THIS IS A VERY GRAPHICS INTENSIVE PAGE!! PLEASE ALLOW TIME TO FULLY LOAD
The beginning is usually a pretty good place to start a story. The first photo will give you an idea of what we had to start with....and it didn't get much better.
This is the crankcase and as you can see there is nice chunk missing. The missing piece is a critical one as a cam bearing housing as well as a top cover to which the governor is bolted go here so accuracy and straightness are paramount. What to do?
When you are between a rock and hard place you have to find a way out. The owner made a wood pattern ,which was a first for him, and the result was THIS casting which would become an integral part of the crankcase.....sort of a "missing link". And I must say he did a great job!
So NOW we had TWO pieces of junk. After milling off the important surfaces on the "missing link" it was time to bring everything together. Some careful grinding and fitting was required to make the casting fit the opening after which we clamped a number of VERY heavy irons to the crankcase to make sure nothing shifted during the welding process. And I am pleased to say it couldn't have turned out better! It's almost fun when things actually turn out the way you planned!!! It makes up for the times they don't.
We tested the fit with the camshaft in and bearings in place to be SURE we had it right.
Here's Mark welding the "missing link" to the crankcase. Did we use any special rods? No. Only later were some Nickel rods used to weld some stress cracks and to fill in or build up a few spots for cosmetic purposes.
Here's how things shaped up after all the welding and grinding with the camshaft bearing and shaft in place.
Remarkably, only a few thousandths shift occurred through all this which made me VERY pleased. The photo below shows the result of our efforts. With THAT little detail out of the way we moved on to smaller and better things. VALVES for example. If I were to publish a detailed account of this project I'd have to buy extra webspace so there are a LOT of things that will not be included here such as getting the valve cages out of the heads, extracting all the broken bolts and studs and on and on. The bent crankshaft dilemma is decribed on another page of this site.
I'm gonna make this part about the valve cages brief. We bored the exhaust valve guides and re-stemmed the valves or made new valves-it's one or the other or both. Hmmm........after seeing the pics I guess it was both!
I bored out the one-piece guides of the intake cages, made conventional press-in guides and complete new valves. This is all well and good but says nothing about all the other links, clevises, brackets and other pieces I can't even list here. One thing I MUST mention is if not for Dave Boomgarden of Chatsworth, Illinois, this project would have been doomed completely. Dave kindly lent MANY parts that were used as patterns so that many of the missing parts could be duplicated. I'm not sure Dave is off the hook YET at the time of this writing!
Once the crankcase was ready to go the next order of business was to get the main bearings organized. Easier said than done as there WERE no main bearings......at ALL. There weren't even any crankcase ends which serve as the main bearing caps as well. These were castings also. The owner brought a piece of seamless tubing which matched the radius of the main bearing seats. We modified this tubing so it would act as the bearing shell which would later be babbitt lined. So instead of Bronze backed babbitted shells we have steel backed babbitted shells. We tinned these shells with babbitt before pouring the linings.
These are enormous bearings and I scratched my head for a LONG time before settling on a method for pouring them. The above photo shows the setup with the ends and every other possible opening dammed with babbitt-rite. The plan being to pour AS QUICKLY AS POSSIBLE from one end and allow a large enough opening at the other end for air to escape quickly enough to get a good pour....the FIRST time. Neatness does NOT count when pouring babbitt. Especially when it's a large amount. The idea is to dump it in as quickly as possible and some spilling is inevitable. Some trimming, scraping and adding oil galleys completed the bearing. MUCH easier said than done!
Here is how it looked right after pouring with the babbitt rite compound removed.
The rod caps were ALSO made from castings. We had an original steel cap that was in very poor shape so we sent it out to Dan Crist of Quinter, Kansas, and discussed how to build up a pattern to strengthen the cap as the casting would be of ductile iron rather than steel and they turned out great.
Having gotten WAY ahead of myself here, it's way overdue to show you WHAT this engine is going to be mounted ON. The chassis in the photo below will be the foundation for the engine. There has already been a CONSIDERABLE amount of work put into the chassis too. A proper front axle was found and acquired from Kevin Roth of North Dakota. Still, much work was required to make things right including the wheels, spindles, axle truss rod brackets AND truss rods, outer main frame rail, steering roller and mechanism and on and on and on. And even all THIS did not begin until the rear wheels and axle were freed up. Remember, this was a RIP RAP tractor. Through some ingenious contortions of the owner things eventually loosened up. I even belted up my 30-50 Rumely to a rear wheel to put some "road time" on it!!! THAT was a sight!!!!
The bolster (the reddish part between the frame rails which also supports the front end of the tractor) was also a casting as are the front "hub caps" which prevent the wheels from coming off the spindles. This photo was taken on a particularly good day.....the kind of day that doesn't come NEARLY often enough!
It's been a while since there has been anything new to add! Blame the weather for that. Anyway, here is the clutch drum and main drive pinion gear sitting on the crankshaft. This is necessary in order to postion the countershaft which is the intermediate shaft between the crankshaft and the final drive bull gears. These three primary gears will have to be lined up in order to babbitt the three HUGE bearings which carry the countershaft.
This is the countershaft which carries the differential gear and final drive pinions. Here's a view of the current state of things as of May 14, 2005. The only thing preventing more progress over the weekend was finding the differential pinions, which up to this point have been stuck tight, turned out to be completely shot once freed up. The pins were also so badly pitted they were suitable only for patterns. So the three pinion gears have been bored out and are waiting for the bronze bushings which will arrive Tuesday. Once the differential pinions are back in shape and installed on the differential gear the countershaft bearings can FINALLY be poured. I even made a ladle which will hold just shy of 2 quarts of babbitt for this job. I can't wait...........................right.................................
I have been SO dreading this part of this project for SO long I decided to the best way to handle it was to get it over with. It was a difficult setup and we poured the bearings in halves with the lower halves being the first to be poured. This is the top half of the largest of the countershaft bearings. It is a 5" journal, over a foot long and took a LOT of babbitt.
After the shaft was babbitted the next move was to get the flywheel onto the crankshaft while the chassis was still IN the shop, and here it is. Here are some dimensions to help you visualize the size of this tractor: the rear wheels (tires..exclusive of the lugs) are 6' in diameter and 2' wide. The front wheels are 4' diameter with a 10" face. Very few 45 Moguls exist with these high front wheels and are referred to as "high wheelers". It was built at a time when IH was looking beyond the 45 Moguls and looking at the 30-60 Moguls. There are parts on THIS tractor that are common to both models and are NOT interchangeable. It is possible that this is one of three to survive.
Moving ahead a bit----As SOME additional progress HAS been made----REGARDS the heads. While all the broken studs and whatnot were removed and replaced and some broken out pieces welded we didn't pay CLOSE attention to the head gasket surface as we weren't READY for that yet anyway. But we GOT ready and discovered some fairly ragged surfaces that just wouldn't do with the brand new copper fire-ring head gaskets. IHC NEVER did ANYTHING in an EASY way. Setting up the heads for facing was a real head scratcher and I wound up clamping them to a face plate which was no EASY task either. But I guess the main thing that matters is results.
So now it was December 16, 2006, but in November we finally got this tractor IN the shop to make some waaaaay overdue headway. In the meantime (while I was trying to overcome burnout) the owner did a lot of things such as mount tanks, cab and canopy, cooler, etc. so it now looks like this.
While I was working on getting back in the mood to even LOOK at the thing again the owner graduated Plumbing 401 with HIGH HONORS.
Every single link, clevis, rod, lever, exhaust pipe elbow(s), pistons, connecting rod caps, crankcase top cover, crankcase breather, crankshaft main bearing covers, valves and more was made from castings or fabricated.
While not visible here, bolted inside the flywheel is a sprocket which drives the water pump. WHY IHC figured they needed a roller chain to drive a water pump is one of those mysterious things that defies common sense......but they DID. And they dreamed up a special wide chain to do it too! The pitch of the chain SEEMED to be REALLY CLOSE to that of common #60 roller chain so we measured closely and it SEEMED as if it might work if the teeth were faced a bit narrower. We set up the sprocket and started facing and checked to be sure the new #60 chain would fit.......and it did........like a glove.
Here is a 1:04 minute 2.76mb WMV video clip done November 22, 2006, of us belting the engine with my 30-60 S Rumely to make SURE everything is doing what it is supposed to do. Please right click and save it:
Now it's August 5, 2007, and we RAN THE ENGINE TODAY! Please right click the link and "save target as" for a 59 second 2.9 meg WMV video. >>>>>>>>>>>>>>> MOGUL VIDEO
Moving right along........yeah right.......along to October 24, 2007 that is. Here's a video clip of the Mogul moving for the first time EVER! This is the real deal.......nothing is staged. Click on the link below for a 52 second, 2.2meg WMV video clip. She sure sounds pretty. :-)
Here is another 3.15meg clip, done the same day, showing the operation of the reverse mechanism. MOGUL REVERSE SYSTEM VIDEO
There are more videos of this and other projects at my youtube channel