rancherman

Dave, did you get the flywheel with the clutch kit... or did it come with the trans? I'm 'zeroing' in on parts for my project.. and looking pretty hard at Southbend. I have the 6 speed, but the donor truck still has the 5 speed flywheel.. 10.5 inch? I see we can buy the disk with the 1 3/8ths input.. (mine) and the larger pressure plate, but need to redrill the flywheel. I'd rather not do that, a new flywheel just seems smarter... $ 921 for the 'kit' W/flywheel. 1947 OFEK $727 for the kit WO flywheel.. 1947 OFE 475 HP rating I could probably find a salvage yard flywheel for a lot less, but by the time it's faced, $80 bucks, It's still a used flywheel, from unknown abuse.. Question is, Do I feel lucky?

Thanks Mike, So, in a roundabout way, the schematic shown is kinda like a relay... but in this case, it is using voltage differential in one circuit (if it goes up or down) to either open or close the switch for another. Man, I can almost 'see' what dirty AC would do here! Poor little dude going beyond the call of duty! Instead of smooth DC, it'd be hammered with mixed signal AC dirty.. the field would be building, collapsing, and rebuilding at the rate of the 'noise'.. gotta be a heat builder for sure!

My trans guy still assures me that parts are still available, probably more aftermarket these days. easier to sell the auto and buy back a manual? hmmm, probably less sweat, and skinned knuckles no doubt! BUT, just this week, I've witnessed a guy selling 2 99 ram 3500's, Cummins, at auction. Identical equipped, color, everything! except for the trans.. one had the 5 speed, the other was auto. The 5 speed had almost 75k more miles ~ 286k, and brought $8200 The auto had 210k miles, and brought $4150.

I know the one I sent back in to get the core charge would've been perfect... OEM 2000, 99% sure it was PSG related, *oh, If I only knew that saving a few hundred bucks* or "the burden on ONE is good for the benefit of many" ... sigh, OK, so 'transistor' (transformer-resistor) correct?? It'd be REALLY informative on how that lil dude works in the system... what's it doing at various stages of operation of the engine: Is it going nuts when accelerating, or is it when it's holding max timing.. or perhaps a start-up loop. Maybe the dang thing just sits there and hums, supplying the rest of the board with a constant type of current... So, a test mule (vp) without an engine to run it ( I suppose this is where those high dollar test benches come in handy) probably won't help much on finding 'how' that transistor works within the system. although, it'd sure be nice to find a vp with desoldered transistor, remove it, and test it to find out if it's still within it's parameters... I'm assuming they are externally marked (like a resistor. "stripes, numbers" ) so a person could look up the values they are rated at?

Anyone in here do a p pump conversion... and have a spare VP laying around?

Yep, I always believed that too.. " Ecm manages idle " I wonder if there is some 'fighting' between the psg and ecm during initial spin-up.. until the voltages stabilize? Would a stiff turbo (as in cold and slow to spin up) have any influence here? I realize even a 'stuck' turbo will still allow gasses to pass, not as well of course...

I think the million dollar question would be.. After the transistor has become 'desoldered'... has it (the transistor) been tested afterward for faults??? Did it fail, got hot, THEN melted away? Or are they perfectly good, only needing resoldered? What exactly is a transistor?

Thought so! ha~ I agree too, since the cable moves 'with' the engine. I was just throwing out 'stupid dumb' type things I've discovered over the years.. Stuff that at first glance would never be an issue.. I've learned to never assume the worst.. until all else has been eliminated! Ya know, immediately after startup... the voltage in the system has to be haywire.. the battery just got done spinning the engine over, the alternator is just coming on-line.. and maybe the grid heaters are still going nuts (hopefully not this time of year)... It's amazing the electronically controlled IP works at all!

I would've sworn there was a pull cable to the VP... what the heck did I remove and replace when I changed out my vp?? All I was trying to say was.. sometimes when a engine surges, it'll 'pull' against the throttle. which either slows it down or speed it up.. just a tad. once it gets to 'bouncing' it's hard to stop... but as I said, a sheathed cable doesn't respond like a solid rod.. because it moves with the engine..

Sluggish governor when cold? *meaning engine still ambient* I had more than one mechanical injected tractors that would burp burp burp at idle, worse when rolling. (loose cab mounts and solid rod throttle control) but got better when warmed.. All the posters in this thread with killed, or near stalled engines when shifting to R makes me wonder if the 2 maybe connected.. VP's are electronic governed right? I wonder if next time you EXPECT it to lope at start up, open the hood, and have someone grab the throttle linkage and keep it tight against the idle stop... as you fire it up. You may have a little wiggling in the engine mounts and throwing it in reverse REALLY torques it over and kills it??? hmmmm, a sheathed pull cable usually doesn't cause these kind of problems.. solid one sure would! Why would reverse 'hit' the engine so much harder than D? not modulated as much??

anyone else find mice under their seat? All the food you guys are lugging around, either intentional or dropped... gotta be quite the smorgasbord! wife had one crawl up her leg.. (wearing shorts of course).. at night to boot... gawd, 18 months of therapy later she'll actually ride along with me... daytime anyways!

I'd think when the throwout bearing is on the slide part of the trans, and the hydraulics are installed, the fork really cant go anywhere.. I would say yes, it'll work. GETTING everything aligned up... and without it dropping down into the bottom of the bellhousing as you found out without that clip... can be done with patience and a few(ok lots) of cussing. I'm sure you know exactly what I mean! trying the bellhousing already on trans... you may have better chances, only because the throwout will already be 'on' the trans... go through the slave cylinder hole with a wire or tie strap to keep it snug is there a clip or wire snap on the throwout bearing-to-fork contact area? That would help keep the fork in the right place too.

I got the SO version, and it's been 'perfect'. (no problems!) Been running 2 stroke, about 75% of the time.. The lift pump was a drrp when I put the new VP in... which took a dump 4 months later...(between the ice in the fuel, and subzero temps with #2 fuel in the tank... It just 'gave up'...(lift pump) So I put in a Fass drp 2. So far so good. You may get it quicker than you think! I ordered it...assuming it'd ship from Utah, but it actually came from Illinois. Took 3 days! I think I had 30 days to ship the core back to them..

I got mine from there too... about a year ago. Folks on the phone assured me it was 100% new (PSG) visually, the 'plug in' was still virgin..

I stumbled across Garrett turbo site, and they have a tech section that explains A/R, Trim, well, anything dealing with a turbocharger, it's there. http://www.turbobygarrett.com/turbobygarrett/terminology Lots of different pages to explore too, regarding basic theory all the way up to system efficiency.. found this one particularly informative http://www.turbobygarrett.com/turbobygarrett/choosing_turbo

"Wimers fuel injection".. small world! working with them right now on a Simms inline pump- converted to P-pump plungers and barrels..

So, in terms of electronics... does a component 'take a beating' day by day, little by little... and finally desolders? I'd like to think a 'desoldering' would be an instantaneous type action... not a eroding type. or is it more probable to something going apeshit... all at once? more like a fuse blowing? such as a transistor finally succumbing to vibration, heat, and then internally shorts... causing a spike of heat which melts the attaching point?? I'm only throwing all these out there... because until the problem is accurately identified and its CAUSE.. a CURE can't be prescribed.

are the 'replacement' computers/ pumps giving more service than the originals? Mikes was replaced at ~50k, (correct?) I did ours at 175k, others seem to range anywhere from low 100's to high 100k's.. BUT.... how about AFTER that?? are the replacements going at least as far? I can claim 20k on my rebuilt with NEW computer... so I can't say yet! I'll need about 6-7 years to rack up the miles. Most vendors won't warrantee a pump unless a fueling upgrade is also installed.. so that 'experiment' may be skewed right off the bat. Maybe the supplied transistors for the original production run were a dud .. prone to self destruction.. I can only speculate the new units being installed on rebuilt pumps today may have be 'upgraded' to a higher quality part? Or at least built by a different vendor.. or supplied with components built from a completely different vendor.. I'd be surprised if Bosch builds these in house. Probably went to low bidder. Edit.. Mike, forgive me, looking back, I might of seen something you replaced at ~ 45-50 k... I might of jumped the gun and thought it was your VP... maybe it was only the lift pump... sorry

I have a turbo with serial # neo128 A to4b51 It's a airesearch for a Perkins 354.4 The t04b is (I am hoping, the model???) The tag also has the Massey part number, and the perkins number. ( oem) There are a load of kits for t-3 t4, and t04b and t04e... all listed the same kit for all of those models. So is it safe to assume they share the same shaft bushings, thrust bushing, oil rings, and seals?

is this only at cold start up, or anytime it's started?

I had a v8 diesel powered IH tractor that would 'kick' back and run backwards. Good thing nobody was standing in front!.... reverse WASN'T reverse Actually, it wasn't making enough power to barely turn over, ruff as a cobb, sounded more like those hit and miss engines.. fire coming out of the exhaust.. God only knows what was going on in the intake! Besides the obvious, sound, smoke, it was carrying zero OP. It had a mechanical FP that didn't care what way the motor turned.. so kept on supplying fuel.

Diesel power~ fridge! whoo!

we know the computer is culprit on most failures.. has it been documented if it's the same component within the computer that's failing? I might of missed it if already posted here... The next question is, are the computers available for joe public ( NOT JOE 'FARMER' *mIke*) to buy?