MackE7760

Ok, computer logged low coolant level, and some injector codes(eup?) Seems my driver forgot to tell me he added coolant yesterday. pressurized cooling system and found a leaking hose behind the blue silicone extended “T” hose, gonna pull her down, flush her out, and change that hose and see if we have any more issues. Thanks for the assistance on this one, JT

And to make it worse, it’s running fine now. Will check the coolant sensor and plug this afternoon, maybe the cold(cool to most of you IK) made for a bad connection? Got someone trying to see if computer logged the shutdown

Truck is in South Louisiana, temp was in the 50s at start

This morning, checked oil and coolant, both good, cranked right up, 10-15 seconds later, shutdown. Double checked, all good, started again, 2-3 seconds later, 60+ oil pressure, ice cold temp, shuts down. Restarted and kills again (red shutdown light), even with override. Does shutdown system use a different o/p sending unit than gauge? Any ideas? Ran great yesterday 11 hrs

But yea, didn’t think about oil

Whats the clutch interval on a 4500 RDS?

Imma dig into it more, but i dont understand what the detrimental effect would be if the entire output assembly were pulled out, and a plate were machined to close up the opening that was where the output assembly previously resided. Maybe im missing something here.

Dang! Not at all what i was hoping!

That is the present game plan, pull it and see, but was hopeful that maybe someone on here had “been there, done that” before that could give me tips for potential pitfalls

Is anyone familiar with the direct drive (always running/nonstop) pto that is mounted on the flywheel housing? 04 CV713, ex cement mixer truck converted to dump, with the dump pto transmission mounted. Im wanting to remove the direct drive pto and install a cover plate and oring where the pto was....it rattles LOUD! At an idle, the gear lash rattle is louder than the engine, annoying! I check with my dealer for a blockoff plate, and was told non exist. If i were to remove the pto, is there any reason I couldn’t make a plate with the same bolt pattern on it, and just cover the opening with a new oring? Btw it is mounted at about 10 o-clock on the bellhousing looking from the rear of truck. Seems simple from a machinist/engineer perspective BUT i havent seen what its like in the flywheel housing. Any ideas?

Ok, we did this recipe on our 04 Granite, and are pretty happy with the results. With 26k hours on the motor, one hole a little lazy in the morning till well warmed up, and a bit more oil consumption than i like, we are considering a inframe. There is a shop not too far that has a mack guru that we are told can do it right with the dry, non oringed sleeves. Contemplating a cam change at the same downtime to eliminate the egr bump all together. If we were to do the cam.... A. What cam recommended B. What lifters(same?) Any other suggestions?

Ok, I promised a final report.... Yesterday in 75 degree, stop and go Baton Rouge mid day traffic @ 83k lbs, temp got close to, but never reached, 200 (mid gauge). Once out of traffic and stabilized, about 185. Im sure the reduced airflow through the radiator, and the additional heat from the converter not locked in the traffic attributes to the higher temps. I feel that we can call this temp issue resolved. Thanks for the advice, as always, this forum is a wealth of knowledge for the mack owners.

It was Condenmed due to rot induced structural failure, somebody has to do it🙂

That picture that looks Floridaly was on a job on the LSU lakes, deconstructed and demolished a early 1900s house out there.