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CIHTECH

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About CIHTECH

  • Birthday October 20

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  • Gender
    Male
  • Location
    East Central USA
  • Interests
    Farm Tractors & Equipment 1960-1984

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  1. Have a young man in fire dept that likes to "reach out by crafting an email" 1st time I heard him say this I wasn't sure if I should laugh or cry.
  2. Brake piston o-rings are tired, inner one will have metallic debris embedded in it. When brakes are applied the o-ring doesn't slide it rolls in groove a bit the debris embedded in o-ring eats into transmission. You can fix this with fine emery cloth, working from 3 o'clock thru 9 o'clock to "blend it in" don't just clean up the from 5:30 to 6:30 as it could make a low spot where o-ring seals. In the very bottom of inner counter step, drill a 1/4" hole at a 45*angle down and 45* toward rear, right in the back corner of counter step. This will allow oil to drain / flush out of the area between brake piston and transmission case. Thru normal transmission bearing / gear wear this area holds oil captive and debris settles in this area embedding into inner o-ring.
  3. Not to steal the thread, but have a Euro Magnum 250 waiting on a trans controller right now. None in NA, sent it to Canada for repair / rebuild. Tractor slid to a halt during a headland turn. A post displayed "Trans Controller Off Line" couldn't even get into controller with EST. Downloaded a service manual for Euro spec tractor and tested all 12V supplies and grounds to controller to confirm they where good as well as terminators. Once I brought controller into shop, other guys here said you can smell its burnt (thanks Covid19) I sure couldn't smell anything burnt.
  4. Matt, did you check the fault by holding clutch pedal down and counting the flashes? 51-5200 SERIES POWERSHIFT FAULT LAMP DIAGNOSTIC CODES 1 FLASH – INDICATES MODULE IS RECEIVING NONE OR MULTIPLE SIGNALS 2 FLASHES – INDICATES AN OFF GOING SWITCH FAILURE 3 FLASHES – INDICATES TEMP SENSOR IS OPEN OR SHORTED 4 FLASHES – INDICATES 1 OR MORE SHIFT SOLENOIDS SHORTED OUT 5 FLASHES – INDICATES AN ON COMING SWITCH FAILURE 6 FLASHES – INDICATES NONE OR MULTIPLE SIGNALS DETECTED MORE THAN 6 FLASHES - AND TRACTOR DRIVES, CLUTCH SWITCH FAILURE NOTE; LAMP ON STEADY TRACTOR DRIVES - INDICATES MODULE HAS RECEIVED NONE OR MULTIPLE SIGNALS, LAMP SHOULD FLASH 1 TIME WITH CLUTCH PEDAL HELD ON FLOOR. NOTE; IF TRACTOR IS GIVING 6 FLASHES USING AN OHM METER MEASURE ALL 4 PRESSURE SWITCHES, THE ONE WITH EXTREME HI OR LOW READING IS THE CAUSE NOTE; THE MOST COMMON IS 2 OR 5 FLASHES NOTE; ORDER OF CIRCUITS TOP TO BOTTOM IS 3-1-2-4 NOTE; TO READ CODES HOLD CLUTCH PEDAL ON THE FLOOR UNTIL CHECK TRANS LIGHT QUITS FLASHING NOTE; PRESSURE SWITCHES OPEN ON RAISING PRESSURE
  5. I stole this from the ole interweb (too lazy to type it up) basically the same info I have used over the years when repowering and want to size air cleaners and so forth. The engine manufacturer should specify the technical information required for this air consumption (CFM). When we don’t have the airflow numbers, we can use the general rule of 2.5 times the horsepower of the engine to get an approximate amount of air required. If we want to calculate the CFM (Cubic Feet per Minute) for a 4 cycle motor we can multiply the cubic inch displacement of the engine by the maximum rpm (Revolutions Per Minute) and divide the result by 3456. Then we multiply the results by the volumetric efficiency of the motor. The volumetric efficiency is a factor determined by the efficiency of the turbo, the electronic control systems, the type of fuel injection and the variation of valve timing or opening. A carburated engine normally has a volumetric efficiency of 0.70 to 0.80, but the electronics can raise this figure as high as 2.0. A diesel engine (2 cycle or 4 cycle) normally has a volumetric efficiency of 0.90. A turbo can raise the volumetric efficiency to between 1.5 and 3.0. If you don’t know this value for your turbo, it is best to use 3.0. To simplify the calculation, we developed this calculator. To use it: Select the measurement you would like: Cubic Centimeters (ex: 2400) or Cubic Inches (ex: 289) Enter the maximum velocity (RPM) you expect from your engine (ex: 4000) Select the type of engine between the four options, or select “Enter a specific value” and enter the volumetric efficiency that you would like to use (ex: 2.8). When you select one of the four engine types, the maximum values will be used. The results will be shown in CFM and Liters per Minute.
  6. The benefits of a charged air cooler are huge compared to water to air. I would be getting a gauge set on transmission before doing any HP upgrades, if pressures would be borderline and you throw another 25-30 HP at it, it could be the straw that broke the camels back. Get you a charged air cooler mounted in front of radiator, get pyro, boost gauge and fuel inlet pressures gauges in place. Get it on dyno and fine tune your pump it should be a beast.
  7. Dave, do you have the part number for the seal you used to reseal the hand motor?
  8. Before & after pressure testing recommended as well as calibration after repair. The clutch piston seals are a little hateful to work with. I use OEM parts. Fore warning partsbooks are a bear to navigate. Record all your serial numbers, read all footnotes. Certainly check / reseal, rebuild the High clutch while you have it on the bench. I like to bench test for operation using shop air before disassembly and after assembly.
  9. Using an OHM meter in switch connector.........thread switch in or out to achieve the following, works good to have somebody in seat to shift the ranges for you. The connector for switch is labeled for terminal positions A thru D, A&B are a circuit, C&D is the other circuit. In range C&D should have continuity while A&B test open, these readings should swap when in neutral.
  10. Do / did you have IH GSS 1010 manual? It breaks them down pretty good.
  11. Still no serial number, but I can see it's NOT a F-N-R shuttle valve in picture. The switch will be there just as I stated, just got to wiggle yourself in behind the wheel. Make sure its in 3rd range (allows you to get socket on bolt for shield) and take a 17mm socket 4" extension and a 13mm with you, to remove shield snoshoe mentioned.
  12. Low clutch (turtle) is out to lunch, plates warped and dragging. Not such a bad job, easy split then it all comes out front of clutch housing.
  13. That didn't happen until the C-CX series.
  14. If tractor is under serial break JJF103XXXX it will have switches in range transmission just ahead of right rear axle above the range shift linkage. The switches have (2) sets of contacts, sounds like one of the switches has failed or is out of adjustment. The connector for switch is labeled for terminal positions A thru D, A&B are a circuit, C&D is the other circuit. In range C&D should have continuity while A&B test open, these readings should swap when in neutral. The bottom switch is 1 & 2 range while the top one is 3 & 4 range, just forward of the top one is the 4th range reverse lockout which is the same switch. Been lots a trouble with the harness to this circuit over the years, people zip tie harness to main supply line to remotes and the vibration eats the little wires for lunch. Switch number is 1987326C1 The temp switch for power shift circuit is in the cover for the suction screen directly under hydraulic pump.
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