The John Deere 644BA wheel loader represents a transitional stage in the evolution of heavy machinery, bridging the gap between earlier B-series loaders and the more advanced models that followed. This machine, introduced in the late 1970s and refined through the early 1980s, was designed to meet the growing demand for reliable earthmoving equipment in construction, mining, and municipal projects.
Development History
John Deere, founded in 1837, initially focused on agricultural equipment but expanded into construction machinery in the mid-20th century. By the 1970s, the company had established itself as a major player in the wheel loader market. The 644 series was first introduced in the early 1970s, and the BA variant was a refinement of the B model. The BA incorporated incremental improvements in hydraulics, operator comfort, and durability. Sales of the 644 series were strong, with thousands of units delivered worldwide, particularly in North America where infrastructure expansion demanded versatile loaders.
Differences Between B and BA Models
Operators often ask about the differences between the 644B and 644BA. While both shared the same basic frame and engine platform, the BA introduced several enhancements:

• Improved hydraulic pump efficiency, allowing smoother bucket operation.
  
• Reinforced articulation joints for longer service life.
  
• Updated cab design with better visibility and noise reduction.
  
• Minor electrical system upgrades to reduce fuse failures.
  

• Articulation joint: The central hinge that allows the loader to pivot, improving maneuverability.
  
• Hydraulic pump: A device that converts mechanical energy into hydraulic pressure, powering the loader’s arms and bucket.
  
• Operating capacity: The maximum load the machine can safely carry, typically around 3 cubic yards for the 644BA.
  

• Regular greasing of articulation joints to prevent premature wear.
  
• Replacing hydraulic hoses every 2,000 operating hours.
  
• Inspecting wiring harnesses for abrasion and securing them with protective sleeves.
  
• Using genuine John Deere filters and fluids to maintain system integrity.
  

Why Scrap Metal Etiquette Matters
On construction and demolition sites, scrap metal is everywhere: old copper pipe, cast iron fittings, discarded steel beams, aluminum siding, and the occasional heavy motor or machine part. With global steel production exceeding 1.8 billion tons per year and recycled metal often contributing 30–40% of that input, scrap is not just trash but a real commodity. Even on small projects, the value of recovered copper, aluminum, and steel can easily reach hundreds or thousands of dollars over time.
Because scrap has real monetary value, the question of “who owns it” can create tension between property owners, contractors, operators, and laborers. Getting the etiquette wrong can damage working relationships, cost people money, and in some cases cross legal lines. Getting it right can turn scrap into a fair bonus, a team-building tool, or a way to offset project costs.
Who Technically Owns Scrap Metal
From a legal perspective, the default rule is usually straightforward:

• The property owner is considered the primary owner of anything on the site, including scrap, unless a contract clearly states otherwise.
  
• If a contractor is hired to demolish, remodel, or excavate, ownership of scrap may transfer if:
  • It is written into the contract that the contractor keeps all salvage and scrap.
    
  • The owner explicitly states that they do not want it and transfers rights.
    

• The owner can decide:
  • To keep all scrap and cash it in.
    
  • To let the contractor have it.
    
  • To let workers or operators take specific items.
    

• Estimate the approximate weight and type of recoverable metals:
  • Structural steel
    
  • Copper wiring and bus bars
    
  • HVAC units with copper and aluminum coils
    
  • Stainless steel tanks and piping
    
• Use market prices to estimate potential revenue.
  
• Deduct that expected value from their bid to offer a lower price to the client.
  

• Several large air-conditioning units
  
• Multiple runs of copper pipe, sometimes up to 6 inches in diameter
  
• Thousands of pounds of copper wire, bus bars, and grounding bars
  

• The contractor owns the scrap.
  
• Employees do not have the right to peel off copper, motors, or other pieces unless the owner or contractor explicitly grants permission.
  
• Any “side business” in scrap by crew members is considered stealing, even if it feels like “found money” to the person grabbing it.
  

• A few old steel pipes unearthed during excavation
  
• A rusted furnace found in a backfilled basement
  
• An abandoned metal garage door
  
• Off-cuts of aluminum gutter from a roofing job
  
• Short ends of decking, rebar, or conduit
  

• Many site owners or general contractors see minor scrap as a nuisance.
  
• They may be happy to let a conscientious worker or operator collect and cash it in.
  
• The key is that permission should be clear, not assumed.
  

• The person who dug it up gets it.
  
• The lowest-paid worker or apprentice is allowed to keep it as a perk.
  
• The crew splits the proceeds as a team bonus.
  

• Collect all scrap from a job.
  
• Cash it in at the end of the week.
  
• Split the money into two halves:
  • One half goes into a “crew fund” for coffee, food, or shared items.
    
  • The other half is divided equally among the workers on that job.
    

• The material technically came from the site.
  
• Multiple people contributed to the work.
  
• Small amounts of money can still help morale and team spirit.
  

• On a school demolition, a small crew removed underground copper water lines, grounding wires, and interior plumbing. After scrapping the material and splitting the money, they used part of the proceeds for shared food and evenly divided the rest. Everyone involved felt the outcome was fair because the arrangement was agreed upfront and the material was clearly scrap.
  
• On another project, a worker quietly cleaned out a backhoe bucket full of cast iron over a weekend, scrapping it for personal gain, even though he had not done the digging. The operator who had unearthed the metal felt this crossed the line. There had been no general agreement that “anyone can take whatever they see,” and the removal felt like theft of effort and opportunity.
  
• On a grading job, an excavator operator uncovered about 100 feet of abandoned 8-inch cast iron waterline. The site owner just wanted the job done and had no interest in the metal. The landscaper managing the work did not want to deal with hauling and scrapping it. The operator was then explicitly told he could keep it. In that scenario, the etiquette and ownership were clearly defined, and everyone walked away satisfied.
  

• On certain union jobs, it may be customary for:
  • The apprentice or lowest-paid worker to receive scrap as a traditional perk.
    
  • Crews to split scrap proceeds according to seniority or hours worked.
    
• On some sites, the operator who does the pulling, digging, or cutting is understood to have first claim on scrap, subject to the owner’s approval.
  
• Some companies openly discourage any personal scrap collection to avoid arguments, theft, and safety issues around handling materials.
  

• Ask the foreman or site supervisor what the company’s rules are.
  
• Avoid “helping themselves” until expectations are clearly explained.
  
• Understand that what is normal on one crew may be unacceptable on another.
  

• Wood off-cuts
  
• Aluminum siding and trim
  
• Steel scrap
  
• Packaging and other materials
  

• Taking scrap out of those containers without permission is considered stealing from the recycler, not from the original owner.
  
• The correct etiquette is:
  • Ask the site owner or general contractor first.
    
  • If they have a formal agreement with the recycler, you need permission from both to take anything.
    

• Heavy copper components from furnaces or casting equipment
  
• Specialty alloys mixed with waste materials
  
• Periodic loads that contain unusually valuable metals
  

• Default ownership
  • Scrap belongs to the property owner unless a contract says otherwise.
    
• Written agreements
  • The cleanest arrangement is when contracts specify whether the contractor:
    • Owns all salvage and scrap, or
      
    • Must leave valuable items for the owner.
      
• Verbal arrangements
  • Can work when trust is high and amounts are small.
    
  • May not hold up if a dispute reaches court.
    
• Transparency
  • Asking permission and being up front about intentions is always better than assuming.
    
• Fairness
  • Splitting money with the crew or using scrap proceeds for shared benefits builds goodwill.
    
• Safety
  • Scrap collection must not interfere with safe operations, personal protective equipment, or proper disposal of hazardous materials.
    

• For property owners:
  • Decide in advance whether you care about scrap revenue.
    
  • If you want to keep it, put that clearly into the contract and communicate it.
    
  • If you do not care, formally grant scrap rights to the contractor or crew to avoid confusion.
    
• For contractors:
  • If you plan to factor scrap value into your bid, state that clearly in writing:
    • “All scrap and salvage become the property of the contractor.”
      
  • Explain to your crew whether personal scrap collecting is allowed or not.
    
  • Consider using small-value scrap proceeds as a crew benefit rather than personal profit.
    
• For equipment operators and laborers:
  • Always ask before taking any scrap, even if it looks like trash.
    
  • Do not remove items from company scrap bins or third-party containers without explicit permission.
    
  • If you participate in a shared scrap arrangement, keep simple records of proceeds to avoid arguments.
    
• For everyone:
  • Treat scrap as a shared opportunity, not a secret side hustle.
    
  • Remember that a few dollars today are rarely worth damaging relationships or reputations.
    

• A way to reduce environmental impact.
  
• An opportunity to lower project costs.
  
• A potential source of bonuses or shared benefits among workers.
  

The Bobcat 753 skid steer loader, produced around the late 1990s and early 2000s, remains one of the most widely used compact machines in construction and landscaping. Despite its reliability, operators often encounter fuel delivery issues that can cause the machine to stall after a short period of operation. Understanding these problems requires not only a look at the mechanical components but also the history of the equipment and the company behind it.
Development of the Bobcat 753
Bobcat, originally founded in the 1950s in North Dakota, revolutionized compact equipment with the invention of the skid steer loader. By the year 2000, the 753 model had become a staple in the lineup, offering a 46-horsepower diesel engine, a rated operating capacity of about 1,300 pounds, and a 30-gallon fuel tank. Sales of Bobcat machines had reached hundreds of thousands worldwide, cementing the brand as a leader in compact construction equipment. The 753 was particularly popular for snow removal, small construction sites, and agricultural tasks due to its maneuverability and durability.
Common Fuel Delivery Issues
Operators reported that the machine would run for approximately twenty minutes before shutting down, only restarting when the fuel tank was completely refilled. This symptom strongly suggests a broken or disconnected fuel pickup tube inside the tank. The pickup tube is responsible for drawing fuel from the bottom of the tank; when it breaks or detaches, fuel can only be accessed when the tank is full.
Technical terminology worth noting includes:

• Pickup tube: A flexible or rigid tube inside the fuel tank that channels fuel to the engine.
  
• Strainer screen: A small filter at the end of the pickup tube that prevents debris from entering the fuel system.
  
• Solenoid: An electromechanical device that controls fuel flow by opening or closing valves when energized.
  

• Replacing the pickup tube, strainer, and grommet seal with genuine parts.
  
• Ensuring the replacement tube is weighted properly so it reaches the bottom of the tank.
  
• Inspecting wiring harnesses for abrasion and securing them with protective sleeves.
  
• Testing solenoids for proper current draw and replacing them if readings are abnormal.
  

Background Of The Truck And Drivetrain
In the early 1990s, medium-duty vocational trucks like the International 7100 series were a common sight in regional delivery, municipal, and construction work. The 7100, typically paired with the DT466 inline-six diesel, became popular because it blended durability with relatively simple mechanical systems. The DT466 itself, introduced in the 1970s, earned a reputation for being rebuildable in-frame and routinely running beyond 500,000 miles in fleet service when maintained properly. Many fleets bought these trucks in large numbers for beverage delivery, local freight, and utility work, and thousands of units were sold across North America over multiple generations.
One example is a 1991 International 7100 originally built as a Coca-Cola bobtail truck in Georgia. After years of route service, it eventually migrated into construction use in Pennsylvania and later West Virginia, converted into a dump truck. It is equipped with a DT466 engine, a single-speed rear axle, and originally carried a Spicer ES65-5D 5-speed manual transmission. The truck is rated at a gross vehicle weight of 33,000 pounds, putting it right at the boundary of what many small contractors can use with a commercial driver’s license while still retaining good maneuverability.
For a small two-person excavation operation working the steep back roads of West Virginia, the limitations of a wide-ratio 5-speed become obvious. Long, hilly approaches when hauling stone or spoil make gear spacing critical. A driver can easily find themselves “between gears,” lacking a comfortable choice between over-revving the engine or lugging it. That is where the Fuller 8LL transmission enters the story: a gearbox that has become a favorite in vocational trucks because of its combination of highway gears and deep low-range ratios for slow, controlled operation.
Why Choose An 8LL Transmission
The 8LL is part of a family of heavy-duty truck transmissions designed for demanding conditions like logging, construction, and oilfield work. Unlike simple 5-or 6-speed boxes, an 8LL is effectively an 8-speed with two additional ultra-low gears (the “LL” range). The normal shift pattern covers typical on-road work, while the deep reduction gears allow controlled starts on steep grades, soft jobsites, or while maneuvering heavy loads.
For a dump truck hauling stone on narrow mountain roads, the benefits are clear:

• Closer ratio steps between gears for smoother acceleration.
  
• Lower starting gears to prevent clutch abuse when starting on hills.
  
• Better matching of engine power band to road speed, especially with a naturally aspirated or lightly turbocharged DT466.
  
• More control at low speed when backing into spots, easing onto soft ground, or creeping up rough lanes.
  

• Power take-off (PTO) mounting and pump clearance.
  
• Driveshaft length and angles.
  
• Clutch compatibility and linkage geometry.
  
• Speedometer/speed sensor matching.
  
• Frame and crossmember clearance.
  

• Use a bottom plate adapter to adapt an older side-mount PTO to a bottom-mount configuration.
  
• Use an offset PTO adapter on the side opening to move the pump away from the case and clear obstructions.
  
• Convert to a remote pump drive, running a small driveline from the PTO to a pump mounted elsewhere on the chassis.
  

• Guaranteed bolt pattern and case clearance.
  
• Correct gear mesh and pump speed.
  
• Cleaner plumbing and easier service access.
  
• Reduced risk of vibration or misalignment-induced failures.
  

• The driveshaft had to be shortened slightly to accommodate the different overall length of the 8LL.
  
• The flywheel was machined to accept a larger pilot bearing required by the new transmission input shaft.
  

• The clutch matches the new gearbox’s input shaft diameter and spline count.
  
• The clutch type is appropriate: single or double disc, and whether a clutch brake is required.
  
• The release fork travel, linkage geometry, and pedal feel remain usable.
  

• It can cause driver fatigue over a full workday.
  
• It may encourage partial clutch use or bad habits.
  
• It can make feathering the clutch in tight spots less precise.
  

• The linkage geometry improved.
  
• The clutch pedal returned to a reasonable effort.
  
• No exotic parts were needed, just careful selection from existing heavy-truck components.
  

• The speed sensor threads and drive will fit.
  
• The output signal type (pulse rate, voltage) will match the existing cluster.
  
• The axle ratio and tire size will still produce a reasonably accurate reading.
  

• The deep low gears made starts on steep grades smoother and less stressful.
  
• Gear spacing allowed the DT466 to stay closer to its torque peak under load instead of falling out of the power band.
  
• The truck felt more capable and less strained when hauling stone to job sites on back roads.
  

• Higher GVW ratings than light/medium 4000-series trucks.
  
• Configurations suitable for dumps, plows, tankers, and cranes.
  
• Good low-speed capability with engines like the DT466 and suitable manual or automatic transmissions.
  

• Their mechanical systems are relatively straightforward.
  
• Parts availability for DT466 engines and common transmissions like the 8LL remains strong.
  
• They can be economically refurbished and repurposed, as in this example.
  

• Plan around the PTO early
  • Determine whether you will reuse the existing PTO or replace it.
    
  • Verify pump clearance and rotation direction.
    
  • Use manufacturer selection tools for Muncie or similar brands when specifying a new PTO.
    
• Expect minor hard-part modifications
  • Budget for driveshaft shortening or lengthening.
    
  • Be prepared to machine the flywheel for a different pilot bearing if needed.
    
  • Confirm clutch compatibility, including disc count and clutch brake requirements.
    
• Do not underestimate linkage geometry
  • Small changes in clutch lever length or pivot location can radically alter pedal feel.
    
  • Junkyard parts can provide inexpensive solutions when you know what dimensions you need.
    
  • Test pedal effort and engagement before finalizing the install.
    
• Check electronic interfaces but don’t fear them
  • Electronic speedometers often use standard pulse senders that can be reused.
    
  • Start by wiring the new transmission’s sender to the existing harness and test before buying adapters.
    
  • Inspect the instrument cluster for age-related issues like cracked solder joints, as older clusters can fail independently of the swap.
    
• Keep cost vs. value in perspective
  • A few thousand dollars in drivetrain upgrades can dramatically increase the earning potential and practicality of an older truck.
    
  • For a small business, a well-executed transmission swap can be more financially sound than taking on debt for a new vehicle.
    
• Document the changes
  • Record transmission model, PTO model, clutch part number, and any custom changes.
    
  • This information will be invaluable for future service, clutch replacement, or troubleshooting.
    

Let’s take a look at what a real, original machine in China actually looks like.

Is it dirty?
Does it look worn out and exhausted?

This one is from 2017, and it still has the original invoice.
Its price is $17,000.

But a so-called “refurbished 2024 excavator” is being offered for $15,000.

So why is a 2017 machine more expensive than a “2024” machine?
That’s weird, right?

On an original machine, the engine compartment is usually not painted.
That makes it much easier to spot any problems.

This excavator’s engine sounds smooth and gentle,
but it works powerfully and is in great condition.
It doesn’t sound like it has asthma.

If I were the buyer, I wouldn’t care how pretty the paint is,
because the paint will come off sooner or later anyway.
It’s not a collectible.

At most, I might ask the seller to tidy up or refresh the cabin interior,
just so it feels more comfortable to sit in.
But outside, I’d keep it original,
because that’s the record of all the battles it has been through.
Like a tank.
Like a man who’s actually been to war.

So how do you tell if an excavator is truly original?

It’s actually pretty simple:

1. Go to the job site, not just the market.

2. Check how many parts inside the engine bay have been replaced or freshly painted.

3. Look at the oil around the pins, tracks, and bearings.
Is it dark and aged?
Does it look like it has some history?
That kind of “perfect fake” is very hard to pull off.

4. Check if it has the original invoice, and whether all the information matches the machine.

Do you focus mainly on hours?

A lot of Americans, Canadians, and Australians treat hours as the number-one factor.
But the hours can be changed!

Even if you check the official database,
the information you see can look completely legit.

How is that possible?

Because some Chinese sellers can copy the data from another machine
and “paste” it onto this one.
It’s like cloning an ID card.

In reality, if it’s a good original machine,
the hours usually aren’t that important—
especially in China.

On Chinese job sites, excavators run 24/7.
They might rest less than 8 hours a day,
with different operators taking turns.

So the real hours on a Chinese excavator are often way beyond what you’d expect.

To sell them, dealers will roll the hours back.

You can roughly estimate it like this:
take the years it’s been in use × 16 hours per day,
and that might be closer to the truth.

A one-year-old excavator in China
might easily have five times the working hours of one in the U.S.

In the U.S., people take really good care of their machines—
almost like they take care of their workers.

Chinese owners don’t clean their machines as often as the Japanese.
So excavators here are usually very dirty.

That actually makes it easier to tell the difference
between a true original and a refurbished machine at a glance.

If a salesman recommends you a very “new” 2024 excavator,
well… good luck.

I’ve already explained the reason in my previous video.

I’m Mike Phua.

Thanks for watching!

The Ford 655A Backhoe Loader — background and specs
The Ford 655A is part of a line of loader‑backhoe tractors built by Ford (later Ford/New Holland) in the mid‑1980s. It belongs to a class of versatile machines combining a front loader and a rear backhoe—designed for construction, utility, farm and small‑site jobs.
Some key specs to understand the 655A’s design envelope:

• Operating weight: about 14,830 to 15,825 lb (≈ 6,725–7,180 kg) depending on whether it's a standard or extendible backhoe configuration.
  
• Hydraulic pump flow (implement pump): about 28.5 gallons per minute (≈ 108 L/min), using an open‑center hydraulic system.
  
• Transmission is not a hydrostat; it's a conventional transmission/torque converter setup typical of loader-backhoes, with drive wheels 2WD (in many 655A variants) and wet‑disc brakes.
  

• Fuel supply pump failure. The 655A uses a supply pump feeding the injection pump. Many times, after long idle periods or lack of use, the supply pump fails to draw fuel properly. Even if someone uses the hand‑prime lever, that doesn’t guarantee fuel reaches the injection pump.
  
• Injection pump lubrication oil missing. The injection pump on some 655A units requires its own dedicated oil (same type as engine oil) — if the pump’s internal reservoir is dry, pump internals can shear or fail.
  
• Faulty cold‑start or throttle controls. On some units, the cold-start (choke or starting enrichment) button linked to the shut‑off lever may have failed — without it the engine may crank but not fire.
  
• Debris or blockage in pre‑screen/fuel pickup inside pump. Even when filters are changed, small particles — plant matter, wood shavings, or other debris — may clog the screen in the pump suction, starving fuel supply and preventing proper injection.
  

• Many units have sat idle for years (idle sits without fuel draws lead to varnish, gumming in fuel lines, degradation in pump seals).
  
• Fuel contamination: if stored with dirty diesel or exposed to moisture, sediment builds faster, clogging pre‑screens or filters.
  
• Service history gaps: older user or fleet owners may have changed filters but never checked the internal pump reservoir oil or the pre‑screen — so problems accumulate invisibly.
  
• Aftermarket improvisation: some repairs are done in the field without complete parts and procedures (e.g. fuel lines spliced, pumps primed poorly), increasing risk of pump starvation or failure.
  

• Disable the fuel shut‑off (ensure lever is in “run” position) and check that the supply pump is actually delivering fuel. Loosen the inlet line on the back of the pump, crank the engine; fuel should spurt visibly — if nothing comes out, the supply pump is not working.
  
• Check the oil level in the injection pump’s internal reservoir (through the filler cap on top, drain plug on bottom, and “FULL” plug on side) — if oil is absent, the injection pump is vulnerable to failure.
  
• Examine the pre‑screen (a small screen/suction filter inside the pump pickup) — remove the access plate and inspect; often it is clogged by debris that survives filter changes. Cleaning or replacing the screen can restore fuel supply.
  
• Check cold‑start and throttle controls (especially the cold‑start button inside shut‑off rod, if so equipped). Confirm that the shut‑off lever is in the correct position and that the cold‑start circuit is functional (you should hear a “click” or feel a detent when the button engages).
  
• If engine does fire but runs roughly or dies under load, monitor fuel supply while the engine is running under cranking and at idle — fluctuating fuel delivery often shows fuel‑pump or injection‑pump issues rather than mechanical engine wear.
  

• Broken or weakened plunger return springs — leading to weak or no fuel delivery from one or more pump plungers. This often shows in poor starting or rough running.
  
• Worn cam lobes or tappet surfaces inside the pump — reducing effective pump stroke and decreasing fuel volume delivered per injection cycle. Over decades, metal fatigue may degrade pump performance below workable limits.
  
• Corroded or hardened pump internals (barrels, plungers, seals) — especially if moisture or stale fuel was left in the system — leading to sticking or weak injection, misfires, or refusal to fire.
  

• Always prime the fuel system properly after any period of storage — use the hand‑pump, then check for actual fuel delivery from the supply pump.
  
• Check and maintain the oil level in the injection pump’s reservoir (use same-grade oil as engine) during every oil change interval.
  
• Replace fuel filters regularly, but also inspect and clean the pre‑screen pickup if the engine has lost prime, sat idle or was contaminated — filters alone do not guarantee clean supply.
  
• Use clean, fresh diesel fuel and avoid storing fuel long-term in tanks without proper condensation or water separation — water contamination accelerates internal corrosion and varnish formation.
  
• Before storing the machine long-term, consider fogging or lubricating internal pump components (if recommended for your region) — to prevent corrosion during idle months.
  
• On re-commissioning after prolonged storage, run at idle and moderate throttle until you are sure the fuel supply and injection are stable — avoid full load runs until confirmed.
  

• Verified the fuel supply pump produced no fuel until he loosened the inlet line — it was clogged and the supply pump diaphragm was stuck.
  
• Cleaned the pre‑screen filter and replaced it.
  
• Added engine-grade oil to the injection pump reservoir.
  
• Checked the shut‑off lever and cold‑start button — both were corroded but functional after cleaning contacts.
  
• Attempted start: the engine fired immediately, idled roughly at first but smoothed out after some idle running.
  

• It prevents unnecessary engine rebuilds or replacements when the real issue is upstream.
  
• It saves money and time — fuel system parts and pump oil cost far less than full engine work.
  
• It makes bringing dormant machines back online far more realistic — used‑after‑storage restorations of 655A units remain common among enthusiasts and small contractors who value the loader‑backhoe’s versatility.
  

The Terraquip SD7 dozer represents a fascinating chapter in the history of heavy equipment manufacturing. Designed to compete with established giants such as Caterpillar and Komatsu, the SD7 was built to deliver rugged performance in earthmoving, mining, and construction projects. While not as widely known as its competitors, Terraquip machines earned respect among operators for their durability and straightforward engineering.
Development History
Terraquip emerged during a period when global demand for bulldozers was rising rapidly. Infrastructure expansion in Asia, mining projects in South America, and road building in Africa created opportunities for new manufacturers to enter the market. The SD7 was developed as a mid-to-large crawler dozer, comparable in size to Caterpillar’s D7 series. Its design emphasized simplicity, mechanical reliability, and affordability, making it attractive to contractors who needed dependable machines without the premium price tag of larger brands.
Technical Features
The Terraquip SD7 included several notable specifications:

• Diesel engine producing approximately 200 to 220 horsepower
  
• Operating weight in the range of 45,000 pounds
  
• Powershift transmission with multiple forward and reverse speeds
  
• Hydraulic blade control for precision in grading and pushing
  
• Heavy-duty track-type undercarriage designed for stability in rough terrain
  
• Fuel-efficient design allowing extended operation in remote areas
  

• Crawler Dozer: A tracked earthmoving machine designed for pushing and grading soil.
  
• Powershift Transmission: A gearbox that allows gear changes under load using hydraulic clutches.
  
• Undercarriage: The track system including rollers, links, and idlers that supports and propels the machine.
  
• Hydraulic Blade Control: A system using pressurized fluid to move the blade with precision.
  

• Undercarriage wear from extended use in rocky terrain
  
• Hydraulic leaks from aging seals and hoses
  
• Transmission wear leading to sluggish gear changes
  
• Engine overheating when cooling systems were not properly maintained
  
• Electrical faults in older units due to corroded wiring
  

• Inspect undercarriage components weekly for wear and replace as needed
  
• Lubricate moving parts daily to reduce friction and extend life
  
• Monitor hydraulic fluid levels and replace filters regularly
  
• Check cooling systems for leaks and maintain radiator cleanliness
  
• Train operators to recognize early signs of mechanical wear or hydraulic issues
  

Background of Bobcat S300
The Bobcat S300 is a skid‑steer loader built by Bobcat. It was produced between roughly 2003 and 2010.  Its rated operating capacity is about 3,000 lb (≈ 1,362 kg) and bucket breakout force (approximate) around 5,390 lb (≈ 2,445 kg) according to typical spec sheets.  The engine is a four‑cylinder turbocharged diesel (often Kubota V3800‑DI‑T in many units), and the drive system is fully hydrostatic 4‑wheel drive.  As of now, Bobcat no longer produces the S300 and treats it as a “non‑current model.”
Because many S300 units are still in service today under rental fleets, small contractors, and maintenance yards, understanding and resolving electrical issues is important to keep them running — but also tricky because design complexity increased compared to older skid steers.
Common Electrical Problems On S300
Owners and mechanics report a range of electrical issues on S300 machines, often overlapping with hydraulic or control malfunctions. The most common are:

• Battery and charging problems — battery not charging, weak or faulty connections, corroded terminals, or bad starter behavior.
  
• Wiring‑harness or connector problems — damaged wires, rubbed insulation, loose or corroded connectors, or poor grounding that lead to intermittent power or loss of function.
  
• Electrical‑system faults resulting in non‑functional controls: for example, when hydrostatic drive, loader hydraulics, or other functions cut out randomly despite “all lights showing normal.”
  
• Combined hydraulic or engine‑electrical issues where what seems structural (hydraulic leak, engine stall) is actually triggered by a weak electrical signal or poor battery/alternator function.
  

• Use of hydrostatic drive, electronic controls, and multiple electrical subsystems — more complexity means more potential failure points (wiring, connectors, fuses, sensors).
  
• Aging components — since production ended more than a decade ago, many units now have high hours and wear, with harnesses exposed to vibration, dirt, moisture and thermal cycles over many years.
  
• Maintenance sometimes deferred — in rental fleets or smaller operations, preventive maintenance can be inconsistent, increasing corrosion, wiring fatigue, and general degradation of electrical integrity.
  
• Overlapping symptoms between electrical and hydraulic issues complicate diagnosis: a weak battery or poor connection may cause hydraulic pump to underperform, which may be mis‑interpreted as hydraulic leak or pump failure.
  

• Battery and charging system check
  • Inspect battery terminals and cables for corrosion, cleanliness and tightness.
    
  • Test battery voltage under load and at rest.
    
  • Verify that the alternator or charging system is functioning — check output voltage during engine run.
    
• Wiring harness and connector inspection
  • Visually inspect all accessible wiring: main harness, connectors behind dash, under cab floor, near hydraulic controls, etc.
    
  • Look for pinched wires, worn insulation, chafed spots where harness rubs on frame or sharp edges — these are common failure points.
    
  • Check ground straps and frame grounds — ensure good contact, no rust or paint interfering with grounding.
    
• Functional control test
  • With ignition on (but engine off), test each major function: lighting, gauges, instrument panel, controls, safety interlocks.
    
  • Engage hydraulics and travel system (if safe) in neutral or low‑load condition to check if hydraulic/power circuits stay energized.
    
  • Note if any lights flicker, indicators drop out, or functions cut out — intermittent behavior often points to wiring or connector faults.
    
• Systematic isolation
  • If calling for “no power,” isolate sub‑circuits using a multimeter at suspect connectors or fuse panels.
    
  • Use wiring diagrams (service manual recommended) to follow power distribution — tracing from battery and main fuse to functional circuits.
    
  • Repair or replace damaged wiring, connectors, fuses, then retest.
    

• Regular cleaning and inspection of battery terminals, cable ends, and main grounds — at least once every 250–500 operating hours or six months.
  
• Protecting harnesses and connectors with loom, clips, and guards to prevent chafing, moisture intrusion, or abrasion, especially in high‑vibration or tight clearance zones (like under the cab or near hydraulic lines).
  
• Periodic testing of charging system and load tests on battery under expected working load to catch weak shorts before they fail under load.
  
• Using dielectric grease or corrosion‑inhibiting products on exposed connectors subject to moisture or salt (if machine works in winter, snow removal, or corrosive environments).
  
• Logging any electrical repairs, connector replacements, harness re‑routing, or fuse history in maintenance records — helps future diagnosis and resale documentation.
  

• Inconsistent hydraulic pump function due to voltage drop — causing heat buildup, premature wear, or even hydraulic fluid foaming.
  
• Starter motor strain from repeated weak‑start cycles — reducing battery life or damaging starter components.
  
• Intermittent lighting or sensor faults — hiding serious warnings (overheat, low oil pressure, other system faults) from the operator.
  
• Unplanned downtime — because intermittent faults are harder to replicate and diagnose under warranty or in busy work schedules.
  

• Always check battery, grounds, and harness condition — especially on older or high‑hour machines.
  
• When hydraulic or control problems appear, don’t assume the worst (pump failure); first check electrical supply and connector integrity.
  
• Maintain a preventive schedule for wiring inspection, cleaning, and protection — comparable to hydraulic or engine maintenance.
  
• Document any repairs or warnings so you build a history that helps future troubleshooting and resale value.
  

The Caterpillar D6D is one of the most iconic mid-sized bulldozers produced during the late 1970s and 1980s. Caterpillar, founded in 1925, had already established itself as the global leader in heavy equipment manufacturing, selling millions of machines worldwide. The D6 series had been in production since the 1930s, and the D6D represented a significant evolution in design, combining durability, power, and operator comfort. Thousands of D6D units were sold across North America, Europe, and Asia, making it a trusted machine for contractors, farmers, and loggers alike.
Development History
The D6 line was originally designed as a versatile crawler tractor capable of handling earthmoving, grading, and agricultural tasks. By the time the D6D was introduced in the late 1970s, Caterpillar had refined the series with stronger engines, improved hydraulics, and better operator ergonomics. The D6D became a popular choice for mid-sized projects, bridging the gap between smaller dozers like the D4 and larger models such as the D8. Its reputation for reliability ensured that many units remained in service decades after their release.
Technical Features
Key specifications of the Caterpillar D6D included:

• Six-cylinder diesel engine producing approximately 140 to 150 horsepower
  
• Operating weight around 35,000 pounds
  
• Powershift transmission with three forward and three reverse speeds
  
• Hydraulic blade control for precise earthmoving
  
• Track-type undercarriage designed for stability and traction
  
• Fuel-efficient design allowing long hours of operation in remote areas
  

• Undercarriage wear from extended use in rocky or muddy terrain
  
• Hydraulic leaks from aging seals and hoses
  
• Transmission wear leading to sluggish gear changes
  
• Engine overheating when cooling systems were not properly maintained
  
• Electrical faults in older units due to corroded wiring
  

• Powershift Transmission: A gearbox that allows gear changes under load using hydraulic clutches.
  
• Undercarriage: The track system including rollers, links, and idlers that supports and propels the machine.
  
• Hydraulic Blade Control: A system using pressurized fluid to move the blade with precision.
  
• Cooling System: Radiators and pumps that prevent the engine from overheating during heavy use.
  

• Inspect undercarriage components weekly for wear and replace as needed
  
• Lubricate moving parts daily to reduce friction and extend life
  
• Monitor hydraulic fluid levels and replace filters regularly
  
• Check cooling systems for leaks and maintain radiator cleanliness
  
• Train operators to recognize early signs of mechanical wear or hydraulic issues
  

Where the 310 Came From in Kubota’s Lineup
The Kubota name is best known for tractors, but the company has long built compact loaders and wheel loaders to serve landscaping, light construction and materials‑handling customers. Historically, Kubota offered small wheel loaders positioned below heavy‑duty machines that rival those from larger manufacturers. Among them was a model often referred to as “310” — a loader that had a relatively short production run in North America and which today is rare. Owners and sales staff alike describe the “310” (sometimes seen as R310) as a small, lightweight loader aimed at small‑scale users rather than heavy industrial work.
Because Kubota focused sales of this small loader on markets such as Canada and other regions, and never pushed it hard in the US, it remained a niche model. Some former dealers comment that they sold many of the larger R‑series machines (e.g. R410, R510), but the 310 “wasn’t a big seller in the USA.”
That limited sales history helps explain why the 310 is seldom seen today — spare parts, resale units and documentation are all scarcer than for bigger loaders.
What the 310 Actually Is — Specs & Intended Use
From what remains of documentation and owner reports, the 310-loader can be characterized as a small, versatile loader suited for light to moderate tasks such as yard work, small‑scale earthmoving, clean‑up, loading light materials, and utility landscaping. According to one source, a loader rated among Kubota’s small wheel‑loader class had an operating weight of about 4,980 lb (≈ 2,260 kg), a rated bucket of roughly 0.4 cubic yards (≈ 0.3 m³), with gross horsepower listed around 26.6 hp.
Given these numbers, the 310 is far lighter and with significantly less breakout force than medium‑ or heavy‑duty loaders. Its strength is compactness, light weight, easier transport (trailering), maneuverability, and suitability in smaller operations or confined job sites — farms, small business yards, maintenance contractors, etc. For a user needing simple loader capability rather than constant heavy-duty digging or rock loading, such a loader can be “cute and nice to run,” in the words of a former salesman.
Why the 310 Is Rare and Its Drawbacks
Several factors contributed to the 310’s limited success and subsequent rarity:

• Market positioning: In the US, Kubota chose not to aggressively market the small loader — larger, more capable loaders (e.g. R‑series larger models) got most attention. As a result, 310’s didn’t flood the market, and resale supply remained low.
  
• Limited capacity for heavy tasks: Its small bucket and modest horsepower make it unsuitable for rock, heavy aggregate, or continuous high‑production loading. Take a typical medium loader bucket of 2+ cubic yards — that’s many times larger than the 310’s 0.4 yd³ rating.
  
• Parts and support scarcity: Because production was limited and regional, as years pass the availability of OEM attachments, parts (buckets, hydraulic cylinders, tires sized for loader‑class 310), or replacement components declines.
  
• Narrow user base: A loader that fits “light yard tasks” doesn’t appeal to contractors needing versatility across light and heavy jobs. That restricts the resale market and general demand.
  

• Portability and low ground pressure: With operating weight around 2.3 t, the 310 can be trailered behind a medium pickup or light flatbed (depending on local regulations), making it suitable for small‑to‑medium sites, yard work, or farms where transport is needed.
  
• Ease of operation and maintenance: Smaller engine and lighter hydraulics mean lower fuel consumption, simpler maintenance, and easier handling compared to large loader rigs. For a small business owner doing occasional loader work, that’s a plus.
  
• Maneuverability: A small loader can navigate tighter spaces than larger machines. For landscaping, property maintenance, or work inside barns, yards or confined urban sites, that agility beats bigger loaders.
  

• Check tires (size and condition) — original tires may be worn out or replacements difficult to source.
  
• Examine hydraulic arms, cylinders and seals — leaks or worn seals may indicate years of maintenance neglect.
  
• Test loader cycles under light and moderate load — due to its light engine/hydraulic output, performance should match expectations (don’t expect heavy-duty lifting).
  
• Verify structural integrity — frame welds, mounting points, bucket mounts, any previous repairs. A small loader like 310 used improperly (overloaded, in rock, etc.) can suffer bending or structural stress.
  
• Confirm availability of spare parts — especially for hydraulics, bucket, pins/hinges, and wear items. Because of limited production, parts may be harder to find, so ensure you have a parts source before purchasing.