I want to put a block heater on my 436b and would like to know what freeze plug hole the factory would put it in. Anyone have a 3054 engine with a block heater that could take a picture and let me know? Thanks - Josh
On the B it was on the left side at the rear in a pipe plug, but on the C and newer it is on the right side in a freeze plug. There is an old service magazine concerning this but i think the heating elements have been updated a few times. Service Magazine Media Number -SEPD0492-00 Publication Date -11/10/1999 Date Updated -11/10/1999 Jacket Water Heater Aids In Starting In Cold Weather 416B (8SG, 8ZK), 426B (5YJ, 6KL), 428B (7EJ), 436B (6MJ, 7FL), 438B (3KK), 416C (1WR, 1XR, 4ZN, 5YN), 426C (1CR, 1ER, 1MR, 1NR, 1YR, 1ZR, 6XN, 7WN), 428C (2CR, 8RN), 436C (1FR, 1GR, 1PR, 1RR, 2AR, 2BR, 8TN, 9JN), 438C (1JR, 1TR, 2DR, 9KN) Backhoe Loaders The heater for the jacket water raises the temperature of the engine coolant and transfers the heat to the block. In cold climates, jacket water heaters aid in starting. The 117-9320 Jacket Water Heater (120 Volt) can be installed on B-series backhoe loaders. The 166-0658 Jacket Water Heater (120 Volt) or the 166-0659 Jacket Water Heater (240 Volt) can be installed in the C-series Backhoe Loaders. 1. Drain the coolant from the engine. 2. Remove the pipe plug on the cab heater fitting port just behind cylinder #4. If the cab heater is installed at that port, reinstall the heater line in the 3/8" NPT port. NOTE: Apply 5P-3413 Pipe Sealant to all threads of pipe plugs, nipples, and fittings. 3. Install the 7M-7410 Pipe Plug (2). 4. Install the 117-9354 Heater (7) into position. Do not twist or bend the 117-9354 Heater (7). Be sure element does not turn while tightening adapter. 5. Connect the black and white wires of the 117-9324 Wire Assembly (6) to each of the insulating terminals on the 117-9354 Heater Assembly (7). Connect the green wire to the screw in the brass retaining nut. Slide the boot over the edge of the retaining nut, completely sealing the terminals, and the plastic block to ensure a water and vapor proof seal. 6. Route the 117-9324 Wire Assembly (6). See Illustration 1. The cord must be routed over the steering line. Secure the wire using the 3S-2093 Straps (1). 7. Mount the 121-7849 Bracket (8) using the 8T-4189 Bolts (3) and the 8T-4224 Washers (4). 8. Push the wire through the bracket and attach the 117-9322 Plug Assembly (5) to the wire. (Place the green wire on green screw. Place the black wire on the gold colored screw. Place the white wire on the silver colored screw.) 9. Mount the plug assembly to the bracket.
Would there be any reason I can't change my coolant to Cat ELC from the green stuff it has in it now?
This is what i found at about.com Antifreeze: Red or Green? There has been a very lively discussion going on about "Red" or Dexcool® antifreeze and regular "Green" antifreeze. I have been asked to explain the difference between Dexcool® and clear up some myths and misconceptions about both. This is quite a challenge because every company's antifreezes have different combinations of additives and inhibitors. I won't go into brand specific formulations but rather stick to the basic properties common to all antifreezes. One myth is that all red antifreezes are Dexcool®. There are standard antifreezes that are red and cars that have Dexcool® will be labeled as such. Another myth is that Dexcool® is not glycol based. Not true, all antifreezes are glycol based, including Dexcool®. Both ethylene glycol (EG) and propylene glycol (PG) are used as the antifreeze base. From here the additional additives and inhibitors are added. Each glycol has supporters, although the best choice depends on the intended use. There are several considerations to be made when choosing an antifreeze, the most important being performance. In the area of performance there is very little difference in EG and PG. Additives determine most performance criteria so all coolants supplied by a respectable manufacturer will perform well. The one major difference in EG and PG is toxicity. Because the most persuasive reason to use PG instead of EG based antifreeze is toxicity, we should discuss a little about toxicity. The first thing to think about is the difference between acute and chronic toxicity. Acute toxicity refers to toxicity that has a short duration. If you survive poisoning with an acute toxin, there are usually no lasting effects. Chronic toxicity on the other hand is something that lasts a long time. When poisoned with a chronic toxin, symptoms may not appear for a long time and they may last indefinitely. PG differs from EG in both acute and chronic toxicity's. In antifreeze we are most concerned about one time accidental ingestion. Therefore our interest is in acute toxicity. The acute toxicity of PG, especially in humans, is substantially lower than that of EG. Propylene glycol, like alcohol, is not toxic at low levels. In applications where ingestion is a possibility, PG based antifreeze is a prudent choice. EG is the most common base used in the manufacturing of antifreeze. Another consideration is that all antifreezes pick up heavy metal contamination during service. When contaminated (particularly with lead) any used antifreeze can be considered hazardous. Because of metal contamination many people feel that the toxicity of used antifreeze is the same regardless of glycol. This is where we look at chronic toxicity. PG is not a chronic toxin. EG and heavy metals are chronic toxins. Heavy metals, on the other hand are not acute toxins at the levels found in used antifreeze. For this reason PG based antifreezes, are much safer for people and pets in case of accidental ingestion even after use. In many US and Japanese antifreeze formulas phosphate is added as a corrosion inhibitor. European vehicle manufacturers, however, recommend against the use of phosphate containing antifreeze. The following will examine the different positions on this issue to help judge the pros and cons on phosphate inhibitors. In the US market, a phosphate inhibitor is included in many formulas to provide several important functions that help reduce automotive cooling system damage. The benefits provided by the phosphate include: •Protect aluminum engine components by reducing cavitation corrosion during high speed driving. •Provide for corrosion protection to ferrous metals. •Act as a buffer to keep the antifreeze mixture alkaline. This prevents acid build-up that will damage or destroy metal engine parts. European manufacturers feel that these benefits are achievable with inhibitors other than phosphate. Their main concerns with phosphate containing products are the potential for solids dropout when mixed with hard water. Solids can collect on cooling system walls forming what is known as scale. This concern comes from the fact that European water is much harder than water in the US. Because phosphate "softens" water by forming solids of calcium or magnesium salts that can dropout of solution, there is potential for cooling system blockage. The phosphate level in most US and Japanese antifreeze formulas do not generate significant solids. Furthermore modern antifreeze formulations are designed to minimize the formation of scale. The small amount of solids formed presents no problem for cooling systems or to water pump seals. While it is ethylene glycol based antifreeze, the concern with mixing comes from the fact that there are very different chemical inhibitor packages in use. Most leading technologies will work very well when used as intended, typically at 50% in good quality water. If the coolants become mixed with Dexcool®, however, one study showed a possible aluminum corrosion problem in certain situations. The other question is a concern for dilution of the protection packages. At what mix is the there too little of either inhibitor to protect the engine? As a precaution, both GM and Caterpillar instruct that contaminated systems must be maintained as if they contained only conventional coolant. I would not recommend using Dexcool® in a vehicle that did not come from the factory with Dexcool® in the cooling system. It would be very difficult, if not impossible, to flush out all the conventional anti-freeze coolant from the cooling system of an older vehicle, and any conventional anti-freeze would contaminate the Dexcool®. Compared to old-fashioned phosphated antifreeze, Dexcool® may be more stable and improve water pump life. Evaluations of the two technologies to compare their respective service lives have found them comparable. In fact, a Ford Motor Company study concluded that organic acid coolants do not offer any significant advantages for the consumer over current North American coolants. In a modern car with a well-maintained cooling system, current North American and OEM factory fill coolant corrosion protection can be extended far beyond previous expectations. So the bottom line is this, if your car came from the factory with Dexcool®, use Dexcool® for replacement or to top off. If your car came from the factory with standard "green" antifreeze, use that for replacement or to toping off. Case in point, Dexcool® has been known to cause head gasket and water pump failure on some Ford OHC V-8's. Copyright © 2001 - 2003 Vincent T. Ciulla All Rights Reserved