The EMD GP40 is a 4-axle diesel-electric locomotive built by General Motors' Electro-Motive Division between November 1965 and December 1971. It has an EMD 645E3 16- cylinder engine generating 3,000 hp (2,240 kW).
41-581: The GP40 is 3 feet (0.914 m) longer than its EMD 567D3A -engined predecessor, the GP35 , and distinguished visually by its three 48-inch radiator fans at the rear of the long hood, while the GP35 has two large fans and a smaller one in between. It was built on a 55 ft (16.76 m) frame; the GP35 was built on a 52 ft (15.85 m) frame - as was the GP7, 9, 18, and 30. The difference in length can be seen in
82-419: A Roots blower or a turbocharger . The turbocharger (a combination turbo-compressor system) follows EMD's innovative design that uses a gear train and over-running clutch to drive the compressor rotor during low engine speed, when exhaust gas temperature (and, correspondingly, heat energy) alone is insufficient to drive the turbine. At higher engine speeds, increased exhaust gas temperature is sufficient to drive
123-460: A power assembly , consisting of a cylinder head, cylinder liner, piston, piston carrier, and piston rod, can be individually and relatively easily and quickly replaced. The block is made from flat, formed and rolled structural steel members and steel forgings welded into a single structure (a "weldment"). Blocks may, therefore, be easily repaired, if required, using conventional shop tools. Each bank of cylinders has an overhead camshaft which operates
164-491: A radial engine , and have a slightly longer stroke on the bank using slave rods.) The engines are provided with either a single or twin Roots blower , or a single mechanically-assisted turbocharger, depending on required power output. For maintenance, a power assembly , consisting of a cylinder head, cylinder liner, piston, piston carrier and piston rod can be individually replaced relatively easily and quickly. The engine block
205-407: A 16-567 in 1941 was US$ 24,000, and a 16-567B in 1951 was US$ 32,905. Like most EMD engines, the 567 was also sold for stationary and marine applications. Stationary and marine installations were available with either a left or right-hand rotating engine. Marine engines differ from railroad and stationary engines mainly in the shape and depth of the engine's oil sump, which was altered to accommodate
246-505: A 50 percent increase in maximum rated horsepower over Roots-blown engines for the same engine displacement. Output for naturally aspirated engines (including Roots-blown two-stroke engines) is usually derated 2.5 percent per 1,000 feet (300 m) above mean sea level. Turbocharging effectively eliminates this derating. 567AC engines (an "A" block upgraded to "C" block specifications) and 567BC engines (a "B" block upgraded to "C" block specifications), both of which modifications eliminate
287-495: A 567 block) are quite successful and common. As 645 power assemblies are more readily available than 567 power assemblies, this upgrade may also be employed in so-called "life extension" programs, in which case the power assemblies would be upgraded, and the engine may be de-turbo-ed, without corresponding changes to the engine's Woodward governor, hence without a corresponding power increase. Because of their age, 567 engines are generally exempt from emissions rules. EMD manufactures
328-421: A Roots-blown 16-645E, thereby becoming the functional equivalent of a GP38, although with older electrical equipment and controls, and, of course, the older carbody. Many EMD locomotives with C and D engines are still operating, particularly as their relatively light weight (about 260,000 pounds or 120,000 kilograms) is of significant benefit to shortline and industrial operators. EMD 645 The EMD 645
369-438: A camshaft-actuated piston pump, as on non-EFI injectors. Cylinders in each V-pair are directly opposite each other, and the connecting rods are of a fork-and-blade arrangement, with "fork" rods on one bank of cylinders and "blade" rods on the other (with the same stroke on both banks). (In contrast, General Electric's 7FDL and 7FDM engines use "articulated" master-and-slave connecting rods, essentially two adjacent cylinders on
410-535: A larger displacement was needed; this was accomplished by increasing the bore from 8 + 1 ⁄ 2 in (216 mm) on the 567 series to 9 + 1 ⁄ 16 in (230 mm) on the 645 series, while maintaining the same stroke and deck height. While the crankcase was modified from the 567 series, 567C and later engines (or 567 engines which have been modified to 567C specifications, sometimes referred to as 567AC or 567BC engines) can accept 645 series service parts, such as power assemblies . Conversely,
451-427: A maximum engine speed of between 900 and 950 revolutions per minute (rpm), an increase over the 800 to 900 rpm maximum speed for the 567 series. An engine speed of 900 rpm was essential for 60 Hz stationary power generator applications and certain passenger locomotives equipped with 60 Hz, 480-volt three-phase "head-end power" systems. When used solely for traction purposes, the engine speed varies depending on
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#1732790630366492-468: A paper for the ASME entitled, History and Development of the 567 Series General Motors Locomotive Engine , which goes into great detail about the technical obstacles that were encountered during the development of the 567 engine. These same considerations apply to the 645 and 710, as these engines were a logical extension of the 567C, by applying a cylinder bore increase, 645, and a cylinder bore increase and
533-547: A precursor to the later 710 series. First introduced in 1965, the EMD 645 series remained in production on a by-request basis long after it was replaced by the 710, and most 645 service parts are still in production. The EMD 645 engine series is currently supported by Electro-Motive Diesel, Inc. , which purchased the assets of the Electro-Motive Division from General Motors in 2005. In 1951, E. W. Kettering wrote
574-459: A special series of 645 power assemblies which are particularly useful in updating these exempt 567 engines and also certain exempt 645 engines. Numerous early improvements were aimed at increasing reliability and life, including a switch from the U-shaped top (exhaust) well to a V-shaped top well. This eliminated the cast top deck, which had been the source of some early-life failures, in favor of
615-458: A stroke increase, 710, to achieve a greater power output, without changing the external size of the engines, or their weight, thereby achieving significant improvements in horsepower per unit volume and horsepower per unit weight. Due to emissions restrictions these engines have been gradually phased out for the 4 stroke alternatives. The 645 series engines entered production in 1965. As the 567 series had reached its limits in horsepower increases,
656-420: A top deck fabricated from plate steel. The 567 gave way to the 567A in 1941, which incorporated further top deck improvements and camshaft gear train changes. The 567B followed in 1946 with minor improvements. The 567C was released to further improve reliability and manufacturability. Visually, the 567C may be distinguished from earlier models by the presence of round (instead of square) handholes. The cost of
697-481: Is a family of two-stroke diesel engines that was designed and manufactured by the Electro-Motive Division of General Motors . While the 645 series was intended primarily for locomotive , marine and stationary engine use, one 16-cylinder version powered the 33-19 "Titan" prototype haul truck designed by GM's Terex division The 645 series was an evolution of the earlier 567 series and
738-460: Is a line of large medium-speed diesel engines built by General Motors' Electro-Motive Division . This engine, which succeeded Winton's 201A, was used in EMD's locomotives from 1938 until its replacement in 1966 by the EMD 645 . It has a bore of 8 + 1 ⁄ 2 in (216 mm), a stroke of 10 in (254 mm) and a displacement of 567 cu in (9.29 L) per cylinder. Like
779-448: Is made from flat, formed and rolled structural steel members and steel forgings welded into a single structure (a "weldment"), so it can easily be repaired using conventional shop tools. Like most EMD engines, the 645 is also sold for stationary and marine applications. Stationary and marine installations are available with either a left or right-hand rotating engine. Marine engines differ from railroad and stationary engines mainly in
820-405: Is perhaps the least maintainable part of such an engine, and the 567D turbo has many more maintenance issues than 645E and later turbos. A common choice is conversion of a 567D turbo engine to Roots-blown, thereby abandoning the turbo and its many issues. Installation of 645 power assemblies will still allow Roots-converted 4-axle locomotives ( GP20s ) to produce 2,000 hp (1,500 kW), as does
861-621: The GP40P and GP40TC , were also built, but on longer frames to accommodate steam generators and HEP equipment. On January 1, 1972, the GP40 was discontinued and replaced by the GP40-2 , which has a modular electrical system and a few minor exterior changes. Union Pacific has rebuilt 129 of their GP40's and GP40-2's into GP40N's at their Jenk's shop. These units received a microprocessor control system to increase adhesion, control options, and extend
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#1732790630366902-711: The 20-645E3 engine. When the 645 engine entered production in 1965, a large series of new locomotive models was introduced. The turbocharged version was used in EMD's 40 Series ( GP40 , SD40 and SD45 ) in 3,000 horsepower (2,200 kW), sixteen-cylinder form and in 3,600 horsepower (2,700 kW), twenty-cylinder form. EMD also introduced the Roots-blown 38 Series ( GP38 , SD38 ) and turbocharged, twelve-cylinder 39 Series ( GP39 , SD39 ). All of these locomotive models extensively share common components and subsystems, thereby significantly reducing cost and increasing interchangeability. The GP38-2 and SD40-2 became
943-537: The 201A was replaced with a new design, even the "dipstick", to paraphrase one of Kettering's off-handed comments. The 567 proved to be exceptionally successful in passenger, switching, freight, marine and stationary services, and, counting its two successors, the 645 and 710 , which are not materially different from the 567 (all have the same external dimensions, differing mainly in per cylinder displacement), collectively have given nearly 80 years of exceptionally reliable service to those applications. As but one example of
984-457: The 38 series); and increased by five for higher-horsepower versions (such as the 45 and 75 series). All 645 engines are two-stroke 45-degree V-engines . Each cylinder is of 645 cubic inches (10.57 L) displacement , hence the name; with a bore of 9 + 1 ⁄ 16 inches (230 mm), a stroke of 10 inches (254 mm) and a compression ratio of 14.5:1. The engine is a uniflow design with four poppet -type exhaust valves in
1025-400: The 567E engine employs a 645E series block with 567 series power assemblies. All 645 engines utilize either a Roots blower or a turbocharger for cylinder scavenging . For turbocharged engines, the turbocharger is gear-driven and has an overrunning clutch that allows it to act as a centrifugal blower at low engine speeds (when exhaust gas flow and temperature alone are insufficient to drive
1066-435: The 645 and 710). The 567's designers started with a tabula rasa , systematically eliminating each of the 201A's many deficiencies which were preventing the earlier design from becoming successful in freight service, although the 201A was relatively successful in the less-demanding passenger and switching services. The 567 design had nothing in common with the 201A except the two-stroke cycle itself: each and every component of
1107-429: The GP40's ten handrail stanchions compared to the GP35's nine. 1,187 GP40s were built for 28 U.S. railroads ; 16 were built for one Canadian carrier , Canadian National ; and 18 were built for two Mexican carriers , Ferrocarril Chihuahua al Pacífico and Ferrocarriles Nacionales de México . 60 units were built with high-short-hoods and dual control stands for Norfolk & Western Railway . Two passenger versions ,
1148-592: The Winton 201A, the EMD 645 and the EMD 710 , the EMD 567 is a two-stroke engine . GE now makes EMD-compatible replacement parts. Eugene W. Kettering, son of Charles F. Kettering , joined Winton Engine in 1930. He moved to Detroit in 1936, and was a central figure in the development of the 567 and the Detroit Diesel 6-71 . He moved to EMD in 1938, became chief engineer at EMD in 1948, then division director in 1956 and subsequently research assistant to
1189-537: The achievements of the tabula rasa design: whereas the Winton 201A was doing very well with a 50,000-to-100,000-mile (80,000 to 161,000 km) piston lifetime, the 567 immediately achieved a 400,000-to-500,000-mile (640,000 to 800,000 km) piston lifetime, and in at least one case, reached a 1,000,000-mile (1,600,000 km) piston lifetime, a 10:1 to 20:1 improvement. All 567 engines are two-stroke V-engines with an angle of 45° between cylinder banks. The 201A
1230-608: The cylinder head and charge air scavenging ports within the sides of the cylinders. All engines use a single overhead camshaft per bank, with exhaust valves operated by two cam lobes (each of which operates two exhaust valves through a "bridge") and one cam lobe to operate the Unit injector which is in the center of the four exhaust valves. Rocker arms are roller-equipped to reduce friction while hydraulic valve actuators are used to reduce valve lash. Post-1995 710 engines employ Electronic Unit injectors , however these injectors still utilize
1271-513: The engine's "water deck" and substitute a "water manifold", as well as 567C and 567D engines, may be upgraded to use 645 power assemblies , theoretically achieving an increase in horsepower, but not without corresponding changes to the engine's Woodward governor which activates and controls the engine's "fuel rack". Although this power increase is not recommended, horsepower-for-horsepower updates (e.g., 2,000 hp or 1,500 kW 567D to 2,000 hp or 1,500 kW "645D"—645 power assemblies in
EMD GP40 - Misplaced Pages Continue
1312-477: The exhaust valves and the unit injectors. The 567 is laid out with engine accessories (oil and water pumps and governors) at the "forward" end and the power take off at the "rear" end. The blowers and camshafts are at the "rear" end of the engine, with the blowers mounted above the power take off. All engines have mechanically-controlled unit injectors (patented in 1934 by General Motors, EMD's former owner). All 567 engines utilize forced induction, with either
1353-497: The general manager in 1958 until his retirement in 1960. The 567 was released in 1938. In 1951, Eugene Kettering presented a paper to the American Society of Mechanical Engineers entitled History and Development of the 567 Series General Motors Locomotive Engine , which goes into great detail about the technical obstacles that were encountered during the development of the 567 engine (these same considerations apply to
1394-479: The life of the locomotive. The GP22ECO is a locomotive built from recycled GP40/GP40-2 parts. The frame, trucks, and carbody are refurbished, while the 16-645 engine is replaced with a new 8-710-ECO engine. The electrical system is replaced with a modern microprocessor-based system. Horsepower is reduced to 2,150 due to the smaller engine. This diesel locomotive-related article is a stub . You can help Misplaced Pages by expanding it . EMD 567D3A The EMD 567
1435-412: The most popular models of the series and among the most popular locomotive models ever built. Starting with the introduction of the 645 series engines, EMD's model naming convention generally increased model designs by ten (such as with the 40, 50, 60 and 70 series). The number was reduced by one for twelve-cylinder versions (such as the 39, 49 and 59 series); reduced by two for Roots-blown versions (for
1476-615: The rolling and pitching motions encountered in marine applications. An EMD locomotive catalog, contemporary with the 567, lists the following models: Most 567C locomotive models used D37B traction motors until mid 1959 when the D47B traction motor was used in production locomotives. Very early 567C locomotives from 1953 used the D27B traction motor. These two models are by far the most maintainable, with many 645 service parts being rather easily fitted to C and D engines. The 567D's turbocharger
1517-455: The same engine displacement. Horsepower for naturally aspirated engines (including Roots-blown two-stroke engines) is usually derated 2.5 percent per 1,000 feet (300 m) above mean sea level, a tremendous penalty at the 10,000 feet (3,000 m) or greater elevations which several Western U.S. and Canada railroads operate, and this can amount to a 25 percent power loss. Turbocharging effectively eliminates this derating. The 645 series has
1558-579: The throttle position. The 950 rpm maximum speed of the 645F engine proved to be too high, thereby compromising its reliability, and the replacement engine, the 710G, reverted to 900 rpm maximum speed. EMD built an SD40 demonstrator (number 434) in July 1964 to field test the 16-645E3 engine, followed by another eight SD40 demonstrators (numbers 434A through 434H) and a GP40 demonstrator (number 433A) in 1965. In December 1965 and January 1966, EMD built three SD45 demonstrators (numbers 4351 through 4353) to field test
1599-438: The turbine and the clutch disengages, turning the turbo-compressor system into a true turbocharger. The turbo-compressor can revert to compressor mode momentarily during demands for large increases in engine output power. While more expensive to maintain than Roots blowers, the turbocharger significantly reduces fuel consumption and emissions, while improving high-altitude performance. Additionally, EMD's turbo-compressor can provide
1640-460: The turbine) and a purely exhaust-driven turbocharger at higher speeds. The turbocharger can revert to acting as a supercharger during demands for large increases in engine output power. While more expensive to maintain than Roots blowers, EMD claims that this design allows "significantly" reduced fuel consumption and emissions, improved high-altitude performance, and even up to a 50 percent increase in maximum rated horsepower over Roots-blown engines for
1681-432: Was 60° between cylinder banks; 45° later proved to be significant when EMD subsequently adapted the road switcher concept for most of its locomotives, and which required the narrower (albeit taller) engine which 45° provides. The 710, 645, and 567 are the only two-stroke engines commonly used today in locomotives. The engine is a uniflow design with four poppet -type exhaust valves in the cylinder head. For maintenance,