We have a JD 110tlb with 400 hours on it. When moving forward or backwards the machine will just stop, the pedals (forward or reverse) stop responding and seem to have no pressure. The service light on the dash does flash. The problem is intermittent and thus we have yet to see the entire flash series on the service light. We have a colleague with a 110tlb that is having the same problem. Any ideas?
JD 110tlb Hydrostatic drive problem
- Thread starter dpalmer
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CurlyDave
Elite Member
The only times I have had anything remotely similar to this happen to me is when the transmission selector lever has been bumped out of a range, and is in neutral.
It appears much too easy to do this for my preference. I have taken to making certain it is firmly in the correct range every time I shift it, but it still is either bumped easily, or maybe jumps out of the correct range and into a neutral position.
I only have ~ 200 hrs, so I may not have seen your problem yet.
It appears much too easy to do this for my preference. I have taken to making certain it is firmly in the correct range every time I shift it, but it still is either bumped easily, or maybe jumps out of the correct range and into a neutral position.
I only have ~ 200 hrs, so I may not have seen your problem yet.
MessickFarmEqu
Super Member
Your going to want to get it in the shop right away. If the tranny is starting to eat itself up your problems are only going to get worse and cost more to fix later. 110's are known for having an abnormal amount transmission problems.
AKfish
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I seem to recall some transmission problems with the early 110's that used a "nearly identical" 4610 engine-drivetrain when Deere came out with them.
Thought that Deere had re-engineered the tranny and noted that they went to the larger 4TN88 engine, too.
Sure hope so... just signed my name to a new 110 and hope to see it in the next 5-6 weeks.
AKfish
Thought that Deere had re-engineered the tranny and noted that they went to the larger 4TN88 engine, too.
Sure hope so... just signed my name to a new 110 and hope to see it in the next 5-6 weeks.
AKfish
thewizard
New member
Messick, lets not jump to conclusions of tranny failure so quickly. Dpalmer, a couple things, when unit stops and sitting still does flash codes quit and unit works again? If so, then look at positioning of seat switch. So next time, make a good effort on rear end applying consistent pressure and as you continue, bring seat forward paying extra attention to seat pressure. If this does not correct, then have dealer re-program you pentionmeter. I would not worry about it being a severe problem.
And messick, what tranny woes you referring to? I know of no instance of TLB's having transmission issues.
And messick, what tranny woes you referring to? I know of no instance of TLB's having transmission issues.
Wizard - Thanks for the input, unfortunately when the unit stops and sits the flash code does quit, but the unit does not necessarily go back to operating, probably the longest delay we've had is 30 seconds or so before operation will resume, but sometimes its immeidate. Our shop foreman did check out the seat switch and found nothing out of the ordinary, however we may replace just to eliminate.
I have drained fluid, change filters, and cleaned hydraulic intake screen. Found nothing out of the ordinary and nothing changed.
Curly Dave - I will check the tranny range selector and see if I can duplicate with positioning of it.
Thanks everyone.
I have drained fluid, change filters, and cleaned hydraulic intake screen. Found nothing out of the ordinary and nothing changed.
Curly Dave - I will check the tranny range selector and see if I can duplicate with positioning of it.
Thanks everyone.
thewizard said:
AKfish
Super Member
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dpalmer --- there's a good thread on this forum regarding the JD 110. Do a search on "JD 110 TLB purchase".
Long story - short - a few 110's had to have the "potieometer" (can't spell..)
adjusted or readjusted but no major blow-ups or catastrophic failures.
My research thru and thru these forums mentioned some dissatisfaction with the bushing's and slop in the loader and hoe, undercarriage exposure (need bellypan) and some hitch's with the tranny - adjustment.
Other than that ---- it's too expensive!!! But after lookin' at the new Kubota M59... whew! There's a new definition of expensive -- right there!
Best of luck in figurin' out yur glitch --- let us hear how it goes.
AKfish
Long story - short - a few 110's had to have the "potieometer" (can't spell..)
adjusted or readjusted but no major blow-ups or catastrophic failures.
My research thru and thru these forums mentioned some dissatisfaction with the bushing's and slop in the loader and hoe, undercarriage exposure (need bellypan) and some hitch's with the tranny - adjustment.
Other than that ---- it's too expensive!!! But after lookin' at the new Kubota M59... whew! There's a new definition of expensive -- right there!
Best of luck in figurin' out yur glitch --- let us hear how it goes.
AKfish
CurlyDave
Elite Member
My research thru and thru these forums mentioned some dissatisfaction with the bushing's and slop in the loader and hoe, undercarriage exposure (need bellypan) and some hitch's with the tranny - adjustment.
I read these forums for about a year before a bought, and what I discovered was that JD makes a belly pan for the 110. It was about $700 two years ago.
I bought the 110 over the L39 based on which dealership I felt more comfortable with.
I don't have any reference, but the bushings seem just about right to me, and the 4-n-1 bucket behaves just about as I expected.
I did look over an L39 pretty carefully when I was caught in stop & go traffic for about half an hour and the guy in the lane next to me had one on a trailer. There were a few areas where I felt the 110 was definitely better.
Outrigger feet: the 110 has reversible ones good for both dirt & pavement. L39 only has pavement type.
Bushings & pins: the ones on the L39 looked substantially smaller than one the 110.
Plus the 110 has the creeper feature to reposition the machine while seated in the hoe operator position. I know it is possible to achieve the same effect by defeating a safety and diddling the throttle with a crutch, but if you should ever have an accident, some lawyer is going to get rich if you do that.
And, the HST beats the shuttle shift.
Add the cost of an HST (if you could get one) and a real creeper to the L39 price and you a pretty close to the 110.
I read these forums for about a year before a bought, and what I discovered was that JD makes a belly pan for the 110. It was about $700 two years ago.
I bought the 110 over the L39 based on which dealership I felt more comfortable with.
I don't have any reference, but the bushings seem just about right to me, and the 4-n-1 bucket behaves just about as I expected.
I did look over an L39 pretty carefully when I was caught in stop & go traffic for about half an hour and the guy in the lane next to me had one on a trailer. There were a few areas where I felt the 110 was definitely better.
Outrigger feet: the 110 has reversible ones good for both dirt & pavement. L39 only has pavement type.
Bushings & pins: the ones on the L39 looked substantially smaller than one the 110.
Plus the 110 has the creeper feature to reposition the machine while seated in the hoe operator position. I know it is possible to achieve the same effect by defeating a safety and diddling the throttle with a crutch, but if you should ever have an accident, some lawyer is going to get rich if you do that.
And, the HST beats the shuttle shift.
Add the cost of an HST (if you could get one) and a real creeper to the L39 price and you a pretty close to the 110.
Superduper
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Don't know if the hydro on the 110 is electric or not but there are a bunch of sensors that needs to be right for the computer to know what to do. Any sensor feedback that confuses the computer and it's liable to just "flash" at you and prevent operation. Obviously, you can't press the forward and reverse pedal at the same time and you can't be standing while riding. You also can't be between gears or in neutral. I'm sure there are more.
In short, if this is a e-hydro, it might not necessarily be a major mechanical failure but might be a more simple electronic sensor needing adjustment or replacement. On my e-hydro, I kept getting a error-8 code which translated to throttle position sensor. Performance at the pedals was craps when this occurred and checked, adjusted TPS several times. Finally diagnosed it to be the wire terminal loose at the TPS sensor connector making intermittent contact. Fixed that and never had a problem since. At the time, however, it was frustrating and scary when tranny didn't want to work.
In short, if this is a e-hydro, it might not necessarily be a major mechanical failure but might be a more simple electronic sensor needing adjustment or replacement. On my e-hydro, I kept getting a error-8 code which translated to throttle position sensor. Performance at the pedals was craps when this occurred and checked, adjusted TPS several times. Finally diagnosed it to be the wire terminal loose at the TPS sensor connector making intermittent contact. Fixed that and never had a problem since. At the time, however, it was frustrating and scary when tranny didn't want to work.
MessickFarmEqu
Super Member
thewizard said:
I don't know specifics, one of our service managers came from a Deere dealership and at the mention of the 110 his eyes roll and he gives a real look of disgust. Apparently he had several that where real problems.
