HK Trucking

If the S cams are mixed up from left to right, the brakes at the wheel positions where this has happened won't apply at all, no matter how they're adjusted. .

A slight coolant leak in the heater core or hoses inside the HVAC unit can introduce moisture into the air stream and cause excessive fogging of the windows too. .

Mornin' Rob. That's common on the front drive axle of some Mack tandems. If in doubt, I watch the splined end of the cam while turning the adjuster, making sure it is rotating toward the direction of application until tight, then I back off 1/4 turn. That prevents the "oops" of actually backing it all the way off by mistake. .

I'll second that. .

Is there some compelling reason that this truck cannot be posted in the "For Sale" section? A while back this ad was posted in the driveline & suspension section: http://www.bigmacktrucks.com/index.php?showtopic=10841 Now it's in the Air Systems & Brakes section. I fully understand that this particular truck does indeed have a Driveline & Suspension, and it also has an Air System & Brakes, but actually, if someone is looking to buy a truck, they'll find it quicker in the For Sale section. .

The EM6 300 2 valve, E6 350 2 valve and the ENDT676 cranks should all be the same I would think. They're all basically the same engine except for fuel injection settings & turbo differences.

Could be a defective or worn out harmonic balancer. A rumble around 1500 - 1600 RPM when pulling is a classic symptom. If that is indeed the problem, replace the balancer with a new one ASAP, as those engines are susceptible to crankshaft breakage if run too long with that vibration going on. .

I see in his profile that the truck in question is a 1966, so that 673 would already have an oil cooler on it, along with that big full flow/bypass oil fiter known as a "duplex clarifier". The easiest thing to do would be to find a junk ENDT 673, ENDT 675, 676 etc. and pull the spin on filter set up off of it, then remove that big ass filter from the 673 and replace it with the spin on filter set up. You'd have to plug off the fitting which supplies oil for the turbo when installing on a non turbo 673.

I got to thinking some more about this during a bout of insomnia last night. Your duplex is undoubtedly set up for a push type clutch (either single or double disc), so the flywheel & clutch from the original Thermodyne engine was bolted onto the Maxidyne to accomodate the duplex transmission. The Maxitorque transmission will be set up for a Spicer angle spring pull type clutch, so you'll have to get the correct flywheel & clutch and stick it on your engine in order to install the Maxitorque transmission. Since the original clutch was push type and you're switching to a pull type, you'll have to re work the clutch linkage to pull instead of push. You might want to consider adapting a suspended under dash clutch pedal & clutch actuating cable from a DM or R model. Also, you'll have to use the correct speedometer drive gear or adapter for your truck's rear axle ratio. .

Mack also equipped a lot of trucks with the Eaton Fuller 8LL, but that's not a Mack transmission.

Yes, the E6 350 2 valve was, it had the air/water cooler on it. I've seen some of the later model 285 (300) engines with the air/water type cooler on them too. I owned a 1985 DM that had that. Here in the States I believe 1987 was the last year it was available. I know of at least 1 1987 DM that was bought new that was set up that way.

Rob, I've given this some more thought and I now believe that the galvanized tank would make an ideal storage vessel for your special recipe road kill sauce. That stuff would probably eat through a plain steel tank within days, but the galvanized coating would likely slow it down to weeks or months at least. That's my opinion anyhow. .

Hi Rob. When I said "bellhousing" I was referring to the transmission half of the bellhousing,with the mounts on it, just like what's on your 107 series transmissions. On the later T200 & T300 series Mack transmissions the trans. bellhousing is integral with the main case, and the mounts are still on the trans, just rear of the bellhousing to flywheel housing interface.

I've never really cared much whether a truck rides rough. It's a truck, it has to be sprung heavy enough to do it's intended job without breaking anything, ride is not the primary consideration. In my opinion, air ride is highly over rated regarding ride quality. We've got IH Paystar heavy spec tractors on air ride where I work. These tractors pull 3 axle air ride lowboy trailers, and on a bumpy road they will launch your head into the ceiling. Yes, the ride height is set to spec. So much for that smooth air ride theory.

It's usually the "hyper educated moron" yuppies that do that. .

I just did some research and it appears that you are correct, Greg. From here: http://www.eng-tips.com/viewthread.cfm?qid=178948&page=8 See, I said I wasn't a chemist! .

Then they could transport all the "Moon Dirt" back to earth, and use it to fill in New Orleans, thereby raising it's elevation higher than sea level, and preventing further flooding disasters.

Here's the ratios of the TRXL107 vs the ratios of the TRXL1071 as posted by D8Pete. You'll be able to see why the ratios in the 107 are not conducive to 2 hand shifting. http://www.bigmacktrucks.com/index.php?app=core&module=attach&section=attach&attach_id=5169 .

When you go transmission shopping, also get the trans mounts that bolt to the bellhousing and the mounts that bolt to the inside of the frame. The frame width at the transmission mounting area may or may not be the same on your B model as on the "donor" truck, but having those frame brackets will still save you some work even if you have to modify them to fit. .

Well, Rob, as you know, I'm no chemist, but I can't see any reason why that wouldn't be OK as long as the tank is clean inside. Diesel fuel isn't corrosive or reactive toward zinc as far as I know, so the fuel shouldn't "attack" the galvanized interior. .

I see this as another step in the "assimilation" process. .

Double check to make sure that "rebuilt" differential that they sold you is the same ratio as the original. If it's a slightly different ratio compared to the other diff in your tandems, the power divider will "clunk" while trying to compensate for the different ratios, and yes, that clunking can sound like it's coming from the transmission because the sound is transmitted thru the driveline. .

That's perfectly achievable, if the truck is rolling forward, you judge the speed and pick the correct gear and slip it in. If the truck is rolling backward, you put the compound in reverse, then you judge the speed and adjust your engine RPM accordingly and slip the main into the appropriate gear. Actually, that won't be necessary if it's done correctly. Actually, I've always had a reputation for shifting smoothly, making a manual trans shift as smooth as an automatic, I take pride in doing that, as that's the way a truck should be driven. That said, I've never been afraid to "experiment" and try different techniques, always being cautious not to "jam" gears. The 2nd lo to 1st direct with 2 hands works flawlessly with a TRXL1071. Notice I said TRXL 1071. The ratios in the TRXL 1071 are suitable for this, the ratios in a TRXL107 are not. As a side note, if your clutch cable snapped and you couldn't disengage your clutch, would you call a wrecker or would you drive the truck back to the shop? .

No, it wasn't that one, it was this one: In this photo I had the Steco dump trailer hooked up to it, but most of the time it pulled an aluminum Fruehauf tub. Back then,Colprovia had a whole bunch of Cat powered Brockways running 22, as a matter of fact, that one I was driving was ordered by Colprovia but then they didn't take it, so my boss at the time, Artie Clark, bought it. It was originally that dark blue almost black color like Colprovia trucks were. It was a 1976. In 1981 Art Clark Jr. painted it green to match the rest of the fleet. That 1693TA Cat was an animal, even compared to the big engines of today. I remember some of the guys that ran 22 back then, Jim Johnson, Carl "Shake & Bake" Ranieri, "Jughead" Rinaldi, Bill "Creepin'Jesus" Clark (the guy that drove that Brockway before I did), Albie "Midnight Rider" Biagiarelli (He was the guy driving the R700 I was racing up "Jackass Hill") We usually hauled out of Domain sand & gravel in Dover Plains, and stockpiled at Clark's pit in Bedford Hills. Lots of memories there. .

It never ceases to amaze me that when someone decides to replace a stock radio with an aftermarket radio, they cut the wiring on the harness side of the connector. In that situation it makes much more sense to cut on the radio side of the connector and hook up the aftermarket radio, that way in the future you can just unplug the connector and plug in another radio with the Mack connector on it if you want. I've run into that situation before on used trucks that I bought. It's not that hard to figure out the wiring, but it's much easier to just plug in if the connector is still there. .