Restoration of an old-timer
International Harvester Super BWD-6
Year: 1955 - Serial number: 2023.




On a sunny day, somewhere in April 2002, this old tractor was retaken out of its little garage, where it had been stored for 18 years.

In 1974, my father bought it as 'old iron' to drive on an irrigation pump.
Yet, the engine was well worn, had enormous loss of compression with lots of starting and oil problems. The tractor was 4 years out of service yet, and was stationated outdoors in a small prairie for pigs.
There was no more paint on it, so after 2 or 3 months of service on the pump, I painted it manually by brush with cheap oil paint. I even put on some fantasies in white colour.

In 1976, I was just 18, I opened the engine for the first time. Two burned pistons were replaced, and a complete new kit of piston rings was fit, but the oil problems still remained. So, from then on, the engine received only used oil, coming from our own tractors, and from the tractors of two neighbours.


The two burned and replaced pistons of 1976. Most of the piston rings were disappeared.

However, during 8 years, the engine fulfilled the task where it was bought for, but in 1982, after about 6000 hours of hard working, it became too much for the old boy. The bearing caps of 1 connecting rod were completely worn because of oil failure due to too much slut in the suction sump of the oil pump.


To my father, it had been enough, so the tractor was condemned to 'old iron'. However, after several demands, it became my tractor, and I could even put it in a small old no longer used garage. It also remaind there, when my father died in 1985, and my brother continued the farm. I made the intension to repair the engine some day...

After 16 years, when an old IH-dealer came to me asking for buying 'my old iron' to sell it in Holland, my wife protested; It was now 14 years, from the beginning of our marriage, that I said I would restore this tractor. Now, she said that if I sold it, I would it for ever regret and she insisted that I really should begin to restore it.

So, in the summer of 2001, I changed all the bearings of the connection rods, and the engine had been pulled to start. There was still no oil pressure enough, the loss of compression even seemed to have increased. There was smoke and bad combustion. No way to continue that way.
 


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One year later, in April of 2002, the tractor was pulled to my brother in law's farm, where I had more place to work on it. This time, I would make the restoration of the engine completely.

First thing to do: Remove the crankshaft, to see if it could be repaired. If so, than I would have to find pistons, piston rings, sleeves, bearings for the connection rods and the main bearings to replace them all.

The engine is a BD-264, (264 inch³ = 4326 cc, B = British and D = Diesel), made in England. Its power is about 50 hp at 1450 RPM, and the maximum idle speed is 1595 RPM. His serial number is 8897 (1955).
It was first made as a petrol engine, but later transformed to a petrol/Diesel engine, and thereafter to a full Diesel engine like mine is. The injection pump is a CAV with a full-range regulator, but some later models also have Simms-pumps and injectors. Later BD-264 engines (like in the B-450) mostly have a CAV pomp with pneumatic governer.
Also the tractor is made in England, in Doncaster. His serial n° is 2023, year 1955.
 


Remark the extra pipe to evacuate the loss of compression in the engine housing. When running on the irrigation pump, the plug for filling oil was always missing, to evacuate better the steam in the engine housing. Thatís why the engine is completely black, and after 18 years, it was hard to remove.
The manometer showed, after the new rod bearings of 2001, only 0.4 bar of oil-pressure at 1500 RPM, and that's VERY low!
The first thing I inspected was, of course, the bearing of the second connection rod. It was wearing again, and the damage on the crankshaft was important.
 




I knew yet that it would be difficult to find over-sized bearings for that rod, because the damage on the crankshaft was too much for 'standard oversized' ones.
After removing the cylinder head, another real disaster appeared: Again, two pistons are burned, 75% of the piston rings are broken or missing and the sleeves are worn for about 0.01 to 0.015".
But no problems for that: It where expenses provided for in my budget.
Cam shaft, valve lever shaft, valve brackets, valves, water pump seem to be all right. (One valve spring is broken).


 

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At the beginning of May 2002, the complete engine is removed. By this way, I like to thank my brother in law for his much appreciated help when dismounting all this very heavy parts.
 



 

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