Merle Coggins

Not sure when they began using syncronized transmissions in the trucks, but there's a good chance that yours is not. Syncronization only helps with upshifts and down shifts. If you are having problems getting it into gear at a stop, you may have a clutch issue. Also, 1st gear in the truck transmissions is a granny low and wouldn't be used normally when pulling away from a stop. Merle

Just because you have a Fluid Drive doesn't mean it'll shift automatically. That's a feature of the M6 Gyro-matic (semi-automatic) transmission. You probably have a normal 3 speed behind your Fluid Drive. You will still have to shift through the gears manually.

My cousin and her husband have it now. I'm not sure if they are still milking cows anymore, but they have the farm. Merle

That's what is stated in my truck manual for regular maintenance. Every 20,000 miles, remove the plug, inject 1/2 oz. of grease with a low pressure gun, reinstall plug. Merle

I've been hearing that if that happens, they'll bump up the Broncos / Packers game by 30 minutes to 1 hour. (depends on who you're listening to) I don't know if that'll help with the traffic situation much, but it might. Sounds like a good night to sit at home and watch the game(s). I know that's where I'll be. "GO PACKERS" Merle

You'd go through a lot of clutches that way. I think I'd run Dodges too. But then again, I'm kinda of partial.

A week or so ago I posted about a '47 Dodge truck that my Grandfather had on the farm. Well my Father found this picture of it and sent it to me. It's not exactly the center of attention in this photo, but there it is none the less. Apparently they had built taller sides for the bed for hauling cattle. It looks like it was in transition at the time this photo was taken. From information on the back of the picture, the car in the foreground is my Uncle's "new" '49 Plymouth and because the new silo is up it is assumed that the picture was taken after 1952. This is the farm that I grew up on and it is interesting seeing the barn from that time. There are a few things in that photo that are different now.

Are any of our California members effected by the wild fires out there? I suppose if they are, they won't have access to a computer to let us know. For those in the wake of these blazes, I wish you all Godspeed. Merle

Are any of our California members effected by the wild fires out there? I suppose if they are, they won't have access to a computer to let us know. For those in the wake of these blazes, I wish you all Godspeed. Merle

The technique that David mentioned is pretty much how I learned to install core plugs, and is how I still do it to this day. I also use some sealant, usually #9 Permetex called "Tack and Seal" It stays flexible and is quite sticky. It is my favorite gasket goop. Merle

I don't have Byron's email handy today, but I believe he said it is a '41 and that his Father used this truck before the war.

You are correct, sir. That would be the capillary tube for the temp gauge, and you should be able to pick up a generic temp gauge and install it for now. Merle

I had never heard of vacuum actuated brakes until now. Sounds rather interesting. Anyone know how they actually worked? I suppose on a downhill grade with heavy engine braking the vacuum would be plentiful unless, like Byron says, the engine would die. Then HOLD ON!!! I like the log brake idea. Necessity is the mother of invention, right? Ed, how do you see any stainless trim in that photo? Merle

I got this picture today from Byron (Byronb3b). I thought it was pretty cool and thought you guys might appreciate it as well. So I am posting it here for Byron. I believe he said it is a '41 Dodge that his Father drove for a lumber company in Washington. I'll let Byron chime in with further details. That's a pretty big load of logs. Must have been fun coming down out of the mountains.

Good point, GT. The thrust block, I believe, is not permanetly attached inside the diff. If you are trying to set up the bearing on one side without the other axle in place, you will push the block over and can't get the bearing tight. You need tension on both sides of the thrust block to center it, then set up both bearings together. If both axles are in place and you can't get the bearings set, then I'm afraid you don't have much choice but to address the thrust block in the diff. Merle

The shims behind the backing plate are for adjusting the bearings. When you remove the shims, it pushes the bearing cup (outer race) tighter onto the cone to reduce the end play. If all of your shims are removed and there is still end play (loose bearing) than the thrust block in the differential is worn. The thrust block sits between the side gears in the differential and is used to position the axle shaft and allow the axle bearing preload to be set. If the block is worn, then the axle can retreat further into the diff and you will run out of adjustment. If you can find some narrow shims to press the bearing cup further into the housing, you may be able to achieve the proper bearing adjustment, but you may find other problems, as the axle shaft is set further into the axle, which will set the brake drums tighter against the backing plate, etc. Also, are you sure your bearings are in good shape? A worn bearing may be causing the same symptom. Merle

The fluid drive is a fluid coupler between the crankshaft and the clutch. It is sort of like a self contained torque convertor, but not exactly because there's no stator for torque reduction as there is in a torque convertor. If it's working properly you can put the trans in gear and let the clutch out while holding the brakes (assuming they work) and the truck won't move. Then if you release the brakes and feed some throttle, off you go. Your problem may be a fluid level problem. I would recommend changing the fluid. Go to a local farm supply store and get 2 gallons of Universal Tractor Hydraulic fluid ISO 32 grade. Now remove the cover at the bottom of the bell housing and turn the engine over until the plug on the fluid drive is at the bottom. Pull the plug and drain the fluid. It will probably drain slow, so allow it to drain for an hour or better. Now remove the floor boards to gain access to the top of the bell housing. At around the 1 O'clock position you'll find a round cap that may be labeled "Oil Fill". Remove that cap and crank your engine over until you can see the drain hole through the hole in the bell housing, it is now the fill hole. Get youself a long nose funnel that will fit into the fill hole and begin adding oil slowly. Again it will take time to refill it. You'll add oil until it appears full, then wait for it to go down and repeat. Eventually it won't take anymore oil. It should take between 1 1/2 and 2 gallons. Now you have to get the plug back in without dropping it. A magnetic socket or a piece of paper around the head of the plug to make it fit tightly in the socket will help. If your fluid drive coupling is low on oil, it may have a bad seal. But once you get the lower bell housing cover off, you'll be able to see the clutch and such. Look for evidence of oil leaking between the F/D housing and the "flywheel" where the clutch bolts up to. And you asked about the shift pattern... Which transmission do you have? Column shift 3 speed, floor shift 3 speed, or floor shift 4 speed? Merle

Welcome Jerry Are you sure it's a 1/2 ton truck? The 1/2 ton trucks had 16" wheels as standard, and the 3/4 ton trucks used the 15" wheels. Check your model number. You say it's a '52, then reference (B1). B1 would be a '48 or '49 model year. Your '52 would be a B3 model. Then following that would be a "B", "C", "D", etc. B= 1/2 ton, C= 3/4 ton, D= 1 ton. If your serial number tag is missing, you can find your serial number stamped into the front left frame rail near the front spring hanger. Then plug your serial number into this site for a little more info on your truck. http://www.t137.com/registry/help/decode.php Again welcome to the Pilot-House world and this forum. Merle

I think you are referring to the Pine Cone. I think there's another family type restaurant across 26 from there, but I'm not familiar with that. Hwy 83 and I-94 has several choices as well.

If Feb 3rd is the Super Bowl, than Jan 26th is during the off week between the last playoff game and the Big Game. That'll work for me. I probably won't be following the playoffs too closely unless the Packers are still in it, but I do like to watch the Super Bowl. Any thoughts on location, Norm? You mention somewhere between here and Mad-town. Are you thinking about something around Johnson Creek, Watertown, or Lake Mills areas?

Many rear axle wheel bearing retaining nuts on later model trucks use an 8 sided nut. There are sockets available for them. If your local Napa deals with truck tools and parts, check with them. Or stop in a truck supply shop and ask around. Merle

Pretty wild, ain't it? Believe it or not that image doesn't move. It's all in you head/eyes. If you don't believe me, print it out on a piece of paper and look at it again.

From what I know, the Power Wagons use the 230 (23") engine with similar engine mounting system. The trans would be different because it will have a transfer case for the 4WD. Pilot-House trucks use the 218 engine in the 1/2 & 3/4 ton trucks and the 230 in the 1 tons. When you get to the 1 1/2 ton and up you'll get the larger block 236, 251, etc. Truck bell housings and transmissions are quite different than those in cars. Truck bell housings incorporate the rear engine mounts and also hold the brake M/C along with brake and clutch pedals. As for the different length input shafts... I thought that was only with Fluid Drive. Transmissions for Fluid Drive have a longer input shaft than those for clutch only setups. I don't understand why it's like that, but that's how I understand it. Merle

WOW!! If that's all you have to work with I'd say you'd need more than an engine. Where's the rest of it? I think the 201 and 230 would have the same basic block, and so would be a direct swap, more or less. The 236 would be a "big block" and would probably need some sort of modification to fit. Still, I don't think the transmission end would need the modifications. The engine would end sticking farther forward. (I think)