The early production of the Big Cam 1’s had a propensity to snap the front of the camshaft off gust behind the gear. The changed from the woodruff key to a dowel pin or was it the other way round ? Anyway it would crack in the dowel pin hole. By the time the BC II came out it was rectified. I remember when Louisville’s hit the market, big game changer. Spacious cab, good visibility, good heater. Having the engine slanted 15degrees gave you a bit more room for your legs. One of the new features that was handy was all the airlines where plastic, easy to repair on the road, but you had to be extra cautious if you where doing and hot work on the truck. Sparks, and hot slag would cause any line holding pressure to rupture. I drove a truck just like this, except it had an Cummins NTC 290. That 400 if that’s what it is, would have been big power back in the day. I drove that Louisville on a steady run from Toronto to Moncton NB, and Halifax NS, and then changed runs to Toronto to Winnipeg MB. No sleeper, milk crate between the seats, with an old house chair cushion on top. 2300 miles round trip. This was in the mid 70’s. It was tough sleeping in the daylight. We’re talking pillow over the steering wheel for a couple of hours at a time. As I have mentioned before, back then you worked freight all day, and drove all night. You didn’t need a sleeper. Also drove a KW K-100 VIT for the same outfit. When your hauling hanging beef from Alberta you won’t be in that double bunk anyway. We where the slow version of Montfort. All two lane roads, 2300 miles one way. 7 months of winter driving conditions. Very rough roads. The suspension you have is called Hendrickson extended leaf. The top leaf or two are longer than the rest of the spring pack. Those two leaves have there own stop bracket. When the truck is stubbing ( bobtail) those two leaves carry all the wait of the back of the chassis, and any sprung weight. With the right gearing that truck would have been a beast. Old trucks bring back the memories. Thanks.
George, thank you for that wisdom and those memories. That’s a level of dedication and hard work that most people, not just drivers, cannot even fathom nowadays. My hat’s off to you, sir! I’m in the middle of trying to decode this truck and here’s what I’ve found, just tonight I got details back from the Ford Truck Enthusuasts forum: the VIN says it was built in 1975 as a road tractor much as it sits today. It was Wimbledon White with tan and tobacco brown interior. (It’s been repainted at least twice- royal blue and then red, and the hood and grill replaced with newer pieces along the way) the Hendrickson suspension, axles, and RTOF 13 speed are original- 38,000 rears with 4.44 gears. The truck was built with a Big Cam 290, but the block in it today is a 1980 and it has an aftercooler that the 290 didn’t have, so my guess is that it was repowered after an engine failure and someone built a 400, that’s why it gained the air to water intercooler and a different fuel pump. I enjoy the history on the trucks as much as the trucks themselves, that’s the real draw to this hobby for me. It’s about the drivers who ran them and the mechanics who kept them going, and the owners who did the up fitting and repowering and what not- the trucks tell the stories just like you did! And I can feel the benefit of the Hendrickson extended leaf- it rides surprisingly well when bobtailing so now I understand why. Thank You!
Love the Cummins 400 !! Drove a many a one in the late 70des. And early 80des. Should get way more for the hood and bumper than you paid for the whole truck . Hey do what have to do to make $$ buying and selling is fun .love you're channel.
Thanks Mark! Upon further research the ESN comes back as a 290 Big Cam II, but the pump tag doesn’t match so I think it’s been built to a 400, though I can’t verify that. A 290 is a nearly identical CPL to a 400 with less fueling and smaller injectors
I know as how regulations are iffy at best in today's trucking industry I would still restore this truck, these Louisville Fords are getting scarce and are as we used to call them, poor man's Macks lol, you got a great deal on this unit and it wouldn't take a lot to get it up and running great and looking good doing it, I am partial to old trucks and think I would consider fixing it up, cabs are still available for this truck and so are replacement floor panels. I would have loved to bought this myself, great find and congratulations.
Rob, love what you do brother and your content too but, I drove mixer and dump for the past 30 years and ran a lot of walking beam suspensions but none had springs like yours there. Be happy, very happy you have springs on her there. Look forward to see what you can do with her👍🏻👍🏻
@@robstruckshop80 ok I learned something new. And I don’t blame you at all for parting that thing out. I tried saving a 53’ Kw Needlenose I’m into those) and it was just too far gone also.
O-H-I-O Porter greetings 🇺🇸 Accidentally on purpose? Funny! Hey, another truck saved…to be used for parts or whatever! That’s cool & the RIGHT thing to do. I saved a Crackerbox from the scrap yard. I gave it to my brother since I had little in it. I seriously thought it was a Cat because of the color, then I remembered that Cummins did have yellow engines back in the day. It sounded pretty nice. Yes, it IS valuable for the many parts it has. Tis a shame that the cab is so bad. Those cab were cool! I saw them working the piggyback cars when I was a kid, but most of them were single axles. Maybe someone will buy it from you. Thanks for the ride along. Yes, this “Truck Hobby” that we have is not a cheap one, but we sure like it. Some of us love the old trucks! Blessings my friend.🥰🤩✌️
Yes, same PT pump as the L10. It would fit, but my little L10 has crazy low miles, zero blow by, and is turned up to between 300 and 400 horse, so it pulls awesome. plus I just don’t want to deal with a 14 liter shoehorned into a short hood truck. The transmission might just find a new home, however!
You should buy it then! It needs quite a bit before it could pass an annual inspection and be a working truck. Farm plates, at least here in Michigan would be a different story.
@@justinraystyles3537 Michigan doesn’t have inspections for non-commercial vehicles either, but all commercial vehicles are federally mandated by the FMCSA to pass an annual inspection. The only out is to plate it as a historical vehicle or find eligibility for farm plates where the standards are less rigorous.
so this is how it begins. " its cheap enough, i will just pick it up for parts.....jeez! it runs and drives so well, i hate to take it apart. i will look for a parts truck to fix my parts truck. then i will sell off what i dont want to recover some cash"....fast forward 3 years later and you well know what i have.
@@robstruckshop80To heck with it, go for broke and restore the old girl, she deserves to be whole again, just remember if you gotta wrestle in your mind about the truck that means there will be regrets down the road if you part it out now, one truck guy to another.
@@josephcox4319 as much as I love trucks though, I love cash better! Out of those three options it’s a nearly 0% chance that this one’s getting restored by me, it’s just not something I would want to have, certainly not for the amount of money it would take to get it to my standards.
Okay i just watched this driving part of the video and I would love this truck as its perfect for pulling a dump trailer and a equipment trailer she still has alot of life left in her.
You didn't happen to look and see what model that turbo was been trying to find info on them somebody told me its a HT60 since it has that loud whistle at idle and i cant find much online either
I did not check but the HT3B would have come factory on a big cam. The HT60 came later, guys will sometimes retrofit it to big cams because it flows better. It was factory on a lot of N14’s.
Hey buddy, how you doing? I’ve got a 86 Ford LTL 9000. It’s got a perfect running big cam in it with a 13 speed. I’m trying to get rid of it. The truck needs some work but a fire right up and runs perfect and it don’t smoke like most come when you first started no blow by solid as a rock the truck could be put back on the road with a set of tires and bushings. Do you know where I can sell it sell it?
GVWR is 44,800. It was definitely built as a tractor, the 5th wheel is basically an integral double frame . Those short wheelbases would’ve still been common through 76, that was actually the year the federal length standard got increased to 75’ .
@@jeffw.580 since I filmed the video, I’ve done some more research on the engine, and it’s actually a 1980 290 big cam with a modified pump so still probably close to 400 horse. I suspect it originally had a two-stroke Detroit in it, 671 or 8V71, Because it has an emergency shut down cable that was factory installed in the dash. Also, the transmission is an RTOF-9513, so only rated for 950 torque….right in the sweet spot for a Detroit. Based on that I think it was just a pretty standard, slightly heavy spec basic road tractor. The Wet kit was definitely added later in it’s life.
@robstruckshop80 Gotcha, Gotcha. Yeah those old trucks were spec'd to do so many different things. You'd almost have to find the original owner who spec'd it to see what they intend to initially use it to haul. That 290 with the 400 pump will still produce decent power. It can be made into a 400 easily. Just depends if you or whoever you sell it to wants do make that change. I have a 89' LNT9000 that is a 144 inch wheel base tandem axle tractor. That's why I was thinking yours might have been an old dump truck converted over. I think that's what they did with mine. I'd have to look the vin up again and see. They're tough old trucks. They had a long run, from 1970-1997.
@@jeffw.580 technically there’s quite a bit of work to change a 290 to a 400, at least if you want to keep it together. You’d start with changing out the piston, pull the camshaft to change the key to a stepped key so you can retime the engine, also if it did have the original turbo model, and exhaust manifold. 80’s engines didn’t have the “ pulse “ manifold upgrade. If you upgrade that, then you’d need to upgrade the Jake / PAC Brake internals, or could end up with cracked oil galleries. Obviously you’d have to switch the intake manifold to an aftercooler. I did a number of these conversions in the early 70’s, to upgrade new trucks from 290’s to FFC blocked 335’s. ( with the 335 you didn’t require aftercoolers.). These International Fleet stars would have required extensive engine compartment mods to fit the aftercooler. Doing that on 15 tractors adds up. Side note* Cummins made a large V 8 naturally aspirated engine called a 903. It was 903 cubic inch displacement. Put out 320 hp at 2400 rpm. ( automotive). A national brand brewer had a substantial fleet of 4300 International ( Navistar ) with these engines. They where not a big seller. Due to what was considered excessive exhaust smoke, Cummins in the early 70’s came up with a “ Smoke Kit “ for these engines along with some of the naturally aspirated NH 855 blocked engines. This kit basically was the addition of a turbocharger. The purpose was to add more air to the combustion chamber without additional fuel to burn more of the available fuel at lower rpm under full load. I drove some NH 250 hp ( basically the predecessor of the 290 ) but no turbo, no piston cooling. ) The NH 250’d roots go back to the 40’s and in my opinion was the best Cummins engines built. It was “ bulletproof “. Anyway, back to the 903. To accommodate the addition of a turbo to these engines which was mounted at the rear of the engine above the air compressor, the only way we could fit it under that huge hood was to lower the entire engine and transmission between the frame rails by 3 inches. This was not typical of what your expect of the Cummins regional distributorship. By the time we converted the fleet over, the truck assembly plant was producing trucks with the turbocharged engines. Cummins called the upgrade a “ Social acceptability program “ they where trying to get ahead of the emissions problem. These engines without turbos, and fuel turned up would smoke all day long. I worked in that shop back in late 60’s through the mid 70’s, and it was one nose and throat infection after another, when I quit the mechanic life and started owning and driving my health improved immediately. Just sayin’ Rollin coal will take its toll. As for adding a turbo to a 903, it began a litany of valve train problems that pretty much killed that engine. We’re talking in the realm of catastrophic failure. Between that and the oil pumps braking off and falling into the oil pan. The thing weighed about 30 lbs. don’t have your head under the pan when you take that last cap screw out.
Wish I was in a position to buy it whole and rebuild it but it isn't in the cards. It did however loom good next to Charcoal... my nick for your other 9000. lol
Thanks for watching everyone, hope you enjoy the new junk! And yes it’s for sale, whole or parts, get in touch for details!
How much do you want for the whole truck
Extremely interested, shoot me a price please.
@@Will-ct9ww email me Robstruckshop80@gmail.com
@@josephcox4319 email me Robstruckshop80@gmail.com
And it’s sold! Many of you will be happy to know it’s staying together, the buyer said he’s already found a replacement cab
The early production of the Big Cam 1’s had a propensity to snap the front of the camshaft off gust behind the gear. The changed from the woodruff key to a dowel pin or was it the other way round ? Anyway it would crack in the dowel pin hole. By the time the BC II came out it was
rectified. I remember when Louisville’s hit the market, big game changer. Spacious cab, good visibility, good heater. Having the engine slanted
15degrees gave you a bit more room for your legs. One of the new features that was handy was all the airlines where plastic, easy to repair on
the road, but you had to be extra cautious if you where doing and hot work on the truck. Sparks, and hot slag would cause any line holding
pressure to rupture. I drove a truck just like this, except it had an Cummins NTC 290. That 400 if that’s what it is, would have been big power
back in the day. I drove that Louisville on a steady run from Toronto to Moncton NB, and Halifax NS, and then changed runs to Toronto to
Winnipeg MB. No sleeper, milk crate between the seats, with an old house chair cushion on top. 2300 miles round trip. This was in the mid 70’s.
It was tough sleeping in the daylight. We’re talking pillow over the steering wheel for a couple of hours at a time.
As I have mentioned before, back then you worked freight all day, and drove all night. You didn’t need a sleeper.
Also drove a KW K-100 VIT for the same outfit. When your hauling hanging beef from Alberta you won’t be in that double bunk anyway.
We where the slow version of Montfort. All two lane roads, 2300 miles one way. 7 months of winter driving conditions. Very rough roads.
The suspension you have is called Hendrickson extended leaf. The top leaf or two are longer than the rest of the spring pack. Those two leaves
have there own stop bracket. When the truck is stubbing ( bobtail) those two leaves carry all the wait of the back of the chassis, and any sprung
weight. With the right gearing that truck would have been a beast. Old trucks bring back the memories. Thanks.
George, thank you for that wisdom and those memories. That’s a level of dedication and hard work that most people, not just drivers, cannot even fathom nowadays. My hat’s off to you, sir!
I’m in the middle of trying to decode this truck and here’s what I’ve found, just tonight I got details back from the Ford Truck Enthusuasts forum: the VIN says it was built in 1975 as a road tractor much as it sits today. It was Wimbledon White with tan and tobacco brown interior. (It’s been repainted at least twice- royal blue and then red, and the hood and grill replaced with newer pieces along the way) the Hendrickson suspension, axles, and RTOF 13 speed are original- 38,000 rears with 4.44 gears. The truck was built with a Big Cam 290, but the block in it today is a 1980 and it has an aftercooler that the 290 didn’t have, so my guess is that it was repowered after an engine failure and someone built a 400, that’s why it gained the air to water intercooler and a different fuel pump.
I enjoy the history on the trucks as much as the trucks themselves, that’s the real draw to this hobby for me. It’s about the drivers who ran them and the mechanics who kept them going, and the owners who did the up fitting and repowering and what not- the trucks tell the stories just like you did!
And I can feel the benefit of the Hendrickson extended leaf- it rides surprisingly well when bobtailing so now I understand why.
Thank You!
Im a old skool trucker I don't like air ride suspension on my semis and I love Dayton wheels!!🤠👍
Love the Cummins 400 !! Drove a many a one in the late 70des. And early 80des. Should get way more for the hood and bumper than you paid for the whole truck . Hey do what have to do to make $$ buying and selling is fun .love you're channel.
Thanks Mark! Upon further research the ESN comes back as a 290 Big Cam II, but the pump tag doesn’t match so I think it’s been built to a 400, though I can’t verify that. A 290 is a nearly identical CPL to a 400 with less fueling and smaller injectors
I know as how regulations are iffy at best in today's trucking industry I would still restore this truck, these Louisville Fords are getting scarce and are as we used to call them, poor man's Macks lol, you got a great deal on this unit and it wouldn't take a lot to get it up and running great and looking good doing it, I am partial to old trucks and think I would consider fixing it up, cabs are still available for this truck and so are replacement floor panels. I would have loved to bought this myself, great find and congratulations.
Rob, love what you do brother and your content too but, I drove mixer and dump for the past 30 years and ran a lot of walking beam suspensions but none had springs like yours there. Be happy, very happy you have springs on her there. Look forward to see what you can do with her👍🏻👍🏻
I’ve been told that’s a somewhat unique Hendrickson “extended leaf” walking beam setup
@@robstruckshop80 ok I learned something new. And I don’t blame you at all for parting that thing out. I tried saving a 53’ Kw Needlenose I’m into those) and it was just too far gone also.
Keep us posted with all the amazing things it can do!
I ain’t mad at you Bro! I understand that you can’t save them all. I think it’s s good move for ya 👍🏼💰
Nothing wrong with making a few bucks and some good parts get repurposed, right?! Thanks for watching, brother
Enjoyed the video. I've had my eye out for a grill for mine, love the bumper too. But especially the grill. Wish you were closer, I'd be interested
I have that same grill on a short hood as well. Maybe we’ll end up closer at some point, I don’t think that other hood is going away anytime soon
O-H-I-O Porter greetings 🇺🇸 Accidentally on purpose? Funny! Hey, another truck saved…to be used for parts or whatever! That’s cool & the RIGHT thing to do. I saved a Crackerbox from the scrap yard. I gave it to my brother since I had little in it. I seriously thought it was a Cat because of the color, then I remembered that Cummins did have yellow engines back in the day. It sounded pretty nice. Yes, it IS valuable for the many parts it has. Tis a shame that the cab is so bad. Those cab were cool! I saw them working the piggyback cars when I was a kid, but most of them were single axles. Maybe someone will buy it from you. Thanks for the ride along. Yes, this “Truck Hobby” that we have is not a cheap one, but we sure like it. Some of us love the old trucks! Blessings my friend.🥰🤩✌️
Yes sir, absolutely! Thank you for watching!
the old Cummins Pressure Time pumps, can’t miss that hunting idle … absolute work horse of an engine….may be nice in your 9000 instead of the L10!
Yes, same PT pump as the L10. It would fit, but my little L10 has crazy low miles, zero blow by, and is turned up to between 300 and 400 horse, so it pulls awesome. plus I just don’t want to deal with a 14 liter shoehorned into a short hood truck. The transmission might just find a new home, however!
Should be a sin to tear that good working truck apart!!😢
You should buy it then!
It needs quite a bit before it could pass an annual inspection and be a working truck. Farm plates, at least here in Michigan would be a different story.
@@robstruckshop80 if I could afford it id love to own it!!💗💗 my state doesn't have inspections I live in south carolina!!
@@justinraystyles3537 Michigan doesn’t have inspections for non-commercial vehicles either, but all commercial vehicles are federally mandated by the FMCSA to pass an annual inspection. The only out is to plate it as a historical vehicle or find eligibility for farm plates where the standards are less rigorous.
Rob you are right Cummins first produced the big cam in 76
so this is how it begins. " its cheap enough, i will just pick it up for parts.....jeez! it runs and drives so well, i hate to take it apart. i will look for a parts truck to fix my parts truck. then i will sell off what i dont want to recover some cash"....fast forward 3 years later and you well know what i have.
You know it, J.C.! I’ve gone back and forth for 2 weeks now on splitting it up or keeping it or selling it whole, still can’t decide 100%.
@@robstruckshop80To heck with it, go for broke and restore the old girl, she deserves to be whole again, just remember if you gotta wrestle in your mind about the truck that means there will be regrets down the road if you part it out now, one truck guy to another.
@@josephcox4319 as much as I love trucks though, I love cash better! Out of those three options it’s a nearly 0% chance that this one’s getting restored by me, it’s just not something I would want to have, certainly not for the amount of money it would take to get it to my standards.
Love the new truck 💪🏽💪🏽💪🏽💪🏽💪🏽👌👌. Nice for the age. Cant go wrong with a big cam cummins
That’s for sure, thank you!
She's a beauty.
Okay i just watched this driving part of the video and I would love this truck as its perfect for pulling a dump trailer and a equipment trailer she still has alot of life left in her.
Thank you, feel free to email if you’re interested
@@robstruckshop80 Will do and thank you.
You didn't happen to look and see what model that turbo was been trying to find info on them somebody told me its a HT60 since it has that loud whistle at idle and i cant find much online either
I did not check but the HT3B would have come factory on a big cam. The HT60 came later, guys will sometimes retrofit it to big cams because it flows better. It was factory on a lot of N14’s.
Put me in line for the Big Cam bud. May be needing a good runner for my Cab Over unfortunately 😞
Email me if you’re interested- robstruckshop80@gmail.com
Good ol'work truck
Hey buddy, how you doing? I’ve got a 86 Ford LTL 9000. It’s got a perfect running big cam in it with a 13 speed. I’m trying to get rid of it. The truck needs some work but a fire right up and runs perfect and it don’t smoke like most come when you first started no blow by solid as a rock the truck could be put back on the road with a set of tires and bushings. Do you know where I can sell it sell it?
I don’t- I’m not in the market and I can’t think of anyone who is off hand
I can’t wait to get the 400 BC into the 77’ Mack DM800 15 speed Tri-Plex and #55k bogies. She should drag low-boys like a champ ! 🐾✌️🇺🇸
Hell yes, I LOVE DM’s!!!
@@robstruckshop80 she started life as a coal bucket and they have to be pretty tough to go the places it did. 🐾✌️🇺🇸
The grille has been replaced from a 1980's or 1990's model. Original grille would have been an egg crate.
Correct, that’s why when I first went to look at it I thought it was a late 80’s truck
Just started watching. U gonna restore it?
Engines great on its own , gearbox works
That’s why it couldn’t turn it down, the drivetrain was worth it. Thanks for watching!
ROB BOB AN COB THE THREE AMEGOS COMEING TO A TOWN NEAR YOU!
Cool old Ford, I got a 1990 LN8000 that’s looking for a new home if you know someone.
If I had deeper pockets I’d add it to my collection! You should try one of the Louisville groups on Facebook
I'd be curious to know the GVW. It possibly could have been a dump truck that was converted to a tractor since its a short wheelbase.
GVWR is 44,800. It was definitely built as a tractor, the 5th wheel is basically an integral double frame . Those short wheelbases would’ve still been common through 76, that was actually the year the federal length standard got increased to 75’ .
@@robstruckshop80 Gotcha. Makes you wonder then what they originally spec'd it out for?
@@jeffw.580 since I filmed the video, I’ve done some more research on the engine, and it’s actually a 1980 290 big cam with a modified pump so still probably close to 400 horse. I suspect it originally had a two-stroke Detroit in it, 671 or 8V71, Because it has an emergency shut down cable that was factory installed in the dash. Also, the transmission is an RTOF-9513, so only rated for 950 torque….right in the sweet spot for a Detroit. Based on that I think it was just a pretty standard, slightly heavy spec basic road tractor. The Wet kit was definitely added later in it’s life.
@robstruckshop80 Gotcha, Gotcha. Yeah those old trucks were spec'd to do so many different things. You'd almost have to find the original owner who spec'd it to see what they intend to initially use it to haul. That 290 with the 400 pump will still produce decent power. It can be made into a 400 easily. Just depends if you or whoever you sell it to wants do make that change. I have a 89' LNT9000 that is a 144 inch wheel base tandem axle tractor. That's why I was thinking yours might have been an old dump truck converted over. I think that's what they did with mine. I'd have to look the vin up again and see. They're tough old trucks. They had a long run, from 1970-1997.
@@jeffw.580 technically there’s quite a bit of work to change a 290 to a 400, at least if you want to keep it together. You’d start with changing out the
piston, pull the camshaft to change the key to a stepped key so you can retime the engine, also if it did have the original turbo model, and exhaust
manifold. 80’s engines didn’t have the “ pulse “ manifold upgrade. If you upgrade that, then you’d need to upgrade the Jake / PAC Brake internals,
or could end up with cracked oil galleries. Obviously you’d have to switch the intake manifold to an aftercooler. I did a number of these conversions
in the early 70’s, to upgrade new trucks from 290’s to FFC blocked 335’s. ( with the 335 you didn’t require aftercoolers.). These International
Fleet stars would have required extensive engine compartment mods to fit the aftercooler. Doing that on 15 tractors adds up. Side note* Cummins
made a large V 8 naturally aspirated engine called a 903. It was 903 cubic inch displacement. Put out 320 hp at 2400 rpm. ( automotive). A national
brand brewer had a substantial fleet of 4300 International ( Navistar ) with these engines. They where not a big seller. Due to what was considered
excessive exhaust smoke, Cummins in the early 70’s came up with a “ Smoke Kit “ for these engines along with some of the naturally aspirated
NH 855 blocked engines. This kit basically was the addition of a turbocharger. The purpose was to add more air to the combustion chamber without
additional fuel to burn more of the available fuel at lower rpm under full load. I drove some NH 250 hp ( basically the predecessor of the 290 )
but no turbo, no piston cooling. ) The NH 250’d roots go back to the 40’s and in my opinion was the best Cummins engines built. It was “ bulletproof “.
Anyway, back to the 903. To accommodate the addition of a turbo to these engines which was mounted at the rear of the engine above the air
compressor, the only way we could fit it under that huge hood was to lower the entire engine and transmission between the frame rails by 3 inches.
This was not typical of what your expect of the Cummins regional distributorship. By the time we converted the fleet over, the truck assembly plant
was producing trucks with the turbocharged engines. Cummins called the upgrade a “ Social acceptability program “ they where trying to get ahead
of the emissions problem. These engines without turbos, and fuel turned up would smoke all day long. I worked in that shop back in late 60’s
through the mid 70’s, and it was one nose and throat infection after another, when I quit the mechanic life and started owning and driving my
health improved immediately. Just sayin’ Rollin coal will take its toll. As for adding a turbo to a 903, it began a litany of valve train problems
that pretty much killed that engine. We’re talking in the realm of catastrophic failure. Between that and the oil pumps braking off and falling
into the oil pan. The thing weighed about 30 lbs. don’t have your head under the pan when you take that last cap screw out.
Excellent engine
Thank you
Sounds great 👍
That she does
Wish I was in a position to buy it whole and rebuild it but it isn't in the cards. It did however loom good next to Charcoal... my nick for your other 9000. lol
Haha, I think I’m holding onto my 9000!
I stand corrected it was 76 😢
78 first year for big cam
👍💪 Cummins
I agree!
Nevermind just saw u r gonna sell it or part it out
yeah, this one just isn’t what I’m looking for but may still end up selling it whole, we’ll see
Awesome
Were u located id like some parts of it if u wasn't to far
I’m in Millington, Michigan. May sell it whole if I get the right offer but still planning on parting it out as of right now
Really solid looking truck to be up there but it definitely little far from me lol I'm in Mississippi on the coast
HURRY UP GOT ALOT TO DOO!
DAD DAD DAD!
I have a good cab for it
I sold it off months ago, but thanks.
@@robstruckshop80Just come across your sight. I'm out of Northern Minnesota. Have a channel and cover some of same stuff
It's got a 80s grill on it not original for a 76
Correct, when I first saw the ad that’s why I assumed it was mid to late 80’s.
Rob i quit drinking about 8 months ago
Good for you, brother. I think it’s the best decision I’ve ever made
@@robstruckshop80 same here I'm only 26 and I almost died drinking so that is why I quit