The SD90MAC was introduced in 1995, along with the SD80MAC locomotives.
 The SD90MAC was designed to utilize the new 16-cylinder H-engine, while the SD80MAC was designed to use the 20-cylinder version of the existing 710G engine.
 However, technical problems with the 6,000 horsepower (4,500 kW) engine resulted in the first locomotives being shipped with 4,300 hp (3,210 kW) 16-cylinder 710G engines, making them similar to the SD70MAC's.
 These locomotives were given the informal model designation SD9043MAC by railroads that purchased them with the option to re-engine them with 6,000 hp (4,470 kW) engines when they became available.
 This upgrade program, however, was never taken advantage of by SD90MAC buyers due to reliability issues with the newer engine.
 Over 400 SD90MAC locomotives fitted with the 4,300 hp (3,210 kW) 710 engine were built.

In 1996, Electro-Motive Diesel entered full production on their 6,000 hp (4,470 kW), 16-cylinder H-engine, and all SD90MACs made from then on used that for its prime mover.
Locomotives fitted with this engine are sometimes referred to as SD90MAC-H locomotives.
 Later versions of the SD90MAC-H feature a Phase II cab, with a new nose which offers higher visibility from the cab than the old nose.
 The SD90MAC-H did not prove popular with railroads and less than 70 were built, including Electro-Motive Diesel demonstrator units.
 Since the SD90MAC-H had such a large prime mover, it didn't offer the same operational flexibility as smaller units, limiting its possible customer base to only the largest railroads.
 Also, since the H-engine was a new design it hadn't reached the same level of reliability as EMD's previous engine.
 The low reliability on such a large engine was an especially bad combination since the loss of one engine in a train meant the loss of a larger percentage of pulling power than had a smaller engine failed.
 In the end the SD90MAC-H was only delivered to two railroads, the Union Pacific Railroad and the Canadian Pacific Railway.
 The Canadian Pacific locomotives were part of an earlier order for 710-engine equipped SD90MAC locomotives that was still in production when Electro-Motive Diesel switched over to the H-engine.

Electro-Motive Diesel also tried offering a lower-power version of the SD90MAC with a 12-cylinder engine called the SD89MAC, but none were produced other than the prototype.
The SD90MAC was introduced in 1995, along with the SD80MAC locomotives.  The SD90MAC was designed to utilize the new 16-cylinder H-engine, while the SD80MAC was designed to use the 20-cylinder version of the existing 710G engine.  However, technical problems with the 6,000 horsepower (4,500 kW) engine resulted in the first locomotives being shipped with 4,300 hp (3,210 kW) 16-cylinder 710G engines, making them similar to the SD70MAC's.  These locomotives were given the informal model designation SD9043MAC by railroads that purchased them with the option to re-engine them with 6,000 hp (4,470 kW) engines when they became available.  This upgrade program, however, was never taken advantage of by SD90MAC buyers due to reliability issues with the newer engine.  Over 400 SD90MAC locomotives fitted with the 4,300 hp (3,210 kW) 710 engine were built.
In 1996, Electro-Motive Diesel entered full production on their 6,000 hp (4,470 kW), 16-cylinder H-engine, and all SD90MACs made from then on used that for its prime mover. Locomotives fitted with this engine are sometimes referred to as SD90MAC-H locomotives.  Later versions of the SD90MAC-H feature a Phase II cab, with a new nose which offers higher visibility from the cab than the old nose.  The SD90MAC-H did not prove popular with railroads and less than 70 were built, including Electro-Motive Diesel demonstrator units.  Since the SD90MAC-H had such a large prime mover, it didn't offer the same operational flexibility as smaller units, limiting its possible customer base to only the largest railroads.  Also, since the H-engine was a new design it hadn't reached the same level of reliability as EMD's previous engine.  The low reliability on such a large engine was an especially bad combination since the loss of one engine in a train meant the loss of a larger percentage of pulling power than had a smaller engine failed.  In the end the SD90MAC-H was only delivered to two railroads, the Union Pacific Railroad and the Canadian Pacific Railway.  The Canadian Pacific locomotives were part of an earlier order for 710-engine equipped SD90MAC locomotives that was still in production when Electro-Motive Diesel switched over to the H-engine.
Electro-Motive Diesel also tried offering a lower-power version of the SD90MAC with a 12-cylinder engine called the SD89MAC, but none were produced other than the prototype.
EMD SD90MAC