I must respectfully disagree with the claim of 6V-53's needing a major at 3000 hrs. This is just plain hogwash. Remove the blower every 3K and put new gaskets under it? Absolutely. If there was a weak point in this engine, it was the thrust bearing.(and the blower gaskets). If a conventional clutch with high release pressure was used, the brass pins used to secure the thrust washer would shear off and the washer would spin in the block. This condition could go for years unnoticed. We bought an abused 6V-53 form the salvage yard to put in that LN-800 I keep yapping about; this engine spent much of it's life in an overspeed condition due to the throttle lever stop in the governor cover being worn out. Eventually ,it started knocking, found out later the crankshaft broke. Inverted the engine, with the heads still on it,lay a used crank in there, new rod & mains, re-install engine. This was back around '81 or '82, and I still put blower gaskets in it about every 15-20K miles. Another example of high-time 6V-53's is our '85 Koehring C366. Electronic hour meter checked out at 4500 hrs and the Hobbs meter I installed in the engine compartment reads 3787 hrs. So you can see why I think that friend of yours is not quite flush with the facts. Fritz.
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Today's Featured Article - Good As New - by Bill Goodwin. In the summer of 1995, my father, Russ Goodwin, and I acquired the 1945 Farmall B that my grandfather used as an overseer on a farm in Waynesboro, Georgia. After my grandfather’s death in 1955, J.P. Rollins, son of the landowner, used the tractor. In the winter 1985, while in his possession the engine block cracked and was unrepairable. He had told my father
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