Great to see this series brought back! It's a shame that newer technology gets a bad rap and isn't taken seriously due to projects like this. How about reviewing a passenger unit next?
The DDA40X's were killed off not because they used a lot of fuel, they were just basically two 3300 HP locos on one chassis with a single cab. They didn't build more of them because a single failure took out two loco's worth of power. They were around long after the Arab Oil Embargo and finished their days with a huge number of miles and kilowatt hours. I watched them in Vegas into the early 80's on trains to LA and back.
I remember reading that UP stopped using the DDs because they just simply wore out. They amassed over a million miles each in about 6-7 years. UP loved them and they worked pretty darn well for what they were. It was only when they tried uprating them to 3300HP from 3000 using a normal E block that they showed significant reliability issues. Once they got derated to 3000HP they didn't have all that many issues.
You could do a video of Norfolk Southern turning there Dash-9s from DC TO AC and calling them AC 44C6M’s. That would be a good video, because you see new ones every day running up and down their lines
If you want a challenge how about N de M Baldwin Centipedes that they had rebuilt back in the early 1970"s I think it was 1971. I know all the other RR that bought it traded them in.
By 2021 the PR43Cs were sitting at Vancouver, British Columbia with an uncertain future ahead of them, but in that same year, they were renumbered from 4000-4011 to 130-141 in order to make room for the AC44C6Ms that would be numbered in the 4000s.
4300 was scrapped in Dec. 2023. There's a video elsewhere on here showing them doing it. It had already been stripped of all its usable parts. Here's hoping they used the steel from it to make something more reliable than it was.
By 2021 the PR43Cs were sitting at Vancouver, British Columbia with an uncertain future ahead of them, but in that same year they were renumbered from #4000-4011 to #130-141 in order to make room for the AC44C6Ms that would be numbered in the #4000s. Many railfans speculated that the PR43Cs would re-enter service after this, because why would Ontario Northland go through the trouble of renumbering them if they would never operate again? Unfortunately, these theories proved to be wrong when all 12 PR43Cs were returned to Ontario Northlands Vancouver British Columbia shops in late 2017. By 2018, they were chopped up into parts. Nowadays, all PR43Cs are assumed scrapped, including the demonstrator, 4300. Nah, just kidding. So why are the PR43Cs important? Other than that, thanks for watching.
Norfolk Southern PR43C # 4000-4001, 4300, and 4002-4011 were sold back to Progress Rail then to Ontario Northland. Engines 4002-4011 are road locomotives. 4000-4001, 4300 are local engines.
To my understanding the "C" in the designation "PR43C" actually was a reference for Caterpillar powering these units. The GP50's & SD50's weren't immensely problematic like many have been overexaggerating about. Many of those units had power assemblies from their 645F3's swapped for better ones from 645E3's. That,or the horsepower was derated by resetting the governor settings or changes to the fuel racks. There actually is a good amount of GP50's and SD50's left in usage on shortlines and such. The PR43C's were extremely junked in comparison to the SD50's. Most failures were from the C175 prime movers causing stress or literal damage and ending up with a dead unit. The PR43C's couldn't complete cross country trips without repairs unlike any other EMD units. For the sake of all things,these failed more than GE units catching on fire. The only interesting thing about the later units was using the almost foreshadowing SD70ACE-T4 radiators and having those unique wide cabs that resembled a SD60M Triclops nose but with SD70ACE styled windows. Anyways,these units proved well before the SD70ACE-T4's that Caterpillar engines shouldn't be in any large six axled locomotives. Caterpillar only did well in switchers for GE and ALCO many years ago,espiecally the military. This just proves why CAT/PRLX has always been a mistake for owning EMD.
EMD should have been alittle slower not just been lazy and instead made a new V16 engine that could take the stress intended for the SD50, and likely would still be number one today
That's quite obviously why the 710 Series was introduced with the GP60's & SD60's to begin with. EMD was already outstripped by GE at that time because of the debut of the -8 Series. GE had microprocessors,wheel slippage prevention,more horsepower,and stronger traction. This was just the beginning of EMD's removal from market dominance. Most of the GP50's & SD50's just had power assemblies swapped with 645E3's or had governor settings reset to resolve the horsepower issues. Many units still survive elsewhere in secondary ownership. The worst mistakes EMD made were the SD90MAC-H's and SD70ACE's. GE made tremendous progress with the AC4400CW's and ES44AC's.
The SD50 was absolutely not the most unreliable locomotive. That award goes to the SD90MAC H. I haven't talked to any engineers who had it working for long enough to gauge its performance, something the SD50 was at least able to manage. Also, it's engine. Not motor. Motors run on electricity.
The C44-9W's are always having problems, and I'm wondering if it's like the SD50 had with it's motors. Ever realize that the C40-8's and 9's rarely have issues but the 44's DO? That's probably because GE, who SHOULD NOT BE BUILDING MOTORS put a ton of stress on the prime mover. They are meant to put out 4000 HP, they are DESIGNED to put out 4,000 HP, no more than that, but GE has them set to run at maximum overdrive to get that extra 400 HP out, and that puts a lot more stress on the motor.
The C44-9W's don't have to adhere to tier four regulations which is why those units are being rebuilt by Wabtec in large numbers. The ET44AH's and SD70ACE-T4's are actually more mainteance demanding and consume more fuel than most tier three and tier two units out there,both EMD and GE. The main cause for that is the railroads doing with EGR instead of DEF. The only reason why tier four units even exist was so the railroads could benefit from tax write off's. With Wabtec now controlling GE's market,they made massive changes including rebuild programs and also have replacement and rebuild parts for EMD units rather than PRLX. The -8 Series had problems just like the -9 Series from leakage in fuel lines or turbocharger seals wearing out. It was far worse when the AC6000CW's were around before the rebuilds. Dating back to the -7 Series and Universal Series those units had weak traction motors and would melt dynamic brake grids from overheating if not on fire. Even GE executives confirmed this and it was a shocker for any of those units to survive fifteen years if not more with their owners. With Wabtec now changing things,GE units are actually becoming more reliable and there is far more distribution which is bringing costs down. That's why most EMD units don't get rebuilt,put in storage,or sold off. Thanks to CAT/PRLX screwing things up from the very start as EMD's parent company.
If BNSF got them one will be used in Barstow Hump Yard or possibly make a European version of them by using an East German Deutsche Reichsbahn V60 DR BR106 DB BR345-347 as the base.
These pieces of crap spent more time being repaired than they spent on the road. Engineer friend of mine found literal engine parts laying on the running boards after a massive engine block failure. Cat engines have NEVER been able to withstand the rigors of railroad use. There's a video on here elsewhere showing one of these being scrapped.
![Noob To Max With DRAGON REWORK In Blox Fruits [FULL MOVIE]](http://i.ytimg.com/vi/LnBMOinoOvA/mqdefault.jpg)
Aye of all things 4300 the demonstrator unit still survives as a switcher at Shelby Grain Mill in Shelby, NC as September 12'th
Nope it’s chopped up
Two words: Roger Smith, GM's CEO in the 1980s, considered the worst of the twentieth century. Every division suffered under his command.
thats more than 2 words
Great to see this series brought back! It's a shame that newer technology gets a bad rap and isn't taken seriously due to projects like this. How about reviewing a passenger unit next?
Hi
I watched your videos
For more rebuilds I would suggest maybe the CF7 or ST70ACe (not a rebuild but still cool) but still, well done Sam!
“For more rebuilds, *suggests not a rebuild*”
Ok
@@boylesterminalshops6841 well, everything progress rail is also a bit related with the ST70's being in testing phases
It’s about time nice job sam
The DDA40X's were killed off not because they used a lot of fuel, they were just basically two 3300 HP locos on one chassis with a single cab. They didn't build more of them because a single failure took out two loco's worth of power. They were around long after the Arab Oil Embargo and finished their days with a huge number of miles and kilowatt hours. I watched them in Vegas into the early 80's on trains to LA and back.
I remember reading that UP stopped using the DDs because they just simply wore out. They amassed over a million miles each in about 6-7 years. UP loved them and they worked pretty darn well for what they were. It was only when they tried uprating them to 3300HP from 3000 using a normal E block that they showed significant reliability issues. Once they got derated to 3000HP they didn't have all that many issues.
I was glad I got to ride in a few of them over the years I lived in Vegas. @@pootispiker2866
You could do a video of Norfolk Southern turning there Dash-9s from DC TO AC and calling them AC 44C6M’s. That would be a good video, because you see new ones every day running up and down their lines
After so long, a new rebuilt episode!
Maybe a SD70M for a rebuild video in the future
Definitely cool and I’d say the dash 8.5 would be very cool to see
I ❤ rebuild series!!!
If you want a challenge how about N de M Baldwin Centipedes that they had rebuilt back in the early 1970"s I think it was 1971. I know all the other RR that bought it traded them in.
By 2021 the PR43Cs were sitting at Vancouver, British Columbia with an uncertain future ahead of them, but in that same year, they were renumbered from 4000-4011 to 130-141 in order to make room for the AC44C6Ms that would be numbered in the 4000s.
dash 8.5 would be cool
There is still one in service in Shelby NC. Number 4000.
Idea: SD40E,
Also remaster all the other rebuilt videos
4300 still exists. Lives at a feed mill in North Carolina.
Where in North Carolina? Otherwise scrapped
4300 was scrapped in Dec. 2023. There's a video elsewhere on here showing them doing it. It had already been stripped of all its usable parts. Here's hoping they used the steel from it to make something more reliable than it was.
I did the same thing with the engines renumbered from 4000-4011 to 130-141 with
the help from Drayton Blackgrove.
By 2021 the PR43Cs were sitting at Vancouver, British Columbia with an uncertain future ahead of them, but in that same year they were renumbered from #4000-4011 to #130-141 in order to make room for the AC44C6Ms that would be numbered in the #4000s. Many railfans speculated that the PR43Cs would re-enter service after this, because why would Ontario Northland go through the trouble of renumbering them if they would never operate again? Unfortunately, these theories proved to be wrong when all 12 PR43Cs were returned to Ontario Northlands Vancouver British Columbia shops in late 2017. By 2018, they were chopped up into parts. Nowadays, all PR43Cs are assumed scrapped, including the demonstrator, 4300. Nah, just kidding. So why are the PR43Cs important? Other than that, thanks for watching.
Norfolk Southern PR43C # 4000-4001, 4300, and 4002-4011 were sold back to Progress Rail then to Ontario Northland. Engines 4002-4011 are road locomotives. 4000-4001, 4300 are local engines.
To my understanding the "C" in the designation "PR43C" actually was a reference for Caterpillar powering these units. The GP50's & SD50's weren't immensely problematic like many have been overexaggerating about. Many of those units had power assemblies from their 645F3's swapped for better ones from 645E3's. That,or the horsepower was derated by resetting the governor settings or changes to the fuel racks. There actually is a good amount of GP50's and SD50's left in usage on shortlines and such. The PR43C's were extremely junked in comparison to the SD50's. Most failures were from the C175 prime movers causing stress or literal damage and ending up with a dead unit. The PR43C's couldn't complete cross country trips without repairs unlike any other EMD units. For the sake of all things,these failed more than GE units catching on fire. The only interesting thing about the later units was using the almost foreshadowing SD70ACE-T4 radiators and having those unique wide cabs that resembled a SD60M Triclops nose but with SD70ACE styled windows. Anyways,these units proved well before the SD70ACE-T4's that Caterpillar engines shouldn't be in any large six axled locomotives. Caterpillar only did well in switchers for GE and ALCO many years ago,espiecally the military. This just proves why CAT/PRLX has always been a mistake for owning EMD.
Looks like the SD70ACE-T4 but Slightly longer radiators.
For anyone curious: PRLX = New EMD
wrong the SD 40's sold very well
A lot of info on the SD50 I didn't know, other than they were a failure.
I own those PR43C's in g scale at Mountain View Elementary Middle School in Union West Virginia.
4300 actually still exists and it works a mill out in north carolina
And those SD50s and SD50S.
You should do the Canadian Pacific GP 20c ecos
One time there was NS PR43C #4001. Now there's Sonic Bonnet AC44C6M #4001.
Engine #4002 is stored in Patterson, Georgia awaiting renumbering as #132.
I’d say Dash 8.5 or SD40E next
I think you should do the C40-8.5W.
EMD should have been alittle slower not just been lazy and instead made a new V16 engine that could take the stress intended for the SD50, and likely would still be number one today
The 710 came a generation too late, it seems.
That's quite obviously why the 710 Series was introduced with the GP60's & SD60's to begin with. EMD was already outstripped by GE at that time because of the debut of the -8 Series. GE had microprocessors,wheel slippage prevention,more horsepower,and stronger traction. This was just the beginning of EMD's removal from market dominance. Most of the GP50's & SD50's just had power assemblies swapped with 645E3's or had governor settings reset to resolve the horsepower issues. Many units still survive elsewhere in secondary ownership. The worst mistakes EMD made were the SD90MAC-H's and SD70ACE's. GE made tremendous progress with the AC4400CW's and ES44AC's.
The SD50 was absolutely not the most unreliable locomotive. That award goes to the SD90MAC H. I haven't talked to any engineers who had it working for long enough to gauge its performance, something the SD50 was at least able to manage.
Also, it's engine. Not motor. Motors run on electricity.
The C44-9W's are always having problems, and I'm wondering if it's like the SD50 had with it's motors. Ever realize that the C40-8's and 9's rarely have issues but the 44's DO? That's probably because GE, who SHOULD NOT BE BUILDING MOTORS put a ton of stress on the prime mover. They are meant to put out 4000 HP, they are DESIGNED to put out 4,000 HP, no more than that, but GE has them set to run at maximum overdrive to get that extra 400 HP out, and that puts a lot more stress on the motor.
Engines, not motors.
@@pootispiker2866 ok Mr proper lol. They mean the same thing
@@ReadingAreaRailfan Motors run on electricity
The C44-9W's don't have to adhere to tier four regulations which is why those units are being rebuilt by Wabtec in large numbers. The ET44AH's and SD70ACE-T4's are actually more mainteance demanding and consume more fuel than most tier three and tier two units out there,both EMD and GE. The main cause for that is the railroads doing with EGR instead of DEF. The only reason why tier four units even exist was so the railroads could benefit from tax write off's. With Wabtec now controlling GE's market,they made massive changes including rebuild programs and also have replacement and rebuild parts for EMD units rather than PRLX. The -8 Series had problems just like the -9 Series from leakage in fuel lines or turbocharger seals wearing out. It was far worse when the AC6000CW's were around before the rebuilds. Dating back to the -7 Series and Universal Series those units had weak traction motors and would melt dynamic brake grids from overheating if not on fire. Even GE executives confirmed this and it was a shocker for any of those units to survive fifteen years if not more with their owners. With Wabtec now changing things,GE units are actually becoming more reliable and there is far more distribution which is bringing costs down. That's why most EMD units don't get rebuilt,put in storage,or sold off. Thanks to CAT/PRLX screwing things up from the very start as EMD's parent company.
Please do csx emd dash 3 rebuild videos
I own 4000-4011, 4300, & 130-141.
C40-8.5W.
If BNSF got them one will be used in Barstow Hump Yard or possibly make a European version of them by using an East German Deutsche Reichsbahn V60 DR BR106 DB BR345-347 as the base.
NS created the SD60E they make weird locomotives.
You mean AC44C6M.
These pieces of crap spent more time being repaired than they spent on the road. Engineer friend of mine found literal engine parts laying on the running boards after a massive engine block failure. Cat engines have NEVER been able to withstand the rigors of railroad use. There's a video on here elsewhere showing one of these being scrapped.
#4300.
Ac6000cw
I do prefer EMD but ngl they were kinda dumb in the 70s
no the Dash 7 were not that good, if they were they would get rebuilt