vanscottbuilders

Name: Mack H-63 (1956)

Date Added: 08 November 2008 - 01:25 PM

Owner: vanscottbuilders

Short Description: Good original and straight old cabover.<br />Southern truck, great cab condition.

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Name: Mack B61T (1958)

Date Added: 08 November 2008 - 01:22 PM

Owner: vanscottbuilders

Short Description: Nice solid old B model. <br />Completely original.<br />One freight hauler owner.

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Name: Mack B67T (1963)

Date Added: 08 November 2008 - 01:18 PM

Owner: vanscottbuilders

Short Description: Undergoing a complete restoration currently.<br />World's biggest Mack right now, because no two parts touch each other.

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Very Nice John.

Well said.

Paul Van Scott

Rob,

The antique plates and "not for hire" signs will pretty much do everything you need.

The antique plates take you out of the mainstream as far as many commercial truck regulations go.

A logbook is always a good idea - and learn how to use it.

Staying off the toll roads probably won't really save you from any DOT checks - especially in New York. The Thruway (I-90) is a good, fast road with only occasional DOT stops.

Gregg's route is good also - although it will be a pretty long ride home if you are going direct back with no visiting.

Look like you fit in, and look like you know what you're doing. You'll be fine.

PVS

Rob,

If you are realistically only leaving the state of Illinois occasionally, think about licensing in Illinois only, and buying Trip Permits for those states that you might be going through on an "as needed" basis. It will be far less expensive than buying Apportioned plates if you aren't travelling over the road regularly. I would definitely do that for the first year to see how you actually use the truck.

I don't think you need an IFTA account using the trip permits and purchasing fuel in those states sufficient to cover the miles travelled.

You will need Federal and State DOT numbers - a little money grab by government.

You might find that a Federal DOT inspection sticker will save you some aggravation at roadside checks, although you are perfectly legal with just an Illinois inspection sticker. The Federal sticker is just cheap insurance. And you're not making a living in the truck - make sure that it is absolutely up to snuff. If you are obviously trying to do things right, people generally will work with you.

A visit with your state DOT office will answer a lot of questions.

Keeping the GVW down to a reasonable number will also help with the cost of registration.

There are a ton of regulations to be sure - but most of the horror stories are blown out of proportion. If you make a serious effort to comply with the regulations, I have found that most of the enforcement people are pretty reasonable and understanding.

For your long trips, you will need a logbook, and learn how to fill one out properly. Driver fatigue is at the top of the hit list of offenses.

Someone here will have more information - and if you need to talk with Jimmy, let me know - he's pretty much seen it all over the past fifty years.

Paul VS

Gregg,

I have heard that Mack did recommend some low pressure turbocharger retro-fits for the early 711's. They didn't actually produce any 711's with turbos from the factory. The kits were to correct a problem with a specific run of 711 serial numbers, as I understand it. And Rob is correct in pointing out that these were really "turbo-normalized" applications with pretty low boost pressures, as they were intended for head & valve cooling purposes primarily.

Regardless, it still doesn't make the 673P a likely candidate for turbocharging. However, if you look around, you can find a 673C-ENDT factory turbocharged 205 hp engine that was, in fact, an original Mack option in your truck. That makes the most sense to me.

If originality isn't a real concern, a good 237 is a way better idea. In either case, the engines are available pretty reasonably, and are almost bolt-in retro-fits.

Paul Van Scott

Got my new grease pump today !!!!

A $650 Lincoln !!!! made in CHINA !!!!! YES F--kin CHINA !!! Well I sent that sucker right back an bought A Alemite U.S.A. for A couple A bucks more.Then I called Lincoln's customer # an told the guy (why would i pay you $650 when I could buy A Sinjen for $150 built in the same sweat factory yours is built at??) Ya see the thing is, Lincoln's not savin us any money, they build them over there, put Americans out of work an want us to pay a premium for there product. Case closed

BULLHUSK

This is actually the way of the world as we know it today. Greed and laziness rule.

I have been thinking that there are some tremendous opportunities for enterprising vendors all over the US to sell nothing but US goods. With the internet, the cost of advertising and exposure is cheaper than ever.

I buy American clothing as much as I can - it's very easy, again using the web. Hundreds of US manufacturers.

I'm sure the same is true with tools, parts, equipment and all sorts of things. We just have to look. And be prepared to pay a little more - but if the quality is the same, the price isn't much different.

The Chinese are simply responding to our extremely low standards. They aren't really wrong - we are - for supporting those vendors who bring us the cheap junk.

We hav a lot of huge social problems - and I believe that one of the real easy solutions is to buy American. Don't just talk about it - DO IT as often as you can.

Paul Van Scott

Looks very nice!

Good color also - Keep it up, and you'll be driving it shortly.

Paul Van Scott

Gregg,

You are right - you will hear about it!

This is an old and ongoing topic here at BMT -

First - (I know this wasn't exactly your concern) The 711 engine was never produced by Mack in a turbocharged configuration. There was, however, at least one aftermarket conversion available. And, several of our members have reported successful operation - even with homemade set-ups. It's probably not recommended for anyone except the real experimental folks here. The later produced 711's with the revised head bolts did work very well in stock form. The head gasket problem was no longer a real issue. The engine has a reputation for good short trip operation - and perhaps not so great for over the road usage. The 711's I have driven have all been a great improvement over the 673's of the same period. The torque increase is very noticeable. I like a good 711 for restorations today.

Second - the normally aspirated 673P, although the latest and greatest of the Thermodyne line, did not have the oil cooled pistons for turbo operation. A home made turbocharging arrangement will likely end with disappointment.

The later turbocharged 673's did, however, have oil jets to cool the pistons and these were very successful for many operators. If memory serves me - these engines were the C series of 673 engines. Best to check that fact out.

Early turbo-charged 673's worked pretty well in stock form and when kept within the recommended operating parameters. Improper operation, and/or excessive hot-rodding led to early demise. Just like life!

The Maxidynes use substantially more boost pressure than previous Mack diesels, and do have piston oil cooling, engine block and head construction, ring configuration and bearing surfaces to handle the design loads. These engines are very close to bulletproof, and could withstand the most ham-handed of operators.

Nice F model in your avatar!

Paul Van Scott

I don't recall ever seeing any patch panels for the F models. Maybe there are some out there, but they sure aren't common.

However, any good sheet metal person or hot rod builder should be able to fabricate up anything you need for that cab. That would be my choice.

Paul Van Scott

Leslie,

You might want to re-post this on our Transportation Board here on BMT.

For what it's worth -

The going rate is about 2.00/mile, and unless the truck has an outbound, or a return load,

you can plan on paying the trucker both ways.

Sometimes, if you can be patient, someone will have a load one way, and will contact you to haul your truck back to you.

Good luck,

Paul Van Scott

Sean,

Tony is absolutely right - eliminate the series parallel switch and convert to a full 12 volt system.

But - if you need - I have seveal series parallel switches that were working when removed. Let me know here on BMT by Personal Message.

Paul Van Scott

As a follow-up - talk to Kevin All at All Macks.

Not only does he know everything, but he actually built one of these B-73's with an 855 Cummins a few years back.

Paul VS

You will need at least the front mount from a B-73. The transmission mounts are the same. I think.

The 855 Cummins is physically larger than the older 74-? cubic inch Cummins used in the B-73. I've been told that it is an easy swap - but we need you as a Guinea Pig.

Let me know how this works - as I also have a B-73 and a low mileage 400 Cummins looking at each other lovingly in the shop.

Paul Van Scott

I have a nice clean set of 4.53 gears in the carrier for the 508 axle.

They are stored inside, and are in a wood shipping crate ready to go.

Contact me here on BMT by Personal Message if I can help.

Paul Van Scott

New York State did not use a separate Title document until 1973.

Everything prior to that year uses the registration document as a transferable Proof of Ownership.

Pennsylvania will accept the New York registration, and issue you a new Pa. Title. There should be no problem at all - except that this is government.

You really should have everything you need, as long as the NY registration is signed over to you and signed by the previous owner.

Paul Van Scott

Sean,

Anybody can buy a Camaro or a Mustang or whatever - no creativity required.

Now - a Mack, on the other hand - well that just separates the men from the wimps.

Anyway- what you are asking about the Mack - a single axle B model, H or F model or even an early R model will fill the bill nicely, depending on what you want.

Parts are pretty common for the B and R models, less so for the old cabover H & F trucks.

In New Jersey, there are a lot of old Macks. New Jersey truckers recognized Mack quality early on.

Probably the single biggest challenge with a heavy truck project is transporting it around prior to the restoration - it's very expensive. Generally $1.50 to $2.00 per mile, and you usually have to pay the truck both ways, because a return load seems to be a rare item. The lesson here - buy local if at all possible. Even a rotten old rusty local truck is better than trying to move a nicer truck from a couple thousand miles away. The sheet metal is pretty stout, and consequently, easily worked on. Any good sheet metal welder or decent body man can do magic with the sheet metal.

The diesel engines are the most popular today, although gasoline engines were pretty common in the 50's and 60's. Generally, the even model numbers designate an original gasoline engine equipped truck. (B-42, B-62 etc.) - not always the case, but a good general rule. And a lot of trucks were converted to diesels.

The Mack diesels were a little light on horsepower and made up for it with extensive use of gearing, both in transmissions and in rear ends. That's part of the reason that these trucks were so dependable. In today's world, especially in a "toy truck" role, more road speed is often desired, and rear ends are changed to a higher ratio, or power is increased with a variety of engine transplants. Unlike cars, that's been an acceptable practice in heavy trucks for a long time. Trucks are designed, and modified to perform a specific job. As the hobby is becoming more popular, the value of an original equipped truck is increasing steadily however, making the practice of random modifications a little less desireable to the collector.

Part of the attraction of heavy trucks is that there is no snobbery - you are welcome to bring whatever you have to any truck show. Unlike car shows - you are welcomed just the same as everyone else, it doesn't matter what your budget is. We've all been there at the beginning of a long term restoration project, and everybody is happy to help and offer advice.

I would suggest that you start looking for truck candidates, go to a few shows and study this forum. Everything you need to know, and then some, is right here.

It's a good hobby, a great place to hide some money and a unique way to kill any spare time you might have.

Have Fun!

Paul Van Scott

The Watt's Mack rubber pieces for the B model vent windows are really nice to work with. They fit well and they work well. Maybe a little pricey - but worth the money.

Now for a real trick question - Who has these same rubbers for the L & H cabs? Does anybody know?

Thanks,

Paul Van Scott

Of all the old trucks the R-600 is probably my favorite combination.

That 237 seems to always run great, and the five speed is just plain simple.

The cab is comfortable with great visibility and they don't even ride too bad.

I like these a lot!

Good luck with the old girl.

Paul Van Scott

Good Stuff - and all so true!!

Paul VS

Brad,

If the noise really bothers you - the next time you plan on doing some fairly major truck work - send me a PM here.

I've had some good success in the B model cabs getting them quieter and cooler. But the interior needs to come completely out of the truck, so there is some time involved. Nothing very complicated - just a pain in the A--.

Paul VS

Hey guys - I don't want to burst anybody's bubble here but -

My own experience is:

If you really have 7/16" spreading between frame rails - it will never pass a DOT inspection.

And welding it together isn't an option. That really draws attention to your problem.

Rust jacking is really common here in the Northeast, and has already caused me to part out a beautiful low mileage 1966 R-600 after having a creeper cop look it over before I started a restoration project. For minor spreading (1/8 - 1/4"), cleaning and painting as Rob suggests is a viable solution. Any more than that and you really are looking for trouble with the law.

Some spreading is a natural ocurrence with the flexing of the frame under load. But excessive spreading like you are talking about will definitely draw attention in an inspection.

I don't know how practical it is, or how far you might be willing to go, but you might consider splitting the rails, thoroughly sandblasting out all of the rust, epoxy priming and reassembling the frame. That's a very labor intensive fix, but at least it gets the job done right, and you have no further worries.

Just my two cents,

Paul Van Scott

In a country run by liberals intent on making more new rules than a person can count, it's no wonder that foolish legal stuff like "no glider kits without new engines" gets passed without a care, and forced on us. The only recourse is to vote intelligently - so please do!! Or this foolishness is going to get a lot worse.

Seems crazy that a company like Mack can't stock parts for their older trucks. Especially since they sold you the truck under the auspices that it would last a long time. So, if it's supposed to last a long time - then why can't I buy parts? Guess we need to ask Volvo. Or get American investors to buy Mack. Or do something on our own ....

There might be a market for a small company to remanufacture a truck like the R and DM models. Literally, rebuild it to new specs. Not sure how cost effective it would be, but it might be fun to investigate. The truck would be exempt from new regulations, and would have to meet only those standards in place at the date of its' original manufacture. The R and DM models make a lot of sense, because of their tenure of manufacture, and because of their versatility in the truck industry. There are a lot of them around, and there are still a lot of jobs that an R or DM model Mack could do better than most of its' competitors. So, if a 1970's or 80's Mack DM, say, could be purchased for 65 or 70,000, completely finished to new specs, it would be quite a lot cheaper than a brand new truck; it would be exempt from today's pollution regs, simple to service and maintain, and it would have a life expectancy at least as long as any new truck out there. The big question is - would it sell? Suppose it had a super warranty - say 200,000 miles or five years? Do you think operators would pay that kind of money for a truck that is twenty plus years old?

I don't know if any of this is realistic - but it doesn't take much imagination to picture it.

I could picture building a fleet of trucks for concrete transit companies, or dump truck outfits, or block haulers etc, etc, at a cost far less than comparable new Paccars, Macks, Volvos or Freightliners.

Pretty interesting stuff.

Paul VS

I particularly like the homemade winemaking equipment!!

And I forgot to thank you for the Lincolntown photo disc - Thanks!

Paul VS