-
Thank you for visiting HeavyEquipmentForums.com! Our objective is to provide industry professionals a place to gather to exchange questions, answers and ideas. We welcome you to register using the "Register" icon at the top of the page. We'd appreciate any help you can offer in spreading the word of our new site. The more members that join, the bigger resource for all to enjoy. Thank you!
JD 650G
- Thread starter typ4
- Start date
thepumpguysc
Senior Member
- Joined
- Mar 18, 2010
- Messages
- 7,535
- Location
- Sunny South Carolina
- Occupation
- Master Inj.Pump rebuilder
That's a dam shame.. A "JD dealer" cant fix a JD machine..
Well, looing on the brite side of things>> atleast he didn't take it in, keep it for 6 months & THEN tell you he couldn't fix it.!!!
Well, looing on the brite side of things>> atleast he didn't take it in, keep it for 6 months & THEN tell you he couldn't fix it.!!!
laycobeau
Well-Known Member
- Joined
- Jul 8, 2013
- Messages
- 219
- Location
- Tulsa Ok. beau.bowlan@lei-corp.com
- Occupation
- Lead electronic technician
electronic or hydro
JL Sargent
Senior Member
Late 90s model? Doesn't seem that old to me. Changed fluid/filter lately? What's it doing? Maybe try another dealer.
Tractorguy
Well-Known Member
Yes, what is the issue?
typ4
Well-Known Member
Been busy, hydro, early serial number IIRC.
Direct drive, another dumb idea IMO.
Slips in forward , then reverse second speed, now all the time. Forward plates are warped. This has been an ongoing issue for a while. Trans has been out several times, we are resealing it again and trying to airtest and the outer seal is leaking, this is with the bleed hole blocked.
Before I get the pressure test statement, we did that last year, everything was perfect, still removed the valve ,cleaned and regasketed, replaced some springs, so on. And what IDIOT engineer has the pressure test ports on the valve side of the orifices? Wouldnt you want to know what the packs are getting.
Direct drive, another dumb idea IMO.
Slips in forward , then reverse second speed, now all the time. Forward plates are warped. This has been an ongoing issue for a while. Trans has been out several times, we are resealing it again and trying to airtest and the outer seal is leaking, this is with the bleed hole blocked.
Before I get the pressure test statement, we did that last year, everything was perfect, still removed the valve ,cleaned and regasketed, replaced some springs, so on. And what IDIOT engineer has the pressure test ports on the valve side of the orifices? Wouldnt you want to know what the packs are getting.
JL Sargent
Senior Member
Maybe it's time to talk to JD about helping you put a reman trans in it.
mg2361
Senior Member
You might be able to buy a clutch assembly but you cannot buy a new or reman transmission. They have never been available for that series. Those transmissions are known for the tubes cracking between the control valve and the transmission. Have they been thoroughly checked? Also make sure steering clutch hoses are OK. Leaks in them could cause enough pressure drop to affect clutch engagement. Make sure to replace the bellville washers in the clutch packs also. They could be the old ones which had issues being out of round causing the interference with clutch engagement. Also make sure clutch pack clearance when assembled measures .080" - .120". A proper clutch pressure evaluation should be done using system pressure in conjunction with the lube and cooling pressures to determine leakage.
typ4
Well-Known Member
We did all the leakage tests when the valve work was done. There are not any gears available new for it, we could use a first speed gear, it has a line where a clutch marked it when a thrust washer failed but its not near the disc with that repair.
Thanks for the info.
Thanks for the info.
typ4
Well-Known Member
UPDATE.
So basically we took out the aftermarket clutch plates. Put in oem and it works perfectly, pressures are the same and shift timing is right on. Does not slip. Clearance with the old plates were nowhere near the max allowed but it must have been just enough to cause slow engagement, they were near .0100, . clearance with new discs is 82-88 all six packs.
Also replaced all supply tubes, looked fine but never been replaced with the updated thicker ones.
So basically we took out the aftermarket clutch plates. Put in oem and it works perfectly, pressures are the same and shift timing is right on. Does not slip. Clearance with the old plates were nowhere near the max allowed but it must have been just enough to cause slow engagement, they were near .0100, . clearance with new discs is 82-88 all six packs.
Also replaced all supply tubes, looked fine but never been replaced with the updated thicker ones.
JL Sargent
Senior Member
Was it aftermarket frictions? Heck, Alto is the only company I know making them. How did they look when you pulled them?
BigWrench55
Senior Member
Several years ago I built a transmission on a cat D9 that has of amhad the transmission built 4 times that year already before I got to it. Did some investigating before I started and learned that the brake and steering clutches to priority over the transmission. The steering clutches were blown and robbing pressure from the transmission. I’m not sure if JD is that way but it’s worth looking into.
typ4
Well-Known Member
They were aftermarket frictions. not alto. They looked fine when pulled except the forward pack was warped from slipping.
This dozer does not prioritize the steering clutches like that.
This dozer does not prioritize the steering clutches like that.
mg2361
Senior Member
Good job Typ4, glad to hear everything is working.