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The Myths of the TA
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Posted by John In Iowa on February 06, 2001 at 22:58:46 from (199.108.164.20):
After seeing a lot of posts about what causes a TA to go bad, I thought I would take the time to set things straight as I sit here tonight with my 400 sitting in a neighbor’s garage split in half and the TA case sitting on the bench with parts covered with clean rags waiting for Uncle Sam to return some of the money that he has borrowed from me (tax return). I got this 400 Farmall back in 1991 with the engine stuck. After rebuilding the engine and hearing it run, I was filled with joy only to discover that the over running clutch in the TA was weak. I did find out that after letting it warm up good that the TA would work most of the time. That was until this winter. I pull up to shed and got off to open the door to put it up for the night when the engine backfired, shuttled and came to a stop. The last time I heard an engine do that was when our family’s M broke the cam gear on the cam shaft (that’s another story). I pop off the disturber cap and found that I could turn the rotor any which way very easy and that my worst fears was coming to past. I got the other tractor out and push in the shed for the night and looked at it in the mourning. What I found was that the coupler from the hydraulic pump had come loose and the half moon key fell out. After putting everything back in order, I fired the old girl up and thought I would take it around the yard just to make sure everything was in order. I couldn’t move!!!! What I had found was about half the clutch face from the TA clutch laying in the bottom of the case and yes I had the TA in the high side. After taking it apart, looking at the TA and talking with some old IH hands I now understand what happen. The way the TA works is like this. You have an input shaft coming in from the engine that goes in to the planetary gear set. On this same shaft you have the TA clutch on it. On the gear set you have the pressure plate on the front side and the overrunning clutch assembly on the backside with the output shaft running through the overrunning clutch but not connected to it going to the output of the gear set. The outside part of the overrunning clutch assembly is bolted on the back bearing cage of the TA case. In this assembly you have 8 rollers that run up a ramp that lock the outside of the planetary gear cage to the back of the case, thus letting the input shaft turn the reduction gears in the gear set. On the high side with the clutch engaged the planetary assembly is lock with the input shaft, thus the output shaft is lock with the input shaft and turns the same as the input shaft. In the low side the clutch is released allowing the planetary cage to turn the opposed way until the overrunning clutch locks it to the back of the TA case stopping it and letting the reduction gears go to work. You would think that this would send a lot of shock through the TA but with everything moving it doesn’t. Were the real damage comes in is when the engine kicks backwards when you shut it off in the high side. With the planetary set locked to the input shaft with the TA clutch engaged, not letting any energy to go through the gear set and out the output shaft, it turn the opposed direction which engages the overrunning clutch which in turns brings everything to a halt. This is when you get a terrible shock through the whole TA assembly. One of the things that suffers the most is the rollers and the ramps in the overrunning clutch causing flat spots on the rollers and the ramps. With flat spots in the rollers and ramp its hard for the rollers to run up the ramps to engaged the overrunning clutch. In this case with me the overrunning clutch did hold this time tearing out the clutch in the TA. Coasting with the TA in the low side only lets the overriding clutch work like is suppose to, the same as if its in the high side. Hope this clears up some of the Myths out there. John In Iowa
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