Attention: TDR Forum Junkies It all started when I got a bad vibration when in OD with my Gear Vendors unit. I sent for a replacement GV unit and decided to again research clutches as the McCleod was the only thing available to hold my horsepower when I got it in late '96. I think Jim Leonard got the second one made and I got the third. I always worried about driveline damage with unsprung clutch hubs but so far everything had been OK until the GV failure.
I don't put a lot of mileage on my truck (55K) but what I do put on it is hard pulling miles. I use it to haul my tractor for my business and haul hay etc. for my ranch. Over 90% of the mileage is heavy hauling and most of that is in mountain terrain. Every day I have to climb at least one steep long grade because of where I live. I bought the GV unit so I could do all my hard pulling in 4th or 4th over and not have to use 5th. All was well for 44,000 miles on the GV. GV told me that inspection of the failed unit showed all the teeth were stripped out of the annulus. The clutches and everything else looked OK. They said this was a highly unusual failure and units with much more horsepower than my measly 400 didn't cause that kind of damage. I did regular maintenance on the unit and used the recommended Castrol Syntorq fluid. We can only assume that the constant pounding of the bombed diesel in heavy hauling mode through unsprung clutch hubs caused the damage. That was my drive trains weak link. GV was happy to hear that I was no longer going to use that type of clutch.
This thread is not meant to flame McCleod. The clutch worked fine for me for quite a few years. It was a little grabby when starting out without a load but the bigger the load the smoother it was. It never slipped and once when I had to back my tractor up a steep hill and could only do it by seriously slipping the clutch, it worked good even tho it smelled like I really burnt it up. When it was removed, everything looked pretty good except for the center metal disc which had serious elongation of the holes that ride on the flywheel pins. The pin bushings were also seriously worn. This of course increased the rattle and sometimes caused a vibration when this center disc engaged off center due to the elongated holes. This clutch has its strong points, but I don't think heavy hauling is one of them.
Since I don't want this to happen again anytime soon, I looked for a replacement clutch. Peter at South Bend took the time to explain what they had been through with clutches for our Dodges and why his new 13 inch clutch would work for my needs. After opening the box and inspecting the clutch I can see what he is talking about. The clutch is huge and has the beefiest center section you ever saw with monster springs. I got the clutch with the feramic on the flywheel side and organic material on the other. Engagement is smooth and it has no problem holding the power.
I wanted to do a full inspection of my drivetrain and tab my dowel pin so I went up to Jim Leonard's new shop for the clutch install. He also has switched from the McCleod to the SBC clutch. Everything else in the drivetrain was OK, pilot bearing, tx input shaft and bearing, etc. The transfer case also seemed good as new. The surprising thing was that my 5th gear nut was tight. It didn't budge with 300 ft lbs. torque. I guess doing all the hard work in 4th and 4th over might pay off. We staked the nut into the threads real good in 8 places, so it should stay tight.
My dowel pin was out a little under 1/8 inch. Knocked it back in and tabbed it. What a pain getting the new seal in the housing cover. That is what you call a tight fit.
With all the positive threads I saw here on the South Bend clutch, I figured I couldn't go wrong with one of their units. I just didn't know which one would be best. Peter is what everyone here says about him. He is a great guy and doesn't hesitate to take the time to help a customer. A special thanks to Peter and Jim Leonard, a fine mechanic, for all their help. I am now back on the road pulling heavy and loving every minute of it.
I don't put a lot of mileage on my truck (55K) but what I do put on it is hard pulling miles. I use it to haul my tractor for my business and haul hay etc. for my ranch. Over 90% of the mileage is heavy hauling and most of that is in mountain terrain. Every day I have to climb at least one steep long grade because of where I live. I bought the GV unit so I could do all my hard pulling in 4th or 4th over and not have to use 5th. All was well for 44,000 miles on the GV. GV told me that inspection of the failed unit showed all the teeth were stripped out of the annulus. The clutches and everything else looked OK. They said this was a highly unusual failure and units with much more horsepower than my measly 400 didn't cause that kind of damage. I did regular maintenance on the unit and used the recommended Castrol Syntorq fluid. We can only assume that the constant pounding of the bombed diesel in heavy hauling mode through unsprung clutch hubs caused the damage. That was my drive trains weak link. GV was happy to hear that I was no longer going to use that type of clutch.
This thread is not meant to flame McCleod. The clutch worked fine for me for quite a few years. It was a little grabby when starting out without a load but the bigger the load the smoother it was. It never slipped and once when I had to back my tractor up a steep hill and could only do it by seriously slipping the clutch, it worked good even tho it smelled like I really burnt it up. When it was removed, everything looked pretty good except for the center metal disc which had serious elongation of the holes that ride on the flywheel pins. The pin bushings were also seriously worn. This of course increased the rattle and sometimes caused a vibration when this center disc engaged off center due to the elongated holes. This clutch has its strong points, but I don't think heavy hauling is one of them.
Since I don't want this to happen again anytime soon, I looked for a replacement clutch. Peter at South Bend took the time to explain what they had been through with clutches for our Dodges and why his new 13 inch clutch would work for my needs. After opening the box and inspecting the clutch I can see what he is talking about. The clutch is huge and has the beefiest center section you ever saw with monster springs. I got the clutch with the feramic on the flywheel side and organic material on the other. Engagement is smooth and it has no problem holding the power.
I wanted to do a full inspection of my drivetrain and tab my dowel pin so I went up to Jim Leonard's new shop for the clutch install. He also has switched from the McCleod to the SBC clutch. Everything else in the drivetrain was OK, pilot bearing, tx input shaft and bearing, etc. The transfer case also seemed good as new. The surprising thing was that my 5th gear nut was tight. It didn't budge with 300 ft lbs. torque. I guess doing all the hard work in 4th and 4th over might pay off. We staked the nut into the threads real good in 8 places, so it should stay tight.
My dowel pin was out a little under 1/8 inch. Knocked it back in and tabbed it. What a pain getting the new seal in the housing cover. That is what you call a tight fit.
With all the positive threads I saw here on the South Bend clutch, I figured I couldn't go wrong with one of their units. I just didn't know which one would be best. Peter is what everyone here says about him. He is a great guy and doesn't hesitate to take the time to help a customer. A special thanks to Peter and Jim Leonard, a fine mechanic, for all their help. I am now back on the road pulling heavy and loving every minute of it.
