bubbamobilin

My friend Dan has a 94 CL with an E9 and he might want to give that thing a try. I'll talk to him and see.

That's awsome. Just goes to prove old dogs never die. Kinda sacreligious to repower with a Cat.

I've run with that ol truck before. It's a CAT KILLER!!!

Bobo, I'm not sure which f.a.s.s unit I'm running but I will check it out and get back to you. My E7 is running the f.a.s.s system and my E9 has a Fuel Preporator. I think I would take up Underdog's offer to pay shipping on his unit and try it. He was trying to run it on a E-Tech engine and these engines have a better supply system and I don't think the benfit is as great.

Me and Dan are running Holset 4C turbos. I think they are for a Cummins N-14 444 or 460 hp. I ran a Mack turbo for years that was for a Aussie 610 and I will never run this turbo again. It was a disaster. I think the last four numbers in the Mack part number was 5134 or 5124 I can't remember but my engineer buddy at Hagerstown told me that turbo was a piece of junk. It built good boost, more than the stock turbo, but it made my engine run hot. It could not get rid of the exhaust fast enough. The turbine is too small for the compressor. Water temps and pyro temps went out the roof. I had to baby it everwhere. The Aussie turbos are for low end torque like an EM6 300 with a 6 speed. If you want to build horsepower in an E9 go with a Holset 4C, HT 60 or HT 80 and find you a good injection pump man who can build you a hot pump with a set of injectors to match and you'll be king of the road.

I ran a fuel preporator on an 1989 Superliner with and mechanical E7 400, it made all the difference in the world. The truck never ran well when it was below 1/2 tank of fuel and the primary filter was always half empty when I would change it. It definitly helped with the power and fuel economy. It helped with the power so much I was able to go from a 4:42 ratio to a 4:17 ratio with a T2090 transmission and the engine was able to pull it without modifications. When the fuel preporator went bad I replaced it with a FASS system and we are still running it to this day. I also built a 1990 Superliner with an E9 500 and before I ever put it on the road I installed one on it too. I am still running the E9 500 also. I will never be without one of these systems as long as I'm running trucks with mechanical injection pumps and mechanical supply pumps. I talked to an engineer at the Hagerstown Powertrain Plant and he told me that as long as the electric pump could maintain 1 pound of pressure at the supply pump it was a benefit.

I have a friend that ceramic coated his exhaust manifolds all the way to the turbo. He noticed cooler pyro temps but no noticable increase in boost or horsepower. If anything it is good insurance to do this to help things run cooler.

Ran an E7 in a 1989 Superliner for years and it was turned way up(it would pound the ground). We bought the truck in 1992, overhauled it in 1999, and put a new set of bearing and oil pump in it in 2008 and it still runs great!!

Problem could also be the liner O-rings letting water get into the crankcase. E9 stuff getting harder to find because people like me who are still runnng E9's don't want to get rid of our spare parts. I grateful to have 2 complete E'9s and another half of one to keep my 1990 Superliner going.

If I remember right a T2070 has a high gear ration of .60 and a 12 speed has a .78 so if you are running a set of low geared rears a 12 speed will slow your top end speed down.

Talk to Rocky Miller @ Double Eagle. I have a 60" Double Eagle on my Superliner with a Windjammer top. It has the dual recessed corners to accomadate the Mack exhaust system. He should know what to do. I bought my sleeper from him back in late '99 or early '00. If you don't want the recess corners the only other option is to run the exhaust up the back of the sleeper like a CH or CL. Yuck!!!!!!!

I run my E9 everyday hauling 80k across the mountains of western NC and east TN. I put about 30k a year on her and she's running fine. Just overhauled it last year and it had about 550k miles on it. Before the overhaul she was blowing head gaskets and breaking head bolts but never any bottom end trouble. Since the overhaul she has not missed a lick. The guy who did my pump, injector and turbo says I'm in the 700 hp range with it. All I know is that the boys with those 550 yellow motors can't keep up.

Best damn engine Mack ever built was the E-9. They do weigh alot and cost more to work on than a six cylinder, but you have 2 more cylinders and 2 more heads but the power they generate makes it well worth any extra cost. I think the first year you could get one was 1982. A 16 liter engine in 1982. Just goes to show Mack has always been ahead of their time. Not only do they make tremendous horsepower but the get very decent fuel economy. I have a 1990 Superliner with a E-9 and pull flatbeds and lowboys always grossing 80000 plus, and I average 5.52mpg. Not too shabbey if you you ask me. And there are not many trucks on the road that can run with it, except other E-9's.

I live in SC but I do notice when I go to GA you never see any tri-axles. I was told, and read in the other replys that GA does no recognize a tri-axle configuration. Therefore a lift axle is just additonal empty weight that you do not need.

Thanks for the response. Sorry it's taken me so long to respond. I have no idea what a glove box is worth and I don't like putting a price on another man's stuff. Tell me what you need for them and we'll go from there. Thanks!

I have a new turbo still in the box for a 865 or 866 V8(not sure if they ran the same turbo). If you are interested I will get you the part# and you can see if it will work on your engine.

How does this work?! I've got an E9 that failed the emissions test last year in NJ(haven't been back since). Puff limiter has long since been removed. Is there anything I can do to make this rompin stompin V8 pass emissions without cutting the fuel or power?

I'm sure the camelback weighs more than an airride, but if you are going to be doing any offroading or truck pulling I would recomend the camelback. We have both airride and camelbacks and do offroad and hiway hauling. The camelbacks do better in the dirt. If you decide to go with an airride make sure you install a differential lock. This seams to help them a little.

Not all V8's had 2 steering boxes. RW613's had single boxes, RW713's had dual steering boxes (V8 or 6). I have never changed a 6 to a V8 but I hear its a lot of work. You need to find a wreck or junk that has all the hardware.

I have a 1990 E9500 with a Dynatard and I think it does an excellent job of braking. If you forget to turn the engine brake switch off when you get out of the truck it will choke it down. It does better than my 1989 E7400 with a Jake Brake. But the power of an engine brake is relevant to the size of the pistons. The bigger they are and the more you got, the better the braking power!

I have a t2090 in an '89 Superliner. The range synchro and clutch pack has been out 3 times. Mack upgraded these parts and the last 1 has lasted almost 4 years and still going strong. Since the last 1 was installed I changed the way I shifted. A Fuller 9 shifts L,1,2,3,4,5 on the low side and 6,7,8,9 on the high side. Shift a Mack 9 L,1,2,3,4 on the low side and 5,6,7,8,9 on the high side. This way the trans is turning slower when you shift from low to high range thus saving the clutch pack and synchro.

I have 2 EM6300's that I would like to put engine brakes on. How hard are these to find? One truck is a '89 and the other is a '90. Both are 4 valve engines. Can you put a Dynatard on these engines or do you have to use a Jake Brake? Does anyone have any on an old out of service engine that they would be willing to sell? Thanks!

Thanks for the replys. I am in South Carolina. If anyone can come up with 2 good ones that are not busted up, contact me by e-mail and we can work out some arrangements for payment and shipping. My e-mail address is bubba@randolphtransportation.com. Thanks!