HK Trucking

On the early models that is true, but more recently the 44's have been available with the pressed steel welded type housing or the cast steel type housing. The cast steel type housing is preferable because the pressed steel 44 housings are prone to cracking at the left side in the area where the diff bolts into the housing.

And it's a dirty shame that since the V^%#@*o takeover Mack doesn't serve that severe service market any more. Paccar is laughing all the way to the bank.

Yup. I grew up in Stamford CT, in the Springdale area. Lived there til 1985.

Aw, what the hell, here's another OT post. Looking at your Ford brought back memories of my reckless youth, and the 1969 Chevelle that I had back then. It started out as a Malibu with a 307,powerglide and 10 bolt open rear with rust holes in the fenders and quarterpanels and gradually over a couple of years I kept finding parts and changing things around Had to get rid of that powerglide! Automatics are against my religion!!!!! The finished product in the photos had a 427 'Vette engine bored 30 over, 13.5 :1 pistons, Crower solid lifter cam, Hooker headers, Edelbrock Tarantula Manifold, Holley double pumper, Accel dual point distributor Scattershield etc. Trans was M22 Rock Crusher 4 speed with 4.11 posi 12 bolt rear with ladder bars. TRW heavy duty front coil springs Air shocks in the rear Cragar Super Sport wheels I never ran it at a track, it was a street machine. My favorite saturday afternoon activity at that time was to drop the headermufflers and blast around town with open headers.

They'll ruin it. You can bank on that.

Does the cab in question have the dropped floor on the driver's side? Also, the B70 and B80 series cabs do not have the air intake duct going thru the cab in front of the right side door. On the B70 and B80 series the pipe from the air cleaner to the engine goes thru the side of the hood, just in front of the cab. On the B61, the air cleaner hooks up to a pipe going thru the cab and then into the engine compartment.

I Managed to get it done by taking the side cover and the governor cover off the pump and working on it while the pump was on the engine.

If the rack is stuck "open", the governor has no control, and neither does the shutoff control. Does the truck have an American Bosch pump, or a Robert Bosch pump? I've been able to unstick the rack in the American Bosch pumps by spraying Blaster on the internal links & rack and working it back & forth until it's free again. Here's a link to that other thread about a stuck rack: http://bigmacktrucks.invisionzone.com/inde...?showtopic=2085 Once you read all the posts in that thread, you'll have a pretty good idea of what to do. Never tried it on a Robert Bosch pump though.

34 or 38k, depending on the springs used. 34, 38, and 44k all use the CRD 92 & 93 carriers. The 34 & 38k have (8) 9/16 studs on the axle end. The 44k has (6) 5/8 studs on the axle end. The 55k has (8) 5/8 studs on the axle end, but that has CRD 112 & 113 carriers The 65k has (8) studs on the axle also and has CRD95 & 96 carriers.

Not sure what the actual torque rating is on a TRQ7220, but in the past I have transplanted an ENDT675 (237hp) Maxidyne, and also an ENDT 676 (285hp) Maxidyne into trucks with the TRQ7220, and the transmissions held up okay. I know there are others who may differ with my opinion on this, but that has been my experience. It's just like anything else, if it's driven properly and shifted smoothly, it will last a long time even with a high torque engine bolted up to it. If it's driven rough and shifted improperly, it will break even with an END673 170 hp engine bolted up to it. Personally, I'd keep the quadbox.

The B70 series cabs and the B 80 series cabs have a dropped floor on the drivers side.

Rob, do you think it would have stayed together if it was a later model 711 with the fire ring heads? The original poster has an R model, so I'm thinking he would have the later style 711 with fire rings.

Appleton WI - 2.999 a gallon for diesel, but that was yesterday, it may have gone up again by now.

Only the later models with all 5/8 head studs.

Actually, the ones with the big studs at the corners were the ones with the older type non fire ring head gaskets. The 711's with all 5/8 head studs were the later model (about '65 on up) which had the fire ring head gaskets. None of the 711's had piston coolers. I once bought a junkyard engine which turned out to be a 711 which had a turbo added on. Reportedly Mack had a factory conversion kit for this back in the mid 60's. Hopefully Rob will respond to this thread, as he has a 711 turbo motor in a B61 which he has done some modifications to.

You've already got the Centrimax, which is a centrifugal bypass filter. One of the CL's that I had was running high oil temp, and I noticed that the fan wasn't kicking in until the water temp was over 200 deg. I checked with the parts dept of the local Mack dealer and got a 190 degree fan temperature switch. After I changed that switch and the fan kicked in at lower water temp, the oil stayed cooler too. Cooler water going thru the oil cooler water jacket will keep your oil temp down. I also installed a switch on the dashboard to manually override the fan temp switch and turn the fan on continuously on hot days. You just have to find the wire that supplies the circuit to the fan clutch and put the switch in the circuit. Whenever the switch is in the "off" position (circuit open) the engine fan will be engaged continuously. When the switch is in the "on" position (circuit closed) the fan will operate normally, controlled by the temp switch.

After he drops that V%@#&^o off at the scrapyard, he should drive that Superliner over to this place: http://bigmacktrucks.invisionzone.com/inde...ost&id=1553 and start hookin' up all those V*@$%^o's too & haul 'em to the scrapyard. Heh, Heh.

Since we still don't know exactly what kind of "old truck" he is referring to, I re read this post and apparently the truck has a 5 speed trans. and 2 speed rear. This would pretty much rule out any of the Maxidyne setups, unless someone had swapped in a 2 speed rear later on. Clutch brake use is definitely a no no for shifting. I used to drive Maxidyne equipped trucks in the hills of CT and NY and always got 'er done without a problem. Wonder if his truck has a dragging brake that is causing it to lose road speed quicker than the engine can lose RPM's? Many variables here.

What, no quad box??????

Why not enlighten us as to exactly what kind of "old truck" you have, and then perhaps we could give advice more specific to your actual situation. When you say that the engine takes a long time to idle down, that suggests to me that it is an old Cummins with the PT fuel system. Those were notorious for that. In any case, it ain't gonna go in gear without grinding unless the RPM's of the engine exactly match the road speed for the gear you're trying to shift into.

Are you sure that they didn't say "V" model????

There are no synchronizers in that transmission.

You have a PM.

GG Wrote: When I think about it, here is what I come up with: V*%^$o isn't spending any money to promote Mack, because it makes no sense to spend money to promote a brand that they've already decided to phase out. I hope I'm wrong, but I'm probably right.

As was stated previously, my main concern would be where to put the charge air cooler without making it look like a butchered up mess. There's no room in the radiator area as it is on a b61, trying to jam a charge air cooler in there ain't gonna work. Why not preserve it in it's original form, with the stock engine & transmission? Just my .02.