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[M636C]

There were no real problems with the SD80, but the twenty cylinder 710G3 engine only attracted one customer, Conrail, and neither CSX nor NS wanted any more.

The SD90 has had problems with the 265G engine, to the extent that EMD has produced the SD70ACe using the shell that would have been an SD89 had the twelve cylinder 265G engine been used instead of the 16-710G3. It is possible that later changes in emission laws might require EMD to reintroduce the 265G engine, but right now they are not actively trying to sell it.

The overall lack of reliability of 6000HP locomotives from both manufacturers has caused a lack of interest by railroads and I think it will be a while before high powered locomotives are popular again.

This is like the period when railroads could buy SD45-2s and U36Cs but instead bought SD40-2s and U30Cs (and C30-7s later), because they were more reliable.

Both manufacturers have had more problems than they expected, but GE is actively trying to get a new version of their engine accepted. When the 12 cylinder is regarded as really reliable, they may try to reintroduce a 6000HP sixteen cylinder engine. This would apply pressure to EMD, who are almost certainly still keeping the 265G engine on the back burner at La Grange.

Peter

[philg]

I heard that GM is going to or has put EMD up for sale as being to far from the core automotive business of GM.
The source is a respected member of the print/TV media in Detroit.
What do we know? Who are the players? What do we think
philg

[Anonymous]

DOESN'T EMD MANUFACTURE LOCOMOTIVES WITH 2-AXLE TRUCKS ANYMORE?

[CSSHEGEWISCH]

Except for the GP15D and GP20D, which are manufactured by MPI and marketed and sold by EMD, I don't think that EMD has manufactured 4-axle power for the domestic market for several years.

[Anonymous]

What is the difference between an SD-40 and an SD-40-2? Are the dimensions such as the frame length, height, etc. the same? I have been told the only difference is the dash 2 model has an upgraded electrical system. Other than that, they are identical locomotives. Is that true? Thanks for your help!

[Anonymous]

The location of bell on Canadian locomotive. When Canadian National got a demonstrator set of F3A-B-A, numbered 9000, 9001,9002 the F3A had the bell below the frame behind the front pilot. The F3A numbered 9000 is preserved at the Alberta Railway Museum in Edmonton, Alberta, Canada. Currently the bell is mounted on top of the car body were it was through majority of its service life. She is an operational locomotive still.

Here in Canda we have snow about 5 to 6 monthes of the year. Snow would fill up the bell rendering unoperable. The bell was ordered to be installed above the car body, placed so that it could be heard. Bell location on the car body varies locomotive model and manufacturer.

[Anonymous]

QUOTE: Originally posted by M636C

Mark,

I think you might have mentioned in the SD70/SD75 comparison that the SD75 is 4300 HP and the SD70 is 4000 HP. This is acheived by running the 16-710G3 at 950 rpm rather than 904 rpm maximum speed. When the Santa Fe units first came out some of them were set to give 4500 HP at 1000 rpm, but this might not still be the case. I note that EMD are putting the 4300 HP engine in the SD70ACe, which makes it the equivalent oof the 710 engine SD90MAC. So now we have SD70, SD75 and SD90 models all with the same engine and power rating.

In the question of dynamic brakes, EMD vs GE, a couple of things come to mind. The DC locomotives, the GE Dash8s and Dash9s, have slightly heavier motors in the GE752 compared to the D87 in EMD DC locomotives, and this would allow heavier braking current in the GE locomotives. I don't know enough about the relative qualities of the AC motors between GE and EMD to say why a GE could have better dynamic performance, but it is possible that the different AC inverter arrangement might affect dynamic braking. In the GE units, each motor has its own inverter, independent of all the others, so there are six inverters on an AC4400CW. EMD, who use the German Siemens equipment, have one inverter per truck, ie each inverter feeds three motors under power, but three motors feed each inverter in dynamic brake. Since more power is involved in dynamic braking, it is possible that current limits in the EMD inverters might limit their dynamic braking performance compared to the GE, where there may be slightly more reserve in each inverter to take more current from the individual motor.

And for my neighbour in New Zealand who is using the number of a rebuilt U26C, M stands for "Modified", in this case, the wide nose cab (much like DXR 8007's cab), and AC is for (variable voltage, variable current) alternating current, using inverters to change from DC, which is in turn rectified from three phase AC in the locomotive's alternator.

Peter

[Anonymous]

QUOTE: Originally posted by M636C

Mark,

I think you might have mentioned in the SD70/SD75 comparison that the SD75 is 4300 HP and the SD70 is 4000 HP. This is acheived by running the 16-710G3 at 950 rpm rather than 904 rpm maximum speed. When the Santa Fe units first came out some of them were set to give 4500 HP at 1000 rpm, but this might not still be the case. I note that EMD are putting the 4300 HP engine in the SD70ACe, which makes it the equivalent oof the 710 engine SD90MAC. So now we have SD70, SD75 and SD90 models all with the same engine and power rating.

In the question of dynamic brakes, EMD vs GE, a couple of things come to mind. The DC locomotives, the GE Dash8s and Dash9s, have slightly heavier motors in the GE752 compared to the D87 in EMD DC locomotives, and this would allow heavier braking current in the GE locomotives. I don't know enough about the relative qualities of the AC motors between GE and EMD to say why a GE could have better dynamic performance, but it is possible that the different AC inverter arrangement might affect dynamic braking. In the GE units, each motor has its own inverter, independent of all the others, so there are six inverters on an AC4400CW. EMD, who use the German Siemens equipment, have one inverter per truck, ie each inverter feeds three motors under power, but three motors feed each inverter in dynamic brake. Since more power is involved in dynamic braking, it is possible that current limits in the EMD inverters might limit their dynamic braking performance compared to the GE, where there may be slightly more reserve in each inverter to take more current from the individual motor.

And for my neighbour in New Zealand who is using the number of a rebuilt U26C, M stands for "Modified", in this case, the wide nose cab (much like DXR 8007's cab), and AC is for (variable voltage, variable current) alternating current, using inverters to change from DC, which is in turn rectified from three phase AC in the locomotive's alternator.

Peter

SD70ACe is actually 4500hp with the 16-710G3C-T2 engine. Non-Radial trucks also. And the inverter system is no longer a Siemens system.

[Junctionfan]

Does EMD have any plan to compete against GE's P-42 locomotive. Also for anybody who is interested in seeing two CSX SD70ace engines go to www.railfan.ca and go to Guelph. They were photographed recently on the Goderich and Exeter shortline in Ontario.

[CSSHEGEWISCH]

I don't see why they would. Amtrak has re-equipped almost completely with P40's and P42's so don't expect any orders for new diesel locomotives for 10-15 years. VIA also has P42's so nothing is likely from them.

The suburban market seems to be locked up by MPI and neither EMD nor GE were successful against MPI with Metra's new power.

[Anonymous]

For the time being, EMD is out of the passenger units business. However, that could change tomorrow.

[Anonymous]

QUOTE: Originally posted by dxr8007

I come from New Zealand
I want to know more information about SD60, 70 ,75,80 ,90 etc
what is MAC , M , I ?
Might extra if need more horsepower ? that right

To answer the question, what is MAC?

M-M style cab (Safety cab)
AC-AC traction.
I-Isolated cab

[Anonymous]

LocoBuilder: You've made two statements, one concerning the 265G engine and the other about the SD70Ace not using radial trucks, that generate my questions. First, what is the difference between the 265G engine and the 265H? Second, if the Sd70Ace eschews the use of radial trucks is this a result of some fundamental flaw in the truck design and operation or simply a means of offering a cheaper, more competetive locomotive?

[Anonymous]

QUOTE: Originally posted by BLColburn

LocoBuilder: You've made two statements, one concerning the 265G engine and the other about the SD70Ace not using radial trucks, that generate my questions. First, what is the difference between the 265G engine and the 265H? Second, if the Sd70Ace eschews the use of radial trucks is this a result of some fundamental flaw in the truck design and operation or simply a means of offering a cheaper, more competetive locomotive?

I must of mis-spoke myself... There is no such thing as a 265G only the H version. As in crankcase.. 645E 645F 710G 265H...

As far as the trucks go.... It seems the customer doesn't see the value in radial trucks. So no radial trucks will be installed unless the premium is paid....

[Anonymous]

QUOTE: Originally posted by jesus1st

whats mpg for gp9, sd40, sd70mace say 1 mpg?

I know this post was from a while ago but oh well...

I know a GP9 gets 4 gallons to the mile. That's right 4 gpm! Not sure about an SD40 or SD70MAC, though.