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EMD 645
The EMD 645 family of diesel engines was designed and
manufactured by the Electro-Motive Division of General Motors.
EMD 645
While the 645 series was intended primarily for locomotive, marine
and stationary engine use, one 16-cylinder version powered the 33-19
"Titan" prototype haul truck designed by GM's Terex division.

The 645 series was an evolution of the earlier 567 series and a
precursor to the later 710 series. First introduced in 1965, the EMD
645 series remained in production on a by-request basis long after it
was replaced by the 710, and most 645 service parts are still in
production. The EMD 645 engine series is currently supported by
Electro-Motive Diesel, Inc., which purchased the assets of the Electro-
Motive Division from General Motors in 2005.

In 1951, E. W. Kettering wrote a paper for the ASME entitled, History An EMD 12-645E3 turbocharged engine,
and Development of the 567 Series General Motors Locomotive installed in an Iarnród Eireann 071 class
Engine,[1] which goes into great detail about the technical obstacles locomotive
that were encountered during the development of the 567 engine. Overview
These same considerations apply to the 645 and 710, as these engines Manufacturer Electro-Motive Division of
were a logical extension of the 567C, by applying a cylinder bore General Motors
increase, 645, and a cylinder bore increase and a stroke increase, 710,
Also called E-Engine and F-Engine
to achieve a greater power output, without changing the external size
of the engines, or their weight, thereby achieving significant Production 1965–1983; limited runs
improvements in horsepower per unit volume and horsepower per through the 1990s
unit weight. Layout
Configuration 45° Vee in V6, V8, V12,
V16, or V20
Contents Displacement 5,160 to 12,900 cu in
(84.6 to 211.4 L)
History
645 cu in (10.6 L) per
Specifications (many are common to 567 and 710 engines)
cylinder
Versions
Cylinder bore 91⁄16 in (230 mm)
Stationary/marine versions
Piston stroke 10 in (250 mm)
See also
References Cylinder flat, formed and rolled
External links
block alloy structural steel members,
and steel forgings,
integrated into a weldment
History Cylinder cast iron, one per cylinder
head alloy
Valvetrain Intake ports in each cylinder
liner, 4 exhaust valves in
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The 645 series engines entered production in 1965. As the 567 series each cylinder head
had reached its limits in horsepower increases, a larger displacement Compression 14.5:1
was needed; this was accomplished by increasing the bore from 81⁄2 in ratio
(216 mm) on the 567 series to 91⁄16 in (230 mm) on the 645 series,
RPM range
while maintaining the same stroke and deck height. While the
crankcase was modified from the 567 series, 567C and later engines Idle 200
(or 567 engines which have been modified to 567C specifications, Redline 950
sometimes referred to as 567AC or 567BC engines) can accept 645 Combustion
series service parts, such as power assemblies. Conversely, the 567E
Supercharger One or two Roots-type
engine employs a 645E series block with 567 series power assemblies.
blower
All 645 engines utilize either a Roots blower or a turbocharger for Turbocharger Single, clutch driven
cylinder scavenging. The turbocharger (a combination turbo- Fuel system Unit Injector
compressor system) follows EMD's innovative design that uses a gear
Management Mechanical (Woodward
train and over-running clutch to drive the compressor rotor during
governor)
low engine speed, when exhaust gas temperature (and,
correspondingly, heat energy) alone is insufficient to drive the Fuel type Diesel
turbine. At higher engine speeds, increased exhaust gas temperature Oil system Forced lubrication system,
is sufficient to drive the turbine and the clutch disengages, turning the Wet sump
turbo-compressor system into a true turbocharger. The turbo- Cooling Liquid cooled
compressor can revert to compressor mode momentarily during system
demands for large increases in engine output power. While more
Output
expensive to maintain than Roots blowers, the turbocharger
significantly reduces fuel consumption and emissions, while Power output 750 to 4,200 hp
improving high-altitude performance. Additionally, EMD's turbo- (560 to 3,130 kW)
compressor can provide a 50 percent increase in maximum rated Chronology
horsepower over Roots-blown engines for the same engine Predecessor EMD 567
displacement (2,000 hp or 1,500 kW for the Roots-blown 16-645, and
Successor EMD 710
3,000 hp or 2,200 kW for the turbocharged 16-645, and similar
increases for 12- and 8-cylinder 645s).

Horsepower for naturally aspirated engines (including Roots-blown two-stroke engines) is usually derated 2.5 percent per
1,000 feet (300 m) above mean sea level, a tremendous penalty at the 10,000 feet (3,000 m) or greater elevations which
several Western U.S. and Canada railroads operate, and this can amount to a 25 percent power loss. Turbocharging
effectively eliminates this derating.

The 645 series has a maximum engine speed of between 900 and 950 revolutions per minute (rpm), an increase over the
800 to 900 rpm maximum speed for the 567 series. An engine speed of 900 rpm was essential for 60 Hz stationary power
generator applications and certain passenger locomotives equipped with 60 Hz, 480-volt three-phase "head-end power"
systems. When used solely for traction purposes, the engine speed varies depending on the throttle position. The 950 rpm
maximum speed of the 645F engine proved to be too high, thereby compromising its reliability, and the replacement
engine, the 710G, reverted to 900 rpm maximum speed.

EMD built an SD40 demonstrator (number 434) in July 1964 to field test the 16-645E3 engine, followed by another eight
SD40 demonstrators (numbers 434A through 434H) and a GP40 demonstrator (number 433A) in 1965. In December
1965 and January 1966, EMD built three SD45 demonstrators (numbers 4351 through 4353) to field test the 20-645E3
engine.

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When the 645 engine entered production in 1965, a large series of new locomotive models was introduced. The
turbocharged version was used in EMD's 40 Series (GP40, SD40 and SD45) in 3,000 horsepower (2,200 kW), sixteen-
cylinder form and in 3,600 horsepower (2,700 kW), twenty-cylinder form. EMD also introduced the Roots-blown 38
Series (GP38, SD38) and turbocharged, twelve-cylinder 39 Series (GP39, SD39). All of these locomotive models
extensively share common components and subsystems, thereby significantly reducing cost and increasing
interchangeability. The GP38-2 and SD40-2 became the most popular models of the series and among the most popular
locomotive models ever built.[2]

Starting with the introduction of the 645 series engines, EMD's model naming convention generally increased model
designs by ten (such as with the 40, 50, 60 and 70 series). The number was reduced by one for twelve-cylinder versions
(such as the 39, 49 and 59 series); reduced by two for Roots-blown versions (for the 38 series); and increased by five for
higher-horsepower versions (such as the 45 and 75 series).

Unlike the 645 series, the 710 series does not offer a Roots-blown model, but nothing in the basic design of that engine
prevents such an offering, although a pair of Roots blowers which would be required for a Roots-blown 710 series likely
would be too large (too long) to fit in the available carbody space, and making a special carbody just for the very few likely
to be ordered would be economically unsound.

Specifications (many are common to 567 and 710 engines)

All 645 engines are two-stroke 45-degree V-engines. Each cylinder is of 645 cubic inches (10.57 L) displacement, hence the
name; with a bore of 91⁄16 inches (230 mm), a stroke of 10 inches (254 mm) and a compression ratio of 14.5:1. The engine
is a uniflow design with four poppet-type exhaust valves in the cylinder head and charge air scavenging ports within the
sides of the cylinders. All engines use a single overhead camshaft per bank, with exhaust valves operated by two cam lobes
(each of which operates two exhaust valves through a "bridge") and one cam lobe to operate the Unit injector[3] which is in
the center of the four exhaust valves. Rocker arms are roller-equipped to eliminate friction while hydraulic valve actuators
are used to eliminate valve lash. Post-1995 710 engines employ Electronic Unit injectors, however these injectors still
utilize a camshaft-actuated piston pump, as on non-EFI injectors.

Cylinders in each V-pair are directly opposite each other, and since all rods are always in compression, the connecting rods
use a simple system of "fork" rods on one bank of cylinders and "blade" rods on the other (with the same stroke on both
banks). As all rods are alternately in compression or tension throughout all four engine cycles, competitor General Electric
in its 7FDL engine series uses the more complex "articulated" connecting rods (with a slightly longer stroke on the bank
with articulated rods).[4] The engines are provided with either a single or twin Roots blower, or a single mechanically-
assisted turbocharger, depending on required power output.

For maintenance, a power assembly, consisting of a cylinder head, cylinder liner, piston, piston carrier and piston rod can
be individually replaced relatively easily and quickly. The engine block is made from flat, formed and rolled structural steel
members and steel forgings welded into a single structure (a "weldment"), so it can easily be repaired using conventional
shop tools.

Orientation: The "front" of the engine (the engine governor and fluid pump end) is actually at the rear end of the
locomotive, immediately adjacent to the locomotive's coolant supply and cooling system; the "rear" of the engine (the
induction system and traction generator or alternator end) is at the front end of the locomotive, immediately adjacent
to the locomotive's electrical cabinet.
Rotation: Engine rotation is in the conventional clockwise direction, as viewed from the "front" of the engine, but is in a
counterclockwise direction, as viewed from the front of the locomotive. Marine and stationary installations are
available with either a left or a right-hand rotating engine.
Firing order

Eight cylinder: 1, 5, 3, 7, 4, 8, 2, 6[5]

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Twelve cylinder: 1, 12, 7, 4, 3, 10, 9, 5, 2, 11, 8, 6[6]

Sixteen cylinder: 1, 8, 9, 16, 3, 6, 11, 14, 4, 5, 12, 13, 2, 7, 10, 15[7]
Twenty cylinder: 1, 19, 8, 11, 5, 18, 7, 15, 2, 17, 10, 12, 3, 20, 6, 13, 4, 16,
9, 14[8]
Exhaust valves: Four per cylinder
Main bearings

Eight cylinder: 5 (one-piece crankshaft)

Twelve cylinder: 7 (one-piece crankshaft)
Sixteen cylinder: 10 (two-piece crankshaft, pinned and bolted in the
middle)
Twenty cylinder: 12 (two-piece crankshaft, pinned and bolted in the
middle)
Fuel injection: Unit injector; Electronic unit injector in post-1995 engines
Engine starting

AC traction generator: Dual electric starting motors, parallel-connected 64

volt starters in early applications, series-connected 32 volt starters in late
applications
DC traction generator: Generator series field
AC power generator: Dual pneumatic starters in most stationary engine
applications
Engine Control

Woodward PGE locomotive governor, or equivalent, in non-EFI-equipped

engines; EMD engine control unit in EFI-equipped engines
16-645 engine arrangement and
Weight (E3B turbocharged models)
firing order. 8-, 12-, and 20-645
Eight cylinder: 22,050 pounds (10.0 tonnes) have similar arrangements, with
Twelve cylinder: 28,306 pounds (12.8 tonnes) the right bank being numbered
Sixteen cylinder: 36,425 pounds (16.5 tonnes) sequentially before the left bank,
Twenty cylinder: 43,091 pounds (19.5 tonnes) so a 20-645 would have
cylinders #1–10 in the right bank
and #11–20 in the left bank. The
Versions front of the engine is at the rear
of the locomotive; the rear of the
engine is at the front of the
locomotive.

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Rated Power Power

ID Cylinders Induction Introduced Applications
RPM (hp) (MW)
8- EMD G18AR, New
8 Blower (1) 900 1100 0.8
645C[9] Zealand DBR class

Victorian Railways Y
6-645E 6 Blower (1) 900 750 0.6 1967
class (G6B)
SW1000, SW1001,
V/Line P class,
Victorian Railways T
8-645E 8 Blower (1) 900 1000 0.75 1966
class (3rd series) / H
class, CIE 201 Class
(rebuilt)

EMD MP15DC,[10] GM
G22 Series, CIE 001
12- Class (rebuilt),
12 Blower (2) 900 1500 1.1 1968
645E Commonwealth
Railways NJ class, M/V
Liberty Star
GP38, GP38-2, SD38,
SD38-2, NSWGR 422
16- Class, Victorian
16 Blower (2) 900 2000 1.5 1966
645E Railways X class (2nd
& 3rd series), EMD
G26
8-
8 Turbocharger 900 1650 1.2 GP15T, MP15T
645E3
12- EMD G22AR, New
12 Blower (2) 900 1650 1.2
645C Zealand DC class
GP39, GP39-2, SD39,
12-
12 Turbocharger 950 2300 1.7 1968 CIE 071, EMD GT22,
645E3
British Rail Class 57
GP40, GP40-2,
GP40P, GP40P-2,
GP40TC, SD40,
SD40A, SD40-2,
SD40T-2, SDP40,
SDP40F, F40PH,
16- Commonwealth
16 Turbocharger 950 3000 2.2 1965
645E3 Railways CL class
(Original), Australian
National AL class
(Original), WAGR L
Class, VR C Class,
GT26CW, DSB Class
MZ (series I–II)[11]
SD45, SD45-2, F45,
20- FP45, EMD DDM45,
20 Turbocharger 950 3600 2.7 1965
645E3 DSB Class MZ (series
III–IV)[11]
16- DDA40X (dual engine),
16 Turbocharger 950 3300 2.5 1969
645E3A RENFE Class 333
20-
20 Turbocharger 950 4200 3.1 1970 SD45X
645E3A

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Rated Power Power

ID Cylinders Induction Introduced Applications
RPM (hp) (MW)
8- 1514-
8 Turbocharger 904 1.1-1.2 Proposed
645E3B 1666
JT22CW, V/Line A
12- 2380-
12 Turbocharger 904 1.8-1.9 class, V/Line N class
645E3B 2570
(2nd series),
F40C, New South
Wales 81 class
locomotive, Australian
16- 3195- National BL Class,
16 Turbocharger 904 2.4-2.5
645E3B 3390 V/Line G class
(original), NSB Di 4,
DSB Class ME,[11]
M62M Rail Polska
20- 3765-
20 Turbocharger 904 2.8-3.0 SD45T-2
645E3B 3960
V/Line N class (1st
series), New Zealand
12-
12 Turbocharger 900 2510 1.8 DFT class,
645E3C
Queensland Railways
2300 class
British Rail Class 59,
Pacific National XRB
class, Freight Australia
XR class, VL class
(Australia),
16- Commonwealth
16 Turbocharger 950 3300 2.5
645E3C Railways CL class
(rebuilt versions),
Australian National
ALF class, TCDD
DE33000, F40PH-2,
Henschel DE3300

16- Terex 33-19 "Titan"

16 Turbocharger 900 3300 2.46 1973
645E4 haul truck[12]
16- GP40X, GP50, SD40X,
16 Turbocharger 950 3500 2.6 1977
645F SD50
12- GP49, British Rail
12 Turbocharger 954 2800 2.1
645F3B Class 57
EMD FT36HCW-2-
Korail 7000 Series;
16- MPI MPXpress
16 Turbocharger 904 3600 2.7
645F3B MP36PH-3S and -3C,
CFCLA RL class,
V/Line G class (rebuilt)

Stationary/marine versions
Like most EMD engines, the 645 is also sold for stationary and marine applications.

Stationary and marine installations are available with either a left or right-hand rotating engine.

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Marine engines differ from railroad and stationary engines mainly in the shape and depth of the engine's oil sump, which
has been altered to accommodate the rolling and pitching motions encountered in marine applications.

Engine Speed

Full . . 900 RPM for 60 Hz power generation; 750 RPM for 50 Hz power generation; variable up to 900 RPM for
marine applications
Idle . . 350 RPM
Compression Ratio . . 16:1
Brake Horsepower (ABS Rating)

Model 645E6 Engines - 900 RPM

8-cylinder . . . .1050
12-cylinder . . . 1500
16-cylinder . . . 1950
Model 645E7C/F7B Engines - 800 RPM / 900 RPM

8-cylinder . . . . ---- / 1525

12-cylinder . . . .2305 / 2550
16-cylinder . . . .3070 / 3400
20-cylinder . . . .3600 / 4000

See also
EMD 567
EMD 710
EMD 1010

References
1. Kettering, E.W. (29 November 1951). History and Development of the 567 Series General Motors Locomotive Engine
(http://utahrails.net/pdf/EMD_567_History_and_Development_1951.pdf) (PDF). ASME 1951 Annual Meeting. Atlantic
City, New Jersey: Electro-Motive Division, General Motors Corporation. Retrieved 6 January 2015.
2. Foster, Gerald (1996). A Field Guide to Trains. Boston, New York: Houghton Mifflin Company.
3. U.S. Patent 1,981,913
4. Service power assemblies are available from EMD, and from competitors, as "Fork", P/N 40118490, "Blade", P/N
40118491, and "Partial" (neither "Fork" nor "Blade"), P/N 40173918.
5. Even firing: an ignition event every 45 degrees of crankshaft rotation; directly opposite pairs of cylinders, (1, 5), (2, 6),
etcetera, always fire 45 degrees apart, which is a multiple (1) of 45 degrees; [ 0, +45, +45, ... ].
6. Uneven firing: an ignition event approximately every 30 degrees of crankshaft rotation; these uneven ignition events
are often measurably shorter or longer than 30 degrees, the average over all ignition events; directly opposite pairs of
cylinders, (1, 7), (2, 8), etcetera, always fire 45 degrees apart, however; [ 0, +30-11, +30-4, +30+19, +30-4, ... ].
7. Even firing: an ignition event every 22.5 degrees of crankshaft rotation; directly opposite pairs of cylinders, (1, 9), (2,
10), etcetera, always fire 45 degrees apart, which is a multiple (2) of 22.5 degrees; [ 0, +22.5, +22.5, ... ].
8. Uneven firing: an ignition event approximately every 18 degrees of crankshaft rotation; these uneven ignition events
are often measurably shorter or longer than 18 degrees, the average over all ignition events; directly opposite pairs of
cylinders, (1,11), (2,12), etcetera, always fire 45 degrees apart, however; [ 0, +18-9, +18+9, ... ].

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9. 8-645C engines were 8-567C engines which were updated with 645 "power assemblies"; normally a 645 engine
employs an E or F block and their designation is 645E or 645F; the 567 engine has a significantly different oil sump
and frame mounting than the later 645 or 710 engine, hence a "645C" engine is a hybrid, possibly rated as a 645
engine, but physically more like an earlier 567 engine
10. http://www.gatx.com/wps/wcm/connect/GATX/GATX_SITE/Home/Rail/Rail+North+America/Products/Equipment+Types/
11. Christensen, Peter; John Poulsen (1999). Motor Materiel 5: Med motor fra GM (in Danish). bane bøger. p. 100.
ISBN 87-88632-79-2.
12. "Terex 33-19 Hauler Form No. GMD 1946" (https://www.webcitation.org/6DtUGMiV1?url=http://pdfcast.org/pdf/terex-3
3-19-titan-brochure-gmd-1946). Canada: Terex Division of General Motors Corporation. December 1974. p. 1.
Archived from the original (http://pdfcast.org/pdf/terex-33-19-titan-brochure-gmd-1946) (PDF) on 2013-01-23.
Retrieved 2010-08-30. "Gross HP @ 900 RPM ... 3300"

External links
Houk, Randy (14 December 2012). "The History of EMD Diesel Engines" (https://web.archive.org/web/201407221944
52/http://www.sdrm.org/roster/diesel/emd/history/). Pacific Southwest Railway Museum. Archived from the original (htt
p://www.sdrm.org/roster/diesel/emd/history/) on 22 July 2014. Retrieved 5 January 2015.
Cook, Preston (April 2010). "The Electro-Motive 645 Diesel Engine" (http://www.epowerrail.com/wp-content/uploads/2
014/11/EMD645FINAL.pdf) (PDF). Railfan & Railroad: 40–47. ISSN 0163-7266 (https://www.worldcat.org/issn/0163-7
266). Retrieved 15 June 2016.
Cook, Preston (2007). "History of the EMD 645 and 710" (http://www.tugboatenthusiastsociety.org/pages/tugmach-die
sel-modern-emd.htm). Tugboat Enthusiasts Society of the Americas. Retrieved 15 June 2016.
"EMD's Model 645" (http://www.american-rails.com/645.html). American-Rails.com. 2007–2016. Retrieved 15 June
2016.
Electro-Motive Division (March 1979). "EMD 645E Engine Maintenance Manual" (http://www.rr-fallenflags.org/manual/
emd645e.html). fallenflags. Retrieved 15 June 2016.

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