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RubyCon1

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About RubyCon1

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Wheel Horse Information

  • favoritemodel
    c160

Profile Information

  • Location
    NM

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  1. Power constant at solinoid

    The safety switch circuit is no longer operating properly. Trying to crank the engine with the PTO engaged should not allow the starter to engage. The symptoms you describe sound like the "I" terminal of the ignition switch is wired directly (intentional or not) to the light blue wire of the starter solenoid or the dark blue wire of the START relay. Wired this way, the safety switches would all be bypassed.
  2. Power constant at solinoid

    Assuming your safety switches are wired up and functional - Ignition in the OFF position Sit in seat PTO to ON position Turn ignition switch to RUN Does the starter engage?
  3. Power constant at solinoid

    There should be no power to the blue trigger wire in the RUN position.
  4. Chrome and Stainless Hubcap project

    How do the moon style caps mount to the WH rims - friction fit ?
  5. 18 Auto-"Fire"?

    consider purchasing gauges for marine applications - they tend to be designed with liquid exclusion as an important consideration
  6. Reversed Battery

    No, the ignition coil stays in the circuit as the load, limiting current thru the points regardless of the direction of current flow.
  7. 1277 starter/gen questions

    @Save Old Iron helped me threw the same issue several years ago. Turns out the cutout relay in the regulator had burned points and was randomly fusing together. Apparently the cutoff relay is meant to open its contacts when the SG produces less then battery voltage so not to allow the connection that charges the battery act to continue to power the SG and jump to the starter mode. File the relay points or replace the regulator. Hope that helps.
  8. Testing a Tach Gauge?

    no offense taken since i'm not there to confirm your observation, we will all have to go with your judgment the tach is bad
  9. Testing a Tach Gauge?

    the point I'm trying to make is maybe the engine is actually at 2500 rpm when the throttle control is at idle. Maybe the tach is telling the truth. Do you have an optical tach to act as a referee so we know what rpm the engine is actually at?
  10. Testing a Tach Gauge?

    what are the actual RPM's of the engine when the tach is reading 2500 ?
  11. Testing a Tach Gauge?

    I know I read about this on another post on this forum. I think SOI replied to a few posts regarding the electronics in this style gauge. The tach gauge you have is not a voltmeter that returns to zero thru mechanical action. This tach is based on air core technology used in airplanes. There is no mechanical zero only an electrical zero. Air core gauge pointers can span a full 360 degree rotation and tends to rest wherever the pointer is when the electrons inside the gauge loose voltage and shut off internally. . . . . there it is - lots of good info here and some examples of how the tach circuitry self destructs at times
  12. Groundsmaster help needed

    . Start by inspecting the float level and float seat area for crud any issues in these areas would prevent the float pintle from closing off gas flow thru the carb bowl and directly into the carb throat
  13. What is Happening in this Pic?

    looks MASSIVELY OVER-ENGINEERED for an attachment lift 10 hp should easily power the system. those poor front wheel spindles ! .
  14. Kohler magnum starter

    Remember, there are 3 stages of life youth - lots of energy and time - but no money middle age - more money and still have energy - but no time old age - lots of money and time - but no energy very few escape this reality
  15. leveling a warp in engine block head.

    this worked for me Thanks SOI
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