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:ditto: All air systems leak. Some more than others. My rule is if I can hear the leak I'll try and find it and fix it.

There is a guy under there. There are more pics but are too graphic for a family type forum.

While I haven't hauled a deuce with my 3/4 ton Dodge I have hauled a 14,000lb manlift with it. While I wouldn't want to go across the country with this kind of weight I handled and stopped fine. I think the deuce would have loaded on that trailer fine also if it was scotched so it didn't shoot...

I agree about saving money. That's the reason I was considering going to AV tags but I do drive the truck to work from time to time and for general farm work that may or may not happen on the weekends. Dickson has one of the highest wheel taxes in the state which doesn't help either. Tags cost...

Original gassers will have fenders that are different than multifuel trucks and one of the engine mounts will be bolted in (can't remember which one). The bed was different also on the converted gasser I had.

I was going to go with AV tags on my M715 when it was time to renew but have never looked at the regs untill I read the link. Sounds pretty restrictive. Belive I'll pass.

Well even if you buy your truck from a private sale you still might have to give it back. They will go to the guy that bought the truck from GL and he will say he sold it to you. They will then find you and take the truck back. The real question is will they pay you what you gave for the truck...

I was under the impression that the older style joint was stronger than the u-joint. I've been told that the reason the rockcrawlers don't like them is because they are harder to service and wear out faster. I could be wrong.

That's the understatment of the year :-D.

Cat isn't getting out of the small engine market (they are still going to make small industrial engines). They are getting out of the truck engines altogether due to EPA regulations. The EPA is cracking down hard on diesel truck engines and Cat just threw up their hands a decided it wasn't worth...

All I've got is liability and uninsured motorist with TN FB.

None.

Here's my take, Cummins give very little trouble and are cheap to work on. Cats give very little trouble but when they do it cost some big bucks to get it fixed. The multifuel IMO is not as well built of an engine as either the Cat or the Cummins and internal engine parts can be pricey...

Not really. I guess it has to do with the weight of it. All I've ever hooked to tow really well either behind my deuce or my 3/4 ton Dodge.

It's much easier to pull the engine and trans together. You can even leave the radiator attched if you like but if your new engine doesn't have a radiator with it you'd have to remove it anyway.

The air governor on the truck shouldn't let you put over 120 PSI in the tank. If your truck builds over 120 PSI your governor needs adjusting. As far as impact size goes, I've seen lugnuts that wouldn't come loose with a 1" impact without heat from a torch so I'd say you'd need a 3/4" at a...

Now that you mention this, I posted a for sale add for a multifuel I had for sale. I could have sworn I entered a price in the correct box but I got a bunch of PMs asking for a price. Well I go and look and low and behold there is no price. I thought I must have just forgotten to put it in but...

No, they were 6-71s. My brother had a '71 (I think) GMC with a 6-71 that would run off and leave a '69 IH truck I had with a NHC-250 with the same load. That old Jimmy spilled more oil on the ground than the Exxon Valdez though.

The more I think about it I think you're right :wink:. I have driven several 6-71s that will out pull a 250 Cummins though. Don't know what's up with that.

Chris, The NHC-250 is a civilain engine used in a bunch of civi trucks but it hasn't been used in many years. I think that's what Will was getting at, Cummins is phasing out parts used with older engines. Yes, old NHC-250s can be found in junk yards mostly in '60s and early '70s trucks. I don't...