Registry of Ex Military Land Rovers
International Trucks => International Truck Chat => Other International Trucks => Topic started by: Lionelgee on March 29, 2020, 08:30:30 PM
-
Hello All,
I am not sure whether any of these had military service? However, they were extensively used by the PMG, Telecom and Telstra. So they were a Federal Government department just like Defence is? Yes a bit of a stretch there I know!
Does anyone know if the parts list for things like brake components in a Parts Manual would be the same for the D-Series 1210 tray back truck and the van?
Also, would the parts numbers in what seems to be an American publication of the Parts Manual be the same as used here in Australia? Or did we used different parts in Australia?
I have come across a Parts Manual for the D-Series trucks that was printed in America. It is also rather expensive. So it would be good to know if I was wasting my time buying that version of a Parts Manual.
Kind regards
Lionel
-
Hello All,
Apparently over 100 people have read about "Bluey" my 1973 D-Series ex-Telecom 1210 four wheel drive van. Thank you for reading my post.
An update - Bluey is sitting on its six wheels now at my home. This was after a two part trip from outside of Sydney to Brisbane then Brisbane to Bundaberg. For the second leg I played tail-gun Charlie keeping bandits off a fellow club member from another club who towed the trailer with Bluey on its back to my home. Once we got closer to Bundaberg I stepped into Pilot Vehicle mode and guided the proceedings via some local shortcuts.
Progress so far. Nearly not having Bluey anymore. There is a problem with the carburettor. It flooded - It backfired - it caught on fire. I put the fire out. Exciting times.
I contacted a Holley carburettor specialist and they traced the problem to Bluey being on LPG at one stage. There is a very big gas tank bolted down in the back. Apparently, LPG eats the alloy float valves in the carburettors. A new plastic type of float and a rebuild kit is on its way.
Too much excitement for me to want to repeat again
Kind regards
Lionel
-
Nice to hear from you again Lionel.
I am glad Bluey survived; had a similar fire with my Alpine which wrote off everything in the engine bay,
Cheers Charlie
-
Hello Charlie,
It could have been a close call Charlie. I had just filled up a 10 litre container of water to top up the radiator. This meant water was handy to Bluey. The bonnet release that sticks was not very helpful. Anyway, I had water on hand. Otherwise - due to where Bluey was parked it would have taken a lot of minutes to sprint round the house yard to collect and connect all the hoses needed to reach the fire.
Yes, a large fire extinguisher will be nearby the next time I attempt to start and move Bluey.
No - as it will be my first Holley carburettor rebuild my confidence will be increased by the ability to extinguish any potential mistakes. Or the hose will all be connected - possibly both the extinguisher and the hoses. Plus a bucket of sand ... a big blanket. The fire brigade on stand-by...
Yes - I am literally bursting with confidence that there will not be the slightest source of ignition outside of the motor or any ancillary parts such as carburettors - Not!
Kind regards
Lionel
-
Hello Lionel, Holley and fire they seem to go together! I was asked to sort one out and the float level was to high. I left it till early morning removed the bung started the engine and fuel came out and almost immediately FIRE! In those days BCF extinguishers were legal. The flames were out in less than a second. One of the things that makes them flood is the o rings in the adjustable needle and seat assembly. The rings must shrink a bit if the vehicle isn't used for a while. If you start it up it will flood and carry on. I found it was best to fill the carby up ( electric pump ) the day before use and it was usually ok. I had an old friend who had an Inter van with a 354 and he had an overdrive box and it gave incredible fuel economy. He said that the axle assemblies with floating axles had a good range of ratios too. An interesting project good luck!
-
Interesting ...I d be interested to see the Data plate from the front LH door....Ive never seen a D1210 4x4 ,and I suspect yours may be a D1310 with the body off a 1210 ,or maybe just a door.......I do have D line partsbooks ,latest being dated 20/6/1974,and the back axle in your truck will be very different from a 1210 to a 1310......In a nutshell ,if you have a rear axle with a removable carrier (centre assy) ,like a bigger truck ,its a 1310......the 1210 is a Spicer type /Dana 60 with a one piece centre casting and pushed in tubes either side .(somewhat similar to the front.)....Brakes quite different.
-
Hello John,
The vans were made as special contract for Telecom. I found a copy of the D-Series International range and it shows the 1210 as the only van available. It is a single wheel rear axle. As you suggest John, the Telecom contract for "Service Vans" or as I knew them as "Linesman's Vans" could have seen the factory dropping the 1210 van onto a 1310 four wheel drive train.
The sales brochure for the D-Series describes, The D-1210 utility of panel van will do your bidding up to 12600 lbs GCW. Its versatility is only limited to the amount of uses you can find for it.
It is powered by an International 6281 petrol 6 cylinder engine with BHP of 142 at 3800 RPM. It has a four speed transmission with the availability of three speed on the panel van version. It has a 3500 lbs capacity front axle and a 5500 lb rear with full floating axle shafts.
All this helps to make the D-1210 a popular choice for light duty transport buyers.
As mentioned before in this post - there were no other vans advertised in the sales brochure. Even though the brochure goes all the way up to the D-1910 and the D-1950.
The first vehicle advertised with four wheel drive is the D-1310 then it goes up to the D-1610 four wheel drive. Perhaps they needed to combine a van shape with four wheel drive capability and this came out as a Telecom "Special" contract.
Kind regards
Lionel
-
Lionel, it's not the first time something like this has come up. If you believe the pundits the 6-283 was a military only engine, BUT the local milk factory had a c line prime mover that pulled a tanker and it had one. I asked the driver why it had a different note, and old Lex said " it's got twin carbies and twin exhausts" The smart alec teenager said " Bulls...." He opened the bonnet and sure enough two big strombies were leering at me. Looks just like an X2 I said, and he said " It goes like one too, but it's bloody thirsty" The 283 wasn't in any catalogues either, but was a special order option. It seems Inter would go the extra mile to get a sale with the van you have. A real piece of history.
-
Lionel, it's not the first time something like this has come up. If you believe the pundits the 6-283 was a military only engine, BUT the local milk factory had a c line prime mover that pulled a tanker and it had one. I asked the driver why it had a different note, and old Lex said " it's got twin carbies and twin exhausts" The smart alec teenager said " Bulls...." He opened the bonnet and sure enough two big strombies were leering at me. Looks just like an X2 I said, and he said " It goes like one too, but it's bloody thirsty" The 283 wasn't in any catalogues either, but was a special order option. It seems Inter would go the extra mile to get a sale with the van you have. A real piece of history.
Hello Bluebell One-Eight,
Yes, they seem to be genuinely rare on the ground.
One of the things I have to become more acquainted with is the treatment of stress cracking in fibreglass around door hinges. I have done fiberglassing as a hobby since making kayaks in Year 10 "Plastics". At this stage I can envisage a length of square hollow section bent to follow the profile of the vehicle side. Then numerous layers of glass to blend its appearance in with the rest of the vehicle.
Still waiting on the Holley carburettor rebuild kit that is coming from Western Australia. It would be good to be able to start and drive Bluey without it catching on fire again.
Kind regards
Lionelk
-
The twin carb motors were fitted to the 6x6 accos .....only difference was the manifold (and carbies).......the difference between the std motor and the 282 and 283 was in the head .....the 2 and 3 s had positive valve rotation and sodium cooled exhaust valves.....There were plenty of the bits about ,and later on the army sold a lot of recoed motors in crates......I bought some ,and a big selling point was they were crated ....sold about 5 to one crowd in Fiji ,another 5 to someone in Indonesia...We wrtecked lots of the army ACCO s ,there was a lot of demand for diffs and axles ,especially ......not much for the petrol motors ,easier to fit a Perkins .I fitted to Perks to about a dozen ACCOs over years ,and to lots of other inters ,including my AB110/C1100 panel van...a steel bodied van ,much sought after now ,not then.
-
Hello John.K,
How are you John? Thank you for replying to my posts about the D-Series van.
Can you please check your Personal Messages? I sent you a couple on the 19th of this month. It would be good to hear from you.
Kind regards
Lionel
-
Sorry about that ....I get a zillion emails ,as we all do ,and dont check that regular.........anyhoo ,Ill answer you re questions here ,as others may not know ....First ,the small Inter 4x4s have the New Process transfer case model 205 or 206 ...the 206 is supposed to be heavier duty ,but I dont see it ....... The 1600 4x4 has the Rockwell four shaft case ,known as a"cloverleaf" ,a lot bigger and heavier ,and not a bad case .......None of these cases has anything to do with the gearbox .....entirely separate..........Second...the gearbox in the 1600 and 1300.....there are two different types ,the earlier trucks had the Borg Warner T98A gearbox ....the D lines and late C lines have the New Process 435 box ,which IH call the T17.....the T17 in the small inters 1200/1300/1500 is very similar to the box in the 1600,but not directly interchangeable ....the flywheel pilot bearing is a different size ....if the front gear is swapped ,the boxes are interchangeable .......note that no IH truck has gearbox and transfer together like Landctuisers etc.....(drive couplings/uni s etc are different small to larger ,but easily swapped ).........note no 4x4 has a brakedrum on the gearbox ,which all 4x2s have .....John.
-
Hello John,
Way back in May 13, 2016 in a Diesel Replacement thread I started you replied: If you want to look at an Inter 1300 with a 354 Perk in it, there is one quietly rusting away in my back yard in Brisbane.
I am planning a trip to Brisbane fairly soon. I would like to take up your offer of being able to have a look at your converted 1300. Could you please PM me? Thank you.
Kind regards
Lionel
-
First Carburettor Rebuild
Hello All,
Over the past couple of days I have working on the Holley Carburettor and watching a number of "How To" YouTube clips and reading Holley special topic manuals - from Holley. A previous owner took out the International engine and gearbox. They then installed a Ford Cleveland 302 V8 and an automatic transmission out of an XA Falcon. Well so the story goes...
You may remember in an earlier post that the carburettor caught fire during my first attempt to start the van once it had arrived at home. So yesterday I dismantled the carby. I found something like a fungus or lichen along with sediment in the float chamber. When rubbed a grey coating like a scale came away from inside the casting.
I also de-sooted the carby after it had previously caught fire and I had to put it out.
One and half cans of carburettor clean later, I followed up with an engine brush kit to make sure all the passages were clear. The brush work was followed with laundry liquid diluted in a bucket. More brush work and the a fresh water soak. The parts were then hung on the clothesline. The last treatment was a blow through with an air compressor nozzle.
I had a Holley rebuild kit supplied by a Holley specialist and another kit brought by a autoparts supplier. I found that the Holley rebuild kit was better made and had parts that a youTube clip included and possible problems if two special washers were not used. The autoparts kit did not include these washers that were mentioned on youTube.
I can now walk up to the van and turn the key and have the engine running.
During the rebuild I had noticed that the previous owner may have just put a rebuild kit through the carburettor without cleaning it. Also, some parts were on back to front or like the washers - missing.
One thing that one of the video blokes mentioned is Holley made some brown plastic floats that when they aged the tab holding the float up to its highest setting softened. As the tab became increasingly softer the float would keep rising upward - flooding the carburettor.
So my first ever carburettor rebuild was a success! Most importantly - no fires!
I have also driven the van around the paddock. Until it stalled. At some point during the drive the van must have either blown a starter motor fuse; or the starter solenoid that had looked pretty dodgey from the outset decided to quit.
Next thing on the "To Do" list is to fit a new solenoid that I have stored in my shed and fit that. Then I will chase some fuses and wiring to track down the starter circuit. Then upgrade the very ratty looking fuse box and install a fused terminal box.
Followed up by rewiring the headlights and front indicators. There currently is a lot of disconnected and bare wires that lead towards the headlights. It looks like someone has grabbed the wires and just pulled them until they stripped and broke off. Then they were just thrown down with bare wire laying here and there.
Kind regards
Lionel
-
Well done Lionel.
I have an entire engine-bay covered in soot from my carburettor fire, not looking forward to cleaning it. :(
Cheers Charlie
-
I would not do another diesel conversion on small Inter ...not worth the trouble ,as diesel is always at least 20c a litre dearer than petrol,currently 40c.The other big deal is being ratted out for smoke .....which is why my 1310 was off the road in 2006.....three smoke reports and you are up for a costly full power dyno report ......and Im sure all my complaints were from the same guy ....and maybe even the same guy was ratting me out to the council......I had a row with an old git over trees overhanging the footpath ,and been dozens of complaints since about everything.......Funny thing was I replaced it with a Leyland 4 tonner with the 6cyl Mazda/Perkins in it ,and the exhaust was smoke free most oif the time ,but one particular speed and throttle emitted white smoke ....and got pinged for that by the scalies......As well as getting done for 400kg overloaded.......Four ton trucks are a waste of money ...8 tonner is nearly the same rego ,and youre not overloaded every time you go out.
-
Hello All,
From a handful of pulled out wires I installed a new fused terminal block and wired up two relays. I used the old wire from the dip switch to use as trigger wires for a high beam relay and a separate low beam relay.
Subsequently, I now have head lights for high and low beam for the first time in who knows how long.
There is an interesting set of Narva driving lights fitted to Bluey. The acrylic covers have obviously been out in the sun for a long time. However, the wiring was never connected. The manufacturer's loom just ends and lies loose on the front bumper.
Well tomorrow's job will be to add another relay or two and see if the driving lights actually work!
After that I will start chasing some mystery circuits and attempt to work out what has been added and taken away over the years. Plus there are a number of switches that I am not sure what they are or were hooked up to.
Kind regards
Lionel
-
Good move Lionel!
Putting relays on my Alpine was the best modification I made,
Cheers Charlie
-
Hello All,
Earlier in the week I spent a couple of days getting Bluey ready for conversion to a Perkins 6354 Diesel motor. In preparation for this I removed the nose cone panels.
In the process of panel removal I took all the LPG fittings off the passenger-side inner mudguard. All the fittings had been disconnected by the previous owner. Inside the cargo area is a very much out-of-date and simply massive LPG tank. It takes up half the cargo space in Bluey's back. So the tank's removal is high on the to-do-list.
I disconnected everything attached to the 302 Cleveland Ford V8 and the XA Falcon automatic transmission. My trailer with a crane was reversed up to Bluey and up and over the bumper-bar the engine went.
I am glad I did this now and that I had not waited until I had picked the Perkins motor up. This is because I had time to have a close look at the engine cross member and noticed that it was a custom job for the V8. So I will now make sure the Perkins motor comes with a cross member and I will find an original cross-member for the International gearbox. I had already worked out to find a clutch pedal box and associated parts. The possible need for a cross-member did not .... cross ... my mind. Yes, that was a pretty slack example of a pun!
The removal of the nose cone enabled a closer inspection of the extent of rust in the firewall. I did know that there were some rust there. Now with the nose cone panels removed I had better access to the firewall and could closely inspect the damage. Some more rust was found in the nose cone panels themselves where different panels overlapped.
It looks like I will drilling out lines of spot welds along the firewall. The horizontal panel the runs below the windscreen and then extends to the bonnet is double skinned. Once-upon-a-time - when the front windscreen did not leak - the double skin might have stayed nice and dry. Now the bottom skin - which forms the top lip of the firewall is extensively rusted. At this stage a 200 mm section along the whole width and top profile of the fire wall is slated for removal in order to cut the rust out.
With no engine or gearbox there is now plenty of room to start working on the rust sections.
Well that is all for today's session of working on Bluey.
Kind regards
Lionel
-
If this is a Cleveland especially from an XA a 302 should have orange rocker covers... 351s are blue. They could have been changed, but measure the stroke 3"for 302 and 3.1/2"for 351. A 51 would bring a bit these days ease the pain of acquiring the 354.
-
If this is a Cleveland especially from an XA a 302 should have orange rocker covers... 351s are blue. They could have been changed, but measure the stroke 3"for 302 and 3.1/2"for 351. A 51 would bring a bit these days ease the pain of acquiring the 354.
Hello Bluebell 1-8 and All,
Earlier on I posted about the removal of the Ford V8 302. This event took place earlier than I had originally planned. The removal of the engine was due to an incorrectly fitted oil pump shaft. I had found TDC on Number 1 cylinder and noticed that the rotor button was not pointing at Number 1 spark plug lead on the distributor. So I loosened the distributor and lifted it up. The next second this steel rod fell out of the distributor and proceeded to disappear into the bowels of the motor. Torchlight and magnetic lances failed to retrieve the shaft. This meant that there was no point keeping a now non-functioning motor in the vehicle that was going to come out anyway.
Today, after having a yarn with an older mechanic at one of the autoparts stores he suggested that the shaft had been installed incorrectly by a previous owner. The shaft must have been fed down from the distributor into the oil pump and this it is the incorrect way to do so. This means the circlip is on the distributor side of the casing.
I checked on at least three YouTube clips and they each supported the mechanic's description. Each clip shows the oil pump being taken off. The shaft being placed into the keyway and then the oil pump and shaft is raised upwards into the casing. This means the circlip is captured and cannot be lifted out by the distributor.
The only way I could get the oil pump shaft out of where it had fallen into a totally invisible and inaccessible spot was to take off the sump and turn motor upside down on the engine stand.
I will be re-installing the oil pump shaft the correct way to prevent future fiascos for the next poor sod who works on the 302.
With the sump off I was able to check the main cap - it has "302" written large upon it. I also checked out the engine code. A Ford motor made in 1972. - so that makes it an XA.
My intention is to get the motor and carburettor sorted out. This will allow people to see and hear the engine running when they check it out to buy it.
Kind regards
Lionel
-
Hello All,
I have been playing catch-up with Bluey. Well catch-up with parts previously attached and sort of functioning. I am replacing the previous owner's power plant of a Ford 303 V8 motor and its automatic gearbox. I intend to fit a Perkins 6354 diesel and return to the International manual gearbox.
However, I have been working on getting the Ford V8 to run more reliably so it can be seen and heard running by potential buyers. Bluey ran rough as guts when I first bought it. The Holley carburettor then caught fire. To increase the joy a previous owner had incorrectly fitted the oil pump shaft. I had found Top Dead Centre on Cylinder Number 1 and noticed that the rotor button did not line up with the position of spark plug lead Number 1. As I lifted the distributor up I saw a flash of metal and then heard something drop into the motor. Where it subsequently disappeared into the bowels of the motor unseen and irretrievable. It was the oil pump shaft.
According to an older mechanic the oil pump should have been taken off and the shaft inserted into the keyway. The pump and shaft should have then been raised so the shaft is positioned from the bottom of the motor upwards towards the distributor mounting place. The circlip prevents the shaft being pulled out of the motor when the distributor is lifted upwards. A number of YouTube clips also agreed with the mechanic I talked to. Instead, a previous owner had dropped the oil pump shaft down from the top of the motor into the oil pump. This meant the circlip could not hold the shaft in place and it lifted up when I raised the distributor.
To be able to find the oil pump shaft I had to take the sump off and rotate the motor on the engine stand so that it was upside down. I also had to disconnect the oil pump. So a sump gasket set later, the making of replacement oil pump gasket new oil and filter I am back to where I was a couple of days ago. The engine now has the new oil and filter. I have found TDC, I also removed the old mechanical fuel pump which is faulty. I am fitting and electric fuel pump instead.
I will have to make a bracket so I can remount the starter motor without a bellhousing to fix the two bolts to. Then to rig up the starter electrics and a temporary radiator. By which time the 150 kilometre COVID 19 travel restrictions in Queensland may have lifted. I can then go and pick up the Perkins 6354 which is located more than 150 kilometres away.
Kind regards
Lionel
-
Have you looked into the mil history of your vehicle?
-
Hello FC 101,
There is zero military history attached to my particular van. It was built specifically for Telecom. The word of mouth history was that the van was made in Victoria for Telecom and then shipped to Western Australia where it worked until it was pensioned off. A previous owner then brought it to New South Wales. There were variants of the same body that were configured into RAAF ambulances.
Its lack of military history is mostly why I put the thread about the van under the option of International "Other".
I do have an Series 2A Land Rover ex-Army Ambulance though. Plus a couple of Series 3 Fitted For Radios.
Kind regards
Lionel
-
Oh ok - given it is a Military forum I thought it must have had some mil history.
Cheers
-
Hello FC101,
It seems that International trucks are a bit of an orphan as far as active forums and restoration threads go. There are a couple of Historic Commercial Vehicle clubs and International and Dodge clubs; however, they are on Facebook. They do not seem that interested in rebuild descriptions.
This forum having an International "Other" thread seemed like a nice spot to post in.
Kind regards
Lionel
-
yeah ,not a lot of action on the IH forum here ......Unfortunately you wernt able to look at my 1310 .....could have got chapter and verse about Perk conversions ........I do recall the Ford V8s .....I got caught with one once ...it was in a kit car ,and I put the drive shaft clip the wrong way round ......fortunately ,the driver saw no oil pressure straight away ,and the drive (seemed to be a 5/16" hex shaft,no more) rode up out of the oil pump ..........IMHO the clip was not to stop it falling ,but to stop it from rising out of mesh with the oil pump drive..............anyhoo ,long time ago ,land far away etc.
-
Hello All,
With the easing of travel restrictions due to COVID 19 the trip to pick up the Perkins 6354 is drawing closer. During my preparations for the transplant I realised that I will have to change the custom cross-members for the Ford V8 302 and the matching C4 automatic gearbox.
The donor truck for the Perkins is a Dodge and I am getting an International gearbox. I know that for a while the Internationals and Dodges were made in the same factory and share a lot of commonality.
Does this interchangeability extend to the engine and gearbox cross-members? Or should I be picking up International specific cross-members while I am there?
Kind regards
Lionel