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deadline

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About deadline

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  • Location
    Gordon, PA
  • Interests
    MVs, Dogs - 3 Yellow Labs, 1 Treeing Walker Coonhound, 1 Malmute
  • Occupation
    Computers, annoying people with improper bits on their CCKWs
  1. GMC CCKW 353 - 1945 Workshop Manual

    The TM9-801 is pretty useless for repairs. It covers OPERATION and MAINTENANCE. And by maintenance that really only covers 'is it broke? Get a new one'. In early 43 the echelon system of maintenance was in full effect and the TM9 was stripped of any useful workshop info except daily/weekly/monthly service Checks. The March 43 TM10-1563 would be the last (well, there is an addendum to cover the fuel/water trucks) would be the one to get. If you stick with the 44/45 TM9 series you're gonna need AT LEAST FOUR books: TM9-801 Operation and Maintenance TM9-1801, Ordnance Maintenance Power Train, Chassis, and Bodies TM9-1802A Engine and Powerplant maintenance (this will also have DUKW info... so bonus?) SNL-G-508 Supply Catalog/Parts book. If you are going to rebuild the 270 you'll want TB9-1802A Fits and Tolerances. You can find PDF versions online for cheap. Most of them are online at http://www.tm9-801.com I say the TM10s are a better book, plus you only need 2: TM10-1563 Maintenance and TM10-1562 Parts
  2. M35 a2

    Ongoing problems are minor: Leaking real axle seal Front CV boot constantly tearing unless you buy some really expensive neoprene ones Ground going bad... so many bad grounds. Oil filters are a minor pain... inverted design means leaks if not done properly. Ether assist is a god send... but new ether tanks can be spendy. Axle breathers clogging up and blowing out axle seals My 67 M35a2 was great fun. But you need next level tools.. even to change tires. Tires (in the US) are cheap and readily found. My biggest fear was a breakdown. Towing it home would cost thousands over any distance. Parts are available and plentiful... lots of mods.
  3. Help locating jeep starter part

    That is an easy repair. Can be brazed or welded back on.
  4. Another GMC ignition system conundrum

    Next thing I would do is run a new, 00 or 000 ground cable from the engine to the battery Negative terminal. Basically run the entire circuit from the battery terminals. I know you said you checked grounds.. but all the easy stuff is done.. time to get creative. Run from the battery (+) to the coil, and add a new, shiny, just scrubbed off with sand paper and used dialectic grease ground to the battery (-).
  5. Another GMC ignition system conundrum

    If I read the symptoms right all the plugs lose spark causing an engine cough then it runs normally? I'd bypass any switch in the cab and run the ignition right off the battery. Looking at the ignition circuit you have the ammeter, the IGN switch, IGN primary filter (depending on your year) then coil, Distributor and plugs. I'd run the Black wire from the coil (again assuming you have the correct color coded wires) to the battery (+) and then hit the starter. That would rule at any electrical issue aft of the firewall. If you need a wiring diagram: https://www.tm9-801.com/searchTM9/tm9_pages/316.jpg
  6. The time has come ... GMC 353 CCKW

    Do you want a driver or closer to factory? There are some things that must be done to make it a driver that are not original. What to look for? That's a book in itself.... if you find a truck you like post photos. Things to look out for immediately: GMC270 motor (original, not civvy replacement). Original CCKW rims, not M35 rims/tires. Original bed not M35/M211/M135. Spare tire carrier in place, pintal hitch and rear bumpers in place. Tire condition... tires are $4000USD+. Accurate 7.50x20's are available, but are about $350USD each. Buy a HIGH QUALITY TM9-801 manual. The free ones are all black and white and low quality scans. I recommend this site: http://www.tm-ww2.com/index.php?cPath=24_34_59
  7. If it's an original engine buy it. You can sell the motor alone and most likely make some cash. If its a 216 then rebuilding it is going to be spendy. If it a later 235 then $1500 will do. The later 235 has pressurized and insert bearings.. only the 216 is a babbit/dipper motor.
  8. CCkw chassis number - confused!

    More photos of the chassis could help determine if the frame is stamped correctly or if there are donor parts. If its stamped 352 then I would expect to see a body and axle stamping after the SN. I'll have to check my TMs at home 'Shopnut' posted about SN 9991 and I found this on another site: "I have a CCKWX serial no' 9991-A1, your truck should have the blackout on the grill and have a civilian instrument panel. As to when built, I think late 1940 or early 1941, perhaps someone else on here could verify that." The dates sound right from another web site "CCKWX 353 5XXX A1 - so it should be a early January 1941 truck," Note -A1 is the body/axle config and both posts were able to state A1 (split axle, cargo body). So either keep sanding or possibly its a repaired part. TM10-1105 is the TM you are looking for. Portrayal press has it.
  9. oil grade

    My given name is Paul. If my previous post came across as combative that was not my intent... but jeeps and CCKWs did, for a time did use pretty much straight 30W mineral oil (as most pre-1940's cars did) and also detergent oil (aka 'additives'). So that was my confusion. I know that everyone has a mentor they trust and will take the word of a trusted friend over some random internet post. But Copper Strip Corrosion ASTM D130 is the test for oils to determine if they are 'bad' for synchro's. The standard required immersion in the test fluid at 100C for 3 hours then the same copper strip is read. That is the science behind the oil rating. Now the GL5 spec doesn't require this test, but since its a standard most will do it. Feel free to read up on it. There are many myths still running around... new oil formulations with low sulfur were wrecking camshafts (no, they were not.. cheap import cams were the problem) or old flat tappet motors were being wrecked due to low ZDDP level (no, flat tappet motors are still made and API oils protect them quite well) and two of my all time favorite: storing a crankshaft on its side will warp it (no, it won't) and any of the 'synthetic oil' myths.. there are just to many to list on that one. But again, people will cling to a group mentality rather than find out the answers because their friends say they heard it form 'trusted mechanic' that 'had hundreds of similar cases'. I've had GL5 oil in my jeep's tranny/transfer for over 5 years. my 1969 M35a2 had GL5 in it for over 20 years and the brass synchro's were fine. I am not worried in the least about the synchro's in my jeep.
  10. oil grade

    "In summery play safe, use straight 90 in your gearbox and transfer case, EP90 in the axles and straight 30 with no additives in the engine. Pete" That's just plain crazy talk... even original motors past 42 had detergent oil. 'Straight 30W with no additives' is mineral oil. Are you saying that we should run mineral oil and not a proven detergent oil? I'd don't call that safe, I call that an old wives tale. Also, EP additives need two things to harm brass: high heat (250F is the magic number) and water. Heat and water combine with the sulphur to create acid that eats the brass (at running speeds the water should boil off like in an engine... its when you stop and get condensate that the acid is formed). I'll leave with this tid bit: GL5 is used by the US Army in all M35a2's since the late 1980's. That's 30+ years of GL5 in synchronized transmissions. Absolutely no yellow metal issues have been incurred.
  11. Jeep canvas stencils

    What year/model is your GMC? Are you sure it wasn't put together in a 'Little Detroit' and the stencil applied there after reconstruction?
  12. oil grade

    EP oil is not going interfere with synchro's. The old (and it is a OLD) problem is that EP additives (sulfur and phosphorus) were used in places that generated to much heat, and in the presence of heat and water would make an acid and eat yellow metal. There are 'yellow metal' safe EP oils, but design changes also eliminated the high temps of the early gearboxes... so modern brass parts are safe. The force required to make use of the EP additives is far and above the little bit or friction generated by the synchro's meshing. Use the EP oil all around. It is not going to harm anything.
  13. Jeep canvas stencils

    AR850 tells you what the vehicle MUST have on it. So at the least you have some sort of official record. There are photos of vehicles with shipping cube stencils.. but they would not be 'factory' as most mid/late war jeeps/trucks were shipped in crates. Once in theater anything goes... local commanders had wide latitude as long as the official AR850 stuff was left alone.
  14. oil grade

    Any modern 90W hypoid.. whatever brand you like. The manual initially wanted just 90W gear oil in the tranny/trans and 90W EP in the diffs. But modern EP gear oil is safe on yellow metal (brass synchro rings/bearing) so no worries.
  15. Jeep Piston / bore sizing issue

    I don't think your knowledgeable engine re builder is right... First, there would be a TM of fits and allowances for the Jeep used by 4th or 5th echelon shops for rebuild. I highly doubt that a piston would be accepted if +/- .005 do you have any proof of this?? Second TM9-803A shows how to fit a piston to a block... that basically ensures that even if piston specs are off, you must go through as many pistons as you need to get the proper clearance (.003 or 10lbs on a tension gauge). Could an engine simply be slapped together? Sure... it would also die a quick and horrible death. Old wives tales are just that....
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