jimb2

Years ago, one of my Dad's friends was owner operator of a small engines shop where sold everything from chainsaws to outboard motors and boats. Very often in the spring when customers were putting their boats back in the water, he would have customers with the same problem where they had charged a dead battery in reverse. His solution was, he had two old card head lights connected together and he would hook them to the battery and leave them connected until the battery completely discharged and then re-charge in the correct polarity.

The early IH 54, 74 Series from Doncaster, UK that had a generator were +VE ground but as soon as IH starting using alternators the tractors were -VE ground. My brother still has my Dad's IH 454 that originally had a Lucas generator on it and it was +VE ground, when the generator failed we converted it to a Delco 10SI alternator and turned the battery around so the -VE post was connected to ground. We also had to replace the battery end on the old -VE cable that ran to the starter as the +VE post on a battery is larger than the -VE post to prevent accidently connecting a battery up in reverse polarity. Dad also had an early IH 674 with a Lucas generator and it was +VE ground but he traded on an IH 684 before the generator failed. The 684 had a Lucas alternator that was -VE ground and it failed within a couple years and was replaced with a Delco 10SI. Re checking your battery cables: 1) Examine the battery ends on the cables, the larges end will be the +VE cable. 2) Using your Fluke VOM verify that the meter leads are connected correctly, Red is in the V, OHM, Diode connection and the Black is in the COM connection and the battery cables connected as they were, connect the black -VE lead to somewhere on the frame of the tractor that has a good connection, no paint, dirt etc., you may have to scrape some paint off the head of a bolt and then take the red lead and put it on the +VE battery, you should read +12V or greater, if you read 0V then the +VE cable is connected to ground, then connect red lead to -VE battery and you should read 0V, if you read -12V or greater then the -VE cable is connected to the starter. To double check move the red lead to the battery cable terminal on the starter solenoid terminal and you should read +12V or greater, if you read -12V or greater then it is connected as a -VE ground system. Also see if you can see the make, model or part number on the Alternator as there is positive ground alternator made. A starter will turn the correct direction even though the voltage is reversed. Please lets use know what you find.

The D-239 engines in the 685,695 and 4210 used a Bosch Model VE pump. See this link to older post:

Hi there was a post from about three years ago that the poster did a rebuild on a Kimco front axle with photos. Link:

Marketing in the UK, see this quote from MJ in the UK from my previous posted link: "Hi folks, sorry I am a day late but I have only just seen your posts. Here in the UK IH introduced the 475 tractor in 1974 fitted with a Perkins 4.212 diesel engine. The year before they fitted the German built D210 4cyl short stroke engine and I found on demo against similar horsepower tractors it was gutless. The other reason for fitting the Perkins 4.212 engine was so us tractor salesmen could sell them to MF users and we did very successfully as the 475 was less money to buy as it was a better spec tractor and the 3 point hitch did not go down when you stopped the engine as a MF tractor did. MJ" MJ, I believe made a typo on the IH German built engine as it was a D-206 not D210. The D-206 used in the IH Doncaster built 474 tractor that was the competition to the MF 65/165 tractors. Later it was used in the 584,595,3230 and some small dozers and other industrial equipment. The D-206 has Bore/Stroke of 3.875" x 4.375", the Perkins AD4.212 is 3.875" x 4.50" according to Tractordata.com, not much difference but a longer stroke of 5.00" makes a better lugging Diesel engine. Also the Perkins engines were made in Peterborough, UK about 90 miles south of IH Doncaster, UK plant and they had an excellent reputation as being easy on fuel and reliable.

I am sorry that I confused everyone but the link I posted was to a link to several IH Doncaster built tractors service manuals that are stored on Dropbox.com. There are direct links that includes the Service and Operators Manuals that include the IH 475 tractor. Since the files are on Dropbox it takes about a minute for them to load to your PC. Service Manual link is: https://www.dropbox.com/s/8i0ry0x1otzflt0/IH Service Manual - 454 474 475 574 674 2400 2500 Tractors.pdf?dl=0 Operators Manual link is: https://www.dropbox.com/s/0m6854ngzxuen81/IH Operators Manual - 454 474 475 574 674 2400 %26 2500 Tractors.pdf?dl=0 Several years ago when my wife and I were visiting the UK, I went to an antique tractor show at Newby Hall , North Yorkshire, UK, and that is where my photo of the 475 came from. I was talking to the MC of the show and I said I had never seen an IH 475 before and he told me the history of the 475. Here is a link for more info: https://www.yesterdaystractors.com/cgi-bin/viewit.cgi?bd=farmall&th=217239

The IH UK Service Manuals are available for download in PDF format for free at the following link: https://www.redpowermagazine.com/forums/topic/121219-d239-674-engine-manual-pdf/ Take note that for the tractors shipped to the USA, the electrical system maybe Delco instead of Lucas, the front axle and power steering and the remote hydraulic valve(s) also maybe like a IH 404/504 USA built tractor. They are easy to recognize, see photo below, the engine has a CAV/DPA injector pump, oil filter at an angle and you can see the adapter plate between engine and bellhowsing.

If I recall there were a few of the 475s that had been imported to the southern USA. I do remember a post on this site of one and I believe he lived in a southern state. I have never seen one in Canada but have seen a few in the UK. They had the same Perkins motor as a MF 165 Diesel. A4.212. Again as another poster said the C and CX series had Perkins engines.

I would like to clarify my old post from https://www.yesterdaystractors.com/cgi-bin/viewit.cgi?bd=farmall&th=1007597 was for the EUROPEAN/CANADIAN models of IH/CIH 54,74.84,85,95,32XX,42XX that only used the 3 bolt hydraulic valves. Since the post was January 2016 and Archived there didn't appear to be a method to add the statement that it only applied to the EUROPEAN/CANADIAN models with the 3 bolt valve. Then some years later a poster on here with a 574 or 684, I can't remember which, had taken my previous post about the 3 bolt valves and tried to make it work on his tractor with the 4 bolt valve and that is where the photos of the different power beyond and end plates for the 4 bolt valves came from and he was able to source a used 4 bolt power beyond by googling the part numbers. Like jkm2a posts says about 4-bolt vs 3-bolt is correct and I believe the change was introduced by IH Louisville, KY plant they started ordering the IH Doncaster 54/74/84/85 tractors without hydraulic valves and started fitting the 4-bolt valves that were common to the USA IH built tractors like the 404/504. This continued until IH Louisville, KY plant was closed in Nov. 1984. Then the 85, 95, 32XX, 42XX were shipped to USA with the 3-bolt valves like the European/Canadian models. My apologies, to the Members that read my earlier posts and did not realize that I was referring to the EUROPEAN/CANADIAN models with the 3-bolt valves and it did not apply to the crate units that IH Louisville, KY, assembled for the USA market with the 4-bolt valves. I believe the photos above of End plates and power beyond plates are still correct for the 4-bolt valves. JimB

You can download a set of free manuals from here: https://www.redpowermagazine.com/forums/topic/121219-d239-674-engine-manual-pdf/ These are the original manuals from IH, Doncaster, UK. If your 454 was assembled in USA there may be slight differences in the electrical options. There several youtube videos of various repairs on an IH 454,464,474,574, 674, all the same rear end just a different motor, newer versions are 484,485, CIH 495, and last version 3220. Here is a link to a video: https://www.youtube.com/watch?v=Vg2cm7FtxqM

The back plate from a D-206 engine from 474,585,595,3230 possible will work because it is the shorter stroke German engine.

Nice looking 574.

Hi Joel, are you in Sweden? As your B414D looks like the UK model with the horn button on the dash. Am I correct but someone has converted the glow plugs to the newer fast heat Bosch version found in the later Mercedes cars and that is what is mounted on the panel on the cab? There is a free download of a service manual at: http://serge.chatroux.free.fr/motoculteurs/434/ih_b275-b414_354-364-384_424-444_2424-2444_vhb_sec_wat.pdf Now this service manual includes the USA assembled units that had different electrical system, power steering and front axles, so examine your B414 to see what applies to your European model. See Photo below. Re Tach testing, in the photo the Red circle with "T" is the Tach drive from the top of the oil pump drive shaft. You can disconnect the Tach cable from the drive assembly and put your cordless drive on the cable but go on slow speed until you determine witch direction the drill has to be FWD or REV by watching Tach needle. It can be a broken cable especially if you are in a cold climate, moisture will get in the cable housing and freeze and cable will twist off but in most cases it is the drive mechanism that fails. CIH part # 3042474R91, See this ebay link for drive assembly: https://www.ebay.com/itm/394696083171?chn=ps&mkevt=1&mkcid=28 Re Oil Pressure line, see Green circle in the photo, that is where the oil pressure gauge gets it's oil pressure from. Check to see if someone has put a plug in the line as after years the lines used to crack and leak. Re Dynamo/Generator, first determine if your Battery is connected +VE or -VE Ground or Earth to the British. Originally the B414D with a Dynamo was a +VE Ground. The later models like 444, 384 that had Alternators were -VE Ground. The usual failure was the Voltage Regulator points but the Dynamo may just require polarizing.

Hi, I read your heading and noticed you said B414 Diesel. See photos below of wiring diagram for B414D plus the wire number index. I had to rotate the images left 90* to get a good photo from my monitor, so you can rotate right 90* to view properly. This diagram is from the Operator's Manual of my Dad's 1962 B414D and it is the UK Manual and no dash key switch is shown as it was not a requirement for the UK but the North American market required a key switch. I can't recall what the key switch did exactly but it was not required to be ON to Start and Run the tractor. I thinking it was to enable the dash lights in the instrument cluster when the light switch was ON or was it to enable the Voltage Regulator to charge the battery?

The temperature and oil gauges don’t run off electricity unless they have been replaced. Temperature is a capillary tube into the head by the intake manifold IIRC, oil pressure is a steel line from the oil filter area. Amp gauge is electrical and could be wired backwards as the original B414s were +VE ground system with a generator and if tractor was converted to an alternator then it was probably connected as -VE ground. I seam to recall that the key switch had to be ON for some dash functions to work. Do you have an electrical diagram, I can post one tomorrow, is it gas or Diesel?