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Everything posted by Sask466

  1. 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.
  2. 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
  3. 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?
  4. The number I was impressed with was the 2096 Case, but upon further reflection I may have overstated a bit, I think.
  5. 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.
  6. 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.
  7. 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
  8. 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.
  9. 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
  10. 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.
  11. 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.
  12. 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
  13. 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
  14. You can get Hawkin’s in the US? That’s awesome! I thought it was Canada-only thing! I have been eating my Ketchup-flavoured potato chips reading this thread!
  15. Has anyone have first hand experience with a 4BT in a 7xx or 8xx tractor? I wonder if the “excessive” vibration of that motor is noticeable with these tractors? I know the 4bt guys that swap these motors into 1/2 tons and stuff complain about that a lot. We had one in an 8820 swather and you could tell it was a bit of a vibrator, even with it mounted far in the back. But there is a lot more rigidity and mass in a tractor, so maybe not an issue? I would be favouring the 6bt if it fits okay. I cant see the 6bt being a issue running at lower horsepower levels. Lots of the older tracto
  16. 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.
  17. 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
  18. 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!
  19. 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.
  20. 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
  21. 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-
  22. 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.
  23. 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.
  24. Cool old Fleetstar - seems well restored. Looks like it’s built for campers and goosenecks.
  25. 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!
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