Jump to content

England806

Members
  • Content Count

    136
  • Joined

  • Last visited

Community Reputation

23 Excellent

About England806

  • Rank
    Advanced Member

Recent Profile Visitors

695 profile views
  1. Did you get it running ? If not remove the injector pipes from the pump. Remove the delivery valve holders. Delivery valve plungers and springs (keep them in the same location as they were removed). muse a soft drift (copper or Aluminium or a soft blunt ended nail). Put it in the hole where the delivery valves were removed and gently tap the plungers down in their barrels. After a few taps crank the engine and tap again. Usually frees the pump plungers. Flush out the barrrls with clean diesel or wd40 etc. usually works well as long as there isn’t too much rust or corrosion in there. Have done many like this with great success.
  2. Dt239 was used in European 856XL. Quite a decent trouble free engine.
  3. Try to get hold of a flow meter and see how much flow you are getting at system rated pressure. (If you are achieving rated pressure) My 806 loader is slow. It has 12 Gpm pump but at 1800psi the flow drops to about 6gpm. Either an internal leak or worn pump. I’m surprised your loader is slow if you are getting the full 17 gallons.if the loader is that slow and weak it sounds like you have a major internal leak somewhere.
  4. I agree. Often more trouble than it’s worth.
  5. More frictional loss as well. More teeth in contact with each other and more bearings involved. Be interesting to measure the difference in friction under load.
  6. Have just recently bought a set of MCV gaskets for my 806. All made in the USA one has CNH on the packaging. have had gaskets previously that were cheap. Measured the thickness of them and saw 0.010” variation on one gasket. (Not measuring over the rtv bead that is already on the gasket). That’s a substantial difference and would certainly have failed quickly had I fitted it. The new gaskets I have now are much more consistent in thickness.
  7. As jmech says check adjustment first. clutch change is a fairly easy job on those if it does need one. If you do a clutch change check the replacement pressure plate is correct dimension for the flywheel step height. Make sure transmission seals and rear crank seal aren’t leaking.
  8. Pocock tractors in Dorset has a lot of parts for older Uk tractors. He also buys parts from the USA. I guess he would ship to the USA as well. Nice guy to deal with but you will have to keep chasing him! also Ron greet tractors in Devon. Helpful people.
  9. It may be that the fuel level in the part that’s has an air leak is just below the point of leakage. Pressurize the system again with air (not too much pressure) then check everywhere with a soap solution and look for bubbles. had this issue with a filter housing once. Couldn’t find a fuel leak under pressure. Old timer said check with soap. Finally found a tiny hole in filter head casting. For some reason fuel wouldn’t leak out but air seemed to manage to pass both ways. Had us scratching our heads for weeks.
  10. Interesting. Was going to suggest the ve pump. With a little ingenuity I’m sure you could adapt most pumps. Some easier than others. I have a CAV Minimec on my 806. Had to make an adapter and a new drive flange to mount the gear. Pipes were a bit of a headache as firing order on the pump I used was different to the d361. still working well after 5000 or so hours.
  11. Hi all. Hoping someone can help me with dimensions for hole positions. As per sketch. These are the six holes that pass up through the front bolster to hold the cast iron radiator support to it. If someone had a radiator casting laying around that they could measure accurately it would be much appreciated.!! I have made a front bolster for my 806 Cummins FWA conversion and need to still the bolster to mount the casting. My 8o6 is in regular use so I can’t tear it down to measure it. I’m hoping when everything is ready I can just bolt the conversion together.
  12. So many factors to consider. First it depends where the manufacturer decides most useful rpm that power and torque should be. Fuel injection pump. Injectors. Timing. Injection duration. Injection pump can profile. combustion chamber design. Gas flow through the engine. Turbo or non turbo. Cam profile. Etc etc etc. Cost of production. Engine life span are all part of the equation. Nebraska tests show a lot of torque rise figures. Have a look at some of the test reports.
  13. Yes it can happen. Pump seal is fairly easy to replace.
  14. Neat welding!! As I’m getting older mine wanders all over the place! Hard to get a straight weld.
  15. Check and double check. Recently worked on a cat twenty. Seized solid from rust. Managed to get pistons out. Checked bore size and measured ring grooves. Bore measured 100mm. Thought it was very odd being metric. Couldn’t find rings to fit either so had the ring grooves machined out slightly. Had to have one liner made. on reassembly went to check piston to deck height. Half inch short of the top of the bore!!!! That gives it a compression ratio of 3.7:1. It had obviously been running like this for some time. Had I checked piston height first I could have sourced more pistons and had it sleeved to correct bore size. The machine came from France so I guess they had some metric sleeves and pistons and did whatever they could to keep it running. customer decided to leave it with the low comp pistons despite me offering to put it right at no charge. (It was my mistake). it runs nicely so he’s happy. Taught me never to assume anything. !! when I buy new parts I always spend time with measuring equipment to check as much as I can.
×
×
  • Create New...