Vladislav

Which Friday?? Tom, I sure keep in mind your mentioning about the plans to attend. And too hope to finally meet you in person. I would do it much earlier but that Hellertown BBQ party spot trucker club always seemed way far from my location than I would like to.

Look too modern on my taste. And I'm partial to Jim's opinion about the directionals. Don't you like those boxed SS light bars which are also spring-loaded flap hangers? They could be bought as a cheap version of 430 steel for nearly $130 (as mines were and stay good) and there's also version with no cut-outs at all so you can apply your own imagination designing the lights on them.

Thank you for the care, I have such one on a shelf. Could grab at Macungie flea grounds in 2013. Funny thing I was already pulling $50 from my pocket and the seller corrected me he needed only $5 Now it seems I should add T2060/2070/2080 long compaund book to my Mack treasures stock. As for the parts books they would be handy when you try to figure out a part crossing between different units. Seeing similar part ## in two transmissions you know you can use the part from one in the other. I always do that with Mercedes along my job. The parts catalog in on the net and no troubles to relate different iron pieces or just look at a blow scheme to figure out a matter of design and function of many assemblies. In relation to that Mack seems as a tight clouds zone. Drove the truck more today. Got deeper into opinion that tranny is not what I would like to live with. Actually I drive in direct the most of the time. Can do lower shifts but the intervals seems long for the engine. And about no places I could put it in the overgear. Did it only once for a short time on a part of a 8 lane highway. Also I strill can't understand how to shift (and accelerate) the truck fast. Every shift takes plenty of time. And when I put a next higher gear the revs are low so no hard gas pedal pressing until they increase. And slow acceleration at all. As a result a headach to drive in traffic with lights and crossings wherever you go. Tried both double clutching and with no clutch. Probably I should drive it more but better to know the right way.

Interesting. Saw repair manuals on ebay many times but never a parts book. Would help alot.

An animal! Who was a producent of the drive axles?

My deep thanks to all those American veterans who fought Nazys during WW2 helping to save many and many of Soviet soldier's lives on East front in Europe. Unfortunately not many in Russia now remember that. The authorities put lots of efforts to lower down the importance of the fact. Mostly during the Cold War and also later. It's not a nice way of "doing a business" on my mind when you grow up your own worth by putting down a role of others and hiding or deforming historical truth at the same time.

Best Birthday wishes my friend! Have a Great Day!

That's true. Almost what I had. And Trent even said I must went faster

That's what I thought I could achieve if marry T2070 main box with T2130 compound. Interesting that Mack made 13-speed in T200 series but didn't duplicate a 12-speed in it to offer a kind of 5-speed with intermediate splits. Probably because you still could order a truck with 12-speed during 80's.

This makes sence. The engine seems as a standard E6-350 Econodyne but I have no idea how the pump is calibrated. Will go look for the engine tag, one of the trucks still has something on its block. I'm pretty sure nobody ever try to calibrate the pump here, maybe only for checking the supply amounts. On the other hand when I rev it up on the gears lower than the top one it feels like it pulls worse at the high end. But maybe not too actual for the top speding. 77MPH would be quite enough. Interesting that there's a factory sticker on the door sill in the cab which states the truck came from the factory riding on 285/75R24.5 tires. So must be already a bit faster with 11R24.5.

My R-model (frame rail shape is generally similar to a RD excepting the heigth and thickness) has all the tank brackets of the J-style including the front ones. But when you investigate them removed it could be found that the J's themself are almost simiar but the front brackets which attach the J's to the rails are made shorter (less offset to the outside of the truck) and slightly tapered to be fitted onto the rail's side which spreads at the front section of the chassis. So no use of a general style intermediate bracket from common rear tank mounts.

Looks well-cared and a reasonable mileage either.

Hmm.. I had 9-speed with 5.02 on 11R24.5 and the truck topped out at nearly 70mph if check with GPS and a bit more by its speedo. I couldn't know the revs since the tacho was disable (found the cable broken so hope to fix) but the truck didn't want to go faster due to the revs limiter what wasn't nice on my mind. I can cruise some parts of highways here doing 120kmh (75mph) but usually you go 90 (55mph) as other trucks do. So in general T2090 was a quite good unit. My feeling was you had to make too many shifts to accelerate an empty truck starting from lights or a crossing but mostly it was a matter of fact that the slide clutches made every shift as a disaster being smoothed out on teeth corners as I could see after opening the top cover. Wouldn't try a fortune with different setup if my stock tranny operates sutable. As another possible option I got lucky locating a 12-speed with a company of two 4.17's off a R-model parted out. Seems as a good choice about the ratios as long as you can drive 12-speed in a 5-speed manner or split if you like. But my current position is to keep the R closer to its stock configuration. And if with a different model of transmission so at least of the same T200 series. As for the 12-speed I'd like to keep it for another project

Thank you for the point. I would keep your opinion in my mind if read earlier but now the matter of things is known in fact. And telling that with words which are closer to the truth you know there are some dumb folks who never trust completely until making a try...

Don't know how much would it help but CF-model firetruck utilizes the same windshields as a F-model do. So might worth checking in with firetruck guys.

But not too long way if you go fishing.

Paul, glad to hear you're well. Or at least a rubber side down. Sounds like plenty of changes in the life and they still haven't finished. Maybe less changes would be if you start making them earlier. Or maybe not, nobloke knows. On the other hand we are limited in time in this world so changes is a good thing. Unfortunately usually they're uncomfortable. But later they brings memories. And from where I'm sitting... A 40 feet living conteiner, a Mack and the brown land all around - sounds not too bad

Love the big crane on the very first picture.

Hat, so many Superliner pics were published on here so not difficult to just use imagination Upps, didn't I ever say something of the same kind relating Winfall?..

Was offhome for the weekend so finished the job on Wednesday only. Shortened the prop shaft and put it in place. Spent a lot of time with universal joints stuck in the forks. Didn't want to buy new ones at the moment (found in stock Chinese made only) so had to provide cleaning/greasing. Took the truck for a ride. Yesterday for half an hour and than today for nearly twice more. Can't say I'm satisfied. Steps between the shifts feel long and the top gear is too fast. Telling more correctly it's not too fast. But you just need a slower one to cruise the speed you like. My actual turn out is I shift in direct on high range at 40-45 km/h (30mph) and drive it very well up to 80 (50mph). But if you put it into the overgear the truck runs relatively good after 100 (60mph). Actually you don't want to accelerate even at that speed because the revs are too low. And after getting faster than 110 (70mph) you are really a king of the road. So covering a "hole" from 80 to 100 (50 to 60mph) is done with direct gear. You can do it but the revs are high and you don't like to cruise a road this way. The rest is good. The gears shift in quite good relating to my old tranny and big steps at lower speeds don't bother. It seems to me the matter of the issue is not concerned the range of T2070 the most but its combyning with 5.02 rears. If I have them a bit slower (or faster?) I'd be Ok down an avarage highway. Of the ideas for improvement I think a splitter gearbox would help. T2130 13 speed or T2180 have intermediate steps between the main shifts made by splitter. But they both are made basically as T2090 9-speed with additional lowering splits. If you combine the rear box of T2130 with a main one of T2050/2060/2070/2080 you would get what I mean. But I don't have a track on T2130 or 2180 and even shure no one could be found in the whole country. Sure possible to import but seems costy for just an experiment. Another option which is more realistic is getting back to original T2090 but changing the rears to 4.64. I have them in my cabover. The latter needs attention to its rears so the diffs could be "lended". But the 9-speed content is worn really bad. A good point I have them two similar boxes off two R-models and looks like some parts could be used off T2070 or T2080. Will investigate that deeper after more parting out.

As long as I know there will be at least two Dutch groups. Both are great guys which all have well-known show-looking Macks. Unfortunately I doubt anybody of you will be able to see any of those trucks at Macungie. The only possibility known to me is a overseas trip to Mack show at Amsterdam. Of just watching pics in that mag which is really nice indeed.

Yes, that's true. I'm going to be there. Sorry with no Mack. Kept a crazy idea to travel by boat keeping a car on a deck. But seemed like a big story you have to prepair well for. So that's for the future, like many other things we use to put on a back burner. Randy, to my shame I haven't taken a moment to PM you about the avanture. Had some busy weeks tinkering with R-model gearbox swap also spending a bit of time for a ocassional g/f. As Ken said he offered sharing a room at Wingate and it seemed to me like one not bad idea. i'm going to stay in Allentown until Monday so hope to have time enough to communicate. All in all I too hope for nice days meeting my Mack friends

Update on the story. Investigated the inside of T2070 (longer) compound housing. Looked like the main spline shaft of the main box is longer of its extension which comes into the compound housing. So no easy compound box replace as I was going to provide. I haven't checked it completely since I needed to remove the compound housing off the main one to. Should make a new gasket if do that and also re-set countershafts bearings pre-load as long as the new gasket puts the housing into a "new" position. Hadn't time for all that, maybe will make more rsearch in the future. Too probably a main spline shaft off T2090 (short compound housing) could be installed into T2070 with all 7-speed gears and slide clutches hanged on it. If so a short compound housing will fit on no problem. From observation of my original T2090 main box inside it could be seen the slide clutches had teeth edges worn out to about semi-spherical shape. That explanes my difficulties putting it in gear during every shift. You should be extra accurate and usually put a gear in on 3rd attempt anyway. Being not able to fit the short compound box onto the main one I shortened the prop shaft. Got it from a shop today. Haven't figured out that complicated T2070 air shematic. From tranny description follows that you should put the compaund box in neutral when operate compaund-mounted multy-speed PTO. You take the power from the back box so the main one is in gear. And if you like your truck being stationary during the operation the compaund should be shifted in N. But the shift cylinder has two lines only. This means there should be some special switch (and air lines arrangement) the compound box to neutralize. Having no info on such pipe arrangement I just replaces the main box top cover from T2090 onto T2070 together with that "clever" air distributing device. That allowed me to keep two-line flipper on the shift lever and it also looked like I'll be able to pre-select with my final setup. The device tracks down the shift rails position not allowing air to go to the compound cylinder until the main box is in N. Original T2070 (and T2060 and T2080) top cover is similar of its shape with T2090 but doesn't have that neutral-checking unit. The top came with no issues, I checked the shift forks - they're same of the sizes and the part numbers either. After all those leaps and bounds we put the tranny under the truck and lifted it up with the clutch on the shaft as was recommended above. And with no side mounting brackets. The unit itself went on and set wery smooth. But later we had difficult times installing the brackets and turning the pressure plate bolts. On the other hand I'm not sure I'll be able at all to fit that longer gearbox having the clutch on the flywheel. So currently I'm for the together-with-the-clutch install. I say "currently" because I haven't started the engine yet so not 100% sure the pressure plate fit back on completey perfect. No sharp corners during its installation on the other hand, so hope for the good.

T2070 is 0.60. And that was one of the points. I have original carriers of 5.02 (3 sets at all from 3 ex-SGT R's) and going to go with them in the future if 0.60 tranny will work good. Or I'll put a set of 4.17 I grabbed ocassionally if back to original T2090 with its 0.71.

Very sad turn. Unfortunately life goes its own way and we are limited in the directions. Too sorry for your loss.