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louie figone

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Posts posted by louie figone

  1. On 10/20/2023 at 7:15 PM, Daves Diesel said:

    Got a TD8 in it wont steer both clutches are staying engaged It is my understanding that the clutches are engaged hydraulically Is it common for the valve to stick causing this any suggestions 

    The steering control valve is mechanically controlled, check that the valve spools are moving when you actuate the levers. They are a real simple valve. If the steering cylinders are frozen that could also cause your problem. Make sure you have hydraulic pressure at the control valve.  



  2. When we relined the clutch and brake lining in my 100C one of the linings came off the shoe within 20 hours, I returned the shoes to the shop that did the reline of the shoes, they thought they may have had contamination on the shoe, they re-did all the shoes, it's been good since, that was in 1980, I have always used NAPA 85-405 oil in the transmission and rear end.

  3. Robbie, when I did my lining (100C) we used .141 thick on the lining material. I measured a non-worn area at the time and came up with .141-.147. There is no specification given in the service manual for the lining thickness. It must be very close, I did that in the early '80's, still working excellent.

  4. Justintime, how much oil is coming out, is there a plug in the two inspection plates? if so leave them out, if they are already out clean the holes where the plugs go, if you're not working in water you don't need the plugs. Oldiron described it, keep an eye on the transmission oil level, if the seals are leaking a lot then the transmission oil level will drop pretty fast. A little leak will not hurt if you keep the inspection cover holes open so it can drain.

  5. On 9/30/2023 at 5:49 PM, Dennis Geisler said:


    My serial number tag on lower left side of instrument panel by the starter button says this:


    TD-62    710


    6 Cyl diesel start with glow plugs I am told it is a 1955 is this right?





    TD6-62 710 would be a 1959 model. Can you post picture of the serial number plate, is 1690 below the serial number? that would be the governed rpm of the engine.

  6. Ian, this is the US Ag version of the 62 series TD6, 58 Net HP, they did this with an increase in RPM and pump calibration. I have heard  stories of the finals in the TD6-62 series not holding up, I have owned mine since 1969, put the TD9B turbo setup on it in 1972, I don't know how many hours it has on it, I have gone through 4 hour meters, first one quit at 6000 hours, I did not bother to change it for a couple of years, next one quit at 1600 hours, same story on all four, we estimate it has over 18,000 hours, just did an inframe, sleeves, pistons, valves. We have never had a problem with the transmission or finals, if you figure the engine is now producing 75 flywheel as the pump was modified to the TD9B Ag specifications we have probably put the finals to the test. My feeling is the people that have trouble either did not service the tractor properly or were not good operators, you can break any piece of equipment if you abuse it enough. 

    Picture of our TD6 after in frame, new rollers, chains, shoes, paint. The dozer trunnions are off the TD9B Ag turnaround tool bar carrier, I modified the Holt blade to fit it.

    IH TD6-62 Agricultural tractor 001.jpg

    IH TD6-62 Sept 2023.jpg

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  7. The threads are 1/8 inch pipe threads, the early TD6 did not have a lube fitting there, the later TD6's do, the parts catalog shows after serial number TBK 31068 (1952 model) they had the zerk fitting, yours is an earlier tractor, a previous owner many have upgraded to the newer steering clutch release fork at some time. That happens a lot when the tractor has been through different owners, lots of parts get changed with no record. Item 1 is your zerk fitting.


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  8. Yes there is a difference, 1956 TD6 would be a 61 series, 1959 the 62 series came out, 62 series used a D282 direct start (glow plugs) 6 cylinder engine, the 61 series used the D264 or D281 4 cylinder gas start diesel engine. The earlier TD6 tractors used the D248 gas start diesel engine. The later (62 series) have 1000 hour rollers, top idler, gear shift lever is located on the right side of the compartment. There are other small changes, mostly cosmetic. Some parts are interchangeable.

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  9. 22 minutes ago, Justintime said:

    Is illustration 32 showing the plug near the rear by the steering clutches?

    Yes, between the two-brake inspection covers, you may need to slide the drawbar to one side to see it as mmi stated. There is a lot of oil (16 quarts) in the transmission as it is common with the ring and pinion section. Check ebay for a manual, try to get an original IH operators manual, the reproduction manuals sometime are missing pages and also can be hard to read as they are reprints. My question about being a 61 or 62 series is you call it out as a 1956, 62 series began with the '58 models, do you have a serial number for the tractor? The 61 and 62 series use a lot of the same common parts. Post some pictures of your tractor.

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  10. Yes they are interchangeable, The D236, D282 and D301 use the same head, the early heads have smaller valves, IN 1.647-1.657, EX 1.295-1.305 for the early heads, IN 1.674-1.684, EX 1.370-1.380 for the late heads. Be sure you have the heads checked for cracks, they are notorious for cracking the heads, the cracks are repairable, leave the engine idle for a minimum of 3 minutes at shutdown.

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  11. edca,

    Put a breather vent in place of that hose, it will keep dirt out of the transmission, also check to see if there is a breather on the torque converter, the C series has them, IH or Dresser may have done away with the torque converter breather with the later series, the breather for the torque converter is located on the right side behind the engine in front of the dash, you can see it below the air filter.

    These tractors have a torque converter (fluid coupling), they need full rpm to transmit the power to the transmission.

    IH 100C Transmission breather.jpg

  12. gxr2001

    Yes you can put the zerk in as is, it is tight but it is the only way as you need to remove the zerk to pull the clutch, the engine clutch shaft will not move far enough back with the zerk fitting in place to remove the clutch. Be sure you use a zerk fitting that is extended with a 45 degree angle nipple.

  13. GXR2000, Get a zerk fitting into the end of your engine clutch shaft(13) the pilot bearing is a ball bearing it needs grease, it takes a lot of grease to reach the pilot bearing if the shaft is dry, it took over thirty pumps on the grease gun to reach the pilot bearing on a new shaft install. It looks like you are missing the engine clutch brake disc(9) it should be riveted to the engine clutch coupling (10). Adjust the clutch so that it takes 40 lbs of pull on the clutch lever. That looks like a 62 series TD6.

    IH TD6 engine clutch parts.jpg

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  14. Dave, good tractors, they are a construction tractor with full power shift, 3 forward, 3 reverse. You can put a winch on it, IH never offered a PTO or three point hitch for the TD7C or TD7E, you could build your own three point, it would not have draft control. What are you intending to use the tractor for? With that serial number it is a very late model, 1989 was the last year they were produced.

    IH TD-7E.jpg

    IH TD-7E specifications.jpg

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