Loco 66542 cold start attempt 3...

[@formidable38]

As far as efficency, reliability, maintainability and downrite bullet proof designs go, this engine is about as 'proper' as it gets as far as locomotive primemovers are concerned. It pains me to say it being british, but EMD have it down to a fine art and have done for about the last 60 years with '567' and '645's' before these! I cant think of anything better right now.

[@jlo13800]

Yes true 4 joke strokes are throw away disposable junk!

[@scenicdepictionsofchicagolife]

Well I certainly hope you boys across the pond can still get them built new. The 710 has been dead in the water since 2015 here in the states (and what a tragedy that was for local manufacturing here in Chicagoland, since EMD literally built them right outside the city in La Grange, IL), save for some emissions credit locomotives, re-engines, and international maritime vessels. Supposedly there is a rail version that has an SCR after treatment system but I don't think it has been built into any new locomotive series and hasn't really sold at all since the introduction of the 1010J engine in the new SD70ACe-T4. That new engine is so quiet it's almost disturbing. Go have a look at some of the videos on it online. Sounds like a vacuum cleaner. I consider myself lucky to be able to still see and hear 710s and 645s in operation every day... Chicago is a railfans wet dream. We are the rail hub of North America, and I live down the street from not one, not two, but THREE Class I railways... Just in my corner of the city. It's always truly awe inspiring.

[@formidable38]

@@scenicdepictionsofchicagolife They're all done here now too. No new builds alowed to use them. They had some new 710's in reserve but theyre also used up. CAT engines have taken over new build diesel locomotives here.

[@bonkeydollocks1879]

If this isnt proof they put exhausts on licomotives simp i dont know what is, you see that big gap above the engine? Thats where the header goes, look to the left you can see the connection pipe 0:46 you see the exhaust 😅.. Choo choo!

[@bonkeydollocks1879]

0:46 thats the exhaust simp

[@kettle750]

Cold start after removal of exhaust manifold for gasket replacement.Thought it a good idea to flash it up and clear any debris from the ports.

[@ianh3007]

You know damn well you just wanted to hear what it sounded like without the muffler

[@deanlamberth0sbcglob]

The sound of a EMD is so impressive, especially when you have overhauled one and hear the HP on a new start. Nasty greasy work but the vibrations and sound is awesome

[@chompette_]

very surreal to hear a 66 sound like a traditional diesel locomotive without it's silencer!

[@francoisd6942]

Because there is no silencer on these locomotive diesel

[@erkinalp]

Silencer will cause 10% deratement. Meaning they use the engine normally rated for 2200hp at 2400hp thanks to omission of its silencer.

[@railfreightdrivergallagherGBRf]

300bhp power drop without the silencer

[@jlo13800]

@@railfreightdrivergallagherGBRf make and mount some big tuned 2 stroke pipes on her!

[@TheSilverShadow17]

​@@railfreightdrivergallagherGBRfOther way around. Silencers will lower the power output of a giant diesel engine because the airflow is restricted. As one of the other comments stated, that'll derate the engine below factory ratings

[@dontstealmacosx]

In the USA, some 645-powered SD40-2s are still going strong after 30 or more years of service and perhaps three complete overhauls. Service parts are still made for 645s. 567AC, 567BC, 567C and 567D engines may use 645 service parts as part of a "life extension" program, and EMD makes 645 "power assemblies" specifically for this purpose. Union Pacific, and others, have been converting pre-Dash 2 locomotives to Dash 2 standards, using operational and/or "dead line" locomotives as "donors".

[@nigelterry9299]

So there is a decent sounding engine under all those damned silencers! This is in the UK, loco is in Freightliner livery and note the EE 350hp shunter's roof in the distance.....

[@jlo13800]

now mount on some giant 2 stroke expansion chambers!

[@jlo13800]

Theres no such thing as 2 stroke unless there is lightning

[@TEMPLE7D]

The only time you’ll hear an EMD 710 without a turbo. Love the large chunks of material flying out on start lmao.

[@bonkeydollocks1879]

You can here it spooling up, its shaft driven....

[@fieryspirit]

The feeling playing this at high volume and a high level of base is unbelievable! I recommend it heartily!

[@marccaya8412]

Turbo is still turning even if the exhaust is not connected to it (no manifold). It's because it is mechanichaly connected to the engine at low speed via a ratchet clutch. Interesting!

[@dontstealmacosx]

It is a sprag-type over-running clutch. For lower runs, the engine acts as a mechanically supercharged (scavenged) engine, just like a Roots-blown engine, only using different machinery. For higher runs, the engine acts as a turbocharged engine and scavenging is done at the MUCH greater positive pressure which is only possible with turbocharging. This, then, is why removing the manifolds allows testing of the engine by venting the exhaust directly into the ambient air. Good enough for initial testing, but certainly not good enough for maximum load testing as the turbo-compressor is being forced to work in compressor mode, only. Rule of thumb: using a Roots blower, a 645 is capable of producing 2,000 HP, but using a turbo, the same 645 capable of producing 3,000 HP. Another rule of thumb: Although a Roots-blown 710 is NOT offered, the equivalent HP of a Roots-blown 710, should one ever be offered, may be computed from the turbocharged HP by multiplying by 0.67, for the same displacement. Of course, 710s are going out of new production, but the thousands of existing 710s ... SD60s and SD70s ... will likely be with us for DECADES. It is interesting to speculate about the eventual success of the 1010. My guess is it will eventually work fine, but it may take some time.

[@TEMPLE7D]

Marc Caya explains why EMD locomotives have a “Turbo On/Off” switch

[@jakes4966]

TEMPLE7D they have the “turbo on off switch” for the soak back pump, it pumps filtered engine oil through the bearings and turbo to cool them to prevent damage. The turbo is mechanical connected to it can’t be “turned off”

[@erikb8877]

@@dontstealmacosx what ever happened to the H series 4 stroke? When I was going through the factory school, in LaGrange IL, the H series was still in beta testing. I remember seeing one on the factory floor that had thrown its rotating assembly through the block.

[@NoBody-ht1oh]

@@dontstealmacosx all two stroke diesels have to be scavenged by pressurising the crankcase, the only difference here is higher boost pressure achieved in high notches.

[@DieselDucy]

AWESOME sound!! LOVE IT!!

[@hakeemsd70m]

Wow, this 710G sounds super rad! I've never heard one of these engines growl like this before, amazing and beautiful unmuffled sound!

[@adamswindells1]

I love as all the carbon comes flying out of the exhausts when she fies up :P

[@dontstealmacosx]

In testing, the exhaust manifold may be removed, although it is unusual to do so. With no exhaust manifold, there can be no exhaust gas-driven turbocharging. However, the engine's over-riding clutch system will still cause the compressor section of the turbocharger to operate as a supercharger for engine scavenging during starting. Then, after the exhaust manifold has been properly installed, the engine's turbocharger operates as a supercharger or turbocharger, as required.

[@BruceBoschek]

Nothing as delicious sounding as an EMD, especially without exhaust manifold and muffler! Love it.

[@SpeakerPolice]

Wow! EMD engines sound AMAZING with the exhaust system removed! 8D

[@dontstealmacosx]

EMD 567s powered numerous U.S. Navy landing craft. Usually a pair of 567s. During this time, the EMD plant was diverting 567s to Navy contracts, so dieselization of the U.S. railroads was held up for a while. Thereafter, it was "all hands to the pumps" and 567s were employed in road and switch engines with the La Grange plant producing about one complete locomotive per day. All EMD engine blocks are made from common steel shapes and a few castings, welded into a unit (a "weldment").

[@kirkhathaway4974]

That was a rad perspective of a big diesel engine!!!!!Thanks for posting!!!!!!

[@88SC]

After he opens the throttle and the RPMs stabilize at 1:00, it sounds so much like an Allison V-1710 on a WWII P-40. Yeah I know, both are V-12s, but an EMD rarely gets to bark through open-stacks like that.

[@Thevacomaticvacuumcorner]

a lilttle red line for a good time wont hurth her to much open header as they say just cleans her out if you as k me

[@TheSilverShadow17]

As an engine of that size should, it has every right to bark at full tilt let alone max rpm

[@dontstealmacosx]

When you compare a 710 to a 567, the 710 IS bored 9/16" AND IS stroked 1". 567: bore is 8-1/2", stroke is 10". 645: bore is 9-1/16", stroke is 10". 710: bore is 9-1/16", stroke is 11". These engineering decisions kept the operational envelope of the engine the same, while maintaining as much parts commonality as was possible. The crankcase changed each time, for other reasons. Induction: 567: Roots blown and a few turbo. 645: Turbo and a few Roots blown. 710: turbo only.

[@normken]

The most beautiful sound in the world. Thanks!!

[@bangersfuzzy]

Geiler Sound. Erst ein Rumpeln, dann der Turbo der hinterher jagt. Einfach ein Lecker Diesel Sound vom Feinsten.

[@MCatSHF]

Hello Kettle750: Third time is the charm!!!

[@nlo114]

When these loco's are old enough to be withdrawn, I'm going to buy one for the back garden and enhance my neighbours' enjoyment of their sunday afternoons.

[@dontstealmacosx]

The EMD-type turbo-compressor operates in these ways: 1) during starting or during Idle or during "Run1", the compressor section is driven by the crankshaft through an over-running clutch, and 2) during "Run 2" through "Run 8", the exhaust gasses drive the turbine section and the turbine drives the compressor section faster than the crankshaft can, thereby disconnecting the over-running clutch. Essentially the engine is truly turbocharged during "Run 2" through "Run 8".

[@NoBody-ht1oh]

Incorrect, mechanically driven to notch 6 then turbine driven from there to 8

[@dontstealmacosx]

Exactly ... it is a simple diagnostic technique. The compressor section of the turbo provides just enough boost to provide for scavenging during starting an also at somewhat higher than idle testing. After the exhaust ducting has been reinstalled, the turbo acts as a true turbo again, and operation up to maximum rated HP is again available. The turbo is relatively large, as one might imagine, and operates at about 25,000 rpm, compared to 900 rpm for the crankshaft.

[@dontstealmacosx]

The crankcase has so-called "hand holes" at two levels. The upper ones, one for each cylinder, are for accessing the scavenging ports, also for cylinder inspection. Also for effecting the liner cooling water supply. The lower ones, also one for each cylinder, are for accessing the connecting rods, in particular the "basket" which completes the "fork" rod and also accessing the "big toe" of the "blade" rod. So, on a 12-710 you should see a total of 24 round "hand holes", on two levels.

[@Rickstew86]

If only Class 66's sounded like this in daily service, it'd be far more interesting! Nice video. Great to hear the 66 engine unsilenced.

[@mathuetax]

Aww, a V12 EMD straight out the exhaust ports! I bet this sounded AWESOME in person!

[@a1e20]

That feeling when you wake up and you have that frog in your throat...

[@50046ajax]

This sounds realy nice with no silencer almost a class 37 or Ruston sound to the power unit thanks for posting

[@dontstealmacosx]

Correction: the transition from mechanically assisted scavenging to true turbocharging occurs higher than Run 2. This transition is automatic and solely a function of exhaust heat energy. It is true that this transition is slightly different between 567, 645 and 710 engines. 710 engines are only available with turbocharging. 567 and 645 engines are available both ways.

[@castillelarkin]

Anyone else note the part falling off at 1:39?!

[@timmungenast]

YES! But not until you mentioned it! hahahahahahaha! Thanks for the tip. :D

[@castillelarkin]

After this video I watched some videos about the largest engines, then the largest airplanes, then the strangest airplanes, then I dreamed that I had to give a presentation on the history of strange airplanes for my Scripture Engagement class :/. The presentation was a total flop!

[@timmungenast]

castillelarkin hahahahahahaha! well done!

[@sciisfun]

just an exhaust blank, as the exhaust piping has been removed by the looks of it

[@Mr.PudgeMuffin]

if it still runs, it's not needed

[@PowerTrain611]

I still can't believe EMD gave in and went 4 stroke... their 2 stroke design was one of the biggest factors in their success because of ease of maintenance. 2 stroke EMD's are SO easy to work on, it's just the old hard-wired electronics that become a real pain...

[@unaizilla]

they had to adapt in one way or the other to the tier 4 emission standards, something a 710 couldn't achieve

[@ReadingAreaRailfan]

Sounds like an SD60 combined with an Alco S2 lmaoo

[@pjotrslanina1403]

Wow......What a sound!! I really LOVE it!! That's power. There's nothing to a diesel engine!!

[@choirboyfromhell1]

I like the way the turbo still whines with out the exhaust manifold and any exhaust running thru it, because it's clutch-driven at lower speeds. Sounds like a throaty SW1500!

[@raymondrayban]

oh i do love the sound of aclass 66! ,...........i love that ying ying sound as it ticks over it comes in at,0"16 ying ying! ying ying ying ying ying ying ying ying,ying ying ying ying yingyingyingyingyingying , ying ying ying ying + so on !

[@Rainhill1829]

Aw damn thats a satisfying sound.👌

[@jefffaubell5271]

Without a dought, this is my favorite emd video, only complaint: videos too short, I could listen to that thing idle all day! Thanks for posting, now if I can figure out how to make this my ring tone!

[@camillesymons2170]

Very impressive! Sounds a lot like an old fashioned Farmall Tractor! I didn't realize that these turbocharged two-stroke diesels could run without the turbo being disconnected from the exhaust plenum. I guess that the turbo is being driven through the over riding clutch in order for it to supply scavenging air to the cylinders.

[@dontstealmacosx]

MANY 567s are still running on short lines. 567AC, 567BC, 567C and 567D engines may use 645 "power assemblies" for so-called "life extension" programs, thereby retaining many 567 engines for the perhaps many decades to come. EMD makes 645 power assemblies especially for 567 (all are "exempt") and also for certain "exempt" 645 engines. Basically, these locomotives may continue to be operated until they suffer a failure which causes them to be dispatched to the "dead line" for scrapping.

[@dontstealmacosx]

The castings are mainly in the so-called "A-Frames", those structures which support the crankshaft, and which are "line bored" after the "weldment" has been stress-relieved. This design approach usually means that there is only one stress-relief heat treatment for the entire lifetime of the engine. Competitive engines require periodic stress-relief heat treatments all throughout their lifetime. Perhaps this is but one reason why you see so few GE overhauls, whereas EMDs just keep on trucking.

[@DrRichtoffen1]

Over here in the US we have conductors, and that's what their jobs are, the engineers are not allowed to even leave the seat while they're driving unless it deals with the locomotives operation. In answer to your question :) hoping to start soon for the G&W's B&P line

[@timbervalleyproductions]

Ooooooh that's a nice sound

[@W5KVV]

@tpvalley Yes, the turbo runs off the crank up to +/- 500 RPM depending on load. After that the overunning clutch kicks out & the turbo runs off exhaust gasses. :)

[@dontstealmacosx]

See Wikipedia, page "EMD 710", for complete specifications. Essentially, the 567 was bored, but not stroked, to produce the later 645. Bored 9/16" (14.3mm). The 645 was stroked, but not bored, to produce the later 710. Stroked 1" (25.4mm). All of these engines are constructed from flat, formed and rolled structural steel members, and steel forgings, to produce a "weldment". These are stress-relieved before being "line bored", and require no stress-relief heat treatment thereafter.

[@GingerPhilG]

I was going to get some jump leads and my car booster pack, but I think you got it sorted now... lol... lovely sound there..

[@birminghamWILDCAT]

So basically it's a V12 diesel engine that's the size of a full-size van? Sweet.

[@dontstealmacosx]

There is a gear train from the crankshaft to an over-running clutch in front of the turbo (the turbo is at the "rear" of the engine). During starting and when the exhaust gas temperature is too low to operate the turbine, the crankshaft drives the compressor through the over-running clutch. After combustion has been achieved, and the exhaust gas temperature is high enough, the clutch disengages, and the turbo-compressor operates as a true tubocharger. This works with no manifold for testing.

[@Thom518]

Very nice to watch the Class 66 disel engine thanks for the video.

[@timmungenast]

Those first few seconds were so totally "Chitty Chitty Bang Bang"/"Mary Poppins"/"Willy Wonka"!! Ya really need good headphones for this, though...

[@silicon212]

@gobigblue911 The turbo is geared to the crankshaft through an overrun clutch. It's geared to run at something like 12x crankshaft rotation. This allows the engine to run at speeds of less than run 6, where exhaust gas pressure is insufficient to directly drive the turbo.

[@dontstealmacosx]

Inspections are required every 92 days (184 days for the latest 710 models). 645E and F and 710G models are quite modular with significant commonality in parts. The 567C and D are about the same. A 567E is really a 645E block originally made with 567 power assemblies. 567 (no suffix) through 567B somewhat less so. Basically, starting with the 567C models, most design details are the same. One set of special fixtures is sufficient to operate on any 567, 645 or 710.

[@formidable38]

@jim40135 In addition, thats why you still hear it even though theres no exhaust manifolds connected becuase its mechanicly driven and not exhaust driven. This system is the EMD's strong point. No lag means spontanious power and low exhaust emisions in the from of no black smoke on throttle-up thats normaly caused by turbo lag / slow spool up of the turbo.

[@formidable38]

@Xantec As its American it uses cubic inches. This is the "710". All EMD engines use those numbers to denote cubic inch per cylinder, eg, 567, 645 etc so this one is 710 cubic inch per cylinder which converted to metric is 11.634 litres per cylinder. X that by 12 eqauls 139. 6 litre. The V16 version of this is realy serious, 186 LITRE! There is also a V20 710.

[@nov3019892008]

General Motors builds awesome cars and trains. Love my Astra

[@LegoWormNoah101]

Sounds like a whole different locomotive without it's silencers! Kinda sounds like a Class 37 "tractor"

[@dontstealmacosx]

When the exhaust duct is removed, there is no pressure to the turbine, therefore no turbochargin. So, the engine falls back on the crankshaft-driven compressor for scavenging. It is not intended to operate the engine in this way, but it is a simple test of the engine itself, the over-riding clutch and the compressor section of the turbo. After testing has been completed, the exhaust duct is reinstalled and the engine can operate with true turbocharging.

[@DigitalLonestarX4600]

I wish had one of these in school to play with, i mean the old chevy engines on standfs we had to fire up for learning experience was fun, but they didnt give half the annoyance to band class kids as one of these without the manifolds would.........and the smoke mwahaha i had so much fun smoking out classrooms in my school because of the way the ventillation system was designed xD

[@SpoonyMcSpoonface]

Sounds better than the usual Yang Yang Yang.

[@cat_with_sunglass]

u are right

[@formidable38]

When the engine is running at idle, the turbo is driven mechanicly via a gear system. When the power throttle is opened it is driven by exhaust gas like a conventional turbo and this is facilitated by an overrun clutch. This is why you get zero turbo lag and black smoke with EMD's like you do with conventional large diesels.

[@formidable38]

Yeah, thats about it. EMD also like to point out that with this system, you also get a quicker power delivery, 'on demand' and less smoke. As regards cylinder scavenging, I guess it does a similar job to the roots blower used in old 1940's EMD 567 engines, there are still hundreds of those running about in the U.S too!

[@DanielW118]

The class 66 has engine driven compressor(s) and there is a system to speed up the engine when there is low main res air pressure to build it up quicker!

[@5thscalercuk986]

What a beautiful sound

[@neilwildeboor514]

None of the above, actually. The engine(s)is directly connected to a generator, which is what powers the electric motors (traction motors) which in turn drive the train. There's no clutch or transmission to get out of order, and electrical control is pretty straightforward. The newer locos use modular "gen sets" which consist of the engine and the generator mounted in a removable module. This allows very quick replacement when necessary, cutting down time for the engine.

[@Starfleet0]

i feel naughty having seen this, like its too awesome for human eyes.

[@formidable38]

@hobbified It is because it becomes exhaust driven after 500 rpm by means of an overrun / dog clutch.

[@dontstealmacosx]

At low engine rpms, the turbo does indeed operate as a crankshaft-driven supercharger for scavenging, otherwise the engine could not start. At higher rpms, the turbo is disconnected from the crankshaft and it acts as a true turbocharger. This is a unique application of a turbocharger. This is also why this engine can start with the exhaust ducts (to the turbine section of the turbo) removed ... the turbo senses no exhaust gas and keeps the compressor section driven by the crankshaft.

[@bennickss]

Class 66 becomes a steam engine (2010)

[@drummerliam]

When starting do these engine's require another means of providing the charge/scavenging air. Say like an electrically driven blower or similar?I know the turbo charger is gear driven up to a certain rev range, so obviously no problem at low RPM once the engine is running. I can sometimes hear what to me sounds like a compressor just before the warning buzzer, would just like somebody to clarify that for me. Im fascinated by these engines and would love to know a little more about them.

[@JishyFishy4106]

In spite of the Trrr-Trrr sound, i could hear the magnificent jet like sound

[@cat_with_sunglass]

The turbo is mechanically connected to engine with a driven clutch, that's why it can run without the exhaust manifold. It's more likely a mix of a turbocharger and a kinetic supercharger

[@tpvalley]

@kettle750 so how was the blower driven here? they run off exhaust gasses apart from at start up where they are mechanically driven dont they?

[@jbbumpkin]

Most diesel locomotive power units consist of the engine and a generator of one form of another, in the case of modern locomotives an alternator. The power produced is fed to traction motors in the bogies. Hydraulic power is used too but is the preserve of vehicles requiring much less tractive effort eg passenger multiple units.

[@dontstealmacosx]

A mechanically-assisted (crankshaft-driven) compressor (supercharger, if you will) for scavenging during starting and very low engine rpms, and a true exhaust gas-driven turbocharger (with the mechanical assist being disconnected) at higher engine rpms. Essentially, the compressor is used as such only during starting, and true turbocharging is employed at all other times. EMD engines generally idle at 200 rpm, and produce full rated horsepower at 900 rpm for 710G and 645E and 645F engines.

[@Patriot1776]

formidable38 This design of engine by EMD, starting first with the then Winton 201 and 201A engines, were the first rumblings that the steam era was about to end. Then with the 567 series, the direct descendant of the Winton 201A, the death knell for the steam locomotive in the US had been sounded. The design was continually refined and led to later the 645 series that powered the venerable and ubiquitious SD40, GP40, the Dash 2 versions and their derivatives, and finally the 710 series that saw its debut with the SD60 and GP60 and continues today in the SD70ACe. Unfortunately, Tier 4 emissions requirements have sounded the death knell for the iconic EMD 2-stroke diesel. EMD is having to work with new parent Caterpillar to develop a reliable 4-stroke heir that will meet emissions regs while still being as indestructible and powerful as the 2-stroke family. Its a tall order...

[@Patriot1776]

+DEEREMEYER1 I know they do have a breaking point, and the railroads quickly found the breaking point for each successive model. I do know for one thing with the EMD 2-stroke, the separate oil pump failing, the one that pumps cooling oil for the pistons, if that pump fails you'll have melted pistons and a wrecked engine in a HURRY, along with how leaking exhaust valves will KILL power packs on the 567/645/710 REAL FAST because the con rods were only designed with compression loads in mind since in a properly working engine, the con rod is never subjected to tension loads and so its not designed to handle them. Leaking exhaust valves however, especially if they are really bad, cause tension loads to start to be placed on the con rods and since the con rods were never designed to handle tension loads, that can and does lead to serious engine damage in a hurry. Redesigning the 'H' engine, and re-designating it the 1010 engine, is where EMD now being owned by Caterpillar paid off. EMD was able to bring in Cat's engineers, hand them the blueprints for the 'H' engine, and let them have at it in fixing the problems that doomed it and the SD90MAC with it. Cat's engineers I hope have fixed the 'H' design so it it won't self-destruct in a short period of time and also found ways to make the engine architecture more reliable and easier to service than the GE Tier 4 GEVO so EMD can make a major comeback domestically.

[@Icky1911Films]

The 2-stroke that pretty much wiped out ALOc is gone for American rails. Who would have thought.

[@paradiseroad6405]

+DEEREMEYER1 ...why would the connecting rod need to pull the piston down?...every down stroke is a power stroke...every up stroke is a compression stroke...piston has positive pressure against it except when the valves and ports are open at the bottom of each stroke...next time you're laughing your ass off...better think again...if you're capable...

[@paradiseroad6405]

***** pmailkeey...you shut it down by engaging the engine shutdown...which puts the fuel racks into the no fuel position...and if you don't believe every down stroke is a power stroke in a 2 stroke engine...better do some research to convince yourself...

[@paradiseroad6405]

...I was answering pmailkeey...why the comment was directed to you I don't know...you must have forgot a lot as one of your comments above states the connecting rod on an EMD pulls the piston down to the ports...which is wrong...every down stroke is a power stroke...maybe your school wasn't as good as mine...Associate of Applied Science Degree...Engine Machining and Rebuilding...Southern Colorado State College...Associate of Applied Science Degree...Diesel Mechanics...University of Southern Colorado...both are now the southern campus of Colorado State University....and about 40 years experience mostly in my own business...

[@silicon212]

@BNSF5608 It would run fine. The turbo clutch does not 'cut out' at a certain speed - the exhaust becomes strong enough to drive it beyond the geared speed. If there is no exhaust gas present (as in this clip), it will still run, even to run 8. It just won't make the power it should. It would more or less produce the power of a Roots-blown equivalent. That's often how the railroad will convert a GP40-2 into a GP38-2 - by pinning the overrun clutch.

[@MechWizzard]

Ah, so that's what powers the spin-cycle (at full throttle the 66 sounds like a washing machine on its spin cycle ;-). )

[@KH990j]

Wow, the 710 has got quite a grow with now exhaust manifold.

[@KH990j]

'growl' and 'no'

[@TheosTrainsWalesOfficial]

Sounding like a beast!

[@ktroutman278]

Come to think of it they can rev it up Notch 8 because the turbo will stay engaged since the manifold is gone

[@alexwhitaker9493]

best sounding 66 ive heard!!

[@NRP589]

That's cause it doesn't have an exhaust manifold mounted to muffle the noise. They should leave all 66s like this!

[@kleetus92]

@formidable38 And once it gets enough engine speed the overrunning clutch lets the exhaust take over and build full boost.

[@ProEnduro97]

Love the sound of this V12 turbocharged :)

[@formidable38]

@jim40135 Mechanicly, gear driven turbo. Gear driven turbo= zero turbo lag as it behaves like a supercharger.

[@tommytippee2437]

Main stage at Glastonbury Festival would be Heavenly.

[@burghill1979]

long live the bigger brother to the detroit diesel! how does the clutch work? is it on sensors? or does it have like a torque converter as in like an auto gearbox? or does it use like a cetrifugal clutch like on a chainsaw or brush ( scrub)cutter?

[@voidjavelin23]

ermm this is diesel electrics so clutches dont ecist

[@trainfanNL]

Is this a new locomotive engine received or is the engine look like? He worked here half open and there is a crane.

[@AUSSIETRAINDRIVER]

hahahaha ALCO start with an EMD!!

[@slimG2082]

are a v12? and 2 or 4 stroke? I work on diesel truck and equip. never had the chance to work on a loco, kind of makes my back hurt just thinking about it LOL

[@hermankoerts8185]

Maybe a strange question: Is the exhaust manifold missing ? If yes, how can this engine run in that situation ? It is a two-stroke, so it needs scavenging-air. Maybe it can run because the turbocharger on the EMD 710 engine is gear-driven in the low notches ?

[@voidjavelin23]

actually its shaft driven

[@SKNK5050]

my favorite sounding engine ,no contest

[@kleetus92]

@formidable38 That's a 710? Thought it was a 645? Either way... I could see it with 16 chrome pipes sticking up through the body!

[@formidable38]

@kleetus92 Yeah, you got it. All the 66's use the newer 710. Class 57 uses V12 645 and the 59 uses V16 645- the best of the lot!

[@rodrigoulianadesouza1689]

FANTASTIC.

[@NJPurling]

What happened to the locomotive? It looks like the back of the engine and the bulkhead had been covered with a lot of soot. Was there a fire or a serious leak in the exhaust manifold? BTW: beast 66005 yer dead wrong. This is no more than a tin shed on wheels. If it had the same outline as a EMD SD40-2 scaled down for the UK you might just have had a point.

[@nigelterry9299]

Don't they sound much better unsilenced? I could like them if they made this sort of sound all the time!

[@jnewbon00]

hahaha i could actually see the carbon foot print AWSOME

[@rhondaw1]

...........love it............

[@Al3xxxinho]

Sounds like a good ideea, but by the time the loco will be withdrawn the price of diesel fuel will be gigantic ...

[@DG19075]

Love that EMD sound!