AZB755V8

There is no need for funning back and forth like I started. What you are doing is way out of the "normal" trucking, with permits, escorts, DPS involvement , etc. just to move 2 feet on a road and take 2 lanes. As implied like a Alaskan bush pilot comparing experiences to a 747 transcontinental air-captain. There is just no comparison. Back to the trans, what is your trans of choice? What is the spec's on your trucks? Who many truck are hooked to a load at one time? Any shock load with that much weight is going to damage some driveline components even with a good driver, it happens I am sure.

What is your empty/ loaded weight? What trans are you using that holds up to your loaded weight and what engine, rears? If you are talking about that monster Fuller 18 speed it will handle more torque and shift better than the Mack trans by a good margin. Is there an auxiliary trans involved as well? Excuse all the questions but curios to your application. "Normal" 80-90K day run loads is what I am used to and talking about.

Really, Junk??? Those 18 speeds are all I got in my trucks with no issues. Have to replace the clutch brake once or twice, a $20 part, but almost indestructible. The trucks went though a few drivers and owners though. Come on face it a real driver can shift a Mack 18 speed with no issues. An old Quad-box would be out of the question and was junk too? All you Road Ranger pansies have syncro's to get the next gear. Guess the next time its an automatic for you Guy's. If it keeps grinding have it looked at but first don't try and shift it fast. Get some seat time, maybe a lot of time, let the rpm's wind down about 350-400 rpm's before going for the next gear. You just can not fast shift a real truck transmission. A Mack triple coutershaft trans does have a learning curve. Yes it would be nice if it fell into gear but then anyone could drive with one. They shift just fine, do need the right touch to drive and a little brains.

Even if you had the parts breakdown it would be of no use, just about all the parts are obsolete. Plus few pump shops still have the ability or knowledge to work on them. It would be fun to see if the Volvo Tech could time the pump after reinstall these days. If after checking lines, if not the issue. It maybe the two plastic valves and springs in the supply pump. Get the number off the supply pump and there still maybe a rebuild kit for it. There was not for mine at the time I had this issue. I took the plastic valves and emery papered the grooves out of them and have not had the issue since. The AMBEC V-Pump itself is not supported be anyone now. I have a few of them and the only thing that I can have done is to re-calibrate pressure, flow and governor. Injector parts are easier to get but these American Bosch replacement parts are hard to come by. Have to say those old V-pumps just keep on going, it is usually something else. It can be the lines, fittings, hand primer seal, injector O-rings, old or bad fuel filter.... There was a post for this same issue awhile back here at BMT and the problem was resolved. Take a look at it so we are not going over the something twice.

Add more fuel and bigger turbo. advance the timing about 5-8 degrees.

Beautiful one of a kind Bighorn! Found it on Hemmings for sale. You got that right a whole crop of cabbage. New cab and all, must have been outside at Chrysler plant for the 35 years until sold in 2010 to need a new cab and full restoration. I would really like to have it but way out of my ballpark. Price: $149,000 Firm

Are you talking english here, heard of Tap Out but not related to a Truck? At 14,000 RPM you are more like running a jet engine or is that a typo?

First what one do you want, Make, slide or solid mount? Were are you located? Shipping would be a lot more than what an old 5th wheel is worth. I Got a Fontaine No Slack slider from early 80's if you want it come get it, for free, going to scrape in a few months. There are a few guys here that have them laying around if I am to far away.

Should have said engine that I ever have seen or heard of in a Mack. That F model looks like it was at the end of the road. As for Big Al's, I have only heard one running the others were broke and parts were very hard to get.

I heard the same thing about the 864 naturally aspirated, it was available in 1962. It was Mack's first BIG HP attempt. That was told to me by a Mack engineer the was involved with the E9. The Twin turbo 864 was available for sale starting in 1966 in F&R models. It is a shame, but truly there are very few of the 7600-8250 of those engines produced that are still running and less than 10 of the twin turbo's for sure. I have seen one or two TT in Mack fire trucks as well. There is only one engine that I know of more rare to see, a Big Al, but was never in a Mack.

That is simply incredible!! The work that has been done and to just start to put it back together now. WOW!! It will be perfect I am sure. Are you keeping track of the hours and cost so far, what is the estimate on the total time and expenses you planned on? My L cab was in great shape to start when I restored it. I had a lot of money, my time and outside labor in it and NO body work was required, You are making a whole new body, just incredible. Is the frame, engine and all else being done to this level as well, it will be priceless!! I am starting to restore an 88 Superliner and almost ashamed to post the project compared to this. Outstanding!!!

If that was the price I got it would be a BIG issue to. Thought my trans guy was a little high for a rebuilt dyno tested Allison at $7000. That is out right with $3000 core charge included. I do need to make an adaptor/ spacer ring between trans and engine, mount shifter. Have the drive shaft reworked for length but that is it. I am doing the trans in and out so just my time and plate of aluminum for spacer. No engine work needed as it is all mechanical. If all you are doing is swapping an existing engine/ trans into your truck that is a real high price in my book. Plus the cost of the donor truck.... No Way. Just keep you combo in that truck and put a good cut-off under the donor truck, if needed, and drive both. You'll be time and a lot of money ahead. Not to mention when you have service done in the future, no one will work on bastardized combo.

Doing the same thing with a HT745CR cable shift behind an E9 at the moment for the simplicity reasons. Don't need the super low first gear but instead using the 777 high torque ratio torque converter. I start now in 5th or 6th gear with an 18 speed and have plenty of torque. Then if all works out drop the rear ratio to 3.42's or 3.11's from 4.17's

The thing that I run in on uploading photo here is file size. I get the error for "now" normal size I-phone size files of 2-3 Megs. I resize with a free app, Photo Size Optimizer, and all my photos work then. There used to be a Windows Office app that worked great on my old computer but with the new improved Windows it was deleted... Google the free one and see if that helps with photo downloading.

Late to the party, but two things, are you considering the cable or electronic HT 750? If electronic why not a 4000 series, has 7 speeds with two overdrives and have the best of both worlds? If the old cable shift HT750 is what will work I get why.

That Gray B with the twin turbo 864 maybe the truck that I was talking about for sale years ago and was yellow back then if I remember right. Yes that twin turbo V8 may have been factory installed just in another truck first. Then transplanted like the one I got. The 866 was factory installed in a R model before it was installed in my B-755. Originally a V8 truck just had the normal 864 at birth. No slam here, just happy to see one exist, factory or not!! Rare, Rare to see an 864 running let alone a twin turbo, Great looking B!! By the way if anyone wants a set of those 864 turbos in good shape for spares or to use let me know $500 plus the ride. Got base and pedestal to throw in too. Looking at the photo, that owner must keep a close look at the stacks with TWIN smoke mirrors. Maybe one stack is different from the other. LOL!!

If you want one now you better get it now. There are less and less of them in decent shape. The last new E9 powered Mack in the US was sold over 20 years ago in 1998. Time is not on your side here plus some other issues: There are some real fans of the E9 on here and I am one of them. The thing these days is parts are not as easy to get and pricey. A set of main bearings is over $700, a single piston kit is $600. The other huge thing is most Mack shops have not worked on an E9 for years let alone have a Tech that has or can. If you can do or know of a good guy that can work on it could be a option for great pulling power. OH, they are DEAD to Volvo, no support. That said the engine makes great power is sort of economical and best is ALL mechanical. It can pull just about anything at the 500HP rating. It can destroy driveshafts, transmissions, clutches and rear ends if hot dogged or have an inexperienced driver especially with pulling that weight. I bought a 94 CL with an E9 several years ago, or what was left, for that reason, everything was tore up except the engine and they were done with repairing it. The engine was fine though, still had crosshatch in the sleeves at 400K miles. These E9's have been known to be tuned up a lot with the inline pump. A turbo, pump and injector work is all it takes. Heat can be a problem if you really push one that is over 700HP. It can be done but you have to baby it for the most part but it will pull like a freight train.

Just observing but did this post to the wrong thread? We are taking about B-7X Mack's here not Pete's? Is this related to a Supercharged HNRS in a B-77 Mack? By the way this engine is my second favorite behind an E9, so much so I got one in a 53 LTL. No disrespect.

Thanks, The polished stuff would not have look as good on a silver engine that it started out as. 866 V-8's where silver in the early 70's and that is what I started with. Gold color was on the 865's All it takes is time here and there, files, sandpaper, polish and a BLACK hands from aluminum grit and polish. It did not happen over night but over a year or two. Man the casting to start with are not good quality, you can see definite differences in color within a valve covers and radiator. Must have been the filler scrap aluminum they melted into the mix when cast.

The truck should have had everything needed to fit the newer 865 into it. The B-615 did have an 864 in it and there were modifications right from Mack to get the V8 to fit when built. It would be hard to fit a V8 into an original NON-V8 B-model because of it. We did nave to modify the pulley in back of the fan to get the 866 to fit in the B-755 to length reasons, it is certainly a tight fit and even tighter in a B-615. Cool truck....But we have to have photos as proof it exist... Photos Brian Photos...

That is the way a puff limiter works best, turned off! The throttle by cable works best for me as well. Not recommending this setup for a truck that sever people drive. The response is like instantiations instead of waiting for something to happen, you do get the black puff though. I do not like an air throttle with puff limiter, the engine is sluggish and does not have the power at first press of the throttle. Disabled puff limiter and only time it is on is for emissions check.

You are right on with the RPM's there is a difference which I did not realize until now. These are the tags of the two different pump engines. Timing is different by 5 degrees as well. I do run the inline pump with a few more degrees timing than tagged and it does run stronger.

Mack did not make a turbo V8 in a B model from the factory that I know of. I did see a 864 twin turbo B model for sale in the Wheels of Time years ago, it was yellow, wonder what happened to it? Think they were asking about $20-25K for it. This is my 1965 B-755 that came with a normally aspirated 864. They were not good engines and forget about parts so when the truck was restored I put in a rebuilt 375HP 866 V8 single turbo that I could get parts for back then. So there are at least 2 B's with Turbo V8's around. I really wanted to put a E9-500 in but the Quadbox still in the truck would not have survived for long. Engine color is right for 1965 V8 but originally a Silver engine.

Easier and cheaper to get a new Jones hood, think they still make them and ship it from the US. You just cut out the opening you need and paint if you don't what it white.

Wheel opening seems to be the same and the flare contour did lineup real close. AUS hoods and cabs sit higher than US models with some differences but wheel openings being very close.