|
B A Star
12-26-2000 18:17:30
|
|
Re: Re: 1850 Deisel in reply to Jim Mc., 12-26-2000 13:41:01
|
|
| |
Take it from one whom has had a lot of experience with the 1850 engine. It was a very good engine when the fuel delivery was at factory specifications, howvever when fuel delivery was increased it had some problems. Perkins, owned inpart by Massey Ferguson built the 354 in many ( 54 I think )versions that were used in many applications. The serial number will tell you the version and where it was manufactured. The 1850 used a 354U engine. The engine is a (no dot) engine or the basic engine and "U" identifies that it was built in the United Kingdom. The problem with the 1850 engine is that it does not have coolant passages between the exhaust passages and the valve cover gasket surface. Valve cover gaskets would live at the factory fuel delivery level, however if the pump was "turned up" it destroyed the valve cover gasket. Oliver made many attempts to come up with a gasket that would live, they spent a lot of money attempting to solve it for the customer. Just too much heat in that area when "hopped up". Most dealers turned the pump back when they traded them back in and they eliminated the problem. The 2-105 ( dot 1 )engine had coolant passages around the exhaust ports to allow the gasket to live. The 2-105 was a (dot 1 )turbocharged engine, however it did not have reinforced top ring lands in the pistons and did not have piston cooling nozzles. Again, if fuel delivery was increased it would melt #5 piston first, appearently #5 had less coolant flow around that liner as compared to others. How do I know? I was in charge of warranty for one of the companys larger Branchs in that peroid of time. When I got a call on a melted piston wanting warranty, I would tell them that I could identify the failed piston Number. If we looked at the tractor, we would challange the dealer or customer to allow us to check fuel delivery, that would end the discussion. The 2-85 had steel reinforced top ring lands, Yes, a better piston in a non turbo engine vs. turbo engine, however that was a political deal. Also the 2-110 ( dot 4 ) engine had reinforced top ring land pistons. Of course people want to install the 2-110 pistons, however you will have to do some machining to accomplish it. The 2-105 engine had a drilling from the rod bearing the length of the connecting rod to deliver lube oil to the wrist pin in the piston. The 2-110 engine has "TeePeed" wrist pin end connecting rods vs. the "non-teepeed" in the earlier engines. Do not use 2-110 connecting rods in the earlier engines as they do not have the drilling to deliver lube oil to wrist pins. 2-110 has piston cooling nozzles to lubricate and cool the under side of the piston. Wrist pin failure will occur very rapidly if 2-110 rod are used. In other words you will have to machine the wrist pin end of the 2-105 rod to match the 2-110 wrist pin end. I have a friend that had 2-110 pistons in his 2-105 at 140 Hp and it lived for 4000 hrs., of course he used his head and did not lug it for long peroids of time.
|
|
|
