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I remeber. Both castings are C3NN-7006-B. There is a smaller number B15 on one, and B35 on the other, below the C3NN # and another line that is the same on both. The "original" case has the numbers 416E 0086 stamped on one line on the starter mounting area. The "spare" case has the numbers 41404 D on the first line, and 67815< on the second line. Note: I am not sure of the first 4 in 41404 D. I am not sure of the 6 and 8 in 67815<.
Both due to pitting and such. I could post pictures if it would help. To keep everything together, the "original" transmission is the one with the rubber o-ring piston seal, and the "spare" transmission had the steel piston seal. The "original" is from the Balmar loader, painted yellow. The spare is painted blue. The internal parts (gears, clutches, bands, servos) are identical, except for the direct drive clutch. The transmission has been worked on in the past, so maybe someone used the piston from another model...But the Ford dealer computer comes up with 4000 series using either piston part number. Wierd. I have thought of a few modifications for it...
I figure a tourque converter could replace the overload clutch, and at the same time smooth the impulse shock load from the diesel engine. Avoids the stupid undersized spline stripping problem also. (future project - not enough time right now) For now, just don't lug the engine anymore. (didn't know that was a no no.) I am also thinking of putting an oil cooler on it somehow, as this is something that won't take a long time. I also spent a little time looking at the "logic" charts to see if I could get another reverse speed- like 7 or 8 forward. I don't know how the ground speed compares on the Balmar to a farm tractor, but R2 is still WAY slow. Due to the dry brake skid steering system, I often run backwards rather than turn around to save wear on the brakes, tires and ground. Thank you for the help, Dave
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