Replacing and Timing a John Deere with a Roosa Master Vertical Fuel Pump

http://www.youtube.com/watch?v=A3NYl1X6NjY

Here's A Really Good Video on how to rebuild your John Deere Water Pump

http://www.youtube.com/watch?v=U1x3-R2l03Q

317/320 Skid Steer Low Oil Pressure

Complaint or Symptom :

4024 / 5030 Engine has low or no oil pressure.

Problem or Situation :

Machine or engine is observed to have low or no oil pressure. When engine is warm, oil pressure in the main galley should be at minimum 15 PSI at Low Idle and around 50 (+ 15) PSI at Rated Speed, Full Load. Check oil pressure by removing a small pipe plug on left side of engine and insert pressure gauge.

When the engine is cold, oil pressure in the cold start galley should be at minimum 35 PSI at Low Idle and at least 65 PSI at High Idle. Check oil pressure by removing a small pipe plug on right side of engine and insert pressure gauge.

Solution :

1. Check engine oil level with the machine on a level surface. If low add appropriate amount of oil to bring level up to recommended level.
2. Remove front governor access cover. Use a mirror to inspect fuel rack retaining plate for the hardened roll pin.
 
 Also, note the amount of vertical movement at the front of the rack. If pin is in the plate, rack may have 0.5 millimeters vertical travel; if pin is missing, rack may have up to 2 millimeters vertical travel. If pin is missing

 remove timing gear cover and inspect oil pump for damage from the roll pin. Cases have been reported in the field where the hardened roll pin falls out, gets sucked into the oil pump, and damages the oil pump. If oil pump checks out OK, replace fuel rack per CTM301 (Which is a very lengthy and delicate process that should only be done in a certified John Deere Shop) and MAKE SURE the pin is located before engine re-assembly (or catastrophic failure could occur).
3. With timing gear cover off remove oil pressure regulating valve (PRV).
 
Is the PRV spring broken? If yes, replace PRV per CTM301. Make sure to use JDG1721-1 when installing PRV plug as this tool stakes the bore to ensure proper plug installation.
4. Inspect oil galleys for missing or improperly installed plugs. Check pipe plugs on both sides of the engine (see pics above for right and left) and galley plugs on both ends of the engine


 If any plugs are missing or damaged proceed with repair.

Photos and Information Courtesy of John Deere DTAC Solutions

317/320 Skid Steer doesn't drive straight

Complaint:
The wheels on one side of the machine will not come back up to full speed after slowing them down to make a steering adjustment. This occurs most frequently when traveling down hill, but has also happened on level ground.
Problem or Situation:
John Deere has found that this was a typical situation on a 317 and 320 and is caused by the hot oil shuttle (flushing valve) moving to the reverse direction when slowing the wheels and sticking in that position. This allows some of the drive pressure oil to leak past the shuttle, reducing the forward wheel speed until the flushing valve shifts back to the forward direction.Solution:
The former flushing valve used 6-bar springs.  It has been determined that this pressure is too low.  A new 10-bar flushing valve assembly is now available to correct this problem.  The 10-bar flushing valve assemblies were being installed in all production motors as a running change.  Serial number breaks for this change were captured in the appropriate parts catalogs.
The part number for the 10-bar flushing valve assembly is T223651.  This shuttle valve replaces the 6-bar shuttle valve assembly T208293.
THIS IS VERY IMPORTANT:  The flushing valves must be matched side-to-side.  You cannot have a 6-bar flushing valve on one side and a 10-bar valve on the other side.  After the 10-bar shuttle valve is placed in production, all service part drive motors will be equipped with the 10-bar shuttle valve.  You will not be able to purchase a 6-bar shuttle valve motor.  Therefore, if you are replacing a drive motor that was built before the 10-bar shuttle valve was introduced, the shuttle valve in the remaining motor must be replaced with T223651 to ensure that both motors are equipped with 10-bar shuttle valves.
The flushing valve kits will be provided by your dealership but you have to order them.  If Installation Instructions are not included with the kits, use the procedure below to replace the flushing valve.
1.  Remove the plug (151Z0366), both springs (663X6251), spool (151Z0368), and lower guide (151Z0367) from the end plate of the motor. 
NOTE:  Be sure that the lower guide (151Z0367) is removed from the end plate.  Failure to remove the lower guide will prevent the spool from properly seating in the end plate and will cause plug leakage.
2.  Discard all of the parts removed in step 1.
3.  Install the springs (663X6253), plunger (151Z0424), and plug (151Z0422) into the end plate of the motor.  Torque the plug to 30 Nm (22 ft. lbs).
4. Repeat steps 1-3 for the remaining motor (if both motors are being worked).
5. Start the machine and check for leaks.

Courtesy of John Deere DTAC Solutions

Engine slobbering, oil and residue coming out of stack

A dark and heavy residue emitted around exhaust manifold gaskets on diesel engines. The operator can help eliminate the residue by avoiding unnecessary engine idling. "Diesel slobber" or "slobber" consists of diesel fuel and/or crankcase oil which has passed through the combustion chamber and did not burn. These are the "heavies" that did not burn because cylinders temperature are too low to promote complete burning.
The lower temperature occurs at:

• Start up while engine temperature increases.
• Engine is idled for a prolonged period.

Small amounts of crankcase oil can find their way past the piston rings and valve guides in a new engine or in a "cold" engine while idling. The unburned crankcase oil mixes with the unburned fuel to create the "slobber". In addition to the "slobber" you can see, there is an unseen amount of unburned fuel washing down the cylinder walls. This unburned fuel:

• Forms gummy deposits on valves, pistons and piston rings.
• Dilutes crankcase oil.
• Accumulates sludge throughout exhaust system.

Gear Pump Failure 313 and 317 Skid Steers No Hydraulics

The skid steer has experienced a sudden loss of main hydraulics. The boom and bucket will not operate and the park brake will not release. The 313 and 317 skid steers use an Eaton Series 26 gear pump. Pumps built prior to October 2008 had occasional problems with the heat treat process for the gears. If not properly heat treated, one or both gears can crack. Upon cracking, the gear expands outward, seizing to the aluminum pump housing. In many cases the pump shaft snaps off.

Pumps built after October 2008 have gears with an improved heat treat process. To determine the build date of an Eaton hydrostatic drive pump, look at the pump serial number. The pump serial number is interpreted as follows:
YYMMDDRBBXXXX
YY = the first two digits are the year. 08 is 2008, 09 is 2009, etc.
MM = the third and fourth digits are the month. 01 is January, 02 is February, etc.
DD = the fifth and sixth digits are the day of the month
RBB = Assembly plant. For our pumps RBB is Reynosa, Mexico. U is Hutchinson, KS. Since 2007 all skid steer pumps are Reynosa pumps.
The final four digits are the serial number. Serial numbers starting with 1 are first shift, those starting with 2 are second shift.
Thus, a pump with serial number 081015RBB2033 was built October 15, 2008 at Reynosa, MX. It was the 33rd pump built on second shift.


If your machine has experienced a cracked gear pump failure, it is important to repair it properly and economically. Below is the evaluation, repair, and cleanup procedure following a seized pump failure on the 313 and 317 skid steer.

1. Determine whether your pump was built before or after October 2008.
2. Examine the bushings in the front hydrostat housing.
      a. If one or both bushings are damaged, complete hydrostat pump replacement is recommended. The bushings are not field serviceable.
      b. If both bushings are undamaged, replace only the gear pump.
3. Because this failure mode is sudden and immediate, very little debris is generated and sent downstream. John Deere recommends the following cleanup procedure:
a. Remove the line(s) between the gear pump outlet and the control valve inlet. Thoroughly clean the line(s).
b. Remove and flush the attenuator, if installed.
c. Reassemble the machine.
d. Drain the hydraulic reservoir and visually inspect the interior of the reservoir for debris. If debris is found, add 1-2 gallons of diesel fuel to the reservoir and stir it around to loosen the oil and debris. Drain the fuel and use a shop vac to remove the last of the contamination from the reservoir.
e. Refill the reservoir and install a new hydraulic filter. If you have SuperCaddy or equivalent, filter caddy the oil. If you do not have SuperCaddy or equivalent, proceed to steps f through below.
f. Operate the machine for approximately 30 minutes driving forward and reverse and operating the boom and bucket cylinders through their full stroke.
g. Drain the hydraulic oil and change the filter again.
h. Check hydraulic flow and pressure at the auxiliary couplers. If flow and/or pressure are below spec, replace the system relief valve.
i. change the new hydraulic filter after 10 hours of operation.

Courtesy of John Deere DTAC Solutions

Steering Levers Don't Return All the Way to Neutral -- 317, 320, CT322 Skid Steer

What may be going on is the return spring may be too weak and should be replaced with a stiffer spring.  the part number for the new spring is R26637. Remove both original centering springs, install the new springs in their place, for the adjustment procedure for the steering see your local dealership.

4640/4840 No Hydraulics, No Steering, No Brakes

There are some very simple items to check to verify the problem. First was the problem a gradual failure or an instantaneous failure. What that will tell you is whether something is wore out or if something broke. Second, plumb a gauge into the filter relief valve housing. You are checking to see if your Lube/Charge pump is putting anything out. If you see pressure move on to checking pressure at your main hydraulic pump. If pressure is going to the main hydraulic pump but nothing is coming out remove your system pressure relief valve and inspect it for sticking or wear. If the valve is fine plumb a flow meter directly onto the output of the pump to see if the pump is pumping anything. You could a have just a wore out pump. Now if you don't have any pressure at the charge pump pull out the plug on the filter housing a have someone hold a bucket at the hole and start the tractor if nothing comes out check the pickup screen before the pump is condemned. If the screen is clean as was the case on a tractor I recently did, then you have to tear into the rear of the tractor. The charge pump is located in the rear axle. You cannot just order a new pump. You have to order the specific pieces you need. In order to get to the pump you need to remove the rockshaft housing cover which is a lengthy process. The hole job including the making the special tools to lift the cover will take you between 20 and 25 hours to complete. In my case the pump was good but there was a huge hole in the outlet pipe of the pump.

664J Loader with a 6068 Hard to Start and then Dies!

What could be happening is your charge pump is losing prime. The way you test this if you don't have a laptop that talks to John Deere Equipment have someone crack one of the fuel lines leaving the injection pump. Have them watch it to see when it stops pumping. Next crack the line going into the injection pump if it stops pumping then it is your charge pump. If it didn't stop pumping then it is your Injection pump. 

Brand new Gator xuv 550 S4 makes grinding noises when using 4 wheel drive!

First you need to verify that it is only in 4 wheel drive that it makes popping or grinding noises. Check to see if there is the appropriate amount of oil in the transmission. After you've confirmed that there is the proper amount of oil and the noise only occurs when you are in 4 wheel drive, remove the front driveline where it comes out of the transfer case. With the Gator on jack stands so that none of the wheels touch the ground run it to see if the noises have stopped. If so then it is coming from your front end. If not then it is coming from your transfer case. Remove the transfer case to verify as you may have gear teeth in the transfer case missing or broken.

International Hydro-84 after servicing loses all hydraulics!

When servicing any tractor this something to be aware of is air locking. This happens when the oil in the pump gets drained while changing the filters. The pump will then try to push the air through the system with out any help and most of the time that works but occasionally when the pump can't get rid of the air you need to crack a line to let the air out. With the International Hydro-84 you get under the hood where the steering lines are at their highest point. Crack the line and have someone hold the steering wheel in the direction that is forcing the air out of the line. When oil starts to come out consistently tighten it back up and there you go, you now have your hydraulics back.

Tractor Pulls!!!!

Here's a video of some amazing power producing machines showing what they got. http://www.youtube.com/watch?v=u6a1NdnETDw

4105/3032 E Won't Drive Forward or Backward

This particular model has a hydro-static drive transmission. The bracket that connects the linkage to the transmission is prone to breaking. Crawl underneath the tractor and follow the linkage to where it enters the transmission housing. If everything is fine then the problem is probably the hydro-static circuit but this failure is a usually a gradual failure. If the failure is an instantaneous failure then it is more then likely not the circuit.

Check out this homemade tractor!!!

I totally want one of these. It was built on a lawn tractor frame and the engine is a John Deere 1 1/2 HP Model E Hit and Miss. http://www.youtube.com/watch?v=IJkL0t-sZvs

DTAC Solution 2.4/3.0 Liter 5030/4024 Injection pump hold down clamp screws

On John Deere's 2.4 Liter and 3.0 Liter engines (the 5 cylinder 5030 and the 4 cylinder 4024) the Injector and Injection pump hold down clamp screws where made 5mm to long so the bolts were bottoming out in the hole before reaching the proper torque. This results in broken clamp screws which then allow the injection pumps to move allowing oil and fuel to mix. This can be confirmed by removing the valve cover. Do not attempt to make any repairs to these components on your own. It requires special tooling that are very expensive and only the dealerships have. In order to fix this it requires removing everything off the front of the engine to get to the governor cover on the front cover. It will also result most likely in the replacement of the all the injection pumps in order to prevent uneven fueling of cylinders. In order to prevent this and thus require the replacement of the pumps take it in and have them replace the hold down clamp screws with the new ones that are 5mm shorter. It is much cheaper to do the preventative maintenance then it is to wait for them to break.

310J Backhoe cuts Throttle and flashes STOP when in Gear

310J Backhoes have a safety seat. They have a sensor for when you are locked in the forward position and when you swing the seat around to dig. If one of the wires is broken or not making contact it effects all kinds of things. For the front switch if it is malfunctioning then it will cut throttle as you are driving because it is telling the computer that you are not in your seat and so it needs to cut throttle. It will also flash STOP but when you put it in neutral it stops flashing. Once again it is because the computer thinks you are driving with out being in the seat. If you go into the maintenance menu on the on board diagnostics and go to switches and watch the seat switches it will show you if they are working properly or not. It will tell you on or off for the front and on or off for the rear. If you are locked in the rear it should read on and vice versa. In order to fix this you have to dismantle the seat and remove the floor mat. Most places don't stock these switches though.

444J Loader Excessive Blow-by

This is a rarely seen problem but one that if you find can save you lots of hours in labor. A 444J Loader has a bad turbo. Leaks oil terribly out of the exhaust, upon removal and inspection of the turbo it is found that the turbine wheel and compressor wheel are fine, the only thing wrong with the turbo is that it blew seals. Put the new turbo on and it is now pushing oil out of the dipstick tube. After running compression tests on the engine, all the cylinders turn out to be in great shape. The problem is that on the crankcase vent tube there is a blockage. In our case it was a chunk of ice. When that ice is removed life goes back to normal. Like I said it is rarely seen but it will save you lots of man hours trying to find a ghost problem.

For your Entertainment!!!

This video that I found on Youtube is awesome. Hope you enjoy it. I sure did. 

http://www.youtube.com/watch?v=28FReT0RBIs

TRANSMISSION TEMP HIGH on 6430 and 6430 Premium

Over the summer there were a couple 6430's and 6430 Premium's that came in where the Transmission Temperature is too high but it is full of oil. It is also pulling EGR codes and tractor goes into a power derate (engine cuts power and goes into limp mode so as to prevent catastrophic failure). The coolant reservoir if you just glance at it says it is full. However due to the design of the coolant reservoir there is a divider inside that separates the engine side from the EGR and Transmission cooler side. Make a complete examination to be sure that you do in fact have the correct amount of coolant. Don't just make a quick look at it, fully examine it.

Howdy Everyone,
This blog is to help those with questions on how to fix things on their John Deere equipment whether it is Ag Equip or Construction as well as other brands of equipment.