The Legacy of the Clark Michigan 45C
The Clark Michigan 45C wheel loader was a staple in mid-sized construction and aggregate operations during the 1970s and 1980s. Built by Clark Equipment Company, a pioneer in heavy machinery since the early 20th century, the 45C was designed for reliability and power in material handling. With an operating weight around 25,000 pounds and powered by a Cummins diesel engine, it featured a powershift transmission and planetary axles, making it capable of handling rugged terrain and heavy loads.
Despite its robust construction, decades of use can lead to mechanical and hydraulic issues, particularly in the drivetrain. One of the more frustrating problems is when the loader starts and runs but refuses to move in either forward or reverse.
Initial Symptoms and Operator Observations
Operators encountering this issue typically report:

• Engine starts and idles normally
  
• Transmission oil levels appear correct
  
• Gear selector moves into forward or reverse without resistance
  
• No movement in either direction
  
• No unusual noises or grinding from the transmission
  

• A torque converter
  
• Forward and reverse clutch packs
  
• A transmission control valve
  
• A hydraulic pump driven by the engine
  
• A transmission oil filter and suction screen
  

• Clogged suction screen: Debris in the transmission oil pan can block the suction screen, starving the pump of fluid.
  
• Low or aerated transmission fluid: Even if the dipstick reads full, foaming or contamination can reduce pressure.
  
• Failed transmission pump: A worn or damaged pump may not generate sufficient pressure to engage clutches.
  
• Stuck or worn clutch packs: If the forward or reverse clutch is damaged or seized, the loader will not move.
  
• Faulty control valve or linkage: If the gear selector linkage is misaligned or the valve is stuck, the transmission may not receive the correct signal.
  

• Check transmission fluid condition—look for discoloration, burnt smell, or foaming
  
• Remove and clean the suction screen located in the transmission oil pan
  
• Replace the transmission filter and refill with fresh oil
  
• Test hydraulic pressure at the transmission test ports using a gauge
  
• Inspect the gear selector linkage for play or misalignment
  
• If pressure is low, remove and inspect the transmission pump for wear or broken gears
  

• Change transmission fluid and filters every 500 hours
  
• Inspect and clean the suction screen annually
  
• Use only manufacturer-recommended hydraulic oil
  
• Warm up the machine before operating in cold weather to ensure proper fluid flow
  
• Monitor for early signs of clutch slippage or delayed engagement
  

Introduction to Crusher Wear Parts
Crusher wear parts, such as jaw plates, blow bars, cone liners, and bowl liners, are critical components in mining, quarrying, and aggregate production. These parts are subject to extreme abrasion, impact, and compressive forces, making durability and material quality essential. Major manufacturers like JYS Casting have developed specialized foundries to produce these parts with various casting methods tailored to specific part requirements and production volumes.

Sand Casting

• Sand casting, or sand-molded casting, uses sand as the mold material with clay or other binders to hold the shape.
  
• Over 70% of metal castings are made using sand casting due to its cost-effectiveness and refractory strength for steel and iron.
  
• The sand is compacted around patterns to form the mold cavity, creating large components with tolerances generally within ±5 mm.
  
• Suitable for large wear parts like jaw plates and cone liners that require minimal finishing.
  
• Advantages include long wear life, often exceeding 20% longer than other casting methods for abrasive components.
  
• Limitations are lower dimensional precision and surface finish compared with advanced casting methods.
  

• Lost-foam casting (LFC) uses foam patterns that evaporate when molten metal is poured, replacing investment casting wax.
  
• Ideal for complex geometries and intricate designs without the need for cores.
  
• Provides excellent dimensional accuracy and surface finish, with minimal draft requirements and no parting lines.
  
• Allows consolidation of multiple components into one piece, reducing assembly.
  
• Lower operational costs compared to traditional investment casting due to fewer process steps.
  
• Disadvantages include high initial pattern costs for low-volume production and the fragile nature of foam patterns.
  

• V Method, also known as vacuum or V casting, uses a vacuum to compact dry sand around a pattern covered with a plastic film.
  
• Steps include:
  • Installing upper and lower templates
    
  • Baking and applying vacuum to compact the sand
    
  • Sand vibration and calibration
    
  • Casting under controlled vacuum conditions for precise solidification
    
  • Shakeout and cleaning of castings
    
• Provides high dimensional accuracy and dense, wear-resistant castings.
  
• Suitable for medium-to-high precision wear parts that require consistency under extreme operational loads.
  

• Part size and complexity: Large, simple parts favor sand casting; intricate or thin-walled parts favor lost-foam or V method.
  
• Production volume: Sand casting is cost-effective for high-volume, low-precision parts; lost-foam and V method are better for moderate volumes with tighter tolerances.
  
• Wear life requirements: All methods can produce durable parts, but V method and sand casting often yield superior abrasion resistance.
  
• Post-processing needs: Sand casting may require minor machining, while lost-foam often needs less finishing due to surface quality.
  

• Inspect patterns and molds for defects before casting to minimize rework.
  
• Ensure proper material selection and heat treatment for the alloy to maximize wear resistance.
  
• Consider production volume and precision requirements when choosing a casting method.
  
• Maintain foundry equipment, including sand reclamation, foam pattern cutting, and vacuum systems, to ensure consistent part quality.
  

The John Deere 648GIII and Its Forestry Role
The John Deere 648GIII is a grapple skidder designed for demanding forestry operations. Built for durability and power, it features a turbocharged diesel engine, torque converter transmission, and heavy-duty axles. Its primary role is to drag felled logs from the forest to landing zones, often in rugged, muddy, or snow-covered terrain. The GIII series introduced improvements in operator comfort, electronic controls, and traction systems over its predecessors, such as the 540B.
Electronic Throttle Loss and Intermittent Idle Lock
One of the more perplexing issues reported with the 648GIII is the sudden loss of throttle response. The machine may start and idle normally, but when the operator attempts to accelerate or shift into gear, the engine remains stuck at idle. Interestingly, toggling the shifter between forward and reverse sometimes restores throttle function temporarily.
This behavior is often linked to the electronic throttle control system, which includes an accelerator pedal position sensor (APPS) and a programmable control module (PCM). The APPS is mounted within the foot pedal assembly and is protected by a rubber boot. If this boot becomes torn or degraded, dirt and moisture can infiltrate the sensor, disrupting voltage signals to the PCM. Since the circuit remains intact, no diagnostic trouble codes (DTCs) are triggered, making the issue harder to detect.
Recommended Fixes for Throttle Malfunction

• Inspect the rubber boot on the accelerator pedal for tears or contamination
  
• Clean or replace the APPS if dirt intrusion is found
  
• Check the two-wire connector at the injection pump for loose terminals
  
• Retension the terminals and twist the harness slightly to maintain contact
  
• Monitor voltage output from the APPS using a multimeter (typically 0.5V at idle to 4.5V at full throttle)
  

• Chain design: Bear paw chains are known to pack with mud and lose their self-cleaning ability when new.
  
• Tire width: Wider 28L tires distribute weight over a larger area, reducing ground pressure and bite.
  
• Chain tension: Overly tight chains may not flex enough to shed mud, exacerbating slippage.
  

• Allow bear paw chains to wear in naturally, which improves their ability to self-clean
  
• Consider switching to diamond, double-diamond, or diamond-and-a-half chains for better mud performance
  
• Reduce chain tension slightly to promote flex and mud ejection
  
• Evaluate tire choice—some operators report better traction with narrower 23.1 tires in soft ground
  

Situation Overview
A 304C CR mini‑excavator owner shared that, after about 3,000 hours, they’re preparing to put on a new track set. Naturally, they’re wondering whether to replace the drive sprockets, specifically the OEM part 158‑4795, at the same time. They also questioned whether OEM sprockets are meaningfully better than aftermarket alternatives—and noted that their parts quote included new washers for the sprocket bolts, but not the bolts themselves.
According to advice from a seasoned technician, the existing sprockets still have life left, and replacement may not be necessary if wear is minimal.
Here are the key technical, cost, and maintenance considerations, along with recommendations based on this case and best practices.

Technical Considerations

• Sprocket Wear vs. Track Life
  • At around 3,000 hours, a drive sprocket may or may not be significantly worn depending on operating conditions, track tension, and environment.
    
  • Replacing sprockets too early leads to unnecessary cost, while replacing too late can accelerate wear on new track shoes.
    
• Bolt and Washer Strategy
  • The sprocket in question uses 9 bolts.
    
  • The technician noted these particular bolts are not “torque-turn” (i.e., not single‑use stretch bolts), meaning they can, in theory, be reused if in good condition.
    
  • Washers were included possibly because they’re more likely to get crushed or distorted under load compared to the bolts themselves.
    
• OEM vs Aftermarket
  • OEM parts (like Caterpillar) often offer guaranteed fit, hardness, and quality—but typically at a higher price.
    
  • Aftermarket sprockets can be quite good if made from high‑quality steel and properly hardened. Choosing them requires careful sourcing.
    

1. Premature Track Wear
   • A worn sprocket tooth profile can “bite” new shoes incorrectly, reducing the life of the new tracks.
     
2. Noise and Vibration
   • Mismatched or worn sprocket geometry may cause increased track noise or vibration.
     
3. Bolt Fatigue
   • Reusing old fasteners without checking integrity may eventually lead to bolt fatigue or loosening under cyclical load.
     

• Sprocket teeth still have good profile, without rounding or chipping.
  
• Bolt condition is verified (no corrosion or stretch).
  
• The cost of new OEM sprockets outweighs perceived benefit and wear rates are moderate.
  
• Track replacement is not “life-of-machine” but scheduled maintenance.
  

• Perform a visual inspection of sprocket teeth for wear, pitting, or rounding.
  
• Check bolt condition: remove a few, inspect for stretch or fatigue, and torque-test at reassembly.
  
• If reusing bolts, replace washers (as was quoted) to ensure a good seat and avoid loosening.
  
• If buying new sprockets, consider both OEM and high-quality aftermarket options, based on cost and availability.
  

• CAT 304 Track Sprocket (304‑1916) – OEM‑spec, bolt-on, proven durability.
  
• CAT 304 Track Sprocket – 19‑tooth – Variant with a different tooth count for specific applications.
  
• ES SPROCKET SP140 for CAT 303/304 – Aftermarket, suitable for certain 304 series machines.
  
• CAT 304 E2 CR Replacement Sprocket (PN 264‑5371) – Designed for newer 304E2CR; check compatibility.
  

• Regularly inspect track tension and adjust to spec to preserve sprocket and track life.
  
• Drain final-drive gear oil periodically: low or contaminated oil can lead to wear on the drive motor seals, which may affect sprocket function.
  
• Perform a daily undercarriage visual check, especially after working in abrasive or muddy environments, to catch early wear or damage.
  

The Evolution of Wheel Loaders Beyond Earthmoving
Wheel loaders have long been associated with traditional tasks like loading aggregate, moving soil, and stockpiling material. Developed in the mid-20th century, these machines evolved from basic front-end shovels into sophisticated hydraulic systems with articulated steering, quick couplers, and advanced telematics. Manufacturers like Caterpillar, Volvo, Komatsu, and John Deere have refined their designs to meet the demands of mining, construction, and agriculture. With global sales exceeding 150,000 units annually, wheel loaders are among the most versatile machines in the heavy equipment sector.
Yet, beyond their conventional roles, operators and contractors have discovered a surprising range of alternative applications that showcase the loader’s adaptability and mechanical ingenuity.
Snow Management and Ice Control
In northern climates, wheel loaders are indispensable for snow removal. Equipped with high-capacity snow buckets or plow blades, they clear parking lots, airport runways, and city streets. Some municipalities retrofit loaders with salt spreaders or brine tanks, turning them into mobile de-icing units. Their weight and traction outperform pickup trucks in deep snow, and their visibility from the cab allows precise control near curbs and obstacles.
Landscaping and Site Preparation
Wheel loaders are increasingly used in landscaping for tasks such as:

• Grading and leveling large areas
  
• Transporting sod, mulch, and decorative rock
  
• Digging shallow swales or drainage paths
  
• Compacting loose fill with smooth buckets
  

• Steel beams and rebar
  
• Palletized goods
  
• Bulk waste and demolition debris
  
• Large tires and machinery components
  

• Loading silage and feed into mixers
  
• Transporting hay bales with spear attachments
  
• Cleaning livestock pens
  
• Building berms and irrigation ditches
  

• Using the bucket as a mobile workbench for welding repairs
  
• Transporting portable toilets across job sites
  
• Lifting water tanks for gravity-fed systems
  
• Acting as a counterweight for crane operations
  
• Serving as a platform for drone launches or camera rigs
  

JLG 40HA Model Overview
The JLG 40HA is a self-propelled aerial work platform (AWP) designed for rough-terrain access and high-reach tasks. Introduced in the early 2000s by JLG Industries, a company founded in 1969 in McConnellsburg, Pennsylvania, the 40HA became part of the company’s hydraulic articulating and telescopic boom lift line. JLG has historically sold tens of thousands of boom lifts worldwide, dominating the North American market for rough-terrain lifts alongside competitors such as Genie and Skyjack.
Key specifications of the 40HA include:

• Engine: Diesel, 48–60 hp depending on model year
  
• Maximum working height: ~40 ft
  
• Maximum horizontal outreach: ~20 ft
  
• Operating weight: ~10,500–11,000 lb
  
• Hydraulic system: dual-pump setup for drive and boom functions
  
• Drive system: 4-wheel rough-terrain with oscillating axles for uneven surfaces
  

• Engine cranking normally but failing to maintain idle
  
• Occasional surging or uneven RPM
  
• Engine stopping when hydraulic loads were applied, such as lifting the boom
  
• No abnormal noise from mechanical components
  

• Fuel filters: Inline primary and secondary filters to remove sediment and water
  
• Fuel lines and primer bulb: Manual priming is required after filter changes or if air enters the lines
  
• Fuel injection pump: Delivers fuel under high pressure to injectors
  

• Water or debris in the fuel filters
  
• Air trapped in the lines after maintenance
  
• Collapsed or hardened primer bulbs
  

• Replacing primary and secondary fuel filters with OEM-spec components
  
• Bleeding the fuel system carefully to remove air
  
• Ensuring the fuel tank is clean and free of water or sediment
  
• Inspecting fuel line clamps and connections for leaks or cracks
  

• Air filter condition: Clogged air filters reduce airflow, causing rough running and surging
  
• Turbocharger (if equipped): Oil or carbon deposits can reduce boost or airflow
  
• Sensors: Intake air temperature (IAT) or manifold pressure sensors can affect fuel delivery via the engine control module (ECM)
  

• Cleaning or replacing air filters according to hours of operation
  
• Checking turbocharger and hoses for leaks or oil coking
  
• Testing sensors with a multimeter or scan tool to confirm proper voltage and response
  

• It may indicate the engine is operating at or below minimum torque for the hydraulic demand
  
• Potential causes include restricted fuel flow, clogged air intake, or engine wear
  
• Engine governors or electronic controls may limit RPM if sensors detect abnormal conditions
  

• Running the engine with boom unloaded and noting RPM stability
  
• Gradually applying hydraulic functions to observe any RPM drop or stalling
  
• Measuring fuel and hydraulic pressures to ensure system is within spec
  

• Loose battery or ground connections
  
• Faulty ECM signals
  
• Wiring harness damage from vibration or rodent activity
  

• Cleaning and tightening battery terminals and ground straps
  
• Inspecting ECM connectors for corrosion or oil contamination
  
• Verifying all relevant fuses and relays are functional
  

• Change fuel filters every 250–500 hours depending on diesel quality
  
• Inspect air filters every 100 hours and replace or clean as needed
  
• Maintain a clean and vented fuel tank to prevent air locks
  
• Check battery, wiring, and ECM connections regularly
  
• Monitor hydraulic oil cleanliness and level to reduce engine load under lift operation
  

The Legacy of Meco in Concrete Cutting
Meco concrete saws, once a respected name in the construction equipment industry, were known for their rugged design and ability to handle challenging terrain and demanding cutting conditions. Though the brand was eventually absorbed by Husqvarna, Meco machines remain in use across North America, particularly in roadwork, demolition, and slab cutting operations. Their reputation was built on durability, simplicity, and a unique drive system that allowed for precise control even in uneven environments.
Meco saws were often preferred over competitors like Target and early Husqvarna models due to their superior traction and alignment. Many units were powered by high-output diesel engines, such as the 57HP Deutz, and featured multi-speed gearboxes for variable cutting depth and speed control.
Diagnosing Crooked Cuts and Drive Alignment
One of the most common complaints with older Meco saws is the inability to maintain a straight cut. This issue can stem from several sources:

• Improper cutting technique: If the blade is mounted on the right side and the operator pushes too hard or cuts too deep on the first pass, the saw may pull to the right.
  
• Blade tension speed mismatch: Running the blade faster than its rated tension speed can cause deflection and uneven cuts.
  
• Drive alignment drift: While rare, misalignment in the drive system can cause the saw to veer during operation.
  

• Make the first pass at a shallow depth (around 2 inches)
  
• Avoid full throttle until the second or third pass
  
• Use the right-hand side for cutting unless the job requires left-side access
  
• Confirm blade tension and RPM match manufacturer specifications
  

• Linkage rods and pivot points for wear
  
• Hydraulic actuators for proper pressure and response
  
• Locking pins and detents for corrosion or misalignment
  

• Drive belts and gear components
  
• Blade guards and tensioners
  
• Hydraulic pumps and control valves
  
• Engine service parts for Deutz and other powerplants
  

The John Deere 310D and Its Engine Characteristics
The John Deere 310D backhoe loader, produced in the early 1990s, is powered by a naturally aspirated 4-cylinder diesel engine, often the 4039D or 4239D. These engines are known for their mechanical simplicity and durability, but like all high-hour diesel engines, they are susceptible to wear-related issues such as blow-by, coolant loss, and head gasket failure. With many units surpassing 20,000 hours in the field, symptoms like excessive smoke and coolant consumption are not uncommon.
Breather Smoke and Blow-by Explained
When an engine emits heavy smoke from the crankcase breather, especially when hot, it typically indicates excessive blow-by. Blow-by occurs when combustion gases escape past worn piston rings into the crankcase. These gases carry oil vapor and unburned fuel, which exit through the breather as visible smoke.
In high-hour engines, worn rings, glazed cylinder walls, or even cracked pistons can contribute to this condition. While some blow-by is expected in older engines, a sudden increase or persistent heavy smoke suggests internal wear that may require attention.
Coolant Loss and the Head Gasket Question
Simultaneous coolant loss and breather smoke raise the possibility of a failed head gasket. A compromised gasket can allow coolant to enter the combustion chamber or oil passages, leading to:

• White steam-like smoke from the exhaust or breather
  
• Bubbles in the radiator or overflow line
  
• Coolant contamination in the engine oil
  
• Overheating or pressure buildup in the cooling system
  

A friend from Canada sent me a very detailed inspection report for an excavator.
Honestly, it's a great job – tons of photos, every little cosmetic flaw marked, and the report was really long.
But there was one big problem: the whole thing was about how the machine looks, and almost nothing about how the machine works.

So I feel like I should explain my own inspection process and what I focus on.

First, you need to accept one basic reality: in China, about 99.9% of used excavators have been refurbished, and most of them have had the hour meter “adjusted”.
You also usually have no idea what kind of work they did before – pure dirt work, heavy rock breaking, demolition, whatever – even though that makes a huge difference to wear.

If you manage to find an excavator where the frame, swing platform, and engine serial number all match the plate and documents, then congratulations, you found a really good machine.
But usually those cost about 30% more than the “refreshed” ones.
Most of those “honest” machines are 20-ton and up, often from brands like Caterpillar and Hitachi.

Today I’m talking mainly about how to inspect refurbished machines, because that’s what dominates the secondhand market. Let's start.

1. The Identity Problem

We can’t just look at the wear on pedals, joysticks, seat, or floor mat and compare that with the hours on the meter – because most of that stuff will look brand new.
And service history? Almost never exists.

Yesterday I ran into an awkward situation:
I asked a coworker to help me take a photo of the engine serial number.
He told me most of the engine nameplates are missing, and the original plate locations are already covered in paint.
Then we tried to match the engine number and the machine serial number – and they didn’t match either.
As the refurbishing industry got more and more “creative”, this issue has just become worse.
At this point, I basically gave up trying to rely on those numbers.

So if you’re buying a “very convincing” excavator from China, my suggestion is:
assume it’s fake first, then look for the parts that are still real.
If you try to use the usual forum tips directly in the Chinese market, they’ll fail 100%.
China will show you what “manufacturing powerhouse” really means.

If you’ve ever been to a Chinese jobsite, you know almost no operator treats the machine gently.
A brand-new excavator, after one week of work, won’t look shiny anymore.
More than 2,000 hours and it will definitely be covered in scars.
And most machines are used for multiple purposes: sometimes dirt, sometimes demolition, sometimes farm work.
Every owner will squeeze as much value out of it as possible.

Also, after 2020, selling brand-new machines got harder and harder.
If someone still bought a new excavator in 2024, they must have a very good job lined up, so they’re not supposed to sell that machine right away.
That’s why any “2024 low-hour used excavator” on the market is highly suspicious.

To really know the truth about a machine, the only solid way is to compare the original invoice and registration info with the actual condition of the machine.
There’s no shortcut.

2. Checking Working Condition

My process starts by asking the seller to fire up the engine and run through a set of standard functional tests.

These include:

Starting the machine.

Smooth combined movements of boom, stick, and bucket.

Swinging clockwise and counterclockwise.

Lifting the whole machine with the boom.

Lifting the machine with the dozer blade (if it has one).

Left track forward and backward.

Right track forward and backward.

Checking if it tracks straight when moving forward and backward.

Listening to the hydraulic pump and relief noise.

Checking engine exhaust – color and consistency.

Checking for oil seepage around the swing motor and swing bearing area.

If the site allows, we should also test some real work:

Digging a small trench.

Lifting something with weight.

There’s no strict order for these actions – the point is simple:
if any movement doesn’t feel right, or there’s a strange noise, we usually don’t bother going deeper.
If a machine has already been refurbished and it still needs more repairs, that’s a big red flag.

After those tests, we let the machine sit at idle.
Only at idle can we move on to the next stage of checks.

3. Engine and hydraulic system

When it’s idling, we focus on:

Any odd knocking or irregular engine noise.

How much the machine vibrates.

The color of the exhaust: black, white, blue, or almost clear.

Roughly speaking:

Continuous white smoke: possibly coolant in the cylinder, head gasket issues, or internal water problems.

Continuous black smoke: fuel system issues, turbo problems, or poor combustion.

Blue smoke: burning engine oil, worn piston rings, or cylinder wear.

We also check oil pressure and coolant temperature:

Make sure the oil pressure warning light goes off after starting.

After running a while, see if the coolant temperature stabilizes in a reasonable range (usually around 80–95°C).

Then we feel around the hydraulic return lines and tank area to judge hydraulic oil temperature.
If hydraulic oil runs too hot, it could mean heavy internal leakage, wrong relief settings, or other system problems.

If any of these key items look suspicious, we’re ready to walk away.

4. After Shutdown

Once shut the engine down, I will check what the ground under the machine looked like before it moved.
If see oil spots, we should suspect leaks.

Then look closely at:

Engine block and oil pan.

Hose connections and fittings.

Hydraulic pump and control valve.

Cylinder ports and fittings.

Swing motor and swing bearing seals.

Most refurbished engines are cleaned up very well, so we usually can’t judge much by the color of the engine oil.
And hydraulic oil plus coolant are almost always new.

On the structure side, check:

Joints and pins for excessive play.

Pins and bushings – if they’re already loose on a “freshly refurbished” machine, that’s really bad workmanship.

Usually, the tracks, idlers, rollers, and sprockets will be replaced or “refreshed”,
and the scars on the undercarriage are often filled with putty, straightened, then repainted.
Because the undercarriage rarely completely fails, visually we can only really judge paint quality – it’s very hard to read more than that after repaint.

Look for:

Obvious patch welding.

Extra reinforcement plates.

Fish-scale welds in strange places.

But once everything is painted, a lot of that is hard to see.
we just do our best.

Smaller stuff like bucket teeth, hoses, filters will usually be replaced by new generic parts.
Even if the quality is unknown, you can normally find replacements locally later, so you needn't worry too much about those.

5. Electrical System and Cab

All warning lights and gauges.

A/C and heater.

Wipers and lights.

Wiring layout – messy or neat.

Glass, frames, and wiper arms.

Safety lockouts, seat belt, pedals, and foot rests.

If all of that looks normal, at least we know the machine is convenient and safe enough to run.

To Wrap It Up

Inspecting a refurbished excavator is very different from inspecting an original, untouched machine.
Once it’s been repainted, a lot of clues are gone.
We simply can’t rely on visual details the same way.

And honestly, AI like ChatGPT doesn’t really understand the Chinese used-machine environment,
so you won’t get truly practical, local tricks from there either.

That’s why, in my opinion, the most straightforward way is to send a “pair of eyes” to check the machine together with you over video.
Someone who knows what to look for and what’s normal or not –
for example: me.

Thanks for watching.

I’m Mike Phua.

Case 70XT Model Background
The Case 70XT skid steer is a mid-2000s machine in the XT series, developed as a high-power, mechanical-control loader for construction, agriculture and rental fleets. It uses a turbocharged diesel around 80–85 horsepower, with an operating weight just under 7,000 lb and a rated operating capacity of about 2,000 lb.
The 70XT shares its engine family with larger Case models like the 90XT and 95XT. The XT series helped Case strengthen its position in the North American skid steer market at a time when overall annual skid steer sales were roughly in the tens of thousands of units across all brands. The 70XT earned a reputation for strong pushing power, thanks to:

• Hydrostatic drive
  
• Heavy-duty chain final drives
  
• High breakout force and robust frame
  

• When first started from cold, the machine drives and steers fairly well, though it feels slightly sluggish compared with larger XT models.
  
• After about 15–20 minutes of work, the machine begins to lose drive and steering strength on both sides, forward and reverse.
  
• Eventually it can hardly move or turn at all.
  
• The loader arms drift down quickly, even when they should hold.
  

• The problem affects both left and right drive equally.
  
• It appears with temperature and run time, not immediately at start-up.
  
• There is also noticeable loader drift, hinting at hydraulic leakage somewhere in the system.
  

• Hydrostatic pump
  A variable-displacement pump driven by the engine, feeding oil to left and right drive motors. As the swash plates tilt with the steering levers, the pump sends high-pressure oil to the drive motors to turn the wheels.
  
• Drive motors
  Hydraulic motors connected to chain final drives. Each side has its own motor transmitting torque through chains to the wheels.
  
• Charge pump
  A smaller pump that feeds make-up oil to the hydrostatic loop, maintains charge pressure, and supplies oil for control functions. If charge pressure falls, the hydrostatic system becomes weak or stops.
  
• Loader hydraulic system
  A gear pump supplies oil to the lift and tilt circuits via a main control valve. In the XT family, the drive and loader systems share a common reservoir and filtration but have separate pumps.
  

• Hydrostatic pump wear
  
• Charge pressure loss
  
• Internal leakage causing heat and pressure drop
  

• Wear inside the hydrostatic pump’s rotating group (swash plate, pistons, barrel).
  
• Low charge pressure due to a tired charge pump, leaking charge relief, or clogged inlet.
  
• Severe internal leakage in the pump that increases with temperature, thinning the oil and reducing effective pressure.
  

• Internal leakage across the lift spool in the control valve
  
• Leakage across the load-holding (counterbalance) checks
  
• Internal leakage past the piston seals in the lift cylinders
  

• The hydraulic system as a whole is not maintaining pressure effectively.
  
• There may be contamination or wear throughout the system, not just in one circuit.
  

• Charge pressure test
  • Use the service ports recommended by the manufacturer to connect a pressure gauge.
    
  • Check charge pressure at idle and at rated rpm.
    
  • Typical hydrostatic charge pressures for this size of skid steer are often in the 250–350 psi range, but exact values should follow the service manual.
    
• High-pressure hydrostatic test
  • Load the machine (for example, pushing into a pile) while monitoring drive pressure.
    
  • Compare measured numbers to the specified system relief or stall pressure, often around 4,000–5,000 psi for machines in this class.
    
• Loader system pressure test
  • Tee a gauge into the loader valve inlet.
    
  • Cycle lift and tilt to relief and confirm pressure and stability.
    

• Work in an extremely clean environment.
  
• Inspect the following for scoring, pitting and abnormal wear:
  • Cylinder block and pistons
    
  • Swash plate surface
    
  • Valve plate
    
• Replace any worn bearings and seals.
  
• Carefully set swash plate neutral, following service procedures to avoid creeping.
  

• Inspecting drive motors at the same time
  
• Pulling chain case drain plugs to check for oil contamination from leaking motor shaft seals
  
• Flushing the system and replacing filters once major components are serviced
  

• If the oil in the chain case is milky, there may be water intrusion, which can damage bearings and chains.
  
• If the chain case is overfull and smells strongly of hydraulic oil, one or more drive motor seals may be leaking into the chain case.
  

• Lower the effective pressure available for drive
  
• Increase heat and contamination
  
• Accelerate wear in both pump and motors
  

• The steering levers are mechanically linked to servo units on the hydrostatic pump.
  
• Those servos convert lever movement into swash plate angle, which controls drive speed and direction.
  

• Worn or misadjusted linkage causing lost motion or uneven response.
  
• Sticky servo pistons or internal leaks in the servo section of the pump.
  
• Binding or seized joints that make control stiff and inconsistent.
  

• Unequal steering
  
• Jerky or hard-to-move levers
  
• Erratic behavior rather than uniform, heat-related power loss
  

• If both sides are equally weak, suspect the pump or charge system first.
  
• If one side is weak and the other is strong, suspect:
  • A single motor
    
  • A single side relief or directional valve issue
    
  • A mechanical linkage problem affecting only one side
    

• A worn hydrostatic pump, possibly combined with charge pressure problems
  
• Additional system wear from contamination or age
  

• Inspect both drive motors
  
• Replace seals
  
• Flush the system and chain cases
  

• Machine purchase price and current market value
  
• Estimated cost of pump rebuild or replacement, plus possible motor work
  
• Downtime cost
  

• Step 1: Perform pressure tests to confirm the pump is truly weak or charge pressure is low.
  
• Step 2: If confirmed, remove the pump and send it to a reputable hydrostatic shop or rebuild in-house with proper procedures.
  
• Step 3: While the pump is out, check the drive motors and chain cases, replace seals and bearings as needed.
  
• Step 4: Reassemble with fresh oil and filters, then repeat pressure tests to verify improvement.
  

• Change hydraulic filters and oil at or before the recommended intervals, especially in dusty or hot environments.
  
• Keep breathers and caps clean to limit contamination.
  
• Periodically check chain case levels and drain small samples to look for signs of hydraulic oil or water.
  
• Avoid extended operation with obvious performance problems; low charge pressure and cavitation can rapidly destroy pumps and motors.
  
• When buying used, factor a potential hydrostatic overhaul into the price if the machine shows any signs of heat-related drive loss or severe loader drift.