Ed Leaman

More headaches than they were worth for sure, commonly blew the large snap ring on the loside clutch pac off

It used the TA clutchs and or lo side "brakes" as a trans brake instead of the mechanical paw that was often out of adjustment. IH figured out how to build a good trans brake right about the end of the run. late 86 series tractors and ta style 88's had a system that would work. ed

That manifold on that tractor on facebook is the factory industrial version that was found on some power units and the one model log skidder. Rare version of the 360, Ive seen about a dozen in my life total. has a TO3 pattern on the flange

886 application

I never learned who Mr. Boykin had doing his work but we sold a ton of his sprag kits in our ta's back in the 70's, and 80's

I liked the BMD style sprag better (was actually a Dana product and promoted through Aer-Vac) than anything built until the wider Renoud came out in the late 80's And I still have some of them running in places where nothing else would have stayed.

Is definitely a Hy cap TA, I was looking for the sprag to be like BMD sold. But that sprag is what HYCap sells.

Don't think thats the best answer. I would just find a shaft and put it in there, If you need help locating one pm me or find my cell number or try (888-Lea-mans) Can you post a picture of the sprag? I assume its the one with the big brass bushing used to keep things straight? On this picture here whats the reason for the rust around the bushing?

It would be interesting to see inside or behind those wheels, Think I can imagine what they did but would like a picturre once wheel is pulled. I suspect you will want to seal the openings off a bunch and then apply a bunch of grease at the obvious places before going back together ed

partially enclosed but need greased regularly. have seen a few trucks that had flipaway access hole covers on the "tin hubcap"

The best way to describe the parts inside the hub is to envision a large universal joint, the part that is bolted to the "straight shaft" is often called the power yoke and it has two pins out at a diameter about 12" . The pins are used to drive a "power ring" that is about 12" diameter, which has two sets or 2 pairs of pins that are secured in their position on the the big hub at a "clocked position" of 90 degree's apart, If those power yoke pins on the axle shaft are at 3 and 9 oclock; the set that ties the ring into the hub will be at 12 and 6 and basically the outer end "ring and hub" of the universal does all the moving. the shaft from diff out stays centered in axle housing and the outer hub just sort of turns over it and or does all the movement guided by the two tapered bearings that fill the role of a king pin. Pretty crude setup, easy to break with hp especially while turning and very important to keep serviced, greased and maintained. But keep in mind that this is probably technology that was fresh in the mid fourty's or earlier and put on IH tractors (although many differences will be found) in the 1963 806 and put into trucks in the early 70's, a few of the parts are interchangable between tractors and trucks but Coleman made a lot of axles and most were specific to applications If you want an easy over view go to an IH Tractor dealers website and look up the parts breakdown on MFD tractors from the 06 through the 66 series tractors. not same parts but same design! MM and Massey also used Coleman axle's but they were heavier and more forgiving. Hope that helps, I didn't read the whole thread here nor check if someone has already put this info out there. Hope its not too confusing ed

The bushing we need to see is the one in the "red" cast housing that actually surrounds those cast rings. it will have 2 circles of holes that direct oil to the clutch pacs by forcing it between those rings. in to the shaft and endways through the shaft to the clutch pacs.

You are correct in the process used by some of the re builders, Machined and a thin sleeve pressed on. Never saw that happen without the center part of the shaft (inside the sleeve) taking a twist and only remember two twisted in the ring area in my time of being around Ta's. This one appears to have been improperly fitted and it probably turned when scrubbed against the bushing wall. Wonder what the bushing that it rides in shows for clues? In defense of the re-builder's, the reusable cores for 13 spline (larger shafts) have gotten real hard to find. And Matt is correct in the cost assessment, But I would say that there are lots of TA Shafts out there wearing that fix with out causing any troubles, it has been used for a few years now, and most have been successful. There are a few places building new shafts but they are spendy! ed Are they iron sealing rings ?

which clutch are you going to install? there are some pretty good upgrades available some will out run the original 3 times especially on a loader.

Looking good!