Bollweevil

The Roadranger won't be as fast as the Mack. Check the overdrive ratios. The Mack 13 and 9 sp are both .71 to 1.

The fuller is close to .87

The WORSE part of this situation is that 200 million plus citizens can't or won't get together long enough to fire all 435 of the worthless bastards, and start all over.

You will find ratio and ID numbers stamped on a flat pad on the passenger side upper front of each differential. From year to year, with different configurations, overall frame inner and outer dimensions change. You will just have to measure and see. I would think that maybe a difference in the width, or height of the frame rail it's self might be a problem. Then again, measure it carefully. If you find that the CH cross member is narrower you can cut shims from flat stock. Wider might not be so easy.

Once again, if you are buying a take out engine, plus paying a core charge. It makes more sense to buy a running truck. When the new CARB laws go into effect there will be thousands of good rigs available all around you. Many owners of older rigs will not take the option to re-power. Make a big long list of every thing you would like to change, and start looking for something that has it all. That is , unless you are planning on keeping it box stock original. I have often thought, that I would like to have a motor home constructed from an LJ or LT. That I could start up the Grape Vine, or Tehachapi, key up the mike and say " OK boys, lead, follow, or just get the hell out of the way."

I really don't know about it being an option. Joe Mustang had a 1693 Cat in his H 63 and ran it every day. It was featured as truck of the month on this site at one time. Anything that you could spoon a 1693 into would not be a problem for an 855 Cummins. These days you can buy a running truck for what you can buy a takeout engine. A 427 Mack mechanical engine might be a good option.

Don't worry about being 14 and asking dumb questions. I'm 16 and still asking dumb questions. You never know till you ask, so keep asking. Just don't be discouraged by dumb answers. Shucks, before you know it, you'll be 16 like me. If you don't have all the answers by then, at least you can't remember the questions. The worse thing that might happen is, you might get to really loving trucks, then you might not be satisfied until you know what makes them work. Then it gets really complicated, you might actually want to drive one. It is a lot easier than driving a horse, whose seat is too high off the ground, it steers with a string, and you have to holler at it to make it stop. I love trucks and I love Texas, make yourself at home here.

Rob, I messed up trying to quote your post, sorry.

It's not just the Fed's with the trucking that is screwed up in general. I don't think a federal agency has more resident experts without experience than the FAA. A single example is that 4.5 years ago they implemented a software package they invested 16.8 million dollars into and pulled it three weeks later because it was so full of flaws. It has not been replaced and we operate on the older systems that were in place for a decade, (literally) prior to this implementation to this day. What is so ironic is the letters that were sent to employees threatening disciplinary action if the training courses for this package were not completed prior to it's launch.

The way things are done in Govt. need to change. Here is another example: The bi-annual employee attitude survey results were released on the 22^nd of May and the FAA ranked 422 out of the 435 federal agencies least desirable to work at. Such a milestone to acheive. This, negative acheivement is just like the federal agency that regulates trucking. It is from implementation of policies without consulting those that must operate with it.

An easy fix would be to de-politicalize civilian aviation by taking it from under the purview of congress, and homeland security and giving it to the real professionals for as long as it takes to make it work. Then again I don't know if we still have a Strategic Air Command. But You could bet your bippy that software would work the first time, or someone would be on their way to Levenworth . I could never understand why that

a flight control tech could say that his job gave him the red ass, and you would have to send him home and pay him for the rest of his life.

I always had to just keep working. To be honest, I never would have thought of Noxema

in any service oriented business the premise is that you will accommodate someone else. A 53 ft primarily grew out of the needs of the Carpet Industry. They could cube a 45 or 48 but couldn't get the weight. I pulled a worn out 42'6" x 96" until I was sick of rebuilding it. At 73280 lb. and 55 ft overall, it had been an industry standard for years. I could load 20 pallets of Ice packed chicken and go anywhere. I replaced it with a new 48 x 102 and my shippers were overjoyed. Right about this time weight limits were increased to 80,000lb. Shippers could load 2 more pallets for the same price. Wow. And I could still go anywhere except Ill. and Mo.[still 73280]. If there were no LTL [less than truck load] carriers there would probably be no pup trailers, or doubles. There again they can be cubed out or overloaded, usually not. Their use is simply a matter of convenience, and can generate many times the gross revenue that a conventional trailer can. The most consistent trailer trucking that I have ever done, was with a 38ft end dump. At the time I could legally load 24 tons here in Ga., and since by this time I was well into accommodating myself, I usually loaded another 6 to 8 tons for good measure. Uniformity between all states would be a good starting point. Sadly enough it wont happen. They all want their own special exemptions and exceptions. Here is a paradox, you can assemble 10 or a 110 owner operator independent businessmen who are upset [pissed off] enough to want to do something. The problem is, they can't get together. because they are all upset about something different. The complexities of the trucking industry and it's attending regulations are overwhelming. If you think Government Motors Corporation is frightening, wait till you see Government Trucking.

Bigger is not always better. The simple fact is that the risk does increase. But more importantly, freight being moved in a 53 ft. trailer is being moved at the same basic rate as it was in the early 70's in a 42 ft. trailer. There are exceptions, but as for owner operator independent business men, we have always seemed to end up sucking hind tit. I am reminded of a shipper who once asked my friend if he would could move a load from Atlanta to La. in 24 hours. When Rob said no, he would need 36, the guy said, well put a team on it and they should have it there in 18. We can't move twice or three times the amount of freight for the same price. Depending on who is doing the reporting, there are 130,000 less trucks in operation this year. It is not hard to figure why, the only profit some were showing, was the fuel surcharge, when they could get it When you consider a failing economy, an infrastructure system in decline, and the Federal Highway Trust Fund busted by the Month of August. Bigger doesn't sound better at all. Michigan is not a real good example for over sized trucks. They have some of the worse roads in the interstate system. I do not mean to be offensive, but in these times we need to be careful what we wish for.

Steering geometry is correct when the frame is level. If you keep looking someone will give you a measurement that you like, or you can set the leveling valve to level the truck. Then find a measuring point and measure for future reference. Over time, springs relax somewhat. If you jack it up in the back, the caster changes, and you can spend all of your time trying to keep what was a decent driving rig gathered up and in your lane.

I'm gonna call them in the morning. I've got a good hoist and tank/frame left over from a 13.5ft. Heil bed that I junked a few years ago that was in good shape. The truck already has the pump on the transmission and a 50 gallon hydraulic saddle tank that could be reused possibly. Don't really matter.

I would need to build a glove or sleeve of some type to bolt to the aluminum frame as I really don't want to cut into it if possible. This truck already has a large pintle hook on the back with air so it should be pretty easy to set up.

How does Reyco spring do off road? Never been around it much myself.

Thanks,

Rob

A sub frame is a good Idea. I have seen several trucks set up like that. My RW613 had a Reyco 4 spring with Mack rears, and I went anywhere anyone else could go. You just do not let yourself be put into a compromising situation. Dumping is not a problem, spreading can be.

Yet another reason I personally hate Massachusetts (I've gone to school there for 3 years so far). Good luck to you.

On the politics note, check out Article 10 of the NH State Constitution- some of you might like it.

Check article 4 section 4 of the US Constitution.

Look for a tag on the top, front of the fuel pump. If there is one it would give the CPL [Control Parts List] Later engine serial numbers, were located on the drivers side just below the rear cylinder head.

At a local truck show, today, I was talking to a State Police person. He confirmed the brake shoe 'pad' measurement requirement, but it was s imple job. A couple of minutes at the most. Just measure the shoe in the rear brake inspection port.

But, what if you don't have an 'inspection port'?

Do ALL trucks have rear brake inspection ports? We're talking 1945, non-air brake vintage, now.

Any incite?

All it amounts to is a hole at the bottom of the backing plate, on the same plane of the brake drum. If it dos not have one, make one. Drill a 5/16 hole in the backing plate and elongate it vertically until you can see the edge of the drum and the full thickness of the brake shoe.

I like it. I can see it now, pulling a road train. Ducky on one side and me on the other, with our own separate steering wheels. Of course we would have to agree before hand which side of the road to drive on. Hah.

It doesn't look weird to me, from this angel.

If anything, it is sure to improve the sight picture in the right side review mirror. Thanks for your support. Are plans in the works for B model parts?

Man I hate these new electronics. So many submenus and such. Remember the time when you rotated the knob on the left and the radio got really loud, then you twisted the knob on the right and received different channels to your liking?

Radios in trucks? When did that come about? All I hear in mine is diesel engine sounds.

Rob

Your truck will talk to you if you take the time to listen. When everything is right, it is somewhat soothing, sort of a happy sound. The problem with radios, cd's, ear buds, traditional indian flute music, etc, is that your truck can be saying ouch, ouch, ouch, for miles and you will never hear it.

I know what kitty on a stick looks like, I see it at the Chinese joint. How are you going to take a picture of something you already ate. I guess we will never know what mickey on a wire looks like.

No No No. Rob, don't tell me there is an easier way.

You mean that (remember right hand drive), My clutch pedal which comes/travels about 14" out of the floor (leaving me 17" to place my leg and I'm 6' 2" tall) and then, still in one piece goes almost to the back of the gearbox, over the top and then down the left hand side of the gearbox to the clutch.

This same pedal that needs almost both feet to hold it down at the traffic lights - don't tell me it can be replaced by "a hanging pedal from an R model".

I suppose this new arrangement can also be operated by one foot only?

Don't tell me it can be done - simply. I don't want to know

Ah...the younger generation

I think Rob is right, cable would be just as easy to rig on either side of the bell housing. Use the pedal and cable from an R, and whatever Ducky used for a brake valve. Get them both off the floor and out of the muck.

Any time that you flip the through out brg 180, you also flip the grease fitting. The best time to address this, is when the clutch is still on the bench. You can try to rig some kind of flex hose, or a better choice is just to drill and tap the opposite side for a grease fitting. I've done it both ways, on the bench is much easier.

What is the distance from the back of the cab to the center line of the drive axle? Depending on the length of the spreader lip, and what your intended use of the truck is 8 ft of frame might be enough for an 9 ft. bed

my birthday cake-neat candles there,eh? didn't have a cake big enough to hold 53 of 'em.

By the way, got some slightly used equipment for sale-a dump truck, mixer, bulldozer, and a track hoe. Used this equipment to mix and spread the icing and it's been parked ever since.

By the time you get all those candles lit the first ones would be burned out, if the smoke alarm doesn't go off first. As my friend Peg-Leg said, maybe it's time to start celebrating your shoe size. Less chance of burning the house down. Besides. you don"t need an excuse to have some cake and ice cream.

Another option, instead of scabbing new rails, gathering up usable cross members, and re drilling everything. You could do as my friend from NC, did. He used an air ride cut off from an early 90's CH on his RS700. With the engine and transmission already out, it would not be much more trouble to set the cab off. Not only would the frame repair be much easier, however you elect to do it. But with the cab out of the way, You can set the Detroit where it needs to go, with plenty of fan clearance, and clearance for the rest of the accessories. If you have to set the cab back a few inches when remounting it, so what. An extended, extended hood R model would be really neat. Even more so if you put enough gear in it to set your hair on fire.

Mike said

Mike, I think you better put some spring brakes on that truck before you have a catastrophe!!!

It would be really bad to run over the only woman in a million miles that will put up with him.