metamorph---genesis of bespoke machine hauler - Page 4
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  1. #61
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    The Ford V8 had a very complicated block because the exhaust ports were on the outside edge ,while the valves were on the inside of the V .....most other V8 flatheads had the exhaust manifolds on the inside of the V ,whereas Ford was on the outside.Good Ford blocks are now worth a fortune because if the long exhaust passages rust thru ,the leak cant be fixed.....The postwar flatheads were noitorious for cracking around the ports ,and in cars the cracking was generally fixed with corrosive chemical additives that rusted up the cracks......didnt work in trucks though.....Ford did use cast iron cranks too,and after WW2 took up using nodular iron,and fought a long legal battle with INCO/Mond over the use of SG iron,which Ford eventaually lost.

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  3. #62
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    Default tank extraction

    separated obvious connections to pump from 500 gal water tank

    no hold down restraints of any category were in use

    tank lifted out without significant resistance--estimated empty weight
    1800 lb

    plan is to excise all baffles, pipes, sumps, and extend central trough allowing true 4 cu yard capacity--it will be configured to slide in with ratchet binder restraint

    waterous pump will not be removed until clear lift pathway is estabilished by removal of partitions and bulkheads---some of which may be reused
    Attached Thumbnails Attached Thumbnails 100_2936.jpg   100_2941.jpg   100_2943.jpg   100_2946.jpg   100_2951.jpg  


  4. #63
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    Default you know it's a Detroit if--------

    engine oil pressure gauge reads --zero---and its in the green zone
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  5. #64
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    You should have min of 25 hot @ 1800,and cold around 50......the oilpump is a rotor around the front of the crank,so unless the filter is missing,virtually impossible not to have oil pressure ,providing the sump is full....GM s do generally have lots of little oil leaks ...more an annoyance than a problem......I had a 6/92 with one main housing cracked away when the cap bolt broke half way in the thread..it still had 25 running,but idle was low enough to cause shutdown.

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  7. #65
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    Default hard metal flensing

    body removed and waterous pump extracted

    noteworthy features of pump---

    black motor at base primes pump for output

    gearmotor which is upright shifts between road travel and exclusive output of pump--must be one or the other

    not sure what market for takeout pumps is--will be ebay listed

    new driveline needed connecting allison to third member input

    from pavement mauler to Deckel hauler
    Attached Thumbnails Attached Thumbnails 100_3367.jpg   543.jpg   100_3363.jpg   100_3364.jpg   100_3365.jpg  


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  9. #66
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    Quote Originally Posted by Garwood View Post
    I think the generators were around 500-1000 gallons of fuel a day. The other generators in good shape only used 5-10 gallons of oil a day. They have a huge sump, so hard to tell. On the same ship, the gas turbine propulsion engines burned about 250 gallons of diesel a minute at 30 KTS so wasn't a very big deal.

    Big detroits are definitely impressive. They are very reliable and always start no matter what. I don't know about fuel efficiency though. The damn things weigh twice what an equivalent 4 stroke does and in an OTR application 2 stroke Jakes are pretty useless.

    250 gallons a MINUTE? Was it towing a fuel barge? Maybe hour, not minute?

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