Have you ever looked a manufacturers ID plate and wondered what all the letters and numbers mean? They are far from a random collection of characters. If you have the right key to decipher the meaning a whole world of knowledge can be accessed that will inform you of all the critical details. Certified Walter Snow Fighter nut Mike Bartlett has put together a comprehensive guide that will helpfully answer all of your questions. He has really done a great job and I’m happy to share his hard work with you all.
F – standard 72” wide cab set back ( has standard Walter manual transmission with integral transfer case and front bevel drive)
A – 84” wide cab advanced forward (has standard Walter manual transmission with integral transfer case and front bevel drive)
C – standard 72” wide cab set back with Allison semi-automatic transmission (has independent Walter transfer case and front bevel drive)
E – standard 72” wide cab set back with Allison fully automatic transmission (has independent Walter transfer case front bevel drive)
Q – 84” wide cab (set back) with Allison Automatic transmission (has independent Walter transfer case and front bevel drive)
N – new angled sided cab introduced in 1975
V – half cab used on twin engine airport model
S – set back half cab used on single engine airport model
Z – tilt cab used on Junior models
E – Waukesha GZ140 554 cid gasoline engine
G – Waukesha GK145 779 cid gasoline engine
W – Waukesha WAK 1197 cid gasoline engine
R – Waukesha/Roiline TH570 V8 gasoline engine
S – Waukesha/Roiline TH884 V8 gasoline engine
X – Hercules HXE 935 cid gasoline engine
H – Hercules gasoline engine
L – 391 cid Ford V8 gasoline engine (used in Junior models)
F – 534 cid Ford V8 gasoline engine
V – 702 cid GMC V12 gasoline engine or 637 cid GMC V8 engine
C – Cummins diesel engine (all models)
D – 8V71 Detroit diesel engine
K – 6V71 Detroit diesel engine
P – 6V53 Detroit diesel engine (used in tandem on airport model)
N – 20000 GVW
M – 28000 GVW
K – 36000 GVW
B – 40000 GVW
G – 40000 GVW (high speed model)
R – 48000 GVW (B-model with 30,000 rear axle)
U – 54000 GVW
Junior Models (conventional Rockwell axles and Walter transfer case))
H – 28000 GVW, L – 33000 GVW, Q – 36,000 GVW
A – less than 126” wheelbase
D – dumper 126” wheelbase
S – standard 138” wheelbase
L – long wheelbase 150”, 162”, or 174”
-The early Walters only used a 3 letter model code, all starting with F. At that time, all trucks used a Walter 5 speed transmission and a 6 cylinder flathead Waukesha so there was no letter for the engine. By the late 30s to early 40s, most trucks were built with the 6 fwd/2 rev transmission and an OHV engine and more engine choices were available so a letter was added to the code for the engine.
-Since the Walter manual transmission also has the transfer case and front drive in one unit, the main driveshaft rotates the opposite direction of the engine with the ring gear of the rear diff being on the passenger’s side and the ring gear on the front diff being on the driver’s side.
-Midsize B, K, and R models with an Allison automatic use a more compact 2 shaft transfer case and the half shafts out of transfer case also rotate the opposite direction of the engine with the ring gear of the rear diff being on the passenger’s side and the ring gear on the front diff being on the driver’s side.
-The large U model with an Allison automatic uses a larger and heavier 3 shaft transfer case the and the half shafts out of the transfer case rotate the same direction as the engine with the ring gear of the rear diff being on the driver’s side and the ring gear on the front diff being on the passenger’s side.
-Although the 3 Thruway G-models were a midsize chassis, they used the larger and heavier 3 shaft transfer case due to the smaller final drive ratio.
-Models using a manual transmission have inboard drum brakes on the front bevel drive portion of the transmission, conventional drum brakes in the rear, and inboard mechanical drum type parking brakes on the rear bevel drive. Models using an Allison automatic also have inboard drum brakes on the front bevel drive and conventional drum brakes on the rear, but the parking brake is a mechanical band type brake on the transmission (the Walter transfer case is a single speed transfer case).
-When the N-Series cab was introduced, Walter stopped building their own transmission as well as their 2 shaft transfer case. The 3 shaft transfer case with an Allison automatic became standard and a Fuller manual transmission was an also an option. Gas engines were dropped at this time in favor of diesel.
-Midsize K, B, G, and R models used either 11:00×24 tires with dual rear wheels or 12:00×24 tires with single rear wheels. The large U model used 14:00×24 with single rear wheels, but a few special production ones did have duals. The smaller M and N models used 8:25×20 tires. The junior models, with normal axles used 10:00×20 tires.
-GVWs and axle ratings did change over the years. These are mostly from the late 60s to early 70s.
-The twin engine airport model used 2 6V53 Detroits or 2 534 Ford V8s and 2 Allison automatic transmissions and a the 3 shaft Walter transfer case with the front engine and tranny coming in on the input shaft of the transfer case and the rear engine and tranny coming in on the countershaft.
-The single engine airport model uses a setback halfcab with an 8V71 Detroit or NTC-350 Cummins and a heavier duty Allison automatic.
Mike has also supplied me with a running narration of my video shot at Dobbins Auto Parts a few years back. I’ve provided his notes as annotations so please feel free to watch again.
Nice work. Now all the truck nuts out there who come across a Walter can immediately know what engine is in it, except for those cases when they were re-powered.
Also useful to know is in most cases the first two digits of the six digit serial number is the model year. I have seen a few that were registered a year newer (perhaps due the actual delivery date) but in most cases this will hold true. So, a truck with a serial number of 607501 would be a 1960 model year Walter.
Any idea on paint code or where to determine a paint code on a 95 walters snow fighter.
I’ll ask around and let you know if I find anything.
I’ve been told that paint color for most snow plows was not very unique, usually school bus yellow or Omaha orange. To find out exactly what color your truck had from the factory you’ll need to find the original build sheet.
Amazing! Very helpful, nice job!
One thing I’d like to know and haven’t yet found the answer is when Walter first starting using the reverse-slope windshield on snowfighters, and when they stopped using the older rearward-sloping cab front wall?
Mark Simiele’s Walter books IIRC suggest that the reverse slope cab was actually first used around 1958 or 1960 on airport crash trucks, but I have seen snowfighters at least as late as 1962 still using the old cab.
Unfortunately Walter did not change their model designations with the change in the cab, so A, F, etc. just continued to indicate the cab width -but do not demarcate the change in the cab design. Would Mike or anyone else know when the change was actually made on the snowfighters, and if there was even an overlap period where both may have been available (I suspect this may have been the case, based on a snowfighter I know is a 1962 still using the old cab, but also having seen several others which were claimed to be from 1960-61 or even late 1950s but have the reverse-slope windshield)?
I do think there was an overlap period. The SnowLift trucks built in 1963 used the reverse-slope windshield cab and everything past then mostly used it. However some trucks past this point still had the older cab as well as including one late 1950s Walter with a wood doored cab maybe older cabs that were never used. I’ve also seen some into the late 60s with the newer cab but the older firewall. Also around the time of the cab change Allison equipped Walters changed from having the bevel drives mounted on ball and socket joints to being mounted on mounting blocks to adjust the driveline angles.
Thanks Mike. Were the SNowlift trucks the actual first snowfighters to use the new cab? I believe it first came out on airport crash trucks around 1958-60 or somewhere thereabouts, but ca. 1963 is what I believe was the first time they started putting the new cab on the snowfighters. Just looking to confirm whether or not any snowfighters could have had the reverse-slope cab prior to 1963, or if that was in fact the first application of the new cab on a snowfighter (rather than just on fire/crash trucks/etc.)?
The Scoop and Scurry shown the second book had the reverse slope cab which according to the book was built in 1961 so there were those. Not sure about any others.
Thanks again. Seems like 1963 was the first “normal” use of the reverse-slope 84 in cab on Snowfighters.
Still an occaisional oddball or exception to that rule it seems- for example as I was looking at some pictures recently I saw Seneca County’s supposedly 1958 or 59, with the reverse-slope cab. I can only assume that this is the result of either a factory refurb, or the date is not correct…. there do not seem to be enough pre-1963 reverse-slope cabs to indicate they were actually in normal production on sowfighters, and the Walter sales sheets I have seen only talke about 72 in. and 90 in. standard cabs until after that 1963 date when they show 72 in and 84 in reverse0slope cabs.
Perhaps they were available as a special-order option, but if so there don’t seem to have been many takers.
A lot of helpful information. Does anyone know of or have schematics or other information on the transfer case for a twin engine airport version?
I have a mid 70’s unit with Allison tranni’s, but only have the rear wheels driving the unit and believe there is a problem in the transfer case.
Possibly something might be screwed up with the worm gears or maybe something is screwed up in the front bevel drive. Here is a manual. Although it does not have anything specifically on the transfer case, it does it have information on the bevel drives and the bottom of that transfer case is a bevel drive turned 90 degrees. Hope this helps.
I just pulled my grandfathers 1956 snowfighter out of the woods today and while looking it over I discovered the front rear driveshaft rubber joint is coming apart. Would anyone have any idea where I might find one ?? The old girl is pretty rough but I can’t wait to push some snow with it. Thank you.
If you are on FB check out the Walters group over there, a dedicated group they are to these trucks.
I have a 41 Walter snow fighter and cant make out info from your list. It is a FKMS, serial # 416422, any info would help,