The hood has no GEVO influence, but EMD used the exterior cab and hood design from its 1967 FP45. Which other manufactures used as guide to there designs such as GE.
I caught 2 trailing out of Phoenix AZ this week. Pretty neat to see! They are actually extremely quiet compared to the GE's that were chugging away in front of them lol
Thanks for doing this video; I appreciate videos about specific locomotives. I read somewhere that UP was having some reliability issues with the locomotive and that the manufacturer was making changes to the software that controls locomotive systems to resolve the issues. Hoping UP/manufacturer can resolve the issues so it can compete successfully with GE. I subscribed and gave the video a "Like."
The SD70ACE-T4's were immediately pulled out of service due to numerous issues involving their computer and electronic systems.They were deactivated for some time while repairs and updates were being done.The other problem at first was the fuel injection and the costs to do maintenance.
Another awesome episode of Engines of Union Pacific! For me I do like the SD70ACe/AH-T4s despite their design. Always nice to catch them either for UP, CSX, EMDX Demos and more!
@@unionpacificomaha the 1010J is a modified version of the 265H. It's virtually the same engine as before just with a redesigned crank to prevent harmonic cracking and added emissions equipment and I think a new fueling system. New software too. The 1010 also comes in V12 and V16 versions, and serves as the basis for the further modified CAT C280 engine. They C280 and 1010J are virtually the same with the 1010 just having been optimized for rail applications. I believe the C280 can be had in up to V20 configurations (don't quote me on that), so the output of this engine platform ranges from 4700-6000hp+ (can't remember the maximum output for the largest version). Another thing that distinguishes the 1010J from the C280 is the alternator and cooling, and air charge induction systems as well as power electronics such as integrated AC power inverter converters. You can hear the alternator and inverters at idle humming along with the engine rumbling as the emissions equipment really muffles the engine sound. If the 1010J were to be straight piped like the 710G prior, utd sound just like the SD90MAC-H with the 265H engine. It's a shame that it doesn't but it's understandable given EPA regulations and sound pollution restrictions near residential areas as well as NVH reduction for operators whom which complained significantly about how loud EMDs 710G was, even with the SD70 series isolated cabs. Cool stuff. Our railroads are evolving before our eyes.
@@scenicdepictionsofchicagolifec280 and 1010 are not the same engine. The c280 is a high speed 4 stroke that can be run up to 1800rpm. It’s still a 3500 series engine. The 1010 is more like cats 3600 series.
It almost seemed routine that G.E.'s tier 4's were in regular production ahead of E.M.D. It was nice to see these E.M.D's being ordered by CSX and UP. But with rail traffic down and railroads opting for large rebuild programs, rather than large orders of new locomotives, I wonder if the SD70ACe-T4s will have the same anti- climactic ending as the SD90MACs and the AC6000s. I have only seen one of the E.M.Ds, a year or two ago on the NS Chicago line, just east of Toledo Ohio on a westbound manifest.
The SD70ACE-T4's are the modern version of the SD90MAC's actually. The 1010J's in them are rebuilt and improved EMD 265H's having the same block. The 265H's in the SD90MAC H1's & H2's only lasted several years as EMDX units for Union Pacific and Canadian Pacific due to major failures and unreliability.Most of the units that weren't scrapped became exports for BHP Biliton. The AC6000CW's had continous crankshaft and turbocharger failures which is why Union Pacific rebuilt them as C44ACM's and CSX's CW60AC's became CW44-6's before being retired.As for the SD9043MAC convertibles,most of them ended up with cracked frames.Canadian Pacific rebuilt 30 of them into SD70ACU's and acquired 39 SD9043MAC's from Union Pacific. Norfolk Southern purchased 110 units from Union Pacific dirt cheap for the SD70ACU rebuilds but then sold 65 to PRLX.CEFX SD9043MAC's are still around but on leasing terms only.
@Mystic Ren There is exactly 100 SD70ACE-T4's in service,10 of them are CSX ST70AH-T4's and the others are owned by Union Pacific.The EMDX demonstrators that were leased out to BNSF,Kansas City Southern,and Norfolk Southern from PRLX were returned and orders were never officially request.The problem with the SD70ACE-T4's are the software,electronics,and traction motors.The units are just hunks of junks and nobody likes them. Those units possibly make any other EMD units look like a great and solid deal.But once again,GE/Wabtec units surpass EMD.
@Mystic Ren EMD began to go downhill after the GP40-2's & SD40-2's were discontinued from production.The first timeline of errors was the GP50's & SD50's.EMD had to discontinue the 710 series because of EPA regulations.This is also why all of the older units have exhaust manifold silencers to remain compliant with emissions testing.EMD failed in the traction category thanks to Siemens while GE triumphed with stronger and better traction motors thanks to Wabtec,who also builds the technology and software for them.I'll also include that dynamic braking on GE units is far more incredible than modern EMD units. EMD went further downward after the General Motors sell out and Greenbriar Berkshire buy out.The last spiral was CAT/PRLX becoming their parent company and repeatedly failing with CAT rebuilds and much more.If EPA regulations wasn't a thing,Caterpillar wouldn't see reason to put in their own motors. EMD is dead.
@@UP4014SteamTrainFan Fremont is a 12 mile ride which isn’t to bad for me but Ashland is 25 miles and would take around 1 hr30-2hr 30 mins to ride there. I can’t do that
Cool! One question, I just uploaded a new video showing my layout really quick and when I snap this one track to the switch it looses power to the track. I already switched out the switches what should I do
I would suggest making sure all connections in the track are smooth and nice and if that doesn’t work get a little cloth wet with isppryal alchol and rub the rails
You don't need a video on that. The spec sheets are easily found online. Both are Tier 4 Compliant. Both are 12 cylinder engines. GE ET44AC: HP: 4,400. Tractive effort: 183,000 (starting) 166,000 (Continuous). EMD SD70ACe-T4: HP: 4,400. Tractive effort: 200,000 (Starting) 175,000 (Continuous). So the EMD is considerably more powerful. It does burn slightly more fuel then the ET44 but the tractive effort more than justifies that to the railroads. The ET44's have been around for almost 5 years longer than the SD70ACe-T4 so it should not come as a surprise that they may be more reliable at this point since they have had far longer to work out any issues.
@@scenicdepictionsofchicagolife Actually that is incorrect. The ET44AC has the same tractive effort as the ES44AC. An ET44 is simply a T4 compliant ES44. It's not a more powerful locomotive. It just has all the added T4 nonsense for emissions. I'm not saying you, but it amazes me how many buffs love talking about "TIER 4"!! thinking that they are some sort of super powerful locomotives vs the old ones. Tier 4 ratings are simply emissions. Not power.
@@unionpacificomaha That is not why they have more GE's. EMD lost it's footing awhile back when they got too wrapped up in cost cutting. GE pulled ahead with deliveries and offering better deals that the Class 1's jumped on. Before long the lead got so great EMD could not recover and basically went under to the re-structure. EMD's are reliable and dominated the market for a reason. It was just terrible management that caused the issue they had.
@Portland railfan productions CSX Uses The Same Model, Although They Only Have 10, And Are Classified As "ST70AH." I've Seen 2 Of Them (#8907 And #8904).
@@unionpacificomaha Years ago I learned from reading The Diesel Spotter's Guide and other books that EMD's model designations were: GP = General Purpose, 4 axles, and SD = Special Duty, 6 axles. The original idea was that GPs could serve as road engines or switchers, whereas SDs were for road service and heavy drags such as coal or grain trains. In the 70s, I saw lots of GP 40s on Conrail's fast priority Intermodal trains. Somewhere along the way, in the late 80s or early 90s, they stopped offering any 4 axle units except for yard switchers. You are correct that SD stands for "Special Duty", but the specific detail that made a loco either and SD or a GP was the number of axles. Now that EMD is no longer part of GM, who knows? Maybe the original designation has changed. Thanks for your work on this video, by the way.
The headlight locations on these loco's are wherever the customer specifies. Headlight location is not an accurate way to tell what type of locomotive your looking at. Case in point with the CW40-8's. UP often ordered them with nose headlights and number boards. Conrail liked high headlights and low number boards and marker lights. ATSF liked nose headlights but high number boards. Still the same locomotive, just customer preference.
It’s a very unique looking locomotive. It has a partial GEVO hood interrupted by ‘hump’ of the sd70ace’s hood, and sd90mac windows
The hood has no GEVO influence, but EMD used the exterior cab and hood design from its 1967 FP45. Which other manufactures used as guide to there designs such as GE.
It’s basically a modern version of the SD90MAC-H
Only about 90 and ive seen 8 of them. They are nice to see on UP
I’ve seen 30-40 of them. Yes I love them
CSX Uses The Same Model, Although They Only Have 10, And Are Classified As "ST70AH." I've Seen 2 Of Them (#8907 And #8904).
I caught 2 trailing out of Phoenix AZ this week. Pretty neat to see! They are actually extremely quiet compared to the GE's that were chugging away in front of them lol
great train video
Thank you!
Thanks for doing this video; I appreciate videos about specific locomotives. I read somewhere that UP was having some reliability issues with the locomotive and that the manufacturer was making changes to the software that controls locomotive systems to resolve the issues. Hoping UP/manufacturer can resolve the issues so it can compete successfully with GE. I subscribed and gave the video a "Like."
Thank you so much! Thanks for that info too, it’s definitely neat to hear
The SD70ACE-T4's were immediately pulled out of service due to numerous issues involving their computer and electronic systems.They were deactivated for some time while repairs and updates were being done.The other problem at first was the fuel injection and the costs to do maintenance.
Another awesome episode of Engines of Union Pacific! For me I do like the SD70ACe/AH-T4s despite their design. Always nice to catch them either for UP, CSX, EMDX Demos and more!
Thank you so much Steven! Yes I love these locos too
Super catches !!!
Thanks!
I wonder if EMD will finally able to make a proper 4-stroke engine this time
Who knows
@@unionpacificomaha the 1010J is a modified version of the 265H. It's virtually the same engine as before just with a redesigned crank to prevent harmonic cracking and added emissions equipment and I think a new fueling system. New software too. The 1010 also comes in V12 and V16 versions, and serves as the basis for the further modified CAT C280 engine. They C280 and 1010J are virtually the same with the 1010 just having been optimized for rail applications. I believe the C280 can be had in up to V20 configurations (don't quote me on that), so the output of this engine platform ranges from 4700-6000hp+ (can't remember the maximum output for the largest version). Another thing that distinguishes the 1010J from the C280 is the alternator and cooling, and air charge induction systems as well as power electronics such as integrated AC power inverter converters. You can hear the alternator and inverters at idle humming along with the engine rumbling as the emissions equipment really muffles the engine sound. If the 1010J were to be straight piped like the 710G prior, utd sound just like the SD90MAC-H with the 265H engine. It's a shame that it doesn't but it's understandable given EPA regulations and sound pollution restrictions near residential areas as well as NVH reduction for operators whom which complained significantly about how loud EMDs 710G was, even with the SD70 series isolated cabs.
Cool stuff. Our railroads are evolving before our eyes.
@@scenicdepictionsofchicagolife thanks for the cool info!
@@scenicdepictionsofchicagolifec280 and 1010 are not the same engine. The c280 is a high speed 4 stroke that can be run up to 1800rpm. It’s still a 3500 series engine. The 1010 is more like cats 3600 series.
Nice job!
Hope to see them rolling by Chile soon. I imagine them with HEP installations and i think they'll will excel in freight and pax modes.
Great video!
Awesome only a few weeks after UP received them 3 of them on a westbound intermodal came through my area.
Thanks! And that’s cool I’ve seen about 20 of them
Wow
It almost seemed routine that G.E.'s tier 4's were in regular production ahead of E.M.D. It was nice to see these E.M.D's being ordered by CSX and UP. But with rail traffic down and railroads opting for large rebuild programs, rather than large orders of new locomotives, I wonder if the SD70ACe-T4s will have the same anti- climactic ending as the SD90MACs and the AC6000s. I have only seen one of the E.M.Ds, a year or two ago on the NS Chicago line, just east of Toledo Ohio on a westbound manifest.
Yea I think they’ll be fine. UP has the most of them and I’ve seen like 35 of them so far so I’ve got a good start
The SD70ACE-T4's are the modern version of the SD90MAC's actually.
The 1010J's in them are rebuilt and improved EMD 265H's having the same block.
The 265H's in the SD90MAC H1's & H2's only lasted several years as EMDX units for Union Pacific and Canadian Pacific due to major failures and unreliability.Most of the units that weren't scrapped became exports for BHP Biliton.
The AC6000CW's had continous crankshaft and turbocharger failures which is why Union Pacific rebuilt them as C44ACM's and CSX's CW60AC's became CW44-6's before being retired.As for the SD9043MAC convertibles,most of them ended up with cracked frames.Canadian Pacific rebuilt 30 of them into SD70ACU's and acquired 39 SD9043MAC's from Union Pacific.
Norfolk Southern purchased 110 units from Union Pacific dirt cheap for the SD70ACU rebuilds but then sold 65 to PRLX.CEFX SD9043MAC's are still around but on leasing terms only.
@Mystic Ren There is exactly 100 SD70ACE-T4's in service,10 of them are CSX ST70AH-T4's and the others are owned by Union Pacific.The EMDX demonstrators that were leased out to BNSF,Kansas City Southern,and Norfolk Southern from PRLX were returned and orders were never officially request.The problem with the SD70ACE-T4's are the software,electronics,and traction motors.The units are just hunks of junks and nobody likes them.
Those units possibly make any other EMD units look like a great and solid deal.But once again,GE/Wabtec units surpass EMD.
@Mystic Ren
EMD began to go downhill after the GP40-2's & SD40-2's were discontinued from production.The first timeline of errors was the GP50's & SD50's.EMD had to discontinue the 710 series because of EPA regulations.This is also why all of the older units have exhaust manifold silencers to remain compliant with emissions testing.EMD failed in the traction category thanks to Siemens while GE triumphed with stronger and better traction motors thanks to Wabtec,who also builds the technology and software for them.I'll also include that dynamic braking on GE units is far more incredible than modern EMD units.
EMD went further downward after the General Motors sell out and Greenbriar Berkshire buy out.The last spiral was CAT/PRLX becoming their parent company and repeatedly failing with CAT rebuilds and much more.If EPA regulations wasn't a thing,Caterpillar wouldn't see reason to put in their own motors.
EMD is dead.
I've worked for Union Pacific for 14 years and the SD70ACE-T4 is the BEST Locomotive there is hands down!!!!!!!!
That is awesome to hear! Are they quiet on the inside, also thanks for the feedback
Im really happy to hear that, it makes me sad and sick to hear how many workers hate these, I Love them
@@IronHorsefan1869 i agree, they are neat locos
They had teething troubles but they are whisper quiet and have nice led lights.
@@matthewwolff3729 that’s awesome! Thanks for the info!
Well done
Thank you!
Meanwhile CSX sends all their aces back to PRLX
Ive seen 5 so far on the NS, the last one was UP 3017 leading an intermodal. Sounded like a Vaccum cleaner.
The position of the horn on these is so weird but I guess the design doesn’t leave room on top
Nice Will! Subscribed to you!
Thank you!!!
See em all the time up here in Illinois.
Nice Job Will Sadly I am Possibly Busy This Weekend +_+ I Might Try to go to Fremont Next Weekend
Thank you! I won’t be at my lake house this weekend so I can’t railfan fremont but I’m going to try elkhorn or Waterloo
@@unionpacificomaha ok
@@unionpacificomaha You Should Try Ashland Sometime
@@UP4014SteamTrainFan Fremont is a 12 mile ride which isn’t to bad for me but Ashland is 25 miles and would take around 1 hr30-2hr 30 mins to ride there. I can’t do that
@@unionpacificomaha I See
Cool! One question, I just uploaded a new video showing my layout really quick and when I snap this one track to the switch it looses power to the track. I already switched out the switches what should I do
I would suggest making sure all connections in the track are smooth and nice and if that doesn’t work get a little cloth wet with isppryal alchol and rub the rails
@@unionpacificomaha i solved it, i was running the track to where it short circuited. Thanks for the help!
@@RailfanAndrew your welcome!
Sir can you compare emd SD70Ace-t4 vs GE ES44AC which is more stronger, fuel efficient,more eco friendly etc??
If i did it would be vs a ET44AC since they are both T4 units
@@unionpacificomaha ofc. Either way both the ET and SD T4 units are most powerful and have more tractive effort than an ES44AC
You don't need a video on that. The spec sheets are easily found online. Both are Tier 4 Compliant. Both are 12 cylinder engines. GE ET44AC: HP: 4,400. Tractive effort: 183,000 (starting) 166,000 (Continuous). EMD SD70ACe-T4: HP: 4,400. Tractive effort: 200,000 (Starting) 175,000 (Continuous). So the EMD is considerably more powerful. It does burn slightly more fuel then the ET44 but the tractive effort more than justifies that to the railroads. The ET44's have been around for almost 5 years longer than the SD70ACe-T4 so it should not come as a surprise that they may be more reliable at this point since they have had far longer to work out any issues.
@@scenicdepictionsofchicagolife Actually that is incorrect. The ET44AC has the same tractive effort as the ES44AC. An ET44 is simply a T4 compliant ES44. It's not a more powerful locomotive. It just has all the added T4 nonsense for emissions. I'm not saying you, but it amazes me how many buffs love talking about "TIER 4"!! thinking that they are some sort of super powerful locomotives vs the old ones. Tier 4 ratings are simply emissions. Not power.
Amazing!!
Thank you Allie
Your welcome
You are the best.
Thank you!!
@@unionpacificomaha Your wellcome.
Cool!
Thank you Darryl! God bless!
Awesome! NS was going to buy some but they rejected it last minute 😭
Thanks! Yes I know same with BNSF
I think BNSF might be buy a bunch of them!
I hope so!! That’s be amazing!!
@@northernohiorailfanningpro8899 we will see
Norfolk Southern is Selling or Scrapping most of There Fleet even the SD70M-2s are Going
I like them. I caught 2 of them on one train! 3052 and 3058. (I have a vid on my channel)
Good vid
Thank you!
Sure ;)
Csx has them too!
I saw one in Colton
Why EMD trains are not as common like GEVOs?
Because railroads have more GEs
@@unionpacificomaha I see igeuss also more feul efficient two.
@@izzymillar4568 GEVOs are just more reliable and better all round
@@unionpacificomaha That is not why they have more GE's. EMD lost it's footing awhile back when they got too wrapped up in cost cutting. GE pulled ahead with deliveries and offering better deals that the Class 1's jumped on. Before long the lead got so great EMD could not recover and basically went under to the re-structure. EMD's are reliable and dominated the market for a reason. It was just terrible management that caused the issue they had.
@@FFred-us9tw yep started with the SD50, GE been on top ever since
The "E" in ACe stands for "Enhanced", not "eco" or "environmental". SD70 AC Enhanced.
Okay. I’ve used different sources that said either
These locos have a horn that sounds like a horn from Csx
Yea cuz it’s a K5LA
@Portland railfan productions CSX Uses The Same Model, Although They Only Have 10, And Are Classified As "ST70AH." I've Seen 2 Of Them (#8907 And #8904).
Do the SD40-2!
I would but I barely have any footage of them
1:20 I saw 3077 not to long ago
csx has used their sd70t-4s on locals. SD still holds its meaning'
No it doesn’t hold its meaning, they only did that to test the locos out
@@unionpacificomaha Years ago I learned from reading The Diesel Spotter's Guide and other books that EMD's model designations were: GP = General Purpose, 4 axles, and SD = Special Duty, 6 axles. The original idea was that GPs could serve as road engines or switchers, whereas SDs were for road service and heavy drags such as coal or grain trains. In the 70s, I saw lots of GP 40s on Conrail's fast priority Intermodal trains. Somewhere along the way, in the late 80s or early 90s, they stopped offering any 4 axle units except for yard switchers. You are correct that SD stands for "Special Duty", but the specific detail that made a loco either and SD or a GP was the number of axles. Now that EMD is no longer part of GM, who knows? Maybe the original designation has changed. Thanks for your work on this video, by the way.
The horn sounds fake because it stops honking so fast it doesn’t take a second for the air to stop blowing into it like most other trains
Eh it’s okay with me
they are called SD70AH tier 4’s
I said that in the video
CSX has the same horn style
Yea
It looks like a CSX ST70AH
Same model different name
@@unionpacificomaha oh yeah
Nice info. Ditch the music.
Thanks but no
CSX ordered 10 of those units so Union Pacific has more than CSX does
That's actually a SD70AH-T4 Because SD70ACEs are units with the Headlights mounted between the number plates.
I called it a AH. Also incorrect not all of the ACEs wirh low headlights are AHs. The 8600-8700 units have low headlights and are ACES
The headlight locations on these loco's are wherever the customer specifies. Headlight location is not an accurate way to tell what type of locomotive your looking at. Case in point with the CW40-8's. UP often ordered them with nose headlights and number boards. Conrail liked high headlights and low number boards and marker lights. ATSF liked nose headlights but high number boards. Still the same locomotive, just customer preference.
I found locomotive sd70ace-t4 in mesa AZ. Number #3061
Cool
Unpopular opinion: that is one of the ugliest locos in UPs roster
I would say the top hump is kinda ugly, but I like the cab horn and engine sound from these locos
@@unionpacificomaha yeah you can tell they tried to hard to make it look like an sd70ace without it being an sd70ace
@@darth_dingus7306 I don’t think they really care how it looks, they just want it to do it’s job well while keeping it a EMD like shape
@@unionpacificomaha At Least The Hump Doesn't Run The Entire Length Of The Engine Compartment On The GE Tier 4's, Except For The Demonstrator Units.
@@calebtrains2261 oh yes, the demonstrators looked real bad. I don’t mine the regular GE T4s tho