International 1973 D-Series 1210 4x4 Van

[Lionelgee]

Hello All,

About a month ago V8 Ian and I rendezvoused at the Volvo Truck Service Centre in Goodna to complete the last leg of my new acquisition's journey home to Bundaberg.

The vehicle "Bluey" had a previous road trip from just outside of Richmond in Sydney. Bluey was inspected by a local member - Simon, to make sure that I was buying a real vehicle and not a mocked up Matchbox toy. Also, to check that the vehicle did move under its own power and that there were no rusty chassis surprises.

Bluey had to be taken to a weighbridge in St Mary's so he got a ride on a tilt tray truck there and back.

Next after placing an advertisement on Loadshift Bluey hitched a lift on another International truck to Goodna.

The truckie came early than the suggested time and Bluey was already unloaded by the time Ian and I got to Goodna. So no photos of Bluey touching Queensland soil for the first time.

After some interesting events - like finding out the dual wheel rear axle did not fit on the back of the heavy duty 3500 kg rated car trailer - which meant unloading again... One wheel off and Bluey was secured to the trailer and hauled off by Ian's D2 TD5.

After a mostly uneventful trip - Bluey arrived home and set its five wheels firmly on Bundaberg soil. Ian and I arrived in Bundaberg in the dark - so no photos were taken of Bluey being unloaded. Anyway, Bluey was re-united with the dual tyre the next morning so six wheels were firmly on Bundaberg soil.

So a special thank you to Simon in NSW for inspecting Bluey. Also, a massive thank you to V8 Ian for your assistance in getting Bluey home.

Well that is it for now folks!

Kind regards
Lionel

[ramblingboy42]

waddya mean thats it for now?

the project is about to start isnt it?

regular post and photos , yes?

[Lionelgee]

waddya mean thats it for now?

the project is about to start isnt it?

regular post and photos , yes?


Hello Rambling Boy,

Do not get worried about any cessation of messages about Bluey. It was just the end of that message.

Kind regards
Lionel

[Lionelgee]

Hello All,

Over the past two days I have been 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 inner mudguard as they had been disconnected by the previous owner. There is a very much out-of-date and massive LPG tank taking up half the cargo space in Bluey's back.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 not waited until I had picked the Perkins motor up. I had a close look at the engine cross member and noticed that it was a custom job for the V8. I will make sure the Perkins comes with a cross member and so too with 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 has allowed me to have a closer inspection of the firewall rust. I knew there were some rust there. Now with the panels removed I can work out the full extent of the rust. This also included some hidden sections of the nose cone panels themselves were rusted too. Tomorrow will involve buying a spot weld removal drill bit. 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 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

[Lionelgee]

Hello All,

I had not planned on removing the Ford V8 engine and gearbox until the Perkins diesel motor was ready to swap over. However, something happened that expedited the V8's removal.

After I found TDC on Number 1 cylinder I loosened off the distributor. I lifted the distributor out so I could reposition the rotor button to align with Number 1 spark plug lead. While lifting out the distributor I noticed a very quick silver flash and something dropped down. It was the oil pump shaft.

No it did not land in a place where it could easily be retrieved. Instead it disappeared from sight where not even the light of a very bright torch could find it. All fishing with a magnetic telescoping lance retrieved was a loose steel flat washer. However, the shaft did not travel all the way down to the bottom of the sump. I removed the sump and the oil pump shaft was not there. Instead it had lodged itself somewhere else in the bowels of the V8!

Luckily, because the motor is now mounted on an engine stand it allowed me to turn the motor upside down. Somewhere during the process of rotation, the oil pump shaft was dislodged and it fell to the floor.

Well - that was such fun! NOT!

Kind regards
Lionel

[p38arover]

I removed the nose cone panels.

I wish I could do that on my L322!

[Tote]

Hello All,

I had not planned on removing the Ford V8 engine and gearbox until the Perkins diesel motor was ready to swap over. However, something happened that expedited the V8's removal.

After I found TDC on Number 1 cylinder I loosened off the distributor. I lifted the distributor out so I could reposition the rotor button to align with Number 1 spark plug lead. While lifting out the distributor I noticed a very quick silver flash and something dropped down. It was the oil pump shaft.

No it did not land in a place where it could easily be retrieved. Instead it disappeared from sight where not even the light of a very bright torch could find it. All fishing with a magnetic telescoping lance retrieved was a loose steel flat washer. However, the shaft did not travel all the way down to the bottom of the sump. I removed the sump and the oil pump shaft was not there. Instead it had lodged itself somewhere else in the bowels of the V8!

Luckily, because the motor is now mounted on an engine stand it allowed me to turn the motor upside down. Somewhere during the process of rotation, the oil pump shaft was dislodged and it fell to the floor.

Well - that was such fun! NOT!

Kind regards
Lionel


With clevelands its all about the little clip.......


https://youtu.be/a1yo0K4xIHA


Regards,
Tote

[Lionelgee]

With clevelands its all about the little clip.......


https://youtu.be/a1yo0K4xIHA


Regards,
Tote

Hello Tote,

Tell me about it... a lot of effort to make up ground that can be linked directly back to a former owner's mistake.

Kind regards
Lionel

[Lionelgee]

Hello All,

What auto gearbox is fitted to the big Ford F350s? When I bought it the International was fitted with a C4 coupled to the 302 Cleveland. The Perkins 6354 was the optional diesel engine for the D-Line D-1530, D-1630, and the D-1830 instead of their petrol engines. Interestingly, for the D-1950 (Diesel) their biggest capacity truck International went away from the Perkins 6354. Instead, they had the Cummins 160-B 6 cylinder diesel fitted to the D-1950.

Since the transfer box is totally divorced from the main gearbox, I am just wondering about the idea of possibly matching the Perkins 6354 with a bigger automatic transmission - than the C4. There are a couple of YouTube clips of the Perkins 6354 in America being fitted into Ford F-350. One clip by Jess Dyck Ford F-350 Perkins Conversion Part 1 accessed 4th June 2020 from, YouTube (https://www.youtube.com/watch?v=xledNwBoxPY&t=414s) - it shows a manual box being matched to the Perkins. However, I am sure that another clip shows someone else who matched the Perkins diesel to an automatic transmission in their F-350.

I already have a manual International gearbox to go back into the van. There will be a lot of rust repairs to do on the firewall before an engine or gearbox is fitted back into the van. So I have some time to explore options before committing myself to one course of action. Time to explore possible options... .

Kind regards
Lionel

[Tote]

Some F trucks in Australia ran the divorced transfer case up until about 1979, I think. After 1980 they ran a married unit. American specifications are another whole word of variety with big blocks etc. I suspect that the desirable automatics were probably not a divorced transfer case as they were the later models. The C6 that would have been fitted to the earlier units is a pretty power hungry and heavy beast.

Regards,
Tote

[Lionelgee]

Some F trucks in Australia ran the divorced transfer case up until about 1979, I think. After 1980 they ran a married unit. American specifications are another whole word of variety with big blocks etc. I suspect that the desirable automatics were probably not a divorced transfer case as they were the later models. The C6 that would have been fitted to the earlier units is a pretty power hungry and heavy beast.

Regards,
Tote

Hello Tote,

"Power hungry" are two words I do not like the sound of. Looks like I will be sticking with the optional diesel motor hooked up with the standard International gearbox like the D-1530, 1630 and D1830 had the choice of being fitted with.

Just out of interest, I have been chasing information about the Cummins 160-B. Details seem short on the ground. Perhaps they were called something else more commonly? I took the designation "160-B" from an International D-Line sales brochure.

Tote I had a look at your location - Yass, I grew up in Goulburn - interesting weather you are having down your way ... "feels like minus 3.5 degrees C"... hence why I now live in Queensland.

Kind regards
Lionel

[Lionelgee]

Hello All,

There is D-Line 1310 four wheel drive elsewhere in Australia that the current owner is going to fit a 2 stroke diesel into. The exact make of the diesel is not named. What breed and capacity would be a likely contender? Accessed 4th June 2020 from, YouTube (https://www.youtube.com/watch?v=P_6V6PHaGVA). It is a D-Line with an earlier AB Series cabin fitted to it

I am sticking with the Perkins 6354.

Kind regards
Lionel

[oka374]

I don't know for sure but the 160 B Cummins is more than likely a 160hp Cummins 6BT engine. The 6bt would be lighter than a Perky and would also be capable a far higher power levels especially if you sourced a P pump engine. Bits for the 6bt would also be cheaper I would imagine.

[Lionelgee]

I don't know for sure but the 160 B Cummins is more than likely a 160hp Cummins 6BT engine. The 6bt would be lighter than a Perky and would also be capable a far higher power levels especially if you sourced a P pump engine. Bits for the 6bt would also be cheaper I would imagine.

Hello OKA374,

Thanks for the information about the 160hp Cummins 6BT engine.

I found another big Ford truck fitted with a Perkins 6354 on YouTube. It is a 1977 F350 "Camper Special" with a Perkins 6.354.4 (Turbo), accessed 4th June 2020 from, YouTube (https://www.youtube.com/watch?v=HXRjU9lZ9fc)

Kind regards
Lionel

[Tote]

I don't know for sure but the 160 B Cummins is more than likely a 160hp Cummins 6BT engine. The 6bt would be lighter than a Perky and would also be capable a far higher power levels especially if you sourced a P pump engine. Bits for the 6bt would also be cheaper I would imagine.

There is some info here:

Cummins C-180

In the early 1950s, Cummins did some research on the post-WW II Australian truck market that was then dominated by underpowered European diesel lorries and mainly petrol-powered North American trucks.

Blackwood Hodge was the service agent for Cummins Diesels and also did some repowering of petrol and other-brand diesel trucks, using the Cummins JBS, 150hp engine.

The larger Cummins HB600 – forerunner of the famous 14-litre, N-series – had less appeal, because it was heavy and expensive and there were no drivelines capable of handling its torque.

Linehaul was virtually unknown at that time, so the decision was made in 1961 to introduce the new C-series, a 464-cubic inch (7.6-litre) in-line six that had the Cummins PT fuel system and was offered at 160hp (naturally aspirated), 175hp (turbocharged) 180hp (supercharged) and 190hp (turbocharged).

History: Cummins engines Down Under - www.trucksales.com.au (https://www.trucksales.com.au/editorial/details/history-cummins-engines-down-under-118690/)

The two stroke diesel would most likely be a 6-53 GM, they were fitted to the Dodge version (D5N) of the trucks like this one dodge d5n 6v53 gm prime mover - Historic Commercial Vehicle Club of Australia (https://www.hcvc.com.au/forum/salewanted/14340-dodge-d5n-6v53-gm-prime-mover) Might be a bit big for your beast though, you might be able to fit a 4-53 GM but I'm not sure I'd bother and AFAIK they were never fitted to Dodge trucks.

Regards,
Tote

[DeanoH]

What was the original setup ? 345 petrol into a NP435 4 speed into a Np 205 into Inter rear diff and Dana 44 or Dana 70 front diff ? Transfer case is a winner :) but I'm not sure if you'll find a decent NP 435 any more and it's only a 4 speed anyway :(

Did the 1210 come with the duallys or has this been grafted from a 1310 or something ? Looks to be a fair project which ever way you go. Any particular reason you're going down the 6.354 route ? the later Phasers would be more common / easier for parts I would have thought. If money no object how about a 6BT into NP4500 into existing NP 205 into ......................... sorry, just dreaming :)

Sorry for the 100 questions but it looks to be a good project :)

Deano :)

[Lionelgee]

There is some info here:

Cummins C-180

In the early 1950s, Cummins did some research on the post-WW II Australian truck market that was then dominated by underpowered European diesel lorries and mainly petrol-powered North American trucks.

Blackwood Hodge was the service agent for Cummins Diesels and also did some repowering of petrol and other-brand diesel trucks, using the Cummins JBS, 150hp engine.

The larger Cummins HB600 – forerunner of the famous 14-litre, N-series – had less appeal, because it was heavy and expensive and there were no drivelines capable of handling its torque.

Linehaul was virtually unknown at that time, so the decision was made in 1961 to introduce the new C-series, a 464-cubic inch (7.6-litre) in-line six that had the Cummins PT fuel system and was offered at 160hp (naturally aspirated), 175hp (turbocharged) 180hp (supercharged) and 190hp (turbocharged).

History: Cummins engines Down Under - www.trucksales.com.au (https://www.trucksales.com.au/editorial/details/history-cummins-engines-down-under-118690/)

The two stroke diesel would most likely be a 6-53 GM, they were fitted to the Dodge version (D5N) of the trucks like this one dodge d5n 6v53 gm prime mover - Historic Commercial Vehicle Club of Australia (https://www.hcvc.com.au/forum/salewanted/14340-dodge-d5n-6v53-gm-prime-mover) Might be a bit big for your beast though, you might be able to fit a 4-53 GM but I'm not sure I'd bother and AFAIK they were never fitted to Dodge trucks.

Regards,
Tote

Hello Tote & All Interested Parties,

Thanks again for the detailed information. No I will not be going down the path of the GM two strokes - I am just naturally inquisitive.

I was tracking down more modern versions of the Perkins such as the Phaser. However, the first engines that came available just happened to be Perkins 6354 motors. Just luck of the draw I suppose. Or maybe lack thereof within the subsequent draw?

As things happen - a Phaser turned up just 50 kilometres away... Sod it - as the Perkins 6354 had already been confirmed and committed to. To quote Maxwell Smart... "I missed it by that much..."

Kind regards
Lionel

[Lionelgee]

What was the original setup ? 345 petrol into a NP435 4 speed into a Np 205 into Inter rear diff and Dana 44 or Dana 70 front diff ? Transfer case is a winner :) but I'm not sure if you'll find a decent NP 435 any more and it's only a 4 speed anyway :(

Did the 1210 come with the duallys or has this been grafted from a 1310 or something ? Looks to be a fair project which ever way you go. Any particular reason you're going down the 6.354 route ? the later Phasers would be more common / easier for parts I would have thought. If money no object how about a 6BT into NP4500 into existing NP 205 into ......................... sorry, just dreaming :)

Sorry for the 100 questions but it looks to be a good project :)

Deano :)

Hello Deano,

Check out Gumtree and Facebook - there are a couple of International Vans; two wheel drive and four wheel drive, currently for sale.

From what I can work out the D-Line vans were a special contract for Telecom. The D-Line came out only with a van in the 1210 and it was a two wheel drive. It seems part of the contract for Telecom was that International bolted the 1210 van body onto a 1310 chassis and running gear - the duals for this contractual configuration were standard. I was informed by a ex-Telstra mechanic that back in the PMG and Telecom era anything over three tons had duals fitted to it as part of their operational policy.

The way you are rattling off gearbox codes from different manufacturer's your knowledge about these vehicles surpasses mine.

The Perkins 6354 route was chosen because I wanted to replace the Ford V8 302 engine and C4 automatic gearbox that the van came with and replace it with a diesel motor for towing. I was looking for different alternatives for diesel power and the Perkins 6354 just happen to become available first. Through my interest in Australian military vehicles I was already familiar with the International Mark 1 - IV and the Teaspoon Tippers. A popular re-power of these vehicles in civilian hands was the Perkins 6354. It was not until about a month or so ago I came across a D-Line sales brochure that showed that larger capacity International trucks came with a diesel option - the Perkins 6354. Therefore, fitting a Perkins into a 1210/1310 is not that sacrilegious after-all.

Things to do in the near future is to track down to see if Telstra has a history unit and get some information about the contractual specifications of the vans. There is a photographic history of PMG-Telecom vehicles however it lacks written content. Also to read up on how to identify gearboxes transfer cases and differentials. Teach myself how to MIG weld and start sorting out the firewall, door and floor rust holes.

The purpose for getting one of these vans is that my late father was a long-term PMG-Telecom-Telstra Linesman and I remember these vans being his work vehicle. These vans had a real physical presence back then when I was a kid. They still do today!

You can wake up now since I have probably put you to sleep.

Kind regards
Lionel

[DeanoH]

Hello Deano,
.................... The way you are rattling off gearbox codes from different manufacturer's your knowledge about these vehicles surpasses mine.
Kind regards
Lionel

Ha,ha ..................... hardly, just another 4WD truck tragic [happycry]

I used to have a bit to do with C1300 4WD's many years ago but more recently with the Oka which had a Phaser 110 until upgraded to a Cummins 6BT, same as OKA374 who replied earlier. I considered upgrading the factory Spicer/Turner 5 speed at the same time but stuck with it as it's a pretty strong and reliable unit though did consider the NV4500 which is a very good 5 speed OD gearbox and can mate directly to a NP205 transfer case if needed.
IMO the NP205 is the best TC of its era and the TC of choice in many upgrades today and should be the TC in your D1310 chassis [bigsmile1]. In fact I've got a fully rebuilt divorced NP205 sitting on the shed floor to go into my Oka to upgrade the factory TC. (early Okas had NP205 factory fitted , later versions had a Rockwell cloverleaf TC [bigsad]) My NP 205 came from an ex-RAAF 1610A so again the Inter tie in. There's a couple of Okas out there with 6 cyl Phasers but none that I know of with a 6.354. Same amount of engine upgrade effort for 120 HP with the 6.354 (assuming it's not the after-cooled turbo version) or 160 - 230 HP for a Phaser or 6BT.

Grafting the 1210 body onto the 1310 chassis for explains a lot as I didn't think Inter made a 1210 4WD. I couldn't count the wheel nuts (6 or 8) which would have made it a bit easier, ............... instead of being series rivet counters us big boys can be wheel nut counters [bigwhistle]

Good luck with the rebuild.

Deano :)

[Lionelgee]

Hello All,

Part of today's activities involved more preparation for the engine transplant on Bluey. I took out the Ford V8 exhaust system and removed the LPG tank from the cargo area.

In the process of removing the exhaust pipes I encountered a thing of folklore. I remember during the early consumer affairs segments on TV during the 1970s, the commentators mentioned about banana peels in the differential and tin cans covering holes in the exhaust. When I loosened off one of Bluey's exhaust brackets at a junction, this strange material started to unwrap itself. It was the sides of an old tin can wrapped a couple of times around the exhaust pipe! I had never actually seen this done before.

The V8 system exited behind the rear wheels out the side of the van. From underneath Bluey I could see the remnants of the original layout that exited from under the back of the tray. The V8 system had been poorly supported and had eaten into the fibreglass side underneath the floor. When the Perkins gets fitted I will be going back to the original layout of the exhaust exiting out the rear of the vehicle.

With the gas tank gone there is so much more usable space in the cargo area of the van. The only thing left to do now is to remove the piping and electrical wire out of the van. I will be leaving the external filler hole until I get the time to fibreglass the hole over. In total four holes were cut through various layers of fiberglass to fit the pipe work of the LPG system. All these need to be covered over - sometime, a fair while after the rust repairs are done.

Kind regards
Lionel

[p38arover]

When I loosened off one of Bluey's exhaust brackets at a junction, this strange material started to unwrap itself. It was the sides of an old tin can wrapped a couple of times around the exhaust pipe! I had never actually seen this done before.

Obviously you weren't an impecunious apprentice in the Sixties! Don't forget the muffler bandage and muffler putty.

[donh54]

Obviously you weren't an impecunious apprentice in the Sixties! Don't forget the muffler bandage and muffler putty.

Ah yes! The toolbox I carried in the first 10 or so vehicles I owned, had an always-replenished stock of muffler putty and exhaust bandage, as well as a packet of PK chewing gum for fuel tank repair on the go. (Juicy Fruit never seemed to stick as well, for some reason)
And ground black pepper for radiator leaks!

[travelrover]

Hello All,

wheels were firmly on Bundaberg soil.

So a special thank you to Simon in NSW for inspecting Bluey. Also, a massive thank you to V8 Ian for your assistance in getting Bluey home.

Well that is it for now folks!

Kind regards
Lionel

Happy to help Lionel, good to see the project is underway! thanks again for the 'gift card', certainly put to good use!

Cheers - Simon

[JDNSW]

Obviously you weren't an impecunious apprentice in the Sixties! Don't forget the muffler bandage and muffler putty.

Not just impecunious apprentices - anyone who travelled away from the major cities had to be prepared to make makeshift repairs at least into the seventies. And then you have anyone who grew up before about the seventies was usually brought up to only replace it if you can't fix it.

[goingbush]

Lionel, if you hear about anyone with a Transfer Case for sale I'm looking for one.

Ideally a NP200 but 201 / 202 will work , I bought a basket case '52 PowerWagon missing a lot of parts including Transfer case.
Last resort I'll divorce an LT230 & use that but really prefer to restore it to original if at all possible.

[Lionelgee]

Lionel, if you hear about anyone with a Transfer Case for sale I'm looking for one.

Ideally a NP200 but 201 / 202 will work , I bought a basket case '52 PowerWagon missing a lot of parts including Transfer case.
Last resort I'll divorce an LT230 & use that but really prefer to restore it to original if at all possible.

Hello Going Bush,

Sorry I missed your reply and your request. I will make some enquires.... I will let you know how I go.

Kind regards
Lionel

[Lionelgee]

Lionel, if you hear about anyone with a Transfer Case for sale I'm looking for one.

Ideally a NP200 but 201 / 202 will work , I bought a basket case '52 PowerWagon missing a lot of parts including Transfer case.
Last resort I'll divorce an LT230 & use that but really prefer to restore it to original if at all possible.

Hello Going Bush,

There are a number of places that may have the New Process divorced transfer cases - the companies I know of to check are all interstate to you:

Prices Truck Parts in Dalby, Queensland Truck Wreckers - Truck & Tractor Parts & Wrecking (http://pricestruckparts.com.au) I was just there two weeks ago!
Trucking Supplies Wagga Wagga NSW Trucking Supplies (https://www.truckingsupplieswagga.com.au)
Cowra Truck Wreckers NSW Truck Wrecking | Truck Wrecker | Cowra Truck Wreckers (https://truckwreckers.com.au/truck-wrecking)

Kind regards
Lionel

[goingbush]

Hello Going Bush,

There are a number of places that may have the New Process divorced transfer cases - the companies I know of to check are all interstate to you:

Prices Truck Parts in Dalby, Queensland Truck Wreckers - Truck & Tractor Parts & Wrecking (http://pricestruckparts.com.au) I was just there two weeks ago!
Trucking Supplies Wagga Wagga NSW Trucking Supplies (https://www.truckingsupplieswagga.com.au)
Cowra Truck Wreckers NSW Truck Wrecking | Truck Wrecker | Cowra Truck Wreckers (https://truckwreckers.com.au/truck-wrecking)

Kind regards
Lionel

Thanks Lionel

I found one , & is enroute to me now . One in a million shot - Facebook is great if your searching for something.
Removed from ex Israeli Power Wagon , complete with mounting mounts, levers & a spare wheel.

https://scontent-syd2-1.xx.fbcdn.net/v/t1.15752-9/106353137_755071078635755_8666162193365850547_n.jp g?_nc_cat=104&_nc_sid=b96e70&_nc_ohc=BkNOQ6B2Ws8AX9Tm2lI&_nc_ht=scontent-syd2-1.xx&oh=18d548ea4dd1ff3932ca50c9bb264089&oe=5F31D59D

[Lionelgee]

Hello All,

After a diversion of some house renovations I have some time today to finish working on removing the van's upper cowl/plenum. Guess what I found?

That's right .... even more fibreglass patches hiding more rust. Plus, some big bare patches of rust all by itself, with no prior repairs attempted.

So today - after removing all the windscreen sealant, I used a wire brush on a drill to take the windscreen lip - where the spot welds are - down to bare metal. The person who was on the spot-welder at the International Trucks factory that day must have really enjoyed their work!

From extent of what rust I revealed to today I know for certain that I will have lots of welding experience under my belt by the time the rust repair jobs are done.

As a side note: for those with keen eyes, see if you can spot the green tree frog trying to remain inconspicuous in one of the photographs. They have lots of other mates lurking in different spots in the van too. At least the van provides good habitat for more things than rust and fibreglass stress cracks!

Well that is it for now... weee!

Kind regards
Lionel

[JDNSW]

From memory the bare cabs were made by Chrysler.

[Lionelgee]

Hello All,

My next stage on the van will be to weld some metal pipe between the windscreen pillars horizontally and have some cross braces coming off this, to support the cabin. Then I will separate the lower plenum from the fire wall. Then with the plenum removed I can decide how to approach the rust in the firewall itself.

The lower section of the body in this area has three layers: The bottom edges of the upper and lower plenums, the top edge of the firewall. These layers were all spot welded together at the same time. The worst layer for rust is the top of the firewall by far. There are also large rust holes that work their way from the bonnet brackets in the firewall that go across to the mudguards.

When the lower plenum comes off the metal pipe braces should be able to keep the cabin stable. The bracing will stay until new repairs have been completed on each of the three panels and they are welded back in their correct place.

After that I can cut a squared off hole in the cross brace where the lower radiator support mount should be. A previous owner attacked the area with a drill to make a 20 x 10 cm hole and they left it like that. I will have to butt weld a plate in before the radiator can be remounted. Then I can fix the rust in the cabin floor. There is extensive amounts of rust in the cabin floor.

Once this is done I can start putting the engine, clutch and gear box back in. Then I can sort out the auto electrics and get the engine started. From there I can fix the brakes so the van stops. Then I can tackle all the fibreglass issues that make up the majority of the van's cargo area. Weee

Kind regards
Lionel

[Don 130]

This bloke Fitzee who does these videos knows a thing or two about body repairs. I showed this one to a panel beater friend who then said he wished he'd known this process 20 years ago.
there are many of these videos by this bloke. Hope it helps. Your wagon looks good. I'm keen to see the progress.


Fitzee's Fabrications - YouTube (https://www.youtube.com/channel/UC6JPmJ_aicru8XPWr3EvJnw)

Butt welding sheet metal the easy way. - YouTube (https://youtu.be/_u31t13QO6A)

Don

[Lionelgee]

This bloke Fitzee who does these videos knows a thing or two about body repairs. I showed this one to a panel beater friend who then said he wished he'd known this process 20 years ago.
there are many of these videos by this bloke. Hope it helps. Your wagon looks good. I'm keen to see the progress.


Fitzee's Fabrications - YouTube (https://www.youtube.com/channel/UC6JPmJ_aicru8XPWr3EvJnw)

Butt welding sheet metal the easy way. - YouTube (https://youtu.be/_u31t13QO6A)

Don

Hello Don,

Yes, the enterprising Newfoundlander, Fitzee. I have been watching Fitzee on YouTube and keep reviewing the clips. Thank you for sending me the link to the clips Don.

I am also watching the Victorian-based StreetmachineTV - Carnage Garage's restoration of a Valiant Station-wagon and they actually trialled Fitee's butt welding technique after Scotty from the garage was given a tip from a mate. Accessed 28th October 2020 from Rustoleum Motospray Wagon - Part-2 (Carnage Plus EP52) - YouTube (https://www.youtube.com/watch?v=hSs1oODg9mg&t=1204s)

Kind regards
Lionel

[ramblingboy42]

the green tree frog appears to be a bit browned off by your intrusions

[goingbush]

Lionel, are you on Facebook , I'd be jumping onto the Dodge / Inter groups , they are the same cab , you should be able to replace that lot with a cab cut.

This is $500 on facebook marketplace now Melbourne , they come up often.

https://scontent-syd2-1.xx.fbcdn.net/v/t1.0-9/p720x720/118074554_2676894939216146_3046071871165152465_o.j pg?_nc_cat=109&ccb=2&_nc_sid=843cd7&_nc_ohc=ICQFMtxcvXYAX9xvHLG&_nc_ht=scontent-syd2-1.xx&tp=6&oh=d26a977ed786d0bd0acfa5ea3b826bc0&oe=5FBFAF08

https://scontent-syd2-1.xx.fbcdn.net/v/t1.0-9/p720x720/117706453_2676895079216132_6226368844115335389_o.j pg?_nc_cat=107&ccb=2&_nc_sid=843cd7&_nc_ohc=t7MICxzho1YAX9EkzmL&_nc_ht=scontent-syd2-1.xx&tp=6&oh=06b69a3ed53233fa43ed52cf9cbfa6bd&oe=5FBF2A53

[Lionelgee]

Lionel, are you on Facebook , I'd be jumping onto the Dodge / Inter groups , they are the same cab , you should be able to replace that lot with a cab cut.

This is $500 on facebook marketplace now Melbourne , they come up often.





Hello Going Bush,

Thank you for the post about the Dodge cab. I did not see that Facebook posting. However, Melbourne is a tad far away. I am going to have a bash at repairing what I have - or currently, parts thereof. Even Swiss cheese has some solid segments.

I just have to make the metal panels whole again. From hole to whole. Or there could come a point where the whole extent of the holes becomes too much; and I say, "holy hell - I have had enough of these rust holes".

Kind regards
Lionel