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DWV

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About DWV

  • Birthday 04/06/1948

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    Near Jackson and kanawha co. line WV

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  1. T/A clutch can be removed and replaced by split at rear of engine. May what to do T/A unit with split at front of transmission also. If top cover on center housing was simple to remove you could put spacers between pressure plate and clutch carrier with longer bolts so that disc won't hold and try under load a while to see if tractor stops pulling. But good bit of work to remove a 504 cover and reinstall to check. Without knowing condition of T/A unit you could fix the T/A clutch release problem and still not have a working T/A.
  2. T/A clutch release bearing shot, or pressure plate fingers damaged, or adjustment let pressure plate fingers contact something. Whatever is causing T/A clutch to not release.
  3. Rims and wheel pictured are double bevel from a 300, 350, 460, ETC. H has 2.5 inch diameter axle.
  4. Wondered myself. All I could see was they list one. No details I can find. Surely someone from host chapter gets on this site.
  5. Picture with one set of valves in it. Injector up in hole on right. Spark plug in chamber that small valve opens to when starting on gasoline. Small valve stays closed at other times. Ignition spark is killed by contacts in intake manifold when butterflies in manifold are switched to diesel. Different contact parts used for distributor or magneto. Distributor opens or closes circuit, Magneto grounds or ungrounds. Dave
  6. 277098R1 was the last replacement head made for those engines. Think that one was cast in 1964. Would say the tractor is a later SMTAD with that engine serial number. Have it written down some place. But recall the first D-264 in a 400 was serial number 11000 something. Picture of date code and block cast number.
  7. Date code reading sometimes needs the right angle to see. Original date code almost always is in area a little behind and toward rear of injection pump around the level a inch or a few inches above primary pump. Late block from a different tractor or a replacement has date code in area behind rear filter housing. First six numbers are from memory for cast number of block. 264347R3. R-3 was used in SMTAD and early 400D tractors. Cast number found just below top of frame rail and just above oil pan on left side. Blocks have D-264 and a serial number just below head toward front stamped in. A Injection pump number was 265401R91. Pump number you posted is mostly the same pump. At one time IH sold stuff to change those pumps out and replace with B pumps. Find that done sometimes.
  8. Pump is a older number than a SMTAD pump. Don't think you can find a complete kit for the pumps. Couple of places sell a gasket and seal kit. Can't remember names without looking. BK diesel was one and not sure about central fuel injection selling a seal and gasket set. Think I remember getting one at another place. Try searching for IH injection pumps and service. Without looking I think your pump number is from a MD. Same type pump though.
  9. M hood length 38-3/8. Diesel M through SMTA. 39-7/8. Some measure 1/16 or a little more on length than others. Hood on diesels differ in exhaust hole, no bracing on inside no manifold heat shield and lower edge lip not turned in at a couple places. Longer center housing on the SMTA series left fuel tank sitting about 5 inches more in front of steering post than a M. Longer rear steering shaft was used and real close to a 400 shaft length.
  10. Randy is correct. Frame rails on M on up are the same length. MD, SMD, SMTA, SMTAD and 400 and 450 gas or diesel use a front bolster that moves the radiator and vertical steering shaft 1-1/2 to 1-5/8 inch more from a M and SM forward from clutch housing and fuel tank. That's why the hoods needed to be longer along with worm shaft on the tractors listed before a 400. SMTA gas engine was shorter than a diesel so a deeper fan shroud was used. It was already in production from 6 series tractors.
  11. Pictures of pre production or test SMTAD tractors picture them on fuel tank like SMD. They only have SMD on hood though. Some advertising pictures for the SMTAD tractor Show diesel on the hood. Looked into placement in the past and came up with on hood as the best bet.
  12. Tractor is fine; but you can keep the snow.
  13. Should be able to use the pushrod if wanted. 46366D was listed until between 1949 to 51. Sometime in that period 355073R91 was added as optional. Parts books after that lists both numbers as optional with the other through the 350 tractors.
  14. Follow up on push rods. checked diameter of one like in engine pictured. .311 diameter. Replacement you received and like .285 diameter rod I have feels heavier than the .311 original rod. Looks like .311 one may be hollow and the dimples at each end retain pressed in ends. Knew there was different type pushrods in C-248 to C-281 engines but failed to notice the smaller brother. Noticed the aftermarket followers before but know nothing about use. Those engines are more forgiving on camshaft parts than others. If no other damage found you could put a good used follower in and save money. May last you a long time. I wonder why the part failed though. Remove plug before start up to be sure fluid in cylinder didn't keep valve from opening. Before going on you could remove another follower and see if it fits the bore okay without slop. Lobes and bore not always centered. More trouble to drop pan on a utility, but for peace of mind you could remove anything in pan and go up to see if cam shifts front to rear more than .020. Could do that by removing hydraulic pump and if gear that drives pump gear is tight on camshaft check end play there.
  15. Two different part number pushrods were used with both supposed to interchange. One number started out on H tractors. Checked a C-169 and C-175 pushrod diameter and ones I have are 5/16. Probably have a H one around but didn't find right off to check. If both ends work and same length the small one would work. Maybe not as strong. May try to tell if the small diameter is solid and bigger one hollow. That series engine at one time used a bar above cam followers to keep them in the holes but dropped them later. When a pushrod is removed a good idea is to pull up a little and rattle pushrod to break suction between rod and follower. Some followers will have a buildup on bottom that won't let them slide out easy. Tight cleanup if side cover gasket sticks behind pump, but cover can be removed. Found another pushrod, solid and .285 diameter. Didn't mic first one but close to that. Got me curios now, need to check first one again. It has the circle near top like one on right in picture and other is smoot. Both from a C-175 but one could be from a 350 that had a H head installed when I got it and maybe pushrods also. They had used 2 head gaskets so the fire crater piston would clear one edge of combustion chamber. All it would take was a die grinder to round edge of H combustion chamber to more like a SH head and making all the same to used it.
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