Geoff Weeks

Yeah CCC, made alot for the military and likely oil patch work. Cab may be IHC, I think I remember CCC used IHC cabs.

Almost exactly what was said in the conversation I was having on another site. Must have been a wild ride! All in all I think they did a great job.

Talking about this on another site, with some who have been crew on a ship, the conclusion was the engine computer didn't/ wouldn't throttle back and they were faced with shutting it down either electrically or by cutting the fuel, thus putting it the condition the Dali was, or call for assistance and run it out into deeper water and solve the problem out there. We know how the Dali ended up so they chose the other option. Just as a modern truck engine is not directly controlled by the driver via mechanical linkage to the injectors, the same is true in marine engines. To be "hacked" there has to be a connection between the engine ECM and the outside world, but it can just as easily be a internal "computer failure" where the computer just stops reacting to inputs and "freezes" where it is. The conclusion was it very unlikely that it was being controlled by a hacker and far more likely to be an internal failure. Ships need the prop turning to have any steerage esp at lower speeds, so by leaving the near shore at a higher speed with C/G escort, they were able to control the ship, if it were hacked, one would think they would want to control the steering as well. That was not the case. If nefarious actors gained control of the ship, it wouldn't just be one system. Only damage (minor) was by the wake, no one hurt, so sounds like it was handled well.

Unfortunately that doesn't mean it can be crossed off the list of things. I had one on a Big Cam 4 where the primary relief (the Big cam has two, DFC has another relief that senses pressure at the end of the rifle bore) wasn't drilled all the way thru, on cold start it would peg the pressure beyond 100 psi. warm it would act normal. Somehow that oil pump made it through the system on on to an engine, and out the door. My thinking is the relief expands just enough to not fully seat when the RPM drops with hot oil, when the oil stops moving and all pressure is gone, it seats so pressure is restored until the rpm rises enough for the relief to need to open a bit, then the cycle starts again. I had one engine where the relief would stick every once and a while, but that engine the oil pump was external to the pan and you could pull the relief without too much pain. Not saying this is 100% what the problem is, only a possibility that fits the symptoms fairly well. A rag does also but I would expect it to be quicker acting. Some engines also use a bypass oil valve that only send excess oil through the bypass oil filter when the system is over a set pressure (often around30-35 psi) and if this is stuck open or a weak spring it may pass oil through the bypass oil filter when there isn't enough volume to keep the oil pressure up. I don't know about the engine you have, these are just general thoughts that can apply to all large diesels, some of it may not apply to the Mack engine you have.

Oh, I make no claim to be correct, only places I would look. Your experience on the engine is far greater than mine. I am just trying to fix the symptoms to something that would match up. I did have one engine where the relief would stick, and needed to kick it further open to free it, and that is something that can't happen with hot oil. I very well may be way off base.

I would expect a rag or something like that in the pan, to be drawn against the pick-up as soon as the engine speed is increased, not allow 40 psi then drop to 5 at idle, but I could be wrong, and worth a look.

By the late "20 teens" most of the places with a non chain restaurant were struggling if not closing or being bought out by the big chains. Covid put the nail in the coffin of those that were trying to hang on. Those that do manage must be good enough to bring in the locals on a consistent basis. I made sure during covid to tell the places that made the effort that their efforts were appreciated, and would tip them with a large tip. Most of these were not truckstops but restaurant that were near by a place I could park a truck. I tended to 2 lanes and the older "Mom and Pop" places that were much more common in the 80's. If the money isn't there, the place will not survive and fast food will take over.

More likely a sticking pressure relief in the oil pump. It doesn't seat all the way once running at speed opens it a bit. Another but less likely is a crack or air leak in the suction line to the pump. Either way, I think the oil pump is worth a close look at.

Back in the 90's "Arlene" was in her 80's, but every or every other Friday she made a all day long cooked pot roast with the veggies. It was popular with the locals and us truckers. I know the "stop" was re-modeled sometime in the 2000's but don't know if it changed hands. Anyway you look at it, I doubt the cooking has remained the same.

Anybody remember "Arlene's" In Battle Creek, MI? Used to make a Friday night pot roast to die for! about a mile or so off the Interstate on the old US hiway. I'm sure gone or sold to new owners by now.

In my view, you always have a choice, my truck, my income. I'll mark it "refused" and take it back at the shippers expense. If I were a company driver, I would call in and get the company to make the choice. I once had a guy try and climb in my cab "to show me it could be done" after I refused. My dog was sitting in the drivers seat as he always does when I am out of the cab, they rancher didn't look when he reached for the door handle, Rory is a big Chow/Great Pyrenees mix and just looked down at him, I said "I wouldn't do that if I were you"! Rory would have just moved over and let him it, but his reaction was priceless! It save a physical confrontation from me, and I got unloaded and turned around where we sat! At this point we were already 40 miles from where I was told it was to deliver, and I had the drives chained for those 40 miles.

I've been dragged in a few places but I put an end to it. Every time I ended up with damage, sometimes minor sometimes major. If I can't make it in with 10 tractor tires and 4 trailer tires chained, you've got a problem, not me!

Engine coolant thermostat 180-190 deg F, Fan switch, 205-210 deg F. Often people who don't understand, use a low 160 deg thermostat to try and solve an overheating problem, it will not! the engine thermostat only sets the MINIMUM temp the engine can run at, above that the thermostat has no effect. 160 deg thermostat and fixed fan, tells me someone is having over heat problems and isn't dealing with the real problem but trying to "get by' without fixing the real problem, which it likely to be the radiator. The radiator only has to drop the coolant temp 10 degs F at full load, if it can do that, the engine will never over heat. The outlet of the engine at 190 (thermostat temp) and the inlet back to the engine at 180 deg. When really working hard the outlet will be 200 and the return 190, when there isn't enough air flow to drop the coolant that 10 degs the fan kicks on at 15 deg above thermostat temp or so. Overheat alarm is often set at 220-225 deg (may be higher on the newer engines.) Radiators can be expensive, but often they are the true fix. I have spent more on a radiator than I did on an engine overhaul kit ($2150 for a radiator, $1500 for an overhaul kit).

I can't stand the noise of the fan running all the time. I don't know how much fuel is saved but the noise is enough for me to fix the clutch. I've had to make a few trips with the clutch locked when something went wrong, but never kept it that way.

It's yours for the postage if you want it. Face is 4 7/8 OD fits in a 4 11/16 hole or there abouts. Dip switches on the back to adjust for tire/ratio, has extra wire for Eaton 2 spd (leave disconnected if you don't need) I has no "name" on the dial

I was delivering a cell tower in Or up near Crater Lake, but several miles up a one lane dirt track. There was a space we could turn around and they we take the tower the rest of the way up the Mt one piece at a time. At times like that, I would put Jesse on a long lead tied to the trailer while we did the off load. When I got done, I noticed the long lead had parted. We were in bear country and likely cougar as well. I was calling and calling, and would have stayed the night or longer if that is what it took. what really concerned me was he was trialing 1/2 the rope and I could see it easly getting caught on something. He came back with a big grin on his face, and a big grin on mine when I saw him!

here is a photo. Let me know if you are interested.

Something is niggling in the back of my mind that Mack used the Prestolite Treckstar speedo like IHC did. If that is true, I have a used one. I know it worked when I had it in a truck a few years ago.

I met him and visited at his house for a short while. I needed an air start tank, he knew where there was one, got it for me and held it until I could pick it up. Just the kind of guy he was. His advice was always good and he helped a lot with Cummins stuff over the years.

Tried heat, rubber wheel (that was made for removing decals) and someone suggested oven cleaner (don't do it, takes the paint off). no luck, head a a plastic scrapper only "flakes" the decal. I have done others with heat and rubber wheel followed by rubbing solvent to remove the gum, but these are not budging

Anybody got a recommendation on the best way to remove old baked on decals that have been on the truck for more than a decade? I've got to get the old ones off the Marmon, and get it sold. Started right up, I don't remember when the last time it ran, but has been years not months. Didn't take a full air tank before it was purring.

A lot depends on the construction of the engine. Those with water cooled aftercoolers, it is always a trade off between best temperature for efficient running and still be able to cool the intake air from the turbo. Those without an aftercooler or with an air to air, the limiting factor is how close to boiling it can run without cavitation damage to the liners. Those that can handle higher radiator pressures the higher temp they can handle. When the coolant pressure is held to around 4 psi than 218 to 220 would be the high limit. There is no hard and fast rule as to how hot is too hot. Look at the owners manual and see what they recommend. Deutz (air cooled) are known to run fine at 300 degrees F head temp just fine.

Loose like the caps drop in, or loose like the yoke has spread? Long and short of it is driveline is not a place to cheap out. 1st I would try with a new joint to see how the fit is before condemning a yoke that may not be able to be replaced. You could take the all the dimensions and see if there is another yoke that could be machined to accept a speedo drive gear, any speedo drive gear then adapt the ratio to the head with a ratio box. But in reality what ever you do isn't going to be cheap. It is going to come down to what you can find.

IIRC on the east side of US 20, never stopped there, but I do remember it.

Forgot to mention the box with all the different gears to make up ratio adaptors. This application was the 1st I've seen where they said the gear and yoke were supplied as one. New one on me as well.