If you are planning to increase power much more you probably should consider replacing them.
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What you have is the need for a new clutch.
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It'll be cheaper to find the 360
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4.25 would leave him a little big yet wouldn't it?
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Destroke crank to 4.15 and get longer rods
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If done right yes. But it will cost as much as a box.
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If you want to build it yourself, call Karl at Atlas tractor. If you want one built for you I can help with that
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I would probably act upon the advice given by your engine parts supplier as to what pump setup to use. Will probably save you a lot of hassle.
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Dairy Blend has given you the best advice so far. You will need to update your injectors and add the high pressure water for sure. Lots of potential left in the 466, and you should be able to gain another 10-15 feet pretty easily. However if you are allowed some of the things I think you are a well prepared 525 or 540 will be more than a 466 can handle.
PS the engine kits you priced include
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I'm gonna go out on a limb here and assume you used the same cam with both heads. I'd say it's ground wrong for what you are doing
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Agreed on the bbjd, however the only choice to right that is change the rules which A. won't happen and B. if it did would likely involve very little additional color to the class. However their would be the opportunity. The east coast is quite blue which is great, however that phenomenon has not spread to the rest of the country with exception to a bit in the lss and llss class.
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As much as I would love to see color in all classes it will not likely now or ever happen. You can look across the country and find that even in classes with lesser cubic inch limitations that red and green still dominate the #'s of participation. Certainly classes at 540 and below do have some more color in them but it isn't alot. There are many 466 classes across the country with ve
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I'd ten times rather have the choice of frosting as opposed to all the frosting being green wouldn't you Jake?
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Quoteeverspumping
hey AAR war path's perkins will run with the best its been proven
You are absolutely right, which is why I ended my sentence with "for the most part"
This is also a good case in point of why Warpath, Trailblazer, Hurricane Allis, as examples have a huge following, they aren't the normal IH or John Deere. You simply won't ever see a Minneapolis Moline, Ford,
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There is a couple of different ways of looking at it. 1 is against the rule. 2. is under the current rule set you will never see most of the hoods of the "crossbreeds" in any other fashion.
I for one would rather see a nice looking tractor with sheetmetal from another manufacturer than another red or green hooded tractor. Without the rule you won't see anything but red or green for the m
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Nope none of those
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Chip, Jason and crew own the limited pro
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You can buy drop in lifters for the 1" bore block from no limit mfg. Do not bore the 1" block to accommodate the 1.125 lifter
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That flow is coming from the brake valve. Put your fitting in your top cover in about same place and it'll lube the diff
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They are correct, the pump does not lubricate anything in the rear end. You can also remove the draft sensing arm from the load shaft while you are at it.
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Hmmmm so what you are saying is a cast block bolted to a cast adapter plate bolted and doweled to a cast transmission bolted to a cast rear end was allowed to flex by a lightweight aluminum frame rail that terminated at the bell housing? And that caused the crank to break in the center and dislodge its insides? Or maybe the rear end broke, zinged the motor, broke the crank and it was on its way
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I would respectfully disagree with your statement. It does not hold back the better competition, it holds back (and no offense to anyone) the teams with unlimited budgets and or those running components that just were weaker to start with. Many of your better pullers simply cant afford to spend as much on their vehicle as others. Really there isn't a simple solution for either side of the
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I'd be more inclined to say the rear end let go, which in turn over revved the engine, which grenaded it including breaking the crank sending it out the bottom which broke the adapter plate when the back half of the crank wanted out all of which while the front end was up. Wasnt much left to stabilize the chassis as it landed and so it wrinkled it pretty good too. If you look at Adam's
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Yeppers, name which safety component failed, I'd be interested to hear your opinion and your name
Oh and by the way the new blocks arent billet because billet blocks aren't allowed only recast are. However there are several chunks on floors just waiting for the day that they are allowed don't you worry
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Lol yeah I'd say thats what he meant 5.06 stroke would be correct
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typically the + head is used for porting for your type of application.
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Doesnt really matter which way you go, either way works fine. If i foam a rear for a non ta application i prefer to keep the axle oil separate.
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I've used them on several IH 466 at both limited and open rpm without any trouble that I'm aware of. I have seen burrs on end of crank cause even stock balancers to gald on their way on and cause major problems with removal. From my own experience i've found that most of these galling and welding issues on either end of the crank are normally due to something in the rotating ass
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IMO the casual fan notices mostly how fast and how far they went, whether Ford, Dodge or Chevy won or maybe red, green, or whatever color. The tractors they know if they blow smoke or not. Cool paint jobs, breakage, and speed however are noticed and talked about after the events conclusion and generally recognized at the next event the spectator attends.
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436 stroke is 5.06
4.75x4.75x.7854x5.06x6=537.99702
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