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This is interesting, we have a class in western Pa for 360 in3 tractors, that has good participation across many manufacturers, but no John Deere machines. This would be a good recipe for a competitive John Deere in our class.
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It seems to be regional, in our area UPS is generally the best, but not perfect. For small things, I have good luck with USPS. The worst is the low-cost shipping companies that subcontract to USPS, tracking is almost impossible, and delivery can take days longer than promised. FedEx is a real crapshoot, and if I have a choice, I will not use them.
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QuoteInjPumpEd
It's for a pump with an originally CCW (CASE) cam rotation, being used in a CW (IH, JD) application. Engine firing order is still 1-5-3-6-2-4
So the cam can turn either rotation successfully?
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There is an ad currently on this site for IH parts that lists fuel lines with the unusual firing order, I would assume it is for an inline 6. Maybe it is a mistake?
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What is the benefit of firing order 1,4,3,2,5,6 as opposed to the traditional 1,5,3,6,2,4?
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QuoteEzdzit
It needs to be a spring loaded mechanism that you set and then release with a solenoid... Like a trigger.
How do you down shift a set up like that?
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I used a linear actuator on an Oliver 2 speed, it was slow to shift and I couldn't find a solenoid with enough travel to make the shift.
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RCP
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Wimer has them
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RCP
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This is the age-old argument of stroke versus bore, you will get lots of opinions and arguments, but in my opinion the difference will not be measurable on a dyno. I would do which ever makes the most sense from a mechanical standpoint. Do you have enough room in the block for a 3/16" overbore? That would probably be the least expensive and the most robust solution.
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RCP
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The powers at large should take responsibility and publish a list of approved suppliers and keep it current.
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RCP
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It would be interesting to see the calculations or testing that was used to develop these solutions. The turbocharger industry testing that I have seen concentrated on the housing not allowing parts to exit through the outside of the case, not out the exhaust.
Option #3 is the only one that appears to be somewhat retrofittable, but who are the NTPA approved manufacturers?
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RCP
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We enjoy it, I do not know of any YouTube channels and my video files are too large to attach in this forum.
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RCP
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They run about 15 mph, not sure on gears
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RCP
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Thank you, some wild rides in that video.
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The rules are voted on by the members who pull in the class, so they will decide where the class goes. I for one, would vote against other enhancements..
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RCP
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Cross bolts are required on engines equipped with turbochargers.
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RCP
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I resurrected this post because the class members recently voted for some major rule changes.
The requirement for rotary pumps was voted out, new rule states P7100 or smaller. The pump change was driven by lack of availability of good high volume rotary pumps, P7100 pumps are much easier to obtain and cheaper to maintain.
The turbo rules now require a Borg S200SX with no modifications. This
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RCP
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If they are old style wheels where the center is riveted to the rim, I used a cutoff wheel removed the rivets and beat out the centers.
If they are spot welded rims, I have drilled out the spot weld and beat the rims out.
I have also used a cutting torch or a plasma cutter to remove the centers, takes patience and a little luck.
Then I placed the centers where I wanted them and welded them int
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RCP
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That is an interesting approximation, but the one key factor missing, is the driver did not get out of the throttle for a few tenths of a second, so energy was still being supplied to the drivetrain.
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As an employee of the pulling organization, this might be covered under Iowa workers compensation laws, which in most states do not allow the injured to sue their employer.
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RCP
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Do the engines mentioned use a drive gear that mounts to the tapered shaft of the pump?
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RCP
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I have a Stanadyne DB rotary injection pump that I have been using on a 5.9 Cummins.
Can anyone tell me what other engines it will bolt onto?
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RCP
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The 1850 will be heavier, but I am not sure how many pounds. Structurally there is little difference between an 1800 and an 1850. Most people use the 1800, and if you do I would investigate adding an oil pump.
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RCP
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Either rearend can be made to work, I prefer the 1850 because it has a transmission oil pump that is gear driven. The 1800 might have an oil pump, but it did not from the factory. The other consideration is gear ratio, the 1800 likely has a higher ratio than the 1850, there is a way to tell from the transmission code, but I do not have the cross reference. As far as the fire, it there is still pa
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My apologies to Sascha
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My mistake, the four-magnet system showed the engine did NOT exceed RPM.
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redundant, what is your point
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I found a response from Sashi that said that in Europe they found that a four-magnet system was better than a single or two magnet system. This comparison showed that the single magnet system had resulted in disqualifications where the data from the four-magnet system showed that the engine had exceeded RPM limits.
I have a background in data acquisition and data analysis, how the algorithms
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RCP
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Our club is seriously considering adding RPM monitoring to the classes that have RPM limits. This probably would be in the form of a magnetic pickup (MPU) wired to the back of the pullling tractor with a plug to connect to the monitor on the sled.
My question is, how do you do this with an SFI approved vibration dampener? Do these monitors use magnets on the dampener? I believe that modifying
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RCP
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