7010 slippage. Power director or torque limiter

Double it and you will take splines out of the PD or something else.
While it is split, reseal PD. and rear main seal.       MACK

Probably best place to get these parts would be agco dealer?

My uncle and my cousin have been full time farming with 7000 and 8000 series tractors since the mid 1980's and never has one had a torque limiter problem. I've been running a 7050 and 7030 for over 20 years and though I'm not a full time farmer, I've never had a torque limiter go out..... knock on wood 

Probably best place to get these parts would be agco dealer?

Some used two Belleview washers and shimmed stands.      MACk

MACK wrote: Some used two Belleview washers and shimmed stands.      MACk

The spring centered torque limiter is the shock absorber of the power train. The spring center absorbs the pulses of power as does the weight of the flywheel. This helps prevent wear on the teeth of the clutch discs on the PD or PS tranny as well as the splined coupler at the rear of the trans that powers the high low rear gears that powers the pinion. The torque limiter must be allowed to slip for max transmission life.  The original torque limiters were thought to be adequate because the testing was done by good operators and engineers ( keep in mind, if something fails in test - it has to be fixed - and the bean counters don't like that. Also some  things are cheapened up BY bean counters  - most have to restored to original design )  When the 7030's and 7050's went to the field then the 7040 60's and they wound up close to 20,000# then the complaint of  sluggish low hp came and the pumps were sent of and turned "10%" to get the customer off the service reps back, the torque limiters started failing.  The fix was to increase the thickness of the back plate, the belville  washer,  taller spools to allow for the thicker part and finally a shield to keep leaky trans and rear main seals from lubing the pads of the limiter.  The flywheel, if machined properly and if the proper parts were installed would hold 200 hp in all applications for thousands of hours. IF you double spring it - it will not slip.  IF you have a good operator who understands how to start a load it will never slip anyway - but we all boo boo and "pop" the clutch by accident or panic at times and that is when the torque limiter does its job by slipping a few revolutions allowing the engine to lug down and slowly start turning the gears avoiding a harsh, damaging clutch engagement.   Changing a torque limiter every few thousand hours is a lot less $$$ than a PS or PD or other failure.  Another way to check the slippage of the TL is to rev the engine to about 1800, turn on the PTO, hold the brakes and let out on the clutch fairly quickly to make the unit slip and have someone observe the PTO speed - if the pto never slows it is the PD/PS clutches, if it stops and the engine continues to run ,  it is the TL slipping...  be careful using this test as if the engine TL is not at fault and the engine lugs down - it can lower the speed of the pumps and allow the clutch to slip - which allows the engine to rev thus bringing the pump volume up which makes the clutch grab and the cycle will continue never killing the engine. Finally on a power director the high range clutch has no belville washer buffers thus requiring less pressure to engage.  If we have a PD slipping in low range we push the button or switch to high range and see if it pulls in high - this will be a rather violent shift if the low range is slipping.  One can also hold the high range floor button down and let out the clutch for a wheelly popping experience...