We like to pass the savings onto to you when ever we can....
Through the US Postal Service, we have managed to find a cheaper way to ship adapters. For all US orders, shipping of adapters will be a flat $6.10 and will be charged at check out. For international orders, actually shipping will be calculated and it would be best to contact us before ordering.
Sunday, November 16, 2014
Massey Ferguson 202....
Since winter seems to be approaching rapidly, my personal projects have been placed on hold. So, unfortunately, this means that the Nash is getting shoved back into the corner. I did, however, manage to get the 5.3l set down in and bolted up. Surprisingly, the engine and transmission mounts lined up nicely and everything bolted together.
So now, my focus has shifted to fixing my tractor so that I can plow the driveway when it finally starts snowing. Last year, when it was really cold, I heard a "pop" while trying to start it. After that, the 3 point proceeded to work less and less efficiently until the point that it stopped working altogether. So, the other day, I finally had some time to dig into it.
What I found was quite amazing. First off, the hydraulic oil was basically water. Literally there was so much water in the oil, very little oil was left. Because of this, the pump must have froze solid and when I went to start it, it broke in half...
Since this this is all apart anyways, I figure now is a good time to start fixing everything that is wrong with it. Besides the hydraulics, the wiring is absolutely atrocious. It's amazing that this thing didn't burn to the ground. There are bare wires without insulation and cut power wires just lying everywhere. But, in order to get to everything, all of the sheet metal has to come off...
At least I am not too surprised with the issues that have surfaced. Guess this is the kind of equipment that you get when you spend very little at a farm equipment auction...
Thursday, October 23, 2014
Wow...its kinda been a while....
What can I say, things have been crazy around here....but it's starting to get back to normal.
So, over the last couple of weeks, I did manage to find some time to work on the 5.3 swap project. As I have said in earlier posts, I am planning to use an early 700R4 transmission instead of the 4L60E that was behind it originally. There are several reasons for this, but mainly because the stock trans was a 4x4 application and I wasn't ready to tackle a computer controlled engine and a computer controlled transmission. One thing at a time...right?
When GM brought out the LS platform of engines, they decided to change the flexplates and torque converters slightly. This is really no big deal, you just have to know what you are looking at. The easiest change to spot is the torque converter bolt pattern. The newer transmissions have a slightly larger bolt pattern than the older ones do. To address this, most people just file out the holes and make them egg-shaped.
However, if you find an early 5.3 flexplate, both bolt patterns are there. I have to say that was a very pleasant surprise...
The other main change is that the 5.3 torque converters have a long snout to fit into the back of the crank. The older ones do not and you will have to run some type of spacer/adapter. I got mine from Summit Racing here.... Hughes Flexplate Adapter...part number HUP-HP3795. It slips right in the back of the crank and is now ready for the 700R4...
To get the 700R4 ready so you do not have to run a computer, there is a little bit of re-wiring that needs to be done. Other that having an overdrive, the main benefit of the 700R4 is that it has a lock up converter. The wires that run under the filter go to the solenoid that controls the lock up and the three connectors are for the pressure switches that originally sent the signals to the controller. The switch with the yellow terminals is for the 4/3 downshift so that the converter will disengage lockup while downshifting. The switch with a single wire is plumbed in the pressure port of 4th gear and this really is the only one that we are concerned with.
When the transmission shifts into overdrive (4th gear), we want it to then lock up the converter. So, when there is pressure, the switch will make contact and ground itself to the valve body. You can take one of the solniold wires and run it to this switch. The other wire, you will have to run a constant 12 volts to. This by far is the simplest way of doing this...you can make it much more complicated by tying back into the brake switch and a vacuum switch but this method works great. Here is a really good link that explains this in great detail:
700R4 Lockup Wiring Made Simple
Now comes the fun part...the engine harness. When you look at the bundle of wires originally coming from the ECU, just know that about half of them are not needed and will eventually be pulled out. More on this to come....I promise. It is not as bad as it initially looks.
So, over the last couple of weeks, I did manage to find some time to work on the 5.3 swap project. As I have said in earlier posts, I am planning to use an early 700R4 transmission instead of the 4L60E that was behind it originally. There are several reasons for this, but mainly because the stock trans was a 4x4 application and I wasn't ready to tackle a computer controlled engine and a computer controlled transmission. One thing at a time...right?
When GM brought out the LS platform of engines, they decided to change the flexplates and torque converters slightly. This is really no big deal, you just have to know what you are looking at. The easiest change to spot is the torque converter bolt pattern. The newer transmissions have a slightly larger bolt pattern than the older ones do. To address this, most people just file out the holes and make them egg-shaped.
However, if you find an early 5.3 flexplate, both bolt patterns are there. I have to say that was a very pleasant surprise...
The other main change is that the 5.3 torque converters have a long snout to fit into the back of the crank. The older ones do not and you will have to run some type of spacer/adapter. I got mine from Summit Racing here.... Hughes Flexplate Adapter...part number HUP-HP3795. It slips right in the back of the crank and is now ready for the 700R4...
To get the 700R4 ready so you do not have to run a computer, there is a little bit of re-wiring that needs to be done. Other that having an overdrive, the main benefit of the 700R4 is that it has a lock up converter. The wires that run under the filter go to the solenoid that controls the lock up and the three connectors are for the pressure switches that originally sent the signals to the controller. The switch with the yellow terminals is for the 4/3 downshift so that the converter will disengage lockup while downshifting. The switch with a single wire is plumbed in the pressure port of 4th gear and this really is the only one that we are concerned with.
When the transmission shifts into overdrive (4th gear), we want it to then lock up the converter. So, when there is pressure, the switch will make contact and ground itself to the valve body. You can take one of the solniold wires and run it to this switch. The other wire, you will have to run a constant 12 volts to. This by far is the simplest way of doing this...you can make it much more complicated by tying back into the brake switch and a vacuum switch but this method works great. Here is a really good link that explains this in great detail:
700R4 Lockup Wiring Made Simple
Now comes the fun part...the engine harness. When you look at the bundle of wires originally coming from the ECU, just know that about half of them are not needed and will eventually be pulled out. More on this to come....I promise. It is not as bad as it initially looks.
Thursday, September 18, 2014
Coats 40/40 project....
About a year ago, we acquired this 40/40 tire machine and I had the brilliant idea to tear it all apart and paint it up to make it look pretty for the shop. Well, what happened was that it sat apart for almost the entire time and changed only one tire. In the meantime, we came across a newer rim clamp machine that is fully functional and needs absolutely nothing, so now.....this thing has to go because it is in the way.
If anyone is in need of a freshly painted, mostly functional tire machine, let me know....
By the way, the new machine will not be getting a paint job....It's scratched up, dirty look is just perfect....
If anyone is in need of a freshly painted, mostly functional tire machine, let me know....
By the way, the new machine will not be getting a paint job....It's scratched up, dirty look is just perfect....
Moving day....yet again....
Finally got the workhorse lathe of the shop back into it's new home. Wow was this thing heavy, it was all that my 1/2 ton truck could do to pull it around...probably had the trailer overloaded just a bit...
Now that this thing is in, all of the other equipment can finally fit into place and hopefully the shop can become a much less cluttered mess...
Maybe this organ repair might becoming a thing....
....uhhhh, probably not. I can't imagine there is much demand for a a key pusher while the true organ repairer is working.
Regardless, I was interested in lending a hand on this particular job because the organ in question was all mechanical. The amount of linkages is absolutely astounding. As a key is pressed on the console, it activates a series of rods and bell cranks to open a mechanical flapper on a pipe up to 20 ft away. With all of the points of movement, there is absolutely no play in any of it.
This organ began construction in 1972 in Germany and took 2 years to complete. It apparently is 1 of 5 like it in the U.S. Once shipped over here, it took another 3 weeks to install it.
Here is a picture of some on the linkages responsible for making this thing work. These are just for the key board, there is another set buried beneath the console that are operated by the foot pedals. This thing is truly a work of art...
Regardless, I was interested in lending a hand on this particular job because the organ in question was all mechanical. The amount of linkages is absolutely astounding. As a key is pressed on the console, it activates a series of rods and bell cranks to open a mechanical flapper on a pipe up to 20 ft away. With all of the points of movement, there is absolutely no play in any of it.
This organ began construction in 1972 in Germany and took 2 years to complete. It apparently is 1 of 5 like it in the U.S. Once shipped over here, it took another 3 weeks to install it.
Friday, September 5, 2014
Chevy Vortec...made with real tornadoes...
Ever since I finally brought the Nash home, I have been experiencing an itch to maybe start working on it. It's been quietly, patiently waiting in the corner for the time to be right to resurrect it from it's current neglected state. Well, that that time might come fairly soon....
First things first, I need to start collecting some parts. I would prefer it not to end up like so many of my other personnel projects spread out over all of the shop waiting on the necessary pieces to magically show up at my doorstep. So, over that last several months, I have been acquiring the necessary pieces that will eventually address the many aspects that I find wrong with the vehicle. Remember, I built the thing when I was 16...I made a lot of mistakes....
One of the aspects that I despised the most was the carburetor. Have driven the car cross county several times, it was a never ending battle to keep the thing running correctly especially at any appreciable elevation. The last time I changed jets somewhere in the mountains of Colorado, I swore that I was going to eventually step it up to the late 20th century and install a fuel injection system.
That was at least 10 years ago, and things change...especially...the availability of newer engines and their donor vehicles. Case in point, I pick this beauty of a truck up for basically scrap price. Its a 1999 Chevy Silverado LS with a 5.3L GM Vortec engine that had been involved in a slight accident that eventually lead to it being totaled.
Now, I have a couple of friends that have done the 5.3L swaps that have been trying to convince me to do it to the Nash. I admit, I was a bit hesitant until I saw this on the Youtubes...warning: it's a bit of crude humor....
So, I had to get me one of those tornadoes under the hood....
Since I had a running, driving donor vehicle, I was able to take everything I needed from the engine to the computer and even the OBDII port off at my leisure and part the rest out before I hauled it to the scrap yard. As it stands right now, there really isn't much left of the thing...apparently the hillbillies around here go crazy for Silverado parts...
I plan on using a 700R4 instead of the stock 4L60E transmission. It's got a mechanical speedometer and it's not completely computer controlled. Regardless, the ECU is going to have to be reprogrammed to do anyway with all of the emissions B.S. so I still have to figure that all out...not to mention that the stock engine harness is a bit overwhelming. So, stay tuned...I'll try and keep a decent step by step review...
First things first, I need to start collecting some parts. I would prefer it not to end up like so many of my other personnel projects spread out over all of the shop waiting on the necessary pieces to magically show up at my doorstep. So, over that last several months, I have been acquiring the necessary pieces that will eventually address the many aspects that I find wrong with the vehicle. Remember, I built the thing when I was 16...I made a lot of mistakes....
One of the aspects that I despised the most was the carburetor. Have driven the car cross county several times, it was a never ending battle to keep the thing running correctly especially at any appreciable elevation. The last time I changed jets somewhere in the mountains of Colorado, I swore that I was going to eventually step it up to the late 20th century and install a fuel injection system.
That was at least 10 years ago, and things change...especially...the availability of newer engines and their donor vehicles. Case in point, I pick this beauty of a truck up for basically scrap price. Its a 1999 Chevy Silverado LS with a 5.3L GM Vortec engine that had been involved in a slight accident that eventually lead to it being totaled.
Now, I have a couple of friends that have done the 5.3L swaps that have been trying to convince me to do it to the Nash. I admit, I was a bit hesitant until I saw this on the Youtubes...warning: it's a bit of crude humor....
So, I had to get me one of those tornadoes under the hood....
Since I had a running, driving donor vehicle, I was able to take everything I needed from the engine to the computer and even the OBDII port off at my leisure and part the rest out before I hauled it to the scrap yard. As it stands right now, there really isn't much left of the thing...apparently the hillbillies around here go crazy for Silverado parts...
I plan on using a 700R4 instead of the stock 4L60E transmission. It's got a mechanical speedometer and it's not completely computer controlled. Regardless, the ECU is going to have to be reprogrammed to do anyway with all of the emissions B.S. so I still have to figure that all out...not to mention that the stock engine harness is a bit overwhelming. So, stay tuned...I'll try and keep a decent step by step review...
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