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Old 01-25-2019, 08:00 PM   #81
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Join Date: Oct 2017
Location: Virginia
Posts: 690
Year: 1971
Coachwork: Wayne
Chassis: International Loadstar 1700
Engine: 345 international V-8
Did some paint work this evening, so the front clip will be ready to be put back on once I take care of a few more details. The purple now comes all the way to the firewall, and have the inside of the fenders painted.

Pinion angle is unchanged, but the driveshaft to tranny is about 1 degree. I have the mounts at the same height as with the other engine, maybe it was always off just a little. I could lower the front of the engine just a little. Seems 1 degree should be ok?

I did check run out on the driveshaft after it was installed with a dial indicator, and it is running within about .002"
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Old 01-28-2019, 06:00 PM   #82
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Join Date: Oct 2017
Location: Virginia
Posts: 690
Year: 1971
Coachwork: Wayne
Chassis: International Loadstar 1700
Engine: 345 international V-8
Other then a few little odds and ends we have the bus back together. Started the engine today, and did a bit of tuning. Runs nice, will give it a test drive this week.
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Old 01-28-2019, 06:59 PM   #83
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Location: Houston, Texas
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Year: 1946
Coachwork: Chevrolet/Wayne
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Engine: Cummins 4BT
Rated Cap: 15
Congrats! Must feel good to go from a "sitter" to a "runner".
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Old 01-29-2019, 02:13 PM   #84
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Location: Goose Bay NL
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Chassis: International
Engine: T444E
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nice, great feeling when you fire get to fire her back up eh.
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Old 01-29-2019, 06:49 PM   #85
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Join Date: Oct 2017
Location: Virginia
Posts: 690
Year: 1971
Coachwork: Wayne
Chassis: International Loadstar 1700
Engine: 345 international V-8
The hood going on. Drove it out of the shop today and took a spin around the block. Really pleased with the Manuel trans, and the engine too.

One interesting thing to note is the exhaust has quite a bark to it, and much louder then the 392. Think it might wake the dead... so need to quiet it down some. Really feeling like the 392 was never quite right.
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Old 01-29-2019, 07:07 PM   #86
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Join Date: May 2009
Location: Columbus Ohio
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Year: 1991
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Chassis: International 3800
Engine: DTA360 / MT643
Rated Cap: 7 Row Handicap
if your exhaust note is stronger on the 345 then your 392 was sick.. my 392 is a deep throaty sound and thats in a bus where the pipe is way behind me..



im guessing since that motor came apart it probably was tired all along.. a fresh 345 will beat a tired 392 all day long..

-Christopher
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Old 02-08-2019, 05:56 PM   #87
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Join Date: Oct 2017
Location: Virginia
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Year: 1971
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Chassis: International Loadstar 1700
Engine: 345 international V-8
Gremlins have been having fun with the bus. New exhaust gasket/donuts failed after 100 miles, then a return hose on the power steering gave up, and other little annoying things. I made new donuts out of bronze, supported the exhaust system better, and did some other odd and ends.

Also fixed an engine stumble.Two problems, the advance on the dirtibutor was stuck, and it turns out I was using ported vacuum for the distributor, not manifold vacuum. Switching to manifold vacuum cured that.

So another trip this weekend, and see what happens. Short local drives it is running as it should now.
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Old 04-18-2019, 06:23 PM   #88
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Join Date: Oct 2017
Location: Virginia
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Year: 1971
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Chassis: International Loadstar 1700
Engine: 345 international V-8
Two trips to Florida from Virginia, one of them towing our boat, and a bunch of local trips. Still not fully happy with the ignition system. The centrifugal advance has failed. So enough of old distributors. I bought a DUI( Davis unified industries) HEI distributor. Installed it today. Very tight fit, the thermostat housing had to be modified, and a different neck on top of it , and the temp sensor needed to be moved as well. Bought new wires, and changed plugs too. They recommend .055" spark plug gap. I did .050", never have I gapped a plug that much.

Results, it is smooooth, and no more missing at full throttle. Missing at full throttle did not always happen however at times I think i was drowning out the original ignition, I had to tip toe it sometimes, now it can be put right down no problem. Also needed to lean my fuel mixture a little and reset idle back down.

Just trying to dial it in to perfection or at least as close as I can get.
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Old 04-18-2019, 06:51 PM   #89
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Join Date: May 2009
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Chassis: International 3800
Engine: DTA360 / MT643
Rated Cap: 7 Row Handicap
hey ronnie, where did you get your DUI ignition? I need to do that for my 392.. I still have the factory points distributor and it seems hard to keep it in time... same issue as you.. .. well mine seems like my advance curve is Lazy...



also what do you set your initial at? the tag on. my 392 says 0 BTDC, im used to the chevy world where you run a lot more.. I have mine set at 0 now since the engine is tagged that way..



ive still go to richen my micture up a little more.. I went to a bigger jet and rod.. but im at a "just in range" setting for what people online say.. I always liked a little richer mixture and dialed a couple degrees timing to heat things up a bit if needed..



do you like leaner and slightly retarded timing for these engines? or a tad rich and tad advance?
-Christopher
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Old 04-18-2019, 07:49 PM   #90
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Join Date: Oct 2017
Location: Virginia
Posts: 690
Year: 1971
Coachwork: Wayne
Chassis: International Loadstar 1700
Engine: 345 international V-8
I got my DUI at Summit racing. about $450 or so and that included the modified thermostat housing, and gaskets. $100 more gets the wires, they are worth it.

I set timing at 10 btdc. These engines do like a fair amount of advance, total timing on the 392 should be around 37 degrees, the 345 41 degrees. I am right about 40 total now. I am not getting any ping or knocking. Will see how it does for a bit and might go a little more. Need to use the bus weekend after this, and might pull a plug or two and see how they look.

0 degrees does not work to well in any of the International engines I have had, 8-10 has been about right in my others, a 304 in a pickup and a 345 in a 1600.

Fuel yes a bit rich, but I was a bit too rich. You may want to get the ignition where you want it first. The coil on the DUI is 55,000 volts. It really makes a difference.
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