Bill,
Thanks for the diagram. I definitely do not have a set up like this. I'm starting to think that my brakes may not be Ford. Once I get it apart I'll take some pictures.
Thanks,
Bob

 

I would really love to see a bunch of pictures of this rolling Yacht. Please try and post
a bunch. She sounds fabulass.



Could we see some pictures? Here is how.


But I got ta say becoming a supporter is the fastest and easiest way to post pics right from
your whatever pad/cell thing or home computer.
Few of us look in the users Gallery or album as you can see by your recent visitors.


Quote:
Originally Posted by 76f350spercamprspeal

Welcome to FTE, Best Damn Forum EVER!
------------------------
Here's How to Post Pictures:
1. Login to FTE.
2.Click User CP (In the Top Left Hand Corner)
3.(On the Left, There will be a list, The 5th Option Down, will say "Pictures & Albums) Click That.
4.Then, Click Add Album, Enter a title, and description, if ya want to.
5. Click Upload Pictures, Then click Browse, Locate the Files of your truck. (You can add 3 files at a time)
5. Click Upload.
6. Add a description to the individual pictures, then click save.
7. Add more files if ya want.
8. Click The Picture you want to post, it will give you two codes at the bottom, Right Click The Second one (It say's BB Code, Then Say's [IMG]http:blahblahblah...[/IMG])
Then, Once that is highlighted, Right Click, Then Copy, Then Paste it into your post.
You can add up to 30 Images in one FTE Post.
If, Ya need any help, Don't hesitate to ask.


Quote:
Originally Posted by old_dan

You can also go to the "Garage" tab and start an album right here on FTE. After you post pictures to an album, we can look in your album, but you'll also be able to "insert a picture" by pasting in a link to the picture in your album.

It seems awkward, but whenever you "insert a picture" to one of these threads, the forum is looking for the picture somewhere on the web (which is always available) rather than from somewhere on your hard drive (which isn't always available).

Quote:
Originally Posted By Jolly Roger Joe

Welcome to FTE!

Go to Image hosting, free photo sharing & video sharing at Photobucket and sign up for a free account. Then create an album for your truck. Upload any pics you want to post on FTE to that album. Have this album open on your computer when you want to post pics on FTE.

While you're making a post on FTE, select the pic you want to post from your Photobucket album. When the large version of the pic is open, right mouse click on it and select "View Image Info". The image info will be highlighted and will look something like this:
The best photos and videos | Photobucket

Copy that highlighted info (right click / copy).

When you have the spot in your post where you want the pic to be placed, select the "Insert Image" icon at the top of the post (looks like a mountain) and paste (right click / paste) the image info you copied in the highlighted box (just shows "http://" when it opens).

Your pic will be placed in the post.

Hope that helps.

Here's a tutorial Bob put together: https://www.ford-trucks.com/forums/67...-pictures.html Bob's link is not working. Can someone in the know tell me why?

How to upload pictures to the FTE Forums. - YouTube. Thanks Sam Rusty_Old_F250. Best we can find is that this video was done by Gundown64

 

I have a Flikr account with many pictures of the Newell on it. I tried to start a new thread with the BB Code added. That didn't work. Is that because my posting rules do not allow attachments? Here's what I get when attaching a photo.

 

I believe that the reason I can't post the pictures from my Flickr account is because I have not been on the FTE Forum for 10 days. It seems my first post was 10-16 so we've got a few days to go. If you're interested, here's the Flickr page.

rhkopicki's photosets on Flickr

Sorry for the frustration,

Bob

 

I have a lead that the chassis for our motorhome is a Ford N-700. My brake boosters are Bendix Hydor-Vac units. With this new information, does anyone have a schematic of the N-700 brake system? If I can verify this is the correct chassis, I will happily purchase a chassis manual.

Thanks,

Bob Kopicki
Massillon OH
1972 Newell

 

hipoparts.com: Ford truck & car parts catalogs on C/D's.

faxonautolit.com: owners & shop manuals, vacuum & wiring diagrams, sales & accessory brochures.[/quote]

I've not been able to access the faxonautolit site but I see a possible CD catalog for '64 thru '72 truck parts. Anyone know if this would include the N-700 chassis?

Thanks,

Bob

 

IF YOUR STILL LOOKING FOR BRAKE PARTS
GO TO BENDEX CATALOG AND THEN GO TO MEDIUM DUTY TRUCKS AND YOU WOULD HAVE TO ENTER THE YEAR MAKE AND MODEL!

THE REAR LOOKS IDENTICAL TO MY 1970 F600
I THINK THAT YOUR FRONT AXLE WOULD ALSO BE FROM A F600 AS IT ONLY HAS 1 BRAKE CYLINDER PER WHEEL !!

THE FRONT AXLE ON MY F600 HAS 2 BRAKE
CYLINDERS PER WHEEL !!

YOU CAN LOOK AT HOW THE CYLINDERS MOUNT ON THE BACKING PLATE AND ALSO
BY THE SIZE AND THREAD TYPE ON THE BRAKE LINE !!

DONT FORGET THE RUBBER LINE BACK THERE AS THEY ROTT WHEN THEY GET OLDER !!

ONCE YOU FIND THE PART # FROM THE BENDEX CATALOG YOU CAN GO OVER TO ROCK AUTO AND ENTER THE # IN THE SEARCH BOX AND SEE WHAT COMES UP !!

IF YOU ARE WANTING TO UPGRADE THE BRAKES YOU CAN INSTALL A HYDABOOST SYSTEM FROM A P30 VAN , IF MEMORY SERVES ME !!
OR SCROUNGE THE JUNK YARDS FOR A HYDRABOOST SYSTEM FROM A SCHOOL BUS !!

 

Hi group,
Just a follow up on the brakes. We got it all apart and took the parts to Dover brake in Dover Ohio for identification. They could not tell me the application, but were able to tell me it was a Bendix system. Front brakes are 3.5 x 16 single wheel cylinders and the rears are 4 x 15 dual wheel cylinders. We replaced all 6 wheel cylinders, the 3 brake hoses, inner hub seals, inner and outer wheel bearings and races and we removed and resealed the differential.
[IMG]https://www.ford-trucks.com/forums/ _c6cf463d3d_o.jpg[/img][/url, on Flickr[/IMG]
We got it all back together with clean fluid which revealed that the master cylinder was shot too. That's on order and we should have it on Friday. This of course makes the Hydro-Vac units suspect too. Dover brake sends them out to be rebuilt at $400 each. Does this sound about right? Any better ideas?

Thanks!

Bob

 

Looks like I'm allowed to post pictures now too. If anyone is interested in the part numbers I can post pictures of those too.

I've done some more research and you guys were right, it had a 391 industrial engine originally. I also found a receipt for the Allison MT41 (not 43) transmission which was installed in 1981. There is nothing that says whether it was new or rebuilt. Anyone know when these transmissions ceased being manufactured?

Also, I'm still looking for operating instructions for the 2 speed differential if anyone is able to share.

Thank you for everyone's help!

Bob

 

Last of the original basic MT30-31, 40-41-42 series production was 1972. I didn't think it was a MT 43 as that model never came up in Allison information. There are also literally a 1000 or more specific variations of the above basic models listed, IE specific for engine, manufacture, etc.

It would have been a MT40 behind the 391 originally. The 31 and 41 were the ones used behind the diesels. The 42 was behind the super duties and the 30 was used behind the 330 and sometimes the 361, although you also find the 40 behind the 361 as well.

Rebuilt units are still around - Pacific Torque has some in WA last time I looked look. Allison is one of the last manufactures that provides parts and service for long out of production units. I have to imagine that like Boeing, IBM and the big three car makers this will come to a end one day.

If you are looking for specifics such as retarder horsepower absorption I do have Allison manuals. I might have a specific variation listed for your transmission, I would need the numbers off the tag to see if I can do anything with it.

 

Quote: If you are looking for specifics such as retarder horsepower absorption I do have Allison manuals. I might have a specific variation listed for your transmission, I would need the numbers off the tag to see if I can do anything with it.[/quote]

Since I have nothing at all on this transmission I would appreciate data you might have available. I've searched high and low for an operation manual for the MT41 but can only find service manuals for MT series transmissions. These don't seem to be applicable as they don't list the MT41 specifically but do list other MT's.

[IMG]https://www.ford-trucks.com/forums/ _6e3642815d_o.jpg[/img][/url, on Flickr[/IMG]

The picture of the transmission data plate should provide the information needed to identify what we've got. By the way, I did call Allison about this transmission and they told me that they have sold all rights to this model to the WW Williams company. WW Williams said they do still support these but did not have any literature on them.

Thanks for anything you can provide!

Bob

 

Sorry I do not have any specific listing for that ID number.

As to a MT41 specific manual, not needed and I doubt you will find such. Functionally, there is absolutely NO difference in how any of these first generation MT 30-31 / MT40-41-42 operate, shift or need service. They all have the same gear ratios, the same oil capacity (transmission oil pan capacity, (different makes have different cooler types and capacity, but this is final manufacture supplied, not Allison) The same retarder, the same weight etc. The big differences being the torque converter ratio and of course shift points (matched to a particular engine's rpm range) as well as the rated input torque limits as well as the rated input rpm ranges. That makes the bulk of the major differences. Of course there were some internal upgrades and parts changes throughout the production years, such as a 16 gpm front pump on the 1962 and later models, but again, NOTHING that would make a MT30 any different functionally from a MT41 to a operator.

All have the exact same four forward drive ranges, all offer torque converter lockup in ALL forward gears - even first gear! All have the same two PTO takeoffs, etc.

All use the same retarder system, with the exact same absorption capabilities - of course different manufactures put different size coolers on, so if a manufacture put a smaller cooler on, you may have less retarder usage before triggering the light that tells you that you have reached the maximum oil temp of 380 degrees when using the retarder. Yes, the maximum oil temp is 380 degrees when using the retarder. Maximum under load oil temps are 300 degrees converter, 250 degrees oil pan.

It was not until the later MT640, 650 series as well as the AT 540 series came out that Allison started making operating changes such as offering no pto options. Do not confuse the first generation MT series with the second generation MT series - different animals so to speak.

David

 

Link to a great first generation MT manual -

http://www.wanderlodgeownersgroup.co...MTBrochure.pdf

David

 

David,

Thank you for your reply and link. The information you have provided has been very helpful and is exactly what I've been looking for.

A couple last questions if I may be so bold. Could you describe how to use the retarder? I've stepped on the retarder pedal in the past when going perhaps 40 mph on level ground but it does not appear to do anything. I can't really tell if it's working. And lastly, I wanted to change the transmission fluid so I removed the filter and drained about 3 gallons out through the filter cover. Is this satisfactory for a change or are there other places to open and drain fluid?

Thank you so much for taking the time to answer my questions and provide links.

Bob

 

Depressing the retarder pedal should move the piston on the right side of the transmission a full 1/2". You might want to check if this movement is correct and adjust as necessary The linkage / cable should come down the left frame rail, transfer its motion to a cross shaft that runs under the transmission by the bell housing then link up to the piston thru a lever. The actual piston / valve resides in the retarder valve body bolted to the right side of the transmission.

Retarder action works best at high rpm, if not maximum, downshift to a lower forward drive range to bring the engine rpm up and step on the pedal, action is not instantaneous but should occur within a few seconds as its take a moment to fill the area around the stator vanes. Action at low rpm is not much. Rpm is the key here.

Remember retarder operation is non linier, not much at 1500 rpm, major increase going from 2000 to 3000 rpm, so on your diesel you will be right up against the governor to get the best results.

Oil change sounds right, you only change from the pan, no need to drain anywhere else unless a transmission failure filled the system with metal bits.

David