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.
I started working on trucks in 1982,spent a few years driving trucks after I got laid off from a wrenchng job. Been wrenching steady since 1988. Been working at dealerships/distributors since 1990,(InternationalFreightliner,Cummins,and,currentlly Volvo,and hope to stay here until I retire) ,I do remember an air assist system that was aftermarket,never had to work on it so not sure who made it. However I have worked on several master/slave hydraulic steering systems,those that have a master/slave gearboxes. Now adays I believe Ross and Sheppard are one company and TRW builds most of the Volvo boxes.
I believe the cylinder you are speaking about was used on the old manual steering systems. It was just a steering damper for the manual steering system,to keep the wheel from being jerked out of your hand when you hit potholes. It was attached to the tierod tube and the frame rail/spring perch.
It did nothing to assist turning the steering wheel.
Edit,I just checked Google,cant find any images of old trucks with steering dampers on them,but a bunch of images of 4X4's equipped with them.... they serve the same purpose.
Way back when,when they first issued the 1/25th Aerodyne KW,The BJ and the Bear,and the BJ and the Bear 1/32 kits they tried(for a while) rub on decals,they didnt work for ######..... I had one of each of the kits and ended up trying to use them and had no luck. I bought one of the recent reissues of the Aerodyne,that I am currently working on, and was s glad to see they had waterslide decals instead of those awful rub ons....I always use Microsol decal setting solution on all my waterslide decals,I have always had good luck with it,but I use either clearcoat gloss on my trucks and cars or dull cote on my HO trains,after weathering.....I usually dont dirty up my truck and car models,I like them showroom new.
When I came home from the Army,I got a job as an apperentice at the Cummins distributor here locally, after about 8 months I got laid off. Couldn't find another wrenching job in the area,so I took to driving a truck. After a couple different companies where I couldn't make any money,I landed a job with a medium size flatbed/steel carrier. I learned the different equipment quickly and soon became one of the fleets top money makers. I pulled standard spread axle flats,tamdem axle stretch traiiers,spread axle and tandem covered wagons, even double drop and lowboys. I was on a percentage pay,made 23% of truck gross. Stretch freight and dropdeck work usually paid over dimensional pay,and I did alot of it. All steel was paid by the 100lbs,so the more weight I hauled the more I made,the more loads I pulled the more I made. I was rarely legal,Weight wise and HOS wise and have over 700.000 miles of accident free driving. The only accident I had was when a little gray haired lady pulled out in front of me in Philly. I destroyed her 1976 Delta 88,(And the front of my brand new 1987 International 4300)and she walked away with just a cut on he forehead fron the saftey glass. When I got the truck stopped and ran over to her car,she had a deathgrip on the steering wheel and looked up at me and said "What happened?"I was empty and had just started my day after delivering the evening before,and well rested.
But I get off my point. I was almost never legal as far as weight,when a shipper,who had more the one load for our company would ask me how much weight I could handle I would ask,how much weight I could carry,I would ask how much weight he had. But in the late 80's that is the way it was done. We all ran heavy and over hours,it was the only way to make money.
In 1990 I went back to wrenching and only drive big rigs for road tests. Though I still retain an "A" CDL with doubles,and tanker endorsments.
I currently work for a Volvo truck dealership,and I see both sides of the coin.... I see old timers who have alot of respect for other people and young guns straight out of truck driving school whose ego's are bigger than their trucks. It saddens me that it has come to this. If I am working on your truck and you come give me attitude,I pull it into the low side and roll along at a crawl. If you are respectfull,it goues in the big hole and I do my best to get your wheels rolling again. I realize you dont want to be there,and you aren't making money unless the wheels are rolling. But dont pi&^ me off.
In conclusion,we do what we have to to make a living. If you get caught you get caught.Take your lumps and move on. If you prefer to run within the letter of the law,and starve,then dont critisize those who know there own limits. I am thankful for all the drivers out there who move freight everyday to keep us fed and clothed,keep up the good work.
One last thing,for the drivers. Kind of a public service announcment. When you bring your trucks in for service,remember we may have to get in your cab to work on it,please try to keep them clean,when they need service.
I started wrenching on big trucks in 1982,at 18 years old. The last Brakesaver I worked on was in a 1979 w900. A heavy equipment company had a whole fleet of them. Basically it is a big torque converter,it takes engine oil directly from the engine oilpan,(that is what the two large oil lines running from the oil pan to flywheel housing on the kits 3408T Are for) It functions just like a torque converter on an automatic trans does,only in reverse.
The lever is an air lever that controls a hydraulic valve usually bolted to the engine flywheel housing above the left motor mount and controls the flow of oil to the control port on the brakesaver. (I dont see that valve anywhere in the kit or the Peterbilt kit either) It was really complicated,they leaked alot as the truck aged,and the unit was VERY heavy. I for one am very glad the went away. They were a pain in the butt to work on.
Yes the third lever on the steering column is for the Cat Brakesaver. Brakesavers were hydraulic converters attached to the back of the engine,to slow thw drive train down. This was before the days of the exhaust brakes.
You guys forgot a couple,there was Simplex,was cast and manufactured in central Illinois they are now owed by Holland Hitch Corparation. And the there was Fontane fith wheel corp,which is now the controling company for Jost. And all offer both slider and solid mount wheels. Fontane was also part of a company called Marmon Highway Technologies. Not sure who owns it now after Marmon folded.....But they do advertise themselves and the worlds largets fifth wheel company,not sure if that is true or not.