I found this little article today about the IH 196 while browsing. Kinda interesting so I thought I'd copy it over... GC
Publish date: Oct 1, 2005 By: Alain Hoffmann
This is actually half of the 392 V-8 and at first glance it looks strange enough. Imagine an V-8 where you cut the left half off. It sits there in this enormous engine bay, leaning to the right and looking innocent enough. But don't be fooled, it weights 476 pounds dry and 545 pounds with standard accessories which makes up for a huge chunk of iron for any suspension and frame.
4-196 Technical Data
Bore = 4.125
Stroke = 3.656
Compression = 8.02:1
Power = 86HP@3800rpm
Torque = 157Lb.Ft.@2200rpm
Firing order = 1-3-4-2
Spark plug gap = .030 inch
Initial timing set = TDC*
Idle Speed = 525-575rpm
Max. speed = 4000rpm*TDC (Top Dead Center), timed on #1 cylinder, all vaccum lines off and plugged.
Refer to smog sticker under hood! The four isn't the greatest motor ever made, especially in front of the Chrysler TorqueFlite Automatic. It just plainly lacks power to pull an 3500+ pounds vehicle. It's strong side is it's durability which is no wonder if you consider that it's indeed an 392 that only puts out half the power it's designed for. 300000+ miles should be possible between rebuilts if you change oil regularly.For those in need of more power: The engine is very restricted on it's intake and exhaust side as well as handicaped by the torque- oriented cam and advance curve. A first step would be some slight head work with deburring and light polishing. But don't expect too much from this. Than you can get an exhaust header that will also slightly boost performance. But you're still limited by the small carb if you don't find a way to replace it. The single most rewarding tuning stage in most engines is changing the cam. This will boost performance and make for a much more lively engine. Add to this an recurved distributor and you should end with something around 110HP.The most cost-effective change is surely the swap to an larger V-8 out of the IH-line. These are direct bolt-ons. In fact most parts of the 392 are virtually identical to the 196 with the exception of crank, flywheel and intake manifold. Good V-8 engines can be had for $500.
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4 comments:
Where is the #1 spot on the distributor?
I have seen the valve covers for a slant 4 Scout and it looks like the ones in the v-8 engines. I also noticed the small 4 cylinder is a 152 Cu. That is half of the 304 v-8. I also noticed the 196 four banger is half of a 392.My first vehicle was a 1950 International pick up and my Dad had a 63 Travel All with a 304.. He also owned a 71 travel All with a 392.I wonder if the heads were therefore interchangeable with those 4 and 8 cylinder engines.
I have no compression in my 196 any info would be appriciated.thanks
Disconnect ignition, remove plugs, squirt oil into each weak cylinder to lube rings, then test. Also check that rocker arms have oil coming out when spinning starter. I had 3 cylinders good and 1 weak, did the oil into the cylinder and after a bit the compression came up. Just started restoring 79 Scout II with 196/4 sp.
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