rhasler

We had a company here that does some type of compressed air service work. They are/were based out of Canada, so they ran Western Stars. These trucks had Cummins V903s which were used as an air compressor deck mounted behind the cab of the trcuk. It was driven by a transfer case with a huge coil of tubing attached to it to deliver the air. The coils were probably at least 15 feet in diameter and stood a good distance over the top of the cab. The company's shop was situated on a busy road where new traffic lights had been installed recently. One day, coming back from my lunch break, the other recently installed traffic lights just down the road were out. A little further up the road one of these trucks is sitting off to the side of the road with a traffic light and assorted power lines trailing behind it. Apparently the coil had something hanging off of it that caught the traffic light and the rest came with it, the driver only went about half a block or so with the light dragging behind him, but it sure left a mess.

Here are a few more From his report the new Customer Center is very nice. He also said the assembly plant was something to behold, with no room for error. It must be pretty amazing to see a quantity of trucks on display with this kind of quality.

I got these from someone who was in Allentown last week, some nice pictures of some old trucks. The first two are for Mike, who was asking about pogo sticks in another post. I have some more that I will try to post later on as well.

The reason it quits leaking is because it is plumbed into the pressure protection valve, whose duty it is to prevent a leak in the systems plumbed into it from leaking off all of the chassis air supply. You probably just need to replace it.

Has anyone heard how the 2011 MEGR Internationals are faring? There was quite a bit of rhetoric about the non-SCR approach International chose but I haven't heard anything else about it in a while.

On a few rare occaisions I have seen RD with double frame rails break about midpoint of the cab (both sides), but the truck had been badly abused. You might have broken bolts at the right rear motor mount bracket where it mounts to the frame rail. If I remember correctly the rear spring hangers, cab mount, and motor mount brackets share mounting bolts. As Mike said before, comparing measurements on both sides may help you find the problem.

If I had to guess, I would say the "green" that Waste Management is most concerned with is the kind that's on the dollar bill. By using CNG they are not only reducing fuel costs, but they are also staying away from the SCR emission equipment. I don't know for sure how the 2010 emission equipment would fare in refuse applications. In the mid 90's a natural gas filling station was opened here. At the time I believe the cost per gallon was somewhere around 69 cents.

It's an ISL G. Here is a link to the product brochure: http://www.macktrucks.com/assets/MackMarketing/Brochures/TerraProNaturalGas.pdf

Mack and Woodward converted the E7 (designated as an E7G) to run on compressed natural gas several years ago. I believe the current offering is a Cummins Westport engine running CNG, but I'm not sure of what engine was used as the base. As far as I know the CNG engines are only available in MR and LE chassis, so I would guess that it is intended only for refuse and municiple use.

Also saw some of Mark's competition

I saw a few trucks this morning, nothing really spectacular. I did talk to a couple of transport drivers that were getting ready to leave with some new Freightliners. They had a couple of Cascadias, some business class trucks, and a vocational model or two. I also saw these: A couple of Waste Management trucks A Peterbilt rig up truck A Swift truck that WASN'T involved in some kind of accident (as of the time I took the picture)

I passed by the UPS Freight terminal this morning and they have a few Overnite trailers and one International tractor parked there, didn't look anywhere near as nice as the B.

Here's a neat picture I found online at http://www.archive.org/details/WalterLMcNabbBModelMackandFriend. It was taken/made by Walter Mcnabb.

There's that, but I think the extended warranty pricing is cheaper for the 13 speed. Due to less use of the air shift on the 13 speed there is less wear and tear to the internals of the transmission.

Mack Trucks Annual Report from 1936 Here is an annual report to shareholders from 1936 that I found while skulking around. I joined two separate pages of truck pictures together, but otherwise it is as I found it. Author rhasler Category Antique & Classic Mack Info Submitted 10/23/2010 03:40 AM

Once saw a truck drive across the state after having an M100 steering gear "rebuilt" someplace. He was complaining that the truck wouldn't steer one way. When they assmebled the gear they didn't time the parts correctly, at steer ahead the pitman arm was toggled backwards about 150 deg. If the splines are damaged don't try to scrape by, it's not worth the liability involved. Remanufactured steering gears are fairly affordable and should be readily available through Straight Line (http://www.straightlinesteering.com/) or Mascot Truck Parts (http://www.arvinmeritor.com/products/aftermarket/northamerica/mascot/default.aspx)

It looks like the pitman arm came off of the sector shaft on your steering gear. It appears to be an R.H. Sheppard gear, so check their website for specifics on reinstalling. I would imgine that you will need to remove the gear from the frame rail and locate the timing marks on the gear and on the pitman arm in order to get everything back in time. http://www.rhsheppard.com/home.htm

You're missing a number after the "P" in your front axle number. It should be stamped in 1/2" high characters right next to the number cast into the beam.

It sounds like you probably have 95/96 series differentials. They used to be available down to 5.22 ratios but the parts may not be available. Changing to the lighter differentials will require different housings, etc. Check on the front right side of the housings for a CRD number to determine the model

Agreed. Start checking the supply system and make sure you have full pressure to the valves at the "supply" ports and continue on from there.

The dampner doesn't require specal tools to remove or install. It should be held on to the crankshaft hub with 6 10mm bolts. The dampner slides over the end of the crankshaft hub and has no contact with the front main seal. They can be tough to get off due to rust build up between the hub and dammpner but with a little work usually comes off without too much trouble.

Pretty good, but let's see him try that against Forrest Gump!

Sorry Jeff, I missed the part about the fan in the original post. It might not have been the inital problem but it will only add to the problem. It isn't pretty when they come apart at high speeds, so I would say you did the right thing replacing it. I'm not sure of the cost of a new dampner. I would check all of the items driven by the belts (alternator, A/C compressor) for loose pulleys or mounting brackets and hardware. You can make a visual inspection of the dampner as well. Look for signs of fluid leaking from it, and for cracks, dents, and bulges in the dampner case.

It shows to have a Wabco compressor. There was a cylinder head replacement kit for them (Mack part number 8235-S9119068002). Cylinder head replacement was discontinued due to repeat failures caused by incorrect head installation. Here is a link to the Meritor Wabco technical publication for the cylinder head replacement: http://www.meritorwabco.com/MeritorWABCO_document/tp02122.pdf I'm not sure the kit is still available thru Mack, the Meritor part number will be the same as above but without the 8235 in the part number.