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DWV

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Everything posted by DWV

  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.
  16. Without knowing condition of hand clutch, not sure I would go up to 150 as the value of it. If owner sold it without tractor the condition could be checked when removing. Don't know if owner would agree to that. Some work to remove it completely. Left axle needs removed or pushed out of bull gear so bull gear can be moved out of the way so differential carrier and bull pinion shaft can be removed. Outside housing parts removed first though. Don't forget brake return spring parts in brake pedal and bolted to right cover that take place of left side return. Can't remember for sure if splines on shaft into spider gear on that one has shim on splines or not, so check. Also the differential housing carrier along with bull pinion was a M&W piece. Unless he thinks a not running H is worth more than most, consider getting the whole tractor. Unless owner wants to part rest of tractor he is left with a tractor needing parts to get back to driving condition.
  17. Look for a 3/8 diameter uss thread grade 5 bolt standard torque in a threaded cast iron hole, should be close enough.
  18. Yes they will bolt on a M and SM. Never put any on a H or checked to see but they probably do because the bolt holes are in the bolsters and not the frame rails. Weights have 4 bolt holes for mounting but use 2 bolts. One set of holes line up no matter the size tractor used on. IH listed the late SH through 350 bolsters as a replacement part for H tractor up except maybe some real early H. Even though a M and SM non diesel bolster bolted to frame rails placing the vertical steering shaft around 1.5 inches closer to engine than a MD, SMD and all SMTA through 450 tractors the bolt holes in bolster still work.
  19. Retainer that has the inside brake disc face comes off then most pinion shafts will slide out by hand. It has some pry slots on the parting line between it and differential carrier housing. Can be tight coming out. I use a made up slide hammer and screw it in the threads in end of pinion shaft and pull pinion gear and retainer plate at the same time. Noticed you already have the bearing retainer off. Unless you need the differential bearing replaced or differential removed, put the bolts back in the carrier housing. unless you have a ling rod with 5/8 fine threads on it. Weld a bolt to rod and a cap and put something heavy to slide on rod. Clean threads in end of pinion shaft and screw rod in if shaft is stuck hard. IH used to instruct using a extra brake disc cocked on splines to pry out. Never had good luck with that on difficult ones myself. Disc brake tractors let the pinion shaft be removed and installed without removing carrier housing or bull gear Dave
  20. Not really enough info, but if using a side port to pressure a remote valve you can't have return line going to a side port. If you have the IH remote control valve often called a Xmas tree valve the return would be out bottom of valve and into fill port. Only way to pressure that return would have a air lock or overfull on oil. Or do you just have oil pushing out the fill hole?
  21. Reason the shift forks on a SMTA were different is the transmission gears were beefier than a SM and the fork part was a different size. If I remember correct the 400 and 450 shift fork part have the same number on forks as a SMTA, but they are mounted different to rails. Because the shift lever was mounted more forward on cover than a SMTA. So SMTA and maybe the SW6TA shift rails with forks were one of a kind in IH tractors. Top covers also had a small change at offset near brake pedals. Starting on SM tractors with covers ending in R3. Think IH started selling top cover gaskets for the covers as a replacement for all M up for a short time but ended up going back to another gasket because of fit at offset. Don't know how long 400 chassis were planed but have noticed control valves cast in May of 54 on some not used on any tractor before them.
  22. The SMTA and a 400 used the same rear end housing with a stage 2 SM top cover with different shift forks on the SMTA. Top cover was changed for the 400 and 450.
  23. Some early M match, most don't but tractor serial number is a 48 and engine serial is to old unless a number is missing on block. But suffix on casting number is to old also. 48 wouldn't match numbers even with original engine.
  24. If you mean 53 SM, yes they could have engine driven hydraulics or live as most say. But never anything but transmission driven PTO. Stage 2 SM farmall works tractors built in early 54 only had a regular PTO. SMTA started the IPTO in 54. IH did build a experimental M called M-8 designed for IPTO in 48 I think.
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