No pictures this week but I've now experienced the joy of stuck s-cams... Two guys, an oxy torch, air hammer, multiple beating devices, and 8 hours later we had all 4 corners torn down and the hubs ready to go back on (New inboard drums... Yup, press in studs). Oh' it was a low deck with 12" brakes too so lots of room to work...
Been doing suspension bushings lately. The threaded steel on steel bushings are interesting... Weld them in and they have a nice "clunk clunk" brand new. I wonder if they make any noise going down the road?
Last two weeks: 72 hours
Monday, February 17, 2014
Wednesday, February 5, 2014
WQ2014
Lift gate wouldn't descend fast enough for the guy... Of course the oem is long gone so I had to call the people that bought them out and get a troubleshooting guide emailed to me (It's not available to the public on the internet). Go figure.
After dropping the tank out to check out the screen and make sure it wasn't something stupid like cold hydraulic fluid I got out my 50ft lead set and went to town with my meter. The + battery cable to the motor had a 3.7v drop and the - cable from the frame to the motor had a 1.8v drop... Also found a 100 amp breaker in place of a 150 that trips constantly. That's no good however the motor isn't run during the drop cycle and it lifts fine so after hooking up the jump pack to eliminate the voltage drop from my troubleshooting I carried on.
Slide the gate all the way back and presto! Absolutely everything quit working... I can already tell this is going to be a nightmare. After resetting the circuit board I was able to get back to the original problem.
After working through the troubleshooting guide I determined it was an absolutely worthless pos written by engineers. Tossed it and continued... Release solenoids on the lift cylinders function flawlessly. According to the schematic they are returned directly to the tank. I determined that was b.s. after hearing a valve clicking at the pump. When the valve clicked with the switch the gate dropped like a rock. When it didn't (This is intermittent) the gate took easily 2 minutes to drop completely. The valve redirects the flow into the tank instead of though the pump. When it doesn't work all the oil tries to flow backwards through the pump into the tank and takes as long as a snail high on weed.
Either the valve is sticking or the circuit board isn't commanding it to function. Whatever the case it's night shift's problem now.
I spent some time yesterday putting a GPS tracker in a PacLease truck. Nice change from doing brakes and services to electrical work!
Week: 32
After dropping the tank out to check out the screen and make sure it wasn't something stupid like cold hydraulic fluid I got out my 50ft lead set and went to town with my meter. The + battery cable to the motor had a 3.7v drop and the - cable from the frame to the motor had a 1.8v drop... Also found a 100 amp breaker in place of a 150 that trips constantly. That's no good however the motor isn't run during the drop cycle and it lifts fine so after hooking up the jump pack to eliminate the voltage drop from my troubleshooting I carried on.
Slide the gate all the way back and presto! Absolutely everything quit working... I can already tell this is going to be a nightmare. After resetting the circuit board I was able to get back to the original problem.
After working through the troubleshooting guide I determined it was an absolutely worthless pos written by engineers. Tossed it and continued... Release solenoids on the lift cylinders function flawlessly. According to the schematic they are returned directly to the tank. I determined that was b.s. after hearing a valve clicking at the pump. When the valve clicked with the switch the gate dropped like a rock. When it didn't (This is intermittent) the gate took easily 2 minutes to drop completely. The valve redirects the flow into the tank instead of though the pump. When it doesn't work all the oil tries to flow backwards through the pump into the tank and takes as long as a snail high on weed.
Either the valve is sticking or the circuit board isn't commanding it to function. Whatever the case it's night shift's problem now.
I spent some time yesterday putting a GPS tracker in a PacLease truck. Nice change from doing brakes and services to electrical work!
Week: 32
Tuesday, January 28, 2014
I'm really starting to like the VIS-Check machine...
I had the top of the van body swaying a good foot either direction and found the box moving on the frame rails just behind the cab (I think an extra set of u-bolts will remedy that problem). A lot of other stuff too... drag link, spring bushings, fan shroud rattles, rear axle u-bolts loose).
I'm learning the value of a good come-a-long and spud bar for changing suspension bushings... Someone welded in a solid tail on a dump truck but boxed in the torsion bars on the rear axle doing it. Had to unhook everything and roll the axle forward to get access. Also bent my favorite ratchet in the process (Now if only our Snap-On dealer could warranty things... Oh' well, we're supposed to have a new dealer next month).
Went on a road call on Saturday to the Best Western where I found this. Focus on what's not in this picture!
Some one stole the DPF's out of 2 Penske trucks parked overnight. Driver asked me if they'd let them across the border... Uh' no.
I had the top of the van body swaying a good foot either direction and found the box moving on the frame rails just behind the cab (I think an extra set of u-bolts will remedy that problem). A lot of other stuff too... drag link, spring bushings, fan shroud rattles, rear axle u-bolts loose).
I'm learning the value of a good come-a-long and spud bar for changing suspension bushings... Someone welded in a solid tail on a dump truck but boxed in the torsion bars on the rear axle doing it. Had to unhook everything and roll the axle forward to get access. Also bent my favorite ratchet in the process (Now if only our Snap-On dealer could warranty things... Oh' well, we're supposed to have a new dealer next month).
Went on a road call on Saturday to the Best Western where I found this. Focus on what's not in this picture!
Some one stole the DPF's out of 2 Penske trucks parked overnight. Driver asked me if they'd let them across the border... Uh' no.
Monday, January 27, 2014
Sunday, January 12, 2014
New things... Winter 2014
Started at Motor Trucks on the 23rd. First day was interesting as it was only me and Greg Kentch in the shop (Everyone else was on vacation or called in sick... Mighty convenient having a sick day the day before Christmas Eve). Started out with some recall and warranty work. Throttle pedals on T680's and sun shades on the International Prostar and Workstar trucks. Apparently the glue they used wasn't all that great and they had problems with them falling off. The fix was 8 rivets and sealant along the perimeter of the visor.
Been doing a few services and DOT inspections. Had a 4 axle dump trailer that steering locks on the drop axle weren't working. Found a broken wire at the junction box in the tongue of the trailer. The whole thing looked iffy so I replaced the whole box. Did some work on an '13 (I think) T800 that was in a wreck. New hood, radiator support, cooling package, bumper, etc...
I really like the bushing tube setup for brakes... No need to pull the hub to do s-cams! Had this 2005 W900 in yesterday that failed every other line on the inspection form: bent tie rod, 2 nails in a tire, several tires at 70 psi, bad brake can, leaking hub seal, clutch out of adjustment, all the rear lights quit when the clearance lights are turned on, brake pedal sticks, multiple exhaust leaks under the sleeper, front cover leaks, trans output leaks, etc... You know what he wanted fixed? The low HVAC flow out of the vents.
Pulled the blower motor and found the linkage off of the re-circ door but everything else seems to be fine. The cab is moldy so I'll let someone else tear the interior apart and check out the vent ducts...
Learned how to use the VIS-check machine. Makes finding noises so much easier!
Week: 71.3 hours
Been doing a few services and DOT inspections. Had a 4 axle dump trailer that steering locks on the drop axle weren't working. Found a broken wire at the junction box in the tongue of the trailer. The whole thing looked iffy so I replaced the whole box. Did some work on an '13 (I think) T800 that was in a wreck. New hood, radiator support, cooling package, bumper, etc...
Did brakes on one corner of this trailer. Not usual practice but in this case the driver runs with one brake backed off in the snow. The yoke pulled the threads right off the pushrod.
Pulled the blower motor and found the linkage off of the re-circ door but everything else seems to be fine. The cab is moldy so I'll let someone else tear the interior apart and check out the vent ducts...
Learned how to use the VIS-check machine. Makes finding noises so much easier!
Week: 71.3 hours
Monday, December 9, 2013
Back into hydraulics a little bit... Allison Automatic valve body and Ford IPR valve
What I've got from digging into these is that they are really not very complicated. All that makes that Allison (3060 I believe?) work are 6 solenoids and 4 ports. Clutch packs etc are the same as any other automatic and are somewhat familiar as I've been in a Ford AOD before.
Week: 40
Week: 40
Monday, December 2, 2013
FQ2013
More on the Cummins M11... Performed starting charging test and got 10.43 cranking volts. Seems okay but I'll be back there in not too long. Back probe at ECM power harness reveals a blown fuse and a broken wire in the loom where it crosses between the frame rails. No change in the problem though... Do some more research through Cummins and come up with ECM needs to see 10.5 volts to power up. Okay I have in the neighborhood of 11v at the ECM harness as it has a dedicated power and ground. However, the switched power is supplied from the starter connections. Now I'm suspicious, to test my theory I set up my meter to test voltage at the power distribution block inside the cab (Supplies key switch/acc. power from the starter). During cold cranking voltage pulls down to 10.3-.4 range and slowly climes back. As soon as it hit 10.5v the truck would start almost immediately. With the engine warm the cranking voltage was 10.7 and the truck started fine. Performed voltage drop test on the battery cables and found 1.3v drop across the 2/0 positive cables. Replaced cables and truck starts consistently within 3 seconds. Previous crank times nearing 30 seconds.
Hours: 50
Hours: 50
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