One more power shift question

farmboyWI

Member
This is on my 1370 again. So I was putting it back together, had C-2/C-3 assembled and installed on the output shaft. Ready to install the planetary and the instructions show a seal ring that goes on the front end of the output shaft, that the planetary sun gear must slide over. I don't remember removing one, but picked one up today ($26). For my ser. # it's the same style as the 4 on the C-3 hub. Went to put it together and find that the bore in the sun gear is bigger than the shaft/ring by enough to make it useless (and I couldn't figure out what the rings' purpose was before anyway). What's up with that? Am I not understanding things right? So it looks like the sun gear is only piloted/supported by the input shaft?
 

<image src="http://forums.yesterdaystractors.com/photos/mvphoto21655.jpg"/>




Sorry the cross section got inserted twice and sorry the picture is small. The photo I have in my file can be enlarged. Let me know if you do not have access to a larger picture and I will try another route.

Looking at this cross section, I do not see a seal ring at the front (left) end of the output shaft. I see several retaining rings, one spacer ring, and probably a thin thrust bearing ring between the sun gear and the ball bearing’s inner race.

Near this end of the output shaft, I see a retainer ring in a groove holding two clutch pack assemblies onto the output shaft. I see a spacer ring between this retainer ring and the ball bearing.

I see a groove in the OD of the ball bearing with a retainer ring in this groove. The ball bearing and its retainer ring are held in the planet carrier by another groove and another retainer ring.


In the lower ranges and reverse, there is a high rotation speed difference between the sun gear on the input shaft and the output shaft holding the ball bearing’s inner race. Lubrication at that interface seems sparse so a thin bronze thrust bearing would be in order to prevent galling.

The assembly process seems to be to first assemble two clutch pack assemblies onto the output shaft as you mentioned having done. Add the spacer ring to this subassembly.

Another subassembly on the bench would be the planet carrier with its gears, the ball bearing attached to the planet carrier with the two retainer rings, and the thin bronze thrust bearing (if any) between the sun gear and the ball bearing. Install the input shaft in this subassembly to hold the bronze thrust bearing in place.

Assemble the two subassemblies to where the inner race of the ball bearing contacts the spacer ring placed on the output shaft. At the rear, add the thrust bearing and retainer ring noted as number 12 and 13.

I have never paid close attention to one of these transmissions apart so if my information is amiss, please let me know.



The input shaft supports the input sun gear. In turn, this sun gear’s three meshes support the planet carrier and ball bearing. In turn, the ball bearing supports the front of the output shaft. In turn, the front portion of the clutch pack assembly is supported by the ball bearing. This is known as cascading support and tends to be undesirable. Case was wise to discontinue this design and later go with the IH power shift in the merger of CaseIH.
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The picture Ron has posted I think is of the early 9-1070 design. Please forgive me if I am wrong as I make that comment on memory and did not look in the books. The very early 12-1370's used a similar design with the single drive shaft, but I do not remember the snap rings. I have serviced few with that shaft. Farmboy if your 1370 has the hollow shaft driving the P Shift and the straight through PTO shaft you need not be concerned about that snap ring. It is not used in that design as most 1370's. Rod.
 
Hey, thanks to both of you for the answers! I did find the cause of my confusion- as Rod said, there was an early transmission and a late one, mine being the late one. Case has the ser. # break screwed up on their parts site, my # is in the 2,xxx,xxx range and they have the break in the 10,xxx,xxx range. I also noticed a different # break for the C-2 C-3 piston carrier that I don't think makes sense given my # and the fact that mine had the lip type seals originally, not the square section. I assume that's what that break was about? BTW, that carrier is over $1500. So anyway, if anyone needs an early P.S. seal ring part # A58989, just give my your address and I'll put it in the mail. Thanks again for the help!
 

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