rhasler

It should be located in the EGR mixer housing on the left side of the engine where the piping comes off of the CAC. What was the FMI?

Happy, Happy Birthday sir! Hope it's a good one!

We join our avid adverturers as they discuss pending repairs to Killer B And so, our intrepid trio loads up in Killer B and head for Illinois, braving the winter wastelands, and finally reaching their destination Suddenly our protagonists are surprised by the proprieter of the peachy little piece of paradise! To Be Continued...

Awesome, thanks David. I always prefer to deal with a company that is given an endorsement such as yours to one of the "nameless/faceless" types.

Thanks Rob, that's more than I knew.

I spent a good part of the morning outside in the snow and 9 degree temperature (-2 with windchill) starting an old forklift and pushing a broke down DOT road sanding volvo with a load of cinders in the dump box into the shop. Forklift (AKA Alice or Ms. Chalmers) started up pretty easily and performed admirably given the conditions outside and her age. What I'm wondering is if any of you guys familiar with any of the industrial forklifts that Allis Chalmers manufactured? Ours has been owned by at least a couple of different people (parties unknown) and I'm wondering about the engine in it a bit as the engine data tag is missing (the tag was removed by some thoughtful individual in the past, so I'm not sure what model it actually has in it.). There are two tags remaining on the forklift. The one on the mast says model 612 number 840, the one on the chassis says I-500 number 800. I used to have the information off of the fuel pump, but have since misplaced it. I recall that it was a Stanadyne pump. I can get the information again if it will be of any help identifying the engine. The engine is a 4 cylinder diesel engine, non-turbocharged. I've done a bit of light research on the engines and found some overhaul/gasket kits for them, and even some manuals/literature at one of the antique tractor sites, but haven't torn into the engine enough to determine what model it is based on components.

My guess would have been that it fell off the truck as the wrecker pulled it through town.

That VIN shows 3.65 rear axles. From a 1997 CH613 with T2180 transmission.

You might be able to just install the electric guage, the chassis shows that it had what I assume is an electric gauge (part number 3MT323AP2) when built. There should be a harness branch going to the "A" panel of the dash that connects to the main cab harness with a large black 8 pin connector. If it's there, wires 18 B/G, 18 W/R, 18 B/W, and 18 B connect to the water temperature gauge (plus the wires/socket for the gauge lamp).

It shows a 12 volt alternator and 24 volt starter.

That plan has been underway for awhile now. A lot of the old Mack part numbers are already changed over to World ID (W.I.D) numbers.

I think there may be a couple of different viscous drive clutches. It seems like we had a similar problem on a CV chassis due to the incorrect part number being installed. The viscous fans are generally pretty much trouble free as Bobo said.

Very nice.

Ahhh yes, those were the days. That's just the Mack way. Just count your blessings that it isn't a more "modern" piece of machinery! P.S.: It sometimes helps to invoke the patron saints of Mack Trucks when working on this sort of thing. As in "Jack, Willy, and Gus! That was tight!".

I haven't seen any issues with the Mack 2010 emission engine as of yet, but I can't speak for the Peterbilt/Cummins combination. One thing you might reconsider is the air assist clutch-get rid of it if you go with the Mack, it's a headache waiting to happen, especially for an asphalt truck.

It kind of looks like it's about midway up on the cab bulkhead/firewall, near the steering wheel.

It looks like there is an air manifold on the (Australian) driver's side of the cab. I can't speak from experience, but from what I can see it looks like the brake light switch is the second from the right on the bottom row of fittings, and the park brake switch is the third on the same row.

Does the element have a cord attached to it? It's been awhile since I looked at one but I think the element has a funny looking set of blades on it that the replaceable cord attaches to with the other end of the cord having a normal plug on it. You might try checking out the Zerostart website

A triumph for the system of checks and balances

Found a Superliner this morning This old International cab and an American Bald Eagle! I was just about to get a picture of it flying away when the batteries in my camera died!

Unless you have 2007 or newer trucks I wouldn't bother with PTT. If all you're looking to do is read fault codes on VMAC I, II, or III get an HD reader, it's way cheaper and it works to read codes off of other truck brands as well.

I have seen this happen lots of times myself and on almost every occaision the air tanks also had a substantial amount of thick syrupy oil drained from them. If I'm not mistaken, the cause of the "normal" oil passing is due to the rings on the piston in the air compressor allowing oil to slip past during the compressors unloaded cycle. If I remember correctly this was the reason Mack began using the Wabco air compressors in place of the Bendix compressor circa 2002-2003.

I used to really like The Twilight Zone and the Alfred Hitchcock show. Merry Christmas everybody!

Why, thank you, thank you kindly. Mostly it's just an amorphous bunch of things I've seen, read, or heard recently. This one here I actually wrote out a screen play for so I wouldn't get confused.

No sir, but I'll keep the possibility of a career change in mind, just in case. I came up with this idea about halfway through the planning stage for Episode 2. As I was planning that one out I said to myself, "What I really need is a story that is a tiumph of the human spirit.". That's what I came up with.