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M809 series front winch install.

G744

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The most critical part is getting the proper gear mesh on the PTO.

The hardest part is getting the bumper to line up with the extensions. A spud wrench really helps.
 

818 Test Pilot

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I can take some pictures, let me know what you need
Wow that rig in your pix is top shelf. Never ever sawr an 809? Series like yours. Could use pictures of how it mounts, connection underneath, cockpit controls if any. An idea of how the winch assy. looks installed. Noticed the interior cab fire wall has areas that could be used for additions like heater ect. Fort Drum 2003 there was a 1 in 3 chance your assigned 818 had a heater. Even if ya had one it was nothing to write home about.
 

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G744

Well-known member
Steel Soldiers Supporter
1,691
3,773
113
Location
Hidden Valley, Az
The PTO clearance is adjusted with a gasket stack.

One starts with a thin one, and run up a couple of the mounting nuts gently to check if it easy to turn the output shaft by hand with it in gear. It probably won't be, so dismount it and add another gasket. Keep at it until you can easily rotate the shaft, turning the trans countershaft as well (trans in neutral, a friend working the clutch), and feeling a little slop in it. You'll be OK, with it that way.

More PTO's are ruined by mashing the gears into each other and trying to use it that way.

There may be a process to set the backlash with gages, but working down past all the gears in that trans is just about impossible. It is a somewhat greasy job, as invariably some gear lube will be dripping on your hands (you did drain it all out?).

Then you get to fight the control lever hookup to fit, and the clevises will never get full operating positions on the first stab. Be patient, laying on your back is supposed to be restful...

Please don't forget to stage the driveshaft ahead of time. Also, take a hint from the 900-series trucks and install a second set of shackle mounts on the bottom of the bumper, usually with new longer bolts. It adds a bit of extra strength to the bumper assembly and gives you 2 more places to hook to.

Don't forget the correct shear pin on the winch input flange. It may save your setup from an expensive failure. I've seen a 5-ton or two over the years where the pin was just a bolt, and the whole winch was almost peeled right off the truck from pulling way too much weight.
 

818 Test Pilot

Member
Steel Soldiers Supporter
79
23
8
Location
Chicopee Falls Massachusetts
The PTO clearance is adjusted with a gasket stack.

One starts with a thin one, and run up a couple of the mounting nuts gently to check if it easy to turn the output shaft by hand with it in gear. It probably won't be, so dismount it and add another gasket. Keep at it until you can easily rotate the shaft, turning the trans countershaft as well (trans in neutral, a friend working the clutch), and feeling a little slop in it. You'll be OK, with it that way.

More PTO's are ruined by mashing the gears into each other and trying to use it that way.

There may be a process to set the backlash with gages, but working down past all the gears in that trans is just about impossible. It is a somewhat greasy job, as invariably some gear lube will be dripping on your hands (you did drain it all out?).

Then you get to fight the control lever hookup to fit, and the clevises will never get full operating positions on the first stab. Be patient, laying on your back is supposed to be restful...

Please don't forget to stage the driveshaft ahead of time. Also, take a hint from the 900-series trucks and install a second set of shackle mounts on the bottom of the bumper, usually with new longer bolts. It adds a bit of extra strength to the bumper assembly and gives you 2 more places to hook to.

Don't forget the correct shear pin on the winch input flange. It may save your setup from an expensive failure. I've seen a 5-ton or two over the years where the pin was just a bolt, and the whole winch was almost peeled right off the truck from pulling way too much weight.
Ten/four … the assy.
The PTO clearance is adjusted with a gasket stack.

One starts with a thin one, and run up a couple of the mounting nuts gently to check if it easy to turn the output shaft by hand with it in gear. It probably won't be, so dismount it and add another gasket. Keep at it until you can easily rotate the shaft, turning the trans countershaft as well (trans in neutral, a friend working the clutch), and feeling a little slop in it. You'll be OK, with it that way.

More PTO's are ruined by mashing the gears into each other and trying to use it that way.

There may be a process to set the backlash with gages, but working down past all the gears in that trans is just about impossible. It is a somewhat greasy job, as invariably some gear lube will be dripping on your hands (you did drain it all out?).

Then you get to fight the control lever hookup to fit, and the clevises will never get full operating positions on the first stab. Be patient, laying on your back is supposed to be restful...

Please don't forget to stage the driveshaft ahead of time. Also, take a hint from the 900-series trucks and install a second set of shackle mounts on the bottom of the bumper, usually with new longer bolts. It adds a bit of extra strength to the bumper assembly and gives you 2 more places to hook to.

Don't forget the correct shear pin on the winch input flange. It may save your setup from an expensive failure. I've seen a 5-ton or two over the years where the pin was just a bolt, and the whole winch was almost peeled right off the truck from pulling way too much weight.
ten/four The Assy. Waiting for the word to make the short trip. Will be removed from a donor truck at Eastern Surplus in Pa. soon. Going there to pick up goods. Thank You. OIF1 88M.
 

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Blaines2399

Member
26
71
13
Location
Kansas City MO
Here's some pictures I got
 

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