bbigrig

Volvo VN also offers the I shift controls mounted under the radio on the dash. It's the same key pad as the M drive. The seat shifter has its own set of issues internally and with drivers crushing them getting in and out of the seat.

On a happier note, I was told the Mack cab will not be shared with Volvo as rumors first swirled. I hope that holds true.

I would stick with the Fuller and go 13spd. Easier to change over and easier on the pocket book down the road. As neat and nostalgic as the TRTXL1070B (12 speed air shift deep reduction with OD) is, its a lot more work and money if something goes wrong down the road. That and a lot of work to put in. (mounts. Piping, driveshaft. etc) 13 Fullers are everywhere. It's up to you.... Fashion or Function, pick your poison.

Mighty Machines was a Canadian production. The RW was owned by Temperman demolition and was E9 powered. It did double duty as a dump and float tractor. The cement mixers were from a long time Mack customer CBM (Canadian Building Materials)

Happy Canada Day to all of my fellow Canadian Mack Truck Lovers... I will be spending the day continuing the restoration of my Canadian built RW. Stay safe you Hosers.

Heart wrenching....I always wanted to get a few UPS MH's. When I started looking into acquiring one I couldn't believe my ears to find out they scrap/destroy everyone of them.

They usually start to leak or mechanically fail 3 or 4 years in. Had a 2014 Titan in the other week with a complete air assist fail. Like everything, some work and some don't. But lowering your exposure to a fairly common failure is always a win

The huge amount of trucks to look at/people to talk to, and the 2 Mack buildings to visit all in an 8 hour period make for a tight day. It's becoming to much to squeeze into one day but WELL worth the trip every year. I missed the meet and greet again. Love it!

There was a North American electronic V8 built and tested but never put into production due to 1998 emissions issues for North America. Mack originally planned to release the first version in a 530hp rating (if I'm not mistaken) The last of the North American E9's were installed in early '99. The electronic E9 engine was being built for use in Renault Magnums until the Euro emissions caught up and killed use of the E9 as well. The Magnum was then switched to the Mack E7-Etech like North America.

2-3 trucks with I-shifts removed for rebuild per month. It's as simple as that. Don't read to far into it. They are fairly reliable while under warranty. I wouldn't buy one with more the 650K miles unless you had some money stashed away to replace or rebuild it.

Working at a Mack/Volvo dealer I can say we usually have 2-3 I-Shifts apart per month. Some are complete swaps others are components of the trans. Not so many M-drives up here yet but they are starting to catch on. That and because Volvo out sells Mack here at least 3 to 1. The Transmission has a good Warranty with it and on the resale side I've seen it impact the value negatively for the first few years. The value of the trucks with auto's seem to be starting to climb up here. I would be a little cautious about buying a used one with over 650K miles on it without cracking it open. It's more then $15K to replace one complete. Tack another $5-10K on. Allisons are much more common on Granites these days and are doing well on the construction side. Only Sucky part is the up charge on the option. Having said that, we've pulled a few Mack T300 series out in the last few years but no Fullers. Hmmmmmm

The crossmember behind the cab on the CL's with double frames were a common and constant problem up here. Mack never did come up with a better crossmember they would just be replaced one after another. Seemed as if the frame was rigid as heck on the back side but up near the cab it was the weak link in the chain. Dump guys had it the worst as some hoist cylinders were mounted very close to the failed cross member. CL was commonly used up here for tri axle dump trucks through the 90's.

The only Vendor engine I've ever heard of being put in a CH was 5 trucks built for Consolidated Freightways in the early 90's. The were Cummins L10Celect or M11 engines. They existed on the Mack parts system still a few years ago under the CH633 prefix.

Both the 11 and 12 liter Detroits were Taller, wider and longer then an E7. E7 was one smallest engines on the market putting out more then 410hp for most of the 90's.

I'm not sure why anyone would? When the legislation comes in to effect, any truck older the a 1999 will be exempt from having to run an EOBR. I'm sure you can through your diag. Port/1939 data link.

Yes, it was available for about 3 years as an option from factory on CL's from 1993 to 1996. It was an expensive option and was known as a CL643/743. I was lucky to see a total of 7 of them here in Canada over the 3 years they were available. Very well suited in the trucks. The CH rails were to tight for a 60 series. The Cat option was available until 1999 on the CL's. There was no Cummins option in the CL until the ISX in 2002.

Below: One of our units with a comparable factory sleeper to the RW's

It's a Mack (able body) sleeper for sure. That series of sleeper was never available in Aus. Being a first version Millenium sleeper with a V cut out it would have only been available on CH/CL with the older pre 1998 interior. I've got the newer versions of the same sleeper on my CX, CXU's etc with the full front wall cutout. I actually don't mind those sleepers on our Mack's.

Stop me if you've seen this truck or its old news.... I just tripped over it on the inter-web's yesterday. It's most likely a first Gen Mack Millenium sleeper with the V cab access cut out (up to '98) What says the Mack experts?

Looks like a CL with some potential. I'm pretty sure that mechanical E7 engines were not available in CL's of that vintage. Should be an E7 E-tech engine (electronic) which became the standard Mack engine after 1998 and is not available as a mechanical engine.

Longshot here but..... Anyone have a Superliner (RWII) bug screen with the Bulldog on it they want to sell? Let me know. Thanks.

Most Fleets up here hauling up to 135,000 lbs gross order CHU or CXU MP8 505hp. Very few order Titan. Geared and spec'd right they do just fine. The Granite for a tractor is an up charge in base price from the Pinnacle because of the frame differences. You can only get up to a 14.3 fr axle on a factory Pinnacle. Anything heavier you have to go to a Granite or Titan and add more $$$.

The CXN you are interested in was built in the USA. Shouldn't be any issues. You may find the truck spec'd a little heavier and the rear spread a little wider (like 60" instead of 52-55"). You may need to change the speedo back to MPH from KM. That's about it.

The mile and hours match up for a fleet I used to work at hauling cement in bulk tanks. Pulling loads added miles. Blowing loads into silo's added hours. Seems legit for that type of use.

I know after a little investigation locally that the same fleets that had trucks (DD15 powered) with Turbo compounding are now DD15 powered fleets without it. They don't even notice a Difference. The DD engineer said the same thing of thier US customers. If you are not using the bottom end of your torque/power band on a regular basis. When are you going to reap the benifits? Terrain, load an proper truck specs will effect it's usage. Weather the Benz Global engine/truck is In Europe or not should not make a difference. Is it possible that the North American "keep it simple stupid" way of evaluating product usefulness has finally proven a European over design wrong. (inconceivable!) In this case, I would agree. I wouldn't need it or want it on any of my trucks.