I know this ship sailed long ago, but I've wondered for a few years now why it wasn't limited to 18.4 tire. Much more likely to find a set for a couple hundred bucks before sharpening, light weight steel rims are easier to make, gets rid of weight in the right spot, makes a enclosed hauler a bit easier to deal with, and (for now) the "high performance" tire advantage is not a issue.
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The left underestimated the amount of rigging needed. If actual, legal, single votes cast by voters that still had a pulse were counted, she would have ended up with 35-40% of the popular vote.
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QuoteFace in crowd
I'll try this again. Hilary Clinton, poor candidate that she was, got over 400,000 more votes than Donald "I don't pay people I owe money to" Trump. And secondly, President Obama has been blamed for everything that has gone wrong in this country including race relations of all things. People have been whining and complaining about him for four years.
So your "silen
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I think Scheid only goes to 13mm.. Hart's and Wimer does 14.
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Your rules say the Whites have to run rotary's, but most of the 8.3 White's had A pumps. I would look into that. There's many rear end/chassis that could work, but the determining factor is what chassis they want to see for that engine. I would give Nick Pickerell a call. He runs one of the most impressive 3000 rpm 8.3's I've seen, and they do mostly all their own
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Did you guys ditch the T4 foot rule yet?
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No mags is stupid. If a guy can justify a rock solid trouble free ignition that greatly reduces popping and banging, go for it. Over the years, pretty much every turbo spark plug puller has spent more money fixing parts and getting last place due to poor ignition than what they would have spent on a mag.
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Allow billet blocks, knock the cubic inch limit back to 410 or less, no decubing. Get it back to the small engines that it was originally for.
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Use a MGG series gerotor pump from surplus center.
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There could be several reasonable reasons why he didn't get it shipped. "More worried about his race car" is not even close to that list.
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Whatever you end up using, use it to activate/kill a heavy relay that actually feeds or grounds you ignition, rather than running it all through the kill switch itself.
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So the $400 recast heads that can be dropped on a otherwise stock engine and can be sent out to the field or road and be run all day every day just as the OEM heads were intended to should be/are illegal?
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Light limited Supers will get a 6500 if they have 5 tractors. The current 6500 rules say 18.4 tires.
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QuoteOliver with Cat 3208 Sounds like a TIRE SALESMAN started this discussion so they can sell more tires lol..
Speaking of, Mitas tires are said to be available in a few weeks..........
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Big time. At least Tier 4.
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There is no reason to "thumbs down" that post unless you are one of the idiots described. Even then, it's still not a good reason.
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Good plan. Bigger tires that hook better(theoretically), that way the engines can grunt harder, make more cylinder pressure, and lift more blocks. Just what they need.
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I sure wouldn't expect someone to sell me a 5" crank for less than 600, and I sure wouldn't trust someone to stroke a 88 crank a inch for 600.
Years ago I had a couple cranks stroked for a good deal like that. In the long run, I should have just lit the cash on fire, it would have been less work, and I wouldn't have ruined a couple good stock cranks.
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You apparently know less about pumps than I would have thought you do. I'm going on on a limb and say that somebody got their info a bit wrong and the rack is not what is offset. I can think of several improvements that could be made on a recast pump housing, both for longevity and to allow improved internal components.
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Combine final drive is great, but the engine can get away from you, where a worm gear box will not.
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Find a combine final drive, build a stand for it.
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The way a group of guys were throwing a fit about Olivers being able to run C channel frame rails, I think getting components to pass would be a challenge. That being said, I have dozens of Oliver rear ends at my fingertips with more that enough gearing options, and I would probably go component.
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Seen a 3000 on a Cat Challenger once that had soft plugs in it.
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I would start by trying to find a 4 hole pencil nozzle that's long enough and hopefully has a somewhat correct spray angle. Put them in and see if it runs better. Going to a 505 injector is unnecessary for 250 hp.
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QuoteSmokinCAT
How bout they just take the turbine restriction off and keep it simple.
That would make too much sense. Then you could start with 1 common assembly and modify it instead of buying individual parts and putting together the bastard combination that involves witchcraft, black magic and fairy dust.
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FYI
Jason4230 (notice no space in username.) Registered user with 9 posts, less than stellar spelling/grammar, good intentions.
Jason_4230 (notice space in username) a$$bag imposter troll, not a registered user as far as I can tell, that feels he needs to beat the other guy into the ground. I'm guessing learning disabilities and other issues as a child that are not fit to talk about h
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It's cancelled. Hoping it will be rescheduled.
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If I had a dollar for every time something is listed in the for sale section with absolutely no hint as to what engine it fits, I'd be rich. Sometimes the seller mentions who supplied the part(s), that is a bit of a hint at times, but still doesn't really mean much.
Guys will have better luck selling parts if we know what they fit.
End rant.
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I've done 3 Roosamasters to put on 354 perkins in place of the CAV. On one I found a driveshaft that fit the .450 rotor, another I had to machine the wider drive tang down to fit the .450 rotor, and the 3rd one I used a 4 roller DM head so it was pretty much a bolt together deal. The one with the DM head needed timing advance, and needed to be counterclockwise, so I had to carefully figure o
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On what engine?
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