Trent: I could never understand why manufacturers designed transmission and pto ratios to come up with desired speeds with diesel engine rpms in excess of 2,000 rpm. We buy diesels to take advantage of maximum torque basically anywhere above 1,500 rpm, plus giving fuel economy anywhere under 2,000 rpm. Then the industry cranks it up to 2,500 rpm with very little fuel economy over a gas engine.
I've been scratching my head on that one for many years. The numbers of light truck on the go with roughly 360 cubic inches turning 2,500 rpm, unbelieveable. IH were no different with those 06, 56, 66 and 86 series tractors, everyone of them could have developed same hp at 2,000 rpm yet pto ratio was designed for roughly 2,300.
I bought one of the Mickey Mouse diesels of all times 86 6.2 Chevy, a friend bought the same or so he thought. I specifically ordered 3.24 axle ratio giving me 60 mph at roughly 1,850 rpm. He had 4.10 gears giving him 60 mph at somewhere around 2,800 rpm. He bought 3 replacment engines for roughly 500,000 miles, got 15 mpg most of the time he had it. I put 600,000 miles on the original engine and got over 25 mpg the whole time. He had more starting away power than I did, but on the highway there was little difference.
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Today's Featured Article - Experimental Tractors Article - by Danny Bowes (Dsl). Tractor technology appears to have nearly hit it's pinnacle of development. If you agreed with the subtitle, you are rather mistaken. Quite, actually. As a matter of fact, some of the technology experimented with over 40 years ago makes today's tractor technology seem absolutely stale by comparison. Experimentation, from the most complex assembly to the most simple and mundane component, is as an integral a part of any farm tractor's development
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