theakerstwo

Like been stated us no sealer on gaskets.Some guys think sealers will hold better but no.

With all that info you should not have any problems.

Yes you can install a jake on that cam.

Hey hes not using the clutch.

That makes sense

Yes it does. Its call a AFC

Thatb is because the exhaust ram on the cam has a low area ground lower than the rest so if you have a dynatard brake on it it will activate the hyd cylinder.

Heres another question,why does leroy get to ride in the sleeper so much?

No that stupid and dumb.

Well stated glenn

I would not do it cause that engine is doing about all it can do safely.They have enough trouble with out trying to get more from them.

If its a 707 engine i am sure the pump from a end 672 673 707 will be same.I have been in those engine but been 45 years and still remenber that it look same as a diesel inside.

Yes it will get hars to pump bvut i was thinging it will not get hard like a cat fuel primer. Sorry for the mis info.

The hand primer if its got one is on the side 2/3 way up and mounted on supply pump. It will never get hard to pump but will heard fuel returning to tank. You can crank it and it should start but if not crank maybe 3 injector lines on pump and crank till fuel flows out.Filters need to be full..

They came outb in 1965. also what Bollwevil said.And you can put a 1 7/8 or 2" input shaft pull or push in it.Thr first one was a RT 909 the the 9509 which was only difference was one had a hollow shaft and the other one had a solid main shaft.

I and most mchanics i know use a 3/4 shocket that will just go thru th bore of the housing and push th stat in and i have done a few in my time and never messed one up.Cummins and cat same size and same way.

The difference in the blocks is the 927 had 6 bolts holding the oil cooler to the block and the 250 855 had 5 bolts hanging the oil cooler.

Thats called my mine is messing with me.

Easy there he is only dreaming. I dream to do you?He can look at the engine and tell no way its going in the cab. Thats like a hand the other day saying he was going to install 1693 cat in his ford pick up and was asking us what we tough albout it. I told him if the ford pick up would haul it home he could start to do some measuring and go from there.He didnt even have a ford pick up in the first place. glenn

Fogot to say many of the N927 was rated at 270 HP

Sorry to differ but the block is same high.We use to convert them because a fleet had some here that had maybe all of them crack or break the crank we would install a.855 crank and rods with NH 250 pistons an a turbo kit and build a NHt 270.They would last longer then.And the heads was same as the NHT 290 or 250 except the 250 did not have hard valves on the intake like the 290.Its been long time since i have worked on them but we was in the changing of them over big time for awhile. I think me and another mechanic converted 25 of the one Kroblen (KRX) had.The engine model was N927 and there was also a turbo model in bigger HP built but never seen one.The story of the block being higher is not uncommon because it sounds that if the strock is longer it would push the piston out of the block but realy the rod is shorter than a 855.We had two of them in the shop in the same week for a over haul and we found a crack in both of their cranks.Crank running from the oil hole over.It was not longer after they was outr of production till the cranks could not be found.So if any on has one and it needs acrank just change to a 855.The oil cooler was differnt than the 250 but if was larger so no problem.

I would put a 6V92 in it with twin pipes and tell ever one its a 12V. most drivers would not know the difference if you did not go opening the hood.

I worked on trhe G models when i was at the dealer in the 60s. Just dont see any any more. I remenber them well and the elecrical box in front of the driver on the out side is something i tought was a good ideal. No one else sees any reason to do that.Ever one now wants it up under the dash were no one can get to it.I also liked the sextend nut that was welded on the front hub cap for climbing in, made good step. glenn

On any of the older cummins it is no common to see a head gasket leak oil. It is seen some times but in order for the head gasket to leak oil the oil ring seal around the pushrod channel would have to be damaged. This is seen when guys use a sealer or get some oil on the rubber seal when insatlled and the pressure when torqe is quashing it out.I would use brake clean and blow the oil out from under the head and run and watch for oil coming from a rocker box shaft seal.A oil ring or plug is in the ends of the rocker box holding the shaft in. It is common to see then leak and drain down and run into the gasket. If you get oil between the head and block on a new engine when hot and running it will bubble out. Dont waist your time retorqueing the head bolts on a cummins.A good way to find oil leaks is get it hot clean with brake clean and a blow gun. Then at 1500 rpm put a finger over the blow/by tube for maybe 5 seconds and relase the pressure and repete this untill you see the oil. This will induce more pressure to crankcase and make the oil leak faster.Dont over pressure or some else could happen. glenn

@00 degrees for a mack engine like yours is just perfect and 205 is ok. When you ran a mack many years you will find they will run better at 200.Dont get getb started checking temp of any thing with the tough of your hand. It all fells hot when you tough it.