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Showing content with the highest reputation on 04/01/2017 in all areas

  1. 4 points
    When they spend the money for its intended purpose, there is more than enough to maintain the roads. Problem is, the highway fund gets mixed into the general fund and pennies on the dollar actually make it to the roads. So, now you want to raise taxes? Still haven't fixed the problem. They'll take that extra revenue and build bike paths or fund schools or police & fire stations, or any of the other areas they cry about when voters have had enough and DEMAND highway fund dollars be spent on the roads. Hell, Illinois just passed a Constitutional Amendment last November with nearly 80% of the vote saying just that...no more diverting highway funds away from our roads. Missouri passed a similar measure a decade or so ago, and their roads quickly went from some of the worst to among the best. Why? Because the money that was collected for the roads was being used on the roads. The money is there. We don't need higher taxes. Just use the money as it was intended. If you can't do that, don't come crying to me saying you need even more money "for the roads".
  2. 2 points
    Scania Group Press Release / April 1, 2017 The Scania S-series, which has been crowned Truck of the Year 2017, introduces a more spacious cab than ever with a flat floor. But Scania is now examining how this roomier cab can be gainfully used in new applications. The first of these is the Limited Cuisine Edition, whereby the cab has been fitted with purpose-built cooking utilities. “Although many drivers are content with the microwave, we’ve been well aware for some time that more discerning drivers require a higher level of cookery,” says Marcus Simmer, Head of Special Cab Design at Scania. “We can now offer them an attractive alternative.” Drivers that spend nights in cabs often feel that the limited and monotonous fast food selection at roadside stops is nutritionally and aesthetically unsatisfactory. “There are many gifted cooks among drivers that are frustrated by the inadequate cooking opportunities that they have when they are on the road.” The truck has been specially equipped with a small state-of-the-art electric cooker with induction hob and a vertical chimney hood with an exterior exhaust. A separate storage cupboard has been added for cooking utensils. “Although this is our largest cab, it’s been challenging to fit in the extra equipment without compromising comfort and safety features,” says Simmer. Scania called on renowned Swedish chef, Jimmie Hensson, to provide expertise in designing the equipment. “We’re not striving for fine dining but there should be adequate facilities for making a tasty and wholesome meal,” he says. “I’m passionate about food and thrilled by the idea that Scania has realised the needs of this overlooked group.” Extensive field trials in the French region of Alsace – home to many Michelin-starred restaurants – have confirmed that enough owners and drivers are prepared to pay a little extra for cooking facilities. “I can easily recoup the added cost in lower restaurant bills,” says French driver Antoine Sauté of the haulage firm Poisson D’avril. “Although space is limited, I’ve no problems at all in preparing tasty dishes. And the best thing is that I’ve won new friends; cooking for one is never fun and fellow truckers have been enthusiastic when I have invited them to dine with me.” The Limited Cuisine Edition, which has already been dubbed the ‘Scania Chefline’, is initially being marketed in Europe, but Scania is also examining the possibility of introducing the concept to the Asian market, where drivers will soon be able to wok and roll. .
  3. 2 points
    Mostly because of that WONDERFUL lifetime antifreeze crap. Get it out and use some green and it won't eat the intake gaskets out of it. G/F's 09 Jeep has terrible heat. Likely clogged heater core because of this red crap they put in. I wanted to flush and use green, but she bought lifetime warranty on the truck and I don't want to jinx it. I know they would void it when they do their annual inspection and found green coolant. So now she has to pay a fortune to have core replaced(I'm not doing it). She had it flushed a year ago, it helped some. Still not hot. That worthless red sh*t is "lifetime guaranteed". They just don't tell you how SHORT of a lifetime it has.
  4. 1 point
    Bought my first truck in the spring of 2013. It was a toss up between either an R model or a superliner. I personally like the look of the R more than the superliner and was more within my price range. Anyway I was searching online, in magazines etc. for a couple months and came across an R for sale in Covington, Pa on the truck paper website. Emailed the owner and set a date up to go look at it. I asked a friend from work, Jeff ( some may know him from the show undercover boss) and my dad if they'd go along with me to look at this truck. They both agreed so it was off to Covington (about a two hour drive north from my home). This was in March with about an inch or so of snow on the ground (and on the truck as it sat outside) that were crawling around looking over this truck real closely as I didn't know it's history. The gentleman who was selling it owns and operates a scrap recycling outfit just outside of Liberty, Pa (where by the way it was painted its current color of Sherwood green metallic about a year before I purchased it). He purchased it from a guy that had it painted and left it sit then sold it to the recycler from what I can remember. He only hauled one load of scrap with it and determined it was spec'd too light for hauling heavy steel so, it was time to buy another truck and sell the R. After two pages of notes taken by Jeff and a test drive, the three of us went home and I had some thinking to do. After a month went by I called the owner to see if he still had it (thinking he sold it). He said it's still here! So again, the three of us picked a day to go pick it up. She ran flawlessly the whole way home and didn't skip a beat. I think I made an unregretable purchase and still own the truck today. I retired the truck as it is now an antique, only participating in shows, parades and some other small functions. Got my CDL at 18 and bought my first semi at 22 was a great accomplishment for me and something I'll never forget nor regret. Here are the specs..... 1989 R688 ST model tandem axle tractor 340k miles E6 350 9-spd T2090 maxitorque trans 12/38 axles 5.02 rears reyco spring ride rear suspension Truck was originally painted royal blue from the Oakville Canada plant. Was spec'd to pull a tank trailer and left the plant as incomplete (assuming it left without a fifth wheel). Purchased buy Susquehanna Motor Co. and sold to Montour Auto Service Company in Montoursville, Pa. Was also built with budd wheels and currently has 22.5 Alcoas. I don't know anything about this trucking company as nothing turned up with my research. If anyone knows of them or has any pics please share them with me. They are still in service to the best of my knowledge.
  5. 1 point
    Sean Kilcarr, Fleet Owner / March 30, 2017 In their heart of hearts, no one really likes rules in trucking, much less the transportation and logistics industry as a whole. Now, many may rightly say this rule or that regulation is needed to improve safety, but really, at the end of the day for most fleets, a rule ends up being just one more headache – one more item on the checklist of life that needs to be crossed off – on the road making a living hauling freight. [For some interesting “inside baseball”-style insight into how the rules governing transportation get made, go here, here, and here.] Yet here’s an interesting twist to add to this discussion regarding rulemaking: are regulations actually hindering the refurbishment of our nation’s transportation infrastructure? None other than U.S. Secretary of Transportation Elaine Chao touched on this line of thought during her speech yesterday at the Department of Transportation (DOT) “open house” ceremony as part of the agency’s ongoing 50th anniversary celebrations. [Lyndon Johnson’s administration founded the DOT we know and love today, with the agency going into “full operation” on April 1, 1967. Click here for a detailed history on the DOT’s somewhat tortured creation.] Chao noted that President Trump’s infrastructure initiative – which she said “will be announced later this year” – will be a “strategic, targeted program of investment” valued at $1 trillion over 10 years; one that will also cover more than transportation infrastructure by including energy, water and potentially broadband and veterans hospitals, as well. “The President’s plan hopes to unleash the potential for private investment in infrastructure by incentivizing public-private partnerships … and investors say there is ample capital available, waiting to invest in infrastructure projects,” Chao said. “So the problem is not money. It’s the delays caused by government permitting processes that hold up projects for years, even decades, making them risky investments.” Even transportation safety itself seems to be threatened (if I can use that word) by the tidal wave of regulations crafted over the last several years, according to new report from the Competitive Enterprise Institute (CEI) with this overly-long and clunky title: Toward Performance-Based Transportation Safety Regulation: Focus on Results Instead of Rigid Rules to Improve Safety and Promote Innovation. “Safety is a major concern when it comes to transporting passengers and freight around the country, but too often regulators make it difficult for industries to find new, innovative ways to meet their safety goals,” noted Marc Scribner, CEI senior fellow and author of group’s report, in a statement. More bluntly, he added that businesses and entrepreneurs have “long complained” about having to comply with unnecessarily rigid regulations that stress adherence to administrative rules rather than performance-based regulations, which focus on results. “The best way to improve transportation safety is to replace government micromanaging with performance goals, which would hold industries more accountable and encourage new technologies and practices that improve safety,” Scribner said. CEI’s data indicates that the “more prescriptive” transportation safety rule – the ones most truckers dislike – are generally found in the pipeline, aviation, trucking, and railroad regulatory regimes. “Prescriptive rules, in addition to being more onerous for the regulated entities, often produce additional social costs by hindering innovation,” CEI noted in its report. One example it used to illustrate this problem is the debate over replacing rear and side-view mirrors with cameras – an argument truck engineers are deeply engaged in, especially in terms of fuel economy improvement efforts. CEI noted in its report that new camera and sensor technologies can obviate the need for rearview mirrors by either replacing the mirrors’ viewing function with cameras or by eliminating the need for driver viewing by automating the driving function completely. [But don’t bet on automated trucks hitting the road en masse anytime soon.] Yet Federal Motor Vehicle Safety Standard (FMVSS) 111 currently requires that all passenger cars have side-view mirrors on both the driver and passenger side and rearview mirrors inside – period. No if’s, and’s or but’s. So now we turn to the November 2015 request from Google for an interpretation of FMVSS 111 from the National Highway Traffic Safety Administration (NHTSA) office of chief counsel for a waiver from this rule. Why? Google – as we all know – had by that date developed a fully self-driving automobile and was asking about the possibility of alternative rearview mirror compliance with sensors, as the Google prototype eliminated the need for what CEI called “human driver monitoring.” But in February 2016, CEI noted that NHTSA’s chief counsel replied that under current law, “it cannot interpret Google’s [self-driving vehicle] as compliant with these standards and requirements. This would need to be undertaken through rulemaking.” NHTSA did entertain the possibility of Google obtaining an exemption in the future from FMVSS 111, but CEI the agency concluded such an exemption would not permit large-scale production and deployment, as current law caps exemptions at 2,500 units per year for two years. That same month, CEI noted that NHTSA “favorably interpreted” FMVSS 111 to permit the inside rearview mirror to double as a rearview camera display, but this permits cameras and driver displays only as supplements to mirrors, not replacements. And all of this is going on even as NHTSA is mandating the installation of rear-view camera systems on all light vehicles weighing under 10,000 lbs. manufactured on or after May 1 next year – trucks and buses included. One would think that rulemaking effort would’ve convinced NHTSA to be more open-minded about cameras. But not yet it seems. And perhaps that’s why in the larger context rulemaking can bog down infrastructure repair and expansion efforts. We’ll see if that holds true going forward.
  6. 1 point
  7. 1 point
    Don't forget to check where your pto is mounted. If its a rear mount be careful of the trans you buy/use because not all had the provision for it.
  8. 1 point
    came out in 1974 and I omitted the word "after"1973 War in the caption. The side away from the drop was actually widened from where the shadow is to get the recovery unit in for the pull. But quite a few of the power units were civilian owned and the drivers and units "volunteered" to move the equipment. Most were not adept at narrow mountain roads. Probably 1 out of 10 wrecked.
  9. 1 point
    Just to make sure you can look on front rear just to left of input shaft there is a flat spot with numbers stamped in or punched dots with the ratio, you never know what has been changed. The drive shaft length might or might not need changed. terry
  10. 1 point
    More union BS, she is out to lunch
  11. 1 point
    Looks like the driver forgot he was pulling a trailer in the bottom pic.
  12. 1 point
    Didn't think the silver 92 was out in 73
  13. 1 point
  14. 1 point
    Ford said a lack of coolant circulation can cause the engines to overheat, cracking the cylinder head. That could result in an oil leak that could ignite a fire. Ford said it’s aware of 29 reports of fires in the U.S. and Canada; no injuries have been reported. Ford currently doesn’t have service kits available and told customers to continue to drive their vehicles. The company advised customers to seek a dealer if their vehicle leaks coolant. It will mail customers instructions on how to check and refill coolant. This sounds like stuff that'd happen in the 80's, not now.
  15. 1 point
    Please provide some reference for these numbers. I did a quick google and found this: http://www.gao.gov/new.items/d11134.pdf. It claims similar numbers ( .055) for "marginal social costs";however, a little further reading reveals that very little of that is for highway maintenance. I think if we are talking about damage trucks do to roads, the most relevant part of the report is on page 23. It says: " Marginal public infrastructure costs—the second cost item in table 3— relate to public highway spending attributable to miles driven by freight trucks (i.e., pavement preservation costs per million ton-miles). We estimate from recent FHWA data that trucks imposed an average marginal cost to pavement of $7,000 per million ton-miles.37 We also estimate from FHWA data that pavement preservation costs borne by all levels of government attributable to all single-unit and combination trucks (excluding pickup trucks) averaged about 6.1 cents per vehicle miles traveled (VMT).38 The cost per ton-mile would increase with truck weight and decrease with the number of axles. The costs also varied by location (urban or rural), type of road surface, temperature, and other factors. When we compared single-unit and combination trucks using DOT data, we found that marginal revenues exceeded the marginal infrastructure costs by 4.8 cents per VMT for single-unit trucks and by 3.5 cents per VMT for combination trucks, meaning that both types of trucks pay more than their share of pavement preservation costs." I added the bold. This of course does not talk about the cost of building the road in the first place just how much damage trucks do and what they pay.
  16. 1 point
  17. 1 point
    An attack of Mack Trucks haz a certain ring 2 it cya §wishy
  18. 1 point
    This guy should've thought about that before he bought a house on that road.
  19. 1 point
    Used to love riding with my dad on tow jobs in his old Diamond T! Especially at night it had a lot of lights! I bought it from him for fifty bucks when he sold his business! Gave it back to him and he traded it for a 20 ton winch! I'll bet young Kirk will know how to drive a stick long before he can legally drive! Unlike the youngsters today!
  20. 1 point
    The guy I'm building the Willys for, lives on a gravel/mud path. The township will NOT pave it. His house is NOT a shack, he pays a LOT of taxes on his 11 acres. The township doesn't have the money to pave it, so they just rake it and dump pea gravel on it every few weeks. Doesn't seem cheaper to maintain to me? If they just chip/seal it that would likely keep it from washing away and turning into a cow path. I dread having to travel that road twice a week. The only place that makes money is the spray wash. I spray my truck off every time I leave because I don't want it to look like I went offroading. When it's wet it's a rutted mess, when it's dry it's a rutted dustbowl. He actually is looking at buying a building IN town to park his hot rods so he doesn't have to have them washed/cleaned after every trip out. Oh, remember, the Lottery was going to help fund schools. Ya, right. That never happened either.
  21. 1 point
    I read on here some guys reckon to wet the windscreen as sometimes the wiper blade can grip the glass a bit too much. I had good results with mine by using a lube (wd 40 type) in the supply line.
  22. 1 point
    Ok Al, Kevin, and UPS Man. Nick let me borrow a couple pictures. One of his grandpa's Hendrickson and the other of his uncle's R model. He was still looking for pictures of his Dad's with the bunk. He said they have been misplaced.
  23. 1 point
    We had a similar problem with the 89 RD. The wipers would work, but when the switch was put to "park", the wipers would stop mid way. Turned out to be the switch. Not sure why they didnt get swapped to electric when all the work was done.....
  24. 1 point
    Sounds like the felts inside are worn. I had to change the whole motor. Could try to pull Supply line and spray wd40 in line and replace
  25. 1 point
    That sucks. It is a tough call. You will have a lot of money into rebuilding it. Might be cheaper and more reliable to put something newer in it. $800 is a lot for those pistons but I paid $1000 for 6 pistons for an EN540. They are for my father's B66 that I wanted to keep gas powered. Mike.
  26. 1 point
    Hi Andy; Neighbor is moving and gave me his A. Been sitting in the woods for a while but looks surprisingly complete and straight. Am new to the group so here goes. The plate on pass seat riser says it is model A40H 8470.The number on the block. EN377-62-43. Was unable to find frame # behind spring mount. Don't know what year. Can you let me know? It has a gas saddle tank with a Mack brass plate. Model R40, serial# 52 3. No box or 5th wheel. Probably used as logging truck. Has a single rear axle and air brakes. The rear diff is the common vertical ring gear, not the horizontal Mack style I thought was common. Thanks, Keith Update 6/14/15 Was able to talk to person who last worked the truck...39 years ago! His name was hand painted on the door. He thinks it is a 1952 model. Said truck had been in the iron mines at Hibbing, Mn before he bought it. He used it to pull a lowboy trailer for his excavating and gravel business. Have been working on freeing up the engine for the last month. Pulled the spark plugs and have been squirting various magic elixers into cylinders. Tried diesel and ATF, acetone and powersteering fluid, and Marvel Mystery OIl with either acetone or diesel. Has not worked yet. Have a chain wrench on drive shart near a yoke, with a five foot pipe cheater. No luck. Step on clutch and pipe falls so clutch and trany should not be the problem. Thought since the air compressor is bolted to gear case on front of engine, it might be stuck. So put "Magic Potion" in that too. Would think if engine was loose it should atleast rock enough to take up gear slack. Pulled starter and drive gear is well worn but ring gear looks O.K. Looked up part # in Delco-Remy site...yep big red discontinued. Looked in inspection plate on front of tranny. Back side of clutch and throw-out bearing look great. Put plate back on. Asked a friend about the "non-Mack" looking rear diff. He asked me if the Bulldog was silver or gold. It is silver. He said it must have been order w/o mack diff. If it was purebreed Mack it would be gold with Mack engine, trans and diff. Since I'm a "puppy poster" I can be uninformed and ask dumb questions. Wonder what this thing is worth? Anyway, having fun wasting time and getting dirty! Update 2/12/16 Received some info from the Mack Museum. Said the truck was delivered on September 30, 1952 to Mesabi Supply and Service in Hibbing, Mn. through the St. Paul branch. Doug said the truck was built with a single reduction RAS400 rear differential, the CRS76 had a 6.86 ratio. The two speed rear is a change that was made later. Now, all I have to do is wait two months to get the full package from the museum. Took a shot in the dark and sent an e-mail to the Hibbing Historical Society asking for more info on the business. The ultimate goal would be to get a picture of the truck as it was originally used. Worked with the last owner and we were able to get a title and plates. Had to take a picture from all four sides and had him sign the lost title form from the state. Licensed it as a 15,000# farm truck. License bureau lady said if I titled as a farm truck for the first year, collector plates would be much cheaper when purchased later. What should I license this as, how heavy.... Not sure if a collector plate is the way to go. Suggestions? Thanks, Keith
  27. 1 point
    Gonna try and post a few A model pics from Macungie. This board has been so quiet, there are so few of them around. Enjoy John
  28. 1 point
    Thanks for the advise Rob. I went back down to the quarry on Friday and drained the fluids, got 8 gallons of water out of the engine, 2 gallons out of the transmission and another 2 gallons out of the rear end. Pulled the plugs and shot some oil into the cylinders then let it sit while I cleaned up the rest of the campsite. Refilled the fluids and cranked it over with the plugs out to try to blow anything out of the cylinders. Put the plugs back in and it pretty much fired right up. Seems to smoke a little more than it used to so I got it warmed up then let it cool, then warm and cool again in the hopes that the rings might reseat again. I don't drive it enough to worry about oil consumption and this just might keep the bugs down! Then I bled the brakes to flush any water out of there and took it for a test drive. Seems to run just fine so I'm happy again. Now I can get back to gathering firewood and grilling out, pictures attached!
  29. 1 point
    Heres my 51 A40, I'm not sure on the number If I remember corectly the frame was cut and part of the number is gone but I'll check the next chance I get. when I removed the seat the cab had may 1951 stenciled on the cab behind gthe drivers seat, so I'm pretty sure that makes it a 51. Got the flat head magnadyne gas engine in it, (needs a carb kit or carberator) runs out pretty good for the shape the carb is in. 10 speed mono shift trans and a mack rear end. I got it for 550 from a fella in Port Lyden NY, 4 hrs after unloading it we had her running again, that was 5 years ago. I'm in the process of building a house all the lumber loaded on the back is red oak I cut off the proporty for flooring. Headed up to the basment for winter storage, the old Mack was just begging to earn her keep again. Sure beat loading it in my pickup and making several trips to go 100 yards, no idea how much this load weighs but she was down to the helpers. One day I'd like to restore the old girl, had hopes of making it back into a tractor but I think a 12' stake raack would better suit my needs seeings I have no real use for a tractor. In the mean time the old Mack will continue to run building materiales from the barn 100 yards up the hill to my house. I plan on cutting all the lumber to length marking where it goes then loading it onto the mack, once I've go it loaded run it all up the hill then assemble... I hope
  30. 1 point
    Ok, Andy...here's ours: 1951 A30H-1504 More details coming from the Mack Museum...
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