Rob

Though I'm not certain as have never looked into it, I think this truck was built in April, 1980. Some of engine parts have "79" cast into them, some "80", and some are dated on the castings and parts. One of the casting dates on an aluminum engine part is 3/27/80. I have a lot of paperwork from the truck since new and have known the family longer than that as went to high school with one of the relatives. Little tidbit of nothingness: They kept this truck around a lot longer than desired, (fortunate for me) citing the disaster some of their new 2004, and 2005 Mack trucks turned out to be. More than one occasion this old R model was sent out with a trailer to bring one of those back to the shop. I was told this one was kept around because it always started and did what was asked of it. "That" is not heresay, but rather straight from the owner's mouth as told to me.

I have seen one that was somewhat copper colored but it was a rebuilt engine and didn't pay too much attention to it thinking owner/rebuilder preference.

My old 285 was gold and had a two stick six speed behind it. The truck was a 1977 R-686 series. This one is a 1980 and the only one I've seen in this color. Don't actually know if I've seen a 300 "Maxidyne" myself that was gold. A buddy had one and it was light blue and rust.

The E6-350, (two valve engine) in my B-61 is a 1982 year model and is "robin egg blue".

I do not and assume it is original to the engine. There is no sloppiness to it, nor overspray on anything. It is dull and without gloss. The cylinder heads are gray "ReMack", and were replaced at the same time the engine was out of frame majored 42K miles ago. It is not however standard Mack red color that is faded.

I prefer red as it's mine: No hood scoop yet but it's coming.

Hi Brian. Shoot me a picture and price and such over PM. I get down to southern IN fairly often and could pick it up sometime. I'll want to stick with a steel bumper for this truck as it has the breast plate but could use an OEM aluminum for one of my other RL-700 trucks. Thanks,

I'd like to put a good, clean, and straight bumper on my 1980 R-612ST. Painted is fine and really don't mind going new as the truck is going back to work in the spring. If none used available, whom is a good supplier for new that isn't exorbitant on freight costs? Thanks, Rob

Was dragging out my RL-755LST yesterday while warm and caught a glance of the right front wheel and noticed a crack under one of the lug nuts. Don't know for sure but think the wheel is Alcoa and I'd like to replace it. Wanting one not gouged up as it will be polished. If no luck with a replacement I'll repair this one but a replacement would be simpler and quicker. Thanks, Rob

My B-673 has that inoperable switch and was built in 1962. Don't remember if it has the hinge covers or not. The remainders of the switches have "Yankee" imprinted into them.

Any kind of "cold enrichment" type solenoid or transmitters in the system? If it's a consistent time before the symptom reveals it's appearance, the problem is usually something related to input sampling. Does the symptom show only after initial start and is gone till the next engine start several hours later, or if the engine is shut right off, will the symptom reappear again after restart?

The ladder is/can be hydraulic optioned and swings up and clear. Friend of mine designed that right here in Peoria. It works well.

Not very common then in the early years. My 1976 TS-442 manual does not make mention of the ETAZ673A, or/nor B series, but I do have a supplement for the engine dated 1979 given to me by the St. Louis Mack dealer whom alluded the engine was new for that time? The same manual makes mention of the ENDT-676, but the same series from 1975 does not? My 300+, (ETAZ673A) is a 1980 model and original to the chassis.

Price Drop and it's now more affordable. Better get it while it's hot: https://www.ebay.com/itm/1982-BLACK-AFRICAN-AMERICAN-BOOK-ZINE-MACK-B-MORANT-PRIVATE-VINTAGE-CULTURE-Art/233129245532?hash=item364795fb5c:g:jWQAAOSwBqZb2PT1

Hard to say Joe. Back in those days "just in time" inventory wasn't the way everything was done with no stocking of parts so the engine could have been built and stored till a larger bulk shipment was sent to Mack Trucks for assembly, or the series truck was in line to be built? I've seen lot's of engines with casting dates one or two years prior to the actual installation into a chassis knowing the chassis from new. It was also fairly common to have a truck built in one year and titled as the following year much the same as they've done cars. They "used" to title trucks according to the year in which they sold, not built, as we've seen this in several iterations over the years.

I have books with that transmission listed but have never seen one in person. It is basically a TRDL-107 with something slightly different giving only seven forward speeds. Looking in the parts breakdown for that trans, there is nothing listed that differs from the TRDL-107, or TRDL-1070. It appears all parts are interchangeable from the diagrams I have. It is possible something is not used in the seven speed variant however or the gearsets are arranged different on the shafts?

But they have to be looked over as part of the "pretrip" every day. They run dry and don't last very well at all from a leak.....

The ENDT-676 came out in 1976 IIRC for either the 1976 model year, or 1977 model year. Mack dealer brought a new one out to where I was working and I asked him if it ran hotter than the 237 engine as I thought it had an additional radiator. Nobody laughed as they thought the same thing till it was explained to us. The original ENDT-675 engines were 906 foot pounds torque and the ENDT-676 was a whopping 1080 foot pounds!! Both produced maximum torque right at 1200 rpm. Both engines were a significant step up in power from the T673C, and 673E series. It seems the END673E series engine was about 540 foot pounds at 1400rpm, and the T673C engine was 700 foot pounds at 1500rpm. Used to put a lot of duplex, and quadraplex transmissions replacing the TR-107 five speeds and recalibrate the governors as the driver's just didn't like the Maxidyne power layout. Was expensive on transmission maintenance behind those engines but I wasn't involved with the actual rebuilding, just replacing. I'd swap a trans and tack together the driveshaft, then pull it sending it into the driveline shop for finish work and balancing. The 200, and 300 series transmissions are after I finished working on trucks so have known hardly anything about them. Completely forgot the other conversion that was popular was a Fuller RT, or RTO-9509B with the "F" style top cover dependent upon axle ratio and tire size. This allowed placement of the shift handle further forward in the case. A small nine speed nowadays, but worked well in that application.

I know I have a sliding 5th from a 79 Cruiseliner. I took it free from the cutoff last spring. Don't know anything about the 5th wheel itself but the slider tracks are bad from rust. It is currently buried on my scrap trailer but I need to unload the trailer until prices rebound a bit. The guy was using it till he junked the truck but I don't know about the sliding part. I'll get it off the trailer and give a look to ascertain if it's worth working with. I get to Lititz, PA every now and then for Gerhart's Mack Meet and will probably be there in October with my current water truck which may not be the same then.

I've always kinda thought Mack dropped the ball on that one when in the design stage. The Maxidyne concept was more for the flat and off road scenario's I've always felt but why wouldn't human nature push it into other arenas? With the early ENDT-675 engines barely breaking into the 900 foot pounds of torque, the gearing step from forth to fifth gear, (direct) was far too coarse. Running into the bottom of a hill flat out and waiting so long to downshift really put the engine at a disadvantage in my opinion. Now city traffic, or vocational use they were great and performed well. Driver's liked dump trucking and P&D operations in cities as there was a lot less shifting involved but as stated into the hills, they lost favor fairly quickly. I like a triplex myself if not a Fuller due to the percentage ratio between the gearing. Quadraplex is nice for slow speed and probably the best for dump truck type work. Hard to beat an 18 speed Fuller nowadays however. JMO

Hi Joe, yes I would like to have it for my 80 R-612 which has a 300+ engine. I'll PM you an email address to keep the spammers from loading me up. Thanks, Rob

A 67 series, most likely, yes. However, it could also be a triplex, or quadraplex too as a duplex wasn't the only option.

I think she'd be a lot more attractive if she's learn to keep her effn mouth shut till she knew what to talk about, and what's a waste of time. Long term she'll probably be one of those that rides the hills and valleys ultimately throwing in the towel frustrated as nuthin moves fast enough; or is caught up in some unsavory activity becoming the media's next circus act. She already has the start on the circus act part.

I'll have to see if any I have still work. Haven't been turned on since 2005 when exiting the hauling market.

I rely pretty heavily upon PAI for a lot of things but my local representative is a big help too calling me when he knows someone with an older Mack has something for sale. I've never had a problem with quality issues from their parts either.