New Holland Oddball Engine

Been awhile since I posted any questions on this site but I watch it all the time. I recently bought a 445A with a replacement engine in it. The engine is primer red and has New Holland cast in the side. The block number is 87800157 - HG2 1702. The pad next to the oil pan has the following: SC049143 & 1311028396 1340 which is supposed to be the serial number. The head is a NH casting 87802108. Now here is the mystery, it has 9/16" head studs with 1/2" and 12 point main bearing cap screws. The connecting rods have 1/2" 20 cap screws in place of the 7/16" nuts. I have spent several hours at the New Hollond dealership where they have downloaded service manual pages and specs on just about every 3 cylinder Ford/NH ever made and we can not locate torque specs for the head, rod or main bolts. And the valve spring height when assembled doesn't come close to anything we found. I believe this engine came straight from New Holland in the late 90's or early 2000's complete and ready to bolt in. It blew the lands under the lower rings on one cylinder but otherwise looks new inside. The main and rod bearings look like they were just put in so I am reusing them. The cam and journals are perfect so I am not putting in cam bearings. Lately the new ones I have had put in by the machine shop had more clearance that the originals so unless the engine has huge hours on it I leave them alone. My request is; does anyone know anything about this engine or its rebuild specs? BTY this is a 4.4 bore x 4.2 stroke.
 

192 ci engine
Ford made several changes in the engines I believe when the Genesis engine was introduced.
Thinking around 87, parts book shows a change from 1/2 head bolts to 9/16 and changing from 7/16 rod bolts with nuts to 1/2 bolts threaded into the rods some time during the --10 series production.

My manuals doesn't show the specs on the newer engines but if they can get you the specs for a later --30 series that should be what you need.
 
That would be a 192 engine. Most likely a BSD 332. Depending on the vintage it may be emissioned. The 3
cylinder got the genesis treatment somewhere around 95 I think... I'd be curious to see some pics of the
engine because the head studs sound odd for a Basildon engine...

Rod
 
The engine is primer red ... . it has 9/16" head studs with 1/2" and 12 point main bearing cap screws. The connecting rods have 1/2" 20 cap screws in place of the 7/16" nuts. we can not locate torque specs for the head, rod or main bolts. And the valve spring height when assembled doesn't come close to anything we found. I believe this engine came straight from New Holland in the late 90's or early 2000's complete and ready to bolt in.

Why would the torque specs be different. The rods, mains and head didn't change. Should be the same torque value regardless of the change in fastener.

I've never seen a primer red BSD until the blue paint came off in places. Pictures would be nice.

No idea what is going on with your valves but I do remember NH remanufactured engines in the USA using new blocks. They were real sticklers for recovering the old blocks as the EPA was on their a$$ big time demanding a 1:1 swap. The reman was essentially an new engine so maybe they were shipped in red and had head studs and a redesigned valve train. I want to say the engine was built by Dealers Mfg., now known as Reviva.
 
When I get the block and head back from the machine shop I'll take some pictures of what I the items I have questions and post here. I don't
want to put it back together without the official torque specs. Seems New Holland is of virtually no help beyond the old service manuals
which don't even mention head studs and the connecting rod cap screws. Too nice of an engine to just guess and have a cap break and loose it
all. Thanks to all who jibed in.
 
The torque for a 1/2-20 thread is not going to be the same as the spec for a 7/16-20 and why does it also have dowels beside the threaded holes.
 

Engines were built with two different rods during the same time period. One used 7/16" bolts and nuts and one used 1/2" bolts. You cannot say that because a 1/2" bolt can handle more torque, it must be torqued tighter.
 
The block number is 87800157 - HG2 1702. The pad next to the oil pan has the following: SC049143 & 1311028396 1340 which is supposed to be the serial number. The head is a NH casting 87802108.

From what I remember, NH's reman program was a scam to enable it to sell engines in the USA. The "reman-s" were made here with many if not all new components and the cores were recovered for destruction. This I know because NH charged the dealer something like $1,700 for failure to return a core. What I was told was there was no other way for NH to provide engines to its customers as they could no longer import any. This might explain why some components vary a bit from traditional components. Those numbers up above tell the entire story if someone can decipher them.
 
(quoted from post at 20:17:22 10/16/18)
The block number is 87800157 - HG2 1702. The pad next to the oil pan has the following: SC049143 & 1311028396 1340 which is supposed to be the serial number. The head is a NH casting 87802108.

From what I remember, NH's reman program was a scam to enable it to sell engines in the USA. The "reman-s" were made here with many if not all new components and the cores were recovered for destruction. This I know because NH charged the dealer something like $1,700 for failure to return a core. What I was told was there was no other way for NH to provide engines to its customers as they could no longer import any. This might explain why some components vary a bit from traditional components. Those numbers up above tell the entire story if someone can decipher them.
have been busy looking for info on this engine and thanks to Messick's service staff> They sent me a copy of a Service Bulletin No. T3 Date 3-89 where they discuss the head bolts and studs .For some reason Ford wanted to increase the clamping pressure on the head so they increased the head bolts to 9/16 and torqued them to 160 ft. lbs. not the original 110 ft. lbs. However they did make some with the "STEP STUD" design with 1/2" nuts. The bulletin states torquing the stud in the block to 105 ft. lbs. then assemble the head and torque the nuts to a final torque of 110 ft. lbs. This clears up the head torque issue. As for the connecting rod screws and main bearing screws, they will be torqued to the higher values as the newer design was from the turbo version of this engine. BYW: the bulletin states a 1/2 cylinder head should never be drilled out for the 9/16 bolts. Lastly, my engine is a BSD (Basildon Service Diesel) as many have suggested supplied by Ford to replace earlier engines provided the tractor owner surrendered the old engine to Ford. The BSD engines did not comply with the new emission standards.
 
(quoted from post at 07:32:43 10/21/18)
(quoted from post at 20:17:22 10/16/18)
The block number is 87800157 - HG2 1702. The pad next to the oil pan has the following: SC049143 & 1311028396 1340 which is supposed to be the serial number. The head is a NH casting 87802108.

From what I remember, NH's reman program was a scam to enable it to sell engines in the USA. The "reman-s" were made here with many if not all new components and the cores were recovered for destruction. This I know because NH charged the dealer something like $1,700 for failure to return a core. What I was told was there was no other way for NH to provide engines to its customers as they could no longer import any. This might explain why some components vary a bit from traditional components. Those numbers up above tell the entire story if someone can decipher them.
have been busy looking for info on this engine and thanks to Messick's service staff> They sent me a copy of a Service Bulletin No. T3 Date 3-89 where they discuss the head bolts and studs .For some reason Ford wanted to increase the clamping pressure on the head so they increased the head bolts to 9/16 and torqued them to 160 ft. lbs. not the original 110 ft. lbs. However they did make some with the "STEP STUD" design with 1/2" nuts. The bulletin states torquing the stud in the block to 105 ft. lbs. then assemble the head and torque the nuts to a final torque of 110 ft. lbs. This clears up the head torque issue. As for the connecting rod screws and main bearing screws, they will be torqued to the higher values as the newer design was from the turbo version of this engine. BYW: the bulletin states a 1/2 cylinder head should never be drilled out for the 9/16 bolts. Lastly, my engine is a BSD (Basildon Service Diesel) as many have suggested supplied by Ford to replace earlier engines provided the tractor owner surrendered the old engine to Ford. The BSD engines did not comply with the new emission standards.


Thanks for the update. I'd almost forgotten about the reman engines. I have a shipping manifest around here for one of them that I kept for future reference. It's always appreciated when someone reports back with a solution to their problem.
 
(quoted from post at 22:59:24 10/21/18)
(quoted from post at 07:32:43 10/21/18)
(quoted from post at 20:17:22 10/16/18)
The block number is 87800157 - HG2 1702. The pad next to the oil pan has the following: SC049143 & 1311028396 1340 which is supposed to be the serial number. The head is a NH casting 87802108.

From what I remember, NH's reman program was a scam to enable it to sell engines in the USA. The "reman-s" were made here with many if not all new components and the cores were recovered for destruction. This I know because NH charged the dealer something like $1,700 for failure to return a core. What I was told was there was no other way for NH to provide engines to its customers as they could no longer import any. This might explain why some components vary a bit from traditional components. Those numbers up above tell the entire story if someone can decipher them.
have been busy looking for info on this engine and thanks to Messick's service staff> They sent me a copy of a Service Bulletin No. T3 Date 3-89 where they discuss the head bolts and studs .For some reason Ford wanted to increase the clamping pressure on the head so they increased the head bolts to 9/16 and torqued them to 160 ft. lbs. not the original 110 ft. lbs. However they did make some with the "STEP STUD" design with 1/2" nuts. The bulletin states torquing the stud in the block to 105 ft. lbs. then assemble the head and torque the nuts to a final torque of 110 ft. lbs. This clears up the head torque issue. As for the connecting rod screws and main bearing screws, they will be torqued to the higher values as the newer design was from the turbo version of this engine. BYW: the bulletin states a 1/2 cylinder head should never be drilled out for the 9/16 bolts. Lastly, my engine is a BSD (Basildon Service Diesel) as many have suggested supplied by Ford to replace earlier engines provided the tractor owner surrendered the old engine to Ford. The BSD engines did not comply with the new emission standards.


Thanks for the update. I'd almost forgotten about the reman engines. I have a shipping manifest around here for one of them that I kept for future reference. It's always appreciated when someone reports back with a solution to their problem.
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Here are the pictures of the block with Fiat logo, rod cap and the step stud head studs. Thanks to all who shared info on this mystery motor.
 

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