DaveinSD

Rare as hens teeth. How bad are yours? I didn’t look at the link above, and it could be possible that someone is making some now, but last I knew there was no new supply. Everything for this big 6 pattern is difficult to come by. I generally never turn these hard to come by drums, don’t want to remove any metal. Unless yours are totally destroyed, I would just put on new shoes and run what you have. If they are grooved, the shoes will wear into them. The “rules” for newer stuff don’t really apply to old trucks with unobtanium parts that generally see relatively few miles. Good luck and let us know if someone has actually started making these, the same drums are used from 57 through 68.

In irrigation terms that works out to about 4 cfs which we refer to as 4 feet of water. That enough to run 2 turnouts with gated pipe running to separate fields. Trying to push that through a 6 inch line is next to impossible, a 12 to 15 inch line would still require a decent amount of head.

A idi diesel should fit in either a C or D series. I’ve had plans and a desire to build one for about the last 20 years but life has sort of gotten in the way. Would still be a fun project and I actually have the majority of the major parts. A DT466 or any 400 series motor for that matter is simply too long and too heavy for a pickup engine bay. You would be much better off going with a built turned up 7.3 Powerstroke that would actually fit. Personally I would stay with the IDI to avoid the electronics, but other folks don’t seem to mind all the computer stuff….

Where are you located? I have one that’s complete but would be a project, PM me if you are interested.

That big 6 pattern is pretty rare, was only used by IH and Dodge on the old Power Wagons. One piece wheels for it are really hard to come by. There at least used to be an outfit in Oregon I think that would custom make them, but they were super expensive, even 20+ years ago. I found a set on 16.5 years ago that are still sitting in a stack in my shop in town. I have several of these 60’s trucks and all are still shod with the split rims. I’m not currently driving any of them, but hope to get a couple back on the road in the next couple years. Neither will see that many miles. They will probably keep the splits, I know how to do them and have access to a cage so I can work on the, safely.

I have enough hens to keep me and mom and dad in eggs, so I really don’t pay attention to the price at the store because I never buy any. Mine mostly eat scraps from the restaurant, but I’m sure I still have more money in eggs than just buying them. However home raised ones are so much bettter.

Are you talking about wheel studs or the bolts that hold the actual full float axle to the hub? I’m not sure where you are located but I would check whoever in your area specializes in truck/axle/transmission parts. Around here I would say Inland Truck Parts or Godfrey Brake, but I don’t know who deals in this type of stuff in your area.

I agree with ace, I would say that it’s your hydro boost unit that is leaking. Could be an o ring or hose, but I’ve never worked on one of those. Unfortunately all of my books are too old for an S Series.

I have a home built splitter that I bought at a sale over 20 years ago. It has split an incredible amount of wood over the years. I went through three different engines on it and finally set it up to run off a tractor. The only place I burn wood is in the shop in town so it doesn’t get used much anymore, but is still nice to have when I need it.

This is an example of the id boss. This is a 266 in my 68.

If it’s a v8 and not a 401 there is a flat boss on the block above the fuel pump where the displacement is stamped. You will probably have to clean off some grime to read it.

I learned to drive truck in one of those, early 90’s vintage I believe, it’s been quite a few years…… The one I drove honestly wasn’t too bad on the road, and the maneuverability was really nice considering that I was in the furniture moving business. Later I ended up driving conventionals, which did ride better on the Highway, but in a tight spot I sure missed the cabover!

We have an ancient Bobcat at work with an Onan engine, it’s easily 30 years old and hasn’t gotten the best of care but still soldiering along. I have no idea how many hours, we don’t use it a ton but it has definitely seen it’s share of use over the years.

IH parts books exist, but I’m not sure if any have been reprinted. I used to have one that covered your truck, but have not replaced it yet.

I will second that, everything there looks 60’s, cut I don’t really know my Cargostars, they could have kept using the 60’s parts longer…. Spotty ground is probably a good place to look. Other than than, study the wiring diagram, and isolate things till you find the actual problem. The headlights and hazards have nothing in common wiring wise except a ground.

Here are some shots of the wiring diagram. The difference in the diagrams is straight 6/small v8 vs. large v8, the dash wiring should all be the same. It clearly shows the second flasher. Hope this helps you solve your problem.

There should be a second flasher for the hazards, probably kind of buried.

I also mount my own tires. The old used Coates tire machine I bought 20 years ago has saved me a ton of money over the years. Especially since I tend to run used tires on the rigs that see very few miles per year.

My H has a very fast road gear, to the point it’s almost scary to drive. I have no idea if this is a factory deal or an aftermarket conversion. I was warned that it would run faster on the road than it had business going, but I never asked any more details. Of course at that time I had no idea that I would end up with the tractor, etc….

This is truely a big deal, first time humans will leave low earth orbit since 1972. This mission succeeding is also key in the race to beat China back to the moon. We should have a better idea by the middle of the day tomorrow how tanking propellants is going, which is probably the biggest challenge to achieving a liftoff tomorrow.

Last fall I helped my best friend haul his grandpa’s cub home. I used my diesel F250 because that’s what I tow with and it did the job plus some. The 7.3 powerstroke is one on international’s better motors, still not a 466, but way better to pull with than any of the gas motors.

A 4x4 conversion even with early d series parts is not that difficult. There were a bunch of changes in the 74/75 trucks. There motors are moved back and use different motor mounts, which necessitate a 74 or later block. The spring perches are a different width in the rear, springs might be different too. The fronts have disc brakes, there is some cab stuff to but that doesn’t matter to you. I personally have a couple of 2wd c series trucks that I eventually plan to make into 4wd trucks with mostly d series parts. Until you get to 74 everything bolts up, and moving spring perches is no big deal. I would much rather do that than deal with all the body mounts, etc. I also have a late 68 1200 that came from the factory with a d series style steering setup, so I have a template to make that work. Fitting the brake booster for disc brakes is an issue, but it can be made to work, and will be the same no matter how you approach things.

Nothing I have ever thought about, though I like the c series trucks better too and have more than a few of both. Until the weird 74/75 trucks there shouldn’t be too much frame difference, but the c’s have a different steering setup. Personally I have a couple projects where I’d like to swap select D series upgrades into a c series, but it will be that way, not trying to transplant c bodywork onto a d.

Walmart batteries won’t cut it in a diesel pickup. My nice Ford had brand new Walmart batteries in it when I bought it, started having issues less than a year later. I played the charging game for six months then finally got tired of it and bought decent batteries.

I know that a 7.3 idi will bolt up, I’m pretty sure that the powerstroke motors still use the MV bellhousing pattern, but I’ve never had one out to confirm. The way Ford moved seamlessly from the idi to the power stroke with the same tranny options makes me doubt there was a bell pattern change between the two motors.