would eliminate the com-
pushed its horsepower ceiling to 2,750-hp in December 1963 with the Century 628 model, and to 3,000 in July 1965 with the Cen- tury 630. Electro-Motive anticipated these moves by as early as 1962, which resulted in another prod- uct development program, this time to introduce a new series of prime movers with greatly in- creased horsepower capability. The 645-series two-stroke cycle diesel engine retained many of the physical dimensions of its 567 predecessor, allowing a high de- gree of parts interchangeability. However, EMD increased the cyl- inder bore from 8-1/2 to 9-1/16 inches while retaining a 10-inch stroke. The designers achieved this by making the cylinder liner water jackets thinner while du- plicating the exterior dimensions of the 567 power assembly. As a result, the 645 power assemblies could be used as replacements in a 567 engine, provided that the balance provided by the camshaft counterweights was properly modified.
Development of the 645 en- gines was done in test cells at the Engineering Building and in the production bays at EMD Plant One in La Grange, Illinois. EMD also evaluated the long-term en- durance of engine parts at the die-
SEPTEMBER 2015 71
sel generating plant engines on the factory site. The original installa- tion of 567 generating units was initially updated to 645 engines then subsequently replaced with EMD MP45 series housed gener- ating units when that product line went into production. However, the increased-horse- power 645 engine was only a part of the challenge facing Electro- Motive. The company had also reached the practical limits of the D32 direct current (DC) main generator. As a result, the engine development program was ac- companied by a parallel program to design and produce a suitably capable alternating current (AC) traction alternator with recti- fied DC output. The AC alterna- tor, which generated power in the stationary portion of the machine rather than the rotating portion,
mutator and brushes of the DC generator while also withstanding higher operating voltages and re- ducing vulnerability to damaging flashovers.
The need existed for practi- cal testing of the new engines, as well as the AC traction alternator transmission system under field conditions, including operation in tunnels and at high altitudes. This dictated the requirement for the use of demonstrator/test- bed locomotives that could be ob- served and evaluated on custom- er properties while also providing platforms for parts improvement and endurance testing. The first of these locomotives to provide a test application of the new trans- mission system was EMD Engi- neering Department’s F9 number 462, which began evaluating elec- trical components in 1962–1963. To take the new engine and transmission systems to the cus-
Tilt Test This 645 was undergo- ing testi ng to ensure that the engine would perform as specifi ed. The lett er above clearly states what this expen- sive test stand was all about. — EMD photo, author’s collecti on
434 The fi rst producti on 645-engine testbed was the 434. It appeared in 1964 and is seen here at CB&Q’s CIcero Yard on March 1, 1966. The unit was built on an SD35 frame but used the 16- 645E3 prime-mover with the AR10 tracti on alter- nator. Three 48-inch fans cooled the new design. This locomoti ve eventu- ally went to GM&O. — Owen Leander photo, Louis A. Marre collecti on
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