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Information about the Cub Cadet Creeper Drive Assembly and
How to Modify the Cub Cadet Transaxle for Heavy Duty Use and/or for Competition
Pulling
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Community Since 1996. Where Science and Common Sense Come Together for Safety
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A-1 Miller's Performance Enterprises
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What type of oil should be used in the Cub Cadet and other makes and models of transmissions and transaxles? (Updated 3/27/16)
For the IH- and MTD-built Cub Cadet
hydrostatic- and gear-drive transaxles, the official Cub Cadet repair manual
says the recommended oil to use is Hy-Tran B-6, Hy-Tran PLUS (MS-1207), Hy-Tran
ULTRA or equivalent. "Equivalent" means that it's safe to use any high quality,
name-brand hydraulic oil that meets or exceeds
CASE IH
requirements. These oils can be used in both the hydrostatic (and hydraulic)
drive and gear drive transaxles. Most
Farm and Home retail stores should have Hy-Tran oil in
stock. When or if you do find Hy-Tran, look on the back label of the CASE
IH hydraulic oil containers. It should mention something about Hy-Tran. By
the way - Allegedly, IH Cub Cadet and CASE IH (and perhaps other
tractor/transaxle manufacturers) made a deal with the makers of Hy-Tran,
and this is why they highly recommend to use their oil. It's all about more
money for the big business. They figure what the public don't know makes
them more money.
But if Hy-Tran isn't available locally,
then it's absolutely safe to use virtually any brand of
automatic transmission fluid (ATF), hydraulic oil, power
steering fluid, hydraulic jack oil (which is nothing but low viscosity
(lightweight) hydraulic oil) in a Cub Cadet gear drive transaxle or hydrostatic
drive. Automatic transmission fluid is a very durable and high quality hydraulic
oil with a red dye and scent added to determine it from other oils when it
leaks from a vehicle or equipment. It also has a rust inhibitor and has a
cleaning agent, which helps keep the inside of a transaxle clean. By the
way - automatic transmission fluid protects automotive automatic transmission
parts, don't they? And auto transmissions work a lot harder and operate for
longer periods of time (while hauling heavy loads on the highway and up steep
grades) than any garden tractor transaxle ever will. Synthetic oils will
allow the internal moving parts to operate much cooler. And to prevent the
wear of gears in hydraulic pumps and motors, ALWAYS use a hydraulic type
of oil in a hydrostatic drive and hydraulic system because it's formulated
to flow more easily and freer past the moving parts.
For competition pulling only in a gear drive transaxle, don't use heavy, thick SAE 90 weight gear oil. Gear oil will rob the engine of horsepower because the gears can't rotate freely at higher speeds due to the thicker oil. Therefore, Hy-Tran, hydraulic oil, automatic transmission fluid, or SAE 30, 10W30 or 10W40 motor oil should be used instead. These low viscosity (lightweight) oils will allow the gears to rotate more freely and provide adequate lubrication for all moving parts. So there's no need to worry about the gears, bearings and other internal parts wearing prematurely because of the lightweight oil. The parts in garden tractor transaxles are made of extremely hardened material. And being gear drive transaxles don't have a hydraulic pump like the hydrostatic drive and hydraulic systems do, which build-up heat due to extreme pressure exerted from the pump (this is why certain hydrostatic drive and hydraulic systems have an oil cooler), the oil will never get hot.
Moreover, using a lightweight oil, as mentioned above, in a
mini-rod competition pulling vehicle with an automotive manual-shift transmission
and automotive rear end will also free up horsepower. The gears are made
of extremely hardened material and will not wear because the mini-rod won't
pull (down the track) long enough for the oil to get extremely hot.
For prolong and general yard and garden use, SAE 90 weight gear oil should be used in the IH and MTD Cub Cadet creeper drives, right-angle gearboxes, and Peerless, Wheel Horse and any other gear-drive transaxle, except the Cub Cadet transaxle with an internal brake. The thicker SAE 90 weight oil will not "thin out" for a long period of heavy duty use and will provide adequate lubrication and protection for the gears, bearings and oil seals.
When filling the Cub Cadet internal brake transaxle with oil, SAE 90 weight gear oil shouldn't be used. If heavy gear oil is used, the tractor with an internal brake will not stop as well. Instead, use 0W20 full synthetic, SAE 30 or 10W30 motor oils, power steering fluid, lightweight (SAE 10 weight) hydraulic oil, automatic transmission fluid or Hy-Tran fluid. These type of oils are much thinner than conventional gear oil, which will allow the brake to grip better and they allow the gears to spin faster, freeing up horsepower in a high-speed pulling tractor. And don't worry about the internal parts wearing because of the lightweight oil. They're made of extremely hardened material.
Oil for the IH Cub Cadet "Original" transaxle is installed through the oil fill hole on top of the transaxle, just behind the shift lever. And the oil level check hole is located on the lower right side of the transaxle, towards the front. Fill with oil until it runs out of the hole on the side. Oil for all other models of Cub Cadet transaxles, including the gear drive and hydrostatic drive, is installed and added through the oil fill/level hole (with a 1/2" drive NPT tapered-thread plug) that's on the rear cover of the transaxle. An automotive automatic transmission funnel with a long, flexible tube may need to be used to put the oil in. Fill the transaxle until the oil starts to run out of the hole. On a transaxle that's just been rebuilt or modified, it's a lot easier and less effort to install the oil through the shift lever opening, before installing the shift lever housing, then check the level at the hole in the rear cover. Make sure the transaxle is positioned level too, for accuracy. And it takes 3-1/2 quarts of oil to fill an IH Cub Cadet gear drive transaxle.
What makes most hydrostatic drive
and driven parts (gears) to wear prematurely isn't because the wrong type
of oil was used, it's extreme
heat. Whenever petroleum
oil gets hot, it loses it's "thickness" or viscosity and turns thin. The
hotter it gets, the thinner it gets. This is called viscosity thermal breakdown.
Oil is supposed to keep all moving parts separated. But when oil gets hot,
it gets thin, and this will cause the moving parts (gears and such) to make
contact with each other (metal to metal contact) causing them to wear
excessively. Extremely hot oil will cause the rubber seals to harden and
crack, too. No petroleum oil, even Hy-Tran, is immune from thermal viscosity
breakdown. Only full synthetic oil is 100% immune from thermal viscosity
breakdown. So remember, it's very important to change the oil, keep the cooling
fins that's on the hydrostatic pump/motor clean, make sure the fan that blows
air over the hydrostatic pump/motor is in good condition, and do routine
maintenance at least once a year before using the tractor, and the hydrostatic
unit will probably last forever. By the way - it takes approximately 7 quarts
of oil to fill the hydrostatic drive transaxle and filter.
A non-synthetic oil will provide superior lubrication as long as you keep the cooling fins and hydrostatic drive areas clean and free of grass and debris. Make sure the fan on the driveshaft is in good condition, too. Clean the fins and hydrostatic drive areas the beginning of every year and the hydrostatic drive system should last a lifetime. Return to [Top of Page]. È
The Cub Cadet "Creeper Drive Unit" - [Top of Page]
The Cub Cadet "creeper drive
unit" is a 2-speed selective high/low gearbox. It's a small gearbox that
mounts on the front of the Cub Cadet transaxle. When the lever is placed
in LOW position (reduction speed; 2:1 ratio), all the gears in the transaxle
are reduced by half, which means the tractor will move half its speed, in
forward and reverse. When the lever is placed in HIGH position (1:1 ratio),
the gears in the transaxle turn their normal speeds. Creeper drives are required
when mowing heavy grass, plowing a garden, pushing snow or hauling heavy
loads up a steep hill, doing all this especially with a small engine and
for safety.
The creeper drive unit was optional equipment that was offered by Cub Cadet. The same cast iron housing creeper drive unit fits all models of clutch drive IH and MTD Cub Cadets, except the IH Cub Cadet "Original". This unit will fit models 70, 71, 72, 73, 86, 100, 102, 104, 106, 108, 122, 124, 126, 128, 582, 800, 1000, 1050, 1200, 1535, 1604, 1606 and 1806. A shorter driveshaft is required with a creeper drive unit.
If your tractor didn't come with a creeper drive unit and you wish to install one, here's how to do it: (This is much easier to do on a platform work table.)
Remove
the driveshaft/clutch assembly and rear driveshaft coupler from the
tractor.
NOTE: The official Cub Cadet (MTD) repair manual says that upon reassembly of the MTD-built creeper drive unit, pack it with 14 oz. of grease. But grease gets slung away from fast spinning parts, leaving the moving parts with a thin coating of grease with very little lubrication for the life of the unit. Being this unit has an oil seal, rubber O-ring and gaskets, for smoother operation of the gears that operate under extreme pressure and for less wear to the moving parts, drill and tap an 1/8" NPT [oil level/check] hole for an 1/8" NPT tapered plug on the side of the housing opposite of the shift lever just below the level of the oil seal. And after installing the unit on the transaxle, fill it with SAE 90 weight gear oil through the breather tube opening on top until it runs out the oil level/check side hole on the side. Then replace the side plug and breather cap.
Also, the MTD-built creeper drive unit will fit and bolt right up to the older IH-built Cub Cadet transaxles (except the IH Cub Cadet "Original"), but the upper part of the tractor frame on models 70, 71, 72, 73 and 100 will need to be modified to accommodate the taller MTD-built creeper drive unit housing and the driveshaft will need to be shortened by 4-3/4".
And as with all transmissions, transaxles, creeper drives and gear boxes, before shifting from one gear into another, ALWAYS bring the tractor or vehicle to a full complete stop with the clutch pedal fully depressed or the engaging lever fully disengaged to allow the gears to stop spinning and to avoid "grinding the gears," which could break or wear the gear teeth or engaging splines.
Advertisement: (Prices are subject to change without notice.)
If you would like to purchase any of the parts or services listed
in this website, please contact A-1 Miller's Performance Enterprises | 1501
W. Old Plank Rd. | Columbia, MO
(Missouri) 65203-9136 USA | 
Phone: 1-573-256-0313 (shop) | 1-573-881-7229 (cell; text or when leaving
a voice message, please speak slowly and clearly). 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.)
E-mail: pullingtractor@aol.com.
When you call, text, email or visit our shop, you will be dealing
directly with the owner for the best customer
service. A-1 Miller's shop is open
to the public from 9am to 5pm, including weekends, except holidays. Please
call before coming so I'll be here waiting for your arrival.
Directions to our shop |
1501 West Old Plank Road, Columbia, MO - Google Maps or
Map of 1501 West Old Plank
Road, Columbia, MO by MapQuest. If you're the kind of person who don't
trust delivery/shipping companies (mis)handling your high-dollar and fragile
merchandise, you can make the long drive to
A-1 Miller's shop to personally
drop off and/or pick up your carburetor, clutch assembly, engine parts, entire
engine, transaxle, transmission, entire garden tractor, etc. "The road to
a friend's house (or shop) is never long." (We're planning to relocate our
business to other property with a bigger and better shop so we can hire more
help and provide many more high quality parts and professional services.)
|
IH-Built Cub Cadet Creeper Drive Unit Overhaul/Rebuild/Repair Parts and Service -
 Precision, high-speed
radial ball bearing for all IH-built Cub Cadet cast iron housing and MTD-built
Cub Cadet aluminum housing creeper drives. Dimensions: .625" I.D. x 1.375"
O.D. x 7/16" height. (NOTE: All ball bearings have always been made to
the metric dimensions. Where applicable, the US and import manufacturers
try to make them close to the inch dimensions as possible.)
 Small Size Neoprene or Silicone
Rubber O-Ring for Inner Shift Lever on IH-built and MTD-built Creeper Drives.
Dimensions: 1/4" I.D. x 3/8" O.D. x 1/16" diameter. IMPORTANT: Apply clean
motor oil, gear oil or lubricating grease on O-ring and inside housing for
easier installation and for longer wear. With no prior lubrication, the dry
rubber will wear from friction, causing an oil leak.
 Medium Size Neoprene or Silicone
Rubber O-Ring for Outer Shift Lever on IH-built Cast Iron Housing Creeper
Drive. Dimensions: 3/8" I.D. x 1/2" O.D. x 1/16" diameter. IMPORTANT:
Apply clean motor oil, gear oil or lubricating grease on O-ring and inside
housing for easier installation and for longer wear. With no prior lubrication,
the dry rubber will wear from friction, causing an oil leak.
 Large Size Neoprene or Silicone
Rubber O-Ring for Front of IH-built Cub Cadet Cast Iron Housing Creeper Drive
Gear Box. Goes in input shaft bearing cage. Dimensions: 2-7/16" I.D. x 2-5/8"
O.D. x 3/32" diameter. IMPORTANT: Apply clean motor oil, gear oil or
lubricating grease on O-ring and install housing for easier installation
and for longer wear. With no prior lubrication, the dry rubber will wear
from friction, causing an oil leak.
Cub Cadet Creeper Drive Unit Overhaul/Rebuild Kits. Includes all necessary parts listed above. (Oil seal, ball bearing and three rubber O-rings.) NOTE: Gaskets for the IH-built (part # 721-3009) and MTD-built (part # 721-3019A) Cub Cadet creeper drives no longer available. Use clear RTV silicone adhesive sealant instead.
|
A-1 Miller's Professional Rebuilding Service for IH- or MTD-Built
Cub Cadet Creeper Drive Units.
|
Gearing a Cub Cadet Pulling Tractor - [Top of Page]
In tractor pulling, understanding the concept of having the correct gearing to achieve adequate ground speed so the engine will have enough power to spin the tires on any given track conditions can be a challenge. Overdrive and underdrive gears either speed up or slow down the transmission gears in the transaxle. And by changing the transmission gears, this will give the puller a choice of slower or faster gears according to track conditions.
Having very slow ground speed or very high ground speed can sometimes hurt how well a tractor can pull. With a healthy engine, at the end of the track, if the engine is still revving like there's no load on it, then this means the gearing is too low. But if the engine bogs down and die, this means the gearing is too high. In other words, the gearing needs to be "balanced" to the strength of the engine so when the sled's weight is on the tractor (entire weight of tractor transferred over the rear tires), the tires will still spin some, but the engine will bog down slightly.
The reason to use the right gearing in a pulling tractor is to match an engine's ability to give the tractor momentum so it can pull the sled a little further down the track without sacrificing horsepower or increasing/decreasing torque at the rear wheels. In other words, if one pulls in a particular gear that is too fast, they increase the ground speed, but run out of horsepower in the end. If they pull in a gear that's too slow, they have plenty of power, but don't have the needed ground speed, meaning they may run out of traction at the end. The point here is to obtain a correct "balance" between an engines' power output and torque at its rear tires, which should result in a good pull every time.
The teeth count of the upper and lower forward gears in a Cub Cadet transaxle must total 52 (example: 19t upper gear + 33t lower gear = 52 teeth total). Otherwise, if they don't total up to 52, one gear will be too big and the other too small, and the teeth won't mesh (engage) correctly. When referring to which gears are in a tractor, all pullers refer to the teeth count on the upper gears only. To count the teeth on the upper gear only, remove the shifter lever cover from the transaxle, and place a paint mark on one tooth (as reference for the starting point), then rotate the gear and count the rest of the teeth.
To find the gear ratio, always divide the number of teeth on the lower gear by the number of teeth on the upper gear. Place a mark on one tooth, then count the other teeth until you get back to the mark. The mating upper and lower gears together have a total of 52 teeth. There are no exceptions. For example: 2nd speed has 19 teeth on the upper gear and 33 teeth on the lower gear to equal 52 teeth total (19 + 33 = 52). And 3rd speed have two 26 tooth gears, resulting in a total of 52 teeth (26 + 26 = 52). And so forth. Factory stock OEM (Original Equipment Manufacturer) gear ratios are as follows:
The factory-installed gears that originally came in IH Cub Cadet transaxles (a "transaxle" is the union of a transmission and rear axle in one case) are 13 tooth 1st gear, 16, 17 or 19 tooth 2nd gear and 26 tooth 3rd gear. The "tooth" count are the number of teeth on each upper gear. The 16 tooth 2nd came out in the early 1960's, while the 17 and 19 tooth replaced it in later years.
The OEM (Original Equipment Manufacturer) Cub Cadet 2nd and 3rd upper sliding gears are made together, next to each other. This is why they're called cluster gears. They have the 2nd/3rd speed shift fork between them. The 2nd and 3rd bottom gears are separate, fixed in place, and is spaced apart with a spacer. And 1st sliding gear is used for forward and reverse. The 1st/Reverse shift fork fits over 1st gear. Cub Cadet garden tractors originally came with 16, 17 and 19 tooth second gears. (This is the upper sliding cluster 2nd speed gear; upper 3rd speed gear is 26 tooth in all models.)
The number of factors to take into consideration when choosing the right gearing for a garden pulling tractor are:
If a pulling club's rules require that 23-10.50x12 [Carlisle Super Lug or Vogel] tires to be used, then these tires can be mounted on 12" wide wheels. I've seen this done many times on pulling tractors with great results. The wider wheels will allow the tire tread to lay flatter for better traction, but it'll also shorten the overall tire height slightly which will reduce the tractor's ground speed. Therefore, to regain the ground speed, if it's a Cub Cadet, perhaps installing 10% overdrive gears should do the trick. Also, 23-10.50x12 inner tubes may need to be installed to get the tire(s) to take air due to the wider wheels and narrow tires.
Rule of thumb in choosing the
right gear ratios are as follows: NOTE: The following statements
are meant only as a reference. The right gearing depends mainly on the strength
and/or size of the engine and track conditions. And when it comes to competition
pulling, nothing is really certain. Weights shown is with driver.
The
OEM Cub Cadet 12 tooth pinion drive gear/shaft can be swapped out with an
aftermarket 13 tooth pinion drive gear/shaft and the OEM 84 tooth lower driven
gear can be reused. This will increase the drive gears about 1 tooth, resulting
in about a 5% increase in ground speed.
But if you want your tractor
to go even faster than the above mentioned, then both the upper and lower
gears in the transmission must be changed. The reason for a combination
2nd and 3rd speed gear set is to slow down the tires
in 2nd gear when pulling on a biting track (moistened and packed
surface), which will provide more traction and reserve engine power/torque,
because the tires probably wouldn't be able to spin as easily. And with a
slightly faster 3rd gear, (faster than the OEM 2nd
gear, but slower than factory stock 26 tooth 3rd gear), would
perform better on a hard, dry or loose track, which will allow the tires
to spin more easily, will provide more ground speed without sacrificing engine
power/torque. So having a double gear set is better than pulling in just
one gear (2nd or perhaps 1st) all the time, which is
either too slow or too fast.
To replace the input shaft/pinion drive gear, first remove the cover from the reduction gear housing, and use a medium size hammer and deepwell socket that fits inside the needle bearing housing on the back-side of the reduction gear housing, and drive out the input shaft/pinion gear from the rear of the housing. The oil seal, shaft/gear and needle bearing will all come out as one unit. After the new shaft is installed, apply a thin bead of clear RTV silicone adhesive sealant to seal the bearing in the rear of the housing. By the way - I've always preferred to use clear RTV silicone adhesive sealant for three reasons: Due to metal warpage (which is unavoidable in most cases), gaskets don't always seal the irregularities and imperfections between mating surfaces, especially thin metal covers; being it's an adhesive, it bonds parts together, forming a leak-proof seal; and being it's clear, a thin bead of silicone makes for a clean and professional-looking repair job. When applied sparingly, it can't be easily seen or noticed between the parts.
Or, to remove a pinion and not destroy any parts (seal, etc.) use a "slide hammer" and put an angle or channel steel to use as a lever. Using this method, you do not damage even the most stubborn pinion. You can reuse everything and don't have to worry about any leaks.
No machine work is required when installing overdrive gears. But some grinding inside the housing may be required when installing a large pinion drive gear. Otherwise, just remove the pinion drive gear and the lower driven gear and install the aftermarket gears in the reverse order of removal.
And when reassembling a Cub Cadet gear drive transaxle, there's no need to install any high-dollar gaskets that are prone to leaking oil. Instead, apply a thin bead of clear RTV silicone adhesive sealant to reassemble the entire transaxle case. Silicone rubber is what I've always used on my transaxles since 1989 and to this day, they haven't leaked a drop of oil. And by eliminating gaskets, the use of silicone "strengthens" the transaxle housings by securely "bonding" them together or having them make positive metal-to-metal contact, which keeps the bolts securely tight, plus the silicone fills in any imperfections between the two metals, eliminating oil leaks. By the way - I've always preferred to use clear RTV silicone adhesive sealant for three reasons: Due to metal warpage (which is unavoidable in most cases), gaskets don't always seal the irregularities and imperfections between mating surfaces, especially thin metal covers; being it's an adhesive, it bonds parts together, forming a leak-proof seal; and being it's clear, a thin bead of silicone makes for a clean and professional-looking repair job. When applied sparingly, it can't be easily seen or noticed between the parts.
FYI - If oil leaks from an engine, transmission/transaxle or steering box, causing an oily mess on a concrete floor, mineral spirits (paint thinner) can be used to dry out the oil. Just pour some thinner on the oil, use an old broom to thoroughly mix the thinner with the oil, and eventually the oil will dry with no signs of it ever being on the floor. Because of its low volatile flammability, paint thinner also works great as a cleaning solvent, which is used to clean oily or greasy mechanical parts.
Fabricate a Simple, yet Functional Shift Lever Lock (to prevent the tractor from "jumping out of gear" when pulling) -
If you're using
either old or new gears, due to severe stress that pulling places on the
gears, it's always a good idea to install a sturdy shifter lock on
the tractor frame to hold the lever in gear when pulling. If pulling in just
2nd gear only, an
adjustable yoke end can be used, or a short U-shape shifter
lock can be made of minimum 1/8" thickness x 1" wide aluminum or steel. But
when pulling in only 2nd and 3rd gears, or with in
4 forward gear setup with no reverse, make the U-shape shifter lock taller
and tilted back so it'll be at a 90º angle with the shift lever for
positive locking (causing no movement) of the lever. Use two 1/4" bolts to
fasten the U-shape shifter lock to the tractor frame. The shift lever will
need to be in place on the tractor to properly align the pins in the shifter
lock and fasten the shifter lock bracket to the tractor frame in the right
spot. To ensure that the mating top and bottom gears are perfectly aligned
and fully engaged, and to prevent misalignment of the gears when they are
locked in position, accurately measure (twice), cut (once) and drill the
holes (once) before fabricating, welding and permanently installing the U-shape
shifter lock!
When pulling competitively, it's best to lock the shift lever in gear despite the best gears/shafts/bearing retainers installed and if the gears are properly aligned. Because sometimes they'll still jump out of gear under hard pulling pressure. I believe there's no bigger disappointment and embarrassment than having your tractor jump out of gear on the track, especially when you knew there was a chance that it would jump out of jump.
When building a Cub Cadet tractor from scratch (parts from other Cub Cadet tractors), remember - there's differences between the shift levers on IH-built Cub Cadets. Models IH Cub Cadet "Original", Cub Cadet models 70, 71, 72 and 100 use the same shift lever (part # IH-376214-R12). Models 73, 106 and 126 use the same shift lever (part # IH-528881-R1). Models 102, 104, 122 and 124 use the same shift lever (part # IH-392628-R11). And models 86, 108, 128, 582 (IH), 800, 1000 and 1200 use the same shift lever (part # IH-544135-R1).
Sometimes
while the tractor is connected to a heavy trailer, or still hooked to the
sled just after a pull, the clutch(es) on a Cub
Cadet will refuse to release (with the clutch pedal fully depressed, of course)
and at the same time the puller/operator tries to force the shift lever into
the neutral position, this may cause the transmission gears to become locked
up.
If this has happens, to fix this, first, the entire transaxle will need to be removed from the tractor's frame (this is much easier to do on a platform work table), or just move it back enough so the shift lever cover can be removed. After that, use a large flat screwdriver to shift the gears into the neutral position. (That's when the slots in the shift forks [where the shift lever ball end fits into] are aligned.) Then, you'll notice that the shifter forks are flared out. Use a hammer to bring them back together so the shift lever ball will fit snugly into them. Due to worn gears and pulling force, these slots will sometimes flare out on their own.
Shifter forks get broken, too. I've welded many of them back together with success. And if they don't break, they get bent from someone trying to jam or force the shift lever into gear when the tractor is sitting still with two gear teeth aligned and not offset with each other. This is when the operator needs to lightly engage the clutch or physically roll the tractor back and forth to get the gear teeth offset so the shift lever will go into gear. The same thing needs to be done with a car, truck or anything that has a manual shift transmission or transaxle to prevent damage.
To replace a broken shifter fork, first, remove the rod it attaches to. To do so, remove the transaxle from the tractor (this is much easier to do when using a platform work table), remove the front gear reduction housing, remove the rear end cover, then use a long drift (3/8" bendable steel rod) to drive the shifter rod forward from the transaxle case. Be sure to place a finger over the hole so the small steel ball and spring won't pop out and possibly get lost. Reassembly is in reverse order of removal.
To prevent the
gears from locking up again, first, make sure that the slots are properly
aligned and they're not flared out. Then place a bead of weld on each side
of the shift forks as shown in the picture to the right so they won't spread
out again. The weld will prevent the slots from spreading again and also
keep the clamp bolts from loosening.
And in high-torque engine tractors, the mainshaft (upper shaft) could become twisted, resulting in total lock up of all the gears. Contact A-1 Miller's Performance Enterprises for quality hardened gears, shafts, ring gears and other Cub Cadet transaxle components.
The Cause for Reverse to "Jump Out" of Gear -
If the transaxle jumps out of reverse, especially when backing up a slight grade (hill), this means either the shift forks are bent and need straightening and welding. Or the gear teeth on the reverse idler are worn and the gear itself needs to be replaced. The gear teeth on the 1st/reverse sliding gear suffers the same abuse, so it should be replaced, too. What cause this is when the operator don't come to a full stop before shifting into reverse. Instead, they grind the transmission into reverse, which wears off the gear teeth. The gear teeth loses their "squareness," and cannot stay engaged correctly. The same thing happens with the reverse idler gear in automotive transmissions. To replace the reverse idler and 1st/reverse gears, the entire transmission or transaxle must be completely disassembled. There is no other way to fix this.
By the way - all IH gear drive transaxles use the same shifter forks from the IH Cub Cadet "Original" until MTD made the 3 piece aluminum case. And you use caution if using an aluminum housing transaxle for competitive pulling. Aluminum don't have the strength that the cast iron ones does. When pressure is applied to the housing (the gears pushing against each other under stress; the housing is what holds the gears together), the aluminum housing will sometimes crack or break.
Advertisement: (Prices are subject to change without notice.)
| If you would like to purchase any of the parts or services
listed in this website, please contact A-1 Miller's Performance Enterprises
| 1501 W. Old Plank Rd. | Columbia,
MO (Missouri) 65203-9136 USA |
Phone: 1-573-256-0313 (shop) | 1-573-881-7229 (cell; text or when leaving
a voice message, please speak slowly and clearly). 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.)
E-mail: pullingtractor@aol.com.
When you call, text, email or visit our shop, you will be dealing
directly with the owner for the best customer
service. A-1 Miller's shop is open
to the public from 9am to 5pm, including weekends, except holidays. Please
call before coming so I'll be here waiting for your arrival.
Directions to our shop |
1501 West Old Plank Road, Columbia, MO - Google Maps or
Map of 1501 West Old Plank
Road, Columbia, MO by MapQuest. If you're the kind of person who don't
trust delivery/shipping companies (mis)handling your high-dollar and fragile
merchandise, you can make the long drive to
A-1 Miller's shop to personally
drop off and/or pick up your carburetor, clutch assembly, engine parts, entire
engine, transaxle, transmission, entire garden tractor, etc. "The road to
a friend's house (or shop) is never long." (We're planning to relocate our
business to other property with a bigger and better shop so we can hire more
help and provide many more high quality parts and professional services.)
|
|
 A-1 Miller's
Professional Repair Service. Repair your broken-loose or "sloppy" IH
Cub Cadet Shifter Assembly.
|
|
Cub Cadet
 
Shift Rail Steel Poppet Ball and Detent Spring. Each fits all gear-drive
Cub Cadet garden tractor models 70, 71, 72, 73, 86, 100, 102, 104, 106, 108,
122, 124, 126, 128, 580, 582, 800, 1000, 1050, 1200, 1220, 1320, 1330, 1420,
1535, 1604, 1606, 1720, 1730 and 1806. Ball also replaces the pressure release
check valve (ball) in the hydrostatic pump in Cub Cadet models 1220, 1320,
1330, 1420, 1720 and 1730.
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   Oil Seals
for Cub Cadet Garden Tractor Reduction Housing Input Pinion Shaft/Gears (above
È). IMPORTANT: Apply clean motor
oil, gear oil or lubricating grease in lip of seal and on shaft before installing
to keep seal lubricated and cool until internal oil can reach it. With no
prior lubrication, the dry rubber will get hot from friction and burn away,
causing an oil leak.
Oil Seal for IH Cub Cadet "Original" Input Shaft/Gear. Dimensions: 3/4" I.D. x 1.756" O.D. x 3/8" height. High quality aftermarket. Replaces discontinued Cub Cadet part # IH-377959-R91. $16.00 each, plus shipping & handling. Oil Seals for IH-built Cub Cadet Cast Iron Housing Reduction Housing Input Pinion Shaft/Gear.
Oil Seal for MTD-built Cub Cadet Aluminum Housing Reduction Housing Input Pinion Shaft/Gear. Dimensions: 5/8" I.D. x 1.574" O.D. x 5/16" height. High quality aftermarket. Replaces discontinued Cub Cadet part # 721-0193. $16.00 each, plus shipping & handling. |
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 External Bearing
Retainer Snap Ring. Fits OEM Cub Cadet and aftermarket .667"/17mm diameter
input pinion shaft with an integrated 10, 11, 12, 13, 14 or 15 tooth drive
gear. Made of high strength carbon steel. High quality aftermarket. Replaces
discontinued Cub Cadet part #'s IH-384709-R1 and 716-0143.
External Bearing Retainer Snap Ring. Fits aftermarket 5/8" diameter splined input pinion shaft with a slide-on 16 or 17 tooth drive gear. Made of high strength carbon steel.
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High-speed precision
radial ball bearings for IH- and MTD-built Cub Cadet cast iron and aluminum
gear reduction housings with OEM and aftermarket overdrive and underdrive
input pinion shaft with the integrated pinion gear and slide-on pinion gear.
Dimensions: .667"/17mm I.D. x 1.575"/40mm O.D. x .470"/12mm height. FYI
- All ball bearings have always been made to the metric dimensions. Where
applicable, the US and import manufacturers try to make them close to the
inch dimensions as possible.
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 Closed-End Needle
Bearing for Input Shaft/Pinion Gear. Cub Cadet part # 941-0362.
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 A-1 Miller's Performance Enterprises is an Authorized
Dealer for the Super Tough TRUE GEAR Pulling Gears, Hardened Top Shaft, and
Heavy Duty Ring and Pinion Gear Sets!
NOTE: True Gear stocks a lot of gears, but late Winter through early Spring is the rush time when they fill most dealers' orders. Customers' orders may be delayed due to this fact. |
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 Cub Cadet One
Piece Input Shafts w/Integrated 12 Tooth Pinion Drive Gear. Each have an
unworn spiral pin hole. Each input shaft below fits Cub Cadet garden tractor
models 70, 71, 72, 73, 86, 100, 102, 104, 106, 108, 122, 124, 126, 128, 580,
582, 800, 1000, 1050, 1200, 1535, 1604, 1606 and 1806, except models 1250,
1450 and 1650 with a hydrostatic disconnect attachment.
 One Piece Input Shaft and
Integrated 13 Tooth/5% Overdrive Pinion Drive Gear. Fits Cub Cadet garden
tractor models 70, 71, 72, 73, 86, 100, 102, 104, 106, 108, 122, 124, 126,
128, 580, 582, 800, 1000, 1050, 1200, 1535, 1604, 1606 and 1806. Speeds up
all transmission gears about one tooth about 5% for more ground speed. 1.241"
diameter gear; use only with OEM Cub Cadet 84 tooth lower driven gear. Intended
mainly for competition pulling, but can be used for general lawn and garden
work to slightly speed up tractor. Uses OEM .667" / 17mm ball bearing. NOTE:
This is NOT the same 13 tooth pinion gear that's used with the 10% and 26%
overdrive gears below. They have a different diameter. Made by True Gear
& Spline. $90.00 each, plus shipping & handling.
Replacement Splined Input Shaft for the 26%, 33%, 38%, 43% and 47% overdrive gears that accept the 13, 14, 15, 16 and 17 tooth slide-on pinion drive gears. Replace worn or damaged input shaft to match an overdrive and underdrive lower gears listed below Ê. Uses same bearing, oil seal and retaining ring as OEM input shaft. Made by True Gear & Spline.
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| Constant Mesh Overdrive and Underdrive Reduction Drive Gear
Sets for IH/MTD Cub Cadet Transaxles. Precision CNC-ground, heat-treated
and hardened gears. Smooth operation with no rattle or gear teeth clatter.
The OEM input pinion gear can be replaced with a 13 tooth/5% pinion gear.
But for faster speeds, the OEM input pinion and reduction gears can be replaced
with either 10%, 16%, 23%, 26%, 33%, 38%, 43% or 47% aftermarket overdrive
pinion and reduction gears, or 10% and 20% underdrive pinion and reduction
gears. The percentage is the amount the tractor speed is increased or decreased.
Intended for competition pulling, but can be used for general lawn and garden
use to speed up or slow down tractor. Made by True Gear & Spline. Use
this Cub Cadet Gear Ratio Chart
to determine which gears your tractor needs. (Open with
Microsoft
Excel or
OpenOffice
Calc and use
Google
Chrome web browser for a faster download of websites with large
files.)
Underdrive Gear Sets. Decrease gear ratio for less ground speed.
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 New 1st and Reverse
13 Tooth Sliding Gears. Replace OEM gear with worn teeth to prevent tractor
from jumping out of reverse when backing up a hill or ramp. Fits all IH-
and MTD-built Cub Cadet clutch drive garden tractors, Cub Lo-Boy models 154,
184 and 185, International Cub, Farmall Cub and Farmall Cub Lo-Boy. Not made
by True Gear & Spline.
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 New Reverse Idler
22 Tooth Gear w/Bronze Bushing. Replace OEM gear with worn teeth to prevent
tractor from jumping out of reverse when backing up a hill or ramp. Fits
all IH- and MTD-built Cub Cadet clutch drive garden tractors, Cub Lo-Boy
models 154, 184 and 185, International Cub, Farmall Cub and Farmall Cub Lo-Boy.
Not made by True Gear & Spline.
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| Custom Upper
Cluster Slider Gears and Two Lower Stationary Gears for IH/MTD Cub Cadet
transaxles. Precision CNC-ground, heat-treated and hardened gears. Smooth
engagement with no rattle or gear teeth clatter. Gear sets includes one upper
cluster gears and two lower gears. Intended for competition pulling, but
can be used for general lawn and garden use to speed up or slow down tractor.
Made by True Gear & Spline.
NOTE: Tooth count on upper cluster gear and matching bottom gear must add up to 52. Listed are the most popular sets: 1st and reverse gears (The 1st and reverse gears can have all the tooth counts for what ratio you would like; 13 teeth over 14 teeth up to 29 teeth), 14/15, 14/16, 15/16, 15/17 , 16/17, 16/18, 17/18, 17/19, 18/19, 18/20, 19/20, 19/21, 20/21, 20/22, 21/22, 21/23, 22/23, 22/24, 23/24, 23/25, 24/25, 24/26, 25/26, 25/27, 26/27. Other gear sets are also available; from 13 teeth to 28 teeth in any combination you desire, as long as the gear teeth on both matching upper and lower gears add up to 52. Exception: for the upper 13 tooth cluster gear, reuse the OEM (Original Equipment Manufacturer) Cub Cadet 39 tooth lower (1st speed) gear. Use this Cub Cadet Gear Ratio Chart to determine which gears your tractor needs. If you wish to use a faster gear than the 28 tooth, then an overdrive gear set (above È) will also need to be used. (Open with Microsoft Excel or OpenOffice Calc and use Google Chrome web browser for a faster download of websites with large files.) Above È gears, any combination. $150.00 per set, plus shipping & handling. Custom Gears Installation Information: On the custom 2nd and 3rd gear set, the bottom gears are wider than the Cub Cadet OEM (Original Equipment Manufacturer) bottom gears. Therefore, the cone-shaped spacer at the front of the lower pinion shaft will need to be narrowed about .050" so the pinion drive gear will mesh correctly with the lower driven gear. Exception: for the 13 tooth cluster gear, reuse the OEM (Original Equipment Manufacturer) Cub Cadet 39 tooth bottom gear. And if the upper gears are larger in diameter than the OEM (Original Equipment Manufacturer) gears, the shifter fork may need grinding for clearance. Or if the gears are really big, a billet shifter fork will need to be installed. Otherwise, 1st and reverse gears and everything else should remain the same in the transaxle. |
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 Top Shafts for
IH-Built Cub Cadet Garden Tractors with the Gear-Drive Cast Iron Housing
Transaxle. This is the upper splined shaft for the sliding 1st/reverse and
2nd/3rd gears. Will not fit the MTD-built Cub Cadet garden tractors with
the aluminum housing transaxle.
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Ring and Pinion Gear Sets for IH-Built Cub Cadet transaxles - NOTE: The IH-built Cub Cadet cast iron transaxle housing ring and pinion gears will not fit the MTD-built Cub Cadet aluminum transaxle housing. Also, the OEM IH Cub Cadet ring or pinion gears will not properly engage with True Gear's ring or pinion gears. Neither can be used with True Gear ring and pinions because True Gear ring and pinions have additional metal in the gear teeth area to hold up to the extreme stress of pulling. And all IH-built Cub Cadet and True Gear ring and pinion gear sets have a 4.6:1 ratio. OEM IH Cub Cadet Pinion Shaft/Gear ONLY for External (Axle) Brakes. Used and in excellent condition. No Cub Cadet part number available. $50.00 each, plus shipping & handling. (When available.) OEM IH Cub Cadet Pinion Shaft/Gear ONLY for an Internal Brake or External (Axle) Brakes. Used and in excellent condition. No Cub Cadet part number available. $50.00 each, plus shipping & handling. (When available.) IH Cub Cadet Ring Gear ONLY. Fits Cub Cadet Original, all IH-Built Cub Cadet garden tractors, Cub Lo-Boy and Farmall Cub International. OEM Cub Cadet part # IH-350787-R1. Used and in excellent condition. No Cub Cadet part number available. $50.00 each, plus shipping & handling. (When available.) True Gear Heavy Duty Hardened Forward Cut Ring and Pinion Gear Set. For use with engines that turn clock-wise when facing the flywheel. Can be used with internal brake or external/axle brakes. Inside diameter same as OEM Cub Cadet ring gear (4-1/2"). The centering ring is required to install this ring gear on the Chrysler carrier. $380.00 per set, plus shipping & handling. True Gear Heavy Duty Hardened Reverse Cut Ring and Pinion Gear Set. For use with a Diesel or reverse rotation engine in a Cub Cadet. No need to flip carrier. Can be used with internal brake or external/axle brakes. Inside diameter same as OEM Cub Cadet ring gear (4-1/2"). The centering ring (from Midwest Super Cub) is required to install this ring gear on the Chrysler carrier. $540.00 per set, plus shipping & handling. |
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 IH-Built Cub Cadet
 Light Duty, One Piece "Thin Casting"
Cast Iron Differential Carrier Assembly with Coarse Spline Side (Spider)
Gears. To be used with coarse spline axles. Suitable for a Cub Cadet with
a 10hp or smaller engine, light general lawn and garden use and light towing,
or for a competition pulling tractor with a 10" drawbar height and 23-10.50x12
cut-tread lug tires. Definitely not recommended for a competition pulling
tractor with a 13" drawbar height and 26-12.00x12 cut- or professional-tread
pulling tires! FYI - The bearings, ring gear and spider gears in a thin-casting
carrier will interchange with the thick-casting carrier and MTD Cub Cadet
fine spline carrier. Used and in excellent condition. Discontinued from
Cub Cadet. OEM Cub Cadet part # IH-350785-R92 (thin casting).
IH-Built Cub Cadet Heavy Duty,
One Piece "Thick Casting" Cast Iron Differential Carrier Assembly with Coarse
Spline Side (Spider) Gears. To be used with coarse spline axles. Suitable
for a Cub Cadet with a 12hp or larger engine, heavy lawn and garden use and
heavy towing, or for a competition pulling tractor with a 13" drawbar height
and 23-10.50x12 cut-tread lug tires. Not recommended for a competition pulling
tractor with a 13" drawbar height and 26-12.00x12 cut- or professional-tread
pulling tires! FYI - The bearings, ring gear and spider gears in a thin-casting
carrier will interchange with the thick-casting carrier and MTD Cub Cadet
fine spline carrier. Used and in excellent condition. Discontinued from
Cub Cadet. OEM Cub Cadet part # IH-223472-C91 (thick casting).
 NOTE: To remove the ring gear
from any of the above carriers, center-drill each rivet with a 1/4" drill
bit halfway through, then drive them out with a 1/4" roll pin punch and a
big hammer. Then install 5/16-24 UNF fine thread grade 8 bolts that measures
2" in nominal length (under the head) with a 3/4" shank (unthreaded part)
with grade 8 nuts and split lock washers. Torque each nut to 35 ft. lbs.
to secure the ring gear to the carrier. |
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 Differential Tapered
Bearing. This bearing goes in the flange below
Ê. Replace a worn or damaged bearing.
Fits IH Cub Cadet "Original" and all IH- and MTD-built clutch- and
hydrostatic-drive Cub Cadets, except belt drive models 482, 580, 582 Special
and 1100. Discontinued from Cub Cadet. OEM Cub Cadet 741-0369.
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 Cub Cadet Differential
Flange. Replace a flange with a broken-off bolt hole. Fits IH Cub Cadet
"Original" and all IH- and MTD-built Cub Cadet clutch- and hydrostatic-drive
garden tractors, except belt drive models 482, 580, 582 Special and 1100.
Discontinued OEM Cub Cadet part #'s IH-376158-R91 (with the rubber O-ring
groove ), 717-3203, 759-3803.
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 Coarse spline
axle shaft with wheel flange. Fits IH-built Cub Cadet models 70, 72, 73,
100, 102, 104, 105, 106, 107, 122, 124, 125, 582, 682, 782, 784 (prior to
serial # 720000), and certain 800, 1000 and 1200's. In excellent condition,
not twisted, bent or damaged. Being each axle is the same length, can be
used in either side of transaxle. Discontinued from Cub Cadet. OEM Cub Cadet
part # IH-531179-R1.
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 Cub Cadet Coarse
Spline Axle with disc brake and wheel flange. Fits IH-built
Cub Cadet models 86, 106, 107, 108, 109, 126, 127, 128, 129, 147, 149, 169,
784, 1250, 1450, 1650, and certain 800, 1000 and 1200's. In excellent condition,
not twisted, bent or damaged. Being each axle is the same length, can be
used in either side of transaxle.
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 IH Cub Cadet 1"
Fine Spline Axle. Each discontinued from Cub Cadet.
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 MTD Cub Cadet
30mm Fine Spline Axle. Discontinued from Cub Cadet. OEM Cub Cadet part #
703-1499.
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 Universal Fit
5/16" Thickness Cast Aluminum Wheel Spacers. Use to clear rear fenders and/or
brake calipers when using custom-widened steel wheels.
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 Wheel Stud Kit
for IH-built Cub Cadet with an internal (wet) brake. But will work
on other makes and models of garden tractors with 7/16-20 UNF (fine thread)
wheel mounting bolt holes. For use with no wheel spacers. Along with lug
nuts (below Ê), these make for much easier
mounting of wheels on a garden tractor. 7/16-20 UNF (fine thread) x 1-1/2"
thread length. NOTE: Not for tractors with brake disc welded to axle.
And aluminum flat surface wheels must have 7/16" mounting holes to keep
the wheel centered with the axle. An original, ingenious and innovative concept
by Brian Miller. 
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 Wheel Stud Kits
for IH-built Cub Cadets with an internal (wet) brake or external
axle/disc brakes, but will work on other makes and models of garden tractors
with 7/16-20 UNF (fine thread) wheel mounting bolt holes. Use with disc/axle
brakes and/or with wheel spacers when wheels with a deep back-spacing or
offset will not clear the fenders and/or brake calipers. Also, these make
for much easier mounting of wheels with or without spacers on a garden tractor.
Use with lug nuts (listed below). Each stud made of 7/16-20 UNF (fine thread)
125,000 PSI hardened steel, and secured from the backside on the wheel flanges
with jam nuts to prevent the studs from possibly loosening. Use with aluminum
or factory steel wheels. NOTE: Aluminum flat surface wheels must have
7/16" mounting holes to keep the wheel centered with the axle. An original,
ingenious and innovative concept by Brian Miller. Please accept no advertised
copycat products of this kind. (But I do appreciate them acknowledging my
ingenuity and intelligence.)
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 Automotive Wheel
Studs for MTD-built Cub Cadet 30mm Fine Spline Axles. Convert OEM Cub Cadet
7/16-14 UNC coarse thread studs to 7/16-20 UNF fine thread studs for much
easier mounting of wheels on a garden tractor, and so nice appearing
automotive-style chrome-plated, plain steel or stainless steel lug nuts (listed
below) can be used. OEM MTD brake discs can be used with these studs. Made
of extremely hardened steel. Install with a 1/2" impact wrench with grade
8 nut and flat washer/spacer to draw stud in flange. No drilling-out/enlarging
holes in flanges required. NOTE: Aluminum flat surface wheels must have
7/16" mounting holes to keep the wheel centered with the axle. Replaces
Cub Cadet part # 710-0852. An innovative concept by Brian Miller because
nobody else advertise this part for a garden tractor.
$20.00 per set of 10, plus shipping & handling. |
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    Lug Nuts for Aluminum or Factory Steel Wheels. Along with studs
(above), these make for much easier mounting of wheels on a garden tractor,
and these have a nice appearance. 7/16-20 UNF thread size. Torque each nut
to 50 ft. lbs. NOTE: Aluminum flat surface wheels must have 7/16" mounting
holes to keep the wheel centered with the axle. And the mounting holes in
factory steel wheels will need to be drilled-out/enlarged to 21/32" to allow
for the taper seat lug nuts to tighten properly and keep the wheel centered
with the axle.
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  Oil Seals for all IH-built Cub Cadet garden tractor models
with 1" diameter rear axle shafts. Will not fit IH Cub Cadet "Original" (see
below). Direct replacement with no machining required. Also fits
various other makes and models of garden tractor transaxles and garden tiller
gearboxes. Dimensions: 1" i.d x 1-1/2" O.D. x 1/4" thickness. IMPORTANT:
Apply clean motor oil, gear oil or lubricating grease in lip of seal and
on shaft before installing to keep seal lubricated and cool until crankcase
oil can reach it. With no prior lubrication, the dry rubber will get hot
from friction and burn away, causing an oil leak. An ingenious and innovative
concept by Brian Miller. Please accept no advertised copycat products of
this kind. (But I do appreciate them acknowledging my ingenuity and
intelligence.)
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  Neoprene or Silicone
Rubber O-Ring for IH Cub Cadet "Original" 3-Bolt Axle Differential Bearing
Flange. Dimensions: 3-1/8" I.D. x 3-3/8" O.D. x 1/8" diameter. High quality
aftermarket. Replaces discontinued Cub Cadet part # IH-285723-R1.
$2.50 each, plus shipping & handling.
Oil Seal for IH Cub Cadet "Original" 3-Bolt Axle Pinion Bearing Flange. Dimensions: 1" I.D. x 1.830" O.D. x .296" thickness. High quality aftermarket. Replaces discontinued Cub Cadet part # IH-610465-C92. $15.00 each, plus shipping & handling. IMPORTANT: Apply clean motor oil, gear oil or lubricating grease on O-ring and inside housing, and in lip of seal and on shaft before installing to keep these parts lubricated and cool until oil in transaxle can reach them. With no prior lubrication, the dry rubber will get hot from friction and burn away, causing an oil leak. |
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 Oil seal for Peerless
model 2300 4-speed transaxle with 1" diameter rear axle shafts. Fits Cub
Cadet belt drive models 482, 580, 582 Special, 1100, and other makes and
models of garden tractors with the Peerless 2300 transaxle. Direct replacement
with no machining required. Dimensions: 1" i.d x 1-3/8" O.D. x 1/4" thickness.
NOTE: Before reinstalling axles, apply motor oil or grease in seal lip
and on axle to prevent premature wear to seal. Replaces Tecumseh/Peerless
part # 788008. Our part # 252277. $10.00 each, plus shipping &
handling. |
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 Bronze Axle Bushings
for IH Cub Cadet "Original", and IH Cub Cadet models 70, 71, 72, 73, 100,
102 and 122. (All other models of Cub Cadet garden tractor axle housings
originally came with needle bearings.) For "Original" - hole for
Zerk grease fitting will need to be drill-aligned
through bushing after installation. Direct OEM replacement with no machining
required. Dimensions: 1" I.D. x 1.125" O.D. x 1" length. IMPORTANT: Before
reinstalling axles, apply clean motor oil, gear oil or lubricating grease
inside bushings or on axles for lubrication and prevent premature wear of
the bushings. Axle bushings discontinued from Cub Cadet. This bushing
replaces Cub Cadet part # IH-376160-R1 (Cub Cadet "Original") and IH-384664-R2
(models 70, 71, 72, 73, 100, 102 and 122). $9.00/pair, plus shipping
& handling. An ingenious and innovative concept by Brian Miller. Please
accept no advertised copycat products of this kind. (But I do appreciate
them acknowledging my ingenuity and intelligence.)
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 Needle-Roller Axle Bearings to replace damaged or worn 1" OEM
needle bearings in IH Cub Cadet models 86, 104, 105, 106, 107, 108, 109,
123, 125, 128, 129, 147, 149, 169, 800, 1000, 1200, 1250, 1450 and 1650 axle
housings. (All other models of Cub Cadet garden tractor axle housings originally
came with bronze bushings.) These needle bearings are a direct replacement
for the OEM IH Cub Cadet 1-5/16" O.D. axle needle bearings. Can also
be installed in the IH Cub Cadet "Original" axle housings after machining
with lubricating hole in bearing aligned with OEM Zerk grease fitting. The
"Original" axle housings will need to be bored precisely to 1.3125" (1-5/16")
to accept these bearings. Dimensions of each bearing: 1" I.D. x 1.3125"
(1-5/16") O.D. x 3/4" length.
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 Zerk
Grease Fittings. NOTE: Use a 1/4-28 UNF hand tap (preferably Taper
type) to cut new threads for installation of a grease fitting.
Click or tap here to
learn how to professionally drill for and cut new threads. FYI
- If a grease fitting needs to be used in a thin-wall steel tubing (that's
too thin to cut deep enough threads into) to lubricate a moving inside shaft,
weld a
jam nut with 1/4-28 UNF threads to the tubing, then drill
a 3/16" hole through the nut and tubing, and install a grease fitting with
short threads in the nut. [Return
to Previous Section, Paragraph or Website]
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 Axle Bushing or Bearing and Oil Seal Kits to install MTD Cub
Cadet 30mm fine spline axles in IH Cub Cadet 1" aluminum or cast iron axle
housings. Bushings are suitable for low-speed tractors, and needle bearings
are suitable for high-speed tractors. Axle housings will need to be precision
machined to accept these bushings or bearings and seals. Bushing and Bearing
dimensions: 1-3/16" I.D. x 1-1/2" O.D. x 1" length. Oil seal dimensions:
1-3/16" I.D. x 1-11/16" O.D. x 1/4" thickness. No Cub Cadet garden tractor
originally came with these size axle bushings or bearings. NOTE: Apply
motor oil or grease in bushings/bearings and seal lip and on axles before
installing to prevent premature wear to bushings and seals. An
innovative concept by Brian Miller, because nobody else advertise the use
of this part.
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 Axle Bushing / Bearing, Oil Seal and Locking Shaft Collar Kit
for Installing Ford Pinto Axles in IH Cub Cadet 1" aluminum or cast iron
axle housings. Bushings are suitable for low-speed tractors, and needle bearings
are suitable for high-speed tractors. Axle housings will need to be precision
machined to accept these bushings or bearings and seals. Bushing/Bearing
dimensions: 1-3/16" I.D. x 1-1/2" O.D. x 1" length. Oil seal dimensions:
1-3/16" I.D. x 1-11/16" O.D. x 1/4" thickness. No Cub Cadet garden tractor
originally came with these size axle bushings or bearings. NOTE: Apply
motor oil or grease in bushings/bearings and seal lip and on axles before
installing to prevent premature wear to bushings and seals. An
innovative concept by Brian Miller, because nobody else advertise the use
of this part.
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 Axle Retaining E-Clip
Snap Ring for IH-built Cub Cadets with 1" coarse spline axles. 5/8"
size. Fits tractors with serial number 719999 and below. Discontinued from
Cub Cadet.
Axle Retaining E-Clip Snap Ring
for IH- and MTD-built Cub Cadets with 1" or 30mm fine spline axles.
17mm size. Fits tractors with serial number 720000 and above.
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 External Snap
Ring for IH Cub Cadet "Original" Axles. 1" size. Retains axle shaft in axle
housing.
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 Internal (Wet) Brake Pads/Pucks. Fits Cub Cadet garden tractor
models 70, 71, 72, 73, 100, 102, 104, 105, 122, 123, 124, 125, 580, 582,
680, 682, 782, 784, 800, 1000, 1200, 1210, 1250, 1282, 1450, 1604, 1606,
1650, 1710, 1711 and 1712. IMPORTANT: Apply clean motor oil, gear oil
or lubricating grease on O-ring and inside housing for easier installation
and for longer wear. With no prior lubrication, the dry rubber will wear
from friction, causing an oil leak.
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 External/Axle Disc Brake Liner
Kit. Fits Cub Cadet garden tractor models 106, 107, 127 and 147 with H-H
Products type brake calipers. OEM Cub Cadet part # IH-544835-R91.
$220.00 per set, plus shipping & handling. |
 External/Axle Disc Brake
Pad. Fits IH Cub Cadet garden tractor models 86, 108, 109, 128, 129, 149,
169, 800, 1000, 1200, 1250, 1450 and 1650. NOTE: These are sold each,
and not sold in pairs. Because sometimes one pad on the same axle will wear
more than the other. OEM Cub Cadet part # IH-548122-R2. $60.25
each, plus shipping & handling. |
    Gaskets, Rubber O-Rings and Oil Seals for IH Cub Cadet "Original"
Transaxle.
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 Gaskets and Axle
Oil Seals for IH-Built Cub Cadet Gear Drive Cast Iron Housing Transaxles.
Fits Cub Cadet models 70, 71, 72, 73, 86, 100, 102, 104, 106, 108, 122, 124,
126, 128, 582, 680, 800, 1000 and 1200.
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 Gaskets and Axle Oil Seals for MTD-Built Cub Cadet Gear Drive
Aluminum Housing Transaxles. Fits Cub Cadet models 580 582, 1050, 1535, 1604,
1606 and 1806. NOTE: Gaskets not listed below are no longer available
from Cub Cadet or any other source. Use
clear RTV silicone adhesive sealant instead.
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 Gaskets and Axle Oil Seals for
IH-Built Cub Cadet Hydrostatic Drive Cast Iron Housing Transaxles. Fits Cub
Cadet models 105, 107, 109, 123, 125, 127, 129, 147, 149, 169, 682, 782,
982, 1250, 1282, 1450 and 1650.
NOTE: Top cover gasket no longer available - use clear RTV silicone adhesive sealant instead. By the way - I've always preferred to use clear RTV silicone adhesive sealant for three reasons: Due to metal warpage (which is unavoidable in most cases), gaskets don't always seal the irregularities and imperfections between mating metals, especially thin metal covers; being it's an adhesive, it bonds parts together, forming a leak-proof seal; and being it's clear, a thin bead of silicone makes for a clean and professional-looking repair job. It can't be easily seen or noticed between the parts. |
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 2-1/8" Diameter
Steel Expansion Welch Plug. Fits front of Cub Cadet hydrostatic drive
transmission/differential case. Fits certain Cub Cadet models 123, 125, 127,
129, 147, 149, 169, 680, 682, 782, 782D, 784, 882, 982, 984, 986, 1210, 1211,
1250, 1282, 1340, 1440, 1450, 1512, 1541, 1572, 1641, 1650, 1710, 1711, 1712,
1772, 1782, 1810, 1811, 1812, 1860, 1861, 1862, 1863, 1864, 1872, 1882, 1912,
1914, 2072, 2082, 2084, 2086, 2182 and 2284. Concaved/dish-shaped, not
cup-shaped. Expands and flattens out with hammer when installed in counterbore
hole.
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Magnetic Oil Drain Plugs with Tapered Threads and Square Head.
A-1 Miller oil drain plugs have a super strong rare earth/neodymium magnet.
Five times stronger than competitor's ceramic (ferrite) magnet and resists
demagnetization. Plugs listed below can be used on various other makes and
models of transmissions, transaxles, gearboxes and small engines. Tapered
threads requires no sealing gasket or sealant, and threads will not strip
out when tightened. To avoid cracking oil pan, do not over-tighten! When
in doubt, use
plumber's thread sealing tape to ensure proper sealing
of threads to prevent a possible oil leak. Universal application. Magnet
attracts and removes
ferrous
metallic wear fragments from the motor oil or transmission/gearbox to reduce
engine or gear/bearing wear. Sometimes some of the ferrous wear fragments
settle to the bottom of the oil pan and do not drain out with the oil when
performing an oil change, even when the oil is hot. The engine will last
much longer due to cleaner oil. Magnetic drain plugs are suitable for engines
with splash oil lubrication (no oil pump/filter). Remember - Metal flake
looks good in paint, not in oil. 
 1/4" NPT (Tapered Threads) Magnetic
Oil Drain Plug. Fits various Briggs & Stratton, Kohler and Tecumseh engines.
A-1 Miller's part. Replaces discontinued Kohler part # X-75-2. $5.00
each, plus shipping & handling.
 3/8" NPT (Tapered Threads) Magnetic
Oil Drain Plug. Fits various Briggs & Stratton, Kohler and Tecumseh engines.
A-1 Miller's part. Replaces Kohler part # X-305-4-S. $5.00 each, plus
shipping & handling.
3/8" NPT (Tapered Threads) Magnetic Oil Drain Plug. OEM Kohler part # X-305-4-S. $18.35 each, plus shipping & handling. 1/2" NPT (Tapered Threads) Magnetic Oil Drain Plug. Fits side of oil pan on Kohler engine models K141, K160/K161, K181 and M8 engines, and oil drain on Cub Cadet garden tractor transaxles and various automotive manual shift transmissions. A-1 Miller's part. Not available from Kohler. $5.00 each, plus shipping & handling. 3/4" NPT (Tapered Threads) Magnetic Oil Drain Plug. Fits various Briggs & Stratton and Kohler engines. A-1 Miller's part. Not available from Kohler. $5.00 each, plus shipping & handling.  5/8" I.D. Fiber Sealing Gasket.
Fits OEM Kohler 3/8" NPT Oil Drain Plug with Hex Head. Replaces discontinued
Kohler part # 241063. $1.00 each, plus shipping & handling.
 3/4-10 UNC (Straight Threads)
Magnetic Oil Drain Plug. Use to replace OEM Kohler 3/8" NPT oil drain plug
with stripped threads in [aluminum] oil pan. Includes fiber sealing gasket.
NOTE: Threads in oil pan must be enlarged with a 3/4-10 UNC (preferably
Taper type) hand tap. A-1 Miller's part. $5.00 each, plus shipping
& handling. |
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 Super Strong Rare
Earth/Neodymium Magnets for Engines, Transmissions, Transaxles and Gearboxes.
Attracts and removes ferrous metallic wear fragments from the lubricating
oil inside an engine that does not have an oil pump with an oil filter, or
inside a transmission, transaxle or gearbox to lessen wear and noise to gears
and bearings. Sometimes some of the ferrous wear fragments settle to the
bottom of the transaxle housing and do not drain out with the oil when performing
an oil change, even when the oil is hot. Engine or gears/bearings will last
longer due to cleaner oil. Install magnet in bottom of oil pan away from
the oil dipper and any moving parts, or in bottom of a transmission, transaxle
or gearbox away from rotating gears and any moving parts. Use
Krazy Glue,
Super Glue,
Gorilla Glue, or any industrial strength adhesive to secure
magnet in place. These rare earth/neodymium magnets are EXTREMELY strong!
Use caution when handling! Can be difficult to remove from a steel or cast
iron surface, are very brittle and can break easily if mishandled. Remember
- Metal flake looks good in paint, not in oil.
An ingenious and innovative concept by
Brian Miller. Please accept no advertised copycat products of this kind.
(But I do appreciate them acknowledging my ingenuity and intelligence.)
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 Hydrostatic
Drive Transmission Oil Filters. Each filter listed provides superior filtration
for less internal wear of parts. Each fits Cub Cadet garden tractor model
105, 107, 109, 129, 123, 125, 127, 147, 149, 680, 682, 782, 784, 882, 982,
984, 986, 1210, 1250, 1282, 1340, 1450, 1512, 1650, 1810, 1811, 1812, 1860,
1862, 1882, 2082, 2182 and 2284. Also replaces Ariens 31928; Bobcat 48045B;
Bolens 1726450; Gravely 39306; John Deere AM39653; MTD 727-0162; Onan 122-0185;
Simplicity 171439, 1650954; Toro/Wheel Horse 795270, 108335; Troy Bilt 1719859,
1726450, 1863211, 1870167, 1872167, 1876209, GW-1726450, GW-B1726450.
Specifications: Thread Size: 3/4-16 UNF; Micron: 16. Has anti-drainback valve;
8-11 PSI pressure relief.
Hydrostatic Drive Transmission Oil Filters. Each filter listed provides superior filtration for less internal wear of parts. Each filter listed below replaces: Gravely 039306; Jacobsen 130555; John Deere AM-39653; MTD 927-0162; Simplicity/Allis Chalmers 1650954, 171439; Toro 104-5169, 23-2300; Troy-Bilt 171-9859, 172-6450, 3" fits Husqvarna Zero-Turn Mowers. Specifications: Thread Size: 3/4-16 UNF; Micron: 28. Has anti-drainback valve; 8-11 PSI pressure relief.
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 Professional
Rebuild/Repair Service of Peerless Right Angle Gearboxes for belt-drive
Cub Cadet garden tractor models 482, 580, 582 Special, 1100, 1204 and 1604
with the Peerless model 2300 transaxle. We also rebuild/repair most other
makes and models of right angle gearboxes used in garden tractors, installed
on mower decks and used elsewhere, as long as replacement parts are available.
Repair price varies depending on which parts needs to be replaced and/or
repaired.
We do not rebuild/repair hydrostatic (oil/fluid) drive pumps or transmissions. |
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Automotive Rear End/Differential Narrowing Service -
To control the weight box in a garden tractor/ATV pulling sled. Details
include:
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How to Replace a Broken Shifter Fork in an IH Cub Cadet Transaxle -
How to Replace a Leaking Rear Axle Oil Seal in a Cub Cadet Garden Tractor (except the IH Cub Cadet "Original") - This is much easier to do on a platform work table. (Updated 4/26/20)
Use an
oil seal puller tool (which works like a pry bar) to remove
(pry out) the leaking oil seal.
How to Replace the Reduction Gears (Large Reduction Gear and Input Shaft/Pinion Gear) in an IH Cub Cadet Transaxle - [Top of Page]
Drain the oil from the transaxle.
The 5/8" square head oil drain plug should be located on the bottom of
the transaxle case, between the rear tires, facing forward. But if no drain
plug is present, remove the rear cover and raise the front of the tractor
to drain the oil from the transaxle.
How to Change the Gears in an IH Cub Cadet Transaxle -
To replace 2nd and 3rd speed gears, the entire transaxle must be removed from the tractor (this is much easier to do on a sturdy platform work table) and completely disassembled. But first, when you get the replacement gears, stack them on top of each other, arrange them in the order they go in the transmission, to see if the centers match up. Align them perfectly, too. If in fact they do match up, mark each one to avoid confusion during the installation process. After doing this, you can drain the oil from the transaxle. By the way - the transaxle, completely assembled, weighs 150 lb. So if you have trouble lifting it by yourself, ask someone to help. With the transaxle on a sturdy work bench, support it with wood blocks. Now, remove the reduction drive unit, then remove the rear cover. The rear differential unit (carrier assembly) must be removed first in order to replace the gears.
The procedure to remove the carrier assembly is as follows:
To remove (and install) the
differential carrier, first remove both axles, then the axle housings and
then the 3-bolt bearing flanges from the transaxle housing. NOTE - Identify
the number and thickness of shims removed from the each flange for aid in
reassembly. It may be necessary remove the side bearing from the differential
carrier opposite the ring gear for ease of removal (and installation). Now
the differential carrier can be removed from the transaxle housing.
Now, remove the shift lever/top cover assembly. Remove the shift fork retaining bolts. Rotate the shifter rails with pliers to unseat the poppet balls. Using a long drift (or rod) from the differential end, drive out the shifter rails forward and out of the housing. CAUTION! Hold your fingers over the holes or insert a 1/4" roll pin punch into the poppet bores to prevent the balls from flying out while the rails are being removed!
Remove the bolts from the main shaft bearing retainer and bump the main shaft and bearing forward and out of the housing. The upper 1st and 2nd/3rd sliding gears can be removed as the shaft is removed from the housing. Inspect the reverse idler gear for excessive wear or damage and replace it if necessary. Otherwise, the reverse idler gear doesn't need to be removed.
Remove the countershaft nut and bump the shaft rearward out of the housing. The lower gears and spacers can now be removed. Note the sequence of the spacers and gears for correct reassembly! Inspect all parts for wear, clean inside the housing and install the parts in reverse order of removal.
NOTE - When installing a
custom-made 2nd and 3rd speed gear set (especially
a 21 tooth and higher second speed gear), the shift fork and sometimes the
lower (inside) front portion of the transaxle housing may need grinding for
gear clearance and for the bottom 3rd gear clearance, because
the aftermarket lower 3rd gear is wider than the stock one. After
tightening the nut on the pinion shaft, rotate the shaft/gears by hand to
check for noise, adequate clearance and smooth rotation before permanently
installing! Also, before installing the shift lever cover, shift all the
gears by hand and check for correct bottom and top gear tooth alignment.
Being the center part between the 2nd and 3rd aftermarket
upper gears are larger in diameter, you'll probably need to grind out the
center "U" shape of the shifter fork. Or if you wish, instead of grinding
the original shift forks for clearance, special-made shift forks that will
clear the 21 tooth and higher gears are available from Midwest Super Cub.
The bottom 2nd and 3rd speed aftermarket pulling
gears are wider than the OEM gears. Therefore, the tapered spacer needs to
be narrowed about .060"±. But measure the thicknesses of the OEM gears
and aftermarket gears, then subtract the difference from the tapered spacer.
None of the other spacers will need to be narrowed. Remove metal from the
wide end of the tapered spacer. This way, it'll still allow plenty of room
for the tapered end not the interfere with the front bearing. When using
aftermarket gears, reducing the length of the front spacer will properly
align the bottom gears with the top gears, and it'll prevent pushing the
pinion gear too far back, which will throw off the backlash in the ring and
pinion gears. (The correct backlash of the ring and pinion gears is .003"
to .005".) For accuracy and trouble-free service, remove the metal from the
spacer by chucking it in a small metal lathe (with a self-centering 3-jaw
chuck). IMPORTANT: If you don't feel comfortable
using a metal lathe, please consult a professional and experienced machinist
with a lathe. But do not grind on the lower gear itself! And
because the lower 3rd gear is larger in diameter than the stock
one, slight grinding of inside the transmission housing may be needed.
After completion, rotate the gears by hand using the input shaft with the shift forks in the neutral position, the gears should turn freely and there should be no strange sounds. Shift all the gears into position and look at the gear teeth mesh. They should be perfectly aligned. If one or two isn't aligned, then a couple of spacers are in the wrong place. And if there is a noise, the only two things that could be causing it is the shift fork(s) wasn't ground enough to clear the gears or the lower inside portion of the transmission housing to clear the lower 3rd speed gear wasn't ground away enough.
And if you were wondering, ALL Cub Cadet transaxles are offset to the right when standing behind the tractor. They did this so the driveshaft will clear the steering box and so the driveshaft will be inline with the engine crankshaft centerline on the single cylinder Kohler engines.
How To Install Three (3) Forward Pulling Gears (with working reverse)
-
The two paragraphs below Ê was
written by Dan Floyd of Springfield, Missouri. His email address is:
jeep30dhf@yahoo.com.
Installing 3 forward pulling gears is exactly the same as the 4 gear setup (below Ê) with the exception of the reverse idler gear. Simply machine the opposite end from the spacer end of the reverse idler gear back approximately 1/4" and turn down the spacer end diameter a bit (to clear the gears). The reason for this is the gear will be moving back towards the transmission housing a bit. It is really very simple, especially if using the forks and spacers from Midwest Super Cub.
If you want to use your factory shift forks, you will only have to modify one. To do so, cut the forks off of the rail assembly and weld on new ones. I used a large, flat heat-treated washer with a side cut out to make one of mine after doing the first. Just place the gears in position with the rails in what gear it should be aligned the new fork. Tack weld it in place, then you can weld it on the bench to finish it. It isn't any big trick, no remachining the rails, no fancy gear grinding and no headaches. I did use an aftermarket spacer kit for the first transaxle I repaired. I kept the dimensions and made our own for the other installments. Their spacers let you use the original detents on the rails. Plain aluminum round stock can be used.
How To Install Four (4) Forward Pulling Gears (with no reverse) -
The
two forward gears that replaces the original 1st and reverse gears
installs pretty much the same way a custom set of 2nd and 3rd
gears are installed. Except they install and operate in reverse of
2nd and 3rd gears. To install a set of four (4) forward
gears, you'll need a set of special-made 4-speed shift forks and a 4-speed
gear spacer kit (see pictures above È
or to the right) from an aftermarket manufacturer.
To install the gears, the transaxle must be completely disassembled. Then you'll need to remove the reverse idler gear, shaft and boss. Take a torch and carefully cut the boss off, then use a die grinder to grind it smooth. Also grind the casting flash (ragged edges). You also may have to grind the housing for gear clearance depending on the ratios that you choose. After all the grinding is done and the housing has been cleaned, repaint the bare metal and let dry before reassembly. (Paint prevents oil from seeping through the cast iron housing and making a mess on the outside.) Make sure that the oil holes that feed the bearings are clear. You could replace the shift detent springs with the stiffer YELLOW springs. They're about 3 times stronger than stock springs. Available from Vogel Manufacturing.
Listed below Ê are the dimensions for making the spacers on a 3- or 4-speed Cub Cadet transaxle. Spacers listed in order going from the pinion bevel gear (lower shaft) towards nut: (Reverse gear - third or first - fourth gear, depending on gear selection.)
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Cross Sectional View of IH Cub Cadet Transmission
Exploded View of Cub Cadet Transmission Gears and
Components
If your tractor sometimes "skips
a gear tooth" in the transaxle when pulling, this is caused by the flimsy
OEM stamped steel front pinion bearing retainers. They'll flex when placed
under a load. What happens is the lower stationary gears on the pinion gear/shaft
are being pushed forward from the pressure of the ring gear, causing the
bottom gears to become misaligned with the top gears, which allows them to
skip a tooth. This could also cause the ring and pinion gears to skip, chipping
a tooth on the ring gear, or breaking the ring gear.
To prevent "gear skipping" and possibly breaking a tooth off a gear or ruining the ring and pinion gears, you'll need to install a set of billet steel pinion bearing retainers on the bearing where the lower pinion shaft protrudes through the front of the transaxle case. You can get a new set of billet steel pinion bearing retainers from Midwest Super Cub (http://www.midwestsupercub.net/).
By the way - the reason the pinion gear is offset or positioned lower than the centerline of the ring gear (spiral bevel or hypoid gear design; like the IH-built Cub Cadet ring and pinion gear teeth) is so both gear teeth can have contact 1-1/2 tooth at a time, making the gear teeth stronger and less prone to breaking in competition pulling than straight-cut or spur-cut gear teeth design (like the MTD-built Cub Cadet ring and pinion gear teeth), which makes contact 1 tooth contact at a time. This is also why the cast iron gear teeth on Kohler's crankshafts and camshafts have angled teeth.
The "original" (belt to disc
clutch drive) Cub Cadet had the rear end differential carrier installed with
the spider gears on the right of the ring gear (viewed with the operator
sitting in the seat). The transmission gears turns in the same direction
as the engine.
On the later model (direct disc clutch drive) Cub Cadets, which utilize a gear reduction housing, IH installed the carrier in reverse. The spider gears are on the left of the ring gear. This made the transmission gears turn in the opposite direction as the engine. The early and later carriers, ring and pinion gears are identical and are made to do this.
You must "flip the carrier" if you want to use an engine when the crankshaft PTO end turns counterclockwise when it faces the transaxle. Otherwise, it'll have 3 reverse gears and 1 forward gear.
So if you want to install an engine that turns in the opposite direction on a Cub Cadet, it's safe to flip a carrier to make your tractor go forward in the forward gears. And the ring and pinion gears will still mesh with no problem.
Using a "Beefier" Differential Carrier and Axles in a Cub Cadet for Heavy Duty Use or Competition Pulling | [Top of Page]
This section explains which OEM Cub Cadet differential carriers and axles are best to use for pulling, and how to machine two different automotive differential carriers and axles for installation into a Cub Cadet transaxle.
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:
Rather if it's a clutch/gear drive or hydrostatic drive, the OEM one-piece differential carrier and coarse spline axles are the most fragile or vulnerable parts in the IH-built Cub Cadet transaxle. The stock Cub Cadet differential carrier (the part that the ring gear is fastened onto) is made from inferior or weak cast iron material. When used for general lawn and garden use or competition pulling with the 23-10.50x12 lug tires and a 10" hitch height, the one-piece differential carrier and coarse spline axles should hold up just fine. But when used for garden tilling, snow removal (especially with tire chains), or competition pulling with 26-12.00x12 lug tires and a 13" hitch height when hooked to a very heavy sled on a biting track, they are likely to break.
What happens is this: when a tractor is pulling, and when the weight of the sled comes up on the tractor, force on the spider gears (side gears and differential pinion gears, the four angled gears that's inside the carrier) places extreme outward pressure on the differential carrier, causing it to explode without warning. To reduce the chances of this happening, read below Ê. Also, if you're running a lightweight pulling tractor (900 lb. w/driver) with a hitch height that's below the center line of the rear axle (10" hitch height), and small diameter rear tires (23x10.50-12), you don't have to worry about a stock carrier or axles breaking. The transfer weight of the tractor won't be placing that much strain on them.
What is the maximum horsepower recommended with a stock Cub Cadet carrier?
I don't think that question has just one answer. Because it's not necessarily horsepower that breaks a stock IH Cub Cadet coarse spline carrier and axles. The combination of engine size and torque, gearing of the tractor, weight of the tractor, tire size, if the tires have cut tread or not, hitch height, weight of the sled and track conditions all play a part in rather if a stock carrier and axles will break or not. To put it plain and simple, a heavy tractor with 26-12.00x12 cut tread tires and a 13" hitch height that pulls in 1st gear on a biting track is murder on a stock carrier and axles.
Use a Heavy Duty, Thick-Casting One Piece IH Differential Carrier for Competitive Pulling in a Stock Cub Cadet Garden Tractor -
IH Cub Cadet tractors originally
came with a thin casting, then later, a thick casting cast iron carrier.
Both of these carriers have been known to break under pulling strain, even
when "strapped." The thin casting carrier is suitable for light lawn and
garden use, or for a competitive pulling tractor with a 10" drawbar height
and 23-10.50x12 cut-tread lug tires. Definitely not recommended for a competitive
pulling tractor with a 13" drawbar height and 26-12.00x12 cut- or
professional-tread pulling tires. And the thick casting carrier is more suitable
for heavy lawn and garden use, or for a competitive pulling tractor with
a 13" drawbar height and 23-10.50x12 cut-tread lug tires. Definitely not
recommended for a competitive pulling tractor with a 13" drawbar height and
26-12.00x12 cut- or professional-tread pulling tires. The early thick casting
carrier has coarse spline side gears for the coarse spline axles. And the
later thick casting carrier has fine spline side gears for the fine spline
axles. The thick casting carrier is the 4th strongest carrier available,
but not as strong as the two-piece MTD-built Cub Cadet fine spline, Chrysler
or Pinto carriers and axles. And the bearings, ring gear and spider gears
in a thin-casting carrier will interchange with the thick-casting and MTD
Cub Cadet carriers.
Weld the Spider Gears Together to Strengthen the Stock Cub Cadet Differential Carrier -
A sure way to prevent a stock carrier from breaking is to weld the spider (side and pinion) gears together. I don't have a picture, but the spider gears are welded together where they make contact with each other. A welded or "locked" rear end will definitely provide superior pulling traction. But on the other hand, the tractor won't be as maneuverable as one with a free-spinning rear end. This means it would require a large area just to turn it around. Also, some extra weight (approximately 10 lb.) may be required on the front of the tractor to control it while going down the track. If one does decide to weld the spider gears, the carrier won't need a strap. Because under pulling stress, the spider gears wants to push outward, causing the differential carrier to break. But if the gears are welded, they can't push outward and break the carrier. Just weld the teeth together so they won't rotate on each other. And there's no need to remove the carrier out of the rear-end to weld the spider gears. You can reach in through the rear of the housing and weld side, then rotate the carrier and weld the other side. It's that simple. Use mild steel welding wire or rod to securely weld the spider gears together. Use some kind of metal shield to keep the welding splatter off the ring gear teeth. NOTE - welding of these gears is permanent! It cannot be undone!
A word
of caution before welding the spider gears: if there's inadequate weight
on the front of the tractor, a welded rear end could cause a high-speed pulling
tractor to wander from side to side on the track. Therefore, that's why most
pullers prefer an open (free spinning spider gears) rear end.
KEEP THIS IN MIND: If running
you're a 13" hitch height and 26x12.00-12 tires, isn't a "100% guarantee"
that stock [coarse spline] axles won't break. The above
È methods only lessens the chances of
them breaking. If you have a high horsepower engine, it's best to install
a re-machined automotive carrier and axles. Scroll down to find out what
it takes to machine an automotive carrier and axles yourself. And as far
I know, there's no posi-trac clutch packs for any carrier that can fit in
the Cub Cadet transaxle. Therefore, the only way to make both axles pull
at the same time in a Cub Cadet is weld the spider gears together.
Using Coarse Spline IH Cub Cadet Axles -
Anything with coarse splines
will twist or break a lot easier than anything with fine splines. That's
why the stock Cub Cadet axles twist or break easily, and that's also why
late-model automobiles use only fine splines throughout the entire driveline,
including the axles. Factory-hardened Cub Cadet coarse spline axles will
ALWAYS twist at the splines whenever too much torque is applied to them.
So when using coarse spline axles, try to use a set that's heat-treated to
the center. To check for this, drill into the center of the splined in. If
the drill bit cannot bore into the axle, then the center is heat-treated.
But if it bores into the axles, then the center is not heat-treated and the
axle may break easily.
"Gun drilling" axles or making
them hollow lengthways with the splines are is not a "100% guarantee" that
they will not twist or break in competition pulling. Gun drilling a set of
stock axles for pulling do not work! I tried this on my personal stock pulling
tractor with stock axles, and the axles broke at the splines. The best thing
to do is install an MTD Cub Cadet fine spline axles and carrier, or a Dodge
or Ford Pinto carrier and axles. In my personal experience as a puller, gun
drilling axles don't help to strengthen stock axles whatsoever. In theory,
you would think that this would work, but in reality, it doesn't. But on
a stock pulling tractor that has 23x10.50x12 lug tires and a 10" hitch height,
factory coarse spline axles and the thin casting factory carrier shouldn't
break.
Install a Fine Spline Differential Carrier and Axles For Additional Strength -
The IH-built Cub Cadet one-piece carrier with the fine spline
side gears and 1" diameter fine spline axles came in some of the later models
682, 782, 1282 and maybe a few others have them. The later one-piece carrier
have thicker metal for increased strength. This carrier is about 75% stronger
than the earlier one-piece coarse spline carriers. These carriers and axles
can be used in a stock pulling tractor. Only certain carriers and axles in
the red color Cub Cadets are fine spline. You can't tell from the outside.
The rear cover must be removed and an axle pulled to see if it has fine spline
axles. As far as I know, the early model IH 582's and all of the model IH
1282's came with these particular carrier and axles. These came in IH Cub
Cadet models below serial number 720,000 (models 582, 682, 782 and 1282).
At 720,000 they kept the 1" fine spline axles and upgraded
the carrier to the 2 pc. These models go from the late red 82 series and
continue with all the models with that same body style (1811, 1806, 1210
etc). These models had the all aluminum transaxle housing but still had the
hex shaped axle housings. This setup will drop right in an older Cast iron
rear without any machine work to the axle tubes. The ring gear needs swapped
over to the new carrier.
Beginning at serial # 800,000 (for the 1990 model year) they changed the styling by changing the hood and grille to plastic. These models are often referred to as the "cyclops" series because they have a single headlight lens that covers the two bulbs. These models kept the same 2pc carrier but the outer end of the axle had its diameter increased to 30mm. These models have the larger round axle housings and use ball bearings at the outer end of the axle instead of the needle bearings. To use these axles and carrier in an older cast rear, the axle housings need bored out and larger bearings and seals put in.
The two-piece/bolt-together fine spline carrier and 30 millimeter (1-3/16")
fine spline axles were manufactured by MTD (Modern Tool & Die) and not
International Harvester. This carrier and axles will fit in the early [coarse
spline] IH Cub Cadet transaxles, except the IH Cub Cadet "Original", with
no modifications, with the exception of swapping out the ring gear, carrier
bearings and enlarging the axle housing ends for larger bearings and oil
seals for the bigger 30 mm axles.
The carrier itself will fit
in the IH Cub Cadet "Original" (with the ring gear swapped), but the fine
spline axles won't work because the IH Cub Cadet "Original" use snap rings
midway of the axles to retain them in the housings, one axle has a Woodruff
key slot for the brake drum, and both axles have an oil seal in the 3-bolt
flanges.
These fine spline units were used in the heavier [spread frame] garden tractors (mostly with a twin cylinder engine), and found in all Cub Cadets manufactured by MTD after serial number xxxxxxxx720000 (1983 and later). The serial number will probably have a long row of numbers, but if the last six numbers are higher than 720000, the tractor should have the fine spline carrier and axles. This includes all late model yellow and white gear- and hydrostatic-drive Cub Cadets with an aluminum transaxle case, except the model 582 Special, which have the Peerless 2300 series transaxle. (This particular transaxle is very tough when used for general yard and garden work, but one of the axles have been known to break when pulling competitively with 26-12.00x12 lug tires.) An easy way to identify the MTD fine spline axles is they have pressed-in automotive-style wheel studs w/lug nuts and not the screw-in lug bolts to fasten the wheels to the axle flange. The center of the flanges have that "automotive look" because the flanges are cast onto the axles and not welded. These may be quite as strong as the automotive carriers and axles. (See further down.)
The MTD-built Cub Cadet bolt-together fine spline carrier & 30mm axles came in all tractors an aluminum transaxle housing. Available from 1982 to 1994. Including models: 580 (disc clutch drive), 582 (disc clutch drive), 680 (hydrostatic drive), 682 (hydrostatic drive), 782 (hydrostatic drive), 784 (hydrostatic drive), 982 (Onan; hydrostatic drive), 984 (hydrostatic drive), 986 (hydrostatic drive), 1050 (disc clutch drive), 1204, 1210, 1211, 1282 (hydrostatic drive), 1340, 1440, 1512, 1535 (disc clutch drive), 1540, 1541, 1572, 1604 (disc clutch drive), 1606 (disc clutch drive), 1641, 1710, 1711, 1712, 1772 (Diesel), 1782, 1806 (disc clutch drive), 1810, 1811, 1812, 1860, 1861, 1862, 1863, 1864, 1872, 1882, 1912, 1914, 2072, 2082, 2182 and 2284. Any Cub Cadet that originally came with a cast iron transaxle housing, rather if it's a hydrostatic- or clutch-drive, doesn't have the bolt-together fine spline carrier and 30mm axles.
The new style bolt-together MTD
fine spline carrier is much stronger than the older cast iron carrier and
the ends of the fine spline axles are much stronger than the old coarse spline
axles. There's no need to center-drill through the coarse spline axle splines
to strengthen the splines. The spline will still twist and break under pulling
force. In most cases, the ring gear may need to be swapped with an older
IH angle-cut gear teeth ring gear because the ring gear teeth on the hydrostatic
drive models of MTD Cub Cadet tractors are straight-cut. The old style IH
ring gears will bolt directly to the fine spline carrier with no modifications,
and the MTD side bearing caps (flanges) will also interchange with the IH
housing. They're a direct fit.
Although the IH- and MTD-made 10-tooth pinion shafts will interchange between the IH- and MTD-built transaxles, it's best to install a ring gear with angled teeth from an IH carrier onto the two-piece MTD-made carrier. The reason being is angled gear teeth makes 1-1/2 teeth contact with each other, which is stronger, and the MTD straight-cut gears only makes contact with 1 tooth at a time, which is weaker. The more tooth contact is less prone to ring gear breakage. If the straight-cut tooth ring gear breaks under pulling strain, it's likely to break the flange on the carrier, too.
The splines on the fine spline IH and MTD axles are the same. The only difference is the IH axles are 1" in diameter the whole length of the axle, and the MTD axles are 30 mm (1.181" or close to 1-3/16") at the wheel flange. This means when using MTD axles with IH axle housings, the ends of the housings would need to be bored to accept 30mm I.D. or 1-3/16" bushings or needle bearings in order for them to work. The needle-roller bearings from the MTD housings can be reused and installed in the IH housings. But the oil seals should be purchased new. Also, either of the axle housings on the MTD transaxle won't work on an IH Cub Cadet transaxle narrow side because the mounting flange is too wide for it to fit inside the tractor frame.
NOTE: When installing the
MTD fine spline, Chrysler, Pinto axles in an IH transaxle, and if the IH
Cub Cadet has external axle [disc] brakes, the MTD or automotive axles won't
work because the MTD brake discs are too big in diameter, and the automotive
axles have no brake discs. Therefore,
Midwest
Super Cub offers aftermarket disc brake add-ons. Otherwise, an IH internal
brake transaxle would need to be installed in the tractor.
The coarse spline (IH-built) and fine spline (early IH-built and all MTD-built) Cub Cadet differential carriers use the same [tapered] bearings and races, and the carriers are exactly the same width.
The splines on the 7-¼" Chrysler axles are much coarse (but still considered as "fine spline") and stronger than any fine spline Cub Cadet axle. Therefore, when used in a highly modified garden pulling tractor, sometimes the splines in the [Cub Cadet] side (axle) gears will strip out. The side gears from a 7-¼" Chrysler carrier can be installed in a bolt-together fine spline MTD Cub Cadet carrier. The side gears and axles from a 7-¼" Chrysler rear end will fit in a bolt-together fine spline carrier, and the Chrysler axles can be used, but the cavities in the carrier where the side gears rest will need to be machined (enlarged) to 1.501" so the side gears from the Chrysler will fit.
I believe that ALL fine spline axle/carrier tractors have external brakes. To install this type of carrier and axles in an internal brake transaxle, just knock out the wheel studs from the axles, remove the brake discs and reinstall the studs. You may need to swap out the ring gear, too.
Information about Using a Chrysler, Dodge or Plymouth Differential Carrier and Axles in a Cub Cadet Transaxle - [Top of Page]
The heavy duty carrier and axles that most pullers prefer to
use are out of a Chrysler-family vehicle with a 7-1/4" Dana 25 rear end.
The 7-¼" Chrysler carrier and axles are extremely strong! When machined
and installed correctly, I believe there's no way they will break in a Cub
Cadet pulling tractor, even with a 50+ c.i. Modified, highly modified V-twin
or a 3-cylinder turbo-charged Diesel engine.
This type of rear end was introduced
in 1960. It has a 7-¼" ring gear, 9 bolts on the cover, and an oil
filler/level plug on the rear cover. It's a low performance differential
unit that came in all cars with a slant 6 and some cars with a 318 cid engine.
Casting numbers are # 2070051, 3507881 and 3723675. These numbers are not
on an attached tag; they are cast on the rear end housing. This rear end
came in any rear-wheel drive Chrysler, Dodge or Plymouth car from 1960 to
the early 80's such as the Aspen, Dart, Diplomat, Duster, LeBaron, Mirada,
Valiant and Volare. They were also used in the Dodge Dakota trucks with a
4-cylinder engine, the 1960-1976 Plymouth Valiant, 1964-1971 Plymouth Barracuda,
1966-1967 Plymouth Belvedere II, 1966-1971 Dodge Charger, 1966-1971 Dodge
Coronet, 1966-1971 Dodge Monaco, 1966-1971 Plymouth Belvedere, 1966-1971
Plymouth Satellite, 1966-1976 Dodge Dart, 1966-1978 Plymouth Fury, 1967-1971
Dodge Polara, 1967-1971 Plymouth GTX, 1968-1975 Plymouth Roadrunner, 1970
Plymouth Superbird, 1970-1971 Plymouth Cuda, 1970-1971 Dodge Challenger,
1970-1976 Plymouth Duster, 1971-1976 Plymouth Scamp, 1976-1980 Dodge Aspen,
1976-1980 Plymouth Volare, 1977-1981 Plymouth Gran Fury, 1977-1981 Chrysler
Lebaron, 1977-1981 Chrysler New Yorker, 1977-1981 Chrysler Newport, 1977-1981
Chrysler Town & Country, 1977-1981 Dodge Diplomat, 1979-1981 Dodge St.
Regis, 1980-1981 Chrysler Cordoba, 1980-1981 Dodge Mirada and 1981 Chrysler
Imperial. They're still manufactured today. (Some of the models listed may
not be 100% accurate, so use your best judgment.)
The newer (1978+/- and newer) have changed the casting. Some
are quite a bit wider and won't fit into the Cub Cadet housing. Some have
the side gears offset from the centerline and the bearing cups are odd looking.
If installed in a Cub Cadet transaxle, one axle will be longer than the other.
One axle will need to be shorter than the other so they'll project out of
the axle housings the same length. The late '60's Dart, Valiants and early
'70's Demons works best. They're the ones with no ribs. The ones with the
tall ribs, the knocked off ribs are the junkers.
The rear end that's needed for use in a Cub Cadet transaxle are ones with a 2.7:1 or lower ring and pinion gear ratio (2.76, 2.93, 3.23 and 3.55). Ones with a 2.22:1 or 2.4:1 ratio won't work because of ring gear flange offset location. The ratio can be found stamped into a small metal tag that's attached to one of the rear cover bolts. After founding the right rear end, the only the parts you'll need are the carrier with all spider gears intact and in good condition, the Timken roller bearings and races, and at least 15" of each axle (when measured from the spline end). The ring and pinion gears aren't needed.
How to Machine and Install the Chrysler Carrier and Axles in a Cub Cadet Transaxle -
The process to install a Chrysler-made automotive differential unit in a Cub Cadet transaxle housing is fairly simple. It can become time consuming fitting all the parts and getting everything shimmed and clearances set. And as always, for trouble-free service, take your time when machining any rear end for use in a Cub Cadet. Measure the parts/clearances with extreme accuracy before final installation.
Machine the Differential Carrier for Proper Fit: (Updated 12/23/08)
Remove
the Cub Cadet carrier and axles. Save the ring gear off the carrier because
it'll need to be installed on the automotive carrier. The stock Cub ring
gear is removed by drilling out the rivets. To remove the rivets, grind the
end off each rivet, then use a 1/4" roll pin punch and medium size hammer
to drive out the rivets, or drill the remaining rivets out with a 5/16" drill
bit. Removing the ring gear from the automotive carrier is the same process.
precision-machined centering
ring/spacer is required for the gear to be perfectly centered on the carrier.
The centering ring/spacer needs to be heated with an acetylene torch so it
fits snug on the carrier and becomes a permanent part of the carrier. A
precision-machined centering ring/spacer is available from
Midwest Super Cub. The aftermarket
heavy duty ring gear fits snug on the Cub Cadet carrier. But the centering
ring is required to install it on the Chrysler carrier.
The
inside of the [3 bolt] Cub Cadet bearing retainers will need to be machined
to accept the larger automotive bearing races. Also, the Chrysler carrier
is .100" wider than the Cub Cadet one. So either bore .050" deeper into each
retainer so the width of the carrier will have proper fit, or narrow the
Chrysler carrier .050" on each side. This is performed in a metal lathe (with
a self-centering 3-jaw chuck). IMPORTANT: If
you don't feel comfortable using a metal lathe, please consult a professional
and experienced machinist with a lathe. Or just order a set
of CNC machined steel bearing cups (retainers) from
Lakota Racing or
Midwest Super Cub, because the
OEM cast iron bearing retainers may break if not reinforced with a steel
cap. And when using the stock Cub Cadet shims, the carrier can be moved side
to side to reach the desired lash between the ring and pinion gears. It's
best to set the lash between .006" to .008".
By the way - back in the day when Cub Cadet machined their cast iron housing transaxles, shafts and gears, quality control wasn't as strict as it is today with the precision of CNC machines. The same is true with the Kohler cast iron engine blocks, camshafts and crankshafts. That's why the ring and pinion gear teeth require [steel] shims to set the clearance and back-lash, and the tapered bearings need to be shimmed to set the preload. And the camshaft and crankshaft require shimming (steel shims or various thicknesses of gaskets) to set the end-play clearances of either. Nowadays, thanks to the precision of CNC (Computer Numeric Control) machining, virtually all makes and models of transaxles, transmissions and engine blocks don't require shims... for anything! As a matter of fact, many of them don't even use or require gaskets. They use silicone sealant instead (except for the head gasket(s) on the engines). By the way - I've always preferred to use clear RTV silicone adhesive sealant for three reasons: Due to metal warpage (which is unavoidable in most cases), gaskets don't always seal the irregularities and imperfections between mating surfaces, especially thin metal covers; being it's an adhesive, it bonds parts together, forming a leak-proof seal; and being it's clear, a thin bead of silicone makes for a clean and professional-looking repair job. When applied sparingly, it can't be easily seen or noticed between the parts.
Machine the Axles for Proper Fit:
With the splined end of the axle
in the chuck of a metal lathe (with a self-centering 3-jaw chuck)
(IMPORTANT: If you don't feel comfortable using
a metal lathe, please consult a professional and experienced machinist with
a lathe.), turn the entire diameter down to 1.000" and use
the original bronze bushings or needle bearings in the Cub axle housings.
Unless they're worn or damaged, there's no need to do anything to the OEM
bushings or bearings in the housings. But do install new oil seals. The oil
seal size is 1" I.D. x 1-1/2" O.D. x 3/8" thick. The oil seals are part #
CR 9878 and National # 4712224. They're the same size seal that most garden
tiller tine shafts use and the 5hp V50, 6hp V60 and 7hp V70 Tecumseh vertical
shaft engines use on the PTO end of the crankshaft. But if you choose to
machine the axles down to 1.125" (1-1/8") in diameter instead, then install
either a 1.128" I.D. x 1" length bronze bushing or a Torrington roller bearing
# B-1816 or equivalent (for a 1-1/8" shaft) and the oil seal is a National
# CR11734 or equivalent (for a 1-1/8" shaft) in the axle housings. It doesn't
matter which brand of bushings, bearings or oil seals are used, just as long
as they're of high quality and the correct size. NOTE: The bronze bushings
will need to be removed and axle housings will need to be bored to accept
the over-sized needle bearings. To do this, you'll need to first measure
the outside diameter of the needle bearing housing, then bore the axle housings
.003" smaller for a press fit.
The Chrysler axles can have either
the E-clip snap rings or [1" or 1.125" I.D.] set screw collars (like for
the Pinto axles further down in this web page) to retain them in the carrier.
If the E-clip snap rings is used, in the lathe
(IMPORTANT: If you don't feel comfortable using
a metal lathe, please consult a professional and experienced machinist with
a lathe.), flip the axle end for end, and cut a .025" wide
snap ring groove in the splined area .250" from the end. If a set screw collar
is used, be sure to install a heat-treated washer between the collar and
housing to prevent the collar from wearing against the rough casting inside
the housing.
Before
welding the axles to the flanges, the axles will need to be pressed in the
flanges. In the lathe (IMPORTANT: If you don't
feel comfortable using a metal lathe, please consult a professional and
experienced machinist with a lathe.), machine the ends of
the axles (opposite the splines) .003" larger than the hole in the flanges,
or bore a .003" smaller hole in the flanges. However it's done, just make
sure it'll be a press-fit. Fabricate two new flanges from scratch. For
precision, the five holes in the flanges (and wheel spacers) or the boring
process for the center of the automotive flanges should be performed in an
indexing fixture, super spacer or rotary table with a self-centering 3-jaw
chuck that's fastened on the table of a vertical milling machine.
Advertisement: (Prices are subject to change without notice.)
If you need heavy duty transaxle parts such as custom gear sets,
Chrysler carrier and axles, aluminum transaxle cases and etc. for your Cub
Cadet, contact:
|
The Dana 30 carrier and axles
out of a Jeep, and John Deere models 140 above serial number 63,905, and
all JD models 300, 312, 314, 316 and 317 will also work in a Cub Cadet transaxle.
Information about Using a 6-3/4" Ford Carrier and Axles in a Cub Cadet Transaxle -
This particular carrier and
axles have a 6-3/4" diameter ring gear, and 4 wheel studs in the axle flanges.
This carrier and axles are actually easier to install than the Chrysler unit
because less machining is required, and when machined and installed correctly,
and used with a
ring gear snubber, they're just as strong the 7-1/4" Chrysler
carrier and axles. They should hold up well when used in a Cub Cadet pulling
tractor with a 50+ c.i. Modified, highly modified V-twin or a 3-cylinder
turbo-charged Diesel engine.
The 6-3/4" carrier and axles from certain models of a 1968-70 Ford Falcon, 1968-70 Ford LTD, 1977-79 Ford LTD II, 1970 Ford Maverick, 1968-70 Ford Mustang, 1974-78 Ford Mustang II, 1971-78 Ford Pinto, 1968-70 Ford Ranchero, 1968-70 Ford Torino, 1975-78 Mercury Bobcat, 1960-68 Mercury Comet, 1968-70 Mercury Cougar, 1968-76 Mercury Montego and 1978 Mercury Zephyr, all with a 4 cylinder (L4) engine will work, as long as it's of the integral differential type rear axle, splines are smaller in diameter than the entire length of the axles, it has 6-3/4" diameter ring gear, 8 bolts on the cover, and the car originally came with a 4 or 6 cylinder engine. And it's not the later model full size "Mustang," but rather the smaller "Mustang II." Also, some Mustang II's came out with an 8" diameter ring gear rear end with a welded-on cover and removable differential carrier, which would be more difficult to install in a Cub Cadet transaxle because both the carrier and axles are much bigger. Although an 8" or even a 9" Ford carrier and axles will also fit in a Cub Cadet transaxle, but a lot of machining is required. Ask Chuck or Kevin Vogel for details.
The below Ê was written on 01/19/02 by Jim Williams (jrwilliams@go-concepts.com (Jim Williams)) This is his experience with a Ford Pinto rear end:
| Hi folks. As for the year of the Pinto rear end, it was already out of
the car and they thought it was a '76? The axles were 1-1/8 inch at the splines.
To install the ring gear I had to machine the long end of the carrier for
the ring gear to fit. The Pinto ring gear faced the other direction on the
short end of the carrier. I had to do some clean up machining on the ring
gear on the mating surface's to get a machine fit, the bolt holes matched
and I used grade 8 cap bolts, I choose to use Allen head bolts and self locking
nuts.
I had to put the carrier and ring gear in unbolted as the carrier is longer and they would not fit inside bolted together I used the Pinto bearing for two reasons, 1- they are bigger than the Cub's and 2- the carrier housing was not thick enough where the bearing fit to turn down to fit the Cub bearings. We turned the inside of the bearing cups so we could get the Pinto bearings in plus I had to make the bearing cup on the long end of the carrier shorter as there was not enough meat on the carrier to set the bearing closer to the ring gear. Also machined the cup deeper, on the long end and due to the deeper bearings they are inside of the hole in the transsexual so the cup is stronger there due to the position of the cup. Had to use extra shims to get the right gear lash. I also made a cup plate of steel and bolted it on the outside of the short end of carrier cup to keep the bearing cup from breaking under stress. I also made the hole bigger in the axle housing as the axles were bigger and welded plates to the housings and installed wheel seals. I used a self aligning bearing plate with locking screw's instead of axle bushings and I made a small flat spot on the axles so as to lock the bearing plate to the axle. The bearing plates have grease fittings. I am well pleased with my setup and the tractor at 1150 lbs. rolls with very little effort due to the bearings on the axles. The axle flange's are Cubs and I cut the flange's off and machine a hole in the center and machined a shoulder on the axle so as to be able to weld the flange on both sides and also true up the flange's. I installed some wheel studs in the flange's instead of the Cub axle bolts. If anyone have any questions let A-1 Miller's know, I didn't think to take any pictures. Hope this helps.
Information about which model of the Pinto rear end is best to use in the IH Cub Cadet transaxle. (Created 11/14/01)
I did not machine the Pinto differential carrier to make it shorter. It seemed to A-1 Miller's that this would make the bearing surface area about 1/8" thinner due to the fact that the farther you go towards the ring gear the larger the hole becomes. I machined the bearing cup .900" on the long end of the differential, to make the bearing race go farther back into the cup. See photo #1. This made the area on the bearing cup that keeps the bearing from pushing out very thin. I then used a 3/8" thickness steel plate over the flange to give it support. See photo #2. This cup is on the opposite side of the ring gear, so there should not be much pressure pushing it out. When shimming the backlash, I had to remove all of the shims from the bearing cup on the ring gear side. I didn't use a dial indicator to check the backlash, but I think it will be okay. If I decide to move the ring gear closer to the pinion, I would have to add a shim behind the differential bearing or machine the flange on the bearing cup. By not shortening the differential, you must put the differential and ring gear in separate and bolt it together inside the rear end. - Todd O'Neill - My e-mail address is: oneills@svs.net (Todd O'Neill) |
How to Machine and Install a Pinto Carrier and Axles in a Cub Cadet Transaxle -
As always, for trouble-free service, take your time when machining any rear end for use in a Cub Cadet. Measure the parts/clearances with extreme accuracy before final installation.
Machine the Carrier for Proper Fit:
The
Cub Cadet ring gear fastens on the opposite side of the flange where the
Pinto ring gear originally went. Don't use the original Pinto ring gear
bolt holes in the flange to fasten the Cub Cadet ring gear to. They're too
big and they don't line up properly. Also, the ring gear could slip and/or
break when under severe pressure if the Pinto ring gear holes are used. Instead,
align the ring gear on the flange so the holes are halfway between the Pinto
bolt holes, and clamp the ring gear on the flange. Now drill new 5/16" holes
into the flange (it's just soft metal) through the ring gear holes for perfect
alignment.
Use
5/16" diameter grade 8 or stainless steel fine thread bolts with a 3/4" shoulder,
split lock washers and grade 8 nuts to secure the ring gear to the flange.
Torque the bolts to 35 ft. lb. This may seem kind of tight for 5/16" bolts,
but they must be this tight to prevent the ring gear from slipping and possibly
breaking.
The flange on the Pinto carrier
is too large for the inside of the Cub Cadet ring gear (next to the gear
teeth) to fit, so the outer edge will need to be turned down (precision machined
in a lathe) exactly to 5.705". Don't machine it any smaller, or the
ring gear will be too loose on the carrier and not turn true with the carrier.
See photo to the right è
(IMPORTANT: If you don't feel comfortable using
a metal lathe, please consult a professional and experienced machinist with
a lathe.)
Machine the Axles for Proper Fit:
The large part of the axle will
need to be machined down to 1.125" (like the Chrysler axles), then in the
end of each [Cub Cadet] axle housing, use either a 1.128" I.D. x 1" length
bronze bushing or a Torrington needle bearing # B-1816 or equivalent (made
for a 1.125" diameter shaft) and the oil seal for the axle housing is a National
# CR11734 or equivalent (for a 1.125" diameter shaft). It doesn't matter
which brand of bushings, bearings or oil seals are used, just as long as
they're the right size.
NOTE: If you don't want to use the original bronze bushings, and if you wish to install needle bearings for less friction, you will need to remove the bronze bushings and the axle housings will need to be bored to accept the needle bearings. To do this, you'll need to measure the outside diameter of the needle bearing housing, then bore the axle housings .003" smaller for a press fit. Or, look for another set of axle housings off a later model Cub Cadet with the [1" I.D.] needle bearings already installed.
Fabricate
two new wheel flanges, or in the lathe (with a self-centering 3-jaw chuck),
machine the weld from the Cub Cadet axles next to the wheel flange, then
press the flanges onto the Pinto axles. True up each hub (in the lathe with
a 3-jaw chuck), then weld them onto the axles. For strength and durability,
weld each side of the hub. Discard the Cub Cadet axles, or keep them for
future use in a stock tractor. FYI - we've always used mild steel wire
welder to weld the wheel flanges to the axles. I weld them on both sides
of each flange and never had one break loose.
Now,
you need a couple of steel "locking shaft collars" to retain the axles in
the rear end. These collars measure 1" I.D. x 1-5/8" O.D. x 5/8" in thickness
and they have an Allen set screw. Be sure to install a heat-treated washer
between the collar and housing to prevent the collar from wearing against
the rough casting inside the housing.
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| If you would like to purchase any of the parts or services listed
in this website, please contact A-1 Miller's Performance Enterprises | 1501
W. Old Plank Rd. | Columbia, MO
(Missouri) 65203-9136 USA |
Phone: 1-573-256-0313 (shop) | 1-573-881-7229 (cell; text or when leaving
a voice message, please speak slowly and clearly). 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.)
E-mail: pullingtractor@aol.com.
When you call, text, email or visit our shop, you will be dealing
directly with the owner for the best customer
service. A-1 Miller's shop is open
to the public from 9am to 5pm, including weekends, except holidays. Please
call before coming so I'll be here waiting for your arrival.
Directions to our shop |
1501 West Old Plank Road, Columbia, MO - Google Maps or
Map of 1501 West Old Plank
Road, Columbia, MO by MapQuest. If you're the kind of person who don't
trust delivery/shipping companies (mis)handling your high-dollar and fragile
merchandise, you can make the long drive to
A-1 Miller's shop to personally
drop off and/or pick up your carburetor, clutch assembly, engine parts, entire
engine, transaxle, transmission, entire garden tractor, etc. "The road to
a friend's house (or shop) is never long." (We're planning to relocate our
business to other property with a bigger and better shop so we can hire more
help and provide many more high quality parts and professional services.)
|
Bronze Bushings, Oil Seals and
Locking Shaft Collar Kit for Retaining
Ford Pinto Axles in 1" IH Cub Cadet Axle Housings. Length of axles must be
turned down to 1.1875". Bushing dimensions: 1-3/16" I.D. x 1-1/2" O.D. x
1" length. Oil seal dimensions: 1-3/16" I.D. x 1-11/16" O.D. x 1/4" thickness.
Axle housings will need to be precision machined to accept these bushings
and seals. Collar dimensions: 1-3/16" I.D. x 2" O.D. w/Set Screw. Collar
made of mild steel. Bushings and seals same as above. NOTE: To prevent
premature wear to bushings and seals, apply clean motor oil, gear oil or
lubricating grease in bushings and seal lip and on axles before installing.
|
Remember, when installing an automotive rear end in a Cub Cadet, it's important to install a steel (3-bolt) flange on the side of the transaxle that's closest to the ring gear (the right side, as viewed when sitting on the tractor). The reason for this is because under pulling stress, the pinion gear pushes against the ring gear. And the only thing keeping them together is the original 3-bolt cast iron flange, which could break. Or better yet, install 2 steel machined flanges, one for each side. Midwest Super Cub sells machined flanges for the Chrysler carrier. When using a Pinto carrier, install an 1/8" thickness steel plate over the original flange that's closest to the ring gear.
Torque all the 3/8" transaxle bolts to 24 ft. lbs., torque all the 5/16" bolts to 17 ft. lbs., and torque the 7/16" overdrive gear bolt and pinion nut to 75 ft. lbs. each. See below for specific torque values.
- Identification and Torque Specs of Most Commonly Used Grades of Bolts -
| Hardness è | No lines = Grade 3
 |
3 lines = Grade 5
 |
6 lines = Grade 8
 |
Stainless Steel / Special Alloy |
| Bolt Size â | Material: Low Carbon Steel. Tensile Strength: 85,000 p.s.i. (Low Strength) | Material: Medium Carbon Steel, Tempered. Tensile Strength: 120,000 p.s.i. (Medium Strength) | Material: Medium Carbon Alloy Steel, Quenched and Tempered. Tensile Strength: 150,000 p.s.i. (High Strength) | 18-8 [304] Stainless Steel Tensile Strength: 130,000 p.s.i. |
1/4-20 (C) 1/4-28 (F) 5/16-18 (C) 5/16-24 (F) 3/8-16 (C) 3/8-24 (F) 7/16-14 (C) 7/16-20 (F) 1/2-13 (C) 1/2-20 (F) 9/16-12 (C) 9/16-18 (F) 5/8-11 (C) 5/8-18 (F) 3/4-10 (C) 3/4-16 (F) |
70 in. lb. / 6 ft. lb. 85 in. lb. / 7 ft. lb. 150 in. lb. / 13 ft. lb. 165 in. lb. / 14 ft. lb. 260 in. lb. / 22 ft. lb. 300 in. lb. / 25 ft. lb. ------------- 35 ft. lb. ------------- 45 ft. lb. ------------- 50 ft. lb. ------------- 70 ft. lb. ------------- 75 ft. lb. ------------ 100 ft. lb. ------------ 110 ft. lb. ------------ 140 ft. lb. ------------ 150 ft. lb. ------------ 200 ft. lb. |
115 in. lb. / 10 ft. lb. 140 in. lb. / 12 ft. lb. 250 in. lb. / 21 ft. lb. 270 in. lb. / 23 ft. lb. ------------- 35 ft. lb. ------------- 40 ft. lb. ------------- 55 ft. lb. ------------- 75 ft. lb. ------------- 80 ft. lb. ------------ 105 ft. lb. ------------ 125 ft. lb. ------------ 165 ft. lb. ------------ 180 ft. lb. ------------ 230 ft. lb. ------------ 245 ft. lb. ------------ 325 ft. lb. |
165 in. lb. / 14 ft. lb. 200 in. lb. / 17 ft. lb. 350 in. lb. / 29 ft. lb. ------------ 30 ft. lb. ------------ 50 ft. lb. ------------ 60 ft. lb. ------------ 80 ft. lb. ------------ 105 ft. lb. ------------ 115 ft. lb. ------------ 165 ft. lb. ------------ 175 ft. lb. ------------ 230 ft. lb. ------------ 260 ft. lb. ------------ 330 ft. lb. ------------ 350 ft. lb. ------------ 470 ft. lb. |
165 in. lb. / 14 ft. lb. 200 in. lb. / 17 ft. lb. 350 in. lb. / 29 ft. lb. ------------ 35 ft. lb. ------------ 58 ft. lb. ------------ 69 ft. lb. ------------ 98 ft. lb. ------------ 110 ft. lb. ------------ 145 ft. lb. ------------ 160 ft. lb. ------------ 200 ft. lb. ------------ 220 ft. lb. ------------ 280 ft. lb. ------------ 310 ft. lb. ------------ 490 ft. lb. ------------ 530 ft. lb. |
How to Install New Rear Axle Bushings or Needle Bearings and Oil Seals in a Cub Cadet -
The following is how to install new rear axle bushings
and oil seals in the IH Cub Cadet "Original". (They're different than later
model Cub Cadets.) (This is much easier to do on a
platform work table.)
|
The following is how to install new rear axle bushings or needle bearings
and oil seals in a later model IH Cub Cadet. The same applies to all hydrostatic
and clutch drive models. (This is much easier to do on a
platform work table.)
|
How to Make a Hydrostatic Drive Garden Tractor a Competitive Pulling Tractor - [Top of Page]
Replace the OEM Cub Cadet Charge Pump Relief Spring
(by-pass/pressure relief spring) with one that's twice as stiff or much stiffer
than the original so when the tractor (hydrostatic system) is under a severe
strain, oil pressure will not by-pass the hydraulic motor and return or circulate
back to the hydraulic pump. In other words, doing this will allow much more
oil pressure to be applied to the hydraulic motor. On Cub Cadet models with
a PORTED pump, the Charge Pump Relief Spring is located under the plug on
the LEFT SIDE of the hydrostatic pump housing. And on NON-PORTED pumps, the
spring is located under the plug in the CENTER of the hydrostatic pump housing.
See pictures below Ê. Also, the use of
[heavier velocity] SAE 30 weight hydraulic oil will help increase the pressure.
And the tractor will definitely need a healthy or bigger engine, preferably
one that's built to the max to increase the torque.
The hydrostatic drive unit will
also need a fan mounted on the driveshaft to keep the unit cool and prevent
wear to the unit from excessive heat. Plastic fan blades tend to crack and
break off after some time from heat being transferred from the hydro unit
when the engine is turned off. But
metal fans (steel or aluminum) seem to last forever and
heat from the hydro unit has no effect on them. And no Cub Cadet originally
came from the factory with a
metal fan on the driveshaft. So if you want to use a
metal fan on the driveshaft, chance are, will need to be
installed with the use of a
WELDAHUB hub adapter of the appropriate size, or some other
kind of hub adapter. Metal fans and WELDAHUB hub adapters of various sizes
are available online and at most hardware stores, and farm and home stores.
I've adapted a metal fan for use in a Cub Cadet and John Deere garden tractor
before. It is possible and it works great!
Removing a Rear Wheel from the Axle on a Riding Mower or Lawn Tractor (when the wheel slides on the axle) - (Added 6/11/15) [Top of Page]
If soaking the axle with penetrating oil overnight won't loosen the wheel, may have to use an oxy-acetylene welding torch to heat the hub. If this won't loosen the wheel from the axle, raise the rear of the rider in the air, and use a long steel rod and a big hammer from the inside of the frame of the rider to drive the wheel off the axle. But doing this could cause the axle retaining snap ring inside the transaxle to become dislodged. If this happens, the transaxle will need to be removed from the tractor (this is much easier to do on a platform work table), disassembled and the snap ring reinstalled on the axle, or install a new snap ring. (Been there, done that... several times... had no choice.... only way to remove the wheel.) It'll be nice if manufacturers would apply water-proof grease on the axles before installing the wheels. It'll make life much easier for the repairman.
Adapting a Motorcycle Engine in a Garden Tractor for Pulling - (Added 8/3/16) [Top of Page]
If you plan to pull with chain drive motorcycle engine, it'll be best to run the chain back to the input shaft on a heavy duty right angle gearbox mounted midway in the garden tractor frame, then use another chain/sprocket to connect to the output shaft on the garden tractor transaxle's input shaft & use the clutch in the motorcycle engine to propel the vehicle. But if you plan to use a shaft-drive motorcycle engine, connect the driveshaft to the input shaft on a heavy duty right angle gearbox, then use a chain/sprocket to connect to the output shaft on the garden tractor transaxle's input shaft & use the clutch in the motorcycle engine to propel the vehicle. By using the motorcycle's transmission gears, plus the transmission gears in the garden tractor, this will give you multiple choices of which gearing to pull in.
Available Soon - Detailed Illustrated
Plans on How to Construct a Professional Pull-Back and Self-Propelled Garden
Tractor Pulling Sled. FYI - I have lots of
work to do in my shop and I work on my sled plans in my spare time. As soon
as my plans with an inventory list of parts to use are perfected, I'll post
the update in my websites with prices of the plans. Remember - Perfection
takes time. If it's worth having, it's worth waiting for. Also, I plan to
acquire a bigger shop and may build high quality garden tractor pulling sleds
in the future to offer for sale. Please call 573-256-0313 (shop) or 573-881-7229
(cell; text or voice message), or email
pullingtractor@aol.com if interested
in purchasing the plans or a sled. - Brian Miller
To place an order and/or for FREE professional and honest
technical assistance and support,
please contact: A-1 Miller's
Performance Enterprises | 1501 W. Old Plank Rd. | Columbia, MO (Missouri)
65203-9136 USA | Phone:
1-573-256-0313 (shop) | 1-573-881-7229 (cell; text or when leaving a voice
message, please speak slowly and clearly). Payment
Options. 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.)
E-mail:
pullingtractor@aol.com. A-1 Miller's
shop is open to the public from 9am to 5pm, with an appointment on weekends,
except holidays. Please call, text or email me before coming so I'll be at
my shop waiting for your arrival. When you visit our shop, you will be dealing
directly with the owner for the best customer service.
Directions to our shop |
1501 West Old Plank Road, Columbia, MO - Google Maps or
Map of 1501 West Old Plank
Road, Columbia, MO by MapQuest. If you're the kind of person who don't
trust delivery/shipping companies (mis)handling your high-dollar and fragile
merchandise, you can make the long drive to
A-1 Miller's shop to personally
drop off and/or pick up your carburetor, clutch assembly, engine parts, entire
engine, transaxle, transmission, entire garden tractor, etc. for rebuilding
and/or repairing, or to purchase parts. "The road to a friend's house (or
shop) is never long." (We're planning to relocate our business to other property
with a bigger and better shop so we can provide many more high quality parts
and professional services.)
[Return To Previous Paragraph, Section
or Website]
To place an order, please call the number below Ê or send an email with your name, complete and correct postal address and phone number and so I can figure the total with shipping cost and USPS Tracking. For payment options for parts ordered or services performed, or to make a donation to my websites, I accept cash (in person), USPS Postal Money Orders, cashier's checks, business checks, MasterCard, VISA, Discover, American Express (please add 2.5% to the total for the credit/debit card processor's surcharge), Western Union Money Transfer or MoneyGram Money Transfers. (If a part for a specific purpose is special ordered, your debit/credit card may be charged for the full amount or as a deposit right after your order is placed; please do not send your debit/credit card information in email!) Or you can pay A-1 Miller's through PayPal. (My PayPal account name is my email address. And be sure to mention in PayPal a description of what the payment is for.) If sending a money order, please include a note in the envelope with your name, complete and correct postal address, phone number and a description of what the payment is for. My mailing address and phone number are below Ê . I'll make a note of your order, and I may have to order some of the parts, which should take a few days to come in, but I will send the parts to you as soon as I have everything in stock after I receive your payment.
IMPORTANT - When sending your part(s) to A-1 Miller's for rebuilding or repair, package everything securely so the item(s) won't get damaged in shipping and please include a note in the box with your name, mailing address, phone number (in case I have any questions) and a description of what you want done. When shipping heavy parts, it's best to put a slightly smaller box inside a larger box, to double the strength and integrity of the package. Because the clumsy "gorillas" or incompetent and uncaring workers that work for certain delivery services mishandle the heavy packages and don't care. And when the work is completed, I'll either call or email you an invoice with the total including shipping & handling.
Payment Options and We Ship to Canada and
Worldwide 
Item(s) in a package or cushioned envelope weighing less than 1 lb. is sent
by US Postal Service Airmail Letter Post for a 4-7 days delivery. Packaged
item(s) weighing over 1 lb. and up to 66 lb. is sent by US Postal Service
Airmail Parcel Post for a 4-10 days delivery. I cannot use the US Postal
Services' Flat Rate Priority Mail envelopes and boxes to ship outside U.S.
territories. Item(s) weighing over 67 lbs. or more is sent by FedEx Ground
or equivalent services. We try to keep our shipping cost to customers within
reason. Therefore, we don't ship our products in a fancy-looking package
with our company name and/or logo on it because most customers will just
toss it in the trash after they remove the contents. And being there is no
USPS tracking number outside the US, all I can do is make sure I write your
address correctly on the customs form and on your package.
My websites are not set up to process orders and accept payments. Therefore, for payment options, I accept cash (in person), USPS Postal Money Orders, cashier's checks, business checks, MasterCard, VISA, Discover, American Express (please add 2.5% to the total amount for the credit/debit card processor's surcharge), Western Union Money Transfer or MoneyGram Money Transfers. If paying with a credit/debit card, please call me at either number below. To make a payment to me through PayPal, please click this link: https://www.paypal.me/PullingTractor. Please use the "Friends and Family" option, or add 3% to the total amount to cover PayPal's processing surcharge. Or to make a payment to me (pullingtractor@aol.com) in the US through the Venmo app, please click this link: venmo.com. Or use Cash App to make a payment to me (pullingtractor@aol.com). And be sure to mention in PayPal, Venmo or Cash App a description of what the payment is for with your full name, postal address, phone number and email address. If sending a money order or cashier's check, please include a note in the envelope with your name, complete mailing address, phone number, email address and a description of what the payment is for. I'll make a note of your order when I have all your information, and I may have to order some of the parts, which should take a few days to come in, but I will send everything on your list to you as soon as I have the parts in stock after I receive your payment.
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Copyright © 1996-Present. This website created, designed and maintained by Brian Miller.
Oil Seal for all IH-built Cub
Cadet Cast Iron Housing Creeper Drive Unit and IH-built Cub Cadet Hydrostatic
Drive Pump. Fits hydrostatic drive models 105, 107, 109, 123, 125, 127, 129,
147, 149, 680, 682, 782, 784, 882, 982, 984, 986, 1210, 1250, 1282, 1340,
1450, 1512, 1650, 1810, 1811, 1812, 1860, 1862, 1882, 2082, 2182 and 2284.
Dimensions: .625" I.D. x 1.1275" O.D. x .250" height. IMPORTANT: Apply
clean motor oil, gear oil or lubricating grease in lip of seal and on shaft
before installing to keep seal lubricated and cool until internal oil can
reach it. With no prior lubrication, the dry rubber will get hot from friction
and burn away, causing an oil leak. The oil seals listed below
Ê are the same size. Just different part
numbers and prices.
1/8" NPT (Tapered Threads) Oil
Level Check and Drain Plugs. Replace damaged or lost plug(s) on IH-built
Cub Cadet cast iron housing creeper drive unit, or retrofit the unit for
better lubrication and longer service of unit with SAE 90 weight gear oil
by installing on side of MTD-built Cub Cadet aluminum housing creeper drive
to serve as oil level check, and install another 1/8" NPT plug on bottom
of unit to drain/change the oil. Entire MTD-built creeper drive assembly
must be completely disassembled, thoroughly cleaned, and a hole drilled and
threaded midway on the side and on the bottom with an 1/8" NPT (preferably
Taper type) hand tap.
Replacement One Piece Input
Shaft with an Integrated Pinion Drive Gear for the 10%, 16%, 23% Overdrive
Gear Sets and 10% and 20% Underdrive Gear Sets. Made by True Gear & Spline.
MTD-Built Cub Cadet
Two-Piece/Bolt-Together Cast Iron Fine Spline Differential Carrier Assembly.
Use with 1" or 30mm fine spline axles. Without ring gear. FYI - The bearings,
ring gear and spider gears in a thin-casting carrier will interchange with
the thick-casting carrier and MTD Cub Cadet fine spline carrier. Discontinued
from Cub Cadet. OEM Cub Cadet part # 717-3217.
Professional Rebuild/Repair Service of Transmissions and
Transaxles for virtually of any make and model of riding mowers, lawn
tractors and garden tractors, as long as replacement parts are available.
Rebuild/repair price varies depending on which parts needs to be replaced
and/or repaired. 
GM, Ford (Pinto, 8" or 9"),
Dana or Import automotive rear ends. Or you can furnish your own.
This was originally written
by Todd O'Neill. He had some problems installing a Ford Pinto rear end. Through
his investigation, he have found the following: