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George 2

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Posts posted by George 2

  1. A few items about the B414 gas . Yours is probably built somewhere around February 1963. Mine has a build of April 1963 on several of the castings and probably assembled in May 1963. The B414 gas was first introduced in the USA in 1962 but was not introduced in Canada until early 1963. Yours probably came in the first boatload in 1963 and probably was landed at Halifax in April 1963. Mine landed in Montreal somewhere in June -July period. It was shipped out to the dealer in July and I first saw it there at that time. We bought ours after negotiating for a month or so in November 11, 1963. Good rugged little tractor.

  2. Shane: May I ask what the serial number of your tractor is. I also have a 1963 B414 gas with power steering and 1501 loader. We bought ours new and it had the same seat as yours. Dad didn't like the seat and we changed it out a few years later for the 434 style seat. Ours was the only early gas one in the area and I just wondered where the rest of the gassers were. it now has about 4500 hours on it and never has had any significant issues. It is now more or less a shed queen. The serial number on mine is 2672 and engine number is 3902. Ours was originally sold out of the Montreal area. We moved away from there many years ago and it now resides here in western Ontario with me.    

  3. On ‎1‎/‎9‎/‎2019 at 9:43 PM, Farmall Doctor said:

    Thanks, George! 

    On second thought give Richards Equipment in Barrie a call and I think Bob Junior will know the guy's name that has the 6 cyl M or Super M. BTW everything fits up at the clutch housing with the stock parts. The only surgery is the extended hood, at least that is the way it appeared to me. 

    • Thanks 1
  4. Farmall Doctor: There is a 6 cylinder Farmall M or Super M northwest of Guelph somewhere. I saw it at the 2016 IPM in Harriston.  It had a C263 in it and it was a beautiful creation with some good bodywork on the hood. Ask around Chapter 20 and you can get his name from someone in the club. The guy is a well known collector from that area.    

  5. 4 hours ago, 560Dennis said:

    Question , I think our neighbors had one of these newer planters on the back of his Cockshutt 20 that planted our corn one year. 

    I thought it was part of Cockshutt ,  I'm wrong ?Cockshutt , Did the Co-Op sell them ? 

    I remember it being associated with Cockshutt also. But Bill Cockshutt is gone now. I think there is something in one of the two Cockshutt books about it.

  6. 10 hours ago, leeave96 said:

    All things being equal - given the age of these tractors, isn’t it more likely a 1066 would have had the guts pulled out of them vs a 966?

    A clean 9 or 10 is what you want. Bear in mind that most of the 1066 in this area have had the guts worked out of them and had their power turned up to around 160 PTO. Lots of them had the ring and pinion gears upgraded to the 1466 spec and the inner axle bearings changed to the uprated bearings. I had one like that and we detuned it back to 130 PTO where it should be. The 966 was rarely owned by BTOs and rarely had the guts worked out of it and as such your chances of finding a clean 966 are much, much better than finding a 1066 or even worse a 1466. I still have  a 2800 hour black stripe open station 966 that has never been abused and it does what I need of it. The only real big improvement I made to it lately is I purchased a Steiner old mans step for the left side to make it easier to get up and down on it. BTW find a 966 with the 18.4-38 rear tires and 10.00 -16 front tires for a bit more traction. That is what mine are. A 966 has more torque rise than a1066 so the bottom line grunt isn't much different. However the 1066 can do the same work faster. A good clean one of either size should serve you well.    

    • Like 1
  7. Back 30 years ago I owned 59050 and later 61473. Both were black stripes but they got traded off in 1990 for the first Magnum 7110 I had. I know where 61473 is still about 40 miles from me but I don't know  where the other one went.    

  8. 4 hours ago, redneckchevy9 said:

    have you ever seen one of these up in your parts of Canada?

    Related image

    Yes, there were a surprising number of them sold in eastern Canada, and particularly in Quebec. I saw them as  a kid at several of the farm shows in Quebec and eastern Ontario. In fact a local collector near me has two of them stacked away in his collection.   

  9. 12 hours ago, Delta Dirt said:

    I don't remember specific parts numbers-------but seemed like everything for the old M's and even the TD-14 ended in R91.

    Another change of the times I just thought about------I used to call the parts counter and have them set sizeable $$$ worth of parts out the front door for me to pick up after closing time.  I would get in late (we lived in Greenville at the time) and go by early next morning and pick my parts package up.

    No way in modern times is that possible here in the Delta--------the parts would be gone and we are damn lucky if the drug heads didn't run off with the building the night before.

     

    DD

    This is what I know about this part naming system. During WWII the US military were dismayed at the number of parts and different systems for naming them that they had to stock to keep the war machine going. Ford had their own system that had the central numbers preceded by an alpha numeric prefix and if there was more than 1 there would be several alpha suffixes as in C1AZ -6731-A. This was the oil filter used in mid 1965 model Mercury and Ford cars. 6731 stood for an oil filter. C was for 1960 to 1969 the 1 was initial issue in 1961, AZ was for all models. The suffix at the end indicated there was only oil filter from Ford under the 6731 number. That system was developed in the 1930s. Ford was one of the few that had an organized parts system at the time. The rest were a hodge podge of alpha numeric numbers. So the US military procurement grew weary of this hodge podge and proposed several solutions. One was the GM system of 7 numbers. All I know is certain parts started with 1 (starters and generators for example), others started with 3 3tc. Then there was another system that was adopted by IH and Massey Ferguson. JD had their own system and did not change it. To this day you have no idea of what the part is by the number. I am most familiar with the IH and Massey System.

    The original system invoked at the end of WWII for IH used a 6 digit number followed by R1, R11, R21, R31 sometimes R41, and the usual R91. the R stood for two things R meaning revision 1 2, 3 as IN R1, R2, R3 etc. R11 usually stood for two piece assemblies. I think the R21, R31, and R41 were revisions to R11. Then the R91. The R91 referred to a part where there were several R1 parts composing all the parts in an assembly. So a 6 digit R91 assembly could have a dozen or more parts constituting the R91 assembly. IH also used the 5 digit designation for bolts and nuts and later on for whole parts. And IH would allocate batches of part numbers to the individual plants through the bills of material they were using. For instance the Tractor plants got numbers starting with 350000R1 in 1946 and continued to about 409000C1 in the early 1970's. The tillage people got numbers in the 450000R1 up to 550000R1 .Doncaster got 700000R1 to 750000 R1(I think). Hamilton got numbers for drills etc starting at 800000R1. Melrose Park got numbers in the 250000R1 to 349000R1. Not sure of trucks but I think they were in the 100000R1 or 200000R1 or construction equipment. So to an old hand like me I could tell you that a part with the 354000R1 was probably used first in about 1951. Similarly 368000R1 was first used in about 1958. And so on. By 1970, IH had gone to 7 digit numbers usually starting with 3000000R1 for the European produced tractors. They always had used the 1000000R1 for publications such as operating manuals. This was getting unwieldy so IH adopted the C designation (change) instead of R designation in the 1970 period. With the proliferation of parts in the 1970's this system lasted about 10 years before they were back again at 7 digits. By the Tenneco takeover the system was changed again to A(alteration). and the 91 designation was dropped So early Case IH parts had 6 digit numbers followed by A1, A2 for a revised version etc. When the CNH merger occurred the New Holland (FIAT)  system of 8 numbers or more was used to get away from the confusing array Case and David Brown had brought to the mix of part numbers

    Massey-Ferguson adopted a similar system and they are still using the M (modification) as in 357323M1. Simply put they had many fewer parts than IH of Case IH had.           

           

  10. 4 hours ago, Loadstar said:

    I searched a bit on google for that image but could not find one like it. All I have is the original that I scanned from a Canadian Farm Equipment dealer magazine from 1949. 

    Here is another from 1949. 

     

    49 Harvestser Parts Program.jpg

    Go to "YOU TUBE". Then search for "FARMALL M H 1930's SALES VIDEO" by mxman84. It is there and is one of my favorites.

    George 

  11. One of the things you have to remember about the C263 and D282 is they have a hugely overdesigned crankshaft and connecting rods. I have seen a D282 come out of an 8500 hour model Farmall 706 and when checked out we were able to use standard rod and main bearings. The originals were still ok and only starting to get into the copper. You could say, "how can that be?". What you should remember is that this engine was originally designed for ungoverned motor trucks and people would often rev them up to or over 5000 RPM before shifting into the next higher gear. Above that you start to get valve float. That is also why they were one of the preferred engines for tractor pulling. As a six cylinder engine they were balanced for both primary and secondary forces and couples. That was one of the attractions for IH using them as tractor engines in that they run smoothly. The block was also fully skirted which added rigidity to the lower crank case area. The weakness was the number of bolts used to clamp the cylinder head and that is because it was originally designed as a gasoline engine. The lack of sufficient cylinder head bolts was the problem the designers encountered when they first tried to dieselize this engine back in 1954. It took considerable ingenuity to overcome this problem through redesigned cylinder head gaskets and other changes they made later.

    The same logic was successfully used later in the design of the 300 and 400 engines. While they were not used in trucks right away back in 1971 they were soon adapted to trucks in 1975. The earlier 361 and 407 engines were not used in trucks. Similarly the Neuss six cylinder engines were used in a few truck applications in Australia but as noted on this forum they were not very successful. Even the Cummins 8.3 doesn't have high reving capability built into it.          

    • Like 1
  12. My neighbor had an MF97 and one day the crankshaft broke. Didn't do any damage. It was replaced by the newer improved crankshaft from a salvaged MM G 1000. He kept it several more years and in 1985 traded it for a black stripe 1066. He still has the 1066.

  13. 1 hour ago, hillman said:

    not saying you are wrong but I have lived 15 minutes from Woodstock all my life and never heard of a Walker factory in Woodstock. may well have been one before I knew about those things

    Tenneco owns Walker and there is a plant in  nearby Cambridge. Walker is the most common name in replacement exhaust here

    From what I remember, Walker started the plant at Woodstock somewhere about 1972 and they produced mufflers for IH in the 1972 to 1978 period. My original 966 and 686 mufflers  had made in Canada on them. I replaced the 686 one in 1980 and it did not have Made in Canada on it. I replaced the one on my 966 in about 1983 and it did not have Made in Canada on it either. I suspect the plant in Woodstock was a short lived venture over about 6 years. Yes, I know Walker is now in Cambridge. I do remember being told back then they were in Woodstock, but you may be right or it was moved to Cambridge somewhere around 1979. It would be interesting to know what happened. Similarly, I remember Timberjack being in Woodstock but after Deere bought them in the 1980's they disappeared. The reporters in the news media reported at the time that production was transferred  to a plant JD owned in the US Midwest.

  14. On ‎02‎/‎05‎/‎2018 at 2:20 AM, bitty said:

    Walker?

    Thanks, bitty. Yes, that was the name of the company. Walker Mufflers were common here. Don't know who owns them now..

  15. 12 hours ago, Steve C. said:

    Maybe a component?  The factory muffler on my 766 said "Canada" on it.

    Yes, back then IH bought the 66 series mufflers from a company in Woodstock, Ontario. I can't remember the name of the company. 

  16. 4 hours ago, hillman said:

    No, White only made combines in Canada

     on the other hand Massey built the their 4wds in Canada in the 1980s

    Which models and where were they built?. I thought the 4840 was built in Detroit. Or were they made in the combine plant.

  17. Nice photos, Hillman. Yes Hamilton built a wide range of products back in 1968. They also built the 3414 loader tractor and the 500 crawler at the same time. I remember an interview I had with Hamilton Product Engineering in 1969 and was impressed with the wide range of products built there and the quality checks they had in manufacturing. Certainly the opposite to what I experienced the following year at John Deere in Welland.  

  18. 10 hours ago, dale560 said:

    Where were the ihc 4000built in Canada? The Macdon drive units sure have a resemblence but upgraded appearance to how the 4000 was engineered.

    The 4000/5000 windrowers were built in IH Hamilton Works, Hamilton Ontario, Canada. They were very popular here in Ontario.

  19. 9 hours ago, A554 said:

    I have never seen any Cockshutt tractors in Australia. I worked on a farm in Manitoba in 1979 and drove a gas powered 50 and really liked that old tractor.

    Cockshutts were advertised in Australia in the late 1950s and early 1960s. Here is a scan of the diesel 50 in the Power Farming Technical Annual of 1960 together with a list of dealers around Australia. perhaps this is as far as they went in coming to Australia.

     

     

    img20180314_17395895.jpg

    img20180314_17405469.jpg

    The Cockshutt 50 was last manufactured in 1957. It was replaced by the 570 in 1958 and later the 570 Super. I suspect that was an old advertisement if it was in 1960. 

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