Cxz Black Diamond Engine Mac Zip
Vilma Steiert
I'm not a truck guy. I hang with the industrial crowd for the most part and have a few IH tractors and a couple crawlers, but this engine colour thing has peaked my interest because the W40 had the Red Diamond engine. A friend loaned me the 'grey bible' but that info, if it's in the book, seems to escape me.
To tell you the truth, I never paid any attention to the colors. The green diamond was the flat head engine in the K series small trucks and pickup. The red diamond was the larger overhead valve used in large trucks and semi's. Silver diamond basically replaced replaced Green and is a over head valve used in pickups and smaller trucks. Black diamond was a update in same size range as the silver. But it also extended into the Black Diamond in medium size trucks 308 which was a different engine. V8s pretty were not designated as diamonds as far as I remember. Two basic blocks, from 266 to 549. Not much help I guess.
the W40 tractors never did have a red diamond engine in them. the model of the engine is FBB which is just a light duty truck engine found in the d series trucks from the 1930's that did not stand up in the tractor. the red diamond came out later and is a heavier built engine. if a w40 has a red diamond in it then the engine was installed later and not from factory.
The Green Diamond flathead engine was replaced by the Silver Diamond overhead valve engine with the introduction of the L series in 1950. Available in 220 and 240 sizes. My R160 had an SD240 originally.
The Black Diamond was the improved SD engine and it was first offered in the late R series trucks. Sizes from 220, 240, 264 and 282. Not sure if the 308 was a Black or Blue Diamond engine. I know the BD264 is one strong engine in a pickup like my B110.
The SD (Silver Diamond) series replaced the GRD for the L-Line in 1949. This was a new engine, 220 and 240", with a 264" added in 1954. These were replaced by Black Diamond engines of the same size in 1955 plus a 308 in the S-Line thru 1962, replaced by the Blue Grey 240/241/265" in 63 and used through 1969 when they were replaced by the AMC 6-232.
The FAB was a valve in head with wet cylinder liners in 241 and 259" versions. This became the FAC in 1941 for the K-Line. Next was the BLD (Blue Diamond), a revised FAC with dry liners in 250 and 269". The BLD was revised to the BD (also Blue Diamond) series for the L-Line in 1949 with overhead valves and 250 and 269". These proved to be low in power so a sleeveless version designated the Black Diamond was introduced in 1952 with 282". A 308" version was added in 1954 to counter GM's 302" engine and it appears that the SD-220 and 240" engines became Black Diamonds for 1955. Built thru about 1969.
The FB3 valve in head, 279" engine became the FBB, 298" wet sleeved engine, followed by dry sleeved 361, 401, and 450" versions. These became the FBC series for the K-Line in 1941. This led to the RED series in 1942 in 361, 401, and 450", followed by the RD Series in 372, 406, and 450". A sleeveless RD-501 was added in 1954 (501 was built by someone else). Production ended in the mid-1970s.
The SV-8 engine was introduced in 1959 in 266, 304, and 345" sizes, with a 392" added in 1966. Cutting these in half resulted in the 4-152 in 1961 and the 4-196 in 1966. Lighter duty versions of the (304?) and 345 were added in 1975
Just wanted to say thanks to Steve and Eric for doing such a great job on my truck. They replaced the cylinder head on my Cummins engine and added the ATS emission compliant Vortex twin turbo kit! I pulled my 40' RV for about 3,000 miles and ran the truck hard without a single problem. No leaks or issues of any kind! Great job!
The International Harvester Company (IHC) has been building its own proprietary truck engines since the introduction of their first truck in 1907. International tended to use proprietary diesel engines. In the 1970s, IHC built the DVT 573 V-8 diesel of 240 and 260 hp (179 and 194 kW) but these were not highly regarded and relatively few were sold. Their DT 466 engine started in 1974 and was very successful.[1]
International Harvester's first in house six-cylinder engines appeared in some of the 1926 S-series trucks, seemingly a response to market pressures rather than to any particular need for such a layout.[5] In 1928, a new heavy range of trucks (the HS-series) built around a series of engines from Hall-Scott appeared. These engines were used by IHC for some heavy-duty applications until 1935, although their own large engines (525 cu in (8.6 L) FBD and 648 cu in (10.6 L) FEB) had appeared in 1932.[6] The medium-duty 1930 A-series trucks received the all-new 278.7 cu in (4.6 L) FB-3 six-cylinder engine, with overhead valves and seven main bearings. This was complemented by larger versions of the same engine and was built until late 1940 (as the FBB),[7] the line-up being expanded downward by the smaller FA-series (later FAB) in 1933.[8]
The HD inline-sixes, later to become the first in International's long running "Diamond" series, first appeared in the C-30 truck of 1934.[9] Available in three different displacements (see table), they were renamed "Green Diamond" in late 1940 for the 1941 model year after a number of detail improvements.[7] This year also brought the new "Blue Diamond" (FAC) and "Red Diamond" (FBC) engines. A post-war version of the 269 cubic inches (4.4 L) Blue Diamond became the "Super Blue Diamond" when installed in the post-war medium L-line trucks. The Blue Diamond engine lived on until the early 60's renamed as Black Diamond engines, the BD-282 and BD-308.[10]
In 2005, Navistar acquired MWM International Motores, a Brazilian diesel engine manufacturer formerly associated with the German manufacturer of the same name, Motoren Werke Mannheim AG (MWM).[17] Now called "MWM International Ind. de Motores da America do Sul Ltda.", it has two manufacturing plants: one in São Paulo, Brazil and another in Cordoba, Argentina. Since it was bought by the American group, in addition to the engines manufactured using its own technology and know-how, it has produced two models denominated "NGD", New Generation Diesel, under the brand of "MWM-International". One being a 4-cylinder 3.0 L turbo diesel, featuring piezoelectric common rail direct injection.[17] This engine equipped the South American version of the Ford Ranger and the Troller T4, a Brazil exclusive four wheel drive vehicle. A 6-cylinder 9.3 L turbo diesel was also produced, but mainly dedicated to stationary power applications and the medium-sized trucks, the Volkswagen Constellation Series.[18]
Black Diamond Outlaw 15W-40 is recommended for heavy-duty trucks, agriculture, construction and industrial equipment, drilling rigs, stationary engines, turbo charged and racing engines where increased protection and TBN are preferred.
The WRAPTORTM 8 Track Serpentine System for kit Chevy LS engines with Air Conditioning, Power Steering and Alternator. Unique 8 Rib Serpentine pulley design increases grip, reduces stretching and prevents belt slippage when compared to traditional 6 Rib designs. Spring loaded Gates belt tensioner ensures proper tension during hard acceleration and deceleration. Mounts GM Type II Power Steering pump low on driver side and puts a Sanden Peanut style AC Compressor up on the passenger side. Places the alternator on the driver's side above the power steering pump. Uses special LS water pump with provision for bolt on water pump pulley.
The first fire station was built at the corner of Wharf and Front Streets on donated land and with donated materials. The first fire engine was purchased from the City of Portland for $700.00. Also purchased was five hundred feet of hose for $250.00. The original personnel consisted of thirty volunteers who lived in the area of the fire station. This original fire station was destroyed by fire that started in the Royal Hotel in 1894.
In the early 1950s, the City amalgamated with Brechin District and a small satellite station was built to house one of the 1913 engines. By the early 1960s, the fire station at Nicol Street was becoming too small and in 1967 the department was relocated to the new station on Milton Street. This is the present #1 Station.
Have a friend that has a1949 International KB1. We would like to keep the original engine because it has a fresh rebuild and runs strong. We need to run down the road at 60 rather than forty. We were thinking of installing a turbo or maybe a supercharger on the 6 cylinder. Does anyone know of a kit or resource to get us started? Thanks
As you have addressed the axle ratio question that leaves the engine. Is the throttle opening all the way? Is the exhaust or intake restricted? Is the camshaft properly timed? Is the ignition working correctly? If everything is working right it should do 60 with no problem.
If you mean the engine will go 60, but sounds like it is about to blow up, that is a gearing or revving question. A 5 speed overdrive trans could be the answer. There are lots of them in junkyards, look for one from a van or pickup rather than a car because the shift lever will be in the right place.
Doing 60mph is not a problem it is the RPM that is the problem in most older engines. Find out what kind of RPM is safe for your engine first. I have a 1942 Chevy truck with 6.17 gears and the 235 babbit power at 35mph I was running about 2500 RPM's I installed an Spicer 5831 auxillary trans with 27% overdrive and now at 55mph I am running 2000 RPM's. Go with a overdrive trans would be my suggestion. Marv.
Hi. Do not turbocharge your 213. They were originally made, as most of the IH sixes were to run at lower rpms with good torque for hauling loads. They are not speed monsters. If you try to make one go fast it'll break in ways you never thought possible.I could go into an explanation as to why, but it would take too much time. Yes, the roads were full of 40 MPH drivers in 1940..........as a matter of fact there weren't many highways back then. 40 was pretty fast on the gravel. If you want to go faster try a bigger IH engine like the 264 or 265 black diamond engines. They still aren't made for speed, but they have oodles of power/torque. So much torque you can place an IH overdrive trans behind them and go 70 all day. And they still get good mileage, unlike the monster 500 cubic inch sixes that IH made also , but get about 2 miles per gallon of gas fuel consumption. As far as i know, no IH engine was ever made to run much over 4000 rpm max,and many won't tolerate sustained 3500 rpm making them poor candidates for turbocharging.
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