It is a common problem, and not terrible, but not easy to fix. It is caused from 60 years of being shifted rather harshly from 4th into fifth grinding a little off of fifth each shift. The trans is called a 9 speed because that is how many it has. The aftermarket auxiliary gears it has are made by M&W or others. The gear set changes the ratio of the countershaft, allowing it to have 1234 in regular Farmall ratios, then if in high range, H1 H2 H3 H4 these speeds (as I'm shure you know are between 4th and High/road gear. Fifth is the same in either "range" Fifth is a direct drive through trans input output shaft and is a sliding set of splines that couple the shafts together (fourth fifth sliding gear is the part that moves. Repair means getting a good input shaft with great splines, A new intermediate bearing (also called transmission pilot bearing), and a 4th fifth slider. The top of the trans (platform must be removed) The Liftall pump out from the bottom, the clutch shaft and drive coupling removed, and the input bearing/shaft and constant mesh gear. (be careful to not loose intermediate bearing rollers into the trans case, they do come apart). Driving it as is is no problem, but it is always nice to have high gear. JimN
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Today's Featured Article - An Old-Time Tractor Demonstration - by Kim Pratt. Sam was born in rural Kansas in 1926. His dad was a hard-working farmer and the children worked hard everyday to help ends meet. In the rural area he grew up in, the highlight of the week was Saturday when many people took a break from their work to go to town. It was on one such Saturday in the early 1940's when Sam was 16 years old that he ended up in Dennison, Kansas to watch a demonstration of a new tractor being put on by a local dealer. It was an Allis-Chalmers tractor dealership,
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