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Everything posted by Pukeko

  1. What auction is that one on,Lance?
  2. Sorry Twolines ,didnt mean to hijack your thread,just replying to Ian Beales question,re temp conversion in a longwinded manner!
  3. Ian,at minus 40 C is the same as minus 40 F . For every 5 degrees on C is 9 degrees on F scale e.g minus 45 C is minus 49 F and so on.A few years ago ,I was moving a Longyear 38 drill rig about 100 miles up in the Arctic(helicopter move ,lots of loads ) one January.We were in a tent at Minus 53 C ( minus 63.4 on F scale )plus we had about 45 mph wind on top of that.With wind chill at that wind speed ,was near minus 90. I had two sleeping bags ,inner and outer ,diesel heater going full bore ,big arctic parka on top of sleeping bags ,and still bloody cold . Any wind speed added to the ambient temp ,the "windchill" factor increases the temps exponentially,up to about 45 mph when after that there is not much difference .The helicopter was rated to a max operating temp of minus 40,so I had to wait till ithe outside temp " warmed " up to minus 40 before I could flash up.The move took a while as we only had less than 3 hours of daylight.
  4. Sorry Lance,not trying to bag you there,and I realised what you were saying.Like you implied ,there are lots of bits and pieces which are common to a lot of their engines which can be swapped.
  5. The early 3000 gas were 2.6litre (158 cubes) and the later (3600) ones were 2.9 (175 cubes). The 4000 series were 3.3 liter gas and diesel (201 cubes) .This looks like a 3000 series engine .They were great ,just toss the propane stuff of it and recarb it .The ones running on propane will be a lot cleaner internally. They came out in about 1965. It wasnt related to the Pinto engine in any way;built on different continents .
  6. Here in Western Canada ,"winter" diesel is available from about 18th November .It is a mix of No1 and No2 diesel,No1 being predominately Kerosene .No 2 diesel(summer) is okay down to about minus 15-19C before it will gel.If you have a fuel filter heater system if will extend it by about 5 degree C lower .Winter diesel in canada still has a pour point of about minus 40 C before it begins to "cloud" ie ,the parrafin wax which occurs naturally in the fuel has started to crystalize and hence it looks "cloudy" and will start to plug the fuel filter. Normaly a little below the "cloud" point temp,you will get the CFPP.that is Cold Filter Plug Point,predicated on the temp the fuel will not pass thru a 45 micron filter. This is not to be confused with diesel "icing" which occurs due to the presence of water crystals in the fuel, and will also cause the fuel to be unable to pass thru the filter,thus causing similiar symptoms.The No1 diesel is lighter ,more volatile and has slightly less energy than No2; 135,000 BTU,s per gallon to 139,000 BTU,s for No2 diesel. I personally have operated Cats and heavy equipment at much lower temps than minus 40 (minus 55 C for 14 days on one job in the late 70,s back when we ran with no fancy girlie glass cabs like today,just ROP,S cab with lots of tarps etc) and everything kept running 24/7 .This is just a brief description of cold weather fuel issues, and one could go into it in a lot more detail.
  7. Mike ,remember the " pecunary advantage " of the IH cabover of B.T,s when we were both at the Appleby weigh scales ,both of us loaded with logs .
  8. Wasnt the Case 2470 a 6 cyl,504 cubes ,about 174 hp on PTO?
  9. I would venture to say it is running too cold .That would give the whitish smoke in the video.Also could mean a headgasket,but if thats the case it would run hot ,which it doesnt appear to be doing . Obviously ,as suggested,a weak injector or two wont help the cause either.I always check and change thermostats on a new aquisition.Sort of gives you a benchmark in the elimination process.If it has been run cold for a long time prior to you getting it ,there could be some wear indicated by a certain amount of blowby.Those things make lots of power with the tap open ,to the extent on the fairly new one I was running in 1985,it would spin the tracks when I was push loading scrapers: TS18 Terexs and Cat 627,s ,so you had to back off the throttle some what.It was great on blading though and ripping was fine too. It was quick ,and would out perform the Cat 7G on loading with the planetary steering, on the cuts that curved around corners on the roads we were building.Cat guys may not agree ,but I ran both of them on the same job. In defence of the Cats though,they were both similiar weight,about 54000,and on straight push not much difference.
  10. I know its a matter of opinion ,Fast hitch vs 3 pt,but the fast hitch lasted about 10 years ,the 3pt has been going since 1925 when first invented,1936 on first production line tractors.So that tells you something,especially as IH went to 3pt after fast hitch . Your comment about old guys discovering Ford Thousand series and sending the N,s to junk is not some great "pearl of wisdom".Every manufacturer bringing out new models ,will certainly hope they will displace the older models with a better product.That applies to every product ever produced. Now I will leave you to your leftovers to haul ,and manure to eat .
  11. Yes ,I have 6 foot cutter on the N.It came with a 40 hp Fordson ,which has left the property ,so theN is next cab of the rank,granted I am only cutting a foot or two in 1st gear.All of these "3 pt" H,s you have ,are they after market,or a you calling a 2pt fast hitch a 3pt"The 2pts didnt show up till 1953-4 so there is another reason why the smaller "real" 3pt n,s are more popular on smaller holdings as prior to that,how many farmers used mounted implements in those days ?We all know an H will outwork an N on trailing type stuff,but it darn well should as it is way bigger and heavier,so pitting one against the other is like comparing "apples and oranges" as the old saying goes.They all have their place .There are some guys on this forum who say those size tractors arent much good for too much,but over half of the world outside of Nth America,use that size tractor in different brands ,as their main and only piece of equipment. Granted ,they are not cultivating the areas like here ,but there are hundreds of thousands of small farms in Europe,Middle East ,Asia etc. I am getting off track a little bit ,but trouble with us here in Nth America,we are spoiled for choice on pretty well everthing !
  12. I have an 8N ,use it on my 6 foot bush hog mower ,no problem except it would be nice with live PTO,however that problem has been solved with a little kit which keeps the pto running "live".Re light in the front;I have a land wheel on the back of my bushog and instead of a top link,I have a piece of chain there ,so the bush hog follows the ground contour with no "front end " antics. ;; You compare them pricewise to 3 pt H,s.How many of those are around here .None !! .The reason the small acreage people like them ,they are small,(dont need a great big shed to park them;there are multitude of 3 pt implements ,cultivators ,mowers disc ,back blades for snow like in my area,and they are convenient .Sure ,they wont pull what an H will,but the thousands of small acreage people dont need a larger tractor .It has nothing to do with narrow fronts either. Up in my neck of the woods ,they are mostly wide fronts anyway. Around here 9,2 and 8 N,s run about $ 2000-2500 ,more if there is a cultivator or so with it .If you could find an M or H with 3 point ,you would need bigger implements and you are getting away from the more desirable "smaller " tractor'. And most of these guys arent " farming" like you claim to be ,so there is another reason to have Gray Iron instead of Red.(Incidently ,I have lots of "red Iron " as you put it ,Super M , MD ,H, 3 C,s W9, 600, 460 gas narrow front plus some other colours,so I dont have a real bias). .
  13. I never understand why everyone ,well nearly everyone ,bags the Ford 8ns etc and compare them to Farmal M,s .Why is that,when they are both totally in separate tractor " classes".Like comparing an International TD9 crawler with Cat D6. The M is almost 2000 lbs heavier ,over twice the cubes ,(119 to 248 )33 hp at drawbar tested to 21 tested for the ford,38 inch rubber to 28,so there is no way you can make a fair comparison,plus the big one back then was the price.In 1952 ,the Ford was $1404 ,and the M was $2600 ! That would have been a deal breaker back then for sure. Both have their place ,both have been ,and still are used in large numbers .A lot of guys who bag the old Ford s have never had one .They all have their place and fill a niche with mounted implements where the bigger Farmalls didnt have that capability,Just my opinion!!
  14. Makes for a good story,but ,on paper,the numbers dont match up.If the Farmall was making 70-75 hp(standard SM about 44 drawbar hp)compared with 71 drawbar for the 4010,the Farmall is giving away a bunch of weight (SM unballasted 5600 odd,JD 7100 odd,also unballasted ).In this instance ,obviously we dont know the "field" weights of both tractors,but all that extra hp the stroker is making cant be utilised( excessive slippage) on a trailing implement unless it is weighted up to a similiar amount to the johndeere ,to make a fair comparison.There are so many variables here. If theJD was weighted up,it further widen the gulf. I am a Farmall guy by the way,have several for pulling.
  15. Pukeko

    Power unit

    It Is probably off a baler .The 55 series International balers used the 113 engine (same as Farmall A,B and C tractors,and the Super C had the 123 cu.in engine )The earlier balers used Cub motors ,the 61 cube Continental, on the 46,47 and 50 series.
  16. Mike ,definitely not a Fordson.More like Mcormick possibly ?.Fuel tank is shorter ,filler cap on Fordsons not that far back,aircleaner wrong as you pointed out.Radiater is fluted at top ,not fordson,steering wheel much higher and set back.Gear shifter in centre;Fordson,s are on left side forward,also lettering on rad iator is not Fordson.Theirs was smaller and was farily well in the centre.The side covers look very Mccormick ? Apart from that ,great pics.
  17. Yes ,I remember Wally,s truck .Blue if I remember correctly.We used to work on it a little at M.S.Motors.
  18. It depends on which 3208 you had .The lowest power model was 210 hp,the mid range was 375 hp ,and the hi-output was 435 hp.Some were turbo and others were not. A friends Ford Louisville had the 210 hp model ,and it was a bit of a dog,but the 435 turbo would kick ass when you had the rpm,s .They were only about 636 cubes ,I think ,so they were never going to be big "luggers" like an in-line 6. They were built from 1975 in collaboration with Ford. Also Mike ,I see you have 3308 there instead of 3208.I dont believe Cat made a 3308. They were popular in Ford trucks ,White and Steiger tractors used them as well.
  19. These hats go by various names ,most commonly ."pith" helmet ,sun helmet ,safari helmet ,topee,topi etc. ( as the originals were a light weight cloth covered helmet made of sholapith).They were originally modeled off a similiar version called the solacot, used by the Philipinos.The Spanish army wore them when they controlled the Phillipines way back when.They were then adopted by various armies operating in tropical climes back in the colonial days, Brits,French ,Dutch,Germans ,Chileans Etc.The Brits had them as far back as 1858.The US army got hem near the start of the 2nd war The Viet Cong still use a similiar version.They become very popular in the 1900,s for civilian use .I still think the Marine sharpshooter instructors on Parris Island wear them with black or gold insignia,depending if they are coaches or trainers.They were found to be clumsy and conspicuous in the field after WW2 so were ceased to be worn on active service.
  20. Cant see that it is a big deal from the picture.He landed in a fairly large clear area. The machine is an R44 Robinson,fairly light.There always will be some dust and debris , but usually in a parking lot mostly dust,and most of the vehicles are across the road. He should bill the municipality for sweeping their parking lot !!There is always some "goody two shoes" dickhead who will complain,because they think ,as model citizens themselves,it is their "civic" duty to make it an issue. I have landed on the dividers on Hiway 16 ,Alta and Sask,several times with lot bigger machines, to go and grab some lunch or something or make a phone call pre cell phone days.No one said anything that I was aware of .
  21. The earlier Fordsons until 1963, used the older style Simms with the pneumatic governor . The "Mini-mec" (mechanical governor) came into fruition on the "new Performance Super Majors ,giving them higher rpm on the PTO and up from 52 to 54 hp. On a side note,Simms was taken over by the Lucas CAV group in 1968.
  22. No,that wasnt really high up on the "want" list when flying.
  23. Pukeko

    IH DC-3

    You areright about that New Englander,there sure were a ton of grease fittings on them.
  24. Pukeko

    IH DC-3

    There are still several operating in Western Arctic in northern Canada .A couple have been retrofitted with PT6, turbines .Some other mods as well ,tail plane lowered ,is one of the mods .Expensive ,about $1,000,000 per side when done nearly 20 odd years ago.Made them into an even better workhorse,faster ,more efficient and the main thing much easier starting in the sub zero temps .In the late seventies ,we were crew changing out of some of the DEW Line sites on the Arctic coast(we were working offshore in the Beaufort sea on drill ships) One day we were waiting at a very windy site ,and the DC3 was due in to pick us up to go south.The aircraft came in and I remarked to one of the other mechanics that he was coming in hot and using an awful lot of runway.The plane disappeared in the distance as the runway sloped slightly down hill at that point.After a considerable time had gone by,we noticed two figures,trudging disconsolately up the runway towards us,sadder and wiser. The reason for the higher speed than normal landing was due to a down wind component they hadnt noticed or werent aware of .They had run out of runway , brakes and ideas all about the same time ,consequently another DC3 was required to finish the job as theirs was "broken". Oddly enough ,we never saw that crew again.We used those old birds lots in the early days in the diamond exploreration programmes as well . Great old birds . on a side note, in New Englanders post ,I noticed the old Sikorsky S55 (H19 Chickasaw ) parked next to the DC3. I used to crop spray with one of those years ago.
  25. Mike ,one of those was put in the machine .He was not happy and scratching at the window and rushing around in the machine ,so Ian tranquilised him .His sibling took off running,and I had to fire up the machine and go after him.I landed when we were close (he had gone nearly 1/4 mile ) and let Ian out and then I was able to "pin " him with rotor wash against a big ice flow till Ian could catch up on foot .He was very scared and bit thru Ians thick gloves . They have teeth like needles. He was then tranquilised. With the little guys ,the amount given has to be determined very accurately based on body weight and these little guys were only just over 20 lbs . If we hadnt caught him ,he would have been lost and not survived.We werent happy having to go after him like that,but that was the only option.The biologists I have worked with are extremely conscientious of the animals well being,and try to subject them to minimal stress as possible .
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