Cub Cadet 6X4 User manual

Professional
Shop Handbook
4x4 Utility Vehicle w/Kohler Engine
MTD Products Inc. - Product Training and Education Department
FORM NUMBER - 769-03026
12/2006
NOTE: These materials are for use by trained technicians who are experienced in the service and repair of outdoor power
equipment of the kind described in this publication, and are not intended for use by untrained or inexperienced individuals.
These materials are intended to provide supplemental information to assist the trained technician. Untrained or inexperi-
enced individuals should seek the assistance of an experienced and trained professional. Read, understand, and follow all
instructions and use common sense when working on power equipment. This includes the contents of the product’s Oper-
ators Manual, supplied with the equipment. No liability can be accepted for any inaccuracies or omission in this publication,
although care has been taken to make it as complete and accurate as possible at the time of publication. However, due to
the variety of outdoor power equipment and continuing product changes that occur over time, updates will be made tothese
instructions from time to time. Therefore, it may be necessary to obtain the latest materials before servicing or repairing a
product. The company reserves the right to make changes at any time to this publication without prior notice and without
incurring an obligation to make such changes to previously published versions. Instructions, photographs and illustrations
used in this publication are for reference use only and may not depict actual model and component parts.
© Copyright 2006 MTD Products Inc. All Rights Reserved

1
Chapter 1: Introduction.....................................................................................................1
Chapter 2 - Drive Sytem: CVT and Transfer Case............................................................9
Kohler Enclosed CVT Addendum..............................................................................63
Caterpillar Enclosed CVT Addendum........................................................................75
Chapter 3 - Drive System: Drive Shafts and Differentials................................................89
Chapter 4 - Front Suspension and Steering..................................................................123
Chapter 5 - Rear Suspension........................................................................................159
Chapter 6 - Hydraulic Brakes........................................................................................173
Chapter 7 - Kohler Engine Service Access and Fuel System........................................195
Kohler Engine Speed and Throttle Adjustment Addendum.....................................215
Chapter 8 - Caterpillar Engine and Related Systems....................................................219
Chapter 9 - Electrical.....................................................................................................275
Addendum - Front Drive System Differential Gearcase: Hillard.....................................323
Table of Contents

Chapter 1: Introduction
1
1. INTRODUCTION: PRODUCT LINE
6X4
Cub Cadet entered the utility vehicle market in the
2003 season with a 6X4 vehicle having fully indepen-
dent suspension and Honda power (20 H.P.). The Big
Country 6X4 continues in production with evolutionary
changes and a switch to Kohler power. See Figure 1.1.
Steel-bed 4X2
In 2004, a 4X2 vehicle was introduced. The 4X2
shares the 6X4 front suspension, has an 18 H.P.
Honda engine and a push-button controlled transmis-
sion. Evolutionary changes include a switch to Kohler
power. See Figure 1.2.
Big Country 6X4
Figure 1.1
Figure 1.2
4X2 Steel Bed
Poly bed 4X2
For 2005, a lighter-duty version of the 4X2 was intro-
duced, using a plastic cargo box and a 9.5 H.P. drives
system sourced from Kawasaki. See Figure 1.3.
All of these first-generation utility vehicles share a com-
mon structure from the cargo box forward. The 6X4
carries a fully enclosed rear structure with swing-arm
suspension. The 4X2s carry the engine and transaxles
on a pivoting cradle that acts as the rear suspension.
4X4
The 4X4 vehicle that is the subject of this handbook
represents a complete departure from the first genera-
tion vehicles. See Figure 1.4.
Figure 1.3
4X2 “Poly Bed”
Figure 1.4
New 4X4
CHAPTER 1: INTRODUCTION

Chapter 1: Introduction
2
2. UNDERSTANDING UTILITY VEHICLE MODEL
NUMBERS
e.g.: 37AJ467D710
• 37 - - - - - - - - - indicates that this is a U.V.
• - - A - - - - - - - - indicates the engineering level
• - - - J - - - - - - - indicates the engine type
• - - - - 4 - - - - - - indicates the number of wheels
• - - - - - 67 - - - - indicates the series and trim
• - - - - - - - D - - - indicates the type of tires
• - - - - - - - - 710 indicates that it is Cub Cadet
2.1. Engine type detail:
• B = Kohler Command 18 H.P. V-twin
• C = Kohler Command 20 H.P. V-twin
• J = Caterpillar Diesel 20 H.P. liquid cooled
• N = Kawasaki 9.5 H.P. single, inclined
• R = Honda 18 H.P. V-twin
• S = Honda 20 H.P. V-twin
2.2. Series detail:
• 1 = poly-bed 4 x 2
• 3 = steel bed 4 x 2
•4=6x4
•6=4x4
2.3. Trim detail:
• 0 = yellow on 6 x 4 and 4 x 2
• 1 = camouflage on 6 x 4 and 4 x 2
• 2 = fire rescue red on 6 x 4 and 4 x 2
• 6 = yellow on 4 x 4
• 7 = camouflage on 4 x 4
2.4. Tires
• A = turf tires
• B = knobby tires
• C = heavy-duty tires
• D = trail tires
• E = Fire Rescue: f. run-flat tires, r. trail tires
• G = poly-bed trail tires
3. PROFESSIONAL SHOP MANUAL INTENT
This Manual is intendedto provide service dealerswith
an introduction to the mechanical aspects of the new
vehicle.
This Professional Shop Manual covers the second
generation Cub Cadet Utility Vehicles more specifically,
and in greater depth than the origanal Shop Handbook.
• The content in this manual supersedes any con-
tent in the handbook.
• Detailed service information about the engine
will be provided by the engine manufacturer, in
most cases.
Disclaimer: This manual was written using second
generation vehicle. The information contained in this
handbook is correct at the time of writing. Both the
product and the information about the product are sub-
ject to change without notice.
About the text format:
NOTE: is used to point-out information that is
relevant to the procedure, but does not fit as a
step in the procedure.
CAUTION: is used to point-out potential danger
to the technician, operator, bystanders, or sur-
rounding property.
•Bullet points: indicate sub-steps or points.
Disclaimer: This Professional Shop Manual is
intended for use by trained, professional technicians.
• Common sense in operation and safety is
assumed.
• In no event shall MTD or Cub Cadet be liable for
poor text interpretation, or poor execution of the
procedures described in the text.
• If the person using this manual is uncomfortable
with any procedures theyencounter, they should
seek the help of a qualified technician or Cub
Cadet Technical Support.

Chapter 1: Introduction
3
Fasteners:
• Most of the fasteners used on the vehicle are
sized in fractional inches. Some are metric.
For this reason, wrench sizes are frequently
identified in the text, and measurements are
given in U.S. and metric scales.
• If a fastener has a locking feature that has
worn, replace the fastener or apply a small
amount of releasable thread locking compound
such as Loctite® 242 (blue).
• Some fasteners like cotter pins are single-use
items that are not to be reused.
Other fasteners such as lock washers, retaining
rings, and internal cotter pins (hairpin clips) may
be reused if the do not show signs of wear or
damage. This manual leaves that decision to
the judgement of the technician.
Assembly:
Torque specifications may be noted in the part of the
text that covers assembly, they may also be summa-
rized in tables along with special instructions regarding
locking or lubrication.
Whichever method is more appropriate will be used. In
many cases, both will be used so that the manual is
handy as a quick-reference guide as well as a step-by-
step procedure guide that does not require the user to
hunt for information.
The level of assembly instructions provided will be
determined by the complexity and of reassembly, and
by the potential for unsafe conditions to arise from mis-
takes made in assembly.
Some instructions may refer to other parts of the man-
ual for subsidiary procedures. This avoids repeating
the same procedure two or three times in the manual.
4. LIFTING AND SUPPORTING
CAUTION: Use common sense and safety when
lifting and supporting any equipment:
• Always work on a firm, level surface that will
support the load to be placed on it.
• Never leave equipment supported by hydraulic
means: hydraulic jacks are for lifting. Once
lifted, the equipment should be positioned on
and supported by jack stands of sufficient capac-
ity to ensure safety.
• Confirm that the equipment is firmly seated on
the jack stands before doing any work that
results in exposure to falling or crushing hazard.
• Use caution when positioning jacks and jack
stands, so as not to damage any fuel lines,
brake lines, electrical conduits, or linkages.
• Do not lift or support the vehicle by the cradle
that the engine and transfer case are mounted
to. It is vibration-isolated from the rest of the
vehicle. The rubber isolator mounts are not
designed to support the weight of the vehicle.
The utility vehicle may be lifted from the rear by placing
a jack under the rear-most cross-member. This cross-
member also provides a mounting point for the 2” class
1 hitch receiver. See Figure 1.5.
Figure 1.5
Rear cross-member
Accessory
receiver

Chapter 1: Introduction
4
Jack stands can safely be positioned beneath the up-
right frame members that are roughly even with the
centerline of the tray that supports the engine and
transfer case. See Figure 1.6.
The front of the vehicle may be safely lifted by placing a
jack directly under the mounting point where the front
differential joins the frame. See Figure 1.7.
Jack stands will safely support the front of the vehicle if
positioned beneath the frame, where the front out-rig-
ger extends to meet the base of the OPS.
See Figure 1.8.
Alternatively, the vehicle may be lifted by positioning a
jack along the outer frame channel, where the rear
out-riggerextendstomeetthebaseoftheOPS.
See Figure 1.9.
NOTE: The center of gravity for the vehicle is
beneath the seat support structure.
NOTE: The outer frame channel will support the
vehicle without damage.
Figure 1.6
Figure 1.7
Figure 1.8
Figure 1.9

Chapter 1: Introduction
5
5. DRIVE SYSTEM DESCRIPTION
• A belt-type CVT (Continuously Variable Trans-
mission) system carries power from the engine
crankshaft to the transfer case.
See Figure 1.10.
• The CVT range provides strong torque and
acceleration, limiting speed to 25 MPH (40
KPH).
• The driving clutch on the engine crankshaft uses
centrifugal force to operate a mechanism that
pulls the sheaves closer together.
The faster the engine spins, the closer the
sheaves get.
As the sheaves close-down on the belt, the belt
is forced outward.
As the belt is forced outward, the drive ratio
decreases so that fewer crankshaft revolutions
equate to more input shaft revolutions at the
input shaft of the transfer case.
NOTE: A lower numeric ratio results is fre-
quently referred to as a “steeper” or “taller” drive
ratio, yielding in increased top speed.
• As the effective diameter of the driving pulley
increases, the belt has less available length to
reach the driven pulley.
The sheaves of the driven pulley is spring-
loaded so that it can absorb the additional ten-
sion.
An additional effect is that the belt is drawn
deeper into the sheaves, reducing the effective
diameter of the driven pulley.
Reducing the diameter of the driven pulley fur-
ther reduces the drive ratio.
Figure 1.10
CVT driving element
CVT belt
CVT driven
element
•Thetransfer case is mounted adjacent to the
engine, with the input shaft running fore-and-aft
in the frame. See Figure 1.11.
• The transfer case contains two forward ratios,
neutral, and reveres.
• Gear selection is controlled by rods and a selec-
tor lever sourced from Hurst®.
Drive shafts with Hooke/Spicer type universal joints
extend fore and aft from the output shafts of the trans-
fer case to drive the front and rear differentials.
The rear differential has a cast iron housing and a
cable-actuated locking feature. See Figure 1.12.
Figure 1.11
Transfer
case
Figure 1.12
Differential lock
actuator Rear differential

Chapter 1: Introduction
6
The front differential has an aluminum housing, and
an electronically controlled, slip sensing Auto-Lok®
feature. See Figure 1.13.
• The front differential is engaged or disengaged
using a rocker switch on the dashboard.
Each differential transfers power to the drive hubs
through a drive shaft with Rzeppa-type constant veloc-
ity joints at each end.
6. SERVICE INTENT
The transfer case is manufactured by Cub Cadet. If it
fails during the first year, it should be removed and
replaced as a complete unit.
• In the event of a failure, the transfer case will be
called back for engineering analysis.
• If the failure is warrantable, Cub Cadet will cover
the cost of replacement.
• If the failure is not warrantable, replacement will
be at the customer’s expense.
• Beyond the first year, but within the first two
years, the decision whether to repair or replace
the transfer case will be based on economic fea-
sibility and the availability of parts and assem-
blies.
• Beyond the warranty period, the dealer can
repair or replace the transfer case at their own
discretion.
The remainder of the drive system (CVT, drive shafts,
axles, differentials) is purchased from outside ven-
dors.
• If any of these items fail in the first two years,
they should be removed and replaced with a
complete unit. The only exception to this may be
the axles. Rzeppa (Constant Velocity) joints
may be available to repair rather than replace
axles. Service intent has not been decided as
this manual goes to print.
• In the event of a failure, the component will be
called back for engineering analysis and vendor
recovery.
• If the failure is warrantable, Cub Cadet will cover
the cost of replacement.
• If the failure is not warrantable, replacement will
be at the customer’s expense.
• Beyond the warranty period, internal parts for
the differentials will be made available so that
the dealer can repair or replace them at their
own discretion.
Kohler Engines will be serviced as they are in the rest
of the Cub Cadet product Line. They are seen as an
integral part of the Cub cadet product, with parts and
warranty coverage provided through Cub Cadet.
Caterpillar Engines in Cub cadet equipment will con-
tinue to be serviced exclusively by CAT dealers.
Figure 1.13
Front differential Electrical connection for
Auto-Lok® feature

Chapter 1: Introduction
7
7. SPECIAL TOOLS
NOTE: There are many specialized tools that
will make servicing the Cub Cadet 4X4 easier.
There are only a couple of tools that are not
likely to be in a technician’s normal tool assort-
ment that necessary to service the 4X4.
7.1. A small metric screw (6m/1.0) (size/thread pitch)
having a minimum thread length of 1.15” (2.9cm)
can be used to spread the sheaves of the driven
clutch. This is necessary if the belt is to be
replaced without removing both pulleys. The
screw can be purchased locally and modified
using a thread die. See Figure 1.14.
7.2. The second tool that is necessary to service the
drive system is a puller that draws the driving
clutch off of the engine crankshaft.
See Figure 1.15.
Figure 1.14
Figure 1.15
Driving pulley removal tool:
Part number: 759-04111
7.3. A pulley alignment tool should be used to check
the alignment of the drive pulley and driven pul-
ley after any procedure that may have disturbed
the alignment, or if unusual belt wear occurs.
See Figure 1.16.
Figure 1.16
Alignment tool
P/N: 707-04878

Chapter 1: Introduction
8

Chapter 2- Drive System: CVT and Transfer Case
9
DRIVE SYSTEM: SERVICE INTENT
1. The transfer case is manufactured by Cub
Cadet. If it fails during the first two years, it
should be removed and replaced as a complete
unit.
• In the event of a failure, the transfer case will be
called back for engineering analysis.
• If the failure is warrantable, Cub Cadet will cover
the cost of replacement.
• If the failure is not warrantable, replacement will
be at the customer’s expense.
• Beyond the warranty period, internal parts will be
made available so that the dealer can repair or
replace the transfer case at their own discretion.
2. The remainder of the drive system (CVT, drive
shafts, axles, differentials) is purchased from
outside vendors.
• If any of these items fail in the first two years,
they should be removed and replaced with a
complete unit.
• In the event of a failure, the component will be
called back for engineering analysis and vendor
recovery.
• If the failure is warrantable, Cub Cadet will cover
the cost of replacement.
• If the failure is not warrantable, replacement will
be at the customer’s expense.
• Drive system components other than the CVT
and transfer case are covered in greater depth in
the Drive shafts, Axles, and Differentials chapter
of this manual.
CVT AND TRANSFER CASE OPERATION
1. The transfer case contains a relatively conven-
tional three-shaft gear-set providing Neutral,
Reverse, Forward, and Forward Low-range.
2. The variation in drive speed within each gear is
created by a combination of engine RPM and a
CVT belt drive system.
3. The CVT belt drive system consists of :
See Figure 2.1.
• Driving element = driving pulley = centrifugal
torque converter mounted to the crankshaft.
• Driven element = driven pulley = pulley sheaves
mounted to the input shaft of the transfer case
that react to the motion of the driving element.
• A special belt that transfers power from the driv-
ing element to the driven element.
4. Common parts:
4a. The belt and driven element are the
same on both models of the current Cub
Cadet 4X4.
4b. The driving elements are different for
gas and diesel versions. The gas engine
and diesel engines have different torque
curves and maximum operating speeds.
Figure 2.1
Belt
Driving element Driven element
CHAPTER 2- DRIVE SYSTEM: CVT AND TRANSFER CASE

Chapter 2- Drive System: CVT and Transfer Case
10
4c. The driving elements are tuned to get the
best vehicle performance out of each
model engine, taking into account: engine
power band and top speed, vehicle
weight, maximized vehicle pulling power,
maximized vehicle acceleration, and a 25
MPH (40 KPH) maximum speed.
5. Operation:
5a. At rest (engine OFF or at low idle) the
sheaves of the driving element (on the
engine crankshaft) are at the widest point
of their travel. The belt rests on a central
bearing surface, but no significant power
is transmitted to the driven element at idle
speed. See Figure 2.2.
5b. At about 1,400 RPM, the sheaves move
closer to each-other. As they do, they
touch the sides of the belt and begin to
transmit power. See Figure 2.3.
• The sheaves are moved by fly-weights within the
driving element housing. Centrifugal force
drives the fly-weights out. The fly-weights are
levered against the sheave, forcing it inward.
5c. As the engine RPMs increase, the
sheaves close further, forcing the belt out-
ward on the sheaves. See Figure 2.4.
Figure 2.2
Low idle speed
Driving element released
(spread) Figure 2.3
Low RPM:
Driving element
beginning to engage belt
Belt deep in sheave
Figure 2.4
Moderate engine speed
Driving pulley partially closed-down
Belt partially shifted-out

Chapter 2- Drive System: CVT and Transfer Case
11
• The further the drive point (contact patch
between the belt and the sheaves) is from the
crankshaft, the greater the effective circumfer-
ence of the driving pulley (element).
• The greater the effective circumference of the
driving pulley, the more linear motion is trans-
ferred to the belt for each crankshaft revolution.
• This increases the drive speed, but reduces the
amount of torque the engine transfers to the
drive system.
• If the engine is over-loaded by a combination of
grade and cargo weight while operating at full
throttle, the RPMs will be pulled-down. As the
engine RPMs are reduced, the drive ratio will
automatically shift in the numerically higher
direction, increasing the amount of torque avail-
able to the wheels, at the expense of ground
speed.
5d. As the belt is forced outward on the
sheaves of the driving element, the driven
element spread allowing the belt to be
drawn deeper-in. See Figure 2.5.
5e. As the belt is drawn deeper into the driven
pulley, two things are accomplished:
• Belt tension is held constant, even though the
effective size of the driving pulley changes.
• The range of available drive ratios is widened.
Figure 2.5
Driven pulley at speed
Belt deep in sheaves
Belt
Sheaves
5f. At about 3,000 RPM (Kohler) or 2,500
RPM (Caterpillar) the driving element
reaches the end of its travel.
See Figure 2.6.
• Any increase in vehicle speed beyond the end of
CVT travel is due only to an increase in engine
speed. The rate of vehicle acceleration will
level-off.
IDLE SPEED AND TOP NO-LOAD SPEED
1. The Kohler and CAT engines should idle at
1,200 RPM. See Figure 2.7.
Figure 2.6
Driven element fully
drawn together:
Belt at outer
edge
Figure 2.7
Belt still
spread
Sheaves
Clutch spinning
at idle speed

Chapter 2- Drive System: CVT and Transfer Case
12
• Slower idle speeds will result in poor idle quality,
reduced flow of cooling air, and reduced oil flow.
• Higher idle speeds will result in harsh gear
selector action and possible internal damage to
the transfer case.
2. Top no-load speed should be 3,600 RPM for the
Caterpillar and 3,850 RPM for the Kohler:
See Figure 2.8.
• Slower top no-load speeds will result in dimin-
ished performance.
• Higher top no-load speeds will result in unsafe
operating conditions and possible over-speed
engine failure.
3. If the idle speed and top-no-load speed do not
fall into this range, refer to the appropriate
engine chapter for adjustment procedures
• Caterpillar related systems Chapter 8
• Kohler engine service access and fuel system
Chapter 7
DRIVE SYSTEM SERVICE ACCESS, SAFETY, AND
TIPS
1. When working on the belt, block the wheels to
prevent the UV from rolling.
2. Place the transmission in neutral.
3. When working on any components (like the
CVT) that rotate with the engine, disable the
engine:
3a. Disconnect and ground the spark plug
wires on a gasoline engine.
3b. Unplug the fuel shut-off solenoid on a die-
sel engine.
3c. Remove the key from the key switch.
3d. Preferably, disconnect the ground cable
from the negative terminal of the battery.
4. Unless a procedure specifically requires the
engine to be running, the engine should be
turned-off for all maintenance, adjustments, and
repair.
5. To reach the CVT, fold the seats forward and
secure them with shock cords. Release the
Camloc® fasteners and lift the parcel bin out
from beneath the driver’s seat
6. Once accessed, the driving element, the driven
element, and the belt can be removed. There
are some simple but specialized tools required
to loosen the belt and remove the driving ele-
ment
•Asmall screw can be used to spread the
sheaves of the driven element so that the belt
can be removed. Specific dimensions are given
in the belt removal section of this chapter.
•Aclutch puller is needed to pull the driving ele-
ment off of the tapered crankshaft.
NOTE: The belt may be removed independently,
or the CVT may be removed complete with the
belt.
Figure 2.8
Belt spinning
Sheaves
closed
Engine at
max. RPM

Chapter 2- Drive System: CVT and Transfer Case
13
DRIVE SYSTEM ADJUSTMENTS:
1. CVT spacing and alignment:
• Spacing and alignment are critical to proper CVT
performance and belt longevity.
• In normal service, these items should not be an
issue on this vehicle. The engine and transfer
case are firmly tied to each-other by the engine /
transmission plate that holds proper spacing and
alignment.
2. Adjustment of the driving element and driven
element:
• The CVT is tuned to maximize performance of
the vehicle. It should require no adjustment in its
normal service life.
• While it is mechanically possible to disassemble
the driving and driven elements, individual parts
will not be available through Cub Cadet.
CVT SERVICE
1. BELT REMOVAL
NOTE: The procedure to remove the belt is the
same for the Kohler and the Caterpillar engines.
1a. When new, the belt measures 1.335”
+.031” (33.9 + .8mm) across the wide flat
outside surface of the belt. The belt is
considered worn when the measurement
is 1.20” (30.5mm) or less. some degrada-
tion of performance may begin to occur as
belt is worn to less than 1.275” (32.4mm).
See Figure 2.9.
Figure 2.9
New: 1.335”
(33.9mm)
Worn: 1.20”
(30.5mm)
1b. To remove the belt, a 6mm/1.0 screw with a
minimum thread length of 1.15" (2.9cm)
will be required. See Figure 2.10.
NOTE: A 6mm screw with a thread pitch of 1.0
may be purchased locally. The minimum thread
length needed is longer than the threads of a
standard screw of this size. It will be necessary
to cut threads further up the shank of the screw
using a thread-cutting die.
1c. There are 4 holes in the face of the driven
element. Three of them are close
together, one is 180 degrees away from
the others. The middle hole of the set of
three is threaded.
See Figure 2.11.
Figure 2.10
1.15” (2.9cm)
thread length
Figure 2.11
Tapped hole

Chapter 2- Drive System: CVT and Transfer Case
14
1d. Thread the screw into the tapped hole in the
outer half of the driven element sheave.
The end of the screw will press against
the inner half of the sheave, spreading the
two apart. See Figure 2.12.
NOTE: It is common practice among snowmobil-
ers to carry a spare belt. Belt life on this vehicle
should not be an issue, but if the utility vehicle is
operated in very remote areas, it may provide
some peace-of-mind for the operator. If they
choose to carry a spare belt, a suitable screw
and a 10mm wrench should be kept with it.
1e. As the sheaves are spread, the tension on
the belt will be relieved, and the belt can
berolled-offofthedrivenelement(pulley).
See Figure 2.13.
NOTE: On the Caterpillar engines, The belt may
be harder to roll off the sheave, but it will roll off.
1f. The belt can easily be installed by revers-
ing the removal process. See Figure 2.14.
NOTE: When the belt is installed, remove the
screw before operating the vehicle
NOTE: It may be necessary to start the vehicle, ,
and rev the engine in neutral to seat the belt.
2. Removal of the Driving element
NOTE: The driving element is most easily
removed after the belt is taken-off.
NOTE: The driving element can be removed
with the belt in place, but installation may require
the driven element sheaves to be spread unless
all three parts of the CVT are installed together,
as described later in this section.
NOTE: The bolt that holds the driving element to
the crankshaft can be reached by removing the
plastic cap from the end of the driving element.
If the driving element spins the crankshaft when
the tool is tightened it will be necessary to hold
the CVT or lock the crankshaft. One means of
holding the CVT involves removing the cover.
That is the technique described in this section.
2a. Disconnect and ground the spark plug
leads (Kohler) or un-plug the fuel shut-off
solenoid (Caterpillar).
Figure 2.12
Figure 2.13
Figure 2.14
Screw maintains
distance between
sheaves

Chapter 2- Drive System: CVT and Transfer Case
15
2b. Remove the three screws holding the
cover in place, then remove the cover.
See Figure 2.15.
2c. Hold the large nut with a 30mm wrench
while loosening the crankshaft bolt with a
5/8” wrench.
2d. Withdraw the bolt, washers, and shoulder
spacer. See Figure 2.16.
Figure 2.15
Screws
Driving element cover
Plastic cap
Figure 2.16
Driving
element
Shoulder washer
Flat washer(s)
Nut
3. Install the clutch removal tool (M14 - 2.O) by
threading it into the clutch, pressing against the
crankshaft.
3a. Hold the pulley with a 30mm wrench, and
turn the tool using a 22mm wrench. This
will force the driving element off of the
crankshaft. See Figure 2.17.
CAUTION: There is a tapered fit between the
driving element and the crankshaft. Applying
force to the perimeter of the driving element will
break it.
3b. If the belt was not previously removed, it
can be taken-off as the driving element is
removed.
4. Removal of the driven element
4a. Remove the belt.
NOTE: The driving element fits on a tapered
shaft. It can be removed with the belt in-place
because the tapered shaft provides freedom of
movement as soon as the driving element
comes loose.
The driven element fits on a splined shaft. As the
driven element is drawn off the shaft, the belt will
tighten, making removal difficult even with the
sheaves spread. The belt should be removed
before taking-off the driven element.
Figure 2.17
Inset:
clutch tool
One wrench to
hold the clutch
One wrench
to turn the
tool

Chapter 2- Drive System: CVT and Transfer Case
16
4b. Place the transfer case in H position, and
set the parking brake.
4c. Loosen the bolt that holds the driven ele-
ment to the input shaft using a 9/16”
wrench.
NOTE: Hold the driven element from rotating
using a pin spanner, if needed.
4d. Remove the bolt and washers.
See Figure 2.18.
4e. At this point, the driven element may be
slipped off of the transfer case input shaft.
5. CVT Installation
NOTE: The driving element and driven element
can be installed individually, then the belt can be
rolled-on as described in the belt removal sec-
tion of this chapter.
Alternatively, both elements and the belt can be
installed all-at-once using a simple wood-block
tool. This method is described in the following
steps.
Preparation and torque specs remain the same
for both methods.
6. Make the wood block spacer as described in the
accompanying illustration. See Figure 2.19.
6a. Prepare the CVT for installation:
See Figure 2.20.
• Clean the shafts and the surrounding area
before installing the CVT.
• Confirm the presence of the .060” (1.5mm)
spacer on the shaft between the driven element
and the transfer case housing.
• A small amount of anti-seize compound may be
used on the splined joint between the input shaft
of the transfer case and the driven element.
• The tapered joint between the driving element
and the crankshaft must be clean and dry.
Figure 2.18
Figure 2.19
4-3/8”
NOTE: BLOCK ENDS MAY BE
V-SHAPED OR CURVED
(8.6CM)
3-1/2” (8.9CM)
(13.1CM)
5-1/8”
Figure 2.20
Tapered shaft
Splined shaft
Spacer