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About SDman

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  • Birthday 05/03/1971

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    Highmore, South Dakota

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  1. SDman

    Mx 255 brakes dragging

    LOL, and that's AFTER you remove your chest/torso area from the steering wheel/column after you get slammed into them if the fuse/solenoid fails when you're going down the road at 20mph or better. Between the Magnums, 21/23/2500 series Axial-Flows, and SP sprayers, you come to very abrupt stop; whereas the Steigers at least give you a 2-3 second warning before the abrupt stop. Have had more than one machine operator take their frustrations out on me working on the machine after the solenoid failed. In their defense, I'm sure its not a fun experience to have the park brake solenoid fail at higher speeds.
  2. SDman

    Best cultivator for organic crops in Iowa

    Used to be several Lilliston cultivators in this area in the 1970s/80s. One of the biggest weed problems at the time was field bindweed-with a Lilliston cultivator you could slice through it, with a shank cultivator you just turned the cultivator into a rake when you got into a bad patch of bindweed. Interestingly, some Lillistons have found a second use in life around here-at the oval race tracks. They take 3-4 Lillistons and make 1 cultivator out of all the gangs and use them for working up the track between heat races and main events. They can quickly cover the whole track in 2-3 trips around the track and it leaves a very nice racing surface that the drivers all seem to like.
  3. SDman

    Mx 255 brakes dragging

    Take the top steps going into the cab off. Remove the cab filter and housing. Remove the fan motor right behind that. You will see a valve bank on top of the transmission with 3-4 solenoids facing the front of the tractor. The park brake solenoid is the one closest to you. You will get a new solenoid and valve as they came up with a new design 3-4 years ago that has worked much better. That solenoid has been a nemesis on Magnums and Steigers for almost 20 years now. The Steigers have a pressure switch that may warn you the solenoid is getting weak-Magnums never did. On the big Steigers, if someone drives the machine after the solenoid has failed, you get to OH both front and rear axles as the park brake pack is in both axles. Awful spendy when they do that. BTDT
  4. SDman

    Mx 255 brakes dragging

    Park brake solenoid. Common problem on Magnums from MXs through TierIV tractors.
  5. SDman

    7140 no go 1-6 w/ load.

    TD, I've been bitten by the creeper trans. linkage on the MX Maxxums more than once myself-I know exactly what you are talking about. In the case of Magnums, all the problems I can remember concerning the creeper transmission were electrical in nature. The switch in the console for turning the creeper on/off has given some problems in the past, but most of the time the problem is the solenoid on the TCV. I ts mounted to the very bottom side of the TCV, which leaves it to be exposed to cornstalks, weeds, etc. that tend to rip the wires out of the solenoid itself. Last I knew that solenoid was over $1K from CNH so you don't want to replace it any more than you have to. The front spool is for forward-neutral-reverse. That spool moves when you move the shift lever from side-to-side(forward quadrant to reverse quadrant in the shifter). You should feel spring pressure on the spool with the engine off.
  6. SDman

    4260 sprayer lost road speed

    Dale, I'll try to give you a crash course on the hydro/hydraulic system on the 4xxx series CaseIH sprayers. Now, forgive me as I don't call myself an expert on sprayers by any means. But, we've probably got nearly 100 of these machines around us anymore-enough work for 2 full-time technicians in our shop year round. Many of these machines were not sold by us because of CaseIH's "sprayer politics", but we get to deal with them when they break down. The hydro pumps each have a gear pump mounted on them for charge pressure. The pumps also release the park brake, which the cylinder for the ladder is plumbed into as well. That's why Cliff was mentioning if the ladder was falling down when you go to accelerate. Charge pressure drops=park brakes can apply and the ladder falls down. As far as the hydros, they are connected by opposite corners. LF wheel hub motor is supplied by the same hydro as the RR wheel hub motor(same with RF motor and LR motor supplied by other hydro). Now, the hydros on a sprayer are somewhat like the hydro setup on an IH tractor from years ago-the hydro pump swashplate controls machine direction and speed up to a certain point. After that, additional speed is gained by angling the swashplates on the hydro motors(all the movement above the "blue line" mark on an IH tractor hydro changes the hydro motor swashplate angle). In the case of CaseIH sprayers, the swashplates in the wheel motors are changed by moving a control spool in the motor, which, in turn moves the swashplates in the wheel motors. Usually when the CaseIH sprayers lack upper road speed, its due to the control spool sticking or else an orifice that controls spool movement is plugged. I sent this gentleman some info the other day on this problem to see if it could help him troubleshoot his problem.
  7. SDman

    4260 sprayer lost road speed

    Yup. Charge pressure is used to release the park brakes and raise the ladder in addition to supply charge pressure to the hydro pumps.
  8. SDman

    7140 no go 1-6 w/ load.

    The creeper transmission was optional on the boxcar Magnums. I’ve got several around here. To know if you have a creeper transmission, look at the forward shift quadrant(1-18 gears forward) for a little lever that sticks up about where 12-13th gear positions are right beside the shift quadrant. When you have the gearshift handle in neutral, you flip this little lever, which in turn flips a lever that will allow you only to go up to 12th gear or so in forward. These levers operate a switch that sends power down to a solenoid on the bottom side of the TCV. This solenoid engages the creeper clutch for the transmission. You now have 6 creeper gears available in forward, 1 in reverse. In creeper, each pair of gears results in 1 creeper gear( ie, what used to be 1st and 2nd gear forward is now 1st gear creeper, 3rd and 4th gear forward is now 2nd gear creeper, and so on). We had guys here that like creeper transmission Magnums for snowblowers, feeding cattle in the winter, and for moving large stacks of hay with a pull-type stack mover.
  9. SDman

    7140 no go 1-6 w/ load.

    I'll offer you a quick, simple check that should give you a general idea of the status of your Magnum transmission. Look behind the second step, behind the battery box at the upper portion of the TCV(transmission control valve), You should be able to find a test port there at the TCV. This test port measures Master Clutch pressure, which is the last clutch to be pressurized in any gear on a Magnum. Most of the time, a leaking clutch elsewhere will result in low Master Clutch pressure since it is the last clutch to be satisfied in the circuit. Now, you say this is a 2-speed things will be a little different. In a 4-speed reverse Magnum trans., the Master Clutch pressure should be 135-150 psi in the bottom 6 gears. However, in a 2-speed reverse, 1st/2nd, 7th/8th, and 13/14th gears should have around 180 psi Master Clutch pressure, while all the rest of the gears should be roughly 270 psi at the MC. Check your Master Clutch pressure in gears 1-6, and compare it to MC pressure in gears 7-12. If its significantly lower in the bottom 6 gears, the low range clutch is probably the problem. Yes, low range clutch is used in 1st/2nd reverse gears as well. Good luck!!
  10. SDman

    MX180 vs. Puma 155 opinions

    Yes, they can trace their roots from the New Holland side of CNH. If you want to get technical, I think they actually started out life as a Fiat tractor design before Fiat took over New Holland in the early 1990s. The first New Holland offering of those tractors was the Gemini series in the early/mid 1990s. They were touted as the little brother to the Genesis tractors much like the Maxxums were the little brothers to the Magnums on the red side at that time. In the late 1990s, they were redesigned and sold as the New Holland TM series. After CNH was formed, they became the TM series II in blue and the MXMs on the red side. From there they evolved in the Pumas on the red side and the T7 series on the blue side. The smaller models are considered short-wheelbase models, while the larger ones are called long-wheelbase models. The same basic design is still offered today.
  11. SDman

    Case IH 9250 question

    9250 would have an L10 Cummins. Its generally recommended to replace the rod and main bearings at 6-8000 hours on those engines, give or take. A couple things about L10s in the 91/9250s. #1 is that they don't operate at very high oil pressure to begin with. 35-40 psi is about all you will get out of one with cold oil, hot oil, or anything else in between. #2 is that most of them tended to use a little oil from the beginning, so don't get alarmed about some oil consumption. Otherwise, the L10 isn't a bad engine. Everyone will tell you "they are not an 855 Cummins", which is true. They were meant to replace the 855 in the lower HP applications, where weight and space considerations could be a problem with 855s.
  12. SDman

    MX180 vs. Puma 155 opinions

    The Pumas have had the hyd. levers on the armrest/RH console since late 2009-early 2010 when they adopted CaseIH's GARU (Global Armrest Unit) setup that was common across all tractor product lines from Maxxums to Steigers. The levers on the RH fender console were on the early Pumas built from 2007 to 2009. You can bad mouth the Pumas all you want, they have been pretty good tractors for us. We've got over a hundred of them out in red and blue models. The CVTs have been very impressive overall in performance and reliability.
  13. SDman

    NH 7070?

    Should be the same as a Tier III 225 Puma on the CaseIH side. Generally speaking, they were a pretty good tractor.
  14. SDman

    mx 240 transmission pressure and shifting

    On a Gen. I MX Magnum, the only thing you can calibrate is the Master Clutch itself-all of the other clutches are not calibrated. This is because the transmission solenoids on a Gen. I MX Magnum are just what the industry calls "bang-bang" valves-either all the way on or all the way off("bang" on, "bang" off). They have no modulation capabilities. That is why the transmission controller uses the pressure sensors to try to time the solenoid engagement for best shift quality. The Master Clutch solenoid does all the modulating for the transmission when using the clutch pedal or shuttle lever. There are a lot of variables when it comes to shift quality on these tractors. The procedure I listed above has made a big difference on some machines, and very little or no difference on other machines. It usually makes the biggest difference on a machine that I have just updated software to; I assume the software download erases the transmission computer's memory, so it has no history to draw from anymore. Basically, its relearning itself. I also reiterate what Maynard said; regulated pressure makes a lot of difference in regards to shift quality. I would check/adjust that first, then run the machine up/down the road a few miles to get the transmission thoroughly heated up. Then do the M/C calibration; and then do the method I described above and see what you end up with. Even more desirable would be to make sure the latest software for the transmission is in the trans. controller before doing all of this.
  15. SDman

    mx 240 transmission pressure and shifting

    It does work for 180/200/220 models as well, although those will never shift as well as the 240/270s since there is no engine controller. The "learning method" I described above will usually make the 6-7 shift pretty tame after this process; the 12-13 shift still seems to be the one most objectionable to most operators. Now one other thing, there were several versions of software for the transmission controller over the years-I'm not sure if the "learning method" applied to every and all versions of software on the Gen. I MX Magnums. I'm not gonna promise everyone that doing the "learning method" will make them all shift better. There can be other problems that affect shift quality as well. Good thing John(Weapon) was able to clear this up. I was trying to figure out what you were talking about. I don't have any Magnums with trailer brakes around here.