rhasler

ARE THOSE THE ONLY MODELS THAT THEY ARE LIQUIDADATING, TOLD ONE OF MY CUSTOMERS ABOUT IT AND HE CALLED HIS MACK REP. ASAP,

GG2

I think so, but if you pressed hard enough you might be able to get a break on a different model cab, if the dealer really wanted your business. There are several part numbers available, there are 21 listed. Special pricing only goes until August 31, 2010. Supply is limited to existing merchandise

Here comes the questions boy's...I'm driving a 99' RD model tri-axle dump with the 460 motor & 8LL eaton tranny & this thing has no balls, it only makes 20-25 psi of boost & the pyro reads anywere between 950-1100 degree's loaded, I've driven 350 hp mechanical motored that would blow the fricken door's of this thing loaded or empty...It sounds like there's a leak coming from the turbo when you really jump on it, is that what's causing it ya think ??? What should a 460 motor put out for boost & how hot should the pyro get @ max...Also I think a motor mount is shot because when you shift it you can almost feel the motor twist the shifter right out of your hand...When my boss said you got the Mack I just about hugged him, now I want to punch him

Boost specification should be 27-33 psi at full load rated speed. Maximum pyrometer reading is 1280 deg.

OK thanks, so there on the inside.

Right. I'm kind of wondering if the turbo and Jake issues are related to oil pressure, what's the oil pressure?

Where is the tag for the jake housings, I don't find them on the outer housing.

ID Tag Location.pdf

It should show a diagram on this tag as well as either "Front" or "Rear"

I wonder if it would of been a good idea to just change the drag link let's say every 5 yrs or so, just a suggestion for piece of mind

If the draglink is adjustable (as in the case of the later RD chassis) replacing the draglink, or even just the worn end, requires readjustment of the draglink. This needs to be done so that it does not cause the steering gear to be out of the center of it's travel. If the gear is not centered it has a natural tendency to try to return to normal (it's high spot), which in operation can cause the perception of a pull in the steering as well as tire wear. On non-adjustable draglinks this is not a problem due to the fact that they are manufactured to a controlled length. I have to agree with HK that an ounce of prevention is better than a pound of cure.

Hi, they have given me 2 R14 valves, 5 quick release valves, 3 double check valves, 1 sr-1 valve an a tractor protection valve. the books i have access to dont show a diagram in detail either.

Grant

Try searchiing the Bendix Document Library for BW1231 (wall chart) and BW5057 (air brake handbook). You might also check Haldex/Midlands document library as well.

Can't stress this enough!!!!

Clean all turbocharger failure debris from the air cleaner and inlet air ducts.

Clean all debris from the exhaust manifold.

take the whole intake piping set up apart right back to the air cleaner to check for peices and replace the air cleaner while your there!I have seen peices imbeded in the air cleaner from turbo failures. they can recycle them selves thru the new turbo and your back to square one ya realy need to dump out the after cooler as well, (althou it is a good filter) little bits can somtimes get thru and if they dont burn up in the engine they could possibly go thru!

Too true fjh. I've actually seen compressor wheels on AC engines blow the cover off of the air cleaner housing and turbine wheels knock holes in the steel exhaust pipes. If it can put holes in steel pipe it can easily embed itself in aluminum and plastic.

found a superliner the other day and im super interested in buying it. just wanted your opinons on it!! its a 1986 Mack RW713 Superliner it has a EC9 Engine.15 Speed Transmission, Double Frame, 2 Way Wetline, dynatard Brake, Camel Back Springs, 58,000 Rears, 18,000 Fronts with about 300,000 miles on it. price is $15,000. does that sound like a good deal?? trucks in good shape. needs tires and some work but overall not to bad. what on earth is a EC9 engine tho?? i know what an E9 is but EC9??

Emission certification for State of California operation. AKA a "fifty state" engine

cool concept

does anybody on here have one

These are common on garbage trucks. They seem to work quite well but are pretty heavy. joe's mack has posted about them before: http://www.bigmacktrucks.com/index.php?showtopic=13196&st=0&p=52000&fromsearch=1entry52000

If it's powering a V*lv*, it must be a jackass.

heh heh heh, lol.

Far be it from me to say something derogatory, inflammatory, or otherwise upsetting to the sensibilities of certain people, but the jackass would be driving the truck, not powering it.

parts would go with the truck, the problem is the diesel in africa is not low sulphur, it is is like .5%ppm. i think ultra low now is .o5% i am looking at 15 trucks and have 15 months to complete the project, so cannot afford breakdowns. what do you think about the cegr, radiator issue?

I don't exactly understand what the were telling you the EGR system would do to the radiator. If the EGR cooler cracks internally it will cause problems with the cooling system that will result in a breakdown, and eventually, will cause major engine damage in much the same way that a hole in the oil pan will cause problems with the lubrication system and eventually will cause the crank to seize. I don't know that there currently is major problem with cracked EGR coolers on these engines, but there have been some issues in the past. However, if you cannot afford any breakdowns this is not the engine to be looking at purchasing, especially on the scale that you talk about. The ASET AC engine is a highway spec. engine that was not designed for use in off road/vocational situations. The CCRS engine was the export engine during production of the ASET engine lineup for a reason. You will have to weigh the benefits and costs of these engines against what you pay for them as well as what it will take to keep them running in a situation they were not designed for before coming to a decision on them. I am curious as to what Mack Trucks says about taking these truck to Africa. They built the trucks, I would assume they would have the information to tell you whether or not they would be safe to use there.

can anyone advise if there were any special diesel requirement for a a 2004 AC355/80 Aset w/CEGR. would these units have any problems in a country like ghana africa where the diesel is still old style? i have been told conflicting info. mack one-call says it is fine, another dealer told me the CEGR system in africa will eat away the radiator water/acid and engine will seize in a few months. We are looking to buy a few of these to send over there. any help would be much appreciated.

The engine is compatible with low sulfur diesel fuel. My concern would be parts availability in Africa. Until the introduction of the MP sseries engine, the official Mack Export engine was the E-tech CCRS engine.

Here it is! Please Rescue this truck.

http://cgi.ebay.com/ebaymotors/1957-b-61-mack-rare-integral-sleeper-_W0QQcmdZViewItemQQhashZitem2c561605feQQitemZ190422844926QQptZSalvageQ5fPartsQ5fCars

I think Paul Vsn Scott and jaysm35a2 were working on restoring one that was pulled out of the bush.

but figuering in hay intake.............Mark

That makes it an alternate fuel vehicle, probably qualifies for all sorts of government assistance, tax breaks, etc.

I found a couple of pictures of the new cabovers support vehicles too.

Here's the dedicated tow vehicle

and here's the dedicated refueler

Not quite sure of the displacement as it is so new, it does however feature the "exaust re-generation" equipment (bucket) and appears to be water cooled....but figuering in hay intake divided by water intake/exaust, i make it to be .1 BHP, .2 with the optional off-road steel traction shoes installed, and using the manual power divider (tail) which can also be used as an on highway passing gear if needed.............Mark

I think you mean BOP (ox powered)

The wait is finally over,the new volvo cabover arrives in america this week!............Mark

Looks like it was spec'd out with the extra severe duty front axle arrangement! Do you know what the displacement on the "engine" is?

Hello All once again I have a problem with the truck engine and Jakes or stealth or whatever. There is no stopping power with the jake setup on my truck. Its a 1997 Mack Ch613 with a E7 454. The vin on truck is 077766. I can hear the jakes come on but nothing changes when they are engaged. Also what can we do about the engine eating turbos. This is the forth turbo we're getting ready to put on. Two of them just snapped the shaft in half and one is eating the blades. Please help with these issues if possible. By the way the engine has been rebuilt with no change in the jakes or turbo use.

Were the engine brakes rebuilt at the same time that the engine was rebuilt? Make sure the Front brake assembly was installed on the front head and that the Rear brake assembly was installed on the rear head (there is an id tag on the housings that says which housing is which). Make sure the valve and brake adjustments were set correctly as well. I think your engine should have the alternate exhaust lash setting. Were you losing turbos before the rebuild or did that start after the engine was rebuilt?

Regarding the turbo failures:

Clean any oil that has accumulated in the inlet manifold and the charge air cooler.

Clean all turbocharger failure debris from the air cleaner and inlet air ducts.

Clean all debris from the exhaust manifold (and EGR cooler if applicable).

Inspect and clean the turbocharger oil supply line and oil drain tube.

Replace the turbocharger mounting flange gasket, oil drain tube gasket(s) or O-ring (as applicable) and the turbocharger mounting studs and nuts.

Change the engine oil and filters.

Pre-lube the replacement turbocharger.

Additionally you need to make sure the correct turbo is being installed and that it is the current revision level. The turbos make look the same but they are different.

for Rob to call. But Ithink he's shunning me.

Were you in my house?

I saw a MH listed on ebay today:

http://cgi.ebay.com/ebaymotors/1986-MACK-MH613-TANDEM-AXLE-TRACTOR-9-SPEED-SLEEPER-/380253158957?cmd=ViewItem&pt=Commercial_Trucks&hash=item5888dabe2d#ht_24716wt_1026

And really liked the look of it. For it's age, it seems like it was reasonably well taken care of. The seller is a dealer, and from the looks of his other listings, i don't expect him to really understand how to answer some of the questions I have. I noticed that some of you seem to be able to take a VIN number and find out how the truck was originally configured. Since i was interested in what motor was in it, i was hoping one of you fine individuals could look it up for me. The VIN is listed in the ad as:

VIN: 1M2AR07Y8GM007802

Any other information that this produces would also be appreciated. Carfax only lists 4 records for the unit, but at this stage I don't want to pay only to find out that they are all just title transfers over the last month.

Unlike Europe, there dont seem to be a lot of cabover tractors floating around here, so i was wondering what specific issues might crop up with a cabover that I might not have considered in a conventional truck. As an example, does it tend to run hotter, since there is a large insulated cab sitting over it? Or is that balanced out by the fact that air can pass clear though the engine compartment and out the back? Will it be appreciably noisier than my R688T in the cab? I understand that working on the engine will require me to not leave stuff lying around in the cab, but how big an issue is this really? I assume that the hump between the seats is where the motor sticks up, are there storage compartments inside the cab (unlike the R, which seems to only have a pouch on the back wall)? I notice access doors on the outside under where the sleeper floor seems to be, are these for storage, or are they for access to other items?

And, while i understand that the worth of something is directly related to what someone is willing to pay for it (especially on eBay), what is something like this worth? In general, are the cabovers worth more or less than similar macks (axle sizes and motor power) of the same vintage?

I suppose that is enough with the questions. Thanx for any help.

The truck was built 7.16.85

Original engine was E6-350 4VH

Oringinal Transmission was RTX12609A

Original Differentials were CRDPC92/93 4.64 ratio

Nice! Awesome... this is just what I needed. Thanks!

I will post back here if I find anymore information about the Mack turbos. If the MP7 uses the HE341VE, then maybe the 8 and 10 use the 341 as well. I'll try and find out.

The MP10 turbo is bigger than the MP7 and MP8 turbo. I think the 7 and 8 may be the same model.

I posted the Florida map and a page came up that said "unable to connect to web server" so I thought it didn't post, so I did it again and it worked but it had posted the first time too.I edited the whole thing and made it into this post because I didn't see any way to delete one of them either.

Now that using your noggin!

...do you delete a post if you accidently post the same thing twice?

Try going to the post. At the bottom of the text window, next to reply, there should be a button that says delete.

Nope, that won't work, sorry OD

Mack Trucks is currently liquidating several cabs from it's warehouses at discounted prices. If any of you are looking for a new cab for DM, MR, or CH chassis I would suggest you check with a dealership and see if any of them will fit your truck(s) and what kind of pricing you can get on them.

Today we were ordering/specing out a new CHU 505HP MP8 with SCR, the new Mack rears were a $5000+ option over the Rockwell rears. While I hate dealing with Meritor/Rockwell or Eaton warranty, I could not convence the customer to go with the new Mack rears. I didnt get a chance to check the weight savings of the new Mack rears.

Were you specing them with both the interaxle power divider and the interwheel power divider? The new CR50/51 differentials have an air lock out for the interwheel power divider, much like the vendor differentials. I've heard that option was pretty high, but I'm not sure about the base cost on the differentials.

I keep hearing the iShift is amazing and reliable. Supposedly the best AMT out there, better than ZF, Scania and Fuller. Its pretty compact and I believe lighter than an Allison. Plus it can be paired up with the MP10 (Volvo has it behind their 700HP 2323 ft/lb European D16). If it can stand up to that kind of power then I imagine it is pretty robust.

There are four different versions of the I-Shift. They weigh between 597-610 lbs.