Great vid. We note how the attention to detail is being done here. Would this engine's reputation have anything to do with that? Really enjoyed the history lesson. Did not know there were two types of coolers to fix the problem. Along with bolts, pins etc. in an effort to keep this engine glued together. In the end I assume this could have restored the reputation of the 310 but it was probably too late. Thanks Chris!
Had an 1855 lost oil pressure pulled panel oil pump was broke it flopping around back-and-forth. Put new pump on put in new main bearings put back together ran for several years no problem.
Looks like factory repower engine. Look in your oliver parts (green pages) bulletin or service bulletin (orange pages). The repower program you traded old engine and you got repower engine for i think around 3800 dollars. had a camshaft and timing gear with a revised keyway, oil pump was different, longer casting and different spring . main caps made with different iron . I think the turbo and injection pump was a different part number. I think we changed aroud four of them.
I really learned a lot from this one. I like how you explain things in detail and give the "whys" behind things. I know that helps me understand better. Thanks Chris!!! Pretty soon these Olivers and whites will be out doing fieldwork.
@@ThatOliverGuyChris Holy crap, Chris - 10 inches - I don't think we had that much snow all this winter added up. We had several times that we got an inch - but never enough to plow. I was planning to do a video on plowing the driveway, but never got the opportunity - not that I'm complaining or anything.
I was watching this knowing that I have several 310 diesel engines for spares. But something kept bugging me so I get the side bye in head to engine n hydro power parts horde. I knew I had a Xtra 1955 engine complete to 1750 n 1755 diesel blocks but I got one out of a burnt tractor cab fire from a fuel leak , it's a 310 block like the one ross has with that same cooler . I bought alot of parts from a business going out of business there was a two trailer loads of parts . Motors from the fleet line to white parts . Yes I probably over spent that day but new old stock radiators weights finders 3208 cat new in a crate ect ect ect . Expensive day but parts are getting hard to find bought this stuff 12 years ago . Good video I could of milled that oil pump for ya . From turkey creek farms be safe n thankful
Do you know where you can find an oil cooler block at? Our 1750 just had the injection pump idler gear shaft completly fall apart. I'm hoping where the idler shaft ingauges the block is'n destroyed, but if it is. I have a line on a 1955 block, and all of the parts other than the oil cooler/filter housing to re-assemble as a 1955/1950t engine.
Enjoyed your video today! The "Face" at @7.04 minutes reminds me of British TV from the '60's ... either the Cybernaughts from The Avengers with Steed & Mrs Peel, or The Cybermen from Doctor Who!! Ha Haaaa!! Thank you so much & looking forward to your next series of videos to completion of assembly & then getting it fired up & running!!
Great job. You probably did about as good lapping it as a machine shop could do for you. Those plates should be surface ground or lapped, depending on the depth of the scratches. Milling will usually leave some fine lines in the surface that are undesirable for pumps. Glass is pretty flat and probably served the purpose just fine, but it could stand to be a little more accurate. It's a toss up with the piece of glass you use. Grizzly Industrial has a 9x12 granite surface plate for $45 that would be money well spent if someone is going to do much lapping. Wet/dry sandpaper with some water on it helps things along too.
Chris, I was comparing what Oliver did vs what the other Green did when they added Turbo Chargers. The other Green specified a special grade engine oil, Multi-Viscosity too and they also increased the engine oil capacity. They have a significantly larger oil pan and capacity than any 310 Turbo making me think that they were trying to decrease oil temperature with more volume on top of the oil cooler. I found this information from the Nebraska Test Datasheets. Our cousin bought a used 1855 knowing about the issue and he always ran 15W40 Truck Diesel Oil instead of the Oliver specified 30 Weight. He never had any engine problems with his and used it long and hard for years but always let it warm up first and changed the oil and filters religiously. I don't know if it had any internal updates done like is common now. I still think 90% of the failures were due to those two-piece wrist pin bushing wearing unevenly and eventually running on one more and more until BOOM! One aside note, Studebaker V-8 and actually, all their engines used a wedge lock bolt to lock the wrist pin in the rod so all the pin bearing was in the Piston. I know a guy that has drag raced those V-8's using a large turbo and stock internals and he has NEVER had an internal failure. Most stock V-8 when drag racers use turbochargers have special rods to keep from rod failure due to wrist pin bushings having too much play. I think the wrist pin bushing in the Rod is a very critical area when you Turbocharge an engine. Also, I see a lot of older Turbo Diesel tractors with newer blocks because the original engine threw a rod! I think engine oils were the main culprit in the 1960s tractors.
I would be curious to know if the the oil cooler on Ross’s 1855 would be the same or similar to one on a JD 359 engine found in a 2950. John Deere used that style of oil cooler on the 300 series engines. 🤷♂️
@@ThatOliverGuyChris now for my bonehead question, could one be put on a 1750 diesel? Reason why I ask is my 1750 looses oil pressure as it warms up. First start up it has 40-50lbs, as it warms up it drops to 15-20lbs.
My dad went back to the work for the local dealer and said some guys put 1950t engines in the 1855s when the problems started or paid the difference between the 1855 and 1955 short blocks when warranty was in effect
White had a deal for awhile where they would sell you an oil cooler short block and pro-rate the price based on how many hours were on your original engine. I think they were doing that up into the early 1980s.
She's a coming along, a lot of important info for those rebuilding these Olivers. But Chris, how can you fire your cheapest help, albeit the silly mistakes he makes? I ask myself the same thing, plus, I can't afford to pay myself unemployment. 🤣 Thanks for sharing, have a nice Friday and great weekend.
Great video -- there are some diehard old time Oliver guys that swear up and down the 1855 was demise of Oliver because of how many had to go back and be fixed because they were throwing rods right out of the gate -- and thus hurt the company's image when it was at a point and its lifespan where it couldn't afford any hits of that magnitude while trying to keep up with deer IH and Allis in the bigger horsepower arms race ?
It was definitely a nail in Oliver's coffin. There were other factors, poor management, and even the poor timing of going into the 70s farm crisis with a tractor that liked to throw rods. They had that 310 pushed right to it's upper limits without doing some redesign, and then when you figure that the first thing many farmers did was turn the fuel up, it was a recipe for trouble.
@@davidwhite4474 that's a common misconception. I think it stems from the White name first being added to the tractors in 1970, and the dropping of the Oliver name beginning around 1974. Truth is, White bought Oliver in 1960. The acquisition began in the spring, but it was October before paperwork was signed. At first White was fairly benevolent, they let the Oliver management continue to run things as an independent subsidiary of White, and even injected money into Oliver for needed updates to the tractor factory. The mid 1960s was one of Oliver's most prosperous times. They added more products to their lineup, and tractor sales were up. White had purchased Cockshutt and Minneapolis Moline around 1962. Cockshutt brought combines to the mix, but they largely became a way for White to sell red Olivers in Canada. MM continued operating as it's own division until the end of the 1960s when a slowing farm economy and a shift in upper management started the changes that visibly put the White name on tractors.
@@ThatOliverGuyChris i wonder then if that was going to be Whites goal.... To do like some of the competitors before them and buy up the smaller companys and eventually shut them down and just be one tractor company to compete with JD. and CASE/IH
The lapping process you used is the same I’ve used for wood planes and plane irons. I also use a piece of glass and spray adhesive to hold the wet/dry sandpaper in place along with some baby oil as lubricant (same as mineral oil but cheaper). Of course your tolerances are probably tighter than what I need for a plane.
Great vid. We note how the attention to detail is being done here. Would this engine's reputation have anything to do with that? Really enjoyed the history lesson. Did not know there were two types of coolers to fix the problem. Along with bolts, pins etc. in an effort to keep this engine glued together. In the end I assume this could have restored the reputation of the 310 but it was probably too late. Thanks Chris!
It definitely would have helped. If they had resdesigned the rods I think that would have taken care of the majority of the problems.
Had an 1855 lost oil pressure pulled panel oil pump was broke it flopping around back-and-forth. Put new pump on put in new main bearings put back together ran for several years no problem.
Awesome
Looks like factory repower engine. Look in your oliver parts (green pages) bulletin or service bulletin (orange pages). The repower program you traded old engine and you got repower engine for i think around 3800 dollars. had a camshaft and timing gear with a revised keyway, oil pump was different, longer casting and different spring . main caps made with different iron . I think the turbo and injection pump was a different part number. I think we changed aroud four of them.
I really learned a lot from this one. I like how you explain things in detail and give the "whys" behind things. I know that helps me understand better. Thanks Chris!!! Pretty soon these Olivers and whites will be out doing fieldwork.
I can feel the itch of spring work! The 10 inches of snow we got last night says otherwise.
@@ThatOliverGuyChris Holy crap, Chris - 10 inches - I don't think we had that much snow all this winter added up. We had several times that we got an inch - but never enough to plow. I was planning to do a video on plowing the driveway, but never got the opportunity - not that I'm complaining or anything.
what years did they make the 310 gas?
From 1964, when the 1850 came out until 1974 , when the last 1855 was nade.
Thinking of adding some capacity to the oil pan of my 1755. Have you ever done this? If you have how much did you add?
I haven't done it, but another gallon wouldn't hurt a thing.
I was watching this knowing that I have several 310 diesel engines for spares. But something kept bugging me so I get the side bye in head to engine n hydro power parts horde. I knew I had a Xtra 1955 engine complete to 1750 n 1755 diesel blocks but I got one out of a burnt tractor cab fire from a fuel leak , it's a 310 block like the one ross has with that same cooler . I bought alot of parts from a business going out of business there was a two trailer loads of parts . Motors from the fleet line to white parts . Yes I probably over spent that day but new old stock radiators weights finders 3208 cat new in a crate ect ect ect . Expensive day but parts are getting hard to find bought this stuff 12 years ago . Good video I could of milled that oil pump for ya . From turkey creek farms be safe n thankful
Why do some 310’s have fuel lift pumps and some do not?
I don't know the answer to that. I think it was a cost saving measure.
I got a oil cooler like you had in your video, it looks like it takes a spin on filter base base to work on my 1755. Is that right? Thanks.
Yes, the add on cooler also converted it to a spin on.
Do you know where you can find an oil cooler block at? Our 1750 just had the injection pump idler gear shaft completly fall apart. I'm hoping where the idler shaft ingauges the block is'n destroyed, but if it is. I have a line on a 1955 block, and all of the parts other than the oil cooler/filter housing to re-assemble as a 1955/1950t engine.
Try Korves Oliver or Maibach tractor for the block.
Thank you sir.
Great explanation on the oil cooler block. Thanks Chris and Ross!
Thanks for the video!
Lapping on glass is a good idea. Good info on the oil cooler.
I really like these engine rebuilds.
Awesome job Chris keep them coming
Enjoyed your video today! The "Face" at @7.04 minutes reminds me of British TV from the '60's ... either the Cybernaughts from The Avengers with Steed & Mrs Peel, or The Cybermen from Doctor Who!! Ha Haaaa!! Thank you so much & looking forward to your next series of videos to completion of assembly & then getting it fired up & running!!
Our local PBS ran all the old Dr Who when I was a teen. Watched them all, so I know exactly what you mean!
Nice work buddy. Thanks to Ross for providing tonight's B-roll footage. Dont forget to time that oil cooler!
I have mine set at 2degrees btdc. Gotta move the oil cooler timing up when you have a turbo
Great job. You probably did about as good lapping it as a machine shop could do for you. Those plates should be surface ground or lapped, depending on the depth of the scratches. Milling will usually leave some fine lines in the surface that are undesirable for pumps. Glass is pretty flat and probably served the purpose just fine, but it could stand to be a little more accurate. It's a toss up with the piece of glass you use. Grizzly Industrial has a 9x12 granite surface plate for $45 that would be money well spent if someone is going to do much lapping. Wet/dry sandpaper with some water on it helps things along too.
Chris, I was comparing what Oliver did vs what the other Green did when they added Turbo Chargers. The other Green specified a special grade engine oil, Multi-Viscosity too and they also increased the engine oil capacity. They have a significantly larger oil pan and capacity than any 310 Turbo making me think that they were trying to decrease oil temperature with more volume on top of the oil cooler. I found this information from the Nebraska Test Datasheets. Our cousin bought a used 1855 knowing about the issue and he always ran 15W40 Truck Diesel Oil instead of the Oliver specified 30 Weight. He never had any engine problems with his and used it long and hard for years but always let it warm up first and changed the oil and filters religiously. I don't know if it had any internal updates done like is common now. I still think 90% of the failures were due to those two-piece wrist pin bushing wearing unevenly and eventually running on one more and more until BOOM! One aside note, Studebaker V-8 and actually, all their engines used a wedge lock bolt to lock the wrist pin in the rod so all the pin bearing was in the Piston. I know a guy that has drag raced those V-8's using a large turbo and stock internals and he has NEVER had an internal failure. Most stock V-8 when drag racers use turbochargers have special rods to keep from rod failure due to wrist pin bushings having too much play. I think the wrist pin bushing in the Rod is a very critical area when you Turbocharge an engine. Also, I see a lot of older Turbo Diesel tractors with newer blocks because the original engine threw a rod! I think engine oils were the main culprit in the 1960s tractors.
Oils have come a long way. If they had synthetic 15w-40 back then, things may have been different
I was taught mark the top of the idler gear with a center punch so you put it back in the same way it came out is a good idea or not
Not a bad idea. This one had no scratches on top, and a couple on the bottom, so it was easy to keep it right side up.
Chris feel you go back in time fix any tractors of your what would change in all your tractors? Thanks again answer my questions good job on video's
There's a couple of them that were nice originals before we painted them. I'd go back and say leave that one alone, restore one of the others.
I would be curious to know if the the oil cooler on Ross’s 1855 would be the same or similar to one on a JD 359 engine found in a 2950. John Deere used that style of oil cooler on the 300 series engines. 🤷♂️
I'm thinking that was an aftermarket cooler that Oliver used as a stop gap measure. Ross said he had seen it on some other makes as well.
@@ThatOliverGuyChris now for my bonehead question, could one be put on a 1750 diesel? Reason why I ask is my 1750 looses oil pressure as it warms up. First start up it has 40-50lbs, as it warms up it drops to 15-20lbs.
@@bendonker Yes it could. They use the same filter as the 1855
What amount of oil pressure do you expect and hope for ?
I hope it maintains at least 40 psi when hot. 50 or 60 won't hurt my feelings any.
My dad went back to the work for the local dealer and said some guys put 1950t engines in the 1855s when the problems started or paid the difference between the 1855 and 1955 short blocks when warranty was in effect
White had a deal for awhile where they would sell you an oil cooler short block and pro-rate the price based on how many hours were on your original engine. I think they were doing that up into the early 1980s.
Ah, big Bertha. She wasn’t pretty, but she was sturdy.
She sounds like she's saying "oink oink"
@@ThatOliverGuyChris she liked it in the mud, I know that.
@@rosstheoliverman 😂😂😂
All Ross to we don't want to forget him🇺🇲🤠
She's a coming along, a lot of important info for those rebuilding these Olivers. But Chris, how can you fire your cheapest help, albeit the silly mistakes he makes? I ask myself the same thing, plus, I can't afford to pay myself unemployment. 🤣 Thanks for sharing, have a nice Friday and great weekend.
I'm too married to be on unemployment, so back to work I go! 😂
@@ThatOliverGuyChris Yeah, me too!
Hey Chris, I'm just curious....is a skosch metric or SAE , lol
SAE. You have to be working on a Fiat built Oliver to get into the metric skoshes.
@@ThatOliverGuyChris LOL, got it! It's been fun watching that clown work on that little toy.
I just want to know if Ross was smiling on contract day for approved video clips????
Great video -- there are some diehard old time Oliver guys that swear up and down the 1855 was demise of Oliver because of how many had to go back and be fixed because they were throwing rods right out of the gate -- and thus hurt the company's image when it was at a point and its lifespan where it couldn't afford any hits of that magnitude while trying to keep up with deer IH and Allis in the bigger horsepower arms race ?
It was definitely a nail in Oliver's coffin. There were other factors, poor management, and even the poor timing of going into the 70s farm crisis with a tractor that liked to throw rods. They had that 310 pushed right to it's upper limits without doing some redesign, and then when you figure that the first thing many farmers did was turn the fuel up, it was a recipe for trouble.
Did White bought oliver out in the 70 ? I was always told to run it at low throttle for 5-10 mins before shutting them off .
@@davidwhite4474 that's a common misconception. I think it stems from the White name first being added to the tractors in 1970, and the dropping of the Oliver name beginning around 1974. Truth is, White bought Oliver in 1960. The acquisition began in the spring, but it was October before paperwork was signed. At first White was fairly benevolent, they let the Oliver management continue to run things as an independent subsidiary of White, and even injected money into Oliver for needed updates to the tractor factory. The mid 1960s was one of Oliver's most prosperous times. They added more products to their lineup, and tractor sales were up. White had purchased Cockshutt and Minneapolis Moline around 1962. Cockshutt brought combines to the mix, but they largely became a way for White to sell red Olivers in Canada. MM continued operating as it's own division until the end of the 1960s when a slowing farm economy and a shift in upper management started the changes that visibly put the White name on tractors.
@@ThatOliverGuyChris
Thank you for this information . Nothing better than a good history lesson .
@@ThatOliverGuyChris i wonder then if that was going to be Whites goal.... To do like some of the competitors before them and buy up the smaller companys and eventually shut them down and just be one tractor company to compete with JD. and CASE/IH
The lapping process you used is the same I’ve used for wood planes and plane irons. I also use a piece of glass and spray adhesive to hold the wet/dry sandpaper in place along with some baby oil as lubricant (same as mineral oil but cheaper). Of course your tolerances are probably tighter than what I need for a plane.
It was a lot of arm work, but it looks like it did the job.
Tighter is better…… that’s what she said. Hee haw, oink oink.