Yes ... My sentiments exactly . Whilst watching this i was saying very similar to myself, not often can a Mechanic do this sort of thing.. Like my industry for example. A tech can build a rig, network, custom water cooling lines etc etc but couldnt soldier two wires together if their life depended on it . We too have our "Tech" and our "TECHS" lol . Love watching this guy when it comes down to the electrical stuff, really enjoy the troubleshooting aspect, it helps me in my projects, jobs, albeit i am retired now and dont do what i used to, i Still want to learn as much as i can everyday . Big Up's to Wes for this. And his family whom support him .Cheers mate .
I like getting projects others failed to fix, you end up with very happy return customers. It does have its downsides though. The latest downside is I am now the go to guy for a very rusty 88 RX7. Your sarcasm is beginning to rival mine! lol
@@WatchWesWork Or at least the same one. I am starting to think the other guys knew what they were doing when they pretended not to fix the RX7 the first time. lol It was before my RUclips days but it was a really unique problem. I wish I had recorded it.
@@Chr.U.Cas1622 i hated working on those Allison trans in garbage trucks. Boss would tell us "I've got a Volvo GT coming in", our excitement suddenly disappeared when the reality was discovered. Rotten smelling b#*&@s of things.....
So basically, you're becoming the go to guy for garbage trucks and rusty plow trucks. I don't know how your parents feel, but we couldn't be prouder! Out here in the PNW, the chill of autumn is in full swing. It's beginning to fell a lot like Christmas! A plow truck video can't be far away!
Cuddos to you for sticking out to a complete job. That’s easier to do when you don’t have a boss screaming down the back of your neck that you’re spending to much time on the problem or a customer saying you’re just trying to milk a job for more money. Some problems just take longer then others. The brilliance of your process was pretty cool.
You're right,stuff like this one can be tough at a big shop. Plus the fact that it appeared to be working really makes it tough to justify spending a lot of the customers money for what appeared like a convenient feature. I think if one of the others got the burnt pto I'd like to think one of them could've figured it out. When I still worked for a big shop my boss used to send these type of jobs to my personal shop. I could take the time needed to figure them out without having to charge them for scratching my head. So the customers were happy and my boss was able to throw me a job keeping me happy. It worked really good while it lasted,but my friend/boss passed away from a massive heart attack and his son saw things differently. But I still tried to make things work and agreed not to take any new customer's. I tried making it work but I left after 6 months or so along with most of the customers. It was a shame because he ran 25+ years of hard work into the ground in less than a year.
Scotty K, eat your heart out. It's just a pleasure to watch a guy work who really understands what he is doing. It's so rare in the automotive repair business today. Great work, Wes
I spent seven years in the waste removal industry, and our trucks either had electric shift or air shift PTO. There was no gear clash with electric. Dump the air, PTO switch on, shift to neutral, and it will engage. Air shift was the easiest. Come to a stop, cut it the PTO, shift to neutral. It locks the service brakes. The tricky one was the ten wheel cutdown. PTO cuts out if the RPM's are too high, and comes back on when the engine returns to idle. Great job Wes. Looking forward to the next video.
I can recall when I started fixing,vehicles at thirteen,there wasn't to many that had all the relays solinoids,and absolutely no computers. I enjoy watching you even though I will not be working on any ,at 89, the agility has left me ,continue amazing me with your tallents. God Bless you and your family.
Wes you have the tenacity of a bulldog. Great catch by talking to the owner of said equipment and going the extra mile in diagnosing the issue. Thanks again.
Not my cup of tea, but I know you helped out the other people that have to deal with these convoluted problems. It did help me understand why a good/excellent mechanic costs so much/is WORTH so much. Excellent presentation! Thanks for sharing.
After 4 so called reputable shops worked on it you get it fixed. Yup, give yourself a huge pat on the back Wes. It's so enjoyable watching you figure out others FUBAR moves then you actually figuring out how reverse what they did and how to fix it.
Nice work. You just illustrated the difference between a “mechanic”who fixes things, and a “technician” who replaces parts. I hope they appreciate your attention to detail, because it means they won’t be back for a while.
I was giving you respect for stripping and rebuilding the Pto because most people would just get another one and fit it , but now you have diagnosed and fixed the wiring issue so it works properly puts you on another level of persistent and tenacious. Well done you should be proud .
you know you bought from the wrong manufacturer when the builder of your custom rig not only can't fix the problem, but doesn't even have wiring schematics for the unit. it's getting to the point that when i'm watching one of your vids i hear the mighty mouse theme song in my head, "here i come to save the day!", and the schoolhouse rock saying, "knowledge is power". like a true hero, you just keep on using your power for good, by saving the day for people with more problems than solutions, without i might add, going totally bonkers in the process. i doff my cap to thee good sir!
great job WES!. especially with kids around working garages. i stress out knowing my daughters could be anywhere and I have the habit of walking around anything im moving or driving about 3 times to be careful. i too have determined the safest place is in the cab or on the tractor with me...
The problem today with shops is they are mostly flat rate, so most of the time you get a five minute diag then a bunch of parts thrown at the vehicle. Usually there is only one guy that can successfully do electrical, if he is busy than you are just out of luck. Its nice to see that you are curious enough to actually fix the problem I hope you charge more for electrical repair because every other shop I know of does. Great video. You are really helping us understand some of this crazy stuff.
Great job you were not putting down any other shop they did that to themselves by not having the knowledge to do what they were paid to do that's where you stand out you believe in fixing what you're asked to do and if you don't know how you'll figure it out and do it right wish all repair shops were like you thank you keep up the great work
Wes, to get that clutch piston seal started we were taught to use a feeler gauge in transmission school and work it around just like you did with that pick kind of gizmo you were using. Nice thing about feeler gauge is you can pick the thickness to suit the outcome you want.
Precision calibrated tapered thickness gauge with rounded end, bent to suit; comes with a handle as a bonus. Cannot bend. Conforms to wide range of diameters. Ideal tool!
Well done! I've found that body Outfitters of just a decade ago (let alone older), rarely keep records of their own build designs. As running changes occur from chassis suppliers, the problem compounds itself and as a result, nobody knows how to troubleshoot the electrical and hydraulic system. The only ones that do keep archives are the chassis suppliers. Your approach to the problem was smart. But there are significant downstream problems facing the owner of this trash truck. All the safety features of the hydraulic system have now been bypassed by the previous repair shops hacking the wiring. All the relays you found in the control box are usually connected to all the hydraulic Rams and ensure they are all operating at minimum / maximum ranges and line pressure requirements. Which then send signals to the Ford PTO configuration for engagement and rpm control (limits) and emergency shutoff, if equipped. I've rarely had problems with Parker / Chelsea wet PTOs when they are maintained correctly with transmission hour maintenance intervals, which very few operators implement. The maximum hours between transmission oil changes should be between 800 / 1,600 hours (depending on gph load req.) if operating 10 - 12 hours per day in moderate climates. If an operator demands high availability, they will enforce a strict maintenance intervals. They will never require a transmission oil flush if they simply change the oil and filter on a regular pto hour schedule. This is especially true of Class 7 trucks with Allisons. As you pointed out, If left too late, like the Ford's, flushing the system will probably do more damage than good.
Excellent video Wes. Love these who done it videos. I’ve got a job you could finish and make a new customer very happy. It’s a 79 scout with a 345 ci V8 engine. Engine was rebuilt by our local automotive machine shop but the guy couldn’t find anyone to install it. Dumb me says, I can install it. The owner lives three hours away. He has it brought up on a flat bed and I put the engine in. Everything that goes on the engine I replace with new parts plus a new radiator and heater core. Start it up and runs great. He comes and gets it and drives it home. All happy for the next two months until it quits running on him. Two other shops he takes it to can’t figure out what’s wrong with it. They know what’s wrong with and just don’t want to deal with it. The rings never seated and it burned oil. Three quarts low on oil and a totally burned up melted down catalytic converter. The owner put gas in it 8 times, he said, and never checked the oil. The machine shop says the carburetor over fueled the engine and washed the oil down from the rings, did you rebuild the carburetor, no, why not? Because it didn’t need it. The finger of blame pointed at me. Long story short, carburetor is not over fueling and machine shop is still blaming me. Customers says why would I check the oil level on a new engine. Going to pull the engine back out, pay the machine shop to fix it and tell the customer to find another shop to put it back. Divorcing myself of this headache.
Great diagnostic work Wesley. No sense firing the " Parts Cannon" at it. I'll hand it to you. Trusting the wife to Mall shop with armed credit cards while you work on a garbage truck makes you my Mechanic of the Month. Great appreciation to you on this end.
Four shops couldn't fix it, but they clearly brought it to the right place! A lot of techs I know when they come across a problem like this because it doesn't have a linear solution they give up too easily. A good diagnostic tech is a rare thing nowadays, and they were lucky to find you Wes!
Mid vid snarky…loved it… 🥸… Remember seal o-rings back 40 years ago were injected molded .There were times during assembly the seal would have a pronounced “burr” caused by leak by during manufacturing. There were some assemblers that would dry fit the parts because they used white lithium grease for everything and they were “ prissy “ and didn’t like getting dirty. The seal you took out is a good failure mode for the assembly plant because this issue would take years to fail thus out of warranty. This would be caused by oil not being able to preload the pressure on the clutches evenly in turn the friction disks would always have a high side and slowly erode . That friction disk material would be like lapping compound flowing though everywhere and finally end up in the filters and bottom of the transmission pan.
Tell that to a customer that buys over 100 pieces of earthmoving equipment every three years that has a string of scrapers down with that same issue. I have seen hundreds of “ preventive “ failure modes in 45 years as a field engineering tech and the strangest one was a torque converter from a 797 off highway truck. There were multiple possibilities during the introduction of this mechanical drive monster with the transmission being the target because we had bean counters running the plant and not the engineers. To have a torque converter fail was the first one in over 1500 test hours in the field. I personally took the lead to diagnose the cause of this failure and the first thing we check is the return suction sump for metallic debris in the magnetic screen. I was surprised no doubt when a pant leg of denim was stuck in the suction stub which caused the friction plates to “ weld “ themselves together. I called the on-site engineer and asked him what procedural policy that they documented at the job site and duration of maintenance intervals , he chuckled and told me that at this copper mine located about 5800 feet above sea level in Chile was being run with 10/12 year children doing the routine maintenance .
@@Netherlands031 Lubricated install (hopefully) prevents nicks and cuts that =leaks; also installing over sharp edges and burrs can also cause leaks in the seal
simply amazing, anyone working in the field know how kuch stuff like this is rare to see and for a customer to have access to a professional like Wes is a blessing...
I love that you go the extra mile to not only do a proper repair but to explain your reasoning that always makes sense. The clutches were burned up just like someone that rides the clutch on a manual shift only partially engaging the floaters and disc. Good job as always!!
Doesn't it feel great when, not only have you solved the problem at hand, you have retrospectively constructed the history of it's origin. Jolly good show Wes.
Everyone of your videos confirms I don’t know as much as I thought about mechanics/electrical in auto/truck/ equipment. I think I’m down to 0.5% now but with your help I’m learning. Wes I’m not just flapping my mouth when I say I’m sure there is not another like your out there. I can’t call you a just a mechanic or just an auto electrician or just a technician. I’m sure there is no word or description of your capabilities. I can’t imagine what description I could write on a sign to hang outside your shop…..Incredible
Our shop is one of those shops that make the others look bad. We are all ticketed welders with next to no mechanical experience prior to working here and the boss has us install PTO's and hydralics on trucks!!! I'm expected to figure out a trade that I never signed up for and know nothing about and it drives me nuts. Maybe if you do a few more PTO videos I'll get it figured out lol.
Very entertaining guy! I like the videos and diagnosis steps, especially the electrical work. Been working on vehicles for 12 years but mostly a parts replacer. Thanks for the videos!
Congrats on going the extra mile Wes. You did well to solve the issue, having not worked on this type of PTO before. To solve the issue when other shops couldn't speaks volumes, both about the other shops and your diagnostic skills. Not having a manual or diagrams to follow and still get the job done is amazing! Well done. Thanks for posting.
Lot of mechanics are just part changers and don't know how to troubleshoot. Today if they don't find the problem with their diagnostic tools they are lost. Great work!
Hats off for detective WES! Hope your customers pay you for your unreal service and expertise! Woldn`t it be handy to mount a remote winch in the back of the shop to be able to tow in by your self? Love you're channel!
Great explation and logical analysis of the problem. What a treasure to have a technician with this apptitude and tenacity to get to the bottom of a problem n your market.
Great diag which separates a good tech from a 'parts changer.' I always got a ton of praise for my diag process and being more thorough and not just throwing parts at it on a whim or assumption. Nothing worse than having a customers vehicle come in and leave with the problem persisting. Apparently the other shops lacked the ability or they just didn't care. Either way now you'll have another steady customer whether you like it or not lol 👍👍
I know this was kind of a mess for you to figure out but it was interesting none the less. You putting the friction plates and steels in reminded me of replacing the clutch on an old Harley Davidson Sportster just bigger on the motorcycle. Good job again Wes.
New subscriber here. Enjoying your vids and usually have 2 or 3 open at the same time. I also appreciate the fact you don't cuss constantly. thanks for that.
The system before this had the same PTO, controlled with the same solenoid and another solenoid to kick the throttle up via the linkage. That system was simple and reliable, so they just had to "fix" it.
We run these chassis in some of our squirt boom trucks at the power company I work at. Some of them only 3 years old with 300,000 on them so they see every problem that could happen. Same pto set up. In some cases there’s also a “hood open safety switch” that also works in conjunction with the brake pedal switch. If the hood is open or the hood switch fails it will prevent the pto from engaging. We see the hood switch fail a lot. The hood switch is to prevent the engine from being turned on from the bucket in case someone is working on it in a bucket truck situation.
ONLY The best mecanics/technicians care about why the part failed in the first place I sat here and watched the whole thing I own a tow truck and from when I got it 15years ago I noticed R.P.M.'s would stay the same and hydraulics were slow I ended up doing the same thing you did and to this day it works perfect over the years rewired and a 40 amp really was installed. I also learned the clutches also help in very cold winter time when hydraulic fluid is thick it allows for a cushioned engagement. ( I also have the Solus Edge...down side are the freaking $500 twice a year updates ;((( ) thanks for the content love the pilot bearing puller comment #truthbetold mostly none of us have ever used it for that either!!!!
I have to laugh when it looks like an easy fix . I look at how much time is left on video I know POOP is about to hit the proverbial fan LOL love your videos and your patience and diagnostic skill
I’ve seen these clutch style pto’s burn up if the high-idle doesn’t turn on when the pto is engaged. It needs the high-idle for the transmission to build the proper line pressure.
Those clutch drive PTO's have another huge advantage- when the hydraulic pump locks up, the clutches slip and protect both the PTO and drive gear in the transmission.
You're a dog with a bone, love it... again great detail into stuff others seems to have issues fixing... And as Scott from VEHCOR says, 'somebody's been here before'...
You deffinately know your stuff great job!!!. There is soo much tech. In garbage trucks. The demand to complete routes can be overwhelming. Them trucks are ran hard. Because of demand. Should exchange notes with the manufacturer. Mabe they can help give you some sponsorship 👍👍👌
The seal fail because of wear on the clutch pack allow too much travel. Big problem with this type of PTO is driver engage it at any rpm that cause premature wear some body fitter even use the tcm to engage and disengage the PTO at 1200 Rpm so that don't burn the pump but going house to house with the PTO on it engage and disengage multiple time a day on a 10 wheller truck that's about 800 house a day 800 engage and disengage just for house stop and go plus the stop sing that a lot for surch a small clutch pack
Your understanding of the electrical part of the repair process is what sets a real mechanic from a parts changing hack.
Nice going!
Thanks!
@@WatchWesWork @Mario Saccoccio - It's well said Wes, well said.
Yes ... My sentiments exactly . Whilst watching this i was saying very similar to myself, not often can a Mechanic do this sort of thing.. Like my industry for example. A tech can build a rig, network, custom water cooling lines etc etc but couldnt soldier two wires together if their life depended on it . We too have our "Tech" and our "TECHS" lol . Love watching this guy when it comes down to the electrical stuff, really enjoy the troubleshooting aspect, it helps me in my projects, jobs, albeit i am retired now and dont do what i used to, i Still want to learn as much as i can everyday . Big Up's to Wes for this. And his family whom support him .Cheers mate .
As a parts changing hack, I agree 100% lol This is why I watch and learn
Couldn't have said it better myself. 👏👍
“99% of them give the other 1% a bad name.” Made me laugh out loud.
I like getting projects others failed to fix, you end up with very happy return customers. It does have its downsides though. The latest downside is I am now the go to guy for a very rusty 88 RX7. Your sarcasm is beginning to rival mine! lol
Hmm. So they're going to bring me more garbage trucks? This may have been a bad idea...
@@WatchWesWork
No problem as long as it's only the trucks and not only the garbage! ;-)
@@WatchWesWork Yes with bugs
@@WatchWesWork Or at least the same one. I am starting to think the other guys knew what they were doing when they pretended not to fix the RX7 the first time. lol It was before my RUclips days but it was a really unique problem. I wish I had recorded it.
@@Chr.U.Cas1622 i hated working on those Allison trans in garbage trucks. Boss would tell us "I've got a Volvo GT coming in", our excitement suddenly disappeared when the reality was discovered. Rotten smelling b#*&@s of things.....
So basically, you're becoming the go to guy for garbage trucks and rusty plow trucks. I don't know how your parents feel, but we couldn't be prouder! Out here in the PNW, the chill of autumn is in full swing. It's beginning to fell a lot like Christmas! A plow truck video can't be far away!
Cuddos to you for sticking out to a complete job. That’s easier to do when you don’t have a boss screaming down the back of your neck that you’re spending to much time on the problem or a customer saying you’re just trying to milk a job for more money. Some problems just take longer then others.
The brilliance of your process was pretty cool.
Kudos? I think cuddos mught be a a parasitic infestation of some kind, Not sure. :)
@@neilcowan535 Ha Ha! I think so to.
You're right,stuff like this one can be tough at a big shop. Plus the fact that it appeared to be working really makes it tough to justify spending a lot of the customers money for what appeared like a convenient feature. I think if one of the others got the burnt pto I'd like to think one of them could've figured it out.
When I still worked for a big shop my boss used to send these type of jobs to my personal shop. I could take the time needed to figure them out without having to charge them for scratching my head. So the customers were happy and my boss was able to throw me a job keeping me happy. It worked really good while it lasted,but my friend/boss passed away from a massive heart attack and his son saw things differently. But I still tried to make things work and agreed not to take any new customer's. I tried making it work but I left after 6 months or so along with most of the customers. It was a shame because he ran 25+ years of hard work into the ground in less than a year.
Scotty K, eat your heart out. It's just a pleasure to watch a guy work who really understands what he is doing. It's so rare in the automotive repair business today. Great work, Wes
Your ability to figure shit like this out always impresses me. At least the misses didn’t turn the engine on this time.
I spent seven years in the waste removal industry, and our trucks either had electric shift or air shift PTO. There was no gear clash with electric. Dump the air, PTO switch on, shift to neutral, and it will engage. Air shift was the easiest. Come to a stop, cut it the PTO, shift to neutral. It locks the service brakes. The tricky one was the ten wheel cutdown. PTO cuts out if the RPM's are too high, and comes back on when the engine returns to idle. Great job Wes. Looking forward to the next video.
I can recall when I started fixing,vehicles at thirteen,there wasn't to many that had all the relays solinoids,and absolutely no computers. I enjoy watching you even though I will not be working on any ,at 89, the agility has left me ,continue amazing me with your tallents. God Bless you and your family.
Wes you have the tenacity of a bulldog. Great catch by talking to the owner of said equipment and going the extra mile in diagnosing the issue. Thanks again.
I look forward to Saturday/Sunday for Wes' videos
Not my cup of tea, but I know you helped out the other people that have to deal with these convoluted problems. It did help me understand why a good/excellent mechanic costs so much/is WORTH so much. Excellent presentation! Thanks for sharing.
After 4 so called reputable shops worked on it you get it fixed.
Yup, give yourself a huge pat on the back Wes.
It's so enjoyable watching you figure out others FUBAR moves then you actually figuring out how reverse what they did and how to fix it.
Fubar? I haven’t heard that since I left he service.
Nice work. You just illustrated the difference between a “mechanic”who fixes things, and a “technician” who replaces parts. I hope they appreciate your attention to detail, because it means they won’t be back for a while.
All I can say is BRAVO! That was a MasterClass in repair work.
Wes, your problem-solving skills are second to none!
I was giving you respect for stripping and rebuilding the Pto because most people would just get another one and fit it , but now you have diagnosed and fixed the wiring issue so it works properly puts you on another level of persistent and tenacious. Well done you should be proud .
you know you bought from the wrong manufacturer when the builder of your custom rig not only can't fix the problem, but doesn't even have wiring schematics for the unit. it's getting to the point that when i'm watching one of your vids i hear the mighty mouse theme song in my head, "here i come to save the day!", and the schoolhouse rock saying, "knowledge is power". like a true hero, you just keep on using your power for good, by saving the day for people with more problems than solutions, without i might add, going totally bonkers in the process. i doff my cap to thee good sir!
great job WES!. especially with kids around working garages. i stress out knowing my daughters could be anywhere and I have the habit of walking around anything im moving or driving about 3 times to be careful. i too have determined the safest place is in the cab or on the tractor with me...
The problem today with shops is they are mostly flat rate, so most of the time you get a five minute diag then a bunch of parts thrown at the vehicle. Usually there is only one guy that can successfully do electrical, if he is busy than you are just out of luck. Its nice to see that you are curious enough to actually fix the problem I hope you charge more for electrical repair because every other shop I know of does. Great video. You are really helping us understand some of this crazy stuff.
I admire the reasoning you put into the job, well done!
Great job you were not putting down any other shop they did that to themselves by not having the knowledge to do what they were paid to do that's where you stand out you believe in fixing what you're asked to do and if you don't know how you'll figure it out and do it right wish all repair shops were like you thank you keep up the great work
Wes, to get that clutch piston seal started we were taught to use a feeler gauge in transmission school and work it around just like you did with that pick kind of gizmo you were using. Nice thing about feeler gauge is you can pick the thickness to suit the outcome you want.
Was going to suggest this myself when I saw you beat me to it. I always found .020" was about right.
Precision calibrated tapered thickness gauge with rounded end, bent to suit; comes with a handle as a bonus. Cannot bend. Conforms to wide range of diameters. Ideal tool!
Well done!
I've found that body Outfitters of just a decade ago (let alone older), rarely keep records of their own build designs. As running changes occur from chassis suppliers, the problem compounds itself and as a result, nobody knows how to troubleshoot the electrical and hydraulic system.
The only ones that do keep archives are the chassis suppliers. Your approach to the problem was smart.
But there are significant downstream problems facing the owner of this trash truck. All the safety features of the hydraulic system have now been bypassed by the previous repair shops hacking the wiring.
All the relays you found in the control box are usually connected to all the hydraulic Rams and ensure they are all operating at minimum / maximum ranges and line pressure requirements. Which then send signals to the Ford PTO configuration for engagement and rpm control (limits) and emergency shutoff, if equipped.
I've rarely had problems with Parker / Chelsea wet PTOs when they are maintained correctly with transmission hour maintenance intervals, which very few operators implement.
The maximum hours between transmission oil changes should be between 800 / 1,600 hours (depending on gph load req.) if operating 10 - 12 hours per day in moderate climates.
If an operator demands high availability, they will enforce a strict maintenance intervals. They will never require a transmission oil flush if they simply change the oil and filter on a regular pto hour schedule. This is especially true of Class 7 trucks with Allisons. As you pointed out, If left too late, like the Ford's, flushing the system will probably do more damage than good.
Excellent video Wes. Love these who done it videos.
I’ve got a job you could finish and make a new customer very happy. It’s a 79 scout with a 345 ci V8 engine. Engine was rebuilt by our local automotive machine shop but the guy couldn’t find anyone to install it. Dumb me says, I can install it. The owner lives three hours away. He has it brought up on a flat bed and I put the engine in. Everything that goes on the engine I replace with new parts plus a new radiator and heater core. Start it up and runs great. He comes and gets it and drives it home. All happy for the next two months until it quits running on him. Two other shops he takes it to can’t figure out what’s wrong with it. They know what’s wrong with and just don’t want to deal with it. The rings never seated and it burned oil. Three quarts low on oil and a totally burned up melted down catalytic converter. The owner put gas in it 8 times, he said, and never checked the oil. The machine shop says the carburetor over fueled the engine and washed the oil down from the rings, did you rebuild the carburetor, no, why not? Because it didn’t need it. The finger of blame pointed at me. Long story short, carburetor is not over fueling and machine shop is still blaming me. Customers says why would I check the oil level on a new engine. Going to pull the engine back out, pay the machine shop to fix it and tell the customer to find another shop to put it back. Divorcing myself of this headache.
Every town needs a few Wes's to keep things running.
I’m seriously impressed with your electrical skills
Appreciate the passion to resolve the issue. Fun video with the gratification of a truly completed project
Great diagnostic work Wesley. No sense firing the " Parts Cannon" at it. I'll hand it to you. Trusting the wife to Mall shop with armed credit cards while you work on a garbage truck makes you my Mechanic of the Month. Great appreciation to you on this end.
Four shops couldn't fix it, but they clearly brought it to the right place! A lot of techs I know when they come across a problem like this because it doesn't have a linear solution they give up too easily. A good diagnostic tech is a rare thing nowadays, and they were lucky to find you Wes!
Nice to see your clear methodology in diagnostics of the electronics. 👍.
Mid vid snarky…loved it… 🥸… Remember seal o-rings back 40 years ago were injected molded .There were times during assembly the seal would have a pronounced “burr” caused by leak by during manufacturing. There were some assemblers that would dry fit the parts because they used white lithium grease for everything and they were “ prissy “ and didn’t like getting dirty. The seal you took out is a good failure mode for the assembly plant because this issue would take years to fail thus out of warranty. This would be caused by oil not being able to preload the pressure on the clutches evenly in turn the friction disks would always have a high side and slowly erode . That friction disk material would be like lapping compound flowing though everywhere and finally end up in the filters and bottom of the transmission pan.
what's the problem with dry fitting seals, if it fits it sits right?
Tell that to a customer that buys over 100 pieces of earthmoving equipment every three years that has a string of scrapers down with that same issue. I have seen hundreds of “ preventive “ failure modes in 45 years as a field engineering tech and the strangest one was a torque converter from a 797 off highway truck. There were multiple possibilities during the introduction of this mechanical drive monster with the transmission being the target because we had bean counters running the plant and not the engineers. To have a torque converter fail was the first one in over 1500 test hours in the field. I personally took the lead to diagnose the cause of this failure and the first thing we check is the return suction sump for metallic debris in the magnetic screen. I was surprised no doubt when a pant leg of denim was stuck in the suction stub which caused the friction plates to “ weld “ themselves together. I called the on-site engineer and asked him what procedural policy that they documented at the job site and duration of maintenance intervals , he chuckled and told me that at this copper mine located about 5800 feet above sea level in Chile was being run with 10/12 year children doing the routine maintenance .
@@gregbutler9873 cool story, but I still don't get what the problem is, I'm not a mechanical engineer
@@Netherlands031 Lubricated install (hopefully) prevents nicks and cuts that =leaks; also installing over sharp edges and burrs can also cause leaks in the seal
You are a true magician exceptional work amazing love you work I could watch you all day
simply amazing, anyone working in the field know how kuch stuff like this is rare to see and for a customer to have access to a professional like Wes is a blessing...
I love that you go the extra mile to not only do a proper repair but to explain your reasoning that always makes sense. The clutches were burned up just like someone that rides the clutch on a manual shift only partially engaging the floaters and disc. Good job as always!!
Doesn't it feel great when, not only have you solved the problem at hand, you have retrospectively constructed the history of it's origin. Jolly good show Wes.
Everyone of your videos confirms I don’t know as much as I thought about mechanics/electrical in auto/truck/ equipment. I think I’m down to 0.5% now but with your help I’m learning.
Wes I’m not just flapping my mouth when I say I’m sure there is not another like your out there. I can’t call you a just a mechanic or just an auto electrician or just a technician. I’m sure there is no word or description of your capabilities. I can’t imagine what description I could write on a sign to hang outside your shop…..Incredible
Excellent problem solving, that is one of the many things that makes your channel great. Thanks for the video.
Eschew…not a word used around shops! Well done as always!!
Our shop is one of those shops that make the others look bad. We are all ticketed welders with next to no mechanical experience prior to working here and the boss has us install PTO's and hydralics on trucks!!! I'm expected to figure out a trade that I never signed up for and know nothing about and it drives me nuts. Maybe if you do a few more PTO videos I'll get it figured out lol.
Impress your boss, ask him if they will pay for your education in the trades you need to do your job. Keen people go a long way.
Very entertaining guy! I like the videos and diagnosis steps, especially the electrical work. Been working on vehicles for 12 years but mostly a parts replacer. Thanks for the videos!
Congrats on going the extra mile Wes. You did well to solve the issue, having not worked on this type of PTO before. To solve the issue when other shops couldn't speaks volumes, both about the other shops and your diagnostic skills. Not having a manual or diagrams to follow and still get the job done is amazing! Well done. Thanks for posting.
Lot of mechanics are just part changers and don't know how to troubleshoot. Today if they don't find the problem with their diagnostic tools they are lost. Great work!
You alway like the electrical headaches & one of a kind problems.
Learning never stops
Hats off for detective WES!
Hope your customers pay you for your unreal service and expertise!
Woldn`t it be handy to mount a remote winch in the back of the shop to be able to tow in by your self?
Love you're channel!
I'm glad there are people like you out there - Keep it going, doing these types of videos helps many others
wes just earned another customer for life so we'll see this truck for other fixes
Great explation and logical analysis of the problem. What a treasure to have a technician with this apptitude and tenacity to get to the bottom of a problem n your market.
Great tenacity = great content. 👍
Again, a very good educational video. Thank you.
Excellent explanation…great work as always.
Thank you
Great diag which separates a good tech from a 'parts changer.' I always got a ton of praise for my diag process and being more thorough and not just throwing parts at it on a whim or assumption. Nothing worse than having a customers vehicle come in and leave with the problem persisting. Apparently the other shops lacked the ability or they just didn't care. Either way now you'll have another steady customer whether you like it or not lol 👍👍
Hi Wes, it always amazes me how you fix things others can’t seem to do. Your the man !!
I know this was kind of a mess for you to figure out but it was interesting none the less. You putting the friction plates and steels in reminded me of replacing the clutch on an old Harley Davidson Sportster just bigger on the motorcycle. Good job again Wes.
New subscriber here. Enjoying your vids and usually have 2 or 3 open at the same time. I also appreciate the fact you don't cuss constantly. thanks for that.
I would like to have half your knowledge on large trucks and heavy equipment. Great video Wes.
Great work very impressed with your troubleshooting
Great job Wes. You definitely have skills. Watching your approach to diagnostics has helped me do a better job on my own projects. Thanks.
Bravo!!! Another mystery solved....love,love,love the diag...
Detective Wes , very well done .
Once again you continue to marvel
You are like a dog on a bone
My favorite YT Chanel
Keep em coming. Bless you and your family
Great troubleshooting Wes. Thanks for sharing your work with the rest of us, it's very educational! God bless and be safe out there!
The system before this had the same PTO, controlled with the same solenoid and another solenoid to kick the throttle up via the linkage. That system was simple and reliable, so they just had to "fix" it.
Damn you're a good mechanic! Bravo!
Eres un crack, si señor un buen mecánico, hoy solo ay cambia piezas me encanta ver como trabajas..
Absolute sorcery! Great job fella
We run these chassis in some of our squirt boom trucks at the power company I work at. Some of them only 3 years old with 300,000 on them so they see every problem that could happen. Same pto set up. In some cases there’s also a “hood open safety switch” that also works in conjunction with the brake pedal switch.
If the hood is open or the hood switch fails it will prevent the pto from engaging. We see the hood switch fail a lot. The hood switch is to prevent the engine from being turned on from the bucket in case someone is working on it in a bucket truck situation.
Wow. I would not have thought of that.
@@WatchWesWork glad you saw this! I was hoping you would in case it comes back hahaha
Love your diagnostic testing and explanations. Good job as usual
Loved it. Proper diagnosis.
ONLY The best mecanics/technicians care about why the part failed in the first place I sat here and watched the whole thing I own a tow truck and from when I got it 15years ago I noticed R.P.M.'s would stay the same and hydraulics were slow I ended up doing the same thing you did and to this day it works perfect over the years rewired and a 40 amp really was installed. I also learned the clutches also help in very cold winter time when hydraulic fluid is thick it allows for a cushioned engagement. ( I also have the Solus Edge...down side are the freaking $500 twice a year updates ;((( ) thanks for the content love the pilot bearing puller comment #truthbetold mostly none of us have ever used it for that either!!!!
Ah the jokes just keep coming. Great video as always Wes.
Awesome video loved every minute of it
I have to laugh when it looks like an easy fix . I look at how much time is left on video I know POOP is about to hit the proverbial fan LOL love your videos and your patience and diagnostic skill
This man is a genius. Nuff said. 😊👍👍
Great job Wes keep up the great work
"99% of lawyers give the other 1% a bad name" I never used to understand lawyer jokes until I had a divorce. Now I understand lawyer jokes.
That pto engagement you mentioned is alarming to hear initially. Like wow it's supposed to do that huh 😂
I’ve seen these clutch style pto’s burn up if the high-idle doesn’t turn on when the pto is engaged. It needs the high-idle for the transmission to build the proper line pressure.
Is it technician myself all I can say is you’re a better man than I amAnd I hope you made really good money on this
I’ve worked on a lot of Super Duty’s and 350’s with pto’s all had a parking brake interlock for safety reasons
Great video Wes very informative.
The other shops just dont care to much overhead to be that good so glad your an honest one
Great knowledge of vehicle electrics👍
Those clutch drive PTO's have another huge advantage- when the hydraulic pump locks up, the clutches slip and protect both the PTO and drive gear in the transmission.
Nicely done sir !
Awesome repair Bud
3:28 and the penguin says, "No, that's ice cream."
Very well done
You're a dog with a bone, love it... again great detail into stuff others seems to have issues fixing... And as Scott from VEHCOR says, 'somebody's been here before'...
Had close to the same problem with cruise control on a chevy 1 ton, the brake switch would randomly not allow the cruise to work.
Now working on one of those not cleaned and disenfected...that's above and beyond....whew...
Good job young man!
You deffinately know your stuff great job!!!. There is soo much tech. In garbage trucks. The demand to complete routes can be overwhelming. Them trucks are ran hard. Because of demand. Should exchange notes with the manufacturer. Mabe they can help give you some sponsorship 👍👍👌
I watched that Dirt Perfect live meet and greet. I bet you got a little sunburn out of that, but it looks like it was fun.
We had a good time. Thanks for watching.
Very interesting video. I wish all mechanics would go the extra mile 👍
Great job!
The seal fail because of wear on the clutch pack allow too much travel. Big problem with this type of PTO is driver engage it at any rpm that cause premature wear some body fitter even use the tcm to engage and disengage the PTO at 1200 Rpm so that don't burn the pump but going house to house with the PTO on it engage and disengage multiple time a day on a 10 wheller truck that's about 800 house a day 800 engage and disengage just for house stop and go plus the stop sing that a lot for surch a small clutch pack
WES your the man !!!!
super nice job
4 shops didn't want to do it ! Plus, man I wish you were my neighbor .