ANTIQUE TRACTORS Chamberlain 306 manual

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Friday, October 14, 2005

ANTIQUE TRACTOR MANUALS.Chamberlain 306


G`Day everyone here are the contents of an operators manual for a chambelain 306 tractor.
you can purchase this manual by going to my ebay store "Barrios Booksales" ... www.ebay.com.au Look Under Farming then the subsection Books etc:.
The manual has many pictures etc.

Chamberlain tractors series

Champion 306 Operators Handbook… 1st edition June 1966
This is a Barrious reprint.

A MESSAGE TO THE OWNER
We, the manufacturers, welcome you as the owner of a Chamberlain CHAMPION 306 Tractor and wish to ensure that you derive the full benefit of all its outstanding features.
To do this, it is necessary that you have a working knowledge of the functions of the various parts and systems, and that you carry out the routine maintenance procedures as outlined in this Operators Handbook. As the length of life of any machine is governed by the regularity, thoroughness and correctness of main­tenance given to it, we cannot over-emphasize the importance of the routine service by you, the operator of the tractor.
We particularly direct your attention to the necessity of supplying clean fuel, air, and lubricating oil to the diesel engine. This matter is governed by the servicing of the following units:—
FUEL TANK SEDIMENT DRAIN . FUEL FILTERS AIR CLEANER LUBRICATING OIL FILTER
An extensive dealer organisation has been established and trained to provide reliable service and parts facilities for the owners of Chamberlain products. The members of this organisa­tion will be glad to supply any information and assistance you may require. When making enquiries please quote your tractor serial number which is stamped on the main frame.
CHAMBERLAIN INDUSTRIES PTY. LTD.
WELSHPOOL, WESTERN AUSTRALIA

Air Cleaner...........................
Batteries ......... .................................... ...
Belt Pulley .............................................
Brakes ......................................................
Clutch ......................................................
Clutch Brake .................. ......................
Cooling System ..................
Coupling Shafts .........
Differential Unit....................................
Drawbar ..................
Driving the Tractor ...........................
Electrical System ................................
Engine ...........................
Faults, Causes and Corrections .
Final Drive Units ..........................
Front Gearbox .........
Front Suspension ...............................
Front Wheel Bearings
Fuel System ..........................................
Fuse ............................................
Governor Control
Hydraulic System ..................
Lights ....................................
Live P.T.O. Unit
Maintenance Chart..............................
Power Steering ..............,....................
Radiator ..................
Rear Gearbox ..............................
Rear Wheels ...........................
Specifications
Starter Motor .........................................

Starting Heater ......................................
Starting the Tractor ..............................
Steering
Three Point Linkage
Tyres
Tyre Inflation .............................

SPECIFICATIONS
ENGINE: Perkins Diesel Model 6-306 6 cylinder 4 stroke direct injection diesel, bore 3.600", stroke 5"
FUEL: Distillate. Fuel tank capacity 24 imp. gallons.
Filtration: agglomerator, micronic filter, strainers and water trap. Injection Equipment: Distributor type injection pump with multi-hole injectors.
COOLING: Water circulated through engine and radiator by centrifugal pump mounted on engine. Temperature controlled by thermostat.
GOVERNOR: Mechanical. Controlled by driver by either direct coupled foot pedal, or friction location hand lever. The foot control can be used to over-ride the hand lever setting.
COLD STARTING: A thermo-start unit burns fuel in the induction manifold to assist cold starting. It is operated by a key switch.
ELECTRICAL: 12 Volt starting and lighting system with twin filament head lamps, parking lights and a fully swivelling rear light incor­porating a red tail lamp and an implement flood lamp.
CLUTCH: 14 inch Diameter, single plate, fitted with ball bearing thrust race, and operated by a foot pedal.
CLUTCH BRAKE: Provided to assist gear selection when the tractor is stationary.
TRANSMISSION: A three speed and reverse sliding spur gearbox is mounted on the rear of the engine and coupled by a universally jointed shaft to a high, intermediate and low range gearbox mounted on the front of the differential. The two gearboxes are fitted with separate change levers.
DIFFERENTIAL: Bevel gear type with spiral bevel crown wheel and pinion. Pinion and differential shaft bearings are taper roller.
FINAL DRIVES Two half shafts carry the drive from the differential to the final drives which are located compactly within the rear wheels. This arrangement results in the exceptional ground clear­ance of the tractor.
BRAKES: Band energised double disc brakes are fitted to the shafts connecting the differential to the final drives. They may be (1) Con­trolled independently by the foot pedals, (2) controlled as a foot brake by coupling the foot pedals, or (3) latched by a hand control to form a parking brake.
SUSPENSION: A semi-elliptical transverse spring is provided on the front axle.
TYRE AND WHEEL EQUIPMENT:
Front — 7.50 x 18 x 6 ply on deep well cast wheels. Rear — 18.4x30x6 ply on clamped pressed steel rims.
STEERING: Recirculating ball type steering gear connected to the front wheels by adjustable draglfnk and track rods fitted with lubricated ball joints.
LIVE POWER TAKE-OFF: Fitted as standard equipment the P.T.O. unit is driven independently of the main clutch, having a separate multi-plate clutch operated by a lever adjacent to the tractor seat. The splined shaft is to the A.S.A.E. standard of 1-3/8" 6B. Shaft speed is 540 r.p.m. (rotating clockwise viewed from the rear) at an engine speed of 1,600 r.p.m,
BELT PULLEY: (Optional extra equipment). The pulley is mounted ' on the rear of the P.T.O. unit and is controlled by the P.T.O. clutch.
Pulley — ]0-}" diameter x 6i" wide.
Belt Speed — 3,100 feet per minute at 1,600 engine r.p.m.
ROLLER DRAWBAR: Anchored to the tractor chassis and supported by a lubricated roller. Height adjustments from ground level to the centre of the fork 14.5" to 20 ".
MAX. ENGINE B.H.P. -70 at 2000 R.P.M. to S.A.E standard J8I6, MAX. P.T.O. H.P. at 2,000 Engine R.P.M.— 58 CLEARANCE: (Front Axle) Ul"
OPERATING WEIGHT: Standard with operator and fuel — 6917 lbs.
With 75% rear wheel water ballast — 8449 lbs. With 8 cast weights and water ballast — 9329 lbs.
ENGINE
The CHAMPION 306 is fitted with a version of the Perkins Model SIX-306 engine. It is a vertical six cylinder four stroke diesel power unit having direct injection, distributor type fuel injection pump, mechanical governor, diaphragm type lift pump, self indexing starter motor, thermostart cold starting unit and has a key start.
The cylinder block and crankcase are a one piece casting with the crankcase extended below the crankshaft axis to form a stiffening skirt. Dry type, renewable, pressed-in, cast iron liners are fitted. The water jackets are carried down the full length of the cylinders and a water space is provided between all cylinders
The cylinder head is of high duty cast iron and is secured to the cylinder block by high tensile steel studs and nuts, the joint being made by a copper steel and asbestos gasket. Two valves per cylinder operate in unshouldered cast iron guides fitted into the cylinder head. The over-head valve assembly is mounted on the cylinder head and is enclosed by a pressed steel cover.
The combustion chambers are formed in the crowns of the pistons in the form of toroidal cavities and the injectors are housed in cast iron sleeves on the fuel pump side of the cylinder head. Fuel is in­jected into the combustion chambers by means of multi-hole nozzles.
The crankshaft is a chrome molybdenum steel forging with in­duction hardened main and big-end journals. Seven main bearings are provided and crankshaft end float is controlled by thrust washers on either side of the centre main bearing. The main bearing caps are located by ring dowels.
The camshaft is of high duty cast iron with chill hardened cams and is mounted in a low position in the cylinder block. It is supported in four bearings machined direct in the cylinder block.
The connecting rods are of high tensile steel with the big-ends split horizontally. Big-end bearings and main bearings are the pre-finished steel backed type.
The pistons are of high silicon aluminium and each is fitted with five rings, three compression and two oil scrapers.
The gudgeon pins are fully floating and located axially in the pistons by circlips.
The camshaft and fuel pump drive shafts are driven from the front end of the crankshaft through a train of gears. The camshaft is driven via an idler gear which also meshes with a second idler gear which, in turn, meshes with the accessory drive shaft gear This accessory drive shaft incorporates a worm drive to operate the vertically mounted fuel injection pump. It also provides an external engine speed drive which is used to operate the tractor hydraulic system.
The fuel lift pump is operated by an eccentric 6n the camshaft.
Lubricating System: A rotary type oil pump secured to the cylinder block, is driven through a serrated extension of the fuel pump worm gear wheel. Oil is delivered by the pump, through a full flow filter on the right hand side of the engine, to the main oil gallery drilled lengthwise through the crankcase.
Drilled holes through the main bearing housings carry oil from the main gallery to the main bearings from whence it passes via drilled holes in the crankshaft to the big-end bearings. The camshaft bearings are lubricated through drillings from numbers 1, 3, 5 and 7 main bearings. The cylinder bores, small-end bushes and gudgeon pins are lubricated by splash from the big-end bearings.
The oil filler is mounted on the rocker cover.
The oil pressure will vary with individual engines, but should not be less than 25 p.s.i. at 1600 engine R.P.M. when the engine is at operating temperature. The average pressure is between 40 and 50 lbs.
A complete list of recommended engine lubricants is provided on the inside of the rear cover of this book. Any deviations from these recommendations, extensions of the oil change period or neglect of the lubricating oil filter should be avoided.
Heavy duty lubricants will always appear dark coloured in use due to their exceptional ability to hold fine carbon particles in suspension. Therefore, the colour of the oil cannot be used as an indicator of proper filter action. The removal of abrasive dust, metal particles and carbon must be ensured by regular replacement of the filter elements.


ENGINE MAINTENANCE:
Daily or 10 hours: Check the oil level in the sump with the tractor on level ground. Top-up as necessary with the correct grade of engine oil.
150 hours: Drain the oil from the sump and replace with new engine oil. The sump drain plug is located at the front left hand side of the sump. Drain while hot.
Check the engine for oil leaks or loose nuts.
300 hours: Renew the lubricating oil filter as follows:—
(a) Grasp the oil filter container firmly and unscrew.
(b) With a spanner, slacken, then remove the stand pipe from the oil filter. Two flats are provided on the flange of the stand pipe at the bottom of the filter to allow the use of the spanner.
(c) Discard the used oil filter, complete with its pressed steel cover.
(d) Fit the stand pipe to a new filter.
(e) Check that the rubber seal is in good condition, then install the new filter. Tighten firmly by hand.
600 hours: Check the valve clearance and inspect the valve springs and rocker mechanism. The correct valve clearance is .010" (Hot) for both inlet and exhaust valves.



FUEL SYSTEM
Fuel is pumped by the diaphragm type lift pump from the fuel tank and through the agglomerator and micronic filter to the distributor type fuel injection pump. The fuel injection pump supplies fuel in regulated quantities and at the required intervals, to the injectors at a pressure of 170 atmospheres. Fuel by-passed by the injection pump is returned to the fuel filter.
The injector leak-off pipes connect the filter with the cold start reservoir, where a constant head of fuel is maintained whilst the re­mainder is by-passed back to the fuel tank.
MAINTENANCE:
Daily or 10 hours: Drain off any water or sediment which has accumulated in the fuel tank sump. Check the glass bowl of the agg­lomerator for water or sediment. Drain and clean if necessary.


Never use diesel fuel oil, dirty distillate or distillate which has been stored in a galvanised container. Always top-up the fuel tank at the end of a days work to minimise water condensation. Al­ways use a filter funnel wr)en filling and drain a sample from the tank daily before starting the engine, to check for water. A large capacity water trap is fitted to the tractor to assist in pre­venting the passage of water from the tank to the injection pump, but the only complete safeguard for your injection equipment is to remove any water from the fuel tank by regular draining. This cannot be over-emphasised.
600 hours: Clean the gauze strainer in the fuel lift pump. Re­move by unscrewing the bolt securing the domed cover on the top of the fuel lift pump. When re-assembling after cleaning, ensure that a good joint is made between the cover and the fuel lift pump body.
Replace the Agglomerator paper element (it is not possible to clean the element).
To renew the element:
(a) Unscrew the bolt in the centre of the top filter cover.
(b) Drop the filter bottom cover and the glass bowl clear.
(c) Remove the element and discard.
(d) Before putting the new element in position, clean the filter top and bottom covers with distillate.
(e) Ensure that the rubber joints are in good condition, and, if not, replace with new joints.
After re-assembling the fuel filter, the system must be bled as described in the next section.
Remove, clean and check the injectors.
1200 hours: In addition to replacing the agglomerator element, replace the element in the final micronic filter

Priming the Fuel System: If the fuel tank has been allowed to run dry or any component has been removed, it may be necessary to prime the system as follows:—
Slacken the air vent screw (A) on the front of the governor control cover.
Slacken one of the two hydraulic head locking screws (B) on the side of the fuel pump body.
Operate the priming lever of the fuel feed pump, and when distillate, free from air bubbles, issues from each venting point, tighten the screws in the following order:—
1. Head Locking Screw (B)
2. Governor vent screw (A).
Slacken the pipe union nut (C) at the pump inlet, operate the priming device and re-tighten when distillate, free from air bubbles issues from around the threads.
Slacken the unions at the injector ends of two of the high pressure pipes
Set the throttle lever at the open position and ensure that the "stop" control is in the "run" position (push fully in).
Turn the engine until distillate, free from air bubbles, issues from both fuel pipes.
Tighten the unions on the fuel pipes, and the engine is ready for starting.
It should be noted that if the cam driving the fuel lift pump is on maximum lift, it will not be possible to operate the hand primer. If such a condition arises, the engine should be turned until the hand primer can be operated.

Fuel Injection Pump: In the distributor type injection pump, the fuel is pumped by a single element, and the fuel charges are dis­tributed in the correct firing order and at the required timing intervals to each cylinder in turn by means of a rotary distributor integral with the pump. Apart from periodical replacement of the fuel filter ele­ments and servicing of injector nozzles, a fuel system incorporating a D.P.A. type injection pump requires no maintenance. If necessary care is given to the cleanliness of fuel, both in the fuel system and the bulk storage, the pump will give many thousands of hours of trouble-free service.
Dismantling and adjusting of the fuel injection pump is a skilled workshop operation requiring special tools and equipment and must not be undertaken on the site.
Injectors: The fuel injectors are spring loaded needle valves, fitted one to each cylinder. The pressure to lift the valve (Approx. 2,500 lbs. per sq. inch) is produced by the injector pump. When the valve is lifted the fuel is forced through four very small holes in the injector nozzle and sprayed as a fine mist into the cavity in the top of the pis­ton. Under the action of the spring the valve snaps shut immediately the pump pressure drops. The exact pressure at which the valve opens is regulated by an adjusting screw fitted under the cap nut. Any leak­age past the valve spindle is drained away through a pipe attached to the injector.
The cleaning and setting of the injectors is also a skilled workshop operation requiring special tools and equipment.
Faulty injectors must be replaced complete with a new or work­shop reconditioned unit.
When removing injectors, slacken the nuts at both ends of the high pressure pipes to prevent strain. Cover the exposed pipe ends and cylinder head openings to prevent the entry of dirt while the injectors are removed.

Observe the following points when re-assembling:
(a) Fit a new copper washer of the correct type. Do not use a spark plug washer.
(b) Check that the old washer has been removed and that the sealing faces on the cylinder head and injector nozzle are perfectly clean.
(c) Enter the nozzle of the injector carefully into the cylinder head and screw down the mounting nuts evenly, to ensure that the injector sits squarely on its seat. Do not over-tighten.
(d) Replace the leak-off pipe carefully.
(e) Check that the high pressure pipe is clean and that the ends fit squarely into the injector and fuel injection pump. Tighten the nuts carefully to prevent any strain of the pipe.
At least one spare injector should always be carried. It should be carefully wrapped and kept clean where it will not be knocked about or damaged in any way.
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COOLING SYSTEM
The centrifugal water pump circulates water through the engine and through the amply proportioned rubber mounted radiator. The engine water jackets are designed to allow efficient cooling of the combustion areas and deflectors are cast into the head to direct water onto the injector sleeves. A six bladed fan is fitted to the front of the water pump pulley, and serves to maintain the engine at its effective operating temperature. The radiator filler cap is of the "pressure" type (set at 7 p.s.i.) and must always be firmly locked in position.
The cooling water temperature is controlled by a thermostat which blocks the return of water to the radiator until the engine has reached operating temperature (170° - 180°F).
The water pump bearings are specially treated on assembly and do not require periodical lubrication, but it is important to maintain the belt tension, otherwise over-heating of the engine and low alternator output may result from the belt being slack. Having the belt too tight will result in excessive bearing loads to the alternator and water pump, and possible belt breakage.
The water evel should be checked daily, the filler cap being acces­sible under the top cowling. Whenever possible use only clean "soft" water for filling, but, if this is not possible, the recommended draining and flushing period of 600 hours should be reduced accordingly. The use of some approved type of flushing compound may be found necessary, and the use of a good corrosion inhibitor is recommended. Follow the manu­facturers instructions carefully to avoid damage to hoses, etc.




AIR CLEANER
The air cleaner system has been designed to provide maximum protec­tion for the engine with minimum maintenance requirements. It consists of:
A clip-on wire mesh pre-screener.
A centrifugal pre-cleaner with removable transparent dust catchment bowl.
A dry element final cleaner with integral swirl vanes, baffle and bowl. An automatic vacuator is fitted to the bowl to eject dust and water.
Maintenance schedules listed below are nominal and will need to be varied by the operator to suit working conditions. Under some conditions, the element will not need to be cleaned for several hundreds of hours, but in other conditions, frequent cleaning may be necessary. Clogging of the filter restricts the supply of air to the engine and is clearly evident due to loss of power, increased heavy load exhaust smoke and increased fuel consumption.
The element can, with due care, be cleaned up to four times before it needs to be replaced .by a new element, but should not be used for more than 1200 operating hours or 12 months regardless of the number of times it has been cleaned.
Servicing recommendations for average conditions are:
Daily or 10 hours:— Check level of dust in the pre-cleaner bowl. Empty and clean before dust reaches the marked level.
Check the evacuator. The ends of the sealing lips should point to the front and back of the tractor. With the engine stationary, the evacuator should be slightly open.
50 hours:— Remove the bowl from the final filter and check that dust has not been accumulating. Check that the element is secure and the wing nut is tight. Always stop the engine before removing the bowl.
150 hours:— Remove the element and closely examine for damage. Examine the inside of the element for signs of dust which could indicate a rupture of the element or inadequate sealing.
1200 hours:—Renew the filter element. Fit only genuine elements.

CLEANING THE ELEMENT
Stop the engine, remove the bowl, the element wing nut and gasket washer and lower the element from the body.
If a clean dry compressed air supply is available, a stream of air may be directed against the inside of the element. Pressure must not exceed 100 p.s.i. and the nozzle kept a reasonable distance from the paper.
Obstinate dirt can be removed by washing the element in warm (120°-140°F.) solution of water and non-foaming detergent. Rinse clean, and dry after washing. Do not dry with compressed air.
After cleaning, carefully inspect, preferably with the aid of a bright light passed through the element. If there is the slightest rupture, do not re-use the element. Inspect the element seals and if these are damaged, discard the element. Inspect the bowl seal ring and replace if defective.
ELECTRICAL SYSTEM
Twelve volt starting and lighting equipment is fitted, the system polarity being negative to earth. The batteries are conveniently located under the top cowling and quick release fittings are provided for the head­light wiring, the alternator and the control.
The Battery is a 12 volt unit made up of two 6 volt 21 plate batteries. It is important that this unit be kept correctly "topped-up" and clean. Every 50 operating hours remove the filler plugs and check the fluid level of each cell. The plates must be kept entirely submerged, otherwise rapid deterioration and expensive replacement of the batteries will result. How­ever, over-filling of the batteries must be avoided otherwise the electrolyte may spill, resulting in corrosion to the surrounding parts and dilution of the electrolyte when re-topping. A level of i" to f" above the plates is most satisfactory.
Keep a check on the condition of the battery terminals. These must be kept clean and tight. If they show signs of corrosion clean them thoroughly, then smear vaseline over and under the terminal connections. A rag dampened with ammonia is an effective battery cleaning agent.
Alternator: The batteries are charged by a battery excited alternator with in-built rectification and the system voltage is controlled by a transis­torised, sealed control unit. The alternator and control are isolated from the system when the engine is stopped, by an engine oil pressure operated pressure switch. The rate of charge, as shown by the ammeter will vary according to the condition of the battery.
Starter Motor: The starter motor is engaged and switched on by a key switch below the panel, and is self-indexing to assist engagement. As mentioned in the driving instructions, no attempt should be made to engage the starter unless the engine, is stationary. Do not operate the starter con­tinuously without allowing the batteries to recuperate. No lubrication or periodic attention to the starter motor is necessary.
Lights: The tractor is fitted with two headlights, a rear light and 2 dash lights. The headlights have dipping equipment operated by a foot button, and parking lights operated by a separate switch on the dash panel. The fully swivelling rear light is fitted with a 35 watt white globe and a 5 watt red globe, which are controlled by an integral three-position switch (white, off, red).
Thermo-start: This unit functions to assist starting in cold conditions. When the starting key is turned to either "H" or "HS" position the coils in the unit are heated and a valve is opened. Fuel then flows from the small container mounted at the rear of the engine through the open valve and onto the heated coil, which vaporises the fuel and raises it to ignition tem­perature. When the engine is turned by the starter motor, heated air drawn into the manifold ignites the fuel, which heats the cylinders and promotes easier combustion of the injected fuel.
Wiring: The entire tractor wiring is protected by heavy P.V.C. insulation, but all cables should be periodically examined for signs of chafing or loose connections.
Fuse: A fuse holder is located below the instrument panel and contains:
A main fuse — 50 amp.
Headlight fuse — 15 amp.
Rear light fuse — 15 amp.
Cigar lighter fuse — 15 amp.
In the event of a fuse blowing, investigate the cause before fitting a replacement fuse. Under no circumstances fit fuses of larger capacity.






GOVERNOR CONTROL
The engine governor setting may be controlled by either foot pedal or hand lever. The linkage is arranged so that the governor may be set at any speed by the hand lever and the foot pedal may control the speed between the speed set by the hand lever and the maximum, 2000 R.P.M.
The only adjustment necessary on the linkage is a periodical check that with the hand lever moved to the maximum speed position the lever on the fuel pump is resting against the sealed adjustment screw. The seal must not be disturbed.
CLUTCH
This clutch is a 14" diameter, single plate, dry disc type operated by a foot pedal in the normal automotive manner. The throw out thrust bearing is a bronze caged, 90° thrust bearing with grease nipple lubrication.
On assembly, the clutch linkage is adjusted to give 1" to 2" free movement of the pedal. This measurement should not be allowed to reduce to less than 1" To check that the pedal has sufficient move­ment, press the lever downward by hand until the resistance to move­ment sharply increases. Should the measurement reduce to zero, clutch slippage will result.
ADJUSTMENT: Slacken the clutch brake adjustment to prevent false impressions of main clutch clearance, then slacken the two nuts on either side of the block on the clutch link (on the inside of the chassis, under the foot plate), adjust them to suit, and re-tighten. Adjust the clutch brake.
Three grease nipples are provided for the clutch cross shaft and thrust bearina. These should be lubricated every 50 hours.
CLUTCH BRAKE
Connected by a linkage to the cross-shaft is a screw operated clutch brake. The turning of the screw by the linkage when the clutch is disengaged causes a lined brake shoe to engage with the boss of the reverse idler. The action of the brake facilitates the selection of gear ratios in the tractor front gearbox, when the tractor is stationary.
Adjustment-:as the liner wears, or if the main clutch is adjusted it will become necessary to adjust the clutch brake. After adjusting the main clutch, check the clutch brake linkage.
With the main clutch engaged (pedal released) the small lever on the clutch brake screw (protruding from the side of the gearbox) should be at an angle approximately 90° to the spring loaded link. If necessary, slacken the bolt in the cross shaft lever slot and adjust to suit. Retighten the bolt and fully depress the clutch pedal.
In this position the cross shaft lever should compress the springs on the link by moving ¼ to
3/8 " away from the lower stop nut.
If necessary, slacken the locknut on the brake adjusting screw and adjust the slotted screw to suit. Retighten the locknut and re-check the linkage movement.
NOTE: As the clutch brake can be too effective if the linkage is incorrectly adjusted, preventing "on-the-move" front gearbox changes, ensure that the clutch pedal must be depressed more than half its travel before the clutch lever starts to compress the springs on the link.
FRONT GEARBOX
The housing of this unit bolts directly to the engine flywheel housing, and also serves to enclose the clutch unit. The mechanism is a normal three-speed and reverse sliding spur gear assembly except for the provision for the "live" P.T.O. To provide this, the primary shatt from the clutch-driven plate to the primary gears is hollow and a shaft passes through its centre to couple the engine flywheel directly to a train of three spur gears inside the rear cover. The third gear ot the tram is fitted to a splined shaft, onto which is fitted a universal shatt which carries the drive to the rear assembly.
Lubrication to this unit is by oil bath. It is recommended that every 150 operating hours the oil level should be checked. The level plug is situated on the nearside of the gearbox inside the chassis. Every 1200 hours, while the gearbox is hot, drain the gearbox and refill to the correct level with new oil
COUPLING SHAFTS
Two universally jointed coupling shafts connect to the front gear­box. One carries the main drive from the front gearbox to the rear gearbox, whilst the other carries the P.T.O. drive from the front gear­box to the front of the differential housing.
The main coupling shaft is fitted with grease nipples on each universal joint, and these should be lubricated every 150 operating hours.
The P.T.O. coupling shaft universals are fitted with needle roller bearings packed with grease and sealed on assembly. Under normal conditions they should not require additional maintenance for at least 2000 operating hours.
The P.T.O. coupling is fitted with a rubber muff connection in the tube section to reduce shock loadings caused by misalignment of universal joints in the implement hitch. REAR GEARBOX AND DIFFERENTIAL
The crown wheel, pinion and differential assembly is enclosed in a housing onto the front of which is mounted a three-speed gearbox and the main chassis frame. Extensions of the final drives mount on the sides, and the P.T.O. mounts on the rear of the housing. The pur­pose of the rear gearbox is to enable the operator to use either a direct drive from the front gearbox to the differential or alternatively a 3.468:1 or 4.712:1 reduction ratio. The method of change is by sliding gear, which is operated through a linkage by a lever at the front of the seat.
The inertia of the rear gearbox components and the large ratio steps between ranges make synchronisation of gear speeds for "on the move" changes difficult and dangerous. For this reason all operators are warned that the tractor must be stationary before changing the range of the rear gearbox.
The crown wheel and pinion are spiral bevel and a four pinion differential is fitted. Heavy duty taper roller bearings are fitted to the pinion and the differential side mountings.
Lubrication to the rear gearbox and differential assembly is by oil bath and splash
Every 150 operating hours check the oil level.
Every 1200 operating hours, while the tractor is hot after working, drain the oil from the plug under the differential housing, and refill with new oil to the correct level. Allow time for the oil to equalise in the gearbox and differential before reading the level.
The correct oil level is indicated by a dipstick fitted into the centre pad on the differential housing.
FINAL DRIVES AND BRAKES
Two cast housings which accommodate the brakes in addition to the half shafts, bullgears and rear axles, are attached to the differential housing.
The half shafts are spline located in the differential assembly on the inner end and roller bearing mounted, either side of the integral pinion, on the outer'end.
The bullgear, driven by the pinion, is spline located on the rear axle.
The rear axle, which has the wheel hub integral with it, is taper roller bearing mounted and adjustment is by a castellated nut located under a metal cover plate at the inner end.
Each final drive is fitted with a filler plug, level plug and drain plug. The recommended maintenance to these units is to check the oil level at 150 hours of operation and to drain and refill at 1200 hours, as for the front gearbox and differential.
The self-energising band energised 8 1/4 " diameter double disc brake units, mounted in compartments at the inner end of the final drive housings, are operated through a mechanical linkage by separate brake pedals.
The actuated disc units are located and driven by splines on the half shafts and operate against friction' plates attached to the differential insert housings and the inside of the final drive housing brake compartments.
The brakes have a controlled self-energising action in both forward and reverse, restricted to prevent uncontrolled "locking-up" of the brakes. The braking effort is directly proportional to the pedal pressure and always under the full control of the driver as steering brakes, road brakes or park­ing brakes.
The hand latching control consists of a pawl which operates on a quadrant attached to the nearside brake linkage.
Brake Adjustment: Disconnect the pedal latch plate and depress each pedal by hand until the free movement has been absorbed. At this point the two pedals should be level. Adjust by tightening or slackening the nyloc nut on the forward end of each brake rod as necessary to level the pedals and provide between 1" and 2 ½ " free movement. Re-tighten the rear locknut after each adjustment.

DRAWBAR
The drawbar is a roller type with extensive height adjustments.
The roller system enables implement weight to be supported by the drawbar track without causing the rapid wear associated with normal drawbar systems and the roller is fitted with a grease nipple which should be serviced every 10 operating hours.
The use of a high drawbar position results in improved rear wheel traction, lighter steering and reduced implement drag.
After the required drawbar height setting has been obtained, the fork securing bolts must be firmly tightened.
As the tractor is fitted with a double lug (fork) hitch, it should not be coupled to an implement with a fork hitch unless a short pin which will only engage three of the lugs is used.
FRONT SUSPENSION
The front axle is connected to the tractor chassis by a forward swung transverse semi-elliptical spring and aligned by a ball-jointed radius rod.
All grease nipples should be serviced daily and the tension of all nuts and bolts should be checked periodically.
The correct toe-in figure for the front wheels (measured at the rim) is 1/8 ".
STEERING
The steering box is a re-circulating ball unit of heavy duty con­struction. The column screw is supported on angular contact ball bear­ings with shim adjustment, and the pitman shaft is supported in bronze bushes. The filler plug should be removed every 600 operating hours and the oil level checked. Top-up as necessary.
Other steering points requiring lubrication are the ball joints at both ends of the draglink, tie rod, and king pins. These should be lubricated daily.
WHEELS
The front wheels should be removed every 1200 operating hours and all parts cleaned thoroughly. Inspect the seals and replace if worn. The wheels should then be assembled with the hub about \ filled with grease. When assembling, the nuts should be pulled up firmly (not tightly) then backed off one slot before inserting the new split pin. Use petrol, white spirit or mineral turpentine to clean the bearings as kerosine leaves a film which prevents the adhesion of grease to the races and rollers, with consequent over-heating and possible damage to the bearings.
The rear wheels are pressed steel rims held by eight clamps against flanges on cast centres. The centres are attached to the hubs with knurled studs and chamfered nuts. Periodically check that the clamp and centre nuts are securely tightened.
TYRES
Tyres are an expensive item to replace and every effort should be made to obtain maximum tyre life. Tyre troubles are usually traceable to:—
(a) Cutting on stumps and stones.
(b) Running with incorrect inflation pressures.
(c) Damage from sun, oil, kerosine, etc.
Minor cuts in tyres are not serious provided they are repaired promptly before moisture can penetrate to the cords with resultant internal collapse. For this reason tyres should be inspected carefully and regularly. When tractors are stored, the tyres should be covered to prevent deterioration from sunlight which affects all rubber to some extent. Tyres should never be allowed to stand in spilled oil or kerosine as this has a very harmful effect on rubber and if the tractor is to be stored for a relatively long period, it should be jacked to relieve the tyre load.
Inflation: Inflation pressure should be checked regularly and should be maintained at the most satisfactory figure. Recommended operating pressures are:—Front tyres — 25 p.s.i.
Rear Tyres — 16 p.s.i.
The use of proper pressure is one of the most important factors in satisfactory performance and maintenance of tractors tyres, as im­proper inflation pressures are a large contributor to tyre failure. Many kinds of fractures that might ordinarily destroy a tyre can be avoided through frequent checking of pressure. Under-inflation can cause damage to the cored body of the tyre as the continued-abnormal flexing of the tyre causes a repeated buckling or folding of the side wall area.
The result may be a series of breaks or separations in the cord fabric. This same flexing action can ,also result in side wall cracks. Over-inflation likewise should be avoided except when the tractor is required to operate on hard road surfaces for any length of time. In this case the pressure should be increased 20-25%.
Tractors are usually shipped with very high tyre pressures in order to prevent bouncing of the tractor and scuffing of the tyres during shipment. The air pressure should be reduced before the tractor is operated.
Water Ballasting: Traction may be increased by water-filling the rear tyres and this practice is recommended particularly when working in dry conditions. Do not fill more than 75% (to valve height with the wheel vertical and the valve at the top)
Specific recommendations to suit tractor owners' individual operating conditions are obtainable through the Chamberlain Dealer organisation.
Do not use water ballast in either inner or outer tyres if dual wheels are fitted.
Cast Ballast Weights: Ring type cast weights, each weighing 110 lbs., may be attached to the rear wheels by studs and nuts to further increase the rear wheel weight. The maximum number of weights is 4 per wheel to provide a total weight increase of 880 lbs.
LIVE POWER TAKE-OFF
The power take-off unit is fitted to the rear of the differential housing and is engaged or disengaged by a lever adjacent to the driver's seat. As mentioned in the front gearbox description, this unit operates independently of the main clutch. The drive is carried from the front gearbox by the P.T.O. universal coupling shaft to a splined shaft which carries the drive from the front of the differential housing to a multi-plate clutch incorporated in the P.T.O. housing. The P.T.O. operating lever compresses the clutch through a fork controlled cone and pawl arrangement and transmits the drive through a gear train to the output shaft. This lever is retained in the disengaged position by a detent ball and spring and in the engaged position by the action of the move-
able cone on the three clutch pawls......The P.T.O. shaft is geared to
turn at 540 r.p.m. when the engine speed is 1600 r.p.m. and the spline complies with the A.S.A.E. standards of I 3/8 " 6B.
A clutch brake is provided
Maintenance: The P.T.O. clutch is lubricated with a low viscosity high index, anti-foam oil, as listed, and the level should be checked every 50 operating hours using the plug provided. The oil must be changed every 600 hours of operation or more often if the oil shows signs of contamination. A plug is fitted on top of the cover for filling purposes. The special oil is available from Chamberlain dealers in i gallon cans.
P.T.O. Clutch Adjustment: The control rod is positioned on assembly and should not require further adjustment. Clutch slippage is an indication that plate wear has occurred and an internal adjustment is provided to in­crease the pressure exerted by the pawls to compress the clutch plates. Remove the large plug in the top of the fork housing and, using a hammer and large screw driver, tighten the locknut position. A force of 40 lbs on the hand lever knob when the engine is running is adequate. Check that the pawls are moving well onto the cone parallel area in the engaged position.
Note: Overtightening when cold can result in only partial engagement when the plates are heated and expanded, with the clutch tending to slip and "jump-out".
Should an implement mechanism become choked when working in heavy patches of crop, do not continue to work with the main clutch partially disengaged to reduce the tractor speed. Either stop the tractor until the choke is cleared or change to a lower gear.
When the P.T.O. is not in use always disengage the P.T.O. clutch to avoid unnecessary wear.
COUPLING OF P.T.O. DRIVEN IMPLEMENTS: Follow the implement manufacturers instructions carefully. Failure to correctly adjust the usual type of universal joint to compensate the fact that they do not provide a constant velocity drive will result in damage or undue wear and vibration to the implement and tractor.
The output shaft from one of these joints flicks or jerks twice in every revolution if the joint is bent at an angle, but if this shaft is coupled to a second joint bent at the same angle, the output from this joint is smooth and can be safely connected to the implement mechan­ism. The fundamental requirements are that the two joints affected when the tractor and implement are cornering must be:—
(a) straight when the implement and tractor are in line;
(b) the same distance from the drawbar hitch points;
(c) connected so that the yokes of the connecting telescopic shaft are in the same plane (not turned at right angles to each other).
On some implements, the telescopic shaft is behind the second joint and the second joint is mounted on a pivot which moves back as the tractor moves into a turn. With these implements, the second joint must be slightly closer to the pivot pin when the tractor is straight ahead. Check alignmen before engaging the P.T.O. clutch by moving the tractor into a tight turn and comoarina the anales on the joints when in this position.



BELT PULLEY
A belt pulley unit may be fitted to the rear of the P.T.O. unit and meshes by internal splines to the protruding P.T.O. output shaft. It is geared to operate at 1 1 88 r.p.m. with an engine speed of 1600 r.p.m. providing a belt speed of 3100 feet per minute. The pulley is 10^" diameter and 6i" wide.
When fitting a belt pulley, the master shield is removed and the unit attached with the bolts and washers supplied in the kit. Appli­cation of grease to the splines prior to assembly will facilitate removal and prevent rust accumulation.
When using the belt pulley, manoeuvre the tractor to align the pulleys, creep the tractor forward until the belt has sufficient tension to carry the load and engage the park brake. Put the front gearbox lever in neutral and release the foot clutch pedal. With the governor control set at the required speed, gently engage the P.T.O. clutch to start up the belt. Keep clear of the belt and pulleys when they are operating.
MAINTENANCE: The gears and bearings are lubricated with S.A.E. 90 transmission oil as recommended inside the rear cover of this book and the level should be checked every 50 operating hours, using the plug provided. A plug is fitted to the top of the housing for filling purposes.
ADJUSTMENT: The unit is correctly adjusted on assembly and does not normally require adjustment until overhaul. Should dismantling be necessary, bevel gear backlash of approximately .015" must be maintained on re-assembly.
TRAILING IMPLEMENT HYDRAULICS (Optional Equipment)
The hydraulic system consists of a vane pump connected by a chain coupling to the engine accessory drive shaft, a three position spool type control valve with hydrostatic pressure control mounted on a reservoir at the side of the engine, and control, twin quick release couplings at the rear of the tractor, and steel pipes and hoses to connect the components of the system.
The hand lever is mounted at the right hand side of the steering column and returns to a central "hold" position after having been moved to "lift" or "lower".
The pump develops hydraulic fluid flow and the valve, installed between the pump and the work load, directs flow from the pump through selected porting for operation of the hydraulic equipment.
Selection of double or single acting operation is provided by a knurled knob protruding from the side of the valve. Screw in with finger pressure for double acting or screw out, then pull out, for single acting operation.
Maintenance: Daily or 10 hours: Check oil level in the reservoir and top-up as necessary to the marked level on the dipstick.
600 hours: Drain the hydraulic oil and replace with new oil At this time the suction filter should be removed and cleaned by sluicing thoroughly in clean distillate and allowing to dry in a dust-free position before re-fitting. Carefully examine the filter and gasket and replace if showing signs of deterioration. If the oil shows signs of contamina­tion before these hours are reached, it should be drained and replaced.
Do Not connect the hydraulics to an implement' system which contains
heavy or dirty oil. Flush out the implement system or damage to the
tractor hydraulics will result.
Never Run the Engine Without Oil in the Hydraulic Reservoir. Do Not Use Hydraulic Brake Fluid.
THREE POINT LINKAGE AND DRAFT CONTROL HYDRAULICS (Optional initial equipment)
The three point linkage complies with Category 2 and is operated by an external hydraulic cylinder anchored at its forward end to the O.S. chassis member. Both lifting rods and the top link are adjustable with screw adjustment for levelling purposes. Sway chains connect the lower links to the final drive housings and are adjusted so that they have a con­stant tension throughout the lift range.
The hydraulic system includes a chain driven vane pump, reservoir adjacent to the engine and uses a simple spool valve with hydrostatic pressure control. The valve is located above the differential housing and operated via a push-pull flexible cable from a lever adjacent to the driver's seat. The top link of the three point linkage is attached to a spring loaded lever which is pushed forward by the top link as the implement begins work. The lever is connected to the valve spool to automatically move the spool as necessary to raise or lower the implement to maintain the draft (load on the tractor) at the level set by the hand control. If the soil con­sistency is even, the depth of cut over undulations will be constant, but if the soil is intermittently hard and soft, the depth of cut will be automatically reduced in the hard sections and increased in the soft sections. An adjust­able stop is provided to limit the depth in the soft sections if this is required.
The link between the lever and valve spool incorporates an over-rider to allow pre-selection of the draft setting and an over-load device to pro­tect the valve and cable control in the event of a malfunction.
A shock absorber is fitted to the lever to cushion the lever movement.
The lever has a "gate" quadrant to allow the selection of manual "lift", "hold" or "lower" (spring loaded to return to the "hold" position) or a range of "draft" settings.
Maintenance: Daily or 10 hours: Check oil level in the reservoir and top-up as necessary to the marked level on the dipstick. Always check the level with the linkage lowered.
50 hours: Lubricate the 3-point linkage with grease. Nipples are provided on the rockshaft, the lift links, the top and bottom of the sensing lever, and the control cable.
600 hours: Drain the hydraulic oil and replace with new oil. Clean the suction filter. See previous section for details. Adjustment: The hand lever has an adjustable stop plate which con­tacts a plunger in the quadrant to hold the lever in line with the quadrant gate when placed in the hold position. The stop plate can be adjusted with a screwdriver inserted through the quadrant.
When the lever is in "hold", the valve spool should be in the centre of its travel. Move the lever well down the draft quadrant and note the position of the spool. Move the lever back to "hold". The spool should have moved 5/16". Adjust the cable to correct if necessary.
The sensing spring should be firmly located when there is no forward thrust from the top link. When initially set, the spring is pre-loaded 1/32" to hold it firm.
Attaching implements: The position of the hitch points on the imple­ment has considerable effect on the stability and penetration of the imple­ment and the traction of the tractor. It is particularly important that the mast height (difference in height of the top and bottom link attachment points) is not less than-22". Implements with shorter masts than this will "hunt" when working. (24" is preferred).
The ideal attachment is obtained if, when viewing the tractor and im­plement at the required depth, the rear portion of the lower link is horizon­tal, and the top link is sloping slightly upwards towards the implement.
Remarks covering the attachment of P.T.O. drives to trailing implements also apply to 3-point linkage implements. Implements must be rigged to provide a horizontal lift action through the working range. If the imple­ment tilts up or down at the back when lifted clear of the ground, the P.T.O. clutch must be disengaged before the implement is lifted, if violent loadings on the P.T.O. drive are to be avoided.
When an implement is attached, slowly move it through the lift range to check for fouling.
TRAILING IMPLEMENT ADAPTOR (Optional Equipment)
This is a kit made available to allow the use of 3-point linkage draft control hydraulics for double or single acting trailing implement operation. It consists of fittings, hoses and a pair of quick release couplings. Its in­stallation does not interfere with the operation of the 3-point linkage.
POWER STEERING (Optional Equipment)
The power steering system, which can be fitted when the tractor is equipped with trailing implement hydraulics or 3-point linkage, provides effortless steering for all applications. Steering is positive under any driving condition as the steering mechanism is hydraulically locked.
The system comprises a special head fitted to the standard hydraulic vane type pump, replacing the standard pump cover and diverting a portion of the pump flow to a 10" stroke booster cylinder, pipes and hoses con­necting the pump and reservoir to the booster, and a drag link to connect the booster to the pitman arm. A lug welded to the chassis anchors the booster while the booster rod socket locates in the stub axle draglink, a special stop bracket being attached to the chassis to prevent the steering box from "bottoming" in either direction.
Maintenance: Oil for the system, is supplied from the main hydraulic reservoir. No maintenance is necessary other than greasing daily of the one additional grease nipple in the steering linkage.

DRIVING THE TRACTOR
Before attempting to operate the tractor, the new owner should be familiar with the functions of the various tractor components and the necessary maintenance procedures as described in the preceding pages of this book.
The front gearbox lever operates through the normal 'H' gate action for reverse, 1st., 2nd. or 3rd. gears. Depress the clutch pedal and wait until the front gearbox primary gears stop turning before attempting to move the gear lever.
To change the rear gearbox ratio, move the lever in the centre of the footplate forward or back. The positions of the lever for each ratio are shown on the footplate indicator label and are located by a plunger in the gearbox. Push the lever fully forward for high range and right back for low range. The plunger will be felt to register for intermediate range.
Before starting the tractor carry out a 10 hour maintenance schedule as shown on the maintenance chart.
To Start The Engine: Set the front gearbox in neutral, set the governor control open, and unless the engine has been stopped for a period in cold weather, the engine should start when the key is turned to the 'S' position. Should conditions be too cold to enable a start by this method, set the governor control open, turn the switch key in an anti-clockwise direction to the 'H' position and hold there for 15 seconds. Turn the key further anti-clockwise to 'HS' thereby engaging the starter motor. If the engine does not start after 15 seconds return the switch to 'H' position for 10 seconds and then re-engage the starter motor.
Always be sure the starter motor has come to rest before re-pres­sing the control, otherwise the ring-gear teeth may be damaged.
If the engine fails to start refer to the fault finding chart .
Driving The Tractor: As will be obvious from the speed chart given in the specifications, the high range of gears are intended primarily for transport purposes, whilst the low range and the inter­mediate range are for implement working. Before moving off, select the range with the rear gearbox lever. The gear ratio of the. front gearbox may be changed with the tractor in motion in the same manner as the gears of a motor truck may be changed by double declutching.
STOP THE TRACTOR BEFORE ATTEMPTING TO CHANGE THE REAR GEARBOX DRIVE RATIO.
The injectors of any diesel engine will quickly become fouled if the engine is allowed to idle at a slow speed. If the tractor is not working either shut it off or set the speed control at not less than 900 R.P.M. The low speed position on the quadrant is provided only to facilitate gear changing and for use when the foot accelerator is being






used during road transportation.
The advantages of the "live" P.T.O. will quickly make themselves obvious when it is required to vary the tractor speed and the implement mechanism speed independently. With a little practice the operator will readily realise the saving in time and energy given by this device, but excessive main clutch slipping must be avoided.
ALWAYS LATCH THE FOOT PEDALS TOGETHER BEFORE TRAVELLING AT HIGH SPEED.
Running In: During the first 150 operating hours it is im­portant that the tractor be operated with reasonably heavy loads to allow uniform bedding-in of piston rings, bearing and gears.
Engine idling, free running or the other extreme, over-loading, should be avoided.
Tractor Storage: The simplest method of preventing corrosion or deterioration of a tractor in off-seasons is to start up and drive it under moderate load until it reaches operating temperature every week or fortnight during these periods.
This will ensure that lubricant is splashed on internal components, the batteries are maintained in a fully charged condition, gum will not solidify in the fuel system, water will be circulated in the cooling sys­tem and tyres will not be unevenly distorted.
At the completion of a season's operations:
(a) Clean down the tractor and examine for leaks, loose bolts or nuts, or chafed electric cables.
(b) Drain and replace engine and transmission lubricants and renew the engine oil filter.
(c) Thoroughly drain any water accumulation from the fuel tank sump and the pre-filrer, renew the fuel filter element and top-up the fuel tank.
(d) Check that the battery is fully charged. If not, remove and charge. Clean and grease the battery terminals.
(e) Drain the cooling system (radiator and crankcase) and re­fill using a corrosion inhibitor in the replacement water.
(f) Closely examine the tyres and have any cuts or fractures re­paired. Ensure that pressures are correct.
(g) Thoroughly lubricate all grease points.
If it is not possible to regularly move the tractor, it should be jacked and blocked to relieve the load on the tyres and the injectors should be removed to allow a small quantity of oil (i pint distributed over the 6 cylinders) to be sprayed onto the cylinder walls.
SERVICING
Chamberlain Industries have developed a large servicing Dealer organisation, and the members of this organisation have facilities and information for the servicing of all Chamberlain units.
FAULTS, CAUSES AND CORRECTIONS
STARTER WILL NOT TURN ENGINE:
Battery Leads Disconnected Examine leads. Clean terminals
or loose terminals. Tighten connections firmly.
Starter cables shorting to Check over and renew fault>
earth. cables or repair damaged insu-
lation.
Battery discharged. Replace battery or recharge.
Check alternator operation when engine is running.
Faulty starter switch. Replace switch.
Starter brushes not making Remove brush cover. Free
contact. brushes in holders. Renew H
necessary.
Seized engine. Use starting handle to check
if engine can be turned.
Starter clutch slipping Overhaul starter motor.

ENGINE WILL NOT FIRE:
Engine not being turned over Lubricating oil too thick.
quick enough (cold weather). Change to correct grade.
Battery not fully charged. Fit charged battery. Engine "gummy" due to standing in the cold. Use cold starting equipment.
No fuel. Fill the fuel tank and prime
the fuel system.
Air in the Fuel System. Prime the fuel system.
Blockage in the Fuel System. Locate the blockage by
priming, clean out the blocked pipe or filters, check action of the fuel lift pump.
Compression Low. Try to crank the engine
against compression.





























NOTES