A "Jeep" for the rails: Just don't let GM hear you call it that. The EMD GP 7
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- เผยแพร่เมื่อ 27 ส.ค. 2024
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I was confused and made an incorrect statement regarding the oil with mixed fuel for lubrication of the 567 prime mover. My apology's!
I was just about to leave a comment about that. :)
I do believe it's "GEEP" for General Purpose.
Good work!
2 cycle diesels do not mix lubricating oil with the fuel
Yeah, I noticed he said that too. To further expand upon this point, a 2 cycle diesel is not like a weed wacker or leaf blower where gasoline is mixed with oil. These big two-cycle EMD's have a crankcase full of oil like a four cycle which is not intended to burn. GM was producing smaller on-road two-cycle diesels too during this era under the Detroit Diesel line as well, which likewise, were essentially smaller versions of these massive EMD prime movers. These have a cult following among fans (I'm one of them)
The two-cycle is a beautifully simple engine, and dead-nuts reliable. But efficient, they are not, either way. It was probably for those two beneficial reasons EMD went with a two-cycle.
Excellent content 👍
@@pinecone01Not to say you are entirely wrong, but not all Detroit engines are 2 stroke either. (I too follow them… and work on EMDs.) yes, they very much are little EMDs. (Having both in our shop)
No 2 stroke diesel that I've ever encountered mixes oil with its fuel.
Nor do they ever have their fuel go through the crankcase or the rotating group.
You obviously haven't seen a Deltic. ;)
@BPJ John
I'm referring to in the way that a gas 2-stroke does. Incidental loss is one thing, and having an injector quill tube run through the case is another thing.
By the nature of their operation, diesels don't aspirate their fuel. Their fuel is injected into the combustion chamber, whether directly or into an attached pre-chamber.
In the case of an opposed-piston design like the Napier, the fuel is injected through the side of the "liner" into the chamber created between the pistons.
Nice video 👍🏽
I'm one of the GP7 and GP9 fan even though I'm not from or live in America.
A bit of correction from me, the diesel 2-stroker engine is different with petrol/gasoline 2-stroker engine.
The diesel one, works like 4-stroke diesel engine albeit it use intake ports at the bottom side of the cylinder rather than intake valve(s) and still use the exhaust valve(s) in the cylinder head. In the EMD cases, it use 4-exhaust valves.
The 2-stroke diesel engine use supercharger that sucks air, squeez it, and blow it to the intake port in order to running, thus, a 2-stroke diesel is always supercharged but it is actually naturally aspirated engine.
The 2-stroke diesel like EMD's don't burn oil like the petrol/gasoline 2-stroker (well if there is oil leakage, they do, burned oil). They burned diesel fuel in the same manner as the 4-stroke diesel engine.
The naturally aspirated 2-stroke diesel is equivalent to the naturally aspirated 4-stroke diesel which 2x bigger. There is an example. The Detroit Diesel 6-71 which is a naturally aspirated, 6.9 liter, inline-6, 2-stroke diesel, had 238hp meanwhile the Cummins NH 220 which is also naturally aspirated diesel but it is around 12.7 liter (from what I remembered), inline-6, 4-stroke engine, only produced 220hp. Even the early 14 liter, N855 variant produced just around 250 to 280hp naturally aspirated.
The 2-stroke diesel is as efficient as 4-stroke diesel albeit in smaller capacity and in how and what application you use, that is why they use it mostly on ships because of their nature that puts a hell of power in such small capacity.
Keeps the loco history series👍🏽
And if you will, covered up the export locomotives from ALCo, GE, and EMD...
"Maintenance on the GP7"
*"The T-34 Tank of Locomotives"*
I thought the emd 567 was a two stroke but more like a detroit diesel two stroke.
Meaning no oil and fuel mix. (well inknow diesel is oil but i kean lubercatong oil)
It has an internal lubercation oil system with a wet sump and dedicated oil pump.
Using popet exhaust valves driven from camshaft and intake ports in the cylinder walls. Fed fresh air from a roots style blower or a crank amd exhaust droven turbo charger.
The 567 engines use the same injector style, valve style, and scavenge air system as the Detroit 53, 71, 92, and 149 series engines. The fuel injectors and exhaust valves are driven by an overhead cam while the fresh air intake is provided by a Roots blower. This is called natural aspiration for this type engines. They may be enhanced with exhaust turbos.
Great. Video thanks for sharing 👍🏻🚂
they have started a restore program on these geeps. replacing the high nose, and replacing vents and so on,
to their "as delivered" status.
I loved to hear the "Chant" from the diesel engine and the blower whine
Uhhh..., I would like to point out that 2 cycle diesels DO NOT have oil mixed in with the fuel for lubrication purposes.
Cool vid. I love that B&O Sunburst at the B&O Railroad Museum.
I've learned a lot about this model .I like the SD series too , a variant from the GP . Thank s for the video
GP 11 was an ICG rebuild program
yes, the GP11 was a rebuilt GP9. But wasn't it defeated to 1600 H.P. with 4 exhaust stacks to reduce pressure?
@@suppylarue220 IC and ICG rebuild program increased H.P by100 so the gp11 should be making 1,850 H.P. this was achieved by increasing max engine rpm over factory settings but I think that's about the max you could get out of a naturally aspirated 567
@@suppylarue220 IC/ICG REBUILD PROGRAM
GP7 1500H.P.- GHP8 1600H.P.
GP9 1750H.P.- GP10 1800-1850H.P.
GP9 1750H.P.- GP11 1800-1850H.P This was a -2 upgrade of the electrical system of the locomotive along with other upgrades
Good except for the two stroke lube statement which is only true for small engines. These engines have forced induction by roots blowers and later superchargers and hold lots of oil. We usually rebuilt them at one million miles.
I grew up in Paducah Kentucky from 95 to 05
4:21 I believe King Features Syndicate also had a copyright on Eugene the Jeep, a dog-like character which appeared in some Popeye the Sailor cartoons.
One of my favorite model locomotives. Love the styling.
8.36..........The EMD 2 stroke diesel engine had lubricating oil in the diesel fuel for internal lubrication? LoL, that is funny. 2 stroke combustion is not less efficient than 4 stroke engines, the opposite is true.........read up on the Achates 2 stroke engine that Cummins is making for the US Military. The problem that has been discovered with the smaller GM 2 stroke diesel engines is that they used a poorly designed camshaft profile which created over scavenging of the cylinder. A company in california, designed a new camshaft for 71 series engines used by a large oil company, and it drastically reduced emissions,noise and assisted with fuel consumption so that these off road engine applications could meet EPA requirements and extend their service life.
Weren't there improvements to the liner seals and piston rings as well (to bring them into the 21st century) or was that a different Jimmy project
Always enjoy your videos! Thanks for sharing.
You lost a good chunk of credibility when you said the two stroke diesel mixes oil with the fuel for lubrication.
Lube oil mixed with the fuel? What are you talking about, a weedwacker or what!
This guy just lost all credibility with the statement about mixing oil with the fuel.
Excellent video! Very informative! 👍👍🇺🇸
Informative but with bad information mixed in.
Portland & Western have a Gp7 numbered 1501 were i cant remember how old she is but i know she is a survivor locomotive for lasting her age since GP7 and 9 can last forever
It's ex SP SD7 in original paint scheme, built in 1953!
I think it is 1502! Also SD9 , they use them for shunting, working perfectly!
@@Inferno-hn3zx ended up getting 1501 wrong for how shes a SD7
@@onebadbirdy I have to check it. Might be a GP7 1501, but I have seen several videos of strictly SD7 and SD9 working, SD7 is 1502! I'm going to give you a link:
th-cam.com/video/N14eTGf4IvQ/w-d-xo.html
"Geep"! Duh huh!
"Geep" was the actual moniker
Keep in mind if this would've been made only a little bit earlier, it would've been a GP3. Would've been Interesting
a GP7 was 1500 H.P. the rare GP5 was only built for GN was 1350 H.P. so a GP3 would have come in at 1200 H.P.
a GP2 would have been 800 HP, & a GP1 would have been 600 HP. these stubby geeps would have been used for the hundreds of GN, MILW, NP, CBQ, SOO. &, UP branches up North, Kusan made a model of it.
@@suppylarue220 oh yeah the beeps lol I love those
@@ReadingAreaRailfan there's no plural of beep, since there is only one.
it was an offshoot of the CF7 program, the hood being patterned after a forshortened CF7 fabrication. it is not a GP7 long hood, mated with a Baldwin switcher. Santa Fe did have a GP7m, #99; using a 567 from a FT. at 1350 HP in a factory GP7/9 kit.
@@suppylarue220 oh God your one of those guys 😂 that's what people call those mini o gauge Geeps lmao beeps
Once again, so much hate for the BL2.
you apparently haven't heard of the 2 stroke Deltic engine used in ships, fire engines and the deltic clas of locomotivs?
When I grow up I want to be a GP7
You left out the BL1, the predecessor to the BL2. The main problem with that one is that the framework wasn't designed for MU operation, so the locomotive couldn't operate with other locomotives. I believe Western Maryland ordered most of the BL1's.
There was only one BL-1 as it was the demo unit and it went to C&EI. Largest purchaser was Pere Marquette which was delivered on the eve of their merger with C&O 14 units.
Good channel 👍 great information 🚂🚃🚃
One of our local elevators has an old Indiana rr gp7. It’s an oil leaking SOB but I love seeing it shunt grain cars around.
I think you meant 2 STROKE, not 2 Cycle lol. 2 Cycle is like a weed Wacker
Two stroke and two cycle are terms often used to describe the same engine style. All are two stroke cycle, meaning that intake, compression, power and exhaust are completed in one revolution of the engine. EMD two stroke 567 series engines use Roots blowers to facilitate scavenging exhaust and fresh air intake and are considered normally aspirated engines, unless augmented by a turbocharger. Chainsaw engines do not use valves but have intake and exhaust ports timed to allow proper fresh intake and exhaust removal. The diesels use fuel injectors to supply the fuel to the cylinders. The small gas engines use gas and oil mixture through the carburetor. The oil is mixed because there is no oil system in the engine to provide lubrication.
E Units , F Units didn't wasn't equipped with cat walks. Or equipped with a platform at the front like new we have today. AC440, ES4400, ES 6000, SD70AC, D40-9W, etc
Are Comfort Cabs. GE, EMD, Caterpillar.
Yes they did, they were there, just inside instead of out
@@ReadingAreaRailfan catwalks?😂, try walkways!
@@suppylarue220 it's the same thing lmao
@@ReadingAreaRailfan nonsense. catwalks are from above.
@@suppylarue220 and if your standing on the ground there ABOVE you
Interesting. Years ago I was exchanging notes with a guy in a position to know what was going on at EMD. The reasoning behind the BL2 was that it would have the largest number of common parts with contemporary F3’s. This resulted in the BL2 being even more difficult and expensive to service than an F3.
The wiring was a major problem in the GP7 they didn’t want to run the circuits over the prime mover. The heat from the prime mover would have been destructive to the wiring. The access was thus a compromise between the “easiest “ way and the least impractical way of doing it. The cost factors weighed in as well, pushing up the price of these units to a point where most customers would be hesitant to pay a premium price for a simple product. The control circuits were not designed to be replaced or serviced. EMD figured that early GP 7’s would be replaced with new units after 15 or so years.
it was the "trade in" mentality of the period. just like automobiles, which were built to a replacement life of 3 to 5 years. The first big push was by GM promoting the trade in of 4 FTs or 4 F3s for 3 GP20s in 1959.
You make no mention of EMD's rebuild s, the GP-15. Between all the rebuilding, its made in rebuilt GP-7's andGP-9's a rare site. Illinois Central's Paducah shops set the standard for rebuilt GP's. Then Santa Fe(separate from the converted F units), Penn Central and Northwestern did rebuild programs. (I think).
In addition several railroads did rebuild programs with other builders 1000-2400hp locomotives.
IC and Sant Fe CNW and BN GP-10 were in house rebuild programs PC was a hybrid program involving their own shop and IC and PNC's shop.
12:03 East Peen Railroad LMAO
It must have been very hard to walk through machinery nobody else that's worked in production or maintenance work ever had to walk through working machinery and be careful why would engineers have to be careful
I need shoes 👞 manny ,manny i need shoes. 🎬
....I got shoes.
As far as the elongated EMD switcher type road switchers such as the NW-4 NW-3 and their cousins the TR-1 they PREDATE the Alco and other's road switcher's as they were produced before WW2. As far as the NW-5 which was produced post war in 1945 it was nothing more than EMD's version of an RS-1.
Jeep.= GP. General Purpose.
SD. Super Duty
SD - Special Duty!!!!
Great video. However, what does metal side down mean?
when are they going to dump the commercial with the two fools calling a sign a "new ride".
Geep not jeep
If you watched the video, you'd know he was refering how to the GP's where basically Jeeps on rails for their ability to do all kinds of stuff like how the Willy's Jeep could move people, cargo, tow things, and tackle almost any terrain.
I don't care or have time for such things as I have a life......😢
@@BradFalck-mn3pcNope
/gi:p/
Ironicaly the name jeep is elegedly from troops referong to the general purpose vehicle as gp and sayingn geep or jeep
geep is pronounced JEEP.
except it's not a Jeep it's a Geep