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Everything posted by Maynard

  1. See if this illustration taken from the 66 series manual is better.
  2. 66 and older, the PTO brake is spring applied, not hydraulic except for the 1566s which was the first wih a hydraulic PTO brake. The hydraulic PTO brake did not appear until the tri stripe 86 series. Yep. Agree. Same experience here, of course, even if the brake is ineffective the unit will not get repaired until it will no longer pull a load.
  3. One clarification, the small frame Hydros did not have the dashpot built into the foot and inch valve, the large frame Hydros do have the dashpot feature.
  4. Simple block, steering return oil flows through the block, supplies clutch booster etc, oil for the brakes goes past the plastic pressure reducing valve to the brake inlet.
  5. Best I can do is this grainy photo from the service manual that identifies connections and the parts illustration of the block. The block in question is attached to the clutch boosted, has a plastic valve in it. The 1 GPM is still regulated by the orifice in the brake valve inlet.
  6. You need 1 of 148503C1 and 2 rings, p/n 148501C1 to update to the latest and greatest shift rail and retention rings. The shift rail can be removed through the oval opening above the PTO, Some use a hose to hold the shaft but I can get my short, thick arms in there and replace with my hand. They also recommend using shift fork 398279R2, but at $915.00 US CNH can go pound sand. It is good practice to add a chamfer in the ends of the shift fork if it does not have them. The chamfer will lock the ring in place, where if the end is squared off it could maybe dislodge the retaining rings. It was also common for the rail to break at the bolt hole back in the day.
  7. The bearing spacer is not required in the 71XX, 72XX or 89XX series Magnums. It's good practice to always check and adjust the rolling torque before installing a new seal.
  8. This fault indicates either a bad voltage supply or ground to the transmission controller or an internal controller failure.
  9. The tank that wrapped around the axle was an option.
  10. This style of coupler was standard on a lot of 9XXX Steigers. If you need to couple/uncouple under pressure these work well. https://www.farmandfleet.com/products/483431-pioneer-lever-coupler-kit.html
  11. I really like this style coupler.
  12. Same brace, p/n 1251937C1 used from the 5088 all the way through the 8900 extra capacity lower tank. Stock shows 18 in Lebanon, IN depot at $144.00, i'm sure they'd like to get rid of them.
  13. Retrieve your fault codes please.
  14. There are test ports for the gauges, no need to remove the pressure switches.
  15. That's about as good of advice as the old racers wives tale about cutting off a header collector at the white ring that forms inside of the pipe. But, after you run it hard again, there's a new white ring just ahead of the outlet.
  16. I put a straight pipe on our 806, ran it one evening plowing and took it off and put the muffler back.
  17. Put it against the head and see how it looks.
  18. Class of 1973. Double checked with our class president, he said it was "What, us worry?" The year behind us used this, well, at least the guys did. "Yeah, Rah 74, we got Wilma she's a whore" Wilma was a real, famously promiscuous girl from their class.
  19. Sounds like an internal leak in that circuit. The original jumper tubes were plastic and now sub to a steel tube. I wouldn't change the alternator without seeing proof that it is losing speed signal. Can be monitored in EST or if the PTIO is running when the transmission messes up there should be a PTO fault as well.
  20. Here you go.... TRANS 56086 Park lever switch not agree with Neutral lever switch Cause: If the park switch is active (open, not powered) and the neutral switch is not active (powered), this fault code will be generated. Possible failure modes: 1. The transmission control (FNRP) pot failure 2. Wiring harness problem from the transmission control (FNRP) pot to the transmission controller. Solution: The transmission control (FNRP) pod is wired to the transmission controller. The transmission controller monitors the shuttle shifting and displays the shuttle position in the instrumentation cluster. 1. Troubleshooting by checking FNRP switch function. Disconnect the cover panel under the steering column. Locate connector C051. Measure continuities at the transmission control (FNRP) pot side. Measure between Pin 3 and Pin 4, there should be no continuity in Park position and continuity in other positions. If not, the Park switch failed. Measure between Pin 4 and Pin 7, there should be no continuity in Neutral position and continuity in other positions. If not, the Neutral switch failed. If any above switch failure is detected, replace the transmission control (FNRP) pot. If no switch failure is detected, check the wiring from connector C051 to the transmission controller. 2. Check the wiring from connector C051 to the transmission controller. Follow the wiring schematics. Conduct continuity checking between pins at each connectors. Pay attention to bent pin, loose pin, wire damage, and any possible shortage between pins and wires. Specifically pay attention to shortage to power for the wire from pin 7 of C051 to pin 4 of C027.
  21. We have manufactured tools like those that were a Case Backhoe service tool, supplied by Overpriced Tool Company Pretty handy tools.
  22. We've had the same conversation with our Matco dealer, he's is pretty good about sending feedback to the company.
  23. There are reinforcing straps that can be added, 1 for each corner and two straight ones that fill in between the corner pieces. Requires longer bolts. There was one bulletin that advised to add a very small bead of Ultra Grey silicone sealant around the outside edge of the gasket, torque the pan bolts then wipe away excess silicone to create a bead similar to finishing out a bath tub or sink mounted to a wall.
  24. I've been taking the rim off for this kind of service since the Magnums were new. If you use a torque wrench and follow the pattern suggested the wheel will come in true pretty much every time. See Service Bulletin NTR SB 009 89
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