Geoff Weeks

What little I can make out it is a TF-501 Bendix. One of the most common for its day.

Did you take the air gov off? (thing bolted to the left side of the compressor) and try it? I see way more gov problems then I do compressor problems.

Bendix

The 4300 Transtar and 9300 conventionals shared the cab. The Transtar cabovers didn't share with the 9670 which replaced them. The 9670 was more "squared off" but had less wind resistance than the 4070.

IHC used to have deep "fish belly" frames that were more expensive to produce but made for a stronger truck, beefing the frame up inbetween axles where it is most subject to flexing. I was not talking about looks, so much. I am talking about sturdy, well thought out. I did my biggest moves with a single frame IHC truck that was fish belly. 169K. Older trucks had back to back cross members, newer are single. Bolts and rivets have been replaced with Huck-bolts which make assembly quick but are harder to repair. As difficult as a rivet but without the advantages of rivets.

IHC's history in on road trucks and tractors is in interesting one. In the late 70's through the early 90's they offered the Brougham and Eagle trim as top of the line O/O spec's, while still holding onto the vocational and fleet market. White, GMC (and Chevy), Mack, Brockway, and Ford didn't really have anything that directly crossed. Unfortunately for IHC, these O/O spec'd trucks were still looked down on as "Barnyard Cadillac's". Once Freigthliner started going after the fleet market in a big way (IHC's bread and butter) they really pulled out of the higher end and got into a race for the bottom with Freightliner that continues to this day. With the ending of the 9300,9600,9700, 9800 series, it was IHC's exit from the O/O market in the US. The Cabovers were(are?) still made overseas.

I maintained and sometime drove a Loadstar school bus with air brakes. still used the driveshaft mounted E brake (no spring brakes) so was an odd duck. No idea why it was spec'd like that. All I have left (other than the frame) of a Fleetstar. Grill became a vent on the building.

If it is leaking back through the compresssor, it is the outlet (exh) valves. If the gov is mal functioning it can leak through the unloader. Try disconnecting the gov from the unloader and see if it will build. Caution: with gov disconnected it will never stop building air pressure, so don't run it all the way up. If it builds to over 60, shut it down and you know the gov is the problem.

When I was in Ma, it was all by weight, 18000 and under was a "car" lic (3?) above that was straight truck (2?) and semi was class1. That was back in the 70's Once the CDL came in, the classes were standardized.

There wasn't any "requirement" other than being able to meet stopping requirements. I think the heavy dumps were marketed to county road depts. So no special training would be required. A 392 would be lucky to move that load much over 40 mph. Weird to see vacuum PDL's and brakes on those heavy axles tho.

disk or spoke was up to who ordered. What is uncommon was the 10 hole disks. most would have been 6 hole. IHC was weird in someways, you could order a Loadstar heavier spec'd than a heavier class Fleetstar. Most cases the Fleetstar would be the heavier truck, but not always. As I stated earlier, I have seen tandem axle dump Loadstar's in the 40-44K GVW range, all on juice brakes.

I'd likely flatten it out, heat it red hot and allow to cool slowly in sand. That should anneal it to make what is left usable. If you could hold the inner nut tight enough so you could really crank down on the outer (jamming them together) it would be good enough. Have to be careful not to change the pre-load when they are jamming, it will tend to reduce the clearance as the inner nut is pushed against its threads by the outer.

I think the one I listed and you crossed to Euclid is too thick for what he needs.

E 3 is a single line and E-6 is a dual line system. So no, they don't directly interchange or hook up the same.

Meritor doesn't sell direct Punch that number (R004868) into you search engine and see what pops up. I get a whole bunch of retailers. Just noticed the 5/32" thickness, that will not likely work for you. almost 3/16" not sure you could bend it over.

Looks closest to what you need Meritor wheel end

Meritor (formally Euclid) has those things in their catalog. Look up the number, then do a Google search and mail order what you need.

Got to remember a lot of European stuff has been 24 volt for a long time. Volvo just F%^& it up! The British and Austrian city buses I worked on were all 24 volt. Most motor coaches are 24 volt.

I've seen many truckers swap them around, I guess they have to be "different".

If you are talking quad, the outside bulb is dual filament and has both high and low beam, inside is single and is high beam only. SO outside always on, either low or high beam filament energized, inside is only on with the outside high beam.

You should never remove the center section on a loaded housing, you are removing a lot of the rigidity of the housing with that big hole in the center.

I don't, but for the last few decades only worked on my own stuff, and I used gaskets, not RTV, so they just popped right out.

There is a special pliers made for them. Clean, and a gasket and the cone come out easy. Yes, the common way is to remove the nuts or at least loosen to the last thread, then smack the flange in the center, it would pop the cones out.

yes

My guess would be taper locks. If the last person inside put the axle in a RTV gooped everywhere, when tighten down it oozes up around the taper locks and hold them in place making it big job to get them and therefore the axle out. Had to deal with it myself, and why I have premade axle gaskets still in stock on the shop wall years after I retired.