bbigrig

I've got a 99 I'm thinking of purging... 460 etech 18 Speed Mack trans. 14F 46R on air 435 rear ratio Mack axles.

^^^^ Pretty much nailed it ^^^^

2 words usually kill the argument between I6 and V8 engines. Volumetric Efficiency. I'm only referring to Factory builds not engines blown ou of proportion with add ons and programs that cut th mean engine life in half but will kill in the 1/4 mile.

Grant Haulage was given a demo with a 1000 series Mack V8 (pre E9) in an RWS in the early 80's. They ended up accepting the demo unit as there own on the condition it was repowered with an 8V92 Detroit. They were unimpressed with the pre E9 engine and never spec'ed a V8 Mack in any of there trucks considering they rarely ever hauled less then GVWR's of 100,000lbs. The E6 350 did just fine for them hauling 110-120 gross.

DMM...6EX's were everywhere in the 80's and 90's here in Ontario. Everyone loved having the 6 wheel drive for off road but the upfront cost and extra maintenance made it pretty expensive. That and in Ontario because the second steer axle being on airbags that were deflatable made it classed as a lift axle later in the 90's not allowing it a full gross load rated axle. All mixers up here have Simard twin steers but non driving.

Check with the dealer by serial # if the truck was equipped with a Solo clutch. If you rotate the clutch 360 deg. And only find a tab with a channel to slide that tab left to right it is a self adjusting Eaton Solo clutch. They are quite common but in most cases I install adjustable clutches when replacement time comes due.

Yes, there was a 60" spread Camelback suspension that was quite popular for dump trucks. Very few are ordered today. There was also a 72" Mack walking beam suspension available but I think it was phased out in the early 80's. Most up here that needed a 72" spread would order Hendrickson rubber block with walking beam. The last 15 years of 60" spread camelback suspensions had high Trunion failure rates. Most up here now are air ride, a few Hmx suspension or Chalmers for spreads over 55" on Vocational trucks.

Canadian spreads that were most common for hauling maximum gross weights were 60" spread between drive axles and 72" spreads between drives. At this time you can put the same weight on spreads ranging from 52"to 55" to 60" I believe. You can get an extra 2200lbs on more weight on a 72" spread from a 60" spread. Gravel haulers here paid by the ton still use 72" spread.

Excellent stories on an Excellent guy.

I'm working on the $$$$$ issue. I will explain then end of Canadian production tomorrow.

It's a lack of product offerings in the on highway segment. Mack has been telling everyone they want a larger share of the market and forcing their sales teams to make those gains happen with a 20 year old cab and sleeper. it's time for change. Ask KW why their production is up with its T880 and T680. They listened to customers and produced a product. Mack did that right up until 2000 or so if I'm not mistaken. Hmmmmm

So it's been stretched about 2 feet and the spring suspension from factory was swapped out for an air ride since it was built. I know for a fact that when that last truck was built there were almost 300 workers watched it start and drive off the line. That was no sabotaged truck being the last one. They built it the same as every other.

It's the one.....it should be an RD690T. I believe it was a tractor originally for a fuel a lub delivery tractor. If you pull back the interior panels on the roof or back wall it may have signatures of plan workers. Excuse me while I cash in my Daughters university fund.

Paid for....now I just have to get it picked up.

Post some pics with the hood touching the cab Vin. Might give us a better view of what's wrong. Sounds like some loosening of mounts and tweaking is in order.

I was wondering if Volvo was going to start offering Macks axles. Especially now that they are building them in house again in Hagerstown. Just seems like the next logical step to help with a lower demand for those axles over the last 15 years.

These are from a 1989 Bulldog Magazine. I will post the other pics I have later.

I have pictures of the Phoenix 1000 trucks that made it to Canada but they are all in the background of used trucks at Toronto Mack. They were all painted the same Silver with factory blue stripes but came in many different specs. One fleet in Quebec ended up adopting the colors and stripes for its entire fleet. I will post what I have later today.

Interesting. I've never seen an RWII with an aluminum frame. I don't get out much. Thanks Superdog.

What would be the model prefix for an RW713 or 613 for one with an aluminum frame rail? When it was RWS they used L or LST? Correct?

E7 PLN (Pump-Line-Nozzle) was technically 1989-1997 E7 Etech EUP (Electronic Unit Pump) 1998-Oct 2003

I didn't know RWII's were available with an Aluminum frame???

I'm not exactly sure what parts and programming are involved, but I know a guy that did that to a Mack CV Granite tractor. It was an AI460. I'm not sure if he re cammed it to an ASET AC cam or just an E-tech pre EGR cam???

You are correct. I may be mixing trucks up. When you mentioned the charge air cooler piping arrangement I recalled they were different. The test truck we had was the straight rail. The Volvo frame was before 2006. We had CXN's in early 2005.

The AI introduced EGR into the engine by bumping the exhaust valve open on each individual intake stroke. Less crap added on to facilitate EGR induction but caused performance issues. While the AI is very similar to the E-tech it's different pretty much down to the block. AC engine has an EGR valve, EGR cooler and vane turbo with a wack of sensors. Lots to go wrong and was thrown together because they moved the emission date up 2 years. The introduction of EGR is to lower in cylinder Temps causing lower amounts of NoX (Nitrous Oxides) into the atmosphere. Our 2010 engines do it with less EGR and treating it down stream in the exhaust with urea. (what the Europeans have been doing without EGR for years.)