JoeH
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Everything posted by JoeH
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Not sure how big your pump is but I'll take a wager that 1,000-2,000 psi pressure relief will probably get the job done on shifting. If you go this route I'd start on the low side pressure relief setting and build up to the sweet spot.
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Hydraulic oil doesn't compress, so the response time could be better than you're thinking. Don't think you'd build all that much heat if you just used it as a shift assist, you're talking about 1-2 seconds of braking time per shift. It will mean more wear and perhaps shock load on your hydraulic system, mostly I'm thinking about the pump drive shaft.
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You don't need 150hp of braking power to slow the engine down. You may be stalling that thing out doing that. Typical Jake's have an electric switch on the clutch pedal, another on the throttle lever on the pump. Then there's a manual system hi/lo/off switch on the dash. Hi/lo is two heads/one head. If you were going to run your pump as a brake I'd build it into your pedals so it's instantly on or off.
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If you put a butterfly valve on, you'd need to use it constantly for shifting and probably clean it every so often. Lack of use the soot will jam up the butterfly valve and it can jam when it engages and not release. As far as using it as a brake for the truck, I'm not sure the exhaust valves can handle the back pressure. Fine when shifting, but on actual braking it may generate too much pressure any closed valve springs.
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One more spitball idea, throw a butterfly engine brake in the exhaust pipe for upshifting. It'll make the truck a whole different animal. It'll cut your engine speed down much faster so you'll be getting into gear closer to 1100 or 1200 rpms. We had a jake brake on one of our Maxidynes for decades, and it made the truck faaast.
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I would expect block and internals to be the same, only differences I would think are injectors, turbo, and fuel pump. I'd expect valve springs to be the same, only reason to put heavier springs in would be to avoid valve float while running higher rpms.
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Several "active" fault codes, mostly related to it missing it's whole back half...
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Got the engine running today on a bucket of diesel and a couple spare batteries. Neutral safety switch on the trans had gotten unplugged some time in the past 10 years, other than that it fire right up! And it's official, it has 14,090.741 miles on it. 3,887.550 engine hours, 3,105.5 of which are idle hours. A lot less than my 2003 that has 28,000 hours on the tachometer.
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Took me a minute to figure out what that things in! That's a cabover, not sure what model truck. Your exhaust is a different layout than mine. There should be a tag between the two halves of the turbo. May need to crawl deep in there and clean it off.
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I'm not sure there is an em6-350, I think the Maxidynes tapped out at 300. If it's a 350 then I'd expect it to be an e6-350. I drive an E7-350 triaxle with an 8LL most days, 8 gears will get it to 70+ mph. If the 350 runs, you might be happier dropping that and the 9 speed transmission into the truck. That will give you much better gearing for what you're trying to do.
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Garrett rebuilt turbo.
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Mind you my #1 answer was a superliner with an E9! That's what I would buy! But parts are hens teeth for those motors I hear. Other than that, a true Mack motor (non Volvo mp series) only gets you 12 liters, which probably doesn't meet his needs. I'm unwilling to go near an MP engine any time soon.
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You did mention you have a spare motor. What is it exactly? And is your current motor an E6-275L or an EM6-275L? Knowing if they have the M in there is important. I'm thinking your best spring change would be like you said, swap either just springs from your spare motor or swap the whole fuel pump. For a pump swap it'll need to be an EM6 pump not an E6 pump because it sounds like you have very tall gearing. The EM6 motors make 90%+ of peak torque from 900-1100 rpms all the way to the governor, whereas a standard E6 has a much smaller power band.
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Let us know what you do and how it turns out, I'd just hate to see the motor take a hit if it gets over revved. My experience with fuel pumps is very limited.
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So all Mandrewoid needs to do is turn that screw a turn or two one way or the other to get to 2100 rpm I figure.
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12,000/day x 365 days = 4,380,000 per year.
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Can you post a picture of the exhaust side of your engine? I have 2 endt675 motors, one from a U model the other is in an R model. I think the exhaust manifolds are the same, but seeing yours will help me compare to the U model I have.
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Sorry to confuse you with yet another turbo model added to the possibilities. Just rechecked, you're running an ENDTB 675 which will be the 237hp variant! Sorry this turbo is for the 283hp variant! I do have a 237 endt-675 sitting outside my garage, I'll see if it has a tag on it tomorrow!
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The X in the part number on my turbo just means rebuilt.
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FridayParts Turbo S3B085 Turbocharger 631GC5134 174840 199453 Compatible for Mack Truck E6 Replacement https://a.co/d/g7huQZv The things Amazon has for sale never ceases to surprise me.... Not bad at $600...
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Here's a couple more pictures to drool over...
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I put this turbo on my 1979 endt676 about a year ago. Got it through my local Mack dealer, Bergeys. May have been about the last one they had in stock.
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Can smarter heads than mine tell if this is the high idle adjustment screw?
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Extreme pullers aren't stock by any stretch. Tons of money dumped into special parts. Running a motor like that you get a few hard runs and you destroy things.
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Remember this is an old truck. Things are beyond broken in, and fatigue does set in with use. Our 1979 has a weak valve spring that kept letting a spacer disk for the Jake brake that rests on the valve stem pop out. Only way that can happen is through valve float. If the springs aren't stiff enough anymore then they won't keep tension on the rockers and pushrods. Mack engineered these engines for maximum performance and longevity. These engines typically don't hold up to being pushed passed where Mack set them to. I wouldn't take the chance on putting anything in there that could let it go passed 2100.
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