The ISX was introduced in 1998. The push tubes for the 855 are twice as long as the V8-504 or the 555 and they wouldn't fit in the followers or through the holes in the heads. The 855 is still alive and well in off road applications. Get a pre 2007 engine on the dyno and you still see fire out the stack. 23 years at Cummins on this end, plus the jobs prior the where I am now and 3 generations of Cat, Cummins and DD mechanics in the family. I just like to mess around with old MV's!
Talk about over fueling, I seen a guy take the 855 Cummins Big Cam injector push rods and used the as push rods for the valves on a Cummins 555 V-8. I heard stories about fire from the exhaust and thought they were just truckers tales. After that guy did that, I knew then that fire from the exhaust stack was no fairy tale. While the truck was running down the road, it was actually throwing fire out of the exhaust. It was like watching a piles of leaves burn, just lit ashes being thrown out.
Today the EPA has killed off all of the Cummins motors that we grew up with, Gone is the old 855 engine known as the Big Cam or NTC or N14 Cummins. Also gone is the L10 also known as the M11. I don't think we will ever see a V-8 diesel used again for commercial class 8 civillian trucks here in America again. The replacement Cummins for the 855 engine is a dual overhead cam motor called the ISX introduced back in 2001.
Cat had 2 V-8 engines also, the 3208 which was great for marine applications, but junky for truck applications. Then the 3408 was a good motor, but too expensive to repair. The last manufacturer to have a diesel V-8 was in the early 90's which was Detriot Diesel which those were 2 stroke. The last detriot V-8 made was the Silver 92 series. I myself worked on alot of the V-8 71 series 2 stroke engine, the Detriot Silver 92 did alot of screamin and went no where fast
V-8 diesel engines were the in thing back in the early and mid 70's as they orginally did have more power than a straight six from that time period. But as the 6 cylinder inline diesel engines got more and more powerful, the V-8 started to disappear. Mack actually had thier own V-8 in both turbo and naturally aspirated versions, many of us may remember them mainly in those Superliners which weren't so super.
I remember there were 2 models of Cummins V-8 engines for trucks bak in the day, there was the 903 which many of us so lovingly called the nine o nothing which believ it or not the military still uses that engine today, but has long since disappeared from commercial use in civillian trucks. The next smaller Cummins V-8 was the 555 cubic inch which was nick named the triple nickle which could be naturally aspirated and turbo charged.
I want a ten ton, id put a different transmition in it though, so i could keep up with the 5 tons, you should do a driving video, i want that truck bad.
Mack built all of the earlier models in Allentown. In the mid '60s when Vietnam heated up & about the same time the R model Mack was coming out, Consolidated Diesel Electric (also in PA) assembled a good number of 10 tons. By '69 Mack was again building them. The CDE built 10 tons have plain flat trunnion caps on the camel backs while the Mack built versions have Mack script on them. The dash data plates also tell the manufacturer and year.
Seeing the video where you show the differential steering brake lever hanging down on the LH side of the steering column brings back memories of some pain I went through when I first started working on those old girls...I jumped up into the cab one time and banged my right knee hard on that lever....though I'd never shake that on off!
Also the V-300 785Ci V-8 Cummins was also offered in a turbo charged version known as the VT370M.
Made 375hp & 1150tq. but the max revs are reduced to 2,800rpm which the cruising rpm was would also be reduced by that same 200rpm.
It can be used interchangeably with the V-300.
Also the Leroi Gas engined trucks had 9.02 Gears, i f was to build a "parade/Show" tractor i swap the axles around or simply re-power the M125 10 ton cargo with the V-300 or VT370M diesels.
The Axle shafts are higher than the spindles, they drive through Bevel Gears fixed to the top of the kingpins which have a Bevel gear at the lower end that in turn drive the hub. They give more clearance to the axle housing, They are a Mack design from WWII.
This higher set axle is whatr cause the need for the Custom built oil pan, the 10.11 gears is why it need to turn 3,000rpm. what i ment by drive through king pin design.
These things were tough to shift for novice operators. Many never mastered the art and just bang shifted them without the clutch. I had to bring one back off the road that the main shift lever broken at the lower end.......more later....
@RXBA3U5 bang shifted broken gear shift lever....my buddy and I pulled the tunnel cover, no easy task with all the levers sticking up, the RH seat and then the main lever tower. Thankfully the broken lower lever section was still in the shift gate. Since the shift gate was intact I asked my buddy if he thought he could manipulate the gate with large screw drivers so we could get the truck back in before dark. He said yup, so we threw all the parts on the deck I got behind the wheel......
@RXBA3U5 bang shifted broken lever: my buddy eased it into 2nd gear & I got it moving & on the road. I nodded & hit the clutch & Roger got it into 3rd - it was working OK, no oil coming up thru the gate opening so I hitch the clutch & he eased it into 4th, then the oil did start to fly as rpm & speed increased. I idled it down, drove the remaining 3-4 miles like that. We got to our hilltop compound, I stopped and we pulled in the main gate in 2nd gear, all the way to the motor pool area.
The M123A1C were all Mack except for the engine. They were developed in the mid-50s to replace the old M26 of WWII fame as a tank transporter. Originally equiped with a LeRoi V-8 gas engine, the Cummins V-765 was installed in '64. Engineer outfits had the lion's share of them where they did the heavy hauling, normally under a 25 ton low-boy trailer but we had a 50 ton lowboy that allowed us to move the MCA-LOC yellow Cat D9 crawlers. That really made the old girls grunt..........
5 or 6 years ago I saw a 10 ton being used by a house mover.....to move a brick house! Width restrictions in Illinois prohibit the mounting of the outside dual wheels, it still did the job. Sometime later I was able to get up in the cab of that truck and found out how much weight I'd gained in 35 years....there was a clearance problem between my belly and the steering wheel! Anyway, thanks for posting these clips!
were there to protect personell in passing jeeps from the heavy smoke and exhaust noise these old girls produced when lugging hard. The last one I drove was in 1971 at Ft Hood, it had just gotten the pump upgrade, made a world of difference in steering. A week later we went to the field and a novice operator with no 10 ton experience over-revved that Cummins V-765 and bent 2 push rods. It went to 3rd shop and I never saw it again......
This brings back memories from 40 years ago. My unit in Vietnam had a fleet of these 10 tons. I worked both under the hood and occasionally behind the wheel. We'd load up dead Clark 290 scrapers on them, the scraper wheels on the ground tagging along behind. Awsome beasts that would move mountains. Yours has the steering pump upgrade but the dual exhaust indicates it lacks the later exhaust brake modification that enabled easier gear shifting. The baffles in the ehaust pipes ends.......
@RXBA3U5- I was wondering "what the hell is he talking about, 'baffles'". I went back and looked again, and I see now. Only the passenger side pipe has one, it's missing off the drivers side. Makes you wonder why they didn't put stacks on her instead. Those baffles can't help all that much; you'd still get a face full of smoke and soot when she passed you. Damn cool truck though. I wish he had gotten a shot from further back, so you could see it better.
We used our 123 only for parades and the exhaust blast was a problem. SOLUTION = Go to any hardware store and buy an aluminum rainspout 90 degree pipe. Attach with large screw type radiator clamp. Aim it down. On or off in seconds.
The best reason stacks weren't fitted originallywas becaue of shipping restrictions...when they were shipped overseas in a cargo hold they had to occupy the least possible space and be driveable...the windshield folded flat to the hood, canvas top was off. The winch was the tallest part, protruding above the cab back wall lip. The winch cable leveler block may have been off to shorten it even father.......I'll post more about exhaust stacks later.....
@RXBA3U5 I was in the 815th Engineer Battalion back in 69 and 70. Originally posted to the Pleiku and Kontum area in Vietnam we moved way down south to Bao Loc on highway QL 20 to rebuild it. A landclearing outfit was down there close to us, I think the 62nd Engr Bn. All of their 10 tons had black markings, and homebrewed vertical exhaust stacks behind the winch. Our 10 ton drivers thought that was neat so they started gathering parts and put them on our trucks.....more to follow....
@RXBA3U5 Exhaust stacks....this was late in 1970....our welders did a lot of the work...the first one had the mufflers removed: straight pipes back then stacks straight up abut 5 ft tall. God that thing was loud! The others had the mufflers left in place and were quieter.....all of this was against regulations but was tolerated at that late point in the war
Mike---I actually sold it four years ago-- but it has been living here till buyer has completely paid for it. Today it has only 448 miles on it !!! Had 220 when I got it out of the DRMO. Stored indoors since 1980s.
I have a 123 that crawls out of the barn about every 5 years too. I drain the tanks and fuel filters then let it burn out what is in the lines. New fuel and two hot 12v batteries and it ALWAYS starts. A great old truck. I have the 65 ton Traxporter tank trailer for it too. Just like to hear it run !!!
I thought that letting air get into a diesels fuel lines was a bad thing, and you'd have to re-prime them afterwards? I just read that the other day. I remember it said that it wasn't a problem with old Detroits, because they recircled fuel back into the tank or something, but it specifically mentioned Cummins as being a pain to re-prime. Am I wrong, or do you just figure it's worth the effort every 5 years?
Hi 96---I havent done it in about 4 years but there is a procedure outlined in one of the TM-9s that tells how to do it. PLUS lengthly cranking the first time.
@HURSTSSAMX- What do you mean by "Truck as drive threw king pin design"? Is that supposed to mean "it was designed as a drive-through kingpin" or something? What does that mean? Are you talking about the steering, or is that something inside the engine, or what? Sounds interesting to me!
The front axle is ALL gear driven from the input to the tires. There's a ring and pinion with diff., then axle shafts out to the "tower housings" that function as king pins. Each "tower" has a set of bevel gears to transfer power (horizontal then vertical and back to horizontal) from the axle to the wheel hub. This same design was used for Mack's heavy duty off road applications for years. Expensive to make but trouble free.
I talked contacted a Cummins engineer back in '89 when I had a wild hair to scratch build a 1:25 scale model of this beast (I got started but haven't finished it yet, it'll be a retirement project). Anyway the engineer was in on the ground floor during the V765 installation in the 10 tons in '64. He told me the V765 is the granddaddy of the 904 V8. They had to do some creativetive design work to get an oil pan to clear the front axle differential housing.
This comment has received too many negative votesshow
V8 cummins are pieces of shit, but any inline cummins can kick the shit outta most other brands... and now cummins is going to make another V8 cummins for 1/2 ton dodge trucks, its a 5 liter... hope its better than the old V8 cummins =)
Dunno 'bout that. The V8 was a leader back when it was made. They can be overfueled and run the piss out of 'em and they still last. The inline 6 is a very robust engine too. Do your homework buddy. Work on a few and see how they are built.
i have with my neighbors and the V8's never run right idk bout V8 macks but the V8 cummins i have been around dont run right and never have the power they should have... only V8 diesels that work are smaller ones for say a pickup... but thats just my opinion i rly dont kno much about a mack V8 so i wont say if a V8 mack is good or bad
It is duece on steroids.Most of the 2tons,5tons and 10tons all favored each other in that series of trucks.and looked thate same wether you had a AM General Built M-123 or aMack Built same sheetmetal.
Not a 903. It's a V-8 300, naturally asperated. I believe these were made before the 903 and they might be part of the VIN/VIM engines...or maybe those were the small V6 and V8s...I don't remember.
If it had the same displacement as the 903 - a 5-1/2" bore with a 4-3/4" stroke - then it was referred to as the V903. The turbocharged versions came out around 1975 as the VT903 (later VT-350).
Natural-aspiration in an old diesel? Ick. Holy underpowered. But still very cool. I love how loud she is under the hood, and how it gets like silent when you get around behind the truck.
@justforever96 Let me tell you, these old girls were NOT QUIET when working hard. The sound given off by the Cummins V-8 reminds me of a cross between a John Deere 2 cylinder tractor combined with the rump-rump sound the Olds gas V-8s put out at low rpm...I wonder if the 765 shares the same firing order as the Olds V-8 engines? Anyway, the 765 has a real bark when it's under load.
why in the world do you need an extension on the fifth wheel, i thought those was up over height
5roaddog 4 months ago
is that 300 ci? or no?
14polaris14 1 year ago
Depends, who is on the other end? ;-)
m35a2ww 1 year ago
Is that Will Wagner I hear behind the camera, or was h not there that day??
TheMilitarynut 1 year ago
The ISX was introduced in 1998. The push tubes for the 855 are twice as long as the V8-504 or the 555 and they wouldn't fit in the followers or through the holes in the heads. The 855 is still alive and well in off road applications. Get a pre 2007 engine on the dyno and you still see fire out the stack. 23 years at Cummins on this end, plus the jobs prior the where I am now and 3 generations of Cat, Cummins and DD mechanics in the family. I just like to mess around with old MV's!
m35a2ww 1 year ago
Talk about over fueling, I seen a guy take the 855 Cummins Big Cam injector push rods and used the as push rods for the valves on a Cummins 555 V-8. I heard stories about fire from the exhaust and thought they were just truckers tales. After that guy did that, I knew then that fire from the exhaust stack was no fairy tale. While the truck was running down the road, it was actually throwing fire out of the exhaust. It was like watching a piles of leaves burn, just lit ashes being thrown out.
dakman98rt 1 year ago
Today the EPA has killed off all of the Cummins motors that we grew up with, Gone is the old 855 engine known as the Big Cam or NTC or N14 Cummins. Also gone is the L10 also known as the M11. I don't think we will ever see a V-8 diesel used again for commercial class 8 civillian trucks here in America again. The replacement Cummins for the 855 engine is a dual overhead cam motor called the ISX introduced back in 2001.
dakman98rt 1 year ago
Cat had 2 V-8 engines also, the 3208 which was great for marine applications, but junky for truck applications. Then the 3408 was a good motor, but too expensive to repair. The last manufacturer to have a diesel V-8 was in the early 90's which was Detriot Diesel which those were 2 stroke. The last detriot V-8 made was the Silver 92 series. I myself worked on alot of the V-8 71 series 2 stroke engine, the Detriot Silver 92 did alot of screamin and went no where fast
dakman98rt 1 year ago
V-8 diesel engines were the in thing back in the early and mid 70's as they orginally did have more power than a straight six from that time period. But as the 6 cylinder inline diesel engines got more and more powerful, the V-8 started to disappear. Mack actually had thier own V-8 in both turbo and naturally aspirated versions, many of us may remember them mainly in those Superliners which weren't so super.
dakman98rt 1 year ago
I remember there were 2 models of Cummins V-8 engines for trucks bak in the day, there was the 903 which many of us so lovingly called the nine o nothing which believ it or not the military still uses that engine today, but has long since disappeared from commercial use in civillian trucks. The next smaller Cummins V-8 was the 555 cubic inch which was nick named the triple nickle which could be naturally aspirated and turbo charged.
dakman98rt 1 year ago
that's a fkn MACK!
iloveextremesports1 1 year ago
bet thatl pull somthing
bomdigi1 1 year ago
I want a ten ton, id put a different transmition in it though, so i could keep up with the 5 tons, you should do a driving video, i want that truck bad.
NathansBackwoods 2 years ago
would love to have one
04500ss 2 years ago
Mack built all of the earlier models in Allentown. In the mid '60s when Vietnam heated up & about the same time the R model Mack was coming out, Consolidated Diesel Electric (also in PA) assembled a good number of 10 tons. By '69 Mack was again building them. The CDE built 10 tons have plain flat trunnion caps on the camel backs while the Mack built versions have Mack script on them. The dash data plates also tell the manufacturer and year.
RXBA3U5 2 years ago
Seeing the video where you show the differential steering brake lever hanging down on the LH side of the steering column brings back memories of some pain I went through when I first started working on those old girls...I jumped up into the cab one time and banged my right knee hard on that lever....though I'd never shake that on off!
RXBA3U5 2 years ago
Also the V-300 785Ci V-8 Cummins was also offered in a turbo charged version known as the VT370M.
Made 375hp & 1150tq. but the max revs are reduced to 2,800rpm which the cruising rpm was would also be reduced by that same 200rpm.
It can be used interchangeably with the V-300.
Also the Leroi Gas engined trucks had 9.02 Gears, i f was to build a "parade/Show" tractor i swap the axles around or simply re-power the M125 10 ton cargo with the V-300 or VT370M diesels.
Mike
HURSTSSAMX 2 years ago
The Axle shafts are higher than the spindles, they drive through Bevel Gears fixed to the top of the kingpins which have a Bevel gear at the lower end that in turn drive the hub. They give more clearance to the axle housing, They are a Mack design from WWII.
This higher set axle is whatr cause the need for the Custom built oil pan, the 10.11 gears is why it need to turn 3,000rpm. what i ment by drive through king pin design.
Mike
HURSTSSAMX 2 years ago
Comment removed
HURSTSSAMX 2 years ago
These things were tough to shift for novice operators. Many never mastered the art and just bang shifted them without the clutch. I had to bring one back off the road that the main shift lever broken at the lower end.......more later....
RXBA3U5 2 years ago
@RXBA3U5 bang shifted broken gear shift lever....my buddy and I pulled the tunnel cover, no easy task with all the levers sticking up, the RH seat and then the main lever tower. Thankfully the broken lower lever section was still in the shift gate. Since the shift gate was intact I asked my buddy if he thought he could manipulate the gate with large screw drivers so we could get the truck back in before dark. He said yup, so we threw all the parts on the deck I got behind the wheel......
RXBA3U5 2 years ago
@RXBA3U5 bang shifted broken lever: my buddy eased it into 2nd gear & I got it moving & on the road. I nodded & hit the clutch & Roger got it into 3rd - it was working OK, no oil coming up thru the gate opening so I hitch the clutch & he eased it into 4th, then the oil did start to fly as rpm & speed increased. I idled it down, drove the remaining 3-4 miles like that. We got to our hilltop compound, I stopped and we pulled in the main gate in 2nd gear, all the way to the motor pool area.
RXBA3U5 2 years ago
can't kill a mack
Truckaholic123 2 years ago
The M123A1C were all Mack except for the engine. They were developed in the mid-50s to replace the old M26 of WWII fame as a tank transporter. Originally equiped with a LeRoi V-8 gas engine, the Cummins V-765 was installed in '64. Engineer outfits had the lion's share of them where they did the heavy hauling, normally under a 25 ton low-boy trailer but we had a 50 ton lowboy that allowed us to move the MCA-LOC yellow Cat D9 crawlers. That really made the old girls grunt..........
RXBA3U5 2 years ago
5 or 6 years ago I saw a 10 ton being used by a house mover.....to move a brick house! Width restrictions in Illinois prohibit the mounting of the outside dual wheels, it still did the job. Sometime later I was able to get up in the cab of that truck and found out how much weight I'd gained in 35 years....there was a clearance problem between my belly and the steering wheel! Anyway, thanks for posting these clips!
RXBA3U5 2 years ago
were there to protect personell in passing jeeps from the heavy smoke and exhaust noise these old girls produced when lugging hard. The last one I drove was in 1971 at Ft Hood, it had just gotten the pump upgrade, made a world of difference in steering. A week later we went to the field and a novice operator with no 10 ton experience over-revved that Cummins V-765 and bent 2 push rods. It went to 3rd shop and I never saw it again......
RXBA3U5 2 years ago
This brings back memories from 40 years ago. My unit in Vietnam had a fleet of these 10 tons. I worked both under the hood and occasionally behind the wheel. We'd load up dead Clark 290 scrapers on them, the scraper wheels on the ground tagging along behind. Awsome beasts that would move mountains. Yours has the steering pump upgrade but the dual exhaust indicates it lacks the later exhaust brake modification that enabled easier gear shifting. The baffles in the ehaust pipes ends.......
RXBA3U5 2 years ago
@RXBA3U5- I was wondering "what the hell is he talking about, 'baffles'". I went back and looked again, and I see now. Only the passenger side pipe has one, it's missing off the drivers side. Makes you wonder why they didn't put stacks on her instead. Those baffles can't help all that much; you'd still get a face full of smoke and soot when she passed you. Damn cool truck though. I wish he had gotten a shot from further back, so you could see it better.
justforever96 2 years ago
We used our 123 only for parades and the exhaust blast was a problem. SOLUTION = Go to any hardware store and buy an aluminum rainspout 90 degree pipe. Attach with large screw type radiator clamp. Aim it down. On or off in seconds.
JimfromOH 2 years ago
The best reason stacks weren't fitted originallywas becaue of shipping restrictions...when they were shipped overseas in a cargo hold they had to occupy the least possible space and be driveable...the windshield folded flat to the hood, canvas top was off. The winch was the tallest part, protruding above the cab back wall lip. The winch cable leveler block may have been off to shorten it even father.......I'll post more about exhaust stacks later.....
RXBA3U5 2 years ago
@RXBA3U5 I was in the 815th Engineer Battalion back in 69 and 70. Originally posted to the Pleiku and Kontum area in Vietnam we moved way down south to Bao Loc on highway QL 20 to rebuild it. A landclearing outfit was down there close to us, I think the 62nd Engr Bn. All of their 10 tons had black markings, and homebrewed vertical exhaust stacks behind the winch. Our 10 ton drivers thought that was neat so they started gathering parts and put them on our trucks.....more to follow....
RXBA3U5 2 years ago
@RXBA3U5 Exhaust stacks....this was late in 1970....our welders did a lot of the work...the first one had the mufflers removed: straight pipes back then stacks straight up abut 5 ft tall. God that thing was loud! The others had the mufflers left in place and were quieter.....all of this was against regulations but was tolerated at that late point in the war
RXBA3U5 2 years ago
militar truck?
acuarofilio 2 years ago
you wanna sell that M123 jim ?
Mike
HURSTSSAMX 2 years ago
Mike---I actually sold it four years ago-- but it has been living here till buyer has completely paid for it. Today it has only 448 miles on it !!! Had 220 when I got it out of the DRMO. Stored indoors since 1980s.
JimfromOH 2 years ago
I have a 123 that crawls out of the barn about every 5 years too. I drain the tanks and fuel filters then let it burn out what is in the lines. New fuel and two hot 12v batteries and it ALWAYS starts. A great old truck. I have the 65 ton Traxporter tank trailer for it too. Just like to hear it run !!!
JimfromOH 2 years ago
I thought that letting air get into a diesels fuel lines was a bad thing, and you'd have to re-prime them afterwards? I just read that the other day. I remember it said that it wasn't a problem with old Detroits, because they recircled fuel back into the tank or something, but it specifically mentioned Cummins as being a pain to re-prime. Am I wrong, or do you just figure it's worth the effort every 5 years?
justforever96 2 years ago
Hi 96---I havent done it in about 4 years but there is a procedure outlined in one of the TM-9s that tells how to do it. PLUS lengthly cranking the first time.
JimfromOH 2 years ago
6x4?
carmenlee87 2 years ago
@carmenlee87- No, not 6x4, it's 6x6. According to Wikipedia, anyway. =P
justforever96 2 years ago
Those old Army trucks all look same
generationll 2 years ago
Its a V-300 Cummins diesel. 300hp@3,000Rpm's. it was custom built for that truck to replace the Leroi V-8 Gasser that once powered it.
The V-300 is a modified version of the V-210 marine motor. . .
300HP n 915TQ.
Truck as drive threw king pin design , cause the need for a customized oil pan to clear it.
Truck tops out at 43.9mph@3,000Rpm.
2 stick direct drive Mack compound transmission, with intergrated Transfer case., and 65K-LB rear ends with 10.11 gears. . .
AMX
HURSTSSAMX 2 years ago
@HURSTSSAMX- What do you mean by "Truck as drive threw king pin design"? Is that supposed to mean "it was designed as a drive-through kingpin" or something? What does that mean? Are you talking about the steering, or is that something inside the engine, or what? Sounds interesting to me!
justforever96 2 years ago
The front axle is ALL gear driven from the input to the tires. There's a ring and pinion with diff., then axle shafts out to the "tower housings" that function as king pins. Each "tower" has a set of bevel gears to transfer power (horizontal then vertical and back to horizontal) from the axle to the wheel hub. This same design was used for Mack's heavy duty off road applications for years. Expensive to make but trouble free.
RXBA3U5 2 years ago
I talked contacted a Cummins engineer back in '89 when I had a wild hair to scratch build a 1:25 scale model of this beast (I got started but haven't finished it yet, it'll be a retirement project). Anyway the engineer was in on the ground floor during the V765 installation in the 10 tons in '64. He told me the V765 is the granddaddy of the 904 V8. They had to do some creativetive design work to get an oil pan to clear the front axle differential housing.
RXBA3U5 2 years ago
@RXBA3U5 Correction......that should read 903 V8.....
RXBA3U5 2 years ago
@RXBA3U5 a good ol 9 0 nothing
ford762 2 years ago
Comment removed
HURSTSSAMX 2 years ago
Never cared for the V903 Cummins but the triple nickel (555) Cummins was great for forklifts and yard equipment.
spencnaz 2 years ago
This comment has received too many negative votes show
V8 cummins are pieces of shit, but any inline cummins can kick the shit outta most other brands... and now cummins is going to make another V8 cummins for 1/2 ton dodge trucks, its a 5 liter... hope its better than the old V8 cummins =)
itzenboy 3 years ago
Dunno 'bout that. The V8 was a leader back when it was made. They can be overfueled and run the piss out of 'em and they still last. The inline 6 is a very robust engine too. Do your homework buddy. Work on a few and see how they are built.
m35a2ww 3 years ago 8
i have with my neighbors and the V8's never run right idk bout V8 macks but the V8 cummins i have been around dont run right and never have the power they should have... only V8 diesels that work are smaller ones for say a pickup... but thats just my opinion i rly dont kno much about a mack V8 so i wont say if a V8 mack is good or bad
itzenboy 3 years ago
@itzenboy Thats what my father always told me.The diesel V8s are no match against the inline 6s when it comes to durability.
thissitesucks74 1 year ago
that looks simaler to a duece and a half
Rattacool 3 years ago
It is duece on steroids.Most of the 2tons,5tons and 10tons all favored each other in that series of trucks.and looked thate same wether you had a AM General Built M-123 or aMack Built same sheetmetal.
oldschoolbbass 2 years ago
The national guard still use these trucks.
5687678 3 years ago
or it might b the 555 cummins V8 they were bit smaller
AussieDusty 3 years ago
why doesnt cummins build V8's anymore? Not efficent as Inline sixs or what?
Xx69roadrunnerxX 3 years ago
More expensive to repair, and heavier, as trucks go. Not as much torque. That matters more than hp when towing heavy.
The V8s that are still being built, are typically used in gen sets, boats and locomotives.
bigstretch100 3 years ago
Although - Cummins does plan to build not only a new 5.6L V-8 for Dodge Ram 1500s, 2500s, etc., but also it may compliment the V-8 with the 4.2L V-6.
ClassicTVMan81 2 years ago
They stopped that, 4 months ago
orbitofdoom16 2 years ago
they just never die
FordsSuck95 3 years ago 2
would that be a cummins 903 series v8
roadwolf2 3 years ago
Not a 903. It's a V-8 300, naturally asperated. I believe these were made before the 903 and they might be part of the VIN/VIM engines...or maybe those were the small V6 and V8s...I don't remember.
m35a2ww 3 years ago
If it had the same displacement as the 903 - a 5-1/2" bore with a 4-3/4" stroke - then it was referred to as the V903. The turbocharged versions came out around 1975 as the VT903 (later VT-350).
ClassicTVFan82 3 years ago
Natural-aspiration in an old diesel? Ick. Holy underpowered. But still very cool. I love how loud she is under the hood, and how it gets like silent when you get around behind the truck.
justforever96 2 years ago
@justforever96 Let me tell you, these old girls were NOT QUIET when working hard. The sound given off by the Cummins V-8 reminds me of a cross between a John Deere 2 cylinder tractor combined with the rump-rump sound the Olds gas V-8s put out at low rpm...I wonder if the 765 shares the same firing order as the Olds V-8 engines? Anyway, the 765 has a real bark when it's under load.
RXBA3U5 2 years ago
It's smokey because it's diesel...
DieselTruckin 3 years ago
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pwarren1010 3 years ago
being a Mack has little do to do with it. Diesels smoke when cold and when overfueled....
DieselTruckin 3 years ago
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pwarren1010 3 years ago
@pwarren1010- It says right there that this is a Cummins engine, not a Mack. You're just being a hater.
justforever96 2 years ago
@ justforever96 Yeah your right.Ididnt pay much attention to the title. My duh.But I do like Mack and I like the smoke
pwarren1010 2 years ago
Nope, do your homework, it isn't a Mack
m35a2ww 3 years ago