ThaddeusW

There was a v12 detroit puller called Big Red Express from Canada, supposedly had the engine running over 5000rpm. Just listen to thing thing: You can actually see the crazy intake system for the turbos, sweet setup.

The first Kenworth and the Pete both were Cummins powered and man they had some serious power. The first k100 was wicked, all the dirt flying up from the plow was amazing. I havent seen many Mack v8 pullers on youtube but there are a few including a Renault Magnum with an E9 (although the European pulling looks weak compared to the USA). I really want to hear some strait piped E9's or 864/5/6's doing regular work under load. Plenty of Scania guys showing off their V8 sound, we need some Mack thunder too. Anyone with a V8 Mack, strait pipes and a video camera should make a youtube video.

Saw this picture posted on the hankstruckpictures.com forum (Photo by Charlie). All I can say is: HAHA

I wouldn't be too hard on the Detroit as allot of guys swear by them.

LOL not when your blowing a 5 foot flame outta your tail pipe in the triborough bridge toll plaza! The carb in our Chevy 350 gasser in our GMC 6000 had a bad float valve and was just letting gas pour into the engine. Engine died and when trying to start it the PA cop came running out screaming "your on fire, your on fire!" Both lanes next to me were all screaming too. Fun day. That recall is gonna give International a black eye, but then again blame it on the '07 emissions. Sounds like an active regen let too much fuel into the afterburner and boy did it ever become an afterburner!

No Mack at MATS? Ugh lets just hope this is nothing more then paranoid speculation . Not to hijack your thread GG, but, I too always thought Mack could make a limited comeback in Europe. Volvo could reintroduce Mack back into Europe as a flagship truck for fleets, owner-operators or heavy vocational. EuroVision would be a good name (Vision looks spiffy enough). The only thing is Mack axles don't have 335mm bolt circles or air disc brakes. Just ship a cab and chassis over, like a glider kit but with the engine and with or without a Mack transmission. Let Renault setup the axles, suspension, body, and maybe offer a ZF manual or automatic option. The Air brake system should use domestic Knorr-Bremse, Wabco, or Haldex valves, compressors and suspension controls to make the truck easily serviceable anywhere in Europe. Maybe even use Renault/Volvo axles to make things even easier. Since Volvo put their engines into both Renault and Mack, service for Macks could be done easily at any Volvo/Renault dealership. I think it could work, Customer specs out a Mack, Renault sends the cab chassis specs over, Mack builds and ships the Kit to Renault where they put the final components in and viola EuroMack!

I found this article written in 1992 by accident while looking around of Google. It seems some thought that Mack would not be able to meet the 1994 diesel emissions. There was even talk back then about diesel filters and the huge cost it would add to the trucks. They also mention Electronic E9's. http://www.findarticles.com/p/articles/mi_...v28/ai_12031763

A Mack is a Mack in my opinion. You could put one of those newer E7's in there with a new maxitorque and a new set of mack rears and it wont be a bastard.

Missed this post but in regards to the largest size compressor it would probably be a 4 cylinder Bendix Thu-flow 1400. That delivers 31 CFM to the brake system and can be used to unload tanks or for lots of axles. Newer compressors from wabco can deliver 37CFM from a 2 cylinder model that does not use air from the intake manifold. That hydraulic driven air compressor isn't that complicated but at 40 grand it sounds more like he got completely ripped off. There are pto shaft driven compressors for bulk unloading or high pressure models for running a jackhammer or two. The hydraulic system makes it real easy to mount the compressor anywhere you want on the truck. Plus with a hydraulic system its possible to have a wet line and even drive a generator for site power along with air from one pto pump. Kinda like turning the truck engine into a portable power plant and air compressor.

As packer said, two different chambers. another things to add is the anti compound valve between the spring brakes and the service brakes. It prevents the spring brakes and the service brakes from coming on at the same time which could damage the brake chamber. "With the next generation brakes,the brake shoes were pushed against the drums by spring pressure,and air pressure was used to release the brakes,right? So,if an air line breaks,the brakes actually set up." Speed: This common misconception comes from people who get the operation of maxi/spring brakes and the service brakes mixed up. And a little side note on the Tractor Protection valve (TPV). Its real simple, two line run through it, one service (blue) line and the other the emergency/supply (red) line. Its nothing more then a piston controlled valve with a low crack pressure. When the trailer knob is pushed in it pressurizes the red line going through the TPV opening the piston valve which lets air flow through the service (blue) line. If the red line breaks off or there is a severe leak, pressure cannot build to hold the piston valve open closing the service (blue) line which lets the pressure in the tractor brake circuits build. No trailer brakes but you have tractor brakes.

Hmmm I suppose since the wiring is confined to the engine it might be alkright as long as it is coverd from end to end. I also know CAT has an APU system that has a large 340 volt water cooled generator that pushes a few kilowatts to an HVAC box under the passenger side of the cab. It both heats and cools using electric from the engine mounted generator or a small diesel genset on the side of the truck, or "shore power" at a truck stop. As long as the higher voltage is kept out of the cab area its ok.

The reason they wont use 48volts is because when charging the voltage will be 56 volts. once you go over 50 volts the power system is no longer a low voltage setup and is subject to the NEC (national electric code). So all wiring will have to be put into tubes, made inaccessible to the occupants etc... It also poses an electrocution hazard as well. They will be moving instead, to a 36 volt setup and the charging voltage will be 42 volts. Supposedly with that setup most of the engine driven accessories will be driven by their own motor. The AC compressor, power steering pump and water pump as well as the fan will be removed. A big alternator that will double as a starter motor could be mounted directly to the crank shaft. The accessories only run when needed instead of being constantly driven. They can also be relocated easily too. It will also reduce the gauge of the wiring as the current demand will be cut by 1/3. So if a 30 amp accessory needed 10 gauge wire you could use 16 or 14 instead. Voltage drop will be cut too so starter wiring can be made thinner. The whole idea of solenoide actuated valves sounds good. adjustments can be made instantly and an engine brake will be a snap to implement as it will be a simple software procedure.

Speed thats the best way to go. Keeping the 6 volt pos ground system would have driven you bananas because some winch motors don't have a ground terminal instead relying on the motors metal case as the ground. Also radios and CB's have allot of their internal components grounded to the metal case so isolating them from making contact with any metal in the truck would be a real pain. Last thing you need is your new CB or radio releasing the "magic smoke" and stop working.

If it has an S/P switch, but it isnt hooked up don't worry. The S/P switch took 2 banks of 12 volt batteries and put them in series for 24 volt starting. The whole rest of the trucks wiring is 12 volt so no worries if it was converted to 12 volt start.

Rob, Have a look at this PDF from bendix: http://www.bendix.com/bendix/downloads/qui...mComponents.pdf It lists all of their brake valves.

I would go with HK on this one, run a normal 12 volt negative ground system. You could run a s/p switch for 12 volt operation but it would be tricky to do. You could get 2 6 volt batteries Or 2 banks of 6v) and use the s/p switch to disconnect 1 battery from the 2 and put it in series for 12 volt accessories. One battery would be used for th rest of the truck while the second gives you 12 volts. The problem here is you wouldn't be able to charge the second battery while in 12 volt mode. After you turn the s/p switch off it would be put back in parallel with the other other 6 volt battery charging it. Here is a diagram: It works like this; the double pole double throw switch in the blue box switches the battery leads around. in the up position the batteries are in series and in the down position they are in parallel for charging and starting. You could use a manual switch but it would have to be rated for a few hundred amps.

Bulldoggin, Greats pictures; but when scanning your picture remember to crop them after the preview before the final scan . That will get rid of all that white space (newer scanner software automatically crops them for you)

22 tube rims have the same rim mounting diameter as 24.5 rims. So 24.5 dayton rims will fit the 22" spokes.

Was a sad site to see that dog all smashed up, but if you look at the pictures it doesn't look all that bad. I bet that truck was rebuilt and sold off knowing those Aussies .

Here is another question; Will DPF's prevent us from using bio-diesel? What about strait vegetable oil conversions? I think Diesel used peanut oil for his demonstration engine.

Sorry to hear that, I too have an ailment that prevents me from getting my cdl. I am legally blind in my right eye form an injury that caused a cataract. Surgery could correct it but I am in no rush to spend lots of money. Here in NY we now have a law that states that 26000lbs and under does not need a CDL (not sure if that includes air brakes). You can tow a trailer up to 10,000lbs BUT the GCW cannot exceed 26,000lbs. So if I had a truck with a GVW of 26,000lbs its legal for me to drive but if its loaded to the limit then no trailer. If I had a 16,000lb truck and a 10,000lb trailer I would be legal. A class B CDL would allow me to drive any strait truck but again if the trailer exceeds 10,000 I would need a class A.

B10 to B50 (10% and 50% respectivly) Shouldent pose much of a problem with lines, rings seals etc. Biodiesel is kind of a solvent so high consentrations will eat rubber seals and rings. If you want to run the pure home brew biodiesel then your gonna need all synthetic rins hose and seals.

So your replacing the regular halogen bulbs with a HID kit? Way cool! If I had a truck with the sealed beam round or rectangular lights I would get those conversion kits that lets you use a normal bulb and use HID's. I hear pulling the DRL fuse in most cases is good enough. I guess the best way is to just pull the relay and see what happens!

Some what off topic but what does UPD do with their old Class 8 trucks? They had allot of day cab F's and MH's but what happens to them? I know their step van delivery trucks are destroyed. Interesting part is a person from UPS has to be there to ensure that the trucks are completely destroyed, also takes pictures to have proof of their demise.