Farmall Cub

When I tow my Cub on a trailer, I usually put the lever in either 1st or reverse to help keep it from trying to roll. I just had a thought this afternoon - is this putting a strain on the transmission which might cause damage of some sort?

No more strain than if you parked it on a hill in gear. You will be okay. I usually put mine in neutral when tightening the binders and then kick it in gear after it is secured.

Barnyard wrote:No more strain than if you parked it on a hill in gear. You will be okay. I usually put mine in neutral when tightening the binders and then kick it in gear after it is secured.

Use the gears as a "backup" ( oh S@#*, the strap broke!)

I always put them in low or reverse, it won't hurt anything. As Clodhopper said, a safety back-up.

I transport mine in gear also. It doesn't hurt anything.

Just as a reminder, make sure you "shake hands" with your tractor before you start it.
My Dad forgot to last spring and his 51 started and unloaded its self.....scared the crap out of me.

If you use heavy duty tow straps tightened in four directions, the transmission will not get any stress unless one loosens.

Tezell wrote:I transport mine in gear also. It doesn't hurt anything.

Just as a reminder, make sure you "shake hands" with your tractor before you start it.
My Dad forgot to last spring and his 51 started and unloaded its self.....scared the crap out of me.

Maybe I tend to overthink it, but if pulled on I put it in reverse and if backed on I put it in first. I'd just rather it unloaded itself off the back rather than the front. Never been an issue yet, but just in case..........

Good point Denny.

Thats the way we do ours too. Just as a backup of course



[quote="Denny Clayton] Maybe I tend to overthink it, but if pulled on I put it in reverse and if backed on I put it in first. I'd just rather it unloaded itself off the back rather than the front. Never been an issue yet, but just in case.......... [/quote]

The maximum amount of torque/stress/power/pressure exerted to the driveline occurs when the tractor is quickly set into motion with rapid clutch engagement, second only to when in motion and loaded down to peak torque.

With the engine stopped and placed in gear, virtually no power is transmitted. The only driveline pressure realized is what is needed to hold the tractor stationary which is minimal and cushioned by rotation of the engine if necessary.

Engineering exceeds minimal clutch and driveline component size dimensions to preserve the drive train against an occasional shock load from side-stepping the clutch.

A tractor transported a hundred thousand miles on a flatbed, unsecured with no chains and left in gear would probably only leave wear marks on the gears if they were coated with prussian blue beforehand.