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General Electric Tier 3 locomotives suffer engine fires
Dang it…
I am shocked (sarcasm)!
I thought they all did that.
The exhaust may be compliant with EPA mandates, but then there is another minor problem.
Not good news for GE!
This reminds me of what happened when auto makers tried aluminum fuel lines and higher fuel delivery pressure. Not a good idea, needless to say.
20,000 p.s.i.? Really? That’s scary!
20,000 psi! That is some serious pressure. Curious how they get the fuel pressure that high.
More trouble and complications for un-needed cleaner emissions.
Shit happens with all new models that needs work no model is perfect
In the UK three GE built class 70s have suffered fires following high pressure fuel line failures. One so bad that it has been out of use for several months. Coincidence?
This kinda reminds me of the U50C series when GE tried to go cheap on their manufactering and use aluminum wireing in these locomotives. I was like taking a throughbred and shooting one leg.
Now they have done it again. design a good locomotive and equip it with cheap parts. Quality begats quality and cheap begats cheap.
No surprise there, what do you expect from a GE engine.
Not a new thing, GE locomotives has been self immolating for years!
just plan junk!!!
just plan junk!!!
First it was GEVOs blowing up when in notch 5 or higher, now it’s new locos cooking themselves. EMD must be thinking, “Awww, too bad!”
20,000 psi.
Does that mean the intake air in the cylinders is at 19,999 psi at the instant if fuel injection?
Digressing, from the 70-tonners to the U33Cs, not the U50Bs, I don’t remember a road failure disabling train movement, that I couldn’t correct. I remember a bunch of failures that had me bringing dead units to a crew change… DL701 into Santa Barb’ with milk-chocalate pudding (emulsified cooling water and lube oil) in the crankcase…a Dec. trip on a leading SD45 with crankcase overpressure shutdown AND cab heaters fed by engine cooling water, and many etc’s
Likewise, when P30CH were on AMTK Nos 11 and 14, they ran. I had disabling failures with an SDP-40F on AMTK 710 and FP7s on AMTK 711, and lost an hour and a half when an Amtrak 200 was a bigger problem than I could solve…not the first of those problems certainly.
Later, in '98 thru '02 I left and ran UP’s pool freight engines—RV-OAK-SJ and had failures that are significant, none involving GEs.
One failure stranded my crew ( my conducter ) and blocked almost everey in California’s Newark access to the other four-way parts of town. no power, The only engine with fuel won’t start…the tank guages show fuel.
Got a refferal from Dispr. 58 to UP’s Mr. Good Wrench.
Before a Goodwrench response my Condr. suggestted rebooting the computrers,and it was done , and the engine resrarted and we left town opening Newark.
I’m saying that GE’s worked well and hard and that complaints among us engineers show the same educational deprivations about the 26L brake.
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That’s what happens when you become the #1 locomotive builder, and the favorite pet of the current administration.