Streamline Travel Home
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Here is where the pictures of my new (to me) motorhome are on the website.......
Pictures
When I bought my Travel Home, it came without a parking brake. I suspect that the brake was probably removed sometime prior to 1983, when someone changed out the engine and transmission for a 460 and a C6. The rear end is a Timkin C5JZ 4005 B, and it looks like maybe the brake was attached here. Can any of you other owners advise where your parking brake is attached ?
Hi Tom,
Same here - someone swapped in a 460, C6, and changed the rear diff. I am told it it a Ford.
No parking brakes - cable housings empty, handle/pedal missing. I have replaced one of the housings and cables, one to go. Wrecking yard to find an actuator handle.
Warning: my brakes are not original. The booster under the dash is abandoned and the brake pedal goes thru the floor to a SINGLE master cylinder. Booster is off to the side. I had a near accident when I blew a rear tire, somehow had a brake fire (fire first I think, causing a blowout) causing the wheel cylinder to leak so much I couldn't get any brake pedal. I was able to coast to a stop.
BTW, check out your wheels. I have 6 lug, 16.5" super singles in front, 8 lug 16" duals in rear. I am trying now to change the fronts to 8 lug. I don't know if this is possible.
-Al.
Tom,
Another thought: do you have the actuator mechanism (handle)? I don't, but a mechanic I use eyeballed the situation and said no sweat to get all parts from junkyard next door.
I am seeking a handle type that flips up to operate, with a knob on the end to adjust the cable-saves crawling underneath. These are found on Step Vans, delivery vans, etc. Catch a UPS guy on a break and eyeball their set up.
If you have the actuator, you can get all the other parts from a brake supply house. I installed new housings from the backing plates forward about 6 ft. You will need a housing from the actuator to a convenient place such as rear of the tranny. Route and attach all housings. Ways to connect all the cables vary-I have seen a triangular plate used. Also, a curved metal part with a hole, sort of like a wire rope thimble, use an eyebolt for main cable adjustment.
-Al, long winded today.
Al,
I have the parking brake handle, which sits on the floor against the wall next to the drivers seat, but that is all I have. No cables, or actual brake. I suspect that it was a drum brake that was attached to the rear end, and worked on the drive shaft, but don't know for sure. Maybe there was one bolted on the original transmission, but there is no provision for such on the current transmission. The rear end does have what looks to be arms for holding a drum brake however. Where is your actual brake located?
I talked to Ford, and the Timkin number is a Ford Industrial rear end, but they are coming up short on any brake that bolts to it. I am now thinking of taking pictures to show them.
I have just refinished redoing all of the regular brakes. I had all of the brake shoes relined, and put on all new wheel cylinders. That is because I had leaks in the old ones.
I do not have dual tires on the rear like you and Mike do. I put new 1200 X 16.5 radial tires on all four wheels for the trip back from Yuma, Az to Houston. The wheels are the original big 5 lug wheels. I know that I will need to replace them now that I have radials, but for now, this is just "on the list".
Tom,
The only parking brakes I have will be the service brakes, cable actuated. I have no evidence of a driveshaft/trans brake. If I did, I would likely not rely on it-I've never seen one that worked right, or reliably.
I am working on getting the cables from the service brakes run to a handle gizmo. On mine, there are levers attached to the brake shoes (rear, I think). There is a hole in the backing plate where the flexible housing and cable feed through, and a bead on the cable end that hooks on the lever. Same as on an ordinary auto/pickup arrangement.
You might be missing the levers, but there ought to be a place for the cable. I am unfamiliar with the Timken, but I suspect a local brake parts supplier can set you up with all the parts - they have to be pretty standard.
Re: tires. Interesting. Confirmation that the original set up was "super single" tires, a Firestone invention. I still have them on the front only. The spare is an ancient Firestone 12.50x16.5 nylon tire, marked "super single".
What load range tire did you put on? Curious as to brand too, since you are in hot country. Have you weighed your coach yet? Mike? I'm chicken 
-Al.
Al,
I'm going to check the parking brake out further. I have been going on the assumption that it worked on the driveshaft as truck parking brakes do, but maybe it didn't. I will have a look tomorrow.
Re tires... I guess that you haven't looked at the Travel Home brochure on this site at http://208.109.117.138/Streamline/Brochures/1965TH/1965TH.html , or the original price list either at http://208.109.117.138/Streamline/Brochures/1965TH/Price.html . From these you can see that yes, the original spare that you have is indeed an original. I would have liked a higher load range rated tire than what I put on the unit, but all I could get in Yuma, Az. at the time was load range "D". They are adequate, but I would have liked a little more "insurance". As you can see from the brochure, the original dry weight was 9,500 lbs. I'm sure that mine has gone up a bit higher with the various add-ons, but it is still pretty light.
At this point, I am trying to get the Travel Home mechanically fit. So far, I have done the brake work that I mentioned, and am having the motor rebuilt. I also had to have the steering dampener and power steering pump rebuilt to fix leaks. And, one of the gas tanks had to be dropped and cleaned to get rid of an unidentified residue in the tank. The radiator also had to be recored. The parking brake remains, as do the windows, so as to preclude any leaks, and I will have to do something about the wheels.
Inside, I have the seats and sofa/beds out being reupholstered, and all of the curtains being redone. Years of sitting in the Arizona sun did them all in, and they suffer from dry rot. The rug will also have to be replaced if for no other reason than to do away with the existing color.
Going into this deal I knew that I was looking at a lot more than the original purchase price, and it has turned out as I expected. I should end up with a classic motorhome when I am finished that is good for years however.
Al,
I looked, and the parking brake does not operate off of the service brakes on my unit. It is a different rear end than yours I guess. It certainly looks as though the drum for the driveshaft brake is meant to bolt onto the rear end. I may have to get everything put back together, and then drive it over to the Ford truck dealer, or a brake shop.
Tom,
Mysteries are fun! The mechanical work sounds normal for any vehicle 35 years old.
I did find the brochure last night - very illuminating. (and a good excuse to get an inexpensive color printer).
As I was reading the specs I was comparing to mine. That explains the power steering, and the non-factory brake booster.
The weight is reassuring. I too felt the coach was fairly light. That they felt there was enough capacity with the original tires is reassuring. Guess I'll save that old Firestone for posterity
Where is your propane tank? On mine it is where the left gas tank was (filler cap etc remains.)
There is a 50 gal. tank aft of the the diff between the frame rails.
I have the 5.0 Kw generator and the Mark IV air conditioner. The AC is dead and surely uses R-12. I haven't checked into it yet but am considering removing the pump and installing another alternator to handle the house batts without the interface problems of running vehicle and coach batts off same alternator.
Al,
With the light weight, it also explains why the 460 is a whole lot of engine too. Even in bad shape, my engine had a lot of power coming back from Yuma to Houston.
I have two propane tanks. My unit is the rear porch model, and they are uprights on the right side of the porch. The generator is on the left side of the porch. I have two 30 gal. gas tanks, one on each side. There are two A/C units. They blow air, but I don't know about cooling (or heating) yet. Also, I don't know if the generator is working or not.
I haven't thought out my eventual electrical setup yet, but it will include solar.
You probably haven't seen the pictures of my unit yet either. I will send you a list of the .jpg's by separate e-mail.
Sorry I missed this thread. My motor home has the original parking brake attached to the back of the transmission. The handle is on the floor next to the drivers side window. I can take pictures if that will help at this late date.
Mike
I will weigh my rig sometime next week I have been having fun with some other small things. Overhauled the engine changing the 330 block to 390 retained the 330 heads. Replaced the refrigerator. Had new boot sewen on the awning. Removed watertanks (have pictures) and replaced drain valves. Boy this is fun.
Mike
I think I have ford service manuals that show the operation and components of this parking brake. I will check into it and post copies if I find them.
Mike
Gents,
From the perspective of one who has had his coach brakes fail completely and nearly required a change of shorts:
There is a difference between a "parking brake" and an "emergency brake". I suspect all too often we tend to use the terms interchangeably, but I suggest that there are some very significant differences:
Parking brake: for parking. The drum/band device at the rear of the transmission is great for this. It can be left on, won't warp hot drums, is not likely to stick.
Emergency brake: IMO, a way of applying the service brakes mechanically.
I would be concerned that the trans mount Parking Brake simply does not have enough friction area to serve as a reasonably useful Emergency Brake.
Imagine going, say, 35mph or so, stabbing the foot brake and having it go to the floor. Jam the trans into Low, pull on the Parking Brake. How long would it take to stop?
Any comments on this train of thought?
-Al, working on Emergency Brake.
Al,
It looks like I am probably looking at a drum brake for the driveshaft, and likely one that bolts on to the rear end. My unit does not have the levers, etc. required to operate the service brakes mechanically. To install them would involve a major change out. Big trucks use the transmission mounted drum brake on the drive shaft, but the C6 transmission on my unit does not have provision for bolting on a parking brake. Therefore, this will not work without a new transmission, or at least a new transmission housing. It does look like there is provision for a drum brake to attach to the rear end though, and once the motor is back in the unit, I plan to take it to Ford to see what can be done. Right now, they say that they are not aware of any brake that would bolt on to the rear end, although it is a Timkin rear end used by Ford.
I e-mailed the son of the previous owner with a question as to where the orignal parking brake might have been mounted, and he thought that likely it was on the original transmission. He did suggest a "Mico" hydraulic brake, but I don't much like the suggestion. You would be using the same hydraulic system, and the same service brakes. If one system failed, then both probably would.
I don't know how long this would take to stop the unit, but if the large trucks use such a system, then I would think that it would work for me. Bear in mind that I don't seem to have any other choice right now, and that I do need a parking brake to get past the safety inspection so as to license the unit.
The good news is that the rebuilt motor should be back next monday, so we are making progress towards getting my unit back in service. The delay has been that this particular 460 is not exactly stock. The cylinders have been overbored, and the camshaft is not the regular one, meaning parts have been a little hard to find. (I thought it had a lot of power - now I know why!)
Well, I surely understand your postion. I just wanted to advance my thought, somehwhat biased because my rear end has provision for emer. brakes, and my prior poor experience with the trans mounted brakes.
I admit I am in over my head here. I do see delivery vans etc use the parking brake - they "bounce" if not completely stopped before application.
Before going to extremes to resurrect the Ford original, I might suggest checking into the cost and perhaps trying to find some kind of van, truck, etc and attempt to determine the brakes efficacy as an Emergency Brake.
If difficult to find the parts, I'd go for the Disc Parking brake. I'll try to hunt up the information I found on that.
My only experience with larger trucks is with semis - in emergency you dump the air and that locks up the brakes.
Ditto on the hydraulic lock - I have one as a parking brake, but it doesn't work unless you can pressurize the system.
Glad to hear your engine is coming along. I agree about the power - my 460 (or unknown vintage) is sure zippy. Keeps up with anyone.
Brakes, tires, then down the road....
-Al.
Tom
One of the Diesel training instructors where I work and I are trying to see if we can retrofit a Band brake to a C6 transmission. It appears to be an interesting project. This may take a little time but I will let you know if we have any success.
Mike
I found out what the brackets on my differential are for. That is where the old Lawrence Gear Reduction box was bolted on. Bad Idea. It went south somewhere along the line and was removed. Apparently the differential moves some, and that is probably what did it in.
I am now talking with Gear Vendors about an overdrive transmission. They have a parking brake that bolts on to it.
I was looking around on the brake topic, and it came to me that one could easily build up their own driveshaft disc brake.
Bracket: rear disc brake conversions use a simple steel bracket that attaches where the old backing plate did. Easy to fabricate. Would attach to studs/bolt on diff case.
Caliper: Pick one of your choice, common, cheap. Some (cadillac?) have levers for e-brake actuation.
Actuation: with a lever, rig up a cable to existing handle assy. If no lever, use a master cylinder. Mount cylinder at rear, make cable acutated lever. I'd consider mounting the cylinder up front where its easy to get to, perhaps directly actuated by handle, or with a lever and cable.
Disc: The only hard part. The parking brake units seem to attach the disc to the yoke somehow, but I am not clear on this. See:
http://www.ecihotrodbrakes.com/mechanical_parking_brake_system.html
A machine shop should easily be able to make the needed holes. Some disc applications are just the disc, not the whole hub.
It looks like maybe the disc mounts on the same bolts as secure the bearing caps. If so, the machinist should be able to make these holes easily with the yoke in hand.
Hmmm...that would mean getting the yoke off. I don't know about that. Yokes are not expensive, maybe just get a new one for the new disc.
OTOH, time may be money, and the $325 they want is not too bad if it would fit. Have to think about this myself.
-Al.
Ford made a C6 transmission for some of their trucks that used a band brake. It used a different output shaft and tail housing. Also mounting brackets etc will be needed. A driveshaft shop could then easily modify the drive shaft. I am currently looking for a "time & labor" guide with a picture breakdown including part numbers. There is an auto wreckers not to far from here that specializes in trucks called Walt & Verns. When I can get away I will go out there and rummage around. It would be nice to find a complete unit in tact.
Mike,
Actually, that brake for the C6 can still be bought new from a Ford Truck dealer. They are proud of it however - $1279.00
Tom
Lakewood transmission Tacoma WA has some recon units C6 with band brakes for $433.00
their # is 253-588-5000
Mike
Thanks Mike,
That is good information. I have decided to get the coach mobile before I finally decide what to do about the parking brake. I seem to also have the choice of installing one together with an overdrive, but it is a lot of money.
I put a note on the window thread about my success with the channel felt.
I found that I needed a new harmonic balancer and located it on a dealer site on which you could search for obsolete parts. The site needs a password which I can provide via e-mail if anyone needs the information.
I also found I had a crack in one of the exhaust manifolds, which was also obsolete. I located a new one at Green Sales in Cincinnati (1-800-543-4959), who handle obsolete Ford parts, and have ordered it from them. I also obtained several other numbers as potential sources for obsolete Ford parts. They are:
New York 607-722-5371
Detroit 812-359-4965
Ohio 800-543-8691
Hi Tom
Old Ford parts locations are great resources. I will eventualy want to rebuild my dash gauges and would like original parts. I weighed my coach today 6280 lbs on the front axle and 7240 lbs on the rear 13,520 total is no slouch. It was semi full loaded. 50 gal water, 50 gal propane,75 gal gas. I think the extra weight comes from installed options. 5cck Onan, Jacobsen retarder brake, extra heavy rear axle, dual wheels etc.
The original 330cid ford engine pulled it pretty well and I only had to down shift on the steepest mountain passes. I expect the 390 block I installed to be an improvement. I can only imagine what a 460 would do.
Mike
Mike,
You have several items more than I do on my unit, such as the heavy duty rear axle and rear duals, as well as more fuel capacity. I was somewhat surprised by the "Jake" brake though. I thought that this type of brake was applicable only to diesel engines, as gas engines will experience retriction on the air supply when the supply of gas is restricted, whereas the diesel engine air supply remains unrestricted, and the exhaust brake functions to restrict the flow. I do have an exhaust brake (BD) on my F-250, and use it while towing in hilly or mountainous terrain, as well as in heavy traffic. It works well.
How do you find it in the coach ?
Tom
This is not the type of jake brake you are refering to. It is a large (huge) electric motor using part of the driveshaft as an armiture. When engauged it causes a reversing effect on the driveline slowing the vehicle. It has four levels of application which opererate off a switch on the steering column. The second level will allow me to go down the grapevine (southern Calif) without appling the footbrake at all. This electric retarder is a fantastic device as it does not cause the sensation of control loss like a foot brake does when decending steep mountain passes.
These are often used on commercial busses and such but this is the first time I have used or had one. Now that I have though I would not be without it. If I can find some literature I will send it.
Mike
Mike,
I noticed that your front axle weight is 6240 lbs.
When I was shopping for tires yesterday, I asked the Les Schwab guy for the
rating on the Wild Country 31x10.50/85/R16.5's: 2745 lbs.
An LT235/85R16 load range E is rated about 3000 lbs at 80 psi.
Are sure you aren't overloaded?
BTW, if you run into a used retarder cheap, let me know. I checked into them-very spendy when new.
-Al, going to get his coach weighed on Monday.
Al
I found the original reciept for the retarder. It was installed in 1972 for a cost of $6500.00. Pretty expensive option at the time.
Mike
Guys, Report on tires, axles, weight on 26 ft. Streamline Travel Car Lodge
Weighed today (Mike-thanks for the location of the freebie scale):
Load conditions: Usual junk strewn around, no clothes, half of usual tool load, front gas tank down 15 gal, no water, holding tank empty, aft fuel tank (behind rear axle) 50 gal empty. No food, beer, etc. No passenger.
Front axle: 5500 lbs
Rear: 6340 lbs.
Looks like I have plenty of capacity on the rear, over or near over on the front.
Current front tires rated 2745 lbs. , front axle likely rated 4700 lbs.
What to do? I was surprised at the front weight-I don't really keep a lot of stuff up front. In fact, I was considering relocating some heavier stuff to the passenger seat area. I guess not. Shift light stuff forward, heavier stuff back. I might be able to get 100 lbs off the front.
Mikes' suspension is obviously much heavier than mine, which is based on the F/P 350 chassis.
Options:
1. Keep front axle as is, carry two spares, and live with it. It has lasted thus far. I remain uncomfortable with the load rating on the tires.
2. Swap in a heavier front axle. This is becoming the best solution. Brief net searching suggests that there is a range of axles in the 5-7000 lbs range.
The rear is ok, no need to change it.
3. A possible third alternative is changing both front and rear axles, going for larger brakes, 19.5" wheels, etc. I think this will be too much work, too much money, and overkill.
A word about "dually adapters": I suggested that this would be a possible solution to change the front 5 lug to 8 lug dually wheels. NOT SO. I conclude that this would shift the load outboard enough to wipe out the bearings fast.
A little axle hunting the next few days, but likely I will just buy 2 new front tires and go for for it.
After all the discussion on tires I decided to take a closer look at mine. They are not as I thought. The fronts are 19.5 but the rears are 17inch. Spare is 19.5. This would not be my first choice of tire arangement but is Ok until I have exhausted all the other projects I have in mind for this old bus. I believe Al's unit is a Streamline. Interior had metel upper cabinets, same engine cover as me,etc. The exterior has the gold stripe and is identical to mine except in better condition. The only variation was Al's galley cabinet is wood where mine it metel.
Mike
If it isn't one mystery its another. After looking at the pictures Al provided. I am not sure if his rig is a Streamline or Silverstreak. They do appear to be pieces of the same pie. To close to be happenstance. Exact same trim windows fixtures etc. Perhaps one factory built them for both companies or one purchased from the other.
Mike
It has been bothering me that I have 17 inch tires on the rear duals when I was sure I had seen 19.5 inch on the rear. So I had yet another look. The fronts are 8R19.5 the rears are 8R19.5 on the inners the outers are 17 inch. The logic of two different size tires on one axle so far escapes me but I will look further into it now that see the arrangement.
Mike
P.S. The wheesl are large bolt 5 lug however 10 lug wheels will work just fine.
After further investigation it seems the 17 and 19.5 wheels present the same or very nearly the same profile. My guess is that with 17 inch tires such a rarity as they wore out the previous owner replaced um rims and all with the 19.5 inch wheels. With my current arrangment the 19.5 inch spare can be used on any wheel so I guess it is ok for the time being. But replacing the two remaining 17 inch wheels is definately on my list of things to do. On another note after the overhaul of my current 330 cid engine, which runs quite well by the way, I have been given a 429 Ford truck engine. This is a truly frustrating development and to good to ignore. I will now begin a leisurly overhaul of the 429 and will probably install it in a year or so.
I received word that an acquaintance had seen an early model Streamline motorhome south of Austin, Texas. He told me that the unit was a gas pusher. I would not have thought this possible, except that I have seen the pictures of the Iowa Boys with the engine in the center of the coach. He is supposed to be getting me some photos of this unit.
I could not live with the odd arrangement of tires and wheels. I purchased 2 more 19.5 rims and tires. I now have seven tires the same size and piece of mind.
Mike
If you want to see what a Silver Streak motorhome looks like, go to http://208.109.117.138/Silverstreak/SSTrailerLife2-75.html. You will see one of the motorhomes in the ad on that page. I suspect that they did not make too many more than Streamline did.
my wife and I are looking at used airstream motor mid 80's 30 ft 454 cu in . I wonder about engine removal to rebuilt. does it drop out ,slide out the front ?? or as a sales rep said you lift the house .Can a good do it yourselfer handle the task.
I am in need of a waste valve handle for a 1974 31 ft. streamline. Any assissance would be greatly appreciated.
Wow ! It makes me super proud that someone is still enjoying Streamlines ! My Grandfather, Father and I all worked for Streamline in South El Monte Calif. When they moved out to Chino Calif. my father and I worked in the repair department. A few months later I joined the Navy and they went out of bussiness ! My father worked there when the Travel Home first came out and was working there when it was sold out. I wish I could remember more so I could help you guys out. I remember we built one for Roy Calhoun the actor, one had a huge plastic dome on the top because the owner was into watching the stars at night. And one was built for the trapeze artists from the B&B Circus. We used to write our names under the beds or inside the cabinets in the bed room just for fun. I have seen one 1969 trailer with my name under the bed many years ago up on a used RV lot in Seattle Wa. Well I hope you all enjoy the Streamlines and I'm just sorry I can't give you more help in fixing them up.