ThaddeusW

Ok from what I gahter you replaced the spring shackle and that connects to those air bags. Looks like that Superide spring to air ride kit. Did you use any kind of shocks or torque rod to keep those air bags stable? Looks good so far.

LOL I actually got back from work. Sometimes I just cant fall asleep after running around like a chicken with my head cut off Shame Mack isnt what it used to be but I guess all wheel drive trucks just didnt sell enough.

Ok I was just reading an old Mack construction brochure from 1990 and it really bought a tear to my eye but it also peaked my curiosity. My questions are: When and why did mack stop offering AWD trucks? Did Mack also make their own front drive axle or was it 3rd party? Did it use bevel gears or U-joints for power transfer? Also I never knew they made a rear PTO that bolted between the engine and tranny. Its called a "self contained, gear driven flywheel PTO". Anyone ever see one? Sounds pretty cool.

The spool valve or whatever its called controls the hydraulic pressure in the steering gear. Sometimes it goes and you have power steering in only one direction or none at all. Best bet is to have it rebuilt.

They apparently are using the "Cornerstone" (Volvo) chassis in all their new models. The Granite was also added to their lineup and actually has sleeper options. They also seem to be pushing the Mack drive line more so now. The Models that were dropped I guess didn't sell enough. The Quantum was redundant in Volvo's eyes as they will just divert those customers to their FH series. Here are some pictures from the member "kenworth" on Hanks site: New Superliner: New Trident, note the Granite influence: Aussie Granite with a sleeper!

Hmmm something like a Robinson drive mechanism would be perfect. I don't know if they are available here in the US but it works like this: In the most simple configuration you have a leading drive axle and a trailing tag axle with normal tandem spacing. Both the drive and tag axle have dual tires. A simple friction wheel or sprocket is on a hinged arm with a hydraulic or air cylinder on each side between the axles. When you drive normally the truck is a 6x2 but if you need more traction you flip a switch and the friction sprockets are jammed between the tires transferring power from the drive tires to the tag tires giving you a simple 6x4 setup. The Finnish truck company SISU (who used Mack engines) developed a tri axle setup called the Finn Bogie. It has a single planetary hub reduction axle with a leading self steering tag axle and a trailing dual tire lift axle. On the road both axles can be lifted when empty so the truck has only 2 axles on the road. When at the job site the rear tag is dropped to get the capacity of a tandem. After loading up you drop the leading tag to stay road legal and if you get stuck at the site just use the Robinson drive to get you free. Lighter and simpler than a tandem. Here is the best picture of a Finn Bogie I could find: I bet that Robinson drive would work just fine with a set of tandems too. Might even be able to fabricate a setup yourself. Oh and I just read up that SISU does indeed have a tandem in which the rear drive axle is disconnected and lifted. Probably has some type of clutch between the front and rear drive axle. Ah finally dug up the link to the Robinson drive system: http://www.nurmiauto.fi/index.php?kat=36 Also has a pdf link that better illustrates the design.

Mackboy, I would like to know why the 500 isn't available here as well. The new lineup leaves out the Quantum cabover, CH (known as the fleetliner and valueliner) and Vision. It now shows the Granite which was not offered by Mack AU as a conventional truck instead putting it in with the Titan and Big Foot in their mining section. Are they just showing off their new updated models or are they eliminating the others? If the granite is going to replace the CH and vision what about sleeper models? It would be sad of they eliminated the other models. If the CH, Vision and Quantum are indeed gone, I smell Volvo up to no good. They are doing whatever they can to shrink the Mack lineup to popular models, gradually phasing out less popular models to be replaced by their own. They tried it with the highway models here in the US by trying to eliminate the largest Mack sleeper to chase OOs to Volvo for highway work.

Hmmm looks like Mack Australia is debuting their MP powered trucks. With Australia using allot of big power trucks its odd that they don't push for the MP10 (aka Volvo D16). Also what is curious is the MP8 offered at 500HP and 1770 ft/lbs. Also they seem to be pushing the Mack drive line more with pure breed components. Pretty cool lineup. Now if they were smart here in the US, the CL replacement would be the new Superliner. An Australian like grille with MACK in big gold letters across the grille would fit the bill. Offer it in axle forward and axle back and make sure the hood is squared off for that classic look. It would be a success. Lots of people love the Superliner, hell it got a spot in a Disney film. Bringing back the Superliner!

Dont forget the 864 V8 twin turbo. I believe it was rated at 300-325HP.

Sounds like a cool project. I once saw a Kenworth K100 RV conversion and it was beautiful. I believe it had a 3406 CAT at 425HP and a 13 speed, overkill for an RV but just plain cool. Could always mount a pintle hitch and pull a tag trailer with all that power. F model or Cruiseliner RV sounds awesome. 237 and a 5 speed would be a perfect . Even an allison would be nice.

The E9 started about 1978 or so with the ENDT 1000 set at 400HP. Its availability in trucks stopped during 1998. Here in the states it was set at 400, 440, 450 and 500HP. In Australia it was available also with 525, 550, 575 and 610HP. The 610 produced 2050 ft/lbs to compete with the C16 and Signature 600. Also down under it was available with electronics around 1996 or 1997.

Its right here.

I wouldent doubt it one bit. Volvo has been importing their trannys for a while now and it started with their 14 speed manual. I believe the I-shift will be the only auto option for the MP10 along with eaton autos if they make it availible. From what I hear from Europeans the I-shift is the smoothest auto trans in all of Europe. Better than ZF, Scania and Mercedes. Volvo alreay offers the I-shift in their US trucks and it can handle the big D16. Very advanced 12 speed, I believe it uses a 6 speed main and a splitter. Single big countershaft with helical gears. Here is a picture along with some info: http://www.volvo.com/trucks/na/en-us/produ...engines/ishift/

My GMC's 4 speed had a crack somewhere on the top plate where the shift lever entered. 2nd gear would sometimes jump out, or it might not even want to catch at all.

He is from Australia so engine availibility was/is different. Detroit is still availible to non Freightliner brands I believe.

Rob, I just read this bit of info on the bendix website: In the event that the compressor unloader mechanism or governor malfunctions, at approximately 200 psi supply air pressure the AD-SP™ air dryer purge valve will open (without control pressure), and vent excess air pressure to atmosphere. Here is the PDF I got this tidbit from: http://www.bendixvrc.com/itemDisplay.asp?documentID=2568

Haha, good point Herb. I would think the flywheel housing would be different to accommodate the Mack tranny's though.

Ahhh I see the fat vertical muffler DPF's are causing problems.

You know I got to thinking. If Mack is having problems with the DPF system what about Volvo? If the engines are almost the same then the both companies should be experiencing the same problems. Anyone hear anything about Volvo and DPF problems?

Urea is produced with stynthetic ammonia and carbon dioxide. 2NH3 + CO2 → H2N-COONH4 And yes it is also found in Urine.