. Area Preset, 4.
Distance measurement, 5. Imperial or Metric
Units. When the "DIST, OFF" (36) and either "FT" or
"M" (40) is displayed, the system can be set. Press
"ON/OFF" switch (27—Fig. 124) once to indicate the
constantly changing distance traveled on display
(35—Fig. 125). Press switch again to stop measuring.
Refer to paragraph 112 for entering a diiferent
number into the area accumulator.
Press the "SETUP" (AREA/HOUR) switch once to
enter the value into memory and to proceed with
setting. Refer to paragraph 107 for changing between
Imperial and metric measuring units.
Paragraphs 110-114
To save the setting and exit the setup, press
"SETUP" switch (29—Fig. 125) for about three sec-
onds until the audible alarm "beeps" and the display
returns to normal.
112. AREA ACCUMULATOR. Normally the area
can be reset to "0" (zero) by pressing "AREA" switch
(30—Fig. 125) for about three seconds until the audi-
ble alarm "beeps." It is possible to enter numbers
other than "0" if, for instance, the operator wants to
add to a previously worked area.
To enter a number corresponding to an area worked
in a previous operation, first tum the key switch ON,
but do not start tractor. Press the "SETUP"
(AREA/HOUR) switch (29) for approximately four
seconds until an audible "beep" is heard, then release.
Pressing the switch briefly will cycle through the
setup sequence as follows: 1. Implement width, 2. Slip
alarm level, 3. Area preset, 4. Distance measure-
ment, 5. Imperial or Metric units. When the first (left)
digit of the display (35) flashes, the system can be
changed to indicate the other measurement by press-
ing switch (24—Fig. 124) once to increase the flashing
digit by one. Pressing switch (25) will move the flash-
ing dipt one space. To save the setting and exit the
setup, press "SETUP" switch (29—Fig. 125) for about
three seconds until the audible alarm "beeps" and the
display returns to normal.
113. WHEEL SLIP. Models equipped with radar
option can indicate the amount of slippage by press-
ing the "SLIP" selector switch (31—Fig. 125). The "%
SLIP" symbol (41) will be displayed along with a two
digit number on display (35) corresponding with the
amount of slip. The slip value is determined from the
actual ground speed determined by the ground sens-
ing radar. Slippage is calculated automatically, but it
is important to set ground speed as described in
paragraph 104 or paragraph 118.
114. SLIP ALARM. To set slip alarm, tum key ON,
but do not start tractor. Press the "SETUP"
(AREA/HOUR) switch (29—Fig. 125) for approxi-
mately four seconds until an audible "beep" is heard,
then release. Pressing the switch briefly will cycle
through the setup sequence as follows: 1. Implement
width, 2. Slip alarm level, 3. Area pre-set, 4. Dis-
tance measurement, 5. Imperial or Metric Units.
When the "% SLIP" and "ALARM" (41—Fig. 125) are
displayed and the first digit of the display (35)
flashes, the system can be set. Press switch (24—Fig.
124) once to increase theflashingdigit by one. Press-
ing switch (25) will move theflashingdigit one space.
Set digit to "00" if slip alarm is not desired.
Press the "SETUP" (AREA/HOUR) switch once to
enter the value into memory and to begin the area
77
Paragraphs 115-119
preset. Refer to paragraph 110 for setting the area
preset.
To save the setting and exit the setup, press
"SETUP" switch (29) for about three seconds until the
audible alarm "beeps" and the display returns to
normal.
115. HITCH ENABLE, If equipped with electronic
draft control, the hitch enable symbol (34—Fig. 125)
will be displayed to indicate to the operator that the
three point hitch linkage is in phase with the hydrau-
lic lift control lever.
116. HITCH POSITION. If equipped with elec-
tronic draft control, the hitch position will be indi-
cated in display (33—Fig. 125). If "99" is displayed,
hitch is in the highest position and if "0" is displayed,
hitch is fully lowered.
117. HITCH DISABLED. If equipped with elec-
tronic draft control, the hitch disabled symbol (32—
Fig. 125) will be displayed to indicate to the operator
that the three point hitch linkage is NOT in phase
with the hydraulic lift control lever.
118. CALIBRATING GROUND SPEED. The
calibration number can normally be set as described
in paragraph 104, but calibration can also be set up
as follows to exactly 400 feet (121.83 meters).
Tum key switch ON, but do not start engine. Press
and hold down switch (27—Fig. 125) for approxi-
mately three seconds until audio alarm beeps, indi-
cating that unit is ready to program. The number
displayed on main panel (3) is the previously pro-
grammed calibration number and the left digit will
be flashing. Drive the tractor exactly 400 ft. (121.83
meters), then press switch (27) again. Enter the set-
ting into memory by turning the key switch OFF.
119. MALFUNCTION WARNING SYMBOL.
Some malfunctions are indicated on the electronic
instrument cluster by illumination of warning sym-
bol (5—Fig. 125) which suggests that you "Read Your
Manual." The audible alarm will sound continuously
and the display (3) will spell "STOP" if the problem
is critical. The audible alarm will sound for only five
seconds if the problem is not considered critical.
With engine operating, most noncritical malfunc-
tions which cause the warning symbol (5) to be illu-
minated will be accompanied by another symbol to
also be illuminated. An example is a shorted or open
circuit in the electrical circuit of the fuel level sender
will cause the audible alarm to sound for five seconds,
illuminate the malfunction symbol (5) and illuminate
the fuel symbol (14). Trouble with the axle speed
sender will give similar indications of trouble, but will
illuminate the "MPH" symbol instead of the fuel
symbol.
78
FORD
Each time a warning symbol (5) is illuminated, a
numeric error code will be stored in memory. To view
the numeric error code, press function switch (24—
Fig. 124), tum key switch "ON," but do not start
engine. The one or two digit error code indicating the
location of a fault should appear in display. Error
codes preceded by the letter "E" indicate transmission
faults. Release function switch (24) and notice the
engine hours, shown in the main display, at which
trouble occurred, then press switch again to check for
other faults. Up to ten separate error codes can be
stored in memory at the same time.
Error code "1" indicates a short to ground or open
circuit in the engine oil sender circuit. Excessively
high or low engine oil pressure is considered critical
so when problem is encountered, the audible alarm
will sound continuously and the display (3—Fig. 125)
will spell "STOP"
Error code "3" indicates a short to ground in the
fuel level sender. Error code "4" indicates an open
circuit or short to "+" battery voltage. Since this is not
considered critical, the audible alarm will sound for
five seconds and malfunction symbol (5—Fig. 125)
will be illuminated. Check sender for proper opera-
tion and wiring for shorts or opens. Main fuel tank
sender should have resistance of 30 ohms when full
and 250 ohms when empty. Auxiliary fuel tank sender
should have resistance within range of 0-125 ohms.
Resistance of sender wire between sender and instru-
ment cluster should be less than 10 ohms.
Error code "5" indicates a short to ground in the
axle sender. Error code "6" indicates an open circuit
or short to "+" battery voltage. Since this is not
considered critical, the audible alarm will sound for
five seconds and malfunction symbol (5—Fig. 125)
will be illuminated. Resistance between terminals of
sender should be within range of 1000-3000 ohms.
Resistance of sender wire between sender and instru-
ment cluster should be less than 10 ohms.
Error code "7" indicates a short to ground in the
coolant temperature sender circuit. Error code "12"
indicates an open circuit or short to "+" battery volt-
age. Excessively high or low engine coolant tempera-
ture is considered critical so when problem is
encountered, the audible alarm will sound continu-
ously and the display (3) will spell "STOP" If wire is
disconnected from temperature sender, error code
"12" should be recorded. Resistance between sender
terminal and ground should be 80 ohms hot and 800
ohms cold.
Error code "8" indicates an error in the electronic
draft control circuit. Error code "9" indicates an error
in the transmission troubleshooting circuit. These
error codes may be caused by intermittent connec-
tions and may therefore be accompanied by intermit-
tent or blank displays. Check Tan/Orange and
Tan/Turquoise signal wires to instrument cluster.
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 119 (Cont.)

[ 1 22 1 1 11 1 XJI IX Ill
1 gi 1 1 <S 1

1 H 1 1 7 1

n
XI VIII II
Fuse Panel
J 17
n n r—5—1
1 1 6 1

X
II 1
1 ia 1 1 4 1 VTi II rv 1

1 1 ia r 1 i 1 1 34 I L Relay

Os I

F/g. 126—View of fuse panel showing location of shut-down reiay(F). Schematic of relay is shown below. Shut-off solenoid
stops fuel to injection pump if a criticai problem is detected. Tan fuses are 5 Amp, Red fuses are 10 Amp, Light biue fuses
are 15 Amp, Yellow fuses are 20 Amp, Natural fuses are 25 Amp and Light green fuses are 30 Amp.
9. External switches RELAYS—
& gauges (lOA) 17. Wipers, washers, temp, I. Ignition delay
FUSES— 10. Hazard lamps (15A) control & console lamp (20A) II. Accessory
1. Main headlamp (15A) 11. Hom, headlamp flasher, 18. Tum indicators (lOA) III. Implement socket
2. Dim headlamp (15A) cigar lighter & beacon (lOA) 19. Thermostat (25A) IV. Flasher unit
3. Right side lamp (lOA) 12. EDC&EECIV(10A) 20. Keep memory alive (5A) V - VI. Pto module
4. Left side lamp (lOA) 13. Trans dump solenoid (15A) 21. Pto (5A) VII. Thermostat
5. Front worklight(lOA) 14. EDC&EECIV(10A) 22. Radio, implement socket VIII. Not used
6. RearworklightdSA) 15. Stop lamps, seat pump switch & relay (5A) IX. Ignition delay
7. Lower worklight (20A) &diff.lock(15A) 23. Accessory socket (lOA) X. Not used
8. Fuelshut-oflfdOA) 16. Heater fan (25A) 24. Implement socket (30A) XI - XII. Converter module

Since these may or may not be critical, problems
should be checked farther.
Error code "10" indicates an error in the battery
calibration circuit. Since this may or may not be
critical, problem should be checked fiirther. Error
code "10" indicates that battery calibration constant
is incorrect. Press function switch (22—Fig. 124) and
observe voltage on main display, then check voltage
at battery. If voltages are not within 2.0, check con-
nections to instrument panel. If battery voltage is
available at instrument panel connection, the instru-
ment panel may be faulty.
Error code "11" usually indicates that operator has
incorrectly set slip alarm, slip zero constant, imple-
ment width or service hours. Preprogramming does
not correct problem, instrument panel may be dam-
aged.
Error code "12" indicates an open circuit or short to
"+" battery voltage in the coolant temperature sender
circuit. Excessively high or low engine coolant tem-
perature is considered critical so when problem is
encountered, the audible alarm will sound continu-
ously and the display (3—Fig. 125) will spell "STOP"
If wire is disconnected from temperature sender and
grounded (shorted), error code "7" should be recorded.
Resistance between sender terminal and ground
should be 80 ohms hot and 800 ohms cold.
Error code "13" indicates a problem with automatic
engine shut-down circuit. The optional automatic
shut-down system turns fuel off when a critical error,
such as low oil pressure, is indicated. Remove and
check relay located at (F—Fig. 126). Resistance be-
tween terminals "85" and "86" of the removed relay
should be more than 95 ohms. If resistance of relay is
within limits, disconnect the J l connector from rear
of instrument panel and measure resistance between
pin 15 and pin 22 of connector. If resistance is near
zero, locate and repair short circuit. If resistance is
too high, indicating an open circuit, the problem is
probably within the instrument panel. Service to the
instrument panel is usually limited to installing a
new unit.
Error code "14" is generated if a single error code
is quickly followed by another. It suggests that inter-
mittent faults may be caused by faulty ground, cor-
roded connection or other fault affecting more than
one circuit.
Whenever the battery is disconnected, an error
code of "32" will be displayed in the implement posi-
tion display (17—Fig. 125). If the code appears when

79
Paragraphs 120-121 FORD

battery has not been disconnected, cause should be

determined. If the battery has been disconnected, for
any reason, the error code will appear for about five
seconds, then when the key switch is turned on the
system will recalibrate and remove error codes.

120. DASH CONNECTORS, Wiring connector at-

tached to left side of instrument panel (behind bar-
graph display) is referred to as the "Jl" connector and
the connector attached to right side of instrument
panel is referred to as the "J2" connector. Refer to the
following for identifying some of the wire connections.
J l Connector
Pin Fig. 127—Three wiring harnesses are used and are io-
Connector Wire Color Function cated as shown. Refer to Fig. 128 and Fig. 129 for the two
types of main wiring harnesses.
1 W/S 12 volt
2 BK Ground
3 15 W/BN Engine oil pressure
Y/G EEC IV indicator
4
5 S/R 16 BK/0 Engine coolant temp.
6 Y/S Oil pressure signal 17 BK/S Air cleaner restriction
7 GAV/BK 18 BK/N •'• • Hydraulic oil temp.
8 G/W/BK 19 BK
9 R Ground speed radar 20 BK
10 G/BK Fuel level 21 BK
11 G/BU Coolant temp. 22
12 G/PK Oil pressure (+5 volts) 23 BU/W Main beam indicator
13 G 24 R/BN/BK Low charge
14 TN/0
15 0/R Auto, fuel shut-off
16 TN/TQ Color Code Wire Color
17 BK Black
18 PU Auto, fuel shut-off Bjsj Brown
19 BK Ground BU Blue
20 BK Ground Q Green
21 BK Ground LQ Light Green
22 0/BU/BK Auto, fuel shut-off S Slate
23 G [[[,[.. Tan
24 G Turquoise
[[[[]][[[[ Pink
J2 Connector PU Purple
Pin R..'.'.'.'.'.'.'.'.'.'.'.'. Red
Connector Wire Color Function
R/PK Brake fluid level O Orange
1
& hand brake W .[,][/.[ White
BN/R Thermostart indicator Y Yellow
2
3 LG/R Second trailer
4 LG/Y First trailer WIRING DIAGRAMS
5 G/R Left tum indicator
6 Not used All Models
7 WB\J Transmission oil temp.
8 Y/0 Transmission oil pressure 121. Refer to Fig. 127, Fig. 128 and Fig. 129 for
9 0/PU Pto 1000 rpm drawings showing approximate location of main wir-
10 Not used ing harness connectors.
11 Y/BK Differential lock indicator
12 GAV Right tum indicator Refer to Fig. 409 through Fig. 460 at the rear of this
13 G Parking brake manual for diagrams of specific parts of the wiring
14 BN/Y Battery charge harnesses.

80
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraphs 122-123

Fig. 128—Drawing of main wiring harness typical of mod-

els without cab showing relative iocations of connectors.
Refer to Fig, 129 for legend.

Fig. 129—Drawing of main wiring harness typicai of mod-

els with cab showing relative locations of connectors.
Cl. Extension harness connector
C2. Transmission/EDC harness connector
C3. Trailer socket
G4. Transmission/EDC harness connector
Dl. Diagnostic connector
El. Engine harness connector
E3. Micro processor (EEC IV) harness connector
FS. Fuse panel
F3 & F4. Fender connectors
H5 & H6. Right console connectors
J l & J2. Instrument harness connectors
KS. Key switch
Tl. EDC chassis harness connector
T2. EDC extension harness connector
T4. Connector
T5. Connector
T6. Heater & Air Conditioner connector

ENGINE CLUTCH
All Models Except 16x16 Transmission
122. A single plate dry type clutch, 330 mm (13 in.)
in diameter is used in models with constant mesh (8
X 2 or 16 X 4) transmission and "Synchro-Shift" (12 x
12) transmission. Mechanical linkage is used to dis-
engage the clutch on models with constant mesh
transmission. Clutch for "Synchro-Shift" models is
disengaged using a hydraulic master cylinder and
slave cylinder.
Models with the Dual Power 12 x 12 transmission
or the 16 x 16 Powershifb transmission do not have a
conventional clutch and service to these models is
covered in the appropriate transmission service sec-
tion.
TRACTOR SPLIT
All Models Except 16x16 Transmission
123. TD separate tractor between engine and trans-
mission housing, proceed as follows: Disconnect bat-
tery cables. Remove engine side panels, exhaust pipe,
hood top panels and engine fan side shields. Discon-
nect wiring harness from starter motor, then unbolt
and remove starter motor (3—Fig. 130). Disconnect
engine wiring harness from main harness at connec-
tor located at rear of engine, or disconnect wiring
from altemator, engine sensors, radiator and fuel
tank and move wiring clear of the engine. Disconnect

81
Paragraph 124
Fig. 130—Disconnect points on right side of tractor for
spiit between engine and transmission.
1. Support bracket
2. Heater hose 5. Fuel shut-off cable
3. Starter 6. Throttle cable
4. Fuel supply line 7. Heater shut-off valve
Fig. 131—Disconnect points on right side of tractor for
spiit between engine and transmission.
1. Steering lines
2. Transmission oil cooler lines 3. Engine oil cooler lines
fuel supply line (4). Disconnect the foot throttle con-
trol cable (5) and hand throttle control cable (6). If
equipped with mechanical fuel shut-off, disconnect
fuel shut-off cable. Remove bolts attaching support
bracket (1) to engine rear plate. Disconnect hydro-
static steering Hnes (1—Fig. 131) to steering cylinder.
Disconnect transmission oil cooler lines (2).
On models with cab, close heater water control
valve (7—Fig. 130) and disconnect and plug the
heater supply hose (2) and return hose (5—Fig. 132).
If equipped with air conditioner, disconnect refriger-
ant lines at self-sealing fittings (4).
If equipped with side mounted fuel tank, drain fuel
and disconnect fuel transfer hose (1—Fig. 132) lo-
82
FORD
Fig. 132—Disconnect points on ieft side of tractor for spiit
between engine and transmission.
1. Fuel transfer tube
2. Hydraulic inlet tube
3. Hydraulic outlet tube 5. Heater hose
4. Air conditioner 6. Fuel return line
self-sealing fittings 7. Engine oil cooler line
cated between side tank and front tank. Disconnect
fuel return line (6). If equipped with engine mounted
hydraulic pump, disconnect pump inlet tube (2) and
outlet tube (3).
Use split support stands designed for this series of
tractors, if available. Remove weights from front end.
If equipped with front-wheel drive, remove front axle
drive shaft. Insert wedges between front axle and
front support to prevent tipping. Place supports un-
der the front end of transmission housing and support
engine so that engine and front axle assembly can be
moved forward away from transmission. Remove the
engine to transmission housing cap screws, then care-
fully move engine and front axle assembly straight
forward away from transmission and rear part of
tractor.
Reassemble tractor by reversing the disassembly
procedure.
CLUTCH LINKAGE
Models With Mechanically Actuated
Clutch Linkage
124. ADJUSTMENT, The mechanically actuated
clutch linkage used on models with 8 x 2 or 16 x 4
transmissions must be adjusted periodically to com-
pensate for wear of clutch components. Clutch pedal
free travel should he 28-41 mm (1.1-1.6 in.), measured
at clutch pedal pad. To adjust free travel, remove
clevis pin (3—Fig. 133) and disconnect clevis (2) from
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 133—Ciutch iinkage adjustment point for modeis with
mechanicaiiy actuated ciutch iinkage.
1. Locknut 3. Clevis pin
2. Clevis 4. Cross shaft arm
Fig. 134—View of clutch pedal and interiock cabie for
modeis with hydrauiicaiiy actuated ciutch iinkage (12x 12
transmission).
clutch arm (4). Loosen locknut (1), then tum clevis to
lengthen or shorten the clutch operating rod as re-
quired. Lengthening the operating rod will increase
free travel. Reconnect clevis, install clevis pin and
tighten locknut.
Models With Hydrauiicaiiy Actuated
Clutch Linkage
125. ADJUSTMENT. The hydrauiicaiiy actuated
clutch linkage used on models vdth 12 x 12 transmis-
sion is self adjusting. However, a cable operated in-
terlock mechanism is used that only permits
engagement of transmission shuttle lever if clutch
pedal is fully depressed. The cable may require ad-
justment if movement of shuttle lever is difficult with
clutch pedal depressed.
The cable clevis (3—Fig. 134) should move 6-8 mm
(0.25-0.30 in.) when pedal is fully depressed. To ad-
Paragraphs 125-126
Fig. 135—Expioded view of ciutch assembiy for models
with mechanicaiiy actuated clutch iinkage. dutch used
on modeis with hydrauiicaiiy actuated clutch iinkage is
identicai except for ciutch reiease bearing.
1. Pto drive plate 6. Clutch release bearing
2. Pilot hearing 7. Release bearing hub
3. Clutch disc 8. Clutch release fork
4. Dowel pins 9. Bolt
5. Pressure plate 10. Cross shaft
just cable, tum adjusting nuts (2) to reposition cable
until correct clevis movement is obtained when pedal
is depressed.
CLUTCH ASSEMBLY
126. R&R AND OVERHAUL The clutch can be
unbolted from the flywheel and removed after tractor
is split as outlined in paragraph 123. Loosen cap
screws attaching pressure plate (5—Fig. 135) to fly-
wheel gradually and diagonally across clutch to pre-
vent distortion of pressure plate. Remove pressure
plate and clutch disc (3) from flywheel.
Renew clutch disc if linings are loose, excessively
wom, contaminated with oil or if there are signs of
overheating due to clutch slippage. If there is evi-
dence of oil or grease on clutch linings, inspect engine
and transmission oil seals for leakage and repair as
needed before installing new clutch. On models with
hydrauiicaiiy actuated clutch linkage, the clutch re-
lease bearing slave cylinder is also a possible source
of oil leakage.
Inspect pressure plate for discoloration due to ex-
cessive heat. Check face of pressure plate for exces-
sive wear, distortion, scoring or cracks. Check
pressure plate diaphragm flngers for wear or discol-
oration from heat. The flngers must all be at the same
height. The diaphragm type pressure plate is serv-
iced as an assembly.
83
Paragraphs 127-129 FORD

NOTE: The friction face of a new pressure plate

must be cleaned with mineral spirits to remove the
protective coating prior to installation.

Inspect clutch pilot bearing (2—Fig. 135) for wear

or damage. Bearing must rotate smoothly. Use a slide
hammer puller to remove bearing from pto drive plate
(1). Bearing is prelubricated. Press new bearing,
shield side facing outward, into pto drive plate until
it bottoms in drive plate. Tighten pto drive plate
retaining screws to 130 N.m (95 ft.-lbs.) torque.
Tb install clutch assembly, position clutch disc on
flywheel with marked face toward flywheel. If clutch
disc is not marked to indicate correct installation
position, install with longer hub side facing away
from flywheel. Insert a suitable clutch pilot tool 15 13 14 13 12 11 10
through clutch disc into pilot bearing to center clutch Fig. 136—Expioded view of dutch reiease bearing and
disc. Install pressure plate and tighten mounting hydrauiic siave cyiinder assembiy used on modeis with
screws evenly in diagonal pattern to 35 N.m (26 hydrauiicaily actuated dutch iini^age.
ft.-lbs.) torque. Remove clutch pilot shaft after pres- 1. Snap ring
2. Guide sleeve 9. Release bearing assy.
sure plate screws are tightened. Apply light coat of 3. Seal 10. Snap ring
lithium base grease to splines of transmission input 4. Back-up ring 11- Wiper seal
shaft. Reconnect engine to transmission as outlined 5. "O" ring 12. "O" ring
in paragraph 124. 6. Housing 13. Guide rings
7. Return spring 14. Piston
8. Cap 15. Seal
CLUTCH RELEASE BEARmG

Models With Mechanically Actuated Tb disassemble release bearing hub/slave cylinder,

Clutch Linkage
127, R&R AND OVERHAUL. To remove clutch
release bearing (6—Fig. 135), hub (7) and fork (8),
split tractor as outlined in paragraph 123. Disconnect
clutch rod clevis from cross shaft (10). Remove fork
retaining bolt (9), then withdraw cross shaft from
transmission housing and remove release fork. Slide
release bearing and hub from transmission input
shaft.
The release bearing must rotate smoothly, and the
face of the bearing should not be worn or damaged.
Check clutch release fork (8) for wear or damage. The
fork ends must align. Renew as necessary.
When reassembling, apply a light coat of high melt-
ing point grease to bore of hub (7). Tighten release
fork retaining bolt (9) to 47 N.m (35 ft.-lbs.).
Models With Hydrauiicaily Actuated
Clutch Linkage
128, R&R AND OVERHAUL. To remove clutch
release bearing, split tractor as outlined in paragraph
123. Disconnect hydraulic tubes from clutch release
bearing hub. Unbolt and remove release bearing as-
sembly from transmission front plate.
Inspect release bearing assembly for oil leakage,
wear or damage. A seal repair kit is available for
servicing release bearing hub/slave cylinder.
remove snap ring (10—Fig. 136) and withdraw bear-
ing assembly. Pry bearing cage claws open and sepa-
rate piston (14) from bearing (9). Remove snap ring
(1) from rear of housing (6) and withdraw guide sleeve
(2). Remove and renew all seals and "O" rings.
Reassembly is the reverse of disassembly. Lubri-
cate seals and "O" rings with Ford ESN-M6C59-Aor
equivalent mineral based oil during assembly.
NOTE: Use of nonapproved petroleum based oil
will result in seai damage and faiiure.
Tighten release bearing mounting screws to 25
N.m (18 ft.-lbs.) torque. Connect hydraulic tubes to
release bearing housing and bleed air from system as
outlined in paragraph 130. Reconnect engine to
transmission as outlined in paragraph 123.
CLUTCH MASTER CYLINDER
Models With Hydrauiicaily Actuated
Clutch Linkage
129. R&R AND OVERHAUL. To remove clutch
master cylinder (2—Fig. 137), remove instrument
panel left side cover. Disconnect oil supply hoses (1)
and plug to prevent loss of fluid. Disconnect master
cylinder outlet line (3). Disconnect master cylinder

84
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 137—View showing ciutch master cyiinder oii suppiy
and outiet connections.
1. Oil supply lines 5. Interlock cable
2. Master cylinder 6. Cable adjustment nuts
3. Oil outlet line
7. Cap screw
4. Bleed screw 8. Clutch pedal pin
push rod from clutch pedal. Remove master cylinder
mounting bolts (7) and withdraw master cylinder.
To disassemble, push back rubber boot (11—Fig.
138) and disengage snap ring (10) from master cylin-
der body (1). Withdraw push rod (12), spool (8) and
spring (6). Bend back locking tab of retainer (7) and
separate spring (6) and rod (3) from spool.
Inspect cylinder bore and spool for wear or scoring.
Renew master cylinder if any damage is noted.
To reassemble, reverse disassembly procedure. Re-
new all seals and coat parts with Ford ESN-M6C59-A
or equivalent mineral based oil during assembly.
CONSTANT MESH TRANSMISSION
(8 FORWARD - 2 REVERSE)
131. The constant mesh transmission provides
eight gear reduction ratios forward and two reverse
ratios. Gear selection is accomplished manually by
two shift levers.
The constant mesh transmission may be combined
with a "Dual Power" planetary gear set on the input
shaft which provides 16 forward speeds and four
reverse speeds. Refer to paragraph 140 and following
for service to the "Dual Power" gear set.
The constant mesh transmission may also be com-
bined with a reduction gearbox located on output
shaft at rear of transmission to provide four slower
(creeper) forward speeds and one slower reverse
speed. Refer to paragraph 148 and following for serv-
ice to the reduction gearbox.
Paragraphs 130-131
Fig. 138—Expioded view of ciutch master cyiinder.
1. Master cylinder body 7. Retainer
2. Seal 8. Spool
3. Rod 9. Spool seal
4. Spring washer ' 10. Snap ring
5. Spring seat • 11. Rubber boot
6. Spring 12. Push rod
NOTE: Use of nonapproved petroleum based oil
will result In seal damage and failure.
Reinstall master cylinder on tractor and bleed air
from system as outlined in paragraph 130.
130, BLEEDING SYSTEM. To bleed air from hy-
drauiicaiiy actuated clutch system, flrst make sure
that fluid reservoir is fllled with Ford ESN-M6C59-A
or equivalent mineral based oil. Connect a rubber
tube over bleed screw (4—Fig. 137) and immerse
other end of tube in a jar of brake oil. Position jar
above the bleed screw. Open bleed screw and slowly
depress clutch pedal, close bleed screw while pedal is
depressed, then release pedal. Repeat this procedure
until air bubbles are no longer released into the jar of
oil when pedal is depressed.
LUBRICATION
All Models With Constant Mesh
Transmission
131. Transmission lubricant capacity is 62 liters
(65.5 qts.) for tractors with 540 rpm pto or 66 liters
(69.7 qts.) for tractors with 540/1000 rpm pto. Trans-
mission oil level should be checked with the hitch lift
cylinders fully extended. Maintain oil level between
ADD and FULL marks on dipstick (2—Fig. 139). The
recommended lubricant is Ford M2C134-D or equiva-
lent.
85
Paragraphs 132-133
Fig. 139—Transmission/hydraulic oil level dip stick (2)
and filler tube (1) are located at rear of tractor.
Transmission oil should be drained and replaced
with new oil every 1200 hours of operation or once a
year, whichever comes first. Drain plug is located in
bottom of rear axle center housing (two-wheel drive
models) or bottom of transfer case (four-wheel drive
models). Oil filler tube (1—Fig. 139) is located at rear
of tractor.
Hydraulic oil filter should be renewed after every
300 hours of operation. The spin-on type main hy-
draulic filter is located on right side of transmission
housing. Tractors with an engine-mounted hydraulic
pump also have an auxiliary hydraulic filter. The
spin-on type auxiliary filter is located on right side of
transmission housing.
REMOVE AND REINSTALL
Aii Modeis With Constant Mesii
Transmission
132. To remove transmission, first drain oil from
transmission housing. Remove engine side panels,
exhaust pipe, hood top panels and engine fan side
shields. Remove both steps and the battery box. Dis-
connect fuel supply line and retum line. Disconnect
the foot throttle control cable and hand throttle con-
trol cable. If equipped with mechanical fuel shut-off,
disconnect fuel shut-off cable. Remove bolts attaching
support bracket to engine rear plate. Disconnect hy-
drostatic steering lines to steering cylinder. Discon-
nect transmission oil cooler lines. Remove bolts
attaching parking brake lever bracket to transmis-
sion housing. Disconnect engine clutch linkage
On models with cab, close heater water control
valve and disconnect and plug the heater supply hose
and retum hose. If equipped with air conditioner.
86
FORD
disconnect refrigerant lines at self-sealing fittings.
Disconnect transmission shift linkage.
If equipped with side mounted fuel tank, drain fuel
and remove tank. If equipped with engine mounted
hydraulic pump, disconnect pump inlet and outlet
hydraulic tubes. Disconnect clutch control rod. Dis-
connect wiring harness from starter motor, then un-
bolt and remove starter motor. Disconnect engine
wiring harness from main harness at connector lo-
cated at rear of engine. Disconnect wiring harness
connections from transmission and secure wiring
clear of transmission. Disconnect hydraulic lines
from main hydraulic pump. Disconnect and remove
all hydraulic lines that will interfere with removal of
transmission. If equipped with front-wheel drive, re-
move the drive shaft.
Support front of cab, then remove bolts attaching
cab front mounting brackets to transmission housing.
Remove weights from front end. Insert wedges be-
tween front axle and front support to prevent tipping.
Use split support stands to support engine/transmis-
sion and front end assembly separately from rear axle
center housing. Remove bolts attaching transmission
housing to axle center housing, then carefully sepa-
rate transmission from axle center housing.
Support engine and transmission separately. Re-
move bolts attaching transmission to engine and
separate transmission from engine.
To install transmission, reverse the removal proce-
dure.
OVERHAUL
AM Modeis With Constant Mesh
Transmission
133. SHIFT COVER. On models with cab, remove
floor mat and floor panel. On all models, disconnect
battery ground cable. Disconnect safety start switch
wires from harness connection. Place gear shift levers
in neutral. Remove shift cover retaining screws and
raise cover enough to disconnect wires from safety
start switch, then remove shift cover (9—Fig. 140)
from transmission.
The safety switch (19—Fig. 140) can be serviced
with cover removed. The safety switch plunger (20) is
located inside a bore in high/low shift rail; ball (21)
and spring (22) are located in bore of retainer (23)
below the shift rail. When high/low shift rail is moved
to neutral position, the spring and ball force the
plunger upward against safety switch, closing the
switch. Alocating pin (11) in shift cover engages a hole
in top of retainer (23) to hold retainer in proper
position.
To disassemble shift levers, imbolt and remove
baffle plate (14). Remove gear shift lever knobs. Com-
press lever springs (5), remove retaining rings (3) and
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 134

Fig, 141—View of dutch reiease bearing for modeis with

mechanicaiiy actuated dutch iinkage.
1. Pto drive shafl 4. Release fork
2. Transmission input shaft 5. Cross shaft
3. Clutch release bearing > . 6. Retaining bolt

134. SHIFT RAILS AND FORKS. To remove shift

rails and forks, remove the transmission as outlined
in paragraph 132. Remove top cover as outlined in
14 paragraph 133. Remove bolt (6—Fig. 141) from clutch
release fork (4), then slide cross shaft (5) from fork
and clutch housing. Withdraw clutch release bearing
(3) from release hearing support. If equipped with
Fig. J4o—txpioded view of8x2 and 16x4 transmission Dual Power, remove Dual Power unit as outlined in
top cover. paragraph 145. Remove clutch release bearing sup-
1. Range shifl lever 12. Washer
2. Main shift lever 13. Washer
port, transmission input shaft and front support
3. Retaining ring 14. Baffle plate plate as outlined in paragraph 135. Remove rear
4. Seal 15. Detent balls support plate, pto drive shaft, output shaft assembly
5. Spring 16. Springs and secondary countershaft as outlined in paragraph
6. Retainer 17. Detent pins 136.
7. Safety switch wires 19. Safety start switch
8. Shift lever locating pins 20. Plunger
9. Shift cover 21. Ball Remove the four detent plungers (17—Fig. 140)
10. Dowel pin 22. Spring
11. Switch locating pin 23. Retainer
and springs (16) from bores in transmission housing.
Remove each detent ball (15) as each corresponding
shift rail is removed. Refer to Fig. 142 and Fig. 143
withdraw shift levers (1 and 2), springs (5) and re- and remove safety start switch (19) from retainer
tainers (6). (23). Loosen bolts locking high/low range fork (16)
Inspect shift lever ball seats and lever ends for and shift gate (24) to shift rail (7), then slide shift rail
wear. Check lever locating pins (8) and slots in levers rearward from housing. Remove gate (24) and safety
and renew if excessively wom. New locating pins switch retainer (23) with plunger (20), ball (21) and
should be pressed into cover. spring (22) as high/low shift rail is removed. Lift
high-low shift fork (16) from housing. Loosen retain-
Lubricate shift lever ball seats with grease before ing screw from lst-3rd shift fork (15), then drive shift
installing shift levers in cover. Assemble ball retain- rail (8) forward from housing. Loosen retaining
ers (6) and springs (5) on levers, compress springs and screws from 4th shift fork (14) and gate (26), then
install new retaining rings (3). When installing shift push shift rail (11) rearward from housing. Loosen
cover, be sure to reconnect wires to safety start switch retaining screws from reverse-2nd shift arm (17) and
(19) and be sure that locating pin (11) enters hore of gate (25), then slide upper shift rail (10) rearward
retainer (23). Tighten cover retaining screws to 56 from housing and lift out shift arm and gate. Remove
N.m (41 ft.-lbs.). retaining screw from reverse-2nd shift fork (18) and

87
Paragraph 135 FORD

Fig. 142—Expioded view of 8x2 and 16x

4 transmission gear shift components.
1. Transmission 16. Shift fork,
housing high-low
2. Bushing 17. Shift arm
3. Drain plug 18. Shift fork,
4. Lower shift rail reverse-2nd
5. Dowel pin 19. Safety start
6. Bearing cup switch
7. Shift rail, high-low 20. Plunger
8. Shift rail, lst-3rd 21. Ball
9. Plug 22. Spring
10. Shift rail, 23. Retainer
Reverse-2nd 24. Shift gate
11. Shift rail, 4th 25. Shift gate
12. Plug 26. Shift gate
13. Interlock plunger 27. Spring pin
(2 used) 28. Plunger
14. Shift fork, 4th 29. Spring
15. Shift fork, lst-3rd 30. Retainer

push lower shift rail (4) rearward from housing. Re-
move interlock plungers (13) from bore in housing.
Ib reassemble, first insert two interlock plungers
(13—Fig. 142) into housing bore and install plug (12).
Position reverse-2nd shift fork (18—Fig. 144) on
mainshaft sliding coupling, then install lower shift
rail (4) from the rear with fork retaining screw hole
towards the rear. Install fork retaining screw and
tighten to 31 N.m (23ft.-lbs.)torque.
Position 4th shift fork (14) on sliding coupling, then
install shift rail (11) from the rear with oil relief
groove rearward. Install gate (26) on front of shift
rail. Tighten shift fork and gate retaining screws to
31 N.m (23ft.-lbs.)torque.
Insert lower end of shift arm (17) in socket of
reverse-2nd shift fork (18), then install upper shift
rail (10) from the rear with oil relief groove rearward.
Install shift gate (25) on front of shift rail. Tighten
shift arm and gate retaining screws to 31 N»m (23
ft.-lbs.) torque.
Position lst-3rd shift fork (15) in sliding coupling
at front of mainshaft, then install shift rail (8) from
the front. Tighten fork retaining screw to 31 N.m (23
ft.-lbs.) torque.
Position high-low shift fork (16) in sliding coupling
on output shaft, then install shift rail (7), safety
switch retainer (23) and shift gate (24). Install shift
fork and gate retaining screws and tighten to 31 N.m
(23ft.-lbs.)torque.
Refer to paragraph 136 and install secondary coun-
tershaft, output shaft, pto drive shaft and rear sup-
port plate. If equipped with Dual Power, refer to
paragraph 145 and install Dual Power unit. If not
equipped with Dual Power, refer to paragraph 135
and install input shaft, front support plate and clutch
release bearing support. Install four detent balls,
springs and plungers. Install shift cover as outlined
in paragraph 133. Install clutch release bearing, fork
and cross shaft.
135. INPUT SHAFT, CLUTCH RELEASE
BEARING SUPPORT AND FRONT SUPPORT
PLATE. Transmission input shaft (11—Fig. 145),
clutch release bearing support (1) and front support

88
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 135 (Cont.)

Fig. 143—View of gear shift mechanism installed in trans-

mission housing. Refer to Fig. 142 for parts identification. Fig. 144—Assembied view of shift mechanism. Refer to
Fig. 142 for parts identification.

Fig. 145--Expioded view of 8x2, 16 x

4 non-synchromesh transmission
gears, shafts and reiated parts.
1. Clutch release
bearing support 27. Retaining rings
2. Seal 28. Bearing
3. Fitting 29. Snap ring
4. "O" ring 30. Bearing j
5. Lube oil tube 31. Snap ring
6. "0" ring 32. Thrust washer
7. Front support 33. Gear, 3rd
plate 34. Sliding coupling
8. Gasket & connector
9. Retaining ring 35. Gear, 1st
10. "O" ring 36. Thrust washer
11. Transmission 37. Gear, reverse
input shaft 38. Sliding coupling
12. Oil seal, pto & connector
drive shaft 39. Gear, 2nd
13. Oil seal, 40. Bearing assy.
input shaft 41. Main 53
14. Bearing countershaft
15. Thrust washer 42. Bearing cup
16. Mainshaft 43. Bearing cone
17. Bearing 44. Roll pin
18. Retaining ring 45. Sliding coupling,
19. Coupling high-low
20. Retaining ring 46. Output shaft
21. Bearing 47. Output gear
22. Secondary 48. Thrust washer
countershaft 49. Bearing assy.
23. Pto drive shaft 50. Shim
24. Bearing 51. Bearing retainer
25. Dowel pin 52. l^b
26. Rear support 53. Idler shaft
plate 54. Reverse idler gear

51 50

89
Paragraph 136
plate (7) can be removed after splitting tractor be-
tween engine and transmission as outlined in para-
graph 123. Remove bolt (6—Fig. 141) from clutch
release fork (4) and slide cross shaft from fork and
clutch housing. Slide clutch release bearing (3) and
hub off release bearing support. Unbolt and remove
lubrication tube (5—Fig. 145) and release bearing
support (1). Remove snap ring (9) retaining input
shaft (11) in transmission mainshaft, then withdraw
input shaft. Unbolt and remove front support plate
(7).
Inspect all parts for wear or damage and renew as
necessary. Remove input shaft oil seal (13—Fig. 145)
from support (1) and install new seal with lip to rear.
Lubricate seal lip with grease prior to reassembly.
Install front support plate (7) vidth new gasket and
tighten retaining bolts to 44 N.m (32 ft.-lbs.). Position
input shaft (11) into front end of mainshaft and secure
with snap ring (9). Install alignment studs in two of
the five bolt holes for release bearing support (1).
Install release bearing support with oil drain hole
downwards, being careful not to damage lip of oil seal
(13). Install lubrication tube (5) with new "O" rings
(4 and 6). Remove alignment studs, install retaining
screws and tighten to 67 N.m (49 ft.-lbs.). Install
clutch release bearing, fork and cross shaft. Tighten
release fork retaining bolt to 47 N.m (35 ft.-lbs.).
136. REAR SUPPORT PLATE, PTO DRIVE
SHAFT, OUTPUT SHAFT AND SECONDARY
COUNTERSHAFT. With transmission removed
from tractor as outlined in paragraph 132, proceed as
follows:
Remove transmission input shaft, clutch release
bearing support and front support plate as outlined
in paragraph 135. Remove snap ring (1—Fig. 146),
23
Fig. 146—View of rear support piate (26), pto drive shaft
(34), output shaft (46) and hydrauiic pump idier gear (3).
idier gear is retained by snap ring (1).
90
FORD
thrust washer (2) and hydraulic pump idler gear (3)
from output shaft retainer. Remove cap screws re-
taining rear support plate (26—Fig. 145) to transmis-
sion housing. Using a soft-faced mallet, tap pto drive
shaft (23) rearward to separate shaft and support
plate as an assembly from transmission housing. Pull
secondary countershaft (11) rearward until front
bearing (21) is free of bore in housing, lift rear end of
shaft up and remove output shaft (46) and gear (47)
from rear of housing. Then, remove secondary coun-
tershaft assembly. Remove high-low sliding coupling
(45) from rear of main countershaft.
Remove snap ring (27—Fig. 145), then drive or
press pto drive shaft (23) and bearing out rear of
support plate (26). Unbolt and remove output shaft
bearing retainer (51) with shims (50) from support
plate. Inspect all components for wear, and if neces-
sary, disassemble as follows: Pull or press bearing
(28) from pto shaft (23). Pull bearings (21 and 24)
from secondary countershaft (22). Note that two holes
are provided in secondary countershaft gear to facili-
tate removal of front bearing (refer to Fig. 147).
Remove pilot bearing (43—Fig. 145) from front of
output shaft (46). Use a puller or press to remove gear
(47), thrust washer (48) and bearing cone (49) from
output shaft in one operation.
Reassemble components and reinstall in transmis-
sion by reversing disassembly and removal procedure
and by observing the following special instructions.
When assembUng gear (47—Fig. 145), thrust washer
(48) and bearing (49) on output shaft (46), make
certain that flats of thrust washer are aligned with
flats on output shaft. Be sure that high-low coupHng
(45) engages the teeth on rear end of mainshaft (41).
Fig. 147—Secondary countershaft front bearing (21) can
be removed by pressing against steel rods (R) inserted
through hoies in front gear against bearing inner race as
shown.
A. Puller plate P. Step plate
B. Puller R. Steel rods
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 148—Checking output shaft end piay with diai indica-
tor (D).
Make sure that snap ring (20) is located properly in
groove in housing bore. Position secondary counter-
shaft (22) in top of rear compartment in transmission
and hold shaft up while installing output shaft and
gear assembly. Then, align front bearing of secondary
countershaft with bore in housing and bump shaft
forward until bearing seats against snap ring (20) in
housing. Install rear support plate (26) with new
gasket, but without output shaft retainer or pto drive
shaft. Tighten support plate retaining screws to 44
N.m (32 ft.-lbs.) torque. Insert pto drive shaft and
rear bearing into transmission from rear and bump
shaft forward until snap ring (27) can be installed in
rear support plate.
Output shaft end play is adjusted by installing
appropriate thickness shims (50) between rear sup-
port plate and bearing retainer (51). TD check and
adjust end play, first install initial shim thickness of
approximately 1.5 mm (0.060 in.) and tighten bearing
retainer cap screws to 44 N.m (32ft.-lbs.).Measure
end play of output shaft with a dial indicator as
shown in Fig. 148. Unbolt and withdraw bearing
retainer and shims. Remove shims in thickness equal
to measured end play less 0.05 mm (0.002 in.) to
obtain end play between 0.038-0.086 mm (0.0015-
0.0035 in.). Install bearing retainer (51), with oil slot
towards the top, and shims. Tighten retaining screws
to 44 N.m (32ft.-lbs.)and recheck for correct output
shaft end play.
Install hydraulic pump idler gear, thrust washer
and snap ring. Install components in front of trans-
mission as outlined in paragraph 135.
137. REVERSE IDLEIt With shift mechanism
removed as outlined in paragraph 134, bend down
locking tabs (52—Fig. 145) from idler gear shaft re-
Paragraphs 137-139
taining cap screw and remove cap screw. Drive re-
verse idler shaft (53) out towards front of transmis-
sion and remove reverse idler gear (54).
Inspect gear and bushing assembly and idler shaft
for excessive wear or other damage. Gear and bush-
ing are serviced as an assembly only. Renew parts as
necessary.
Install idler gear with longer hub side facing front
of transmission. Install idler shaft from the rear. Use
new lock tab, tighten retaining cap screw to 24 N.m
(17 ft.-lbs.) and bend lock tab against head of cap
screw.
138. MAINSHAFT, With shift mechanism re-
moved as outlined in paragraph 134 and reverse idler
removed as outlined in paragraph 137, use suitable
step plate and drift to drive mainshaft (16—Fig. 145)
out towards front of transmission. Remove the 4th-
8th shift coupling (19).
Remove pto shaft oil seal (13) from bore in front end
of mainshaft. Inspect mainshaft and bearings for
wear and renew as needed. Note that two holes are
provided in mainshaft gear to aid in removal of front
bearing (14). Insert two steel rods through holes
against inner race of bearing, then use suitable puller
and adapter in the same manner as shown in Fig. 147
to remove bearing.
Install new oil seal (13—Fig. 145) in front end of
mainshaft with seal lip to rear of shaft. Lubricate lip
of seal with grease prior to reassembly. Be sure that
snap ring (18) is in place in bore of transmission
housing. Place shift coupling (19) on rear end of shaft
with shift fork groove forward. Position mainshaft
assembly in housing, then drive mainshaft rearward
until rear bearing (17) is seated against snap ring
(18).
139. MAIN COUNTERSHAFT. With transmis-
sion mainshaft removed as outlined in paragraph
138, remove main countershaft (41—Fig. 145) as
follows:
Using a puller, remove bearing (30) from front of
countershaft. Remove snap ring (31) and thrust
washer (32). Pull main countershaft out from rear of
transmission, removing gears, thrust washers, slid-
ing shift couplings and connectors as shaft is being
withdrawn.
NOTE: Shift couplings and connectors (34 and
38) are serviced in matched sets oniy and connec-
tors should not be turned or interchanged on cou-
piings.
Inspect all parts and renew any that are exces-
sively wom or damaged. If a bushing in a gear is wom
or damaged beyond further use, gear and bushing
must be renewed as an assembly. Bearing cup (42)
can be driven out of rear bore of countershaft with a
punch inserted through holes in gear (Fig. 149). Make
91
Paragraphs 140-142
P/g, 149—Output shaft pliot bearing cup can be removed
using a punch inserted through two hoies in gear as
shown.
DUAL POWER
Models With 1 6 x 4 Transmission
140. The Dual Power drive is a hydrauiicaiiy oper-
ated planetary gear set which provides either a direct
drive to the transmission or a low range (underdrive)
which reduces ground speed but increases torque.
Dual Power unit is mounted in forward compartment
of transmission case and consists of a planetary gear
set and two clutch assemblies.
The Dual Power drive is operated by a two-position
hydraulic control valve that is actuated by an electric
solenoid operated pilot valve. The solenoid valve is
controlled by a switch located on the dash. The control
valve directs pressure oil from steering section of
hydraulic system to engage either the direct drive
clutch or underdrive clutch. Dual Power unit can be
shifted from direct drive to underdrive without reduc-
ing engine speed or disengaging engine clutch.
LUBRiCATiON
141, Refer to Fig. 150 for cross section view of Dual
Power unit showing oil flow. Lubrication oil is sup-
plied by tractor low pressure hydraulic system. Lu-
bricating oil flows through the transmission oil cooler
before entering Dual Power control valve where it is
routed through drilled passage of Dual Power hous-
ing. Oil exits into transmission case by a tube con-
necting Dual Power housing and transmission case.
92
FORD
certain that lubrication oil passages (B—Fig. 149) are
open.
NOTE: Siiding shift coupiings and connectors (34
and 38) shouid be instatied with their etched match
marks aiigned. The inside diameter of both connec-
tors has a chamfer on one side. This chamfer must
face rear of transmission to aliow connector to seat
correctly on countershaft spiines.
Install main countershaft through rear of trans-
mission housing, assembling components on shaft in
following sequence: 2nd gear (39—Fig. 145) with dog
teeth facing forward; reverse-2nd sliding coupling
and connector (38); thrust washer (36), reverse gear
(37) with dog teeth rearward; thrust washer (36), 1st
gear (35) with dog teeth forward; sliding coupling and
connector (34); 3rd gear (33) with dog teeth rearward;
thrust washer (32), snap ring (31) and bearing (30).
Position high-low sliding coupling (45) on rear of
countershaft.
NOTE: When air temperatures are below -18"" C
(0° F), tractor must be operated with underdrive
engaged for approximateiy 15 minutes to warm oii
and ensure circuiation of iubricating oii. Operating
in direct drive with very coid oil may resuit in dam-
age to Dual Power unit due to lack of iubricating oii.
To check transmission lubrication pressure relief
valve setting, set engine speed to 1000 rpm and
operate until hydraulic oil is at normal operating
temperature. Shut off engine but do not change speed
control lever setting. Disconnect oil cooler inlet hose
(1—Fig. 151) and connect a 2000 kPa (300 psi) pres-
sure gauge to hose using suitable adapter (3) and hose
clamp (2). Start engine and quickly observe pressure
gauge reading, then shut ofF engine. Do not run
engine longer than is necessary to observe gauge
reading as lubricating oil is not being supplied to
transmission during this test. Lubrication circuit re-
lief pressure should be 530-850 kPa (75-123 psi).
The lubrication circuit relief valve is located in pto
control valve assembly. Refer to paragraph 237 or 238
for service of pto valve.
PRESSURE TEST
142, DUAL POWER CLUTCH PRESSURE. Di-
rect drive and underdrive clutches in Dual Power unit
are actuated by hydraulic pressure supplied by steer-
ing system hydraulic pump. Transmission oil pres-
sure is regulated by low pressure regulating valve
located in pto control valve assembly.
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 142 (Cont.)

(8

Fig. 150—Cross section drawing of

Duai Power unit used on tractors with
16x4 non-synchromesh transmission.
Pressure oii (A) is supplied to direct
drive dutch piston (22) in this drawing.
Lubrication oil is shown at (B).
1. Pilot valve
3. Valve spool
5. Control valve body
8. Planetary housing
10. Underdrive clutch piston
14. Underdrive clutch plate
19. Clutch return spring
20. Seal rings
21. Direct drive clutch housing
22. Direct drive clutch piston
26. Direct drive clutch plate
29. Clutch retum spring
32. Sun gear
34. Planetary shaft
35. Planetary carrier
38. Ring gear & input shaft
43. Planetary cover
45. Transmission input shaft
46. Transmission countershaft
47. Hub support plate
48. Pinion gear

Fig. 151—To check iubrication circuit pressure reiief
vaive setting for Duai Power (16 x 4) transmission, con-
nect pressure gauge (4) to oii cooler iniet hose (1).
1. Oil cooler inlet hose 3. 7/16 in. JIC adapter
2. Hose clamp 4. Pressure gauge
TD check hydraulic pressure, first operate tractor
until operating temperature of hydraulic oil is nor-
mal, approximately 50° C (120° F). Stop engine and
remove transmission oil pressure switch (1—Fig.
152) and install a 2000 kPa (300 psi) pressure gauge
Fig. 152—To check Duai Power system oii pressure, re-
move transmission pressure switch (1) and instaii pres-
sure gauge in piace of switch.
in place of the pressure switch. Start engine and set
engine speed to 2100 rpm. Observe pressure gauge
reading with direct drive clutch engaged and then
with underdrive clutch engaged. Transmission oil
pressure should be 1170-1380 kPa (170-200 psi) in
either direct drive or underdrive.

93
Paragraphs 143-144
If low pressures are indicated in both direct drive
and underddve, oil leakage may be occurring at Dual
Power control valve or transmission pressure regu-
lating valve may be faulty. Transmission pressure
regulating valve is located in pto control valve hous-
ing. Refer to paragraph 237 or 238 for pto valve
service. If pressure is low in one drive but not the
other, oil leakage in the clutch circuit having low
pressure should be suspected. Refer to paragraph 146
for disassembly of Dual Power unit and inspect drive
clutch assembly.
TROUBLESHOOTING
143. The following is a list of some problems which
could occur during operation of Dual Power unit and
their possible causes.
1. No power to rear wheels when direct drive is
engaged (underdrive is operative). Could be
caused by:
a. Damaged control valve body gasket.
b. Control valve spool stuck in underdrive posi-
tion.
c. Faulty Dual Power control switch or wire pre-
venting current flow to control valve solenoid.
d. Faulty control valve solenoid.
e. Oil leakage in direct drive clutch circuit.
f. Wom or damaged direct drive clutch assembly.
2. No power to rear wheels when underdrive is
engaged (direct drive is operative). Could be
caused by:
a. Damaged control valve body gasket.
b. Control valve spool stuck in direct drive posi-
tion.
c. Oil leakage in underdrive clutch circuit.
d. Wom or damaged underdrive clutch assembly.
3. No power to rear wheels in direct drive or
underdrive. Could be cause by:
a. Low Dual Power system pressure.
b. Damaged planetary gear set.
c. Faulty engine clutch, main transmission or rear
axle.
4. Engine stalls or lugs when shifting from di-
rect drive to underdrive. Could be caused by:
a. Binding direct drive clutch.
b. Warped direct drive clutch plates.
c. Broken direct drive clutch retum spring.
5. E n ^ n e stalls or lugs when shifting from un-
derdrive to direct drive. Could be caused by:
a. Binding underdrive clutch.
b. Warped underdrive clutch plates.
c. Broken underdrive clutch retum springs.
CONTROL VALVE
144. R&R AND OVERHAUL. The Dual Power
control valve is actuated by a solenoid operated pilot
valve (1—Fig. 150). When Dual Power control switch
is moved to direct drive position, electric current
94
FORD
Fig. 153—Remove rubber plug from transmission bell
housing for access to Duai Power controi valve,
1. Solenoid
2. Solenoid wire 4. Pressure oil inlet
3. Lubrication oil inlet 5. Control valve body
flows to control valve solenoid and energizes solenoid
coil. This action closes the pilot valve, blocking flow
of pressure oil to top of control valve spool (3). Pres-
sure oil can still flow through center of valve spool
and act on bottom of valve spool, forcing the spool
upwards. Pressure oil is then directed between valve
spool lands through a drilled passage to direct drive
clutch, engaging the clutch.
When Dual Power control switch is moved to un-
derdrive position, electrical connection to solenoid
valve is opened and solenoid becomes de-energized,
which opens the pilot valve. Pressure oil can now flow
to both the upper and lower surfaces of valve spool.
However, the upper surface is larger than the lower
surface, which results in valve spool being pushed
down by the greater force acting on upper end of spool.
Pressure oil is now directed by the valve spool to
underdrive clutch circuit, engaging the underdrive
clutch.
To remove Dual Power control valve, pull the large
rubber plug from right side of transmission bell hous-
ing. Working through opening in bell housing, unplug
^ r e (2—Fig. 153) from solenoid and disconnect hy-
draulic tubes from control valve (5). Unbolt and re-
move control valve assembly.
Remove plug from valve body. Unscrew solenoid
and pilot valve assembly (1—Fig. 154). Push valve
spool (3) from valve body.
Inspect valve spool lands and the valve spool bore
in valve body for scratches, wear or other damage.
Inspect solenoid for cracks or damage. Control valve
and solenoid are available only as an assembly.
Renew "O" rings (2 and 4) when reassembling con-
trol valve. Apply suitable thread sealant on threads
of solenoid and valve bore plug. Tighten plug to 38
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 145

Fig. 154—Expioded view of Duai Power

unit used on tractors with 16x4 non-syn-
chromesh transmission.
1. Solenoid operated 22. Direct drive
pilot valve clutch piston
2. "O" ring 23. Piston seal
3. Valve spool 24. Piston seal
4. "O" ring 25. Steel plates 17
5. Control valve body 26. Friction plates
6. Gasket 27. Pressure plate
7. Anti-spin washer 28. Retaining ring
8. Planetary housing 29. Clutch return
9. Piston seal spring
10. Underdrive 30. Spring retainer
clutch piston 31. Retaining ring
11. Piston seal 32. Sun gear
12. Dowel pin (3 used) 33. Thrust washer
13. Steel plate 34. Planetary shaft
14. Friction plate 35. Planetary carrier
15. Pressure plate 36. Bearing
16. Spring retainer 37. Oil seal
plate 38. Ring gear
17. Retaining ring & input shaft
18. Thrust washer 39. Shim
19. Clutch return 40. Bearing
spring (12 used) 41. Oil seal
20. Seal rings 42. Gasket
21. Direct drive 43. Planetary cover
clutch housing 44. Solenoid wire

N.m (28 ft.-lbs.) torque and solenoid to 5.4 N.m (48
in.-lbs.) torque. Install control valve assembly using
new gasket (6) and tighten valve mounting bolts to
44 N.m (32 ft.-lbs.) torque.
DUAL POWER UNIT
145. REMOVE AND REINSTALL. Tb remove
Dual Power unit, first drain oil from transmission
housing. Disconnect wiring harness plug connector
located above transmission housing. Remove rubber
plug from right side of transmission bell housing.
Disconnect hydraulic tubes from control valve body
(5—Fig. 153). Unplug wire (2) from solenoid wire.
Unbolt and remove control valve assembly. Split trac-
tor between engine and transmission as outlined in
paragraph 123. Remove clutch release fork retaining
pin, withdraw clutch release cross shaft from housing
and remove clutch release fork and bearing. Unbolt
and remove cover (43—Fig. 154) from front of trans-
mission housing. Withdraw ring gear and shaft as-
sembly (38). Remove planetary carrier (35), center
shaft (34) sun gear (32) and direct drive clutch assem-
bly (21 through 31) as a complete unit. Remove cap
screws retaining planetary housing (8) to transmis-
sion housing, then remove planetary housing with
underdrive clutch assembly.
If components of planetary unit are renewed, it is
necessary to check and adjust planetary gear set end
play as outlined in paragraph 147 before installing
planetary unit in transmission.
To reinstall Dual Power unit, first make certain
that anti-spin washer (7—Fig. 154) is installed be-

95
Paragraph 146
Fig. 155—Use horseshoe shaped tool (T) and a press to
compress direct drive clutch return spring when remov-
ing and instaiiing spring retainer (30) and snap ring (31).
tween transmission mainshaft front gear and front
bearing if the front bearing came away with the
planetary housing during removal. If mainshaft front
bearing remained on mainshaft, apply retaining com-
pound, such as Loctite 642, to outer diameter of
bearing to ensure that bearing does not rotate in
planetary housing. Install planetary housing (8—Fig.
154) with underdrive clutch assembly in transmis-
sion housing and tighten retaining cap screws to 105
N.m (77 ft.-lbs.) torque. Place thrust washer (18) in
planetary housing with tabs toward rear of housing.
Use grease to hold seal rings (20) in position on clutch
housing hub. Install clutch housing (21) with direct
drive clutch assembly, using care not to damage seal
rings (20). Position sun gear (32) in direct drive clutch
housing. Place thrust washer (33) and planetary
limm
(0-41in)
Dia.
8 mm
(0-31in)
(0*60i
T'
5mm
(0-20in)
96
FORD
shaft (34) in planetary carrier (35), aligning the spli-
nes. Press pilot bearing (36) onto front of shaft (34).
Assemble planetary carrier assembly onto direct
drive clutch assembly, making certain that splines of
planetary carrier are engaged with all the clutch
friction plates. Install ring gear (38) with correct
thickness shim (39), making sure that shim is located
against step in ring gear shaft. If all components are
correctly installed, cover (43) should easily seat in
transmission housing. Tighten cover cap screws to 47
N.m (35 ft.-lbs.) torque. Install Dual Power control
valve with new gasket and tighten mounting screws
to 44 N.m (32 ft.-lbs.) torque.
146. OVERHAUL DUAL POWER. To disassem-
ble planetary gear set and direct drive clutch assem-
bly, separate planetary shaft (34—Fig. 154),
planetary carrier (35) and sun gear (32) from direct
drive clutch assembly. Remove seal rings (20) from
clutch housing (21). Using a press and a suitable
horseshoe shaped compressor tool (T—Fig. 155), de-
press direct drive clutch return spring, then remove
retaining ring (31) from clutch inner hub. Release
spring tension and remove spring retainer (31) and
spring. Pry clutch pressure plate retaining ring (28—
Fig. 154) from clutch housing and remove pressure
plate (27), friction plates (26) and steel plates (25).
Position clutch housing (21) on workbench with pis-
ton (22) facing downward, then direct compressed air
into hole between the middle and rear seal ring
grooves in clutch housing hub to force piston from
clutch housing. Remove seals (23 and 24) from piston.
To disassemble underdrive clutch unit, it is recom-
mended that four retaining clamps be fabricated us-
ing dimensions shown in Fig. 156. Position the four
clamps around planetary housing as shown in Fig.
156 and secure with housing bolts to compress under-
drive clutch return springs. Pry retaining ring (17—
Fig. 154) from planetary housing, then gradually
Fig. 156—Underdrive dutch return
springs shouid be compressed us-
ing fabricated damps (C) as shown
when removing and instaiiing re-
taining ring (17).
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
release four retaining clamps. Remove spring re-
tainer (16—Fig. 154), pressure plate (15), friction
plate (14), retum springs (19) and rear plate (13).
Position planetary housing on workbench with clutch
piston (10) facing downward, then apply compressed
air in clutch pressure supply port of planetary hous-
ing to force piston from housing. Remove seals (9 and
11) from piston.
Check for wear in planetary housing (8—Fig. 154)
in area that seal rings (20) contact bore in housing.
Inspect underdrive and direct drive clutch assemblies
for wear, piston scuffing or other damage and renew
as necessary. Renew clutch piston seal rings. If plane-
tary ring gear (38) and/or bearing (40) are renewed,
make certain that shim (39) is located against step on
ring gear shaft when pressing new bearing on shaft.
NOTE: The shim (39—Fig. 154) located behind
ring gear bearing (40) is used to set planetary end
play. If any major components of pianetary gear set
are renewed, end piay must be adjusted as outiined
in paragraph 147.
To reassemble, install underdrive piston and clutch
assembly in planetary housing, noting correct posi-
tion of steel plate (13—Fig. 154) and friction plate
(14). Use clamps shown in Fig. 156 to compress clutch
retum springs. Be sure that gap of clutch retaining
ring (17) is positioned in line with lubrication port of
planetary housing. Assemble direct drive piston and
clutch assembly, noting correct position of steel plates
(25—Fig. 154) and friction plates (26). Use horseshoe
shaped tool and a press to compress piston return
spring as shown in Fig. 155. If components of plane-
REDUCTION GEARBOX
Models So Equipped
148. A reduction gearbox (creeper gearbox) is avail-
able as an option on 8 x 2 nonsynchromesh transmis-
sion, with or without Dual Power. The reduction
gearbox provides an additional creeper range of four
forward and one reverse speed. The reduction gear-
box is mounted in rear of transmission in place of the
transmission output shaft gear used on standard
transmission. Major components of reduction gear-
box consist of sliding coupling (15—Fig. 157), output
shaft (9) and planetary assembly.
The sliding coupling is moved by selector fork (1) to
provide one of three ratios (high, low and creep) or
neutral. With coupling moved fully forward, coupling
connects output shaft with transmission main shaft
in same way as without reduction gearbox, providing
Paragraphs 147-149
tary gear set are renewed, adjust end play as outlined
in paragraph 147.
147. PLANETARY GEAR SET END PLAY.
Planetary gear set end play should be set whenever
new cover (43—Fig. 154), bearing (40), ring gear (38),
planetary carrier (35), sun gear (32), direct drive
clutch or planetary housing (8) is installed. Specified
end play is 0.10-0.51 mm (0.004-0.020 in.), and is
adjusted by means of a shim (39). To determine cor-
rect shim thickness, proceed as follows:
Position sun gear (32) in direct drive clutch hous-
ing. Place thrust washer (33) in planetary carrier
(35), aligning the splines. Assemble planetary carrier
and thrust washer onto sun gear, making certain that
splines of planetary carrier are engaged with all the
clutch friction plates. Install planetary shaft (34)
from the rear. Press pilot bearing (36) onto front of
shaft (34). Support planetary housing (8) so that rear
of planetary shaft (34) will not contact workbench
when planetary gear set and direct drive clutch are
installed in housing. Place thrust washer (18) in
planetary housing with tabs toward rear of housing.
Install direct drive clutch and planetary gear set in
planetary housing. Assemble shim pack thickness of
at least 1.5 mm (0.060 in.) and install shims (39) and
bearing (40) on ring gear shaft. Install ring gear
assembly (38) in planetary housing. Place cover (43)
on housing and observe if there is a gap between cover
and housing. If there is no gap, add shims until a gap
is obtained. Then, measure gap between face of cover
and face of housing at three different locations and
average the three measurements. Remove cover and
ring gear. Remove shims equal to the average gap
determined above plus 0.25 mm (0.010 in.).
High range. In Neutral position as shown in Fig. 157,
coupling does not engage any driving member. Mov-
ing coupling to the rear from neutral position engages
coupling with reduction carrier (17) to provide stand-
ard low range. Creep reduction range is engaged by
moving coupling further to the rear, so that coupling
engages intermediate ring gear (16).
149. R&R AND OVERHAUL. Separate tractor
between transmission housing and rear axle center
housing as outlined in paragraph 132 to gain access
to reduction gearbox. Remove gear shift cover as
outlined in paragraph 133. Remove snap ring (1—
Fig. 158), thrust washer (2) and hydraulic pump drive
gear (3) from output shaft retainer. Remove cap
screws securing rear support plate (22—Fig. 159).
Pry support plate away from transmission and re-
97
Paragraph 149 (Cont.) FORD

12

Fig. 158—View of rear support piate (22), pto drive shaft

(34), output shaft (46) and hydrauiic pump idler gear (3).
idier gear is retained by snap ring (1).

planetary gears (18) from carrier, taking care not to

lose bearing rollers (19 and 20).
15' 17 23 24 Inspect all parts for wear or damage and renew as
necessary. Note that complete gear set should be
Fig. 157—Cross section view of reduction gearbox avaii- renewed if several individual components of the gear
abie as option on modeis with constant mesh transmis- set require renewal.
sion.
1. Shift fork 16. Intermediate ring gear To reassemble, use grease to hold bearing rollers
2. Shift rail 17. Planetary carrier (19 and 20—Fig. 159) in position around the plane-
4. Shift lever stop 18. Planet gears ; tary gears. Eleven larger rollers (19) and 13 smaller
7. Bearing 20. Rollers rollers (20) are installed on each gear set. Set carrier
9. Output shaft 21. Dowel pin
10. Thrust washer 22. Rear support plate (17) on outer ring gear (23) so ring gear will act as an
11. Bearing 23. Outer ring gear alignment gauge for the planetary gears. Install
12. Thrust washer 24. Shim planetary gears (18), turning each gear until master
13. Bearings 25. Bearing
14. Spacer 26. Output shaft retainer tooth with punch dot is facing center of carrier as
15. Coupling 29. Socket head screw shown in Fig. 160. :

NOTE: Because the two rows of gear teeth on

move support plate with pto countershaft as an as-
sembly. Withdraw secondary countershaft (6) until
front bearing is free of housing bore. Raise secondary
countershaft to allow output shaft and reduction gear
set to be removed from rear compartment. Then,
remove secondary countershaft. Remove sliding cou-
pling (15).
Ib disassemble, unbolt and remove output shaft
retainer (26—Fig. 159) and outer ring gear (23) from
rear support plate. Tap output shaft (9) froward out
of planetary gear set, while making sure that inter-
mediate ring gear (16) remains in place in reduction
gear set. If thrust washer (12) and bearing (13) are
not removed with output shaft, remove them from
inside the gear set. Place gear set on workbench with
intermediate ring gear upward, then remove inter-
mediate ring gear (16), thrust washer (12), needle
bearings (13) and spacer (14) from carrier. Remove
each planetary gear have different numbers of teeth,
it is important to make sure that the marked teeth
are pointing toward center as shown in Fig. 160. The
marked tooth is on 12-tooth gear for 5.7:1 ratio; on
the 13-tooth gear for 10:1 ratio.
Position thrust washer (12—Fig. 159) with cham-
fered side up in the carrier hub (17), then install
intermediate ring gear (16) into carrier. Place cou-
pling (15) on output shaft with shift fork groove
towards front. Install thrust washer (12) on output
shaft with chamfered side of washer facing sliding
coupling. Lubricate needle bearings with grease and
install narrow bearing (11) into intermediate ring
gear (16). Install two wide needle bearings (13), with
spacer (14) between them, in carrier (17). Position
carrier assembly, with outer ring gear (23) still in
place, onto the output shaft. Install rear bearing (25)
against shoulder on output shaft, then measure clear-

98
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 149 (Cont.)

Fig. 159—Expioded view of reduction

gearbox used on some models with
constant mesh transmission.
1. Shift fork 15. Coupling
2. Shift rail 16. Intermediate
3. Shims ring gear
4. Shift lever stop 17. Planetary carrier
5. Bearing 18. Planet gears
6. Secondary 19. Rollers (9 mm)
countershaft 20. Rollers (5 mm)
7. Bearing 21. Dowel pin
8. Bearing 22. Rear support
9. Output shaft plate
10. Thrust washer 23. Outer ring gear
11. Bearing 24. Shim
12. Thrust washer 25. Bearing
13. Bearings 26. Output shaft
14. Spacer retainer

17

Fig. 160—Because of the different number of teeth on

planet gears, it is important that the punched master tooth Fig. 161—Ciearance between rear bearing (25) and carrier
on aii pianet gears be aiigned with center of carrier as shouid be 0.3-0.8 mm (0.012-0.032 in.) if pianetary gear set
shown. is assembied correctiy.

ance between bearing and rear of carrier using a
feeler gauge as shown in Fig. 161. Clearance should
be 0.3-0.8 mm (0.012-0.032 in.). If clearance is not
within specified range, check gear set for incorrect
assembly.
Install the assembled planetary carrier and output
shaft in transmission housing. Remove outer ring
gear (23) from carrier and install rear cover plate (22).
Tighten cover plate cap screws to 47 N.m (35 ft.-lbs.)
torque. Install outer ring gear (23), shim (24) and

99
Paragraphs 150-152
output shaft retainer (26). Tighten screws attaching
output shaft retainer to rear plate to 31 N.m (23
ft.-lbs.) torque. If output shaft binds while tightening
retaining screws, add enough shims (24) to eliminate
12 X 12 SYNCHRO-SHIFT TRANSMISSION
150. The 12 x 12 Synchro-Shift transmission pro-
vides 12 forward and 12 reverse ratios. Gear selection
is accomplished manually by three shift levers. The
main shift lever, which operates in "H" pattern, se-
lects any of four gear ratios. The range shift lever is
used to select one of three ranges. The shuttle lever
is used to select forward or reverse travel when any
one of the twelve ratios are selected. All shifts except
shifting into low range are synchronized.
A Dual Power drive is available as an option on
S3nichro-Shift transmissions. The Dual Power unit
provides an underdrive ratio to all the standard direct
drive ratios, providing the transmission with 24 for-
ward and 24 reverse ratios. The Dual Power unit
consists of a dual, wet multiplate clutch assembly
located directly between the enginefl3^wheeldamper
and input shaft of transmission. The conventional
engine clutch used with standard 12 x 12 transmis-
sion is not required with Dual Power unit.
Refer to paragraph 161 for service information
pertaining to Dual Power unit. . right side of transmission housing.
LUBRICATION
151. Transmission lubricant capacity is 56.8 liters
(15 U.S. gallons). Transmission oil level should be
checked with the hitch lift cylinders fully extended.
Maintain oil level between ADD and FULL marks on
Fig. 162--'Drawing showing iocation of transmission/hy-
drauiic oii fiiler tube (1) and oii ievei dipstick (2).
100
FORD
binding. Check for correct output shaft end play of
0.038-0.086 mm (0.0015-0.0034 in.). Shaft end play is
adjusted by varying the thickness of shims (24).
Remainder of installation is reverse of removal.
dipstick (2—Fig. 162). The recommended lubricant is
Ford M2C134-D or equivalent.
Transmission oil should be drained and replaced
with new oil every 1200 hours of operation or once a
year, whichever comes first. Drain plug is located in
bottom of rear axle center housing (two-wheel drive
models) or bottom of transfer case (four-wheel drive
models). Oil filler tube (1—Fig. 162) is located at rear
of tractor.
Hydraulic oil filters should be renewed after every
300 hours of operation. It is not necessary to drain
hydraulic oil prior to replacing oil filters.
The spin-on type main hydraulic filter for models
with engine-mounted (tandem gear) pump is located
on right side of transmission housing. Tractors with
an engine-mounted hydraulic pump also have an
auxiliary hydraulic filter. The spin-on type auxiliary
filter is located on left side of transmission housing.
Hydraulic filters (three are used) for models
equipped with CCLS hydraulic pump are located on
REMOVE AND REINSTALL
152. The following components can be serviced
with the transmission installed in the tractor: Gear-
shift covers, neutral start switch, front-wheel drive
output assembly and clutch interlock. The following
assemblies can be serviced with tractor split between
engine and transmission: Front cover, input shaft and
oil seal, reverse idler, forward/reverse synchronizer
and reverse cluster gear. The following assemblies
can be serviced with tractor split between transmis-
sion and rear axle center housing: Pto shaft, high/me-
dium range synchronizer, low range coupler, range
cluster gear and output shaft. Transmission must be
removed from tractor to service following assemblies:
Mainshaft, countershaft and front wheel drive shaft.
To remove transmission from tractor, drain oil from
transmission housing. Remove engine side panels,
exhaust pipe, hood top panels and engine fan side
shields. Remove both steps and the battery box. Dis-
connect wiring from starter motor, then unbolt and
remove starter motor (3—Fig. 163). Disconnect en-
gine wiring harness from main harness at connector
located at rear of engine. Disconnect fuel supply line
(4). Disconnect the foot throttle control cable (5) and
hand throttle control cable (6). If equipped with me-
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 152 (Cont.)

Fig. 163—View of right side of engine.

1. Support bracket
2. Heater hose 5. Fuel shut-off cable Fig. 165—View of ieft side of engine,
3. Starter motor " 6. Throttle cable
4. Fuel supply hne 7. Heater shut-off valve 1. Fuel transfer tube
2. Hydraulic inlet tube
3. Hydraulic outlet tube 5. Heater hose
4. Air conditioner 6. Fuel return line
self-sealing fittings 7. Engine oil cooler line

Fig. 164^-View of right side of engine.

1. Steering lines
2. Transmission oil cooler lines 3. Engine oil cooler line
chanical fuel shut-off, disconnect fuel shut-off cable.
Remove bolts attaching support bracket (1) to engine
rear plate. Disconnect hydrostatic steering lines (1—
Fig. 164) and transmission oil cooler lines (2).
On models with cab, close heater water control
valve (7—Fig. 163) and disconnect and plug the
heater supply hose (2) and return hose (5—Fig. 165).
If equipped with air conditioner, disconnect refriger-
ant lines at self-sealing fittings (4).
If equipped with side mounted fuel tank, drain fuel
and remove tank. If equipped with engine mounted
hydraulic pump, disconnect pump inlet tube (2) and
outlet hydraulic tube (3). Disconnect clutch slave
cylinder hydraulic line (3—Fig. 166) and the clutch
Fig. 166—View of dutch master cyiinder and interiocic
cabie.
1. Oil supply lines 5. Interlock cable
2. Clutch master cylinder 6. Adjusting nuts
3. Oil pressure line 7. Mounting bolt
4. Bleed screw 8. Clutch pedal pin
interlock cable (5). Disconnect wiring harness connec-
tions from transmission, unbolt wiring harness sup-
port tube (3—Fig. 167) and secure wiring clear of
transmission. Disconnect shifter linkage (2) between
shifter bracket (1) and transmission. Remove cap
screws attaching shifter bracket to transmission. Dis-
connect hydraulic lines from main hydraulic pump.
Disconnect and remove hydraulic lines from front-
wheel drive clutch control valve and oil cooler by-pass
valve that will interfere with removal of transmis-

101
Paragraphs 153-154
Fig. 167—View of transmission shift linkage.
1. Shifter bracket . 3. Wiring loom casing
2. Shift links 4. Pressure sensing line
sion. If equipped with front-wheel drive, remove the
drive shaft.
For models without cab, disconnect throttle pedal
and remove bolts (Fig. 168) attaching platform to
transmission housing, slightly raise and support
platform. For models with cab, support front of cab,
then remove bolts attaching cab front mounting
brackets to transmission housing.
Remove weights from front end. Insert wedges
between front axle and front support to prevent tip-
ping. Use split support stands to support en-
gine/transmission and front end assembly separately
from rear axle center housing. Remove bolts attach-
ing transmission housing to axle center housing, then
carefully separate transmission from axle center
housing.
Support engine and transmission separately. Re-
move bolts attaching transmission to engine and
separate transmission from engine.
To install transmission, reverse the removal proce-
dure.
OVERHAUL
153. SHIFT COVERS. Place shift hnkage in neu-
tral position. Disconnect battery cables. Disconnect
shift linkage (2—Fig. 167) from shift arms. If
equipped with Dual Power, disconnect electrical wire
from switch (1—Fig. 169). If equipped with front-
wheel drive, disconnect electrical wire from solenoid
(15). Disconnect hydraulic oil pressure tube (20). On
all models, unbolt and remove shift covers from side
of transmission housing.
Tb disassemble main shift cover (16), remove inter-
lock plugs (9), springs (10) and balls (11). Remove
locking bolts from shift levers (18 and 19) and from
102
FORD
/r/g. 168—Drawing showing location ofpiatform retaining
boits.
shift forks (14 and 21), then slide shift lever shafts (6
and 7) from cover. Push shift fork rails (13 and 22)
from cover and remove shift forks (14 and 21).
To disassemble range shift cover, remove detent
plugs (27—Fig. 169), springs (28) and balls (29). Re-
move locking bolts from shift forks (31 and 36). Slide
shift rail (30) from cover and remove low range fork
(31). Remove interlock pin (35), then slide shift rail
(37) from cover and remove medium-high shift fork
(36). Remove shift levers (33 and 34) and push shift
shafts (23 and 24) from cover.
Inspect all parts for excessive wear or damage and
renew as necessary Assembly of shift covers is re-
verse of the disassembly procedure. Install new oil
seals (5 and 25) in covers and lubricate seals with
grease before installing shift shafts.
Install shift covers using new gaskets. Tighten
cover retaining cap screws to 33-45 N.m (24-33 ft.-
lbs.) torque.
154. TOP COVER. To remove shift cover from top
of transmission, disconnect shift linkage from for-
ward-reverse shift arm (1—Fig. 170). Disconnect
clutch interlock cable from top cover. Remove neutral
start switch (7) and plunger (9). Remove cap screws
attaching top cover (11) to transmission housing and
withdraw top cover assembly.
T3 disassemble, remove detent plug, spring and
ball (10). Unbolt and remove shift lever housing (3)
from cover. Remove locking screw from shift lever (4)
and withdraw shift arm (1). Drive the end plug (5)
into the top cover. Remove locking bolt from shift fork
(14), then withdraw shift rail (13) through bore of
removed plug.
Assembly and installation of top cover is the re-
verse of disassembly and removal. Tighten cover
mounting screws to 33-45 N.m (24-33 ft.-lbs.) torque.
Tighten neutral start switch to 27-34 N.m (20-25
ft.-lbs.) torque. Check operation of clutch interlock
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 155

Fig. 169—Expioded view of main shift

cover (16) and range shift cover (26).
Switch (1) is used on modeis equipped
with Duai Power.
1. Switch
2. "O" ring : 21. Shift fork,
3. Spring j 3rd-4th
4. Plunger 22. Shift rail
5. Seals 23. Shift arm,
6. Shift arm, medium-high
3rd-4th ; 24. Shift arm, low
7. Shift arm, ' 25. Seals
lst-2nd I 26. Range shift
8. Dowel pin cover
9. Plug 27. Plug
10. Detent spring 28. Detent spring
11. Detent hall 29. Detent ball
12. Interlock pin 30. Shift rail
13. Shift rail 31. Shift fork
14. Shift fork, 32. Gasket
lst-2nd 33. Shift lever
15. Solenoid valve 34. Shift lever
16. Main shift cover 35. Interlock pin
17. Gasket 36. Shift fork,
18. Shift lever medium-high
19. Shift lever 37. Shift rail, low
20. Front-wheel 38. Dowel pin
drive pressure tube 39. Switch

10
mechanism as follows: Depress clutch fully and note
amount of cable movement. Cable should move 6-8 II
mm (0.236-0.315 in.) at the end of pedal stroke. Tum
adjusting nuts (3—Fig. 171) as necessary to adjust
cable.

155. GEAR SHIFT LDWL^GE. Tb remove gear

shift levers and linkage, remove knobs from shift
levers. Remove shroud from around top of linkage.
Remove snap ring (4—Fig. 172) from forward-reverse
shift lever (1), tap out lever pivot pin and remove shift
lever. Remove locking screws from main shift lever
(40) and range shift lever (42), tap out lever pivot pins 14 13
(44) and remove shift levers. On models without cab,
Fig. 170—Expioded view of transmission top cover.
disconnect throttle pedal and remove platform re-
1. Shift arm 8. Seal
taining bolts. Raise the platform as necessary to 2. Seal 9. Plunger
provide working clearance. On models equipped with 3. Shift lever housing 10. Detent assy.
cab, remove rubber boot (53). On all models, discon- 4. Shift lever 11. Top cover
nect shift linksfi:'ommain and range shift cover levers 5. Plug 12. Plug
6. Gasket 13. Shift rail
located on side of transmission. Remove metal wiring 7. Neutral start switch 14. Shift fork, forward-reverse

103
Paragraph 155 (Cont.) FORD

loom casing from linkage bracket (20). Unbolt and

remove linkage bracket from transmission housing.

To disassemble linkage, remove pivot pins attach-

ing shift rods (35, 36, 51 and 52) to lower shift shafts
(22,25, 31 and 34). Remove cap screw attaching lever
pivot shaft (3) to linkage support (29), withdraw shaft
and remove pivot brackets (39 and 46) and operating
arms (37,38,48 and 49). Remove locking screws from
shift levers (7, 8 and 14), then withdraw lower shift
shafts (22, 25, 31 and 34) from shift bracket (20).

Inspect bushings, shafts and pivot pins for exces-

sive wear or damage and renew as necessary. Reas-
sembly is reverse of disassembly. Apply light coat of
Fig. 171—dutch interiock mechanism prevents shifts grease to shift shaft and bushings when assembling.
between forward and reverse uniess dutch pedai is fuiiy With shift levers in neutral position, adjust shift rods
depressed. (35, 36, 51 and 52) as necessary so that clevis pins
1. Cable slot attaching shift rods to operating arms (37,38,48 and
2. Clutch pedal pin - 4. Top cover
3. Adjusting nuts ' 5. Clutch pedal 49) can be inserted freely.

Fig. 172—Expioded view of 12 x 12 trans-

mission shiii iinkage.
1. Shift lever, 27. Bushing
forward-reverse 28. Washer
2. Washer 29. Support
3. Pivot shaft 30. Bushing
4. Snap ring 31. Shift shaft
5. Shift rod 32. Washer
6. Link 33. Bushing
7. Shift arm 34. Shift shaft
8. Shift lever 35. Shift rod
9. Washer 36. Shift rod
10. Shift arm 37. Operating arm
11. Link 38. Operating arm
12. Washer 39. Pivot bracket
13. Link " 40. Shift lever
14. Shift lever 41. Washer
15. Link 42. Shift lever
16. Washer 43. Spring
17. Shift arm 44. Pivot pin
18. Link 45. Bushing
19. Washer 46. Pivot bracket
20. Shift lever 47. Bushing
bracket 48. Operating aim
51 52 21. Bushing 49. Operating ann
22. Shift shaft 50. Bushing
23. Washer 51. Shift rod
24. Bushing 52. Shift rod
25. Shift shaft
26. Shift shaft

104
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 156
68 60 58 59 66 71 78 79 80 81

Fig. 173—Cross section view of front-

wheei drive output assembiy.
56. Dust seal 72. Spacer
57. Oil seal ;. 73. Bearing
58. Snap ring : 74. Snap ring
59. "O** ring i 75. Pilot valve
60. Front cover j 76. Seal
61. Snap ring ^ 77. Oil transfer
62. Bearing tube
63. Spring keeper 78. Snap ring
64. Engagement 79. Gear
spring 80. Snap ring
65. Sliding clutch half 81. Bearing
66. Seal 83. Counter shaft
67. Seal 100. Oil supply tube
68. Output shaft 101. Transmission
69. Spacer housing
70. Roller bearings 102. Plug
71. Clutch half/gear 103. Drain plug

56 57 61 62 63 64 65 67 103 69,72 70 74 75 76 V

156. FRONT-WHEEL DRIVE OUTPUT AS-
SEMBLY. Remove drive shaft for front-wheel drive.
Remove drain plug from bottom of transmission
housing and drain the oil. Remove retaining ring
(58—Fig. 173) and withdraw front-wheel drive out-
put assembly from transmission case.
To disassemble, refer to Fig. 173 and Fig. 174 and
remove front cover (60) and bearing retaining ring
(61). Use a suitable puller to remove front bearing
(62). Separate spring keeper (63), engagement spring
(64) and front half of clutch (65) from output shaft
(68). Pull bearing (73) from rear of output shaft and
withdraw rear half of clutch (71), spacers (69 and 72)
and roller bearings (70). Note that the oil transfer
tube (77) is a tight fit in transmission housing. If tube
is to be removed, thread a MlO-1.5 bolt into the tube
and use a slide hammer puller to pull tube from
housing.
Inspect all parts for wear or damage. Check clutch
engagement spring assembly (64) for deformed or
broken coils. Engagement spring loaded height
should be 18.8 mm (0.740 in.) when a force of 1630 N
(365 lbs.) is applied as shown in Fig. 175. Install new
seal (76—Fig. 173) on oil transfer tube (77). Renew
output shaft seal rings (66 and 67). Install new output
shaft oil seal (57) and dust seal (56).

70

69 Fig. 174—Expioded view of front-wheei

drive output assembiy.
56. Dust seal
57. Oil seal 67. Seal
59. "O" ring 68. Output shaft
60. Front cover 69. Spacer
61. Snap ring 70. Roller bearings
62. Bearing 71. Clutch half/gear
63. Spring keeper 72. Spacer
64. Engagement 73. Bearing
spring assy. 74. Snap ring
65. Sliding clutch half 75. Pilot valve
66. Seal 77. Oil transfer tube

105
Paragraphs 157-158
Fig. 175—Checking compressed height of dutch engage-
ment spring assembiy.
1. 1630 N (365 lbs.) weight 3. Base plate
2. Flat plate 64. Engagement spring
To reassemble output assembly, reverse the disas-
sembly procedure while noting the following special
instructions. Coat all seals with transmission fluid
prior to assembly. Seal rings (66 and 67) will be
stretched slightly during installation; allow the seals
to shrink before assembling sliding clutch half. When
pressing front bearing (62) on output shaft, take care
that sliding clutch half (65) does not become mis-
aligned and damage the seals. Make certain that pilot
valve (75) is installed in output shaft with the ball
end facing rearward.
157. TRANSMISSION DISASSEMBLY The fol-
lowing procedure covers the complete disassembly of
the transmission which requires removing the trans-
mission from the tractor as outlined in paragraph
152. However, some components can be removed from
front and rear of transmission without removing the
transmission. These parts will be identified in the
removal procedure.
Remove transmission top cover and side shift cov-
ers as previously outlined.
The following components can be removed from
rear of transmission after separating tractor between
transmission housing and rear axle center housing.
Remove snap ring retaining pto bearing (27—Fig.
176) in rear support plate (52), then pull pto shaft (29)
with bearing from support plate. Unbolt and remove
output shaft bearing retainer (55) and shim (53).
Remove cap screws retaining rear support plate to
transmission housing and pry support plate from the
housing. Pull rear bearing (24) off range cluster gear
(23), then remove output shaft (46) through rear of
transmission. Remove medium range gear (45) and
synchronizer assembly (44) through transmission
side opening. If equipped with front-wheel drive, it
may be necessary to move front-wheel drive gear (85)
rearward slightly for working clearance.
106
FORD
The following components can be removed from
front of transmission after separating tractor be-
tween transmission and engine as outlined in para-
graph 123. If equipped with Dual Power, remove Dual
Power unit as outlined in paragraph 174. If not
equipped with Dual Power, remove hydraulic tubes
from clutch release bearing, unbolt and remove re-
lease bearing (4—Fig. 176). Remove cap screws re-
taining front cover (3), then working through opening
in top of transmission case, tap front cover free of
transmission case dowels. The reverse idler gear (96)
assembly and transmission input shaft (7) assembly
will be removed with the front cover. Remove snap
ring (9) from mainshaft (15), then slide forward-re-
verse synchronizer assembly (10) and gear (11) off
mainshaft. Remove cluster gear (31). Pry oil manifold
(12) out of transmission case bore. Remove snap ring
(13) retaining mainshaft front bearing.
The transmission must be removed from the trac-
tor to remove the remainder of transmission compo-
nents. Remove snap ring (20) retaining 3rd-4th
synchronizer assembly (18) on mainshaft. Pull
counter shaft (42) rearward and position it out of the
way in the bottom of transmission case. Withdraw
mainshaft from front of transmission case while re-
moving 3rd-4th synchronizer (18), 3rd gear (17) and
2nd gear (16) from side of case. Remove snap ring (35)
from front of counter shaft, then slide counter shaft
rearward from case while removing 1st gear (37),
lst-2nd synchronizer (38), 2nd gear (39) and 3rd gear
(40) through opening in side of case.
If equipped with front-wheel drive, remove snap
ring (58) and withdraw front-wheel drive output
shaft (68) assembly from front of transmission. Re-
move snap ring (78) from front of front-wheel drive
counter shaft (83). Remove snap ring (89) retaining
rear bearing (88). Disengage snap ring (84) from
groove in front of rear gear (85), then remove counter
shaft (83) with rear bearing (88) from rear end of
transmission housing. Unbolt and remove bearing
support (82) from transmission case. Remove snap
rings (80) and push out the front bearing (81).
158. INSPECTION. Renew gaskets, oil seals and
"O" rings. Check bearings for wear or roughness and
renew as necessary. Inspect gears for worn or chipped
teeth. Check shafts for wear and make certain that
all oil passages are clean. Inspect sjnichronizer as-
semblies for wear or damage. Synchronizer should be
renewed if shift fork groove of sliding sleeve (4—Fig.
177) is worn unevenly. Renew S3mchronizer if friction
material on sjmchronizer rings (2) is damaged or
worn excessively or unevenly. To check synchronizer
ring for excessive wear, place synchronizer ring over
clutch body and measure gap between ring and body
using a feeler gauge as shown in Fig. 178. Measure
the gap at three equally spaced points around the
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 158 (Cont.)

94

Fig. 176—Expioded view of 12 x 12 transmission. Components (1 through 8) are not used when equipped with Dual Power.
1. Lube oil tube 26. Flange washers 50. Spacer 74. Retaining ring
2. Gasket 27. Bearing 51. Bearing 75. Pilot valve
3. Front cover 28. Lock rings 52. Rear support plate 76. Seal
4. Clutch release bearing 29. Pto shaft 53. Shim 77. Oil transfer tube
5. Seal 30. Bearing 54. Bearing cup 78. Retaining ring
6. Bearing 31. Cluster gear 55. Bearing retainer 79. Gear
7. Transmission input shaft 32. Bearing 56. Dust seal 80. Retaining rings
8. Seal 33. Bearing 57. Oil seal 81. Bearing
9. Snap ring 34. Oil tube 58. Retaining ring 82. Bearing retainer
10. Synchronizer, forward-reverse 35. Retaining ring 59. "O" ring 83. Front-wheel drive
11. Gear, reverse 36. Thrust washer 60. Front cover counter shaft
12. Oil manifold 37. Gear, 1st 61. Retaining ring 84. Retaining ring
13. Retaining ring 38. Synchronizer, lst-2nd 62. Bearing 85. Gear
14. Bearing 39. Gear, 2nd 63. Spring keeper 86. Retaining ring
15. MainshafVlst gear 40. Gear, 3rd 64. Engagement spring assy. 87. Retaining ring
16. Gear, 2nd 41. Bearing 65. Sliding clutch half 88. Bearing
17. Gear, 3rd 42. Counter shaft 66. Seal 89. Retaining ring
18. Sjoichronizer, 3rd-4th 43. Bearing 67. Seal 90. Retaining ring
19. Bearing 44. Synchronizer, 68. Front-wheel drive 91. Cap screw
20. Retaining ring high-medium output shaft 92. "O"* ring
21. Thrust washer 45. Gear, 4th 69. Thrust washer 93. Idler shaft
22. Bearing 46. Output shaft 70. Bearings 94. Retaining ring
23. Range cluster gear 47. Sliding coupling 71. Clutch half/gear 95. Thrust washer
24. Bearing 48. Output gear 72. Thrust washer 96. Reverse idler gear
25. Seal 49. Thrust washer 73. Bearing 97. Bearing

107
Paragraph 159 FORD

ring. Renew synchronizer if gap is at or below the

minimum dimension indicated in following table.
New Gap Minimum Gap
Synchronizer mm (inches)
mm (inches)
Forward/Reverse 2.0 (0.079) 0.8 (0.032)
High/Medium 1.8(0.071) 0.8 (0.032)
,,2
1.6(0.063) 0.8 (0.032)
3/4 J

2 159. TRANSMISSION REASSEMBLY. Refer to

Fig. 179 for the correct assembled position of trans-
Fig. 177—Expioded view of synchronizer assembiy. mission gears and shafts. Lubricate all parts with
1. Clutch body transmission oil during assembly. If equipped with
2. Synchronizer ring . 5. Plunger front-wheel drive, install counter shaft front bearing
3. Synchronizer body 6. Guide
4. Sliding sleeve 7. Spring (81—Fig. 176) and support (82) in transmission case.
Tighten bearing support cap screws to 33-45 N.m
(24-33 ft.-lbs.) torque. Position front gear (79), rear
gear (85) and bearing retaining ring (87) in transmis-
sion case. Install gear retaining ring (86) in rear
groove of counter shaft. Install bearing (88) and re-
taining ring (90) on rear of counter shaft, then install
shaft from the rear. Slide gear retaining ring (84) onto
front of counter shaft after shaft passes through rear
gear (85). Continue to insert shaft through front
bearing (81) and gear (79). Secure gears and rear
bearing with retaining rings (78, 84 and 89).
Install counter shaft (42) from the rear while as-
sembling 3rd gear (40), 2nd gear (39), lst-2nd syn-
chronizer (38), 1st gear (37), thrust washer (36) and
retaining ring (35) onto the shaft. Move counter shaft
Fig. 178—To check synchronizer ring for excessive wear, out of the way, then install mainshaft (15), with front
piace ring (2) over synchronizer ciutch body (1) and meas- bearing (14) installed, from the front. Assemble 2nd
ure gap between ring and ciutch body using feeier gauge gear (16), 3rd gear (17) and 3rd-4th synchronizer
(A). assembly (18) onto mainshaft. Secure synchronizer

29 Fig. 179—Drawing of 12 x 12 transmis-

10 11 15 16 17 18 23 sion showing correct assembled posi-
tion of gears, shafts and synchronizers.
31. Reverse gear cluster
7. Input shaft 38. Synchronizer,
10. Synchronizer, lst-2nd
forward/reverse 44. Synchronizer,
11. Reverse gear high-medium
15. Mainshaft/ 46. Output shaft
1st gear 47. Low range
16. Gear, 2nd sliding coupling
17. Gear, 3rd 65. Front-wheel
18. Synchronizer, drive clutch
3rd-4th 68. Front-wheel drive
23. Range cluster output shaft
gear 85. Front-wheel
24. Bearing drive gear
29. Pto shaft 96. Reverse idler gear

31 38 44 47 85

108
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
and gears with rear snap ring (20). Install roller
bearing (19) on rear of mainshaft. Push main shaft
front bearing into housing bore sufficiently to allow
retaining ring (13) to be installed in the bore. Slide
counter shaft into position in front bearing. Position
thrust washer (21) on range cluster gear assembly
(23), then install gear assembly from the rear making
sure that cluster gear splines engage splines of 3rd-
4th synchronizer (18). Assemble high-medium range
synchronizer (44) and gear (45) onto rear of main-
shaft. Assemble sliding coupling (47), output gear
(48), thrust washer (49), spacer (50) and bearing (51)
onto output shaft (46). Install output shaft assembly
into case from the rear, engaging gear (45) and syn-
chronizer (44). Heat bearing (24) to temperature of
125° C (250"^ F), then push bearing onto rear of range
cluster gear (23) so that bearing is seated against
shoulder of cluster gear. Install rear support plate
(52) and tighten mounting screws to 33-45 N.m (24-33
ft.-lbs.) torque. Temporarily install bearing support
(55). Install pto shaft (29), bearing (27) and seal (25)
into rear support plate. After transmission is fully
assembled, adjust output shaft end play as outlined
in paragraph 160.
Install oil manifold (12) into transmission housing
bore, making sure that oil hole in manifold is aligned
with hole in housing. Position reverse cluster gear
(31) in housing. Be sure hollow oil supply tube (34) is
installed correctly in rear of cluster gear. Install re-
verse gear (11) and forward-reverse synchronizer (10)
onto mainshaft, then slide synchronizer, together
with reverse cluster gear, into place. Secure S3Tichro-
nizer with retaining ring (9). If equipped with Dual
Power, install Dual Power assembly as outlined in
paragraph 174. If not equipped with Dual Power,
assemble input shaft assembly and reverse idler as-
sembly in front cover (3). Install front cover, making
certain that oil tube (1) from front cover to transmis-
sion housing is correctly located. Tighten front cover
mounting screws to 33-45 N.m (24-33 ft.-lbs.) torque.
Install clutch release bearing (4) and tighten mount-
ing screws to 20-30 Nm (15-22 ft.-lbs.) torque.
12x12 DUAL POWER SYNCHRO-SHIFT
TRANSMISSION
161. Dual Power drive is offered as an option on
models with 12 x 12 Synchro-Shift transmission.
Dual Power is a hydraulically operated dual, multi-
plate, wet clutch assembly which provides direct
drive and under drive ratios. The under drive ratio
increases torque to rear wheels and reduces ground
speed, providing the transmission with 24 forward
and 24 reverse gear ratios. Dual Power unit is located
Paragraphs 160-161
Fig. 180—Transmission output shaft end piay is adjusted
by adding or removing shims (53).
If equipped with front-wheel drive, install front-
wheel drive output shaft assembly in housing and
secure with retaining ring (58).
Make certain that all shafts tum freely. Position all
synchronizers in neutral. Install top shift cover and
side shift covers.
160. ADJUST OUTPUT SHAFT END PLAY.
Output shaft end play should be 0.025-0.076 mm
(0.001-0.003 in.). End play is adjusted by means of
shims (53—Fig. 180). Tb adjust end play, install bear-
ing retainer (55) with sufficient thickness of shims to
provide some end play. Tighten bearing retainer cap
screws to 41-60 N.m (30-44 ft.-lbs.) torque. Position a
dial indicator at rear end of output shaft, then force
output shaft forward and rearward and observe indi-
cator gauge reading. Remove bearing retainer and
add or remove shims as necessary to set end play
between 0.025-0.76 mm (0.001-0.003 in.). Note that
increasing shim thickness increases shaft end play.
Install bearing retainer (55) with oil slot towards the
top and tighten retaining screws to 41-60 N.m (30-44
ft.-lbs.) torque.
between thefl3rwheeldamper and transmission input
shaft. The conventional flywheel mounted clutch of
the standard 12 x 12 transmission is not required
with the Dual Power unit.
Dual Power is actuated by an electro-hydraulic
control valve. Selection of either direct drive or under
drive is controlled by switches located on main shift
lever.
109
Paragraph 162
ELECTRO-HYDRAULIC SYSTEM
162. OPERATION. A Micro Processor (1—Fig.
181) controls the engagement of Dual Power clutches
(Cl and C2). The micro processor receives inputs from
various switches and senders, then either sends or
turns ofF electrical current to transmission dump
solenoid or PWM solenoid valves to either engage or
disengage the clutches.
Clutch Pedal Potentiometer (2) provides input
to micro processor as to the position of the clutch
pedal. The potentiometer provides "inching/feather-
ing" engagement of clutch as clutch pedal is raised
from fully depressed position.
Clutch Pedal Switch (3) is actuated when clutch
pedal is fully depressed, deactivating transmission
dump solenoid and PWM solenoids to provide neutral
position.
110
FORD
P/g. 181—Drawing showing Duai Power eiec-
tricai components.
1. Micro processor
:, 2. Clutch pedal potentiometer
3. Clutch pedal switch
4. Transmission status switches
5. Oil temperature sender
6. Transmission speed sensor
7A. Transmission dump solenoid
7B. Front-wheel drive solenoid
8. PWM solenoid valves
' 9. Instrument panel indicator lights
Transmission Status Switches (4) provide input
to micro processor to prevent tractor drive if shift
levers are accidentally engaged without depressing
clutch pedal. The switches also prevent shifts be-
tween forward and reverse unless clutch pedal is fully
depressed, and prevent engine start up if not in
neutral position.
Oil Temperature Sender (5) provides oil tem-
perature information to micro processor to compen-
sate for pressure changes due to variation in oil
temperature within the PWM solenoid valves. This
ensures consistent clutch engagement regardless of
oil temperature.
Transmission Speed Sensor (6) provides infor-
mation to micro processor about tractor speed.
Transmission Dump Solenoid (7A) prevents
pressure oil from going to PWM solenoid valves when
transmission is in neutral or clutch pedal is fully
depressed.
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 182—Drawing showing Duai Power
hydrauiic system.
10. Hydraulic pump
11. Transmission control valve
12. Cl clutch pressure tube
13. C2 clutch pressure tube
14. Cl & C2 clutch assy
15. Dual power assy.
16. Lube control valve
17. Lube tube
18. Oil cooler tubes
19. Oil cooler by-pass valve
20. Front-wheel drive pressure tube
21. Oil cooler by-pass valve tube
22. Transmission oil pressure tube
Fig. 183—Piace aii shift ievers in forward position when
caiibrating Duai Power dutches. Refer to text for proce-
dure.
Front-Wheel Drive Solenoid (7B) directs pres-
sure oil from hydraulic pump to FWD drive assembly.
PWM Solenoid Valves (8) direct and control pres-
sure oil to the Dual Power Cl and C2 clutches.
Instrument Panel Indicator Lights (9) illumi-
nate to indicate under drive or direct drive selection.
Hydraulic Pump (10—Fig. 182) supplies pres-
sure oil at 1500-1800 kPa (220-260 psi) to transmis-
sion control valve.
Transmission Control Valve (11) receives pres-
sure oil from hydraulic pump and provides hydraulic
outlets to Dual Power Cl and C2 clutches. The control
valve houses PWM solenoid valves, dump valve sole-
noid, front-wheel drive solenoid (if equipped), lst/2nd
shift rail status switch and transmission oil tempera-
ture status switch.
C1/C2 Clutch Assembly (14) is dual, multiplate
wet clutch assembly providing either direct drive or
under drive to transmission.
Paragraph 163
12 13 14 15
CLUTCH CALIBRATION
163. The Dual Power clutch packs (Cl and C2) will
require calibration periodically as the clutches wear.
Calibration will also be required following repair
work to PWM valves or replacement of micro proces-
sor.
Position tractor on level ground and engage park-
ing brake. Depress and hold both direct drive and
under drive switch (Fig. 183), located on main shift
lever, while the engine is started. When instrument
panel displays the letters "CAL," release the shift
switches. Depress clutch pedal and move shift levers
to select Forward, First Gear and High Range. Re-
lease clutch pedal. Set engine speed to 1200 rpm. Be
sure that air conditioner is turned off to prevent
uncontrolled changes in engine speed during calibra-
tion. The initial setup is now complete and the
clutches can now be calibrated. After calibration is
completed, tum ignition key off and then on again to
store the calibration information.
C2 (HIGH) CLUTCH CALIBRATION. Depress
and hold upshift switch on shift lever. If test condi-
tions are not correct, an error code signified by a "U"
and two digits will be displayed on instrument panel.
If this happens, refer to Clutch Pressure Calibration
Error Codes outlined in paragraph 164 to determine
cause of error. If test conditions are normal, "HI" will
be displayed on instrument cluster. At this point,
engine rpm must be held steady within plus or minus
10 rpm for one second before calibration process will
continue. The micro processor will now begin to
slowly increase the clutch pressure, which will be
displayed during calibration. The clutch pressure will
continue to increase until engine rpm decreases 50
rpm below base (1200 rpm) measurement. The clutch
pressure will then be dumped, but calibration pres-
sure reading will continue to be displayed on instru-
ment panel until shift switch is released.
Ill
Paragraphs 164-165
Cl (LOW) CLUTCH CALIBRATION. Depress
downshift switch on main shift lever and repeat pro-
cedure as for C2 clutch calibration. If test conditions
are met, "LOW* will be displayed on instrument
cluster. Release downshift switch when calibration
pressure display on instrument panel stabilizes. Note
that high and low calibration values can vary be-
tween 120 and 160.
When clutch calibration is completed, turn the key
switch off and then on again to store the calibration.
164. CLUTCH PRESSURE CALIBRATION
ERROR CODES. An error code may be displayed
during the clutch calibration process. Refer to the
following list of error codes and their possible causes.
Code U20—Correct calibration start up sequence
not used. Depress and release clutch pedal, then
repeat calibration procedure.
Code U21—Engine rpm too low.
Code U22—Engine rpm too high.
Code U23—Forward/Reverse shift lever not in
forward.
Code U24—Main shift lever not in first speed.
Code U25—Range shift lever not in high.
Code U26—Clutch pedal is not fully released.
Code U27—02 clutch calibration too low, begin-
ning test pressure was sufficient to lug engine.
Code U28—C2 clutch calibration too high, maxi-
mum test pressure was reached without causing en-
gine speed to decrease 50 rpm.
Code U29—Cl clutch calibration too low, begin-
ning test pressure was sufficient to lug engine.
Code U30—Cl clutch calibration too high, maxi-
mum test pressure was reached without causing en-
gine speed to decrease 50 rpm.
Code U31—Wheel motion detected during calibra-
tion. Parking brake was not set or calibration was too
low so that initial pressure was enough to cause
wheel motion prior to lugging the engine.
165. CLUTCH FILL TIME CALIBRATION.
This calibration may be necessary to compensate for
clutch wear. Care must be taken when making this
calibration as over adjustment can result in jerky
clutch engagement. If the delay in engaging drive
when feathering the clutch pedal or during power
shift seems excessive (clutch fill time is too long) or if
clutch performance is jerky when feathering clutch
pedal (clutch fill time is too short), perform clutch fill
time calibration.
Diagnostic switch, Ford New Holland Tool
No. FNH-00874, is required to perform this cali-
hration.
Tb calibrate clutch fill time, remove fuse box cover
from instrument console and connect diagnostic tool
No. 4FT 950 to diagnostic plug (Fig. 184). Operate
tractor until hydraulic oil is at normal temperature.
112
FORD
Fig. 184-^Diagnostic switch (1), Tool No. 4FT 950, con-
nected to diagnostic connector (2).
then set engine speed to 1500 rpm. The instrument
cluster display should read "HH."
Tb calibrate Cl (Low) clutch fill time, depress test
switch until "H6" is displayed. After four seconds, the
"H6" display will disappear and the currently stored
Cl clutch fill time calibration value will be indicated.
Clutch fill time is set to 10 during manufacture.
NOTE: Error code "F1" will be displayed if hy-
draulic oii temperature is too cool for calibration. Do
not attempt calibration if "F1" is dispiayed at any
time.
Depress clutch pedal and move shift levers to for-
ward, first gear and medium range. Release clutch
pedal slowly and note tractor movement as pedal is
released. If tractor did not move or moves very
shghtly, actuate Dual Power "shift up" switch and
increase the quickfiU number on instrument panel
display. If tractor motion is jerky when releasing
clutch, actuate Dual Power "shift down" switch and
decrease quickfiU number on instrument panel dis-
play.
Tb calibrate C2 (High) clutch fill time, depress
diagnostic switch until "H7" appears on instrument
cluster display. After four seconds the "H7" display
will disappear and the currently stored clutch fill
time value will be displayed. Clutch fill time is set to
10 during manufacture. Depress clutch pedal and
move shift levers to forward, first gear and medium
range. Release clutch pedal slowly and note tractor
movement as pedal is released. If tractor did not move
or moves very slightly, actuate Dual Power "shift up"
switch and increase quickfill number on instrument
panel display. If tractor motion is jerky when releas-
ing clutch, actuate Dual Power "shift down" switch
and decrease quickfill number on instrument panel
display.
When calibration is completed, turn off key switch
and disconnect diagnostic switch from diagnostic con-
nector.
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. IBS—Dual Power clutch pedal switch adjustment
1. Potentiometer
2. Clutch pedal switch ,.• \ 4. Clutch pedal
3. Retaining screw 5. Spacer (12 mm)
166. CLUTCH PEDAL SWITCH ADJUST-
MENT. To adjust clutch pedal switch (Fig. 185), po-
sition a 12 mm (V2 in.) thick spacer (5) against
steering column support so that clutch pedal will
contact support when depressed. Loosen screws re-
taining switch assembly (2). Depress and hold clutch
pedal against the spacer. Slide switch against the
pedal and at the point that switch is actuated, tighten
the retaining screws.
TROUBLESHOOTING ELECTRONIC
SYSTEM
167. AUTOMATIC DIAGNOSTIC ERROR
CODES. The transmission electronic management
system has a self-diagnostic facility that utilizes the
electronic instrument panel digital display to indi-
cate error codes corresponding to any malfunction in
the Dual Power electronic system. When trou-
bleshooting electronic circuits, it should be noted that
the majority of problems will be due to poor contacts
in the wiring connectors rather than a failure of the
electronic components.
NOTE: An electrical contact spray cleaner should
be used when cleaning contacts. DO NOT use a
cleaner that contains Trichioro-ethylene, as this soi-
vent will damage the plastic body of the connectors.
The electronic instrument panel has the capability
to store and recall the last ten error codes and the
Paragraphs 166-167
Fig. 186—Dual Power error code recovery.
1. Digit Set button
2. Transmission error code 4. Electronic draft control
3. Electronic instrument error code
cluster error code 5. Hours
operating hours at which they occurred. Tb enter the
error code recovery mode, proceed as follows:
Hold down the Digit Set button (1—Fig. 186) and
turn key start switch ON, but Do Not start engine.
Release the Digit Set button. The "read your manuaF
sjnnbol will flash and the most recent transmission
error code (2) to occur will be displayed together with
the hours (5) at which the error occurred. Pressing
the Digit Set button again will display the next most
recent error code until a maximum of 10 error codes
have been displayed. Note that if more than one fault
exists, the appropriate error codes will be displayed
until all faults have been corrected.
Upon completion of a repair to the electrical sys-
tem, turn the key start switch On and Off to clear the
error code from the display and confirm that the
repair was successful. To erase all stored error codes
from memory, hold down the Digit Set button for
about 10 seconds while in the error code recovery
mode.
Refer to the following table for a list of Dual Power
error codes. The error codes are listed in a priority
order; number 1 being the most serious fault. The
Disable Trans column indicates whether the trans-
mission is either disabled (not allowed to function) or
enabled. The Display Mode column indicates whether
the error code is "Latched" (error code will remain
displayed until fault is corrected) or "Temp" (error
code will display temporarily, but will be stored in
memory).
113
Paragraph 167 (Cont.) FORD

Error Fault Condition for 12 x 12 Dual Disable Display

Priority Mode
Code Power Transmission Trans
E21 Chassis harness disconnected 1 Disable Latched
E34 Fuse 13 blown 2 Disable Latched
E36 12x12 Dump solenoid open circuit 3 Disable Latched
E35 12x12 Dump solenoid closed circuit 4 Disable Latched

E53 5 Volt Reference failed, shorted to 12 volts 5 Disable Latched

E54 5 Volt Reference failed, shorted to ground 6 Disable Latched

E12 12x12 Clutch pedal potentiometer signal too high 7 Disable Latched

E11 12x12 Clutch pedal potentiometer signal too low 8 Disable Latched

E37 12 X 12 Clutch disconnect switch open circuit 9 Disable Latched

CP Depress clutch pedal to enable transmission 10 Disable Latched

E39 12 X 12 C2 (High) clutch solenoid open circuit 11 Disable Latched

E38 12 X 12 C2 (High) clutch solenoid short circuit 12 Disable Latched

E41 12 X 12 C1 (Low) clutch solenoid open circuit 13 Disable Latched

E40 12 X 12 C1 (Low) clutch solenoid short circuit 14 Disable Latched

E46 12 X 12 Fuse 12 blown 15 Enabled Latched

E47 12 X 12 Clutch disconnect switch misadjusted high 16 Enabled Latched

E48 12x12 Clutch disconnect switch short circuit misadjusted 17 Enabled Latched

E51 Transmission temperature sensor open circuit 18 Enabled Latched

E52 Transmission temperature sensor short circuit 19 Enabled Latched

E24 Both clutches not calibrated 20 Enabled Latched

EHi C2 (Hi) clutch not calibrated 21 Enabled Latched

ELo C1 (Lo) clutch not calibrated 22 Enabled Latched

E13 Up and down switches both on 23 Enabled Temp

E49 Wheel speed sensor circuit open or short circuit 24 Enabled Temp

E26 Engine rev/min speed too high 25 Enabled Temp

E27 Engine rev/min speed too low 26 Enabled Temp

Fig. 187—Drawing of 12 x 12 Duai Power

transmission extension harness connector
iocations.
1. Tl connector
2. T2 connector
3. Speed sensor connector
4. T3 connector
5. Gear status 3/4 switch connector
6. Forward/neutral safety start switch
7. Cl connector
8. Gear status 1/2 switch connector
9. PWM 1 solenoid connector
10. PWM 2 solenoid connector
11. Four-wheel drive solenoid connector
12. Transmission oil temperature sender
13. Dump solenoid connector
14. Hi/medium status switch connector

114
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraphs 168-169
Connector Identification:

1 — J- 1 1 n n
sD n D D in n c n Ds
6D D r 25
»n D
D
o o o D o o o o o o o
D ID *

id D D ID'o
iC] D L 24 o o o o o o o o o o o 013
o o o o o o o o o o o o
12

CN1 & 2 Micro Processor

Oi/Ti/T2yT5/C2/C4 D1/T1/T2^5/C2/C4
Female Conectors ^^a'e Conectors
Fig. 188—Wiring harness connectors may
be identified by their shape.

T 4 - G e a r Shift Wheel Speed Sensor

O. C5 Male Connector C5 Female Connector

El - Engine Harness

Refer to Fig. 187 for a drawing showing location of in paragraph 167, the following diagnostic test modes
transmission harness connector locations. The con- can be accessed by connecting diagnostic switch, Tool
nectors may also be identified by their shape as No. 4FT.950, to tractor diagnostic wiring connector
shown in Fig. 188. A wiring schematic for the Dual located near the fuse box (Fig. 184). With diagnostic
Power electronic control is shown in Fig. 457. switch connected, turn key start switch On and in-
strument panel will display "HH." Pressing the diag-
168. DIAGNOSTIC TEST ROUTINES. In addi- nostic switch will increment through the menu modes
tion to the automatic diagnostic error codes described shown in following chart.

Select Switch Display Transmission Status 12x12 Dual Power Test Routine
Power Up HH Disabled -
Press H1 Enabled Transmission clutch spring pressure calibration routine
Press H2 Disabled Transmission clutch spring calibration value display
Press H3 Disabled Not Used
Press H4 Disabled Software revision display
Press H5 Disabled Switch diagnostic mode
Press H6 Enabled C1 (Lo) clutch quick fill duration modify mode
Press H7 Enabled C2 (Hi) clutch quick fill duration modify mode
Press H8 Disabled Micro-processor Non-Volatile Memory Reset
Press H9 Enabled Vehicle sensors operation display
Press HA Enabled Clutch pedal percent display
Press HB Enabled PWM valve temperature compensation adjustment

169. SWITCH DIAGNOSTIC MODE. The diag- paragraph 168. The H5 menu mode provides access
nostic codes shown in the chart on next page can aid to the switch diagnostic mode.
in troubleshooting a switch circuit failure. The switch
diagnostic mode can be accessed in either of the
following two ways: 2. Switch diagnostic mode can also be accessed on
tractors with electronic instrument cluster by turn-
1. Using the service diagnostic switch, Tool No. 4FT ing key start switch to On position and depressing
950, connected to tractor diagnostic connector (Fig. and holding the Digit Select switch. Do not start
184), access the H5 menu mode as outlined in the engine.

115
Paragraph 170 FORD

Switch Code Switch Description sponds to the switch being actuated. If the switch is
faulty, the numeric code will not appear. Returning
d1 External Lower Switch (EDC)
the switch to its original state will return the display
d2 External Raise Switch (EDC) to "do." :
d3 Work Switch Transition (EDC)
170. VEHICLE SENSOR OPERATION MODE.
d4 Raise Switch Transition (EDC) This mode provides a means to verify the operation
d74 Dual Power Downshift Switch (12x12) of clutch potentiometer, voltage supplies and PWM
d75 Dual Power Upshift Switch (12x12) current sensing circuitry. Use the service diagnostic
switch connected to tractor diagnostic connector (Fig.
d81 High/Medium in Gear Switch
184) to access the "H9" menu mode. The H9 menu
Main in Gear Switch - 1/2 and 3/4 Gear mode provides access to the electronic readings from
d82
Switches the vehicle sensors.
d85 Neutral Safety Start Switch In the vehicle sensor mode, the transmission dis-
d71 Clutch Pedal Switch play will initially show a channel number and then
follow with a signal number in the 0 to 99 range which
d92 Hydraulic Oil Temperature Switch
corresponds to the voltage sensed on that channel.
d93 Fuse 12 Sense Refer to the chart below for a description of the
Following entry to the diagnostic mode, the letter channel modes and typical signal values which would
"d" and a zero will be displayed on instrument cluster normally be displayed. The channel numbers can be
display Movement of the shift levers, clutch pedal increased by depressing the Dual Power upshift
and electronic draft control (if equipped) switches will switch, or number can be lowered by depressing the
result in the display of a numeric code which corre- downshift switch.

Channel Typicai Pin Voltage

Description Approximate Vaiues
Number
91 released, 26 depressed CNM9 4.6/1.3
0 Clutch Pedal Position
75 at 40° C CN1-18 3.75
1 Transmission Oil Temperature
2 96 > 40° C CN1-32 4.8
40° C Hydraulic Oil Switch
2 < 4 0° CN1-32 0.1

96 CN1-6 12
3 Fuse 12 Sense
- - -
4 Not Applicable to Service
5 Volt Reference (Transmission Control) 49 CN2-5 5
5
42 CN2-34 12
6 12 Volt Vf input
43 CN2-30 12
7 12 Volt Vd input
43 CN2-29 12
8 12 Volt Vh input
79 CN2-25 8
9 8 Volt reference (EDC Control)
- - —
10 Not Used
- - -
11 Not Applicable to Service
- - —
12 Not Applicable to Service
- - -
13 Not Applicable to Service
- - -
14 Not Used
0 clutch engaged, out of gear CN2-13 0
15 Dump Solenoid Current Sense
97 clutch engaged, in gear CN2-13 0.3
0 clutch engaged, out of gear CN2-26 0
16 C1 Clutch Solenoid Current Sense
82 dutch engaged, released in underdrive CN2-26 0.15
0 clutch engaged, out of gear CN2-12 0
17 C2 Clutch Solenoid Current Sense
82 clutch pedal released in direct drive CM2-12 0.15

116
 MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 171
25 5
O O O O O O o o o o o o

2 4 O O O O O O O O O O O O 1 3
Micro o o o o o o o o o o o o F/g, 189—Drawing of electronic control
Processor 24 0 O O O O 0 o o o o o O13 micro processor connectors showing
o o o o o o o o o o o o
12 o o o o o o o o o o o o
pin locations.
CN1 r

If a channel value is not as specified in the chart, a mission oil reaches temperature of at least 60° C
voltage check should be performed at the micro proc- (140° F). Position range shift lever in Neutral. Dis-
essor connector pin indicated in the "Pin" column. connect wiring connector for high/medium status
Refer to Fig. 189 for location of micro processor con- switch (1—Fig. 190) and install a jumper wire be-
nector pin locations. CNl connector is black and CN2 tween two connector pins in harness side connector
connector is red. The negative probe of voltmeter (3). With jumper wire installed, electronic
should be inserted into CN2-32 (processor negative), transmission control receives a signal indicat-
and the voltmeter positive probe should be placed on ing that either high or medium range is se-
appropriate pin indicated in chart. If voltage at pin is lectedy although the range lever remains in
not as specified in the ^'Voltage" column, the fault is neutral position during the pressure testing.
within the wiring harness or sensor within that cir-
cuit. If voltage at pin is within specifications, the Install pressure gauges into Cl and C2 pressure
micro processor should be replaced with a known test ports (Fig. 191). Move main shift lever to 1st gear
good processor. , and shuttle lever to forward. Range lever must
remain in neutral position. Start engine and set
Note that channel 6 is the input voltage into micro speed to 1500 rpm. Perform the following tests and
processor for transmission components not affected observe pressure gauge readings.
by clutch pedal switch such as the direct drive and DIRECT DRIVE SELECTED
under drive indicator lamps and the dump solenoid.
Channel 7 is the input voltage into micro processor Fully depress clutch pedal—pressure at Cl and C2
should be zero, indicating dump valve solenoid is
for transmission components that are affected by
operational.
clutch pedal switch operation such as PWM valve
solenoids. Channel 8 is the input voltage into micro Release clutch pedal—C2 pressure should gradu-
processor for the electronic draft control (EDC) com- ally return to full pressure, Cl pressure should re-
ponents. main at zero, indicating PWM 2 valve and clutch
pedal potentiometer are operating correctly.
Depress clutch pedal—C2 pressure should be pro-
PRESSURE TESTING gressively reduced until zero pressure is indicated
when pedal is fully depressed, indicating PWM 2
171. C1/C2 CLUTCH ENGAGEMENT AND valve, clutch potentiometer and dump valve solenoid
DISENGAGEMENT. Operate tractor until trans- are operating correctly
SWITCH FROM DIRECT DRIVE TO UNDER
DRIVE I

Fig. 190—Drawing showing iocation of high/medium

range status switch (1) and wire harness connector. A
Jumper wire is connected to pins on harness side connec-
tor when pressure testing Duai Power dutch packs. Refer
to text. Fig. 191—Connect pressure gauges to Cl (under drive)
1. High \ medium switch clutch pressure test port (1) and to C2 (direct drive) dutch
2. Switch side connector 3. Harness side connector pressure test port (2).

117
Paragraphs 172-173 FORD

With clutch pedal released, C2 pressure should
reduce to zero and Cl pressure should rise to full
pressure, indicating both PWM valves are operating
correctly. Note that these pressure changes should
appear to be instantaneous with just a slight overlap
of pressure between the clutches.
UNDER DRIVE SELECTED
Depress clutch pedal—pressure at Cl and C2
should be zero, indicating dump valve solenoid is
operating correctly.
Release clutch pedal—Cl pressure should gradu-
ally return to full pressure, C2 pressure should re-
main at zero, indicating PWM 1 valve and clutch
pedal potentiometer are operating correctly.
Depress clutch pedal—Cl pressure should be pro-
gressively reduced until zero pressure is indicated
when pedal is fully depressed, indicating PWM 1
valve, clutch potentiometer and dump valve solenoid
are operating correctly.
SWITCH FROM UNDER DRIVE TO DIRECT
DRIVE
With clutch pedal released, Cl pressure should
reduce to zero and C2 pressure should rise to full
pressure, indicating both PWM valves are operating
correctly. Note that these pressure changes should
appear to be instantaneous with just a sHght overlap
of pressure between the clutches.
Clutch pressure at 1500 rpm should be between
1380-1655 kPa (200-240 psi). Maximum pressure at
2100 rpm should be between 1520-1790 kPa (220-260
psi). Low pressure in only one of the clutches could be
caused by a leak in that clutch circuit or a faulty PWM
valve. Low pressure for both clutches could be caused
by a faulty dump solenoid valve or a faulty hydraulic
supply circuit. Sudden, irregular rises or drops in
pressure as clutch pedal is actuated could be caused
by faulty clutch potentiometer if it occurs in both
direct drive and under drive, or a faulty PWM valve
if it occurs in only one of the drives. If clutch pressure
rises suddenly as clutch pedal is released, check ad-
justment of clutch pedal switch (paragraph 166) or
faulty clutch potentiometer. If pressure is not at zero
with clutch pedal fully depressed, check for improp-
erly adjusted clutch pedal switch or faulty dump
solenoid valve.
TRANSMISSION CONTROL VALVE
172. R&R AND OVERHAUL. Transmission con-
trol valve is mounted on right side of trarLsmission
housing. To remove, disconnect hydraulic tubes and
solenoid electrical connectors. Remove retaining
screws and withdraw valve from transmission. Refer
to Fig. 192 and remove solenoid valves and switches
from valve body.
Solenoid valves can be checked for short circuit and
correct resistance using a ohmmeter. To check for
short circuit, connect ohmmeter test probes between
solenoid coil terminals and solenoid valve body. Zero
ohms indicates short circuit. To check solenoid coil
resistance, connect ohmmeter test probes between
the two coil terminals. Solenoid can be considered
faulty if nominal resistance varies greatly from speci-
fications listed in table below.
PWM Valve Cl (8) 10.2 ohms
PWM Valve C2 (9) 10.2 ohms
FWD Valve (14) 7.2 ohms
Dump Valve (1) 7.2 ohms
Use new "O" rings when reassembling control
valve. Install solenoid valves (less solenoid coil) to
control valve and tighten to 34-45 N.m (25-33 fb.-lbs.)
torque. Install solenoid coils to solenoid valves and
tighten retaining nuts to 1.7-1.8 N.m (15-16 in.-lbs.)
torque. Install valve assembly on transmission and
tighten mounting screws evenly to 33-35 N.m (24-26
ft.-lbs.) torque. Tighten hydraulic tube connectors to
33-35 N.m (24-26 ft.-lbs.) torque.
LUBRICATION CONTROL VALVE
173. R&R AND OVERHAUL, Lubrication valve
is mounted on right side of Dual Power housing.

1 2
P/g. 192—Expioded view of transmission
controi vaive assembiy.
9. PWM solenoid
1. Dump valve C2 clutch
2. Temperature sender 10. PWM Valve
3. Oil inlet from pump C2 clutch
4. Under drive oil supply 11. Direct drive
5. Transmission lst/2nd oil supply
status switch 12. Four-wheel
6. Spring ^ • ' drive oil supply
7. Plunger 13. Four-wheel
8. Pulse Width drive valve
Modulation (PWM) 14. Four-wheel
Solenoid Cl clutch drive solenoid
14

118
 MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 174

Fig. 193—Expioded view of lubrication

control valve assembly.
6. Lube cut-out
1. End plugs valve spool Cl
2. "O" rings 7. "O" rings
3. Lube cut-out 8. Springs
valve spool C2 9. Shims
4. Spring 10. Selector spool
5. Gasket ^ 11. Valve body

Tractor must be split between engine and transmis-

sion as outlined in paragraph 123 to remove lubrica-
tion valve. Disconnect three oil supply pipes from
right side of transmission. Remove lubrication valve
retaining bolts and withdraw valve from Dual Power
unit.
Refer to Fig. 193 and remove plugs (1), springs and
valve spools from valve body. Inspect valve spools and
valve body bores for signs of wear, scoring or other
damage. Make certain that valve spools slide
smoothly in valve body bores.
Use new "O" rings when reassembling valve.
Tighten end plugs to 15-22 N.m (11-16 ft.-lbs.) torque.
Install valve assembly on Dual Power housing and
tighten mounting screws evenly to 15-22 N.m (11-16
ft.-lbs.) torque. Fig. 194—Transmission top cover must be removed to
provide access to rear of Dual Power unit during removal
and installation of unit.
DUAL POWER UNIT
1. Forward/reverse S3nichronizer 3. Oil lubrication tube
174. REMOVE AND REINSTALL. Tb remove 2. Synchronizer ring 4. Shift collar
Dual Power unit, first separate tractor between en-
gine and transmission housing as outlined in para- assembly from transmission. Note that oil lubrication
graph 123. Disconnect the three hydraulic tubes from tube (3—Fig. 194) is a tight fit in Dual Power housing
right side of Dual Power unit. Remove top two Dual and may remain in the housing during removal; tube
Power mounting bolts and install two alignment dow- should be removed before disassembling unit to avoid
els (MIO threads) approximately 300 mm (12 in.) long damage to the tube.
into the bolt holes. Renew "O" rings, seals and gaskets when reassem-
bling. Use hoist and lifting strap to position unit on
NOTE: Transmission top cover shouid be re- alignment dowels. Apply grease to lugs on synchro-
moved to provide access to rear of Duai Power unit
to ensure that forward-reverse synciironizer ( 1 — nizer (1—Fig. 194) and position it in the transmis-
Fig. 194) and synchronizer ring (2) do not faii from sion. Apply grease to synchronizer ring (2) and
rear of unit during removai. position it on Dual Power drive gear. Use grease to
hold gasket in place on rear of Dual Power housing.
Remove remaining Dual Power mounting bolts and Carefully guide Dual Power unit into transmission
pull Dual Power assembly forward on dowels far housing while aligning gear cluster and oil tube (3)
enough to attach a lifting strap and hoist to the into Dual Power unit. Tighten Dual Power mounting
housing (Fig. 195). Carefully remove Dual Power bolts to 33-45 N.m (25-33 ft.-lbs.) torque.

119
Paragraph 175 FORD

175. OVERHAUL. To disassemble removed Dual

3 move clutch pack retaining rings and remove steel
Fig. 195—Use iift strap (1) and hoist to support Duai
Power unit (3). Aiignment doweis (2) shouid be instaiied
in top two boit hoies to heip support and aiign unit during
removai and instaiiation.
Power unit, unbolt and remove bearing support (42—
Fig. 196) with bearing (43) and shims (44) from rear
of housing. Remove backplate mounting bolts (47-50),
noting different bolt lengths. Position the Dual Power
unit so it rests on rear face of backplate, then remove
bolts (1) from support shaft (6). Lift the housing (3)
from backplate (32). Remove under drive cluster gear
assembly (45). Thread two bolts into end of support
shaft (6) to use as handles. Grasp the bolts and
withdraw support shaft from clutch pack. Do not
remove needle bearing (5) unless renewal is required.
Withdraw roller bearing (8), under drive output gear
(9) and Cl hub (10). Lift clutch assembly from back-
plate. Remove drive shaft (17) from clutch pack. Re-
discs (26), friction discs (27) and separators (25).
With clutch pack removed, spring pack (22) can be
removed as follows: Use a press and a horseshoe

p/g, i9a^Expioded view of 12 x 12

Duai Power unit.
1. Bolt 26. Steel discs
2. Oil seal (10 used)
3. Housing 27. Friction discs
4. Polyamide (10 used)
washer 28. End plate
5. Needle hearing 29. Retaining ring
6. Support shaft 30. C2 clutch hub
7. Seal rings 31. C2 huh seal ring
8. Roller hearings 32. Backplate
9. Under drive 33. Dowel pin
gear 34. Bearings
10. Cl clutch huh 35. Needle hearing
11. Thrust washer 36. Under drive
12. "O" ring gear assy.
(7 used) 37. Spacer
13. Dowel pin 38. Retaining ring
14. Cl huh 39. Snap ring
seal ring 40. C-clip
15. Seal ring 41. Luhrication tuhe
16. Spacer 42. Bearing support
17. Drive shaft 43. Bearing
18. Clutch housing 44. Shims
19. Piston seal 45. Under drive
ring (inner) cluster gear
20. Piston 46. Bearing
21. Piston seal 47. Bolt, MIO X
ring (outer) 90 mm
22. Spring pack 48. Bolt, MIO X
23. Retaining ring 50 mm
24. Thrust washer 49. Bolt, MIO X
25. Spring 70 mm
separators 50. Bolt, MIO X
(10 used) 40 mm

42
43 44

120
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 197—Piston spring pack must be compressed using
a press (P) and irorseshoe shaped tooi (T) as shown
above in order to remove or instaii retaining ring (23).
B springs to height of 18.8 mm (0.74 in.). Check clutch
Fig. 198—Piug the return port (A) and appiy compressed
air into oii suppiyport (B) in support shaft to force ciutch
piston from ciutch housing.
shaped pressing tool (T—Fig. 197) to compress spring
sufficiently to allow removal of spring pack retaining
ring (23). Release spring pressure and remove spring
pack from clutch housing (18).
Tb remove piston (20—Fig. 196) from clutch hous-
ing, temporarily install support shaft (6) with seal
rings (7) into housing. Plug oil return port (A—Fig.
198) and apply compressed air into an oil supply port
(B) in support shaft to force piston from housing.
Remove retaining ring (38—Fig. 196) and push
under drive gear (36) and bearings (34) from rear of
backplate (32).
Check seal rings (7—Fig. 196) and support shaft
ring grooves for wear and renew parts as necessary.
When renewing needle bearing (5), do not bottom
bearing against internal shoulder as bearing may be
distorted. There should be a 3.2 mm (0.125 in.) gap
between bearing and shoulder. Install new seal rings
(7) and "O" rings (12). Renew spring pack (22) if
spring coils are broken or if steel end cap is deformed.
Spring tension of spring pack can be checked by
appl3dng a weight to spring assembly as shown in Fig.
Paragraph 175 (Cont.)
(y\ 1,630 N (36B l b s . )
1 8 . 8 mm A
(0.74 i n . )
c
Fig. 199—To checic ciutch spring pack tension, appiy
weight to spring pack and measure spring height
k. Weight
B. Flat plate C. Base plate
Weight
Fig. 2W—Spring separators (25) can be checked by meas-
uring free height (A) and compressed height (B). Refer to
text for specifications.
199. A load of 1630 N (365 lbs.) should compress
plates and discs for wear, damage, scoring, distortion
or discoloring from heat and renew if in doubt about
their serviceability. Measure free height and com-
pressed height of spring separators (25—Fig. 200)
and renew if they do not meet the following specifica-
tions. Free height (A) should be 5.08 mm (0.200 in.).
Load height (B) should be 2.67 mm (0.105 in.) with
weight of 18 kg (40 lbs.) and 1.88 mm (0.073 in.) with
weight of43 kg (95 lbs.).
Tb reassemble, install new inner and outer piston
seal rings (19 and 21—Fig. 196). Lubricate piston
with transmission oil, then push piston squarely into
clutch housing. A guide tool. Ford Tbol No. 4FT 505,
is available for use in centering the piston in clutch
housing. Install piston return spring pack (22) and
retaining ring (23), using horseshoe shaped tool and
press to compress spring as shown in Fig. 197.
Assembly of Cl clutch pack and C2 clutch pack is
the same. Assemble clutch pack as follows: Alter-
nately install steel discs (26), friction discs (27) and
spring separators (25). Before installing the last fric-
tion plate and separator, compress clutch plates by
hand and hold in place by inserting three rods (R—
Fig. 201) into upper oil drain holes in clutch housing.
Position fifth friction disc, separator spring and end
plate on top of rods and secure with snap ring (29),
then withdraw the rods.
121
Paragraph 175 (Cont.)
P/g. 201—Rods (R) can be inserted into upper oii drain
hoies in dutch housing to hoid dutch piates in com-
pressed position during assembiy. Refer to text for pro-
cedure.
After clutch pack is assembled, clutch pack height
should be checked as follows: Apply a weight of 40-45
kg (90-100 lbs.) to end plate, then measure distance
from top of end plate to outer edge of clutch housing
as shown in Fig. 202. Remove the weight and meas-
ure the distance again. Subtract the second measure-
ment from the first measurement; the difference
between the two measurements should be between
2.25-2.80 mm (0.088-0.110 in.). If not within specifi-
cations, disassemble clutch pack and renew spring
separators as required.
Assemble the under drive gear assembly (36—Fig.
196), bearings (34) and spacer (37) in backplate (32)
and secure with retaining ring (38). Install spacer
(16) and new seal ring (15) on drive shaft (17), then
insert drive shaft into clutch pack. Support clutch
housing with C2 clutch (rear) facing upwards. Install
thrust washer (24—Fig. 203) with oil lubrication
grooves facing outward. Install new seal ring (31) on
C2 hub (30), then insert hub into clutch pack. Rotate
hub back and forth to align splines. Position clutch
32
31
24
122
FORD
p/g, 202—dutch pack dearance is chedied by appiying
a weight (W) on end plate, then measuring distance (C)
from end piate to outer surface of dutch housing. Refer
to text for specifications.
assembly onto backplate (32), engaging C2 clutch hub
splines with splines of under drive gear assembly.
Position the assembly so that it rests on rear face of
backplate. Install thrust washer (11) with oil lubrica-
tion grooves facing outward. Install new seal (14) on
Cl clutch hub (10). Insert clutch hub into clutch pack,
rotating back and forth to align splines. Install under
drive gear (9), roller bearing (8) and support shaft (6)
with new seal rings (7) and "O" rings (12). Install
polyamide washer (4), using grease to hold it in place
on the gear. Place under drive gear cluster (45—Fig.
196) on backplate. Orientate support shaft (6) so that
oil drain cut-out in shaft will align as closely as
possible to oil slot in main housing (3). Then, lower
housing over the clutch assembly while aligning bolt
holes in support shaft with holes in housing. Install
retaining bolts (1) and tighten to 9-13 N.m (7-10
ft.-lbs.) torque. Install the MIO x 40 mm bolt (50—Fig.
196) and tighten to 33-45 N.m (25-33 ft.-lbs.) torque,
then carefully turn the assembly over and install
remainder of bolts (47, 48 and 49) while noting vari-
ous bolt lengths. Tighten bolts to 33-45 N.m (25-33
ft.-lbs.) torque.
Fig. 203—Expioded view of dutch compo-
nents.
4. Polyamide washer
5. Needle bearing 12. "O" rings
6. Support shaft 14. Cl hub seal
7. Seal rings 18. Clutch housing
8. Roller bearing 24. Thrust washer
9. Under drive gear 30. C2 clutch hub
10. Cl clutch hub 31. C2 hub seal
11. Thrust washer 32. Backplate
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
42
45
44
Fig. 204—Under drive duster gear (45) end piay is set by
instaiiing shims (44) between bearing support (42) and
backpiate.
The under drive gear cluster bearings must have a
slight preload when bearing support (42—Fig. 204) is
installed. Tb set bearing preload, install bearing sup-
port with excess thickness of shims (44) of approxi-
mately 1.0 mm (0.040 in.) to ensure that there will be
some end play. Tighten retainer cap screws to 40-60
N.m (30-44 ft.-lbs.) torque. Attach dial indicator (D—
Fig. 205) to rear of housing to contact rear face of
cluster gear (45) and measure end play (E) of cluster
gear shaft. Tb calculate the required shim thickness,
subtract the measured end play dimension from the
installed shim pack thickness. From this result, sub-
tract the desired preload setting of 0.05 mm (0.002
in.). The result is required shim pack thickness.
16x16 POWERSHIFT TRANSMISSION (Built Prior To
September 1993)
176. The 16 x 16 transmission provides 16 forward
and 16 reverse speeds. The transmission has four
mechanically selected ranges. Within each of these
ranges an electro-hydraulic selection system provides
four additional ratios, resulting in 16 ratios ( 4 x 4 =
16).
Fig. 206A and Fig. 206B illustrate the basic me-
chanical components of the transmission. The trans-
mission housing consists of four basic compartments.
The front compartment contains the Cl and C2 clutch
assemblies and the front bottom gear cluster (4,5 and
6). Front compartment is accessed by removing trans-
mission front cover plate. The intermediate compart-
ment contains the forward/reverse gears (7 and 8),
low main gear (9), forward/reverse and main synchro-
nizers, intermediate bottom gear cluster (10, 11 and
12) and reverse idler gear (23). Access to intermediate
Paragraph 176
Fig. 205—Use diai indicator (D) to measure duster gear
end piay (E).
Example:
Shim thickness — 1.0 mm (0.040 in.) minus meas-
ured end play — 0.33 mm (0.013 in.) equals 0.67 mm
(0.027 in.) minus preload setting figure — 0.05 mm
(0.002 in.) equals required shim thickness — 0.62 mm
(0.025 in.).
Install correct shim pack thickness and tighten
bearing support cap screws to 40-60 N.m (30-44 ft.-
lbs.).
Tap oil lubrication tube (41—Fig. 196) into rear of
backplate until seated. Tube should not protrude
more than 116.5 mm (4.590 in.) from rear face of
backplate if installed correctly. Note that if tube is not
fully seated, it may protrude too far into lubrication
oil gallery and restrict oil fiow.
compartment is obtained by removing intermediate
cover plate. The third compartment houses the C3
and C4 clutches. The fourth compartment contains
high/low clutch output gears (14 and 15) and high/low
range output shaft and gears (16, 17 and 18). Rear
compartment is accessed from a removable rear cover
plate.
The clutch application chart shown in Fig. 207
identifies the engagement of the four multiplate
clutches (Cl, C2, C3 and C4) and solenoids (SI and
S2) and the resulting speed ratio selection. For exam-
ple: With S2 solenoid energized and C2 and C4
clutches engaged, first gear will be selected in first
mechanical range, fifth gear in second mechanical
range, ninth gear in third mechanical range and
thirteenth gear in fourth mechanical range. Power
shifting within the mechanical gear ranges is accom-
I ! 123
Paragraph 177
Fig. 206A—Cutaway view showing internal components of 16 x 16 transmission. Refer to Fig, 206B for component
identification.
plished by engaging and disengaging the four multi-
plate clutches (Cl, C2, C3 and C4). Shifting from first
to second gear, for example, the C2 clutch remains
engaged, but C4 clutch has disengaged and C3 en-
gaged. From second to third gear, C2 has disengaged
and Cl engaged and C3 has disengaged and C4
engaged. From third to fourth gear, Cl remains en-
gaged, C4 disengaged and C3 engaged.
The selection of the clutches is controlled by an
electro-hydraulic system activated by push button
switches on shift levers, electric solenoids and hy-
draulic control valves. The timing of the circuitry is
controlled by a micro processor.
ELECTRICAL COMPONENT
DESCRIPTION
177. The following is a brief description of the
sensors and switches that make up the electronic
transmission control (ETC) system that controls the
operation of the transmission.
124
FORD
The clutch pedal is connected mechanically to the
transmission control valve by a cable and electrically
to the electronic transmission control (ETC) micro
processor by a rotary potentiometer. The powershift
Up/Down switches are located on main shift lever and
are mechanically actuated by the operator. Main
range 1-4 and 5-8 switches are ball and plunger type
and are located in transmission shift cover. These
switches are actuated by movement of the shift rail
and used by the ETC to determine the position of
main shift lever. The high and low switches, located
in right side of transmission case, are used by ETC to
determine position of range shift lever. The switches
are ball and plunger type and are actuated by the
range shift rail.
An electrical signal from the alternator is used by
the ETC to determine that the engine is running and
the engine speed. A neutral switch, located on trans-
mission shift cover, is part of the engine starting
circuit and is used to indicate to the ETC processor
that forward/reverse shuttle lever is in neutral. If
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 177 (Cont.)

Fig. 206B—16 x 16 transmission component identification.

1. Cl clutch output gear
2. C2 clutch output gear 7. Reverse gear 13. C4 clutch output gear 19. Front-wheel drive gear
3. Creeper driven gear 8. Forward gear I 14. C3 clutch output gear (high) 20. Front-wheel drive rear gear
4. Front bottom shaft gear 9. Low main gear 15. C3 clutch output gear (low) 21. Front-wheel drive front gear
5. Front bottom shaft gear 10. Intermediate bottom shaft gear 16. Output gear 22. Front-wheel drive
6. Front bottom shaft gear 11. Intermediate bottom shaft gear 17. Output gear transfer gear assy.
(creeper only) 12. Intermediate bottom shaft gear 18. Low range output gear 23. Reverse idler gear

Cl C2 C3 C4 double clutch shifts are performed, i.e., 3rd gear to

SI S2
2nd gear. The C3/C4 clutch pressure switch (PS2)
closes when pressure to C3/C4 valve exceeds 1100
2 kPa (160 psi). This switch is used for clutch fill time
1-5-9-13 • • / calibration.
The C1/C2 selector valve controls hydraulic pres-
2-6-10-14 • • sure to Cl and C2 clutches. When selector valve
solenoid (SI) is energized, pressure is directed to
3-7-11-15 • • engage Cl clutch. When selector valve solenoid is not
/ /
energized, pressure is supplied to engage C2 clutch.
4-8-12-16
• • / The C3/C4 selector valve controls hydraulic pres-
sure to C3 and C4 clutches. When C3/C4 solenoid (S2)
V is energized, hydraulic pressure is directed to engage
3 4 C4 clutch. When solenoid is not engaged, pressure is
Fig. 207—16 X 16 transmission dutch appiication chart.
1. Grear ratios
directed to engage C3 clutch.
2. Clutches (C1-C4) & 3. Clutches engaged/disengaged A vent delay valve is located in each of the clutch
solenoids (SI & S2) 4. Solenoids engaged/disengaged oil return lines. To provide smooth power shifting, the
delay valve restricts the exhaust oil from the disen-
shuttle lever is not in neutral, the switch is open and gaging clutch until engaging clutch pressure oil
the tractor is prevented from starting. Awheel speed reaches 1000 kPa (145 psi).
sensor is located in right side of transmission case. The dump valve (S3) controls hydraulic pressure to
The sensor detects movement of the 29 teeth on the C1/C2 selector valve. When dump valve is not ener-
output gear and provides an output signal to the gized, hydraulic pressure is supplied to C1/C2 control
processor so that speed of the tractor can he calcu- valve. When solenoid is energized, hydraulic pressure
lated. to clutches is dumped to prevent tractor movement.
Refer to Fig. 208 for schematic view of transmission When equipped with front-wheel drive, transmis-
hydraulic control system. The C1/C2 clutch pressure sion is equipped with a solenoid actuated front-wheel
switch (PSI) closes when pressure to C1/C2 valve drive control valve (FWD). The solenoid (S4) is ener-
exceeds 1100 kPa (160 psi). This switch is used for gized to disengage front-wheel drive. When solenoid
automatic adjustment of C1/C2 clutch timing when is not energized, front-wheel drive is engaged.

125
Paragraphs 178-179
~^>-
If equipped with creeper drive, an electro-hydraulic
valve is used to select creeper gear operation. When
solenoid (S5) is not energized, transmission operates
in direct drive. When solenoid is energized, control
valve directs hydraulic pressure to select creeper
gear.
The electronic transmission control (ETC) uses a
feathering valve and pulse width modulation (PWM)
to actuate the pilot stage of a proportional valve to
control oil pressure (and the resulting degree of clutch
slippage) to C3/C4 clutches during inching (clutch)
pedal operation and power shifting. During power
shifting the clutch pedal is fully released, but the
PWM solenoid (S6) can still control the proportional
valve to provide a controlled amount of slippage in C3
and C4 clutches during the shift. The degree of slip-
page is determined hy the processor and is based on
inputs from engine speed, gear selected and wheel
speed.
Refer to Fig. 209 for identification of transmission
control valves and a description of their function. Fig.
210 shows a sectional view of transmission control
valve components.
CLUTCH CALIBRATION
178. The transmission Cl and C2 clutches are
normally automatically calihrated by the electronic
transmission control processor during tractor opera-
tion. This calibration automatically compensates for
clutch pack wear and also automatically adjusts the
timing of engagement of Cl and C2 clutches. It will
he necessary to manually recalibrate the transmis-
sion clutches after an overhaul of transmission
126
FORD
Fig. 208—Schematic of transmission hy-
draulic control system.
51. Selector valve solenoid for
Cl and C2 clutches
52. Selector valve solenoid for
C3 and C4 clutches
53. Dump valve solenoid
54. Four-wheel drive valve solenoid
55. Creeper valve solenoid
56. Pulse Width Modulation
(PWM) solenoid
CL. Clutch pedal potentiometer
FV. Feathering valve
FWD. Four-wheel drive control valve
PSl. C1/C2 clutches pressure switch
PS2. C3/C4 clutches pressure switch
ETC. Electronic transmission control
P. Pressure oil supply
clutches or transmission control valve or if the quality
of speed changing is noted.
NOTE: During calibration the eiectronic transmis-
sion control determines the precise point at which
the ciutches start to engage by detecting slight
variation in engine speed, it is important that no
external action is taicen during calibration that may
cause engine speed to vary. Be sure that air condi-
tioner, if used, and ail eiectrical equipment is turned
oft. Do not operate pto or any hydraulic iever or
move the hand or foot throttie during caiibration.
To prepare tractor for calibration, first allow tractor
to operate until transmission oil reaches normal op-
erating temperature, minimum 60° C (140° F). Apply
the hand brake and make sure that area around
tractor is clear. If possible, it is preferable to perform
calibration outside. If this is not possible, block all
wheels and take all safety precautions against unex-
pected tractor movement.
179. CLUTCH PACK SPRING PRESSURE
CALIBRATION. The most obvious symptom of in-
correct spring pressure calibration is that "inching"
point for the clutch pedal is either abnormally high
or low. This calibration should be performed after
servicing the PWM valve, transmission control valve,
C3/C4 clutches or ETC module.
To proceed with clutch pack spring pressure cali-
bration, stop engine, depress clutch pedal and de-
press and hold both Powershift buttons on main shift
lever (Fig. 211). While holding buttons in depressed
position, start the engine. The letters "CAL" should
be displayed in the instrument panel transmission
display Release the Powershift switches and move all
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 179 (Cont.)
VALVE (Quantity IDENTIFICATION SYMBOL FUNCTION

FWD Selector Solenouj operated -

Pressure disangages
FWD

C1/C2 & C3/C4 Solenoid operated

Clutch Selector (2 when powershrfting Pressure op-
erated to dump when FNR lever is
in neutral or clutch fully depressed

Vent Delay (4)

Vent valves (VI, V2. V3. V4) restm
releasing clutch oil pressure drop
until engaging clutch pressure is 10
bar. provides smooth shiftrng.

Solenoid operated when FNR lever

in neutral or dutch fully depressed
Neutral Dump Pressure operates C1/C2 and
C3/C4 valves to dump and C1/C2
sequencing valve to cut off oil to
C1/C2 clutches

Decreases lube to C1/C2 clutches

Lube Shut-Oft
®=D when in neutral

Mechanically and hydrauiicaily op-

Feathering erated to control engagement of
C3 and C4 Clutches
Fig. 209—Transmission controi
Provides controlling / balancing vaive spooi identification.
'ulse Width pressure to feathering valve when
Modulating C3 or C4 is being engaged or dur-
ing powershifting

Prevents dnve engagement on

Safety Start start up until clutch pedal is cycled

Proportions lube oil to dutches.

Equally distnbuted in neutral, dur-
Lub« Proportioning ing clutch engagement valve di-
rects higher proportion to engaged
ciutch

Provides fully regulated oil to

C1/C2 clutches as pedal is
;1 and C2 X J. released from fully de-
Sequencing T T pressed position, ensures
C1/C2 is fully engaged be-
fore C3/C4 are feathered.

Combines lube oil with regulated

,ube Combining iressure oil for 03/C4 clutches
during feathering

Solenoid opef dtcKJ pii>vi<J6& preb

Creeper Selector
sure to ongage creeper gear

three shift levers to fully forward position. Release
the clutch pedal; tractor should not move. Set engine
speed to 1200 rpm.
The remainder of the calibration procedure can he
performed as many times as desired and in any order.
When a clutch is calibrated, the old calibration value
is erased from ETC memory and replaced by new
value.
To calibrate C3 clutch spring, depress and hold
upshift button and note that "C3" is displayed on
instrument cluster. If test conditions are not correct,
an error code will be displayed. Refer to paragraph
180 for explanation of error codes.
If test conditions are correct, the calibration proc-
ess began when the upshift button was depressed.
The ETC will slowly increase the modulation pres-
sure from an initial low level. The "C3" display will
be replaced by a 3-digit number that will increase by
one digit every second until engine speed drops by 50
rpm, at which point the pressure will be dumped and
the display number will remain steady. A steady
reading indicates that C3 clutch pack is calibrated.
To calibrate C4 clutch spring, repeat the pre-
ceding calibration procedure using Powershift down-
shift button
To calibrate Cl and C2 clutch packs, depress
clutch pedal and move high/low shift lever to neu-
tral, leaving shuttle and main shift levers in forward
position. Release clutch pedal. With engine speed set
at 1200 rpm, depress and hold Powershift upshift
button. The "Cl" display will appear initially in in-
strument cluster, then will be replaced by a 3-digit

127
Paragraph 180 FORD

6 7

10

11

12

Fig. 210~Sectionai view of hydrauiic

13 controi vaive assembiy.
1. S4, FWD solenoid
2. FWD spool
3. SI, C/C2 solenoid
4. C2 vent delay valve
5. Lube shut-off spool
6. S2, C3/C4 solenoid
7. C3/C4 selector spool - ^ '
8. Double spring ;
9. C3 vent delay valve
10. Spring
11. C4 vent delay valve
; 12. Shuttle spool ,^
13. C1/C2 selector spool
14. Cl vent delay valve
15. S3, neutral/dump solenoid
16. Neutral/dump valve
17. Feathering valve plunger . ,
18. Valve retainer *
19. Safety start spool
20. Valve stop
21. Feathering valve spool

number. As in C3 and C4 calibration procedure, the point reading will remain steady. This will calibrate
number displayed will increase by one digit every Cl clutch pack spring pressure. Repeat this proce-
second until engine speed decreases 50 rpm, at which dure using Powershift downshift button to calibrate
spring pressure of C2 clutch pack.

180. CLUTCH SPRING PRESSURE CALI-

BRATION ERROR CODES. During the clutch cali-
bration procedures, an error code will be displayed on
instrument cluster if a fault is detected in the electri-
cal system which would prevent calibration from
being performed. The fault must be corrected before
calibration can be completed. Refer to following list
of error codes and corresponding diagnostic condi-
tions.
Error codes—Diagnostic condition
U20 — Correct start-up sequence not used (repeat
start-up)
U21 — Engine rpm too low
Fig. 21 f—Gear shift ievers shouid be in forward position
when caiibrating dutch spring pressure. Refer to text for
U22 — Engine rpm too high
caiibration procedure. U23 — Forward/reverse lever not in forward

128
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
U24 — Main shift lever not in high range
U25 — High/low lever not in high range
U26 — Clutch pedal not fully released
U27 — C3 calibration too low (initial test pressure
was sufficient to pull down engine)
U28 — C3 calibration too high (maximum test
pressure was reached without causing engine speed
to decrease 50 rpm)
U29 — C4 calibration too low (initial test pressure
was sufficient to pull down engine)
U30 — C4 calibration too high (maximum test
pressure was reached without causing engine speed
to decrease 50 rpm)
U31 — Wheel motion detected during calibration
(hand brake was not applied or initial calibration was
too low so that test pressure was enough to cause
slight wheel motion prior to pulling down engine)
U99 — System failure
If "U99" code is displayed, it is an indication that
there is a system failure that is preventing calibra-
tion. To determine which component has failed, exit
the calibration mode and return to normal operation.
At this time, the respective "E" prefix error code
should be displayed on instrument cluster. Refer to
paragraph 188 for explanation of "E" error codes and
diagnostic conditions.
181. CLUTCH C3 AND C4 FILL TIME CALI-
BRATION, To perform automatic calibration of
clutch C3 and C4 fill time, apply hand brake and shut
off engine. With engine key start switch off, depress
clutch pedal and depress and hold down both Power-
shift buttons on main shift lever (Fig. 212). While
holding Powershift buttons down, start engine. In-
strument cluster will now display "CAL." Release the
powershift switches. Position main and high/low shift
levers in neutral and forward/reverse lever in for-
ward. Instrument cluster will now display "FIL."
Release the clutch pedal; tractor should not move. Set
Fig, 212—Gear shift iever position when caiibrating C3
and C4 ciutch fiii time. Refer to text for calibration proce-
dure.
Paragraphs 181-182
engine speed to 1200 rpm. Initial calibration set-up
is now complete.
The following calibration procedures can be per-
formed as many times as desired and in any order.
When a clutch is calibrated, the old calibration value
is erased from the ETC memory and replaced by new
value.
To calibrate C3 clutch, depress and hold Power-
shift upshift button and note that "C3" is displayed
on instrument cluster.
NOTE: ff test conditions are not correct, an Error
Code wiii be dispiayed on instrument cluster. Refer
to paragraph 182 for explanation of error codes.
If test conditions are correct, the calibration proc-
ess will begin when the upshift button is depressed.
The ETC will perform 10 complete fill and empty
cycles of the C3 clutch. During each cycle, the time
taken to fill the clutch, in milliseconds, will flash on
the display. At end of the 10 cycles, a non-flashing
number will appear on the display for approximately
two seconds. This indicates the number of millisec-
onds that the C3 clutch timing will be advanced to
account for clutch fill time.
The ETC will then perform a series of 10 up and
down shifts to allow the C1/C2 clutches to automat-
ically adjust their timing to the new C3 clutch timing.
During these shifts, the timing for the upshifts will
fiash on the display. When shift sequence is complete,
the last C1/C2 clutch timing value will appear as a
solid display on instrument cluster. At this time,
calibration is complete and the upshift button can be
released.
To calibrate C4 clutch, depress and hold Power-
shift downshift button and note that "C4" is dis-
played on instrument cluster. The same calibration
procedure as outlined above for C3 clutch will now
commence for C4 clutch if test conditions are correct.
182, C3 AND C4 CLUTCH FELL TIME CALI-
BRATION ERROR CODES. During the clutch cali-
bration procedures, an error code will be displayed on
instrument cluster if a fault is detected in the electri-
cal system which would prevent calibration from
being performed. The fault must be corrected before
calibration can be completed. Refer to following list
of error codes and corresponding diagnostic condi-
tions.
Error codes—Diagnostic condition
U20 — Correct start-up sequence not used (repeat
start-up)
U21 — Engine rpm too low
U23 — Forward/reverse lever not in forward
U26 — Clutch pedal not fully released
U31 — Wheel motion detected during calibration
U32 — Low pressure not sensed by C3/C4 pressure
switch at time when pressure should have been low
129
Paragraph 183
Fig. 213—Diagnostic switch (1), Tooi No. 4FT 950, con-
nected to diagnostic connector (2).
U33 — High pressure not sensed by C3/C4 pressure
switch at time when pressure should have been high
U34 — Main shift lever not in neutral ^^,
U35 — High/low lever not in neutral
U36 — Clutch fill time too short
U37 — Clutch fill time too long
U38 — C3/C4 spring pressure calibration must be
performed before fill time calibration
U99 — System failure
If "U99" code is displayed, it is an indication that
there is a system failure that is preventing calibra-
tion. To determine which component has failed, exit
the calibration mode and return to normal operation.
At this time, the respective "E" prefix error code
should be displayed on instrument cluster. Refer to
paragraph 188 for explanation of "E" error codes and
diagnostic condition. > If powershift quality was improved, stop tractor
183. MANUAL ADJUSTMENT OF C3 AND C4
CLUTCH FILL TIME. This adjustment procedure
can be used in place of or in addition to the clutch fill
time automatic adjustment procedure outlined in
paragraph 181 if a different quality powershifb is
desired from that obtained by the automatic adjust-
ment. The fill timing can be adjusted in one millisec-
onds increments from 0-50 milliseconds. A long
duration fill time, for example 30 milliseconds, will
allow a longer fill time at high pressure and compen-
sate for increased piston travel that will occur when
clutch has worn.
The C3 adjustment controls powershifts where C3
clutch is applied and C4 clutch is released. These are
shifts into even numbered gears; lst-2nd, 3rd-4th,
3rd-second, etc. The C4 adjustment controls power-
shifts where C4 clutch is applied and C3 clutch is
released. These are shifts into odd numbered gears;
2nd-3rd, 6th-7th, 4th-3rd, 6th-5th, etc.
With transmission oil at normal operating tem-
perature, operate tractor and make a note of the
quality of 5th-6th powershift for reference purposes.
Then, adjust C3 clutch fill time as follows:
130
FORD
Fig. 214—Gear shift iever positions and "HA" dispiayed
for manuai adjustment of C3 and C4 dutch fiii time. Refer
to text.
Stop tractor, apply parking brake and turn key
start switch off. Install diagnostic switch. Tool No.
4FT 950, into diagnostic connector located next to
fiise panel (Fig. 213). Start engine and using diagnos-
tic switch, enter diagnostic test routine "HA" (Fig.
214). Move main shift lever into high (5th-8th) range.
Instrument panel display should indicate "C3'' for
two seconds and then be followed by timing value that
is currently stored for the C3 clutch. Depress upshift
button eight times to increase number indicated on
display by 8 milliseconds. Depress diagnostic switch
to exit "HA" mode and enter the "H6" diagnostic
mode. The tractor can now be driven normally. Drive
the tractor and compare the quality of 5th-6th pow-
ershift gear change with the gear change made pre-
viously.
and repeat the C3 fill time manual adjustment until
5th-6th gear change quality deteriorates or until 50
milliseconds is indicated on instrument panel display.
Record the clutch timing as each test is made so that
timing value for best quality shift can be determined.
The timing value can be reduced by depressing the
downshift button until value that produced best
gear change quality is obtained.
If powershift quality deteriorated after first man-
ual adjustment, depress downshift button to de-
crease timing value by eight milliseconds from initial
value. Repeat adjustment until best quality gear
change is obtained. Adjustments smaller than eight
milliseconds can be made if desired.
Manual adjustment of C4 clutch is the same as for
C3 clutch except for the following differences: Oper-
ate tractor and check powershift quality of 6th-7th
gear change instead of 5th-6th gear change. Move
main shift lever into low (1-4) range.
Note that timing of Cl and C2 clutches will be
affected by manual adjustments to the timing of C3
and C4 clutches. The timing of Cl and C2 clutches is
adjusted automatically by the ETC as clutch shift
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 215—Differentiai lock solenoid (2) and harness con-
nector (1).
changes are made. Therefore, several 6th-7th power-
shifts will need to be made after each C3 and C4
clutch timing adjustment to allow Cl and C2 clutches
to optimize and provide best powershift quality.
NOTE: Operating in "H6" mode wiii aitow C1 and
C2 ciutches to begin optimizing immediately with-
out the normal 15 minute waiting period following
engine start up that occurs during normal opera-
tion.
PRESSURE TESTING
184. TRACTOR PREPARATION. Pressure test
ports are provided on transmission control valve to
Cl
IS
• •
i 0
• •
3 7
• •
4S
• •
Paragraphs 184-185
enable testing of transmission clutches, creeper and
front-wheel drive systems. Operate tractor until
transmission oil reaches normal operating tempera-
ture of at least 60^ C (140° F). If equipped with
front-wheel drive, remove the drive shaft. Raise right
rear wheel and place suitable support stand under
axle housing, then remove right rear wheel. Apply
hand brake. Disconnect gray wire connector to low
range switch. Install switch by-pass connector, TDOI
No. 4FT 951, into tractor harness end of connector
(Fig. 213). With by-pass connector tool installed, the
ETC receives a signal indicating that low range is
selected, although Range lever remains in Neutral
throughout the pressure testing. Disconnect harness
connector (1—Fig. 215) from differential lock solenoid
(2).
185, CLUTCH ENGAGEMENT AND DISEN-
GAGEMENT. Ideally four gauges should be installed
in clutch pressure test ports (Cl, C2, C3 and C4—Fig.
216), however, testing can be performed with two
gauges. Position shuttle lever in Forward, main lever
in 1-4 Range and high/low lever in Neutral. Set en-
gine speed to 1500 rpm. Observe gauge pressure
readings as gears are shifted from one through four.
Refer to Fig. 217 for normal gauge readings.
1st—C2 and C4 should be at regulated pressure,
approximately 17-19 bar (250-280 psi).
1st to 2nd—C2 remains at regulated pressure, C3
rises from 0-10 bar (150 psi) initially then to regu-
lated pressure when shift is completed, C4 decreases
to 3 bar (45 psi) initially (indicating that vent delay
Fig. 216—Pressure test ports are pro-
vided on 16 X 16 transmission controi
valve. Refer to text for testing procedure.
C]
C2 C4
9-13
10 14
11 15
12-16
131
Paragraphs 186-188
NPutch
C1 et C3 C4
Gmmr
-» 2
-»> 4
Fig. 217—Normal clutch pressure readings for 1st
through 4th gear powershifts. Refer to text for specified
pressure settings.
valve V4 is functioning) then to zero when shift is
completed.
2nd to 3rd—Cl and C4 rise from 0-10 bar (150 psi)
initially then to regulated pressure when shift is
completed, C2 and C3 decrease to 3 bar (45 psi)
initially (indicating vent delay valves V2 and V3 are
functioning) then to zero when shift is completed.
3rd to 4th—Cl remains at regulated pressure, C3
rises to 10 bar (150 psi) initially then to regulated
pressure when shift is completed, C4 decreases to 3
bar (45 psi) initially then to zero when shift is com-
pleted.
Perform clutch feathering test as follows: Select
2nd gear and set engine speed to 1500 rpm. Fully
depress then release clutch pedal slowly while ob-
serving pressure gauge readings at C2 and C3 test
ports (Fig. 218). Pressure at C3 should progressively
decrease as clutch pedal is depressed, indicating
feathering and PWM valve operation is normal. Fully
depressing clutch pedal should zero both C2 and C3
pressures, indicating neutral dump valve is opera-
tional. Releasing clutch pedal from fully depressed
132
FORD
Clutch
C2 C3
fig, 218—Normal gauge readings when performing clutch
feathering test. Refer to text for specified pressure set-
tings.
position should restore C2 to full pressure and C3 to
feathering pressure. Pressure in C3 should progres-
sively increase as clutch pedal is released, indicating
that feathering and PWM valves are functioning.
When clutch pedal is fully released, both C2 and C3
pressures should be at normal operating pressure.
186. FRONT-WHEEL DRIVE PRESSURE. The
front-wheel drive shaft must be removed hefore
performing this pressure test. Install pressure
gauge in front-wheel drive test port (FWD—Fig. 216).
Disengage front-wheel drive and shift all levers to
Neutral. DO NOT touch foot brakes. Start engine and
set speed to 1200 rpm. Pressure reading should be
15-18 bar (220-265 psi). Engage front-wheel drive,
pressure reading should be zero.
187. CREEPER PRESSURE. Install pressure
gauge in creeper test port (CP—Fig. 216). Shift all
levers to Neutral. Start engine and set speed to 1200
rpm. Depress clutch pedal, engage low range and
select creeper. Pressure reading should be 15-18 bar
(220-265 psi).
TROUBLESHOOTING ELECTRONIC
SYSTEM
188. AUTOMATIC DIAGNOSTIC ERROR
CODES. The transmission electronic control system
has a self-diagnostic facility that utilizes the elec-
tronic instrument panel digital display to indicate
error codes corresponding to any malfunction in the
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 219—Service diagnostic connector (1), Tooi No. 4FT
950, is used to gain access to speciai test modes in
electronic transmission controi moduie.
transmission electronic system. When troubleshoot-
ing electronic circuits, it should be noted that the
majority of problems will be due to poor contacts in
the wiring connectors rather than a failure of the
electronic components.
NOTE: An eiectricaf contact spray cieaner shouid
be used wiien cleaning contacts. DO NOT use a
cieaner that contains Trichioro-ethylene, as this sol-
vent wiil damage the plastic body of the connectors.
The electronic instrument panel has the capability
to store and recall the last ten error codes. The ETC
module error codes and corresponding fault condi-
tions are listed in following chart in order of priority.
Error code—Fault condition
E29 — C1/C2 pressure switch short circuit (switch
does not indicate low pressure)
E28 — C1/C2 pressure switch open circuit (switch
does not indicate high pressure)
E27 — Engine rpm signal not present
E26 — Engine rpm too high
E25 — Tractor motion not detected when transmis-
sion is engaged
E13 — Upshift/downshift switches both on
E14 — 1-4 and 5-8 switches both on
E15 — High/low switches both on
E16 — Creeper solenoid short circuit error or at-
tempt to engage creeper after prior creeper error
EC4 — C4 clutch not calibrated
EC3 — C3 clutch not calibrated
E24 — C3 and C4 clutches not calibrated
E17 — C3/C4 solenoid open or short circuit
E18 — C1/C2 solenoid open or short circuit
CP — Depress clutch pedal to re-enable transmis-
sion
EDD — Electrical reset with creeper engaged
(while tractor is moving)
HC — Range shift too high with creeper engaged
C — Wheel speed too high for creeper gear
Paragraph 189
E l l — Clutch potentiometer voltage below valid
range
E12 — Clutch potentiometer voltage above valid
range
E19 — Dump solenoid open or short circuit or
C3/C4 pressure switch open circuit
E22 — PWM solenoid current below valid range
E23 — PWM solenoid current above valid range
E20 — Tl harness disconnected
E21 — T2 harness disconnected
E32 — Keep alive memory (KAM) power failure
In addition to the self-diagnostic mode described
above, access to special test modes in the ETC module
is possible by the use of special service diagnostic
connector. Tool No. 4FT 950. The diagnostic connector
is attached to the tractor test harness located next to
fuse panel (Fig. 219).
The ETC also provides a special Switch Diagnostic
Mode for troubleshooting switch circuit failures. The
switch diagnostic mode can be entered by depressing
and holding the digit select switch on the electronic
instrument cluster and turning key start switch ON,
but without starting engine. Following entry, the
letter "d" and a zero will be displayed in the ETC
portion of instrument cluster display. At this point,
actuating any module switch (moving shift lever,
depressing upshift/downshift buttons, etc.) will re-
sult in an audible tone and the display of a numeric
code that corresponds to that particular switch. If the
correct numeric code is not displayed, it can be as-
sumed that there is a fault in that switch circuit.
Returning switch to its original state will return the
display to zero. Refer to following code numbers and
corresponding switches.
Code Switch
85 Neutral safety switch
83 High range switch
82 Low range switch
81 1-4 range switch
77 5-8 range switch
75 Upshift switch
74 Downshift switch
71 Clutch pedal partially depressed
If a switch circuit failure is detected, the wiring
harness and connectors should be inspected first. See
Fig. 220 and Fig. 221 for drawing showing location of
switches and harness connectors.
TROUBLESHOOTING TRANSMISSION
SYSTEMS
189, The following chart lists some problems that
may occur during operation of the transmission and
some probable causes of the problem.
1. POWER SHIFTS ARE NOT SMOOTH OR TRAC-
TOR LOSES DRIVE BETWEEN POWER
SHIFTS. Could be caused by:
A. Accumulator charge pressure low.
133
Paragraph 189 (Cont.)
Fig. 221—16 X 16 transmission extension harness connectors.
Cl. Extension harness connector
Tl. Electronic draft control connector
T2. ETC extension harness connector
1. 1—4 range switch connector (black)
2. Power steering pressure switch connector
134
3. PWM valve connector
4. Creeper solenoid connector (black)
5. 8-pin transmission connector (gray)
6. High range switch (black)
7. Low range switch (gray)
FORD
Fig. 220—Drawing showing 16 x 16
eiectronic transmission controi (ETC)
harness connectors. Arrow points to-
ward front of tractor.
C2. Transmission connector
C4. Transmission connector
E3. ETC processor module connector
Tl. Electronic draft control connector
T2. ETC extension harness connector
T4. Gear shift connector
T5. Gear shift display connector
8. C3/C4 pressure switch (brown^lue/black
& blue/green^lack wires)
9. C1/C2 pressure switch (red/purple^lack
& blue/light green^lack wires)
10. Neutral start switch
11. 5—8 range switch connector (gray)
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
B. Faulty C1/C2 clutch timing.
C. Faulty clutch fill time calibration.
D. Sequencing valve spool sticking in clutch and
lubrication control valve.
E. Clutch selector valve spool sticking.
F. Vent delay spool sticking or orifice plugged.
G. Clutches worn or damaged.
2. POWER SHIFTS ARE NORMAL BUT SE-
QUENCE IS INCORRECT OR GEARS MISSING.
Could be caused by:
A. Faulty gear shift display module.
B. C1/C2 and C3/C4 selector valve wiring incor-
rect.
C. Gear shift mechanism damaged or discon-
nected.
D. Mechanical failure of clutches, shafts or gears.
3. TRACTOR DRIVES IN ALL GEARS BUT HAS
POOR CLUTCH PEDAL FEATHERING/INCH-
ING. Could be caused by:
A. Faulty C3 or C4 clutch spring pressure calibra-
tion.
B. Faulty link between clutch pedal and potenti-
ometer.
C. Clutch cable incorrectly adjusted.
D. Feathering valve sticking in PWM valve.
E. Mechanical failure within clutch, return
springs, retaining rings or clutch plates.
4. TRACTOR DRIVES IN ALL GEARS BUT
CLUTCHES SQUEAL DURING INCHING. Could
be caused by:
A. C3 or C4 clutch pressure low caused by leak in
clutch circuit.
B. Sticking vent delay valve spools.
C. Clutch plates worn or damaged.
5. TRACTOR DRIVES IN ALL GEARS BUT TRANS-
MISSION "CLUNKS" DURING INCHING. Could
be caused by:
A. Sticking valve spools or broken springs in clutch
and lubrication control valve.
6. TRACTOR DRIVES IN ALL GEARS BUT TRANS-
MISSION IS NOISY IN OPERATION. Could be
caused by:
A. Low transmission oil level.
B. Faulty lubrication oil supply to transmission.
C. Incorrect grade of oil being used.
D. Mechanical failure within transmission.
7. TRACTOR DRIVES IN ALL GEARS BUT TRANS-
MISSION JUMPS OUT OF GEAR. Could be
caused by:
A. Gears not fully engaging due to damaged or
maladjusted shift control lever linkage.
B. Synchronizer sleeve/couplers worn.
C. Excessive end play of transmission gears.
8. TRACTOR DRIVES IN ALL GEARS BUT GEARS
CLASH WHEN SHIFTING. Could be caused by:
A. C1/C2 clutch pressure not dumped when clutch
pedal is depressed. Dump solenoid not activated
Paragraph 190
Fig. 222—Control valve cover retaining boits. Two holes
are provided in cover to permit use of lack screws to
remove cover.
when clutch is depressed. Sticking dump valve
spool.
B. C3/C4 clutch pressure not dumped when clutch
pedal is depressed. Check clutch cable adjust-
ment. Sticking feathering valve spool.
C. Worn sjmchronizers or excessive end play of
transmission gears.
9. TRACTOR DOES NOT DRIVE IN ANY GEAR.
Could be caused by:
A. Faulty clutch cable adjustment.
B. Mechanical failure of transmission operating
levers.
C. Neutral dump valve spool sticking in control
valve.
D. Pressure reducing valve faulty.
E. Leak in low pressure hydraulic circuit.
F. Faulty hydraulic pump.
G. Seized C1/C2, C3/C4 clutches.
H. Broken gears or S5nichronizers within transmis-
sion.
I. Faulty hydraulic pump.
TRANSMISSION CONTROL VALVE
190. R&R AND OVERHAUL. Ib remove trans-
mission control valve, first thoroughly clean the con-
trol valve and surrounding area. Drain oil from
transmission housing. Disconnect electrical wiring,
clutch cable, hydraulic tubing, accumulator and other
external components as necessary to gain access to
control valve. Remove cap screws (Fig. 222) attaching
control valve cover to transmission case. Thread two
of the removed cap screws into jacking holes provided
in the cover to separate cover from transmission. As
control valve is removed, it will be necessary to tilt
bottom outward and withdraw downward to prevent
metal shield from catching on internal tubing.
135
Paragraph 190 (Cont.) FORD

Tb disassemble, unbolt and remove clutch and lu-
brication control valve assembly (19—Fig. 223) and
PWM solenoid valve (22). If used, remove creeper
interlock piston (15) and creeper solenoid valve (26).
Unbolt and remove metal shield (1) and, if used,
creeper interlock hydraulic tube (28). Remove PWM
to feathering valve tube (29). Disconnect wires from
solenoids, noting color and location of wires. Loosen
control valve mounting cap screws (31) in reverse of
tightening sequence shown in Fig. 224. Lift control
valve body (2—Fig. 223) from cover (16). Unbolt and
remove oil manifold (4), lube relief valve manifold (8),
plate and lube relief valve (6). Remove retaining ring
(9), then withdraw clutch pedal inner lever (10), key,
shaft (12) and outer lever (14).
Remove end plugs and withdraw lube combining
valve and spring (30—Fig. 225) and C1/C2 sequenc-
ing valve and springs (31) from clutch and lubrication
control valve body (19). Inspect parts for wear, scoring
or damage. Control valve is serviced as an assembly.
Tb disassemble transmission control valve (Fig.
226), remove solenoid coil retaining nuts. Remove
solenoid coils (9,11,15 and 24) from valve body, then
carefully remove valve spools (12, 16 and 23) and
springs. Withdraw spring keepers (1) from valve body,
while covering bores in valve body to prevent springs
from flying out. Remove valve spools using needle
nose pliers, being careful not to damage spools or
bores. Identify valve spools and springs so that they
can be returned to their original locations. To remove
feathering valve (8), loosen retaining screw in oil
manifold clamp (4) until clamp can be rotated 90°,
then remove oil manifold (6) and valve spool (8).

29

Fig. 223—Expioded view of transmis-

sion shift controi cover and reiated
components. .
1. Shield V
2. Control valve assy.
3. "O" rings
4. Control plate spacer
5. Pins
6. Lube relief valve
7. Plate ^ V
8. Lube relief manifold
9. Retaining rings
10. Clutch lever, inner
11. Seal '
12. Shaft , •
13. Washer c V
14. Clutch arm, outer "^'"•'
15. Creeper interlock spool
16. Cover
17. Transmission oil accumulator
18. C3/C4 clutch pressure switch
19. Clutch & lubrication control valve
20. C1/C2 clutch pressure switch
21. Gasket
22. S6 PWM solenoid valve
23. Housing
24. Gasket
25. Wiring harness
26. S5 Creeper solenoid & valve
27. Ball
28. Creeper interlock oil tube
29. PWM to feathering valve oil tube
30. Clutch lever return spring

136
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
18 19
20
Fig. 225—Exploded view of dutch and lubrication control
vaive.
18. C3/C4 clutch pressure switch
19. Valve body 30. Lube combining valve
20. C1/C2 clutch pressure switch 31. C1/C2 sequencing valve
Carefully clean oil galleries with suitable solvent.
Inspect spools and bores for scoring, wear or damage.
The valve body and spools are not available as sepa-
rate items. Check solenoid coils for short circuit by
connecting ohmmeter between coil terminal and
outer casing. A reading of zero ohms indicates a short
circuit. Check resistance of solenoid coils using an
ohmmeter connected between coil terminals. Renew
solenoid if nominal resistance at 20° C (68° F) varies
greatly from following specifications: SI solenoid
(11—Fig. 226), S2 solenoid (15) and S3 solenoid (24)
resistance should be 6 ohms. S4 solenoid (9) resis-
tance should be 10.5 ohms. S5 solenoid (26—Fig. 223)
resistance should be 10 ohms. S6 solenoid (22) resis-
tance should be 2.4 ohms.
Paragraph 191
15 Fig. 224—Control valve assembly is
mounted on rear of shift control cover. Valve
mounting bolts (31) should be tightened in
two steps following tightening sequence
shown in above iiiustration and loosened
using reverse of the tightening sequence.
B. Black
G. Green :
N. Brown
R. Red :
U. Blue ^
W White '
Y. Yellow
8. Feathering valve actuating piston
9. S4 solenoid (FWD valve)
11. SI solenoid (C1/C2 clutch)
15. S2 solenoid (C3/C4 clutch)
18. Control valve body
24. S3 solenoid (neutral dump valve)
28. Creeper interlock oil tube
29. PWM to feathering valve oil tube
When reassembling, lubricate valve spools with
transmission oil. Make certain that spools slide freely
in valve body bores. Renew all "O" rings and gaskets.
Tighten valve body retaining bolts in sequence shown
in Fig. 224 in two steps. Tighten all bolts to initial
torque of 5 N.m (44 in.-lbs.), then to final torque of 12
N.m (106 in.-lbs.). Connect wiring to solenoids, refer-
ring to Fig. 224 for wire colors and location.
Adjust clutch pedal internal lever stop screw (S—
Fig. 227) as follows: Loosen locknut and turn screw
counterclockwise several turns. Actuate clutch lever
(10) to depress feathering valve so that valve bottoms
out in valve body. Turn stop screw clockwise until it
contacts the stop, then turn screw an additional one
turn clockwise to ensure that stop is contacted before
valve bottoms out in casting. Tighten locknut to lock
the screw in position.
Before installing control valve cover, apply thin
bead of Loctite 515 sealant to transmission case.
Install control valve and tighten retaining bolts to 56
N.m (41 ft.-lbs.) torque.
After overhauling transmission control valve, it
will be necessary to calibrate transmission clutches
as outlined in paragraphs 178-183.
191. CLUTCH CABLE ADJUSTMENT. Discon-
nect clutch cable return spring (30—Fig. 223). Re-
move panel from left side of instrument console and
disconnect clutch pedal return spring (6—Fig. 228).
Position a 31.25 mm (1.25 in.) thick spacer (5) be-
tween clutch pedal and firewall. Loosen cable adjust-
ing nuts (2 and 4). Hold the clutch pedal down against
spacer and pull clutch cable down until cable end is
tight against clevis (1). While holding cable in this
position, turn lower adjusting nut (4) until it contacts
underside of cable support (3). Hand tighten lower
adjusting nut against cable support so that light
tension is applied to cable. Remove spacer block,
137
Paragraph 192 FORD

15

Fig. 226—Expioded view of transmission

shift controi vaive.
1. Valve spool retainers
2. Plug
> 3. Safety start valve
4. Oil manifold retainer
5. Pin
6. PWM oil manifold
7. Orifice
8. Feathering valve spool
9. S4 solenoid
10. FWD selector valve
11. SI solenoid
12. C1/C2 selector valve ;
13. Vent delay valve C2
14. Lube shut ofF valve
15. S2 solenoid
16. C3/C4 selector valve
17. Vent delay valve C3
18. Valve body » C
19. Guide "^^
20. Spring
21. Feathering valve plunger
22. Spacer
23. Neutral dump valve
24. S3 solenoid
25. Vent delay valve Cl
26. Shuttle spool
27. Vent delay valve C4

position clutch pedal against upper stop and turn
upper adjusting nut until it contacts cable support.
Using two wrenches, hold upper nut while tightening
lower nut. Reconnect return springs.
GEARSHIFT LINKAGE
192, R&R AND OVERHAUL. Separate shift lever
boot (2—Fig. 229) at lower end of shift levers, then
remove clevis pins from lower ends of shift levers (16,
17 and 23). Remove retaining screws from gearshift
console and cover and remove lower cover. Disconnect
shift lever electrical wires (3—Fig. 230). Loosen shift
lever clamp bolts (4), then withdraw shift levers from
lever pivots. Separate upper and middle sections of
shift lever boot (1 and 2). Working between the upper
and middle section of shift lever boot, remove four
retaining bolts from shift lever vertical support (22).
Remove vertical support with linkage from beneath
the platform. Disconnect shift links (26 and 27). Dis-
connect range lever link (30). Remove retaining bolts
from horizontal support (34) and lift support with
linkage from transmission housing.
Remove shift arms and shafts from shift supports.
Inspect shafts and bushings for excessive wear and
renew as necessary. Note that shift lever rods (16,17
and 23) are color coded and should be adjusted to a
specified dimension, measured between clevis pin
hole centers. Control rod (16) is orange and length
should be 317 mm (12.5 in.). Control rod (17) is green
and length should be 321 mm (12.6 in.). Control rod
(23) is white and length should be 299 mm (11.8 in.).

138
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
10
Fig. 227'^View of controi vaive cover internai compo-
nents. Refer to text for adjustment of ciutch iever stop
screw (S).
4. Manifold 8. Lube relief valve manifold
6. Lube relief valve 10. Clutch lever
7. Plate 16. Cover
To reassemble, reverse disassembly procedure.
Tighten shift arm clamp bolts to 21-25 N.m (15-19
ft.-lbs.) torque. Tighten horizontal and vertical sup-
port retaining bolts to 40-51 N.m (30-37 ft.-lbs.)
torque. Tighten shift lever clamp bolts to 21-25 N.m
(15-19 ft.-lbs.) torque. Make certain that shift levers
move smoothly through their operating range and do
not contact ends of quadrant or console.
GEARSHIFT COVER
193. R&R AND OVERHAUL. Move shift levers to
neutral position. Disconnect shift linkage and wiring
connectors from shift cover. Remove cover retaining
bolts and lift cover from transmission housing.
Remove cover plates (1 and 7—Fig. 231). Remove
shift detents (4 and 14). Remove range switches (2
and 3) and neutral start switch (15). Remove snap
rings (10) and plugs (9) from front end of shift rail
bores. Remove setscrews (12) from each shift fork (5
and 13). Push forward/reverse shift rail (11) toward
cross lever arm (16) to disconnect ball on arm from
slot in rail, then withdraw shift rail from front of shift
cover. Slide main shift rail (8) out front of shift cover.
Remove cross lever arm retaining nuts and separate
lever arms (16 and 17) from actuator arms (19).
Inspect all parts for excessive wear and renew as
necessary. Lubricate all parts with transmission oil
during reassembly. When installing cross shaft levers
(16 and 17) and actuator arms (19), make certain that
Paragraph 193
Fig. 228--Ciutch cabie adjustment point for tractors with
16 X 16 transmission.
1. Clevis 4. Lower adjusting nut
2. Upper adjusting nut 5. Spacer
3. Cable support bracket 6. Pedal return spring
arms are positioned parallel to levers as shown in Fig.
232. Tighten actuator arm retaining nuts to 40-50
N.m (30-38 ft.-lhs.) torque. Install shift rails and forks
in cover, but do not tighten shift fork setscrews at this
time. Position both shift rails in neutral position,
then install detents (4 and 14—Fig. 231). Install and
tighten neutral start switch (15) and 5-8 range switch
(2) to 30-50 N.m (22-37 ft.-lbs.) torque and 1-4 range
switch (3) to 20-28 N.m (15-21 ft.-lhs.) torque. Install
shift rail plugs (9) and snap rings (10). Do not install
cover plates (1 and 7) at this time.
Apply Loctite 515 liquid gasket to gearshift cover
(6—Fig. 231) mounting surface, then position cover
on transmission housing, aligning shift forks with
synchronizers. Install shift cover retaining bolts and
tighten to 35-55 N.m (26-40 ft.lbs.) torque.
Adjust forward/reverse and main range shift forks
as follows: Be sure that both shift rails are in neutral
position. Move and hold forward/reverse shift fork
(13—Fig. 231) fully forward against synchronizer
while making certain that the shift rail does not move
out of neutral detent position. Working through top
opening in shift cover, measure dimension (A—Fig.
233). Without moving shift rail from neutral position,
move and hold forward/reverse shift fork fully rear-
ward against sjnichronizer. Measure dimension (B).
To calculate the synchronizer neutral (mid-point) po-
sition (C), add dimensions (A) and (B) and divide the
sum by 2. Without moving shift rail, move shift fork
to the mid-point dimension and tighten shift fork set
screws to 24-30 N.m (18-23 ft.-lbs.) torque. Tighten
setscrew locknuts to 19-25 N.m (14-19 ft.-lbs.) torque.
Repeat the adjustment procedure for the main shift
fork(5—Fig. 231).
Apply Loctite 515 liquid gasket compound to cover
plates (1 and 7) and install cover plates. Tighten front
cover cap screws to 35-55 N.m (26-40 ft.-lbs.) and rear
cover cap screws to 7-13 N.m (6-9 ft.-lbs.) torque.
139
Paragraph 194 FORD

Fig. 229—Expioded view of 16 x 16

transmission shift iiniiage.
1. Shift boot, upper
2. Shift boot, middle & lower
3. Lever pivot
4. Shuttle shift lever
5. Neutral switch
6. Main shift lever
7. Range shift lever
8. Pivot shaft
9. Shift link
10. Pivot shaft
11. Washer
12. Bushing
13. Lever pivot
14. Lever pivot
15. Bushing
16. Shift rod
17. Shift rod
^ 18. Shift arm
19. Shift arm
20. Washer
21. Bushing
22. Vertical support bracket
23. Shift rod
24. Washer
25. Shift arm
26. Link
27. Link
28. Shift arm . .
29. Shift arm
30. Link .
31. Washer
32. Washer
33. Shift arm
34. Horizontal support bracket
' 35. Bushings
36. Washer
37. Washer
38. Shift arm

29

16x16 TRANSMISSION OVERHAUL

Fig. 230—View of gear shift ievers with shift consoie
covers removed.
1. Upper shift boot
2. Middle shift boot
194. REMOVE AND REINSTALL. To remove
transmission, drain oil from transmission housing.
Remove engine side panels, exhaust pipe, hood top
panels and engine fan side shields. Remove both
steps and the battery box. Disconnect wiring from
starter motor, then unbolt and remove starter motor
(3—Fig. 234). Disconnect engine wiring harness from
main harness at connector located at rear of engine.
Disconnect fuel supply line(4). Disconnect the foot
throttle control cable (5) and hand throttle control
cable (6). If equipped with mechanical fuel shut-off,
disconnect fuel shut-ofFcable. Remove bolts attaching
support bracket (1) to engine rear plate. Disconnect
hydrostatic steering lines (1—Fig. 235) and transmis-
sion oil cooler lines (2).
3. Electrical connectors
On models with cab, close heater water control
4. Clamp bolts valve (7—Fig. 234) and disconnect and plug the

140
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
1 2 3 4 5 6
16&17
Fig. 232'~Raii actuating arms (19) must be positioned
paraiiei to cross shaft ievers (16 & 17).
heater supply hose (2) and return hose (5—Fig. 236).
If equipped with air conditioner, disconnect refriger-
ant lines at self-sealing fittings (4).
Paragraph 194 (Cont.)
Fig. 231'-Expioded view of gearshift
cover assembiy.
1. Rear cover plate
2. 5-8 range switch
3. 1-4 range switch
4. Detent assy.
5. Main shift fork
6. Gearshift cover
7. Front cover plate ^
8. Main shift rail
9. Plug
10. Retaining ring
11. Forward/reverse shift rail
12. Setscrews
13. Forward/reverse shift fork
14. Detent
15. Neutral start switch
16. Forward/reverse shift lever
17. Main shift lever
18. Seals
19. Rail actuator arms
If equipped with side mounted fuel tank, drain fuel
and remove tank. If equipped with engine mounted
hydraulic pump, disconnect pump inlet tube (2) and
outlet hydraulic tube (3). Disconnect clutch cable
from transmission control valve. Disconnect wiring
harness connections from transmission, and secure
wiring clear of transmission. Disconnect shifter link-
age and remove shift levers and support brackets as
outlined in paragraph 192. Disconnect hydraulic
lines from main hydraulic pump. Disconnect trans-
mission pressure feed line (1—Fig. 237) and oil cooler
return line (2) to transmission. Disconnect and re-
move any remaining hydraulic lines or wiring that
will interfere with removal of transmission. If
equipped with front-wheel drive, remove the drive
shaft.
For models without cab, disconnect throttle pedal
and remove bolts attaching platform to transmission
housing. Slightly raise and support the platform. For
models with cab, support front of cab, then remove
Fig. 233Shift forics must be adjusted
so that they are centered in the syn-
chronizer when shift raiis are in neutrai
position.
141
Paragraph 195
Fig. 234^Vlew of right side of engine.
1. Support bracket
2. Heater hose r 5. Fuel shut-off cable
3. Starter motor 6. Throttle cable
4. Fuel supply line 7. Heater shut-off valve
Fig. 235—View of right side of engine,
1. Steering lines
2. Transmission oil cooler lines 3. Engine oil cooler line
bolts attaching cab front mounting brackets to trans-
mission housing.
Remove weights from front end. Insert wedges
between front £ixle and front support to prevent tip-
ping. Use split support stands to support en-
gine/transmission and front end assembly separately
from rear axle center housing. Remove bolts attach-
ing transmission housing to axle center housing, then
carefully separate transmission from axle center
housing.
Support engine and transmission separately. Re-
move bolts attaching transmission to engine and
separate transmission from engine.
To install transmission, reverse the removal proce-
dure.
142
FORD
Fig. 236—View of left side of engine.
1. Fuel transfer tube
2. Hydraulic inlet tube 5. Heater hose
3. Hydraulic outlet tube 6. Fuel return line
4. Air conditioner self-sealing fittings 7. Engine oil cooler line
Fig. 237—View of ieft side of transmission and rear axle
center housings.
1. Transmission oil 2. Oil cooler return line to
feed line transmission
195. TRANSMISSION DISASSEMBLY. Note
that it is necessary to place transmission in horizon-
tal and vertical positions during disassembly. There-
fore, it is recommended that transmission be
mounted in a suitable swiveling stand. A traxismis-
sion-to-stand mounting bracket may be fabricated
using dimensions shown in Fig. 238.
Thoroughly clean transmission prior to disassem-
bly. To facilitate correct reassembly, identify compo-
nents as they are removed and keep each group of
components separated.
Remove control valve assembly as outlined in para-
graph 190 and remove gearshift cover as outlined in
paragraph 193. Remove oil transfer tube retaining
brackets (5 and 6—Fig. 239) and lube supply tube (7)
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 195 (Cont.)

Fig. 23$-'A bracket may be fabricated

iocaiiy using dimensions shown in
drawing above to mount transmission in
an engine stand. Dimensions are given
in miiiimeters.

52

Fig. 240—Front bottom shaft (2) and C1/C2 ciutch assem-

Fig. 239—View of transmission front cover and oii transfer biy (33) are removed together.
tubes. 2. Front bottom shaft 52. Front-wheel drive
1. C2 clutch pressure tube 18. Cl clutch output gear output shaft assy.
2. Cl & C2 clutch lube tube 6. Retaining bracket 33. C1/C2 clutch assy. 73. Creeper shift fork
3. Cl clutch pressure tube 7. Bottom shaft lube tube
4. Ibp shaft lube tube 8. Clutch shaft support
5. Retaining bracket 9. Front cover shaft from front cover. Thread two screws into jack
screw holes provided in front cover to loosen cover
from transmission front cover. Slide oil transfer tubes from transmission housing, then remove front cover.
(1, 2, 3 and 4) back into front cover oil distribution Working through front opening, lift front bottom
block. Remove retaining bolts from C1/C2 clutch sup- shaft (2—Fig. 240) and C1/C2 clutch assembly (33)
port shaft (8) and front cover (9). Place transmission from transmission housing. Remove C2 clutch output
in vertical position, then withdraw clutch support gear if it remained on pto/input shaft.

143
Paragraph 195 (Cont.) FORD

15 14 13 12 11 10
Fig. 241—Expioded view of creeper transmission shift
mechanism and coupier components.
1. "O" ring
2. Creeper engagement piston 10. Bearing
3. Actuator rod 11. Creeper gear
4. Creeper shift rail 12. Thrust washer
5. Lock screw 13. Snap ring
6. Shift fork 14. Sliding coupler Fig. 243—lnstaii iocidng screw (S) into threaded hoie in
7. Adjuster screw 15. Coupler forward/reverse synchronizer hub to prevent separation
8. Fork return spring * 16. Plate of hub and detent assembly during removal.
9. Thrust washer 17. C2 output gear

40

Fig. 244—View of forward/reverse synchronizer (45), in-

Fig. 242—Removing forward/reverse synchronizer sup-
port shaft.
7. Support shaft bearing
retainer plate 40. Forward/reverse
37. Thrust washer synchronizer support shaft
38. Coupler 48. Pto/input shaft
If equipped with creeper, pull out shift rail (4—Fig.
241) and fork (6) together with sliding coupler (14).
Remove snap ring (13), thrust washer (12), gear (11)
with bearing (10), and second thrust washer (9).
On models not equipped with creeper, remove the
coupler (38—Fig. 242) that connects C2 clutch output
gear to forward/reverse synchronizer support shaft
(40). Withdraw pto/input shaft (48). Remove needle
bearing from front of forward/reverse support shaft.
If equipped with front-wheel drive, remove snap
ring securing front-wheel drive front gear and slide
gear off drive shaft. Remove snap ring retaining
front-wheel drive output shaft assembly (52—Fig.
240) in transmission housing, then^pull output shaft
assembly from transmission housing.
termediate bottom shaft (9) and main range synchronizer
(50).
Unbolt and remove forward/reverse synchronizer
support shaft front bearing retainer plate (7—Fig.
242) and shims. Remove intermediate bottom shaft
front bearing retaining snap ring, "D" shaped washer
and thrust washer. Remove bolts retaining inner
cover plate, then thread two of the removed bolts into
jack screw holes provided in cover plate to separate
cover plate from transmission housing. Withdraw the
cover plate along with the forward/reverse synchro-
nizer support shaft and reverse idler gear. Install a
M5-0.8 screw into threaded hole in forward/reverse
synchronizer hub (Fig. 243) to lock the hub to the
detent assembly. Withdraw the forward/reverse syn-
chronizer (45—Fig. 244) and the intermediate bottom
shaft (9) from transmission housing. Remove high
range drive gear (6—Fig. 245), roller bearings (19),
main range synchronizer assembly (7), low range
gear (16), thrust washers and roller bearing (17) from
support shaft (10). Ib remove support shaft (10—Fig.
246), expand retaining ring (14) and move it into

144
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 195 (Cont.)
1 2 3 4 5 6 Fig. 245—Cross section drawing of for-
ward/reverse and main range synchro-
nizer assemblies.
1. Forward/reverse synchronizer support shaft
2. Reverse gear
3. Snap ring
4. Forward/reverse synchronizer assy.
5. Thrust washer, steel
6. High range gear
7. Main range S5nichronizer assy.
8. Main range synchronizer coupler
9. Snap ring
10. Main range synchronizer support shaft
11. Roller bearing
12. Roller bearing .
13. Ball bearing
14. Snap ring
15. Thrust washer, polyamide
16. Low range gear
17. Roller bearing
18. Thrust washers, polyamide
19. Roller bearings
20. Roller bearings
24 23 22 21 20 19 18 17 16 15 14 13 21. Snap ring
22. Forward/reverse synchronizer coupler
23. Roller bearing
24. Thrust washer, polyamide
25. Thrust washers, polyamide

13 10
38

49
14
Fig. 246—Expand snap ring (14) into housing groove to
reiease main range synctironizer support shaft bearing Fig. 247—View of rear of transmission.
(13). 33. Rear cover plate 38. Bearing retainer
2. Cap screws 42. Bearing retainer
4. Thrust washer 28. Output shaft 49. Top shaft
6. C3 clutch pressure plate 13. Bearing
10. Support shaft 14. Snap ring

248) from high/low shift fork. Slide shift rail (19)

groove in transmission housing while lifting support
shaft from the housing.
Rotate transmission so rear of transmission is fac-
ing up. Unbolt and remove output shaft rear bearing
support (42—Fig. 247) and top shaft rear bearing
retainer (38). Pry the output shaft (28) upward to
reduce weight on output shaft rear bearing retaining
snap ring, then remove snap ring and thrust washer.
Remove cap screws attaching rear cover plate (33) to
transmission housing. Tap output shaft downward to
free output shaft rear bearing from rear housing and
at same time lift rear cover from the housing. Remove
two high/low range sensor switches from side of
transmission housing. Remove setscrew (23—Fig.
rearward from housing. Align the shift fork (F—Fig.
249) with the cut-out opening (C) in right side of
housing, then lift output shaft and high/low sjnichro-
nizer with shift fork as an assembly from housing.
Withdraw main range synchronizer fork shaft lock
pin (21—Fig. 250) from housing, then lift rear top
shaft (49) out of housing. Withdraw C3/C4 clutch
assembly (22—Fig. 251), support shaft, C4 output
gear (33) and oil manifold (37) as an assembly
through valve cover opening in side of housing.
If equipped with front-wheel drive, rotate trans-
mission so that it is horizontal. Tap front-wheel drive
internal shaft rearward from housing.

145
Paragraph 196
Fig. 248—Siide high/iow range seiector fork shift raii (19)
rearward to remove from housing,
2. Synchronizer centering adjuster
19. High/low range shift rail ' 23. Set screw
Fig. 249—To remove output shaft assembiy, aiign
high/iow range shift fori( (F) with cut out (C) in housing
and iift assembiy from housing.
196. C1/C2 CLUTCH. To disassemble clutch, re-
move output gear (18—Fig. 252), Cl clutch hub (25)
and thrust washer (21) from clutch housing. Use
hand pressure to depress Cl clutch pressure plate
(20) and remove retaining ring (19). Remove four
friction plates (24), wavy springs (22) and separator
plates (23). Disassemble C2 clutch components in
same manner as Cl clutch. A press is required to
remove clutch piston return springs (27). Using tool
No. 4FT 508 or other suitable horseshoe shaped tool
(T—Fig. 253), compress Cl piston return spring as-
sembly (27) until retaining ring (26) can be removed.
Release spring pressure and remove spring assembly.
Repeat the removal procedure for C2 clutch spring.
To remove clutch pistons (28 and 30—Fig. 252), tem-
porarily install C1/C2 support shaft in clutch hous-
ing. Apply air pressure of not more than 350 kPa (50
psi) to respective piston oil supply ports to force
pistons from housing as shown in Fig. 254.
146
FORD
49
Fig. 250—Remove high/iow range synchronizer forii shaft
retaining pin (21), then iift top shaft (49) from housing.
22
Fig. 251—C3/C4 dutch assembiy (22), C4 driven gear (33)
and oii manifoid (38) are removed and instaiied through
opening in side of transmission housing.
Inspect all parts for signs of scoring, overheating,
warping, wear or damage and renew as necessary
Clutch friction plate material should have a distinc-
tive pattern and all plates should be flat and should
not be excessively discolored. Check piston return
springs for cracked or deformed coils. Loaded height
of springs can be checked by placing spring on a flat
surface and applying force of 1630 N (365 lbs.) to top
of spring. Spring loaded height should be 18.8 mm
(0.74 in.).
Remove retaining pin (12—Fig. 255), end plug (9)
and lube proportional selector valve (11) from clutch
support shaft (13) and inspect for damage. Valve spool
should move freely in support shaft bore. Renew oil
tube rubber seals (6 and 7) if there are signs of
leakage. Renew support shaft seal rings (14). Install
new oil seal (2—Fig. 252) in clutch support shaft with
lip of seal facing inward.
Renew clutch piston inner and outer seals (31 and
32—Fig. 252). Be sure that lip of piston outer seal is
facing rear face of piston (Fig. 256). Special seal
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 196 (Cont.)

54

Fig. 252—Expioded view of forward haif of transmission top shaft components, which inciudes the C1/C2 dutches,
forward/reverse synchronizer and main range synchronizer.
1. Tbrque dampener 41. Thrust washer
2. Oil seal 14. Seal rings 28. Piston outer half 42. Retaining ring
3. Pin 15. "0" ring 29. Belleville spring 43. Reverse gear
4. "O" rings 16. Thrust washer 30. Piston inner half 44. Thrust washer
5. Oil tubes 17. Bearing 31. Inner seal 45. Forward/reverse
6. Seals 18. Cl clutch output gear 32. Outer seal synchronizer assy.
7. Seal 19. Retaining ring 33. C1/C2 clutch housing 46. Retaining ring
8. Lube oil tube 20. Clutch pressure plate 34. Clutch hub 47. Bearing
9, Plug 21. Thrust washer 35. Bearings 48. Main drive front gear
10. Seal 22. Wave washers 36. C2 clutch output gear 49. Thrust washer
11. Lube proportional 23. Friction discs 37. Thrust washer 50. Range synchronizer assy.
valve spool 24. Separator plates 38. Synchronizer sleeve 51. Main drive rear gear
12. Pin 25. Clutch hub 39. Bearing 52. Bearing
13. C1/C2 clutch 26. Snap ring 40. Forward/reverse 53, Retainer ring
support shaft 27. Piston return spring S3rnchronizer support shaft 54. Bearing

147
Paragraph 197
Fig. 253—Use a press (P) and horseshoe shaped tooi (T),
such as Tooi No. 4FT 508, to compress piston return
spring (27) so that retaining ring (26) can be removed.
Fig. 254—dutch pistons may be removed by appiying
compressed air to dutch piston oii suppiy ports.
A. C2 clutch oil port
B. Lube oil port 13. C1/C2 clutch support shaft
C. Cl clutch oil port 33. C1/C2 clutch assy.
installing tools are available for installing piston
inner seals. To install inner seal, position tapered
sleeve expander. Tool No. 4FT 503, on clutch housing.
Lubricate expander tool and seal with petroleum
jelly, then push seal over the tapered expander into
groove in clutch housing hub. Lubricate seal resizer
tool. No. 4FT 507, with petroleum jelly, then flrmly
push resizer tool over the inner seal to compress and
resize the seal to its original diameter. If resizer tool
is not available, an appropriate size piston ring com-
pressor tool can be used to compress seal. The resizer
tool should remain on the seal for at least 30 minutes.
Repeat seal installation procedure for the other
clutch piston. Be careful when installing pistons in
clutch housing so that lip of outer seal is not damaged
or rolled back. A piston installing tool, No. 4FT 504,
is available for installing pistons. If more than hand
pressure is required to install the piston, this indi-
cates that piston is not square with the clutch housing
or that inner or outer seal is binding and could be
damaged. Remove the piston, add more lubricant and
148
FORD
10
6 9
Fig. 255—Expioded view of dutch support shaft compo-
nents.
6. Rubher seals 11. Lube proportional valve spool
7. Rubber seal 12. Pin
9. Plug 13. Clutch support shaft
10. Seal ring 14. Seal rings
30
Fig. 256—Up of piston outer seai (32) must face inner or
rear face of piston (30).
try again. Position piston cushioning Belleville spring
(29—Fig. 252) on top of main piston (30) so that inner
edge of Belleville spring contacts the piston and outer
edge of spring faces up, then install outer half of
piston (28).
Assemble clutch return springs (27—Fig. 253) in
clutch housing using press and horseshoe shaped tool
as in removal. After the clutch return springs and
retaining rings (26) are installed, clutch pistons can
be checked for leakage and proper operation by ap-
plying air pressure to clutch oil supply ports as shown
in Fig. 254.
Assemble friction discs (23—Fig. 252), wave
springs (22), separator plates (24) and pressure plate
(20) in clutch housing and secure with retaining ring
(19). Position thrust washer (15) on piston return
spring so that side of washer with raised face faces
away from the return spring.
197. FORWARD/REVERSE AND MAIN
RANGE SYNCHRONIZERS. Exploded views of
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 198

9 Fig. 257—Exploded view of forward/re-

verse synchronizer assembiy.
1. Reverse drive gear
2. Reverse synchro clutch pack
U 3. Thrust washer
4. Sliding coupler
5. Spring
13 6. Pin
7. Center hub
8. Thrust washer
9. Housing
10. Separator plate
11. Friction plate
12. End plate
13. Forward drive gear

Fig. 256—Exploded view of main range

synchronizer assembiy.
1. Outer cone/coupling
2. Friction cone
3. Thrust washer
4. Sliding coupler
5. Center hub
6. Detent guide
7. Detent pin ,
8. Spring '

Fig. 260—Measuring main range synchronizer cones for

Fig. 259—Measuring forward/reverse synchronizer dutch
wear. Renew synchronizer if gap is iess than 0.6 mm
pack for wear. Renew synchronizer if gap is iess than 1.20
(0.032 in.).
mm (0.048 in.).

forward/reverse synchronizer and main range
chronizer are shown in Fig. 257 and Fig. 258.
The forward/reverse synchronizer friction plates
(11—Fig. 257) should be flat and the friction material
pattern should be distinctive. The separator plates
(10) are dished or wavy and should not be excessively
discolored. To check for wear, assemble friction plates
and separator plates in housing (9—Fig. 259) and
squeeze together to flatten the separator plates, then
measure gap between housing and end plate with
feeler gauge (F) as shown in Fig. 259. Synchronizer
should be renewed if gap is less than 1.2 mm (0.048
in.).
Inspect main range s)nichronizer friction cones (2—
Fig. 258) and couplings (1) for damage or discolora-
tion. To check synchronizer for wear, measure gap
between friction cone and coupling using a feeler
gauge as shown in Fig. 260. Renew sjmchronizer if
gap is less than 0.8 mm (0.032 in.).
198. C3/C4 CLUTCH. To disassemble, unbolt and
remove manifold (37—Fig. 261) and thrust washer

149
Paragraph 198 (Cont.) FORD

\
25

Fig. 261—Expioded view of 16 x 16 transmission top shaft rear haif components.

1. Main shaft 13. Snap ring retainer 26. Seal rings
2. Bearing 14. Belleville spring washers 27. Support shaft 39. "O" rings
3. Bearing 15. Spacer 28. Bearings 40. Pin
4. Thrust washer 16. Seal 29. Thrust washer 41. Bearing
5. Locking ring 17. Clutch piston 30. Bearing 42. Lube proportional
6. Pressure plate 18. Seal 31. C4 clutch hub valve spool
7. Locking screw 19. Snap ring 32. Seal ring 43. Spring
8. C3 clutch hub 20. Snap ring 33. C4 output gear 44. Seal
9. Separator plates 21. Bearing 34. Bearing 45. Plug
10. Friction plates 22. Clutch housing 35. Locator pin 46. Retaining ring
11. Separator plates 23. Pressure plate 36. Thrust washer 47. Seal
with return springs 24. Snap ring 37. Oil manifold 48. Pto shaft
12. Snap ring 25. Bearing 38. Oil tubes 49. Output shaft

150
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 262—Use a press (P) and horseshoe shaped tooi (T)
to compress piston return springs sufficiency so that
retaining snap ring (12) can be removed.
Fig. 263—Clutch pistons can be removed from dutch
housing by appiying iow pressure compressed air to
dutch oii feed ports.
A. Compressed air (C4 clutch ports)
P. Plug second port 17. Piston
S. C3 clutch oil ports 27. Support shaft
(36) from clutch support shaft (27). Do not remove
clutch support shaft at this time. Remove cotter pins
and clutch plate locking screws (7). Using hand pres-
sure, depress clutch pressure plate (6) to relieve pres-
sure on retaining ring (5). Rotate retaining ring one
tooth until outer teeth align with stamped grooves in
housing, then remove retaining ring. Remove C3
clutch pressure plate (6), hub (8), friction plates (10),
separator plates (9) and separator plates (11) with coil
separator springs. Slide C4 output gear (33) off sup-
port shaft. Depress C4 clutch pack and remove retain-
ing ring (24). Remove C4 pressure plate (23), friction
plates (10) and separator plates (9 and 11). Remove
snap ring (20) from front of clutch support shaft (27),
then push support shaft rearward out of the front
bearing (21). Using a press and tool No. 4FT 508 or
other suitable horseshoe shaped tool (T—Fig. 262),
compress C3 clutch return springs so that retaining
ring (12) can be removed. Release the press and
Paragraph 198 (Cont.)
remove snap ring retainer (13) and Belleville washers
(14). Repeat removal procedure for C4 clutch.
Note that each clutch piston is supplied pressure
oil by two drillings in support shaft (27—Fig. 263). To
remove pistons, temporarily install support shaft in
clutch housing. Apply compressed air (A) of not more
than 350 kPa (50 psi) to one of the clutch oil pressure
ports while plugging the other port (P) to force C3
piston (17) from clutch housing. Repeat process using
the other oil feed drillings (S) to remove the C4 piston.
Inspect all parts for signs of scoring, overheating,
warping, wear or damage and renew as necessary.
Clutch friction plate material should have a distinc-
tive pattern and all plates should be flat and should
not be excessively discolored.
Remove retaining ring (46—Fig. 261), end plug
(45), spring (43) and lube proportional selector valve
(42) from manifold (37) and inspect for damage. Valve
spool should move freely in manifold bore. Renew
support shaft seal rings (26).
Renew clutch piston inner and outer seals (16 and
18). Be sure that lip of piston outer seal is facing rear
face of piston as shown in Fig. 256. Special seal
installing tools are available for installing piston
inner seals. To install inner seal, position tapered
sleeve expander. Tool No. 4FT 502, on clutch housing.
Lubricate expander tool and seal with petroleum
jelly, then push seal over tapered expander into
groove in clutch housing hub. Lubricate resizer tool.
No. 4FT 507, with petroleum jelly, then firmly push
resizer tool over the inner seal to compress and resize
the seal. If resizer tool is not available, an appropriate
size piston ring compressor tool can be used to com-
press seal. The resizer tool should remain on the seal
for at least 30 minutes. Repeat seal installation pro-
cedure for the other clutch piston.
Lubricate parts with transmission oil during reas-
sembly. Be careful when installing pistons in clutch
housing so that lip of outer seal is not damaged or
rolled back. A piston installing tool, No. 4FT 504, is
available for installing pistons. If more than hand
pressure is required to install the piston, this indi-
cates that piston is not square with the clutch housing
or that inner or outer seal is binding and could be
damaged if piston is forced into housing. Remove the
piston, add more lubricant and try again.
Install piston return Belleville washers using press
and horseshoe shaped pressing tool as shown in Fig.
262. Be sure that snap ring (12) is locked by the step
in the retainer before releasing the press. Assemble
support shaft (27—Fig. 263) into clutch housing
through the C4 clutch end, being careful not to dam-
age shaft seal rings. Clutch pistons can be checked
for proper operation and leakage by appl3dng low
pressure, not exceeding 350 kPa (50 psi), to one of the
clutch oil supply ports while plugging the other port.
Movement of C3 and C4 clutch pistons must be
within specifled dimension and must be equal for
151
Paragraphs 199-200
22
Fig, 264^—Compress ciutch piates to measure piston
movement.
A. Adapter
D. Dial indicator 6. Pressure plate
L. Lever 22. Clutch housing
both clutches. Ib adjust piston movement, assemble
C3 clutch separator plates, friction plates and pres-
sure plate in clutch housing. Do not install clutch hub.
Depress pressure plate by hand to compress separa-
tor plate springs so that retaining ring (5—Fig. 261)
can be installed and rotated into position. Do not
install the retaining ring locking screws. Position a
dial indicator as shown in Fig. 264 so that movement
of pressure plate (6) can be measured. Depress pres-
sure plate using a lever (L) or other means until
clutch plates have bottomed against clutch piston and
record dial gauge reading. Piston movement is within
specification if dial gauge reading is between 2.50-
3.05 mm (0.10-0.12 in.). Steel separator plates with-
out springs (9—Fig. 261) are available in two
thicknesses, 2.28 mm (0.089 in.) and 2.78 mm (0.109
in.), to provide means of adjusting piston movement.
If dial gauge reading is not within specification, in-
stall different thickness plates as required to obtain
specified piston movement.
Assemble C4 clutch plates, pressure plate and snap
ring in clutch housing. Do not install clutch hub.
Repeat measurement procedure described above and
adjust as necessary by installing different thickness
separator plates.
Disassemble C3 and C4 clutches, then reassemble
clutches as follows: Assemble a polyamide thrust
washer (4—Fig. 261) on each side of the C3 clutch hub
(8), using petroleum jelly to hold the washers in place.
Install C3 clutch hub into clutch housing (22). Assem-
ble C3 clutch pack in housing, beginning with a steel
separator plate (9) and ending with friction plate (10).
Be sure that a separator plate with springs (11) is
installed between each pair of separator plates (9)
without springs. Install pressure plate (6) and locking
ring (5). Push pressure plate down to compress sepa-
rator springs so that locking ring (5) can be rotated
into its locking position. Install locking screws (7) and
152
FORD
tighten securely. Install cotter pins through each pair
of locking screws and fold pins back to secure the
screws. Install C4 clutch hub (31), roller bearings and
thrust washer in clutch housing. Assemble C4 clutch
pack into housing in the same order as the C3 clutch
pack. Install pressure plate (23) and retaining ring
(24). Install C4 driven gear (33), bearings and thrust
washer in clutch housing. Assemble manifold (37) to
support shaft (27) and tighten retaining screws to 6-8
N*m (53-70 in.-lbs.) torque. ^'
199. FRONT-WHEEL DRIVE TRANSFER AS-
SEMBLY. To disassemble, bump output shaft (52—
Fig. 265) out of front cover plate (43). Remove snap
ring (45) retaining front bearing (46), then remove
bearing using suitable puller. Withdraw spring
keeper (47), clutch spring (48) and front half of clutch
(49) from the shaft. Remove snap ring (58) and pull
rear bearing (57) off shaft using suitable puller. Re-
move thrust washer (56) and rear half of clutch (55).
The oil transfer tube (61), which supplies pressure
oil to front-wheel drive clutch, is a tight fit in the
transmission housing. Tube can be removed by
threading a MlO-1.5 bolt into the tube and using a
slide hammer to pull tube from the shaft.
Check all parts for excessive wear or damage.
Clutch engagement spring (48) loaded height should
be 18.8 mm (0.74 in.). Spring height can be checked
by placing spring on a fiat surface and applying a
force of 365 pounds (1630 N) to top of spring. Renew
all oil seals. Allow shaft seals (50 and 51) to resize
before assembling sliding clutch half (49) on shaft.
Coat all seals with transmission oil during reas-
sembly Be sure that sliding clutch half (49), spring
assembly (48) and keeper plate (47) are aligned cor-
rectly while pressing bearing on front of shaft. Make
certain that pilot valve (59) is installed with the ball
facing rearward.
200. OUTPUT SHAFT AND HIGH/LOW
RANGE SYNCHRONIZER. Components are re-
tained on output shaft (28—Fig. 265) by snap ring
(39). Shaft end play is controlled by thickness of shim
washer (38).
Check all parts for wear or damage and renew as
necessary. Inspect high/low range synchronizer fric-
tion cone (3—Fig. 266) and blocker rings (2 and 4) for
damage or discoloration. To check S5nichronizer for
wear, assemble end plate, friction cone and blocker
rings; then use a feeler gauge to measure gap between
end plate and blocker ring as shown in Fig. 267.
Renew sjnichronizer if gap is less than 1.5 mm (0.060
in.).
When reassembling, be sure that polyamide thrust
washers (33—Fig. 265) are located between gears and
synchronizer. Assemble with original shim washer
(38), or if it is not possible to install snap ring (39),
use a thinner washer. Check shaft free play by tap-
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 200 (Cont.)

23

24

Clutch spring
FWD clutch front half
Seal
Seal
FWD output shaft
Thrust washer
Bearing
FWD clutch rear half
62 Thrust washer
Bearing
Retaining ring
Pilot valve
Seal
Oil supply
transfer tube
62 Pin
63, Reverse idler shaft
64, Cover plate
W/FWD 65, Thrust washer
66, Bearing
67, Reverse idler gear
68, Snap ring
Fig. 265—Expioded view of 16 X 16 transmission iower shafts and components. 69, Nut
1. Bearing 16. Snap ring 32. Bearing 70, Adjusting screw
2. Front bottom shaft 17. Washer 33. Thrust washer 71, Adjusting rod
3. Bearing 18. FWD shaft 34. Hi-Lo synchronizer assy. 72. Spring
4. Thrust washer 19. Hi-Lo shift rail 35. Bearings 73. Creeper shift fork
5. Retaining ring 20. Detent assy. 36. Output gear 74. Setscrew
6. Washer 21. Retainer pin 37. Thrust washer 75. Shift rail
7. Bearing 22. Shift fork shaft 38. Shim washer 76. Plunger
8. Retaining ring 23. Lock screw 39. Retaining ring 77. Seal
9. Intermediate 24. Hi-Lo shift fork 40. Seal 78. Plate
bottom shaft 25. "O" ring 41. Seal 79. Sliding coupler
10. Bearing 26. Oil tube 42. Retaining ring 80. Thrust washer
11. Retaining ring 27. Baffle 43. FWD clutch cover 81. Creeper coupler
12. FWD gear 28. Output shaft 44. "O" ring 82. Snap ring
13. Washer 29. Thrust washer 45. Retaining ring 83. Washer
14. Retaining ring 30. Bearing 46. Bearing 84. Bearing
15. Bearings 31. Cluster gear 47. Spring keeper 85. Creeper gear

153
Paragraph 201
Fig. 267—Use a feeler gauge (F) to measure gap between
end piate (P) and blocker ring (R) to determine synchro-
nizer wear.
ping spline end of shaft on workbench, then measure
gap between gear cluster (31) and gear on front of
shaft. Gap should be between 0.10-0.30 mm (0.004-
0.012 in.). Shim washer (38) is available in different
thicknesses to provide means of adjusting end play.
Install only one shim washer.
201. TRANSMISSION REASSEMBLY. Position
transmission housing vertically with rear end facing
upward. Be sure that small pin (Fig. 251 inset) is in
place in rear of oil manifold. Install C3/C4 clutch and
support shaft into housing through opening in side of
housing. Be sure that slot in oil manifold (37) engages
the locating pin (35—Fig. 261) on left side of trans-
mission housing and that seal on locating pin is in
good condition. If equipped with front-wheel drive,
install front-wheel drive internal shaft (18—Fig. 265)
and bearings, but do not install front gear (12) at this
time. If removed, install high/low range operating
shaft (22—Fig. 265) from inside of transmission hous-
ing through bore in housing. Install retainer pin
(21—Fig. 250) to lock shift shaft in housing. Install
C3 clutch output shaft (49) through the C3/C4 clutch
housing. If removed, install output shaft front bear-
ing (31—Fig. 268) and snap ring (32). Position
high/low range shift fork (24^Fig. 265) on high/low
range synchronizer (34). Position output shaft assem-
154
FORD
g. 266—Exploded view of high/low
range synchronizer.
1. End plate 6. Center hub
2. Outer blocker ring 7. Spring
3. Friction cone 8. Pin
4. Inner blocker ring 9. Washers
5. Sliding coupler 10. Drive lugs
bly with high/low synchronizer so that high/low shift
fork is aligned with cutout in right side of transmis-
sion housing as shown in Fig. 249, then lower output
shaft assembly into housing. Engage high/low shift
fork with finger of operating arm and install shift rail
(19—Fig. 265). Install shift fork set screw (23) and
tighten to 27-43 N.m (20-25 ft.-lbs.) torque.
Install rear cover (33—Fig. 268), bearings (35, 36
and 39), spacer (34) and thrust washers (37 and 40).
Using a pry har positioned under output shaft front
gear, raise output shaft assembly and install retain-
ing ring (41). Tighten rear cover retaining bolts to
45-67 N.m (35-48 ft.-lbs.) torque. Install top shaft
hearing retainer (38) and output shaft bearing re-
tainer (42) and tighten retaining bolts to 32-44 N.m
(24-32 ft.-lbs.) torque. Install low and high range
sensor switches (14 and 15).
Rotate transmission so that front end is facing
upward. Install thrust washer on front of C3 clutch
hub, using petroleum jelly to hold washer in place.
Position range s3Tichronizer support shaft bearing
retaining ring (14—Fig, 246) in transmission hous-
ing, then while expanding the retaining ring, install
range synchronizer support shaft (10) and rear hear-
ing (13). Assemble thrust washer (53—Fig. 252),
roller bearing (52), low range gear (51) and range
synchronizer assembly (50) on support shaft. Petro-
leum jelly can be used to temporarily hold thrust
washers in place. Use petroleum jelly to secure roller
bearings (47) and thrust washer (49) in high driven
gear (48). Install snap ring (46) in groove in high
driven gear and push bearing against the snap ring.
Thread a M5-0.8 screw into hole in forward/reverse
synchronizer sliding coupling (Fig. 243) to lock the
coupling to the huh. Disassemble the forward and
reverse synchronizer clutch packs. Reassemhle the
forward synchronizer housing (9—Fig. 269), clutch
plates (10 and 11) and the synchronizer end plate (12)
upside down on the high driven gear (48), using the
gear as a template to align the clutch plate splines
(A, B, C, D). Squeeze and lift the assembled forward
synchronizer housing, clutch plates and end plate
from the high driven gear (E—Fig. 269), rotate syn-
chronizer assembly V2 turn (F) and reassemble onto
high driven gear from opposite (correct) side (G).
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 201 (Cont.)

12
11

42

39
Fig. 268—Exploded view of 16 x 16 transmission front cover and rear cover components.
1. Seal ring
2. Pin 12. "O" rings 23. Seal 33. Rear cover
3. Seal 13. FWD oil tube 24. Connector 34. Spacer
4. Plug 14. Low range switch 25. Drain plugs 35. Bearing
5. Front cover 15. High range switch 26. Transmission housing 36. Bearing
6. "O" rings 16. "O" rings 27. Bearing 37. Shim washer
7. Bearing retainer 17. Dowel pin 28. Snap ring 38. Bearing retainer
8. Shims 18. Seal 29. oil tube 39. Bearing
9. Retaining ring 19. Dowel pin 30. Baffle 40. Washer
10. Clutch oil tubes 20. Oil baffle 31. Bearing 41. Retaining ring
11. Oil tube 21. Bearing 32. Snap ring 42. Bearing retainer

Fig, 269—Assembly sequence of for-

ward/reverse synchronizer dutch pack.
Refer to text for procedure.
9. Housing
10. Friction plate 12. End plate
11. Separator plate 48. High driven gear

155
Paragraph 201 (Cont.)
With transmission in vertical position so that front
end is facing upward, position intermediate counter
shaft (9—Fig. 244) in transmission housing, but do
not install it in rear bearing at this time. While
holding the previously assembled forward sjnichro-
nizer assembly and high driven gear together, posi-
tion the assembly on range synchronizer support
shaft in transmission housing and at the same time
install intermediate counter shaft in rear bearing.
Make certain that synchronizer clutch plates remain
aligned and engaged with high range gear. Install the
locked synchronizer coupler (Fig. 243), with thrust
washers positioned on each side of hub, onto the
forward clutch plate half. Rebuild the reverse syn-
chronizer clutch assembly on the reverse driven gear
following the same procedure as for forward synchro-
nizer outlined above. Position the assembled reverse
synchronizer and reverse driven gear on top of syn-
chronizer coupler, then remove locking screw (S—Fig.
243) from coupler.
Install intermediate cover plate (64—Fig. 265)
with reverse idler gear (67) assembly. Tighten cover
plate mounting screws evenly to 45-60 N.m (34-44
ft.-lbs.) torque. Install thrust washer and bearing on
front of intermediate counter shaft and secure with
snap ring. Install forward/reverse synchronizer sup-
port shaft (40—Fig. 252) with bearings and thrust
washer through opening in intermediate cover plate.
Specified running clearance of sjnichronizer com-
ponents on support shafts is 0.4-0.6 mm (0.016-0.024
in.). Adjust clearance as follows: Install synchronizer
support shaft front bearing retainer plate (7—Fig.
268) with shims (8) of at least 1.0 mm (0.040 in.)
thickness. Tighten bearing retainer plate mounting
screws evenly to 9-13 N.m (80-115 in.-lbs.) torque.
Tap synchronizer support shaft with a soft-faced mal-
let to seat components. Position dial indicator on the
synchronizer support shaft front bearing inner race
(B—Fig. 270), then pry support shaft upward using a
pry bar through gearshift cover opening. Note dial
indicator reading. Remove bearing retainer plate and
Fig. 270—Use dial indicator (D) to measure forward/re-
verse synchronizer support shaft end piay.
156
FORD
35
Fig. 271—Setting C3 clutch output shaft to pto shaft
relationship. Refer to text for procedure,
select shims as necessary to obtain specified clear-
ance. Install bearing retainer plate with shims and
tighten retaining screws evenly to 9-13 N.m (80-115
in.-lbs.) torque.
A thrust washer (37—Fig. 268) is positioned be-
tween the pto shaft and C3 clutch output shaft. The
washer is available in different thicknesses to set pto
shaft to output shaft clearance. Selection of correct
thickness washer should be done before pto shaft is
installed. To select correct thrust washer thickness,
position transmission with rear end facing upward.
Remove C3 output shaft rear bearing retainer (38)
and tap C3 shaft downward to seat shaft and bear-
ings. Position a straightedge (D) across the C3 output
shaft and measure distance between end of output
shaft (49) and rear face of transmission housing,
using a vernier caliper (C) as shown in Fig. 271. Take
measurements at both ends of straightedge and cal-
culate the average, then subtract thickness (A) of
straightedge from the average to calculate distance
(B) between end of shaft and housing. Select correct
thickness washer from following table.
Calculated Washer
Distance Thickness
59.16-59.40 mm 6.00 mm
59.41-59.65 mm . 5.75 mm
59.64-59.90 mm 5.50 mm
59.91-60.17 mm 5.25 mm
If equipped with front-wheel drive, install oil sup-
ply tube (61—Fig. 265) with seal (60) into transmis-
sion housing. Install check valve (59) into bore in rear
end of FWD shaft (52) with ball end of valve facing
rearward. Tap end of check valve to make certain that
it is seated in shaft bore. Install front-wheel drive
transfer assembly into transmission housing. Install
front-wheel drive shaft cover plate (43) and secure
with snap ring (42). Install thrust washer (13), front
gear (12) and snap ring (11) on front-wheel drive
internal shaft.
For transmissions without creeper, position roller
bearing (39—Fig. 272) in front of forward/reverse
synchronizer support shaft. Position thrust washer
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
47
Fig. 272^nstaiiing pto/input shaft.
37. Thrust washer
39. Bearing 47. Lube seal
40. Forward/reverse support shaft 48. Pto/input shaft
(37) and oil seal (47) on pto/input shaft (48), then slide
shaft through forward/reverse synchronizer support
shaft. Install previously selected thrust washer on
rear of pto/input shaft. Position coupler (38—Fig.
252) on synchronizer support shaft. Install two roller
bearings (35) on C2 clutch output gear (36), then
position gear on pto/input shaft.
For transmissions equipped with creeper, perform
following creeper adjustments before proceeding with
reassembly. Position steel washer, creeper gear (85—
Fig. 265) with bearing (84) and steel washer on for-
ward/reverse synchronizer shaft. Secure with snap
Paragraph 201 (Cont.)
ring (82). Creeper engaged adjustment: Loosen
creeper shift fork retaining screw (74—Fig. 265).
Install sliding coupling (79) and coupler (81), together
with creeper shift fork (73) and rail. Do not install
creeper return spring (72) at this time. Screw the
shift rail through the fork until stepped end of rail
just contacts intermediate cover plate, but does not
move the creeper coupling. Tighten shift fork screw
and locknut. Remove shift fork, rail and sliding cou-
pling. Creeper disengaged adjustment: Assemble
C1/C2 clutch support shaft (13—Fig. 252), without
"O" ring seal and shaft seal rings, through the front
cover opening. Tighten support shaft retaining bolts
to 45-60 N.m (34-44 ft.-lbs.) torque. Install thrust
washer, C1/C2 clutch assembly and output gears on
support shaft as shown in Fig. 273. Position coupler
plate (81) on C2 output gear (36). Install the shift fork
(73) and rail and the creeper gear coupler (79), posi-
tioning the actuating piston (76) in operating bore in
front support plate. Fabricate a 1.5 mm (0.060 in.)
thick spacer (S) from shim steel and insert it between
the creeper gear sliding coupling and C2 clutch out-
put gear teeth. Be sure that shim seats on flat surface
of gear teeth. Loosen actuator rod adjusting screw
locknut and tum adjusting screw (70) several turns
counterclockwise. Position a dial indicator so that
movement of sliding coupling can be detected. Then,
turn adjusting screw clockwise until shift fork just
begins to lift coupling off the shim spacer. Actuator
adjustment is correct at this point. Tighten adjusting
screw locknut.
Fig. 273—Creeper components instaiied
on front cover for creeper disengaged
adjustment. Refer to text,
S. Shim, 1.5 mm (0.060 in.)
5. Front cover plate
13. C1/C2 clutch support shaft
18. Cl clutch output gear
21. Thrust washer
33. C1/C2 clutch assy.
36. C2 clutch output gear
69. Locknut
70. Adjuster
71. Actuator rod
73. Creeper shift fork
76. Shift fork piston
79. Sliding coupling
81. Coupler plate
157
Paragraph 202
NOTE: If creeper components are properly posi-
tioned, the adjusting screw wili be approximately
3-5 mm (V8-V4 in.) above the iocknut after adjust-
ment Is completed. If adjustment screw appears to
be level with locknut, this is an indication that C1/C2
ciutch assembiy is incorrectiy positioned.
Disassemble creeper components, including re-
moving C1/C2 clutch support shaft from front cover.
Remove spacer plate. Install shaft "O" ring seals (6
and 7—Fig. 252) and seal rings (14) on support shaft.
Install creeper shift rail return spring (72—Fig. 265)
on shift rail and position the rail, springs and fork
assembly in transmission housing. Install creeper
gear coupler (79) while at the same time engaging
shift rail in bore in intermediate cover plate (64).
Push shift rail against return spring and use a suit-
able wedge to secure the rail in this position. Install
steel thrust washer on pto/input shaft, then slide
shaft through forward/reverse sjnichronizer support
shaft. Install coupler plate (81) in center of sliding
coupler. Install C2 clutch output gear.
For all transmissions, position roller bearing (3—
Fig. 265) in front of intermediate bottom shaft (9).
Install thrust washer (6) on rear of front bottom shaft
(2), using petroleum jelly to temporarily hold washer
in place. Install front bearing (1) on front bottom
shaft. Position front bottom shaft in transmission
housing, but do not install shaft in rear bearing at
this time. Slide C1/C2 clutch assembly on pto/input
shaft and at the same time position front bottom shaft
in the rear bearing (Fig. 240).
For creeper transmission, the C1/C2 clutch assem-
bly will hold creeper components in place. Remove
wedge installed during installation of creeper compo-
nents.
Install new lube tube "O" rings. Install lube oil
baffle (20—Fig. 268) on front bottom shaft bearing.
Install front cover plate (5) and tighten cover retain-
ing bolts evenly to 45-60 N.m (34-44 ft.-lbs.) torque.
Install thrust washer on top of Cl clutch output gear
158
FORD
Fig. 274^Centrailzlng high/low range
synchronizer selector forii. Lever (L) to
actuate high/iow fork and detent spring
retainer piate (P) are fabricated iocaiiy.
through opening in front cover. Be sure that oil trans-
fer tubes (10 and 11) are in place in front cover.
Lubricate C1/C2 clutch support shaft seal rings with
petroleum jelly, then slide support shaft through
front cover onto pto/input shaft. Tighten support
shaft retaining bolts to 45-60 N.m (34-44 ft.-lbs.)
torque. Slide oil transfer tubes into clutch support
shaft. Install bottom shaft lube oil tube.
202. SYNCHRONIZER ADJUSTMENT. The for-
ward/reverse, main range and high/low synchroniz-
ers must be centered to operate properly. The gear
shift cover must be installed to adjust the center
position of forward/reverse and main range S3nichro-
nizers, and their adjustment procedure is outlined in
paragraph 193. Adjustment of high/low synchronizer
is outlined below.
Adjust high/low sjnichronizer fork to neutral point
as follows: Move high/low shift rail to neutral position
and install detent ball, actuator and spring. Fabricate
a plate (P—Fig. 274) from steel that can be bolted
onto transmission housing to compress the detent
spring and hold the shift rail in neutral. The plate
must have a hole in it to allow stem of detent to
protrude. Fabricate a lever (L) that can be used to
actuate range selector shaft (R). Actuate range selec-
tor shaft to move synchronizer and engage high and
low ranges several times to insure that all compo-
nents are fully seated. Move shift fork and synchro-
nizer to low range position (B—Fig. 274) and while
holding fork securely in this position (beyond natural
point of detent), measure distance (X) from wall of
housing to the selector fork. Move and hold shift fork
and synchronizer to high range position (C) and again
measure distance (Y) from same point on wall of
housing to selector fork. Add the two measurements
together and divide by two to determine the mid-
point neutral position (Z). Move shift fork and rail to
neutral detent position. If shift fork is not aligned
with mid-point position determined above, loosen
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 203
shift fork adjusting screw locknut (1) and rotate ad- to 58-80 N.m (43-59 ft.-lbs.) torque. Move shift fork
justing screw (2) as necessary to move shift fork to to low and high range positions several times, then
mid-point position. Tighten adjusting screw locknut recheck the mid-point (neutral) adjustment.

16 X 16 'QUAD MOD' TRANSMISSION (Built

September 1993 And After)
203. The 16 x 16 powershift transmissions (Fig.
275) built September 1993 and after incorporate all
the features of the original 16 x 16 powershift trans-
mission, with the addition of the following new fea-
tures. A new transmission control valve side cover
houses four PWM solenoid valves, which totally con-
trol clutch engagement/disengagement, using signals
from the micro processor. A transmission "dump"
switch, located on the shuttle lever, enables gear
engagement without using the clutch pedal. When
dump switch is depressed, drive is disengaged. When
switch is released, transmission output speed and
clutch pack engagement are automatically controlled
to take up the drive smoothly. The clutch pedal is no
longer connected to the transmission control valve by
a cable, its function has been replaced by electronic
control. Cable control for the shift levers replaces the
original rod linkage.
The four PWM (pulse width modulation) solenoid
valves (G—Fig. 275) react to signals from the micro
processor to control oil flow to Cl, C2, C3 and C4
clutches, totally controlling the engagement and dis-
engagement of transmission clutches. The micro
processor (A) signals to the PWM solenoid valves are
determined by information received from the follow-
ing switches and senders: low range (1), high range
(2), neutral (3), 1-4 range (5), and 5-8 range (4) trans-
mission switches, forward/reverse shuttle dump
switch (6), upshift/downshift switches (7) on main
shift lever, clutch pedal disconnect switch (8), clutch
pedal potentiometer (9), transmission oil tempera-
ture sender (F), engine speed signal from alternator
(H), and transmission speed sensor (J).
The principles of calibration, pressure test-
ing and fault finding are the same as those used
for the early production 16 x 16 transmissions
with the exception of the items outlined in following
paragraphs 204 through 214 that have been changed.
Repair procedures for the late production 16 x 16
transmissions are similar to early production trans-

Fig. 275—16 x 16 "Quad Mod" trans-

mission reiated eiectricai components.
A. Micro processor
B. Transmission switches
1. Low range
2. High range
3. Forward/reverse/neutral
4. 5-8 range
5. 1-4 range
C. Shift lever switches
6. Shuttle dump
7. Up/down shift
D. Clutch pedal
8. Clutch disconnect switch
9. Clutch potentiometer
E. Creeper and FWD solenoids
10. Creeper ,
11. FWD
F. Transmission oil
temperature sender
G. PWM solenoid valves
12. Cl clutch
13. C2 clutch
14. C3 clutch
15. C4 clutch
H. Alternator-engine speed
J. Transmission speed sensor

159
Paragraphs 204-205
missions except for the control valve assembly and
shift cables, which are covered in paragraphs 215 and
216.
CLUTCH SPRING PRESSURE
CALIBRATION
204. C3 AND C4 CLUTCHES. Apply the hand
brake and block all wheels before performing calibra-
tion procedure.
NOTE: The transmission iscontroiled by theeiec-
tronic transmission controi system during tiie caii-
bration procedure and tractor should not move.
However, safety precautions should stiil be taken
against unexpected tractor movement.
With engine off, depress the clutch pedal and the
up shift and down shift buttons. While holding shift
buttons down, start engine. Note that instrument
cluster transmission display should indicate the let-
ters "CAL" (Fig. 276). Release the shift buttons. Move
all shift levers forward to select forward, 5-8 range
and high range. Release the clutch pedal, the tractor
should not move. Set engine speed to 1200 rpm.
NOTE: The engine speed must not fluctuate dur-
ing calibration procedure. Shut off ail equipment,
such as air conditioner or iights, that could affect
engine speed.
The following calibration procedure can be per-
formed in any order. Depress and hold upshift button
and note that "C3" is displayed on instrument cluster,
indicating that C3 clutch calibration process has be-
gan. ,, .^ :,,., ;., ;, ,:, . ,, • H.v- t
NOTE: if test conditions are not correct an error
code, prefixed by a "U" and foilowed by two digits
will be dispiayed. Refer to error code table beiow for
expianation of error codes.
P/g. 276—View of electronic instrument cluster display in
calibration mode.
160
FORD
Clutch Spring Pressure Calibration Error
Codes
U20—Correct start up sequence was not used
U21—Engine rpm too low ;
U22—Engine rpm too high
U23—Forward/reverse lever not in forward
U24—Main shift lever not in high range
U25—High/low lever not in neutral
U26—Clutch pedal not fully released
U27—C3 calibration too low •r [
U28—C3 calibration too high : •; ^
U29—C4 calibration too low
U30—C4 calibration too high
U31—Wheel motion detected during calibration
U32—Cl calibration too low
U33—Cl calibration too high '
U34—C2 calibration too low '
U35—C2 calibration too high
During the calibration process, the electronic
transmission control (ETC) will monitor engine speed
while slowly increasing modulation pressure from an
initial low point. Instrument cluster will display a
relative value that will increase numerically until
engine speed decreases by 50 rpm, indicating initial
application of the clutch. When micro processor rec-
ognizes that engine speed has decreased 50 rpm from
initial setting, modulation pressure will be dumped
and the resultant calibration value will be displayed
as long as upshift button is depressed. Clutch spring
pressure calibration values are typically between 120
to 180.
Repeat above spring pressure calibration proce-
dure, using the downshift button, to calibrate C4
clutch spring pressure.
205. Cl AND C2 CLUTCHES. Apply the hand
brake and block all wheels before performing calibra-
tion procedure.
NOTE: The transmission is controiled by the eiec-
tronic transmission controi system during the caii-
bration procedure and tractor shouid not move.
However, safety precautions shouid stiii be taken
against unexpected tractor movement.
The Cl and C2 clutches can be calibrated immedi-
ately following C3 and C4 clutches. Depress clutch
pedal and move high/low shift lever to neutral posi-
tion. Forward/reverse lever should remain in for-
ward position and main shift lever should remain in
5-8 range. Depress either the upshift or downshift
button to calibrate Cl or C2 clutch.
The calibration of Cl and C2 clutches follows the
same procedure as calibration of C3 and C4 clutches
outlined in paragraph 204. When upshift button is
depressed and held, C1 should be displayed on instru-
ment cluster, indicating that Cl clutch is being cali-
brated. When downshift button is depressed and
held, C2 should be displayed on instrument cluster.
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
indicating that C2 clutch is being calibrated. Refer to
error code table in paragraph 204 if an error code is
displayed on instrument cluster.
NOTE: The engine speed must not fluctuate dur-
ing caiibration procedure. Shut off aii equipment,
such as air conditioner or lights, that couid affect
engine speed.
CLUTCH FILL TIME CALIBRATION
206. Cl AND C2 CLUTCHES, An indication that
C1/C2 clutches require fill time calibration is if a
"clunk" occurs while releasing the clutch pedal. Note
that over adjustment of clutch fill time can make
clutch engagement very jerky.
Ib ensure accurate clutch fill time calihration, op-
erate tractor until transmission oil reaches normal
operating temperature. Connect diagnostic switch,
Tbol No. 4FT 950, into diagnostic connector located
adjacent to fuse panel (Fig. 277). Set hand brake,
start engine and set engine speed to 1200 rpm. In-
strument cluster display should indicate letters
"HH." Depress diagnostic test switch until "HC" is
displayed. After 4 seconds the HC display will disap-
pear and a "U" error code will be displayed; ignore
this error code and continue with calibration proce-
dure.
NOTE: Do not continue calibration if F1 error code
is dispiayed. This code indicates that transmission
oii temperature is too coid. Do not ignore the F1
error code. Operate tractor untii proper operating
temperature is obtained, then repeat caiibration
setup procedure.
Depress clutch pedal and move forward/reverse
shift lever to forward, main lever to 5-8 range and
high/low lever to neutral position. Release clutch
pedal. A "U" error code will be displayed at this time
if calibration setup is incorrect. If setup is correct.
Fig. 277—Service diagnostic connector (1), Tool No. 4FT
950, is used to gain access to speciai test modes in
eiectronic transmission controi moduie.
Paragraphs 206-207
"C1" will be displayed for several seconds. During this
time the C3/C4 clutches are engaged to full pressure,
after which the currently stored Cl clutch fill time
value will be displayed. Note that C1/C2 fill time
value is set at 3 during manufacture, which repre-
sents 30 milliseconds.
Depress and release shuttle dump switch while
listening for a "clunk." If a "clunk" is evident, depress
downshift button to reduce fill tinie by a value of 2.
If "clunk" is not evident, depress upshift button to
increase fill time value until "clunk" is evident when
shuttle dump switch is operated; then reduce fill time
value by 2 to obtain correct calibration. There should
not be a "clunk" when calibration is correct.
After Cl clutch fill time is correctly calibrated,
actuate diagnostic switch to select "HD" on the in-
strument cluster display and repeat above calibra-
tion procedure for C2 clutch.
207. C3 AND C4 CLUTCHES. Operate tractor
until transmission oil has reached normal operating
temperature. Connect diagnostic switch. Tool No.
4FT 950, into diagnostic connector (Fig. 277).
CAUTiON: This calibration procedure aliows the
tractor to move forward severai feet. Be sure that
adequate safety precautions are taken when per-
forming this adjustment.
Set engine speed to 1200 rpm and place hand brake
in OFF position. Depress diagnostic switch to select
"HE" on instrument cluster display. Depress clutch
pedal and move forward/reverse shift lever to select
forward, main shift lever to select 5-8 range and
high/low shift lever to high range. Release clutch
pedal. A "U" error code will be displayed at this time
if calibration setup is incorrect. If setup is correct,
currently stored C3 clutch fill time value will be
displayed. Note that C3/C4 fill time value is set at 4
during manufacture, which represents 40 millisec-
onds.
NOTE: If conditions are not correct for caiibra-
tion, a "U" error code wiii be dispiayed on instru-
ment ciuster. The error codes are the same as those
used for ciutch spring caiibration in paragraph 204.
Depress and release dump switch button. If tractor
jerks or begins to creep, actuate downshift to reduce
fill time by a value of 2. If tractor does not jerk or
creep, actuate upshift button to increase fill time
value to obtain jerk or creep when dump switch
button is operated; then actuate downshift button
to reduce fill time value by 2 to obtain correct calibra-
tion.
After C3 clutch fill time is correctly calibrated,
actuate diagnostic switch to select "HF" on instru-
ment cluster display. Repeat clutch fill time calibra-
tion adjustment outlined above for the C4 clutch.
161
Paragraphs 208-209 FORD

rear wheel and place suitable support stand under

axle housing, then remove right rear wheel. Apply
hand brake. Disconnect gray wire connector to low
range switch (located on right side of transmission).
Install switch by-pass connector. Tool No. 4FT 951,
into tractor harness end of connector. With connector
tool installed, the ETC receives a signal indicating
that low range is selected, although Range lever
remains in Neutral throughout the pressure testing.
Disconnect harness connector (2—Fig. 278) from dif-
ferential lock solenoid (1).

209. CLUTCH ENGAGEMENT AND DISEN-

GAGEMENT. Ideally four gauges should be installed
in Cl, C2, C3 and C4 clutch pressure test ports (7, 5,
Fig. 278—To pressure test 16x 16 transmission hydraulic
system^ disconnect harness connector (2) from differen- 2 and 1—Fig. 279), however, testing can be performed
tial lock solenoid (1). Refer to text. with two gauges. Position shuttle lever in Forward,
main lever in 1-4 Range and high/low lever in Neu-
tral. Set engine speed to 1500 rpm. Observe gauge
PRESSURE TESTING pressure readings as gears are shifted from one
208. TRACTOR PREPARATION. Pressure test through four. Refer to Fig. 280 for normal gauge
ports are provided on transmission control valve to readings.
enable testing of transmission clutches, creeper and Igt—C2 and C4 should be at regulated pressure,
front-wheel drive systems. Operate tractor until 1800 kPa (260 psi).
transmission oil reaches normal operating tempera- 1st to 2nd—C2 remains at regulated pressure, C3
ture of at least 60° C (140'^ F). If equipped with rises from 0 to 200 kPa (30 psi) initially then to
front-wheel drive, remove the drive shaft. Raise right regulated pressure when shift is completed, C4 de-
creases to 1700 kPa (245 psi) initially then to zero
when shift is completed.
O O O O 2nd to 3rd—Cl rises from 0 to 200 kPa (30 psi)
initially then to regulated pressure when shift is
completed, C4 rises from 0 to regulated pressure, C2
and C3 decrease to 1700 kPa (245 psi) initially then
to zero when shift is completed.
3rd to 4th—Cl remains at regulated pressure, C3
rises to 200 kPa (30 psi) initially then to regulated
pressure when shift is completed, C4 decreases to
1700 kPa (245 psi) initially then to zero when shift is
completed.
Perform clutch feathering test as follows: Se-
lect 2nd gear and set engine speed to 1500 rpm. When
clutch pedal is initially depressed (Fig. 281), pressure
in both C2 and C3 clutches should reduce approxi-
mately 200 kPa (30 psi) from regulated pressure.
When pedal is fully depressed, C2 and C3 pressures
should reduce to zero. Releasing clutch pedal from
fully depressed position should restore C2 to full
pressure and C3 to feathering pressure. Pressure in
C3 should progressively increase as clutch pedal is
Fig. 279—Pressure test ports are provided on transmis- released, indicating that clutch potentiometer and
sion controi vaive cover. PWM valve are functioning. When clutch pedal is
1. C4 clutch pressure 10. Lube inlet connector fully released, both C2 and C3 pressures should be at
2. C3 clutch pressure 11. Regulated pressure inlet normal operating pressure.
3. C3/C4 lube pressure 12. C4 PWM solenoid valve
4. Lube supply pressure 13 C3 PWM solenoid valve Clutch pressure testing can be performed with two
5. C2 clutch pressure 14 C2 PWM solenoid valve gauges using following test procedure: Connect two
6. C1/C2 lube pressure 15. Cl PWM solenoid valve gauges to Cl and C2 test ports, perform powershifts
7. Cl clutch pressure 16. Creeper solenoid valve
8. Creeper pressure 17. FWD solenoid valve from first through fourth while noting gauge read-
9. FWD pressure 18. Transmission lube pressure ings. Connect gauges to C3 and C4 test ports and

162
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 209 (Cont.)

::iutch
Cl C2
Ciutch
03 04 C2 C3
G«ar^ Pedal

Fig, 281—Normai gauge readings when performing ciutch

feathering test. Refer to text for specified pressure set-
tings.

Fig. 280—Normai ciutch pressure readings for 1st

through 4th gear powershifts. Refer to text for specified
pressure settings.

repeat powershifts from first through fourth while

noting gauge readings. Connect two gauges to C2 and
C3 test ports and carry out clutch feathering test.
Compare pressure readings with those in Fig. 280
and Fig. 281.
Check shuttle "dump" switch operation as
follows: Select 1st gear and set engine speed to 1500
rpm. With shuttle dump switch released, C2 and C4
clutches should be at regulated pressure. When dump
switch is depressed, C2 and C4 pressure should im-
mediately drop to zero. When dump switch is re- Fig. 282—Normal gauge readings when performing ciutch
iube tests. Refer to text for specified pressure settings.
leased, C2 should return immediately to regulated
pressure while C4 should rise gradually to regulated
pressure. lease clutch pedal while observing gauge readings. C2
clutch pressure should rise immediately to regulated
To test clutch lube pressure, connect pressure pressure and C4 clutch pressure should rise gradu-
gauges to C1/C2 lube pressure test port (6—Fig. 279), ally to regulated pressure. C1/C2 lube pressure
C3/C4 lube pressure test port (3), and C2 and C4 should rise to approximately 75 kPa (12 psi) and
clutch pressure test ports (5 and 1). Select 1st gear C3/C4 lube pressure should rise to approximately 200
and fully depress clutch pedal and observe gauge kPa (30 psi). When clutch pedal is fully released,
readings (Fig. 282). C2 and C4 clutch pressure should C1/C2 lube pressure should be approximately 75 kPa
drop to zero. Lube pressure for both C1/C2 and C3/C4 (12 psi) and C3/C4 lube pressure should drop to
should be approximately 50 kPa (8 psi). Slowly re- approximately 100 kPa (15 psi).

163
Paragraphs 210-212
210. FRONT-WHEEL DRIVE PRESSURE. The
front-wheel drive shaft must be removed before per-
forming this pressure test. Install pressure gauge in
front-wheel drive test port (9—Fig. 279). Disengage
front-wheel drive and shift all levers to Neutral. DO
NOT touch foot brakes. Start engine and set speed to
1500 rpm. Pressure reading should be 1800-2000 kPa
(260-290 psi). Engage front-wheel drive, pressure
reading should drop to zero.
211. CREEPER PRESSURE. Install pressure
gauge in creeper test port (8—Fig. 279). Shift all
levers to Neutral. Start engine and set speed to 1500
rpm. Depress clutch pedal, engage low range and
select creeper. Pressure reading should be 1800-2000
kPa (260-290 psi).
TROUBLESHOOTING ELECTRONIC
SYSTEM
212. AUTOMATIC DIAGNOSTIC ERROR
CODES. The transmission electronic control system
has a self-diagnostic facility that utilizes the elec-
tronic instrument panel digital display to indicate
error codes corresponding to any malfunction in the
transmission electronic system. When troubleshoot-
ing electronic circuits, it should be noted that the
majority of problems will be due to poor contacts in
the wiring connectors rather than a failure of the
electronic components.
' • ! ' ' ' • •
NOTE: An electrical contact spray cleaner should
be used when cleaning contacts. DO NOT use a
cleaner that contains Trichloro-ethylene, as this sol-
vent will damage the plastic body of the connectors.
The electronic instrument panel has the capability
to store and recall the last ten error codes. The ETC
module error codes and corresponding fault condi-
tions are listed in following chart in order of priority.
Error code—Fault condition
E21 — Chassis harness disconnected
E34 — Fuse 13 blown
E53 — 5 volt reference failed, shorted to 12 volts
E54 — 5 volt reference failed, shorted to ground
E12 — Clutch pedal potentiometer signal too high
E l l — Clutch pedal potentiometer signal too low
E39 — C4 clutch solenoid open circuit
E38 — C4 clutch solenoid short circuit
E41 — C3 clutch solenoid open circuit
E40 — C3 clutch solenoid short circuit
E43 — C2 clutch solenoid open circuit : H9 provides access to electronic reading from vehi-
E42 — C2 clutch solenoid short circuit
E45 — Cl clutch solenoid open circuit
E44 — Cl clutch solenoid short circuit ' sition display.
C — Wheel speed too high for creeper gear
HC — Range shift to high with creeper engaged
E37 — Clutch disconnect switch open circuit
164
: ; : ; : • " , . , < : :. v ' . ^ '^ Vl FORD
CP — Depress clutch pedal to enable transmission
E46 — Fuse 12 blown
E47 — Clutch disconnect switch misadjusted high
E48 — Clutch disconnect switch short circuit
misadjusted, closed
E51 — Transmission temperature sensor open cir-
cuit ;
E52 — Transmission temperature sensor short cir-
cuit
E24 — All clutches not calibrated
EC4 — C4 clutch not calibrated .
EC3 — C3 clutch not calibrated ^
EC2 — C2 clutch not calibrated
ECl — Cl clutch not calibrated
E16 — Creeper solenoid open/short circuit, or at-
tempt was made to engage creeper after prior creeper
error
E15 — High/low range lever switches both on
E14 — 1-4 and 5-8 range lever switches both on
E13 — Upshift and downshift switches both on
E49 — Wheel speed sensor circuit open or short
circuit
E26 — Engine rpm speed too high \
E27 — Engine rpm speed too low
H — Clutchless shuttle operation attempted at too
high a speed and in too high a gear
In addition to the self-diagnostic mode described
above, access to special test modes in the ETC module
is possible by the use of special service diagnostic
connector. Tool No. 4FT 950. The diagnostic connector
is attached to the tractor test harness located next to
fuse panel (Fig. 277). When key switch is turned on,
"HH" will be displayed on instrument cluster. Press-
ing diagnostic tool switch button will increment
through diagnostic menu modes. The menu modes
are as follows:
Diagnostic Menu Modes
HI provides access to transmission clutch spring
pressure calibration.
H2 displays transmission spring pressure calibra-
tion values.
H3 is not used. un v -
H4 indicates software design level.
H5 provides access to manual switch diagnostic
mode.
H6 displays the pressure offset from PWM valve
solenoids in relation to oil temperature.
H7 displays temperature of transmission oil in
0-99° Celsius.
H8 allows calibrations to be cleared from micro
processor memory.
cle sensors to check for correct operation.
HA provides access to clutch pedal percentage po-
HB provides PWM valve temperature compensa-
tion adjustment. This is factory set to a value of 16
and should not require adjustment in service.
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 213

Fig. 283—Drawing showing transmis-

sion extension harness connector ioca-
tions.
A. Accumulator
1. Range switch connector 5-8
2. Range switch connector 1-4
3. Cl connector
4. Steering pressure switch
5. Transmission oil temperature sender
6. FWD solenoid & creeper
solenoid connector
7. PWM solenoid valve connectors
8. High range switch connector (black)
9. Low range switch connector (gray)
10. Tl connector
11. T2 connector
12. T3 connector
13. Speed sensor connector (blue)
14. Forward/neutral/reverse
safety start switch

HC is adjustment mode for Cl clutch fill time that switch circuit. Returning switch to its original
calibration. state will return the display to zero. Refer to following
HD is adjustment mode for C2 clutch fill time code numbers and corresponding switches.
calibration. Code Switch
HE is adjustment mode for C3 clutch fill time dl External lower switch (EDC)
calibration. d2 External raise switch (EDC)
HF is adjustment mode for C4 clutch fill time d3 Lower switch transition (EDC)
calibration. d4 Raise switch transition (EDC)
d71 Clutch pedal switch
213. SWITCH DIAGNOSTIC MODE. The ETC d75 Upshift switch
provides a special Switch Diagnostic Mode for trou- d77 5-8 range lever switch
bleshooting switch circuit failures. The switch diag- d81 1-4 range lever switch
nostic mode can be entered by connecting service d82 Low range switch
diagnostic connector, TDOI NO. 4FT 950, to test har- d83 Neutral safety start switch
ness (Fig. 277) and initiating menu mode H5. The d91 Shuttle dump switch
letter "d" and a zero will be displayed in the ETC d92 40° C oil temperature switch
portion of instrument cluster display. At this point, d93 Fuse 12 sensor
actuating any module switch (moving shift lever,
clutch pedal, upshift/downshift buttons, electronic If a switch circuit failure is detected, the wiring
draft control, etc.) will result in an audible tone and harness and connector should be inspected first. See
the display of a numeric code that corresponds to that Fig. 283 and Fig. 284 for drawing showing location of
particular switch. If the correct numeric code is not switches and harness connectors. See Fig. 285 for
displayed, it can be assumed that there is a fault in wiring diagram.

165
Paragraph 214 FORD

Channel Typical Pin Voitage

Description Approximate Vaiues
Number

0 Clutch Pedal Position 91 released, 26 depressed CN1-19 4.6/1.3

1 Transmission Oil Temperature 75 at 40° C ' '^ CNM8 3.75

2 40° C Hydraulic Oil Switch 96 > 40° C CN1-32 4.8

2<40° CN1-32 0.1

3 Fuse 12 Sense 96 CN1-6 12

4 Not Applicable to Service _ - -

5 5 Volt Reference (Transmission Control) 49 CN2-5 5

6 12 Volt Vf input (Fuse 13) 42 CN2-34 12

7 12 Volt Vd input (Clutch Switch) 43 CN2-30 12

8 12 Volt Vh input (Fuse 14) 43 CN2-29 12

9 8 Volt reference (EDC Control) 79 CN2-25 8

10 Not Used - - -

11 Not Applicable to Service - - -

12 Not Applicable to Service - - -

13 Not Applicable to Service - - -

14 C1 Valve Current Sense 92 engaged CN2-36 0.15

0 not engaged CN2-36 0

15 C2 Valve Current Sense 92 engaged CN2-13 0.15

0 not engaged CN2-13 0

16 C3 Valve Current Sense 92 engaged CN2-26 0.15

0 not engaged CN2-26 0

17 C4 Vaive Current Sense 92 engaged CN2-12 0.15

0 not engaged CN2-12 0

20 Wheel Speed Sensor Sense 64 CM2-6 2.3

18 to 35 EDC Sensors

214. VEHICLE SENSOR OPERATION MODE.
This mode provides a means to verify the operation
of clutch potentiometer, voltage supplies and PWM
current sensing circuitry. Use the service diagnostic
switch connected to tractor diagnostic connector (Fig.
277) to access the "H9" menu mode. The H9 menu
mode provides access to the electronic readings from
the vehicle sensors.
In the vehicle sensor mode, the transmission dis-
play will initially show a channel number and then
follow with a number in the 0 to 99 range which
corresponds to the voltage sensed on that channel.
Refer to the chart above for a description of the
channel modes and typical signal values which would
normally be displayed. The channel numbers can be
increased by depressing the upshift switch, or num-
ber can be lowered by depressing the downshift
switch.
If a channel value is not as specified in the chart
above, a voltage check should be performed at the

166
 MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 215

Fig. 284—Drawing showing transmission micro processor harness connector iocations. The foiiowing iegend applies to
this drawing and the transmission wiring diagram shown in Fig. 285.
T2. Processor harness to
Color Code extension harness 9. C2PWM
B. Black T3.P to EXT connector 10. CIPWM
G. Green T4. Gear shift up/down connector 11. Transmission oil
K.Pink T5. Gear shift display connector temperature sender
N. Brown Cl. Main harness (M) to EXT connector 12. Speed sensor
O. Orange C2. P to M connector 13. Shuttle dump switch
P. Purple C4. P to M connector 14. Clutch potentiometer
R. Red El M to engine harness 15. Clutch switch
S. Slate CNl. Processor connector 16. Key start switch
U. Blue CN2. Processor connector 17. Starter relay
W. White Components 18. Alternator
Y. Yellow 1. Range 1-4 switch connector (black) 19. Instrument cluster
LN. Tan 2. Range 5-8 connector (gray) 20. Creeper switch
LG. Light green 3. Starter safety switch connector 21. Main light switch
TQ. Turquoise 4. FWD & creeper connector (black) 22. FWD switch
Connectors 5. High range switch (black) : , 23. FWD relay
Tl, Processor harness (P) to 6. Low range switch (gray) 24. Relay V p t o module
Extension harness 7. C4 PWM 25. Diagnostic plug
(EXT) connector 8. C3 PWM 26. 40° C oil temperature switch

micro processor connector pin indicated in the "Pin"
column. Refer to Fig. 286 for location of micro proces-
sor connector pin locations. CNl connector is black
and CN2 connector is red. The negative probe of
voltmeter should be inserted into CN2-32 (processor
negative), and the voltmeter positive probe should be
placed on appropriate pin indicated in chart. If volt-
age at pin is not as specified in the ''Voltage" column,
the fault is within the wiring harness or sensor within
that circuit. If voltage at pin is within specifications,
the micro processor should be replaced with a known
good processor.
Note that channel 6 is the input voltage into micro
processor for transmission components not affected
by clutch pedal switch such as the direct drive and
under drive indicator lamps and the dump solenoid.
Channel 7 is the input voltage into micro processor
for transmission components that are affected by
clutch pedal switch operation such as PWM valve
solenoids. Channel 8 is the input voltage into micro
processor for the electronic draft control (EDC) com-
ponents.
TRANSMISSION CONTROL VALVE
215. R&R AND OVERHAUL. Note that any of the
PWM solenoids, front-wheel drive solenoid and
creeper solenoid can be removed without removing
control valve cover from tractor.
Tb remove transmission control valve, first thor-
oughly clean the control valve and surrounding area.

167
Paragraph 215 (Cont.) FORD
8
i
I
!8 § (i @ @
8 0 e e
CQ (p < r> < <
8
/\ A
98
0000 80 0 0 0
8
ss
00 O) CO
Fig. 285—16 X 16 transmission wiring diagram.
168
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
1 1 1 1
0 O O O O O 0 o
013 Micro
Processor
1 1
CN1 (Black)
Drain oil from transmission housing. Disconnect elec-
trical wiring, hydraulic tubing, accumulator and
other external components as necessary to gain ac-
cess to control valve. Remove 16 cap screws attaching
control valve cover to transmission case. Thread two
of the removed cap screws into jacking holes provided
in the cover to separate cover from transmission.
Tb disassemble, remove four PWM solenoid valves
(1, 2, 3 and 5—Fig. 287). Remove creeper interlock
piston (4) and spring. Remove oil temperature sender
(8). Remove creeper solenoid (10) and front-wheel
drive solenoid (11), if equipped. Unbolt and remove
lube valve from rear of cover. Remove end plugs and
withdraw lube pressure relief valve (14—Fig. 288),
valve spool (15), plunger (13), springs and shuttle
valve ball (16) from lube valve body.
Paragraph 215 (Cont.)
1 " 1 ;;•
^looc O o36
240 O 0
Fig. 286—Drawing of micro processor
connectors showing connector pin ioca-
tions.
C N 2 (Red)
10
Fig. 287—Expioded view of 16x 16 'Quad
Mod' transmission controi vaive assem-
biy.
1. Cl PWM solenoid & valve assy.
2. C2 PWM solenoid & valve assy.
3. C3 PWM solenoid & valve assy.
4. Creeper interlock piston
5. C4 PWM solenoid & valve assy.
6. Pressure supply inlet
7. Lube supply inlet
8. Transmission oil
temperature sender
9. Control valve cover
10. Creeper solenoid & valve assy.
11. Front-wheel drive solenoid
& valve assy.
11
Remove retaining nuts to separate solenoids from
PWM valves and creeper and front-wheel drive
valves. Further disassembly of the solenoid valves is
not recommended. Clean valve assemblies, less sole-
noids, in suitable solvent. Inspect control valve cover
for cracks or other damage that may cause oil leakage
and renew as necessary. Check solenoids for open or
short circuit using an ohmmeter. Nominal resistance
is 10 ohms for all solenoids.
Coat valves with clean transmission oil when reas-
sembling. Tighten lube valve retaining screws to 27
N.m (20 ft.-lbs.) torque.
When installing control valve cover, make certain
that six "O" rings are in position in transmission
housing and the three hydraulic tubes with "O" rings
are in position. Apply thin bead of Loctite 515 sealant
Fig. 288—Expioded view of lube con-
troi vaive assembiy.
12. Spring
13. Lube valve plunger
14. Lube pressure relief valve
15. Lube control valve spool
16. Lube shuttle valve ball
17. Valve body
169
Paragraph 216 FORD

Fig.289—Expioded view of 16x 16trans-

mission shift controi cabies.
1. Support bracket
2. Retaining bolts (3)
3. High-low shift lever
4. Main range shift lever ;
5. Forward-reverse shift lever
6. Clutch 'dump' switch j
7. Forward-reverse cable '
8. Main range cable
9. High-low cable ;
10. Locknuts r j /
11. Sleeve flange
12. Pin - •
13. Locknuts i.
14. Shift arm " ^^

14

to transmission housing, then install cover and
tighten retaining cap screws to 56 N.m (41 ft.-lbs.)
torque.
CAUTION: When connecting wiring harness to
the four identicai PWM soienoid valves, note that
both the vaive cover casting and the wiring harness
are labeied C1/C2/C3/C4. iViixing the wiring connec-
tions wiii cause improper operation and ciutch dam-
age, identicai soienoid vaives are aiso used for
front-wheel drive and creeper, if equipped. Aithough
the soienoids are wired into a singie four pin con-
nector, it is possibie to interchange the soienoids
on the vaives and the valves are also interchange-
able in the controi vaive bores. If the vaives are
switched, serious damage to the transmission wiil
occur.
The following procedure can be used to determine
if wiring connections are correct. Tum key switch to
"run" without starting engine and check for error
codes. Correct errors as necessary. If equipped with
front-wheel drive and creeper, tum FWD "on." Start
engine and set engine speed to low idle. During the
following procedure, if engine lugs, or if tractor stops
or does not move, or if transmission downshifts when
it should upshift, immediately depress clutch pedal,
stop the engine and correct valve connections. De-
press clutch pedal, select 1st gear, low range and
forward or reverse, then release clutch pedal. Tractor
should begin to move within three seconds. Power
shift to 2nd, 3rd and 4th gear; tractor speed should
increase with each shift. If equipped with creeper,
shift back to 1st gear, depress clutch pedal, stop
tractor and select creeper. Release clutch pedal and
verify that transmission is in creeper. If not in
creeper, correct creeper and FWD solenoid installa-
tion. Check operation of front-wheel drive.
If PWM valves were cleaned or renewed, transmis-
sion clutches must be recalibrated as outlined in
paragraphs 204-207.
GEAR SHIFT CONTROL CABLES
216. REMOVE AND REINSTALL. Remove
knobs from all gear shift levers and the hand throttle.
Remove shift console lower cover. Remove screws
retaining gear shift console and hydraulic remote
valve lever console. Lift the consoles to provide access
to three bolts (2—Fig. 289) retaining the shift cables
to lever support bracket (1). Remove Allen screws
(2—Fig. 290) retaining shift levers in cable ends and

170
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
10
11
Fig. 290—Main range shift cabie.
1. Cable, shift lever end
2. Allen screw 5. Cable end
3. Cable sleeve 10. Locknut
4. Adjustment threads 11. Sleeve flange
withdraw shift levers from console. Remove three
bolts (2—Fig. 289) retaining the cable ends in support
bracket and separate cable from support. If removing
forward/reverse or 1-4, 5-8 range cables (7 and 8),
remove floor mat and floor plate to gain access to top
of transmission. It is not necessary to remove floor
plate to remove high/low cable (9). Remove bolts
securing cable sleeve flange (11) to top cover. Loosen
cable adjustment sleeve locknut (10—Fig. 290). Un-
screw adjustment sleeve (3) to allow shift rail con-
DIFFERENTIAL, MAIN DRIVE BEVEL GEARS, FINAL
DRIVE AND REAR AXLE
SPLIT BETWEEN TRANSMISSION AND
REAR AXLE CENTER HOUSING
219. Tb split tractor between transmission housing
and rear axle center housing, first drain oil from
transmission housing. If equipped with side mounted
fuel tank, drain fuel and remove side tank. Discon-
nect park brake control cable and brake hydraulic
lines (hydraulic brakes) or control rods (mechanical
brakes). Disconnect and remove hydraulic tubes from
priority valve, remote control valves and hydraulic
pump housing. Disconnect control cables from remote
control valves. Disconnect hitch control linkage (top
link sensing hitch). Disconnect wiring harness elec-
trical connectors from differential lock valve and elec-
tronic draft control valve if so equipped. Disconnect
cab ground wire from top of hitch lift housing.
If equipped with cab, remove bolts attaching cab
mounting brackets to rear axle housings. Support
rear of cab and remove mounting brackets from cab
Paragraphs 217-220
necting pin to be removed, then withdraw cable. Ib
remove high/low cable (9—Fig. 289), disconnect cable
from transmission operating arm (14). Loosen cable
locknuts (13) and slide cable free of mounting
bracket. Remove cable from tractor.
To reinstall cables, reverse removal procedure. Ad-
just cables as outlined in paragraph 217.
217, ADJUSTMENT. To adjust either forward/re-
verse cable or 1-4, 5-8 main shift cable (7 or 8—Fig.
289), it is necessary to remove cabfloormat and plate.
Be sure that transmission ranges are in neutral po-
sition. With cable installed, loosen bolts retaining
cable end sleeve flange (11—Fig. 290) just enough to
allow sleeve (3) to be rotated. Loosen adjustment
sleeve locknut (10), then rotate adjustment sleeve (3)
to position shift lever in cab in center of console slot.
Tighten sleeve flange bolts and sleeve locknut. Check
operation of shift lever.
Tb adjust high/low range cable (9—Fig. 289), rotate
locknuts (13) on either side of cable mounting bracket
to move cable until shift lever is centered in console
slot. ' ^
TRANSMISSION OVERHAUL
218. Overhaul of late production 16 x 16 transmis-
sion is basically the same as for early production
transmission. Refer to paragraphs 194 through 202.
rear support posts to provide clearance between cab
posts and axle housing. If equipped with platform,
support platform and remove bolts attaching plat-
form, fenders and ROPS frame to axle housing. Sup-
port axle center housing and transmission housing
separately, using suitable splitting stands. Remove
bolts attaching axle center housing to transmission
housing, then carefully roll axle center housing away
from tractor.
Tb install axle center housing, reverse the removal
procedure.
DIFFERENTIAL AND DIFFERENTIAL
LOCK
220. R&R AND OVERHAUL. Tb remove differen-
tial, first drain oil from rear axle center housing.
Raise and support rear of tractor. Remove rear wheel,
axle shaft housing and brake inner housing from
right side of tractor as outlined in paragraph 224.
171
Paragraph 220 (Cont.) FORD

Fig. 291—Exploded view of rear axle and differential components.

1. Axle shaft 16. Ring gear 31. Beanngcone
2. Seal 17. Intermediate axle shaft 32A. Differential case half 45. Bearing
3. Bearing cone 18. Brake outer housing 32B. Differential case half 46. Bevel pinion gear ,
4. Bearing cup 19. Shim spacer 33. Bushing 47. Bearing cone
5. Axle housing 20. Washer 34. Washer 48. Bearing cup
6. "0" ring 21. Lock plate 35. Side gear 49. Bearing retainer
7. Bearing cup 22. Brake disc assy. 36. Differential cross shaft 50. Bearing cup
8. Bearing cone 23. Brake inner housing 37. Differential pinion 51. Bearing cone
9. Planet gear carrier 24. Gear thrust block 38. Thrust washer 52. Washer
10. Planet gear shaft 25. Snap ring 39, Side gear 53. Nut
11. Thrust washer 26. Washer 40. Bevel ring gear 54. Coupling
12. Spacer 27. Differential lock coupler 41. Bearing cone 55. Seal
13. Needle bearings 28. Spring 42. Bearing cup 56. Differential lock shaft
14. Planet gear 29. Differential lock adapter 43. Shim spacer 57. Differential lock fork
15. Snap ring 30. Bearing cup 44. Snap ring 58. Pivot shaft

172
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraphs 221-222
With axle housing removed, withdraw differential place of bearing. Bolt bridge (1) of tool No. FT4501
assembly from axle center housing. with spacers across inner brake housing. Measure
Remove snap ring (25—Fig. 291) from end of side the gap between gauge bridge and top of gauge ring
gear and withdraw washer (26), differential lock cou- as shown in Fig. 292. Determine initial size of shim
pling (27), spring (28) and adapter (29). Place an from table below.
index mark on the two halves of differential case (32A Gap Shim To Be
and 32B) to ensure correct reassemhly. Remove hear- Measured Installed
ing cone (41) from differential case, using a puller. 0.61-0.74 m m 0.97-1.02 m m
Remove differential case retaining holts and separate (0.024-0.029 in.) (0.038-0.040 in.)
case halves. Remove side gears (35 and 39), differen- 0.76-0.87 m m 1.12-1.17 m m
tial pinion gears (37) and differential spider (36). (0.030-0.035 in.) (0.044-0.046 in.)
Clean and inspect all components for wear or dam- 0.91-1.04 m m 1.27-1.32 m m
age and renew as necessary. If differential case halves (0.042-0.047 in.) ; (0.056-0.058 in.)
(32A and 32B) require renewal, it will he necessary 1.22-1.35 m m 1.58-1.63 m m
to drill out rivets attaching ring gear (40) to case half (0.048-0.053 in.) (0.062-0.064 in.)
and replace them with nuts and holts. Ring gear 1.37-1.50 m m 1.73-1.78 m m
retaining holts should he tightened to 115 N.m (85 (0.054-0.065 in.) (0.068-0.070 in.)
ft.-lbs.) torque. 1.50-1.63 m m 1.88-1.93 m m
Reassembly and installation of differential is re- (0.060-0.065 in.) (0.074-0.076 in.)
verse of disassembly and removal. Tighten differen- 1.65-1.78 m m 2.03-2.08 m m
tial case half retaining holts to 92-125 N.m (68-92 (0.066-0.071 in.) (0.080-0.082 in.)
ft.-lbs.) torque. Coat bearings with grease. If differen- Install selected shim and bearing cup, then check
tial case halves or bearings (31 and 41) were renewed, differential rolling torque as follows.
check and adjust bearing preload as outlined in para- Final shim thickness can be determined by per-
graph 221. If differential case halves and bearings are forming the following differential rolling torque
being reused, install differential assembly using check. This check may also he used as a trial and error
original shim (43). method to determine required shim thickness if
gauge tool FT4501 is not available. If gauge tool is not
221. DIFFERENTIAL BEARING PRELOAD. available to determine initial shim thickness, install
The differential bearing preload is adjusted by in- shim (43—Fig. 291) that was originally used. Remove
creasing or decreasing thickness of shim (43—Fig. axle shaft housing from left side of tractor if not
291) between differential bearing cup (42) and inner already removed. Remove bevel pinion shaft and
brake housing on right side of tractor. bearing assembly as outlined in paragraph 222. Re-
move differential lock spring (28), then slide differen-
If bearing adjusting gauge tool No. FT4501 is avail-
tial lock coupling (27) into engaged position with
able, proceed as follows to determine approximate
adapter (29). Install differential assembly and right
shim thickness. Remove differential hearing cup and
hand inner brake housing with shim if not already
shim from inner brake housing. Position gauge ring
installed. Insert one of the intermediate drive shafts
(2—Fig. 292) of tool No. FT4501 in brake housing in
into differential lock side of differential (Fig. 293).
Wrap a length of cord around the intermediate drive
shaft and use a spring scale (S) to measure the force
(rolling torque) required to rotate the differential
assembly while the drive shaft is rotating, not the
torque required to start the shaft rotating. A spring
scale reading between 7-30 kg (15-67 lbs.) equates to
the desired rolling torque. Increase thickness of shim
to increase rolling torque or reduce thickness of shim
to decrease rolling torque.

BEVEL PINION

222. R&R AND OVERHAUL. Tb remove main

drive bevel pinion, tractor must be split between
3 transmission and rear axle housing as outlined in
Fig, 292—Using gauge tool No. FT4501 to adjust differen- paragraph 219. Remove pto clutch housing as out-
tial bearing preload. Refer to text. lined in paragraph 237 or 238. Remove differential
1. Gauge bridge 3. Brake inner housing assembly as outlined in paragraph 220. Remove cap
2. Gauge ring 4. Feeler gauge screws attaching bearing carrier (49—Fig. 291) to

173
Paragraphs 223-224
17
Fig. 293—Using spring scaie to measure differentiai bear-
ing roiiing torque. Refer to text.
D. Differential lock engaged
S. Spring scale 17. Intermediate shaft
axle center housing. Install two cap screws into
threaded holes provided in bearing carrier and
tighten screws to separate bearing carrier from hous-
ing. Remove bearing carrier and bevel drive pinion
(46) as an assembly from housing.
Remove retaining nut (53) and washer (52) from
pinion shaft. Use a soft mallet to tap front of pinion
shaft from bearing carrier. Use puller to remove bear-
ing cone (47) from pinion shaft. Remove snap ring (44)
and use puller to remove pinion bearing (45) from
rear of shaft.
Inspect all parts for wear or damage and renew as
necessary. Bevel pinion shaft (46) and ring gear (40)
must be renewed as a set.
Tb reassemble pinion shaft, reverse the disassem-
bly procedure. Adjust pinion bearing preload as out-
lined in paragraph 223. Installation of drive pinion
assembly is reverse of removal. Tighten bearing car-
rier cap screws to 136-170 N.m (100-125 ft.-lbs.)
torque. Backlash between bevel pinion gear and ring
gear is preset and cannot be adjusted.
223. BEVEL PINION BEARING PRELOAD.
Bevel pinion shaft bearing preload should be adjusted
prior to installation of pinion shaft assembly. Bearing
preload may be adjusted using special gauge tool No.
T4062 or a suitable spring scale. Lubricate pinion
shaft bearings, then secure bearing carrier in a vise
as shown in Fig. 294. Install gauge tool or wrap a cord
around pinion shaft and measure torque required to
rotate pinion shaft (46) while shaft is rotating, not
torque required to start the shaft rotating. Tighten
adjusting nut (53) until correct preload is obtained. If
using special tool gauge, preload (rolling torque)
should be between 1.1-1.9 N.m (10-17 in.-lbs.). If
using spring pull scale, preload should be between
174
FORD
53
Fig. 294^Using spring scaie to adjust bevei pinion bear-
ing preioad. Refer to text.
S. Spring scale 49. Bearing retainer
46. Bevel pinion shaft 53. Adjusting nut
5.9-10.5 kg (13-23 lbs.). When correct preload is ob-
tained, bend tab of lockwasher or stake nut to shaft.
REAR AXLE AND FINAL DRIVE
224. R&R REAR AXLE, To remove rear axle as-
sembly from either side, securely block tractor to
prevent movement. Drain oil from axle center hous-
ing. Disconnect hitch lift arm and hitch tie rod from
axle housing. Disconnect hand brake cable and either
the foot brake linkage or hydraulic brake pipes. Sup-
port rear of tractor under axle center housing, then
remove rear wheel. If equipped with platform, sup-
port rear ofpiatform and remove platform mounting
bolts. If equipped with cab, remove bolts attaching
cab rear mounting bracket to axle housing. Support
rear of cab and remove cab mounting bracket from
cab support post. Support axle housing with suitable
rolling floor jack or overhead hoist. Remove axle
housing retaining bolts and withdraw axle housing
from center housing. When removing right axle as-
sembly, differential assembly should also be removed
to prevent assembly from accidentally falling out and
becoming damaged.
Prior to installation, adjust axle shaft bearing pre-
load and differential bearing preload as outlined in
paragraphs 225 and 221 if any of the following com-
ponents have been renewed: Planetary ring gear,
outer brake housing, inner brake housing, rear axle
center housing, right hand axle housing.
Install axle housing using a new "O" ring (6—Fig.
291). Tighten axle housing retaining bolts to 176-258
N.m (130-190 ft.-lbs.) torque.
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig, 295—Puiier, Tooi No. 943 (1), or equivaient must be
used to remove pianetary carrier assembiy (2) from axie
housing.
225. OVERHAUL FINAL DRIVE AND AXLE
ASSEMBLY. To disassemble rear axle assembly, re-
fer to Fig. 291 and proceed as follows: Unbolt and
remove ring gear thrust block (24) from right axle
housing. Remove bolts retaining inner brake housing
(23) to axle housing and withdraw inner brake hous-
ing, brake friction discs and brake actuator assembly
(22). Remove intermediate drive shaft (17) and outer
brake housing (18). Remove axle shaft retaining bolt
and lock tab (21); it may be necessary to use heat to
melt sealant used during assembly. Remove planet
gear carrier (9) from axle housing using suitable
puller, Tool No. 943 (1—Fig. 295). Remove axle shaft
(1—Fig. 291) from axle housing (5). Inner bearing (8)
of SL and SLE models is a press fit on axle shaft, and
axle must be pressed out of bearing and housing. A
tool may be fabricated to dimensions shown in Fig.
296 for use in pressing axle shaft from bearing.
Paragraph 225
Fig. 297—Drawing of pianetary assembiy.
10. Planet gear shaft
14. Planet gear 15. Retaining ring
To disassemble final drive planetary gear assembly,
straighten bent ends of "C" ring (15—Fig. 297) retain-
ing planet gear shafts (10) and rotate ring until shafts
are free. Press planet gear shafts out of carrier and
remove planet gears (14—Fig. 291), thrust washers
(11), needle rollers (13) and spacer (12).
Planetary ring gear (16—Fig. 291) is a press fit in
axle housing. If renewal is required, proceed as fol-
lows: Fabricate a suitable steel plate (P—Fig. 298)
that can be inserted beneath the outer side of ring
gear (16). Insert a bar through outer end of axle
housing and using a suitable press, press ring gear
from axle housing. To install new gear, position new
gear in axle housing. Place press plate on top of ring
gear and press into position until gear is seated
against housing shoulder.
When reassembling planetary gear assembly, in-
stall equal number of bearing rollers (13—Fig. 291)
on either side of spacer (12), using grease to hold
Fig. 296—Axie removai tooi (P) can be
fabricated using dimensions shown in
drawing.
1. 28 mm (11 in,)
2. 2 mm (0.75 in.)
3. 1.0in.-12UNF
4. 16 mm (5/8 in.)
5. 43 mm (17 in.)
6. 39.4 mm (15.5 in.)
7. 19.7 mm (7.75 in.)
8. 21.6 mm (8.5 in.)
9. 10 mm (4 in.)
175
Paragraph 225 (Cont.) FORD

16
Fig. 29d—Pianetary ring gear removai
tooi (P) can be fabricated using dimen-
sions shown in drawing.
1. 1.25 mm (0.5 in.)
2. 25.4 mm (10 in.)
O 3. 7.6 mm (3 in.)
4. 10 mm (4 in.)
5. 4 X 0.5 in.
6. 13 mm (5 in.) radius
o . 7. 6.35 mm (2.5 in.) f

the correct thickness of spacer to install to obtain

desired bearing preload.
Resultant Spacer To Be
Figure Installed
1.24-1.32 m m 1.14 mm
(0.049-0.052 in.) (0.045 in.)
1.35-1.42 m m 1.24 mm
(0.053-0.056 in.) (0.049 in.)
1.45-1.52 m m 1.35 mm
(0.057-0.060 in.) (0.053 in.)
1.55-1.63 m m 1.45 mm
(0.061-0.064 in.) (0.057 in.)
1.65-1.73 m m 1.55 mm
(0.065-0.068 in.) (0.061 in.)
1.75-1.83 m m 1.65 mm
(0.069-0.072 in.) (0.065 in.)
Fig. 299—Adjusting axie shaft bearing preioad. Refer to 1.85-1.93 m m 1.75 mm
text. (0.073-0.076 in.) (0.069 in.)
D. Dial indicator
5. Axle housing n 9. Planetary carrier

rollers in position. There should be a total of 58 rollers

for each planet gear. Install planet gear shafts (10—
Fig. 297) with flat portion of shaft head away from
center of carrier, then install "C" ring (15) and bend
each end of ring to secure it in the carrier.
Install axle shaft and adjust bearing preload as
follows: Apply grease to axle seal (2—Fig. 291) and
outer bearing (3). Position axle shaft in housing and
install inner bearing cone (8) onto shaft, but do not
fully seat the bearing. Install largest thickness (2.16
mm) shim spacer (19) with retainer on axle shaft.
Install planetary carrier assembly and tighten car-
rier retaining bolt to 339-542 N.m (250-400 ft.-lbs.)
torque. Position a dial indicator on axle housing with
plunger against planetary housing (Fig. 299). Zero Fig. 300—Measuring axie shaft roiiing torque. Fabricate a
the indicator gauge, then lift axle housing upward piate (2) to siide over wheei studs using dimensions
and note dial indicator reading. Subtract the meas- shown in inset.
ured end play from thickness of spacer installed. Use 1. Axle shaft hub
the resultingfigureto determine from the table below 2. Plate 3. Tbrque wrench

176
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraphs 226-228
1.96-2.03 mm 1.85 mm After axle shaft is installed, axle shaft rolling
(0.077-0.080 in.) (0.073 in.) torque should be checked to ensure that shim selec-
2.06-2.13 mm 1.96 mm tion and resulting bearing adjustment is correct. Fab-
(0.081-0.084 in.) (0.077 in.) ricate a plate, with a nut welded in the center, that
2.16-2.24 mm 2.06 mm will slide onto two wheel studs as shown in Fig. 300.
(0.085-0.088 in.) (0.081 in.) Use a torque wrench to measure torque required to
2.26-2.34 mm 2.16 mm rotate axle shaft. Rolling torque should be between
(0.089-0.092 in.) (0.085 in.) 11.6-28.2 N.m (8.3-20.8ft.-lbs.).Increase thickness of
Shims are available in 11 different thicknesses. shim (19—Fig. 291) to reduce rolling torque or de-
Remove retaining bolt and planetary carrier. Install crease shim thickness to increase rolling torque.
the selected size spacer (19—Fig. 291). Install washer When installing brake actuators, note that hydrau-
(20) and planet gear carrier assembly. Tighten retain- lic hoses on left actuator face toward the wheel hub.
ing bolt to 339-542 N.m (250-400ft.-lbs.)torque. Hydraulic hoses on right actuator face upward.

BRAKES
ADJUSTMENT
Models With Mechanical Brakes
226. Brake pedals should have 38 mm (1.5 in.) free
play measured at pedal foot pad. To adjust, loosen
locknut on left brake rod (1—Fig. 301) and tum
adjuster nut (2) until correct pedal free play is ob-
tained. Repeat adjustment procedure for the right
brake pedal.
Lock brake pedals together and road test to ensure
that both brakes are adjusted equally and that trac-
tor will stop in a straight line. If further adjustment
is required to balance the braking action, carry out
the adjustment on the right brake.
the ground. Unlatch brake pedals. Tighten adjuster
nut on left brake rod (1—Fig. 302) until left brake is
locked, then loosen adjuster nut IV3 turns. Repeat
adjustment for right brake.
Apply the hand brake and check if both brakes are
locked. If not, tum adjuster nuts (2—Fig. 303) on
hand brake operating cables until both brakes are
locked. Release the hand brake and make sure that
both wheels are free to rotate.
Lock brake pedals together and road test to ensure
that both brakes are adjusted equally and that trac-
tor will stop in a straight line. Readjust as necessary.
SYSTEM BLEEDING

Models With Hydraulic Brakes 228. To bleed air from brake system, first make
certain that reservoir isfilledwith Ford Specification
227. To adjust brakes, first block the front wheels ESN-M6C59-A mineral brake oil or equivalent. If
and support rear of tractor so rear wheels are clear of system has been completely drained of oil, open all

Fig. 301^Foot braice adjustment for modeis equipped Fig. 302—Foot braiie adjustment for modeis equipped
with mechanicai braises. with hydrauiic braices.

177
Paragraph 229
Fig. 303—Hand brake adjustment
bleed screws (Fig. 304), latch brake pedals together
and pump pedals several time to prime the system.
Close breed screws, then bleed system using follow-
ing sequence: A, B, and if equipped with trailer
brakes, C, D and E. Install rubber hose over the bleed
screw (A) and immerse other end of tube in a jar of
clean brake oil. Position the jar above the bleed screw,
then open the bleed screw. Fully stroke the coupled
brake pedals until air free oil is entering the jar. Then
while holding the pedals down, tighten the bleed
screw. Repeat procedure on remaining bleed screws
until all air is removed from system.
178
FORD
MASTER CYLINDER
229. R&R AND OVERHAUL.Tb remove master
cylinder, remove cover from right side of instrument
console. Disconnect oil supply hose (2—Fig. 305) and
plug hose to prevent loss of brake oil. Disconnect
master cylinder outlet tubes (3) and plug to prevent
entrance of dirt. Disconnect brake pedal return
springs (6). Remove clevis pin (5) attaching push rods
to brake pedals. Remove four bolts (4) retaining mas-
ter cylinder assembly (1) and withdraw master cylin-
ders.
Tb disassemble, remove balance tube (1—Fig. 306),
seals (3) and compensating balls (4). Roll back push
rod rubber boot (9), disengage retaining ring (8) and
withdraw push rod with boot from the cylinder. Gen-
tly tap spool end of cylinder on a hard surface to
remove spool assembly (11, 12 and 13). Bend back
locking tap and separate spring from spool. Remove
oil inlet adapters (15) and pull seals (14) from cylin-
ders.
Inspect master cylinder bore for wear or score
marks. Do not attempt to repair worn or damaged
cylinder. Master cylinder should be renewed if not in
perfect condition. A seal kit is available to service the
master cylinder. i
Reassembly is reverse of disassembly procedure.
Coat all seals with clean brake oil, using only mineral
based Ford Specification ESN-M6C59-Aoil or equiva-
Fig. 304—Drawing of hydraulic brake
system components showing location
of bleed screws (A & B) and (C, D&E)
if equipped with traiier brakes.
1. Reservoir
2. Left brake master cylinder
3. Right brake master cylinder
4. Trailer brake valve (if fitted)
5. Brake assemblies
6. Handbrake
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraphs 230-231

Fig. 305—Brake master cyiinders are mounted on tractor

buiichead.
1. Master cylinder 4. Retaining bolt
2. Oil supply tube 5. Clevis pin 11
3. Oil outlet tube 6. Pedal return springs

lent. Use of non specified oil may cause seal damage

and resultant brake failure. Install master cylinders Fig. 306—Expioded view of braise master cyiinder. items
and bleed system as outlined in paragraph 228. (11, 12 & 13) are not serviced separateiy.
1. Balance tube
2. Gasket 9. Boot
R&R BRAKE DISCS AND ACTUATING 3. Seal ; ' 10. Sleeve
ASSEMBLY 4. Compensating ball , 11. Spool
5. Seal 12. Spring & retainer
6. Washer 13. Rod & seal
Models With Mechanical Brakes 7. Seal . 14. Seals
8. Retainer ^ 15. Oil inlet adapters
230. Brakes are of multiple disc wet type and are
located in rear axle housings. To gain access to NOTE: If either the inner or outer brake housing
brakes, remove rear axle housings as outlined in is renewed, differential carrier bearing adjustment
paragraph 224. may be affected. Refer to paragraph 221 for bearing
adjustment procedure.

NOTE: When right axle housing is removed it is
suggested that differentiai assembiy be removed
from rear axie center housing to prevent assembiy
from accidentaiiy faiiing out.
Refer to Fig. 307 and proceed as follows: Unbolt and
remove inner brake housing (14) from axle housing.
Withdraw brake friction discs (15), intermediate
discs (16) and actuator assembly (17). Remove outer
brake housing (23) from axle housing.
1b disassemble brake actuator assembly, discon-
nect control rod (21) from actuating links (20). Re-
move actuating disc return springs (19), separate
actuating discs (17) and remove the six steel balls
(18).
Inspect all parts and renew as necessary. Tb reas-
semble brake, reverse disassembly procedure while
noting the following special instructions. Use new
self-locking nuts when installing brake actuator links
(20). Tighten inner brake housing retaining bolts to
88-121 N.m (65-89 ft.-lbs.) torque.
Reinstall axle housings to center housing and
tighten retaining cap screws to 176-258 N.m (130-190
ft.-lbs.) torque. Adjust brakes as outlined in para-
graph 226.
Models With Hydraulic Brakes
231. Brakes are of multiple disc wet t3rpe and are
located in rear axle housings. To gain access to
brakes, remove rear axle housings as outlined in
paragraph 224.
NOTE: When right axie housing is removed it is
suggested that differential assembiy be removed
from rear axle center housing to prevent assembly
from accidentaiiy faiiing out.
Refer to Fig. 308 and proceed as follows: Unbolt and
remove inner brake housing from axle housing. With-
draw brake friction discs (1), intermediate discs (2)
and actuator assembly (4). Remove outer brake hous-
ing (16) from axle housing.

179
Paragraph 231 (Cont.) FORD

13

Fig. 307^Exploded view of mechanical

brake components.
1. Park brake lever j
2. Park brake pawl ;'j
3. Left brake pedal I
4. Pedal interlock bar
5. Right brake pedal
6. Return spring \
7. Brake rod clevis '
8. Bushing ^ I
9. Washers
10. Seals
11. Brake cross shaft I
12. Sleeve I
13. Brake operating lever | ,
14. Brake inner housing i
15. Friction discs ^j
16. Intermediate discs ^]
17. Actuator plates , '
18. Ball (6) I
19. Return spring \ -'••'•••
20. Links |
21. Brake control rod
22. Seal i
23. Brake outer housing

15
16
15
23

Fig. 30&~Exploded view of hydraulic

brake components.
1. Friction discs
2. Intermediate discs I
3. Return spring
4. Actuator plates
5. Ball (6)
6. Links
7. Brake control rod , .
8. Seal ,
9. Retainer clip j
10. Brake slave cylinder '' .
11. Plug
12. Piston seal
13. Piston
14. Brake hoses
15. "O" ring I
16. Brake outer housing I

180
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Ib disassemble brake actuator assembly, discon-
nect control rod (7) from actuating links (6). Disen-
gage retainer clips (9) and remove brake slave
cylinder (10) from actuator plates. Remove actuating
disc return springs (3), separate actuating discs (4)
and remove the six steel balls (5).
Inspect all parts and renew as necessary. Pull pis-
ton (13) from slave cylinder (10) and inspect for wear
or score marks. Piston seal (12) should have a sharp
edge appearance and not rounded. If cylinder bore or
piston is scored or worn, renew cylinder assembly.
To reassemble brake, reverse disassembly proce-
dure while noting the following special instructions.
Lubricate slave cylinder and piston with clean brake
oil. Note that brake oil must be a mineral based oil,
Ford Specification ESN-M6C59-Aor equivalent. Use
POWER TAKE-OFF
OPERATING PRINCIPLES
232, All models use an independent type power
take-off (pto) with a hydraulically operated multiple
disc clutch that can be engaged or disengaged at any
time the tractor engine is running. Pto input shaft is
driven by a splined coupling attached to engine fly-
wheel. The input shaft passes through the hollow
transmission upper shaft to drive the pto clutch. The
clutch output shaft drives reduction gears which
transfer power to pto output shaft at 540 rpm on
single-speed models and 540 or 1000 rpm on two-
speed models.
On the single speed pto, pto front input shaft (12—
Fig. 309) is splined into engineflywheel(13) and pto
clutch hub (2). Pto rear shaft (4) is splined into pto
clutch and transmits drive to output shaft drive gear
(8). Operate engine at 1900 rpm to obtain 540 pto
rpm.
The two-speed shiftable pto enables operation of
540 rpm output shaft at two separate engine speeds,
1900 rpm and 1135 rpm (Fig. 310). The two-speed
shiftable pto also provides 1000 rpm pto operation. To
operate equipment at 540 rpm, the pto selector lever
13
12 11 10
Paragraph 232
of a non specified oil may cause piston seal damage
and resultant brake failure. Use new self-locking
nuts when installing brake actuator links (6). Renew
brake rod seal (8). Tighten inner brake housing re-
taining bolts to 88-121 N.m (65-89 ft.-lbs.) torque.
NOTE: If either the inner or outer brake housing
is renewed, differentiai carrier bearing adjustment
may be affected. Refer to paragraph 221 for bearing
adjustment procedure.
Reinstall axle housings to center housing and
tighten retaining cap screws to 176-258 N.m (130-190
ft.-lbs.) torque. Adjust brakes as outlined in para-
graph 227. Bleed brake system as outlined in para-
graph 228.
(8) moves sliding coupler (7) rearward. The drive is
then transmitted from the cluster gear (3) through
the 540 rpm gear (9) to the output shaft (6). To operate
equipment at 1000 rpm, the six splined output shaft
(540 rpm) is replaced by the 21 splined shaft (1000
rpm). Pto selector lever (8) is moved to 1000 rpm
position, which disconnects drive through 540 rpm
reduction gear (9) and connects the 1000 rpm (4) gear
to output shaft. Engine speed is set at 2100 rpm to
obtain 1000 rpm pto speed. Setting engine speed at
1135 rpm provides 540 rpm pto operation
On the two-speed nonshiftable pto system, drive
from the pto clutch shaft (28—Fig. 311) is transferred
simultaneously to the 1000 and 540 rpm reduction
gears (13 and 15) via a cluster gear (25). When the six
splined pto output shaft (5) is installed, splines on
front of the output shaft engage the 540 rpm gear (15).
Pto output shaft will rotate at 540 rpm when engine
speed is set to 2890 rpm. When the 21 splined pto
output shaft is installed, splines on front of the output
shaft engage the 1000 rpm gear (13). Pto output shaft
will rotate at 1000 rpm when engine speed is set to
2050 rpm.
Fig. 309—Schematic drawing of inde-
pendent singie-speed pto.
1. Hydraulic pump
drive gear 8. Driven gear
2. Pto clutch assy. 9. Oil supply tube
3. Brake band 10. Pto valve assy.
4. Pto rear shaft 11. Hydraulic pump
5. Drive gear idler gear
6. Output shaft cap 12. Pto input shaft
7. Pto output shaft 13. Engine fljrwheel
181
Paragraph 233 FORD

Fig. 310—Schematic drawing of 2-

speed shiftabie pto.
1. Pto valve assy.
2. Pto rear shaft 7. Sliding coupler
3. Cluster gear 8. Selector lever
4. 1000 rpm gear 9. 540 rpm gear
5. Bearing retainer 10. Solenoid valve
6. Pto output shaft 11. Pto clutch assy.

"powers up" the pto control module located in the fuse

box. When the control module is energized, 12 volts
is supplied to the solenoid to actuate the control valve
and engage pto clutch. When selector knob is rotated
to "disengaged" position or when the engine is
stopped, the signal from the alternator is no longer
received by the control module and pto clutch is
disengaged.
Two different types of pto control valves are used,
dependent on the type of hydraulic pump used on the
tractor. Tractors equipped with a fixed displacement
gear type pump use a control valve that contains
clutch pressure and lubrication circuit regulating
valves within the control valve housing to limit pres-
sure in these circuits. Tractors equipped with vari-
able displacement CCLS hydraulic pump use a
control valve that does not contain pressure regulat-
ing valves because the clutch and lubrication circuit
pressures are regulated by a pressure regulating
valve within the hydraulic pump and a lubrication
circuit relief valve within the 16 x 16 transmission
control valve cover.

19 14 TROUBLESHOOTING
Fig. 311—Cross section drawing of2-speed nonshiftabie
pto. 233. OPERATING CHECKS. When operating
5. Pto output shaft ' ; 17. Thrust washers problems are encountered with the pto, refer to the
6. Retaining ring , •-.-,• 19. Needle bearing following guide to troubleshoot the system. Refer to
10. Sleeve 20. Bearing retainer
12. Thrust washers 22. Shims Low Pressure Circuit Test, paragraph 251 for tractors
13. 1000 rpm driven gear 25. Cluster gear with load sensing variable displacement hydraulic
14. Cover plate 26. Shims pump or paragraph 264 for tractors with fixed dis-
15. 540 rpm driven gear 28. Pto rear shaft placement gear pump, in the HYDRAULIC SYSTEM
section of this manual for testing of hydraulic pres-
The pto clutch for two-speed nonshiftabie pto sys- sures within the pto circuit.
tem is operated mechanically by a selector lever on PTO DOES NOT ENGAGE OR WILL NOT
left side of operator's seat. The pto clutch for single- FULLY ENGAGE (SLIPS). Trouble could be caused
speed pto and two-speed shiftabie pto systems can be by:
either mechanically operated or electric solenoid op- 1. Failure of hydraulic pump.
erated, f
2. Failure of hydraulic pressure pipe.
The solenoid operated pto clutch is engaged by
depressing and turning a selector knob on dash panel. 3. Pressure control valve faulty.
When the engine is running and selector knob is 4. Failure of pto valve solenoid (electrically actu-
turned to engage the pto, a signal from the alternator ated system).

182
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraphs 234-235
5. Failure of pto control module (electrically actu-
ated system).
6. Signal from alternator not being received hy
control module (electrically actuated system).
7. Pto selector lever linkage faulty (mechanically
actuated system).
8. Pto control valve spool sticking.
9. Failure of pto clutch. 16
PTO CLUTCH WILL NOT DISENGAGE.
Trouble could be caused by:
1. Control valve stuck.
2. Linkage to control valve disconnected or broken.
PTO DISENGAGED, BUT PTO STILL TURNS.
Trouble could be caused by:
1. Brake piston stuck.
2. Faulty pto brake band.
3. Pto solenoid valve remains activated.
4. Pto linkage to control valve disconnected or
broken.
5. Clutch plates distorted or seized.
6. Pto control valve spool sticking.

PTO OUTPUT SHAFTS AND GEARS

Models With Single-Speed Pto 2

234.R&R AND OVERHAUL. To remove pto
clutch output shaft (17—Fig. 312) and gear, unbolt
and remove three-point hitch upper link anchor
bracket. Remove pto clutch output shaft bearing re-
tainer (13), then withdraw bearing (15), gear (16) and
output shaft (17) as an assembly from rear of axle
center housing.
TD remove pto output shaft (7—Fig. 312) and gear
(8), drain oil from axle center housing. Remove the
drawbar. Remove cover plate from bottom of rear axle
center housing. Unbolt and remove pto shaft bearing
retainer (2). Support driven gear (8), then withdraw
pto output shaft (7). Lower the gear (8) and thrust
washers (9, 10 and 11) out bottom of axle center
housing. Remove front bearing (12) from center hous-
ing.
Inspect all parts for wear or damage. Renew shaft
seal (4), "O" ring (14) and gasket (3).
Reinstall by reversing the removal procedure while
noting the following special instructions. Lubricate
lip of seal (4) with grease prior to reassembly. Tighten
pto shaft bearing retainer (2) bolts to 190-230 N.m
(140-170 ft.-lbs.) torque. Apply sealant to clutch out-
put shaft bearing retainer (13) bolts and tighten to
65-85 N.m (50-60 ft.-lbs.) torque.
Models With Nonshiftable Two-Speed Pto
235. R&R AND OVERHAUL. To remove pto
clutch output shaft (28—Fig. 313) and cluster gear
(25), unbolt and remove three-point hitch upper link
Fig. 312—Expioded view of singie-speed pto shafts and
gears.
1. Cap
2. Bearing retainer 11. Thrust washer
3. Gasket 12, Bearing
4. Seal 13. Bearing retainer
5. Retaining ring 14. "O" ring
6. Bearing 15. Bearing
7. Pto output shaft 16. Drive gear
8. Driven gear 17. Pto clutch output shaft
9. Thrust washer 18. Washer
10. Bearing 19. Clutch hub
anchor bracket. Remove pto clutch output shaft bear-
ing retainer (20) and withdraw cluster gear (25) from
rear of axle center housing. Pull output shaft (28)
with shims (26) from rear of housing.
To remove pto output shaft (5—Fig. 313) and gears,
drain oil from axle center housing. Remove the draw-
bar. Remove cover plate (14—Fig. 311) from bottom
of axle center housing. Remove bolts attaching bear-
ing retainer (2—Fig. 313) to axle center housing and
pull pto output shaft (5) and retainer from housing.
Support driven gears and withdraw output shaft
sleeve (10) and bearing (9) as an assembly. Lower
driven gears (13 and 15) and thrust washers (16, 17
and 18) through bottom opening in axle center hous-
ing. Remove front bearing (19) from housing.
Inspect all parts for wear or damage. Renew "O'*
ring (21), seals (4 and 7) and gasket (3).
Install front bearing (19), pto output shaft (5—Fig.
313), driven gears (13 and 15), thrust washers (16 and
18) and bearing (17), sleeve (10) and bearing (9).

183
Paragraph 236 FORD

23

Fig. 314—Measuring pto upper shaft end piay.

C. Pto clutch housing S. Snap ring
F. Feeler gauge * 28. Pto upper shaft

quired shim thickness as follows: Add the average

measured gap and the desired end play, 0.10 mm
(0.004 in.), and subtract the total from the shim
thickness installed. The result is the shim thickness
required. Example: Average measured gap 0.4 mm
(0.016 in.), plus desired end play 0.1 mm (0.004 in.),
Fig. 3i3—Expiodeci view of 2'Speed nonshiftabie pto
shaft and gears.
equals 0.5 mm (0.020 in.). Shim thickness installed
16. Thrust washer 2.0 mm (0.080 in.), minus 0.5 mm (0.020 in.) equals
1. Cap 17. Thrust bearing required shim thickness 1.5 mm (0.060 in.). Remove
2. Bearing retainer 18. Thrust washer bearing retainer and install correct thickness shims
a. Gasket 19. Bearing (22) behind bearing cup.
4. Seal 20. Bearing retainer
5. Pto output shaft 21. "O'* ring Install clutch output shaft (28—Fig. 313) with
6. Retaining ring 22. Shim shims (26) removed during disassembly. Install clus-
7. Seal 23. Bearing cup ter gear (25) with bearings in housing. Install bearing
8. Retaining ring 24. Bearing cone
9. Bearing 25. Cluster gear retainer (20) with new "O" ring (21). Tighten bearing
10. Sleeve 26. Shim retainer bolts to 65-85 N.m (48-63 ft.-lbs.) torque.
11. Roll pin 27. Retaining ring Measure shaft end play using a feeler gauge as shown
12. Washer 28. Pto clutch output shaft in Fig. 314. Add or remove shims (26—Fig. 313) as
13. 1000 rpm driven gear 29. Thrust washer
15. 540 rpm driven gear 30. Clutch hub necessary to obtain specified end play of 0.46-1.0 mm
(0.018-0.040 in.). ^
Tighten bearing retainer (2) bolts to 190-230 N.m
(140-170 ft.-lbs.) torque.
Models With Shiftable Two-Speed Pto
If clutch output shaft (28—Fig. 313), cluster gear, 236. R&R AND OVERHAUL, To remove pto
bearings or bearing retainer has been renewed, clus- clutch output shaft (38—Fig. 315) and cluster gear
ter gear end play and clutch output shaft end play (35), unbolt and remove three-point hitch upper link
must be adjusted as follows: Position the cluster gear anchor bracket. Remove pto clutch output shaft bear-
(25) with bearings in center housing. Install approxi- ing retainer (31) and withdraw cluster gear (35) from
mately 2.0 mm (0.080 in.) shims (22) behind rear rear of axle center housing. Pull output shaft (38)
bearing cup (23). Do not install "O" ring (21) on with shims (36) from rear of housing.
bearing retainer at this time. Install bearing retainer Tb remove pto output shaft and gears, drain oil
(20), with word "TOP" upwards, and tighten mount- from axle center housing. Remove the drawbar. Re-
ing bolts sufficiently to ensure that bearings are move cover plate (41—Fig. 316) from bottom of axle
seated. Measure the gap between the bearing re- center housing. Move pto shift lever to 540 rpm posi-
tainer and center housing at several locations around tion, then disconnect shift cable from lower shift lever
the retainer using a feeler gauge. Calculate the re- (24—Fig. 315). Remove shift fork lock bolt (25), then

184
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 236 (Cont.)

40
39

Fig. 315—Expioded view of 2-speed

shiftabie pto shafts and gears.

1. Cap 22. Bearing

2. Bearing 23. Seal
retainer 24. Shift lever
3. Gasket 25. Setscrew
4. Seal 26. 1000 rpm
5. Pto output driven gear
shaft 27. Thrust bearings
6. Retainer 28. Thrust washers
7. "O" ring (thin)
8. Retaining ring 29. 540 rpm
9. Bearing driven gear
10. Retaining ring 30. Thrust washer
11. Spring pin (thick)
12. Spring 31. Bearing retainer
13. Detent ball 32. Shim
14. Pto lower shaft 33. Bearing cup
15. Sliding coupler 34. Bearing cone
16. Bearing 35. Cluster gear
17. Sleeve 36. Shim
18. Bearing 37. Retaining ring
19. Shift fork 38. Pto clutch output
20. Pin shaft
21. Seal 39. Thrust washer
22. Bearing 40. Clutch hub

withdraw lower shift lever from center housing and
remove shift fork (19). Remove bolts from pto output
shaft retainer (2). While supporting gears through
bottom of axle center housing, withdraw output shaft
assembly. Remove driven gears (26 and 29) and
thrust washers through opening in bottom of hous-
ing. Disassemble lower output shaft (14), coupler (15)
and sleeve (17), being careful not to lose detent balls
(13) and springs (12).
Inspect parts for wear or damage and renew as
necessary.
Tb reinstall, reverse the removal procedure while
noting the following special instructions. A hose
clamp may be used to hold detent springs and balls
in position during reassembly of coupler, sleeve and
output shaft. Tighten shift fork lock bolt to 27-34 N.m
(20-25 ft.-lbs.) torque. Tighten output shaft bearing
retainer bolts to 190-230 N.m (140-170 ft.-lbs.)
torque.
If clutch output shaft (38—Fig. 315), cluster gear,
bearings or bearing retainer has been renewed, clus-
ter gear end play and clutch output shaft end play
must be adjusted as follows: Position the cluster gear
(35) with bearings in center housing. Install approxi-
mately 2.0 mm (0.080 in.) shims (32) behind rear
bearing cup (33). Install bearing retainer (31) and
tighten mounting bolts sufficiently to insure that
bearings are seated. Measure the gap between the
bearing retainer and center housing at several loca-
tions around the retainer using a feeler gauge. Cal-
culate the required shim thickness as follows: Add the
average measured gap and the desired end play, 0.10
mm (0.004 in.), and subtract the total from the shim
thickness installed. The result is the shim thickness
required. Example: Average gap 0.4 mm (0.016 in.),
plus desired end play 0.1 mm (0.004 in.), equals 0.5
mm (0.020 in.). Shim thickness installed 2.0 mm
(0.080 in.), minus 0.5 mm (0.020 in.) equals required

185
Paragraph 237
30
29 26 41 19 15 9 and withdraw pto output shaft as outlined in previous
Fig. 316—Schematic drawing of 2-speed shiftabie pto
output shaft and driven gears. Refer to Fig. 315 for parts
identification except for cover piate (41).
shim thickness, 1.5 mm (0.060 in.). Remove bearing
retainer and install correct thickness shims (32) be-
hind bearing cup.
Install clutch output shaft with shims (36—Fig.
316) removed during disassembly. Install cluster gear
(35) and bearing retainer (31) with new "O" ring.
Tighten bearing retainer bolts to 65-85 N.m (48-63
ft.-lbs.) torque. Measure shaft end play using a feeler
gauge as shown in Fig. 314. Add or remove shims
Fig. 317—Adjusting 2-speed shiftabie pto shift cabie.
1. Locknuts
2. Snap ring ' 4. Cable
3. Lower shift lever '^z ' ? 5. Pivot
186
FORD
(36—Fig. 316) as necessary to obtain specified end
play of 0.46-1.0 mm (0.018-0.040 in.).
Adjust pto shift cable as follows: Move selector
lever in cab to 540 rpm position. Move lower shift
lever (3—Fig. 317) upward so that coupler engages
540 rpm detent position. Adjust cable pivot (5) so that
pivot enters hole in lower shift lever freely. Move
selector lever from 540 rpm position to 1000 rpm
position and make certain that coupler engages de-
tent position correctly
MECHANICALLY OPERATED PTO
CLUTCH AND CONTROL VALVE
All Models So Equipped
237, R&R AND OVERHAUL. To remove pto
clutch and control valve, first remove hydraulic lift
cover as outlined in paragraph 278 or 285. Remove
three-point hitch upper link anchor bracket. Unbolt
and remove pto clutch output shaft bearing retainer
paragraphs. Disconnect oil cooler tube (1—Fig. 318)
and remove the plastic tube from oil cooler port.
Remove the two locating pins (2 and 3) from left side
of transmission housing. Disconnect oil pressure tube
(3—Fig. 319) from control valve (1). Slide pto clutch
assembly (5) rearward and disconnect linkage from
control valve spool. Remove clutch and control valve
assembly.
To disassemble clutch, separate clutch housing
(12—Fig. 320) from clutch support (16). Remove pto
hub and thrust washer from clutch housing. Remove
snap ring (3) and disassemble pressure plate (4) and
clutch discs (5 and 6) from clutch housing. Compress
Fig. 318—View of ieft side of transmission housing show-
ing oii cooier tube (1) and pto ciutch iocating pins (2 and
3).
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 319—View of pto ciutch and mechanicaiiy actuated
controi vaive.
1. Control valve
2. Retaining clip 4. Pto clutch support
3. Oil pressure tube 5. Pto clutch assy.
piston return spring using a press and a suitable
horseshoe shaped tool so that retaining ring (1) can
be removed. Release spring tension and remove
spring seat (2), spring (8) and piston (10) from clutch
housing. Remove brake band (14) and clutch support
(16) from control valve.
To disassemble control valve, remove cotter pins
and withdraw lubrication circuit relief valve (7—Fig.
321), pressure regulating valve (8) and detent ball
and spring (9). Remove snap ring (1) and withdraw
piston guide (2), return spring (3) and brake piston
(4). Remove snap ring (5), plug (6) and control valve
spool (13) from valve body.
Paragraph 238
To reassemble, reverse disassembly procedure
while noting the following special instructions. In-
stall pressure regulating valve (8—Fig. 321) with '*V"
groove land facing away from valve spring. Install
plug (6) with chamfer facing toward spring (12). If
brake band (14—Fig. 320) has been renewed, soak
band in transmission fluid for at least three minutes
before installing. Adjust brake band as follows: Tum
adjuster screw (1—Fig. 322) clockwise to tighten
brake band until torque required to tum the adjuster
screw is 1.0-1.2 N.m (9-11 in.-lbs.). Then, loosen ad-
juster screw 2V2 turns and tighten locknut (2).
To reinstall clutch and control valve assembly, re-
verse removal procedure while observing the follow-
ing special instructions. Tighten front locating pin
(3—Fig. 318) to 27-35 N.m (20-26 ft.-lbs.) and rear
locating pin (2) to 1 N.m (9 in.-lbs.) torque. Then,
loosen rear pin V4 tum and tighten locknut to 21-27
N.m (15-20 ft.-lbs.) torque. Make certain that clutch
is free to rotate.
ELECTRIC SOLENOID OPERATED PTO
CLUTCH AND CONTROL VALVE
238. R&R AND OVERHAUL. To remove pto
clutch and control valve, first remove hydraulic lift
cover as outlined in paragraph 278 or 285. Remove
three-point hitch upper link anchor bracket. Unbolt
and remove pto clutch output shaft bearing retainer
and withdraw cluster gear and pto output shaft as
outlined in previous paragraphs. Pull oil supply pipe
retaining clip and disconnect pipe from bottom of pto
control valve. Disconnect solenoid electrical wire. If
equipped with engine mounted hydraulic pump, re-
move hydraulic filter from left side of rear axle center
housing. Remove banjo bolt (4—Fig. 323) from lubri-
cating oil supply pipe and withdraw plastic tube (5)

Fig. 320—Expioded view of mechani-

caiiy actuated pto ciutch.
1. Retaining ring 9. Seal ring
2. Spring seat 10. Clutch piston
3. Retaining ring 11. Seal ring
4. Pressure plate 12. Clutch housing
5. Friction plates 13. Seal rings
6. Separator plates 14. Brake band
7. Feathering spring 15. Pin
8. Return spring 16. Clutch support

187
Paragraph 238 (Cont.) FORD

Fig. 321—Expioded view of pto ciutch

controi vaive,
1. Snap ring
2. Guide
3. Return spring
4. Brake piston . ^
5. Retaining ring
6. Plug
7. Lubrication circuit relief valve
8. Pressure regulating valve
9. Detent ball & spring
10. Split pin
11. Control valve body i.
12. Spring •
13. Control valve spool

Fig. 323—Pto controi vaive retainers are iocated on ieft

side of transmission housing.
Fig. 322—View of pto brake band adjuster screw (1) and 1. Lubricating oil pipe . >
iocicnut (2). Refer to text for adjustment procedure. 2. Front locating pin 4. Banjo bolt
3. Rear locating pin 5. Plastic transfer tube

from bore. Support pto clutch assembly and remove

the retaining pins (2 and 3). Remove pto clutch,
control valve and hub as an assembly.
To disassemble clutch, separate clutch housing
(11—Fig. 324) from clutch support (13). Remove hub
and thrust washer from clutch housing. Remove snap
ring (5) and withdraw pressure plate (6) and clutch
discs (7 and 8). Compress piston return spring (3)
using a press and a suitable horseshoe shaped tool so
that retaining ring (1) can be removed. Release spring
tension and remove piston (9) from clutch housing.
Remove brake band (14) and clutch support (13) from
control valve.
To disassemble control valve, refer to Fig. 325 or
Fig. 326 and proceed as follows: Remove nut (1)
retaining solenoid coil and slide coil (2) off the pilot
valve (3). Unscrew pilot valve (3) and remove control
valve spool (4). Remove snap ring (9) and withdraw
piston guide (8), spring (7) and brake piston (6) from
valve body. Remove snap ring (13) and withdraw
sleeve (11) and feathering valve (10). For control
valve used with fixed displacement gear type hydrau-
lic pump, remove cotter pins and withdraw lubrica-
tion relief valve and spring (14—Fig. 325) and
pressure regulating valve and spring (16).
Inspect all parts for wear or damage and renew as
necessary. Be sure that feathering valve orifice (19—
Fig. 327) is not obstructed. Remove and clean the
control valve pilot line gauze filter (F—Fig. 328) that
is located in valve body.
Tb reassemble, reverse the disassembly procedure
while observing the following special instructions.

188
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 238 (Cont.)

Fig. 324—Exploded view of electric so-

lenoid operated pto clutch assembly.
1. Retaining ring
2. Spring seat 11. Clutch housing
3. Return spring 12. Seal rings
4. Seal 13. Clutch support
5. Retaining ring 14. Brake band
6. Pressure plate 15. Pin
7. Friction plates 16. Arm
8. Separator plates 17. Clevis
9. Clutch piston 18. Anchor
10. Seal 19. Adjusting screw

Fig, 325—Expioded view of pto control

valve used on tractors equipped with 1
fixed displacement gear type hydraulic
pump.
1. Nut 11. Sleeve 11
2. Solenoid coil 12. Spring seat
3. Solenoid operated 13. Retaining ring
pilot valve 14. Lubrication 12 13
4. Control valve spool relief valve
5. Valve body 15. Shims
6. Brake piston 16. Pressure
7. Spring regulating valve
8. Guide 17. Oil supply
9. Retaining ring pipe retainer M4
10, Feathering valve 18. Plug

1 2 10 Fig. 326—Expioded view of pto controi

vaive used on tractors equipped with
variable dispiacement hydrauiic pump.
Vaive is identical to vaive shown in Fig.
325 except that lubrication relief valve
and pressure regulating valve are not
used.

189
Paragraph 239
Fig. 327—Check feathering vaive orifice (19) for obstruc-
tion.
Lubricate parts with clean transmission oil. If pto
brake band has been renewed, soak band in transmis-
sion oil for at least three minutes before installation.
Adjust brake band as follows: Turn the adjusting
screw (19—Fig. 324) clockwise to tighten brake band
until torque required to rotate screw is 1.0-1.2 N.m
(9-11 in.-lbs.). Then, loosen adjusting screw 2 V2 turns
and tighten locknut.
HYDRAULIC SYSTEM
239. Tractors may be equipped with one of the
following hydraulic systems:
(1) A hydraulic lift system with electronic draft
control and hydraulic pump assembly incorporating
Fig. 329—Tractors equipped with dosed center ioad
sensing hydrauiic pump have three hydrauiic fiiters io-
cated on rights side of rear axie center housing.
1. Steering pump inlet filter
2. Charge pump inlet filter 3. Charge pressure filter
190
FORD
Fig. 32&—Remove and dean controi vaive piiot line fiiter
V
To install clutch and control valve assembly, re-
verse the removal procedure while observing the fol-
lowing special instructions. Install and tighten front
locating pin (2—Fig. 323) to 27-35 N.m (20-26 ft.-lbs.)
torque. Install and tighten rear locating pin (3) to 1
N.m (9 in.-lbs.) torque, then loosen pin V4 turn and
tighten locknut to 21-27 N.m (15-20 ft.-lbs.) torque.
Make certain that clutch rotates
a variable displacement closed center load sensing
piston pump and integral fixed displacement charge
and steering pumps.
(2) A hydraulic lift system with mechanical top link
sensing control and hydraulic pump assembly incor-
porating a variable displacement closed center load
sensing piston pump and integral fixed displacement
charge and steering pumps.
(3) A hydraulic lift system with mechanical top link
sensing control and a fixed displacement tandem gear
type pump incorporating a hydraulic lift pump and a
steering system and low pressure circuit pump.
An optional engine-mounted hydraulic pump is
available on all tractors equipped with fixed displace-
ment tandem gear type pump. The pump is mounted
on front of engine and is driven by the camshaft gear.
The variable displacement hydraulic pump with
closed center load sensing is located on right side of
rear axle center housing and can be identified by the
two vertical inlet filters (1 and 2—Fig. 329) and one
horizontal charge pressure filter (3). The fixed dis-
placement gear type tandem pump is located on right
side of rear axle center housing and incorporates a
single inlet filter (1—Fig. 330). Tractors that have an
auxiliary engine-mounted hydraulic pump are
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 240

Fig. 331—An auxiilary hydraulic fiiter (1) is located on left

Fig. 330—A single hydraulic fiiter (1) is used on tractors side of rear axie center housing on tractors equipped with
equipped with fixed displacement tandem gear pump, engine-mounted auxiliary hydraulic pump.
which is iocated on right side of rear axle center housing.

equipped with a filter (1—Fig. 331) located on left side

of rear axle center housing. Tractors equipped with
electronic draft control utilize a solenoid operated
control valve mounted on top of hydraulic lift cover.

HYDRAULIC FLUID AND FILTERS

All Models
240. The transmission and rear axle center housing
functions as the reservoir for hydraulic oil. Hydraulic
oil should be drained and new fluid installed after
each 1200 hours of operation or yearly, whichever
comes first. Oil should be drained while it is warm.
Drain plug is located in bottom of rear axle center
housing on two-wheel drive models or in bottom of Fig. 332—Transmission/hydrauiic oii fiiler tube (1) and
front-wheel drive transfer gear case on four-wheel dipstick (2) are iocated at rear of tractor.
drive models. Oil filler tube and oil level dipstick are
located at rear of tractor (Fig. 332).
Recommended hydrauhc oil is Ford ESN-M2C134- Hydraulic filters should be renewed after every 300
D or equivalent. Approximate capacity is 56.8 liters hours of operation. It is not necessary to drain the
(15 U.S. gallons) for tractors with 12 x 12 transmis- hydraulic oil in order to change the filters. Thor-
sion or 60.6 liters (16 U.S. gallons) for tractors with oughly clean the area around the hydraulic filters
16 X 16 transmission. Oil level should be maintained prior to removing old filter. Smear clean oil around
between ADD and FULL marks (3—Fig. 332) on the rubber seal of new filter. Screw on filter until seal
dipstick. contacts housing, then tighten additional 2/4 turn.

191
Paragraph 241
CLOSED CENTER LOAD SENSING HYDRAULIC
SYSTEM (Variable Displacement Piston Pump)
OPERATION
Models So Equipped
241. The hydraulic pump assembly consists of a
variable displacement piston type pump (9—Fig. 333)
and two fixed displacement gear type pumps. Gear
pump (1) supplies oil for operation of hydrostatic
steering, transmission and pto lubrication circuits.
Gear pump (7) supplies charge oil at a pressure of
160-345 kPa (23-50 psi) to the variable displacement
piston type pump. The piston pump supplies oil for
hydraulic lift assembly, remote control valves and the
3 2
192
FORD
regulated pressure circuit for power take-off, differ-
ential lock and four-wheel drive clutch.
The output of variable displacement piston pump
with closed center load sensing is controlled by a fiow
compensating valve (23). The valve controls the angle
of the pump swash plate, which limits the stroke of
each piston, to increase or decrease oil flow as needed
to meet the demands of the hydraulic system. When
hydraulic circuits are not being operated, pump pres-
sure in gallery (D) moves the flow compensating valve
spool against the spring allowing oil flow from gallery
(D) to gallery (C). The pressure rise in gallery (C)
actuates the swash plate servo piston (10), decreasing
F[g. 333—Hydraulic circuit scirematic for
tractors with variabie dispiacement piston
pump and eiectronic draft controi.
1. Steering pump
2. High oil temperature switch
3. Steering pump inlet filter
4. Steering filter low temperature switch
5. Steering filter vacuum switch
6. Charge pump inlet filter
7. Charge pump
8. Pump drive gear
9. Variable displacement piston pump
10. Swashplate servo cylinder
11. Trailer brake valve (if fitted) j
12. Pressure regulating valve
13. Low pressure circuit safety valve
14. Transmission low oil pressure switch
15. Oil supply to low pressure circuit
16. Oil supply to hydraulic lift cylinder
17. Oil supply to remote valves
18. Load sensing line from trailer brake valve
19. Electronic draft control valve
20. Load sensing line from draft control valve
21. Load sensing line from remote valves
22. Shuttle valves
23. Flow compensating valve I
24. Pressure compensating valve j
25. Charge pressure by-pass valve i
26. Charge pressure filter
27. Charge pressure filter dump valve
28. Low charge pressure switch
29. Oil supply to power steering
 MODELS 5640, 6640, 7740, 7840, 8240 & 8340
the angle of swash plate to reduce stroke of pistons
and resulting output of pump to maintain standby
pressure at 2140-2410 kPa (310-350 psi). When hy-
draulic lift or remote valve is operated, the pressure
rise in load sensing line (A) is applied to spring end
of flow compensating valve spool. The sensing line
pressure and spring pressure move the compensating
valve spool against standby pressure, preventing the
flow of pressure oil to servo piston through gallery (C)
and opening gallery (C) to sump gallery (B). Pressure
fi:'om the swash plate return spring causes servo
piston to retract, which increases angle of swash
plate to lengthen stroke of pistons and increase pump
output.
A pressure compensating valve (24) operates in
conjunction with the flow compensating valve to limit
maximum pressure in piston pump to 18600-19300
kPa (2700-2800 psi). A charge pressure by-pass valve
(25) limits the charge pressure supplied to the piston
pump to a maximum of 345 kPa (50 psi). The charge
pressure filter dump valve (27) relieves excess pres-
sure should the filter (26) become restricted. The
pressure regulating valve (12) controls maximum
pressure in pto, differential lock, four-wheel drive
and transmission control circuits to 1725-1930 kPa
(250-280 psi). Alow pressure circuit safety valve (13)
prevents pressure in low pressure circuit from ex-
ceeding 2860 kPa (415 psi) in the event that the
pressure regulating valve fails to function correctly.
TROUBLESHOOTING
242. The following troubleshooting section is de-
signed to assist in identifying the cause of incorrect
operation of hydraulic circuits that are supplied oil
Fig. 334--View of pressure switches used with closed
center load sensing hydrauiic system.
2. High oil temperature switch
4. Steering filter low 14. Transmission low oil
# temperature switch
5. Blocked steering filter
pressure switch
28. Low charge
vacuum switch pressure switch
Paragraph 242
13 26
3 25 24 23
Fig. 335—Variable displacement piston pump and hy-
draulic filters are iocated on right side of rear axie hous-
ing.
3. Steering pump inlet filter 24. Pressure compensating valve
6. Charge pump inlet filter 25. Charge pressure
12. Pressure regulating valve by-pass valve
13. Low pressure circuit 26. Charge pressure filter
safety valve 27. Blocked charge pressure
23. Flow compensating valve filter dump valve
by the variable displacement hydraulic pump assem-
bly
The following checks should be performed before
proceeding with troubleshooting procedure. Be sure
that hydraulic oil is at proper level and is not con-
taminated with dirt or water. Renew hydraulic filters.
Hydraulic oil should be operating at temperature of
40-70° C (104-158° F).
Charge pressure warning light flashing.
Check operation of power steering. If no power steer-
ing, remove pump and inspect for broken drive. If
power steering works, check operation of hydraulic
lift and pto. If both operate correctly, check for short
in warning light wiring or faulty low charge pressure
switch (28—Fig. 334). If hydraulic lift and pto do not
operate, check charge pressure as outlined in para-
graph 245. If charge pressure is within specifications,
replace low charge pressure switch. If charge pres-
sure is low, check for faulty charge filter dump valve
(27—Fig. 335) or charge pressure by-pass valve (25).
If valves are not faulty, remove and repair pump
assembly
Transmission pressure warning light on. If
power steering is not operating correctly, refer to
power steering fault finding section. If power steering
is working correctly, disconnect wire to transmission
low oil pressure switch (14—Fig. 334). If light is still
on, disconnect wire to low flow steering/lubrication
switch (1—Fig. 336). If light goes out, flow test oil
cooler as outlined in paragraph 253. If flow is within
specifications, renew low fiow steering/lubrication
pressure switch. If transmission oil pressure light is
off when wire to transmission oil pressure switch is
disconnected, test low pressure circuit pressure as
193
Paragraphs 243-244
Fig. 336—Low fiow steering/iubrication circuit pressure
switch (1) is iocated on steering motor to cooier by-pass
vaive tube (2).
1. Low flow pressure switch
2. Oil line from steering motor 4. oil cooler return tube
3. Oil line to transmission 5. Oil cooler supply tube
lubrication 6. Oil cooler by-pass valve
outlined in paragraph 251. If pressure is not within
specifications, check for faulty pressure regulating
valve (12—Fig. 335) or low pressure circuit relief
valve (13). If valves are satisfactory, check for oil
leakage in pto, differential lock, front-wheel drive and
transmission pressure circmts.
Hydraulic lift not working correctly. If power
steering is not operating, remove pump assembly and
check for broken drive. If power steering is working,
perform standby pressure test as outlined in para-
graph 249. If standby pressure is not within specifi-
cations, check for faulty flow compensating valve
(23—Fig. 335) or sticking swash plate servo piston. If
standby pressure is within specifications, test maxi-
mum system pressure as outlined in paragraph 246.
If maximum pressure is not within specifications,
check for faulty fiow compensating valve (23) or pres-
sure compensating valve (24). If maximum pressure
is within specifications, check for faulty shuttle
valves (22—Fig. 337) in load sensing line, faulty
unload valve, faulty hydraulic lift control valve or
faulty lift cylinder.
Power steering not working correctly. If steer-
ing filter light is on, renew steering filter. If light
remains on after filter is renewed, disconnect black
wire from steering filter vacuum switch (5—Fig. 334).
If light goes out, replace filter vacuum switch. If
power steering is not working correctly and steering
filter light is not illuminated, check for proper opera-
tion of hydraulic lift. If lift is not working, remove
pump assembly and inspect for broken drive. If lift is
working, perform steering pump flow test as outlined
in paragraph 252. If pump output is not within speci-
fications, remove pump and check for blocked intake
194
Fig. 337—Load sensing iine shuttie vaive (22) is iocated
in sensing iine between remote controi vaives and hy-
drauiic pump.
pipe or damaged seal on intake tube. If no fault is
found, overhaul steering pump. If pump output is
within specifications, check steering circuit for leak-
age or other damage.
Remote control valves not working. Check for
faulty shuttle valve (22—Fig. 337) in load sensing
line between remote control valves and hydraulic
pump. If hydraulic lift circuit is operating correctly,
test maximum pressure at remote valve coupler. If
pressure is not within specifications, overhaul remote
valve.
Differential lock, pto, front-wheel drive or 16
X 16 transmission not working. If only one of the
components is not working correctly, a problem is
indicated in that particular circuit. If all of the func-
tions fail to operate, check for correct operation of
hydraulic lift. If hydraulic lift operates, check pres-
sure regulating valve (12—Fig. 335) for sticking. If
pressure regulating valve is ok, check low pressure
circuit relief valve (13) for sticking.
PRESSURE TESTING
243. Make certain that hydraulic oil level is correct
and that hydraulic filters have been serviced before
performing pressure tests. Tb ensure accurate test
results, hydraulic oil must be at normal operating
temperature. Access to test ports on hydraulic pump
can be improved by supporting tractor and removing
right rear wheel.
244. LOAD SENSING CIRCUIT TEST. This test
will check operation of hydraulic circuits and load
sensing lines to hydraulic lift and remote control
valves. Remove test plug (1—Fig. 338) from pressure
regulating valve body and install 0-35000 kPa (0-
5000 psi) test gauge in port. Note that test port thread
size is M14 x 1.5. Set engine speed to 1500 rpm.
Operate in tum the hydraulic lift and each remote
control valve. As each circuit is put under load, pres-
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 338—System and standby pressure test port (1) Is
located in pressure regulating vaive body.
Fig. 339—Connect flow meter to remote control valve
outlets as shown above to check maximum system pres-
sure and hydraulic pump fiow,
1. Oil supply hose to flow meter 3. Oil return hose to
2. Remote valve flow remote valve
control knob 4. Flow meter load valve
sure reading should increase from 2100-2500 kPa
(300-360 psi) to maximum of 19500 kPa (2825 psi).
If test registers pressure increase in at least one
circuit, but not all, the fault is probably not related to
the hydraulic pump. Check shuttle valves (22—Fig.
337) in load sensing line for circuit not operating
correctly.
If hydraulic pressure readings do not increase in
any circuits, proceed with hydraulic testing.
245. CHARGE PRESSURE TEST. Remove
charge pressure switch (28—Fig. 334) and install
0-7000 kPa (0-100 psi) pressure gauge in the port.
Note that test port thread size is MIO x 1. Connect
flow meter to remote valve couplers, with fiow meter
inlet hose (1—Fig. 339) connected to left side of inner
remote valve and outlet hose (3) connected to right
side of outer remote valve. Fully open the fiow meter
Paragraphs 245-248
load valve. Set fiow control knob (2) on remote control
valve to minimum fiow.
Position a piece of cardboard in front of oil cooler.
Set engine speed to 2100 rpm. Push green handled
remote control valve lever forward to "fioat" position.
Pull blue handled remote control lever fully rearward
to "cylinder extend" position. If oil is fiowing through
fiow meter correctly, turn remote valve fiow control
knob (2) to maximum fiow. Adjust fiow meter load
valve to obtain pressure of 14000 kPa (2000 psi) and
run engine until oil reaches temperature of 75"^ C
(170° F). Open load valve on fiow meter and set
engine speed to 1500 rpm. Move blue handled remote
control valve lever between "cylinder extend" and
"neutral" positions while observing pressure gauge
readings. Pressure should be between 1600-3400 kPa
(23-50 psi).
If charge pressure is not within specified range,
check for faulty charge pump inlet filter, charge pres-
sure by-pass valve, charge pressure filter dump valve
or charge pump.
246. MAXIMUM SYSTEM PRESSURE TEST.
Install fiow meter as for preceding charge pressure
test (Fig. 339). Set engine speed at 1500 rpm. While
holding blue handled remote control valve lever in
"cylinder extend" position, slowly close fiow meter
load valve and observe fiow meter pressure reading.
Maximum pressure (high pressure standby) should
be within range of 18400-19500 kPa (2675-2825 psi).
Pressure compensating valve (24—Fig. 335) is ad-
justable if pressure is marginally low. If maximum
system pressure is 2100-2400 kPa (310-350 psi),
check for sticking load sensing valves. If load sensing
valves are operating correctly, check fiow and pres-
sure compensating valves (23 and 24) for sticking in
open position,
247. SWASH PLATE SERVO PISTON TEST.
Perform maximum system pressure test (paragraph
246), then fully open fiow meter load valve and ob-
serve pressure reading on fiow meter. Pressure
should drop from maximum system pressure to ap-
proximately 2750 kPa (400 psi) if servo piston is
operating correctly.
248. LOW STANDBY PRESSURE AND MAXI-
MUM SYSTEM PRESSURE TEST. This test will
check the operation of piston pump changing from low
standby pressure to maximum system pressure. The
test must be performed with pressure gauge capable
of measuring higher than 20000 kPa (3000 psi),
therefore low standby pressure cannot be accurately
measured. However, the fact that the pressure
changes from low to high values is the object of this
test.
Remove plug (1—Fig. 338) and install pressure
gauge in system pressure test port. Note that test
195
Paragraphs 249-251
Fig. 340—View of Auxiiiary Services Controi (ASC) in
engaged position (E) and disengaged position (D).
port thread size is M14 x 1.5 Place remote control
levers in "neutral" position. Move lift control lever to
lower the lift arms. Make sure tractor foot hrake is
not applied. Set engine speed to 1500 rpm and note
pressure gauge reading, which should he standhy
pressure of 2100-2500 kPa (300-360 psi). Turn auxil-
iary services control (ASC) knoh to engaged position
(E—Fig. 340). Move lift control lever to raise position
and ohserve pressure gauge reading, which should
increase to maximum pressure of 18400-19500 kPa
(2675-2825 psi).
249. STANDBY LOW PRESSURE TEST, Re-
move plug (1—Fig. 338) and install 0-4000 kPa (0-600
psi) pressure gauge in system pressure test port. Note
that test port thread size is M14 x 1.5. Place remote
control valve levers in "neutral."
NOTE: Make certain that the hydraulic iift, remote
valves or tractor brakes are NOT operated during
this test. If circuits are actuated, the standby pres-
sure can increase, resuiting in damage to pressure
gauge.
Ohserve pressure gauge readings while var3dng
engine speed between 1000-2100 rpm. Pressure
should he hetween 2100-2500 kPa (300-360 psi). Flow
compensating valve (23—Fig. 335) can be adjusted to
compensate for minor variations in standhy pressure
from specified range. If pressure reading is signifi-
cantly higher than specified, check fiow compensat-
ing valve spool for sticking. If pressure reading is
significantly lower than specifications and charge
pressure is within specifications, there is possibility
that oil leakage is occurring in low pressure circuit.
250. VARIABLE DISPLACEMENT PISTON
PUMP FLOW. Install fiow meter as outlined in para-
graph 245 (Fig. 339). Set engine speed to 2100 rpm.
Engage pto, disengage front-wheel drive and make
certain that transmission is in neutral and that
clutch pedal is not being depressed. Slowly close fiow
meter load valve until pressure of 17200 kPa (2500
196
FORD
psi) is indicated on flow meter pressure gauge and
observe pump flow.
If pump fiow is less than 60 liters/min. (16 U.S.
GPM) and the low pressure circmt test in following
paragraph 251 is within specifications, pump is
faulty and should be repaired or renewed.
251, LOW PRESSURE CIRCUIT TEST. Remove
transmission low oil pressure switch (14—Fig. 334)
and install 0-4000 kPa (0-600 psi) pressure gauge in
the port. Set engine speed to 1500 rpm and ohserve
pressure gauge reading. Pressure should be between
1700-1900 kPa (250-280 psi).
Small changes to the pressure regulating valve
pressure setting can he made by adding shims to the
valve. One shim will change the pressure approxi-
mately 35 kPa (5 psi). If pressure reading is consid-
erably lower than specification, check pressure
regulating valve (12—Fig. 335) and low pressure
circuit safety valve (13) for sticking in open position.
If pressure is low and regulating valve and safety
valve are not faulty, check for leakage in low pressure
circuit as follows: Drain transmission/hydraulic oil,
then loosen pump mounting screws. Insert a piece of
0.25 mm (0.010 in.) thick shim steel (1—Fig. 341)
between pump flange and mounting gasket so that
shim covers the pump outlet port to pto clutch tube
(2). Tighten pump mounting screws sufficiently to
hold shim in position without leakage of oil, hut do
not overtighten screws or damage may occur to pump
mounting flange. Refill axle center housing with hy-
draulic oil. Set engine speed to 1500 rpm and observe
pressure reading. If pressure is now within specified
range, oil leakage is occurring in the pto circuit. If
pressure is still helow specified range, disconnect oil
supply tube (5—Fig. 342) to transmission and install
an 18 mm {Wie in.) diameter shim (4) in the tube
connector to hlock oil flow to transmission. Reconnect
3
Fig. 341—To check pto circuit for ieai^age, insert a 0.25
mm (0.010 in.) thick shim steei (1) between pump fiange
and mounting gasket to biock oii supply to pto ciutch feed
tube (2). Refer to text.
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 342—To check transmission ciutch circuit for leak-
age, insert shim (4) into oii feed tube (5). Refer to text.
pressure tube and recheck pressure reading. If pres-
sure is now within specifications, leakage is occurring
in transmission clutch circuits. If pressure is still
below specifications and stand-by pressure test was
within specifications, the pressure regulating valve
is faulty.
252. STEERING PUMP FLOW TEST. Remove
oil cooler by-pass valve (6—Fig. 336). Plug the oil
cooler return and supply tubes (4 and 5). Connect fiow
meter supply hose to steering motor tube (2) and
connect fiow meter return hose to transmission lube
supply tube (3). Make certain that fiow meter load
valve is fully open. Set engine speed to 2100 rpm, then
turn and hold steering on full left hand lock so that
steering relief valve can be heard to open. Observe
pump fiow. If fiow is less than 31 liters/min. (8.2 U.S.
gpm), steering pump is faulty.
253. OIL COOLER AND LUBRICATION CIR-
CUIT PRESSURE TEST. Remove low fiow steer-
ing/lubrication pressure switch (1—Fig. 336) and
Paragraphs 252-255
install 3000 kPa (400 psi) pressure gauge in the port.
Set engine speed to 2100 rpm and observe pressure
reading, which should be approximately 550 kPa (80
psi). Using a hose clamp, restrict the fiow of oil
through oil cooler inlet hose. Pressure reading should
increase to approximately 690 kPa (100 psi), indicat-
ing that oil cooler by-pass valve is operating correctly.
PUMP OVERHAUL
254. REMOVE AND REINSTALL PUMP. Ib re-
move variable displacement pump assembly, support
tractor and remove right rear wheel. Drain oil from
axle center housing. Remove hydraulic filters. Dis-
connect electrical and hydraulic connections to pump
(1 through 15—Fig. 343). If equipped with trailer
brakes, remove trailer brake valve from pump body.
Note that hydraulic pump assembly is heavy and it
is recommended that pump be supported using suit-
able hoist or jack. Unbolt and remove pump assembly
from axle center housing.
Installation is reverse of removal procedure.
Tighten pump mounting screws evenly to 57-76 N.m
(42-56 ft.-lbs.) torque.
255. OVERHAUL CONTROL VALVES. Note
that pressure regulating valve (12—Fig. 335), low
pressure circuit safety valve (13), fiow compensating
valve (23), pressure compensating valve (24), charge
pressure by-pass valve (25) and charge pressure filter
dump valve (27) can be serviced without removing
pump assembly from tractor.
Unbolt and remove pressure regulating valve hous-
ing from pump housing. Remove pressure regulating
and low pressure circuit valve caps (1 and 10—Fig.
344) carefully as they are under pressure from the
valve springs. Remove valve components from valve
body (8) and check for wear or damage. The valves
are preset at the factory and should not be adjusted.
Tighten valve caps (1 and 10) to 35-40 N.m (26-30
Fig, 343—Items (1-15) must be disconnected
or removed in order to remove variabie dis-
piacement hydraulic pump assembly.
1. Trailer brake sensing line (if fitted)
2. Differential lock supply line
3. Differential lock return line
4. Power steering supply line
5. Brake line
6. Remote valve supply line
7. Trailer brake supply line
8. Trailer brake load sense line
9. Brake lines
10. Remote valve return line
11. Load sense line to flow compensating valve
12. Pilot pressure to EDC valve
13. Trailer brake sense line
14. Transmission oil supply line
13- 15. Load sense line to EDC valve
& remote valves
197
Paragraph 256
Fig. 344—Exploded view of pressure regulating valve and
low pressure circuit safety vaive.
1. Valve cap
2. Shims 8. Valve body
3. Spring • 9. Plug
4. Spring 10. Valve cap
5. Spring guide * 11. Shims
6. Washer 12. Spring
7. Pressure regulating 13. Low pressure circuit
valve spool , safety valve poppet
ft.-lbs.) torque. Tighten valve body mounting screws
to 23-29 N.m (17-21 ft.-lbs.) torque.
Unbolt and remove pressure and flow compensat-
ing valve assembly from pump housing.
CAUTION: Due to spring pressure within pres-
sure and flow compensating valves, do not remove
rear plugs (14—Fig. 345) until adjusters (6 and 10)
have been removed.
Remove tamper proof caps (8—Fig. 345) and un-
screw adjusters (6 and 10), counting the number of
turns required to remove the adjusters. Remove
springs and valve spools from valve body. Check for
wear or damage. If valve spools are damaged, com-
plete valve must be renewed. When reassembling,
note that stem on flow compensating spool (13) is
longer than stem on pressure compensating spool (3).
Tb aid assembly, spools should be inserted into rear
of valve body. Tighten rear plugs (14) to 25-30 N.m
(18-22 ft.-lbs.) torque. Install adjusters same number
of turns noted during removal. Pressure and flow
compensating valves must be adjusted as outlined in
paragraphs 246 and 249. Tighten adjuster locknuts
(7 and 9) to 35-40 N.m (26-30 ft.-lbs.) torque. Tighten
valve body retaining screws to 5-7 N.m (4-5 ft.-lbs.)
torque.
198
FORD
Remove plug (8—Fig. 346), and xmscrew charge
pressure by-pass valve (6) from pump housing. Un-
bolt and remove charge pressure filter manifold (61),
and unscrew charge pressure filter dump valve (63).
A special tool. No. 4FT.857, that engages in peg locat-
ing holes of the valves is available to aid removal of
valve. The charge pressure by-pass valve and filter
dump valve are preset assemblies and should not be
adjusted. Renew valves if they do not operate cor-
rectly. When installing valve assemblies, tighten to
38-42 N.m (28-31 ft.-lbs.) torque. Tighten plug (8) to
40-50 N.m (30-37 ft.-lbs.) torque. Tighten charge
pressure filter manifold mounting screws to 23-28
N.m (17-21 ft.-lbs.) torque.
256. OVERHAUL CHARGE AND STEERING
PUMPS. To disassemble charge and steering pumps,
first scribe a reference mark across all components of
the pumps to aid reassembly. Push in drive shaft
(92—Fig. 346) to allow removal of snap ring (97), then
withdraw drive shaft and spring (88). Pump drive
gear (96) rides on a bearing (94) and is retained by a
sleeve type nut (95) that has a slot in the outer end
and Loctite sealant on the threads. Use special tool
No. 4FT.856 (T—Fig. 347), or other suitable tool,
engaged in slot in retainer and an impact wrench to
remove the sleeve. Drive roll pin (66—Fig. 346) fi-om
idler shaft (70). Thread an M8 x 1.25 bolt into end of
idler shaft and pull shaft from housing. Unbolt and
remove pump cover support plate (91), then withdraw
idler gear (71) and thrust plates (72).
To prevent steering pump assembly firom being
dislodged from pump housing during removal of
charge pump components, it is recommended that
two of the cover support plate retaining bolts with 15
mm (0.6 in.) thick spacers under the bolt heads be
temporarily installed to clamp the steering pump to
the charge pump body. Remove charge pump bearings
(67 and 74) and gears (68). Remove the two clamp
bolts, then withdraw steering pump assembly from
pump housing. Remove end plate (78), bearings (79
and 82) and gears (80) from steering pump housing.
The drive link (85) is retained in charge pump driven
gear by an internal snap ring and disassembly is not
recommended. Remove and discard all seals and "O"
rings.
Fig. 345—Exploded view of flow and pressure
compensating valves.
l.^O" rings 8. Taper proof cap
2. Valve body 9. Locknut
3. Pressure compensator 10. Adjuster
spool 11. Spring
4. Spring seat 12. Spring seat
5. Spring 13. Flow compensating
6. Adjuster spool
7. Locknut . 14. Plugs
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 256 (Cont.)

52. Thrust plate

53. "O" rings
54. Tube (15mm x 29.5mm)
55. Pump housing
56. Tube (19mm X 32mm)
57. "O" rings
58. Tube (19mm x 49.3mm)
59. Tube (19mm x 32mm)
60. Adapter
61. Filter housing
62. Connector
63. Charge pressure filter
dump valve
64. Filter housing
65. Connector
66. Hn
67. Bearing plate
68. Charge pump gears
69. "O" ring
70. Idler gear shaft
71. Idler gear
72. Thrust plates
74. Bearing plate
75. Seal
Fig. 346—Expioded view of closed center load sensing variable dispiacement piston 76. Molded seal
77. Seal
pump and fixed displacement charge and steering pumps. 78. Pump end plate
1. Pressure regulator valve body 16, "O" ring 33. Lockwasber 79. Bearing
2. Pump cover 17. Washer 34. Retaining ring 80. Steering pump gears
3. Oil transfer tube 18. "O" ring 35. Bearing 82. Bearing
(12mm X 22mm) 19. Oii transfer tube 36. Retaining ring 83. Steering pump housing
4. "O" rings (15.5mm x 42.2mm) 37. Pump shaft 84. Seal
5. "O" ring 20. Back-up ring 38. Bearing rollers 85. Drive shaft
6. Cbarge pressure 21. «0" ring 39. Bearing race 86. Retaining ring
by-pass valve 22. Piston guide 40. Bushing 87. Sleeve
7. Seal 23. Servo piston 41. Port plate 88. Spring
8. Plug 24. Swasb plate 42. Retaining ring 89. Wear plate
9. Trailer brake valve 25. Spring seat 43. Spring 90. Seal
10. "O" ring 26. Spring 44. Spring retadner 91. Pump end cover
11. Oil transfer tube 27. Spring 45. Washer 92. Drive shaft
(14mm X 32.7mm) 28. Woodruff key 46. Pin (3) 93. Retaining ring
12. "O" ring 29. Bearing retainer 47. Cylinder block 94. Bearing
13. Retaining ring 30. Retaining ring 48. Guide 95. Sleeve nut
14. IVibe 31. Pump drive gear 49. Piston retainer plate 96. Drive gear
15. "O" ring 32. Nut 51. Pistons 97. Retaining ring

199
Paragraph 257
Fig. 347--A special tool that wiii engage siot in gear
retainer, such as Tool No. 4FT.856 (T) shown above, is
used to remove gear retainer and charge pump drive gear
(96).
Fig. 348—When install seals in charge pump, be sure that
piastic back-up seal is positioned in rubber seal as shown
In above drawing.
Other than seals, components of pumps are not
serviced separately. Inspect for wear or damage and
renew pump as necessary. If bronze color can be seen
over the full length of the bushings within the bearing
blocks, the blocks are worn beyond acceptable limits.
Check pump bodies for wear track on inlet side of
pump body bore. Depth of track should not exceed
0.10 mm (0.004 in.). Check pump gears for scored or
worn side faces, journals and teeth. Width of each
gear within a set must be within 0.005 mm (0.0002
in.). Journals must be within 0.013 mm (0.0005 in.).
Renew drive gear bearing (94) if rough or loose.
When reassembling pumps, lubricate all parts with
hydraulic oil. Install new seals in bearing blocks,
making sure that plastic back-up seal is correctly
positioned in rubber seal as shown in Fig. 348. Posi-
tion bearing block (74) in charge pump housing. As-
semble bearing blocks and gears in steering pump
body Make certain that bearing block (82—Fig. 349)
with radiused edge is installed at bottom of steering
pump body bore (83). Position end plate (78—Fig.
200
Fig. 349—When instaiiing steering pump bearing and gear
assembly, position bearing biock with radiused corner
edge (82) into bottom of pump body bore. Bearing block
with sharp edge (79) wiil be towards outer face of pump
body when correctiy instaiied. i
346) on steering pump housing. Position a sheet of
plastic over face of charge pump to prevent seals in
pump assembly from being displaced when installing
steering pump. Assemble steering pump assembly to
charge pump housing, pushing steering pump for-
ward until oil transfer tubes fully engage passages (A
and B—Fig. 348) in pump housing. Then, slide plastic
sheet away from pump. Use two of the pump cover
support plate retaining bolts with 15 mm (0.6 in.)
thick spacers under the bolt heads to align and clamp
the steering pump to the charge pump housing.
Install charge pump drive and driven gears (68—
Fig. 346) and bearing block (67). Remove clamp bolts
and position idler gear (71) and thrust plates (72) in
housing. Install pump cover support plate (91) and
tighten retaining bolts to 50-62 N.m (37-46 ft.-lbs.)
torque. Install idler shaft (70) and roll pin (66). Apply
Loctite 242 to threads of drive gear sleeve nut (95).
Install drive gear and sleeve nut, using special tool
4FT.856 (T—Fig. 347), or other suitable tool, to
tighten sleeve to 35-45 N.m (26-33 ft.-lbs.) torque.
257. OVERHAUL VARIABLE DISPLACE-
MENT PISTON PUMP. If piston pump is to be
disassembled without removing charge and steering
pumps, disengage steering pump oil transfer tubes
from piston pump housing as follows: Remove retain-
ing ring (13—Fig. 346) from larger of the two transfer
tubes (11). Use a screwdriver to move the tubes to-
ward the steering pump until they are clear of the
piston pump housing.
Unbolt and remove pressure regulating valve hous-
ing (1—Fig. 346). Remove four bolts and separate
pump cover (2) from housing (55). Remove swash
plate servo piston (23). Check port plate (41) for wear
or damage but do not remove unless renewal is nec-
essary. Remove pump cylinder block (47) and pistons
(51) as an assembly Using a magic marker, identify
each piston and slipper to their corresponding barrel
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 350—identify each piston and siipper to their corre-
sponding barrei (M) in pump cyiinder biock before sepa-
rating pistons from cyiinder.
in the cylinder hlock (M—Fig. 350). Separate pistons
from cylinder block. Removal of spring (43—Fig. 346)
fi'om cylinder block is not recommended due to the
high spring pressure; spring is not serviced sepa-
rately. Remove thrust plate (52), swash plate (24) and
return springs (26 and 27). Remove snap ring (36) and
withdraw pump drive shaft (37), hearing (35) and
gear (31) assembly from housing.
Inspect drive shaft hushing in pump cover (2) for
wear or damage. Bushing and cover are renewed as
an assembly Renew pump port plate (41) if scratches,
scoring or other wear marks are evident. If pump
OPEN CENTER HYDRAULIC SYSTEM (Fixed
Displacement Tandem Gear Pumps)
OPERATION
Models So Equipped
258. The hydraulic pump assemhly consists of fixed
displacement tandem gear type pumps mounted on
right side of rear axle center housing. The main
(front) hydraulic pump supplies high pressure oil for
operation of hydraulic lift and remote control valves.
Maximum system pressure is limited hy a pressure
relief valve that opens at 17,600-18,300 kPa (2550-
2650 psi). The rear pump provides oil supply for the
steering and low pressure hydraulic circuits. The
maximum operating pressure for the steering is con-
trolled hy a relief valve in the steering motor. The low
pressure hydraulic circuits operate the pto, front-
wheel drive engagement, differential lock on 12 x 12
transmissions and Dual Power on 16 x 4 transmis-
sions. The low pressure circuit also provide lubrica-
tion to pto. Dual Power and transmission. Operating
pressure of low pressure circuits is regulated by the
Paragraphs 258-260
pistons, slippers or cylinder hlock are worn or dam-
aged, complete pump must he renewed.
When reassembling pump, apply Loctite 242 to
threads of pump drive shaft gear retaining nut (32—
Fig. 346) and tighten nut to 117-123 N.m (86-90
ft.-lhs.) torque. Lubricate all parts with hydraulic oil.
Install swash plate return springs (26 and 27), swash
plate (24) and thrust plate (52). Make certain that
three locating pins (46) are positioned in cylinder
block. Use petroleum jelly to hold guide cone (48) in
place. Pistons should he installed in their correspond-
ing barrel in cylinder block as identified prior to
removal. Be sure that splines on the drive shaft and
cylinder hlock are aligned when installing pistons
and cylinder. After pistons and cylinder hlock are
installed, apply pressure to hase of cylinder hlock and
note if resistance of the spring can be felt. If resis-
tance of spring cannot he felt, it is an indication that
guide cone was displaced during assembly. Install
pump cover (2) and tighten retaining holts evenly to
50-62 N.m (37-46 ft.-lbs.) torque. The pressure regu-
lating valve housing (1) must he positioned at 90° to
pump mounting face to ensure that the oil transfer
tuhe engages with locating oil gallery in transmission
housing. Tighten pressure regulating valve housing
bolts to 23-29 N.m (17-21 ft.-lbs.) torque. If charge
and steering pumps were not removed, slide steering
pump oil transfer tubes into piston pump housing and
secure larger tube with retaining ring (13).
low pressure regulating valve and lubrication relief
valve located within the pto assembly.
PRESSURE TESTING
259, Make certain that hydraulic oil level is correct
and that hydraulic filter has been serviced before
performing pressure tests. To ensure accurate test
results, hydraulic oil must be at normal operating
temperature of 75° C (175° F). To prevent inadvertent
movement during testing, gear shift levers should be
in neutral position and drive shaft for front-wheel
drive should be disconnected.
260. MAIN PUMP FLOW AND PRESSURE. A
flow meter is required to check pump flow. For trac-
tors without trailer brake valve, remove plug (1—Fig.
351) from top of pump housing and install trailer
brake valve adapter (4) in pump port. If equipped
with trailer brake valve, disconnect brake valve sup-
ply tube from pump (brake valve adapter is already
201
Paragraphs 261-263
Fig. 351—To check main hydrauiic pump fiow and pres-
sure on tractors without traiier brake vaive, remove piug
(1) from pressure test port and instaii traiier brake adapter
1. Plug 4. Adapter, Part No.
2. "O" ring FONN-U906-CA
3. "0" ring : 5. "O" ring
installed in pump). Connect flow meter inlet hose
(1—Fig. 352) to brake valve adapter (4) and return
hose to remote valve raise port (5). Set remote valve
that is receiving the return oil to "float" position.
Start engine and set speed to 2100 rpm. Slowly
close flow meter load valve (6) until pressure reading
is 13,700 kPa (2000 psi) and observe pump flow
reading. Minimum flow is 34 liters/minute (8.4 U.S.
GPM). Continue to close load valve until maximum
pressure reading is obtained. Specified maximum
pressure is 17,600-18,300 kPa (2550-2650 psi).
If flow meter is not available, maximum system
pressure can be checked by installing pressure gauge
in pump outlet port (4) in place of flow meter. Alter-
natively if tractor is not equipped with auxiliary
engine mounted hydraulic pump, maximum pump
pressure can be checked by installing pressure gauge
directly into a remote valve raise port. Actuating the
remote valve in raise position will allow pump pres-
sure to be directed to pressure gauge.
261, TRAILER BRAKE VALVE. If equipped with
trailer brake valve and main pump flow and pressure
test is satisfactory, but hydraulic lift raises slowly, a
faulty trailer brake valve could be indicated. Check
trailer brake pressure as follows:
202
FORD
Fig. 352''-Connect flow meter as shown to perform hy-
draulic pump fiow and pressure test.
4. Trailer brake valve adapter
1. Flow meter inlet hose 5. Flow meter return hose
2. Adapter to remote valve
3. Adapter 6. Flow meter load valve
Connect 0-35,000 kPa (0-5000 psi) pressure gauge
to trailer brake valve coupler. Start engine and set
speed to 1500 rpm. Depress right brake pedal and left
brake pedal individually; there should be no reading
on pressure gauge. Latch brake pedals together and
depress both brake pedals. Reading on pressure
gauge should increase as brake pedals are depressed
up to a maximum pressure of 14,700 kPa (2140 psi).
When pedals are released, pressure should return to
zero. I
262. STEERING PUMP RELIEF PRESSURE.
The relief valve for the steering pump is located in
the steering motor. To check m£iximum system pres-
sure, turn steering wheel fully to left and shut off
engine. Disconnect left turn hose from steering cylin-
der and connect 0-35,000 (0-5000 psi) pressure gauge
to the hose. Start tractor and set engine speed to 2100
rpm. Turn and hold steering wheel on full left hand
lock and observe pressure gauge reading. Pressure
reading should be 15,300-16,300 kPa (2220-2370 psi)
for 5640, 6640, 7740 and 7840 two-wheel drive trac-
tors. Pressure reading for all four-wheel drive trac-
tors and 8240 and 8340 two-wheel drive tractors
should be 18,000-19,100 kPa (2620-2770 psi).
263. STEERING PUMP FLOW. To check steering
pump flow, disconnect steering motor supply and
return lines from the pump housing. Connect flow
meter return hose (1—Fig. 353) to steering motor
return port and connect flow meter inlet hose (3) to
steering motor supply port.
IMPORTANT: The relief valve for steering circuit
is located in the steering motor. Connecting flow
meter as described above by-passes the steering mo-
tor, and damage will occur to steering pump if flow
meter load valve is closed during this test. The flow
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 353—instaiiation of fiow meter for steering pump fiow
test.
1. Flow meter return hose 3. Flow meter inlet hose
2. Steedng supply and return ports 4. Flow meter load valve
Fig. 354—To test iow pressure circuit, instaii pressure
gauge in piace of iow pressure switch (1).
meter used to check steering pump flow must be
capable of withstanding back pressure of 2100 kPa
(300 psi).
Make certain that flow meter load valve (4) is
fully open. Start tractor and set engine speed to
2100 rpm. Slowly close flow meter load valve until
pressure of 13,800 kPa (2000 psi) is observed on flow
meter. DO NOT increase pump pressure beyond this
amount. Observe pump flow. If flow is less than 31
liters/minute (8.2 U.S. GPM), steering pump is faulty.
264. LOW PRESSURE CIRCUIT. Return oil flow
from the steering motor provides oil for the low pres-
sure circmts. Low pressure circuit operating pressure
is controlled by the pressure regulating valve in the
pto assembly.
To test low pressure circuit, remove pressure
switch (1—Fig. 354) for low pressure circuit and
install 0-3000 kPa (0-400 psi) pressure gauge in pres-
sure switch port. Set engine speed to 2100 rpm and
observe pressure reading. Specified pressure range is
1520-1790 kPa (220-260 psi). If pressure is not within
Paragraphs 264-267
Fig. 355—instaiiation of fiow meter for iubrication circuit
pressure test for tractors equipped with 12 x 12 transmis-
sion.
1. Flow meter return hose 3. Pressure oil from
2. Return oil to transmission pto valve
lubrication 4. Flow meter inlet hose
specified range, check for faulty pressure regulating
valve, located in pto valve and clutch assembly.
265. LUBRICATION CIRCUIT (Tractors With
12 X 12 Transmission). Disconnect supply and re-
turn tubes to oil cooler by-pass valve and connect flow
meter to the tubes as shown in Fig. 355. Be sure that
flow meter load valve is fully open. Set engine speed
to 2100 rpm. Do not close flow meter load valve any
longer than necessary as lubrication supply to trans-
mission is cut off when valve is closed. Slowly close
flow meter load valve until pressure no longer in-
creases and record pressure reading, then fully open
load valve. Lubrication circuit relief valve is working
correctly if pressure is 500-850 kPa (73-123 psi). If
operating pressure is less than 500 kPa (73 psi), check
for faulty lubrication circuit relief valve, located in
pto valve and clutch assembly.
266. LUBRICATION CIRCUIT (Tractors With
8 X 2 or 16 X 4 Transmission). Start engine and set
speed to 1000 rpm, then stop engine but do not
disturb the throttle setting. Disconnect oil cooler sup-
ply hose (3—Fig. 356) and connect 0-3000 kPa (0-400
psi) pressure gauge (2) to hose. Start the engine and
observe pressure reading, then immediately stop en-
gine as lubrication flow to transmission is cut off
during this test. Lubrication circuit relief valve is
working correctly if pressure is 530-850 kPa (73-123
psi). If operating pressure is less than 500 kPa (73
psi), check for faulty lubrication circvdt relief valve,
located in pto valve and clutch assembly.
267. AUXILIARY ENGINE MOUNTED PUMP
FLOW. Note that flow meter used for this test must
be capable of withstanding back pressure of 2100 kPa
(300 psi). Install flow meter supply hose (1—Fig. 357)
into lift coupler of right hand inner remote control
203
Paragraph 268
Fig. 356—installation of pressure gauge for iubrication
circuit pressure test for tractors equipped with 8x2 or 16
X 4 transmission.
1. Hose
2. Pressure gauge . 4. Hose clamp
3. Oil cooler inlet hose 5. Adapter
valve and return hose (3) into lift coupler of right
hand outer remote control valve. Set flow control
knobs (2) on remote control valves to minimum flow.
On tractors without auxiliary services control
(ASC) valve, remove pressure relief valve (5—Fig.
358) from pump and install plug Part No. D4NN-
A574-C in place of the valve. This will divert all oil
from hydraulic lift pump to reservoir.
On tractors equipped with auxiliary service control
(ASC) valve, turn selector lever to engaged position
(E—Fig. 340). Move hydraulic lift control lever to
fully raise position which will cause relief valve to
open, diverting all flow from hydraulic lift pump to
reservoir. Pump flow now observed on flow meter is
that of the auxiliary pump.
On all tractors, fully open flow meter load valve.
Set engine speed to 2100 rpm and lower hitch lift
arms. Push right hand outer remote control valve
lever (green handle) forward to "float" position. Pull
right hand inner remote control valve lever (blue
handle) rearward to cylinder extend position. Ob-
FORD
Fig. 357—lnstaiiation of fiow meter for auxiiiary engine
mounted pump fiow test for tractors equipped with Aux-
iiiary Services Controi (ASC) vaive.
1. Flow meter inlet hose 3. Flow meter return hose
2. Flow control knobs 4. Flow meter load knob
serve flow reading then turn remote control flow
knobs to maximum flow. j
On all tractors, adjust flow meter load valve to
obtain pressure of 13,800 kPa (2000 psi) and record
pumpflow.Closeflowmeter load valve until pressure
no longer increases and record maximum pressure.
Minimum allowable pump flow is 23 liters/minute (6
U.S. GPM) and maximum pressure should be 17,600-
20,000 kPa (2550-2900 psi). The maximum pressure
setting is controlled by the combining valve located
in the priority valve pack on top of hydraulic lift cover.
Refer to paragraph 283 for service procedures cover-
ing the priority valve pack.
TRANSMISSION MOUNTED TANDEM
GEAR PUMP
268. R&R AND OVERHAUL. Drain oil from axle
center housing. Support tractor and remove right
rear wheel. Disconnect electrical connections (3, 4,
and 14^Fig. 358) and hydraulic pipes (1,2,6 and 13)
attached to pump housing (12). Remove pump hous-
Fig. 358—View of fixed dispiacement
gear type pump instaiiation on right side
of rear axie center housing.
1. steering motor supply line
2. Steering motor return line
3. Oil low temperature switch (not shown)
4. Blocked filter vacuum switch
5. Hydraulic lift pump pressure relief valve
6. Front-wheel drive oil supply line
7. Transmission lubrication line
8. Oil cooler supply line
9. Oil cooler return line
10. oil cooler hy-pass valve
11. Pto valve return line
12. Hydraulic pump housing
13. Differential lock supply line
14. Low pressure switch (not shown)
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 268 (Cont.)

Fig, 359—Exploded view of fixed

displacement tandem gear type hy-
draulic pump assembly.
1. Pump rear body
2. Back-up seal
3. Molded seal ,
4. Bearing block
5. Pump gears
6. Bearing block
7. Drive shaft
8. Retaining ring
9. Seal
10. End plate
11. Back-up seal
12. Molded seal
13. Bearing block
14. Pump housing
24 15. Filter adapter
16. Pressure relief valve
17. Pump driven gear
18. Pump drive gear
19. Pump front cover
20. Oil seal
21. Lockwasher
22. Nut
23. Drive gear
24. Back-up ring
25. Seal ring
26. Oil pressure tube
27. Back-up ring
28. Seal ring
29. Oil pressure tube

ing mounting bolts and withdraw pump assembly
from axle center housing.
Prior to disassembly, scribe an alignment mark
across pump bodies, end plates and housing to aid
reassembly. Remove pressure relief valve (16—Fig.
359). Relief valve is not adjustable. Remove retaining
nut (22) and use a soft mallet to loosen pump drive
gear (23) from tapered drive shaft. Remove pump
body through-bolts, then separate end cover (19),
gears (17 and 18) and bearing blocks (13) from front
pump. Make identification marks on bearing blocks
and gears to ensure correct reassembly. Note that
drive shaft (7) and gear assembly (18) are held to-
gether with an internal snap ring (8), but disassembly
is not recommended. Pull rear pump from housing
and separate end plate (10), bearing blocks (4 and 6)
and gears (5) from pump body. Make identification
marks on bearing blocks and gears to ensure correct
reassembly.
Inspect all parts for wear or damage. The width of
each pair of gears must be within 0.005 mm (0.0002
in.) of each other. Gear journals must be within 0.013
mm (0.0005 in.) of each other. Bearing blocks and
gears are not serviced separately; they should be
renewed using service repair kit. Inspect pump bod-
ies for track cut by gear teeth, normally on inlet side
of the body. Depth of track must not exceed 0.10 mm
(0.004 in.). Renew all seals, "O" rings and back-up
rings, provided in a seal kit. Lubricate seals and "O"
rings with petroleum jelly.
Original gears and bearing blocks must be reas-
sembled exactly as removed. One bearing block in
rear (steering) pump is radiused on a comer edge
(3—Fig. 360) and must be installed with radiused
edge at bottom of pump body bore (2). Lubricate drive
shaft seal (20—Fig. 359) with high melting point
grease. Note that end cover bolts have different
shanks or bolt lengths. Install bolts in locations indi-

205
Paragraph 269 FORD

Fig. 360—Rear bearing biock (3) must be instaiied with Fig. 361—Front end cover boits have different shanks or
radiused edge (5) at bottom of steering pump body bore boit iength. instaii boits in correct locations as indicated
(2). in above drawing.
1. Pump body A. MIO X 100mm with C. MIO x 115mm with
2. Radiused edge 4. Bearing block ground shank , ground shank
3. Radiused edge 5. Relieved edge B. MIO X 100mm with D. MIO x 115mm with
dull black shank dull black shank

cated in Fig. 361 and tighten to 50-62 N.m (37-46

ft.-lbs.) torque. Tighten drive gear nut (22) to 50-55
N.m (37-41ft.-lbs.)torque and bend tab of washer (21)
to lock in place. Tighten pressure relief valve (16) to
60-68 N.m (44-50 ft.-lbs.) torque.
Prior to installing pump, pour hydraulic oil into
inlet and rotate pump gears by hand. Install pump
assembly and tighten housing retaining bolts to 57-
76 N.m (42-56 ft.-lbs.) torque.
ENGINE MOUNTED AUXILIARY GEAR
PUMP
269. R&R AND OVERHAUL. To remove pump,
disconnect inlet and outlet tubes from pump. Remove
bolts attaching pump mounting flange to engine front
cover and withdraw pump from engine.
Remove drive gear retaining nut, then use soft
mallet to loosen gear from tapered drive shaft. Scribe
alignment marks across end covers and pump body
to ensure correct reassembly. Remove through-bolts
and separate front and rear covers (4 and 17—Fig.
362) and withdraw bearing blocks (10 and 13) and
gears (11 and 12) from pump body. Place identifying
marks on bearing blocks and gears to ensure correct
reassembly. Drive oil seal (5) from end cover.
Inspect all parts for wear or damage. Width of gears
must be within 0.005 mm (0.0002 in.) of each other
and journals must be within 0.013 mm (0.0005 in.).
Inspect pump body for gear track cut in inlet side of
body bore. Depth of track must not exceed 0.10 mm

Fig. 362—Expioded view of auxiiiary

engine mounted hydrauiic pump as-
sembiy.
1. Nut 10. Bearing block
2. Lockwasher 11. Pump drive
3. Drive gear shaft & gear
4. Front end cover 12. Driven gear
5. Oil seal 13. Bearing block
6. Seal 14- Seal
7. Back-up ring 15. Back-up ring
8. Seal 16. Seal
9. Pump body 17. Rear end cover

206
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
(0.004 in.). Renew all seals and lubricate with petro-
leum jelly.
Original gears and bearing blocks must be assem-
bled exactly as removed during disassembly. Bearing
blocks (10 and 13) must be installed with recessed
side against gear faces and relieved radius edges
toward outlet side of pump body. Tighten end cover
retaining bolts 61-68 N.m (45-50 ft.-lbs.) torque.
HYDRAULIC LIFT WITH ELECTRONIC DRAFT
CONTROL
OPERATION
270. Implement draft and position control is accom-
plished electronically by a micro computer (6—Fig.
363). The micro computer receives electronic signals
from the operator controls (7), lift arm position sens-
ing potentiometer (8) and two lower link sensor pins
(10) which it converts to an input signal to the sole-
noid operated hydraulic lift control valve (11). Each
of the electronic draft and position controls, located
on control panel console, is attached to a potentiome-
ter whose changes in resistance, when operated, are
sensed by the micro computer. The raising and low-
ering of the lift arms is controlled by a lever (7) in the
control panel that actuates a potentiometer which
sends an input signal to the micro processor.
The solenoids on either end of the hydraulic control
valve (11), respond to signals from the micro proces-
sor and direct oil to and from hydraulic lift cylinder
to raise and lower the lift arms. Solenoid (R—Fig.
364) causes lift arms to raise and solenoid (L) causes
lift arms to lower.
Paragraph 270
Tighten drive gear retaining nut to 40-45 N.m (30-33
ft.-lbs.) torque.
Prior to installing pump, pour hydraulic oil into
inlet side of pump and turn gears by hand. Install
pump and tighten mounting bolts to 57-76 N.m (42-56
ft.-lbs.) torque. Tighten inlet pipe retaining bolts to
15-20 N.m (11-15 ft.-lbs.) and outlet pipe retaining
bolts to 7-10 N.m (5-7 ft.-lbs.) torque.
When hydraulic lift arms are held in a stationary
"neutral" position, the micro computer is not sending
any signals to the control valve solenoids. The main
spool (12) is held in a centered position by the equal
spring force applied to each end of the spool. Both the
pilot line (5—Fig. 364) and load sensing line (9) are
open to reservoir. The load check valve (11) is seated,
trapping oil in the hydraulic lift cylinderto maintain
arms in stationary position.
When "raise" solenoid (R—Fig. 364) receives a sig-
nal from micro processor, an armature in the solenoid
moves the pilot spool (6), allowing pilot pressure (5)
from hydraulic pump to be applied to right end of
main valve spool (12). The main valve spool then
moves to direct pressure oil from hydraulic pump to
the load check valve (11) and load sensing valve (8).
As pump pressure to these valves increases, the load
sensing valve (8) moves to the right and allows pres-
sure of metered oil to be sensed in the load sensing
line (9). The load sensing line pressure is applied to
flow compensating valve in the variable displacement
pump which signals the pump to increase output. The
Fig. 363—Schematic drawing of hydrau-
lic lift assembly with eiectronic draft
controi.
1. Performance monitor radeir
2. Diagnostic connector
3. Instrument panel
4. Fast raise/lower switch
5. Hydraulic control panel
6. Micro computer
7. Lift control lever
8. Lift arm position sensing
potentiometer
: 9. External lift/lower switch
: 10. Load sensing pins
11. Hydraulic control valve
207
Paragraph 271 FORD

Fig. 364—Cross section drawing of

eiectronic draft controi hydrauiic iift
controi vaive in neutrai position.
1. Pilot spool
2. Pump pressure inlet
3. Main spool inlet metering land
4. Main spool return to
reservoir metedng land
5. Pilot pressure land
6. Pilot spool
7. Return to reservoir port
8. Load sensing valve
9. Load sensing line to pump
10. Port to hydraulic lift cylinder
11. Load check valve
12. Main spool ;

rise in pressure due to increased pump output opens codes. The following error codes can be displayed on
load check valve (11), permitting pressure oil to flow tractor instrument panel.
to lift cylinder and raise hydraulic lift arms. When lift ERROR CODE ERROR DESCRIPTION
arms move to the desired position, the micro com- Code 2 Poor or no signal from
puter switches off signal to the raise solenoid £ind the performance monitor radar
pilot spool (6) and main valve spool (12) return to Codes 3, 4 & 5 Speed sensor errors
neutral position. The load check valve (11) closes and Codes 6 & 7 Slip control potentiometer
traps oil in the lift cylinder, holding lift arms in or circuit failure
desired position. Code 8 Raise/work switch failure
Code 9 Both external lift/lower fender
When "lower" solenoid (L) receives a signal from switches are being operated
micro processor, an armature in the solenoid moves simultaneously
pilot spool (1), allowing pilot pressure to be applied to
Codes 10 & 11 Height limit control
left end of main valve spool (12). As main valve spool
potentiometer failure
moves to the right, pilot pressure is applied to right
Codes 12 & 13 Drop rate potentiometer failed
side of load sensing valve (8), causing valve to move
Codes 14 & 15 Right hand load sensing pin
to the left, unseating ball in load check valve (11) and
or circuit failure
venting oil trapped behind check valve to the reser-
voir. As load sensing valve continues to move to the Codes 16 & 17 Left hand load sensing pin
left it unseats load check valve poppet. Trapped oil in or circuit failure
lift cylinder now returns to reservoir (7) past the main
valve spool (12), allowing lift arms to lower.

TROUBLESHOOTING
271. ERROR CODE RECOVERY The electronic
draft control system has a self diagnostic fault finding
capability for electronic failures. The micro computer
constantly monitors all input signals for possible
failures. Any failures detected are displayed as a
flashing two digit error code on the electronic instru-
ment panel. TD access the error code, hold down the
DIGIT SET button (1—Fig. 365) on instrument panel
and tum key switch ON, but do not start engine. The
most recent error code (4) to have occurred will be Fig. 365—Any faiiure of eiectronic draft controi detected
displayed on instrument panel together with the by micro computer is dispiayed as an error code on the
hours (5) at which fault occurred. Pressing the digit eiectronic instrument panei.
set button again will produce the next most recent 1. Digit set button
2. 16 X 16 transmission error code 4. Electronic draft
error code, if there is one. This procedure can be 3. Electronic instrument control error code
repeated to recover a maximum of the last 10 error cluster error code 5. Hours of error occurrence

208
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraphs 272-274
Code 18 Both load sensing pins disconnected measurements must not be made on the eiectronic
Code 19 & 20 Incorrect load sensing micro computer as this couid damage moduie's
internal circuitry. When measuring continuity of wir-
pin supply voltage ing, sensors or switches, it is necessary to isolate
Code 21 & 22 . . . . Position/draft sensitivity control the micro computer.
potentiometer or circuit failure
Code 23 Control panel disconnected Refer to Fig. 409, Fig. 410, Fig. 457 and Fig. 460 for
Code 24 Perform hydraulic lift autocalibration electronic draft control system wiring diagram.
Codes 25 & 26 . . . . Lift control lever potentiometer
disconnected or circuit failure
272. DIAGNOSTIC MENU SYSTEM. A service
Codes 27 & 28 Lift arm position sensing
diagnostic connector (2—Fig. 366), located next to
potentiometer disconnected fuse panel, is provided on tractors equipped with
or circuit failure
electronic draft control. A service diagnostic menu
Code 29 Hydraulic control valve mode can be accessed by connecting diagnostic switch
shorted or open circuit tool No. 4FT.950 (1) to the diagnostic socket. Tb enter
Code 30 Signal ground failure to menu system, turn key switch "ON", but do not start
operator control console engine. Display on instrument panel will indicate
Code 31 Chassis harness disconnected "HH." Depressing button on diagnostic switch will
Code 32. Keep alive power supply failure sequence through the menu selections. The following
Code 56 Hydraulic lift disabled due to failure electronic draft control (EDC) menu selections are
Code 57 Electronic draft control available:
(EDC) hydraulic valve HH Entry into menu mode
power supply relay failure HI* EDC valve calibration test
Code 58 Sensor ground failure H2* EDC valve calibration
Code 59. . Micro computer reference voltage failure H3* System configuration values
Codes 60,61&62 EDC hydraulic control valve H4 Software revision display
thresholds out of range H5 Switch diagnostic mode
Code 63 EDC hydraulic control valve H6* Right hand load sensing pin signal
lower solenoid failure H7* Left hand load sensing pin signal
Code 64 EDC hydraulic control valve H8 Non-volatile memory reset
raise solenoid failure H9* Analog input data display
When troubleshooting electronic circuits, it should
* Menus for factory use only.
be noted that the majority of problems will be due to
poor contacts in the wiring connectors rather than a
failure of the electronic components. An electrical 273. H4 SOFTWARE REVISION MODE. The soft-
contact spray cleaner should be used when cleaning ware revision menu displays the level of software
contacts. DO NOT use a cleaner that contains installed on the tractor. This information is not nor-
Trichloro-ethylene, as this solvent will damage the mally required but can be accessed by depressing
plastic body of the connectors. diagnostic switch button four times until "H4" is
displayed on instrument panel. After four seconds the
IMPORTANT: Care must be used when checking display will momentarily change to the software re-
electronic systems with a muitimeter. Resistance vision number, then revert back to "HH" menu mode.

274. H5 SWITCH DIAGNOSTIC MODE. The con-

Fig. 366—Service diagnostic connector, Tool No. 4FT950,
Is used to gain access to special test modes In eiectronic
transmission controi moduie.
tinuity of fast raise/lower switch located in cab and
raise/lower switches located on fenders can be
checked using switch diagnostic mode. Turn key
switch ON and depress button on diagnostic switch
five times until "H5" is indicated on panel display.
After four seconds the display will change to "dO".
Depressing either the in cab fast rsdse/lower switch
or external fender switches will cause the numbers
on display to change as follows if switches are oper-
ating correctly.
dl Fender "lower" switch operating correctly.
d2 Fender "raise" switch operating correctly.
d3 . . . . . . In cab "fast raise/lower" switch operating
correctly from raise to lower.
d4 In cab fast raise/lower switch operating
correctly from lower to raise.

209
Paragraphs 275-277
Fig. 367—When performing iiitcti autocaiibration proce-
dure, turn aii operator controis on tiydrauiic controi panei
fuii docicwise. Refer to text.
1. Drop rate control knob 4. Slip limit 'On* indicator
2. Height limit control 5. Lift status indicator
3. Slip limit control 6. Position/draft sensitivity knob
275. H8 MICRO COMPUTER MEMORY RESET
MODE. The memory reset menu is used to reset
memory whenever it is necessary to replace or reset
the micro computer. If memory reset procedure is not
performed, the hydraulic lift arms may not raise or
lower to the maximum limits of travel.
Make certain that wiring harness multiple pin
connector is attached to micro computer. Turn key
switch ON, then depress button on diagnostic switch
eight times until menu mode "HS" is displayed on
instrument panel. After about four seconds the micro
computer will select memory erase routine and dis-
play will change from "H8" to "EE," then return to
"HH." Turn key switch OFF and disconnect diagnos-
tic switch. Start tractor and perform autocaiibration
procedure as outlined in paragraph 276.
276. HYDRAULIC LIFT AUTOCALIBRATION
PROCEDURE. The autocaiibration procedure must
be performed if the position potentiometer on either
right lift arm or lift control lever has been replaced or
if micro computer has been replaced or its memory
has been reset. The error code "24" should appear
after replacement of these potentiometers. If error
code is not displayed, press the in cab raise/lower
switch to select lowering position. Turn key switch
ON, but do not start engine. Disconnect and recon-
nect wiring connector to either lift control lever or
position sensing potentiometer. Error code "25" or
"27" will be displayed. Turn key switch OFF and then
ON. Error code 24 will now be displayed and Lift
Disable symbol will flash.
If equipped with automatic pick-up hitch, discon-
nect vertical rods from hangers on hitch. On all trac-
tors, turn electronic draft control operator control
knobs fully clockwise and fast raise/lower switch to
"lower" position (Fig. 367). Start engine and set speed
210
FORD
to 1100 rpm. Move lift control lever back and forth
through entire raise/lower range until "Lift Disabled"
symbol (5—Fig. 367) disappears. Then, pull lift con-
trol lever rearward and allow lift to fully raise, at
which point the relief valve in hydraulic pump will
momentarily operate. When lift is at top of its travel,
lift height position of "99" will be displayed. This
procedure calibrates position sensing potentiometer
on right lift arm and potentiometer of the lift control
lever for "Full Raise" position.
Move lift control lever fully forward past the me-
chanical detent. The "Lift Disabled" symbol will be
displayed. Move lift control lever rearward until "Lift
Disabled" symbol disappears. Move lift control lever
forward until it contacts mechanical detent. Lift arms
should be in fully lowered position and lift position of
"0" will be indicated on panel display. This calibrates
the position sensing potentiometers for "Full Lower"
position.
Slowly move lift control lever rearward until dis-
play shows lift height position between 70-90. Leave
the lever in this position while the system carries out
three automatic calibrations. The calibrations will
cause the hitch to raise and lower slightly three
times. When calibrations are completed, move lift
control lever rearward to fully raise arms and ensure
that "99" is shown on panel display.
If equipped with automatic pick-up hitch, actuate
external switch on rear fender to fully raise lift arms.
Adjust length of vertical lift rods so that rods are
slightly loose when connected to hitch.
277. FAULT DIAGNOSTIC CHART. The follow-
ing symptoms relate to hydraulic or mechanical fail-
ures that are not detected by the micro computer, and
therefore no error code is displayed.
A. Hydraulic lift will not operate. Could be
caused by:
1. Auxiliary services (ASC) selector lever is in "en-
gaged" position.
2. No pilot pressure to hydraulic lift control valve
due to pilot pressure line blocked or faulty hydraulic
pump.
3. Electronic draft control (EDC) load check valve
sticking in "lowering" position.
B. Hydraulic lift will not lower. Could be caused
by:
1. Load check valve piston sticking in "closed" po-
sition.
2. Hydraulic control valve main spool sticking.
3. Lowering solenoid spool sticking in "neutral"
position.
4. Lowering solenoid valve out of adjustment.
5. Control valve orifices plugged.
C. Lift arms move erratically or when not
being operated. Could be caused by:
1. Pilot or control valve spools sticking.
2. EDC valve solenoids out of adjustment or
plunger worn.
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 368—Hydraulic lift cover with electronic draft control.
1. Pilot pressure tube 5. Trailer brake tube
2. Load sensing tubes 6. Lift arm assist cylinder tube
3. Hydraulic control valve assy. 7. Remote control valve
4. Remote control valves pressure & return tubes
3. Faulty wiring sending electronic signal to EDC
valve.
D. Lift arms slowly drop when lift controls are
in neutral position. Could be caused by:
1. Load check valve leaking.
E* Will not lift heavy load, could be caused by:
1. Pressure compensating valve out of adjustment.
2. Flow compensating valve out of adjustment.
3. No load sensing signal.
4. Load sensing valve sticking.
5. Faulty lift cylinder.
F. Hydraulic lift will not raise or lower to
maximum limits of travel. Could be caused by:
1. Micro computer incorrectly calibrated.
HYDRAULIC LIFT COVER
278. REMOVE AND REINSTALL. Tb remove lift
cover assembly, lower lift arms and turn auxiliary
services control (ASC) knob to engaged position. Dis-
connect ASC control linkage from lift cover. On trac-
tors without cab, remove platform and seat to gain
access to lift cover. On tractors with cab, there is
sufficient clearance between cab and lift cover to
allow removal of cover without removing cab. Remove
lift assist cylinders, if so equipped, from lift arms.
Disconnect lift rods from lift arms. Remove remote
control valves (4—Fig. 368) and hydraulic tubes (7).
Disconnect and remove pilot pressure tube (1), load
sensing tubes (2), lift assist cylinder (if used) hydrau-
lic tubes (6) and trailer brake coupler (if used) and
tube (5). Remove hydraulic lift control valve (3). Dis-
connect wiring to lift arm position sensing potenti-
ometer. Remove dipstick tube retaining bolt. Remove
lift cover retaining bolts. Remove lift cover using
suitable hoist.
Paragraphs 278-279
Fig. 369—Drawing of ASC valve control linkage
1. Selector valve stem
2. Knob 3. Control linkage connector
Fig. 370—View of iift cover removed showing lift cylinder
Instailation.
4. Lift cylinder assy. 5. Retmning bolts (4)
Installation of lift cover is reverse of removal pro-
cedure. Apply thin bead, approximately 1 mm (V32 in.)
thick, of Loctite 515 sealer to both sides of lift cover
gasket. Install cover and tighten retaining bolts to
135-170 N.m (100-125 ft.-lbs.) torque. Tighten hy-
draulic control valve retaining bolts to 57-76 N«m
(42-56 ft.-lbs.) torque.
279. OVERHAUL. Tb disassemble lift cover, un-
screw ASC valve control linkage connector (3—Fig.
369) and withdraw knob (2) and valve stem (1). Re-
move four bolts (5—Fig. 370) attaching lift cylinder
(4) to lift cover. Move lift arms to raised position and
remove cylinder assembly from cover. Remove lift
arm retaining bolts (9—Fig. 371) and withdraw lift
arms (6). Withdraw cross shaft (4) from lift housing
and remove piston rod arm (3). Pry seals (1) from lift
housing bore. Drive cross shaft bushings (2) from lift
housing if renewal is necessary
Remove safety valve (12—Fig. 372) from lift cylin-
der housing (10). Lift cylinder piston (9) can be
pushed out of the cylinder by inserting a metal rod
through safety valve bore. Remove and discard piston
seal ring (8) and back-up ring (7). Remove detent
spring (2) and ball (3), then withdraw ASC valve spool
(4). Remove and discard all "O" rings.
Inspect all parts for wear or damage. Light scratch
marks may be removed from the cylinder bore and
211
Paragraph 280 FORD

Fig. 371—Expioded view of iift arm and

cross siftaft assembiy.
1. Oil seals
2. Bushings 6. Lift arm
3. Piston arm 7. Washer
4. Lift cross shaft 8. Lockwasher
5. Washer 9. Retaining bolt

Green 15.8598-15.8674 mm
(0.6244-0.6247 in.)
Tb reassemble, reverse the disassembly procedure
while noting the following special instructions. In-
stall piston seal ring (8—Fig. 372) nearest closed end
of piston (9) and back-up ring (7) nearest open end of
piston. Ib aid installation of piston and prevent dam-
age to seal rings, lubricate piston with hydraulic oil
and use a ring compressor to compress the seals.
Tighten lift cylinder safety rehef valve (12) to 102-122
N.m (75-90 ft.-lbs.) torque. Lubricate cross shaft seals
(1—Fig. 371) and bushings (2) with grease. When
installing cross shaft (4), note that a master spline on
the shaft aligns with master spline on piston arm (3)
and both lift arms (6). Tighten lift arm retaining bolts
as follows: Position retainer plates (7) on lift shaft so
hole in plate is aligned with hole in shaft. Tighten left
lift arm retaining bolt to 27-40 N.m (20-30 ft.-lbs.)
torque. Raise the lift arms, then tighten right lift arm
12 9 retaining bolt sufficiently so that lift arms will lower
Fig. 372 Expioded view of iift cyiinder assembiy.
under their own weight. Bend tabs of lockwashers (8)
1. Plug to lock the bolts in position. Tighten lift cylinder
2. Spring 8. Seal ring
3. Detent ball 9. Piston mounting bolts to 224-271 N.m (165-200 ft.-lbs.)
4. ASC valve 10. Lift cylinder housing torque. |
5. "O" rings 11. Seal
6. Dowel 12. Safety valve
7. Back-up ring 13. Plug ELECTRONIC DRAFT CONTROL VALVE

the ASC valve and mating bore with fine abrasive. 280. R&R AND OVERHAUL. To remove control
Heavy scoring of either bore will require renewal of valve assembly, lower the lift arms to relieve hydrau-
lifi; cylinder assembly. Note that ASC valve is color lic pressure in system. Remove cab or platform fioor
coded as a guide for matching valve to bore. Valve panel for access to valve. Disconnect control valve
should operate in bore without binding. Metal polish wiring harness plug. Disconnect pilot and load sens-
may be used to lap a slightly oversize valve into the ing tubes. Remove four retaining bolts and withdraw
bore. The following valve sizes are available. control valve assembly.
Color Code Valve O.D. Thoroughly clean the valve before disassembling.
Blue/white 15.8293-15.8369 mm Identify raise and lower solenoids (lOAand lOB—Fig.
(0.6232-0.6235 in.) 373) for correct reassembly. Remove through-bolts (1)
White 15.8369-15.8445 mm and withdraw solenoids from valve housing. With-
(0.6235-0.6238 in.) draw pilot spool (17) and spring (18) from holders
Blue 15.8445-15.8521 mm (14). Thread a ^/le in. UNF bolt into end of pilot holder
(0.6236-0.6241 in.) (14) and pull holder from housing. Identify the right
Yellow 15.8521-15.8598 mm and left hand adjuster assemblies (20 through 25),
(0.6241-0.6244 in.) then remove the adjusters. Withdraw centering

212
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 281

0 ( 2 ) (3) (4) (5

32

Fig. 374—Expioded view of eiectronic draft controi vaive

soienoid.
1. Allen screws 7. "O" ring
2. End cap 8. Back-up ring
3. "0" ring 9. "O" ring
4. Holder 10. Solenoid body
5. Plunger 11. Plate
19 6. Field coil 12. "O" ring

ment is preset at factory to correctly position main

spooi (28—Fig. 373) in neutral position.

!0A Remove plugs (29) and separate load check valve

Fig. 373—Expioded view of eiectronic draft hydrauiic con- components (31 through 37) from valve housing.
troi vaive assembiy. Separate solenoid components as shown in Fig. 374.
1. Through-bolt 24. Centering spring
lOA. Solenoid (raise) 25. Adjuster body Thoroughly clean and inspect all components for
lOB. Solenoid (lower) 26. "O" ring wear or damage. Be sure that all spools slide freely
13. "O" rings . 27. Spring seat in their bores. Renew all seal rings.
14. Pilot valve holder 28. Main valve spool
15. Seal 29. Plug To reassemble, reverse disassembly procedure
16. Seal 30. "0" ring
17. Plunger 31. Load sensing valve while noting the following special instructions. Lubri-
18. Spring 32. Valve body cate spools with hydraulic oil. Make certain that
19. Plug 33. Pin adjuster assemblies and solenoids are installed in
20. Nut 34. Load check valve their original positions. Tighten plugs (29—Fig. 373)
21. "O" rings 35. Ball
22. Locknut 36. Guide to 14 N.m (10ft.-lbs.)and adjuster assemblies to 45
23. Adjusting screw 37. Spring N.m (33 ft.-lbs.) torque. Tighten solenoid through-
bolts gradually in cross comer sequence to final
torque of 1.7 N.m (15 in.-lbs.) torque. Do not exceed
springs (24), seats (27) and main spool (28). Be sure specified torque value.
that springs and seats remain matched with their
respective adjuster. Be sure that "O" rings are located on mounting face
of control valve housing before installing valve on lift
NOTE: DO NOT disassemble or reset control cover. Tighten valve mounting bolts to 57-76 N.m
valve adjuster assemblies. Control valve adjust- (42-56ft.-lbs.)torque.

HYDRAULIC LIFT WITH TOP LINK SENSING

OPERATION
281. For tractors with top link sensing hydraulic
lift system, automatic draft and position control is
accomplished with mechanical linkage. Draft signals
applied to an implement are sensed and transmitted
to the hydraulic lift control valve mechanically by the
top link of the three-point linkage. The three-point
linkage can be operated in either draft or position
control using two control levers positioned next to the
operator's seat.
When draft control is selected (Fig. 375), the draft
sensitivity is set by the position of a selector lever (9).
When a soil engaging implement is pulled through

213
Paragraph 281 (Cont.) FORD

Fig. 375—Drawing of iiydrauiic iift siiowing operation of
draft controi iinicage.
1. Draft control main spring 8. Selector arm
2. Tbp link yoke 9. Selector lever
3. Selector link 10. Lift control lever
4. Control rod & roller assy. 11. Actuating lever
5. Stop pin 12. Position control cam
6. Control valve assy. 13. Position control link
7. Control rod connector 14. Draft control plunger
the soil, implement draft creates a compressive force
against the top link yoke (2). Movement of the yoke
causes the selector link (3) to move in the same
direction as the yoke, pushing the control rod and
roller (4) against the lift control valve actuating lever
(11).
When the draft load exceeds the preset sensitivity,
the inward movement of the yoke is transmitted by
the mechanical linkage to the hydraulic control valve
(6), moving the hydraulic control valve into the raise
position. As the implement is raised and draft load
decreases, main spring (1) pressure moves the yoke
rearward allowing the control valve to return to neu-
tral position.
When draft load becomes less than that set by the
selector lever, rearward movement of the yoke and
resulting movement of control linkage allows the
spring loaded control valve (6) to move to the lower
position. Implement is lowered further into the
ground until the selected draft loading is restored and
control valve again returns to neutral position.
Fig. 376—Drawing of hydrauiic iift showing operation of
position controi iiniiage. Refer to Fig. 375 for parts iden-
tification.
When position control is selected (Fig. 376), the
control linkage is repositioned so that draft loading
applied to the yoke is not transferred to the control
linkage. The position of the control valve (6) is now
controlled by the movement of the lift control lever
(10). When the control lever is moved, the actuating
lever (11) pivots on the control rod (4) and moves
control valve to raise or lower position. As the lift
arms move, the position control link roller (13) moves
along the position control cam (12) and returns the
actuating lever (11) to neutral position when the lift
arms reach the desired position.
The top link sensing hydraulic system may be
equipped with either a fixed displacement hydraulic
pump or variable displacement closed center load
sensing hydraulic pump.
Apriority valve pack (20—Fig. 377), located on top
of hydraulic lift cover, is required on tractors
equipped with fixed displacement hydraulic pump
(9). The priority valve pack contains a set of valves
that controls oil flow to the lift cylinder and remote
valves. The flow control valve (19) provides priority
oil flow to the hydraulic lift cylinder and diverts
excess oil to the combining valve (18). The unload
valve (21) is operated by oil pressure from the flow

Fig. 377—Hydrauiic circuit for tractor

with top iinii sensing hydrauiic iift and
fixed dispiacement tandem gear type
pump.
1. Position control link i

2. Selector link 13. Exhaust valve

3. Draft control 14. Lift cylinder
main spring safety valve
4. Tbp link yoke 15. Oil filter
5. Selector rod & 16. Auxiliary
roller assy. hydraulic pump,
6. Actuating link engine mounted
7. Pressure relief 17. Check valve
valve 18. Combining valve
8. Steering pump 19. Flow control valve
9. Main hydraulic 20. Priority valve
pump pack
10. Oil filter 21. Unload valve
11. Lift piston 22. Check valve
12. Lift control valve 23. Lift arms

214
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 282

Fig. 378—Hydrauiic circuit for tractor with

top iini( sensing hydraulic iift and variabie
dispiacement ioad sensing hydrauiic
pump.
1. Position control link 10. Lift piston
2. Selector link 11. Lift control
3. Draft control valve
main spring 12. Exhaust valve
4. Ibp link yoke 13. Lift cylinder
5. Selector rod safety valve
& roller assy. 14. Check valve
6. Actuating link 15. Unload valve
7. Pressure & flow assy.
compensating valve 16. Unload valve
8. Pressure regulating spool
valve 17. Load sensing
9. Variable displacement line to pump
piston type pump 18. Lift arms

control valve. The unload valve allows pressure oil to
flow to the lift cylinder when in the raise position or
directs oil to sump when in neutral or lower position.
The combining valve (18) is used on tractors equipped
with remote valves. The combining valve combines
the flow of oil from main and auxiliary pumps (9 and
16) and directs the pump flow to remote valves on
demand. The valve also returns oil to sump if there
is no remote valve demand. A check valve (22) in
priority valve pack prevents back feed of pressure oil
from main hydraulic pump to the auxiliary pump. A
second check valve (17) prevents back feed of oil from
lift cylinder to flow control valve.
Tractors equipped with variable displacement hy-
draulic pump (9—Fig. 378) use a special unload valve
(15) in place of the priority valve pack used on flxed
displacement pump systems. The unload valve con-
trols the flow of oil to the lift cylinder. The unload
valve also signals the pressure and flow compensat-
ing valves (7) through the load sensing line (17) to
increase or decrease pump output according to hy-
draulic demand. The remainder of the lift system
controls are identical to those used with flxed dis-
placement gear type pump.
An exhaust valve (12—Fig. 378), which is also used
with flxed displacement pump, controls the flow of
exhaust oil from the lift cylinder during the lowering
cycle, thereby controlling the rate of implement drop.
TROUBLESHOOTING
282. The follo^ying are symptoms that may occur
during operation of hydraulic lift system and their
possible causes. Use this information in conjunction
with testing information covered elsewhere in this
manual when servicing hitch lift system. Note that
slow lifting may occur on tractors with variable dis-
placement CCLS hydraulic pump if there is excessive
demand on hydraulic remote valve. Slow lift may also
occur on tractors with 16 x 16 transmission if clutch
pedal is depressed when engine speed is below 1000
rpm.
A. HITCH WILL NOT LIFT LOAD OR LIFTS
SLOWLY. Could be caused by:
1. Low oil level in rear axle center housing.
2. Auxiliary Services Control valve not pushed fully
in.
3. Lift control linkage binding or damaged.
4. Lift cylinder piston seals faulty.
5. Lift cylinder safety valve faulty.
6. "O" ring failed in high pressure circuit.
7. Valves in priority valve pack (flxed displacement
pump system) sticking.
8. Unload valve (variable displacement pump sys-
tem) sticking.
9. Load sensing line (variable displacement pump
system) obstructed.
10. Pressure or flow sensing valves (variable dis-
placement pump system) faulty.
11. High pressure relief valve setting too low.
12. Hydraulic pximp defective.
B. HITCH WILL NOT LOWER. Could be caused
by:
1. Lift control linkage binding or damaged.
2. Lift control valve sticking.
C. EXCESSIVE OVER-CORRECTING OR "BOB-
BING" WHEN HYDRAULIC SYSTEM IS IN NEU-
TRAL. Could be caused by:
1. Internal control linkage binding or damaged.
2. Lift assist cylinder seals defective.
3. Lift cylinder seals defective.
4. Lift cylinder and/or piston damaged.
5. Lift cylinder safety valve faulty.
6. Lift cylinder check valve faulty.
7. "0" ring seals damaged.

215
Paragraph 283 FORD

PRIORITY VALVE PACK

Tractors With Fixed Dispiacement

iHydrauiic Pump
283. R&R AND OVERHAUL. Fully lower the
hitch lift arms. For tractors without cab, remove seat
for access to priority valve (1—Fig. 379). Disconnect
hydraulic lines (2, 3 and 4), being careful not to lose
check valve spring and ball when remote valve supply
line (2) is disconnected. Unbolt and remove valve
assembly.
To disassemble, remove plugs (2, 6, 7 and 17—Fig.
380) and withdraw flow control valve (5), unload
valve (10), combining valve (21) and check valves (14
Fig. 379—Priority vaive pacii is used on tractors equipped and 22). Remove lift circuit check valve cage (25),
with fixed dispiacement gear type hydrauiic pump.
spacer (24), spring (26) and ball (27). Check valve seat
1. Priority valve assy
2. Supply line to remote valve 4. Supply line from (28) can be pulled from valve housing if seat is pitted
3. Load sensing line auxiliary hydraulic pump or if "O" ring (29) is suspected of leaking.

Fig. 380—Expioded view of hydrau-

iic iift priority vaive paci( assembiy.
1. Priority valve housing
2. Plug
3. «0" ring
4. Spring
5. Flow control I u
valve spool !
6. Plug : '• -
7. Plug ..:-.-: i ^i;
8. "O" ring I -
9. Spring I
10. Unload valve spool
11. "0" ring i •
12. Plug p! . :;
13. "O" ring
14. Check valve ball
(auxiliary pump circuit)
15. Spring ,]
16. Stop
17. Plug ;
18. "O"ring
, 19. Spring
20. Filter
21. Combining valve
22. Ball & seat
23. Plug
24. Spacer
25. Cage
26. Spring
27. Lift circuit
check valve ball
28. Seat
29. Seal
30. "O" ring
31. Connector

216
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraphs 284-285

Fig, 381—Unload vaive (1) is used on tractors equipped

with variabie dispiacement dosed center ioad sensing
hydrauiic pump.

Thoroughly clean all parts and examine for scoring,

scratches, burrs or other damage. Valve spools must
move freely in their bores.
Lubricate parts with hydraiilic oil when reassem-
bling. Renew all "O** ring seals. Tighten priority valve
mounting bolts to 57-76 N.m (42-56 ft.-lbs.) torque.

UNLOAD VALVE

Tractors With Variable Dispiacement

Hydrauiic Pump
284. R&R AND OVERHAUL. Fully lower hitch
lift arms. For tractors without cab, remove seat for
access to unload valve (1—Fig. 381). Disconnect hy-
draulic line, remove mounting bolts and withdraw
valve assembly from lift housing.
Remove plug (2—Fig. 382), spring (4) and unload
spool (6). Remove lift circuit check valve cage (12),
spacer (11), spring (10) and ball (9). Seat (8) can be
pulled from housing if seat is pitted or if "O" ring is
suspected of leaking.
Thoroughly clean all parts and examine for scoring,
scratches, burrs or other damage. Heavy scoring will
require renewal of unload valve assembly. Minor
scratches and burrs may be removed with fine abra-
sive. Unload valve spool must move freely in its bore.
Lubricate valve with hydraulic oil when reassem-
bling. Renew all "O" ring seals. Tighten valve mount-
ing bolts to 57-76 N.m (42-56 ft.-lbs.) torque.
HYDRAULIC LIFT COVER AMD CYLINDER
285. REMOVE AND REINSTALL. Thoroughly
clean lift cover and surrounding area prior to re-
moval. Move selector lever to position control and
fully lower hitch lift arms. Be sure that position
control chisel mark (1—Fig. 383) on actuator (4) is
12
Fig. 382—Expioded view of unioad vaive assembiy.
7. Seal
1. Unload valve housing 8. Seat
2. Plug 9. Lift circuit
3. **0" ring ' check valve ball
4. Spring 10. Spring
5. Retaining ring 11. Spacer
6. Unload valve spool 12. Cage
aligned with chisel mark (2) on lift cover support,
then tighten locking bolt (5) to clamp in position.
Disconnect control rods to lift cover linkage. Discon-
nect Auxiliary Selector Control (ASC) valve linkage
(if equipped). If equipped with platform, remove seat
and platform to gain access to lift cover. If equipped
with cab, there is sufficient clearance between cab
and lift cover to allow removal of cover without re-
moving cab. Remove three-point top link and rocker.
Disconnect lift assist cylinder hoses (if equipped) and
disconnect assist cylinders and lift rods from hitch lift
arms. Disconnect hydraulic lines and control linkage
from remote valves. Unbolt and remove remote
valves and hydraulic lines from lift cover. Remove
trailer brake coupler and hydraulic line if equipped.

217
Paragraph 286
Fig. 383—Hydrauiic iift iinkage actuator (4) shouid be
iociced in position as shown before removing iift cover.
3. Draft control mark
1. Position control mark on actuator 4. Actuator
2. Position control mark on support 5. Locking bolt
Disconnect hydraulic tubes from priority valve pack
or unload valve. Be careful not to lose check valve
spring and ball when disconnecting remote valve
supply tube from priority valve. Unbolt and remove
priority valve pack or unload valve and hydraulic
tubes from lift cover. Disconnect parking brake cable
and any remaining wiring or hydraulic tubes that will
interfere with lift cover removal. If lift cylinder will
be removed from lift cover, it is recommended that
cylinder retaining bolts (1, 2, 3 and 4—Fig. 384) are
loosened before removing lift cover but do not re-
move the bolts. Remove lift cover retaining bolts and
remove lift cover from tractor using suitable lifting
equipment.
When reinstalling lift cover, apply a continuous
bead of Loctite 515 to both sides of lift cover gasket
to a thickness of approximately 1 mm (V32 in.). Install
lift cover and tighten retaining bolts to 135-170 N.m
(100-125 ft.-lbs.) torque. With engine stopped, manu-
ally raise hitch lift arms and check that the arms fall
slowly under their own weight. If arms do not fall,
recheck torque applied to lift arm retaining bolts as
outlined in paragraph 286. Remainder of installation
is reverse of removal procedure. Adjust external link-
age as outlined in paragraphs 291, 292 and 293.
286. OVERHAUL CONTROL LINKAGE AND
LIFT SHAFT. Unscrew ASC control Hnkage connec-
tor (5—Fig. 385) and withdraw knob (4) and selector
valve stem (2) from lift cover (1). Disconnect and
remove lift control valve tumbuckle (15 and 16).
Remove four bolts retaining lift cylinder (Fig. 384),
move lift arms to raised position and remove cylinder
from lift cover.
Tb disassemble control linkage, remove nut (6—
Fig. 385), Belleville washers (7), actuator body (8) and
friction disk (9). Drive roll pins out of actuator (19),
218
FORD
Fig. 384—Lift cyiinder retaining boits as viewed from top
of iift cover. Note different size and iocation of boits.
1. 76 mm (3.0 in.) 3. 57 mm (2.25 in.)
2. 64 mm (2.5 in.) 4. 76 mm (3 in.) with thin bolt head
remove retaining bolts from support (10) and with-
draw support and actuator. Disconnect selector arm
(18) from rod and roller assembly (17), then remove
rod and roller assembly, lever (14), shaft (13) and arm
(18). Remove sleeve (21), eccentric (25) and links (22
and 23). Disconnect and remove spring bracket (29)
and selector link (28). Unscrew yoke (30) from outer
end of plunger (36). Loosen set screw (32) and un-
screw control spring retainer nut (33). Remove
plunger, washers (34) and main control spring (35).
Straighten tabs on lockwasher (8—Fig. 386) and
remove cap screws (9) and retainer plates (7). Remove
lift arms (6) from cross shaft (4), then bump cross
shaft either way out of cover. Bushings (2) will be
driven from side of cover that cross shaft is removed
from. Drive two remaining bushings and seal (1) out
of cover.
Renew parts as necessary and reassemble as fol-
lows: Install cross shaft bushings (2—Fig. 386) and
seal (1) in one side of lift cover so outer bushing is
flush with outer face of cover. Coat seals (1) and cross
shaft with grease then insert shaft through opposite
side of cover from which bushings are installed. Align
master spline on shaft with master spline in ram arm
(3). Install remaining two bushings (2) and seal (1)
over the cross shaft and into lift cover. Install lift arms
with master spline on shaft and lift arms aligned.
Tighten lift arm retaining bolts as follows: Position
retainer plates (7) on lift shaft so hole in plate is
aligned with hole in shaft. Tighten left lift arm retain-
ing bolt to 27-40 N.m (20-30 ft.-lbs.) torque. Raise the
lift arms, then tighten right lift arm retaining bolt
sufficiently so that lift arms will lower under their
own weight. Bend tabs of lockwashers (8) to lock the
bolts in position. Reassemble control linkage by re-
versing disassembly procedure (Fig. 387). Adjust
main control spring and control linkage as outlined
in paragraphs 288, 289 and 290. Install lift cylinder
making sure that retaining bolts are installed in
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 286 (Cont.)

Ccfl

">) 2

23. Arm
20 24. Roller
25. Eccentric shaft
19 26. Spring
27. Hn.
28. Selector link
14. Lever 29. Spring anchor
15. Link 30. Yoke
16. Tumbuckle 31. Seal
17. Rod & roller assy. 32. Setscrew
Fig. 385—Expioded view of top iini( sensing hitch controi iinkage, 18. Actuator arm 33. Nut
1. Lift cover 5. Extension 8. Selector lever 11. Gasket 19. Actuator 34. Washers
2. ASC valve 6. Locknut actuator 12. Seal 20. Locking bolt 35. Draft control
3. Seal 7. Belleville 9. Friction disc 13. Selector 21. Sleeve main spring
4. Knob washers 10. Support lever shaft 22. Link 36. Plunger

Fig. 386—Expioded view of cross shaft

and iift arms.
1. Seal
2. Bushings 6. Lift arm
3. Ram arm 7. Washer
4. Cross shaft 8. Tab washer
5. Thrust washer 9. Retaining bolt

219
 FORD

graph 286, disassemble as follows: Unscrew safety

valve(15—Fig. 388) from cylinder (13). Insertametal
rod through safety valve bore and push lift cylinder
piston (12) out of cylinder. Remove detent spring (23)
and ball (24), then withdraw ASC valve spool (1).
Remove retaining bolt (6) and withdraw control valve
spool (7). Remove exhaust valve assembly (16-21).
The safety valve (15) protects lift cylinder from
excessive hydraulic pressure due to shock loads im-
posed by rear mounted implements. Safety valve is
set at the factory to open at pressure of 19,650-21,030
kPa (2850-3050 psi). The safety valve is not adjust-
15 able or serviceable.
Inspect piston and cylinder bore for scoring or
excessive wear. Light scratch marks may be removed
from the cylinder bore with fine abrasive. Heavy
40 scoring of bore will require renewal of lift cylinder
41 assembly.
Fig. 387—View of hydrauiic iift cover with iift cyiinder and
controi iini(age instaiied. The ASC valve (1) is a select fit in cylinder housing
15. Control valve turnbuckle bore. Valve should operate in bore smoothly without
17. Rod & roller assy. 28. Selector link binding. If cylinder housing valve bore is scored, lift
18. Actuator arm 40. Lift cylinder cylinder will require renewal. The valve is color coded
23. Eccentric arm 41. Control valve as a guide for matching valve to bore. Metal polish
may be used to lap a slightly oversize valve into the
correct locations (Fig. 384) and tightened to 224-271 bore to obtain an optimum fit. The following valve
N.m (165-200 ft.-lbs.) torque. sizes are available.
Color Code Valve O.D.
287. OVERHAUL LIFT CYLINDER, With lift Blue/white 15.8293-15.8369 mm
cylinder removed from lift cover as outlined in para- (0.6232-0.6235 in.)

Fig. 388—Expioded view of top iink sensing hy-

drauiic iift cyiinder.
1. ASC valve
2. "O" rings 12. Lift piston
3. Dowel 13. Lift cylinder
4. Control valve bushing 14. Seal
5. Retainer plate 15. Safety relief valve
6. Bolt 16. Valve housing
7. Control valve spool 17. "O" ring
8. Spring 18. Spring
9. Sleeve 19. Exhaust valve spool
10. Back-up ring 20. Retaining ring
11. Seal ring 21. Diffuser

220
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 288
Blue 25.410-25.415 mm
(1.0004-1.0006 in.)
Yellow 25.415-25.420 mm
(1.0006-1.0008 in.)
Green 25.420-25.425 mm
(1.0008-1.0010 in.)
Orange 25.425-25.430 mm
(1.0010-1.0012 in.)
o o Green/White 25.430-25.436 mm
(1.0012-1.0014 in.)
Lubricate new bushing and press it into its bore
from the rear until face of bushing protrudes 2.54-
2.62 mm (0.100-0.103 in.) beyond rear face of cylinder
(A—Fig. 389).
Fig. 389—Face of controi vaive bushing (4) shouid pro- To reassemble, reverse the disassembly procedure
trude 2.54-2.62 mm (0.100-0.103 in.) beyond rear face (A) while noting the following special instructions. In-
of iift cyiinder. stall piston seal ring (11—Fig. 388) nearest closed end
of piston (12) and back-up ring (10) nearest open end
White 15.8369-15.8445 mm of piston. To aid installation of piston and prevent
(0.6235-0.6238 in.) damage to seal rings, lubricate piston with hydraulic
Blue 15.8445-15.8521 mm oil and use a ring compressor to compress the seals.
(0.6236-0.6241 in.) Tighten lift cyhnder safety valve (15) to 102-122 N.m
Yellow. .; 15.8521-15.8598 mm (75-90 ft.-lbs.) torque.
(0.6241-0.6244 in.)
Green 15.8598-15.8674 mm INTERNAL LINKAGE ADJUSTMENT
(0.6244-0.6247 in.)
Inspect control valve (7—Fig. 388) and bushing (4) 288. DRAFT CONTROL MAIN SPRING. The
for scoring or excessive wear. The control valve is a draft control main spring (35—Fig. 390) must be
select fit in bushing. To check fit of a new valve, adjusted correctly before doing any other adjust-
lubricate valve spool with hydraulic oil and insert in ments. Lower lift arms to fully lowered position.
normal position in bushing. Valve spool should move Disconnect top link rocker from yoke. Unscrew yoke
freely without binding through entire length of bush- (30) so there is no preload on main spring. Loosen
ing. If valve sticks or binds, select a smaller diameter setscrew (32) in retainer nut (33) and turn nut in until
valve. If valve fits loosely, select a larger valve. Con- tension of main spring is felt. Turn yoke onto draft
trol valve and bushing are available in following control plunger (36) until all free play is eliminated
sizes. and hole in yoke is in horizontal position. Tighten set
Color Code Valve O.D. screw in retainer nut.
White 15.029-15.034 mm
(0.5917-0.5919 in.)
Blue 15.034-15.039 mm
(0.5919-0.5921 in.)
Yellow 15.039-15.044 mm
(0.5921-0.5923 in.)
Green 15.050-15.052 mm
(0.5925-0.5926 in.)
Orange 15.055-15.057 mm
(0.5927-0.5928 in.)
If control valve bushing (4—Fig. 388) is to be re-
newed, observe color marking located on the cylinder
casting near the control valve bushing bore. Install
new bushing with same color code. Control valve
bushing is available in seven different sizes and each
size is color coded as follows:
Color Code Bushing O.D. Fig. 390—Expioded view of draft controi main spring.
Blue/White . 25.400-25.405 mm Refer to text for spring adjustment procedure.
(1.0000-1.0002 in.) 1. Lift housing 33. Adjusting nut
30. Yoke 34. Washers
White 25.405-25.410 mm 31. Seal 35. Main spring
(1.0002-1.0004 in.) 32. Setscrew 36, Drsdl control plunger

221
Paragraphs 289-290

TA C

1
Fig. 391~-'Tooi No. FNH 00014 can be manufactured to the
foiiowing dimensions.
A. 20 mm (0.8 in.)
B. 11.7 mm (0.46 in.) C. 12 mm (0.5 in.)

Fig. 393—Setting controi rod roiier (R) for draft controi

using setting gauge (T), Tooi No. FT.8527.
17. Control rod 28. Selector link

14

Fig. 392—Draft controi iinkage adjustment settings. Refer

to text.
1. Notch on hody 15. TVirnbuckle
2. Draft control notch on support 19. Actuator
3. Position control notch on support 20. Locking bolt
17B 28
Fig. 394^-Controi rod roiier setting dimensions for draft
289. DRAFT CONTROL LINKAGE. Two valve and position controi.
setting tools, Tool No. FNH 00014 and No. FT.8527 A. 49.5 mm (1.95 in.)
B. 0.76 mm (0.030 in.) 17B. Control rod & roller
are used when adjusting draft control linkage. The 14. Actuator lever in position control setting
setting tool No. FNH 00014 can be fabricated to the 17A. Control rod & roller 28. Selector arm
dimensions shown in Fig. 391. Tool No. FT.8527 can in draft control setting 36. Draft control plunger
be obtained from Ford New Holland tractor dealer or
from the V.L. Churchill tool company. Draft control into end of control valve bushing, then adjust control
linkage is adjusted with lift cover removed from trac- valve tumbuckle (15—Fig. 392) imtil end of valve
tor w spool just touches the setting tool. This sets the spool
at 11.7 mm (0.46 in.) from end of bushing (C—^Fig.
Move lift arms to fully lowered position. Align notch
395). Tighten tumbuckle locknut and recheck spool
on selector actuator body (1—^Fig. 392) with draft
control notch (2) on support. Move actuator (19) to setting.
draft control position, but do not tighten actuator
locking bolt. Place setting gauge Tool No. FT.8527 290. POSITION CONTROL LINKAGE. Two
(T—Fig. 393) over the control rod roller (R). The tool valve setting gauges, Tool No. FNH 00014 and No.
will position the roller at 49.5 mm (1.95 in.) above lift FT.8527 are used when adjusting position control
cover mounting face (A—Fig. 394). While holding linkage. The setting tool No. FNH 00014 can be
roller against the setting tool, tighten actuator lock- fabricated to the dimensions shown in Fig. 391. Posi-
ing bolt (20—Fig. 392). Position the valve setting tool tion control linkage is adjusted with lift cover re-
No. FNH 00014 or other suitable measuring device moved from tractor.

222
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 395—Control valve spool (7) is set correctly when end
of spool (C) Is 11.7 mm (0.46 mm) form end of bushing (4).
Fig. 396—Position control linkage adjustment settings.
Refer to text.
1. Notch on body
2. Draft control 15. Tlimbuckle
notch on support 19. Actuator
3. Position control 20. Locking bolt
notch on support 25. Eccentric shaft
With lift arms fully lowered, align notch on selector
actuator body (1—Fig. 396) with position control
notch (3). Loosen actuator locking bolt (20) and move
actuator (19) to position control position as shown in
Fig. 396. Do not tighten actuator locking bolt. Place
setting gauge Tool No. FT.8527 (T—Fig. 397) under
the roller (R). The tool will position the roller at 0.76
mm (0.030 in.) below lift cover mounting face (B—Fig.
294). Tighten the actuator locking bolt. Mark the
support (2—Fig. 398) in line with position control
mark (1) on actuator (19). Loosen eccentric shaft
locknut (25—Fig. 396). Position the valve setting tool
No. FNH 00014 or other suitable measuring device
Paragraph 291
Fig. 397—Setting control rod roller (R) for position control
using setting gauge (T), Tool No. FT.8527.
18. Control rod 28. Actuator link
Fig. 398—Actuator locked In position control setting.
1. Position control mark on actuator
2. Position control mark on support 19. Actuator
3. Draft control mark on actuator 20. Locking bolt
into end of control valve bushing and turn the eccen-
tric shaft until end of spool just touches the setting
tool. This sets the spool at 11.7 mm (0.46 in.) from end
of bushing (C—Fig. 395). Tighten eccentric shaft
locknut and recheck spool setting.
EXTERNAL LINKAGE ADJUSTMENTS
291. SELECTOR LEVER. External linkage ad-
justments are made with the lift cover installed on
the tractor.
Make certain that position control chisel mark
(1—Fig. 398) on actuator (19) is aligned with chisel
mark (2) on support and locking nut (20) is tightened.
Disconnect selector lever rod at the lower end. Move
selector control lever (2—Fig. 399) rearward to the
position control notch (3) in control lever quadrant.
223
Paragraphs 292-296
Fig. 399—View of hydrauiic iift controi ievers. Refer to text
for iinkage adjustment procedure.
1. Lift control lever
2. Selector lever • -' 4. Draft control setting
3. Position control setting 5. Adjustable stop
Adjust length of selector lever rod by turning the
tumbuckle so that lower end of rod engages hole in
actuator arm. Tighten tumbuckle locknuts to 11 N.m
(8 ft.-lbs.) torque. Remove actuator locking bolt (20—
Fig. 398).
292. LIFT CONTROL LEVER Make certain that
lift arms are fully lowered. Disconnect lift control rod
at lower end. Position the lift control lever (1—Fig.
399) 9 mm (0.354 in.) from the fully lowered position
on control quadrant. Adjust length of lift control rod
by turning the tumbuckle so that lower end of rod
engages hole in lift control shaft arm. Tighten tum-
buckle locknuts to 11 N.m (8 ft.-lbs.) torque.
293. LINKAGE ADJUSTMENT FINAL
CHECK. To determine if control linkage has been
adjusted correctly, perform the following operational
check: Start engine and place lift control lever (1—
Fig. 399) in fully lowered position and selector lever
(2) in position control notch. Then, move selector
lever from position control (3) to draft control (4) and
REMOTE CONTROL VALVES
295. Tractors may be equipped with up to four
closed center, load sensing remote control valves. On
tractors equipped with fixed displacement hydraulic
pumps, oil supply from the pumps is controlled by the
priority valve pack, which provides priority oil supply
to the hydraulic lift. When lift is not in use, oil supply
is directed to the remote valves through the combin-
ing valve, located in the priority valve pack. On
tractors with variable displacement load sensing liy-
draulic pump, oil supply fiows directly to remote
224
FORD
Fig. 400—Expioded view of iift assist hydraulic cyiinder.
1. Cylinder barrel
2. "O" ring seal 6. Seal
3. Back-up ring 7. End cap
4. Guide 8. Wiper seal
5. Bushing 9. Piston rod
check that lift arms do not lower. If lift arms lower, it
is an indication that one of the internal or external
linkage adjustments has been performed incorrectly.
LIFT ASSIST CYLINDER
Models So Equipped
294. R&R AND OVERHAUL. Fully lower the lift
arms. Disconnect hydraulic line at cylinder and re-
move pins attaching cylinder to lift arm and mount-
ing bracket.
Secure end of cylinder in a vise and unscrew end
cap (7—Fig. 400) from cylinder barrel (1). Remove
guides (4) and slide end cap off cylinder rod (9).
Remove and discard wiper seal (8), seal (6), bushing
(5) and "O" ring (2).
Inspect rod and cylinder for scoring or other dam-
age. Check bushings in each end of cylinder anchor
pin bores for wear. To renew bushings, relieve staking
around edge of bushings and press bushings out of
their bores. Stake new bushings in three positions.
Reassemble cylinder using new seals.
Reinstall cylinder. Start engine and raise and lower
hitch several times to bleed air from the cylinder.
valves from the hydraulic pump. The output from the
variable displacement pump is continually adjusted
to meet the hydraulic demand, regardless of the hy-
draulic circuit being operated.
ADJUSTMENTS
296. ADJUST REMOTE CONTROL VALVE OP-
ERATING CABLE. Move remote valve control lever
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
Fig. 401—View of remote controi vaive operating cable.
1. Valve spool
2. Clamp 3. Cable sleeve
Fig. 402—Use a fiow meter to set remote vaive detent
reiease pressure. Refer to text.
1. Flow meter inlet hose
2. Remote valve flow control knob 4. Flow meter return hose
3. Detent regulating valve 5. Flow meter load valve
to raise position. Loosen cable clamp (2—Fig. 401)
and slide cable sleeve (3) away from valve until all
slack in cable is removed. Tighten clamp and check
for correct operation of valve in raise, neutral, lower
and float positions.
297. ADJUST DETENT REGULATING VALVE.
To adjust the pressure at which control valve spool is
released from the detent position, proceed as follows:
Connect flow meter inlet hose (1—Fig. 402) into lift
coupler of remote valve being adjusted. Connect flow
meter return hose (4) into coupler of another remote
valve on tractor. Set flow control knob (2) of coupler
to be adjusted to maximum flow. Start engine and set
engine speed to 1700 rpm. Move lever of remote valve
connected to flow meter return hose to float position.
Move lever of remote valve being adjusted fully rear-
ward to the extend position. Slowly close flow meter
load valve (5) and observe pressure reading immedi-
Paragraphs 297-298
Fig. 403—View of remote controi vaive and coupier as-
sembiy.
1. Oil supply line 4. Control cable
2. Oil return line 5. Couplers
3. Load sensing line 6. Remote control valve
ately prior to remote valve returning to neutral posi-
tion. Pressure reading should be 14,825-16,200 kPa
(2150-2350 psi). If pressure is not within specified
range, loosen locknut on detent regulating valve (3)
and turn valve adjusting screw in to increase pres-
sure or out to decrease pressure.
REMOTE CONTROL VALVE
298. R&R AND OVERHAUL. Clean the valve and
surrounding area. Disconnect hydraulic supply line
(1—Fig. 403), return line (2) and load sensing line (3).
Disconnect actuator cable (4). Remove cap screws
attaching remote control valve and coupling assem-
bly to mounting bracket and withdraw valve assem-
bly from tractor. Separate control valve (6) from the
coupling assembly (5).
To disassemble control valve, remove plug (19—
Fig. 404) and withdraw spring (21) and flow control
spool (22). Loosen set screw (2) in flow control knob
(1) and remove the knob. Push restrictor end plug (5)
into housing to allow removal of retaining ring (4).
Withdraw flow control valve components (5-13) from
valve housing. Remove retaining ring (18) and pull
shuttle check valve (15) out of housing. Remove pri-
ority check valve seat (35) and ball (33). Remove
screws attaching detent assembly to valve housing,
then pull detent assembly (36-53) with a sharp jerk
from end of control valve spool (24). Compress valve
spool centering spring (29) and separate detent
plunger (32) from shaft (31). Note that detent shaft
is assembled to valve spool with Loctite Threadlocker
and will be difficult to remove. Unscrew detent shaft
225
Paragraph 298 (Cont.) FORD

13 18 Fig. 404^-Expioded view of remote con-

troi vaive assembiy.
1. Flow control knob
2. Setscrew 28. Spring retainer
3. Pin 29. Centering spring
4. Retaining ring 30. Spacer
5. Retainer 31. Detent shaft
6. Back-up ring 32. Detent plunger
7. "O" ring 33. Ball
8. Back-up ring 34. "O" ring
9. "O" ring 35. Priority check
10. Flow control valve ;
shaft 36. "O" ring i
11. Spring 37. Detent I
12. Load check housing
valve 38. Washer
13. Sleeve 39. Detent balls
14. "O" ring 40. Back-up ring
15. Shuttle 41. "O" ring
check valve 42. Detent piston
16. "O" ring 43. Spring
17. Back-up ring 44. Spring seat
18. Retaining ring 45. Retaining ring
19. Plug 46. Adjusting
20. "O" ring screw
21. Spring 47. Locknut i
22. Flow control spool 48. Pin
23. "O" ring 49. Spring
24. Main valve spool 50. Back-up ring
25. "O" ring 51. "Oaring
26. Remote valve 52. Detent
housing regulating valve
27. "O" ring 53. Valve seat

tension and remove detent spring (43), spool (42) and

Fig. 405—instaiiing main vaive spooi (24) and "O" ring
(23). Refer to text.
from end of valve spool and remove centering spring
and retainers. Withdraw valve spool from housing.
To disassemble detent assembly, use a press to
push end cap (44) into detent housing to allow re-
moval of retaining ring (45). Carefully release spring
balls (39). Loosen locknut (47) and imscrew detent
adjusting screw (46) from detent housing. Remove
pin (48), spring (49) and valve poppet (52).
Inspect all parts for wear or damage. The main
valve spool and the flow control spool are not serviced
separately. Remote valve assembly must be renewed
if the spools or their bores are excessively worn or
damaged. Renew all "O" rings and back-up rings.
Reassembly of control valve is reverse of disassem-
bly procedure plus the following special instructions.
Lubricate parts with clean hydraulic oil. Tb prevent
damage to housing "O" rings (23 and 25), install "O"
rings and main valve spool (24) as follows: Position
*'O" ring (25) into detent end of housing, then insert
valve spool from the opposite end until it is positioned
as shown in Fig. 405. Install remaining "O" ring (23)
into housing, then slide valve spool the remainder of
way into housing. The flow control tube (13—Fig.
404) must be installed with large slot towards bottom
of the valve. Refer to Fig. 404 emd note assembly
position of back-up rings and "O" rings (6 and 7,8 and
9,17 and 16,40 and 41, 50 and 51). Apply Loctite 242
to threads of detent shaft (31), assemble centering
spring (29) onto main spool and tighten detent shaft
to 6.7 N.m (5 ft.-lbs.)

226
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 298 (Cont.)
Assemble valve housing to coupler assembly and
tighten retaining bolts to 15-20 N.m (11-15 ft.-lbs.)
1202 torque. Install valve assembly on tractor and tighten
mounting bolts to 37-35 N.m (20-26 ft.-lbs.). Check
and adjust detent valve regulating pressure as out-
lined in paragraph 297.

REMOTE VALVE COUPLERS

299. R&R AND OVERHAUL. The remote valve
couplers may be overhauled without removing re-
mote valve and couplers from tractor. Ib disassemble,
remove dust seals from couplers. Use a "C" spanner,
Tool No. FNH 00095 or a fabricated tool as shown in
Fig. 406—A "C" spanner tooi may be fabricated using Fig. 406, to unscrew coupling. When using the span-
drawing above for use in removing remote vaive coupier ner, engage the three locking screws (3) into the round
from coupier housing. holes in outer diameter of coupler sleeve (1—Fig. 407)
A. 40 mm (1.57 in.) and unscrew the coupler assembly from coupler hous-
B. 48 mm (1.88 in.) G. 5 mm (0.19 in.) ing. Unscrew adapter (19) from coupler body (7) and
C. 65 mm (2.55 in.) H. 3 mm (0.11 in.)
D. 18 mm (0.70 in.) 1. Socket welded inside sleeve separate probe (10), valve (13) and springs from cou-
E. 3 mm (0.11 in.) 2. Sleeve pler. Remove retaining ring (29) and withdraw lock-
F. 8 mm (0.31 in.) 3. Hardened screws (6 mm) ing body (28) and sleeve (24). Remove retaining ring

Fig. 407—Drawing of remote coupier

housing (C) showing instaiiation of "O"
rings (4) and siipper seais (3).

10

227
Paragraph 298 (Cont.) FORD

(21) to separate locking body from sleeve, being care-

F/g. 408—Wiring diagram for Duai Power transmission
controi system.
ful not to lose locking balls (30).
Inspect parts for wear or damage. Seal (2), slipper
seals (3) and "O" rings (4) are the only components
serviced separately. Coupler must be renewed as an
assembly if parts other than seal rings are worn or
damaged.
Reassembly is the reverse of disassembly proce-
dure plus the following special instructions. Lubri-
cate and install new "O" rings (4—Fig. 408) into
coupler body, then install new slipper seals (3) inside
the "O" ring seals. A special tool No. FT 8611 is
available to seat the slipper seals. Tool is inserted into
coupler housing and rotated back and forth to slightly
stretch and seat the seals. Lubricate coupler with oil
and use care when installing coupler in coupler hous-
ing to avoid damaging the slipper seals. Tighten
coupler to torque of 82 N.m (60 ft.-lbs.).

228
MODELS 5640, 6640, 7740, 7840,8240 & 8340 Paragraph 300

ELECTRICAL WIRING DIAGRAMS

300. Refer to Fig. 409 through Fig. 460 on the
following pages for tractor wiring diagrams. The fol-
lowing wire color code applies to all diagrams:
B. Black P. Purple
G. Green R. Red
KPink S. Slate
LG. Light green TQ. TVirquoise
LN. I^n U. Blue
N. Brown W White
O. Orange Y. Yellow
Refer to the following index for wiring diagram
location.
Fig. No. Wiring Diagram Description
409 Electronic draft control with variable displacement load sensing hydraulic pump.
410 Electronic draft control with fixed displacement hydraulic pump.
411 Wiring harness locations.
412 Extension harness connections for SLE models.
413A Main harness without cab.
413B Main harness with cab.
414-420 Main rear harness for SLE models with cab and EEC IV (equipment electronic
control.
421 Main rear harness interconnections for SLE models with cab and EEC IV.
422-426 Main rear harness for SLE models with cab and AEIC (analog & electronic
instrument cluster).
427 Main rear harness interconnections for SLE models with cab and AEIC.
428-432 Main rear harness for SLE models without cab, but with EIC (electronic
instrument cluster).
433 Main rear harness interconnections for SLE models without cab, but with EIC.
434-436 Main rear harness for SLE models without cab, but with AEIC (analog &
electronic instrument cluster).
437 Main rear harness interconnections for SLE models without cab, but with AEIC.
438-442 Main rear harness for S models.
443 Main rear harness interconnections for S models.
444-445 Extension harness for SL & SLE models with cab, EEC IV (equipment electronic
control) and EDC (electronic draft control).
446 Extension harness interconnections for SL & SLE models with cab, EEC IV and EDC.
447-448 Extension harness for SL & SLE models with cab, EIC, AEIC, EDC, EEC IV and
16 X 16 transmission.
449 Extension harness interconnections for SL & SLE models with cab, EIC, AEIC, EEC
IV and 16 x 16 transmission.
450-451 Extension harness for SL & SLE models without cab or EEC IV, but with EIC
and 12 x 12 transmission.
452-453 Extension harness for SL & SLE models without cab, but with EIC, AEIC, EDC,
EEC IV and 16 x 16 transmission.
454-455 Extension harness for SL & SLE models without cab, but with tandem pump and
12 X 12 transmission.
456 Climate control harness for SL & SLE models with cab.
457 System diagram for 12 x 12 Dual Power and EDC (electronic draft control).
458 Engine wiring harness for all models.
459 Drawing of main harness and engine harness for SLE models.
460 Electronic draft control and transmission control harness.

229
Paragraph 300 (Cont.) FORD

13. Lift control lever potentiometer

14. Fuse panel
P/g. 409—Wiring diagram for eiectronic draft controi (EDC) system for tractors with 15. Instrument panel connector J l
16. Hydraulic control valve solenoid (raise)
variabie displacement ioad sensing hydrauiic pump. 17. Hydraulic control valve solenoid (lower)
1. Hydraulic lift fender switch (right hand) 7. Load sensing pin (right hand) 18. Transmission output speed sensor
2. Hydraulic lift fender switch (left hand) 8. Load sensing pin (left hand) 19. Micro computer connector
3. In cab fast raise/lower switch 9. Slip limit ON indicator light 20. Harness connector (C4)
4. Performance monitor radar 10. Hitch disabled warning light 21. Harness connector (Tl)
5. Auxiliary relay 11. EDC control panel 22. Harness connector (C2)
6. Hydraulic lift enable relay 12. Lift arm position sensing potentiometer 23. Harness connector (El)

230
MODELS 5640, 6640, 7740, 7840, 8240 & 8340
12V
12V
12V
Fig. 410—Wiring diagram for eiectronic draft controi (EDC) system for tractors with fixed
dispiacement gear type tandem pump.
1. Instrument panel & connector
2. Performance monitor radar
3. 12 volt supply to micro processor
4. Hydraulic lift fender
switch (left hand)
Paragraph 300 (Cont.)
10. Height limit control
potentiometer
11. Slip limit control
potentiometer
12. Micro processor
13. Drop rate control
potentiometer
14. Position/draft sensitivity
control potentiometer
15. Lift control lever
potentiometer
16. Lift arm position sensing
potentiometer
17. Load sensing pin (left hand)
18. 8 volt reference voltage from
micro processor to
load sensing pins
19. Load sensing pin
(right hand)
20. Hydraulic control valve
i raise solenoid
5. Hydraulic lift fender j 8. Hydraulic lift status 21. Hydraulic control valve
switch (right hand) indicator light lower solenoid
6. In cah fast raise/lower switch 9. 5 volt reference voltage 22. Transmission output
7. Slip limit ON indicator light from micro processor speed sensor
231
Paragraph 300 (Cont.) FORD

\
\
Fig. 411—Three wiring itarnesses are used and are iocated as shown. Refer to Fig. 412 for SLE extension harness and Fig.
413A and Fig. 413B for the two types of main wiring harnesses.
1. Main rear harness 2. Extension harness , 3. Engine harness

Fig. 412—Drawing of transmission wiring (extension harness) for SLE modeis.

1. Cl connector, main rear to
extension harness
2. Lubrication/steering pressure switch
3. Creep solenoid connector (black)
4. Transmission solenoid connector (gray)
5. Low range switch connector (gray)
6. High range switch connector (black)
7. Tl connector, EDC transmission
control harness
8. T2 connector, EDC transmission
control harness
9. C1/C2 clutch pressure switch
10. Neutral start switch
11. Main range 5-8 switch connector (gray)
12. Main range 1-4 switch connector (black)
13. S6 PWM valve connector
14. C3-C4 clutch pressure switch

232
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

Fig. 413A—Drawing of main wiring harness

typicai of modeis without cab showing reia-
tive iocations of connectors.
Cl. Extension harness connector
DI. Diagnostic connector
El. Engine harness connector
E3. Harness connector
F3. Fender harness connectors
F4. Fender harness connectors
FS. Fuse panel
H5. Console harness connector
H6. Console harness connector
Jl. Instrument harness
connector
KS. Keystart switch
Tl. EDC chassis harness
connector
T2. EEC IV extension harness
connector
T4. Harness connector
T5. Harness connector

Fig. 413B—Drawing of main wiring harness

typicai of modeis with cab, showing reiative
iocations of connectors.
Cl. Extension harness connector
C2. Transmission/EDC harness connector
C3. Trailer socket
C4. Transmission/EDC harness connector
DI. Diagnostic connector
El. Engine harness connector
FS. Fuse panel
Jl. Instrument harness connector
J2. Instrument harness connector
KS. Key switch
T6. Heater & Air Conditioner connector

233
Paragraph 300 (Cont.) FORD

o
F/g. 414—Partiai wiring diagram of main rear wiring harness for SLE models with cab and EEC IV (equipment electronic
control). Refer to paragraph 300 for wire color code.
1. Pto speed switch V H- Batteries
2. Instrument harness connector 5. Pto module relay 8. Harness connector 12. Key switch
3. Instrument harness connector 6. Thermostat relay 9. Engine harness connector 13. Pto switch
4. Extension harness connector 7. Diagnostic connector 10. Fuse panel 14. Indicator lamp

234
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

Fig. 415—Partiai wiring diagram of main rear wiring harness for SLE modeis with cab and EEC iV (equipment eiectronic
controi). Refer to paragraph 300 for coior code.
1. Front-wheel drive switch 5. Connector 9. Differential lock relay
2. Right stop light 6. Diagnostic plug 10. Fuse panel 13. Right stop light sv«tch
3. Left stop hght 7. Front pto solenoid 11. Differential lock switch 14. Connector
4. Trailer socket 8. Front-wheel drive relay 12. Left stop Hght switch 15. Front-wheel drive

235
Paragraph 300 (Cont.) FORD

F/g. 416—Partial wiring diagram of main rear wiring harness for SLE models with cab and EEC IV (equipment electronic
control). Refer to paragraph 300 for wire color code.
1. Harness connector 8. Harness connector 12. Battery
2. Harness connector 5. Implement relay " 9. Harness connector 13. Key start switch
3. Implement socket 6. Creeper gear switch 10. Harness connector 14. Ignition delay relay
4. Implement switch 7. Harness connector 11. Fuse panel 15. Fuel shut-off relay

236
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

Fig. 417—Partiai wiring diagram of main rear wiring harness for SLE modeis with cab and EEC iV (equipment eiectronic
controi). Refer to paragraph 300 for wire coior code.
1. Front washer motor 6. Front wiper switch 11. Auxiliary relay 16. Battery
2. Rear washer motor 7. Front wiper motor 12. Hydraulic lift enable relay 17. Keystart switch
3. Rear wiper motor 8. Console lamp 13. Harness connector 18. Harness connector
4. Heater/air conditioner connector 9. Accessory socket 14. Harness connector 19. Harness connector
5. Harness connector 10. Accessory relay 15. Fuse panel 20. Rear wiper switch

237
Paragraph 300 (Cont.) FORD

Fig. 418—Partial wiring diagram of main rear wiring harness for SLE modeis with cab and EEC IV (equipment eiectronic
control). Refer to paragraph 300 for wire coior code.
1. Rear upper worklamp relay 6. Front lower worklamp relay 11. Left front upper worklamp
2. Rear lower worklamp relay 7. Front lower worklamp switch 12. Right front upper worklamp 16. Diodes
3. Rear worklamp switch 8. Fuse panel 13. Left rear fender worklamp 17. Roof worklamp
4. Front upper worklamp relay 9. Left front lower worklamp 14. Right rear fender worklamp 18. Roof plate lamp
5. Front upper worklamp switch 10. Right front lower worklamp 15. Roof plate lamp 19. Roof worklamp

238
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

Fig. 4f9--Partiai wiring diagram of main rear wiring harness for SLE modeis with cab and EEC iV (equipment eiectronic
controi). Refer to paragraph 300 for wire coior code.
1. Roof plate lamp 6. Fender plate lamp 11. Harness connector 16. Turn switch
2. Fender rear lights 7. Diodes \ 12. Side lamp 17. Side lamp
3. Trailer socket 8. Worklamp relay 13. Harness connector 18. Flasher unit
4. Fender rear lights 9. Main light switch 14. Fuse panel 19. I.S.O. Module
5. Roof plate lamp 10. Harness connector 15. Battery 20. Hazard switch

239
Paragraph 300 (Cont.) FORD

F/g. 420—Partiai wiring diagram of main rear wiring harness for SLE models with cab and EEC IV (equipment electronic
control). Refer to paragraph 300 for wire coior code.
1. Harness connector ^ . ,. , j i. i_
2. Right speaker 7. Right light 13. Fuse panel 18. Interior light door switch
3. Left speaker 9. Light switch 14. Battery temperature sensor 19. Interior light door switch
4. Hydraulic lift fender switch 10. Hand brake switch 15. Battery 20. Radio
5. Hydraulic Uft fender switch 11. Harness connector 16. Cigar lighter i 21. Harness connector
6. Left light 12. Harness connector 17. Interior light • 22. Clutch potentiometer

240
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

• Q ) - Gwv/B ji-r j i - i Ei-F ——

9 C5) - UffVB FS-13 C1-K "

S l i i S i S i S i ?

o =^ o
F/flf. 421—Diagram of main rear wiring harness interconnections for SLE modeis with cab and EEC iV (equipment eiectronic
controi) showing connections. Refer to paragraph 300 for wire coior code and to Fig, 414 through Fig. 420 for specific
routing.
1. Transmission/EDC connector (C2) 6. Keystart switch (KS) 8. Extension harness connector (Cl)
2. Instrument connector (Jl) 4. Diagnostic plug (Dl) 7. Front main harness 9. Fuse panel (FS)
3. Instrument connector (J2) 5. Fuel tank connector (FT) connector (El) 10. Transmission/EDC connector (C4)

241
Paragraph 300 (Cont.) FORD

o
Fig. 422^Partiai wiring diagram of main rear wiring harness for SLE modeis with cab and AEiC (anaiog and eiectronic
instrument ciuster). Refer to paragraph 300 for wire coior code.
1. Pto speed switch
2. Instrument harness connector 5. Thermostart relay 8. Engine harness connector 11. Keystart switch
3. Extension harness connector 6. Harness connector 9- Fuse panel 12. Pto switch
4. Pto module . 7. Diagnostic connector 10. Battery 13. Indicator lamp

242
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

Fig. 423—Partiai wiring diagram of main rear wiring harness for SLE modeis with cab and ABC (anaiog and eiectronic
instrument duster). Refer to paragraph 300 for wire coior code.
1. Right rear lamps 7. FWD switch 13. Transmission/EDC 18. Ignition delay relay
2. Left rear lamps 8. FWD relay harness connector 19. Extension harness
3. Trailer socket 9. Differential lock relay 14. Fuse panel connector
4. Implement socket 10. Creeper gear switch I 15. Engine harness 20. FWD supply
5. Implement relay 11. Harness connector connector 21. Differential lock switch
6. Implement relay 12. Transmission/EDC 16. Battery 22. Left brake light switch
switch harness connector . 17. Keystart switch 23. Right brake light switch

243
Paragraph 300 (Cont.) FORD

Fig. 424—Partiai wiring diagram of main rear wiring harness for SLE modeis with cab and AEiC (anaiog and eiectronic
instrument ciuster). Refer to paragraph 300 for wire coior code.
1. Front washer motor 5. Harness connector 10. Hydraulic lift enable relay 15. Keystart switch
2. Rear washer motor 6. Front wiper switch 11. Harness connector 16. Harness connector
3. Rear wiper motor 7. Front wiper motor 12. Harness connector 17. Console lamp
4. Heater/air conditioner 8. Accessory relay 13. Fuse panel 18. Accessory socket
connector 9. Auxiliary relay 14. Battery 19. Rear wiper switch

244
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

o o

fad

Fig. 425—Partial wiring diagram of main rear wiring harness for SLE models with cab and AEIC (analog and electronic
Instrument cluster). Refer to paragraph 300 for wire coior code.
1. Harness connector 7. Right beacon 13. Harness connector 19. Interior light
2. Right speaker 8. Beacon switch 14. Harness connector 20. Interior light door switch
3. Left speaker 9. Buzzer 15. Fuse panel 21. Interior light door switch
4. Hydratilic lift fender switch 10. Harness connector 16. Battery 22. Radio
5. Hydraulic lift fender switch 11. Hand brake switch 17. Battery temperature sensor 23. Harness connector
6. Left heacon 12. Seat pump 18. Cigar Ughter 24. Clutch potentiometer

245
Paragraph 300 (Cont.) FORD

Fig, 426—Partiai wiring diagram of main rear wiring harness for SLE modeis with cab and AEIC (anaiog and eiectronic
instrument ciuster). Refer to paragraph 300 for wire coior code.
1. Roof plate lamp
2. Fender rear lights 7. Diodes 12. Harness connector 17. Turn switch
3. Trailer socket 8. Worklamp relay 13. Side lamp 18. Side lamp
4. Fender rear lights 9. Main light switch 14. Harness connector 19. I.S.O. module
5. Roof plate lamp 10. Harness connector 15. Fuse panel 20. Flasher unit
6. Fender lamp 11. Harness connector 16. Battery 21. Hazard switch

246
 MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

O " O
Fig. 427—Diagram of main rear wiring harness interconnections for SLE modeis with cab andAEiC (analog and electronic
instrument cluster). Refer to paragraph 300 for wire color code and to Fig. 422 through Fig. 426 for specific routing.
1. Transmission/EDC connector (C2) 8. Extension harness connector (Cl)
2. Instrument connector (Jl) 4. Diagnostic plug (Dl) 6. Keystart switch (KS) 9. Fuse panel (FS)
3. Instrument connector (J2) 5. Fuel tank connector (FT) 7. Front main harness connector (El) 10. Transmission/EDC connector C4)

247
Paragraph 300 (Cont.) FORD

lOW
G/R

O O O O
Fig. 42&--Partiai wiring diagram of main rear wiring harness for North American SLE modeis without cab, but with EiC
(eiectronic instrument duster) or AEiC (anaiog and eiectronic instrument duster). Refer to paragraph 300 for wire coior
code.
1. E.D.C. external switch 5. Left rear worklamp 9. Left rear turn indicator
2. Right fender harness connector 6. Left rear turn indicator 10. Left fender harness connector 13. Right front worklamp
3. Left fender harness connector 7. Rear marker lamp 11. Right fender harness connector 14. Right rear turn indicators
4. E.D.C. External switch 8. Left front worklamp 12. Right front turn indicator 15. Right rear worklamp

248
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

Fig. 429—Partial wiring diagram

of main rear wiring harness for
SLE models without cab, but with
EIC (electronic instrument clus-
ter). Refer to paragraph 300 for
wire color code.
1. Right fender connection
2. Left fender connection
3. Trailer socket connector
4. Hand brake switch
5. Front-wheel drive relay
6. Differential lock relay
7. Pto module
8. Pto speed switch
9. Front-wheel drive supply
10. Front pto clutch
11. Diagnostic plug connector
12. Engine harness connector
13. Fuse panel
14. Left stop lamp switch
15. Right stop lamp switch
16. Instrument harness connector
17. Harness connector
18. Instrument harness connector
19. Extension harness connector
20. Right console harness connector

249
Paragraph 300 (Cont.) FORD

Fig. 430—Partiai wiring diagram of main rear wiring iiarness for SLE modeis without cab, but with EiC (eiectronic
instrument duster). Refer to paragraph 300 for wire coior code.
1. EEC IV connector
2. EDC harness connector 5. Fast raise/lower switch 8. Clutch potentiometer 11. Gear shift display
3. EEC extension harness connector 6. Creeper gear switch 9. Harness connector 12. Gear shift up/down switch
4. Right console harness connector 7. Extension harness connector 10. Fuse panel 13. Quadrant lever potentiometer

250
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

Fig. 431—Partial wiring diagram of main rear wiring harness for SLE modeis without cab, but with EIC (electronic
Instrument cluster). Refer to paragraph 300 for wire coior code.
1. Auxiliary relay 5. Thermostart relay 9. Battery 13. EDC chassis harness connector
Z. Hydrauhc lift enable relay 6. Thermostart 10. Battery temperature sensor 14. EEC IV harness connector
3. Fuel shut-off relay 7. Engine harness connector 11. Keystart switch 15. Instrument harness connector
4. Ignition delay relay 8. Fuse panel 12. Extension harness connector 16. Instrument harness connector

251
Paragraph 300 (Cont.) FORD

P/g. 432—Partial wiring diagram of main rear wiring harness for SLE modeis without cab, but with EiC (eiectronic
instrument duster). Refer to paragraph 300 for wire coior code.
1. Right fender connection . ^f * Battery
2 Right fender connection 6, Front worklamp switch 10. Hazard switch 15. i\im switch
3* Trailer socket 7. Front worklamp relay 11. Main light switch 16. Instrument
17. I.S.O. harness connector
module
4. Left fender connection 8. Rear worklamp switch 12. Engine harness connector
18. Flasher unit
5. Left fender connection 9. Rear worklamp relay 13. Fuse panel

252
 MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

^^ s II i I I "I I
nil

Fig. 433—Diagram of main rear wiring harness for SLE modeis without cab, but with EiC (eiectronic instrument duster)
showing connections. Refer to Fig. 428 through Fig. 432 for specific routing.
1. Micro processor connector g Engine harness connector
Z, Diagnostics plug 4. EDC chassis connector 6. Instrument harness connector 9. Extension harness connector
3. EDC extension harness connector 5. Right console connector 7. Instrument harness connector 10. Fuel tank changeover connector

253
Paragraph 300 (Cont.) FORD

Fig. 434—Partiai wiring diagram of main rear wiring harness for SLE modeis without cab, but with AEiC (anaiog and
eiectronic instrument duster). Refer to paragraph 300 for wire coior code.
1 Auxiliary relay 5. Thermostart relay 9. Battery 13. EDC chassis harness connector
2. Hydrauhc hft enable relay 6. Relay 10. Battery temperature sensor 14. EEC IV harness connector
3. Buzzer 7. Engine harness connector 11. Keystart switch 15. Instrument harness connector
4! Ignition delay relay 8. Fuse panel 12. Extension harness connector 16. Instrument harness connector

254
 MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

Fig. 435—Partiai wiring diagram of main rear wiring harness for SLE modeis without cab, but with AEiC (anaioa and
eiectronic instrument duster). Refer to paragraph 300 for wire coior code.
1. Right fender connection 6. Front worklamp switch 11. Main light switch
2. Right fender connection 7. Front worklamp relay 12. Engine harness connector 16. Instrument harness connector
7 T ft f!, . ^' ^^"^ w«^l^a«^P switch 13. Fuse panel 17. Instrument harness connector
4. l^ert tender connection 9. Rear worklamp relay 14. Battery 18 I S O Module
5. Left fender connection 10. Hazard switch 15. Turn switch 19^ Flasher unit

255
Paragraph 300 (Cont.) FORD

Fig. 436—Partiai wiring diagram of main rear wiring harness for SLE modeis without cab, but with AEiC (anaiog and
eiectronic instrument duster). Refer to paragraph 300 for wire coior code.
1. Right fender connection 6. Differential lock relay 11. Engine harness connector 16. Instrument harness connector
2. Left fender connection 7. Pto module 12. Fuse panel 17. Instrument harness connector
3. Trailer socket connector 8. Pto speed switch 13. Left stop lamp switch 18. Extension harness connector
4. Hand brake switch 9. Front pto clutch 14. Right stop lamp switch 19. Microcomputer connector
5. Front-wheel drive relay 10. Diagnostic plug connector 15. Front-wheel drive supply 20. Right console harness connector

256
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

TQ/N

LN/V

LN/LG Ti-9 - — '

K/LG

T2—11 , -, .

H»-3 — .

K/W F4-4 ^^M^BH^^^^^

K/G F 4 - S •....••• - *•• . .

K/R

N/W/B

LN/P

K/N

KAJ

Fig. 437—Diagram of main rear wiring harness for SLE modeis without cab, but with AEiC (anaiog and eiectronic instrument
duster) showing connections. Refer to Fig. 434 through Fig. 436 for specific routing.
1. Micro processor connector 8. Engine harness connector
2. Diagnostics plug 4. EDC chassis connector 6. Instrument harness connector 9. Extension harness connector
3. EDC extension harness connector 5. Right console connector 7. Instrument harness connector 10. Fuel tank changeover connector

257
Paragraph 300 (Cont.) FORD

Fig. 438-~Partiai wiring diagram of main rear wiring harness for S modeis. Refer to paragraph 300 for wire coior code.
1. Extension harness connector 1 - Turn switch
1
2. Flasher unit ^5. WnrklamD
Worklamp relav
relay 8. Engine harness connector 12. Instrument connector
3. Hazard switch 6. Worklamp switch 9. Fuse panel 13. Instrument connector
4. Convertor module 7. Harness connector 10. Battery 14. Main light switch

258
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

Fig. 439—Partiai wiring diagram of main rear wiring harness for S modeis. Refer to paragraph 300 for wire coior code.
1. Harness connector 7. Battery temperature sensor 11. Front-wheel drive switch
2. Fuel tank changeover 4. Auxiliary relay 8. Fuse panel 12. Instrument connector
connector 5. Thermostart relay 9. Battery 13. Instrument connector
3. Dual Power solenoid 6. Harness connector 10. Keystart switch 14. Dual Power switch

259
Paragraph 300 (Cont.) FORD

Fig, 440—Partiai wiring diagram of main rear wiring harness for S modeis. Refer to paragraph 300 for wire coior code.
1. Right fender connector 4. Auxiliary fuel tank sender 7. Extension harness connector 10. Hydraulic filter switch
2. Tailer socket 5. Pto safety switch 8. Transmission oil pressure switch 11. Front-wheel drive solenoid
3! Left fender connector 6. Starter safety switch 9. Transmission oil temperature switch 12. Stop lamp switch

260
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

Fig. 441—Partiai wiring diagram of main rear wiring har-

ness for North American S modeis. Refer to paragraph
300 for wire coior code.
1. Harness connector 5. Right side lamp
2. Rear worklamp 6. Right rear lamp
3. Left rear lamp 7. Rear worklamp
4. Left side lamp 8. Harness connector

e o o

Fig. 442—Partiai wiring diagram of main rear wiring har- 0}

ness for North American S modeis. Refer to paragraph 300
for wire coior code. ^ — 0

1. Rear worklamp
2. Rear marker lamp
3. Left rear indicator lamp
4. Left front indicator lamp
5. Harness connector
6. Harness connector
7. Right front indicator lamp
8. Right rear indicator lamp
9. Rear worklamp

o o e
261
Paragraph 300 (Cont.) FORD

FS

TTg
m m m m "n "" ^ _ 1 ^ m n o o
t. n m o
I I i I t t^ I k K I
I I I I I I
|| |

01 t/>

rI

I I
El

O 0
F/g. 443-^Diagram of main rear wiring harness for S modeis showing connections. Refer to Fig. 43B through Fig. 442 for
specific routing. Refer to paragraph 300 for wire coior code.
1. Fuse panel
2. Engine harness 3. Extension harness 4. Instrument harness 5. Instrument harness

262
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

Fig. 444—Partiai wiring diagram of extension harness for SL and SLE modeis with cab, EDC (eiectronic draft controi), EEC
iV (equipment eiectronic controi) and 12 x 12 transmission. Refer to paragraph 300 for wire coior code.
1. Processor connector 4. Fast raise/lower switch 9. Gear shift display
2. EDC chassis connector 5. Slip indicator lamps 7. Transmission EDC connector 10. Gear shift UP/DOWN switch
3. Extension harness connector 6. EDC control panel 8. Transmission EDC connector 11. Quadrant lever potentiometer

263
Paragraph 300 (Cont.) FORD

Fig. 445—Partiai wiring diagram of extension harness for SL and SLE modeis with cab, EDC (eiectronic draft controi), EEC
IV (equipment eiectronic controi) and 12 x 12 transmission. Refer to paragraph 300 for wire coior code.
1. Starter safety switch H- Oil temperature switch
2. Extension harness connector 5. PAS pressure switch 8. Speed sensor 12. Differential lock solenoid
3. Fuel tank sender 6. Oil pressure switch 9. Oil temperature switch 13. Differential lock switch
4. Pto solenoid 7. Low charge switch 10. Hydraulic filter switch 14. Front-wheel drive solenoid

264
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

o
- E3-S9 • UM3/a — 5)5
- E3-3 • TQ - C^8

- E3-6 • TQ/H - o).

- E3-31 - U/P/B -

- E3-2T - N/rm — Q)n

- a -C2-e ' - E3-41 . NMfB — ^ 2

- UW3/B ' - T2-« •

- LN/TQ ' -C4-3 ' - C2-t 1 - -N/R/B —

- LN/O • -C4-2 • - E3-62 . - KA; _

- U/G/B • -T2-S •

12 <5 - KAJ -T1-2 '

- sn - C2-10 . - E3-38 K —
CO'
- KJN -T1-4 • .E3^8 KJN

- Q -C2-9 * - E3-10 LNfl.Q —

LNff» ' •Tl-« '

- N/WA ' -T2-12 -

-E3-t6 N/U/B-—
Co"
- B -C2-6 -

- K - T1-7 •

- Km • - T1-3 . • E3-19 •
W/5 —
-C4-n • . E3~S4. LJNK> —

U/P/B T2-10 • . E3-55.

" UlLUm C2-« • • E»-12 - WA' —

- P/Y C2-12 - . E3-13 - Gft4« —

- Y«« C2-7 . - EJ-32- N/S/B —

. KA3 C2-4 . • E3-11 - O/W/B —
. KM

. WYfi
C2-3

T2-11 -
.

o
rww/a Ti-n
Y/G C2-1 .

I 9)'
W/R C4-7 . . E3-14 . Y/G —

0/W« C4-12 . _ E3-23 .

K/W — 6)'
LN/LG TV? . . E3-24 . KJG _ o>
TQ/N T2-9 . . E3-1 P —
c3)»
TO

P
T2-«

C2-6 -
. - E3-6(V40 -

. E3-25 _
a ~
1'
. E3-29

, E3-S1
..

sm —
— |;
. Ti-1

. E3-2M P/Y —

Fig. 446—Diagram of extension harness for SL and SLE modeis with cab, EDC (eiectronic draft controi), EEC iV (equipment
eiectronic controi) and 12 x 12 transmission showing connections. Refer to Fig. 444 and Fig. 445 for specific routing. Refer
to paragraph 300 for wire coior code.
2. EEC IV extension 4. Transmission EDC connector
1. Processor connector harness connector 3. EDC chassis connector 5. Transmission EDC connector

265
Paragraph 300 (Cont.) FORD

Fig. 447—Partiai wiring diagram of extension harness for SL and SLE modeis with cab, EiC (eiectronic instrument duster),
AEiC (anaiog and eiectronic instrument duster), EDC (eiectronic draft controi), EEC iV (equipment electronic controi) and
16 X 16 transmission. Refer to paragraph 300 for wire coior code.
1. Processor connector 4. Fast raise/lower switch 9- Gear shift display
2. EDC chassis connector 5. Slip indicator lamps 7. Transmission EDC connector 10. Gear shift UP/DOWN switch
3. Extension harness connector 6. EDC control panel 8. Transmission EDC connector 11. Quadrant lever potentiometer

266
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

O(D(D®

Fig. 448—Partiai wiring diagram of extension harness for SL and SLE modeis with cab, EiC (eiectronic instrument ciuster),
AEiC (anaiog and eiectronic instrument ciuster), EDC (eiectronic draft controi), EEC iV (equipment eiectronic controi) and
16 X 16 transmission. Refer to paragraph 300 for wire coior code.
1. Pto solenoid 9. Chassis harness connector 17. Lo range switch
2. Extension harness connector 10. EDC valves 18. Range switch (1-4) 25. Front wheel drive solenoid
3. Fuel tank sender 11. Right draft pin 19. Range switch (5-8) 26. Oil temperature switch
4. P.A.S. pressure switch 12. Rockshaft potentiometer 20. Creeper solenoid 27. Hydraulic filter switch
5. Oil pressure switch 13. Left draft pin 21. Feathering solenoid 28. Oil temperature switch
6. Low charge pressure switch 14. Speed sensor 22. Transmission dump solenoid 29. Differential lock solenoid
7. Dual Power pressure switch 15. Extension harness connector 23. Main clutch solenoid (C3 & C4) 30. Differential lock switch
8. Main clutch pressure switch 16. Hi range switch 24. Front clutch solenoid (Cl & C2) 31. Starter safety switch

267
Paragraph 300 (Cont.) FORD

o
- E3-53 - UKVB —

- 63-3 • TQ -

-E3^ • TO/N —

- E3-31 •

- E3-21 -
- E3-41 - r*w/B —
-C2-6
-T2-5
LWTQ •

LNK) '

-T2-6 -

-Tl-2 -
Co.
. C2-10 .
CO'
KJN

«<3 O

IN/P '

41 Ch ftfW/B '

"I
B -C2-« -

K - T1-7 •

KM -T1-3 • . E5-H W/S

N/SS • - C4-11 <

"(5 - T2-10 •
- E3-56 ^ — ^ _ U/G/B

-C2-* • - E3-12
. E»-13
y^/y —
CVMB —
Co'
..C2-12 -

-C2-7 . . EJ-32

KJG .C2-4 . . E3-1t — •

K/W .C2-3 .

-T2-11 .

-C4-1 .

-Tl-W '

I
. E3-14 Y/G —
. E3-23 K/W —
4(3 -C2-1

W/R -C4-7 . E3-24 K/G _

5 ) - 0/WiB C4~12 — . . . E3-1 P —

INA.Q -Tl-9 B •"

-E3-2S y/R/B —
Taw -T2-9
. E3-29 %
TQ
. E3-45 0 —
P
. E3-51 s/n —
. Tl-1 NffVB —
^ "
P/Y — 5)"

Fig. 449—Diagram of extension harness for SL and SLE modeis with cab, EIC (electronic instrument cluster), AEIC (analog
and electronic instrument duster), EDC (electronic draft control), EEC IV (equipment electronic controi) and 16 x 16
transmission showing connections. Refer to Fig. 447 and Fig. 448 for specific routing. Refer to paragraph 300 for wire
coior code.

268
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

Fig. 450—Partiai wiring diagram of extension harness for SL and SLE modeis without cab or EEC iV (equipment eiectronic
controi), but with EiC (eiectronic instrument duster) and 12 x 12 transmission. Refer to paragraph 300 for wire coior code.
1. EDC control panel 3. Console harness connector 6. Pto switch
2. Console harness connector 4. Differential lock switch 5. Front wheel drive switch 7. Slip indicator lights

269
Paragraph 300 (Cont.) FORD

Fig. 451—Partiai wiring diagram of extension harness for SL and SLE models without cab or EEC IV (equipment electronic
control), but with EIC (electronic Instrument cluster) and 12 x 12 transmission. Refer to paragraph 300 for wire color code.
1. Starter safety switch 4. Pto solenoid 11. Oil temperature switch
2. Extension harness 5. RA.S. pressure switch 8. Speed sensor 12. Differential lock solenoid
connector 6. Oil pressure switch 9. Oil temperature switch 13. Differential lock switch
3. Fuel tank sender 7. Low charge pressure switch 10. Hydraulic filter switch 14. Front-wheel drive solenoid

270
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

Fig. 452'^Partiai wiring diagram of extension harness for SL and SLE modeis without cab, but with EiC (eiectronic
instrument duster), AEiC (analog and eiectronic instrument duster), EDC (eiectronic draft controi), EEC iV (equipment
eiectronic controi) and 16 x 16 transmission. Refer to paragraph 300 for wire coior code.
1. EDC control panel 3. Console harness connector 6. Pto switch
2. Console harness connector 4. Differential lock switch 5. Front wheel drive switch 7. Slip indicator lights

271
Paragraph 300 (Cont.) FORD

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Fig. 453—Partiai wiring diagram of extension harness for SL and SLE models without cab, but with EIC (electronic
instrument cluster), ABC (analog and electronic instrument cluster), EDC (electronic draft control), EEC IV (equipment
electronic control) and 16x16 transmission. Refer to paragraph 300 for wire color code.
1. Pto solenoid 9. Chassis harness connector 16. Hi range switch 24. Front clutch solenoid (Cl & C2)
2. Extension harness connector 10. EDC valves 17. Lo range switch 25. Front wheel drive solenoid
3. Fuel tank sender 11. Right draft pin 18. Range switch (1-4) 26. Oil temperature switch
4. RA.S. pressure switch 12. Rockshaft potentiometer 19. Range switch (5-8) 27. Hydraulic filter switch
5. Oil pressure switch 13. Left draft pin 20. Creeper solenoid 28. Oil temperature switch
6. Low charge pressure switch 14. Speed sensor 21. Feathering solenoid 29. Differential lock solenoid
7. Dual Power pressure switch 15. Extension harness 22. Transmission dump solenoid 30. Differential lock switch
8. Main clutch pressure switch connector 23. Main clutch solenoid (C3 & C4) 31. Starter safety switch

272
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

Fig. 454~Partiai wiring diagram of extension harness for SL and SLE modeis without cab, but with tandem pump and 12
X 12 transmission. Refer to paragraph 300 for wire color code. Refer aiso to Fig. 455.
1. Pto switch 2. Console harness connector 3. Differential lock switch 4. Front wheel drive switch

273
Paragraph 300 (Cont.) FORD

Fig. 45&^Partial wiring diagram of extension harness for SL and SLE models without cab, but with tandem pump and 12
X 12 transmission. Refer aiso to Fig. 454,
1. Starter safety switch 4. Pto solenoid 7. Oil temperature switch 10. Differential lock solenoid
2. Extension harness connector 5. Oil pressure switch 8. Hydraulic filter switch 11. Differential lock switch
3. Fuel tank sender 6. Speed sensor 9. Oil temperature switch 12. Front wheel drive solenoid

274
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

S i S
—1 I

F/g. 456~'Wiring diagram of wiring harness for dimate controi ofSL and SLE modeis with cab. Refer to paragraph 300 for
wire coior code.
1. Blower motor 8. Switch
2. Harness connector 4. Climate temperature sender 6. Climate control 9. Resistor assy.
3. Hi/Lx) pressure switch 5. Evaporator control 7. Temperature control 10. R.F. choke

275
Paragraph 300 (Cont.) FORD

Fig. 457—Electronic system diagram for 12 x 12 Duai Power and electronic draft control. Wiring diagram drawing continues
on page 277.

276
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

<

OCCM

ELECTRONIC ,
INSTRUMENT
CLUSTER I

TIP ^ -| "H

277
Paragraph 300 (Cont.) FORD

pJ|i ^^^^ 12
S Q ^ H.
=- I I S I £ SI § I I I I i a i <3

Fig. 458—Diagram of engine wiring harness for aii modeis. Refer to paragraph 300 for wire coior code.
1. Battery 7. Air conditioning clutch (optional) 13. Fuel tank sender 18. Alternator
2. Main harness connector 8. Temperature switch (with E.I.C.) 14. Right headlamp 19. Suppressor
3. Thermostart 9. Temperature sender 15. De-icing thermostat (optional) 20. Starting motor
4. Radar gun (optional) 10. Headlamp harness connector 16. Brake fluid level switch 21. Starting motor solenoid
5. Oil pressure switch 11. Left headlamp (SL & SLE models) 22. Starting motor relay
6. Oil pressure sender (with E.LC.) 12. Horn 17. Fuel shut-off solenoid 23. Vacuum switch

278
MODELS 5640, 6640, 7740, 7840, 8240 & 8340 Paragraph 300 (Cont.)

Fig. 459—Rear main harness connectors for SLE modeis.

8. EDC transmission control harness to
1. Micro processor (E3) 5. Transmission harness to extension harness (T2)
2. Instrument panel harness (Jl) main rear harness fuse box (Cl) 9, Main rear harness to EDC transmission
3. Instrument panel harness (J2) 6. Fuse box control harness (C2)
4. Engine to main 7. EDC transmission control harness 10. Main rear harness to EDC transmission
rear harness (El) to extension harness (Tl) control harness (C4)

279
Paragraph 300 (Cont.) FORD

Fig. 460—Electronic draft controi (EDC) and transmission controi harness.

1. Micro processor connector (C3)
2. Powershift display connector (T5)
3. Transmission upshift/downshift switches
4. Quadrant lever potentiometer
5. Extension harness connector (T2)
6. Extension harness connector (Tl)
7. Main rear harness connector (C4)
8. Main rear harness connector (C2)
9. Hydraulic lift raise/lower switch
10. EDC indicator lamp
11. Slip control indicator lamp
12. Slip limit potentiometer
13. Height limit potentiometer
14. Draft/position control potentiometer
15. Drop rate potentiometer

280
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FORD SHOP MANUALS
5640 – 6640 – 7740
7840 – 8240 – 8340