Geoff Weeks

I can't find anyone who has any info on loading or rev/mile. Not even recommended rim width. no info what so ever. Like they never existed.

I've run organic 14" double disk (pot type flywheel, is that what your calling "dog dish"?) on my stuff, up to 170,000 lb loads, and never a problem. Most all pilots are the same. I never had a reason to go with 15.5" flywheel/clutches, and the 14's are easier to load.

Anybody have any spec's on these? I have some and can find no info on them at all. They are post WW2 (nylon cord) and I would guess early 60's B.F. Goodrich "Silvertown" Highway express Smaller in dia and narrower than a 8.25 x20" tire so goes against the normal size nomenclature of tire sizes

Near as I can determine, it should take the very common starter that Mack and Cummins used. So a replacement Delco 39 for a Cummins six should bolt right in, may have to re-clock the nose. That is if the shop can't look up by the Mack spec's for some reason.

Looking on Goggle maps: Looks like it was at the east end of Pedigo Dr beyond "heavy metal recyling" If you zoom in on satellite view, you can still see some old semi trailers, there was a few old cattle trailers and I am trying to remember if there was a 50's car trailer as well. It is beyond where the hardtop ended. Doesn't look like anything other than the trailers are left.

You went north of US 54 on US 281 then cut east and south back toward the RR tracks. There was a grain elevator which may or may not have been in service and you headed east toward 61 until the street ended at the tracks, The yard was at the dead end. There are a few yards Southwest truck parts had on both side of 61, but they are south/east of the tracks from Hutch.

Detroit 2 strokes had the oil control rings below the ports at all times, so it wouldn't effect slobber or engine oiling. Ranger inverted 6 had all the pistons facing down, most radials have several pistons below the centerline.

1991 or 1992 is when shoulder belts in trucks were required. My '92 has them my '89 doesn't . Drove a 90 or 91 that didn't. Green book should have the reg in writing.

Work ed M.A.N.'s that were Propane fired, looked just like that.

They sold a fair number of medium trucks, but Class 8 road tractors they had a much smaller market share. I had a '73 Dart Sport (Duster clone) with a '65 225 and an Aspen O/D 4 speed and 3.23 rear. Would get high 20's @55 and low 20's at 80, Topped out at 103 in O/D 105 in direct.

Dodge Heavy or slanted engine? Dodge bowed out of the heavy market in I think '73 or 75 but were never a big player in heavy trucks.

I was in my sleeper in Boomtown (back in the 90's) waiting for Truckee to be open to O/D loads. Late in the evening I heard a oldtime sound, A 6-71 jake'n down from the Calif side, pulled into Boomtown next to me, 60's Freightliner Cabover. Heard the 6-71 "hunting" at idle. They finely got Truckee opened up the next day and I took off for Lodi.

When I get the barn and yard cleaned up I have another cab in better shape to go on it.

1942 K-7 IHC

'69 Fleetstar cab and 5 Firestone RH 5 deg widowmakers and one KW Goodyear. Enough in scrap to buy 20 gal of gas!

Ford, Dodge, White, slanted There may be others also. Played heck when they were converted to RHD.

1st sign of old age, and I can't remember the 2nd! Yeah, '67 is Pre-121. My '69 was also. Not sure when -121 took over completely, my '73 still has the "slippery road" manual push-pull valve on the dash to cut the front brake pressure. '69 had cable operated valves (like the flippers on the dash for PDL but with cable handles) down under the dash for trailer supply and slippery road limiting valve. Other than that, the '73 is all post -121 on the brake set-up. '69 had a pop-out button for parking/E brake and a TP-2 for tractor protection. I just used it as a yard goat, Weird haveing the trailer valve operated by the same cable/knobs as were used to control the heater and vents. Don't reach for the wrong one, or you'll regret it. '69 cab is on the back of my '42 this morning, going to make a run to the recycle yard today. Cab was all rotted out. Got aa bunch of Firestone RH 5 deg semi-drops to go with it for scrap. Funny the '69 frame is in near perfect condition. Body was totally rusted. Sold the engine out of it for what I paid for the truck, Couldn't give away the 5 speed Clark, the rear was re-ratioed and went into my Marmon, Hood went on my '73. I guess I got my $350 out of that truck! It had a 406 gasser in it. Both fuel tanks went on my '42

It sound more like the one with the red button in was pre -121. One of the requirement -121 brought in that wasn't there before, was the tractor feed to pop-out when the parking brakes were applied. Prior to this, the tractor protection valve is what cut off the pressure to the trailer lines based on pressure on a small control line from the dash control. TP 1 or TP2. With this system, the control on the dash could be left in the trailer position and it wouldn't supply air until the truck pressure was between 30 and 40 psi. The problem was if the driver left it in the (normal, supply trailer air) on shut down, it would, on start up release the trailer brakes without input from the driver. With -121 the trip mechanism was moved from the TP to the control valve on the dash. Until -121 reservoir air pressure was supplied to the TP at all times, the small control line opened the TP (and allowed supply and control brake air to the trailer). Post 121 the air supply line goes through the dash control to the TP. Until the dash valve supplys air to the TP it stays closed, All air to the red line, passes through the dash control. Until recently, only 4 lines were used on post 121 TP valves two input and two out to the trailer ports. (TP-3). This was all to prevent a driver from going to a combo in the yard that the previous driver had left the trailer controls in the "normal" position, the new driver fireing up the truck and assuming the trailer brakes were set, having them release as pressure builds. The post -121 requires that on pressure loss the TP and controls self return to the closed position without any input from the driver. The valve assemblies like the MV-2 or -3 all do this but allow the red button to be pushed and supply air while the tractor brakes remain set. The requirement is, if the tractor parking (yellow) is pulled, it must trip the red automatically. The is no requirement that the trailer can't be supplied air when the tractor brakes are set. There are more than one way to achieve the requirements, Some chose one way, others chose another. In the end the most common way had the fewest knobs/valves.

All my stuff can do it with just two buttons. Bendix MV-2, I've talked to some guys that can't keep the red in with yellow out, I think those systems used the Blue button. Not why they were that way. All had to due with how the red button "tripped" when parking brake was pulled. Assembling multi-piece heavy haul trailers it can come in handy to winch against the tractor with the trailer supplied with air.

As with others, I have little experience with them, drove a R model that had the blue knob. Some (I know some Fords) had the red, yellow, blue as part of one big multi function valve, so if yours is that way, it will be hard to remove just the blue. Most trucks, you can push the red button in and release the trailer brakes with the yellow (tractor parking button out) and it will stay in. I have heard of some that will not, and I think those are with the blue button. On most trucks, if you pull the yellow with the red in, it will trip the red as well. It depends on how the trip is plumbed. So, in short, try and push the red in (with the red hose deadheaded) with the yellow out, If you can and it locks in, I'd say go for it. If however the red can't be locked in without the yellow in, I would leave it as is. I really don't see a reason to mess with it,

Feels like someone heated up mechanic's wire red hot and stuck it into you, don't it?

I hope you got them all. I am allergic and can go into shock from hornet stings, Bees don't bother me too much, I have hauled them on a flatbed, and got stung a few times, but hornet stings are a whole 'nuther magnitude. Once got stung on my ring finger, and almost lost the finger before I could get my wedding ring off. I was swollen to the shoulder, all from one sting.

Also known as a "hero" or "Hogie" depending on where you are.

Yes, the K series 6-12 all used a #1. Later the big six used a SAE #2 The #2 in my picture came from an RD 450 IHC 6 as did the #1, but it was an earlier version of the same engine a RED 450 You don't see many #2 flanges anymore but is good to know they exist, because a quick look, you might think it is a common #3, then the cussing starts when you try and mount it! It seams they have dropped the #2 and just one and three are used today.

I just stumbled upon it looking for examples of SAE starter flanges. The K-7's use an SAE #1 and I have #2 and # 3 flanges as well. #2 seams to obsolete, not used any more. I was suprised to find #1 was still in common use, which make it easy. Here is my pic of the #1,#2and #3 lined up. 2 and three differ in bolt hole size and pilot ring.