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jdleach

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jdleach last won the day on July 13 2014

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About jdleach

  • Rank
    Old Iron Monger
  • Birthday 09/15/1958

Wheel Horse Information

  • tractors
    1985 Wheel Horse 312-8
    1980 C-175 Black Hood Series I Twin
    1969 Wheel Horse Commando V7
  • favoritemodel
    312-8

Profile Information

  • Military Member
    Navy
  • Location
    Columbus, IN
  • Occupation
    Toolmaker

Recent Profile Visitors

1,489 profile views
  1. Thank you Bob, just ordered two of them puppies. One for the C-175, and a spare for the 312-8.
  2. I Be Back Again...

    There wasn't anything significantly wrong with the idlers, although one was a bit stiff, you could still spin it. Went ahead and ordered both mule drive idlers, along with the spacers. The belt itself didn't look as if was stressed in any way (worked a lot on vehicles, and industrial belted equipment over the decades), rather it appears that the rubber just failed. There were numerous sections of the root that had flaked/broke out. It has always been my habit to release the tension on the belt after every mowing session, so if the belt had been running hot, or appeared to be suffering abrasion, I am sure I would have seen it. I noticed the chunks missing just a few weeks ago as I walked past the mower in the garage, so the failure had to have occurred during the last few mowing sessions I had in the fall.
  3. Part Numbers - 1985 312-8

    Just got through ordering all the parts I need to get the tractor and mower deck up to snuff. Been burned on the quality of some after market parts in the past, so I went with genuine Toro/Wheelhorse parts. Pricey, yes, but I probably will not have to ever replace these particular items again. Went ahead and got both mule drive pulleys, new spacers (apparently the PO had lost one, and cut a piece of conduit as a replacement), the PTO pulley end bearing, and the mower deck idler. None of the idlers/bearings were significantly bad, just rough feeling and somewhat stiff. I figure that the deck should be quieter with the new belts and pulleys though.
  4. Part Numbers - 1985 312-8

    Thank you Garry, will poke around and see what I can come up with.
  5. I Be Back Again...

    I think I will check into those Kevlar belts. The drive belt for the deck was replaced by me when I first got the tractor in 2014. Was a Toro belt from the local dealer. Thing was coming apart after last season, and it isn't like I was mowing 2 acres, just the city lot where I live (pretty well standard size). Thanks guys for the part numbers and sources.
  6. Lookin' fer parts. My old PC, with all my links for parts sources, died an ignominious death several weeks ago, and now that I am trying to get the 312 ready for a new season, I am having some difficulty in finding the correct part numbers for my tractor. Found Toro's parts site, but their catalog doesn't go back to my model number anymore. Therefore, I am unsure as to whether the parts numbers listed there are correct. Had a local source for parts, but the owners sold out, and the new owners jacked the prices up significantly, so I figure I will just procure my supplies from online. Here is what I am needing (good source, and correct part #): 1. Mule drive pulleys, inner one (V-style). 2. PTO Thrust bearing. 3. PTO needle bearing seal. 4. 42" deck belt idler pulley. Deck is a Toro, model 78345. If there is a place that has an online catalog for these older Horse parts, I would welcome the link too. Therefore I wouldn't have to bug you fine folks with such queries. At some point, I am intending to get back to work on my 1981 black hood C-175 Hydro, so I will need good sources for those parts as well. For those of you you who like photos (and who doesn't) here are some pics. I took of the dismantled 312-8 just a few minutes ago. Thanks heaps guys!
  7. I Be Back Again...

    I wanted to thank everyone for the warm welcome. You guys haven't changed a bit. Gonna start a new post, as I am needing some parts for my 312-8. Had to get another PC, and I have lost all my links.
  8. Tiller for 312-8

    My personal email address is:jeromeleach17@gmail.com
  9. Tiller for 312-8

    Too bad it isn't Pekin Indiana, but Pekin IL ain't terrible either. I can set one up OK, am very familiar with these tractors. I noted for a 312-8 for the simple reason that there were differences in the tillers through the years. If you have one of the later models that mates up, send me a few photos, and let me know what you want for it. Thanks.
  10. Tiller for 312-8

    Looking for a tiller for my 312-8 tractor. Preferably somewhere within the Midwest so I don't have to drive all day to get it.
  11. I Be Back Again...

    Posting once again after a lonnnggg interlude. Been making my list, and checking it twice, trying to get my 312-8 ready for the coming season. I also have my C-175 that I absolutely must get working on again. Big thing now, is to locate a good supplier of parts. Was getting my regular stuff, such as belts, filters, etc. from a local company. But they have changed hands, and when I went in there to get a mower deck drive belt, I pretty well got fleeced. So, any suggestions, let me know. Hope everyone who was on here before is doing OK. Will enjoy "horsing" around again with the forum members.
  12. Tractors with hydraulics

    I am certainly not an expert on Wheels Horse autos, but can attest to the durability of the Eaton 1100. My C175 is about as worn out as a tractor can be and still run. Tach-Matic hitch points, brake lining, front spindles, wheel bearings, you name it. The one thing that appears to be good at this point is the Eaton hydro in it. All the blades were broken off of the cooling fan, and the oil and filter looked to be original, yet it still feels strong.
  13. Muffler paint?

    Although I am not 100% sure, I believe I used the VHT when I painted the Nelson on my 312-8 almost 3 years ago. Paint has held up damn good. I have no rust, but the coating has "grayed" to to an extent, and looks thin. Figure a light sanding to rough the surface and a repaint every few years will keep it looking good and preserved for the foreseeable future. Small price to pay considering the cost of a comparable replacement.
  14. C 175 , pig in a poke

    And therein lies the rub Sylvan. In the early days of the K platform, which was from 1981 till around 1988 or so, Chrysler trannys were top-notch. You had the large 727 auto for the heavier trucks and cars, and the 904 which was a scaled down version of the 727 for the smaller vehicles. For the front wheel drive autos, they just modified the 904. Same tranny, just had a differential. Things started to go south when they went with the lock-up torque converter, and only got worse when they became computer controlled. Read about some real horror stories. That said, the worst part was that Chrysler ceased standing beside their vehicles. What was in the 80s viewed as a defect by Chrysler, became a "feature" by the 90s and beyond. Microsoft has done the same in much of their software, and is a sort of inside joke amongst programmers. Case in point: Bought a 10 month old Dakota in 2000. Was a 1999 model. Had the 3.9 V6 with roller tappets. Roller tappets were first installed across the board in Chrysler engines beginning in 1988. Remember a TSB (technical service bulletin) coming out shorty thereafter because more than a few tappets would click pretty badly in cold weather during initial start-up. I put in several "kits" till I left the dealership. By the time I bought the Dakota, had it for a couple years (only 10K when bought), and it had around 30K on the odo., it started clicking. Took it to the dealer. I KNEW about the TSB (got a copy somewhere), and said as much when I took the truck in. I KNEW about the issue. I was told at the time that it was "normal". I have twisted wrenches for decades, and machined a lot of automotive parts and tooling, and that ain't normal. The tranny problem, along with brake pulsation, are a couple other issues that Chrysler has chosen to ignore. I own a Grand Cherokee, an '04 that I bought brand new (before the tappet thing reared its ugly head in the Dakota). Always ran synthetic oil, and never failed to service. Has 111K on it now. Always garage kept, and doesn't run or look nearly as old as it is. Except it has tappet clicking in cold weather. Get bent every time I start it in the winter. The thing that torques my jaws, is that Chrysler believes it can piss in my face, and call it rain, and expect me to believe it. SO no, I am not a die-hard Chrysler fan. I call them as they are. And has they were in the 80s, they were very good vehicles for the money. I am very reluctant to get another one.
  15. C 175 , pig in a poke

    Hmm... The 2.2 was the most powerful engine in its class at the time, and I rarely ever had to rebuild one. Unlike most 4-cylinders of the period, the cam design was such that, if the timing belt broke, you didn't scrag your valves. Catastrophic valve damage was the norm for most all the other engines made then. The 2.2 was indeed, a rough running engine. That is why Chrysler later came out with the 2.5 that had balance shafts. The drawback was that they lost horsepower due to the change, and were stroked to try to lessen the loss. As far as durability, I never seen any problems. In the Ford dealership I worked (after I left the Chrysler dealership), the Escort engines were another matter. Ford eventually changed the head design (the bent valve syndrome), but other weaknesses were still present. One such issue was the poor crankcase ventilation. Every Escort I ever worked on, had in short order a seriously sludged up engine, with thick deposits under the valve cover and on the head. Then again, there was the issue of the 302 with the poorly designed piston skirts. I saw a large number of them things come in with "piston slap". Slap produced a ticking noise very much like a weak hydraulic lifter. Over time, the piston would eventually wear into the cylinder bore where the skirt was slapping, and then break off a chunk of the skirt. At that time, and of the Big Three, Chrysler had the best engine control system. They were the first ones to use OBD, as it was simpler, more reliable, and MUCH easier to diagnose. Did not work on too much GM stuff, but Ford had a disaster in their EEC IV system. I recall poring through the "H" manual trying to figure out some problem on a Mustang, Thunderchicken, or truck, and having to drag out breakout boxes, wiring harnesses, and all kinds of other crap to chase down driveabilty problems. Damn H manual was as thick as a Webster's dictionary, and came in a very large ring binder (to ease the technician in inserting the continuous stream of changes published by the company). The diagnostic manuals at Chrysler were specific to each vehicle, and were rarely more than 50 or 60 pages. OBD proved to be such a good system, EVERYONE uses it now, even Ford. During the 80s, Chrysler had the better engineering, quality, and support. One only needs to review the numerous articles in the press at the time. Not only were they able to turn the company around with solid products, but they also were the leader in innovation. In 1984 they introduced the minivan (whether you like them or not, they were, and still are a very popular platform). In 1987 they were the first American company to completely ditch the carburetor, and go with fuel injection across the board. Even the Japanese still made carbureted engines for several years. Speaking of Chrysler in the years before, or after the 1980s is another matter, but during the 80s, they made very good products. Not perfect, but very good.
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