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    gas engine in pickup

    I ordered my '96 F250 out for they way I planned to use it, and it did just what I wanted. Reg cab 4x4, 5-spd, 7.3L PSD and 3.55 gears. First 5 years I averaged 18.5 or just a bit better over 155,000 miles running 67 to 73 mph. That includes some towing, hauling lumber from town, trash to the dump, winter snow and cold, even pulling some bushes in 4wd. Hauling the '51 M and loader home 200+ miles I had empty Corn Pro 12,500# capacity trailer going down, and loaded to about 19,700# gross on the way home. I averaged 13.8 mpg, and ran 65-70 most the way home. I was really impressed how well a stock 7.3 pulled that load. I could idle away from a stop in 2nd gear, shift around 2000-2200 rpm and be running 70 before I realized it. SON and I went to the World Ford Challenge at the Gateway Dragstrip in Madison, Ill across from St. Louis, pack of cars caught us running about 85-90 mph. They were surprised the Big Red Truck could keep up, but bet my mpg dropped to about 10! About the time I decided to order my F250, a rumor made it's way around the internet about the early 7.3 PSD's were getting 20-22 mpg empty on highway, and high Teens towing, but they melted down in 50,000 miles. Don't think I got one of those engines. I always heard the Cummins got better mpg than the 7.3. SON bought a brand new 14 Ram 2500 CTD, 3.54 gears, 6 spd auto 4wd. Month or 2 after he got it, about late Feb '15 he took it to Tennessee to visit family. Could get 25-26 mpg with cruise on at 75 mph with a bit of a tailwind. Sammy Hagar wrote a song, I Can't Drive 55, well, I can't drive 65! have to run 75 or it gets so boring I can't stay awake.

    1981 Christmas specials at your IH dealer

    The Assistant Plant Mgr at Farmall in the late 1970's and early 1980's had a great sense of humor. I wanted one of those RC 1086's to run up to his corner office but I was afraid I wouldn't get it back. He'd come looking for the control so he could run it.

    450 rearend

    I think the T/A additive was added to 30 weight engine oil too if I remember the manuals correctly.

    Farmall M with Sheppard diesel

    Forget who it was, probably Guy Fay that wrote an article in the magazine about the Sheppard conversion. Lots of interest in repowering M's with Detroits, Sheppards, even Cummins, think the Cummins was around 70 hp, turned your M into a Super WD-9. Remember seeing an article in RPM on them too, in 450's.

    1981 Christmas specials at your IH dealer

    December 11, 1981 was my last day I worked at FARMALL. Wife went into labor the evening before. Son was born at 7:04 AM Friday 12-11, I was supposed to be to work at 7 for my last day of work but bosses knew where I was. Left the hospital about noon, bought cigars for everybody at work. By the middle of 1982 the highest unemployment in Illinois bounced between Rock Island, Rockford, and Kankakee every month, typically around 20%-22%.

    Auger wagon

    Do a Google search on Knoedler auger wagon. pronounced needler, couple videos of them, pretty sure they made the IH #10. They look the same except IH painted red where the Knoedler was painted their company color yellow. Based out of Streator, Ill.

    Auger wagon

    The front pto shield on our Heider auger wagon was just a little upside-down V maybe 5 inches on each side. I think the feed mill we used only charged $1-$2 a ton to deliver but I only cost Dad about a Buck for three ton for gas. Lot of Heider auger wagons around where I grew up. Next most popular brand was Grain-O-Vator, they made the normal 90-100 bushel size plus a 150-160 bushel model with two compartments and also an extendable pivoting swing out auger for filling thru the top of bulk bins. There were a couple Knoedler auger wagons too.

    Nice old tractor with unique ROPS

    ROPS stands for Roll Over Protective Structure. Anybody here want to ride that thing in a roll-over? Yeah, Me neither. Sherman gearbox more like the M&W or Heisler 9-speed for the H/M/W4/W6 and Supers. TA being the first Shift -on-the-Go planetary reduction unit available in a farm tractor. Both had the ability to increase productivity, TA in heavy tillage, 9-speeds in light loads like mowing/raking hay, hauling in crops from the fields, harrowing or rotary hoeing corn/beans.


    Wow! The Total Package, 76 combine pulled by a sharp Super M-TA.

    Auger wagon

    WOW! Please post pictures when you get it all shined up.

    Other Speed increaser uses?

    The 1000 rpm pto stub shaft has 21 splines, and shallower than the 540 rpm stub shaft with only 6 splines. the shallower splines remove less metal from the shaft, more metal equals more horsepower carrying capacity. Normally less mechanical complexity reduces cost and chances of break down. But most hydraulic pumps big enough to run a 15 ft wide batwing mower have to run 2000 to 2500 rpm to make enough psi and gal per minute to transmit 80-100 hp.

    Anybody ever seen....

    The '39 H wouldn't pull the 4-row planter fast enough, so Dad had clamp-on duals on the '51 M to plant with after about 1962/'63. In '68 when Dad traded the H for the Super H he planted with it. Wasn't until '69 he got the clamp-on duals made for it. Used them to pull the wagon with endgate seeder sowing oats, and planting corn & beans. Even took it to town for hog feed couple times when roads had frost heaves. Dad got M&W direct axle duals for the Super M-TA in about 1960. One year plowing he even took the right side hub off the SM-TA and put it on the left side of the '51 M and put the dual wheel on backwards. Those duals also used on 450, and with change of hubs the 4010. Yes, in the spring we didn't drive into fields to be planted without duals. Fall fieldwork we didn't use them. Winter frost would remove any compaction. Farmall didn't have a special dual wheel for the 686/H86, just the steel disk wheel for 16.9 & 18.4x34's. They would have worked for duals. Any other dual wheels were all 16x38 or 18x38, for 18.4x38's and 20.8x38's. You wanted to dual up your 23.1x30 or 34's, or 24.5x32 or 30.5x32's you were on your own with the aftermarket. BTO I worked for never had any duals till after I stopped working for him. All the 4020,4320, & 4230 had 18.4x34. The 2470 Case had 28Lx26's, it floated over the fields nice and smooth. The Land-Lord I did fall fieldwork for chisel plowing had dualed up 23.1x30's on his 8440 Deere. It rode smooth too, was just under powered for the Glenco Soilsaver wide enough to take out it's tire tracks.

    2001 Ford 7.3 Power stroke glow plugs

    Wow, 6 of 8 bad is a record. I replaced all 8 in my '96 7.3 around 225,000 miles. Used Beru ZD-11's, I think, Anyhow, they were Motorcraft. ( Thank's Bill Ohio ) 4 of 8 were bad. Had one cold day at work, temps around zero and still had 15W-40 oil in truck, started on 4, then was running on 5, then 6, then 7, finally after almost a minute on all 8. But a sudden cold no start but starts right up with block heater classic glow plug relay. The relay for the hyd lift for a Western snow plow is a direct replacement, lasts longer, and costs WAY less than Your local Ford Store or IH truck dealer. All the white smoke from tailpipe is the big clue. No smoke think cam position sensor.

    Reese Hitch

    Matt is exactly right! The back end lower bumper area is the most rust prone area on trucks in the rust belt. Any damp pavement, or dusty road, or light coating of salt or brine on the roads coats the hitch from end to end. My old '96 F-250 didn't have a reciever installed until summer of 2006, A Putnam built in Michigan. CSR at Putnam suggested I buy my own hardware and not use the cheap stuff they supplied, which I did. I'm actually more concerned with where the bumper bolts to the lower flange of the truck frame, only 3 places on each side. My new truck has factory installed receiver hitch, all my old drawbars fit, not sure how long it will last.

    Drive systems for tractors.

    WOW, I expected much higher Gallons per hour than that. The percentage of off throttle time is really reflected in fuel usage. I know back when I was loading trucks most of the day at work your driving style made a huge difference in fuel use.