bbigrig

Yes. The first E7's had a different piston material and design. The first piston was only used for about a year of production if I remember correctly.

Is it disengaging the cruise when you use the left signal because your signal is back feeding to your brake light circuit somewhere??? It could cross over in a few places( signals to brake light circuit) just an idea...

If you want maximum weight on your rig up here in Ontario you still need 72" spread on the drives. You lose 2200lbs of payload going down to a 60" spread. Most guys don't bother with the 72" spread on highways. The loss in payload can be made up in less wear staying with a 60" spread. Mostly aggregate and cement (ton per mile guys) stay with 72".

Darn!!!! I asked about the R-Dogs at Cambridge Mack as they took in most of the Visions etc. when they shut it all down. Figured I missed a good one. Did he get a good deal on it? I know the other Macks were in rough shape, did they take care of that one? Great find. I liked the R-754's they use to have..400 Cats. Another long time Mack customer bites the dust

Good lookin R-Dog!

The E7 350 and 400 versions were unveiled in the Bulldog magazine 3rd edition 1989. The first 377 E7 engines were built in late 1988. In the announcement the "425" model was to be released in Jan 1990. That never happened until V-Mac II as the 427. The E7 and E6 were built concurrently into 1990 where the E7 would replace the E6. Not sure when the last E6 for new production was built, I'm guessing it was 1990?? I do believe the Phoenix 1000 series of CH's (First 1000 built) were E6's built in Jan. 1989

In 1989 they were rolling out E7-400 mechanical engines. A company I wrenched at in Mississauga by the name of John Grant Haulage had 1 of 20 CH's built at Mack's Oakville assembly plant. (the only 20 Canadian as I understand it....Mack Canada serial plate CH613 #001020... I want this truck!!) Grant Haulage was one of the Canadian Fleets they use to test stuff out on for heavy loads like the 1000 series V8's etc. Most of the trailers were 3 and 4 axle. the CH was built in '89 and had one of the first E7-400 motors.(mechanical) they still have the truck doing yard work and runs like a clock. Doesn't make sense that they would bump up an E6 to 400hp when the E7's were already finished field testing and in production for the CH roll out. The '89 Superliner may have had an early E7???

Pull the cover off the heater/AC unit and dismount the actuators for the vent doors. if you move them manually and you feel a difference Bingo! like the boys above have said. Cheapest fix.

Your TPS sensor is a potentiometer. It works off of 5 volts coming into the sensor. anything less then .25 of a volt it gets a low voltage code. anything more then 4.75 volts is a high voltage code. No voltage heading back to ECM from TPS for 5-7 seconds is a code for no signal from TPS or signal drop out. should have 3 wires, (5 volt feed--signal back to ECM--ground) Find out what the code is for and use this as a map to figure it out. if its a 5 wire TPS it doesn't use 2 of the wires unless it is Cummins powered.

Another issue as of late with any series 50 or 60 Detroit is liner cavitation. If the guy hasn't been keeping an eye on his coolant it could have done some serious damage to the blocks counter bore as well. Still not a bad motor, pretty simple design even with DD's EGR crap.

Make sure those headlights draw less amps then the factory ones on any 2008-2010 CXU's. (I'm sure the LED'S would solve the issue) The wiring circuit for the CXU with bumper fog lights uses the headlight circuit as its power source from factory. The harness has a tendency to cook because of the high amperage load on the one circuit. A couple of our trucks have been in for the Tech Service Bulletin to replace the headlight circuit harness at the frame and hood. Sadly that bulletin doesn't cover the harness going up to the cab which shows signs of black wires under the insulation. That harness has cost us some money. Our trucks while driving with both bumper and headlights operating at the same time would cut out due to circuit breaker overload after a few years of service. The drivers would have to stop using the bumper lights and the problem went away. Not sure why they didn't feed the bumper lights on a separate circuit.

Aside from all the Titan issues I hear drummed up for the Pelletier Macks, there were a couple of other issues that seemed to happen around the same time as the Titans were purchased. Keep in mind that Western Star was already starting to get heavily involved with The Pelletier's in Western Star's Marketing. Western Star's brochures have Pelletier driver "Bone Crusher" posing with his Western Star for promotional shots for Western's logging brochures long before he happily accepted his Titan to drive.(He still drives a Titan for another company and loves the truck!) Being that Maine's 7 brothers with timber in their blood were already having promo photo's using their Star units and having a long standing relations with Star.....I am thinking the ball was rolling from there. Fast forward to the Bangor Maine dealer taking back 2 Star's with problematic CAT engines.....How often do you see dealers doing that so easily?? Correct me if I am wrong but weren't the Macks delivered around this time??? A huge Screw you to Western Star??? After getting the Titan's It was obvious the new Star's the Pelletier's received with DD16 engines were not their specs....Kind of a we love you, come back...(unwanted tool box on drivers side that was later removed to slide the fuel tank up etc..) I figured these trucks were almost gifted to them??? (I hear the latest Star's they took were Cummins powered?) The thing that clinched it for me was suddenly the Pelletier brothers were on the truck show circuit all expenses paid by Western Star before the Mack's even had a chance to break in. I do agree the drivers beat the snot out of those Titans. Maybe the Macks could have performed better, but these days Money speaks the loudest. Mack blew it on the marketing side of the Pelletiers from what I have been told. Western Star came through with the Dough. I took part in a focus group last week for an unnamed truck manufacturer in Toronto. It turned out it was for the new Highway truck Western is about to unveil. Daimer Benz is dropping some serious coin into Star's marketing these days. The Pelletiers cashed their cheque long ago. Does this Pelletier sellout theory sound right?

Damned if you do, damned if you don't.....had the same dilemma and decided that we buy used for regional work and new for long work as the long work trucks are putting over 200,000kms per year. On new trucks the cost per mile should be lower, more fuel efficient and have a warranty. Plus you get that new truck smell.....woohoo! You can also get burned on the new truck side like waiting almost 2 weeks for injectors because Mack and Volvo don't have enough supply for the demand! 2 weeks of no income on a new truck is a huge hit in the pocket. That and you need a pretty good down payment on a new one to make it affordable per month. New engines can fail too. No one pays for your downtime on your new truck. I would go used and rebuild the friggen thing before it hits the road. You may have more small repair issues every weekend to tend with then with a new truck but small price to pay for rolling down the road in a better built Mack of the pre-90's. Finance the rebuild, go nuts! You will still come out saving coin from buying a used gem. If you buy new you will have more of a value in the asset once you finish paying for it. Your new one will always be worth more then your old one by the time you finish paying for both if the loans are for the same term. Most important, buy something you will take pride in driving while being able to afford paying for it. I know there is a lot more that can be said here......It can be a pretty deep and argumentative subject new versus used. Get what you have always wanted.

There is no comparison when comparing the legendary Quality of Macks from the 80's and back to the thrown together product of today. (keep in mind I own Old and new) I couldn't agree with you more as I'm sure this plastic won't last as long. It's still fun to give the new Tech a ride when you get a chance.

I can say I have driven a Titan as well. Its a friggen beast. I've driven Super dogs and MH"s with E9's and the Titan is more power and more truck. That MP10/D16 is a monster with a plastic valve cover. I Love E9s, but until you drive a Titan (sitting way up there!!!) you really cant say you've experienced it. I was impressed, and do still have a love for Old Mack Tech powertrains like the E9/E7/E6

The issue that arises with a Midrise 70" with a double bunk is there is a huge lack of storage space in the sleeper even for 1 guy . We have Midrise and Highrise Pinnacles. If you run a team operation and really need the second bed. The Mid rise has no where to put anything. We order Mid's with a fridge and shelving on the upper side walls and the single drivers still say its lacking for storage considering under the bed is gear, a heat/ac unit and a bunk heater. The Highrise double bunks we have have WAY more storage space for staying out for a week at a time. I could use a midrise double bunk for single operations.....that upper bed would make a great shelf.

It happens.... Natural build up like algae and other debris can become dislodged. especially after its been sitting a while and you start using the truck. Or when you switch from regular diesel to Bio. Bio tends to clean your tank out of old build up.

Just make sure if you are going from normal diesel to Bio that you change your fuel filters twice as much as you did before. The Bio is a natural solvent and breaks down the natural algae and film build up in your fuel tank and shoves it through your fuel system. Seen it here in the bus fleet I work on. Switched to Bio, had some issues and due to fuel pricing switched back to reg.

They brought 1 up to Canada badged as a Mack (not a Renault) It had an E-tech for power not a V8. Pretty sure it was autoshift trans equipped... I think it was badged as a "prestige". It was also a left hand drive. Painted white. It was in 99 or 2000 at Toronto Mack. Saw it once, no camera. Wish I knew what happened to it???

The dash problems are on the older Mack interiors, not the new ones. The new ones are experiencing some fit and finish issues but small stuff in comparison to other manufacturers. Freightliners have there issues as well. Lots of Rad cracking issues on the Cascadia's because they are mounted to the engine and not on isolators to the frame like most trucks. They all have there issues. Pick one you have a good relationship with for when the service and warranty issues pop up. Its the way things are these days if you own a new truck of any make and model.

Welcome.... I've heard horror stories on these axle mounted boxes. Does the amount of free play get a lot less when the truck is running? When the truck is running is the wheel free play seem within spec?

I've only seen cabs like that in brochure pictures. Nice!

Your brake lights on the end of your trailer should only be turned on by the red wire of your 7-wire plug (#4 on your picture above) Your signals should only be operated by either green or yellow wires (#3 and #4 in your picture) The way your signals and brake lights are split up at the rear of your trailer is probably done at a junction box somewhere in the light boxes or rear of your trailer frame. Keep in mind your signals and brake lights should be separately wired from the nose to the tail of your trailer to keep there operation separate. You may have brake light wiring and tail light wiring running separately to a junction for one set of lights. Your other lights that have signals, tail and brake or no brake should all run back to a central location and be wired into (stop, turn, tail) separately as required. Best to run new wiring back to a junction box and wire them in as you desire. A lamp that is stop and tail only should need 2 wires and a ground. A lamp that is turn and tail only needs 2 wires and a ground. What differs is where you hook the (usually red) wire that comes from the tail lamp you are installing. That is why most trailers have 2 tail lamps on each side. One for tail/signal, the other for tail/brake. Both brake and signal use the same bulb element. Hope that helps.

The first one is probably out of a Renault Magnum which was available with the European version of the Mack E9500. I recognized the pale plastic power steering reservoir near the back upper end of the motor that the Midliners used.

Well then....That makes more sense. Thanks.