67RModel

I don't know. Most people looking at Facebook are not assembling engines and most engine builders are not looking on Facebook for a better or more convenient outlet for counterbore cutting. They probably just have the machine shop doing the head or grinding the crankshaft etc. cut them. I think you should think of all the fleet mechanics or repair shops in your area that actually do engine work/assembly and go directly to them and talk to them. Give them a business card and flyer with your capabilities on it for them to look at. I think you will have more success actually going and talking to these people than advertising. The actual number of people who need this service is miniscule in comparison to the amount of people who own and need engines rebuilt because the vast majority of people don't rebuild their own engine. They have a shop do it.....That's just how I see it if that makes sense.

Yes I agree. Getting close on the road as well. Can't say how I know due to non disclosure agreements but it is a lot closer than people think. The company in particular I am speaking of has the financial backing from Wall Street, some of the largest powertrain component manufactures in the business, as well as a couple of the mega fleets. The biggest obstacle with it all is the actual legality surrounding it is currently very gray considering how many jurisdictions a truck passes through on a single trip. Most in the business will concede though these trucks will be for terminal to terminal interstate routes....at least for the time being. I'm sure a time will come when everything can be economically automated. Considering how far technology has come in a short amount of time its just not that hard to imagine if you really think about it.

I originally said no way in hell would I run that if it was just a "new" spindle butt welded in place, which it sounds like what you are saying was the case. No disrespect to whoever decided that was a good idea but.......

I think Mack calls their version of this nonsense "Grade Gripper". My manual transmission commuter car has it and I despise it. If you actually know how to start a manual transmission on an incline it actually makes it harder to start out with because your feet are faster than the electrical nanny holding you on the hill. By the time it releases you are all screwed up with your timing. Its hard to describe but basically it sucks lol.

It has been a long time since I drove the DT12 automated manual (air operated clutch) but I don't think it engages until you get onto the throttle. So you could do as you say and sit there on a level surface and not move while its in "Drive". I might be off on that but I think that's how I remember it. An Allison is a different animal and will move you due to the viscous coupling to the engine the torque converter provides.....just like a pickup.

I was going to just ask the question if this is something that happened all of a sudden or if it has slowly been loosing power over time like having to drop gears now on hills you didn't have to last year. Did you just get into this truck for the first time after driving something else and its its just your perception? Any check engine lights or malfunction codes stored in the ECM?

I agree. Its pure insanity out there anymore even when there is no adverse weather. Modern vehicles are so powerful and "smooth" its so easy to pick up speed. Not to mention so many people are in one way or another distracted with some form of technological gadgetry. It seems like the norm is 10 or more over the speed limit no matter where you are. My daily commuter is a small sedan with a 5 speed manual that is underpowered by todays standards. When I pull away from a red light and shift from 1st to 2nd gear the car behind me dam near rear ends me every time. Then they whip around me at mach 3 and give me a dirty look like I'm the idiot.

The automatics (automated manuals) seem like they brake better because they do. They have a microprocessor controlling them that can analyze several hundred parameters several times a second and is integrated with the engine's ECM to achieve maximum possible braking power possible - something a human could never do. They never miss a gear and are not distracted or paying attention to something else. They do however attract less skilled drivers because they are easy to drive. What I can't understand from the video is why they trucks (or 4 wheelers for that matter) are even travelling in those conditions anyway. You can barely see the closest two lanes from the shoulder, which tells me the visibility is maybe 20-30'. Like how could anyone with a straight face sit there and say they weren't travelling too fast for conditions?

Yes the automated "automatics" take a tremendous amount of "feel" out of the driving experience and in my opinion create a degree of complacency because they are so easy to drive.

There is a large stalk on the right side of the steering column just like turn signal control. You can toggle it up and down to upshift and downshift respectively. This will override the transmission's brain to a degree. You can also push it forward to the dashboard to select different levels of engine braking. This is with a Detroit DT12. I think Eaton Ultrashifts are similar in operation.....

Here is another one: https://www.turbochargerpros.com/buynow/40-30842_HO Says out of stock (go figure) but there seems to be a lot of variation in price on these things. It also says that they are actual part numbers for Mack E6 engines so it may or may not be an upgrade. I have no clue but I found them pretty easily via the Google machine.....

https://www.mddistributorsstore.com/holset/3580251h/new-turbocharger#!product_info

What are the specs on the MH?

I look around at all these people dropping $65,000+ on new 3/4 ton pickups and this truck doesn't look so expensive lol.

Yea with that information there is no way in hell I would trust or run that spindle. You basically traded the entire cross section of heat treated homogenous material for a fillet weld around the diameter of it. Somebody probably blew in a 6010 root and capped it with 7018 and called it good. Nuts

I think it would have to be. There is no way a bearing would ride on that without getting destroyed in fairly short order. I wonder if it actually broke or if there was just some type of stress fatigue cracking at that machined step and they just threw some weld on it for good measure. Either way that is pretty wild. Would that pass a Federal Annual Inspection or would that be up to the discretion of the inspection mechanic?

I read this thread last week when Louis went off the deep end. I read back through all the replies and can't figure out what the heck he is talking about and/or why he seems so confrontational. I though maybe he got hacked or something and I just moved on.....

An ASET AI engine will have a plane jane, conventional looking turbo on it. An ASET AC engine will have a big silver piece of garbage hanging off the side of the turbo. It is the variable geometry actuator. This is the easiest way to glance at and ASET engine and tell the difference. If it was factory build as a dump truck it will most likely have an AI engine but a CH613 was typically a road tractor, which mostly had AC engines. Maybe yours was originally a tractor and made into a dump? Sorry but these engines don't have "lots of power" and "seem real sluggish" even when they are working properly. Its just the nature of their size and design. No matter what you do to them they will not feel like they have lots of power. I'm not saying you don't have a problem with yours but don't expect a night and day difference in drivability after "tweaking" it.

The exporters would be foaming at the mouth if they saw this yard. LOL.

Yea now I’m not sure what I saw in the manuals I was looking at. I think I was looking at several different T20”X”0 manuals and kept seeing the two different terms and just assumed the 2070 came in both types. At least I can tell the difference now.

Thank You. This is what I needed. Yea I guess I'm not sure either but several of the T2070 manuals I see have "short compound" on the cover so I guess it was made at some point in time. Thanks again.

I see in Mack publications there is a "long compound" and a "short compound" T2070 transmission. How do I know which one I have? I am trying to purchase a manual for it but I want to buy the correct one. Is there a measurement or easy way to tell from just looking at it? Its in a 1994 RD690. Thanks.

Gas was probably like 25 cents per gallon prior too the "energy crisis" during that time

I think he figured out the error in his thinking. See below from a little while back:

I love seeing old trucks that have been resting brought back to life and put to work.