Coalbucket

Look at the Gross Axle Weight Rating on your door pillar sticker. That's figured on the lowest rating for your axles or springs or tires, as built.

Stina, nice looking 140. The Scania 140 was the first Scania with a V-8, right? When was it first introduced?

How many E-9 was Mack selling in 2000 including Renault?

Look at that winch on picture number 12. Yes this was an oilfield truck and yes it's a 5-speed MaxiTorque with a Spicer 4-Speed auxilliary. The 4-speed is in there primarily for the "Power Tower", a top mounted PTO on the Spicer 4-spd behind the rear window that can run full horsepower. Specs I've seen, they are rated at input torque of 10,000 lb-ft, not very much when you look at peak engine torque times transmission ratio of the main box. But if you are careful with it you won't hurt it.

open this .pdf from the recent TMC meeting to see what major customers have to see about the new engines, especially UPS. GO MACK http://www.trucking.org/Federation/Councils/TMC/Documents/2012%20Annual%20Meeting%20and%20Exhibition%20Documents/TMC12A_TECH2.pdf

Keep in mind the DM came out in '63 or '64. That was way before the bridge formula law became a federal thing and came east. So the cab was mounted so far forward that it had only a 62" dimension from the front axle to the back of cab. Mack sold on that number, which made it way easier to load the front axle to 20,000 or 23,000. Compared to those little sissy dump trucks like a Ford LN-9000. Plus that cab is only 70" wide. So if it hadn't been offset, that engine tunnel would be centered and there wouldn't be any room.

I know that the first ones were Maxidyne and called ENDT(B)1005. The horsepower was 360 not 350.

Yeah well, I heard that the real problem was length (weight). The V-8 has two rods per throw where sixes have only one rod per throw and the cylinder heads were great for a V-8 but as sixes were a little longer than they needed to be. With three V-8 cylinder heads in a row it was about eight inches too long for the displacement. And the front end on that beast doesn't look very small either.

I would be concerned about the design of the front suspension. I could envision where if you drove off of a curb you could hang the first steer axle and overstress the second steer axle. The old DMM used to have the first steer on spring and the second steer on air. I think the Quebec conversions is all on spring.

The new Mack MP series engines use the Volvo base engine but the design and development of the EGR emissions system including turbocharger match, cam lift and timing, EGR valve and placement, EGR cooler, intake manifold, and mixer, ECU software design, performance testing, fuel economy testing, and durability testing was done in Hagerstown by the same Mack team of Hagerstown engineers that designed the last 100% Mack engine, the Mack AC-AI series which ran from 2002-2006.

The Ultra-Liner was the real name for the MH cabover with the plastic cab that came out in 1982. What was the Interstater??

OK, this is a test: What did the name Ultra-Liner refer to and when was it first used. What did the name Interstater refer to and when was it first used. The kids won't get this one.

The reason it is always the top shift that grinds is that it has more rpm to change. The output shaft is connected to the driveshaft. The faster you go the faster the mainshaft goes. Shifting at 2100 rpm from 11th to 12th, the input shaft changes rpm from 2100 to 1632 rpm or 468 rpm. 10th to 11th is 373 rpm. 9th to 10th is 298 rpm. That's also why you can make shifts from first over to second under on a TRQL2220 Quadraplex by moving both sticks at the same time, the gears are going around so slow they just clunk into place. At higher speeds you have to get just right or it scratches.

Rumors that Freightliner's recent 1000+ NC factory layoffs will be permanent due to new Mexican plant coming on line... not their first Mexico factory... plus PACCAR builds trucks for North America in Mexico... International builds trucks for North America in Mexico... Mercedes engines made in Brazil... Cummins building new plant in China... Gee, looks like Volvo is the only truck manufacturer who assembles all the trucks they sell in North America... plus all the engines they sell in North America... in United States plants. Plus they machine several major MP-7 and MP-8 parts including cams and crankshafts in Hagerstown... looks to me like it could have been much worse.

Also depends when The B61 introduced the 673 Thermodyne with direct injection which replaced the old END672 LaNova injection. I believe in 1955 the 673 was a 170, but by the end of '60s and into the ''70s it was a 180. Without a turbo, there was no way to ever go beyond that except overfueling. Cummins always had more cubes and had up to 250 hp unturbo'd so the 711 was introduced at 211 hp. 711 was said to run with a 250 Cummins when you turned the fuel, but it would shoot a foot of flame from the stack then. But the valves ran hot and they were known to drop a lot of valves. Bore & stroke of the 711 was 5x6 vs. 4.87x6 for the 672/3/5/6 and the E7 was 4.87x6.5 I think.