rhasler

I'd say the reason you only had a lone Mack engine in your class was that the majority of those engines are still out there working today. It's good to see that there is still interest in the mechanical field as a career. As far as specs for your engine are concerned, I think Barry has posted the mechanical fits and limits chart for Mack two valve engine in the Wiki. Try to get your school to buy the Mack service manual, number 5-672SERIES100.1.

The RM should be all wheel drive. I think this is an RD8 chassis.

That doesn't look like too bad of a price for a triple frame truck.

They still do that with some of the imports (South America).

http://www.mediaite.com/online/this-exists-ballsy-flight-attendant-uses-emergency-chute-to-quit-his-job-on-tarmac/ Whether he was right or wrong, this seems like it would have been a helluva good blowout to see in person.

Hey Otherdog, here's a creepy mirror for you. http://www.youtube.com/watch?v=Mj7ps-DDByc

I think (not sure as I'm not a motorhome type of guy, and even if I was, theirs are way out of my price range) traditionally Prevost used Detroit engines. Seems like I saw somewhere when looking for this information that it was Mercedes' decision, not Volvo's, to pull the Detroit out of the Prevost as they did not want their engine being used in a competitors chassis. Volvo probably would have given the Detroit engine the axe anyway for the reasons you stated. I think Mercedes just beat Volvo to the punch on this one.

Don't forget fjh and Mackpro68, I just did some of the leg work.

I don't know if it can be drop shipped to you or not. I would tell your dealer that you know better and then give them the part number you need.

I don't see that any were made. The record skips from DM668 to DM807. Doesn't necessarily mean none were made though.

That VIN still shows that the VECU datafile is setup for an FRO15210C transmission. If you have changed the transmission you need to have the datafile changed as well. I have run into this changing from a 13 speed T313 to a T318 transmission (they have the same end ratios) even though the parameters for the speedometer fault were removed. Also this is an ASET AC engine, and not an Etech CCRS, which has problems all it's own. VECU software is 1MS364 with datafile 1MS365 (step 9B), EECU software is 1MS368A with datafile 1MS5166P13 (step 3A). If the turbo has been changed it should be a 631GC5176(A,B,C,or D)X. The original turbo should have been a 631GC5171. You need to replace the drain tube on the turbo with part number 681GC544 and then have the EECU flashed with 1MS387 software and programmed with a 1MS5183P13 datafile. You will need to contact Mack One Call and have this information changed and set up, you will then need to take it to a dealership and have the modules programmed. Make sure they calibrate the throttle and turbo after programming and enter the EUP cal codes. If you take it back to Beaumont make them do it for free, since they should have checked/changed all of this already!

I think Cummins manufactured some horizontal engines for use in buses and coaches back in the late 70's. I'll check tomorrow and see if I can find the model ID's for them.

Hey OD, try this: 1) Go into the bathroom. 2) Turn out the lights. 3) Run the water. 4) Say "Bloody Mary" 3 times Warning! Results may vary. You may get this: or you may get this:

Hey Dunny, I had a parts man check that number out, it's still a good number and it's available (literally hundreds in Mack's warehouses). He told me probably around $5.00

That's what's getting me too. What if you take the truck back to Beaumont and tell them you still have the problem and see if they have a test VECU for you to try out? If you just dropped 5,000 dollars with them I would think they would be concerned with getting your truck straightened out.

That is a possibility I suppose. Usually the VECU doesn't cause performance problems when it fails so much as it sets fault codes for various items it controls. The VECU is mounted to the panel in front of the passenger seat. The best way to describe its's operation is to think of it as your boss. It tells the other modules on the truck what to do and coordinates their activities, but doesn't have the ability to do their jobs by itself. I can't recall all of the functions it controls, but accelerator pedal control and cruise control are two them. I think torque limit is also one of it's functions.

I have to second the transfer pump question. I know you've installed a new one already, but I have installed new pumps and had the gear on the new pump slip immediately afterwards.

This may sound stupid, but has anyone checked the fuel tank, pickup tube, and cap vents? I've seen tampons, fishing bobbers, and even ham sandwiches floating around in fuel tanks causing the same type of problem. I've also seen bent in fuel tanks restrict flow into the pickup tube as well as fractured pickup tubes.

You should be working with circuits 30 (ignition feed) and 61 (battery feed). I assume you have located the switch connectors in the dash. If you look on the edges of the switch connectors you should see numbers identifying the cavities of the connector. Cavity #4 on both connectors is the power out of the switch. The wires should be identified as 30-B-2.0 for the ignition feed and 61-B-2.0 for the battery feed. I believe these wires each terminate in a single pin connector that is brown, you will probably need to search through the harness to find these connectors. They should be on the right side of the cab somewhere in front of the bracket that holds the power relays. They should have plastic tags identifying them as spare ign. and spare batt. switch connectors and the wires going into them should have the same numbers printed on them as the wires coming out of the switch connectors. Another option would be to remove the terminals from the #4 cavitys of the switch connector, run wire into the cab as needed and crimp new terminals (925AM118) onto the wire which would be inserted into the #4 cavity.

The DM is for dump/mixer application, the cab is offset. The first 8 is the model series. 86 and 88 identify the engine type. Suffix letters are as follows: P-truck, 4 wheel platform T-tractor, 4 wheel platform ST-tractor, 6 wheel S-Truck, 6 or 8 wheel SX-truck, 6 or 8 wheel, on/off road dumper mixer X-truck, 4 wheel dumper FC-fire chassis, FCS-fire chassis, tandem axle Keep in mind that these identifications are no longer in use. The number your girlfriend wrote down should be a DM800GK, indicating it is a DM800 chassis glider kit.

Holy crap! I was thinking of posting the exact same thing, words and all! Well not the "LMAO......Mark" part.

The resistor part number for the RW in this post: http://www.bigmacktrucks.com/index.php?showtopic=15191 is 4379-RD536470 (or at least it used to be). It was built in 1987, so I would imagine it should be the same as yours. I'll try to check on it tomorrow and see if it available or if they're just blowing smoke.

Use the same sequence for an E6 but the final torque is 220 lb ft. Remember to lube the bolt threads, under the bolts head, and the washer with clean oil. You also need to align the heads across the exhaust ports within .005" using a straight edge.

And then there's this Some kind of antique drilling equipment I guess, but it looks more like a torture device. It stands probably 15 to 17 feet tall

Here are a few pictures of some old drilling equipment. Looks to be in pretty rough shape, sitting in front of a city museum.