Geoff Weeks

no chance of me bidding, just the one vehicle in the lot that raised my interest, that is all

My pick would have been the 6-71 powered motor coach.

Another thing that gets lost when people see what auction results bring. That was at a specialty auction with enough vehicles and other stuff to bring in collectors. That is not the same as trying to sell a single vehicle. True, you can consign to an auction somewhere, but you have to bring it there, and hope that the rest of the stuff generates enough interest to bring in the "right" buyers. Otherwise it may bring far less than you expect. Many of those (all?) were not road registered so would have to be trucked to an auction if sold individually. Big enough collection to have an auction of its own, can make all the difference in price.

I think some see the quad headlights, small sleeper and twin sticks, and go all to pieces. I was surprised on what the LTL brought, but it was a nice truck in good condition, with all the modern powertrain.

closest analogous truck didn't break the $10g's, more than I thought but less than others thought. I guess we are all wrong. https://bids.aumannauctions.com/auctions/40500/lot/6124817-1966-kenworth-w925a

Yeah, well he had to do it in snow!

boy, did we get "off in the weeds" on this thread.

I just put my numbers into Spicer's driveshaft calculator and it spits out what I need to know. Critical and 1/2 true critical.

Got to be careful not to run driveshaft speeds into critical range when using a lot of OD in the front and high reduction in the back. Ran into that a while back with my K-7, had to redesign the driveshaft to keep it out of critical.

That is the factory correct way, PDL only in low range, locked out in high range. Since mine was a retrofit, I could do as I wanted. I get PDL in both ranges. Mine are electric over air, not full air, where the air lines go up the stick and then back down the the frame, back to the rears, That can be the cause of some slow shifts. Mine has full air pressure to an electric solenoid on the frame and electric on the stick that controls both the solenoid and the speedo correction.

They don't have to, In fact 3 spd rears, were one in low, one in high for intermediate speed. Just have to be careful when you lock the PDL that they are both on the same page. Mine are plumbed to shift together, both on the same air feed, so they self sync more or less. I love the set-up, but don't often split many gears, I use it more as another range shift. I start in low, run though 10th hole (15 speed) and then downshift the main and up shift the rear for the remaining gears. I tend not to run max speed in low as it drives the driveshaft into or close to critical speed, and there is nothing to be gained by doing so. 15 in deep reduction, rear in low and you almost don't need a clutch!

My CPL 676 with a little extra fuel would make 26 psi boost all day long and hit 30 on a good day. Factory it is 400, I don't know what it was putting out when I had it.

No, I fixed it, that is the problem. I built my own DT402's from cores. Still in my Marmon.

We really need a whole lot more info to be of help. How the PTO is set up and what engine exactly is in it. I know we got a bit off topic, but there are all points to consider.

Believe it or not, Eaton 2spd cores can (or could a few years ago) cheaper than used single speed drop-ins. 2Spd's have bolt on ring gears so easy to re-ratio. None of it is helpful if it is on Mack rears.