38543 824 Powershift, 1989 model - or is it ...? - Snowblower Forum : Snow Blower Forums
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post #1 of 30 Old 03-22-2019, 05:53 AM Thread Starter
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38543 824 Powershift, 1989 model - or is it ...?

Hello, all!


Just got myself a post season 824, and have naturally read all I could find about Powershift transmissions, bearing replacements, impeller mods, lube types and whats not. No doubt I'll be back with a slew of questions as I get to know the quirks and details of it, but for now I'm only wondering about one thing - the model year.


According to model and serial number (38543 9001054), and small skids at the far back of the bucket, it's definitely an '89. However, it has also serrated augers, that according to this forum were introduced in 1996. Perhaps retrofitted?


Any thoughts?
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post #2 of 30 Old 03-22-2019, 06:55 AM
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It is a 1990 Model year with Retro Fitted AUGERS from 96 on up.

Long LIVE THE POWERSHIFT!! MAY IT NEVER RUST IN PEACE!!
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post #3 of 30 Old 03-22-2019, 09:02 AM Thread Starter
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1990, cool. Thanks.



Does that mean that the skid bracket welding issues on the '88 and '89 models, as mentioned in the brilliant history thread, would be resolved on this one?

Last edited by Norwegian; 03-22-2019 at 09:29 AM.
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post #4 of 30 Old 03-22-2019, 01:04 PM
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Quote:
Originally Posted by Norwegian View Post
1990, cool. Thanks.



Does that mean that the skid bracket welding issues on the '88 and '89 models, as mentioned in the brilliant history thread, would be resolved on this one?
Nope!!!!!!!!!!!! Them Thar side panels and skids you have on there now are NLA!!!!!!!!!

Long LIVE THE POWERSHIFT!! MAY IT NEVER RUST IN PEACE!!
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post #5 of 30 Old 03-22-2019, 01:22 PM
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This might help as well with parts.


https://www.partstree.com/parts/toro...-9999999-1989/
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post #6 of 30 Old 03-23-2019, 07:38 AM
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Or info on parts and availability straight from Toro: https://www.toro.com/en/parts

I usually use the factory site to look stuff up and then shop for best price and availability.

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post #7 of 30 Old 03-23-2019, 08:25 AM
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Is that starter set up for 220 volt operation? The solenoid and electrical connector look European. Or Scandinavian in your case


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post #8 of 30 Old 03-23-2019, 03:58 PM Thread Starter
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So, I've brought it back to my house and gone over it.

On the positive side
- starts easily and reliably, governor works well
- good engine oil color and level, PO claims to have changed oil regularly
- drive chain well oiled
- new drive engage wire
- auger engage wire works smoothly
- gear shifts are very smooth, no binding or 'gumminess'
- no significant rust, only superficial
- relatively new belts
- snow chains
- very good tires that hold the air
- no play in the auger bearings
- serrated augers!

Challenges
- impeller bushing in absolute tatters
- big longitudinal play in the auger drive shaft
- worn impeller and impeller housing, with large paddle clearance (1/4")
- immense drive chain play, at least an inch
- powershift lock maladjusted, will not free the powershift
- slight idle hunting
- fair amount of play/slop in the gear selector mechanism (bolts/bushings under the dash)

To do, in order of importance
- replace impeller bearing
- replace auger oil
- regrease transmission and if necessary replace input bearing
- adjust drive chain tension
- adjust power shift cable
- adjust, lube and tighten up gear selector, chute assembly, drive belt, auger belt
- check and if necessary (very probably) adjust valve clearance
- adjust carb/governor setup
- change engine oil
- install fuel filter
- fluid film the heck out of it


@Kiss4aFrog: This is the setup. I assume it is 240 Volts, as the blower was sold new in Norway. PO has not used it the ten years he owned it, nor did he have the cable. He did not even know about the Powershift function ...
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post #9 of 30 Old 03-23-2019, 06:44 PM
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So that has a battery start setup?????
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post #10 of 30 Old 03-23-2019, 07:14 PM
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Quote:
Originally Posted by Norwegian View Post
So, I've brought it back to my house and gone over it.

On the positive side
- starts easily and reliably, governor works well
- good engine oil color and level, PO claims to have changed oil regularly
- drive chain well oiled
- new drive engage wire
- auger engage wire works smoothly
- gear shifts are very smooth, no binding or 'gumminess'
- no significant rust, only superficial
- relatively new belts
- snow chains
- very good tires that hold the air
- no play in the auger bearings
- serrated augers!

Challenges
- impeller bushing in absolute tatters
- big longitudinal play in the auger drive shaft
- worn impeller and impeller housing, with large paddle clearance (1/4")
- immense drive chain play, at least an inch
- powershift lock maladjusted, will not free the powershift
- slight idle hunting
- fair amount of play/slop in the gear selector mechanism (bolts/bushings under the dash)

To do, in order of importance
- replace impeller bearing
- replace auger oil
- regrease transmission and if necessary replace input bearing
- adjust drive chain tension
- adjust power shift cable
- adjust, lube and tighten up gear selector, chute assembly, drive belt, auger belt
- check and if necessary (very probably) adjust valve clearance
- adjust carb/governor setup
- change engine oil
- install fuel filter
- fluid film the heck out of it


@Kiss4aFrog: This is the setup. I assume it is 240 Volts, as the blower was sold new in Norway. PO has not used it the ten years he owned it, nor did he have the cable. He did not even know about the Powershift function ...
What in the Name of ZEUS is a Drive Engage wire. Is that something the over seas units get that I know nothing about???????????

Long LIVE THE POWERSHIFT!! MAY IT NEVER RUST IN PEACE!!
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MAHALO!!!!!!!!!
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