Search results

The 4x4 truck pullers use the GMC axles up here too. I asked one of them if they had ever broken any; no. Their reasons for using them may be more due to clearance. The rockwell differential is probably too tall. An extremely hard axle shaft is not necessarily what you want. A more ductile...

I have read that they are actually stronger(?) The front differential can be rotated 180 degrees for normal drive rotation. All that said, they do seem to be much less desireable. All of mine ended up scrapped; nobody wanted them.

I would do it the same way the bobbed deuces are done. Get a set of front springs and hangars from a deuce. They mount on the bottom of the frame and can be bolted on. Then weld new spring perches onto your axles. What distance from the axle to frame is needed?

Not this engineer's rule of thumb. Oil pressure requirements depend on more than rpm. If something is abnormal, don't wait to find out why.

The military manual doesn't offer much for details of proper oil pressure. The civilian manual for the OA331 lists the following: 5 to 15psi at idle, 35psi minimum at 2krpm, and 40 to 60psi at governed speed. Unless your engine is REALLY worn, it should start out with more oil pressure when...

Nope, there is a gas M35 harness on ebay right now. ~5 days left. There are gas M35 harnesses with the 7 pin rear connector.

There is one on ebay right now!

Google Antique Auto Cellar. They both offer rebuilding services as well as parts.

The delco M35 and M135 distributors actually used standard 1.5 ohm coils (6V) and a ballast resistor to keep the current reasonable. This is the same as employed on 12V systems.

My fifties era Reo civilian owners manual indicates 50wt oil as correct for Spicer transmissions. I would guess Spicer has always recommended 50wt oil and the GL was a compromise the government made to make for easier supply chain.

Keeping the intake hot will alleviate distribution problems. I think that it would be worthwhile to examine better carbs. Lots has changed since then. A 500 cfm holley would be easy to adapt; a four barrel would take some modification to the intake. Not impossible but more difficult.

Mine seep at the inner diameter. They are also more expensive. The local napa let me borrow their hose catalog which I photocopied. You can go online and check prices and pics for NAPA hoses.

The shift collar and fork remained the same (unflipped) as with the sprag clutches. The economics depend on what you have at your disposal. Sprag transfer cases are VERY cheap. With a REB kit, and two spare sprag transfer cases I figure that I am set.

I installed the REB kit in my M35 about a year ago. There are no air shift transfer cases in my area. Here are some pics of the parts.

Deuceman, you got any interest in a M135/ M211 hard top?

Cylinder liner pitting due to cavitation is only a problem if you have wet sleeves. Multis are dry sleeve.

Hard to say what the cost would be. Helical gears would be much easier and cheaper to produce than hypoid gears. Maybe, higher gears would justify more useage... If I had show a ROI to justify my hobbies, I'd have no hobbies.

Why not develop faster rear gears? Someone here said that Timken/ Rockwell developed a set of faster gears so it can be done. Just need someone to pony up for the NRE...

Try lowering the float level. It worked on mine; so far.

Bjorn, A vacuum pump operates under very little load when at high vacuum. An engine is the same way.