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67RModel

Pedigreed Bulldog
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Posts posted by 67RModel

  1. 14 hours ago, kscarbel2 said:

    And the mainstream media hasn't seen the need to mention America's drinking water is under threat?

    As far as I'm concerned the public water supply anywhere is always under threat. I can't believe it has never really happened (that I know of), or happen frequently enough to hear about, but poisoning a public water supply is incredibly easy if you possess a 6th grade knowledge of plumbing. Any home connected could be made into a contamination point. Shut off service valve where water service line enters home. Remove backflow preventer if one exists. Install a hose bib. Connect a chemical feed pump with enough head pressure to overcome the static pressure at the street. Start pumping some toxic chemical into the system. Once the chemical gets into the main lines it would be game over. Depending on the system particulars and time of day an attacker could probably pump 1000s of gallons of toxin into the system before anyone realized there was a problem. Depending on the system It would be incredibly hard to if not impossible to determine the location where the contaminants were introduced. If it happened on a large enough scale in enough locations society would instantly turn on public water supply. It would be mass chaos. I worked in the industry for many years and can't believe how fundamentally easy it is to poison public water and also how cavalier system operators are about how easy the systems are to breech.

  2. 12 hours ago, kscarbel2 said:

    Well exactly, that is why shipping companies purchase insurance from Lloyd's of London.

    JB saying the US taxpayer will pay for reconstruction is silly.

    My guess is the US taxpayer will foot the bill and then the US government will try to get reimbursed from insurance / bonding companies. Again guessing here...the demo and reconstruction will start almost immediately like when the interstate bridge collapsed in Philly from that tanker fire and they rebuilt it in like 2 weeks or something. The insurance company will want to drag its feet and investigate and litigate and procrastinate to try and pass blame or hold some other entity responsible. Leaders here will find that unacceptable and at least get started with our own money. 

  3. Long gone. The blue one got sold for parts and its major components may have lived on. The DM800 got scrapped and probably sent to China to be turned into some worthless trinkets that serve no real purpose. Its sad I couldn't find any takers at scrap price. The cost of shipping a 19,000 pound back then was very expensive. That was in the 2020-2022 timeframe when the Covid supply chain BS had everything screwed up and the cost of shipping anything was crazy. I saved the ignition switch out of it that had a matching Mack bulldog key. That is all that's left of it....

  4. 23 hours ago, Hans Remmers said:

    It's definitely not a rest-rite. We had a couple of them. They had flush doors with keyed latches. Not the paddle latches. They also had the emblem on the side of the little man laying on a flatbed. We even had a superliner with a loungeliner rest-rite bunk. I'd love to find another one of them 

    Like I said I have two of them. And yea they are different from the one on this superliner. Attached are some pictures of my newer one. It’s an 88 or 89 model. It’s in near perfect condition. Just needs painted. My other one is from the early 1970s and is a little different. The overall shape and design are the same but it has windows on each side is the main difference. 

    IMG_3713.jpeg

    IMG_3714.jpeg

    IMG_3715.jpeg

    • Like 2
  5. 12 hours ago, Hans Remmers said:

    My family had a couple of that brand sleeper in the 90's but I don't recall the name 

    Does Rest Rite sound familiar? They were very popular on with operators of Mack trucks before Mack produced their own integral unit. They were manufactured not far from me. I have an interest in them and own two of them. I'm actually just curious. I can't tell for sure but it closely resembles one. The black paint and picture resolution make it hard to pick up on any fine details. Thanks.

  6. 2 hours ago, tjc transport said:

    is the M drive like the eaton fuller ultrashift where it is a automatic clutch controlled by the computer?

    Yes same. Computer controlled and clutch actuated with air pressure. Detroit DT12 is another one 

  7. I guess now that I think about it I'm not sure if the grade gripper is for trucks with a manual transmission or if its specific only to trucks with the M-Drive automated manual. I don't really know. It has to be a part of the M-Drive system so the air actuated clutch can engage smoothly without the truck rolling backwards. Perhaps its also a part of a manual setup now as well. Somebody more familiar with the new stuff will probably know. My passenger car with 5 speed manual has the same technology and its super annoying if you actually know how to drive a manual....

    • Like 1
  8. 2 hours ago, mechohaulic said:

    2016 is way too new of a unit for me ; but have to ask :: what is a grade gripper  associated to brake system/pedal ?? also where in CT are you located ?? 

    It is a new age nanny device to help "drivers" who don't really know how to drive a manual transmission actually drive a manual transmission. It keeps air pressure applied to the service brakes for a period of 2-3 seconds after releasing the foot valve. This is supposed to give someone time to get their right foot over to the throttle and start giving the truck fuel and not roll backwards if stopped on an incline. Hence the name "grade gripper" 🙄

    • Like 1
  9. A 690S is Vocational spec with the Maxidyne version of the E6/E7. It will be either 250, 275, or 300 horsepower Maxidyne. And generally have a 6,7, or 8 speed vocational transmission, which is basically just a regular 5 speed with either 1, 2, or 3 off road creeper gears. Paired with really deep rears. All three of those transmissions have the 0.6:1 overdrive in them so there is that really annoying gap between 4th (direct) and 5th gear. 4th gear your maxed out at 40/45 mph and 5th gear it takes off like a rocket ship and has poor gradeability. They are actually a great setup for certain types of work and terrain. I imagine in Oklahoma where its all flat would be a great set up. 

    • Like 2
  10. I have seen one of these in person before. It would be completely worthless for anything other than what it is now. They have super deep gears and a very low top speed. They have to move a lot of weight but an airfield is completely level and no need for a lot of speed. I guess it could be used as fuel truck on a big construction site but you would have to trailer it everywhere because the top speed would be too slow to take on major roads and highways.

    • Like 2
  11. I assume its a T310M transmission, which is Mack's take on the 8LL. 8 road gears. 4 under, 4 over. The farthest left two holes are LoLo and Lo where Reverse and Lo/LoLo would be in an 8LL. The big difference is the multi speed reverse with the Mack Transmission, which for certain kinds of dump trucking is a very useful option to have. Just know the Mack transmission will cost you a lot more during rebuild/exchange time and honestly all else being equal will probably not last as long as an 8LL. With that said I would prefer to have the Mack T310M over an 8LL in my truck. 

    2008 was a horrible year for heavy duty diesel emissions standards. It was like no manufacturer was prepared and just put out a bunch of garbage that didn't work and the customers suffered. A friend of mine had two 2008 MP8 Pinnacles or whatever they were called at the time and they were literal rolling pieces of shit. The mufflers had more wires coming out of them than a space shuttle and they spent more time at the dealer than working. I could not imagine owning a 2008 that's pushing 20 years old now. Do yourself a favor. Buy the 2000 RD, fix or overhaul whatever it needs, and go to work. You will be better off.....

    • Like 1
  12. Honestly If I was Johnny Law I would trust the VIN stamped into the frame rails to be the actual VIN of the vehicle. So long as that matches what is on the title what's the problem? I ran into this issue exporting a truck once. Door had been changed and the VIN the port people were looking at didn't match what was on the title and bill of sale. The dock workers initially refused to load the truck onto the boat. A bunch of phone calls later had them looking at the frame rail and all was good. It wass partially my fault for shipping the truck without removing that door tag. The door had clearly been changed. The cab, hood, and passenger door was white the drivers door was blue.

    • Like 1
  13. Is it an Allentown (US) built truck? Is the suspension original to the truck? I assume you speak English since your written English is very good. If yes to all three of those then just call Watts Mack in New Alexandria, PA and have them look up the part numbers you need. You will just need to give them the VIN number of the truck. 1988 is still readily available information for them. They are classic and antique Mack experts and actually own/host this website. They can get you the info you need.

    • Like 1
  14. 24 minutes ago, terry said:

    Were early puff limiters no connected to the transmission?  Terry

    I don't know the history on them or how the system evolved over time. I was on a quest a year or so back to understand the LDA system on mechanically governed E7s and in the process came to understand how puff limiters work as well.... I never did find out if the torque limiting valve was only on Mack transmissions or if it was included on vendor transmissions as well. I just know how they work....

    • Like 1
  15. 6 hours ago, mrsmackpaul said:

    ĪPuff limiter worked thru the gear box, depending on the gear you were in

    Dunno what they did with auto boxes, I  would be guessing something was used to operate the puff limiter when a auto was used

    Is there a switch on the box the tells you what gear it's in that a solenoid to work a air valve ?

    Paul

    This is somewhat inaccurate. The puff limiter works off manifold pressure in the reversing valve on the intake manifold. Fuel pumps on trucks with a puff limiter system are full rack by default when the truck is stationary an parking brakes applied to aid in cold starting. Once the spring brakes are released, regulated chassis air is sent to the air cylinder on the injection pump. Once boost pressure is sufficient for full rack the boost pressure overcomes the air pressure supplied by the parking brake valve via the reversing valve that is tapped directly into the intake manifold. Boost pressure and chassis air pressure are always hydraulically "battling" each other in the reversing valve for control of the air cylinder in the injection pump. Once running, if the transmission is put into reverse and/or the low forward gear(s) the torque limiting valve is activated. It is piped from its location on the transmission up to the reversing valve (puff limiter) Once its activated it dumps the boost pressure to atmosphere that would normally build up in the system and allow full rack travel. By doing this rack travel is limited in both systems to protect the drivetrain in the low and reverse gears. Once the shift rails are moved to select a higher gear the torque limiting valve closes and allows boost pressure to build up and allow for full rack travel in the injection pump. The transmission (torque limiting valve) is part of the system but not the primary component. The torque limiting valve on the transmission is only there to protect the driveline. I would think by switching to an Allison and you could eliminate the transmission portion (torque limiting valve) of the system because the the torque converter in the Allision will provide a "cushion" to the driveline. Or just know how to use your right foot in low gear or reverse......

    • Like 1
  16. A friend of mine had a large fleet of Mack roll off trucks. E7s and ASET engines.  35,000+/- hours was routine before overhaul. His fleet average mph was around 25 mph. I think most vocational trucks are around that 25mph number unless its some type of specialty truck that does a lot of stationary pto work like a stone slinger or volumetric concrete mixer. I would expect an over the road freight truck to be in the mid to high 40s for overall mph.....

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