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Power Takeoffs

Tech Tip #158: Power Takeoff Clutch Maintenance: How to Remove a Troublesome Pilot Bearing (Part 3)

This Tech Tip is one in a series that we publish for the industrial engine community.  It follows other Tech Tips that we have published on how to maintain your Twin Disc, Rockford, AutoClutch or Stein power takeoff clutch. These include

Tech Tip #48: Maintaining Your Rockford and Twin Disc Power Takeoff Clutch
Tech Tip #67: How to Remove A Troublesome Pilot Bearing (Part 1)
Tech Tip #73: How to Make Your Twin Disc or Rockford Power Takeoff Last Longer and
Tech Tip #95: Removing a Troublesome Pilot Bearing (Part 2)

Foley Engines has been in business for almost a full century. We have the people, the know-how and the inventory to help you with your Twin Disc®, Rockford®, Stein or AutoClutch PTO clutch. We’ll do whatever it takes to keep your equipment up and running.  Just ask the USAF base in Nebraska who called us late on a Friday afternoon. They had several B1s coming in from the Middle East on Saturday afternoon.  But their SP318 Twin Disc front mounted PTO on their Oshkosh truck snow blower was jammed and their main runway was shut down because of a blizzard.  When they first called they didn’t know that it was a SP318 because the data plate had gone AWOL. But with lots of conference calls and a Next Day Air/Saturday AM shipment we helped them get the runway re-opened by the next afternoon, just in time to receive the inbound flights. See Tech Tip #93: Twin Disc® and Rockford Power Take Offs, for more info on how we helped.
In Tech Tip #67: How to Remove a Troublesome Pilot Bearing (Part 1), we presented a new technique for removing a pilot bearing, a technique that also applies to Stein and AutoClutch PTOs. The idea was to pack the ID of the old pilot bearing hole with grease and drive a wooden dowel into the bearing to pop it out.
Silly Putty to the rescue. While grease works most of the time, the grease gets spattered all over the floor.  This doesn’t look so good when you track the grease into your fleet maintenance manager’s office. Here’s another idea. Rather than packing the pilot bearing hole with grease, use Silly Putty.  No muss, no fuss.
Of course if you still can’t get the darn pilot bearing out, don’t give up.  Re-using an old pilot bearing, when installing a new Twin Disc, Rockford or AutoClutch power takeoff, is like putting on a new suit with a stained shirt. (You know the shirt that still has spaghetti sauce on it from the pot luck supper at the VFW you went to last month.) You can re-use a pilot bearing, but why would you when pilot bearings are not much money and we stock them all?
So, if you still can’t get the old bearing out, we found a company named Springer Tool in Riverton, WY that has a new tool to do this. The last time we checked it was under $25.  For more info on their Pilot Bushing Removal Tool, take a look at our Tech Tip #95: Removing a Troublesome Pilot Bearing (Part 2).

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Tech Tip #154: AutoClutch Power Takeoff Clutches

This Tech Tip is one of a series we publish on industrial clutches known as “power takeoff clutches” or PTOs. It follows earlier Foley Tech Tips such as

Tech Tip #48: Maintaining Your Rockford and Twin Disc Power Takeoff Clutch,
Tech Tip #111: Power Takeoff Clutches for Wood Chippers and
Tech Tip #113: Prolonging the Life of Your Twin Disc or Rockford PTO

but this one is different. It focuses on the brand PTO. This AutoClutch PTO is a relatively new automotive-style power takeoff used  commonly on wood chippers and ODB leaf vacuum machines. It is similar to other automotive-style clutches including the Stein clutch by Stein Manufacturing. Because it is an automotive-style clutch it has a pressure plate and disc and not the usual cast iron “clutch pack” found in Twin Disc and Rockford over-center power takeoffs. As a result, the AutoClutch engages more easily and is more field serviceable.
The problem is people running wood chippers, and other industrial equipment, with AutoClutch power takeoffs often don’t know where to buy replacement parts. As a result they go back to their equipment dealer for AutoClutch parts. This can be expensive and time consuming.
But Foley can help. Not only do we stock AutoClutch parts heavily and deep discount them, we also offer an upgraded, greasable throw out bearing and offer good tech support. See Tech Tip #130: How to Get More Life out of Your AutoClutch Power Takeoff for more information. Check out also our Monthly Specials for an example of the AutoClutch parts list we provide.

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Tech Tip #147: Running a Twin Disc/Rockford PTO? Want It To Last Longer?

Running a Twin Disc®, Rockford, AP, Logan or AutoClutch power take off clutch? Not getting much life out of your PTO?
Foley can help. This Tech Tip presents a new way to prolong the life of your Twin Disc, Rockford, AP, Logan or AutoClutch PTO clutch. In earlier Dr. Diesel Tech Tips we presented several ways to get more life out of your industrial clutch. These included the proper adjustment of the over center PTO clutch, not over greasing it, and using a US made or, minimally, a US branded pilot bearing.
See for example

Tech Tip# 48: Helpful tips on maintaining your Rockford and Twin Disc Power Takeoff Clutch and also
Tech Tip # 93: Twin Disc and Rockford Power Takeoffs.

But here is a new way to get more life out of your PTO. It builds on Tech Tip # 116: Tips on Curing Excessive Side Load Problems with Twin Disc and Rockford PTOs.
Here’s the problem. Many people running larger Twin Disc, Rockford and AutoClutch PTO install as many as 7 or 8 drive pulleys on their output shaft. Some OEMs will even underdrive the system by using a smaller diameter pulley than what is recommended. This allows the machine manufacturer to get more torque out of a smaller power plant. This is most common with Twin Disc models SP211, SP214, and SP314, Rockford PTO models 4-35470 or 4-11060 and AutoClutch models HD1300 and HD1300XT as used in wood chippers, tub grinders, and other difficult applications. Using numerous drive pulleys on a SP214 or SP314 PTO output shaft overloads the clutch.   This leads to excessive side loads on the shaft. This causes the PTO to twist, bind up, and overheat. This ends unhappily with a failed main shaft and a ruined PTO clutch pack.
A Rockford or Twin Disc PTO, even if side load rated, that twists can also have problems with the pilot bearing doing the Texas Two Step in the flywheel housing. This can lead to a ruined flywheel and require not only a new flywheel but also a new pilot bearing holder, some of which are no longer made by the engine manufacturers. (See Tech Tip# 131: Helpful information regarding Perkins 4236 Diesel and Ford 300 Industrial Pilot Bearing Holders for info on our new Foley pilot bearing brackets for the Perkins 4236 and the Ford CSG649 engine.) All in all, if your PTO clutch is allowed to twist or bind up, you’re not going to have a productive day and your crew may be going home early.
Here is the new Foley solution for longer PTO life. We have developed a PTO cradle system to prevent your PTO clutch from twisting and binding up. Using two pieces of flat 3/8 to 1/2 inch steel plate you can fabricate brackets, one for each side of your PTO. These steel plates are configured in a curved fashion to follow and bolt to the circular arc of the back of the PTO housing. You can then bolt each bracket to the deck of the machine the Rockford or Twin Disc PTO clutch is mounted on. If bolting each bracket individually to the machine’s deck is difficult, you can connect them with a piece of steel (4′ or 5′ long and 3″ wide) running across the back of the PTO and bolt that to the deck. This makes a rigid cradle for the PTO and prevents twisting when the clutch is engaged. Take a look at the photos presented here of a typical Twin Disc SP214HP1 with this innovative cradle system.
Manufacturers names, symbols and numbers are for reference purposes only and do not imply manufacturing origin.

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Tech Tip #133:Twin Disc and Rockford Power Take Off Clutches; Pay Now or Pay More Later?

Helpful Guide to Ease Your Troubles with Your PTO
This Tech Tip focuses on Twin Disc® and Rockford Power Takeoff Clutches.  It  builds on earlier Tech Tips (see for example Tech Tip #113: Prolonging the Life of Your Twin Disc or Rockford Power Takeoff and Tech Tip #48: Maintaining Your Twin Disc or Rockford Power Take Off.)
We have published on Twin Disc PTOs.  Unlike other Foley Tech Tips, this one doesn’t help you do something as much as tell a story about how to save money.

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Tech Tip #130: How to Get More Life Out of Your AutoClutch Power Takeoff

A few Helpful Tips on Getting More Life Out of Your AutoClutch Power Takeoff
A lot of people are running AutoClutch PTO units these days on their Bandit, Morbark, or Vermeer wood chipper. AutoClutch power takeoff clutches are an automotive-style PTO increasingly used on wood chippers and other applications where the duty cycle calls for frequent engagement. Seemingly both Twin Disc® and Rockford prefer to focus on the traditional over center clutch style PTO and have abandoned this market to AutoClutch and Stein Clutch. The AutoClutch brand while similar to a Stein is now far more commonly seen. This Tech Tip is about how to upgrade your AutoClutch PTO to last longer and give you better service.
Weekly Adjustment
It is important to keep your AutoClutch in good adjustment. We publish elsewhere on our Foley Engines web site a set of tips on how to adjust your AutoClutch. For more information with how to properly adjusting your AutoClutch, check out Tech Tip #48.
Upgrade Your Throw-Out Bearing
On the left you can see that this is the old style throw-out bearing pressed on to its  sleeve. The throw-out bearing in the AutoClutch PTO can be its weak link. It is neither a sealed for life nor is greasable. Because it is non-serviceable, the AutoClutch PTO bearing has a short life. Especially in a difficult application such as a wood chipper where it is banging in and out all day long.
Not only is this AutoClutch throw-out bearing not serviceable, it is not a common bearing. If you are working in, say, Moncks Corner, SC or Athens, ME and need one of these throw-out bearings on a Friday morning, you might have a hard time locating one within 500 miles and have to fly one in over the weekend.
But we can help. To support our customers we had a new, improved bearing made for us. Foley Engines now offers a throw-out bearing with a grease fitting for the AutoClutch. Greasing it regularly will greatly prolong the life of your PTO. These greasable throw-out bearings are in stock for just $119 and are easily pressed on to your throw-out bearing sleeve. This greasable bearing costs a lot less than the cost of the original bearing/sleeve combination. This is a real win/win: a far better bearing for a lower cost. We’ll even sell you two of them for $195. You can keep one as a spare and never have to pay Federal Express big bucks to fly one in to you when you are broken down. Check out the photo on the right of our new greasable bearing.
Want more info to prevent downtime?
We have recently added a video of this bearing being pressed on to a sliding sleeve to our YouTube Channel.  Our trained mechanics use our OTC 17.5 ton press to securely and properly press the bearing on to the sleeve.  To view the video on our YouTube Channel, simply click here.
Manufacturers names, symbols and numbers are for reference purposes only and do not imply manufacturing origin.

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Tech Tip #118: Super Sizing Rockford and Twin Disc or Auto Clutch Power Takeoff Clutch Pilot Bearings: Prolonging the Life of Your PTO – (Part 3)

Great tips on extending the life of your Rockford and Twin Disc PTO (Part 3)
This Tech Tip, Super Sizing Rockford and Twin Disc® or Auto Clutch Power Takeoff Clutch Pilot Bearings: Prolonging the Life of Your PTO – Part Three, follows earlier tech support material we have published regarding Rockford and Twin Disc and Auto Clutch PTOs. Please take a look at:

Tech Tip #48: Maintaining Your Rockford and Twin Disc Power Takeoff Clutch,
Tech Tip #73: How to Make Your Twin Disc or Rockford Power Take Off Last Longer and
Tech Tip #113: Prolonging the Life of Your Twin Disc or Rockford PTO.

This Tech Tip focuses on the pilot bearing, an often-neglected part of your PTO. Most of us know that the pilot bearing presses into the flywheel and supports the input shaft of the power takeoff clutch. This low cost item is like a mushroom: it lives covered in grease in a dark area and it is often neglected and rarely changed. See for example our

Tech Tip #67: Installing a Twin Disc or Rockford PTO; How to Remove a Troublesome Pilot Bearing and
Tech Tip #95: Installing a Twin Disc or Rockford Power Takeoff; Removing a Troublesome Pilot Bearing, Part Two

for info on how to remove a balky pilot bearing. Unfortunately, Auto Clutch and Twin Disc and Rockford PTO owners often will grab the cheapest pilot bearing that they can find that will fit the flywheel housing bore or in the case of Twin Disc, use one that we believe is under spec’d. Here is another idea, an idea that will prolong the life of your PTO clutch.
SUPERSIZE IT. We think power take off users should super size their pilot bearings. For example, if you are running a Twin Disc Model CX110HP4 or a Rockford Model 4-11256 PTO, the factory advises you to use for the pilot bearing Twin Disc PN M224A or Rockford PN 2-0743, depending on if you have a Rockford or a Twin Disc PTO. This is acceptable if you have a light duty application without much side load on the power takeoff or frequent engagement/disengagement of the PTO. Please note that while the factory recommended pilot bearing for the Twin Disc 10” PTO (and even the 11 ½” PTO) is a single row bearing, the Rockford PTO takes a double row bearing which is far superior. But if you want to get longer life out of your PTO you should consider upgrading to a better, wider bearing. We recommend that for the 10” power take off application an easy upgrade is use a double row pilot bearing that fits the larger 11 ½” PTO. We do not recommend that you use a single row pilot bearing for any application. Moreover, we recommend that you use one that is double sealed, one seal per side to retain the lubrication grease. While the entire pilot bearing will not fit in the flywheel housing bore, it will give you more support, run cooler because it has more lubrication, preserve your input shaft and be easier to remove when it comes time to change it. All in all it is a real win/win situation.
If you are running a larger power takeoff clutch such as an Auto Clutch 1300 or a Rockford 4-34510 or a Twin Disc SP111HP3, we can offer similar upgrades to help you get longer life out of your PTO.
Manufacturers names, symbols and numbers are for reference purposes only and do not imply manufacturing origin.

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Tech Tip #116: Curing Excessive Side Load Problems With Twin Disc and Rockford PTOs

Tips on curing excessive side load problems with Twin Disc and Rockford PTOs
This Tech Tip, one of series that we publish discusses how to address the problem of excessive side loads, which results in short service life with Twin Disc® and Rockford style over center power takeoffs. It builds on tech support information contained in eight earlier tech tips we have published on Twin Disc and Rockford power takeoffs. For additional help and tips, please take a look at:

Tech Tip #48, Maintaining Your Rockford or Twin Disc Power Takeoff Clutch
Tech Tip #114, Available SAE Housing Sizes, Available SAE Clutch Sizes, Torque Capacities and Key Dimensions
Tech Tip #41, SAE Bell Housing Sizes
Tech Tip #67, Installing a Rockford and Twin Disc Power Takeoff: How to Remove a Troublesome Pilot Bearing
Tech Tip #73, How to Make Your Twin Disc or Rockford Power Takeoff Last Longer
Tech Tip #95 Installing a Rockford or Twin Disc Power Takeoff: How to Remove a Troublesome Pilot Bearing, Part Two
Tech Tip #111, Power takeoff Clutches for Wood Chippers and
Tech Tip #113, Prolonging the Life of your Twin Disc or Rockford PTO.

Sometimes customers running Deutz, Deere or Perkins diesels come to us and complain about the short life of Twin Disc or Rockford power takeoffs. They tell us that despite their best efforts their Twin Disc or Rockford PTOs fail too soon. We make suggestions about not over greasing the PTO assembly, scheduling regular clutch adjustments, using good facings, using only US made pilot bearings, etc., but their PTO clutch units still fail too early.
We looked at a couple of failures recently where the PTO input shaft did the Texas Two Step with the pilot bearing and ruined the Twin Disc Power takeoff AND the flywheel. If you have ever priced out a new Deutz flywheel for a BF6L912 series Deutz diesel you can imagine how the customer felt when he saw the egg shaped hole in his Deutz flywheel that used to house his pilot bearing. He was not a happy camper.
Clearly excessive side load on the output end of the power take off shaft was causing these problems. In other words, side loads on the output end of the PTO shaft was pulling it to one side and this side load was causing the other end of the PTO shaft to dance around in the pilot bearing while also causing problems with the power takeoff’s main bearing.
In response to this, we came up with a solution. Foley Engines now offers both standard Twin Disc and Rockford style power takeoffs with a one-piece housing. These units will work well unless you have excessive side loads. We now also have Twin Disc and Rockford style PTOs with a two-piece housing. The two-piece housing PTO has a couple of advantages over the one piece housing design. First, the two-piece housing allows you to unbolt and remove the rear of the PTO housing to work on it while the front of the housing can remain bolted to the engine bell housing. More importantly, the bolts that hold the rear section of the PTO housing onto the front section form a circular pattern. This allows someone with a side load problem to bolt a support plate directly to the back of the PTO using those bolts and bolt holes for the support plate. Using a support plate will prevent the side loads from causing the shaft to deflect or pivot. While your PTO will love you if you use a rear support plate, your Deutz or Perkins flywheel supplier won’t be so happy.
Manufacturers names, symbols and numbers are for reference purposes only and do not imply manufacturing origin.

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Tech Tip #114: Available SAE Housing Sizes, Available Clutch Sizes, Torque Capacities & Key Dimensions

Helpful guide for Twin Disc/Rockford PTOs: Available SAE Housing Sizes, Available Clutch Sizes, Torque Capacities & Key Dimensions
Need help sizing a Twin Disc®/Rockford power takeoff? Do you find Twin Disc PTO Model Numbers confusing? The chart below will help you. The first column “PTO Model Number” lists the available Twin Disc power takeoffs by the number of clutch plates and clutch size. In other words, Twin Disc PTO part numbers are based on the physical size of the PTO and its internal components.

Specifications
Application Duty Classification

Class 1
Clutch Maximum HP Rating
see note 2

PTO Model
Number
Available. Sizes
SAE
Max. Input Torque
Lb. Ft.
Class II
Class III
Class IV
Approx. Weight
in LBS.

C-106SP
C-107SP
C-108SP
C-110SP
C-111SP
6,5,4
6,5,4
5,4,3
4,3,2,1
4,3,2,1
159
175
230
328
387
40
54
61
96
124
27
36
41
64
82
20
27
31
48
62
53
65
72
115
120

SP-11P
SP-111HP
SP-111OP
3,2,1
3,2,1
3,2
455
124
82
62
129
141
145

 SP-211HP
SP-211OP
3,2,1
2,1
909
247
165
124
155
175

SP-311P
2,3
1620
371
247
186
220

SP-114P
1,0
810
188
125
94
260

SP-214P
SP214OP
1,0
1620
376
251
188
328
340

IBF-240OP
IBF-214OP
1,0
1620
395
264
197
470

SP-314HP
SP-314HP
1,0
2430
564
376
282
408

IBF-314OP
IBF-314OP
IBF-314OP
1,0
3040
7413
494
3713
595

SP-218OP
SP-218OP
0,00
4000
622
415
311
660

SP-318P
0
6000
933
622
467
700

IBF-318OP
IBF-318OP
IBF-318OP
0
7500
12243
8163
6123
920

SP-321P
IBF-321OP
0,0
0,0
6730
8400
1270
16673
847
11113
 635
8343
1110
121

The first digit in the alphanumerical Twin Disc model number is the number of clutch plates. The next digit of the Twin Disc model number is the clutch size in inches. Putting this together, a Twin Disc Model C106SP is a single plate, 6″ clutch. The next column lists the available power takeoffs by SAE bell housing sizes. To continue our example, a Twin Disc Model C106HP5 has an SAE #5 housing. If you are rusty on SAE housing dimensions, take a look at our Tech Tip #41, SAE Bell Housings Made Easy!. The next column lists the maximum torque capacity that a particular clutch size will handle. The next two columns refer to SAE duty classifications for PTOs, and the last column gives the weight.
Manufacturers names, symbols and numbers are for reference purposes only and do not imply manufacturing origin.

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Tech Tip #113: Prolonging the Life of Your Twin Disc or Rockford PTO

How a few simple steps can extend the life of your PTO (Part 2)
As most mechanics know, the pilot bearing is pressed into the flywheel and the PTO input shaft rides within it. A worn pilot bearing will cause problems with your Twin Disc® or Rockford clutch and could damage your flywheel. Selecting a good pilot bearing and maintaining it is vital to ensure the long service life of a Twin Disc or Rockford PTO clutch. Saving $5 by buying a Chinese pilot bearing may not be cost effective. We urge customers to select either a US-made pilot bearing or, at minimum, a pilot bearing marketed by a US company when replacing the bearing. We supply US-made pilot bearings with our Twin Disc or Rockford style clutches. For more information regarding pilot bearing, please see our  Tech Tip #118: Super Sizing Rockford and Twin Disc or Auto Clutch Power Takeoff Clutch Pilot Bearings: Prolonging the Life of Your PTO – Part Three.
Maintaining the pilot bearing involves greasing it. Usually by putting a grease gun on the zerk fitting in the PTO housing that then connects to a rubber hose inside the PTO. The problem is that often the grease hose within the PTO is broken or equally commonly the mechanic doing his daily checks, over-greases the clutch. Whatever the cause, excess grease gets on the facings. We urge you to be careful about over-greasing your clutch and to monitor the condition of the rubber grease hose. We stock upgraded replacement grease hoses that come with a protective metal mesh sheath to guard the rubber grease hose.
Rifle Drilled Output Shafts
Because these grease hoses can fail, recently some manufacturers have begun to offer a Twin Disc and Rockford style power takeoff with rifle drilled output shafts with a built in grease fitting on the outboard end. This is preferable to trying to grease the clutch through a zerk fitting on the housing connected to a rubber hose inside that may or may not be broken. Our replacement power takeoffs usually have this rifle drilled output shaft, which should prolong the life of the pilot bearing.
A New Way to Prevent Over-Greasing
Our shop people just came up with a new way to prevent over-greasing your power takeoff clutch. They feel that the PTO user running a shielded pilot bearing should pry off the cover on the bearing side closest to the engine. When the PTO is greased, excess grease will not be forced back onto the clutch pack and the clutch facings but forward into the flywheel where it will be dissipated.
We hope that this Tech Tip has been helpful. We publish these Tech Tips because we feel an obligation to our industry. We want to share our knowledge and help advance and make more productive the community of diesel engine owners and users. We welcome your comments and questions.
Manufacturers names, symbols and numbers are for reference purposes only and do not imply manufacturing origin.

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