By jdjdAugust 17, in General IH. Having problems with head not sealing properly after rebuild. Its leaking around the entire left side of the head where the water jackets are.
I didnt put any kind of sealer on the head gasket when I installed the head. I have retorqued the head to spec after I have ran it for a couple of hours.
Still leaks. Is there a better brand to use? If so what should I use? Make sure it is not the water manifold gaskets, for whatever reason seems like they never seal until you get engine up to operating temperature a time or two. I always put aluminum paint on every head gasket after the head and block are perfectly clean.
Put the gasket on the block just after the last coat and start your torque at 25 ft lbs ,50,75, etc. I had a that did that and it took a couple of heat and cooling cycles and tightening carefully each time before it stopped leaking.
I don't mind aftermarket parts, but will not use aftermarket gaskets. I would go thru dealer. I learned my lesson doing 's and having multiple leaks.
Started using vase IH gaskets and no problems since. It seemed the material was too soft or something. General IH Search In. Start new topic. Recommended Posts. Posted August 17, Your question may be answered by sellers, manufacturers, or customers who purchased this item, who are all part of the Amazon community. Please make sure that you are posting in the form of a question. Please enter a question. For 3 cylinder engines with lip seal. Cast Sleeve - Flange Thickness.
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Back to top. Get to Know Us. Amazon Payment Products. English Choose a language for shopping. Add to Cart.By bpattersonMarch 30, in General IH. I have a farmall with a c gas low oil pressure when warmed up. Has anyone heard of the pump cover getting scored up and loosing pressure thanks for all the help. Either way, you're looking at getting close to rebuild time so it wouldn't hurt to try a pump.
If the pump internals are scored, that will affect the pump output. It also probably means that the same stuff that scored up the pump has scored up the bearings too. When we rebuilt the in ourthe rod bearings were hammered out. It wasn't noisy until one of the rod brgs spun but it did have low oil pressure when warm. Too many years of lugging around at lower rpm did it in before we bought it.
The isn't a real good torquer, its happier at higher rpm. We tried running multi-grade in ours and a couple of the s and other gassers on the place but went back to straight 30wt after that season. Had lower oil pressure than usual when they were warmed up. The is an uncommon bird up here so I hadn't heard about any problems with the end plate before. If you've checked the bearings and they're good, it might be a possibility. Easy enough to check too once you're inside the pan to get at the oil pump anyway.
This is an oldie and goldie. From the Farmall A on up to the these engines wear grooves in the bottom plate of the oil pump. Then install a new gasket and torque it down. The oil pressure usually improves after that.
Unless it has had the pump cover reinforced it would be unusual to take one of those series engines apart that did not have a blown gasket on the oil pump. Straighten the cover. Sand it smooth. Drill a couple of holes for longer bolts and install over the cover. You will need to make a small notch in it to clear one of the ribs on the cover. I put a slight bend in the piece before installation so that it contacts the cover in the middle before the ends are tight on the cover.
Atomic Industries www. Register now to get rid of these ads! The H. It very likely is the engine used in the original International Harvester Scout utility vehicle that came to market aboutIt was, like Pontiac's slant 4 of the same era, "half" their V8.
Which in IHC's case, is a physically very large engine, regardless of cubic inches. The 4 banger was about cu in as I recall. HnstrayApr 10, Just to clarify The Pontiac Tempest 4 cyl engine is "half" a Pontiac V They are two distinctly different engines, but engineered in similar manner.
HnstrayApr 11, Yep,half an IHC V8. Half a dog is Had a Scout with that engine, gutless and no economy. Its a leverite, leave 'er right where ya found 'er! R PopeApr 11, Half a V8. Used in the early 60s with transaxles in the rear. DurationApr 11, Some of the International V8s were used as engine driven compressors.
One of the banks of cylinders were turned into a compressor powered by the other bank. There was on in a shop where I worked. As I recall BOP had a slant 4 but the block was aluminum in the early 60's SAMApr 11, The International Harvester Company IHC has been building its own proprietary truck engines since the introduction of their first truck in International tended to use proprietary diesel engines.
Their DT engine started in and was very successful. Displacement was cubic inches 3. International Harvester's first in house six-cylinder engines appeared in some of the S-series trucks, seemingly a response to market pressures rather than to any particular need for such a layout.
This was complemented by larger versions of the same engine and was built until late as the FBB the line-up being expanded downward by the smaller FA-series later FAB in The HD inline-sixeslater to become the first in International's long running "Diamond" series, first appeared in the C truck of A post-war version of the cubic inches 4.
The next two are the last versions of the Blue Diamond style engines now named Black Diamond engines. Re-engineered engine used in early 70's the V A version of this engine never made it into trucks because of the gas crises of It was sold for industrial purposes as the V Electronically controlled Unit Injection.
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DT - cubic inches 6.I have just discovered that in the mid 's IH in the US built a turbocharged version of the Comanche? Regards from Michael H.
Michael They were made around and discontinued in It helped but the engines had a lot of problems. It didn't work well either. Bought the truck and replaced the 4 cylinder with a V Yeah the last ones went out the door in '67 but they announced the end in October of '66 and tried to get rid of the last engines with "deals.
Or a V8. They ignored them, of course, and went down the turbo road. Only kits were ordered initially, but a kit supplemental order happened later. It isn't clear exactly how many were sold. The kit came from Thompson, the same folks that developed the kit for the turbo Corvair Monza.
The kits were installed in a special area at the factory. At the time, all engines came from the Indy plant as long blocks. The manifolds and stuff were installed in a basement room in the plant. They made up to hp from the but they were very peaky and had a bad case of the turbo lags. As with any draw-thru carbureted system, mixture control was difficult and they had trouble with burned valves and melted pistons.
They fought the problems for a while, but it was mentioned in some engineering documents that one of the dealers in Denver actually solved the problems and IH took those cues and largely worked the self-destructive bugs out.
You were stuck with the quirky performance. The devopment was finally cleared March of as the was finished and that engine developed the same power as the turbo, but more reliably and less quirkily. By then, of course, IH was hershey squirting over the Bronco V8 so eventually, they had to go down the V8 road kicking and screaming.
The inference is that they were just talking about them. Their main problem was meeting emission regs up ahead and none of the legacy IH engines were capable of that. IH Trucks Search In. Start new topic. Recommended Posts. Posted December 29, This one is new to me I am a "tractor guy" I have just discovered that in the mid 's IH in the US built a turbocharged version of the Comanche? Has anyone here had any experience with this version of the Scout? How does this engine compare with the 4 cylinder engine?Fast Shipping With warehouses across the US, we ship quickly and efficiently.
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Brand Info x Close Every Reliance part is produced to exacting standards to ensure the same or better reliability as the original part. In fact, for older engines current technology is often so improved that the part we make available today may actually be better quality than the same part used to assemble the engine originally. New and remanufactured internal engine parts, complete cylinder heads and long block assemblies for agricultural and industrial applications supplied by RPP are warranted to be free from defects in material and workmanship under normal service and operating conditions for a period of one year from the date of installation without limitation on miles or hours of operation.
Engine overhaul kits for heavy-duty on-highway applications supplied by RPP are warranted to be free from defects in material and workmanship under normal service and operating conditions for a period of two years from the date of installation without limitation on miles or hours of operation. Remanufactured clutch and non-engine parts are warranted to be free from defects in material and workmanship under normal service and operating conditions for a period of six months from the date of installation without limitation on miles or hours of operation.
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