dad vader

There are many trucks out there that have exhaust that run under the truckSome moving van company owner/operators that have large sleepers installed convert the exhaust to"Grass Burners"or at least thats what us mechanics call them.

That is an M-911 C-HET,and an M-747 Transport trailer.Loaded with an M-109 Self Propelled Howitzer,The truck was powered by an 8V-TA Silver 92 Detroit Diesel,with a 6 speed Allison trans.I drove one when I was in the Army,back in the early 80's. It's really cool seeing that picture.

Sorry Guys I never got a chance to get up in the attic this weekend to get those lamcards,My father-in-law was back in the hospital this weekend so I wasn't home that much.I'll get them as soon as I have some free time.

I have some really nice large laminated cards produced by Bendix that have the layout of the system.I got them way back in the 1980's when I went to an air brake school,they were a really good referance when I came accross a problem that was not normal.I know I have all my old books up in the attic and I'll try to get them down this weekend,scan and post them for you guys.They really give a good understanding of how the system works and how they are plumbed.

Yes there would be only one button,as it is on a straight truck now,Unless the straight truck was set up to pull a pintle hitch trailer with air brakes then it would have the same system as a tractor. FMVSS 121 was enacted in 1975 and the dual air brake system revision was added in 1979,Trucks built after 1979 had to have a dual system,as well as operating steer axle brakes.I cant remember exactly what month it was,(I want to say July But I would be guessing).So All on highway trucks had to use this system.However there are some "Vocational" applications that could still use the old system.So it may be possible to see a truck that was built after 1980 that still has the three button system,it just wouldn't be legal for on highway use.

I have been a heavy truck mechanic for 28 years and I may be able to shed just a little bit of light on the three button system.I have seen the change from most of the old systems to the new ones.I worked for several fleets and truckstop garages until getting a job at an International dealership.and worked there for 18 years until they closed.I went to work for a Cummins distributor and worked there for three years until they closed,I then went to work for a Peterbilt dealership until I was laid off in feb of 2009,when GMC stopped making medium duty trucks and Cat stopped producing truck engines,this hit this dealership hard and they laid off seven techs.I currently work for a Volvo/Mack dealership,and hope to stay there until I retire. The three button system works like this,Yellow diamond is "System park"it should be the leftmost button,and sets all brakes,the Red octagon is"Trailer park"it should be to the far right.And sets the trailer brakes.The blue circle is "Tractor/Truck park" and should live in the middle,it sets the tractor brakes,when pulling a trailer,all three buttons must be pushed in to move,with no trailer just the yellow and blue button must be pushed in and to park you only need to pull out the blue button and it will set the tractor brakes,When parked in freezing temps it was said to pull only the blue button so the trailerbrakes wouldn't freeze to the drums with collected water.This was before advances in tractor protection valves getting them to work better.With the "Triple air brake system" the "tractor protection valve" didn't run through the foot valve and the trailer emergengy brakes where seperate from the service system. Then our lovely federal government got involved and the system we have now was developed.Under Federal Regulation FMVSS 121(Federal Motor Vehicle Saftey Standard,It states a dual air brake system had to be used,"Primary and secondary"This is the same system used on new trucks.Though different manufacturers have gone different directions with valving styles and ways to protect the system,they all have to function in the same way.And things like electronic ABS and Traction control have been added to work with the "Dual Air Brake System".

I would have to pull my notebooks out of the attic to be exact but it is something like this: 3406A was the replacement for the 1693 in the truck market,It was introduced in the early 70'sAnd ran to around 79/80,maybe as late as 81.It was replaced by the 3406B and was the same basic engine as the "A model"It had an improved fuel pump and pump mounting,Both the A&B had JWAC (Jacket Water After Cooling) for anything over 350 horse,so the engines had an intake air aftercooler installed,This used engine coolant to "Cool" the air that was superheated by being compressed by the turbo.The Engine in the Revell snap kenworth and petes are A models,below 350 horsepower. staThe "B" model underwent Another change about 85/86 and PEEC was added.PEEC was (Programable Electronic Engine Control) and was Cats first attempt at elctronic engines,in the truck market.This was also about the time that they got away from JWAC and went to Charge Air Cooling(CAC).And all engines has CAC's installed,even lower horsepower engines. Shortly after that,maybe 88,along came the "C"model,and was just a "B" PEEC with updated ECM and software,but while the C was being produced you could still get a B. Then The 3406E model was introduced in 1992,With the first serial #5EK00001,this ran for several years with minor changesand had several prefix changes in the serial #'s,until 1999 when it basicly became the C-15. That is about what I can remember off the top of my head,I have been working on trucks since 1982,and have had the pleasure(or pain if you prefer)to work on all of these engines!

Would a Caterpiller C15 be appropriate for this year of truck? When were the C12 & C15 introduced? Cat introduced the C-10,C-12,C-15 and C-18 in 1999.The C-18 was never produced for trucks and was targeted for the off road market,The C-10and 12 where replacement engines for the 3176 engine and were now available in 2 different displacements,The first C-15's were nothing more than 3406E's with small updates in the fuel system and new valve covers the said C-15 on them. In 2004,Actually mid 2003,Cat introduced ACERT(Advanced Combustion Emission Reduction Technology)This added variable intake Valve actuators,Dual intercooled turbos and new injectors,and sortware,to meet 2004 federal emissions,then in 2007 came out with there version of an EGR system where they took the recirculated gasses after the DPF (Diesel particulate filter).All in an effort to meet emissions.Dual turbos were only installed in the Heavy duty engines and the C-10,C-12 were increased in displacement and the became the C-11,C-13.These engines came without the traditional three valve covers,and were redesignedto use a single valve cover,which really made servicing the engines in some chassis very difficult,the C-15 also became the C-16 but still retained it's three valve covers.

Working in the service department at a large Volvo heavy truck dealership as a mechanic I have to disagree,Navistar is not the only OTR truck to use EGR,Both Cummins and Volvo engines still use a cooled EGR system,With a catylist and DPF(Diesel Particulate Filter)As they have since 2004(2004to2007 was just EGR,The cat and DPF,were added in 2007 to 2011)The SCR (Selective Catylist Regeneration) is the newest system where a Diesel Exhaust fluid is injected before the particulate filter to remove the remaining pollution.The DEF is actually derived from urea And even the Maxx force will have to use this system eventually as well.because is is a"new design" They have been grandfathered for a period of time to develop the tech on it.The SCR eliminates the need for active regeneration(Active Regeneration is the current way the soot and particulate matter is burned from the DPF.)

Add my name as well. Richard Markle Valparaiso Indiana

Yep,Thats correct...At first any N-14 over 460 was given cast ribbed top valvecovers and were painted red(Valvecovers only) and were called "Red-Tops" After a few years they took the "Red-Tops" Back to 435 and above,The largest production N-14 was 525hp However they did modify at least one for over 1000hp and was put into an International 8300 that was custom built to climb "Pikes Peak" It was called the "Wild Thang",International also built the "Wild Thang II" which was modified to run the "Baja 1000".It was powered by a 750hp M-11. Here is a Pic of the N-14 powered truckMy link

Want to see some really big engines...Do a google search for Cummins QSK 78!!! They have come out with a QSK 78....This is a monster It is a V18 with a 6.69 inch stroke and a 7.48 inch bore...This equals 4735cubic inchesor 77.6 litres,Advertises 3500hp@1900 rpm and 10,157 ft/lbs torque@1500 rpm. The wet weight of this is is 24,916 pound and holds 304 quarts of motor oil. Here is a link to the brochure,My link

However you will not find that or any other engine,over 19 litres in a class 8 production truck.theQST 30 is a marine/industrial engine. Late 70's to early to mid 80's Paccar did put some 650 HP 3408's and some 19 litre KT 450s and an aftercooled version (KT600)in on highway trucks until the practice was banned by law. The oldest one I have seen was an 83 pete 352 with a KT 600 in it that was a factory show truck. Now Cummins produces a QSK engine a 19litre electronic KT.these are for both marine and indusrial.I have seen them in boats and in Euclid 60 ton dumps that you find in stone quarrys The largest Engine you will find in a highway truck in recent years would be the "Signature 600" from Cummins,which is no longer produced by that name...It is now thw ISX and is only available with 565hp off the production line.Cat also has a C15 600hp and I had heard rumors that they were going to produce a 650hp C18.but I have never seen one.Due to emmision laws(Tier4) Cat is no longer producing engines for the on highway truck market. Again as I'm a diesel mechanic by trade and work mostly in the truck market some of my industrial/Marine knowledge is as good as it could be....I have worked in that market a couple years ago,but not recently. I have to edit this...I just did a little research...I found out that the ISX is again available in a 600hp version begining with 2010 model year at 2050 ftlbs of torque@1800 rpm. sorry to be misleading. Rich

The Silver92 would have cast aluminum valve covers that are more squared off on top,The 71 series has stamped steel covers which are rounded off,so I would say it is a 8V71T,myself. As for the trans the details are not complete,but it closely represents an Allison646 trans...The 646 is a heavy trans that you would indeed find in most class8 refuse haulers(Garbage trucks) and was available in two configurations,a 6speed and a 5speed with a very low gear.Currently Allison no longer produces them as new,only available in reman form. They were also a very common trans in Terex ready mix trucks.it is what i'm saving my trans for,as I intend to scratch build a ready mix mixer.

I'm pretty sure "Bog roll" would be what us midwesterners call Toilet paper!!! I'm not 100% sure on that but I think so.

You could always deepen the center portion of the firewall,This would reduce a little leg room,but hey just hire a shorter driver for it.

I'm New here,And just getting back into modeling.As a diesel mechanic for over 20 years I can say that the Cat engine in the Revell 359 is an"A" model.The fuel injection pump on the left side of the engine is what gives it away.Both engines are the same on the right hand side.The "B"model the pump bolts directly to the front gear train support plate.The "A" model used a fuelpump drive shaft that is present on the Revell engine.The intake manifold on that engine also indicates that the horsepower rating on that engine would be under 350HP as it does not have JWAC(Jacket water after cooling). I'm currently modifying one of these to Upgrade to a"B" model with CAC,(Charge air Cooling,sometimes refered to as Air to air cooling)to use in a W900 I'm working on.The intake manifold makes it ideal for that