speedy

Great transmission, but for short trips, even a 6 speed will suffice. Gears are great for hills or soft ground. But if you don't have to overcome those conditions, it's overkill. Great thing about a 12 speed is that you get 5 gears in reverse, of course, the six speed gets you that too. The Mack 9 speed is fine too. Do you have experience with shifting transmissions with multiple gears? It's an acquired skill that you may not get fully polished on short trips.

Have you read this thread? : http://www.bigmacktrucks.com/index.php?/topic/16081-cxu-air-assist-clutch/

Well, I guess it sucks for you. Buying and selling in private deals, or even on a dealer's lot is a crap shoot sometimes. Real Estate is especially that way - or used to be....

First one with cash on the dash that's acceptable. Unless somebody is willing to put down a forfeitable deposit (or at least a portion of it) to hold it for a couple days Paypal, Credit Card, Western Union transfer to me....

That's going to look real good with that sleeper. Lots of work, but it's going to be a unique piece, for sure!! I'm looking forward to more pictures.

Sounds like a fuel pump problem. How's the fuel filters? Collapsed fuel line?

It's so odd to see a sleeper on a DM, with the offset cab. Thanks for sharing.

The 427 was a hell of an engine. By comparison, most 460's are a dissapointment, at least, that's been mu experience. But getting the proper software for the hardware won't hurt. (may not help much, either)

Nothing wrong there, his rig has 24 wheels.

The 'Trolly' brake lever (We call it the trailer brake or 'spike'), should NEVER be used as a parking brake. It can work it's way off by vibration of the engine or even simply ease off on it's own. It is not to be relied on for parking - use the buttons on the dash. That being said, it's main use is for braking in slippery conditions, it will help keep a tractor-trailer straight - you can also apply the pedal brake and override it to apply even more braking pressure to the trailer - this takes some experience/practice. It can also be used to back under a low trailer that doesn't have spring brakes, back up to the trailer, connect your air lines, pull the spike to apply the trailer brakes and then drive the truck under while the 5th wheel lifts the trailer.

I'm not sure what the costs would be, but if you have some mechanical inclination and basic tools, it's easily a DIY job.

It's likely that you have a cracked oil cooler. Replace (kinda tough to repair, but it may be possible) it and flush the engine and radiator

A badly out of round tire? Are the wheels unimount or daytons? Could be they are wobbling too. If you suspect balance, maybe rotate the outside tires 1/3 - 1/2 of a turn (or thereabouts) one at a time and test drive in between. Would axle alignment have anything to do with this?

You can add a 'Blixxton' module to it. 3 minute install. Adds power and fuel mileage in most applications. http://www.bigmacktrucks.com/index.php?showtopic=4286

I couldn't tell, was that a load of Sailboat Fuel, or Dispatcher Brains?

The Mack engine is short on displacement, 12 litres, compared to 15 litres for other engines, so your at a 25% disadvantage right off the start.

The North American Market mindset won't embrace cabovers. It's odd because they are far more luxurious and comfortable than the seemingly 'preferred' conventional truck, the Peterbilt. Kenworth has made an attempt, but It's not yet certified for road travel (crash testing, etc) it's for off- road heavy haul.

Our 2001 460 was, pardon the pun, a DOG!! It should have been a very powerful truck, was specced to the hilt. The engine was backed by an 18 speed. But our 400's with 15 speed tranny's (glorified 10, actually) would run circles around it. Had it in to the dealer several times, reprogrammed, dynoed it, tweaked it.... They never did bring it up to satisfaction. Finally sold it off. Gotta be some duds out there. I know of several fleets that have had very good luck with the 460. All of our 427's performed very well, way above the 460 and 400's. Damn near forgot about the one Mack I operate now, it's my profile pic. An MR 688 with a REED 42 Meter concrete boom pump mounted on it. It's a 460, but it suffers with the 9 speed, not enough gears to keep it in the 'sweet spot'. It weighs 80,000 lbs and a 600 RPM drop between gears is too much. A 12 speed mack or a 13 or 18 Mack or Fuller tranny would have suited it much better. But then again it doesn't make it's living running up and down the road. The transmission feeds into the 'Steibel box' (gearbox in-line with the drive shaft that disconnects the driveline and powers the powerful hydraulic pumps to operate the concrete pump. It may 'torque up' once there are more hours on it. Although it is a 2006 truck, it was new, old stock when I bought it in the fall of 2009.

Seems to me that it adds a huge blind spot on each side. How does it stand up to the rigors of a wash-boarded dirt/gravel road?

Whoa!! That's a lot of truck there. What's under the hood right now?

Concord (Concord's Website) is build ing 65M pumps on Mack MR chassis's, with 460 HP. I don't know how well they cool though. It's 125,000 lbs PLUS!! Schwing builds a 61M, Putzmeister a 63M. Pretty much all the others have 52 and 55M booms too. The measurement is from the ground to the tip, with the boom vertical. I run a 36 M and it reaches 118' straight up, and it'll reach 95' from the front bumper....the 65M Concord has double that, 190'. My 36M Schwing weighs 64,000 lbs. Pwered by 285 HP, and a mountain-eating 6 speed.

If you think that's 'cool', you need to be driving a Pete!!

The one with the battery draws power from the battery (unswitched). The other showing the key is live with the ignition switch on, dead with it switched off.

We had a '93 CH 613 with a 400 do that back in '98. It was coming of the highway into town on a downhill off-ramp. So I'm thinking it was an engine overspeed caused by an early downshift. We hooked on to it right away & got it to the yard before the air pressure ran down. Then used another truck's wet kick to dump the end-dump, dropped the trailer, and pulled it out of the way. Had to get a used donor motor out of Texas. The independant mechanic we had do the work said that it was the cleanest engine swap he'd ever done. He was used to working on WAY older stuff...mostly Jimmy diesels - in farm trucks. he was plenty familiar with Mack's, as he had worked for years for an oilfeild trucking company, but this was his first experience with an electronis engine....piece of cake, he said. Took him 3 days...but he was all by himself, I figure, he did damn good. He swapped out the turbo and feul pump, cause we knoew what we had there.

The truck is a sgood as you spec them. Mack has something like 7 or 9 different frame specs to choose from. Needless to say, the one with the best looking price tag isn't going to be the stiffest or strongest. Gone are the days of stopping by the dealership and picking out the one with the engine and transmission you like & going to work with it the next day. No sir, you gotta look at the purpose your using it for and spec it out from the ground up anymore.