sodly

This is the truck I saw it in, specifically. I suppose it could just be a typo. Looks like a 12 speed shifter to me. Was there any other Mack trans that used this style of shifter with all the air lines and the switch on the knob? http://www.commercialtrucktrader.com/listing/1989-Mack-R688st--120694292

Can someone show me the shift pattern of a mid-80s Mack 15 speed? Is it simply a variation on the famous 12 speed? The shifter looks the same, anyway. I don't seem to see this transmission very often. And how about the (same vintage) 10 speed pattern? I do see that trans in a lot of trucks with the hi-low button strapped to a straight stick. No air lines.

Saw this on CL and thought it was worth sharing. This 69 R model appears to be very original and in just in need of a "freshening" to be a cool, flat-back Mack collector truck. Great interior! For an east coast truck is sure appears to be rust-free. Where are the cracks on the steering wheel?!? https://boston.craigslist.org/ sob/cto/6009343807.html

I'm noticing that the trucks I've seen with 12x24 tires are always 3 axle. I never see extra axles (pushers/tags). You would think with high weight capacity being the reason for the large rubber that you would see multi-axle setups. Anyone know why this is? Just curious. By the same token, does a big-rubber truck on 3 axles have more carrying capacity than a multi-axle truck on regular rubber? I wouldn't think so. Seems like around here high weight = multi-axles. Maybe laws are different elsewhere but I don't recall ever seeing a big-rubber 3 axle truck here in the Midwest. So how are they allowed to haul big weight on 3 big axles out east? At any rate, I loooove those big tires on a Mack of any persuasion! Everyone feel free to add more photos of them to this thread!

So is there any easy way to spot one type vs another by looks? I know there are different end caps on the various trunnions. Some have a cap with Mack stamped into it. Some are just a bolt drilled across the end of the tube.

So I've always been fascinated with the famous Mack camelback suspension. Of course, there are several different versions. Can anyone elaborate on the differences in the various versions? I know the heavy ones have "elephant ears" on the outside of the frame rails and cones on the axle caps. And there are obvious differences in the thickness of the leafs themselves for the various weight ratings. But what about the more pedestrian versions you might see on 1970s-90s trucks? I understand that some had bearings in the trunnions rather than rubber. Can someone illustrate that? Can you tell by looking? What are some of the other differences?

I'm told this 1988 RW713 has an E6 350. But wouldn't that engine have a chassis-mount air-to-air in front of the radiator? This one does not. I'm confused. Can anyone help me ID it? And is that a passenger-side steering box I see peeking out there? Does that mean 18k or 20k front springs?

Superdog seems to be active on the ATHS facebook page. Sounds like he tried Chrome with no luck.

Great truck! Can we see more? Interior? Engine? Rears? Thanks!

41chevy, that would be sooo cool. Please do! And thanks!! Feel free to reach me by email or PM. I'm always excited to see Superliner pics.

Love that article! Thanks. I wonder if anyone is still around who remembers the introduction ceremony in Oakland, CA. I wonder also if any photos of footage of that unveiling exists. Must've been quite an event!

I'm trying to discover all the various brochures that Mack printed for the Superliner. I know there were basic brochures for both Superliner and Superliner II. Each of these remained relatively unchanged over the years of their respective production. But were any other brochures made focusing on the RW model? Did Mack ever create any "prestige" brochures for "special" prospective customers? I've seen other manufacturers do that, especially at for a new model introduction. They were often hard-bound books and had many more pages and much more detail in them than the standard brochure that anyone could pick up at a dealer. If anyone has anything like this I'd love to see them. I also am always looking for factory Superliner photos, if anyone has any to share. Thanks!

Not to interrupt the cheering but... dumb question. Can someone remind me what year the classic R model with round headlights ended production? I always forget.

That cab... and that interior... came out AMAZING! Can't wait to see the rest. Hope you hang a stock air cleaner on it. Totally takes me back to my childhood when you saw dolled-up Superliners like this running around.

Well, I guess you could get a 20,000 lb axle under the "regular" tapered R frame, eh? I thought maybe it would have to be a straight rail frame to handle that. Sorry if this is all basic stuff to some of you. I've still got a lot to learn, lol. There are a ton of nuances when it comes to Macks.

So do all E6s have the same bottom end? And all E7s? It's just a matter of pump and turbo differences? Interesting that E6 torque ratings range from 750 to 1277. E7 torque ratings range from 1083 to 1660. Quite a wide range on the same bottom ends, if that's the case.

Great chart, Timmyb. Just what I was looking for. Does your chart include the E7400 (did it get cut off)? Or any other makes of engine to compare to? Very interesting that the E6 350 and the E7 350 appear to have identical torque ratings. Although it appears that there was also a version with a higher rating, just cut off at the bottom of the chart. Where is the line between a "small bore" and a "big bore" engine? Is the E7 still considered a small bore?

I noticed that the Western R model appears to have straight frame rails from stem to stern. You can see it in this video at about the 3:24 mark. Wonder why the Western R is different and doesn't have the traditional thinning frame rails up front. Does the Value Liner? Color me confused.

I've always been curious about the torque output on the 80s/90s E6 and E7 versus their typical competitor engines like the ubiquitous 350/400 Cummins or 3406 Cat. I know the Mack sixes are lower on displacement compared to almost all the other manufacturers (why is this?). But people always talk about how a Mack engine will "pull". Some say their numbers were taken at the rear wheels while their competitors measured power/torque at the flywheel (which I find hard to believe). I'm curious, for example, how a 350 Mack stacks up to a 350 Cummins. I've driven Detroit and Cummins powered trucks but never anything with a Mack engine. Do Mack six cylinder diesels produce more torque? Or just more torque relative to their displacement? When you pull the big hood on a Superliner and see a 350 E6 sitting there it just, honestly, doesn't look all that impressive. Yet, they were very popular/common in that model. There must be a reason why. Another thing I've noticed over the years is that Mack engines sound different than others, at least at idle. Does anyone else fixate on this? Obviously, a two-stroke Detroit sounds like nothing else. But can you discern a 350 Cummins at idle versus a 350 Mack? It's hard to put in words but I've always thought Cummins motors (at idle) sound a little "hollow" and "knocky", if that makes any sense. There's a hollowness to their idle sound. Whereas Macks, to me, sound more "growly"... more "truckish". Maybe a little louder? But different. How would you describe the sounds of Cummins, Cats and Macks... in general?

Thanks, Daily Diesel. So does anyone know what goes on at the Customer Center? Just wondering what it is and what you might see there... if it's open, that is, lol.

Ok, so the Mack plant is where they build trucks is in Macungie. This is the one I'd like to tour (I think). Does anyone know the days/hours the factory tour is open? I'd much rather see the factory in motion than shut down... if that's even possible. Then what exactly is the "Customer Center" in Allentown, where the museum is? What goes on there? Sorry, still trying to figure this all out.

Tell me more about the "self-guided" factory tour. Is the factory operational during the tour? I presume it is. About how long does that take? Wondering if I could do the museum and factory tour Friday morning and then the show Friday afternoon and Saturday.

Thanks for the clarification, Brocky. My schedule is flexible but I need to start making reservations and firm up my plans. I was hoping to fly into Philly on Wed around noon and leave Sunday morning. That leaves me half a day on Wed and all of Thurs, Fri and Sat to partake. I hope that's enough time to take it all in. Or maybe it's too much time. I don't know. At any rate, I was really hoping to hit the museum and factory on Thursday but it sounds like that's a no-go. Maybe I'll have to rush and do it Wed afternoon as soon as I get there. How would you guys compare the size of the Macungie show to an ATHS national convention? I know it's hard to take in an ATHS national show in one day. Two days is nice. Is there an admission charge for ATCA members? I'm sure I'll think of more questions. Thanks!

Thanks for the help, guys. Ok, still trying to wrap my head around the various Mack facilities. Am i understanding correctly that the plant where they build trucks is in Macungie? And also the museum? Then what is in Allentown? Anything to see there? Kinda hate to waste any of Friday or Saturday (prime show time) for a multi-hour tour of the museum/plant. Wish I could do that on Thursday instead. Hmmm. I presume there is plenty of car parking at the show, right?