DRW-FS J-Trucks ?'s

[jaber]

There are lots of guys that love the 6.5 T. I have always wanted one to play with, but funds are tight and just havent found one yet. I say go for it. I think a manual would better suit a haul truck though.

[AMGeneral]

Ya I wasn't sure every diesel fan I talked to didn't have a very good opinion of them.
Seem like the recurring statements were, They lacked power under heavy loads, Were kinda slow on get up and go and they had some issues with the electronic injection pump modules.

I think they kept calling it a "PMD" ? Which I'm told was best solved by switching to the mechanical system or relocating the PMD outside of the engine bay mounted to a heat sink call and FSD cooler ?
Then some mentioned there was issues with heads & blocks cracking ?

I know at the General, We used the GM-6.2 and 6.5-T's in hummer H1's as well as Humvee's we sold world wide.
They turbo and intake setup looks different, Maybe they weren't the same as GM trucks ?

Around '99 or '01 we switched to the "Optimizer-6500" which visually looked the same to me, But we got told its mechanically and structurally better. Some of the later or last run H1's got a Duramax diesel but the M-series stayed AMG-6500 powered. You should have seen the prototypes prior too production

Goofy looking thing an AMC 401, Than 2 others similar to the production model with a Cummins 4 banger and an Isuzu 6 popper. The GM-6.2/6.5 was more cost effective and had parts commonality with the CUCV's.

Well now that I have dated myself and am feeling old I should get back on topic sorry for the side track.

It was suggested to me if I wanted a DRW FSJ it would be best to build one, So I was looking at DRW pickups that I could use as is till I found a J-series to slide the DRW axles under.

Found these 2 GM 3500's I would most likely that older $1,200 truck its got rust, So I wouldn't be wasting a truck to build a truck.

I guess that sounds silly, Not wasting a truck to build a truck.
AM-G

[Stuka]

I have always been a much bigger fan of the Ford/Navistar 7.3. It has a lot more power and power potential.

The 6.5 seams to be decently reliable as far as engine internals go. But I know our HMMWV's were gutless pigs. Although they ran reliably enough.


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[AMGeneral]

I haven't driven anything with a 6.5/6500 diesel, I drove things with Cummins, Mack, IHC, and Isuzu brand diesels most were I-6 turbo diesels, Few V8s but NOT many of them.

I tired to avoid Detroit/GM and Caterpillar diesels for the most part, Cat's were always to pricey to repair and maintain, And Detroit's always seemed doggy and leaked a lot of oil.

The drivetrain wouldn't be going into the J-DRW project I would only be using the axles for the dually conversion. I just figured buy a beater I could use until it expired and than cut it up.

AM-G

[jpcoutts]

I just saw this topic, not sure how I missed it other than not checking here very often. I hated to part with the red dually seen in the previous post and my sig (Guess I need to change it now) but it went to a good home. I still have the white one and it still looks about like it didi in the picture. I have plans for it but little time. Thanks to Elliott for all of his work gathering info on the J truck duallys. It's a real experince driving a truck that weighs that much and will move itself up a steep hill in high gear!

[AMGeneral]

I liked the RED truck very much ! The white one was nice but I think it had SRW rims on the rear which is what kinda side tracked my interest of it.

I like 6 and 10 tire'd trucks I have owned a few of almost every brand in the past from a 1ton to a tandem axle diesel semi truck. There are 3 I haven't owned yet a dodge of any kind, an IHC non commercial, and a Jeep J-DRW.

FSJ-DRW dreaming
AM-G

[jpcoutts]

I found the correct bud wheels to complete my set of six to run on the truck and even have an extra for a spare. I gave one to the new owner of the red truck but he forgot to load it when he left with the truck. I'll have to get it to him somehow!

[AMGeneral]

Cool I love to see some current photos of the truck now

AM-G

[jpcoutts]

I still don't have the wheels mounted. I got a little sidetracked with the red truck. Anyone interested in a converion to DRW while keeping Jeep parts could use a set of axles from an M715. They have the same six bolt lug pattern (but different wheels) and same track width as the Jtruck duallys. The front M715 axle is a beefy Dana 60. I looked at the interchangeability of the axles when I realized that parts availability for them is far superior than for my civilian truck. You can get anything you need for an M715 but I've not found much for the axles/brakes on my truck. The only real difference I've found in the dually vs. srw Jtrucks othe than the axles is the springs, the dually has massive spring packs in the rear and more leaves on the front.

[AMGeneral]

Oh I thought the M715 had a D70/D70 combo ?

The AM715/720's = AMC-258 I6, T18 4spd, D20, with D44/D60 combo. '71-'78
The a1's = AMC-360 2bbl V8, T18, D20, with D60/D60 combo. '79-'81
The a2's = Isuzu 5.7 NA I6, Spicer 5spd, NP-Tcase, with D70/D70 combo. '81-'83

They majority of them got re-manufactured in '87 and '89 to a2 specs with the turbo charged version of the NA diesel. I have injection pump/injectors/Manifolds/turbo's swapped onto the NA engines they're a bit more snotty this way

I started at AM General 9/71 so I missed the whole Kaiser GEP era where the '67-'69 M715 were built.
AM-G

[mud89]

The power actually isn't that bad. My 230 is pretty peppy with the 2bbl and 4.27 gears. And I've got a good 1,000lbs of wrecker in the back with all my recovery gear added in.

The duallys also have 5.89 gears. So pulling a big load isn't an issue. Pulling a big load at a decent speed is though. Brakes, huge drums. Nothing wrong with them and they will stop the truck just fine, but not at todays speeds. These trucks weren't made to do 65+ loaded.

A 327 or 350 powered DRW would have more than enough power. Not sure what the axle ratio was with the V8's. Probably 4.88.

Yes 4.88
The ratio of the duallies with a 6 in line was also 4.88, but unlike the V8s , 5.87 was also available as an option

[AMGeneral]

5.87s ? ! ? ! ? Holy hanna, thing oughta have a 16,000lb GVWR ! May as well be a single axle deuce . . .

AM-G

[Stuka]

5.87s ? ! ? ! ? Holy hanna, thing oughta have a 16,000lb GVWR ! May as well be a single axle deuce . . .

AM-G

It may have an issue or two stopping that much weight

[AMGeneral]

Any 1ton needed that kind of gear has GOING issues gear that low you would have to speed up to stop =))
AM-G

[mud89]

Not geared for highway for sure , but when your big truck has only a low compression 4cyl or 6cyl engine..
I think that the nice red one which was sold by jpcoutts got low gears

[AMGeneral]

Aren't they all low compression ? 8.5:1 on down to me is low compression. High compression gasser to me is10.5-12.5:1 . . . 16-18:1 is a low compression diesel and 21-23:1 is a high compression diesel.

Most turbo diesels are about 17.5:1 and non turbo diesel are about 22.5:1.
But you can turbo charge a non-turbo diesel

AM-G

[mud89]

Yes with a few exceptions, IIRC the super wagoneer got an high compression 327 rated at 270hp
Very few civilian FSJs got a diesel and as far as i know only oversea

[AMGeneral]

There were 2 car AMC-327s the 2bbl and the 4bbl, The 2bbl had 8.7:1 and the 4bbl had 9.7:1 at least in AMC marlins and Ramblers anyway. I have no idea what the FSJ's got for a setup.

I know the 304/360/401 got something like 8.3-8.5:1 in the Jeeps, and 9.0:1 with 10:1 optional in the AMX ans Javelins anyway.

AM-G

[Stuka]

There were 2 car AMC-327s the 2bbl and the 4bbl, The 2bbl had 8.7:1 and the 4bbl had 9.7:1 at least in AMC marlins and Ramblers anyway. I have no idea what the FSJ's got for a setup.

I know the 304/360/401 got something like 8.3-8.5:1 in the Jeeps, and 9.0:1 with 10:1 optional in the AMX ans Javelins anyway.

AM-G

Pretty sure Jeeps were 2v only with the 327. The 4v intakes are pretty rare.

[AMGeneral]

I assumed this 270hp 327 Super-FSJ was the 327 4bbl or 4v unit ?
For some reason its stuck in my head the 270hp AMC-327 was the 4 barrel.

AMC-327:
The AMC 327 V8 debuted in the 1957 Rambler Rebel, an early "muscle car"
Engine bay of a 1963 AMC Ambassador with a 327 V8 4-barrel

The Nash/AMC 327 was similar to the 287, but displaced 327 cu in (5.4 L) due to the bore increase to 4.0 inches (102 mm). Unlike the 250, the 327 was available with hydraulic valve lifters. Contrary to a popular myth, the AMC V8 was not built by Chevrolet, whose own 327 V8 is much more famous. The AMC 327 was introduced five years before the Chevrolet 327 ever hit the market.

The AMC 327 engine debuted in a special edition Rambler Rebel of which 1,500 were made. They were an early American "muscle car". All Rebels had silver paint with a gold-anodized "spear" on each side. The 327 was not available in any other Rambler models in 1957 other than the Special Edition Rebel. The Rebel's engine differed from the 327s installed in the 1957 Nash Ambassador and Hudson Hornet models in that it used mechanical valve lifters and a higher compression ratio. Since both engines were rated at 255 hp (190 kW; 259 PS), it is probable that the Rebel's was underrated.

The legacy Nash Ambassador and Hudson Hornet "Special" models were dropped after 1957, replaced by standard "Rambler" wheelbase models with the 327 V8 instead of the 250 V8. When the big Nash and Hudson cars were dropped after 1957, they were replaced by the 1958 "Ambassador by Rambler"—a stretched Rebel (Rambler V8) with the 327 V8 instead of the 250 engine. The 327 was exclusive to the Ambassador line and could not be ordered in a Rebel or Classic through 1964. For 1965 and 1966, the 287 and 327 were both available in the Classic or Ambassador.

The 327, in two barrel form only, was sold to Kaiser-Jeep from 1965 to 1967 for use in the Jeep Wagoneer SUV and Gladiator pick-up truck. Jeep named it the "Vigilante" V8. Kaiser-Jeep switched to the Buick 350 in 1967 after AMC discontinued the 327. The Buick V8 engine option continued through 1971 after which Jeeps returned to AMC V8 engines, American Motors having purchased Jeep from Kaiser in 1970.

There were low- and high-compression versions of the 327 starting in 1960. Prior to 1960 all 327s were high compression. All low compression models used a 2-barrel carburetor and all high-compression models received a 4-barrel carb. "Low" compression was 8.7:1, high 9.7:1, effected by cast combustion chamber volume.

The 327 was also offered as a marine engine by Gray Marine.

Electronic fuel injection:
The AMC 327 was to be the first commercial electronic fuel injected (EFI) Electrojector production engine.[3] Press reports about the Bendix developed system in December 1956 were followed in March 1957 by an AMC price bulletin offering the EFI option on the Rambler Rebel for US$395, but due to supplier difficulties, fuel-injected Rebels would only be available after June 15.[4] Teething problems with the Electrojector unit meant that only a few engineering and press cars were built, estimated to be no more than six units. At least two pre-production Rebels with EFI, however, are known to have been built. One was sent to Daytona Beach, Florida for "Speed Week" (the forerunner of today's Daytona 500). It was the second fastest car on the beach, bested only by a 1957 Chevrolet Corvette with mechanical fuel injection, and only by a couple tenths of a second.[5]

The EFI 327 was rated at 288 hp (215 kW; 292 PS) and the regular 4-barrel carbureted model at 255 hp (190 kW; 259 PS).[6] The EFI system in the Rebel was a far more-advanced setup than the mechanical types then appearing on the market and the engines ran fine in warm weather, but suffered hard starting in cooler temperatures. All the EFI cars were reportedly converted to 4-barrel carb before being sold; none are known to have existed outside the engineering department at AMC. The main problem was that vacuum tube and early transistor electronics just could not keep up with the demands of "on the fly" engine controls. This setup was utilised by Chrysler for the 1958 model year on its Dodge, Chrysler, Plymouth, and DeSoto carlines. It too failed, having the same issues as described previously.

Ironically, Bendix licensed patents based on their 1950s design (patent dated 1960) to Bosch, who perfected it as the basis for their D-Jetronic, et seq. injections system, first used in 1967.

AM-G