vanscottbuilders

Well the holiday is past us. A little bit fatter, but I was able to take four days off. Nice. I also got my wiring harness for the B-67 this week, too. After all the discussion about just softening the spring stack up on the rear axle, I have been convinced to revisit the air ride idea for the B-67. I'm thinking of either building my own system, ala "Tom Gannaway", or buying an A.C.E. Superide pre-made crossmember and bags. In any case, the intent is to use the original rear end. Both of these air ride ideas use the original spring stack with the stock saddles and front hangers, so modification is kept to a minimum. And a new little twist - I am looking for an inexpensive step deck trailer. Cheap enough to be a toy. I would prefer something around 40 to 45' by 96" wide. Thinking that might help the price, because most active carriers are looking for 50' or longer, and 102" wide. Ideally it would have a flat deck over 17.5" rubber, to get the lowest possible deck height. It can be old and needing work. Just not completely rusted out. As the fleet of old and tired iron has grown, my little Eager Beaver lowboy has become a little too awkward to use regularly for moving trucks, what with climbing the ramps then going over the tandems and down into the well. And, best of all - I have a committed buyer for the lowboy at its' asking price! Please keep your eyes open. Thanks, Paul VS

Absolutely! I'm not much in the kitchen,but when it's outdoors it's a different story-i've got 4 grills,all charcoal,in various sizes,the smoker stove,and the stew pot. My good friend "Big Jim" lives in Reynoldsville,Pa. and he's a master griller-and just happens to have a big brand new gas grill.He would be a member here,but his PC has been down for a long time.He took it in to be checked out and found there's nothing wrong with the computer,but his phone line was messed up,so he just uses his cell phone.If Barry think's it's a good idea to cook out too,i'm gonna volunteer Big Jim to bring his grill. I'll tell Jim he's been volunteered too-he'll think he's back in the Marines. Can we convert the mixer to a rotisserie? Could get interesting. Paul VS

That's a real nice B-67. It's a little unusual with the black frame and blue fuel tanks and fenders. The common two tone seems to be the frame, fenders and the fuel tanks are the same. Good colors on the old girl. Thanks, Paul VS

I'm thinking that what we need to do is organize a Mack and cook-out event. Maybe at Watts Mack's anniversary show in September. I think it would be blast. Paul VS

Hey Morgan, Do you know the original spec for the springs? And, if you were to guess, how much stiffer would they want to be before there was a potential for excess valve train and camshaft wear from trying to overcome the added spring strength? Thanks, Paul VS

That turkey looks fantastic! How long did it take to smoke? I'm hoping to try sweet potato pies next weekend. Paul VS

Thanks guys. Tom you told me about this when I first called you to register the truck two years ago! And I'm the one who forgot. I am reassembling the truck now, so I'll keep after you like flies on s--t! Thanks, Paul VS

I was hoping you would chime in here. That's what I wanted to hear Glenn, Thanks. The exhaust brake manufacturers tell me that, because of the low RPM on the Mack, more back pressure is better for braking. But everything I know about pressurizing the exhaust system with no cylinder compression says that the valves will float, or close slower than normal. I don't think I am going to go further with this idea, unless someone can really convince me that there won't be valve problems. I do own a new TEC engine brake. As I have said, it doesn't look like there is clearance under the firewall for it. But I should really measure it to be sure. And I was hoping to keep the TEC brake for a future 285hp project I have up my sleeve. Probably the best research I could do right now is to find the best performance brake lining to get the most effective braking from the service brakes. The old truck won't be used for revenue anymore, and I'll never wear the brakes out. So a softer material might work out well. Do you know anything about what might be available? All I remember about driving the B models thirty five years ago was how many times I thought I was not going to stop! I'm way too old for that now. Thanks, Paul Van Scott

Nice to know there is someone moving at about my pace - AND has photo trouble too !! Best of Luck with your project. Paul Van Scott

Don't let those pictures of my B-67 fool you. Shortly after they were taken my uncle Jimmy (also my shop partner - we each have one half of the space and the center area is up for grabs) moved in his old Kenworth W900A and took the front end apart. Then he brought home Morgan's 351 Peterbilt project - now that's in there. Along the way I brought in my Willys pickup (recently sold it) and my Ford Jubilee tractor. Then my spare Mack motors and three transmissions, along with a derelict rear end unit with an air ride system I thought I might make use of. (Another failed brain fart) So the real truth is that you can't walk around in my shop either! In fact we spend more time moving stuff around than we do actually working on anything. Years ago I built a shop for one of my uncles, a retired master mechanic. At the time I couldn't understand why he would not let me build him a bench. All he said was "if I have the space, I will fill it with junk". Truer words were never spoken. Seriously, we have been pretty fortunate in the equipping of our shop. My uncle has semi-retired from his heavy haul trucking operation, and I have been in the building business for a long time, and both of us have been involved in automotive and racing projects all of our lives. So we have gathered up stuff along the way. The shop space itself is rented from a good friend in his large excavating business facility. The building was originally used for the manufacture of pre-cast concrete beams, and it is huge with 22' ceilings. So the electric service is three phase and heavy duty. It is well heated and well lit, clean and comfortable. We have a new 24 x 40 x 20' high Gorbel bridge crane that is powered in all directions and has a 6000# electric hoist. It's a neat toy! (Gorbel is a local company, literally adjacent to my back yard). Got a large air compressor set up. And between us we have a good selection of heavy 3/4" and 1" drive air wrenches for the big stuff. Came up with a good used 5000# propane fork lift. And we have an older large Lincoln wire feed welder and plasma cutter, and a couple of sets of torches. We are also lucky enough to have a large quarry yard very close by that we park all of the trailers and "future projects" in. (Jimmy still owns around sixteen trailers of all shapes & sizes, mostly lowboys and variants of lowboys like beam trailers, step decks, jeeps and stingers) All out of sight and fenced & locked. This is something that we have planned on for a long time, and I think it is coming together better than we had envisioned. We are feeling pretty blessed, and both of us are looking forward to retirement and working on our trucks. Paul VS

Does anyone have any experience with American Carrier Equipment's Superide air suspension cross member? The system uses the existing leaf springs and replaces the rear frame cross member in the single Mack B model. Looks pretty interesting. So I am looking for feedback. Thanks, Paul Van Scott

I have received a reply by phone from US Gear, manufacturer of the D-Celerator exhaust brake. They say there is no undue or added stress on the engine with a properly sized and properly operating exhaust brake. quote:"An exhaust brake is basically a throttle plate, similar to any gasoline engine, albeit with the throttle on the exhaust side of the engine rather than on the intake side. The exhaust brake causes positive pressure in the engine, which slows the piston in the diesel, rather than a vacuum which slows the piston in a gas engine when the throttle is closed." The comment was that the valve failure, which indeed does happen, is caused by the pressure overcoming the valve spring strength and slowing the exhaust valve closing, which in turn affects the rocker arm and the followers', or lifters' ability to follow the cam. After a short while, valve, or as Morgan pointed out, camshaft damage occurs. Over pressure is most commonly caused by the butterfly valve sticking closed, or by orfices in the butterfly becoming "coked up" from exhaust deposits. Both scenarios can cause severe over pressurization. (The Williams brake unit used small orfices in the butterfly to limit the amount of back pressure a brake would allow) The US Gear unit, which appears to have better control over the back pressure by using a second smaller "waste gate" valve for active pressure control, is designed for a maximum of 33 psi back pressure. In a 40 psi rated engine like the 673 or 711 Mack with healthy, stock valve springs there should be ample braking assistance and no pre-mature valve failure. At about $1,295.00, it is a bit less than a new TEC engine brake, but more important, the exhaust brake does not require a shimming plate beneath the valve cover. In my B-67 there does not appear to any room for the raised valve cover where the engine comes thru the firewall. Interesting Stuff! Paul VS

I second that -- Cool! Happy Thanksgiving everyone. Paul Van Scott

I need to correct myself - I said that the exhaust brake back pressure for the newer "pickup" diesels was low at 14 psi. It is not - actually it is around 40 psi. And, apparently, the Mack diesels of the fifties and sixties (not including the newer Maxidynes) were rated at a maximum back pressure of 40 psi also. And Garth is correct in that the original Williams exhaust brake did supply 30 psi max pressure for the Mack engines. My idea of 10 psi for less engine stress is okay for the engine, but not enough pressure to do any braking. Apparently much less than 25 psi is not very effective. Morgan's comment about heavier valve springs has been brought to my attention by a local Caterpillar wizard. And Cat even offers a retro-fit kit that allows 70 psi back pressure in the 3406 and 3408 engines! Must stand the truck right on its nose when you lift the throttle. I have contacted three manufacturers of these units, and I am waiting for a reply. I will keep you all posted. My general initial feeling is that putting the old engine at risk is probably not worth it. And I don't know if stiffer valve springs are even available. It's just my nature to be curious and always looking for better efficiency and better performance. For those who might be interested in an exhaust brake - I have learned that a little maintenance is pretty critical. Lubrication and cleaning of the moving parts needs to be done frequently and with the correct high temp lube. I have been cautioned by one of the manufacturers to be sure that all operating parts are located within easy reach for service. If the butterfly valve sticks and remains closed, which can happen, it is either time for an immediate shut-down or good-bye motor. And it could be spectacular! Paul VS

Not too bad Barry! It will be interesting to see if you can notice any increased business with the ad running. Sometimes advertising is a little tough to justify, but putting your name out in front of everybody ultimately will pay off. Paul Van Scott

Thanks Garth, I don't have any idea how much back pressure would be tolerated by one of these fifty year old engines and their tired valve trains. Probably not as much as when they were new. My understanding from PAC is that many of the early exhaust brakes did not calibrate the back pressure very accurately, and as a result many engines had trouble. An over pressure condition could conceivably cause a multitude of problems. I think the pressure used today on the Dodge/Cummins, Ford/International and GM Duramax pick-up truck diesels is down around 14 psi. I assume that it is a low enough pressure to keep from driving the exhaust valves back against the springs from an open position. It would seem to me that almost any added back pressure in the exhaust system would have a braking effect on deceleration. It should fill the cylinder with exhaust air on deceleration, making the piston work harder to come back up. This could be way off the mark - but I'm thinking that a 10# wastegate would do the trick. Thanks for the input. We are hoping to load shortly for Portland Or., and load home with Morgan's Peterbilt and a GMC project. I'm not sure if I'm getting stiffed out of my B-61 cab delivery or not. There may not be room on the trailer for it. I'll keep you posted. Thanks, Paul VS

I've been talking with PAC about building an exhaust brake for my B-67 with a 673P diesel. They have told me that, although they do not offer a brake for that particular engine, they could easily build me one, if I knew the amount of back pressure the engine would handle. Does anyone have any idea? Or, does anyone have any ideas where I might go to find out? Exhaust brakes were, at one time, a fairly popular accesssory. So I am certain that information is out there someplace. Along the same line - PAC says that Jacobs always built the exhaust brakes for Mack products. I have learned that Jacobs still makes exhaust brakes for motorhomes and the "big three" pickup diesels, but nothing for Class 8 trucks. Does anyone know of another manufacturer that might offer a stock product for the 673? Williams or TEC? or? I am interested in this exhaust brake idea. An engine brake for a 2 valve Mack head does not fit under the firewall on a B-67 easily. I would have to shim the cab and fenders up about 1" to make it work. That puts the steering wheel pretty close to the top of the dashboard - looks like a knuckle buster to me. Thanks, Paul Van Scott

Thanks Barry. Sorry to be such a meat head - but I guess I just don't get it! And Glenn - I love that "hunting wagon". Paul VS

Doesn't look like this is any better either. I quit. No pictures from me. I'll keep the descriptions coming, and show the trucks for everyone to see. Sorry, Paul VS

Now - I think I've got it. Unfortunately these photos are of a poor quality. I'll do better next time. Paul VS target0.html target1.html target2.html target3.html target4.html target5.html target6.html target7.html

We're about in the same boat - I'm 5'11 and 225#, up from about 185# not too long ago. The doctor says I need to go back there. or look at blood pressure and cholesterol medicine. And I don't want to do the medicine. Just the same - I'd like to know more about the sweet potato pie. Thanks, Paul VS

Tom, I'll take a look - Thanks! Paul VS

Got the word this week from Kevin All that the H-63 has a spun rod bearing. Too bad. I am lucky enough to have a good 673 diesel to replace it. Just wish I didn't have to. On a more positive note - he thinks he has found a new cab jack for the truck. The intent with the cab-over is to keep it in very original spec. A nine speed overdrive transmission should give it enough road speed so as not to be too conspicuous. It's a ten speed direct drive now. Radials and maybe some little cab air bags might help the ride enough to avoid an air suspension. Especially with a trailer behind it. We've been studying the internet looking at every H-63 picture we can find. Also looking for factory service and parts manuals, or reprints, if anyone has any. PVS

Finally ordered my new wiring harness for the B-67. Working on my shopping list of plumbing and air valves for the brakes. Hopefully I will be underway with frame plumbing and wiring in the next week or so. Still waiting for my rear axle to come back with the higher gear ratio. That's what I get for telling the mechanic that "I'm not in any real hurry"! I guess that what I'm going to do is fit everything on the primed frame, then disassemble it for painting. Hopefully it will look pretty good that way. The concave back window opening is a pretty rusty and dog earred, and the cab corner where the exhaust bolts is pretty well shot from rust and the vibration. So, after more time thinking about, I have gotten a really nice concave cab back panel and a nice roof for a transplant. Given my lack of welding skills and the high visibility of the repair - I won't be doing this myself. I know better! Going with a frame mounted exhaust stack, so the cab corner will really show. Paul VS

Yeah it kind of snuck up on me, I didn't realize Thanksgiving was next week,thought I had another week to go for some reason.I just bought a turkey so I could smoke it,haven't done that since last year,and they're really good smoked.My Dad brought me a box of sweet potatos that he grew when he came up to the stew last weekend.I'll get some Captain Morgan's for flavoring and make some sweet potato pies. You guys are bad for my weight ! Sounds like work has picked up pretty well for you. That's good. Paul VS