SDman

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About SDman

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  • Birthday 05/03/1971

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    Highmore, South Dakota

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  1. A boxcar Magnum should run about 4 bars on the bar graph when the cooling system/ thermostats are in good condition. If replacing the thermostats doesn't fix this, try pinching off the small coolant line that runs parallel to the top radiator hose and see if the engine runs warmer(or you can feel that small hose while the engine is running and see if it feels warmer than the top radiator hose beside it). There is an air bleed check valve on the thermostat housing where that small hose hooks to; it's pretty common to see that check valve stick open on those engines now that they are getting older. When they stick open, it acts like a thermostat that is stuck open.
  2. MasterTrans Ultraction and Hy-Tran Ultraction are the same oil. The "Ambra" name refers to a New Holland branded oil, just like CaseIH branded oil has the "Akcela" name. If it's non-brand specific(like some gear oils and other lubricants), then it's sold under the "Tutela" name. Don't ask me where they came up with those names.
  3. The big serial# break for the Gen. I MX Magnums is JJA0105000, which began at the start of model year 2000 production. The 99 models before that gave a lot of teething pains when they were introduced.
  4. CaseIH did make a model 995 tractor that had a factory turbocharger in the early to mid 1990s.
  5. George, there were so many changes during 7100 series Magnum production I could write a book on it. The engine had several changes along the way, the transmission had many changes along the way, as well as the hydraulic system. I guess that's to be expected with an all-new design in pretty much every aspect. As far as the hydraulic couplers, they went back to the original design that they started with. The original 7100 Magnums had the "cast-iron style" couplers, then they went to the "aluminum-body" style couplers that had the fitting come straight into the back of the coupler, only to revert back to the cast-iron couplers, which they continued to use until the end of 8900 series production. Also, about the time they went to the easy-shift, they went to internal odd/even tubing between the TCV valve and the input shaft of the transmission to allow for quicker shifts(the tubing was much shorter so the lag time between shifts was reduced).
  6. I've got a picture of me holding my daughter when she was about 6 months old when we got our first Quadtrac back in the spring of 1997. Now that girl is finishing up her second year of college. How time flies!!!
  7. The block was changed at engine serial #44706126, which is shown in a service bulletin dated July 16, 1992 so the change happened around then. Old blocks had 4mm between the sleeve bores in the block, new blocks had 6mm. The updated sleeve/piston change occurred before that. Most (if not all) 1989 and 1990 1660/1680 combine engines were overhauled to the updated sleeve/piston design, due to the second ring land failure on the pistons. Most of the time it showed up on combines before the first oil change. On the Magnums, it was handled as a "fix as fail" program for a few years before it quietly went away. As far as the updated piston design on the older 7100 series Magnums, it's not one serial# where the change was made to all engines. 7140/7130 engines got the newer pistons right away, while 7110s/20s got the updated pistons at later production dates. I imagine CDC had an inventory of old pistons they wanted to use up before changing all over to the new style, so they chose to use the older pistons in lower HP applications. I think I do have the serial#s where the change was made(engine serial #s, not tractor serial #s), but I would have to do some digging.
  8. Do you know which style of shutoff you have? On a 7120 there could be three different styles. #1 style was the original setup on the 7100 series-the injection pump solenoid just had a plunger sticking out from the solenoid that slapped against an arm that was connected to the back side of the injection pump. The arm on the pump had a spring inside it to move the arm to the "run" position when the tractor was started-the solenoid just pulled the plunger away from the arm when you started/ran the engine, and then the plunger pushed the arm to "shutoff" position when the key was shut off. The problem with this setup was that in cold weather the spring in the arm was not always strong enough to move the arm to run position, causing hard or no starting. #2 style was called the "direct-link" style of solenoid shutoff. The arm on the back side of the pump had a small ball end on it that fit into a socket on the link on the end of the solenoid-thereby locking the arm/solenoid together. This was the style used for several years as the direct replacement for the original shutoff solenoid used on 7100 series Magnums when the original shutoff solenoid went bad. The bad thing about this setup was that the ball/socket would get dry, causing the shutoff solenoid to stick, causing either hard starting or a tractor that would not shutoff due to binding between the arm/linkage on the solenoid. I'm guessing this is the style your tractor has as this was a common problem with this style. You can just pop the solenoid linkage off the arm exposing the ball & socket area. Lube them up good with grease/anti-seize lubricant/lithium grease, put the ball/socket back together and the problem should go away. You may find you need to lubricate them every so often as the problem may occur again down the road. #3 style used an arm that had a threaded rod on the injection pump arm that stuck through a hole in the end of link on the shutoff solenoid and used a nut on the backside to couple the arm/shutoff solenoid together. This mostly eliminated the problem with the linkage sticking.
  9. Closest thing I can come up with is a 335 Steiger model on CaseIH's weighting/ballasting program. Using your specs it suggests 10psi on the front tires, 7psi on the rear to start out with.
  10. This one was at RPRU in Huron in 2014. Chairman Steve Masat thought it would fit in neat with several IH tractors with Farmhands around it. Farmhand called it the Ranchhand. A few guys were looking for them 15-20 years ago for loading ear corn when it was worth good $$$
  11. Used to be several around here. V-6 GMC gas engine, 4/5spd truck transmission. That one is an older version with the F-10 cable-type Farmhand; newer ones used the F-25 Farmhand design with cylinders for the bucket tilt. Biggest downfall was they used to break axle shafts pretty regularly.
  12. 9330 should have a cab fan setup similar to a boxcar Magnum. Should be a resistor for low and medium speeds.
  13. The 6030 was quite a legend around here. I bet I could easily come up with a dozen neighbors around me that would tell the 6030 was their favorite tractor for its time. They were strong and ran forever. The only complaints I ever heard about them was the cab(funny that Deere didn't come out with a SoundGard cab for them) was a little noisy....and trying to get all that power to the ground. As one neighbor told me about his 6030, "it'll pull anything you put behind it....or dig a big hole trying to pull it". I used to think that the 6030 took more business away from IH than any other Deere tractor around here. IIRC, they were rated at 175 PTO HP, but most around here were 220-230HP according to most of their owners. They ran 7/8/10,000 hours with normal maintenance and not a lot of repairs needed. When I see all the debate between the 806/856 vs. the 4010/4020 that always happens, I can't help but think that IH did have several tractors that competed well against the 4020, even if the sales #s don't really show it. However, IH never really had a tractor to compete well against the big 2wds like the Deere 5010/5020/6030 or even the D-21 Allis-Challmers. Deere pretty much won that battle by default. Now I know IH guys would point to the 1206/1256 Wheatlands as being a competitor to the big Deeres, but I would consider them a middleweight vs. the Deeres being heavyweights. A 1206 was a brute in its day for a Farmall tractor, but was a little "light in the loafers" compared to the big Deere 2wd models. While I know a lot of Deere guys would admit that the 5010s/early 5020s did have some engine problems, the transmission/rear ends held up well over time. My understanding was that that was why Kinze repowered the 5010/5020s with 6-71 Detroits-the rest of the drivetrain could handle the 238HP out of a 6-71. One of our former salesmen told me that he had heard that Kinze tried repowering some IH 1206/1256s with 6-71s, only to find out that the entire IH transmission(TA, ring & pinion/differential, bull gears, etc) didn't live very long behind the Detroits. Now, I would be the first to say that what the 6030 did to give Deere a great reputation around here was tarnished by the 8630 4wd with all of its problems. Engines with short lifespans, axle breakage, and other problems plagued the 8630. Most Deere dealers around here took on the Steiger tractor line at that time because of all the problems with the 8630. Curiously, the 4840 was not very popular around here. You would think that the SoundGard cab and 8-speed powershift would have got several guys to trade in their 6030s, but hardly anyone did. Not sure if the cost to trade was too high, the overall economic situation at the time, or that just everyone liked their 6030s that much that they didn't want/need to trade for a newer model.
  14. Didn't M&W or somebody else make an aftermarket turbo for the 5010/20s? Seems like I remember some of them around here did have a turbo, although it wasn't a Deere setup. In the beginning, they probably didn't need a turbo since the 5010 was already so much bigger than anything the competition had to offer at the time. When did the 5010 come out? 1962 or so? IH was struggling to keep a 660 together at 80hp, while Deere had this monster at over 100hp. The picture shown is just one more reason IH isn't around anymore-they just never could seem to keep up with the big HP 2wd market that Deere had. You could make a valid argument that IH was always behind in that market up until they were out of the ag business in 1984. Also, IIRC, the 5010/20s were the tractors that John Kinzebaw(Kinze) repowered with 6V-71 Detroits in the 60s/70s. There was a neighbor around here that had at least 2(maybe 3) of those things back in the day. That had to be a noisy SOB to run all day.
  15. Those parts should be ok. You may or may not need the cam arm(part #25), probably will need the seal (#2), and will need the gaskets.