rhasler

ID Tag Location.pdf It should show a diagram on this tag as well as either "Front" or "Rear"

If the draglink is adjustable (as in the case of the later RD chassis) replacing the draglink, or even just the worn end, requires readjustment of the draglink. This needs to be done so that it does not cause the steering gear to be out of the center of it's travel. If the gear is not centered it has a natural tendency to try to return to normal (it's high spot), which in operation can cause the perception of a pull in the steering as well as tire wear. On non-adjustable draglinks this is not a problem due to the fact that they are manufactured to a controlled length. I have to agree with HK that an ounce of prevention is better than a pound of cure.

Try searchiing the Bendix Document Library for BW1231 (wall chart) and BW5057 (air brake handbook). You might also check Haldex/Midlands document library as well.

Too true fjh. I've actually seen compressor wheels on AC engines blow the cover off of the air cleaner housing and turbine wheels knock holes in the steel exhaust pipes. If it can put holes in steel pipe it can easily embed itself in aluminum and plastic.

Emission certification for State of California operation. AKA a "fifty state" engine

These are common on garbage trucks. They seem to work quite well but are pretty heavy. joe's mack has posted about them before: http://www.bigmacktrucks.com/index.php?showtopic=13196&st=0&p=52000&fromsearch=1entry52000

Far be it from me to say something derogatory, inflammatory, or otherwise upsetting to the sensibilities of certain people, but the jackass would be driving the truck, not powering it.

I don't exactly understand what the were telling you the EGR system would do to the radiator. If the EGR cooler cracks internally it will cause problems with the cooling system that will result in a breakdown, and eventually, will cause major engine damage in much the same way that a hole in the oil pan will cause problems with the lubrication system and eventually will cause the crank to seize. I don't know that there currently is major problem with cracked EGR coolers on these engines, but there have been some issues in the past. However, if you cannot afford any breakdowns this is not the engine to be looking at purchasing, especially on the scale that you talk about. The ASET AC engine is a highway spec. engine that was not designed for use in off road/vocational situations. The CCRS engine was the export engine during production of the ASET engine lineup for a reason. You will have to weigh the benefits and costs of these engines against what you pay for them as well as what it will take to keep them running in a situation they were not designed for before coming to a decision on them. I am curious as to what Mack Trucks says about taking these truck to Africa. They built the trucks, I would assume they would have the information to tell you whether or not they would be safe to use there.

The engine is compatible with low sulfur diesel fuel. My concern would be parts availability in Africa. Until the introduction of the MP sseries engine, the official Mack Export engine was the E-tech CCRS engine.

I think Paul Vsn Scott and jaysm35a2 were working on restoring one that was pulled out of the bush.

That makes it an alternate fuel vehicle, probably qualifies for all sorts of government assistance, tax breaks, etc. I found a couple of pictures of the new cabovers support vehicles too. Here's the dedicated tow vehicle and here's the dedicated refueler

I think you mean BOP (ox powered)

Looks like it was spec'd out with the extra severe duty front axle arrangement! Do you know what the displacement on the "engine" is?

Were the engine brakes rebuilt at the same time that the engine was rebuilt? Make sure the Front brake assembly was installed on the front head and that the Rear brake assembly was installed on the rear head (there is an id tag on the housings that says which housing is which). Make sure the valve and brake adjustments were set correctly as well. I think your engine should have the alternate exhaust lash setting. Were you losing turbos before the rebuild or did that start after the engine was rebuilt? Regarding the turbo failures: Clean any oil that has accumulated in the inlet manifold and the charge air cooler. Clean all turbocharger failure debris from the air cleaner and inlet air ducts. Clean all debris from the exhaust manifold (and EGR cooler if applicable). Inspect and clean the turbocharger oil supply line and oil drain tube. Replace the turbocharger mounting flange gasket, oil drain tube gasket(s) or O-ring (as applicable) and the turbocharger mounting studs and nuts. Change the engine oil and filters. Pre-lube the replacement turbocharger. Additionally you need to make sure the correct turbo is being installed and that it is the current revision level. The turbos make look the same but they are different.

Were you in my house?

The truck was built 7.16.85 Original engine was E6-350 4VH Oringinal Transmission was RTX12609A Original Differentials were CRDPC92/93 4.64 ratio

The MP10 turbo is bigger than the MP7 and MP8 turbo. I think the 7 and 8 may be the same model.

Now that using your noggin!

Try going to the post. At the bottom of the text window, next to reply, there should be a button that says delete. Nope, that won't work, sorry OD

Mack Trucks is currently liquidating several cabs from it's warehouses at discounted prices. If any of you are looking for a new cab for DM, MR, or CH chassis I would suggest you check with a dealership and see if any of them will fit your truck(s) and what kind of pricing you can get on them.

Were you specing them with both the interaxle power divider and the interwheel power divider? The new CR50/51 differentials have an air lock out for the interwheel power divider, much like the vendor differentials. I've heard that option was pretty high, but I'm not sure about the base cost on the differentials.

There are four different versions of the I-Shift. They weigh between 597-610 lbs.

The parts list shows two air tank part numbers which are supposed to be interchangeable. Both are labeled as steel. Part numbers for the tanks are 22QE41212 and 22QE31053P2. They are described as being 22 inch diameter tanks with 8250 cu in capacity. I haven't been able to find an aluminum version of that tank.

It is most likely the cause.

The M136 fault code is ABS sensor 4 (right rear axle wheel speed sensor) erratic reading from sensor, the M142 fault code is road speed sensor (in the transmission output bearing cover) open circuit.