2011 at the Hammond Barn

[Bob Carriere]

David....pretty sure it was a clearly stamped Y but will check agin this weekend....... along with the casting numbers......

Phil ....thanks for the tip......

The engine is exceptionally complete ..... will be adding lube to the cylinders maybe even drop the old engine oil and replace with some cheap 10W30 for now....... it certainly has potential.....and it would be nice to just to start it....nice cold wet weather project.

Bob

[RHClarke]

Since I am at the barn, I looked at the engine being discussed. Bob is correct about the stamped serial no. It starts with a very clearly stamped "Y".

The casting no is 3692713 with the no 1 below the 7 in the casting no. Above the numbers are the letters GM followed by a circle with a square inside of it.

Camera on the blackberry isn't working...

[RHClarke]

1950-52 235

[David_Hayward (RIP)]

Yes, it's a 1950-52 Jobmaster Six 235 Truck engine. Have you got the casting date code please? We can then identify which year it is. I can then add a new prefix to my database collection!

[Phil Waterman]

Hi All

I need my memory updated, was 1950-52 Jobmaster Six 235 Truck engine a dipper or a pressure lube crank? Next question did they make the change from dipper to pressure crank at the same time in US and Canada?

Pretty sure that it is a bypass filter system but is it like the later 235s that can be converted to full flow filter system.

Cheers Phil

[RHClarke]

The weatherman was calling for the building of arks. Fortunately for the Ottawa area, the storm front split east and west of us, drenching Montreal and keeping Kingston damp.

Bob, Grant and I took advantage of the fair weather to further our projects. Bob continued work on the world's strongest rolling engine stand. Grant pulled his transfer case to check it out, and I played with the prototype HUP.

While all of this was going on, we were surprised to see Clive standing by. The aim of his surprise visit was to put some of his rolling stock to bed for the winter. After sorting out his shelter, it was loaded up and sealed enough to keep the coming snow outside. Clive then showed off some his recent publications (see more at: http://www.servicepub.com/) including one on the Churchill tank. This got Bob's attention as earlier on in his youth, Bob was instrumental in saving one of two Churchill bridge layers, one of which is on display at the Canadian War Museum. We all donned our helmets and listened to a "war story" that should be written down sometime in the future.

Following Clive's departure, we all got back at what we do best - pulling things apart and rebuilding them (sometimes more than a few times). I removed the sliding hatch guide rails from the prototype roof. It turns out that roof is in rougher shape than I had originally thought. The leading edge of the roof, most of where the rain gutter meets the roof line and all of the areas under the sliding hatches guide rails will have to be replaced.

Bob suggested that the front edge metal of the roof should be replaced with a better version from one of the many roofs we have at the barn. The discussion turned to where to cut and the best area to reweld. When it came time to compare the roof lines it was discovered that the production model HUP roof leading edge was stamped, whereas the prototype roof was hand formed and welded. The profiles are quite different - the production model is rounded and somewhat taller. The prototype roof leading edge is flatter, and has a visible sharp line where the roof metal was cut and welded.

A new plan was devised. I will save as much of the original roof as possible and weld in patches where needed. Fortunately, the welded side ends of the leading edge of the roof are in good shape. Other areas were not so lucky - see follow on photos.
I know what I will be doing this winter.


Photos:
1 - The boys spend some time waxing eloquent over the 235.
2 - Bob: "We need more steel". Grant: "We need more attachment points". The stand is now escape-proof.
3 - Prototype HUP front roof hatch damage.
4 - Prototype roof showing rust damage that occured under the tar that was slathered on the rail guides.
5 - More damage near the large rear hatch.

[Bob Carriere]

Starting with Phil

Yes the "hat" section that reinforces the cab 11 runs left to right just ahead of the head pads......

Not sure exactly when the "splash" oiling ended on the 216 and 235...... maybe David can sort this one out........

David..... here are some numbers from the mystery engine

Starting form the top... on the dizzy side.... between 3rd and 4th cyl. are small 1/4 inch numbers.......22
909 ....... directly beneath the 22.

On the head....outside the valve cover..... near mid section near carburator

...........................3835909

inside the valve cover......GM 11 and C 16 4

............... which I translate to March 16 1954 or is it 44

Confirm serial no. Y 24340


Block.... below dizzy... behind draft tube..... 3692713
1 below the seven.

I could not find any similar Alpha numerical casting number on the block....?

I did find a large GM with a one inch circle and 1/2 inch square inside.


Phil..... I forgot to remove thelifter covewr to see if I could find another number...maybe that is where the casting date is.....

I poured acetone/ATF into the cyl. and the engine turns ....but only about 200 degrees..... then it is stuck....... we truned it back wards agains and turned it back to the stuck ocation again using the starter....

So there is hope....... is it a rust ridge in one cyl. or a broken rod with a piston lodged half way up a cylinder..... owner tell me engine ran when removed from the truck....... sounds like a winter project by the "lucifer" with the engine on a swivel engine stand.

Thanks everyone.

Bob C.