SDman

Ran 2 different ones just like that through the years....3 cylinder IH German diesel. Can't remember if its a D-179(half of a 358 German), or a D-155(half of a 310 German). Very good forklifts.

Northern Americans make fun of our Canadian friends for saying "eh" at the end of a sentence. Canadians make fun of us Northerners for saying "huh" at the end of a sentence. Sad thing is....we are saying the same thing....just in a different way.

Well, I'll give you a reason NOT to do main bearings....those engines have a bad reputation for the piston cooling jets falling down into their bores when trying to roll a set of bearings in. You will really hate life then. Seen one guy do that, he pretty much had to tear the engine down to the point that he could remove the crankshaft....one jet had fallen down in the bore to the point it was rubbing the crankshaft....no way to get it from the top side to pull it into place. I guess I'm with Danny on this.....I've seen those engines with 12-15,000 hours on them and they looked like they were just installed yesterday. They've never been known for main bearing issues. Never really seen any reason to suggest crankshaft bearings on those engines other than at OH time. Since this is a 275, it should have the HPCR engine. I'd be worried about other things while doing an oil pan gasket. Check the rear main seal retainer screws for backing out if the seal is ok. Flywheel drive hub/dampener plate. U-joints on the engine-to-transmission driveshaft. What does the exhaust manifold/gasket condition look like(big problem on those). Condition of the common-rail injectors? Harmonic balancer condition.

How about an IH sprayer? Or an International Flagship combine? IH had nothing to do with either one, but several owners/operators omit the four-letter word in front of today's IH logo. Same goes with the floaters, too.

Dale, just looking at tractordata.com, the transmission controls used on the 9695 look like an offshoot of the shifter design used on the Genesis tractors. Move the shifter forward for forward gears, reverse for reverse. Bump the shifter one way for upshifts, other way for downshifts. One thing that I am curious about....it still shows the 9695 having the 18x9 transmission setup like the 30 series Fords did before the Genesis. Did AGCO keep the old transmission setup? I think New Holland omitted the 2 gears through computer programming....they were still there in the Genesis design, just not used IIRC. Lot of John Deere people used to say the Genesis had a "Deere transmission", which is not correct to me. The Funk transmission used in the Genesis was developed before Deere bought Funk. As far as a Genesis, they were just as good as a CaseIH Magnum or Deere 8000 series from the 1990s....maybe even better in some places. The 7.5L New Holland engine in the Genesis tractors was every bit as good as their Deere or CaseIH/Cummins counterparts at the time. Maybe if CaseIH would have looked at the SuperSteer design they might have been able to turn much sharper on 30" rows like the blue and green tractors of the day. The Genesis used the same Dana Spicer MFD axle that originally evolved from the IH 50 series MFD axle. For 25+ years now, we've been using New Holland parts to repair Magnum MFD axles and using CaseIH parts to repair Genesis MFD axles....same girl, different skirt as they say in my business. But one place that New Holland got the jump on Deere and CaseIH was the MegaFlow hydraulic system. New Holand used 2 hydraulic pumps when the other colors just had one....as hydraulics evolved it soon became apparent that tractor manufacturers were either going to have to build bigger pumps and/or use more than one of them. Eventually Deere and CaseIH would add bigger pumps....and then later one they added twin pump systems.

Did this tractor use the same transmission as the Ford/New Holland Genesis tractors? Didn't know anybody else used that transmission besides the smaller Cat Challengers(35/45/55 models) built in the late 1990s. As far as Funk/Ford/New Holland, when Ford finally retired the TW series tractors in 1988-89 or so, they were replaced by the 86/87/8830 series tractors which used the Funk powershift. At that time, Ford called it "Ultra-Command". It was a first generation powershift transmission that would eventually be the Genesis transmission a few years later. The Ultra-Command actually had 18 speeds IIRC. There was an annoying overlap in the middle gears between the ranges....again IIRC, 9th gear was faster than 10th gear. When the Genesis came out in 1993, the transmission was revised so that a couple gears were eliminated, making the transmission work much better overall. Very durable transmission that many would argue is still easier to use than many transmissions built today. I can remember back in the mid 1990s there was an information bulletin floating around the dealership that showed how the Genesis transmission was better-designed than the John Deere 8000 series transmission that Deere had just brought out when the Genesis came out. Showed a lot of key differences in the overall designs of both. Wish I could find that bulletin. Talking about the Ford/New Holland Genesis tractors, there was a video floating around a couple months back on FB and some of the ag talk sites that detailed the history of the development of the Genesis tractors during the later Ford years and early New Holland years as well. One point that video made was that Ford/New Holland spent about the same amount of $$$ to develop the ENTIRE Genesis tractor from beginning to production in the late 1980s/early 1990s as International Harvester had spent on R & D on just bringing out the DT-466 engine series in the early 1970s.

Glad to know I'm not the only one who has sent a fairly late-model machine to the salvage yard after a lightning strike. A rancher couple a couple hours NW of here had a 130/145 Puma loader tractor get struck by lightning a few years back.....by the time we figured controllers, harnesses and the like, it was more $$$ worth to repair it than what it was worth. It was 3-4 years old, but did have over 4000 hours on it, so it had some depreciation already. As far as combines and lightning, that's another story besides the electronics. One of our best customers bought a 1680/88 back when they were new in the early 1990s. Didn't have 100 hours on it when it got struck by lightning. It just so happened he was in another local CaseIH dealership one day that had some of the guys from CaseIH's ProHarvest support team there. He told them about it getting struck by lightning.....one of the company reps told him to get rid of the combine as fast as he could as he would be fighting constant bearing failures due to the lightning strike. Well, he couldn't swing trading a new machine for another new machine for several years. He's owned 6-7 Axial-Flows ever since 1440s were new, and he would tell you this machine had far more bearing problems than all of his other Axial-Flows combined did.

Part # and what it looks like. Same one used from an 800 Cyclo all the way through the 12xx series planters.

Once the code is set, that remote circuit is essentially shutdown until a key cycle by the Aux. controller. As far as the A post, its one that has been replaced. The original style of A post for a Gen. I MX Magnum has been unavailable for several years now....you have to update it to the style used in the Gen. II/III MX Magnums. I'm gonna suggest trying something here that is a little unorthodox....a little "outside of the box", if you will. All you will have invested is a little sweat equity. If you look in the area of the remote harness by your #3 remote valve, you should see a couple connectors in the harness that probably have rubber plugs/plastic caps of some kind over them. IIRC, the harness on those came with harness hookups from the factory for up to 5 remotes.....regardless of how many remote valves the tractor was ordered with. Plug the closest set of unused connectors into remote valve #3, and then use your service manual to swap wires in the Aux. controller connector between #3 and #4 remote valve pin locations. This will give you a new set of wires in the harness for #3 remote for some extra troubleshooting. It would be nice to use #4 remote wires for #2 valve and #5 remote wires for #4 remote location, but I think the wires are WAY too short to allow that. Also, if you do get another controller from another Gen. I MX Magnum, make sure it is NOT one from a 1999 model MX Magnum that has a serial # that is LESS than JJA0105000. 1999 models used stepper motors instead of the PCC system and used a different controller(or maybe the same controller but different software programming, I don't remember exactly). It will not work properly in your tractor. Good luck with whatever direction you choose.

The flow % on #1 remote shouldn't have any bearing on this. The aux. controller is seeing either a grounded or open condition on both solenoids on both remotes on #2 and #3 remote valve circuits. To lose that many solenoids all at once would generally point to a wiring/harness issue with either a connector not being hooked properly or if the harness suffered a serious damage issue that resulted in several wires being damaged simultaneously. Sounds like the resistance of the circuits are measuring the proper resistance of the solenoid coil....which should indicate the wiring/solenoid coil are in good shape if shaking the harness doesn't seem to change the resistance value. I'm still of the opinion with that many codes for the Aux. controller showing up that maybe the Aux. controller itself has an issue that is internal. This might sound crude, but do you have any neighbors or friends with a Gen. I MX Magnum that you could try to borrow an aux. controller for awhile to help with diagnostics? At this point, that might be the best direction to go for now. Sounds like somebody has been working on this problem before if the solenoid connectors have dielectric grease on them. Do all 4 codes show up at once? Do the codes for both circuits on either #2 or #3 remote show up at once?

I can only imagine how many lawyers Deere, CNH, Agco, Cat and all the other companies building off-road diesel equipment will need to employ for all the lawsuits created by emissions equipment fires over the next few years. Emissions equipment has become a firetrap virtually across the board in this industry...its bulky and has to run at a high temperature for hours on end. Doesn't matter which manufacturer it is. This is commonplace when you open up the covers on a Magnum/T8 tractor around the exhaust.

2015 vintage Magnum 200---->Mid-Range Magnum---->Glorified drivetrain from a Puma 200 tractor. As far as the filter....this is the big plastic can on the RH side of the transmission? A little background on this. First off, it would be nice to verify if that filter has ever been replaced, because......the filter that is installed in those tractors at the factory is what is referred to as a "cleanup filter". Its a filter with a higher micron rating(for finer filtering)that is for cleaning all of the debris left in the transmission when it is built. That filter is supposed to be replaced at 50 hours. The filter you get from the dealership for that tractor is a "service filter" that has a lower micron rating(less filtering) for general operation of the life of the tractor. I'll be honest with you, if that's the original filter....it looks very normal to me. You'd be surprised how much "glitter" shows up in that filter in the first 50 hours. Especially if its the cleanup filter with 1800 hours on it. As far as calibrating the transmission, yes, it would be advisable. Unfortunately, to do this on a Mid-Range Magnum, you have to do this through the service menus that they call the "HH" menus, which can be a little difficult for the average person not familiar with them. Also, if possible, it would be advisable to go into the current clutch calibration values and record them somewhere BEFORE you do a clutch calibration. Then, as you do the clutch calibration, record the new clutch cal values and compare them to the old cal values. A small change in cal values is normal, but if you have one clutch that has very different values before/after calibration, then you should look into the one particular clutch a little further.

We got an MX200 in the shop....with the LH rear tire off to boot. You can see the lower solenoids on the valve in the picture. They can come off with the valve in place....the adventure is getting there, especially with tires set for 30" rows. That's why I would absolutely check the wiring/ electrical circuits before proceeding to the solenoids...especially the bottom ones.

Here's the schematics for your codes for #2 & #3 remotes. Before you get dirty, look for the green connector on the aux. controller I mentioned above. Check the solenoid circuits at the pins shown. Resistance of the circuit and coil should be 4-8 ohms at the green connector. Do this while shaking the harness at all locations. If the resistance is good at all coil circuits,your aux. controller may have an internal issue as well.

The solenoids are definitely replaceable.....seems to be an "internet myth" going around that you have to buy the entire valve when the solenoids go bad, which has never been true. I'm still of the opinion that just having 4 solenoids "go bad" like you are saying is not likely, although I guess it could be possible. TBH, most of the solenoids I have replaced on these valves are due to mechanical issues, not electrical/coil issues. Have had them stick mechanically, have had them get weak over time....but they were not throwing fault codes, they were just showing poor performance in other ways. One other place to check.....if you look at the back, outside wall of your cab, there should be 4 controllers located there. The remote/auxiliary controller is the RH controller as you look from behind the tractor in the drawbar area. Make sure all wiring, connectors are OK in this area as well.