![]() ![]() Some early 350s use a spring-dampened drive-disk that can break, and 350s also sometimes lose the splines on the reverser output shaft and transmission input shaft - but those sorts of maladys are usually a "go" or "no go" situation, and not slipping. If the ring-gear is still moving, then you know for sure that the steering clutches are slipping. It's unlikely that your reverser is slipping -but you can check by looking at your ring-gear when the machines stops. Reverser can use any good combination hydraulic/transmission oil. The outside of the drum, which you probably figured out is where the brake locks up that side. The clutch disks, I forgot the either 5 or 6 are inside a clutch drum that you unbolted the pressure plate from. One is for lube/release pressure - should be around 20-30 PSI all the time, and the other is main clutch pressure - 120 PSI and up. Hi, This is a problem on the older dry clutch crawlers. There are two test ports with 1/8" plugs on top of the control valve. When the 350C series came out - with hydraulic steering clutches for the first time - the reverser pressure was jacked up to 150 PSI since the same oil that runs the reverser clutches also runs the steering clutches - and the steering clutches will slip at 120 PSI. A grease-gun hose attached to a gauge will work fine (with 1/8" male pipe thread. ![]() The clutch pressure should be at least 120 PSI with a dry-steering clutch machine. Re: JD 350B clutch Question in reply to JoelD, 09-18-2006 12:48:44 Buy Brand Dozer Metallic Steering Clutch Kit Fits John Deere 350 350B: Spare & Replacement Parts - FREE DELIVERY possible on eligible. Finally, replacing the part that was the reason I took this machine apartToss a few bucks in the hat:Patreon:donate:them. was handing out for awhile to shop grease-monkeys who suceeded in fixing a problem that their field engineers had not yet figured out. In case you're wondering, that's a bogus little award Deere Co. In fact, Deere Company - from our Syracuse headquarters gave me the "Golden Belt-Buckle" award at the time for fixing a few of them. I cannot remember if we shortened it by a few threads, or lenghtened it - but I'm pretty sure we shortened it. It's a threaded bolt and nut and determines the length of stroke of the accumulator piston travel. Ended up we fixed many of them by changing the length of the stop-bolt inside the shift accumlator. As standard procedure, we'd increase the rate-of-shift to a point where a full-throttle forward-to-reverse shift could almost break your neck. We tore several down and could see nothing wrong with them. We also had what seemed to be the same problem with MANY 350Cs when they were brand-new. It often appeared to be caused by every sealing area being generally worn out. I can say that we had similar "sticking" problems in the older 1010 and early 350 reversers with metal rings, and also in the later or updated reversers with mostly rubber rings. Can't say I've ever been inside a reverser when it was running to witness the problem, however. We had suspicions along the same line whenever we got a reverser with the problem as you describe it. pressure ,push in the clutch pedal about 1/2" the oil pressure should raise about 5-10 lbs.Now you're gonna have to fine tune that adjustment from there.The speed of shift shouldn't be so fast that you can't shift from reverse to forward at wide open throttle without using the clutch pedal.Optimum pressure for HLR is about 180 lbs operating pressure.Re: JD 350B clutch Question in reply to lAVOY, 09-20-2006 12:30:37 It should go to it's maximum pressure then drop off slightly, without pulling the clutch pedal off it's stop.If it pulls the pedal off it's stop before it gets to it's maximum pressure, there's a problem in the HLR clutch operating shaft or roll pins.Once you have your max. Turn the nut in and watch the pressure guage. first, adjust the clutch bolt to 3 and 3/4" "freeplay" from top of pedal to where you feel the fingers of the clutch contact the throw-out bearing.Back off the adjustmrnt inside the clutch housing rubber plug so the pressure drops off to about lets say 50 lbs. The steel line is steering.The HLR adjustment nut should be somewhere midway from top to bottom of threads.
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