The EMD E6 was a 2,000-horsepower (1,500 kW), A1A-A1A, streamlined passenger train locomotive manufactured by Electro-Motive Corporation, and its corporate successor, General Motors Electro-Motive Division, of La Grange, Illinois. The cab version, E6A, was manufactured from November 1939 to September 1942; 91 were produced. The booster version, E6B, was manufactured from April 1940 to February 1942; 26 were produced. The 2,000-horsepower (1,500 kW) was achieved by putting two 1,000-horsepower (750 kW), 12-cylinder, model 567 engines in the engine compartment. Each engine drove its own electrical generator to power the traction motors. The E6 was the seventh model in a long line of passenger diesels of similar design known as EMD E-units.
The EMD GP30 is a 2,250 hp (1,680 kW) four-axle diesel-electric locomotive built by General Motors Electro-Motive Division of La Grange, Illinois between July 1961 and November 1963. A total of 948 units were built for railroads in the United States and Canada, including 40 cabless B units for the Union Pacific Railroad.
The EMD F7 is a model of 1,500-horsepower (1,100 kW) diesel-electric locomotive produced between February 1949 and December 1953 by the Electro-Motive Division of General Motors (EMD) and General Motors Diesel (GMD).
The EMD SD40-2 is a 3,000-horsepower (2,200 kW) C-C diesel-electric locomotive built by EMD from 1972 to 1989.
The EMD SD24 was a 2,400 hp (1,800 kW) six-axle (C-C) diesel-electric locomotive built by General Motors' Electro-Motive Division of La Grange, Illinois between July 1958 and March 1963. A total of 224 units were built for customers in the United States, comprising 179 regular, cab-equipped locomotives and 45 cabless B units. The latter were built solely for the Union Pacific Railroad.
The EMD 645 is a family of diesel engines that was designed and manufactured by the Electro-Motive Division of General Motors. 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 EMD SW900 is a diesel switcher locomotive built by General Motors Electro-Motive Division and General Motors Diesel (GMD) between December 1953 and March 1969. Power was provided by an EMD 567C 8-cylinder engine that generated 900 horsepower (670 kW). Built concurrently with the SW1200, the eight-cylinder units had a single exhaust stack. The last two SW900s built by GMD for British Columbia Hydro were built with 8 cylinder 645E engines rated at 1,000 horsepower (750 kW).
The EMD GP38 is a four-axle diesel-electric locomotive built by General Motors Electro-Motive Division between January 1966 and December 1971. The locomotive's prime mover was an EMD 645 16-cylinder engine that generated 2,000 horsepower (1.49 MW). The company built 706 GP38s for North American railroads.
The EMD GP38-2 is an American four-axle diesel-electric locomotive built by General Motors, Electro-Motive Division. Part of the EMD Dash 2 line, the GP38-2 was an upgraded version of the earlier GP38. Power is provided by an EMD 645E 16-cylinder engine, which generates 2,000 horsepower.
The EMD GP39 is a 4-axle diesel-electric locomotive built by General Motors Electro-Motive Division between June 1969 and July 1970. The GP39 was a derivative of the GP38 equipped with a turbocharged EMD 645E3 12-cylinder engine which generated 2,300 hp (1.72 MW).
An EMD GP20 is a 4-axle diesel-electric locomotive built by General Motors' Electro-Motive Division between November 1959 and April 1962. Power was provided by an EMD 16-567D2 16-cylinder turbocharged engine which generated 2,000 horsepower (1,500 kW). EMD was initially hesitant to turbocharge their 567-series diesel engine, but was spurred on to do so following successful tests made by Union Pacific in the form of UP's experimental Omaha GP20 units. 260 examples of EMD's production locomotive model were built for American railroads.
The EMD GP35 is a 4-axle diesel-electric locomotive built by General Motors Electro-Motive Division between July 1963 and December 1965 and by General Motors Diesel between May 1964 and January 1966. 1251 examples were built for American railroads, 26 were built for Canadian railroads and 57 were built for Mexican railroads. Power was provided by a turbocharged EMD 567D3A 16-cylinder engine which generated 2,500 horsepower (1,860 kW).
The EMD GP40 is a 4-axle diesel-electric locomotive built by General Motors' Electro-Motive Division between November 1965 and December 1971. It has an EMD 645E3 16-cylinder engine generating 3,000 hp (2,240 kW).
The EMD GP40-2 is a 4-axle diesel-electric locomotive built by General Motors Electro-Motive Division as part of its Dash 2 line between April 1972 and December 1986. The locomotive's power is provided by an EMD 645E3 16-cylinder engine which generates 3,000 horsepower (2.24 MW).
The EMD SD40 is an American 6-axle diesel-electric locomotive built by General Motors Electro-Motive Division between January 1966 and August 1972. 1,268 locomotives were built between 1966 and 1972. In 1972, an improved version with new electronics was developed and marketed as a new locomotive, the SD40-2.
The EMD GP15 is a 4-axle diesel-electric locomotive built by General Motors Electro-Motive Division between June 1976 and April 1983. Intended to provide an alternative to the rebuilding programs that many railroads were applying to their early road switchers, it is generally employed as a yard switcher or light road switcher. There were 3 variants made: the GP15-1, the GP15T, and the GP15AC. The GP15-1 and GP15AC are powered by a 12-cylinder EMD 645E engine, which generates 1,500 hp (1,119 kW). The GP15T differs in that it uses a turbo charged 8-cylinder instead of the roots blown 12-cylinder to generate the same horsepower. The GP15AC differs from the others as it uses an AC alternator connected to the engine instead of a DC generator to drive the traction motors. The radiator section is similar to those found on the EMD SD40T-2 and EMD SD45T-2 "tunnel motors," leading some observers to incorrectly identify the units as such or as GP15Ts, and giving them the nickname "baby tunnel motors". A number of GP15-1s remain in service today for yard work and light road duty.
The ALCO RS-2 is a 1,500–1,600 horsepower (1,100–1,200 kW) B-B diesel-electric locomotive built by the American Locomotive Company (ALCO) from 1946 to 1950. ALCO introduced the model after World War II as an improvement on the ALCO RS-1. Between 1946 and 1950, 377 examples of the RS-2 were built, primarily for American and Canadian customers.
The passenger locomotives derivatives of the General Motors EMD GP40 diesel-electric locomotive have been, and continue to be, used by multiple passenger railroads in North America. For passenger service, the locomotives required extra components for providing steam or head-end power (HEP) for heating, lighting and electricity in passenger cars. Most of these passenger locomotives were rebuilt from older freight locomotives, while some were built as brand new models.
The Krauss-Maffei ML 4000 is a road switcher diesel-hydraulic locomotive, built between 1961 and 1969 by German manufacturer Krauss-Maffei in Munich, Germany. It generated 3,540 horsepower (2,640 kW) from two Maybach V16 engines. 37 examples were built for two North American railroads and one South American railroad.
The EMD SD32ECO is a 3,150 hp (2,350 kW) C-C diesel-electric locomotive rebuilt by Electro-Motive Diesel. It is primarily the application of a conversion kit to an existing EMD SD60-type locomotive. This involves replacing the existing 710G3A V16 prime mover with an EPA Tier-II-compliant 710G3B-T2 turbocharged V12 engine, with electronic fuel injection. Many of the donor SD60's major components and subsystems are recycled, and are recertified as equal to new. However, the locomotive's control system is all new.
