Went to help a friend move "a truck" on his new property. We after I got to looking, there were to many shifters for just PTOs. Not exactly sure what it is and was wonder if someone could help me figure it out.
What I know:
It's a F5
4x4 with a Marmon-Herrington tag on the hood, when were they produced?
Looks to be about 1.5 ton, dual (20" ? rims) rear wheels with 5 bolt pattern
Had a flat-head V-8 in it
someone put a tank on the back

Guess the question is, is it worth the effort to get a tiltle for it? and save?

James

 

Any Marmon Harrington conversions are worth saving, either to restore or for parts. They converted Ford cars and trucks from the 30's thru 1958. In 59, Ford came out with factory 4x4's. Get the VIN and post it, so it can be determined what year it is.Even if you don't save it, the M-H emblems are worth something if they're any good.

Barry

50 F-1

 

It sure is worth saving! These Marmon-Herrington conversions entailed an almost complete remanufacturing of the rolling chassis. The divorced two-speed transfer case with "compensating" drive was installed, new support crosmembers, new front springs and shackles, new "Ross" steering gear, complete new front driving axle, riser blocks for the rear axle springs, and sometimes: heavier duty radiator and fan, overhead roof mounted headlights for snowplowing, etc. I've had a 1949 F-5 Marmon-Herrington for almost twenty years (I'm only the second owner) and the little flathead Ford engine in these trucks can do amazing things with the extra traction and gear reduction.
Good luck. Try to restore that truck.

 

OK, got a big truck with no engine (do know where it is but was given away).
I do know about 4x4s but what is "compensating" drive?
Being that it is a divorice Xfer, any engine/trans can be swapped in, will it hold 600# of torque?
What kind of brakes are we talking about, they are huge drums but will they stop a loaded truck, similar to today's standards?

Playing with the idea of a tow rig but after thinking about it, might be easier and safer to use axles out of a newer F-550.

James

 

Compensating meant that there was a clutch on the front drive output that kept the front driveshaft powered when going in a straight line forward. If you turned, the forces created from the front tires turning at different speeds would override the spring force holding the clutch engaged, hence "compensating". You'll probably hear clicking when going around corners. When backing up, the clutch teeth would just slip over each other's slopes.

However, if you locked the transfer into positive drive, there was no compensation for differing wheel speeds, making it behave just like any other transfer in 4wd. This was an optional transfer case. Some had a traditional in/out transfer case.

If your tranny is a crash box T9, no way will it hold 600 lbs of torque. I don't believe they were ever mated to anything producing more than 275 lbs. I don't know if a T98 would do it. If so, I wouldn't plan a one year anniversary party for that engine and the T98. I could be wrong about the T98.

 

Regarding your question about the "compensating" drive MH t-case, 1952henry gave you the correct answer. It is an early form of full time all wheel drive, which prevented damaging binding of the t-case shafts when operating on hard surfaced roads, yet always provided power to both front and rear axles when driving forward. The compensating "sprague" clutch would not allow the front axle to turn slower than the rear axle (as would be the case if the rear tires were to lose traction), but would permit the front axle to rotate faster than the rear axle (as when going around a turn wherein the front tires would scribe a larger arc than the rears and consequently travel a greater distance and have to turn faster). Positive drive simply locks everything up and permits four wheel drive traction when backing up as well.
The t-case is quite robust and if your question is whether or not the "t-case" can handle 600lb./ft. (modern light truck diesel?), the answer is yes. That case should be fine with well over 1,000 lb./ft., as it was designed to handle the engine's torque when multiplied by the granny low first gear of the transmission. The "transmission" itself, would have problems if subjected to more than 250 -300 lb./ft., as again pointed out by 1952henry. Of course, this all depends to some extent on driving habits and gross vehicle or combination weight.
I doubt that an MH Ford, even with a modern engine/transmission would be a suitable tow vehicle at anything approaching modern highway speeds. It's just geared too low, and even with an OD transmission, problems would likely result from the over 4,000 RPM t-case shaft speeds. The geartrain noise of one of these trucks at fifty MPH is really something to hear. You'll instantly know there are a lot of moving parts just below the floorboards. The likelihood of an on-road breakdown is great and the chances of finding replacement parts is slim, and when parts can be located, they are going to be expensive. These trucks are best suited to around-town, farm duty, or parade usage. If you want to tow a trailer on an interstate, you'd best go with an F350/450/550 powertrain. By the time you swap in these axles, steering gear and other drivetrain components on the F5 frame, you'd probably find it a lot easier to swap your '49 cab on a complete modern rolling chassis.

 

If you need information on Marmon-Herringtons call Chucks trucks. His number is (203)288-2769