JoeH

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.

I'll put my lists/reminders so they're sticking out of my wallet so I can't miss them in the AM when I'm getting ready to get out the door. My dad is 70, and he's a list guy, always has been. The amount he gets done every day is impressive.

A piece of paper with a list of small achievable tasks does a lot to get you out the door and moving. Evening before, write down a few doable tasks, cross out as you go. Next evening add a few more to the list for the next day. What ever you don't get done is carried over to the next day.

Just be glad you aren't doing this on a DM cab, the rear head is halfway under the firewall, and the firewall comes right up passed the back of the tires. Very cramped!

Its a good thing this is such a durable engine, I've done this process numerous times. Its not fun. I've never seen a closed end cross foot, all the ones we have are open end and the square port is right by the open end, no handle length.

You're also dealing with a manual trans you said, so you have different sensor inputs and outputs. And you have a GU813 which is probably an mp series engine whereas I have a vmac III etech engine.

We scraped the sand out often one bin at the scene, but it still has a fair bit of stone in the one side. And the cement bin on the back is mostly full. Drivers job tomorrow is shovelling the materials off the truck before it goes to a collision center for evaluation. If the mixer body has to come off then it needs to be empty.

Hoping it gets new wiring harnesses, wires weren't in great shape before this fiasco.

Shockingly almost nothing wrong with the mixer. Passenger cab corner took a heck of a beating. Its such a beefy frame I'm hoping the bones are all ok and it just needs a cab and miscellaneous small stuff. No spilled liquids, though it did tear a fuel line somewhere next to the engine, probably from the cab ripping 8 inches back and tearing loose from the passenger side hinge. No injuries, just a bruised ego on the driver. Just got sucked into a 4 ft ditch and fell over. And you can see the remains of that tree, which I'm sure put some hurting on that cab.

Annoying on a truck that runs a manufacturing process that requires multiple different materials to be set at specific flow rates in order to make a good product. It throws the flow rate ratios off, and we either have to adjust them or drive the truck far enough (50 yards?) And fast enough (5-10 mph) to satisfy the computer.

All I can think is the truck senses a component in the trans spinning from the inertia of the engine revved up and it triggers a code because in neutral/parked the trans sensors shouldn't sense any movement.

I have a 2003 MR688S that does the same thing, but it's accompanied by a trans code (Allison automatic) the code stays active and won't let the cruise throttle control "ramp up" for the PTO work until you put the truck in drive and go fast enough for the torque converter clutch to lock up. (5-10mph) restarting truck doesn't work. Gotta lock up the TCC.

So I bought these lev o gages and put them on a couple of my trucks last week so my driver went and did this.... I wasn't expecting the lev o gage to get maxed out so soon!