Tecumseh Peerless Transmission and Drive products Differential Transaxle T-Drives service repair manual 100 mst200 300 600 601 7

This manual covers all Tecumseh Peerless ® gear products as follows: 100 Series Differentials MST200 Series Transaxles 300 Series Transaxles 600 Series Transaxles 601 Slow Speed Transaxle 700 Series Transmissions 700H Series Transmissions 800/801 Series Transaxles 820 Series Transmissions 900 Series Transaxles 910 Series Transaxles T E C H N I C I A N ' S H A N D B O O K TECUMSEH Form No. 691218 R 3/02 Litho in U.S.A. 740045 ENGINES & TRANSMISSIONS Tecumseh Products Company Engine & Transmission Group 900 North Street Grafton, WI 53024 Phone: 262-377-2700 FAX: 262-377-4485 Tecumseh Europa S.p.A. Strada delle Cacce, 99 10135 Torino, Italy Tel. 011 39 11 391-8411 Telefax 011 39 11 3910031 ENGINES & TRANSMISSIONS www.TecumsehPower.com TECUMSEH & PEERLESS TRANSMISSION and DRIVE PRODUCTS 915/940 Series Transaxles 920 Series Transaxles 930 Series Transaxles 1000/1100 Series Right Angle/T-Drives 1200 Series Transaxles 1300 Series Transaxles 2300 Series Transaxles 2400 Series Transaxles 2500 Series Transaxles 2600 Series Transaxles VST Transaxles Other illustrated Tecumseh 2-Cycle Engine, 4-Cycle Engine and Transmission manuals; booklets; and wall charts are available through Tecumseh. For complete listing write or call

IMPORTANT NOTICE! SAFETY DEFINITIONS Statements in this manual preceded by the following words are of special significance: or WARNING indicates a potentially hazardous situation which if not avoided, could result in death or serious injury. NOTE Refers to important information and is placed in italic type. It is recommended that you take special notice of all items discussed on each page and wear the appropriate safety equipment.

TABLE OF CONTENTS Page CHAPTER 1 Model Overview and Terms Used ...................................................................................... 1 - 6 Lubrication Chart ..................................................................................................................... 7 Torque Values Chart ................................................................................................................ 8 Identification ............................................................................................................................. 9 Trouble Shooting Table ................................................................................................... 10 - 12 CHAPTER 2 300 Series Transaxles .......................................................................................................... 13 CHAPTER 3 600 Series Transaxles ................................................................................................... 14 - 18 601 Slow Speed Transaxle ................................................................................................... 19 CHAPTER 4 700 Series In-Line Shift Transmission ............................................................................ 21 - 25 700H Series Transmissions ........................................................................................... 26 - 29 CHAPTER 5 800/801 Series Transaxles ............................................................................................. 30 - 36 820 Series Transaxles .................................................................................................... 37 - 41 CHAPTER 6 900 Series Transaxles ................................................................................................... 42 - 46 CHAPTER 7 910 Series Transaxles .................................................................................................... 47 - 50 CHAPTER 8 915 Series / 940 Series Transaxles ............................................................................... 51 - 55 CHAPTER 9 920 Series Transaxles .................................................................................................... 56 - 60 CHAPTER 10 930 Series Transaxles .................................................................................................... 61 - 65 CHAPTER 11 MST200 Series Transaxles ............................................................................................ 66 - 70 Checking Oil Level ................................................................................................................. 71 CHAPTER 12 1200 Series Three-Speed Transaxles ............................................................................ 72 - 74 CHAPTER 13 1300 Series Hydrostatic Gear Reduction Differentials ................................................... 75 - 77 CHAPTER 14 2300 Series Four-Speed Transaxles .............................................................................. 78 - 84 CHAPTER 15 2400 Series Hydro Powered Transaxles ........................................................................ 85 - 87 CHAPTER 16 2500 Series Hydro Powered Transaxles ........................................................................ 88 - 92 CHAPTER 17 2600 Series Hydro Powered Transaxles ........................................................................ 93 - 97 CHAPTER 18 Differentials .................................................................................................................. 98 - 103 CHAPTER 19 Drives ......................................................................................................................... 104 - 108 CHAPTER 20 1100 Series Drives ..................................................................................................... 109 - 113 CHAPTER 21 Shifting Assembly ....................................................................................................... 114 - 116 Shift Key Quick Reference Guide ........................................................................................ 117 CHAPTER 22 Bearing and Bushing Service ..................................................................................... 118 - 119 CHAPTER 23 VST Troubleshooting .................................................................................................. 120 - 121 C Tecumseh Products Company 2002

1 CHAPTER 1. MODEL OVERVIEW AND TERMS USED TECUMSEH/TRANSMISSIONS UNITS GENERAL Manufactured since 1945, Tecumseh/Peerless gear products are found in many products worldwide. Applications vary from industrial products to residential and commercial lawn and garden equipment. This book is intended for use by properly trained technicians that have appropriate facilities and the proper tools. If you are not a Tecumseh trained technician, DO NOT attempt a repair. Consult an Authorized Tecumseh Servicing Dealer. IDENTIFICATION OF MODELS All units manufactured since 1964 have identification numbers located on an attached tag or are stamped into the case. This information is required to obtain parts or replacement units. We have included illustrations on page 9 of this book to assist you in locating them. TRANSAXLES The term transaxle is a combination transmission and differential in one case. Tecumseh transmissions and transaxles are manufactured in many different gear ratio combinations from one to seven forward speeds with one reverse. 600 Series The 600 series is a lightweight transaxle used in riding mowers or similar applications. The 600 series has a vertical input shaft at the top of the aluminum case. Variations in the series (which determine the specific model number such as 603, 603A, 609 etc.) include: 1. Shift lever shape. 2. Axle lengths. 3. Axle machining for wheel hub attachment. 4. Axle housing variations. 5. Size of the brake shaft. There may be other slight differences, however, these are present as a result of product improvement which are not options to an O.E.M. (Original Equipment Manufacturer). 800 Series This unit has 3 to 6 speeds forward and 1 reverse. This transaxle features bronze oil impregnated bushings with needle bearings or ball bearings on the axles, input and output shafts. 820 Series With 2 to 6 speeds forward and 1 reverse, this transaxle is built for heavy duty applications including use with ground engaging attachments. Sleeved needle bearings are used in place of oil impregnated bushings on all shaft ends and ball bearings are standard on the axles. The 820 also features steel cut gears for maximum durability. 900 Series This unit is similar to the 800 series transaxle with the added feature of 2, 3, or 4 speeds forward and 1 reverse. 910 Series The 910 series transaxle offers a forward and reverse unit. The speed changes with the use of a variable-drive pulley arrangement. 915/940 Series This unit has 3 to 5 speeds forward and 1 reverse. Reverse is gear driven instead of chain driven and the case is contoured around the gears. 920 Series The 920 series offers 3 to 7 speeds forward and 1 reverse. The shifter/brake shaft is similar to the 800 series shifter/brake shaft. 930 Series This unit has 3 to 7 speeds forward and 1 reverse. The transaxle is very similar to the 920 series except the differential and shifter/brake shaft are different. The MST Series The MST (Manual Shift Transaxle) is a sealed unit which uses 16 oz. (473 ml) of 80W90 gear lube (part #730229B). The MST series is available with up to 6 speeds forward and one reverse and has a contoured case and cover. 1200 Series The distinguishing feature of the 1200 series transaxle is that the axle support housings are pressed in from the inside of the case and cover. Therefore they are not readily removable until the unit is completely disassembled. The case is cast iron for rugged, longtime use. 2300 Series Generally similar to the 1200 series transaxle. The distinguishing features are a more massive case and a larger shift lever opening machined area. The obvious difference from the standpoint of application is that these units have four speeds forward and will be found on equipment that can be used with ground engagement operations. NOTE: The 1200 and 2300 series transaxles are fairly similar in appearance, but do have recognizable characteristics. Both of these units have cast iron cases for rugged applications, although the 2300 series is the only unit that can be used with ground engaging applications.

2 HYDROSTATIC GEAR REDUCTION AND DIFFERENTIAL UNITS GENERAL These units do not have a transmission function characteristic of transaxles, but rather, are designed to reduce input speed to a suitable axle speed and torque range. The hydrostatic units which mate to these units perform the transmission function. 1300 Series This unit is the hydrostatic counterpart of the three-speed forward unit (1200). It has an aluminum casing and pressed-through axle support housings, which is characteristic of the 1200 series. The hydrostatic pump is made by Eaton ® Manufacturing and is not serviced by Tecumseh Service Dealers. 2400, 2500 & 2600 Series This series of hydrostatically driven reduction gear and differential units can be used in ground engaging operations such as plowing. The hydrostatic pump is manufactured by Sundstrand ® Corp. TRANSMISSIONS Transmissions manufactured by Tecumseh consist of a shifting mechanism to take a constant input shaft speed and reduce it to the desired output speed. Transmissions need a belt drive or chain drive/differential assembly to deliver power to the wheels. 700 Series This unit can be 2, 3, 4, 5 & 6 speeds forward and 1 reverse. The brake system can be mounted on either side of the unit. 700 “H” Series This unit is built with almost all interchangeable parts within its two cases except with an “H” shift pattern. This unit has 3 or 4 speeds forward and 1 reverse. DIFFERENTIALS The 100 series is a self-contained differential/axle unit. It features hardened or non-hardened axle shafts of various lengths and is machined with many variations for hub attachment. The case is cast aluminum and the differential gears are sintered metal (powdered metal) or cut steel. The differential pin is held in place by the four retaining cap screws. Oil Lite bushings reduce friction during differential operation. The drive sprocket is part of the unit which, depending upon the application, can be of several diameters in size thus having a different number of gear teeth. This sprocket is often supplied by the O.E.M. ANGLE DRIVES These units are used primarily to change the direction of drive at the point where the working equipment attaches. They can be assembled for right or left hand rotation so that they can be used in various combinations for synchronous operation. Right Angle Drives These units consist of input shafts, output shafts, and the beveled gearing necessary to change the direction of power at right angles. If the bevel gear (drive gear) on the input shaft is turned around and moved to the other side of the case (opposite end of the shaft), the output shaft will rotate in the opposite direction. A cover identifies each unit as being either a left hand (LH) or a right hand (RH) right angle drive. The cases and bearings are identical in both drives. “T” Drives The “T” drive is essentially the same as the right angle drive except that the input shaft extends out the other side of the case to transmit power in the same line to additional right angle drives or other equipment. Shafts, Couplings, Pulleys, etc. These items are part of complete units and are used to connect angle drives, and other attachments. The serrated couplings match the serrations on the shafts of the angle drives and connecting shafts. TERMS USED AXLE - The shaft which connects the wheel or hub to the differential unit and transmits force back to the wheels. AXLE HOUSING (or AXLE SUPPORT) - An extension of the case and cover to support the outer ends of the axles. Because the housing is visible, it is often the best means of distinguishing the series in question. BEARING BLOCK (Strip) - Used to support the ring gear of the differential. BEVEL (on a gear) This is a chamfer or roundness of the meshing side of the gear teeth to permit easy shifting. For instance, with "H" shift pattern transaxles, this is about the only allowance that can be made to make shifting easier. Input power should be stopped before shifting to keep these spur gears from developing wear. BEVEL GEAR - A gear with teeth ground on a diagonal so that when it meshes with a second bevel gear, power is transmitted at an angle. If the angle is 90 o , the gear is known as a MITER GEAR. BEVEL PINION - The smaller of two meshed bevel gears in a gear train. BRAKESHAFT/SHIFTER BRAKESHAFT) - The shaft on a unit (Transaxles or Transmission) to which a braking system may be attached. It is usually larger in diameter than the input shaft due to its function of taking shock loads experienced in braking.

3 CASE - That bottom half of the gear box which contains the shift lever , axle and brake shaft openings. The other half is the COVER. Unit reassembly is normally done into the case with variations listed by individual model. CHAMFER - In gear products, chamfers provide two main functions. The first is to reduce gear wear at the leading contact point as two gears mate. The second purpose is to act as a ramp for shifter key compression through the shift washer prior to gear engagement. The chamfer in the washer is either stamped or machined in. COUNTERSHAFT - A splined shaft which hold spur gears that are in constant mesh with shift gears and transfer input power to the shift gears. COUPLING - A sleeve to connect two serrated or splined shafts in the same axial plane. Used in right angle drive systems, 700 series, output shafts or in a hydrostatic drive connecting the pump and motor to the gear drive of a transaxle. COVER - The top half of a horizontally parting gear box such as 700,800,900 and MST models. The cover normally contains the input shaft, bearing(s) and the input bevel gear. The shaft may change location in the cover based on the OEMs mounting position. DIFFERENTIAL GEAR BOLTS - Through bolts holding the differential parts together. The heads of these bolts must be opposite the output shaft gear (except in the 2400 series). This is an early check to see that the unit is being assembled correctly. DOWEL PIN - An alignment pin used to align the case and cover and other parts in a transmission or transaxle. The dowel pins should be installed to hold the parts in alignment before tightening the retaining screws. Failure to install dowel pins first will usually lead to a unit that binds after assembly. DUO-TRAK™ DIFFERENTIAL (Trademark -Illinois Tool Works) - A type of differential which increases torque to the tractive wheel to keep it turning. However in situations where differentiation is necessary (as in turning), the unit acts much like a regular differential. EQUIPMENT - The complete assembled product (riding mower, tractor etc.) which uses of the drives listed in this manual. HEAD ASSEMBLY - A complete unit containing all parts of one right angle or “T” drive assembly of a right angle drive system. The head assembly is permanently lubricated and sealed. IDENTIFICATION NUMBER - See MODEL NUMBER IDLER - A gear used in a gear train to transfer motion or direction. The gear rotates independently of the shaft upon which it is located. INPUT OR INPUT SHAFT - The part of a unit which is always connected to the drive. Its rotational speed is dependent on the driving mechanism. The input shaft brings power to the unit. LIMITED SLIP DIFFERENTIAL - See DUO- TRAK™ DIFFERENTIAL. MITER GEAR - One of a pair of interchangeable bevel gears with axles at right angles. Since all bevel gears are miter gears, the terms can be the same. MODEL NUMBER - The identifying number of a unit which will permit selection of the proper parts to repair that unit. NEUTRAL SPACER - A single or split collar between forward and reverse gears that the shift keys engage into when the unit is in neutral. OIL SEAL, SINGLE LIP/DOUBLE LIP - An oil seal with one or two sealing surfaces to prevent entrance of foreign matter and leakage of lubricant. OIL SEAL, (SQUARE CUT O-RING)- A seal with two external and two internal sealing surfaces. Used in the shifter housing. OUTPUT, OR OUTPUT SHAFT - On a transaxle, the shaft that contains the output pinion which is in direct mesh with and drives the differential. The output shaft on a transmission contains the sprocket for driving the axles. The output shaft is driven by the large OUTPUT GEAR. OUTPUT SHAFT GEAR - The importance of defining this gear is to point out that it must be opposite the differential bull gear (except the 2400 series). GEAR REDUCTION AND DIFFERENTIAL UNIT - A unit that reduces a high R.P.M. input speed to a suitable axle speed without the use of a transmission. Since there is a single gear train, there is a single input speed to output speed ratio, however, axle speeds are infinite, depending upon input speed. REVERSE IDLER (915 Series) - The gear located between the reverse gear of the countershaft and the reverse gear of the shifter/brake shaft that allows the drive to operate in the opposite direction. REVERSE IDLER - A gear added to the gear train so when in mesh, the direction of all gears driven after it is reversed. Its number of teeth also affects the reverse gear ratio. The center gear of the three gear cluster is always in mesh with the REVERSE IDLER, and the large shifter gear always shifts into it. RIGHT ANGLE DRIVE / HEAD ASSEMBLY. The major operating parts are a pair of miter gears. The assembly consists of other right angle or “T” drive head assemblies and connecting hardware.

4 SEAL - A material which prevents lubricant from leaking past a rotating shaft. It can be a rubber or square cut "O"-ring, a sealing-type ball bearing, or most commonly, a rubber sealing surface encased in a metal form. SEAL RETAINER - Found on some models of transaxles and on right angle drives. SHIFT COLLAR - A round collar which retains shift keys onto the shifter/brake shaft. The shifter assembly pin (or pins) slide into the groove on the collar to move the shift keys. SHIFT GEARS - The gears on the shifter/brake shaft that are in constant mesh with the spur gears of the counter shaft. The shift gear is engaged by the shift keys and it's size determines the speed of output by the axles. SHIFT KEY - One of either two or four metal spring steel keys, which are held in the keyways of the shifter/ brake shaft by a shift collar. The shift keys are used to slide through the shift gears and engage the desired gear or speed. SHIFT KEYWAY - One of either two or four slots in the shifter/brake shaft for the shift keys to slide through for gear selection. SHIFT WASHER - The shift washer provides a ramp to gradually compress the shift key prior to engagement with the gear. We have used two types in production; the newer style has the chamfer stamped into the washer. Earlier production washer’s had the chamfer machined in. SHIFTER ASSEMBLY - Consists of a shift rod, shift fan, shift arms and shift pin or pins. SHIFT LEVER - The lever by which the operator manually changes the shifter gears to vary reduction speed ratios in the transmission. The configuration of the lever is variable and is often the only reason for a unit being given a new model number. SHIFTER FORK - A mechanical arm which is connected to the shifter rod to position the shifter gear at an exact spot axially along the shifter shaft. SHIFTER GEAR, LARGE (600/2300) - This gear transmits 1st gear, reverse gear (and 2nd gear in 4- speed units) ratio force to the output shaft. It is beveled on both sides. SHIFTER GEAR, SMALL (600/2300) - This gear transmits 2nd and 3rd (3rd and 4th in a 4-speed unit) gear ratio force to the output shaft. It can have two different beveled tooth diameters or it can have a beveled spline to engage 3rd (or 4th) gear through an additional splined shaft. SHIFTER HOUSING (600/2300's) - This housing contains the shift lever and must be re-installed in the proper position to function correctly. If the housing does not already have guide marks, scribe the shifter housing and transmission case before removal. SHIFTER ROD - One of two similar smooth rods of equal length with grooves which match the fork positioning with meshed positions of the shifter gears and those of the three gear cluster. Each rod has a snap ring to act as a fork stop, but can also be used to determine how the fork is assembled to it. SHIFTER SHAFT - A splined shaft which meshes with the internal splines of the shifter gears, to transmit force to the output shaft gear. On in-line transmissions and transaxles the shaft has machined channels to accommodate the shift keys. SHIFTER STOP (600/2300's) - A stamped metal plate which separates the shifter forks. The stop has a notch cut in it which corresponds to the neutral position on the shifter forks and rod. The shifter lever must return the engaged fork back to neutral before it can actuate the other fork. SPROCKET - A geared wheel designed to turn a chain drive. Sprocket diameters vary and are available in different sizes for changing output ratios. SPUR GEAR - A gear having the shaft bore and teeth in a parallel plane. “T” DRIVE - A right angle drive with an input shaft extending thru the case to transmit power axially in a second direction to the right angle output. On “T” drives with dissimilar input and output ends, care must be taken to insure that the parts do not run in reverse when reassembled. THREE GEAR CLUSTER (2300) - A three gear assembly in mesh with the input shaft. The gears are of different sizes to change gear ratios when meshing with the two shifter gears. THRUSTER RACE - A thrust washer in which the outer edge is cupped to fit the outer diameter of a thrust bearing. This fit positions the thrust race concentric with the axle diameter. It further acts as a thrust washer. THRUST WASHER - A flat polished surface separating metals of different hardness. It also acts as a spacer between shafts and the case and cover. TRANSMISSION - A system of varying sized gears in a case, some of which can be moved along a shaft to vary the gear ratio in a unit. The net effect is to change speeds to the rear wheel according to the type of work being done. UNIT - A general term for Tecumseh/Peerless Transmission products.

5 GENERAL SERVICING PROCEDURES The following service procedures should be understood and practiced whenever service is needed on a Tecumseh transmission or drive product. It is recommended that you take special notice of all items discussed in this manual and wear the appropriate safety equipment. Failure to do so may result in death or serious injury. Use approved safety procedures with equipment for removal/ installation of axles, keyways and hardened shafts. Remove all burrs and sharp edges with a honing stone or crocus cloth before installation. Failure to do so could result in equipment damage, death or serious injury. Before removing a unit (Transmission product) from any equipment, look for and ask the customer about: 1. Loose, worn or glazed drive belts. 2. A misadjusted or badly worn clutch or belt tension. 3. Loose/lost set screws and or sheared keys in drive, driven pulleys or axle. 4. Oil saturated drive belts or clutches. 5. Bad operating habits, such as clutch riding or not clutching when shifting. 6. Oil leaks. 7. If possible operate the equipment to help isolate the problem. 8. Review Service Bulletin 304. Removal of the unit from the equipment: 1. Raise the equipment so the transmission or transaxle is accessible. Use wood blocks to prevent equipment from shifting. Do not use bricks, cement or cinder blocks. 2. Visually inspect the Tecumseh unit for oil leaks, a cracked housing, binding or rubbing of parts, or other symptoms of malfunction. 3. Use a jack under the unit to support it’s weight when attachments are removed. 4. Remove wheels, drive belts, pulleys, chains and other associated equipment from the unit. Be aware of positioning of parts. Use a scribe mark, if in doubt, to reassemble parts quickly and accurately. 5. If the shifter lever will interfere with removal of the unit in anyway, remove it before unit removal. These can easily be bend out of shape. 6. Remove all attached hardware holding the Tecumseh/Transmission unit to the equipment on the case, cover, axle supports, brake and shifter. 7. Remove the unit from the equipment. Preparing for disassembly of a unit: 1. Visually inspect for evidence of oil seepage, tampering, misalignment, freedom of rotating shafts, etc. 2. Clean the unit thoroughly of any dirt, oil and debris. 3. Remove the shift housing and drain the lubricant from unit. Observe the old lubricant to see if metal particles are present. 4. Check axle shafts carefully for smoothness. Use crocus cloth or a Scotch-Bright™ pad to rub down high spots and eliminate rust or paint from the shafts. 5. Check the model and specification number and remember to have the exploded parts diagram accessible during disassembly. 6. Have on hand seal protectors, drivers, shop cloths, appropriate tools and this technicians handbook while servicing a unit. OIL LEAKS, SEAL AND GASKET SERVICE Tecumseh units contain various styles and sizes of oil seals. The function of any oil seal is to seal inward to prevent lubricant leaks and prevent outside debris from entering the unit. Seals can be single lipped with the sealing edge facing inward or double lipped sealing inside and out. GUIDELINES TO REMEMBER 1. Other than leaking seals, gaskets and “O” rings, leakage can occur due to a cracked case or cover, flats on shafts, porosity (rarely, if ever), and worn bushings and shafts. 2. Replace ALL seals/gaskets if disturbed. The small cost of installing new seals is small in comparison to a dissatisfied customer and the cost of rework. 3. Some seals have a "Redicoat" sealant applied, while others may need a thin coat of RTV silicone to the outer shell upon installation. 4. The surface over which the seal makes contact must be free of all cuts, scratches, high spots and rust. The shafts should be smooth, shiny and a thin film of light oil applied. Seal protectors must be used to clear keyways, splines, or other machined sharp edges on the shafts. TORQUE VALUE TROUBLESHOOTING GUIDELINES ALWAYS torque all fasteners to the appropriate value as listed in Chapter 1 page 9. Over-tightening can strip the threads in the cases or on a fastener. It also can over-compress gaskets, and possibly cause binding in the unit. A cross-tightening sequence to half the torque then finally to full torque value is a recommended procedure to prevent comebacks (repair returns). Under-tightening fasteners can cause oil leakage, loosening of attaching parts, and possible shifting of the internal parts which may bring about a complete failure. WARNING WARNING

6 BASIC TESTING The absence of binding and oil leakage are the best indications that the unit has been properly reassembled. Though other, more elaborate tests can be done, the following procedures are accurate and the preferred method for a quick check of the unit. On an "H" shift pattern drive with the shift forks in neutral, rotate both axle ends in the same direction. They should turn smoothly although a little effort may be necessary. The brake shaft should rotate whenever the axles turn together, but in neutral, the input shaft should not turn. By moving any shifter gear into mesh, a greater drag should be felt on the axles, and both the input and brakeshaft should turn. For ease in turning the various shafts, insert a tool (such as a punch or a socket head screw key) into the keyway, however, do not force if the shaft is binding. Potential reasons for binding in the unit could be: 1. Gaskets were left out on reassembly or installed incorrectly. 2. Oil seal retainers, differential, thrust washers, shifter stop or oil seal retainers were installed improperly. 3. The shifter assembly or spacers were installed incorrectly. 4. Foreign matter could be blocking the gear teeth that are in mesh. 5. The input shaft was not properly seated in the case. 6. The case and cover could be mis-aligned (dowel pins were missing). 7. The bearing(s) do not have the lock tabs or notches in the correct position. For more information, consult the troubleshooting section.

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Tecumseh Peerless Transmission and Drive products Differential Transaxle T-Drives service repair manual 100 mst200 300 600 601 7

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