"Most open station tractors, a mediochre mechanic can have it apart and back together in less than a day."
You don't come across as someone who has done a lot of "clutch jobs" in the real world, not to mention on older tractors.
Pretty tough to keep that schedule unless you are set up to grind flywheels "in house" or have a machine shop that's not too busy right next door!
What if the flywheel turns out to be beyond grinding?
What if the pilot bearing area or the splines on the pilot shaft are worn, and it has to be replaced, requiring another "split" farther back?
If "live PTO", there's another set off splines and associated parts there, as well.
What if the aforementioned parts happen to get backordered?
What shape are the clutch fork and pilot tube going to be in? Mite have to order some parts there, and WAIT for those.
What if the clutch parts you had ordered in for the clutch job don't fit (error, or serial # break, etc., etc., etc.).
NONE of that stuff, plus a bunch of other things can be predetermined, before the split, and can tie up a shop bay for DAYS while you wait for parts and service.
I have learned when dealing with older stuff sometimes it gets to be more of a "partial restoration" than a simple "repair job".
In the meantime, how many smaller jobs or jobs with less variables could have been pushed through that same bay?
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Today's Featured Article - Restoration Story: Fordson Major - by Anthony West. George bought his Fordson Major from a an implement sale about 18 years ago for £200.00 (UK). There is no known history regarding its origins or what service it had done, but the following work was undertaken alone to bring it up to show standard. From the engine number, it was found that this Major was produced late 1946. It was almost complete but had various parts that would definitely need replacing.
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