Re-timing a D-239 engine.

Drew 16

New User
Hello, all.

Whilst being a Ferguson owner my self, my next door neighbour (who speaks only French) has a German-built International 724 with a D-239 plant. Since the day he paid over the market value for it, he's had various troubles, none of which, I've re-assured him, are insurmountable. Consequently, with my encouragement, he's ploughed on with a progressive overhaul, whilst still actually using the tool. However, the time has come to face a certain fact that the awful rattle on uptake is not down to his gearbox main-shaft; rather that he has issues with his big-end and/or main bearings. It's not that the engine has ever lacked power or been a challenge to start, just that it has this cacophony on uptake.
So, head off, sump likewise, and timing-chest removed, and he's faced with cam gear, idler, pump gear and the smaller sprocket on the crank. Piston #1 currently sits at TDC, with the locator pin for the crank pulley at 180-deg south. This I've told him, for all my experience of IH, is important to note, as he has an engine which is/was well-timed, with #1 where it needs to be for setting-up. But, of course, that crank needs to come out, and the pistons with it, and I fancy it will be a bit of an art to throw back in in exactly the same position, dowel 180-deg south and #1 at TDC, which, if so, would change nothing regarding the smooth timing he has always had. I focus on the locator dowel as there are no other obvious timing marks on the crank gear, that I can see from the observations I've made.

So, boiled down, do the D-239 knowledgeable ones on here think that the less-than simple replacement of the crank as it currently stands is possible without shaking about cam/idler/pump gears, and will alter nothing, or does wisdom say remove the idler, fit the crank and then position everything as if it was a complete re-build (which it isn't really, as there is no actual need to remove/replace the functioning cam and pump)?
Kind of sounds like I'm asking what are all the timing alignment marks at #1 TDC, doesn't it? :D

Any photographic help would be appreciated.

Regards,

Drew
 
Hello, Jim.

My pal had considered the balancer initially; he even mentioned some potential nightmare regarding re-shimming it ( :?:). However, even with the balancer in place and the crank gear sat down upon it, I demonstrated to him just how much up/down play he had at the pulley end of the crank (which would follow that it is similar, to varying degrees, along the journal...I haven't tried it from his flywheel boss yet). It would just remain to be seen if he has any lower cups to the main bearings at all, as if he hasn't, I fancy there could be wear to the crank gear which meets the balancer, as well as, possibly, wear to the balancer itself.
Anyway, I'll swing in to his shed today and get as broad a picture as I can and also try and get some photos. Meantime, I'm obliged to you for the direct e-mail and I'll contact you later, via that.
 

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