Rob

Thanks for the input as I have zero experience in this. I was concerned a lot with swing clearance and don't know if trailers are built to be hauled specifically by a particular setup or are generic in nature. This R612 was purchased and setup new to haul a folding neck lowboy trailer which is all it did. The 5th wheel is mounted to "I" beam that is clamped to the top of the trucks frame rails raising it up. The 5th wheel is also fixed with ramps built up to the back of the platter. I'm assuming that it's commonplace to need to crank landing gear either up or down to pull a trailer with varying pulling units, (tractors). Don't mean to sound naive but I've always repaired these things, never actually worked them. Rob

Hey guys, I don't know much about this so I'll ask here: My R612 has a 52" level 5th wheel height with a 39" frame height from the floor. It sits on 11RX24.5 tires. Most of my other truck/tractors are on 10.00RX20, or 11RX22.5 tires. This of course relates to a different 5th wheel height on the other trucks that I've not measured but it seems to be about 48" in height. Does this limit me in any way on my search for a single drop, low profile trailer? I don't want anything running up, or downhill going down the road. Thanks, Rob

The wind is out of the east recently and I thought I smelled rotting crops. Now I suspect differently. Rob

But I still don't understand...... Rob

Hi Corey, Nice family, and truck there. Your priorities are straight which is such an "off beaten" path these days it seems with young people. Glad you enjoy the hobby and you are like I was in several ways, young family with it's needs prioritized first, strong interest in trucks and trucking with never having employment in this arena. Suppose I could be considered "brand loyal" also as I have a "few" Mack trucks. Certainly refreshing to hear of other people sharing their generosity in support of this hobby. Hope to see you post more often. Rob

Yes, I had noticed your abscence but had no inclination as to why. I too despise the monopoly the phone companies, (like the oil companies) have become. I have argued successfully with the telephone company for credit in the form of a free month of service for the lost service/inconvienience suffered. Glad to see you back. Rob

I liked "Taste the blood of Dracula" with Peter Cushing in the lead. I still remember those red eyeballs.

Took Bob over to the Bloomington, IL AMTRAK station and he is on his way with a plan to check up on this truck Monday morning. It wouldn't even start after sitting overnight and being cold. 2005 330 series Pete. C7 Cat engine, six speed Allison automatic, on Pete "Low Air" suspension. Rob

Damn, my backside shares in your pain also. Rob

Yeah and you ain't gonna believe this but I spent a large portion of today coming to the rescue of another Mack loving Pete driver/walker!! This is NO SHIT TOO!!! The Pete is actually at the dealership in Bloomington, IL flat on it's ass, (nothing out of the ordinary here) and the driver whom is from Texas, is overnighting at my house. I'm taking him back to Bloomington tomorrow morning to get home by other means until the "clunker" can be looked at, (and scrap plans laid) on Monday. Now I hate to laugh at someone when they're down, (being the caring, compassionate individual I am) and although exercising great restraint, I couldn't. But, he really should have known better. Ya know, and this just proves it, "You can't win with one of them things". Rob

I've never been able to justify a diesel powered light truck. I've heard the argument many times of the increased economy, durability, and other benefits of owning a diesel powered light truck. While this very well may true if the truck consistently pulls in excess of 10,000 pounds, I just can't reconcile the extra cost of initial acquisition, twice the oil content and filters with no extension of drain interval, the vibration, noise, and smell that are there no matter how it's sliced. When I purchased the "Trusty, yet crusty" Dodge, the upcharge for the Cummins diesel was just over $4800.00 above the V10 upgrade purchased. I understand it is more than that now. However, I've put over 210,000 miles on the clock and the truck still sports everything original except tires, brakes, front end parts, rear end clutch plates and fluids. I did replace the radiator also. This truck has had 20,000# plus on an 8300# gooseneck trailer many more times than I can count at a greater distance than 250 miles from home. In the spare times it pulls my 9000# skid steer around on it's heavy little trailer. To this day the truck neither leaks or uses any fluids other than gasoline, (and it likes that). Every Dodge I've had through the shop with the approximate same number of miles as mine, has had mostly the same things replaced, so my belief is cemented further. While it is true that I get about 10mpg empty with no trailer attached, and about 4.5 with the above mentioned loading, I'm not certain I've spent in gasoline costs the difference of the diesel engine with it's higher maintenance costs figured in. I consistently use Valvoline 10W-30 oil, and Carquest "Blue" filters that are made by Wix. Always have. The oil has been changed at 5000 mile drain intervals and remains relatively clear on the dipstick. The transmission and rear axle is drained every 24,000 miles, or bi-annually. Most light trucks with a diesel are on either their 2nd, or third clutch assemby, or transmission. I didn't purchase the truck because it was popular, in vogue, or just plain cool. It was purchased to work and this it has done admirably. Actually still looks pretty good too although repainted after a couple of deer hits. Rob

My advice would be to stay very, very close to home. Rob

Hi Tony, I used Energy Suspension parts for years in the shop. Good stuff. I asked but they had nothing I could use as far as the torque links. I'm going to pull the bar off later this afternoon and have new ends pressed in on Monday. All the ATRO parts are on the shelf local. Thanks, Rob

Left side frame rail, either just under the rear of the cab, or behind depending on truck. I have B models with the circuit breaker mounting panel facing into the dash, and out towards the passenger compartment. Can't answer which is correct but would assume facing out. Rob

I've always named my trucks. "Fred" is my IH R-190 crane truck. "Oscar" was my IH S-160. "Hannibal" was my first rollback truck. "Mutt" was my first Mack carrier. "Herbie" was the M43 tank retriever, (used for righting rollovers). "The 51" is Momma's A-40H, "Snuff", (short nosed ugly fucker) is the B-67ST, "Puss" is the 78 RL755LST, (Cat engine). "Riff Raff" is the 74 RL797LST, and "Tugger" is the R612ST. The yellow B61 is just "Yella Dog" and the other B61 is "Agitation". Finally, the 1977 R795. This truck I plan to call "Instigator", or "Half Breed" due to the Detroit engine and Fuller transmission. My mowing tractor's name is "Hercules", the Allis-Chalmers mower is "Alice", the 57 B61 is "Snoopy" as it is white with black fenders. My "trusty, yet crusty" Dodge even has a name, simply, "The Black". I really don't have any problems remembering the names. Seems I have to justify my existence around here often and the trucks are spoken of/about regularly in one form or another. Rob

I installed the unloader kit this evening after cleaning up the seats, bores, and cylinder head. All is working perfectly after adjusting the governor for cutout pressure right at 120psi. When the engine is shut down the primary side of the air system bleeds down quickly and the secondary side stops at about 65 psi. I expect there is a check valve on the wet tank, and possibly the secondary tank that is bad from setting so long. The compressor cuts in and out as it should however. Rob

Both Grover, and Hadley have been OEM suppliers for big trucks for years. Always available at most truck stores or ebay, craigslist, etc. Rob

38,000# suspension. I suspect someone has changed something as the drive axles appear to be two piece using the acorn style cap on the driven ends. The axel ratio will be stamped into the flat pad area just to the left side of the driveshaft yoke usually at the top rt. side of this pad. Rob

Curiosity got the best of me so I took the unloader cap off the top of the compressor. Both unloader pistons were stuck in their respective bores but pulled easily with a slight twist and tug with vise grip pliers. The sealing rings on both pistons were cracked/brittle and carboned up badly. I'll clean everything up and install new the new parts in a bit. Rob

Picked up the unloader kit last evening. Not much to it really, just a couple of pistons, rings, and gaskets. The instructions look like they have been copied from a copy, from a copy, several times...... I'll get it installed within the next couple of days and see how it works. Rob

Should be stamped just to the right of the plug you fill, and check the oil level at. The is the rear rear axle. The stamping will be fairly large, about 1/2 inch tall. Rob

The rear suspension under that truck are 40,000# plus rated with the acorn caps and two piece axle shafts. Rob

Probably where the term "Bulletproof" originated from. Rob

The trans numbers are hand stamped into the case just behind, or below the TRT72 stamping. The rear axle serial numbers and specification number is stamped into the rear rear axle bowl, (not the drop in) just to the right of centerline and should start with SWDXXX, (SWD is a 34,000# rating suspension). Rob

237 Maxidyne series engine. Rob