Drott Manufacturing and the Birth of the Traxcavator
Drott Manufacturing Company, founded in the early 20th century in Wisconsin, became a pivotal name in the development of crawler loaders and hydraulic attachments. By the 1940s, Drott had revolutionized the market with its 4-in-1 bucket system, which allowed a single machine to perform dozing, clamshell loading, grading, and scraping. This innovation led to the term “Traxcavator,” a portmanteau of “track” and “excavator,” which became synonymous with tracked loaders across the industry.
Drott’s machines were often paired with International Harvester power units, creating robust and versatile loaders that dominated construction sites, quarries, and logging operations throughout the mid-20th century.
Design Features and Mechanical Architecture
Drott crawler loaders were built with:

• Heavy-duty track frames and planetary final drives
  
• Torque converter transmissions or direct drive systems
  
• Hydraulic lift arms with multi-function buckets
  
• Operator stations with mechanical levers and analog gauges
  

• Drott 40 and 50 Series: Mid-size loaders used in road building and utility trenching
  
• Drott 2500 and 2700: Larger units often seen in mining and aggregate yards
  
• Drott 85 and 100: Compact models favored by municipalities and small contractors
  

• Inspect track tension and roller wear regularly to prevent derailment
  
• Rebuild hydraulic cylinders with modern seals to improve performance
  
• Replace mechanical linkages with upgraded bushings to reduce play
  
• Use SAE 30 or 15W-40 oil depending on ambient temperature and engine type
  
• Source parts from vintage equipment yards or fabricate using original blueprints
  

Background on the Cat 252B
The Caterpillar 252B is a compact skid steer loader that features a hydraulic system with a pump delivering ~22 gal/min (about 81 L/min) at a relief pressure of ~3,335 psi.  Its hydraulic reservoir capacity is about 9.2 gal (35 L), with a total system capacity around 14 gal (53 L).  This loader is a widely used model in construction and maintenance because of its relatively light frame and solid hydraulic performance.

Oil Compatibility Question
One owner of a 252B (serial 252BTSCP02842) asked whether he must use Cat-branded hydraulic fluid or if generic hydraulic oils from retail stores (like AutoZone or Tractor Supply) would suffice. A highly experienced forum member responded that:

• You do not have to stick with Cat-branded oil.
  
• However, he strongly cautioned against using “anything with ‘Universal’, ‘Farm’, or ‘Tractor’” in the name, implying that many lower‑grade or low‑spec oils are not suitable.
  
• He recommended ISO AW 32 or SAE 10W hydraulic oil from a reputable major oil company.
  
• According to him, these viscosity grades work fine for the 252B’s system.
  

• Low hydraulic fluid level could cause the stalling.
  
• There might be a low‑fluid “cut‑off” switch in the hydraulic system.
  

1. Hydraulic Demand Overload
   • The breaker attachment draws a large volume of hydraulic flow. If the system cannot maintain sufficient pressure or flow (due to pump wear, fluid issues, or internal leakage), the engine may bog down under load.
     
2. Air or Contamination in Hydraulic System
   • Poor-quality oil, improper fill, or contamination (water, dirt) can reduce hydraulic efficiency.
     
   • Aerated (foamed) hydraulic fluid can cause cavitation, leading to erratic pressure and potentially stressing the engine when the hydraulics draw.
     
3. Engine‑Fuel or Injection Issues
   • While not directly discussed in the thread, stalling under high hydraulic load may also relate to fuel delivery, engine injection timing, or governor response.
     
4. Hydraulic Pump Wear or Internal Leakage
   • Over time, hydraulic pumps may develop internal leakage or wear that reduces their capacity to maintain system pressure under heavy loads, particularly when attachments demand high flow.
     

• Verify and stabilize hydraulic fluid
  • Drain and refill with a high-quality hydraulic oil that matches Cat’s spec (or a major brand equivalent, e.g. ISO AW 32).
    
  • Make sure the fill is correct (not over or under) and take care during refills to avoid introducing air.
    
• Check hydraulic fluid condition
  • Sample the fluid to check for contamination (dirt, water).
    
  • If fluid is dirty, perform a flush or multiple partial changes, replacing the hydraulic filter afterward.
    
• Inspect the pump and hydraulic circuit
  • Monitor hydraulic pressures during operation (especially under attachment use) to see if the pump is maintaining correct pressure.
    
  • If pressures drop or fluctuate, consider pump evaluation or rebuild.
    
• Evaluate engine-demand behavior
  • Observe if the stalling happens only with the breaker or other high-flow implement.
    
  • Test with a different attachment or fewer hydraulic demands to isolate whether it’s a load‑specific issue.
    
• Use the proper Operation & Maintenance (O&M) Manual
  • The responsible forum user recommended obtaining the correct O&M manual (for his unit, SEBU7731) to understand Cat’s fluid specs, refill capacities, and maintenance intervals.
    
  • The manual can also help confirm safe operating limits, system relief settings, and service intervals.
    

• The Cat 252B does not require proprietary Cat-branded oil; a high-quality ISO AW 32 or SAE 10W hydraulic oil from a major brand is acceptable and recommended by experienced users.
  
• Using lower‑grade “universal” or “tractor” hydraulic oils is discouraged because they may lack the necessary performance and contamination resistance.
  
• The stalling issue when using a hydraulic breaker is more likely related to hydraulic overload, fluid condition, or pump capacity rather than a low‑oil shutoff sensor.
  
• Proper diagnosis should include fluid sampling, pressure testing, and possibly hydraulic system servicing.
  
• Acquiring and referencing the correct O&M manual is an important step in verifying specifications, refill volumes, and maintenance procedures.
  

The John Deere 490E and Its Hydraulic-Electronic Complexity
The John Deere 490E excavator, introduced in the early 1990s, was part of Deere’s push toward integrating electronic controls with traditional hydraulic systems. With an operating weight of approximately 27,000 pounds and powered by a four-cylinder diesel engine, the 490E was designed for mid-size excavation tasks. Its hydraulic system, driven by a variable displacement pump, powers the boom, arm, bucket, and swing functions, while electronic sensors and solenoids regulate flow and pressure.
As these machines age, unusual sounds—such as ticking and hissing—can emerge, often signaling underlying issues in the hydraulic or fuel systems.
Identifying the Source of Ticking and Hissing
Operators have reported persistent ticking noises accompanied by intermittent hissing, particularly after servicing the fuel system. These sounds typically originate near the pilot control manifold or the fuel distribution pump. The ticking may resemble a rhythmic tapping, while the hissing suggests air or fluid escaping under pressure.
Common causes include:

• Air trapped in hydraulic lines after filter changes or system bleeding
  
• Fuel delivery irregularities due to clogged injectors or malfunctioning lift pumps
  
• Pilot valve chatter caused by low pilot pressure or contaminated fluid
  
• Solenoid cycling from unstable electrical signals or faulty sensors
  

• Check pilot pressure at the test ports using a gauge
  
• Inspect pilot filter and suction strainer for debris or clogging
  
• Bleed the hydraulic system thoroughly to remove trapped air
  
• Monitor solenoid voltage and cycling behavior during operation
  

• Bleed the fuel system at the injectors
  
• Confirm lift pump output pressure (typically 5–10 psi)
  
• Inspect injector return lines for blockage
  
• Use clear tubing to observe fuel flow and air bubbles
  

• Ground connections and battery voltage stability
  
• Sensor output using a multimeter
  
• ECM fault codes via diagnostic mode
  
• Solenoid coil resistance and continuity
  

Origins and Development
Iron Mule forwarders were developed in the mid‑20th century for light to medium timber forwarder work, particularly in pulpwood harvesting. The core design emerged from using industrial tractor components — notably Massey Ferguson or Ford tractor bases — adapted by fabricators to operate as purpose‑built forwarders. These machines became popular among small-scale loggers due to their simplicity, robustness, and relative affordability compared to purpose‑built high-capacity forestry machines.

Technical Design and Variants
Iron Mule forwarders use a simple but effective mechanical layout:

• Chassis and Powertrain: Many are built on Massey Ferguson tractor frames (e.g., MF135, MF2200) or Ford industrial tractors. Engines varied — older machines often used Perkins 3‑cylinder diesels, while later models used Ford gasoline or diesel engines.
  
• Transmission: Many models use manual transmissions, which are valued for their repairability and longevity. According to operators, a well-maintained manual transmission “will never die.”
  
• Frame Structure: Iron Mules have a forwarder layout — a bunk (or “rack”) in the rear for logs, with a grapple or clam loader mounted above. Designers used center‑pivot pins for articulation. Some owners note that these pivot points develop slop over time and need periodic bushing or pin replacement.
  
• Tires and Flotation: Many units run large forestry flotation-style tires (e.g., 23.1×26) to spread weight and reduce ground damage.
  

• Simplicity and Maintenance: Because they use tractor-based components, parts are more accessible and relatively cheap. Operators frequently report being able to rebuild major systems like the transmission or hydraulic loader with basic workshop capabilities.
  
• Reliability: Many forwarders built in the 1960s–1980s are still in service today in remote woodlots, logging operations, and small-scale forestry.
  
• Low Cost of Ownership: For loggers working in less intense operations, Iron Mules provide good value compared to imported modern machines.
  

• Structural Wear: Common problem areas include center pins, swing‑rack mounts, and frame cracks.
  
• Limited Capacity: Compared to modern forwarders, Iron Mules carry less volume. Overloading the bunk is commonly discouraged — doing so may accelerate wear on the pivot structure and axle housings.
  
• Scarcity of Specialized Parts: While many core parts are tractor‑based, forestry‑specific pieces like grapples, rack pins, or original Hydra components may be hard to find.
  

• One logger recounted using a 4000‑series Iron Mule in a snowstorm to haul pulpwood; despite being old, it was “nimble and dependable.”
  
• Another noted that parts like axle housings or center‑pin bearings were sometimes sourced from agricultural tractor suppliers, reducing downtime and cost.
  
• A common maintenance theme is valve or hydraulic pump servicing: many owners disassemble and rebuild loader pumps rather than replacing, thanks to the simple design.
  

• Listings for Iron Mule forwarders (e.g., the 5510 model from 1989) include units with rebuilt engines and transmissions, often priced in the $25,000–$35,000 USD range.
  
• Earlier models like the 4500‑series are also available but may be in rougher condition, reflected in lower asking prices.
  
• When evaluating a purchase, critical inspection points include: pivot pin wear, loader linkage condition, tire flotation, and the history of major repairs (engine, transmission).
  

• Their design reflects a transitional era: from animal‑powered logging (mules, horses) to mechanized forestry.
  
• For many operators, they are a labor-of-love: machines that can be maintained and repaired with basic shop tools rather than requiring specialized OEM networks.
  
• Their longevity is a testament to sound design; dozens of examples built in the 1960s–80s continue working in remote harvests, firewood operations, and independent forestry yards.
  

The Case 580CK and Its Mechanical Legacy
The Case 580CK (Construction King) was introduced in the late 1960s as a versatile tractor-loader-backhoe designed for small contractors and municipalities. With a rugged mechanical drivetrain and a reputation for reliability, the 580CK became one of Case’s most successful models, contributing to the brand’s dominance in the backhoe market through the 1970s and 1980s. The 1971 model featured a mechanical rear axle with a differential hub and ring gear assembly that, while durable, requires careful attention during rebuilds—especially after decades of use.
Identifying Hub Play and Shaft Fitment Issues
When disassembling the rear hub and ring gear assembly, one common concern is the presence of axial play in the differential shaft. While the shaft may not rotate independently of the spline, slight in-and-out movement can raise questions about fitment and long-term reliability. In this case, the shaft slides slightly within the hub, prompting inspection of the crownwheel carrier and cross-shaft interface.
Understanding Gear Backlash and Press Fit Requirements
The crownwheel (ring gear) and pinion gear must maintain precise backlash—typically between 0.006" and 0.011"—to ensure proper tooth engagement. If the cross-shaft is loose within the crownwheel hub, this backlash can vary under load, leading to premature gear wear or failure. A press fit between the shaft and hub is essential to maintain consistent gear contact.
Some technicians have successfully used metal spray techniques combined with Loctite bonding to restore shaft fitment. While not a textbook repair, this method can provide a firm hold and prevent movement that would otherwise compromise gear alignment.
Assessing Gear Condition and Replacement Needs
Visual inspection of the ring gear revealed multiple damaged teeth, including two that were half missing and others with severe chipping. These signs indicate that the gear set has reached the end of its service life. The pinion gear, which typically wears faster than the ring gear due to its smaller diameter and higher rotation speed, should also be replaced.
Metal shavings found throughout the assembly—initially suspected to be from grinding out studs—could also be remnants of gear failure. If not addressed, these particles can contaminate bearings and seals, leading to further mechanical issues.
Re-Riveting and Reassembly Considerations
Re-riveting the ring gear to the hub requires precision. The rivets must be torqued evenly to avoid distortion of the gear face. Before reassembly:

• Clean all mating surfaces thoroughly
  
• Inspect rivet holes for elongation or cracking
  
• Use new rivets and torque to manufacturer specifications
  
• Confirm gear alignment and backlash with feeler gauges or dial indicators
  

Overview of Volvo 210B
The Volvo 210B is a medium-sized excavator introduced in the early 2000s. Known for its robust hydraulic system and reliable drivetrain, it has been widely used in construction, mining, and land-clearing projects. Volvo’s reputation for durability has contributed to high sales volumes globally, with tens of thousands of units deployed across North America, Europe, and Asia. Its hydraulic system integrates dual travel motors, planetary final drives, and precision control valves to provide smooth, responsive movement.

Symptoms of Lost Travel Function
A common issue reported is the loss of one-side travel, specifically the left track. Operators may notice:

• Complete immobility of the left track while the right track functions normally
  
• No unusual noises from the motor when attempting to drive
  
• Standard control inputs failing to move the track
  

• Inspect hydraulic fluid levels in the planetary hub; overfilling can cause internal pressure issues that impair motor function
  
• Lift the affected track off the ground to see if it spins freely, comparing to the functioning side
  
• Observe for leaks or damage at the swivel joint where hoses connect the motor to the main hydraulic lines
  

• Test both main hoses supplying the left travel motor, top and bottom ports
  
• Compare pressure readings with the right side to identify discrepancies
  
• Low or inconsistent pressure may indicate internal motor wear, blockages, or valve malfunctions
  

• Internal wear of the hydraulic travel motor due to high operating hours
  
• Contamination or air in the hydraulic system reducing pressure
  
• Swivel joint malfunctions restricting fluid flow
  
• Planetary hub issues, including gear damage or fluid aeration
  

• Replace or rebuild the left travel motor if pressure testing confirms internal faults
  
• Clean or replace the swivel joint and associated hoses if flow is restricted
  
• Drain and refill the planetary hub with manufacturer-recommended hydraulic oil to restore proper lubrication
  
• Check for pinching, kinks, or blockages in hoses and fittings during reassembly
  

• Maintain correct hydraulic fluid levels and monitor for leaks
  
• Schedule periodic inspection of swivel joints and travel motors
  
• Avoid overloading the excavator beyond its rated capacity
  
• Document all hydraulic system servicing, including pressure tests and oil changes
  

The Rise of Chinese Mini Excavators in a Tight Market
As the demand for compact equipment surges and the used machinery market becomes increasingly inflated, many buyers are turning to Chinese-manufactured mini excavators as a cost-effective alternative. These machines, often sold through platforms like Alibaba or imported by regional distributors, promise new equipment at a fraction of the price of established brands. For example, a 1.8-ton mini excavator from a Chinese factory might list for $13,000, while a Canadian importer may retail the same unit for over $32,000 after taxes and logistics.
Key Features and Common Configurations
Chinese mini excavators typically range from 0.8 to 3.5 tons and are often equipped with:

• Small diesel engines, sometimes branded (e.g., Yanmar, Kubota)
  
• Basic hydraulic systems with open-center valves
  
• Simple joystick controls and minimal electronics
  
• Steel or rubber tracks, depending on model
  
• Optional attachments like augers, thumbs, and trenching buckets
  

• Landscaping and grading
  
• Fence post installation
  
• Small-scale excavation
  
• Light demolition
  

• Stocking common wear parts (filters, hoses, seals) at purchase
  
• Verifying engine and hydraulic pump brands for aftermarket support
  
• Establishing a relationship with a local hydraulic shop for custom hose fabrication
  

• Proven reliability and resale value
  
• Access to dealer networks and parts
  
• Better operator ergonomics and safety features
  
• Higher productivity and smoother controls
  

Overview of Product Support Role
Product support in the earthmoving equipment industry involves assisting customers with operational, maintenance, and regulatory guidance. Representatives often serve as a bridge between manufacturers and end-users, ensuring machines are used safely and efficiently. In Australia, as in other countries, product support specialists must be knowledgeable about local safety regulations, equipment manuals, and best practices for heavy machinery operation.

Seat Belts and Safety Regulations
Seat belts are a critical safety feature in excavators, dozers, and loaders. Regulations generally require that all operators use seat belts whenever the machine is in motion. While there may not be a universal “change-out” schedule, manufacturers often recommend inspecting seat belts for wear, fraying, or damage at least once per year. Any damaged seat belt must be replaced immediately to comply with occupational health and safety laws. Additionally, operators should be trained to adjust seat belts properly to maximize effectiveness.

Documentation Requirements
Every machine must carry an operation and maintenance manual. This manual provides instructions on daily checks, service intervals, and troubleshooting procedures. Beyond the manual, certain jurisdictions require additional documentation:

• Safety decals and warning labels on equipment
  
• Inspection logs, including pre-start checklists
  
• Maintenance records for hydraulic systems, brakes, and engines
  
• Compliance certificates for emission or noise regulations
  

• Fire extinguisher checks, ensuring pressure gauges are in the green
  
• Fire extinguisher logbooks documenting inspection dates
  
• Emergency response procedures visible in the cab or control area
  
• Routine drills to familiarize operators with fire protocols
  

• Seat belt integrity and usage
  
• Functionality of safety alarms and lights
  
• Hydraulic hose condition and leak prevention
  
• Brake systems and parking brake effectiveness
  
• Tire or track wear affecting stability
  

• Conduct pre-shift safety checks including fluids, brakes, and hydraulic hoses
  
• Maintain accurate logs for maintenance and safety inspections
  
• Replace any worn or damaged safety equipment immediately
  
• Ensure all operators are trained on emergency procedures and equipment use
  
• Keep all manuals, certifications, and logs readily available for regulatory compliance
  

The Mack RD690S and Its Unique Transmission Setup
The Mack RD690S is a heavy-duty vocational truck built for rugged applications like dump hauling, lowboy towing, and site work. Powered by the E7 ETECH engine, often rated at 400 horsepower, this model is known for its durability and torque-rich performance. Mack Trucks, founded in 1900, has long emphasized integrated powertrains, meaning their engines, transmissions, and axles are designed to work together. This philosophy led to the development of proprietary transmissions like the Maxitorque series, including the 2070 7-speed.
Unlike Eaton’s 13-speed or Fuller’s 18-speed gearboxes, the 7-speed Maxitorque is a single-range transmission with wide gear spacing. It was designed for simplicity and reliability, especially in fleets where driver training and maintenance needed to be streamlined. However, its gear ratios can feel limiting to those accustomed to multi-range setups.
Driving Characteristics and RPM Behavior
Operators transitioning from 13-speed transmissions often find the 7-speed challenging. The key issue is the large gap between gears, which requires precise RPM management. Shifting smoothly demands letting the engine drop to around 800 RPM before engaging the next gear. However, Mack engines are not designed to pull effectively below 1,200 RPM. Their torque curve typically peaks between 1,200 and 1,900 RPM, and dropping below that range can cause lugging and poor acceleration.
This mismatch between shift timing and engine torque delivery leads to a learning curve. Drivers report that on uphill grades, the RPM falls too quickly during gear changes, making it difficult to catch the next gear before losing road speed. The result is often being forced into a lower gear than necessary, slowing the climb and increasing fuel consumption.
Comparing to Multi-Speed Transmissions
A 13-speed transmission allows for tighter gear spacing and split gears, enabling smoother transitions and better control under load. For example, a Ford LTL9000 with a 400 Big Cam Cummins and a 13-speed can pull a 160-class excavator with ease, maintaining momentum on hills and offering more flexibility in gear selection.
In contrast, the 7-speed Mack may struggle to match that performance, especially when towing heavy equipment. The lack of split gears means the driver must anticipate terrain changes and select the correct gear early, as mid-climb shifts are often impractical.
Solutions and Adaptations
To improve drivability:

• Use engine braking to help reduce RPM quickly during upshifts
  
• Avoid shifting on grades, and instead select the appropriate gear before the climb
  
• Consider reprogramming the ECM if the truck is equipped with electronic controls, allowing for better RPM matching
  
• Practice throttle modulation, as Mack engines respond differently than Cummins or CAT powerplants
  

Overview of the Case 580B Backhoe
The Case 580B is an iconic loader-backhoe released in the 1970s, equipped with a diesel engine commonly paired with a mechanical Bosch-style VE injection pump. Case has produced thousands of 580-series machines; the 580B remains one of the most common classic backhoes in use today. Its injection system is purely mechanical, so proper alignment between the engine (crank / flywheel) and the injection pump is critical for reliable performance.

Symptoms of Mistimed Injection
Owners who find their 580B running poorly after a pump rebuild often report:

• Excessive black or blue smoke (running “rich”)
  
• Hard starting, especially when cold
  
• Rough idle or sluggish acceleration
  
• Engine feels “off,” like the injection timing isn’t aligned
  

• Top Dead Center (TDC): The piston position where cylinder #1 is at its highest point in the compression stroke.
  
• Timing Window / Timing Plate: A small access window on the injection pump housing that reveals timing lines or marks. These marks must align with reference lines when timing is correct.
  
• Cage or Weight Cage: The rotating assembly inside the pump; it holds weights that advance fuel injection timing under load. Its alignment is critical.
  
• Scribe Mark: A small line or mark etched onto the cage that indicates its proper orientation relative to the pump housing once correctly timed.
  

1. Incorrect Scribe Alignment
   • If the scribe on the cage (rotating weight assembly) was transferred improperly during pump rebuild, the timing will be off.
     
   • The master rebuilder (“thepumpguysc”) in the discussion emphasizes that the scribe must be correctly referenced and often re-scribed using a degree wheel, not just eyeballed.
     
2. 180-Degree (Half‑Turn) Misalignment
   • This misalignment happens when the pump is installed “upside down” relative to the engine’s firing order: the marks might align but correspond to the wrong stroke.
     
   • One forum expert noted that unless #1 cylinder is on its correct compression stroke (with both valves closed), you might be 180° out. Another had seen this scenario in a 580C model.
     
   • Confirming compression stroke before final pump alignment is essential; several users recommended using the valve cover removed and watching rocker arms / pushrods to verify.
     
3. Drive Shaft or Keyway Issues
   • On some pumps, there is a dot or key inside the pump drive shaft, and a matching dot on the engine drive shaft: aligning these “dot-to-dot” is critical to timing.
     
   • If the drive shaft or internal key is misaligned, even correct external marks may be useless.
     

• One user adjusted the valve lash on his 580B (intake and exhaust) after many years and noted that while the engine became quieter, its starting behavior worsened, and it began producing a “rich blue haze.”
  
• Loose or incorrectly adjusted tappets (valve clearances) can affect how the engine draws in air, which changes combustion and may make the timing feel “off” when in fact the injection timing is fine.
  

1. Set Engine to TDC (Compression Stroke on #1)
   • Remove a plug on the bell housing or use the timing inspection window.
     
   • Rotate the flywheel until the TDC mark aligns with the pointer while ensuring cylinder #1 is on the compression stroke (both valves closed).
     
2. Align the Injection Pump Marks
   • Remove the timing‑window cover on the pump to see the internal marks.
     
   • Adjust the pump body so that the internal lines or scribe mark align correctly with the housing reference.
     
3. Verify Scribe on the Weight Cage
   • For accurate timing, the scribe mark on the cage must be correct. If not, the cage may need to be removed, aligned on a degree wheel, and re-scribed. According to an expert rebuilder, this alignment is not reliable without removing the cage and using proper tools.
     
   • Incorrect scribing can lead to incorrect injection timing even if external marks align “correctly.”
     
4. Lock and Test
   • Tighten the pump mounting bolts once alignment is confirmed.
     
   • Bleed the fuel system (especially if lines were loosened).
     
   • Start the engine and monitor for smoke, roughness, and idle quality. Fine-tune if necessary.
     

• If the timing is too advanced: severe “pinging” or knocking can damage engine components and rings.
  
• If too retarded: poor power, excessive smoke, and inefficient fuel usage.
  
• Misalignment by 180° (“turning the pump too far”) can prevent the engine from running correctly, though some machines may run poorly in that condition.
  

• In one account, after realigning the pump properly, the operator regained a smoother, quieter running engine, and the blue haze diminished significantly.
  
• Another user pointed out that, during rebuilds, failing to mark and re-scribe the weight cage is a common mistake — and a rebuilt pump without proper scribe alignment may perform worse than the original.
  
• Veteran mechanics advised that when doing timing work, always record your original alignment, double-check marks with the engine on correct stroke, and if in doubt, send components (like the cage) to a specialist to re-scribe correctly.