Oil & Fuel Another dk stuck at full throttle.

[countrybumpkin]

Friend of mine called me yesterday and said his dk45S stuck at full throttle, and was unable to shut it down with the key. He finally was able to get it shut down. We got it loaded up and brought it into the shop today, took the loader off and have it ready for me to start working on it over the next few days. I hope to have the injection pump off and taken apart to see what parts I will need, then see if I can get them local or have to order them from some place.

 

[Luke'sScreenName]

Cue the Attack Pack...

 

[DK35vince]

Sounds like yet another injector pump gear failure on the 2005-2008 models

 

[ritcheyvs]

You have probably seen all these, but if you haven't:
See the stickey at the top of this section,
See the tabulation of IP problems/fixes reported on TBN, and
Especially see Neches pages on IP R&R.

 

[thepumpguysc]

I just read the write-up on injection pump removal and repair.. VERY well done I might add.
Except at the very end where the poster added about not being able the buy just the gear..
The gears and every other part in the pump is redily available thu your local injection shop.
The only thing you need is the model P# on the pump. Its stamped into the housing, opposite the inlet, on the mounting flange.
There will be 2 sets of #'s.. 1 is the partial pump assy # and the other is the units serial #.
The pump itself is made by ZEXEL in Japan and called a PFR pump.
So all you have to do is, call your fuel shop, tell them you have a ZEXEL PFR and give them the P# of the pump and a description of what parts you need.. I hope this helps someone in the future..

 

[thepumpguysc]

One more thing.. its not the gear that's soft.. its the fuel thats in the pump that's bad..
When the gear strips, its because *something* is holding the plunger from turning. ie: bad fuel.
Granted, the gear IS the weak link in the chain, but designed that way. A broken control rack or broken pumping plunger is ALOT more expensive than a $7.00 gear.. I hope this helps.. TPG

 

[Hope Caper]

I hope not, I have a 2005 dk45. No major issues. I had to replace the ignition and some suspect hydraulic hoses. Otherwise she has been good.

 

[Hope Caper]

Good to know. My tractor is sitting right now while I am on a trip. I've only been gone 2 weeks but will be gone 10 more. I don't have a stabilizer in it yet but with your warning I'll get my son to get some into her and run it a bit.

 

[countrybumpkin]

Thanks for the links, I had seen some write ups before but coulee of those I had not. So what's the deal with bad fuel causing the kioti gears to have such a problem?

 

[DK35vince]

Thanks for the links, I had seen some write ups before but coulee of those I had not. So what's the deal with bad fuel causing the kioti gears to have such a problem?

If I remember right, some here thought it had to do with the shutdown solenoid slamming closed to hard on the 05-08 models, damaging the gears. Not bad fuel

 

[ritcheyvs]

If I remember right, some here thought it had to do with the shutdown solenoid slamming closed to hard on the 05-08 models, damaging the gears. Not bad fuel

Here's what I think I know about this.
(1) The "old" version of the stop solenoid used an external solenoid on the right side of the engine and that solenoid physically operated the external, manual stop linkage. There was an 8-sec 12v pulse provided by a timer relay that powers/operates that solenoid when the key switch was turned off. The force from that old version was limited to the force produced by the solenoid under power.
(2) A "new" SS version was phased in at different times between 2005-2008 with different models getting the new version at different times. I think the bigger engines got the new version first. This new version uses a solenoid on the front of the engine. That solenoid pushes directly on the IP rack and is spring-loaded to force the IP rack full aft (off/zero fuel). For the engine to start and run, a 1-sec 12v "pull" pulse to the solenoid retracts the solenoid (freeing the IP rack) and continuous 12v "hold" voltage keeps it retracted until the engine is shut down (via the key).
(3) I suspect the failures are caused by the momentum of the new solenoid (built up by the spring force) as it smacks the IP rack on shutdown. The rack (and the gears and plungers) should be free to move but if one of the plungers is under pressure (injection stroke) as the solenoid smacks the rack, that plunger could resist rotating and break a gear tooth. The IP plungers are lubricated by fuel so fuel quality could be a factor but I doubt it. Otherwise IP plunger wear would be a common problem.

 

[countrybumpkin]

The plunger theory, is very possible. I power washed the engine and spent a few minutes on it yesterday, have the oil fill side cover off along with the rack spring and solenoid, the rack will not move at all and I think I could see a small piece of a gear tooth laying under the rack. I had some other stuff to do so I didn't go any farther with the disassembly yet.

 

[ritcheyvs]

... have the oil fill side cover off along with the rack spring and solenoid, the rack will not move at all and I think I could see a small piece of a gear tooth laying under the rack. ...

Pretty convincing evidence of a broken/jammed gear tooth. I'll include this in our database of IP events, if that's OK. Knowing the build year and engine hours at failure would be of interest.

 

[countrybumpkin]

I'll have to look and see on the build date and double Che k the hours but was thinking it was about 210

 

[countrybumpkin]

Well finally had a chance to finish removing the pump and pulled one gear, found two teeth broke off. One was still compete but the other was busted into a few small pieces and stuck in the other teeth of the gear. Now to find four new gears and he should be back up and running . Is there a part number for the gears that anyone knows of? The build date is April 2005. With 218 hrs.

 

[ritcheyvs]

If you can't locate the gears locally, you might try Conestoga or H&H Diesel or the sources cited by GaryRo or Greenecho. See: http://kittrellcommunitywatch.dyndns.org/Kioti_IP_Data

 

[thepumpguysc]

There may be someone out there that has the P#.. if not.. see post #5.
I have the complete rebuild program for all things Zexel.. and I'd be happy to share..I just need to know the P# of the pump..
My #'s don't cross from tractor mdl or engine mdls.. ONLY ZEXEL.

 

[countrybumpkin]

Ok thanks, the number stamped on the tag off the pump is 50809

 

[thepumpguysc]

That's the serial #.
Wire wheel the edge of the mounting flange all the way around the pump.. the #'s are stamped into the housing..
Normally the pump # is at the opposite end from the serial #.. sometimes their on the other side of the pump.

 

[countrybumpkin]

Will do , thank you. Figured it might be stamped in the casting someplace under the thick paint.