Only Cub Cadets

PLEASE PATRONIZE OUR SPONSORS!

CC Speciaalties R. F. Houtz and Sons

Patton Acres IH Cub Cadet Parts

Cub Cadet Parts & Service


If you would like to help maintain this site & enhance it, feel free to donate whatever amount you would like to!




Attention Folks we have a new owner!
Greg Rozar AKA- CubDieselFan


Go Back   Only Cub Cadets > Cub Cadets > Cub Cadet Engines > Kohler Engines

Notices

Reply
 
Thread Tools Display Modes
  #11  
Old 06-03-2018, 11:23 AM
Boomer Boomer is offline
New Member
 
Join Date: May 2018
Location: PA
Posts: 7
Default

Hi. Thanks for all your advice.
I got the tach on Friday, but have to work all weekend.
I'll run the test asap and report back.
Reply With Quote
  #12  
Old 06-03-2018, 06:36 PM
DieselDoctor's Avatar
DieselDoctor DieselDoctor is offline
Grand Member
 
Join Date: Jul 2016
Location: Horseheads NY
Posts: 1,310
Default

If we are changing AC voltage from the stator to DC voltage at the VR, there must be a set of diodes. Is it possible that one of the diodes is leaking AC voltage? AC voltage on a DC circuit can cause some weird symptoms, and current (amps) fluctuations. Just a thought. I know that the VR-rectifier has been replaced as stated in the first post. New doesn't mean good. Had that lesson many years ago, and again last fall with the coil on my 782. Test the DC output side of the VR for AC volts.
__________________
149, 2072, Original, 1772, 1782, #1 cart, Parker 48" sweeper,
Reply With Quote
  #13  
Old 06-10-2018, 06:39 PM
Boomer Boomer is offline
New Member
 
Join Date: May 2018
Location: PA
Posts: 7
Default

I spent another day troubleshooting and looking for answers but I’m not sure I made much progress. I was able to verify that WOT is 3580 RMP and the Stator is putting out 41.7 ACV to the regulator rectifier at WOT, which I know is high. Here are the stats for the stator, regulator, battery, and PTO:

Engine off
  • Battery: 12.6 DCV
  • Stator resistance (leads disconnected): 0.2 Ohms
  • PTO resistance (leads disconnected): 3.3 Ohms
Wide Open Throttle: 3580 RPM
  • Stator output: 41.7 ACV
  • Regulator rectifier output: 14.8 DCV
  • Battery w/PTO off: 14.4 DCV
  • Battery w/PTO on: 14.7 DCV
  • PTO when engaged (back probed, belt off): 14.4 DCV
  • *PTO run with belt off and belt on, same readings
Does anyone have an idea why the stator is putting out so many volts? Or what tests other than ground contact and continuity tests might help find the source of the issue?

I could also use some help with DieselDoctors recommendation to test the DC output side of the VR for AC volts. How is that done?

Thanks!
Reply With Quote
  #14  
Old 06-10-2018, 06:55 PM
cooperino's Avatar
cooperino cooperino is offline
Grand Member
 
Join Date: Dec 2015
Location: New York
Posts: 3,065
Default

Your VR is putting out a pretty reasonable voltage. 14.8 is not over the top. I would be looking for a short. Over voltage is one thing. Voltage does not blow fuses, amps blow fuses, a short will cause higher amperage draw.
__________________
Cooperino 100, 104,125, 126, 2x129's, 804, 1211, 1641
Reply With Quote
  #15  
Old 06-23-2018, 01:20 PM
Boomer Boomer is offline
New Member
 
Join Date: May 2018
Location: PA
Posts: 7
Default

Update: I have tested every wire and component on this tractor and can't find any shorts. Every test I find online checks out. Battery, ignition, wires, regulator, hour meter, switches, etc. And through all the tests with the engine running the fuse has held up so I can't figure out why it was blowing while I'm mowing.

As a last resort I'm going to install a resistor in the PTO lead to drop the voltage and see if I have any problems after a few mows.

Does anyone know how to determine what type of resistor is needed to drop the voltage by 0.5 volts on this type of circuit? Everything I find requires an electrical engineering degree to figure out :0)

Thank you
Reply With Quote
  #16  
Old 06-23-2018, 01:33 PM
DeltaCub's Avatar
DeltaCub DeltaCub is offline
Grand Member
 
Join Date: Jul 2014
Location: Ohio
Posts: 1,504
Default

I remember back in the 90's the 2000 series were having issues with the PTO clutches that caused arching through crankshaft destroying the engine bearing. Kohler and Cub Cadet went round and round as to who was to blame for this problem. I don't remember how this was resolved. Maybe an old service bulletin from that era may shed some light on the issue. I sold a great deal of Simplicitys because of unhappy Cub Cadet customers.
__________________


Queen Of The Quietlines!
Reply With Quote
  #17  
Old 06-23-2018, 06:08 PM
J-Mech J-Mech is offline
Banned
 
Join Date: Apr 2013
Location: Oblong, Illinois
Posts: 17,594
Default

Quote:
Originally Posted by DeltaCub View Post
I remember back in the 90's the 2000 series were having issues with the PTO clutches that caused arching through crankshaft destroying the engine bearing. Kohler and Cub Cadet went round and round as to who was to blame for this problem. I don't remember how this was resolved. Maybe an old service bulletin from that era may shed some light on the issue. I sold a great deal of Simplicitys because of unhappy Cub Cadet customers.
That can be solved with a ground wire to the engine block. Only way electricity will arc through engine bearings is if there is a grounding issue.

To the OP, if you insist on adding a voltage regulator, you are on your own. That isn't the issue. Obviously, you aren't listening. You have a short, or a component drawing too many amps. If you don't understand the difference between amps and volts, look it up. It doesn't matter if you send 8V or 16V to the PTO it still needs so many amps. You can put in a resistor and drop .5V, it will still draw "X" amps. It isn't going to fix the problem. That's a silly idea. Keep looking, or take it to a shop. Besides, if you drop the voltage too much, the PTO won't draw the clutch in tight and you will burn it up..... better just leave the resistor out of it.
Reply With Quote
  #18  
Old 06-23-2018, 07:01 PM
cooperino's Avatar
cooperino cooperino is offline
Grand Member
 
Join Date: Dec 2015
Location: New York
Posts: 3,065
Default

Quote:
Originally Posted by J-Mech View Post
That can be solved with a ground wire to the engine block. Only way electricity will arc through engine bearings is if there is a grounding issue.

To the OP, if you insist on adding a voltage regulator, you are on your own. That isn't the issue. Obviously, you aren't listening. You have a short, or a component drawing too many amps. If you don't understand the difference between amps and volts, look it up. It doesn't matter if you send 8V or 16V to the PTO it still needs so many amps. You can put in a resistor and drop .5V, it will still draw "X" amps. It isn't going to fix the problem. That's a silly idea. Keep looking, or take it to a shop. Besides, if you drop the voltage too much, the PTO won't draw the clutch in tight and you will burn it up..... better just leave the resistor out of it.
Jonathon is right and actually higher voltage situations in a good circuit will draw less amps. a 24 volt starter vs a 12 volt starter the 24v draws about half the amperage when used in same like engines. Your problem is not a voltage problem. Do you have a meter with an amp clip? be interesting to see how many amps your drawing while using different circuits or if there is a constant amperage draw with no active circuits which would mean its a short.

Have you checked for short with a test light in reverse??? power at chassis?
__________________
Cooperino 100, 104,125, 126, 2x129's, 804, 1211, 1641
Reply With Quote
  #19  
Old 06-25-2018, 02:33 PM
jbrewer's Avatar
jbrewer jbrewer is offline
Grand Member
 
Join Date: Sep 2011
Location: NC
Posts: 2,440
Default

Does the 25a fuse blow only when the pto is engaged?

Quote:
Originally Posted by Boomer View Post
I spent another day troubleshooting and looking for answers but I’m not sure I made much progress. I was able to verify that WOT is 3580 RMP and the Stator is putting out 41.7 ACV to the regulator rectifier at WOT, which I know is high. Here are the stats for the stator, regulator, battery, and PTO:

Engine off
  • Battery: 12.6 DCV
  • Stator resistance (leads disconnected): 0.2 Ohms
  • PTO resistance (leads disconnected): 3.3 Ohms
Wide Open Throttle: 3580 RPM
  • Stator output: 41.7 ACV
  • Regulator rectifier output: 14.8 DCV
  • Battery w/PTO off: 14.4 DCV
  • Battery w/PTO on: 14.7 DCV
  • PTO when engaged (back probed, belt off): 14.4 DCV
  • *PTO run with belt off and belt on, same readings
Does anyone have an idea why the stator is putting out so many volts? Or what tests other than ground contact and continuity tests might help find the source of the issue?

I could also use some help with DieselDoctors recommendation to test the DC output side of the VR for AC volts. How is that done?

Thanks!
__________________
61 and 63 Originals
123 (2)
782D
106,
147, 122
102
parts

It's only original ONCE!
Reply With Quote
  #20  
Old 06-25-2018, 07:31 PM
jbrewer's Avatar
jbrewer jbrewer is offline
Grand Member
 
Join Date: Sep 2011
Location: NC
Posts: 2,440
Default

To measure if there is ac where dc should be just place your meter in the ac setting and measure between the positive wire and ground. If all is well you should read very little ac voltage.
__________________
61 and 63 Originals
123 (2)
782D
106,
147, 122
102
parts

It's only original ONCE!
Reply With Quote
Reply

Thread Tools
Display Modes

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off

Forum Jump


All times are GMT -4. The time now is 09:43 AM.


Powered by vBulletin® Version 3.8.11
Copyright ©2000 - 2024, vBulletin Solutions Inc.

Cub Cadet is a premium line of outdoor power equipment, established in 1961 as part of International Harvester. During the 1960s, IH initiated an entirely new line of lawn and garden equipment aimed at the owners rural homes with large yards and private gardens. There were a wide variety of Cub Cadet branded and after-market attachments available; including mowers, blades, snow blowers, front loaders, plows, carts, etc. Cub Cadet advertising at that time harped on their thorough testing by "boys - acknowledged by many as the world's worst destructive force!". Cub Cadets became known for their dependability and rugged construction.

MTD Products, Inc. of Cleveland, Ohio purchased the Cub Cadet brand from International Harvester in 1981. Cub Cadet was held as a wholly owned subsidiary for many years following this acquisition, which allowed them to operate independently. Recently, MTD has taken a more aggressive role and integrated Cub Cadet into its other lines of power equipment.

This website and forum are not affiliated with or sponsored by MTD Products Inc, which owns the CUB CADET trademarks. It is not an official MTD Products Inc, website, and MTD Products Inc, is not responsible for any of its content. The official MTD Products Inc, website can be found at: http://www.mtdproducts.com. The information and opinions expressed on this website are the responsibility of the website's owner and/or it's members, and do not represent the opinions of MTD Products Inc. IH, INTERNATIONAL HARVESTER are registered trademark of CNH America LLC

All material, images, and graphics from this site are the property of www.onlycubcadets.net. Any unauthorized use, reproductions, or duplications are prohibited unless solely expressed in writing.

Cub Cadet, Cub, Cadet, IH, MTD, Parts, Tractors, Tractor, International Harvester, Lawn, Garden, Lawn Mower, Kohler, garden tractor equipment, lawn garden tractors, antique garden tractors, garden tractor, PTO, parts, online, Original, 70, 71, 72, 73, 76, SO76, 80, 81, 86, 100, 102, 104, 105, 106, 107, 108,109, 122, 123, 124, 125, 126, 127, 128, 129, 147, 149, 169, 182, 282, 382, 482, 580, 582, 582 Special, 680, 682, 782, 782D, 784, 800, 805, 882, 982, 984, 986, 1000, 1015, 1100, 1105, 1110, 1200, 1250, 1282, 1450, 1512, 1604, 1605, 1606, 1610, 1615, 1620, 1650, 1710, 1711, 1712, 1806, 1810, 1811, 1812, 1912, 1914.