EMD 567C
| EMD 567 | |
|---|---|
An EMD 16-567B on display at the North Carolina Transportation Museum. Shown in the foreground is an "exploded" Power Assembly, with the piston, piston carrier and piston rod (fork type) on the left, and the cylinder liner and cylinder head on the right.
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| Overview | |
| Manufacturer | Electro-Motive Division of General Motors |
| Also called | A-Engine, B-Engine, C-Engine, and D-Engine |
| Production | 1938–1966 |
| Combustion chamber | |
| Configuration | 45° Vee in V6, V8, V12, or V16 |
| Displacement | 3,405 to 9,080 cu in (55.8 to 148.8 L) 567.5 cu in (9.3 L) per cylinder |
| Cylinder bore | 8 1⁄2 in (216 mm) |
| Piston stroke | 10 in (250 mm) |
| Valvetrain | Overhead camshaft, one per bank |
| Compression ratio |
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| RPM range | |
| Idle | 180 |
| Redline | 900 |
| Combustion | |
| Supercharger | One or two roots-type |
| Turbocharger | Single, clutch driven |
| Fuel system | Unit injector actuated by engine camshaft |
| Management | Woodward governor |
| Fuel type | Diesel |
| Oil system | Wet sump |
| Cooling system | Liquid cooled |
| Output | |
| Power output | 600 to 2,500 hp (450 to 1,860 kW) |
| Chronology | |
| Predecessor | Winton 201A |
| Successor | EMD 645 |
The EMD 567 is a line of large medium-speed diesel engines built by General Motors' Electro-Motive Division. This engine, which succeeded Winton's 201A, was used in EMD's locomotives from 1938 until its replacement in 1966 by the EMD 645. It has a bore of 8 1⁄2 in (216 mm), a stroke of 10 in (254 mm) and a displacement of 567 cu in (9.29 L) per cylinder. Like the 201A, the EMD 645 and the EMD 710, the EMD 567 is a two-stroke cycle engine. It is a V engine with an angle of 45° between cylinder banks (the 201A was 60° between cylinder banks; 45° later proved to be significant when EMD subsequently adapted the road switcher concept for most of its locomotives, and which required the narrower (albeit taller) engine which 45° provides). The 710, 645, and 567 are the only two-stroke engines commonly used today in locomotives. Eugene W. Kettering, son of Charles F. Kettering, joined Winton Engine in 1930. He moved to Detroit in 1936, and was a central figure in the development of the 567 and the Detroit Diesel 6-71. He moved to EMD in 1938, became Chief Engineer at EMD in 1948, then Division Director in 1956 and subsequently Research Assistant to the General Manager in 1958 until his retirement in 1960.
In 1951, E. W. Kettering wrote a paper for the ASME entitled, History and Development of the 567 Series General Motors Locomotive Engine, which goes into great detail about the technical obstacles that were encountered during the development of the 567 engine (these same considerations apply to the 645 and 710). The 567's designers started with a tabula rasa, systematically eliminating each of the 201A's many deficiencies which were preventing the earlier design from becoming successful in freight service, although the 201A was relatively successful in the less-demanding passenger and switching services. The 567 design had nothing in common with the 201A except the two-stroke cycle itself: each and every component of the 201A was replaced with a new design, even the "dipstick", to paraphrase one of Kettering's off-handed comments. The 567 proved to be exceptionally successful in passenger, switching, freight, marine and stationary services, and, counting its two successors, the 645 and 710, which are not materially different from the 567 (all have the same external dimensions, differing mainly in per cylinder displacement), collectively have given nearly 80 years of exceptionally reliable service to those applications. As but one example of the achievements of the tabula rasa design: whereas the Winton 201A was doing very well with a 50,000-to-100,000-mile (80,000 to 161,000 km) piston lifetime, the 567 immediately achieved a 400,000-to-500,000-mile (640,000 to 800,000 km) piston lifetime, and in at least one case, reached a 1,000,000-mile (1,600,000 km) piston lifetime, a 10:1 to 20:1 improvement.
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