Force

I thought so, but there are not many trucks with 4 cylinder engines, Scania had a couple back in the 40's, 50's and early 60's and there has probably been more, but that's many years ago. So in most cases truck engines are 6, 8, 10 and 12 cylinders, with the base at 6 and 8.

Nice. But 4 cylinders...11.6 litres would be very large for a 4 cylinder engine and it might look like a 4 cylinder because of the manifolds, but the DAF engine is a 6 cylinder Turbo Intercooled engine. Here is some information on the DAF 2800 series. https://www.curbsideclassic.com/blog/truck-stop-classic-1980-daf-n2800-series-van-doornes-last-conventional-a-tough-cookie/

All the first generation Chrysler Hemis in cars from 1951-58 was called Fire Power except in the Imperial but 331 blocks from 1951-53 had a cast in bell housing, the kit engine don't have that so in theory it can go back to 1954 if it's a 331. The 331 was in production between 1951-55, the 354 between 1956-58 (1959 in trucks) and the raised deck 392 was available only 1957-58, the 331-354-392 Hemi was discontinued after 1958 in cars when the B/RB engine came 1959 and replaced it. Industrial and marine Hemi engines might have been in production longer than cars/trucks.

I'm no Hemi expert but if it's a 354 or 392 wich it looks like it's 1956-58.

Yes because of the shape of the radiator support it must be installed from the top, maybe your problem is that the locator pins at the bottom of the support hasn't gone into the holes in the frame rail they are supposed to go into, if you tweek it a bit so they will go or cut them off the support may go down a bit further.

Lugnuts on the NASCAR Cup cars and most likely the other series too are painted bright yellow to be easier to see. I would take a small brush and yellow paint and paint them, keep the brush fairly dry and the paint will not flow away into the wheel.

Very cool build, I really like it.

NASCAR started to phase in the 358 cui maximum rule in 1971 but the transition wasn't complete until 1974 and the larger displacement engines used before the completion were handicapped with a restrictor plate under the carburetor, so the Hemi could by the rules be used up to 1974 but not after. I have seen pictures of Petty's 1973 and 1974 cars with Hemi.

A friend of mine in our club garage owns a white 1957 Chrysler 300C and I see the car every time I'm there, he has just rebuilt the 392 Hemi and are prepairing the car for a new paintjob...it wasn't bad before but he wanted it to be perfect. Just to clarify, the lens under the tail light is not for the turn signal, it's the backup lights and yes you are quite right, they should be transparent clear. The rear turn signals on most classic American cars are the same as the brake lights wich flicks on and off when it's on and it's in the same bulb as the regular tail light wich has two filaments, one for the tail light and one for the brake/turn signal...so it's behind the red lens. The front turn signals are often the same as the parking lights and is clear or in some cases amber, in my country they have to be clear as we aren't allowed to have a steady amber light at the front of our cars, amber or orange turn signals yes but not any other lights. Nice work on the engine, it looks beautiful.

The race trailers were only three issued, the Galles Kraco Indycar Transporter, the Bill Elliott Coors Melling Racing NASCAR Transporter and the Kodak Film Morgan McClure Racing Ernie Irvan NASCAR Transporter, all were the same except for decals.

Yes, but I would change to a spring suspension maybe from the White Freightliner as the 350 did not have air ride as an option. The Western Unit Stabilaire suspension wich is in the 359 California Hauler came 1964 in the 351, 352 and 359 and was available up to 1970 when Peterbilt made their own Air Leaf. But everything can be changed and upgraded so you can of course use whatever you like.

None that I know of, maybe you can cut down a NASCAR V8 and use that.

NASCAR has had a maximum engine displacement of 358 cui for many years now and you might never really know the true horsepower and torque numbers as most teams who built the engines were very secret about that, but somewhere around 550 to 750 hp depending on track and maybe around 530-550 lbs torque...or even higher. Back then the No 88 was a Robert Yates team car driven by Dale Jarrett and the engine was most lileky based on a 351 windsor bored up to 358 cui and built by the Yates team wich is defunct since some years, Robert Yates succumbed to cancer some years ago but his son Doug build the Ford FR9 engines the Ford NASCAR teams use today together with Roush (Roush/Yates engines) and that's a totally different engine from what they used back then and they make 800 plus hp but are restriced down depending on track and aero package.

I am very familiar with both engine types as I have worked on them a lot, I help a friend with his Super Comp Dragster with a 460 in it as a mechanic and I'm currently putting together a 390 based 445 stroker for my 1963½ Ford Galaxie 500XL Fastback. These engines are as different as apples and pears.

Well I'm a fan of the man, not the car. I'm with you in that statement.

That's a bit strange, the 360/390 and the 429/460 are from different engine familys, FE and 385 and they don't share much except for the 15426378 firing order.

Me neither and the photo link doesn't work.

Well it's sad because it's nothing wrong to have a correct database on kit historys and kit relations, especially now when there has been merges, buyouts and mixed up brands, it's not easy to know what you are going to get if you haven't been in the hobby for 40-50 years. But we might have to go back to topic now.

Yes you might call it progress and evolution but not all progress is of good. NHRA started to loosen up the rules when the Camaro and Firebird fourth generation bodies came 1993 wich generated more downforce due to the wide body and narrow top they had, so they let the racers narrow the top on other bodies too like on the Mustang and other bodies where the roofline did go all the way out to the body sides to even out the competition, and we ended up with nitro powered wedges they use today. Even the Alcohol floppers looks more like the cars they are supposed to be than the Nitro cars do.

Very nice model.

Very nice build. I agree with Francis, the old Funny Cars from that era up to the early 90's looks a lot better than the ugly wedge door stop shaped body with a small blob on top we have today wich looks noting like the cars they are supposed to be.

Yes they are not easy kits but they build up well if you have patience enough to take your time with them.

Nice.

You are right about that. Even if it has lots of good information the website is confusing as some information is missing some are totally wrong. I only have the BC version of the Woody/Pickup and the 1978 version, so I know that information is correct, the other ones I don't have.

Well I did my comments based on the information at the Scalemates website. They have the AMT 1928 kit dated 1964 and show no relation to the MPC kits, the MPC 1929 Woody 1962, the 1928 Pickup 1965, The Wild Ones 1929 Woody/Pickup 1966 and the 1928 Street Rod pickup 1978, the 1929 4'n1 kit 1987 and the BC 1929 Woody/Pickup 4'n1 version 2001. So Scalemates is a decent source of information but not that accurate all the time since the timelines and kit relations often are off.