The Forums will be down, Friday, November 24th starting 8 AM PST for upgrade.We'll probably be down until 1PM PST, but it might be longer. I'm doing a major forum software upgrade, so I expect the forums to operate somewhat differently when we come back online. Update: I've had a medical issue come up, and this window might not get used. If it doesn't, I'll push the maintenance back to Saturday, 2 December.
I worked for an International dealer from 1990-2005, and from what I see in the pic, by the chassis and engine bay component locations, that would not be a 466E that would either be a B or C Both would work for your bus project. The radiator surge tank was moved to the right side of the radiator, before the E model was developed. That unit still has the surge tank on the left side of the firewall.
Yes, the 555, and the 3208 are roughly the same size. Cant really find any decent pics of the fuel system on Google , I will see if I still have an old manual in the attic, don't think so, but I will check. By looking on Google I have found this engine was very popular in agricultural equipment.
The 555, or "triple nickel" as the mechanics who worked on them called them were 555ci V8's, and were just a small bit bigger then a big block chevy. I only saw one that wasn't naturally aspirated, All of them I saw were in marine applications, never myself saw one in a automotive application. Probably would have fit well under the small hood of the old whites. Very well could have been a 555 at 185hp. It is roughly the same size as a Cat 3208. The 903 filled up the frame rails of a truck of that era, and the lowest HP 903 I have ever heard about was a 325hp. When I worked at a Cummins distributor, I did work on several Natural Gas powered 1710v-12 engines in hospital generators. Which were converted diesel engines, not much to it, they did use different pistons, and cams, but most of the rest of the base engine was the same. I really cant tell by the picture of the engine, as I never saw a 555 without wet exhaust manifolds, as I said , never saw an automotive 555. My question would be, Why...... Diesel engines are used to this day because a gas would get gallons to the mile, not miles to the gallon, with the type of loads being pulled, even back then. By the way, us techs who had the "pleasure" to work on a 903 called them the "9-0-nuthin'. I was not very fond of them.
I never worked on an "On highway" V12, However, I worked for a company that specialized in 2 stroke engines, pretty much known in the area, as the best 2 stroke shop. I did work on several V12's in Both 60ton Euclid dump trucks in both mills in this area. These were Equipped with both Detroit 2 stroke V12s 71 series and Cummins 1710 V 12s. These were considered truck engines and were 2 6V blocks. I I will have to get up in the attic and see if I can find my service manuals...... I know for a fact the marine engines were built out of 2 engines, cause I built several of them in tug boats. Even since my army days I never had a real love for 2 strokes. They were very popular, when I was enlisted.
After looking at several pages on Google images it looks like they were available in both configurations. I just never saw one single block. I guess I should do a little more research before I spout off at the mouth.
Just for an understanding, The 12V's and the 16V's were not side by sides. They were bolted crank shaft to crank shaft. The blocks were bolted together with an adapter plate, and opposed each other, Each engine had its own fuel system and its own supercharger. One engine rotation was right hand and the opposing engine ran left hand rotation, in relation to the "Front" of the engine. the cranks used a coupler that made it one crank. Truck applications, the front engine rotated clockwise, (or "Right Hand"), and the rear rotated left. In marine applications were, port side engine rotated one direction and starboard rotated the other. All of the DD two strokes used a lot of swap able components, like front and rear housings cranks and cams. This saved a lot on manufacturing.
Looking for a trailer lift axle setup, actually 2, Trying to build a Quad 9/ Tandem 9 Michigan B train. I have axles and wheel sets, just need a suspension setup. Sourkrauts shows what I need but has been sold out on that item forever. If it is a complete kit I will use what is offered, I do have enough parts to probably scratch build it but would really prefer just a resin version.
Last years of the White/Volvo days, I believe the last year was 1992, I worked on some of them, they were mostly a White/Volvo with an Autocar designed hood, (Headlights were a bit different), But mostly all White/Volvo. After this came White/Volvo/GMC.
The V-12 Detroit engine is basically 2 6-V blocks and cranks bolted back to back. They are actually two separate engines bolted together,using the same fuel system. Detroit also offered a V-16 which was used in some earlier small EMD switcher locomotives.It was made up of 2 8-V's bolted together in the same manor. Bolting two engines together in this way can only be done with a two stroke engine. Also Detroit engines are offered in both right had and left hand rotations. Which again can only be offered with the same 2 stroke design. If a V-12 Detroit would fit I am pretty sure an Allison V-12 would fit. Cummins also made a V-12 diesel that had 1710 CID. However I have never seen one in a highway type truck, but did have the misfortune of working on several of them in some 60 ton Euclid dump trucks, in the local mills when I worked for the local Cummins distributor.
I do not currently work as a driver, I have held a CDL since they came out. I had a heart attack 10 years ago, and have had to get a DOT physical every year since then, I cannot get a two year clearance. Since the heart attack I have gotten much healthier. I have a BMI of 30,however the BMI is a bunch of bullcrap as well. BMI goes by age, height, and weight. I am 6 foot tall and 245 lbs. I have a muscular build. A 54 inch chest and a 36 inch waist and by BMI I am considered obese, I also have a 21inch neck. I just went to get my physical Wednesday and was told I have to have a sleep study before they will clear me past a month. DR I went to is who our company uses. I am currently employed by a Volvo/Mack truck dealership and maintain the CDL so I can road test the trucks I am working on. I know how every system on a truck works and never drive a truck more than 50 miles, and every time I get a DOT physical it is something new........ Mechanics were supposed to be exempt from having to have a CDL when the CDL was first proposed, but the law makers decided that they would that they would loose to much money....I am thinking about giving my CDL up because of this..... B
Bottom line is if the doctors are being told this, and they are withholding a card then you have no choice. You want your medical card it has to be done. These rules are bullshit.... It used to be it the doctor believed you were healthy he could give you clearance. This DR I saw understood my argument and said that he has to conform to these numbers or he can loose his license.
So rules that are in the little green hand book mean nothing if the DR wont clear you.
As a general rule you can tell the length of a flatbed trailer by counting the pockets on the side rub rail. They are always 24" apart. The first one should be 24" back from the front and the last pocket should be 24" from the rear. And yes that trailer would be a scale 35'. when I first started as a mechanic,the longest trailer built was 45',the fleet I started with,still had some 40 footers,that we converted to 45 footers By cutting up several junk 40 footers and and adding 5 foot to the better old trailers,I did alot of welding back in those days.... not something I would recommend today. They never seemed to run straight down the road,no matter what we tried they always seemed to dog track.
The 3406 "A" model was a replacement for the 1693.Which was a DI or PC engine. The original production engine of the 3406 was never a PC engine in the truck market,however there was a PC version in the vocational/industrial market,it was not well recieved and was discontinued even in that market. Then came the"B" model,then the "B" model electronic and then the "C" model, the "C" model was just an electronic "B" with improved electronics. But they still had the traditional rack and pump and barrel fuel pump. They never really built a "D" model and went straight to the "E" model ,For Electronic.The large cone on the front side of the gear cover,in front of the fuel pump housed the timing advance assembly,on the electrontic engine it had a electric motor controlled by the ECM to advance and retard the timing.And just to clarify the "A" model was never called the "A" model until Caterpillar devloped the "B" model,it was just the 3406.
The engine in the KW/Pete Revell snap models represents a 3406 "A" DIT model It has no after cooler. Engines up to 350HP were not "Aftercooled". The 3406 was never offered in the truck market without a turbo. So all engines in a truck would be at least "DIT" Engines over 350 were "DITA"'s. Caterpillars fancy name for the after cooler was "Jacket water aftercooling" , or "JWAC". And the of course more modern engines are "ATAAC" But again there were engines that did not have ATAAC,but only below 350H,even with the "B" model.
To turn the 3406 in those kits to a "B" model you would have to extend the gear cover above the fuel pump up and move the air compressor up to there,remove the fuelpump driveshaft and move the pump and barrel section of the fuel pump forward to the gear cover,Cut the current governor box of the back and construct a new square box for the govenor weight box and rack control. Then if you wanted to represent a high horsepower model you would have to scratch build a JWAC to replace the intake manifold on the kit engine.All the other aspects of the engine are correct.
I would also like to note and I know that it is off subject but Mack is also owned by Volvo now.The only thing Pureblood Mack on a Mack since 2010 is the cab and hood. They are on a VN chassis. The engine options are what they call a MP-7 and an MP-8. The MP-7 is a Volvo D-11 with a mack valve cover and some differences in the EGR routing, The MP-8 is a D-13 base engine,same thing, Mack valve cover and different EGR routing. However they both use the same basic components in the EGR system. The EGR valve,coolers and venturi systems are the same part #'s, just the piping is different.
I will say this,I have worked as both a mehanic and have driven trucks for a living as well. Several years ago,when my kids were little,I would drive trucks locally on weekends for extra money. I have driven everything from Pete's,KW's,Binders,and freightshakers. You can not beat the ride you get in a Volvo. They also have the quietest cab in the industry. Kick on the Jake in a Volvo and you cant hear it in the drivers seat.
I missed all this.... I currently work for a Volvo dealership. 670 Slimmer cab and only windows on the upper bunk,780 cab flares right behind the drivers door,for a 4" wider bunk interior,and has windows on the lower portion. The 880 is 780 with a wide non sloped hood, forward visibility really sucks in an 880,but the do offer the more owner/operator look and they don't have side fairings,The battery boxes and fuel tanks are visable. The 880 was discontinued in (I'm pretty sure but I would have to check) 2008. Due to poor sales,and in my personal opinion the hood was ugly. The 670 can be ordered with a downsized "Drivers lounge" with a fold down table that converts to another bed. It can also be ordered without the upper bunk but has to be special ordered that way. General production includes the upper and lower bunk. The Current engine options are as follows(This is after the 2007 emission standards"DPF" trucks). 670 Volvo D-13, Cummins ISX. 780 Volvo D-13 or D-16,Cummins ISX. The 880 was only available with the D-16. They never tooled it to run the Cummins. The options for the smaller "day cab" type trucks also offer a Volvo D-11 or D-13.