bbigrig

Great Job Alex.

Looks like it could be an Alumi-Bunk sleeper

Alumi-Bunk was the most common bunk mounted on Eastern Ontario sold trucks from Mack Canada. Able Body was I believe more common on the US trucks of that vintage.

Mik-Mak from Northern Ontario is another common one but wasn't as popular with the Eastern Canadian Mack dealers.

I had an Alumi-Bunk on the '85 R-dog.

Same....Investigated that truck months ago. Its hardly a parts truck. Its only worth what the running power train is worth. (E9 and 12 speed) One of the sales guys there use to work at London Branch Mack and thinks he's got a real Gem there. Won't budge on the price. I was also very disappointed.

The RW has been for sale for over 6 months now and they have only put it on truck paper recently because no one is coming close to what they want for it. They figure some exporter will grab it. The Ex Mack salesman buys a lot of Macks and exports them because he knows certain countries love paying top dollar for them. (tatrotrucksales.com)

I'm hearing that a Mack/Volvo shared cab (similar to PACCAR) is within a year of being released. I can't imagine the crap that is going to hit the fan on BMT when that happens.

Like stated before by Keg1, check the tank vent and or check to see if your cross over line has collapsed internally.

Most likely your CL sucks and returns from 1 tank. It will balance the tanks through the cross over line at the front end of the factory tanks. If the line is plugged, collapsed, or a valve at the base of the tank is faulty it wont balance. Good luck.

I know an CL643 was a Detroit. I also know of 1 RW643 built in Oakville as a test truck.

The 60 series was never available in the MH (as far as I know???) which made me think that it would be a 92 series Detroit. If MH's were ever built with 2 strokes?

I've seen the MH653 with CATs up here. Very few Cummins powered MH's up here even though I know they exist.

I have always seen the 2 dictate what country the truck was built in.

2M2 is the start of the Serial numbers of my Oakville built trucks.

1M1 is the start of the Serial numbers of any of my US built Macks.

Didn't realize the 2 can also mean glider?

What did the MH643's have for power?? Silver 92 series Detroits???

Is it just me, or is the VIN on the MH is wrong? 2H......

If you could sub in all of the V-Mac III (E-Tech) stuff (Engine, Harness, ECU and VECU,) into the 2005 and afford it why not??? It would do a lot better then an ASET on the pocket book down the road.

Everything for ASET and E-Tech are basically placed or run in the same areas. The 2005 would be on Volvo frame rails and the '99 on CH rails. So keep the 2005 mounts. The engine fan set up is also slightly different so you may have to swap some stuff over if I remember correctly.

It would be costly depending of coarse if you were doing it yourself etc. I can say off of the top of my head the interfaces such as dash cluster etc would be the same "keystone" interior parts. You would run into some harness local issues where pin locations at interfaces would be different. If you have the time and money you can make it work, but its far from plug and play swap overs as mentioned by Staxx.

That and the fact that if your rig ever got pulled over by a DOT that knows their emission stuff, you would be screwed with the wrong engine (Non EGR) for the wrong year of truck with 2005 emission regs. Could cost you $$$ but that is more dependant on your area of operation and the DOT's smarts.

If I missed anything let me know.....Almost Anything is possible with time and money.

I found a picture of what the 460xt door badging looks like on one of my older trucks.

As you and I are both in North Country and 95% of the year share the same climate you can run straight or Synthetic. All of your gear train will be well worn in and no matter what oil you use, its not going to reverse or slow the wear that exists. When it comes to well worn trannies and Diffs that have hauled Canadian max. gross weight loads, the thicker oil will actually quiet things down slightly. Neat rig. Good luck.

For the amount of running you describe, find some more CH's of the same vintage you already have and refurbish them. You cant beat the E7 engines. Stay away from anything between 2003-07(ASET Engines) I have brand new and older Macks. The 80's and 90's Macks seem to do the best. Unless you are putting on ALOT of km's, the older ones will have a lot less downtime and a smaller upfront investment. Age of the trucks will become less important the more you see how their reliability puts money back in your pocket. My 2013's have had some downtime that I will never recoup. I was happy that I could pull my driver from the 2013 for warranty injector cup repairs and throw him into a '99 without an issue.

Don't Forget Oakville Assembly.......

I see he edited in the missing plants after this was posted.

Not a huge difference in gear train wear etc. that I have seen in my trucks. They say running the non synthetic keeps the transmission a bit quieter and the wallet slightly fatter.. Change that diff fluid. Don't want that crap spreading around in there. Good luck with the Vision.

The 2003 CH I had was a 460XT. The last of the production before the ASET motors and at the end of the CH set back trucks. It will be badged as a 460 on the engine serial plate and said Max HP 487 on the same valve cover serial plate. The door badging was seldom seen, with a 460 and a small xt beside it in 2001-02 production. I had to order the door badging from the dealer.

As far as I was told by the dealer, Mack stopped calling the 487hp a 460xt and just sold it as a 460 in the last year of E-tech production.

The last of the 460's(487hp) E-techs had a waste gated turbocharger.(our waste gate seized at 200,000 miles)

We worked ours pretty hard hauling 120,000lbs gross regularly. With an 18speed, 430 rears, double frame on 46 air ride.

A gentleman that bought it from us split the crank at 400,000 miles hauling the same gross weight.

That motor certainly did much better then any of our ASET motors for the hard work she did.

It was the one with the aluminum rims in the picture.

Lots of those wonderful O-ring seals on all the piping thanks to Volvo. Most of your cooling system and piping runs on that side of the motor so you will have to be more specific as to the area its leaking on an MP series motor. If it looks like it is coming from a bolted on cover affixed to the passenger side of the engine its the oil cooler cover which has been known to leak. (behind the EGR cooler) Take another look. It could be a lot of things with coolant on the turbo side of the motor.

OUCH! That sucks.....

That is just WRONG!

I see someone owns an MH, But I'm thinking that same person has never owned or worked on a series 60???......

I love MHs....and second to my Mack motors are Series 60's. You could get it in a CL, so why not squeeze it in to an MH?

To each their own

I wanted a pre-emission eng, no freightliner or internationals, I don't realy care for CH's, so I'm kinda in a pickle with a truck selection. This was cheap and will work till I can swap that Detroit in to the MH. What do ya think?

Hell Yeah!

I would love to see a 60series dropped into an MH.

I don't think your '06 has the newer interior. But...... I only found out recently the Newest CXU's I have (2013's) that have the dash cluster display screen is where you set the time on the radio with the steering column stock selector. The time can only be reset while the truck's parking brakes are on and when you set the in dash display, it automatically sets the radio time.

One of My CH's has a T-2180 18speed. They have always been an optional trans for the CH.

The 18 and the 13 are the same transmission just piped differently at the trans and the knobs are different.

Sounds familiar...... Maybe Volvo/Mack need to start installing auxiliary O-rings like in Detroit 50 and 60 series engines. For those unfamiliar, Its a thick rubber O-ring installed between the upper of the injector cup to seal against the surface of the injector body. This O-ring is a back up for if the combustion gas that can get between the injector tip and cup sealing area like the MP's. That O-ring makes a huge difference as Detroit use to have the same MP8 is on its 3rd set of cups and 1 of my 2013's at 20,000kms had all 6 cups and injectors done.

Yes different Hub....

RD....No comparison....The CH is too light speced. Double frame or not.

The RD's '94 E7 engine is also a better motor then the 2000 E-Tech.

No our 93 "MH"'s were E7-300's but I don't see where that would make a difference?

We had 2 '85 "MH"'s with EM6-300's and 2 '87 "MH"'s with E6-300's and they all had the boxes on them like yours.

Ron

If I am not mistaken the '89 MH we had powered with an E9 had a series parallel switch located on the tower as well. The alternator was a 12 volt alternator with both 12V and 24V inputs to a funky regulator on the Alt. I'm pretty sure the batteries were wired in parallel (12V) up to the series parallel switch. If I remember correctly the series parallel switch would use the right and left 12V battery banks as normal 12V operation for gauges etc. It would take the 2 banks and put them in series to make 24V for starting only. The series parallel switch was used to accommodate the 24V starter if I'm not mistaken? This was only for E9 engines. I know the CL's with E9's were a complete 12V set up. If I got this wrong remind me what it was.....I know I will remember this correctly by tomorrow night.

In 1989 when Mack unveiled the E7 engine they also announced that a 425hp version would be available in 1990. It never happened, and the 427 was not put into production until V-Mac II was introduced in 1995. The Superdog was built till late 1992 so it makes sense why it would be in the brochure.