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Seems like the weight of the valve stem would offset the materials removed, thus no need for a second whole.

Happy, happy......me. I've fought air problems on the 929 for years. Beginning, I blew out the line from the regulator to the head and got lots of debris and some water. I used air tool oil in the line, but didn't take the head off. Long story short...I paid some sharp guys to work on my...

Mullaney, I do have hydraulics but not the tools...nor do I have the air tools. Probably air for big tires will be a main use. So you think we need more air storage for the power assist? Good point. Yea, have a pressure compensated pump. Thanks Wes....have you tried one ? ....not real...

I'm rethinking my air system on my my M35A3 4x4 project and just got the old Haldex DRYest back from puttiing a new one on the 929. I could rebuild it......or buy a new one, maybe less capacity. I want to add some reserve for using air tools, so need an ASME tank. There is brake assist...

So was your rotor hitting? Have you replaced the points and condenser? It's only been 45years since I was doing that regularly. Now I would go electronic.

The 1545 does give higher speed but It puts more stress on the fourth gear clutch pack .....enough problems the military version never became commercial. Myself, I think a much lighter load of only a single rear axle will help, but I'm wanting lower gears to bring rpm down. I wish I had used...

As far as I know, the 1545 was only used with the m35A3. I have a small bus, international 345 gas, that has the 545.

They may have been changed out but the entire series used the 1545 which is locking....and really the source of fourth clutch failure. Without locking, fourth would not fail as often. But it would go 3 mph slower max speed. Instead of 50.......47.

I was thinking of Al as singles that use this nut.....thus would not apply to duals. But I did see the extended length budd inner that you need for al to al. Sorry, with this pad, I don't link....put in "budd inner for al to al ".

Nchittendon, have you considered using an m939 series cab behind the deuce? The taper front to back would seem to match up.

You do need them chamfered and since you are using in budd (dual) configuration, they need both sides chamfered. Check your rear stud length too. It might be okay since you need the 2 piece nuts. Notice the inner nut has a double chamfer (a chamfer to match the inner and to pilot the outer)...

Stud pilot. Notice on your budd wheels the chamfer is on both sides. That makes them work for back or front, while on the A3 only one side has the chamfer. Thus when the A3 wheel is used on the rear in "reversed" (dish out like 5 ton), they have to be chamfered on the other side. If you go...

Thinking of a design change to a drop deck in front of the axles on the one I'm building ( very slowly). I could step down about 12-14" and keep the CG lower. Axles (tandem) are from m105 with 19.5 duals, 31" tall tires. Gvw about 17,000, so could haul deuce. The deuce 4x4 gooseneck has ball...

Air shift for TC was my thought....nothing on 1545 uses air that I know of. Neutral safety switch is electric, not air.

Okay....what does the airline do on the 1545. With only 762 pages of that TM, I must have missed it.

Lots of loads can shift and become fluid. I cleaned up a semi load of OSB sheets that went into a field on an S curve. I did it for the salvage....sheets that were laid out like a deck of cards.

The problem with a load that can become "fluid" like pellets is cornering. No further than you are going, the plastic should hold fine (single stack)(2 pallets). Double the straps.

I watched a show about rebuilding a motorcycle and a mouse had filled the cylinder with nut shells. Locked it up fairly tight. If you didn't find a problem with the pan off....probably time to take off the head(s).

Something will give....eventually.

If you have the pan off, seems a bar could be used to make it move...or not.