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That's a clever idea for holding up the step !

The MAN engines the Transit Department I worked at had the cooling passages in the pistons and oil jets aiming the oil into them. I wished I had saved some to show everyone. I cut one in half to check out the passages.

Your rig is looking great ! I do have a question though. How did you support the cab overhang ? I didn't see your build on this camper unit so I was trying to figure out what you used. I plan to try something like this myself. Yours is right up there with the best of them !

First off, why make it personal ? I'm coming to this bringing information straight from Allison. I have actually worked for Allison. I have all the Allison manuals for this transmission and many other transmissions I have actually rebuilt. I have been giving you the "Facts" all along and you...

I figured out you where talking about the rear tire mount after I posted. That would seriously reduce departure angle !

I have used a tree to stop me going down a hill ! It was just a mudslide and the brakes did nothing ! It was either hit the tree or crash and roll at the bottom of the hill ! Of course the model years where different for me. It was driving the 1954 Chevy or the 1948 IHC . Still the same spirit...

The galvanized tank issue has been around since the 1950's so all our trucks would be effected by this ruling. I have never seen any military truck that had a factory diesel with a galvanized tank. Or any truck for that matter.

The pictures are deceptive. The distance from the ground to the tire is over 18" . Remember this is towed by the deuce and that long "A" arm to the Lunette is over 4ft long. So there is no departure angle to worry about. Plus it is above the Axle center line. That is the deciding factor in all...

If you have a M105 trailer you can mount two tires like I did.

Looking at the back of the engine, the shaft will turn clockwise.

Not delivery but timing. Think of a gas engine and the distributor. Move it forward and you retard the timing, move it back and you advance the timing. The only thing is diesels don't respond to advancing timing like gas engines do. They really like it in just one spot. Give or take a degree .

Yeah that's the one I have. I wouldn't use it for the 1/2" ones though. 3/8" is really the limit for this tool.

I went into Heavy Truck repair in the mid 1970's and it was law then. Probably around the 1960's when diesel became King for over the road trucks. I know a lot of manufactures where using diesel engines in the 1950's even the 1940's but there where still plenty of large gas engines too. IHC made...

Hey David I did my fair share of crazy stuff when I was young and dumb too ! I still have that picture somewhere with me standing on my truck which is sunk almost out of sight in a large pond. If I was going to use larger tires on my deuce I would go with some "Ouverson" larger axles and side...

I don't have any pictures but they look very similier to the Michelin 395's but narrower. That's why they fit so nice on the deuce rims. Tall and narrow but very aggressive tire pattern.

Totally agree. I myself have two 6TL's in my truck.

That's what I'm also doing except I use the NATO cans for fuel. I also have the smaller 10L cans for my oils (engine, transmission, differential) . The Scepter cans are great for Drinking Water and Anti-Freeze (separate cans of course ! ) The Wavian I believe are the top of the line followed by...

I've seen some that had "square" drive drain plugs and some with "Hex" heads but that's about it. Of course those can get lost and it's whatever the parts guy has to replace them with.

When I was in "Landing Support" our trucks came with "Lockers" since we where working on the beaches. We had pole trucks (to set up communications) and dump trucks, cargo and wreckers and communication's trucks and more then I can remember now. They all had "Lockers" in them.

I don't believe in "pick a wire any wire" kind of repairs. If your original exciter wire is bad then run a new one. Your only going to cause yourself more problems down the line.