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expeatfarmer

Ransomes ITW

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Thanks for that Rhys with the small pulley on the alternator and the large on the clutch it should achieve the 1200 rpm for it to charge.

Norman was here today and stripped out the burst pipe on the Turf Trak for me, will try to get another in the morning also new filter has arrived.

Norman set to and removed the brake bands from the MG40N the gearbox was full of oil and water( mostly water ) to within 2" of the top so no wonder the steering was shot. Drained it all out ready to fit some nice new ones.

I spent most of the day making up new mountings for the fuel tank on the ITW to accommodate the starter motor I also fitted a new  manual starter mechanism as the original had been interfered with and did not work. Couple of bits and bobs to finish and then I should be able to try starting the Drayton on the ITW. Blasted paint on the wheels was still tacky all day so leaving the tyres until next week.

 

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  When we took the wheels off, we had a right struggle with them. I found that if you tighten up the bolts after fitting the tyres, the wheel did not want to go back on. Slacken them off and the wheel went on easier. This is due in my opinion, that the clearance in the bolt holes allows the two halves to be a bit out. I tightened the wheel nuts up, then the bolts holding the rims together.

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It was about 6.30 pm Norm. Not sure what is causing it, smoke free at low and medium revs but if you open it up it smokes like hell pure white unburned diesel smoke which may be due to a sticking exhaust valve if not that then it will be down to compression, the head has been off in the past so may not have been set with right bump clearance on the head gaskets. 

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Checked the exhaust valve clearance which was a bit tight and then noticed that the rocker arm bushes were worn which makes setting the valve clearance impossible. I then noticed that the valve spring retainer was a non standard item, the Drayton engine has two exhaust valve springs of unequal length the outer retains pressure on the rocker arm at all times, clearance is set using a narrow feeler through a slot in the upper spring retainer. This head had both springs held down by a standard collet collar, looks as if the previous owner had adapted a non standard valve which clearly worked but not properly which may explain why the diesel engine was removed and a petrol engine fitted. Fortunately I have a couple of spare brand new heads complete with valves so as a minor diversion I have fitted a new cylinder head. I have done this a few times before so took a guess at the gasket thickness and peeled off a few layers before I refitted the head leaving a piece of lead solder on top of the piston, Torqued the head down and turned the engine over a couple of time by hand, remove the head and measure the squished solder thickness luckily it was 0.9mm on the first go so took out the solder refitted the head and off we go. I was extremely lucky because these heads have a section that sits about 3/4" into the liner which is steel against an alloy head!! they can be absolute pigs to remove, usually evidenced by broken cooling fins on the head and barrel where levers have been applied in the past. Before now I have had to resort to removing head and barrel together and thumping the whole thing up and down on a wooden post with lots of heat to break the head free. This one popped off as soon as I undid the head bolts a sure sign it has been off before and not run much since.

 

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Picture on the right is the new head showing the slot for setting clearance in the outer spring cap.

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Fitted the new head smoking is better but still pretty bad garage full of acrid white unburned fuel smoke. When I had the head off I examined the bore which was very good. Usual causes of this problem are either insufficient compression or timing of the fuel pump. I am wondering if the piston rings may be stuck with having sat for 25 years, the top one is free but the lower two may be gummed up. I will check the spill off timing in the morning before I remove the barrel.

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I'm sure mine needs new rings, I didn't want to risk breaking them before Malvern when rebuilding the engine so didn't check them but i feel the engine does lack power, so will look at it after Malven. I know they are not stuck though as i left the piston in diesel and freed them off.

Does the drayton have a set of 4 rings, I can't remember?

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From the amount of smoke it produces it is as if it is getting far too much fuel, I have swapped pump and injector, going to swap the governor mechanism today before i get into the rings. The excess fuel rod has stuck a few times so it may not be releasing properly.

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Changed the governor no change, checked the spill timing seemed ok. Removed the new head and the barrel fitted a brand new piston and barrel started it up and still the same!!!!!! Seems I am destined to explore the nth degree of set up on all my engines will fiddle a bit more in the morning, good thing about this engine is the electric start at least turning it over is not killing me!

 

Good old Norm re assembled the brake bands on the MG40N and we got that running today, Norman took it for  a test drive.


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In the background is my £140 temporary shelter for some of my crawlers which has withstood 80mph gales all over the winter and only just failed, strangely the sheeting has ripped on the leaward side and is still keeping the machines dry.

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Changed the governor,now the whole fuel system pump ,injector and governor are from the same running (previously) tractor. Smoking not as bad but still there. So bad though that I have to solve it removed the head again and then barrel, had a brand new piston and rings so swapped both barrel and piston, all back together loads of compression but still smoking, going to try adjusting fuel timing which entails fitting gaskets under the fuel pump see what happens. Although it looks clean I have dismantled injector and have it soaking over night just in case. Thought it might be jetting fuel rather than spraying. 

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Smoking is not as bad but still not good, smell of unburned fuel is awful. Injectors and pump are both spotless, taking injectors today to crack test , it may be that the blow off pressure is low giving a longer coarser spray rather than short atomised burst, worth a try can't think of much else. Valve timing is ok, pump spill timing, I played around fitting a gasket under the pump runs a bit smoother but smoke is worse. If I cant get it any better this weekend it will just have to go as it is as next week I have to get the skimmer finished.

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