Turbo Perkins into a A359D Dodge

Another little snippet......in the 60s ,many farmers wouldnt have diesel trucks.......they were too frightened of the Customs and Excise ....Of course ,all they had to do was keep records,but a lot couldnt read or write,so it was easier to have petrol trucks and have your certficate for the tractors and pumps.

This is a photo of how the engine mounts sit in relation to the crank pulley





These are the ‘boxes’ I’ve made up to take the engine mounts. I have cut two slots in the backside of the front cross member and plan to weld them in. I have deliberately mad them too deep and plan to trim to size once the engine is properly located in the chassis.






The cut out in the rear of the front cross member is where the engine mount boxes will be welded in. Ignore the flat bar tacked on the crossmember as I cut the holes in the wrong place originally. The plate across the rear of the front member will be shaped and slotted to take the engine side of the ‘boxes’ and the plat will also bolted to the left and right chassis.
This is an old chassis that I’ve been doing my mock ups on. It has been in an accident and is visibley bent.....front track is about 25 mm to one side of the rear track so I can’t be too precise with my measurements. Final tweaking will be done on my truck.
Note the rear cross member of the D3F sitting between the chassis rail further back

As a matter of interest the Commer 6 speed ratios are as follows
First 7.497
Second 3.983
Third 2.983
Forth. 1.590
Fifth. 1
Sixth. 0.78

My Diff is 5.85

Type radius 445mm

What rpm are you thinking? A quick theoretical on your data says in 6th, 2,000 rpm would be 74 kph, 2,500 would be 92 and if you can get 3,000 it'd be 110, so I'm guessing 100 kph would be somewhere near 2750 rpm.

I’ll be more than happy with the 92 at 2500 with a little in reserve. This truck is over 60 years old so holding it on the road at too higher a speed is a challenge not to mention the ability to stop the thing. Very little engine braking in 6th O/D.

Any time a vehicle is modified to increase it's speed, It is extremely important that the braking system is modified to cope with the extra speed!

Ask any Hot Rodder!

Road handling (steering, front end geometry, etc.) is also very important but can be much more difficult to improve.

I’ve fitted a power brake booster and I’ve got an exhauster on the turbo Perkins to give some vacuum. The engineer will have the final word on whether that will be sufficient.

He might want you to have a vacuum tank and a none return valve if the truck doesnt alreafy have one

Paul

I d paint the booster and chassis same colour,and pretend it was on the truck already if asked.........incidentlally,i dont like single line systems on trucks.........had a few inters run out of brakes when a single fluid leak occurred.

I’m definitely going to fit a vacuum tank. I painted and mounted the booster and Bendigo Speciallist Brakes did all the plumbing. Isn’t that a no return valve on the chassis so I imagine I would fit the vacuum tank inline between it and the Booster.....what ever I do the truck will go back to the Brake place for checking.
If my brakes are still not sufficient the easiest option is to fit a dual circuit master cylinder and a second booster. 1 for the front and the other for the back. I’ve seen this done on a XY GT....2 boosters were fitted in the boot.
Another option is to take the air over hydraulic system off the D3F and adapt it to my truck. This will require heaps of plumbing and work under the dash. Would also have to take the Exhauster off and refit the compressor.