Single & Double Clutch Assemblies for an IH Cub CadetImproving the Drive Clutch Assembly in a Cub Cadet

Please check out: HOT ROD GARDEN TRACTOR PULLERS ASSOCIATION


On the direct-drive Cub Cadet, power from the engine is transferred to the transaxle through the clutch assembly and driveshaft. If the clutch is worn or if stock (OEM) parts are used, the clutch may slip and little power or torque will be transferred, especially when using the tractor to haul heavy loads, and/or pulling competitively with a big engine in a fast gear. An engine in a pulling tractor that's built to the max or operates at wide open throttle produces a lot more torque than what Cub Cadet anticipated for the driveline to handle. Therefore, the clutch assembly is the weak point (and the carrier and axles), and will need to be reinforced for durability and to prevent slippage. Remember: towards the end of the track, if the tires don't spin or the engine bogs down, then the clutch will slip or something elsewhere will possibly twist or break.


Types of Clutch Assemblies -

An ordinary clutch assembly for general yard work consist of a mild steel driveshaft, fiber clutch disc and a light-weight pressure spring. But a clutch assembly for competitive pulling and/or heavy yard work consist of a heavy duty 3- or 6-pin drive plate, either a stress-proof steel or stainless steel driveshaft, either a single- or double-fiber clutch disc, or a single aluminum clutch disc (depending on which class the tractor pulls in), and definitely a much stiffer pressure spring for placing a heavier load on the clutch disc. Also, the pressure plates will definitely need to be resurfaced until perfectly flat and trued-up in a small metal lathe to insure that the pressure plates will adhere to the clutch disc to prevent slippage. The same happens to automotive flywheels and pressure plates as the clutch disc wears. They need to be resurfaced too, when installing a new clutch disc. And the heavier or stronger the clutch assembly is, the more it will cost.

Depending on the class your tractor is going to pull in and engine size/modifications, there are many variations in which clutch/driveshaft design and carrier/axles to use. Listed are the weakest to the strongest:


Using Quality Driveshaft Material Is Important!

Most driveshafts are likely to break at the second roll pin hole, just in front of the throw-out (clutch release) bearing. Because that's where the most vibration usually occurs. They also break just behind the pressure spring, in front of the pillow block bearing, due to temporary frame twisting (narrow frames) when pulling. If this happens, it's best to install a split locking collar. Mainly what makes a driveshaft break at 4,000+ rpm is either poor workmanship, poor quality material, out-of-balance rotating parts, lack of a center support bearing (pillow block bearing) near the center of the driveshaft and/or severe "flexing" of the tractor's frame (only with a big engine that's in a narrow frame tractor). If quality driveshaft material is used, and if the rotating parts are precision balanced and if a carrier bearing is also installed (above 4,000 rpm. The factory setting of maximum rpm for virtually all small gas engines, including all of Kohler engines is 3,600), the driveshaft could possibly last the life of the tractor. Even when used in high-performance conditions.

Remember, in the direct-drive Cub Cadet, the entire clutch/driveshaft assembly rotates the same speed as the engine. For reliability in a highly modified tractor that turns well above 4,000 rpm, the driveshaft must be made of quality, solid hardened steel that can resist torsional twist. Such as 1144 stress-proof steel, heat-treated 4140 chrome-moly steel or 304 alloy stainless steel.

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If you need any of the parts and/or services listed below Ê, please contact A-1 Miller's Performance Enterprises | 1501 W. Old Plank Rd. | Columbia, MO 65203-9136 USA | Phone: 1-573-875-4033. Please call Monday-Friday (except Holidays), 9am to 5pm, Central time zone. If no answer, please try again later. (When speaking with Brian, please be patient because I stutter.) Fax: 1-573-449-7347. E-mail: pullingtractor@aol.com. You can also contact us through Yahoo! Messenger: Find us here: Directions to our shop | Yahoo! Maps, 1501 W. Old Plank Rd., Columbia, MO | 1501 West Old Plank Road, Columbia, MO - Google Maps or Map of 1501 West Old Plank Road, Columbia, MO by MapQuest. Go here for more quality parts and services: Clutch Parts, Rebuilds & Machine Shop Services | NOTE: To place an order, please call or send an email with a list and description of the parts or services you need. Because as of right now, we're not set up to accept orders through our web sites online.
Driveshafts for IH and MTD-built Cub Cadet models 70, 71, 72, 73, 86, 100, 102, 104, 106, 108, 122, 124, 126, 128, 580, 582, 800, 1000, 1050, 1200, 1604, 1606 & 1806. NOTE: These driveshafts are made to order. When ordering, please specify the model of Cub Cadet you have and possibly the exact length and where you want the roll pin holes drilled. If you're not sure about the length, to determine the exact length, measure between the end of the crankshaft threads or bolt head to the input shaft on the transaxle (or creeper drive input shaft), and then subtract 1/4". This will allow an 1/8" clearance on each end. I also make driveshafts for hydrostatic drive Cub Cadets. Ê
  • 1144 Stress-Proof Steel (95,000 p.s.i. strength; recommended for stock to mildly modified tractors)
    • With no holes drilled, up to 20" in length. $12.00 each, plus shipping & handling.
    • With roll pin holes drilled, up to 20" in length. $25.00 each, plus shipping & handling. NOTE: Comes with 1/4" roll pin holes drilled and chamfered in the stock locations unless otherwise specified, with the exception of the 3rd hole which is optional for use with a split locking collar.
  • 304 Alloy Stainless Steel (130,000 p.s.i. strength, nonmagnetic and extremely tough material; recommended for stock to highly modified tractors)
    • With no holes drilled, up to 20" in length. $15.00 each, plus shipping & handling.
    • With roll pin holes drilled, up to 20" in length. $30.00 each, plus shipping & handling. NOTE: Comes with 1/4" roll pin holes drilled and chamfered in the stock locations unless otherwise specified, with the exception of the 3rd hole which is optional for use with a split locking collar. With a stainless steel driveshaft, it's best to use two locking collars because just one might slip on the "slick" and hardened surface of stainless steel.
  • NOTE: Before installing the driveshaft/clutch assembly in the tractor, if the drive plate has a bronze pilot bushing, apply wheel bearing grease or chassis lube inside the bushing and on the front of the driveshaft. Because if it's dry, the driveshaft won't release, it can bind up and wear both the bushing and driveshaft. No grease is required with a radial ball bearing in the drive plate.


Driveshafts for IH Cub Cadet "Original" and MTD-built Hydrostatic Drive Cub Cadets -

Driveshaft for IH Cub Cadet "Original". Available in stress proof steel only. Please specify with or without creeper drive. "T" cross bracket welded to shaft and roll pin holes drilled. $65.00 each, plus shipping & handling.


Driveshafts for IH Cub Cadet models 105, 107, 109, 123, 125, 127, 129, 147, 149 & 169. Available in stress proof steel only. spiral pin sold separately. (scroll down)

  • "T" cross bracket NOT welded to shaft and roll pin hole NOT drilled. (You weld bracket and drill hole.) $45.00 each, plus shipping & handling.
  • "T" cross bracket welded to shaft and roll pin hole drilled. $65.00 each, plus shipping & handling.


Aftermarket rear driveshaft to input shaft coupler for IH Cub Cadet "Original" and Cub Cadet models 105, 107, 109, 123, 125, 127, 129, 147, 149 & 169. Made of mild steel. Replaces Cub Cadet part # 759-3009 (OEM $68.00). $30.00 each, plus shipping & handling.


Driveshaft for IH and MTD-built Cub Cadet models 682, 782, 782D, 784, 882, 982, 1100, 1512, 1250, 1450, 1541, 1650, 1710, 1711, 1712, 1810, 1811, 1812 & 1860.

  • Stress Proof Steel Material:
    • With holes drilled. $25.00 each with roll pin holes drilled, plus shipping & handling.
    • With no holes drilled. $12.00 each, plus shipping & handling.
  • Stainless Steel Material:
    • With holes drilled. $30.00 each with roll pin holes drilled, plus shipping & handling.
    • With no holes drilled. $15.00 each, plus shipping & handling.
Heavy Duty Replacement Spiral Pins Ê

1/4" diameter. Hardened carbon steel. The 1" long pins are for rear of pressure spring and small diameter rear coupler; and the 1-1/2" long pins are for pressure plates and large diameter rear coupler.

  • OEM Strength (for general yard & garden work). Strength: 5,500 p.s.i. Minimum Rockwell hardness is C42. Pins are heat treated.
    • 1" length pin. .75¢ each, plus shipping & handling.
    • 1-1/2" length pin. $1.00 each, plus shipping & handling.
  • Extra Strength (for competitive pulling). Strength: 7,800 p.s.i. These pins are thicker than above, making them about 30% stronger.
    • 1" length pin. $1.00 each, plus shipping & handling.
    • 1-1/2" length pin. $1.25 each, plus shipping & handling.

3/8" diameter x 1-1/2" long for the OEM 3-pin drive plate and drag link arm. Hardened carbon steel. NOTE: The holes in the drag link arm and spindle may need to be drilled to .375" (3/8") for this pin to fit.

  • OEM Strength (for general yard & garden work). Strength: 12,600 p.s.i. Minimum Rockwell hardness is C42. Pins are heat treated.
    • $2.50 each, plus shipping & handling.
  • Extra Strength (for competitive pulling). Strength: 16,400 p.s.i. These pins are thicker than above, making them about 30% stronger.
    • $3.00 each, plus shipping & handling.

Clutch Drive Studs w/nuts for MTD-built Cub Cadet 3-pin drive plate or convert the IH-built Cub Cadet 3-pin drive plate into a 6 pin/stud driver. Made of hardened grade 8 steel. Replaces MTD/Cub Cadet part # 911-3043.

  • Our price: $15.00 set of 3, plus shipping & handling.
  • (MTD/Cub Cadet dealer: $36 each!)

When ordering, please specify the diameter and length(s) you need. Many other diameters and lengths of spiral pins are also available.

IH Cub Cadet`s "Spiral" Roll-Pin Use quality spiral pins for driveshafts to prevent the possibility of breakage. Spiral pins are much stronger than the "spring" or "C" type roll pins. And all Cub Cadet driveshafts require the spiral roll-pins. Also, use a quality-made 1/4" roll-pin punch tool to remove the roll-pins. And whenever a roll-pin is removed, one end will probably get "mushroomed" or flared out. Making reinstallation almost impossible. So before reinstalling reusable roll-pins, bevel one end (grind to a dull point) to make the installation easier.


How to Reinforce the Clutch Release Lever Brace on a Wide and Spread Frame Cub Cadet When Using the Yellow Spring -

Install a piece of 1/8" x 1" x (you'll need to measure the length if the transaxle have been moved rearward) flat steel from the center of the clutch release lever brace back to one of the upper bolts on the front of the transaxle. Use grade 8 bolts so it can be removed later in case of repairs.


When to use a Split Locking Collar on the Driveshaft -

5/8" i.d. Split Locking CollarThe only reason a locking collar is needed behind the pressure spring is for competitive pulling and when the engine turns at very high rpm. When a pillow block bearing is used to stabilize the driveshaft (prevent wobble) at very high rpm, the collar prevents the driveshaft from breaking [when a hole is drilled for the 3rd roll pin] and when or if the driveshaft flex under pulling strain. If a stock engine will never run above 4,000 rpm, then a locking collar shouldn't be needed on the driveshaft.

Note: when using a stainless steel driveshaft, the locking collar may slip rearward when the clutch pedal is fully depressed. Because stainless steel is very hard material and it has a "slick" surface. Sometimes using two collars will slip also. So to prevent the collar(s) from slipping, install flat washers behind the collar and in front of the pillow block bearing so the pressure will against the bearing and the bearing will hold the collar in position. Or, place a bead of weld on a washer and drive to prevent the collar(s) from slipping. And a locking collar will grip mild or stress proof steel with no problems. Return To Previous Paragraph

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If you need a two-piece clamp-on 5/8" i.d. shaft collar as mentioned and pictured above, please contact A-1 Miller's Performance Enterprises | 1501 W. Old Plank Rd. | Columbia, MO 65203-9136 USA | Phone: 1-573-875-4033. Please call Monday-Friday (except Holidays), 9am to 5pm, Central time zone. If no answer, please try again later. (When speaking with Brian, please be patient because I stutter.) Fax: 1-573-449-7347. E-mail: pullingtractor@aol.com. You can also contact us through Yahoo! Messenger: Find us here: Directions to our shop | Yahoo! Maps, 1501 W. Old Plank Rd., Columbia, MO | 1501 West Old Plank Road, Columbia, MO - Google Maps or Map of 1501 West Old Plank Road, Columbia, MO by MapQuest. Go here for more quality parts and services: Clutch Parts, Rebuilds & Machine Shop Services | NOTE: To place an order, please call or send an email with a list and description of the parts or services you need. Because as of right now, we're not set up to accept orders through our web sites online.

Each 5/8" i.d. collar has two Allen head screws that holds the clamp together and provide a very tight uniform 360° grip around the driveshaft. $3.00 each, plus shipping & handling. NOTE: Position the split locking collar at 9-1/4" from front of driveshaft. This will compress the spring 4-1/2" in length once installed (with the clutch/brake pedal not depressed). And with a stainless steel driveshaft, it's best to use two locking collars because just one might slip on the "slick" and hardened surface of stainless steel.


IMPORTANT! Do this only if the front axle has been moved forward -

Engine Mounting/Frame Steel Reinforcement PlatesOn the narrow frame Cub Cadets, if the front axle has been moved forward, reinforce the frame rails where the engine mounting holes are to reduce normal high-rpm engine vibration travel that could lead to both frame and driveshaft breakage. To do so, stiffen the frame rails where the engine mounting bolt holes are by welding two 1/4" thick steel plates under the frame. Longer engine mounting bolts must be used, too. The reason for this is because when the front axle center support is moved, the remaining frame material isn't thick enough to hold up to the engine vibration.

Fabricated engine mounting plateFor the spread frame models with the ISO (rubber) motor mounts, replace the rubber mounts with a set of our solid steel motor mounts or remove the rails and fabricate a minimum 1/4" thick plate steel, set it at the right height and weld it to the frame. But the engine mounting holes and oil drain plug hole must be properly located (centered) and drilled in the plate first. Return To Previous Page

How to remove the driveshaft/clutch assembly from a Cub Cadet:

  1. Remove the engine. The 3-pin clutch drive plate remains on the engine and it slides out of the driveshaft and clutch disc when the engine is removed.
  2. Unfasten the clutch release lever from the frame and the adjusting rod.
  3. There's a spiral pin in the tubular or flex arm driveshaft coupler that fastens onto the input shaft in the transaxle. Remove it by using a 1/4" roll pin punch and a medium sized hammer.
    NOTE: This particular spiral pin is kind of hard to access from underneath the tractor, especially if it's narrow frame model. So the way I do it is I drill a 1" diameter hole on top of the frame in direct alignment with the pin, which makes it a lot easier to access. After I remove the pin and rebuild the clutch assembly, upon reinstallation, I use a socket in this hole to fasten a hardened steel 1/4" diameter [grade 8 or an Allen head] bolt in the coupler. And for cosmetic reasons, I cover up the hole with a chrome plated metal hole plug.
    IMPORTANT! Sometimes the pounding will bend the input shaft when driving out the spiral pin. If this happens, the input shaft will need to be straightened (and hope it doesn't break later because the metal has been weakened) or a good used one will need to be installed. This is why I suggest to everyone that a hardened steel 1/4" bolt should be used in the coupler because if they ever need to remove the driveshaft again, removing a bolt would be a lot easier than driving out a stubborn spiral pin, plus it'll be easier on the input shaft.
  4. The driveshaft assembly then slides out of the tractor.


How to Disassemble the Clutch Components from the Driveshaft -

To disassemble the clutch components from the driveshaft, first place the front pressure plate hub on slightly open jaws of a bench vise and then use a quality-made 1/4" roll pin punch and a medium size hammer to drive out the spiral pin. Then the pressure plates, clutch disc throw-out bearing and pressure spring should all slide off the driveshaft.


Fasten the Coupling Arms Together To Make a Solid Driveshaft Coupler -

Flex Coupler Arms Fastened TogetherWith solid motor mounts installed in a Cub Cadet that originally came with an ISO-mounted engine, the driveshaft will not be able to "move" with the engine and there'll be less chance of clutch parts prematurely wearing or breaking. The rubber flex coupler disc(s) at the end of the driveshaft will be useless too, and could deteriorate over time. So instead of replacing the OEM coupling arms with a machined solid round coupler, make the coupling arms solid by removing the rubber disc(s) and install a couple of 3/8" thickness spacers for a single disc, and a couple of 3/4" thickness spacers for double discs, and then fasten the arms together with a couple of 3/8" diameter hardened steel bolts. (Large nuts are used as spacers in the picture to the right.) By the way - one rubber flex disc is 3/8" thick. This setup is just as strong as using a solid round coupler, and it cost a lot less.

IMPORTANT! If the outer parts of the two arms don't come together or meet when the bolts are tightened (be careful not to tighten the bolts too tight if the arms don't meet, they could break), a couple of thin flat washers may need to be added as shims next to the spacers. And before fastening the arms together with the spacers, first slide the arms on the driveshaft so they'll be in perfect alignment with each other, and then tighten the bolts. See the picture to the right. Also, if you want, leave out the 5/8" diameter [swivel/spacer] steel ball. It'll serve no purpose when using solid motor mounts and when making the coupling arms solid.

FYI - Many pullers convert the hydrostatic drive Cub Cadet models 109, 129, 149 and 169 (wide frames, solid mounted engine) and models 1250, 1450 and 1650 (wide frames, ISO-mounted engine) into a clutch-drive tractor. All that's needed are the clutch assembly with the hanger bracket for the release lever and a complete transaxle out of a model 86, 108, 128 (wide frames, solid mounted engine) or models 800, 1000 or 1200 (wide frames, ISO-mounted engine) gear drive Cub Cadet. A set of our solid motor mounts will be needed also if the tractor originally has rubber motor mounts. The braking mechanism out of a wide frame Cub Cadet will also be needed.

IMPORTANT! Do not fasten the two brackets directly together on the IH Cub Cadet "Original" because the driveshaft needs to move up or down to tighten the drive belt to the engine. Leave the flexible rubber disc in place, even for pulling. Or install a 5/8" universal joint.

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If you need any of the parts and/or services listed below Ê, please contact A-1 Miller's Performance Enterprises | 1501 W. Old Plank Rd. | Columbia, MO 65203-9136 USA | Phone: 1-573-875-4033. Please call Monday-Friday (except Holidays), 9am to 5pm, Central time zone. If no answer, please try again later. (When speaking with Brian, please be patient because I stutter.) Fax: 1-573-449-7347. E-mail: pullingtractor@aol.com. You can also contact us through Yahoo! Messenger: Find us here: Directions to our shop | Yahoo! Maps, 1501 W. Old Plank Rd., Columbia, MO | 1501 West Old Plank Road, Columbia, MO - Google Maps or Map of 1501 West Old Plank Road, Columbia, MO by MapQuest. Go here for more quality parts and services: Clutch Parts, Rebuilds & Machine Shop Services | NOTE: To place an order, please call or send an email with a list and description of the parts or services you need. Because as of right now, we're not set up to accept orders through our web sites online.
Worn OEM Cub Cadet driveshaft coupler repaired with a sleeve. Coupler is bored for a press-fit steel sleeve, sleeve is then reamed to .626" in metal lathe, and then roll pin holes are drilled-aligned for snug fit on driveshaft and input shaft.
  • $20.00 each for parts and labor, plus shipping & handling.
OEM stock-length, 3" aftermarket, one-piece couplers to replace the flex coupler arms on Quiet Line Cub Cadets, and custom-length driveshaft couplers, up to 6" in length. Made of tough 3/16" wall thickness 4140 chrome-moly steel. NOTE: When ordering, please specify model of Cub Cadet, overall length and spiral pin hole locations.
  • Coupler without roll pin holes: $5.00 each, plus shipping & handling.
  • Coupler with roll pin holes: $25.00 each, plus shipping & handling.
Slotted Drive Hub Assembly for all solid-mounted engine hydrostatic drive IH Cub Cadets. Replaces hub on models 105, 107, 123, 125, 127, 147 (narrow frames) and 109, 129, 149, 169 (wide frames). Bolts to the aluminum hub adapter that fastens to flywheel for front of driveshaft. Professionally fabricated by Brian Miller. Replaces Cub Cadet part # IH-394034-R32. $65.00 each, plus shipping & handling.

For the rear coupler on a Cub Cadet driveshaft: Use 2" long grade 8 bolts. For strength, the shank (unthreaded part) of the bolt needs to make full contact with the coupler and driveshaft. And as long as the driveshaft is in correct alignment with the transaxle input shaft and crankshaft, with the spiral pins holes in-line with each other, and not offset 90°, this will not cause the driveshaft to "shake around" or vibrate whatsoever.

For pulling applications, rubber motor mounts (and the flexible coupler at the rear of the driveshaft) absorbs valuable horsepower, which must be transferred to the rear tires for full power to the track. The rubber motor mounts will also cause the engine to vibrate excessively at high rpm. Plus, with normal use of the tractor, rubber motor mounts could cause the flexible 3-pin drive plate and/or the driveshaft to eventually break. If a tractor that has rubber motor mounts and a flexible coupler is going to be used for pulling competition, definitely install some metal motor mounts.

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If you need a set of solid steel motor mounts, please contact A-1 Miller's Performance Enterprises | 1501 W. Old Plank Rd. | Columbia, MO 65203-9136 USA | Phone: 1-573-875-4033. Please call Monday-Friday (except Holidays), 9am to 5pm, Central time zone. If no answer, please try again later. (When speaking with Brian, please be patient because I stutter.) Fax: 1-573-449-7347. E-mail: pullingtractor@aol.com. You can also contact us through Yahoo! Messenger: Find us here: Directions to our shop | Yahoo! Maps, 1501 W. Old Plank Rd., Columbia, MO | 1501 West Old Plank Road, Columbia, MO - Google Maps or Map of 1501 West Old Plank Road, Columbia, MO by MapQuest. Go here for more quality parts and services: Clutch Parts, Rebuilds & Machine Shop Services | NOTE: To place an order, please call or send an email with a list and description of the parts or services you need. Because as of right now, we're not set up to accept orders through our web sites online.
Coming Soon! A-1 Miller's own CNC-machined Steel Solid Motor Mounts. Projected price: $20.00/set of 4 for just the mounts; and $30.00 per kit (includes 4 mounts w/flat washers, grade 8 bolts, nuts and split lock washers).

For Cub Cadets - Replace Deteriorated ISO-Mounts with a Set of Machined Solid Steel Motor Mounts -

Details include:

  • An alternative to the troublesome OEM rubber mounts. For Cub Cadet models 680, 800, 1000, 1200, 1250, 1450, 1650 as well other models. If your tractor has two angled rails that attach to the engine, with rubber mounts between the rails and the frame, then these are what you need.
  • Permanent replacement and a MUST for competitive pulling or everyday use because they stabilize the engine to prevent severe engine vibration at high rpm, and they save wear on the driveshaft components, especially the flexible 3-pin clutch drive plate.
  • For pulling competition, heavy towing, garden plowing, pushing snow, yard work or just lawn mowing.
  • Direct replacement - replaces the entire rubber mounts. They install between the tractor frame and engine mounting brackets. A flat washer fastens on top of the brackets. Machined so they set the engine height at the correct alignment with the driveshaft.
  • Weighs just 4 ounces each.
    • $30.00 per set of four solid mounts (1 per corner), plus shipping & handling.
    • $40.00 per set of four solid mounts with the mounting hardware. Each mount comes with a flat washer, grade 5 bolt, lock washer and nut, plus shipping & handling.
  • By the way - rubber motor mounts are intended for operator comfort from engine vibration only. The ISO mount tractors with solid motor mounts installed would feel and operate just like the older models with a solid mounted engine. And some people use our solid motor mounts just to mow grass and tell me that the mounts don't cause their tractor to vibrate much at all. But others have used them and said the vibration was unbearable. So all I can say is try them. If you don't like them, return them for a full refund less shipping cost.
  • Can be easily removed if rubber mounts are used instead. If you'd prefer to use new rubber motor mounts, you can to visit your nearest NAPA auto parts store. They have a variety of rubber mounts. Some shock absorber mounts are the same thing.
  • I also make solid motor mounts for Wheel Horse, and other makes and models of garden tractors.


If the adjusting rod in your tractor is badly worn or if you bought a Cub Cadet without one, then here's the dimensions to make your own:

For all narrow frame Cub Cadets: Start with a 3/8" diameter steel rod that's 10-1/2" in total length. The 3/8-24 NF threads are 4-7/8" in length. Install a nut on the threads for the compression spring. Do not drill a hole for a cotter! (This will weaken the rod, which could cause it to break.) The hole for the pedal return spring is 5/32" in diameter. The long part is 9-3/8" to the inside of the bend. The short part is 7/8" to the inside of the bend. NOTE: Heat the rod with an acetylene torch to make the 90º bend. Because cold bending may cause the metal to crack at the bend.

For the wide frame Cub Cadets: Start with a 3/8" diameter steel rod that's 13-1/2" in total length. The 3/8-24 NF threads are 3-1/2" in length. Install a nut on the threads for the compression spring. Do not drill a hole for a cotter! (This will weaken the rod, which could cause it to break.) The hole for the outer cotter pin is 5/32" in diameter. The inner cotter pin hole is also 5/32" in diameter and located 1/2" from the first hole. The long part is 11-5/16" to the inside of the bend. The short part is 1-13/16" to the inside of the bend. NOTE: Heat the rod with an acetylene torch to make the 90º bend. Because cold bending may cause the metal to crack at the bend.

Also, install the compression spring over the threaded end of the adjusting rod. The compression spring holds the release lever forward to take pressure off the throw-out bearing.

  • A clutch release rod for the narrow frame Cub Cadets (models 70, 71, 72, 73, 100, 102, 104, 106, 122, 124 and 126) is Cub Cadet part # IH-393124-R1. It retails for about $34.00.
  • A clutch release rod for the wide frame Cub Cadets (models 86, 108, 128, 800, 1000 and 1200) is Cub Cadet part # IH-544133-R3. It retails for about $24.00.
  • A clutch release rod for the spread frame Cub Cadet model 582 is Cub Cadet part # 747-3021A. It retails for about $30.00.
  • Clutch release rods are available from your local Cub Cadet dealer.


Cub Cadet's Aluminum Clutch Adapter HubThe OEM aluminum clutch drive hub have been known to hold up well even in a highly modified garden pulling tractor as long as the original 1/4" thick x no less than 1-1/4" o.d. flat washer is installed under the flywheel nut or bolt, and using hardened 1/4" bolts with split lock washers to fasten the drive plate to the hub. The main causes of breakage is running out-of-balance clutch parts and/or mostly not installing the large flat washer as described above under the nut or bolt. Otherwise, they're pretty tough.


If an OEM 3-pin clutch drive plate is bent next to the drive studs (MTD) or spiral pin collars (IH), to fix this:

  1. Straighten the pins/collars with a hammer the best you can. Place a clutch disc with unworn holes over the pins to insure they're properly straightened.
  2. Securely weld each collar to the plate. Try to apply an even amount of weld around each collar for proper balance and to reduce vibration. It's also a good idea to weld the collars on a drive plate that's not bent, to insure it will not get bent in the future.
  3. True all rotating clutch parts (drive plate and pressure plates) in a metal lathe that has a 3-jaw self-centering scroll chuck to reduce vibration, wear on the pilot bushing and possible driveshaft breakage at high rpms.

If the bronze pilot bushing in a drive plate is excessively worn, this means the pressure plates are badly out of balance and/or there was no lubricating grease (wheel bearing grease or automotive chassis lube) applied to the bushing before installation of the clutch assembly in the tractor. In either case, resurface the pressure plates until they're perfectly flat and true-up the edge to prevent wobble in a metal lathe. IMPORTANT: To insure true flatness when resurfacing pressure plates, use a lathe that's in good condition with very little wear on the ways!

Advertisement:
If you need any of the parts and/or services listed below Ê, please contact A-1 Miller's Performance Enterprises | 1501 W. Old Plank Rd. | Columbia, MO 65203-9136 USA | Phone: 1-573-875-4033. Please call Monday-Friday (except Holidays), 9am to 5pm, Central time zone. If no answer, please try again later. (When speaking with Brian, please be patient because I stutter.) Fax: 1-573-449-7347. E-mail: pullingtractor@aol.com. You can also contact us through Yahoo! Messenger: Find us here: Directions to our shop | Yahoo! Maps, 1501 W. Old Plank Rd., Columbia, MO | 1501 West Old Plank Road, Columbia, MO - Google Maps or Map of 1501 West Old Plank Road, Columbia, MO by MapQuest. Go here for more quality parts and services: Clutch Parts, Rebuilds & Machine Shop Services | NOTE: To place an order, please call or send an email with a list and description of the parts or services you need. Because as of right now, we're not set up to accept orders through our web sites online.
Refurbished OEM Cub Cadet 3-pin Drive Plate -

3-pin drive plateComes with a new bronze pilot bushing and spiral pins (if needed). These and the drive plates I make are for the narrow frame and solid-mounted engine wide frame Cub Cadets. (Models 70, 71, 72, 73, 86, 100, 102, 104, 108, 122, 124, 126 and 128.) These models have the solid mounted engine, no rubber motor mounts. If you want to use either of these plates in an ISO-mount tractor (models 800, 1000 and 1200), then a set of my solid motor mounts must also be installed. OEM Cub Cadet part # IH-384652-R12.

  • Used. $60.00 each, plus shipping & handling. (When available.)
  • New: Approximately $130.00 each from Cub Cadet dealer.

NOTE: Before reinstalling the driveshaft/clutch assembly in the tractor, apply wheel bearing grease or chassis lube to inside the pilot bushing and/or on the front of the driveshaft. Because if it's dry, chances are, the driveshaft won't release, it can bind up and wear both the bushing and driveshaft. And I can't make a flexible 3-pin clutch driver. They're an OEM Cub Cadet dealer item only.

Weld the collars on your OEM IH Cub Cadet drive plate to prevent plate from bending under strain. $15.00 labor, plus return shipping.

NOTE: Before installing the driveshaft/clutch assembly in the tractor, apply wheel bearing grease or chassis lube inside the pilot bushing and/or on the front of the driveshaft. Because if it's dry, chances are, the driveshaft won't release, it can bind up and wear both the bushing and driveshaft.

Repair your OEM Cub Cadet 3-pin clutch drive plate when original drive pin collar(s) are broken off. $40.00 for parts & labor, plus return shipping & handling.

NOTE: Before installing the driveshaft/clutch assembly in the tractor, apply wheel bearing grease or chassis lube inside the pilot bushing and/or on the front of the driveshaft. Because if it's dry, chances are, the driveshaft won't release, it can bind up and wear both the bushing and driveshaft.

Repair pilot bushing hole in drive plate that's worn too big for OEM pilot bushing. $25.00 parts and labor, plus return shipping.
5/8" i.d. x 7/8" o.d. x 3/4" length OEM-quality bronze pilot bushing to replace the OEM bushing for all pre-1981 gear drive IH Cub Cadets, except Quiet Line models. Also replacement bushing for inside the IH Cub Cadet "Original" clutch disc/pulley. Our part # 153-207. $3.00 each, plus shipping & handling.
5/8" i.d. x 3/4" o.d. x 3/4" length bronze pilot bushing for installing inside a worn OEM bronze pilot bushing in all pre-1981 gear drive IH Cub Cadets, except Quiet Line models. Also replacement bushing for inside the IH Cub Cadet "Original" clutch disc/pulley. NOTE: The worn OEM bushing must be center-bored to .750" in a metal lathe so this bushing will have a centered and press fit. $3.00 each, plus shipping & handling.


New OEM-quality bronze pilot bushing for all pre-1981 gear drive IH Cub Cadets, except Quiet Line models. Also replacement bushing for inside the IH Cub Cadet "Original" clutch disc/pulley. $3.00 each, plus shipping & handling.

NOTE: Before installing the driveshaft/clutch assembly in the tractor, apply wheel bearing grease or chassis lube inside the pilot bushing and/or on the front of the driveshaft. Because if it's dry, chances are, the driveshaft won't release, it can bind up and wear both the bushing and driveshaft.

Repair work - Convert your OEM 3-pin clutch drive plate into a 6-pin, install 3 grade 8 studs, lock washers, and true-up plate in metal lathe.
  • $30.00 for parts and labor, plus return shipping & handling.


Clutch Drive Studs w/Nuts for MTD-built Cub Cadet 3-pin drive plate or convert the IH-built Cub Cadet 3-pin drive plate into a 6 pin/stud driver. Made of grade 8 steel. Replaces MTD/Cub Cadet part # 911-3043.

  • Our price: $5.00 each, plus shipping & handling.
  • (MTD/Cub Cadet dealer: $36 each!)

NOTE: Before installing the driveshaft/clutch assembly in the tractor, apply wheel bearing grease or chassis lube inside the pilot bushing and/or on the front of the driveshaft. Because if it's dry, chances are, the driveshaft won't release, it can bind up and wear both the bushing and driveshaft.

Heavy Duty, All Steel Clutch Drive Plates!

Available with 3 or 6 drive studs. Plate made of 3/16" thickness steel. Heavy duty, 1/3 thicker and 80% stronger than OEM drive plates; recommended for pulling tractors running unlimited rpm using a single or a double-disc clutch setup. These precision made, high quality drive plates come with a new bronze pilot bushing and grade 8 drive studs. Weighs under 2 lbs.

  • 3-pin. $65.00 each, plus shipping & handling.
  • 6-pin. $75.00 each, plus shipping & handling.
  • When placing order, please specify if you need 3 or 6 studs installed. And when using the 6-pin drive plate, three additional holes must be drilled in the clutch disc(s) to match the location of the six drive studs.

NOTE: Before installing the driveshaft/clutch assembly in the tractor, apply wheel bearing grease or chassis lube inside the pilot bushing and on the front of the driveshaft. Because if it's dry, the driveshaft won't release, it can bind up and wear both the bushing and driveshaft. And when using the 6-pin drive plate, three additional holes must be drilled in the clutch disc(s) to match the location of the six drive studs.

Heavy Duty, All Steel PTO-Driven Clutch Drive Plate for when the engine is reversed in a Cub Cadet!

Fabricated 3- or 6-pin, 3/16" plate thickness. Heavy duty, 1/3 thicker and 80% stronger than OEM; recommended for pulling tractors running unlimited rpm using a single or a double-disc clutch setup. When ordering, please specify the diameter for the PTO shaft on the engine. Weighs about 3 lbs.

  • $80.00 each, plus shipping & handling.

NOTE: Three additional holes must be drilled in the clutch discs to match the location of the six drive studs.

These precision made, high quality drive plates come with a new bronze pilot bushing (you install) and grade 8 steel drive studs. And a 3/4" hole MUST be drilled into end of crankshaft for pilot bushing. And before installing the driveshaft/clutch assembly in the tractor, apply wheel bearing grease or chassis lube inside the pilot bushing and on the front of the driveshaft. Because if it's dry, the driveshaft won't release, it can bind up and wear both the bushing and driveshaft. And when using the 6-pin drive plate, three additional holes must be drilled in the clutch disc(s) to match the location of the six drive studs.

Go here for more parts: Clutch Parts, Rebuilds & Machine Shop Services

Additional Clutch Parts -
Flywheel retaining bolts for threaded hole in end of crankshaft. Each are grade 8, 1-1/2" long. Available for..
  • 3/8" diameter, fine thread (3/8-24 NF). (Torque at 40 ft. lb.) .50¢ each, plus shipping & handling.
  • 5/8" diameter, fine thread (5/8-16 NF). (Torque at 65 ft. lb.) $1.00 each, plus shipping & handling.
Flywheel Retaining NutFlywheel retaining nuts for threaded stud on end of crankshaft. All metal self locking nuts. Each torque at 65 ft. lbs. and guaranteed to stay tight! Available for..
  • 5/8" diameter stud (5/8-18 NF). $1.50 each, plus shipping & handling.
  • 3/4" diameter stud (3/4-16 NF). $1.75 each, plus shipping & handling.
Flat washer for retaining flywheel or aluminum clutch hub to flywheelSteel flat washer for retaining flywheel and/or aluminum Cub Cadet clutch hub adapter to flywheel. A must to secure flywheel and to prevent hub breakage! Available in 3/8", 5/8" or 3/4" diameter center hole. Approximately 1/4" thick x 1-1/4" o.d. $5.00 each, plus shipping & handling. Reducer/Adapter/Centering Step Washer for mounting Cub Cadet aluminum clutch adapter hub with a 5/8" hole to the Kohler Magnum crankshaft with a 3/8" bolt. A must to prevent out-of-balance clutch parts, severe vibration and damage! $9.00 each, plus shipping & handling. NOTE: I can also custom machine other adapter washers to fit your particular application. All I need are the exact dimensions.
NEW OEM Cub Cadet/Kohler Aluminum Clutch Hub Adapters.
  • Hub with 5/8" hole, w/o pulley, no screen. OEM Kohler part # 41 071 03-S. $77.00 each, plus shipping & handling.
  • Hub with 5/8" hole, w/o pulley, no screen. OEM Kohler part # 41 071 04-S. $107.00 each, plus shipping & handling.
  • Hub with 5/8" hole, w/o pulley, with small screen. OEM Kohler part # 41 071 05-S ($111.00) or OEM Cub Cadet part # 759-3287. $77.00 each, plus shipping & handling.
  • Hub with 5/8" hole, w/o pulley, with small screen, for recoil starter. OEM Kohler part # 41 071 07-S $27.00 each, plus shipping & handling.
  • Hub with 5/8" hole, w/pulley, with large screen. OEM Kohler part # 41 071 08-S. $58.00 each, plus shipping & handling.
  • Hub with 3/8" hole, w/o pulley. OEM Kohler part # 52 755 61-S. $98.00 each, plus shipping & handling.

Used OEM Cub Cadet/Kohler Aluminum Clutch Hub Adapters with either a 3/8" (Magnum) or 5/8" (K-series) center hole. $30.00 each, plus shipping & handling. (When available.)

1/4" diameter x 3/4" long hardened steel dowel pin for OEM and billet aluminum clutch hub adapters. Secures aluminum hub to flywheel to prevent slippage. Replaces Cub Cadet part # KH-X-56-7 and Kohler part # X-56-7. $1.50 each, plus shipping & handling.


Resurfacing and Trueing Up Worn and Warped Pressure Plates -

For any clutch disc to adhere or hold well and to prevent slippage, both pressure plates must be resurfaced until they're perfectly flat in a metal lathe. The outer edge should be trued-up too, to prevent wobble, which can cause the pilot bushing to wear excessively. For a used clutch assembly, chances are, the fiber clutch disc is worn to match the wear on the pressure plates. If the clutch disc is worn, but still reusable, it can be resurfaced until perfectly flat in the lathe as well. For best clutch adhesion and to lessen the chance of slippage, the clutch-to-pressure plates surface contact areas must be flat against flat for 100% contact.

Warped pressure plates will allow a single or even double clutches to slip. They warp due to overheating and normal wear. When they get warped, they don't have full contact with the entire surface of the clutch disc. Whenever a new clutch disc is installed, rather if it's an OEM one or made of aluminum, the pressure plates should always be resurfaced until perfectly flat and trued up in a metal lathe. New OEM Cub Cadet pressure plates are stamped in a press and not machined in a lathe. This means they're not as flat or turn as true as ones that's been machined in a lathe. Therefore, if new or used pressure plates are going to be used for pulling or heavy yard work, have the outer edge trued up and then have the clutch contact area resurfaced until perfectly flat in a metal lathe.

The OEM Cub Cadet pressure plates are 3/16" (.188") thick. On the average, approximately .005" of metal is removed from the face of each pressure plate after it has been resurfaced until perfectly flat. Removing this much metal won't weaken the plates whatsoever, even when used with a very stout pressure spring.

With both pressure plates properly resurfaced until perfectly flat, the single OEM fiber clutch, with 4-1/2" diameter pressure plates, has a total disc to plate contact area of 17.7 square inches. When doubled (as in double clutches including the 4-1/2" diameter center drive plate), it has a total contact area of 36 square inches. This is why double clutches hold so well in pulling. It's the same as using a bigger clutch that has more contact area. And double-clutches will have even more contact area with 4-5/8" diameter pressure plates!

The aluminum disc on the other hand (as described in this web site), has a total contact area of 29.8 square inches. You may look at this disc and ask, "where's the friction material?" Well, the aluminum itself is the friction material. A single aluminum disc will adhere to (grip) steel a lot better than a single OEM Cub Cadet fiber clutch disc. Both of these type of clutches (the single aluminum and double-OEM fiber clutch disc), when used with a cultivator spring kit, has been proven to hold very well in pulling. If everything is machined, precision balanced, installed and adjusted correctly, the aluminum or double-disc clutch system including the driveshaft could possibly last the life of the tractor. Even when used in high-performance conditions.

IMPORTANT: To insure true flatness when resurfacing pressure plates, use a lathe that's in good condition with very little wear on the ways!

Save the Hubs!

If the discs in your pressure plates are heavily rusted, worn too thin or warped badly and resurfacing them in a lathe didn't do any good, instead of making two entirely new pressure plates, what could be done is remove the center hub from each disc with a hydraulic press and then reuse the hubs to make two new pressure plates. This would save from having to fabricate a couple of new hubs.

Advertisement:
If you're interested in the service listed below Ê, please contact A-1 Miller's Performance Enterprises | 1501 W. Old Plank Rd. | Columbia, MO 65203-9136 USA | Phone: 1-573-875-4033. Please call Monday-Friday (except Holidays), 9am to 5pm, Central time zone. If no answer, please try again later. (When speaking with Brian, please be patient because I stutter.) Fax: 1-573-449-7347. E-mail: pullingtractor@aol.com. You can also contact us through Yahoo! Messenger: Find us here: Directions to our shop | Yahoo! Maps, 1501 W. Old Plank Rd., Columbia, MO | 1501 West Old Plank Road, Columbia, MO - Google Maps or Map of 1501 West Old Plank Road, Columbia, MO by MapQuest. Go here for more quality parts and services: Clutch Parts, Rebuilds & Machine Shop Services | NOTE: To place an order, please call or send an email with a list and description of the parts or services you need. Because as of right now, we're not set up to accept orders through our web sites online.
Repair Service: Your pressure plates professionally resurfaced until perfectly flat and trued up. $7.50 each, plus return shipping & handling.

Go here for more parts: Clutch Parts, Rebuilds & Machine Shop Services


Making the Aluminum Clutch Disc Engage Smoothly -

The OEM Cub Cadet cushion spring (as it is called in the early/narrow frame Cub Cadets) or teasing spring (as it is called in the later models/wide and spread frame Cub Cadets) goes between the rear pressure plate and throw-out bearing. It's purpose is to allow the rear pressure plate to move forward and gently press against the clutch disc without having a "jerky" clutch. It can be replaced with a steel spacer, and a zinc-plated steel split lock washer can be installed between the pressure plates (dead center of the clutch disc) for even smoother clutch engagement, especially when using an aluminum clutch disc with a heavy pressure spring. Do not use the lock washer between the pressure plates if using the stock OEM pressure spring.

If the aluminum clutch disc doesn't engage smoothly, remove the 5/8" lock washer from between the pressure plates and then install a thick flat washer, then the 5/8" lock washer and then another thick flat washer (so they'll all total to about 3/8" in height with the lock washer uncompressed) in place of the teasing spring.

For a narrow frame tractor, the steel spacer will need to be 3/8" in length. For a wide frame, it's 5/8" long or use the OEM protective spacer/cup (for the teasing) that originally comes on the driveshaft. By the way - The protective spacer/cup is used only in Cub Cadet models 86, 108, 128, 800, 1000 and 1200. The small end of the protective spacer/cup goes against the throw-out bearing. If the protective spacer/cup is used in a model that's not designed for one, the throw-out bearing would set too far back on the driveshaft and when the brake/clutch pedal is depressed, the release lever would hit the steering box and the clutch wouldn't be able to release. And if a tractor originally came with a protective spacer/cup for the teasing spring, it's best to use it. Because if it's not used, the teasing spring could break from normal use or by the extreme compression from a very stiff pressure spring.

Cushion/Teaser SpringTo prevent the teasing spring from possibly breaking and to help the clutch(es) to engage more smoothly, just don't use the teasing spring. Instead, replace where the teasing spring goes on the driveshaft with a piece of heavy wall round steel tubing that measures 7/8" o.d. x 3/8" (narrow frame) or 5/8" (wide frame) long x 41/64" i.d. Then install an ordinary zinc-plated 5/8" i.d. split lock washer between the pressure plates, dead center of the clutch disc. Use two zinc-plated steel split lock washers (one for each clutch disc) if using double clutches.

The lock washer does two things - it acts like a spring, which forces the pressure plates apart, it provides smooth clutch engagement and it'll help to prevent the possibility of the clutch disc from "grabbing" upon take-off. In addition, the spring-like action of the lock washer will expand the pressure plates when the clutch/brake pedal is fully depressed so they will release from the clutch disc. Doing this will guarantee that the clutch will engage smoothly and release every time. So when reassembling a clutch assembly, don't install the teasing spring. Instead, install the spacer and lock washer as described above. You'll be glad you did.

The correct order of installing Cub Cadet clutch parts on the driveshaft is listed below Ê. But first, be sure to apply a light coat of automotive chassis lube or wheel bearing grease on the driveshaft where the throw-out bearing and slotted pressure plate slides back and forth for easier clutch release and to lessen wear to driveshaft.
1. Install 3rd spiral pin and then pressure spring.
2. Install throw-out bearing (small end facing forward of tractor).
3. Install release lever.
4. Install protective spacer/cup (small end goes against throw-out bearing).
5. Install teasing spring or steel spacer.
6. Compress the pressure spring and then install the 2nd spiral pin.
7. Install pressure plate w/slotted hub.
8. Install zinc-plated steel split lock washer (use only with very stiff pressure spring).
9. Install clutch disc.
10. Install pressure plate w/solid hub and then the 1st spiral pin.

NOTE: With the clutch fully engaged, sometimes air will get trapped between the pressure plates, which will at times create a vacuum lock and the clutch won't want to release right away. To prevent this from happening, drill an 1/8" hole through one of the pressure plates close to the hub so air can be relieved from within the center of the clutch disc.


To disassemble the clutch components from the driveshaft, this is how I do it:

  1. In a large bench vise, remove the spiral pin in the front pressure plate.
  2. Remove from vise and then slide off both pressure plates and clutch disc.
  3. Firmly clamp the front of the driveshaft in the vise, and with a 3-4 lb. hammer, drive the driveshaft forward from the rear to release pressure off the teasing spring.
  4. Drive out the teasing spring.
  5. Carefully remove the driveshaft from the vise because the pressure spring is under a lot of tension.
  6. Now everything can be removed from the driveshaft.

IMPORTANT! For safety, a hydraulic press should be used to compress the large pressure spring on the driveshaft to reassemble the clutch components!

  1. Apply a light coat of wheel bearing grease or chassis lube where the throw-out bearing slides back and forth on the driveshaft.
  2. Install the pressure spring, throw-out bearing (the protruding part of the throw-out bearing, the part that sticks out, faces forward in the tractor), clutch release lever and teasing spring or steel spacer (optional) on the driveshaft, and then place the driveshaft in the hydraulic press with the front facing down.
  3. Apply pressure on the rear of the driveshaft until the second spiral pin hole clears the teasing spring, then slide a 1/4" bolt in the hole and then release the pressure on the driveshaft.
  4. Remove the driveshaft from the press and firmly clamp the front of the driveshaft in the vise, and with the 3-4 lb. hammer, drive the driveshaft forward from the rear so the 1/4" bolt can be removed.
  5. Install a 1/4" spiral pin in the second spiral pin hole.
  6. Remove the driveshaft from the vise.
  7. Install the rear pressure plate, 5/8" zinc-plated steel split lock washer (optional), clutch disc and front pressure plate.
  8. Again, firmly clamp the front of the driveshaft in the vise, and with the 3-4 lb. hammer, drive the driveshaft forward from the rear so the first spiral pin hole is aligned with the hole in the front pressure plate.
  9. Install the spiral pin.
  10. The clutch assembly is now completely reassembled.

To test how well the clutch will release out of the tractor, place the clutch assembly in the hydraulic press with each end of the release lever on a couple of blocks, and apply slight downward pressure on the end of the driveshaft. The clutch disc should rotate or "move around" freely without binding. If the disc doesn't rotate or binds, redo your work to find out what went wrong.

How to Fix a "Sticking" Cub Cadet Clutch (when it won't release) -

Before reassembling the clutch, apply a light film of wheel bearing grease or chassis lube on the driveshaft where the rear pressure plate slides back and forth. If this was already done, and it still won't release, an ordinary 5/8" split lock washer (made of zinc plated steel) may need to be installed between the pressure plates to spread (or force) them apart when the clutch pedal is depressed. Also, while the rear pressure plate off the driveshaft, make sure it doesn't bind on the shaft or on the spiral pin. If it does, smooth the driveshaft or widen the spiral pin slot slightly with a file. And it'll be a good idea to drill a small hole near the center of the pressure plates to relieve the air that gets trapped between the pressure plates.

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If you need a 5/8" zinc-plated steel split lock washer and a steel spacer to replace the teasing spring, please contact A-1 Miller's Performance Enterprises | 1501 W. Old Plank Rd. | Columbia, MO 65203-9136 USA | Phone: 1-573-875-4033. Please call Monday-Friday (except Holidays), 9am to 5pm, Central time zone. If no answer, please try again later. (When speaking with Brian, please be patient because I stutter.) Fax: 1-573-449-7347. E-mail: pullingtractor@aol.com. You can also contact us through Yahoo! Messenger: Find us here: Directions to our shop | Yahoo! Maps, 1501 W. Old Plank Rd., Columbia, MO | 1501 West Old Plank Road, Columbia, MO - Google Maps or Map of 1501 West Old Plank Road, Columbia, MO by MapQuest. Go here for more quality parts and services: Clutch Parts, Rebuilds & Machine Shop Services | NOTE: To place an order, please call or send an email with a list and description of the parts or services you need. Because as of right now, we're not set up to accept orders through our web sites online.

Cub Cadet Teasing Spring. For all models of Cub Cadets. OEM Cub Cadet part # 932-3017. $5.00 each, plus shipping & handling.

Teasing Spring [Protective] Spacer/Cup for Cub Cadet models 86, 108, 128, 800, 1000 and 1200. OEM Cub Cadet part # 911-3040. $15.00 each, plus shipping & handling.

5/8" Zinc-Plated Steel Split Lock Washer and Steel Spacer Kit. Replaces teasing spring, except for Quiet Line models. Included with aluminum clutch disc kit. Use with cultivator spring kit. Not for use with stock OEM Cub Cadet pressure spring. $5.00 per set, plus shipping & handling.


The Much Over-Looked Clutch Release Hinge (Clevis) Pin -

If the 3/8" diameter OEM hinge pin that goes through the clutch support bracket and release lever is worn, this part should be replaced with an L-shaped (angled) hinge pin. If the rotating clutch parts are out of balance, and as the engine runs with the clutch fully engaged (foot off the clutch pedal, of course), engine vibration causes the round pin to continually spin, causing the pin itself and the holes in the bracket to wear. The holes in the release lever rarely wear because the entire lever is made of hardened, heat-treated steel. By replacing the round pin with an L-shaped pin (with the short end long enough to make contact with the tractor frame or bracket), it can't spin. Therefore, there'll be much less wear on the pin and the holes in the bracket, the throw-out bearing will last longer, there'll be less noise coming from the clutch parts, clutch operation will be smoother, and clutch adjustment will remain the same for a longer time. (I think the engineers at IH Cub Cadet should have originally installed an angled pin in their tractors. But then again, they probably didn't plan on their tractors being in use 40-50 years later.)

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If you need an L-shaped hinge pin for your Cub Cadet, please contact A-1 Miller's Performance Enterprises | 1501 W. Old Plank Rd. | Columbia, MO 65203-9136 USA | Phone: 1-573-875-4033. Please call Monday-Friday (except Holidays), 9am to 5pm, Central time zone. If no answer, please try again later. (When speaking with Brian, please be patient because I stutter.) Fax: 1-573-449-7347. E-mail: pullingtractor@aol.com. You can also contact us through Yahoo! Messenger: Find us here: Directions to our shop | Yahoo! Maps, 1501 W. Old Plank Rd., Columbia, MO | 1501 West Old Plank Road, Columbia, MO - Google Maps or Map of 1501 West Old Plank Road, Columbia, MO by MapQuest. Go here for more quality parts and services: Clutch Parts, Rebuilds & Machine Shop Services | NOTE: To place an order, please call or send an email with a list and description of the parts or services you need. Because as of right now, we're not set up to accept orders through our web sites online.

3/8" diameter L-shaped hinge pin for clutch release lever/hanger bracket. Prevents holes in release lever and hanger bracket from wearing due to spinning OEM round pin, lessens clutch noise and provides for smoother clutch operation. Please specify model of Cub Cadet when ordering. Replaces Cub Cadet part #'s 911-0755 (narrow frames) and 911-3044 (wide and spread frames). $15.00 each, plus shipping & handling.


Saving a Used Throw-Out (Clutch Release) Bearing -

Throw-Out / Clutch Release BearingIf a used throw-out bearing is still pretty much "tight," but sounds noisy or "rattles" when you spin it by hand, it could be saved from further wear by pumping it full of automotive chassis lube. The same can be done to a new bearing to insure that it will last a long time. (I've done this many times when I rebuild clutch assemblies and have never had one complaint!) The fresh wheel bearing grease or chassis lube will help keep the balls within the bearing lubricated and cool, preventing them from further wear. But if the bearing is badly worn or if you're in doubt about doing this, install a new one. (Cub Cadet part # 741-3056)

IMPORTANT! When assembling the clutch components, never install the throw-out bearing on the driveshaft backwards! Install it with the collar (the center part that sticks out) towards the clutch disc.

How To Save A Used Throw-Out Bearing:

  1. Needle grease injector attaches to a grease gunChainsaw bar tip grease gun Drill a 3/32" hole in the grease/dust seal on the back side of the bearing.
  2. Wash the entire bearing in cleaning solvent until the rollers are free of the drill cuttings and dirt on the inside. It's clean when the sound changes when it's spun by hand and when it spins more freely.
  3. Use compressed air [150± psi] to blow dry the entire bearing, including the inside. But don't spin the bearing with the air! Doing this could further damage the bearing!
  4. Using either a chainsaw bar tip grease gun or a needle grease injector (resembles a hypodermic syringe) that attaches to a grease gun, pump the bearing through the drilled hole until it's full of grease. Turn the bearing 180º and pump it again. It's full when the grease starts to ooze out of the dust seals.
  5. Wipe the grease from around the hole with a clean rag and apply a dab of Clear RTV Silicone Adhesive Sealant over the hole. The bearing should be good for another 10,000 miles!
  6. And when reinstalling the throw-out bearing, remember that the protruding part, the part that sticks out, faces forward in the tractor.

The same procedure above can be done to many types of used precision, high-speed sealed roller bearings, besides just throw-out bearings. And for anyone who's ever wondered about this, when the clutch/brake pedal is fully depressed, the throw-out bearing moves back 3/8" on the driveshaft.

By the way - the throw-out bearing used in the model 582 is different than other models. It's an ordinary sealed high speed radial ball bearing with a sleeve pressed into it. It measures .780" i.d. x 1.850" o.d. x .550" wide. The number is 6204R5 and 180204. These are not Timken numbers. They will need to be cross-referenced.

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If you need a new clutch release throw-out bearing, please contact A-1 Miller's Performance Enterprises | 1501 W. Old Plank Rd. | Columbia, MO 65203-9136 USA | Phone: 1-573-875-4033. Please call Monday-Friday (except Holidays), 9am to 5pm, Central time zone. If no answer, please try again later. (When speaking with Brian, please be patient because I stutter.) Fax: 1-573-449-7347. E-mail: pullingtractor@aol.com. You can also contact us through Yahoo! Messenger: Find us here: Directions to our shop | Yahoo! Maps, 1501 W. Old Plank Rd., Columbia, MO | 1501 West Old Plank Road, Columbia, MO - Google Maps or Map of 1501 West Old Plank Road, Columbia, MO by MapQuest. Go here for more quality parts and services: Clutch Parts, Rebuilds & Machine Shop Services | NOTE: To place an order, please call or send an email with a list and description of the parts or services you need. Because as of right now, we're not set up to accept orders through our web sites online.
Clutch Release Throw-Out Bearing for IH-built Cub Cadet models 70, 71, 72, 73, 86, 100, 102, 104, 106, 122, 124, 126, 108, 128, 582, and certain models of 800, 1000 and 1200. Precision, high-speed sealed collar bearing. Replaces Cub Cadet part # 941-3056. Our part # 150-543. NOTE: The part that sticks out faces forward toward the clutch disc.
  • $25.00 each, plus shipping & handling.
Clutch Release Throw-Out Bearing for MTD-built Cub Cadet models 580, 582, 1050, 1535, 1604, 1606 & 1806, and certain IH Cub Cadet models 800, 1000 & 1200. Replaces Cub Cadet part # 703-0600.
  • Precision, high-speed sealed roller bearing only, reuse your center hub. $10.00 each, plus shipping & handling. Our part # 150-985
  • Bearing with center hub and grease fitting. $50.00 each, plus shipping & handling.
Build up welding in clutch release lever in worn area where throw-out bearing makes contact, and grind it smooth. $10.00 labor, plus return shipping & handling.


The Pedal Return Spring and Maintaining Proper Clutch Adjustment -

IMPORTANT! Pedal Return SpringInstall the pedal return spring to keep from wearing both the throw-out bearing and release lever. Don't just install a cotter pin in place of it. A pedal return spring is a short, very stiff, expansion spring with a hook on each end. The size is approximately 3/4" diameter x 2-1/8" in overall length. And remember to never "ride the clutch." This means keep your foot off the clutch pedal when pulling or operating the tractor!

The return spring connects from the hole in the end of the adjusting rod to a hole in the crossmember that's in the tractor's frame. Install one end of the spring in the linkage first, then install the other end in the crossmember. NOTE: It may be difficult to get the end of the spring in the hole because of the tension, but it can be done and it MUST be done. (I do it all the time with our muscles, Vise Grips and a little leverage from our trusty small prybar.)

There are no adjustments for the pedal return spring. It's job is to prevent the release lever from making connect with a throw-out bearing when the clutch pedal is fully disengaged. The pedal return spring attaches from the adjusting rod that runs from the release lever back to the bell crank that's on the clutch/brake pedal shaft. This shaft goes crossways through the frame of the tractor. It is very important that the tractor have a pedal return spring to prevent wearing of the throw-out bearing against the release lever (it will wear, too) while the clutch pedal is fully disengaged and the tractor is in operation.

If a pedal return spring is not installed or if the operator "rides the clutch" when pulling or when the tractor is in operation (keeping one's foot on the clutch pedal at all times), this will cause the throw-out bearing to spin the same speed as the engine, wearing it out prematurely. This will also wear the release lever as well. So making the proper adjustment and not "riding the clutch" will help the throw-out bearing last a very long time. The return spring connects from the hole in the end of the adjusting rod to a hole in the crossmember in the tractor's frame. NOTE: It may be somewhat difficult to get the end of the spring in the hole because of the tension, but it can be done, and it must be done. (I do it all the time with our Vise Grips and a little leverage from our trusty small prybar.)

No part of the release lever should make contact with the throw-out bearing when the clutch is fully engaged. If it does, and with the engine running, the driveshaft will spin the throw-out bearing, causing it to wear prematurely. In other words, the throw-out bearing will turn the same rpm as the engine. Therefore, there must be approximately .050" of clearance between the release lever and throw-out bearing. To determine this distance, adjust the nut on the adjusting rod that's on the release lever until there's about 9/32" of clearance between the pedal arm and pedal stop. And if your tractor doesn't already have one, definitely install a spring on the adjusting rod to the crossmember that's between the frame rails so the pressure will be taken off the bearing. Return To Previous Paragraph

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If you need any of the parts listed below Ê, please contact A-1 Miller's Performance Enterprises | 1501 W. Old Plank Rd. | Columbia, MO 65203-9136 USA | Phone: 1-573-875-4033. Please call Monday-Friday (except Holidays), 9am to 5pm, Central time zone. If no answer, please try again later. (When speaking with Brian, please be patient because I stutter.) Fax: 1-573-449-7347. E-mail: pullingtractor@aol.com. You can also contact us through Yahoo! Messenger: Find us here: Directions to our shop | Yahoo! Maps, 1501 W. Old Plank Rd., Columbia, MO | 1501 West Old Plank Road, Columbia, MO - Google Maps or Map of 1501 West Old Plank Road, Columbia, MO by MapQuest. Go here for more quality parts and services: Clutch Parts, Rebuilds & Machine Shop Services | NOTE: To place an order, please call or send an email with a list and description of the parts or services you need. Because as of right now, we're not set up to accept orders through our web sites online.
Pedal Return Extension Spring. Fits Cub Cadet models 70, 71, 72, 73, 100, 102, 104, 105, 122, 123, 124 and 125 (used as pedal return spring). A must for clutch drive tractors to prevent rattling sound and premature wear to throw-out bearing and clutch release lever. 2-1/2" unextended length between hooks. Replaces Cub Cadet part # IH-370278-R2.
  • $5.00 each, plus shipping & handling.

Pedal Return Extension Spring. Fits Cub Cadet models 73, 106, 108, 109, 126, 127, 128, 129, 147, 149, 169, 580, 582, 1604, 1606. Brakes and Connections-582-S/N 720000 and below, 800, 1000, 1200, 1050 S/N 756,300-799,999-Brakes and Connections, 1535 S/N 800,000-821,059-Brakes, 1806 S/N 756,300-799,999-Brakes. A must for clutch drive tractors to prevent rattling sound and premature wear to throw-out bearing and clutch release lever. 2-3/4" unextended length between hooks. Replaces Cub Cadet part # 932-3015.

  • $5.00 each, plus shipping & handling.
Flywheel Retaining NutAll metal self locking nut for 3/8" diameter threaded clutch release adjusting rod to set clutch adjustment on Cub Cadets. 3/8-24 NF threads. Guaranteed to stay tight. Replaces Cub Cadet part # 912-3061. $1.50 each, plus shipping & handling. Compression springs for 3/8" diameter threaded clutch release adjusting rod and deck lift handle. Necessary to maintain correct clutch adjustment. 3-3/4" uncompressed length. For all Cub Cadet narrow, wide and spread frame models. Replaces Cub Cadet part #'s 932-3023, 932-3005.
  • $5.00 each, plus shipping & handling.


Information About the Pressure Spring -

If a light-weight tractor with a governed engine (up to 4,000 rpm) is going to be used for general yard work, it's okay to use the stock OEM Cub Cadet pressure spring with the OEM fiber clutch disc. A good used stock OEM pressure spring and a new OEM spring should measure no less than 6-1/2" in uncompressed length. The maximum length is 7". But the compressed length (on the driveshaft with the clutch pedal fully depressed) is 5". If a spring has been used on a driveshaft with an overheated or burned-out throw-out bearing, it's best to replace both. And if the pressure plates have been resurfaced until perfectly flat, but the clutch still slips in the heavier chores, perhaps a cultivator spring kit may need to be installed. (See below Ê.)

For the pressure plates to grip the clutch disc(s) firmly, the pressure spring must be a very stout one. The Cub Cadet pressure spring has about 250 psi of pressure and will probably not prevent the clutch from slipping in a pulling tractor. Therefore, a cultivator spring works excellent with the OEM clutch disc, aluminum disc or double OEM clutches. The cultivator spring has about a 500 psi rating, which is more than enough for use with most types of clutch discs. Also, the cultivator spring isn't large enough in the outside diameter to interfere with the steering box. However, the cross member will need to be notched-out to make room for the larger diameter cultivator spring. Plus, the tension of the cultivator spring is easy on the clutch adjusting rod/linkage and your leg muscles! It's ideal for small kids to use. Return To Previous Paragraph

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If you need any parts listed below Ê, please contact A-1 Miller's Performance Enterprises | 1501 W. Old Plank Rd. | Columbia, MO 65203-9136 USA | Phone: 1-573-875-4033. Please call Monday-Friday (except Holidays), 9am to 5pm, Central time zone. If no answer, please try again later. (When speaking with Brian, please be patient because I stutter.) Fax: 1-573-449-7347. E-mail: pullingtractor@aol.com. You can also contact us through Yahoo! Messenger: Find us here: Directions to our shop | Yahoo! Maps, 1501 W. Old Plank Rd., Columbia, MO | 1501 West Old Plank Road, Columbia, MO - Google Maps or Map of 1501 West Old Plank Road, Columbia, MO by MapQuest. Go here for more quality parts and services: Clutch Parts, Rebuilds & Machine Shop Services | NOTE: To place an order, please call or send an email with a list and description of the parts or services you need. Because as of right now, we're not set up to accept orders through our web sites online.
  • Cultivator Spring Kit. Has about twice the pressure of OEM Cub Cadet clutch pressure springs. Good for heavy yard work and/or competitive pulling. Dimensions: 7" long x 1-3/8" o.d. x 7/8" i.d. NOTE: When installing this spring, use the original 3rd spiral pin hole in the driveshaft, which should measure 9-3/8" from the very front of the driveshaft. Replaces Cub Cadet part # 932-3016. $35.00 each kit, plus shipping & handling.
  • Used OEM Cub Cadet pressure springs. Good for general yard work only. Not recommended for competitive pulling. OEM Cub Cadet part # 932-3016. $10.00 each, plus shipping & handling.


Use ALUMINUM as Clutch Disc Material!

NOTE: If an aluminum clutch disc is used in a high rpm tractor, I found they won't work as well because after a while the aluminum will get galled, and the clutch could become "grabby." The aluminum disc works best in a stock tractor with the engine running at a maximum of 4,000 rpm. Therefore, a double fiber clutch disc set up with a cultivator pressure spring may to be installed.

If a single OEM fiber clutch disc slips in a stock pulling tractor, then what is required to prevent clutch slippage is to install a single piece of machined aluminum to serve as a clutch disc. With resurfaced pressure plates and a cultivator pressure spring, aluminum should grip and hold up well when used in a stock garden pulling tractor. By the way, the OEM sandwiched steel fiber clutch disc and an aluminum clutch disc weighs almost the same; about 10.6 ounces each.

The aluminum clutch disc works best for low rpm stock engines. I use the aluminum clutch disc in our stock pulling tractors and the double OEM-fiber clutches in our higher horsepower tractors. I haven't had any problems with either clutches for several years.

If a single, lightweight aluminum clutch disc is used, there's no need to install three extra studs in the 3-pin drive plate (see below Ê). But definitely have both pressure plates resurfaced until perfectly flat as described above. Depending on the size of engine and weight of tractor, the aluminum clutch disc requires a tougher driveshaft along with a cultivator spring kit. And it'll be a good idea to install a center support bearing (pillow block bearing) to prevent the driveshaft from wobbling at 4,000 rpm. Also, if the pressure plates are properly resurfaced until perfectly flat and if aluminum is used, the aluminum won't excessively wear or melt onto them.

IMPORTANT! The biggest mistake a puller can make when launching a tractor is letting the clutch out all of a sudden with the engine revved up. So when using aluminum as a clutch disc (or any metallic clutch material), and when the tractor is hooked to the sled, always remember to "slip" the clutch upon take-off. To do this, first rev up the engine (a lot), and then slowly ease out on the clutch pedal. Because an aluminum clutch disc may not "slip" at low rpm, and because aluminum adheres to steel very well when under pressure, if the pedal is let out all of a sudden with the engine revved up, and if the tires don't spin, something could break or get damaged in the drivetrain or transaxle. The 5/8" zinc-plated steel split lock washer that's placed between the pressure plates will aide greatly in smooth clutch engagement/release and it lessens the possibility of the clutch from "grabbing" upon take-off.

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If you need any of the parts and/or services listed below Ê, or if you need your clutch assembly rebuilt or need some clutch parts as described in this web site, please contact A-1 Miller's Performance Enterprises | 1501 W. Old Plank Rd. | Columbia, MO 65203-9136 USA | Phone: 1-573-875-4033. Please call Monday-Friday (except Holidays), 9am to 5pm, Central time zone. If no answer, please try again later. (When speaking with Brian, please be patient because I stutter.) Fax: 1-573-449-7347. E-mail: pullingtractor@aol.com. You can also contact us through Yahoo! Messenger: Find us here: Directions to our shop | Yahoo! Maps, 1501 W. Old Plank Rd., Columbia, MO | 1501 West Old Plank Road, Columbia, MO - Google Maps or Map of 1501 West Old Plank Road, Columbia, MO by MapQuest. Go here for more quality parts and services: Clutch Parts, Rebuilds & Machine Shop Services | NOTE: To place an order, please call or send an email with a list and description of the parts or services you need. Because as of right now, we're not set up to accept orders through our web sites online.
Aftermarket fiber material clutch disc for Cub Cadet garden tractors. Provides about 70% more grip than stock Cub Cadet fiber clutch disc. Drop in replacement of OEM Cub Cadet clutch disc. Can be used with the 6- or 3-pin drive plate. Replaces Cub Cadet part # 961-3002.
  • $40.00 each, plus shipping & handling.

IMPORTANT - Both pressure plates MUST be resurfaced until perfectly flat and trued-up in a metal lathe or severe clutch slippage may result!

FYI - About 90% of the fiber material in clutch discs will chip off were the holes are drilled due to these reasons:

  • The fiber material is so hard (for longer wear), it's actually brittle and breaks easily when mishandled.
  • Sometimes when installing engine in tractor, the fiber will chip off when sliding drive studs or pins into clutch disc.
  • The holes in the fiber material will sometimes chip off or wear larger under normal use because the drive studs or pins place pressure against the holes.
  • Using the 6 pin drive plate with a 6 hole clutch disc will place 50% less pressure against each hole, reducing the amount of wear against each hole.

Coming Soon! A-1 Miller's own CNC-machined Aluminum Clutch Discs. Projected price: $15.00 each, plus shipping & handling.

New machined aluminum clutch disc kit with (6) 13/32" drive holes for a 3- or 6-pin drive plate. This is a direct replacement for Cub Cadet's OEM fiber clutch disc. Made of the highest quality 6061 alloy; medium-grade hardness aluminum available. The disc is turned in my metal lathe and then the holes are precision-drilled using my milling machine in an 8" super spacer with a 6-notch masking plate.

The zinc-plated steel split lock washer and steel spacer requires that a stiffer pressure spring, such as the cultivator spring kit, to be used so the lock washer will collapse enough for the clutch to grip better. The lock washer don't work well with Cub Cadet's OEM pressure spring.

IMPORTANT - Both pressure plates MUST be resurfaced until perfectly flat and trued-up or severe clutch slippage may result!

  • Aluminum clutch disc without lock washer and steel spacer: $35.00 each, plus shipping & handling.
  • Aluminum clutch disc with 5/8" i.d. split lock washer and a steel spacer (to replace teasing spring). $40.00 each, plus shipping & handling.
Aluminum-Disc Clutch Setup for IH or MTD-built Cub Cadets with a stock-to-medium horsepower engine. You send or bring me your complete clutch assembly, with everything on the driveshaft including the 3-pin drive plate and rear coupler, and I will build or rebuild it according to your needs. Labor includes disassemble, cleaning and inspection of the entire clutch assembly, resurface the pressure plates until they're perfectly flat and true-up the edge to prevent wobble in my metal lathe and then reassemble of the entire unit. When I return the clutch assembly to you, it's fully assembled and ready to install in your tractor. Price varies according to which parts can be reused or need replacing.

The total for a complete aluminum clutch clutch setup outright is $370.00, plus shipping.

Double-Disc (OEM Material) Clutch Setup for IH or MTD-built Cub Cadets with a higher horsepower engine. You send or bring me your complete clutch assembly, with everything on the driveshaft including the 3-pin drive plate and rear coupler, and I will build or rebuild it according to your needs. Labor includes disassemble, cleaning and inspection of the entire clutch assembly, resurface the pressure plates until they're perfectly flat and true-up the edge to prevent wobble in my metal lathe and then reassemble of the entire unit. When I return the clutch assembly to you, it's fully assembled and ready to install in your tractor. Price varies according to which parts can be reused or need replacing. If you want, you can save some money by furnishing some of the parts yourself.

The total for a complete aluminum clutch clutch setup outright is $400.00, plus shipping.

NOTE: These clutch assemblies are made to order. When ordering, please specify the model of Cub Cadet you have, type of clutch, driveshaft material, etc. If you're not sure which clutch will be best for your tractor, just tell me how you're going to use your tractor and I'll choose the best setup to suit your needs.


Rebuild MTD Farm King clutch assembly. Approximately $700.00 for parts and labor, depending on which parts needs to be replaced and/or machined. Return shipping extra.
Repair MWSC's clutch assembly so it will release easier: $25.00 labor, plus return shipping & handling.


Clutch Assembly That`s Used in the early models "Narrow" Frame Cub Cadets

NOTE: When the cultivator spring is used, and for smooth clutch engagement and easy release, the 5/8" split lockwasher goes between the pressure plates, and the steel spacer replaces the teasing spring. But when the OEM stock pressure spring is used, leave out the lockwasher and use the OEM teasing spring between the throw-out bearing and rear pressure plate.


Clutch Assembly That`s Used in the later models "Wide" Frame Cub Cadets

NOTE: When the cultivator spring is used, and for smooth clutch engagement and easy release, the 5/8" split lockwasher goes between the pressure plates, and the steel spacer replaces the teasing spring. But when the OEM stock pressure spring is used, leave out the lockwasher and use the OEM teasing spring between the throw-out bearing and rear pressure plate.


Clutch Assembly That`s Used in the late model "Spread" Frame Cub Cadets

NOTE: When the cultivator spring is used, and for smooth clutch engagement and easy release, the 5/8" split lockwasher goes between the pressure plates, and the steel spacer replaces the teasing spring. But when the OEM stock pressure spring is used, leave out the lockwasher and use the OEM teasing spring between the throw-out bearing and rear pressure plate.


Exploded View of a Cub Cadet Double-Disc Clutch Setup

NOTE: When the cultivator spring is used, and for smooth clutch engagement and easy release, the 5/8" split lockwasher goes between the pressure plates, and the steel spacer replaces the teasing spring. But when the OEM stock pressure spring is used, leave out the lockwasher and use the OEM teasing spring between the throw-out bearing and rear pressure plate.


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If you need any of the parts and/or services listed below Ê, please contact A-1 Miller's Performance Enterprises | 1501 W. Old Plank Rd. | Columbia, MO 65203-9136 USA | Phone: 1-573-875-4033. Please call Monday-Friday (except Holidays), 9am to 5pm, Central time zone. If no answer, please try again later. (When speaking with Brian, please be patient because I stutter.) Fax: 1-573-449-7347. E-mail: pullingtractor@aol.com. You can also contact us through Yahoo! Messenger: Find us here: Directions to our shop | Yahoo! Maps, 1501 W. Old Plank Rd., Columbia, MO | 1501 West Old Plank Road, Columbia, MO - Google Maps or Map of 1501 West Old Plank Road, Columbia, MO by MapQuest. Go here for more quality parts and services: Clutch Parts, Rebuilds & Machine Shop Services | NOTE: To place an order, please call or send an email with a list and description of the parts or services you need. Because as of right now, we're not set up to accept orders through our web sites online.
Center drive plate (disc) for double OEM clutch disc setup. Made of mild steel. Dimensions: Approximately 4-1/2" diameter x .133" thickness x 5/8" center hole. $20.00 each, plus shipping & handling. Pillow block bearing with a cast iron housingNew high-quality pillow block bearing w/cast iron housing. A must for high rpm pulling engines to prevent driveshaft wobble and breakage! Choice of 5/8" or 1" i.d. $20.00 each, plus shipping & handling.
Brace for Pillow Block BearingSupport Brace for Pillow Block Bearing. Made of 1/8" thickness angle steel with holes drilled. Important! Before installing this brace in tractor frame, first install driveshaft connected to transaxle, then bolt in engine. This will guarantee the pillow block bearing is perfectly aligned (centered) with the driveshaft. And then securely weld brace to inside tractor frame. $20.00 each, plus shipping & handling.


There are 4 steps in Installing a Double-Disc Clutch Setup

Step #1 - "Notch" the Release Lever and Relocate it's Bracket:
There are two options of doing this. Either way you choose to do it, you will need to make room for the extra clutch disc and center drive plate.

Option #1:
  1. Relocate the bracket that the release lever is connected to rearward 3/8". Or for a very stiff pressure spring, use a piece of minimum 3/16" thickness angled steel to fasten the bracket onto, and then weld the angled steel to the frame. Be sure the angled steel is located 3/8" further back than the original bracket was.
  2. "Notch" the lever so it will
	  clear the steering box. Only on the narrow frame Cub Cadets, cut out the lower part of the clutch release lever so it'll clear the steering box, when the clutch/brake pedal is fully depressed. Also, cut out a place in the frame so the release lever will clear it when the clutch/brake pedal is fully depressed.
  3. Cut 3/8" off the threaded end of the clutch adjusting rod. If this is not done, the rod will be too long and interfere with the rear clutch disc. Clutch Adjusting Rod
  4. NOTE: The steel spacer that replaces the teasing spring can't be left out for double clutches because the longer studs (cut-off bolts) in the drive plate would hit the release lever when the clutch is engaged.

Option #2:
Instead of relocating the bracket and notching the lever, the engine mounting holes that's in the frame can be welded up, grind the weld flat and then drill some new holes exactly 3/8" forward (toward the front of the tractor) from the original holes. You'll also need a longer driveshaft, 3/8" longer to be exact. And you'll need to drill the #1 hole forward 3/8" and then drill the other holes same as in the original driveshaft.

When using a deep sump oil pan, with the front axle in the stock position and when moving the engine forward, the axle pivot pin would interfere with the pan. For pulling competitively, the front axle would need to be moved as far forward as it'll go for better weight distribution. But if your club's rules don't allow the front axle to be moved forward, then a flat bottom oil pan can be used, and then the engine can be moved forward with no problems. Of course, half of the dipper on the connecting rod would need to be cut off, too.

Either the engine can be moved forward or the bracket moved rearward. Either way, one or the other will need to be relocated to accommodate for the extra clutch disc and center plate so the clutch will function properly.


Using a Volkswagen Clutch Assembly in a Cub Cadet -

The third type of clutch that some pullers use is a Volkswagen clutch assembly (starter, flywheel, clutch disc, pressure plate and throw-out bearing and release lever) adapted to the Kohler crankshaft with a special-made tapered hub adapter. This type of clutch is made for the 1974 VW's and earlier with the air-cooled engine. They weigh more than the double clutch assembly as described above (about 22 lbs. lighter, less hub) and they hold extremely well even in a highly modified (50+ c.i.) garden tractor. Also, the VW flywheel, starter ring gear and clutch assembly requires the VW starter. An adapter that replaces the Kohler-type flywheel must be fastened onto the crankshaft for the VW flywheel to work. And the starter must be adapted onto the Kohler engine block with a special bracket. The VW clutch comes in two sizes, 180mm and 200mm, with the 180mm being the choice for garden tractor pulling. This type of starter and clutch assembly is losing popularity with pullers who run the 50+ c.i. garden tractors because of it's excessive [forward] weight.


Improving International Harvester's Cub Cadet "Original" Clutch Assembly - (Updated 11/24/08) Top of page

International Harvester`s "Original" (belt-to-clutch-drive) Cub  Cadet The first Cub Cadet model made was the International Cub Cadet tractor, better known as the IH Cub Cadet "Original". The reason this particular tractor is called the "Original" because they're the very first Cub Cadet garden tractor that International Harvester produced. That's why most folks nowadays call them the Cub Cadet "Original". They didn't have a model number because they were all built basically the same, and they all shared the same parts.

On these tractors, the power is transferred from a small pulley that is on the engine, onto a larger pulley that is on the driveshaft by use of a V belt, which act like a gear reduction. It's approximately a 1.6:1 reduction. This means that engine torque is increased 1.6 times to the driveshaft because the clutch/driveshaft assembly turns 1.6 times slower than the engine. This increases the power of the original 6¼hp into a 10hp engine.

Replacing the Drive Belt -

To remove and install the drive belt on an IH Cub Cadet "Original", the entire clutch assembly needs to be removed. After installing the belt and reinstalling the clutch assembly, the belt needs to be tightened by pulling down on the front brace of the clutch assembly (use a pry bar) and then tighten the bolts.

Repairing the Drive Clutch -

If the drive clutch holds well, but won't release at times, this means the sliding parts on the driveshaft are dry or the old grease has accumulated dirt and/or has "dried up," causing the parts to bind on the driveshaft.

How to Disassemble and Reassemble the IH Cub Cadet "Original" Clutch Assembly -

  1. Use a big bench vise to disassemble and reassemble the clutch assembly.
  2. Place the front of the driveshaft in the jaws of the vise (with a couple of soft aluminum angled pieces placed in the vice jaws, of course), and tighten down the jaws
  3. Use a 3-4 lb. hammer to drive the driveshaft forward until the first spiral pin can be removed.
  4. Remove the driveshaft from the vise, and slide off the pressure plates and clutch/pulley.
  5. Place the driveshaft in the vise again, and butt the splined piece against the jaws of the vise and remove the pin from the splined piece.
  6. Place a small screwdriver in the front spiral pin hole (so the driveshaft so it won't shoot out of the vise) and then carefully loosen the vise to remove it.
  7. Reassembly is the opposite of disassembly.


But if the clutch slips, performing the following should cure the problem:

First, resurface the cast iron pressure plates on a flat belt or large disc sander until they're perfectly flat. If the clutch discs (which is part of the pulley) aren't worn excessively, they can be sanded flat as well to match the flatness of the pressure plates. Just remove the raised places, no more. But if the fiber material is worn thin or if you have doubts that it won't grip well, then install new clutch facings on the pulley.

If the clutch fiber material "peels off" or comes loose from the pulley, it can be reattached with Super Glue or any high-strength adhesive or glue. As soon as the fiber material is glued on the pulley, place the clutch/pulley assembly between two thick flat steel plates to cover the entire fiber material and then place them in a hydraulic press and apply light pressure to squeeze out any air bubbles that may get trapped so the fiber material will have a stronger bond and lay flat. If a hydraulic press isn't available, then using one of the tires that's on a car or truck will place enough pressure, too. After the glue has dried, lightly sand the fiber material on a large flat sanding disc or belt sander to insure true flatness.

For even better clutch adhesion or "holding power," the OEM pressure spring can be replaced with a cultivator spring kit. Be sure to drill the 3rd hole to 1/4" and install a heavy spiral pin, too! Install a new bronze bushing in the throw-out bearing if it's worn. Then lubricate the throw-out bearing through the factory-installed grease fitting. Under normal use, the throw-out bearing needs to be lubricated once a year.

And as far as I'm aware, new fiber facings for the IH Cub Cadet "Original" clutch is not available from any source. But 6061 aluminum can be used as clutch facings on the IH Cub Cadet "Original" clutch pulley. The dimensions of the fabricated aluminum clutch facings are as follows: 4-1/2" o.d. x 3" i.d. x 1/8" thick. Fasten the aluminum to the pulley with six (for strength) 10-32 NF x 1/2" long flat head brass screws equally spaced apart on each side. Offset the threaded holes in the pulley so the threads of the screws on one side won't interfere with the screws on the other side. Countersink the heads of the screws into the aluminum with the heads slightly below the surface of the aluminum. Make sure the aluminum is perfectly flat before installing it on the pulley, too. And of course, when using aluminum as clutch material, a stiffer-than-stock pressure spring, such as the cultivator spring kit, will be required to prevent clutch slippage.

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If you need any of the parts and/or services below Ê, please contact A-1 Miller's Performance Enterprises | 1501 W. Old Plank Rd. | Columbia, MO 65203-9136 USA | Phone: 1-573-875-4033. Please call Monday-Friday (except Holidays), 9am to 5pm, Central time zone. If no answer, please try again later. (When speaking with Brian, please be patient because I stutter.) Fax: 1-573-449-7347. E-mail: pullingtractor@aol.com. You can also contact us through Yahoo! Messenger: Find us here: Directions to our shop | Yahoo! Maps, 1501 W. Old Plank Rd., Columbia, MO | 1501 West Old Plank Road, Columbia, MO - Google Maps or Map of 1501 West Old Plank Road, Columbia, MO by MapQuest. Go here for more quality parts and services: Clutch Parts, Rebuilds & Machine Shop Services | NOTE: To place an order, please call or send an email with a list and description of the parts or services you need. Because as of right now, we're not set up to accept orders through our web sites online.

Above 4,000 rpm, bronze bushings will not last long under side-thrust. Therefore, it'll be a good idea to have two sealed, high speed radial ball bearings installed in the clutch/pulley disc. See the picture below Ê for a better understanding.

  • New OEM-quality bronze pilot bushing for all pre-1981 gear drive IH Cub Cadets, except Quiet Line models. Also replacement bushing for inside the IH Cub Cadet "Original" clutch disc/pulley. $3.00 each, plus shipping & handling.
  • Rebuild IH Cub Cadet "Original" clutch assembly to OEM specs: $60.00 labor only, plus return shipping & handling. Labor includes: Disassemble complete unit, clean and inspect all parts, resurface both pressure plates and fiber clutch facings, Parts includes: New bronze bushing in clutch disc/pulley and throw-out bearing assembly (if needed), lubricate bushings and install new spiral pins.
  • Two high-quality, high-speed sealed radial ball bearings: add $8.00. (5/8" i.d. x 1-3/8" o.d x .340" height)
  • Bore center of clutch disc/pulley for installation of two high-quality, high-speed sealed radial ball bearings: add $25.00 labor.
  • Build up welding on driveshaft and machine it smooth: add $25.00 labor.
  • NOTE: If you're interested in having me do the work for you, please send your clutch assembly when you're ready to the address below Ê. Package it securely so it won't get damaged or lost in shipping and please include a note in the package with your name, complete mailing address, phone number, email address (in case I have any questions) and a description of what you want done any other parts you may need. When the work is completed, I'll either call or email you an invoice with the total including shipping. For payment, I accept cash (in person), money orders, cashier's checks, MasterCard, VISA, Discover (your credit/debit card will be charged the same day the items are shipped) and Western Union Money Transfer. Or you can pay me through PayPal (my PayPal account name is my email address). If sending a money order, please include a note with your name, complete mailing address, phone number and a description of what the payment is for. My mailing address and phone number are below Ê. And I will return your rebuilt clutch assembly to you as soon as the work is completed after I receive your payment.


The drive belt for an IH Cub Cadet "Original" is part number IH-376230-R1, the size is 3/8" wide x 31-1/2" long and it retails for about $12.00 (as of 3/21/12).


Linked pages to our parts & services:

A-1 Miller's Performance Enterprises
Offering Quality Products and Professional Workmanship at Reasonable Prices!

Engine Rebuild Parts, Engine Rebuilds, Build-ups, Exhaust Header Pipe Kits & Machine Shop Services

Carburetor, Fuel System Parts & Machine Shop Services

Clutch Parts, Rebuilds & Machine Shop Services

Transmission, Transaxle Parts, Rebuilds & Machine Shop Services

Steering, Chassis Parts & Machine Shop Services

Ignition, Electrical and Crank Trigger Electronic Ignition Parts and Kits

HOT ROD GARDEN TRACTOR PULLERS ASSOCIATION
and Miller's Pulling Sled Rental

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Looking for a place to pull your tractor? Then check out this web site: Hot Links for Various Garden Tractor Pulling Clubs and Associations.

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