Nice. Wish you would have shown us everything step by step. Don't care how long the video would be, I would watch ever second of it & love it. I love to learn. Thanks for posting this video.
I worked on Sedco oil rigs for years. They had EMDS. changed power packs on almost every one over the years. Satisfying to work on these wonderful engines.
this is a good video, it makes our trucks and tractors look like toys. i have an old VHS tape of this being done on an F3 back in the 1950s if i won the lottery i would buy my own train.
Coast Guard High endurance cutters and some 140ft Cutters and 180ft Bouy tenders had EMD's. 8 cylinder... On the 140s and 180s they were for diesel electric propulsion.. On The high endurance cutters they were for electrical power Generators only. They were designated as 645 E2 bc Converted to 645 from 567 during the ships mid life overhaul in the late 80s early 90s... We changed entire assemblies. Had just enough room in the overhead.. Overhauled them both a few times.. Is alot of work in a tight space. Wonderful dependable engines.
He said head bolts, but those weren’t the head bolts. Those are the crab studs and they hold the complete power assembly in the engine block. The head bolts were the smaller studs sticking up out of the liner. There are 8 of them.
I love emd one of the best engine ever. Done a few of them in my day. Also surprised they didn't pull the PA all together. Nicely done nun the less. Most museums are volunteer they may not know better.
The heads are in good shape. Only changed the rod on one side because it had a slight bow in it. Otherwise we only change the liners because of water leak issues. We know we can get power packs, but they are a lot more money than just a liner. Yes time savings, but we have more time then money.
I had to help rebuild a cylinder pack on a sd40 for the shortline railroad I was working for. Managed to drop the bearing into the oil tank. Had oil up to my elbow cleaned up and then smashed the ever loving f*ck outta my finger between engine block and liner. Needless to say it was a looooooong day
Its a bit late now but as fyi if you put a stopper on the oil inlet where the p pipe is you can pull the piston our with the PA Just need to remove the snap ring
great video, 567 cu per cyl, 645 on the 3,000 hp , on the C&NW we pulled the whole assembly but then we had electric crane, we didnt torque by hand, I dont remember our 567 being this dirty , IMPORTANT we did flash tests for fuel dilution every 30 days and set in oil samples for analis every 90 days
They reused the heads and pistons, and I think he said the fork rod. It’s a museum, they are mostly unpaid volunteers and they have more free time to do tedious work than money to buy complete power assemblies to save time.
That EMD 645 looks remarkably like a 2 stroke Detroit Diesel, just scaled up quite a bit. Especially the head, valve train and fuel rack and injection system. (Yes, I know, common ancestry in the Winton Engine Company.)
There are several railroad museums in every state. Google your area and join up. They all are always looking for some talent to help in the shop. Start as a volunteer, work your way up and prove yourself.
Just curious, why did you take it apart in the engine, when you could have pulled the power assembly out, replaced the needed parts, and set the assembly back into place?
Is the liner, head, conrod and piston complete not called a power assembly? "Battery is a little weak" you said but it still started easily. Hi from NZ, Anthony
Hey just curious I have a collection of vintage railroad items and I have this item that I can't really find any information on. It's a plate from Bangor & Aroostook says 10 Cyl and then has like all these diff rods with different measurements and such. I need some information if someone would be willing to let me send some photos
+GMrailroading its a modernized 567, with 645 power assemblies and small injectors to give her only 1800 hp, not 2200.nice unit to have around the yard!!
@@GMrailroading Hello sir We are the Leading exporters of EMD 645 & 710 (ELECTRO-MOTIVE DIESEL ) Engine , MTU , WARTSILA , MAK engine etc spare parts Made IN USA by & We also have huge stock of Automation equipements .. They are brand new and Unused . We buy this products from alang ship breaking yard which is the worlds largest ship breaking yard in the world which is located in the west coast at bhavnagar city in gujarat state , india ( country ). We have all products including Power packs , Injectors , Water pumps , bridge valve , EMD thermometer , Gaskets Etc For any requirement please dont hesitate to Contact us from the following contact details :- Our Contact details :- Company email :- info@telimarine.com Website :- www.telimarine.com Whatsapp :- +917016913154 Looking forward to have a good business relationship with you Regards , Sales manager
@@GMrailroading On our pair of GP38's they are taking between 5 and 10 gals a week, each. some of it is slopping out the tops, but I think most of it gets blown out the stack.
If I remember correctly cylinder head weight is 385 pounds. Engine he's working on is a 567 possibly using 645 power assembly's. I use to watch the mechanics replace the power assembly's in the engine house but couldn't help them as it would cross crafts. I was a locomotive engineer and all I could do was run them right but couldn't do any repairs on them but I was taught the correct way by the guys. The only thing he didn't show in replacing the power assembly was disconnecting and reconnecting the blow down tube that you opened to crank her over without compression so any water leaks wouldn't bend a rod then you closed the blowdown valves then started her up. The 567, 645 and 710 engine designations are the cubic inch per cylinder displacement. That's right, 567 cubic inches per cylinder at a compression ratio of 14-1. Roots blown or turbocharged using a gear driven turbo for low pressure scavenging air with a clutch fitted to the turbo so when the exhaust gas pressure was there the turbo would run away from the turbo gear drive.
@@GMrailroading So was the liner really bad? Most of the time the water is leaking from the head seals and you can get away with just changing those. But you did state elsewhere it had a bent rod that had to be changed too.
Because it doesn’t need it. I’m sure they lubed the rod bearing before they put it on, but there’s no need to lube the rest. It has a P pipe to squirt oil on the piston and liner from underneath.
I can't seem to make sense of these EMD engines. I believe the injection is electronic in the 645 and 710 according to what other enthusiasts in the UK have said, which explains the lack of an injector unit with individual fuel lines to each cylinder & I think I can see the common rail. I'm also not sure how the inductors work or why they are apparently incapable of running with the silencer removed.
These have unit injectors. The more common setup is to have an injection pump driven by the cam shaft with a high pressure fuel line leading to the injector. This has an injection pump and injection nozzle all in one unit. The center rocker arm activates the injector on these engines while the 2 outer arms activate the exhaust valves. The common rails you see are just LP fuel lines with a supply and return leg. I think electronics were added to 710s in the mid 90s, but don't quote me on that. I'm sure some 645s have been modified with electronics for emissions purposes.
@@---sx9qx The modified 645’s I have experience with just have computer engine control systems installed, but most still use the governor and MUI fueling system. Some old locomotives have been retrofitted with new 710 EFI engines that match the original power rating of the unit, for example, I serviced an old GP-7 that EMD had updated with an 8 cylinder 710 EFI engine rated at around 1500 HP for a couple months sometime around or a little before 2010. I’ve also seen some SD-60’s derated with 12 cylinder EFI 710 engines, and some more with 16 cylinder EFI engines, with a few GP-60’s thrown in that group also. I’m sure there are some 645’s with EFI conversions running around somewhere, but I’ve never seen one. Edit: the EFI engines are set up just like the MUI engines, the center cam lobe makes the high pressure fuel I’m the unit injector and it still has the two low pressure fuel lines just like the MUI, but they are steel braided hoses, and the injector has two wires connected to it.
Why do it piece by piece? You could just undo the connecting rod and water connection and pull the whole power assembly piston, liner and all. Swap it with a reman unit.
Good question, our supplier never asked if we wanted a power assembly. It is a 567C block with 645 liners. Maybe they don't have off the shelf assemblies for that?
@@GlennMileyOutdoors A 645 assembly is a 645 assembly, they fit right in a 567 block with no problems. A 645 block is beefier than the early 1950’s 567 block, but otherwise the assemblies just drop right in.
Easy to say when you are not buying the parts. Power packs are over three grand, while a liner is less than a thousand. If the head, piston, carrier, connecting rod are good, why change them? If time is worth more than parts, ok, but we have more time than money.
These engines really are a thing of beauty aren't they?
Nice. Wish you would have shown us everything step by step. Don't care how long the video would be, I would watch ever second of it & love it. I love to learn. Thanks for posting this video.
Subcribe to M.A.N Energy Solutions, for those sort of videos, engines r pretty much the same save specifics
ua-cam.com/video/ZwgqsRbFP4M/v-deo.html
Awesome video!! Locomotive department locomotive employee 36 years!
Changed countless HLP’s in that time. Thanks for the trip down memory lane 😎🇺🇸👍
I worked on Sedco oil rigs for years. They had EMDS. changed power packs on almost every one over the years. Satisfying to work on these wonderful engines.
This is some serious hard work. Reminds me so much of my late dad.
this is a good video, it makes our trucks and tractors look like toys.
i have an old VHS tape of this being done on an F3 back in the 1950s
if i won the lottery i would buy my own train.
“Its a cylinder liner, its the cylinder liner..brand new liner..its in there” lol
Coast Guard High endurance cutters and some 140ft Cutters and 180ft Bouy tenders had EMD's.
8 cylinder... On the 140s and 180s they were for diesel electric propulsion.. On The high endurance cutters they were for electrical power Generators only. They were designated as 645 E2 bc
Converted to 645 from 567 during the ships mid life overhaul in the late 80s early 90s... We changed entire assemblies. Had just enough room in the overhead.. Overhauled them both a few times.. Is alot of work in a tight space. Wonderful dependable engines.
1800 ft lbs on the head bolts…. What a beast ! Cool video ..
He said head bolts, but those weren’t the head bolts. Those are the crab studs and they hold the complete power assembly in the engine block. The head bolts were the smaller studs sticking up out of the liner. There are 8 of them.
Great video! Love the term “jewelry”. Also would’ve liked to see the ring replacement and piston insertion.
what a great video! thanks for running us thru the whole process, I learned a lot from this video. I should have been doing this instead of trucks.
I switch over from trucks to oilfield mechanic years ago. It was easier to walk up to an engine than crawl all over them
Excellent video, sweet old engine. Id love to spend a day with it.
I love emd one of the best engine ever. Done a few of them in my day. Also surprised they didn't pull the PA all together. Nicely done nun the less. Most museums are volunteer they may not know better.
The heads are in good shape. Only changed the rod on one side because it had a slight bow in it. Otherwise we only change the liners because of water leak issues. We know we can get power packs, but they are a lot more money than just a liner. Yes time savings, but we have more time then money.
roland ashurst naw emd just out sold everyone else in the old days. Alco was better but at a cost.
@@skyraiderjet LOL... there's a reason they outsold everyone else... THEY WORKED.
@@kleetus92 not true they offered under the table deals like giving away free cars to CEOs when they bought x amount of units.
@@skyraiderjet And GE's exec later ran the EPA and decimated and entire industry. GE's aren't rebuildable, they're replacement only.
I had to help rebuild a cylinder pack on a sd40 for the shortline railroad I was working for. Managed to drop the bearing into the oil tank. Had oil up to my elbow cleaned up and then smashed the ever loving f*ck outta my finger between engine block and liner. Needless to say it was a looooooong day
Saw this done a few times on offshore drilling rigs, as they would change out Power Packs on the EMD gensets
We replace the head, liner, piston and rod as one whole assembly. So much faster.
That's so nice working on an engine,that's not in a noisy engine room
These things are oversized 71 and 92 Series engines. This is why I really like these strokers
Very cool Video would be awsome to see more stuff like that 👍
Amazing to see this! I'm so impressed! Thanks for a great video!
I hope you reset the injector heights after you replaced those liners.... plus the ex valves and crossheads
that was pretty smooth
That sound is music to my ears.
Good replacement of parts work I like it-
Its a bit late now but as fyi if you put a stopper on the oil inlet where the p pipe is you can pull the piston our with the PA
Just need to remove the snap ring
Or just disconnect the rod from the crank.
great video, 567 cu per cyl, 645 on the 3,000 hp , on the C&NW we pulled the whole assembly but then we had electric crane, we didnt torque by hand, I dont remember our 567 being this dirty , IMPORTANT we did flash tests for fuel dilution every 30 days and set in oil samples for analis every 90 days
looks like lack of space to bring out the whole powerpack as one assembly.
Very informative video. Please produced more videos like this please!!!!
You can take it out whole without separating liner,head and piston.
It will save ur time taking out whole power assembly together👍
Pulling a power assembly without the right tools is a bear, which many small outfits don't have. Might also be trying to reuse a liner or something.
They reused the heads and pistons, and I think he said the fork rod. It’s a museum, they are mostly unpaid volunteers and they have more free time to do tedious work than money to buy complete power assemblies to save time.
That EMD 645 looks remarkably like a 2 stroke Detroit Diesel, just scaled up quite a bit. Especially the head, valve train and fuel rack and injection system. (Yes, I know, common ancestry in the Winton Engine Company.)
makes my 383 stroker look like a briggs. i would love to do what you do.
There are several railroad museums in every state. Google your area and join up. They all are always looking for some talent to help in the shop. Start as a volunteer, work your way up and prove yourself.
This operation is best done in northern states in late September...
Or January - outside.
"Don't go breakin my heart...."
Wish I had found a way to get into train repair.
Just volunteer at your local museum
Apply for a mechanical position on a shortline
Then retire after 30 years with a worn out broken body that doesn’t like to move freely anymore. Ask me how I know.😳
Why didn't you guys remove the power pack as a complete assembly??
Noob question, so when you are referring to "new liner" does that mean a new sleeve for the position?
Now THAT'S a big block!!!! 🤣🤣🤣🤣🤣
Just curious, why did you take it apart in the engine, when you could have pulled the power assembly out, replaced the needed parts, and set the assembly back into place?
That looks like a very large Detroit.
Because it is basically. Both GM 2 stroke diesel engines
No oil change and filter change???
Is the liner, head, conrod and piston complete not called a power assembly?
"Battery is a little weak" you said but it still started easily.
Hi from NZ,
Anthony
Old EMD purrs like a kitten now.
Honestly, I thought the cylinders would have been a LOT bigger than that!
Very interesting. Thanks mate
Did you turn the crankshaft to the correct timeing order before start it
That isn’t necessary, it fires every time the piston comes up to top dead center.
@Ralfie they could of oil bath the cylinders head
Nice job!
+Maine Railfan© Thank You...
GlennMileyOutdoors NP and I got a question why don't you guys do a run around?
Did you put in new injectors too, or did you reuse the old ones?
where can I find blueprints for that engine? I want to make a 1/8 scale version.
Do you know the cost replacement per cylinder? Also, the ports on the old liner were very clean.
Hey just curious I have a collection of vintage railroad items and I have this item that I can't really find any information on. It's a plate from Bangor & Aroostook says 10 Cyl and then has like all these diff rods with different measurements and such. I need some information if someone would be willing to let me send some photos
Beautiful video forever
Id like to buy a used piston and rod. How?
Are the forks conrods all on one side and the blade conrods all on the other side? or do they alternate?
You know, I'm not really sure. Next time I'm in the crankcase I'll take a look.
Forks all down one side, all blades on the other side.
Blade rods are cyl's 1-8. Fork rods are cyl 9-16
Hah ! In the 70s ! We had no gloves !
Is it EMD 567 engine, like Yugoslav Keneddy EMD G16?
+ViktorMKD 567 C block, 645 liners and heads.
+GMrailroading its a modernized 567, with 645 power assemblies and small injectors to give her only 1800 hp, not 2200.nice unit to have around the yard!!
@@GMrailroading Hello sir
We are the Leading exporters of EMD 645 & 710 (ELECTRO-MOTIVE DIESEL ) Engine , MTU , WARTSILA , MAK engine etc spare parts Made IN USA by & We also have huge stock of Automation equipements .. They are brand new and Unused . We buy this products from alang ship breaking yard which is the worlds largest ship breaking yard in the world which is located in the west coast at bhavnagar city in gujarat state , india ( country ).
We have all products including Power packs , Injectors , Water pumps , bridge valve , EMD thermometer , Gaskets Etc
For any requirement please dont hesitate to Contact us from the following contact details :-
Our Contact details :-
Company email :- info@telimarine.com
Website :- www.telimarine.com
Whatsapp :- +917016913154
Looking forward to have a good business relationship with you
Regards ,
Sales manager
I served my time on EMD's . Do they still fill the piton crown (inverted) with kero to check for cracks in the piston Crown ?
no
How many miles or hours of service before a oil change on these engines?
well it holds 200 gallons of oil, it does burn some, so we never change it, just add about a drum a year.
@@GMrailroading On our pair of GP38's they are taking between 5 and 10 gals a week, each. some of it is slopping out the tops, but I think most of it gets blown out the stack.
1800 ft lbs at 87 ft lbs, that's awesome heh
are these 2 strokes or 4?
anusheadproductions 2 stroke
Intakes are those galleys on the side of the power plant, inside the block. The valves on top are for exhaust. (Plus the center for fuel injection)
Will that cam fit my Honda?
Yes, just strap it to the roof.
Ive literally have done thousands of them
Most of the ones I've done have been mini packs.
Put the tab on liner so piston doesn’t fall one shot
So these engines are two stroke after all
EMD 2STROKE surprised me when looking at an overhead cam and all those valve springs!
If I remember correctly cylinder head weight is 385 pounds. Engine he's working on is a 567 possibly using 645 power assembly's. I use to watch the mechanics replace the power assembly's in the engine house but couldn't help them as it would cross crafts. I was a locomotive engineer and all I could do was run them right but couldn't do any repairs on them but I was taught the correct way by the guys.
The only thing he didn't show in replacing the power assembly was disconnecting and reconnecting the blow down tube that you opened to crank her over without compression so any water leaks wouldn't bend a rod then you closed the blowdown valves then started her up. The 567, 645 and 710 engine designations are the cubic inch per cylinder displacement. That's right, 567 cubic inches per cylinder at a compression ratio of 14-1.
Roots blown or turbocharged using a gear driven turbo for low pressure scavenging air with a clutch fitted to the turbo so when the exhaust gas pressure was there the turbo would run away from the turbo gear drive.
It’s a 645 engine. The 567’s had rectangular air box inspection covers. The 645 and 710 both have round covers.
@@billmoran3812 The later versions of the 567 also had the round inspection covers. The 567D series had the round covers, for example.
@@billmoran3812 567 U,V,A,B,BC all had square covers. 567C to 710 had round. The 567C was introduced in the SD9, GP9, and F9 locomotives around 1954.
You should pour engine oil on the top of the head block before starting
'
How could you tell which liner was bad, a relative compression test by pulling injectors?
It was leaking water into the airbox.
@@GMrailroading
So was the liner really bad? Most of the time the water is leaking from the head seals and you can get away with just changing those. But you did state elsewhere it had a bent rod that had to be changed too.
how come you didn't pre-lube it?
I wasn't the only one who noticed.
Because it doesn’t need it. I’m sure they lubed the rod bearing before they put it on, but there’s no need to lube the rest. It has a P pipe to squirt oil on the piston and liner from underneath.
I could only imagine being able to torque cat tracks to 1800
One could make a shop stool from an old piston and con-rod.
Always wanted to make a table from the liner. like a end table with glass top.
I can't seem to make sense of these EMD engines. I believe the injection is electronic in the 645 and 710 according to what other enthusiasts in the UK have said, which explains the lack of an injector unit with individual fuel lines to each cylinder & I think I can see the common rail. I'm also not sure how the inductors work or why they are apparently incapable of running with the silencer removed.
These have unit injectors. The more common setup is to have an injection pump driven by the cam shaft with a high pressure fuel line leading to the injector. This has an injection pump and injection nozzle all in one unit. The center rocker arm activates the injector on these engines while the 2 outer arms activate the exhaust valves. The common rails you see are just LP fuel lines with a supply and return leg. I think electronics were added to 710s in the mid 90s, but don't quote me on that. I'm sure some 645s have been modified with electronics for emissions purposes.
@@---sx9qx
The modified 645’s I have experience with just have computer engine control systems installed, but most still use the governor and MUI fueling system. Some old locomotives have been retrofitted with new 710 EFI engines that match the original power rating of the unit, for example, I serviced an old GP-7 that EMD had updated with an 8 cylinder 710 EFI engine rated at around 1500 HP for a couple months sometime around or a little before 2010. I’ve also seen some SD-60’s derated with 12 cylinder EFI 710 engines, and some more with 16 cylinder EFI engines, with a few GP-60’s thrown in that group also. I’m sure there are some 645’s with EFI conversions running around somewhere, but I’ve never seen one.
Edit: the EFI engines are set up just like the MUI engines, the center cam lobe makes the high pressure fuel I’m the unit injector and it still has the two low pressure fuel lines just like the MUI, but they are steel braided hoses, and the injector has two wires connected to it.
Why do it piece by piece? You could just undo the connecting rod and water connection and pull the whole power assembly piston, liner and all. Swap it with a reman unit.
Good question, our supplier never asked if we wanted a power assembly. It is a 567C block with 645 liners. Maybe they don't have off the shelf assemblies for that?
Bill Moran It's hard to pull a power assembly out in one piece without a forklift and installation tool.
@@GlennMileyOutdoors
A 645 assembly is a 645 assembly, they fit right in a 567 block with no problems. A 645 block is beefier than the early 1950’s 567 block, but otherwise the assemblies just drop right in.
you have done this the hard way. why did you not assemble the power assembly on the bench? then lower the whole lot into the crankcase.
Our shop is not equipped to handle a complete power assembly. Plus normally we only have bad liners and we don't even pull the connecting rod.
Is there any affordable way someone could get a scrap piston and rod assembly for nostalgic value?
I know right. That would be cool to have.
Dude i like this, wish there were more vids like this, is working on that thing like working on a chevy 350?
+BlackCrystalTV very late reply, sorry. Its all nuts and bolts, just everything is much bigger. each cylinder weighs as much as a 350.
Why not just change the whole power assembly?
RR are very cheap. They run stuff till it fails or derails.
1800 ft lbs pffff Chuck Norris could loosen those with his hand.
more like 1800 inch pounds, 1800 ft lbs with one arm ??
Valid good point?-he need use hydraulic torque wrench to be complete job-
Ok, now that its running good, lets put that in a tractor pulling truck !
The engine that destroyed British Rail Engineering ..... An utter disgrace that it was allowed to happen
I love it
Thanks for watching.
Rip 8330
2:52 near miss accident lol
🙂👍☕
This is the donkey way of doing the job, exchange the complete power pack assembly is the quickest and economical way to do it.
Easy to say when you are not buying the parts. Power packs are over three grand, while a liner is less than a thousand. If the head, piston, carrier, connecting rod are good, why change them? If time is worth more than parts, ok, but we have more time than money.
Why didn't you just change out a complete power pack