Thanks to all who commented... Especially the liability discussion, I hadn't fully considered that. My son-in-law has a car hauler trailer but and I believe its GVWR is 7500 lbs., and I would have to pull it with a Nissan Armada. I'm beginning to think that perhaps I should consider that famous quo...

The U-Haul trailer rating is, as has been pointed out, more of a liability rating than an actual equipment limitation. If you're over limit and have an accident, you could end up without physical damage or liability insurance coverage. I own a SureTrac double-axle car hauler with a 9,990 pound GVWR ...

Here's a photo of my NP420 with the top cover removed. Reverse gear is at the upper left, the smallish gears sort of hiding in the bottom of the case. First and second gear is engaged by sliding the large spur (straight cut) gear on the left (to the left for 1st, to the right for 2nd), and 3rd and f...

Most likely a later NP420, which is the better transmission. The early 88950 model had an odd reverse gear fork arrangement, among other issues. When you pull the top cover back off (moving the shift lever to neutral first), check to see if one of the gear sets is engaged. If so, that one will proba...

Yes. But re-reading your first post, I noticed that you were able to spin the transmission, which suggests that maybe two gear ratios are not permanently engaged. I think that perhaps one of the gear shift forks is not engaged in the matching sliding collar, i.e. one of the gear ratios is always eng...

Sounds like two of the gear ratios are engaged at the same time, locking up the main shaft and countershaft. If so, it likely happened when reinstalling the top cover. If the fingers are not in the right place - especially the reverse - you'll have problems.

Are you going to back cut all of the valves or just the intakes? What angle are you using? Port matching the manifolds and gaskets, or just smoothing the port walls? Any thoughts on polishing the chambers in the head? I'm in the process of doing a chamber volume match and polish on a small chamber 2...

Old topic, but I've repeatedly seen this reference to "grinding" the flange faces of the intake and exhaust manifold to match a known flat surface, e.g. a surface plate or a machinist's straight edge. I understand that the term "grind" appears in TM9-1840A and is likely the sourc...

Maybe this topic will help: viewtopic.php?t=9773

Basically, it can be done on the truck, but it will likely be easier in the end to remove the transmission and install and set up the gear backlash out of the truck.

I used a test indicator - e.g. a Brown & Sharpe "BestTest", a Starrett "Last Word", or similar - since the movable arm was easier to get into the gear teeth than a dial indicator. The range of motion is very small, so the limits of a test indicator were not a problem. Yes, th...

I've been to Bill's facility, and for that price, someone is going to get a very, very good deal.

When he states that the buyer will need a big trailer or truck, he's not kidding.

I've seen a couple M37 with MU winch's added on. Besides not being correct the MU is a lot harder to install because the PTO Shaft Interferes with the front crossmember radiator support. You have to get very creative or torch the front support. Tom Sort of like this...the rural fire department that...

If the truck didn't bring a winch from the factory, I don't see the point adding one. I mean an LU model. One thing is trying to restore the one you got, another different is finding and installing one from scratch. Is it totally needed? Just do a restomod and install a modern, electric, one. Just ...

Is it extremely difficult to install the PTO on the transmission if the transmission is in the truck? It can be. The PTO has to be fitted up and the gear mesh measured. If incorrect, the PTO is removed, the gaskets between the PTO and the transmission increased or reduced in thickness, and the PTO ...