Geoff Weeks

  On 3/22/2025 at 2:30 PM, Joseph Cummings said:

 

When was the last time you saw that done lol?

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Oversize shoes, and drums went away when max drum diameter became law. This was done for good reasons. Hot spots on the cast drum reduces the coefficient of friction. New drums "bite" much better than drums on their 2nd set of shoes.

sometimes the old ways go away for good reason.

  On 3/22/2025 at 1:19 PM, mowerman said:

Oh, by the way, Paul that hand jive caper probably would’ve worked when I was around 27 I was quite the bull nowadays not so sure about lifting anything. I don’t even know how I’m gonna get the doors off that thing when it gets to it. 

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I did it that way up to about 6 years ago, but around that time I realize I would pay for it later (I am now) I guess a slow learner in that regard. Get it close to position, hang on the rear bearing and adjust stance and finish the job.

 With tires on the winch truck made short work of it. Single line with the lift point high, allows for lots of adjustment with little force from me.

If you pull the wheels you can get in further and closer to the balance point. It depends on the engine crane how wide the front legs are, how far in you can get.

 when I had my gin pole truck out and was doing other stuff with it, I have used it also, but never went to get it just to pull a hub.

  On 3/20/2025 at 8:08 PM, mowerman said:

thanks its 30-30 with a 10 ft door when we built this garage,,me and the old lady,decided we were not going to cluter it up so far vwe have done a pretty good job keeping everything off the floor plenty of room in there,,,i started off with putting up many huge shelfs

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If I put everything away, I'd never know where to find it!

I've seen a school bus chassie turned into large fork truck!

With rear and side access, I bet it worked well as a yard goat.

Years ago when I was looking for a domestic source for a British Bus clutch, I remember coming across a Mack 17" clutch of some kind, close but not a match.

The Bus clutch was very similar to the one pictured above, but the disk was between 11/16th and 3/4" thick. The cover plate "fingers" had square "adjustment blocks on them giving 4 settings and the throw out had 2 sets of pockets for the levers to ride in, allowing a long service life before the clutch needed to be pulled.

Had to put one in down in Tulsa, Ok, the cover wasn't correct ( I wasn't involved in getting it) and had to change the pressure plate and springs to the old cover in the field before installing it.

Not very popular, and they didn't do all that well.  They had one fewer headbolts, with predictable results. Worked better in a AG equipment.

The Ag engines set the main bearing bore lower in the block (rather than raise the deck height, they lowered the crank) to allow longer throw.  The 301 was made in both gas and diesel, but the lower crank meant the bell had to be different then the automotive engine bell.

It was also made in 282 cid (shorter throw) engine that only was used in AG.

IHC made their small six in diesel form and put it in a few pick-ups (D301) and a lot of Ag equipment. Palmer used it in marine.

GM had the Toro-Flow (Toilet bowl) V engines made in both gas and diesel.

Many larger Cat and Cummins were made in spark ign versions for NG/LP.

The 855 was produced in a spark ign  (Rio Grande) version.

M.A.N made a spark ign version of their diesels.

Worked on some of the big Cat (stationary generators  and M.A.N's (city buses). 

Far more common than many realize.

Of course Mack did similarly.

Timken, Mack and White all made double reduction, front hung diff's. They all look somewhat similar.

IHC used the Timken U models but listed them under their "own numbers".  Timken also made "top loader" versions of the same axles.

I know nothing about White Motor Corp axles, and can find little info on them. I know they made their own, as did IHC and Mack.

IHC axles were made under contract by Spicer to IHC design. I don't know if White did the same with Timken or not. I see many similarities, with the Timken design but also some differences.

Sure looks like I have "egg on my face", I see White in the casting.

Also resembles a Mack CRD 117, and that would not be the 1st time I have been fooled, but it doesn't look like a retro-fit, esp with that air brake bracket

They were made in 1 and 2 caliper brakes on a single disk. They were good, but very soon after spring brakes were mandated, and the Tru-stop was history..

Ooh, do I see a Tru-Stop disk E brake on the driveshaft?

Looks like a Timken "L" series axle. Not exactly sure which one. Double reduction axle. L240 or L245 look like what you have.

I don't have a capacity, but likely far more than is allowed on the roads for a single axle, 25K?

I would say it is original to the truck, right timeframe, right air brake set-up

The U series Timken also looks close, but I don't think it is an exact match.

Looked at my K series IHC book, and they used a U200 that looks like it could be what you have. That would be the right timeframe.

Fairly sure on Timken, just not on what exact model.

The basic model is cast into the housing, the exact number (which contains all the things that make it fit one application) are stamp into the main housing around the area where the output shaft comes out of the box. Often the numbers are hard to read with the pitman arm in place, it blocks direct view.

IIRC you had a 392, but my memory isn't all that good either.

Found a screen shot of the lube requirements page. This is for the two digit and 3 digit boxes for the time period we are talking about. Later (M100) series may be different.

  On 3/15/2025 at 7:22 PM, mechohaulic said:

at this point since I don't own one; so be it.  however I don't see in the book where it states 15/ 40 only10//40 which in the day before all the synthetic was closer to hyd oil which comes closer to ATF , ALSO  no where  on the page is it stating ALSO change the PS filter ;possibly indicating by then 10/40 was standard leaving those few old people stuck in their ways of using ATF.

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Sheppard only supplied the steering gear, the OEM would supply the res, pump line etc, so not called out in their manual for the gear.

It says "wrong oil" as a problem and list the right oil, don't know what more you expect them to say. ANY oil will work after a fashion, but using what the mfg designed it for will give best results.

Right from the Manual

  On 3/15/2025 at 6:39 PM, mechohaulic said:

belt driven "66 most likely came through with ATF; doesn't mean you can't change over to 15-40; only concern from this old man is whether or not the  15-40  may be too heavy for the filter slowing  down the flow giving impression there's a PS problem??  far as the pitman arm removal ::: don't forget to back off/ remove the allen set screw(s) on back side of arm. a decent jaw puller will work along with slight tap on top/bottom of arm. 

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I have never seen a older Sheppard box that anything other than engine oil has been called for in the spec's. If you have documentation of ATF being used in Sheppard boxes, I'd like to see it.

66 would likely have the old 2 digit boxes "29, 39" etc and these were "low pressure" boxes.

didn't say there was, just pointing out that SAE 50 is the preferred transmission oil. In the old days, GL-1 was all they had for transmissions, Now GL-1 is almost obsolete and SAE 50 can be used in place of it with better heat tolerance, there is no down side to using it place of 80w-90 GL1 and no advantage of anykind in using GL-2 though 5 in transmissions.

Most, but not all GL2-5 are "yellow metal" safe, but again, no advantage to using GL over SAE motor oil.

If you look at any transmission spec sheet written in the last 40 year or so SAE 50 is the preferred, and GL-1 80w 90 as "acceptable" as long as oil temp is kept below 220 or so.

Hypoid and Amboid gear sets require  Gl in the higher designations, but not transmissions.

H & A gearsets have a very hard wipeing action when the gears mesh, unlike spiral bevel and spur gears. EP additives are needed in these set to prevent the oil film from being wiped off the gears by the sliding action of how they mesh.

EP additives have drawbacks when used where they are not needed.

I haven't seen a HD transmission that wouldn't do well with SAE 50 oil. It is what most call for, has the aprox the same viscosity of 90 GL,none of the additives needed for hypoid gearing which is not need in transmission and can attack brass. It also handles heat better then GL

 Axles are a different story, there I would go with gear lube. 80w-90.

Digging a bit more, I came up with this:

But that raises a question as my IHC parts manual shows the FE970 as a Rockwell 12K axle?

Both are likely 9K

Ok, found some info on those old axles

FE970 is 12K axle

I can find an FD900 which is a 9K, but not an FE900