84 5288

Thanks guys, I'm sure theres going to be lots of replacement parts with it having 14,xxx hours on it and no idea what's been done previously. I'll know more later when I get it tore down and I'm sure I'll be back with questions. Thanks again

I didn't want to hear that, but figured it was coming anyway, just figured ask about the valve if a spool could be hanging up.. so the sealing rings is why when you go to 3rd theres about a 5-10 second pause before it starts pulling down that few rpm , it takes that time to start building pressure in 1st clutch pack. 1st I don't notice much rpm drop at all but pressure is fluctuating. Well looks like its getting run in 2nd and 4th for a little while until I get time. Thanks for the info

I've got a 01 mx150 with issues in 1st and 3rd power shift , when in 1st or 3rd you can hear the motor pull down maybe 10- 20 rpm, way less then dead heading a remote, and the loader gets a little jumpy and steerings got a different sound but works normal. I've got 4 gauges in the valve, 1st is 260-290 and fluttering 2nd is 290 steady 3rd is 260-290 fluttering and 4th is 290 steady , no pressure rise on any gear that's not engaged. All the gears work normally. Anyone have any ideas, before I pull the rest of my hair out. 1 solenoid was newer , ohmed out fine 1 was the old square one, replaced that one but figured it wasn't the problem, it wasnt.. anything in the power shift valve that can cause this? Just seeing if anyone has a idea before tearing a bunch of stuff apart for no reason. Thanks

When I got one from our titan dealer in the fall of 24 they said they could order it or get one from another store. I figured getting one from another store would be a better chance of getting a good one. When it came in it was in a case ih parts box not a cnh. It was a a genuine case ih and identical to the old one. Seems like it was around 1000$ but definitely worth it , especially on a 300hp 466

Its looking good

Yes 1/2 pipe thread. I want to say it was a 23/32nd bit, but cant remember for sure.

We drilled and tapped ours on the 5288 when the intercooler was added. Basically I just found center of the boss then drilled it. I found a factory 1/2 pipe thread hole , screwed the tap in and marked it so when I tapped the new holes in the front cover I didnt get to deep or to shallow. It seemed to work good, all the factory lines worked and no leaks.

I used a PAI kit on mine, all parts are supposedly made in the USA, it's been a long time since I seen parts that looked that nice. DO NOT use there headgasket, mine lasted 19 hours before it let loose on every cylinder. We have used a interstate mcbee kit on a 6-71 Detroit and they seem to be pretty good to, no complaints so far. I believe the roller cam started in 88 on the trucks

If you have the fuel, you will love it😁 i just cant get over a 240-270 degree drop in egts, but i really miss the sound of that s2e, but the s300 sounds pretty damn good to!

I drilled and taped the turbo for the factory oil feed, i figured it was eaiser that way with the parts on hand. That v band to 3.5" coupler was slick, i just figured out where to cut and glued it together 🤣. All in all a pretty easy install. I couldn't really tell on the chopper as far as being lazy with the boost coming on, I'll know more when we get to doing tillage but i have a feeling shes gonna light real easy😁. Thanks again Ed for the top notch service i really appreciate it.

Ed pretty much covered most of it. I had to cut off the slip fit and weld the v band adapter on the muffler eliminator, had to shorten the height of the eliminator 3/4 inch so the asperator tube was lined up . The center line of the s300 is a little taller then a s2e or 3lm, which in most cases probably wouldn't make to big of a deal but im my case since some joker put higher ratio roller rockers on i had to get a 2 piece taller valve cover to clear the rockers so i had already had a spacer under the s2e and eliminator. With the spacer under the s300 i ended up with 3/4 " spacer under the eliminator mouning holes hence the shorting of the height of the eliminator. I ordered a 4" 130 degree elbow from intake hoses llc in spokan Washington for the intake, the stock pipe from the air cleaner is 4" and necks down to 3" or whatever size that fits the s2e or 3lm, i had to shorten the short side of the hose about a 1/4" to get it away from the brakelines. The pipe from turbo to intercooler i had to shorten a little and just got a 2.5" to 2 1/4 reducer coupler , and the oil lines had to be massaged a little to get in to place. All in all it was pretty easy to get it on there, it would have been way easier with a stock valve cover, i hope this helps

UPDATE TIME, i called injpumped and talked with him a while and we came up with a s300 that he figured would work for me.... boy was he right. It took a few modifications to get that big ole s300 put on but it was well worth it. I choped a few loads with it myself and basically threw everything possible at it and the egts only ran up to 1180 degrees and 31 32lbs boost and never touched anything else. Before with the s2e that would have been 1420-1450 degrees or more if you let it get up there. Dad ran it the rest of the time and said all he seen was around 1150- 1175 for egts. Thank you Ed we can finally use this thing full tilt and not have to back down, its a freaking animal, theres nothing like chopping silage at 6mph😁

I've watched that guy before but alot of it dosent apply to my pump with the rsv governor. That sure does look like a sweeet project and looks like alot of fun to mess around with. I dont think the timing is out of line i think the book says 26 or 27 degrees for the tractors

Miraculously they never said a word about the start retard, i wonder if you just hit the nail on the head . I had asked them to set it for around 275-300 but when it was put on the dyno it was only at 230, so im guessing 1680 specs plus 10% or around there. I put it back on dyno after about 17 hours of run time and timing up another 4 degrees after the break in it was at 236. It only took a half turn to get it to 275, and theres quite a few threads left on the screw, in reality it probably don't mean squat on the threads. Funny thing i went back and asked them if there was anything messed up in the pump that would cause high egts and of course the answer was no. If the high egts continue after the new turbo you can bet you'll see this pump this winter

Its a 1285 gehl with processor and a dion 90" rotary head, since we're 22" rows we usually take 4 but sometimes if you can drive it right 5 rows is no problem. Book says 300 hp for chopper so i dont think were out of line