AZB755V8

1 hour ago, david wild said:

Before one makes comments about drivers ability they should consider what some drivers do, we have 3 transformers that are now permitted and getting ready to move, Transformers weigh 491,000lbs total gross weight 724,000lbs 18' tall and 20' wide on 30 axles, making comments about their ability is like a golf cart driver commenting on a F1 driver ?  

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. 

1 hour ago, david wild said:

90k is less than our empty weight

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.

11 hours ago, david wild said:

Get used to it, they're junk.

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.

4 hours ago, Amaury said:

hi I'm new to the forum,  I would like to get more power out my E7 380 -410 hp maybe to 460  any help or any ideas please.

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

7 hours ago, h67st said:

A guy has this for sale on ATHS, says it's a factory prototype. No price listed, probably very cabbagey.

https://www.aths.org/advertising-with-aths/adbuilder/list

 

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

23 minutes ago, GPWS said:

Have a 2105 GU 713.  Truck taps out in 2nd gear at 14,000 RPM and when PTO is engaged.  All other gears are fine  Can anyone help before I send to the dealer.

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? 

17 minutes ago, JoeH said:

In the next few years I hope to retire our '79 R686ST straight truck and restore it back to a tractor, maybe for show. To be a nice show truck should I be getting a period correct 5th wheel? And where would I pick one up at?

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. 

11 hours ago, Superdog said:

there were some Western F models built with Big Al engines,this one sold on Ebay a few years ago

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.

13 hours ago, mackdaddy said:

The papers I have on the history of the Mack V8 shows the ENDT864 (note there is no double T?) was used from 1965 thru 1972 with 4 different versions of the ENDT for a total of 661 built. I assume they were all twin Turbo'd. Surprisingly they built over 7600 of the naturally aspirated 864's and they were offered along side the 865 and 866's for 3 plus years. I sent off a request to the museum to verify if they would have installed a few earlier than 1965 as you would assume a few were out there for testing. The late Bob Brown told me that when he was the northwest Mack service manager they shipped a few up to Alaska for trial runs and he thought it was an awful idea as they were constantly broke down as they worked out the bugs with them. It seems that was in the very early 60's in F models.

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!!! 

14 hours ago, 03' Big Red said:

the big issue i find now is price, I have been told $25000-$30000 by two different shops, i don't understand how that could be possible, especially if i find a donor truck. i should be able to find a single axle RD with a E-Tech and Allison for a fair price.

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. 

2 hours ago, 03' Big Red said:

the 750 drd has a much lower 1st gear than the 4000 unless you jump up to the 4700, if i go with the 4000 series then i'll need a computer and harness and the cost is much more. i dont want to get into that, i want to keep it simple.

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 

4 hours ago, JoeH said:

Wont let me upload pictures.

Windows 7

Gives me an error code -200

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.

6 hours ago, 03' Big Red said:

thanks for the info, i run a 4:42 so my top speed will be about 55mph or so at 1900, not so bad since my work is mostly within 30 minutes and in a 55 MPH work zone. i have  finally got a contact who did this swap a few times on a Mack and they are able to answer all my questions about flywheel housing,flexplates and tooth counts to keep the E tech happy.

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!!

36 minutes ago, Truck Shop said:

 That Pete has a Iron lung on it.

 

 

 

34 minutes ago, Truck Shop said:

That Pete has a 300 Iron lung

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.

2 hours ago, h67st said:

AZB, those polished aluminum pieces on your engine look great. When my truck grows up, I want the engine to look just like yours!

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. 

11 hours ago, Brian L Blaylock said:

I have a ENDT-865 shoe horned into my B-615

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... 

3 minutes ago, MACKS said:

Well that's the idea right,the more manifold pressure the less going to be he puff limiter,with only four pounds the rack would be able to push back the plunger and open more fully,I think.. A lot f people run a line into the cab with a switch so u can shut it off but then turn it back n if you have to.

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. 

5 hours ago, Yoos Brothers Construction said:

I think its 650 for inline pump and 625 for v pump. All my v pumps are 625 and have no issues.

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.

Just now, Vladislav said:

Thanks, got it. Wonder how much would UPS estimate to ship a complete Aussie RW2 hood...

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.

Just now, Vladislav said:

Doesn't sound nice. I used to step in such issue since the most parts I buy go from overseas.

Do those Aussie flares fit US RW well? Australian and American Superliner hoods were different of the shape of fenders/ We discussed it once on here.

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.