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dad vader

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About dad vader

  • Rank
    MCM Regular
  • Birthday 01/26/1964

Previous Fields

  • Scale I Build
    1.25

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  • Location
    Valparaiso Indiana
  • Full Name
    richard

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  1. The Main box of a Road ranger trans externally is the same, on all RT models, the trans depicted in those pics would be either a 13,15, or 18 speed depending on the internals and air shift system. The portion that is called the "Back 1/2" is extended for a set of "splitter" gears. and generally are overdrive gears. Though in some construction applications can be built internally with " under drive" or sometimes called "Deep Reduction" gears and turns the whole low side box into granny gears on steroids. An 8,9, or 10 speed the "Back 1/2 would be fairly flat. I have worked as a mechanic for over 30 years, and have my finger bit several times overhauling Road Rangers.
  2. The main difference between a NA250 and NT290 (or Shiny 290)was the addition of a turbo. An engine mounted, or frame mounted fuel filter was specified by the OEM when the engine was ordered per customer request. Most OEM's used both so either configuration would be correct. Most Cummins Big Cam dipstick options on the 855ci blocks were three different locations. 2 passenger side and 1 drivers side, and were into adapter plates mounted low on the block above the oil pan rail. The Small Cam block only offered the one location. Every AMT kit I have ever built, even the ones that say it has a Big Cam engine, the block still represents a small cab block, because the cam followers are for a small cam. As another small note, cause it just flashed into my head, Some of the early car haulers used flat sump cast aluminum pans, and the dipstick was mounted to them because the engine was mounted lower in the chassis so the cab could be mounted lower.
  3. I have recently purchased the AMT reissue of the White Freight liner T-620 kit, haven't built one of these since i was a kid. I have a couple of questions, I remember that the steer axle was to wide, and the lower steps on the side of the cab were a PITA to assemble, looked like BLAH_BLAH_BLAH_BLAH and rested against the steer tire. 1) I fully intend to narrow the front axle, but need to know how much on each side should be removed. And 2) I know it was a while ago, but I remember seeing some one offered a resin set of the more modern step, but I cant find it any where. Any help on these would be greatly appreciated. Thanks.
  4. The smaller hose(usually 3/8 inch nylon hose) is for the spring/parking brake system. The larger hose(usually 1/2 inch) is for the service side They both go to some kind of relay valve which applies tank air to the systems.
  5. The actual model of that truck was a 9700, it was basically a 9670 with a "Set Back Axle" SBA for short. They did come in Double bunk "Eagle" cab, however they were rare. The 9800 was a 9700 cab with a "flat cab floor" COE, which wasn't actually flat, it had about a 3 inch step from the drivers/passenger area to the center of the cab/bunk area. I'm not sure what all the engine options were however the only engine that I personally saw in any of the ones I worked on, I only saw an M-11 Cummins. and it was lowered 2 inches in the chassis than a regular 9700. Engine options for the 9670 and 9700 were the same, with Cummins N-14 and M-11, Cat 3406, and Detroit 60 series, older 9670's also had 2 stroke Detroit's,71 and 92 series, and Cummins 855's both Big Cam 3 and 4. My source of info on these is I worked in the service dept of an International dealer as a tech from 1990 until it closed in 2005.
  6. 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.
  7. 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.
  8. 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.
  9. However it was the sleeper they used in "In Tandem"
  10. 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.
  11. 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. Edited cause I cant type.
  12. Found them, Thanks, been on his site several times, never saw them.... Guess I didn't click the right spot.
  13. 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.
  14. 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.
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