kt_Engineer

Mack did not introduce diff lock until 2009 so this definitely doesn't have one.

CRD92/93 is old version that has been in production for 40+ years and replaced with CRD150/151 in 2009. The newer axle has slightly better design and rating and capable of pulling upto 150,000 lbs for linehaul applications. You can try to find closest ratio CRD92/93 but will need to ratio match with smaller or bigger tires so as to not burn up inter-axle powerdivider.

CRD150/151 was introduced in 2009 to replace CRD92/93. This is the first Mack axle series with Differential Lock option (i.e fork/clutch to lock left and right wheels). CRD921/931 is the Interwheel power divider/Limited Slip Differential (identical to Inter-axle differential with peanuts and cam differential) between wheels. CRD92/93 doesn't have differential Lock. CRD150/151 is also offered with Limited Slip differential option and referred to with CRD1501/1511 designation. Interwheel Power Divider differential does automatic torque biasing with 3:1 torque sent to non-slipping wheel but if other wheel is one ice with zero traction then you are going nowhere. With diff lock you should be able to move even if one wheel is on ice. Diff Lock is extremely inexpensive compared to IWPD (Inter Wheel power Divider) version

If you rebuilt T318 and T318LR then T2180 is not a bad choice. T318 is evolution of T2180 with some improvements. Gear ratios should be very identical.

Could be CRD180/181 which was launched in 2018 and replaced CRD202/203.

CRD92/93 has been in production since 1950-60 and discontinued and replaced with CRD150/151 in 2009 (crd125/126 is a sub-family of CRD150/151 with 125,000 lbs GCW for linehaul introduced in 2012). There are different differential gears versions for axle shafts during this time. In 2002-2003, Mack introduced fabricated housings with industry standard R-Series spindles to commonize wheel end equipment. The proprietary spindle fab steel housing and also cast iron housing was still available. It your truck has relatively new fab housing most possibly it has new R-Series spindles. For CRD125/126 R-Series you need Right side axle shaft P/N: 23821464. If you have inter-wheel diff lock on CRD125/126 (front, rear or both) you will need L.H. Axle shaft P/N:23821484. With out inter-wheel diff lock the L.H. axle shaft P/N will be 23821437. If you have proprietary spindles then you can still get the axleshafts for CRD125/126 (the newer CRD92/93 axleshafts will fit CRDD15/126).

Yes. It will fit but make sure the axle housing has R-Series spindles and/or find matching axle shafts. Also, I am assuming you did home work on ratio change. CRD125/126 has only 2.54, 2.66 & 2.83 axle ratio. CRD92/93 fastest ratio starts at 3.86.

Mack T300 should use 80w90 Mack GOJ or 75W90 GOJ Plus oil for best gear and bearing life. 50W synthetic is unapproved as far as I remember.

What transmission do you have? If it is 12-speed MDrive, something seems to be confusing TECU where it is trying to go to low range (from high range) or could not go to Hi-Split in main box. Maybe splitter synchronizer is going bad.

The carriers can be swapped from 38k to 44k axle housings. Mack top mounted carriers are swappable all the way from 34k - 58k axle housings. The only unique version is 65k axle housing with CRD95/96 carriers. These won't fit on any other axle housing or vice-versa.

There are 2 versions of the housing - fabricated steel with 14mm wall thickness housing sold at 52k lbs GAWR in past with some spring suspensions(11mm is sold @ 46k lbs GAWR with camelback but 14mm with air suspension) and cast iron housing sold at 46k lbs GAWR & 52K lbs GAWR. The housing itself on axle ductile version is same for 46k & 52k version but suspension (with different spring packs) can be different. With cast ductile version there was Mack proprietary spindles (obsoleted in 2018) and industry standard R-series spindles (offered since 2010). The R-series is available in drum and disc brakes while Proprietary version is only available with drum brakes.

Articulation of M-Ride with Mack axle

Check your ABS sensors on steer and drive axles. Transmission is looking for output shaft sensor along with ABS sensors to figure out vehicle speed and needed gear shift. If one of the sensor is loosing signal intermittently then transmission might go into limp mode.

There are different setups based on suspension. I was thinking it has to either look like the Image 1 (in this case it shows a rear-rear carrier) or Image 2 (which is a front drive axle) where fore-aft rod it going towards the cross-arch but will not have the straddle bracket in thee back. It would have a TELMA bracket mounted towards the front of the the carrier with a transverse torque rod mounted of the cross frame-rail. Your current setup has nothing to prevent front drive axle from moving side-to-side. This would be acceptable for some suspension configurations (but not all) if I remember correctly.

Also, I noticed something that doesn't make sense. The fore-aft torque rod is in the wrong direction. It should be mounted facing towards the front/cab and not towards the rear. Also the front-axle has the straddle type bracket but without transverse torque rod (mounts of the side frame rail). The rea-axle has tapered torque rod bracket and transverse torque rod (as it should). This does not look right (also strange front-rear has different bracket type than rea-rear).