You can tell it is a relatively new 710 engine as the EUIs (electronically-controlled unit injectors) are P/N 40112933. There is a different part number for factory remanufactured EUIs, as might be found on an older locomotive.
The internal timing (fill, dump, etcetera) is electronically controlled on post-1995 engines. The built-in plunger pump is still used to perform the actual injection, much as it was on pre-1995 engines. So, the camshaft actuates the plunger pump, which does the actual injection. Essentially, it is an electronically-assisted mechanical unit injector.
im going to miss the old manual fuel rack. once you got your governor set just right they were smooth as butter. start them up nice and slow. by manually actuating the fuel rack untill the governor kicks in. one of my favorite parts of the day at work
@@paulspomer16 all the valves are for is exhaust, they pop open like how a reed valve on a 2 stroke gas holds air from coming back out the carb as the piston travels up. Diesel and gas engines work off two different principals, a gas engine can mix its fuel, air and oil on the intake stroke, a diesel cannot. The crankcase is therefor sealed like a 4 stroke. So the side of the cylinder wall about halfway down is open, kinda like how a 2 stroke gas engine has its cylinder ports, when the cylinder is coming down, a blower is pushing air, once that piston passes the gap it blows fresh air in, this is when the exhaust valves open, to allow for fresh air to flow in and the exhaust to be blown out, once the crank rotates past Bottom Dead Center it starts pushing the piston back up, once the piston blocks off the “port” the exhaust valves close, the cylinder comes up, compressing the air, the injector fires and the piston travels down and the cycle is continued. This is all done in one rotation of the crank, whereas a 4 cycle has to do it in 2 rotations of the crank. A diesel 2 stroke cannot run without a blower, a gas 2 stroke uses the downward travel of the piston to cause the positive displacement that is required to push the exhaust out and air fuel oil mixture in.
@@paulspomer16 This EMD 2-Stroke does ... what do you think them springs are going up and down are doing. The rocker arm pushes the valve down and the spring brings the valve back up. You can see the cam shaft spinning in the back ground. Best low RPM reliable engine ever built.
@@paulspomer16 as a diesel mechanic, I can assure you that 2 stroke diesel engines, particularly those designed by GM/EMD, including the Detroit Diesel 53, 71, 92, and 149 series, and the EMD 567, 645, and 710 engines, all utilize camshafts to actuate both mechanically plunged injectors, as well as to open the exhaust valves. Please do some research on how a 2 stroke diesel engine works. It's a completely different concept than the 2 stroke gas engine on your lawnmower or leaf blower.
For the naysayers on it’s “not a 2 stroke because it has valves” well here’s your explanation. All the valves are for is exhaust, they pop open like how a reed valve on a 2 stroke gas holds air from coming back out the carb as the piston travels up. Diesel and gas engines work off two different principals, a gas engine can mix its fuel, air and oil on the intake stroke, a diesel cannot. The crankcase is therefor sealed like a 4 stroke. So the side of the cylinder wall about halfway down is open, kinda like how a 2 stroke gas engine has its cylinder ports, when the cylinder is coming down, a blower is pushing air, once that piston passes the gap it blows fresh air in, this is when the exhaust valves open, to allow for fresh air to flow in and the exhaust to be blown out, once the crank rotates past Bottom Dead Center it starts pushing the piston back up, once the piston blocks off the “port” the exhaust valves close, the cylinder comes up, compressing the air, the injector fires and the piston travels down and the cycle is continued. This is all done in one rotation of the crank, whereas a 4 cycle has to do it in 2 rotations of the crank. A diesel 2 stroke cannot run without a blower, a gas 2 stroke uses the downward travel of the piston to cause the positive displacement that is required to push the exhaust out and air fuel oil mixture in.
The injector is the pump. Plunger is forced down to create pressure, then there is a little solenoid valve that fires the fuel into the cylinder. Fully mechanical injected ones used a poppet style valve
JJ I guess it depends on where you work. We used the terms interchangeably at Cummins when I worked there. But "valve bridge" could also refer to the material between the valves in the cylinder head.
The item that says "Electro Motive" at 0:38 appears to have the Bosch logo on it...I wonder if there are Bosch parts in EMD locomotives? After all, Bosch pioneered diesel technology.
Yeah, if you look at the 16v Detroit diesels, you can see that these are practically enlarged Detroits. If you see the inside of the cylinder head, you’ll know what I mean
Yea I posted the same thing. I watched a cold start video & it was a inline 6 Cyl 2 Stroke GM Engine. & Even the side covers looks just like the old 238 Detroit Truck Engine I ran so many of. Just Much Bigger...
@@martihill3611 According to the Wikipedia article on 2 stroke diesels, the EMD 567 and the Detroit Diesel were developed side by side by the same group of engineers. They are both based on improvements to the Winton 201A, which was the engine used to power the Burlington Zephyr.
All the 645 and 710's have black oil within a short period of run time. Oil is change based on analysis; not so much time, the TBN dictates when the oil needs changing.
Antifreeze is a corrosive and NOT for use in a good diesel engine. They are watercooled which is why they thye need to be running when not in service in freezing weather.
They use water that is treated. I've seen pink and green water. I've only seen the pink treatment pellets. I can probably assume the green comes as pellets too. I don't know if the tier 4 series engines use the same stuff. Gensets however, do use antifreeze which is why they can shut down below 30 degrees. Very unpleasant when it's cold outside.
Sometimes antifreeze is needed, yes. We ran 645's in a diesel powered power plant that used outdoor radiators for cooling. This was in Arctic Alaska; no chance of getting by with treated fresh water cooling only.
@@BossSpringsteen69 Railroads all but quit using the green treatment because the automatic water drain valves dump the cooling water when the water temperature gets down somewhere between 35 and 40 degrees F to avoid freeze damage and Karens that didn’t know any better would call the EPA on the railroad for dumping hundreds of gallons of anti-freeze on the ground. So most switched to the purple stuff instead. It can look pink if the mixture is weak. Both colors come in pellet form or liquid, our shop had both at one time, just liquid type these days. Tier 4 engines use the same stuff.
It is not a common rail engine, the low pressure fuel is metered electronically into the Mechanical Unit Injector. The MUI then develops the high pressure to inject the fuel. With this system injection timing cannot be altered electronically but fuel metering can be very accurately controlled cylinder by cylinder if needed.
These are electronic unit injectors (EUI's). The camshaft injector lobes actuate the injector rocker arms which push down on the injectors, and this is what puts the fuel under very high pressure. Then, on each injector, there is an electronically-controlled solenoid valve which the ECM actuates in order to fire the fuel into the cylinders. On these new electronic engines, the ECM controls both the injection timing and the quantity of the fuel injected.
It's not 3,000 HP...The V16 645's like in the SD40-2's did have 3,000 HP... This is a 710 Series,not 645 Series. The V16 710's (Depending on what version and locomotive) are anywhere from 4,300 HP to 6,000 HP. The variants of the SD70's & SD75's have 4,300-4,500 HP,but then the variants of the SD90's had 5,500-6,000 HP until they were derated later on to 4,300 HP. Then there was the SD80MAC's that also had 6,000 HP initially,but used V20's as prime movers and not V16's like the others do,but still 710 Series. The numbers for EMD such as "265","567","645",or "710" only confirm how many cubic inches you have for every cylinder.
The overspeed trip used to be a whisker over 1050 RPM. 900 RPM is sweet full load speed, I have run them at 1000 rpm as generators, but they start to sound like a bucket of hammers at light load.
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I can listen to that sound all day...
You can tell it is a relatively new 710 engine as the EUIs (electronically-controlled unit injectors) are P/N 40112933.
There is a different part number for factory remanufactured EUIs, as might be found on an older locomotive.
The internal timing (fill, dump, etcetera) is electronically controlled on post-1995 engines.
The built-in plunger pump is still used to perform the actual injection, much as it was on pre-1995 engines.
So, the camshaft actuates the plunger pump, which does the actual injection.
Essentially, it is an electronically-assisted mechanical unit injector.
im going to miss the old manual fuel rack. once you got your governor set just right they were smooth as butter. start them up nice and slow. by manually actuating the fuel rack untill the governor kicks in. one of my favorite parts of the day at work
i started one once.know that feeling
I could watch this for days
That's a 2 strokes engine. 4 exhaust valves cover more surface and allow a better scavenging of the combustion chamber.
I don’t think so. 2 strokes don’t have valves.
@@paulspomer16 Think again. en.wikipedia.org/wiki/EMD_710
@@paulspomer16 all the valves are for is exhaust, they pop open like how a reed valve on a 2 stroke gas holds air from coming back out the carb as the piston travels up.
Diesel and gas engines work off two different principals, a gas engine can mix its fuel, air and oil on the intake stroke, a diesel cannot. The crankcase is therefor sealed like a 4 stroke.
So the side of the cylinder wall about halfway down is open, kinda like how a 2 stroke gas engine has its cylinder ports, when the cylinder is coming down, a blower is pushing air, once that piston passes the gap it blows fresh air in, this is when the exhaust valves open, to allow for fresh air to flow in and the exhaust to be blown out, once the crank rotates past Bottom Dead Center it starts pushing the piston back up, once the piston blocks off the “port” the exhaust valves close, the cylinder comes up, compressing the air, the injector fires and the piston travels down and the cycle is continued.
This is all done in one rotation of the crank, whereas a 4 cycle has to do it in 2 rotations of the crank.
A diesel 2 stroke cannot run without a blower, a gas 2 stroke uses the downward travel of the piston to cause the positive displacement that is required to push the exhaust out and air fuel oil mixture in.
@@paulspomer16
This EMD 2-Stroke does ... what do you think them springs are going up and down are doing. The rocker arm pushes the valve down and the spring brings the valve back up. You can see the cam shaft spinning in the back ground. Best low RPM reliable engine ever built.
@@paulspomer16 as a diesel mechanic, I can assure you that 2 stroke diesel engines, particularly those designed by GM/EMD, including the Detroit Diesel 53, 71, 92, and 149 series, and the EMD 567, 645, and 710 engines, all utilize camshafts to actuate both mechanically plunged injectors, as well as to open the exhaust valves.
Please do some research on how a 2 stroke diesel engine works. It's a completely different concept than the 2 stroke gas engine on your lawnmower or leaf blower.
Love the yang yang sound at idle
For the naysayers on it’s “not a 2 stroke because it has valves” well here’s your explanation.
All the valves are for is exhaust, they pop open like how a reed valve on a 2 stroke gas holds air from coming back out the carb as the piston travels up.
Diesel and gas engines work off two different principals, a gas engine can mix its fuel, air and oil on the intake stroke, a diesel cannot. The crankcase is therefor sealed like a 4 stroke.
So the side of the cylinder wall about halfway down is open, kinda like how a 2 stroke gas engine has its cylinder ports, when the cylinder is coming down, a blower is pushing air, once that piston passes the gap it blows fresh air in, this is when the exhaust valves open, to allow for fresh air to flow in and the exhaust to be blown out, once the crank rotates past Bottom Dead Center it starts pushing the piston back up, once the piston blocks off the “port” the exhaust valves close, the cylinder comes up, compressing the air, the injector fires and the piston travels down and the cycle is continued.
This is all done in one rotation of the crank, whereas a 4 cycle has to do it in 2 rotations of the crank.
A diesel 2 stroke cannot run without a blower, a gas 2 stroke uses the downward travel of the piston to cause the positive displacement that is required to push the exhaust out and air fuel oil mixture in.
Loved running those EMDs!
Pięknie biję serce 😎👍
What a beautiful work of art and engineering
In the middle it's the injector pump. The wires power the coil that controls the opening of the injector. It's all part of the electronic injection.
Ohhhh. Built in injection pump?
Electronic? Or mechanical?
The injector is the pump. Plunger is forced down to create pressure, then there is a little solenoid valve that fires the fuel into the cylinder. Fully mechanical injected ones used a poppet style valve
@@TheBeeMan1994 So every cylinder has its own injection pump, and EMD 2-strokes actually don't have high pressure fuel lines, right?
@@pqhkr2002 correct, unlike automotive diesels with either an injection pump or a high pressure common rail
Lovely engine porn! Interesting to see that the valve crossheads also have springs on them.
Andy Harman Do you mean valve bridges not "crossheads", right?
JJ I guess it depends on where you work. We used the terms interchangeably at Cummins when I worked there. But "valve bridge" could also refer to the material between the valves in the cylinder head.
a most excellent video.love EMDs
relaxing
The item that says "Electro Motive" at 0:38 appears to have the Bosch logo on it...I wonder if there are Bosch parts in EMD locomotives? After all, Bosch pioneered diesel technology.
Probably.
Those are the injectors. Probably EMD-rebadged Bosch injectors.
สวัสดียามเช้าครับ
Were I can find info about the electric reguated inyector EFI system conversion for a 645 ?
green colored valve springs are the type of engine such as decding for certain applications
just like the two stoke Detroit engines that I had in my diesel engine class in high school back in 2010 except these are WAY bigger.
SOU6900 - it is a Detroit. EMD puts their stamp on it basically. The engine brain is DDEC for Detroit engine control. EMD made it EMDEC ...lol.
Yeah, if you look at the 16v Detroit diesels, you can see that these are practically enlarged Detroits. If you see the inside of the cylinder head, you’ll know what I mean
Yea I posted the same thing. I watched a cold start video & it was a inline 6 Cyl 2 Stroke GM Engine. & Even the side covers looks just like the old 238 Detroit Truck Engine I ran so many of. Just Much Bigger...
It’s a 16v71 on steroids
@@martihill3611 According to the Wikipedia article on 2 stroke diesels, the EMD 567 and the Detroit Diesel were developed side by side by the same group of engineers. They are both based on improvements to the Winton 201A, which was the engine used to power the Burlington Zephyr.
Very informative
Very nice engine sound! Which railroad is this?
Extremely nice :-)
Why are there two stage exhaust valves?
RAW POWER!! :-D
Wow Massive Engine and Good Lubrication 👍 👏 Need an Oil Change IMO Looks Dirty
All the 645 and 710's have black oil within a short period of run time. Oil is change based on analysis; not so much time, the TBN dictates when the oil needs changing.
Does the engine use antifreeze coolant?
Antifreeze is a corrosive and NOT for use in a good diesel engine. They are watercooled which is why they thye need to be running when not in service in freezing weather.
They use water that is treated. I've seen pink and green water. I've only seen the pink treatment pellets. I can probably assume the green comes as pellets too. I don't know if the tier 4 series engines use the same stuff. Gensets however, do use antifreeze which is why they can shut down below 30 degrees. Very unpleasant when it's cold outside.
Sometimes antifreeze is needed, yes. We ran 645's in a diesel powered power plant that used outdoor radiators for cooling. This was in Arctic Alaska; no chance of getting by with treated fresh water cooling only.
@@BossSpringsteen69
Railroads all but quit using the green treatment because the automatic water drain valves dump the cooling water when the water temperature gets down somewhere between 35 and 40 degrees F to avoid freeze damage and Karens that didn’t know any better would call the EPA on the railroad for dumping hundreds of gallons of anti-freeze on the ground. So most switched to the purple stuff instead. It can look pink if the mixture is weak. Both colors come in pellet form or liquid, our shop had both at one time, just liquid type these days.
Tier 4 engines use the same stuff.
kinda sounds like a alco if your able to subtract the turbo whine.
Hmm...is the engine the source of that high-pitched noise EMDs always make?
Yes... the sound mostly comes from the turbocharger
Most shortlines I think rarely change oil. I wonder how the engines are properly lubricated, certainly the oil looses lubricity?'
If its efi, why does it have an injector tappet?
It is not a common rail engine, the low pressure fuel is metered electronically into the Mechanical Unit Injector. The MUI then develops the high pressure to inject the fuel. With this system injection timing cannot be altered electronically but fuel metering can be very accurately controlled cylinder by cylinder if needed.
These are electronic unit injectors (EUI's). The camshaft injector lobes actuate the injector rocker arms which push down on the injectors, and this is what puts the fuel under very high pressure. Then, on each injector, there is an electronically-controlled solenoid valve which the ECM actuates in order to fire the fuel into the cylinders. On these new electronic engines, the ECM controls both the injection timing and the quantity of the fuel injected.
EMD 2 stroke ❤️😍
Hi this engine 2 Stroke eletric putting in a Prius.....
Beautiful..just beautiful
squeak squeak squeak squeak
Isn't that the turbo revving up and down?
That's sounds like a really low rpm for a emd 2 stroke?
300 at idle 1000 wide open.
Not a 2 stroke, it has valves
@@paulspomer16 you're an idiot, 710's are two stroke look it up 🤦♂️
@@the_plague99 wtf? It’s got valves tho.. exhaust and intake, how can it be a 2 stroke?
@@paulspomer16 Nope, all four valves are exhaust, they all open at the same time if you watch the video. The centre 'valve' is the fuel injector.
The 710 has a much more defined exhaust whistle
That’s gear train noise - turbo gear train to be exact.
Good !
Sound like 12 710, but it could be running at low idle
It's a 710. Distinctive turbocharger sound.
Running at 200-400 rpm
and this a 16-710 not 12-710
If i put this on my car maybe my car can do a power wheelie easily and also backflip 😂
Hmmmm.....it'll do do a backflip when you install the engine. You won't get far but..... Lol
hey guys this is a two stroke diesel and suoercharged v-16 3000 HP at 900 rpmrack controls fuel amt to injectors from rocker arm
4200 HP.
It's not 3,000 HP...The V16 645's like in the SD40-2's did have 3,000 HP...
This is a 710 Series,not 645 Series.
The V16 710's (Depending on what version and locomotive) are anywhere from 4,300 HP to 6,000 HP.
The variants of the SD70's & SD75's have 4,300-4,500 HP,but then the variants of the SD90's had 5,500-6,000 HP until they were derated later on to 4,300 HP.
Then there was the SD80MAC's that also had 6,000 HP initially,but used V20's as prime movers and not V16's like the others do,but still 710 Series.
The numbers for EMD such as "265","567","645",or "710" only confirm how many cubic inches you have for every cylinder.
Mind = 💥
Medium speed engines
hmmm this is engine is at like 400 rpm
It will drink tons of diesel if it uses carburetor😂
Diesels don't use a carburetor! It uses fuel injection to put fuel into the cylinders!
Only if Vtec is engaged. Other wise it's the same economy as a 50 Prius Toyotas
Max. RPM IS 1100.
...I think it's 900 on a 2 cycle EMD...1100 on a GE 4 cycle...
The overspeed trip used to be a whisker over 1050 RPM. 900 RPM is sweet full load speed, I have run them at 1000 rpm as generators, but they start to sound like a bucket of hammers at light load.
@@paradiseroad6405 The GEVO-12 max rpm limit is also near something 850-950 rpm