I was going on memory for the 4010 gasser. I knew it was 4" bore & stroke, but didn't bother to figure that up.
I've also seen a boatload of 329 diesels in 4400 combines, so as you say they should be easy to come by. As far as I know they all had pencil injectors, so some machine work would need to be done to fit a performance injector.
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You're not necessarly spinning the engine that hard with twins. You're building more boost pressure to squeeze the extra air in without extra R's
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Enderle, Kinsler, Hilborn, & anyone else who sells fuel injection systems have them with AN ends. Also sell mounting for cable pull assy.
Have also seen hydraulic divert valve used (similar to what's used on the old 2 valve style loaders)
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What version (rules) of light limited are you running? Are you looking to smoke or clean burn?
I know of 329 / 359 built in both single & 2 charger setups. I'm not aware of any alky 329's, but I wouldn't be surprised if there have been some.
Other greeen alternaitves are the gas version of that engine at 303 or the early 4020 gas at 341. According to my research the 303
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A while back someone posted the IH paint codes. Anyone have the JD green & yellow codes?
Thanks
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Deere Puller
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"Either the rule books need to be changed and clarified or they need to be obeyed."
I agree with that one 100%.
On the Binders I wasn't referring to a 414/436/466 interchange, but rather 706, 806, 856, 1256, & etc that came with 282, 310, 361 or 407 getting a 414/436/466. The problem there is if they allow 706 rears with 466 blocks & 1066 metal; how can they object to the same drive
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Right, wrong, or indifferent I believe most rules are allowing engine updates. Early JD's probably started it with "provisions to mount pump". 06 & 56 Binders are updating to the 400 series. The AC 426 is 'factory replaced' with the Navistar. Many are updating 401 fords with 456's. The Herc & Continental are obsolete just like the rest of the engines on this list, so it
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If you don't need a SFI stamp I have one I'd sell. Post or PM me a way to get ahold of you if you want to know more.
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What clutch are you running?
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I agree that the simple tube is easy to police, but I don't think it will keep the turbo cost under control. Inspecting the surface finish of the pipe could become a not so simple task too as it will become significant.
Flow thru an orifice is a function of area, boundry conditions, and pressure drop. You are taking care of the area, but the turbo builders will start working on pressure
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I agree 100% about picking very similar chargers from different manufactures and allowing competitiors to choose, although I would allow any of the mfg to become the "exclusive charger of the class" if they throw enough money into the class points fund. The 'exclusive charger' could be open to bid every couple of years.
BTW, the small foot rule is another one that had the good intent
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Turbo limits don't make turbo's expensive, poorly written turbo limits allow for expensive turbos. 3 by 3, 3 x 4. and 4.1 inlet are examples of poorly written turbo limits. Outlaws has made many mistakes, but you have to admit the GT42 turbo has kept the cost of Outlaw SF turbos down. If you don't want to legislate a factory turbo, make the rules a tight box around a factory tur
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Thinking out loud...
Take the head off a boring or milling machine & figure out a way to bolt it to the front of the engine. That's probably as much work as pulling the block & stripping it down though...
I think I recall seeing 'portable mills' in a trade magazine once designed for repairing machine equipment in place. If you have any friends in machinery maintanance you c
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Exactly. Power is made by putting combustion pressure on the top of the piston. With a bigger piston you can make more power at lower pressure, but as you say cutting the block for the bigger hole reduces it's strength. Also, bigger = heavier parts make for bigger loads on the crank & rods.
Mr Bonehead also proposes to just crank up the RPM's and make more power. I'm not sur
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I agree. This summer the impact will be minimal as I don't think the current Hyper block is significantly stronger than a factory block that's tied together. The future however depends upon Hyper. As long as it continues as a new iron copy of the factory block with the only changes being 4 bolt caps & a higher nickel content, the impact will continue to be minimal. If however, they
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I was wondering how long the Sieferts have been pulling. I know they've been pulling GN for about 3 or 4 years, but I was just curious if dad was a long time OSTPA puller or it started with David.
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Does the Bomb (possibly one of the lightest 505 tractors on the circuit?) run all his weight on the nose at 6200?
Personally I hate weight breaks or hitch height differences to make up for HP differences because I don't think the same one works on a good biting track as a hard slick or sandy track. However, Bruce has a pretty good list & he didn't include the extra turbo in a 4 char
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Sorry, but you obviously never took a statics class.
The drawbar is fixed in relation to the tractor frame & thus how it's mounted, or what angle it runs at makes absolutely no difference to the performance of the tractor. It will change the load (force) in the mounting hardware, but the effect on the tractor will net out the same.
To reuse your teeter totter example, the pivot poin
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Was it called Mystery Machine in MO? Been wondering what happend to that one...
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My opinion is that neither will be harder on pistons, blocks, etc. If you push either to the limit you will occasionally go over & if you run either conservatively you should only have to replace rings & bearings every year at the most.
The fuel system is where the diesel can get expensive to maintain & a diesel is probably a little harder on turbos because you are going to run tighter housing
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I was watching the LtSS classes from last summer & twice Greg identified Wild Horses engine as a 400 Cummins. As far as I know the Cummins used in Ag tractors are either 359 or 505. Is there a 400 too, or is he running a 359 at 400?
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I agree with your percieved problems. Because of the last part about the run & hammer sleds though, I don't think dropping the 500-800 lbs will make any difference though. Everyone will just gear up more to get more speed & still choke them. I think a better alternative might be 18.4 or 20.8 tires, but they may just gear up more or leave more lug on the tire.
I really think the only so
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Best class LtSS
Worst class - any that are all one color
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Are you sure? In the automotive world it's absolutely true, but tractor engines typically have both much larger base circles & larger lifter diameters than automotive. Both allow flat tappets to have more aggressive profiles. If you get to aggressive you lose control of the valve & our heavy valves & pushrods don't help that end of it.
One thing you do get with rollers is that the
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"I just think that it could level the playing field with aftermarket blocks."
Personally the dSS playing field looks pretty level to me right now. As Greg pointed out on the Enderle TV episode 4 different tractors (1 Orange, 1 Red, & 2 Green) won GN points, Enderle, Penzoil Cup, & BG ring. The 5th tractor into the Enderle was also red so the top 5 was 2 red, 2 green, & 1 orange. How do you f
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True.
Also, where your pressure ports are relative to airflow direction can affect pressure readings. If airflow is pointed into the gauge port you can get an artifically high reading, especiually at an elbow. Ports should be perpendicular to airflow direction.
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I don't blame Hyper for being ahead of the curve in the 80's & 90's & obviously they know their stuff. I also don't blame them for wanting to sell a block that can't be copied as easily as a tie bar system that can.
I will blame NTPA if they go along with this without a boost or turbo limit because it will lead to a performance advantage. They need to set some tight
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I'd say that you want to retard the cam (open the exhaust valve later). Possibly need a different cam with less exhaust duration.
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First, did the alky's & smokers need to be seperated? Maybe. Was boycotting a terrible way to make it happen? Absolutely.
Second, the 619 has nothing to do with this. I'd bet that any 400 series IH block is stronger than the 619. As I recall JD had problems with the deck on the 619 in farming applications - a bunch of conversion kits were sold becasue of this.
Third, did Esdo
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So is it headed for Europe to run over there, or will K&K run it here with the owner driving it occasionally like the Pro?
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