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.
© Copyright 2006 MTD Products Inc. All Rights Reserved
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
1
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
1
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
2
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
3
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.
4
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
5
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.
6
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
7
Chapter 1: Introduction
8
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.
9
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
10
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
11
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.
12
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
13
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).
14
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.
15
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
16
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®
17
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.
18
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.
19
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.
20
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
21
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.
22
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
23
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
R
remove the parcel bin that is located ben eath the
driver’s seat. See Figure 2.36.
Parcel bin
Camloc
R
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.
24
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
25
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
R
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
26
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