ford 7740 sl 92 getting stuck in gear....help

ford bo

I can release it. But now it is happening every time I change gear before it was once in a blue moon.what does this mean. Need suggestions...thanks

blue5000

I know I'm being harsh, 21 yr old 40 series, scrap it. Hope you didn't sell your 76.

yellow50HX

blue5000 wrote: »

I know I'm being harsh, 21 yr old 40 series, scrap it. Hope you didn't sell your 76.

yeah hope you kept the 76. the early mark 1 40 seris had an issue with the dual power switch. it was a bigger issue in the SLE then the Sl versions. many were recalled to replace the fault. i think you can still check with new holland if you have the cahssis number to see if this was done on yours.

40 series 1991-99


In 1990, Ford was enjoying much success with its range of tractors. The 10 series tractors sold in vast numbers in Europe and after the introduction of the companies super Q cab and their compact six cylinder 7810 100hp tractor they were a force to be reckoned with. This range was phased out in 1991 to make way for the new 40 series range which, although introduced in 91, it was 92 before they started to make their way onto dealers’ forecourts.

The range was mostly new from the ground up apart from a few well proven components. When released the range consisted of the 5640 (4cyl 75hp), 6640 (4cyl 85hp), 7740 (4cyl turbo 95hp), 7840 (6cyl 100hp), 8240 (6cyl 110hp) and the range topping 8340 (6cyl 120hp).

The early 40 series tractors are instantly recognisable by their white cab roof. Linkage could be specified as either manual or electronic on all models except the 8240 and 8320 which came with electrics lift as standard. Incidentally, the electronic versions also had a manual lever which had to be pushed down past the fully down position to activate the external linkage controls. Continuously starting the tractor with the manual lever in the external position could cause the lift to become troublesome and need re-calibration to sort it out.

Gearbox options were SL 12/12 with four gears and three ranges and a mechanical shuttle lever. SL/DP 24/24 which was the same as the SL box but had the addition of a button activated splitter on the gearstick which doubled the number of gears. SLE 16/16 which had two gears with four power shift steps in each and two ranges and a manual shuttle lever.

Gear changes on these models are known to be jumpy and its worth noting that on these tractors, the solenoids that control the gearbox are internal, so replacement may be costly as the gearbox needs to be opened.

The front axle was supplied by Carrero and is fairly trouble free. Just perform the usual checks for wear. At the back end, the four cylinder models share the same as the 7840 whereas the 8240 and 8340 had a heavier design though it was possible to specify a 7840 with the heavier option. This can be checked by looking at the hub plates that the wheel studs go through. on the lighter back end this plate is around 7/8 of an inch and 1 1/4 inches on the heavier model.

The Power Star engines are known to be virtually bullet proof. Mechanic John Devine says its normal to see a 40 series tractor breath from the breather pipe and is nothing to worry about unless it’s considered to be excessive. John indeed states that if parked up overnight after being worked hard, it’s not unusual to see up to 10 drips of oil under the breather pipe. He mentions that there is a kit available from a TS model to cure this but it’s really nothing to worry about. Caution is advised if buying a tractor with this kit fitted as it may be trying to hide a deeper problem. Alternatively it may be that a meticulous owner just wanted to prevent the drips so its a case of buyer beware.

In 1994 New Holland changed the engine on the 8340 from 120hp straight six to 125hp turboed six cylinder both known to be reliable. A lot of 7840′s have been fitted with a turbo charger bringing them up to the same power as a 8340 but it’s worth noting that the 7840 had a 6.6 litre engine while the 8240 and 8340 had a 7.5 litre engine and so are less strained while working.

In 1993 Ford changed the 40 series to feature a clutchless shuttle lever on the SLE gearboxes activated by a clutch button on the right hand shuttle lever. The solenoids were also moved to a position outside the gearbox housing for easier access should anything go wrong. The gearboxes on SL and SLEs were also changed from being linkage operated to cable operated for smoother shifting.

In 1995 Ford changed the roof top from white to blue. Other changes at this time were the front axle being changed to a Fiat design, a slightly different dash and also slightly different interior.

1996 saw more changes as the merger with Ford and New Holland took hold. All tractors were now badged with the New Holland name up the bonnet and the NH leaf on the front cowling. The rear mudguards changed from tin to more durable plastic. The electronic hitch also changed to a three way rocker switch to alternate between manual, electric and external lift controls. The cab mounted hand rail now ran from the bottom from the top of the cab instead of halfway up as on earlier models. The work lights also moved onto the handrail instead of cab mounted as before. It has been known for some earlier blue roof models to be badged as the New Holland models so check the above details to confirm a tractors age. Dynamic ride control also became an option at this time, giving cushioning to heavy rear mounted implements. These tractors have a lock in position on the electronic lift dial symbolised with a padlock.

The 8240 was dropped from the range in late 96/early 97 and so are hard to find in New Holland spec.

Some things to watch out for are the swing out pick up hitch which wore badly. These can be re-bushed but it’s also known for them to be welded solid to drop only. Some tractors have Dromone hitches fitted which are known for their robust design and are a bonus on any prospective buy. On 8340′s it has been known for the “dumbbell” gear in the gearbox to chip teeth during heavy transport work. This is hard to spot when only one tooth chips but when a second tooth inevitably goes a distinct noise will appear. Sumps nearly always leak a bit but will never come to any harm.

simx

Is it getting stuck going from 2nd to 3rd? Theres grease nipples at the bottom of the linkages, 3 of them, grease them regularly, should help a great deal

maidhc

blue5000 wrote: »

I know I'm being harsh, 21 yr old 40 series, scrap it. Hope you didn't sell your 76.

Why? The 40 series are a a very reliable piece of kit!

yellow50HX

maidhc wrote: »

Why? The 40 series are a a very reliable piece of kit!

bar the gearbox solinoids on the mark 1 versions, and the dual power on the SLE's they were almost bullet proof. local tiallge lad went through 2 7840's a 7740, 3 8340's and a 8240 all 2nd hand over a 15 year peroid before he moved up to the 60 seris. he traded the last 7840 last year it was a 94 mark 2 that he bought in 96. i think there was about 15k hrs on it. only one he had any big problem with was the 1st 8340 (93) where the gearbox had to be replaced

maidhc

yellow50HX wrote: »

bar the gearbox solinoids on the mark 1 versions, and the dual power on the SLE's they were almost bullet proof. local tiallge lad went through 2 7840's a 7740, 3 8340's and a 8240 all 2nd hand over a 15 year peroid before he moved up to the 60 seris. he traded the last 7840 last year it was a 94 mark 2 that he bought in 96. i think there was about 15k hrs on it. only one he had any big problem with was the 1st 8340 (93) where the gearbox had to be replaced

I know, but for a 20 year old tractor even replacing a gearbox isn't a big deal or all that expensive and not a reason to scrap a tractor!