With that old Mack you would think it would have a CJ and/or an SJ Cherokee/Wagoneer on the back.
You only ever see those old-style Dayton-type wheels seen on this Mack on fifth-wheel trailers anymore for some reason, generally carrying a 40′ or 20′ container. A lot of times on the trailers they haven’t been properly alignedwhen they were installed and the wheels wobble.
The Dayton wheel was considered more robust, heavy duty back in the day. Whether they were or not once hub piloted wheels came along and the maintenance benefits were revealed it was game over.
The whole wheel end assembly had to be removed for brake work. Axle removal was first and the lighter rear axles had 12 1/2″ studs with tapered sleeves under each nut. Loosen all nuts but leave them on the studs because now you need large sledge hammer to beat on the end of the axle to loosen the tapered sleeves, don’t hit the studs, or see if the air hammer will jar them loose. 5 or 6 large bolts (that wasn’t easy for one guy to remove) had to be pulled to replace the brake drum. New wheel seal required. Then you had to deal with getting the brake shoes off, the brake shoe anchor pins were often frozen in place requiring heat, sledge hammer or a special C-Clamp press to get them out. Now do this on all six wheel ends as you are doing a complete brake job.
Hub piloted wheel end, almost like working on a car drum brake, only easier. Remove wheels, slip off the drum, pry off one spring and remove brake shoes. Check wheel seal, roll hub and if all feels good throw on new shoes, slip on new drum, install wheels and adjust brakes. You probably did this in way less then 1/2 the time of the Dayton wheel end.
The only weird problem was on some Budd wheel set ups the drums were held in place with three tapered seat slotted 3/8″ screws, those screws were always a bear to get out. A specially modified air chisel punch was the solution. I only ever came across this set up on inter-city coaches.
Yea, I’d rather do a clutch job on a Kenworth ant eater with a 13 speed then a brake job.
Unfortunately mechanics from my generation did not have the wheel end jacks and massive jacks and jack stands to make the work easier on your body.
The plus side of a Cab Over like this Mack was doing a clutch job in a properly equipped shop. Tilt the cab and grab the trans with the overhead hoist.
The one of the dumbest shop design I ever worked in was a Ford truck dealer. This shop was designed(allegedly) by Ford Truck. It was a nice shop deep bays facing each other with an aisle running down between the north side stalls and the south side stalls. The stalls were deep enough that a tractor trailer could easily fit using two stalls, other then blocking the aisle. Every stall has a door so no jockeying trucks around to get a truck in or out.
There was an overhead power chain hoist to service the north bays and one for the south bays. But, the hoist ran on a single beam running perpendicular to the bays, the hoist only moved sideways to the stalls! When you were pulling an engine, transmission or a power divider you had to either use a jack or roll the damn truck!
The other goofy shop was the DOT shop I worked at. Most of the DOT shops did not have stall doors. Enter the shop thru a door, drive down an aisle and angled parking stalls on one or both sides. The aisle doesn’t need to be very wide when you angle park. We had real nice gantry cranes but they did not have a “crabbed” frame to run parallel to the stall. So when you were mounting stuff using the crane in was always get it close then bump a little back, bump a little to the side and keep doing this until you had the item in place. One of our main jobs at our shop was building plow trucks, lots of crane work. Five years in do this I became the shop supervisor, no more angle parking, all angle parking striping removed, the one leaking in-ground pain in the butt angled hoist was removed, floor leveled and wheel end lifts purchased.
I nearly got a new DOT shop, had a beautiful design, out building was going to be bulldozed for light rail line, but, an election, a new administration, suddenly bulldozing a facility that will have to be replaced somewhere for a 500 stall parking lot was not a good idea?
Great picture!
With that old Mack you would think it would have a CJ and/or an SJ Cherokee/Wagoneer on the back.
You only ever see those old-style Dayton-type wheels seen on this Mack on fifth-wheel trailers anymore for some reason, generally carrying a 40′ or 20′ container. A lot of times on the trailers they haven’t been properly alignedwhen they were installed and the wheels wobble.
The Dayton wheel was considered more robust, heavy duty back in the day. Whether they were or not once hub piloted wheels came along and the maintenance benefits were revealed it was game over.
The whole wheel end assembly had to be removed for brake work. Axle removal was first and the lighter rear axles had 12 1/2″ studs with tapered sleeves under each nut. Loosen all nuts but leave them on the studs because now you need large sledge hammer to beat on the end of the axle to loosen the tapered sleeves, don’t hit the studs, or see if the air hammer will jar them loose. 5 or 6 large bolts (that wasn’t easy for one guy to remove) had to be pulled to replace the brake drum. New wheel seal required. Then you had to deal with getting the brake shoes off, the brake shoe anchor pins were often frozen in place requiring heat, sledge hammer or a special C-Clamp press to get them out. Now do this on all six wheel ends as you are doing a complete brake job.
Hub piloted wheel end, almost like working on a car drum brake, only easier. Remove wheels, slip off the drum, pry off one spring and remove brake shoes. Check wheel seal, roll hub and if all feels good throw on new shoes, slip on new drum, install wheels and adjust brakes. You probably did this in way less then 1/2 the time of the Dayton wheel end.
The only weird problem was on some Budd wheel set ups the drums were held in place with three tapered seat slotted 3/8″ screws, those screws were always a bear to get out. A specially modified air chisel punch was the solution. I only ever came across this set up on inter-city coaches.
Yea, I’d rather do a clutch job on a Kenworth ant eater with a 13 speed then a brake job.
Unfortunately mechanics from my generation did not have the wheel end jacks and massive jacks and jack stands to make the work easier on your body.
The plus side of a Cab Over like this Mack was doing a clutch job in a properly equipped shop. Tilt the cab and grab the trans with the overhead hoist.
The one of the dumbest shop design I ever worked in was a Ford truck dealer. This shop was designed(allegedly) by Ford Truck. It was a nice shop deep bays facing each other with an aisle running down between the north side stalls and the south side stalls. The stalls were deep enough that a tractor trailer could easily fit using two stalls, other then blocking the aisle. Every stall has a door so no jockeying trucks around to get a truck in or out.
There was an overhead power chain hoist to service the north bays and one for the south bays. But, the hoist ran on a single beam running perpendicular to the bays, the hoist only moved sideways to the stalls! When you were pulling an engine, transmission or a power divider you had to either use a jack or roll the damn truck!
The other goofy shop was the DOT shop I worked at. Most of the DOT shops did not have stall doors. Enter the shop thru a door, drive down an aisle and angled parking stalls on one or both sides. The aisle doesn’t need to be very wide when you angle park. We had real nice gantry cranes but they did not have a “crabbed” frame to run parallel to the stall. So when you were mounting stuff using the crane in was always get it close then bump a little back, bump a little to the side and keep doing this until you had the item in place. One of our main jobs at our shop was building plow trucks, lots of crane work. Five years in do this I became the shop supervisor, no more angle parking, all angle parking striping removed, the one leaking in-ground pain in the butt angled hoist was removed, floor leveled and wheel end lifts purchased.
I nearly got a new DOT shop, had a beautiful design, out building was going to be bulldozed for light rail line, but, an election, a new administration, suddenly bulldozing a facility that will have to be replaced somewhere for a 500 stall parking lot was not a good idea?
Enjoying your stories here xr7, keep them coming!
FR Mack not something seen much now, is it doing a scrap run?
https://cherokee4me.nl/
Sweet Mack; I miss seeing these on the road. I rode in more than one during my hitchhiking days.