nwfs600

33 is close to 1 5/16

I was measuring the CHU this afternoon after I greased it and just changing the cowl to meet the hood will gain 10 plus inches. That should be close to enough to get a X-15 in there along with some A-pillar mounted mirrors.

Cheap and easy dealer network purchase. VW should have bought them before they put Cummins back in.

Dampening in the bags. It works pretty good. I pull a new Utility 4000 DX van. The spring loaded mud flaps stay on really well.

Problem I see lately is our carrier taking afternoon loads that unload the following morning. Simple math along with some military time would save a lot of switching loads. Yesterdays 00:01 load with 5 hours of drive time and a 10 hour doesn't work by 14:00 now does it? Pepsi seems to be having a issue getting loads moved during the afternoon and evening. I'm ready to try this ELD crap for the first quarter of 2018. There will be so much freight on docks that can't get hauled that rates and cooperation will be sky high.

X15 @1850 torque. If you want 2050 torque you have to have a T800 or W900. Engineers at MATS said they are working on a bigger cooling package but didn't have a date for release. I test drove 2 880's and a short hood W900 on the same day. The 880 seems to be nice. The W900 was nice inside and as quiet as the 880. Plenty of choices at Paccar.

I agree that labor is the highest cost. Fuel is something that we can look at saving money on. Cheap labor will usually cost more than its worth. The guy that drives our other Peterbilt is happy where he is at.

When applied correctly POR-15 is hard to remove. I restored a Formal H years back. The top of the fuel tank had been covered by Por-15. I ground with 36 grit on a 7 inch sander for days to get it off.

We have a new Mack. It does pencil 4 cents a mile cheaper than the 2010 Peterbilts. I have 7 paid for trucks and 3 payments. I would buy a new truck for every decent driver I could hire. The man that drives the other Pete is a great hand. He treats MY truck like it was his own. Trucking with old iron that is easy to maintain and dependable is not a foolish endeavor. I went through my Ford bumper to mudflap. I replaced a 194 bulb in one year of service besides oil changes and grease jobs. I farm too and would rather sit on an open station tractor and smell the dirt. Some of us don't need to make a billion dollars to be happy. The land is in my blood just like the road is.

I figured M&K in Sterling Heights Michigan but I see you're in Chicago. Weigand Mack was probably better than 99% vocational. Now it's can I get you a 780 Volvo comrade?

The rep at the booth was vague but we were talking about the CHU. He wouldn't say if it was an extended hood or cowl to get more bbc length.

I don't see the gigantic problem for a truck to deliver some X-15's to the Mack plant. It was good enough with the CL trucks and would give us the same choice everyone else in the industry has. I asked this question at MATS after being told they were working on a longer hood/cowl. I got the company line about the MP8 being enough. Our CHU does just fine but add another 40 tons. Ask International/Navistar how the removal of choice worked for them in their 13 litre program.

Looks like you're 300-400 lbs lighter on the door. We have the 142's also.

What does it weigh? Our CHU weighs 22000 full of fuel. Fuel mileage has been 6.2 to 8.5 depending on temp and supplier.

If the Mercedes uses the same Bosch unit pump as the Mack then I don't see much block showing in the bore. The moving part of the unit pump has a oil hole in it that I built a puller to get out. W.W. Williams gave up on one of our Mercedes OM 460's so I had to take care of it. Did this unit pump eat the roller?

The end of 2014 I think.

The T370 is a great truck. When you've built the cab for 30+ years (original T600 cab) you should have it down. The ISL/PX9 (based off the CDC C motor) has been around longer than the cab in different configurations. I have a feeling they had Navistar before and got the big let down when the 466 went out of production. In comes MHC to save the day. Finding a good dealer partner is probably more than half the battle.

There is a new W900 and 389 coming in the next year or so. The cab will be 880/567 cab from what both manufacturers told me.

This truck wasn't in the show but it was next to it. I talked to the Mack guys hoping someone knew anything but both guys I talked to looked at the sign next to the truck for answers. Peterbilt had good people with actual knowledge about their products. I also spent quite a bit of time at Utility talking about trailer combinations.

I went to the Mack booth at MATS for more information. I totally get why Mack is where it is at. I asked plenty of questions to be answered with "I don't knows". For seats Sears is the way to go. I sat in them and just about melted in. The difference in weight between Mack rears and Meritor remains a mystery. What to spec to get a CXU down to 2000 full of fuel got the best answer. Wait until September when the new truck comes out.

Ford could re-enter the class 8 market. I am sure the municipal, LTL and TL market would come back in a short time. There are plenty of us waiting for another big Ford sleeper truck. Mine is waiting for the nod to go back into service.

Salesmen sell what they have. I was sent a line sheet from a 2016 stock truck. it was not even close to what we sat down and discussed the day before. When he builds the three trucks we discussed then I can do even more research. I hope he gets this completed before I go to the truck show. I look forward to getting smoke blown up my giggy by the engineers.

Total cost of ownership estimates need things like; fuel, oil changes, tires, brakes, seats, fifth wheels, shocks, and a clutch. Planning on a 5 year turn on the truck. The extended warranty will run out the fifth year from mileage before the payments do. After its paid off we will roll it into a new truck. Fuel and maintenance are things you can and should use as a projection for total cost of ownership. A new 389 Pete will be 40k more to start with and get .5-1.5mpg less. Easy enough for me to figure out which truck is cheaper to own. I understand that I will get plenty of opinions with the questions I ask but I also have received actual experience based answers also. This isn't 1999 anymore so I can't say the 3406 Cat with an Eaton 13spd and Eaton rears. That combination worked from the 70's to the mid 2000's. Now I have to beat the bushes and find answers. I am going to MATS in a week to gain more insight to this purchase.

I stopped at the Mack dealer today and had a nice chat with the salesman about a new CXU. Always more questions from the answers I get. This truck will be for dry van but a reefer could happen with all the milk plants popping up around us. Truck will be based out of Michigan. Midwest runs but 48 states is not unusual for this driver. Questions I have are based on total cost of ownership during the 5 year extended warranty not just resale or feel good big hp numbers. MP7 at 425hp and 1650lbft saves 391lbs but does anyone know what real world fuel economy gains? Is the M-drive just so star spangled awesome that a good Eaton 13 speed wouldn't be adequate? What rears and suspension is best?

First full week mileage was 6.6. Not too shabby for a new truck with a trainee at the wheel most of the time. The drivers seat has been whined about every phone call this week. I guess it is coming out to be replaced with his Admiral out of his Ford.