doubleclutchinweasel

An F chassis, yes. A U chassis, probably. A DM chassis, probably not without a great deal of work. Would be a beast of an R if you did! I think the R, U, and F all start with the same bare RAILS. Of course, those common rails then get a variety of crossmembers and mounts attached to them, resulting in a considerably different assembly. Of course, with enough work, pretty much anything can be mounted on anything else. Like '67 said, it's probably not practical. Definitely not a "bolt-on" project.

That's what I was telling him about (like the one below). Apparently, somebody has already swapped that one over to the later 3-filter spin-on setup. Again, one more reason for me to be jealous! Another thing, wasn't that truck originally equipped with a big, long generator? Looked like a later style alternator in his picture, above. But, I could be wrong about that. Looks like a great truck!

You are way ahead of the game in that the filters have already been set us as spin-on. That is much easier to work on. You've really got a nice starting point there.

Did you look at some of the earlier discussion on here, like this one?

Oh, man. I can't remember the "sequence" on those lines. I will try to look through some of my service books and see if I can find a schematic on the fuel system. Different year models may have slightly different-looking parts. I'm sure somebody on here will do better from memory than I can do with the book. But, I'll see if I can dig anything up for you.

I love the picture of the dog holding Zenon Hansen's phone! Awesome!

Just to reiterate what has already been said... Tube Type 20" and Tubeless 22.5" fit the same (small) spider. Tube Type 22" and Tubeless 24.5" fit the same (large) spider.

And, again, I am jealous! Looking great! And raccoon free! I see there that you DO have the "C" version of the engine. I have always liked that engine. Pretty sure someone had to spec that as an option, because I think the "C" was not standard equipment. But, I could be wrong. Your truck may have the big canister type oil filter on the left side of the engine. That oil filter cartridge is still available (I got some from CarQuest), as is the diamond cross-section "O-Ring" that seals the 2-piece canister. That is a WGB Oil Clarifier duplex oil filter, with a "full flow" and a "bypass" section in the same filter. Mack number is 236GB311A, IIRC, which might cross over to a Wix 51233. Seal might be Wix 15114. But, I am not sure. The correct seal has a diamond shape, not a round shape. Those are good filters, but the check valves can start to leak down, which can drail the filter into the pan and make the oil level look high. There should be a number stamped on the driver's side of the transmission (see below). But, it can be pretty hard to see. Pretty sure you will have the TRD-722, based on what you have already shown us. If it is the "L" version, it should have an aluminum main case, which would be pretty easy to check with a magnet.

As long as you got it titled, all is well. I liked the C a great deal. It had the extra head studs like the 237, IIRC. Keep us informed…with pictures!

Mecho don’t miss much!

Here’s a good start.

Somewhere on here there is a definitive list of all the various model numbers and the associated engines. It was put together by some of the old timers who had lots more info. I’ll try to find sometime and put the link here. It’s on here but it’s hard to find from the phone. Easier on my computer!

611 would be a T673. May or may not be a C. 615 would be the V8. 607 and 609 would have come with NA 6-cylinders. One was the 672 cu in and the other was the 707. Can’t remember which is which, but it’s in the brochures I attach earlier. Hopefully he can find vin number and engine id number.

How did we miss that? Happy B'day, 'Pro!

Look right in here...

Here is you a little something on your 673C... endt673c.pdf

The battery box (I think) is a pretty quick visual clue. That's the first thing that triggered "west coast" in my mind when I saw the original picture.

Lots of engine options. See the brochure below. Think this was about 1972. There are Mack (864) and Cummins (903) V-8s listed there.

Let's see... Was it the RS and RL models? Pretty sure it was. Also, I think the grille was different...had the "horse collar" around it...like "The Duck". Some of the more experienced guys here will have way more details on the western stuff than I do.

Mine had 4.17:1 rears under it, and it would do 60-62 easily. 65 was possible, but it was turning pretty high by then. Didn't really want to wind it much beyond there. It had 11.00-22.5 tires. Taller tires would have made it move along a little faster. On the build sheet, the original purchaser had asked for 60 MPH. So, they gave him a little extra. Yep, you've got yourself a real good one there! Enjoy!

You can see it's getting a little light on the steers. Wow! You'd never know from looking at that chassis that it was that heavy.

I drove an early R700 a little bit. Had the V-8 Maxidyne with the 6-speed Extended Range Maxitorque transmission. It was the early cab, like that one. About a '70-71...had the darker green interior. That thing was a beast. But, the Maxitorque took some getting used to, since I was used to the 18-speed. I kept wanting to shift too quickly! The view over that longer nose was really something. Felt like there was a mobile home sticking out the front of the cab! That one does LOOK like a western model. Maybe can find out more as you go. Looks like a great find. Love the flat-back, all-steel, green-on-the-inside cabs. Look forward to seeing more on this one.

So, you're saying she had really questionable taste...right? LOL! Just kidding, Bob!

Well! Happy Birthday, Fuzzy Draggin Buzzard Wagon!

Yes, then you have a direct drive trans. The "0" at the end would have made it an overdrive model, and it would be called a 9-speed (hi-4th and lo-5th would have been basically the same gear). With the direct 10-speed, you can split each gear in the main using the compound. On the 9-speed model, you could split the first 4 and only (typically) use hi-5th. Depending on the axle ratio, you should be good for 60mph or so. If you do have the 673C, that is (IMHO) one of the best versions of the Thermodyne. I had that in the '70 I had, and I drove one (too) many years ago to pull a lowboy trailer. Seems like it was a '66 or '67. Had the 18-speed Quadruplex. Was a tough, tough motor. Of course, it was nothing compared to the HP of the later ones. But, it was a good, reliable piece. The one I drove back then had the air filter retrofitted to use a paper element inside the original oil-bath housing. When I had my other one a few years back, I tried to find one of those conversion kits, but had no luck at all. I think Donaldson has a complete unit that will work, though, if you're interested. Got to admit to being more than a little jealous! That truck has great potential.