I was at work tonight, (working on my Engine Generator set ((550 KW 784 HP))) and got to wondering what the HP was on the first Gen of engine to electric set, the early FPs FAs and GPs... any Ideas? Gunns
GP7s were built in 1949, and had a 1500 HP output. their successor, the GP9, came out in 1954 with 1750 HP. Of the F-series, the FT had 1350 HP, the F3 thru F7 had 1500 HP, and the F9 had 1750. The FP7 sported 1500 HP as well. FAs were from 1500 to 1600 HP. There were some oddball units with less that 1500 HP in the GP7 line, but by and large the rest (vast majority) were 1500 HP. I cite as reference the Second Diesel Spotters Guide by Louis MArre and Jerry Pinkepank
ALCO FA-1/FB-1's were produced from 1/45-10/50 and were 1500hp. Between 3/50- /8/50 1600hp versions were available. The FA-2/FB-2's were produced between 10/50-5/56 and were 1600hp Tom
The first true Diesel/Electric locomotive was a 300 HP switching unit jointly developed by General Electric and Ingersoll-Rand in 1928. The Hoboken Manufacturers Railroad Company took delivery of the first GE/I-R locomotive, HMRC #500, on December 31st of that year. The GE/I-R locomotives were the first to use Diesel Cycle engines that spun a "dynamo" to generate electricity, which then was controlled to power electric motors geared to the driving axles. General Electric/Ingersoll-Rand "Oil-Electric" Locomotive Roster BTW, the EMD FT's developed 1350 HP per unit. In 1939 GM advertised "5400 Non-Polluting Horse Power to pull your Trains!" Oh well, New York City thought the gasoline powered automobile was sent from Heaven, because it would replace getting rid of 3,000,000 (Million) Pounds of horse manure EVERY DAY!!!! [ April 09, 2006, 09:21 PM: Message edited by: Hytec ]
True first generation switchers were 600-1000hp range. Road power ranged from about 1300hp, to 1750. Which was boosted simply by running multiple units. Boxcab E50
Yep, Figured that out on the way home....(It is the mid shift dont ya know((G))) so did the early ones mount one prime mover, or two? My gen sets look like they could have been prime movers if there were two to a Loco. Gunns
All E units had two prime movers. They started at 1000 HP each, and increased with succeeding generations. I think each E-9 prime mover was 1500 HP, though it may have been 1750 HP. All F units had only one prime mover. The FT prime mover was 1350 HP. I can't remember if the F-9 was 1750 HP or 2000 HP.
I'm pretty sure the E-9 was a 2400hp unit with two 1200hp prime movers. E-3, 5, 7 & 8 were all 2000hp Improvements in electronics were the significant differences with the E-8 being the first with dynamic braking option. SP forced that design change on EMD by ordering dozens of PAs which did have them. F-9 was 1750. F3, F5, F7 all had 1500hp The Alco line only had one prime mover in the FA & PA series but two in the DL103 - DL109s.
I believe Baldwin's DR-12-8-3000 "Centipede" was the highest-horsepower diesel in North America if not the world at the time, with two 1500-hp prime movers. The highest-horsepower prime mover in a pre-1958 engine was the 2400-hp engine in an FM H-24-66 Trainmaster.
FM needed only one prime mover in their locomotives because they used opposed piston(OP) diesels. Each OP cylinder had two pistons that moved in opposite directions, with the "fire" in the middle of the cylinder between the pistons. The OP engine had two crankshafts, one at the bottom of the block and the other at the top, geared to a single driveshaft. OP engines are lighter and more efficient than single crank diesels, but more difficult to maintain. FM 38D8 OP Diesel FM OP Diesel for Southern FM TrainMaster
Thanks all, looks like my diesels are a bit light they are 785 HP @ 900 RPM, but they fit the time period as the center I work in was designed in the 50s and built in 62. I'll put a photo up as soon as I can find it (Grin) Gunns
Which was their downfall. Even minor work was major. As accessing the lower half was a huge pain in the posterior. Boxcab E50
Ken, that's true about the OP's maintenance process. Most maintenance personnel didn't understand OP technology because it was so different from single-crank engines. The Exotic Railfan has a nice discussion about FM's experiences in the locomotive market. However, what I found interesting from researching the FM website is that their Model 38 OP Engine is still an active product in many applications, including locomotives. The OP's primary markets are shipboard electric gensets and pumping stations where continuous reliable running is required. [ April 13, 2006, 07:01 AM: Message edited by: Hytec ]
