Nope the gas of today is not as good as back in the sixty's . TRW had a write up in the high performance cat. about what pistons could be run on what gas in what engines . And on todays gas the max comp ration on the 93 is 9.5 to 1 and only with limited timing . And justy like the 706-865 gassers if your going to use them as a work tractor ya got to run the 93 as that is the lowest octane ya can go . Back in the sixty's the reg. gas was 95 octane the only thing lower was Gulf Tane and it was 90or 91 and you could get a old Cheve 6 cylinder to rattle on that stuff and diesel at shut down . Back then there were Premium fuel engines and reg fuel engines . and 10.5 to 1 was common and some of the higher end engines were sporting 11 to one . I tryed to run a 11 to one engine in my one pick up on the hightest not good . ended up changing pistons and heads to get it down to something that would run what you could buy at the pump. The first big truck that i started driving was a B60 Mack with a huge 6 cylinder gasser and it ran on High Test as all the gas powered semi's did back then. Oh for the old days as i would buy my gas where we got gas for the semi's on the company account for 17.9 a gallon and it did well in my 56 ford rag top with the 292 with dual quads 312 blower head and a isky fullrace cam with a mallory dual point dist. and headman headers . I could run the gas at Gas Town the truck stop or i could run Sunoco 240 and i could run Ashland hightest the rest would ping . also back then the pistons were FORGED and today they are Cast. and a cast piston will not carry the heat away as fast as a forged one will. I did a lot of playing around with lets go fast engines in my younger days and i made my fair share of shell we say SPARE parts..I had a saying back then that WHEN THEY GO THEY GO , But WHEN THEY GLOW THEY BLOW .when that one 706 gasser seized up because of pistons getting so hot that they seezed in the bore when i saw where they seized i knew that they got super hot to swell over .025. as they miced out at between .0195 to .020 smaller above the top ring then the skirt and i had built .004 skirt to wall into the engine miced each piston and miced each hole and fitted each to the hole . Ran that engine in at the shop for about 7 hours on the dyno varing load and speeds . The farmer never worked it hard all winter just feeding and hauling manure . When it was time to take it to the field to plow he got gas at a local station and went to plowing sometime that day he had fuel brought to the arm and put in his tank . The first day the tractor never missed a beat . The next day he filled from his tank and never made it to the far end of the field when it seized . when i opened up the engine and saw what had happened i knew what went on and that is when we sought out a lab to test the gas and the lab repor confermed what i though had happened . The fuel suppier brought out 87 octane and the gas that he got from the station was 93 and according to the fuel requirements of a 706 the lowest is 93. And this was taken from a 706 owner manual. But back to like Pete said timing on that set uppp makes a lot of dofference and myself i would make a paper weight out of the mag and set up a dist that would maxiumiz the components that are in that engine .
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Today's Featured Article - The Cletrac General GG and the BF Avery A - A Bit of History - by Mike Ballash. This article is a summary of what I have gathered up from various sources on the Gletrac General GG and the B. F. Avery model A tractors. I am quite sure that most of it is accurate. The General GG was made by the Cleveland Tractor Company (Cletrac) of Cleveland, Ohio. Originally the company was called the Cleveland Motor Plow Company which began in 1912, then the Cleveland Tractor Company (1917) and finally Cletrac.
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