4000 vs 4630

root

Member
I have a 1969 Ford 4000 diesel and saw a 1992 Ford 4630 for sale the other day. I stopped to look at it and it didn't seem much different than my 4000. The tins had a different style and it had rops. It had what looked like the same 3cyl diesel that my 4000 has. What am I missing or has not much changed from 69 to 92?
 
4630 is turbocharged and produces about 60 PTO HP.

FWA option.

Transmission options.

Dean
 
4630 has 55 PTO vs 45 on the early 4000.
30 could be had in basic spec and is
essentially an updated 4000 but could
also be had with 8x8 shuttle transmission
and higher flow closed center remotes.
The 92 model would have the same basic
201n/a engine but later had a 192t.

Rod
 
Root - Though Id imagine that there are many hidden
updates/changes, Ford seemed very good (perhaps a bit too
comfortable) at leveraging older designs for updated models.
Dads 58 641 shares a lot of DNA with even my 73 4000SU.
 
Among the other improvements on a 4630 is
the engagement on the pto.
I understand they softened it a lot.
Turn on the pto on an old 4000/4600 and
they engage like you hit them with a sledge
hammer.
 

Ford made a number of upgrades over the years with each model change.
Dual lever lift controls instead of flip lever for dept or position control
Hydraulic pto stop allow the pto to be rotated when the engine is turned off to make hooking up the pto shaft easier, 4000's spring brake doesn't allow that.
Softer pto ingagement is a plus
Ford keep the 201 engine until 94 when the 4630 engine was changed to the 192 with a turbo, must have been for emissions because they gave up some low end torque and use more fuel and the 201
Many like the synchronized shuttle shift trans that some 4630 come with, but they were made by Kubota and many parts are no longer available, I prefer the old tried and true 8 spd
Sadly the wiring harnesses on the newer tractor are a nightmare compared to the simple wiring of the older models
The best thing about a 4630 to me is they finally went to hydrostatic steering and go away from the old steering boxes
Down side is to make room for the steering cylinder they made the front bolster thinner in one area, with heavy loader use some of been known to break, plating the sides of the bolster is highly recommended for loader use

I installed a 3930 front axle and hydrostatic steering on my 69 4000 a few years ago, it really improved the steering over the old hydraulic ram it had
No loader on that tractor but I'd simply plate the sides of the bolster should a loader ever be installed
 
Well I ended up buying it for 8k with 2100 hours on it. It was advertised as a 92 but it must be newer because it is a turbo. They really hide that turbo up under the hood. It's an LCG model or has a lower front end than my 4000. I thought my 4000 was running good and started quick. I was mistaken because this one has more power and starts much faster. It still has the intake heater and that surprised me. And it shuts off with the key instead of a fuel cut off. Not sure how that works just yet. Overall its a really nice tractor. Here she is on her way home traveling down US 40 in west central Indiana.

4630.jpg
 
Nice tractor. Looks almost exactly like my MFWD 5030.

Destroked: My bolster is cracked about 2" long just above the steering ram on the bottom surface of the inside corner of the casting, on both sides.

Also, the bolts fastening the bolster to the engine were southern-engineered by someone else and are very loose and worn. Would Grade 8 bolts and nuts be a good replacement, or should I go to a higher grade of fastener?

I'm also going to cut out some side plates for the bolster as it has a 7410 loader on it. What would you recommend as the plate thickness? 5/8" or more?
Thanks.
PS, Had my shuttle synchronizer (8x8 shuttle tranny) replaced last year and it was a Kubota part that is readily available.
 

I know its a big tear down but Id have the bolster welded, then plate it with 1/2 or 5/8 steel plate cut to match the bolster
The bolts holding the bolster to the engine are common grade 5 bolts, 3/4 dia.
You can use grade 8 if you want

I didnt say all of the synchro shuttle trans parts were no longer available, but I presently have a 16x8 trans from a 5030 in my steering rage trailer
7 years ago only 2 oil pump were available in North America for $1008 each, the pressure relief valve is scored and not available, thee distributor housing bore is damaged with non available, synchronizes are good but 5 thrust washers are trashed with 3 of them no available, the shift solenoid is also no available
Also due to a stopped up oil screen preventing oil flow it spun a bearing in the case
Im not saying the synchro shuttle trans are bad, just that if they havent been maintained they can be costly to repair IF the parts are still available for them
 
Yesterday, a very knowledgeable parts guy at the local Winston-Salem NH dealership told me that Alexanders in TX has a kit to convert the 8x8 shuttle to an 8x2. I haven't looked into that yet, but that is a possibility for others.
 

A 8x2 trans along with the rear axle center section is what is needed for the conversion unless its a 4x4 tractor
Similar to the SOS conversions done many years ago
 

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