I know what you mean, it seems things that used to be designed, and built here in the US are both designed and built all over the world nowdays. That said, my problem here was mainly with the innacuracies of both the text and the schematics. Based on the fact the boom was dropping I knew that the oil had to be going somewhere with a low pressure, and at a throttled ragte for it to drop like it was doing. Then there was the fact that as soon as it hit the ground you could pick it right back up and it stayed unless you went to the end of th stroke and put oil over the relief. Then it would drop, but you could check it with the joystick, but it moved really slow like the usual flow was going somewhere else. Based on past experience, directly across a relief to the low pressure side of the system/tank was the most logical choice. To go any other way would have meant the oil had to go through the drift reduction valve and a closed spool on the low speed circuit, and past a load check valve and a closed spool on the high speed side. Getting past two blocks on either -vs- a single port relief just isn't something normally seen. Problem was on the schematic they had the actual port relief labled as the drift reduction valve, and the drift reduction valve labled simply as a 'valve'. Given the actual design of the drift reduction valve, with two different spool valves in the same block, it appeard on the schematic that there was no port relief. Too, reading the text, it talked about the relief on the rod end, and the head end, which in my experience were one in the same, but never made mention of one on the barrel. Given that I had already talked to a tech at my usual dealeship who said he didn't remember seeing a relief on that port, I was pulling my hair looking for another logical source for a problem such as this.
Based on what I described I had seen the machine doing, after 30 minutes with the tech he was certain the problem was on the high flow side and the oil was somehow getting past both the load check and the spool. Thing is I was thinking the same thing the day before and had already ordered a new spring and poppet for the load check and was resigned to the fact I was probably going to have to pull the spool to figure out what was screwed up with it too. Had I not spotted the fact that the 'drift reduction valve' pic looked just like the pic of the relief valves on the other parts of the system, and then us both doing some more reading and re-reading of the text and pulling up a few more drawings and labeled pics of the actual machine, we'd still be there trying to figure out where the non-existant relief valve was. Thankfully it sat right on top of the valve block and it was simply a matter of pulling and replacing it to get things back up to snuff. Really easy job, but what a PITA to troubleshoot with faulty info.....
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Today's Featured Article - Restoration Story: Fordson Major - by Anthony West. George bought his Fordson Major from a an implement sale about 18 years ago for £200.00 (UK). There is no known history regarding its origins or what service it had done, but the following work was undertaken alone to bring it up to show standard. From the engine number, it was found that this Major was produced late 1946. It was almost complete but had various parts that would definitely need replacing.
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