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About Sask466

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    Advanced Member
  • Birthday 10/05/1980

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    Regina, Saskatchewan, Canada

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  1. This was outside of Swift Current, SK about a week ago. It was -49C (-56F) with the windchill. It was about 60km/h (40mph) winds. Although we get colder than that at times, it’s rare to have that nasty of a wind. It was brutal - I had to spend about 2hrs throughput the day out there. I have no idea how rabbits, coyotes and whitetail deer survive this stuff.
  2. Sask466


    Do you realize how miserable and abrasive you come off in some of your posts? Your knowledge (and you seem to be very, very knowledgeable) is what makes this forum great, but your attitude is what makes me want to throw my iphone out the window. Guess what this young lad has? It’s an obvious interest in mechanical things and things IH. Guess what his peer group probably lacks? I am betting a lack of interest in mechanical things, and almost certainly most have never heard of a DV-800. And, even if there were peers, he probably can’t go see them anyway due to Covid. I
  3. That truck is in good shape! You may have the cleanest s1900 in all the land! How is the gearing? I have almost the identical drive train in my truck. IH tended to them fairly low usually.
  4. Thank you for clarifying that! I have the same manual from Peaceful Creek, and don’t have the Robert Bosch stuff either - good to know that they have that manual too. There is a manual online I have downloaded - it’s a PDF of what seems to be the original IH manual. What it lacks is specific directions on pump removal/installation, but otherwise pretty complete. Does the blue ribbon manual go over install and timing? https://injectionpumps.co.uk/pdf/bosch_pe(S)_inline_fuel_injection_pump_service_manual.pdf
  5. Is there a specific reason why these engines like so much timing? It’s always something that I have found curious. These MW Bosch DT motors seem 10deg more advanced than most comparable sized engines. Is it because the DT’s run at bit faster?
  6. The number I was impressed with was the 2096 Case, but upon further reflection I may have overstated a bit, I think.
  7. Next step is a 5th wheel hitch and a good sized camper. Next year will be ironing out any bugs, and saving for a trailer! There are some older large 5th wheel campers that come along at pretty decent prices. I am hoping I can snag a nice older unit down the road.
  8. From what I can tell of that test data, a fuel savings of 20 to 25% with a 5.9 swap looks possible, at least at these 100hp-ish outputs.
  9. It looks like the little 5.9 really holds it’s own in the fuel consumption department. I am surprised the 504 non-turbo Case did as well as it did. 986 1066 2090 2096
  10. The physical size of a 466 is much larger than a 5.9, if swaps are being considered. When you look at two, it’s obvious they are fighting in different weight classes. (Even though the 6bt crowd thinks they have the same engine as a Kenworth). Haha! The 5.9 makes way better use of space than a 466, the designers must have had in mind. The front drive/accessories area is nice and compact with its serpentine belt setup. I fit a 466 under a 1965 F-700, and it required lots of cutting; the back of the head is where the cup-holder should be.
  11. Latest update: To help deal with ride and stability, I decided to put some ballast in the back. I got a 1.25” x 28” x 72” chunk of plate mounted in between the frame rails. I then covered over the top of the frame with 1/2 plate. It should add up to around 1200lbs total. Even with the spring rear and no worth the ride was nearly tolerable, at least on highways. I aired the rear tires down a fair bit, which was a huge help. This added weight should help with getting some more sprung weight in the back. If I get sick of the ride I may do air ride at a later date, but I rea
  12. I apologize to the original poster for my part in taking this thread down unrelated paths, I hope nobody gets too annoyed. On the topic of swaps, the mention of 3208’s came up earlier. I have the whopper of all 3208 swaps, see picture below. This car still exists in Regina, SK at least as of last year.
  13. Yeah, that’s a fair point with 220hp. But the weight is still a killer. What makes the 5.9 Cummins okay in smaller trucks is its “relatively” low weight. I think it’s 1100ish lbs. Don’t get me wrong, I am not a 6bt fanboy. I find the legend it has become a bit annoying to me for some reason. That motor wasn’t great in medium duty trucks. It certainly didn’t get its 500,000 mile longevity in medium duty trucks. I think 200k was expectable when they were worked hard. It’s a 150hp motor at best, if it’s going to spend its life pulling it’s guts out.
  14. The smaller Detroit’s seem like a good idea for swaps at first, but after a bit of research they quickly become a bad one in my opinion. The big truck engines 8v71, 8v92 had really good power to weight ratios compared to the older big inline sixes, but the smaller engines seem to be almost the opposite. I think a 6v53 is like 1800lbs and 180hp is pushing it. A 671 looks like a way bigger motor than it’s 426cubes, and I think is almost 2000lbs. An 8v92 is like 2500lbs at 500hp without big modifications. I looked at mid-size Detroit’s for my truck project, but they just didn’t ma
  15. The real question is, has anyone d282-swapped a 3/4 ton Dodge? If we can find that man and get his opinion, we can settle this argument once and for all! I think whatever floats your boat, do it. The Cummins is a much newer engine design, and there is certainly benefits from that. If that tractor is going to spend it’s next 50 years in a parade, keep it the way it is. If those same next years are planned for the field, do the Cummins swap and keep the old engine preserved. It will come in handy for the day you get sentimental for a good old-fashioned hard-starting, but still lovable
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