607t1173

I had a 711 that went 700K....... (one driver put every one of them on it) then all I did was a valve job, rings and bearings, it ran several years after that with the original pistons and liners

I've owned a lot of 237's.... we always started getting ready to do an in- frame or at least rods and mains at about 300K that is unless one went down on the road (which happened very rarely) I've always done 10K oil changes, even with ESI and then we let the oil analysis and oil consumption be the deciding factor....

I don't understand why a guy asking our opinion on an old DM could have generated that much rancor on this site.... If you can name me just( one engine) that someone, somewhere, hasn't got something negative to say about then it'll be a first. I've had some 237's that I considered to be good runners and some that were genuine dogs. But as I stated earlier," it was in their day"..... And their day has come and gone. To compare them to the more modern day engines is like comparing apples to oranges. We used to get maybe 300K miles between overhauls( if we were lucky).Some of the newer engines can run over a million miles before overhauling is necessary. If you wanna talk about genuine" POWER" try one of Bruce Mallinson's (Pittsburgh Power) engines (the man is a genius) in the mid '90's we built one of his 1000HP engines. Until you have driven a truck with that kind of power.... You will have missed one of the ultimate experiences in truck driving.(most truckdrivers that I've known aren't able to handle that much power without damaging the driveline) The biggest fear you'll have, is that some other truck might pull out in front of you (while you're cruising at 75MPH) loaded going uphill on a long steep grade.

Actually the 12V71's weren't all that difficult to maintain. I had a friend who was definitely the best and smoothest truck driver that I ever knew who bought one new in a '74 Freightliner. His ran over 500k miles before he had to do anything other than general maintainence. They had in my opinion the most distinctive and pleasing sound of any diesel engine of that era. They were a beast in their day though a little hard on fuel...but who cared when fuel was only 35 cents a gallon. I've got a 12V71TT engine (out of a gen set) just sitting and waiting for the right truck to install it in. I don't want to put it in a KW or a Pete so my options are few since the twin turbo's are mounted at the rear of the engine.

I bought a lot of Fulton's trucks after they went out.

I had a '65 F-model with the C motor.

The steelhauler strikes and the shutdown in '73 brought out the worst in a lot of truck drivers. I had one driver pulled out of his truck and beaten and had the pin pulled on him at the Windmill Truck Stop on Dallas Pike in Wheeling WV. All that he was doing was trying to get back home to shut it down.

J.B.Hunt was behind an awful lot of the rate cutting at that time...I had one account where we hauled five truckloads a week to Eagle Pass, Texas and we weren't getting rich doing it..... Yet J.B.Hunt could do it for about 55% of our published rate. ,(or so they claimed) .Driving school trainees desperate for an entry level position into the HIGH PAYING (they thought) field of truck driving were their secret weapon. It's claimed that J.B.Hunt saved International Harvester from bankruptcy.... They saved one company from bankruptcy, but were directly responsible for many others going either into reorganization or out of business altogether. They just didn't seem to understand that the main thing that they were LACKING (good service) and the difference in us is that we offered(very good service) which in my opinion is the most important thing required of a conscientious driver or owner operator and the company he represents... I could give you a long list of the shippers that I had dealt with for years who thought that we could haul their freight for rates comparable to JB. "WE DIDN'T"! I just scaled back and downsized. You get what you pay for! A lot of the companies that resulted from deregulation had one thing in common and it was their stock in trade (CHEAP RATES) and it took many years for the transportation industry to even start to recover. Oh..... after deregulation I eventually got into a different field of trucking, I became a wholesale used truck dealer.

Make that 5 gentlemen and one grouchy old man.

In '79 while deregulation was a hot topic and Overdrive Magazine was a definite proponent, I just happened to run into Mike Parkhurst who was the editor at that time while I was attending the Mid American Truck Show. Having at one time been an Owner Operator he was a very vocal voice for deregulation and myself knowing what it would do to freight rates and competition was against it. We debated it in front of a crowd and it drew a lot of attention both pro and con. The ultimate consequence of allowing every one truck operation to apply for and be granted the kind of operating authority that money couldn't buy was that long established rates were chopped and cut till the older carriers and specifically the ones with whom a driver could earn a decent living wage were forced out of the truckload business and many out of business altogether. A few years after deregulation took effect I encountered Mr. Parkhurst again but this time he wouldn't even discuss the effects of deregulation on the trucking industry. Well now that 33 years have elapsed what's your opinion.

I got roped into owning one with a silver 8V92 (475HP). The bank that I dealt with repo'ed it with a bad engine and being upside down in the truck decided that the way out was to put a new 18K engine in it. After about a year of trying to retail it, they literally begged me to take it at an enormous loss (to them) yet it still almost bankrupted me to keep it on the road though the drivers did seem to like it.

I think the reason that the two story Falcon nickname got stuck on them was because the H was introduced about the same time as the Ford Falcon Automobile or so I was told back in the 60's. The only Ford that I ever heard called a two story Falcon was the H-series. I have heard the CL9000 called a few things, the problem is it ain't got nothing to do with a Falcon, plus I don't think Barry allows that kind of language on this site and definitely not in mixed company.

. To many Pete's and KW's but I'll still go & have since it started. How many 8" pipes can you crowd into one show? Alot of these guys are the ones that give truckdrivers a bad name. Most of these guys have more invested in their exhaust systems than I did in my first truck.

Make that 6.

This B-613 is an exceptional example of the B-Model and it wouldn't be a candidate for anything less than a first class OEM colored repaint. After the B-613.... I plan on doing an Andy Zary type B-Model next and wanna power it with an electronic 460 and maybe even an 18 speed trans(not an 18 spd quad). I've accumulated most of the late model parts required, and it being such a a large challenge. I don't intend to start until maybe Sept. I see it as a winter project.

correction MH's and MC's

The red long hooded one is an MH. MH's and MS's are both long hoods

You definitely have a very eclectic and broad range of knowledge for the different truck manufacturers as well as the most informative literature on this site. Keep 'em coming..... It's refreshing to look forward to your next informative post.

The two story Falcon is what they call the H-series. They were manufactured from the early till the mid sixties.

Is it an MH 9500?

Been there done that in '68.Just don't have the T-Shirt and don't want it.

I should have elaborated on why I even considered Mack red. I've owned a whole lot of Macks thru the years and Mack red was the color of my first one my second ,third,fourth,fifth,sixth and more than I would care to try to type. It was my Company Color and when I bought a used one it went thru my body shop to be painted red. Even new ones were always ordered Mack red, so to paint (a keeper) anything but red is almost like being disloyal to "the one that brung me" I genuinely like Mack green and have owned green ones thru the years,just a whole lot more that were red. So now you see why I have a dilemma.

In '71 a complete F-Model interior ie:headliner,doghouse cover,bunk curtain,door panels and seat covers in green vinyl was around $300.

:bulldog3:I'm getting ready to repaint my B-613, it is rustfree and an extremely clean example for a 1960 Model. Here is my dilemma .....What color to paint it? Mack Green or Mack Red ? It was painted Mack Green originally, but was repainted in the early 70's. . The original owner chose to repaint the exterior a non Mack Dark Green, and did a very nice job. It's still very well preserved and quite presentable. This truck has been stored inside since '72 , it has only only been driven about 10K miles miles since. I'm a purist when it comes to the exterior colors, and even though it's still not really in need of paint. I want to paint it an original color before the beginning of summer. I like both colors,and to paint it Red I'd have to remove the cab to do it justice. I've got to choose one or the other. I'm partiaI to green(easier) but still undecided.

The one on the left could be pre-selected, which was rough on the back box, the one on the right can't be pre-selected which is alot easier on the tranmission.