Hey everyone, apologies in advance, I've tried using the search tool prior to creating this post but have not found what I'm looking for. I am in the very early planning stages of a late 60's - early 70's International Loadstar CO build. I have not yet collected ANY parts, not even a cab. I was hoping that someone could point me in the direction of a ch***is that has factory IFS, disc brakes and 10 lug hubs. I am thinking that a motorhome ch***is might be my best bet? My intentions are to mount the diesel engine (***mins or Duramax) and automatic transmission behind the cab for multiple reasons (I'll get to that later). I would like to bag the IFS to lay the cab on the ground. If I'm not mistaken, some motorhomes used the same IFS as a C30 squarebody for which there are bag kits readily available. If I'm not mistaken, I think these same motorhome ch***is's utilize factory disc brakes, 10 lug hubs and a steering setup that would help with the swap? I read that track width could be an issue, but couldn't this be easily rectified by welding/bolting in different width cross members? If I'm on the right track with the motorhome ch***is, will 10lug alcoas bolt right up? I'd like to avoid adapters if possible. Or perhaps there are modern diesel pusher motorhomes that already have air ride. If i found a good deal on one that had a totaled coach, perhaps i could utlize the drive train by moving the engine/trans to behind the cab and flipping the rear axle? As for the rear of the truck, I'm undecided. The ramp truck idea could be useful, but is kinda played out? I'm thinking bare ch***is rails, polished fuel tanks, 5th wheel and gooseneck hitch. If you're familiar with the blue/white build that was in the Hotwheels contest, similar but in patina and diesel rather than BBC. Any thoughts, opinions, or link to another thread is greatly appreciated!
Here is a link to a build that, although different from what you have in mind, should give you some pointers on a motorhome ch***is and how a medium duty cab fits on it. www.youtube.com/watch?v=iRAXOQN-OWw&list=PL07G9wgnRn2kTWbIjxKo9RH51Z37eRXti IIRC those loadstars had a bit more narrow cab (than Ford and Chev tilt cabs) with wider fenders, it might be possible to narrow the fenders to match the motorhome track width BTW nearly 50 years ago, part of my living was made driving a late 60s loadstar COE, 345 w/5 and 2
Thank you Steve! I will check it out. Yeah, not really useful to me but still cool. That's pretty cool that you used to drive one for a living. What would you say was your biggest gripe or dislike about the vehicle?
I've never watched all of this guy's videos, but if you sort through them, you might get more tips and ideas.
Have my eye on a 1999 Foretravel motorhome. It's 3-1/2 hours away so, I haven't looked at it yet. My early research shows that these were top of the line diesel pusher motorhomes. Here is a list of things that i believe it's equipped with that may be pertinent to my COE build. 350hp 8.3L ***mins (possibly with exhaust brake) hopefully these can be custom tuned? 6 speed Allison transmission with a retarder 4.63 axle ratio (probably lower than what I'm gonna want) Electronic cruise control 4 corner air disc brakes with abs 6) Alcoa polished aluminum 22.5 wheels 8 bag, computerized air ride suspension front and rear (2 bags per corner mounted outside of frame rail) Tilt and telescoping steering column in front of the front axle 10kw diesel generator (won't go on truck but, cool to have) I think this may be a good fit! The biggest drawback is I'm thinking that having it towed is gonna be pricey!! I think it's probably gonna be too tall, long and heavy to haul on my deckover gooseneck trailer. Found a couple of cabs too. Getting excited!
What's that pusher engine going to need to be mounted mid-frame, behind the COE cab? Is it essentially a transaxle today so you'll need to source a transmission and rear end?
I think I read somewhere that the rear axle is flipped for the pusher application. I'm hoping that I'll be able to easily flip it for my mid engine application and still be able to use the air ride suspension etc. I would actually prefer to use a 5.9l ***mins as it is MUCH lighter than the 8.3l & 3000 series Allison. I have some vacation time that I have to use or lose, so I'm gonna take a day or 2 to go see it and maybe get it running and roadworthy
Well, I'm not having much luck finding a motorhome with a 5.9l ***mins and air ride IFS. So, I've started down a completely different rabbit hole and considering building a custom 2x4 ch***is utilizing mandrel bent tubing from Cornfield Customs or perhaps a home-built Z'd 2x4 (maybe even 2x6) ch***is. Does anyone know who makes a forward facing rack and pinion for a COE application? Scott's Hot Rods is the only one that I have found that mentions one specifically but, doesn't say who their vendor is.
have you got the body ? Do you have a preference as far as manufacture ? What is yer planned use for truck ? text me if your so inclined : 602-617-3559 Bob aka - verde742
Normally, I would say something like "Are you out of your freakin mind? What century do you plan on driving this thing?". However, with your full custom suspension goals, building it yourself might be the only way. I would imagine that in a lighter duty application most popular stock ch***is/suspension setups would have off the shelf parts available for full air ride. I suspect this might be less true in the heavier truck applications. How about something in between? Maybe a Chevy 3500 dually? Are the fronts on those IFS that could easily be air bagged? Then build your 4 link in the rear? Still a metric **** ton of work, but FAR less than your own custom frame from scratch.
I believe I have settled on a 01-10 C3500 dually as a donor ch***is. I love the Duramax & Allison and it appears that there are multiple companies that make longer upper and lower control arms to get me the added track width for the 95" wide body. Also lots of existing air ride suspension kits and components for these vehicles.
OK so, the plan is a custom HD ch***is, Zee'd front and rear using 3/16" wall 2x6 or 2x8 or perhaps 1/4" wall 2x4 rectangular tubing. Graft the front ifs frame section of aforementioned donor 01-10 C3500hd. In the rear behind the Z, I'm undecided on which 4 link setup I want to use. I want this truck to be fully capable of towing heavy, yet still ride nice when not towing. I am kicking around the idea of using 4 bags in the rear. I have seen that some of the HD setups like big trucks, medium duty trucks, motorhomes and some of the Kelderman setups use 4 bags per axle. I'm thinking 4 bags might be smoother than 2. Perhaps utilizing 2 when empty, 4 when loaded down? Anyone have opinions on the use of 4 bags on one rear axle vs. 2? With 4 bags, one bag would be in front of and another behind the axle. Should I use a parallel 4 link with a wishbone or triangulated 4 link? With 4 bags, should I use convoluted bags or tapered sleeve? I have sourced a heavy duty axle truss with 3/8" plate steel on top to mount top links to. I have also sourced 2" x 1/4" wall link bars in either dom round or square tubing. All brackets will likely be 1/4" thick. There's also the question of bushings vs. heavy duty (1-1/8" or 1-1/4") heim joints. Thoughts and opinions welcome
JMHOs You'll regret Heim joints! Way to harsh, short lived and noisy for anything but a race car. (bushings deaden the road noise that wants to travel up the links from the axle to the ch***is) 4 bag axles are used when 2 bags won't support the weight, not for a better ride. Best ride is when you use a leveling valve, no mater how much or how little weight you are carrying, the bags are inflated to just the right pressure.
What I was getting at with the possibility of using a 4 bag setup is, 2 small bags might give me a nice smooth ride empty and open the valves to the other 2 (also small) bags when hauling to get the extra weight capacity vs. 2 large bags. Doing something different than everyone else is a plus as well
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