Joseph Cummings

I did a bunch of trailers and towable equipment like a COW (Cell on wheels) tower and all the wiring was too small. It's been a lot of years ago, but if I remember right it was 18 gauge for all the marker/stop/turn/tail light lighting.

Yeah I did some conversions to 12 volt. PIA, because switches, wires, everything just not made to handle 12 volt amperage. Maybe today with LED lighting it might be a bit easier

Straight up 24 volt trucks? Like 24 volt lights and everything? Why didn't that work for them? Back in the 80's and 90's we ran 80,000 plus every day with ENDT676 and six speeds.

Cutting off their money isn't enough. We need to do something like this to them. I want to be able to spit in their faces when they are dragged down the street

Why do these guys always look like they have black boyfriends that wear leather pants?

Snow Mexicans

Yeah, but they have no idea who Delphi Packard is, what they made, and that you might find "Packard" electrical components on anything

My great great grandparents on my dad's side came over during the Potato Famine. The British Loyalists had soup kitchens where you got free soup for converting to Protestantism. Basically if you took the soup you got your belly full, but were headed to eternity in Hell "Protestant soup" is a term used to describe the practice of offering food to people in exchange for converting to Protestantism during the Irish Potato Famine.

Go into an auto parts store and ask for Packard 440 wire and Rajah terminals. lol. It's like that King of the Hill episode with the tap and die set and wd40

There was never a non turbo 237. I think there were some differences in that housing/valve assembly from engines with oil sprays (Turbo) and non turbo. Your END711 does not have oil sprays in it. If you are looking for something that will just bolt on, you are probably looking for one from a later production END673 I'm not saying that you can't find something that will work. But if you look at the service manual there are different gaskets for where it bolts on the block. And the wrong gasket will fit. What exactly the differences were in that valve/housing I can't remember.

Rears must have like a two something ratio. Every "Custom" Truck I see is poorly engineered and hack work, covered up by paint and chrome. I can think of one that came in for inspection that had the frame flanges notched to put a headache rack on it that was for something else. Looked good from across the lot though. Just don't crawl under them Oh, and like always with "customs" all the lubrication points are bone dry

Not worth anything like that. Too many things done wrong. He states that it will run 92 MPH (Geared Wrong). Frame stretch looks hacked. Air ride is from something with wider frame rails, and I'm not seeing any overlap or fish plates. Drive shafts were all made a little short (Look at the spline engagement). Tip turbine intake is hot underhood air. Too many signs that he didn't know what he was doing, so I'm sure there are other problems

I always stayed within 100ish air miles. So I never worried about fuel efficiency in high gear. Fuel efficiency wasn't ever going to make or break me. I never wanted to sleep in a sleeper and have to compete with OTR guys.

I can't remember if that was an RTO9515, or an RT9515. But I do know the exporters were hot for them back in the day.

Trying to remember what I had in the diamond reo with the cummins. It was the 900 fp rated 15 speed with the deep reduction on the dash. Normally you drove it like a 10 speed

You are thinking of that other one the TRXL1070 or 71, something like that. Mine is dirrect, 11r24.5, turning about 2400 rpm no load (I Think). 2400 is usually where I set high idle

My R model with the trxl107 and 464 rears is a 70ish MPH truck

Oh yeah no problem with that, I just see lots of these conversions where they just put an aftermarket filter on the tip turbo and ignore the ducting

I wouldn't want to drop that cast iron downdraft zenith on my toe lol

The thing is the tip turbo needs cold air, not hot under hood air. If the single disk held up behind your Maxidyne pulling what you are pulling, It'd probably be fine behind that Thermodyne, Unless someone put the fuel to it so it'd pull down low so they could use the TRL107 five speed. Then it may or may not be a problem. I can tell you I've had Maxidynes opened up all the way with the APE or PLM pumps pumping as much as their little 11 millimeter plungers could pump, and never had a problem with the dual disk TRL107 based transmissions breaking. Pyrometer readings a little hot was more of a problem than drivetrain. That and the roller cam followers in the PLM pumps not holding up to all the stress. At least the early PLM

Turn that aux transmission around and you had an easy triple digit truck if you had the power. Just don't let it idle with the main in gear and the aux in neutral. They didn't oil

That engine was never coupled to a 5 speed from Mack. It's not a Maxidyne high torque rise engine. It was always coupled to something 9 or more speeds. If your triplex is a 2 inch input shaft and a dual disk clutch I wouldn't worry about it