What is every Mack transmission offered from the 50s-1990 (B/R/Superliner Models)

[bamlogisticsinc]

Im noticing a need for shift pattern stickers.

So im gonna try printing some out for people and sell it on ebay. 

 

So what is every transmission (not eaton/allison, MACK only) offered in the 50s - 1990? 

 

Thanks. 

[tjc transport]

well that i know of, 5 speed, 6 speed, 7 speed, 9 speed, 10 speed, 12 speed, 15 speed, 18 speed, and 20 speed. 

[davehummell]

Mine is a triplex 13 speed

[tjc transport]

i was not sure if Mack made a 13 speed Dave, that is why i did not include it in my list. 

[steve s.]

You are really asking a lot here. Over the 40 year time span you ask about, Mack made literally dozens of different transmissions.  The number of speeds each transmission had just begins to tell the story. There were multiple gearboxes within each series of transmission, and often different series of transmissions offered in each truck model. 

[Swishy]

Duplex 5x2

Triplex 5x3

Quaduplex 5x4

 

cya

[mechohaulic]

correct on the three main groups But within those groups in terms of making dash shift pattern decals are sub groups. a quad 5x4 could have a dash decal of 18 or 20 speed. and so on.

[Vladislav]

Yes, as said above. 40 years is a large time frame. In late 40's to early 60's and possibly even later Mack had two main families of transmissions - T67 and T72. Both with a single countershaft. Each series conteined basic 5-speed units and with a compound box attached was offered in Duplex (10-speed), Triplex (15 or so speed) and Quadriplex (18 or 20-speed) units. Than in the late 60's or early 70's the next generation with 3 countershafts came on the market. They were basically called T100 such as T105 or T106 for 5 and 6 speed with variations of markings such as T1078 (for 6-speed(!)) and also TRD's for Duplex and TRT's for Triplex. Than later in early 80's that generation was refreshed with newer design T200 series (also 3 countershaft design). Those were T2050 for 5-speed, T2060 for 6-speed and the same way up to T2180 18-speedy unit. Ok, in 90's next gen T300 took place which may be found taking place in later series RD or DM trucks.

Each of those mentioned and unmentioned transmissions had its special shifting diagram plate. In the late 70's and further those were stickers. And in earlier times metal plaques were used attached to cab sheet metal with screws. Also some (probably many) trannies got shift diagrams of different styles during the years and worth to point out every sticker/plaque had its unique part number marked on it since all they were original Mack spare parts.

During more than 10 years I used to keep photo's of every shift pattern sticker/plate I saw on the net or on a real truck. And now I would doubtly count 1/20 of all shift patterns Mack used during those 40-50 years. So what you're going to do is a big deal.

 

[mechohaulic]

4 hours ago, Vladislav said:

Yes, as said above. 40 years is a large time frame. In late 40's to early 60's and possibly even later Mack had two main families of transmissions - T67 and T72. Both with a single countershaft. Each series conteined basic 5-speed units and with a compound box attached was offered in Duplex (10-speed), Triplex (15 or so speed) and Quadriplex (18 or 20-speed) units. Than in the late 60's or early 70's the next generation with 3 countershafts came on the market. They were basically called T100 such as T105 or T106 for 5 and 6 speed with variations of markings such as T1078 (for 6-speed(!)) and also TRD's for Duplex and TRT's for Triplex. Than later in early 80's that generation was refreshed with newer design T200 series (also 3 countershaft design). Those were T2050 for 5-speed, T2060 for 6-speed and the same way up to T2180 18-speedy unit. Ok, in 90's next gen T300 took place which may be found taking place in later series RD or DM trucks.

Each of those mentioned and unmentioned transmissions had its special shifting diagram plate. In the late 70's and further those were stickers. And in earlier times metal plaques were used attached to cab sheet metal with screws. Also some (probably many) trannies got shift diagrams of different styles during the years and worth to point out every sticker/plaque had its unique part number marked on it since all they were original Mack spare parts.

During more than 10 years I used to keep photo's of every shift pattern sticker/plate I saw on the net or on a real truck. And now I would doubtly count 1/20 of all shift patterns Mack used during those 40-50 years. So what you're going to do is a big deal.

 

so well explained !! THANK YOU .was feeling a bit elderly till You mentioned "some were metal plaques" . those remember well. don't know where the ones I unscrewed from dash went ! 

[harrybarbon]

19 hours ago, Vladislav said:

Yes, as said above. 40 years is a large time frame. In late 40's to early 60's and possibly even later Mack had two main families of transmissions - T67 and T72. Both with a single countershaft. Each series conteined basic 5-speed units and with a compound box attached was offered in Duplex (10-speed), Triplex (15 or so speed) and Quadriplex (18 or 20-speed) units. Than in the late 60's or early 70's the next generation with 3 countershafts came on the market. They were basically called T100 such as T105 or T106 for 5 and 6 speed with variations of markings such as T1078 (for 6-speed(!)) and also TRD's for Duplex and TRT's for Triplex. Than later in early 80's that generation was refreshed with newer design T200 series (also 3 countershaft design). Those were T2050 for 5-speed, T2060 for 6-speed and the same way up to T2180 18-speedy unit. Ok, in 90's next gen T300 took place which may be found taking place in later series RD or DM trucks.

Each of those mentioned and unmentioned transmissions had its special shifting diagram plate. In the late 70's and further those were stickers. And in earlier times metal plaques were used attached to cab sheet metal with screws. Also some (probably many) trannies got shift diagrams of different styles during the years and worth to point out every sticker/plaque had its unique part number marked on it since all they were original Mack spare parts.

During more than 10 years I used to keep photo's of every shift pattern sticker/plate I saw on the net or on a real truck. And now I would doubtly count 1/20 of all shift patterns Mack used during those 40-50 years. So what you're going to do is a big deal.

 

Vlad, with your experience and knowledge do you think some of the mid 1990's and later gearboxes be suitable to retro-fit to the Mack E6 - 2 and 4 valve motors? I know that the 10 and 12 spd preferably overdrive are the natural gearboxes for these motors, but I am thinking of possibilities for a potential Mack project I have in mind.

[Vladislav]

On 7/30/2025 at 6:09 PM, harrybarbon said:

Vlad, with your experience and knowledge do you think some of the mid 1990's and later gearboxes be suitable to retro-fit to the Mack E6 - 2 and 4 valve motors? I know that the 10 and 12 spd preferably overdrive are the natural gearboxes for these motors, but I am thinking of possibilities for a potential Mack project I have in mind.

It seems to me such the swap would be easy. E6 were both equipped with T100 series and T200 series trannies. At least I have one 2V E6-350 with T1078 5-speed and one 4V EM6-300 with T1070 (or so) 6-speed. And two 4V E6-300 and 350 with T2070 and T2090 respectively. Ok, one more sample - 2V EM6-285 (with tip turbine) and T2060 6-speed. As I could figure E6 crank shafts were similar. IDK if there were mods over their front ends for possible PTO attachments but rear fit of the flywheel is similar in the most (all?) cases. Of trucks I have T100 trannies were arranged with 14" clutch (and a flywheel for it) and T200 mated to 15'5" clutch  (with specific to it flywheel). I have no idea could the clutches (with flywheels) be interchanged between T100 and T200 trannies but it may be even possible since both tranny families had 2" input shaft. T300 series looks very similar to T200 but I didn't investigate actual differences. There was one interesting unit for sale locally but before I arranged the deal it had gone to scrap. So no experience was achived.

One mote point to check out is the flywheel housing. Basically all must fit every E6 engine block and have similar (SAE #1?) transmission fit. But of what I noted there were multiple styles cast both of iron or alu with different rear crank seal housing (separate or unified) and some could have rear mounted PTO fittment. But overall it looks to me the most variants should serve regarding their positioning on engine, fitting every Mack tranny of the years and accepting 14" or 14,5" clutch.

Those older single countershaft transmissions had different fittment to the flywheel housing. Not all probably but many had two big bolts (or studs) over the top of the mounting circle to the engine. And I wouldn't be surprized if even those old motors could be coupled with T200 series trannies if needed flywheel housing is installed.

Sure worth to point out clutch drive and prop shaft fittment must be kept in mind. TRD67/72 were push type clutches for example. But all T100, T200 and T300 were used with the pull type.

[Joey Mack]

I have swapped out the 14" dog dish flywheel with the flywheel for the 15 1/2" clutch.  They were good swaps, and an Eaton "Easy pedal" clutch fit nicely... Producing happy left legs for many drivers...

[terry]

1 hour ago, Vladislav said:

It seems to me such the swap would be easy. E6 were both equipped with T100 series and T200 series trannies. At least I have one 2V E6-350 with T1078 5-speed and one 4V EM6-300 with T1070 (or so) 6-speed. And two 4V E6-300 and 350 with T2070 and T2090 respectively. Ok, one more sample - 2V EM6-285 (with tip turbine) and T2060 6-speed. As I could figure E6 crank shafts were similar. IDK if there were mods over their front ends for possible PTO attachments but rear fit of the flywheel is similar in the most (all?) cases. Of trucks I have T100 trannies were arranged with 14" clutch (and a flywheel for it) and T200 mated to 15'5" clutch  (with specific to it flywheel). I have no idea could the clutches (with flywheels) be interchanged between T100 and T200 trannies but it may be even possible since both tranny families had 2" input shaft. T300 series looks very similar to T200 but I didn't investigate actual differences. There was one interesting unit for sale locally but before I arranged the deal it had gone to scrap. So no experience was achived.

One mote point to check out is the flywheel housing. Basically all must fit every E6 engine block and have similar (SAE #1?) transmission fit. But of what I noted there were multiple styles cast both of iron or alu with different rear crank seal housing (separate or unified) and some could have rear mounted PTO fittment. But overall it looks to me the most variants should serve regarding their positioning on engine, fitting every Mack tranny of the years and accepting 14" or 14,5" clutch.

Those older single countershaft transmissions had different fittment to the flywheel housing. Not all probably but many had two big bolts (or studs) over the top of the mounting circle to the engine. And I wouldn't be surprized if even those old motors could be coupled with T200 series trannies if needed flywheel housing is installed.

Sure worth to point out clutch drive and prop shaft fittment must be kept in mind. TRD67/72 were push type clutches for example. But all T100, T200 and T300 were used with the pull type.

There were a few 72 series transmissions with the pull type clutch, but very hard to find.  Terry