Cummins Conversion Basics

Cooling Hoses

In some instances, it will be required to reduce the ID of a hose to make a transition. For these instances, special rubber reducers are available from Gates that slip inside a hose and act like a “bushing,” effectively reducing the ID. The table included at the bottom of this article shows what ID reducer options are available.


Another option is to use a transition hose to step up or down a hose size. This option can work well especially if additional length is needed to make connections. Popular Gates transition hoses are also listed in this article.


We've also included an image showing one possible way to construct a lower coolant hose when a 5.9L engine was installed in a White 2-135. In this example, a factory White 100 series lower coolant hose was used in conjunction with a transition hose and a stainless steel tube. Since the 5.9L engine is much shorter than the original Hercules engine, it was necessary to extend the lower coolant hose to reach the radiator. In addition, it was also required that the coolant hose ID be increased to fit onto the original radiator. It should be noted that when a stainless tube is used, hose beads must be rolled onto both ends of the tube to keep the hoses from working off the tube.


Cummins Lower Water Neck Part Number 3903103
Cummins Lower Water Neck Part Number 3934877
An Example of a Gates Transition Hose
AGCO Lower Hose Part Number 3777869M1 Shown on a 4BT Installed in a 1650.
White 2-135 Lower Coolant Hose Configuration Utilizing the 30-3448398 White 100 Series Lower Radiator Hose and Gates Transition Hose
White American 30-3457265 Lower Radiator Hose
  Description White Part Number Horizontal Offset Dimension A Dimension B
Upper Radiator Hoses (Radiator Inlet) White 100 Series 30-3443736 2” 11 1/2” 14 1/2”
White American Series 30-3457273 4.5” 11 1/2” 11 1/2”
White 6125/6145 72506777 .5” 11 1/2” 14 1/2”
Lower Radiator Hoses (Radiator Outlet) White 100 Series (Use 3934877 Water Neck) 30-3448398      
White American Series (Use 3934877 Water Neck) 30-3457265      
Agco White 6710/6810 (Ideal for 50 and 55 Series Conversions)(Use 3934877 Water Neck) 3777869M1    
Transition Hose Part Numbers
Gates Part Number Inside Diameter #1 Inside Diameter #2 Length
20369 2.25” 2.5” 3.4”
22177 2.25” 2.5” 6”
21492 2” 2.5” 4”
20532 2” 2.25” 3”
20520 1.75” 2” 5”
20351 1.5” 1.75” 3.5”
Hose ID Reducer
Gates Part Number Reducer OD Reducer ID
26390 1 1/2” 1 1/4”
26391 1 3/4” 1 1/2”
26392 2” 1 3/4”
26393 2 1/4” 2”
26394 2 1/2” 2 1/4”
26395 3” 2 1/2”


Cooling Fans/Fan Drives

For this edition, we will be covering cooling systems and how to adapt a Cummins B series engine to an existing radiator. Often when engineering a cooling package, the complete package is engineered as a system. That is, the interaction between the fan, shroud, and radiator is optimized to minimize power consumption and noise and provide proper cooling under adverse conditions. To demonstrate this point, we can simply look at the fans used on the Cummins powered White American and 100 series tractors. Each model of tractor used a different fan that was optimized for each engine's specific heat rejection rate and the radiator that it was matched to.


To develop a cooling package, an equipment manufacturer will first obtain the heat rejection values from the engine manufacturer. Then a radiator will be selected that will fit the given envelope and have the fin and tube configuration needed to properly dissipate the heat generated by the engine. Finally, a fan will be selected where the restriction of the radiator is matched to the fan performance curve. This is a very simplified example of the engineering required to design a cooling package. It is not uncommon for several iterations to be required to achieve optimal system performance.


Without the analytical tools used by OEM's, it can be difficult to achieve the same level of optimization when performing a conversion; therefore some level of performance may be compromised. The components recommended in this article are general recommendations, but do not guarantee success. If problems are encountered, it is recommended to contact your local Cummins distributor and discuss your project with an application engineer who has experience designing cooling packages.


One option that can help overcome some of the unknowns when performing a conversion is to use a viscous fan drive which will modulate fan speed based on air temperature. One word of caution with viscous fan drives is that attention needs to be paid to hydraulic oil temperature when hydraulic intensive operations are being performed at times when engine loads are low. What can occur is that the heat rejection from the hydraulic circuit may not provide enough of an air temperature rise to trigger adequate fan lock up. Without enough fan speed, air flow may not be sufficient to extract enough heat from the hydraulic cooling circuit and overheating will result. In general, even a loosely coupled viscous drive will still move enough air to provide proper cooling, but it's important to watch out for such a condition.


Below are a number of general recommendations to assist with proper fan installation:


  • Fan Depth Relative to Shroud:

    • The fan should be placed such that 60% of the width of the fan is forward (inside) of the shroud.

  • Minimum Distance from Radiator to Front of Fan

    • It is recommended that the fan be a minimum of one fan thickness away from the face of the radiator.

  • Maximum Gap Between Fan and Shroud

    • The radial gap between the fan and fan shroud should be no more than 1/3” to 1/2”.

  • Fan Tip Speed

    • To minimize noise, fan tips speed should be less than 15,000 ft/min.

  • Fan Power Consumption

    • Roughly 5-10% of gross engine power will typically go towards driving the fan.

Cummins 3910131 2.5 Inch Long Fan Spacer
  Description Cummins Part Number Case IH Part Number Crankshaft Center Line to Hub Center Line
Fan Hubs High Mount Fan Hub (10mm Hub Bolts) 3913433 J913433 17.5”
Low Mount High Center Fan Hub (10mm Hub Bolts) 3911922 J911922, 84585623 15.5”
Low Mount Fan Hub (10mm Hub Bolts) 3908805/3910595/3911205/3958412 J910595, 84585624 13.5”
Fans 24" Direct Drive Sucker Fan 3911319 N/A  
24” Sucker Fan for use with Fan Clutch (AP Air Part Number AP Air EF1255) N/A 194518A2, 194518A1  
Clutch for 24” Fan from MX100-MX135 Tractors (85-115PTO HP) (AP Air Part Number FC1202) N/A 188922A1  
Clutch for 24” Fan from MX150-MX170 Tractors (130-145PTO HP) (Available Aftermarket) N/A 283132A1  
20" Sucker Fan 3908079 N/A  
18” Sucker Fan from 5120-5250 CaseIH Maxxum Tractors (Available Aftermarket) N/A 1998741C2  
Fan Spacers (Used for adjusting distance between fan and radiator core) 1" Fan Spacer (10mm Hub Bolts) 3910128    
1.5" Fan Spacer (10mm Hub Bolts) 3910129    
2" Fan Spacer (10mm Hub Bolts) 3910130    
2.5" Fan Spacer (10mm Hub Bolts) 3910131    
Lower Water Neck (Water Pump Inlet) Angles 30 Degrees Down from Horizontal 3934877 J934877  
Angles 60 Degrees Down from Horizontal 3903103, 3934878 J903103, J934878

Accessories (Tach Drives, Starting Aids, A/C)

Tachometer Drives


When using a mechanically driven tachometer, parts are available both from CaseIH and Cummins for a B series engine to allow such a tachometer to be driven.  This tachometer drive is installed into the front timing gear cover and is a 90 degree drive (total speed reduction relative to crankshaft speed is 2:1).  In some situations, a longer tach drive cable will be required to reach the drive.  The cable from a White 2-135/155 is a good option when additional cable length is needed to reach the tachometer drive.  Note that certain Perkins applications used a 1:1 drive ratio and will require a different tachometer to work with the Cummins 2:1 tach drive.

The  mechanical tachometer drive shown installed on the front timing gear cover
The mechanical tachometer drive kit offered by CaseIH and Cummins


Air Conditioning Compressor Mounting


Components to mount a Sanden style compressor are available to place the compressor on top of the cylinder head on the drivers side.  This configuration drives the compressor with a V belt which is driven by a pulley that gets sandwiched between the serpentine pulley and the fan hub spacer installed on the fan hub.


An image of the v belt pulley used to drive an air conditioner pump


Cold Starting Aids


In northern climates, some form of starting aid is usually required to start a diesel engine during cold ambient conditions. In pickups, the B series engines were equipped with an electrical grid heater to warm the air entering into the intake manifold. This is a viable option, but may limit the number of off the shelf air intake piping options. Another option is to install a factory ether starting kit. Although ether sometimes has a bad reputation, when used properly with a factory engineered ether system, the risk of engine damage is low. In fact, with some modern large displacement engines, the engine's electronics will monitor crankshaft speed after a cold start and administer ether even while the engine is running to improve cold idle stability and reduce white smoke.

The A172900 ether injection nozzle avaliable from CaseIH
The ether starting kit used by CaseIH on B series Cummins engines when a cold weather starting aid is required


CaseIH Part Number Cummins Part Number
Oil Fill Tubes Block Mounted Oil Fill Tube J911696 3911696
Oil Fill Tube Cap A77424
AC Compressor Mounting Sanden AC Compressor Mount from CaseIH 1640 Combine A189290
Tensioner Arm 87306665
V Belt J911574
V Belt Pulley A184596
Ether Injection System Ether Nozzle A172900
Tubing 72” Cut to Length 1954063C1
Ether Canister Holder/Solenoid 87105749
Canister to Hose Fitting 289970C91
Tachometer Drive Tachometer Drive J905217 3905217
Gasket J915800 3915800
Hub J905306 3905306
Adapter J918215 3918215
Gasket J903475 3903475
Washer (Qty 2) T103877
Bolt (M6x12) (Qty 2) 86977726

Charge Air Cooling

Charge air cooling is an important topic especially with higher horsepower B series engines. Often people will look at a pickup truck rating and question why charge air cooling is needed when pickup engines were not equipped with charge air coolers even at 175+hp. The answer lies in an engine's expected duty cycle and design life.


Charge air cooling not only helps deliver a denser charge as a part of the recipe for higher engine output, but can also increase an engine's durability. Cooler intake air translates into cooler combustion temperatures and ultimately cooler running internal engine components. With aluminum piston engines like the B Series Cummins, higher pistons temperatures reduce the aluminum's ability to resist fatigue (cracks) since aluminum's fatigue strength decreases with higher temperatures. A way of thinking about this is that every engine cycle consumes a small amount of an aluminum piston's life. Therefore, as temperatures go up, the amount of life consumed during a given cycle increases, and the piston's overall life decreases at a faster rate than if it were operated at a lower temperature.


In a light duty application, the time spent at high loads and hence high temperature is assumed to be a low percentage of the vehicle's total life. Therefore, it is possible for a component to achieve the desired design life without charge air cooling even if internal temperatures are high. In an off-road application, duty cycles are typically higher when compared to automotive applications. In order to provide acceptable engine life under more demanding conditions, internal temperatures must therefore be reduced.


If there is any doubt regarding if charge air cooling is required for your project, a discussion with a Cummins application engineer is recommended. However, it is my general rule of thumb that for 140 PTO horsepower and above that, charge air cooling should be used when long life and durability is desired.

4BT Conversions

Occasionally a question comes up regarding using a Cummins 4B four cylinder engine for a conversion.  In addition to having a shorter length, which places the engine a notable distance from the radiator, the other issue with 4 cylinder engines is engine vibration.  Inline four-cylinder engines have an inherent vibration that occurs every half crank revolution and attempts to shake the engine up and down. This is known as a second order vibration that originates from the fact that the rate of acceleration and deceleration of a piston when it is near top dead center is different than the acceleration and deceleration of a piston at bottom dead center. 


When a four cylinder engine is soft mounted using rubber engine mounts, this vibration can be isolated from the chassis.  Because Oliver and White engines are hard mounted, a special balancer is required to counteract the resultant shaking forces created by four cylinder engines.  On a 4B Cummins, this balancer mounts to the main bearing caps and is driven by the crankshaft timing gear.  Because of the bulk of the balancer assembly, the number of pan options becomes limited.  In my experience, finding a 4BT with a balancer shaft installed from the factory can be challenging due to the majority of 4BT applications being soft mounted and hence not requiring a balancer.  If purchasing a new balancer, expect the assembly to cost well over $1000.

Frame Modifications

Depending upon the tub that is used, it is possible that some modification will need to be made to the frame to allow for oil pan clearance, etc. Caution needs to be used when cutting cast iron tubs since broken tubs have been occasionally reported to occur after modification. Cast iron is a brittle material and is especially sensitive to stress concentrations. To eliminate crack initiation points, generous radii must be used in corners. It is recommended to use a hole saw or large diameter drill bit to form a the corner radius where two cuts intersect.


To help minimize the amount of grinding required when removing the existing Waukesha engine mounts, I have found the inexpensive hand held band saws from Harbor Freight Tools to make quick work of cutting the cast iron.

Engine Mounts and Engine Alignment

One of the largest challenges for completing a Cummins conversion is obtaining the correct engine to transmission alignment. Good alignment is critical to minimizing chain coupler wear and eliminating vibrations associated with incorrectly aligned chain coupler sprockets. We have also found that the power that a chain coupler can reliably transmit without catastrophic failure is related to how well the sprockets are aligned.


In some instances, like on 2-135/155 Whites, the original engine mounting pads can be used to provide a machined surface to mount to. However, with many Oliver frames, the original mounting pads need to be removed to allow for space for the Cummins engine. For these situations, the most convenient mounting surfaces become the top of the frame and are unfortunately as-cast surfaces. Because of the variances associated with a non machined surface, mounts that simply “bolt in place” and provide automatic alignment are not practical.


A picture showing the mounts used to install a 5.9L Cummins in a 2-135 or 2-155


The most predominant approach for Oliver conversions is to use mounts that are made of several pieces that get welded together once the engine is properly aligned. This process can be a bit tedious without the proper tools, so it's important to think through your approach before taking on a conversion. One of the best methods is to use two chain hoists with one supporting the front of the engine and the other supporting the over/under.


The engine mounting kit designed by Buckley Zoller of Manuta, Ohio.  This kit is available through Maple Springs Farm


What also helps is to purchase a magnetic digital level. One of these levels can be set against the front face of the transmission and zeroed. When placed on a horizontal machined surface on the engine, once the level again reads zero, the engine has the proper angular alignment relative to the transmission.

First, place the digital level against the front of the transmission
Next, zero the digital level
Finally, place the level on a flat machined surface on the engine and ensure it reads zero indicating the engine's pitch is correct

Exhaust/Exhaust Manifolds

One of the common questions asked by people who are thinking of performing a Cummins conversion relates to exhaust manifold configurations. For a B series Cummins, there are five basic styles of manifolds. The first two are known as low mount turbocharger manifolds. One of these is the automotive style which was used on the Dodge Ram pickup. This manifold places the turbocharger off to the side of the engine and at roughly the same level as the valve covers. This type of manifold can be used for a conversion, but may require modifications to the right side panel and will require that the exhaust stack be placed off to the side of the hood. The other style of low mount turbocharger manifold places the turbo under the manifold and tucked in near to the block. This style of manifold can create interference issues when using an SAE 3 bell housing with a high mount starter. Both styles of low mount turbocharger manifolds tend to create complexity when performing a conversion.


The next two variations of manifolds place the turbocharger above the manifold and are known as high mount turbocharger manifolds. These manifolds are distinguished by the direction which the the turbocharger outlet faces. One manifold points the outlet of the turbine housing towards the rear of the engine (high mount turbo, rear exhaust) and the other points the turbine housing towards the front of the engine (high mount turbo, front exhaust). Either of these two manifold versions will keep the turbocharger and exhaust routing tucked inside the existing sheet metal.


An Example of a High Mount Front Exhaust Manifold


Lastly, there is a manifold which is used on naturally aspirated engines and routes the exhaust directly upwards out of the manifold.


The rest of this article will be devoted to the basic theories of designing an exhaust system. If the desire is to leave the original hood unaltered, often an exhaust system will need to be fabricated to go between the turbocharger and the original exhaust location. Although creating such a system would seem like a straight forward exercise, it is important to understand the physics behind a good design to avoid potential reliability issues. Much of what will be discussed is to help develop a thought process to avoid problems and to assist in understanding a failure if one were to occur.


One of the challenges with engine mounted components is dealing with vibration. High mount exhaust systems tend to be more susceptible to the effects of engine vibration because of the component's distance from the engine's center of gravity. A good way of thinking about engine vibration is that for every action, there is an equal and opposite reaction (which is Newton's third law of motion). Every time a cylinder fires, the resultant force essentially acts like a hammer delivering an impulse of energy to the engine's structure. This is the “action” or what is sometimes referred to as a forcing function. Once this energy is delivered to an engine's structure, the components which make up an engine react by moving. Because of this repeated hammering which occurs in an engine, the components end up moving in an oscillating fashion known as vibration. The way vibration is quantified is with frequency, or oscillations (cycles) per unit time.


All structures and components have what is known as a natural frequency. When the frequency of energy impulses equals that of the structure's natural frequency, the amplitude or distance that a structure moves can increase many fold. When this occurs, it is known as resonance. A good example of this principle is with an unbalanced tire. Often a tire's imbalance may only be detectable at a certain speed. The imbalance is always present regardless of speed, but at a certain speed, the frequency of the imbalance equals that of the suspension's natural frequency and the whole vehicle will shake. This concept is important because when a component enters into resonance, often failure is imminent due to the extreme forces which result.


Looking at the fundamental equation for natural frequency, it becomes apparent how to design a good engine mounted exhaust system.



In this equation, “k” represents a component's stiffness and “m” represents a component's mass. A higher natural frequency is better, therefore, based on the above equation, a higher natural frequency can be achieved with stiffer components or lower mass.


Simply using big heavy components for an exhaust system is not necessarily a good solution since it can be difficult to increase the stiffness of every aspect of the system to counteract the added mass. When a system is not designed as a “system,” a weak link can be created and a failure may result. The best solution is to keep the components of an exhaust system as light as possible, but well supported with stiff brackets and robust mounting points.


If the location of the turbocharger high above the engine's center of gravity isn't enough of an issue with high mount exhaust systems, the shear mass of the turbocharger creates its own set of problems. Because of it's large mass and cantilevered mounting, a turbo charger can have a high degree of displacement as it vibrates. This high displacement can be transmitted to the rest of the exhaust system and result in fatigue failures of components (cracked pipes and welds, broken mounts, etc.). There are two best practices for dealing with turbocharger vibration. One is to have the entire exhaust system secured to the exhaust manifold which allows for all the components to move together. If the exhaust system ends up being quite large and requires attachment points to other locations on the engine besides the manifold, it may be advised to have a soft coupler between turbocharger and the rest of the system by using a bellows or similar type of joint. Using a bellows is not always required as long as there is enough inherent flex built into the system, however, it can be difficult to determine if enough flex is present without some level of analysis or testing.


High Mount Front Exhaust (Turbo Foot Located Between Cylinders 1 & 2)
Case IH Models (Not an Exhaustive List) Manifold Specific Part Numbers
Tractors 5130 (Turbo Version), 5140, 5230 (Turbo Version), 5240, 5250 Description Case IH P/N Cummins P/N
Combines 1640 (After S/N JJC0034705), 1644, 2144, 2344 Manifold J931747, J901683 3901683, 3931747
Construction 621B, 621C, 621D, 850G, 850H, 850K, 1150H Turbo Drain Line J934093, J918579 3934093, 3918579
Turbo Oil Supply (21.25”) J918562 3918562
High Mount Rear Exhaust (Turbo Foot Located Between Cylinders 3 & 4)
Case IH Models (Not an Exhaustive List) Manifold Specific Part Numbers
Tractors 2096, MX100, MX110, MX120, MX135, MX150, MX170 Description Case IH P/N Cummins P/N
Windrower 8880, 8880HP Manifold J931745 3902347, 3931745
Construction 9030B Turbo Drain Line J944048, J905202, J918583 3944048, 3918583, 3905202
Turbo Oil Supply J920603 3920603
Naturally Aspirated Exhaust
Case IH Models Manifold Specific Part Numbers
Tractors 5130/5230 with 6-590 Engine Description Case IH P/N Cummins P/N
Manifold J901326 3901326

Clutches and Starters

Clutch/Pressure Plate


The White 100 Series tractors utilized a 14” clutch that has several interchangeable variants. Clutch plates are available in a 6 pad and an extended life 8 pad configuration. The pressure plate that is used is a heavy duty industrial Rockford/Lipe style. Three different pressure plate options are available with either 15, 18, or 21 springs. The lower tension pressure plates will have reduced release force, but also have reduced holding force.

14 Inch Rockford Style Heavy Duty Pressure Plate


14 Inch, 6 Pad, 27 Spline Clutch Plate


It should be noted that in order to use the 100 Series 14” clutch plate, a 27 spline over-under or hydra power input shaft will be required from a 17XX or larger tractor. Custom clutch plates can be fabricated by most competent clutch shops if retaining a 19 spline input shaft from 15XX, 16XX, or 2-70 tractor is desired.


PTO Drive Hubs


Two variants of PTO drive hubs exist depending upon PTO drive shaft spline count. For 15XX, 16XX, 2-70 tractors, the White American 60/80 drive hub provides the correct 12 spline drive. For converting the larger series of tractors, a 17 spline drive hub from the White 100 Series tractors is used. One important thing to note is that the White American 60/80 drive hub will need to be bushed in order to accept the smaller input shaft pilot bearing needed if a 19 spline input shaft is retained on 15XX, 16XX, 2-70 tractors. This bushing is not required if the over-under input shaft and front cover are converted over to the 27 spline shaft.

17 Spline PTO Drive Hub




For a starter, the same starter used on the White 100 Series tractor should be sourced.

Mating the Engine to the Over Under/Hydrapower

What has enabled the Cummins B series engines to be easily implanted into White/Oliver applications was Oliver's use of a standard SAE 3 flywheel/clutch housing interface on a number of models. Using the SAE 3 flywheel housing, flywheel, etc. has several advantages:


  1. Parts Availability – Since most of the components needed to mount an over-under or hydrapower to a Cummins B series are borrowed from the White 100 Series tractors, adjustments, fastener torques, and service procedures can be had by referencing the B series powered White 100 Series models. In addition, any service parts are readily available from any number of sources including your local AGCO dealer and the aftermarket.

  2. Successful Combination of Components – It's important to think of performing a conversion as integrating a complex component into a much larger and also complex series of systems. An engine with a track record of good reliability can very easily become unreliable or render the vehicle unreliable if a conversion is not approached correctly, and system interactions are not considered. From my own personal experiences as an engine engineer, I can attest to the considerable amount of engineering and testing that goes into properly matching an engine to drive train and verifying its reliability. Engineering details such as proper inertia match to minimize torsional vibration transfer are key, and if done incorrectly, can have an adverse effect on durability. Due to the reliability demonstrated by the thousands of the B series powered White tractors that were produced, we know with a high level of confidence that the selection of components discussed in this article will successfully mate the B series Cummins to the Oliver/White drive train.

  3. Structural Stiffness – The SAE flywheel and clutch housings are made from substantial aluminum and iron castings with adequate capability to support both the engine and over-under/hydrapower.


A Picture Of a White 100 Series Flywheel


Flywheel Housing


The flywheel housing is the component that bolts directly to the engine and surrounds the flywheel. Cummins offers several SAE 3 housing configurations with differing starter and mounting flange configurations. Generally the best option for a conversion is the flywheel housing with a high mount starter and three universal mounting pads on both the driver's and passenger's side of the housing.


The Cummins SAE 3 Flywheel Housing with High Mount Starter


When mounting the flywheel housing to the engine, it is critical that the two hollow dowel pins are used to align the housing to the engine. We frequently see used engines and flywheel housings with one or both of the hollow dowels missing. Do not rely on the bolt clearance holes to provide proper alignment of the flywheel housing to the engine. When properly aligned, the housing ID should have less than 0.008” total indicated runout (TIR) relative to the crankshaft rotational axis. The mating face also should have less than 0.008” variation when indicated relative to the crankshaft. This alignment is critical to minimizing input shaft spline wear. Even small misalignment will cause minute motion between the input shaft and the clutch to occur with every revolution, hence causing accelerated wear on the splines.


Showing the Flywheel Housing Alignment Dowel in Green and Missing Dowel in Red

Showing the Flywheel Housing Alignment Dowel in Green and Missing Dowel in Red


Clutch Housing


To mate the over-under or hydrapower to the SAE flywheel housing, a used Oliver/White SAE 3 clutch housing will be required. These can be sourced from any Oliver/White tractors that were powered by Cummins, Perkins, Detroit, or Hercules engines. It should be noted that for certain conversions, this housing will need to be rotated upside down to achieve proper clutch throw-out bearing movement. In these situations, reworking the throw-out shaft lever arm will also be required.


The Oliver White SAE 3 Clutch Housing


AGCO/White CaseIH Cummins
White 100 Series Flywheel 30-3429652
Replacement Ring Gear 30-3456153
Flywheel Cap Screw (Qty 8) (M12-1.25 X 32) 30-3439046 J901395 3901395
Hardened Flywheel Cap Screw Washer (Qty 8) 30-3438821 J900269 3900269
Flywheel Housing to Block Cap Screw (Qty 8) (M12-1.75 X 40) 30-3438694 854-12040 3920447
Flywheel Housing Alignment Dowel (Qty 2) (18mm OD X 10mm Long) 30-3454487 J900956 3900068
SAE 3 Flywheel Housing with High Mount Starter 30-3456145 J903282, J931627, 1495698, 1495184, 153648952, 3903282, 3937426, 3931627, 75320420, 76192041, 76193314, 76194581 3902256, 3931627, 3937426, 3975179, 3903282
Pilot Bearing (Bearing Number 6008-2rs (Bore: 1.575" Outside Diameter: 2.677" Width: .591") 72160313
Pilot Bearing Retaining Ring 944056
Throwout Bearing (2.25” ID, 3.8” OD, .8” Thick. Verify Fitment Prior to Ordering) 104810A, 30-3056287, 72160065
14” Clutch Plate (Standard Duty 6 Pad and Heavy Duty 8 Pad are Available) (27 Spline) 72160745 *Note that clutch plates with 19 spline for 16XX, 15XX, and 2-70 tractors can be custom made. Contact Maple Springs Farm to discuss options.
White 100 Pressure Plate 30-3445488
White 120/140 Pressure Plate 72161849
PTO Drive Hub (17 Spline) (Used for 17XX/2-85 and Larger Oliver/Whites ) 303429644
PTO Drive Hub (12 Spline) (Used for 15XX/16XX/2-70 Oliver/Whites) 303420116
SAE 3 Clutch Housing Used on Models 1850, 1950, 2050, 2150, 2-85, 2-88, 2-105, 2-110, 2-135/2-155 Serial Number 292563 and before (7/8” Lever Shaft) (Available Used Only) 30-3345386 (Previously 158660A)
SAE 3 Clutch Housing Used on Models 2-135/2-155 Serial Number 292564 and Later (1 1/4” Lever Shaft)(Available Used Only) 30-3334694
SAE 3 Clutch Housing Used on Models White 100, 120, 125, 140, 145 (1 1/4” Lever Shaft w/ Needle Bearings)(Available Used Only) 30-3445704

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