EMD 645 Essential Diesel Engine Bolt Tightening Torques
EMD 645 Main Bearing Bolts
750 lb.ft, 1017 Nm
EMD 645 torque for Connecting Rod to Piston Pin
450 lb.ft, 610 Nm
EMD 645 torque for Cyl Head - Liner stud nuts
240 lb.ft, 325 Nm
EMD 645 torque for Cyl Head - Crab nuts
1800 lb.ft, 2440 Nm
EMD 645 Diesel Engine Specs
EMD 645 diesel engine Arrangement, displacement, bore and stroke
Arrangement v8 turbo 2-stroke engine v12 turbo 2-stroke engine v16 turbo 2-stroke engine v20 turbo 2-stroke engine Displacement v8-645 84.6 liter; 5,160 CID v12-645 126.8 liter; 7,740 CID v16-645 169.1 liter; 10,320 CID v20-645 211.4 liter; 12,900 CID Bore 9.0625 in, 230.2 mm Stroke 10.0 in, 254.0 mm
EMD 645 diesel engine Power and torque
Power v8-645 1650 hp, 1230 kW @ 900 rpm v12-645 2300 hp, 1715 kW @ 900 rpm v16-645 3000 hp, 2237 kW @ 900 rpm v20-645 3600 hp, 2685 kW @ 900 rpm Torque v8-645 9629 lb.ft, 13,056 Nm @ 900 rpm v12-645 13,421 lb.ft, 18,200 Nm @ 900 rpm v16-645 17,507 lb.ft, 23,739 Nm @ 900 rpm v20-645 21,008 lb.ft, 28,487 Nm @ 900 rpm
EMD 645 diesel engine Weight
approx v8-645 22,050 lb; 10,002 kg v12-645 28,306 lb; 12,839 kg v16-645 36,425 lb; 16,522 kg v20-645 43,091 lb; 19,545 kg
EMD 645 Airbox pressure problemEMD 20 cylinder engines arranged in a row, Click for EMD 645 manuals and specs
Unexpected technical problem causes big headache!
Why? The air box pressure was too low!What happened is that these engines originally operated at 900 rpm to produce electricity at 60 cycles. They were purchased collectively as an installation, and sold to generate power in South Africa where the national grid operates at 50 cycles. This meant that the engines had to now operate at 720 rpm and not 900 rpm. The necessary electrical changes were made, but on starting, the engines smoked excessively and would produce no power.
When we measured the air box pressure it was about 7 psi - no good! Far too low! We told the customer he had to upgrade his turbos, but he wanted proof before spending another cent. 220 million bucks is quite enough for a white elephant - Thank you!
Well now we proved it, with the help of huge hired compressors. We pumped air into those enormous air boxes and artificially increased the air box pressure to about 13 psi.
When the magic 13 psi happened - Hey Presto! Even those smaller turbos kicked in and normal power was produced and the engines ran normally with no excessive smoke.
When this happened the engines' own turbos sustained the power and maintained the air box pressure at 13 psi without assistance. Now the artificial source of air could be removed with no effect to the performance of the engine or change to the air box pressure.
In fact a type of 'terminal' air box pressure had been achieved, so that if you pumped air in or not it had no further effect on the air box pressure. That is, it neither rose when air was pumped in nor fell when the assisted air was removed.
However if the engine needed to be restarted the air boxes had to be primed again, and the air pressure had to rise to 13 psi, in order to get the turbos to kick in and produce power.
The net result was that the turbos were subsequently modified and the modified engines operated fine after the modification.