12V71

28 minutes ago, MHfred said:

I had some bugs on my wind shield the other year that I tried to remove with a blue (?) Scotch Brite pad or something similar. NOT good!! It turns out that pad was for sanding or something else and scratched my windshield terribly. I lived with it for years but recently had to replace it because of cracks. 

I always carried a single edge razor blade in a handle for the epoxy bugs, much better than scrubbing. 

Ok, does the leak stop when you press the brake pedal? If so you have a leaking relay valve or treadle valve. Good possibility that the pedal may just be sticking enough to leak air but not close the QR valve. 

Hard to say what it is with the crusty covering but looks like a quick release valve, does it feed service brakes or maxi chambers... when does it leak? brakes applied or with parking brakes released? No don't plug it, you have an issue somewhere or the valve is just bad. 

I drove a 61 KW conventional for a while with Page and Page, seemed to ride better than Reyco or Freightliner 4 leaf with the short equalizers. 

Also seemed to get around on rough ground well too. I think equalizing the rear of the spring packs helped. 

On ‎10‎/‎21‎/‎2010 at 6:10 PM, theakerstwo said:

I see two problems. The front mount on a B73 was a trunion mount meaning it was a rap around the center trunion that some old cummins had around the crank on the front cover. I have seen these mounts up later on 855 engines but have never seen one on a big cam. The best thing is use the front mount from a big cam and build your cross member that it sets on. The other thing is the flywheel and clutch will be a pull type if using the old mack trans.The flywheel from a 220 will not be same as a 855 engine.

Old thread... But the 220 flywheel for the CL-50 clutch will work on an 855, I have used it to replace V-8 Cummins engines with the 855 in M-123 Military trucks for farm use. The Cummins part number was 21010. I also had a jig I made to build trunnion crossmembers for the front mount. Oh, you had to drill the clutch housing bolt holes to clearance 7/16" bolts too. They were 3/8" on the 765 V-8. 

21 hours ago, Red Horse said:

Then in 1960 GM came out with the brilliant IFS front end for heavy trucks.  Long torsion bars that went back to frame I believe under cab.  Local sand and gravel outfit had one- single axle with like a 6-8 yd body.  Unforunately while a decent ride, I believe they had a bad habit of twisting frame rails.  I think by 62, it was gone.

In any case that 59 i a beauty.

I drove an early 60's GMC 6500 with the IFS off and on in '79 and '80 fueling equipment. I remember it having a bad case of "Ball joint Boogaloo" and replacement parts were already obsolete at that time. Did ride good though. 

Chevy did build a few heavies over the years and most weren't bad looking rigs. I wonder if that one has 348 or 409 power? 

On ‎7‎/‎28‎/‎2018 at 6:50 PM, h67st said:

Have you done the dowel holes on a flywheel housing before? Can I just use a reamer with a jig to hold it square?

He has a jig for his reamer that bolts onto the housing. I let him make his own dowels and do the reaming to match. He has done 3 Cummins engines for me over the years. 

I have a machinist buddy that will make any size dowel from 4140 shaft stock. He has also done a few custom reaming jobs for me on site. 

I wonder what DHS has to say about Di-hydrogen monoxide. That's some bad stuff from what I hear. Inhalation hazard, contact hazard, ingestion hazard, this stuff is just dangerous according to the MSDS. 

I feel for the crew, knowing there was nothing they could do at that speed. I ran an engine part time for a short line and in training we were told that if you run one long enough you will probably kill somebody and there is not much you can do about that.

This guy was clearly trespassing on the right of way. I've chased a few steam trips and usually the railroad security people are out in force shooing those types away from the tracks. And I have made a gentle suggestion to a few of those types myself. 

When being attacked by a train, step 3 to 4 feet away from the rail. 😀

I noticed recently that one of the big farming operations here that buys new trucks every few years is now running new Western Stars.        Very nice looking rigs. 

Hopefully this turns out better than Cat's attempts on the early C-15 Actuator/engine brake that broke the housing frequently. 

One thing to remember on these old engines is that there were many combinations of starters and ring gears. I have seen the fine tooth ring with a small 13 tooth pinion, coarse tooth rings with the big 11 tooth pinion, actually saw one with an old inertia drive Bendix starter (57 IH). 

Do your research changing out a starter for another style. I'm sure there are others here that can add to that. 

16 hours ago, mrsmackpaul said:

In a truck for heavier type work, like most old trucks out here it will be rough and tough and no show pony by any stretch of the imagination, but will rarely if ever work much at all

 

Paul 

Big old ugly prime mover type with a 6-110... What's not to like. Maybe a big ugly Euclid with two 6-110's side by side. 😃

2 hours ago, Bigmackwithfries said:

Are they 12 or 24 volt?

I would say 12V with possibility of a 24V starter with a series-parallel switch. Those, I don't even mess with anymore they get a new 12V starter, cables, and batteries. And an alternator if they had a Generator. Did an old Kenworth farm truck 4 years ago, zero problems starting to this day. 

17 hours ago, mrgumby said:

I drove a truck with one of those motors in it about 30 years ago.after 12 hrs of driving my ears were ringing. It was a screaming mother  loud as hell

Worked for a company that gave me a White Compact with a C-180 with a blower for a service truck, man that thing could howl. Had a 510 roadranger with a loooong stick (no linkage), on bumpy roads you had to be in a forward hole with the stick or it would jump out of gear. I remember hot and noisy was the best description of the cab. 

Great video. those are some super tough trucks, I would say from the exhaust stack position they had 1710 Cummins engines. 

13 hours ago, mrsmackpaul said:

There was I think you blokes call them a L model on here with a 6 110 for sale a few years back that had hair drier hanging off it that the add said made 450 hp

 

The reason I asked was Im on the look out for one for my next project

 

And yes I will punish you all with some more videos if I can get all the bits and pieces together lol

 

Paul 

Looking forward to that video. So will the 110 be in a truck or a piece of heavy equipment? I used to know the whereabouts of 4 to 6 of those dinosaurs but the scrap price went up and they disappeared. Five years back I saw 2 really old Euclid S-18's with 110's that had the Centrifugal blower on the rear of the engine, I think they got the torch too. Back in '03 I looked at a Euclid 4 wheel scraper tractor to pull a large BeGe type box scraper, A good 6-110, 4 speed Allison and good tires all for $2500 USD. The steering gear and knuckles were so bad I just walked away. 

That is an old J series Cummins, With the blower it could be anywhere from 180 to 210 HP. Haven't seen one of those for many years. 

They were commonly called the C-180, C-190... etc. depending on the HP rating. I saw one once with a gigantic oil cooled turbo that only had a 160 HP rating.  

It would be kind of cool to see the1091 overhead cam come back as a LPG or CNG power unit. 

4 hours ago, 1965 said:

All the old timers really liked the 6-110’s; especially in cranes & tugs; they had more torque than the 8V-71 that supposedly replaced them.

want never forget; I worked on a tug that had a 6-110 on the port & 8V71’s on center & starboard & they wanted them 8V’s to do like that 110. Ha

They should have moved the 6-110 to the center, if the 8V-71's weren't turbocharged, they had no chance to keep up. Not sure what the marine rating was on a 110 but it was 350HP on dirt. They were pretty good engines except for the weak heads and gobs of LOUD noise they produced. I'm betting with a good cylinder head and turbocharging they could have been 430-450 HP engines. 

Worked on a few industrial twin units running drilling equipment, they usually only needed one engine to run the works the other was a spare. Nothing like replacing the head on one while the other is bellowing away 3' next to it.