JoeH

Whys it gotta be either or? Why can't it be both?? Unqualified to run a Costco food court AND he believes in open borders!

Someone wrote on here a couple years ago that the engine model should be stamped into the block just forward of the injection pump.

What's the data plate say? It is a 2 valve, I'd bet E6 as the intake crossover tube and turbo/exhaust manifolds look a wee bit different than my endt-675's.

I've been watching them for a couple months now. In a world of insanity, they do bring common sense to the table. Where they may fail is getting product to market fast enough. Their plan is to make like 5 of these, put them out in the field to work out the bugs, which there probably won't be any, before ramping up production. By the time they get their production going their competition will already be making comparable setups. Me being me, I'd still buy one of theirs first. $90 generic headlight at the local parts store sure outweighs the $1,700 special one on back order. A lot of thought went into this rig. Air ride battery tray. Differentials mounted so the motors are protected in both forward and reverse. Easy/comfortable access to the dash and electronics. Fault code system that displays what the fault is instead of some B's code you need a $$$$$$ computer program to read.

That's a shame. Sedan driver fleeing the scene is weird, wonder what he did that caused the FedEx truck to hit that bridge pillar.

Smart enough? Maybe, maybe not. But if you keep hitting your head against the rock long enough, eventually it'll submit to your will... 💩

Havent dived into it yet. No obvious damage to any wiring yet, and the engine did fire up momentarily so the tow truck could turn the steering wheel, but it starved for fuel and didn't run for more than a few seconds. Driver side wiring appears ok, so does the passenger side. But the wiring runs up along the radiator grill and jumps into the cab right along the top of the charge air cooler. I'm concerned the cab "bruised" the wiring harness at the top of the CAC from the passenger side hinge breaking and the cab shoving back against things. At this point I'm just stressing out about unknowns.

I've never had to deal with vehicle harnesses. Because the cab ripped off the passenger side hinge, and all the harnesses go through the hinges, I'm concerned that there's damage to the harnesses. I have never had to deal with harnesses before. Depending on how things go, if I get the chance I'd love to just put new harnesses in, but I'm not sure how easy that is to do. Engine harness I could see being the easiest, but what about the harness that goes from the frame rails up into the cab?

I'm hopeful that a cab swap is really all this truck needs, apart from miscellaneous air and fuel lines that ripped. Biggest fear on the cab swap is wiring.

No, we pull the drive shaft off the damper wheel and pull the pump/mounting plate. I told the driver a few weeks ago "if you ever roll a truck over, GET THE ENGINE SHUT OFF IMMEDIATELY!" so that was playing through his head as he was going over. He was a bit disoriented, but says he found the key at some point quickly. It ripped fuel lines off at the lifter pump when the cab shoved back, so even if he didn't get it shut down quickly it would have starved out pretty quick. Wiring is my biggest fear. All the mechanical swap stuff is childs play. Out of curiosity, outside of the engine sensors and eecu, how many plugs does the engine harness have and what do they plug in to?

Assembling a list of books and dvd to order from Bergeys this week:

According to my vmac 3 book, the bulkhead plug connector for the MR is located on the driver side of the front crossmember. I see no indication of it being any different one year to the next.

Thanks; we're in the very preliminary stages of sorting this mess out and figuring out what the big pictures gonna look like. I believe there's differences in the major harness connectors on MR's vs RD's etc. I also think I've heard EECU's are VIN specific and may not work with unmatched VECU's?

@Joey Mack @fjh @Mackproand @ any other ETECH gurus. So my driver did this about a week ago. Fortunately no injuries. Moving on. Mixer body is in surprisingly good shape, shouldn't be much trouble getting that part back up to snuff. Cab took a beating. Insurance guy thinks the cab shoving back into the exhaust stand pipe tweaked the frame, he's claiming to see a couple "bumps" in the top flanges where the frame changes profile depth. I think the frame is fine, looks just how it did when we pulled the frame and sandblasted and painted it 2 years ago. Won't know for sure til we get a professional to look at it though. Pretty sure insurance is going to separate the mixer and chassis and total the chassis. Which given that it's a 2003 with 27,000 hours and 435,000 miles, I get it. But it did cost us a pretty penny to get this truck prepped for this mixer, far more than I suspect insurance will pay out. Looking at a 2000 MR688 as either parts truck or replacement chassis. The 2000 has a bad cam (I'm assuming rotated roller ate a lobe). 2000 is right side eecu, ETECH engine. 2003 is left side redesign eecu, ai350 engine. What cross fit issues am I going to run into? Is there any difference in the chassis wiring harnesses that would hinder my ability to put the 2000 cab on the 2003? This will be an ongoing thread for a while as we sort out this mess. MR688S chassis on both of them I believe. Haven't seen the 2000 in person yet.

If your goal is to eliminate the axle wander then you're going to want to replace the spring saddles. FJH is right, the spring saddle looks to be missing certain anti wander features. Take note of this saddle from his link: The lower springs actually set down into the saddle, where part of the saddle casting captures the lower springs from any wandering. If you're not going to replace the saddles then just tighten up the u bolts and call it a day. It'll still wander though. Saddles are easy to replace. Block up the trunnion bar, since you're a pump truck you can do this with the outriggers. (The trunnion bar "hangs" from the camelback springs) Take cover off end of saddle, remove spindle nut etc from trunnion bar, cut u bolts with a torch and drive the out, jack up the axles to lift springs off of saddle, slide old saddle off. Generally easier to do with all the tires out of the way. Assembly is pretty much reversal of order. Note any shims that may exist between saddle and trunnion stand. Slide new saddle on, lower axles/springs into saddle, install u bolts, install the retainer nut assembly and cap, grease and done.

Yes the '81 is a Maxidyne. These are usually coupled to 6 or 7 speed trannies. They make 90%+ of their torque from about 1100 rpms to their 2100 rpm governor, negating the need for lots of gears.

I've never bothered using mine, not even sure they work on our trucks. I believe they open facing the windshield. Cold temps I just run the fan. Summer I use the roof and side vent plus the driver wing window.

Sounds like neither engine is a Maxidyne. A Maxidyne is noted as "EM6"-300. I would have thought in 1981 it would still have been an endt676. I guess it still is, they just changed the naming system at some point. I'm not sure exactly how the puff limiter circuit is supposed to be plumbed, but I think it needs air coming from the air tanks, plus air coming from the intake manifold, and an airline going to the fuel pump. People would often disable them just by plugging the supply airline from the tank I think. No real benefit other than faster turbo spool up, and making your neighbors come look for fire!

I know heating oil trucks are set up that engaging the PTO sets the parking brake. In the age of computers, I suppose anything is possible. I could see the CPU thinking the truck is not parked could affect the ramp up.

To check camshaft I'd call the dealer and get cam part numbers for each VIN and compare. I'd assume the part number has been supercedes numerous times, so I'd ask for all the numbers to compare.

How is the journal cap? If the bearing spun I imagine there would be some wear on the cap and block journal faces. Not sure if this will affect this engine's ability to be rebuilt. May need to pull the crank to mic the journal?

In PA you lose your CDL the moment your medical card expires.

Also, check your bearing size. Is it standard? Or over/under of however they call it.

Part of the reason these trucks can run such a wide powerband is the oil pressure. The high volume/pressure keeps the bearings coated under the immense working loads. Glad you found your problem! I saw a video of a guy cleaning up a crank journal, a lot of the "roughness" might be copper etc from the bearing that fused to the crank. The guy in the video was able to scrape most of it off with a razor blade, hit it with some 320 grit then 600 grit, and it wound up still being within spec.

That's neat on the tank! Just gotta build in an extra passenger seat so you can carry 2 German blokes around with you.