harrybarbon

On 9/8/2025 at 3:01 AM, james j neiweem said:

I just recently read somewhere that it was Chicago cab. Ma bee they built some. My one brain cell can't remember where I heard this. Could have been AI or face book BS. Us old timers with trucking history and knowledge have to laugh at this AI BS. I almost do not want to correct AI as it will keep getting smarter and smarter. There is a logging website on face book that takes parts and pieces from Mack E's and B's, IH KB's, White WC's and A-Cars and conjeur up a truck. They blow it on engine models and years installed routinely. I'll stick with my historical head knowledge and that of others over AI BS for now. I guess in the end they will get it right. Yeah looking up Chicago Cab gives you a lot of info on yellow and checker cab rabbit holes!

International Harvester Co (IHC) developed the Comfo-vision cabin styling in 1948 most likely at Fort Wayne Indiana. They were in house designs and they produced scale clay models. Due to WW11 restrictions on in house designs, this meant that IHC and other vehicle manufacturers were short on design staff and so had to use outside independent design and engineering firms to add to their design teams capacity. The firm of Ornas and Labarr, Detroit, was asked to improve the Comfo-vision cab design. It also possible that the industrial design firm of Raymond Loewy had an involvement in the design improvement of the Comfo-vision cabin, because Raymond's firm was another call in for additional design work on the L model. 

In 1949 the Comfo-vision cab was first produced by IHC for the L model series at Fort Wayne. It had a split rear window and the external door handles were a push button style, virtually the same as the Mack R model cabs. The Diamond T Comfo-vision cabs bought from IHC under licence had the same push button external door handles. The Comfo-vision cab was sent to Springfield, Ohio and Emmeryville California for the IHC models built at those plants and also the IHC plant in Canada.

Diamond T commenced using the IHC Comfo-vision cabins possibly from early 1950 or even 1949.

In 1953, Ornas and Labarre with the help of some moonlighting General Motors stylists redesigned the L model to create the R model with the same Comfo-vision cab. They produced a full sized clay model for approval. In 1953 IHC hired Ted Ornas as chief of styling, Ornas and Labaree closed their Detroit offices and moved into IHC Fort Wayne to work.

In 1955, Ornas redesigned the R model series and introduced the S series model, with the same Comfo-vision cabin. Ornas made changes to the Comfo-vision cabin, being a larger one piece rear window and larger door windows (lowering the door where the window starts), I don't recall any mention of making the cabin deeper, but that may have been possible. I did own a 1965 R model so I might see from old pictures if the cab was deeper.

IHC manufactured the Comfo-vision cab for the L, R & S series and the variation models at Fort Wayne and maybe at Springfield as well. I cannot find any information if the cab was manufactured in Emeryville, but it was possible because the IHC Emmeryville series with the Comfo-vision cab was produced only at Emmeryville, if not the cabs were shipped by rail from Fort Wayne to Emmeryville, same as IHC shipped cabs to Canada and from about 1963-1965 to Melbourne, Australia for the R model assembly.

Diamond T did manufacture trucks for IHC at its Chicago plant, using the IHC cabs, motors, frames etc because IHC could not keep up production for its sales orders.

IHC and most East Coast truck manufactures (Mack, Diamond T, White, Hendricksen etc sent their day cabs plus extra parts to the Orrville Metal Speciality Company, of Orrville Ohio to build their extended sleeper cabins and special builds such as the crew cabs and 1 man narrow cabs for steel and lumber flat bed trays etc. I have posted this information about Orrville a while back.

As to the cabs being built at the Chicago Manufacturing Company, I did read from one of my Mack books that Mack and IHC had their B model cabs and the Comfo-vision cabs built at the Chicago Man Co, which I recall was because IHC and Mack could not keep up production in house. I will try find what my books have about this. It is also possible that Chicago Man Co may have manufactured the Comfo-vision cabs for the truck companies that IHC licensed the use of the Comfo-vision cabs, Leyland for Canada, Diamond T, Hendricksen, FDW, the various fire engines manufacturers, etc.

IHC fitted the Comfo-vision cab up to 1971 on its M series (oil rigs and heavy duty types) and the F-series, 210 and 230 and possibly a run out thru 1972-73 on special applications, like monster trucks for the Middle East and US oil fields.

IHC licensed the use of the Comfo-vision cabs to about 1-12 truck manufacturers, including fire engines. I have seen pictures these fire engines etc that have the Comfo-vision cabs, closed and open styles.

From my information the Comfo-vision cabin was used for at least 23-24 years.

One bit of information about the Mack B model cab and the IHC Comfo-vision cab is that the door locks are exactly the same, but not the internal and external door handles. I think that the IHC comfo-vision and Mack B model cab door locks were made by the Chicago Manufacturing Company. 

It seems then that the Mack E9 and Scania blocks are identical. Scania has continued with its V8 so, given the scarcity of the Mack E9's and parts, then it should be possible to retro fit a Scania V8 as a readily easy and economical as a substitute motor into a Superliner, subject to the electronics etc.

15 hours ago, james j neiweem said:

If you go on facebook and search Mack Scania (from Leonardo Favaro) you will see the history of the relationship between Scania and Mack. This is the best article I have ever seen on the history 672 Lanova and END 673. Also the V8 history from the Mack 864 through the E9 and the Scania D14 through the D 16. Instead of getting bits and pieces about the history , this article kind of ties it all together.

I got the info from the Facebook page, but I apologised because I could not copy the article in 1 page to then post it here. Maybe next time I may improve my computer copying skills 😊

Thanks for the clarification, contrary to the information I read Mack made and fitted the 864 at least to 1968 and more. It would be interesting to find out when Mack stopped producing the 864 and last year an R model or other Macks had the 864 fitted. We had a 1964 B615 without it's 864 because the motor was cooked by the owner, which was common here in Australia for the 864's. We imported a good 864 and sadly we sold the B615 with the imported 864.

Neat truck, appears mostly original, motor is likely 865. Mack stopped making the 864 before this 1968 R model.

Interesting reading, my apology for the pages and sizes, it is what I could do to copy the article I read today.

Thanks for the information Vlad. 👍

19 hours ago, Vladislav said:

Yes, as said above. 40 years is a large time frame. In late 40's to early 60's and possibly even later Mack had two main families of transmissions - T67 and T72. Both with a single countershaft. Each series conteined basic 5-speed units and with a compound box attached was offered in Duplex (10-speed), Triplex (15 or so speed) and Quadriplex (18 or 20-speed) units. Than in the late 60's or early 70's the next generation with 3 countershafts came on the market. They were basically called T100 such as T105 or T106 for 5 and 6 speed with variations of markings such as T1078 (for 6-speed(!)) and also TRD's for Duplex and TRT's for Triplex. Than later in early 80's that generation was refreshed with newer design T200 series (also 3 countershaft design). Those were T2050 for 5-speed, T2060 for 6-speed and the same way up to T2180 18-speedy unit. Ok, in 90's next gen T300 took place which may be found taking place in later series RD or DM trucks.

Each of those mentioned and unmentioned transmissions had its special shifting diagram plate. In the late 70's and further those were stickers. And in earlier times metal plaques were used attached to cab sheet metal with screws. Also some (probably many) trannies got shift diagrams of different styles during the years and worth to point out every sticker/plaque had its unique part number marked on it since all they were original Mack spare parts.

During more than 10 years I used to keep photo's of every shift pattern sticker/plate I saw on the net or on a real truck. And now I would doubtly count 1/20 of all shift patterns Mack used during those 40-50 years. So what you're going to do is a big deal.

 

Vlad, with your experience and knowledge do you think some of the mid 1990's and later gearboxes be suitable to retro-fit to the Mack E6 - 2 and 4 valve motors? I know that the 10 and 12 spd preferably overdrive are the natural gearboxes for these motors, but I am thinking of possibilities for a potential Mack project I have in mind.

17 hours ago, mrsmackpaul said:

Bob

Legend has it the plus cab was a Australian invention, sort of

According to legend or urban myth as it's called today

Australia had trouble sourcing R model cabs so Mack in Australia got locally made fiberglass cabs of the R and F models 

To give a smooth inside and outside appearance the cabs were double skinned 

This resulted in the cabs been several inches longer than normal 

Apparently (like who would really know) this is were the plus 3 cab idea came from

I'm thinking it is more coincidence than what actually happened 

But it makes for a good yarn

 

Paul

I might ask Gary Richards ex Mack Aust about this. Lets not forget the Leader trucks in Australia which had the F model copy cab, it was fibreglass. 

7 hours ago, 70mackMB said:

Knock knock ... Who's there? ... 😱

On 7/22/2025 at 12:59 AM, mechohaulic said:

B615  built "62- - '66 with only 575 made. 

Thanks, that is is my recollection. I think I read that possibly 50% came to Australia, but this may be wrong. The 864 V8 was not an overly successful motor in Australia. 

Now I recall the Army engineers believed the side water intercooler was cooler for the trucks in the outback/desert conditions.

14 minutes ago, harrybarbon said:

Yes the Australian Army had a mostly R Mack fleet for many years plus Inters. The R models were mainly 6 wheel drive, with the steel checker plate guards and high mounted. A former Mack mechanic told me that the Army ordered the R Flinstone models EM6/2valve - 285 HP with the tip-turbine and inter-cooler mounted on the side of the engine, the Army engineers did not want the . I cannot remember the reason why. I understand that the tip-turbine system cannot be fitted to the E6/4 valve engine. 

My error engines were EM6 - 285 HP. Yes there were E6 / 2 valve - 350 HP motors with tip-turbine in Australia.

A few pictures of the Army Macks. Originally supplied with Mack camel back rears and later converted to Neway airbag suspension

22 hours ago, terry said:

There were a few tip turbine engines with 350 HP.   terry

Yes the Australian Army had a mostly R Mack fleet for many years plus Inters. The R models were mainly 6 wheel drive, with the steel checker plate guards and high mounted. A former Mack mechanic told me that the Army ordered the R models E6/2valve - 300 and 350 HP with the tip-turbine and inter-cooler mounted on the side of the engine, the Army engineers did not want the . I cannot remember the reason why. I understand that the tip-turbine system cannot be fitted to the E6/4 valve engine. 

2 hours ago, james j neiweem said:

Never saw a B 70 series as a concrete mixer or is that a B-61 with an external radiator?

B615, with the raised air cleaner and pipe thru the cab, Mack V8 - 864 motor, not a big number built compared to other B models. I have to check the Mack book, I think production was 1962 - 1964. The cab was raised about 4 inches higher than B - 43, 61 73 and 75 with the same cab. The cross member at the back of the B615 cab had about a 4 in rise, shaped similar to the front engine cross member but turned upwards. Ross power steering was an option for the B615 and it was located below the firewall not at front of the frame. 

On 7/17/2025 at 6:02 AM, mrsmackpaul said:

WOW, this my learnt thing for this week

Having the coolant in tiptop condition would be critical I would think

There's a huge amount going in in those motors and their cooling system 

Maybe Mack had a patent on the tip turbine idea and Cummins and other manufacturers had to have a different approach 

Tip turbines biggest draw back is you can't build big boost, 21 pounds is sort of the max and you have to be pulling pretty hard and that boost is only for a short amount of time

15 - 17 is sort of normal 

Get to a chassis mounted intercooler and I read of blokes getting 35 pounds boost

Thanks Geoff, very educational 

 

Paul

 

 

Paul, the Mack tip-turbine was and continues to be a reliable performer, and with proper maintenance like coolant and clean water, those engines will keep on keeping. The chassis mounted inter-cooler sounds interesting to know more about where they are mounted and the boost performances.

The Aust army R models apparently all had the tip-turbines, I was informed by a Mack mechanic, the army engineers did not want the inter-coolers. 

21 hours ago, Freightrain said:

I want to cruise at 14-1500 rpm @ 65 mph.  Not 1800 I am now.  Those 3.55s or a double OD like I basically have using that 6041 box.

 

I'm not worried about going fast, just fast enough without all the noise.

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.

15 hours ago, 1961H67 said:

Im going to try to swap out the axle in a few days, I got this one cleaned, painted hopefully it will go smoothly, One thing for sure, I’ll find know all the hurdles of going from a 14k to 18k . 

Nice Aussie type bull bar you have leaning on the wall.