Final failure analysis.
The clutch was a pain to get off. I got to design a puller for these as I have found one that will work yet. I just wish Cub Cadet would use anti-seize compound when they install these clutches and engine drive pulleys as I know very well that the drive is also seized. The clutch did turn out to be a Warner.
First the coil was out of spec per Warner troubleshooting info.
If meter reads below 2.40 ohms or above 2.90 ohms, then the clutch has failed and needs to be replaced.
The coil was starting out at 3.0 ohms and increasing to 4.0 ohms. I strike the below resistance reading as it was unrelated to the current problem besides I have seen published that the reading a can be as low 1.7 ohms and the coil still be good.
There was a second problem which was wear. The magnetic brake pads were half worn though, Also the armature (engagement disc) was worn in both the brake contact area and rotor contact area. All this greatly increased the air gap between armature and the rotor. This along with the lower current caused by the increase resistance make it impossible for the magnetic field to pull the armature into contact with the rotor.
This was my first truly worn out PTO clutch and not just a bearing failure. I think if it wasn't for all the wear the clutch probably would still be working.
The truest measure of society is the how it treats its elderly, its pets, and its prisoners.