16cyl 645's on aircraft carriers. Operated and maintained those for 7 years. Per our training manuals on the turbos, over running clutch disengages at approx 1000 degree exhaust temp
There is NOTHING like the sound of a turbo EMD going in and out of gear and the change in pitch of the exhaust note. Doesn’t matter how many times you hear it, it never gets old.
Totally agree. I worked with a few Cleveland and 567 EMDs so I am also privy to the "old" noise before the turbos but still love it. Thanks for watching!
@@FixAndForget I’ve worked around natural 12’s turbo 12’s natural 16’s and turbo 16’s all as propulsion engines. While the mufflers and piping effect the exhaust note of the particular installation the increased degrees of rotation per firing makes the natural 12’s sound the most rowdy but nothing is as smooth as a well balanced 16.
Almost all of the 2-strokes I've been around have been 900rpm generators without mufflers but a hundred feet of exhaust away from the stack. Just a low pitched drone by the time it made it out. The gear drive noise on the roots blown ones was the main noise heard, now just turbine wine. Both great!
correction i use to disassemble those turbocharger working at GE Engine System in upstate NY state, the gear in the middle is a DAMPENER GEAR to absorb the angular transient inertia, between the cam gears and the turbocharger input gear, the overrunning clutch is INSIDE the turbocharger unit if you spin the compressor wheel you'll see that the turbocharger INPUT gear that mess with the DAMPENER will spin in one direction BUT NOT in the other direction, by the way those turbo can spin up to above 17000 RPM .Yep it isn't pretty when one of those blows up on the test cell !
I worked as a second engineer for Moran Towing on sea going tugs out of New York in the late 80’s. A truly sweet sound. I still recognize the sound when a locomotive passes with EMD’s. 😊
In 1946, The Wright R-3350 TC18 turbo compound engine incorporated a somewhat mechanical turbo, gear driven, but had a torque convertor, not a spragg clutch. Almost makes me wonder if an EMD engineer was influenced by the Tc18 turbo design.
That it does, I am very thankful the ship was built with easy maintenance in mind. There is a purpose built lifting eye or rail for every component. Thanks for watching!
Are these engines house power for the boat or is the boat diesel electric prop drive? Impressive engines, very popular in Australia for remote power houses where they are the grid, nothing like half a dozen of these things singing away
Diesel electric. I have a video showing the rest of the engine room and drive motors on my channel. I stumbled upon a powerhouse on the island of Saipan years ago with 6 20-710 engines. You are very right about it being impressive. Thanks for watching!
These engines are absolute works of art that can take a beating and keep on swinging, and even if they do break, they are so modular they are much easier to repair! Just a shame they're being run out by junk science.
Absolutely agree. There isn't anything about these engines that can go wrong and not be repaired. A rod coming loose and knocking a hole in the crankcase would spell certain death for most others but can be repaired in a day with these. Thanks for watching!
My friend who works on diesels told me that these are hands down the best engines ever made because they use a welded steel block, apposed to cast iron. In your opinion do you think that is true, or is there something more reliable out there?
@@timpike1616 This family of engines has been in service since the 30's. The 2-stroke 710 series is still in production for marine applications. The welded crankcase is only one of the benefits. As for medium speed/medium duty engines these are hands down some of the best. Their downsides are they aren't push button start and require somewhat of skilled maintainers to operate. Thanks for watching!
Is this clutch a common failure point or maintenance item? it looks like if it failed at the very least you'd have seriously reduced power - assuming the best case where it just fails engaged. Regardless that's an ingenious design to avoid the complexity of having both a blower and a turbo.
I think they used to have problems but seemingly not now, they almost always last the 32k hour overhaul period and are still working fine. The clutch is really just a simple sprag. Thanks for watching!
I'm glad to hear MTU still makes limited numbers of replacement 71 series engines for government buyers. I hope to see the 71 series in production at its 100th birthday. Thanks for watching!
@@FixAndForget well my folks friend worked in Detroit diesel in 1963 64 the good thing about Detroit diesel all of them except 53 u can turn cam or switch from one side to other make it two stroke n 180 degrees on oil pump ⚙️ gear I got a long block 14 liter with cooper split cage ceramic roller bearings as main bearings I bet noone getting my rpms except a 10 liter
@@FixAndForget in Utah Bonneville salts flats mtu got a 16 v doing 228 mph on freightliner n Detroit diesel got 24 v behemoth won the war besides remembering German which is the first to make a jet engine
@@john5321 Yeah I've seen a few pictures of them on the carriers. Probably won't see a cleaner, lower hour EMD than those. I have a video I took of (5) 20-710 EMDs providing power for the island of Saipan I'll post one day.
Yeah all the big 2stroke diesels have massive exhaust valve gear. These are 4 valves per head. Slow speed engines are one massive valve per head. Thanks for watching!
16cyl 645's on aircraft carriers. Operated and maintained those for 7 years. Per our training manuals on the turbos, over running clutch disengages at approx 1000 degree exhaust temp
@@williamwicklund4273 Interesting, our engines rarely ever see 1,000 even when pulling a heavy load for hours on end. Thanks for watching!
There is NOTHING like the sound of a turbo EMD going in and out of gear and the change in pitch of the exhaust note. Doesn’t matter how many times you hear it, it never gets old.
Totally agree. I worked with a few Cleveland and 567 EMDs so I am also privy to the "old" noise before the turbos but still love it. Thanks for watching!
@@FixAndForget I’ve worked around natural 12’s turbo 12’s natural 16’s and turbo 16’s all as propulsion engines. While the mufflers and piping effect the exhaust note of the particular installation the increased degrees of rotation per firing makes the natural 12’s sound the most rowdy but nothing is as smooth as a well balanced 16.
Almost all of the 2-strokes I've been around have been 900rpm generators without mufflers but a hundred feet of exhaust away from the stack. Just a low pitched drone by the time it made it out. The gear drive noise on the roots blown ones was the main noise heard, now just turbine wine. Both great!
correction i use to disassemble those turbocharger working at GE Engine System in upstate NY state, the gear in the middle is a DAMPENER GEAR to absorb the angular transient inertia, between the cam gears and the turbocharger input gear, the overrunning clutch is INSIDE the turbocharger unit if you spin the compressor wheel you'll see that the turbocharger INPUT gear that mess with the DAMPENER will spin in one direction BUT NOT in the other direction, by the way those turbo can spin up to above 17000 RPM .Yep it isn't pretty when one of those blows up on the test cell !
Thanks for the correction!
I worked as a second engineer for Moran Towing on sea going tugs out of New York in the late 80’s. A truly sweet sound. I still recognize the sound when a locomotive passes with EMD’s. 😊
As do I, thanks for watching sir!
In 1946, The Wright R-3350 TC18 turbo compound engine incorporated a somewhat mechanical turbo, gear driven, but had a torque convertor, not a spragg clutch. Almost makes me wonder if an EMD engineer was influenced by the Tc18 turbo design.
Maybe so, thanks for watching!
Probably my favorite fact about these EMD engines. I am glad somebody made a video.
Thanks for uploading!
Thanks for the kind words, it means a lot! The turbo setup gives them the sound we all associate with them now.
Sure does get interesting pulling a turbo in a tight space like that!
That it does, I am very thankful the ship was built with easy maintenance in mind. There is a purpose built lifting eye or rail for every component. Thanks for watching!
The turbo clutch is driven by the idler gear, turbo clutch drives the left cam gear which drives the right cam gear.
Thanks for watching & the correction!
Are you sayin the turbo has 2 different drive methods ?
low speed, gear driven.
high speed, exhaust gas driven.
@@RIPPERTON That is exactly right and I wish I had used your wording in the video. Thanks for watching!
Are these engines house power for the boat or is the boat diesel electric prop drive? Impressive engines, very popular in Australia for remote power houses where they are the grid, nothing like half a dozen of these things singing away
Diesel electric. I have a video showing the rest of the engine room and drive motors on my channel. I stumbled upon a powerhouse on the island of Saipan years ago with 6 20-710 engines. You are very right about it being impressive. Thanks for watching!
These engines are absolute works of art that can take a beating and keep on swinging, and even if they do break, they are so modular they are much easier to repair! Just a shame they're being run out by junk science.
Absolutely agree. There isn't anything about these engines that can go wrong and not be repaired. A rod coming loose and knocking a hole in the crankcase would spell certain death for most others but can be repaired in a day with these. Thanks for watching!
My friend who works on diesels told me that these are hands down the best engines ever made because they use a welded steel block, apposed to cast iron. In your opinion do you think that is true, or is there something more reliable out there?
@@timpike1616 This family of engines has been in service since the 30's. The 2-stroke 710 series is still in production for marine applications. The welded crankcase is only one of the benefits. As for medium speed/medium duty engines these are hands down some of the best. Their downsides are they aren't push button start and require somewhat of skilled maintainers to operate. Thanks for watching!
Is this clutch a common failure point or maintenance item? it looks like if it failed at the very least you'd have seriously reduced power - assuming the best case where it just fails engaged. Regardless that's an ingenious design to avoid the complexity of having both a blower and a turbo.
I think they used to have problems but seemingly not now, they almost always last the 32k hour overhaul period and are still working fine. The clutch is really just a simple sprag. Thanks for watching!
Do you rebuild the turbos???? Is there a way to test the labby seal
@@exiquiolujano7016 Turbos and power-pack assemblies are returned and remanufactured. Thanks for watching
Hi
I'm planning to do a redo of my UA-cam video of the GP20, I need footage of a turbo EMD prime mover, would it be ok if I used part of this footage?
@@alcobufff Yes that's fine please just include a link to my channel or something of that nature for credit. Thanks & good luck with your video.
@@FixAndForget Will do! thanks!
Nice I love mtu Detroit diesel
I'm glad to hear MTU still makes limited numbers of replacement 71 series engines for government buyers. I hope to see the 71 series in production at its 100th birthday. Thanks for watching!
@@FixAndForget well my folks friend worked in Detroit diesel in 1963 64 the good thing about Detroit diesel all of them except 53 u can turn cam or switch from one side to other make it two stroke n 180 degrees on oil pump ⚙️ gear I got a long block 14 liter with cooper split cage ceramic roller bearings as main bearings I bet noone getting my rpms except a 10 liter
@@FixAndForget now that's a limit must have dte or custom chip to open it up hehehe
@@FixAndForget when a 🤠 cowboy trades spurs for wings lol
@@FixAndForget in Utah Bonneville salts flats mtu got a 16 v doing 228 mph on freightliner n Detroit diesel got 24 v behemoth won the war besides remembering German which is the first to make a jet engine
Is it mechanical or electronic controlled clutch?
Overriding sprag
Locomotive prime mover and generator set also
That's right, they are also very popular in the marine and stationary applications. Thanks for watching!
@@FixAndForget Used on all Nimitiz Class Nuclear Powered aircraft carriers as emergency power, and a whole lot of nuclear power plants.
@@john5321 Yeah I've seen a few pictures of them on the carriers. Probably won't see a cleaner, lower hour EMD than those. I have a video I took of (5) 20-710 EMDs providing power for the island of Saipan I'll post one day.
lol that’s a spring pack not the clutch. The clutch is inside the turbo..
Yep totally right, corrected that in another video still have to fix this one. Thanks for watching/sharing
Its weird hearing two stroke
And then cam gear
Yeah all the big 2stroke diesels have massive exhaust valve gear. These are 4 valves per head. Slow speed engines are one massive valve per head. Thanks for watching!
@@FixAndForget ... and also drives the injectors.
Yep center lobe on the cam. The slow speed engines use individual "jerk" pumps to drive the injectors. Thanks for watching!
Coolbeens
Thanks for watching!
GM
Yes, thanks for watching! On a side note, EMD is now owned by Progress Rail, a subsidiary of Caterpillar.