The Heinz

As for the transmission, it was built with a Fuller RT613. Forward drive diff is a CRDPC921, rear is a CRD931, both in 5.13 ratio.

I'm getting good at figuring these old Mack VIN's out. According to Impact, it shows to have an ENDT475 SCANIA in it.

Seeing a late model RD with beautiful paint just floors me. Every R model with the sloped hood I see around here looks like they've been put through the ringer. Excellent shot!

They weren't kidding, this fan is utterly available through Mack. I checked the usual aftermarket like PAI and Automann, nothing. BUT, we have access to Lippert who keeps old, obsolete parts, and they show to have several of these. It's worth a shot to ask your local dealers if they have access to this source and order it through them, because I've been told I can't sell to out of state customers without an account due to fraud attempts in the past.

It's even worse when it comes to warranty or even newer techs in the process of learning: letting eService direct the diag!! Our good techs complain how ridiculous it is to sit and wait for them to reply on a decision when they know exactly what's wrong.

Those usually come as an entire assembly, Mack (Volvo) calls it the "Wiper Mechanism" in Impact. It's number 3 in the diagram below, part number 23550705.

I'm glad ya'll are making the best out of a really bad situation. The situation in the mountains has been a burden on my mind and heart since the day it happened. As for the lack of media coverage, it was bad enough that me and some friends still went full speed ahead into the mountains from eastern NC for a vacation trip because no one made a big deal out of the situation coming. I was the first to leave and the farthest along, and got almost to Old Fort before being turned around by NCSHP because of the mudslide. I got to experience a lot of trees blocking the road, seen several fall ahead of me, and hit the dead zone with no cell service to tell my friends to turn around. I'm glad you and your family are ok.

Sounds very much so like something that can be resolved with programming. Unfortunately, you'll need a dealer to do the programming for you; requires Premium Tech Tool and knowing exactly what to program (usually involves an eService case nowadays).

I don't have one of these modules, doesn't look like anyone in the US has any at the moment.

If it makes any difference to anyone: along the same lines as Vlad being right about 4v parts availability, Impact handles those later E6's better, making it easier for the parts guy at the dealership. Again, should you actually use a dealership.

We've never ordered diamond plate fenders for any truck, we've only used cheap aluminum style ones that don't look all the great to me personally. Hopefully someone here will have a good suggestion for you. If I think of anything or come across it, I'll let you know.

I know it was a joke, but they still do. Like Joey said, it's air over hydraulic. The connectors going to the actual switch are not very tolerant of harsh chemicals, so we see a lot of cement mixers need the switch and pigtail. Something about the cleaning chemicals a specific company was using was killing them left and right. We have a 2023 Granite needing an entire rear chassis extension harness because of this. Same customer even though they had their cleaning crew stop using that chemical, guess this one was just waiting to fail.

Most if not all Mack dealers will use 10W30, and as far as I know that's what they recommend for the MP engines. Being a 2012 and not a common rail GHG, you could probably run 15W40 and be fine, but I would wait for others to give their take before doing that. At my last job, we had a 2016 CXU that came from a region where an outside vendor handled repairs, and it had a sticker showing they used 15W40 last PM. Truck had super great oil pressure and honestly ran great. For a Maxitorque, I've been recommended to use 80W90 here in our shop, with 75W90 FULL SYNTHETIC working as well. I'd stick with the 80W90, but I've also seen 80W140 recommended, didn't even know that was a thing.

We see the connector going into the AC control panel melt before, there's a Service Bulletin that came out addressing the issue. Gives part numbers to replace/modify the connector to prevent it from happening again. I'll attach it so you can use it to help if needed. I won't say that is your issue, but we have seen all kinds of symptoms as the result of this failure. Worth a shot to look I guess. sb724008 (1).pdf

That VIN comes up with the same part number I got earlier, thanks for helping confirm it was right! Looks like Mack has plenty in warehouses right now, so anyone would be able to order it, but no dealers in TN show to have any.

Dealer cost is 522.85, we all know it only goes up from there. A generic quote for a cash customer in our system marks it up to 921.85!!!!

If a 2020 grill will work, the part number would be 20920036, old number 6MF561M2.

The handful of CH trucks on the yard show to come with the grill I posted above despite having the one he's looking for. I can try to hunt down a part today but it depends greatly on how busy I get.

Here's what those two trucks pulled up, P/N 25116711. Mack has them in stock, no dealers in TN have them though. And here's what

EECU and software will probably hold you back; they never share the same EECU numbers. Do yourself a favor and put the correct engine in your truck. We've had several customers of the Eastern European variety that Frankenstein'd their truck with all kinds of different parts to the point that it was nothing but a guessing game as to what parts to get. You will spend more in downtime and labor later down the road if you hodge-podge something together now.

An Allison swap into a truck originally built with a manual is something I have never looked into, nor has the dealership I work for. There's a lot of moving parts in a question like this. I know the bare minimum you would need the correct adapter plates for the flywheel, torque converter bolts, oil cooler setup that depends greatly on application/chassis/transmission, different engine mounts, coolant hoses, shift setup that depends greatly on what Allison you have and truck interior, trans output yoke, yoke nut/bolt, and a lot more. I think it would be more financially friendly to either fix or replace with an identical transmission, Allisons alone are very expensive, not to mention the other parts and the work you'd have to do to get the setup to work.

In my experience, they would give you a VIN or part numbers themselves (if you're lucky) to make an estimate with. We've done the same for truck sales and general changes quite a bit outside of warranty.

I think a '97 would have an Econovance, correct? VMAC I or VMAC II depending on if it was upgraded.

The dealer ought to be able to start an eService case about installing a transverse torque rod. Have them go that route, get a parts list, and see what you can do. It sounds like you need to avoid and ignore that Spring Guy, doesn't sound like he has much when it comes to brains.

Look up TRW part L28HC0001K01, I crossed the original Mack part number to an Automann number, which said it crosses from the TRW number as well. I could not get that to work in a modern TRW number through Mack, but I found a few online sources. Automann didn't have any of these either...