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About glcook01

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  1. I removed the fuel injector pump from an IH 574 with D239 and 5 years later rebuild the engine and installed the pump. Now that engine is rebuilt I am attempting to start the tractor and have two issues. 1) The injector pump won't produce any fuel (not even a dribble) when cracking the injector lines (I have opened two) after priming all the way to the pump banjo bolt and return banjo bolt on the pump. Consequently she won't start. 2) After cranking the engine the RPM has increased making me a bit concerned that the engine has the proper compression. Once #1 is resolved I think I will get my answer if #2 is really an issue.
  2. glcook01

    2050A Loader

    I have a loader I am selling that is currently on a 2500 tractor. This loader is not in the best shape and will need some work but I think it would fit. Unfortunately I am in Texas.
  3. Something else I have noticed. When I first started cranking the engine (after rebuild) it cranked at a normal speed. After a short period of time the engine cranking speed increased significantly. This is all while attempting to start the motor while cranking starter. Does anyone know why this happened? I am wondering if there is enough compression to start the engine once I finally get the fuel pump working. Could this have been the result of the assembly lube being flushed out with the oil?
  4. I rebuilt the D239 engine of My 574 tractor but the Bosch va4 pump will not pump fuel so cannot start tractor. Fuel bled to filters then pump including both banjo bolts on pump and good fuel flow to IP but not a dribble from injector lines when cracking at injector. Pump was working prior to rebuild. Can pump sitting for years unused in a hot attic cause this? What inside the pump would fail and cause this?
  5. I have Installed the finished bearings, and measured the inside diameter. Inside diameter is 2.286. This gives me a .0035 runout which is within the spec. I am moving on with rebuild project. Thanks for all the assistance.
  6. I was mowing with my International 584 tractor and observed fuel running out of the bottom of the tank. Upon closer inspection I found the breather line broken off inside the tank. The break is at the base of the breather line. I have lost most of the fuel but I have not completely drained the tank to see if I can see how the tube attaches inside the tank. The parts book does not show the breather so I have a suspicion that it is considered to be part of the tank and is not replaceable. I am trying to determine how that breather attaches to the tank, and if it can be repaired or replaced. Optionally I was thinking about leaving the breather tube off and plugging the bottom where the fuel is exiting but I am not sure if the lack of a breather line will result in a tank vacuum. I removed the 1/8 PT connector where the fuel was exiting to see if that helped answer any questions but it didn't reveal anything to me.
  7. Sorry for the delay in posting back. The finished bearings I purchased do have a joint. I decided finished bearings were the only way to go when I called the machine shop back and they gave me a quote of 200 per bearing for line boring of unfinished bearings. I purchased a cam bearing installation and removal tool and intend to try the removal and installation myself.
  8. Any idea what type of shrink can be expected? Currently if I use the finished bearings that I have, I would have a running clearance of .0095 less shrinkage from installation. The bearing ID would need to shrink by .006 during installation for me to be within tolerance. Is .006 a reasonable expectation for shrink rate during installation?
  9. Yes I am measuring the bearings uninstalled. I have not removed the old cam bearings because I don't have the tool to do that. My plan is to have the machine shop do that, but I didn't want to take the engine to the machine shop until I had the cam bearings.
  10. I am rebuilding an International D239 from a 574 Tractor. When I received the tractor it had leaking sleeve seals allowing coolant into the crankcase. I have the engine disassembled, and all of the main, rod, cam bearings have extreme wear so I am replacing bearings, sleeves, pistons, rings. I ordered parts from All States Ag Parts (Reliance) and just received the parts. My current confusion is with the cam bearings. I read that the cam bearings come unfinished and must be line bored so I was expecting an unfinished bearing but the part that arrived is a finished bearing. The part number sent is a 3055008R2 on the package. I test fit the bearing and it felt very loose. I then measured the inside diameter and it is 2.292". The measurement of the Cam journals is nominally 2.2825. The D238 service manual states that the max running clearing is .0045", and it lists the journal diameter as follows: Engines with Tin-Babbitt cam bearings 2.2823 - 2.2835 Engines with lead-bronze cam bearings 2.2813 - 2.2825 Why would the finished bearing size be 2.292? The only thing I can think is that finished bearing was intended for engines that originally had Tin-Babbitt bearings because in those engines the cam had larger diameter journals? My cam appears to be in spec at 2.2825 so the running clearance with this new bearing would be 2.292 - 2.2825 = .0095? This is way out of spec according to the service manual (max running clearance of .0045). I assume at this point that I will need to return these finished cam bearings and order unfinished cam bearings and have them line bored. When they are line bored how much clearance should the machine shop allow between cam journal and bearing? The IT Shop Service Manual states: Camshaft Bushings are furnished semi-finished for service and must be line bored after installation to an inside diameter of 2.2844 - 2.2856. Normal operating clearance of camshaft journals in bearings is .0009 - .0033 with a maximum allowable clearance of .0045. According to the above, if machined to 2.2844 (smallest size mentioned) the running clearance would be 2.2844 - 2.2825 = .0019. This seems reasonable and is within the spec. Thanks for your replies.
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