I'm looking at a 330 Kobelco with a Mitsubishi 6D16-TLE2A engine. This is what the inspection report had to say about the engine. "The engine started and ran with fluctuating RPM's at high throttle." The machine has 3,816 Hours. What does everyone think the problem is? What would really be handy is someone that has had this problem with this engine before. Thanks, Roddyo
0engine It sounds like some was playing with the throttle linkage trying to get a little more out of it and it is running against the stops in the stepping motor. Have to read adjust the linkage to spec and do what is called the A adjustment on the computer. Have seen that happen a lot at our dealer ship
Thanks Thanks. Do you work at a Kobelco Dealership?
Engine yes I do have for the last 36 years 33 of in the service
Dirthawg is right. YOU NEED TO RESET THE LINKAGE WITH THE COMPUTER!!!. Dont mess with it, have a dealer come and plug it in and adjust it if it needs it. I bought a engine for our 250 after one of my guys thought he needed to monkey with it. :Banghead.
I have run into this surging or choochoo train many times before HI, IF I CAN BE OF ANY HELP AT ALL I WILL NEED TO KNOW A FEW THINGS FIRST. LIKE THE SERIAL NUMBER OF THE MACHINE IE; YC06-U0### OR YC07-U#### AS WELL AS THE SERIAL NUMBER OF THE ENGINE. ALSO, I CAN HAVE YOU ACCESS THE MAINTENANCE SCREENS IN THE MACHINES DISPLAY TO RECORD THE COMPUTERS SOFTWARE VERSION. HOW-TO, DEPRESS THE BUZZER STOP BUTTON/SWITCH, AN ARROW WITH AN "X" THRU IT (EITHER LOCATED ON THE R/H CONSOLE "YELLOW IN COLOR" OR ON THE DISPLAY "GREY IN COLOR"), WHILE HOLDING THIS BUTTON DOWN THEN TURN THE KEY TO "ON", DO NOT START THE MACHINE. IT WILL SHOW SCREEN NO. 1 AT THE BOTTOM WILL READ VERS # .##? THE MACHINE MAY NOT HAVE BEEN UPDATED BY THE DEALERSHIP AND IS RUNNING LESS EFFECTIVE WITH AN OLDER VERSION THAT MAY CONTAIN A GLITCH. ON SK330LC-6 WITH STEPPER MOTORS THIS CAN BE QUITE COMMON. WITH THE PROPER VERSION AND A FEW MISC SETUPS AND WHAT A DEALER CALLS AN "A" ADJUSTMENT. IT WILL RUN GREAT. ALOT OF THIS I CAN PROVIDE CONSULTING OVER THE PHONE. BE AWARE THE SK330LC ARE VERY TEMPERMENTAL TO SETUP THE STEPPER MOTOR THROTTLEW CONTROL. THERE IS A PROCEDURE I FOLLOW AND IF DONE TO THE "T", TAKING YOUR TIME ABOUT IT, ANYBODY COULD DO THIS WITH SOME GUIDANCE. BY THE WAY, IF YOU HAVE ANY EXCAVATOR EQUIPPED WITH A STEPPER MOTOR TO CONTROL THE THROTTLE LINKAGE OF THE FUEL INJECTION PUMP. NEVER PULL ON THE LINKAGE WHEN THE KEY IS ON. YOU WILL MOST DEFINITELY FRY THE CONTROLLER ( COMPUTER ) STEPPER MOTOR SERVO CHIP. BAD. A $2,000 ISSUE NOW EASILY BECOMES A $5,000 PROBLEM. FACT: ALSO, A CHUGGING CAN ALSO BE ATTRIBUTED TO FUEL INJECTION PUMP WORN OUT PLUNGERS. IT IS BEST WITH ANY NEW EXCAVATORS 2000 YEAR+ TO ADD A LUBRICANT WHEN FILLING THE FUEL TANK. EACH TIME. STANADYNE #32174C = SUMMER USE LUBE OR 29409 = WINTER USE REASON BEING, THE DIESEL FUEL NOWADAYS CONTAINS LESS KEROSENES (DRIER) FOR EMISSIONS WHICH REDUCES THE OVERALL LIFE EXPECTANCY OF THE FUEL INJECTION PUMP'S INTERNAL WORKING PARTS. THE NEWER PUMPS ARE RUNNING AT TIGHTER CLEARANCES AND HIGHER PRESSURES THAN BEFORE. PROPER LUBRICATION IS A MUST! ITS' SILLY THE GOVERNMENT MAKES THEM TAKE THIS OUT OF THE FUEL AND THE END USER IS STUCK WITH NO OTHER CHOICE BUT TO ADD IT BACK. $10-$12 PER BOTTLE. ALSO, GOOD PRACTICE IS THAT EACH MORNING DURING YOUR MACHINE CIRCLE CHECK IS TO REACH UNDER THE FUEL TANK AND OPEN THE DRAIN **** TO DRAIN OFF ANY SETTLED WATER/SEDIMENT. THE MACHINES OF TODAY NO LONGER HAVE A FUEL WATER SEPERATOR FILTER ANYMORE THIS IS NOW FULLY RELIED ON BY THE FUEL TANK ITSELF. IF YOU DO PICKUP THIS MACHINE, THERE IS ANOTHER FUEL FILTER (IN-LINE) OTHER THAN ON THE SPIN-ON FILTER ON THE ENGINE. IT IS LOCATED AT THE FUEL TRANSFER PUMP, LIFT PUMP INLET. THE FUEL HOSE WHICH CLAMPS UNTO A BARBED FITTING IS BANJO BOLTED TO THE PUMP. PINCH THE HOSE OFF, REMOVE THIS BANJO BOLT AND UNSCREW THE NYLON FUEL SCREEN, BLOW IT OUT AND PUT BACK TOGETHER. THIS IS GOOD PRACTICE TO DO EACH TIME YOU CHANGE THE FUEL FILTER. I FIND ALOT OF PEOPLE DO NOT EVEN KNOW ABOUT THIS. SOME MACHINES EVEN HAVE TWO IN-LINE FUEL FILTER SCREENS. ESPECIALLY THE KOBELCO "SR" (SHORT RADIUS) UNITS. THE SECOND IS LOCATED AT THE FUEL WATER SEPERATOR FILTER INLET FUEL HOSE FROM THE FUEL TANK FEEDING INTO THIS FILTER ASSY.. ADAM. KOBELCO DEALER PARTS & SERVICE MGR. PH: 905-888-9070 [email protected]
That's a great post. Scott
Wow That was a great post. We are lucky to have two Kobelco Mechanics on the forums. Thanks I didn't get the machine bought. A different machine in Canada was selling at the same time that looked cheaper. Of course the machine in Canada brought more than I could spend with trucking and all.
Re: Stanadyne fuel conditioner/additive warmer weather, purple label - new part# 38560c mainly a lubricant cold weather, blue label - new part# 38565c prevents gelling & freeze up
If the fluttering at high RPM sounded like a steam engine chugging, it may not be an adjustment of the linkage,. However the A adjustment above is recommended on any mechanical Kobelco with high hours. That injection pump was made by Bosch or it might say Desiel Kiki. Same either way. They had a regulation problem and it did not have to be an old machine. There is an adjustment screw under the top oil line fitting. This is NOT for the inexperienced. It "Clicks" as you turn it. Cannot say which way to go as it varies. This chugging, while agrivating, is not harmful or dangerous if this is the problem. High probability it is. Good Luck
the kobelco sk330's have two different setups. one with a stepper motor (ser# yc06-u0101~) and the other with an electronically controlled fuel injection pump (ser# yc07-u####). the first sk330's had throttle fluctuations, usually one of three issues, the easiest the stepper motor itself would stroke the fuel lever up and down (revving). the cpu version had a glitch that i pointed out to kobelco of which they corrected in version 13.00. also, the bolts that hold the stepper motor bracket unto the engine would shear. the bracket would move out of place on startup and then the linkage would make contact and the computer would turn the power to the s/m on and off casuing the reving. also, the llinkage would make contact on the nut welded to the bracket, file down to correct. then as well, the linkage will stroke under heavy duty digging casuing reving as it will request more fuel for the target rpm at high idle would change and the linkage will hit the high stop. file the throttle arm to create a gap as so it will not hit or cut 1/8" off the end of the high stop tamper proof bolt. the second, as mentioned a governor issue, if you remove the fuel injection pump the fuel injection pump shop ia aware of a campaign to replace governor parts (internal in the pump itself) the third, the fuel inj pump is susceptible to contamination and poor fuel condition, the plungers wear out if not taken care of properly. if the steam engine chugging occurs once the engine warms up you can take a spray bottle of cool water and cool down the pump, if the chugging changes the plungers are worn out. too much leakage past the parts. the first electronic engines had a run of bad rpm sensors on the injection pump shaft pickup. and bad fuel still not good. clean, lubricated diesel fuel keeps the fuel inj pump lasting. **** one important fact, kobelco dealers are not yet aware of this...but the sk330 & sk480 with the electronic fuel inj pumps have a "B" adjustment. kobelco had mis-informed dealers that the versions were plug and play. this is not the case. we had stumbled upon a "B" adjustment built in that should be done on any of these units. they will run alot better. also, on any kobelco tier 1 or tier 2 dynamic acera there is usually 3 - 6 wires that should be removed from the c-1 controllers connector as a dealer preventative measure avoiding a sure issue/problem for the customer. this issue has been eliminated in the new mark 8 models. for more info. or a procedure please feel free to e-mail a request @ [email protected]
Love Kobelco's but the 6D16 is a basket case engine. I get at least 5 requests a week for a 6D16 engine. We've bought several machines with just over 10,000 hours and every engine failed dyno and was parted out. You loss may have been your gain...
I've recently had a 330 pre m/c machine that was running about 160 rpm low. When I attempted to run the A adjustment it wouldn't take. The machine would run through its cpu memory then at the end just shut off. Wasn't giving an error code at first. After this, when I tried to run the machine it sounded good and rpm checked out okay until I stroked any function with the throttle pot anywhere above halfway, then it would surge from around 2400 to 1700 rpm. When I turned the throttle all the way down then it would hang at 1700. Turn the key off and it would drop to about 600-800 rpm and wouldn't shut off. Visual inspection showed that during the memory process the stepping motor wanted to keep pushing after the linkage was against the high stop bolt. Minor fabrication got that one figured out. Now onto the hydraulic issues...
OK..I've got a problem with an SK330. Original motor dropped a part of the piston and then kicked it through the side of the block. : ( It's a Y07 serial # machine FYI. Found an engine that was 'rebuilt' out of another SK330 that had never been run since reman and the owner didn't pay the bill. Came through a buddy who pulled some strings. They came out and put it in moving the fuel system and fly wheel to the new motor off engine A. Now engine B works but it's making all types of noise and when I get out there it's clearly NOT a rebuild. Have them pull it...buddy calls his guys and they are sorry and will reman this motor (B) which is good since we didn't have a block before we're still better off. Engine B comes back and is installed runs great....but the thing dies every time we go to do anything with it. We're now wondering if we have (C) motor that's out of a truck/bus because we have the above motor with a electronically controlled manual pump....which I'm thinking is out of a truck/bus as well. Right now this tractor (6000 hours) is worthless. We cannot get answers out of the people that took back and 'rebuilt' the motor...other than they've told one of the guys that called on this deal that they kept out electronic pump ($17,000 new/$8000 rebuilt w/o core). This has been a long, drawn out saga with too much already invested. I'm giving real consideration to putting a 8.3L Cummins in it and full retarding this thing down to running without a computer...I've got the pumps uncoupled from the computer already. Help / Thoughts?
Sir, With respect you have more problems than that. The model numbers you show on top of the engine say it is NOT the correct engine. It should say Model 6D16-TLEB and rated at 177kW/2200 Rpm. You do or should have a more powerful engine than original. What is different around it, is anyone's guess. Thoughts about dying, Engine Speed Sensing is not working (this matches engine power to pump demand for performance).........with such change, biggest possibility, stuck pump regulator, or control issue between machine computer and engine governor. Governor should be Mechanical. Don't know what machine you have, but there was a change later to 6D16-TLE2A at that power rating. Cannot read your tags well. MENA or Mitsubishi Engines North America is in Chicago and they might be able to identify what you have. Good Luck Dragline.
They should have dynoed it before they sent it. Have you checked all fuel lines, fittings, filters, the banjo bolt where the fuel line from the tank connects to the lift pump for a strainer screen in the center, etc? Easy to start, no unusual smoke, anything like that? I doubt you have a truck or bus engine, shouldn't really matter as to my knowledge they all use constant speed governors anyway.
We have now gotten everything working...we got a number for a mechanic that left the local dealer here and went out on his own a few years back from another contractor. He was able to come out and get it all straight and working great. I'm sure the block isn't what it should be...but there is mass confusion as to what our machine should or should not have for injector pump / ecm / controls...evidently it was all there, just needed some tweeking. Thanks for everyone's help.