The IC sub-lettered Dash 9’s have CN-specific teardrop windows which, as far as I know, were used only on CN’s Dash 9s. Though I guess CN could have asked GE to apply CN-specific features into the IC Dash 9s if the order was still in the early stages.
That sounds quite plausible. The IC units are numbered in the same series as the other CN Dash-9’s so I’m surprised that the sublettering was kept.
What exactly is the problem with the SD70ACE-T4s?
If you read the thread ATSFGuy, then you would see that there aren’t any listed.
There have been various teething troubles, as would be expected from any new design.
The two CN was testing (EMDX 1605 and 1606) did well at first, until they were sent into bitter -40°C cold. It quickly put them both out of commission.
A manifold cracked on one unit (I think it was part of the EGR intercooler that failed), shutting it down, and a sensor failed on the other one, making the computer falsely believe that the engine was cold, and limit power output accordingly.
Are problems in cold weather limited to the SD70ACe-T4? Of course not, but the failures soured CN on them, and the testing ended shortly after. I am sure EMD has learned as much as possible from this, and has been trying to fix the root causes of those failures.
In relation to the midthread discussion on the F125, I noticed today while looking for something else, the EMD has achieved Tier 4 compliance for the marine version of the 710 (E23) using DEF. I’m unsure what the differences in the requirements are to know if this says anything for the 710’s use in railroad applications where DEF would be acceptable.
The EMD 710 with 11.6 l/cyl. is according to EPA a Marine category 2 engine:
7 l < D < 15 l with less than 3,700 kW. The emission limit are the same as locomotive line-haul:
|
PM |
NOx |
HC |
|
|
Marine [g/kW-hr] |
0.04 |