Would a 16 cylinder 710 engine fit into the space of the 20 cylinder 645 engine in an SD45? With all of the 710 engine refits to meet the tier 2 emissions standards I was wondering about this possibility. Not only would you get tier2 standards, but an extra 700 HP with a 25 percent fuel savings.
YES - think of a 16 cylinder 710 as a 16- 645 cylinder “raised block”. The 710 turbo is a little bigger but that hangs over the generator. The Tier 2 710 is only about 10% more fuel efficient at the same power rating. 700 more horsepower ( 20%) will cost about 8% more fuel to achieve, then there’s the radiator problem. I’d stick with the 20-645- with a full tier 0 kit.
Yes it would fit, but the radiator has to be much larger and the computer controls have to be installed. The large radiators are a big part of the modification.
CZ
I would think with the 4 less cylinders and the computer controlled fuel injection you would get a fuel savings no use more fuel. As you stated would the radiator area in an SD45 be big enough? I figure, yes because you have 4 less cylinders to cool with the radiator area that cooled 20 cylinders (A 645 20 cylinder engine has 1804 cubic inches of displacement vs 1587.52 for a 16 cylinder 710).
The advertisment is for UP to 25% fuel savings. This is using the 2200 hp 8-710ECO or 3200 hp 12-710ECO repower engine kits. These are replacing older 16-567 & 16-645 power plants. There currently is no 16-710ECO repower kits - EMS wants to sell you a ‘new’ SD70ACe ! The 12-710ECO is a good fit for many of the older ‘40’ line engines like the SD40/SD40-2/SD45. As others have mentioned, there is more to this than dumping a 710 series engine into a locomotive. The EMD computer control system and the split cooling are also involved to reach Tier II.
Jim
Seriously, if you need that much HP in a locomotive, why bother with an 40+ year old design like the SD45? Even if you do all the work the get the 710 in, you still have the antique electrical and control systems. Locomotives are designed to work as a complete system, and it is not as easy as it would seem just to swap out parts. It you want a 4000+ HP locomotive, it would be easier to to get a new SD70ACe.
This sort of change appears more attractive in marine applications. The first 16-710 engines had the exact horsepower rating of the 20-645 and about 10% improvement in fuel efficiency over the original E configure engine. Changing the utex marine turbo pool from E to EB turbo gave the old engines 3%. If you want to fiddle with higher compression pistons 4 or 6 pass aftercoolers and a few other tricks you get the same or better fuel efficiency as an early 710. One situation that happens in the marine industry is that as an operator uses the same design but has to change to the latest engine model they may be some interesting results. Bouchard Marine was building a standard design with a pair of 16-645-E5 engines rated at 2875 hp @ 900 rpm. The last tug of this design had an 16-645-F7 engine normally rated at 3300 hp @ 900 rpm but at the recommendation of the sales dept. changed the reduction gear ratio to get the same propeller rpm for 800 engine rpm. This was at a better point on the bsfc curve and gave at least 10% improvement.
EMD’s also rebuilding UP SD60Ms with the 12-710ECO too, which UP’s calls SD59M-2s. The rebuilt SD60Ms have SD70M-style radiators and a new fuel tank.