HK Trucking

If you drove it 2 blocks without oil pressure, then the mechanic changed the turbo and test ran it with no oil pressure, then changed the sensor and test ran it again with no oil pressure, then I don't doubt that the crank is junk. The key word there is "had" good oil pressure. Until something happened and it didn't have any oil pressure. If there is no oil pressure, shut it down immediately!!!!! That engine could have been saved if not for running it further after there was no oil pressure. .

Here are some vids I found on You Tube with closeups. Maybe you could get an idea by stillframing when it shows the area in question: http://www.youtube.com/watch?v=5s720maiWm0&feature=related .

Now you gotta do the hubs red and make it a "Richard Morris" truck: .

No shit! A 2 year old truck sure as hell shouldn't have those kind of issues. .

The one that I had utilized the same exhaust manifold, and therefore the same turbo location, as the ENDT 673 engines and the ENDT 675's up through the 1972 model year. .

Wow Rob, you really lucked out on that deal! I see that when the turbo kit was installed on that 711 the did away with the equal length intake system and put the old type aluminum 673 intake manifold on it. Nice truck. You gonna take out the duplex and jam a quad box in it? .

Welcome to the board!

711 diesels were all non turbo when new. The turbo upgrade was available dealer installed in the 60's as a way of reducing the chronic head gasket problems that the 711's were experiencing. Rob has a turbo 711 in one of his B models. I bought a turbo 711 from a junkyard back in the 80's and put it in a B613T that I had made into a single axle dump truck. That engine had a lot of power. Sounded nice too with that big Schwitzer turbo on it. .

There were the EN330 & EN331 straight 6 flathead gas engines, one of those was actually a Continental engine, I can't remember which one. Then there were the EN401 & EN402 straight 6 flathead gas engines. The EN414 was actually a Chrysler 413 industrial overhead valve gas V8. Then there were the EN540 & EN707 overhead valve straight 6 gas engines. Mack never produced a flathead V8. .

I think the dual ignition is a fire truck thing. Sort of a redundant system to ensure that the engine doesn't quit due to an ignition problem while at a fire scene.

Sounds like the teeth are worn off on the low range side of the range shift, when you put the power to it, the sliders push apart causing it to jump out of gear. Common problem on the Mack T200 series transmissions, a 2007 would probably have a T300 series transmission though.

I'm def in one ear. lol. .

Sounds like it's one of those "ESI plus" motors that had 3 oil filters and an extra deep oil pan. Mack used those in some R & U model highway tractors. .

It's been a few days since he's been on here. I hope "Momma" didn't "go off" on him when he broached the subject of buying that other R797!!!!!!!

All the big (class 8) truck transmissions & engines have SAE #1 or #2 bellhousings. They can all be "mated" with each other as long as you use the proper clutch & flywheel to mate to the particular transmission you're using,and when swapping an Eaton Fuller into a Mack chassis, you have to use the special Eaton Fuller transmission bellhousing which has the Mack type transmission mount setup on it. .

A T2070 Mack 7 speed has an overdrive of .60:1 An Eaton Fuller 8LL has an overdrive of .73:1

An ENDT676 is also the same block as the ENDT673 & ENDT 675, as is the E6 350. An 855 Cummins is MUCH longer & heavier.

I would think there would be no problem whatsoever. The 237 would be a bolt in swap as it's the same block as the ENDT673, you'd just have to swap any different accessories off your old motor onto it, such as flywheel & clutch, maybe the crank pulleys , water pump etc., as there were different length water pumps on various applications. Regarding the reason for the Spicer 5 speed in that truck: Most of those Spicer 5 speeds were synchromesh. Perhaps they used those in military trucks since the average soldier may not be a professional truck driver, and the synchro transmission would not require special skill to shift, compared to the unsynchronized Mack transmissions. .

That "DC Contactor" shown in this schematic: http://www.aeroindus...c_contactor.pdf .....is actually a reversing relay. It reverses the polarity of the 2 wires to the tarp motor depending on which way the rocker switch is pushed, in order to roll up or unroll the tarp. Yes, I agree, that 14 ga. feed wire to the rocker switch should have a 15 amp breaker right where it connects to the hot terminal of the DC contactor. .

Been abusing the Viagra again Mike? .

Here's how I set up the dump trucks where I work: http://www.aeroindustries.com/literature/easycover/rev_dc_contactor.pdf All you'd have to buy is the circuit breaker, rocker switch, the DC contactor, and enough wire of the proper gauge to hook it all up. Then you'd just need to put a plug compatible with your customer's trailers on the 2 wire cable that goes to the tarp motor. Or, you could do it cheaper with this "old school" setup: http://www.aeroindustries.com/literature/easycover/aero_ecpowerplus_install.pdf you'd need the circuit breaker, rotary switch, and wire to hook it all up, then just put the trailer plug on wires "A1" & "A2". $2500.00 must have been a quote on the installed price of an entire tarping system. Hope this helps. .

That wasn't a high load, that guy was just a "super trucker" with a big ass CB antenna on his truck. .

It's right here: http://www.bigmacktrucks.com/index.php?showtopic=10993 .

I think it was because it was 707 CID, and 211 HP.

Hi Thad. Actually, the END 673, ENDT 673, ENDT 675 & 676 were all 672 Cu. In. displacement, same as the old Lanova engine they were derived from. The Maxidyne was introduced in 1967 IIRC. .