The part that I find fishy, but I could be wrong on this is why did he use 1750 sleeves in a 1950T block? They are both the 310 CID Waukesha assuming the 1750 is a diesel. Or if it's a gas that makes sense but he would also have to change the crankshaft or use an 1850 gas kit. Or if the 1750 had a lower compression ratio because it wasn't turbo equipped. But that has more to do well all to do with the pistons than the sleeves unless you mean both the sleeve and piston kit.... Wow I made that a lot more complicated than it needed to be.
Back 3 years ago I rebuilt an 1850 Gas. New sleeves, pistons, had the head done, $80 thermostat that is the size of a basketball, $135 Fuel pump, plus paint and a seat. Ended up getting hosed on it, sold it to a guy by Lansing for 2800. Never again.
Not a big fan of the 706 but at least with the farmall the hydraulic controls are better ~ i.e not toggle controls, the steering works marginally better, and they have power brakes. But they shift worse (don't care for any dash shifting IH) and I have never seen a 706D that starts all that well. Either way they are 6 of one, half a dozen of the other.
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Today's Featured Article - The Nuts and Bolts of Fasteners - Part 2 - by Curtis Von Fange. In our previous article we discussed capscrews, bolts, and nuts along with their relative hardness and thread sizes. In this segment we will finish up on our fasteners and then work with ways to keep them from loosening up in the field. Capscrews, bolts and nuts are not the only means of holding two parts together. When dealing with thinner metals like sheet tin, a long bolt and
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