Heck i'm not even really mechanically inclined and I love the roar of the 645! It's what I think of when I think of how a Diesel Electric should sound.
I used to live 2 blocks from a CPR yard and round house. You could hear the engines idling (back when they let them idle all day and night). That low frequency rumble. In a strange way I find it very comforting. We moved to the other side of the tracks but were still 6 blocks from the mainline. I remember hearing those 45s powering up from 6 blocks away as they left the city. Good memories. All the newer series are much quieter and kind of uninteresting. Nice to hear one running again.
Same, grew up in the 80's near an MKT line and what is now DGNO's main office in Carrollton Tx. Could hear them rumbling and throttling up and heading out at night when it was quiet about 1/3 mile away. I'd wait to hear them hit the horn crossing over Belt Line rd and then heading through downtown Carrollton. That low frequency rumble is comforting. These days I live about 1/4 mile from a KCS crossing and can hear almost the same thing. Not quite as rumbly and resonant as the good old SD40-2's but good enough.
@@beeble2003 All of the SD45's & SD45-2's came with 645 V20's.The prime movers themselves weren't a issue,at least mechanically,but they were always a weight issue with the frames.Most of them dealt with having fractured frames because EMD didn't reinforce them to sustain the weight of four extra cylinders.The other main issue was attempting to use crankshafts at first,like the ones 645 V16's use.Over time due to internal vibration,the engine block would eventually put stress on and bend the frames causing them to result in what I mentioned.That's the reason why they were designated into SD45R's and some as SD40M-2's in modern times with the 645 V16's. As for the crankshaft failure,some railroads derated their SD45's on horsepower in order to minimise that error.
@@Slim_Slid "All of the SD45's came with 645 V20's." And most of them were re-engined with V16s, as I stated. "Most of them dealt with having fractured frames because EMD didn't reinforce them to sustain the weight of four extra cylinders." I've never heard of SD45s fracturing frames. If the main frames were cracking, the locomotive would not be repairable, which contradicts the fact that most SD45s were re-engined with SD40 engines and put back into service. The problem I have heard of is with the engine blocks, not the locomotive frames. Again, that ties in to the solution being replacing the engine. "The only other main issue was using the same crankshafts as the 645 V16's use" That's not physically possible. You can't use a V16's crankshaft in a V20 engine, because a V16's crankshaft only connects to 16 cylinders. "The prime movers themselves weren't a issue... [the crankshafts] were always getting destroyed" The crankshaft is an integral part of the engine. If the crankshaft is always getting destroyed, the engine has a _massive_ issue. "Over time due to all that vibration,the weight of the engine block would eventually put stress on and bend the frames" Sorry, but that's just nonsense. Locomotive frames do not bend because of the weight of the engine. Permanently bending the frame would require forces massively in excess of its design load. And, again, a locomotive with a damaged frame will almost certainly be scrapped, because replacing something that fundamental is basically building a new locomotive.
You've obviously never been in a roundhouse with a steam locomotive that was ice cold and got word the steam engine coming in had to come off the train due to a hot box on a driver. I watched the engine house foreman spray fuel oil over the already laid in coal bed and light her off using compressed air open the blower wide open. Just over 15 minutes later I could place my bare hand on the bottom of the firebox side sheet, ice cold then climbed into the cab to see 200 pounds steam on the gauge. Not the way I would want to fire up a steam locomotive and the foreman agreed with me but when the dispatcher says I need a locomotive at this time you don't argue semantics, you get her ready, when the road crew swapped her out for the bad engine she was fully warmed up and ready to roll. I told the foreman he's nuts when he fired her up that way and he agreed with me but then said I need an engine now, not 12 hours from now, such is life on a modern railroad running steam. The real risk you run firing her up that way Is possibly breaking a couple of staybolts , we got lucky that day not so much as a weep anywhere.
Sounds Great for a 40+ yr old EMD with who knows how many millions of miles on it and they look Brand New. Thank God they did not end up as scrap at LTEX like most of the WC other ones did. Why would CN scrap functional locomotives? It beats spending $2M on a Brand new one even if it has lower operating expenses. Apparently WC had that figured out.
Well when it comes to business terms, if you have a tone of functioning locomotives that keep breaking down, that's gonna put a huge dent in the finances to keep them running
Nigel Richardson They're still solid locomotives though, and I don't see it being too difficult to rebuild an SD45 to modern standards. Hell, I bet you could create a frankenstein SD45AC-3MCTE where the locomotive receives AC traction, is upgraded to dash 3 standards, receives microprocessor control, and receives computerized traction control. The CTE is a feature that some UP GE units have. When running as DPUs, the maximum tractive effort of a locomotive can be lowered when extra traction is not needed.
There are a myriad of factors that go into a purchase decision but buying new vs keeping old easily pays for a railroad like CN. If you really need a reason though just look at the unburned diesel floating around the shop. You don't see that huge waste when modern locomotives turn over on autostart. A 12-cylinder 4 stroke/cycle smart locomotive will beat a 20-cylinder 2 stroke/cycle dumb locomotive any day regardless of how pretty the dumb locomotive is.
@@nigelrichardson4327 Well I think WC got pretty good service out of them they would even venture off line in pool power and they probably would have kept them for a few more years it was only after CP bought WC that they were retired as functioning locomotives that most ended up scrapped. I really don't think that they kept breaking down but then again WC had an excellent Mechanical Department but CP probably closed their shops in order to use theirs. Lets be honest every American Railroad bought by CN Or CP they have totally F***ed up.
I got Good compression I got Good compression Gotta keep that good compression happening She's giving me good compression She's giving me good compression
Not many, the last major operator of SD45s was MRL and they scrapped most of theirs between 2007 and 2014. There are about half a dozen in preservation, but outside of that, only their younger sisters the SD45-2s and SD45T-2s, or some units which have been rebuilt into SD40-2s can really be found in regular service.
CEFX has some of them still around. There is a shortline railroad in Texas being Texas Northeastern that has a SD45R still in it's Southern Pacific scheme,which recently was acquired by BUGX and awaits further service.It previously was one of the few that survived under CEFX after the merge.
Here are some SD45's running full throttle. Notice they are pulling as much tonnage up a mountain grade as any newer locomotives we have today and they sound good doing it! ruclips.net/video/-lvtxsww1Rs/видео.html
John Crawford They only problem with the ole SD-45's is they are fuel hungry compared to a modern GE or EMD locomotive. An SD-45 averaged 285 gallons of fuel per hour in the eighth notch at 10 mph climbing a steep grade with a tonnage train behind it. Was working an eastbound train just over 10'000 tons and we had 4 SD-45's as power and it seemed like we lost an engine but the alarm bell quit before I found the problem so I sat down in the third unit and just over 10 minutes later the engine I was on lit up the hot engine light and Shen went to idle still under power. I started looking her over and a few minutes later she throttled back up so I looked at the accessories rack when I noticed only two of the three cooling fans were running and the number one fan thermostat control switch the cable that was supposed to be plugged into it was hanging down so I grabbed it and plugged her in with the v-20 at full bore and the fan powered up but I then noticed the lock ring spring had failed which is why the connector kept failing out, reached into my pocket and came out with a ball of twine and wrapped it several times around the switch and The connector until she didn't move. I wrote up the deficiency in the cab of that engine and she worked film the rest of our trip. My engineer on the train when I got back to the cab asked what was wrong and when I described the fault he was, is it fixed? Yup but temporarily two days later on a westbound freight the same 4 engines and the same engine when I walked throw them the twine was gone and the cable was hanging down again so I applied the. Same fix to get us over the mountain. I pointed the defect out to the fuel pad foreman in Selkirk and he called over an electrician and told him to replace the connector and he reached into his pocket and came out with a used but good connector. When I asked where he got it he pointed to the dead line which held several wrecked locomotives and smiled and said parts store! Got that engine a month later and the number one fan cable was locked into the thermostat like it was designed to. An SD-45-2 has a tractive effort of just over 100'000 pounds with DC traction motors where a modern AC traction motor engine can go as high as 200'000 pounds of tractive effort which means two locomotives will do the work of three or four of the older locomotives while using considerably less fuel and far less cost by using fewer locomotives.
You don't have to be a railfan to appreciate the power and simplicity of EMD's 645 engine, especially the V16s and V20s.
Música para mis oídos.
Turbocharged EMD 645! Sweet music to mechanically inclined ears.
Oh yes!!!!!
Heck i'm not even really mechanically inclined and I love the roar of the 645! It's what I think of when I think of how a Diesel Electric should sound.
ACLTony I love that turbo turbo whine. !!!
Wow! The sound of pure heavy power where every single horse power knock in your head..!
That turbo whistle is insane!!
I used to live 2 blocks from a CPR yard and round house. You could hear the engines idling (back when they let them idle all day and night). That low frequency rumble. In a strange way I find it very comforting. We moved to the other side of the tracks but were still 6 blocks from the mainline. I remember hearing those 45s powering up from 6 blocks away as they left the city. Good memories. All the newer series are much quieter and kind of uninteresting. Nice to hear one running again.
@@jacksonrailroad Portland and western in Oregon also has sd40
Same, grew up in the 80's near an MKT line and what is now DGNO's main office in Carrollton Tx. Could hear them rumbling and throttling up and heading out at night when it was quiet about 1/3 mile away. I'd wait to hear them hit the horn crossing over Belt Line rd and then heading through downtown Carrollton. That low frequency rumble is comforting. These days I live about 1/4 mile from a KCS crossing and can hear almost the same thing. Not quite as rumbly and resonant as the good old SD40-2's but good enough.
I let my HO Scale engines idle all night long on top of a cabinet in my room. 😅
Yes, the new GE's are all very uninteresting. All look the same. I do love the early GE's though!!
I don't know how many times I've watched this, but it never gets old.
That shed needs an ventilation fan.
No, no, it does not.............
@@drwho135 if u wanna avoid cancer a bit longer then surely yes!
Gotta love that EMD sound and those flared radiators!
Love the sound and the nice paint job
They look so clean and spotless 😀
Awesome video, sweet sound of 20 cylinders , love the sound of the turbo.
Is it the original 20-cylinder engine? Most SD45s were re-engined with 16 cylinder blocks because the 20-cylinder version was unreliable.
@@beeble2003 All of the SD45's & SD45-2's came with 645 V20's.The prime movers themselves weren't a issue,at least mechanically,but they were always a weight issue with the frames.Most of them dealt with having fractured frames because EMD didn't reinforce them to sustain the weight of four extra cylinders.The other main issue was attempting to use crankshafts at first,like the ones 645 V16's use.Over time due to internal vibration,the engine block would eventually put stress on and bend the frames causing them to result in what I mentioned.That's the reason why they were designated into SD45R's and some as SD40M-2's in modern times with the 645 V16's.
As for the crankshaft failure,some railroads derated their SD45's on horsepower in order to minimise that error.
@@Slim_Slid "All of the SD45's came with 645 V20's."
And most of them were re-engined with V16s, as I stated.
"Most of them dealt with having fractured frames because EMD didn't reinforce them to sustain the weight of four extra cylinders."
I've never heard of SD45s fracturing frames. If the main frames were cracking, the locomotive would not be repairable, which contradicts the fact that most SD45s were re-engined with SD40 engines and put back into service. The problem I have heard of is with the engine blocks, not the locomotive frames. Again, that ties in to the solution being replacing the engine.
"The only other main issue was using the same crankshafts as the 645 V16's use"
That's not physically possible. You can't use a V16's crankshaft in a V20 engine, because a V16's crankshaft only connects to 16 cylinders.
"The prime movers themselves weren't a issue... [the crankshafts] were always getting destroyed"
The crankshaft is an integral part of the engine. If the crankshaft is always getting destroyed, the engine has a _massive_ issue.
"Over time due to all that vibration,the weight of the engine block would eventually put stress on and bend the frames"
Sorry, but that's just nonsense. Locomotive frames do not bend because of the weight of the engine. Permanently bending the frame would require forces massively in excess of its design load. And, again, a locomotive with a damaged frame will almost certainly be scrapped, because replacing something that fundamental is basically building a new locomotive.
That turbocharger howls nicely
I love the sound of the EMD 645 V20 diesel.
I've ran a couple of these MU together my God at the power. Makes classifying a yard much easier.
And with an asthmatic wheeze the mighty SD45 clears her throat and whistles the first bars of the song of her 20 cylinder turbocharged people...
I can smell the diesel smoke in this video
Thank you for the audio therapy.
Ferchrissakes, someone knock a hole in that roof already!
Very smooth startup
Awesome! :-D Greetings from Austria.
Look at all that heart healthy smoke, floating around.
You can smell this video.
Beautiful
parronas esas SD45 lo maximo......
Scream, baby SCREAM!
Must've been DEAFENING to hear that
still cool though
Omg that sound!!!!!!!!!
You've obviously never been in a roundhouse with a steam locomotive that was ice cold and got word the steam engine coming in had to come off the train due to a hot box on a driver. I watched the engine house foreman spray fuel oil over the already laid in coal bed and light her off using compressed air open the blower wide open. Just over 15 minutes later I could place my bare hand on the bottom of the firebox side sheet, ice cold then climbed into the cab to see 200 pounds steam on the gauge. Not the way I would want to fire up a steam locomotive and the foreman agreed with me but when the dispatcher says I need a locomotive at this time you don't argue semantics, you get her ready, when the road crew swapped her out for the bad engine she was fully warmed up and ready to roll. I told the foreman he's nuts when he fired her up that way and he agreed with me but then said I need an engine now, not 12 hours from now, such is life on a modern railroad running steam. The real risk you run firing her up that way Is possibly breaking a couple of staybolts , we got lucky that day not so much as a weep anywhere.
Volume set to max is just right 👍
greta thunberg has left the room
LOVE IT! THANKS!!
Wow on the north bond track
amazing song... like Enia or VAngelis...
Pretty color combination!!😊
I think that's the Southern Pacific livery.
@@LegoWormNoah101 No, that was gray with red on the front
@@lukeyc116 This is yes, but the Southern Pacific livery was gray and red.
i like the video
That turbocharger sounds like a bloody jet engine. Imagine having this engine in your car.
Ah yes, former Wisconsin Central loco's.
Chech out the EMD- GT-22 CW with the V16’s sounds exactly the same.
0:35
Sing!
Sing for me, baby!
Let me know you still care!
Sounds Great for a 40+ yr old EMD with who knows how many millions of miles on it and they look Brand New. Thank God they did not end up as scrap at LTEX like most of the WC other ones did. Why would CN scrap functional locomotives? It beats spending $2M on a Brand new one even if it has lower operating expenses. Apparently WC had that figured out.
probably 50 years old since they were made in 60s-71
Well when it comes to business terms, if you have a tone of functioning locomotives that keep breaking down, that's gonna put a huge dent in the finances to keep them running
Nigel Richardson They're still solid locomotives though, and I don't see it being too difficult to rebuild an SD45 to modern standards. Hell, I bet you could create a frankenstein SD45AC-3MCTE where the locomotive receives AC traction, is upgraded to dash 3 standards, receives microprocessor control, and receives computerized traction control. The CTE is a feature that some UP GE units have. When running as DPUs, the maximum tractive effort of a locomotive can be lowered when extra traction is not needed.
There are a myriad of factors that go into a purchase decision but buying new vs keeping old easily pays for a railroad like CN. If you really need a reason though just look at the unburned diesel floating around the shop. You don't see that huge waste when modern locomotives turn over on autostart. A 12-cylinder 4 stroke/cycle smart locomotive will beat a 20-cylinder 2 stroke/cycle dumb locomotive any day regardless of how pretty the dumb locomotive is.
@@nigelrichardson4327 Well I think WC got pretty good service out of them they would even venture off line in pool power and they probably would have kept them for a few more years it was only after CP bought WC that they were retired as functioning locomotives that most ended up scrapped. I really don't think that they kept breaking down but then again WC had an excellent Mechanical Department but CP probably closed their shops in order to use theirs. Lets be honest every American Railroad bought by CN Or CP they have totally F***ed up.
your publick train is crazy look the roof with the smoke
And cause of death suicide by locomotive
You can almost hear the engine fire under the alternator and blower lol.
The SD46 was the next year’s release
The sweet sound of one of Joe's V20 children!
0:20 FIRE IN THE HOLE!!
Like a CC 205 EMD ,from Indonesian
Probably because the CC 205 use an EMD 710 engine, which is the successor to the SD45's 645 engine
Shiny! What railroad is this?
I got
Good compression
I got
Good compression
Gotta keep that good compression happening
She's giving me good compression
She's giving me good compression
Cameraman needs a TRIPOD!
sexy EMD
Original v20, or replacement v16?
virginian 2-10-10-2 Sounds like a V20 to me.
Never ever use your barbecue grill in the kitchen! Ever!
How many of these things sd45s are still running? That one looks very well cared for
Not many, the last major operator of SD45s was MRL and they scrapped most of theirs between 2007 and 2014.
There are about half a dozen in preservation, but outside of that, only their younger sisters the SD45-2s and SD45T-2s, or some units which have been rebuilt into SD40-2s can really be found in regular service.
MRL 355
CEFX has some of them still around.
There is a shortline railroad in Texas being Texas Northeastern that has a SD45R still in it's Southern Pacific scheme,which recently was acquired by BUGX and awaits further service.It previously was one of the few that survived under CEFX after the merge.
What railroad is this
Looks like Southern Pacific.
DMVW shortline in North Dakota
is this brand new or just washed.looks good
She's preserved . SD45's were built between 1966 and 1971.
Cam Smith Just repainted
How much do running SD45s go for?
Latios Gaming probably around $300k, like the SD40-2s do
That's not bad, thanks for the info.
ex wisconsin central?
ye then ex BN
What paint sceme
DMVW Railway. Looks like Southern Pacific.
what does the mq denote?
Microprocessor equipped, Q-Tron is the making of said microprocessor
basically the mechanics saw how good the engine was so they upgraded its outdated electronics with computerized electronics.
Who's railroad is this
Looks like Southern Pacific.
SP
What railroad are these units from?
DMVW shortline in North dakota. EX- Wisconsin Central - Ex Burlington Northern.
Here are some SD45's running full throttle. Notice they are pulling as much tonnage up a mountain grade as any newer locomotives we have today and they sound good doing it!
ruclips.net/video/-lvtxsww1Rs/видео.html
John Crawford
They only problem with the ole SD-45's is they are fuel hungry compared to a modern GE or EMD locomotive. An SD-45 averaged 285 gallons of fuel per hour in the eighth notch at 10 mph climbing a steep grade with a tonnage train behind it. Was working an eastbound train just over 10'000 tons and we had 4 SD-45's as power and it seemed like we lost an engine but the alarm bell quit before I found the problem so I sat down in the third unit and just over 10 minutes later the engine I was on lit up the hot engine light and Shen went to idle still under power. I started looking her over and a few minutes later she throttled back up so I looked at the accessories rack when I noticed only two of the three cooling fans were running and the number one fan thermostat control switch the cable that was supposed to be plugged into it was hanging down so I grabbed it and plugged her in with the v-20 at full bore and the fan powered up but I then noticed the lock ring spring had failed which is why the connector kept failing out, reached into my pocket and came out with a ball of twine and wrapped it several times around the switch and The connector until she didn't move. I wrote up the deficiency in the cab of that engine and she worked film the rest of our trip. My engineer on the train when I got back to the cab asked what was wrong and when I described the fault he was, is it fixed? Yup but temporarily two days later on a westbound freight the same 4 engines and the same engine when I walked throw them the twine was gone and the cable was hanging down again so I applied the. Same fix to get us over the mountain. I pointed the defect out to the fuel pad foreman in Selkirk and he called over an electrician and told him to replace the connector and he reached into his pocket and came out with a used but good connector. When I asked where he got it he pointed to the dead line which held several wrecked locomotives and smiled and said parts store!
Got that engine a month later and the number one fan cable was locked into the thermostat like it was designed to. An SD-45-2 has a tractive effort of just over 100'000 pounds with DC traction motors where a modern AC traction motor engine can go as high as 200'000 pounds of tractive effort which means two locomotives will do the work of three or four of the older locomotives while using considerably less fuel and far less cost by using fewer locomotives.
EMD Thinks it's an Alco...
Lol
No respectable EMD would ever lower itself to the level of an Alco.
Nigel
Nigel Dryden
Huh, smells like ozone.