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04Mach1 last won the day on August 18

04Mach1 had the most liked content!

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    Grants, NM

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  1. 04Mach1

    Kioti DK65 project

    I'll have to check with them to see if they can rebuild the old one or build a new one.
  2. 04Mach1

    Kioti DK65 project

    The clutch wouldn't disengage because 2 of the bolts that hold release fingers to the cover broke which is fixable but the disk is very thin and rivets are flush with the face of the lining. Now the issue we're having is the clutch disk measures 11.25” and it's discontinued by manufacturers. Rebuild of the current clutch is $1800 through Drive Train Industries or $3500 to upgrade the clutch to 12.5” through manufacturer sourced parts. The owner of the tractor is not happy with either option. I was in disbelief on the prices too so I've called numerous Kioti dealers across the country and got the same prices for parts. My families old 1947 Ford 8N tractor parts are easy to find and easy on the wallet so I am still in aww at the cost of the clutch for this Kioti DK65 tractor with a 3 cylinder Perkins diesel engine.
  3. Measure your gauge to make sure it measures what it's labeled for. I've never had a head bolt from a B or C Cummins exceed the gauge. The last ISC I built had almost 25,000 hours on it when an injector took a crap taking the piston out with it. Head bolts were still well within specs and reused for reassembly. Quickserve shows the correct head bolt is Cummins part number 3927063.
  4. 04Mach1

    Kioti DK65 project

    Today's 4 hour project was to split a Kioti tractor in half to troubleshoot why the clutch wouldn't disengage. Clutch is shot. This tractor has a turbo charged 3 cylinder Perkins engine.
  5. 04Mach1

    DPF Regeneration

    Had another Detroit DD15 with 3 injectors failing. Replaced the 6 pack of injectors and babied the Regen to clean out the fuel soaked ATD trying to keep it under 1400*F. Here's a shot of the screen showing NOx out is higher than going in due how fuel soaked the ATD was. Gotta love them Common Rail injectors.
  6. Small independent shops care more and give superior service compared to big chain shops. Independent shops are more about quality instead of quantity. I will never use or recommend a stealership or big chain shop because they don't have customers, they have victims. Google: CM Mechanical in Milan,NM. It's the shop I'm in. The two bad reviews on Google are truck drivers that didn't want to wait their turn for a matter of a hour or 2 for one of our techs to finish a job they were on and then look at their truck.
  7. We've got more work than we can keep up with in my area too. We're right off one of busiest interstates in the US, I-40. Still doesn't change that labor pays and parts do not. It's simple to keep your shop loaded with work and that is every customer leaves happy and satisfied with what they paid the shop to do. The simple way of that is do what the customer asks you to do. One happy customer returns, one angry customer costs you 10 more by word of mouth. In a way the customer is your employer, if you don't do what your employer asks you to do then you get fired. Make enough employers mad and next thing you know is your out of a job, meaning the shop is bankrupt by the lack of service. I don't and will never agree on sending a potential customer to kick rocks because "we have enough work". The simplest thing to do with a heavy work load is first come, first served. I guess that's the reason almost every review on every review site is a 5 star review on a scale of 1-5 for my shop.
  8. I haven't figured out why a lot of shops don't like to just perform labor. Labor is where a shop makes the green. You figure typical tech pay is $30 an hour but the shop labor rates are a $100 or more an hour which is a 333% mark up. It's a stretch to be able to mark up parts by 30% with out pissing a customer off and them thinking your ripping them off. I now see why most shops go bankrupt. They depend on selling parts which has a non-existent profit as opposed to labor which is where most of the shop revenue comes from. My shop will install customer supplied parts all day long at a shop labor rate of $115 an hour and the shop paying the tech $30 an hour. Labor is what pays the bills. Of course the customer is disclosed that the parts they supply void any warranty we may have offered.
  9. 04Mach1

    DPF Regeneration

    Truck had an active fault for DPF soot load high and SCR conversion efficiency low. After about an hour of Regeneration and approximately 5 gallons of diesel fuel burned the soot load fault went inactive. Might be a DEF ball in ATD preventing the DEF from reaching the SCR Catalyst or defunct NOx sensor. Conversion efficiency has to be 85% or greater at all times to make the fault go inactive. I just replaced the cylinder head from a dropped valve which caused the engine to run dirty so I may try another Regen to see if NOx output from the SCR cleans up some more. I don't think I ever will own a EPA10 or newer diesel engine because of the constant ATD issues. Here's a pic of some of the ATD instrumentation on my diagnostic laptop.
  10. And this is why EGR will be deleted off of any diesel engine I will own in the future that I use for personal transportation. This is an intake port of an 2015 DD15.
  11. Today's valve guides still need lubrication and valve seals are still designed to allow small amounts of oil to seep past the stem and seal to lubricate the guides and stems. All the seal does is limit the amount of oil that goes down the guide.
  12. 04Mach1

    Best year of the 12 valve?

    Well I got a couple of pictures of the damage. Where the nicks are on the outside of the the liner is where it's cracked. Turbo got returned as a core before I got any pics of it.
  13. Are we talking the valve stem seal walking off the valve guide boss? If so I've only seen it a few times on SBC engines but figured the seals may have been sticking to the valve stem. Haven't personally seen it happen on a Cummins. If it were my engine I would go with a top hat style positive valve stem seal since it seems like the valve spring would hold the seal down. Just a note... It is normal and actually good to have a small amount of oil seep through the valve seals so the valve guides are lubricated and have a long life. If you just see the stems wet inside the ports it is normal and doesn't produce any smoke. If oil is pooling on top of the valve head which does produce smoke means it is time for new seals.
  14. Seems accurate to me in all the dealings I've had with Cummins, Cat, and Detroit ECM's so far. Have a 1994 Detroit Series 60 in the shop right now with a bad ECM. No CEL on key on, SEL on key on and doesn't cycle off then back on, also ECM not communicating with my laptop with Diagnostic Link. I'm betting there will be deeper issues in the engine once I put a good ECM on since the owner ran 6 cans of starting fluid through it when the engine wouldn't start due to the dead ECM.
  15. 04Mach1

    Valve Lash rant

    I stand corrected... I always use nominal lash settings as stated by engine manufacturers. The majority of the engines I work on are all over North America so nominal lash is probably best for me to use. As the valve beats itself into the head and the valve stem stretches which is normal wear will cause loss of clearance which is why I like to use nominal lash. I suppose tighter tolerances for cold climates and looser tolerances for hotter climates would make sense.