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Ok happy to help

Good question...what's the difference between the two?

Yes, but not with air brakes.

a popular engine brake referred to as Jake Brake was invented by Cummins. however his first prototypes were machined at Jacob Drill chuck company. and thats why they became know as Jake Brakes. an article is attached. gonna try this on a ford/lehman 6.2l inline 6. but superimpose over any other valve that is being activated within the compression stroke timing....still researching. hoping to get this done before i retire though. 108-jacobs-engine-brake-retarder-1957.pdf

At least you got back!sorry to hear about the hood incident!😡

Now I need to find a dam hood. I had someone merge into me last week and she had no insurance! If possible id like to buy a used hood besides turning it over to my insurance and my rates go up. They have already gone way up over the last 2 years for no reason. If anyone know where to find a hood on the west coast for a 1988 to 2004 ch model with set forward axle let me know please.

The tip turbine and Low Flow cooling were both attempts to better charge cooling without have to re design the front of the truck for enough room for an CAC cooling radiator (Air to air). once trucks were being redesigned anyway, the reasons for the tip turbine and low flow systems went away. Having the charge cooler in front of the radiator give the best cooling, and what has become the std today. At the time, Mack tip turbine was revolutionary, both Cat and Cummins were still using water cooled aftercoolers, and low thermostat temps, to walk the fine line between good block temp and enough cooling for the charge air. After Macks success, Cummins used the low flow system to run the "super cooled" multi-pass radiator coolant through the aftercooler, before sending it the engine. Cat never did and opted for the cooler in front of the radiator, which meant that their engines above 400 hp could not be fitted to many trucks. Cat engines below 400 hp still had the old water cooled aftercooler.

I just went through my E-Tech book, and did not find anything about the "P". As far as fuel intrusion. There are several ways fuel can get into the oil. I just recently helped one here with a rare fuel leak. We took this path after exhausting other simple possibilities. The fuel pump on that engine can also blow a seal and put fuel in the oil. I had to rebuild one like yours 3 years ago because the fuel diluted the oil, and washed the bearings...

Very nice collection! Good explanation.

These are the three finishes the Bulldog came in. Also Chrome and painted for military use.

The bulldog was done both ways, Gold Plated and Painted. The best bet is a perfect one is on an ashtray. Both big and small bulldogs are on the trays. If the finish is shinny it is Gold plated. Brushed or matt finish, Painted

I was going to try to add one to my 237, but got a whole motor. I hear they are quiet noisy at full song? Guess I will find out. Seeing they are 40+ yrs old, it is likely harder to find one? Mine does work, as I had motor running and if I jabbed the throttle it would send a touch of wind into it and it would spin easily. They were popular before CAC was mounted in front of radiator.

Im very interested in this build.please keep us up to date with it.A bit of a side question but how rare is a tip turbine nowadays?I have never seen one but Im interested in how they run.. .... Paul

can someone tell me if the gold bulldogs color was some kind of plating or were they painted gold thanks in advance

Is the 7.3 gas job an option on the 650/750?

Volvo bought Mayflower for a reason. Not sure what that reason was. Was it to keep making the Granite/MD/CH cab or present and future Volvo cabs? Not sure who makes the current Volvo cabs. .

I'm with Joey ! Crack is very un common ! I don't know what the P is about! I doubt its a huge physical issue! More a bolt on or programing thing!

Yes , it doesn’t take much slack in the trans for those long sticks to be very sloppy, They can hit the opening in the floor, I’ve had to heat them and bend,, I’ve also seen them get bent from lowering the cab .

The difference is, the 237 and 285 were made for only 5 gears. The 300+ isn't, so I bet it was slow to recover on a shift.

That Mack 10 spd must have similar OD as my Triplex. I want more though. A quiet, get home gear. Even if I only used OD on level or downhill. Not sure a 12 spd would fit under the cab in a B model? I would love to have one.

Thank You, I’ve seen some advertisements on them , I wonder if they are the same quality as a original hood , I think the one on my 86 Freedom is a aftermarket, It seems thinner than the one on my 88 Superliner

A cracked block? All be it possible. How did they determine that?

We have 2 V - 350 same set up as your engine in our B75. It has the Mack box TRDL 1070 10 spd overdrive and 4.17 tandem rears, at 100klms per hour at 1800 revs. I have pushed it to 120klms/hr, but revs up. Pulling a tri-axle 43 foot trailer with a hay load maybe 15 tons, it held comfortably cruising at 1750-1800 depending on wind, motor did not lug and occasionally I had to drop down to 9th, but revs can drop to 1400 (even 1300) on the flat and it still pulls because of the torque. Little noise with exhaust stacks on each side of cab. We are limited to 100klms/hr, so a 3.7 diff would not be good for the engine. As you want lower revs, a Mack diff at 3.7 would match your motor very well. Alternatively a Mack 12 spd would also marry up perfectly to your motor and 3.7 diff. All the best with your rebuild.

Many years ago I worked at a trucking company that ran the 285's with the 5 speed in several cabovers to the coast and they sent a R model with a 237 with 5 speed on a weekly run to Canada. I knew a guy that I used to do work for that had a R model running to Texas and back