Bollweevil

Free is always my favorite brand.

The E9 is not just a truck engine, They were also used by the French Army to power battle tanks. They were also used as Marine engines. As big as they are, they are still lighter than other choices, for a reliable 1000 HP.

I once worked in a Chevrolet dealership, One of the fellow's I worked with would pull the coil wire from the distributor of a chevy 6 cylinder engine, hold the wire contact against his palm with his little finger, stick his thumb against the distributor cap, and have someone start the engine. I never tried it myself. I can't stand getting bitten by accident.

You probably have already disconnected the alternator, and the main accessory feed cable from the solenoid before testing. Having 4 different units with the same problem is puzzling. Let me know what you find, and I will fix mine. I will send you a new 42 MT solenoid for a test unit if you like. You could ground it to the engine and see if it makes any difference.

I am glad you put your two cents worth in, that's what i am taking issue with.

Is this article like America's most wanted, most notorious, most ill conceived, or what?

Fantastic, I am glad you had such a good time. As a general rule, truck people are some of the kindest, most generous people you can find. A real joy to be around. Hope you brought home some new recipe's for the Cafe.

If it was an SAE starter it should not be a problem finding a replacement. If you live in an area that has an automotive electrical shop you could possibly borrow a drive end housing, and see if it will match your flywheel housing. The physical dimension of a 12, and a 24 are the same. A 24v SAE starter off a dozer would work as long as the drive gear is compatible with the flywheel. An SAE starter doesn't care what kind of an engine it is mounted on, or which side. Because of warranty issues, and also the fact that I don't enjoy changing starters that much. My preference in the past has been a Delco Remy Reman. I also prefer a 42MT over a 40MT. Beware of local fix it shops, as there is no magic involved in starter repair. However there is sometimes a certain amount of slight of hand.

First make sure the fuel tank vents are open. Then drain the primary filter into a container, and look for a black, grainy substance, similar to fine sand. Sometime with age a rubber lined fuel line will come apart. Part of the line will separate and act like a flap, closing the fuel line under suction. You could disconnect the line at the primary filter, substitute a known good line and run the engine from a fuel can.

Since it is located next to a church, the owner has to be honest and aboveboard. I've heard that old truckers never die, they just get a new Peterbilt. Or maybe that was never lie, hmmm

The fuller is close to .87

The WORSE part of this situation is that 200 million plus citizens can't or won't get together long enough to fire all 435 of the worthless bastards, and start all over.

You will find ratio and ID numbers stamped on a flat pad on the passenger side upper front of each differential. From year to year, with different configurations, overall frame inner and outer dimensions change. You will just have to measure and see. I would think that maybe a difference in the width, or height of the frame rail it's self might be a problem. Then again, measure it carefully. If you find that the CH cross member is narrower you can cut shims from flat stock. Wider might not be so easy.

Once again, if you are buying a take out engine, plus paying a core charge. It makes more sense to buy a running truck. When the new CARB laws go into effect there will be thousands of good rigs available all around you. Many owners of older rigs will not take the option to re-power. Make a big long list of every thing you would like to change, and start looking for something that has it all. That is , unless you are planning on keeping it box stock original. I have often thought, that I would like to have a motor home constructed from an LJ or LT. That I could start up the Grape Vine, or Tehachapi, key up the mike and say " OK boys, lead, follow, or just get the hell out of the way."

I really don't know about it being an option. Joe Mustang had a 1693 Cat in his H 63 and ran it every day. It was featured as truck of the month on this site at one time. Anything that you could spoon a 1693 into would not be a problem for an 855 Cummins. These days you can buy a running truck for what you can buy a takeout engine. A 427 Mack mechanical engine might be a good option.

Don't worry about being 14 and asking dumb questions. I'm 16 and still asking dumb questions. You never know till you ask, so keep asking. Just don't be discouraged by dumb answers. Shucks, before you know it, you'll be 16 like me. If you don't have all the answers by then, at least you can't remember the questions. The worse thing that might happen is, you might get to really loving trucks, then you might not be satisfied until you know what makes them work. Then it gets really complicated, you might actually want to drive one. It is a lot easier than driving a horse, whose seat is too high off the ground, it steers with a string, and you have to holler at it to make it stop. I love trucks and I love Texas, make yourself at home here.

Rob, I messed up trying to quote your post, sorry.

It's not just the Fed's with the trucking that is screwed up in general. I don't think a federal agency has more resident experts without experience than the FAA. A single example is that 4.5 years ago they implemented a software package they invested 16.8 million dollars into and pulled it three weeks later because it was so full of flaws. It has not been replaced and we operate on the older systems that were in place for a decade, (literally) prior to this implementation to this day. What is so ironic is the letters that were sent to employees threatening disciplinary action if the training courses for this package were not completed prior to it's launch. The way things are done in Govt. need to change. Here is another example: The bi-annual employee attitude survey results were released on the 22nd of May and the FAA ranked 422 out of the 435 federal agencies least desirable to work at. Such a milestone to acheive. This, negative acheivement is just like the federal agency that regulates trucking. It is from implementation of policies without consulting those that must operate with it. An easy fix would be to de-politicalize civilian aviation by taking it from under the purview of congress, and homeland security and giving it to the real professionals for as long as it takes to make it work. Then again I don't know if we still have a Strategic Air Command. But You could bet your bippy that software would work the first time, or someone would be on their way to Levenworth . I could never understand why that a flight control tech could say that his job gave him the red ass, and you would have to send him home and pay him for the rest of his life. I always had to just keep working. To be honest, I never would have thought of Noxema

in any service oriented business the premise is that you will accommodate someone else. A 53 ft primarily grew out of the needs of the Carpet Industry. They could cube a 45 or 48 but couldn't get the weight. I pulled a worn out 42'6" x 96" until I was sick of rebuilding it. At 73280 lb. and 55 ft overall, it had been an industry standard for years. I could load 20 pallets of Ice packed chicken and go anywhere. I replaced it with a new 48 x 102 and my shippers were overjoyed. Right about this time weight limits were increased to 80,000lb. Shippers could load 2 more pallets for the same price. Wow. And I could still go anywhere except Ill. and Mo.[still 73280]. If there were no LTL [less than truck load] carriers there would probably be no pup trailers, or doubles. There again they can be cubed out or overloaded, usually not. Their use is simply a matter of convenience, and can generate many times the gross revenue that a conventional trailer can. The most consistent trailer trucking that I have ever done, was with a 38ft end dump. At the time I could legally load 24 tons here in Ga., and since by this time I was well into accommodating myself, I usually loaded another 6 to 8 tons for good measure. Uniformity between all states would be a good starting point. Sadly enough it wont happen. They all want their own special exemptions and exceptions. Here is a paradox, you can assemble 10 or a 110 owner operator independent businessmen who are upset [pissed off] enough to want to do something. The problem is, they can't get together. because they are all upset about something different. The complexities of the trucking industry and it's attending regulations are overwhelming. If you think Government Motors Corporation is frightening, wait till you see Government Trucking.

Bigger is not always better. The simple fact is that the risk does increase. But more importantly, freight being moved in a 53 ft. trailer is being moved at the same basic rate as it was in the early 70's in a 42 ft. trailer. There are exceptions, but as for owner operator independent business men, we have always seemed to end up sucking hind tit. I am reminded of a shipper who once asked my friend if he would could move a load from Atlanta to La. in 24 hours. When Rob said no, he would need 36, the guy said, well put a team on it and they should have it there in 18. We can't move twice or three times the amount of freight for the same price. Depending on who is doing the reporting, there are 130,000 less trucks in operation this year. It is not hard to figure why, the only profit some were showing, was the fuel surcharge, when they could get it When you consider a failing economy, an infrastructure system in decline, and the Federal Highway Trust Fund busted by the Month of August. Bigger doesn't sound better at all. Michigan is not a real good example for over sized trucks. They have some of the worse roads in the interstate system. I do not mean to be offensive, but in these times we need to be careful what we wish for.

Steering geometry is correct when the frame is level. If you keep looking someone will give you a measurement that you like, or you can set the leveling valve to level the truck. Then find a measuring point and measure for future reference. Over time, springs relax somewhat. If you jack it up in the back, the caster changes, and you can spend all of your time trying to keep what was a decent driving rig gathered up and in your lane.

A sub frame is a good Idea. I have seen several trucks set up like that. My RW613 had a Reyco 4 spring with Mack rears, and I went anywhere anyone else could go. You just do not let yourself be put into a compromising situation. Dumping is not a problem, spreading can be.

Check article 4 section 4 of the US Constitution.

Look for a tag on the top, front of the fuel pump. If there is one it would give the CPL [Control Parts List] Later engine serial numbers, were located on the drivers side just below the rear cylinder head.

All it amounts to is a hole at the bottom of the backing plate, on the same plane of the brake drum. If it dos not have one, make one. Drill a 5/16 hole in the backing plate and elongate it vertically until you can see the edge of the drum and the full thickness of the brake shoe.