Licensed to kill

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The key with exhaust temps is RPM. There is a difference between pulling with an EXT of, say, 1100 degrees at 1200RPM and 1100 degrees at 2000 RPM. The more air you pump through the cylinders the less effect those high temps will have. This does not mean that keeping the RPM high negates any concern but, rather, if the RPM is LOW, any high exhaust temps will be much more likely to cause damage.

Different jurisdictions may be different but I don’t see registration as an issue. It will be registered as the plate on the door states. A case in point, years ago I bought a smashed up 2004 dodge single wheel 3500 Cummins (was jack-knifed with a goose neck trailer and smashed the cab/box). Bought a 2004 dodge 1500 with a good body but blown motor, put the body on the 3500 chassis and put it back on the road. Had to register it as a 1500 (as per the vin) and just changed the fuel to “ diesel”. There was no question about the chassis. However, like I said, this may vary by jurisdiction.

That is what I am trying to to but no luck. However you can find it at “Canadianrodder” forum, then search “ project gunsmoke”. Let me know if you find it.

Sorry, I just can remember how to attach the link (I HATE computers!!!!!!)

Since I have just recently travelled this path (and am still on it), I will just share some of the things I did and how I did them just for some ideas for you to say “hey, that’s a good idea” or “ well that is stupid, I won’t be going that route”. Bear in mind that my project is still under construction so some of the directions I have taken are yet to be road tested. At any rate, here is my built thread thus far and I welcome any thoughts or ideas you may have.

Couple things, first, the axle on the CH is likely 2” wider than the b61 axle and as such, will set the wheels too far out relative to the fenders. Of course, this is the same for the rear but the rear will not show the width difference like the front will and, I don’t know how you would mount the front axle to a narrower frame due to the way they are mounted. Regarding the rear, while cutting off the frame and grafting it to the b61 frame is a common route to take, I chose to mount the suspension to the b61 frame. Was not difficult to do and, IMO looks a lot better and less “cobbled” together.

Hard to tell in the pics but the little bit if frame showing in the 3rd pic of the B61 show that frame to possibly be in pretty good shape, maybe as good or better than the CH frame. IMO, a lot easier to retrofit the air ride suspension to the B61 frame than the B61 cab to the CH frame (with the added bonus of the serial number on the door and frame matching when you are done. However, I suspect that the CH frame has a power steering box (and you probably want that) BUT, how will that line up with the B61 column?????, don’t know but probably not. There is a LOT to consider when doing acab swap like that, steering, clutch, cab mounts etc. however, when it comes to the clutch, a frame swap MIGHT solve a few issues depending on what you go with for a trans. The B61 uses a “push” style clutch where most (all?) newer trucks run a “pull” clutch so the linkage works in opposite directions. When I was gearing up to do my b61 project, I went through many of the same ponderings that you are. I settled on an E350 ( because the deal seemed right) but I think the typical 237 swap is probably the best choice. Would love to follow your progress hope you keep the thread going. Thanks for sharing

Smart wife. Buy you a project to keep you out of the house and in the shop. That is how marriages last. 😁👍

Great idea for old T’s. I don’t have any “Mack” themed T’s but do like to repurpose anything in the name of “art”. A couple Mack themed “art” here. Shop art. Yard art.

No idea what pump is on this engine and do not know how to identify it.

I went back and re-read your previous post and, yes, you did explain it there. Somehow, when I read that it went right over my head and I wasn’t following. Don’t know why as it seems pretty clear now. My engine had the supply line but both others were plugged. Of course I have no provisions for that on my trans but I also don’t see any place on the injection pump for an air line either. It is possible that the pump was changed for one without this provision and that could be why the port on the limiter is plugged. I dunno.

Do you know where those air lines from the puff limiter go?

Looking through the pics I took of this engine before tearing it down and the air intake for the compressor has me scratching my head. There is a hose that comes from the head of the compressor (which should be the air intake ) but the hose goes to a fitting on the lower side of the compressor? This arrangement seems illogical to me. Can someone confirm how this is supposed to be. OK, so I can’t seem to be able to post the pic (must be too big). So that fitting that the hose goes to is just below and behind the governor bolted to a rectangle boss.