![\"Magnatrac](\"https:\/\/cubcadetman.com\/cc\/wp-content\/uploads\/2014\/08\/Magnatrac-Pic-20.jpg\")
<\/a><\/p>\nThe ground speed for the MT2000 is obtained using a Peerless 2338 transmission. The transmission is belt driven from the Tecumseh 16 hp engine. There is a 16 tooth sprocket mounted on each end of the Peerless axle. The 16 tooth sprocket drives a 32 tooth sprocket on the main axle using a No. 50 chain. When I purchased my dozer, the left side was in bad shape. The 32 tooth sprocket was badly worn and the 16 tooth sprocket had been welded to the Peerless axle. I cut off the 16 tooth sprocket and turned down the axle. But I didn\u2019t like the looks of the result. \u00a0I don’t think you can see in the picture, but there are several “pits” from the welding operation.<\/p>\n
<\/p>\n I contacted Struck and purchased a new axle. I purchased a 16 tooth sprocket from Surplus Center along with a 32 tooth sprocket with a 2 inch bore. I couldn\u2019t located a sprocket with the correct bore, so I removed the 32 tooth sprocket and turned it down to a 2 inch diameter. I then welded the 32 tooth sprocket that I\u2019d purchased to the turned down hub.<\/p>\n There were two other items that required immediate attention. The MT2000 turns by braking either rear axle. There\u2019s a 54 tooth sprocket that drives a 11 tooth sprocket connected to a brake drum. The 11:54 ratio gives the system a large mechanical advantage for braking. The brake band around the circumference of the brake drum provides the braking action. When I purchased my Magnatrac, the brake lining on the band on the right side was gone and had been replaced by about several short, one inch sections of water hose. While I was ordering the replacement axle, I also ordered two new brake bands.<\/p>\n The other problem had to do with the shifting. No matter what I tried, I had to \u201cgrind\u201d gears to shift. The gentleman I purchased the Magnatrac from hadn\u2019t owned it that long but said he\u2019d always had that problem. Upon investigation, I discovered that even with the clutch depressed, the drive belt would \u201clay down\u201d in the front pulley and grab. When I looked at the parts breakdown I found that there was supposed to be a shield (bracket) around the front pulley. Since the Assembly manual comes with all the parts drawing, I was able to manufacture a new shield. The shield wasn\u2019t so much to protect the operator as it was to help with the clutching. Now when the clutch is depressed, the natural stiffness of the belt causes it to press outward against the inside of the shield which doesn\u2019t allow it to lay down in the pulley and grab. I\u2019ve had no problems since.<\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n With those problems fixed, I used the dozer for several jobs around our property.<\/p>\n One thing quickly became obvious. First gear was a pain. On the Peerless 2338 transmission, both 1st and 2nd gear positions are back to the right and in line. If you go too far, you\u2019re in 1st. A little to the left and you\u2019re in second. 1st gear is what I\u2019ve always heard called \u201cgrand daddy\u201d. It\u2019s really, really, really slow \u2013 too slow for any operations I was doing. \u00a0 And I was always hunting to find second gear. So, I cut out a plate and installed it that prevented the shifter from moving too far to the right.<\/p>\n <\/p>\n You may be able to see in the picture that the plate is held in position by two c-clamps. I\u2019ve always figured I\u2019d drill some holes and mount it more permanently, but it\u2019s been that way for years and works fine. I think I\u2019ll leave it.<\/p>\n One other thing that bothered me over time was the location of the exhaust. The exhaust blew directly on one of the lift cylinders. That always bothered me and when I had to pay to have that cylinder rebuilt, it bothered me even more. I\u2019m not sure that\u2019s the cause of the failure, but I\u2019m sure it didn\u2019t help. So, I removed the muffler that was on the engine, installed an elbow pointed upward and replaced the muffler with one from an International Cub. I was a little concerned about the weight on the exhaust pipe at the engine, so I added a support.<\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n <\/p>\n On the MT2000 the fuel tank is located under the left rear fender. There\u2019s a long fuel line that runs from the fuel tank to the engine that is located under the front hood of the dozer. I don\u2019t know if it\u2019s just my dozer, but it seemed like that line and the carburetor had no fuel in them after the dozer set for any period of time. It always required cranking the engine for a good period of time before fuel reached the carburetor and the engine would fire. I thought this was putting unnecessary wear on the starter and battery. So I installed an electric fuel pump to cure the problem. I have valves in the fuel line that I can open so the electric fuel pump will fill the line and carb before I try to start the engine. After the line and carb are full I close the valve so that the electric fuel pump is no longer in the fuel system. I installed a toggle switch to turn the electric fuel pump on and off. When the engine is starting and running it uses the original fuel pump installed on the engine. The engine now always starts on the first few revolutions.<\/p>\n<\/a><\/p>\n<\/a><\/p>\n<\/a><\/p>\n<\/a><\/a><\/p>\n<\/a><\/p>\n<\/a><\/a><\/p>\n