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Eric: EMD engines use a simple designation system: 1. the first two one or two digits are the number of cylinders: 6, 8, 10, 12, 16, 20. All are V type. This is followed by a dash 2. the three-digit number after the dash is the displacement of each cylinder in cubic inches: 567, 645, 710; or the bore in mm, 265 (this is a 1010 cu in cylinder) 3. the first letter after those numbers is the crankcase (A, B, C, D, E, F, or G) design or block (H) design; the higher the letter, the more recent the design 3. the next number is the basic turbocharger design: 2, 3, 4, 5, 6, 7, increasing over time 4. a letter after the turbocharger indicates a modification: for instance, early SD40-2s came with a 16-645E3, later models came with a 16-645E3B So: A, B, C, D series crankcases -- all 567 cu in displacement per cylinder, though you can stick a 645 assembly into a B, C, and D block. Dunno if you can do that with the A -- never have seen one! A BC block is a B block partially modified to C standards to get rid of some of the internal water leak problems with the C. BCs were VERY common; most railroads modified their B blocks during overhauls. 16-645Cs and BCs aren't uncommon either, but you can't get 2000 horse out of them unless you're willing to install bigger radiators and accept the fact that they will fly apart more often. E, F series crankcases: all 645 cu in displacement -- same bore as 567, but longer stroke. G series crankcase: 710 cu in displacement. Same bore as a 567, stroked out even farther. H series crankcase: the 265 indicates its bore in mm; it displaces 1010 cu in. This is EMD's only 4-stroke. B series crankcases: GP7, F7, F3, SD7 C series crankcases: GP9, F9, SD9 D series crankcases: GP18, GP20, GP30, GP35, SD18, SD24, SD35 E series crankcases: GP38, GP39, GP40, SD38, SD39, SD40, SD45, dash-2 versions F series crankcases: GP49, GP50, SD50 G series crankcases: GP60, SD60, SD70, SD70MAC, SD80, SD70ACe H series blocks: SD90MAC A crankcase is welded together from steel shapes with some castings and forgings; a block is cast iron. Oddly, the block is much cheaper. They're hard to fix when a rod comes through the side, but they're cheap enough you just throw them out. Someone with a lot more expertise than I could describe the pros and cons of each. So, the 20 cylinder engine in a SD80MAC is a 20-710G7B. Yes, you could make a 20-710 meet Tier 2. If you wanted. I don't know if any of the 710 blocks already existing can economically be made compatible with Tier 2. Now, on to Tier 2: Tier 0 applies to new or remanufactured locomotives from 1973-December 31, 2000 Tier 1 applies to the same, January 1, 2001 to December 31, 2004 Tier 2 applies to the same, January 1, 2005 to ? There's a Tier 3 coming at some future date, but we'll probably have to have zero-sulfur diesel fuel to make that feasible. The regulation is not yet fully written and is in discussion between EPA and the manufacturers. Each tier reduces emissions more than the last. The major pollutant this is intended to address is NOx emissions -- railroad locomotives emit 5% of them nationwide. Tier 2 is expected to eliminate 60% of locomotive NOx and 50% of locomotive particulate emissions compared to the 1995 baseline level, by 2040. EPA estimates lifetime costs per unit (initial cost, maintenance, fuel economy loss, etc.) of $252,000, or 0.2% of total freight revenue for 1995. Don't ask me how you actually go about making an engine do this -- there are lots of ways to do it, and it's beyond my expertise to describe it. If you have lots of spare time on your hands, you can read all the pertinent regulations at http://www.epa.gov/OMSWWW/locomotv.htm
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