Geoff Weeks

Should be one on both sides, the other will be 180 deg from the 1st. If I am seeing what you are, it looks like someone replaced the set screw with a bolt. If you are really interested , I can take a picture of mine, as there is no cab on the frame to get in the way. Just 2 allen head set screws preventing the pitman arm from working out on the shaft.

Cute little buggers!

Reading several news reports, it seams he did not slow for a construction site where 3 lanes funneled into one. Bail is a means to make sure the defendant shows for trial, it is not and can not be a punishment. If he shows on no bail, none is needed, if jumps on 7million it wasn't enough. Bail is set by a judge, after consultation with both sides. Driver had been cited (this fact only mentioned in one news report) for previous logbook Hours of Service violation. Reduced bail was agreed to for whatever reason, My guess the DUI charge can't stand and that was the reason for high bail. Fall asleep or drunk and kill me, I'm dead either way and not sure I care if it was sleep or intoxication that got me killed. Again, the carrier is just as complicit in the deal if they are ignoring HOS violations. I've seen white English speaking drivers fall asleep, go across 6 lanes of traffic and hit the guardrail so hard it knocked the steer axle out from under the tractor, just a miracle no one got hurt in that one. Fatigue is an equal opportunity thief of life. I know many like to brag about how long they have pushed themselves, we've all done it myself included, but I only did it once before I realized I was not making more money and was putting myself and other at risk. I'm not talking about driving 650 miles in a shift, when the clock ran out at 635, I'm talking about 1000 miles without a break or no sleep (or very little) in 24 hrs. I guess working a wrecker opens your eyes a bit, and it isn't being tough, macho, or "the man" it is being stupid. In the above case of the truck knocking the axle out, I was bobtail, and saw it all happen in real time, flipped on my O/D rotator and flashers and skidded to a stop in the median, ran across the 4 lanes expecting to find a driver having a cardiac arrest, only to see him climbing out the passenger door with no idea how or what just happened.

I can't remember if it was Glenn or Junkyard Dan, who said a Spicer type clutch can tighten up if not locked ( lock tang not bolted in after an adjustment) to the point the engine can't turn? I have never seen it and have to think about what he was saying, something about it spinning the adjustment until the T/O bearing is jammed against the transmission. It would be a "reach" for me to think this is what happened, but if all else checks out, look in the clutch housing. I still think something seized in the engine, but none of us were there when it happened.

Same here, from the days before CDL, Never took a driving test in a semi, believe it or not. Grandfathered into CDL, Started in smaller trucks and wreckers and just kept moving bigger, Skills needed transfer up, but if you stop learning you are going backwards. I always learned something when I was on the road, decades after being deemed competent to drive by the states standards.

I can't speak a word of French, but never faced any backlash when trucking in Quebec. The language isn't the issue, the actions are the issue, and that goes back to the company. It is easy to point out language it is noticeable, but isn't the problem, I met a "Dumb" (couldn't speak) truckdriver in Canada, he worked for a heavy-haul outfit. He was highly regarded by the customer for his attention to detail. What is the issue is trucking "companies" that flout the regulations and aren't held to account. A quality company will not heir an unqualified driver, those that are willing to cut corners on equipment will also do so on employees.

The fault may be mine also. I thought we were talking engines, and I see tires was the topic.

I always hear it was Methanol that was used, and that was the reason for 160 deg 'stats, to try to keep from boiling the alcohol out of the mix. Calcium Chloride would eat the block, I would think, esp when heat is added to the mix. Calcium and or magnesium chloride are used a ballast in tires, but can be hard on the rims.

I don't put much faith in GWP reporting, but not failing a blood test says the DUI Charges were not valid. None of that has any bearing on the fact that he killed people only that the DUI charge is not valid. There were reports of a Colorado LEO that was charging people with DUI's that were fake to up his number (and ruining the lives of those charged and not convicted) There is no room in this country for these "fly by night" trucking operations. As one who operated my own I know what it takes to do the job right, and these sleezey operations should never even get a DOT number. The DOT is supposed to cross-check new applicants for previous numbers, and an address that pops up again and again in new filings should be a red flag, along with similar names. They should at least flag for further investigation, but doesn't seam that happens, and now with all the jobs cut I suspect it will not improve that fact. How many innocent lives lost, is worth the cuts?

Likely REO 440 powered. (Not the same as a Mopar)

IHC sold all their old inventory to "Parts depot" and sometimes it is amazing what is still available NOS. Want a new rear hub for a 1940's rear axle, yep we've got one (just be prepared to pay through the nose). Does Mack doing anything similar?

My guess it is all done by computer, they look at the sales figures and base solely of number of units moved over a set time period. One would hope some note of how critical the part is would play a factor but I doubt it.

Looks like it had all three of those.😃

Check, if it is held on with set screws there will be 2 about 180 deg apart. They can be hard to find after many years of rust and dirt. My "39" box truck has the two set screws (and still has the pitman arm on!) and the box will likely be scrapped with it on! No one wants a "39" box!

Drag link looks from the pictures, that it is made up of "tie rod end joints" and an adjustment tube. I found it simpler to just measure and order the ends for my Marmon drag link that is like that. Trying to order anything for a Marmon almost always gets you nowhere. You have to do the homework yourself but most things are always available.

I found RHD buses easier to negotiate city traffic when I drove them in Chicago, but more "clumsy" to drive on the highway when there were multiple lanes of traffic going faster than the city buses could. We only had one running "road coach" Bristol VRL that could keep up with traffic, but had two more for parts. That was over 35 years ago now, and I wonder where they all went when the company collapsed.

I think his box has been updated and is now a three digit box (392?)

twoset screws I think is the earlest design, I know it is on my two digit Sheppard box from the 60's.

92-Series-Sheppard-Power-Steering-Service-Manual.pdf page 25 and 26 covers the methods.

Sheppard used three different pitman arm retaining methods, you have to know which of the three you are dealing with. Oldest had no nut and two set screws angled out from the box side of the arm. the next style has a hex nut (allen head) and a star washer/retaining tab behind the nut. The last style has a big hex nut that is split half way through and has a small bolt to "squeeze" the nut so it can't back off

Yes, and full length brass bushing on the inside of the gears and steel bushing for it to ride on the main shaft. That is the difference in construction with single counter shaft trans vs. multi counter shaft transmission design.

Single counter-shaft transmission are not built the same way, and this is not a "theory". Single countershaft have no opposing force so the main shaft carries the side thrust. The gears on those run bushing in the gears that ride on the main shaft

Joey, that sounds just like Spicer and Fuller, The spacers and lock rings just keep the gear located fore and aft, the countershaft gears keep the gear centered but not riding on the main shaft.

Not if you look at the 1st picture I posted from the manual, that gear is going over the splines at quite and angle. Also there is no listing for the clearance of the gears on the shaft. The only listed clearance is for fore and aft float which is .005-.012 adjusted with spacer thickness. If Glenn Akers was still with us he could settle this quickly. The main is held by a bearing at one end and bushing in the input shaft pocket. the gears are held located by the countershaft gears they mate with. They don't ride on the main shaft when the trans is assembled.

Better picture of the main shaft, showing splines and grooves for spacers and lock ring to locate the gear fore and aft. this is from a different manual that better shows the shaft.