mattb73lt

Thanks!! This was a huge set back. Wasn’t trying to get away from doing the engine, just thought I had a good one to go with. Now, there’s not a single item on this truck that I haven’t been through thoroughly, which gives me a great piece of mind going forward.

Just about ready to start the assembly and seeing a big pile of empty parts boxes!! Ran into some technical difficulties with the liner protrusions, necessitating locating shims that are .002" thinner than what we had to attain the proper deck height. I pre-assembled and organized everything I possibly could to cut down on time. If everything shows tomorrow, Wednesday should be the day we start. I used our warming oven in the basement to heat the pistons to allow the wrist pin assembly. Everything else is set to go. Using the next couple of days to clean and paint some parts that are being replaced on the exterior that came off the donor engine. The engine has become quite the Frankenstein assembly. From the donor we used the block, two heads, rods, camshaft and various small parts. From the original engine we used the crankshaft, cam timing gear, one head, front timing cover and most of the exterior parts and accessories. One head had to be swapped due to it having oversized valve guides that we couldn't locate.

Yup, still here. Just haven’t had much to add lately, but should soon!

Try Don's Starters and Alternators( www.gener-nator.com) in Lane County, OR. They do generator to Alternator conversions using the original case. Although, I would do the compressor/pump arrangement and then convert to an alternator. I think you'll be happier with that set up.

Those are going to look great when they’re all on the truck!!

I'm the same way. I knew better then to go to that first shop. But it's done right now and should be for a very long time!!

Long day driving. Headed to Boston early this morning to get my heads from Hillside Machine, then continued up to Brentwood, NH to Mahoney & Sons before heading back home. They're letting me borrow their PT timing fixture and I received a short class from Dan Mahoney on setting it up and things to look for when timing the cam. Also met Tom Mahoney while I was there. It was great to finally meet them both after so many phone conversations. Hillside did a remarkable job on bringing the heads back to life. Their work is spotless and they have great attention to detail. They replaced all the injector cups and the thermal fuses (Something the other wasn't going to do). We did have to swap out the #3 head from the donor, as it had some oversize valve guides that are no longer available. It was absolutely the right thing to do in leaving the other shop and going to Hillside. While it was costly and time consuming, I have no worries about this shop. Rocky should be at the shop this week and I’m thinking two days of his help should get all the big items done. The smaller stuff I'll do on my own. So, we'll start the assembly this coming week. It certainly took a lot of parts from both engines to make one complete one, as both had worn or deteriorated parts.

Looks like about $10 for shipping USPS. Do you want one or both and which one if it's one? The new one was $15 when I got it, what do you want for the used one? It's almost new, it was on the series/parallel switch cover so it was never in the elements.

Let me figure that out. I found the new one and the catch for the other.

Are you still looking for one? I have an original that’s really nice and almost new. Paint still shines on the back. No catch for it, though. I have a new model A one somewhere, too.

Back to the original crank. Ran up to Boston yesterday to pick up the crank and rebuilt rods. The original crank was fully inspected, especially in the area of the #6 throw where it ground up the sleeve when it failed. The donor crank needed another cut on the mains to clean up the remaining corrosion. That would've been .030 on the mains and we didn't want to go that far. It's still serviceable and the shop said to hang on to it. The original was standard size and only took a .010 cut on all journals to clean up. I'll re-clean it and all the oil galleries before I put the plugs back in. The shop also asked that I bring them the rods to inspect and re-bush them. The other shop said they were fine as is and only cleaned and measured them. Another reason I'll never go there again or recommend them to anyone. The heads are still 2-3 weeks out as the shop is busy and backed up. But there's a lot of steps they'll do as a normal course of rebuilding that the other shop bypasses. This'll keep me busy getting the lower end cleaned and ready for assembly with Rocky as soon as he can give me a few days. Slowly creeping forward, still.

Oh and as for inspection, all you need now is a VIN verification. That can be done at many garages. You do not have to present the vehicle to DMV for inspection.

You shouldn’t need a CDL in CT, if it’s registered as a Classic Vehicle registration. Regarding the hauling of a trailer, that will mostly be up to your insurance carrier. Most people I know in the hobby seem to use Hagerty. That’s what I have, with no issues hauling my other cars on my flatbed. When I went with them, I fully explained my purposes and how I use my vehicles. CTDMV is a very loosely run agency. Every time I register something there’s some issue. The B73 I just registered took two visits, even though I had all the proper paperwork the first visit. Even though I had a CT Bill of Sale, I was told I needed a signed affidavit from the person I bought it from. Well that person is long deceased, so that wasn’t happening. On my second visit the counter person brings out a set of Apportioned plates and starts asking me questions about gross weight. I specifically asked for Classic Vehicle plates. Then she says, “ You can’t carry anything on your flatbed deck with Classic plates”. At this point I told her to get her supervisor. She shows up and I ask her what is the regulation reference that prohibits me from hauling my own stuff??? They couldn’t answer that and I know of none that exists. There was no questions about a DOT number exemption requirement. Honestly, I have no idea how they do business or what the real requirements are, because they don’t know themselves. It depends on what day and who you get as to what’s needed. Sad to have to say that, but it is the truth. I would get your insurance and registration filled out as accurately as you can and move forward. It may take several visits and phone calls to accomplish, but that’s what it may take. The lack of knowledge and standardization in CT is astonishing.

I’ve seen two styles of attachment, what you posted (that’s what I have) and an earlier version that’s belt driven off a pulley and with the pump mounted to a bracket. The direct mount is the preferable one in my view..

Yes, big time. When I repowered my B42 I installed a large Sheppard box and ran it off a small pump at the back of the generator. When I upgraded to a 237 it came with a larger pump at the back of the compressor. I also upgraded the reservoir from a R model. I searched for a 237 with that arrangement. That pump arrangement made a world of difference in the boxes operation. The other option is a Garrison add on unit, using the original box, an add on piston on the tie rod and a built in valve unit on the drag link. I can get you pictures next week, if you’d like.

Just keep asking questions. There's lots of knowledge floating around on this site.

Here's the paint I used in PPG Concept. It is a Match to the factory color, but the shade did vary during production and paint batches.

More good news. My injectors and PT pump arrived from Premco Diesel Perfomance of Lampasas, TX on Thursday, after being overhauled. I had taken them to Metro Diesel in Essex, CT. They said the could do them, but three weeks later called and said the couldn't. Picked them back up and shipped them to Premco. They went through the injectors and found mismatched parts and several nozzles with the wrong spray patterns. The pump needed some work and also received some upgrades that it needed. I'm glad I sent them out. While the engine ran very well and strong, they could have caused problems down the road in the new engine. They were very easy to deal with and the owner, Warren, does the flange type injectors himself. It's becoming harder to find a shop that can still do flange type injectors, for all the same reasons we were just discussing. Now, to build an engine up so I have somewhere to install them!

My condolences. Thank you for sharing. He sounds like an amazing man. Hopefully, this site brought him some solace and joy.

It definitely is a dying industry and art. The industry because modern engines last so long. When I was younger, getting 100K miles out of an engine before it needed to be rebuilt was a lot. Now, engines go 200-300K+ without needing anything. The art, because people with the knowledge to do such work aren't being taught anymore. When I was about to go to high school, I didn't want to go to my hometown one for various reasons. My two options were a college preparatory school or technical school. Not being a very studious kid, but good with my hands, the choice was easy. I chose a state technical high school. To get in, you had to take an entrance exam. A few years later they did away with the exam and would take anyone. My freshman year I chose Machine, Tool & Die as my major. I excelled at it and upon graduation went on to technical college and other endeavors. The machine trade at that school was robust and we had three well versed instructors. My class was full, but the following classes were smaller each year. In the mid-2000's the school closed. The only one in the state system to do so. The school was closed for several years, then after being restructured, reopened. One of the shops no longer offered, Machine, Tool & Die. The rows of lathes, milling machines, precision grinders, NC & CNC machines, EDM machines all gone. The automotive machine shop I worked at in that time ran six days a week. We had four guys rebuilding engines, a counterman and a older guy that had his own boring machine that bored blocks. The owner, who I still know and deal with, bounced between to counter and shop. Then me running parts, rebuilding cylinder heads and anything they needed. The work in that shop slowly dried up and the owner retired after closing the shop. I'm glad I have the skills my instructors gave me and a shop in my barn that I can make the things in need.

Much more. I was just doing a general clean up of the crank and passages. When you polish, you actually remove material, but much finer than grinding a crank. Depending on wear and the manufacturer's tolerances you can remove up to a few thousands of an inch, before you'd need to re-cut it to the next size under.

Another issue was sending out the injectors and fuel pump for testing and overhaul. Started off with Metro Fuel Injection, they're located in Essex, CT and Agawam, MA and have several other shops in New England. At first they said they could do them, but after three weeks said they no longer had the capability to do NH220 injectors or pumps. More research and I located Premco Diesel Performance in Lampasas, TX. Found them on Facebook, on the Cummins Old Gold page. Spoke to the owner, Warren, who was very helpful. He said send them as he does the old flange type injectors himself. He called Monday to tell me what he found, all kinds of mismatched parts in the injectors, wrong spray pattern nozzles and the pump needed work and he gave it a few needed updates. They're done, payed for and enroute back to me, now. So, another item checked off the To Do list.

On a better note, other parts have gone really well. My friend the fabricator rebuilt both lifting frames for the body. He ended up replacing about 90% of this lower frame and added the pins and bushings I turned for him. His welding is impressive!!

I basically paid him for the work on the block and the parts for the heads he purchased. He did, in a roundabout way, admit to several things I called him out on. I’m done with him. On to another shop and getting this done.

I agree. The place was renowned in years past and had an awesome reputation. It has dwindled down to a one man show, with not much of a work ethic. It's sad because with a little motivation he could have a great shop. I knew and it still bit me. Even Rocky didn't have much to say, other than agree with me going elsewhere. This has been a big setback time-wise, but should be right back on track by the end of April.