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Not sure how many different motors are there, but here are two different ones i have. The top 2 pics are of the motor i just replaced both seals for output shaft and oring on the seal retainer housing. It can be seen that the output shaft support bearings between the two motors are in...

I just got all the seals and o rings in to rebuild both my winch motors today. Will start messing with one tomorrow. Those motors are a brute to move, just takes some grunting and straining to get them separated from the gearbox. if anyone needs the drawing with part numbers, let me know.

That must be difference mullaney was talking about between the older and newer tcks. That does stand to reason since A0 were duals and possibly some of the early A1s even had the A0 davits.

Wow!!! from my days working on 18 wheelers in the late 90s, we used a 1tn eng hoist/cherry picker to rmv/instal them from/on 18 wheelers. I wouldnt there would be much difference in civi vs. mil fifth wheels on a 5tn tck. But i could be very wrong. Just like i didnt think the crane boom minus...

It should pick the fifth wheel no problem. I couldnt see it weighing more 600 lbs. which a 16R20 i remember reading on here somewhere, weighs in the 500-600 lbs range.

No psi registering or holding on a 0-150 psi gauge on the exhaust side after release of brake. Up to 30psi on inlet side during application of brake. Tank psi was 120 pri and 125ish sec, with truck running.

@simp5782 any thoughts as to why the svc chamber creates a brief suction when brake peddle is released?

@simp5782 I wasnt able to tee in a gauge to my L/F svc brake bc i forgot to get a close nipple. But i had my wife apply the brakes with the discharge hose disconnected at the chamber and frame. when brakes are applied, the discharge at the chamber and frame puff a lil air and when brakes...

Iv done that several times. looking like im a track star getting ready to take the gold, all the while doing something i know is gonna hurt or kill me if i get something wrong.

I agree on lifting more than a spare tire, but who hasnt done something that could be bad 😁? But which spare? A 16 is heavier than a 14, which is heavier than a 395. If a person stays around the wt. limit of a 16, shouldnt be a problem. A person could fab up a beefier davit with a few 100 lbs...

If you are wanting to do it for S&Gs, by all means, and post the progress. As others have said, it will be a very expensive endeavor. It would be cheaper to just buy an mtvr. But as simp said, consider part availability for a cobbled together frankenstein rig.

I just went to hagerty to see about my 936a2. They quoted me $121 a month for $60k value. I edited to $50, same as progressive, and it dropped it $103. I pay $50 a month through progressive commercial tck. Seems a bit high compared to what others have stated for hagerty.

As for angle and distance from rear of tck to landing gear. Find the location you plan on putting the 5th wheel, measure from center kingpin receptacle to the outer end of the frame, roughly 45* from 5th wheel, facing aft. Do the same on the trailer, center of kingpin to inner edge of landing...

Id just strap them down and poof, no rattle.

Aint much chance of it. Not enough sprinkle topped cupcakes, unicorns and pixie dust to fix the issues. It’ll end up requiring an internal strife.

@simp5782 Does the current setup on a 936 not have a bypass built in already? If the pto is engaged and operation are not happening, say while up/down rigging, the fluid has to go somewhere, correct? I need to crawl under my tck and look at the plumbing and routing from pump inlet, and back to...

Will those t-cases work with the 936 pto rear hydraulics?

The diesels i used to work on were the cat 3406 (14L), cummins n14 (14L) and mack engines. Before i purchased my turning tool, i would turn off the balancer. I wouldnt think the 8.3 would be any harder to turn than the larger liter engines. Hopefully its just your batteries.

I used use a turning tool that is inserted in the bellhousing and meshes with the flywheel ring gear. It was used to turn the eng by hand, mostly used for running the rocker arm rack or setting pump timing. I havent looked on these tcks to see if there is a hole for a turning tool, but if not...

Maybe iv missed it. But did you try turning it over by hand using a ratchet and socket to determine if it hydalocked? That would be a less invasive method of determining a filled or partially filled cylinder. Also by turning it by hand, you can listen to the engine w/o the noise of the starter...