AZB755V8

Late to the party, but two things, are you considering the cable or electronic HT 750? If electronic why not a 4000 series, has 7 speeds with two overdrives and have the best of both worlds? If the old cable shift HT750 is what will work I get why.

That Gray B with the twin turbo 864 maybe the truck that I was talking about for sale years ago and was yellow back then if I remember right. Yes that twin turbo V8 may have been factory installed just in another truck first. Then transplanted like the one I got. The 866 was factory installed in a R model before it was installed in my B-755. Originally a V8 truck just had the normal 864 at birth. No slam here, just happy to see one exist, factory or not!! Rare, Rare to see an 864 running let alone a twin turbo, Great looking B!! By the way if anyone wants a set of those 864 turbos in good shape for spares or to use let me know $500 plus the ride. Got base and pedestal to throw in too. Looking at the photo, that owner must keep a close look at the stacks with TWIN smoke mirrors. Maybe one stack is different from the other. LOL!!

If you want one now you better get it now. There are less and less of them in decent shape. The last new E9 powered Mack in the US was sold over 20 years ago in 1998. Time is not on your side here plus some other issues: There are some real fans of the E9 on here and I am one of them. The thing these days is parts are not as easy to get and pricey. A set of main bearings is over $700, a single piston kit is $600. The other huge thing is most Mack shops have not worked on an E9 for years let alone have a Tech that has or can. If you can do or know of a good guy that can work on it could be a option for great pulling power. OH, they are DEAD to Volvo, no support. That said the engine makes great power is sort of economical and best is ALL mechanical. It can pull just about anything at the 500HP rating. It can destroy driveshafts, transmissions, clutches and rear ends if hot dogged or have an inexperienced driver especially with pulling that weight. I bought a 94 CL with an E9 several years ago, or what was left, for that reason, everything was tore up except the engine and they were done with repairing it. The engine was fine though, still had crosshatch in the sleeves at 400K miles. These E9's have been known to be tuned up a lot with the inline pump. A turbo, pump and injector work is all it takes. Heat can be a problem if you really push one that is over 700HP. It can be done but you have to baby it for the most part but it will pull like a freight train.

Just observing but did this post to the wrong thread? We are taking about B-7X Mack's here not Pete's? Is this related to a Supercharged HNRS in a B-77 Mack? By the way this engine is my second favorite behind an E9, so much so I got one in a 53 LTL. No disrespect.

Thanks, The polished stuff would not have look as good on a silver engine that it started out as. 866 V-8's where silver in the early 70's and that is what I started with. Gold color was on the 865's All it takes is time here and there, files, sandpaper, polish and a BLACK hands from aluminum grit and polish. It did not happen over night but over a year or two. Man the casting to start with are not good quality, you can see definite differences in color within a valve covers and radiator. Must have been the filler scrap aluminum they melted into the mix when cast.

The truck should have had everything needed to fit the newer 865 into it. The B-615 did have an 864 in it and there were modifications right from Mack to get the V8 to fit when built. It would be hard to fit a V8 into an original NON-V8 B-model because of it. We did nave to modify the pulley in back of the fan to get the 866 to fit in the B-755 to length reasons, it is certainly a tight fit and even tighter in a B-615. Cool truck....But we have to have photos as proof it exist... Photos Brian Photos...

That is the way a puff limiter works best, turned off! The throttle by cable works best for me as well. Not recommending this setup for a truck that sever people drive. The response is like instantiations instead of waiting for something to happen, you do get the black puff though. I do not like an air throttle with puff limiter, the engine is sluggish and does not have the power at first press of the throttle. Disabled puff limiter and only time it is on is for emissions check.

You are right on with the RPM's there is a difference which I did not realize until now. These are the tags of the two different pump engines. Timing is different by 5 degrees as well. I do run the inline pump with a few more degrees timing than tagged and it does run stronger.

Mack did not make a turbo V8 in a B model from the factory that I know of. I did see a 864 twin turbo B model for sale in the Wheels of Time years ago, it was yellow, wonder what happened to it? Think they were asking about $20-25K for it. This is my 1965 B-755 that came with a normally aspirated 864. They were not good engines and forget about parts so when the truck was restored I put in a rebuilt 375HP 866 V8 single turbo that I could get parts for back then. So there are at least 2 B's with Turbo V8's around. I really wanted to put a E9-500 in but the Quadbox still in the truck would not have survived for long. Engine color is right for 1965 V8 but originally a Silver engine.

Easier and cheaper to get a new Jones hood, think they still make them and ship it from the US. You just cut out the opening you need and paint if you don't what it white.

Wheel opening seems to be the same and the flare contour did lineup real close. AUS hoods and cabs sit higher than US models with some differences but wheel openings being very close.

I got a pair of those fiberglass flairs for a Superliner2 a few years ago. Price is right at $300 at time the US and Aus dollar were about the same, high but nice quality and fit. I could not find the molder rubber ones that fit nice. The issue is shipping, UPS quoted about $200 for 13lbs/6kg and I said OK. Got the flairs and UPS can back with dimensional weight calculation and bill correction of $612 for shipping. so my flairs cost me over $900 in the end.

The idle should be 650RPM's for an E9. That said I just adjusted mine a week ago. I had a little issue with idle at 650 at start up and cold. Coming off the interstate and at temp it would be 500-550 and sometimes want to die at a traffic light for a few minute after. Turned the idle up to 725 cold and now 650 at operating temp. The adjustment is the vertical screw, with lock nut under the throttle bellcrank on a inline pump. loose the locknut and turn the screw in contact with the bellcrank an 1/8-1/4 turn up and that will get you 75-150RPM. Retighten the locknut and done. Should be the same for a V-pump but I have to look on another engine to be sure.

Stan's R model was a 300 plus with a 5 speed. I do mean plus, it was worked on a little and with Stan driving he could run with anyone, loaded or empty. Back when I would see him he always hauled heavy and had no power problems with it.

No I did not sat that. The spring hangers are different on the CL & Superliner2/ MH. The difference in position is about 20". The holes are drilled for both hanger locations in the frame. The front springs are different, CL 3.5" wide, RW2/ MH 4" wide.

Same frame for both Superliner 2 & CL even drilled all the same. Only difference was about 4 inches added to the CL for the extended bumper mounts. MH had a very similar frame to the RW613 Superliner 2 as well. All could be ordered with an E9.

Stan is the man that introduced me to Mack B Models back in the early 90's. He had the B Model that I think he has today and a "Green" R Model back then. I lost track of him for years when I mover to Arizona. Found out about his crash that nearly took his life and killed his first beloved CL, E9 with sleeper, that burnt to a crisp, and was "Green". Saw him at Gerhart's in 2013 with a blue Superliner that I presume is "Green" now. Haven't seen him since but hope to one day. Super guy and a true Mack man to the end. Lets see the Lakeside photo...

It got relisted, That is one tiered Dog. I don't throw the towel in at many things but it looks like the fight is out of that Superliner. Only thing maybe worth anything is the engine... maybe. Think it is scrapper bound.

There has been a Superliner for sale at Joseph Eq for some time now, it is white and looks OK. It was Cat powered and does not have an engine.Google them for a phone number and photos on their site

The MH is just a play truck now, not a money maker. The HT754CR has around a 3.8 first gear not a 7.2 or so as in the deep reduction as you are talking about. Torque capacity is basically the same at 1450 ft/lbs for all the HT700 series. That Bandag drag truck had a 2500hp E9 with a HT700 trans and it did OK with no load and just drag racing. The MH should be OK for just bobtailing and an occasional trailer on it. If not the 18 speed will go back in.

Well you are close to being 100% correct. Mack did do 5 Superliner tractors with E9's for the military to move aircraft. Wish I could find one now... The same Mack engineer that did the 5 military E9 Allison's did the Australian Bandag drag truck, he did the 2500hp engine in that truck as well. Super nice guy but as I said has forgotten most of what was done so long ago. I can say that all the parts were custom made by or for Mack but the blue prints have been long gone. He did give me a few pointers and wished me good luck, saying it can be done. It would be great if I could get any of that Allison info from you!!

I have looked into doing an Allison for a 1985 MH with an E9-V8. The big issue is to get the trans to bolt up to the engine. The bellhousing that you have should work as it is a SAE #1 or something of that sort. From what I know most trans have the same housing diameter and flange, but I am no expert. There is a 13/16 inch spacer available to set back the trans. As for flex-plates there are several different ways to get the starter gear and torque converter to bolt up, maybe gear on torque converter. I have no choice but to make a custom steel "flexplate/flywheel" as the E9 is counterbalanced in the flywheel. Still working on that. The rear of the trans does need supported like in the previous illustration and not solid mounted. Trans I am going with is a HT754CR, 5 speed without deep reduction. What is going to make this all work is a cable shifted trans, no electronics. My truck does not have any electronics and the early Allison's were cable shifted before they had the brain. Actual RPM shift points are set in the valve body with spring pressures, that is old school as well and having someone do that setting is hard to find these days. As for help from Mack there really is no one there that could tell you much about older "Mack" trucks as they are focused on new Volvo stuff, just plain forgot or retired. Retrofitting is going to be all on the guy (you) that wants it bad enough to figure it out to make it work. Torque capacity for that HT750 is 1450 ft/lbs but can do that load all day long, is that matched to your engine torque rating? I am just playing with this E9 and will never be fully loaded.

I do like your color selection a lot. Great looking cab body and paint! I did my B in a similar color in 2013 and have nothing but complements on it since. What color is the frame going to be?

OK. Have to dig the steering box out this weekend. I will PM you from here.

I did see the Eaton website on the torque rating for that trans. That seems incredibly high capacity compared to anything else they offer but they would know. I do have 1880 universals back to the first rear then 1810 between Rockwell rears on my Superliner. I don't think mine came that way but was beefed up for heavy pulling. I don't think the 1880 parts are that common or at lease any more. Saw one CL713 with that big of driveline once doing Texas oil field work.