5 STRANGE North American Locomotives (Part 2) 

*were

Ain't no one cares bout your corrections 🤓☝️

Yes they were from trade ins that SCL used as credit to GE...it's not uncommon....

I love the look of them.😂😅I hate they were scrapped. ​@@railfandepotproductions

​@@railfandepotproductionsI just love the MK5000C and MK50-3, SD90MAC, and AC6000CW, plus the BQ23-7.

Most of SCLs U18B locomotives used Blomberg trucks as well. So did the U36Bs and MATES.

Thinking about it, the only thing odd about the BQ23-7 was the cab. Behind it, the long hood, everything in it, including the engine, alternator, radiator, and the frame was exactly the same as the standard B23-7.

and I watched your video about the F40 which was on Tri Rail and the Popsicles

Have 5 men do the job of 2!

C30-7A yeah, would be good

the 710 did meet Tier 3 standards, but only with 8 or 12 cylinders. The 710G3A-T3 powers the ECO series rebuilds

I believe you are referring to the Krauss Maffei ML 4000 German built diesel hydraulic locomotives. The only one I know of that still exists is at the Niles Canyon Railway in California. I believe it has been cosmetically restored. I have seen videos on RU-vid. Dont know if any others were preserved. Definitely unique locomotives, at least for US.

@@davidmihevc3990it is indeed the last of the imported diesel-hydraulics, although a relatively large number of their predecessors exist in Germany along with some in the UK.

@@davidmihevc3990 They have both engines running on it now along with it being cosmetically restored.

@jds1342 Thats great. Thanks for the info.

​@@davidmihevc3990Krauss-Maffei?😂😅I do apologize if I pronounced that wrong.

It did work in diesel pickup trucks though. There was even a kit you could buy to make your own diesel from used cooking oil. The show Trucks with Stacy David had it on one episode.

you still have those photos?

Thee lookalike SD80MACs had a 5000hp 20 cylinder.

THAT'S RIGHT. THE SD80MAC, HAS THE 20 CYCLINDER 710 ENGINES. NOT THE SD90 MAC. THE LOCOMOTIVE HAD A1010 SERIES ENGINE WITH SIXTEEN CYCLINDERS IN THEM

@@user-ku5wk1yy9x UP had a number of 90 MAC units with 16-710 engines rated at 4300 HP too. Just about all of them developed cracks in the frames in the area of the rear fuel tank mounts and UP got rid of them.

Yes, your right about it being V16. The video indicates the that engines reliability problems were related to high RPMs, which is probably not true. It was a new engine and problems with new engines are unfortunately normal. GE also had problems with their Gevo diesel which were co-designed by Deutz diesel of Germany.

Ya I think he confused the SD80MAC which was rocking the V20.

A Crandall cab is a E8 rebuilt by CNW...I think this fella focuses on locomotives built and not rebuilt .....so a AB6 would be more in tune

EMD debuted a RADAR-based traction control system with the 38/40 series, and nearly all modern locomotives have a system like this to prevent wheelslip.

A single 6000 HP locomotive could replace two SD40-2's. You reduce maintenance costs (since you have fewer units to maintain) as well as decreasing overall fuel consumption.

As mentioned, the problem with the sd 90 was it wasn’t really designed to make that much hp. It was forced to run at higher rpm to try to make more power and that made it unreliable.

Not really, the UP Centennials were the first wide cabs in 1969, the GE models came a few years later.

ALCo was the other big manufacturer, along with GE and EMD. But their eagerness to keep their early lead when other companies began to catch up lead to them releasing the 244 engine without proper QA and testing, which lead them to losing loads of money in warranty repair and a stain on their reputation. Eventually fizzled out into bankrupcy due to dwindling orders and competition from GE. EMD is now part of ProgressRail, owned by Caterpillar, and has basically nothing in common with the old GM-EMD. GE has sold GE transportation to Wabtec due to its recent financial troubles. Baldwin, Lima and Fairbanks-Morse never really made it big in the diesel locomotive market, basically a footnote in diesel locomotive history, most had stopped their production by the 1960s.

@@fernandomarques5166ironically, Fairbanks-Morse are still around and own the rights to the ALCo 251 engine design, although they mostly sell spare parts for it now.

@@fernandomarques5166baldwin was pretty big at first, but they fell off once emd started making breakthroughs

Two answers - no, and no. As delivered, the DD 40’s were 6600 HP, then they were derated to 6000 HP about midway through their careers, so they were then the same HP as the AC 6000 from GE and the SD 90 MAC.

@@ralfie8801 so in short, the SD90MAC is as powerful as a derated DDA40X, and thus less powerful than the OG DDA40X?

@@mariebcfhs9491 Yep, that’s correct. The DD 40 is basically just two SD 40’s on a single frame and two 4 axle trucks. The 16-645 turbocharged engines were most reliable at the 3000 HP level, 3300 HP stressed them pretty high and severely reduced longevity, that’s why the engines were derated to 3000 HP for a total of 6000 per locomotive.

Maybe similar hp but the DD40x is basically 2 sd40s in one chassis. 2 locomotives will outpull one locomotive if the hp is equal.

Also 7:40 "safer, faster, and more efficient diesel locomotives". Of the three qualities mentioned, "safer" is first. Not last, or even second. Never mind that the only quality the railroads actually considered, was efficiency. "Safe emotional support". That's the participation trophy/bubble wrap generation(s) for you.

@@emilyadams3228 this is just typical of foamer videos

Steam is too labor intensive,and is nowhere near as efficient as a diesel. I am surprised that no RR has begun to electrify a portion of their route, as the PRR and MILW had done

YOU MISSED THE MARK ON CAT 3612 REPOWERED LOCOMOTIVES!! IN 1988 SANTA FE REPOWERED SD-45-2 , ROAD # 5855 WITH A 5000 HP V-12, IN CONJUNCTION WITH MARTIN CATERPILLAR IN TOPEKA KANSAS LOCOMOTIVE SHOP! WITHIN THE SWAP THEY RETAINED THE EMD TRACTION ALTERNATOR SWITCH GEAR AND TRACTION MOTORS. TO COMPENSATE FOR THIS THEY DERATED THE ENGINE TO 4300 HORSEPOWER. UNFORTUNATELY THE EMD TRACTION COMPONENTS COULD NOT HANDLE THIS AND THE ENGINE AGAIN WAS DERATED TO 3900 HORSEPOWER! BUT AT 3900 HP , THE 5855 WAS A TORQUE MONSTER THAT MADE THE BEST 20-645 ENGINE LOOK LIKE A WUSS! IF A 645 DROPPED ITS LOAD DUE TO A BAD WHEEL SLIP IT WOULD TAKE 15 TO 20 SECONDS TO RESTORE FULL HORSE POWER AGAIN. THE CAT 3600 WOULD MERELY GRUNT, THEN MAKE FULL POWER AGAIN! THIS LOCOMOTIVE GAVE EMD A REAL SCARE, WHICH CAUSED THEM TO COME OUT WITH THE H 4 STROKER WITHOUT ENOUGH FIELD TESTING AS WITNESSED ON THE SD-90 UNION PACIFIC DEBACLE! WORKING IN ARGENTINE KANSAS CITY SHOP MY BROTHER AND MYSELF AS MACHINISTS WORKED ON THIS LOCOMOTIVE TO REPAIR ANOTHER MECHANICS BOO-BOO AND I ALSO SUGGESTED A PARTS MODIFICATION THAT MADE FOR EASIER REPAIR OF THE CAMSHAFT DRIVE SYSTEM, WHEN USED IN LOCOMOTIVE SERVICE. THE GREAT UP SHOT OF THE CAT ENGINE IS THAT IT GAVE THE 5855 25% BETTER FUEL MILEAGE! THE 20-645 BURNED 180 GALLONS PER HOUR FULL LOAD ,FULL SPEED! IF I COULD HAVE BEEN INVOLVED WITH THE SWAP, I WOULD HAVE USED AN GENERAL ELECTRIC ALTERNATOR,SWITCH GEAR, AND TRACTION MOTORS AND RAN HER AT 5000 HP. THE SWAP WAS NEVER REPEATED AS BOTH GENERAL ELECTRIC AND EMD STARTED LEASING POWER BY THE MILE, AND STARTED THEIR OWN MAINTENANCE PROGRAM WITHIN THE CUSTOMER SHOPS! KEEP THEM ROLLING BROTHERS!! 👍👍

Time changes. Technology gets better. Theres still a place for steam engines, just not on modern railroads

@@user-mr3ct1dm9ptoo expensive. Electric would be cheaper in the long run but railroads don’t operate like that. It would take decades for it to pay off. Shareholders don’t have that kind of patience. Going full electric would put most American railroads into bankruptcy.