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  1. #1
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    Catch-up

    Been nose to the grindstone for sometime hence not much time to post much. As usual it was only yesterday we turned the workshop heaters off and now here we are with harvest starting. Have to get lots more done to make time to get to the royal welsh show next week, a jolly to Iceland in 6wks (thanks Continental) and late autumn a trip down under to see the boy in Oz.

    Heres a few things that happened-




    Malgar irrigator decides to get a bit wound-up on the last wrap, planed about 30yds off the side of the pet hose, bent the trip frame, broke the guide casting and stretched the pressed steel gearbox a bit. Took a new casting and a bit of straightening and we were away. Hose seems to be managing with its thing wall on one side so far. Had the old girl for some years now and the Dosidis control box failed to power up after winter so had to put one of those on too








    Had the JCB456ZX loading shovel in the quarry think it was a fastrac by trying to burn out the handbrake and set fire to the hydraulic hoses above! I'm guessing that it has a similar Knott sprung loaded fail-safe caliper set up as the older range of fastracs used to which got them a bad name.

    The symptoms sound the same- the pins that mount the caliper to the transmission bracket had become quite worn allowing the caliper to twist enough loading the pads against the disc, getting hot and popping the pistons seals, oncomes the brake now covered with oil and a couple of hundred HP merrily warms things up a bit more.

    The repair required a new disc-690, caliper-1300, bracket-290 and a new UJ-200.

    Luckily, with a bit of googling, I found a new-oldstock genuine caliper 500 (comes complete with pins,clips and pads. Bracket had to be genuine, UJ- genuine spicer one-100 and I found a disc meant for a Moxy dumptruck that was 5mm bigger od with a much smaller bore but still 13mm wide although its thinner in the centre, it was resolved by a local machine shop who took the 5mm off the OD, bored out the hub and drilled new fixing holes. Where the disc was slightly thinner I made up a 2mm "shim" to fit on the transmission hub which brings the disc out to the correct place like the original- its still 9mm thick where its bolted. Disc was 115 + a bit of machining
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  2. #2
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    Re: Catch-up

    Having managed to cut the 456 handbrake bill nearly in half, along comes another old JCB stalwart to take that saving and a bit more.









    Our old 527-58FS loadall hasn't been too well for some time but now the transmission gets hot PDQ and often tries to go in both directions at once so just sits there.

    Having done 5000hrs since we bought it in with 6000 on the clock its a popular machine being low tech and a really good pusher in the grain store and around the quarry.

    Took the transmission out which surprisingly had never been parted from the engine! I has gone to ATP for overhaul. The downside as was to come apparent is that all this hard work means that its not likely to be the lower estimate for repair, unfortunately it looks like it will require more machining and reworking of wear & tear. Good job it went away, if I had tried to do it there would still of been the need to get casings sleeved and machined.

    Besides the overhaul there were a few engine issues to sort- leaking & poor coolant hoses, Ring gear while in there (well at 14 you have to don't you!), and also replacing the original turbo/exmanifold heat jackets- not a cheap job but with all the hydraulic hoses there there is little point in doing everything else and then having it burn out?
    Getting the cab off is pretty easy seeing as a few items have already been disconnected but getting in at the turbo is so much easier. Also replacing the bodged up 1st & 2nd exhaust pipes with items from Mulmuff. The heat hackets are the main OE bits, most other stuff is about from many other sources which is handy.

    Also giving the spool levers a little tidy-up replacings a few worn clevis pins and worn pivot bolts will improve things greatly for little cost.

    Also took advantage of using the younger loadall to get the old one back up to the steam cleaner after the cab came off to do all the bits you couldn't see.
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  3. #3
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    Re: Catch-up

    Heres a bit more on the Loadall




    Took the opportunity to address a few chafing issues! With the cab off it made access reasonably good to drop the box out.








    Took a few photos of the spool linkages as it takes a bit of stripping down to get into the bits that need fettling. The little bar crank in pic 4 just has 3x 8mm holes in it, about 26 iirc.........made one of those up and replaced several of the pivot pins that had worn with traditional clevis pin+split pin. Had a bit of work sorting the thermostart and its wiring out, replaced the leaking heater plug and tidied up the hard lead with a fresh wire sleeved in a heat resistant fibre glass sheathing.









    Replaced the top rad hoses and the oil cooler hoses that had gone a bit hard and mis-shapened, also replaced the boom hoses where they had split from old age, and our old tranny came back looking very smart.
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  4. #4
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    Re: Catch-up

    Lifting the box up from underneath, then major job working out exactly how the new heat jacket would fit. I suppose there might be a modification bulletin somewhere and the old one was't much help as it had simply rotted away!. At approx 500 its not cheap but as said above given the close hyd hoses there isn't much choice













    With a bit of pulling and stretching it went into place, then we had the fibre heat shield which had long gone on ours so it took a moment to figure out that we had to make a couple of holes in the 1st jacket into the mounting plate welded to the new Mulmuff exhaust pipe, Then the outer jacket with its long velcro straps encase the inlet manifold, its edge tucked between the rocker cover (done the tappets earlier!) and the inlet manifold with a foam sticky back infill strip to finish it off

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