doubleclutchinweasel

Oh, and aren't a lot of the spindles friction-welded to the actual housings? I know they did a lot of that up at the Meritor plant. And, seems like they made (make?) axles under contract for Mack. Point is, a weld isn't necessarily a problem. It's more about HOW it's welded than THAT it's welded.

I've used that spray weld a lot in the machine shop. Spray it on, turn it to size, and rock on. It's generally good stuff. Hard as hell on turning tools!

Dad had a '64 Galaxie. Red outside. Red inside. 390 4 bbl. 3-on-the-tree. Remember it well.

I try to keep up with some of the MIA members over at JOT, but that site just is not as "active" as this one. Plus, there's very little Bulldog content over there!

I'm with you. If I could afford it, I'd jump all over that thing. Just can't quite justify it. Damn! Oh, to be born rich instead of good-looking!

I'm still here, Bob!

Like JoJo said, it might be an insert that is engaged well beyond the weld. Looking inside, you might be able to tell where the joint is. If it is the same distance in as the outside seam, I would definitely worry because it is just a butt joint. If the inside joint is well beyond the outside joint, then it would be the inserted stub he described. That might be a "legitimate" repair, like Vmac described. I've never done this to an axle spindle, but have done similar things through the years (drawbar tubes on CNC lathes come to mind).

You just described exactly what happens when somebody tries to run racing gas or aviation gas in a gas engine that does not have enough compression to cause proper ignition. The mixture is still burning as it goes out the exhaust port. This leads to burnt exhaust valves and other issues. Never thought about it doing something similar in a diesel, but your explanation draws a great picture. Old race car mechanic I knew summed up the too-high octane problem like this: "Make sure you have enough 'squish' to make it go 'pop'".

Like the man said, that engine has a ridiculously broad torque curve. And, its torque peak is way down low (something like 1,080 ft-lbs @ 1,200 RPM). But, I understand you wanting more gears to keep it in the spot you want to run it. Common theme running through all these answers is that you can put in a 13- or 18-speed box, so you have the gears available, but only use the ones you need at the time. We did the same thing with the old twin-stick Quadruplex boxes way back when. Just 'cause you have all those gears doesn't mean you have to use 'em! But, they're there if you want them. Frankly, when I drove the 5- and 6-speed models, I was always wanting another gear. Maybe the engine didn't need it, but I sure wanted to change a gear! You've got lots of options.

Might be another case of "We're gonna fix 'em up some day", while they slowly rot away.

The grandkids still do the balloon thing. Laugh their butts off every time.

Kinda' what I was thinkin'.

Now that you mention it, I do remember seeing a B-125.

I'm sorry. I've read this thread several times, and can't figure out what mad him so angry. Maybe I missed something...

Thanks, Vlad. Thought it might have been. Do you know if those models adhered to the "even number is gas / odd number is diesel" like the trucks did?

B-Series Trucks B13 1964-1965 124 B20 1953-1960 1,113 B23 1963-1965 131 B30 1953-1965 4,115 B31 1953-1960 177 B33 1955-1965 437 B37 1962-1962 1 B331 1963-1964 113 B332 1963-1963 1 B334 1963-1964 5 B41 1953-1954 220 B42 1953-1965 19,729 B43 1954-1965 1,841 B44 1955-1958 76 B45 1964-1965 142 B46 1958-1965 473 B47 1964-1965 437 B421 1954-1965 2,144 B422 1960-1965 923 B4226 1961-1964 14 B424 1961-1965 14 B426 1958-1966 221 B428 1961-1962 10 B462 1960-1965 110 B4626 1960-1960 1 B473 1956-1962 128 B50 1953-1955 233 B53 1962-1966 2,625 B57 1964-1966 281 B576 1965-1966 26 B60 1953-1963 6,357 B61 1953-1966 47,459 B62 1954-1958 1,463 B63 1954-1958 2,028 B64 1955-1958 119 B65 1955-1958 1,623 B66 1958-1965 177 B67 1957-1965 8,780 B68 1960-1966 1,503 B613 1955-1966 4,810 B615 1962-1966 575 B633 1956-1958 486 B653 1955-1958 93 B655 1955-1955 10 B673 1958-1965 176 B70 1953-1966 1,073 B71 1953-1958 522 B72 1956-1965 98 B73 1955-1966 2,520 B75 1955-1966 1,619 B77 1958-1964 113 B79 1961-1961 10 B733 1955-1966 720 B753 1955-1966 1,825 B755 1963-1966 456 B773 1957-1966 264 B80 1956-1965 368 B81 1955-1966 2,626 B83 1956-1966 1,164 B85 1956-1964 77 B86 1957-1959 5 B87 1956-1964 75 B813 1956-1966 969 B815 1963-1966 220 B833 1956-1966 216 B853 1956-1965 29 B873 1956-1966 167 B8136 1957-1966 85 Fire Apparatus Types 19-125 1937-1955 3,240 HP 1936-1936 21 B-types 1954-1966 908 C-types 1959-1969 1,046 N-types 1960-1963 5 F-types 1965-1965 2

You know. I need to retract my statement. I don't think I ever heard of a B95. I think the B87 series is the highest numbered truck I ever heard of. So, if this thing really says B95, then I have no idea what the hell it is! Maybe it falls into some different numbering sequence for fire trucks or something. So, I may have been talking out of my a&&!

If it's really a B95 (odd number), it SHOULD be a diesel.

That's who I thought of, too. Shame those aren't R's...

That's kinda what happened on the one I saw.

TAKE ABSOLUTELY NO CHANCES UNDER THAT BED. I SAW A MAN DIE UNDER ONE ON AN R35 EUCLID.

I still remember how we drove fuel prices down after the first "shortage". We started pumping oil out of the ground here, and all of a sudden, there was plenty of foreign oil at reasonable prices. Time to do it again! Sorry. I try to avoid the political commentary. I won't do that again. Promise!

Still sounds like he was a little confused. Oh, well, as long as he got moving. This one had my curiosity piqued!

Wonder what ever happened here?

You are quite welcome. BTW, my '70 R600 with 1:1 high gear, 4.17 rears, and an ENDT-673C got about 10 MPG bobtailing, as long as I kept it down to 50-55 or so. If I tried to go 60, it dropped to about 8 pretty quickly. Of course, I was babying it.