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In the interest of not taking over the extremely long and popular "need info" thread, I'm starting my own thread to showcase my project and hopefully learn some more about this antique.
First, some repetition and summation from the "need info" thread:
This turns out to be a '67, not a '76 like I thought. It came without documentation of any sort and I've never had anything like this so I was unprepared to challenge the assumption that '76 was the correct year.
The official decode by NumberDummy is:
F60 = F600 (gas).
E = 361 2V FT Engine.
K = Kansas City MO Assembly Plant.
A99444 = 1967.
174" Wheelbase.
J = Rangoon Red.
F602 = F600 (gas), 20000 lbs. GVWR
481: 4 = Medium Beige Crush Vinyl & Medium Beige Bar Pattern Vinyl / 81 = 81A Standard Cab.
R = Clark model 2621-V1 or 2622-V1 5 Speed Direct.
D = Optional Ford-Rockwell/Timken 7,000 lbs. Capacity Front Axle. There is no rear axle code.
20,000 lbs. Gross Vehicle Weight Rating.
182 net HP @ 3,800 RPM
540093:
54 = Omaha NE Ford District Sales Office, where the original selling dealer ordered the truck from.
0093 = Domestic Special Order number, truck ordered special by the original purchaser, not "bought off the lot."
Since there's no rear axle code, that's one reason why this truck was a Domestic Special Order.
If it was sent out by Ford after it left the assembly line to have the fire apparatus installed, that's another reason.
(note: These transmissions don't get many hits on Google, but 262 does. Is 2621 a variation of 262?)
That ladder looking thing with the tarp wrapped in it is actually a portable pool that looks like it would hold about 3000 gallons when it's unfolded. I suspect this truck was used as a ferry tanker to haul water from ponds or hydrants to wherever the fire was. The big tube sticking out the back has a dump valve that will empty the whole tank in about a minute. The piping to/from the pump is set up so the pump can suck from either the tank or the lower pipe. The outlet can push to either the upper pipe, a couple of hoses, or into the tank. The little fuel tank for the pump will run it for about 2 hours.
Some random observations and notes about this truck:
The wheels are not the dreaded Widow Makers. I'm happy about that. The tires are in reasonably good shape, but are nowhere near new.
The truck spent 2 weeks completely submerged thanks to the Midwest flooding last month. It is amazing how much mud was deposited by the flood water. As a result:
All fluids have been changed.
The fuel tank was flushed and refilled.
The siren no longer works.
Every electrical connection, switch, terminal, and fuse has been treated to a splash of WD-40.
The starter solenoid for the water pump no longer engages and needs to be replaced. (The rope still works. )
The cab and engine bay got a major pressure washer treatment.
I need to buy another bottle of Windex.
The electric motor that runs the 2-speed rear axle seems to still work, but I want to pull it apart and do some PM on it.
The Hydro-vac booster was replaced last year, but it's not working right again. The brakes seem to work okay, but the vent tube behind the seat sucks air continuously. I suspect this is related to the flood.
I'm not really happy with the paint mismatch and fading. I may try some rubbing compound and wax first, but new paint seems to be a possibility. I really don't want to spend that much money...
Gas mileage? Not available on this model...
There's a valve under the back of the tank that has a push/pull lever. This valve is supposed to control if the pump sucks from the tank or from the lower pipe/inlet tube. It doesn't seem to close all the way so I'm hoping that the valve is rebuildable. That's going to be some major surgery to pull that out due to the location.
There's a 6-inch diameter suction tube with an inlet screen on the passenger side of this truck. I have no idea why. There are no 6-inch fittings anywhere on this truck.
The tool boxes are suffering some rot in their floors. That's the only rust on this truck.
The clutch is shot and NAPA wants $272 for a clutch kit. I haven't found any other source to comparison shop.
That drop tank probably holds 1500-200 gallons, their normally sized to hold what's in the tank.
We had a 3000 gallon drop tank at our fire dept at one time, folded it was 14 ft long and weighed nearly 200 lbs.
As since been replaced with a smaller truck and 2000 gallon folding drop tank.
Ford built the trucks as cab and chassis, the tanker body would have been built and installed by outside venders.
Apparently NAPA keeps a pretty good stock of clutch kits for these old trucks. It's part number 1107125. Not sure how long this link will be valid for others, but here it is: https://www.napaonline.com/en/p/NCF1107125 I had to go through 3 of them to find one with all the parts still in the box, but at least I got one. The accessory pack with the alignment tool and spline grease was missing from the first two.
I'm surprised at how heavy this bugger is. It only needs to hold 185 HP and with the gearing so low, it seems unlikely to get much wear. I've installed clutches half this size on trucks with twice the power. And yet, here I am replacing it with only 11k miles on the truck. I suppose it's possible that 52 years and dozens of unskilled drivers might have contributed.
Now to get it installed... That should be an interesting trick. I'm hoping one of my friends has a transmission jack that will hold that monster because I'm darn sure not going to try bench pressing this one like I did with a Toyota.
Apparently NAPA keeps a pretty good stock of clutch kits for these old trucks. It's part number 1107125. Not sure how long this link will be valid for others, but here it is: https://www.napaonline.com/en/p/NCF1107125 I had to go through 3 of them to find one with all the parts still in the box, but at least I got one. The accessory pack with the alignment tool and spline grease was missing from the first two.
I'm surprised at how heavy this bugger is. It only needs to hold 185 HP and with the gearing so low, it seems unlikely to get much wear. I've installed clutches half this size on trucks with twice the power.
And yet, here I am replacing it with only 11k miles on the truck. I suppose it's possible that 52 years and dozens of unskilled drivers might have contributed.
Do not believe the miles shown on the odometer, as it reads to 99999.9 then returns to ZERO!
Being that it's a fire truck, it may only have 11K miles, but the truck is 52 years old and who knows how many drivers it has had?
How many people in today's world know how to shift a manual trans? Hells bells...if they had to double clutch, they'd be up the proverbial creek without a paddle!
Do not believe the miles shown on the odometer, as it reads to 99999.9 then returns to ZERO!
Being that it's a fire truck, it may only have 11K miles, but the truck is 52 years old and who knows how many drivers it has had?
How many people in today's world know how to shift a manual trans? Hells bells...if they had to double clutch, they'd be up the proverbial creek without a paddle!
For 99% of vehicles, I would agree with you about the odometer. For this 1%, I believe it. The doors close like a new truck with the body lines matching perfectly, the pedals have hardly any wear on the pads, the shifter **** doesn't have the numbers polished away, and the original seat vinyl has no visible wear. This truck was probably driven less than 20 days per year for most of it's life and when it did go somewhere, it was less than 50 miles.
I know what you mean about manual trans shifting. It's amazing how much easier this thing shifts with double clutching.
Milage is probably correct, we had a 68 C850 pumper with 16k miles when it was surplussed in 08.
Fire trucks set inside and may not be driven much so the body is usually in good condition.
The down side is when it does roll out it's hammer down to the fire scene and normally doesn't get much warm up time if any.
I've seen several nice looking low milage fire trucks that needed engine work because of the way their driven.
I suspect somebody may have taken off to a fire without releasing the parking brake a few times. That lever just flops around without any engagement feel of any sort. I'll try to sort that out while I have the transmission out to replace the clutch.
I suspect somebody may have taken off to a fire without releasing the parking brake a few times. That lever just flops around without any engagement feel of any sort.
I'll try to sort that out while I have the transmission out to replace the clutch.
I finally got the transmission out to change the clutch. This pressure plate is pretty much smoked. The flywheel wasn't quite as bad, but still needed a spa day at the local machine shop. It's feeling much better now and everything will be reassembled tomorrow.
On the brakes issue: It seems that the hydro-vac booster comes in a dozen different varieties with very minor variations between them. None of the parts houses think a 67 F600 exists so they can't look it up. When I bought the first replacement, I thought the truck was a 76 so it's possible I bought the wrong one. I doubt that would have caused it to fail, but since it's only 2 years old and failed I would like to make sure I'm getting the right one. I found a Cardone 51-8025 that says it's for a 1970. The site I found that on didn't go back any farther. Can anyone confirm or correct the part number I need to ask for?
Since I'm old and forgetful, I have no idea where I bought the first one 2 years ago so I'll be visiting a few parts houses and asking them to look in their computer to see if they can warranty it for me.
04-24-2019, 10:15 AM
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I suppose it's possible that 52 years and dozens of unskilled drivers might have contributed. 
on the truck. I suppose it's possible that 52 years and dozens of unskilled drivers might have contributed.
