Where the problem comes in with the 361-407 is in CORE SHIFT . maybe i am a little tomuch ocd on them but i hate redoing one on my dime . So where i like to start is with and out of chassis and from a bare clean block and a LINE BORE not line HONE , next up on the menu is and over bore of.010 OFF the center line of the crank bore ( this is where you will see just how much shift you had ) Plus you can get and even fit of the sleeves . Next up after the sleeves have been pressed in checking for any out of round or wrinkling of the sleeves and hand fitting the skirt to wall fit . Then doing a rod reconditioning . Rebuilding of the head and getting the valves set correctly as NOT all Machine shops know how or even care if they are close . Many years back i had a Farmer ask about a rebuild on one of his 806' as he had like five and i gave him a price , well he did not like my price and said he could DIY it way cheaper , Ah yep so he thought . After having NON of them make it past the first thirty hours of run time with out ventilating the blocks and looking for more engines he came crawling back to have me build the short block . Next thing people over look is the fifty hour retorque of the head and the resetting of the overhead . many do not have the special socket for the head bolts of the early engines . Of all the engine MFG only two make me nervous on a rebuild , one is the old two stroke Detroits and the D and D T 361-407 . If ya never had a rack hang on a Detroit and run away on ya you lucked out . one does NOT work on them old Detroits ever before one makes darn sure the emergency shut down flapper is in GOOD working order and two with out installing vice grips on the rack . Feeding a 100# of dirt red rags into and open blower will not stall one out and makes for lot of dirty red confetti Pulling the fuel lines out of a 30 gallon barrel after the red rag fail any results does not shut them down because they are now running on crank case oil , this happened to a 6-110 just after rebuild by a rebuild shop during run in , i was there when this one took off , went to see a friend one day and he was standing over top of and 8-71 that was just starting to run away and the blower shut down was stuck open , He was tryen to use his hands over the inlet to starve and could not get away from it now , as i came thru the door Dick was yelling at me GET THE VICE GRIPS . That 8-71 was screaming when i forced the rack into shutdown , I had a 4-71 try and get away from me back when i was a pup but i always listened to my elders and had the vice grips on the rack and had freed up the butterfly on the blower First . Most D and D T 361-407 failures come from out of round holes , wrinkling of the sleeves during installation and improper skirt to wall clearance wrist pins not properly done . BUT when done correctly and taken care of one of the best engines ever built . My 806 is a 10000 hour one and i have had it now since 94 i think when i got it . To date i have only once had the valve cover off to run the valves , had it split once for a clutch when i took the center out during silage choppen will pulling the new wagons that we now know are way to large for what we have to pull them with in our area. I have been around he D361-407 since they were NEW in both the ag line and the industrial ap. back then my boss and owner of a vary large construction companyor i should say THREE large const. companys and large farm Bought six new T D 15's and a new 806 the day it hit the fair ground for the first public showing over the labor day weekend and the following weekend my uncle bought the next one to hit this area at another dealer ship as it came off the truck on saturday morning and was in the field by1:30 that afternoon hooked to a tater harvester . So i got to run all of them back when new . The one G F bought went a week before it was shell we say UP GRADED and a Turbo off a T D 15 was added to it and a week later while it was raining my uncles 806 got the same up grade . This was all done at the construction companys main shop . Old GF was never happy with anything from the factory power wise and wanted MORE .
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Today's Featured Article - Third Brush Generators - by Chris Pratt. While I love straightening sheet metal, cleaning, and painting old tractors, I use every excuse to avoid working on the on the electrics. I find the whole process sheer mystery. I have picked up and attempted to read every auto and farm electrics book with no improvement in the situation. They all seem to start with a chapter entitled "Theory of Electricity". After a few paragraphs I usually close the book and go back to banging out dents. A good friend and I were recently discussing our tractor electrical systems when he stated "I figure it all comes back to applying Ohms Law". At this point
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