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Owen Aaland

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Everything posted by Owen Aaland

  1. Owen Aaland

    Why LP?

    The only moving part in the 425 mixer is the air/fuel valve (Valve image is upside down compared to how it normally is on the engine) The silver valve on the top of this image is the fuel control valve. There is a rubber seal around the bottom of this valve. There is spring on top of the diaphragm to hold it closed. Throttle body vacuum is ported to the top side of the diaphragm to pull it up against the spring. The outer part of the valve is what controls the amount of air that can enter the mixer. The wear occurs in the body around where the fuel control valve is located. There is nothing to keep the valve centered in the body other than the valve touching it. At about 100,000 miles there gets to be enough wear in the body that as soon as the valve starts open too much fuel enters compared to air. As the valve opens more the wear doesn't have as much affect on the mixture.
  2. Owen Aaland

    Why LP?

    Bi/Phase liquid propane injection Schwan's started working with propane for their trucks in the late 70's. By the early 80's they were running their own adaptation of the Impco system. It worked pretty well until GM engines all came with vortex intake manifolds. With those manifolds the mixer had to sit off to the where the throttle body originally was mounted. Unlike running on gasoline where they used port fuel injection the entire intake manifold was now filled with with the explosive air/LP mixture. A misfire sometimes blew the manifold off the engine ar at least ruined the mixer. GM came up with a retrofit that installed two large relief valves which did help some. Fortunately of the trucks I serviced I only had one 1999 that had that system. It blew the mixer off one time.The next new truck was a 2001 that had the new fuel system on it. TRW was working on developing a liquid LP fuel injection system but was giving up on it so Schwan's took over the development and testing. The engines came off the assembly line in Janesville WI where they were delivered to Monroe Truck Equipment install the LP conversion. The only change on the engine (8.1L GM) was to remove the gasoline fuel rails and injectors and replace them with the LP system. The system uses coaxial fuel lines and fuel rails with a fuel pump in the tank(s). Fuel is pumped through the center tube at 35-45 psi above tank pressure to the fuel injectors. Each fuel injector has an orifice to bleed propane through to return back to the fuel tank around the inner pressure hose. This orifice acts like the orifice tube in an AC system, as the pressure drops to tank pressure the LP picks up heat cooling the injector. At temps above about 210 F the vapor pressure becomes too great to keep the LP liquid. When the engine is running under load the cooling effect is enough that frost will form on the injectors. Injecting the LP just before the intake valves has such a cooling affect that the HP is raised from 325hp factory setting to around 340-345hp after conversion.
  3. Owen Aaland

    Why LP?

    When the propane mixture goes either too lean or too rich the time it take to burn in the cylinder becomes longer. I've serviced trucks where the mixer was worn and resulted in idling too rich. After a couple on minutes at idle (GM 5.7L) th exhaust manifolds and pipes all the way to the converter would start to glow red. You could really see it at night.
  4. Oxygen tanks get the date stamped on them each time they pass a hydrostatic test. The earliest date I've seen on an tank that I rented was from 1918.
  5. You have an IMPCO fuel system. The two round units are the fuel lock on the left and the vaporizer on the right. Fuel from the tank enters the fuel lock as a liquid. The small line above the nipple connecting the fuel lock to the vaporizer is a vacuum line connected to the intake manifold. Vacuum applied to that line opens the valve to allow liquid to enter the two stage vaporizer. The first valve in the vaporizer allows liquid in at a maximum of about 5 psi to a chamber that is heated by engine coolant to turn the propane to vapor. The second stage valve is controlled by vacuum from the LP mixer. It opens at either .5 or 1.5 inches water column. That is the amount of vacuum required to raise water that far in a straw. In cold weather parts of the country the vaporizer (convertor/regulator) needs to be heated by warm coolant very quickly as the engine starts or else liquid will flow right through to the mixer causing a flooded condition
  6. Allis Chalmers had a fuel cell power electric tractor in development in the 1950's
  7. They put out a new video every Friday so it is usually available on Thursday afternoons in the US.
  8. Red River Special that my dad had was 1/2 bushel each time it dumped. I had forgotten about having to up on the straw stack and tramp it down to build a better stack. They certainly ran the belt much tighter than we ever did. We ran a 100 foot belt driven by an H Farmall. When the thresher went under load from a couple of bundles going in at the same time the loose side of the belt would almost touch the ground.
  9. Front motor casting may be the biggest problem if switching to a D282 od D301. I would assume that you have a governor on the side of the gas engine. Switching to a C221, C263, C282, C291, or C301 will require modifications to the governor controls. You can't just swap front covers because even though both engine series use the same gaskets the mounting bolts are different sizes and the timing gears are different. The blocks are very similar but the crank to cam spacing is different so the gears are different. The back of the blocks have the same bolt pattern though the tractor engine use threaded holes. I believe the crankshaft will mount the flywheel the same but am not positive. The BD264 may have a throttle shaft running through the block that the C series does not have. Not a problem if switching to diesel.
  10. The loader on the Massey is a Super Six.That is what my Dad had on his Famall H. This one is like he first one he had where the outer arms from the rear axle to the bucket where tubular. The second one had 6" channel iron instead. That was a stronger design.
  11. I could use that seat. The one on my W9 has the top of the pipe cut off and an automotive bucket seat welded on. Might be more comfortable but I would rather have it original since it is no longer used for anything.
  12. If the fan pulley is smooth it spins CCW and the fan clutch nut thread will be RH. If the pulley ribbed it spins CW and the nut will be LH thread.
  13. Gotta luv the debris in the dust collection jar
  14. Unless things have changed here in Minnesota you don't need a license to drive a fire truck much less a CDL. It's been 10 years since I did DOT commercial inspections but the last Time I recertified as an inspector (every 2 years) fire pumper equipment was not considered a vehicle since it is not used to carry cargo or people. Water tanker trucks also had an exemption for needing the inspection or license. When I got my chauffer's license in 1969 the only requirement was to have a valid drivers license and get at least 14 out of 20 questions correct on the written test. It was good for any type of truck. When the CDL's were required I could choose what ever type of license I wanted without any testing.
  15. If you still have the original Delco starter I would strongly suggest that you have it repaired by a good electrical shop. If you exchange it for a rebuilt you run the risk of getting back Chinese import.
  16. If you can't get a long enough insert to get full engagement on the bolt you can install one as deep as you can and then install another on top of that one and cut off any excess. I've done that several times and never had a problem.
  17. The OEM crankshaft has a 5 1/4" stroke. If I remember correctly the M&W crankshaft is 5 1/2" stroke. You can get close enough to determine which one by using a piece of wire through a spark plug hole and measure the distance it can travel between TDC and BDC. I had a customer back 30 years ago that had an M with a lot of the M&W upgrades that was running right at 75 HP on the dyno. If I recall it had about 324 CID.
  18. One of the many tools I had stolen last winter was a Snap-on 3/8 x 7/16 double box wrench with the sizes stamped on the wrong ends. If nothing else it will be easily identified if recovered.
  19. I made my own adjusting plate to repair my dads 3010. The IT manual had the specs and the adjustment procedure. The first time I worked on it I just used keystock and feeler gauges. After making the tool and buying a Dial indicator things went much better the next time. Things can get real interesting with that system if you have an internal leak and are going down a road when the steering unit gets to the end of its travel and resynchronizes. The front wheels will go from straight forward to full turn without any input from the driver or any warning. More fun than a carnival ride.
  20. Must have been a tall curb.
  21. Make sure the speed control lever is over far enough when the problem is present. If that is not the problem there is a 1/4" hydraulic line just inside the housing where the two lines on the outside go in. Common problem is a crack at the fitting flare which will allow the high pressure oil to escape internally. Use test caps on the two lines to determine in the problem is internal or external to the hydro housing.
  22. Two different sizes, short bowl or tall bowl.
  23. I didn't know there were any NH combines painted yellow before the twin rotors were produced. All I've ever seen were red ones.
  24. My guess would be a leak between the tank and pump. It may not leak fuel out but air may be drawn in by the charge pump forming tiny bubbles. As long as the engine stays running the pump can handle the aerated fuel. When the engine is shut off all the little bubbles join together to make too large an air pocket for the pump to handle without bleeding an injection line.
  25. Hopefully there is something wrong with the numbers you posted You show up to .050" differences between cylinders and up to .100" between piston and bore.
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