67RModel

The international equivalent to Mack RDs and DMs are Paystars. Very heavy duty trucks with either Cummins or cat power. Most have Hendrickson walking beam rear suspension which is just about equal in articulation and durability compared to Mack camelback. All the same rules apply to inspecting the truck as you would a Mack there’s just a different emblem on the hood and a different color paint on the engine.

This. I found a truck at an independent used truck dealer that deals mostly in late model off lease trucks and trucks from rental fleets I assume. The truck I found was barley advertised and stuck in their back lot where their old inventory goes to die before being exported. It just didn’t fit what their typical clientele purchased. I asked them to send me a bunch of pictures of it and came to realize it was a gem. Made the trip down there to look it over and realized it was a extremely nice gem. I was able to decipher the old DOT number and looked it up. It was an one truck fleet excavation owner operator. I contacted him and he told me he bought the truck new in 1994 and drove and maintained it himself. The 335k miles are indeed accurate and that his tax man told him he needed to spend money at the end of 2019 so the old Mack got traded in. It’s in amazing condition for its age and I was able to get it for a good price because the dealer I bought it from didn’t think they could move it to they people they typically sell to. They are out there you just have to look long and hard to find them.

I mean this truck has been advertised for quite some time and has a very recent inspection: https://www.facebook.com/marketplace/item/303868681768819/?ref=search&referral_code=marketplace_search&referral_story_type=post not as new as what you have been looking at but certainly a lot of good life left in her. Especially since you say you mostly are going to use it on your property and local deliveries. Could probably pick it up for a good bit less if you flashed a bunch of greenbacks at the owner.

Yea its kind of a shame a lot of independent dealers are so deceptive to try and make their equipment seem worth their asking price. I don't know how it is in Arkansas but up here in Pennsylvania there is mountain of good trucks for what you are doing for sale on Facebook. Old Macks everywhere. Some better than others but you can find something suitable for what your needs would be anywhere from $15-$25,000. Have you looked at brands other than Mack to maybe increase the amount of suitable candidates within a close distance?

I wouldn’t normally post something like this but being that it has a 500hp E9 I figured everyone here would like to see it. Pretty ratty looking truck but everyone seems to like the v8s. No mine just thought I would share it. https://www.facebook.com/marketplace/item/2150701791754256/?ref=search&referral_code=marketplace_search&referral_story_type=post

Given the strong market for just about anything with an engine right now I would guess at least $12,000. Especially if there is online bidding. Good condition older equipment sold at farm retirement auctions seem to bring a premium amount these days.

In non fire apparatus speak an "S" designation signifies a tandem rear axle. It probably means the same thing for fire trucks but I'm sure GA_Dave will clarify. This makes sense given a modern single axle was installed in 1995. A tanker in fire apparatus speak is just that....a large tank for carrying water to a pumper unit to use. They are used extensively in rural areas where there is no city water supply or fire hydrants to connect a pumper truck to.....

Just curious if you don't mind someone asking what the range of quotes are. Did you specify lowbed service or are they wrecker quotes?

I'm not up on B model terminology. Would the Cummins be original or is a B61 supposed to have Mack power? I know some of the higher numbers in the B lineup had Cummins power....B73 I think.

Its tough to know without knowing as they say. Maybe take your current setup to the scales and see just how much you typically put on your drive tandems. I guess it depends on how the trailer is loaded but my guess is you are either right around 38,000 or a little over but no way to give a definitive answer on here.

My 1994 RD690S is a monster single frame, which is one of the main reasons I bought it. It was originally from Virginia and a one owner unit with low miles and no frame rot to speak of. The Maxitorque T2060, 2070, and 2080 all have a 0.6:1 overdrive to get road speed out of the very slow rears they had in them. An Eaton trans will have a 0.71:1 overdrive and the rears will be somewhere between 4.17 to 4.88:1.

Yea I was going on the fact that its a RD690....690 indicating a maxidyne engine. When trucks get to be this old and passed through many owners anything is possible though.....

It worked for me. Looks like a decent truck. Just looking at it quickly it doesn't look to be in as nice cosmetic or maintained shape as the 2000 you looked at earlier but that doesn't necessarily mean this one is a bad egg by any means. Some pics of the frame rails and chassis condition would be a good starting point. The Eaton transmission may be a transplant. An EM7 (Maxidyne) engine would have most likely come with a Maxitorque transmission. The Eatons were usually paired with an E7 350 or E7 400 engine.

I was going to say this. I know in Massachusetts you can gross something like 100,000 on a 5 axle combination. The most you will probably get on the steers is 14,000, which leaves 85,000 total and around 43,000 far each set of tandems. So in this example 38,000 rears would be pretty undersized. Now if you are pulling one of those Michigan specials with a bunch of axles on the trailer to shoulder the weight, the weight on the drive tandems may only be around 34,000 or so in which case you would be fine. I always though the rating of the rears was the weight carrying capacity of the axle set. I don't think it has any reference to the amount of weight you can gross on a combination setup. Plus you say you are just rolling down the highway with it.....not a really demanding use case.

You can copy and paste the web address of the Facebook listing into the text of your comment here on the forum and it will show up as a hyperlink. Or you can take screen shots of the listing and post them as pictures here. They both work.

A stated by others in your other thread. Its the ECM. The engine has the mechanical ability to run but the computer is not satisfied somewhere along the way and is derating and/or shutting you down. Its that simple. Maybe take it back to whoever deleted it and have them "fix" it.

Does India even require Tier IV emissions controls? I can't imagine they do. Is there dealer support for these systems over there yet?

Yes my story about backing was with a DT12. I tried to like them and give them the benefit of the doubt and have an open mind regarding the automated transmissions but they are not for me. As an owner operator now in a vocational application I can't see their benefit as they are much more expensive initially, much weaker (1 countershaft), and seem to be too complex electronically to have long term reliability (higher operating costs). They may save on driveline abuse with an inexperienced driver off-road. Also if your running a fleet they probably help to attract new and younger drivers that don't know how or don't want to drive a manual.

I know a lead mechanic at a mostly Mack fleet runnning a lot of MDrives and a lot of the failures they were seeing were from from one of the wiring harnesses (I think on the left side of the unit) were getting corroded somehow and causing all sorts of weird symptoms. This was several years back now but I know they had they exact same thing happen on a few of their trucks. It could possibly be a technical service bulletin by now. These are rebadged Volvo I Shift transmissions with different software programming to match the programming and characteristics of the Mack MP engines. Maybe check some of the Volvo forums (if they have one) to see if there is any information there?

Most likely so it would save a an extra thimble full of fuel every week and so they could say it gets up to 3% better fuel economy than the previous iteration. I have driven these and the Detroit DT12 transmission and from a drivability standpoint they really are less than desirable. Yes they make going down the road a little "easier" since you don't physically have to go up and down through the gears but once you get into any type of tight quarters that requires a lot of slow speed backing or maneuvering they absolutely suck. I've had several instances where getting a 53' trailer into a super congested terminal that was designed for 32' trailers the air actuated clutch was working so much the low air alarm came on. I personally have no use for these Volvo I shift (I mean Mack M drive) transmissions. Plus you guys say they have poor longevity.....Its amazing to me what people will give up for convenience.

Both of those trucks have V8s. The one with the dump body looks like an 864 or 865 V8. The one without the body looks like a transplanted E9.....

That is a Penn body. They were a dump body manufacturer from Johnstown, PA. Long gone and out of business. They may have been acquired by and/or became Thiele Bodies. That one looks to be in extraordinary shape. That thing would cost a fortune to get fabricated today. Would be a nice as a period correct body for a dump restoration project if somebody needs one.

I fixed it. I suspect the buyer was after the body mostly. We all love a nice Superliner on this forum (especially a superdog with a cat under the hood) but to most landscapers / environmental companies a chassis like this is just a liability to them.

I'm willing to bet that truck is coal hauler in West Virginia or Kentucky. Most of the coal haulers from that area run trucks like this. Enormous beds on tandem axles with spokes.

I'm pretty sure anything after the E7 Etech engine (1998-2002) are not really E7s. The engine in a 2006 is the ASET (application specific engine technology) and are not very well liked by most. The block and rotating assembly might be an E7 Etech but that's about it. There are two versions of the ASET: The AC and the AI, which pertains to internal EGR cooling vs. external EGR cooling. There are a slew of other differences too. A road tractor is usually the AC version. There are a lot of other guys on here who are much more knowledgeable on these early emission engines who will chime in.