theakerstwo

That is the reason you read about some were that a body was found with its head cut off and shove up his back end and the body was found to belong to a low life blood sucking lawyer.Some people can only take so much.If we did not have any lawyers then we would not need one any more.

You are correct.

I was around the KW and the G model and worked on both but that has been many years ago. The same story was told to us at the Mack dealer also. I just cant understand how the years passed by so fast.

It can have a timing problem.Slow timing has been mistaking for oil in the exhaust many times. Some times slow timing will cause the fuel to slubber thru the exhaust looking like oil when it is mixed with carbon. glenn

Rob i am almost sure that the ENDT 673 is a 205 or 211 HP. Now the ENDT673B is a 225 and the C is a 250HP. the B and C is a complete different engine than the ENDT673. The B and C will have different head and block with piston cooling nozzles. The engine you have will not have the piston cooling nozzles and it should have 18 heads bolts instead of 20.I think if i am right the 18 will be 9/16 and the 20 head bolts per head will have the 5/8 bolts. The will be studs and nuts on both engines. I think the cap screw head bolts came out after the maxidyne was introduced in 67.I am going on my memory and have no old manuals no more.The oil pressure regultor block on the side of the block will have 2 regulator valves in the B and C were the ENDT only had one regulator in it. There was a ENDT 673 but i have never seen one so i dont know what it is but i would think it is in the B and C family.

That could not work. The clutch pac would not be useable for a manual shift anyway.

I always thought the 8.3 would be good in a B modeal. Like Rob said the death of them is guys wanting them to pull with the big bores and you can set the fuel up on them easy but you will pay in the end.Also the quad box was used in the R models with the ENDT673C which was a 250 hp engine. I dont thing the c model will hurt that trans.If i can find the photos i will post them were i installed a air/air cooler on my B model and it did not look that bad and did make some more power over the tip turbin. glenn

If you go to the eaton website you may get some ideals about how to do this. First place i dont think it is a good ideal or think it could work. But you can use a eaton trans and eaton did make the parts to make a trans like a 10 speed or 13 speed into a midship mount. That required aspecial input shaft and brg retainer that a yoke can be installed on it and the front brg was a double roller brg keeping the input shaft in line with the trans.On your ideal i dont know how you was planning on connecting a yoke to the input shaft or am i not understanding your question? The midship mount that eaton had was for mounting a trans back in the frame with a drive sfaft between the trans and the clutch for what ever reason. I did see years a go a freind of mine build a motor home out of some different trucks and he used a ford engine and 4 speed trans and he put a another 4 speed turned around backwards behind the first trans. He had the input shaft re machined to take a yoke and also built a double roll brging and mounded to the trans case and supported the trans input shaft which is now out put shaft. But this was of no use in the end. He had 3 more over drive gears and non that he could use because the over drive was to large.

Go to jake brake.com

On my 4 valve engine it is taped into the tube from valve cover to valve cover that the crank vent tube is connected to.

If oil does not leak from it i think you could do that.

Call WAtts Mack because i saw the parts today on this site in the R model parts section for sale. A complete change over kit with delay control for about 575.00. The new air motor along is about 475.00 so this is a good price i think.

If you are talking about the centrifugal bypass filter on a mack then the answer is yes. I think it is luberfiner that makes a filter head that takes the by/pass filter 777 and it is a remote mount.But it will not do any better job than the centridge. The 777 was used to take place of the 750 luber finer. Cummins used this filter on the two filter screw on engine.

I think i hear when working at Mack that the cab plant that built the G model was the one that had a fire. And the best that i remember but may be wrong but i think the N had a sleeper built in some of the ones i saw. I think that i can only remembr seeing in preson 2 trucks.Saw a lot of G models then and the H model was still around also. The f model was a ever day thing to work on. I wish i had a cammera back when i was young.

That is the way they are. Was that way when they were new. More that the cat engine was that way a few years back.The Mercedes was real bad also.

When i worked for the mack dealer here in the 60s there was some that came in some times and i remember looking at one next to a ford. The cabs you could tell was built by the same co but was a different cag to some degree. Some heavy metal in the front i i remember right and the frame work in the front was different. I was told but would like to know for sure why mack used that cab.

ncidently, I've lost 22 of the 46 pounds gained since I seen you guys last. I'm trying really hard too get back to 300 because I want to drive this truck without my belly stopping the return to center of the steering wheel upon completion of a turn. Now this is funny. I have seen Rob LOL. glenn

Paul i was out to the spring shop today and it was time for them to start to close for the party i guess and i did not have time to look but did get Art to look and he does have 2 in stock spring insulators for the front on B models.Sounds way he talked they will be what B models used.

Rob i dont recall ever having any trouble out of the hot or cold rearch progess but then i did not go with that truck and stay with it for the next few years so i dont know how they would last against new metal or new springs.I know the dealer ship would not here of it but they were into selling new parts.

Scott i like that also. My B 61 is set up like that but i did not have a power steering like that. I like that.

I do not know how much pressure that filter will handle. But some engines show more pressure that others due to were the reading is taken. Some of the pessure is taken on the top of the screw on oil filter which is the pressure to the filter instead of after the filter.Some engines took the reading from the right side from the engine which is a lower reading being it is after the filter. The inlet side of any oil filter is always higher than the out let. That is the reason so many of our engine run 90 lbs of oil pressure. But if you put the gauge on the oil galley like a cat of cummins or the older mack engines it may be only 40 or 50 psi.Its a mack thing.

Rob here at our spring shop they will rearche by the cold progess and raise the one spring as much as you tell him. That was a every day thing with us.When a spring is lower than the other and no leafs cracked then that does not mean that is is weak or bad. Many times a spring will be lower for different reasons like been over loaded on one side or from age.

Be very carefully when you start to mix the pressure regulator blocks and gaskets.There is many different gaskets that can be put under the block but only one proper one. i say many but maybe 4 dofferent gaskets for different blocks thru the years. If i took a filter set up from one emgine and installed it on another i would use the block that goes with that filter if it looks any different.

No mack is still around and was over their two weeks ago and had alot of parts. Also dont try to reuse that old rod.It may be and i would think it to be bent.You will also need a injector and head.If any hard metal went tru it then a turbo will need replaced.Hard as in rings

I dont think that the two oil filter set up is going to be a problem with the steering. Just guessing