All of the earlier Kinze repowers used the big canisters. However, the later models used an air cleaner that we don’t often see. It was a Farr air filtration system that was designed for industrial or ag use in dusty conditions. Farr was located in California and was widely used on the west coast. While this system eliminated the need for mounting a filter in front of the tire, it did create more work since it was incorporated into the hood. Locating the air cleaner in this location created another situation. While the filter was no longer in the path of the dust, it was now sucking hot air off of the exhaust manifold right below it. Jon said that if he had continued with the re-powers much longer, we would have built a deflector or scoop that would have drawn the air in from the top instead of right off of the manifold. Another item that had to be built was the exhaust manifold. Starting at the head, a flat mounting plate was fabricated that bolted directly onto the head. Then a short piece of pipe was cut for each exhaust port. The pipes where then flattened down by squeezing them in a vise, then welding them onto the new exhaust manifold plate. The other end of the ports were then welded to a pipe that became the exhaust manifold. At the end of there were fittings welded together. The bend consisted of a 22 ½ degree fitting and a 90. The 22 ½ was actually made by cutting a 90 into four pieces. Jon said by doing this, they had four fittings and that would do two tractors. Once the 22 ½ was welded on to sweep it away from the tractor, the 90 was also welded on. This turned upward to support the muffler. This exhaust manifold 32 MARCH /APRIL 2012 ISSUE 020
Big Air Filter Canister
FARR Aircleaner
is one of the trademark pieces that identify a 5020 re-power as a Kinze conversion. On the factory 5020, the frame acted as a mounting plate for the steering arms on the front end. Since the Kinze conversion used a different frame, those mounting options were gone. Not wanting to fabricate another piece, Jon used the old steering brackets, cut them in half, turned them inward, then welded them onto the bottom of the new frame. Jon said they never heard of one every breaking. The stock 5020 was rated at 141 hp. Jon said that at the time they were doing these conversions, dynos weren’t readily available at every shop. Keep in mind, that these were being done in a welding shop and not specifically an engine shop. Jon figures that the 8V-71 was probably pushing out 300 PTO horsepower, double that of the stock tractor. So how did the drive train handle all of this extra horsepower? I asked Jon if any modifications were done to the trans-