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Cya

[ch9787]

MMMMM not sure what pic old mate Nobb put up on the forum as to me the have dissappeared, >
the pi in his aviator was the iconnic diamond T 951 from the golden age of trucking museum in Connecticut U.S.A. it is running a cummins NTC big cam III, the mesuem is closed and some of the trucks are being sold off ,as of this moment i am not sure what has happened to the 2 x 950,s and the dodge big- horn,
i personaly dont care to much if the pic is his truck or not ,as it might be his favorite thing , my aviator pic is a TD24 crawler and it is not mine ,,it is belonged to a friend and i took the pic

Hey melonreo, the Diamond T kinda looks naked without a big alloy bullbar though, doesn't it?

in defense of the ol 555's.
i have seen them do miraculous tasks..Jobs they were never designed to do..pulling 2 trailers of stock..
Again back to some gearing and the right man at the pointy end..
Also VT190's pulling vans..not maximum weight, but doing the job all they same..
However, in saying all that...my engine of choice is the straight 6 cummins..(obvious by my posts!)
Following that i have owned and do like the straight 671's.
I would have another one tomorrow...but not to do 3 sydney's a week!
thats nothing to do with a 3208 i know..
i did know a bloke who ran 3208 cats in L8000? louies
melb adelaide, general flat top work..not maximum gross, but loaded all the same..only complaint was 'they are heavy on fuel'
regards
chocs

Supplyin power to the people since 1931

This claim is about as far-fetched as claiming that GM's/Detroits don't leak, and that they produce more torque at 1000 RPM, than at 1800 RPM!

Lemme see .. the Screemer design was basically pinched somewhat from the Winton Engine Co. GM took advantage of the setback of the Great Depression, to snap up the Winton Engine Co on June 20, 1930.
Winton had previously been working on designing large diesels for railroad use, and trying other variations, such as spark-ignition diesels.

Charles Kettering of GM was convinced, from 1923, that 2 stroke diesels were a winner .. but he was the only one to think so .. and no-one .. not even GM .. could produce a successful 2 stroke diesel in 1930.

Kettering purchased Winton to amalgate design work, and to bring his 2-stroke diesel dream to fruition. Winton Engine and GM combined, produced the 2 stroke 201A-series diesel in 1931 .. but it wasn't the GM/Detroit diesel, as we know it.

It did have uniflow scavenging, unit injectors, and supercharging .. but it had a welded, fabricated block .. and this engine was basically a Winton 194 model, substantially modified.
The Winton 201A was produced in several prototype configurations .. 1, 2, and 6 cyl test engines .. then quite a number of straight-8, 201A's.

The straight-8 was in response to the U.S. Navy calling tenders in 1932, for new-design, high-tech, high speed, lightweight diesels for submarines.
GM was the only tenderer to the U.S. Navy request, and presented the straight-8, Winton 201A's for consideration.
GM also produced a number of V-16 versions of the 201A, and a little later, V12 versions.

An amusing problem with the 201A design work, was that the design engineers had enormous problems with engine liquids sealing! ..
Many hundreds of the ground-breaking 201A's were sold, to railroads and the U.S. Navy .. but the Navy had so much trouble with them, that the 201A's of the Navy, were all retired during WW2.
Eugene Kettering, Charles son, wryly remarked that he didn't recall too many problem with the dipstick tube! .. but nearly everything else on the 201A had to be redesigned or modified!

In 1933, GM set up 2 x 201A Winton straight-8's to drive the gensets powering their Chevrolet assembly line display, at the 1933 Century of Progress exhibition in Chicago. These were still prototype engines.

Ralph Budd, then president of the Chicago, Burlington, and Quincy Railroad, spotted the Winton 201A straight-8's .. and was so impressed with them .. that he tracked down GM bosses, and convinced them to supply him with Winton 201A's for the powercar for his new, revolutionary, streamlined, stainless steel, Zephyr passenger train.

GM bosses apparently had to be convinced that a diesel train was possible .. but Budd had already correctly envisioned, that the future of railroads was in diesel power.

Four Zephyrs were built, and the first one did the run from Denver to Chicago in April 1934, at the astronomical average speed of over 76mph.

The Zephyr was the 1934 railroads version of the Boeing 707 or 747 jet. People were overawed at the Zephyr, and its fame spread worldwide.

Amazingly, GM didn't advertise the potential of their 2 stroke diesels for railroad use until late 1934.
At that point, they dallied for another year, then split in their design direction, and decided to build, first, the EMD 567 dedicated railroad engine .. and shortly after .. the 71 series engines.

The first 6-71 rolled off the production line in late 1937, and GM still hadn't decided what it was most suitable for .. although marine use appeared to be the most promising.

As a result of GM's dawdling and indecisiveness, take-up of GM Diesels in road vehicles was slow .. and Cummins, in 1937, already had the major portion of the diesel truck market, sown up.
1937 was actually the first year that Cummins ran at a profit, having lost money every year since 1923. The Cummins HB engine was the profit-producer for Cummins.

WW2 saw the GM diesel produced in large numbers for marine use, and smaller numbers for tank use .. but widepsread use of GM diesels in road vehicles did not really come about, until after WW2.

and even tho i'm terribly biased towards me hummin' cummins's i still love the sound of an 8v71 or 8v92.....hey but dont tell nobody 'cause i'll deny i ever said it!!!!!

The Yanks, once they had a reasonable design, stuck with it longer than Iveco has stuck with the ACCO. 1931, or 1937, we are just giving ourselves something to argue over really, (luckily, I'm drinking beer while we are doing this) How long was the production run of the 71 series? Have you noticed that Cummins motors still looked very similar from WW2 to the pic little_red put up, how long has that been? Have you noticed that a cabover KW still looks similar to one built in the late 50's? Old mate with the grey 40's KW told me that the front axle components where the same as out of trucks from 40-50 years later making the RHD conversion a piece of pie.

You've got to admit, preferences aside, that there has been some excellent designs/engineering, especially for the times, when all is said and done, was basically experimental, to see what would work.

newto, a 6V92TA with a straight through muffler has a lovely cackle, but the 53's are the true "screamers"

and even tho i'm terribly biased towards me hummin' cummins's i still love the sound of an 8v71 or 8v92.....hey but dont tell nobody 'cause i'll deny i ever said it!!!!!

i agree with all that boys!
There are some good practical designs..
I had to do some heavy modifications on a cabover kw the other day...and while i like the look of my 4070
(the only reason i bought one as i had never driven or worked on one)
The cab design / mounting frame etc..is far superior to the 4070.
Some of the engines i have worked on have seemingly gone to the rediculous with the accessory mounting in order to fit it where it wasn't designed to go..
Its a pity our society / mentallity wont allow us to combine all the good bits and have a great thing....
And just when you thought i was going soft and gooey...
theres no substitute for cubes!
Go the might cummins!!
regards
chocs

Well
We don't let truth stand in the way of a good story
LOL
Big C
M8
nothing can B more simpler than the common garden variety of 'S' cam brakes
they tried wedge brakes = crap
now disc brakes
they may B more efficient but ifn U use the stopper pedal tooo much u toast the pads n rotor
= no brakes + huge repair bill $$$
LOL
'S" cams teach U how to drive
if U use m too much they get hot
n U get brake fade n th@ tells U to slo down n save the brakes for emergency

ButWoddaEyeKno

ThemzTheBrakes

Cya
[ch9787]