RowdyRebel

http://vids.myspace.com/index.cfm?fuseacti...ideoid=58943899 That's my dog He climbs good

In Illinois, Class D is only good up to 16,000 pounds. Anything between 16,001 and 26,000 needs a Class C license, and anything over 26,000 a Class B. It doesn't matter WHAT classification vehicle you are driving, if you are pulling a trailer with a GVWR of more than 10,000 pounds, you need a Class A license...even if it's just behind your pickup truck. CDL's restrict 18-20 year olds to intrastate only (can't cross state lines) so basically you'll be forced to stick with a local gig...maybe get your feet wet with some limited road stuff if you can find something running between E. St. Louis and Chicago (without crossing any state lines, of course). On your 21st birthday, you can drive anywhere your little heart desires...so long as your cab card is apportioned for the state your heart desires to run in

Wuss The AC in my hasn't worked since I bought the thing in May '08....I have fun whenever I hear someone griping about THEIR boss...I tell 'em "just be glad you aren't working for the cheap bastard I do...he made me drive a truck all last summer with no AC...refused to fix it for me...told me to roll the windows down if I was rolling and I'd get all the air I needed, and if I was stopped waiting somewhere to get my butt out of the truck and sit under a shade tree....that he couldn't afford for me to idle away that $5/gallon liquid gold and having AC in the truck would just encourage unnecessary idle time..." They usually tell me I should find someone else to drive for.... I got a '47 8N, an '86 Ranger, a '92 Ranger, and a '96 F250. Even the first semi I looked at to buy was a '97 LT9000, but it needed WAY too much work (the worst kind, too...electrical...nothing with a dash switch worked) so I kept looking.

I'd guess that's probably because most companies won't lease an o/o's truck that's more than 5-7 years old...so once the truck gets to be 8-10 years old it has no value to anyone other than someone running under their own authority. 8-10 year old Macks are still perfectly capable of doing real work...them other truck brands not so much.

I WISH I had a farmer tan. Instead alls I got is this trucker tan. My left arm is looking real good and tanned...but my right arm is still mid-winter white Congrats on the win

I have zero experience in EGR trucks....other than driving them. Fan sounds like it is coming on as it should...in the 190 to 200 range...but is just failing to turn off. I'm still thinking either the fan clutch is sticking, or there is a sensor telling the fan not to turn off. One more thought on that...I have a dual PTO set-up on my truck...and after a few months running dumps, the blower PTO wouldn't disengage...had to disconnect the air line to allow the air pressure to the PTO to be released and disengage the PTO....so I installed a tire valve type release to manually release the pressure if and when it would stick (as opposed to digging around and actually finding the cause of the blockage). After a while, the PTO started disengaging on its own without me manually releasing the pressure. Could that be your problem? Maybe a stuck valve not releasing the air pressure or some type of blockage in the line preventing a timely release of air pressure, but after the truck is shut off and sits the pressure can leak off enough to not have the fan still engaged upon start-up? I suppose the easiest way to check that would be to put a pressure gauge of some sort somewhere in the line and drive the truck. When the fan comes on, you should see air pressure in the line. When the fan SHOULD kick off, if the pressure is still in the line it is either a sensor telling the fan to stay on, or a valve not releasing the air pressure. If the air pressure in the line slowly leaks down again the longer the fan should remain off, I would guess the stuck valve...but if the pressure remains constant, look for a sensor. However, if the air pressure drops to zero and the fan remains on, I would guess the problem is a sticking fan clutch. Again, I'm not a mechanic...just thinking about things I have seen and trying to put pieces together to figure things out without throwing a ton of money at the problem. Nothing but guesswork on my part in this matter...hopefully closer to "educated guess" than "wild guess"....but still just a guess.

My folks used to talk lots about the snow storms of the 78/79 winter up there 'round Chicago but out in the 'burbs...particularly memorable because my dad had to keep the looooooooong driveway clear as my mom was el preggo with me....born Feb 12 of 79 ...didn't know 77 had bad snow too. It was before my time

Sounds like it could be a bad turbo...I've HEARD Mack had a problem with them for a few years right around the time of V*lv* getting involved and the new emission regs (EGR).....if it isn't pushing as much air into the cylinder as the fuel system is supplying fuel for, it won't all burn. That unburned fuel is leaving the cylinder as the black smoke you see...also noticed by the power NOT being produced by the fuel that is NOT being burned. It could also be a leak in the charge air system, allowing the pressure built up by the turbo to escape before entering the combustion chamber. Does the truck have a boost gauge? If so, what does it read under load? Not sure about the fan clutch...only experience I have with them is with a log truck...the air line would come loose and the fan WOULDN'T turn on, so you'd be up on the knuckle boom loading a truck, the truck would overheat and shut down, and you'd have to go put the line back on and fire the truck back up to finish loading. Unless the clutch is wore out/sticking and just not disengaging, I'd check for possibly a sensor that could be bad and telling the truck it's running hot even if it isn't. One more thought....there wouldn't happen to be a switch for the fan, would there? I know that log truck had a switch where you could turn it on no matter the engine temp, or with the switch off the fan would come on and off automatically when the engine temps demanded it. The truck I have now, the engine fan switch is on a relay, so the fan shuts off again when the engine temps cool off to 175 degrees. Now I'm no mechanic either...but I did stay at a holiday in express last night

I've found that I can get further through worse stuff if I keep it in a lower gear and power through it rather than a higher gear and getting a run at it. Higher gears will lug as you lose speed & momentum, and when you lug it too far, you gotta shift...once you pull it out of gear, you stop and are stuck. Again, watch the video again closely. Notice, he didn't make it any farther speeding into the soft ground than what he made on his first attempt backing in slowly....so why tear up equipment unnecessarily? I'll admit, I do a lot more with my truck than I would if it were anything OTHER than a Mack through and through...but anything mechanical has it's limits. I ain't ever been too skeerd ta try getting where I need ta git with or for a load...but then again I also carry a 20' long piece of 3/8 G70 chain just in case Don't need it often, but when I do, it saves time and time is money

...about 32 miles north and 13 miles west of Ft. Defiance.

If I'da been eatin' or drinkin' when I read that, I prolly wouldda made a mess

Mudder's Day is tomorrow...

If there's no freight to be running, how are you hitting 70 hours?

The guy should have put it in low, backed up as far as he could, and dumped it off. Hell, if you watch the video, he made it JUST as far backing up in low gear as he did in 6th with the running start. Just a guy being dumb IMHO. I never understand the people who think they have to get a running start at that crap. I see it all the time, though...people hitting the coal piles in the high range until they are lugging the engine and having to grab a gear quickly to keep from stalling out because if they DO stop on the hill, they'd have to back all the way down to start again. I've NEVER had a problem sticking it in 2nd or 3rd gear and holding a steady throttle at 1600-1700 rpm to walk right up the same hill. Even that job I was at a few weeks ago with the soft ground, some people were getting a run at it, and because they were in the higher gear, they had to downshift...and if they couldn't slam it into gear quick enough, they were stuck. I put it in a low gear BEFORE I started in and just walked it in nice and steady. There's no reason to abuse the equipment. If that were my truck, I'd fire him on the spot, take the keys right there from him, and he could find his own ride back to the yard.

You shouldn't swear like that...

...so in other words, the E9 was detuned to meet government dictated emission requirements, but fully capable of being "tweaked" to do significantly more... Government mandates suck

do these numbers sound right? http://www.dwclutch.com/D&W/D&W%20...CK%20TORQUE.pdf If so, I'm surprised to see the E7-460 has the same torque output as the E9-500... that being the case, what would be the advantage to using the big V8 over, say, turning the E7-460 up to 490 HP? Seems the E7 would be easier to stuff into a wider range of truck projects with less body modifications.... ....no reason in particular that I'm asking...just curiosity gettin' the better of me

Closer to Birmingham than I am to Chicago....if that counts for anything

I don't mind....I enjoy the challenge. ANYONE can hang onto a steering wheel and keep it between the ditches on a flat stretch of interstate...I like taking semi trucks places most people would be scared to drive their pickups. That's my I bought a The only thing that really would have made my truck any better would be if it had the Camelback suspension instead of the Mack air ride....but we use gauges on the suspension of the trucks and trailers (trailers have a quick-connect on the front to run a line to a gauge in the truck) when we load to get our weights close. Heck, even the drive tires I got on it bite pretty well in that soft, spongy, tacky kinda mud...

Well, I get to go back there tomorrow. I'm going to let them know that if THEY stop me short of where they want it and I get stuck, I am going to dump where I sit so I can get myself out. Stay out of the way, let me get in under my own power, and ONLY if I get stuck on my own before I get in where they want it will I allow them to pull me. It's been dry the last few days, though...so I'm really not anticipating any problems. Then again, there shouldn't have been any last time either

Some days more than others I disconnected the line for the passenger side washer fluid....saves about 50% of my monthly washer fluid budget OK, so maybe not on purpose. Danged cheap plastic "T" broke for the passenger side washer, so I wrapped the line with duct tape so that the driver's side would still get fluid. If'n ya can't duck it...

Just don't park next to me....that truck of yours might make mine look dirty

Nope...no kids (yet). I've tweaked that Remington 870 a bit. Bought it as an 870 Express, 28" vented barrel and bead sight. I then found a 20" barrel w/ rifle sights for it, 3 round mag tube extension, and mounted a 5-round shell carrier on the stock, and a 6-round shell carrier on the receiver. I had to trim the forend to clear the carrier. That's where it was when the pic was taken. Since then, I've added a heat shield (which had to be trimmed to fit with the rifle sight)...which required more filing on the forend too. I've also added a Surefire 6P mounted on the barrel, with a remote pressure switch on the forend...so I can see what went bump in the night before I blast it with this stuff: Yeah...that's a .65 cal round ball with 6 #1 buckshots (.30 cal) chasing it out of the barrel at 1300 fps. ....and ya gotta get past this stuff ta get in anyways I sleep well at night

I pull a 39 footer, and if it gets past about 45 or 50 degrees, I can't get back under it without pulling forward....truck's just too long and the wheels just don't cut sharp enough. If I'm going forward, I could turn the wheel to full lock and drive around in a complete circle before the trailer starts pivoting on it's axle... ...and I know the feeling. I got out of a truck after spending 2 years OTR to finish up my degree (only had 1 semester left)....drove a school bus for the semester and had to get used to not turning opposite when backing too That was a while ago though...

Dangit...makin' me feel OLD! I just turned 30 in Feb...no kids (yet) either. So how much fun is it backing that thing up? Looks kinda short...