bbigrig

Damn shame....always wished I could have got my hands on one of those single axle MH's

For one of my CXN's I was given 2 defective fuel senders out of the box. 3rd one seemed to be the charm. Seems to be a common issue with the supplier of these new tank senders.

Mack Mid-Liners (CS and MS) used Hydralic clutches aswell. The best way to bleed those is with a pressure bleeder. In the case of a CS or MS 250 and 300 series truck (200 series was not offered with an air assist) they have an air assisted hydralicly controled slave clutch cylinder mounted to the transmission bell housing. If you have oil in the air system at or in the slave cylinder (just in case you may be refering to that kind of an issue) you will need a new clutchslave cylinder assembly.

Before The Ram Brand moves back into heavy duty......Can they make a decent pickup first??? My brand new Ram3500 with a Cummins is the most disappointing hunk of junk I have had the displesure of owning. I miss my Ford Diesel already.

Now that Navistar has opted to use the Cummins ISX 15L motor, how will that effect the CAT relationship now that its clear the MAXXForce 15L is dead? Keeping in mind the MAXXforce 15L is the redressed CAT C-15. That and the CAT truck is basically a Navistar truck, will CAT be upset or loosing any money on the now non use of the C15 design? Let the Lawsuits begin!!!!

Another way this series of engines has been known to "make oil" (more the fuel diluted type) has been through leaking o-rings at the Unit pump to block mating surfaces. In one case at a fleet I worked at, of a 15 truck order 2 of our engine blocks were replaced because the bore of the unit pump o-ring mating surface wouldn't seal. Both trucks made so much oil it was coming out of the breather at the front timing cover. The Mack dealer tried thicker o-rings to no avail. The unit pump bore on a hole was oversized. 1 in each block. In some cases this will show signs of hard starting or loss of power due to poor fuel pressure in the feed cavity, but not in every case. As was stated before, if the level has been adjusted and she ain't makin oil.......Let that dog run.....

Alot of trucks being ordered for twin steering (very common in Ontario and Quebec as lift/self steer axles are pretty much useless here now) are being ordered with that type of exhaust. it was made available in the second year of 2010 emissions bulids. That set up was first used on the MR/LE trucks. On the twin steer trucks up here the DPF fits nicely between the steer axles. The rest of the junk is hanging behind the cab. The behind the cab setup is bigger and heavier then the frame mounted mixer when you add in the heavy brackets to hold that monster.

Couldn't believe the crap I went through changing the Fan belt (Horton Fan) on one of my CXU's with an MP8. Not so much of a side of the road job anymore....sheeeesh...

1993 E9 V8 500 in a CL Elite Limited Edition a

Whoops my Bad. I overlooked the fact that there would have been a few years of production before they shifted that model south when the plant was closed. Reminds me of the 20 or so CH's that got built at Oakville in 89-90. I know that one of them still exists in Oakville, Ontario. My apologies.

The "CL Elite Limited Edition" was only built with either the E9 500 V8 or the E7 400. The engines were painted Jet Black with chrome valve covers that had a gold mack truck emblem on each cover. I did some work for a company that set up the Mack truck shows across Canada back then and have pictures of a "Banzi Blue one I moved into the convention center for the Toronto truck show back then. They came with all kinds of special goodies from vendors with special warranties etc. I know at one time you were able to order the Alcoa aluminum wheels with the "CL Bulldog face" embossed into the wheel a couple of years after the truck ran its production. The trucks were available in about 8 colors if I remember correctly. A guy in Guelph Ontario still has a Colippso Red ( as called by Mack for the Elite CL program) one I have been trying to get my hands on with an E7400. The Owner is aware of what a jewel he's got. They came with the plastic Gold nut covers which started to flake off within a year of driving in Canada. The spec was pretty limited to 12 and 40's but you could order vendor trans or axles on the rig if I'm not mistaken. I did always notice every Limited Edition seemed to have a siler/grey frame, not sure if that was standard? I even have a VHS tape that was distributed for the salesman at Mack to introduce the CL Elite program to the dealers.

I see numbers for Hayward and numbers for Macungie......what about the Superliner II's built in Oakville? I know there was an RW643 (60 series Detroit assembled in Oakville that never hit the road)

Just for the heck of it (And for the fact we are talking about a Canuk owned Mack here) you should get gold maple leafs for under the dogs on your doors! (yes I know that signifies An Oakville built truck and RB's were never built in Oakville) Nice Rig by the way!

Our new Pinnacles are running the MP8445E engine. On some big grades I have been amazed letting that engine lug down to 1100rpm thinking I am going to need to down shift soon only to find I don't need to make a move. These MP8's seem to work harder down around 1200rpm. Coming out of the Mack ASET era I was really surprised by the low end torque and stamina of the MP8. We are shifting alot less on any hilly terrain with these motors. Running 13spd Fullers with Merritor 3.55's seems to work great for us getting high 7's (mpg) with 44,000 payloads. The super Econodyne sounds great, but I and my dog salesman are skeptical about its pulling power and fuel mileage on constant hilly terrain. I would love to test one out someday!

We just bought 2 brand new Macks......My Family has been involved with Mack since the late 50's....... I grew up around them, have restored them, drove them, fixed them, and still love them. Mack may have alot of Volvo in them and I have always had the option of going and buying a Volvo. But I don't, because Mack still represents a brand that I have pride in owning. I am a firm believer that owning a Mack says something about a person. Mack is still part of my fabric. It may be under "new managment" but still employs the same Mack people as far back as the 70's. So to me its still Mack. (If it was Cummins powered it could still be a Mack) I just came back from a trip in one of the new Macks. Loved it! As long as My new Macks will turn a buck and I can go buy more old Macks to fix up, My wonderful "circle of life" around Macks will continue.(My Daughters love Macks too.) So reluctantly, Thanks Volvo for keeping the Mack Brand alive. P.S. You will never see me owning one of those Swedish meatballs if I can help it!

We had an MH with Camelback. That MH rode just as good as any of our air ride Macks Cabover or Conventional. Air ride seems to last longer for us, its lighter, and is better for resale from our experience. These days we have to buy air ride because our customers demand it for their "delicate" freight. (really for no good reason) I would be just fine with Camelback as long as the trunion holds up. (seen a lot of these fail lately)

My E7 454 in a 97' CH was probably the best engine we ever ran. We have had good E6's and great E7's. Our E-techs were pretty good except the cams we went through. The E9 was a friggen stump puller but wasn't so great on fuel. The worst batch of engines were the ASET engines (02-07) it was such a shame having a beutiful CHN Rawhide with that 460xt (487hp) She looked great but couldn't cook. Everyone of the ASET's we owned needed a turbo and EGR valve by 900,000kms. The MP8's have only had injector cup issues, even after the stainless conical cups were installed. Except for one of our 2013's being down right now waiting for injector's I love the grunt and fuel mileage of our MP8's

I heard the story on the Cruiseliner was that it was bought with a Government grant by someone in NY state who wanted to start a company. The truck never even made it on the road and was in storage since the original owner took delivery. It was found under a tarp while Tackaberry was looking at another truck he made the trip down to buy. Talk about hidden tresures!

M series were also built in Oakville, Canada along side of the CL350

Don't forget the CL350

You forgot to mention The Superdog was also built in Oakville, Ontario, Canada for both Canadian and American markets. Friends of mine that worked in the engineering dept. at Oakville near the end of the Superliner II model run, had one built for testing with a 60 series Detroit.(Not a 92 series!!) This was before they rolled out the CL series. No one seems to know what happened to that RW.

Not an empty lot anymore.....its brand new batch of empty industrial units. Saddens me everytime I pass it

Built in Oakville for Canadian winters?