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About Gearclash

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    Advanced Member

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    Alton IA

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  1. Electronic ignition - wow!

    Well, there is truth to this. I fried the Pertronix unit in the Case W10B one fall. Left the key on with the engine not running so I could watch the gas gage. Bad idea. Of course, that was the first day of corn silage harvest and we used the W10 to push and pack . . . A couple phone calls, 1 1/2 hours driving and perhaps a half hours work to replace the module and we were ready to go again.
  2. Electronic ignition - wow!

    For a number of years we had a Case W10B wheel loader that was powered by a 377 gas. The best thing we did for it was replace the points and condenser with a Pertronix Ignitor I ignition. Cold starting was much better, and the stumble that always occurred at initial acceleration disappeared. On the other hand, we put a Pertronix Ignitor II in an 1835B skid steer, and it ran worse instead of better. My guess is that the Ignitor II is geared toward automotive engines, not governed industrial.
  3. MXM and NH TM tractors

    I had a TM120 for 3 seasons. The MXM and TM are the same except for some options probably, the tin work, and the 2wd axle. What you are looking at is a large frame, along with the TM175. The large frames were known for more electrical problems than the smaller ones. I thought that the electrical system was rather cheap and poorly designed/specced on the 120 I had. The smaller frame tractors with the partial power shift had some bad parts in the trans from the factory if they were below a certain serial #. Run the power shift through all 18 gears when it is warmed up and see how smooth the shifts are. If they are not smooth, have the trans recalibrate. If there are trans problems, sometimes a tech can tell by how well the trans recalibrates. I'm not sorry I got rid of my TM120. It was replaced with a CIH MX150.
  4. Running at max rpms

    Seldom ran the Case 1835Bs I have around at full power. The "oldest" is the one my dad bought new. Gas engine that has never been apart, but why should it need to be with only 13,000 some hours on it. I did have the valve cover off once to check the valves and replace the valve cover gasket. Top of the head was clean, no sludge at all. No hydro pump or motor failures either.
  5. 666 basic questions

    Here is a 312. A 360, especially turned up a bit, will drag a 312 whimpering all over the farm.
  6. 666 basic questions

    I've spent too many hours driving a 686 and mentally cursing the lack of speed choices between 4th and 5th gear to ever have any amorous feeling for that line of tractors. Give me a tractor with a H/L/quadrant trans any day.
  7. 56 series diamond cab vs 66 series cabs

    Flow is only part of the problem, older tractors lack the psi also. This summer I used my 856 to open a tailgate on a baler in the shop, had to drop the pressure in the baler tension system to zero to get the door open. I have no idea how the hydraulics check out on that tractor but it does all the other hydraulic stuff I need done just fine.
  8. 56 series diamond cab vs 66 series cabs

    Maybe I should ask this question, what would be nicer to drive in the field all day, a 1256 with a diamond cab or a 1466 with a white cab? The plan would be to pull a stalk shredder with it. I prefer the 56s over the 66s any more and already have a yard beater 856. Like to keep some commonality in my equipment. The other option I have to consider is getting yet another MX Maxxum and using it for shredder and baler duty. The older tractors are kinda short on hydraulics to run a modern round baler.
  9. Look at this cherry red manifold on this 1456

    Well, maybe. The dwell time or piston action near dead center is a function of the ratio of rod length to stroke length. A shorter rod ratio gives a longer dwell time. A stroker engine would likely wind up with a shorter rod ratio due to space constraints, unless the wrist pin can be moved up on piston.
  10. How does the 56 series diamond cab compare to a 66 series cab? Not so concerned about climbing in and out, more about how tolerable they are to sit in all day. I have spent many hours in a 1066 white cab. Is the 56 worse/better/same? Got a scheme brewing in the back of my head . . .
  11. Look at this cherry red manifold on this 1456

    Beale is correct. At a given rpm a longer stroke will have a faster piston speed. A NASCAR engine at 10k has a higher piston speed in feet per minute than an F1 spinning 18K. I forget which law it is but it is taught in early chemistry the relationship between pressure, volume, and temperature. Cam characteristics will affect the EGT as well.
  12. Look at this cherry red manifold on this 1456

    Just an off the cuff observation over the years, it seems like engines with a relatively short stroke to bore ratio are quicker to make the exhaust glow. An example would be Yamaha's 450R quad/dirtbike engine that would have the header glowing a dull red at idle. Presumably with a short stoke/big bore there is less expansion and there for less temp reduction of the combustion gasses.
  13. Case-IH 5130 kicking our butt- suggestions needed

    I can't think of any reason why the park brake should affect the powershift clutch packs unless its errant electrical signals. If everything is working normally on these tractors it is possible to drive them with the park brake applied but the warning buzzer should be screaming its head off and the lights on the dash should be on. Is it possible that the force of the park brake affects the mechanicals of the clutch packs and or the shafts they are on that they seal properly?
  14. Thanks. I don't follow pulling real close.
  15. Gotta think this off red V-8 has multiple hair dryers on it. Carlton Cope's Warpath. Watch the headers on it. Never saw a diesel make the exhaust glow so much.