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DavidP,South Wales 11-18-2009 06:03:25 78.145.231.132 108942 Report to Moderator	Hello, Have a seemingly small problem but one not ever encountered in dozens of hydraulic overhauls over the years. This 1974 Uk 165 was originally Multi-Power but has had the full un-Multi-Power job done. On refitting the main drive shaft it is not possible to select a hole in the shear tube which will give the necessary end float of 0.015 to 0.100 given in the manual. There is no problem pushing the shaft forward against the shaft sprung cone to select the rearmost pin hole but that is not correct. There are two marks across the end of the shaft where the splitpin appears to have been in pressured contact. Having checked the numbers, the 6 speed,MP and 8 speed from 593199 use the coupling 880 070M2. 8 speed up tp 593198 use 183 088 M2. The tube fitted is 5 inches in length with 3 grooves. As far as I can see the only solution is to shorten the rear end of the tube by approximately 1/16" to gain a free fit for the splitpin plus the required clearance. Anyone else had this problem? Thanks in advance. DavidP, South Wales [Reply]   [Send Email]
Masseynut(Australia) 11-19-2009 00:52:53 203.217.42.92 108960 Report to Moderator	Re: Evan, and anyone else who happens to be passing by. M... in reply to DavidP,South Wales, 11-18-2009 06:03:25   Hi Dave, Had some time today to delve into this problem, well, not so much a problem, as you have already detailed the "fix", which I believe, is a good way out. The parts listing I have on the MF 165 multi-power, shows two different shear tubes. Up to serial no. 147509 is part no. 880070m3, and from ser. no 147510 uses part no. 1871925m1. The first tube is 5" long, but am unsure of the length of the second one. So a possibility of the second being slightly different in the dimensions to the first? As we are talking about a 1/16" being the issue. But, there is also a third tube shown in the listing, fitted to the 8 speed transmissions up to ser. no. 593198. Part no. 880 069m2, I don't know the length of this part. There will not be a difference in pinion length, as the same pinion will be used for all builds. All transmissions use a drive-shaft part no. 886366m91, so I don't believe there is a issue here, either. So what about the pinion, is it lock tabbed or pinned? If it is an upgraded model with "wet" brakes, I imagine it should utilise the later pinion nut, which is pinned to prevent it loosening. There is usually two to four threads on the pinion showing, when the nut is tightened to the correct "torque". As the shear tube sits directly onto the pinion nut, the position of the nut when tensioned could be crucial. Maybe check this first. The second thought I had, was that the end of the transmission shaft may not be where it should be. The rear gearbox bearing on the output shaft, has a circlip on it that locates into a recess in the housing. The shim(s) are then fitted and the front thrust plate of the hi-low unit fitted, so the circlip is "sandwiched" between them. Could the wrong bearing have been fitted, with the groove accepting the circlip being slightly more to the front of the race, at some stage in it's life, thus causing the shaft to be "sitting" rearwards more than it should? Apart from those couple of thoughts, I am unable to answer your question. Maybe one of the other knowledgeable gents out there can give you some more clues, regards for now, Evan.   [Reply]   [No Email]
DavidP,South Wales 11-19-2009 01:35:04 78.150.59.45 108961 Report to Moderator	Re: Evan, and anyone else who happens to be passing by. M... in reply to Masseynut(Australia), 11-19-2009 00:52:53   Hello Evan, thanks for your detailed reply. My 165 parts book is dated 1/74 so perhaps you have a later one showing the additions. Bepco list another shear tube for the 165 30/330-4 1680 189M1 but the size given is 57x97mm opposed to the 54x127 for the 880 070M2. So a big difference on that one. 880 069M2 is listed for 133-148 and comes out at 54x127. Differences, but enough to almost rule out incorrect fitting. As mentioned the tractor has been un-MP'd so a degree of rebuild must have taken place in the gearbox. Agreed, the 886 366 m91 fits all. The pinion nut is slotted and tabbed. There is no mention in my book of any other type. In fact as the pinion was 'free' but not loose I have tightened it one 'tab' to replace a little of the preload. Axial pinion mesh with the crownwheel is perfect. The tube is in contact with the pinion nut. The second thread is just visible, so all appears well in the back end. Interesting theory on the bearing and circlip. As far as I can see the ultimate position for the rear main shaft will depend on the position of the gearbox main shaft. Assuming that the circlip has been replaced on the front of the gb mainshaft then its position is fixed. Perhaps a gentle tap forward on the gb main shaft might reveal something. Once again thanks for your help. Will let you know if I find anything. Regards David   [Reply]   [Send Email]
Masseynut(Australia) 11-19-2009 02:34:19 203.217.42.92 108962 Report to Moderator	Re: Evan, and anyone else who happens to be passing by. M... in reply to DavidP,South Wales, 11-19-2009 01:35:04   Hi David, I have a copy of AGCO's cd from year 2000, hence the upgraded numbers. The shear tube you mentioned 1860 189 M1 is a superseded part to 1871 925 M1. Not sure about the varying lengths though? I never take it as gospel, that the info in the after-market catalogues is correct. Have found a few flaws in the details on some parts before, believe me! 880069M2 fits 135, 148 and 165, by the info on the disc. But, as you say too much variation to be the problem. The earlier pinion nut with tab is interesting though, as the upgraded models with "wet" brakes all had the later, shallower "pinned" nut fitted. Could the back end be different in some way? Good luck, Evan.   [Reply]   [No Email]
DavidP,South Wales 11-19-2009 06:26:50 78.150.59.45 108965 Report to Moderator	Re: Evan, and anyone else who happens to be passing by. M... in reply to Masseynut(Australia), 11-19-2009 02:34:19   Hello, Have not had a chance to check the shaft yet but have found something interesting in my parts book. Wet brakes were introduced in the UK around late 1970. My 165 is registered 1974. My 1/74 parts book gives end of dry brakes 'TBA' and beginning of wet also as 'TBA'. Strange that they had been producing 'wet' tractors for something like 3 years and this changeover number has not found its way into the parts book. There is only one pinion nut shown with no alternatives. Cheers David   [Reply]   [Send Email]
DavidP,South Wales 11-19-2009 12:19:09 89.240.167.140 108973 Report to Moderator	Re: Evan, and anyone else who happens to be passing by. M... in reply to DavidP,South Wales, 11-19-2009 06:26:50   Hi, Have checked the position of the gb mainshaft by giving it a gentle tap. It felt very 'home'. It would be nice to know what the problem is but I cannot really delay getting the cover on much longer. Rather than shorten the tube I ground a shallow groove across the end of the shaft where one of the splitpin marks was. After the third kiss with the grinder I got the correct end float. I have written to the last owner to try and find out the circumstances of the un-MP but he did not reply. Hopefully when in the Worcester area next with a little time to spare I might be able to find out more. Thanks again Regards David   [Reply]   [Send Email]
Masseynut(Australia) 11-18-2009 12:53:28 203.217.42.92 108951 Report to Moderator	Re: Evan, and anyone else who happens to be passing by. M... in reply to DavidP,South Wales, 11-18-2009 06:03:25   I'll check some of your part no.s and have a think about this one. Never come across this myself, though. Evan.   [Reply]   [No Email]