Check out 12,000 HP worth of locomotive 2-stroke 645 series turbo EMD engines running in a ship engine room. Bonus Detroit Diesel footage included! Please leave any questions in the comment section! Thanks For Watching
@@FixAndForget i think i saw 3505 hp on the plate there. now theres fairbanks morse trident OP 2 stroke turbo going fromm 5000 hp and 10000 hp, Cooper bressem has a 330-16 natural gas piston port 2 stroke that does 9300 hp at 514 rpm's. Skidoo 850 rotax ETEC and polaris patriot 850 turbo are insane! Avtaes power is doung good with the cummins ACE op and 10.6l 2 strokes. So i though how about make a OP 4 piston twin out of 2 850 rotax etec's for a 1700 OP trail sled, same with polaris patriot. I was thiking of a mini napier Deltic OP made out of 3 60 deg mercury optimax 3.2L stroker out board big blocks for a 9.6L OP 2 stroke uniflow.
I had an older V12 567 EMD. 567 cubic inches per cylinder rather than the later 645 model. These engines are a joy to work on. You could pull a cylinder liner, head, piston and rod out all in one piece in about half an hour. Each cylinder is like a separate engine and can be rebuilt one cylinder at a time. Even the cam shafts were split into stub shafts and could be replaced individually for each cylinder. They were truly designed with convenience for working on in mind. Mine was in a 90 foot tug.
Thanks for watching! I've worked on the late 567 (I think a C model) and even old Cleveland engines. I can't agree with you more about how easy they are to work on. It's excellent.
I’m on a tug that has 8-645 motors all roller bearings. I like these engine but hate the factory oil mess on these things. Why not run dry sump oil injection like the sled engines. Fairbanks Morse and Sachs diesel D600L had oil injection tanks.Rotax 850 etec turbo R scaled up to 760CID per jug anyone
I got 6 gallons of XD-100 BRP oil running through my 8v92 2 stroke turbo. I let some off the gear VRO pump go to a valve I puked to tge fuel pipe to max and burn.VRO at its finest. An ethanol powered EMD 16-710 with castor 927 maxima would be a fun experiment. A scaled up version of a rotax 850 etec turbo to a 1200 CID inline 6 2 stroke and power a mini tug on ethanol with tge castor 2 stroke oil. My 8v92 has. Garret ball bearing turbo not sure his tge 710 is. All deutoiscsnd emd run on anti anti friction bearings with very hardened 4340 steel crankshaft
Very interesting, thanks. Several of classes of pre WW2 US Battleships used turbo electric propulsion. Generation was by steam turbine instead of diesel. It is really revealing how many additional pumps and systems are required for operation. Lubrication, cooling, air startup, hydraulics. And it all has to operate 100’s of hours continuously!
Thanks for watching! I've worked on a few steam turbine ships but never a turbo-electric one. I've always wanted to see it. The steam plants are very labor and maintenance intensive.
...just breathtakingly powerful and amazingly well run, maintained, and, yes, lit up as machine or engine room. WELL DONE the engineers, OC! Superb display of going about your work in the sterling, top draw levels. The joie elsewhere therefrom is untold. A ‘bespoke’ outfit carrying its own brand spotlessly! Touché from ZA’s Fairest Cape Winelands!! Let’s have some more...??! 👊🔥💯 bos.
That was awesome video. Brought back some memories when I worked on towboats on the Columbia River system that had 649 EMD’s and Caterpillar engines, hydraulic steering systems, air starts, it was always fun to roll an engine over with the air starts when some poor un-expecting soul wasn’t aware it was going to happen 🤪🤪🤪🤪👍
Great video ,worked on the EMD 710 engines on Locomotives in UK , ours are V12 with electronic fuel control , no fuel rack or governor like these 645's , not loads different though. We have woodward governors on older loco's though they look similar but with no controls on top like yours have
I’m now on a tug that has roller bearing emd 8-645 tge generator is 6-71 1200 rpm 80 kw. Sounds like tge skidoo 850 etec turbo I heard run at a dealer. Nugde the throttle at just above idle at 1200 for that rotax jimmy sound. I’m sure tge Polaris 850 patriot khaos would sound tge same. It would nice to cut off tge ugly messy oil dump crap off the emd and gave a separate oil tank in the wall with big vro pumps then take it and mix with the fuel. Castor 927 maxima 2 stroke oil. I already got my 8v92 2 stroke turbo on 6 gallons of BRP XD-100 etec oil I pull off and mix. Eventually go dry sump with 2 VRO. She runs smoother with s bit more power. Scale up s rotax or Polaris to 750 CID per cyl and run alcohol with dry sump oil injection like the sleds fo and power a tugboat. A giant alcohol rotax DFI powered tugboat. Or better yet an opposed piston version of tge Polaris patriot and scaled up. mart.cummins.com/imagelibrary/data/assetfiles/0058689.pdf An oil injected dry sump cummins op ACE 2 stroke no oil change required.
Hello, I was amazed about ‘TURBOS, ‘ as most had ROOTS BLOWERS, MANthat is the CLEANEST motor room , & the lovely sound of 2 CYCLE DIESELS, many on railroad locomotives. CHERIO🏴🇬🇧🇺🇸🇺🇸
The marine application tag is from Progress Rail division of Caterpillar. These locomotive engines were no longer able to meet Tier 4 for pollution standards. One of EMD's attempts to do so was to dramatically raise the exhaust post combustion temperatures to decrease unburned hydrocarbons and other combustion components. That effort raised the NOx levels above above acceptable T4 levels, but probably met standards for diesels operating out to sea. Interesting. Those had to be some late F7's by looking at those shiny stainless steel builder plates.
I didn't know that, I wonder if raising the exhaust Temps negatively effected valve and turbo life. Marine emission standards are quite low and these engines in particular were exempt. 1999 build engines.
@@FixAndForget What I heard was they developed a four stroke engine which got moved to to Caterpillars mining division when they acquired EMD. That 4 stroke engine was T4 compliant! Why they would not allow EMD to use it, I don't know!
LST engineman here..we ran Cleveland 16-278A 16 cylinder engines, they were the first cousins to the EMD 567C engines, they shared a lot of parts. The Clevelands had a longer crankshaft, each crank throw was supported by a main bearing.
The generator could be a Kati thing powered by a scaled up Polaris 850 patriot scaled to 690 CID inline 6 2 stroke running ethanol and amsoil interceptor oil injection. Scale up tge Polaris to 1150 CID inline 6 2 stroke for an alchol ethanol oil injected turbo 2 stroke mini tugboat!how about a cat c-175 v-16 2 stroke conversion with a snowmobile port pattern! MTU is great for another fun 2 stroke conversion.
Jesus Chris got his 4 rotor charged cooled wankel rotary boat motor running. It’s a moller international Rotapower 4 rotor 2120cc. Jesus runs silkolene pro 2 SX 2 stroke oil with oil injection. He got tired of the Rotron 700cc 2 rotor engine. I got an omc rotary wankel 2 stroke sled motor to work on.
They do really well with a constantly changing load from the 10,000 HP propulsion motors. Very forgiving plant as long as they aren't wet stacked. Check out my other videos for more EMD stuff and Thanks for watching!
It's not every day you're in a multi million dollar engineering wet dream. Some of those are functional antiques. I've got my EGSA certificate, those gens are quite amazing, 8 pole slow spinners.
When I first came to the ship I was also surprised since the stationary EMDs I had seen were 4160v. Apparently 600VAC is standard for sub-modern diesel electric ships. I think I have some clips of the SCR room in one of my other videos. Thanks for watching!
Thanks for watching! In the life of these engines, they have only been overhauled once. The turbos do fail around the 7-10k hour mark but otherwise are trouble free.
Thanks for watching! I've been on a few old fleet boats including the Clamagore. Never heard of the Winton/Cleveland engines being referred to as EMD although that's what became EMD later. Check out my channel for a video of a Cleveland 268 start up. 🍻 cheers!
Mike Jones..... The Clamagore was powered by four 16-278A Wintons (Pre-Cleveland and re-design).... Not EMD's. They were a completely different design (though somewhat similar in design function) in comparison to the later Cleveland & EMD's.
@@FixAndForget... Great Video(s) on your channel... have "liked and subscribed". Great camera work... love the pausing on numerous attendant "badging" / ID Plates. If I'm not mistaking, the USS Clagamore was powered with four 16-278A's... which were of a completely different design, compared to the later Cleveland prime movers, which of course was later absorbed by GM and the EMD years (under GM ownership.. then Greenbrier Holdings, now Cat/Progress Rail since Dec.2010). Also, I don't know if it has happened yet, but the Clagamore was/is scheduled for scrapping, This Year (2022), sorry to say.
@@Romans--bo7br many thanks. I have a few more EMD videos I'll post when I get off the ship in a few months. I was able to see the Clamagore in 2015 while visiting on another ship. The interior was in good shape but by then the decision had already been made to cut it up. Hull was very deteriorated even then. Cheers!
@@3RTracing It is a government ship crewed by civilian contractors. Many commercial tug engine rooms share the same cleanliness. In the marine field it is a safety issue not just for looks. Thanks for watching!
So Stuart and Stevenson is who actually assembled the generator package. I've worked on a few of there units that were 40ft conexes, usually MTU 4000 series but I worked on a real old one that had a big deutz v16.
I wasn't sure how Stewart & Stevenson fit into the equation, thanks for sharing that. MTU dominates the high horsepower marine diesel field these days. I've worked on a few ships with 2 20 cylinder MTU units coupled to a gas turbine for propulsion. Thanks for watching!
@@FixAndForget yes, usually when i came across Stewart and Stevenson units, they were large mobile units like Sunbelt rental trailers and no 2 of them were built the same and all of them had some kind of trick you had to do to start or stop them.
Most likely S&S did the rebuilds, especially on the generator portion of the gen set. They rebuilt a ton of airport equipment back in my day when I worked for Delta. Practically all of the ground equipment is manufactured by TUG which is engineered by S&S and is also a subsidiary. Some of the oldest Hough jet tugs we had were from the 60s & had gensets with 4-71s in them. The newest aircraft were too picky about the quality of power & wouldn't accept power from them but they'd light up an older 57/67/MD88 just fine 50 years later.
S&S has had their hand in countless things including building military trucks. These engine have only been overhauled once, at a shipyard in Singapore. The S&S tags are original from new.
Hi George, without shore power being connected there is no other source of power (besides the EDG). One main engine is kept online to produce house power when not underway. Thanks for watching!
Reminds me of being back at the airport. S&S owns TUG which makes practically all ground equipment you'll see buzzing around aircraft at any airport. I'm a former Delta employee, got a lot of years in working on that stuff.
Thanks for the tour. So the turbo is mechanically driven as a blower to start it then declutched in run mode? I've worked on 53 series all the way up to 149 series Driptroit's over the years but never EMD's although I was nearly run over by one once.
Thanks for watching! Yes the turbo is centrifically engaged to the accessory gear system when the engine is running under light load. Since these engines are generator sets, they run at a constant 900 RPM. At about 35% load the turbo declutches and preforms like a standard turbo would.
@@stephenhunter70 No doubt EMD is the most reliable US made medium speed diesel. The turbos were the most complex part and basically the only thing that would fail and require changing every 7-10K hours. So many companies did not want the added cost/downtime and stuck with the roots blowers.
Similar in general concept but all other aspects are different. Engines run like a normal stationary generator at constant 60Hz 600V and control systems and propulsion motors are vastly different. Thanks for watching!
The HOS Ironhorse had 4500 hp Siemens 1150 rpm motors. They could got in your bedroom as they were small for their power rating. The 3 bow thrusters had 1800 hp Siemens motors that would fit in your bathroom. They ran of 640 VAC
@@FixAndForget the ethanol just started the mann 2 strokeds inline 8's, after that they were evacuated and nitrogen/hydrogen was in place and the tesla abrupt pulse electrogravitic shockwave was used to push the pistons down using zero point enegy and the generator could be totally fuelless in this state and powered the siemens generators wich ran the 4500 hp siesmes motors! a pulsed plasma 2 stroke engine! Nikola tesla could explanie it more than i could
Thanks for watching! On ships the engines share a common lube oil system (dry sump) where the lube oil is constantly being settled, centrifuged, and filtered. This keeps the oil good for very long periods of time. If it wasn't for the turbos gradually thinning out the oil its life would be almost indefinite. The oil is regularly tested and changed when necessary. Interval changes with varying engine hours and turbo/load percentage.
@@FixAndForget some of the late EMD locomotives (DD40a X) never had their oil changed. It was just religiously filtered, dried, and kept in excellent condition. And yes to your point, metallurgy tests and other chemistry test were performed on very regular intervals.
Thanks for watching! They loose their skid mounted advantage with the marine lube oil system. Air start so no batteries. 24v emergency governor controls with a battery bank in the EDG room. I'm not familiar with pmg, what's that? The ship is overpowered with 12s and 16s which leads to wet stack problems already although it would be cool to have 20s.
@@FixAndForget Nimitz class carriers (I used to build) have permanent magnet generators to flash field and provide control power. They are mounted on the right bank where the camshaft is on the turbo end. I am running a 20 cyl for emergency power that has a shaft to run a generator blower for cooling and use 60 cells for field flashing and relay starting with 4 air start motors.
Yeah good and bad, being away during the high gas prices and global insanity is nice but sailing isn't what it used to be. A lot more work and BS and a lot less time ashore.
