Shrimp's Truck repair and picture thread.

[ShrimpBrime]

Hi guys! wanted to start a new thread for truck and tractor repairs that I do at work or on side jobs. Just as a seperate deal to share how working with hands brings a satisfaction and give you all a look into the life of a diesel technician. Most of this is for show off purposes only, but I'm happy to take on questions if you have any that may pertain to technical issues. 

This first picture is a radiator from an early 2000's capacity spotter truck that uses quite the old school style radiator which incorporates the reservoir on top of the radiator core which are really common for leaking because of using a simple cork style gasket. 

We are doing the repairs in house because sending it out getting a quote for over 2500$ to repair and a new radiator is around 8000-9000 dollars. So I'm doing all the repairs myself including any brazing that may be done on the core. 

This is what it looks like with the tank removed. 

Edit, I have a couple more pictures, but I have to resize them. get them up tomorrow.

[ShrimpBrime]

I've completed the over-haul on the radiator. It flows 600gpm without issues now. Had to send a poker through all 200 passages, some joke used stop leak on this one. Didn't know that until after I sealed it up and pressure checked it. Became a 16 hour job. FmL! Haha.


Next in Shrimp-automotive and diesel news, I've been selected by my company to go to the ITA technicians competition. I am not looking forward to it. Well I am, but not. I don't do well outside of my elements, none of my own tools and random tractors and trucks to diagnose. So far, there is no information other than its the 3rd weekend of July. I accepted the challenge however.

[Bones]

Just do the best you can, you'll be fine and think of it as an alternative to competitive benching.

[ShrimpBrime]

Mar 5, 2024 19:45:51 GMT -5 Bones said:

Just do the best you can, you'll be fine and think of it as an alternative to competitive benching.

I wish there was a way to compare the two, but I fear this won't help. I don't utilize anything for overclocking doing repairs on tractors. Overclocking doesn't make me money, it costs me money. 

Diagnostics on tractor aftertreatement systems are very in depth. The problem is that each manufacturer implements different terminologies and diagnostic steps. 

WI'll also have some hydraulic and air brake stuff, which should be no problem. I well versed there. It's just being out of my element I dislike most. 

[Bones]

Mar 5, 2024 20:31:39 GMT -5 ShrimpBrime said:

Mar 5, 2024 19:45:51 GMT -5 Bones said:

Just do the best you can, you'll be fine and think of it as an alternative to competitive benching.

I wish there was a way to compare the two, but I fear this won't help. I don't utilize anything for overclocking doing repairs on tractors. Overclocking doesn't make me money, it costs me money. 

Diagnostics on tractor aftertreatement systems are very in depth. The problem is that each manufacturer implements different terminologies and diagnostic steps. 

WI'll also have some hydraulic and air brake stuff, which should be no problem. I well versed there. It's just being out of my element I dislike most. 

I get that and you're not alone - The others for the most part will be too.

Yeah, what I meant about as an alternative was from a competitive standpoint, not in terms of money. You did say it was a competition and that's why I worded my response as I did.

And don't get me started about the differences between manufacturers and what they make - To this day I absolutely HATE a Raymond because those guys will not share any technical info with ANYONE but expect others to share their info with them..... Or so it seemed when I was doing that kind of work.
I hate them so much if I don't have to, I won't even use one.
I'll happily use someone else's POS lift instead if one is available instead of a new Raymond and that's how it is for me.

I've worked on all 4 basic types - Gas, diesel, propane and electric so I can do something with any of them if I really have to.

Crown was about the best you'd find and did my fair share of work on those over the years, I even had an old 20+ year old Crown electric walkie I used as a "Vehicle" to get around where I working and we had many newer or even brandnew Raymonds in the place but I'd always get the old Crown.
Might have been slower but was a much better machine as in how it was made and at that point had already outlasted the Raymonds we had in the place since they lasted about 7 years tops, yet this one was still going strong right up until I was transferred out of the maintenance dept due to my health issues.

I'll let the above testify how I know about it.... Been there, done all that and didn't get no stinkin T-Shirt over it either.

You'll be fine, I just know it.

[zila1]

This is my analogy on it. You're a doctor. You're going to a doctor's convention where you'll be exposed to new procedures and equipment to work with and patients to work on. While there, you will have to use that hospitals surgical instruments and your own common sense and real life experience to solve some issues. It's a learning experience. Just watch out for that one fucker that always seems to hemorrhage out. ROFLMAO

You have skills and are very capable or you wouldn't be where you are and invited to a function like this. When I was at G.M. they were always sending me places for added training.  Keep an open mind and just have fun with it. 

[ShrimpBrime]

I get it guys. I suppose the first time deal and under a different type of pressure is what bothers me most. But it's not a training seminar. I probably won't learn more than someone else did it faster. I believe from word a lot is timed diagnostics. If someone makes an accurate "guess" instead of an educated one, they win.

Mechanical issues are easy. Diagnostics of systems that are mostly counterintuitive or just not intuitive at all isn't as much fun as people think.

For example, if a Detroit aftertreatment system states SCR efficiency is low and too low, both different FMI numbers, it's a really long drawn out diagnostic. Minimum 6 pages front and back. This code only pertains to PPM in and PPM out and only throws the code at the last 10 minutes of a regen. It could be any temp sensor, either NoX sensor, a DOC pressure sensor or physical damage to the filters, be it a DOC, SCR or DPF filter. The system is so complicated that it cannot tell you which sensor drifted.... if that where actually the cause.

Engine diagnostics are super easy in comparison to after treatment (DEF exhaust systems).

[Bones]

I've had training on things too, not enough though and had to learn most of what I can do "Hands-on" and that can be a PITA.
Once you do get it though it's alot easier.

The instructor tried to trick us during a class and it was a real head scratcher except I had seen it before and unlike the other guys there I knew what it was when I saw it.
I remember figuring that one out.

The lift was throwing a code for "Low Battery Electrolite" (Code 19) BUT there was no physical sensor in the lift to monitor this condition in the battery.

Took myself and another guy going over it about two hours to figure it out but once we did we never forgot it.

The instructor during that class had set up the lift to throw this exact code.

Unlike the other guys in the class, I was all over that one and the instructor coudn't believe I knew what it was but I told him I'd seen it before in the field. He admitted the likelyhood of it ever appearing was next to none but I was lucky enough to have dealt with and solved it before.
The solution was simply a blown fuse in the control panel but it would throw you off becasue there wasn't a circuit or anything for it in the lift.

Turns out it was a software issue that would cause the lift, when this fuse went out to trigger the code because it was a "Left Over" from it's software development for a feature that was never implemented.

Instead of editing the software the factory guys left it in because there was no physical circuit for this function in the final design and they figured it woudn't cause any problems.... Which it rarely, if ever did.
It did unintentially serve as an indication of this fuse to be blown.

Yeah, you'll run into stuff like this that's weird out in the field and the shop too, do expect the guys there to setup some real zingers to test you.

[ShrimpBrime]

That's why I was selected Bones. I've the most experience of all 11 guys at our shop.

Like the code I described earlier, I know well the diagnostics mostly by memory now. The ins and outs.

But these aren't "rigged" for competition. I repair issues after a proper diagnostic with things of any sort. If it's a rigged up deal, it's not an accurate representation of what actually could happen in the field.

So, I work mainly on freightliner and Detroit engines with a few cummins motors thrown in the mix. Volvo, a little experience, Mack not so much at all and International harvester is garbage I try to stay away from haha.

So far the comp link is blank with location and dates only. I really wish I had more information than this.

www.iltrucking.org/tdc

[Bones]

I believe you'll meet some great guys like I did when I did my training.
It was great - No regrets at all and glad I was able to experience it.

[ShrimpBrime]

A newer customer with T680 Kenworth X15 cummins big block.
Real fancy stuff, nice dash board, no more gauges.

Attachments:

[zila1]

Wow

[spit051261]

Nice
I work on these things

[ShrimpBrime]

Mar 15, 2024 0:53:28 GMT -5 spit051261 said:

Nice
I work on these things View Attachment

That sir is a beast. Better you than me climbing all over that thing though. Largest I've worked on is Volvo L90s.

[Bones]

Mar 15, 2024 0:53:28 GMT -5 spit051261 said:

Nice
I work on these things View Attachment

I used to drive 'em and have done work on such too in the past.


Good stuff with the T680 Kenworth Shrimpy - Too technical for me though.

[spit051261]

It's got a Cummins QSK 60 although I am a sparky and not that interested in engine stuff.....Unless minecare start crying about injector problems then it's laptop out and see what's going on            Everything is monitored a few thousand Kilometers away .

[zila1]

I used to know a real nice Philippine man. A little dude. He was about 5' Tall. He was a heavy duty mechanic. He used to work on those giant Caterpillar earth movers. He would stand inside of the cylinders and hone them. Incredibly huge machines. Amazing stuff.

[Mr.Scott]

You guys can keep all that heavy work. That's what put me in the condition I'm in now. Mind your bodies fellas.

[eidairman1]

Mar 6, 2024 12:55:10 GMT -5 ShrimpBrime said:

I get it guys. I suppose the first time deal and under a different type of pressure is what bothers me most. But it's not a training seminar. I probably won't learn more than someone else did it faster. I believe from word a lot is timed diagnostics. If someone makes an accurate "guess" instead of an educated one, they win.

Mechanical issues are easy. Diagnostics of systems that are mostly counterintuitive or just not intuitive at all isn't as much fun as people think.

For example, if a Detroit aftertreatment system states SCR efficiency is low and too low, both different FMI numbers, it's a really long drawn out diagnostic. Minimum 6 pages front and back. This code only pertains to PPM in and PPM out and only throws the code at the last 10 minutes of a regen. It could be any temp sensor, either NoX sensor, a DOC pressure sensor or physical damage to the filters, be it a DOC, SCR or DPF filter. The system is so complicated that it cannot tell you which sensor drifted.... if that where actually the cause.

Engine diagnostics are super easy in comparison to after treatment (DEF exhaust systems).

It's like interpreting different imagery in diagnostic manuals, wiring diagrams come fairly easy to me, for some it looks like glyphs (Think the Matrix). Its like last year I traced a wire from my ac compressor coil to up under the fuse block, I tested for shorts because I was wondering why the clutch coil was failing, low and behold the AC compressor was failing causing the coil to fail open electrically. I have bigger problems though, you can see them in a thread I posted. DEF systems are BS created by the communist gov in commiefornia and the wh, they add nothing but delivery inefficency, additional fuel consumption which is waste,and just add to the problem, not reduce it.

[ShrimpBrime]

Mar 30, 2024 8:08:43 GMT -5 eidairman1 said:

Mar 6, 2024 12:55:10 GMT -5 ShrimpBrime said:

I get it guys. I suppose the first time deal and under a different type of pressure is what bothers me most. But it's not a training seminar. I probably won't learn more than someone else did it faster. I believe from word a lot is timed diagnostics. If someone makes an accurate "guess" instead of an educated one, they win.

Mechanical issues are easy. Diagnostics of systems that are mostly counterintuitive or just not intuitive at all isn't as much fun as people think.

For example, if a Detroit aftertreatment system states SCR efficiency is low and too low, both different FMI numbers, it's a really long drawn out diagnostic. Minimum 6 pages front and back. This code only pertains to PPM in and PPM out and only throws the code at the last 10 minutes of a regen. It could be any temp sensor, either NoX sensor, a DOC pressure sensor or physical damage to the filters, be it a DOC, SCR or DPF filter. The system is so complicated that it cannot tell you which sensor drifted.... if that where actually the cause.

Engine diagnostics are super easy in comparison to after treatment (DEF exhaust systems).

It's like interpreting different imagery in diagnostic manuals, wiring diagrams come fairly easy to me, for some it looks like glyphs (Think the Matrix). Its like last year I traced a wire from my ac compressor coil to up under the fuse block, I tested for shorts because I was wondering why the clutch coil was failing, low and behold the AC compressor was failing causing the coil to fail open electrically. I have bigger problems though, you can see them in a thread I posted. DEF systems are BS created by the communist gov in commiefornia and the wh, they add nothing but delivery inefficency, additional fuel consumption which is waste,and just add to the problem, not reduce it.

I can't agree to your views about after-treatment systems on diesel trucks and tractors. And respectfully of course. 

The DEF injection converts NoX to N2 and H2O. The filters trap the particulates to be burnt off and converted in the decomp tube while the SCR is reducing PPM which is monitored by the NoX sensors. The regen is invoked by the DOC which requires the extra fuel to bring the filters to temp in order to make the process successful. 

None of our fleet tractors have soot on the exhaust tips. Because we keep these systems fully operational and in good working order.

Hhopefully I am a diesel tech that can change your mind and views on the subject, so long as you're willing to learn about it and not make assumptions.