Willy
23 17 46 11
QUOTE: F for fourteen hundred horsepower T for twelve hundred horsepower S for six hundred horsepower
QUOTE: Originally posted by edblysard You forgot to add that the E Units rode on 6 axel trucks, with the center axel an idler, or non motored axel. The idea was to distribute the weight of the twin diesels and the assorted equipment evenly. And, under license, Bosie Locomotive is now making a GP15 and GP 20, 1500 hp and 2000 hp. In reality, they are the MK1500D, using EMD diesels instead of the cat. Ed
QUOTE: Originally posted by bigboy4015 QUOTE: Originally posted by edblysard You forgot to add that the E Units rode on 6 axel trucks, with the center axel an idler, or non motored axel. The idea was to distribute the weight of the twin diesels and the assorted equipment evenly. And, under license, Bosie Locomotive is now making a GP15 and GP 20, 1500 hp and 2000 hp. In reality, they are the MK1500D, using EMD diesels instead of the cat. Ed Your shure that the engines in GP15 and 20 are GM´s? I had read that GM12V170B15-T1 (GP 15) and GM16V170B20-T1 (GP20) are GM designations for CATERPILLAR engines!
QUOTE: Originally posted by Dough While we are on the subject, what is "M" in C-30M. I saw ex-UP now HLCX 588 today on a CSX line. Thanks!
QUOTE: Originally posted by M636C Guys, I think I should try to explain the numbers in EMD model codes, as briefly as I can while pointing out that export numbers have a different meaning to USA numbers. Initially, up until the end of the Second World War, the numbers in EMD model codes were basically just sequential (although F units tended to use mainly only odd numbers, F-3, F-5, F-7) With the F-7, companion models were introduced using the same engine (16-567B) and Generator (D12), the roadswitchers GP-7 and SD-7. These were all 1500HP. With the introduction of the 567C engine (a major change in engine design), these units became F-9, GP-9, SD-9 (and possibly by coincidence the passenger unit became E-9).The freight units were now 1750HP, and the E had two 1200HP engines. With the introduction of Turbocharging, the numbers became based on horsepower, but freight cabs had pretty much gone away. So for the blower engine units, we had GP18 and SD18 (1800 HP) but GP20 (2000 HP) and SD24 (2400 HP) for the turbo engine units. These all had 567D engines. Then GE introduced the U25, and the replacement for the GP20, which was initally to be called GP22, (for 2250 HP) became the GP30 which, despite claims by EMD was just to have a bigger number than GE for sales purposes. The next generation introduced the so-called "Spartan" body style, and were the turbo GP35 and SD35 (2500 HP), while the blower units GP28 and SD28 had 1800 HP. So there was a sort of linking to the horsepower, where the model number was ten more than the horsepower (in hundreds). Double engine units, DD35, were also built. The change to the larger bore 645E engine continued the numerical relationship for the turbo engines, or almost so. The 3000HP units became GP40 and SD40, and the twenty cylinder 3600HP units became the SD45. The blower units, now 2000HP, had their numbers increased by ten over their 1800HP predecessors, becoming GP38 and SD38. A new locomotive range, with a twelve cylinder turbocharged engine of 2250HP was introduced giving the GP39 and SD39 (because their power was between that of the 38 and 40 series). These designations carried on through the Dash2 series. Partly through problems experienced with the 20 cylinder engines, a new 645F3 engine was built producing 3500HP, in the GP50 and SD50, later giving 3600HP in the SD50. No blower type 645F engines were made, so the "38" series continued, but a few turbo 12-645F engines powered GP49 models (2800 HP). With the introduction of the longer stroke 710 G engine, the numbers went up again to GP60 and SD60 (3800HP) and GP59 and F59PH(I) (3000HP). Again no new blower engines were built, and the "38" series continued. The next step was increased power from the 710 engine, and we saw the SD70, (4000HP) SD75 (4300HP at 950rpm) and SD80 (5000HP from a 20-710G3B). No further road GP units were introduced. An SD90 using the new four stroke 265H engine was introduced, but has not been fully successful. Right, now you have understood all that, it worked quite differently for export units! EMD had a different system for export units, more like the GE descriptions. The model letters related to body type. A and B meant streamlined carbody units, G was a normal roadswitcher and J meant a double end unit which could be either a carbody unit or a hood with cabs each end. There were other codes, but these were the main types. The number related to the number of cylinders, 8 12 or 16 (although there were some 6 cylinder exports, mainly to Australia) There was often but not always a suffix indicating number of axles, B or C So streamlined cab units in Australia were model A16C, effectively an F9 on SD9 trucks. However, these numbers applied to 567 engines only, and when later engines were introduced, EMD increased the numbers by ten each time, as follows: 567 engines number of cylinders 645E engines number of cylinders plus 10 645F engines number of cylinders plus 20 710G engines number of cylinders plus 30 That's as far as it's gone (so far). There was an obvious problem, that a 6-645 would have the same number as a 16-567 but this was overcome by continuing to use "6" for these units. "T" was added for turbocharged engines So we had, for example G8C was an eight cylinder six axle roadswitcher of 875HP GL18C was an eight cylinder 645 six axle roadswitcher of 1000HP (L=lightweight) GT-18MC was a turbo 12-645E3 six axle roadswitcher of 1500HP (M=modified) GT26C was a turbo 16-645E3 six axle roadswitcher of 3000HP (almost an SD40) JT42 CWR was a turbo 12-710G3B-ES boxcab of 3000HP (W= standard gauge) (R refers to radial trucks) This is the British class 66. If you've followed all that, you must be able to concentrate! I'll try to clear up any confusion in following posts Peter
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