None of the 7000s were tandems, some 8000s and 9000s were. The 900 was the gas-powered equivalent of the 9000, as were the 600, 700, and 800 series being gas-powered relatives of the 6000, 7000 and 8000 series.

So does that mean the 1160 and the 3208 are indeed different engines; and that the 636 cubic inch displacement and V-8 configuration are the only things these two engine models have in common???

~Ben

 

I can't remember all the diffs between the 1160 and 3208.The 1160 was basically a throw away engine,meaning no sleeves the 3208 was sleeved but neither has cam bearings
The 3208 was a fair equipment engine but I always thought they sucked for a truck engine

 

Hmmmm, that sucks. I've heard different tales about the 1160/3208 engines. I heard, from several truck mechanics, that the 3208 was the boat anchor, and the 1160 was ok, for light to medium truck use, but not to lug it, as it could break the crank. Oh well, it works great for what I am doing.

 

Now, for a more serious question. I need to id the tranny I got. I know it's a 5 speed main box, and the auxilliary is a Spicer 4 speed (2 under, direct, and over). I initially was under the impression, that the main was also a Spicer, but after looking through the books at work, I don't think so. The tag is gone, and I can't find any thing to positively id it, and I need to get a clutch release bearing for it. Any thoughts? There are some pictures of it in my photobucket album.

 

That I cannot really explain much ... as you had pointed out, the majority of the 5-speed manuals had came from either Clark, Dana/Spicer or Eaton/Fuller (all merged into Dana Holdings Corp.). What year is your rig, that way I can help you out better? If your truck is a 1973 it would probably have employed a Spicer 6352 5-speed (please state wide or close ratio).

~Ben

 

Suspension parts should be easy to find at a spring shop or heavy truck parts store

a good portion of the trucks had fuller transmissions,think spicer was a second choice behind diesel engines
Truck should have a lipe two plate clutch if so the would be the same for both transmissions,spicer did also make a 2 plate clutch for them

 

Ray, 3208 engines didn't use sleeves either. The only type of sleeve they ever got was a pressed in repair sleeve that requires machine work and a large press to install. Both engines used cam bearings. They also share the same bore and stroke.

 

Only the 1140/45 and 1150 had differing bore and stroke; the 1140/45 utilized a 4-1/2" bore and 4-1/10" stroke and the 1150 had a square bore and stroke of 4-1/2". The 1140 produced 150 hp, the 1145 175 hp and the 1150 200 hp. These three were replaced by the 3208 160 hp, 175 hp and 210 hp versions respectively.

~Ben

 

Thanks for the help guys. Ben, it is the Spicer 6352. I googled it, and got some very clear photos, and compared them to mine. Since it's the direct in 5th, it's the 6352, if it were OD in 5th, it would be the 6353, from what I saw, is that right? I looked up the release bearing on NAPAs web site, and will have it ordered tomorrow. So, with a three day weekend coming up, I'll actually have time to r&r the trans for replacing the rear main, and the release bearing. I'll also try and get the dealer plate, so I can make a film of me driving it, so I can share it with the FTE gang. I guess I'm not too concerned about 1160s or 3208s, and what not, since I know this thing runs great (aside from the rear main), and more than enough power and torque to work for my needs. I mean come on, it has as much horse power as a turboed 5.9 Cummins, in stock trim, and the Ford Power Stroke, and more torque than either one. So, I can't complain, especially since I can still get everything I need for it in the way of repair parts.

 

The old L9000s with 400 Cummins power were good trucks so where the old 3406 powered trucks. Learned on old Fords and it was all what I drove.

The Sterlings are a far cry from what the old Louisville trucks used to be.

 

My next Big Job build is going to have either a Cat straight 6 (aint decided witch one yet) or a Cummins. It'll be getting full air ride, and a sleeper. For this day cab, the 1160 is perfect, and will make selling it easier when done. I am also kind of interested in the new International Maxx Force line. They look to be a pretty nice engine, and one of our customers has one in his single axle tractor. It seems to be plentiful on power, and runs very smooth and reasonably quiet for a larger diesel. I like these Louisvilles though. They are the perfect donors for the older big trucks. The frames are the same width, and all the important stuff is danged near in the perfect spot for adapting the old bodies on to them.

 

Just found this section.

I have a 1993 LTLA 9000 AEROMAX with a Detroit 60 & Eaton 10 spd.

Are these any good? We have had it for 7years to tow the lowboy.
Never use it now, Anyone need one?

 

The "Louisville Line" also included the "C Series" Cabover truck. Those little "Box" cabbed trucks were used by Roadway , and was used for a few Firetruck platforms. The Louisville plant also built the Ford Cargo truck there too! I worked for a trucking company here in Louisville hauling the Crewcabs for the F-250/350 trucks! In 1997 , got to watch the "LAST" Ford Aeromax come down the line, Truck got a lot of signitures as it went by. As it cleared a section of the assembly line, Abel Construction took out the line! It's where the Excursion was built on after that.

 

You can yard the body off that Aeromax, and send me the frame. I hav another set of Big Job fenders, and can go get a cab this weekend. You'ld have to donate it though, as I am plumb broke.

 

Those Maxx Force engines are not all they seem to be. They have lots of issues with turbos, egr coolers, injecters, aftertreatment systems and programming glitches. International's engineering gurus are struggling with solving the problems.

BTW, I checked out your Big Job pics. Nice work.