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Everything posted by Binderoid

  1. Took me a minute decipher that one too
  2. I don't plan on putting the stuff into the bottom of the case.. ....nobody does. Wasn’t suggesting you were an animal behind the wheel... but that’s not a Cat 950.... that Allison has to be at a parade rest before changing directions. You’ll see what I mean when you get it running. When revving the engine with the brake applied (raising boom approaching a dump truck) , releasing the brake will result in a slam engagement if the engine is anywhere above idle. Same holds true for down shifting. Use the brakes to to come to a stop in second gear, then shift to first. Up shift with hammer down is ok. The two best things you can do for that trans is learn how to treat it right, and do not let anyone else use the machine.
  3. I had been there a long time and I thought they were just like anyone else, but after the last week and a half watching them gang-bang this guy because he was building an H to burn kerosene, just to run once in a while; he was sticking to his guns and they just kept flogging him. If, somehow, this topic could be transplanted over there, with all those grammar school drop-outs, it would be roundly criticized, called the “English Police”, or simply taken as a personal affront. Really disappointed in that crew this time.
  4. I was stuck on this for like 30 seconds; I thought you were doing a spoof of Hodaka. Then I read the rest of the post..duh
  5. How about “gone thru”.... meaning exactly what?
  6. Another feature of the Allison TT is its ability to deposit parts in the sump. Service brakes MUST BE USED when changing directions. The shock is absorbed 100% by the overrunning clutch, which controls which “range “ the converter is in. With a failed overrunning clutch, you have only the high side of the converter, because there is no way the low side turbine can transmit any power. Pull the suction strainer near the bottom of the transmission. If there’s a handful of pieces down there, that’s what used to be the overrunning clutch. Nothing in there, someone already cleaned it out or your clutch is ok (at least in one piece). Properly working, you should be able to spin all four wheels when you put the bucket against a bank of some sort. With a bad O. clutch, the machine is still useable, just doesn’t have any guts. It is a good powerful trans, just has that strange weak link built in.
  7. Farm Show newspaper is 100% consistent in the use of “rpm’s”. Revolutions per minutes?
  8. Anyone else double-checking their sentence structure for this particular topic?
  9. Aha! So you’re the “ stick to the issues crowd “ he was always talking about!
  10. Check the end play of PTO shaft . I don’t have any specs, but it can’t be very much. We have an M my dad bought in 1960, and as a kid I always remember it dropping out of gear. In the eighties I wanted to solve this problem. Apparently someone before us had the PTO out and lost the thrust washer, or it was never installed at the factory... but the correct washer was still available in the late 80’s , and when I put it back together, you couldn’t actually see the shaft move, but could feel the clearance when pulled back and forth. Stays engaged now. So my suggestion would be eliminating as much end play as possible; any axial movement can work the coupling out of engagement. If you are in the 1/16” range, possibly use a thinner gasket or eliminate it altogether (RTV). Any more more than that you probably have to add a thin washer to the existing thrust washer.
  11. 50 pounds of 5/32 anything is one **** of a lot of welding
  12. What are shop rates nowadays? Based on the original price, that pencils out to $12500 in labor using genuine Cummins. I came up with $312 /hour.
  13. 8-10 horsepower vertical shaft Briggs is all you need... the mounting is universal. But remove the drive pulley first before you go engine hunting, make sure it doesn’t have some screwball crankshaft.
  14. My pulse always quickens whenever I see a rusty wheel on the side of the road with brand new meat on it, see them a lot in Ohio, as the salt rots the cable holding the spare to the truck. Problem is, the side wall is always punctured from coming in contact with some part of the truck on its way out from under. I brought home 2 before I learned to check it out before I loaded it up.
  15. That’s kind of my point. Does your 3400 have bearing troubles or openers worn out? Got folding markers? I started my project before fuel and fertilizer got high, I double don’t want to get on the hook for a drill at this stage.
  16. I don’t know how far gone it is, but I’ve found the price to get into no-till is worth building my own opener attachment for conventional drill. You’re lucky to have one waiting to get back into service. 3400 is a good drill.
  17. That pump arrangement is pretty cool ... got a Michigan scraper set up like that. Drive shaft to trans is off to the side so hydraulic pressure can go to the center for locking the converter.
  18. That doesn’t look all that bad. The worst of it looks like the ports in the cylinder block... can’t you find someone to grind a couple thou off the block and plate? The shoes look good...
  19. I also wanted to mention that there are two places that may help you. Wooster Hydrostatics in Wooster Ohio who is mainly a rexroth guy but did a Kawasaki pump for me. Another would be Ohio Cat custom hydraulic service, Bolivar, Ohio who would fix your pump or find a suitable replacement . Neither place is cheap.
  20. I have never seen a hydra Mac or a 3200, but every other skid I have seen in the last 30 years ( with the exception of the Bobcat 310) has been set up with two traction pumps running in tandem, one for each side. Many, if not most, were built by Vickers. In all cases (mine, that is) the pumps have been SAE two-bolt flange and standard spline shaft. I would love to see your system, as I cannot understand why you can’t just pitch both pumps and go to a more modern series. Hopefully you can provide pictures and/or some details of the system. I know it’s easy to spend someone else’s money, but I would be wondering why it failed, if the other one was on the way out. Was wondering why you are lapping the port plate... is it scored? Polishing the pistons, are they scratched? Were the holes plugged up with grindings in the piston shoes? If so, you better figure on breaking down the good pump for a thorough cleaning.
  21. Here is a tool that’s fun to look at and wonder what it does
  22. If you can’t figure a chart from a 510, you’re really gonna be lost with double run feed chart...
  23. Thanks everyone for the great replies. Anxious to educate myself on these motors. They were scary to me 20 years ago, but now they seem not quite so complicated.
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