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).

Your driver is not telling you the truth. It takes incredibly amount of force to bend the torque rod like that. Considering none of the other components are damaged, my best guess is one end of the torque rod was coming loose and truck hit a huge pot hole causing the axle to articulate pushing the torque rod against the cross-arch and bending it (look for marks on cross arch where it would have been hit by the torque rod). Either that or Hulk tried to pull the rod out to hit someone when your driver was not around the truck.

The side mount 6-bolt & 8-bolt PTO follow the SAE guidelines for both T300 and Eaton so you should be able to mount the PTO without issues. This was also the case for T200 (I thought). With manual transmission nothing needs to change for programming. The K-Factor etc will need to updated if you change out the axle ratio to read the road speed right.

Yes. 75W90 Synthetic oil should not be a problem.

Pardon my ignorance - When you say soft field, do you mean unmaintained surface, loose dirt? mDrive OD has a starting gear ratio of 11.74:1 and can be used to haul 90,000 to 105,000 lbs with ratios around 2.79 - 3.08 for well maintained roads. The biggest issue you will face when in loose sand is not so much drivability but these relatively fast ratios will not have much mechanical advantage at the wheels. During wheel slip situation, there is more potential to have higher torque be sent into wheels and if a wheel-hop happens tremendous amount of torque spike goes through the system destroying axles, thru-shafts, axle-shafts, differential halves and drive-shafts. Improper use of diff. locks, power launch or rock-free function makes it even worse. A deeper ratio (3.56 and above) will help alleviate the situation but not fool-proof. Deeper ratio comes at the expense of your sweet spot at 65MPH being 1500RPM range and above leading to lesser fuel economy. Direct Drive will seriously compromise top-speed though the starting gear ratio of 14.94:1 will help with startability in off-road conditions.

https://www.youtube.com/watch?v=2yhvlbLfvQk&feature=share

https://www.macktrucks.com/mack-news/2020/mack-trucks-demonstrates-mack-lr-electric-model-for-new-york-city-department-of-sanitation/ https://www.waste360.com/trucks/behind-wheel-look-macks-lr-electric-truck-dsny Volvo is also partnering on LIGHTS (Low Impact Green Heavy Transportation Solutions) California initiative for Drayage and other applications https://www.greencarcongress.com/2020/06/20200619-volvo.html https://www.volvotrucks.us/news-and-stories/press-releases/2020/february/all-electric-vnr-models/

Anything done outside the scope of normal application always voids Manufacturing warranty and OEM will not be liable for anything that could go wrong (on your "contraption"). If the carrier is being driven through some electric motor/engine with a reduction gear-box in between and another reduction boxes on each axle output end, the carriers can be expected to fail relatively quickly in 50-100 hr window depending on input torque/RPM. Depending on load applied either a gear tooth bending failure or gear surface fatigue failure can occur. Most possibly #2, #3 or differential bearings will go bad before gear failure. Changing out bearings @ 50hr interval can extend the carrier life. CRD150-151 (Ratio 3.11 to 6.53); CRD180-181 (Ratio 3.79 to 7.08) and CRD125/126 (2.54, 2.66 & 2.83) have a differential lock. The diff. lock can be engaged using a pressurized air or mechanically pushing the piston (using a threaded bolt) to engage the diff. fork clutch. Engaging the diff. lock will allow torque to be driven through one side/both side of axle shafts but could potentially fail the axle shaft and load one of the differential bearing more than other side. Since CRD180-181 etc are tandems (2-drives connected with intermediary inter-axle shaft) so driving through CRD181 (Rear-rear carrier makes more sense. CRD180 will have inter-axle differential/PDLO which will need to be locked out to transmit torque to gears). Perfect straight angle drivelines are never a good idea as U-Joint fretting and other issues will scew the torques. Slight U-joint angle (<1 degree) will work well. CRD181 with targeted ratio around ~ 4.45:1 to 5:1 might be better choice if input motor/engine have sufficient HP/Troque/Speed range along with gearboxes (with appropriate gear ratios).

If you can be atleast a bit specific as to what Engine/Motor you are planning to run, input and output RPM's, Torques, expected life etc I might be able to help. CRD92/93 is out of production since 2009. The newer carrier series are CRD125/126 (125,000 lbs GCW - Linehaul); CRD150/151 (150,000 lbs GCW - Linehaul), CRD180/181 (180,000 lbs GCW - Linehaul); CRD95/96 (235,000 lbs GCW - Linehaul). CRD95/96 has been in production since 1945 and doesn't follow newer naming designation.

I think Meritor housing has been swapped out with Dana for some reason. I would assume Meritor failed, so I would recommend keeping the Dana housing.

This is interesting. Mack axle has been designed by manufactured by Mack Engineering and was produced inside Mack facilities until 1986 (in Hagerstown, MD). Management decided to source the assembly to Dana and they were making it to Mack design from 1986-2002. From 2003-2009 Meritor was assembling it to Mack design and from 2009-2015 by American Axle and Manufaturing. The assembly was brought back in-house (to Hagerstown Pwt facility) in 2015. Coming back to your question when Dana was making Mack fabricated steel axle housing the spindles were Mack proprietary design (dimensions are different than industry standard specs). When transition to Meritor happened, the spindles were changed to industry standard R-Series spindles (while at same time making Mack prop spindle version for After-Market support). 19QF4409P9/25080121 (new number) has been terminated. Meritor tag are internal numbers and not valid Mack P/N so can't tell much about it. Meritor made some housings in 2005-2007 with a manufacturing defect where the stamping had sharp inside corner radius causing housing to fail in some severe applications. The issue was corrected and later design improvements were made to increase the inside corner wall radius so avoid manufacturing issues in future. All axle housings were not produced by Meritor or Dana but by tier-2 suppliers.