Shiftable shaft


The driven gears (4) (7) are fitted on the PTO shaft (13) located on the lower rear part of the axle housing. These gears are constantly meshed with the double driving gear driven by the upper shaftline whose drive is transmitted by the power take-off clutch. The power take-off shaft is freely mounted in the bearing (2) and force fitted in the bearing (10). The bearings are fitted into the rear axle housing and unit (14) respectively. The hub of the coupler (5) is splined to the shaft (13). These gears (4) (7) drive the shaft when the coupler (5) is moved either forwards (540 rpm) or backwards (1000 rpm). When one of the gears (4) or (7), fitted with the rings (19) (20) respectively is passive, it turns either on the ring (3) or on the shaft (13). A fork (25) fitted to the pin (22) selects the 540 or the 1000 rpm speed. Sealing is obtained via the seal ring (11) and the "O" ring (18). The deflector (12) prevents contamination by foreign material.
Depending on option, the power take-off shaft may be supported by tapered roller bearings. Another version with a flanged shaft makes it possible to rapidly change the end fitting (32) (6 or 21 splines).



Lubricating the gears (4) (7)
The transmission oil provides lubrication for the two gears. The bearing (2) has a sealed face turned towards the 540 rpm gear. Lubrication of the gears is obtained via the oil receiver (1) and the shaft (13) provided with an axial gallery and radial ports.



Parts list
(1) Oil receiver (2) Bearing (3) Ring (4) Gear (540 rpm) (5) Coupler (6) Hub (7) Gear (1000 rpm) (8) Circlip (9) Snap ring (10) Bearing (11) Seal ring (12) Deflector (13) PTO shaft (14) Unit (15) Screw (15A)Screw
(16) Sensor (17) Nut (18) "O" ring (19) Ring (20) Ring (21) Rod (22) Pin (23) "O" ring (24) Pads (25) Fork (26) Set screw (27) Special spacers (28) Plug (29) "Bayonet" protective cap (30) Protective screw cap (31) Flanged shaft (32) End fitting (6 or 21 splines) (33) Dowels (34) Screw


A : with 2-speed PTO
B : with 4-speed PTO (economy)
C : with GSPTO
D : with flanged shaft (540 - 1000 rpm) and interchangeable end fitting
E : with standard 540 - 1000 rpm shaft

Removing and refitting the rear Bearing


Partially drain the rear axle housing.
Engage the coupler (5) on the gear (7).
Remove the two diametrically opposing screws (15).
In their place, tighten two guide studs up against the gear (7). The purpose of this operation is to hold the gears (4) and (7) and the hub and coupler in line when removing the shaft (13) and the bearing assembly.
Remove the other two screws (15).
Remove the shaft and the bearing assembly. Discard the seal (18).
Replace the seal (18). Fit the shaft and the bearing assembly.
Smear two screws (15) with Loctite 542 and tighten them to 105 - 120 Nm.
Remove the two guide studs.
Smear and tighten the other two screws as per the specifications described above.
Top up the oil level of the rear axle housing and check it using the gauge located to the rear of the centre housing.

Disassembling and reassembling the rear bearing


Remove the rear bearing.
Remove the "O" ring (18).
Remove the circlip (8).
Separate the cover plate (14) from the bearing (10).
Remove snap ring (9).
Extract bearing (10) from shaft (13).
Extract the seal ring and deflector (12).
Using a press and a suitable fixture, fit the deflector (12) up against the cover plate in the correct direction.
Using a press and a suitable fixture, fit the seal ring (11) level with the chamfer machined on the cover
plate (14), with the lip turned towards the bearing (10).
Install the unit (14). Refit the rear bearing.

Disassembling and reassembling the 540 rpm and 1000 rpm gears and the front shaft bearing
Before removing the gears (4) (7), it is necessary to remove:
- the linkage cover plate.
- the hitch hook support.
- the PTO top cover plate located at the rear of the tractor, the double driving gear and, if applicable, the control fork (4-speed economy PTO).
Remove the left-hand lift ram and take off the PTO sensor.
Undo the set screw (26).
Take out the pin (22) with the rod (21) towards the left-hand side of the tractor, and discard the "O" ring (23). The plug (28) remains inside the housing.
Take out the fork (25) with the pads (24) without letting them fall into the housing.
Remove the rear bearing.
Remove the hub (6) with the coupler (5), the gears (4) (7) and the ring (3).
Extract the bearing (2) and the oil receiver (1).
Check and clean the components. Replace any defective parts.
Lightly smear the oil receiver (1) with Loctite 648 or equivalent on the face turned towards the centre housing. Fit the receiver with the opening facing upwards.
Insert the bearing (2) into the housing against the oil receiver (1). Turn the sealed part of the bearing towards the gear (4).
Using a jet of compressed air, check that the channel in the shaft (13) is not obstructed. Lubricate the rings (19) (20). Refit the gears (4) (7) and the coupler (5) with the hub (6) and the ring (3), with the opening of the teeth turned towards the rear of the tractor. If the rings (19) (20) are damaged, then replace the gears (4) (7).
Engage the coupler (5) on the gear (7). Tighten two guide studs up against the gear (7).
Install the rear bearing.



Smear the thread of the PTO sensor (16) with Loctite 577 (Sensor Sealing or equivalent). Fit and adjust the sensor:
- Screw the sensor in fully, without forcing, until it comes in contact with the gear (7).
- Unscrew the sensor by 3/4 of a turn.
- Tighten the nut (17) moderately and connect the connector.
Reassemble the fork (25) with the pads (24) held by two spots of miscible grease (Amber Technical or equivalent).
Position a new "O" ring (23). Fit the pin (22) fitted with the rod (21).
Tighten the screw (26) smeared with Loctite 221. Manually check the correct operation of the fork and the coupler (5) in the 540 and 1000 rpm positions.
Refit the left-hand ram.
Install the driving gear, the control fork (economy PTO, if fitted) and the top cover plate.
Install the linkage cover plate.
Adjust the Economy PTO control.
Top up the oil level of the rear axle housing and check it using a gauge located at the rear of the centre housing.
Check PTO and PTO brake operation.
Check tightness:
- of the mating faces (spool valve support, top cover plate, PTO rear bearing and linkage cover plate)
- Hydraulic unions

Controls
Internal 


(1) Lever (2) Cable (21) Rod

After adjusting the control cable, check that the coupler (5) fits correctly with the 540 and 1000 rpm gears.

External


(2) Screw (21) Rod

Flanged shaft


Special points
- The flanged shaft (31) can be adapted with an interchangeable end fitting (32) (6 or 21 splines).
- This end fitting is integral with the shaft (31) via pins (33) and screws (34).
- When the power take-off is not in use, the end fitting is masked (depending on option):
• either by a bayonet protective cap (29) held in place by the special spacers (27),
• or by a protective screw cap (30). To remove the end fitting, insert a pin into one of the two holes drilled in the unit (14). Lock by gently turning the end fitting. Remove the screws (34).
Tightening torque
Screws (34): 72-96 Nm (without Loctite)

Shaft with reinforced sealing 



The output shaft (13) receives drive from the PTO upper shaftline and, via the different engaged gears, transmits the drive to the implement that needs to be driven. At the front, it is supported by a straight roller bearing force fitted into the centre housing and at the rear by two tapered roller bearings (1) (2) and (3) (4) fitted opposite one another. The tapered roller bearing clearance is obtained via the shim(s) (6) fitted between the rear cup (4) and the seal holder (8). As with other PTO versions, it supports the 540 and 1000 rpm driven gears. When operating in paddy fields or in particularly wet farming conditions, the rear bearing seal is reinforced by fitting a "cassette" type ring (11).

Removing and refitting the shaft and unit
Take off the protective cap (9).
Using a wrench fitted on the "M" flat sections, unscrew and remove the support (12).
Using the control, move the coupler in order to engage the 1000 rpm gear. Once engaged, the coupler holds the gear in place.
Take off two diametrically opposed screws (10) and replace them with two makeshift guide studs "G" of suitable length, their ends resting on the 1000 rpm gear. The guide studs should be kept slightly under pressure on the 1000 rpm gear which, in turn, transmits pressure to the other stacked components.
Remove the other two screws. Separate and remove the cover plate (8) fitted with the seal ring (11).
Disengage the shaft (13) and the bearings (1) (2) and (3) (4) from the 540 and 1000 rpm driven gears.
Pair up the bearing cones and cups if they are to be re-used.
If necessary, extract the bearing cones from the shaft.
Separate the unit (14) from the centre housing.
Discard the "O" ring (18).

Clean and check all components. Replace those that are defective. The bearing cones and cups should be lubricated with clean transmission oil prior to fitting.
Fit an "O" ring (18) onto the unit and slide it onto the guide studs and into the bore of the centre
housing.
Temporarily tighten two diametrically opposed screws (10) in order to secure the unit.

Refitting the shaft 
Slide the bearing cup (1) into the unit.
As required, fit the bearing cones (2) (3) up against the shaft collar using a press and a suitable fixture.
Insert the shaft (13) into the 540 - 1000 rpm driven gears.
Slide on the rear bearing cup (4).
If necessary, carry out shimming of the bearings.
Replace the seal ring (11).
Take off the two previously fitted screws. Smear the rear face of the unit (14) with Loctite 510 or equivalent and refit the cover plate (8) fitted with the seal ring.

Fit two screws, their thread lightly smeared with Loctite 542 or equivalent and tighten to a torque of
100 - 130 Nm.
Remove the guide studs and fit the other two screws, as per the previous specifications.
Refit the support and tighten it to 30 - 50 Nm.
Moderately tighten the protective cap.

Shimming the bearings
Remove the cover plate (8), without Loctite, by removing the shims and the seal ring (11). When removing the shims, there is a risk of creating excessive clearance. In this case, fit a thickness of shim(s) to limit the clearance to approximately 0.35 mm.
Place the dial gauge feeler pin on the end of the shaft.



Pull hard on the shaft, while turning it alternately from right to left in order to correctly "seat" the cones in the bearing cups.
Set the dial gauge to zero.
Depending on the value read on the dial gauge, determine a thickness of shim(s) (6) in order to
obtain a final clearance of: J1 = 0.05 to 0.15 mm. If possible, shim to the minimum tolerance.

Replacing the seal ring
The seal ring (11) is also known as a "cassette" seal.
Remove the protective cap (9) and the support (12).
Take out two diametrically opposed screws (10) and screw two guide studs in their place.
Remove two other screws and separate and remove the cover plate (8).
Drive out the ring from the cover plate.



Clean the cover plate and check that it is free of dents or burrs at the location of the ring.
Install a new ring correctly turned with its external face 9.25 mm from the rim of the cover plate (8), using a locally obtained drift.
Smear the rear face of the unit (14) with Loctite 510 or equivalent and refit the cover plate (8) after
checking for the presence of the shim(s) (6).
Start the engine. Activate the power take-off and check the tightness of the rear bearing.
Refit and tighten the support and the protective cap.