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How did you get to timing chain???? Dude, replace the VRV, it is a 32 year old plastic pos. The vacuum level at the transmission needs to vary from about 8 to 25 inches as you move the throttle from wide open to idle. Pau!

They have all that DEF emissions crap on them. Worldwide has a bunch of them, been sitting there since the end of BAE's Sealy TX plant. I see them parked at the Worldwide yard every day.

I'm sure that in the 66 years these truck have been around, somebody mismatched bellhousings and could report back if it worked ok, but I suspect those individuals are all pushing up daisies.

I say unrelated, what say you clinto

See if your valves are moving. Another possibility is that the cam driven gear lost all it's fiber teeth. The cam drives the oil pump.

You must mean "distributor rotor"?? The only way for your distributor to stop turning is for the tab to break off the end of the shaft. Does the rotor turn freely? It should not.

As to why the bellhousing halves are matched together and to the engine, that tells me that the final machining of the bore where the transmission input shaft goes was done with the three components assembled, assuring the crankshaft and transmission axis are properly aligned.

So that tells me the transmission is fine, the VRV is not VRVing or is way out of adjustment.

Rusty, I thought disconnecting the modulator would result in high rpm hard shifts, or no shifts st all. Full vacuum to the modulator should result in shifts at low rpm.

I seem to remember driving big chisels in between the yoke and the bolt heads on the bearing cap. Maybe heat it as well.

Welcome to the forum. Does the vacuum at the VRV (device on the IP) vary the vacuum going to the modulator? It's purpose it to duplicate the vacuum levels that a gas engine would generate at various throttle positions. Low vacuum= harsh shifts at high RPM. 12 is kinda low.

This stuck issue happened to me when I was using the M135 as a daily driver! Only happened once in many years of operation.

The button you push to make the hydraulic pump operate.

It's a relay inside the VIM under the PDP. My suggestion is to follow the comprehensive troubleshooting guide in the Technical Manual. Could be quite a few other components as well.

Dmetalmiki, your post applies to G742 truck, we are speaking about a Hydramatic GMC. None of those in Europe.

Tanker deuces bring big money as water trucks for construction companies.

The problem of which one to choose is easily solved. One (or more) of each type.

Had that happen, the reduction cone clutch gets stuck. Get it moving about 5 mph in low and then move to high. There will be an ugly bang.

We could not help you pinpoint this because in two of your posts you told us you checked cleaned and tightened the battery connections. To me that means remove eight battery terminals, wire brush the posts and lugs, wire brush the bolts and cable ends, and reassemble. This has to be done...

I have mainly seen Johnson trailers with 60's dates, so I would go with 1967.