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Sask466

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Everything posted by Sask466

  1. Rods like 7018 have a flux specifically designed to minimize a problem called hydrogen embrittlement. It’s an issue on pipeline welding that has lead to failures. One source of the hydrogen is from H20 in the flux, when present. I think is also more of an issue in higher tensile steels. Some of these pipe steels are much higher carbon than typical steels used in equipment manufacturing. The rods are kept in a rod oven for a minimum of a few hours, it’s it’s expected the welders is using rods from there. It’s on the standard issue inspector’s checklist, so to speak.
  2. I have a truck with a DT466 transplant - if you are curious about the build/truck I have a thread over in the projects area. I posted the my question below on that thread, but it didn’t get much action being in the projects section. This truck sat with very little use for about 5 years prior to me building it up (which took another 5 years). The pump is set at the bone-stock settings, with the exception of the aneroid loosened up a bit The truck starts, idles and runs great. The engine seemed to have a slight miss/unevenness between 1000 to 1500rpm. It also seemed very intoleran
  3. I had no idea there were machines up there in the 10,000 range. That is a testament to the AF design. I guess I learned something today everyone else already knew!
  4. The 1480 in that sale has over 7900hrs! Assuming no typo, that must be a record?! 4000hrs for a combine seems like the normal high-mark, up in the Canadian prairies anyway.
  5. Not too many updates. I took the truck on a 6hr round trip. It’s pretty comfortable on the highway. It runs pretty nice at 2000rpm at 65mph now. It seems to be a nice spot for the DT466 to run at - at least with just the truck and no trailer. I got 14mpg, mostly at 65 to 70mph and maybe one shot to 89mph... I was pretty happy with that mileage. The old 466 is pretty much as fuel efficient as a new truck that size. The electric fans are doing well. It was 30degC (85F) for most of the trip and the engine never swayed from 180F. No big hills here, and again wasn’t pu
  6. I agree with the general comments that that less restrictive is better, especially on diesels. There is a show called Engine Masters (derived from the magazine). They have done a few shows with exhaust systems. Seems like for exhaust pipe and mufflers, bigger is better. I would say diesel - the bigger and less muffled the better. Lowers EGT’s - it’s probably easier on exhaust valves. Putting a straight pipe on a gas engine that is already marginally lean might be a source of the “hot valve” theory/lore? https://www.hotrod.com/articles/engine-masters-ep-9-
  7. Hopefully this isnt a hijack... On the topic of cold oil pressure, what is a typical maximum? I have a DT466c truck motor and when cold the pressure goes to 100+ at any rpm over about 1500rpm. The gauge goes to 100psi, so I have no idea what the actual pressure is. At cold idle it’s like 55psig. When I say cold, I mean like 60F. I go ginger on it until the temps pick up. Hot idle is in the 25 to 30 range. Hot at 2000 rpm would be like 50 to 60.
  8. I am not too sure - out of energy/out of funds for the time being! I was first thinking about a flat deck, but I have been wondering about maybe just a steel plate over the frame rails, the entire length of the truck. I like the truck looking like a small highway tractor. I plan to put a gooseneck/fifth wheel on in and pull a camper. This photo was on the forum a while back - seems like inspiration, but I am not sure if wood is my style. The truck is stunning though.
  9. Cool old Fleetstar - seems well restored. Looks like it’s built for campers and goosenecks.
  10. Oh I hear you there. That’s why I didn’t post anything. I have nothing to sell. Just seems like there is oddball IH stuff for sale out there in the far reaches of the internet that people on here may find interesting. For example, a few years back, there was a 78 IH 4300 for sale in Sask Canada claiming to have a KTA Cummins. It sat on the local ads for months. Seemed rare, and interesting. If a running thread like that would de-value this forum and go against the grain, not a worry. I get both sides of the coin!
  11. Some forums I have been around have an interesting “whatever” section. It’s mainly used for special interest vehicles related to the forum. Not for people to sell their stuff, but for interested parties to post items that might be rare/hard to find/interesting etc. For example, there is are a couple of really cool old IH’s on the local classifieds in my area - someone 1000’s of miles away would probably have no idea. Is this allowable on this forum? It might be a fun coffee shop item!?
  12. If we are going to throw highway tractors into the mix As far as the 40’s went, I think the K-Series are hard to beat As far as semi modern trucks, it’s a toss-up with the 4300 and 9370’s. I think they both look best with day cabs or small flat-tops. I am partial to the 9370’s as we had one. I can’t say that a 359/379 Pete or a W900a Kenny isn’t the most “beautiful” classic truck style, but I think it’s partly the chrome jewellery. These old IH’s looked great in work clothes. The old 4300’s also took very well to those over-the-top wacky 70’s paint schemes. I rea
  13. What was the 429 Engine referred to in the IH valve lash diagram above? What was it used in? It’s the first I have heard of it!
  14. I took the truck out yesterday with the new gear set. I couldn’t be more happy with the change. Everything feels so much more calm at highway speed doing 2000rpm vs 2500+ at 65mph. The engine isn’t screaming, the driveline is turning slower, etc, etc. 5lo is basically what 5hi used to be with the old gears, so heavy towing shouldn’t be overly affected. In those cases I would just stay in 5lo. The 2speed axle is what makes this swap great - I don’t think these would be the right gears with a straight 5 or 6 speed. I also found that on the gravel/pavement driving I plan to do,
  15. I have had the truck in stop and go traffic on fairly hot days, and some short acceleration bursts. I haven’t seen the temps go above 180 yet, but it really hasn’t seen big sustained loads yet. The fans do come on and off intermittently when there is not much airflow (usually after you have been driving and let the truck idle to cool down) - so far so good! The 4.89/6.50 gear set is proving too slow - driving around at 65mph @ 2500rpm proved to be quickly tiring. I found a used 3.70/5.05 crown and pinion in Ohio and had it shipped up here. This should put me at 2000rpm @ 65mph. I am
  16. Well I have had the truck out a bit now. I have over 100miles on the new odometerIt is running quite well. Starts good, idles clean, power is acceptable (I haven’t messed with the pump yet). It does seem to have a bit of shake/roughness (pretty subtle) from about 1200 to 1500rpm. I think the exhaust note is a little uneven in that range too (again, quite subtle). I seem to have a knack for noticing these types of things, and then fixating and driving myself crazy. The balancer appears to be in good shape. My gut feel (based on very, very limited diesel diagnosis skill
  17. I can’t tell you that detail about the grill either. I was told it was a 66 when I bought it, and then figured it was a 65 when I researched the grill. I have found several parts (which appear to be original) with 1966 markings, for example the windshield motor has a painted stencil with 1966. I have heard that the medium duty stuff often to hangover parts from the F100/250/350’s, maybe that’s the case? I also doubt the grill has even been replaced . I haven’t ever seen a 1960’s F500/600/700 with that hood scoop, but the larger “super duty” F800 and up had that scoop in the 6
  18. It was the valve cover that had that timing on it, so who knows. At a truck that age, the history gets murky. I am 100% it is an original Bosch MW engine though - injector lines are OE, truck is and 86 and hasn’t seemed too tampered with, and 200000miles, etc.
  19. This is great info, thank you! Yes I have been told the 5488’s etc with the MW pump are timed at 24deg from past questions on this forum. My engine tag says 18, but it seems to be set at 24deg, so go figure. Should I also replace part number 32 if it’s in bad shape? Or does it not matter if it leaks? (I can’t tell if the o-ring #34 seals around the pump bearing housing #33 , or just the outer face of it). I am probably asking questions that are hard to answer without tearing into things, I just want to get my parts lined-up best I can.
  20. I have a 466C and IH chassis under a 1966 Merc F700 - if anyone is curious about the truck you check it out in the Proejcts section of this forum. Apparently it was the end of the day when I painted the bottom side of the injection pump - kind of embarrassing to post this picture! The pump had a massive ball of dirt and oil on the bottom of it when I first bought it. I figured it was that cheapy tin cover/pan on the bottom of the pump, since they are known to be problematic. I replaced it - I think it may have been leaking too as the o-ring didn’t look too healthy on the old cover.
  21. I have a engine design theory question - I have been logging a fair bit of time on the road for work; it’s left my mind with spare time to wonder and pontificate! First off - my intent is not to start an IH vs Case “which is better discussion” debate - I don’t want to start and brand war. We loved both tractors mentioned below and they each had their pluses and minuses. My observations below are completely subjective and believe it or not, my “gut feelings” have been proved wrong before! I grew up on a grain farm, and when I was young we had a 2590 and a 1586 as main field tractor
  22. Awesome looking truck! I have a similar, but almost opposite project - A 60’s Mercury (same as Ford) F700 on a newer IH frame. It looks you had to cut a similar sized hole in the firewall. Are you doing a removable doghouse, or welding it in? That part of the project was a bit of a pain for me - fun but lots of time to get it right. It’s coming along great! That newer chassis will make the truck way more drivable. I took 5 or 6 years to get mine nearly done - if I tried to rush it any quicker, it would have felt like a job and not as much fun. It looks like you are doing it rig
  23. R Pope, sorry I missed your reply! I find myself in your neck of the woods (so to speak, haha) 2 or 3 times a year, next time I am up in your area I will send you a note! Maybe I will take the Lemsford Ferry and come see you!
  24. The trick with fitting a road ranger would be figuring out the parking brake - I assume your truck is hydraulic brakes and the existing park brake mounts on the back of the trans? I have a very similar drivetrain in my truck and I can’t see to find any road ranger options with a parkbrake (all trucks that class had air brakes). A lot (I bet probably more than half) of MDT trans that are 6 speeds are NOT overdrive, and the difference in identification are only serial/model numbers, so be wary. Also, fast rear ends in the 2speeds are rare (mine is a Spicer M190T with a 4.88 rati
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