mechohaulic

a closer front picture of this pick up should have a tag below the bulldog above the grill which says ED. radiator shell and grill same style as on the EE and EF I had.

Mack had the ED pickup and the Mack Jr.

many will confuse a Mack Jr with the Mack ED pickup. the Jr was manufactured in more than one GVW. 1/2 and 1 1/2 ton capacity ; can't remember if a third GVW went higher, an authentic Jr has the logo JR on it , many years back I took a trip to NH and met/ talked with Dick Kemp and we were discussing his Jr parked next to us. the reo pick up =cousin to the Jr is a fine looking unit also.

this hopefully will be a situation where once issue is solved you will scratch your head and say "why didn't I think of that " ! a simple problem will break b=lls on occasion.is there a screw top on that cyl .. spanner wrench =2 pins holes ?? sure would like to see an internal diagram showing check valve.

good ole George another part of the past which WILL NEVER be duplicated . never cared much for Allan Jackson, but to see Allan do a tribute at Georges funeral changed my thoughts , he did a beautiful rendition. "He stopped lovin her today.

can see the high-tack on jake spacer. taking a small center punch - putting divots along green spacer top and bottom along with high tack the gaskets seem to stay in line better with less leaks. also like the fact jake spacers stayed green ==just my thoughts.

since the days of timing off front damper with engine running and two fingers that now have thinner knuckles; I got into habit of painting the fan blades in at least two colors. what ever colors black/white :: yellow /white . every other blade painted one color, on opposite side (front or back) repeat color scheme. front side blade white back side black . makes one heck of major difference when blade is spinning. can see it better.

when you state " hyd guy wasn't able to do anything " ;; do anything or FIND anything is my question. seems awkward that system has same problem after two main components replaced. that puts my thought back to POSSIBLE internal line failure/ problem. days of old ,your correct on bleed procedure with crack respective line; can't say same today with internal checks, reason I asked regarding piston ram disconnected from truck and work up/ down piston operation.

days of when men were men (some woman too suppose) and unions weren't fully taking over. can't see team in todays world using it . LOL. AC don't work or where's my usb plugs !!! I want a different unit !!

now you know how team drivers solved the problem of a driver that snored too much.

that's where the name 'walk -in - sleeper " started ..

old days were without a doubt " the fun days ". so dam glad I lived to see them . lets stay on topic. LOL

based on older engines , my thoughts were engine casting; but what does an old man know. question for me is the piece seems to be bent in half == why ?? have seen endt/675 and older peg 80 psi at start up . have to consider those days oil was oil ;; not synthetic 0=20 or what ever . fragment casting pieces were NOT uncommon then. just removed them and go on our way.

everyone has a different situation. in this case a couple of question should be answered ;; 1- is usage going to be regular: then a more pro version would be better . 2- if part time usage then for 3 K renting unit may prove more logical. 3- small unit ON WHEELS you may end up with friends you weren't aware of that have "just a small project "

rewrite =logged me out is this system a single cyl or two ; can't remember that far back. ? are the hyd lines aero-quipt or premade plastic style ?? did you try disconnecting the lines from cyl attaching a soda bottle to each line and work the pump ??

after safely blocking the cab ;; did you try working the cyl when it was disconnected from the cab?? no weight on the ram, still having both lines to cyl =move up/down lever to each position = work pump ?? guess it's a P I A at the moment , yrs back cly 's didn't have the check system == I know : sub zero day road call for F model which was left partially up outside . I was under cab leaning over driver steer tire cracking hyd lines ; fortunately I was a LOT thinner back then. might not be here today . that cab came down super fast . does the pump it self have a breather which is clogged /covered ? clean around pump fill port , remove fill plug /vent -cover with clean rag ;; try pump operation.

I DIDN"T have a problem with the one year living in TN;;;would still be there under different circumstances. but why work your life away move to a safer/ friendly location and pay LESS tax when I could come back to this rotten over taxed state so I can have most of my life long earned pension and SS taken. positive so far is paperwork is done to which I will go and retrieve this week and pay for so I now become a land owner in CT again === I bought the two cemetery plots next to my Parents finally. talked to cemetery officials 26 yrs ago when my Father left us. best part of farm people only word of mouth verbal agreement held true 26 yrs later.

yard work here will be a challenge ; landlords are divorcing ; we might be moving. hate driving in this yard and seeing such a mess of branches/ leaves and aftermath of winter. wanting to clean it , cause they don't care

motor channel on TV yesterday had segment on a shop restoring a fire truck from the 20's for a FD. interesting to watch

now if I said those words to "better half "; she orone of us would be in ER

going from mechanic to driver (not my choice) , the IH 4070A cab over was do able . short wheel base was my priority for those narrow delivery spots. Co switched to conventional, I stayed with day cab ; just had to log motel not sleeper berth. slept in truck every time. tight but also by then I was tired. upstate NY and maine runs had to have conventional with sleeper. crawl through window sleepers , at over 6ft the sleeper was defiantly more comfortable; lucky for me those weren't my permanent runs.

what are the readings AFTER an oil /filter (s) change . been this way for ten years ; had to have a number of oil changes in that time frame. also did you change oil brands or type to see if a difference happens ?? been this way for ten yrs also brings question ;; how long did you have this unit prior to the ten yrs??did you see a difference 10 yrs ago or was just the way it was ??

my thoughts also;; if possible tap into another live port with a gauge you know is accurate while leaving old gauge in dash for comparing notes. to go and parts change another gauge only to see same results $$$. it is possible to show start up at 60 = 1-- oil cold // 2 -- no restrictions in line or gauge // 3-- if gauge totally faulty it would not bottom out to 0 after shut down 4-- gauge or line hopefully.

back in the good simpler days it was 30 or 40 weight and 10 was considered hyd oil. now engines run 0=20 !! how can this be I ask.

valve adjusting engines with dynatard not much different then before dynatard came to be . should be intake 16/ exhaust 24. important difference is to make sure exhaust slave cly completely compressed , either push down by hand or turn adjuster in till it bottoms then back off for adjustment. purpose is to empty slave cyl of any oil.so when eng brake applies it will fill slave cyl removing valve /rocker adjustment = holding exhaust valve open and you get to hear the meek putt putt noise.