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About SDman

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  • Birthday 05/03/1971

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    Highmore, South Dakota

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  1. Yes, the updated valves have the signal checks that are accessible with the valves on the tractor. You will see a couple plugs at the front of the remote valves...that's to allow access to the checks on the newer-style valves. The picture I have here shows the difference, the one on the RH side is the newer-style valve. The RH side of the picture would indicate towards the front of the tractor...the 2 plugs would be orientated to the front of the tractor with the valve installed on the tractor. Now, in regards to these valves, let me add more to this. First off, if all you need remote val
  2. If it turns into a riot...then its all OK, right?
  3. Tim, first off, you and your family have my thoughts and prayers and hopes for a minimum of problems as well as a speedy recovery from any problems. As someone that just went through the "Covid protocol", I'll offer some thoughts moving forward. After going through this, the first thing I recognized is.....the more we know Covid....the less we know ABOUT Covid itself. Everybody says "follow the science"....its hard to when the "science" keeps changing. In my own case, I received a lot of conflicting information from people who are "in the know"(ie. healthcare providers). A lot of this is
  4. Well, both tractors did use Dana-sourced MFD axles. From there, there are a lot of different possibilities on a TG210/230 or MX 210/230 MFD axle. You could have a choice of either 10-bolt hubs...or 12-bolt hubs. The 10-bolt hub MFD axle is more or less a continuation of the MFD axle that IH came out with on the 50 series...and continued to be used throughout classic Magnum production. The 12-bolt hub axle was for MFD factory duals...or, in my preference, front-end loader operations. Supersteer(was optional on New Hollands) or non-Supersteer. Suspended axle...or non-suspend
  5. Nope, the remote valves are the same between the Gen. II MX Magnums and the Gen. I TG New Hollands. Unfortunately, that means they both had the same poor design that gave problems. First off, the remote valves used on the Gen. I MX Magnums generally worked well. A few solenoid issues one some of the early valves, but no "iron problems" in regards to the valves themselves. Unfortunately, the marketing people as well as the engineering people had to redesign the valves...and then they had problems. First off, the marketing people figured out that the comparable Deere tractors of
  6. Used these for nearly 30 years. Should be available at any CaseIH dealership or truck shop. Dip the test strip in your coolant & line up the colors on the test strips to give you the SCA level in your coolant.
  7. Neighbor had one that he bought new in the early 1970s when he got in the hog business. IIRC, it was a 725 model.
  8. FWIW, today is my last day of being in quarantine for Covid-19. Got sick on Friday the 13th, got tested on Saturday the 14th....tested positive. So had to be in quarantine all this time. Did have a fever for a couple days, minor headaches, but that's about it. What was the strangest thing to me was that I had good appetite all this time. Its sure a strange thing that affects different people differently. My wife has been with me the entire time of this....never has even had so much as a sniffle. Stay safe out there....its not a lot of fun. And yes, I had been wearing a mask for 2+ weeks b
  9. Think of the New Holland TG series Magnums as a continuation of the old Magnum(71/72/8900 series) chassis....where the engine was bolted directly to the transmission; as opposed to the MX Magnums where the engine was moved up and ahead away from the transmission, and then they used a drobox between the engine/transmission to slow down the engine as well as connect the now-raised engine to the transmission. The transmission between the two machines are essentially the same. The throttle handle is separate from the transmission shifter on the blue one as well, the red one has the throttle and tr
  10. Previous oil filter design with the o-ring on the threads on the first picture. Second picture shows the pieces of o-ring found in the piston cooling jet area.
  11. Now...as far as your statement about spin-on filters being "trouble-free", I've got a story to tell about that. This just happened last year. A customer brought in a 535 Steiger last winter....with a QSX15L Cummins....with a very bad engine miss....and a lot of blowby. When we disassembled the engine, we found that #1 sleeve/piston was severely scored...with no other apparent engine problems. Seemed odd....this hasn't been a problem on these engines. No obvious signs of engine overheating....plenty of coolant in the engine....plenty of oil in the pan....interesting. Engine only had a litt
  12. FWIW, there were some quality problems on those style of filters years ago. This was back when they first came out with them. Hasn't been a problem for years now. You can get just the element for this filter...it is shown in the parts book.
  13. Speaking of CaseIH's current upper brass.....whatever happened to Scott Harris? Last I knew he was the Veep for CaseIH North America? When he was named VP in 2018, he came with a lot of "ag friendly" credentials....native Wisconsin guy that grew up around a farm, worked at more than one area in a dealership....sounded really impressive. Looks like he is still with CaseIH, but you sure don't hear much about him. Afraid to crawl out under Fiat's thumb?
  14. We've got one of them in an early 1980s C70 Chevy truck for our bulk oil delivery truck. Had it for over 10 years now. Think of it as GM's answer to the IH 9.0L V-8 diesel in that vintage of truck. Low on power, bad reputation. Our truck engine tech at work does still work on it and a couple other stragglers we still have around here as well, but its always "on-the-job training". Every DDA dealer he's called in a 5-state area gives him the same answer...."our Fuel Pincher guy retired years ago....nobody here knows anything about them anymore". Like has been said, the fuel system is more
  15. Second Generation Axial-Flow combine chassis design. Designed on a common chassis with their New Holland cousins after CNH was formed in the early 2000s. Started with the 8010 in 2003...later on the 7010 joined the 8010. Then the next series were 7120/8120/9120s...followed by the 72/82/9230s...followed by the 72/82/9240s...to the current production 72/82/9250s. The Flagships all have a CVT rotor drive. All built in Grand Island, Nebraska.
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