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CIHTECH

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Everything posted by CIHTECH

  1. Prayers for all involved.......including doctors & health care workers. May God guide their thoughts & actions, and grant his healing touch according to his will. On volunteer rescue squad and seems as our calls have really picked up lately with "high risk" patients. This stuff is real.... Everybody stay safe
  2. Order of switches top - to - bottom 3,1,2,4 3rd gear would be the top switch. My meter would show .0 which indicates a closed circuit, or OL (open line) which indicate open circuit
  3. Most likely going to find bad pressure switch. Disconnect pressure switch, make sure your in the gear for disconnected switch. Using OHM meter start engine, switch should open, then close when engine is shut off. Repeat for all switches.
  4. We had around 3'' here in the ole Shine-ah-door valley yesterday.
  5. Shop notes.... 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 LIKELY 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
  6. I would get the parts in hand and clean it good around injection pump, wet down the dust in area of repair and do it right on machine. Have done many head reseals "on engine" only way I would remove is if it needs other repairs to pump. Remove injection lines. Pull side window and line up timing mark on driven gear with the one in pump housing. Remove safety wire and the two screws that hold control unit in, gently pull control unit. Now your ready to remove head. When installing control unit, make sure to hold lever in 3 o'clock position, also make sure the little guide pin in back side of control unit is laying flat. I like to loosen head retaining screws and rotate head just a bit so screws don't damage line connection threads. I would also recommend using a light application of anaerobic sealer on head o-ring. Make sure you have the correct line from final filter to injection pump, part # 688190C1. Seems like as time marches on we see the same symptom, different problem regarding leak at the head area of Ambac pumps. Years ago it was tired o-rings, today it seems that a number of them are corroded housings. A little creative use of different sealers can mostly overcome the corroded housing problem. Best of luck..
  7. If Cummins B & C series engines have a design flaw it would be exhaust manifold / manifold mounting to head. If installed correctly by using the correct 3 layer gaskets and bolts by part number, then torqued and locked like they are intended to be installed, I see them go for a long time. #3 exhaust port has 10mm holes while remaining holes are 11mm, torque sequence is start on #3 as it locates manifold on head, then circle out to 4, 2, 5, 1 & 6 at 32 ft. lbs. then lock bolts. This allows manifold to come & go under bolts. A new manifold is a "green" casting and cures, on high HP applications I've had to over drill all holes to 12mm leaving #3 at 10mm. IMO its no need to buy a new "green" casting that has to cure, I've had better luck surfacing and reusing a cured manifold ahead of starting over with new.
  8. Uneven delivery on one or more cylinders of injection pump.
  9. Time to drop oil pan and see where it's coming from. Don't sound like it will be hard to find.
  10. We just ran serial 2610159U007830 thru the shop, still earning its keep in southwest Va.
  11. I think it would be T exas E mmisions R eduction P lan
  12. What transmission? 16 X 16? I would get a test gauge on your regulated circuit, then bring it up to operating temps and record gauge reading in each function. One with most effect on pressure is possibly the problem child. The regulated circuit would include mfd, diff lock, power shift & shuttle clutches, pto brake & clutch. Don't forget to check / charge the accumulator.
  13. Early production of 400 series skid loaders, white serial tag with black letters. When problem was identified serial tag was changed to black with white lettering. They are all worked thru the system at this point unless there is a time capsule somewhere. Not everyone caused / was a problem. See white tags come thru shop today and note virgin paint on engine fasteners, the next one will have paint disturbed and black tag.
  14. SDman, do you remember the early "white" serial tag NEF engines that didn't get a proper washing and casting sand called them home at a very young age? Installed quite a few new engines is machines under 100 hours of operation. Seems like we also had our fair share of injection pump problems on the mechanical engines, that said a lot of that could be traced back to fuel senders that cracked inside tank an created an air ingress. That said I would agree that so far they have been a good engine.
  15. Thanks, my thoughts as well.
  16. Sounds like a possible bad control module, check by using the following method....if wiring harness, switches and solenoids check out I would be going after the control module in side console. NOTE; TO TEST POWER SHIFT HARNESS PRESSURE SWITCHES, SOLENOIDS TEMPERATURE SENDER AND GROUNDS DISCONNECT CONNECTOR “J” WHICH IS LOCATED IN BOTTOM FRONT OF SIDE CONSOLE. OHM BETWEEN THE FOLLOWING PINS TO TEST PRESSURE SWITCHES AND SWITCH CIRCUITS. #1 V-F, #2 X-W, #3 J-H, #4 L-K THESE SHOULD ALL READ "CLOSED" OHM BETWEEN GROUND / CHASSIS AND THE FOLLOWING PINS TO TEST SOLENOIDS* #1 N TO GRD, #2 P TO GRD, #3 S TO GRD, #4 T TO GRD *SOLENOID SHOULD MEASURE 7-8 OHM BY ITSELF SO WITH SOLENOID IN CIRCUIT IT WILL BE A BIT LOWER 6.5 TO 7.5 TYPICAL GOOD READING. TEMPERATURE SENDER TO GROUND AT 70-80- DEGREES SHOULD BE 550-470 OHM”S PIN M TO GRD GROUND TO CONTROL MODULE PIN G TO GRD
  17. Review your throttle linkage and make sure it goes against high idle stop screw if not adjust as needed. You should see at least 2500 no load rpm's. If this doesn't fix it, it's time to get some gauges in the system to check (a) inlet pressure and (b) transfer pressure. Back to the power shift, just forward of the pressure switch is a test port. Get a gauge in test port and watch your engagement pressure. Order of shift circuits top-to-bottom is 3-1-2-4 so it would be the 3rd one down.
  18. Snap ring holds them in place, no way to get to them other than splitting tractor for access.
  19. I would say that covers it pretty well, I always just grab my meter and 22mm angle wrench, climb under and set them as needed. Can you get them set correctly? If not maybe the roller (ref#2) has came off fork internally. When this happens you don't have enough "throw" in external shift linkage to move rail far enough. I about always disconnect the shift linkage and adjust switches then reconnect linkage. Also wondering if you maybe have some harness damage due to harness being zipped to a hydraulic tube. Either the pigtail of switch or the main harness.
  20. What is your "full on" pressure reading? Did you have unit out for servicing it and trying to set pressure or are you just checking pressure due to a problem? You may have an internal leak you are attempting to overcome that is dropping your pressure.
  21. What is it bleeding? If diesel fuel, then injector needs to be pulled and serviced. If compression then the taper on end of injector and possibly the mating taper of nozzle sleeve needs attention. (2) different styles of injectors in those engine, but both use same nozzle sleeve in cylinder head and neither one use a compression sealing washer at bottom end.
  22. To my knowledge all 51-5230 ran (1) FS1251 an a inline filter (FF5006) prior to low pressure transfer pump or had NO inline but a screen in tank. All the rest ran (1) FS1280, (1) FF42000 an then same applied regarding inline or screen in tank. I would recommend tossing the in-tank screen once it causes trouble an installing inline prior to transfer pump. ***Note filter #'s are FleetGuard. Gearclash, all NA MX Maxxum's ran (1) FS1251 an (1) FF5006 inline.
  23. Needs a pointy top an antenna yet.....
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