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1855 Gasser

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Wayne

12-20-2002 06:01:03




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Was the Gasoline version of the 1855 more, or less reliable than the Diesel?Not a big fan of Gasoline,just curious.Interested in anyone's thoughts or experiences.Thanks




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John

12-21-2002 12:51:47




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 Re: 1855 Gasser in reply to Wayne, 12-20-2002 06:01:03  
My grandpa had a 1750 diesel and a 1755 diesel both that we still have and use today which have both been overhauled once. The 1855 diesel that we have we replaced the block in twice and our currently in the middle of an over haul. The 310 has ran great when the power is kept down but if you turn the power up much over 95-100 hp your asking for a problem. We have a Super 88 that we pull with that has a 310 gas that is turned up to 5000 RPM. The 310's will run great if you constantly work and do maintenance on them !

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Adam Suess

12-20-2002 16:26:43




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 Re: 1855 Gasser in reply to Wayne, 12-20-2002 06:01:03  
I know of two 1855 gas tractors. I would not own one unless it was given to me or I had little intent to use it alot. Maybe for an auger tractor. Lots of little irritating things go wrong vapor lock, distributer problems, carb problems and power out put is inconsistant. Those things aside and compairing un updated engines, the gas probably would last longer as they could stand looser wrist pin bushings and there was less stress on the rod bolts as compaired to the diesel. But even the gas will send rods out the side and would benifit from the same updates as the diesel rod bolts, harmonic balencer and solid pin bushings. And with the 310 never forget about electrolisis it is the single most reason I see most of the higher hour or original diesels fail. The gas dose not seem to suffer from electrolisis. gases seem to go on average 3,000 to 3,500hrs on an original diesels average 2,500 hrs although I have seen 1755's make 5,500 hrs if they were in hay and less load type situations.

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Michael

12-21-2002 08:56:28




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 Re: Re: 1855 Gasser in reply to Adam Suess , 12-20-2002 16:26:43  
I agree wholeheartedly with Adam. I purchased an 1855 gas several years ago and have experienced many minor problems such as the vapor lock, points problems, and difficulty starting. The vapor lock is especially frustrating as every time I think I have it fixed, I discover it hasn't been fixed. If I had known about the Cummins repowers I would have done that versus rebuilding the gas engine (hindsight is 20/20). I love the tractor features but hate the engine. Personally, I will never buy another gasoline tractor. Just my opinion. Good luck whatever route you choose.

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Westville1

12-21-2002 06:40:30




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 Re: Re: 1855 Gasser in reply to Adam Suess , 12-20-2002 16:26:43  
Adam, As one who is relatively new to Olivers, please explain what you mean by electrolysis shortening the life of 310's? Does it cause problems on other diesels, like my S77 for example? Thanks



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Adam Suess

12-21-2002 14:53:03




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 Re: Re: Re: 1855 Gasser in reply to Westville1, 12-21-2002 06:40:30  
I'm not totaly clear on the causes myself. But I do know it affects several different engines in addition to the 310. Early ford diesel pickup is one that comes to mind. Prevention calls for changing coolent from time to time, using a good quality antifreeze rated for diesel use, distilled water and add a coolent conditionor at least once a year. Newer engines or cummins at least have coolent filters on them with a additve in the filter for this reason. I think there is a coolent test strip available to tell when it's time to change or which filter you need. The 310 is a wet sleeve engine and when electrolisis happens the coolent will eat out the block and sleeve at the bottom. eventualy coolent gets into the oil and you burn out the berrings and likly put a hole in the side. The block must be repaired to accept sleeves again. This happened to dads 1950-T and I bought a 1755 with which this happened and rebuilt it. I'm not awair of it being a problem on the 77 diesels. I have a 52' 77 diesel, good tractor. Good luck.

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WFE

12-21-2002 20:25:08




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 Re: Re: Re: Re: 1855 Gasser in reply to Adam Suess, 12-21-2002 14:53:03  
Good info, Adam. As I have been taught, electrolysis is a phenomenon which can occur in all engines, but is most common in diesel engines and modified gasoline engines under higher compression ratios. It helps to imagine a wet sleeve engine with coolant in the water jacket surrounding the sleeve. During the ignition of the fuel (the power stroke of an engine) intense force is created in a small period of time resulting in a shock wave if you will. This shock wave is transmitted to the wall of the cylinder/sleeve (as well as the piston of course). The shock waves from the several ignition cycles that occur every second result in the sleeve resonating. It is a very small and rapid movement, but it is occuring, again particularly in diesel engines and higher compression gasoline engines in which the ignition is more powerful and violent. Anyway, as the sleeve resonates, the coolant surrounding the sleeve does not have enough molecular adhesion to maintain contact with the sleeve as it is resonating. As a result, tiny air pockets are formed around the sleeve which form and burst in the blink of an eye. As these air pockets burst, their effect, over time, will result in the pitting and eventual weakening of the materials with which it comes into contact, be they cylinder sleeves or sleeve counterbores or block gussets, whatever is resonating as a result of the detonation of the fuel to a significant extent. The use of coolant conditioners (silicate additives) or coolant rated for diesel engine applications which already has the necessary conditioners, alters the chemistry of the coolant to increase its adhesion to the sleeve, preventing the air pockets from forming and subsequent electrolysis damage. I have removed sleeves so weakened by electrolysis that they literally crumble when removed from an engine. Then again, there was a 310 I did a while back that had 4600 original untouched hours on it and the sleeves were in great condition. Owner changed coolant regularly.

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RAB

12-22-2002 02:42:46




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 Re: Re: Re: Re: Re: 1855 Gasser in reply to WFE, 12-21-2002 20:25:08  
maybe referred to as electrolysis, but electrolysis indicates electric current passage causing the erosion. Your explanation is mmore similar to pump cavitation - with the same results- where the small cavities are vacuum cavities. All points to the vibration problems in this engine probly caused by the block castings etc. not being stiff enough to easily resist the extra loadings of the high power diesel turbos etc. etc. Just an observation: Along with all the other design shortfalls its a wonder any of them have refrained from going into orbit! The fact that they didn't must mean that the individual design points were marginal and the 'worst case' scenario (rod out of bed) for any particular engine only happened once, after all!!!
Regards and have a merry Xmas, RAB

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Shep

12-20-2002 06:35:15




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 Re: 1855 Gasser in reply to Wayne, 12-20-2002 06:01:03  
Typically the 310 gas engines were a lot more reliable and ran a lot better from the factory. Even the 310 diesel with out a turbo and under normal HP specs ran pretty reliably, like in the 1755 tractors. It seems the problems with the 310 came out most when they put a turbo on it and cranked up the fuel, like the 1855 and 1955.

My book does show that they made some 1855 gas tractors but I cant say that I have ever seen one or really even know where one is. I dont think they made too many 1855 gas tractors.

Hope this helps.

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IanC

12-22-2002 14:41:17




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 Re: Re: 1855 Gasser in reply to Shep, 12-20-2002 06:35:15  
We had one 1755 gas out. He'd bought a gas to pull his BIG spreader, and needed one that would start without pampering of a wiff of the good stuff. It's a good thing he had fender tanks though. I borrowed it after he traded it in to spread some fertilizer, and it used about 10 gal/hr.



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