JoeH

Throw a patch on, run it. When they say they have a fix put the broken POS back on there and they won't know the difference.

Blow from the fan side out towards the front with compressed air. How is your air filter gauge? Is your air filter clogging? That'll run your pyrometer up.

How many tons of payload does the pup trailer setup get you?

Find a local commercial agent that can shop around for you.

Ouch! 21k?? What are you hauling?? I paid 11k/year to haul fuel oil, and that carries a high general liability. If you're new to trucking I'd walk away if you can't find something wayyyy lower. Can't make money with a 21k policy. If you're going to make a living with your driver's license you need to keep it spotless. Hind sight is 20/20.

That sounds like it's time for rings. My trucks sit on people's driveways a lot, I can't be leaking that kind of oil.

Kinda hard to see, but I'd probably try and fudge some flex pipe in there... Sux to have such a new truck do this; hope it doesn't void any warranty by patching your own fix on there till mack figures their sht out.

How much pressure is the turbo putting to the intake manifold? If the DOT is that fussy that they're nitpicking s little blowby residue then wash the engine once in a while. In the 11 years I've been driving I've been pulled over twice in my dad's fleet. They're usually just checking brake adjustments and obvious things. Once they mentioned oil leaks, commenting that it'll deteriorate rubber hoses. It was more of a helpful/instructional comment than an "I'm gonna slap a big fine on you" comment.

Miles? Hours? I'd keep oil in it and keep on running it. You could run a compression test to see if the piston rings aren't sealing so we'll. Other culprit could be worn valve guides?

You can convert over to 12v batteries; real easy. Just put the positives on same side and jump them together, and negatives same deal. Instead of POS to NEG jumper. You'll need to trace across left battery box to right to make sure you aren't doing anything goofy like wiring it up to 24v.

I use either a strap style filter wrench or the right size metal band style. Both of mine hook up to ratchets, so with an extension you are all set. Come in from between the spring and the frame with the wrench. Turning the wheel helps get a better attack angle. Filter goes out the bottom, it's a bit of a leap frog scenario to get it down and out below the spring.

Keeping a semi active military keeps soldiers trained, keeps research happening. If we sat on our doorstep and waited for someone to attack us we might get soft before it happens. I'm not saying I support one way or the other, but we are the strongest country in the world, and have been for a long time, and there's reasons for that. Yes in ww I and ww ii we rose to the occasion from a passive state, but that might not always work.

Idle should be set to 650. Surging could be weak idle governor springs?

The 5 speeds top out at a direct 1:1 ratio I believe. Other transmissions have overdrive, sometimes in the range of .6:1 or .7:1.

It turns over but won't crank? Cranking and turning over are the same thing, only difference being one can be done by hand, the other by starter motor. Are you turning it over by hand to make sure it's not seized, but the starter motor won't turn it? Or is the starter motor cranking it but it won't start? One scenario indicates an electrical problem with your starter motor circuitry, the other indicates that you aren't getting fuel. Have you pushed the stop knob in to allow the fuel pump to send fuel to the injectors? If it doesn't have a stop knob, you need to determine what the mechanism is that shuts fuel off on the pump and test it.

Puff limiter circuit? Mack uses boost pressure to dictate how much fuel to let the engine have so you aren't "rolling coal." Doesn't look like the normal position for the puff limiter though, that's typically a slave cylinder on the front of the fuel pump I think? Someone with more knowledge ought to pipe in soon...

The guys here are a huge resource, but for doing detail work you have to have the book. You need to know torque settings and step by step procedures.

Yep; a little supervision from my dad. (helps to have someone help pour paint for refills) I like to have the cab stripped down as much as possible to paint. Lights, horns, mirrors, roof vent... I want it all off. Hood is off right now, dad's gonna repair the fiberglass cracks and we'll sand it down and paint it before it goes on. What are you looking for in paint for your 79? I like to dredge up winter work to keep a cash flow in our off season.

Go to your local Mack dealer and buy book # 5-106. It's the E-tech Engine Service Manual. While you are there buy book # 8-211, it's the v-mac III service manual. Contains every code and the diagnostics to find the fault. Those motors contain a blink code system to read active fault codes. Between those books you should have everything you need to tackle just about any issue you have with the engine. Great life out of your existing eups! Pictures please! EUPs tend to fail from either broken springs or an alignment dowel breaks, allowing the EUP roller to rotate, eating the lobe off the camshaft. Replacing the alignment dowels is a good idea. I've never had to touch an EUP though, so I'm just reciting what I've read here.

Does a mechanical 1995 e7-350 fall under the same guidelines? One head always works, the other head works 80% of the time. Usually cuts out after pulling hard. Typically works again after going easy on the motor for a bit. 19,000+ hours on the motor.

That cowhide is beautiful.

I'd say about 3:00 in the afternoon?

I went through the headache a few years ago in PA. Most states now require a usdot number, regardless of inter or intra. It's a way of tracking violations. If you get pulled over and have a violation put against your usdot number but a state is using a state dot number then the violation won't show up in both systems, just the system the violation was put against. By using the universal federal system they do away with companies having multiple operating numbers and hiding violations.

As an engine tips forward or backward the oil begins to contact the connecting rods, which can create a must from the splashing. Or oil is pooling in the heads due to the angle and not draining. Motion of the rockers and valves could be throwing oil at the breather tube.

Wow. That's an oldie! What year did the R's and DM's come out? That's gotta be close!