I have a Deere 2320 tractor. I'm wondering why the U joints are all non sealed unit's? When was the last time we had to grease the U joints on an automobile? This tractor also has a U joint that is almost impossible to get at. In fact it is so well hidden Deere forgot to mention it in their owners manual. My loca! dealer didn't even know about it. It appears they made the joint and then built the tractor around it!
Universal joints J. Deere 2320
- Thread starter ruko
- Start date
- Views: 3461
-
- Tags
- john deere 2320
kennyd
Advertiser
Well no one here know "why" manufacturers do what they do, LOL.
JD did come out with a manual supplement for that u-joint. There has also been lots of talk here and on other forums about it and how grease or replace them with more serviceable ones.
JD did come out with a manual supplement for that u-joint. There has also been lots of talk here and on other forums about it and how grease or replace them with more serviceable ones.
John0829
Veteran Member
I for one prefer having a u-joint with a grease fitting, I just feel a little dab of fresh grease in there makes them last longer. But Deere could have made an easier way to get at the darn things.
LouNY
Super Star Member
- Joined
- Jul 4, 2015
- Messages
- 11,893
- Location
- Greenwich, NY
- Tractor
- Branson 8050, IH 574, Oliver 1550 Diesel Utility (traded in on Branson) NH 8160. Kioti CK2620SECH
Well I would word it the other way,
Why did manufactures go with these sealed bearings and no grease fittings.
When I change a u joint or tie rod end or ball joint one of the things that I look for is if it has a grease fitting.
On u joints I also prefer the grease fitting to be in one of the end caps also,
instead of in the cross.
RalphVa
Super Member
- Joined
- Dec 19, 2003
- Messages
- 7,885
- Location
- Charlottesville, VA, USA
- Tractor
- JD 2025R, previously Gravely 5650 & JD 4010 & JD 1025R
Even the rear one on the driveshaft on the 2025R will not take a regular grease gun. At 200 hours, when my PTO switch needed replacing, I had them come get it and do that and grease those driveshaft Ujoints. They had to remove the instrument panel to get at the PTO switch. That then allowed them to get at the driveshaft, which they removed entirely to bend the joints to get a grease gun on them.
I figure they're good for 400 hours now. Think problem comes if they're not greased much at the factory. Get a little grease in them, and it'll last for a long time. Where is it going to go?
They could probably replace those 2 driveshaft Ujoints with a 4 ply-tire-like circular with 4 reinforced bolt holes like was on the front of the shaft on our Benz 240D that was still going strong at over 200k miles. Had to tighten those 4 bolts at one poiint.
Ralph
I figure they're good for 400 hours now. Think problem comes if they're not greased much at the factory. Get a little grease in them, and it'll last for a long time. Where is it going to go?
They could probably replace those 2 driveshaft Ujoints with a 4 ply-tire-like circular with 4 reinforced bolt holes like was on the front of the shaft on our Benz 240D that was still going strong at over 200k miles. Had to tighten those 4 bolts at one poiint.
Ralph
KennyG
Elite Member
You will notice that the front wheel driveshaft U-Joints are sealed units, because they are low speed. The engine driveshaft, because it operates at top speed most of the time, probably is better as a lubricated unit. That's my guess anyway.
kennyd
Advertiser
Guys are replacing them with Moog #410's as I recall - they have a zerk in one of the end caps...again some searching will turn up lots of reading.
MHarryE
Elite Member
- Joined
- Feb 15, 2009
- Messages
- 2,966
- Location
- Northeastern Minnesota
- Tractor
- Kubota M7-171, M5-111, SVL75-2, RTV900XT & GR2120; CaseIH 1680 combine
Normally a car u-joint does not have the articulation of an ag u-joint - to a rear drive. Fronts are sealed CV joints - fail a boot and failed a u-joint. High articulation joints on raised pickups - watch the number of those u-joints snapping on truck pulls. And ag-unjointed quality is all over the spectrum. And I have high end ag equipment on which I can’t even see the u-joint. I hope they are lubed for life.
Quote: "The engine driveshaft, because it operates at top speed most of the time, probably is better as a lubricated unit. That's my guess anyway."
I believe drive shafts on an automobile are spinning at engine RPM if the transmission is shifted to a 1 to 1 ratio. My car in 4th gear has a ratio of .98 to 1. Almost 1 to 1. At 70 MPH in fourth gear my tack says 2400 RPM which means my drive shaft in spinning at 2400+/- RPM also. These are non greasable joints.
I believe drive shafts on an automobile are spinning at engine RPM if the transmission is shifted to a 1 to 1 ratio. My car in 4th gear has a ratio of .98 to 1. Almost 1 to 1. At 70 MPH in fourth gear my tack says 2400 RPM which means my drive shaft in spinning at 2400+/- RPM also. These are non greasable joints.
RalphVa
Super Member
- Joined
- Dec 19, 2003
- Messages
- 7,885
- Location
- Charlottesville, VA, USA
- Tractor
- JD 2025R, previously Gravely 5650 & JD 4010 & JD 1025R
Here's approximately what our Benz 240D had off the transmission to the rear, fixed differential. Worked fine for 26 years and 215k miles while we had it. 'Tis what the front Ujoint should be on tractors where it isn't accessible to grease.
Why is JD so **** dumb?
The 240D was 65 hp, plenty big enough for most tractors. This was right off the transmission which was probably in 4th gear and spinning at 3,000 rpm near 90% of the time.
I suspect the 120 hp 300D probably had the same type coupling.
The rear one was a Ujoint. Then it had CV joints off the wheel drive shafts from the fixed differential. I fixed the rubber on one of them once with a new rubber, sliced down one side and super glued back in place and clamped. Was there when I sold the car (think it was the 220D; could have been the 240D).
Ralph
Why is JD so **** dumb?
The 240D was 65 hp, plenty big enough for most tractors. This was right off the transmission which was probably in 4th gear and spinning at 3,000 rpm near 90% of the time.
I suspect the 120 hp 300D probably had the same type coupling.
The rear one was a Ujoint. Then it had CV joints off the wheel drive shafts from the fixed differential. I fixed the rubber on one of them once with a new rubber, sliced down one side and super glued back in place and clamped. Was there when I sold the car (think it was the 220D; could have been the 240D).
Ralph
