TRUE GRIT

I have 2 6 speeds that i took out of my trucks last month. the number is TRXL107. One is a 2 stick, and the other is an airshift single stick- the reverse, high and low are on a button on the shifter. Both of the transmissions have the same number. Im trying to get rid of them.

are they both good? i believe i would like the air shift,it wouldnt take up much needed cab space. email me with a price and where in virginia you are. bobford2584@aol.com

Doug Mack made 2 different 2 stick 6 speed Transmissions. the first one part number TRXL 107 had the following gear ratios. Low range 14.10 in first, 8.20 in second, 4.65 in third, 2.72 in fourth, and 1.64 in fifth. High range as follows 8.59 in first, 4.99 in second, 2.84 in third, 1.66 in fourth, and 1.00 in fifth. And the following ratios in reverse. 36.66 in first, 21.32 in second, 12.11 in third, 7.07 in fourth, and 4.27 in fifth. The second was part number TRXL 1071 The gear ratios in low range are as follows 23.08 in first, 13.42 in second, 7.62 in third, 4.45 in fourth, and 2.69 in fifth. The gear ratios in high range and reverse were the same in both transmissions. There were also air shift verisions of both transmissions part numbers TRXL 107A and TRXL 1071A. Hope this helps out Blocl.

block, do you know if the hi range forward ratios in the 6 speed are the same as my 5 speed? also this may be a stupid question, but why are they called 6 speeds. thanks.

i am wanting to switch my r model from a 5 speed to a 2 stick 6 speed, for off road low gears. i have been told there are a couple of different 2 sticks, but i dont know. i have found one in a truck close to the same year as mine. one guy told me once he had a 2 stick in a log truck, and he had to use the second stick out on the road. the one i drove a while back had reverse, low and direct on the second stick, and 1-5 on the other.you didnt have to use 2nd stick out on the road, it just gave you some super lows and reverses. i got the numbers off the transmission i have found, some of the numbers may not be exactly right, cause i was laying in a briar patch under this truck trying to scratch and write. any help would be appreciated. doug

234k93149

x107

7e1312

11k345918

3p1 these were stamped in the lowerleft front of case

As long as it's makin' you money and lookin' good like that is all that matters. Bob

Youre exactly right bob, you know there aint nothing like working these older trucks, mine not as old as yours of course, but we do with them the same things a brand new truck does, and most of the time, just as well. doug

It aint a B but to me its still a classic.

Just wondering what determines fuel tank or tanks from factory on r models. I have seen r`s with just about everything hanging on them.I am wanting to add a drivers side tank on my 84 r. It appears to have a kenworth step on it right now.Passenger side has a 50 gal square steel that doesnt appear to be factory either. i am waiting on material from MACK museum to see what it left with from factory. Just wondering if anybody knows?

When you rebushed the trunion, did you replace the retainer rings? There are 2 rings on the trunion bar inside of the caps, did you replace these also. These are there to keep the caps from moving too far and when worn will let even new bushings walk. Even new caps with worn rings will walk.

Jeff

yes, it had about a 3/8 ring on the inside, and about a 1 3/4 ring on the outside, that a bolt goes thru to hold it on. local suspension shop says that when going straight, youre running on the rubbers, when you turn the saddles contact the rings making a metal to metal connection, allowing a little movement, which kinda makes sense. i have had hendricksons and raycos before, and this camelback is very smooth, quiet, and goes better off road than any of them that i have had. which brings up another subject, this is my first mack so i am still learning about them, but this truck has no power divider. both axles pull all the time to my understanding. makes it go off road better im sure. other trucks ive had i would unlock power divider as soon as i got to blacktop. seems like it would be hard on something on the mack. thanks for everyones input on this subject. doug

Doug,

Up here in the north they wouldn't even let us register a truck with 38s and a 12 at 55,000. I know they will handle it but it is tough to raise gvw on a truck up here, they want to see the sticker on the door jam lots of times. And up here you don't get any 10% over. They pick on trucks pretty bad around here. Almost makes me want to move down south.

Joe

HEY JOE, COME ON DOWN, IM SURE WE'D HAVE ALOT TO TALK ABOUT.

DOUG.

How come I see so many tractors converted into 10 wheelers and roll-offs for sale south of the Mason-Dixon line? Is there something about the weight laws down there that I don't know about? I'm from Philly Pa and here and in Nj pretty much everything is on 44s and 18s & 20s with double frames. Is there some advantage to having 38s and 12s down there? I would guess the tare weights would be a couple of thousand lighter.

Joe

WELL JOE, I CANT SPEAK FOR EVERYONE DOWN HERE, BUT IN MY CASE OF A 1O WHEEL DUMPER, WITH A 55000 TAG, WE ARE ALLOWED 10% OVER THAT FOR FARM USE BECAUSE OF NO SCALES HERE ON THE FARM. A LIGHTER TARE EQUALS MORE ROOM FOR SOYBEANS, MORE ROOM FOR SOYBEANS EQUALS MORE MONEY. SO I GUESS IT ALL BOILS DOWN TO THE ALL MIGHTY DOLLAR. IM SURE IT WORKS DIFFERENTLY FOR COMMERCIAL HAULING BUT FOR FARM USE A LITTLE BIT COUNTS. DOUG

I dont know the exact set up you have but most camelbacks were pretty simmilar.

I have seen the track bar mounted on some superliners with camelback. On a single frame, a thick stiffner plate was used on the outside of the rail to help take up the stress from the bar pushing and pulling on the frame.. The track bar is almost the same style that would be used on some air ride set ups. Most of the R models I have seen do not have the track bar.

A little movement is normal. Mack designed it to take up some of the stress that the tandems see on dry pavement turning. I have a broshure on camelbacks and it shows that the rubber bushings allow the tandems to "steer". My rubbers are worn and they move about 2" on a hard turn. If your drive shaft is moving so much to rub the air tank or drier I would think your rears are moving more than 2"?? I have seen some rebuilt camelbacks that move just as much new as before they were rebuilt??

do they move farther one way than the other??

Trent

no not really, looking in youre mirror when turning youll see the outside tread of one of the tires stick out past the other, about the same both ways. if you stop with the truck like this you can actually see the saddles twisted a little on the trunion shaft. i dont know if it is supposed to be or not but my air dryer is mounted inside the frame rails, within a couple inches of driveshaft. i have thought about moving it to fix the interference problem,and maybe someday changing over to a 44k or 60k camelback setup, to my understanding the 44 is on bronze and the sixty is on steel, that doesnt allow any twist. you dont see any dumptrucks around here on 38s mostly 44s

When i bought my 84 r model the rear 38k camelback suspension was shot. I replaced the rubber trunion bushings with urethane, replaced all 4 saddles that house the bushing,new ubolts that torque to 1800 ft lbs. then replaced upper and lower spring pads at each end of leaf spring.the trouble i have still is the axles track off during turning short with a load of about 18 ton of rock on.I also replaced front and rear torque rods. then i talked to a local guru, he says that a 38k rubber trunion suspension should have a side to side or a track bar to keep from off tracking. my truck shows no signs of ever having a track bar. mack dealer said to check for broken frame or trunion. no problems found there.they didnt know about a track bar. i am currently using the truck.i have no driveability problems on the road. it drives and tracks good going down the road. do i need a track bar to fix this, or is this just the nature of the beast? it will only track off at the most a couple of inches. but it is enough for the driveshaft to rub the air dryer. any input would be appreciated.

HEY GUYS I GOT THE BIBLE OUT NOW.HOE TO IDETIFY YOUR ENGINE SERIAL # IS

E = MACK TURBO CHARGED DIESEL ENGINE

M = MAXIDYNE ENGINE (HIGH TROQUE RISE ENGINE)

C = CALIFORNIA CERTIFIED

6 = FIRST DIGIT INDICATES CUBIC INCH DISPLACEMENT ( 672 I.E.)

NEXT THREE NUMBERS MEAN PEAK GROSS HORSEPOWER (BHP)

THE LAST 2 LETTERS COULD BE AN L OR AN R

L = LOW SPEED MAXIDYNE

R = REDUCED ENGINE SPEED

thanks, great info.

i have a used lund in decent shape off an '82 R-600 if you're interested. i'm in central conn. scott

scott ,sure would if it is in decent / repairable shape ,and price is reasonable. email me with price ,or youre phone number and ill give you a call. my email is bobford2584@aol.com. thanks doug.

THANKS, MY TRUCK IS A 5 SPEED, DO YOU KNOW WHAT ECONODYNE IS SUPPOSED TO MEAN ? I HAVE HEARD IT WAS A FUEL PINCHER.

DOES ANYONE KNOW WHERE I CAN FIND A FIBERGLASS CAB VISOR FOR AN 84 R MODEL? I HAVE SEARCHED THE INTERNET AND HAVENT HAD ANY LUCK.

IS THERE A DIFFERENCE BETWEEN E6, AND EM6, MY 84 R MODEL SAYS EM6 300 ON THE ENGINE TAG AND ECONODYNE ON THE HOOD

HELLO, MY NAME IS DOUG FORD, I LIVE IN CAMPBELLSVILLE KY. I BOUGHT AN R MODEL DUMP BACK A FEW MONTH AGO, AND HAVE BEEN IMPRESSED WITH MACK EVERSINCE, AFTER OWNING AN INTERNATIONAL AND A FORD DUMP ALL I CAN SAY NOW IS WOW, WHAT A GREAT TRUCK. GREAT SITE ALSO. I DO HAVE A FEW QUESTIONS THAT I WILL BE GETTING TO LATER. THANKS DOUG P.S. ALSO NEW TO THIS COMPUTER ,TRYING TO SEND PICTURE WITH THIS POST