k0ua
Epic Contributor
Ok, I stand corrected. But it is not many more than that. It is definitely low on the list of reasons.
Kioti Dk35 HSE won't start
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Ok, I stand corrected. But it is not many more than that. It is definitely low on the list of reasons.
DK35vince
Super Member
Yes it generally not the starter.
ritcheyvs
Veteran Member
Intermittent starters do happen; I experienced it on a Ford V6 and a Volvo marine diesel. Typically one of the commutator brushes sticks and fails to make solid contact with the commutator. Often, whacking the starter with a 2x4 or hammer on can jar it lose.
k0ua
Epic Contributor
That has been my experience as well. Had a 75 Chevy van, which required crawling under it and whacking the starter to get it to go. I quick trip to the starter rebuilding shop fixed that. So yes, starters do fail. But the other components on a tractor fail a lot more often. And some quick diagnostics will tell you what to look for.
ritcheyvs
Veteran Member
Also, the starter solenoid (integral with Kioti starters) can go bad and fail to deliver power to the starter motor. But as James points out, 10 minutes with a volt meter and a helper (to turn the key) will tell if the problem is the battery, cables, solenoid, starter motor, or the safety interlocks.
I find fault isolation procedures to be incomplete for most things and some theoretical understanding is needed to fill in the gaps. I am reminded of the time the environmental control system (ECS) in one F-16 at Ramstein AFB kept destroying ECS turbines. I had to visit on another matter but I took my ECS engineer to troubleshot that problem. The problem turned out to be a bad ECS regulator (which destroyed turbines) but the fault procedures said to replace the turbine before testing the regulator. The local maintenance chief collected my engineer within minutes of arrival and worked him non-stop for about 18 hours (and this was immediately after a transatlantic flight). It turned out to be a BIG win-win. The Ramstein guys learned things never covered in tech school and my (very tired) engineer returned with a whole new appreciation for working under field conditions. His next "job" was to fix the fault isolation manual. For folks that don't know, aircraft maintenance procedures are directed via Technical Orders (TOs) which are literally orders. In many areas (like nuclear weapons for example), no deviation from the TO is allowed.
I find fault isolation procedures to be incomplete for most things and some theoretical understanding is needed to fill in the gaps. I am reminded of the time the environmental control system (ECS) in one F-16 at Ramstein AFB kept destroying ECS turbines. I had to visit on another matter but I took my ECS engineer to troubleshot that problem. The problem turned out to be a bad ECS regulator (which destroyed turbines) but the fault procedures said to replace the turbine before testing the regulator. The local maintenance chief collected my engineer within minutes of arrival and worked him non-stop for about 18 hours (and this was immediately after a transatlantic flight). It turned out to be a BIG win-win. The Ramstein guys learned things never covered in tech school and my (very tired) engineer returned with a whole new appreciation for working under field conditions. His next "job" was to fix the fault isolation manual. For folks that don't know, aircraft maintenance procedures are directed via Technical Orders (TOs) which are literally orders. In many areas (like nuclear weapons for example), no deviation from the TO is allowed.
k0ua
Epic Contributor
The root of the problem lies with the fact that a majority of even pretty good mechanics don't have an understanding of Ohm's law. They just don't have an understanding of the relationship of voltage, current and resistance. Until you get a good grasp of that firmly fixed in your mind, you cannot understand how a piece of wire can measure one voltage on one end and a different voltage on the other end. The question you should be asking is "when is a piece of wire not a piece of wire?" Answer : when it is a resistor. All wires have some resistance, and thus some voltage drop when large amounts of current are drawn thru them. The fact that batteries have internal resistance that varies as batteries age is also something you can think about (or not). If batteries did not have internal resistance, then we could power the entire world from a battery that could deliver 12.6 volts at infinite current.
AND we could deliver it anywhere in the world over wires with infinitely small resistance couldn't we?But wires have measurable resistance, and batteries have internal resistance too. But we do require our batteries to deliver some rather large currents over our battery cables for short periods of time. Mr. Ohm would probably be proud that the principals he laid down in the 19th century are still worthwhile to know today.