Kukje turbos

[TXCOMT]

Hey from Texas!

Just wondering if the turbo'd Kukjes are just as advantageous to own as non-turbo models. I'm thinking about upgrading my '00 model for a fairly new and low-time '15 and I'm assuming the A1700T2 will run and start just like its NA stablemates.

I'd also like to hear from any high-time turbo owners...how have your tractors been running over the years? I won't be running my tractor on a daily basis, so I don't anticipate needing to swap a turbo any time soon.

Thanks!
TXCOMT

 

[LouNY]

Well 900 hours on my D3400T-ATAC and the turbo seems to be fine.
I wouldn't consider 900 to be high hours actually kind of low.

 

[ericm979]

The Branson turbos don't appear to be water cooled. This is probably normal for CUTS but modern turbo cars have water cooled turbos and even electric after run pumps to circulate coolant after shut down. I've had four turbo cars over the years including an Eclipse that went 200k miles and a tuned Mazdaspeed3 that went 125k before I sold it. That one was making around 300 hp out of 2.5 liters and far too much torque for a fwd car. None of them had turbo problems.

I usually run synthetic oil in turbo cars since it can handle high temps without coking up as much. With water cooled turbos and after run pumps that's probably a moot point but for a turbo diesel CUT without a water cooled turbo I'd probably do it just for peace of mind, and after hard running idle the engine a minute or so before shutdown. Turbo charging is great for diesels since they run cooler than SI engines and are not fussy about fuel/air ratios like SI engines.

 

[ptsg]

Here in Portugal, and all over Europe really, we get the Branson 2900 and 3100, both with the A1100 turbocharged engine.

These two models sold loads of units due the small and compact size yet with a good HP for the size, just like we, Europeans, like.

Most of these tractors are used on farming for a living and get to see 1000+ hours per year. So far, haven't heard any turbo issues.

The F42 and F47 using the A1700 engine, also turbocharged. The 6225, with the A2300 turbocharged engine.

Only the 3100 had a few problems when fitted with the loader. Since they run bigger tires and wider stance, by flipping the rims on the front axle, it gave some issues with wheel seals and the extra stress of the loader. Other than that, it's a great tractor.

Unless Branson plans on adding the emission stuff on the 2900 and 3100, they will get discontinued since the new European Stage 5 of emission requirements is going to be applied in 2021.

 

[jim9006]

Anyone happen to have a parts list to upgrade a current A1700 to the turbo? From what I can find it looks like a fairly easy bolt on modification.

 

[ptsg]

Anyone happen to have a parts list to upgrade a current A1700 to the turbo? From what I can find it looks like a fairly easy bolt on modification.

You can try and compare the parts manual between the 3515 and the 4015. 3515 is a 35 HP and the 4015 is a 40 HP Turbocharged engine. Both A1700.

Just keep in mind that things like injections, injection pump settings, timings, etc can vary between both models and it can be hard to figure that out.

All the parts manuals were very kindly offered by Asteral and can be found here: https://www.tractorbynet.com/forums/century-branson/421555-part-books-branson.html

 

[jim9006]

Thanks PTSG. I have seen Asteral's postings. From what I've been able to find is injectors are the same. Injection pump is the same and as long as the boost is light no adjustments should be necessary. I have noticed 2 different versions of the turbo fitted A1700. The later one (Tier 4) is fitted with different exhaust and intake manifolds as well as a slightly modified casting on the turbo exhaust housing. The part numbers for this is confusing to non existent. I wish Branson had better manuals.

 

[ptsg]

I'm guessing it's possible due to changes related to emissions stuff or something.

I can provide you the parts manual for the F42Rn sold in Europe. It's more or less equivalent to the 4015R. The engine is the same, but since emissions weren't required at the time, it just uses a simple muffler instead of the DPF.

 

[Balazar]

I have a lot of experience working on turbo diesel motors. Usually the turbo will outlast the majority of other major parts. It's also one of the easiest parts to change if it ever does go. They are reliable and nothing to worry about. Assuming the turbo is an oiled bushing style turbo, it's smart to run full synthetic and let the machine sit at idle for a minute before turning it off. This allows the turbo to cool off before shutting down the machine. If there are no oil or coolant lines going to it, it's a ceramic bearing turbo and you don't really have to worry about any of this stuff in that case.

 

[Balazar]

Anyone happen to have a parts list to upgrade a current A1700 to the turbo? From what I can find it looks like a fairly easy bolt on modification.

As ptsg stated there will be different injectors and injector pump settings between the two motors. You can slap the turbo on and turn up the fueling on the injection pump a little. Make sure you know what you're doing or have someone with you who does. If you turn it up too high the engine will "run away". The only way to stop it will be to block the air intake. The turbo engine probably has more flow on the injector nozzles. If you can get a set injectors and throw them in as well you will be good to go. Without them you can still achieve more power, though the wear on the injection system will be a little more because of the higher fuel pressure with the fueling turned up. You can get a lot of knowledge on doing what you are talking about by reading about tuning Dodge first gen Cummins trucks with the Bosh VE fuel pump. All of the principals are basically the same.