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#1
02-05-09, 17:53
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Quote:
I'll try and collect up the articles and post them week. When I do I'll post the links here. Also got some information on temperature readings in various CMP components after hammering the truck around up hill and down and on the interstate. Which I will post. Cheers Phil
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Phil Waterman `41 C60L Pattern 12 `42 C60S Radio Pattern 13 `45 HUP http://canadianmilitarypattern.com/ New e-mail Philip@canadianmilitarypattern.com 
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#2
05-05-09, 04:06
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May I suggest a seperate thread on engine oil - lubricants
Hi Phil
Just changed the oil on my truck....... filled with Rotella Diesel 15W 40..... Glad I did..... the oil that was in had turned black like a diesel engine from over rich mixture...... now after 3 carburator ti si idling very well at low RPM with out the constant use of the choke... I have no idea what went wrong with the other carbs...... guest I will tear them down and reassemble carefully with new kits..... Can you tell me.... where is the original drain plug on an original 216 oil pan..... ?? Mine on the 261 is directly above the front axle gear cluster..... I had to hold a funnel in one hand the whole time while draining the pan.... Note to anyone installing a 261 or 235 make sure you install a new drain plug on bottom left hand side when facing the front.... under the passenger side.. My crank case holds 8.5 liters with the two PH 8 screw on filters..... With the vertical filter mount it is very convenient to prefill the filters before installing. Could not get the temp to go over 150 on a new mechanical temp guage even after driving for 30 minutes across the back field....... I now drive with the steam valve open all the time..... maybe that keeps it cooler....... if I drive for a while with the valve closed..... when you open it a whole bunch of air/bubbles can be seen in the clear vinyl tubing currently and temporarily in place..... Cheers Bob .....and the rear wheels fling mud quite decoratively in 2 wheel drive....
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Bob Carriere....B.T.B C15a Cab 11 Hammond, Ontario Canada
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#4
05-05-09, 16:55
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No wonder....
Thanks Robert
That explains why I had so much trouble with the 261 typically meant for a 2 wheel drive truck.
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Bob Carriere....B.T.B C15a Cab 11 Hammond, Ontario Canada
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#5
05-05-09, 21:48
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Oil Pan Drain Location 216-235-261
Hi Bob
Well as you know from Rob the original 216 CMP drain pan has the plug on the bottom center rear. Now for the fun 235-261 truck drain pans plugs on the US engines I have have the drain also at the rear center of the pan. My 261 though has a special heavy truck 4x4 pan that I found NOS which has the plug located at front center on the bottom of the sump. The sump is different shaped from the standard US truck. So I guess the answer is there are a number of variations. Your over rich problem with the carb may be a float adjustment problem or a fuel pressure problem. (over pressure) Look at the fuel preasure spec first page of http://www.canadianmilitarypattern.c...e%20Manual.htm I just got a full rebuild kit for my 261 carb and discovered that the float was set to wrong. Engine has even more power now than when you last saw it. Did loose one important feature in going to the 261 I lost my cruise control. With the 216 you could get on the highway and just put your foot on the floor and forget it. Now with the power of the 261 you actually have to control the speed of the truck. Cheers Phil
__________________
Phil Waterman `41 C60L Pattern 12 `42 C60S Radio Pattern 13 `45 HUP http://canadianmilitarypattern.com/ New e-mail Philip@canadianmilitarypattern.com
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#6
06-05-09, 03:37
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Over rich...under poor.....
HI Phil
The first carb I used was a NOS 261....never opened..... would not run without part choke.... which resulted in black exhaust coloring the winch drum. The second was one of those NOS mid 60 carb that was sold on EBay.... got a pair of the early postings for $15 each..... when they ran out they were going for $100....... First carb worked fine until it crapped out in the back field..... never would run smooth again..... The third carb was the second NOS $15..... runs perfectly.... rioght out of the box..... The first two did not seem to respond to adjustment form the idle valave screw... the 3rd one runs real smooth...... idles around 400 rpm.... need to get a proper low range tach...... Now get this..... it idles very low and steady at around -10 inch vacuum.....38 pounds oil never above 150 Degree F....... revs up real fast to about -22 inches vacuum.... Dizzy travels well with the vacuum advance..... at speed it reaches 42/44 on the oil..... Should the vacuum be that low.....?? Old hot rod guy down the road has the old dwell meter gauge which I hope to coach him on showing me how to optimize the settings... Any suggestions...? I will need to install a massive spring on the throttle...... driving it on the back field gets very jumpy and my heavy boot keeps punching the accelarator.... that little sucker will spin all 4 wheels on wet grass/mud like crazy....... way too much torque and pep...... Bob
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Bob Carriere....B.T.B C15a Cab 11 Hammond, Ontario Canada
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#7
06-05-09, 17:15
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Quote:
The fix for too high a power to weight ratio is simple, add weight. All of that double layered cab tin and a half ton of box on back will help the traction problem.
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#8
06-05-09, 17:57
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Info from my 261
Quote:
What are you getting for fuel pressure? This could play into a lot of issues with the different carbs. The runs good then stops sounds like dirt is get loose in the carb. This could actually be coming from the old gaskets inside the carb. Also be very careful of the little balls and springs and look for dirt in the springs. The oil pressure of 40-44 is ok that's what the pressure re-leaf is set at with the long oil lines and the remote filters we have both effectively added an oil cooler. The result with mine is even at 400rpm idle it is running around 40 psi. As to the other readings I'll have to bring that info in from the computer in the shop. I'll try to post that this evening. The gas peddle hop is what I mean I lost my cruise control. Cheers Phil
__________________
Phil Waterman `41 C60L Pattern 12 `42 C60S Radio Pattern 13 `45 HUP http://canadianmilitarypattern.com/ New e-mail Philip@canadianmilitarypattern.com
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#9
08-05-09, 00:54
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Checked my test notes
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Checked my notes from the test stand running of 261 and 235 Concerning oil pressure- Only time I saw oil pressure under 30 PSI was when the engine temperature was 190+ with oil temperature above 170 and RPMs down to 400 RPM. At 300 RPM it got down to 24 PSI. Concerning vacuum I'm getting 22 inchs at idle 400-500 RPM, running down the highway at indicated 50 MPH on flat ground I'm seeing 5-7 inches. Max vacuum under deceleration is 27-28 inchs. Just discovered that coil position with the 261 in a Pattern 13 and stock coil holder has the coil hard against the side of the dog house. Which seems to add noise to the cab. As to your comment about the 216 vs 261 thermostat water outlet to the radiator, looked back at my flow testing notes on the 261 engine running stock 261 water pump and outlet vs 261 engine with 216 pump and thermostat. There doesn't looked to be a measurable difference. I believe that the thermostat is the flow restriction that is really controlling flow through the radiator. One point though in getting the 261 engine to come up to temperature smoothly it looks like this engine really needs to have a connection between the inlet ant outlet for the heater. I installed a 3/8th copper U between this seems to keep the flow going through the engine so that the hot water actually gets to the thermostat. See picture
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Phil Waterman `41 C60L Pattern 12 `42 C60S Radio Pattern 13 `45 HUP http://canadianmilitarypattern.com/ New e-mail Philip@canadianmilitarypattern.com
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