QuestionQUESTION: My tractor has a hydraulic oil pressure at the rear remotes 2200 psi. At the flow divider valve I have 180 psi which the manual says I should have 210 psi. When the power shift is in 1st - 180 psi, 2nd - 150 psi, 3rd - 170 psi, and Reverse - 100 psi. I have no problem with the tractor moving in all gears but I was rolling hay when I notice a problem. Sometimes after the clutch was applied to release the hay and then release the tractor hesitated for 5 second before moving. Other than that the tractor pulls find. I could hear the relays clicking, due to low oil pressure. Could this problem be the solenoid o-rings on the power shift? If so, which one do you think by these pressures are bad? I did notice that when these relays start clicking that the tractor starts making a different sound. I figured from the solenoids applying due to low oil pressure. It seems not to do this until the tractor has ran for about 10 or 15 minutes and not all the time.
ANSWER: Hello,
The only accurate way to pressure test to diagnose the problem is to install 4 pressure gauges (1 for each powershift clutch) on the powershift control valve. There are pressure test ports near each solenoid. Checking the pressure at the flow divider gives you a general idea of the regulated pressure, but to find where the pressure leak is, you need to test each powershift clutch individually. In over 20 years of working on these, I have never seen bad o-rings on the solenoids. Low pressure is usually caused by oil distributor rings leaking, or clutch piston seals leaking. On rare occasions, I see jumper tubes leaking or a blown powershift control valve gasket. Your pressures are all low, but reverse is very low. C4 clutch is only used in reverse and no other speeds, so I think there is a problem in C4 for sure. The relays control the solenoids and should only click when shifting or using the pedal. If they click at other times, it is probably caused by an electrical problem, not by low pressure. Relay boards, clutch pedal switches, and pressure switches are the most common parts that need replacing. It is also common to have poor connections on the solenoids. The 5 second delay might be caused by low pressure, but it is a common problem for the pedal to not return all the way or return slowly because of bad cables or a broken spring. See if you can pull the pedal up farther by hand.
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QUESTION: Hello, This is the reading I got on the 2096 Case International at the test ports on Power shift at Idle and 2100 RPM's.
Shifter P1 P2 P3 P4 Lube P
Range Idle/2100 Idle/2100 Idle/2100 Idle/2100 Idle/2100
RPM RPM RPM RPM RPM
____PSI_________PSI___________PSI___________PSI___________PSI__
1st 180/190 170/170 0/0 0/0 0/30
2nd 140/160 0/0 130/150 0/0 0/30
3rd 0/0 130/170 140/170 0/0 0/30
Reverse 0/0 50/190 0/0 50/190 0/30
With these pressures do you see anything that may put me at a closer area of my problem? Thanks a lot for your time and suggestion is appreciated.
ANSWER: Are the gauge needles jumping up and down or are they pretty steady when you take a reading? If the gauges vibrate or jump up and down, there is a bad bearing inside the powershift and the oil distributor is worn out. If the gauges are steady, the bearings are good but with the low pressure that the gauges are showing, there are piston seals leaking or broken oil distributor rings. The tractor would have to be split and the powershift unit removed for repairs.
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QUESTION: Case International 2096 Power shift tractor has been split. When checking the oil distribution carrier what will I be looking for in this area. Also, I can check the C1, C2, C3, and C4 piston for leaks on the work bench before putting the tractor back together to be sure the problem has been fixed. Should seals be put in all clutches? If so, can these seals be bought as a kit? What does the button bearing on the ring gear of C2 and C3 do. I know I have one missing. Thank again.
AnswerHello,
The oil distributor sometimes gets grooves worn into it where the sealing rings contact it, especially if the rear bearing behind the oil distributor is worn out. The inside bore of the oil distributor must be smooth with no grooves. Replace the sealing rings no matter how good they look. All the piston seals and o-rings should be replaced and can be bought as a kit. All pistons should be inspected for cracks, and all clutch plates inspected for wear and warpage. The button bearings help support the C2 and C3 carrier and planetary drum and keep everything centered. They should all be replaced whenever servicing a powershift. All clutches should be air checked for leaks before final assembly
