EMD 1010
| EMD 265H | |
|---|---|
| Overview | |
| Manufacturer | Electro-Motive Diesel |
| Also called | H-Engine |
| Combustion chamber | |
| Configuration | V12 and V16 |
| Displacement | 1,010 cubic inches (16,600 cm3) per cylinder |
| Cylinder bore | 265 millimetres (10.4 in) |
| Piston stroke | 300 millimetres (12 in) |
| Cylinder block alloy | Iron |
| Cylinder head alloy | Iron |
| Valvetrain | 4 Valves per cylinder |
| Compression ratio | 15.3:1 |
| Combustion | |
| Turbocharger | two low-inertia turbochargers |
| Fuel system | Pumpe-düse or unit injector actuated by engine camshaft |
| Management | Electronic |
| Fuel type | Diesel |
| Oil system | Wet sump |
| Cooling system | Liquid-cooled |
| Output | |
| Power output | up to 4.7 MW (6,300 hp) |
| Chronology | |
| Predecessor | EMD 710 |
| Successor | EMD 1010 |
| EMD 1010J | |
|---|---|
| Overview | |
| Manufacturer | Electro-Motive Diesel |
| Also called | J-Engine |
| Combustion chamber | |
| Configuration | V12 |
| Displacement | 1,010 cubic inches (16,600 cm3) per cylinder |
| Cylinder bore | 265 millimetres (10.4 in) |
| Piston stroke | 300 millimetres (12 in) |
| Cylinder block alloy | Iron |
| Cylinder head alloy | Iron |
| Valvetrain | 4 Valves per cylinder |
| Compression ratio | 15.3:1 |
| Combustion | |
| Turbocharger | two-stage turbocharging with one high pressure turbocharger for low-mid RPM and two low pressure turbochargers for mid-high RPM |
| Fuel system | Common Rail |
| Management | Electronic |
| Fuel type | Diesel |
| Oil system | Wet sump |
| Cooling system | Liquid-cooled |
| Output | |
| Power output | up to 3.43 MW (4,600 hp) |
| Chronology | |
| Predecessor | EMD 265H |
| Successor | Caterpillar C280 |
| Exhaust | |
| Emissions target standard | EPA IV or EU Non-road IV |
| Emissions control technology | Exhaust gas recirculation |
The EMD 1010 or EMD 265 is a line of four-stroke diesel engines manufactured by Electro-Motive Diesel. The precursor to the 1010 was introduced c. 1998 as the 265H or H-Engine, The H-engine was initially designed for use as a 6300 hp 16 cylinder engine in the EMD SD90MAC; however, the early engines were found to be unreliable, and unsuccessful in the market, with the proven EMD 710 2-stroke design being preferred. The EMD four-stroke engine was resurrected in 2015 to meet EPA Tier 4 emissions regulations.
Development of the H-engine was announced in 1994 as a railway locomotive specific engine - the design was influenced by the transition to AC traction motors, which had increased adhesion and tractive effort characteristics, allowing an increase in usable power to be usefully converted traction - thus the new design was to have 6,000 horsepower (4,500 kW) available for traction - a 6000 hp locomotive design would allow two to one replacement of the very common 3000 hp SD40-2 locomotives.
Instead of a development of its two stroke design EMD chose to develop a new four stroke engine, with potential for reduced emissions being one factor in favor of the change of design. EMD had investigated the potential of four-stroke designs in 1984, building two prototype 4,500 horsepower (3,400 kW) 16 cylinder "854H" engines.
The new engine was designed using modern techniques, including 3D modelling, finite element analysis, computational fluid dynamics, and other simulations, as well as using real world fatigue and other testing. The initial locomotive designed to use the H-engine was the SD90MAC. The crankcase design switched to Ductile cast iron from welded steel (in the 2 stroke series); like the 2 stroke designs the new engine incorporated unitised power assemblies, whilst the V connecting rods switched from fork and blade to side by side; Electronic Fuel Injection replaced mechanical fuel injection. Each engine incorporated two turbochargers—one per cylinder bank. Eight engines were produced and tested at the Transportation Technology Centre of the Association of American Railroads in Pueblo, Colorado.
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