Re: (ET) Transaxle Service

["Steve & Sandy Naugler" <snaugler earthlink net>]

The reason that the E12 uses 1 V belt instead of 2 V belts as on the E15 and E20 is that the driving (motor) pulley is larger in diameter on the E12 as compared to the E15 and E20.  Larger diameter on the driving pulley translates to a lower belt tension, hence less strength required.  So only 1 belt was needed, even though the E12 motor is nearly as powerful as the E15 motor.

 

Steve Naugler

----- Original Message -----

From: Monty McGraw

To: elec-trak mailing list

Sent: Tuesday, April 11, 2000 5:08 PM

Subject: Re: (ET) Transaxle Service

This is an interesting thread.  It got me reading the "Peerless Mechanic's Handbook

for the ElecTrak Garden Tractor" that was buried inside my Electrak Service Manual.

 

The 2300 series four-speed transaxle was the only Electrak transaxle that Peerless

"approved for use with ground-engaging equipment - such as plowing". 

 

The 1200,1400,1700 and 2000 series transaxles "should not be used to pull plows

or similar equipment which are pulled through the soil to overturn it.  Also, judicious

use is expected in any situation where a severe strain will be placed on the axles."

 

My Electrak service manual shows the following transmissions

 

E-8M      1216

E-10M    1216

E-12        2318 - although only one drive belt instead of the two on the E-15 and -20

E-15        2318

E-20        2318

 

 

 

The 2300 also had a Duo-Trak (trademark Illinois Toolworks) limited slip differential

(not a locked differential).  The manual says:

 

"It seems that some people are expecting this differential to perform as a "locked

differential" and the following information is given to clear up any confusion that may

be present.

 

The standard bevel gear differential is a torque balancing device in which the low

tractive and high tractive wheels deliver the same amount of torque.  Therefore, when

you experience low traction on one wheel the other wheel delivers exactly the same

traction.  The extreme example of this is when one wheel spins freely and the other

wheel does not move, or in other words, you do not have any traction to move the

vehicle.

 

The "Limited Slip Differential" is built in such a manner that an internal drag is

developed in the differential gears so that the driving torque is more uniformly

distributed between the two driving wheels.  This gives superior traction (at least

50% more) in marginal situations such as snow plowing, turning on the side of a hill,

hill climbing and operating on wet grass.

 

However, this feature cannot be demonstrated by jacking one wheel off the ground

or placing one wheel in an extremely slippery position.

 

To sum it up, the "Limited Slip Differential" will allow the operator to use his unit in

some situations where the unit with a standard differential cannot be used.  At the

same time there are certain extreme conditions in which the "Limited Slip Differential"

cannot be expected to provide traction.

 

It should be noted that the "Limited Slip Differential" retains the feature of allowing

the outside wheel to rotate faster than the inside wheel when making a turn.  This

is the main disadvantage of a "Locked Differential" which results in very difficult

steering."

 

I also found in this manual there is a troubleshooting section.  There was a post in

March about having trouble keeping an E20 transmission in gear.

 

The manual troubleshooting section titled "UNIT JUMPS OUT OF GEAR" shows:

 

Shifting lever improperly assembled in housing

    - Disassemble and determine if properly assembled

 

Teeth of gears are worn beyond tolerances

    - Check gears, replace worn gears

 

Spring in shifter fork weak or broken

    - Replace spring

 

Attaching screws for shift lever and housing assembly not properly torqued

    - Torque screws to 10 ft lbs

 

Shift lever bent and hitting unit frame

    - Replace shift lever

 

Shift rod grooves worn

    - Replace shift rods

 

Shift rod of improper length or grooving installed

    - Check rod length. Replace rod with correct part

 

Constant mesh gears improperly installed on counter shaft

    - Reposition gears

 

For others on the list, there is are a couple of paragraphs on testing the transmission:

 

"The absence of binding and oil leakage are the best indications that the unit

has been properly reassembled.  Though other, more elaborate, tests can be done,

this would be the perogative of the servicing agency, since the following checks are

considered adequate.

 

    With the shift forks in neutral, rotate both the axle ends in the same direction.  They

    should turn smoothly although a little effort may be necessary.  The brake shaft

    should rotate whenever the axles turn together, but in neutral, the input shaft

    should not turn.

 

    By moving any shifter gear into mesh, a greater drag should be felt on the axles

    and both the input and brakeshaft should turn.

 

    To ease in turning of the various shafts, insert a tool (such as a punch or a socket

    head screw key) into the keyway, however, do not force if the shaft is binding.

 

    Reason for unit binding:

        1. Reused or lack of gasket

        2. Oil seal retainers installed backward

        3. Mis-installed thrust washers

        4. Differential installed backward

        5. Mis-assembly of shifting parts

        6. Mis-placement of spacers

        7. Foreign matter blocking gear teeth mesh

        8. Shifter stop installed backwards

        9. Input shaft not completely in case

        10. Mis-alignment of case and cover.

              align with dowels before tightening cap screws