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The prime mover in F-units was a sixteen-cylinder EMD 567 series mechanically aspirated two-stroke diesel engine, progressing from model 16-567 through 16-567D. Structurally, the locomotive was a carbody unit, with the body as the main load-bearing structure, designed like a bridge truss and covered with cosmetic panels.
Canadian Pacific Railway rebuilt their GP7 fleet in the early 1980's as GP7u units for yard service, including a chopped short hood, new numberboards and front cab windows, and upgrading the 567B prime movers with 645 power assemblies and to "BC" engine block specs (some upgraded with 567C engine blocks out of retired F-units).
Type Road number Build year Total produced AAR wheel arrangement Prime mover Power output Image EMC 1800 hp B-B: ATSF 1: 1935 1 B-B+B-B: Dual Winton 12-201-A: 1,800 hp (1,342 kW)
The SD30C-ECO is an EMD SD40-2 re-powered with an EMD 12-710 prime mover. The locomotive is rated at 3,000 horsepower (2,200 kW) and meets EPA Tier 0 emissions regulations. [7] A similar rebuild, the SD40E3 was carried out by CSX in early 2017. [8]
The EMD FP7 is a 1,500 horsepower (1,100 kW), B-B dual-service passenger and freight-hauling diesel locomotive produced between June 1949 and December 1953 by General Motors' Electro-Motive Division and General Motors Diesel.
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The F7's prime mover is a 16-cylinder 567B series diesel engine developing 1,500 hp (1.1 MW) at 800 rpm. The 567B is a mechanically aspirated two-stroke design in a 45-degree V engine configuration, with 567 cu in (9.29 L) displacement per cylinder, for a total of 9,072 cu in (148.66 L).
The prime mover can also be a gas turbine instead of a diesel engine. In either case, the generator, traction motors and interconnecting apparatus are considered to be the power transmission system and not part of the prime mover. A wired-electric or battery-electric locomotive has no on-board prime mover, instead relying on an external power ...