pete23

That was quite a while ago and I have no idea what the question was. My life has changed completely in the last three and a half years so I have not been or plan to be very active on this site. Pete 23

I may have knocked it off (accidentally) a long time ago trying to post but could not remember passwords etc. Now on home computer and it remembered me. Pete23

What usually happens on that model is the check valve in the elbow of return on back side of the pump comes apart and gets back inside of the pump. Then it lays there until control sleeve is moved way up, calling for fuel and it finds it way under control sleeve and blocks it from returning to low fuel supply. Engine normally runs wide open until it blows. One I repaired the connecting rod came out the side and knocked the pump off the engine so engine stopped. That elbow should have been replaced over 40 years ago with a orfice elbow. Might be something else but not very likely as the pump have over speeding governor type linkage protection in the design. Pete 23

I live in Madison, Mn which is about 60 to 70 miles away from Starbuck. Interesting. Pete

The manual covers a lot of TD and UD models. I have another one to go with it , a red book, little more recent and in better condition that covers a ton of models for specifications but not as much detail of the pump repair and workings. These are special manuals, many many years old and I am just wondering how much interest there would be in them . Have thought of putting them on auctions but there is not that much interest in the area. Would have to reach a large audience. I have a whole lot of manuals as I would take them home as I replaced them with newer revisions (I was service mgr as well as lead mechanic for 35 plus years) instead of throwing them in the trash as IH wanted us to do. Too many to list here but like the early magnums and maxums. Those manuals are not complete as they are missing some sections that CaseIH did not change. I would guess about 80 percent complete or little more. Training manuals as well from . I watched complete Magnum manual sell for over $400 at a closing dealer auction about 20 years ago. No, i know they are not in that category for price, just threw that out there. Quite frankly, I don't really know what to do with my books. I am not an ebay or facebook type guy. Too darn old. Pete q

Saw lot of pictures of the last Supper, but never of the last Dinner.

Been a very rough two years as my wife of 67 years passed away. Married her when she was just a 17 year old kid. Man is not made to live alone. Mutual friend of wife and I also widowed has been a god send to make me want to see the new light of day.

When you get old like me you often read something but see something else. I didn't pay close attention as the question was what is different besides the engines. Well, there are several but I won't attempt to get into them . Might mess them up also.

How much will you give me for a manual like that. But, I would have to look through my books to make sure I still have one. Just remembering I did have one. Have several other original manuals that I don't need anymore but too much monkey bussiness trying to sell them.

Depending on the age of the tractor it may have a slotted drive under the little cover . From the picture though it looks like too late a model to have that. Ten degrees is pretty close and probably closer than most are running now days. It will also depend on how well the speed advance is working on the pump. If it runs good, I would not worry as it has to be a whole lot better than 28 degrees. I did find one 806 that the timing marks were wrong but that was due to a reground crankshaft where they had to cheat on the regrind and that changed the TDC of piston in relation to original marks on flywheel. To check that though requires a dial indicator reading taken on top of piston to find the true top dead center.

Those felts are meant to be in completely flush. You just stuff them in, start from the top. Soak them good with oil. Put in many, many.

The 826 uses a wet sleeved engine built in Neuss Germany. The 856 is a dry sleeve made in USA . Totally different animals.

Here is the deal, the later tractors did not use the resistor mounted up by the coil. The resistor is in the wiring harness between ign switch starter solenoid. It is a special wire and looks different that the other wires. You can tell by looking and there will be a double wire on the bypass terminal on solenoid. This subject has been covered many times.

I worked on a lot of IH twine balers but I have never even seen a wire tie baler except pictures. Not that I want to work on one. As a kid I do remember dad buying some alfalfa that was wire tied, two wire of course. I still call mechanics wire, baling wire though.

You have the original style battery ignition unit made by IH for that tractor. It can be adapted to many different engines and different compression ratios, pistons, head etc used in IH tractors by changing the shaft and springs or modifying them to fit your own needs.

Actually I feel the Case guys talk a lot nastier about IH. I had to work on both but not long enough on the Case tractors to feel really comfortable. Being a mechanic at a dealership, you never saw either color just drive into the shop and the owner tells you it working great, I love it. He is usually there because of a problem and most of the time unhappy about having a problem.

Not much help here on the accurate dates of the switch to Tenaco, however, I remember coming to work one morning in late 1984 and the boss came back to shop and said, well, you are a case mechanic now. He had just received notice on the shop computer network of the pending buyout by Tennaco. Of course it had to pass the congressional anti-monoply smell test I understand so it was a while before it was official. My boss always went to Florida for a month or two and he was not present when the new Franchise agreement had to be signed and I actually proxy signed it for him. So, it had to be like Jan or Feb for that to take place. That is how I remember it.

Being a mechanic and not an owner operator puts me in a different perspective than others on this board. I never saw someone drive his tractor in to the shop or call us to have us come out and work on it or haul it in because it was working just great. He was having some kind of a problem or needed some maintenance performed. Funny how an 806 transmisson and final drive can be so good and a 66 series so bad when most of the parts are interchangable or an updated version. Just like the super m had a great reputation and the 400 was considered a dog, in its day, but now is great. Take off the hoods and hydraulics and they were the same tractor. Like I said before, some times one gets a bad taste in his mouth from a particular model, brand or even a dealership and it turns him off permanent. That is what makes the world go around. Different strokes for different folks. IH stuck to some ideas way to long, (like same ta in a 706 as 1486) and you don't have to be too smart to figure more problems will occur with all the additional horsepower. Then Case, well, 3 heads on one engine with one piece water header, intake manifold and exhaust manifolds that have to be all kept in alignment. O-rings in the block instead of on the sleeve so when they cavitate out you machine out the block, no job for an amateur. Jerking, jumping power shift that changes the way it shifts with the weather. Need a blinky box mounted permanently on those to adjust daily. John Deere has more parts in their power steering units on the 4010 and 20 models than some tractors have in the whole hydraulic system. The SCV that , yes do usually hold up a loaded cyl, but are one of the biggest money making repair jobs a dealer had. Could go on forever. One thing I did learn early on, company's were not very interested in hearing from mechanics, if customers kept buying, they kept making. When sales started slowing down they brought out the newest latest and greatest. Some times it was, usually it was just a makeover, all colors included.

I personally never liked the Case line of tractors, but, after the merger, all of a sudden I found myself to be a Case mechanic along with IH, then Steiger. Truth is , I got stretched too thin. Lot of case customers liked their tractors just fine. I found lot of problems with them in my rather short time working on them, about ten years. Their hitch hydraulics draft control mechanism was a total, well enough. Their later electric controled hitches weren't too bad. Engines flying apart, hydraulics, rear ends, that power shift. Mixed up parts , wern't supposed to be used in the model you found them in. That cab dog house over rear of engine made one quit cussing the fuel tank over the engine that IH had all those years. As far as going broke, well, fact is Case went belly up long before IH did, why do you suppose Tenaco owned the co. Seems co. was in hands of receivers for some time before that happened. In all honesty though, it is familiarity that really comes into play. I was just a lot more comfortable working on the IH line because I was familiar with them. Spent four years , just before retirement working on John Deere. Learned a lot about them, forgot most of it already. You know what. They go to heck big time also, but those boys who own those green machines are very, very loyal to that color. Much more than I found in Case or IH. That is one reason I really enjoy this site as it really brings out the RED in people. (most anyway)