1962 B-673ST Mack working restoration:

RZucker said:

That's pretty good for a turbo 92, must be a pretty good tuning job.

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Thanks. The injector settings are right on the book numbers. Still has a bit of governor "hunting" for about 30 seconds upon cold start, but does smooth out and runs pretty even. Really turns over fast with two group 29 batteries installed.

Appreciate the help.

Got the rt. headlamp burning but the metal bowl is rotted out. Lt.headlamp does not light as one of the spade lugs is corroded off. Now have intermittent dash lamps but the dimmer switch is bad and it only works in a couple places. I'll probably go around it allowing full brightness. Blower motor functions on about medium speed but the blower motor switch is frozen in place. Radiator is bad and coolant level is low enough the water pump does not appear to be circulating into the heater core. A water control valve could be present and closed also but haven't got that far yet. AGC fuseholder is a mess from rodents. The turn signals and 4 ways work if the fuseholder for these is jumpered as one of the legs is corroded off. The right power window works when power is directly applied to it's wires but not through the switch. Didn't get far enough to ascertain if switch is defective but certainly could be.

At least its yard duty only.
My yard horse that I picked up last spring. It's been out on the road quite a few times though.
This was ditty bopping back to the shop with a customer trailer.

r

RZucker said:

At least its yard duty only.
My yard horse that I picked up last spring. It's been out on the road quite a few times though. View attachment 205578
This was ditty bopping back to the shop with a customer trailer.View attachment 205579

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rz. if you happen on to one i need a good hood for an s2200 corn popper 88 yr.mod

Yup this one will most likely never see open road again. Too far gone. After pressure washing the chassis I found the rear spring shackle on the LF spring pack just about busted through from fatigue. Virtually no insolators remain intact. Several hydraulic hoses either leak or seep. The outer jacket on almose all hoses is dilapidated exposing the steel braid.

None of this is major in itself but in sum......

petepilot said:

r

rz. if you happen on to one i need a good hood for an s2200 corn popper 88 yr.mod

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Will let you know if I do. Got a pic to refresh my memory?

1693TA said:

Yup this one will most likely never see open road again. Too far gone. After pressure washing the chassis I found the rear spring shackle on the LF spring pack just about busted through from fatigue. Virtually no insolators remain intact. Several hydraulic hoses either leak or seep. The outer jacket on almose all hoses is dilapidated exposing the steel braid.

None of this is major in itself but in sum......

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Lucky for me, mine is all nylon on the air side. I did replace all the power steering hoses and heater hoses that were looking kind of ugly. The last thing I need is a problem with the DOT on I-90 picking up a set of trailers after the wrecker towed away the tractor.

Yup. Newer trucks went with the much less expensive nylon lines. I could easily convert most of these over but they still function as is. If I had intention of working this truck off the property I'd be spending a lot to get it to what I'd consider road worthy. Mice wreaked havoc on the air and electrical above the windshields so don't have much of that repaired, but rather capped to stop leaks. No air horn, wipers, ect. which are routed up there. Amazingly the electric city horn still works.....

Only real reason I like the truck is it is short and turns very sharp. Not the easiest thing to enter and exit, but visibility is good once seated. It has an RT-9509 trans and 4 spring rears that are "IH" branded. Don't know rear ratio but pretty low as it was used for a lowboy tractor and 4.11 or lower I'd assume. It doesn't move very fast, but does pull my junk around easily.

Ultimately I may break it down for parts as I have an old LeRoi compressor that was powered with a 4-71 and the engine is locked up. I guess the engine leaked oil faster than it burned it and the prior owner didn't keep up? However the compressor is in good condition so this engine may go to power that unless I run across another 4-71 some day; but those aren't too common any longer.

1693TA said:

unless I run across another 4-71 some day; but those aren't too common any longer.

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Shame is I know where there is a almost new 4-71 that has been just sitting in a heated shop/store room for close to 15 years. I know it ran back in 2015 as it was one of the last things I did just for kicks before I retired!

It was originally a two valve head 4-71 in a NorthWest Crane. compnay had a project they needed a small diesel to run a jaw crushers. So Norm and I were let loose with this one. Rebuilt with a four valve head and N-65 injectors converted to all spin on filters and installed one of those old time Detroit Diesel emergency shut down systems. As the crane application had a Rockford clutch already it was an easy unit to make into a POT engine to run the crusher.

As it turned out the project only lasted for a few months that year and engine was stuck in the back of store room and then moved to another shop a few years latter. Probably 10 years ago a guy tried to buy it to run a saw mill but they wanted too much money so there it sets. Talked to a guy just a couple weeks ago and it is still there but they stole the battery off it to put in a drill rig that was working at the quarry.

Sad thing is someday someone is going to stick it outside and then into a scrap trailer, I know how that company thinks. If you want it it is worth a million dollars but if they decide they need the floor space out it goes!

I replaced a lot of 4-71 generator set installations with John Deere 4.5ltr turbo diesel powered Kohler gensets. Not a much more reliable engine than a two stroke Detroit on generator duty IMO. Just can't get parts like in days gone by. Sure wish I'd have been able to keep one or two. Unfortunately they were returned to depot and used for parts to keep others still in service operational till all were replaced, or spare quantities built up. They were backup sets in the national airspace so quite important. Never did work on the two valve variety; all "N" series heads and injectors. This "92" in the truck is the only one of those I've worked on. Ran a lot of them as maintenance routines, but never worked on one. When I retired there was several 92's still going in the system as they were not being replaced on that contract.

Same thing happened with the Continental, Hercules, White, Studebaker/Onan, Caterpillar, IH, and several other names/sets until replaced in the Kohler contract to bring all under current builds. Many sets had nothing wrong with them other than ready parts availability being problematic.

Now they have trained monkeys to do the maintenance work; all they have to know is how to call the problem in so a subcontractor can be dispatched to make any repairs.

I saved this one from a replacement project back in July of 06. I had maintained this set for 16 years myself so was quite familiar with it. Here we are rolling it out the ventilation shutters onto my skid steer trailer:





I swapped out the 12V-71N with an 8V-71N onto the 400kw generator installing an SAE #1 flywheel housing and 15" flywheel onto the 12V-71.

Purchased this truck to install it into but haven't got around to it yet:



Another project for down the road.....

I got my hands on nearly the identical engine in 2002 to install in the front end of a Terex TS-24 LoadRunner. All I got was the engine (no generator and the skid was torched off right behind the rear mounts) IIRC it was rated at 625HP as a standby.
Had to change the flywheel housing and oil cooler (Terex had a trans cooler too, the double square box) We derated it to 500HP and near as I know its still moving dirt. There was a lot more to it but we had the parts from the original engine to swap on to it.

I'm thinking that is the same rating this one carried. N-90 injectors and slightly retarded timing in comparison to the 525hp rated industrial rated series. T18A40 turbochargers. The flywheel housing swapped right over from the 8V-71 to this one. I can't remember if it was an SAE #0, or SAE #00 but it was large, cast iron, and damned heavy. So heavy to handle I purchased the line up studs for sliding it onto the rear of the engine to keep from damaging anything. I kept everything else original including the cartridge type oil filters. I'd convert to spin on filters but haven't located the adapter yet. The flywheel housing on the engine now is aluminum.

1693TA said:

I'd convert to spin on filters but haven't located the adapter yet. The flywheel housing on the engine now is aluminum.

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Well Donaldson does still list them for the oil filters:
https://shop.donaldson.com/store/en-us/product/P174779/17562

A few other numbers that come up for those adapters:
GM 25010854
Luberfiner A340
Fram K3390
Baldwin OB1303

Quick check online and they are available but not cheap! $80 to $90+ each!

Ran all my fine threaded bolts and fasteners through a thread chasing operation this morning. About a hundred bolts and all but two are reusable with a couple needing replaced due to thread damage, (corrosion). I actually have two 5/8X18tpi bolts 2.75" in length that are victims of overzealous use of an impact wrench and are "bent" as the head oscillates around a circle when it's run into a nut or die.

Closely looking at some of the load bearing flat washers I think I'll replace them along with the split lockwashers. These have obviously been off the truck a time or two prior to my ownership so going with new as will be any nylock nuts. In the blast cabinet I've had four split lockwashers broken into chunks so definitely fatigued.

Getting ready to run into the truck parts store as wanting all new studs and nuts to retain the rear axle(s) into the hubs, and need hardener for the Mack red they will be in the next few days.

I’ve seen so many lock washers spread of late everything now gets a lock nut or some form of loctite. Even the grade 8 stuff is suspect. if it absolutely has to have a lock washer I’ll source the hardware from Cat.

I agree but this is old hardware and assume original to the truck, (1962). I did order 100 5/8-18 nylocks this afternoon along with grade 8 SAE 5/8 washers. Most of the fasteners are grade 5 but there are some that are grade 8. Not enough cost difference to worry about. I won't reuse the split lock washers but rather the SAE washers on both sides of the bearing surfaces as they clamp the aluminum brake spiders to the steel axle flanges. I wanted to order the bolts too but forgot and left the bad ones on the bench at the shop so didn't know the correct length. I'll get that tomorrow as everything will ship on Monday anyways.

All replacement bolts are ordered. Was shocked at the cost of replacements so I found the original studs which retain the axle flanges to the hubs. About 1/2 of them had come out with the nylock nuts attached and clamped those in a vise, heated the nuts and slowly spun them off with a cordless impact. Not wanting to damage them as they are $3.12ea and there are a total of 32. I then ran both ends through a thread chaser die so they will be good as new once they come out of the blaster tomorrow.

Hopefully get some paint and assembly done before the holiday as I'm traveling this year.

Been taxing on my remaining memory cells as it's been 10 years now since that truck was torn into.