Force

I would use the polishing kit to do this where the abrasive cloths are from 1800 to 12000 grit and finishing of with Novus

You are doing the truck kit wich is the hardest to find parts for, or even to find one, until the new tool reverse engineered kit comes later this year, the CO 4070A Transtar came 1974 and was only out for a couple of years before it was converted to the CO 4070B Transtar II Eagle 1976.

The links I gave above are for Ron Olsen's Shapeways site, there you can buy the printed parts from his files.

Here is a good place to start looking. 1:24th scale https://www.shapeways.com/shops/3d-model-specialties?section=1%2F24+Scale&s=0 1:25th scale https://www.shapeways.com/shops/3d-model-specialties?section=1%2F25+Scale&s=0

I'm with you on that...allthough I have two allready but it's a sought after trailer. Another interesting choices could be the Heavy Gravel Trailer, the Heavy Flatbed Trailer, the Heavy Tank Trailer, the Australian Road Train Trailer, The Heavy Duty Trailer and Truck Racing Trailer based on that, the Box Trailer, and the Racing Trailer. So they have lots to choose from and most has only been issued once...or twice like the Beall Tank Trailer, the Auto/Car Transporter has been out six times as a single trailer or with a truck since 1983 including the IMEX issue of the same kit and not including this reissue.

The parts there are kind of expensive. Some examples, €40 wich is equvilant to $48 for a pair of side mirrors, €44 / $52.50 for a Peterbilt 379 Extended Hood, €75 / $90 for a Peterbilt Unibilt sleeper with no roof and €56 / $67 for the roof part so a total of €131 / $157 to get a complete one, €154 / $184 for a ICT 120 inch sleeper, allmost €10 / $11.50 for one Peterbilt front wheel and €20 / $24.25 for a Scania front wheel...all in 1:24th scale. The parts looks nice but I think I pass as most of the parts can be found a lot cheaper elsewhere.

I think they do a batch of kits and when they are gone from the factory they discontinue the kit for a while instead of doing another batch right away, it's the only thing I can think of. I wonder why they are doing this kit again so soon after the last time it was out, wich was 6 years ago, when they have so many truck and trailer kits in their inventory that haven't been out in ages, some of them one time only.

These are not exactly the same kit but it's Duster Funny Cars and based on the same tooling. https://public.fotki.com/drasticplasticsmcc/mkiba-build-under-c/revell-instructions/straightline-competition/revell-wildman-bors/ https://public.fotki.com/drasticplasticsmcc/mkiba-build-under-c/revell-instructions/straightline-competition/revell-gene-snow-sn/

I would not pay money for it. Foose is a great car designer but in this case he missed the mark by far.

The aluminum case Power Glide came 1962 so up to then the case was cast iron.

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.