Cub Cadet Volunteer User Manual

Professional

Shop Handbook

4x4 Utility Vehicle w/Kohler Engine

NOTE: These materials are for use by trained technicians who are experienced in the service and repair of outd oor power equipment of the kind described in this publication, and are no t intended for use by untrained or inexperienced individu als. These materials are intended to provide supplemental information to assist the trained technician. Untrained or inexperienced individuals should seek the assistance of an experienced and trained professional. Read, understand, and follow all instructions and use common sense when working on power equipment. This includes the contents of the product’s Operators Manual, supplied with the equipment. No liability can be accepted for any inaccuracies or omission in this publication, although care has been taken to make it as complete and accurate as possible at the time of publication. However, due to the variety of outdoor power equipment and continuing product changes that occur over time, updates will be made to these instructions from time to time. Therefore, it may be necessary to obtain the latest materials before servicing or repairing a product. The company reserves the right to make changes at any time to this publication without prior notice and without incurring an obligation to make such changes to previously published versions. Instructions, photographs and illustrations used in this publication are for reference use only and may not depict actual model and component parts.

MTD Products Inc. - Product Training and Education Department

FORM NUMBER - 769-03026

12/2006

Table of Contents

Chapter 1: Introduction.....................................................................................................1

Chapter 2 - Drive Sytem: CVT and Transfer Case............................................................9

Kohler Enclosed CVT Addendum..............................................................................63

Caterpillar Enclosed CVT Addendum........................................................................75

Chapter 3 - Drive System: Drive Shafts and Differentials................................................89

Chapter 4 - Front Suspension and Steering..................................................................123

Chapter 5 - Rear Suspension........................................................................................159

Chapter 6 - Hydraulic Brakes........................................................................................173

Chapter 7 - Kohler Engine Service Access and Fuel System........................................195

Kohler Engine Speed and Throttle Adjustment Addendum.....................................215

Chapter 8 - Caterpillar Engine and Related Systems....................................................219

Chapter 9 - Electrical.....................................................................................................275

Addendum - Front Drive System Differential Gearcase: Hillard.....................................323

CHAPTER 1: INTRODUCTION

Chapter 1: Introduction

1. INTRODUCTION: PRODUCT LINE 6X4

Cub Cadet entered the utility vehicle market in the 2003 season with a 6X4 vehicle having fully independent suspension and Honda power (20 H.P.). The Big Country 6X4 continues in production with evolutionary changes and a switch to Kohler power. See Figure 1.1.

Big Country 6X4

Figure 1.1

Steel-bed 4X2

In 2004, a 4X2 vehicle was introduced. The 4X2 shares the 6X4 front suspension, has an 18 H.P. Honda engine and a push-button controlled transmission. Evolutionary changes include a switch to Kohler power. See Figure 1.2.

Poly bed 4X2

For 2005, a lighter-duty version of the 4X2 was introduced, using a plastic cargo box and a 9.5 H.P. drives system sourced from Kawasaki. See Figure 1.3.

4X2 “Poly Bed”

Figure 1.3

All of these first-generation utility vehicles share a common structure from the cargo box forward. The 6X4 carries a fully enclosed rear structure with swing-arm suspension. The 4X2s carry the engine and transaxles on a pivoting cradle that acts as the rear suspension.

4X4

The 4X4 vehicle that is the subject of this handbook represents a complete departure from the first generation vehicles. See Figure 1.4.

4X2 Steel Bed

Figure 1.2

New 4X4

Figure 1.4

Chapter 1: Introduction

2. UNDERSTANDING UTILITY VEHICLE MODEL NUMBERS

e.g.: 37AJ467D710

• 37 - - - - - - - - - indicates that this is a U.V.

• - - A - - - - - - - - indicates the engineering level

• - - - J - - - - - - - indicates the engine type

• - - - - 4 - - - - - - indicates the number of wheels

• - - - - - 67 - - - - indicates the series and trim

• - - - - - - - D - - - indicates the type of tires

• - - - - - - - - 710 indicates that it is Cub Cadet

2.1. Engine type detail:

• B = Kohler Command 18 H.P. V-twin

• C = Kohler Command 20 H.P. V-twin

• J = Caterpillar Diesel 20 H.P. liquid cooled

• N = Kawasaki 9.5 H.P. single, inclined

• R = Honda 18 H.P. V-twin

• S = Honda 20 H.P. V-twin

3. PROFESSIONAL SHOP MANUAL INTENT

This Manual is intended to provide service dealers with an introduction to the mechanical aspects of the new vehicle.

This Professional Shop Manual covers the second generation Cub Cadet Utility Vehicles more specifically, and in greater depth than the origanal Shop Handbook.

• The content in this manual supersedes any content in the handbook.

• Detailed service information about the engine will be provided by the engine manufacturer, in most cases.

Disclaimer: This manual was written using second generation vehicle. The information contained in this handbook is correct at the time of writing. Both the product and the information about the product are subject to change without notice.

About the text format:

NOTE: is used to point-out information that is relevant to the procedure, but does not fit as a step in the procedure.

2.2. Series detail:

• 1 = poly-bed 4 x 2

• 3 = steel bed 4 x 2

•4 = 6 x 4

•6 = 4 x 4

2.3. Trim detail:

• 0 = yellow on 6 x 4 and 4 x 2

• 1 = camouflage on 6 x 4 and 4 x 2

• 2 = fire rescue red on 6 x 4 and 4 x 2

• 6 = yellow on 4 x 4

• 7 = camouflage on 4 x 4

2.4. Tires

• A = turf tires

• B = knobby tires

• C = heavy-duty tires

• D = trail tires

• E = Fire Rescue: f. run-flat tires, r. trail tires

CAUTION: is used to point-out potential danger to the technician, operator, bystanders, or surrounding property.

• Bullet points: indicate sub-steps or points.

Disclaimer: This Professional Shop Manual is intended for use by trained, professional technicians.

• Common sense in operation and safety is assumed.

• In no event shall MTD or Cub Cadet be liable for poor text interpretation, or poor execution of the procedures described in the text.

• If the person using this manual is uncomfort able with any procedures they encounter , they shou ld seek the help of a qualified technician or Cub Cadet Technical Support.

• G = poly-bed trail tires

Chapter 1: Introduction

Fasteners:

• Most of the fasteners used on the vehicle are sized in fractional inches. Some are metric. For this reason, wrench sizes are frequently identified in the text, and measurements are given in U.S. and metric scales.

• If a fastener has a locking feature that has worn, replace the fastener or apply a small amount of releasable thread locking compound such as Loctite® 242 (blue).

• Some fasteners like cotter pins are single-use items that are not to be reused. Other fasteners such as lock washers, retaining rings, and internal cotter pins (hairpin clips) may be reused if the do not show signs of wear or damage. This manual leaves that decision to the judgement of the technician.

Assembly: Torque specifications may be noted in the part of the

text that covers assembly, they may also be summarized in tables along with special instructions regarding locking or lubrication. Whichever method is more appropriate will be used. In many cases, both will be used so that the manual is handy as a quick-reference guide as well as a step-bystep procedure guide that does not require the user to hunt for information.

4. LIFTING AND SUPPORTING

CAUTION: Use common sense and safety when

lifting and supporting any equipment:

• Always work on a firm, level surface that will support the load to be placed on it.

• Never leave equipment supported by hydraulic means: hydraulic jacks are for lifting. Once lifted, the equipment should be positioned on and supported by jack stands of sufficient capacity to ensure safety.

• Confirm that the equipment is firmly seated on the jack stands before doing any work that results in exposure to falling or crushing hazard.

• Use caution when positioning jacks and jack stands, so as not to damage any fuel lines, brake lines, electrical conduits, or linkages.

• Do not lift or support the vehicle by the cradle that the engine and transfer case are mounted to. It is vibration-isolated from the rest of the vehicle. The rubber isolator mounts are not designed to support the weight of the vehicle.

The utility vehicle may be lifted from the rear by placing a jack under the rear-most cross-member. This crossmember also provides a mounting point for the 2” class 1 hitch receiver. See Figure 1.5.

The level of assembly instructions provided will be determined by the complexity and of reassembly, and by the potential for unsafe conditions to arise from mistakes made in assembl y.

Some instructions may refer to other parts of the manual for subsidiary procedures. This avoids repeating the same procedure two or three times in the manual.

Rear cross-member

Accessory receiver

Figure 1.5

Chapter 1: Introduction

Jack stands can safely be positioned beneath the upright frame members that are roughly even with the centerline of the tray that supports the engine and transfer case. See Figure 1.6.

Figure 1.6

The front of the vehicle may be safely lifted by placing a jack directly under the mounting point where the front differential joins the frame. See Figure 1.7.

Jack stands will safely support the front of the vehicle if positioned beneath the frame, where the front out-rigger extends to meet the base of the OPS. See Figure 1.8.

Figure 1.8

Alternatively, the vehicle may be lifted by positioning a jack along the outer frame channel, where the rear out-rigger extends to meet the base of the OPS . See Figure 1.9.

Figure 1.7

Figure 1.9

NOTE: The center of gravity for the vehicle is

beneath the seat support structure. NOTE: The outer frame channel will support the

vehicle without damage.

Chapter 1: Introduction

5. DRIVE SYSTEM DESCRIPTION

• A belt-type CVT (Continuously Variable Transmission) system carries power from the engine crankshaft to the transfer case. See Figure 1.10.

CVT driven element

CVT belt

CVT driving element

Figure 1.10

• The CVT range provides strong torque and acceleration, limiting speed to 25 MPH (40 KPH).

• The driving clutch on the engine crankshaft uses centrifugal force to operate a mechanism that pulls the sheaves closer together. The faster the engine spins, the closer the sheaves get. As the sheaves close-down on the belt, the belt is forced outward. As the belt is forced outward, the drive ratio decreases so that fewer crankshaft revolutions equate to more input shaft revolutions at the input shaft of the transfer case.

•The transfer case is mounted adjacent to the engine, with the input shaft running fore-and-aft in the frame. See Figure 1.11.

Transfer case

Figure 1.11

• The transfer case contains two forwar d ratios, neutral, and reveres.

• Gear selection is controlled by rods and a selector lever sourced from Hurst®.

Drive shafts with Hooke/Spicer type universal joints extend fore and aft from the output shafts of the transfer case to drive the front and rear differentials.

The rear differential has a cast iron housing and a cable-actuated locking feature. See Figure 1.12.

Differential lock actuator

Rear differential

NOTE: A lower numeric ratio results is frequently referred to as a “steeper” or “taller” d rive ratio, yielding in increased top speed.

• As the effective diameter of the driving pulley increases, the belt has less available length to reach the driven pulley. The sheaves of the driven pulley is springloaded so that it can absorb the additional tension. An additional effect is that the belt is drawn deeper into the sheaves, reducing the effective diameter of the driven pulley. Reducing the diameter of the driven pulley further reduces the drive ratio.

Figure 1.12

Chapter 1: Introduction

The front differential has an aluminum housing, and an electronically controlled, slip sensing Auto-Lok® feature. See Figure 1.13.

Front differential

• The front differential is engaged or disengaged using a rocker switch on the dashboard.

Each differential transfers power to the drive hubs through a drive shaft with Rzeppa-type constant velocity joints at each end.

Electrical connection for Auto-Lok® feature

Figure 1.13

6. SERVICE INTENT

The transfer case is manufactured by Cub Cadet. If it fails during the first year, it should be removed and replaced as a complete unit.

• In the event of a failure, the transfer case will be called back for engineering analysis.

• If the failure is warrantable, Cub Cadet will cover the cost of replacement.

• If the failure is not warrantable, replacement will be at the customer’s expense.

• Beyond the first year, but within the first two years, the decision whether to repair or replace the transfer case will be based on economic feasibility and the availability of parts and assemblies.

• Beyond the warranty period, the dealer can repair or replace the transfer case at their own discretion.

The remainder of the drive system (CVT, drive shafts, axles, differentials) is purchased from outside vendors.

• If any of these items fail in the first two years, they should be removed and replaced with a complete unit. The only exception to this may be the axles. Rzeppa (Constant Velocity) joints may be available to repair rather than replace axles. Service intent has not been decided as this manual goes to print.

• In the event of a failure, the component will be called back for engineering analysis and vendor recovery.

• If the failure is warrantable, Cub Cadet will cover the cost of replacement.

• If the failure is not warrantable, replacement will be at the customer’s expense.

• Beyond the warranty period, internal parts for the differentials will be made available so that the dealer can repair or replace them at their own discretion.

Kohler Engines will be serviced as they are in the rest of the Cub Cadet product Line. They are seen as an integral part of the Cub cadet product, with parts and warranty coverage provided through Cu b Cad e t.

Caterpillar Engines in Cub cadet equipment will continue to be serviced exclusively by CAT dealers.

Chapter 1: Introduction

7. SPECIAL TOOLS

NOTE: There are many specialized tools that

will make servicing the Cub Cadet 4X4 easier. There are only a couple of tools that are not likely to be in a technician’s normal tool assortment that necessary to service the 4X4.

7.1. A small metric screw (6m/1.0) (size/thread pitch) having a minimum thread length of 1.15” (2.9cm) can be used to spread the sheaves of the driven clutch. This is necessary if the belt is to be replaced without removing both pulleys. The screw can be purchased locally and modified using a thread die. See Figure 1.14.

7.3. A pulley alignment tool should be used to check the alignment of the drive pulley and driven pulley after any procedure that may have disturbed the alignment, or if unusual belt wear occurs. See Figure 1.16.

Alignment tool P/N: 707-04878

Figure 1.16

Figure 1.14

7.2. The second tool that is necessary to service the drive system is a puller that draws the driving clutch off of the engine crankshaft. See Figure 1.15.

Driving pulley removal tool: Part number: 759-04111

Figure 1.15

Chapter 1: Introduction

Chapter 2- Drive System: CVT and Transfer Case

CHAPTER 2- DRIVE SYSTEM: CVT AND TRANSFER CASE

DRIVE SYSTEM: SERVICE INTENT

1. The transfer case is manufactured by Cub Cadet. If it fails during the first two years, it should be removed and replaced as a complete unit.

• In the event of a failure, the transfer case will be called back for engineering analysis.

• If the failure is warrantable, Cub Cadet will cover the cost of replacement.

• If the failure is not warrantable, replacement will be at the customer’s expense.

• Beyond the warranty period, internal parts will be made available so that the dealer can repair or replace the transfer case at their own discretion.

2. The remainder of the drive system (CVT, drive shafts, axles, differentials) is purchased from outside vendors.

• If any of these items fail in the first two years, they should be removed and replaced with a complete unit.

• In the event of a failure, the component will be called back for engineering analysis and vendor recovery.

CVT AND TRANSFER CASE OPERATION

1. The transfer case contains a relatively conventional three-shaft gear-set providing Neutral, Reverse, Forward, and Forward Low-range.

2. The variation in drive speed within each gear is created by a combination of engine RPM and a CVT belt drive system.

3. The CVT belt drive system consists of : See Figure 2.1.

• Driving element = driving pulley = centrifugal

torque converter mounted to the crankshaft.

• Driven element = driven pulley = pulley sheaves

mounted to the input shaft of the transfer case that react to the motion of the driving element.

• A special belt that transfers power from the driv-

ing element to the driven element.

Driving element Driven element

• If the failure is warrantable, Cub Cadet will cover the cost of replacement.

• If the failure is not warrantable, replacement will be at the customer’s expense.

• Drive system components other than the CVT and transfer case are covered in gr eater depth in the Drive shafts, Axles, and Differentials chapter of this manual.

Belt

Figure 2.1

4. Common parts: 4a. The belt and driven element are the

same on both models of the current Cub Cadet 4X4.

4b. The driving elements are different for

gas and diesel versions. The gas engine and diesel engines have different torque curves and maximum operating speeds.

Chapter 2- Drive System: CVT and Transfer Case

4c. The driving elements are tuned to get the

best vehicle performance out of each model engine, taking into account: engine power band and top speed, vehicle weight, maximized vehicle pulling power, maximized vehicle acceleration, and a 25 MPH (40 KPH) maximum speed.

5. Operation: 5a. At rest (engine OFF or at low idle) the

sheaves of the driving element (on the engine crankshaft) are at the widest point of their travel. The belt rests on a central bearing surface, but no significant power is transmitted to the driven element at idle speed. See Figure 2.2.

Low idle speed Driving element released (spread)

5b. At about 1,400 RPM, the sheaves move

closer to each-other. As they do, they touch the sides of the belt and begin to transmit power. See Figure 2.3.

Low RPM: Driving element beginning to engage belt Belt deep in sheave

Figure 2.3

• The sheaves are moved by fly-weights within the driving element housing. Centrifugal force drives the fly-weights out. The fly-weights are levered against the sheave, forcing it inward.

Figure 2.2

5c. As the engine RPMs increase, the

sheaves close further, forcing the belt outward on the sheaves. See Figure 2.4.

Moderate engine speed Driving pulley partially closed-down Belt partially shifted-out

Figure 2.4

Chapter 2- Drive System: CVT and Transfer Case

• The further the drive point (contact patch between the belt and the sheaves) is from the crankshaft, the greater the effective circumference of the driving pulley (element).

• The greater the effective circumference of the driving pulley, the more linear motion is transferred to the belt for each crankshaft revoluti on.

• This increases the drive speed, but reduces the amount of torque the engine transfers to the drive system.

• If the engine is over-loaded by a combination of grade and cargo weight while operating at full throttle, the RPMs will be pulled-down. As the engine RPMs are reduced, the drive ratio will automatically shift in the numerically higher direction, increasing the amount of torque available to the wheels, at the expense of ground speed.

5d. As the belt is forced outward on the

sheaves of the driving element, the driven element spread allowing the belt to be drawn deeper-in. See Figure 2.5.

Driven pulley at speed

Sheaves

Belt deep in sheaves

5f. At about 3,000 RPM (Kohler) or 2,500

RPM (Caterpillar) the driving element reaches the end of its travel. See Figure 2.6.

Driven element fully drawn together: Belt at outer edge

Figure 2.6

• Any increase in vehicle speed beyond the end o f CVT travel is due only to an increase in engine speed. The rate of vehicle acceleration will level-off.

IDLE SPEED AND TOP NO-LOAD SPEED

Belt

Figure 2.5

5e. As the belt is drawn deeper into the driven

pulley, two things are accomplished:

• Belt tension is held constant, even though the effective size of the driving pulley changes.

• The range of available drive ratios is widened.

1. The Kohler and CAT engines should idle at 1,200 RPM. See Figure 2.7.

Belt still

Sheaves spread

Clutch spinning at idle speed

Figure 2.7

Chapter 2- Drive System: CVT and Transfer Case

• Slower idle speeds will result in poor idle quality, reduced flow of cooling air, and reduced oil flow.

• Higher idle speeds will result in harsh gear selector action and possible internal damage to the transfer case.

2. Top no-load speed should be 3 ,600 RPM fo r th e Caterpillar and 3,850 RPM for the Kohler: See Figure 2.8.

Sheaves closed

Engine at max. RPM

Figure 2.8

• Slower top no-load speeds will result in diminished performance.

• Higher top no-load speeds will result in unsafe operating conditions and possible over-speed engine failure.

3. If the idle speed and top-no-load speed do not fall into this range, refer to the appropriate engine chapter for adjustment procedures

• Caterpillar related systems Chapter 8

• Kohler engine service access and fuel system Chapter 7

Belt spinning

DRIVE SYSTEM SERVICE ACCESS, SAFETY, AND

TIPS

1. When working on the belt, block the wheels to prevent the UV from rolling.

2. Place the transmission in neutral.

3. When working on any components (like the CVT) that rotate with the engine, disable the engine:

3a. Disconnect and ground the spark plug

wires on a gasoline engine.

3b. Unplug the fuel shut-off solenoid on a die-

sel engine. 3c. Remove the key from the key switch. 3d. Preferably, disconnect the ground cable

from the negative terminal of the battery.

4. Unless a procedure specifically requires the engine to be running, the engine should be turned-off for all maintenance, adjustments, and repair.

5. To reach the CVT, fold the seats forward and secure them with shock cords. Release the Camloc® fasteners and lift the parcel bin out from beneath the driver’s seat

6. Once accessed, the driving element, the driven element, and the belt can be removed. There are some simple but specialized tools r equir ed to loosen the belt and remove the driving element

•A small screw can be used to spread the sheaves of the driven element so that the belt can be removed. Specific dimensions are given in the belt removal section of this chapter.

•A clutch puller is needed to pull the driving ele- ment off of the tapered crankshaft.

NOTE: The belt may be remove d independently, or the CVT may be removed complete with the belt.

Chapter 2- Drive System: CVT and Transfer Case

DRIVE SYSTEM ADJUSTMENTS:

1. CVT spacing and alignment:

• Sp acing and alignment are critical to pr oper CVT performance and belt longevity.

• In normal service, these items should not be an issue on this vehicle. The engine and transfer case are firmly tied to each-other by the engine / transmission plate that holds proper spacing and alignment.

2. Adjustment of the driving element and driven element:

• The CVT is tuned to maximize performance of the vehicle. It should require no adjustment in its normal service life.

• While it is mechanically possible to disassemble the driving and driven elements, individual parts will not be available through Cub Cadet.

CVT SERVICE

1. BELT REMOVAL NOTE: The procedure to remove the belt is the

same for the Kohler and the Caterpillar engines. 1a. When new, the belt measures 1.335”

.031” (33.9 + .8mm) across the wide flat outside surface of the belt. The belt is considered worn when the measurement is 1.20” (30.5mm) or less. some degradation of performance may begin to occur as belt is worn to less than 1.275” (32.4mm). See Figure 2.9.

1b. To remove the belt, a 6mm/1.0 screw with a

minimum thread length of 1.15" (2.9cm) will be required. See Figure 2.10.

1.15” (2.9cm) thread length

Figure 2.10

NOTE: A 6mm screw with a thread pitch of 1.0

may be purchased locally. The minimum thread length needed is longer than the threads of a standard screw of this size. It will be necessary to cut threads further up the shank of the screw using a thread-cutting die.

1c. There are 4 holes in the face of the driven

element. Three of them are close together, one is 180 degrees away from the others. The middle hole of the set of three is threaded. See Figure 2.11.

New: 1.335” (33.9mm)

Worn: 1.20” (30.5mm)

Figure 2.9

Tapped hole

Figure 2.11

Chapter 2- Drive System: CVT and Transfer Case

1d. Thread the screw into the tapped h ole in the

outer half of the driven element sheave. The end of the screw will press against the inner half of the sheave, spreading the two apart. See Figure 2.12.

Screw maintains distance between sheaves

Figure 2.12

NOTE: It is common practice among snowmobil-

ers to carry a spare belt. Belt life on this vehicle should not be an issue, but if the utility vehicle is operated in very remote areas, it may provide some peace-of-mind for the operator. If they choose to carry a spare belt, a suitable screw and a 10mm wrench should be kept with it.

1e. As the sheaves are spread, the tension on

the belt will be relieved, and the belt can be rolled-off of the driven element (pulley). See Figure 2.13.

2. Removal of the Driving element

NOTE: On the Caterpillar engines, The belt may be harder to roll off the sheave, but it will roll off.

1f. The belt can easily be installed by revers-

ing the removal process. See Figure 2.14.

Figure 2.14

NOTE: When the belt is installed, remove the

screw before operating the vehicle NOTE: It may be necessary to start the vehicle, ,

and rev the engine in neutral to seat the belt.

NOTE: The driving element is most easily removed after the belt is taken- off.

NOTE: The driving element can be removed with the belt in place, but installation may require the driven element sheaves to be spread unless all three parts of the CVT are installed together, as described later in this section.

Figure 2.13

NOTE: The bolt that holds the driving element to

the crankshaft can be reached by removing the plastic cap from the end of the driving element. If the driving element spins the crankshaft when the tool is tightened it will be necessary to hold the CVT or lock the crankshaft. One means of holding the CVT involves removing the cover. That is the technique described in this section.

2a. Disconnect and ground the spark plug

leads (Kohler) or un-plug the fuel shut-off solenoid (Caterpillar).

Chapter 2- Drive System: CVT and Transfer Case

2b. Remove the three screws holding the

cover in place, then remove the co v e r. See Figure 2.15.

Driving element cover

Screws

Plastic cap

Figure 2.15

2c. Hold the large nut with a 30mm wrench

while loosening the crankshaft bolt with a 5/8” wrench.

2d. Withdraw the bolt, washers, and shoulder

spacer. See Figure 2.16.

3. Install the clutch removal tool (M14 - 2.O) by threading it into the clutch, pressing against the crankshaft.

3a. Hold the pulley with a 30mm wrench, and

turn the tool using a 22mm wrench. This will force the driving element off of the crankshaft. See Figure 2.17.

Inset: clutch tool

One wrench to turn the tool

One wrench to hold the clutch

Figure 2.17

CAUTION: There is a tapered fit between the

driving element and the crankshaft. Applying force to the perimeter of the driving element will break it.

Driving element

Nut

Shoulder washer

Figure 2.16

Flat washer(s)

3b. If the belt was not previously removed, it

can be taken-off as the driving element is removed.

4. Removal of the driven element 4a. Remove the belt. NOTE: The driving element fits on a tapered

shaft. It can be removed with the belt in-place because the tapered shaft provides freedom of movement as soon as the driving element comes loose. The driven element fits on a splined shaft. As the driven element is drawn off the shaft, the belt will tighten, making removal difficult even with the sheaves spread. The belt should be removed before taking-off the driven element.

Chapter 2- Drive System: CVT and Transfer Case

4b. Place the transfer case in H position, and

set the parking brake.

4c. Loosen the bolt that holds the driven ele-

ment to the input shaft using a 9/16” wrench.

NOTE: Hold the driven element from rotating using a pin spanner, if needed.

4d. Remove the bolt and washers.

See Figure 2.18.

6. Make the wood block spacer as described in the accompanying illustration. See Figure 2.19.

3-1/2” (8.9CM)

4-3/8” (8.6CM)

NOTE: BLOCK ENDS MAY BE V-SHAPED OR CURVED

Figure 2.19

6a. Prepare the CVT for installation:

See Figure 2.20.

• Clean the shafts and the surrounding area before installing the CVT.

5-1/8” (13.1CM)

Figure 2.18

4e. At this point, the driven element may be

slipped off of the transfer case input sha ft.

5. CVT Installation NOTE: The driving element and driven element

can be installed individually, then the belt can be rolled-on as described in the belt removal section of this chapter. Alternatively, both elements and the belt can be installed all-at-once using a simple wood-block tool. This method is described in the following steps. Preparation and torque specs remain the same for both methods.

• Confirm the presence of the .060” (1.5mm) spacer on the shaft between the driven element and the transfer case housing.

• A small amount of anti-seize compound may be used on the splined joint between the input shaft of the transfer case and the driven element.

• The tapered joint between the driving element and the crankshaft must be clean and dry.

Tapered shaft

Spacer

Splined shaft

Figure 2.20

Chapter 2- Drive System: CVT and Transfer Case

6b. Install the belt around the pulleys and insert

the wood block tool between the pulleys to establish correct spacing. See Figure 2.21.

Wooden tool sets spacing and holds assembly together for installation

Figure 2.21

6c. Install the belt and pulleys, with the wood

block between them, onto the crankshaft of the engine and the input shaft of the transfer case.

6d. Apply a small amount of thread locking

compound such as Loctite® 262 (red) to the bolts that secure each pulley.

6e. Secure the driving element to the crank-

shaft using the bolt, washers, and shoulder spacer previously removed. Do not tighten fully at this time. See Figure 2.22.

Shoulder spacer Washers

6f. Secure the driven element to the input shaft

using the bolt, washer, and shoulder spacer previously removed. Do not tighten fully at this time. See Figure 2.23.

CVT installed all at once

Figure 2.23

6g. Tighten the bolts securing the pulleys to

their respective shafts in even steps, drawing the pulleys into place.

6h. Once seated, tighten the bolts to the spec-

ified torque:

Item ft-lbs N-m

Driving element to

32-36** 43-49**

engine crankshaft Driven element to

70-80** 95transfer case input shaft

109**

Bolt

Driving element

Figure 2.22

** Install with permanent thread locking compound such as Loctite®

262 (red).

Chapter 2- Drive System: CVT and Transfer Case

6i. Remove the wood block tool.

See Figure 2.24.

Tighten bolts and remove block

Figure 2.24

6j. Test the operation of the drive system in a

safe area, then allow the exhaust system to cool before final assembly.

6k. Final assembly: install the cover and plug

on the driving element and replace the parcel bin under the passenger’s seat.

DRIVE SYSTEM ADJUSTMENTS:

TRANSFER CASE SHIFT LINKAGE

1. Before attempting any linkage repair of adjustment, confirm whether the problem at hand is in the linkage or elsewhere in the system.

2. A handy quick-check to confirm that the transfer case is in neutral when the gear selector is in neutral can be made using the two safety switches in the starter circuit: See Figure 2.25.

Switch harness unplugged

Both switches in series: contacts closed

Figure 2.25

2a. Locate and disconnect the harness that

leads to the neutral safety switches.

2b. Connect a DVOM or continuity light to the

pair of terminals on the disconnected harness.

2c. When the transfer case is in neutral, there

should be continuity (0.0 Ω) between the two wires in the terminal.

NOTE: There are two sets of shift forks within the transfer case. Each shift fork has a safety switch associated with it. When both shift forks are in the neutral position, the contacts of both switches will be closed. The switches are connected in series, so the closure of both switches completes the circuit.

3. The correct operation of the switch can be confirmed by rotating the transfer case input shaft and observing the reaction of the output shafts.

4. After correct internal operation of the transfer case is confirmed, check the linkage. Correct any internal problems before proceeding. If the transfer case has internal damage, no amount of external adjustment will fix it.

Chapter 2- Drive System: CVT and Transfer Case

NOTE: Methodology: start at the source (the transfer case), and work toward the control input (the gear selector).

5. Operate the gear selector through its full range of motion (high range forward, low range forward, neutral, and reverse). Look for the following issues: See Figure 2.26.

Forward-Neutral Reverse rod

Low-range rod

7. Centering the linkage: See Figure 2.27.

Neutral alignment holes

Figure 2.27

7a. With the linkage disconnected, the shift

forks are centered in the neutral position by detent springs.

Figure 2.26

• Lost motion

• Loose hardware

• Mechanical interference

• Unintended bends in the linkage

• Excessive linkage bowing under load

• Engagement of the gear that is selected

6. Correct any of these initial problems before proceding with adjustment.

NOTE: It is possible to make a damaged linkage work better by compensating for the damage with adjustment. This should not be considered complete repair.

7b. At this point the shift arms can be locked

into the neutral position by inserting a 3/ 16” (or 5mm) dowel rod through the alignment holes in the shift lever bracket and shift arms located on the back of the transfer case housing.

7c. The center-point of neutral position at the

Hurst gear selector lever corresponds with the center of the range where the shift lever can move from the high-neutralreverse gait into the neutral-low gait.

7d. Find the point were the Hurst lever moves

left and right between the two gates. This is the center-point of it’s range of travel.

Chapter 2- Drive System: CVT and Transfer Case

8. Rod adjustment is made by lengthening or shortening the shift rods to make neutral at the Hurst gear selector lever correspond with neutral within the transfer case. See Figure 2.28.

Disconnecting linkage to make low-range adjustment

Figure 2.28

8a. The heavier rod that is connected to the

shift arm nearest the engine controls forward (high range), neutral, and revers e functions.

8b. Loosen the jam nut, then disconnect the

rod to adjust it using a pair of 9/16” wrenches.

10. After the rod adjustment is done, operate the linkage to confirm that the shift forks move fully to their engaged detent positions.

• If there is insufficient travel, the stops on the Hurst shift mechanism can be moved out.

• If the linkages are over-throwing the shift fork travel, the stops on the Hurst shift mechanism can be moved in.

• The stops are unlikely to need adjustment in the normal service life of the utility vehicle. The most likely reason for the stops to be out of adjustment would be tampering by unqualified technicians.

10.1. Remove the console cover / cup holder to gain access to the stop adjustments. See Figure 2.29.

Hurst shift linkage exposed

Console cover / cup holder removed

8c. Thread the rod-end up or down the length

of the threads for adjustment.

8d. The lighter rod that is connected to the shift

arm farthest from the engine shifts the transfer case between neutral and low range forward.

8e. Loosen the jam nut using a 1/2” wrench

and a 7/16” wrench, then disconnect the transfer case end of the rod using a pair of 1/2” wrenches.

9. Snug the jam nuts and remove the locking do wel after rod adjustment is completed.

Figure 2.29

10b. Remove the knob from the Hurst gear sh if t

by turning it counter-clockwise.

10c. Remove the grip from the differential lock

control lever by pulling upward from the base of the grip. A blow gun may be used to force the grip off of the lever by shooting compressed air into the hole at the top of the grip while lifting upward.

Chapter 2- Drive System: CVT and Transfer Case

10d. Unbolt the console cover / cup holder using

a 9/16” wrench to remove the two screws that hold the back of the console cover . A 9/16” wrench can also be used to loosen the two screws that secure the front edge of the cover through slotted holes.

10e. Lift the cover off to remove it.

11. Push the Hurst lever straight forward to engage high-range forward gear.

12. Pulling gently back on the lever to take-up play in the linkage, there should be 1/16” (1.5mm) of clearance between the lever and the tip of the forward stop bolt (mounted at the rear of the mechanism).

NOTE: A 1/16” or 1.5mm allen wrench makes a suitable feeler gauge, positioned so that the flats (not the peaks) are spanning the gap between the stop bolt and the lever.

NOTE: Do not adjust the travel to make-up for out-of adjustment shift rods. Travel stop adjustment is merely for confirmation and is not likely to need adjustment in the normal life of the vehicle.

13. If adjustment is necessary, loosen the jam nut and tighten or loosen the bolt using a 9/16” wrench. See Figure 2.30.

14. When adjustment is complete: 14a. Snug the jam nut. 14b. Move the lever into reverse 14c. Repeat the adjustment in the opposite

direction on the reverse stop bolt.

15. Test the operation of the drive system in safe area. Confirm that:

15a. The vehicle does not try to move in neutral 15b. The gear selector lever works smoothly

and easily, providing solid “feel” for each gear.

15c. Each gear engages fully. A partially

engaged gear may “jump out” when power is applied.

NOTE: Other mechanical causes may cause the vehicle to jump out of gear , e.g.: worn or missing detent spring, damaged shift fork, damaged shift dogs. Of those issues, only the detent balls and springs can be reached without removing the transfer case from the vehicle.

16. Install the console cover / cup holder, gear selector knob, and rear differential lock control lever grip.

Shift linkage travel stop adjustment

Figure 2.30

Chapter 2- Drive System: CVT and Transfer Case

DRIVE SYSTEM ADJUSTMENT: PARKING BRAKE

NOTE: The parking brake is mounted to the

transfer case, and its operation is completely independent of the hydraulic service brakes.

1. The parking brake has two functions: 1a. It should prevent the vehicle from rolling

when it is applied.

1b. It should not drag when released.

2. Parking brake operation should be checked at each oil change interval. If the operator notices any change in operation of the parking brake, it should be checked before any further use.

NOTE: When the engine is turned-off, the CVT will not stop the vehicle from rolling, even if the transfer case is left in gear . The parking brake is essential to safe operation of the vehicle.

3. Visual inspection of the brake system should accompany adjustment. Look for:

• Indications of dragging brake:

- burning smell

- discolored park brake rotor

- sluggish performance

- accelerated brake pad wear

- slack cable when brake is released.

• Indications of impending failure

- corroded or frayed cable

- excessive travel on park brake lever before

- brakes engage

- worn brake pads: < thick ness (<

- burnt, kinked, or chafed cable housing

- loose hardware or damaged brackets

- mechanical damage to rotor or caliper

.762mm)

.030” friction material

5. Checking caliper adjustment: See Figure 2.31. Feeler gauge

Parking brake caliper

5a. Chock the wheels so that the vehicle will

not roll. 5b. Release the parking brake. 5c. Confirm that the return spring has drawn

the arm on the caliper all the way against

the stop. 5d. Use a feeler gauge to check the clear ance

between the parking brake rotor and one

of the pads. It may be necessary to wig-

gle the rotor slightly , forcing the p ads back

from the rotor. 5e. Clearance should be between .010” and

.013” (.254mm-.330mm). 5f. Adjust the caliper if it is not in this range.

.010-.013 (.254-.330mm)

Adjustment screw and jam nut

Figure 2.31

4. Repair any of these issues before proceeding with adjustment. Adjustment should be checked after any service to the parking brake caliper of linkage.

Chapter 2- Drive System: CVT and Transfer Case

6. The caliper can be adjusted using the screw and jam nut on the caliper. Us a 7/16” wrench and an 11/16” wrench. See Figure 2.32.

Park brake caliper adjustment

Figure 2.32

6.1. After the caliper is in correct adjustment, the linkage that operates it can be adjusted properly.

6.2. The parking brake lever pulls on the cable to engage the brake when the lever is pulled upward. See Figure 2.33.

• There is a park brake switch mounted beneath the lever. The con tact s within the switch are normally closed. As the lever is pulled-up, the plunger extends from the switch, closing the contacts.

• Contact closure = 2 notches.

7. Correct adjustment results in full engagement of the parking brake before the 5th notch, but allows the lever to come up far enough to close the contacts in the switch.

8. Checking adjustment: See Figure 2.34.

Park brake light

Park brake lever in released position

Park brake switch

Park brake cable

Figure 2.33

• It moves up in steps that correspond to notches in a lock plate that the brake lock passes over in its travel. Full travel = 5 notches.

Figure 2.34

8a. Make the adjustment with the key switch

turned on, but the engine not

the wheels chocked. 8b. Release and reapply the parking brake. 8c. As the bake lever passes the second

notch, the brake light on the instrument

cluster should illuminate. If the transfer

case is not in neutral, an alarm should

sound as well. At this point the slack

should be out of the parking brake cable,

and the arm on the caliper just beginning

to move.

9. By the third notch, drag should be noted when the drive shaft leading to the rear differential is turned.

running, and

Chapter 2- Drive System: CVT and Transfer Case

10. By the fourth notch, it should be impossible to rotate the drive shaft. See Figure 2.35.

Correct adjustment = fourth “click” on handle + tight cable + brake fully engaged

Figure 2.35

11. To reach the adjustment point for the parking brake, release the Camloc

fasteners and

remove the parcel bin that is located ben eath the driver’s seat. See Figure 2.36.

Parcel bin

Camloc

fasteners

11.1. Adjustment can be made using a pair of 1/2” wrenches at the anchor point of either end of the cable. See Figure 2.37.

Adjustment at caliper end of cable

Figure 2.37

12. Lock the adjustment by snugging the jam nut against the mounting bracket.

13. Test the operation of the parking brake in a safe area before returning the vehicle to service. It should remain stationary with a full load on a 15 degree slope with the parking brake engaged.

NOTE: While this is an extremely capable vehicle, 15 degrees is the maximum angle of operation specified in the Operator’s Manual.

Figure 2.36

CAUTION: Make sure the cover is firmly in place

on the positive battery terminal before adjusting the cable. Contact between a wrench and the terminal can short out the battery, causing potential injury from heat burns, chemical burns, and battery explosion.

Chapter 2- Drive System: CVT and Transfer Case

DRIVE SYSTEM SERVICE: LUBRICATION

1. The universal joints in the drive shafts that connect the transfer case to the front and rear differentials are lubricated on assembly, and should not need further lubrication in their normal service life. See Figure 2.38.

Figure 2.38

3. The transfer case contains 64 fl.oz. (1.9 l.) of 80W-90 Low Foam Oil (Cub Cadet P/N: 737-

04040). See Figure 2.40.

Vent

Fill plug

Figure 2.40

• The transfer case oil should be changed after the first 5 hrs. of use, 50 hrs. of use, and at 500 hr. intervals thereafter.

2. The constant velocity (Rzeppa type) joints in the axle shafts that drive the wheels are lubricated on assembly, and should need no further lubrication in their normal service life. See Figure 2.39.

Figure 2.39

NOTE: Grease is contained in the constant

velocity joint boots. If a boot is damaged, the grease will get contaminated. Once the grease is contaminated, accelerated wear and joint failure will occur. Replace any damaged boot as soon as possible. Clean and inspect the boots regularly.

• Inspect the transfer case vent at 100 hr. intervals. A blocked vent will cause fluid loss.

• The transfer case gear lube should be checked at 100 hr. intervals, or more frequently if fluid loss is noticed.

• In the event of fluid loss, identify and repair the leak as soon as possible to prevent catastrophic failure of the transfer case, disabling the vehicle.

4. To check the fluid in the transfer case: See Figure 2.41.

Transfer case level plug

Figure 2.41

Chapter 2- Drive System: CVT and Transfer Case

5. 13.4. Transfer case, continued... 5a. Park the vehicle on a firm level surface. 5b. Allow the engine and drive system to cool

to ambient temperature. 5c. Tilt the cargo box up. 5d. Release the Camloc

away the engine cover. 5e. Clean the area surrounding the fill plug and

level plug. 5f. Remove the level plug using a 5/8”

wrench, and check for the presence of

fluid at a level even with the bottom of the

threads. 5g. Clean the plug and inspect the o-ring seal.

Replace the o-ring if it is suspect.

6. If the fluid level is low, gear lube may be added through the fill plug near the top of the transfer case housing. See Figure 2.42.

Fill plug

fasteners and lift

6a. The fill plug can be removed with a 5/8”

open-end wrench.

6b. Inspect the gear lube for debris or metal

chafe, then dispose of it properly.

6c. Add gear lube until it begins to dribble out

of the level plug hole.

6d. Replace the fill and level plugs. Snug the

fill plug, and tighten the level plug to at torque of 10 ft-lbs. (13.5 N-m).

6e. Replace the engine cover.

7. To change the lube in the transfer case, follow the guidelines for checking the fluid. The case may be drained of lube by removing the plug using a 5/8” wrench. See Figure 2.43.

Inset: drain plug

O-ring seal

Level plug

Drain plug access from beneath vehicle

Figure 2.43

Figure 2.42

Chapter 2- Drive System: CVT and Transfer Case

DRIVE SYSTEM SERVICE: TRANSFER CASE

REMOVAL WITH KOHLER ENGINE

1. Remove the cargo box from the vehicle: See Figure 2.44.

Attachment clip

Lift assist cylinder

Cargo box hinge bolt (1 per side)

Figure 2.44

1a. Lift and support the cargo box. 1b. Pry-off the retainer that holds the lift assist

cylinder to the cargo box.

1c. Carefully lower the cargo box. Use a length

of 2X4 dimensional lumber to block the latch that normally secures the cargo box in the down position.

1d. Remove the nuts and bolts that secure the

cargo box to the frame using a pair of 9/ 16” wrenches.

1e. With the help of an assistant or a mechani-

cal lifting device, slide the cargo box off the back of the frame and remove it from the vehicle.

4. Disconnect the black cable from the negative terminal on the battery using a 10mm wrench.

5. Remove the CVT belt and pulleys as described in the DRIVE SYSTEM: CVT BELT AND PULLEYS section of this manual. See Figure 2.45.

CVT removed

Figure 2.45

6. Remove the four bolts that hold the heavy steel engine / transmission plate using a 1/2” wrench.

7. Remove the four bolts that hold the engine / transmission plate to the engine using a 9/16” wrench. The bolts pass through a spacer between the plate and the engine.

NOTE: It is not necessary to remove the universal joint guard from the plate.

8. Carefully lift the plate out of the engine bay. It is most easily removed through the opening under the passenger’s seat. See Figure 2.46.

2. Lift and safely support the vehicle.

3. Release the Camloc engine cover and remove the engine cover.

fasteners that secure the

Figure 2.46

Chapter 2- Drive System: CVT and Transfer Case

9. Confirm that the transfer case is in neutral.

10. Disconnect the heavy Forward-Neutral-Reverse shift rod from the shift arm mounted to the transfer case. use a pair of 9/16” wrenches. See Figure 2.47.

ForwardNeutralReverse rod

Figure 2.47

11. Disconnect the front of the Forwar d- Ne ut ra lReverse shift rod from the Hurst shift mechanism by removing the hairpin clip and tugging the rod toward the right side of the vehicle.

14. Confirm that the parking brake is released.

15. Disconnect the parking brake cable from the parking brake caliper by removing the hairpin clip and clevis pin. See Figure 2.49.

Parking brake cable

Clevis pin

Figure 2.49

16. Disconnect the transfer case safety switch harness (orange and gray wires) from the main harness. See Figure 2.50.

12. Disconnect the lighter Low-range shift rod from the shift arm mounted to the transfer case. Use a pair of 1/2” wrenches. See Figure 2.48.

Low-range shift rod

Transmission shift arms

Figure 2.48

13. Disconnect the front of the Low-range shift rod from the Hurst shift mechanism by removing the hairpin clip and tugging the rod toward the left side of the vehicle.

Main harness

Transfer case switch harness

Figure 2.50

NOTE: Wire routing outboard of the flange that

surrounds the transfer case input shaft. This keeps the wires well away from the exhaust system.

NOTE: Do not lose the plastic bushings.

Chapter 2- Drive System: CVT and Transfer Case

17. Lift and safely support the utility vehicle, as described in the LIFTING AND SUPPORTING section of this manual.

18. Drain the transfer case lube into an appropriate container, as described in the DRIVE SYSTEM SERVICE: LUBRICATION section of this manual.

19. Disconnect the front drive shaft, as described in the DRIVE SYSTEM SERVICE: DRIVE SHAFT TO FRONT DIFFERENTIAL section of this manual. See Figure 2.51.

Front drive shaft

Output shaft (transfer case)

21. Slide the transfer case forward to disengage the drive shaft that connects it to the rear differ ential. See Figure 2.53.

Transfer case

Rear drive shaft

Figure 2.53

22. Tilt the transfer case rearward, so that the shift linkages clear the bottom of the exhaust system, and slide it to the left of the vehicle. See Figure 2.54.

Figure 2.51

20. Unbolt the transfer case brackets from the tray using a pair of 1/2” wrenches. See Figure 2.52.

Transfer case mounting bracket

Unbolt here

Engine/ transmission mounting tray

Figure 2.52

NOTE: The nuts are easily accessible through

access slots in the bottom of the cradle.

Neutral switches (2X)

Figure 2.54

NOTE: Do NOT unbolt the transfer case from

the brackets that connect it to the tray.

Chapter 2- Drive System: CVT and Transfer Case

23. Disconnect the transfer case wiring harness from the two neutral safety switches, and remove it. This will prevent the harness and switches from being damaged when the transfer case is removed.

24. Carefully lift the transfer case and brackets out of the vehicle.

25. If the transfer case is to be disassembled, it is best to simply leave the brackets attached to the housing, so that their position is not disturbed.

26. If the transfer case is to be replaced, matchmark the position of each mounting bracket so that it can be installed in an identical position on the new transfer case. See Figure 2.55.

27a. Place the transfer case in the engine bay

with sufficient access to connect the transfer case wiring harness, and install the harness.

27b. Move the transfer case into it’s mounting

position in the drive system tray, connecting the rear drive shaft to the rear output shaft in the process.

27c. Secure the transfer case with the four sets

of 5/16” -18 nuts and bolts, but do not fully tighten the fasteners.

27d. Connect the front drive shaft to the front

output shaft of the transfer case, and reattach the front differential as descr ibed in the DRIVE SYSTEM SERVICE: DRIVE SHAFT TO FRONT DIFFERENTIAL section of this manual.

27e. Apply a small amount of thread locking

compound such as Loctite all of the screws that hold the engine /

transmission plate to the engine and the transfer case.

242 (blue) to

Figure 2.55

27. Installation Notes: Transfer Case Alignment and Positioning.

Item ft-lbs N-m

CVT driving element 32-36 43-49 CVT driven element 70-80 95-109 Engine / transmission

12 16

plate to transmission Engine / transmission

18 24

plate to engine Transmission brack-

32-36 43-49

ets to engine tray Lug nuts 65-75 88-102

27f. Position the plate, along with the spacer

that fits between the plate and the mounting boss on the engine, and secure it with one screw to the engine and one screw to the transfer case.

27g. Confirm that the plate is properly seated

over the mounting boss on the transfer case, and that the screw holes are properly aligned, then install all the screws that secure the plate and spacer. Tighten

them to the torque specified in table....

27h. Tighten all the fasteners that hold the

transfer case to the drive system cradle. Refer to the accompanying table for torque specifications.

28. Installation Notes: Drive Connections 28a. Apply a sparing amount of anti-seize com-

pound to the splined joint at each end or the rear driveshaft.

NOTE: If too much anti-seize compound is applied to the splined connection on the back of the transfer case, centrifugal force will sling it onto the parking brake rotor when the vehicle is in motion.

28b. Secure the rear driveshaft to the rear diffe r-

ential using a new tension pin.

Chapter 2- Drive System: CVT and Transfer Case

28c. Install the CVT as described in the DRIVE

SYSTEM SERVICE:CVT BELT AND PULLEYS section of this manual.

29. Make the remaining electrical and mechanical connections:

29a. Connect the transfer case safety switch

harness to the main harness, confirming

that it is properly routed. 29b. Install the two gear shift rods. NOTE: Both bolts that connect the shift rods to

the shift arms should be installed with the heads between the arms. Both nuts should be installed outboard of each arm.

NOTE: Both shift rods attach to the side of their shift arm that is nearest the engine.

29c. Connect the parking brake cable. 29d. Connect the negative battery cable.

30. Make the final pre-operational checks: 30a. Confirm that the transfer case contains

64fl. oz. (1.9l.) of Shell Dentax 80W-90 Low Foam Oil, as described in the DRIVE SYSTEM SERVICE: LUBRICATION section of this manual.

30b. The gear selector should operate properly,

as described in the DRIVE SYSTEM ADJUSTMENTS: TRANSFER CASE SHIFT LINKAGE section of this manual.

30c. The parking brake should operate properly ,

as described in the DRIVE SYSTEM ADJUSTMENT: PARKING BRAKE section of this manual.

31. Install the rear wheel and tire that were previously removed. Apply the parking brake and tighten the lugs to the specified torque.

32. Confirm that no unsafe conditions will result from the operation of the engine and drive system.

32a. Run, test, and adjust the drive system if

needed.

DRIVE SYSTEM SERVICE: TRANSFER CASE

REMOVAL WITH CATERPILLAR ENGINE

1. Remove the cargo box from the vehicle: See Figure 2.56.

Attachment clip

Lift assist cylinder

Cargo box hinge bolt (1 per side)

Figure 2.56

1a. Lift and support the cargo box. 1b. Pry-off the retainer that holds the lif t assi st

cylinder to the cargo box.

1c. Carefully lower the cargo box. Use a

length of 2X4 dimensional lumber to block the latch that normally secures the cargo box in the down position.

1d. Remove the nuts and bolts that secure the

cargo box to the frame using a pair of 9/ 16” wrenches.

1e. With the help of an assistant or a mechan-

ical lifting device, slide the cargo box off the back of the frame and remove it from the vehicle.

2. Lift and safely support the vehicle.

3. Release the Camloc® fasteners that secure the engine cover and remove the engine cover.

32b. Check for any fluid leaks. 32c. Install the cargo box. 32d. Make a visual inspection of all relevant

hardware before lowering the vehicle to the ground and returning it to service.

Chapter 2- Drive System: CVT and Transfer Case

4. Disconnect the black cable from the negative terminal on the battery using a 10mm wrench.

5. Remove the CVT belt and pulleys as described in the DRIVE SYSTEM: CVT BELT AND PULLEYS section of this manual. See Figure 2.57.

CVT removed

Figure 2.57

6. Remove the four bolts that hold the heavy steel engine / transmission plate using a 1/2” wrench.

7. Remove the four bolts that hold the engine / transmission plate to the engine using a 9/16” wrench. The bolts pass through a spacer between the plate and the engine.

10. Disconnect the heavy Forward-Neutral-Reverse shift rod from the shift arm mounted to the transfer case. use a pair of 9/16” wrenches. See Figure 2.58.

Forward-Neutral-Reverse shift rod

Figure 2.58

11. Disconnect the lighter Low-range shift rod from the shift arm mounted to the transfer case. Use a pair of 1/2” wrenches. See Figure 2.59.

Low-range shift rod

NOTE: It is not necessary to remove the universal joint guard from the plate.

8. Carefully lift the plate out of the engine bay. It is most easily removed through the opening under the passenger’s seat.

9. Confirm that the transfer case is in neutral.

Figure 2.59

12. Move the shift rods out of the way.

13. Confirm that the parking brake is released.

Chapter 2- Drive System: CVT and Transfer Case

14. Disconnect the parking brake cable from the parking brake caliper by removing the hairpin clip and clevis pin. See Figure 2.60.

Parking brake cable

Clevis pin

Figure 2.60

15. Disconnect the transfer case safety switch harness (orange and gray wires) from the main harness. See Figure 2.61.

16. Lift and safely support the utility vehicle, as described in the LIFTING AND SUPPORTING section of this manual.

17. Drain the transfer case lube into an appropriate container, as described in the DRIVE SYSTEM SERVICE: LUBRICATION section of this manual.

18. Unbolt the transfer case brackets from the tray using a pair of 1/2” wrenches. See Figure 2.62.

Unbolt here

Transfer case bracket

Main harness

Transfer case switch harness

Figure 2.61

NOTE: Wire routing outboard of the flange that

surrounds the transfer case input shaft. This keeps the wires well away from the exhaust system.

Figure 2.62

NOTE: The nuts are easily accessible through

access slots in the bottom of the cradle. NOTE: Do NOT unbolt the transfer case from

the brackets.

19. Slide the transfer case slightly away from the engine, and disconnect the transfer case wiring harness from the two neutral safety switches, and remove the harness. See Figure 2.63.

Safety switches

Figure 2.63

Chapter 2- Drive System: CVT and Transfer Case

20. Attach a lifting apparatus to the transfer case, being careful not to fowl the linkages. See Figure 2.64.

Figure 2.64

21. Carefully lift the transfer case and brackets out of the vehicle, disconnecting the driveshafts as it comes up. See Figure 2.65.

23. If the transfer case is to be replaced, matchmark the position of each mounting bracket so that it can be installed in an identical position on the new transfer case. See Figure 2.66.

Transfer case

Figure 2.66

24. Installation Notes: T ransfer Case Alig nme nt and Positioning.

Mounting bracket

Figure 2.65

22. If the transfer case is to be disassembled, it is best to simply leave the brackets attached to the housing, so that their position is not disturbed.

24a. Apply a sparing amount of anti-seize

compound to the splined joints at the transfer case end of each driveshaft.

24b. Use a lifting apparatus to suspend the

transfer case in the engine bay.

24c. Carefully lower the transfer case into posi-

tion, connecting the front and rear driveshafts as it is lowered. See Figure 2.67.

Front drive shaft

Rear drive shaft

Figure 2.67

24d. Connect the transfer case wiring harness

to the two neutral safety switches before securing the transfer case to the tray.

Chapter 2- Drive System: CVT and Transfer Case

24e. Move the transfer case into it’s mounting

position in the drive system tray.

24f. Secure the transfer case with the four sets

of 5/16” -18 nuts and bolts, but do no t fully tighten the fasteners.

24g. Apply a small amount of thread locking

compound such as Loctite® 242 (blue) to all of the screws that hold the engine / transmission plate to the engine and the transfer case.

24h. Position the plate, and secure it with one

screw to the engine and one screw to the transfer case.

24i. Confirm that the plate is properly seated

over the mounting boss on the transfer case, and that the screw holes are properly aligned, then install all the screws that secure the plate and spacer. Tighten them to the torque specified in table.

24j. Tighten all the fasteners that hold the

transfer case and the engine/transfer case in position. Refer to the accompany-

ing table for torque specifications.

Item ft-lbs N-m

26. Make the remaining electrical an d me ch a nic al connections:

26a. Connect the transfer case safety switch

harness to the main harness, confirming

that it is properly routed. 26b. Connect the two gear shift rods. NOTE: Both bolts that connect the shift rods to

the shift arms should be installed with the heads between the arms. Both nuts should be installed outboard of the arms.

NOTE: Both shift rods attach to the side of their shift arm that is nearest the engine.

26c. Connect the parking brake cable. 26d. Connect the negative battery cable.

27. Make the final pre-operational checks: 27a. Confirm that the transfer case contains

64fl. oz. (1.9l.) of 80W-90 Low Foam Oil, as described in the DRIVE SYSTEM SERVICE: LUBRICATION section of this manual.

27b. The gear selector should operate properly,

as described in the DRIVE SYSTEM ADJUSTMENTS: TRANSFER CASE SHIFT LINKAGE section of this manual.

CVT driving element 32-36 43-49 CVT driven element 70-80 95-109 Engine / transmission

12 16

plate to transmission Engine / transmission

18 24

plate to engine Transmission brack-

32-36 43-49

ets to engine tray Lug nuts 65-75 88-102

25. Install the CVT as described in the DRIVE SYSTEM SERVICE:CVT BELT AND PULLEYS section of this manual.

27c. The parking brake should operate prop-

erly, as described in the DRIVE SYSTEM ADJUSTMENT: PARKING BRAKE section of this manual.

28. Install the rear wheel and tire that were previously removed. Apply the parking brake and tighten the lugs to the specified torque.

29. Lower the vehicle to the groun d.

30. Confirm that no unsafe conditions will result from the operation of the engine and drive system.

30a. Run, test, and adjust the drive system if

needed. 30b. Check for any fluid leaks. 30c. Install the cargo box. 30d. Make a visual inspection of all relevant

hardware before lowering the vehicle to

the ground and returning it to service.

Chapter 2- Drive System: CVT and Transfer Case

DRIVE SYSTEM BENCH SERVICE:

TRANSFER CASE DISASSEMBLY

1. Preliminary steps: 1a. Clean-up and visually examine the transfer

case for wear and damage that may make it unfeasible to repair.

1b. Unless there is a specific reason to

remove the mounting brackets, they are best left in place.

1c. If the gear lube was not previously

drained, remove the drain plug using a 13mm wrench and allow the fluid to drain into a clean pan. See Figure 2.68.

1e. Examine the contents of the drain pan and

the residue that is stuck to the magnetic tip of the drain plug. See Figure 2.70.

Residue inside transfer case

Figure 2.70

1f. If not previously removed, take the washer

and spacer off of the input shaft. See Figure 2.71.

Drain plug

Gasket magnetic tip

Figure 2.68

1d. Remove the fill plug from the side of the

transfer case using a 5/8” wrench. This will let air enter the case faster, speeding the draining process. See Figure 2.69.

Level plug (O-ring seal)

Spacer Washer Input shaft

Figure 2.71

Figure 2.69

Chapter 2- Drive System: CVT and Transfer Case

2. If the parking brake is being remove d for transfer to a replacement transfer case:

2a. Remove the screws that hold the caliper

bracket to the transfer case housing using a T-45 driver. See Figure 2.72.

Brake caliper bracket screws

Figure 2.72

2b. Draw-out and pivot the caliper and rotor as

an assembly so that they clear the shift arm assembly , an d remove them from the transfer case. See Figure 2.73.

3. If the parking brake is being removed for brake replacement or other service:

NOTE: The inner brake pad is epoxied into the caliper. Because the inner pad cannot be replaced, the caliper is offered only as a complete assembly. Individual parts are not available.

3a. Unhook and remove the return spring.

See Figure 2.74.

Long end goes up

Unhook the bottom end first

Figure 2.74

Figure 2.73

2c. Installation is essentially the reversal of

the removal process.

• The friction surfaces of the pads and rotor must be clean and in good condition.

• Tighten the nuts according to the torque table that accompanies this section of the chapter.

3b. Remove the two nuts that hold the caliper

to the caliper bracket using a pair of 9/16” wrenches. See Figure 2.75.

Bracket Bolts Shims Caliper Nuts

Figure 2.75

Chapter 2- Drive System: CVT and Transfer Case

3c. Remove the outer caliper housing.

See Figure 2.76.

Outer caliper housing

Figure 2.76

3d. Slip the rotor off of the brake shaft. It will

clear the shift arm assembly. See Figure 2.77.

3e. Slide the inner caliper housing off of the

two bolts that locate it. See Figure 2.78.

Inner caliper housing

Figure 2.78

3f. Installation is essentially the reversal of

the removal process.

4. Parking brake operation and construction:

Brake rotor: flat side out

Figure 2.77

• The friction surfaces of the pads and rotor must be clean and in good condition.

• Tighten the nuts according to the torque table that accompanies this section of the chapter.

NOTE: Caliper operation: See Figure 2.79.

Cam arm “Bullet”: flat side visible Brake backing plate Brake pad

Long side

short side

Figure 2.79

Short side

Long side

• The caliper is actuated by a cam-arm that forces a steel “bullet” against a heavy steel backing plate.

• The backing plate and pad are “doubleD” shaped, although one flat is longer than the other.

Chapter 2- Drive System: CVT and Transfer Case

• The adjustment screw acts by moving the contact point that the cam arm pivots against. See Figure 2.80.

Cam arm

“Bullet”

Figure 2.80

NOTE: The brake pads are thick enough that

they will have a long service life. While service brakes are used to stop the vehicle, parking brakes merely hold it once it is stopped. If the parking brakes wear prematurely, confirm that the mechanism is not sticking in the applied position. If it is not, operator technique (driving with the parking brake applied) is probably the cause.

5. Remove the shift arm assembly: 5a. Disconnect the shift arms from the shift

shafts using a 3/16” allen wrench. See Figure 2.81.

Adjustment screw

Jam nut

5b. Loosen but do not remove the nut and bolt

that the Low-range shift arm pivots on using a pair of 7/16” wrenches.

NOTE: L

5c. Remove the nut and bolt that the Forward-

NOTE: The ends of both shift-shafts are Dshaped. The flat of each D should be oriented toward the arm that actuates the shaft. See Figure 2.83.

ong arm = Low range

Neutral-Reverse shift arm pivots on using a pair of 7/16” wrenches, and remove the arm from the bracket. See Figure 2.82.

Low gear shift arm Bracket

F-N-R shift arm

Tube

Plastic bushings

Figure 2.82

Low range shift shaft

Shift s hafts

Shift arms

F-N-R shift shaft

Shouldered socket-head cap screws

Figure 2.83

Figure 2.81

Chapter 2- Drive System: CVT and Transfer Case

5d. Check the plastic split-busings for wear.

They are inexpensive, and replacing them if there is any significant wear will improve shift action. See Figure 2.84.

Bolt Nut

Plastic split bushing

plastic split bushing

spacer tube

Figure 2.84

6. Remove the safety switches and detents: 6a. Unscrew and remove the two neutral

safety switches using a 7/8” wrench. See Figure 2.85.

Neutral safety switches

6b. Remove the detent plate using a 3/8”

wrench. See Figure 2.86.

Detent plate

Detent springs

Figure 2.86

6c. Remove the detent springs. 6d. Clear any sealant flash from the detent

bores, and remove the detent balls using a magnet, if necessary.

7. Separate the case halves: 7a. Remove the two sets of nuts and bolts that

hold the case halves together through untapped holes. Use a pair of 1/2” wrenches.

7b. Support the transfer case by the housing,

with the screws that secure the case halves together facing up. See Figure 2.87.

Figure 2.85

Figure 2.87

Chapter 2- Drive System: CVT and Transfer Case

7c. Remove the four screws that hold the

adaptor housing to the transfer case using a 1/2” wrench. See Figure 2.88.

Adaptor housing

Tension pin

Figure 2.88

7d. Lift the adaptor housing off of the transfer

case, noting the tension pin that indexes the two housings to each-other.

7f. Remove the screws that hold the case

halves together using a 1/2” wrench.

7g. Gently separate the case halves using the

three pry points, and a soft hamme r if necessary . Do not pr y against the mating surfaces to separate the case halves. See Figure 2.90.

Lift left case half

Right case half (down)

Figure 2.90

7e. Pry or cut the hog ring off of the input

shaft. Discard the hog ring and replace it with a new one when the transfer case is being assembled. See Figure 2.89.

Input shaft Hob ring

Figure 2.89

NOTE: The portion of the case that was lifted-off

is identified as the “Left Case Half”. The other is the “Right Case Half”.

8. Input shaft: NOTE: If new pinion gears, and the middle shaf t

gears that mate with them are installed in the transfer case, orientation of the gears on the shaft is unimportant. Once a wear pattern is established on the gear teeth, orient the g ears to maintain that wear pattern. See Figure 2.91.

Pinon gear Middle shaft gear

NOTE: wear pattern

Figure 2.91

Chapter 2- Drive System: CVT and Transfer Case

8a. Lift the input shaft assembly straight out of

the case. See Figure 2.92.

Input shaft assembly

Middle shaft

Figure 2.92

8b. The input shaft assembly consists of:

See Figure 2.93.

.060” shim washer 2-3/16” Spacer tube

Output shaft

9. Middle shaft and output shaft: NOTE: The middle shaft gears all have features

that dictate their orientation during assembly. 9a. Remove and discard the square-section

hog-ring from the end of the middle shaft. See Figure 2.94.

Square-section hog ring

Figure 2.94

15-tooth low pinion 22-tooth forward (high) pinion

Reverse pinion

Input shaft

Figure 2.93

• A .060” (1.52mm) flat washer rides between the low-gear pinion and the bearing that su pp or ts the input shaft in the left case half.

• A 15-tooth low-gear pinion is positioned on the first set of splines within the left case half.

• A 2-3/16” (55cm) spacer is placed between the low gear pinion and the high-gear pinion.

• A 22-tooth high-gear pinion rides next to the reverse pinion that is machined into the shaft.

9b. Lift the 40-tooth low gear off of the middle

shaft, along with the heavy washer that separates it from the hog ring. See Figure 2.95.

40-tooth low gear

washer

Figure 2.95

NOTE: It may take some wiggling, tugging, and

turning to loosen the gear, but it will come off.

Chapter 2- Drive System: CVT and Transfer Case

9c. Lift the low gear shift shaft assembly (shift

shaft and fork) out of the right side housing. See Figure 2.96.

Low gear shift collar

Low gear shift shaft

Figure 2.96

9d. Lift the spacer and 69-tooth bull gear of f of

the output shaft. See Figure 2.97.

Spacer Output shaft Bull gear

(final gear)

9e. Lift the output shaft out of the housing.

See Figure 2.98.

Output shaft

Right side case half

Alignment dowel

Figure 2.98

9f. Lift the middle shaft assembly out of the

housing. See Figure 2.99.

Middle shaft Final pinion 33-tooth forward

(High) gear

Figure 2.97

NOTE: If new middle shaft gears that mate with

the bull gear or reverse idler are installed in the transfer case, orientation of the gears on the shaft is unimportant. Once a wear pattern is established on the gear teeth, orient the gears to maintain that wear pattern to mark the gear to identify its original orientation.

. It may be necessary

Figure 2.99

9g. The middle shaft assembly consists of:

• The middle shaft.

• The 26-tooth final pinion. The final pinion is held onto a splined section of the middle shaft by a snap ring. The flat side of the pinion faces the ring, while the shouldered side of the pinion abuts the high gear.

• The 33-tooth high gear spins freely on the middle shaft, held in-place by the final pinion. The teeth that engage the shift dog face the teeth on the middle shaft that drive the shift dog.

• The snap ring.

Chapter 2- Drive System: CVT and Transfer Case

9h. The middle shaft is easily disassembled

using a pair of external snap ring pliers. See Figure 2.100.

Figure 2.100

9i. Lift the forward-neutral-reverse shift shaft,

shift yoke, spacer, and shift collar out of the bore that is closer to the output shaft bearing. See Figure 2.101.

F-N-R shift collar F-N-R shift shaft

9k. Lift-out the reverse gear a nd washer .

See Figure 2.102.

Reverse gear washer

Figure 2.102

9l. The reverse idler is the last gear left in the

case, secured by a 1/2”-13 grade-8 cap screw and flat washer. Remo ve it using a 3/4” wrench.

9m. The reverse idler contains a pair of roller

bearings that ride on a hardened tube. The tube passes-through a washer that isolates the reverse idler from the case. See Figure 2.103.

Spacer

Figure 2.101

9j. The 39-tooth reverse gear will be left rest-

ing in the right hand case, separated from the bearing that carries the middle shaft by a .030” (0.76mm) washer.

Reverse Idler

Roller bearings

Steel tube Washers Gr.8 bolt

Figure 2.103

NOTE: If new input shaft or reverse idler that

mates with it are installed in the transfer case, orientation of the gears on the shaft is unimportant. Once a wear pattern is established on the gear teeth, orient the gears to maint ain that wear pattern. Mark the gear if necessary.

Chapter 2- Drive System: CVT and Transfer Case

10. Remove and discard the seals from both halves of the transfer case housing. See Figure 2.104.

Shift shaft seals (use hook tool with caution)

Figure 2.104

NOTE: Use caution not to damage the seal

bores when removing the seals.

11. The bearings need not be removed from the case unless they are bad. Inspection will be covered in the next section of this chapter. If the bearings do need to be removed:

11a. The right side case half contains three

bearings. See Figure 2.105.

Bearing seal bores

1 1b. T he lef t side case half con t ains three bea r-

ings: See Figure 2.106.

Left side case half Middle shaft bearing

Figure 2.106

• The input shaft bearing fits in a shouldered bore that is open to the outside of the case.

• The middle shaft bearing fits in a blind bore.

• The output shaft bearing fits in a shouldered bore that is open to the outside of the case.

1 1c. The bearing s that fit in the blind bores may

require a blind bearing puller to remove them from the case.

Right side case half

Input shaft bearing

Figure 2.105

• The input shaft bearing fits in a blind bore.

• The middle shaft bearing fits in a shouldered bore that is open to the outside of the case.

• The output shaft bearing fits in a shouldered bore that is open to the outside of the case.

11d. The bearings that fit in the open bores

may be driven-out by their inner races ONLY if they are not to be re-used.

11e. The cases may be evenly heated in an

oven to not more than 200 deg.f. (93 deg.c.). This will ease bearing removal and installation, as will chilling the bearings immediately prior to installation.

CAUTION: DO NOT use a torch to heat the case halves, as the heat applied by a torch is too uneven and may distort the case.

Chapter 2- Drive System: CVT and Transfer Case

DRIVE SYSTEM BENCH SERVICE:

TRANSFER CASE INSPECTION

1. Clean and inspect the case and all internal parts. NOTE: Most of the inspection process is visual

or tactile. A limited amount of measurement is necessary, mostly to confirm whether a part that is usually worn is still serviceable.

1a. Clean all sealant from the mating surfaces

and clean all lubricant and dirt from the internal and external surfaces.

CAUTION: If the cases are cleaned in solvent, with the bearings in-place, all solvent must be cleaned from the bearings. Pay particular attention to the blind bearings. Any solvent that remains in the transfer case will dramatically cut the viscosity of the new gear lube, shortening the life of the freshly rebuilt transfer case.

1b. If the cases are cleaned using detergent

and water, with the bearings in-place, completely dry the bearings and spray them with a suitable lubricant such as Cub Cadet Penetrating Oil (P/N: 737-3037) to displace any remaining water.

1c. Check the housings for cracks, damage to

machined surfaces, stripped threads. 1d. Check the vent: it should pass air. 1e. Check the bearings for: See Figure 2.107.

Check bearing in housing

2. Check the middle shaft gears: See Figure 2.108.

Dog teeth (serrations)

Shift collar

Gear teeth

Gear

Figure 2.108

2a. The gear teeth are unlikely to be hurt

except in cases of extreme contamination, corrosion or foreign object damage. In any of these cases the transfer case is likely unfeasible to repair.

2b. Check that the dog teeth on the shaft,

gear, and shift collar are not damaged.

NOTE: If the teeth are damaged the cause of the damage must be corrected. Possible causes include: operator abuse by shifting gears while the vehicle is in motion, or shift linkage issues.

2c. The low forward and reverse gears on the

middle shaft both have bearing-material inserts. Check the inserts for wear.

Figure 2.107

• Rough rotation: rotate them, feel and listen

• Looseness: work the inner race and check for play .

• Discoloration or obvious signs of damage.

2d. Check the washers: See Figure 2.109.

.030” washers Replace if worn to less than .025” (.64mm).

Bearing material inserts

Reverse Low range gear (forward) gear

Figure 2.109

Chapter 2- Drive System: CVT and Transfer Case

3. Check the forward / reverse shift yoke (fork) and shift collar groove for wear:

3a. Check the thickness of the shift yoke pad

that contacts the shift collar using a micrometer (preferably) or calipers. See Figure 2.110.

Checking F-N-R shift yoke

Figure 2.110

3c. Inspect the shift shaft for wear on the mat-

ing and seal surfaces.

3d. Check that the snap rings are seated in

their grooves. If removed, replace the snap rings with new ones.

NOTE: if the shift yoke and collar show wear from a constant thrust load on the shift shaft (wear, sco ring, or discoloration) the caus e of the damage must be corrected. It may be a opera tor abuse by applying force to the Hurst gear selector while the vehicle is in motion, or it may be an issue with the linkage.

4. Check the low gear shift yoke (fork) and shift collar groove for wear:

4a. Check the thickness of the shift yoke pad

that contacts the shift collar using a micrometer (preferably) or calipers. See Figure 2.112.

Checking low-range shift yoke

• The minimum pad thickness on the shift yoke that moves the forward / reverse shift collar should be .230” (5.842mm). If it is worn further there is some chance that the case hardening will soon be worn through.

3b. Check the forward / reverse shift collar

groove for wear: Use a .035” (.889mm) feeler-gauge as a go / no-go tool. If the feeler gauge can be inserted to the base of the groove in the shift collar, and the shift yoke is good, replace the shift collar. See Figure 2.111.

Checking F-N-R shift collar

Figure 2.112

• The minimum pad thickness on the shift yoke that moves the forward / reverse shift collar should be .2225” (5.715mm). If it is worn further there is some chance that the case hardening will soon be worn through.

Figure 2.111

Chapter 2- Drive System: CVT and Transfer Case

4b. Check the forward / neutral / reverse shift

collar groove for wear: Use a .035” (.889mm) feeler-gauge as a go / no-go tool. If the feeler gauge can be inserted to the base of the groove in the shift collar, and the shift yoke is good, replace the shift collar. See Figure 2.113.

Checking the F-N-R shift collar

Figure 2.113

4c. Inspect the shift shaft for wear on the mat-

ing and seal surfaces.

4d. Check that the snap rings are seated in

their grooves. If removed, replace with new ones.

NOTE: If the shift yoke and collar show wear from a constant thrust load on the shift shaft (wear, scorin g, or discoloration) the cause of the damage must be corrected. It may be operator abuse by applying force to the Hurst gear selector while the vehicle is in motion, or it may be an issue with the linkage.

5. The forward, reverse, and low range gears spin on the middle shaft. Check the bearing contact surfaces on the middle shaft for wear. See Figure 2.114.

Bearing contact areas

Figure 2.114

• Any scratch big enough to catch a fingernail in indicates that the shaft should be polished or replaced.

• Replace the shaft if metal transfer, eruption, or discoloration are evident on any of the bearing surfaces

• All surfaces should be checked at three spots and in two directions to confirm that the shaft is straight and round.

• Check the bearing surfaces with a micrometer (preferably) or calipers. Wear beyond the specified measurement may break-through the heattreated layer of metal.

Chapter 2- Drive System: CVT and Transfer Case

5a. The bearing surface that the low gear

rides-on (opposite end from the brake rotor spline, measured inboard from the snap-ring groove) should be a minimum of .617” (15.672mm) diameter. See Figure 2.115.

Smaller set of dog teeth

Figure 2.115

5b. The bearing surface that the forward gear

rides on (largest cross-section of shaft, adjacent to large set of dog teeth) should be a minimum of 1.144” (29.058mm). See Figure 2.116.

5c. The bearing surface that the reverse gear

rides on (second largest cross-section of shaft, adjacent to large set of dog teeth) should be a minimum of .970” (24.638mm). See Figure 2.117.

Brake spline

Larger set of dog teeth

Figure 2.117

NOTE: If there is significant wear to any of the

bearing surfaces, it is also very likely that the corresponding gear will have to be replaced. The bearing surfaces on the inside diameters of the low and reverse gears are significantly softer than the bearing surface of the shaft.

Final pinion gear spline

Larger set of dog teeth

Figure 2.116

NOTE: The forward gear does not require a

bearing insert because there is a lower speed differential between the gear and the shaft.

6. Inspect the sleeve that the reverse idler gear rides-on. If there is any scoring or heat discoloration, replace the sleeve and the reverse idler gear. See Figure 2.118.

Roller bearings

Hardened sleeve

Reverse idler

Figure 2.118

Chapter 2- Drive System: CVT and Transfer Case

7. Inspect output shaft: See Figure 2.119.

Bull gear

Bull gear/shaft splines

Bearing contact area

End spline

Spacer

Figure 2.119

7a. Visually check the end splines (for the

front and rear drive shafts)

7b. Visually check the spline that engages the

bull gear.

8a. Visually check:

*The end spline (CVT mounting) *The reverse pinion (machined onto shaft) *The spline that engages the Low pinion. *The spline that engages the high pinion. *The surfaces that ride in the ball bearings and seals for galling, fretting, and scratches.

8b. Damage to the shaft dictates the need to

replace the corresponding bearing or gear that rides on that part of the shaft.

8c. Check the high gear pinion and low gear

pinion for damage.

NOTE: The gear teeth are unlikely to be hurt except in cases of extreme contamination, corrosion or foreign object damage. In any of these cases the transfer case is likely unfeasible to repair.

8d. Check the hardened flat washer . It should

be .060” (1.52mm) thick.

7c. Check the surfaces that ride in the ball

bearings for galling or fretting. Damage to this part of the gear also dictates the need to replace the corresponding bearing.

8. Inspect input shaft: See Figure 2.120. Bearing pilot End spline

Reverse pinion Bearing splines contact surface

Forward (high) pinion

spacer Reverse

pinion

Figure 2.120

.060” washer

Chapter 2- Drive System: CVT and Transfer Case

DRIVE SYSTEM BENCH SERVICE:

TRANSFER CASE ASSEMBLY

1. Replace any bearings that were removed from the case halves. See Figure 2.121.

Figure 2.121

1a. The case halves may be heated in hot

water or in an oven prior to installation. They should not be heated beyond 200 deg.f. (93 deg.c.).

2. Install the reverse idler gear: 2a. Apply a small amount of thread locking

compound such as Loctite 262 (red) to the threads of the 1/2”-13 bolt that holds the reverse idler in place.

2b. Apply a small amount of grease such as

Cub Cadet multi-purpose grease (P/N 737-3034) to the bearing inside the gear.

2c. Assemble the bolt, flat washers, spacer

and gear . Use the mark made on removal or witness marks to maintain the original gear orientation.

2d. Install the reverse idler in the right case

half and tighten the bolt to a torque of 3240 ft-lbs. (43.4-54.2 N-m). See Figure 2.122.

CAUTION: DO NOT use a torch to heat the case halves, as the heat applied by a torch is too uneven, and may distort the case.

1b. The bearings may be chilled in a freezer

prior to installation. This will shrink them slightly, easing the fit into the case.

1c. Support the case properly in a hydraulic or

arbor press, and push the bearings into place using an appropriate arbor.

NOTE: The bearings should be pressed only by the outer race.

1d. If the case is heated in hot water, dry the

bearings and spray them with a suitable lubricant such as Cub Cadet Penetrating Oil (P/N: 737-3037) to displace any remaining water.

Figure 2.122

Chapter 2- Drive System: CVT and Transfer Case

3. Assemble the three main shafts: 3a. Position the input shaft /reverse gear in

the right side case half, meshing with the reverse idler.

3b. Apply a small amount of grease such as

Cub Cadet multi-purpose grease (P/N 737-3034) to the bearing inside the reverse gear and position the gear on the middle shaft so that the dog teeth on the gear are next to the dog teeth on the shaft. See Figure 2.123.

Reverse gear

Washer Dog teeth

3g. Apply a small amount of grease such as

Cub Cadet multi-purpose grease (P/N 737-3034) to the shift shaft, a nd insert the D-shaped end of the shaft in the small bore that is farther from the input shaft. See Figure 2.124.

Installing the F-N-R shift shaft and shift collar

Figure 2.124

Middle shaft

Figure 2.123

3c. Install the .030” (.76mm) flat washer on the

middle shaft, behind the reverse pinion.

3d. Insert the splined end of the middle shaft,

with the gear and washer on it, into the middle bearing in the right side case half.

3e. Apply a small amount of anti-seize com-

pound to the inside diameter of the forward-neutral-reverse shift collar.

3f. Position the shift collar and travel-stop

spacer on the forward-neutral-reverse shift shaft assembly.

NOTE: The forward-neutral-reverse shift shaft is the one with the shift yoke near the middle. The spacer goes between the yoke and the detent notches in the shaft.

NOTE: The shift collar should seat over the teeth on the shaft and reverse pinion.

3h. Apply a small amount of anti-seize com-

pound to the inside diameter of the forward (high) gear, and install it on the middle shaft, with the dog teeth facing the shift collar. See Figure 2.125.

Installing the high-range (forward) gear

Figure 2.125

Chapter 2- Drive System: CVT and Transfer Case

3i. Install the 22-tooth for ward (high) gear and

spacer onto the input shaft. See Figure 2.126.

Spacer 22-tooth

forward gear

Figure 2.126

3j. Insert the shorter , thicker end of the output

shaft through the third bearing in the right side case half. See Figure 2.127.

Input shaft

3l. Install the spacer on the output shaft.

See Figure 2.128.

Figure 2.128

3m. Install the final pinion on the middle shaft.

The shoulder on the gear should face the forward (high range) gear. The flat side faces up.

Output shaft

Figure 2.127

3k. Install the bull gear on the output shaft. If

the bull gear or pinion gear have no t been replaced, reinstall the gear in its original orientation. Refer to the marks made on removal.

3n. Install the snap ring that secures the final

pinion. Use a new snap ring. See Figure 2.129.

Final pinion (flat-side up)

Figure 2.129

3o. Apply a small amount of anti-seize com-

pound to the inside diameter of the lowrange shift collar.

3p. Position the shift collar on the low-range

shift shaft assembly.

3q. Apply a small amount of grease such as

Cub Cadet multi-purpose grease (P/N 737-3034) to the low range shift shaft.

Chapter 2- Drive System: CVT and Transfer Case

3r. Insert the D-shaped end of the shift shaft

into the small bore that is closer to the input shaft. The low range shift collar would slip over the teeth on the middle shaft. See Figure 2.130.

Figure 2.130

3s. Apply a small amount of grease such as

Cub Cadet multi-purpose grease (P/N 737-3034) to the inside diameter of the low gear.

3t. Install the low gear on the middle shaft,

with the dog teeth facing the low range shift collar.

3v. Install the small, .030” (.762mm) flat

washer on the middle shaft, against the low pinion.

3w. Slip a new middle sha ft ret aining ri ng over

the small diameter portion of a 3/8” drive 3/8” socket. Push the ring down the socket, onto the large diameter portion. See Figure 2.132.

3/8” socket,

New hog ring

Figure 2.132

3x. Place the socket on top of the middle

shaft, and drive the ring onto the shaft using a length of pipe or rigid tubing. See Figure 2.133.

3/8” drive, deep

3u. Install the small, .030” (.762mm) flat

washer on the middle shaft, against the low pinion. See Figure 2.131.

40-tooth Low gear

Figure 2.131

short length of pipe or rigid conduit

Small .030” flat washer

Hog ring

Socket

Middle shaft

Figure 2.133

NOTE: make sure the retaining ring is properly

seated in the groove on the middle shaft.

Chapter 2- Drive System: CVT and Transfer Case

3y. Install the low pinion on the input shaft, fol-

lowed by the .060” (1.52mm) flat washer. See Figure 2.134.

Input shaft Flat washer Low pinion

Figure 2.134

3z. Install the alignment dowels in the

untapped holes of the mating surface of the right side case half. See Figure 2.135.

4. Checking and final assembly: 4a. Affix a dial indicator to the input shaft, so

that it reads against the case. See Figure 2.136.

Checking input shaft end-play

Figure 2.136

4b. Work the input shaft up and down to get

and end-play measurement on the dial indicator. End play should be less than .009” (.23mm) without pre-loading the input shaft bearing.

Bolt used as a driver

Alignment dowel

Figure 2.135

3aa. Lower the left side case half over the gear

set, so the sealing surfaces of the two case halves meet.

3ab. Fasten the two case halves together using

four of the 5/16”-18 screws previously removed. Tighten the screws “snug” but they need not be torqued.

• If end play is greater than .009” add .010” (.254mm) shim P/N: 736-0563 to correct.

4c. Affix the dial indicator to read the end-play

of the axle shaft. A mag-base is suitable. See Figure 2.137.

Checking axle shaft end-play

Figure 2.137

Chapter 2- Drive System: CVT and Transfer Case

4d. Work the axle up and down to get and end-

play measurement on the dial indicator. end play should be between .005”-.015” (.127mm-.381mm).

• If axle end-play exceeds .015”, add .0 10 ” (.254mm) shim P/N: 936-3104 to correct. In st all the shim between the spacer and the bull gear.

4e. Position the forward-neutral-reverse shift

shaft (the one closer to the output shaft) so that it extends 2” (5.1cm) from the surface of the case. See Figure 2.138.

Hole for forwardneutral-reverse safety switch

F-N-R Shift shaft

2”

Steel rule

Figure 2.138

4g. Position the low range shift shaft (the one

closer to the input shaft) so that it extends 2” (5.1cm) from the surface to the case. See Figure 2.140.

Hole for low-range safety switch

Low range shift shaft

NOTE: The notch in the low range shift shaft will be centered in the hole for the neutral safety switch, indicating neutral position.

4h. Apply thread sealant to a neutral safety

2”

Figure 2.140

switch, and install the switch while holding the shaft in neutral. See Figure 2.141.

Steel rule

NOTE: The notch in the shift yoke should be centered in the hole for the F-N-R safety switch.

4f. Apply thread sealant to a neutral safety

switch, and install the switch in the F-N-R switch hole, holding the shaft in neutral. See Figure 2.139.

Safety switch installed in F-N-R hole

Figure 2.139

Safety switch installed in low-range hole

Figure 2.141

4i. Tighten the neutral safety switches to a

torque of 380-480 in-lbs. (43-54 N-m).

Chapter 2- Drive System: CVT and Transfer Case

4j. Test-spin the input shaft:

Neutral

•With both shift shafts in neutral, the output shaft should not spin with any significant force when the input shaft is turned. It may spin lightly from internal friction.

Low Gear

• Push the low gear shift shaft in until the end of the shaft extends 1-3/8” (3.5cm) from the case. A click will be felt as it leaves neutral position.

• Rotate the input shaft. The output shaft should rotate in the same direction as the input shaft at roughly 1/10 the speed of the input shaft.

• Return the low gear shift shaft to neutral.

Reverse Gear

• Pull the forward-neutral-reverse shift shaft into the reverse position. The end of the shaft should extend 2-3/8” (6.03 cm) from the case. A click will be felt as it leaves neutral position

• Rotate the input shaft. The output shaft should spin in the opposite direction at less than 1/10 the speed of the input shaft.

• Return the low gear shift shaft to neutral.

Forward Gear (high)

• Push the forward-neutral-reverse shift shaft in, past neutral. A click will be felt as it passesthrough the neutral position. Continue until the shift shaft extends 1-9/16” (3.97cm) from the case. This is forward gear.

4l. Insert the detent balls, followed by the

detent springs into the detent bores. See Figure 2.142.

Detent ball

Detent spring

Figure 2.142

4m. Apply a thin layer of RTV sealant to the flat

portion of the detent plate. Fasten the plate so that the bosses fit into the detent bores, using the 1/4”-20 screw.

4n. Remove the screws that hold the case

together and remove the left case half.

4o. Apply a small bead of sealant to the seal-

ing surface, install the left side case half, and secure them together using the screws. See Figure 2.143.

• Rotate the input shaft. The output shaft should spin in the same direction at roughly 1/5 the speed of the input shaft.

• Return the low gear shift shaft to neutral. 4k. If any of the above checks does not hold

true, or if any unusual noises are heard while performing the tests, identify and correct the cause before continuing. It may help to remove the left side case half and carefully repeat the test to see what is not working properly.

Properly sealed case after splitting NOTE: bead groove and surface finish

Figure 2.143

4p. Tighten the screws to a torque of 200-260

in-lbs. (22.6-29.4 N-m), in an even pattern.

Chapter 2- Drive System: CVT and Transfer Case

NOTE: Seal installation tips:

• The sealing surface on the shaft should be inspected before assembly. Small scratches on the sealing surface can be polished-out.

• Protect the lip of the seal using a seal protector sleeve, obsolete microfiche, plastic, or cellophane tape.

• Lubricating the seal lips will help prevent damage.

• Do NOT use sealant between the seal and the case.

• Drive seals straight down, by the outside edge, using a suitable driver.

4s. Fasten the lug nut to the input shaft using a

5/16”-18 bolt. The tapered side of the lug nut should face away from the input shaft.

4t. Slip the new hog ring over the lug nut, and

press it down using the flat side of the heavy spacer previously removed from the input shaft. See Figure 2.145.

Heavy spacer (inverted)

Bolt to maintain alignment

Modified lug nut Hog ring

• Drive seals flush with the surface of the case unless otherwise noted.

4q. Using a seal protector that spans the hog

ring groove, install the input shaft seal. See Figure 2.144.

Seal protector

Input shaft seal

Figure 2.144

NOTE: The lip of the seal will

directly over the hog ring.

invert if it passes

Input shaft

Figure 2.145

4u. Press the hog ring home to its groove

using the spacer.

4v. Once the hog ring is seated, reverse the

spacer so that the recessed side goes over the hog ring. See Figure 2.146.

Heavy spacer: bevel and step face hog ring

4r. Once the seal is fully seated, the hog ring

can be installed. It will be necessary to make a special tool by modifying a lug nut (P/N: 712-3050).

• Grind-down the peaks between each facet until all the peak-to-peak measuremen ts are less than 3/4” (1.9cm). Smooth the transition from the tapered seat of the lug nut to the facets.

Figure 2.146

4w. Apply a small amount of thread locking

compound such as Loctite® the four screws that hold the adaptor housing to the case.

242 (blue) to

Chapter 2- Drive System: CVT and Transfer Case

4x. Install the adaptor housing, using the ten-

sion pin to confirm proper indexing. See Figure 2.147.

Adaptor housing

Roll-pin Roll pin bore

Figure 2.147

4y. Tighten the four screws that hold the ad ap-

tor housing to a torque of 200-260 in-lbs. (22.6-29.4 N-m), in a “criss-cross” pattern.

NOTE: Refer to seal installation tips listed previously in this section.

4z. Install the pair of output shaft seals. 4aa. Install the pair of shift shaft seals. 4ab. Install the brake shaft seal. There is an

unusually large step in the brake shaft. Substitute a short length of tubing for the normal seal protector . Shipping caps from hydraulic fittings and battery posts can be cut to make suitable protector. See Figure 2.148.

4ac. Install the magnetic drain plug in the bot-

tom of the transfer case. T ighten th e plug to a torque of 220-280 in-lb. (25-32 N-m).

NOTE: If the sealing gasket needs replacement, it can be ordered as part number 721-04174. This part is not listed in the IPL.

4ad. If removed, install the vent. Tighten it 2-3

turns.

NOTE: Allow RTV sealant to cure according to the sealant manufacturer’s instructions before filling the case with gear lube.

4ae. Fill the case with 64 fl.oz. (1.9L) of 80W-90

Low Foam Oil (Cub Cadet P/N: 737-

04040). When full, gear lube will trickleout of the level plug hole.

4af. Install the level plug and tighten it to a

torque of 220-280 in-lb. (25-32 N-m). 4ag. Install the fill plug. Tighten it 2-3 turns. NOTE: If the transfer case is to be filled after

installation, the fill plug and level plug may be installed finger-tight. Label the transfer case “EMPTY” in a prominent place until it is filled.

5. Install the shift arm assembly: 5a. Apply a small amount of thread locking

compound such as Loctite the screws that hold the shift arm assembly to the case.

5b. Fasten the shift arm assembly to the case,

tightening the screws to a torque of 200260 in-lbs. (22.6-29.4 N-m). See Figure 2.149.

Shift arm assembly

242 (blue) to

Seal driver (PVC pipe)

Improvised seal protector

Brake shaft seal

Figure 2.148

Figure 2.149

Chapter 2- Drive System: CVT and Transfer Case

5c. Install the low-gear shift arm.

See Figure 2.150.

Low range shift arm

F-N-R shift arm

Figure 2.150

5d. Tighten the nut s on b oth pivo t bolt s of b oth

shift arms to a torque of 9 ft-lbs (13 Nm).

5e. Apply a small amount of thread locking

compound such as Loctite® 242 (blue) to the threaded portion of the shoulder screws that connect the shift shafts to the shift arms.

5f. Install the shoulder screws, and tighten

them to a torque of 115 in-lb. (13 N-m). See Figure 2.151.

6. Install the parking brake: 6a. Apply a small amount of thread locking

compound such as Loctite® 262 (red) to the screws that hold the caliper bracket to the case.

6b. Apply a small amount of ant-seize com-

pound to the brake shaft.

6c. Position the brake caliper and brake rotor

as one assembly, and secure them to the case. See Figure 2.152.

Brake caliper bracket

Brake caliper

NOTE: The flat side of the brake rotor faces out. the shoulder goes toward the case.

Brake rotor

Figure 2.152

Figure 2.151

5g. Test the operation of the shift arms. It may

be necessary to rotate the input shaft for internal gear alignment. Return both shift arms to neutral when finished.

6d. Tighten th e screws to a torque of 115 in-lb.

(13N-m).

Item ft-lbs N-m

Chapter 2- Drive System: CVT and Transfer Case

Reverse idler bolt Neutral safety

switches

32-40 43-54 32-36 43-49

Detent plate screw 16-21 23 Case screws 16-21 23 Adaptor housing

screws

16-21 23

Drain and level plugs 18-23 25-32 Fill plug and vent snug snug

Shift arm bracket

16-21 23

Shift arm pivot bolt 9 13 Shift arm / shift pin

shoulder screws

Brake caliper bracket screws

913

16-21 23

Brake caliper bolts

Apply a small amount of permanent thread locking compound such as Loctite® 262 (red) to the screws that hold the caliper bracket to the case.

Apply a small amount of thread sealant. PTFE-

based tape or liquid products are suitable.

Apply a small amount of “Service Removable” or “Medium Strength” threadlocking compound such as Loctite® 242 (blue) to the screws that hold the caliper bracket to the case.

16-21 23

Chapter 2- Drive System: CVT and Transfer Case

Kohler Enclosed CVT Addendum

KOHLER ENCLOSED CVT ADDENDUM

DRIVE SYSTEM SERVICE: SAFETY AND TIPS

1. When working on the vehicle, set the parking

brake or block the wheels to keep it from rolling.

2. Place the transmission in neutral.

3. When working on any parts (like the CVT) that

rotate with the engine, disable the engine: 3a. Disconnect and ground the spark plug

wires on a gasoline engine. 3b. Remove the key from the key switch. 3c. Disconnect the ground cable from the neg-

ative terminal of the battery.

4. Unless a procedure specifically requires the engine to be running, it should be turned-off for all maintenance, adjustments, and repair.

5. There are some simple but specialized tools needed to loosen the belt, remove the driving pulley, and align the engine to the transfer case.

•A small screw can be used to spread the sheaves of the driven element so that the belt can be removed. Dimensions are in the text.

6. Standard tools that will be useful include:

Item Sizes

Combination wrench 1/2”, 9/16”, 30mm Ratchet + sockets

5/16”, 1/2”, 9/16”, 5/8”, 10mm,

Torque wrench

22mm Drill motor and bit 9/32” Center-punch Tor-X driver T-20, T-27 Alignment tool P/N: 707-04878 6mm-1.0 screw 2.9cm thread lgth. Clutch puller P/N: 759-04111 Rivet gun

•A clutch puller (part number: 759-04111) is needed to pull the driving element off of the tapered crankshaft.

•Use the alignment tool (part number: 707-

04878) to check spacing and alignment between the crankshaft and the transfer case input shaft.

Kohler Enclosed CVT Addendum

CONVERSION INSTRUCTIONS: ENCLOSED CVT

1. PREPARATION 1a. Review and understand these instructions

before starting to work on the vehicle. 1b. Collect all necessary tools. 1c. Lay-out the contents of the CVT enclosure

kit. Make sure all the parts are present

and identified. See Figure 2a.1.

Seat plate

Cover

Back plate

Heat shield

Tub e bkt.

Fan

Tube

2. ACCESS 2a. Lift the load box (bed). 2b. Slide the driver’s seat all the way back on

its tracks.

2c. Tilt the seats forward. Secure the driver’s

seat in the tilted position using a shock cord.

2d. Release the Camlok fasteners that secure

the parcel bin under the passenger seat, and remove the parcel bin.

2e. Release the camlok fasteners that secure

the engine cover, and remove the cover.

2f. Unbolt the passenger’s seat mounting

bracket from the seat plate using a pair of 1/2” wrenches. See Figure 2a.2.

Seat bracket

Figure 2a.1

Description Qty.

Mounting stud: driven pulley and fan

Washer 1 Castle nut, 1/2”-20 1 Washer, fan 1 Cotter pin, 3/32” x 1” 1 Back plate-eng. screw 4 Back plate-trans screw 4 Heat shield screw 3 Heat shield spacer 3

Engine

cover

Figure 2a.2

2g. Remove the grab handle and seat plate

assembly from the vehicle using a pair of 1/2” wrenches.

Parcel bin

Cover screw 12 Bracket mount screw 2 CVT Spacer washers 3

Kohler Enclosed CVT Addendum

2h. Remove the original seat plate from the

grab handle, and replace it with the seat plate from the kit. See Figure 2a.3.

Grab bar Flange brgs.

Old seat plate New seat plate

Figure 2a.3

NOTE: The flange bearings that the seat pivots

on fit through the holes in the seat plate with the shoulders to the outside, so that the bolts holding the grab handle to the vehicle trap the bearings in position.

2j. Remove the three screws that hold the

right rear fender to the splash shield using a 5/16” wrench. See Figure 2a.5.

Fender to splash shield screws

Figure 2a.5

2k. Remove the remaining fasteners that hold

the fender to the vehicle: See Figure 2a.6.

2i. Replace the original seat bracket with the

seat bracket contained in the kit. Position the rear set of seat bracket mounting bolts in the bracket before bolting the seat to the bracket. See Figure 2a.4.

Old seat bracket

New seat bracket

Figure 2a.4

NOTE: The opening in the front of the new seat

bracket is vital. This opening allows cooling air to enter the CVT enclosure. If the supply of cooling air is restricted, the CVT belt will heat and fail.

over-

Top screw

Front edge screws

Figure 2a.6

• Remove the two screws that hold the front edge of the fender to the upright that the rear tube of the OPS mounts to using a 5/16” wrench.

• Remove the single screw that holds the top of the fender to the frame using a 1/2” wrench.

• Remove the gas cap.

Kohler Enclosed CVT Addendum

2l. Remove the fender: See Figure 2a.7.

Figure 2a.7

• Pull the fender out slightly at the top to provide freedom of movement around the fuel filler neck.

• Lift the fender up at the back to pull the front edge clear of the channel that it locks into.

• Pull the fender clear of the vehicle.

• Replace the gas cap. 2m. Remove the right rear splash shield:

See Figure 2a.8.

3. BELT REMOVAL 3a. T o remove the belt, a 6mm/1.0 screw with

a minimum thread length of 1.15" (2.9cm) will be required. See Figure 2a.9.

1.15” (2.9cm) thread length

Figure 2a.9

NOTE: A 6mm screw with a thread pitch of 1.0

Figure 2a.8

• Remove the 6 screws connecting the splash shield to the frame using a 1/2” wrench.

• Support the splash shield, and remove the final screw using a 5/16” wrench.

• Lift the splash shield off of the vehicle.

3b. There are 4 holes in the face of th e d riven

element. The middle hole of the closest set of three is threaded. The other three are not threaded. See Figure 2a.10.

Tapped hole

Figure 2a.10

Kohler Enclosed CVT Addendum

3c. Lubricate the screw with a small amount of

grease or motor oil, then thread the screw into the tapped hole in the outer sheave of the driven element. The end of the screw will press against the inner half of the sheave, spreading the two apart. See Figure 2a.11.

Driven pulley

Install screw to spread sheaves

Figure 2a.11

3d. Mark the direction of rotation on the belt.

It must be reinstalled so that it rotates in the same direction.

4. REMOVE THE CVT PULLEYS 4a. Remove the three screws holding the

cover in place using a T- 20 driver, then remove the cover. See Figure 2a.13.

Cover: driving pulley

Figure 2a.13

4b. Hold the large nut with a 30mm wrench

while loosening the crankshaft bolt with a 5/8” wrench. See Figure 2a.14.

3e. As the sheaves are spread, the tension on

the belt will be relieved, and the belt can be rolled-off of the driven element (pulley). See Figure 2a.12.

Arrow to maintain orientation

Figure 2a.12

Driving pulley

Figure 2a.14

Kohler Enclosed CVT Addendum

4c. Withdraw the bolt, washers, and shoulder

spacer.

4d. Install the clutch removal tool by threading

it into the clutch (driving pulley), pressing against the crankshaft.

4e. Hold the pulley with a 30mm wrench, and

turn the tool using a 22mm wrench. This will force the driving pulley (clutch) off of the crankshaft. See Figure 2a.15.

Clutch tool installed

Inset: Clutch tool P/N: 759-04111

4i. Slide the driven pulley off of the splined

transfer case input shaft. See Figure 2a.16.

Driven pulley removal

Figure 2a.16

CAUTION: Do not pry on the outer edge of the

driven pulley. It will

bend, ruining the pulley.

Figure 2a.15

CAUTION: There is a tapered fit between the

driving pulley and the crankshaft. Prying on the perimeter of the driving element will

4f. Place the gear selector in H position, and

set the parking brake.

4g. Loosen the bolt holding the driven pulley

to the input shaft using a 9/16” wrench.

4h. Remove the bolt and washers.

break it.

5. Change back plate 5a. Disconnect the heat shield from the engine

cooling shroud using a 10mm wrench. See Figure 2a.17.

Spark plug

Heat shield mounting point

Figure 2a.17

5b. Loosen all the screws that hold the back

plate to the engine using a 9/16” wrench. Remove all but one.

Kohler Enclosed CVT Addendum

5c. Loosen all the screws that hold the back

plate to the transfer case using a 1/2” wrench. Remove all but one. See Figure 2a.18.

Original back plate

Screws mounting back plate to engine

Screws mounting back plate to transfer case

Figure 2a.18

5d. Remove the final two screws and carefully

lift the back plate and heat shield out of the vehicle.

5h. Attach the heat shield to the new back

plate using the 1/4-20 screws and spacers. Tighten them using a 5/16” wrench. See Figure 2a.20.

Heat shield

New back plate

Figure 2a.20

5i. Position the new back plate, connecting

the engine to the transfer case. See Figure 2a.21.

Inset: mounting detail

Spacer

Screw

5e. Remove the adaptor from the transfer

case using a 1/2” wrench. See Figure 2a.19.

Engine spacer

Transfer case adaptor

Figure 2a.19

5f. Remove the spacer from the engine. It

was held to the engine by the same screws that held the back plate.

5g. Rivet the two parts of the heat shield

together.

Transfer case input shaft

Engine crankshaft

NOTE: If the new back plate does not align properly with the mounting holes, loosen the transfer case mounting brackets from the engine-transfer case tray, and adjust the position of the transfer case. DO NOT loosen the screws that hold the brackets to the transfer case.

5j. Apply releasable thread-locking compound

such as Loctite 242® (blue) to the (4) 5/ 16-18 screws and the (4) 3/8-16 screws contained in the kit. Install the screws and gradually tighten all of them.

Spacer washers

New back plate in position

Figure 2a.21

Kohler Enclosed CVT Addendum

• Tighten the 5/16-18 screws to a torque of 18-22 ft-lbs. (24-30 N-m).

• Tighten the 3/8-16 screws to a tor que of 22-25 f tlbs. (30-34 N-m).

5k. Once the back plate is secured to the

engine and transfer case, check to see that: The heat shield does not fowl the engine governor. See Figure 2a.22.

Heat shield

Figure 2a.22

6. CVT Installation 6a. Prepare the CVT for installation:

• Clean the shafts and the surrounding area before installing the CVT.

• Confirm the presence of the .060” (1.5mm) spacer on the shaft between the driven element and the transfer case housing.

• A small amount of anti-seize compound may be used on the splined joint between the input shaft of the transfer case and the driven element.

• The tapered joint between the driven element and the crankshaft may be lubricated with a small amount of multi-purpose grease (Cub Cadet P/N: 737-3034).

• Apply a small amount of thread locking compound such as Loctite® 262 (red) to the stud that will secure the driving pulley.

NOTE: The screw that holds the driven pulley to the input shaft of the transfer case will be reused. The screw that held the driving pulley to the engine crankshaft will be replaced with the double-ended stud.

• Once the back plate is secured to the engine and transfer case, check to see that the wires near the starter motor are securely routed a safe distance from the heat shield and any pinch points. See Figure 2a.23.

Wires against heat shield

Figure 2a.23

6b. Fasten the driving pulley to the cran ksha ft

using the bolt, washer, and shoulder spacer previously removed on the doubleended stud. Tighten it to a torque of 3536 ft-lbs.(43-49 N-m). See Figure 2a.24.

Figure 2a.24

6c. Secure the driven pulley to the input shaft

using the bolt, washer, and shoulder spacer previously removed.

Kohler Enclosed CVT Addendum

6d. Check the alignment of the two pulleys:

Place the alignment tool over the hub of the driven pulley so that it lays flat against the front surface of it. The furthest corner of the thick end of the tool should meet-up with the inner lip of the fixed sheave on the driving pulley See Figure 2a.25.

Shims behind

NOTE: The outer sheave of the driving pulley moves inward to clamp the belt as engine RPMs increase.

6e. Adjust the number of shims behind the

6f. Once alignment is correct, install the

driven pulley

Critical corner

Figure 2a.25

driven pulley to achieve correct alignment. Use the three .800” (2 cm) I.D. flat washers that are included in the kit, if necessary.

driven pulley screw with thread locking compound such as Loctite®

and tighten it to 32-36 ft-lb. (43-49 N-m).

262 (red),

6g. Install the cooling fan on the driving pulley,

securing it with the flat washer and castle nut. See Figure 2a.26.

Fan Washer Castle nut

Alignment tool

Figure 2a.26

6h. Tighten the nut to a torque of 22-25 ft-lbs.

(30-34 N-m), then secure it using the cotter pin.

6i. Inspect the drive belt. If it is worn to less

than 1.20” (30.5mm) across the flat back surface of the belt, or if is shows signs of burning or checking, replace it with a new belt.

6j. Roll the drive belt back onto the pulleys.

Refer to the marks made before the belt was removed, to confirm that the direction of rotation has not been changed. See Figure 2a.27.

Figure 2a.27

Kohler Enclosed CVT Addendum

6k. Remove the screw that was used to

spread the sheaves of the driven pulley. 6l. Place the gear selector in neutral. 6m. Re-connect the spark plug leads to the

spark plugs. 6n. Re-connect the negative battery cable. 6o. Confirm that the drive belt area is clear,

and that no unsafe conditions will arise

from starting the engine. 6p. Start the engine briefly and confirm tha t

the CVT operates properly throughout the

engine RPM range, before installing the

CVT cover.

• The driven pulley should not rotate when the engine is at idle speed.

• If the driven pulley does rotate at idle speed: Re-check the spacing and alignment of the pulleys. Confirm that the driving pulley is returning all the way to rest position at idle.

7. FINAL ASSEMBLY 7a. Install the drain plug in the CVT cover, and

carefully tighten it until snug, using a 1/2” wrench.

7c. Rotate the CVT cover down into position. 7d. Fasten the CVT cover to the back plate

using the (12) 1/4-20 self tapping screws. See Figure 2a.29.

CVT cover fastened to back plate

Figure 2a.29

7e. Reinstall the right rear splash shield and

fender.

7f. Reinstall the grab handle with the new

seat plate. See Figure 2a.30.

7b. Slip the CVT cover in through the opening

in the passenger side of the seat box. See Figure 2a.28.

Position the CVT cover

Figure 2a.28

Flange bushings

Spacers (secured with tape to ease mounting)

Figure 2a.30

7g. Use the opening in the new seat plate to

locate the tube support bracket. The openings in the seat plate and the bracket should be concentric.

7h. Mark the points to drill mounting holes for

the tube support bracket.

7i. Center-punch and drill the two mounting

holes in the seat box using a 9/32” (7mm) drill bit.

7j. Mount the bracket beneath the front lip of

the seat box. Tighten the two 1/4-14 screws using a T-27 driver. See Figure 2a.31.

Opening in bottom of seat plate

Tube bracket

Kohler Enclosed CVT Addendum

Figure 2a.31

7k. Install the intake tube b etween the bracket

and the spigot on the front of the CVT cover. Secure it with the hose clamp. See Figure 2a.32.

Intake tube installed

Figure 2a.32

7l. Reinstall the engine cover and parcel bin. 7m. Lower the work-box and seats. 7n. Test-drive the vehicle in a safe place to

confirm that it operates properly before returning it to service.

Kohler Enclosed CVT Addendum

Caterpillar Enclosed CVT Addendum

CATERPILLAR ENCLOSED CVT ADDENDUM

DRIVE SYSTEM SERVICE: SAFETY AND TIPS

1. When working on the vehicle, set the parking brake or block the wheels to keep it from rolling.

2. Place the transmission in neutral.

3. When working on any parts (like the CVT) that rotate with the engine, disable the engine:

3a. Disconnect the fuel solenoid. 3b. Remove the key from the key switch. 3c. Disconnect the ground cable from the neg-

ative terminal of the battery.

4. Unless a procedure specifically requires the engine to be running, it should be turned-off for all maintenance, adjustments, and repair.

5. There are some simple but specialized tools needed to loosen the belt, remove the driving pulley, and align the pulleys.

•A small screw can be used to spread the sheaves of the driven element so that the belt can be removed. Dimensions are in the text.

•A clutch puller (part number: 759-04111) is needed to pull the driving element off of the tapered crankshaft.

6. Standard tools that will be useful include:

Item Sizes

Combination wrench 7/16”, 1/2”, 9/16”,

30mm

Ratchet + sockets

5/16”, 7/16”, 1/2”, 9/16”, 5/8”,

Torque wrench

10mm, 22mm Drill motor and bit 9/32” Center punch, ham-

mer Tor-X driver T-20, T-27 Alignment tool P/N: 707-04878 6mm-1.0 screw 2.9cm thread lgth. Clutch puller P/N: 759-04111

•Use the alignment tool (part number: 707-

04878) to check spacing and alignment between the crankshaft and the transfer case input shaft.

Caterpillar Enclosed CVT Addendum

CONVERSION INSTRUCTIONS: ENCLOSED CVT

1. PREPARATION 1a. Review and understand these instructions

before starting to work on the vehicle. 1b. Collect all necessary tools. 1c. Lay-out the contents of the CVT enclosure

kit. Make sure all the parts are present

and identified. See Figure 2b.1.

Intake tube

New back plate

CVT cover

Seat bracket

Seat plate

Tube bracket

Fan

2. ACCESS 2a. Lift the load box (bed). 2b. Slide the driver’s seat all the way back on

its tracks.

2c. Tilt the seats forward. Secure the driver’s

seat in the tilted position using a shock cord.

2d. Release the Camlok fasteners that secure

the parcel bin under the passenger seat, and remove the parcel bin.

2e. Release the camlok fasteners that secure

the engine cover, and remove the cover.

2f. Unbolt the passenger’s seat mounting

bracket from the seat plate using a pair of 1/2” wrenches. Remove the seat and bracket. See Figure 2b.2.

Seat plate

Figure 2b.1

Description Qty.

Mounting stud: driven pulley

and fan Washer 1 Castle nut, 1/2”-20 1 Washer, fan 1 Cotter pin, 3/32” x 1” 1 Back plate-eng. screw 5 Back plate-trans screw 4 Cover screw 12 Bracket mount screw 2 CVT Spacer washers 3

Seat mounting bracket

Figure 2b.2

NOTE: It is not necessary to disconnect any fuel

lines. The fuel pump and filter will be moved to provide room for the CVT cover to fit into the area below the seat box.

Caterpillar Enclosed CVT Addendum

3. Unbolt the fuel filter bracket from the vehicle using a 1/2” wrench. See Figure 2b.3.

Fuel filter bracket

Figure 2b.3

3a. With the fuel filter and bracket out of the

way, the grab bar and seat plate can be removed using a pair of 1/2” wrenches. See Figure 2b.4.

3b. Remove the original seat plate from the

grab handle, and replace it with the seat plate from the kit. See Figure 2b.5.

Grab bar

Flange bearings

Old seat plate

New seat plate

Figure 2b.5

NOTE: The flange bearings that the seat pivots

on fit through the holes in the seat plate with the shoulders to the outside. The bolts holding the grab handle to the vehicle trap the bearings in position.

Grab handle

Figure 2b.4

3c. Replace the original seat bracket with the

seat bracket contained in the kit. Position the rear set of seat bracket mounting bolts in the bracket before bolting the seat to the bracket. See Figure 2b.6.

Old seat bracket

New seat bracket

Figure 2b.6

NOTE: The opening in the front of the new seat

bracket is vital. This opening allows cooling air to enter the CVT enclosure. If the supply of cooling air is restricted, the CVT belt will heat and fail.

over-

Caterpillar Enclosed CVT Addendum

3d. Unbolt the electric fuel pump from the con-

sole-cup holder support using a pair of 7/ 16” wrenches. See Figure 2b.7.

Fuel pump

Ground wire

Figure 2b.7

3e. Unbolt the air filter bracket from the con-

sole-cup holder support using a pair of 1/ 2” wrenches. See Figure 2b.8.

Air filter bracket

4. BELT REMOVAL 4a. T o remove the belt, a 6mm/1.0 screw with

a minimum thread length of 1.15" (2.9cm) will be required. See Figure 2b.9.

1.15” (2.9cm) thread length

Figure 2b.9

NOTE: A 6mm screw with a thread pitch of 1.0

Figure 2b.8

3f. Loosen the hose clamp that holds the tube

f r o m t h e a i r f i l t e r t o t h e e ng in e a ir in ta ke .

Remove the tube from the engine and seal the openings with tape or clean shop towels to prevent dirt from getting into the engine.

Remove the filter and hose from the vehicle.

NOTE: If both openings are not sealed, dirt can enter the engine directly or by contam inating the air intake tube, down-stream of the filter.

4b. There are 4 holes in the face of th e d riven

element. The middle hole of the closest set of three is threaded. The other three are not threaded. See Figure 2b.10.

Tapped hole

Figure 2b.10

Caterpillar Enclosed CVT Addendum

4c. Lubricate the screw with a small amount of

Driven pulley

Install screw to spread sheaves

Figure 2b.11

4d. Mark the direction of rotation on the belt.

It must be reinstalled so that it rotates in the same direction.

5. REMOVE THE CVT PULLEYS 5a. Remove the three screws holding the

cover in place using a T- 20 driver, then remove the cover. See Figure 2b.13.

Figure 2b.13

5b. Hold the large nut with a 30mm wrench

while loosening the crankshaft bolt with a 5/8” wrench. See Figure 2b.14.

4e. As the sheaves are spread, the tension on

the belt will be relieved, and the belt can be rolled-off of the driven element (pulley). See Figure 2b.12.

Figure 2b.12

Driving pulley

Figure 2b.14

Caterpillar Enclosed CVT Addendum

5c. Withdraw the bolt, washers, and shoulder

spacer.

5d. Install the clutch removal tool by threading

it into the clutch (driving pulley), pressing against the crankshaft.

5e. Hold the pulley with a 30mm wrench, and

turn the tool using a 22mm wrench. This will force the driving pulley (clutch) off of the crankshaft. See Figure 2b.15.

Clutch tool installed

Inset: Clutch tool P/N: 759-04111

5i. Slide the driven pulley off of the splined

transfer case input shaft. See Figure 2b.16.

Driven pulley

Figure 2b.16

CAUTION: Do not pry on the outer edge of the

driven pulley. It will

bend, ruining the pulley.

Figure 2b.15

CAUTION: There is a tapered fit between the

driving pulley and the crankshaft. Prying on the perimeter of the driving element will

5f. Place the gear selector in H position, and

set the parking brake.

5g. Loosen the bolt holding the driven pulley

to the input shaft using a 9/16” wrench.

5h. Remove the bolt and washers.

break it.

6. Change back plate 6a. Remove the two screws that hold the

starter motor to the engine plate using a 14mm wrench. This will improve access to the nuts holding the engine pate and adaptor.

6b. Loosen the five bolts that hold the back

plate to the engine plate using a pair of 1/ 2” wrenches. Remove all but one. See Figure 2b.17.

Back plate

Figure 2b.17

Caterpillar Enclosed CVT Addendum

6c. Loosen the four screws that hold the back

plate to the transfer case adaptor using a 1/2” wrench. Remove all but one. See Figure 2b.18.

Screws holding back plate to transfer case adaptor

Figure 2b.18

6d. Remove the final two screws and carefully

lift the back plate out of the vehicle.

6e. Remove the adaptor from the transfer

case using a 1/2” wrench. See Figure 2b.19.

6g. Position the new aluminum back plate,

connecting the engine to the transfer case. See Figure 2b.20.

New back plate

Figure 2b.20

NOTE: If the new back plate does not align prop-

erly with the mounting holes, loosen the transfer case mounting brackets from the engine-transfer case tray, and adjust the position of the transfer case. DO NOT loosen the screws that hold the brackets to the transfer case.

6h. Apply releasable thread-locking com-

pound such as Loctite 242® (blue) to the (9) 5/16-18 screws contained in the kit.

Engine adaptor

6f. Remove the spacer from the engine.

It was held to the engine by the same screws that held the back plate.

Transfer case adaptor

Figure 2b.19

6i. Secure the new back plate to the engine

plate. Tighten the screws nearest the alignment dowels just far enough to engage the dowels. See Figure 2b.21.

Dowel pin

Engine plate

Figure 2b.21

Dowel hole

New back plate

Caterpillar Enclosed CVT Addendum

6j. Seat the opening at the transfer case end

of the back plate over the boss that surrounds the input shaft. See Figure 2b.22.

Mounting boss

Back plate

Transfer case

Figure 2b.22

• If the opening in the back plate sill not align with the boss on the transfer case, DO NOT attempt to draw the two together by tightening the screws.

• If necessary, loosen the screws that hold the transfer case brackets to the engine and transfer case tray using a pair of 1/2” wrenches.

6k. Once the back plate is properly aligned on

engine and transfer case, tighten all the screws. See Figure 2b.23.

6l. Re-mount the starter motor.

See Figure 2b.24.

Starter motor

Screws

Figure 2b.24

• Apply releasable thread-locking compound su ch as Loctite 242® (blue) to the screws.

• Install the screws and lock-washers that hold the starter to the engine plate, tightening the screws to a torque of 22-25 ft-lbs (30-34 N-m).

• Check electrical connections and insulating boots on the starter motor and solenoid.

7. CVT Installation 7a. Prepare the CVT for installation:

• Clean the shafts and the surrounding area before installing the CVT.

Figure 2b.23

Caterpillar Enclosed CVT Addendum

• Confirm the presence of four .030” (.75mm) spacers on the shaft between the dr iven element and the transfer case housing. See Figure 2b.25.

Spacers

Figure 2b.25

• A small amount of anti-seize compound may be used on the splined joint between the input shaft of the transfer case and the driven element.

• The tapered joint between the driven element and the crankshaft may be lubricated with a small amount of multi-purpose grease (Cub Cadet P/N: 737-3034).

• Apply a small amount of thread locking compound such as Loctite® 262 (red) to the stud that will secure the driving pulley.

7b. Fasten the driving pulley to the cran ksha ft

using the, washer and shoulder spacer previously removed on the double-ended stud. Tighten it to a torque of 35-36 ftlbs.(43-49 N-m). See Figure 2b.26.

Figure 2b.26

7c. Secure the driven pulley to the input shaft

using the bolt, washer, and shoulder spacer previously removed.

7d. Check the alignment of the two pulleys:

Critical corner

Alignment tool

Inside lip

Figure 2b.27

Caterpillar Enclosed CVT Addendum

7e. Adjust the number of shims (spacers)

behind the driven pulley to achieve correct alignment. Use the three .800” (2 cm) I.D. flat washers that are included in the kit, if necessary.

7f. Once alignment is correct, install the

driven pulley screw with thread locking compound such as Loctite®

and tighten it to 32-36 ft-lb. (43-49 N-m).

7g. Install the cooling fan on the driving pulley,

securing it with the flat washer and castle nut. See Figure 2b.28.

262 (red),

Fan Washer Castle nut

7j. Roll the drive belt back onto the pulleys.

Refer to the marks made before the belt was removed, to confirm that the direction of rotation has not been changed. See Figure 2b.29.

Figure 2b.29

7k. Remove the screw that was used to

spread the sheaves of the driven pulley.

Figure 2b.28

7h. Tighten the nut to a torque of 22-25 ft-lbs.

(30-34 N-m), then secure it using the cotter pin.

7i. Inspect the drive belt. If it is worn to less

than 1.20” (30.5mm) across the flat back surface of the belt, or if is shows signs of burning or checking, replace it with a new belt.

7l. Place the gear selector in neutral. 7m. Re-connect the negative battery cable. 7n. Clip a jumper wire from the eyelet on the

fuel pump ground wire to a good ground.

7o. Confirm that the drive belt area is clear,

and that no unsafe conditions will arise from starting the engine.

7p. Start the engine briefly and confirm that

the CVT operates properly throughout the engine RPM range, before installing the CVT cover.

• The driven pulley should not rotate when the engine is at idle speed.

• If the driven pulley does rotate at idle speed: Re-check the spacing and alignment of the pulleys. Confirm that the driving pulley is returning all the way to rest position at idle.

Caterpillar Enclosed CVT Addendum

8. FINAL ASSEMBLY 8a. Install the drain plug in the CVT cover, and

carefully tighten it until snug, using a 9/16” wrench. See Figure 2b.30.

Drain plug

Figure 2b.30

8b. Slip the CVT cover in through the opening

in the passenger side of the seat box. See Figure 2b.31.

8d. Fasten the CVT cover to the back plate

using the (12) 1/4-20 self tapping screws. Tighten the screws using a 3/8” wrench. See Figure 2b.32.

Figure 2b.32

8e. Mount the fuel pump to the console-cup

holder support. See Figure 2b.33.

Figure 2b.31

8c. Rotate the CVT cover down into position.

Console-cup holder support

Fuel pump mounting bolts

Fuel pump

“hot” wire to fuel pump

Figure 2b.33

NOTE: The star washer should be located under

the head of the bolt that the ground wire is attached to, so that it bites through the paint to establish a good electrical ground for the fuel pump. Apply a small amount of silicone grease to protect the joint from corrosion after the nuts are tightened.

Ground wire for fuel pump

Star washer

Caterpillar Enclosed CVT Addendum

8f. Position the air filter and intake tube in the

vehicle. See Figure 2b.34.

Air filter intake tube

Figure 2b.34

• Remove the seals from the tube and the engine air intake.

• Connect the tube to the engine intake manifold. 8g. Mount the air filter to the console-cup

holder support using the 5/16-18 nuts, bolts, and spacer previously removed. See Figure 2b.35.

8h. Reinstall the grab handle with the new

seat plate. See Figure 2b.36.

Flange bushings

Spacers (secured with tape to ease mounting)

Figure 2b.36

8i. After the seat plate and grab handle are

installed, mount the fuel filter to the frame using the 5/16-18 nuts and bolts previously removed.

8j. Use the opening in the new seat plate to

locate the tube support bracket. The openings in the seat plate and the bracket should be concentric.

Spacers

8k. Mark the points to drill mounting holes for

the tube support bracket.

8l. Center-punch and drill mounting holes in

the seat box using a 9/32” (7mm) drill bit.

8m. Mount the bracket beneath the front lip of

the seat box. Tighten the 1/4-14 screws using a T-27 driver. See Figure 2b.37.

9/32” holes

Figure 2b.35

Tube support bracket

Figure 2b.37

8n. Install the intake tube between the bracket

and the spigot on the front of the CVT cover. Secure it with the hose clamp. See Figure 2b.38.

Intake tube

Figure 2b.38

Caterpillar Enclosed CVT Addendum

8o. Install the passenger seat and its new

bracket to the new seat plate using a pair of 1/2” wrenches. See Figure 2b.39.

Figure 2b.39

8p. Reinstall the engine cover and parcel bin. 8q. Lower the work-box and seats. 8r. Test-drive the vehicle in a safe place to

confirm that it operates properly before returning it to service.

Caterpillar Enclosed CVT Addendum88Chapter 3 - Drive System: Drive Shafts and Differentials

CHAPTER 3 - DRIVE SYSTEM: DRIVE SHAFTS AND DIFFERENTIALS

DRIVE SYSTEM DESCRIPTION

1. Chapter 2 of this manual covers the drive system from the engine crankshaft to the output shafts of the transfer case. Chapter 3 covers the drive system down-stream of the transfer case. This includes:

• The drive shafts from the transfer case to the differentials

• The front differential

• The rear differential

• The drive axles (half-shafts) that connect the differentials to the wheel hubs.

2. Drive shafts with Hooke-Spicer type universal joints extend fore and aft from the output shafts of the transfer case to drive the front and rear differentials. See Figure 3.1.

Spicer-hooke type U-joint

4. The rear differential has a cast iron housing and a cable-actuated locking feature. See Figure 3.2.

Differential lock actuator

Rear differential

Figure 3.2

5. The front differential has an aluminum housing, and an electrically controlled, slip sensing Auto-Lok® feature. See Figure 3.3.

Figure 3.1

3. Both drive shafts (front and rear) are driven whenever the transfer case is in gear , whether or not four-wheel drive is engaged.

Front differential

5a. The front differential is engaged or disen-

gaged using a rocker switch on the dashboard. An electric clutch connects the front differential pinion to the input shaft when energized. When de-energized, the input shaft is still driven by the drive shaft, but the differential free-wheels.

Electrical connection for Auto-Lok® feature

Figure 3.3

Chapter 3 - Drive System: Drive Shafts and Differentials

5b. A cam/roller type over-running clutch

within the differential provides a limited slip feature between the two front wheels.

5.3. Each differential transfers power to the drive hubs through a drive shaft with Rzeppa-type constant velocity joints at each end. See Figure 3.4.

Figure 3.4

• In the event of a failure, the component will be called back for engineering analysis and vendor recovery.

• If the failure is warrantable, Cub Cadet will cover the cost of replacement.

• If the failure is not warrantable, replacement will be at the customer’s expense.

• Beyond the warranty period, internal parts for the differentials will be made available so that the dealer can repair or replace them at their own discretion.

ADJUSTMENT: DIFFERENTIAL LOCK LINKAGE

1. The differential lock lever (located next to the Hurst gear selector lever) operates on the rear axle only:

• When engaged, the rear drive wheels are locked together, eliminating differential action.

• When engaged, the differential lock improves rear wheel traction at the expense of steering response.

2. Proper use and operational behavior:

DRIVE SYSTEM: SERVICE INTENT

1. The transfer case is manufactured by Cub Cadet. If it fails during the first two years, it should be removed and replaced as a complete unit.

• In the event of a failure, the transfer case will be called back for engineering analysis.

• If the failure is warrantable, Cub Cadet will cover the cost of replacement.

• If the failure is not warrantable, replacement will be at the customer’s expense.

• Beyond the warranty period, internal parts will be made available so that the dealer can repair or replace the transfer case at their own discretion.

2. The remainder of the drive system (CVT, drive shafts, axles, differentials) is purchased from outside vendors.

• The operator should only engage the differential lock when the vehicle is stationary

• Engaging the differential lock when there is great disparity in the speed of the two rear tires will cause immediate and severe damage to the rear differential by shock-fracturing the differentia l lock. This type of damage is readily apparent. It is considered to be customer abuse, and is not warrantable.

• For safest handling, the differential lock should be used only as required for traction, then disengaged.

• When the differential lock cont rol le ve r is move d to the disengaged position, the lock may remain engaged until the drive load between the two rear wheels equalizes, relaxing the load on the lock mechanism. For example, if one wheel has poor traction, or the vehicle is going around a turn, the lock may not actually disengage until the vehicle is stopped or driven in a straight line on a surface that provides good traction.

3. To check the differential lock, lift and su pport the rear of the vehicle in a safe manner .

CAUTION: Engagement of the 4-wheel drive system (4X4 rocker switch located on the dashboard) with the engine running and the rear wheels lifted may cause an accident.

Chapter 3 - Drive System: Drive Shafts and Differentials

4. Manually rotate one rear wheel, with the differential lock disengaged:

• If the vehicle is in neutral, the drive shaft leading from the transfer case to the differential will turn.

• If the transfer case is in gear, the other rear wheel should rotate in the opposite direction.

5. Engage the differential lock and rot ate one rear wheel:

• If the vehicle is in neutral, both rear wheels will rotate in the same direction and the drive shaft leading from the transfer case to the differential will turn.

• If the transfer case is in gear, the wheel will be extremely difficult to turn. The opposite rear wheel will turn in the same direction, the driveshaft will turn, and the driven element of the CVT will turn.

NOTE: It may take a few degrees of rotation before the differential lock engages. It will emit and audible “click” when it does.

6. If the differential lock fails to engage or disengage as it should, the problem may be internal, or the problem may be in the linkage. Before removing the differential, confirm that the problem does not lie in the linkage.

8. When the differential lock is engaged, there should be about 3/4” (19mm) from the centerline of the pin to the end housing that supports the sealed carrier bearing. See Figure 3.6.

Engaged

.75”

Figure 3.6

9. To accommodate this roughly 3/8” (9.5mm) of travel, the cable should be adjusted so that it is just slack in the disengaged position. See Figure 3.7.

7. Confirm that the linkage moves freely through its range of travel. When released, the center line of the pin that connects the shift fork to the linkage should be 1-1/8” (32mm) from the end housing that supports the sealed carrier bearing. See Figure 3.5.

Released

1.125”

Figure 3.5

Adjustment point

Figure 3.7

NOTE: There will be about 1/2” of free-play as

measured at the top of the control lever.

9.1. Loosen the jam nut and adjust the cable at the differential bracket using a pair of 1/2” wrenches.

9.2. Tighten the jam nut and test the operati on of the differential lock when adjustment is complete.

Chapter 3 - Drive System: Drive Shafts and Differentials

10. The control lever operates in a cam-over fashion, with an extension spring and pivot link between the control lever and the cable.

11. Remove the console cover / cup holder to gain access to the control lever connection. See Figure 3.8.

Access to differential lock linkage

Console cover / cup holder removed

Figure 3.8

12. When the differential lock is released, the pivot link is held horizontal by spring tension. See Figure 3.9.

Pivot link

Spring

Figure 3.9

13. When the differential lock is engaged, the pivot link is pulled up and forward. See Figure 13.0.

11a. Remove the knob from the Hurst gear

shift by turning it counter-clockwise.

11b. Remove the grip from the differential lock

11c. Unbolt the console cover / cup holder

using a 9/16” wrench to remove the two screws that hold the back of the console cover. A 9/16” wrench can also be used to loosen the two screws that secure the front edge of the cover through slotted holes.

11d. Lift the cover off to remove it.

Pivot point

Fulcrum point

Figure 13.0

• The connection point where the link is bolted to the lever moves above the fulcrum point of the lever.

• The curvature of the link brings the connection point to the spring above the fulcrum point as well.

• This locks the linkage into the engaged position until the lever is moved by the operator.

Cam-over action holds differential lock in the engaged position.

Chapter 3 - Drive System: Drive Shafts and Differentials

LUBRICATION

1. The universal joints in the driveshafts that connect the transfer case to the front and rear differentials are lubricated on assembly, and should not need further lubrication in their normal service life. See Figure 3.10.

Figure 3.10

3. The rear differential contains roughly 32 fl.oz. (950 ml.) of 80W-90 Low Foam Oil (Cub Cadet P/N: 737-04040).

• The rear differential gear lube should be changed after the first 50hrs. of use, and thereafter at 500 hr. intervals.

• Inspect the differential case vent at 100 hr. intervals. A blocked vent will cause fluid loss.

• The differential gear lube should be checked at 100 hr. intervals, unless fluid loss is noticed.

• In the event of fluid loss, identify and repair the leak as soon as possible to prevent catastrophic failure of the differential, disabling the vehicle.

CAUTION: The small volume of fluid contained in the differential necessitates close monitoring and prompt action if leakage is detected.

NOTE: Draining the rear differential for fluid change requires the differential to be removed from the vehicle or drained with a suction device.

4. To check the fluid in the rear differential: See Figure 3.12.

Figure 3.11

NOTE: Grease is contained in the constant

Level plug

Figure 3.12

4a. Park the vehicle on a firm level surface. 4b. Allow the engine and drive system to cool

to ambient temperature. 4c. Tilt the cargo box up. 4d. Clean the area surrounding the vent and

level plug. 4e. Remove the level plug using a 1/4” allen

wrench, and check for the presence of

fluid at a level even with the bottom of the

threads.

Chapter 3 - Drive System: Drive Shafts and Differentials

4f. If the fluid level is low, gear lube may be

added through the level plug, or through the vent at the top of the differential housing. Use a 1/2” wrench to remove the vent. See Figure 3.13.

Rear differential vent may be used as a fill point

Figure 3.13

5. The front differential contains roughly 5 fl.oz. (148 ml.) of Hydraulic Transmission Fluid (Cub Cadet P/N: 737-3025 “red label”).

• In normal service, the front differential gear lube should not need to be changed or replenished unless leakage is noticed or the fluid has been contaminated by submersion or similar mishap.

• Inspect the differential case vent at 100 hr. intervals. A blocked vent will cause fluid loss.

• The differential gear lube should be checked at 100 hr. interva ls, unless fluid loss is noticed.

6d. Clean the area surrounding the fill plug

and level plug. See Figure 3.14.

Front of vehicle

Front differential level plug

Figure 3.14

6e. Remove the level plug using a 5/16” allen

wrench, and check for the presence of fluid at a level even with the bottom of the threads.

6f. Clean the level plug and inspect the o -ring

seal before installation. Replace the o-ring if it is suspect.

6g. Tighten the level plug to a torque of 10 ft-

lbs (13.5 N-m).

7. If the fluid level is low, hydraulic transmission fluid may be added through the level plug using a pump, or through the vent at the top of the differential housing. Use a 7/16” wrench to disconnect the vent. See Figure 3.15.

• If fluid loss is noticed, identify and repair the leak as soon as possible to prevent catastrophic failure.

NOTE: If the front differential is over-filled it may “lock-up”. If this occurs, drain the fluid down to the correct level. The differential should suffer no loss of function or longevity.

6. To check the fluid in the front differential: 6a. Park the vehicle on a firm level surface. 6b. Allow the engine and drive system to cool

to ambient temperature.

6c. Tilt the hood forward to open it.

Front differential vent may be used as a fill point

Figure 3.15

Chapter 3 - Drive System: Drive Shafts and Differentials

REMOVAL OF FRONT DRIVE SHAFT

NOTE: If the universal joints exhibit enough pla y

to indicate that they are worn, or if the front driveshaft is identified as the source of a driveline vibration, replace the driveshaft as an assembly.

NOTE: Both driveshafts are constantly engaged. To identify vibration in one drive shaft, the other must be disconnected. If the vibration goes away when the shaft is disconnected, it is the most likely source of the vibration.

1. Remove any front-mounted accessories from the vehicle.

2. Lift and safely support the vehicle to provide easier access to the bottom of the front differential.

NOTE: This procedure can be done on the ground.

3. Remove the hood from the front of the vehicle to provide easy access to the top of the front diff erential. See Figure 3.16.

Disconnect: headlights hood check cables hairpin clips / hinges

4. Remove the six nuts and bolts that hold the brush guard to the front of the frame, and remove the brush guard. See Figure 3.17.

Figure 3.17

5. Diesel only: Move radiator for access. 5a. Disconnect the tube that leads to the radi-

ator over-flow bottle from the filler neck of the radiator.

5b. Remove the four bolts that hold the cool-

ing matrix assembly (radiator, shroud, cooling fan) to the frame using a 7/16” wrench. See Figure 3.18.

Figure 3.16

3a. Open the hood 3b. Disconnect the headlights where the har-

ness plugs into the bulb holder, leaving the bulb holder in the lamp.

3c. Remove the two internal cotter pins that

hold the hood panel to the hood brackets.

3d. Disconnect the check cables from the

hood using a 3/8” wrench.

3e. Slide the hood to the left of the vehicle to

disengage it from the brackets, and remove it.

Figure 3.18

Chapter 3 - Drive System: Drive Shafts and Differentials

5c. Carefully slide the cooling matrix straight

forward. Do not allow the radiator core to come into contact with anything that might damage it. See Figure 3.19.

Figure 3.19

NOTE: A piece of corrugated cardboard may be

placed under the radiator for protection. Failure to remove the cardboard when the radiator is remounted can result in engine over-heating and extensive damage.

6c. Lift the rear of the cover, and draw it back

to disengage the locating tabs at the front edge. Remove the driveshaft cover.

7. Disconnect the driveshaft from the front differential:

NOTE: The front of the drive shaft is secured to the pinion shaft on the front differential by a tension pin.

7a. Rotate the driveshaft as necessary to

reach the tension pin, maintaining enough clearance to drive the tension pin out the opposite side of the joint.

7b. Drive the tension pin out of the joint using

1/4” (6.5mm) flat-nosed drift. See Figure 3.21.

Tension

Front driveshaft

6. Remove the driveshaft cover: See Figure 3.20.

Push-in fasteners

Mounting screws

Driveshaft cover

Figure 3.20

6a. Remove the four bolts that hold the drive-

shaft cover to the floor of the passenger compartment using a 1/2” wrench.

6b. Pry-up the push-in fasteners that secure

the front of the driveshaft cover.

Figure 3.21

NOTE: Dispose of the tension pin, and re place it

with a fresh 5/16” X 1-1/4” tension pin.

Cub Cadet Volunteer User Manual

Specifications and Main Features

Frequently Asked Questions

User Manual

CHAPTER 1: INTRODUCTION

2. UNDERSTANDING UTILITY VEHICLE MODEL NUMBERS

3. PROFESSIONAL SHOP MANUAL INTENT

4. LIFTING AND SUPPORTING

5. DRIVE SYSTEM DESCRIPTION

6. SERVICE INTENT

7. SPECIAL TOOLS

Chapter 2- Drive System: CVT and Transfer Case

DRIVE SYSTEM: SERVICE INTENT

CVT AND TRANSFER CASE OPERATION

IDLE SPEED AND TOP NO-LOAD SPEED

DRIVE SYSTEM ADJUSTMENTS:

CVT SERVICE

DRIVE SYSTEM ADJUSTMENT: PARKING BRAKE

DRIVE SYSTEM SERVICE: LUBRICATION

Kohler Enclosed CVT Addendum

DRIVE SYSTEM SERVICE: SAFETY AND TIPS

CONVERSION INSTRUCTIONS: ENCLOSED CVT

Caterpillar Enclosed CVT Addendum

DRIVE SYSTEM SERVICE: SAFETY AND TIPS

CONVERSION INSTRUCTIONS: ENCLOSED CVT

CHAPTER 3 - DRIVE SYSTEM: DRIVE SHAFTS AND DIFFERENTIALS

DRIVE SYSTEM DESCRIPTION

ADJUSTMENT: DIFFERENTIAL LOCK LINKAGE

DRIVE SYSTEM: SERVICE INTENT

LUBRICATION

REMOVAL OF FRONT DRIVE SHAFT