67RModel

It might seem like a far fetched notion but couldn't you just remove and tear down your carrier and have new ring gears made? I know there is probably a little more to it since its double reduction but you have the pattern for the new gears from your existing 6.45 gear set. Its just a matter of reworking the tooth count on the new gears to whatever ratio you are going trying to achieve. This is very easily calculated based on your tire size, overdrive ratio, and what rpm you desire the engine to run at a given road speed. I know there are several companies that will "reverse engineer" helical cut gears (any gear really) for you to pretty exacting tolerances if you have something to start from. I doubt you would have to remortgage your farm to get this done. I'm sure it wouldn't be cheap but by the time you find an axle out of a junk truck (assuming you can find one in the ratio you want), haul it home, and go through it before you drop it into your axle your probably around the same money? Just throwing that idea in the ring as something to consider.

Did you Try Adelman's in Canton, OH?

Plus it says it adds 47 pounds of weight to the truck. 47 pounds here. 23 pounds over there. 34 pounds back there all adds up. If you were running bulk haul or paid by tonnage I could see where shaving all unnecessary weight off the truck could be very significant over the life of the truck.

A heater with defrost was a $185 option. 🤣 I guess if you operated only in Southern California or Florida you probably wouldn't need it but you would really be pinching pennies not to select that option.

Is that a repower or original engine? I'm guessing a repower since its a B81. A vendor engine would be number B8XX I think. What trans is in it?

There was a single cylinder Detroit too. A 1-53 and a 1-71. I think there were just used in generator sets for the military. Very few made and hardly any left. They might was well be made out of solid gold because if you find one that is how much the person will want for it.

Also in the old picture the truck garage was only 3 bays wide. At some point they added 2 more on the end. I’m sure you know about when….

What happened to H.H. Moore Jr. Trucking? Didn’t you retire from there recently?

Don't know if the additive is necessary if you aren't having any trouble now. If you put in a premium quality, full synthetic 75W-90 gear oil that meets the GO-J specification you won't have any trouble. A full drain and fill on the power divider and both upper and lower gear cases should be 34-36 pints for each axle so 72 pints total or 9 gallons.

Thats probably about as original as your are going to find a B model anymore. The municipality is probably the original owner. Has probably been kept in a heated garage its entire life. It looks very nice overall considering. Those spring brakes have to some very early style of piggyback chamber.....never upgraded over the years. It still has tube type wheels and tires on it. It is probably a "non runner" because the the guy that drove it probably retired 15 years ago and nobody there knows it has an air starter......You gotta do more than put a new battery in it and turn the key

The gauges starting on the left are: Fuel Level, Oil Pressure. Then below oil pressure is Water Temperature, Ammeter, Air Pressure Then of course the large 80mph speedometer. Tach is the large one in the top center of the cluster. Honestly from looking at it I think the speedo is original and the tach has recently been changed. Its only showing 64 hours elapsed time and its a 3200rpm tach. I wouldn't think an old thermodyne would have come with a 3200 rpm tachometer. Is a unishift the same concept as an Eaton Super 10?

Its on the passenger side outside surface of the frame rail behind the wheel/tire. A wire brush or wire wheel on a cordless drill really helps to make it legible one you locate it.

Go back to industry regulation? I mean isn't it universally understood that the Motor Carrier Act of 1980 (deregulation) was the beginning of the end for the trucking industry? 30+ years of cutthroat competition and a drag race to the bottom have pretty much created what we have now. There is literally zero barriers for entry. You can get operational authority in less than 2 hours, and anyone with a computer and internet connection can become a broker. Deregulation is what basically created "big box" stores too. From what I hear from every single person who was involved in trucking prior to deregulation was that it was better staffed, better managed, and you could make fistfuls of money as a driver and/or owner (relative to the times). On the other hand heavy government price and entry controls to an industry is pretty un-American. In the end The American consumer won and Truckers Lost.....big time.

Possibly frame crossmember(s) and/or tranny mounts too. I would think the best route to go would be to find an R6XX of the same model year as yours that is factory 8LL and use the VIN number from it. There will be other small details too like the clutch linkage and the cab floor access panel / shift lever boot. Possibly your puff limiter system if you have one is tied into your current Mack tranny. I don't think the Eaton equipped trucks came with the torque limiting valves....not really a big deal though. I have seen this same type of thread many times on here about swapping out a Mack tranny for an Eaton and they seem to never get resolution. It usually just starts out as someone asking what's involved but then we never hear if they ended up doing it and/or what the details involved were. I don't know if its because the guys end up realizing its too much work or if the cost/benefit just isn't there. Let us know what you find out.

I imagine if you click on any of these links you will be paid to take a flight.

No affiliation. Saw it on Craigslist and thought I would share it here for other Mack enthusiasts to see. Certainly a rare find for sure. Should be put into someone's collection. https://swv.craigslist.org/hvo/d/bluefield-mack-23k-original-miles1984/7578058365.html

Sure sounds like it. There are others on here who will be along shortly that may know of a simple test you could do to find out. If the oil cooler broke and small holes appeared near the freeze plugs there is likely damage other places too.

Can't you just use this as an excuse to go out and work on the DM? I mean any time it comes on the TV just make yourself scarce and disappear out to the garage...Everybody is winning at that point.

Also, for some reason I want to think you are from Florida if I remember correctly. There is a large Mack junkyard in Sparr, FL called Sparr Truck Parts. They have/had a thread on here in the parts for sale a long time ago and got resurrected a few times. You can look them up on Google. Not sure how far away from Sparr you are but maybe check with them. I think its just North of Ocala.

I have the vin number for a couple late 80s R models you can use to get the parts you need from Mack.....as a last resort. I'm sure you are not yet ready to surrender all 4 of your limbs and first born child for a few parts from Mack of Sweden haha.

The one I have for sale is a 1972. Its technically still an ENDT675 2 valve maxidyne engine. The E6 nomenclature came around in the very early 1980s. Not sure how much difference there would be between the two versions...probably not much for the external pieces you need. At any rate I'm not ready to part this one out anyway. Still trying to get it gone as a complete unit.

Series 60 was the engine that saved Detroit Diesel along with Roger Penske's money and John Deere Corporation. Not too many people know but in the in the mid 1980s John Deere and Detroit Diesel formed a joint venture to co-develop engines for on highway applications and off road machinery. Detroit's 2 cycle was all but dead and Deere was in a bad financial position from horrible farm economies of the late 70s and early 80s. Deere engineers had the knowledge to design and build reliable 4 stroke diesels. The joint venture was named Detroit Deere Corporation (DEDEC). Roger Penske swooped in at the last minute and bought Detroit Diesel and poured mountains of money into the prototype engine called the Tech 80, which would become the Series 60. John Deere's 12.5 liter Powertech engines have often been called Series 60 clones since they were introduced a few years after the 60 Series debuted. Attached are two pictures of corporate literature of the merger company that really never came to fruition. How much engineering and information exchange that took place between Detroit and Deere leading up to Penske buying Detroit and nixing the corporate merger deal is unknown. However, based on how similar the Series 60 and Deere 12.5 liter Powertechs are......a lot?

Engineering knowledge from John Deere is what saved Detroit Diesel along with Roger Penske's money. I just made a post about this a few days ago in another unrelated thread. Ill copy and paste it here.

What year engine and engine size are we talking here. Get the information from the tags and stickers on the sides of valve cover. Also the make and year of the truck could help if you know for certain the engine is original to the truck. It literally says there is some type of EGR fault on your scanner so there is a good chance its not a 12.7? The information seems contradictory but I'm no DD guru.