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About chadd

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  1. 1400/1600 series combine cab offset,why

    On the older conventional IH combines, centering the cab would have seriously hampered access to the cylinder/concave and the straw walkers. Unplugging a cylinder was bad enough out in the open without having to deal with crawling under the cab and dealing with hoses and linkages... Also, those older combines didn't have swing out unloading augers, so you needed to be close to the unloading side to make sure you were lined up with the gravity box without plowing into it. The old ones had the single auger from the bottom of the tank angled outward, not the modern vertical lift auger and horizontal unload auger. On the new ones, height from the ground is all that matters, not distance from combine to trailer/wagon. On the old ones, the angle of the auger meant you had to carefully manage the height and the distance. If you look at an IH 105, the operator was offset all the way to the left and the header was offset all the way to the right. It was necessary in order for the fixed unloading auger that traveled almost vertical from the bottom of the grain tank to have any chance of reaching a gravity box without backing up to it. It also made it possible to road the combine on narrow roads while only taking up one lane without taking the header off. Which was a good thing; the head included the feeder with it, so you were disconnecting bolts, belts, chains, pins, tying up hydraulic cylinders, and you had to re-level it when you were reversing the process... On the 1400/1600's, I would assume it was for visibility of the unloading auger and access to the gearcase to the right of the cab. Move the cab much further over to the right and all you would see is the corner of the tank.
  2. Farmall M Engine Problem

    I agree with iowaboy, sounds like intake manifold gaskets are needed along with dusting the head to manifold flange surface of the manifold if its warped. Easy test is to spray WD40 around the manifold mating surface on the running engine (avoid the hot areas from the exhaust side of the manifold, you want to spray around the intake areas). If it picks up and smooths out, there is a leak.
  3. 1440 controls?

    All of the 1420's came with electric over hydraulics. The entire line (1440, 1460, 1480) switched to electric over hydraulic after the 1420 was released in 1981. If you are looking for information on axial flow combines, try googling Axial Flow TImeline or document GH-2165-13 from CaseIH. It gives you years and serial number ranges for the various feature updates and model introductions over the years.
  4. 1440 controls?

    I believe you can retrofit either the cable/mechanical style AHHC (automatic header height control) on the 820 and on the 1020's, but the 1020s are much more common with the electronic system and the 1020 seems like it involves a few parts and linkages. I haven't checked parts availability, but it shows that a kit used to be available on CNH's part search.
  5. 5488 Rear Axle Seal and Bearing

    I did this same test to our Farmall 806 with 18.4-34 radials filled with air and 750lbs of wheel weights on each side. With the indicator set up vertically 1/2" from the bearing retainer, I saw 0.008" deflection on the left side and 0.012" deflection on the right side. I can't tell you if this is good or bad; I've never seen a spec for this... I replaced axle bearings on a 350 utility last winter that I couldn't do this test to because the indicator ran out of travel. It was over 1/4" at the end of the shaft and the bearing was missing most of the cage and several balls. The crazy part was that it didn't make any bad noises other than an occasional clunk every 15 minutes or so.
  6. Information on 2500A Loader backhoe

    If it says 2500A on the serial number tag, it is the same tractor as a 574. That being said, they both used the same D-239 engine just that the 574/2500 had a 2200rpm rated speed and the 674 had a 2400rpm rated speed. Like others have said, oil goes in through pipe plug under the backhoe seat. One other point to note, most 2500A's came with the high flow auxiliary pump option, where a larger gear pump is mounted on the right side of the transmission under the operators platform. Given yours has a backhoe, it would need it. Tractors with this option have two hydraulic filters, one cartridge filter mounted to the MCV on the left hand side of the transmission, and another cartridge that is inside a cannister with a band clamp under the right side of the operators platform. Depending on your local dealer, they might not have the one on the right side in stock.
  7. Farmall A noisy transmission

    If it has always sounded like that and is louder than the other tractors you have, I would say it is entirely normal. The majority of the noise on those tractors is generated by the straight cut bevel gears used in the ring and pinion vs. the spiral bevel gears used on the rest of the letter series tractors. The 130 I've spent seat time on has been that way forever and it was never subjected to any heavy drawbar loads that I am aware of. Other than re-verifying the ring and pinion setting and shimming if required, I don't think there is a lot that you can do. More oil won't accomplish much of anything other than create leaks and increase drag. A thicker viscosity of oil may help somewhat. If yours is louder than others like it, one or more gears or bearings could have been rust pitted from water in the rear end oil at some point.
  8. 350U, open or closed center hydraulics

    The stock system used a gear pump driven off of the distributor, so it would have been open centered. The reservoir is under the seat, and the stock setup added a control valve to the steering wheel input. The outputs from the valve were plumbed to a hydraulic cylinder with a rack on the end of the rod that engaged with the right steering shaft. The hydraulic valves would attach to the cast iron reservoir and were stackable. If you had power steering, you automatically had to have at least a single block present that contained the relief valve and the flow divider. This diverted 2.5-3GPM from the distributor drive pump to the steering system at all times. You will need a flow divider of some sort to get started. A point of note, the steering boxes on these tractors weren't overly robust and are next to impossible to get parts for. If you put too much load through that gearbox, it will not hold up, especially if the tractor has a loader without some sort of counterweight on the back...
  9. More early '06 questions

    Same with ours. Fiberglass backrest, steel tube mount for backrest, mechanical suspension, flip up seat on 806 S/N 10220
  10. IH 720 Plow Question

    The rear furrow wheel and gauge wheel were 9.5L-14 6ply.
  11. Blocking the relief will keep debris out of the pump provided the oil doesn't get super cold and provided the filter is changed very regularly. The bypass was placed there for a reason. If the filter is too contaminated or the oil too thick to pass through, there are two possibilities without a bypass valve: 1) the piston pump cavitates from the restricted inlet and pits and/or scores the piston pump (the gear pump will make more noise while cavitating, but will be unharmed) 2) the filter reaches its element rating and collapses, dumping the filter media and the debris already caught in the filter right into the hydraulic system. Some aftermarket company used to make a kit with an extended filter cover assembly that would allow you to fit two filters into the same housing. This doubles your filter area and makes it unlikely that the bypass would ever open, but it is still present if the worst should happen. This seems like it would be a safer solution, in my opinion, but I've only seen a handful of those kits installed.
  12. The Early '06's - (Updated with pics)

    If it was equipped with fast hitch, the travel stop mounts were different on the early tractors; they had individual mounting brackets on each side and each had a dowel pin. The later style tractors used a single bracket that used the same hole pattern and also served as the mount for the cross plate under a swinging drawbar. Also, the two point frame came in a standard and heavy duty version on the earlier tractors. The later tractors only got the heavy duty version and IH offered an update kit to reinforce the standard duty ones. Earlier tractors used different brake plates and self-adjusters in the brake housings from later tractors. All of the early 806's with the RD Pump that I've seen have a fuel pressure gauge above the kickplate at the base of the dash, but I don't know if that was used on the 706. Early tractors had a cast iron PTO lever instead of the bent steel rod one used on later production and for service. The TA had a different gear ratio on early tractors compared to later ones (2.65:1 vs. 2.31:1). The change in ratio rearranged the travel speeds on later tractors so that the transmission speeds were in order from slowest to fastest regardless of TA position. On the earlier tractors, pulling the TA brought your ground speed below the direct drive speed of the next lower gear, so 3rd LO TA was slower than 2rd LO DD and so on through all of the gears. The earlier arrangement had benefits for straight out pulling, but relied on the operator to remember the speed progression. Early tractors didn't have the swing out oil cooler to make cleaning the radiator easier, instead, the oil cooler was hard piped in place.
  13. 303 combine Ignition switch

    If it is the same turn to start key switch on our 105 combine, the parts guy at the dealer said it was no longer available from CIH in the 90s. He then gave my dad a number that was written in the margin of his parts manual and told us to drive over to the Navistar dealer down the road, hand him the paper and he could help us out. Sure enough, same key switch and key except that the IH logo was replaced with the Navistar one. I believe he said it was the same part as an IH Loadstar truck of the same era, but I am not sure.
  14. DT Engine Torque Figures

    The rated horsepower occurs at rated engine speed. The peak torque wouldn't occur at the same speed. Their chart did not provide the engine speed for peak torque, I simply listed the torque in the same line as horsepower to make it clear which engine size it belonged to. You've indirectly proved that the engine has torque rise; peak torque at its rpm is higher than the torque available at the engine's peak power speed; the engine only generates 430ft-lb of torque at 2500rpm. So, it appears to have about 13-15% torque rise from rated speed to whatever speed the peak torque occurs at.
  15. DT Engine Torque Figures

    According to IH documents for Truck, Industrial, and Ag use: D360: 108hp@2500rpm, 130hp@3000rpm, 263ft-lb of torque D414: 124hp@2500rpm, 149hp@3000rpm, 302ft-lb of torque D436: 131hp@2500rpm, 157hp@3000rpm, 318ft-lb of torque D466: 150hp@2800rpm, 340ft-lb of torque DT360: 159hp@2500rpm, 191hp@3000rpm, 382ft-lb of torque DT414: 181hp@2500rpm, 218hp@3000rpm, 440ft-lb of torque DT436: 193hp@2500rpm, 231hp@3000rpm, 463ft-lb of torque DT466: 205hp@2500rpm, 495ft-lb of torque The chart doesn't specifically say, but I believe those values are measured at the engine crankshaft.