convoyduel

On an air starter equipped truck, there is only one 12 volt battery to run the lights and accessories. That single battery lasts forever as there is no super drain or load on the battery to start the truck. Older air starter systems used air starter tank air plumbed to a valve in the cab to activate the air starter. Newer systems usually use a 12v key activated valve. The good thing about the old systems is that they didn't require any juice to start and run the truck. The change mostly came about with the electronic engines that needed 12V power for the ECM anyway. I'll take an air start truck over battery any day. The meth heads steal all of the batteries around here anyway, so its less expensive to run air starters.

Yes, those are Jifflox systems. The converter dolly between the double and triple trailers locked into the rear frame of the tractor to create a tandem. The tractor 5th wheel was held in place by pins that you pulled. The 5th wheel assembly was on 4 rollers and you rolled it forward to the rear of the cab and relocked it. The converter dolly 5th wheel then became the tractor's primary 5th wheel. Different system, but it seemed to work okay. There was no way to relieve the load on the dead axle in the converter though so you could easily hang them up on uneven surfaces such as driveway swails. I have one of their former Jifflox dollies and we have a '87 Freightliner FLC Roadway tractor at the Museum of Transportation that they donated with the Jifflox system on it. The rear wall A/C systems were Red Dot add-on units, most of which were installed after union contract negotiations stipulated a/c in the tractors sometime after they were built, or so I was told by a credibly Roadway Teamster driver. As for the passenger seat, the easiest way to enforce a no rider policy is to not have a seat there in the first place. Like UPS and other linehaul tractors, the tractors were traditionally very very very stripped down with no frills. There were no tachometers in Roadway trucks but the speedometers had markings on the gauge face to tell the driver which gear to be in based on MPH. The trucks have very very few guages and most things were monitored with idiot lights that came on when fluids or pressures were low. If memory serves, there were 4 gauges in the Freightliner FLC from the factory. It had a 6V92TA with a Fuller 9 speed.

Would have to agree with Mackdaddy. The 2011 thru 2013 Mack products are the best vehicles they have offered in years, maybe decades. Powerful, quiet, smooth, ergonomic, etc. I'll be very skeptical of a new family cab concept if it comes about. The CH series cab has refined into a very durable product for the daycab market. If the family cab rumors are true, vulva will be hard pressed to beat it.

Yes it is. I really really really love this truck. It's absolutely perfect for us so I'll be glad whenever we are sure to get the issues behind us. Regardless of this being the issue or not, the things that VMAC is monitoring seem rather overkill in my opinion. Now that we've turned most of it off, I'm hoping we have less trouble.

After having the dealer turn off the speed sensor junk, the truck ran successfully today for a whole shift with no issues. Fingers crossed.

For the Mack service gurus, we had the dealer print out the Vehicle Data and Settings today and turn off some settings related to mph sensor. The Truck VIN is 1M1AA12Y74N155261. Engine SN is 3A0575, VMAC software version is 1MS379B, Datafile is 1MS380BP4. The EECU software version is 1MS368A. The datafile shows a T310 transmission which is the same transmission that is in the truck, verified by physical inspection. Not sure why the build sheet shows a T309. The VMAC had been programmed "YES" to Detect loss of signal from mph sensor, Limit power if no signal from mph sensor, limit power if electrical fault from mph sensor. All of those were changed today to "NO". The VMAC retained its Engine Load Threshold for no mph signal at 40% and Failed mph sensor engine power limit at 50%. We will try the truck again. The dealer is wanting to start leaning towards the EGR valve. I'm not wanting to keep throwing money at parts replacement guesses, especially when no codes are showing for EGR issues.

Thanks guys. Also forgot to add that the dealer put the truck on the dyno and loaded it down. Didn't backfire once.

Here's a shot of the passenger side showing the filter forward of the EGR cooler.

Would broken bolts cause it to run fine and then poorly for no reason? I'm asking because I would think that something mechanical like bolts, studs or physical hardware would cause the issue to be consistent, not random or intermittent to disappear suddenly as fast as it appeared.

The backfire seems to be the exhaust. It's a backfire under fueled conditions. The truck also has the loud burp when the rpms drop such as when shifting or disengaging the transmission and the engine returns to idle. It is throwing a 4-1 code.

Forgot to add, this has never occurred bobtailing, only under moderate load i.e. empty 53' van or up to 50k gross. Seems to like to do it at night versus during the day. That's probably a fluke. Has occurred in ambient air temps from high 60's to low 90's. Like I said, it ran perfectly all day Saturday. Really thought it was fixed. The thread I was referring to about the similar problem on here is :

Thanks, Staxx. My '00 CH612 has the blinking engine malfunction light at high rpm's from the cam position and flywheel position sensor issue. Just a minor annoyance and a very slight derate. This '04 CHN613 with the ASET does not have an engine brake so that's out. The hood springs are fine. This is a very prevalent backfire, sometimes in rapid succession like a machine gun. The 4-1 code is coming on when it is occurring.

OK, still having issues after a number of tries. Truck still backfires underload seemingly at random. The dealer replaced the #3 EUP this past week and replaced the fan belt to cure the 1-8 fan speed code. The EUP solved the 8-3 code, but the fan speed fault still comes and goes at random. The truck ran perfectly for 7 hours saturday grossing around 50k. The dealer worked with Mack and they put in some new data files that makes the truck run with more power than it's ever had. Truck still has the 71 series turbo. Truck has 184,000 original miles. Tonight, its throwing a 4-1 road speed sensor code when it pops and derates. I searched on here and found a thread from 2010 about Lost Pulling Power on a 355/380 ASET. There were two comments that caught my attention. One was about a speed sensor and the other was about transmission programming. The only other thing we found odd with this truck is that it shows having a T309 transmission, but the decal on the HVAC was for a T310. The truck shifts like a 10 speed transmission. Could this all be because of a road speed sensor or the ECM expecting a T309 versus a T310? How do I know which transmission is in it? (I know that sounds incredibly stupid, but I've got to ask)

Having the lights on while listening to an AM station causes it. Our 2011's and 2012's have the exact same issue.

Our 2000 Postal Puppy with the E7-300 and Allison 5 speed has some funny issues going on with oil pressure that have us and the dealer stumped. The oil pressure bounces between 60 and 90 when throttled up while in neutral and when driving, under heavy acceleration, the pressure will drop rapidly from 60 down to 30 and right back up, almost instantly. There is a noticeable change in noise that exactly matches the fluctuations on the gauge. It almost sounds like the Centrimax sound changing with the pressure. Not sure if the noise is related to the cause or a symptom of the loss of pressure. The sharp pressure drop does not occur (or at least not as noticeable) under lighter acceleration. At highway speeds, the pressure flucutates somewhat rapidly in a 5 to 10 psi range typically from 60 to 65 or 70 psi. The engine has been fully serviced with new filters, including the centrimax. The engine is a REMACK engine from June 2005. The truck has 625k with less than half of that on the new engine. They checked the dash gauge and it matches the pressure shown on a known good remote gage. The pan was dropped and a bad plunger was found in the oil pump. It has been replaced with no change. Also, a rocker arm had an odd squirt of oil coming out so it has also been replaced. Rod and main bearings have been checked and are in excellent condition. A pressure test with the pan dropped shows no unusual pressure loss at any of the bearings on the bottom end. Any ideas on another source or cause?

Just an update to complete the thread for future reference. The dealer flashed the ECM with the latest software update applicable. It retains is original 71 series turbo. We have had it back and been running it without any further issues other than a persistent burp on decel. The truck still throws an 8-3 EUP code and an occasional 1-8 code which I believe is a fan speed code. A few pictures are attached for fun.

I have always liked the Arkansas Tachometers and install them on most of my trucks. I prefer the Cat style with the counterweight above the pivot bolt as they open 90 degrees. Also, I always turn them towards the side so that the wind doesn't affect the ability to be open all the way at full throttle.

Your specs will do just about everything you ask for except the 7.5mpg. We run 2011 and 2012 CHU613's and CXU613's on 600 mile turns grossing 30k wb and 54k eb across I-70 in Missouri and Kansas, staying at 70 mph or a few less and get 5.9 to 6.0 if we do everything right. We can get 7.0 mpg on flat interstate grossing 30k at 57 to 60 but that's it. We are running 445 and 505 MP8's with Mack 13's and Fuller 10's. I believe the trucks all have 3.36 Eaton's, but it may be a very slight different gear ratio close to that. Not very impressed with the fuel mileage and the DEF is running us $.03 to $.05 per mile. The results have been consistent across multiple trucks and multiple drivers. As for power, ride, comfort and driveability, these are super super trucks. They pull wonderfully and outperform anything I've ever driven. They handle 80k very well. Pulling the big hill at 45 with 79k is maybe a bit optimistic.

Got it back....they didn't find any smoking gun. Uploaded the newest program for the 71 series turbo. It still burps on deceleration and has the high pitch whistle. I don't think anything was solved, but I haven't put it under a trailer yet. I've been busy building my new Western Star glider. Would have been a Mack CH glider with an E7 if they made gliders. I remind the dealer of it daily.

We had them made.

Dan, Send me some info. I may be interested. Dan dbruno@rdproductionstv.com

We added these stickers to all of our '03 and newer trucks.

I'm tired of looking at it!!!!! When are you coming to get it?

The shot of the split brake pedal was of the inside of an International Transtar. The shot of Chief Stacy Love in the crowd when Pig Pen hits the truck was accidentally left in. Peckinpah quit the production and Garth Craven was brought in to finish the edit. Peckinpah had submitted a 4 hour cut to the studio, complete with very odd themes and scenes, upside down shots, etc, in an effort to get more time and more money to reshoot. The studio fired him as a result. The shot of Chief Love was part of a sequence of shots of previously seen characters in the crowd of the ice cream truck wreck. One of the shots cut included a shot of Pig Pen standing in the crowd looking up at himself and laughing. A lot of odd stuff was cut, but also a ton of scenes that helped advance the plot were cut as well. There's very little explanation into how the FBI got involved and how Lyle kept getting ahead of them, but it was clearly outlined in the novel, the screenplay and in Peckinpah's cut. If you REALLY want to know the details, read a copy of the book by B.W.L. Norton and you'll get more answers. We were unable to get the version Peckinpah submitted to EMI released for distribution, but I have watched it and, to the enthusiast, is very fulfilling.

So if you sell your CA registered antique to another CA collector who would want to license it as antique, it would have to be updated?