New parts don't really exist anymore. Some diesel shops still have old stock and can fix things. These injectors are really simple, and easy to clean. Sometimes they put up a fuss getting them out.
They use seals like a spark plug. Not easy to find. You can make replacements or have them made. Copper is fine. It should be annealed. For copper that means heated and quenched.
Injectors tend to wear and drop break pressure. Pressure is adjustable if you have the pump to measure it. They can be built from a grease gun.
Precups tend to erode away. IH uses a small chamber, called a precup to do the initial firing. It was a fine system back in the day, allowing IH engines to utilize low grade fuel. Remember that diesel was not a common commodity in those days, and the quality or consistency varied greatly. IH was able to run on fuel that nobody else could use, with no problems. I have documents explaining the effort that went into their diesel program and why certain things were done at that time.
There are 3 basic types of injectors, so be careful about buying them for spare parts. The early ones were made by Bosch. About 1946ish IH started making their own, but made the housing about 1/4 inch bigger diameter. You probably have this type. On the motor the fuel line attaches at the 9 o'clock position) Later they came out with an open face injector which fits in place but has different internals. Those are identifiable by the fuel line. Same fitting, but it attaches at the 10:30 position. That injector came along with the introduction of what is called the "B" pump. It has the big letters "IH" embossed on the top cover.
There are 4 different pump series that were used.
1) The original Bosch made through the WWII years.
2) The blank IH pump, IE no external markings.
3) The IH A pump, that came along in the late 40s, and is the most common. It has the big letter "A" on the side cover.
4) And finally the B pump, noted by the "IH" on the the top cover. Introduced in the late Farmall 400, and used in the 450, 650.
During the entire time, the original Bosch pump was available as a kit from IH. The old timers like it the best. Fine pump, but it cost more than the engine. Bosch had a plunger for each cylinder. IH switched to a single plunger and a distributor that feed the generated high pressure pulse to each cylinder. Each has their advantages. The Bosch has a better governor system, the IH is more cost effective and provides more consistent operation across the cylinders.
For maintenance in the IH pumps, there are several valve surfaces that can be polished up, but it takes care and precision to do so. Most all the internal pump parts are precision ground to fit. That makes things like plungers not interchangeable, but I have seen them cross over.
If the pump hasn't been trashed by dirt, most likely just cleaning it will alleviate most problems. The plunger and distributor valves are all fitted to ten thousandths of an inch. They tend to stick from dried fuel when left to sit. Also several of the needle valves used for pressure control also tend to stick if water has been present for any length of time.
The most common problem for is that the seal on the primary pump shaft goes away and leaks. It lets fuel leak into the fuel sump, which eventually fills up and overflows into the oil reservoir at the bottom of the case where the governor rotor resides. As the body overfills, the governor becomes flooded and no longer performs well.
One last thing. These IH pumps are all the same body, just configured for different models. The pump on an MD will fit and work on a TD6, TD9 or TD14. Adjustments need to be made of course, and the plunger should be changed for one with a different helix, but they will run. I have a picture of a plunger from a 450 and a TD18 and the only difference is in the plunger helix. And you have to measure to find the difference.
This post was edited by M Diesel at 12:45:51 05/06/10.
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