convoyduel

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?

As the video CLEARLY shows, the Subaru pushes it from behind.

I know that RS700L well. It's a basket case that sat for better than 10 years. Not 100% sure but I don't believe it was moved during one or more floods of the Missouri River.

We will be ok. We ran the history on this truck and it looked as thought the 71 series turbo had been upgraded but maybe not. I'm holding my breath. Won't mind a little more investment in the truck up-front as clean as it is and with everything that came on it. I'll wait and see what we find out. At the end of the day, my biggest problem is a truck, not an IED in Afghanistan. Keeping it in perspective, overall life is good here.

With the price on these turbos, I'm afraid they're going to use a 631gc5176AR** to denote the anal rape feeling when I get the bill. Nothing against the dealer, just dreading the parts and labor expense in general.

Checked today, it has the 71 series turbo. Wound up taking it to the dealer to go thru and check for recalls, updates, etc. They were shocked to see a 71 series turbo still on the road, even with only 183k miles. They were aware of all of the common issues and said right off the bat that the bark is almost certainly the result of the 71 series turbo. REALLY dreading the bill. I'll keep everyone posted.

I loosened the braided line to the turbo actuator and it had a fair amount of pressure behind it. I didn't pull it all of the way off though. The valve was in pressed all the way down against the lower stop. I'll have to pull the line completely off tomorrow. We don't have any coolant push issues showing with the truck, but the coolant line in question definitely has some sort of pressure behind it to make the hose swell like that. When the engine is off, the hose appears basically normal with only minimal/normal swelling between the clamps. The truck has decent throttle response when bobtailing and responds well when pulling some decent grades, enough of a grade even bobtailing that I would expect the issues to reappear. What I don't understand is why it pulled fine yesterday for the first hour or so then started giving the fits as the night went on. There were bigger hills and higher boost demands before it started backfiring. Are these VGT issues intermittent at all? What are the indications of needing a new venturi tube or a new EGR cooler? I've seen a few others use the word "burp" also with these ASET's and mention it going away when using higher rpm's. Is there a known burp problem with these and if so, what's the issue?

Spent a couple of hours pouring over it this evening and driving it around. The clap I'm hearing is actually a bark that comes back through the air cleaner when you decel thru most of the Rpm band. Does it with the hood up or down so its not an issue with the air cleaner seating on the hood. It's barking around 1000rpms. Only does it once per decel. I can even get a very mild bark if I'm running it at full rpm's while parked and let it decel. Best way to replicate it is to have the cruise throttle set to a high rpm then turn off the cruise and let the rpm's drop thru the band. I can't replicate the "boom" or backfire our driver was experiencing with a load. The whistle comes in around 1400 to 1500 rpms and whistles thru a boost, regardless of the gear under load, even bobtail. No, this is not a typical turbo whistle, its more of a piercing nails on chalkboard kind of whistle. Sounds like when someone runs their finger around the rim of a crystal drinking glass. I can't find any obvious leaks on the aftercooler or piping. I followed the stainless braided line from the turbo actuator over to the driver's side of the engine. It doesn't attach to the venturi pipe, it attaches to some sort of valve mounted up behind the centrimax approximately at the 5th cylinder position. I couldn't find any relief valve on the venturi pipe, but I'm not sure it was on the 310/330's. I've only seen it mentioned on higher horsepower engines. I've looked for soot leaks on the manifold, turbo mounts and other exhaust and EGR components but find none. Also, there is no smell of smoke anywhere around the engine, even when I use the cruise to set a high rpm and walk around. The truck has what looks to be all new gaskets, studs and nuts on the exhaust manifold. Everything on the turbo side is very clean and appears recent, but then again this truck is pretty immaculate so its difficult to say for certain. I spoke with the previous owner tonight who said he ran the truck in service even on the day he sold it to the dealer I bought it from. He said it was a shop queen its first year or so with all of the ASET problems and recalls, but that it had been a very good truck after that. One thing I did notice is on the coolant lines from the EGR cooler to the block. As the lines go to the block on the front right side of the engine, there is a short piece of hose (maybe 1" or 1.5" diameter, 3 or 4 inches long) that goes between a stainless coolant tube and the block. That piece of hose really seems very swollen between the clamps when running.

hoping my new purchase wasn't a terrible decision....'04 CH613 built 2/3/03 with an AC 310/330 and 184k on the odometer. VIN 155261. Truck has driven around bobtail just fine for a week locally while getting it ready. I was getting an intermittent 8-3 code, which according to my VMAC3 manual is an injector code. It was occasional. Called the dealer, they said as it was intermittent, it wasn't anything critical and could be looked at during next service. I did notice a slight whistle at high RPM (not road speed related, RPM related) and something that sounds kind of like a door slapping or a clapping when the engine RPM's drop back and bottom out during an upshift. I didn't pay too much concern as the performance overall was fine. Last night, the truck started running pulling a 53 trailer with a very light load. Maybe 40k gross - truck, trailer and cargo. Started out ok, but after about 45 minutes, the driver said he heard what sounded like a tire blow from the front right. He stopped and checked everything was fine. He went back on his route and maybe 25 minutes later, it happened again. He rechecked everything and found nothing. Maybe another 10 minutes went by and it started to lose boost and what he described as a backfire. On a 2 lane rural with not shoulders or turn-offs, he limped it another 5 or 6 miles not getting above 40 with the problem occurring during boost demand conditions but not coasting or downhill. He was able to make it to his next stop safely. He also stated that the engine malfunction light would come on before each of the backfires occurred then would go out. The driver is very careful and dilligent He had already called me after the second "boom" and I met him with a different tractor. From his description, I expected to find a blown turbo clamp or tube but nothing. I pulled the intake at the turbo and the turbo wheel was clean with absolutely no play. After we switched out, I bobtailed the truck back 60 miles to the yard without any problems, other than the same whistle and occasional clapping sound I heard before. I also occasionally got the 8-3 code but it always went back out on its own within a minute. Any ideas?

There's a Superliner 2 sitting in the back lot of the Mack dealer in St. Louis. Fresh red paint on the cab and hood, but tires are junk. It's on 34k Camelback. Reminds me of a Beelman spec tractor. The have it and a late 80's R model on Neway sitting there. They've been there for going on a year or more and I assume they're for sale. I can find out if anyone's interested.

We have been cleaning, pinstriping, detailing and adding a few things the past 2 days. Dropped it off tonight to have the tanks, wheels and battery box polished. Decals will be in Tuesday and then we're ready to work. This truck is absolutely amazing and well cared for.

Mack3P: I just bought a CH613 built 02/01/03 and the build sheet shows the customer as "03 Show DC/Tom Davis". For destination, it shows "Product Validation Pilot". Later in the build, it shows "Special Projects - Visibility Door". What does all of that mean? I'm very surprised that a MY2004 unit would have been built 02/01/2003. That seems awfully early for an '04.

Here is the truck.

Just got home from Virginia with the 2004 CH613. Amazing truck. Thought the truck had a Mack 10 speed T310, even had the Maxitorque ES 10 speed decal on the A/C unit, but the build sheets with the truck show it has a T309 and it does funny things when you shift into the lower right position on the transmission (would be 5th on a 10 speed). Looked through the transmission manual (truck came with every book and piece of paper it had when new) and found that there is a T309 that skips the lower right position in favor of the "Lo" hole with the range splitter in "Hi". This is a new concept to me...is this the correct way to shift a T309? Still trying to figure out why the shift pattern decal doesn't match the build sheet and apparently the truck. EVERYTHING on this truck is original and immaculate, so I highly doubt the owner changed anything.

Had a Jacobs Brake on a 1990 CH613 with an E6-350 Mack. The Jake was absolutely 100% worthless. We had the overhead run several times, tuned the Jake, etc. and nothing. It certainly worked as in "operated as designed", but it didn't do a darn thing.