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Broncoman: re your questions on gear trains. There's one on each end of an EMD engine. It's basically the same thing for 567, 645 and 710, turbocharged or blown, but my notes below are specific to a 645E3: At the rear end (generator/turbo) end is the camshaft gear train, consisting of a crankshaft gear, two idler gears, and two camshaft drive gears. The turbocharger is driven from a separate gear on the same shaft as the upper (No. 2) idler gear. These are all spur gears. At the front end (equipment rack end) is the accessory gear train. The accessory drive gear is on the end of the crankshaft and meshes with and drives the lube oil scavenging pump, main lube oil and piston cooling pump. Through intermediate gears it drives the governor and water pumps. If the locomotive is equipped with starting motors (that is, it does not use separate windings in the main generator to start it), it has a ring gear bolted to the face of the crankshaft gear. That gear engages the starting motors. EMD turbochargers have a separate electrically driven soak-back lube oil pump to ensure turbocharger lubrication upon starting and heat dissipation on shutdown. The two single biggest lubricating problem experienced in locomotives are low pressure and fuel dilution. The first place you look if you have low oil pressure trip-outs on an EMD is the main bearings, because that's the first stop in the lubricating circuit and if pressure is low one or more bearings is probably down into the copper, i.e., worn beyond limits. Fuel dilution will ruin a locomotive engine faster than anything. I never worked on Alcos much, but people who have told me that fuel dilution coupled with marginal main bearings in the first place is what really hurt the 244 engine. The 244 was highly susceptible to rapid fuel dilution from internal leaks, and that you'd usually first know about a fuel leak when pieces of the engine flew through the hood doors.
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