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Reviving A Resting Unit 9 topics

The process of checking, recovering and reactivating equipment that has been idle or in storage for extended periods of time.

Where To Start 6 topics

So you’ve acquired a piece of equipment and now you need to begin getting it back in operation. You have made an assessment but for this section the worst conditions will be assumed.
by B4D2
4 years 9 months ago

What To Check No topics

Before investing great quantities of time, labor and money decisions need to be made as to whether individual elements need to be renewed or replaced. Severely worn or frozen items such as engines, undercarriage, tracks and transmissions may be better replaced with complete used units as well as the option to purchase a complete used donor unit rather than purchasing individual components.
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Assessing condition here involves preparing a cost estimate comparison between purchasing new; acquiring used individual pieces or a donor as source of parts.
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Undercarriage 3 topics

Information here involves recovery of frozen tracks, extending the life of worn out tracks, rollers and alignment issues.
by B4D2
4 years 11 months ago

Main Engine No topics

Under worst case the main engine may be frozen. Keep in mind here that frozen engines are seldom returned to normal operation. Even if it is possible to get the pistons moving there is most likely unseen damage to the rings. Only the lightest of sticking from varnished bores are recoverable. Un-freezing the engine should be achieved for convenience of dismantling for overhaul. There are many techniques used to get pistons moving and sleeves pushed out of their bores.
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Pony Engine No topics

The same conditions apply to the pony engines as applies to the main engine if unit is stuck or damaged. Stuck pistons and stuck valves can be easily checked by removing the pony heads for inspection. Other problems that may need to be overcome are listed as separate categories.
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Cooling System No topics

Check cooling system for antifreeze, water or contaminants. Severe corrosion can occur when running straight water without inhibitors. Oil in the system can lead to poor heat exchange and fouled radiator tubes. Check for air bubbles at the radiator fill neck as an indicator of compression leaks or cracks in heads and block. If the radiator is severely fouled it will need to be removed, rodded out, boiled out and tested.
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Fuel System No topics

Equipment that has set for a long period of time can lead to many problems. The age of the fuel can make it unusable or risky to use. The fuel tank can varnish up, contain rust and sediment and most assuredly will have water contamination. At a minimum, water should be drained from the tank and then filled with fresh fuel. Healthy flow should be verified by disconnecting the line at the transfer pump.
On the diesels the transfer pump relieve valve should be checked for debris, condition of the valve seat and integrity of the relieve valve spring. The fuel filters should be replaced and the fuel tower cleaned followed by bleeding of air from the fuel injection pumps and injectors. (See process in the Service and Operation Section.)
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Transmission No topics

Transmissions on these old units are extremely rugged and seldom need replacement.
Biggest issue is water/condensate accumulation and rust. Lock out mechanisms and shift rails often hinder shifting and may need attention to get them working again. There really are no tricks to getting them into service other than tear down, clean up, plus bearing and seal replacement. (See Disassembly-Assembly-Overhaul Section)
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Probably the most troublesome issue on reviving a tractor is dealing with stuck, frozen or out of adjustment steering clutches. The worst steering clutches being the ones on D2 tractors due to very poor accessibility. Even when you get access they can be so rusted up that the brake drums need to be broken to get access. There are a lot of techniques used to tackle this task of freeing up these clutches.

Major repairs are described in the Disassembly-Assembly-Overhaul Section.
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Brakes No topics

Stuck, worn or oil soaked brakes are also a common occurrence. Some units allow brake band removal without major tear down. Some require major component removal to get access. Often oil contamination is due to leaking final drive pinion seals. Suggestions and techniques for recovery of stuck brakes are as follows.Stuck, worn or oil soaked brakes are also a common occurrence. Some units allow brake band removal without major tear down. Some require major component removal to get access. Often oil contamination is due to leaking final drive pinion seals. Suggestions and techniques for recovery of stuck brakes are listed within this section. Major repairs are described in the (Disassembly-Assembly-Overhaul Section)
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It is not very common to have issues with the bevel gear and pinion when reviving a unit. If access is available baring the cross shaft back and forth should be done to check for free play of which there should be none. It is also possible on non hydraulic boosted units to detect movement/freeplay from one side to the other when working the steering clutch levers. Oil seal leakage will show up in dry steering clutch compartments but it is hard to tell whether that is the source or in conjunction with final drive pinion seal leakage.
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Final Drives No topics

Final drives are seldom affected by long periods of no use. Units should be checked for any metal particles in the oil. The oil should be topped off initially and replaced as part of the general fluids replacement for a revived unit. No other service is required.
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