WQ Hans

 This is a picture from my Hendrickson walking beam rebush project on an International truck. The axles are off the truck and the walking beams are out to get new bushings pressed in.

 

 

This week I set out to learn about air compressor and to assemble my own mobile air compressor. This compressor is assembled from a 6.5 hp engine that I have had for a while, the engine is set up to run at 3600 rpm's and has a 3.75" pulley on it. The compressor will pump up to 145 psi but is limited right now to 125 psi because of the unloaded valve, this is the pressure. The compressor is also capable of 10 cfm, this is the flow. The air tank that I am using is a 50 gallon air tank. This setup is even capable of running a 1" drive impact gun with out having to stop to build air pressure, even when using it to take off bud wheels. The compressor just has to run for longer which isn't necessarily the best thing for this small compressor because of all the extra heat its generating.

 

This is the pilot unloaded valve. It is an unloaded valve, check valve, pressure relief valve, and throttles the engine down when the air tank reaches 125 psi.

   In this picture is the tank pressure relief valve, the tank air gauge, a shut off valve, and the air pressure regulator so I can limit air going to my air tools to 90 psi so that I don't over speed their motors. I also have fittings for a 1/2" and 3/8" air hoses.

This is the engines throttle, its hard to see the throttle control in this picture. The throttle control pushes the throttle lever one way or the other to speed up or slow down the engine, its what's called a bullwhip style throttle control. The cut in pressure is 95 psi and the cut out is 125 psi 

 

This week = 55, total = 175 

  

WQ Hans

 This week I pulled an engine on a ford 5000 tractor to use in an engine swap on another 5000

 

I though this was pretty interesting. The splines for the pto portion of the input shaft were so worn down that the flywheel was getting caught on the front 1/8" of spines that weren't worn down where the flywheel doesn't make contact. This made this part of the engine removal a little more difficult because I couldn't figure out why it wouldn't just slide right of the transmission. At first I thought the pilot bearing must be rusted to the input shaft. I ended up hooking a come along from the engine to the hitch on my truck and then I was able to get the engine off.

 

 

This week = 60, total = 120 

  

WQ Hans

This week I finished my International truck project. I ended up installing a rebuilt differential in the front free axle. The original plan was to install an Eaton No-Spin (Detroit locker) in place of the spider gears. That plan changed after I had discovered more metal in the differential carrier that wasn't from the spider gears. I had found that the sliding clutch to lock in the power divider had broken into several pieces and had taken chips out of a couple of other gear teeth.

 

This is the gear that drives the pinion gear. I thought that the shiny spot below was pretty interesting. It looked like some broken metal pieces had banged up that spot pretty good, surprising I didn't find any chips in the teeth on this gear.                                                                                                                                        

 

 

Power divider gear teeth that the sliding clutch would slide onto to lock the power divider.

There was evidence of wear on these teeth indicating that the power divider had been shifted in with the truck moving

 

Broken pieces of the sliding clutch 

 

Shift fork where the sliding clutch would sit if it was still intact.  There were a couple chips out of the teeth on the gear behind the shift fork