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    Walnut IL
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    motorsports, mostly tractor pulling, and drag racing. Owner of Guenther Heritage Diesel, specializing in fuel injection systems on heritage era tractors.

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  1. Being a Mustang guy, I have a few, a 67 coupe 390/4spd car, a 78 King Cobra drag car, and a 93 Saleen (one and only Casper), it disturbs me to see them apply the mustang name to this car that isn't even a mustang platform. At least they aren't replacing the real Mustang with this Mach E, are they lol? The II are a red headed step child, but those cars got the Mustang through a tough time in the auto business. The ones I care the least for are the 71-73. Have had a 65, 66, 99, and an 06 also. Also have a couple of other Ford drag cars in the garage too lol! I take these moves by Fomoco kinda personal lol! Never have owned one, but favorite has always been the 69 Fastback!
  2. I'm confused on this, isn't a "completely stock" 856 natural aspirated? Add a turbo at it will be 115hp without any other adjustments!
  3. The early 30 series had the mousetrap start fuel linkage, later 30 series redesigned to a piston activated by oil pressure, same design used on the Magnums with aneroids. I've converted many over. Now I just eliminate the aneroid action lol!
  4. that was a cool evolution video. The rack has a magnet that holds it in start fuel until it gets enough rpm and heat to speed up to about 1200 rpm. The 404 gutless issue was also related to the fuel settings. Many, many new JD tractors had the pumps removed and recalibrated for a torque rise. Deere pumps never had torque rise in their settings until the 40 series, and stronger as each new series came out.
  5. You should get ahold of your local fuel injection shop with the Bosch pump number. The OEM part numbers rarely can be crossed. I'm not sure why someone would think they need DV springs for a VA, and nothing else? As Danny said, BK may help. Nearly everything for VA pumps is obsolete. My guess is someone is trying to fix a problem like a miss by changing parts like grasping for straws. There should be plenty of used ones around with as many of those pumps that have seized in the past.
  6. There were a few Gasoline 4230's built, remember seeing two on tractor house for sale about 10 years ago. These were open station and narrow front maybe. Been too long lol!
  7. the first 1066's rated at 2400 rpm replaced the 1256 sort of, same power class, even though there was a couple of year gap. The tweaking of rated speed to 2600 rpm 1066's bumped the hp up.
  8. The 504 JI Case engine is a brute, but other than displacement & being diesel, has very little in common with the Cummins/CDC C Series 8.3L. The AC 426 should have been increased in CID to go over the 7040/7045 150hp class tractors.
  9. Don't forget that darned old injector pump going out all the time! lmao!
  10. Spend the money for the FelPro head gasket from AGCO on an AC 426, that gasket will not last if it's worked hard at all. I sell some interstate McBee IH 466 kits and they seem to be pretty good quality parts, including the head gaskets. But they don't make 414/436 parts. We just pick the earliest serial number range DT466 truck engine they offer.
  11. The 856 keeps getting brought up, but is technically a higher class, and newer, so that is expected. Like comparing a bone stock 806 to an bone stock 856, the 407 just has more guts! Upgrading from an 1850 to a 1066 is a heck of an upgrade for the tillage tractor! I too always wonder why the big ballast differences at Neb. Possibly the mfg max rated weight?
  12. not as well, too many places inside the Roosa since it's all fuel. An inline is only fuel lubed at top.
  13. No flex ring in a DM pump, and that is what would be on the 404 in a 6600, same as a 4230 engine. You need to take top off pump and see what is wrong, and see if it can be cleaned up like cedar says. Otherwise, plan to get it off and have it serviced. When they get sticky, the old fuel can gum up the weights, so that could be the issue. I personally would not run it anymore without servicing it. I see too many come in my door that they miraculously got to run, then it seized the head. Other things are gummed up, transfer pressure regulating piston sticks and lets pressure spike, causing instant seizure. Don't wanna spend much money? Fix it while it still runs. Once they seize, you're buying a head & rotor now too. Driveshaft doesn't break in DM, only DB and DB2. Used heads are getting harder to find, as everyone seems to be seizing them up. New ones are available for some pumps, many being discontinued, but $1400, on top of an already expensive $700-900 rebuild. Choose wisely!
  14. It will be a little less gutsy than an 856, the 856 is more comparable to a 966 & 986, which replaced the 856 technically. The 886 replaced the 826 so to speak. All within 10 pto hp.
  15. Just remember the brakleen is to free it up and clean it, not to run it on, leave lines off at injectors. You'll start seeing them spit when it starts pumping fuel again. On a severe case, even this won't work. Good luck!
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