Vladislav

Yes, stuff gets too high in the cost definitely. Seems like too many people aren't eager to check out used parts or fabricate any. And sure there are more and more parts in modern vehicles which are impossible to find by other ways than at a dealer. To me it seemed European car/truck manufacturers started establishing as high parts costs as the customers could afford for a couple decades earlier than American ones. I was honestly very surprized purchasing a brand new shiney Bulldog mirror for $35 in 2012 when at the same time Mercedes was offering plastic outside one for their Gelandewagen for Euro 700 (or so). But the times got a change pretty soon (and too unlikely). To me it's still difficult to suit the fact that bracket was extimated $1K since I have a couple laying in my shed (or 3 or 4-?)

The engine number more looks correct in the built sheet as I used to see them. What was the spot you took the pic of your actual number? Mack used to stamp them into the top of a portion of an engine block at the right front of it. Sounds like a great experience visiting the museum! Been there, done that

Cool looking truck and as it appears in very good condition, congrats on the purchase! I'm also in interest for the part numbers for the cab shocks and airbag. Checked out my copybook but found it only conteining data for a R-model. Airbag is different definitely (there are two of them in a R) and the shocks I don't know. R's had two types of shocks - for air suspended cab and for a solid mount.

Maybe that 3.2K figure included drilling 4 holes in the carrier for the rod bracket?

The hoods seem being interchangeable but with some efforts. Low rear area of the fenders of the 2nd gen (after 1985) hood has cut offs which don't take place in pre-1985 hoods. That's what can be seen on pictures of two hoods. The hinge mounting area looks similar between two and the same for the grille and stainless top bezel. Sure the headlights are almost different as pointed above and that spot doesn't look of possible easy modifying. I can tell I saw many photo's of the early RW's with later hoods (judging by the headlights) and vice versa either. So seems like a relatively common convertion.

My personal experience figuring air brake issues was of that way I mentioned above. Read basic system, looked over what I had on a truck, found a valve I couldn't figure a matter of, googled "Bendix air brake valve" and idi'ed my one looking Google pictures. Passed that route for two trucks. Met unclear cases 2 or 3 times and got answers or advices on here. But had to explain what I was against of and my basic knowledges allowed me to do that clear enough. Good luck on troubleshooting!

The rears are Mack rears and they look original to a L-model excepting the carriers. To a heavy L-model I would say, LJ or LM. I can't tell the capacity, no less than 44000 or heavier. Original differentials had less bolt holes (10 if the memory serves good) and there were two studs which went through the banjo from underside and attached the diff housing. The studs take their place but I never had idea CRD92/93 may fit into those old banjo's. I used top gear sets off 92/93 and installed them into old carriers keeping original bull gear sets when "accelerated" my stuff (my original diffs were stamped CRD32/33). The power divider is in its place on the photo's. Has long housing as they all were up to a certain year (60-something?). You can see them in B-models normally. The principal is almost similar to the later style in a short housing, even the inner cam and peanuts are interchengeable (if I'm not wrong). Those long dividers were both used in carriers with 10 mounting holes and later ones with 18 (or how many?) holes as CRD92/93 are. I'm not sure if a CRD92 wouldn't be called different with long divider though but besides of that it's identical. But the top (bewel) gear set is special for the long divider carriers, the later style pinion can not be used since it's not long enough for that. The front axle is also well looks like a heavy L-model axle. As for the chassis number it may be found at the left (driver's side) frame rail above the front axle beam near the top of the rail. Some L's had it there. Some had at the rear of the chassis I heard many times but never saw in person. And not sure that works for tandems, I heard of single axle trucks. Vlad

It's not an easy deal and definitely time consuming to explain all principal of air brake system on here. The matter is there are plenty of articles on the net describing it down to a last nut. Some trucks may have some components and some don't. But basically they're all the same. Sure you may find trouble figuring out a certain special situation, how it was in the beginning of this thread since that rotochamber acrtivating hydraulic front brakes are not a common design. But in the case you put your question at the moment it seems you need to pass a basic stydy (which normaly takes an evening or two of reading). Than look over the brake stuff you have on your truck figuring what is what and than start disconnecting or capping different lines figuring if the air goes to where it should to and doesn't to where it shouldn't. Sure the site crew is always of help. But you may have answers for particular questions. Not much possible to investigate and fix a whole brake system of a truck which is unseen and you are in a few hundreds of thousands miles away.

Great! And thanks for sharing those old days' pictures.

Looks like a cool toy to play with and she's already yellow! Happy upcoming New Year!

Upps, Lanova indeed. I thought of END673 at first. And a tandem A-model. Cool rusty thing!

Merry X-mass to everyone on here!

Merry Christmass BMT!

If I'm not wrong Magnadynes were flat head engines, before Thermodynes.

When Mack introduced new family of OHV engines it called it Thermodyne. For both gas and diesels. In November of 1938 Nice looking animal BTW, thanks for sharing!