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Everything posted by DWV

  1. snoshoe answered question. Just going to add it may be more trouble getting the pin out of crankshaft without more room, though it can be done. Most SM have a set screw to old pin. After a lot of years it may take heat or a drill out to remove screw, then pin and install extra pulley on. Should have two bolts with thin sleeves to take place of drive lug bolt ends where springs go. Original pin in crank is not used, two spring pins went back.
  2. DWV

    M-TA Diesel

    Sorry I skipped saying R4 was used in 400 tractors.
  3. DWV

    M-TA Diesel

    Thanks for the information. Wanting to figure out if the block casting number changed to R3 suffix before SMD ended or shortly after SMTAD started for years. Never found a R2 suffix block and I have tried. Don't know if IH skipped the R2 for some reason after R1 blocks. If you don't mind what is the casting number on the block you have? Located on left side just below top of frame rail most times. R3 was used on SMTA and early 400 then R5 late 400 and then 450D.
  4. Lots of places will give you yearly serial numbers. Nuber built at start of each year. Don't remember how to find IH records on line that tells the beginning serial number built each month. Used to be at Wisconsin historical society. Made copy several years ago and just looked at it to find.
  5. Assembled in January of 1950.
  6. DWV

    M-TA Diesel

    SMTA production officially started the second month of 54 at serial 60001, 60004 was the first diesel. Engine serial number 7790 with date code 7-3-Y. Information on diesel engine in the supers could be around but not had much luck Finding myself. Most things I picked up is from looking at numbers on any tractor I run across in that time period. Some old pictures of SMTAD test tractors working in fields before regular production.
  7. Pretty simple once you look at it. Found a picture of cable with wire out, hollow bolt and cable retaining nut and shift lever. Set bolt will be looking up at you when BPG box is off. Some levers have a different cable anchor on end than picture. Empty hole in shift lever has a little piece that fits in a grove of shift collar assembly, much like a grove for shift forks. Retaining nut threads match cable spirals. Two rods go forward from shift collar assembly and connect to splined piece that locks onto internal splines of both constant mess gear. One constant mesh gear locked to counter shaft at a time when shifted. Splines on one gear need to line up with other one when shifting to other range. Why shifter may not shift setting still without engine turning. no problem shifting when using tractor. just ease clutch out a little and back like on transmission shifting gear shift sometimes. Someone with small hands may be able to get retaining nut lose without dropping the liftal unit. Never tried.
  8. Yes you can replace cable through belt gear box opening. Need to go up inside center housing to remove cable retainer where it passes through front wall of transmission housing also. In upper opening you can see were cable attaches to shift lever. If you can move lever by hand and shift to ranges that's good. May have to roll trans input to mesh splines from one range speed to other. Also shift lever should indent at both positions. That's handled by the shift collar assembly located on countershaft between second and third gear.
  9. DWV

    M-TA Diesel

    Noticed some of the SMD and MTAD have engine date codes a good bit ahead of tractor date, some not. Engine serial number will tell if in the SMTA period. Number stamped in just below head on front left side of block. For what it's worth some early SMTA non diesel engines were cast in 53.
  10. Gas head measures 1-3/8 or 1-7/16 deep. Straight edge long way of head centered over center of valves, down to casting between center of valves. Castings and machining of head surface can affect measurement some.
  11. Can't be positive looking at picture. If you could find a valve number after removing the carbon from valve head that should do it. Valve rotators were normally not used on a distillate or kerosene head.
  12. Used CR 6925 in the past. Guess it would be SKF now.
  13. D is for the 5000 high altitude attachment when new. Serial number on engine block should have a D suffix also. J = Rockford clutch. If engine was rebuilt in the last 50 years or so it probably has 4-1/8 inch pistons now instead of the original 4 inch ones.
  14. Back in the early mid seventies I worked for a fellow that had flat beds. Worked for him about seven years and loaded rubber tired backhoes on and off around three years until he picked up a road tractor. Solid flat beds.
  15. Don't know if it works all the time, on my last use of a can I bent the end of hose back then mashed end with pliers and taped it. Little over a week later I cut hose behind crimp and used the rest.
  16. When the story started figured it was going to be about knocking the electric service out.😆 Dave
  17. Lower port on left side was used for dropping rear cultivators after the fronts. Port will lift rear cultivators last if a delay lift valve is installed between port and lift cylinder. Just a spring loaded valve that keeps pressure from passing through until after fronts lift. Selective lift was a option that mounted a valve to steering post to select side raised or lowered.
  18. Posted fire craters, so in the 164 block 3-9/16 pistons would make the engine 169 CI.
  19. Getting old so slowed down on rebuilds. Last one was a M last year. Measured sleeve OD, ID before and after installing, pistons, pins and bushings, crank and bearings, oil pump internals. Rejected two sleeves. C-175 before that and every engine that needed work I have owned. In the past rebuilt most of construction engines my employer had at the time for seven years. Really started to measure everything when hot rodding when younger. Used engines were cheap then and I would measure lots of parts and sometimes use used parts with better measurements than new ones.
  20. Several years since I used champions in the gas tractors. Went to other brands, but had no problems with D89D in the diesels. Dave
  21. Should be standard practice to measure every part before installing. Agree parts should be better quality. Dave
  22. Like others indicated the main clutch operating shaft has the release bearing fork attached with two thick washers in shaft slots and bolts that go through washers that clamp fork to shaft. If bolts and washers are in correct the only way shaft can move over is a ear off fork, failure of another part or someone didn't have parts in place. If main clutch releases without problem, it would be a long shot that the fork could be clamped tight enough out of center without washers in key slots to hold up over time without slipping on shaft. Take flat plate off under clutch and try to see problem. T/A release shaft has two keys and a set screw for fork plus the rings on shaft to keep it centered.
  23. Check the throttle linkage for moving arm on back of governor so arm under side cover see if the lower 1/4 adjusting bolt with lock nut is contacting the housing. If it is, more RPM will happen by backing the stop bolt out unless already backed full out. If spring is to weak to overcome the weights a stiffer spring can raise RPM. Look at a hardware store that has a selection of springs to find a stiffer one the same length or a shorter one the same tension. Those springs are cheap enough that you can bend and change lengths if needed. All linkages inside and out need rechecked after changes.
  24. Using a D-281 crank in the D-264 may run into problem of getting a regular rear main seal. 281 used a different seal and seal retainers. 281 seal retainers would work but the seal maybe impossible to find. If 264 seal is used with 264 retainers the 281 crank doesn't have oil groves to divert oil away from seal. Can find a 281 type seal in a 264 because IH sold a kit to update the engines. Supposed to dull sharp edges on the oil diverter groves when used. But IH dropped replacement seals and no one else has any last I checked. late D-264 in 400 tractors also used the 281 seal and crank. Some that post on RP Indicate using the rope seal on a 281 crank will work. Never tried myself. Some info lists .002 to .003 out of round before turning is acceptable and another later manual lists .002 to .004.
  25. SMTA tractors of all types used a different design rear housing than plain supers. PTO opening was bigger and sealed with a o ring instead of a gasket. PTO pictured is the independent planetary PTO for a SMTA and others. SMTA tractors could be had with a transmission driven PTO. Off rear of counter shaft if no T/A, or off clutch shaft with gear on it to drive a lower gear and shafts to PTO with a T/A.
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