Origins of the Warco VD-900 and Its Wartime Connection
The Warco VD-900 grader is a rare and largely undocumented piece of earthmoving equipment believed to have originated from military surplus following World War II. The name “Warco” is often associated with Huber-Warco, a collaboration or branding lineage that traces back to the Huber Manufacturing Company, a well-known American firm specializing in road-building machinery since the late 1800s. During the war, Huber produced graders and maintainers for the U.S. Armed Forces, many of which were later sold through war asset liquidation programs to civilian contractors and farmers.
The VD-900 designation suggests a model built for heavy-duty grading, possibly self-propelled, though some variants may have been tractor-pulled. These machines were often powered by Hercules gasoline engines, a common choice for military-grade equipment due to their reliability and ease of maintenance in field conditions.
Design Characteristics and Operational Layout
While no official blueprint of the VD-900 is widely available, similar Huber-Warco graders from the 1940s featured:

• Long wheelbases with rear tandem drive axles
  
• Central blade assembly with manual or hydraulic lift arms
  
• Open operator stations with canopy or roll bar options
  
• Mechanical steering and gear-driven transmission systems
  
• Steel wheels or early pneumatic tires depending on terrain use
  

• Lack of serial number records or manufacturer documentation
  
• Confusion between Huber-Warco and other Warco-branded equipment
  
• Scarcity of original parts, especially engine components and blade linkages
  
• Limited photographic evidence or advertisements from the era
  

• Documenting oral histories from operators and mechanics
  
• Cataloging surviving units and their modifications
  
• Reproducing missing parts using CNC machining or 3D modeling
  
• Creating digital archives to consolidate scattered information
  

What Counts As Large Demolition Equipment
When people talk about “large demo equipment”, they usually mean machines that can tear down multi-story buildings, bridges and heavy industrial plants quickly and safely. These are not ordinary excavators or loaders with a different bucket bolted on, but purpose-built or heavily modified machines with:

• Operating weights often in the 50–200 ton class
  
• High-reach booms capable of 20–40 meters of vertical reach
  
• Specialized attachments such as hydraulic shears, concrete processors and heavy breakers
  
• Reinforced structures and extra counterweight to stay stable while working high or biting through thick steel
  

• Poor precision, especially in dense cities
  
• Massive dust, noise and vibration
  
• High risk if the building collapses unpredictably
  
• Difficulty separating recyclable materials
  

• High-reach demolition excavator
  • Tall multi-piece boom, often 25–40 m reach
    
  • Used to nibble buildings from the top down
    
  • Typically fitted with concrete crushers or shears
    
• Heavy standard-reach excavator
  • 30–80 ton class
    
  • Works at ground level breaking slabs, footings and walls
    
  • Uses breakers, pulverizers, grapples and buckets
    
• Material handler or long-front excavator
  • Equipped with rotating grapples
    
  • Dedicated to sorting and loading scrap and debris into trucks
    
  • High cab risers for visibility into trailers and stockpiles
    
• Dozers and wheel loaders
  • Push debris into piles
    
  • Maintain haul roads and building pads
    
  • Load loose material and manage fill
    
• Concrete crushers and mobile processing plants
  • Jaw or impact crushers on tracks or trailers
    
  • Turn demolished concrete into reusable aggregate
    
  • Help reduce disposal costs and truck traffic
    

• Hydraulic breakers
  • “Hammers” that deliver thousands of blows per minute
    
  • Used to break thick slabs, footings and rock
    
  • Large units can weigh several tons and require high oil flow
    
• Concrete crushers and pulverizers
  • Jaws that crush concrete and separate rebar
    
  • Fixed-jaw pulverizers are lighter and good for secondary breaking
    
  • Rotating pulverizers add flexibility for primary high-reach work
    
• Steel shears
  • Massive scissors for cutting beams, columns, tanks and rebar bundles
    
  • Essential for industrial plants and bridge demolition
    
• Sorting and demolition grapples
  • Multi-tine tools for picking, sorting and loading debris
    
  • Help reduce hand-sorting and improve recycling rates
    

• Several 50–80 ton excavators
  
• One or more high-reach machines in the 80–120 ton range
  
• A fleet of attachments worth millions of dollars, often more than the machines themselves
  

• Structural surveys
  • Engineers study drawings and inspect the building to understand load paths
    
  • Hazardous materials such as asbestos or lead must be removed first
    
• Collapse planning
  • Demolition sequence is designed to avoid unplanned collapses
    
  • Temporary bracing, exclusion zones and traffic control are defined
    
• Machine working envelopes
  • Maximum reach and allowable boom angles are set
    
  • Safe working zones are drawn on the ground and strictly enforced
    
• Dust, noise and vibration control
  • Water sprays to limit dust
    
  • Restricted work hours in residential areas
    
  • Vibration monitoring near sensitive structures
    

• One 100-ton high-reach excavator with a 36 m boom
  
• Two 50-ton excavators with pulverizers and grapples
  
• Several wheel loaders and trucks
  
• A mobile concrete crusher set up right in the former parking lot
  

• Tens of thousands of tons of concrete are turned into base material for new roads
  
• Hundreds of tons of rebar are shipped to a steel mill
  
• Traffic disruption is minimized because most material leaves as compacted recycled aggregate rather than loose rubble
  

• Building height and construction type
  • Tall reinforced concrete structures favor high-reach excavators
    
  • Low industrial plants with heavy steel may need more shears and loaders
    
• Site constraints
  • Tight urban sites may limit machine weight and transport routes
    
  • Nearby rail lines or utilities can restrict vibration and reach
    
• Recycling and environmental goals
  • Higher recycling targets may justify more processing equipment
    
  • On-site crushing can reduce truck trips by 20–40%
    
• Project schedule and budget
  • Large demo equipment has high hourly costs but can cut project duration significantly
    
  • Sometimes a smaller, more flexible fleet is more economical than one massive machine
    

• Hybrid and electric powertrains for reduced emissions and noise
  
• Remote control or semi-autonomous operation for high-risk tasks
  
• Smarter attachments with integrated sensors to monitor loads and cycles
  
• Modular boom systems that can quickly switch between high-reach, mass excavation and material handling configurations
  

The Caterpillar 416 and Its Transmission Architecture
The Caterpillar 416 backhoe loader, introduced in the mid-1980s, became a staple in construction and agricultural sectors due to its reliability, mechanical simplicity, and versatile performance. Manufactured by Caterpillar Inc., a global leader in heavy equipment, the 416 series sold extensively across North America and beyond. The model featured a mechanical shuttle transmission system, allowing operators to shift between forward and reverse without clutching—ideal for repetitive loader work.
The shuttle transmission uses hydraulic pressure to engage directional clutches. A selector lever sends signals to solenoids and valves that direct fluid to either the forward or reverse clutch pack. When functioning properly, the system allows seamless directional changes. However, age, wear, and internal component failure can disrupt this process.
Symptoms of Forward Gear Failure
Operators encountering forward gear failure typically report:

• No response when selecting forward gear
  
• Reverse gear engages normally
  
• High engine RPM required to force forward movement
  
• Hesitation or delay before forward gear engages
  
• Pressure readings show low forward clutch pressure
  

• Checking transmission fluid level and condition
  
• Replacing hydraulic filters to eliminate flow restriction
  
• Measuring clutch pressure at test ports: forward clutch pressure should exceed 100 psi at high idle
  
• Inspecting solenoids and wiring for continuity and proper function
  

• Remove the valve body carefully to avoid losing internal components
  
• Replace the broken spring with OEM or high-grade aftermarket part
  
• Inspect spool surfaces for scoring or sticking
  
• Reinstall with clean hydraulic fluid and new filters
  
• Test pressure readings post-repair to confirm clutch engagement
  

• Change transmission fluid every 500 hours
  
• Replace filters at recommended intervals
  
• Avoid prolonged high-RPM operation without load
  
• Train operators on proper gear selection and throttle use
  
• Monitor clutch pressure regularly during service
  

The Takeuchi TB260 and Its Hydraulic System
The Takeuchi TB260 is a 5.7-ton compact excavator introduced in the mid-2010s, designed for versatility in urban construction, utility trenching, and landscaping. It features a powerful Tier 4 Final engine, load-sensing hydraulics, and a two-speed travel system (commonly referred to as “rabbit” and “turtle” modes). Takeuchi, a Japanese manufacturer with a strong global presence, is known for pioneering the compact excavator market in the 1970s. The TB260 has been praised for its smooth controls, robust build, and efficient hydraulic performance.
Symptoms of Slow Track Speed
Operators have reported that the TB260 sometimes exhibits unusually slow travel speed, regardless of whether the machine is in high-speed (rabbit) or low-speed (turtle) mode. Interestingly, when the operator simultaneously moves the boom or stick while traveling, the track speed increases noticeably. This behavior suggests that the issue is not mechanical but rather related to hydraulic control logic or pressure signaling.
Understanding Load Sensing and Travel Speed Control
The TB260 uses a load-sensing hydraulic system, which adjusts pump output based on demand. A pressure compensator and load-sensing valve work together to ensure that the pump delivers only the flow and pressure required for the current operation. Travel speed is controlled by a solenoid valve that shifts the travel motor between high and low displacement modes.
When the machine is in travel mode, the system expects a certain pressure threshold to be met before engaging high-speed travel. If the system does not detect sufficient load or signal pressure, it may default to low-speed mode—even if the operator has selected high-speed.
Possible Causes of the Issue
Several factors could contribute to the slow track speed:

• Faulty travel speed solenoid: If the solenoid is weak or sticking, it may fail to shift the travel motor into high-speed mode.
  
• Low pilot pressure: Insufficient pilot signal pressure may prevent the travel valve from fully opening.
  
• Hydraulic filter restriction: A partially clogged filter can reduce flow and delay pressure buildup.
  
• Electrical signal conflict: The control logic may not be receiving a clear signal to engage high-speed travel.
  
• Load-sensing line issue: A blocked or leaking load-sensing line can prevent the pump from stroking up properly.
  

• Measure pilot pressure at the travel control valve during operation
  
• Check voltage and continuity at the travel speed solenoid
  
• Inspect and replace hydraulic filters if due
  
• Test the load-sensing line for blockage or leaks
  
• Review the machine’s control logic using a diagnostic tool or service manual
  

Understanding Dozer Behavior On Slopes
Videos of crawler dozers backing down very steep slopes often trigger the same reaction from operators and spectators alike: “Is that safe, or are they crazy?” At first glance, seeing a 20–25 ton machine walking backwards down a hill looks like a stunt. In reality, there is sound physics, traction behavior, and operating practice behind it, even if the exact method varies by region, brand, and operator training.
On a steep grade, the dozer’s center of gravity, ground conditions, and drive train layout all determine whether forward or reverse travel is safer. The machine is designed so that its weight is concentrated low and between the tracks, but once the slope exceeds roughly 30–35 degrees, small changes in soil strength or operator input can make a big difference in stability and control. Field videos of dozers descending aggressively cut slopes or fill faces have driven a lot of discussion about the “right” way to do it, and why some operators prefer backing down rather than driving forward.
Physics Of A Dozer On A Steep Hill
To understand the behavior, it helps to break down the basic forces at work. A crawler dozer on a slope is dealing with three key elements:

• Gravity pulling its mass straight down the hill
  
• Track traction resisting sliding
  
• The powertrain and braking systems trying to regulate speed
  

• The blade is uphill, where it can be quickly dropped to act as a brake or anchor if the machine starts to slide.
  
• The sprockets and final drives on many dozers are positioned toward the rear, meaning backing down loads the drive end differently and sometimes improves bite in certain soils.
  
• When pushing material up the slope, operators naturally end up facing uphill. Backing down avoids having to turn the machine on a steep face.
  
• In some jobs, backing down allows more precise placement of the machine relative to the edge of a fill or the toe of a slope.
  

• Moist clay providing great traction one moment and turning into “grease” after a light rain
  
• Compacted fill holding fine at 30 degrees but failing suddenly after a truck backs too close to the edge
  
• Rock fill with voids allowing the surface to crust over and then collapse under load
  

• Keep working slopes under 1.5:1 (about 34°) for routine dozer work
  
• Limit ripping or heavy pushing on anything steeper than 2:1 (about 27°) unless supervised and soil conditions are well known
  
• Avoid turning on the face of a slope where possible; instead, work up or down and turn on flatter benches
  

• Powershift and torque converter machines rely on engine braking and hydraulic retarder effect when descending. When the machine is in gear and the engine is held at higher rpm, the torque converter and transmission can retard motion to some degree. However, if the operator selects too high a gear, or shifts at the wrong time on a steep face, the machine can surge or “run away” momentarily.
  
• Hydrostatic drive dozers can offer more precise speed control because the engine drives hydraulic pumps that independently power each track motor. When descending, operators can use the hydrostat to hold low speeds very accurately. However, if the operator snaps the controls or releases them suddenly, the change in braking torque can unsettle the machine.
  

• Select a low gear before starting the descent
  
• Maintain moderate rpm to maximize engine braking
  
• Avoid shifting gears on the slope unless absolutely necessary
  
• Use service brakes gently and avoid “stabbing” them, which can break traction
  

• A drag brake when lightly feathered into the soil
  
• A parking brake in an emergency, dropped hard and deep into the cut
  
• A “catch” if the machine begins to slide sideways; angling and dropping the blade may help arrest the slide
  

• Facing downhill gives you the clearest view of what you’re driving into: obstacles, soft spots, buried pipes, or the edge of a fill.
  
• Backing downhill usually means relying on mirrors, looking over your shoulder, or feeling for changes in track behavior. That can be tiring and less precise.
  

• Confirm maximum safe slope from the manual and stay well below that angle in routine work.
  
• Avoid turning on slopes; climb or descend straight.
  
• Use seat belts, ROPS and FOPS at all times.
  
• Keep the blade low when moving on slopes to lower the center of gravity.
  

• Working on uncompacted fill near the edge
  
• Unexpected soft zones due to buried trash, voids or water
  
• Attempting to turn across the slope rather than straight up/down
  
• Underestimating the effect of rain or snow on an otherwise stable slope
  

• Evaluate the slope first
  • Check soil type, moisture, compaction and whether the slope is natural ground or fill.
    
  • Identify any buried utilities, culverts or voids.
    
• Set machine limits
  • Use manufacturer recommendations as a hard ceiling.
    
  • Establish a more conservative internal limit for routine work.
    
• Plan the travel pattern
  • Minimize turning on slopes; instead, climb or descend straight and turn on flatter ground.
    
  • Decide in advance whether the job will be worked mostly uphill, downhill, or by benching.
    
• Use the drivetrain properly
  • Select a low gear before descending; keep rpm in the range that provides strong engine braking.
    
  • Avoid shifting or freewheeling on the slope.
    
• Manage the blade
  • Keep it low for stability.
    
  • Use it as a drag brake if conditions allow.
    
  • Be ready to drop it as an anchor if you feel the machine starting to slide.
    
• Respect fatigue and visibility
  • Don’t push your comfort zone on long shifts; steep work is physically and mentally demanding.
    
  • Ensure good lighting and clear windows when working in low visibility.
    

The Case 580C and Its Mechanical Backbone
The Case 580C tractor-loader-backhoe (TLB), introduced in the late 1970s, was a continuation of Case’s successful 580 series. Known for its rugged design and mechanical simplicity, the 580C featured a mechanical transmission, hydraulic loader and backhoe systems, and a differential lock mechanism that allowed both rear wheels to engage simultaneously for improved traction. Case Construction Equipment, a division of CNH Industrial, has long been a staple in the North American heavy equipment market, with the 580 series selling in the tens of thousands over its production run.
Understanding the Cross Shaft and Differential Lock System
At the heart of the 580C’s rear axle assembly lies the cross shaft—a horizontal steel shaft that connects the differential side gears and enables the locking collar to engage both axles. When the differential lock is activated, the collar slides over the cross shaft, locking the left and right axle shafts together. This mechanism is crucial for maintaining traction in muddy or uneven terrain.
The cross shaft is housed within the transaxle and is supported by bearings and bushings. It interfaces with the crown wheel and bull gears, making it a load-bearing component subject to torque stress. Over time, especially under heavy use or poor lubrication, the shaft can crack or shear, rendering the differential lock inoperable and potentially compromising axle alignment.
Symptoms and Initial Inspection
When the cross shaft breaks, operators may notice:

• The differential lock pedal moves freely but has no effect
  
• One rear wheel spins while the other remains stationary under load
  
• Metallic debris or fragments in the transaxle oil
  
• Difficulty maintaining straight-line traction in soft ground
  

• Remove the rear floor panel to access the top cover of the transaxle
  
• Extract the crown wheel and bull gear assembly
  
• Slide the cross shaft out through the top opening
  
• Inspect the side gears, locking collar, and bearings for collateral damage
  
• Replace any worn or damaged components
  
• Reassemble with proper torque specifications and fresh gear oil
  

• Regularly inspect and lubricate the differential lock mechanism
  
• Avoid engaging the lock under high torque or wheel spin conditions
  
• Change transaxle oil every 500 hours and check for metal particles
  
• Monitor pedal resistance and responsiveness during operation
  

Background on the Bobcat S510 and Its Electrical System
The Bobcat S510 is a mid-frame skid steer loader launched in the early 2010s as part of Bobcat’s M-series compact equipment family. It typically comes with a rated operating capacity around 1,850–1,900 lb, and thousands of units have been sold worldwide as a popular choice for construction, agriculture, rental fleets, and landscaping work.
Like most modern skid steers, the S510 uses a 12-volt electrical system with multiple safety interlocks, control modules, and a multi-position ignition or starter switch. This switch is more than a simple “on/off” key; it has several positions, often including:

• Off
  
• Auxiliary / accessories
  
• Run / preheat
  
• Start
  

• A wiring diagram
  
• A service or repair manual
  
• Clear pictures of the back of the switch with wires in the correct locations
  

• Electrical system descriptions
  
• Complete wiring diagrams
  
• Connector pinouts
  
• Component locations
  
• Diagnostic procedures and test values
  

• Key or starter switch with labeled terminals (e.g., BATT, ACC, RUN, START)
  
• Power feed from the battery or fuse panel
  
• Circuits feeding control modules, instrument cluster, and safety systems
  
• Start signal going to a starter relay or solenoid
  

• Identify each wire color and its circuit function
  
• Match each wire to the correct position on the four-position switch
  
• Verify that the terminal markings on the switch matched the diagram
  
• Reattach the wires properly and test operation
  

• One heavy gauge wire bringing fused battery power to the switch (BATT or 30)
  
• One or more outputs for accessories and control power (ACC or IGN)
  
• A dedicated output to energize the preheat or run circuit
  
• A spring-return “START” terminal that sends power to a starter relay or solenoid
  

• Swapping ACC and IGN feeds can power the wrong circuits at the wrong time
  
• Feeding power directly to the start circuit without proper interlocks can bypass safety switches
  
• Mis-routing power into a data line or control module can damage expensive electronics
  

• Electronic control modules
  
• CAN bus communication on some configurations
  
• Complex safety circuits for seat bar, seat switch, and auxiliary hydraulics
  
• Engine protection features for oil pressure, coolant temperature, and so on
  

• No-start conditions
  
• Random warning lights
  
• Failure of safety functions
  
• Hard-to-trace intermittent faults
  

• Identify the machine precisely
  • Record model, serial/PIN, and model year.
    
  • Note any optional equipment that may affect wiring (AC, deluxe instrumentation, etc.).
    
• Obtain proper documentation
  • Purchase or access the factory service manual or at least the electrical section.
    
  • Avoid relying solely on partial online diagrams or “similar model” layouts.
    
• Label and inspect the harness
  • Examine each wire for printed circuit codes and colors.
    
  • Check the harness for previous splices, burnt insulation, or non-original connectors.
    
• Match terminals and circuits
  • Identify the switch terminals by the markings on the plastic or metal body.
    
  • Using the diagram, match each wire to its appropriate terminal by function, not just by guessing color.
    
• Test step by step
  • Before fully reassembling, test each key position with a multimeter.
    
  • Confirm that “OFF” truly cuts power, “RUN” feeds the correct systems, and “START” energizes the starter relay only when turned fully.
    
• Secure and protect
  • Use proper connectors or terminals as specified in the manual.
    
  • Ensure strain relief so wires are not easily pulled off again.
    

• Three wires twisted together and taped
  
• One large battery feed wire dangling loose
  
• The start terminal shorted directly to a small control wire
  

• A large population of machines still working on job sites and farms
  
• High demand for service information and parts
  
• A steady flow of machines into the used market and independent shops
  

• Buy the manual early
  The cost of an official service manual is usually trivial compared to a day of lost downtime or a fried control module.
  
• Do not rely on memory or guessing
  Even if you have “only four wires and four terminals,” one wrong connection can bypass safety interlocks or damage electronics.
  
• Document your work
  When you repair or modify wiring, note what you did. Future technicians including your future self will thank you.
  
• Respect the starter switch as a safety component
  It is not just a key that turns the engine; it controls power to safety circuits and essential systems.
  
• Encourage best practices in the used market
  When buying or selling used skid steers, ask about manuals, wiring integrity, and whether any harness modifications have been done. Machines with untouched, correctly documented wiring generally hold value better and have fewer hidden problems.
  

The MF200 Crawler and Its Mechanical Legacy
The Massey Ferguson MF200 crawler was introduced in the 1960s as a compact, rugged tracked tractor designed for light construction, land clearing, and agricultural tasks. Built during a time when mechanical simplicity was prized, the MF200 featured a dry steering clutch system and mechanical final drives. Massey Ferguson, a company with roots tracing back to the 19th century, was known for its durable agricultural and industrial equipment. The MF200 was never mass-produced in the same volumes as its wheeled counterparts, but it earned a reputation for reliability in tough terrain.
Understanding the Steering Clutch System
The MF200 uses a pair of dry steering clutches—one for each track—to allow the operator to disengage power to either side and steer the machine. These clutches are housed within the final drive compartments and are actuated via mechanical linkages. Over time, especially in machines that sit idle for extended periods, these clutches can seize due to:

• Corrosion from moisture ingress
  
• Friction disc adhesion caused by rust or oil contamination
  
• Lack of use, which allows the clutch plates to bond together
  
• Deteriorated seals, leading to oil leakage and contamination
  

• Removing the track and final drive cover
  
• Extracting the clutch pack
  
• Cleaning or replacing the friction discs and pressure plates
  
• Inspecting the throwout bearing and linkage for wear
  

• Operate the machine regularly, even if only for short periods
  
• Store the crawler under cover or use tarps to reduce moisture exposure
  
• Apply rust inhibitors or fogging oil into the clutch housing during long-term storage
  
• Ensure all seals are intact to prevent water ingress
  

I understand that people in the English-speaking world pay a lot of attention to engine numbers and VINs. Many consider them the primary way to verify authenticity. This is likely influenced by heavy equipment forums. Most visitors there are English-speaking users, mainly from North America. In North America, laws around used equipment are strict, so just checking the serial number can usually tell you the full history of a machine.

But that doesn’t apply in China. Chinese buyers generally don’t care much about serial numbers. There are significant legal and cultural differences. So when you’re buying an excavator from China, you might feel like no company is fully honest.

This is a real-life example of the “Ship of Theseus” paradox.

The ship wherein Theseus and the youth of Athens returned had thirty oars, and was preserved by the Athenians down even to the time of Demetrius of Phalerum; for they took away the old planks as they decayed, putting in new and stronger timber in their place, so that the ship became a standing example among the philosophers, for the logical question of things that grow; one side holding that the ship remained the same, the other contending that it was not the same.

If an excavator has had every component replaced except the main body, engine, and hydraulic system, and the engine number and VIN look authentic, is it still the original machine? Is it real, fake, or a grey?

In China, excavators are used to their maximum value. When they are resold for the first time, they often look dirty and worn, which hurts sales. So used equipment companies refurbish them. Some tell customers it’s a refurbished machine, while others present it as nearly brand new. You’ve probably seen this: young salesgirls often say “it’s almost new.” They might not even know the full history—they just repeat what their boss instructed.

If you only trust the engine number and VIN, that’s fine. I could find a complete record in a database, paste it, take a few photos, and tell you: “This is a 2024 nearly-new machine.” You, thinking like an American, would probably say, “Perfect, that works.” But in reality, it could be a 2010 machine with 20,000 hours of use. Does that make sense?

Typically, refurbished excavators are fully restored to perform like new machines—good-looking, stable, and high-performing. As a working machine, shouldn’t actual performance and reliability matter more than the VIN? That’s what Chinese buyers focus on.

I’ve noticed a problem: the more truth I tell customers, the more anxious they get. Some go digging on Alibaba or Facebook, searching for their ideal “original machine.” But when they send me the photos, none of them are truly original—they’re all refurbished. And then they continue searching, over and over.

If telling the truth creates more anxiety, I sometimes question whether it’s worth it.

I always emphasize: the only real way to verify an “original machine” is to compare the original purchase invoice with the excavator’s actual condition. That’s what I do for a living—I can help you with that.

But here’s the catch: when I help refurbish an original machine, some parts will inevitably be replaced, and it will get a fresh coat of paint. Then it’s back to the “Ship of Theseus” paradox. At that point, is it still original in your mind, or not?

If you want the truth, I’ve told it to you, and the truth can be harsh and hard to accept. This is essentially a cultural or philosophical question. If you keep obsessing over it, it’s exhausting. Let me stress again: there is no truly “original machine.” Important enough to repeat three times: all are refurbished, all are refurbished, all are refurbished!

If you care more about stability and usability, I think we’ll have a lot more common ground.

If you buy from me, I’ll help you source a used machine from the ground up, refurbish it starting from the original, and it will still be cheaper than most stock machines. If you’re considering a machine on Alibaba and are unsure about its reliability, I can inspect it and tell you the true condition. I help remove that worry.

So before buying a used excavator, consider what matters most to you. If you accept the reality of the Chinese market, just pick a machine you like and bring it home to work. If you can’t accept it, you might buy locally or from Japan or Thailand—but even then, some machines may originate from China. Japanese and Thai sellers often proudly tell you: “It’s original.”

When you relentlessly chase the “truth,” you’ll eventually see that what I’ve told you is the truth. And no matter what, after telling you the truth, I can also help solve the problems. Every issue has a solution.

Don’t be too hard on yourself.

I’m Mike Phua.

Overview of the TL130 Hydraulic System
The Takeuchi TL130 is a compact track loader with a 10.6-gallon hydraulic reservoir.  Its hydraulic circuit draws fluid through a suction strainer (also called a pick-up screen) inside the tank, which prevents large contaminants from being drawn into the system. Over time, this strainer may need replacement due to clogging or damage, especially when servicing or replacing hydraulic filters. According to user reports, a TL130’s tank holds around 10 gallons of fluid.

Why Replace the Suction Strainer

• Contaminant buildup: Over many hours of operation, the strainer catches dirt or metal particles.
  
• Risk of collapse or deformation: If flow is too restricted, the strainer could deform under suction.
  
• Recovery from a major hydraulic service: When changing filters or returning fluid, it’s a good practice to clean or replace the strainer to protect the new filter.
  
• Maintenance precaution: A clean strainer helps ensure proper pump suction and reduces the risk of cavitation (air ingestion).
  

1. Gather Tools and Parts
   • The TL130 workshop manual provides proper torque specs, warns to clean all O-ring grooves, and indicates how to drain and refill.
     
   • Replacement parts: O-rings (recommended to replace), strainer assembly, and possibly hydraulic filters.
     
   • Recommended maintenance kits include:
     • Cross‑Filters Maintenance Kit for TL130
       
     • Hero Maintenance Filter Kit for TL130
       
     • Takeuchi Hydraulic Filter 1551000520
       
2. Drain Hydraulic Fluid
   • Because the TL130’s suction strainer is mounted at the bottom of the tank, simply opening the tank cap will not prevent fluid spillage.
     
   • Use a drain pan capable of holding ~10 gallons to catch the fluid.
     
3. Ventilation and Cleanliness
   • Work in a clean area. Dirt entering the tank defeats the purpose of replacing the strainer.
     
   • Have lint-free rags and a mild solvent or clean hydraulic fluid on hand to wipe parts and seating surfaces.
     

1. Remove the Old Strainer
   • After draining, access the strainer at the bottom of the tank.
     
   • Use an appropriately sized wrench (users report a 2.5" wrench may be needed) to unscrew the strainer housing.
     
   • Carefully lift the strainer so fluid residue does not spill.
     
2. Inspect and Replace Seals
   • Replace the two #12 O-rings from the parts diagram. Several operators strongly recommend using fresh O-rings to prevent leaks or weeping later.
     
   • Clean the O-ring grooves thoroughly.
     
3. Install the New Strainer
   • Insert the new strainer into the tank, making sure it seats correctly.
     
   • Tighten the housing to the torque specification given in the service manual.
     
4. Refill and Bleed the System
   • Refill the tank with approximately 10 gallons of clean hydraulic fluid (matching your previous fill spec or manufacturer recommendation).
     
   • To avoid cavitation or pump damage during startup, use a method to “help” the pump pick up fluid:
     • One recommended trick: apply ~2 psi of air pressure into the tank while cranking a hydraulic function slowly (e.g., lift or tilt) to assist suction.
       
     • Alternatively, loosen a return or pilot line fitting until fluid starts flowing steadily, then tighten back before full operation.
       
   • Run the engine at low idle and cycle boom/arms several times to purge air. According to Takeuchi manual, extend/contract cylinders 4–5 times while lightly loaded to bleed cylinders.
     

• Fluid loss: Expect more fluid loss than just the “tank” volume because fluid in hoses and pump may also drain.
  
• Strainer screen checks: If the removed strainer is heavily clogged but the machine still ran, consider increasing the frequency of hydraulic fluid changes or adding a secondary suction filter in the future.
  
• O-ring selection: If Takeuchi parts are unavailable, measure the old O-rings carefully (width, inner diameter) and match with equivalent aftermarket parts.
  
• Avoid cavitation: Do not run the hydrostatic pump dry after replacing the strainer—insufficient suction or poor priming can damage the pump.