I was able to find a running gear that I modified to put the engine on. I have a few pictures on what I have been doing off and on between work and remodeling the house.



I took and modified a anhydrous running gear and then added another axle so it would carry the load better.


I have been working on this at a place other than my place. after cutting all the extra stuff off and getting it down to a weight I could handle, It was time to pull it home where I can finish it this winter. I pulled it with the service truck and was able to scoot along at about 25 MPH. Took me one and half hours to get home ,in all it went real well.

Hi 1951D2,
looking good and a lot of work goes into making such devices BUT, I would suggest that when run the engine needs to be fairly level and not high one end--unless it was uneven ground where you took the side on pic.
Some packing under the rear of the engine bed should get you there.
Best Regards,
Eddie B.

Well, Houston, we have a problem. My serial number book only lists 3 years for the 398, 66B 6498 engine. 1964 146 -
1966 1364 - 1373 Recheck your numbers again to make sure they are right. That is all I show for the 66B series. catskinner

I f you cannot blow it up it shows 66B 6498

edb, this picture is quite deceiving, it is not as un level as it appears.

this unit was stuck and I was not sure if it was going to be a runner with out tearing it down. I put a little torque on the front shaft and then went in to the inspection cover and put some pressure on the ring gear with a bar. To my surprise it popped loose with very little effort. I then pulled all the glow plugs and barred it over two revolutions and was satisfied that there was nothing that should be a problem with putting some air to it. I should explain that the previous owner had his guys put some diesel and penetrating oil, and loose juice in all the cylinders.

I got my big air compressor hooked up to it with only one tank that is in the photo. I just bumped it short bursts at a time to start with. It was raining black soot and what ever was all in the cylinders coming out of the glow plug holes. Guys think of a glow plug hole ,and a six and a quarter inch piston pushing this crap out of the hole. All I can say is it shoots a long way up in the air. I sure glad I didn't have anybody watching, there was sh.t everywhere. I can laugh now. after doing this for some time I decided to give it a whirl and see if I could get some smoke.

Now don't get excited with what you will see, but my neighbor came running over and wanted to know what was on fire. I can only imagine what was trying to burn inside the cylinders.



This was about five seconds after it started to fire up and lasted about twenty seconds

Some maxium AWESOME there. Video soon? good luck with ur projects.

Hi Team,
fairly normal for one of those cold beasts--albeit a bit more white due to the extra juice you mention.
These engines with air start, or other and not fitted with glow plugs are usually kept warm with jacket water heaters for a true black smoke start.

Great to hear you had success getting her to run--enjoy the moment--electric gen. sets that start and run at full rpm are rather exciting all the time praying that the governor will catch them--especially for a first start after rebuild--two people standing by with kill plates, one at each turbo inlet--air cleaner panels removed of course--

Ah the Memories of load testing and commissioning gen. sets.

The natural gas versions were a quiet running engine compared to the diesels.
Just as an aside the D399 and G399 engines had different firing orders and so had different camshafts.


Cheers,
Eddie B.

Hi Neil,
they did say but I now do not recall, maybe it was to do with balancing the draw on the inlet manifolds with gas carbies restricting the inlet mixture and or the firing order--which likely is not an issue for a Diesel.
A short life span of magneto's and spark plug servicing was the main bug bear of gas engines--especially some of the dirty/contaminated gas available in some land fill gas engine sites.
Sometimes we needed to alter the oil additive packages to suit some gas fields or even draw points on the same field--also had to play with valve seat angles to help overcome valve recession or buildup of contaminants if not enough valve seat angle--sometimes only needed to change a quarter or half a degree from the usual 22 degree (if I now recall correctly, too long ago now) used on most gas engines.
I stand to be corrected.

Cheers,
Eddie B.