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Owen Aaland

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Everything posted by Owen Aaland

  1. If the bus engines are 360s there is not much change other than the turbocharger. 806 had a 361 and the 826 had a 358 .
  2. Most likely the poor connection was internal to the battery. High resistance at an internal connection will cause loss of amperage and get hot under load. Gets hot enough and it goes BOOM! Unless you notice the loss of amperage there is not much to warn you when it is about to happen. I've seen this happen to several batteries where the customer lifted the battery by the post.
  3. My dad had a couple of # 64 combines. The one with the Super A engine (the other was PTO driven) had a dual on the side with the engine and grain hopper. The main tire was a 16" while the outer tire was a 15". Outer tier only touched if the ground was too soft.
  4. We had I believe 10 or 12 of those 686 tractors that were eligible for an upgrade to higher compression pistons to improve starting and less idle smoke in cold weather. I did the upgrade on one that had coolant leaking from the sleeve O-rings. Tried to get the shop manager to call the other owners to see if we could do the upgrade to some others but nothing came of it. Instead we sat around a lot of hours that winter with nothing to work on.
  5. I worked at Nord Implement from May of 75 to when they sold out in November of 84. It was then a IH majority owned dealership until it closed after the merger. Larson Implement out of Northfield ran a satellite store there for a few years after that.
  6. My C700 and C750 have the cooling fan connected to the end of the crankshaft rather than the water pumps. Both have 391s in them.
  7. Can't tell from here but my guess would be that the secondary throttle plates are sticking closed the times when you are down on power but opening properly when it runs correctly. May need to polish the sticking areas or adjust the stop screw to keep it from closing too far.
  8. Farmall H is 18" Farmall M through 1456 is 20" 66 and newer are 22"
  9. As long as he was not touching the ground when he jumped through the wire he would not get shocked. Just like a bird landing on a power line. Now a squirrel climbing up a power pole and touching both the neutral and the hot line has a whole different outcome.
  10. As long as he was not touching the ground when he jumped through the wire he would not get shocked. Just like a bird landing on a power line. Now a squirrel climbing up a power pole and touching both the neutral and the hot line has a whole different outcome.
  11. Nut is part number 6245D. Our F 20 had those and I think the 1943 H also. The parts book does not give serial number break but I believe the early Hs used that nut, later ones replaced with number 427642.
  12. Champion D89D (543 stocking number) are the only plugs I have found that are correct for the gas start diesels. When you try to cross them to Autolite or NGK you get plugs for the gas engines. Those plugs do not have the long extended electrodes that the diesels should have. On the other hand I have had customers say that the have used the gas engine plugs without a problem. Champion 543 at NAPA over the counter price $13.29.
  13. Be sure to send in the punch card to validate your warranty.😄 If it would even make it to the correct place, what are the chances anyone there would recognize what it is much less have any machine to read it.
  14. Right under the exhaust manifold. The #7 plug wire is supposed to run by itself behind the carburetor to avoid induced spark caused by running #5 and #7 running to close to each other. Timing is done on #8 instead of #1. .
  15. The tool bolts on to two studs and allows you to really hit the end to jar the cones loose. It helps a lot if both tires are still installed.
  16. 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.
  17. 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.
  18. 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.
  19. 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.
  20. 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
  21. Allis Chalmers had a fuel cell power electric tractor in development in the 1950's
  22. They put out a new video every Friday so it is usually available on Thursday afternoons in the US.
  23. 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.
  24. 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.
  25. 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.
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