Geoff Weeks

Well if it goes into 2nd fine at a stop, that pretty much rules out clutch issues. Remember we can only comment based on what you tell us, only your eyes and fingers on the truck. Could be interlock issue in the shift tower.

I could be wrong. Just something to consider. My reasoning is thus: If there is drag trying to turn the input shaft, it is going to continue to load the gears/dog clutch, making them hard to separate. It is by no means definite, but if it goes into 1st grinding , it would point to drag on the input preventing it from coming to a stop. When shifting in to higher gears, both shaft are in motion the whole time (unless you are trying to put in 3 rd or 4th while standing still). Torque gets multiplied the most in 1st gear, meaning any input drag is multiplied by the 1st gear ratio. It would see a greater force then higher gears on the sliding (dog) clutch.

Does it grind or have any trouble going IN to 1st at a stand still? I am thinking about a defective pilot bearing here.

O/D load violations can be staggering. If they can find a reason to "invalidate" a permit, fines go back to legal limits. Not for the faint of heart.

I remember back in late 2007-2008 being in Idaho, filling my tank and getting a little cash and writing a check for 1 large. Clerk looked at me and said 'If the bounces it is a felony". Yeah, we've been there before, and it was right before a fall.

Neom: It is very simple, she went from being an asset in his eyes to a liability. I have no idea if he knew about the ad campaign and its costs before hand or not. He didn't care about the mess in MN or the citizens being killed or hurt. But make him look bad with a multi million dollar ad campaign and YOU are going to take the fall, not him. Waste fraud and abuse is in the spotlight, and you are going to take the fall. It wasn't Dem outrage that cause her to loose her job it was Rep outrage that did.

My understand, again I am open to correction, is the additive is a "salt" that plates the surface and is blown off the surface by cavitation only to be replated again. You see this "salt" as a white powdery substance on the liners, and anywhere where coolant has leaked and dried. Modern waterpumps use sealed ball bearings in a cavity that is protected from coolant by the face seal and weep hole (to drain any coolant that gets by the seal). I also know it is possible to "over treat" (and there are test strips to check for levels) and cause problems.

My understanding of coolant additives is they deposit a "sacrificial" layer that the cavitation bubble can act on, then it replaced by a new layer, saving the liner from damage. Filters remove any contaminates from the coolant. As the additive gets "used up" new additive must be added at intervals to maintain protection. It can be done by a "charged" coolant filter or in liquid form. That is how I understand how it works. I will say, taking apart an engine with a coolant filter and additive that has been maintained, compared to one that just ran coolant, you can really see the difference. I have added filters to my antique truck engines and see results in how well they cool. It takes a bit to "clean up" a dirty system, but short of pulling the engine apart, removing core plugs and hot tanking, it is the next best thing.

S2130 is a high tower "kit" (full assembly).

Here is the catalog: Levers-ControlsHD eaton.pdf

I have, but not with a 13 or 18 but there is no reason they couldn't be used. Vemeer uses a big Cat with a (I think) 9 speed Eaton on the rear to drive large "mud pumps" for horizontal drills. I guess it is cheaper and more compact than building a purpose built gear reduction on the rear of the Cat. I think it all depends on the output speed desired. The units I saw were brand new at the factory. IIRC it only used one gear and neutral as well as the automotive style clutch. It has been a few years but my memory is that it a plate over the shift rod that prevented it from being placed in other gears other than one it was supposed to be used.

Ill have to look for it, but somewhere I have Eaton shift tower catalog (pdf). Yes, they did make different towers which is not the same as different shift rods. The towers have a "spud" where the isolator and rod are attached.

I hope @kt_Engineer will be able to enlighten us. One thing about learning something, the more you learn the more question you think of.

Ok it sounds like I at least have a handle on the basics. One question that other have brought up: Does this same thing happen to non lined or dry lined blocks? Is the casting attacked by the same phenomenon? I realize we would be unlikely to see the results unless a boriscope is used inside the block. Or does the fact that it is cast as one mean that the walls don't resonate the same way a wet liner would? If I had to guess I would say no, Wetliners are sealed at the bottom by rubber seals so can vibrate, where as parent bore and dry lined blocks are cast as one. However I am just guessing.

Makes me wonder, how many drivers outside of vocational uses have ever driven a truck OTR with spring ride? Good spring is better than bad air!

Not yet, the 5th is off the frame, and I am going to paint where I blasted the rust off with a scaler, then re assemble and sell. To be fair it is going to need some work, and I don't know how many would be willing to put in the work.

The beauty of air ride is you can add lift axles and have the equalize simply, something that can't easily be done with spring suspensions. Company I worked for had ARD's on their heavy haul trucks. Can't say it did better or worse than the IHC (HAS) I had on mine. I had a Neway lift axle and it would equalize after a fashion with the IHC when loaded.

Look at the Maxilite and count the bushings, 4 per axle, then look at the 8 bag and count the pivot points and bushings.

Yeah the ARD is a totally different beast, nothing crosses between those and the ARDAB. I actually bought a nice lightly used walking beam cut off to replace the ARDAB with. Never got around to doing the swap, and it will now be up to the next owner what they want to put under it.

I just see a million wear points when compared to the Maxilite (HAS). There is a reason Camelback and Hendrickson walking beam have such a long track life. Hendrickson was designed in the 30's IIRC. The HAS design has been around since at least the 70's. Both are proven and parts are easily obtained. I am the unfortunate owner of a Neway ARDAB suspension, and if I knew then what I know now, would not have bought the truck. New isn't always better, simple is always better than complex, fewer bushings/wearable joints is better than more. On the other hand, are these new trucks still going to be on the road 15 years on? There may be more to worry about then finding obsolete suspension parts.

No, I mentioned a torque multiplier, which is a different item, one reads the torque passing through it and the other increase the output relative to the input (more movement on the input gives smaller movement but higher torque on the output) You could use both, the multiplier to be able to reach higher torque in a small area and the meter to accurately tell you when you have reached the desired torque. One is a "transmission" in a lower gear and the other directly reads the torque applied.

If yours is a Sheppard, I've done it a few times, and whipped my butt each time, I did get them in, however. Being on a cabover and working under the cab and in front of the wheel was no fun.

HAS (Maxilite) is a good suspension, been around in many form and names for decades. One thing I noticed was that it can't be used with air-disk brakes which may be why the change. Most of the damping on a tandem is transfer of load between axles, Camelback, walking beam do this very well. KW's* bag was terrible at it and rode rough. I hope Mack has done better job with their 8 Bag. I had HAS under hypoid and amboid axles and didn't find it had bad vibration problem. As long as you set the pinion angles correctly at running ride height, the slight variation when the suspension is doing its job didn't vibrate objectionably. Correction: I miss read, it says HAS can't be used with "all" disk brake packages, so I guess it can with some?

Who knew we had an expert lurking among us! Please correct me if I have gone a stray in my understanding!

The ~45 psi is straight from the Cummins Big Cam manual. it is measured at the lower water rail (where heater lines hook up) there is a "compucheck" fitting there to measure it. Yes, we both agree that there has to be a difference in pressure for there to be flow. I always knew block pressure was higher but until I got deep into Big Cams, I didn't know it was that high. Pressure in the upper water rail is considerably less, as there are restrictor washers between the head and upper water rail (on Big Cam 4's). It was Glenn Akers who clued me on the higher pressure. I wasn't saying it is that high all over, just in the block. The Big Cam 4's and NT88's use waterpumps that differ from the earlier Big Cams, The 4 water pump looks similar to the -3 and down but has an extra bleed hole and is turned at a fast speed (smaller pulley) then the -3's and down. Many a person has made the mistake of installing the wrong pump and having problems because of it. The upper water rail, bypass, return from the radiator as well as the "bottom fill" line from the top tank are kept at radiator cap pressure, most often 8-12 PSI. The Big Cam 4 and NT88's are a whole 'nother topic as they have essentially 2 coolant loops that are in motion at all times, and come together in the water pump. Antifreeze mixture when it changes from liquid to gas doesn't change the chemical make up. Just like R 134a is the same chemical when it is in a gas or liquid form. While writing this, KT replied, and is better suited to explaining, I would love to hear more from him. Here is the liner re-used and spec for block pressure (max pressure 50 PSI). The cavitation happens 90 degs from the crankshaft centerline, so to re-use you rotate the liner so the damage is inline with the crankshaft. Sorry about one right side up and the other upside down in the attachment, I can't seam to flip just one. Cumminsspec.pdf