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Showing content with the highest reputation since 12/19/2019 in all areas

  1. 9 points
  2. 7 points
  3. 5 points
  4. 4 points
    Clearly a black and white situation.
  5. 4 points
    Now I just need the rest of the truck!
  6. 3 points
    1987 Mack Superliner ad with "Mack diesels up to 500 HP V8 - our Whispering Giant".
  7. 3 points
    Block truck with a Thermodyne 300 Plus under the hood.
  8. 3 points
  9. 2 points
    A 1923 Mack AC with a 1949 Mack FW and a 1947 Sterling HC 175 on damp spring morning in 2005.
  10. 2 points
  11. 2 points
    With the price of scrap being close to zero, after the cost of cutting them up and trucking to the scrap yard, you will have pretty much no money for the effort. Good thinking! Have a nice day.
  12. 2 points
    In the weeds and not available.
  13. 2 points
    Two super Superliners from 2019 Metro-Jersey show in Augusta, NJ.
  14. 2 points
    This is a photo from my collection. It shows the set-back MH chassis with RH drive at the ED&TC.
  15. 2 points
    This is a photo from my collection. It shows the hood to cowl joint following the contour of the R-model style cowl.
  16. 2 points
    http://www.bigmacktrucks.com/topic/43658-21977-over-drive-cruiseliner-report/#comment-321468 The Cruise-Liner was a big step forward for Mack Western. It was the result of west coast truck engineers that Mack had hired. In theory, they could give us a leap forward with a true west coast design. In the eyes of many in headquarters, the original Hayward designed/produced Cruise-Liner was an engineering disaster. The freedom given the west coast engineers was revoked, and the 2nd gen Cruise-Liner was created in Allentown (fixing many of the shortcomings). The MH Ultra-Liner restored Mack's reputation as a designer of well-engineered COEs. The axle-mounted steering arrangement was a huge mistake. The telescoping steering shaft wore out prematurely (we sold thousands of replacements, averaging 2-3 over the life of a truck), as did the steering gears and pitman arms, becoming strong sellers in the parts department. (the output shaft splines and pitman arm splines were constantly wallowed out owing to the nature of the stupid design). The disconnecting (ball and socket) shift linkage, specifically the gears, rails, bushings and seals in the tower, also had unacceptably short life (the average truck's shift tower was rebuilt at least 3 times over its life). It was a terrible design, whereas the shift linkage on the MH Ultra-Liner was superb. I did prefer the original first generation Cruise-Liner instrument panel over the simplified second generation, however the center console had all the aesthetics of a plastic box. It was excessively large and the top (with the vents) frequently cracked and required replacement, a problem resolved with the second generation (It's pretty embarrassing when west coast Mack dealers have console covers hanging in their show room because they're such strong sellers). And then you had those expensive rubber riv-nuts that retained the grille constantly falling out. Here it is year 2016 and I couldn't possibly forget the part number, 68RU29301P5, because it was a hot issue. The Trico pantograph windshield wiper arms and their transmissions didn't hold up. All of these issues were covered in Mack Service Bulletins.............there were more service bulletins on the WS/WL Cruise-Liner than any other single model in the history of Mack Trucks. I found the cab was "beat" less with the 10,500lb front suspension. But dealers were accustomed to ordering the 12,000 front suspension, as they had for years with the heavier steel-cabbed F-model. The work ethic of the employees at the Hayward plant was terrible. They were "California casual" about showing up for work......one never knew how many people were coming in. The Allentown people sent out there were in constant frustration. The workers would install cab screws with their power tools until the threads were stripped. They didn't care. The idea of setting up a west coast plant for west coast truck production was logical. However, there was a people problem. This is all why the plant was closed, and the 2nd gen Cruise-Liner was built at Macungie.......with significantly better quality. I believe Peterbilt closed its plant at nearby Newark, California plant in 1986 for the same reason, issues with assembly quality. Caterpillar, Ford, GM and International Harvester abandoned the Bay Area as well.
  17. 1 point
    Probably still better than working a horse and wagon all day!
  18. 1 point
    A first year 1939 Pete and a extremely rare bird a 1944 KW built during the war in Yakima, Wa. KW's built during WWII are very rare, the Seattle factory was used by Boeing to build air craft so the truck factory was moved to Yakima. Very limited production during the war years, this is the only war bird I have ever seen. The federal is a X13 model.
  19. 1 point
    This pusher may be sitting a spell due to the warm temps and rain this weekend. Not much snow in the forecast around here.
  20. 1 point
    1974 Brockway 359LL log truck. No fake patina here!!!
  21. 1 point
    It's not hard to do but I would not mount to the cab, nor bunk. Strictly mount to your risers. Donaldson makes a nice exhaust splitter to fashion dual exhaust and if you have a tube bender around your area they can fashion the offsets you would need. In years gone past I've built several but had a buddy whom worked a bending shop in Peoria so was inexpensive to do, (for me) at the time.
  22. 1 point
    Ready for the tough stuff.
  23. 1 point
    It’s pretty small this year, the strike probably scared some people off...
  24. 1 point
    https://www.ownerdriver.com.au/industry-news/1910/return-of-the-mack
  25. 1 point
    gr8 pix guys keep m cumm n here B a few Australian V: of the Mack Superliner Thanx Mr Google cya
  26. 1 point
    All in primer now! Finished the cowl belt line patches today and primed the lower cowl panels. Now just a lot of small repairs and the windshield area before the body work starts.
  27. 1 point
    Well, this makes me feel pretty good about the progress on this cab. Everything lines up and it's almost all in one color, instead of the faded paint, primer and rust.
  28. 1 point
    I think most Australian conventional cabbed trucks have cabs mounted higher than normal to try and keep the cab floor cool enough to put your feet on. This may have something to do with the hood (bonnet) been steeper as all bonnets are mad in Australia. Paul
  29. 1 point
    Thanks. Yes, have a tri-axle pony and a tri-axle tag float also. This is the unit this one replaced. Truck is legal for 80,000 pounds gross here and 140,000 with pony.
  30. 1 point
    That's a Homemade gadget Kevin. Still impressive though.. I believe It's still about & gets to a few Shows in W.A.
  31. 1 point
    1976 Brockway utilizing a 3408 CAT motor.
  32. 1 point
    Yup, crank the glass to the bottom. It needs to be BELOW the top of the channel at the top of the door panel. Then, with some wiggling you should be able to persuade it out of the door. My drivers door panel falls out easily. My passenger door takes lots of very carefully said cuss words! I'll let you use the words I use....just can't type them on the forums LOL!!! Start with George Carlins 7 words you can't say on TV...that's a good start.... I see you are using tape on the door to help with not destroying the paint. I finally had to do this with my new doors. Ugh, the old doors were much easier to work on!!
  33. 1 point
    Magnum 2 by Rich Reinhart, on Flickr
  34. 1 point
    Sorry you missed on a fine looking ride. That is actually a chrome soft nose. A hard nose LJ would look like this.
  35. 1 point
    That would be an MS-250 w/air over hydaulic brakes and they are VERY expensive to maintain/repair. I would pass on the truck over this setup myself. The full air brake trucks, (MS/CS-300 series were very reliable minus the Renault air compressor mounted far too close to the exhaust pipe in the CS-300 series baking the compressor head and causing valve problems, (IMO) which were usually sticking open valves precluding pressure buildup.
  36. 1 point

    From the album: 1961H67

    Ran 2 ,, 150 mile trips last week !!!
  37. 1 point
    Finally got it together this weekend. New seal, races, bearings, drum and shoe and spring kit. The log truck stanchions came in handy for the chain fall. I am a 1 man team and it worked slick. No leaks so I would say that ones done. Guess I will start checking the others when time allows. thanks for the input all.
  38. 1 point
    Here's one. I guess it did make it into production. Mack Trucks Australia generally did things their own way. Perhaps the US experience with the shortcomings of the early Cruise-Liners and Super-Liner led them to adopt the tried and tested R model frame for their Cruise Liner, Superliner 1 and 2 and later, the MH Ultraliner. The Australian Value-Liner was also a completely different beast from the US one, again being based on the R model frame. Perhaps the set back axle MH is a kind of COE equivalent of the Aussie Value-Liner which also had a set back front axle.
  39. 1 point
    I agree with you and Dave. I've never swallowed the missing link theory either. If you really want to see the origins of the Super-Liner you need to look at the Cruise-Liner. The first generation Super-Liner is essentially a Cruise-Liner frame with an R model cab and a new hood. The key feature of this frame was the bolt on drop frame at the front which enabled the mounting of big wide radiators and the high hp motors which needed the cooling. Apart from that, the rest of the frame looks like it was pretty much carried over from the RL/RS models. Fittings such as cab mounts, fuel tanks, battery boxes and their brackets all look the same as those on late production RS/RL models and I believe the frame rail section dimensions were the same. I think this makes the Super-Liner the logical evolution of the Mack Western product line and any similarity with the Brockway designs is largely down to the use of the same cab shell. I guess to find out who designed it you would have to look at who was in key design roles at Hayward in the mid 70's. The second generation Super-Liner was a different beast. It had an entirely different frame which it shared with the earlier MH cabover. I think that Mack Western had ceased to exist by the time it came out so the Super-Liner 2 was an Eastern product. By all accounts, the Mk 2 was a much better truck than it's predecessor but, from a layman's view, I still prefer the look of the original with it's round headlights.
  40. 1 point
    i'm not real tall but weigh 400 lbs and I fit in my Superliner just fine.
  41. 1 point
    It is really a big challenge in this part of the world to get a trained or certified mack technician. This has made it too frustrating that many people are dumping their mack trucks because the challenge of keeping mack truck running here is much. I like venturing where others has backed out cos I know it is a matter of knowledge. I do hope bigmacktrucks will be a wonderful resource. I don't intend to quit mack.
  42. 1 point
    I was able to finish all the welding and was able to put primer on it last night came in around 10:15. I pressure washed, wire brushed, acid etched, pressure washed, wiped down then shot primer. I thought about sandblasting but the tread plate only had surface rust and mill scale everything else was basically clean. I needle scaled the goose-neck where it had a plate welded on but was untreated. That is the only spot where there was any serious rust corrosion. This morning I was able to shoot some paint as there was no wind. I only painted up to the wheels as my plan is to pull the wheels to paint the rims. I sprayed 3 coats on everything that is visible and two coats on the cross members. I had it on concrete so I painted the bottom on the creeper. The weather is supposed to be rain for the next few days so will see what happens. Looking back at it I should have used a different color but my wife thought it would look good in black but it also shows all the imperfection. The upper deck looks good but you can see the nicks and dings in the rest of the trailer where a green or yellow might not have looked so bad. I am not planning on a repaint to a different color so it will be fine. My lights are due Friday and I still have to run the new brake lines and add the chambers, than add the boards. It is coming together slowly. I was telling my neighbor today at lunch, if it would have been a customers trailer it would have been down the road a long time ago, I think I don't know when to quit and add or fix or do one more thing! I made a set of steps for both sides and coated them and the step under the trailer with bedliner materiel for slippage.
  43. 1 point
    Update I found some time this past week to work on the trailer and get some stuff done. I went and built an upper deck.
  44. 1 point
    Weather turned out decent this afternoon so I was able to get these glued on with the welder. I am using it to cover the old frame that was banged up pretty hard. I got most of it straightened but after heating and banging on it, it really never looks like new so since I have some left over pieces I figured I should cover it and it will add strength as I decided to completely weld it all the way around in stead of stitch welds. I did that in hopes of corrosion prevention I left a small weep hole at the lowest point. On Friday I spent about an hour or so and did some grinder work on the gooseneck and cleaned it up and it looks pretty decent. Waiting on slack adjusters and four spring brake chambers, then I will tackle the wheels. I have the air tank, valves and new lines. I am going to start on the ramps tomorrow after I make a few calls to see what I can buy and what I have to make. I stopped by a local trailer sales today and looked at some ramps and to see what the couple different manufactures did with their ramps and the double hinge set up. I got online and it looks like you can buy ramps and hinges from Load Trail and PJ Trailers so I thought about calling them to get there measurements to see what will work. I would really like to be able to flip over onto the deck or pin straight up in the air. I have also thought about aluminum ramps and building ramp mounts to store them when not in use. They are around $850 for 20K ones. I will have to see what metal I have and will need to buy vs what I can buy and use. vs
  45. 1 point
    Update on Trailer Restoration I spent some more time hunched over with a welding stick in my hand. The weather was hit or miss last few days but I did find time to work on the trailer some. Sure seems to be taking forever, I guess if I would have been doing this for someone else I would have been keeping better track of the time. I figured before I started the project it would take around 50 to 60 hours labor by myself. I thought about putting it inside this weekend to work on but would have had to move stuff around and then climb around it and pull cords as my welding hook up is in the corner close to the door, instead I just cut the bracing to size and I mounted two trailer tires. I did not really have a plan but an idea of what I wanted. I did pencil it out to get a an estimate of the original materials list. Since I was working from an idea the design changed and instead of using less I decided that I should use more material and that caused some delay as I pondered how to make it work and what I wanted to do next. Working that way is not how I normally go about building something. I typically have everything cost accounted for time and materials and stick to the budget/plan/time. I did add more cost and time but I think in the long run I will have a better looking and stronger trailer. Instead of just bridging the wheels with the least amount of structure needed to allow the trucks to pass over it is going to be better with the added support in that I should no problem loading heavy equipment over the wheels and I will not get waviness in the steel decking. The waviness was a concern for me as I don't want the trailer when I am done to look like I never restored it as the steel decking becomes wavy as the trucks and tractors get loaded. I want the trailer to get used for its intended purpose but not look worn out. I did get the bumper on and the lights cut out. I cut and placed the rear deck on Yesterday I bent the ramps to the deck side and cut the pieces out. Cut and welded in all the bracing and the ramp supports Cut and welded in the plates in front of the ramps. Got the dove tail within an 1/8" to the other side. I was thinking about plating in the ends with some of the left over material as it is only about 16 inches wide
  46. 1 point
    Well just got home with it and although it is not new it is straight with new suspension components. Now it is my turn to work some magic, need to get the s cams freed up, 6 new slack adjusters and couple brake cans. Rewire with new lights and replace the rear bumper and make some new ramps and cover the wheel wells add some planks and paint and it will be all done. pulling up to get her Hooked up had to find some dunage laying around to chock the wheels Checking lights ready to go Headed out the gate I would recommend this trailer repair company / shop (Jim Hawk Trailer), they stayed on budget, did quality work and when I asked about fixing a couple extra things they did. They also had no problem with me stopping by and seeing what they had done. I also was impressed that I did this as an individual and not a trucking company and they treated like I was there largest account. I have done business with a few truck part places around KC that have different prices and treat you different weather you have an account or not, usually with higher prices and less service..
  47. 1 point
    I never get a discount when I send something through a shop. I think they get it backwards, they "count-dis" and "count-dis" and even count-dat.....
  48. 1 point
    HOW ABOUT THIS! ANY IDEA ANYONE?
  49. 1 point
    Manifold press ga for F&R models- 7MT232, oil temp ga neg ground 140-230-320 degree-3MT237P8,temp sender 64MT146.
  50. 1 point
    Nice truck. I bought the H613T picture below from Ralph G. Smith Horse Transportation this summer. It is serial number 1001, the first of 3 H61's built with a turbo. Unfortunately it has been replaced with a naturally aspirated 673 at some point. It does not run yet, but it turns over. All 3 H613's were bought by Ralph Smith. The other 2 were wrecked in accidents. They were made in 1956 from left over parts. Ralph Smith had 7 H61's already and wanted these to match to Mack made them for him. Mine is kind of rough, but it still exists. I'd like to know how many H61's are around. I know a guy down in the Carolina's has two or three, but don't know of any others. Michael Yarnall
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