4310 runs for 9 seconds and dies

[al3]

Got a voltmeter? You’ve figured out which two leads to the fuel solenoid are supposed to have voltage to them. Using your meter, figure out which lead is the one that is timed out by the ECU. (Disconnect the solenoid, probe one of the spades, turn the ign switch on, see which lead drops the voltage quickest). At this point confirm that the other lead either has continuous voltage or does not. If the voltage does not go away on one of the leads, you might want to then focus your troubleshooting attention elsewhere; maybe testing the resistance of the solenoid coils.
I posted some info when I was troubleshooting a 4110, click on my user name and look at some posts back in Dec/Jan Good luck.

 

[Kyle_in_Tex]

Below is the list from the manual. Might double check your seat switch hotwire.

Engine MUST STOP when:
• Operator places the key switch in the off position
or;
• PTO is engaged, and
• Operator gets out of seat
or (eHydro);
• Operator gets out of seat, and
• Park brake is not engaged
or (SST and ePowrReverser);
• Transmission is in gear, and
• Operator gets out of seat
NOTE: If transmission is in neutral and the PTO is
disengaged, and then the park brake is set, the
operator can

 

[Kyle_in_Tex]

The fuel system on the 4310 epowerreverser is designed to inject fuel into the piston
cylinder where heat from compression ignites the fuel and
air mixture.
Fuel is supplied to the engine when the fuel shutoff
solenoid is energized. The fuel shutoff solenoid contains
two coils to open the fuel valve. The pull-in coil, in
conjunction with the hold-in coil, overcomes the spring
loaded fuel valve. The hold-in coil keeps the fuel valve open
after the pull-in coil current is removed through the K6 timer
module and the K3 pull-in relay.
The fuel shutoff solenoid is initially energized and pulled in
when the engine run relay contacts close. Voltage is
provided to both of the fuel shutoff solenoid coils (pull-in
and hold-in), which provide enough pull on the solenoid
plunger to overcome the shutoff solenoid spring.
The fuel shutoff solenoid pull-in coil needs a high current
pulse through it to overcome the solenoid spring. After the
solenoid opens (overcomes the spring) a lower current will
hold the solenoid open. The combination of the K3 fuel
shutoff relay and K6 timer module provide a means to
remove the current flow through the fuel shutoff solenoid
pull-in coil after the solenoid opens.
When the key switch is placed in either the run or start
positions, current from the switched power circuit is
provided to the K6 timer module through either the seat
switch and V1 diode block or the rear PTO switch,
transmission neutral switch (SST and ePowrReverser) or
W7 jumper plug (eHydro) and V1 diode block.
This circuit causes the K6 timer module to set its time delay
circuit as well as provide power to the engine run relay. The
engine run relay will energize, closing its contacts to
provide current from the unswitched power circuit wire
002D Red to the 302B and 302C Red wires.
This energizes the hold-in coil of the fuel shutoff solenoid
and provides voltage to the pull-in coil.
At the same time that the engine run relay is being
energized, the K6 timer module will provide temporary
current to the K3 fuel solenoid pull-in relay. With the fuel
solenoid pull-in relay energized, a ground path is created
for the pull-in coil of the fuel shutoff solenoid. This allows
the fuel shutoff solenoid to overcome the spring loaded fuel
valve.
After approximately 3 second the timer module will cut
power to the fuel solenoid pull-in relay. This will open the
relay contacts and remove the ground path for the pull-in
coil.
A ground path for the fuel shutoff solenoid hold-in coil is
provided through the 010N and 010P Blk wires.
A latching circuit is provided to maintain voltage to the
engine run relay after the PTO is engaged.
This circuit allows the operator to leave the seat only after
the following sequence of events has been followed: the
transmission placed in neutral and the park brake locked.
The operator may then leave the seat and engage the PTO.
The engine will shutoff if either the park brake is released
or the transmission is placed in gear without having an
operator present on the seat.

 

[JoelT]

Thanks for all the input guys. I'm at a loss though...can't figure out what's turning off fuel after 9 seconds. I haven't replaced the fuel timer solenoid module....yet. It's doing at least part of it's job cutting power to the second coil. Seems a consistent 9sec delay (missing pressure buildup?) would be a clue as well as that the tractor won't move during the 9 seconds....the reverser lever, shifter and/or clutch do nothing. Guess I should check oil and hydraulic pressure's somehow...........or jump/bypass the engine run relay to hotwire the fuel shutoff solenoid. I build cabinets for a living....this is getting waaay past my pay grade.

 

[super55]

I was going through my schematics and your fuel pressure solenoid should have 3 wires to it. Red,white, black. When you disconnect the connector only the red lead should have power. When it is connected back up the white lead should also have power to it because the solenoid should have closed which will than supply power to the K3 relay which is the shutoff solenoid pull in relay that then goes to slot K6 which is your fuel timer module relay. You can also try doing a quick switch on slot K4 which is the engine run relay which is the power system to the whole circuit. I doubt this is it but it could be heating up and breaking contact causing the whole circuit to de-energize.

With a test probe light, pierce the red and white wires to with the key in the run position to make sure you have power. You cannot do this by disconnecting the connector because the red wire is supplying the white wire after the solenoid closes. If you do not have power to the white wire but you do to the red than your fuel solenoid is likely faulty. A quick way to check would be if the white does not have power than use a paperclip, pierce the insulation and jump the two wires together. This will bypass the solenoid connection and complete the circuit to the fuel timer module.

Just out of curiosity when you get it started and running for your 9 second intervals does it restart immediately and when you restart it do you just keep it at idle? While the system on JD is self-priming you usually still need to top the new filter off with diesel before putting on and then once started run the tractor at near wide open throttle to try and bleed any air that might be caught in the line. If you have an air pocket trapped in your fuel line the injector pump is going to push it right up to the injectors and die. Than the air is going to try and move back to the highest spot in the fuel line which will give you hard starts immediately after stalling, quick starts after sitting a few minutes and quick shutdowns until the air is out of the system.

I attached the schematic for the 4310 to give you some assistance on what I am referring to.
Don't give up yet :thumbs:

 

[JoelT]

Well, it's running again. I swapped the diode block 1 with block 2. Also, couldn't remember if I swapped the engine run relay yesterday when I swapped the pull-in relay so did that again also. So, still don't know what was wrong but it's running again, for now anyway. I read somewhere, can't find it now but will continue to look, about a circuit involving the diode block 1 that has or waits for a delay when running the pto off seat with the parking brake on. Or something like that...my mind's mush. A big possibility also...the contacts on ALL the relays and plug ins on the fuse panel were really dirty. I'll see of I can find what led me to swap out diode block 1. I don't know yet what block 2 is for either. Thanks Super55 and others for your thoughts and pics on this crazy problem too.

 

[jlgurr]

I don't have a John Deere but something about this thread caught my eye.

All the help other members have offered with no expectation of monetary reimbursement is awesome. This camaraderie among TBN members is one of the many reasons I joined TBN.

Sent from my iPhone 2.0 using TractorByNet

 

[Kubota 2350]

I don't have a John Deere but something about this thread caught my eye.

All the help other members have offered with no expectation of monetary reimbursement is awesome. This camaraderie among TBN members is one of the many reasons I joined TBN.

Sent from my iPhone 2.0 using TractorByNet

Your right, there is a great bunch here.

 

[super55]

Just glad you got it running again Joel.

These modern age tractors can be a real bear to diagnose electrical problems. With all the safety switches and push button everything now there's just a pile of relays, solenoids, thermistors not including the computers there's just a lot to go wrong. Only way to solve them is attack it one step at a time.

Next time your at the auto parts store pick up one or two auto relays. They are nice to have around for a quick diagnostic tool and if it is indeed bad you can swap it out and keep working instead of being held up by a 5 dollar part.