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jimb2

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  1. Hi see the following links: https://www.anglo-agriparts.com/International-harvester-brakes https://www.anglo-agriparts.com/bradford-built-international-harvester-major-brake-overhaul https://forums.yesterdaystractors.com/viewtopic.php?t=1377566&postdays=0&postorder=asc&highlight=jimb2&start=0
  2. Re Bosch VE replacement pump for VA pump, Has anyone done this pump swap or know what all is involved? I saw this link: https://goldfarbinc.com/products/0-460-406-056-1329-154-c1-remanufactured-bosch-injection-pump-fits-case-d358-ih-900-1000-engine Also found this site and if you scroll through the first 10 pages there will be entries for the Case IH German D-155 thru D-358 engines. https://docplayer.net/23916266-Fuel-injection-pump-product-model-list.html
  3. Snoshoe, my brother's CIH 495 open station and it has same hydraulic control levers as his 54/74/84 series tractor but his was a very early 495 as dealer was trying to sell him a 485 but he decided to wait for a 495. He has a CIH 3230 open station and I believe it has the same hydraulic levers as well. The 3230 is his loader tractor and 3pt usually has a back blade on it and I don't drive it that often. The remote valves on the 495 and 3230 are the newer style that kick out to Neutral when remote cylinder reaches end of stroke.
  4. I looked at my CIH 85 Series Service Manual and it has a procedure for adjusting the 3PT levers for cab tractor. I have attached 3 pages.
  5. Hi Snoshoe, no, not like the Raise Response Control lever, when in Draft control mode if the 3pt Raise/Lower lever is pushed all the way to the bottom or forward that controls how fast the Draft control will Lower an implement when it is in the ground. So if you are plowing using the Depth control and you rear wheels go over a ridge on the ground, if 3pt Raise/Lower lever is all the way forward the Depth control will drop the plow faster to keep the depth constant. This is my understanding of how it works. Re @Euzoa 3 pt drop speed problem: If he doesn't have an IH Service Manual the manual for the IH 54/74 series tractors is available at this link: https://www.redpowermagazine.com/forums/topic/121219-d239-674-engine-manual-pdf/ The hydraulic system hasn't changed much from 54/74 thu 84/85/95/32XX and 42XX series tractors just lever positions in the different cabs, the hydraulic pump GPM and the Remote spool valves. The IH Service Manual Section Group 10, Hydraulic System Page 1 and 2: ld. ACTION VALVE OPERATION Referring to Fig.1 the action valve 22 controls the flow of fluid returning from the lift cylinder 26 during the lowering cycle. Returning fluid passes to the spring side of the piston 24 through the restrictor created by the tapered section of the spool 23 and\_out to reservoir at the discharge port 25. Returning fluid also acts on the face side of the piston 24. The restriction created by the tapered section of the spool creates a pressure differential across the piston 24, thereby causing the piston to move over to partially restrict the discharge port 25. The heavier the implement the more pressure is created and the discharge port is made smaIIer. Consequently all implements will lower at the same rate regardless of their weight. When the position control lever is moved past the offset into the drop response range of the quadrant the spool 23. is moved in against spring pressure so that the tapered section further restricts the returning fluid and increases the pressure differential across the piston 24. In this way a means is provided of controlling the lowering rate when operating in draft control. The reference number descriptions and figures are on the following pages in the Service manual. The Lift and the Lowering Circuits are described.
  6. Not familiar with the 826, if it has a manual shut off cable or a shut off solenoid. Make sure when the engine is running that the Fuel Control Lever is all the way forward touching the adjustment screw like the attached photo below.
  7. No bleeder screw as far as I know, always use the START position and if it doesn't start then loosen a couple injector lines at rear of pump and crank engine. DO NOT CRANK too long that it overheats the starter motor. Does the 3400A have a mechanical lift pump or is it gravity fed from fuel tank? If it is gravity fed you can apply some air pressure to fuel tank to help prime the injection pump. Hopefully the old fuel has not gummed up the pump.
  8. Can you post a couple pictures of the loader hydraulic connections to tractor hydraulic system and loader control valves.
  9. It is a German D-206. It also has the electric two speed (T/A) with two switches on the clutch pedal, one for start safety and one to switch T/A into Low when clutch is depressed. We will check out the PTO for a safety switch. We thought about taking flywheel off but wasn’t sure if bearing was in flywheel or end of crankshaft. Thanks for information.
  10. Hi Everyone, Sunday we started a clutch/pressure plate and throughout bearing replacement on my brother's 1997 CIH 3230 and we had two problems: 1) We could not get the pilot bearing out of the end of the crank shaft, we tried filling the hole with grease and driving a large bolt in the bearing hole and that didn't work, next we ground off a leg of a gear puller a tried pulling the pilot bearing out and eventually gave up and kept the original pilot bearing as it felt perfect. We have done clutch jobs on several 54/84/95 series tractors and never had a problem getting the pilot bearing out. Any hints? 2) After we got the clutch and everything replaced and went to start it and there was no power from the START position on the Key switch to the starter solenoid, traced back from starter solenoid terminal to clutch safety switch and no power on safety switch, but there was power at the on the Start lug of the key switch when the key was turned to START. We tried looking at caseih.com parts 3230 wiring and all it showed was wiring harnesses, no individual wires or wire color codes. Anyone have a wiring diagram with wire color codes that they would share? To make the tractor useable we ran a new wire directly from key switch START terminal to terminal on starter solenoid. For safety reasons we would like to find the correct wire and repair or replace it. Thanks JimB
  11. Photo of 3pt check chains on a Canadian an IN/CIH 54/74/84/95/32XX series tractors. My brother has 5 of these tractors and they all have the same 3pt check chains with the 3 holes in the piece under the axle and the turnbuckle. The only problem with the turnbuckle is that if they are not kept lube or turned frequently they will rust and then it is large wrench time. In this photo we were replacing the outer left axle bearing on his CIH 495 as baler twine got wrapped around the outer axle and destroyed the outer axle seal and let water in that destroyed the axle bearing.
  12. You have a different check chain arrangement than the 54/64/74 tractors that were delivered to Canada. The ones my brother has have adjustable check chains with a turnbuckle on them and the of end is connected to a cast piece with 3 holes in it that bolts to the bottom of the axle where the fender bolts are. By selecting the proper hole and adjusting turnbuckle to 3 pt sway can easily be adjusted. Yes, you can fabricated your own but like previous post says the connection points to tractor must be in same relative location as 3 pt pins on tractor frame to keep them from binding through the full up and down cycle of 3pt. Many years ago when I was growing up on the family farm one of our tractors was a Ford 8N and you always had to use sway bars on the 3 pt on it.
  13. Hi, when the 695 is equipped with the Fwd/Rev shuttle shift it requires hydraulic pressure to activate the both clutches unlike the Hi/Lo (old T/A) option only requires hydraulic pressure to activate the Hi clutch and the Lo clutch is mechanical. Agree with 495man, see this link on someone with a CIH 485, it will be the same as your 695:
  14. Is this a Diesel or gas tractor? Are you sure the old tach was bad? Did you test it with an electric drill? On the Diesel D179 engine the tach is driven by an “L” shaped gear drive that runs of the cam gear on the front of the engine, there is a spacer in that gear drive that wears and allows the driven gear to slip on the drive gear not giving the correct RPM.
  15. An IH 1550 is the later model of the 1501 will also fit, there were other vendors that made loaders to fit those tractors as well, like Frey, Freeman and Westendorf.
  16. The PTO shaft and clutch is the same drive line as an 884 at 72 PTO HP, so it is very unlikely to slip if the PTO clutch hydraulic pressure is set correctly. The weakest link is if the PTO shaft teeth are worn on the pressure plate and sudden shock could strip the teeth on the pressure plate.
  17. IIRC, the part that screwed into the spark plug hole had a valve in it and when the tractor cylinder was in the intake stroke, the valve would allow air into the cylinder and on the compression stroke the valve would close and direct the air into the hose connected to the valve stem on the tire. So I would suppose a small amount of air coming into the cylinder may have come via the carb but most came via the valve. As I said before the air pump worked very well on the the 2 cyl JD as each cylinder had double the displacement of the 4 cyl Farmall SC that Dad also had.
  18. You are correct the sending unit grounds to the frame via fuel tank. Basically it is a variable resistor and as the float moves up and the resistance changes to ground changes causing more or less current to flow through the gauge. Google fixing fuel gauge. For new sender unit Google fuel sender gauge for IH 444, be sure to get the correct sender unit to match your fuel gauge as the resistance in the sending unit has to match what the gauge was made for.
  19. You should be able to see the rear purple line by pulling the seat forward. There should be a cutout on deck plate for the line. It is difficult to see the return line from the remote valve but it is a PITA to remove deck plate without assistance. The bolts that go through the fenders will be rusted if you live anywhere in the salt on road areas.
  20. Re Diff Lock, usual problem is rust on the shaft part that is exposed as that is an inner shaft that slides inside of the brake pinion shaft. Use your favorite penetrating oil on it and work it in and out. DO NOT FORCE it all the way in or it will stick with the Diff lock permanently ON. Re Hydraulic valves, the one on the right side should be permanently OPEN, the way that it is shown unless a remote hydraulic valve is attached. The one on the left side is a push and turn a half turn to lock, yours appears to be pushed IN and locked so the IN position hydraulic flow to the 3pt hitch is reduced to 3 GPM (Slow Response mode) and in the OUT position the flow is 6 GPM (Fast mode). Re fuel gauge, check for a shorted wire from tank to gauge.
  21. Hi, it looks like a Canadian/UK model remote valve setup. See photo below of Louisville, KY, USA remote valve setup on an IH 574 tractor. Notice the valve handles appear to be cast iron where as the CND/UK models are a rod with a knob on top. Look under the deck plate to see if you have a steel hydraulic line going from the area circled in GREEN in the photo to the rear OR if you have a steel line like the one in the photo in PURPLE with the connection nut. My brother has five of these CND/UK built Doncaster IH tractors, 454, 474, 684, CIH 495, 3230. The 474 will be same as your 574 and at one time it had a loader on it and the loader valves were plumbed into the PURPLE steel line. Loader valve input port connected to line to left of connection nut and Valve output port to the right of the connection nut. Re salvage yard, power beyond and additional remote valve, you will have to get the part numbers off the ones you bought, some where I have the part numbers for the USA power beyond plate that works with USA valves. The CND/UK versions can be found on caseih parts under the European models.
  22. From your photo, I believe your tractor was fitted with the USA made remote valves. I am in Canada and we received the IH 54-74-84-95-32xx-42xx tractors directly from the UK with the Canadian options. The locking mechanism works with the remote valves that we receive in Canada which I believe is the same as the European version. Unfortunately I don't have a photo of the Canadian version. If you look at this post you will see the UK/Canada version of remote valve controls:
  23. My brother tells me that a bungee cord doesn’t work on the newer remote valves, you have to use the metal locking strap that is on the sheet metal by the bottom of the remote valve lever. The bungee cord works on the older remote valves on his 454 and 474 as the valves don’t latch and don’t kick out to Neutral. Sorry about the misinformation, any time that I help him split wood the splitter was on the 454.
  24. You may have to put a pipe wrench on the shaft part to turn it out of the nut. The crank part is just a crank with a gear that drives a bevel gear on top of the shaft. The assembly can be opened by loosening the jamb nut on the bottom with the two holes for a special tool like a hydraulic cylinder but hammer and punch will work, then screw the threaded part out of the crank housing. Replacement parts can be purchase here and they are an A&I dealer, disclaimer, I have no affiliation to the listed site other than being a member. https://www.yesterdaystractors.com/cgi-bin/store/model_parts.cgi?SearchArea=Farmall&&md=464&cat=Hitch / Drawbar&r=mcats
  25. As Snoshoe says, also with reference to photo below: With reference the red circle in the photo there should be a shut off valve in the fuel line and using a clean bucket to catch the Diesel fuel, check the flow out of the fuel tank by shutting off the valve in the line and then removing the fuel line from the lift pump side of the shut off valve, turn on valve and you should have a full stream of fuel into the bucket, if not there is a problem between shut off valve and the tank. If everything is good then work forward to the fuel filter and from there to the injection pump. IIR correctly where the #7 points to in the photo there is a screen under the top of the lift pump. The diaphragm on the lift pump can also get a hole in it but it usually leaks out the weep hole or runs into the crankcase oil. Also those banjo bolts with the hole in them can get debris lodged inside the bolt and restrict fuel flow especially the one on the outlet at the bottom of the fuel tank. Don't drop or loose any of the washers on those banjo bolts, especially the one under the tank!!!!! To keep the CAV/DPA injection pump healthy add some Diesel fuel conditioner or a little 2 cycle engine oil to the Diesel fuel.
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