rhasler

In 1993 it should have been negative ground.

Not at all. That's the way Remack does them. Same goes for the timing cover.

I saw a story not too long back where a company was working on setting up some kind of an exchange program for battery cells. The general idea was that you would drive in with a depleted battery pack and an automated system (like an automated car wash) would take over and switch out the battery pack in a minute or two. Don't recall where I saw the story.

That thing dwarfs the rest of the equipment. It looks like it's still in pretty good shape too. Thanks Mark, good job!

Saw one of these a few days ago but had no idea there were this many of them running around here. I also saw some more Freightliners, oddly enough thee were stacked the way I'm used to seeing trucks transported. The odd thing is that the Coronado is on the back and the lead truck is a Business class (?) chassis.

Thanks Ernie Here's his model of the MP404X: http://www.1-87vehicles.org/photo85/mack_mp404x_dump.php Now that I see it I'm amazed at how monstrously awesome it really is!

We haven't had any real major problems with the engines. So far we haven't had to replace any turbos, cams, injectors and cups, etc. that the '07 emissions engines had trouble with. To date I haven't seen one with a DPF problem.

Looking at the thing I kind of figured it for either a heavy duty logging truck or a quarry truck. Thad, it might be the Mack Pack. Trent is it still there?

Mucking around today I found a Mack model I had never heard of before. According to the production listing I have of Mack Trucks from 1900 to 1990, the MP404X was built only from 1976 to 1978. The entire production was only 20 chassis. The parts pictures I was able to see are something else. The truck I looked up had a Detroit 12V71, Clark model 8820 transmission, all wheel planetary drive using Mack CRS139/140 carriers, 29.5 x 35 tires, weird articulating suspension, really a strange truck. Has anyone here ever seen one of these? Here's the parts picture of the cab and hood

Judging by the way the numbers for the ratio are stamped I would say that the rear axle ratio was changed at some point. It looks to me like the original numbers were crossed out and the new numbers were stamped below. Definitely a Mack rear axle.

I went back and rechecked and it looks like you're right, the manual shows both using the straight key. I think I may have looked at the specs for the 427. In any case, Rowdy was right. I shouldn't have quoted anything, sorry for any confusion I may have caused.

1999 Tune up specs say you're right. The 1999 E-Tech 350 uses straight key, the 1999 E-Tech 400 uses offset key with white end out.

Should be .006" to .012" new or used.

If it's a 2 valve engine I would lean towards the valve covers too. The bolts get over tightened which will cause the stamped cover to deform and will prevent the fiber washers under the heads of the bolts from sealing. Another possibility is the lifter covers on the right side of the block behind the fuel pump. The paper gaskets harden and eventually will start to leak.

Why yes, yes I could!

Sounds like all those EGR problems paid off for someone! Somewhere in the back of my head I hear Dave Chappelle.... I think fjh is probably on the right track, especially if '68 checked that boost relief valve out recently.

Excellent.

Tis' as Freighttrain has said. T in the chassis is for tractor. T in the engine ID is turbo.

Check for a broken spring. The screw should be peened in place to keep it from coming out, but they still seem to wear in which case you would replace it.

There should be a metal tube running from the intake manifold/mixer housing over to the exhaust pipe behind the turbo. The BRV is just past the mixer housing and has a hose attaching it to the metal tube running to the exhaust pipe. Usually the seat in the end of the valve will start to unscrew.

Just a guess, maybe the boost relief valve is sticking?

Built 4.24.67. END707 engine, FA534 front axle, TRT722 transmission, CRD117 4.88 ratio rear end, 8 leaf rear spring suspension when it left the factory. Find the 11GB number on the engine and I'll see if I can find out what engine you have in it now.

This is from the E7 Manual. I've seen instances when the manual didn't have the correct measurements listed. Assemble the rod, bearings, and cap and measure the bearing ID with an inside micrometer or a "snap" gauge and outside micrometer and compare to your measurement for the crankpin to verify that you have correct running clearances. CONNECTING ROD Length between centers 10.4375 in. 26.5113 cm Cap angle 35 degrees Bore for bushing 2.4355–2.4345 in. 61.8617–61.8363 mm Burnish bushing to 2.2305–2.2275 in. 56.6547–56.5785 mm Finish bore to 2.2504–2.2500 in. 57.1602–57.1500 mm Crankpin bore diameter — as bored 3.4305–3.4297 in. 87.1347–87.1144 mm — reassembled 3.4309–3.4294 in. 87.1449–87.1068 mm Bearing ID in place 2.9993–3.0013 in. 76.1822–76.2330 mm Journal clearance 0.0012–0.0054 in. 0.0305–0.1372 mm Side clearance 0.007–0.014 in. 0.1778–0.3556 mm Twist within 12 inches (30.48 cm) 0.010 in. 0.254 mm Bend within 12 inches (30.48 cm) 0.004 in. 0.1016 mm CRANKSHAFT Crankpin journal OD 3.248–3.247 in. 82.4992–82.4738 mm End play at No. 4 main 0.004–0.013 in. 0.1016–0.3302 mm Main journal OD 4.4974–4.4964 in. 114.2340–114.2086 mm Journal out-of-round or taper (maximum diameter) 0.00035 in. 0.00889 mm Max. Runout at No. 4 journal (shaft supported on No. 1 and No. 7) 0.007 in. 0.178 mm

Good job! Looks like the red one is still seeing some use?

Friday afternoon I had to make an emergency patch to the air inlet tube (the tube between the air cleaner housing and the turbo) of a GU713 with an MP7 engine. The issue was a small rubbed area about the size of a dime in the area where the air cleaner tube bends and twists away from the valve cover at the right front corner of the engine. Had enough time elapsed with the intake open the engine would have been dusted, requiring major engine repair and maybe even DPF replacement if the engine was passing enough oil into the exhaust stream. So what caused the hole to wear in the tube? The right side front cab mount is worn to the point that the cab is resting on the frame bracket that the isolator is bolted to, while the left side is still in decent shape. In other words, the cab is leaning over, much the same way that a chassis leans towards a weak spring, allowing the air cleaner tube to make contact with the valve cover. The cab mount is a fairly simple repair with the right tools, and is definitely cheaper than major engine repair.