Not picking one or the other, just addressing the comments about the tried and true gp38s that some believe are immortal.
The Larger companies for rebuilds are using MTU diesels there is a little issue with them. They are Shipboard Engines primaraly think Crab boats in the Bering Sea. They run at twice the Speed of a 645 series so if you want to use them with the Stock Alternator on them well you better put in a 2/1 reduction ger in them and those fail. Want to see how unreliable a MTU motor can be Watch the Deadliest Catch were the Cornialla Marie lost 2 of his engines in less than a week. The Late Phil Harris ran MTU’s on his boat and they were always breaking down.
With a little welding rod and a machine shop nearby they are immortal. And in a joint Progress Rail / EMD press release they announced tier 2 kits for 645’s including blower engines for use in California and Texas.
Look up Doucet’s Marine Service. Inc. at emdservice.com for some great photos of how its done.
Link to the announcement? I found a reference to tier 2 kits for 645E engines, but it was in the Marine section of a power point.
Yes but if there is a demand they can run the EPA locomotive tests on the same engines. Its the loading schedule that makes the difference.
To swing this back to gensets, most gensets are built on remanufactured trucks, traction motors and frames from a donor locomotive. Yet another player in this market reuses the A10 alternator but has to equip the new engine with a new 2 to 1 speed reducer gear and the A10 since its a single bearing unit requires a pedestal bearing to support and position the front end. Looking at the photo of this I think they but in a cardan shaft so that they wouldn’t have an even bigger problem aligning all this. With all that it should be easier to go with the 22ECO.
Gentlemen,
thank you for all the replies. This is a very informative debate, and very enjoyable to read.
Thank you
Frank