Jump to content

kscarbel

Pedigreed Bulldog
  • Posts

    1,114
  • Joined

  • Last visited

  • Days Won

    8

Posts posted by kscarbel

  1. Very cool information. I skimmed through and didn't see a torpedo bomber. Would be a TBF/TBM Avenger I would think? Anybody have any pics of these by Mack? Grumman was a TBF and GM produced them as TBM if I remember right. Thanks for the info..Brian

    No, it was Consolidated Vultee TBY "Seawolf" torpedo bomber that was produced for the U.S. Navy, at Mack Trucks' Plant 5C. The facility, at that time, ordinarily produced municipal transit buses.

    Mack also built aircraft components for BT13 trainers and B-24 bombers.

    It's noteworthy that the War Department presented Mack Trucks with the Army-Navy "E" Award for excellence, in recognition of the company's high achievement in the production of war materials.

    The Seawolf was not a stellar aircraft (though not a flat out deathtrap like the obsolete Devastator), but choosing to build it was the mistake of the navy and the war department. Mack merely followed the orders of the War Production Board. Seawolfs never saw action but did see a lot of accidents. Production was quickly cancelled at the war's end. It was designed by Vought, however the Seawolf was not superb in the tradition of the Corsair. The war department arranged for the Seawolf to be built under Consolidated because Vought was maxed out producing Corsairs.

    • Like 1
  2. The U.S. Navy assigned Mack Trucks the task of designing a 400 horsepower supercharged V-12 diesel engine. Mack used a patented welded (fabricated) engine block design to meet the navy's requirement for this experimental engine.

    • Like 1
  3. The easiest way is to provide Barry with your full model and serial number. He can then tell you the correct part number for the seals.

    He's going to tell you what the truck was built with, which could be Stemco, CR or National (they were all factory options).

    Your truck might very well use the following seals:

    Stemco 392-9094 (seal + wear band kit) or 309-0903 (guardian one-piece)

    CR 45099 (Mack # 88AX407)

    National 370022A (Mack # 88AX467)

    I personally prefer National.

    • Like 1
  4. WTF no more camelback ?? The const book says there is

    It's interesting that the new Mack website only mentions the Twin-Y air suspension (a.k.a Volvo Blade Air Suspension) and mRIDE (a.k.a. Volvo T-Ride). No mention of the former Mack's camelback suspension (which isn't by accident).

    The Twin-Y air suspension (a.k.a Volvo Blade Air Suspension) is a sales disaster. Volvo can't give them away. Volvo wouldn't even consider using it in the global market. They get sound engineering there in the form of the Volvo RADD-GR and RADD-G2 (on-highway), and GRAS-G2 (vocational).

  5. I'm coming up with 2 and 1/2 strips per door. One strip does back and top of door, one strip does front of side window and gets cut in half. then I still need 1/2 a strip to do the rear lower guide. does this sound right?

    No. You do NOT use the 440SX30A in the vent window track. That requires an entirely different window felt. Your Mack dealer should have sold it to you, in addition to the 440SX30A (You'll see the 2795 vendor part number for the vent window felt when you look at the parts break-down of the 84QS55R and 84QS56R vent window assemblies).

    You cut one piece of 440SX30A in half to do the tracks on the removeable door panel.

    You take the remaining piece to to the upper door (without using the including brass retainers). You'll have a bit left over, which you cut off and throw away.

    Why aren't you replacing the roll-up window wipers, 70QS33 and 70QS34 (outer) / 35RU223 and 35RU224 (inner) ?

  6. I assume they sold you 4 pieces of 440SX30A (or perhaps it's sold under a Volvo global part number now).

    The 440SX30A is for the tracks in the door panel and the upper section (you'll need to cut/shorten that piece).

    However the vent window felt is different and is (was) sold under a vendor number, 2795-170014005.

    You only use the included brass retaining clips on the door panel tracks.

  7. The first glider I ever saw was a Mack R with a motor , called a 'Powered glider' It was white with undrilled frame raills!! But it looked good!! Heres the catch...... Volvo does not want to make the older parts,the older Mack parts that is!!

    BULLHUSK

    That's it in a nutshell. Volvo wants to push forward the transition to Volvo global components.

    And, Volvo doesn't believe in glider kits. It's not the "Volvo Way". What American customers might want simply doesn't matter. The Volvo way is to tell you what you need. Those Swedes love to dictate, but are terrible listeners.

  8. When I was at the macungie tour a completed chasis entered the back of the plant(obviously assembled elsewhere)

    The chasis had the frame, rears, suspension, crossmembers, front axle, mounting brackets etc. they were all painted as well.

    The only missing members were transmission, engine, cab & wiring, polution control eq, fuel tanks wheels, tires. It seems if you could purchase a chasis you could get quite creative. That is if you were glider savy. :bulldog3:

    http://www.bigmacktrucks.com/index.php?/topic/26449-who-got-the-contract-to-build-mack-chassis/

  9. Trailer/Body Builders / July 15, 2014

    Navistar, Inc. has started customer shipments of its first International DuraStar and International WorkStar vehicles with the company’s 9- and 10-liter engines with Selective Catalytic Reduction (SCR) emissions technology.

    The company’s internal testing shows these products are delivering up to eight percent in fuel economy improvement over the previous generation.

    “Our field test customers are seeing positive results – with our new trucks registering significant fuel economy improvements,” said Bill Kozek, president, North America Truck and Parts, Navistar. “Our vocational trucks with 9- and 10-liter engines are also experiencing fewer active regenerations while still delivering the durability and power that customers expect from International trucks.”

    Built on Navistar’s I-6 platform, the company’s 9- and 10-liter engines bring 9.3-liter displacement and 860-1,150 lb.-ft. torque in a weight-saving medium-duty package. The company conducted field tests in extreme environments such as Alaska, Colorado and Arizona. These tests included a variety of vocational duty cycles from garbage packing and utility trucks to dump trucks and sewer pumpers.

    “We’ve run our DuraStar with the 9-liter for around 40,000 miles during the last two months,” said Robbie Easley, owner, Easley Trucking. “We haul mail and the 9-liter has performed well on the steep hills our trucks climb daily. This truck runs between Phoenix and Yuma, Arizona, one of the hottest environments you can find, and it hasn’t missed a beat.”

    The International DuraStar is available with the 9-liter engine from 275 hp 860 lb.-ft torque up to 330 hp 950 lb.-ft torque. The International WorkStar is available with 9- and 10-liter engines from 275 hp 860 lb.-ft torque up to 350 hp 1,150 lb.-ft torque.

    All International vocational trucks feature the International Diamond Logic electrical system, helping vocational operations work smarter, faster and safer, while also preventing drivers from inadvertently damaging valuable equipment.

  10. If you own a Dodge diesel pickup, the best thing you'll ever do is join the Turbo Diesel Register. It's a great bunch of people that share information and experiences specifically about Dodge diesel pickups (all years).

    I'm sure you can better understand your problem and find a solution thru the Turbo Diesel Register.

    www.turbodieselregister.com

  11. Heavy-Equipment Firm Faces Allegations of Emission-Control Problems

    Wall Street Journal / June 12, 2014

    Caterpillar Inc. faces at least 15 lawsuits over allegations that engines for trucks, charter buses and school buses it sold between 2006 and 2010 were prone to regular breakdowns and in some cases caught fire.

    Although the alleged flaws aren't known to have caused deaths or injuries, the suits are a potentially costly embarrassment for a company that regularly says the reliability of its products justifies premium prices.

    Earlier this week, Caterpillar acknowledged an agreement to pay $46 million to settle a lawsuit alleging that defects in one of its marine engines caused a fire that destroyed a ship in Mobile, Ala., six years ago.

    Caterpillar is best known for its yellow construction and mining equipment but also makes a variety of engines used to power oil-production equipment, ships, electricity generators, trains and industrial machinery. The engine business accounted for 60% of Caterpillar's operating profit of $5.63 billion last year.

    Faced with high costs and a small market share, Caterpillar stopped making truck and bus engines for the U.S. market four years ago. Since then, it has faced a series of lawsuits over those engines, several filed in recent months.

    In various lawsuits, owners of buses and trucks say faulty emission-control systems in the Caterpillar engines caused them to break down frequently, stranding vehicles until they could be towed to repair shops.

    Caterpillar bus-engine problems delayed minor-league baseball teams for hours and left senior citizens sweating on roadsides, said Jeff Polzien, owner of Red Carpet Charters, an Oklahoma City company that is suing Caterpillar for damages.

    Mike Haggerty, chairman of CH Bus Sales, Faribault, Minn., recalls attending a Caterpillar expense-paid seminar about seven years ago in Pebble Beach, Calif., and hearing that the engines represented "cutting-edge technology." He ordered more than 60 buses with those engines, both for resale to his customers and for use at a Southwestern U.S. charter service he owned then.

    "It's a disaster," Mr. Haggerty said. He said engine fires destroyed two of the buses, and the others were so unreliable "we got to the point where we just couldn't send them out" on long trips. He has begun replacing the engines and transmissions in some of the buses with equipment made by other suppliers at a cost of roughly $125,000 per vehicle.

    CH Bus's suit against Caterpillar, filed in 2012, is pending in state Superior Court in Orange County, Calif.

    A Caterpillar spokeswoman said the company, based in Peoria, Ill., "is addressing various claims relating to alleged performance issues" with engines designed to comply with U.S. emission-control standards that took effect in 2007. She added: "Our customers have utilized and had success with the performance of these engines in trucks, buses, and RVs across millions of miles in North America." Caterpillar declined to comment further.

    It isn't clear how much the litigation will ultimately cost Caterpillar. A suit filed in May by Harmon Brothers Charter Services Inc. of Union City, Ga., in U.S. District Court in Atlanta alleged that Caterpillar "has paid tens of millions of dollars to settle lawsuits brought by large fleet dealers (or other well-financed adversaries) relating to defects" with the engines.

    Last September, Caterpillar agreed to pay $900,000 to the Northside Independent School District in San Antonio, Texas, to settle a suit over school buses. The school district blamed Caterpillar engines for two fires.

    When the U.S. Environmental Protection Agency began clamping down on exhaust-belching diesel engines in the late 1990s, Caterpillar faced the challenge of devising pollution-reduction systems for its bulldozers and excavators as well as for its truck engines. A solution covering all of those needs was complicated because engines in commercial trucks and buses typically operate at prolonged faster speeds and generate hotter exhaust than a slow-moving bulldozer or excavator.

    In the early 2000s, Caterpillar engineers came up with an in-house exhaust-treatment system known as ACERT, or Advanced Combustion Emissions Reduction Technology.

    "ACERT was really made for off-highway use," said Tom Rhein, president of engine- and truck-market forecasting firm Rhein Associates in Michigan. "They adapted it for on-highway, but it didn't work."

    Doug Oberhelman, chief executive of Caterpillar since July 2010, helped oversee the ACERT program. At a presentation in 2005, he hailed the technology for "performance and durability that is synonymous with the Caterpillar name."

    The ACERT system is based on improving the circulation of exhaust through the engine as way to reduce pollutants. It includes a filter designed to trap exhaust soot, which is then regenerated into fuel. Several of the suits allege that malfunctions frequently caused warning lights to go on and forced drivers to halt the vehicles.

    As Caterpillar's problems with the 2007 engines increased, the company faced an even bigger hurdle in complying with stricter EPA standards on diesel exhaust starting in 2010.

    "As the standards got higher, the [technology] challenges got higher too and Cat struggled with them," said Dennis Huibregtse, senior vice president of Minnesota-based market forecaster Power Systems Research. "They knew they were going to have difficulty meeting the 2010 emissions standards." The company's decision to pull out of the U.S. market for on-highway vehicles solved that problem, but left behind a growing pile of lawsuits.

    On Wednesday, the U.S. Judicial Panel on Multidistrict Litigation consolidated five of the suits and referred them to the U.S. District Court of New Jersey.

  12. It's been in Today's Trucking and Truck News the last couple weeks. VW says they want to become the largest in the world. Also says the Navistar deal isn't off the table yet either.

    Also says Navistar is still working with MAN and Scania....and guess who owns them? LOL.

    Odd, I'm not seeing any news links on your posts.

    Navistar has never worked with Scania. The former Mack Trucks is the only U.S. truckmaker that Scania ever cooperated with.

    MAN and Navistar are not actively cooperating (as, for example, in a joint venture). Navistar merely purchased a license agreement to produce the MAN D20 and D26 engines in their own U.S. facility. And since Navistar has made moves to break the terms of the license agreement and export these license-built engines abroad (into MAN's global markets), not to mention ignoring MAN's advice on EGR's limitations, the German truck and engine manufacturer is quite frustrated with Navistar and almost wishes they'd never given Navistar a license.

    Searching for "Volkswagen" on Today's Trucking and Truck News, I note there isn't any news on the German company within the last couple weeks. The only news, that Navistar was considering making a move two years ago in 2012 to purchase Navistar, is old news.

    http://www.todaystru...data=Volkswagen

    http://www.trucknews.com/?s=Volkswagen

  13. No luck

    Looks like I am stuck with the rigid drive for now.

    Did the PAI distributor say their replacement version was no longer available, or that they simply didn't stock it?

    Horton makes the best fan clutches in the business, and they have a distributor in Victoria.

    NORMAN G. CLARK PTY. LTD.

    44 Kylta Road

    VICTORIA

    HEIDELBERG

    Australia, 3081 -17592

    +61-3-9450-8200

    customerservice@ngclark.com.au

    While they might have to contact Horton's U.S. headquarters to confirm the right replacement for your application, I'm certain that Horton has an on-off fan clutch for your truck. And it will be superior in performance to the viscous Schweitzer unit you had.

    If you insist on staying with the viscous, Schweitzer was acquired by BorgWarner. The Mack 38MH315A crosses to a BorgWarner 197703, which is superceded by a 197876.

    BorgWarner application chart: http://www.repsmkj.cr/catalogos/bwts/BorgWarner2006_Content.pdf

    • Like 1
  14. http://www.youtube.com/watch?v=UmHFcHmFdvI

    Located in Molsheim, Germany, Mercedes-Benz’s Custom Tailored Truck (CTT) unit performs factory-quality conversions on standard Actros and Arocs vocational chassus.

    CTT handles development, production, sales marketing and service documentation, providing customers with a seamless solution.

    End customers benefit from the fact that the trucks converted by CTT enjoy the same high Mercedes-Benz standards of quality as regular production vehicles, and the same warranty and after-sales support.

    Custom-built trucks from Mercedes-Benz’s Custom Tailored Truck (CTT) unit are supported by Mercedes-Benz’s worldwide network of service locations. The Mercedes-Benz parts and service system provides detailed information on the full scope of the conversion including what parts were used.

  15. Perhaps some of that development money will filter down to a US EPA compliant Ecotorque 6 cyl of around 9 or 10 liters? After all- "One Ford"??

    As enthusiastic and capable as Ford heavy truck producer Otosan is, one wonders why Bill Ford isn't giving them more financial support.

    Ford Otosan would be the ideal catalyst for getting Ford back into the game, in the global market with a cutting edge European style COE.

    U.S. market competition is fierce resulting in reduced profitability. It's only beneficial to truckmakers to a limited extent, in adding to your global volumes. The global market is where the volumes and profits are.

  16. Truck News / May 20, 2014

    Mack Trucks announced today that it recently named its new vice-president of national accounts.

    In this new role, Stan Mikalonis will spearhead Mack’s national accounts team and will be based at the Greensboro Mack World headquarters.

    “Mack is pleased to welcome Stan to the team,” said Stephen Roy, president, Mack Trucks North American Sales & Marketing in an release. “He brings a strong heavy-duty industry background, which will prove an invaluable asset as he helps us further our partnerships with national account customers.”

    Before joining Mack’s team, Mikalonis was a leader in several heavy-duty OEM and dealer operations.

    Mikalonis is replacing Mike Reardon who is the new vice-president for the Western Region. Reardon is succeeding John Thomas, who is retiring.

    ____________________________________________

    FYI: Stan Mikalonis was previously the manager of the Jacksonville, Florida branch of national mega truck dealer Rush Truck Centers (Rush Truck Centers of Florida, Inc.) where he sold Peterbilt and Hino.

    Nationwide, Rush Truck Centers is a distributor for International and Peterbilt in the heavy truck segment, and Ford, Hino and Isuzu in the mid-range segment.

×
×
  • Create New...