So I have done everything except replace the pump. I took it off took it apart cleaned it and when I manually pushed the cam roller it would shoot fuel out the top like a long good stream. I put it all back together and nothing. It's sending the fuel all to the zero delivery to return line. No fuel is coming out the top going to the rail. The only thing I didn't take apart was the very top 30mm nut where the line to the rail comes out. I didn't know if it actually was threaded or not. Didn't want to break it. The pump is really simple. It's got only a few pieces to it and I made sure all the ports were clean and clear. Wasn't any visible problems I was able to see. No dirt, gunk,or metal in any of the fuel system. What is causing the fuel all to go to the zero delivery?
Mx5200 no fuel from the high pressure pump.
- Thread starter robin1981
- Start date
whitetiger
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Kubota tech..BX2370, RCK60, B7100HST, RTV900 w plow, Ford 1100 FWA
The high-pressure pump is controlled by the Suction Control Valve which is controlled by the ECU.
Well I tested it with a ohms meter and it's reading like it is ok. It moves when you hook up 12 v wire to it. One thing though I forgot to mention. I took the tractor to the dealership it came from. They kept it 6 or 8 months finally found time to look at it. When I got a call it was not one I was comfortable with. The mechanic tried to get me to sell him the tractor for 5,000$ said it needed a ecm and the fuel system replaced. It's a 2014 with 750 hrs on it. I spoke to the shop manager. He said it needed a fuel pump. I said I will be there and pick it up. When I got there and the mechanic came out trying to get me to sell it to him my reply was I would take it to lipzits ( scrap metal yard) before I let him have a 28,000$ tractor for 5,000$. I messed with it a little bit then I got busy with other projects but one day I was riding passenger on a long trip and decided to do a little research on line. Needed to have the serial number and the vin on the tractor. I had a picture of the ECU on my phone. I got to looking at it and I for some reason did the decoder to get the info from the serial number that's the vin basically for the Kubota. I found it on accident the ecm is not the one that came on my tractor. He changed it out. I've got no way to check it to make sure it's able to do what it should. I don't know what I can do to help get it made right. The tractor place has changed hands I asked the shop manager and he said he would call me back. That's been six months ago probably. Far as it sending signal to the scv I believe it is with the ohm meter anyway.
Also I understand that but what is the pressure that causes the zero delivery spring in The banjo bolt on the left side of the pump to trip
diagmaster software is to be used on common rail diag. If one knows what to look at, diagnosis can happen in minutes. Dealer only. Assumes that the tech(s) know what they're doing which is another subject in itself.
It is no longer a "it's got fuel why won't it run" like the old days, you loosen an injector pipe and if it squirts, it's got fuel. Things are completely different now. Just because you get fuel TO the pump, doesn't mean the pump is going to pump at the correct pressure and volume to supply the injectors; and the injectors themselves can "wear" and then bleed off so much fuel that it won't build pressure enough to actually run the engine. The SCV controls the supply pump and the SCV is controlled by ECU. There is no other "backyard" way of diagnosing, well, unless you want to throw parts at it. I do not suggest doing that. They're expensive parts.
in diagmaster, with a crank but no-start situation, run a datalog of the SCV current both actual and commanded, rail pressure sensor voltage and actual, and a few other things. With those, the diagnosis will be mostly clear. In order to properly diag, the tech needs to know what he's looking at and NEW techs don't; and sometimes the old guys dont either. They're still stuck on old-school mechanical injection and the newer stuff can be confusing. And...at the time I was messing with em, Kubota didn't have a very good system of comparing what the ECU is reporting vs what it "should" see on a known-good configuration, which complicated matters terribly for us.
I'm not in the business anymore but I do try to keep up with the entire industry. What I see much of is dealers that advertise their lowest shop labor rates to attract customers. I understand and respect that but we have to think about it. The lowest rates also mean they ain't paying the techs very well and that means higher turnover than should be and also a lack of GOOD help coming in. "Good" meaning experienced. You're not gonna pay a good experienced tech $20/hr and no commission because he ain't staying long when Deere up the street is paying more and better benefits and good commission pay on top of base rate. An experienced tech with a competitive commission is going to be $80-100,000/year, and charging $85/hr shop labor rate isn't gonna be enough to pay those guys. Been through it. Actually one of many reasons I am not in the business anymore. Refusal of C.O.L.A--prior COLA was in 2014 (I left in 2020). Very common within the industry. But with that, the other side of the counter....the business has to make money and the only way they can attract good help is with benefits and good pay, and that is gonna mean that the shop is gonna have to be somewhere around $140/hr, or whatever. It's an unfortunate snowball cycle.
Oh BTW the guy who tried to buy it from you likely has parts to make that tractor run, stashed in the toolbox.
It is no longer a "it's got fuel why won't it run" like the old days, you loosen an injector pipe and if it squirts, it's got fuel. Things are completely different now. Just because you get fuel TO the pump, doesn't mean the pump is going to pump at the correct pressure and volume to supply the injectors; and the injectors themselves can "wear" and then bleed off so much fuel that it won't build pressure enough to actually run the engine. The SCV controls the supply pump and the SCV is controlled by ECU. There is no other "backyard" way of diagnosing, well, unless you want to throw parts at it. I do not suggest doing that. They're expensive parts.
in diagmaster, with a crank but no-start situation, run a datalog of the SCV current both actual and commanded, rail pressure sensor voltage and actual, and a few other things. With those, the diagnosis will be mostly clear. In order to properly diag, the tech needs to know what he's looking at and NEW techs don't; and sometimes the old guys dont either. They're still stuck on old-school mechanical injection and the newer stuff can be confusing. And...at the time I was messing with em, Kubota didn't have a very good system of comparing what the ECU is reporting vs what it "should" see on a known-good configuration, which complicated matters terribly for us.
I'm not in the business anymore but I do try to keep up with the entire industry. What I see much of is dealers that advertise their lowest shop labor rates to attract customers. I understand and respect that but we have to think about it. The lowest rates also mean they ain't paying the techs very well and that means higher turnover than should be and also a lack of GOOD help coming in. "Good" meaning experienced. You're not gonna pay a good experienced tech $20/hr and no commission because he ain't staying long when Deere up the street is paying more and better benefits and good commission pay on top of base rate. An experienced tech with a competitive commission is going to be $80-100,000/year, and charging $85/hr shop labor rate isn't gonna be enough to pay those guys. Been through it. Actually one of many reasons I am not in the business anymore. Refusal of C.O.L.A--prior COLA was in 2014 (I left in 2020). Very common within the industry. But with that, the other side of the counter....the business has to make money and the only way they can attract good help is with benefits and good pay, and that is gonna mean that the shop is gonna have to be somewhere around $140/hr, or whatever. It's an unfortunate snowball cycle.
Oh BTW the guy who tried to buy it from you likely has parts to make that tractor run, stashed in the toolbox.
Russell King
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I have read that the ECU has to be programmed with the proper serial numbers on key components to be able to communicate with them properly.
So perhaps you can get a technician from the dealer to come check it out on their diagmaster and get it programmed correctly and then problem may be resolved?
So perhaps you can get a technician from the dealer to come check it out on their diagmaster and get it programmed correctly and then problem may be resolved?
North Idaho Wolfman
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You need to find a better dealership!
It sounds like you'll need to buy an ECM and have it programed for the tractor, that can only be done by a dealer.
It sounds like you'll need to buy an ECM and have it programed for the tractor, that can only be done by a dealer.
Hey sorry I couldn't figure out how to get back to the thread. I sure appreciate the input from everyone. I've been working on other things and haven't had a chance to get back to the Kubota yet but it is next. Been working on a older Ford tractor and a dinosaur of a Ford backhoe. And one of my dodge trucks. I'm bout tired of working on stuff but I guess it's better than trying to get someone else to do anything. I was wondering if the suction control valve on the Kubota is buzzing doesn't that mean it is actuating? I put a different one on the tractor and still acted the same. I have talked to another guy at a different dealership and he was super nice and helpful. He said I can take the pump to triplet in Waco and they can test it and rebuild it if needed. That was the only person I ever had to tell me it was fixable. Everyone else says it is a throw away pump. What do you know about it being able to be fixed