8070 torque limiter.

Torque limiter went out on my 8070. Ive seen some posts about hy-capacity replacements. Does anybody have any experience with them. What else needs to be replaced while im in there?
Thanks

Thank you Kevin. What do you do to stake the nut

Thankyou sir

On a PST chassis split like this, at a minimum, I would place a stake mark on the existing nut so it cannot work loose, causing a catastrophic transmission failure. However, sometimes (if the nut is free to move back and forth already) I would remove the nut and replace it with a new nut and locking ring and loctite it and stake it and bend a tab on the lock ring. A loose nut (to me) has worn threads on the nut and the clutch housings threaded nose. A new nut will help prevent a future failure. I also may tighten the nut just a bit to snug up bearing clearances from years of use. One has to be careful doing that tho. Sometime down the road if that nut needs to be removed for transmission repairs, it will just need to be split with a sharp chisel, no big deal until we can't buy nuts anymore.....    Now, on the torque limiter repair:  I began my 7000 series career in September of 1975. Torque limiter issues have existed to a degree since 1973 when the 7030/7050 came out. The 130 HP (7030/40) models not so much. But, when you had a couple of hot 7080's to keep going, the original design torque limiter inadequacies were really exposed. Also the fact that a 7080 could pretty easily be over-fueled to 210-220 HP made the issue even worse !!  I'm not saying I was the first, but my first "double-spring" torque limiter repair was late 1976 or sometime early 1977. My bosses and I felt we had really hit a home run with that home brewed fix !! and to a degree we did. Then in 1979, I saw my first spline failure of a Power Director clutch housing. It was a 7080. It had a stock "gen 2" torque limiter with only a single spring. The torque limiter had already been replaced once by another dealership, so this was the second time around (at 200 + HP) and now the internal housing splines were gone. That area of failure we can't do much about, other than being sure the splines are lubed with the special moly-kote paste to hopefully increase their service life. This wasn't done in those early years.  As far as torque limiter discs go, I will now express my opinion.  If the "buttons" on the disc are the same physical size (square inches of contact) a 4 button disc will transmit more torque than a 6 button disc. This is because you haven't increased the squeeze/spring pressure on those 6 buttons. If you increase your button area 50%, you need 50% more spring pressure on the pressure plate to have the same torque transmitting capability. The 6 buttons will last longer, but without a spring pressure increase, will slip easier. So, be warned about this possible result of a change. If there is an after-market bolt on drive plate that has a larger and more rugged spring damper center, that would be a help to longer service life, as it could survive an oil leak and still keep on working. A PST doesn't have the "spline failure" problem like the PD's do. So, a non-slip torque limiter system might survive better.  Less HP and torque and a gentle operator helps this area provide more hrs of trouble free life.

Is it still the multiple pad disc design that can slip?? or is it bolted solid to the flywheel ??

The disc from HyCapacity for the Cummins repower is a 6 pad disc with a heavier duty damper assembly in the center, it is not bolted to the flywheel, I have never had trouble with them slipping as long as there isn't a transmission leak. In fact I have found that they require less break in slip cycles to get them to hold than the 4 pad. Hy Capacity is in the clutch business they know what they are doing.

Allis flywheel. Its a heavier center section. Its one hy capacity developed for cummins conversions. Im assuming the cummins flywheel would have to be drilled and tapped for the allis pressure plate. Im just going by what kevin posted in other threads. I have no intention of ever putting a cummins in any of my tractors. Ive had more trouble with cummins engines than i ever had with AC engines