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About SDman

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    Highmore, South Dakota

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  1. The sensor should have 3000-3500 ohms resistance with no metal around it.
  2. Sounds like you blew the hydraulic hose for the signal pressure to the rear valve stack. See if activating the steering wheel results in higher pressure at the remote valves. If so, it’s the signal line. Couple thoughts here. #1. Is the new hose pinched shut at one of the crimps? Happens more than you think on those smaller lines. #2. The fitting that the hose threads onto at the valve stack is an orificed fitting. Make sure the orifice isn’t plugged. Good luck.
  3. As far as the tube spinning in the head, it will move a little, but should not spin. There is a guide/dowel on the cross tube that locates it in the head so it only fits one way. It’s shown in this picture during installation of the tube. I also included another picture of the manual that discusses issues with the injector/cross tube fit. The Magnum tractors are the worst ones to access the injectors for that engine. I deal with that engine in Tier 3 Magnums & baby Steigers as well as 23/2588 combines and 4420 SP sprayers. Everything else allows a little more room to work that the Magnums do.
  4. Those codes look familiar, and I can understand why you might think it refers to a fuel restriction. In my experience, it usually means an internal leak in the HPCR system...usually in the jumper tube/injector fit. When you're dealing with a 15/22,000 psi fuel system, any internal leak shows up quick. First off, you probably will want to plumb a gauge into the outlet of the secondary fuel filter. IIRC on a tractor engine, the fuel filter has 2 plugs you can remove. You want to remove the one with the arrow that points to the injection pump. IIRC, you should have 5-7psi or so with the electric pump on, engine not running; you should have a minimum of 70-80 psi with the engine under load, usually you will have better than 100-110 psi or so under load. If all this is OK, it should rule out restriction on the fuel supply. IIRC, on a Tier 3 Magnum the fuel line coming out of the tank should have a strong spring coiled around it to prevent the line being kinked/pinched like what used to happen on MX240/270s. Does this tractor have any starting problems? Many times those codes go hand in hand with hard starting....but not always. The torque for the nuts holding the cross tubes to the injectors in the cylinder head has been changed/updated a couple different times through the years for this problem..and I would strongly encourage you to look in this area. Most CNH information lists the torque for the cross tube nuts at 31-32 ft. lbs. Cummins updated it to 37-38 ft. lbs. a few years ago. Good luck
  5. Dale's right, the sieves were slowed down shortly after 2366/88 production began.
  6. SDman


    Things that make you go “hmmm”. For God’s sake, why didn’t anybody at Consolidated Diesel ever think about using LocTite-impregnated bolts for those rear main seal retainer bolts? I could understand the first few years not having them, but by the mid-1990s that problem should have been well-known to anybody at CDC and could have been easily and cheaply fixed. That issue has cost the owners of those engines a lot of $$$ over the years. Interestingly, when they decided to fix their front cover problems with those engines in the mid-1990s, they used impregnated bolts on the front end of the block...they could have fixed their problems at the back end of the block just as easily.
  7. Unhook the suction line for the DEF system from the WEMA unit and hook it to an external source of DEF. If it builds pressure now, then your WEMA unit has a problem. Most of the time the WEMA unit has a problem is due to an o-ring leaking at the top of the unit. You can take it apart an replace the o-ring. As far as deleting it, I’ll warn you about one thing. I have a few deleted around here...and now my CNH laptop cannot get into the engine controller to do engine diagnostics anymore. Not a good deal. Also, is this machine less than 5 years old and 3000 hours? Emissions warranty has to cover it.
  8. Since you say the unloader swing all worked before installation of the new(to you) header valve, I'll point out something that has happened in the past when somebody got done working on the header valve. There are 2 flow dividers in the header lift valve; one for steering supply(primary flow divider), and the other for reel/unloader functions(called the secondary flow divider). If these two flow dividers are installed backwards/swapped around, you will never get oil up to the valves above the header lift valve as well. Here's a description of how they should be arranged in the header valve along with the size of holes in them. If they are reversed, the pink oil in the picture will not be available to the upper valve stack sections. One of the very last 1660s we ever sold new with the old-style EOH valve came from the factory this way. None of its reel/unloader functions worked, either.
  9. Let’s back up a bit...does the reel lift valve work properly? If not, the unloader swing and reel fore/aft valves will never work properly since they get their oil from the reel lift valve. The reel lift valve has 2 main jobs. Job #1 is to (obviously) raise/lower the reel. To raise the reel, both solenoids on the valve are energized. To lower the reel, the outer solenoid is energized. The weight of the reel pushes the oil out of the reel cylinders back to the hydraulic tank. Job #2 of the reel lift valve is to divert/direct oil to either of the 2 valves above it when commanded to do so. When ANY solenoid of the top 2 valve sections is energized, the inside solenoid of the reel valve MUST be energized as well to direct oil towards either of the top two valve sections. The inside solenoid of the reel lift valve is commonly called the “jammer valve” for this reason. Since this is a 1400 series, there should be a small hydraulic nipple underneath the cab for the reel lift circuit. Snap a gauge on there and see if you develop pressure when commanding the reel to raise. If there is no pressure there, you’ll never get oil to your unloader swing, reel fore/aft circuits. You should get secondary relief valve pressure there...roughly 2000 psi. Through the years of working on these valve stacks, I have seen the reel valve installed incorrectly numerous times. You can easily install this valve upside down and it fits/bolts up just fine...just that you will have no reel function or unloader swing function.
  10. Fault code E33 means a short circuit for “W” solenoid. If you look at the RF corner of the transmission, you will see a bank of solenoids arranged top to bottom...W solenoid is the 4th one from the top. Look for a wiring harness rubbed through...it could be a solenoid coil with an internal short as well.
  11. Still many JD All-Crop heads in our area for sunflowers. Probably 1/3 to half the combines I work on in sunflowers have one hung on them. Turned the hydraulic pressure up on many a machine so they can pick one up. They’re heavy and the weight is so much further ahead than a corn head. Some guys will tell you they can be a rather expensive head to maintain as well; gathering belts, star wheels and stationary knives add up in a hurry. Most around here still going are 853s and 1253s. Many were made from 2 454 heads from 30 years ago or better. There was an outfit in Howard SD that would come right to your farm and make an 8 row out of 2 4 row heads or make a 12 row machine out of 2 6 row heads. IIRC, they quit making them in the later 1990s. I can remember one BTO getting 3 new 1253s about that time as his Deere salesman told that they were going to quit building them soon. Used to be several guys use them in corn around here like Dale said. In poor corn they would get a lot of low hanging ears that a regular corn head would miss.
  12. In my area there are several 50 series IHs with no serial # plate anymore. The common denominator....loader mounts. My old boss sold many 50 series with Farmhand loaders. The RH loader mount would be right in the area of the serial # plate. Either the plate got knocked off when installing the mount, or the mount would go over the plate, eventually knocking the plate off due to the vibration/twisting/torquing of the loader during use. Our old parts manager used to keep a list of those tractors at the counter for future reference for parts/serial # issues. If the customer bought the tractor from us we could go back through our paperwork/records for serial # information. If the tractor came from somewhere else, that could be a problem. I can remember back in the 1990s we had a customer that wanted to buy a 50 series we had traded in on the lot that had no serial # plate. His bank refused to loan him the money for the tractor until it could be determined with absolute certainty what the serial # was. In their eyes, anybody could walk in with a 50 series serial # plate claiming the tractor as theirs, and legally there was little you could do to prove otherwise. He ended up having to get the loan from a different place because of all of this. I guess this is just one of the reasons why newer CNH stuff has the serial # stenciled into the frame somewhere, in addition to the serial # plate itself.
  13. Think the worst case I have seen with unloader not being swung in was a guy hit the outside tower of an irrigation pivot with his unloader. Severely damaged the tower...the combine auger/tube was the cheap part of the repair. Also, we have a lot of power line towers crisscrossing the country around here. Hate to see what that would cost if you hit one of them.
  14. You guys are right in regard to being a possible harness issue or the fact that it could be low regulated pressure. In regards to the harness, those tractors are past 20 years old now; hard to condemn an original harness anymore. A couple weeks ago I was talking to a customer that had some work done on a big Cat front-end loader. It was having some electric/hydraulic issues; the tech ended up replacing a main harness to fix the machine. According to my customer, the Cat tech told him that wiring harnesses are considered “wear parts” anymore, with a life expectancy of 10,000 hours or so. At first, that seems odd, but the more you think about with newer EOH controls and computer controls, that’s probably not a bad idea. Convincing it a customer might be the hard part. And yes, if regulated pressure has never been checked/adjusted, the system may be working properly electrically. In regards to the pressure switch on the PFC pump, I think in all my years working on Magnums I don’t ever remember replacing a piston/PFC pump due to the pressure switch saying the case pressure was too high. I’ve replaced those pumps for many other reasons, but not for that.
  15. Pete, you were darn lucky if all you did was lose Park when they gave problems. This is what happened to many 2294, 18/2096 Case tractors back in the day. The park gear on those tractors had a bad problem with breaking the teeth off the gear. Those teeth had a tendency to migrate down into the hitch control valve, which on those tractors was at the very bottom of the rear end housing. Those teeth would get into the hitch position linkage and jam it up. The guy would start the tractor and the hitch control valve would command the hitch go UP, UP, and AWAY, as the hitch would no longer cancel. Eventually, the rear end case would beak into many pieces in the RH upper corner of the housing where the PTO housing bolted on. That area of the housing was cast iron 3-4" thick, so you can imagine the force that was there. Back in the early/mid 1990s, we had a handful of those Case tractors do this. Most we replaced the transmission housing, some of them were welded up by a guy who lived about an hour from here that was good with working with thick cast iron like that(if you could find all the broken pieces). In one case, the guy got his tractor totaled by his insurance company. He was an old IH guy that hated Case tractors; the only reason he bought this one was because of the CaseIH "fire sale" they had on 94 series tractors when the Magnums came out. Case even warned dealers that if they hauled those tractors on a machinery trailer flatbed, they were to NOT leave the tractor transmission in Park as the vibration of hauling down the road would break the teeth off of that gear.
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