There's nothing quite as beautiful as the song of The General motors 567 series locomotive engine. Thank you Mr Kettering. The sound of the roots blower, that valve train, those giant pistons. If that's not a reason to be a GM fan. It's up there with a Detroit. Those sounds!
I worked on a fishing boat that had a very similar engine. I don't remember what model it was but it was a 12 cylinder GM that put out 1,600 hp. Prior to start up we did a blowdown like you, this engine also had a pre-lube system that would bring the oil pressure to about 14 lbs. before rolling it over.
It sounds the way they always did. The old engines sound different from the newer EMD engines mostly due to the different blowers. The old engines used gear-driven Roots-type blowers, while modern EMD two-stroke engines use a hybrid blower/turbo charger. This unit is a direct-drive blower up to about throttle 3, after which there is usually enough exhaust flow/pressure to push the turbines and overrun the clutch; then it runs like a normal free-wheeling turbo charger.
love that sound. brings back memories as a small boy in the mid 60s listening to Victorian Railways locos idling at the platform and then increasing the revs when departing.
Awesome! My grandfather worked for GM in the 40's, installing and tuning these beasts in the LST landing ships for the Navy. I still have some of his notes and manuals.
Thats a sound that brings back memories for me, 4 decades ago i was a loco maintainer and did all sorts of work on dash 8s with the same engine . Quite enjoyable engines to work on except washing out the scavenge chambers .
Up until 1971, the Rock Island and Illinois Central ran their E8s at sustained 90mph speeds on their hotshot passenger runs. Seaboard Coast Line E6,7s, and 8s were whipping 80mph speeds with the Silver Meteor, Silver Star, and Champion. They were mechanical "race horses" until age, high miles ( million+) and deferred maintenance took their toll.
Very exciting. I know this is an older video, but as a 20 year veteran on diesel engines, it still makes my blood dance when I hear one start up, something very unique about a cold diesel from a gas engine. Thanks for sharing.
This happens on the locomotives I help restore at the museum I do volunteer work for. We have three diesels with emd 8-567cr engines, one with a emd 16-567bc, two with emd 16-567c engines and one with a emd 16-567e
One day I had just dropped off an E60 at motor storage in New Haven, Ct. And as I exited the clerks office I heard an EMD 567B engine start up that was on the wall track between the motor storage building and the wall was one track where they stored excess power and when the E-8 engine started it was running very rough. The center door was open so I stuck my head inside and inquired if they were having any trouble and was told it was a broken camshaft on one side of the engine. I set my bag down and climbed inside as as I was known as a smart ass on locomotives I was told they didn't need my help. So I asked them I know what's wrong and I don't think it's a broken camshaft. The Enginehouse foreman was in there and out of frustration as they had been trying to figure out what was wrong and I asked them " how many over speed trips are on an EMD engine?" One was the answer and everybody agreed with the answer, Gentlemen, not trying to sound like a know it all though I realize that's how I come across the correct answer is 2 over speed trips, one for each camshaft now pull the low oil button on the governor and someone climb up to grab the reset lever for the over speed trip lever then pull on it steadily as we crank her over and when the parts line up she'll drop into reset position. Everyone looked at the foreman and he looked at me and said what have we got to lose? Jim has been right more than I care to admit, try it and they did and the machinist helper pulling on the reset lever was surprised when we rotated the engine and the reset lever moved and locked into place. The foreman released the starter button when he saw the lever move. He reset the low oil button and hit the starter and everyone except me was surprised when she started normally and settled down to a normal idle. This was during August and the engine room was hot and everyone said thanks to me as they had been trying to figure it out for over 45 minutes. The lead machinist asked me how did I know? Sometimes being a railroad buff is helpful when you study the mechanical side of diesel locomotives and I apologize if I sometimes seem like an ass. I noticed over the next couple of years they treated me with a lot more respect than they had previously. And once in a while when going on or off duty they would question me on a problem they were having. One I had heard before. They had a GP-9 that kept having multiple ground relays and would bring it into the shop and Megga the motors all motor cables and the main generator looking for a short to no avail, everything checked out find. Take the engine out on a road test and sooner or later the ground relays started again. I told him a story when I was 15 years old hanging around the Boston and Maine railroad locomotive Shop and they had the same problem with an F-7A unit for 8 months and when I visited on a Saturday night the electrician offered me a cab ride as they were taking her out to see if the problem was fixed. We had at my suggestion all the floor panels up and off to the side and when she tripped out the ground relay the 6th time I saw something and asked the engineer to stop the engine and shut it down and told the electrician there was something rolling around on the box that runs under the high voltage panel. He climbed down and after a minute he started cursing like crazy. And came up and handed me a chrome flashlight with hundreds of scorched marks all over it. While the engineer restarted the engine the electrician put down all the floor boards back where they belonged and the engine worked just fine without any ground relay trips. The locomotive shop foreman was highly upset when he saw the flashlight and called everybody in the shop to his office with their flashlights. Over half had chrome all metal flashlights which he confiscated and issued new yellow plastic flashlights. The electrician at motor storage said it couldn't be that simple and went off to check the locomotive and while I was waiting for my train to come in from Boston the shop foreman called me on the radio by name and said thank you sir, that is exactly what we found in the tray. The locomotive shop foreman issued over 50 new yellow plastic flashlights to his shop people. The is a reason why the railroad issues plastic flashlights and prohibits the use of all metal flashlights. Everyone that reads this whether an employee or a volunteer at a railroad museum this applies to you guys too. Plastic doesn't conduct electricity.
Very interesting explanations on the EMD 567E prime mover. I liked especially the explaining the blowing out of water in the cylinders to prevent vapor lock and possible damage (bending or cracking) of the connecting rods. Thank you for sharing!!!!
This is a valuable tool to learn how a diesel locomotive works.How to start and how it works different from a gasoline engine.And the safety view point,to keep it from having any problems.
These locomotives used to be in service for another museum when they were still in Tennessee. There are several pictures of them pulling our excursions.
I like how the engine starts up. You can actually hear the pistons pumping in the hollow cylinder (at the time), while it's ramping up to speed....kool deal!
Many years ago I had an International Harvester TD-18 dozer. It had 3 valves per cylinder... one intake, one exhaust, and one that opened a spark plug chamber (also lowered the compression). The intake had flaps to draw from the carb for cranking and warmup... or fresh air when you kicked it over to diesel, never losing more than a few RPM for a few seconds.
I appreciate you making this video. By reading some of the comments, I can tell that they weren't made by railroaders. There are usually 3 or more crafts working on a locomotive at any one time. Each employee NEEDS to keep talking in order to protect hid own safety. If he's quiet the one cranking the engine up thinks he's alone and is less likely to say what step he's in, in the startup process. You heard him ask whether or not the TOP DECK DOORS were closed...that tells me that a Machinist was working on the tops of all the cylinders. If you start an engine with these open its an oily mess! (top deck doors are essentially Valve Covers). Communication amongst railroaders keeps everyone safe.
Those "E" units are amazing. The 6051 sp in Sacramento Ca. Is a beautiful engine. But standing in the middle of those emd motive power engines while under load is incredible youll feel true power from the soles of your shoes through your spine.
I use to work on tug boats and they had 2 GM locomotive v20..they are just like this engine but with 20 cylinders and 15 litters of displacement per cylinder
Great video and a nice sounding 567B engine. I learned something here, too; hold the layshaft OUT when blowing down with the test cocks open so it won't start. I am Engineer of a GP7 with a 16-567-B engine, so this is good information.
I believe we had a diesel engine similar to this one down in our missile silo when I was in the USAF. Huge engine and very loud being 3 levels deep in a concrete structure. This is how I lost part of my hearing.
This kind of thing reminds me of what a mate of mine constantly does which is start up a emd 16-567e engine. Also being in Australia, he has to activate the knife switch first and turn a dial to start, then he can fire up the loco
Another spotting feature- notice the square access covers right under the pressure relief valves, this indicates either a 567, 567A or 567B engine. The 567B was used in the E8 locomotive, which this is.
I agree fully. To this day I recognise the characteristic sound of a 2 stroke EMD (GM) engine. There are still many running today, continuing to deliver reliable service, in my home country of Canada. I've also heard their characteristic sound in other places I've travelled, including the United States, India, and Australia. Edited to add: I've also heard this characteristic sound from locomotives of Kiwi Rail in New Zealand. More recently, GE has been getting a larger share of the locomotive market. I wonder if EMD lost their edge after being bought out by Caterpillar.
@WhiteGangster400 the displacement is 567ci per cylinder, and in thos engine's configuration, 12 cylinders. this locomotive has two 12 cylinder engines
It should be an E-8. The square hand hole covers indicates the crankace is a 567B, which was offereed in the E8. The E-9 would have round hand hold covers as it had the 567C engine/crankcase
Yeah I have noticed that too. Guilford Rail System runs a couple SD26 locomotives that originally had 567 engines, but were converted to 645 by Sante Fe. The turbochargers sound different then their GP40's, quieter.
@the124Lscania yes, two engines. The need for two engines goes back to the original Winton powered E units of the 1930's where 2000HP was required per locomotive, but there was no sigle engine that would put that out. 2ea Winton 900hp engined did fit the bill, and as the E units evolved, two engines were kept to increase redundancy and reliability.
Számomra ezek a motorok az"alfák", nálunk Hungáriában is voltak ezek távoli rokonai, a NOHAB-ok. Én is vezettem őket, sajnos csak keveset.Most mátr a közforgalomban sajnos nincsenek. Ezek a motorok a királyok!!!
Now you insert a control key card and wait for it to be accepted, you may insert the controls if desired, depress system on, wait, depress system start. Until an actual route has been established or it is in service mode the engines will not start. Once everything has completed self test the engines start if multiples. If single unit it starts and pressure builds to around 100 psi. The locomotive has old style controls but the portable joystick is easier. One can be walking around and in control
@nascarguy101 that's exactly what it is ,a supercharger. being a two stoke diesel, it needs a supercharger just to breathe. the blower forces out the exhaust gasses while the cyliner wall ports are exposed. On an engin such as this, there's actually another blower on the other side fo teh other cylinders!
@MrHandyandy10187 yessir, a 2 stroke. Not at all like a gas 2 stroke, it is nearly an ideal design being a 2 stroke diesel, roots blowers scavenge the gasses and it has either three or four exhaust valves in the cylinder head
@the124Lscania Yup, two V12 engines, one in front and one in the rear. EMD's E-type passenger locomotives were all like this. In this video the camera is in the middle of the locomotive, usually looking toward the forward engine and the cab. EMD's F-type and GP-type locomotives had a single V16 engine.
I went to a boat race in Charleston and got to see a sub. also went to Chicago and went through the u boat that was captured off the African coast. I know it was an electric boat but having worked around diesels, I can imagine how it must have smelled when the krauts were surfacing and charging batteries or moving long distances. glad we had exhaust pipes at the nuclear plant.
I was going to suggest exactly that this was a cold start and will perhaps idle a little faster than normal "warm" engine. The 567 and 645 engines have the same stroke length (10") and idle speeds (318 rpm), the dispacement difference is made up in the cylinder diameter (8.5" vs. 9.0625"). The 710 is 9.2" x 11.1" in bore and stroke. The stated idle speed I found for the 710 is 269 rpm.
Yes, however, in this video, the "E" refers to the locomotive model. This is an EMD E8 locomotive, early 1950's manufacture. The prime movers (there are two, this is the forward prime mover) is a 12-567B engine. To your point, the letter "E" in the engine designation would call out the 645 engine series and crankcase, which COULD be fitted with 567 power aseemblies, mostly for service replacement, though to my knowledge hasnt been done in years.
@theratfarmer He means a piston rod. That's what can happen when you try to run an engine when there's water in a cylinder. If there's more water than would fill the space with the piston at the top, the piston won't be able to compress, and the piston rod will bend or break instead. Radial aircraft engines also have this problem, only with oil pooling in the lower cylinders rather than water.
These are our locomotives. We're finally looking into realistic time frames for these to be operating on excursions. You should be able to honestly expect them in the next year and a half.
I love the blown 567's and 645's (worked on a lot tugs with them) but the Turbo's are the real muscle. I worked on a ship with 4- 3600hp 20-645-E7's That was nice, the power of 4 SD45's in one room (not to mention two 1200hp V-16 Cat D399 gen-sets). Blowers are cool and less hassle though, my Buick Regal has one!
This 567 is "naturally aspirated." The blower is an integral part of the engine and must be present in order for the engine to run. Contrast this to later 567s and the derivative 645s and 710s that are fitted with a hybrid turbocharger, which functions as a blower at lower power settings and acts as a true turbocharger at higher power settings.
Mister Shiffles, Sir, even though I helped build some of the first ribbon rails for the Seaboard Airline RR and learned every boxcar name that came out of savannah (between thermowelds) AND even though my daddy worked from 1922 until 57, I never got a chance to sit in the engine. one of my buddies, after we got out of high school (we only worked summers) last time I heard he was going to be an engineer. a mechanic told me they run constant speed. people think they are revving up. just loading.
like how at 3:58 or so, the lay shaft moves as it starts to roll over. It's the grey bar hanging right inder the control panel off of the back of the engine
@WhiteGangster400 The latter GM EMD 710G is made in V12, V16 and a V20 configuration. The 710 is 11.63 litre per cylinder!! Times that by 20 and see what you get!
Electricity is amazing. those traction motors have been running for many a year. only difference is that sometimes there are upgrades that can run a little cheaper, bearings that last longer, new injectors and the list goes on. people who do not know infrastructure have no idea about cost/benefit analysis. heck, we could still be on steam; OOPS! we still are. the good thing is that even turbines are getting more efficient. but if you out on the rails, onboard generators are the best way to go.
Cool to see the racks open (the lever that swings just below the guy's starting hand) then she's away,why the fuel prime though ?,I take it these loco's dont have fuel header tanks like some of our british loco's hence the need to pressurize the system before a crank up
Very interesting; now I have a better idea of the engine start sequence and some of the "wheres" and "why fors" about a diesel locomotive. The engine compartment resembles a U-Boat, just a little bit.
Pour information. Ce moteur diesel 567GM est de Général Motors 12 cylindres en V à 45°. Cylindrée de 567 pouce cube, soit près de 6 litres par cylindre. Il existe en version de 16 cylindres. C'est un moteur diesel 2 temps avec admission par lumières et échappement par 4 soupapes par cylindre. L'admission d'air est forcée par 2 soufflantes (Roots), une par ligne à la pression de 0,3 bar. Injection de combustible par injecteur-pompe dans la culasse.
The letters S,F,E actually designated horsepower ratings. (This is not a joke.) "E" == "Eighteen hundred HP", as the first E's had two 900HP V12s. "F" == "Fifty Four Hundred HP", referring to ABBA set of F-units each having one 1300HP V16. "S" == "Six Hundred HP", as in the switchers; orig.was SC for Cast frame vs.SW for Welded frame, but they d/c'd cast frames and dropped that letter. It's not Express, Freight, and Switcher, altho' it looks like it. You're correct on SD/GP, though.
They talk about not having enough battery power to start one of their engines. EMD's are meant to be manually rolled over or "barred over" before starting. This saves strain on the battery banks. Well, that's what EMD's manuals say.
Have one on my tug, the Shelter Island - love the sound of it running! When I bought her the engine hadn't been run in 7 yrs. After rebuilding one blower, pre-lubing her several times a day for a couple of days, and blowing her down, she started first try. Soon should have the pilot house controls working and will actually be able to go somewhere!
There's nothing quite as beautiful as the song of The General motors 567 series locomotive engine. Thank you Mr Kettering. The sound of the roots blower, that valve train, those giant pistons. If that's not a reason to be a GM fan. It's up there with a Detroit. Those sounds!
Long live the GENERAL 💪💪👍🇦🇺
I worked on a fishing boat that had a very similar engine. I don't remember what model it was but it was a 12 cylinder GM that put out 1,600 hp. Prior to start up we did a blowdown like you, this engine also had a pre-lube system that would bring the oil pressure to about 14 lbs. before rolling it over.
It sounds the way they always did. The old engines sound different from the newer EMD engines mostly due to the different blowers.
The old engines used gear-driven Roots-type blowers, while modern EMD two-stroke engines use a hybrid blower/turbo charger. This unit is a direct-drive blower up to about throttle 3, after which there is usually enough exhaust flow/pressure to push the turbines and overrun the clutch; then it runs like a normal free-wheeling turbo charger.
love that sound. brings back memories as a small boy in the mid 60s listening to Victorian Railways locos idling at the platform and then increasing the revs when departing.
Awesome! My grandfather worked for GM in the 40's, installing and tuning these beasts in the LST landing ships for the Navy. I still have some of his notes and manuals.
RadRed44
A look at the notes would be interesting.
i worked on EMDs an apprentice, and the foreman told me he had seen them in LST's too during WW2.
Redrad44 you sure got the beast part right 👍🇦🇺
Thats a sound that brings back memories for me, 4 decades ago i was a loco maintainer and did all sorts of work on dash 8s with the same engine . Quite enjoyable engines to work on except washing out the scavenge chambers .
Up until 1971, the Rock Island and Illinois Central ran their E8s at sustained 90mph speeds on their hotshot passenger runs. Seaboard Coast Line E6,7s, and 8s were whipping 80mph speeds with the Silver Meteor, Silver Star, and Champion. They were mechanical "race horses" until age, high miles ( million+) and deferred maintenance took their toll.
Very exciting. I know this is an older video, but as a 20 year veteran on diesel engines, it still makes my blood dance when I hear one start up, something very unique about a cold diesel from a gas engine. Thanks for sharing.
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I liked how the lights dimmed on the hot start. It takes serious battery amperage to roll those engines over.
PingasTheFourth i think more if you're talking at 12v
This happens on the locomotives I help restore at the museum I do volunteer work for. We have three diesels with emd 8-567cr engines, one with a emd 16-567bc, two with emd 16-567c engines and one with a emd 16-567e
One day I had just dropped off an E60 at motor storage in New Haven, Ct. And as I exited the clerks office I heard an EMD 567B engine start up that was on the wall track between the motor storage building and the wall was one track where they stored excess power and when the E-8 engine started it was running very rough. The center door was open so I stuck my head inside and inquired if they were having any trouble and was told it was a broken camshaft on one side of the engine. I set my bag down and climbed inside as as I was known as a smart ass on locomotives I was told they didn't need my help. So I asked them I know what's wrong and I don't think it's a broken camshaft. The Enginehouse foreman was in there and out of frustration as they had been trying to figure out what was wrong and I asked them " how many over speed trips are on an EMD engine?"
One was the answer and everybody agreed with the answer, Gentlemen, not trying to sound like a know it all though I realize that's how I come across the correct answer is 2 over speed trips, one for each camshaft now pull the low oil button on the governor and someone climb up to grab the reset lever for the over speed trip lever then pull on it steadily as we crank her over and when the parts line up she'll drop into reset position. Everyone looked at the foreman and he looked at me and said what have we got to lose? Jim has been right more than I care to admit, try it and they did and the machinist helper pulling on the reset lever was surprised when we rotated the engine and the reset lever moved and locked into place. The foreman released the starter button when he saw the lever move. He reset the low oil button and hit the starter and everyone except me was surprised when she started normally and settled down to a normal idle. This was during August and the engine room was hot and everyone said thanks to me as they had been trying to figure it out for over 45 minutes. The lead machinist asked me how did I know? Sometimes being a railroad buff is helpful when you study the mechanical side of diesel locomotives and I apologize if I sometimes seem like an ass. I noticed over the next couple of years they treated me with a lot more respect than they had previously. And once in a while when going on or off duty they would question me on a problem they were having. One I had heard before.
They had a GP-9 that kept having multiple ground relays and would bring it into the shop and Megga the motors all motor cables and the main generator looking for a short to no avail, everything checked out find. Take the engine out on a road test and sooner or later the ground relays started again. I told him a story when I was 15 years old hanging around the Boston and Maine railroad locomotive Shop and they had the same problem with an F-7A unit for 8 months and when I visited on a Saturday night the electrician offered me a cab ride as they were taking her out to see if the problem was fixed. We had at my suggestion all the floor panels up and off to the side and when she tripped out the ground relay the 6th time I saw something and asked the engineer to stop the engine and shut it down and told the electrician there was something rolling around on the box that runs under the high voltage panel. He climbed down and after a minute he started cursing like crazy. And came up and handed me a chrome flashlight with hundreds of scorched marks all over it. While the engineer restarted the engine the electrician put down all the floor boards back where they belonged and the engine worked just fine without any ground relay trips. The locomotive shop foreman was highly upset when he saw the flashlight and called everybody in the shop to his office with their flashlights. Over half had chrome all metal flashlights which he confiscated and issued new yellow plastic flashlights.
The electrician at motor storage said it couldn't be that simple and went off to check the locomotive and while I was waiting for my train to come in from Boston the shop foreman called me on the radio by name and said thank you sir, that is exactly what we found in the tray. The locomotive shop foreman issued over 50 new yellow plastic flashlights to his shop people.
The is a reason why the railroad issues plastic flashlights and prohibits the use of all metal flashlights. Everyone that reads this whether an employee or a volunteer at a railroad museum this applies to you guys too. Plastic doesn't conduct electricity.
James Shanks
Thanks james for the intuitive story.... genius.!!
@james wanks Yea yea yea,i bet they really said fuck off jim you fucking know all
Too long didn’t read #TLDR
You’re a genius James! Very cool stories
@@irishsavage8715 you should read it. A good spent minute of your life
Boy does this bring back memories. Thanks for sharing. I have had the opportunity to rebuild some of these engines years ago.
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It's called a layshaft. After the engine has caught you just pull on it a little bit until you hear the engine smooth idle. Try it, it's really easy.
The sound of an EMD E class locomotive, so soothing
20th Century Limited Productions
I don't know anything about locomotives, only that I use to love trains as a kid, but oh boy, WHAT A SWEET SOUND. Thank you for sharing.
Awesome! For years and years and years I always wondered what an engine room on a locomotive was like inside........!!
Very interesting explanations on the EMD 567E prime mover. I liked especially the explaining the blowing out of water in the cylinders to prevent vapor lock and possible damage (bending or cracking) of the connecting rods. Thank you for sharing!!!!
charlesrlassiter Prevent vapor lock? No, it's to keep the engine from blowing the heads off because you can't compress water.
@@douglasskaalrud6865 Same thing, almost. Vapour, more rather water/hydro lock, causes this
This is a valuable tool to learn how a diesel locomotive works.How to start and how it works different from a gasoline engine.And the safety view point,to keep it from having any problems.
I ran the C series of these engines when I was on the U.S.S Enterprise. It is a wonderful engine.
This is one of my favorite videos. I LOVE the sound of the 567. THANKS.
These locomotives used to be in service for another museum when they were still in Tennessee. There are several pictures of them pulling our excursions.
Great video! Here in Argentine we have a lots of 567-c running!! 💪🏻
I like how the engine starts up. You can actually hear the pistons pumping in the hollow cylinder (at the time), while it's ramping up to speed....kool deal!
The beautiful sounds of history here! Thanks for sharing!
I like this one! It's educational and the big EMD sounds very nice.
Many years ago I had an International Harvester TD-18 dozer. It had 3 valves per cylinder... one intake, one exhaust, and one that opened a spark plug chamber (also lowered the compression). The intake had flaps to draw from the carb for cranking and warmup... or fresh air when you kicked it over to diesel, never losing more than a few RPM for a few seconds.
I appreciate you making this video. By reading some of the comments, I can tell that they weren't made by railroaders. There are usually 3 or more crafts working on a locomotive at any one time. Each employee NEEDS to keep talking in order to protect hid own safety. If he's quiet the one cranking the engine up thinks he's alone and is less likely to say what step he's in, in the startup process. You heard him ask whether or not the TOP DECK DOORS were closed...that tells me that a Machinist was working on the tops of all the cylinders. If you start an engine with these open its an oily mess! (top deck doors are essentially Valve Covers). Communication amongst railroaders keeps everyone safe.
Next time I start my car I'm going to yell "hot start".
fish Army THAT IS A SAFETY REQUIREMENT ON THE RAILROAD! YOU CAN BECOME VERY UNPOPULAR IN A HURRY IF YOU DON'T!
Cold starts are better.
@@rossbryan6102 fuck yeah !
Those "E" units are amazing. The 6051 sp in Sacramento Ca. Is a beautiful engine. But standing in the middle of those emd motive power engines while under load is incredible youll feel true power from the soles of your shoes through your spine.
I use to work on tug boats and they had 2 GM locomotive v20..they are just like this engine but with 20 cylinders and 15 litters of displacement per cylinder
Great video and a nice sounding 567B engine. I learned something here, too; hold the layshaft OUT when blowing down with the test cocks open so it won't start. I am Engineer of a GP7 with a 16-567-B engine, so this is good information.
good old 567 series! tons of them on tugs, great old engines
I believe we had a diesel engine similar to this one down in our missile silo when I was in the USAF. Huge engine and very loud being 3 levels deep in a concrete structure. This is how I lost part of my hearing.
This kind of thing reminds me of what a mate of mine constantly does which is start up a emd 16-567e engine. Also being in Australia, he has to activate the knife switch first and turn a dial to start, then he can fire up the loco
I love the guy at the beginning! "He`s got that magic demeanor" about him! LOVE this piece!! proud of you guys!!! 50 stars!
Another spotting feature- notice the square access covers right under the pressure relief valves, this indicates either a 567, 567A or 567B engine. The 567B was used in the E8 locomotive, which this is.
@n4120p It's an E8 which was made in the early 1950's. The engines are specifically 12 cylinder 567B prime movers.
Loved the Sound of this GM Engine always in my Childhood here in Austria, as the Class 2050 (Austrian Railways) were equipped with this Engine. :)
I agree fully. To this day I recognise the characteristic sound of a 2 stroke EMD (GM) engine. There are still many running today, continuing to deliver reliable service, in my home country of Canada. I've also heard their characteristic sound in other places I've travelled, including the United States, India, and Australia. Edited to add: I've also heard this characteristic sound from locomotives of Kiwi Rail in New Zealand. More recently, GE has been getting a larger share of the locomotive market. I wonder if EMD lost their edge after being bought out by Caterpillar.
The GM's that used a blower instead of a supercharger sounded better
@WhiteGangster400 the displacement is 567ci per cylinder, and in thos engine's configuration, 12 cylinders. this locomotive has two 12 cylinder engines
That guy is so American it's incredible.
I love this comment. Reminds me very much of an American teacher of mine.
It should be an E-8. The square hand hole covers indicates the crankace is a 567B, which was offereed in the E8. The E-9 would have round hand hold covers as it had the 567C engine/crankcase
walking through one of these running is an awesome experience
These are still in operation in Denmark. Search dsb mx and dsb my, danish my locomotive etc.
We ran these engines on my LST in the Navy! We really didn't need the second blower!! 64 volt electric start.
Great video. Love the humor in the beginning
Yeah I have noticed that too. Guilford Rail System runs a couple SD26 locomotives that originally had 567 engines, but were converted to 645 by Sante Fe. The turbochargers sound different then their GP40's, quieter.
@the124Lscania yes, two engines. The need for two engines goes back to the original Winton powered E units of the 1930's where 2000HP was required per locomotive, but there was no sigle engine that would put that out. 2ea Winton 900hp engined did fit the bill, and as the E units evolved, two engines were kept to increase redundancy and reliability.
3:55 is what you're waiting for
Számomra ezek a motorok az"alfák", nálunk Hungáriában is voltak ezek távoli rokonai, a NOHAB-ok. Én is vezettem őket, sajnos csak keveset.Most mátr a közforgalomban sajnos nincsenek. Ezek a motorok a királyok!!!
Now you insert a control key card and wait for it to be accepted, you may insert the controls if desired, depress system on, wait, depress system start.
Until an actual route has been established or it is in service mode the engines will not start.
Once everything has completed self test the engines start if multiples.
If single unit it starts and pressure builds to around 100 psi.
The locomotive has old style controls but the portable joystick is easier.
One can be walking around and in control
that engine has damn good equal compression on all 16"s perfect for its age in time
It would start even faster if he would push the layshaft in just a little. Just have to be careful to not over-rev it when it starts.
Nice.
@nascarguy101 that's exactly what it is ,a supercharger. being a two stoke diesel, it needs a supercharger just to breathe. the blower forces out the exhaust gasses while the cyliner wall ports are exposed. On an engin such as this, there's actually another blower on the other side fo teh other cylinders!
@MrHandyandy10187 yessir, a 2 stroke. Not at all like a gas 2 stroke, it is nearly an ideal design being a 2 stroke diesel, roots blowers scavenge the gasses and it has either three or four exhaust valves in the cylinder head
@the124Lscania Yup, two V12 engines, one in front and one in the rear. EMD's E-type passenger locomotives were all like this. In this video the camera is in the middle of the locomotive, usually looking toward the forward engine and the cab. EMD's F-type and GP-type locomotives had a single V16 engine.
two stroke, yes. Yes on the super chargers (2), they are needed for a 2 stroke diesel to run at all
So cool! Fascinating and kinda scary to watch at the same time due to the Woodhorn Museum scale of this beast, but boy does she purr...
I went to a boat race in Charleston and got to see a sub. also went to Chicago and went through the u boat that was captured off the African coast. I know it was an electric boat but having worked around diesels, I can imagine how it must have smelled when the krauts were surfacing and charging batteries or moving long distances. glad we had exhaust pipes at the nuclear plant.
I was going to suggest exactly that this was a cold start and will perhaps idle a little faster than normal "warm" engine. The 567 and 645 engines have the same stroke length (10") and idle speeds (318 rpm), the dispacement difference is made up in the cylinder diameter (8.5" vs. 9.0625"). The 710 is 9.2" x 11.1" in bore and stroke. The stated idle speed I found for the 710 is 269 rpm.
God youtube is recommending videos from the start of its era....
Listen to this guy old school Diesel. He knows his stuff
That is the same engine in my lokomotiv in Denmark
Yes, however, in this video, the "E" refers to the locomotive model. This is an EMD E8 locomotive, early 1950's manufacture. The prime movers (there are two, this is the forward prime mover) is a 12-567B engine.
To your point, the letter "E" in the engine designation would call out the 645 engine series and crankcase, which COULD be fitted with 567 power aseemblies, mostly for service replacement, though to my knowledge hasnt been done in years.
@theratfarmer He means a piston rod. That's what can happen when you try to run an engine when there's water in a cylinder. If there's more water than would fill the space with the piston at the top, the piston won't be able to compress, and the piston rod will bend or break instead. Radial aircraft engines also have this problem, only with oil pooling in the lower cylinders rather than water.
These are our locomotives. We're finally looking into realistic time frames for these to be operating on excursions. You should be able to honestly expect them in the next year and a half.
I love the blown 567's and 645's (worked on a lot tugs with them) but the Turbo's are the real muscle. I worked on a ship with 4- 3600hp 20-645-E7's That was nice, the power of 4 SD45's in one room (not to mention two 1200hp V-16 Cat D399 gen-sets). Blowers are cool and less hassle though, my Buick Regal has one!
@TrainHistorian yes, the 710's do have those. 645's do as well
these engines were at the tennessee central in nashville a few years ago.
@jaggass that is 567 in^2 per cylinder so 567 x 12 would give you the displacement in cubic inches. not sure how many cu in make up one litre
it's not necessarily naturally-aspirated because at the end of the exhaust session the blower blows in fresh air it does not have an intake stroke
This 567 is "naturally aspirated." The blower is an integral part of the engine and must be present in order for the engine to run. Contrast this to later 567s and the derivative 645s and 710s that are fitted with a hybrid turbocharger, which functions as a blower at lower power settings and acts as a true turbocharger at higher power settings.
The most common ones in Canada are the 1200hp ones in the GMD-1's and the SW1200RS's, and the 1750hp ones in the GP9's
Love the Medina Museum. Santa Express was a ton of fun when my kids were young.
It's the same engine that we're currently using on a still active WW2 landing ship tank here in the Philippines
Mister Shiffles, Sir, even though I helped build some of the first ribbon rails for the Seaboard Airline RR and learned every boxcar name that came out of savannah (between thermowelds) AND even though my daddy worked from 1922 until 57, I never got a chance to sit in the engine. one of my buddies, after we got out of high school (we only worked summers) last time I heard he was going to be an engineer. a mechanic told me they run constant speed. people think they are revving up. just loading.
Love the sound of a non-turbocharged EMD.
Thats cool they let you on there and all. My Grandpa used to work for N+S.
The quality of the vid is great considering this vid was made 9 years ago!
Good engines. I've worked with them on boats. Not the most efficient or air friendly. But they are dead simple and simply won't die.
very good for people who love trains.And railroads.the worlds greatest hobby.
Its amazing how quiet it is considering the power its banging out. Its no louder than a truck engine judging by the comparison to the guys voices.
It's an EMD E8, and all it's parts are EMD. It probably sounds weird because it's 50 freakign years old.
like how at 3:58 or so, the lay shaft moves as it starts to roll over. It's the grey bar hanging right inder the control panel off of the back of the engine
America is not only President.
America is hardworking people.
America are wonderfull buildings.
America are you and your goodness.
@WhiteGangster400 The latter GM EMD 710G is made in V12, V16 and a V20 configuration. The 710 is 11.63 litre per cylinder!! Times that by 20 and see what you get!
Electricity is amazing. those traction motors have been running for many a year. only difference is that sometimes there are upgrades that can run a little cheaper, bearings that last longer, new injectors and the list goes on. people who do not know infrastructure have no idea about cost/benefit analysis. heck, we could still be on steam; OOPS! we still are. the good thing is that even turbines are getting more efficient. but if you out on the rails, onboard generators are the best way to go.
L
Awesome vid!! Diesel engines are so great!!
Hi!
This vídeo is excellent demonstration.
Congratulations!!!
0:08 "i got your nuts" hahahahahahahh
E means locomotive type eg e7, like u get F types but they have one engine (v16) and 4 wheel trucks. the E series have 6 wheel trucks.
E refers to the horsepower of the early version of the locomotive (Eighteen Hundred)
Cool to see the racks open (the lever that swings just below the guy's starting hand) then she's away,why the fuel prime though ?,I take it these loco's dont have fuel header tanks like some of our british loco's hence the need to pressurize the system before a crank up
Very interesting; now I have a better idea of the engine start sequence and some of the "wheres" and "why fors" about a diesel locomotive. The engine compartment resembles a U-Boat, just a little bit.
Pour information. Ce moteur diesel 567GM est de Général Motors 12 cylindres en V à 45°. Cylindrée de 567 pouce cube, soit près de 6 litres par cylindre. Il existe en version de 16 cylindres. C'est un moteur diesel 2 temps avec admission par lumières et échappement par 4 soupapes par cylindre. L'admission d'air est forcée par 2 soufflantes (Roots), une par ligne à la pression de 0,3 bar. Injection de combustible par injecteur-pompe dans la culasse.
Lastly, the EMD engine blocks are of fabricated steel pieces, while the GE's are of huge castings.
The letters S,F,E actually designated horsepower ratings. (This is not a joke.)
"E" == "Eighteen hundred HP", as the first E's had two 900HP V12s. "F" == "Fifty Four Hundred HP", referring to ABBA set of F-units each having one 1300HP V16. "S" == "Six Hundred HP", as in the switchers; orig.was SC for Cast frame vs.SW for Welded frame, but they d/c'd cast frames and dropped that letter.
It's not Express, Freight, and Switcher, altho' it looks like it. You're correct on SD/GP, though.
And the most interesting part is that în Romania these locomotives are still running and are operational
1125 according to the description. i know GP7s have 1500 with this engine, and gp9s have 1750 with a few modifications.
Started pretty fast for such huge engine...
That's because it's a two-stroke.
+allencrider yes
Nice video! Sounds like my old Plymouth Fury on a cold morning! Haha! seriously, though, really nice to see this old gal firing up!
They talk about not having enough battery power to start one of their engines. EMD's are meant to be manually rolled over or "barred over" before starting. This saves strain on the battery banks. Well, that's what EMD's manuals say.
The beautiful chant of the 567c, ahhh!
Have one on my tug, the Shelter Island - love the sound of it running! When I bought her the engine hadn't been run in 7 yrs. After rebuilding one blower, pre-lubing her several times a day for a couple of days, and blowing her down, she started first try. Soon should have the pilot house controls working and will actually be able to go somewhere!
That sounds fun!
***** Yes, I have videos here on TH-cam and on Facebook. Try tomt6040 to search for the sites.