B7100 PTO not shifting to position #3

[Ford351c]

Hello,

New to the forum. I have a B7100 i inherited that has been siting for 5-6 years with no block of wood on the clutch pedal. It was grinding when trying to get it into gear as well as trying to shift the PTO. I have only driven the tractor about 100 yards since getting it. I knew it a problem so i dug into it.

To my pleasant surprise the clutch looks like new no rust at all on the flywheel. I did find the throw out bearing to have a little rough spot on it. But i dont think that would cause the terrible noise i was hearing. I did find the pilot bearing disintegrated. Further inspection got me to the PTO lever not going into position #3. I drained the oil of of the tranny and pulled the cover off. I can see 3 detentes on the shaft closest to the lever and its only moving from 1-N-2 (not gettting to N-3).I can see the gears sliding on 2 shafts but cant see why it would be stopping Is there another gear that moves or something i cant see? I would like to know how this is supposed to work before i rip it apart. Does the tranny high/low lever have an effect on it? 4WD lever? The tractor is still split at this point

Thanks in Advance!!

 

[torch]

From the I&T manual:

NOTE: Pto second and third speed ranges should never be used except when following the Implement instructions.
...

On Models 861000, 86100E and 871000, when pto select lever Is placed in first speed range, rear pto shaft will rotate at a speed of 514 rpm when engine speed is set at 2800 rpm. To place pto select lever in second speed range, loosen cap screw securing lever restrictor plate to transmission case and slide plate forward. When pto select lever is placed in second speed range, rear pto shaft will rotate at a speed of 876 rpm when engine speed is set at 2800 rpm. To place pto select lever in third speed range, remove lever restrictor plate. When pto select lever is placed in third speed range, rear pto shaft will rotate at a speed of 1498 rpm when engine is set at 2800 rpm. After using second or third pto speed, reinstall restrictor plate and securely tighten retaining cap screw.

If the restrictor plate is already removed, then try rotating the input shaft while shifting. Sometimes gears just aren't quite aligned.

As to the clutch, check the lever on the side of the case and make sure it is firmly affixed to the shaft. Check the clutch release fork for play or wear. You have to get underneath, looking up through the opening behind the bell housing to see it. Excessive wear on the fork will prevent it from fully releasing the clutch.

When I got my tractor, the clutch rod was bent and the lever had been welded to the end of the shaft. Clutch didn't quite want to release fully even after straightening the rod and adjusting it to the maximum throw possible. When I removed it, I found the lever was not square to the shifter fork, so it was not rotating the shaft far enough when the pedal was depressed. I had to reposition it a few degrees and re-weld it.

Not the best picture, but may help visualize what I am trying to describe:

Also, while it is apart, carefully check the flywheel and the pressure plate for flatness. High spots / warping could cause the clutch to drag. Adjust the distance of the 3 release levers on the pressure plate assembly from the flywheel as per the manual:

Height of release levers should be 44.8-46.2 mm (1. 764-1.819 inches) measured from flywheel to surface. Allowable difference between release lever heights is 0-0.3 mm (0-0.012 inch).

 

[Ford351c]

Thanks for the Input.

After reading this, i'm cant think of a reason why i would want PTO #2 or #3. I only would be using this tractor with a finish mower or back blade for snow. But, it did hit on something "To place pto select lever in second speed range, loosen cap screw securing lever restrictor plate to transmission case and slide plate forward" What is this plate its talking about? Would you have a picture of it? Perhaps mine is missing sine i cant get to position #2 but not beyond that.


On Models 861000, 86100E and 871000, when pto select lever Is placed in first speed range, rear pto shaft will rotate at a speed of 514 rpm when engine speed is set at 2800 rpm. To place pto select lever in second speed range, loosen cap screw securing lever restrictor plate to transmission case and slide plate forward. When pto select lever is placed in second speed range, rear pto shaft will rotate at a speed of 876 rpm when engine speed is set at 2800 rpm. To place pto select lever in third speed range, remove lever restrictor plate. When pto select lever is placed in third speed range, rear pto shaft will rotate at a speed of 1498 rpm when engine is set at 2800 rpm. After using second or third pto speed, reinstall restrictor plate and securely tighten retaining cap screw.

 

[torch]

What is this plate its talking about? Would you have a picture of it? Perhaps mine is missing sine i cant get to position #2 but not beyond that.

Understand that my tractor is the newer design and by then Kubota abandoned the 3 speed PTO in the B7100. So I don't speak from personal experience or have my own photo to share. But from the Operator's manual:

 

[O6qFc27P]

Some info about the B7100 PTO speed selector.

The PTO speed selector gear has internal splines by which it spins the PTO overrun clutch. When the gear is turned, these splines turns the shaft, which turns the overrun clutch, eventually leading to movement at the PTO shaft.

The gear slides forward and back on the shaft, and has 5 positions controlled by the selector fork detent mechanism:

• The forwardmost position is speed #1. In this position, large dogs on the forward face of the gear engage with a spinning gear at the front of the transmission. Only the face dogs and the inner splines are under load.
• Next position is neutral. The gear is still engaged with the shaft via internal splines, but nothing drives it.
• Middle position is speed #2. The gear has two sets of teeth. The larger diameter is now engaged with a gear on a shaft above. Power is transmitted by the upper gear, through the large diameter gearset, and into the shaft (via splines).
• Next position is neutral. The gear is still engaged with the shaft via internal splines, but nothing drives it.
• The rearmost position is speed #3. In this position, the smaller set of gear teeth are now engaged with a different (larger) gear on the shaft above. Operation is identical to speed #2, but the ratio is different.

There's nothing in the gear case that should interfere with the gear moving backward into speed #3 other than tooth alignment. Position #3 is very near the left side oil drain plug. You might be able to see what's going on in there through the drain hole.