rhasler

I don't have a copy of the bulletin, but here are the instructions from it. Pressure test the EGR cooler as follows: Operate the vehicle until normal operating temperature is obtained. The engine must be at operating temperature to perform this test. If the engine is not at operating temperature, results of this test will be inconclusive. Return to the service facility, shut the engine off and apply the parking brakes. Open the hood and then remove the top halves of both the upper and lower clamps that secure the mass flow tube to the engine. Disconnect the mass flow tube coupling hose from the EGR cooler, and move the tube out of the way. If the EGR cooler utilizes the flange adapter hose connection, remove the V-band clamp from the adapter to disconnect the mass flow tube from the cooler. Remove the cap from the surge tank. Install the EGR cooler test fixture to the cooler. Fully close the test fixture air regulator before connecting shop air. Connect shop air to the regulator fitting, and then slowly open the regulator until a maximum of 20 psi (as indicated on the pressure gauge) is applied. DO NOT apply more than 20 psi to the EGR cooler. With air pressure applied to the EGR cooler, observe the coolant surge tank. If the EGR cooler is leaking internally, a gurgling sound will be heard coming from the surge tank, and coolant will eventually be pushed out through the surge tank filler neck as the coolant aerates. Replace the EGR cooler if the results of this test indicate that the EGR cooler is leaking internally. If the pushing coolant complaint cannot be resolved after performing the investigation outlined above, the cause may be combustion leakage past the head gasket and/or fire rings. Diagnostic procedures to determine combustion leakage are outlined in service bulletin SB213042. Combustion leakage, however, is the least likely cause of pushing coolant.

Casting sand from when the engine parts were made. This was a problem with the early E-Tech engines. The fix is to fabricate a new line and run it from the compressor inlet to one of the plugged holes on the water manifold.

It's amazing how well those tires will seal the water in. Zucchini do pretty well planted like that.

Just in case you don't have a friendly neighborhood Mack dealer, here's a link http://www.macktrucks.com/assets/mack/Bulldog/MCKTRK_7763_BdogMag11V2.pdf

If you haven't picked up a copy of Bulldog magazine from your friendly neighborhood Mack dealer get one. Volume 2 of 2011 has an article on Gary Mahan, plus a nice article on the Hagerstown facillity, Mack Venezuela, and more!

That wasn't one of the ones that I had found. There is only one 11GB number showing related to the 1674 in the system that I can find. RL753LST12778 doesn't even come up in the system right now, nor does Ernie's RL771. I would guess that there are still chassis and arrangements that aren't added into the new system yet. I haven't had a chance to check up on any of the interior grooming arrangements at work, I'll try for that tomorrow.

Great work guys. That is a nice looking truck. Did you happen to get the serial number off of the truck and check to see if it matched any of the numbers for the RL753LST that I had found numbers for?

I hear you Randy. I say they should have cut 2 pig's dicks off, shoved one up his ass and the other down his throat, strung him up by the neck and handed him over to the families of his victims to do with as they pleased. I'm sorry to hear about your son, may he rest in peace knowing that bin Laden got what he had coming to him.

And gets the Congressional Medal of Honor (he was on the job so the Government will probably stiff him in that 25 million dollar reward).

Just heard a news report that bin Laden is dead and the US has possession of his body.

Way to go, I bet your neighbors are loving you right about now!

Thanks for adding to the discussion. Any chance that he might have some pictures of the paint job when it was freshly done?

Trent, 360GB443B number on the casting is the part number for just the housing. 309GC2215 is the number for the pulley. The water pump assembly is a 316GC1184B (that number will supersede, but I'm not sure to what).

Here's a few more pictures of other stuff. A truck donated to the local diesel technologies program. Probably recently donated, they have a couple of CV713's that are numbered from 272 and up. A firetruck. An International Loadstar at the diesel tech program. An old Swift Transportation truck at the diesel tech program. Spare parts for Rowdy

I picked up the White Trucks 1900-1937 Photo Archive book not too long ago. They were some pretty classy looking trucks. The LaBatt's trucks were really something else!

I've really enjoyed searching. With a limited number of chassis to search through it was a little easier to find a specific VIN than it would be to find one for something like an R685S. One of the most helpful things was the specifics remembered by first hand observations of the Phantom 309 when it was in operation. I think 35358 and Rob's 35359 are pretty close to the same spec as 28683 (as far as the factory options go). If the truck on eBay is all original then the 13 speed transmission would dictate that it is not an RL753LST, since all of the 753's I saw were equipped with RT9509A transmissions, but instead is likely one of the original 2 RL755LST's, either 11230 or 11231. It sounds like it may not be all original though. Anybody know what the Caterpillar 1674 was rated at? My understanding is that the 1693 parts were really expensive, even back then. I've heard main bearings ran somewhere around $1,000 a set.

I think the RL753LST were probably all ordered/owned by the same company. They look like they're all spec'd the same. Page 1000 rear suspension, RT9509A transmissions, so probably not the ebay truck. Probably safe to assume that the eBay truck is either RL755LST 11230 or 11231 which were both built in 1972, maybe re-powered with a smaller engine.

It looks like most (maybe all of them?) were located in Illinois, I'm assuming due to the Caterpillar connection. I'm not sure the one on eBay is an RL755LST. I did find some listings for 1674 engines as well while researching which I didn't delve into too much, but I think the 270 HP rating listed for the eBay truck is more in line with that engine. There were 5 RL753LST chassis listed (1674 engines) all built between 6/23/71 and 6/25/71. They must have really cranked those trucks out. On a side note, was Bob Eckstein's truck "Phantom 309"?

I missed the A/C unit on your truck Rob. After looking back there is one more RL755LST that appears to have been the only one ordered on that GSO. It was 28683. It shows to have a Kysor A/C unit, shows an optional interior trim package (doesn't say what color), Mack camel back rear suspension (9 leaf springs, two piece rubber bushed trunnion) and Mack differentials (4.50 ratio), spoke drive axle wheels and disc aluminum steer axle wheels, 11GB91251P19 engine assembly, and RTO12513 transmission. It looks like most of these items match what was remembered about it by several sources. This might be the one.

In other words: "Reap what you sow, we'll drill our own oil!".

Rob, During this investigation I have come across 3 pairs of RL755LST chassis, each pair representing a separate GSO. The first built in 1972, serial numbers 011230 and 011231 used 11GB91068P49, one pair, 35358 and 35359 use 11GB91253P5 while 35443 and 35444 used 11GB91253P59 (P59 being the same as P5 except for the addition of an oil temperature sending unit). 35358, 35359, 35443, & 35444 likely used the same Caterpillar engine arrangement since the oil temperature sending unit was supplied by Mack. I think this might account for the 4 engines your wife found were sold to Mack in this time frame. As far as the engine ratings, I can't really speak to that other than to speculate that there was perhaps some kind of a campaign or field service program to uprate them later on. All of the stuff I've seen from the Mack system shows 375 HP for the engines in all 6 trucks. In regard to Bob Eckstein's truck, if it isn't one of the last four produced then I would suspect that it is actually an RS755LST that was converted to an RL755LST. I don't know exactly what differences the two models would have or if such a thing would be possible. With the information that Mark had about the interior I plan to check some collision books if they're still around and see if I can find a part number or arrangement for the Oxblood interior. If so I may be able to cross reference the engine arrangements and the interior arrangements and narrow down the search some more. I don't recall seeing any built with the cab mounted A/C, but I'm sure the truck underwent extensive modification before reaching it's final configuration.

Hey Mark, try this: http://www.rossairworks.com/images/stories/pdf/inst-and-serv-guide-kysor-9030-9034-9035.pdf

Found another: RL755LST 35444 Built 7/21/77, CAL49 Cab, 1693 Engine, RTO12513 Transmission, SSHD Rear Drive Axles, RSA380 Rear Suspension

I did a little more research this morning but was unable to find anymore RL755LST chassis. I did find 31 different RS755LST chassis listings (there were 3 different 11GB arrangements encompassing these 31 trucks). I will continue checking what I can with the resources I can to try to isolate the VIN/serial number for this truck. It's kind of interesting how all of this relate back to Rob's truck. I did stumble upon an interesting tidbit this morning. I found an 11GB number for the ET1005 (E9 Prototype). I think BMT member Heavy Hauler has some pictures in his gallery of this engine. I found 4 chassis that it was installed in: An F735ST serial #1008, 2 WS735LST serial #'s 32513 and 32337, and an R735S serial #1003.

Just a thought, but has anyone got any idea where and under what name this truck was originally registered? Maybe the DMV would be able to provide a serial number.