It is time to ad the first diesels to the layout. Seeing I am doing transition, I need to learn the difference between the E and F units I see talked about. I would appreciate descriptions and a reference or two.
Thanks.
E units are MUCH longer than F units because they have 2 motors in them. E units also have A-1-A trucks as opposed the the F unit.
David B
Though I claim absolutly zero expertise/knowledge on this subject (;]), I’ll attempt to atr least set them apart and let someone else fill in the major details.
The F unit was introduced in 1959 (thank you wikipedia) as the FT unit, and really showed what diesels could do. The “F” stands for freight, and that is just what these behemoths did. In 1946, the F2 replaced the FT, and then so on, the F2 replaced by the F3, the F3 replaced by the F7 (also made an FP7 [freight/passenger]), the F7 replaced by the F9 (also FP9 and FL9[FL9 could run off of third rail juice]). They had 4 axles, and were also used in passenger service.
The E unit was introduced in 1937 as the EA/EB unit (all built for the B&O). The E1 was also built in 1937 (ATSF), the E2 for named trains jointly operated by the UP, C&NW, and SP (City of San Fransisco and the City of L.A.[SP only one of the 2]). The E3 was built starting in 1939 for all roads that bought one. It was replaced by the E4, and then it went along sorta like the F unit, but from 5-9, all #s. E units had six axles.
F units had a single 16 cylinder motor, and were used primarily for freight service, and passenger service on some roads, usually with higher gearing for speed.
E units had two 12 cylinder motors, and were used almost exclusively for passenger service.
Actually both E and F units have FOUR traction Motors, but the E units generally
have two engines, while the the F units have only one.
Actually, the F-units were introduced in 1939 with the FT.
[quote user=“Rotorranch”]
Actually, the F-units were introduced in 1939 with the FT.
The E units came in in very limited numbers to pull the crack streamliners of the late 1930’s. They were longer, geared higher so they could reach higher speeds, and twin engined. They could keep moving, abet at a lower speed, if one engine conked out on a run. The E units were always quick, on good track they could do 100 mph. After WWII, when War Production Board restrictions on diesel locomotive manufacture were lifted, railroads bought fair numbers of them for passenger service. As passenger service dwindled down to Amtrack in the '70s, some surplus E units were put into freight service.
The F units were intended for, and mostly bought for, freight service. They were single engined, and lower geared, giving more starting effort and a lower top speed. A fair number were later used for passenger service, for which they were fitted with steam generators to heat the passenger cars. The legacy passenger car fleet used steam heating, 'cause steam engines had plenty of steam. Diesels had to carry an oil fired boiler to provide steam heat. The F units were the diesels that retired the steam engine fleet. They were durable and soldiered on into the 1970’s. They would still be inproduction except for the invention of the road switcher. The road switchers had as much power as the F units, could run as fast, and had enough rear ward vision to allow train crews to switch cars, which was difficult to do in the F units with no rear vision at all.
ART:
Eugh, diseasels. 
The E’s also had smaller wheels. They were 36" dia, whereas the F’s had (I think) 40".
The E’s had a sport-model cab layout, with a console-like control stand in the middle, by the engineer. Very spiffy in that 1930s-futuristic Modern Mechanix way.
IMHO, if one must have those powered boxcars (okay, I have a few) the early slant-nose E’s are much more attractive - the longer nose looks better with the longer carbody. The later nose looks great on an F, but looks way too stubby on an E.
The Alco PA is better-looking than either, of course. But a Hudson…okay, I stop.
I’m pretty sure “E” originally stood for "E"ighteen hundred horsepower - the first had two puny 900hp Winton engines. This would have been in line with the practice that gave us 900hp NW/NC and 600hp SW/SC switchers.
“F” probably signified "F"reight, with the “T” in “FT” for "T"hirteen hundred (and fifty) HP, which is what they had.
(Edit: Wikipedia says "T"wenty seven hundred, for the two-unit pair)
Art, if your modeling through the mountains, you may want to get some FL9’s!(Theres a company that makes them in resin) The FL9’s had a 2 axle truck leading, and a 3 axle truck trailing. If your modeling through the mountains you can add 3rd rail territory, managed by FL9’s and some 2nd hand New Haven Engines… [:)]
Here’s a few pix to compare the differences -
E-unit: http://www.railfan.net/cgi-bin/thumb/subphoto.cgi?/railpix/submit/edkaspriske/PRR._E-8_Horseshoe.jpg
F-unit:
http://www.railpictures.net/viewphoto.php?id=238530&nseq=3
[sigh]
Now I know why my F7s look so small along side my PA1s!
[|(] I wish I had known that before I bought the "F"s
Lee
[tup] Nothin prettier than a PA - or even a FA!![8D]
Now if they hadn’t smoked so much . . . . .[:(]
Just to muddy things up a bit, here’s a Danish “E” unit made under license by Nohab of Sweden:
builder plate: http://img.villagephotos.com/p/2005-8/1069636/DSB40a.jpg
If you really want to dwarf those PA1s…a Baldwin “Centipede” will do just that. Those things were longer than even E units!
'E’s (for Electro Motive) were Diesels designed for ‘Streamlined’ Passenger Service starting with the E-1 (streamlined ‘production’ versions of earliest UP M-1000, CB&Q’s Pioneer Zepher, ATSF’s ‘Amos & Andy’ Cab diesels.
FT’s (for ‘Freight Train’) were wartime freight designs that revolutionized locomotives for RR’s.They worked alongside Steam, and were lower maintenance.
F (for ‘Freight’) were a post war extension of the FT. Santa Fe, after using 'E’s on their grades, decided on 'F-3’s (and later F-7’s) for their transcontinents passenger trains.(4 units= 6000 HP did not require ‘helpers’.
E units had A-1-A 6 wheeled trucks with the center being unpowered. F’s had 4 wheel BB trucks with all 4 being powered.
ALCO, a successful steam builder**,** called their fist ‘Covered wagon’ diesel ‘DL’, and later models just ‘P’ (A&B)for passenger, and ‘F’ for freight. Their ‘Hood’ units were lettered ‘DL’ for Diesel Locomotive, then sometimes RSD for ‘Road Switcher Diesel’ as opposed to RS for their smaller 'switchers. Later models were I.D’d as ‘Century’, to compete ln a losing battle with EMD.
Fairbanks Moorse, a wartime builder of diesel engines for submarines, had one passenger entry, but were more successful with High Hood switchers, labeled ‘HH’. Their lone passenger engine was labeled ‘M-50’ (don’t ask). It was a joint effort with GE and built in Erie PA.
GE, a late comer has had s
Art–
You’re gonna get a WHAT!!??[:O]
Okay, okay, I’ll calm down. Actually, I’ve got 2 diseasels on the Yuba River Sub, an F-3 A/B set that I use for passenger service (just like the Rio Grande did–I mean, let’s face it, the Rockies were not exactly Speed Demon territory, LOL). For some reason, F-3’s appeal to me, they’re not as butt-ugly as the FT’s, nor are they as sterile looking as the F-7’s. They’re kinda ‘in between’ with enough portholes and grillwork to break up that really BORING body line.
I’ve also got a very early diseasel articulated train, the “Pioneer Zephyr”, which for me has one of the handsomest of the VERY early diseasels–a cute little shovel-nose.
Unfortunately, nobody seems to be making my favorite E-unit, the bubble-nosed E-2, which was used by CNW, UP and SP on an early (1938) version of the City of San Francisco. It’s one of those “So ugly it’s got charm” locos that when it came out was the Very Last word in Streamlining. It was in an A/B/B configuration, and for the life of me, I always thought the last B unit was the baggage car, that’s how STRANGE it looked, LOL![%-)]
However, Burlingtons stainless steel E-5’s were just about the handsomest EMD passenger diesels I ever saw.
But IMO, EMD never, EVER designed a passenger loco with the classic lines and contours of the Alco PA’s. And they put out SMOKE! Just like they were an ‘honorary’ steamer![}:)]
Tom [:P]
What mountain railroads used third rail?
IHP makes the FL9 shells.
The FL9s were NEVER used by mountain railroads. They were only purchased by the New Haven. The third rail shoe was required for electrical pickup as the power source on the run through the tunnels and underground going into New York City.