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I've heard a bunch of names for it depending on who you're talking to, but yes that is the same critter.

The eight ton jack that is BII will lift the whole truck. Realistically, you'll never lift more than one wheel end at a time with it. It's overkill. A three ton jack is way more than adequate to lift one wheel end. It's not durable, and the range is probably limited a bit if it folows the...

Agreed. You're talking about building an engine that was originally designed as a gas engine, was already "stretched" into a mildly powerful but reliable diesel engine, and was stretched again to get the multi-fuel ability. What kind of direct injection are you talking about? Hydraulic or...

It doesn't take a lot to turn the engine over. Just go slowly. Piston rings aren't a perfect seal. Lots of compression at cranking and running speeds, but one tooth at a time at the flywheel, it'll roll right over. Grab the engine fan, turn it slow. I'm sure the compressor mentioned above...

The reason a deuce is a non-CDL truck in the first place is the data tag that gives the maximum weight. According to CFR49 (upon which state laws are based) to use that data tag it must be a manufacturer's data tag. In the case of a deuce, this is a owner's data tag. (The owner was the US...

I believe you have the answer. Quick tip- If you're tinkering on a deuce and a half, I can assume you have a set of fractional wrenches with an open end, yes? Brake piping is sized by it's outside diameter. Rub any rusty buildup off from the pipe, or follow it to a clean(ish) area, and your...

I have a similar but smaller dilema. The "good" spot to load firewood (by hand) on my deuce leaves it in a similar situation. no neighbors, but a hundred yards of STEEP logging road, rutted enough to steer the truck with no operator input, straight to a 15 foot ravine if you don't make the...

This is the route that I chose. The reason being this: It's not a "sealed system" like today's vehicles. You either need to do significant (but doable) modifications, or you have to accept a vent that's open to the atmosphere, and thereby a moisture supply. DOT 5 will NOT carry any moisture...

Off topic- but it happens a lot. Good safe practice on most message boards is any time you use a close parentheses after anything but a letter, put a space before it. Typing as you did, the formatting sees the 8 and the ) as a smiley face and adds the "smiley code". Short of disabling the...

The problem with the OP's brakes can be narrowed down pretty easily. All six brakes didn't fail at once and then recover just as quickly. The trouble is a bound linkage (unlikely but possible) or something related to the airpack. Most likely internal, but not "guaranteeable" until somebody...

Of course in a really heavy rain you're going to get wet, but at the first "notch" open, it's not bad at all in a modest rain. Bugs are moving when they come in, but most of them don't. They slow down a lot between the windhsield and you. The air flow is not what some of you are imagining...

If that distance were inaccurate, I think either you couldn't have rebuilt it, or you couldn't have filled it with oil. When I got my new (to me) pto, I had the same thing, except I rectified it before installation. 40 years of transmission wearings underneath the bearing wouldn't let it drop...

You need to work on your technique...;-) Open the drivers windshield to the first "notch" in the brace. Six inches is not required to reverse the airflow and keep the cab cool. When you need (yeah right, like a hole in the head! When you want) a smoke, crack the driver's door window a bit...

Not in that mud, nothing is bound up there. With poor traction, there is always a release for incorrect geared wheel speed.. On a dry road, yes they would bind a driveline with an air shifted transfer case if it were engaged. On a hunch I'd say that's as likely as any deuce to have a sprag...

With regards to the original question. Properly set up and maintained deuce brakes will stop a 10,000 payload in the back of the truck, and they will stop a 10,000 pound trailer behind the truck... In theory. In reality, they do fine in a straight line controlled environment. After that...

The hydraulic head may still be an issue, but this really sounds like a supply side issue. Make sure the lift pump (in tank pump) is providing fuel under some pressure to the fuel pump on the IP. A clear section of line is a good way to check for air intrusion (or excessive water pockets)...

For the moment, don't condemn the rear main seal. Check the leaking fluid carefully for possibly being transmission oil. Check the transmission oil level. Consider updating the transmission oil to a 50W gl1. Check the transmission fluid vent for proper function. If none of t hat nails it...

In theory, yes that is exactly how it works. Of course the difference between "in theory" and "in practice" is that in theory they would both be the same. The difference sometimes nill, and sometimes very significant. Any time wire rope is involved, lean towards the "very significant" side...

A five gallon pail, three inches of anti-freeze in the bottom, and a smear of peanut butter about half way up the inside of it. Set it inside the cab on the floor. You don't even need to make them a ramp, those little (guys) will find their own way in. Empty it daily, they ripen quickly in...

It's an excellent way to match your gears to your road speed. IMHO, five speeds on that truck just isn't enough... If the truck wants to move faster than you want to turn the steering wheel, then you're just needlessly roasting the clutch. I pretty much use low until I run out of gears...