RMM S00289EP GT46AC Ferronor Chile 20108368 2nded

GT46AC
Locomotive Running Maintenance

Manual
Ferronor - Chile
Order No. 20108368

Road Numbers FN 4601 Thru FN 4606
Second Edition - September, 2013
Electro-Motive Diesel, Inc

La Grange, Illinois 60525 USA
Telephone: 708-387-6000
To order this publication in printed form, please use part number S00289EP.
To order this publication on a CD, please use part number S00289ED.
Second Edition, 2013
©Copyright 2013
Electro-Motive Diesel, Inc. All rights reserved. Neither this document, nor any part thereof,
may be reprinted without the expressed written consent of Electro-Motive. Contact EMD
Customer Publications Office.
Electro-Motive Diesel is owned by Progess Rail Services, a Caterpillar Company.
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TABLE OF CONTENTS
SECTION 1. INTRODUCTION ........................................................................1-1
1.1 FOREWORD ............................................................................................................................1-1
1.2 SERVICE DATA PAGES .........................................................................................................1-1
1.3 UNITS OF MEASUREMENT ....................................................................................................1-1
1.4 METRIC CONVERSION TABLES ...........................................................................................1-2
1.5 GT46AC IGBT TRACTION INVERTER SAFETY PROCEDURE ............................................1-3
1.5.1 INTRODUCTION ................................................................................................................1-3
1.5.2 DISCHARGE PROCEDURE ..............................................................................................1-4
1.5.3 PHASE MODULE DISCHARGE PROCEDURE ...............................................................1-13
1.5.4 MANUAL DISCHARGE OF DC LINK ...............................................................................1-15
1.5.5 TOOLS AND HOW TO USE THEM ..................................................................................1-16
1.5.6 GLOSSARY OR TERMS ..................................................................................................1-17
1.6 PHASE MODULES ................................................................................................................1-18
1.6.1 PHASE MODULE REMOVAL PROCEDURE ...................................................................1-18
1.7 WELDING AND MEGGER/HI-POTTING PROCEDURE .......................................................1-22
1.7.1 BACKGROUND ................................................................................................................1-22
1.7.2 PURPOSE ........................................................................................................................1-22
1.7.3 GENERAL COMMENTS & RECOMMENDED PRACTICE ..............................................1-22
SECTION 2. GENERAL DATA .......................................................................2-1
2.1 GT46AC LOCOMOTIVE - GENERAL DESCRIPTION ............................................................2-3
2.2 SAFETY PRECAUTIONS FOR GT46AC LOCOMOTIVES .....................................................2-3
2.3 LOCOMOTIVE DATA ...............................................................................................................2-6
2.3.1 SPECIFICATIONS ..............................................................................................................2-6
2.3.2 16-710G3C-ES ENGINE DATA SPECIFICATIONS ...........................................................2-8
2.3.3 WEIGHTS ...........................................................................................................................2-9
2.3.4 TORQUE VALUES ..........................................................................................................2-11
2.3.5 EXTERNALLY THREADED FASTENERS .......................................................................2-15
2.3.6 TABLE OF ACRONYMS ..................................................................................................2-15
SECTION 3. ENGINE ......................................................................................3-1
3.1 INTRODUCTION .....................................................................................................................3-3
3.1.1 DESCRIPTION ...................................................................................................................3-6
3.1.2 ARRANGEMENT ...............................................................................................................3-7
3.1.3 SERIAL NUMBERS ............................................................................................................3-7
3.2 CRANKCASE AND OIL PAN ................................................................................................3-14
3.2.1 CRANKCASE AND OIL PAN DESCRIPTION ..................................................................3-14
3.2.2 CRANKCASE AND OIL PAN CLEANING ........................................................................3-16
3.2.3 INSPECTION ....................................................................................................................3-18
3.2.4 RETORQUING .................................................................................................................3-19
3.2.5 LOWER LINER INSERT APPLICATION AND REMOVAL ...............................................3-19
3.3 POWER ASSEMBLY RETENTION SYSTEM ........................................................................3-22
3.3.1 DESCRIPTION .................................................................................................................3-22
3.3.2 CRAB BOLT REPLACEMENT .........................................................................................3-23
3.4 TOP DECK HEAD FRAME AND COVER ..............................................................................3-24
3.4.1 DESCRIPTION .................................................................................................................3-24
3.4.2 GASKET AND SEAL REPLACEMENT ............................................................................3-25
Table of Contents i
3.5 CRANKSHAFT ...................................................................................................................... 3-26
3.5.1 DESCRIPTION ................................................................................................................ 3-26
3.5.2 CRANKSHAFT INSPECTION .......................................................................................... 3-28
3.6 THRUST COLLARS (BEARINGS) ........................................................................................ 3-28
3.6.1 THRUST COLLAR MAINTENANCE ................................................................................ 3-29
3.7 MAIN BEARINGS .................................................................................................................. 3-31
3.7.1 DESCRIPTION ................................................................................................................ 3-31
3.7.2 LOWER MAIN BEARING INSPECTION .......................................................................... 3-32
3.7.3 INSPECTION OF UPPER MAIN BEARINGS .................................................................. 3-34
3.7.4 BEARING REMOVAL AND APPLICATION PROCEDURES .......................................... 3-34
3.7.5 SPECIAL PROCEDURES FOR OVERHEATED BEARINGS ......................................... 3-38
3.8 GEAR TYPE TORSIONAL DAMPER .................................................................................... 3-38
3.8.1 DESCRIPTION ................................................................................................................ 3-38
3.8.2 MAINTENANCE ............................................................................................................... 3-39
3.9 CAMSHAFT GEAR TRAIN .................................................................................................... 3-41
3.9.1 CAMSHAFT GEARTRAIN DESCRIPTION ...................................................................... 3-41
3.9.2 CAMSHAFT GEAR TRAIN INSPECTION ....................................................................... 3-42
3.9.3 CAMSHAFT GEAR TRAIN ASSEMBLY PROCEDURES ............................................... 3-43
3.9.4 CLUTCH DRIVE GEAR ASSEMBLY ............................................................................... 3-45
3.9.5 NO. 1 IDLER GEAR ......................................................................................................... 3-47
3.10 CAMSHAFT ASSEMBLIES ................................................................................................... 3-48
3.10.1 DESCRIPTION ................................................................................................................ 3-48
3.10.2 CAMSHAFT SEGMENT REMOVAL ............................................................................... 3-49
3.10.3 CAMSHAFT ASSEMBLY SEQUENCE ............................................................................ 3-50
3.10.4 CAMSHAFT SEGMENT INSTALLATION ........................................................................ 3-50
3.10.5 CAMSHAFT COUNTERWEIGHT APPLICATION ........................................................... 3-51
3.11 ACCESSORY DRIVE GEAR TRAIN ..................................................................................... 3-52
3.11.1 DESCRIPTION ................................................................................................................ 3-52
3.11.2 MAINTENANCE ............................................................................................................... 3-53
3.12 ACCESSORY DRIVE GEAR ................................................................................................. 3-53
3.12.1 DESCRIPTION ................................................................................................................ 3-53
3.12.2 MAINTENANCE ............................................................................................................... 3-53
3.12.3 LUBRICATING OIL AND WATER PUMPS ...................................................................... 3-54
3.13 ACCESSORY DRIVE COUPLING ........................................................................................ 3-54
3.13.1 DESCRIPTION ................................................................................................................ 3-54
3.13.2 ACCESSORY DRIVE COUPLING REMOVAL ................................................................ 3-54
3.14 RING GEAR AND COUPLING DISC (FLYWHEEL) ............................................................. 3-57
3.14.1 DESCRIPTION ................................................................................................................ 3-57
3.14.2 MAINTENANCE ............................................................................................................... 3-57
3.14.3 FLYWHEEL POINTER QUALIFICATION ........................................................................ 3-57
3.15 POWER ASSEMBLY ............................................................................................................. 3-60
3.15.1 DESCRIPTION ................................................................................................................ 3-60
3.15.2 EXHAUST VALVE BRIDGE ASSEMBLY ........................................................................ 3-70
3.15.3 CYLINDER POWER ASSEMBLY REMOVAL ................................................................. 3-71
3.15.4 POWER ASSEMBLY INSTALLATION ............................................................................ 3-75
3.15.5 POWER ASSEMBLY PACKAGING ................................................................................ 3-88
3.16 ENGINE INSPECTIONS (IN SERVICE) ................................................................................ 3-88
3.16.1 GENERAL ........................................................................................................................ 3-88
3.16.2 LINER/PISTON VISUAL INSPECTION ........................................................................... 3-91
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3.16.3 OIL PAN INSPECTION ....................................................................................................3-95

3.17 ENGINE ADJUSTMENTS ......................................................................................................3-95
3.17.1 ADJUSTING HYDRAULIC LASH ADJUSTERS ...............................................................3-95
3.17.2 EUI INJECTOR TIMING ...................................................................................................3-96
3.17.3 EUI INJECTOR CALIBRATION ........................................................................................3-97
3.18 AIR INTAKE AND EXHAUST SYSTEMS ..............................................................................3-97
3.18.1 TURBOCHARGER ...........................................................................................................3-97
3.18.2 TURBOCHARGER INSPECTION ....................................................................................3-99
3.18.3 TURBOCHARGER REMOVAL .........................................................................................3-99
3.18.4 PREPARATION FOR INSTALLATION ...........................................................................3-101
3.18.5 INSTALLATION .............................................................................................................3-105
3.18.6 AIR DUCT AND AFTERCOOLER APPLICATION .........................................................3-106
3.18.7 FINAL ASSEMBLY .........................................................................................................3-107
3.19 EXHAUST MANIFOLD .........................................................................................................3-108
3.19.1 DESCRIPTION ...............................................................................................................3-108
3.19.2 MAINTENANCE .............................................................................................................3-109
3.19.3 ANNUAL EXHAUST MANIFOLD RETORQUE PROCEDURE ......................................3-114
3.20 SERVICE DATA - ENGINE ..................................................................................................3-117
3.20.1 REFERENCES ...............................................................................................................3-117
3.20.2 SPECIFICATIONS ..........................................................................................................3-117
3.20.3 EQUIPMENT LIST - ENGINE .........................................................................................3-122
3.20.4 EQUIPMENT QUALIFICATION ......................................................................................3-124
SECTION 4. FUEL SYSTEM ..........................................................................4-1
4.1 DESCRIPTION .........................................................................................................................4-3
4.2 FUEL STORAGE TANK ...........................................................................................................4-4
4.2.1 FUEL TANK FILLING .........................................................................................................4-4
4.2.2 DRAINING FUEL TANK CONDENSATE ...........................................................................4-5
4.2.3 EMERGENCY FUEL CUTOFF SWITCHES (EFCO) .........................................................4-6
4.3 FUEL SUCTION STRAINER ....................................................................................................4-7
4.3.1 SUCTION STRAINER MAINTENANCE .............................................................................4-8
4.4 FUEL PUMP AND MOTOR ......................................................................................................4-8
4.4.1 FUEL PUMP MAINTENANCE ............................................................................................4-8
4.5 PRIMARY FUEL FILTER .........................................................................................................4-9
4.5.1 PRIMARY FILTER CHANGE-OUT PROCEDURE ...........................................................4-10
4.6 FUEL PRESSURE AND TEMPERATURE SENSORS MAINTENANCE ..............................4-10
4.7 ELECTRONIC FUEL INJECTORS (EUI) ...............................................................................4-11
4.7.1 EUI MAINTENANCE ........................................................................................................4-13
4.8 EMDEC CONTROL SYSTEM ................................................................................................4-16
4.8.1 DESCRIPTION .................................................................................................................4-16
4.8.2 SETTING SRS AND TRS SENSORS ..............................................................................4-17
4.9 SERVICE DATA - FUEL SYSTEM .........................................................................................4-20
4.9.1 REFERENCES .................................................................................................................4-20
SECTION 5. LUBRICATING OIL SYSTEM ....................................................5-1
5.1 INTRODUCTION ......................................................................................................................5-3
5.1.1 OIL LEVEL GAUGE (DIPSTICK) ........................................................................................5-3
5.2 SCAVENGING OIL SYSTEM ...................................................................................................5-4
5.2.1 DESCRIPTION ...................................................................................................................5-4
Table of Contents iii

5.2.2 OIL STRAINER HOUSING ................................................................................................ 5-4
5.2.3 SCAVENGING OIL PUMP ................................................................................................. 5-8
5.2.4 OIL FILTER INSPECTION AND MAINTENANCE ............................................................. 5-9
5.2.5 LUBE OIL COOLER ......................................................................................................... 5-13
5.3 MAIN LUBRICATING OIL SYSTEM ..................................................................................... 5-14
5.3.1 MAIN LUBE OIL AND PISTON COOLING OIL PUMPS .................................................. 5-17
5.3.2 MAIN LUBE OIL AND PISTON COOLING OIL MANIFOLD ............................................ 5-19
5.3.3 LUBE OIL PRESSURE RELIEF VALVE .......................................................................... 5-19
5.3.4 TURBOCHARGER OIL FILTER ...................................................................................... 5-20
5.3.5 OIL PRESSURE AND OIL TEMPERATURE SENSOR MAINTENANCE ....................... 5-21
5.3.6 MAIN LUBRICATING OIL PRESSURE ........................................................................... 5-21
5.4 PISTON COOLING OIL SYSTEM ......................................................................................... 5-22
5.4.1 PISTON COOLING OIL PRESSURE .............................................................................. 5-23
5.4.2 PISTON COOLING PIPE ALIGNMENT AND INSPECTION ........................................... 5-23
5.5 TURBO LUBE (SOAK BACK) OIL SYSTEM ........................................................................ 5-24
5.5.1 DESCRIPTION AND OPERATION .................................................................................. 5-24
5.5.2 TURBOCHARGER LUBE PUMP CIRCUIT ..................................................................... 5-25
5.5.3 TURBO LUBE (SOAKBACK) MAINTENANCE ................................................................ 5-28
5.6 LUBE OIL SEPARATOR ....................................................................................................... 5-29
5.6.1 DESCRIPTION ................................................................................................................ 5-29
5.6.2 MAINTENANCE ............................................................................................................... 5-30
5.7 GENERAL MAINTENANCE PROCEDURES ........................................................................ 5-31
5.7.1 OIL SAMPLING AND ANALYSIS .................................................................................... 5-31
5.7.2 CHECKING OIL VISCOSITY ........................................................................................... 5-32
5.7.3 CHANGING OIL ............................................................................................................... 5-32
5.7.4 FILLING SYSTEM OR ADDING OIL ............................................................................... 5-33
5.7.5 PRELUBRICATION OF ENGINES .................................................................................. 5-34
5.7.6 OIL SYSTEM INFORMATION ......................................................................................... 5-35
5.8 SERVICE DATA - LUBRICATING OIL SYSTEMS ............................................................... 5-36
5.8.1 REFERENCES ................................................................................................................ 5-36
5.8.2 SPECIFICATIONS ........................................................................................................... 5-36
SECTION 6. COOLING SYSTEM .................................................................. 6-1
6.1 COOLING SYSTEM DESCRIPTION ....................................................................................... 6-3
6.1.1 MAIN COOLING CIRCUIT ................................................................................................. 6-3
6.1.2 AFTERCOOLER CIRCUIT ................................................................................................ 6-4
6.1.3 TEMPERATURE CONTROL ............................................................................................. 6-5
6.2 COOLING WATER TANK ....................................................................................................... 6-6
6.2.1 ENGINE COOLANT SOLUTION ....................................................................................... 6-7
6.2.2 OBTAINING ENGINE WATER SAMPLE ........................................................................... 6-7
6.2.3 PRESSURE CAP AND FILLER NECK INSPECTION & REPLACEMENT ........................ 6-8
6.3 COOLING SYSTEM FILLING AND DRAINING ...................................................................... 6-8
6.3.1 NORMAL FILLING ............................................................................................................. 6-8
6.3.2 FILLING DRY (OR NEARLY DRY) SYSTEM .................................................................... 6-8
6.3.3 DRAINING THE COOLING SYSTEM ................................................................................ 6-9
6.4 COOLING SYSTEM PRESSURE TEST .................................................................................. 6-9
6.4.1 WATER LEAKS ................................................................................................................. 6-9
6.4.2 ENGINE COOLING 620.5 KPA (90 PSI) SYSTEM
PRESSURIZATION PROCEDURE ................................................................................. 6-10
6.5 WATER PUMPS ................................................................................................................... 6-13
iv GT46AC Locomotive Running Maintenance Manual

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6.5.1 MAINTENANCE ...............................................................................................................6-14

6.6 RADIATORS ..........................................................................................................................6-16
6.6.1 INSPECTION AND CLEANING OF RADIATORS ............................................................6-17
6.6.2 INSPECTION AND CLEANING OF RADIATOR INLET SCREENS .................................6-17
6.7 RADIATOR COOLING FAN MOTORS ..................................................................................6-18
6.7.1 RADIATOR COOLING FAN MOTOR MAINTENANCE ....................................................6-18
6.7.2 COOLING FAN CONTROL ..............................................................................................6-19
6.7.3 OPERATING TEMPERATURE RANGE AND
TURBOCHARGER COOL DOWN CYCLE .......................................................................6-21
6.7.4 SPEED-UP DUE TO COLD ENGINE DURING ENGINE IDLE CONDITIONS ................6-22
6.7.5 SPEED REDUCTION DUE TO HIGH ENGINE COOLANT TEMPERATURE .................6-22
6.7.6 SHUTDOWN DUE TO HOT ENGINE LUBRICATING OIL CONDITIONS .......................6-22
6.8 COOLING SYSTEM PIPING ..................................................................................................6-23
6.8.1 WATER MANIFOLDS AND LINER INLET JUMPERS .....................................................6-23
6.9 AFTERCOOLER ....................................................................................................................6-25
6.9.1 AFTERCOOLER INSPECTION ........................................................................................6-25
6.9.2 AFTERCOOLER REMOVAL ............................................................................................6-26
6.9.3 CLEANING ......................................................................................................................6-27
6.9.4 AFTERCOOLER REPLACEMENT ...................................................................................6-27
6.10 DRAINING THE COOLING SYSTEM ....................................................................................6-27
6.11 SERVICE DATA - COOLING SYSTEM .................................................................................6-28
6.11.1 REFERENCES .................................................................................................................6-28
6.11.2 SPECIFICATIONS ............................................................................................................6-28
SECTION 7. FORCED AIR SYSTEMS ...........................................................7-1
7.1 INTRODUCTION ......................................................................................................................7-4
7.2 INERTIAL FILTER SYSTEM ....................................................................................................7-4
7.2.1 INERTIAL FILTERS SYSTEM DESCRIPTION ..................................................................7-5
7.2.2 INSPECTION OF INERTIAL FILTER BLOWER OPERATION ..........................................7-6
7.2.3 INSPECTION OF INERTIAL FILTERS ...............................................................................7-6
7.2.4 CLEANING THE INERTIAL AIR FILTER ............................................................................7-7
7.3 ENGINE INTAKE AIR FILTERS ..............................................................................................7-7
7.4 ASPIRATOR .............................................................................................................................7-9
7.4.1 ASPIRATOR INSPECTION ................................................................................................7-9
7.5 DIFFERENTIAL PRESSURE SWITCHES ...............................................................................7-9
7.5.1 CHECKING AND ADJUSTING FVS AND EFS ................................................................7-10
7.6 BLOWER MOTORS ...............................................................................................................7-12
7.6.1 BLOWER INVERTER FAN CONTROL ............................................................................7-13
7.6.2 NO. 1 TRUCK/EQUIPMENT BLOWER ............................................................................7-13
7.6.3 NO. 2 TRUCK BLOWER ..................................................................................................7-14
7.6.4 TRUCK BLOWER MOTOR PROBLEMS .........................................................................7-15
7.6.5 TRUCK 2 BLOWER MOTOR ...........................................................................................7-15
7.7 ELECTRICAL LOCKER/ DUST BIN BLOWER .....................................................................7-15
7.8 GENERATOR/ALTERNATOR BLOWER ..............................................................................7-16
7.9 DYNAMIC BRAKE GRID BLOWER MOTOR ........................................................................7-17
7.9.1 DYNAMIC BRAKE GRID BLOWER MOTOR INSPECTION ............................................7-17
7.9.2 BRUSH INSPECTION AND RENEWAL ...........................................................................7-18
7.9.3 DYNAMIC BRAKE BLOWER MOTOR RENEWAL ..........................................................7-18
7.10 HEATING, VENTILATION AND AIR CONDITION UNIT (HVAC) .........................................7-18
Table of Contents v
SECTION 8. COMPRESSED AIR SYSTEM .................................................. 8-1
8.1 INTRODUCTION ...................................................................................................................... 8-3
8.2 AIR COMPRESSOR ................................................................................................................ 8-4
8.2.1 AIR COMPRESSOR MAINTENANCE ............................................................................... 8-5
8.2.2 AIR COMPRESSOR CONTROL ....................................................................................... 8-8
8.2.3 MV-CC MAGNET VALVE MAINTENANCE ..................................................................... 8-10
8.2.4 PRESSURE TRANSDUCER ........................................................................................... 8-10
8.2.5 TRANSDUCER MAINTENANCE ..................................................................................... 8-11
8.3 MAIN RESERVOIR SYSTEM ................................................................................................ 8-11
8.3.1 AIR FILTER DRYER ASSEMBLY .................................................................................... 8-12
8.3.2 MAIN RESERVOIR SYSTEM SAFETY VALVE .............................................................. 8-16
8.3.3 MAIN RESERVOIR CHECK VALVE APPLICATION ....................................................... 8-17
8.3.4 MAIN RESERVOIR FINAL AIR FILTERS ........................................................................ 8-18
8.3.5 MAIN RESERVOIR DRAIN VALVES ............................................................................... 8-20
8.4 CCBII BRAKE AIR BRAKE EQUIPMENT ............................................................................ 8-22
8.4.1 ELECTRONIC BRAKE VALVE (EBV) ............................................................................. 8-22
8.4.2 ELECTRO PNEUMATIC CONTROL UNIT (EPCU) ........................................................ 8-26
8.4.3 VENT VALVES ................................................................................................................ 8-29
8.4.4 BRAKE CYLINDER ASSEMBLY (LEFT AND RIGHT SIDE) ........................................... 8-29
8.5 SANDING SYSTEM ............................................................................................................... 8-30
8.5.1 MANUALLY INITIATED SANDING .................................................................................. 8-30
8.5.2 AUTOMATIC SANDING .................................................................................................. 8-31
8.5.3 EMERGENCY SANDING ................................................................................................ 8-32
8.5.4 SANDING SYSTEM MAINTENANCE .............................................................................. 8-32
8.6 DIRECT AIR BRAKE EQUIPMENT ...................................................................................... 8-34
8.7 EMERGENCY BRAKE VALVE ............................................................................................. 8-35
8.8 MISCELLANEOUS COMPRESSED AIR EQUIPMENT ........................................................ 8-36
8.8.1 WINDSHIELD WIPER ASSEMBLIES .............................................................................. 8-36
8.8.2 AIR HORN ....................................................................................................................... 8-37
8.8.3 RADAR AIR WIPE SYSTEM ........................................................................................... 8-38
8.8.4 RAIL CONDITIONER ....................................................................................................... 8-39
8.9 SERVICE DATA - COMPRESSED AIR SYSTEM ................................................................. 8-42
8.9.1 REFERENCES ................................................................................................................ 8-42
8.9.2 SPECIFICATIONS ........................................................................................................... 8-42
SECTION 9. TRUCK - GFC ............................................................................ 9-1
9.1 DESCRIPTION ........................................................................................................................ 9-3
9.2 ROUTINE MAINTENANCE AND INSPECTION ...................................................................... 9-7
9.2.1 LUBRICATION ................................................................................................................... 9-7
9.2.2 TRUCK CLEANING ........................................................................................................... 9-9
9.2.3 TRUCK FRAME ................................................................................................................. 9-9
9.2.4 CARBODY LINKAGE ....................................................................................................... 9-10
9.2.5 JOURNAL BEARING ....................................................................................................... 9-11
9.2.6 HELICAL COIL SPRINGS ............................................................................................... 9-15
9.2.7 DAMPERS (SHOCK ABSORBERS) ................................................................................ 9-15
9.2.8 RUBBER (SECONDARY) SPRINGS ............................................................................... 9-18
9.3 WHEEL AND AXLE INSPECTION ........................................................................................ 9-20
9.3.1 GENERAL INSPECTION ................................................................................................. 9-20
9.3.2 WHEEL DEFECTS .......................................................................................................... 9-20
9.3.3 HOW TO READ A TYPICAL WHEEL GAUGE ................................................................ 9-21
vi GT46AC Locomotive Running Maintenance Manual
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9.3.4 WHEEL TRUING ..............................................................................................................9-27

9.4 TRACTION MOTOR (S) .........................................................................................................9-29
9.4.1 TRACTION MOTOR CABLES, CABLE CONNECTIONS,
AND CARBODY BOOTS ..................................................................................................9-29
9.4.2 TRACTION MOTOR ROTOR BEARING INSPECTION
(MOTOR REMOVED) .......................................................................................................9-30
9.4.3 TRACTION MOTOR SUSPENSION ROLLER
BEARING ASSEMBLY RENEWAL ..................................................................................9-30
9.4.4 TRACTION MOTOR ELECTRICAL TESTING (MOTOR IN PLACE) ...............................9-30
9.4.5 INSULATION RESISTANCE (MEGGER) TEST TRACTION
MOTOR CIRCUITS ABOARD LOCOMOTIVE .................................................................9-30
9.4.6 GEAR CASE .....................................................................................................................9-31
9.5 TRUCK REMOVAL ................................................................................................................9-33
SECTION 10. ELECTRICAL POWER GENERATION
AND DISTRIBUTION ....................................................................................10-1
10.1 INTRODUCTION AND THEORY OF OPERATION ...............................................................10-3
10.1.1 ROTATING ELECTRICAL EQUIPMENT OPERATING SEQUENCE ..............................10-5
10.2 TRACTION ALTERNATOR /COMPANION ALTERNATOR .................................................10-6
10.2.1 TRACTION ALTERNATOR FRAME AND STATOR ........................................................10-7
10.2.2 TRACTION ALTERNATOR ROTOR ................................................................................10-7
10.2.3 TRACTION ALTERNATOR/COMPANION ALTERNATOR
BRUSHES & SLIP RINGS ................................................................................................10-7
10.2.4 MAIN ALTERNATOR ASSEMBLY MAINTENANCE ........................................................10-8
10.2.5 TRACTION ALTERNATOR OUTPUT PROCESSING AND DISTRIBUTION ................10-15
10.2.6 TRACTION ALTERNATOR LOAD TESTING .................................................................10-15
10.2.7 COMPANION ALTERNATOR ........................................................................................10-15
10.2.8 THE AUXILIARY POWER CONVERTER .......................................................................10-18
10.2.9 THE TRACTION ALTERNATOR FIELD SUPPLY CHOPPER .......................................10-30
10.2.10 THE GROUND RELAY PROTECTION SYSTEM ..........................................................10-37
SECTION 11. ELECTRICAL SYSTEM .........................................................11-1
11.1 INTRODUCTION ....................................................................................................................11-3
11.2 THEORY OF OPERATION ....................................................................................................11-3
11.2.1 LOW VOLTAGE OPERATIONAL SEQUENCE ................................................................11-4
11.2.2 ELECTRICAL SYSTEM OPERATIONAL SEQUENCE DIAGRAM -
LOW VOLTAGE DC SOURCES AND BC, BP, AND BTP STRINGS ...............................11-5
LOCAL CONTROL BREAKER AND PA STRING ............................................................11-6
CONTROL C.B. AND PT STRING; AND CONTROL FUEL P.
SWITCH AND 13T STRING .............................................................................................11-6
11.3 EQUIPMENT DESCRIPTION AND MAINTENANCE (GENERAL) .......................................11-7
11.3.1 COMPUTER COMPARTMENT ........................................................................................11-8
11.3.2 ELECTRICAL CONTROL CABINET - BACK/SIDE WALLS ...........................................11-10
11.3.3 ELECTRICAL CONTROL CABINET - RELAYS .............................................................11-13
11.3.4 ENGINE CONTROL CABINET - CIRCUIT BREAKER PANEL ......................................11-17
11.3.5 ELECTRICAL CONTROL CABINET - ENGINE CONTROL PANEL ..............................11-22
11.3.6 ELECTRICAL CONTROL CABINET -
INVERTER/GENERATOR PANELS ...............................................................................11-26
INVERTER/GEN BLOWER PANELS .............................................................................11-35
Table of Contents vii

11.3.8 ELECTRICAL CONTROL CABINET - INVERTER CONTROL ...................................... 11-39
11.3.9 JUNCTION BOX ............................................................................................................ 11-46
11.3.10 BATTERY KNIFE SWITCH BOX ................................................................................... 11-46
11.3.11 MISCELLANEOUS ELECTRICAL CABINET EQUIPMENT .......................................... 11-48
11.4 MISCELLANEOUS EQUIPMENT ........................................................................................ 11-52
11.4.1 AIR DRYER ................................................................................................................... 11-52
11.4.2 AFTERCOOLER WATER TEMPERATURE SENSOR (AWT) ...................................... 11-52
11.4.3 ANTENNAE ................................................................................................................... 11-52
11.4.4 BATTERIES ................................................................................................................... 11-52
11.4.5 BATTERY BOX TEMPERATURE SENSOR (BTA) ....................................................... 11-53
11.4.6 BELL (ELECTRONIC) .................................................................................................... 11-53
11.4.7 DYNAMIC BRAKE RESISTOR GRIDS (RE GRID__) ................................................... 11-53
11.4.8 DYNAMIC BRAKE GRID INSPECTION PROCEDURE ................................................ 11-53
11.4.9 DYNAMIC BRAKE CABLE INSPECTION PROCEDURE ............................................. 11-53
11.4.10 EMDEC SENSORS ....................................................................................................... 11-54
11.4.11 ENGINE FUEL CUTOFF SWITCHES (EFCO) .............................................................. 11-54
11.4.12 ENGINE START WARNING (ESW) SIREN .................................................................. 11-55
11.4.13 ENGINE STARTER MOTORS (ST 1, ST 2) .................................................................. 11-55
11.4.14 ENGINE STARTER MOTOR MAINTENANCE .............................................................. 11-55
11.4.15 ENGINE WATER TEMPERATURE SENSORS (ETP1, ETP2, ETPWD) ...................... 11-56
11.4.16 MAIN GENERATOR CURRENT TRANSFORMERS (CTA, CTB, CTC) ....................... 11-56
11.4.17 MAGNET VALVES (MV__) ............................................................................................ 11-56
11.4.18 RADAR TRANSCEIVER ................................................................................................ 11-57
11.4.19 TRACTION MOTOR SPEED SENSORS ...................................................................... 11-58
11.4.20 TURBO SPEED SENSOR (TPU RPM) ......................................................................... 11-58
11.4.21 TURBO SPEED SENSOR MAINTENANCE .................................................................. 11-59
11.5 SERVICE DATA .................................................................................................................. 11-60
11.5.1 REFERENCES .............................................................................................................. 11-60
SECTION 12. CAB EQUIPMENT ................................................................ 12-1
12.1 INTRODUCTION .................................................................................................................... 12-3
12.2 OVERHEAD Mounted EQUIPMENT .................................................................................... 12-3
12.2.1 WINDOW WIPER CONTROLS ....................................................................................... 12-3
12.2.2 CAB LIGHTS .................................................................................................................... 12-3
12.2.3 CONDUCTORS HORN SWITCH .................................................................................... 12-4
12.3 OPERATOR'S CONTROL STAND ....................................................................................... 12-4
12.3.1 ALERTER RESET SWITCH ............................................................................................ 12-5
12.3.2 ATTENDANT CALL SWITCH .......................................................................................... 12-6
12.3.3 BELL SWITCH ................................................................................................................. 12-6
12.3.4 CAB HEATER SWITCHES .............................................................................................. 12-6
12.3.5 CRASH HARDENED MEMORY (CHM) .......................................................................... 12-7
12.3.6 DIRECT AIR GAUGE ....................................................................................................... 12-7
12.3.7 DIRECT AIR BRAKE HANDLE ........................................................................................ 12-8
12.3.8 DYNAMIC BRAKE CIRCUIT BREAKER ......................................................................... 12-9
12.3.9 ELECTRONIC AIR BRAKE CONTROL ........................................................................... 12-9
12.3.10 ENGINE RUN SWITCH ................................................................................................... 12-9
12.3.11 EVENT RECORDER DOWNLOAD PORT ...................................................................... 12-9
12.3.12 FIRE DISPLAY PANEL .................................................................................................. 12-10
12.3.13 FUEL PUMP SWITCH ................................................................................................... 12-10
12.3.14 GAUGE LIGHT SWITCH & DIMMER RHEOSTAT ........................................................ 12-10
12.3.15 GENERATOR FIELD (GEN FLD) SWITCH ................................................................... 12-11
12.3.16 HEADLIGHTS ROTARY SWITCHES, FRONT AND REAR .......................................... 12-11
viii GT46AC Locomotive Running Maintenance Manual

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12.3.17 HORN SWITCHES, FRONT AND REAR .......................................................................12-11

12.3.18 LOCOMOTIVE CONTROLLER ......................................................................................12-11
12.3.19 PARKING BRAKE VALVE ..............................................................................................12-14
12.3.20 EMERGENCY BRAKE VALVE .......................................................................................12-14
12.3.21 PC CARD READER .......................................................................................................12-15
12.3.22 SANDING SWITCH - LEAD TRUCK ..............................................................................12-15
12.3.23 SANDING SWITCH - MANUAL ......................................................................................12-15
12.3.24 WALKWAY LIGHTS SWITCH ........................................................................................12-16
12.4 ELECTRICAL CONTROL CABINET ...................................................................................12-16
12.5 SCHEDULED MAINTENANCE INSPECTIONS ..................................................................12-21
SECTION 13. CARBODY, COUPLERS & DRAFT GEAR ...........................13-1
13.1 UNDERFRAME ......................................................................................................................13-3
13.2 LIGHTING ...............................................................................................................................13-3
13.3 AIR INLET SCREENS ............................................................................................................13-3
13.3.1 MAINTENANCE ...............................................................................................................13-3
13.3.2 ENGINE HOOD ROOF DOORS AND TURBO HATCH ...................................................13-4
13.3.3 GENERATOR HOOD .......................................................................................................13-5
13.3.4 COOLING HOOD .............................................................................................................13-5
13.3.5 CARBODY SIDE DOORS ................................................................................................13-5
13.3.6 HANDRAILS .....................................................................................................................13-6
13.3.7 STEPS ..............................................................................................................................13-6
13.3.8 WALKWAY .......................................................................................................................13-6
13.3.9 GRAB IRONS ...................................................................................................................13-6
13.4 COUPLER & DRAFT GEAR SYSTEM ..................................................................................13-7
13.4.1 OPERATION ....................................................................................................................13-7
13.4.2 COUPLER AND DRAFT GEAR MAINTENANCE ............................................................13-8
13.4.3 REMOVAL AND INSTALLATION INSTRUCTIONS .......................................................13-16
SECTION 14. EM2000 LOCOMOTIVE COMPUTER ...................................14-1
14.1 EM2000 OVERVIEW ..............................................................................................................14-3
14.1.1 INTRODUCTION ..............................................................................................................14-3
14.1.2 HANDLING ELECTRONIC EQUIPMENT - GENERAL ....................................................14-3
14.2 SPECIFIC HANDLING PRECAUTIONS ................................................................................14-4
14.3 HOW TO USE ELECTROSTATIC DISCHARGE PROTECTION ITEMS ..............................14-5
14.4 EM2000 MODULES AND CONTROL ....................................................................................14-6
14.4.1 LOCOMOTIVE CONTROL SIGNALS ...............................................................................14-7
14.4.2 EM2000 HARDWARE ......................................................................................................14-7
14.4.3 COMPUTER FUNCTIONS ...............................................................................................14-9
14.5 EM2000 MODULES CHASSIS ..............................................................................................14-9
14.5.1 CPM500 CENTRAL PROCESSING \ MEMORY MODULE ...........................................14-10
14.5.2 DIO300 DIGITAL INPUT/OUTPUT MODULE ................................................................14-11
14.5.3 ADA305 ANALOG TO DIGITAL TO ANALOG MODULE ...............................................14-19
14.5.4 MPU400 MODULE .........................................................................................................14-20
14.6 PANEL MOUNTED MODULES ...........................................................................................14-21
14.6.1 ASC300 ANALOG SIGNAL CONDITIONER MODULE ..................................................14-21
14.6.2 TLF300 TRAINLINE FILTER MODULE ..........................................................................14-22
14.6.3 VAM300 VOLTAGE AMPLIFYING MODULE .................................................................14-23
14.7 POWER CHASSIS MODULES ............................................................................................14-23
Table of Contents ix
14.7.1 PRG301 POWER SUPPLY REGULATOR .................................................................... 14-24
14.7.2 PSM305 POWER SUPPLY MODULE ........................................................................... 14-25
14.7.5 PSM MODULE TEST POINTS AND LEDS ................................................................... 14-26
14.8 DOWNLOADING INFORMATION FROM EM2000 ............................................................. 14-26
14.9 PROCEDURE TO INSTALL EM2000 SOFTWARE/DOWNLOAD FAULT
ARCHIVE USING FREE TERMINAL EMULATOR ............................................................. 14-26
14.9.1 PROCEDURE ................................................................................................................ 14-26
SECTION 15. DISPLAY/ DIAGNOSTIC SYSTEM ...................................... 15-1
15.1 INTRODUCTION .................................................................................................................... 15-3
15.2 FIRE SYSTEM ....................................................................................................................... 15-3
15.3 FUNCTIONAL SUBSYSTEMS .............................................................................................. 15-4
15.3.1 AUTOMATIC EQUIPMENT IDENTIFICATION (AEI) TAG .............................................. 15-4
15.3.2 ALERTER ........................................................................................................................ 15-4
15.3.3 ELECTRONIC AIR BRAKE (EAB) ................................................................................... 15-5
15.3.4 ELECTRONIC THROTTLE CONTROLLER .................................................................... 15-5
15.3.5 EVENT RECORDER ....................................................................................................... 15-5
15.3.6 GLOBAL POSITIONING SYSTEM (GPS) ....................................................................... 15-6
15.3.7 OVERSPEED WARNING SYSTEM ................................................................................ 15-6
15.4 FIRE SYSTEM COMPONENTS ............................................................................................ 15-6
15.4.1 FIRE COMPUTER (FC) ................................................................................................... 15-6
15.4.2 FIRE COMPUTER POWER SUPPLY ............................................................................. 15-7
15.4.3 CONTROLLER AREA NETWORK BUS (CAN) ............................................................... 15-7
15.5 FIRE DISPLAY ...................................................................................................................... 15-7
15.6 FIRE MAIN MENU ............................................................................................................... 15-16
15.6.1 LOCOMOTIVE DATA .................................................................................................... 15-18
15.6.2 OPERATORS CONTROLS ........................................................................................... 15-31
15.6.3 SPEED CONTROL ........................................................................................................ 15-33
15.6.4 AIR BRAKES ................................................................................................................. 15-39
15.6.5 EVENT INFO ................................................................................................................. 15-41
15.6.6 LOCOMOTIVE MONITOR ............................................................................................. 15-49
15.6.7 MAINTENANCE MODE ................................................................................................. 15-53
15.6.8 CREW MESSAGES ....................................................................................................... 15-65
15.7 ALERTER SYSTEM OPERATION ...................................................................................... 15-66
15.8 AUTOMATIC ENGINE START/STOP SYSTEM (AESS) .................................................... 15-67
15.8.1 SAFETY PRECAUTIONS FOR NORMALLY
ENABLED SYSTEM FUNCTION 15-68
15.8.2 AESS (AUTO-START) SET-UP VERIFICATION ........................................................... 15-68
15.8.3 AUTOMATIC ENGINE SHUTDOWN ............................................................................. 15-68
15.8.4 AUTOMATIC ENGINE SHUTDOWN SEQUENCE ........................................................ 15-69
15.8.5 MANUAL OR ENGINE PROTECTION SHUTDOWN IN AUTO START ........................ 15-69
15.8.6 AUTOMATIC ENGINE RESTART CONDITIONS .......................................................... 15-70
15.8.7 OPERATOR-INITIATED AUTOMATIC ENGINE RESTART ......................................... 15-71
15.8.8 MANUAL ENGINE START ............................................................................................ 15-71
15.8.9 AESS (AUTO-START) INHIBIT CONDITIONS .............................................................. 15-71
15.9 DOWNLOADING THE FIRE EVENT RECORDER ............................................................. 15-72
15.9.1 EVENT RECORDER PCMCIA CARD DOWNLOAD PROCEDURE ............................. 15-72
15.9.2 EVENT RECORDER - LAPTOP SERIAL DOWNLOAD PROCEDURE ........................ 15-73
x GT46AC Locomotive Running Maintenance Manual

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APPENDIX A. LOAD TEST ........................................................................... A-1

A.1 INTRODUCTION ..................................................................................................................... A-3
A.1.1 OPERATOR REQUEST .................................................................................................... A-3
A.2 SELF-LOAD TEST SYSTEM DESCRIPTION ......................................................................... A-6
A.2.1 B CONTACTORS PICKUP & DROPOUT IN LOAD TEST ................................................ A-9
A.3 PROTECTION DURING LOAD TESTS ................................................................................ A-11
A.3.1 GENERATOR CIRCUIT RESISTANCE PROTECTION .................................................. A-11
A.4 LOAD TEST PROCEDURES ................................................................................................ A-13
A.4.1 SHORT LOAD TEST PROCEDURE ............................................................................... A-14
A.5 STANDARD LOAD TEST PROCEDURE ............................................................................. A-20
A.6 HORSEPOWER CALCULATIONS AND EVALUATION ...................................................... A-21
A.6.1 FORMULA FOR HORSEPOWER CALCULATION AND EVALUATION ......................... A-22
Table of Contents xi
xii GT46AC Locomotive Running Maintenance Manual
0
LIST OF FIGURES
SECTION 1. INTRODUCTION................................................................... 1-1
Figure 1-1. DC Link Circuit ........................................................................................................................... 1-5
Figure 1-2. Discharge Procedure Flow Chart ............................................................................................. 1-12
Figure 1-3. Phase Module Discharge Flow Chart ....................................................................................... 1-14
Figure 1-4. Phase Module and Grounded Capacitor Terminals ................................................................. 1-15
Figure 1-5. Phase Module Terminals ......................................................................................................... 1-18
Figure 1-6. PM-CN Connector .................................................................................................................... 1-19
Figure 1-7. Phase Module Electrically Disconnected ................................................................................. 1-19
Figure 1-8. Roller Table on Fork Lift ........................................................................................................... 1-20
Figure 1-9. Roller Table in Position ............................................................................................................ 1-20
Figure 1-10. Locking Pin in Locked Position .............................................................................................. 1-21
Figure 1-11. Lifting Eyes Installed (LH side) ............................................................................................... 1-21
SECTION 2. GENERAL DATA.................................................................. 2-1
Figure 2-1. GT46AC Locomotive General Arrangement .............................................................................. 2-4
Figure 2-2. GT46AC Locomotive General Arrangement ............................................................................. 2-5
Figure 2-3. Externally Threaded Fasteners ................................................................................................ 2-15
SECTION 3. ENGINE................................................................................. 3-1
Figure 3-1. Three-Quarter Left Front View, 16-Cylinder ............................................................................... 3-4
Figure 3-2. Three-Quarter Right Front View, 16-Cylinder ............................................................................ 3-4
Figure 3-3. Three-Quarter Left Rear View, 16-Cylinder ............................................................................... 3-5
Figure 3-4. Three-Quarter Right Rear View, 16-Cylinder ............................................................................ 3-5
Figure 3-5. Cross Section Illustration Of Engine ......................................................................................... 3-6
Figure 3-6. Engine Arrangement .................................................................................................................. 3-7
Figure 3-7. Engine Identification Plate .......................................................................................................... 3-8
Figure 3-8. Crankcase Serial Number .......................................................................................................... 3-8
Figure 3-9. Oil Pan Serial Number ............................................................................................................... 3-9
Figure 3-10. Crankshaft Serial Number ........................................................................................................ 3-9
Figure 3-11. Cylinder Head Serial Number .................................................................................................. 3-9
Figure 3-12. Cylinder Liner Serial Number ................................................................................................. 3-10
Figure 3-13. Fork Rod Serial Number ........................................................................................................ 3-10
Figure 3-14. Blade Rod Serial Number ...................................................................................................... 3-11
Figure 3-15. Camshaft Assembly Serial Number ....................................................................................... 3-11
Figure 3-16. Water Pump Serial Number ................................................................................................... 3-12
Figure 3-17. Main Lube Pump Serial Number ............................................................................................ 3-12
Figure 3-18. Scavenging Pump Serial Number .......................................................................................... 3-13
Figure 3-19. Fuel Injector Serial Number ................................................................................................... 3-13
Figure 3-20. Crankcase, 16-Cylinder ......................................................................................................... 3-14
Figure 3-21. Lower Liner Bore Insert ......................................................................................................... 3-15
Figure 3-22. Typical Oil Pan (16-Cylinder) ................................................................................................ 3-16
Figure 3-23. Air Box Drain Flange Removal ............................................................................................... 3-17
Figure 3-24. Air Box Drain Tool .................................................................................................................. 3-17
Figure 3-25. Retorque of Crankcase to Oil Pan Bolts ................................................................................ 3-19
Figure 3-26. Liner Bore Insert Application And Removal Tool ................................................................. 3-21
Figure 3-27. Assembly Of 710 Adapter To Application And Removal Tool ............................................... 3-21
Figure 3-28. Crab Bolt Installation ............................................................................................................. 3-23
Figure 3-29. Crab Bolt Replacement (End Position) .................................................................................. 3-24
Figure 3-30. Crab Bolt Replacement (Intermediate Position) ..................................................................... 3-24
Figure 3-31. Cover Seal Application .......................................................................................................... 3-26
Figure 3-32. Crankshaft Assembly ............................................................................................................. 3-27
Figure 3-33. Crankshaft Oil Passages ....................................................................................................... 3-27
Figure 3-34. Crankshaft Thrust Collars (Two Collars For Each Engine) ................................................... 3-28
LIST OF FIGURES i
Figure 3-35. Dial Indicator Installation ........................................................................................................3-29
Figure 3-36. Rearwards Displacement of Crankshaft .................................................................................3-30
Figure 3-37. Main Bearing Shell And Cap (w/ Old Style Stud Mounting) ...................................................3-31
Figure 3-38. Main Bearing Retention System .............................................................................................3-32
Figure 3-39. Gear Type Damper, Exploded View ......................................................................................3-38
Figure 3-40. Camshaft Gear Train .............................................................................................................3-42
Figure 3-41. Alignment of Bell (Crankshaft) Gear .......................................................................................3-43
Figure 3-42. Camshaft Gear Train Timing Marks .......................................................................................3-44
Figure 3-43. Clutch Drive Gear Assembly .................................................................................................3-46
Figure 3-44. Clutch Drive Gear Assembly (Cross-Section) .......................................................................3-46
Figure 3-45. Application Of Parts For Checking Bearing Clearance ..........................................................3-47
Figure 3-46. Typical Camshaft Assemblies (16-Cylinder) ..........................................................................3-48
Figure 3-47. Typical Accessory Drive Gear Train (16-Cylinder) .................................................................3-52
Figure 3-48. Accessory Drive Gear, Exploded View ..................................................................................3-53
Figure 3-49. Accessory Drive Coupling .....................................................................................................3-54
Figure 3-50. Air Compressor Drive Shaft ....................................................................................................3-55
Figure 3-51. Accessory Drive Coupling Installation and Rubber Bushing Replacement ............................3-55
Figure 3-52. Stop-Bar Inserted Through Cylinder Ports .............................................................................3-58
Figure 3-53. Piston Travel Limited By Stop-Bar .........................................................................................3-58
Figure 3-54. Limit Of Piston Travel Marked On Flywheel ..........................................................................3-59
Figure 3-55. Second Limit Of Piston Travel Marked On Flywheel .............................................................3-59
Figure 3-56. Sample Calculation .................................................................................................................3-60
Figure 3-57. Connecting Rods, Bearing Shells, And Basket .....................................................................3-61
Figure 3-58. Piston Assembly .....................................................................................................................3-62
Figure 3-59. Piston Pin, Insert Bearing, and Carrier ...................................................................................3-63
Figure 3-60. Cylinder Liner ........................................................................................................................3-64
Figure 3-61. 710G3C-ES Cylinder Head Assembly ....................................................................................3-65
Figure 3-62. Typical Rocker Arms .............................................................................................................3-66
Figure 3-63. Rocker Arm Assembly ...........................................................................................................3-66
Figure 3-64. Typical Cylinder Test Valve ....................................................................................................3-68
Figure 3-65. Test Valve Wrench ................................................................................................................3-68
Figure 3-66. Head Seat Ring ......................................................................................................................3-69
Figure 3-67. Exhaust Valve Bridge Assembly .............................................................................................3-70
Figure 3-68. Lifting Clamp Application ........................................................................................................3-73
Figure 3-69. Piston Holding Tool Application .............................................................................................3-74
Figure 3-70. Power Assembly Removal With Lifting Clamp And Hoist ......................................................3-75
Figure 3-71. Power Assembly And Container ............................................................................................3-76
Figure 3-72. Lifting Clamp Application .......................................................................................................3-77
Figure 3-73. Piston Holding Tool Application .............................................................................................3-77
Figure 3-74. Rod And Basket Identification ...............................................................................................3-78
Figure 3-75. Power Assembly Installation With Clamp And Hoist .............................................................3-79
Figure 3-76. Seat Ring Installation .............................................................................................................3-80
Figure 3-77. Water Discharge Elbow Alignment ........................................................................................3-80
Figure 3-78. Basket Bolt Wrench Application .............................................................................................3-82
Figure 3-79. Head to Liner Nut Tightening Sequence ................................................................................3-83
Figure 3-80. Lead Wire Measurement ......................................................................................................3-87
Figure 3-81. Scuffing ...................................................................................................................................3-92
Figure 3-82. Normal Wear ..........................................................................................................................3-92
Figure 3-83. Scuffing ...................................................................................................................................3-93
Figure 3-84. Scuffing ...................................................................................................................................3-93
Figure 3-85. Port Streaking .........................................................................................................................3-94
Figure 3-86. Carbon Drag ...........................................................................................................................3-94
Figure 3-87. Checking Lash Adjuster To Valve Clearance (Typical) .........................................................3-96
Figure 3-88. Typical Turbocharger Assembly ............................................................................................3-98
Figure 3-89. Lifting Device Applied To Turbocharger ..............................................................................3-100
Figure 3-90. Turbocharger Cross Section (16-Cylinder Engines) .............................................................3-102
Figure 3-91. Typical Exhaust Manifold-To-Turbocharger Adapter Assembly ..........................................3-103

0
Figure 3-92. Typical Exhaust Manifold (w/ Insulating Blankets) .............................................................. 3-108
Figure 3-93. Manifold Gasket Torquing .................................................................................................. 3-111
Figure 3-94. Location and Assembly Direction of Insulation Parts ........................................................... 3-113
Figure 3-95. Bolt Hole Location of Insulation Parts .................................................................................. 3-113
Figure 3-96. Spring Detail & Spring Detail at Corner Junction ................................................................. 3-114
Figure 3-97. Bolt Torque Sequence of the Gasket Joint On Top Deck of the Crankcase ........................ 3-115
Figure 3-98. Bolt Torque Sequence for Gasket Joint Between the Barrel Flanges .................................. 3-116
Figure 3-99. Aftercooler Duct-To-Turbocharger Joint Flange Hole Location (All Turbochargers) ............ 3-121
Figure 3-100. Aftercooler Duct-To-Crankcase Spacer & Long Bolt Application (All Turbochargers) ....... 3-121
Figure 3-101. Marking Original Crab Nut Positions ................................................................................. 3-125
Figure 3-102. Crab Nut Angle “A” Positions ............................................................................................ 3-126
Figure 3-103. Crab Nut Rotation Protractor ............................................................................................. 3-127
SECTION 4. FUEL SYSTEM ..................................................................... 4-1
Figure 4-1. Fuel Oil System Simplified Flow Diagram .................................................................................. 4-3
Figure 4-2. Fuel Filler/Gauges ...................................................................................................................... 4-4
Figure 4-3. Fuel Tank Condensate Drain ..................................................................................................... 4-5
Figure 4-4. External EFCO Switches ............................................................................................................ 4-6
Figure 4-5. Equipment Rack ......................................................................................................................... 4-7
Figure 4-6. Fuel Pump .................................................................................................................................. 4-8
Figure 4-7. Primary Fuel Filter Assembly ..................................................................................................... 4-9
Figure 4-8. Gauge and Sensor Application Location .................................................................................. 4-11
Figure 4-9. Electronic Unit Injector ............................................................................................................. 4-12
Figure 4-10. Electronic Unit Injector (EUI) .................................................................................................. 4-13
Figure 4-11. Injector Timing Plate .............................................................................................................. 4-15
Figure 4-12. EMDEC Power Supply (Left) and EMDEC Sender/Receiver ................................................. 4-16
Figure 4-13. SRS and TRS Sensors .......................................................................................................... 4-17
Figure 4-14. Sensor Bracket Mounting Bolts .............................................................................................. 4-18
Figure 4-15. Setting TRS Air Gap ............................................................................................................... 4-18
Figure 4-16. Sensor Locations ................................................................................................................... 4-19
Figure 4-17. Checking SRS Air Gap ........................................................................................................... 4-19
SECTION 5. LUBRICATING OIL SYSTEM............................................... 5-1
Figure 5-1. Oil Level Gauge (Dipstick) ......................................................................................................... 5-3
Figure 5-2. Scavenging Oil System (Engine External Oil Flow) ................................................................... 5-4
Figure 5-3. Oil Strainer Housing .................................................................................................................. 5-5
Figure 5-4. Main & Piston Cooling Oil Pump Strainers ................................................................................ 5-5
Figure 5-5. Scavenging Oil Pump Strainer .................................................................................................. 5-6
Figure 5-6. Strainer Housing Drain Valves .................................................................................................. 5-6
Figure 5-7. Scavenging Oil Pump ................................................................................................................. 5-8
Figure 5-8. Oil Filter Bypass Relief Valve ................................................................................................... 5-11
Figure 5-9. Lube Oil Cooler ........................................................................................................................ 5-13
Figure 5-10. Main Lubricating Oil System (Engine Internal Oil Flows) ....................................................... 5-16
Figure 5-11. Oil Temperature Sensor ......................................................................................................... 5-17
Figure 5-12. Main Lube Oil And Piston Cooling Oil Pumps ....................................................................... 5-17
Figure 5-13. Lube Oil Manifold And Relief Valve ....................................................................................... 5-19
Figure 5-14. Turbocharger Oil Filter ........................................................................................................... 5-20
Figure 5-15. Piston Cooling System ........................................................................................................... 5-22
Figure 5-16. Piston Cooling Pipes .............................................................................................................. 5-23
Figure 5-17. Piston Cooling Oil Pipe Alignment ......................................................................................... 5-24
Figure 5-18. Turbo Lube Pump Relay (TLPR) Circuit ................................................................................ 5-26
Figure 5-19. Turbo Lube Pump Motor Circuit ............................................................................................. 5-27
Figure 5-20. Soak Back Oil Pump, Motor, And Filter Installation (Pump Shown W/ AC Electric Motor) .. 5-28
Figure 5-21. Soak-Back Filter Element ....................................................................................................... 5-29
Figure 5-22. Lube Oil Separator ................................................................................................................. 5-30
Figure 5-23. Filling or Adding Oil to System .............................................................................................. 5-33
LIST OF FIGURES iii

SECTION 6. COOLING SYSTEM ............................................................. 6-1
Figure 6-1. Cooling System Diagram (GT46AC) .........................................................................................6-3
Figure 6-2. Engine Coolant Flow (Internal 16 Cylinder Engine Shown) ........................................................6-4
Figure 6-3. Aftercoolers and Piping ..............................................................................................................6-5
Figure 6-4. Cooling Water Tank Sight Glass ................................................................................................6-7
Figure 6-5. Water Pump Installation ...........................................................................................................6-13
Figure 6-6. Installing Backlash Tool on Water Pump Impeller ....................................................................6-14
Figure 6-7. Setting Up Dial Indicator With Mag Mount Base On Pump Inlet Flange ..................................6-15
Figure 6-8. Placing Dial Indicator Plunger On Flat-Machined Surface of Backlash Tool Measuring Stem .6-15
Figure 6-9. Twisting Backlash Handle T Clockwise ....................................................................................6-15
Figure 6-10. Cooling Hood ..........................................................................................................................6-16
Figure 6-11. Fan Inverter Power Circuit .....................................................................................................6-20
Figure 6-12. Fan Inverter Control Circuit ....................................................................................................6-21
Figure 6-13. Typical Cooling System Piping ..............................................................................................6-23
Figure 6-14. Engine Aftercooler ..................................................................................................................6-25
Figure 6-15. Reading Differential Pressure Across Aftercooler ..................................................................6-26
SECTION 7. FORCED AIR SYSTEMS ..................................................... 7-1
Figure 7-1. Forced Air Systems Related Equipment .....................................................................................7-3
Figure 7-2. Inertial Filter ................................................................................................................................7-4
Figure 7-3. Engine Air Filters ........................................................................................................................7-8
Figure 7-4. Typical Inertial Filter Compartment Aspirator ............................................................................7-9
Figure 7-5. EFS and FVS Filter Pressure Switches ....................................................................................7-11
Figure 7-6. Testing Filter Switches .............................................................................................................7-12
Figure 7-7. Truck #2 Blower Assembly .......................................................................................................7-14
Figure 7-8. Dust Bin Blower ........................................................................................................................7-15
Figure 7-9. Generator/Alternator Blower .....................................................................................................7-16
Figure 7-10. Dynamic Brake Grid Blower ...................................................................................................7-17
Figure 7-11. Air Conditioner ........................................................................................................................7-18
SECTION 8. COMPRESSED AIR SYSTEM ............................................. 8-1
Figure 8-1. WLN Air Compressor ..................................................................................................................8-4
Figure 8-2. Air Compressor Drain Valve .......................................................................................................8-7
Figure 8-3. Compressor Control Magnet Valve Override ..............................................................................8-9
Figure 8-4. Main Reservoir System ...........................................................................................................8-11
Figure 8-5. Air Filter Dryer ..........................................................................................................................8-12
Figure 8-6. Main Reservoir Check Valves ..................................................................................................8-17
Figure 8-7. Main Reservoir Final Air Filters Location ..................................................................................8-18
Figure 8-8. Final Air Filter Cross Section ....................................................................................................8-19
Figure 8-9. Typical Main Reservoir Drain Valves ........................................................................................8-20
Figure 8-10. EBV Engineers Control Stand, Electronic Brake Valve (EBV) ...............................................8-23
Figure 8-11. Parking Brake Valve ...............................................................................................................8-25
Figure 8-12. EPCU Electro Pneumatic Control Unit. ..................................................................................8-26
Figure 8-13. IPM Electronic Integrated Processor Module .........................................................................8-28
Figure 8-14. Sanding Air Control System Piping Diagram, Typical ............................................................8-31
Figure 8-15. Short Hood Magnet Valves .....................................................................................................8-33
Figure 8-16. Direct Air Brake Handle & Control Stand Mounted Direct Air Gauge .....................................8-35
Figure 8-17. Emergency Brake Valve .........................................................................................................8-35
Figure 8-18. Windshield Wiper Assembly ...................................................................................................8-36
Figure 8-19. Windshield Wiper ....................................................................................................................8-37
Figure 8-20. Air Piping System ...................................................................................................................9-43
SECTION 9. TRUCK - GFC....................................................................... 9-1
Figure 9-1. Typical GFC Bogie .....................................................................................................................9-3
Figure 9-2. GFC Primary and Secondary Suspension ..................................................................................9-4
Figure 9-3. Secondary Yaw Dampers ...........................................................................................................9-5

0
Figure 9-4. Primary Interlock assembly ........................................................................................................ 9-6

Figure 9-5. Traction Motor Gear Case Oil Fill ............................................................................................... 9-8
Figure 9-6. Greasing Points for Traction Motor Roller Support Bearing ....................................................... 9-8
Figure 9-7. Carbody Linkage ...................................................................................................................... 9-10
Figure 9-8. Rubber/Nylon Bushings ........................................................................................................... 9-11
Figure 9-9. Typical Journal Bearing (Partial Exploded View) ..................................................................... 9-12
Figure 9-10. Lateral Thrust Pad Mounting .................................................................................................. 9-13
Figure 9-11. Lateral Thrust Shimming and Pad Replacement ................................................................... 9-14
Figure 9-12. Brake Location ....................................................................................................................... 9-19
Figure 9-13. Brake Rigging ......................................................................................................................... 9-19
Figure 9-14. Wheel Gauge ......................................................................................................................... 9-22
Figure 9-15. Measuring Wheel Flange Thickness ...................................................................................... 9-23
Figure 9-16. Inspection Sheet (Typical) ...................................................................................................... 9-23
Figure 9-18. Measuring Wheel Flange Height ............................................................................................ 9-24
Figure 9-19. Wheel Vertical Flange Measurement (Good Flange) ............................................................. 9-25
Figure 9-20. Wheel Vertical Flange Measurement (Condemned Flange) .................................................. 9-25
Figure 9-21. Wheel Rim Thickness Measurement ..................................................................................... 9-26
Figure 9-22. Wheel Tread Measurement .................................................................................................... 9-26
Figure 9-23. Broken Rim - Heavy Flange Measurement ............................................................................ 9-26
Figure 9-24. Wheel Flat Spot Measurements ............................................................................................. 9-27
Figure 9-26. A2909 Traction Motor and Wheelset ...................................................................................... 9-29
Figure 9-27. Gear Case Assembly ............................................................................................................. 9-31
Figure 9-28. Traction Motor Nose Link and Bolt Assembly ........................................................................ 9-33
SECTION 10. ELECTRICAL POWER GENERATION AND DISTRIBUTION.
10-1
Figure 10-1. Rotating Electrical Equipment Related to Locomotive Electrical System ............................... 10-4
Figure 10-2. Operating Sequence Diagram ................................................................................................ 10-5
Figure 10-3. TA17 Alternator ...................................................................................................................... 10-7
Figure 10-4. Typical Main Alternator Assembly Brush Holder and Slip Ring Assemblies .......................... 10-9
Figure 10-5. Brush Holder/Slip Ring Gap ................................................................................................. 10-10
Figure 10-6. Seating-In a Brush ............................................................................................................... 10-12
Figure 10-7. Rectifier Assembly ............................................................................................................... 10-15
Figure 10-8. Companion Alternator .......................................................................................................... 10-16
Figure 10-9. Auxiliary Power Converter .................................................................................................... 10-18
Figure 10-10. APC (Auxiliary Power Converter) ....................................................................................... 10-19
Figure 10-11. APC Capacitors .................................................................................................................. 10-20
Figure 10-12. APC Circuit ......................................................................................................................... 10-21
Figure 10-13. APC Circuit - Battery Compartment Temperature Probe ................................................... 10-23
Figure 10-14. APC Circuit - EM2000 APC Inhibit and Reset Channels ................................................... 10-27
Figure 10-15. Auxiliary Power Converter - LEDs ...................................................................................... 10-28
Figure 10-16. Traction Alternator Field Excitation Circuit ......................................................................... 10-31
Figure 10-17. Chopper Input / Output Signals .......................................................................................... 10-33
Figure 10-18. Main Generator Field Chopper ........................................................................................... 10-35
Figure 10-19. Control System Ground Relay Circuit (Simplified Schematic) ........................................... 10-41
Figure 10-20. Ground Fault Detection Circuit ........................................................................................... 10-42
Figure 10-21. Typical Ground Relay Transductor (GRT) Operating Circuit ............................................. 10-45
Figure 10-22. GR Fault Detection Current Flow - Normal Operation ....................................................... 10-47
Figure 10-23. GR Fault Current Flow - Right Bank Phase A - Open Circuit ............................................. 10-47
Figure 10-24. GR Fault Detection AC Current Flow - Ground in “Right” Stator Phase A ......................... 10-48
Figure 10-25. Ground Relay Circuit Capacitor Bank ................................................................................ 10-49
SECTION 11. ELECTRICAL SYSTEM.................................................... 11-1
Figure 11-1. Power Distribution Flow Chart ................................................................................................ 11-4
Figure 11-2. Low Voltage DC Sources and BC, BP, and BTP Strings Flowchart ...................................... 11-5
LIST OF FIGURES v
Figure 11-3. ................................................................. LOCAL CONTROL Circuit Breaker and PA String 11-6
Figure 11-4. Low Voltage DC Sources- PT and 13T Strings ......................................................................11-6
Figure 11-5. Electrical Control Cabinet .......................................................................................................11-7
Figure 11-6. Electrical Control Cabinet - Computer Compartment .............................................................11-8
Figure 11-7. EM2000 Power Supply Chassis .............................................................................................11-8
Figure 11-8. Companion Alternator Test Panel ..........................................................................................11-9
Figure 11-9. Electrical Control Cabinet - Back/Side Walls ........................................................................11-10
Figure 11-10. Barometer ...........................................................................................................................11-11
Figure 11-11. Ground Relay (GR) .............................................................................................................11-12
Figure 11-12. Electrical Control Cabinet - Relays .....................................................................................11-13
Figure 11-13. IGBT Power Supplies .........................................................................................................11-17
Figure 11-14. Engine Control Cabinet - Circuit Breaker Panel .................................................................11-17
Figure 11-15. Electrical Control Cabinet - Engine Control Panel ..............................................................11-22
Figure 11-16. Electrical Control Cabinet - Inverter/Generator Panels ......................................................11-26
Figure 11-17. EMDEC Power Supply and Interface Board .......................................................................11-27
Figure 11-18. EMDEC Sender & Receiver Modules .................................................................................11-27
Figure 11-19. EFS and FVS Pressure Switches .......................................................................................11-28
Figure 11-20. Auxiliary Inverter Capacitor Assembly (CA AUX INV) ........................................................11-29
Figure 11-21. Radiator/Truck Blower Inverter Panel .................................................................................11-30
Figure 11-22. Main Generator Field Supply Chopper ...............................................................................11-31
Figure 11-23. Auxiliary Power Converter Phase Controller (Shown as mounted) ....................................11-31
Figure 11-24. APC Filter Capacitors .........................................................................................................11-32
Figure 11-25. Generator Field Decay Contactor (GFD) ............................................................................11-33
Figure 11-26. Generator Field Contactor (GFC) .......................................................................................11-34
Figure 11-27. Electrical Control Cabinet - Inverter/Gen Blower Panels ....................................................11-35
Figure 11-28. Phase Modules ...................................................................................................................11-36
Figure 11-29. DCL Voltage Sensors and Associated Resistors ...............................................................11-37
Figure 11-30. Ground Relay Transductor (GRT) ......................................................................................11-38
Figure 11-31. DC Link Current Sensors ....................................................................................................11-38
Figure 11-32. Electrical Control Cabinet - Inverter Control .......................................................................11-39
Figure 11-33. Brake Contactors & Switchgear ..........................................................................................11-40
Figure 11-34. B Contactor, Typical ...........................................................................................................11-41
Figure 11-35. Usable Main Contacts ........................................................................................................11-42
Figure 11-36. Main Contact Wear Limits ..................................................................................................11-42
Figure 11-37. Removing Arc Chute ..........................................................................................................11-43
Figure 11-38. Contactor Less Arc Chute ..................................................................................................11-44
Figure 11-39. Replacing Stationary Main Contact ....................................................................................11-44
Figure 11-40. Main Reservoir Pressure Sensor (MR PRESS) .................................................................11-46
Figure 11-41. CMU Connector ..................................................................................................................11-48
Figure 11-42. Ground Relay Circuit Diodes (CR GR__) ...........................................................................11-49
Figure 11-43. Diode Input Panels .............................................................................................................11-49
Figure 11-44. Typical Power Distribution (PD) Connectors ......................................................................11-50
Figure 11-45. Typical Resistors ................................................................................................................11-51
Figure 11-46. Typical Terminal Boards .....................................................................................................11-51
Figure 11-47. Transducer Distribution Panels ..........................................................................................11-52
Figure 11-48. Typical Magnet Valves .......................................................................................................11-57
Figure 11-49. Radar Transceiver and Blower Nozzle ...............................................................................11-58
Figure 11-50. Turbo Speed Probe ............................................................................................................11-59
SECTION 12. CAB EQUIPMENT........................................................... 12-1
Figure 12-1. Locomotive Cab Equipment ...................................................................................................12-2
Figure 12-2. Light/Window Wiper Controls - Engineer’s Side .....................................................................12-3
Figure 12-3. Light/Window Wiper Controls - Helper’s Side .........................................................................12-3
Figure 12-4. Operator's Control Stand ........................................................................................................12-4
Figure 12-5. Switch Panel - Left Side .........................................................................................................12-4
Figure 12-6. Attendant Call Switch .............................................................................................................12-5
Figure 12-7. Conductors Strip Heater Switch .............................................................................................12-5
vi GT46AC Locomotive Running Maintenance Manual

0
Figure 12-8. Crash Hardened Memory ....................................................................................................... 12-6

Figure 12-9. Direct Air Gauge ..................................................................................................................... 12-7
Figure 12-10. Direct Air Brake Handle ........................................................................................................ 12-7
Figure 12-11. Electronic Brake Valve (EBV) .............................................................................................. 12-8
Figure 12-12. FIRE Display Panel (Typical) ............................................................................................... 12-9
Figure 12-13. Gauge Light Switch & Dimmer Rheostat ............................................................................ 12-10
Figure 12-14. Locomotive Controller ........................................................................................................ 12-11
Figure 12-15. Parking Brake Valve ........................................................................................................... 12-13
Figure 12-16. Emergency Brake Valve ..................................................................................................... 12-14
Figure 12-17. Electrical Control Cabinet ................................................................................................... 12-15
Figure 12-18. Engine Control Panel ......................................................................................................... 12-16
SECTION 13. CARBODY, COUPLERS & DRAFT GEAR ...................... 13-1
Figure 13-1. GT46AC Carbody ................................................................................................................... 13-4
Figure 13-2. Locomotive Engine Room Hatch ............................................................................................ 13-4
Figure 13-3. Coupler and Draft Gear Assembly ......................................................................................... 13-7
Figure 13-4. Coupler Locked Position Indication ........................................................................................ 13-9
Figure 13-5. Alignment Control ................................................................................................................. 13-10
Figure 13-6. Top-Operated Cut Lever ...................................................................................................... 13-12
Figure 13-7. Anticreep Inspection ............................................................................................................. 13-13
Figure 13-8. Contour Limit Inspection Using Gauge No. 25623 ............................................................... 13-14
Figure 13-9. Contour Restoration Inspection Using Gauge No. 34401 .................................................... 13-14
Figure 13-10. Knuckle Contour Inspection Using Gauge No. 44057 ........................................................ 13-15
Figure 13-11. Coupler and Draft Gear Assembly ..................................................................................... 13-17
SECTION 14. EM2000 LOCOMOTIVE COMPUTER .............................. 14-1
Figure 14-1. Electrostatic Discharge Warning Labels ................................................................................ 14-3
Figure 14-2. Properly Bagged Module in Cushioned Box .......................................................................... 14-4
Figure 14-3. GFC Contactor Pickup ........................................................................................................... 14-7
Figure 14-4. DC Link Voltage (MGV) vs. Traction Motor RPM ................................................................... 14-7
Figure 14-5. EM2000 and Associated Equipment, Block Diagram ............................................................. 14-8
Figure 14-6. EM2000 Computer Chassis ................................................................................................... 14-9
Figure 14-7. CPM500 Module .................................................................................................................. 14-10
Figure 14-8. DIO300 Module .................................................................................................................... 14-11
Figure 14-9. Standard Input Method ......................................................................................................... 14-12
Figure 14-10. Input Interrupt via Output ................................................................................................... 14-12
Figure 14-11. Simplified Schematic of Multiplexed Inputs (Typical) ......................................................... 14-13
Figure 14-12. Multiplexing Software Clock ............................................................................................... 14-13
Figure 14-13. ADA305 Module ................................................................................................................. 14-19
Figure 14-14. MPU400 Module ................................................................................................................ 14-20
Figure 14-15. ASC300 Module ................................................................................................................. 14-21
Figure 14-16. TLF Module ........................................................................................................................ 14-22
Figure 14-17. VAM300 Faceplate ............................................................................................................. 14-23
Figure 14-18. Typical Power Chassis Modules ........................................................................................ 14-23
Figure 14-19. PRG301 ............................................................................................................................. 14-24
Figure 14-20. PSM305, 312 and 315 Modules ......................................................................................... 14-25
Figure 14-21. Com1 As A Selected Port .................................................................................................. 14-27
Figure 14-22. Set-up/serial Port Selection Screen ................................................................................... 14-27
Figure 14-23. Serial Port Set-up ............................................................................................................... 14-28
Figure 14-24. “Send File” Menu ................................................................................................................ 14-28
Figure 14-25. Upload Process In Progress Screen .................................................................................. 14-29
Figure 14-26. “Load Success” Message ................................................................................................... 14-29
SECTION 15. DISPLAY/ DIAGNOSTIC SYSTEM ................................. 15-1
Figure 15-1. GT46AC FIRE System Block Diagram and Controller Area Network (CAN) ......................... 15-6
Figure 15-2. FIRE Display Panel On Control Stand ................................................................................... 15-8
Figure 15-3. FIRE Display Screen .............................................................................................................. 15-8
LIST OF FIGURES vii

Figure 15-4. FIRE Screen Status Window ..................................................................................................15-9
Figure 15-5. Air Brake Status ......................................................................................................................15-9
Figure 15-6. Speedometer ........................................................................................................................15-10
Figure 15-7. Upper Right Corner of Screen ..............................................................................................15-10
Figure 15-8. Warning Strip Indicator .........................................................................................................15-11
Figure 15-9. Status Indicator .....................................................................................................................15-14
Figure 15-10. FIRE Menu Hierarchy .........................................................................................................15-16
Figure 15-11. Main Menu Page 1 Keys Available .....................................................................................15-17
Figure 15-14. Locomotive Data Screen - Page One .................................................................................15-18
Figure 15-15. Locomotive Data Screen - Page Two .................................................................................15-19
Figure 15-16. Self Test Function ...............................................................................................................15-19
Figure 15-17. Data Meters Menu ..............................................................................................................15-20
Figure 15-18. Typical Meter Menu (Dynamic Brake) ................................................................................15-21
Figure 15-19. Main Menu - Running Totals ..............................................................................................15-21
Figure 15-20. Lifetime Totals Data Screen ...............................................................................................15-22
Figure 15-21. Life Time Governor Data ....................................................................................................15-22
Figure 15-22. Lifetime Throttle Data Screen .............................................................................................15-23
Figure 15-23. Monthly Power Data Screen ...............................................................................................15-23
Figure 15-24. Trip Monitor Lifetime Totals Data Screen ...........................................................................15-24
Figure 15-25. Monthly Distance Screen ....................................................................................................15-25
Figure 15-26. Trip Monitor Throttle Data Screen ......................................................................................15-25
Figure 15-27. Fault Data Capture Screen .................................................................................................15-26
Figure 15-28. Auto Start Download ...........................................................................................................15-27
Figure 15-29. Traction Cut-Out .................................................................................................................15-27
Figure 15-30. Locked Wheel Disable ........................................................................................................15-30
Figure 15-31. Operator’s Controls ............................................................................................................15-31
Figure 15-32. Display Setup Screen .........................................................................................................15-31
Figure 15-33. Change Profile ....................................................................................................................15-32
Figure 15-34. FIRE Main Menu Page 1 ....................................................................................................15-33
Figure 15-35. Speed Control Screen ........................................................................................................15-34
Figure 15-36. Power Screen Control Entry Menu .....................................................................................15-34
Figure 15-37. Power Speed Control Active Screen ..................................................................................15-35
Figure 15-38. Conditions to Start Power Speed Control ...........................................................................15-35
Figure 15-39. End Speed Control Menu ...................................................................................................15-37
Figure 15-40. Speed Control Screen ........................................................................................................15-37
Figure 15-41. Dynamic Brake Speed Control Screen ...............................................................................15-38
Figure 15-42. Dynamic Brake Entry Conditions Not Met ..........................................................................15-38
Figure 15-43. Air Brake .............................................................................................................................15-39
Figure 15-44. Air Brake Diagnostics .........................................................................................................15-41
Figure 15-45. Event Info ...........................................................................................................................15-42
Figure 15-46. Event Archive .....................................................................................................................15-43
Figure 15-47. Event Archive Fault Display ................................................................................................15-45
Figure 15-48. Filter List .............................................................................................................................15-46
Figure 15-49. Acknowledging Faults .........................................................................................................15-47
Figure 15-50. Clearing Annunciator ..........................................................................................................15-47
Figure 15-51. Event Details .....................................................................................................................15-48
Figure 15-52. Event Details - Page Two ...................................................................................................15-48
Figure 15-53. Locomotive Monitor ............................................................................................................15-49
Figure 15-54. Locomotive Information Screen ..........................................................................................15-50
Figure 15-55. Locomotive Information - More Detail .................................................................................15-50
Figure 15-56. Locomotive Health Screen .................................................................................................15-51
Figure 15-57. Reset/Shutdown System ....................................................................................................15-52
Figure 15-58. Shutdown System ...............................................................................................................15-53
Figure 15-59. FIRE Maintenance Mode Selection ....................................................................................15-54
Figure 15-60. Maintenance Authorization .................................................................................................15-54
viii GT46AC Locomotive Running Maintenance Manual

0
Figure 15-61. Maintenance Menu ............................................................................................................. 15-55

Figure 15-62. Departure Test ................................................................................................................... 15-56
Figure 15-63. Departure Test - Penalty Brake Test .................................................................................. 15-56
Figure 15-64. Departure Test - Overspeed Test ...................................................................................... 15-58
Figure 15-65. Departure Test - Alerter Test ............................................................................................. 15-59
Figure 15-66. Maintenance Mode, Set Time / Date .................................................................................. 15-60
Figure 15-67. Maintenance Mode - Set Time ........................................................................................... 15-61
Figure 15-68. Maintenance Mode - Set Date ........................................................................................... 15-61
Figure 15-69. Maintenance Mode - Change Time Zone ........................................................................... 15-62
Figure 15-70. Maintenance Mode - Set Unit Number ............................................................................... 15-62
Figure 15-71. Maintenance Mode - Diagnostic Menu ............................................................................... 15-63
Figure 15-72. Maintenance Mode - Diagnostic Summary ........................................................................ 15-63
Figure 15-73. Maintenance Mode - FIRE Diagnostics Self Test Entry ..................................................... 15-64
Figure 15-74. Maintenance Mode - FIRE Diagnostics Self Test Summary .............................................. 15-64
Figure 15-75. Crew Message #2 of 2 Screen ........................................................................................... 15-65
Figure 15-76. PC Card Reader ................................................................................................................. 15-73
Figure 15-77. FIRE-Integrated Event Recorder Download Cable Configuration ...................................... 15-74
Figure 15-78. Event Recorder Download Choice Screen ......................................................................... 15-75
APPENDIX A. LOAD TEST ...................................................................... A-1
Figure A-1. Main Generator Assembly ........................................................................................................A-8
Figure A-2. Main Menu Screen and Function Keys ....................................................................................A-14
LIST OF FIGURES ix
x GT46AC Locomotive Running Maintenance Manual
0
SECTION 1. INTRODUCTION
1.1 FOREWORD
The purpose of this Locomotive Running Maintenance Manual is to
provide instructions for electrical and mechanical maintenance that
can be performed on the locomotive. The information was compiled
specifically for GT46AC locomotives, with special equipment and
computer software.
Although minor variations are possible, the equipment selected for
coverage has been chosen as representative of this particular model.
Minor differences encountered in equipment are due to changes made
after the Manual was sent to press. These changes will be covered in
subsequent editions of this Manual.
Information concerning maintenance that would require deep
involvement with component repair, or for rework that would involve
the use of bench apparatus, is available in the standard Maintenance
Instruction format, or in Vendor Publications.
NOTE
This Locomotive Running Maintenance Manual is written for
qualified maintenance personnel. Qualified maintenance
personnel are skilled service people who thoroughly understand
proper safety guidelines and procedures, and who are trained to
maintain EMD computer-controlled locomotives with AC traction
systems.
1.2 SERVICE DATA PAGES

Service Data pages are included at the back of some Sections of this
Manual where appropriate. These pages provide the following
information:
1. Reference to applicable Maintenance Instructions and technical
manuals.
2. Reference to applicable tool and testing apparatus numbers.
3. Specific system values for operation or testing.
For the correct component part numbers and ordering information,
refer to the Locomotive Service Parts Catalog applicable to the Unit
being serviced.
1.3 UNITS OF MEASUREMENT

As standard systems of measurement, both Metric and U.S. Units are
periodically used in this Manual. A conversion table, which follows,
can be used to convert from one system to the other.
INTRODUCTION 1-1
1.4 METRIC CONVERSION TABLES
Table 1-1. Metric Conversion
1-2 GT46AC Locomotive Running Maintenance Manual

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1.5 GT46AC IGBT TRACTION INVERTER SAFETY PROCEDURE
1.5.1 INTRODUCTION
With the inception of AC locomotives, the fact that no high voltage
can be present if the engine is not running was changed. This is due to
the large DC Link capacitors required to provide a stable DC voltage
to the inverters which convert it to a variable voltage, variable
frequency AC output voltage to power the AC traction motors.
Capacitors work by storing and releasing electrical energy at a rate
determined by the circuit in which they are connected. While this is
very beneficial from an operational standpoint, it does mean that the
capacitors themselves can remain charged to potentially high voltages,
even when the engine has been shut down. Maintenance personnel
need to be aware of this and take the proper precautions to ensure a
safe working environment. These procedures can not account for
every possible scenario that may be encountered while working with
the electrical systems during the effective service life of this
locomotive. Therefore, in the event work needs to be performed that
deviates from the policies and procedures as specified in this
document, the following four general rules should be utilized:
1. Follow all railroad mandated safety rules and applicable
regulations.
2. Shut the engine down and give the DCL switchgear time to
cycle.
NOTE
If it is deemed necessary to power down the EM2000, verify first
that the turbo lube pump has timed-out and the DCL switchgear is
in the OPEN/SHORTED position. The DCL switchgear cannot
function when the EM2000 is turned off.
3. Visually inspect high voltage connections to phase modules

and other DC Link components to ensure all connections are
secure and tight.
4. Check for the absence of voltage with a high voltage probe.
If there are questions on the four rules outlined above or how the rules
apply to any given situation, please request additional assistance from
qualified personnel before proceeding.
THE LOCOMOTIVE OPERATOR SHALL NOT ACCESS ANY
DEVICES WITHIN THE ELECTRICAL LOCKER, DUE TO
POSSIBLE HIGH VOLTAGE. ACCESS WITHIN THE
ELECTRICAL LOCKER IS LIMITED TO MAINTENANCE
INDIVIDUALS THAT ARE KNOWLEDGEABLE OF THE
DISCHARGE PROCEDURE.
INTRODUCTION 1-3
Specifically, this document will discuss the following:
• The discharge procedure for a IGBT inverter.
• The procedure to remove a IGBT phase module.
• The procedure to manually discharge the DC Link on a IGBT
equipped locomotive.
1.5.2 DISCHARGE PROCEDURE
1.5.2.1 OVERVIEW
The discharge procedure is arranged in such a way as to maximize the
confidence in fully discharging the DC Link. During the course of
shutting down the locomotive, the DC Link is automatically
discharged. This procedure seeks to verify that there are no abnormal
conditions that would not allow for normal DC Link discharge. The
main generator maintains the DC Link only when the diesel engine is
running, the isolation switch is in the run position, and the reverser is
in either the forward or reverse position. At all other times, the DC
Link should either be discharging slowly or discharged completely.
Refer to Figure 1-1, page 1-5 - DC Link Circuit for reference.
It is important to understand the various means the locomotive has to
discharge the DC Link.
1. Any time the engine is shutdown (by Operator or due to fault
conditions) the DC Link crowbars are fired. This shorts the
positive and negative bus bars via a 3-ohm resistor. Discharge
occurs in less than one second.
2. When the locomotive isolation switch is placed in the isolated
position, the brake contactors (“B”s) are energized, which
connects the positive and negative bus bars to the dynamic
brake grid resistors. Discharge occurs in less than one second.
3. The discharge resistors along with the voltage sensor resistors
are permanently hard wired into the DC Link and provide a
continual slow discharge of the DC Link in all modes of
operation. Discharge occurs in 30 minutes.
4. When the reverser is centered, the locomotive is isolated and
the DC Link voltage is less than 50 volts, the EM2000 will
cycle the DC Link switchgear to the open (shorted position).
This opens the connection between the inverters and main
generator and provides a continuous short circuit of the DC
Link capacitors. The switchgear is not designed to short out a
charged DC Link, therefore, the EM2000 will not cycle the
switchgear unless the DC Link voltage is below 50 VDC.
The three parallel discharge networks are separately hard wired and
connected to different points of the DC Link to provide high reliability
in the event of the failure of any two of the discharge systems.

0
Figure 1-1. DC Link Circuit
The crowbar, discharge resistor and the TxDCLV resistor have been
located on one end of the DC Link circuit. The brake contactors, DCL
switchgear and the DCLV resistor have been located on the opposite
end of the DC Link circuit to provide added assurance that the DC
Link is discharged in case of an open circuit or loose connection
anywhere in the DC Link circuit. The discharge resistors have been
located on the same end of the circuit as the crowbar resistor to
provide a permanent discharge path after the crowbar turns off. The
DCL switchgear is shorted and grounded through the Ground Relay
Cutout (GRCO) switch when the DCL is in OPEN (shorted) position.
This ensures discharging and shorting of phase module capacitors. The
DCL switchgear motor has two positions - CLOSED, when the inverter
is connected to the main generator and OPEN, when the inverter is
connected to a short-circuiting bus bar. The contacts of the switch
modules can also be CENTERED, when the inverter is neither
connected to the main generator or to the short circuiting bus bar. The
CENTERED position is used when an inverter is cutout and can only be
achieved by energizing the cutout coil of the specific DCL switch
module and cycling the DCL switchgear motor through at least one
cycle. Figure 1-1 shows the DCL switchgear in the Open (Shorted)
position, which is the normal position of the switchgear when the engine
is shutdown regardless of cutout status. The Ground Relay Cutout
(GRCO) switch provides a ground reference on the DC Link.
Even with the multiple redundant discharge circuits, the possibility of
all discharge methods failing cannot be totally ruled out. In addition,
all electrical connections between the DC Link capacitors and at least
one of the discharge devices must be complete to ensure discharge.
INTRODUCTION 1-5
To further protect the personnel that will be working on the
locomotive, this Discharge Procedure should be run whenever
maintenance work is going to be done on or near any part of the DC
Link circuit. That is:
• Traction Alternator / Main Generator
• Traction Rectifiers
• Phase Modules
• Brake Grids and “B” Contactors
• Crowbar Resistor and Thyristor
• Traction Motors and Cabling
• DCL Switchgear
• Associated Cabling and Bus Bars
1.5.2.2 STEP BY STEP EXPLANATION

If all connections are secure and all the contactors are working
properly, the possibility of high voltage on the DC Link when the
engine is shut down and the locomotive is isolated is extremely
remote. Due to monitoring limitations, it is not possible to verify
remotely that every single part of the DC Link is discharged. As
discussed earlier, if the connections from the DC Link circuit to the
phase module capacitors are not secure, it cannot be confirmed that
they are discharged. Regardless of whatever other safety measures are
taken, EMD recommends always using a high voltage probe to verify
that the DC Link is discharged whenever working in or around any
part of the DC Link circuit. It is also recommended to visually inspect
the high power connections to the phase modules. The following steps,
which correlate to the numbered boxes in Figure 1-2, page 1-12 -
Discharge Procedure Flow Chart, will outline a discharge procedure
that takes into account some possible problems that may be present in
the system.

0
Flow Chart Flow Chart Reference Information

Box Number
1 Start the Diesel Engine (if not running)
The engine must be running to charge the DC Link during the DCL Shorting Self
Test. This test is run to verify proper operation of the automatic discharge systems
as well as the multiple DCL voltage sensors. If other locomotive faults or reports
indicate the engine should not be started, no attempt should be made to start the
engine.
Proceed to Box 2.
2 Is the Engine Running?
No – Proceed to Box 9.
Yes – Proceed to Box 3.
3 Both trucks must be cut-in to perform the DCL Shorting Self Test. To determine if
both trucks are enabled for traction, go to the “Traction Cutout” screen within the
Locomotive Display
Are Both Trucks enabled for traction (Cut-In)?
4 If other locomotive faults or reports indicate that a truck should not be enabled for
traction, no attempt should be made to enable the failed truck.
Can both Trucks be Cut-In?
5 Cut-In both Trucks.
To cut in a truck, isolate the locomotive first. Then go to the “Traction Cutout”
screen within the locomotive display, select the truck that is disabled and press the
“enable” button.
Proceed to Box 6.
6 Run the DCL Shorting Self Test, which is accessed through the EM2000 Display
Self Test Menu.
This test confirms the integrity of a large portion of both DC Link circuits by
verifying that the two voltage sensors (DCLnV & TnDCLV) located at each end of
each DC Link circuit can see the DC Link charge and discharge uniformly. The
selftest will charge and discharge the two DC Links simultaneously, then ask the
operator to isolate the locomotive. Once the locomotive is isolated, the test will
verify that the cutout circuits of the DC Link switchgear are working properly and
leave the Switchgear in the Open (Shorted Position). If the test confirms the DC
Links charge & discharge, the cutouts are okay, and the switchgear is in the Open
Position, the test will pass.
Proceed to Box 7.
INTRODUCTION 1-7
7 Did the DCL Shorting Self Test Pass?
8 Shutdown the Diesel Engine by using an EFCO (Emergency Fuel Cut Off) button
Proceed to Box 9.
9 If one of the following conditions exists, the Discharge Procedure for a Non-
Running Engine must be followed to verify the DC Link has been discharged.
1. Engine cannot be Started.
2. One or more trucks cannot be enabled for traction (Cut-In).
3. DCL Shorting Self Test does not Pass.
Proceed to Box 10.
10 Isolate the Locomotive, Lockout the EFCO Switch, and Confirm the GRCO Switch
is closed (Switch Up).
By placing the Isolation Switch in the Isolated position and locking the EFCO
Switch on the Engine Control Panel in the “Depressed” position you are preventing
the starting of the diesel engine, which could result in the generator charging the DC
Link.
The Ground Relay Cutout (GRCO) switch must be closed (Switch up) position to
ensure there is a ground reference on the DC Link. This ground reference is required
when using a High Voltage Probe to measure for any residual voltage.
Proceed to Box 11.
11 The EM2000 Computer and Display can be used to view the same data displayed
during the DCL Shorting Test even if the Engine cannot be started, an Inverter
cannot be Cut-In, or the DCL Shorting Self Test fails. The DC Link Status data
meter can be used to confirm the various High Voltage DC Link components have
reacted correctly to the shutdown of the diesel engine and Isolation of the
locomotive.
Are the Locomotive EM2000 Computer and Display On?
12 If the EM2000 Computer and/or Display are off, it needs to be determined if they
were turned off to save the battery or if there is a problem that inhibits one or the
other from being turned on. Certain failure conditions may make it impossible or
inadvisable to turn on either the EM2000 or display. If, for any reason, they cannot
be turned on, no verification can be made through the locomotive sensors and
inputs. Manual methods must be followed to verify that voltage is not present on the
DC Link.
Can the EM2000 Computer and Display be Turned On?
13 Turn on the EM2000 Computer and Display
Proceed to Box 14.

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14 Open the DC Link Status Data Meter.

The DC Link Status meter will display the following signals and values as explained
below the table:
DCL1V 8 T1DCLV 13 TI1CO< OFF

DCL2V 9 T2DCLV 12 TI2CO< OFF
DCCl< OFF DCOp< ON Isolate< ON
EngRPM 0 B1< ON
NoEFCO< OFF B2< ON
• DCL1V and DCL2V indicate what the DC Link voltage on the Generator side
of the DCL switchgear. These values should be below 20 V.
• T1DCLV and T2DCLV indicate the DC Link voltages on the Inverter side of
the DCL Switchgear as measured across the crowbar thyristor. These values should
be below 20 V.
• TI1CO and TI2CO indicate if the respective Inverter/Truck is cutout. OFF
indicates the Inverter/Truck is “Cut In” and ON indicates the Inverter/Truck is “Cut
Out”. A serious locomotive problem exists if one of these values is “ON” when the
Engine is Shutdown and/or the Isolation Switch is in the Isolated position.
• DCCl< indicates the position of the DC Link switchgear. The swtichgear is in
the closed (operating) position when the value displayed is “ON”.
• DCOp< indicates the position of the DC Link switchgear. The switchgear is in
the open (shorted) position when the value displayed is “ON”.
• Isolat< indicates the Isolation Switch is in the “ISOLATED” position when the
value displayed is “ON”. The Brake Contactors (B1 – B2) are hardwired to this
switch and should be energized whenever the switch is in the Isolated position.
• EngRPM indicates the speed the engine is rotating at as determined by
EM2000. The engine should be shut down, and a value of 0 displayed.
• NoEFCO< indicates status if the EFCO (Emergency Fuel Cutoff) circuit. If the
value displayed is “ON”, none of the EFCO switches are depressed. The EFCO
button on the Engine Control Panel should be locked in the pressed position at this
time and the value displayed “OFF”.
• B1<, B2<. B3< and B4< indicate the status of the Brake Contactors. The
Isolation Switch should be in the “ISOLATED” position at this time and the value
displayed for all four contactors should therefore be “ON”.
If the DCL switchgear is in the shorted position (DCOp< = ON) and the brake
contactors are closed (Bn< = ON), the voltage feedback values displayed should be
less than 20 volts. This assumes the DIO feedbacks are correct and there are no
broken connections within the contactors. Although a feedback fault is remote, it is
not impossible, which means high voltage could be present on the DC Link. A high
voltage probe, EMD P/N 40054122, should be used to confirm DC Link voltage
levels.
Proceed to Box 15.
INTRODUCTION 1-9
15 The maximum error, which should exist due to the sensor tolerances, is twenty
volts. Values below 20 V indicate minimal voltage is present on the DC Link. If any
value is greater than 20 V, something is wrong and potentially dangerous voltage
levels may be present on the DC Link.
Are all voltages on the display below 20 V?
16 The Cabling, Hardware, and/or I/O Faults must be addressed before this Discharge
Procedure is considered complete.
Since all voltage values displayed (Ref, Boxes 14/15) are not below 20 V, manual
methods must be followed to verify that potentially dangerous voltages are not
present on the DC Link. There are several possible reasons to explain why the
voltage level is above 20 V. The most probable cause, though, is a failed sensor or
component in the sensor feedback circuit. The other possibilities require multiple
failures to occur simultaneously.
Proceed to Box 17.
17 Before proceeding, wait 60 minutes from engine shutdown, to allow the Discharge
Resistors to dissipate whatever voltage may be on the DC Link.
Waiting 60 minutes will allow any real voltage on the DC Link to discharge through
the discharge resistors. This assumes that there are no open circuits between the
Inverter Phase Modules and the Discharge Resistors.
Proceed to Box 18.
18 Physically verify DC Link Switchgear is in the Open (Shorted) position and
measure the DC Link Voltage at the cables exiting the bottom terminals of the
Switch Modules.
Verifying that the DCL switchgear is in the open position confirms that the positive
and negative bus bars of the Inverter side of the DC Link are shorted together. This
should dissipate any voltage potential on the DC Link and prevent the charging of
the capacitors due to static electricity.
Measuring the voltage will ensure there is no open circuit internal to the Switchgear.
It is critical that the GRCO is closed and the high voltage probe is properly
grounded to give an accurate reading. The resulting measured value will be more
accurate than the locomotive sensors; therefore, the maximum voltage allowed is
reduced to 5 V.
Proceed to Box 19.
19 Are both DCL Switchgear feedbacks in the Open (Shorted) Position and all
measured voltages below 5 V.

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20 Discharge of the DC Link cannot be confirmed, follow Manual Discharge

Procedure!
At this point, if the measured DC Link voltage is not zero, a serious problem exists
on the locomotive. No work should be performed until the "1.5.4 MANUAL
DISCHARGE OF DC LINK," page 1-15 of this document is successfully
completed.
With the engine shutdown, the capacitors internal to the Inverter Phase Modules can
be the only possible source of voltage. Somehow, one of these capacitors has not
been discharged by any of the methods provided on the locomotive. While this
situation is extremely unlikely it is not impossible. The most likely cause for this
situation is an open circuit between the Phase Modules and all the discharge
devices.
Proceed to "1.5.4 MANUAL DISCHARGE OF DC LINK," page 1-15.
21 By verifying that the DCL switchgear is in the open position, we confirm the
positive and negative bus bars of the Inverter side of the DC Link are shorted
together.
Is the DCL Switchgear in the Open (Shorted) position (DCOp<=ON)?
22 Verify that the B Contactors are Energized and the DCL Switchgear are in the Open
(Shorted) position. Measure DC Link Voltages at the DCL Switchgear using a High
Voltage Probe and confirm that the voltages are less than 5 V.
Proceed to Box 24.
23 Shutdown the Engine and Lockout the EFCO Switch. Shutting down the engine and
locking the EFCO Switch on the Engine Control Panel in the “Depressed” position
prevents the diesel engine from starting. This will prevent the generator from
charging the DC Link.
Proceed to Box 24.
24 DC Link Discharge Confirmed
EMD recommends using a high voltage probe to test all potential sources of high
voltage if work is being performed on or near High Voltage equipment and
connections.
USE OF HIGH VOLTAGE PROBE
The high voltage probe, EMD P/N 40054122, is designed for use with the typical
Digital VOM. After connecting the probe to the Voltage Input terminals of the
VOM, the alligator clip must be connected to a ground connection before the tip of
the probe is placed upon the electrical conductor being tested. It should be used on
any cabling and bus bars associated with the components mentioned in the Box
titled High Voltage Electrical.
Proceed to Box 25.
25 End of Discharge Procedure.
INTRODUCTION 1-11
Figure 1-2. Discharge Procedure Flow Chart

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1.5.3 PHASE MODULE DISCHARGE PROCEDURE

The following steps outline the procedure required to verify a phase
module has been discharged and is ready to be physically removed
from the locomotive. They correlate to the numbered boxes in Figure
1-3 - Phase Module Discharge Flow Chart.
1. This procedure should be performed every time a phase module
is going to be removed.
2. Complete the discharge procedure outlined in section
"1.5 GT46AC IGBT TRACTION INVERTER SAFETY
PROCEDURE," page 1-3.
3. Visually inspect the connections to the phase module.
4. If the connections between the phase module and bus bars are
either unstable or broken, skip to section "1.5.4 MANUAL
DISCHARGE OF DC LINK," page 1-15. If the connections are
OK, it is very probable that the phase module capacitor is
completely discharged. The witness marks on the bolts and
lugs are a good indication that the bolts are still properly
torqued. If the witness marks on the bolts don’t align with the
witness marks on the lugs, proceed with heightened caution.
5. Although it is nearly certain that the phase module capacitor is
discharged, a physical double-check is recommended with a
High Voltage probe.
6. If the double-check does not confirm that the capacitor is
discharged, skip to section "1.5.4 MANUAL DISCHARGE
OF DC LINK," page 1-15. If the voltage is below 5 V, it is
confirmed that the phase module capacitor has been completely
discharged.
7. To prevent static electricity from charging the large capacitor,
it is required that a shorting wire be connected to all four power
connections located at the front of the phase module. They are
labelled “P”, “N”, “AC” and “GND.” See Figure 1-4 - Phase
Module and Grounded Capacitor Terminals for details.
8. Section "1.5.4 MANUAL DISCHARGE OF DC LINK," page
1-15, covers how to discharge the phase module capacitors if
all of the locomotive’s means have been exhausted.
INTRODUCTION 1-13
Figure 1-3. Phase Module Discharge Flow Chart

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1.5.4 MANUAL DISCHARGE OF DC LINK

Due to the number of methods that the locomotive has to discharge the
phase module capacitors, the reliability of using bus bars in lieu of
cables, the improved capacitor placement and the improved
component location, it is doubtful that this procedure will ever be
required. However if something out of the ordinary happens, it will
become necessary to discharge the DC Link manually.
How to proceed is greatly influenced by why the DC Link is not
discharged. The key is to avoid creating an arc that could potentially
damage components such as the phase modules. Therefore, we do not
want to simply ground out the DC Link where the break exists,
instead, we want to discharge the DC Link and Capacitors at a
controlled rate. A special tool, EMD P/N 40075115, has been created
for this purpose. Please reference “Discharge Resistor Assembly -
Operating Instructions” for instructions on how to use the tool
properly. This tool can be used once the best discharge scenario is
identified. Discharge should continue until the voltage is under 5 V.
Once all capacitors are determined to be discharged, it is safe to do
any work necessary.
Figure 1-4. Phase Module and Grounded Capacitor Terminals
INTRODUCTION 1-15
1.5.5 TOOLS AND HOW TO USE THEM
A. High Voltage Probe (EMD P/N 40054122)
The high voltage probe can measure voltages out of range for most
multi-meters. The probe has an attenuation of 1000:1, therefore it
is necessary to set the meter up for the 2 VDC range. For example,
if the meter reads 1.5 V, there is actually 1500 V at the point being
measured. The probe must be properly grounded to function
correctly. This requires the Ground Relay CutOut switch to be
closed in order to provide correct ground reference. To verify
proper operation, a known voltage source, like the locomotive
battery, should be measured before making any measurements
where potentially high voltage could exist.
B. Discharge Resistor Assembly (EMD P/N 40075115)
The discharge resistor assembly should be used any time high

voltage (>20 V) is found after the discharge procedure has been
followed. The locomotive has been designed so that this tool
should not be needed, but it is impossible to address every
possibility of failure, and therefore this tool is made available. In
the remote chance that this tool is required, please reference
“Discharge Resistor Assembly - Operating Instructions” provided
with the Discharge Resistor Assembly for the exact details on how
the tool is to be used.
C. Shorting wire
This shorting wire needs to be applied any time a phase module is

not installed on the locomotive. The photos in Figure 1-4 show this
wire properly applied. The bolts will have to be slightly loosened
in order to wrap the wire around all the bolts. The wire should be
bare, solid #14 gauge conductor approximately 2 feet in length.

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1.5.6 GLOSSARY OR TERMS

ABBREVIATIONS
• MPU - Main Processing Unit of the IGBT inverter
• DCL - DC Link
• IPR - Inverter Protection Resistor (Crowbar Resistor)
• SCR - Silicon Controlled Rectifier (Controlled high power switch)
Traction Converter Equipment - The traction converter equipment
is now located in the Electrical Locker directly behind the locomotive
cab, which is accessed through several removable panels; on the right
locomotive walkway - right side, the front of the control cabinet
(which is the rear wall of the cabinet), the rear of the locker (left-hand
side of the locomotive), and the top/rear of the locker.
Traction Alternator / Main Generator - The traction alternator is

responsible for charging the DC Link. It charges the link to a
minimum voltage of around 600 V when the engine is running, the
isolation switch is in run and the reverser is moved to either forward
or reverse.
Dynamic Brake Grids - The brake grids are one of the methods used
to discharge the DCL capacitors. Connection of the DC Link to the
grids is through large contactors. The contactors are controlled by both
the EM2000 and the isolation switch.
IPR / Crowbar Resistor - One IPR is required per inverter. This
resistor is used to quickly discharge the DCL when a fault condition is
present. While the actual discharge rate is similar to the dynamic brake
grids, the SCR that fires the crowbar is triggered by hardware, which
makes the response time much faster.
Electrical Locker - The IGBT inverter is located in an electrical
locker with other high voltage and low voltage equipment. Proper
safety procedures must be followed when accessing the electrical
locker.
Traction Motors - Three traction motors are connected to each
inverter. The phase modules do not gate when the throttle is in IDLE,
therefore, regardless of DC Link voltage, the traction motors have no
voltage in IDLE, unless there is a fault in the inverter.
INTRODUCTION 1-17
1.6 PHASE MODULES
1.6.1 PHASE MODULE REMOVAL PROCEDURE

A roller table service tool is available to assist in the removal of phase
modules. The roller table is available directly from H R Slater Co.,
2050 West 18th Street, Chicago, IL 60608, 312-666-1855, P/N 6542.
1. Isolate and shut down the locomotive to discharge the DC link.
Refer to EMD publication G00025EP for full details of this
important safety process.
2. Remove the two of the corner bolts (9/16 inch socket) securing
the phase module doors and install two 3/8-16, 5 inch long
guide pins. These pins will ensure that the door will not contact
any of the fiber optic connectors during the removal process.
3. Remove the remaining twenty bolts on the phase module door
and carefully remove the door. Note that the door weighs 150
pounds (68 kg).
4. Do not touch the terminals until confirming that the phase
modules are completely discharged. The discharge can be
confirmed by carefully measuring for the presence of voltage at
terminals G, N, AC, and P using a voltmeter and high voltage
probe EMD P/N 40054122. Connect the alligator clip of the
high voltage probe to carbody ground and touch each terminal
with the high voltage probe. All readings should be zero volts.
Figure 1-5. Phase Module Terminals

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5. Disconnect PM-CN connector from left front side of phase

module.
Figure 1-6. PM-CN Connector
6. Disconnect the lower ground cable at terminal G and remove

the bus bars connected to the N, AC, and P terminals (17 mm
socket).
Figure 1-7. Phase Module Electrically Disconnected
7. Remove 2 bolts on front of mounting feet (9/16 inch socket).

8. Remove the 4 bolts attaching the phase modules to the back
panel of the structure (9/16 inch socket).
9. Place phase module roller table on fork lift and tighten bolts to
secure table to forks.
INTRODUCTION 1-19
Figure 1-8. Roller Table on Fork Lift
10. Ensure all wiring is clear of potential interference and position

the roller table at the front of the phase module as shown in
Figure 1-9.
Figure 1-9. Roller Table in Position
11. Slide phase module onto roller table and secure module to table
with the two locking pins as shown in Figure 1-9.

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Figure 1-10. Locking Pin in Locked Position
12. Install M10 x 1.5 threaded lifting eyebolts into phase module to
facilitate lifting with a crane. Note that these are metric
threads.
Figure 1-11. Lifting Eyes Installed (LH side)
13. Reverse the procedure to install the replacement phase module.

Torque the metric bolts on the phase module bus bars to 40.
Nm (30 ft-lbs) and the 3/8 inch bolts (phase module mounting
and bus bars) to 34 Nm (25 ft-lbs.).
INTRODUCTION 1-21
1.7 WELDING AND MEGGER/HI-POTTING PROCEDURE
1.7.1 BACKGROUND
The utilization of electronics on board locomotives has increased
considerably in recent years. Elevated voltage potentials resulting
from megger/hi-potting as well as transients from welding could result
in degradation or damage to sensitive electronic systems.
1.7.2 PURPOSE
Prior to welding and megger-hi-potting, all circuits containing
electronic components must be protected by disconnection and/or
jumpering. This document defines the steps to “disarm” electronic
systems prior to both welding and megger/hi-potting.
This document provides a list of preparations organized by locomotive
zone for all welding and megger/hi-pot operations. Each preparation is
assigned a number and is grouped with other preparations by the zone
in which it resides.
The preparations for a given action, level of assembly, individual
wiring state, and module interconnection state are defined in "1.7.3.1
COMPLETE LIST OF DISARMING PREPARATIONS FOR THE
GT46AC," page 1-23.
1.7.3 GENERAL COMMENTS & RECOMMENDED PRACTICE

The most thorough way of protecting all of the electronic systems is to
strictly follow ALL steps and procedures listed in this document for
the given activity. Dependant on the action, level of assembly,
individual module wiring state, and module interconnection state, the
preparations may be modified using sound engineering judgment and
by following the appropriate welding practices.
When performing any welding operation on the locomotive it is
essential that the instructions for the isolation of sensitive electronic
equipment be closely observed. Although these precautions will
minimize equipment risk, all circuits may potentially be exposed to
high frequency AC circulating currents and/or unexpected DC current
paths. It is imperative that all welding operations are performed in a
manner to reduce these circulating currents. Use good judgment as to
the placement of the grounding cable, making sure that a solid ground
is attached to the locomotive underframe as close as possible to the
weld being performed. This will reduce the possibility of “stray”
voltages damaging electronic equipment. It is further recommended
that only DC welding equipment is used on microprocessor-controlled
locomotives. This will eliminate the possibility of damage caused by
high frequency AC currents.
"1.7.3.1.1 GENERAL PREPARATIONS (Required for ANY
operation)," page 1-23, must be used as the minimum level of
preparations to be observed prior to any and all operations.

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1.7.3.1 COMPLETE LIST OF DISARMING PREPARATIONS FOR THE

GT46AC
1.7.3.1.1 GENERAL PREPARATIONS (Required for ANY operation)
1. Insure that DCL Switchgear is in SHORTING position (arrow
points to position #2 and Switchgear contacts point forward). If
DCL Switchgear is in position #1, refer to the discharge
procedure, "1.5 GT46AC IGBT TRACTION INVERTER
SAFETY PROCEDURE," page 1-3, before manually placing
the Switchgear in position #2.
2. Insure power to all electronic systems is shut off.
3. Battery Knife Switch:
a. Open Battery Knife Switch prior to Welding.
b. Close Battery Knife Switch prior to Megger/Hi-Potting.
4. Insure that all fuses are in place, and that covers are on
electrical devices when applicable.
5. Perform all applicable pre-procedure, safety, and visual checks
prior to following this procedure.
6. Any electronic equipment that is either order specific or not
covered by this instruction shall be isolated by disconnecting
all power and signal plugs.
7. Circuit Breakers:
a. Open all circuit breakers in Cab and Electrical Locker prior to
Welding.
b. Close all circuit breakers except where noted prior to
Megger/Hi-Potting.
1.7.3.1.2 ELECTRICAL LOCKER

1. Battery:
a. Disconnect BTP1 and BTN1 from locomotive batteries (if
batteries are applied).
b. Jumper BTP1 and BTN1 cables together.
2. EM2000:
a. Open COMP CONT CB.
b. Disconnect all plugs from rear of EM2000 chassis.
c. Observing anti-static procedures (2), back out modules such
that they are a minimum of 2 inches from their receptacles, if
equipped. Refer to Apparatus Instruction 2375 “Static Control
for Electronic Components”.
INTRODUCTION 1-23
3. Computer Power Chassis:
a. Disconnect all plugs from rear of Computer Power Chassis.
b. Observing anti-static procedures, back out modules such that
they are a minimum of 2 inches from their receptacles, if
equipped.
4. Panel Mount Modules:
a. Observing anti-static procedures, disconnect Panel Mounted
Modules (ASC1 & VAM, and TLF).
5. Phase Modules:
a. Disconnect Hybrid Interface Plugs to each phase module prior
to Megger/Hi-Potting. Install dust caps (part numbers
40124272 and 40124273) to both the phase module hybrid
receptacle and the cable assembly hybrid plug.
b. (Locker Equipping only) Jumper the Positive (P), Negative (N),
Ground (G), and AC (AC) terminals together at each Phase
Module prior to weld. Using a DMM, measure resistance between
terminals (P, N, G, and AC) to all Phase Modules. Troubleshoot
wiring and/or setup if resistance reading is greater than 1 ohm.
c. Jumper the Positive (P), Negative (N), and AC (AC) Terminals
together at each Phase Module prior to Megger/Hi-Potting.
Using a DMM, measure resistance between terminals P, N,
and AC to all Phase Modules. Troubleshoot wiring and/or
setup if resistance reading is greater than 1 ohm.
6. Traction Inverter Voltage Sensors:
a. Disconnect GPX from VDCL1 (HT+) and GN41 from
VDCL1 (HT-). Short the leads together, and isolate from
carbody.
b. Disconnect GPY from VDCL2 (HT+) and GN20/21 from
carbody.
7. Phase Module Current Sensors:
a. Disconnect plugs to all Phase Module current sensors
(PMU1&2, PMV1&2, PMW1&2).
8. IGBT Power Supplies #1 & #2:
a. (Locker Equipping only) Disconnect the 74VDC ring
terminals (IGBAP2, IGBAN2, IGBBP2 & IGBBN2) and
isolate from carbody.
b. (Final Assembly & Test only) Disconnect Plug 3323A at the
Resistor Panel.

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9. Inverter Interface Module:

a. Disconnect power plug (PS1).
b. Disconnect signal plugs (CN1, CN2, CN3, CN4, CN5, &
CN6). DO NOT disconnect the 26 “ST” type fiber optic cable
connectors.
10. OVCRF 1 & 2:
a. Disconnect the hybrid connectors.
b. Disconnect SCBP1 from VDCL3 (HT+) and SCBN1 from
carbody.
c. Disconnect SCBP2 from VDCL4 (HT+) and SCBN2 from
carbody.
11. GR Capacitor:
a. Remove wires GRDSC1 & GRDSC2 from terminal G at
capacitor.
b. Jumper ring terminals C & G at capacitor.
12. Discharge Resistors #1 & #2:
a. Jumper terminals P to N of Discharge Resistors #1 and #2.
13. Ground Relay Circuit:
a. Open GRCO switch.
b. Disconnect CR GR1 - (Blk) wire GRE1.
c. Disconnect CR GR2 - (Blk) wire GRB5.
d. Disconnect CR GR3 - (Red) wire GRE91.
e. Jumper right side of RE VDCL1 (GP10 & GP11) to wires
GN20 and GN21.
f. Jumper RE GR5-B/R, RE GR6-C/R, RE GR3-A/R, RE GR8-
B/R wires GRE1, GRB5, GRE8, and GRE91.
g. Jumper RE GR1-A/L, RE GR1-B/L, RE GR1-C/L, RE GR2-
A/R, RE GR2-B/R,RE GR2-C/R, wires GPY, GN21, GPX,
GN41.
h. Disconnect wire 025 at CA GRX7-R.
INTRODUCTION 1-25
14. Auxiliary Power Converter (APC):
a. Disconnect signal cables (P1 & P2).
b. Jumper terminals A (APA), B (APB), C (APC), POS (APPA),
and NEG (APNA) at APC Phase Controller unit.
c. Jumper terminals BN (BN70), BP (BP1,70), CAP (ALP1),
BCP (BCP80,81) at APC Diode Assembly. Using a DMM,
measure resistance from POS to NEG terminals at APC
DIODE ASSEMBLY. Troubleshoot wiring and/or setup if
reading is greater that 1 ohm.
15. Chopper:
a. Disconnect all signal cables at Chopper Control Module
(CCM1 & CCM2).
b. Jumper AC1, AC2, AC3, +DC, and –DC at Chopper Power
Module. Using a DMM, measure resistance between all
combinations of the above terminals. Troubleshoot wiring
and/or setup if reading is greater than 1 ohm.
16. Traction Rectifier:
a. Jumper the A, B, C, (+), and (-) terminals of TRACTION
RECTIFIERS #1 & #2.
b. Jumper the (+) terminals to TRACTION RECTIFIERS #1 &
#2. Using a DMM, measure resistance between all
combinations of terminals +, -, A, B, and C. Troubleshoot
wiring and/or setup if reading is greater than 1 ohm.
17. EMDEC:
a. Disconnect PI & PO Plugs at EMDEC POWER SUPPLY.
b. Disconnect all cables to Sender & Receiver units.
c. Disconnect P and E2 cables at EFI Unit.
18. Contactors and DCL Switchgear:
a. Jumper B1 (BB1 to GP3), B2 (BR1 to GN3), B3 (BB2 to
GP4), and B4 (BR2 to GN4) contactors (to insure capacitors
will discharge). Using a DMM, verify the above connections
using a DMM. Troubleshoot wiring and/or setup if resistance
reading is greater than 1 ohm.
b. Jumper contacts 4 & 5 of DCL123/L1 and DCL456/R1. Verify
the above connections using a DMM. Troubleshoot wiring
and/or setup if resistance reading is greater than 1 ohm.

0
19. AC Spotter (if equipped):

a. Place DCL Switchgear, DCL456/R2, in the cutout position. If
this is not possible then disconnect wire LSC9 at terminal 5 of
DCL456/R2 and wire BN1 at terminal 2 of DCL456/R2.
b. Jumper terminals A (LSB5), AK, and K (LSC9) to ground
prior to welding.
c. Jumper terminals A (LSB5), AK, and K (LSC9) prior to
Megger / Hi-Potting.
20. Fuel Pump:
a. Open FUEL PUMP circuit breaker.
21. Turbo Lube Pump Motor:
a. Open TURBO circuit breaker.
22. Sensors:
a. Disconnect TMBL1 A, TMBL2 A, LDBBL A, GENBL A,
and GFS.
1.7.3.1.3 CAB
1. Cab Electronics:
a. Open CAB/DISP COMP circuit breaker.
b. Open CAB SIGNAL circuit breaker.
c. Open RADIO/INT circuit breaker.
d. Open HTD WINDOWS circuit breaker.
e. Open WATER COOLER circuit breaker.
f. Open CAB DISPLAY COMPUTER circuit breaker.
g. Remove FIRE computer from the console, if equipped.
h. Disconnect all signal (J1~7, & J12) cables from rear of FIRE
computers.
i. Disconnect Modem1, (J10), Modem2, (J9), and Modem3
(J13) cables at rear of FIRE Units.
j. Disconnect GPS (J8) and WLAN (J11) at rear of FIRE units.
k. Disconnect all wires to the Ethernet switch (ACT/LINK), if
equipped.
l. Disconnect all wires to the PCMCIA card.
m. Disconnect all connections to the Train Control Box.
INTRODUCTION 1-27
n. Disconnect all connections at the FIRE power supply (J1, J2,
J3, J4, & J6), if equipped.
o. Disconnect Remote Speed Indicator (P3).
p. Disconnect LCR (Ultra Relay Box) at front of module and
back out modules such that they are a minimum of 2 inches
from their receptacles, if equipped.
q. Disconnect signal cable (P1) and EOT antenna (J1) at End of
Train device, if equipped.
r. Disconnect signal cable (P5) and antenna cable at front of IPM
module, if equipped.
s. Disconnect signal cable (J3) and LOCO A & B antenna cables
(J1 & J2) at Distributive Power Radio Module, if equipped.
t. Disconnect Crashworthy Memory Module (P2), if equipped.
u. Disconnect power, antenna, and handset cables from rear of
Voice Radio, if equipped.
v. Disconnect all power (POWER), signal (PORT 2), and MCP
Antenna (RF) cables at Mobile Communication Package.
w. Disconnect all power cables (INPUT & OUTPUT) at 12 VDC
Converter.
x. Disconnect all power (INPUT POWER), signal (TERMINAL,
PORT 7, & E-NET1), and antenna (PORT 5) cables from
Advanced Railway Computer.
y. Disconnect all signal cables (ARC) from Remote Interface
Unit.
z. Disconnect all power cables (POWER IN), signal cables
(ETHERNET 0 & 1), and antenna (WLAN2) cables at Mobile
Access Router.
2. Air Brake Handle:
a. Disconnect POU cable (J1) & RAILCAN cable (J2) at
Operator Handles.
3. Fresh Air Makeup:
a. Open FRESH AIR M/U circuit breaker.
4. HVAC:
a. Disconnect all plugs to Roof Mounted Heater/Air Conditioner.

0
1.7.3.1.4 UNDERFRAME
1. Air Brake Rack (Pneumatic Operating Unit):
a. Disconnect and isolate from carbody System Interconnection
cables BC (J1), BP (J2), & IARP (J3).
b. Disconnect and isolate from carbody Locomotive Interface
cables, Handle (J4), & Loco I/O (J5).
NOTE
The sequence for the previous two steps must be adhered to.
Reconnect brake rack plugs in reverse order when complete. Refer to
Apparatus Instruction 2583, “Electrostatic Discharge: Instructions
and Precautions For Handling and Welding NGB Electronic
Equipment” when welding in vicinity of brake rack.
2. Radar:
a. Disconnect the electrical connector at Radar Transceiver.
3. Companion Alternator:
a. Jumper CA1, CA2, CA3 leads together. Verify the above
connections using a DMM. Troubleshoot wiring and/or setup
of resistance reading is less than 1 ohm.
1.7.3.1.5 LONG HOOD

1. Sensors:
a. Disconnect TPU, TPU_RPM, EPU_RPM, SR_PRESS,
MR_PRES in the long hood.
b. Disconnect GBWA current sensor. Short circuit pins on the
device itself.
c. Disconnect all traction motor speed pickups.
2. Electronic Fuel Gauge:
a. Open AUX ELEC circuit breaker.
b. Disconnect Left & Right Electronic Fuel Gauges.
c. Disconnect all plugs to Fuel Gauge Control Box.
INTRODUCTION 1-29
1.7.3.1.6 RESTORATION
1. Remove all jumpers and restore all disconnects after
completion of Welding and Megger/Hi-Potting.
1.7.3.2 APPLICATION OF SPECIFIC PREPARATIONS FOR THE GT46AC

"Table 1-2. Application of Welding and Megger/Hi-Pot Preparations
for the GT46AC," page 1-31 was constructed to illustrate the
conditions under which each of the preparations apply. Each row is
numbered corresponding to the preparation described in the
“Complete List of Disarming Preparations” section. Each column
defines the action (welding or megger/hi-pot), assembly level (module
or system), individual module wiring state (unqualified or qualified),
and module interconnections state (unqualified, qualified, or not
applicable). The term “module” is defined as the Electrical Locker,
Cab, Underframe, or Long Hood on its own. The term “system” is
defined as when multiple modules coexist together. The term
“unqualified” is defined as wiring that has not passed testing and/or
inspection and is, therefore, in an unknown state. The term “qualified”
is defined as wiring that has passed testing and inspection and,
therefore, is in a known state. Please note the term “not applicable” is
used to describe module interconnections at the module level because
they do not yet exist, and apply only at the system level. The letter ‘X’
indicates the preparation number is applicable and recommended for a
given action, assembly level, module wiring state, and module
interconnections state. The steps listed in section "1.7.3.1.1
GENERAL PREPARATIONS (Required for ANY operation)," page 1-
23 are mandatory steps whenever any operation is performed.
The most thorough way to disarm and protect the electronics is to
follow ALL steps in the List of Preparations.

0
X - Indicates a preparation is applicable

Table 1-2. Application of Welding and Megger/Hi-Pot Preparations for the
GT46AC
Megger/ Megger/
Action Welding Welding Welding
Hi-Pot Hi-Pot
Assembly
Module Module System System System
Level
Individual
Module Not Qualified Not Qualified Qualified Qualified Qualified
Wiring
Module Inter- Not Not Not Not
Qualified
connections Applicable Applicable Qualified Qualified
1.7.3.1.1 GENERAL PREPARATIONS (Required for ANY operation)
1 X X X X X
2 X X X X X
3 Battery Knife Switch
a X X X
b X X
4 X X X X X
5 X X X X X
6 X X X X X
7 Circuit Breakers
a X X X
b X X
1.7.3.1.2 ELECTRICAL LOCKER
1 Battery
a X X
b X X
2 EM2000
a X X
b X X X X X
c X X X
3 Computer Power Chassis
a X X X X X
b X X X
4 Panel Mounted Modules
a X X X
5 Phase Modules
a X X
b X
c X X
INTRODUCTION 1-31
GT46AC - Continued
Megger/ Megger/
Hi-Pot Hi-Pot
Assembly
Level
Individual
Wiring
Qualified
6 Traction Inverter Voltage Sensors
a X X X X
b X X X X
7 Phase Module Current Sensors
a X X X X
8 IGBT Power Supplies #1 & #2
a X X
b X X X
9 Inverter Interface Module
a X X X X X
b X X X X X
10 OVCRF 1 & 2
a X X X X
b X X X X
c X X X X
11 GR Capacitor
a X X X X X
b X X X X X
12 Discharge Resistors #1 & #2
a X X X X X
13 Ground Relay Circuit
a X X X
b X X X X
c X X X X
d X X X X
e X X X X X
f X X X X
g X X X X
h X X X X
14 Auxiliary Power Converter (APC)
a X X X X X

0

GT46AC - Continued
Megger/ Megger/
Hi-Pot Hi-Pot
Assembly
Level
Individual
Wiring
Qualified
b X X X X X
c X X X X X
15 Chopper
a X X X X X
b X X X X X
16 Traction Rectifier
a X X X X
b X X X X
17 EMDEC
a X X X X X
b X X X X X
c X X X X X
18 B Contactor and DCL Switchgear
a X X
b X X
19 AC Spotter
a X X X X X
b X X X
c X X
20 Fuel Pump
a X
21 Turbo Lube Pump Motor
a X
22 Sensors
a X X X X X
1.7.3.1.3 CAB
1 Cab Electronics
a X X
b X X
c X X
d X X
INTRODUCTION 1-33
GT46AC - Continued
Megger/ Megger/
Hi-Pot Hi-Pot
Assembly
Level
Individual
Wiring
Qualified
e X X
f X X
g X X X X X
h X X X X X
i X X X X X
j X X X X X
k X X X X X
l X X X X X
m X X X X X
n X X X X X
o X X X X X
p X X X X X
q X X X X X
r X X X X X
s X X X X X
t X X X X X
u X X X X X
v X X X X X
w X X X X X
x X X X X X
y X X X X X
z X X X X X
2 Air Brake Handle
a X X X X X
3 Fresh Air Make-Up
a X X X
1.7.3.1.4 UNDERFRAME
1 Air Brake Rack (Pneumatic Operating Unit)
a X X X X X
b X X X X X

0

GT46AC - Continued
Megger/ Megger/
Hi-Pot Hi-Pot
Assembly
Level
Individual
Wiring
Qualified
2 Radar
X X X X X
3 Companion Alternator
a X X X X X
4 HVAC
a X X X X X
1.7.3.1.5 LONG HOOD
1 Sensors
a X X X X X
b X X X X X
c X X X X X
2 Electronic Fuel Gauge
a X
b X X X X X
c X X X X X
1.7.3.1.6 RESTORATION
1 X X X X X
INTRODUCTION 1-35
0
SECTION 2. GENERAL DATA
CONTENTS OF SECTION
2.1 GT46AC LOCOMOTIVE - GENERAL DESCRIPTION .............................................................2-3
2.2 SAFETY PRECAUTIONS FOR GT46AC LOCOMOTIVES ......................................................2-3
2.3 LOCOMOTIVE DATA................................................................................................................2-6
2.3.1 SPECIFICATIONS...............................................................................................................2-6
2.3.2 16-710G3C-ES ENGINE DATA SPECIFICATIONS............................................................2-8
2.3.3 WEIGHTS ............................................................................................................................2-9
2.3.4 TORQUE VALUES ...........................................................................................................2-11
2.3.5 EXTERNALLY THREADED FASTENERS ........................................................................2-15
2.3.6 TABLE OF ACRONYMS ...................................................................................................2-15
GENERAL DATA 2-1

0
2.1 GT46AC LOCOMOTIVE - GENERAL DESCRIPTION

The GT46AC locomotive, which is illustrated in Figures 2-1, 2-2, and
2-3, is a diesel-electric locomotive intended for freight service. The
locomotive is equipped with a turbocharged 16-cylinder diesel engine
that develops a nominal 3207 kW (4300 horsepower), at 950 RPM.
The locomotive is arranged so that the cab end is considered the front
(or forward), although the unit can be operated in either direction.
While each locomotive is an independent power source, several may
be combined in Multiple-Unit operation to increase load capacity. To
allow all locomotives to be simultaneously controlled from the lead
unit, the operating controls on each unit are jumpered or “trainlined”.
2.2 SAFETY PRECAUTIONS FOR GT46AC LOCOMOTIVES

The following is intended to create a safe environment in which
maintenance and repair work can be accomplished on the locomotive.
This guideline can not account for every possible scenario that will be
encountered in working with the electrical systems during the
effective service life of this locomotive. Therefore, in the event that
work to be performed deviates from the policies and procedures as
specified in this document, the following four general safety rules
should be used:
1. Switch off the power source.
2. Prevent re-closing of switches.
3. Check absence of voltage.
4. Protect adjacent live parts by covers or barriers.
If there are questions on the four rules outlined above or how the rules
apply to any given situation, please request additional assistance from
qualified personnel before proceeding.
WARNING
The GT46AC locomotive is equipped with the Automatic Engine
Start/Stop System (AESS). When the AESS is properly set up
(locomotive not in active service, etc.), it automatically stops the
diesel engine in order to save diesel fuel and to reduce noise and
emissions.
Always DISABLE the AESS before performing any work on the
diesel engine or on related electrical and mechanical equipment.
To disable the AESS, press the EMERGENCY FUEL CUT OFF
& ENGINE STOP push-button and, if required by railroad rules,
lock it down.
Failure to disable the a may result in unexpected engine start-up
or shutdown with risk of personnel injury or death.
GENERAL DATA 2-3

Figure 2-1. GT46AC Locomotive General Arrangement

0
F84071_Index (from ops)
Figure 2-2. GT46AC Locomotive General Arrangement
GENERAL DATA 2-5

2.3 LOCOMOTIVE DATA
2.3.1 SPECIFICATIONS
Model Designation ................................................................ GT46AC
Locomotive Type................................................................(C-C) 0660
Maximum Speed...................................................... 75 km/h (47 mph)
Overspeed Setting ................................................... 65 km/h (41 mph)
Warning Speed ........................................................ 61 km/h (38 mph)
Traction HP ........................................................... 3207 kW (4300 hp)
Tractive Effort - Starting ..................................... 540 kN (121397 lbf)
Tractive Effort - Continuous .................... 425 kN @ speeds 24.1 km/h
(95544 lbf @ speeds 15 mph)
Peak Dynamic Brake Effort

(3100 kW DC link grid kW)* ............................... 270 kN (60698 lbf)
*Performance shown for half worn (1054 mm diameter) wheels
Traction Alternator (Includes Rectifier)......................... TA17-6TBEB

Companion Alternator: ...............................................................CA9E
2.3.1.1 TRACTION MOTORS

Model: ...................................................................................... A2909
Quantity: .......................................................................................... 6
Type: .......................................................................... Three Phase AC
2.3.1.2 TRUCKS
Model: .......................................................................................... GFC
Gear Ratio: ................................................................................ 96:15
2.3.1.2.1 Wheels
Quantity: ........................................................ 3 Wheel Sets per Truck
Diameter, Unworn: ......................................................1092 mm (43")
2.3.1.2.2 Brake Rigging

Type: ...................................................... 355.6 mm (14") Single Shoe
Shoe Material: ....................................................................Composite
Cylinder Quantity: ............................................................. 4 per truck
2.3.1.3 COMPRESSED AIR SYSTEM

Air Brake
Control Systems: ........................................................... NYAB CCBII
Microprocessor Controlled Airbrake

0
2.3.1.3.1 Air Compressor

Model: ....................................................................................... WLN
Type: ................................................................ Two Stage, 3 Cylinder
Coolant: ......................................................................Engine Coolant
Displacement at 904 RPM: ............ 7.19 cubic meters/min (254 CFM)
Load: ....................................................................896 kPa (130 PSIG)
Unload: .................................................................965 kPa (140 PSIG)
2.3.1.4 LOCOMOTIVE STORAGE BATTERIES

Model: ................................................................... SAFT SRX 1900 P
Quantity:.................................................................................10 Units
Cells per unit ..................................................................................... 5
Capacity...............................................................190 C5 Ampere hour
2.3.1.5 SUPPLIES/CAPACITIES
Lube Oil System Capacity: ...........................832 liters (219.8 gallons)
Cooling System Capacity:........................... 1229 liters (324.7 gallons)
Sand Capacity:....................................................... 283 liters (10 cu.ft)
Fuel Capacity (usable): ...............................6000 liters (1584 US Gal)
Maximum Axle Load ............. 21.5 metric tonne (47399 lbs) +/- 4.5%
2.3.1.6 NOMINAL DIMENSIONS

Length, pulling face of Coupler
to Truck Center of Rotation .................................... 4197 mm (13.78’)
Distance between Truck Rotation Centers.............. 13469 mm (44.22’)
Truck - Basic Rigid, wheel base...............................3870 mm (12.71’)
Length over coupler pulling faces .......................... 21863 mm (71.78’)
Width over cab body (mirrors extended) ..................3081 mm (10.12’)
Height, above top of rails (with 1092 mm (43")
New Wheels), over Air Conditioner/Antennas ........ 4200 mm (13.79’)
Track gauge - Meter Gage..........................................1000 mm (3.28’)
Diameter Wheels,New ................................................. 1092 mm (43")
Worn ........................................... 1016 mm (40.03")
Coupler Height ............... 810 mm (31.91") + 00 mm/- 20 mm (0.79")
GENERAL DATA 2-7

2.3.1.7 LOCOMOTIVE MINIMUM AND MAXIMUM SPEEDS
Minimum/maximum speed information below is based on half-worn
original equipment, 1054 mm (41.5") diameter wheels, 96:15 motor-
to-wheel gear ratio.
• Minimum Continuous: ....................................... 11.4 km/h (7 MPH)
• Maximum (Based on locomotive overspeed setting):..... 65 km/h (41 mph)
2.3.1.8 GT46AC SERIES MINIMUM CURVE NEGOTIATION CAPABILITY

w/ GFC BOLSTERLESS (SELF-STEERING) TRUCK
Single Unit: .................................................................... 80 m (262 ft)
Two Units, Coupled: .......................................................96 m (315 ft)
2.3.2 16-710G3C-ES ENGINE DATA SPECIFICATIONS

Model .......................................................................... 16-710G3C-ES
Type ...............................................................................Turbocharged
Numbers of Cylinders...................................................................... 16
Operating Principle ...................................................... 2 Stroke Cycle
Rotation (Facing Flywheel End) .............................. Counterclockwise
Bore ................................................................... 230.19 mm (9-1/16")
Stroke ..........................................................................279.4 mm (11")
Angle between banks...................................................................... 45°
Displacement per cyl. ..................................... 11 635 cm³ (710 cu. in.)
Firing order ............... 1, 8, 9, 16, 3, 6, 11, 14, 4, 5, 12, 13, 2, 7,10, 15
Exhaust valves (per cycle) ................................................................. 4
Main bearings ................................................................................. 10
Electronic engine control (EMD)............................................ EMDEC
Scavenging ............................................................................. Uniflow
Type of scavenging blower ...................................... Turbo-Centrifugal
Cooling system .................................................................. Pressurized
Water pump(s) ....................................................................Centrifugal
Lubricating oil system ..................................................... Full pressure
Lubricating oil pumps................................................Helical gear type
Fuel injection .................... Electronic Unit injector with needle valve
Fuel pump ......................................................... Positive displacement
Engine starting ................................................Electric Start Motor (2)
Normal Idle speed(s) ............................................................ 200 RPM
Full speed ............................................................................. 950 RPM

0
2.3.3 WEIGHTS
The weights as listed below are approximate maximum weights for the
numbered cylinder engine shown. The weights are provided as an aid
in determining the handling procedure to be used. Weights are
represented in kilograms and pounds per unit, as described.
Kgs. (Lbs.)
Main Generator Assembly ..................................... 8074 (17800)
Air Compressor: ..................................................... 741 (1633)
Axle/Gear/Wheel Assembly: ................................. 2339 (5156)
Dynamic Brake Module: ....................................... 1249 (2754)
Fuel Pump Motor: ..................................................... 17 (38)
Fuel Tank: ............................................................. 3255 (7175)
Traction Motor Blower: .......................................... 367 (810)
Lube Oil Cooler: ..................................................... 787 (1735)
Lube Oil Filter Assembly: ...................................... 171 (376)
Radiator Assembly: .............................................. 1148 (2530)
Radiator Fan Assembly: ....................................... 405.9 (895)
Traction Motor Assembly w/wheels:...................... 5748 (12670)
Truck Assembly, HTSC ..................................... 27 620 (60900)
Typical Loaded Locomotive
Weight on Rails - GT46AC ................................ 156001 (343918)
Engine assembly ................................................. 16 875 (37203)
Crankcase .............................................................. 6309 (13909)
Oil pan .................................................................... 928 (2045)
Crankshaft ............................................................ 1965 (4333)
Torsional damper (gear type) .................................. 140 (307)
Accessory drive gear ................................................. 42 (92)
Crankshaft gear ......................................................... 59 (130)
Ring gear ............................................................. 109.7 (242)
Coupling disc .......................................................... 140 (307)
Cylinder power assembly:
w/ fork rod ..................................................... 200 (440)
w/ blade rod ................................................... 179 (395)
Cylinder head assembly ............................................. 66 (145)
Cylinder liner ............................................................ 66 (146)
Piston ........................................................................ 27 (59)
GENERAL DATA 2-9

Kgs. (Lbs.)
Connecting rod (fork) ............................................... 23 (50)
Connecting rod (blade) ............................................. 11 (25)
Camshaft w/ stubshaft assembly ............................... 64 (142)
Camshaft drive gear .................................................. 40 (89)
Camshaft drive housing .......................................... 186 (411)
Idler gear stubshaft assembly .................................... 50 (110)
Lower idler gear (No. 1) ........................................... 32 (71)
Accessory drive cover assembly ............................... 57 (126)
Aftercooler Water pump ......................................... 37.2 (82)
Jacket Water pump (“G” High Capacity) ................... 52 (115)
Water manifold assembly .......................................... 34 (75)
Main lube & piston cooling
oil pump assembly (16-cyl.) ..................................... 77 (170)
Scavenging oil pump assembly ................................. 93 (205)
Lube oil strainer assembly ........................................ 98 (215)
Turbocharger assembly ........................................... 907 (2000)
Aftercooler Assembly ............................................ 44.9 (99)
Oil separator assembly ............................................. 55 (122)
Soak back oil motor/ pump assembly .................... 15.4 (34)
Turbocharger oil filter assembly ............................... 13 (28)
Exhaust manifold chamber ..................................... 107 (235)
Expansion joint ......................................................... 18 (40)
Adapter and turbo screen .......................................... 45 (99)
Starting motor............................................................ 34 (75)
Starting motor mounting bracket .............................. 28 (62)

0
2.3.4 TORQUE VALUES

NOTE
When torque values are listed as “initial” and “final,” torquing
procedures in the manual text MUST be followed.
2.3.4.1 TOP DECK

Nm (FT-LBS)
Camshaft assembly segment & spacer nuts .................. 47 (35)
Camshaft stubshaft bearing bracket bolts -
5/8" hex head (lubricated)* ................................... 190 (140)
1/2" socket and hex head....................................... 102 (75)
Cylinder head crab nuts (studs and nuts lubricated)* -
Initial .................................................................... 542 (400)
Final .................................................................. 3 254 (2 400)
Injector crab nuts (lubricated)* .................................... 68 (50)
Cylinder head-to-liner (lubricated)* -
Initial ...................................................................... 95 (70)
Final ..................................................................... 325 (240)
Top deck head frame bolts -
(300M bolts with hardened washers)....................... 54 (40)
(280M bolts with hardened washers)....................... 41 (30)
Injector Fuel Line
Manifold End .......................................................... 54 (40)
Fuel manifold blocks and clamps ................................. 54 (40)
Camshaft bearing blocks .............................................. 43 (32)
Rocker arm shaft nuts (lubricated)* -
Initial .................................................................... 203 (150)
Final ..................................................................... 407 (300)
Rocker arm oil line bolts............................................. 9.5 (7)
Cylinder test valve to cylinder head ............................. 88 (65)
Water outlet elbow-to-head bolts41 .......................... (30)
Exhaust manifold-to-crankcase (lubricated)** -
Initial ..................................................................... 68 (50)
Final ..................................................................... 176 (130)
Exhaust manifold connector bolts .............................. 108 (80)
Exhaust manifold inspection cover bolts .................... 108 (80)
Water discharge “Y” manifold (W/ gasket) ................ 169 (125)
Lifting shackle
(replaces “Y” manifold W/O gasket) ......................... 407 (300)
GENERAL DATA 2-11

2.3.4.2 ACCESSORY END
Nm (FT-LBS)
Accessory drive housing-to-crankcase
and oil pan (w/ sealing compound)† ........................... 88 (65)
Overspeed trip/ camshaft counterweight
housing-to-crankcase .................................................. 88 (65)
Water pump mounting bolts ........................................ 88 (65)
Water pump elbows .................................................... 88 (65)
Scavenging oil pump mounting bolts .......................... 88 (65)
Scavenging oil pump elbows ...................................... 88 (65)
Lube oil pump mounting bolts .................................... 88 (65)
Lube oil pump elbows ................................................ 88 (65)
Oil strainer housing mounting bolts ............................ 88 (65)
Fuel manifolds-to-filter .............................................. 47 (35)
Oil strainer elbows-to-strainer housing ....................... 54 (40)
Accessory drive oil seal cover .................................... 54 (40)
Oil seal retainer to accessory drive oil seal cover ....... 41 (30)
Accessory drive coupling retainer bolt -
Initial ................................................................... 136 (100)
Final .................................................................... 881 (650)
Accessory drive coupling locking spring bolt ............. 88 (65)
Counterweight-to-camshaft stubshaft -
1/2"...................................................................... 122 (90)
5/16" (dowel bolts) ................................................ 23 (17)
EMDEC pressure and temperature sensors ................. 27 (20)
*Lubricate with Texaco Threadtex No.2303

**Lubricate with Fel-Pro C5A or equivalent
†Apply Loctite Sealing Compound No. 242

0
2.3.4.3 TURBOCHARGER END

Nm (FT-LBS)
Piston cooling manifold flange-to-crankcase ..............27 (20)
Idler gear stubshaft bracket-to-crankcase:
1/2" ......................................................................122 (90)
3/8" ........................................................................27 (20)
5/16" (dowel bolts) ................................................23 (17)
No. 1 idler gear thrust plate-to-crankcase:
5/8" ......................................................................251 (185)
7/8" ......................................................................698 (515)
Camshaft drive housing-to-crankcase .........................88 (65)
Camshaft drive housing-to-crankcase
lockwire anchor bolts..................................................88 (65)
Oil manifold-to-oil manifold.......................................50 (37)
Oil manifold-to-crankcase ..........................................43 (32)
Camshaft drive gear and
counterweight-to-camshaft stubshaft - 1/2"...............122 (90)
5/16" (dowel bolts) .....................................................23 (17)
Turbocharger mounting bolts:
3/4" ......................................................................238 (175)
1/2" ........................................................................88 (65)
Air ducts-to-turbocharger............................................81 (60)
Air ducts-to-crankcase ................................................88 (65)
Aftercooler-to-air duct ................................................61 (45)
Aftercooler support pad bolts....................................176 (130)
Turbocharger-to-manifold (lubricated)** ..................122 (90)
Water piping-to-aftercooler .........................................47 (35)
Water piping-to-engine ...............................................47 (35)
Oil separator expansion joint to exhaust duct - 3/8" ....37 (27)
Oil separator expansion joint to ejector - 3/8" .............32 (24)
Oil separator-to-turbocharger - 1/2" ..........................122 (90)
Oil slinger-to-crankshaft gear .....................................23 (17)
Oil retainer-to-camshaft drive housing........................41 (30)
Exhaust silencer-to-turbocharger (lubricated)** .......122 (90)
EMDEC pressure and temperature sensors..................27 (20)
GENERAL DATA 2-13

2.3.4.4 CRANKCASE AND OIL PAN
Nm (FT-LBS)
Main bearing nuts or bolts (lubricated)* -
Initial ........................................................... 475-542 (350-400)
Final ................................................................. 1017 (750)
Crankcase-to-oil pan -
Initial .................................................................. 136 (100)
Final ................................................................... 610 (450)
Connecting rod-to-piston pin (lubricated)* ............... 610 (450)
Piston pin retainer bolts - 5/16"-24 x 1" ................37-41 (27-30)
Basket-to-connecting rod (lubricated)* -
Initial ..................................................................... 14 (10)
Final .................................................................... 258 (190)
Connecting rod basket .............................................. 102 (75)
Piston cooling oil pipe bolts ....................................... 20 (27)
Water jumper-to-liner ................................................. 41 (30)
Water jumper saddle strap nuts ................................... 20 (15)
Torsional damper-to-crankshaft (lubricated)* ........... 814 (600)
Accessory drive gear-to-crankshaft (lubricated)* ..... 217 (160)
Coupling disc-to-crankshaft (lubricated)* -
1-1/4"-12 .......................................................... 1 830 (1,350)
1-1/2"-12 .......................................................... 2 440 (1,800)
Coupling disc rim bolts ............................................ 400 (295)
Ring gear & EMDEC timing plates-to-coupling disc .. 37 (27)
EMDEC timing sensor assembly-to-camshaft
drive housing (w/ sleeves) .......................................... 88 (65)
Handhole cover bolts .............................................27-41 (20-30)
Engine mounting bolts (w/ sleeves) .......................... 881 (650)
*Lubricate with Texaco Threadtex No.2303

**Lubricate with Fel-Pro C5A or equivalent
†Apply Loctite Sealing Compound No. 242

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2.3.5 EXTERNALLY THREADED FASTENERS
Figure 2-3. Externally Threaded Fasteners
2.3.5.1 NOTES
1. Bolts, Screws and Studs.
2. Bolts and Screws only.
3. Studs only.
4. Grade 2 applies to bolts and screws 6" or shorter, and studs at all
lengths. Grade 1 applies to bolts and screws longer than 6".
5. Surface hardness shall not exceed base metal hardness by more than 2
points (Rockwell “C” equivalent).
2.3.6 TABLE OF ACRONYMS

The following tables provide acronyms for the components and
modules of the GT46AC locomotive.
GENERAL DATA 2-15

2.3.6.1 COMPUTER AND SPECIAL ORDER ITEMS
ADA Analog to Digital to Analog Module
AESS Automatic Engine Stop/Start System
APC Auxiliary Power Converter
ASC Analog Signal Conditioner Module
COM Communication Module
CPM Central Processing and Memory Module
DIO Digital Input Output Module
DIP Diode Panel
EMDEC Electro-Motive Diesel Engine Control
FC Fire Computer
IGBT (1,2) Insulated Gate Bipolar Transistor
IM Inverter Interface Module
LCR Ultra Cab II Logic Control Rack
MPU Main Processing Unit
OVCRF Over Voltage Control Rectifier (Crowbar Thyristor)
PDP Power Distribution Panel
PRG Power Regulator
PSM Power Supply Module
RS Remote Speed Indicator
SER DIST
PANEL Serial Distribution Panel
TLF Trainline Filter Module
VAM Voltage Amplifying Module
2.3.6.2 GENERAL COMPONENTS

AC CNTL Air Compressor Control Circuit Breaker
ACK Cab Signal Acknowledge Switch
ACT Actuating (Bail Off) Pressure Switch
ALRS LT Alarm Silence Light
ALT Alternator
AMBTMP Ambient Air Temperature Probe
AR Alarm Relay
ATC Automatic Train Control
AUX Auxiliary
AV EMDEC “A” Input
B Brake Power Contactor

0
B1 Brake Power Contactor

BATT Locomotive Battery (64 Volts DC)
BATT SW Locomotive Battery Knife Switch
BE Brake Valve Emergency Pressure Switch
BCA Battery Charging Current
BCPT Brake Cylinder Pressure Transducer
BELL Bell Relay
BKBL Dynamic Brake Blower Motor
BKS Brake Handle Switch
BLD Battery Load Disconnect
BPPT Brake Pipe Pressure Transducer
BTA Locomotive Battery Temperature Probe
BV EMDEC “B” Input
BVS Brake Valve Suppression Pressure Switch
BWR Brake Warning Relay
CA- Capacitor (Followed by Number)
CAF Companion Alternator Field
CB Circuit Breaker
CONT BOX Control Box
CR- Control Rectifier “Diode” (Followed by Number)
CT- Current Transformer (Followed by Letter)
CV EMDEC “C” Input
DBCO Dynamic Brake Cut Out Switch
DCL 1/DCL 2 DC Link Current Sensors
DCL 123/L1 DC Link Transfer Switch Assembly Motor
DCL 456/R1 DC Link Transfer Switch Assembly Motor
DCR Air Dryer Relay
DRC Diode-Rectifier-Capacitor (Suppressor Assembly)
DP Distributed Power
DRL Automatic Water Drain Latching Relay
DV EMDEC “D” Input
EFCO Emergency Fuel Cut-Off Switch
EFCO/STOP Emergency Fuel Cut-Off and Engine Stop Switch
EFS Engine Filter Switch
ENGR Engineer
ERSW Engine Run Switch
GENERAL DATA 2-17

ESR Emergency Sanding Relay
ESS Emergency Sanding Switch
ETP1, ETP2 Engine Temperature Probes
FCF_ _ Fan Contactor, Fast Speed
(Followed by Letter & Number)
FCS_ Fan Contactor, Slow Speed (Followed by Number)
FG Fuel Gauge
FP MTR Fuel Pump Motor
FPR Fuel Pump Relay
FRESH
AIR M/U Cab Ventilation
FVS Filter Vacuum Switch
G1A/G2A DB Grid (1 and 2) Current Sensors
GBLWA Grid Blower Motor Current
GENBL Gen/Alt. Blower Motor
GFC Generator Field Contactor
GFS Ground Fault Sensor
GFD Generator Field Decay Contactor
GR Ground Relay
GRCO Ground Relay Cut Out Switch
GRD BUS Ground Bus
GRNTCO Ground Relay Not Cut Out
GRD RESET Ground Reset
GRT Ground Relay Transductor
HLPR Helper
HTD WIND Heated Windshield
HTR/AC Cab Heat/Ventilation/Air Conditioning Unit
IPM Integrated Processor Module
IND LT Indicator Light
IS Isolation Switch
JX Junction Box
LAB Local Alarm Bell Relay
LCC Locomotive Control Computer
LDBBL Locker Dust Bin Blower Motor
LDVR Locomotive Digital Video Recorder
LSL Locomotive Speed Limit Pressure Switch
LT Light

0
MAIN GEN Traction Alternator (Generator) or

Main Generator Assembly
MCB Module Control (Computer Control) Breaker Relay
MGFLD Main Generator Field Current
MRPT Main Reservoir Air Pressure Transducer
MTR Motor
MV Magnet Valve
MV ATC Magnet Valve - Automatic Train Control
MV BELL Magnet Valve - Bell
MV CC Magnet Valve - Compressor Control
MV CCS Magnet Valve - Cab Control Signal System
MV DBI Magnet Valve - Dynamic Brake Interlock
MV DPEM Magnet Valve - Distributed Power Emergency
MV HORN Magnet Valve - Air Horn
MV NOPEN Magnet Valve - No Penalty
MV OS Magnet Valve - Overspeed
MV RB Magnet Valve - Radar Air Blow
MV RINSE Magnet Valve-Toilet Rinse
MV SC Magnet Valve - Safety Control
MV-SH Magnet Valve - Radiator Shutters
MV1 SF Magnet Valve - Truck 1 Sanders, Front
MV1 SR Magnet Valve - Truck 1 Sanders, Rear
MV2 SF Magnet Valve - Truck 2 Sanders, Front
MV2 SR Magnet Valve - Truck 2 Sanders, Rear
MV STC Magnet Valve - Starting Contactor (Air)
MXON/OFF Mux ON or OFF
NOEFCO No Emergency Fuel Cut Off
NO AR No Alarm Relay
NO IPS No Independent Air Switch
NO LTS Number Lights
NZSD Not Zero Speed Relay
PCR_ Pneumatic Control Relay
PCS Pneumatic Control Switch
PIR Power Interrupt Relay
PLAT Platform
PSRQ Power Supply Request Relay
RADAR Radar Transceiver
GENERAL DATA 2-19
RBL MTR_ Radiator Blower Motors (1-2)
RADTEST Radar Test Relay
RE_ Resistor (Followed by Number)
REC_ Receptacle
RE DB Dynamic Brake Rheostat Auxiliary Resistor Assembly
RE GRID_ Dynamic Brake Resistor Grids (1-6)
RH_ Rheostat (Followed by Number)
RHS F, R Reverser Handle Switches, Forward and Reverse
RIM Relay Interface Module
SANDLT Sand Light
SDR Shut Down Relay
SP IND Speed Indicator
SP REC/
MAN- Speed Recorder/Manifold
PRES Pressure Sensor
SSCR Slow Speed Control Relay
SUPRSR Suppression Assembly
SW Switch
T_ Transformer (Followed by Number)
TB_ Terminal Board (Followed by Number)
THS_ Throttle Handle Switch (Followed by
Number or Numbers)
TH OL Thermal Overload
TLP Turbocharger Lube Pump
TLPR Turbo Lube Pump Relay
TM_ Traction Motors (1-6)
TMBL1 A Truck 1 Blower Motor Current Sensor
TMBL2 A Truck 2 Blower Motor Current Sensor
TURBO MP Turbocharger Speed Magnetic Pick Up
TR1, 2 Traction Rectifier
TRACK
REC SH L/S Track Receiver, Left Side
TRACK
REC SH R/S Track Receiver, Right Side
TR1FSA Truck 1 Blower Motor Fast Speed Contactor
TR1FSB Truck 1 Blower Motor Fast Speed Contactor
TR1SS Truck 1 Blower Motor Slow Speed Contactor

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TR2FSA Truck 2 Blower Motor Fast Speed Contactor

TR2FSB Truck 2 Blower Motor Fast Speed Contactor
TR2SS Truck 2 Blower Motor Slow Speed Contactor
TPU RPM Turbocharger Speed Magnetic Pickup (Sensor)
VDCL_ DC Link Voltage Sensor (Followed by Number)
WDR (Automatic) Water Drain Relay
WL Wheel Slip Light Relay
Z_ Zener Diode (Followed By Number)
GENERAL DATA 2-21

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SECTION 3. ENGINE
CONTENTS OF SECTION
3.1 INTRODUCTION ......................................................................................................................3-3
3.1.1 DESCRIPTION ....................................................................................................................3-6
3.1.2 ARRANGEMENT.................................................................................................................3-7
3.1.3 SERIAL NUMBERS .............................................................................................................3-7
3.2 CRANKCASE AND OIL PAN .................................................................................................3-14
3.2.1 CRANKCASE AND OIL PAN DESCRIPTION ...................................................................3-14
3.2.2 CRANKCASE AND OIL PAN CLEANING .........................................................................3-16
3.2.3 INSPECTION.....................................................................................................................3-18
3.2.4 RETORQUING ..................................................................................................................3-19
3.2.5 LOWER LINER INSERT APPLICATION AND REMOVAL................................................3-19
3.3 POWER ASSEMBLY RETENTION SYSTEM.........................................................................3-22
3.3.1 DESCRIPTION ..................................................................................................................3-22
3.3.2 CRAB BOLT REPLACEMENT ..........................................................................................3-23
3.4 TOP DECK HEAD FRAME AND COVER...............................................................................3-24
3.4.1 DESCRIPTION ..................................................................................................................3-24
3.4.2 GASKET AND SEAL REPLACEMENT .............................................................................3-25
3.5 CRANKSHAFT........................................................................................................................3-26
3.5.1 DESCRIPTION ..................................................................................................................3-26
3.5.2 CRANKSHAFT INSPECTION ...........................................................................................3-28
3.6 THRUST COLLARS (BEARINGS) .........................................................................................3-28
3.6.1 THRUST COLLAR MAINTENANCE..................................................................................3-29
3.7 MAIN BEARINGS....................................................................................................................3-31
3.7.1 DESCRIPTION ..................................................................................................................3-31
3.7.2 LOWER MAIN BEARING INSPECTION ...........................................................................3-32
3.7.3 INSPECTION OF UPPER MAIN BEARINGS....................................................................3-34
3.7.4 BEARING REMOVAL AND APPLICATION PROCEDURES ............................................3-34
3.7.5 SPECIAL PROCEDURES FOR OVERHEATED BEARINGS ...........................................3-38
3.8 GEAR TYPE TORSIONAL DAMPER .....................................................................................3-38
3.8.1 DESCRIPTION ..................................................................................................................3-38
3.8.2 MAINTENANCE ................................................................................................................3-39
3.9 CAMSHAFT GEAR TRAIN .....................................................................................................3-41
3.9.1 CAMSHAFT GEARTRAIN DESCRIPTION .......................................................................3-41
3.9.2 CAMSHAFT GEAR TRAIN INSPECTION .........................................................................3-42
3.9.3 CAMSHAFT GEAR TRAIN ASSEMBLY PROCEDURES .................................................3-43
3.9.4 CLUTCH DRIVE GEAR ASSEMBLY.................................................................................3-45
3.9.5 NO. 1 IDLER GEAR ..........................................................................................................3-47
3.10 CAMSHAFT ASSEMBLIES ....................................................................................................3-48
3.10.1 DESCRIPTION ..................................................................................................................3-48
3.10.2 CAMSHAFT SEGMENT REMOVAL .................................................................................3-49
3.10.3 CAMSHAFT ASSEMBLY SEQUENCE .............................................................................3-50
3.10.4 CAMSHAFT SEGMENT INSTALLATION..........................................................................3-50
3.10.5 CAMSHAFT COUNTERWEIGHT APPLICATION .............................................................3-51
ENGINE 3-1
3.11 ACCESSORY DRIVE GEAR TRAIN ...................................................................................... 3-52
3.11.1 DESCRIPTION ................................................................................................................. 3-52
3.11.2 MAINTENANCE................................................................................................................ 3-53
3.12 ACCESSORY DRIVE GEAR .................................................................................................. 3-53
3.12.1 DESCRIPTION ................................................................................................................. 3-53
3.12.2 MAINTENANCE................................................................................................................ 3-53
3.12.3 LUBRICATING OIL AND WATER PUMPS....................................................................... 3-54
3.13 ACCESSORY DRIVE COUPLING ......................................................................................... 3-54
3.13.1 DESCRIPTION ................................................................................................................. 3-54
3.13.2 ACCESSORY DRIVE COUPLING REMOVAL ................................................................. 3-54
3.14 RING GEAR AND COUPLING DISC (FLYWHEEL) .............................................................. 3-57
3.14.1 DESCRIPTION ................................................................................................................. 3-57
3.14.2 MAINTENANCE................................................................................................................ 3-57
3.14.3 FLYWHEEL POINTER QUALIFICATION ......................................................................... 3-57
3.15 POWER ASSEMBLY.............................................................................................................. 3-60
3.15.1 DESCRIPTION ................................................................................................................. 3-60
3.15.2 EXHAUST VALVE BRIDGE ASSEMBLY ......................................................................... 3-70
3.15.3 CYLINDER POWER ASSEMBLY REMOVAL .................................................................. 3-71
3.15.4 POWER ASSEMBLY INSTALLATION ............................................................................. 3-75
3.15.5 POWER ASSEMBLY PACKAGING ................................................................................. 3-88
3.16 ENGINE INSPECTIONS (IN SERVICE) ................................................................................. 3-88
3.16.1 GENERAL......................................................................................................................... 3-88
3.16.2 LINER/PISTON VISUAL INSPECTION ............................................................................ 3-91
3.16.3 OIL PAN INSPECTION..................................................................................................... 3-95
3.17 ENGINE ADJUSTMENTS ...................................................................................................... 3-95
3.17.1 ADJUSTING HYDRAULIC LASH ADJUSTERS ............................................................... 3-95
3.17.2 EUI INJECTOR TIMING ................................................................................................... 3-96
3.17.3 EUI INJECTOR CALIBRATION ........................................................................................ 3-97
3.18 AIR INTAKE AND EXHAUST SYSTEMS .............................................................................. 3-97
3.18.1 TURBOCHARGER ........................................................................................................... 3-97
3.18.2 TURBOCHARGER INSPECTION .................................................................................... 3-99
3.18.3 TURBOCHARGER REMOVAL......................................................................................... 3-99
3.18.4 PREPARATION FOR INSTALLATION ........................................................................... 3-101
3.18.5 INSTALLATION ............................................................................................................. 3-105
3.18.6 AIR DUCT AND AFTERCOOLER APPLICATION.......................................................... 3-106
3.18.7 FINAL ASSEMBLY ......................................................................................................... 3-107
3.19 EXHAUST MANIFOLD ......................................................................................................... 3-108
3.19.1 DESCRIPTION ............................................................................................................... 3-108
3.19.2 MAINTENANCE.............................................................................................................. 3-109
3.19.3 ANNUAL EXHAUST MANIFOLD RETORQUE PROCEDURE ...................................... 3-114
3.20 SERVICE DATA - ENGINE .................................................................................................. 3-117
3.20.1 REFERENCES ............................................................................................................... 3-117
3.20.2 SPECIFICATIONS .......................................................................................................... 3-117
3.20.3 EQUIPMENT LIST - ENGINE ......................................................................................... 3-122
3.20.4 EQUIPMENT QUALIFICATION ...................................................................................... 3-124

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3.1 INTRODUCTION
NOTE
The 16 cylinder 710G3C-ES engine used in the GT46AC
locomotive has been specifically designed to meet or exceed
current emission standards in effect at the time of manufacture.
As such, although similar in appearance, many of the components
used in the engine are NOT interchangeable with previous models
of this engine. To ensure continued compliance with these
regulations:
1. All replacement parts must be verified by their respective part
numbers.
2. Only OEM supplied replacement parts may be applied to the
engine.
Failure to follow the above guidelines will void all warranties,
and compliance with emission standards can not be assured.
This section contains maintenance information for the 16-cylinder

model series diesel engine, shown in Figure 3-1, to Figure 3-4,
page 3-5. The material describes the basic engine and common extra
equipment. However, the coverage of any particular system or
component does not imply that the equipment is part of any specific
order.
The illustrations depict a typical 16-cylinder engine model as
representative of the location, size, and relative shape of various
components and accessories. Some of the illustrations used may not be
of actual components or accessories applied to this specific engine,
but have been used as typical or representative examples where actual
visual appearance will not affect positioning or placement during
reassembly.
Special tools, referred to in the text and shown in many of the
illustrations, are not supplied with the engine, but are available on
order.
File numbers contained in this Section represent detailed drawings for
the construction of fabricated tooling. These drawings are available
from Electro-Motive Service Department.
NOTE
These instructions do not purport to cover all details or variations
in equipment nor to provide for every possible contingency to be
met in connection with installation, operation, or maintenance.
Should further information be required, or should particular
problems arise which are not covered sufficiently for the
purchaser’s purposes, the matter should be referred to the Electro-
Motive Division.
ENGINE 3-3
Figure 3-1. Three-Quarter Left Front View, 16-Cylinder
50885
Figure 3-2. Three-Quarter Right Front View, 16-Cylinder

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F50886
Figure 3-3. Three-Quarter Left Rear View, 16-Cylinder
f50087
Figure 3-4. Three-Quarter Right Rear View, 16-Cylinder
ENGINE 3-5
3.1.1 DESCRIPTION
The turbocharged diesel engines are “V” type two-cycle engines
incorporating the advantages of low weight per horsepower, positive
scavenging air system, solid unit injection, and high compression.
F57550
Figure 3-5. Cross Section Illustration Of Engine

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3.1.2 ARRANGEMENT
Cylinder location and the designation of the ends and banks of the
engine, as referred to throughout the manual, are shown in Figure 3-6.
The water pumps, and the lube oil pumps are mounted on the “front”
of the engine. The turbocharger and the flywheel are located at the
coupling end or “rear” of the engine. Left and right will be in respect
to looking toward the “front” of the engine when standing at the
“rear.”
For identification and location of internal engine components, refer to
Figure 3-5, page 3-6 Cross Section of Engine Operation.
Figure 3-6. Engine Arrangement
3.1.3 SERIAL NUMBERS

Major components of the engine are identified by serial numbers for
historical record. When reference is made regarding a part having a
serial number, the serial number should be included in the information
as well as other identification used concerning the part. Following are
major engine items identified with a serial number, and its location on
the part.
ENGINE - serial number is shown on the engine nameplate located at
the right bank of the engine, and stamped on the left bank of the
engine at the accessory end below the cover frame base.
ENGINE 3-7
F48135
Figure 3-7. Engine Identification Plate
CRANKCASE - The serial number is on the right side of the main

bearing caps, right side of each end “A” frame, and at the top of the
left bank at the rear end.
F48136
Figure 3-8. Crankcase Serial Number
OIL PAN - serial number is located on the left side of the oil pan
below the top rail at the rear end.

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F48137
Figure 3-9. Oil Pan Serial Number
CRANKSHAFT - serial numbers are located on the web of both the

first and last throws.
Figure 3-10. Crankshaft Serial Number
CYLINDER HEAD - serial number is located at the front center

section of the top face.
Figure 3-11. Cylinder Head Serial Number
ENGINE 3-9
CYLINDER LINER - serial number is located below the water inlet
connection.
F48294
Figure 3-12. Cylinder Liner Serial Number
FORK CONNECTING ROD - serial numbers are located in three

different locations as the fork rod assembly consists of two basket
halves that are matched to the fork rod. On both basket halves, the
serial number is located above the left basket to rod bolthole. On the
fork rod, the serial number is stamped in the center of the rod on the
dowel (outboard) face between the serrations. Note that the serial
number applies to the complete fork rod assembly, therefore all three
numbers must match.
Figure 3-13. Fork Rod Serial Number

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BLADE ROD - serial number is located at end of slipper opposite the

long toe.
F48295
Figure 3-14. Blade Rod Serial Number
CAMSHAFT ASSEMBLY - serial number of the assembly is located

at the end of the accessory end stubshaft.
F48296
Figure 3-15. Camshaft Assembly Serial Number
ENGINE 3-11
WATER PUMP - serial number is located on the housing flange rim.
F48139
Figure 3-16. Water Pump Serial Number
LUBRICATING OIL PUMP - serial number is located at the front

end cover and is preceded by letter “L” to identify it as a lubricating
pump.
F48140
Figure 3-17. Main Lube Pump Serial Number

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SCAVENGING OIL PUMP - serial number is located at end cover

and is preceded by the letter “S” to identify it as the scavenging pump.
F48141
Figure 3-18. Scavenging Pump Serial Number
ELECTRONIC FUEL INJECTORS - serial numbers printed

permanently on labels in numbers and bar codes.
F48142
Figure 3-19. Fuel Injector Serial Number
ENGINE 3-13
3.2 CRANKCASE AND OIL PAN
3.2.1 CRANKCASE AND OIL PAN DESCRIPTION

The crankcase, refer to Figure 3-20, is the main structural part of the
engine. It is a steel fabrication forming a rigid self-supporting
assembly to accommodate the cylinder power assemblies, crankshaft,
and engine mounted accessories.
Handholes in the side panels, provided with gasketed covers, allow
inspection of the liners and pistons, cleaning of the air box, and access
to water manifold and oil pan mounting bolts.
F19443
Figure 3-20. Crankcase, 16-Cylinder
A replaceable cast iron insert, refer to Figure 3-21, page 3-15, is used
in each lower liner bore of the crankcase to provide a wear surface at
the lower liner pilot. Seals, held in grooves in the lower liner pilot,
prevent air passage between the insert and the liner.

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plate #F19407
Figure 3-21. Lower Liner Bore Insert
The engine oil pan, refer to Figure 3-22, page 3-16, is a fabricated
steel assembly which supports the crankcase and serves as the engine
base. The engine oil sump, located centrally in the oil pan, is provided
with oil drains.
A bayonet type oil level gauge extends from the side of the oil pan into
the sump. A scavenging oil pump suction line is built into the oil pan
extending from the sump to the front end plate. Openings in each end
plate allow oil from the camshaft and accessory end housings to drain
into the oil pan. Hand holes at each cylinder location, provided with
gasketed covers, allow access to enclosed engine parts. Liquid
accumulations from the air box are drained through pipes located at
the front of the oil pan into a common flange for discharge.
WARNING
emissions.
lock it down.
ENGINE 3-15
F48359
Figure 3-22. Typical Oil Pan (16-Cylinder)
3.2.2 CRANKCASE AND OIL PAN CLEANING

The crankcase should be cleaned to remove foreign material, after any
work has been done on the interior of the engine, or if damage has
occurred in the engine. This can be done by using a spray gun and
solvent. The equipment near the engine should be protected against
the spray. After spraying the top deck, wipe with towels saturated with
solvent. Wipe all solvent trapped in corners and pockets. Use only
lintless, bound-edge towels.
Cleaning of the air box with a spray gun while liners are in place is not
recommended practice, due to the possibility of dirt entering liners at
the ports.
Air box drains should be checked for blockage and cleaned if required.
Use the following procedure:
1. Disconnect external piping connected to the drain flange.
2. Remove the drain flange from the oil pan, located at the lower
left front corner of the engine, refer to Figure 3-23, page 3-17,
and clean with a brush and solvent.

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F48298
Figure 3-23. Air Box Drain Flange Removal
3. Remove the air box handhole covers nearest the drain holes,
(front of engine).
4. Feed the cleaning tool into the drain hole in the base rail,
turning it and using a “rodding” motion to dislodge carbon and
sludge from the inside of the drain pipes.
The cleaning tool may be fabricated from an ordinary plumber’s 1/4"
music wire snake as follows:
1. Cut off the auger head, Figure 3-24, and form a new head by
heating the first 1.00" (25.4 mm) of the snake with a torch and
stretching the tip area to form a loosely wound spiral.
Figure 3-24. Air Box Drain Tool
ENGINE 3-17
2. Once both drains have been completely cleared, flush piping
with fuel oil or similar solvent to dissolve and remove the
residue, and ensure flow.
3. Reapply the drain flange to the oil pan, reconnect external
piping, and reinstall the handhole covers.
At any time cleaning is done on the crankcase, protection should be
given to oil passages, bearing surfaces, and gears, to prevent gritty
material from being trapped. If crankshaft is in place, similar
protection must be given to prevent contamination of its oil passages
and bearing surfaces. Cleaning procedures should be in accord with
accepted practice or as recommended by the supplier of the cleaning
material.
The oil pan should be thoroughly cleaned at the time of an oil change
or any time the engine is damaged. Particular attention should be
given the oil drain pipes to make certain there is no accumulation of
foreign material. Wipe out accumulation from corners and pockets of
pan.
3.2.3 INSPECTION
Periodic inspection of the crankcase should be performed after
cleaning to detect minor discrepancies which, if not corrected, could
result in major crankcase failure. Early detection and repair of the
crankcase is essential since major repairs usually cannot be performed
in the field.
Inspect air box drain pipes, end plates, and handhole cover gasket
surfaces for any nicks or roughness. Visually inspect the oil pan for
obvious damage, cracking or leakage.
Inspect all crankcase and airbox covers for damage or distortion,
repair or replace as required. Examine the retainer cross bar and nut
for cracks or bending, replace if damaged. Renew the cover O-rings if
they are damaged or hard.
Examine the scavenging oil suction line and pickup area for cracks or
breakage that could result in suction leaks.
NOTE
In instances where extensive welding is required, the crankcase must
be stress relieved and remachined where necessary. Therefore, it is
recommended that a crankcase requiring rebuild or reconditioning be
returned to the manufacturer for repair.
Whenever a power assembly is removed for any reason, or problems

such as high crankcase pressure is encountered, the lower liner inserts
should be qualified. When the inside diameter of the insert, installed
in the crankcase, reaches the maximum limit, or damage occurs from
liner to insert contact, the insert should be removed and a new one
installed.

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3.2.4 RETORQUING
On an annual basis, the bolts retaining the crankcase to the oil pan
assembly should be retorqued. Note that these bolts are inserted
upwards from the crankcase, with the nylon lock nuts located in the
airbox.
Working from the center of the engine outwards, refer to Figure 3-25,
verify the torque on these bolts at 450 ft-lbs (610 Nm). If a bolt is
found to be loose, renew the nylon lock nut and re-torque all bolts.
Repeat the procedure on the opposite bank of the engine.
Figure 3-25. Retorque of Crankcase to Oil Pan Bolts
3.2.5 LOWER LINER INSERT APPLICATION AND REMOVAL

Replacement of the insert in the lower liner bore of the crankcase
requires the use of a sturdily constructed tool to apply and remove the
insert safely and efficiently. The lower liner insert application and
removal tool(s), refer to Figure 3-26 and Figure 3-27, page 3-21, are
specifically designed to do this work. The basic tool consists of a press
and puller assembly and a 10 ton hydraulic jack.
The hydraulic jack consists of a 10 ton hydraulic ram, a high pressure
hose, and a high pressure hydraulic pump.
ENGINE 3-19
NOTE
The basic insert application and removal tool assembly was
originally designed for use with earlier model EMD engines. It
can also be used as is for installing lower liner inserts on 710
engines. Removal of inserts on 710 engines; however, requires the
use of adapter shown in Figure 3-27., “Assembly Of 710 Adapter
To Application And Removal Tool” on page 3-21. With this
adapter installed on the tool, lower liner inserts can be removed
from early model engines as well as 710 engines.
These instructions do not purport to cover all details or variations in
equipment nor to provide for every possible contingency to be met in
connection with installation, operation, or maintenance. Should
further information be required, or should particular problems arise
which are not covered sufficiently for the purchaser’s purposes, the
matter should be referred to the Electro-Motive Division.
3.2.5.1 INSERT APPLICATION

Before applying a replacement insert, the bore should be examined for
any evidence of pitting or fretting. Bore size should be qualified to
ensure a proper fit of the insert. Refer to the dimensions indicated in
the Service Data section.
Ensure that the bore is thoroughly cleaned before applying the new
insert. The arrangement of the tool for insert application is shown in
View “A” and View “C” The insert is installed as follows:
1. Coat the contact area of the outside diameter of the insert with
mounting compound listed in the Service Data at the end of this
section.
2. Manually place the insert (7) in place in the lower bore, and
position it for the pressing operation by starting it uniformly in the
bore.
3. Assemble the tool as shown in View “A” with the ram screwed into
the screw plug, and into the boss of the insert plate (6). The ram
plunger should be in the retracted position. Disconnect the high
pressure hose (12), if it is attached to the ram.
4. Lift the tool at the hoisting ring (2), and place the tool into the
cylinder bore resting upon the cylinder retainer. The tool should be
positioned so the hose connection is accessible from the stress
plate inspection opening. Secure the tool using four crab nuts at
the crab stud holding bosses.
5. Attach the high pressure hose (12) to the ram (5) at the ram
connection (4), and using the hydraulic pump, extend the plunger
to contact and press the bore until the shoulder is seated.

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plate #F06222
Figure 3-26. Liner Bore Insert Application And Removal Tool
Figure 3-27. Assembly Of 710 Adapter To Application And Removal Tool
ENGINE 3-21
3.2.5.2 INSERT REMOVAL
The arrangement of the tool for insert removal is shown in View “B”
of Figure 3-26, page 3-21 along with adapter shown in Figure 3-27,
page 3-21. The insert is removed as follows:
1. Assemble the tool for removal as shown (w/ adapter) and remove
the four nuts holding the insert plate (6) and remove the plate.
Also, remove the high pressure hose (12) from the ram (5), if it is
connected.
2. Lift the tool using the hoisting ring and place in the cylinder,
resting upon the retainer. Position the tool so that the hose fitting
may be reached at the outboard side to permit hose application.
Apply four crab nuts to secure the tool.
3. Place the ram plunger so that the insert plate bolts extend below
the insert to permit insert plate application, as shown in View “B.”
Apply the insert plate and its holding bolts.
4. Connect the high pressure hose (12) to its fitting (4) on the ram (5)
and, using the pump (13), remove the insert (7) from the crankcase
bore.
5. In the event that the insert application and removal tool is not
available, the insert may be applied and removed using a mallet
and a phenolic or wooden block.
3.3 POWER ASSEMBLY RETENTION SYSTEM
3.3.1 DESCRIPTION
The cylinder head and liner are bolted together and this assembly is
held in the cylinder head retainer by crab bolts, head crabs, hardened
washers, and nuts. Refer to Figure 3-28, page 3-23. The crab bolts
extend up through the cylinder bank upper deck plate adjacent to each
cylinder retainer. The bolt heads have a spherical seating surface
which seats in a like surface, the bolts being held in position by a
separate plate and bolt for each pair of bolts. The square bolt heads fit
corresponding holes in the plate which prevents their turning while
being torqued.

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Figure 3-28. Crab Bolt Installation
3.3.2 CRAB BOLT REPLACEMENT

The 1-3/4"-12 UNR crab bolts can be removed through the air box by
removing the crab bolt retainer plate bolt and retainer plate. The
retainer plate and bolt are easily accessible only after liner has been
removed. Minor damage to crab bolt threads may be cleaned up using
a thread file. Damaged crab nuts must be replaced. Whenever crab bolt
threads are exposed, they should be covered with thread protectors.
CAUTION
To prevent damage to crab bolts having UNR (rolled threads),
only the proper thread file should be used, as listed in the Service
Data.
If one of the two crab bolts located at either end of either bank, or one
of the center crab bolts was broken, the other three bolts holding the
cylinder head should be changed. If a broken crab bolt was in any
other location, the remaining five crab bolts holding the heads held by
the broken crab bolt should be changed. Refer to Figure 3-29 and
Figure 3-30, page 3-24.
Before reapplying the power assemblies, inspect the head seat areas
for fretting or wear that may have resulted from improper clamp loads
on the power assemblies. Renew the head seat rings during
installation.
ENGINE 3-23
Figure 3-29. Crab Bolt Replacement (End Position)
Figure 3-30. Crab Bolt Replacement (Intermediate Position)
3.4 TOP DECK HEAD FRAME AND COVER
3.4.1 DESCRIPTION
Top deck cylinder head frames are mounted on the crankcase to
protect and enclose the fuel lines and linkage, camshaft assemblies
and rocker arm assemblies. The fabricated frames provide a flat seal
surface for the top deck covers. The covers are held in place by easily
released latches, making the top deck operating mechanism readily
accessible. Support arms are provided to hold the cover open in any
one of several positions. Special hinges provide easy removal of the
cover for top deck maintenance.
A gasket between the bottom of the frame and crankcase and a rubber
seal on the lower surface of the cover provide an air and oil tight seal.

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3.4.2 GASKET AND SEAL REPLACEMENT

When replacement of either the gasket or seal is necessary, see EMD
Parts Catalog for the correct part numbers.
When applying new seals to the cover, coat seals liberally with EMD
High Temperature resistant grease No. 4.
This will facilitate ease of application and prevent the seal from
sticking to the head frame, and being pulled loose or damaged, when
the cover is raised.
1. Begin application of seal at a point approximately 1" (25.4 mm)
from upper left hand corner of cover, refer to Figure 3-31,
page 3-26, and make second joint (if required) at a similar point in
the upper right hand corner.
2. Insert first one edge of the “V” shaped seal into cover groove, then
push the other edge into groove with a blunt tool, such as a
screwdriver blade or tool #8399008, being careful not to damage
the seal. Proceed to apply seal in this manner or use a “V” notched
tool which will compress the seal “V” together as it is drawn along
the length of the seal around the cover groove.
NOTE
It is important to keep the seal compressed so that the total length fits
into the groove without stretching.
3. When installing a new seal, it is important to position the joint

formed by the seal ends in the proper location on the cover. This
joint should be in the approximate center of the cover, to the
inboard side toward the exhaust stacks. In any case, do not locate
the joint any closer than 3" (76.2 mm) from either corner of the
cover, refer to Figure 3-31, page 3-26. Square off and butt ends of
seal lengths tightly together.
ENGINE 3-25
CAD#F28929x
Figure 3-31. Cover Seal Application

NOTE
New gaskets should be installed between the frame and crankcase
whenever the frames are removed from the crankcase, or sooner if
the gaskets show signs of leaking.
3.5 CRANKSHAFT
3.5.1 DESCRIPTION
The crankshaft assembly, refer to Figure 3-32, is made up of the
crankshaft, torsional damper, and the accessory drive gear. Although
the accessory drive gear is part of the crankshaft assembly, it will be
described as part of the accessory drive gear train. The accessory drive
gear train provides power from the crankshaft to drive the oil pump(s)
and water pumps.

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Figure 3-32. Crankshaft Assembly
The crankshaft is a drop forging of carbon steel material with

induction hardened main and crankpin journals. The crankshaft is
made up of two sections whose center flanges are bolted together.
Counterweights are provided to give stable operation and all
crankshafts are dynamically balanced. Drilled oil passages provide for
lubrication of the main bearings. Refer to Figure 3-33, page 3-27.
A bolt-on accessory drive stubshaft is provided to drive the air
compressor. Refer to “Accessory Drive Gear” for removal and
installation of stubshaft.
plate 20798
Figure 3-33. Crankshaft Oil Passages
ENGINE 3-27
3.5.2 CRANKSHAFT INSPECTION
The crankshaft requires no maintenance during regular service,
however, it should be examined for obvious defects during scheduled
maintenance inspections. These defects will include:
• evidence of overheating (discoloration).
• cracks or other physical damage.
• bearing extrusion.
If any of the above conditions are found, a thorough bearing
inspection and qualification of the lubricating oil system will be
required to determine the cause of the failure.
Whenever the main or connecting rod bearings are removed, the
crankshaft journals should be inspected. Check for scoring and cracks,
and signs of distress, which will generally be evidenced first in the
bearings.
The journals of the crankshaft are induction hardened. Excessive heat
resulting from lack of lubrication, insufficient bearing clearance, or
other causes will usually produce thermal cracks on the journal.
Attempts to grind crankshafts in the field have proven unsuccessful, as
during the regrinding process, the depth of the induction hardened
zone must be checked, and when necessary, rehardened. This requires
special induction hardening equipment. It is therefore recommended
that the crankshaft be returned to EMD for regrinding.
3.6 THRUST COLLARS (BEARINGS)

The two thrust collars, refer to Figure 3-34, are solid bronze and are
semicircular in shape. One face of each collar has “thumb print” oil
depressions to ensure adequate lubrication. They are placed in the
counterbore of each center bearing “A” frame (#5 and #6 main bearing
positions) and are held in position by the bearing caps. Their purpose
is to limit the longitudinal movement of the crankshaft.
plate 29530
Figure 3-34. Crankshaft Thrust Collars (Two Collars For Each Engine)
0
The thrust surfaces are lubricated by main bearing leak-off oil and are
installed with their “thumb print” oil depressions away from the “A”
frame in which they are placed.
3.6.1 THRUST COLLAR MAINTENANCE
3.6.1.1 CLEARANCE VERIFICATION (IN PLACE)

NOTE
In cases where an engine has been subjected to severe shock loads
such as a collision, or a failure of the generator bearing, Thrust
Bearing Clearance should always be checked.
1. Using a magnetic base, install a dial indicator between the

crankcase and the crankshaft so that it can read movement of the
crankshaft. Care must be taken that the dial indicator stem is
parallel with the crankshaft to ensure accurate readings. Refer to
2. Pre-load the dial indicator to at least .100".
24707
Figure 3-35. Dial Indicator Installation
3. Using a prybar between one A-Frame member and the crankshaft,

force the crankshaft toward the main generator (rearwards). Refer
to Figure 3-36.
ENGINE 3-29
24709
Figure 3-36. Rearwards Displacement of Crankshaft
4. Using the prybar on the opposite side of the A-Frame member,

force the flywheel towards the front of the engine.
5. Repeat this operation a few times to remove oil film between thrust
bearing collars and crankshaft.
6. Fully displace the crankshaft in one direction, then set the dial
indicator at "0.000".
7. Fully displace the crankshaft in the opposite direction and record
the dial indicator measurements. The measurements must be
within the specifications shown in SERVICE DATA, under Thrust
Bearing Clearance.
NOTE
If the clearance exceed the maximum permissible limit, the
Thrust Bearing Collars must be removed for inspection or
replacement.
3.6.1.2 THRUST BEARING COLLAR INSPECTION AFTER REMOVAL

Removal of the thrust collars will require removal of the #5 and #6
main bearing caps, after which the thrust collar may be rotated out of
position and removed. Refer to "3.7.4.1 Main Bearing Cap Removal."
and "3.7.4.4 Main Bearing Cap Installation." for main bearing cap
removal and application procedures.
Using an Outside Micrometer, measure the thickness of the thrust
bearing collars. Compare measurements with the specifications shown
in SERVICE DATA, under Thrust Bearing Collar Thickness.
NOTE
If the thickness is less than the minimum permissible limit, the
Thrust Bearing Collars must be replaced.

0
If the thrust collar thickness is within specifications, but the thrust

clearance measured in "3.6.1.1 CLEARANCE VERIFICATION (In
Place)," page 3-29, exceeds specifications, this may indicate a
problem with the main bearing A-Frame alignment and should be
investigated completely.
3.7 MAIN BEARINGS

3.7.1 DESCRIPTION
The main bearing shells, refer to Figure 3-37, are precision type steel-
backed lead-bronze, with a thin layer of lead-tin. Tangs in the bearings
locate them in the proper axial position and prevent bearing turning.
Upper and lower bearing shell halves are not interchangeable.
plate 29294
Figure 3-37. Main Bearing Shell And Cap (w/ Old Style Stud Mounting)
Lower main bearing shells have two tangs on each side which fit into
the main bearing cap. Upper main bearing shells have one tang which
fits into a groove on the right side of the “A” frame bore. Upper shells
can be rotated out, in a direction opposite to normal crankshaft
rotation, when the lower bearing and cap are removed.
The main bearing bolts used are shown in Figure 3-38. They replace
the early design main bearing cap studs on a 1 for 1 basis. Each main
“A” frame member is drilled and tapped with 1 1/4" - 12 UNRF
threads.
NOTE
The late design bolting system cannot be re-engineered into an
early design crankcase that uses the stud and nut arrangement.
ENGINE 3-31
Figure 3-38. Main Bearing Retention System
3.7.2 LOWER MAIN BEARING INSPECTION

NOTE
Refer to EMD publication entitled: “INSPECTION &
QUALIFICATION GUIDE - ENGINE MAIN & CONNECTING
ROD BEARINGS” for detailed information needed (in addition
to the following) to conduct a thorough bearing examination.
3.7.2.1 INSPECTION REQUIREMENTS

Lower main bearing inspection should be performed only when
necessary as an element of risk is involved whenever main bearings
are disturbed.
1. The lower main bearings should be inspected when abnormal
conditions are observed in the engine, such as contamination of
lube oil due to dilution with fuel or water, or the presence of
foreign material in the lube oil filters, screens, or engine oil pan.
2. Lower main bearings need not be inspected in routine service, but
should be renewed as specified in the Scheduled Maintenance
Program.
3.7.2.2 INSPECTION SAMPLE

Unless evidence is present calling for other action, inspection of main
bearings should be limited to the following “selected” lower bearings,
which experience has shown to be the most critical.
NUMBER OF CYLINDERS BEARING NUMBER TO BE
INSPECTED
16 2, 6, 8, 9

0
3.7.2.3 DISQUALIFICATION CRITERIA

All lower main bearings are to be renewed if any one lower main
bearing is disqualified at any one of the “selected” bearing locations
indicated above, or at any additional locations inspected for other
reasons.
The following numbered paragraphs give examples of conditions
requiring renewal of all lower main bearings.
1. Any one bearing shows evidence of overheat. An overheat
condition results in flowing of the overlay, and discoloration of
exposed bronze. (An upper main bearing is to be renewed when the
corresponding lower bearing shows evidence of overheat.)
2. Any one bearing shows a milky white color on the overlay. (This is
evidence of an extremely thin overlay and indicates water
contamination.)
3. Any one bearing has an area of wear-exposed bronze 1/8" (3.18
mm) or more wide running along either edge, or if two or more
bearings have any exposed bronze.
NOTE
The lead-tin overlay on the bearings must be present to provide an
adequate safety margin against temporary marginal lubrication or
corrosive conditions. Exposed bronze in healed dirt cuts does not
affect bearing operation, but exposed bronze due to wear does
cause a bearing to lose its protection against temporary marginal
lubrication conditions.
4. Exposed bronze due to isolated abnormal wear or overlay flaking.

5. Severe fretting along the mating edge of the upper and lower
bearing. (The corresponding upper bearing should be renewed at
any location exhibiting severe fretting, and bearing cap serrations
inspected for possible damage.)
6. Severe dirt scratches or dirt impregnation resulting in an abrasive
surface.
CAUTION
Dirt impregnation or scratches are evidence that bearing oil is not
properly filtered. The filtration system should be checked, and
scheduled pressure monitoring of lube oil filter condition
established.
3.7.2.4 INSPECTION PROCEDURE

A visual inspection is made by dropping the main bearing cap, with
the bearing in it, low enough to make the inspection without removing
the cap from the bolts, or the bearing from the cap.
1. Drain engine oil pan.
2. Open engine oil pan hand hole covers.
ENGINE 3-33
3. Install Main Bearing Torque Multiplier as per Tool Manual
Instruction.
4. Install Main Bearing Bolt Air Operated Power Wrench as per Tool
Manual Instruction.
5. Install Air Control Kit to the Power Wrench and connect to shop
air supply.
6. Use the Power Wrench and unscrew the four (4) main bearing cap
bolts until they can be unscrewed by hand.
7. Remove the Power Wrench.
8. Remove the Main Bearing Torque Multiplier.
9. Loosen the four (4) main bearing cap bolts far enough to allow
inspection of the lower main bearing.
Removal of a reusable main bearing from the cap may result in
improper reseating. Bearing removal also allows the possibility of
replacing the bearing in a reversed position or at the wrong journal
location. Either condition can lead to early failure. In addition,
removal of the cap from the studs or bolts involves the risk of damage
by dropping and the risk of replacing the cap backwards.
If a reusable bearing is inadvertently removed from the cap during
inspection, perform the following:
1. Determine the previous bearing position by matching the wear
patterns on the cap bore and the back of the bearing. If this cannot
be done, ALL lower bearings will have to be renewed.
2. When previous position is determined, mark a mud pocket to
identify right or left bank side.
3. Thoroughly clean the bearing back and cap bore. Remove any
raised material in fretted areas. High spots may distort the bearing
and cause premature failure.
4. Thoroughly clean the cap and “A” frame serrations before
assembly.
3.7.3 INSPECTION OF UPPER MAIN BEARINGS

Inspection of upper main bearings is not recommended; however, once
the upper main bearings are removed, a new upper main bearing must
be installed.
Note that upper bearings may be changed on an individual basis as
required.
3.7.4 BEARING REMOVAL AND APPLICATION PROCEDURES

Lower main bearings are to be removed with the bearing caps, and
new bearings installed in the caps before the caps are reapplied. It is
recommended practice to install new bearings with the part numbers
towards the accessory end of the engine. A main bearing cap
application and removal tool is available for removal and application
of main bearing caps.

0
3.7.4.1 MAIN BEARING CAP REMOVAL

2. Open engine oil pan hand hole covers.
3. Install Main Bearing Torque Multiplier as per Tool Manual
Instruction.
4. Install Main Bearing Bolt Air Operated Power Wrench as per Tool
Manual Instruction.
5. Install Air Control Kit to the Power Wrench and connect to shop
air supply.
6. Use the Power Wrench and unscrew the four (4) main bearing cap
bolts until they can be unscrewed by hand.
7. Remove the Power Wrench.
8. Remove the Main Bearing Torque Multiplier.
9. Install the Main Bearing Cap Removal and Application Tool and
support the cap.
10. Remove the four (4) main bearing cap bolts and washers.
11. Carefully lower the main bearing cap to prevent damaging the
main bearing shell.
12. Pull the main bearing cap out of the engine oil pan.
3.7.4.2 UPPER MAIN BEARING SHELL REMOVAL

All upper main bearing shells, except No. 5 and 6 on 16 cylinder
engines are removed by inserting the upper main bearing shell
remover PN 8055837 into the crankshaft journal oil passage. For main
bearing shells No. 5 and 6, tool remover PN 40004154 must be used.
1. Install the upper main bearing shell remover tool into the journal
oil passage.
2. Slowly rotate the crankshaft in the opposite to the normal direction
of rotation until the upper main bearing shell remover is in contact
with the shell.
3. Rotate the crankshaft half a turn, until the upper main bearing shell
comes off and remove bearing shell remover tool.
ENGINE 3-35
3.7.4.3 UPPER NEW MAIN BEARING SHELL INSTALLATION
New upper main bearing shells are to be fitted by hand between the
crankshaft and steel bore. If the bearing shells cannot be hand fitted,
the reason must be found and corrected. The engine may have to be
removed and the crankcase remanufactured.
1. Apply a light coat of oil on both sides of the upper main bearing
shell.
2. Place the bearing shell against the crankshaft journal with the non-
tang edge leading.
3. Rotate the shell by hand in the direction of normal crankshaft
rotation until the bearing shell tang is inserted in the broach of the
upper main bearing steel bore.
3.7.4.4 MAIN BEARING CAP INSTALLATION

1. Check main bearing cap and the crankcase serrations for damage
and foreign matter in serrations, repair if necessary and clean
serrations.
2. Install lower main bearing shell into the main bearing cap.
3. Using the Main Bearing Cap Removal and Application Tool, slide
the main bearing cap into the oil pan. Be very careful not to
damage the bearing shell. Make sure that the main bearing cap
number stamped on it side match with the number stamped on the
main bearing frame.
4. Apply a light coat of engine oil to the main bearing cap shell and
serrations, and lift the cap until it seats into the main bearing frame
serrations.
NOTE
No repairs are allowed to the threads in the A-Frame members.
Damage to this area will require re-machining of the crankcase.
Care must be taken to prevent thread damage due to cross-
threading or improper torquing procedures.
To aid in obtaining correct torque values, the threads in the A-Frames

and bolts should be cleaned before parts application. A thread file can
be used to clean up minor damage to the bolt threads.
Upon application, guide studs may be used to assist installation of the
main bearing caps to the crankcase “A” frame members. Two studs are
applied diagonally into “A” frame member bolt holes, then main
bearing cap with insert bearing is slid on over the studs.
This will properly align the cap to the serrations on the “A” frame
member. Two bolts are installed hand tight into the remaining two bolt
holes and guide studs removed. All four bolts are then torqued.
NOTE
The bolts used are long enough to permit loosening in order to
perform normal bearing inspections without removing the cap.

0
5. Lubricate the bolts, threads, seats, and hardened washers with

Texaco Threadtex No. 2303.
NOTE
Use of the hardened washer under the main bearing cap bolt is
mandatory to ensure proper bolt stretch and to retain bolt torque.
Damaged bolt seat areas on the caps must be cleaned by spot
facing or by taking a cut 1/16" (1.59 mm) - maximum depth)
parallel to the serration surface.
6. Apply washers and bolts, screw bolts by hand until they are in
contact with the main bearing cap.
7. Remove Main Bearing Cap application Tool.
8. Using the Torque Multiplier - 24:1 power ratio and a Torque
Wrench, torque the bolts in two passes:
• On the first pass, torque the bolts to 350-400 ft-lbs (475-542 Nm).
• On the second pass, final torque the bolts to 750 ft-lbs (1 017 Nm).
NOTE
No one bolt on the cap should be torqued to 750 ft-lbs (1 017 Nm)
until all the bolts on the cap have been torqued to 350-400 ft-lbs
(475-542 Nm).
9. Remove Main Bearing Cap application Tool.
3.7.4.5 THRUST BEARING COLLAR REMOVAL

1. To remove the Thrust Bearing Collars, follow the procedure given
in "3.7.4.1 Main Bearing Cap Removal.".
2. Remove bearing caps No. 5 and 6.
3. Slide thrust collars out of the crankcase bearing frames.
3.7.4.6 THRUST BEARING COLLAR INSTALLATION

1. Apply a light coat of clean engine oil on both sides of the thrust
bearing collars.
2. Slide thrust collars into their locations with the thumb print oil
depression facing the crankshaft flange, between the crankshaft
and the crankcase bearing frames.
3. Apply bearing caps No. 5 and 6. To apply bearing caps, follow
procedure given in "3.7.4.4 Main Bearing Cap Installation.".
4. Recheck Thrust Bearing Collar Clearance and record
measurement.
ENGINE 3-37
3.7.5 SPECIAL PROCEDURES FOR OVERHEATED BEARINGS
If an overheat condition is detected, all lower main bearings are to be
renewed. Upper main bearings are to be renewed only at the overheat
locations. In addition to routine cleanup of main bearing caps and “A”
frame serrations, perform the following:
1. Measure main bearing cap serration spacing, using serration
gauge. If the gap is closed-in more than .020" (0.51 mm) from
nominal (dial indicator on gauge set to zero with master bar), the
engine should be removed and the crankcase remanufactured.
2. If new upper main bearings can not be hand fitted between the
crankshaft and the steel bore, the reason must be found and
corrected. The engine may have to be removed and the crankcase
remanufactured.
3. If crankcase inspections proved satisfactory and new bearings are
installed, perform a “feel over” check after the break-in run. The
main bearing caps should be lowered on the studs at the locations
where the overheat was detected, and a bearing inspection made.
4. Bearing inspection should be repeated at the overheat locations at
the end of one month of operation, and at the end of three months
of operation.
3.8 GEAR TYPE TORSIONAL DAMPER
3.8.1 DESCRIPTION
The gear type damper, refer to Figure 3-39, is a hydraulic paddle
wheel device which absorbs torsional vibrations of the crankshaft by
forcing engine lubrication oil through narrow passages in the damper.
The damper consists of a spider, with external spur teeth, an
intermediate ring, with internal spur teeth, and two outer side plates
secured with bolts and nuts. A continuous circulation of oil is
provided to the damper through an oil passage in the crankshaft.
plate 22844
Figure 3-39. Gear Type Damper, Exploded View

0
Oil flows from the chamber in the center of the damper through radial
holes, beginning in the spider hub and ending at the fillet radius at the
base of each tooth. The passages contain a narrowed section at the
spider hub to provide an oil flow restriction. The spider is designed so
that each tooth is directly supplied with oil. An auxiliary
circumferential oil groove is machined into each side face of the
spider to supply oil for the rubbing surfaces between the spider and
outer plate. These grooves are supplied by means of passages
connecting the grooves to the radial holes.
The intermediate ring is ground on both sides to a uniform thickness,
slightly thicker than the spider. This difference in thickness provides
the axial clearance necessary for proper oil passage. In addition,
clearance between the intermediate ring and the spider is provided to
allow the ring to “float” on the oil film generated at the tips of the
spider teeth.
Four vent holes are drilled through the rim of the intermediate ring to
relieve oil pressure and readjust the ring to a central position when it
becomes displaced. The holes, which are equally spaced around the
ring, are normally covered by the tips of the spider teeth. However, oil
is permitted to vent when the intermediate ring becomes displaced and
the spider teeth no longer cover the holes; thereby reducing pressure.
The higher pressure on the opposite side of each tooth then prevails
and restores the intermediate ring to its correct position. This design is
used to prevent sudden bumping of the teeth.
Two identical outer side plates are secured to the intermediate ring by
means of through bolts. The inner faces of the plates (adjacent to the
spider) are covered with oil which flows through the clearance
between the spider and the outer plates and drains to the crankcase.
3.8.2 MAINTENANCE
The damper requires no maintenance other than inspection at the time
of normal overhaul. However, the damper should be checked for free
movement at interval specified in the applicable Scheduled
Maintenance Program.
This check can be performed by removing the front handhole covers
and rotating the damper about 10° in each direction. If the damper
cannot be moved, it should be removed and disassembled.
ENGINE 3-39
3.8.2.1 PREPARATION
In order to access to the Gear Type Torsional Damper, the following
components must be removed. Follow individual component removal
procedures.
1. Left and Right Bank Water Pumps with their associated piping.
2. Main Lube Oil and Piston Cooling Oil Pumps.
3. Scavenging Oil Pump.
4. Oil Strainer Housing.
5. Front End Accessory Drive Shaft.
6. Accessory Drive Coupling Assembly.
7. Accessory Drive Cover.
8. Accessory Drive Housing.
3.8.2.2 GEAR TYPE TORSIONAL DAMPER REMOVAL

1. Unscrew and remove accessory drive gear assembly bolts and
special washers (8) Splinehead 5/8-11 x 3-1/4 lg.
2. Remove oil slinger.
3. Remove accessory drive gear assembly.
4. With a suitable lifting device, support the torsional damper.
5. Unscrew and remove stub shaft and torsional damper bolts and
special washers (8) 7/8-14 x 3-¼ lg.
6. Remove gear type torsional damper assembly.
3.8.2.3 GEAR TYPE TORSIONAL DAMPER INSTALLATION

1. Clean crankshaft and gear type torsional damper spider mounting
faces and ensure that there are no nicks, burrs or any damage. Use
a smooth file to remove any damages, nicks or burrs.
2. Using a suitable lifting device install damper on crankshaft with
side of spider stamped “FRONT” facing away from engine.
NOTE
An “O” stamped above one of the mounting holes is to be applied
in line with the number one crankshaft crank pin.
3. Apply Texaco Threadtex No. 2303 to torsional damper mounting

bolts and all spider hub thrust faces.
4. Install stub shaft.
5. Install torsional damper mounting bolts (8) 7/8-14 x 3-1/4 lg. with
the special hardened washers.
6. Torque mounting bolts to 600 ft-lbs (814 Nm).
7. Install Accessory drive gear and oil slinger to stub shaft.
8. Apply Texaco Threadtex No. 2303 to mounting accessory drive
gear mounting bolts.
0
9. Install drive gear mounting bolts (8) 5/8-11 x 3-1/4 lg. with the
special hardened washers.
10. Torque mounting bolts to 160 ft-lbs (217 Nm).
11. Check the torsional damper for free movement by rotating the
damper about 10° in each direction. The torsional damper must
move freely, if not, the reason must be found and corrected.
Install the following components as per their individual installation
procedures:
1. Accessory Drive Housing.
2. Accessory Drive Cover.
3. Accessory Drive Coupling Assembly.
4. Front End Accessory Drive Shaft.
5. Oil Strainer Housing.
6. Scavenging Lube Oil Pump.
7. Main Lube Oil and Piston Cooling Oil Pumps.
8. Left and Right Bank Water Pumps with their associated piping.
3.9 CAMSHAFT GEAR TRAIN
3.9.1 CAMSHAFT GEARTRAIN DESCRIPTION

Power necessary to drive the camshafts and the turbocharger before it
becomes free wheeling, is supplied through the gear train at the rear of
the engine. Figure 3-40 shows the gear train before the camshaft drive
housing and turbocharger are installed.
The gear train, refer to Figure 3-40, consists of a crankshaft gear
mounted on the crankshaft, No. 1 idler gear, a clutch (or spring) drive
gear assembly, and the left and right camshaft drive gears. The clutch
(or spring) drive gear assembly is made up of the No. 2 idler gear, a
clutch (or spring) assembly, and the turbocharger drive gear.
ENGINE 3-41
ref. plate 29019
Figure 3-40. Camshaft Gear Train
3.9.2 CAMSHAFT GEAR TRAIN INSPECTION

Unless a complete engine disassembly is being undertaken, it is
unlikely that the entire gear train would be removed from the engine at
one time. In normal service, maintenance is limited to the No. 2 idler
gear and the turbocharger drive gear, which are part of the clutch (or
spring) drive gear assembly and the camshaft drive gears. Although
the No. 1 idler gear is not accessible for service, the bushing clearance
can be measured without engine disassembly to assess engine
condition. Refer to the Service Data section for clearance
specifications.
Regular inspection of camshaft gear train components is not required.
It is recommended, however, that whenever the turbocharger is
removed, an inspection be made of the No. 2 idler gear, the
turbocharger drive gear, and both camshaft gears. Inspect the gear
teeth for fatigue indications, cracks or other evidence of failure.
In addition to the above, also check the camshaft gear which mates
with the auxiliary drive gear for a wear step. Normal discoloration,
due to a narrow gear mating with a wider gear, should not be
considered as a wear step.

0
An accurate measurement can be made using a 0.420"- 0.430"

diameter roller. Place the roller on the unworn portion of the gear
tooth so it is suspended over the worn portion. The distance between
the roller and the worn gear tooth should not exceed the limit given in
the Service Data. If wear step exceeds the wear limit, the camshaft
gear and the auxiliary drive gear should be replaced. Pitting or
gouging of the cam gear teeth, where the auxiliary drive gear mates,
indicates misalignment. The cause should be determined before
applying replacement gears.
When any of the gears are removed from the gear train, they should be
inspected for excessive backlash, upon reassembly, by inserting a
feeler gauge the entire width of the gear face. Excessive backlash can
cause improper valve operation and fuel injection durations. Backlash
clearance limits are given in the Service Data at the end of this section.
NOTE
Refer to “No. 1 Idler Gear” for a bearing clearance check without
disassembly.
3.9.3 CAMSHAFT GEAR TRAIN ASSEMBLY PROCEDURES

In the event that the rear gear train requires replacement of any
component, use the following procedures for component replacement
and orientation:
1. Rotate the crankshaft until #1 cylinder is at TDC. The “M” mark
on the bell gear (crankshaft gear) tooth will be approximately in
the 12:00 position. Refer to Figure 3-41.
50888
Figure 3-41. Alignment of Bell (Crankshaft) Gear
2. Rotate camshafts until dowel holes in the rear stubshafts are in the
12:00 position.
3. Install cam gears so that “EMD” is aligned across the meshing
teeth as, shown in Figure 3-42.
ENGINE 3-43
NOTE
Cam gears are interchangeable for left and right camshafts, therefore
some gear markings will not be used.
50889
Figure 3-42. Camshaft Gear Train Timing Marks
4. Install lower (#1) idler gear on lower stubshaft. Align the teeth so
that “EMD” is aligned across the mesh.
5. Install upper idler (#2) / clutch assembly to the upper stubshaft
ensuring that the teeth are aligned so that “1 1 1” is aligned with
the lower idler gear and that “2 2 2” is aligned with the left bank
camshaft gear. It may be necessary to rotate the camshafts slightly
to install the gear and maintain all alignment.
6. Position the counterweights, aligning dowel holes, gears, and
camshafts. Install dowel pins, torque mounting bolts, and safety
wire all hardware.

0
3.9.4 CLUTCH DRIVE GEAR ASSEMBLY

The clutch drive gear assembly, refer to Figure 3-43, page 3-46,
consists of the No. 2 idler gear, the turbocharger drive gear, and an
overrunning clutch assembly mounted between the two gears to
provide a mechanical connection of the turbocharger to the engine
gear train during engine start up, light load operation, and rapid
acceleration. The clutch drive gear assembly should be removed as an
assembly.
3.9.4.1 CLUTCH DRIVE GEAR ASSEMBLY REMOVAL

1. Using a suitable lifting device, support the gear assembly.
2. Pull the clutch drive gear out of the idler stub shaft.
Inspection:
1. Inspect clutch drive gear stub shaft for wear, scoring and any sign
of overheating.
NOTE
A damaged stub shaft will require disassembly of the rear gear train
to facilitate replacement of the stub shaft bracket.
2. Inspect the gear teeth for:

• Wear.
• Fatigue indications.
• Cracks, pits etc.
• Other evidence of failure.
3. Inspect bearings, ensure they are not gouged or damaged.
If any of the defects listed above are found with the clutch drive gear
assembly, replace clutch drive gear assembly with a rebuilt one or new
one.
3.9.4.2 CLUTCH DRIVE GEAR ASSEMBLY INSTALLATION

1. Apply a light coat of clean engine oil to clutch drive gear idler gear
stub shaft.
2. Using a suitable lifting device, install clutch drive gear assembly
on the idler gear stub shaft.
NOTE
Be sure that the camshafts and crankshaft are protected against
accidental rotation while the gear is removed.
3. Check backlash.
ENGINE 3-45
4. If a new gear is used, refer to "3.10 CAMSHAFT ASSEMBLIES,"
page 3-48, for information on positioning and marking of gears
and timing procedures.
plate 29021
Figure 3-43. Clutch Drive Gear Assembly
F48358
Figure 3-44. Clutch Drive Gear Assembly (Cross-Section)

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3.9.5 NO. 1 IDLER GEAR
3.9.5.1 BEARING CLEARANCE CHECK WITHOUT DISASSEMBLY

The No. 1 idler gear bearing clearance can be checked without any
disassembly of the engine.
1. Remove the rear left bank oil pan handhole cover and insert the
clearance checking rod assembly into the camshaft drive housing
so that the end with the flattened side is at the bottom.
2. Position the rod so that the bracket mount straddles the crankcase
end plate, and the top of the rod contacts the side of the No. 1 idler
gear, refer to Figure 3-45. Hand tighten the bracket bolt.
plates 17842 & 17843
Figure 3-45. Application Of Parts For Checking Bearing Clearance
3. Apply the light tension spring between the lower part of the rod
and the edge of the handhole opening, refer to Figure 3-45, to
maintain idler gear to rod contact.
4. Secure the support clamp of a dial indicator to the edge of the
handhole opening. Position the indicator plunger so that it contacts
the flattened side of the rod. Refer to Figure 3-45.
5. With the cylinder test valves closed, use the engine turning bar,
and manually rock the crankshaft as many times as necessary to
remove the oil from the idler gear bearing. This will be evidenced
on the dial indicator by no increase over previous reading taken for
each direction of crankshaft travel.
ENGINE 3-47
6. Bar the crankshaft slightly in one direction until there is no further
dial indicator movement, and set the indicator to zero. Bar the
crankshaft in the opposite direction until there is no further dial
indicator movement, and note reading. Multiply the reading by 1.3
to obtain No. 1 idler gear bearing clearance. Refer to limits in
Service Data.
NOTE
It may be necessary to lock the left bank camshaft in order to provide
load on the No. 1 idler gear to obtain full movement. This should be
done if clearance does not fall within the limits given in the Service
Data.
If bushing clearance exceeds the limits specified in the Service Data

section, the engine must be disassembled to facilitate bushing renewal.
3.10 CAMSHAFT ASSEMBLIES
3.10.1 DESCRIPTION
The camshaft assembly, refer to Figure 3-46, consists of flanged
segments, front and rear stubshafts, and a spacer is used on 16-
cylinder engines between the center segments. Each segment spans
four (16-cyl.) cylinders. Segment flanges are marked as shown in
Figure 3-46 to aid in correct assembly. At each cylinder there are two
exhaust cams, one injector cam, and two bearing journals. Two
bearing blocks at each cylinder position, equipped with steel-backed
lead base babbitt lined inserts, support the camshaft.
Figure 3-46. Typical Camshaft Assemblies (16-Cylinder)
The camshafts should be periodically inspected for evidence of

overheating, cracks, or damage to the lobes such as pitting or
excessive wear. If any of these conditions are noted, removal of the
affected section is required.

0
3.10.2 CAMSHAFT SEGMENT REMOVAL

NOTE
The Camshafts used on the 710G3C-ES engine are unique to this
design, and must be replaced with the correct component. Replace
camshaft segments with identical EMD components only.
The camshaft segments may be removed without disturbing the

stubshafts by removing the dowel bolts connecting the segment and
stubshaft flanges, removing oil lines from segment bearing blocks to
rocker arms, and removing rocker arms. Remove segment bearing
block caps to allow camshaft segments removal.
NOTE
Camshaft segment bearing blocks and caps are assembled new in
mated pairs. This pairing must be maintained.
If the camshaft is removed for reasons other than bearing replacement,

an attempt should be made to retain relative positions of the bearing
shells on reinstallation of the camshaft. This may be accomplished by
immediately replacing caps after camshaft removal, or if the entire
block is removed, by inserting block bolts and wiring the free ends of
the bolts. It is possible to remove a segment of the 16-cylinder
camshafts without removing the entire camshaft.
1. Remove top deck covers.
2. Remove rocker arm oil lines of segment or segments to be
removed.
3. Remove the dowels (2) connecting the camshaft segment to the
stub shaft and the spacer shaft.
4. Remove the remaining segment studs (6).
5. Unscrew and remove upper bearing cap bolts and washers.
NOTE
When removing both segments of a bank, remove bearing cap of
camshaft spacer and remove spacer.
6. Mark the upper bearing caps in order to put them back on the same
bearing block.
7. Using a suitable lifting device, remove the camshaft section.
8. Temporary reinstall the bearing caps with bolts and washer to their
bearing blocks.
When both camshaft sections are removed, the camshaft spacer
bearing caps are removed the same way as the camshaft section upper
bearing caps.
ENGINE 3-49
3.10.3 CAMSHAFT ASSEMBLY SEQUENCE
The camshaft must be assembled as shown in Figure 3-46, page 3-48.
One dowel bolt hole in each segment flange is smaller than the others
to ensure correct angular position.
After assembly of camshaft and stubshaft, check for concentricity
between the stubshaft and camshaft journals and maximum runout
over total length of the shaft. Support the camshaft on precision rollers
at the number 1, 7, 10, and 16 camshaft bearing journals. See the
Service Data for limits.
3.10.4 CAMSHAFT SEGMENT INSTALLATION

Camshaft assemblies installed on an engine must conform to segment
sequence and position as indicated in Figure 3-46, page 3-48. On right
bank camshafts, the “A” marking on each flange is toward the front of
the engine. On left bank camshafts, the “B” marking on the flange
must be toward the front of the engine.
NOTE
Stubshafts connected to segment flanges with “A” markings are a
different configuration than those connected to segment flanges with
“B” markings.
1. If cam bearing blocks have been removed from the engine, check
bearing block pads and keyways for foreign material, nicks, and
burrs. Use a fine file to smooth nicks and remove burrs, then wipe
area clean. Install all bearing blocks, putting oiler blocks to the
right hand side of each cylinder.
2. Wipe inside of camshaft bearings with a clean rag to remove any
foreign material, then remove caps from bearing blocks and
stubshaft brackets. Mark or otherwise arrange in order to maintain
correct block to cap pairings.
3. Wipe bottom bearing shells clean once again and apply a liberal
amount of engine oil to all lower bearings, including stubshaft
bearings.
4. Install camshaft segment on the engine in the proper orientation as
previously described and shown in Figure 3-46, page 3-48.
5. If camshaft spacer has been removed, apply a small amount of oil
to the camshaft spacer bearing journal, then apply camshaft spacer.
6. Apply a small amount of oil to each camshaft bearing journal, then
rotate camshaft by hand to see if it turns freely and to distribute the
oil evenly around the journals.
7. Apply all bearing caps to bearing blocks and stubshaft brackets.
Snug down bolts on stubshaft bracket caps only to an initial torque
not to exceed 10 ft-lbs (14 Nm).

0
8. Align bearing blocks to approximate center of bearing journals (if

necessary) by tapping lightly with a copper or brass hammer.
9. Snug down all bolts on intermediate bearing block caps to an
initial torque not to exceed 10 ft-lbs (14 Nm).
10. Final tighten all cap bolts to specified values.
11. Rotate camshaft by hand or by using a box wrench on a camshaft
spacer nut to see if it turns freely. If camshaft binds, loosen bolts at
one bearing block. If shaft still will not turn freely, continue
loosening cap bolts one block at a time to determine which bearing
is binding.
lmpact that bearing block cap with a copper or brass hammer to
seat the bearing shell. Retighten and torque all cap bolts and check
camshaft again for free rotation.
NOTE
On occasion, it may be necessary to locate and impact more than
one bearing and/ or change out a bearing block and cap or
stubshaft bracket in order to allow free camshaft rotation.
12. Check camshaft axial (thrust) clearance at rear stubshaft against

limits listed in the Service Data.
13. If clearances are correct and no binding exists, apply flange dowel
bolts and reassemble rocker arms and associated parts. Complete
exhaust valve setting and injector timing adjustments.
3.10.5 CAMSHAFT COUNTERWEIGHT APPLICATION

Counterweight replacement usually is not necessary. However, when
counterweights are installed, they should be applied as instructed in
"3.10.5.1 CAMSHAFT COUNTERWEIGHT (Accessory Drive End),"
page 3-51.
NOTE
If any additional information is needed to apply camshaft
counterweights, contact the EMD Service Department.
3.10.5.1 CAMSHAFT COUNTERWEIGHT (ACCESSORY DRIVE END)

Removal:
1. Remove (1) dowel.
2. Unscrew and remove (6) holding bolts.
3. Remove retainer plate.
4. Remove camshaft counterweight.
ENGINE 3-51
Installation:
1. Install camshaft counterweights to camshaft.
2. Align and install (1) dowel in pre-drilled locating hole.
3. Install retainer plate.
4. Install bolts (6) per camshaft counterweight and torque to the
required value.
3.11 ACCESSORY DRIVE GEAR TRAIN
3.11.1 DESCRIPTION
The accessory drive gear train is located at the front of the engine and
provides power from the crankshaft to drive the oil pump(s), water
pumps, and a governor (if used). Figure 3-47, page 3-52 shows a
typical accessory drive gear train. This gear train consists of an
accessory drive gear, a scavenging oil pump gear, a main lube oil
pump gear and right and left hand water pump gears.
plate 29017
Figure 3-47. Typical Accessory Drive Gear Train (16-Cylinder)

0
3.11.2 MAINTENANCE
Unless a complete engine disassembly is being undertaken it is
unlikely that the entire gear train would be removed from the engine at
one time.
The water pumps and oil pump(s) can be removed from the gear train
as individual units. Removal of the accessory drive gear or the
governor drive gear requires removal and realignment of the accessory
drive housing. Note that on EMDEC equipped engines, the governor
drive gear is still required to drive the water pumps.
3.12 ACCESSORY DRIVE GEAR
3.12.1 DESCRIPTION
The coil spring accessory drive gear train, refer to Figure 3-48, damps
the transmission of crankshaft torsional vibrations to the accessory
gear train. The accessory drive gear meshes directly with, and
provides the drive for, the main lube oil and piston cooling oil pump
and a lube oil scavenging pump (if used).
Figure 3-48. Accessory Drive Gear, Exploded View
3.12.2 MAINTENANCE
The accessory drive gear does not normally require maintenance
between engine overhauls. At this time it should be removed and
disassembled for inspection of parts. Parts which show obvious
damage should be replaced.
Repeated failures of one or more pumps could indicate a failure of the
damping springs in the drive assembly. Any engine with a history of
repeat pump failures should be investigated.
ENGINE 3-53
3.12.3 LUBRICATING OIL AND WATER PUMPS
For information on the main lubricating/piston cooling pump and the
scavenging pump, refer to "SECTION 5. LUBRICATING OIL
SYSTEM," page 5-1.
For information on the Coolant (water) pumps refer to SECTION 6 -
COOLING SYSTEM.
3.13 ACCESSORY DRIVE COUPLING
3.13.1 DESCRIPTION
The accessory drive coupling assembly, refer to Figure 3-49, is bolted
and keyed to the tapered front end of the crankshaft to provide a power
takeoff connection for components driven from the front of the engine.
In some applications, the coupling is bolted to a tapered stubshaft.
Figure 3-49. Accessory Drive Coupling
3.13.2 ACCESSORY DRIVE COUPLING REMOVAL

The accessory drive coupling does not require any routine
maintenance. However, the bonded rubber bushings should be
replaced at the interval specified in the Scheduled Maintenance
Program or sooner as evidenced by accumulations of small rubber
particles directly under the coupling.
1. Remove drive couplings bolting bolts (20) hexhead
9/16-18 x 3-1/2 lg.
2. Remove air compressor drive shaft.

0
Figure 3-50. Air Compressor Drive Shaft
3. Remove oil seal retainer bolting bolts (6) hexhead 3/8-16 x 1 lg.
with flat washers. Refer to Figure 3-51, page 3-55.
4. Remove oil seal retainer and oil seal. Discard oil seal.
5. Remove hexhead bolt (1) 1/2-20 x 1 lg. with lock spring.
6. Remove special hexhead bolt (1) 1-1/4 -12 x 2-3/4 lg. with
retaining washer.
7. Using a suitable puller, carefully pull out the coupling assembly
from the diesel engine stub shaft.
F49113
Figure 3-51. Accessory Drive Coupling Installation and Rubber Bushing Replacement
ENGINE 3-55
1. Press out the rubber bushings from the accessory drive coupling.
2. Apply a light coat of Dow 4 silicone grease to new rubber
bushings.
3. Press into the accessory drive coupling the new rubber bushing
insuring that the bushing counterbore is facing the air compressor
drive shaft.
NOTE
If the coupling has been removed, it is essential that the proper
application procedure is used to avoid severe damage to the
crankshaft of either the driven unit or the engine. Prior to
mounting the coupling on the crankshaft, inspect the two tapered
surfaces to ensure the mating surfaces are free of nicks or burrs.
Use aluminum oxide cloth of a 180 grit to clean the tapered
surfaces and the crankshaft key slot.
4. Hand fit 2-1/2" key so it is tight in the engine crankshaft key slot.
Tap the key in the slot so the end of the key is flush with the end of
the crankshaft.
NOTE
If the key slides in the keyway, scrap the key.
5. Slide felt oil seal and oil seal retainer over barrel end of coupling
flange, then fit coupling onto the shaft. Make certain that the key
remains flush with the end of the shaft.
6. Lubricate the threads on the retaining bolt and both sides of the
washer with Texaco Threadtex No. 2303. Torque the retaining bolt
to 100 ft-lbs (136 Nm).
7. Attach a dial indicator to the coupling with the button of the
indicator on the accessory housing or on one of the studs at the
coupling seal. Zero the indicator.
8. Torque the retaining bolt to 650 ft-lbs (881 Nm) and record the
advance, measured to the nearest thousandth. Failure to obtain a
reading within the limits given in the Service Data is usually
caused by imperfections found on one of the tapered surfaces or
within the keyway. These surfaces should be free of all nicks or
burrs.
9. Install the lock spring, lockwasher, and 1/2"-20 bolt in the head of
the retaining bolt and torque to specified value.
10. With a dial indicator button resting on the outside diameter of the
coupling flange, record the T.I.R. of the rim to be sure it does not
exceed the limits given in the Service Data.
11. Carefully insert oil seal into groove of seal cover and apply seal
retainer with 3/8"-16 hex head bolts torqued to specified value.

0
3.14 RING GEAR AND COUPLING DISC (FLYWHEEL)
3.14.1 DESCRIPTION
The ring gear is used on engines equipped with starting motors.
Engaging the teeth on the ring gear rotates the crankshaft for engine
starting or selects a crankshaft position when using an engine turning
gear device. The ring gear pilots on the engine side of the coupling
disc and is bolted to the coupling disc.
The coupling disc serves as the coupling between the engine
crankshaft and the driven shaft. Degree and top dead center markings
are stamped on the outer rim of the coupling disc. Holes are also
provided around the circumference of the rim for insertion of a turning
bar to manually rotate the crankshaft.
3.14.2 MAINTENANCE
Inspect the engine coupling disc for cracks or damaged surfaces.
Inspect the ring gear teeth for damage caused by misalignment of the
starting motors, or improper bendix operation. Repair or replace
starters as required.
Whenever the engine or the generator assembly is removed, inspect
the coupling disc to crankshaft bolt holes for elongation or fretting at
the bolt head mating surface. If the surface is fretted, the area may be
spotfaced up to 1/16" (1.59 mm) deep as long as the minimum disc
thickness is maintained. See Service Data for limits.
3.14.3 FLYWHEEL POINTER QUALIFICATION

If it should become necessary to check the position of the flywheel or
the flywheel pointer for top dead center, proceed as follows:
1. Remove the air box handhole cover at the No. 1 cylinder.
2. If necessary, bar the engine to position the No. 1 piston below the
cylinder liner ports.
3. Insert a brass “stop-bar” (minimum 1/2" [12.7 mm]) hexagonal or
square preferred) of suitable length through the ports of the No. 1
cylinder so that the end of the bar passes through a port on the
opposite side of the cylinder. Refer to Figure 3-52, page 3-58.
ENGINE 3-57
Figure 3-52. Stop-Bar Inserted Through Cylinder Ports
NOTE
A bar of sufficient length to prevent reapplication of the handhole
cover while the bar is in place is recommended. A flag on the end of
the bar will caution against inadvertent rotation of the engine with
the bar in place.
4. Manually bar the engine slowly in the normal direction of rotation

until piston travel is stopped by the bar against the upper surfaces
of the cylinder ports. Refer to Figure 3-53.
plate 20385
Figure 3-53. Piston Travel Limited By Stop-Bar

CAUTION
Use extreme care to avoid excessive force.
5. Mark the position of the flywheel pointer on the flywheel. Refer to


0
plate 20386
Figure 3-54. Limit Of Piston Travel Marked On Flywheel
6. Manually bar the engine slowly in the opposite direction from

normal rotation until piston travel is again stopped by the bar
against the upper surfaces of the cylinder ports.
7. Mark the second position of the flywheel pointer on the flywheel.
Refer to Figure 3-55.
plate 20387
Figure 3-55. Second Limit Of Piston Travel Marked On Flywheel
ENGINE 3-59
8. Determine the number of degrees between the two marks on the
flywheel. Divide that number by 2. Refer to Figure 3-56, page 3-60
for a sample calculation.
9. Rotate the crankshaft in the normal direction of rotation the exact
number of degrees determined in Step 8 above. Remove the brass
“stop-bar” from the engine.
10. The pointer should indicate 180° (bottom dead center). If it does
not, position the pointer so that it does indicate 180°. The pointer
will now indicate top dead center for the No. 1 crankpin when the
engine is rotated so that the pointer is at zero degrees (0°).
plate 21158
Figure 3-56. Sample Calculation
3.15 POWER ASSEMBLY
3.15.1 DESCRIPTION
NOTE
The power assemblies used on the 710G3C-ES engine are designed
to be serviced as a complete unit only, and as such must be removed
and applied without further disassembly. Other components such as
seals, connecting rod bearings, and valve bridges are also to be
renewed at time of power assembly change out.

0
The power assembly is comprised of the following components:

• Connecting Rod Assembly.
• Piston Assembly.
• Cylinder Liner.
• Cylinder Head Assembly.
• Valve Mechanism and Injection Equipment.
3.15.1.1 CONNECTING ROD ASSEMBLY

The “trunnion type” connecting rods, refer to Figure 3-57, are
interlocking, blade and fork construction. The blade rod moves back
and forth on the back of the upper crankpin bearing and is held in
place by a counterbore in the fork rod.
One end of the blade rod slipper foot is longer than the other and is
known as the “long toe.”
The blade rods are installed in the right bank with the long toe toward
the center of the engine.
The fork rods are installed in the left bank. Serrations on the sides of
the rod at the bottom match similar serrations on the fork rod basket.
The rod basket consists of two halves, held together at the bottom by
three bolts and self-locking nuts. The fork rod and basket are bolted
together at the serrations. Fork rods and baskets are not
interchangeable since they are line bored as an assembly. Both the fork
rod and basket are stamped with an identical assembly serial number
for matching and identification purposes.
plate #11343A
Figure 3-57. Connecting Rods, Bearing Shells, And Basket
ENGINE 3-61
Connecting rod bearings consist of upper and lower shells, refer to
Figure 3-57, page 3-61. They are semicircular in shape and have a
steel back with a layer of lead bronze bearing material covered by a
lead tin coating on the inside diameter. The upper bearing has, in
addition, a bearing surface in the center of the outer diameter
consisting of a layer of bronze bearing material with a pure lead-flash
overlay. This provides a bearing surface for the slipper of the blade
connecting rod.
Dowels in the fork rod and basket hold the bearing shells in proper
position. Two dowels in the fork rod locate the upper shell and one
dowel in the basket locates the lower shell.
There is no provision for connecting rod bearing adjustment. When
bearing clearance exceeds the limit given in the Service Data, or the
power assembly is renewed, they should be replaced. After bearing
shells are once used on a crankpin and have accumulated numerous
dirt scratches, they must not be used on any other crankpin.
3.15.1.2 PISTON AND RINGS

NOTE
The pistons and rings used on the 710G3C-ES engine are unique
to this design, and must be replaced with the correct component.
Renew these components as part of a complete assembly only.
The piston assembly consists of a cast iron alloy piston, refer to Figure
3-58, four compression rings, and two oil control rings. Note that the
piston skirt is flash plated with a tin alloy below the compression rings
to aid in break-in.
28933
Figure 3-58. Piston Assembly

0
A “trunnion” type piston carrier is used with the piston assembly to

allow the piston to rotate or “float” during operation. The carrier
supports the piston at the internal piston platform. A thrust washer
forms the wear surfaces between the piston and carrier platform.
An insert bearing, refer to Figure 3-59, fits into a broached slot in the
carrier to transfer piston loads to the piston pin. The piston pin is of
the “rocking” design to provide for enhanced lubrication of the pin
and insert bearing.
F37606
Figure 3-59. Piston Pin, Insert Bearing, and Carrier
Lubrication and cooling of the piston, insert bearing, pin, and thrust
washer is provided by the piston cooling system. Refer to SECTION 5
LUBRICATING OIL SYSTEM, for further information.
3.15.1.3 CYLINDER LINER

NOTE
The cylinder liners used on the 710G3C-ES engine are unique to this
design, and must be replaced with the correct component. Renew the
liner as part of a complete assembly only.
The cylinder liner, Figure 3-60, consists of a casting having two

separate water jackets applied and brazed to the casting. A row of air
inlet ports completely encircles the liner. A flange on the outboard
side of the liner below the ports, provides a connection for the liner
water supply line.
The cylinder liner is suspended from the cylinder head by eight studs,
and is accessible for inspection through the airbox handhole covers.
ENGINE 3-63
plate 27985
Figure 3-60. Cylinder Liner
A unitized head gasket and seal assembly is used between the cylinder
liner and the cylinder head for sealing of combustion gasses and
coolant passages.
Two Viton rings located on the lower portion of the liner, mate with
the lower liner insert in the crankcase to provide a positive seal
between the airbox and crankcase.
3.15.1.4 CYLINDER HEAD ASSEMBLY

NOTE
The cylinder heads used on the 710G3C-ES engine are unique to this
design, and must be replaced with the correct component. Renew the
head as part of a complete assembly only.
The cylinder head, refer to Figure 3-61, is made of cast iron alloy with
cast passages for water and exhaust gases. Drilled water holes at the
bottom of the head mate with similar passages in the cylinder liner and
unitized head gasket. Coolant is discharged through the water
discharge elbow, mounted on the upper left face of the head.
Four exhaust valves pass exhaust gasses from the cylinder, through
cast passages in the head, to exhaust risers in the engine block. Note
that there is no physical seal between the exhaust passages on the
cylinder head and the crankcase.

0
Figure 3-61. 710G3C-ES Cylinder Head Assembly
The fuel injector is located in a well in the top center of the cylinder
head, retained with a crab system.
The camshaft driven rocker arms for the injector and exhaust valves
are supported on a rocker arm shaft, mounted on the top of the
cylinder head. Two rocker arms actuate the four exhaust valves, the
third operates the injector. The rocker arms are operated directly by
the camshaft through a cam follower roller mounted at the fork end of
each rocker arm. The opposite end of each rocker arm has an adjusting
screw and locknut for setting the injector timing and adjusting the
hydraulic lash adjusters. The injector rocker arm, although similar in
appearance to the exhaust rocker arm, is stronger than the exhaust
rocker arm, and can be identified by the yoke at the cam follower end
which is square-shaped on the injector rocker arm, but V-shaped on
the exhaust rocker arm.
Also, only the injector rocker arm has the machined notch for the
overspeed trip. Injector and exhaust rocker arms are not
interchangeable.
Lubricating oil is supplied to the cam follower assembly and the
adjusting screw end through drilled passages in the rocker arm.
ENGINE 3-65
plates #18371 & 18370
Figure 3-62. Typical Rocker Arms
Lubricating oil is supplied to the rocker arms through drilled passages

in the rocker arm shaft and an oil supply line from the cam shaft
bearing bracket.
F23040
Figure 3-63. Rocker Arm Assembly

0
3.15.1.5 MAINTENANCE (TO BE PERFORMED AT POWER ASSEMBLY RENEWAL)

Remove adjusting screw and cam follower races, bushings, and pin
and thoroughly clean all parts in fuel oil or similar solvent. Do not
clean inner and outer races and bushings in a caustic solution. Handle
parts with care to avoid nicking the bearing surfaces.
1. Inspect the rocker arm cam follower roller, pin, and inner race,
refer to Figure 3-62, page 3-66 and rocker arm shaft for evidence
of heat discoloration, excessive wear, shelling or scuffing due to
lack of lubrication and for fatigue cracks. Check machined notch
(recess) on injector rocker arms for excessive wear step from trip
pawl engagement.
NOTE
Injector rocker arms with excessive wear steps should be replaced
with a new part. No attempt should be made to rework or salvage
arms with excessive wear steps. Roller bushing is press fit into cam
follower roller and should NOT be reused, but rather be replaced.
2. Check that all oil holes and passages are clean.

3. All adjusting screws should be checked for hand-free operation
and any galling on the ball end. Galling of the spherical seat on the
ball end is cause for rejection. All adjusting screw buttons (if used)
should be visually checked for galling or cracking. Galling of the
spherical seat is cause for rejection.
3.15.1.6 SUPPORT ASSEMBLY

Check the shaft support for the correct height dimension between the
base and bottom of the bore. Holding this dimension within the limits
will ensure that the height mismatch between supports for any one
cylinder will be .006" (0.15 mm) or less. Mismatch greater than .006"
(0.15 mm) can lead to camshaft lobe distress and broken rocker arm
studs.
A flat and true nut seating surface must be provided on the support cap
or broken washers and studs can result. If a seating surface is
damaged, it may be remachined.
3.15.1.7 CYLINDER TEST VALVE

Cylinder test valves, refer to Figure 3-64, page 3-68, are provided on
the engine at each cylinder. When maintenance or inspections are
performed, the valves are opened to relieve compression, reducing the
effort required to rotate the crankshaft. With the test valves open, fuel
and coolant leaks can be detected by fluid discharge at the valves
while the engine is being barred over.
ENGINE 3-67
EN37605
Figure 3-64. Typical Cylinder Test Valve
The cylinder test valve is inserted in a housing within the crankcase

and screwed into the cylinder head. A cylinder test valve wrench, refer
to Figure 3-65, is used to open and close the valves.
plate #3618
Figure 3-65. Test Valve Wrench

0
3.15.1.8 CYLINDER TEST VALVE REPLACEMENT

If a cylinder test valve is leaking, check that the needle valve, refer to
Figure 3-64, page 3-68, has been properly tightened. Should the valve
continue to leak, replace the valve assembly with a new or qualified
unit.
During power assembly renewal, or when leakage occurs, the pressed
in test valve to crankcase seal should be renewed.
Using a pry bar or screwdriver, remove the old seal from the
crankcase. Wipe the test valve passage with a clean cloth and suitable
solvent. The new seal may be applied by lightly tapping it into place
with a small hammer. Do not apply excessive force to the seal or it
will be distorted.
Before applying the test valve assembly, lightly coat the inside lip of
the seal with O-ring lubricant.
3.15.1.9 CYLINDER HEAD SEAT RING

The cylinder head seat ring is an aluminum bronze ring with an
elastomer seal molded to the outer diameter. It is used between the
crankcase head seat and the cylinder head to provide a seating surface
for the cylinder head and to maintain proper piston to head clearance.
The seal is incorporated to minimize oil draw into the exhaust stack
and crankcase head retainer wear.
The head seat ring is to be renewed at each power assembly change.
The ring is marked “Top” on the surface that faces upward.
Figure 3-66. Head Seat Ring
ENGINE 3-69
3.15.2 EXHAUST VALVE BRIDGE ASSEMBLY
The valve bridge, refer to Figure 3-67, operates two exhaust valves
from one rocker arm. A spring and spring seat are held on the valve
bridge stem by a lock ring. The spring seat rests in a socket in the
cylinder head and the spring applies pressure to maintain contact
between the valve bridge and the rocker arm.
Figure 3-67. Exhaust Valve Bridge Assembly
The hydraulic lash adjuster maintains zero lash between the end of the
valve stem and the valve bridge. Lube oil flows from the rocker arm
through a drilled passage in the valve bridge to the top of the lash
adjuster, past the ball check, and into the body. When the rocker arm
depresses the valve bridge, a slight movement of the plunger in the
lash adjuster seats the ball check, trapping the oil. Since the oil is
practically incompressible, further movement of the rocker arm causes
the lash adjuster plunger to force open the exhaust valve.
NOTE
Whenever a power assembly is renewed, the valve bridge assemblies
should be replaced with new or qualified units.
3.15.2.1 VALVE BRIDGE INSPECTION

On starting the diesel engine, all valve bridges must be inspected for
proper lash adjuster operation. With the engine running at idle and oil
pressure established, visually inspect each valve bridge for proper oil
flow at the adjuster screw button and on the tops of the valve stems.
Listen for any audible noise (clicking) from any adjuster that would
indicate excessive valve lash.
Any defects noted will require immediate replacement of the affected
valve bridge assembly.

0
3.15.3 CYLINDER POWER ASSEMBLY REMOVAL

The following procedure is for the removal and installation of a
cylinder power assembly as a unit.
A complete cylinder power assembly consists of the head, valves,
liner, piston and rings, piston pin, bearing, carrier, thrust washer, snap
ring, connecting rod, and the basket on fork rod assemblies.
1. After draining the cooling system, remove the top deck cover over
the affected cylinder. It is advisable to remove the front latches
first, then the rear latches.
2. Remove the air box and oil pan handhole covers for the cylinder
being removed and for the opposite cylinder on the other side of
engine.
3. Remove the piston cooling oil pipe.
4. Remove the bolts holding the water inlet tube to the cylinder liner
and remove the saddle strap nuts holding the tube to the water
manifold.
5. Remove the gasket from the water manifold.
6. Open all cylinder test valves using the test valve wrench. This will
facilitate manual barring of the engine.
7. Bar the engine over until the fork rod piston assembly is 120° after
top dead center in the cylinder being removed. This will allow
removal of the basket halves and the connecting rod bearing shells
at one crankpin position.
8. Loosen the cylinder test valve packing nut (if used) and remove the
cylinder test valve and seal-ring. The entire test valve assembly
must be removed before removal of the cylinder or damage to the
head and/ or the test valve will occur.
9. Disconnect the rocker arm oil line, at the camshaft bearing block.
Also disconnect the line on the opposite cylinder, opposite bank.
Remove the gaskets between the oil lines and the blocks.
10. Loosen the locknuts on the exhaust valve rocker arms and the
injector rocker arm. After this has been accomplished, back off the
adjusting screws about two complete turns on the three rocker
arms.
11. Remove the rocker arm shaft nuts, washers, and the rocker arm
shaft caps.
12. Take off the rocker arm shaft assembly with rocker arms taking
care not to drop the rocker arms.
13. Remove the rocker arm shaft supports and valve bridge
assemblies.
14. Remove the fuel line assembly. Also, remove the fuel line from the
opposite cylinder on the opposite bank of the engine. Care should
be taken that the spherical seats used on some fuel line ends are not
scratched or nicked as this could cause leakage.
ENGINE 3-71
15. Disconnect the two wires with eyelet terminals from the injector
and unbolt the cable tie bracket from the head. Fold the wires and
attached bracket aside in such a manner that will protect them from
damage during cylinder disassembly.
16. Remove the injector crab stud nut, spherical washer, and the
injector crab.
17. Using the injector pry bar, remove the injector and adapter collar
from the tapered well in the cylinder head. Protect the injector
from dirt and damage by using an injector holding rack.
18. The rocker arm shaft assembly with rocker arms and the injector
on the opposite cylinder, opposite bank of the engine, should also
be removed.
19. Remove the lower basket bolts and nuts using the spring-loaded
basket bolt wrench with a ratchet and extension.
20. Remove the upper bolts from the inboard basket half.
21. Remove the bolts from the other basket half while holding the
basket and lower connecting rod bearing shell.
22. Remove the bolts, basket, and bearing while maintaining the same
relative upright position to prevent dropping the bearing shell or
the basket into the oil pan.
23. Install the connecting rod positioning clamp on the rod up far
enough so that when the rod is lifted it will not strike the cylinder
liner.
NOTE
If a power assembly containing a blade rod is to be removed, the
following Steps apply:
24. Screw the piston holding tool, into the threaded hole in the crown
of the piston and fork rod assembly.
25. Using a suitable lifting device, raise the fork rod assembly and
apply the fork rod support, while holding the upper bearing shell in
place.
26. Rotate the crankshaft in normal direction so support will rest in oil
pan. Protect the upper bearing and continue rotation to position
blade rod for removal.
27. Remove the crab nuts from the crab bolts using an air torque
multiplier set or equivalent. Place the drive socket on the crab nut
to be removed and the anchor on the crab nut above or below the
crab nut to be removed. Position the multiplier so that the output is
over the drive socket.
28. Install the air motor and set the pressure between 45-50 psi (310-
345 kPa). Squeeze the air valve and the crab nut should break
loose. If the wrench stalls out, increase the air pressure until the
crab nut breaks loose.

0
NOTE
When changing a power assembly, the crab nuts on the cylinder
adjacent to assembly being changed must be backed off to 1/2 torque
(approximately 1000 ft-lbs [1356 Nm]).
29. Back off the crab nuts on the cylinder adjacent to assembly being
changed to 1/2 torque (approximately 1000 ft-lbs [1356 Nm]).
30. After removing all nuts, washers, and crabs, place thread
protectors over crab-bolts.
31. Apply and attach lifting clamp, refer to Figure 3-68, to cylinder
being removed, and screw in the piston holding tool.
plate 30266
Figure 3-68. Lifting Clamp Application
32. Lift the piston holding tool and remove upper bearing shell.
Continue raising the piston and blade rod assembly until the piston
holding tool can be secured to hold the assembly at the top of the
liner.
ENGINE 3-73
plate 30267
Figure 3-69. Piston Holding Tool Application
33. Attach an overhead chain hoist to the lifting clamp. While guiding
the power assembly, remove it from the engine.
NOTE
If a power assembly containing a fork rod is to be removed, the
following Steps apply in addition to Steps 1 through 24.
34. Screw the piston holding tool into the threaded hole in the crown
of the piston and blade rod assembly. Leave the blade rod resting
on the upper bearing.
35. Attach the lifting clamp to the cylinder being removed and screw
in the piston holding tool.
36. Lift the piston holding tool while holding the upper bearing shell.
Continue raising until the piston holding tool can be secured to
hold the assembly at the top of the liner.
37. Install the connecting rod positioning clamp on the fork rod.
38. Using a suitable lifting device, lift the blade rod piston assembly
and secure with piston holding tool. Remove the upper bearing
shell.

0
39. Attach an overhead chain hoist to the lifting clamp. While guiding
the power assembly, remove it from the engine.
plate 22115
Figure 3-70. Power Assembly Removal With Lifting Clamp And Hoist
3.15.4 POWER ASSEMBLY INSTALLATION

Left and right banks of the engine are determined by looking toward
the “front” (accessory end) of the engine while standing at the “rear”
(coupling end) of the engine. The power assemblies with blade rods
are installed in the right bank with the “long toe” of the slipper foot
facing the center of the engine. The power assemblies with fork rods
are installed in the left bank.
1. The complete power assembly is packaged in either a storage type
metal reinforced container, refer to Figure 3-71, page 3-76, or
expendable cardboard and wood container. The metal cover on the
storage type container is removed by using a wrench and turning
the hex head fasteners on the side of the container. The cover
forms the top and three sides of the container.
ENGINE 3-75
plate 18077
Figure 3-71. Power Assembly And Container
2. Remove the card containing the applicable seals and gaskets and,
if a power assembly with a fork rod, the small box containing the
basket bolts.
3. Remove the two nuts and bolts holding the top mounting block to
the rocker arm studs, and take off the block.
4. Remove the piston holding bolt and block.
5. Insert a clean rag into the injector well and remove the tape from
around the liner ports.
6. If the power assembly has a fork rod, remove the connecting rod
basket from the metal bracket at the front of the container. Refer to
Figure 3-71.
7. The assembly has been coated with an antirust compound which
does not have to be removed and is totally compatible with lube
oil.
8. Install the rocker arm shaft supports, if required, making sure that
the locating dowel holes are properly positioned. Install the lifting
clamp, refer to Figure 3-72, and secure it with the rocker arm shaft
nuts.

0
plate 22113
Figure 3-72. Lifting Clamp Application
9. Remove the rag from the injector well and apply the piston holding
tool. Refer to Figure 3-73.
plate 22117
Figure 3-73. Piston Holding Tool Application
ENGINE 3-77
10. Attach a chain hoist to the eye at the center of the lifting clamp and
remove the power assembly from the container.
11. Support the assembly on a suitable stand and attach the connecting
rod positioning clamp.
12. Be sure and check, if a fork rod, that the rod and basket serial
numbers match. Refer to Figure 3-74.
F18036
Figure 3-74. Rod And Basket Identification
13. Before applying the water discharge elbow, inspect the internal
and external seal grooves. Apply a light coat of Dow 4 silicone
grease to water outlet (discharge) elbow seals and install two black
seals to the grooves entering the crankcase and a red seal to the
groove between the elbow and the cylinder head. Bolt elbow to
cylinder head, and torque to specified value.
14. Change the hoist to the end hole of the lifting clamp, refer to
Figure 3-75, page 3-79, to position it at the proper angle for
installation in the engine.

0
plate 22115
Figure 3-75. Power Assembly Installation With Clamp And Hoist
15. Raise assembly and install lower liner seals (may be marked EMD
VIT and with red paint) in lower grooves. Coat seals with an
approved lubricant.
16. Place the seat ring on the assembly, refer to Figure 3-76,
page 3-80, making sure that the chamfered side with the word
“TOP” stamped on the surface is facing up. Place thread protectors
on cylinder head crab bolts.
17. Lower the assembly slowly into the crankcase bore, lining up the
water discharge elbow with the mating hole in the crankcase, refer
to Figure 3-77, page 3-80. Be careful that the seals are not
damaged or twisted in the grooves while the head is lowered into
position.
ENGINE 3-79
plate 28230
Figure 3-76. Seat Ring Installation
plate 22842
Figure 3-77. Water Discharge Elbow Alignment

0
18. Before the head contacts the crankcase, recheck the position of the
seat ring.
19. Remove the chain hoist from the lifting clamp and attach it to the
piston holding tool in the power assembly being installed.
NOTE
The blade or fork rod opposite to the rod in the power assembly
being installed was positioned out of the way during “Unit Removal”
by use of a piston holding tool.
20. Oil the inside and outside surfaces of the connecting rod bearing
shells and place the upper bearing in position on the connecting
rod journal.
21. Hold the bearing shell in place while lowering the blade rod to rest
on the upper bearing surface.
22. Lower the fork rod until the rod makes contact with the bearing
surface. The fork rod dowels should enter the bearing dowel holes
without binding.
23. Remove the piston holding tool and the lifting clamp and place a
clean rag in the injector well.
24. Remove the connecting rod positioning clamp from each
connecting rod. Also remove the piston holding tool from the
opposite cylinder.
25. Apply the lower connecting rod bearing to the dowel basket half,
oil the bearing surface, and place the basket half on the fork rod.
When applying fork rod baskets be sure that the serial number on
the prong of the dowel half is on the dowel side of the rod.
26. Lubricate all upper basket bolt threads, bolt thrust faces and both
sides of washers with Texaco Threadtex No. 2303. Start the basket-
to-rod bolts by hand and tighten the upper basket fork rod bolts
just enough to mate the serrations and to hold the bearing in place.
27. Apply the other basket half to the fork rod with the lubricated bolts
and washers. Start the basket-to-rod bolts by hand, then tighten the
rod bolts enough to mate the serrations.
28. Apply the lower basket bolts, washers, and self-locking nuts and
tighten to 10 ± 5 ft-lbs (14 ± 7 Nm).
29. Snug the four top basket bolts to approximately 10 ft-lbs (14 Nm)
to firmly mesh the serrations. Give each washer a “finger tightness
check.” If a washer can be rotated when a twisting effect is applied
with a finger grip, the bolt assembly should be removed and
inspected for the cause of not clamping.
30. Visually check the position of the basket strap to assure that the
basket is not resting on the bronze of the top bearing shell or on the
raised section of the lower bearing shell.
ENGINE 3-81
31. Torque the upper basket bolts to 190 ft-lbs (258 Nm).
32. Using the spring-loaded basket bolt wrench, refer to Figure 3-78,
torque the lower basket bolts to specified value.
plate 18440
Figure 3-78. Basket Bolt Wrench Application
33. Remove thread protectors and make sure that crab bolts, crab seats,
and crab nuts are free from burrs. Apply Texaco Threadtex No.
2303 to all exposed crab bolt threads and both sides of hardened
washers.
34. Apply crabs, washers, and nuts. Center the crab bolts by manually
seating the nuts while moving the crab bolts back and forth. Check
that the crabs are positioned so that a wrench can be applied to the
head-to-liner stud nuts.
35. After seating the crab nuts, torque them to approximately 400 ft-lbs
(542 Nm). Torque outboard nuts first, then the inboard nuts.
NOTE
On any one crab plate, do not torque the inboard nut to 400 ft-lbs
(542 Nm) until the outboard nut has been torqued to 400 ft-lbs (542
Nm).
36. Check the head-to-liner stud nuts for specified torque, starting
with the pilot stud and using the tightening sequence as shown in

0
6
2
28682
4
8 7
3 1
Figure 3-79. Head to Liner Nut Tightening Sequence
NOTE
Do NOT final torque head-to-liner nuts until AFTER initial torque is
applied to crab nuts in order to avoid damage to the water outlet
elbows.
37. Torque the 2 removed outboard crab nuts to 400 ft-lbs (542 Nm).
38. Torque the 2 removed inboard crab nuts to 400 ft-lbs (542 Nm).
39. Torque the 2 removed outboard crab nuts to 1000 ft-lbs
(1356 Nm).
40. Torque the 2 removed inboard crab nuts to 1000 ft-lbs
(1356 Nm).
41. Torque the 2 backed off and the 2 removed outboard crab nuts to
2400 ft-lbs (3 254 Nm).
42. Torque the 2 backed off and the 2 removed inboard crab nuts to
2400 ft-lbs (3 254 Nm). Using an air motor and torque multiplier
with a power ratio of 38:1, or any mechanical advantage wrench,
final torque the crab nuts to 2400 ft-lbs (3 254 Nm). If a 12:1
power wrench is used with a 300 ft-lb (407 Nm) capacity hand
torque wrench, the pointer should indicate 200 ft-lbs (271 Nm) for
the final pass. Torque outboard nuts first, then the inboard nuts.
NOTE
On any one crab plate, do not torque the inboard nut to full torque
until the outboard nut has been torqued to full torque.
ENGINE 3-83
SPECIAL NOTE
Refer to Service Data for procedure which may be used to qualify
torquing equipment using a “nut-rotation” method.
43. Remove all excess thread compound from crab plates, nuts and
washers following crab bolt torquing.
44. Uncover the injector well and install the injector with adapter
collar in the cylinder head. Check that the injector is centered
between the valves and there is no interference between the
injector fuel jumper lines and the valve bridges.
45. Lubricate the threads on the injector stud and nut. Place the
injector crab over the crab stud. Place the spherical side of the
washer into the spherical seat of the crab. Apply and snug down
the nut.
46. Be sure that the injector crab is not cocked at an angle and torque
the crab nut to specified value.
47. Connect the fuel lines from the manifold to the injector using new
O-rings at the manifold ends and apply as follows:
a. Apply a light coat of silicon based lubricant to the new O-rings
and place one in each O-rings land of the supply and return
fittings of the fuel manifold. The grease will prevent binding of
the O-rings and hold it in place during jumper line installation.
b. Facing the injector from the side of the engine, loosely connect
the supply (left) jumper line to the top rail and the return (right)
jumper line to the bottom rail of the fuel manifold.
CAUTION
Clearance between fuel jumper lines and all operating mechanisms
must be maintained at a minimum of 1/8" (3.2 mm). If any clearance
is found to be less, jumper line must be repositioned before
tightening.
c. When tightening the jumper line fittings, use a 3/4" wrench to

hold the hex of the jumper line connection in position, and tighten
the hex swivel nut with a 15/16" wrench. Torque each jumper line
fitting to specified value. The jumper to EUI connections must be
torqued to 65 ft-lbs (88 Nm), the jumper to manifold connections
should be torqued to 40 ft-lbs (54.2 Nm).
NOTE
It is imperative that the fuel jumper lines not be kinked or twisted
during application.

0
48. Position the valve bridges in the cylinder head (with protruding
boss and oil passage plug toward camshaft for safety and uniform
assembly).
NOTE
At time of installation, valve bridges are an assembly.
49. Lubricate the shaft stud threads with Texaco Threadtex No. 2303.
Apply rocker arm shaft support blocks and install the rocker arm
shaft assembly. Apply the shaft caps with the short toe facing out.
NOTE
Carefully observe CAUTION note above regarding clearance
between fuel jumper lines and operating mechanisms when applying
rocker arm shaft assembly.
50. Make sure that the hardened washer is used between the rocker
arm shaft nuts and the shaft caps and that all contact surfaces are
clean and free from burrs. Apply the washers and nuts to the shaft
studs.
51. Alternately torque the shaft nuts to 150 ft-lbs (203 Nm) on the first
pass, and to a final torque of 300 ft-lbs (407 Nm).
52. Use a new gasket and attach the rocker arm oil line to the camshaft
bearing bracket. Torque bolts to specified value. Refer to
procedures at the back of this section for rocker arm adjustment of
injector timing and hydraulic lash adjusters.
53. Reconnect the two wires with eyelet terminals to the injector and
apply the cable tie bracket to the cylinder head. Tighten the bracket
mounting bolt securely and position wires properly to avoid
contact with fuel lines and valve bridges.
54. Coat a new seal with Dow 4 silicone grease and place in the groove
at the liner end of the water inlet tube.
55. Position saddle straps around the water manifold and then through
the inlet tube flange.
56. After the strap nuts have been applied and tightened finger tight,
check that the seal is seated in the groove, position the tube on the
liner, and finger tighten the bolts.
57. Take a new gasket and shape it to fit around the water manifold.
Insert the gasket between the tube flange and manifold making
sure the sides of the gasket are flush with the sides of the flange,
and that the ends of the gasket are within the clamping radius of
the flange.
58. Torque the strap nuts to specified value.
59. Prior to torquing the tube to liner bolts, remove the bolts and
washers from the flange. If the tube moves, it must be repositioned
on the water manifold; if no movement is detected, the tube to liner
bolts and washers may be reapplied and torqued to specified value.
ENGINE 3-85
60. Using a new gasket, place the piston cooling oil pipe against the
piston cooling oil manifold.
61. Place the nozzle end of the pipe into the liner bore so that the
dowels on the pipe align with the dowel holes in the liner.
62. If the bolt holes in either of the flanges do not line up, replace the
pipe. No attempt should be made to fit the pipe by bending it. This
would place a stress on the pipe which could result in subsequent
failure.
63. Install the fine thread bolts into the manifold, and the coarse thread
bolts into the liner. Torque bolts to specified value.
64. Check proper alignment of the piston cooling oil pipe by barring
the engine over to bottom dead center of the cylinder being
checked. Make certain that the tube does not bind in the carrier
hole. If an interference exists, indicating misalignment, replace the
oil pipe.
NOTE
Unlike previous model EMD engines, the alignment of the piston
cooling oil pipe to the inlet hole of the piston carrier on GC series
engines can be done without an alignment gauge. This is because
the oil tube itself extends into the carrier at the bottom dead
center of the cylinder being checked.
65. It is important, after installing a power assembly, to determine the

head to piston clearance. This will provide the information
necessary to evaluate the amount of subsequent wear, or a change
in head to piston relationship. The procedure for applying the lead
wire in the wire holder is as follows:
a. Using a piston of the same size as the one being checked in the
engine, place a length of 1/8" (3.18 mm) diameter lead wire in
each end of the wire holder. When positioned on top of the
piston, each end of the wire should be at least 1/8" (3.18 mm)
from the outside diameter of the piston.
b. Bar the engine over until the piston being checked is at bottom
dead center.
c. Apply the lead wire through a liner port and position it on top
of the piston so that it is parallel with the crankshaft.
d. Bar the engine over one complete revolution to compress the
lead wire. Remove the wire from the engine and measure the
inboard portion of both compressed ends of the wire. Refer to

0
Figure 3-80. Lead Wire Measurement

NOTE
It is important that the thinner of the two compressed areas be
measured to provide the minimum piston to head clearance.
e. Within the maximum clearance and minimum clearance, the

difference in micrometer readings between the two compressed
ends should not exceed 0.005" (0.13 mm) for new,
remanufactured, or otherwise requalified clean parts. If it does,
repeat the process as the wire may have changed position.
NOTE
Due to carbon buildup on both the fireface of the cylinder head
and the crown of the piston during service life, lead wire readings
should not be used as a basis for power assembly changeout. Lead
wire readings may continue to be used to indicate wear trends.
Significant clearance increases should be investigated as possible
component failures.
66. Place a new seal-ring in the cylinder test valve bore and apply high
temperature thread lubricant to valve body threads. Install the
valve body.
67. Tighten the valve body into the cylinder head.
68. Torque the valve body to specified value and install the needle
valve.
69. Refill the cooling system and check for water leaks.
70. Install the top deck and handhole covers.
71. Bar the engine over one complete revolution and close all the
cylinder test valves.
72. Start the engine and raise the water temperature to 170°F (77°C).
After running the engine, shut it down and recheck the torque on
the crab and liner stud nuts. Also recheck for oil, fuel, and water
leaks.
ENGINE 3-87
3.15.5 POWER ASSEMBLY PACKAGING
WARNING
Failure to comply with the proper packaging procedures, when
returning power assemblies, can result in injury to personnel or
costly damage to components.
The container, in which the power assembly is shipped, has been

specially constructed to prevent damage to components. To properly
package the assembly being returned, the following procedure should
be used:
1. Before attempting to move the assembly, place the piston holding
block over the injector hole and over the injector crab stud and
secure with the bolt threaded into the threaded lifting eye hole in
the crown of the piston.
2. Attach the lifting clamp assembly and hoist.
3. Position assembly in shipping container so that liner is firmly
seated and connecting rod straddles support in bottom of container.
4. Remove hoist and lifting clamp assembly.
5. Place top mounting block over rocker arm shaft studs and secure
with washers and nuts. Make sure that the block attaching bolts
holding the block to the container are secure.
6. On fork rod assemblies, make sure each half of the basket is
properly positioned and secured to the main body of the container.
7. Place container cover in position and secure.
3.16 ENGINE INSPECTIONS (IN SERVICE)
3.16.1 GENERAL
The cylinder liner, piston, and connecting rod assemblies can be
inspected while installed in an engine, provided the engine is shut
down and the air box and oil pan inspection covers are removed. The
air box handhole covers provide access to the cylinder liner upper
bores while the oil pan handhole covers provide access to the lower
bores.
Precautions should be taken, before proceeding, to prevent the engine
from being started.

0
NOTE
It is recommended that the following “One-Revolution Inspection
Sequence Chart”, be used to ensure a thorough inspection of
internal engine components. The following engine inspection
sequence chart is designed to speed up air box inspection of
power assembly components and minimize required engine
manual barring. The chart shows the power assembly checks that
can be made during one revolution of the crankshaft. If desired,
EUI injector plunger height and exhaust valve lash setting may be
performed at the same time as the engine inspection.
Table 3-1. 16-CYLINDER 710G3C-ES ENGINE (LEFT-HAND ROTATION)

“ONE REVOLUTION” INSPECTION SEQUENCE
Set EUI Inj. Inspect #1 Ring
Inspect
Flywheel & Inspect
Liner & Piston
Deg. Exhaust Up Down Piston Skirt
Crown
Valves
8.5 10 4 6 13 7 & 16
31 15 5 11 2
53.5 1 12 14 7
76 8 13 4 10 1 & 11
98.5 9 2 5 15 8 & 14
121 16 7 12 1
143.5 3 10 13 8
166 6 15 2 9 3 & 12
188.5 11 1 7 16 6 & 13
211 14 8 10 3
233.5 4 9 15 6
256 5 16 1 11 4 & 10
278.5 12 3 8 14 5 & 15
301 13 6 9 4
323.5 2 11 16 5
346 7 14 3 12 2&9
The column headings can be interpreted as follows:
3.16.1.1 FLYWHEEL DEGREE

Flywheel location as indicated by the flywheel pointer.
ENGINE 3-89
3.16.1.2 SET EUI INJECTOR & EXHAUST VALVES
The number appearing in this column opposite “FLYWHEEL
DEGREES” indicates that the Electronic Unit Injector of that cylinder
can be timed, and the exhaust valve lash may be adjusted. Note that
this is a good location to perform an inspection of the piston skirt as
well.
CAUTION
This instruction is for 710G3C-ES engines with Electronic Unit
Injectors only. Do NOT set EUI injectors on engines or
Mechanical Unit Injectors at these flywheel degree positions.
Refer to setting instructions on EUI Injector Timing Plate
(located on right rear side of engine crankcase).
3.16.1.3 INSPECT LINER

DEGREES” indicates that the liner and piston crown of that cylinder
can be inspected.
3.16.1.4 INSPECT #1 RING

DEGREES” indicates that the top compression ring of that cylinder
can be inspected.
Open all cylinder test valves to facilitate rotation of the crankshaft,
using the turning jack. Perform the one revolution inspection as
follows:
1. Check the position of the flywheel relative to the pointer. Rotate
crankshaft in the normal direction of rotation until the flywheel
indication corresponds with a position on the inspection sequence
chart.
2. If required, set the EUI injector plunger height on the cylinder
indicated on the chart or injector setting tag on the engine. Use the
procedure indicated in this section under "3.17.2 EUI INJECTOR
TIMING." or the EMDEC Operating and Troubleshooting Guide.
3. If required, set the exhaust valve lash on the same cylinder using
the procedure indicated in "3.17.1 ADJUSTING HYDRAULIC
LASH ADJUSTERS."
4. Inspect the condition of the piston compression rings as described
in "3.16.2 LINER/PISTON VISUAL INSPECTION."
5. Inspect condition of the piston crowns and liner walls as described
in "3.16.2 LINER/PISTON VISUAL INSPECTION."
6. Inspect condition of piston skirts as described in "3.16.2
LINER/PISTON VISUAL INSPECTION."
7. Visually inspect the piston cooling pipes to ensure all fasteners are
correctly applied, and there is no obvious damage to the pipes or
manifold. Note that the alignment tool is no longer used with these
pipes, nor can they be “rung” for secureness.

0
8. Perform a visual inspection of the connecting rod upper bearing

shells, refer to "3.16.3 OIL PAN INSPECTION," looking for any
signs of bearing extrusion, distress, or overheating.
9. Perform a visual inspection of the main and thrust bearings,
looking for any signs of bearing extrusion, distress, or overheating.
10. Inspect interior of crankcase for obvious damage or unusual
conditions.
11. Inspect air box for foreign material and any signs of water or oil
leakage.
3.16.2 LINER/PISTON VISUAL INSPECTION

During an “in engine” liner/ piston inspection, a correct diagnosis is
important to prevent the unnecessary removal of still serviceable
parts, or the continued operation of a non-serviceable part, possibly
resulting in a complete failure.
The illustrations show the conditions most likely to be observed, and
the captions give the correct terms to define them. Consistent use of
these terms, when describing liner and piston conditions, will permit
an accurate evaluation of the problem at hand, and be understandable
to anyone familiar with such conditions.
When liner bores are inspected and abnormal conditions are observed,
check piston ring and piston skirt condition BEFORE changing out a
power assembly. Do not remove an assembly based on liner
appearance only. Refer to the applicable illustration in the guide for
the action to be taken based on the observed conditions.
Continued usage or replacement of the liner and/ or piston, based on
the recommended “ACTION,” can contribute significantly to
extended component service life and the prevention of engine damage.
NOTE
Pistons used in late model EMD turbocharged engines have a tin
plate skirt treatment, the color of which turns from silver matte to
a dull flat pewter gray during service. This pewter gray coloring
may be mistaken for scuffing during inspections. Scuffing
indications that are valid include distressed skirt surfaces where
obvious metal tearing can be seen and felt, and similar liner
distress is apparent when viewed through the ports.
ENGINE 3-91
48361
Figure 3-81. Scuffing
F48362
Figure 3-82. Normal Wear

0
F48363
F483654
ENGINE 3-93
F48365
Figure 3-85. Port Streaking
F48366
Figure 3-86. Carbon Drag

0
3.16.3 OIL PAN INSPECTION

1. Inspect back of upper connecting rod bearing for cutting or signs
of overheating.
2. To check for thrust washer, piston pin bearing, and connecting rod
bearing wear, take a lead reading of piston to cylinder head
clearance. Any significant increase since previous lead reading
should be investigated as a possible component failure.
NOTE
Due to carbon buildup on both the fire face of the cylinder head and
the crown of the piston during service life, lead wire readings should
not be used as a basis for power assembly renewal or replacement
due to wear. The proper wear factors considered for power assembly
removal should be side clearance of the No. 1 compression ring and
piston ring face wear.
3. With piston at top center, inspect lower liner walls for scoring.
4. Inspect oil pan for foreign matter.
3.17 ENGINE ADJUSTMENTS
3.17.1 ADJUSTING HYDRAULIC LASH ADJUSTERS

Application of properly operating lash adjusters, correct setting, and
subsequent inspection at regular maintenance intervals is very
important to valve operation. Improperly set or defective lash
adjusters cause the exhaust valves to be subjected to increased stress
which leads to ultimate failure and probable damage to the engine.
After complete cylinder head assembly or power assembly has been
installed, the lash adjusters must be set.
1. Open cylinder test valves and rotate crankshaft so that the piston is
at or near the position indicated on the injector timing plate for the
cylinder being set.
2. Loosen rocker arm adjusting screw locknuts.
3. Turn rocker arm adjusting screw down until the last valve just
touches the hydraulic lash adjuster plunger, or until a 0.001"
(.0254 mm) shim is just snug between valve stem top and adjuster
plunger. Remove shim, if used, then turn adjusting screw down 1-
1/2 turns.
4. Check valve bridge spherical seat to be sure that it is spring-loaded
against the cylinder head spherical seat. If the bridge spring
spherical seat is not spring-loaded against the cylinder head
spherical seat, turn down the rocker arm adjusting screw until no
movement is felt, and then turn it another 1/4 turn. Check to be
certain valves are not held open.
ENGINE 3-95
5. Tighten rocker arm adjusting screw locknut to a torque of
80 ±5 ft-lbs (108 ±7 Nm).
After running the engine until lube oil reaches operating

temperature, check the clearance between lash adjuster bodies and
the end of the valve stems with the piston near top center. If the
clearance is less than minimum, the cylinder head should be
removed for reconditioning or rejection. Use minimum clearance
gauge, Figure 3-43, page 3-46, to gauge clearance between lash
adjuster and exhaust valve. This gauge is 1/16" thick and should fit
between lash adjuster body and valve stem top, to ensure the
minimum clearance. Also, verify that there is no clearance
between valve tip and adjuster plunger.
plate 24877
Figure 3-87. Checking Lash Adjuster To Valve Clearance (Typical)
3.17.2 EUI INJECTOR TIMING

Since injector timing is handled by the ECM's, it is not necessary to
“time” the injector to the camshaft. Instead, the plunger is now
adjusted to ensure that the proper amount of stroke is available for
pump operation.
1. Position the crankshaft at the correct pointer indication for the
cylinder to be set. ALWAYS refer to the Injector Timing Plate
located at the right rear corner of the engine for timing locations.
2. Loosen the injector adjusting screw lock nut.
3. Using the injector adjusting screw, run the plunger down to the
bottom of its stroke.
0
4. The adjustment is then “backed off” one and a half turns of the
adjusting screw.
At this position, the camshaft lobe is at the highest lift position.

Running the plunger down ensures that maximum stroke has been
achieved, the 1 1/2 turn reduction ensures proper clearance in the
bottom of the chamber during operation.
5. Initially tighten the injector adjusting screw lock nut while holding
the injector adjusting screw.
6. Torque the injector adjusting screw lock nut to 80 ±5 ft-lbs
(108 ±7 Nm).
3.17.3 EUI INJECTOR CALIBRATION

Injector metering is handled electronically with the EUI system and
requires that the calibration for each specific EUI injector is
programmed into the controlling ECM.
Each injector is assigned a unique calibration code based on its’ bench
test delivery rate. The calibration code is a number between 00 and 50
and is engraved in the top of the injector stator housing.
When the injector is installed in the engine, the calibration code must
be programmed into the ECM's using a laptop computer. This allows
the ECM's to synchronize the injectors to ensure common delivery
volumes. Failure to properly set the calibration codes will have a
detrimental effect on engine performance, fuel economy and
emissions.
Refer to the EMDEC Operating and Troubleshooting Guide for current
calibration procedures.
3.18 AIR INTAKE AND EXHAUST SYSTEMS
3.18.1 TURBOCHARGER
The turbocharger assembly, refer to Figure 3-88, page 3-98, is
primarily used to increase engine horsepower and provide better fuel
economy through the utilization of exhaust gases. As shown in cross-
section, the turbocharger has a single stage turbine with a connecting
gear train. The connecting gear train is necessary for engine starting,
light load operation, and rapid acceleration. Under these conditions
there is insufficient exhaust heat energy to drive the turbine fast
enough to supply the necessary air for combustion, and the engine is
actually driving the turbocharger through the gear train assisted by
exhaust gas energy. When the engine approaches full load, the heat
energy in the exhaust, which reaches temperatures approaching
1000°F (538°C) is sufficient to drive the turbocharger without any
help from the engine. At this point, an overrunning clutch in the drive
train disengages and the turbocharger drive is mechanically
disconnected from the engine gear train.
ENGINE 3-97
plate 29888 & 29889
Figure 3-88. Typical Turbocharger Assembly
The turbine shaft is driven by the engine gear train through a series of
gears in the turbocharger. A turbocharger drive gear, which is a part of
the clutch drive gear assembly, meshes with the turbocharger idler
gear, driving the carrier drive gear. The carrier shaft drives the sun
gear on the turbine shaft through three planet gears when the
turbocharger is being driven by the engine.
The sun gear meshes with the planet gears which, in turn, mesh with a
fixed ring gear in the carrier shaft support assembly. When the turbine
is being driven entirely by exhaust energy, the direction of torque
transmitted back through the gears in the turbocharger unlocks the
overrunning clutch.
The overrunning clutch consists of 16 rollers in tapered slots. The
slots are formed by the combination of a clutch drive support and the
pockets in a cam plate. The cam plate, a clutch support, and a cam
plate retainer are doweled and bolted together, and rotate as a unit.
The unit in turn bolts to the turbocharger drive gear. The clutch drive
support is bolted to the No. 2 idler gear. When the engine is driving
the turbine, the rollers are wedged in the small side of the cam plate
pockets, as a result of the direction of torque, locking the cam plate to
the clutch drive support (turbocharger drive gear to the No. 2 idler
gear).
Because the planet gear shafts are driven as a part of the carrier shaft,
the planet gears rotate in the fixed ring gear to drive the sun gear on
the turbine shaft. When the exhaust energy becomes great enough to
drive the turbine without help from the engine, the torque back
through the turbocharger gears reverses direction. This causes the
rollers to move to the wide end of the cam plate pocket, unlocking the
clutch, permitting it to overrun. From this point on, with increased
load and speed, the turbocharger overruns the engine drive.
0
Since it is not practical to attempt any reconditioning of the

turbocharger in the field, it is recommended that it be returned to EMD
as a complete unit for this service.
The following inspection, removal and installation procedures are
provided for field service:
3.18.2 TURBOCHARGER INSPECTION

PRELIMINARY TROUBLESHOOTING INSPECTION
1. Inspect the entire housing for cracks and oil leaks. Some oil leaks
can be repaired merely by tightening a pipe plug or by applying
RTV sealant. An excessive leak from a crack or from an
inaccessible area requires turbocharger changeout.
2. Remove the rubber air intake boot and flange.
3. Inspect the impeller for broken or nicked vanes or any visible signs
or rubbing. On Unit Exchange turbochargers, do not confuse
smooth blends in the impeller surface or on the vane with sharp
nicks caused by foreign material.
4. Turn the impeller by hand to check for a locked-up condition or a
badly damaged clutch. It should turn freely in the counter-
clockwise direction, but engage when turned clockwise.
5. Displace the impeller laterally, vertically, fore and aft to determine
excessive radial or end thrust clearance.
6. Inspect the clearance between the impeller and the cover to reveal
any impeller contact.
7. If any defective condition was found in the preceding steps, the
turbocharger must be replaced. If no defective condition is found,
reinstall the flange and the boot.
8. Bar the engine over to determine if it is damaged before a starting
attempt is made and inspection continued. (Often a reported
turbocharger failure is actually a failure of some other engine
component.)
Refer to the Diesel Engine Troubleshooting Guide for detailed
turbocharger inspection procedures.
3.18.3 TURBOCHARGER REMOVAL

1. Remove roof hatch.
2. Disconnect and remove the water lines to and from the aftercooler
assemblies.
3. Remove the oil line clamp from the right aftercooler duct.
4. Remove both aftercooler duct assemblies.
5. Remove the oil separator/ ejector assembly.
6. Remove the expansion joint between the turbocharger and the
engine exhaust manifold.
ENGINE 3-99
7. Disconnect the exhaust silencer from the top of the turbine exhaust
duct. Remove the silencer.
8. Disconnect speed pickup and cable (if provided) from turbo air
inlet housing and tie it back away from turbocharger to prevent its
being damaged during turbo removal.
9. Remove air duct assembly from turbocharger air inlet assembly
and remove air inlet.
10. Connect lifting chains to eye-bolts screwed into the four 5/8"-11
UNC tapped bosses on the turbocharger. Maintain even tension on
all four chains so that turbocharger will hang properly.
If a hand operated chain hoist is available, it should be used
between the chain device and the main lifting crane to simplify
vertical positioning and tension adjustment during turbocharger
removal. Do not allow chains to press against the exhaust duct.
A turbocharger lifting sling, refer to Figure 3-89, is available
which maintains the proper attitude of the turbocharger during
removal. Refer to the Service Data for lifting sling and eye-bolt
part numbers.
F48360
Figure 3-89. Lifting Device Applied To Turbocharger

0
11. Remove bolts attaching turbocharger housing to camshaft gear

train housing. The turbocharger is now held in position by the No.
2 idler gear stubshaft and the lifting device.
CAUTION
Before removing the turbocharger, be sure to remove (if applied) two
studhead bolts which hold the aftercooler piping bracket to the
turbocharger.
12. Using jackscrews between the turbocharger housing and the gear
train housing, jack the turbocharger away from the engine until the
turbocharger pilot bore clears the No. 2 stubshaft.
NOTE
Engine timing will not be disturbed during turbocharger removal as
long as the camshafts and crankshaft are not moved when gears are
disengaged.
13. Using a 1-ton (or 1000 kg) crane, lift the turbocharger clear of the
engine and place it in a shipping container for transportation.
3.18.4 PREPARATION FOR INSTALLATION

The following Steps should be adhered to if the turbocharger is being
replaced because of a failure. If not, some of the Steps may be ignored.
The turbocharger should remain in the shipping container until actual
application:
AIR BOX INSPECTION:
1. Clean the air box to remove all evidence of aluminum dust and
gylcol or borate water stains.
2. Inspect the cylinder assemblies for broken valves, valve blow,
cracked pistons, broken piston rings, scored pistons and liners.
3. Determine the cause of the turbocharger failure and correct any
conditions that might have brought about the failure.
4. Clean all gasket surfaces on the engine, the turbocharger to be
applied, and the air ducts. Remove any nicks or burrs.
GEAR TRAIN INSPECTION:
1. Visually check the gear train for nicks, burrs, evidence of improper
backlash, and uneven or excessive wear. Make any necessary
corrections.
2. Clean the No. 2 idler turbocharger pilot stubshaft, using an oil
stone. Remove all indications of fretting. Inspect the seal groove
for nicks and burrs, and smooth the surface after removal of any
nicks or burrs.
3. Check the gear train area and remove any metallic debris that
might be found.
ENGINE 3-101
EXHAUST MANIFOLD INSPECTION:
1. Inspect the exhaust manifold for foreign material, and completely
remove any found. If manifold condition is in doubt, remove the
manifold and look for cracked leg baffles, which should be
removed, and cracked expansion joints, which should be replaced.
2. Inspect the condition of the exhaust manifold leg gaskets and
check that the torque of the bolts is as specified. Also, check the
manifold connector fasteners for specified torque. Check the
condition of the adapter to turbocharger bellows connections, and
other locations where possible leaks might occur in the exhaust
system.
plate 29216
Figure 3-90. Turbocharger Cross Section (16-Cylinder Engines)

0
3. Inspect the adapter assembly, refer to Figure 3-91, between rear

expansion joint and exhaust manifold assembly for condition of
exhaust inlet screen. This screen functions as a protective device
for the turbocharger by minimizing the possibility of foreign
material, such as broken piston rings and small exhaust valve
pieces, entering the turbine and damaging the turbine vanes.
Current screen designs include a small trap box at the base of the
adapter assembly to remove foreign material from the exhaust
flow, thereby preventing it from continuously hitting the screen
and breaking into smaller pieces. If foreign material is present in
the exhaust manifold or screen trap box, it is recommended that the
screen assembly be replaced with a qualified unit.
Figure 3-91. Typical Exhaust Manifold-To-Turbocharger Adapter Assembly
Exhaust inlet screen is also susceptible to plugging with carbon and

water treatment residue. Should screen become plugged, performance
of the turbocharger and the engine will be adversely affected. Plugged
screens must be removed from the exhaust manifold for cleaning with
a stiff wire brush. Before reinstalling screen, cause of plugging should
be determined and corrected.
CAUTION
Inspect the exhaust silencer (if applied) for foreign material and
remove any which may be found.
ENGINE 3-103
On units with offset (low-profile) silencers, silencer may be suspended
by its four lifting eyes and swung on the chains to check for the
rattling of debris within the shell. If foreign material is detected, it can
be removed by raising silencer to convenient height to access each of
the eight expansion slots above its bottom flange by hand.
LUBRICATING OIL SYSTEM:
1. Remove the disposable turbocharger oil filter and the soak back oil
filter elements. Install new elements and check that the filter bowls
are full of clean lubricating oil, and that the springs and gaskets are
in place.
NOTE
If turbocharger oil filter is of the disposable (spin on) type, element
will mount directly to an adaptor on the filter head assembly.
2. To replace “spin-on” filter element, perform the following:

a. Unscrew the element by hand or using a strap wrench, if
necessary, and discard.
b. Fill the replacement element housing with new engine oil to
within 2" (50.8 mm) of the top. Also, apply a thin film of oil to
the element gasket.
c. Apply the new element to the filter head by hand and turn until
gasket contacts the adapter, then tighten one-half turn ONLY.
d. Check for leaks when the engine is started.
3. If required, drain and completely clean the oil system.
a. If the oil system is contaminated with debris, flush the system
and install new filter elements.
b. Install new main oil filter elements, and clean and check the
main oil filter relief valves.
c. Recharge the oil system after the replacement turbocharger is
applied, and the oil system and all filters have been conditioned
to receive the new clean oil.
d. Check the soak back pump function and operation. Check the
pump bypass and relief valves for proper operation.
AIR INTAKE FILTER INSPECTION:

Before installing the turbocharger, the engine air intake filters should
be checked for foreign material. Completely clean filter housing and
replace filter elements if foreign material is found.

0
3.18.5 INSTALLATION
NOTE
If camshaft to crankshaft relationship has been disturbed, engine
timing must be checked before installing turbocharger.
1. Apply the lifting sling to the turbocharger as described in the

turbocharger removal procedure. (The turbocharger shipping
container, plus the masking of all openings on the turbocharger is
the best protection and insurance against damage, rust, and
contamination that can be given the turbocharger prior to
installation.)
2. To determine the impeller eye clearance, remove the air inlet
collar. Chalk mark an impeller blade at the 12 o’clock position so
that the impeller can be returned to this position when the eye
clearance is rechecked after turbocharger installation. Two sets of
feeler gauges should be used when making this check. Clearances
should be determined with a heavy drag on the feelers. Perform
check as follows:
a. Insert approximately the same feeler gauge thickness at the
ends of the impeller blades at the 3 and 9 o’clock positions
simultaneously to determine the available horizontal clearance.
Record the clearance.
b. A feeler gauge should be used at the 12 o’clock position to
determine the upper vertical clearance. Leaving the feeler
gauge in position at the 12 o’clock position, use another feeler
to determine clearance at the 6 o’clock position. Record the
clearances obtained.
3. Apply a thin coat of gasket sealing compound to the camshaft
drive housing and apply a new gasket to the housing.
4. Apply a new O-ring seal to the engine No. 2 idler stubshaft.
5. Apply some clean lubricating oil to the No. 2 idler stubshaft and to
the turbocharger drive gear.
6. Lift the turbocharger and remove coverings from all openings,
except the exhaust stack and exhaust inlet duct.
7. Align the turbocharger, guiding it onto the No. 2 idler stubshaft
and into position. Care must be taken to ensure proper mesh of the
turbocharger idler gear and the turbocharger drive gear on the
engine.
8. Before removing lifting sling, apply the 3/4" turbocharger
mounting bolts with hardened washers and bolt dampers, and all
1/2" mounting bolts. Snug up bolts, then remove lifting sling..
9. Torque the turbocharger mounting bolts to specified values.
NOTE
Bolts used at positions where water pipe support brackets are applied
should not be torqued until brackets are in place.
ENGINE 3-105
3.18.6 AIR DUCT AND AFTERCOOLER APPLICATION
If a different aftercooler core is to be installed, proper core alignment
to the duct must be ensured before application can be made. The air
ducts must be removed from the engine to accomplish alignment.
Remove the lockwire from the support pad bolts at the rear of the duct,
and loosen the bolts. Position the core in the duct until the dowels on
the core align with the dowel holes in the support pad. Tighten support
pad bolts, torque to specified value, and lockwire.
Remove the core and proceed as follows with application.
1. Air duct flanges should be thoroughly cleaned of any old gasket
material, sealant, adhesive, dirt and grime (or any debris). Inspect
for surface damage, including; gouges, deep scratches, voids, weld
or braze splatter, excessive grinding or scraping marks, and other
imperfections. If damage is beyond practical repair, flange should
be replaced. If this is not possible, an approved anaerobic sealing
compound (as listed in the Service Data) may be used to
supplement the gasket to provide a “spot fix.”
CAUTION
Aftercooler duct-to-crankcase gaskets used on all 710G3C engines
are of the “printed bead” type with a thin steel core and require
special handling in order to avoid damage during assembly. Do NOT
pull on the printed bead or rub it against other objects. Avoid
excessive bending or flexing of the gasket to prevent damage of the
steel core. This gasket should never be wedged or forced between
flanges that are pried apart as this could damage the printed bead and
create a leak path.
NOTE
The use of adhesives is NOT recommended for use with the printed
bead type gaskets as leak paths may develop if adhesive cures before
full bolt torque is applied.
2. Carefully maneuver the right bank air duct into position and apply
the bolts at the engine and turbocharger flanges. Four bolts at the
engine flange must be installed from inside the duct or from inside
the air box. Make sure that air duct flange on the engine side is not
touching the camshaft drive housing. Snug the bolts only at the
turbocharger end, but torque the bolts at the engine end to the
specified value. Then remove the bolts from the turbocharger end
of the air duct and with the gasket in place, and using an 0.008"
feeler gauge, determine the clearance at the mating flanges. If an
0.008" feeler gauge can be entered between the turbocharger and
the air duct, the duct must be relocated. If necessary, the holes in
the engine flange may be enlarged to position the duct properly.
3. Apply the left bank air duct using the same procedure as used on
the application of the right bank air duct.

0
4. Place the hardened washers or spacers on bolts, then tighten the air
duct to turbocharger bolts to specified torque. Refer to the Service
Data for correct bolt, spacer or washer application.
NOTE
All bolts fitted with spacers are to be torqued to the same
specification as the shorter bolts fitted with washers only. Printed
bead type duct-to-crankcase gaskets can not be reused after being
torqued once. If for any reason aftercooler duct is removed, it should
be fitted with a new gasket upon reassembly onto the engine.
5. Using a 0.001" feeler gauge, check that no clearance exists

between the gasket and turbocharger flange, and the gasket and air
duct flange.
6. Coat aftercooler to air duct gaskets with light engine oil and apply
gaskets to air ducts. Using a lifting device, install aftercoolers in
air ducts. Apply attaching bolts, and beginning at the center bolt
and moving to the ends, torque bolts to specified value.
7. Attach water pipes to aftercoolers and torque bolts to specified
value.
8. Attach water pipes to engine and torque bolts to specified value.
9. Clamp turbocharger oil filter line to tapping pad on right
aftercooler air duct.
3.18.7 FINAL ASSEMBLY

1. Apply gaskets and install oil separator/ ejector assembly.
2. Install the expansion joint between the turbine inlet scroll and the
engine exhaust manifold. When assembling the expansion joint,
the tapered end of the interior liner should be facing toward the
front of the engine. This taper will not be evidenced by external
viewing of the expansion joint.
3. Coat the threads of the expansion joint bolts with high temperature
thread lubricant, apply and torque to specified value.
4. In bolting the expansion joint in the manifold, it is recommended
that one flange of the expansion joint be securely bolted to the
manifold before attempting to bolt the other flange. If the holes of
the second flange do not align with the flange of the inlet scroll, do
not pry into alignment. This will result in undue stress placed on
the expansion joint and will also reduce the internal liner clearance
required for trouble-free operation. If alignment cannot be
acquired through repositioning the expansion joint, enlarge the
holes in the flange until bolts can be freely inserted and tightened.
5. Attach the exhaust silencer to the top of the turbine exhaust duct
with bolts coated with high temperature thread lubricant, and
torque to specified value.
ENGINE 3-107
6. Check the impeller eye clearance as previously done in Step 2 of
“Installation” to see if the measurements can be duplicated. If the
clearances cannot be duplicated, it indicates that the turbocharger
has been distorted in installation. In this event, the air ducts should
be removed and eye clearance rechecked. If turbocharger is still
distorted the turbocharger mounting bolts must be loosened and
the turbocharger realigned so that no stresses or distortion are
introduced during installation.
7. Install air inlet assembly on turbocharger and apply speed pickup
and cable. Tighten pickup into inlet housing snugly, using care to
avoid overtightening. Check for interference between speed pickup
and impeller by rotating impeller by hand.
8. Install the air duct assembly to air inlet on turbocharger.
9. Replace decking and panels.
STARTING THE ENGINE
1. Perform engine prelube, and make sure soak back oil pump is
operating.
2. Make the necessary preparations and start the engine.
3. Perform load test to qualify engine for service.
3.19 EXHAUST MANIFOLD
3.19.1 DESCRIPTION
The exhaust gases from the engine cylinders are discharged from the
cylinder heads into the exhaust manifold, Figure 3-92, and to the
turbocharger turbine. Going through the turbine, the gases expand to
atmospheric pressure, pass through the turbocharger ducting, and are
then expelled from the engine.
Figure 3-92. Typical Exhaust Manifold (w/ Insulating Blankets)
The exhaust manifold is made up of chamber assemblies, expansion

joints, and adapter assembly. The expansion joints, which are used
between chamber assemblies and between the adapter and screen
assembly and the turbocharger, provide the necessary flexibility to
compensate for expansion and contraction of the manifold due to
temperature changes. Note that the manifold sections are now covered
by insulating blankets made up of stainless steel foil.

0
The adapter assembly contains a trap type screen to prevent the entry
of foreign objects into the turbocharger. A trap box is attached to the
outer body which collects small debris.
3.19.2 MAINTENANCE
3.19.2.1 INSPECTION
Remove inspection plate and inspect the adapter and screen assembly
between rear expansion joint and chamber assembly for condition of
screen. If foreign material is present in the exhaust manifold, it is
recommended that the screen be MagnafluxTM inspected. Install new
gasket and reapply inspection plate. Torque bolts to specified value.
NOTE
The trap type screen must be inspected and cleaned as specified in
the Scheduled Maintenance Program.
The exhaust manifold is essentially “maintenance free,” but should the

manifold be disassembled for any reason, the following assembly
provisions should be observed.
3.19.2.2 INSULATION REMOVAL

NOTE
The metal encapsulated insulation is manufactured from a thin
stainless steel foil that can produce sharp edges. As a precaution,
it is advised that thin gloves be worn to lower the risk of cuts and
scratches while handling the insulation.
1. Using wire snips; cut the stainless steel lockwire at each location
or remove retaining springs depending on which application was
used. At this point, the insulation components will be supported at
the base and held in place by the bolt and nut atop the exhaust
manifold.
2. Starting at the left bank rear end of engine (closest to turbo,
opposite of inspection port), remove the bolt and nut while holding
the left and right insulation assembly in place. A clamp can be
used to hold parts in place during this step. Replace the nut and
bolt to support the insulation assembly on the reverse side you are
working. Remove the insulation assembly closest to you from the
engine, being careful not to puncture the assembly.
NOTE
If the nut and bolt is not replaced, the insulation on the reverse
side will fall off the engine.
3. Repeat Step 2 for the remaining left bank assemblies.

4. Finish removal procedure on right bank by removing the nut and
bolt; this time, start from the front of the engine and work towards
the turbo.
ENGINE 3-109
3.19.2.3 MANIFOLD REMOVAL
Should it be necessary to remove one or more manifold sections, the
following procedure should be followed after the insulating blankets
are removed:
1. Remove all bolts retaining the flexible expansion joints between
manifold sections, marking for proper re-installation. At this time,
the expansion joint should be thoroughly inspected for cracks,
burn holes, or other physical damage and replaced if required.
2. Remove the 5/8”-18 base bolts from the manifold section(s) and
remove spacer tubes and washers.
3. Attach a suitable lifting fixture to the top of the manifold
section(s) and lift off of the engine taking care not to damage the
top deck covers or camshaft housings.
4. Inspect manifold section(s) for damage and warp, repairing or
replacing as required.
5. Remove the gasket(s) and thoroughly clean the top of the
crankcase and base of manifold(s).
3.19.2.4 MANIFOLD INSTALLATION

When applying the exhaust manifold sections, it is important that the
gaskets be positioned properly, and that the bolts be torqued and
retorqued as recommended.
1. Carefully clean all dirt and debris from the top center “vee” of the
crankcase.
2. Chase all 5/8"-18 manifold mounting bolt holes in the top “vee” of
the crankcase with a bottoming tap or a 5/8"-18 bolt.
3. Blow out any debris from tapped holes with compressed air.
4. Apply the gasket.
5. Lubricate manifold 5/8"-18 mounting bolts with high temperature
thread lubricant, then apply bolts with spacers, starting bolts by
hand for the first 2 or 3 turns to prevent cross-threading. Torque
the bolts in two passes, using the manifold torque tool set, refer to
Figure 3-93, page 3-111. The first (initial) pass torque should be
approximately 50 ft-lbs (68 Nm), followed by a second pass at 130
ft-lbs (176 Nm). When long adapter, refer to Figure 3-93,
page 3-111, is used, the torque wrench dial should show 76 ft-lbs
(103 Nm). This will provide the required 176 Nm (130 ft-lbs).
When short adapter, refer to Figure 3-93, page 3-111, is used, the
torque wrench dial should show 130 ft-lbs (176 Nm) for the
required torque.

0
plate 17690, 17688 & 17689
Figure 3-93. Manifold Gasket Torquing

NOTE
To correctly torque the center bolts, the torque wrench must be
attached to the long adapter in a straight line as shown in Figure
3-93. To obtain maximum service life from the gasket application,
retorquing instructions MUST be followed.
6. After the gaskets have been applied, and the bolt and spacer
assemblies torqued on the second pass at 130 ft-lbs (176 Nm), they
must be retorqued to 130 ft-lbs (176 Nm) after a ten (10) minute
waiting period, but before the engine is run. (A single pass for the
retorquing is sufficient.)
ENGINE 3-111
7. After the engine is run for the first time after re-gasketing (Engine
test or Load Box test), the bolt and spacer assemblies must be
retorqued a second (final) time at 130 ft-lbs (176 Nm).
When retorquing, it is not necessary to remove the heat shields, if
the torque tool set is used.
When assembling the expansion joints, the welded end of the
interior liner should be facing toward the front of the engine (away
from the turbocharger). This weldment will not be visible from the
exterior of the expansion joint.
In bolting the expansion joints to the chamber assemblies, it is
recommended that one flange or the expansion joint be securely
bolted to the chamber assembly before attempting to bolt the other
flange. If the holes of the second flange do not align with the
flange of the turbocharger inlet scroll, do not pry into alignment.
This will result in undue stress being placed on the expansion joint
and will also reduce the internal liner clearance required for
trouble-free operation. If alignment cannot be acquired through
repositioning the expansion joint, enlarge the holes in the flange
until bolts can be freely inserted and tightened.
3.19.2.5 INSTALLING THE INSULATION

NOTE
The metal encapsulated insulation is manufactured from a thin
stainless steel foil that can produce sharp edges. As a precaution,
it is advised that thin gloves be worn to lower the risk of cuts and
scratches while handling the insulation.
1. Using Figure 3-94, page 3-113, organize the insulation around the
engine according to the proper position. If any parts are punctured,
they should not be used. If parts are bent or depressed, the parts are
still usable as long as they can fit onto the exhaust manifold.
2. Starting from the inspection port, place the two bottom tabs of the
insulation piece into the clips of the exhaust chamber. Push the
insulation so the top tab of the insulation rests against the center
tab of the exhaust manifold. Align the bolt hole of the insulation
with the manifold hole. Refer to Figure 3-95, page 3-113 to see
which bolt hole aligns with the manifold. Using a clamp or vice
grips, hold the insulation in place at the top tab.
3. Moving from left to right, secure the second insulation piece in
place. Again, use a clamp to hold the insulation in place. Continue
this for the entire bank of the engine. When this step is completed,
four insulation pieces on the right bank will be in place and held
down by a clamp or vice grips.

0
Figure 3-94. Location and Assembly Direction of Insulation Parts
Figure 3-95. Bolt Hole Location of Insulation Parts
4. Go to the other side of the engine, start from the accessory end.
This continues the left to right movement. Place the lower tabs into
the exhaust manifold clips. As you bring the top tab into position,
hold both the right bank and left bank insulation parts with one
hand while removing the clamp. Re-apply the clamp when the
holes in the top tabs align. Use a bolt, nut and two washers (as
called out on the print) to secure the parts in place. Remove the
clamp.
5. Moving from left to right, complete the mounting of the remaining
blankets according to the procedure set in the previous step.
6. When all the insulation parts are in place, torque the bolts to
35 ft-lbs (47 Nm).
7. Apply springs P/N 40154472 to connect adjacent insulation
components (only where specified). Details of how to connect
springs to the capstans together are shown in Figure 3-96.
ENGINE 3-113
NOTE
Not all locations need to have springs applied. Check the
application print for details on spring locations.
Figure 3-96. Spring Detail & Spring Detail at Corner Junction
3.19.3 ANNUAL EXHAUST MANIFOLD RETORQUE PROCEDURE

The following procedure should be done on a annual basis to prevent
exhaust manifold base gasket leaks.
NOTE
Gasket P/N 40055466 is the correct gasket for all EMD
turbocharged engines
3.19.3.1 APPLICATION OF EXHAUST MANIFOLD MOUNTING BOLTS

The exhaust manifold to crankcase gasketed joint is a critical
application. To help ensure that the joint is sound, the following steps
must be followed when installing the exhaust manifold to crankcase
gasket:
WARNING
Before attempting to replace the manifold base or expansion joint
gaskets allow the engine to cool down so it is safe to touch the
manifold sections with your hand.
1. If the exhaust manifold to crankcase base gasket is found to be

leaking or blown out all the gaskets and all hardware need to be
replaced on that manifold section. This includes expansion
joint gaskets and hardware. Only EMD bolt P/N 8287827 and
nut P/N 9338626 are recommended for expansion joint
hardware due to the operating environment.
2. After the old gaskets have been removed, carefully clean all
dirt and debris from the top center “vee” of the crankcase.

0
3. Clean both the exhaust manifold base flanges and expansion

joint flanges of dirt and debris.
4. Chase all 5/8" - 18 manifold mounting holes in the top “vee” of
the crankcase with a bottoming tap.
5. Blow out any debris from tapped holes with compressed air.
6. When replacing manifold sections, after installing new gasket,
start the 5/8"-18 mounting bolts by hand for the first 2 to 3
turns to prevent cross threading.
7. Lubricate all mounting bolts with high temperature thread
lubricant and torque the bolts in two (2) passes, using the
manifold torque tool set P/N 8463511, and thread lubricant P/N
8278929. The first (initial) pass should be in an X pattern at
approximately 50 ft-lbs (68 Nm), followed by a second pass in
an X pattern at 130 ft-lbs (176 Nm). Refer to Figure 3-97.
Figure 3-97. Bolt Torque Sequence of the Gasket Joint On Top Deck of the Crankcase
8. After the gaskets have been applied, and the bolt and spacer
assemblies must be torqued on the second pass at 130 ft-lbs
(176 Nm), they must be retorqued in an X pattern to 130 ft-lbs
(176 Nm) after a ten (10) minute waiting period, but before the
engine is run. (A single pass for the retorquing is sufficient).
9. Torque the expansion joint bolts to 90 ft-lbs (122 Nm), in a
rotating X pattern. Refer to Figure 3-98.
10. Run the engine in load test or on a load box until the engine
temperature stabilizes or at least one cooling fan is running.
11. After the engine is run for the first time after re-gasketing
(Engine Test or Load Box), the bolt and spacer assemblies and
expansion joints must be torqued a third and final time.
ENGINE 3-115
WARNING
Allow the engine to cool down until the manifold sections are
safe to be touched with your hand. Torque the manifold base bolts
in an X pattern at 130 ft-lbs (176 Nm). Figure 3-97.
12. Torque the expansion joint bolt P/N 8287827 and nut P/N
9338626 to in a rotating X pattern to 90 ft-lbs (122 Nm). Refer
to Figure 3-98.
Figure 3-98. Bolt Torque Sequence for Gasket Joint Between the Barrel Flanges

0
3.20 SERVICE DATA - ENGINE

Clearance and dimensional limits listed below are defined as follows:
Minimum, maximum, and tolerance measurements are provided as
service limits for requalified parts. At time of engine overhaul or any
time unscheduled maintenance is performed, the service limits should
not be exceeded. Engine components within these limits may be
reused with the assurance that they will perform satisfactorily until the
next scheduled overhaul. These limits are NOT intended to be used as
a basis for component changeout on a running engine.
3.20.1 REFERENCES
Crankcase Main Bearing Steel Bore
Alignment Qualification .........................................................M.I. 100
Alignment Of Locomotive
Rotating Equipment ...............................................................M.I.1753
Inspection & Qualification Guide -
Engine Main & Connecting Rod Bearings ........................ MM003003
EMDEC Operating and Troubleshooting Guide .................. N00012EP
3.20.2.1 CRANKSHAFT AND MAIN BEARINGS

Crankshaft
Diameter, main journal -
Min. ....................................................................8.4965" (215.81 mm)
Diameter, crankpin journal -
Min. .................................................................. 6.4965" (165.011 mm)
Clearance (diametric main bearings to crankshaft) -

Min. ....................................................................... .0075" (0.190 mm)
Max. ...................................................................... .0205" (0.521 mm)
Thrust Bearing Clearance -

Min. .......................................................................... .010" ( 0.25 mm)
Max. .......................................................................... .021" (0.53 mm)
Accessory End Gear Train Backlash (all drive gears) -

Min. ........................................................................... .008" (0.20 mm)
Max. .......................................................................... .025" (0.64 mm)
Flexible Coupling -
Crankshaft pilot diameter -Max. .......................8.0025" (203.264 mm)
Mounting bolt hole diameter -Max. ......................1.780" (45.212 mm)
Thickness at mounting bolt holes -Min. .................6875" (17.462 mm)
Clearance between coupling discs at rim bolts,
after bolts are torqued -Min. .................................. .0015" (0.038 mm)
ENGINE 3-117
Coupling face runout -Max................................015" (0.38 mm) T.I.R.
Coupling rim eccentricity -Max. ........................005" (0.13 mm) T.I.R.
Coupling rim runout -Max. ................................010" (0.25 mm) T.I.R.
3.20.2.2 LOWER LINER INSERT

Upper liner pilot bore - Max. .............................. 12.104" (307.44 mm)
Lower liner pilot insert bore (installed in crankcase) -
Min..................................................................... 10.377" (263.58 mm)
Max. ................................................................... 10.386" (263.80 mm)
Lower liner pilot bore in crankcase -
Max. ................................................................... 11.068" (281.13 mm)
3.20.2.3 CAMSHAFT GEAR TRAIN, CAMSHAFT ASSEMBLIES

Camshaft Drive Gear
Wear step where mated with auxiliary

drive gear - Max. .........................................................002" (0.05 mm)
Gear Backlash
No. 1 idler to No. 2 idler on clutch

(or spring) drive
gear assembly -Std.................................... .007"-.025" (0.18-0.64 mm)
No. 2 idler on clutch (or spring)
drive gear assembly
to camshaft drive -Std............................... .007"-.025" (0.18-0.64 mm)
Camshaft drive gear
to camshaft drive gear -Std. ...................... .007"-.025" (0.18-0.64 mm)
Turbocharger drive gear to
turbocharger idler gear -
Min..............................................................................006" (0.15 mm)
Max. ............................................................................020" (0.51 mm)
Gear Train
No. 1 idler gear assembly (through bolted, fixed bearing

stubshaft assembly)
Idler gear to stubshaft clearance -
Min............................................................................ .005" (0.13 mm)
Max. .......................................................................... .017" (0.43 mm)
No. 2 idler gear assembly

(part of clutch, or spring, drive gear assembly)
Idler gear bore diameter -

Max. ..................................................................... 4.009" (101.83 mm)
Stubshaft diameter -
Min....................................................................... 3.997" (101.52 mm)

0
Idler gear to stubshaft clearance -

Min. .......................................................................... .004" (0.10 mm)
Max. ......................................................................... .012" (0.30 mm)
Thrust clearance -
Min. .......................................................................... .045" (1.14 mm)
Max. ........................................................................... .091"(2.31 mm)
Camshaft And Stubshaft
Camshaft journal diameter -

Min. ...................................................................... 2.495" (63.37 mm)
Diametric clearance, segment journal to bearing -

Min. .......................................................................... .002" (0.05 mm)
Max. ......................................................................... .010" (0.25 mm)
Dowel bolt holes in flange

One hole -Max. ...............................................................439" (11.15 mm)
Three holes -Max. ..................................................... .5015" (12.738 mm)
Stubshaft journal diameter -
Min.............................................................................. 2.495" (63.37 mm)
Diametric clearance, journal to bearing -

Min.............................................................................. .0035" (0.089 mm)
Max. ................................................................................ .010" (0.25 mm)
Stubshaft thrust clearance -
Min.................................................................................. .007" (0.18 mm)
Max. ................................................................................ .025" (0.64 mm)
Dimension between thrust faces -Max...................... 4.195" (106.55 mm)
3.20.2.4 POWER ASSEMBLIES

Carrier to piston snap ring clearance -
Min. .......................................................................... .002" ( 0.05 mm)
Max. .......................................................................... .042" (1.07 mm)
Piston to cylinder head clearance -

Min. ........................................................................... .020" (0.51 mm)
New power assembly - Max. .................................... .068" ( 1.73 mm)
Remanufactured power assembly - Max. ................... .080" (2.03 mm)
Differential reading between ends of
lead wire, on installation ............................................ .005" (0.13 mm)
ENGINE 3-119
NOTE
Due to carbon buildup on both the fireface of the cylinder head
and the crown of the piston during service life, lead wire readings
should not be used as a basis for power assembly changeout. Lead
wire readings may continue to be used to indicate wear trends.
Any significant clearance increases should be investigated as
possible component failures.
Carrier to piston snap ring clearance that exceeds the maximum
of .042" (1.07 mm) should also not be used as a basis for power
assembly changeout.
Cylinder Head Seat Ring

Standard thickness .................................... .190"-.194" (4.83-4.93 mm)
Minimum thickness .....................................................184" (4.67 mm)
Uniform thickness within ..........................................0025" (0.06 mm)
Maximum wear step ....................................................003" (0.08 mm)
3.20.2.5 AIR INTAKE AND EXHAUST SYSTEMS

Clearances
Clearance between turbocharger and turbocharger end of air duct (with

turbocharger to duct bolts removed) Less the Clearance between
gasket and turbocharger flange (with bolts installed and torqued, and
using a 0.001" feeler gauge) ..........................................000" (0.0 mm)
Clearance between gasket and air duct flange

(same condition as Step above)......................................000" (0.0 mm)

0
Figure 3-99. Aftercooler Duct-To-Turbocharger Joint Flange Hole Location (All Turbochargers)
Figure 3-100. Aftercooler Duct-To-Crankcase Spacer & Long Bolt Application (All Turbochargers)
ENGINE 3-121
Aftercooler To Turbocharger Air Duct Bolt Application (for bolt
locations, see Figure 3-99.)
Left Bank -
(2) 7/16"-14 x 1-7/8" bolts - (locations #3 & 5)
(2) 7/16" hardened washers - (locations #3 & 5)
(6) 7/16"-14 x 2-1/2" bolts - (locations #1, 2, 4, 6, 7 & 8)
(6) 7/16" x 1/2” thick spacers - (locations #1, 2, 4, 6, 7 & 8)
Right Bank -
(2) 7/16"-14 x 1-7/8" bolts - (locations #3 & 5)
(2) 7/16" hardened washers - (locations #3 & 5)
(6) 7/16"-14 x 2-1/2" bolts - (locations #1, 2, 4, 6, 7 & 8)
(6) 7/16"x 1/2" thick spacers - (locations #1, 2, 4, 6, 7 & 8)
3.20.3 EQUIPMENT LIST - ENGINE

Part No.
Gasket sealing compound -0.47 liter (1 pt.) ............................8178639
Thread lubricant, high temperature -0.946 liter (1 qt.) ............8278929
Turbocharger lifting eye-bolts ................................................ 8496116
Exhaust manifold torque tool kit ............................................ 8463511
Long adaptor ..........................................................................8463512
Short adaptor ..........................................................................8463513
Extension................................................................................8463514
Torque wrench ........................................................................8463515
Turbocharger lifting sling .......................................................9570412
Sealant, Supplementary Anaerobic
-50 ml container ................................................................... 40047938
-300 ml container ................................................................. 40047939
Test valve wrench ................................................................... 8032587
Crab stud protector tubes ........................................................8034600
Injector prybar ........................................................................ 8041183
Fork rod support .....................................................................8052958
Blade rod protector boot .........................................................8062033
Fork rod protector boot...........................................................8062034
Piston cooling pipe cleaning tool ............................................8087086
Lash adjuster minimum clearance gauge ................................8107788
Torque wrench, 3/4" (19.05 mm) drive,
0-300 ft-lbs (0-407 Nm) .........................................................8157121
Snap ring remover ..................................................................8171633
Torque wrench extension
(use w/ torque wrench 8157121).............................................8210136
Basket bolt wrench ................................................................. 8236718
Wire holder (has contour of piston crown to hold lengths
of lead wire for piston to head clearance check) .....................8243220
Wire, lead 1/8" (3.18 mm) dia., used with holder
8243220 or alone, 2.27 kg (5 lb) spool ...................................8243661
Thread lubricant, high temperature - 1 qt. (0.946 liter) ...........8278929
Thread lubricant, Texaco Threadtex No. 2303
-approx. 5 gal (18.93 liter)......................................................8307731
Lifting clamp assembly ..........................................................8417858
Piston holding tool .................................................................8417859
0
Connecting rod positioning clamp assembly .......................... 8417881

Silicone grease - 5.3 oz. (150 g) tube ..................................... 8425724
Injector holding rack.............................................................. 8431626
Loctite sealing compound - 250 cc......................................... 9087621
Crab nut wrench set (manual) ................................................ 9551713
Crab nut wrench, air operated ...............................................40014456
Feeler gauge set ..................................................................... 8067337
No. 1 idler gear clearance checking spring............................. 8121868
Gasket sealing compound -0.47 liter (1 pt.) ........................... 8178639
Dial indicator ......................................................................... 8255423
Thread lubricant, high temperature - 1 qt. (0.946 liter) .......... 8278929
Loctite cleaner activator - 6 oz. (0.17 kg) .............................. 8352873
No. 1 idler gear clearance checking bar ................................. 8466308
Camshaft stubshaft plug......................................................... 9082284
Loctite sealing compound -250 cc bottle................................ 9085183
Test valve wrench .................................................................. 8032587
Crab stud protector tubes ....................................................... 8034600
Cylinder test valve seat reamer .............................................. 8064804
Lash adjuster installer ............................................................ 8072927
Lash adjuster puller ............................................................... 8394719
Lash adjusting pulling arm..................................................... 8395481
Crab stud thread protectors .................................................... 8034600
Crab nut tap 1-3/4"-12 ........................................................... 8050688
Main bearing nut tap 1-1/4"-12 .............................................. 8060387
Hydraulic jack - 10 ton ( 9 072 kg) ........................................ 8078281
Gasket sealing compound - 1 pt. (.47 liter) ............................ 8178639
Spray gun (for engine cleaning) ............................................. 8193041
Press and puller assembly, hydraulic
(use w/8078281) .................................................................... 8275380
-approx. 5 U.S. gal. (18.93 liters)........................................... 8307731
Silicone rubber sealing compound -
12 oz. (340 grams) cartridge .................................................. 8366747
Mounting compound, Mobil Turex -10 lbs (4.54 kg) ............. 8366781
Torque indicator (wrench)...................................................... 8377322
Head frame seal/inserter ........................................................ 8399007
Top deck cover seal inserter................................................... 8399008
High temperature resistant grease
No. 4 - 10 lbs (4.54 kg) .......................................................... 8425725
Main bearing stud nut socket (Short) ..................................... 8474773
Main bearing stud nut socket (Long) ..................................... 8474774
Main bearing power wrench set ............................................. 8474808
Lower liner insert installer, manual........................................ 9528882
Lower liner insert remover, manual ....................................... 9528883
Stud thread file ...................................................................... 9549346
Crab nut wrench set (manual) ................................................ 9551713
Upper main bearing remover ................................................40004154
Lower insert removal tool adapter
(use w/ 8275380) ..................................................................40033019
Main bearing cap serration gauge .........................................40038306
Main bearing bolt socket
ENGINE 3-123
(Short, w/ “Tame” wrench) ................................................... 40077260
(Long, w/ “Tame” wrench) ................................................... 40077261
(Short, w/ “Sweeny” wrench) ............................................... 40080595
(Long, w/ “Sweeny” wrench) ............................................... 40080594
Head frame gasket adhesive,
Loctite No. 3025 “Hi-Tack” -16 oz. spray can ...................... 40086713
Feeler gauge set ......................................................................8067337
Piston cooling pipe cleaning tool ............................................8087086
Torque wrench, - 3/4" (19.05 mm)
drive 0-300 ft-lbs (0-407 Nm) ................................................8157121
Snap ring remover ..................................................................8171633
Torque wrench extension
(used with torque wrench 8157121)........................................8210136
Wire holder
(has contour of piston crown to hold lengths
of lead wire for piston to head clearance check) .....................8243220
Wire, lead - 1/8" (3.18 mm) dia., used with holder ................8243220
or alone, 5 lb (2.27 kg) spool ..................................................8243661
Upper main bearing shell remover ..........................................8055837
Gasket sealing compound - 1 pt. (0.47 liter ) ..........................8178639
- approx. 5 gal. (18.93 liter)....................................................8307731
Upper main bearing removal tool ......................................... 40004154
Serration gauge..................................................................... 40038306
Gasket sealant, RTV
0.6 pt. (300 ml) container................................................ 40048258
2.9 oz. (85 gram) container ............................................. 40048259
3.20.4 EQUIPMENT QUALIFICATION
3.20.4.1 CRAB NUT TORQUE WRENCHES

The following “nut-rotation” procedure may be used to qualify
equipment used to torque crab nuts. EMD recommends that torquing
equipment used be qualified on a routine basis in order to assure
proper crab bolt clamp loading which is critical to the life expectancy
of power assemblies.
NOTE
The following procedure presumes the use of a 12:1 power
wrench with a 300 ft-lb capacity hand torque wrench.
The term “equivalent,” as used herein, is to be considered a reference
parameter for this instruction only and does not imply a constant
conversion relationship (equivalency) between torque and nut
rotation.

0
1. On newly assembled engine, clean and remove oil from crab bolts,
nuts, and the plate crab top surface.
2. Using chalk, or a white marking pencil, mark crab bolts, nuts, and
plate crab in a line at the 12 o’clock position from the top of the
crab bolt and nut to the plate crab, as shown in Figure 3-101,
page 3-125.
Figure 3-101. Marking Original Crab Nut Positions
3. Loosen both crab nuts to approximately 200 ft-lbs (271 Nm),

loosening first the outboard nut and then the inboard nut. This can
be accomplished by loosening the nuts 1/2 to 3/4 of a turn with an
impact wrench, or if using a power wrench, by backing off to 414
kPa (60 psi). Do not allow the plate crab to shift position.
4. Using available shop calibration equipment, verify that torque
wrench to be used is calibrated to 300 ft-lbs (407 Nm).
5. Tighten crab nuts to 300 ft-lbs (407 Nm), tightening first the
outboard nut and then the inboard nut, using a steady even pull on
the wrench in the clockwise direction until an exact reading of 300
ft-lbs (407 Nm) is obtained.
ENGINE 3-125
6. Measure the angle of nut rotation from the line on the plate crab
and bolt to the line marked on the nut using the special protractor
as depicted in angle “A,” Figure 3-102. on page 3-126. Align the
protractor “0” degree mark to the 12 o’clock position, then
measure the angle of degrees to the line marked on the crab nut in
the counter-clockwise direction.
Figure 3-102. Crab Nut Angle “A” Positions
NOTE
Protractor, shown in Figure 3-103, can be duplicated for use in the
nut-rotation measurement. Copy sample exactly as shown (100%),
preferably on clear (transparency) film, then cut out center circle to
position protractor over crab bolt.
• The required nut rotation for all standard intermediate plate crabs is
245° ± 60°.
• The required nut rotation for all end position plate crabs (1, 4, 5, 8,
9, 12, 13, and 16), or when heavy plate crabs are used at
intermediate positions, is 200° ± 50°.

0
• To convert nut rotation to equivalent torque for standard

intermediate plate crabs, use the following formula:
DEGREES COUNTER-CLOCKWISE
ROTATION x 11.66 (8.6)+
406.75 (300)=EQUIVALENT TORQUE
IN Nm (ft-lbs).
NOTE
Even though the degrees rotation on the end, center, and heavy
intermediate plate crabs will be slightly lower than standard
intermediate plate crabs, the applied torque value is the same for all
crab bolts.
When doing a nut rotation torque check, upon crab reapplication,

perform the normal tightening procedure to the specified torque, then
follow steps 2 through 6. Complete procedure by retightening crab
nuts to required torque after recording the nut rotation.
Figure 3-103. Crab Nut Rotation Protractor
ENGINE 3-127
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SECTION 4. FUEL SYSTEM
CONTENTS OF SECTION
4.1 DESCRIPTION .........................................................................................................................4-3
4.2 FUEL STORAGE TANK ...........................................................................................................4-4
4.2.1 FUEL TANK FILLING .........................................................................................................4-4
4.2.2 DRAINING FUEL TANK CONDENSATE ...........................................................................4-5
4.2.3 EMERGENCY FUEL CUTOFF SWITCHES (EFCO) .........................................................4-6
4.3 FUEL SUCTION STRAINER ....................................................................................................4-7
4.3.1 SUCTION STRAINER MAINTENANCE .............................................................................4-8
4.4 FUEL PUMP AND MOTOR ......................................................................................................4-8
4.4.1 FUEL PUMP MAINTENANCE ............................................................................................4-8
4.5 PRIMARY FUEL FILTER .........................................................................................................4-9
4.5.1 PRIMARY FILTER CHANGE-OUT PROCEDURE ...........................................................4-10
4.6 FUEL PRESSURE AND TEMPERATURE SENSORS MAINTENANCE ..............................4-10
4.7 ELECTRONIC FUEL INJECTORS (EUI) ...............................................................................4-11
4.7.1 EUI MAINTENANCE ........................................................................................................4-13
4.8 EMDEC CONTROL SYSTEM ................................................................................................4-16
4.8.1 DESCRIPTION .................................................................................................................4-16
4.8.2 SETTING SRS AND TRS SENSORS ..............................................................................4-17
4.9 SERVICE DATA - FUEL SYSTEM .........................................................................................4-20
4.9.1 REFERENCES .................................................................................................................4-20
FUEL SYSTEM 4-1

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4.1 DESCRIPTION
As shown in Figure 4-1, an AC fuel pump draws fuel from the fuel
tank through a fuel suction strainer. The pump forces fuel to the
primary fuel filter. A 275.8 kPa (40 psi) bypass valve connects across
the primary filter. If the primary filter becomes plugged, fuel bypasses
and imposes the total filtering load on the engine mounted fuel filter
assembly. From the fuel filter assembly, the fuel is directed to the
diesel engine.
The fuel flows through injector supply manifolds that extend along
both banks of the engine. The fuel pump delivers more fuel than is
required by the injectors. This excess fuel volume provides injector
cooling and lubrication.
Return fuel from the injectors flows from the return piping to a back
pressure valve. This valve imposes a nominal back pressure on the
system, thereby maintaining a positive supply of fuel for the injectors.
Figure 4-1. Fuel Oil System Simplified Flow Diagram
FUEL SYSTEM 4-3

4.2 FUEL STORAGE TANK
The GT46AC locomotive is equipped with an roll-over protected,
6000 liter (1584 gallon) capacity fuel storage tank. A 200 liter (52.8
gallon) retention tank is integral to the fuel tank.
Fuel filler pipes are located on each side of the fuel tank along with
full length glass sight glasses.
Emergency Fuel Cutoff pushbuttons are located on each side of the
locomotive. Refer to "4.2.3 EMERGENCY FUEL CUTOFF
SWITCHES (efco)," page 4-6.
Figure 4-2. Fuel Filler/Gauges
4.2.1 FUEL TANK FILLING

The fuel tank can be filled on either side of the locomotive.
The fuel tank is equipped with filler pipes on each side of locomotive.
A fuel level sight gauge is located adjacent to the fuel tank. To prevent
overfilling, observe the fuel level gauge while filling the tank.
WARNING
Fuel should be kept away from all sources of ignition. The handling
of fuel oil in open containers is discouraged.
The basic filler cap assembly is equipped with a strainer. The filler cap
gasket and strainer should be periodically inspected, and replaced if
required.
NOTES
The fuel filler comes equipped with a locking fuel filler cap. The
handle in the center of the cap can be locked with a pad lock.
Once the lock is removed, the handle can be lifted then twisted to
the side to be removed.

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4.2.2 DRAINING FUEL TANK CONDENSATE

Drain condensate from the fuel tank at the intervals stipulated in the
Scheduled Maintenance Program, or more frequently if conditions warrant.
Figure 4-3. Fuel Tank Condensate Drain

CAUTION
Before draining fuel tank condensate, ensure that proper recovery
and spill protection equipment is available. To prevent
contamination of the environment, condensate must be drained
over an environmentally safe drip tray.
Remove the pipe plug and slowly open the drain valve, refer to Figure 4-
3, on the rear end of the fuel tank. Observe the flow of condensate and
fuel, and continue to drain slowly until all traces of free water in the fuel
have been purged. Close the drain valve and re-apply the pipe plug.
Following this procedure will enable thorough draining with minimal fuel
loss.
FUEL SYSTEM 4-5

4.2.3 EMERGENCY FUEL CUTOFF SWITCHES (EFCO)
Two emergency fuel cutoff (EFCO) switches, one on each side of the
locomotive, are located on the underframe near the fuel fillers, and a
third EFCO switch is located on the Engine Control Panel in the
locomotive cab.
Figure 4-4. External EFCO Switches
The EFCO switch located in the cab has a safety latch to “LOCK
OUT” the switch and prevent accidental starting. This added safety
feature should be “LOCKED OUT” any time any work is being done
with the engine stopped.
Operating any of the EFCO pushbutton switches, even momentarily,
opens the line feeding both the EM2000 NOEFCO input channel and
the EFCO relay coil terminal Y.
EFCO relay dropout causes immediate dropout of fuel pump relay
FPR. This starts the engine shutdown process.
As soon as the push button is released, the EFCO relay remains
de-energized and the locomotive computer recognizes that the
NOEFCO input is absent, provided that the LOCAL CONTROL
breaker is closed (RUN or ISOLATE computer input is high). Once
the computer recognizes that the NOEFCO input is missing, it
continues the NOEFCO relay dropout functions, even if the
pushbutton is released, thus completing the engine shutdown.
When the computer recognizes that the NOEFCO input is missing, it
performs the following actions (EM2000 software activated):
• Picks up turbo lube pump relay TLPR , causing the pump to operate
for a period of time;
• Picks up alarm relay AR (if the isolation switch is left in the RUN
position) to ring the alarm bell and energize trainline 2T, provided
that the computer is receiving the ER SW input (ENGINE RUN
switch up or trainline 16T energized); and
• Displays EMERGENCY FUEL CUTOFF ACTIVATED CREW message
until next time that Fuel Prime/Engine Start switch is activated.

0
To reset the EFCO relay (running the fuel pump only), the EFCO
RESET BUTTON, or the ENGINE START BUTTON will need to be
pressed.
NOTE
If the fuel pump RUN option is only needed to test the fuel
system or to charge the fuel system in the event the fuel filters
have been changed out, press the EFCO RESET button. This will
energize the EFCO relay and allow the running of the fuel pump.
WARNING
emissions.
diesel engine or on related electrical and mechanical equipment. To
disable the AESS, press the EMERGENCY FUEL CUT OFF &
ENGINE STOP push-button and, if required by railroad rules, lock
it down.
Failure to disable the AESS may result in unexpected engine start-
up or shutdown with risk of personnel injury or death.
4.3 FUEL SUCTION STRAINER

Replace the fuel suction strainer, refer to Figure 4-5, at the intervals
stated in the Scheduled Maintenance Program, or at shorter intervals if
operating conditions warrant.
1. Lube Oil Filter Assembly 5. Fuel Suction Strainer

2. Fuel System Vent 6. Fuel Filter
3. Lube Oil Cooler 7. Fuel Filer Drain
4. Fuel Pump
Figure 4-5. Equipment Rack
FUEL SYSTEM 4-7

4.3.1 SUCTION STRAINER MAINTENANCE
REPLACEMENT PROCEDURE
1. Stop the diesel engine and disable the AESS. To disable the Auto
Start system, press the EMERGENCY FUEL CUT OFF &
ENGINE STOP push-button and lock it down.
2. Place spill blanket or other material below the suction strainer
element.
3. Using a strap-type filter wrench, rotate the strainer canister
counter-clockwise until free of thread.
4. Discard the strainer element, in appropriate disposal facility.
5. Coat the gasket on the new strainer element with fuel oil and apply
the element to the treaded housing.
6. Spin the element by hand until the gasket contacts the base.
Continue to tighten the element 1/2 to 3/4 of a turn only. Do not
over-tighten.
4.4 FUEL PUMP AND MOTOR

The one-piece, AC fuel pump, refer to Figure 4-10, is mounted on the
equipment rack. The locomotive battery powers the pump during
system priming. The auxiliary power converter powers it when the
diesel engine is running.
Figure 4-6. Fuel Pump
4.4.1 FUEL PUMP MAINTENANCE

The fuel pump is designed to be maintenance free and has no field
serviceable components. Should the pump require changeout, use the
following procedure:
1. Stop the diesel engine and disable the Auto Start system. To
disable the Auto Start system, press the EMERGENCY FUEL
CUT OFF & ENGINE STOP push-button and lock it down.

0
2. Ensure proper spill recovery equipment is available.

3. Remove the fuel line connections to the pump, and remove the
elbow fitting on the pump discharge port.
4. Remove the connector from the fuel pump suction port.
5. Remove the electrical cover from the pump and disconnect the
two power supply wires.
6. Unbolt and remove the pump.
To apply the new pump:
1. Apply the pump and torque base bolts.
2. Remove the electrical cover from the pump and connect the
two power supply wires.
3. Reapply the electrical cover to the pump.
4. Apply the suction and discharge connectors to the pump, using
new O-Rings.
5. Connect the fuel suction and discharge lines.
6. Verify pump operation and check for leakage.
4.5 PRIMARY FUEL FILTER

A primary fuel filter assembly containing a three-piece element, refer
to Figure 4-7, is located in the fuel supply line to the engine.
The primary fuel filter assembly mounts on the equipment rack, near the
oil filter tank. The filter housing is equipped with a drain valve to
facilitate filter change and a vent valve to enable purging of the system.
Figure 4-7. Primary Fuel Filter Assembly
FUEL SYSTEM 4-9

4.5.1 PRIMARY FILTER CHANGE-OUT PROCEDURE
Using the procedure below, change the filter elements when stated in
the Scheduled Maintenance Program, or at shorter intervals if
conditions warrant.
1. Stop the diesel engine and disable the Auto Start system. To
CUT OFF & ENGINE STOP push-button and lock it down.
2. Open valve marked FUEL FILTER DRAIN , located near the fuel
filter. Valve handle is spring loaded: hold it OPEN (handle parallel
to drain line) until end of next step.
3. Open the filter vent valve (near top of filter housing) until filter
drains completely. The fuel drains from the filter housing back to
fuel tank.
4. After enough time has elapsed to allow adequate filter drainage,
loosen the nuts securing the cover.
5. Rotate the cover to release and remove cover.
NOTE
Fuel spillage from bottom of housing leaks into drain pan, then flows
to engine pit drain, and into retention tank.
6. Remove filter element and put it into empty container set aside for
that purpose.
7. Using only clean bound-edge towels, wipe out filter housing
interior thoroughly. Clean up drain pan and surrounding area.
8. Insert new filter elements. Make certain that the element is fully
seated over the standpipe in housing. (Use only approved
replacement element).
9. Replace O-ring in circular groove in the housing.
10. Replace cover and rotate until lugs are fully below the retaining
nuts.
11. Tighten retaining nuts.
12. Close filter drain valve and vent valve.
13. Check filter cover, drain valve, and vent valve for leakage.
4.6 FUEL PRESSURE AND TEMPERATURE SENSORS MAINTENANCE

The most probable causes of a failed pressure sensor is due to
clogging caused by foreign material or an electrical connection
problem. If faults are found occurring using the EMDEC service tool
kit, try cleaning the electrical connections on the sensors and the
ECM’s first. If unsuccessful, replace the sensor. Be aware that a failed
fuel pressure sensor will NOT cause an engine shutdown or failure to
start. Running an EMDEC equipped unit with dirty fuel filters and/or
without a strainer is the leading cause of sensor failures.

0
If you find severely clogged filters, then it is likely sediment has

collected in the sensor, or in the connecting flexible line. Sensors
should be checked using the EMDEC service tool kit.
Refer to the EMDEC Operating & Troubleshooting Guide (Document No.
N00012EP) for detailed information on the EMDEC system operation
(including FPS and FTS sensors, wiring harness, and ECM modules).
A pressure gauge and temperature sensor can also be installed at the
port shown below, refer to Figure 4-8, for troubleshooting work.
GAUGE/SENSOR
LOCATION
Figure 4-8. Gauge and Sensor Application Location
4.7 ELECTRONIC FUEL INJECTORS (EUI)

The EUI injector, refer to Figure 4-9, page 4-12, is located and seated
using an adapter collar within the tapered hole in the center of each
cylinder head, with the spray tip protruding slightly below the bottom
of the head. It is held in place by an injector crab and nut.
FUEL SYSTEM 4-11

F48174
Figure 4-9. Electronic Unit Injector
The external working parts of the EUI injector are lubricated by oil
from the end of the injector rocker arm adjusting screw. The internal
working parts are lubricated and cooled by the flow of fuel oil through
the injector.
The functions of the EUI injector are both electrical and mechanical.
The metering and timing of the fuel supply is done electrically, while
the pressurizing and atomizing of the fuel are done mechanically.
The metering and timing functions are controlled by the EMDEC
system Electronic Control Modules (ECM) based on inputs received
from:
• The locomotive control computer through an interface.
• Temperature and pressure sensors mounted on the engine and
support systems.
• Timing and reference sensors reading crankshaft position and speed
(SRS and TRS).
When injection is desired, the ECM energizes the injector solenoid to
control operation of the poppet valve, refer to Figure 4-10. This valve
controls operation of the injectors high pressure pump. When
energized, the fuel is pressurized for injection. When de-energized,
fuel in the pump chamber is bypassed to the fuel return passage.
Refer to the EMDEC Operating & Troubleshooting Guide (Document
No. N00012EP) for detailed information on the operation of the
electronic fuel injector.

0
EE37623 (not in Art File)
Figure 4-10. Electronic Unit Injector (EUI)
4.7.1 EUI MAINTENANCE

WARNING
emissions.
To disable the AESS, press the EMERGENCY FUEL CUT OFF &
ENGINE STOP push-button and, if required by railroad rules,
lock it down.
4.7.1.1 EUI INJECTOR INSTALLATION

1. When installing an EUI injector in an engine, make sure it is the
correct injector for the engine to which it is to be applied. Proper
injector part number is a requirement to remain emissions
compliant.
2. See that injector body and tapered hole in cylinder head are clean.
Clean the carbon from the seating point in the bottom of the
injector well.
3. Install injector into adapter collar in the cylinder head. Verify there
is adequate clearance on both sides of the injector with respect to
the valve springs.
FUEL SYSTEM 4-13

4. Lubricate the threads on the injector stud and nut, then apply
injector crab, spherical washer and nut. Torque nut to 68 Nm
(50 ft-lbs).
5. Verify a threaded restrictor (or similar) is present on each manifold
fitting. Connect fuel supply and return jumper lines from the
injector to the fuel manifold. Use new O-rings at the manifold ends
and apply as follows:
a. Apply a light coat of silicon based lubricant to the new O-rings
and place one in each O-ring land of the supply and return
fittings of the fuel manifold. The grease will prevent binding of
the O-ring and hold it in place during jumper line installation.
b. Facing the injector from the side of the engine, loosely connect
the supply (left) jumper line to the top rail and the return (right)
jumper line to the bottom rail of the fuel manifold.
CAUTION
Mismatching the fuel jumper lines will result in injector failure.
Clearance between jumper lines and all operating mechanisms
must be maintained at a minimum of 3.2 mm (1/8"). If any
clearance is found to be less, jumper line must be repositioned
before tightening.
c. When tightening the jumper line fittings, use a 3/4" wrench to

hold the hex of the jumper line connection in position, and
tighten the hex swivel nut with a 15/16" wrench. Torque each
jumper line fitting to specified value 54 Nm (40 ft-lbs) at the
fuel manifold connections.
NOTE
It is imperative that the fuel jumper lines not be kinked or twisted
during application. Always use two wrenches when connecting or
disconnecting the manifold fittings. Do not over-torque jumper
lines as leaks will result due to O-ring damage.
6. Install rocker arm shaft and rocker arms. Loosen injector rocker
arm locknut and back off on adjusting screw before tightening
rocker arm shaft nuts. Torque initially to 203 Nm (150 ft-lbs) then
to 407 Nm (300 ft-lbs) for final torque.
WARNING
When performing the injector replacement procedure, it is
imperative that the proper setting procedure for the exhaust
valves is completed before the engine is started. Also check for
evidence of collapsed lash adjusters, worn valve bridge buttons,
signs of dropping valves, etc.
7. Reapply rocker oil line assembly. Verify oil line gasket is properly
orientated so as to not restrict oil flow. Torque mounting bolts to
9 Nm (7 ft-lbs).
8. Reconnect the two wires with eyelet terminals to the injector and
apply the cable tie and bracket to the cylinder head (if removed).
Injector is now ready for timing.
0
4.7.1.2 TIMING THE EUI INJECTOR

With the injector installed, make timing adjustment as follows:
1. Bar engine over in the normal direction of rotation until
flywheel pointer indicates the correct crankshaft position in
degrees relative to top dead center of the cylinder being timed.
Refer to setting instructions on Injector Timing Plate (located
on right rear side of engine crankcase).
2. Slowly run each injector follower adjusting screw down until it
bottoms, then back off 1-1/2 turns.
3. Tighten adjusting screw locknut while holding adjusting screw
in position with a screwdriver.
Figure 4-11. Injector Timing Plate
4.7.1.3 VERIFYING INJECTOR OPERATION

A quick way to verify injector solenoid operation is to open the top
deck lids with the unit in idle and place an inductive current detection
device i.e. MAG PROBE by the top of the injector wiring connections.
The tester should blink rapidly.
If tester does not blink, check injector wiring connections and/or
suspect failed injector. All injectors must be checked individually. If
groups of 4 or 8 injectors side by side are not firing, suspect wiring or
ECM connections. Be aware this test only verifies solenoid operation.
It will not detect a leaking, plugged, or otherwise damaged injector.
To verify injector mechanical performance, perform an injector cut-
out test as outlined in the EMDEC Operating and Troubleshooting
Guide.
FUEL SYSTEM 4-15

The EMDEC Service tool kit will allow you to see all injectors firing
and their response time simultaneously without opening any engine
covers.
4.8 EMDEC CONTROL SYSTEM
4.8.1 DESCRIPTION
The EMDEC system is an electronic engine control system. It is
designed to provide optimal control of critical turbocharged engine
functions which affect fuel economy, performance, and emissions. The
system also provides the capability to protect the engine from serious
damage resulting from extreme operating conditions, such as high
engine temperatures or low oil pressure.
Note that on the GT46AC locomotive, the ECMs and power supply are
located in the Electrical locker, refer to Figure 4-12, and not on the
engine as on previous locomotive models.
Figure 4-12. EMDEC Power Supply (Left) and EMDEC Sender/Receiver
The major sub-systems of EMDEC include:

• The Electronic Unit Injectors (EUI).
• Engine Sensors.
• Wiring Harnesses (External, Injector, Sensor and Power).
To ensure that the system performs to specifications, it is essential
that:
• All components are replaced with O.E.M. certified parts.
• All components are replaced with correct application part numbers
(refer to the correct Parts Catalogue, as parts that will physically
interchange and appear similar, may not be correct for the
application).
• ECM software is correct for the application.
0
• Scheduled maintenance is performed at the correct intervals, and to

the proper procedures.
• Faults with the EMDEC system, or associated components, are
corrected in a timely fashion.
NOTE
For detailed information on the EMDEC System, refer to the
EMDEC Operating & Troubleshooting Guide, Document No.
N00012EP.
4.8.2 SETTING SRS AND TRS SENSORS

An improved feature on the 16-710G3C-ES engine is the mounting and
accessibility of the SRS and TRS sensors. Refer to Figure 4-13 and Figure
4-14.
Figure 4-13. SRS and TRS Sensors
These sensors provide basic position and speed information to the

EMDEC ECMs and as such are critical to engine performance. The
adjustment of these sensors must be periodically checked, ensuring that
alignment and air gap is correctly set. The adjust the sensors, use the
following procedures.
WARNING
emissions.
lock it down.
FUEL SYSTEM 4-17

1. Slightly loosen the sensor bracket mounting bolts as shown in
Figure 4-14. Adjust the bracket so that the TRS air gap to the
surface of the coupling disk is 1.27 mm ±0.25 mm (0.050" ±
0.010") as shown in Figure 4-15. Note that the TRS sensor will be
centered over the barring hole when Cylinder #1 is at top dead
center as shown in Figure 4-16. The air gap gauge (40094650)
should touch the metal surface of the coupling disk.
Mounting
Bolts
Figure 4-14. Sensor Bracket Mounting Bolts
Figure 4-15. Setting TRS Air Gap

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Figure 4-16. Sensor Locations
2. Tighten the 1/2"-20 bracket mounting bolts and torque to 88 Nm

(65 ft-lbs).
3. Rotate the crankshaft until the SRS sensor is aligned with the SRS
target, as shown in Figure 4-17, and verify that the air gap is
1.27 mm /+0.51 mm /-0.25 mm (0.050" /+0.020" /-0.010").
If the gap is incorrect, repeat the setting procedure.
Figure 4-17. Checking SRS Air Gap
FUEL SYSTEM 4-19

4.9 SERVICE DATA - FUEL SYSTEM
4.9.1 REFERENCES
Diesel Fuel Recommendation ............................................... M.I. 1750
EMDEC Operating and Troubleshooting Manual ............... N00012EP
EMDEC Service Tool Kit ..................................................... 40094241

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SECTION 5. LUBRICATING OIL SYSTEM
CONTENTS OF SECTION
5.1 INTRODUCTION .......................................................................................................................5-3
5.1.1 OIL LEVEL GAUGE (DIPSTICK).........................................................................................5-3
5.2 SCAVENGING OIL SYSTEM....................................................................................................5-4
5.2.1 DESCRIPTION ....................................................................................................................5-4
5.2.2 OIL STRAINER HOUSING ..................................................................................................5-4
5.2.3 SCAVENGING OIL PUMP ..................................................................................................5-8
5.2.4 OIL FILTER INSPECTION AND MAINTENANCE...............................................................5-9
5.2.5 LUBE OIL COOLER ..........................................................................................................5-13
5.3 MAIN LUBRICATING OIL SYSTEM .......................................................................................5-15
5.3.1 MAIN LUBE OIL AND PISTON COOLING OIL PUMPS ...................................................5-17
5.3.2 MAIN LUBE OIL AND PISTON COOLING OIL MANIFOLD..............................................5-19
5.3.3 LUBE OIL PRESSURE RELIEF VALVE............................................................................5-19
5.3.4 TURBOCHARGER OIL FILTER ........................................................................................5-20
5.3.5 OIL PRESSURE AND OIL TEMPERATURE SENSOR MAINTENANCE .........................5-21
5.3.6 MAIN LUBRICATING OIL PRESSURE .............................................................................5-21
5.4 PISTON COOLING OIL SYSTEM...........................................................................................5-23
5.4.1 PISTON COOLING OIL PRESSURE ................................................................................5-24
5.4.2 PISTON COOLING PIPE ALIGNMENT AND INSPECTION .............................................5-24
5.5 TURBO LUBE (SOAK BACK) OIL SYSTEM .........................................................................5-25
5.5.1 DESCRIPTION AND OPERATION ...................................................................................5-25
5.5.2 TURBOCHARGER LUBE PUMP CIRCUIT.......................................................................5-26
5.5.3 TURBO LUBE (SOAKBACK) MAINTENANCE .................................................................5-29
5.6 LUBE OIL SEPARATOR ........................................................................................................5-30
5.6.1 DESCRIPTION ..................................................................................................................5-30
5.6.2 MAINTENANCE ................................................................................................................5-31
5.7 GENERAL MAINTENANCE PROCEDURES .........................................................................5-32
5.7.1 OIL SAMPLING AND ANALYSIS ......................................................................................5-32
5.7.2 CHECKING OIL VISCOSITY.............................................................................................5-33
5.7.3 CHANGING OIL ................................................................................................................5-33
5.7.4 FILLING SYSTEM OR ADDING OIL .................................................................................5-34
5.7.5 PRELUBRICATION OF ENGINES ....................................................................................5-35
5.7.6 OIL SYSTEM INFORMATION ...........................................................................................5-36
5.8 SERVICE DATA - LUBRICATING OIL SYSTEMS.................................................................5-37
5.8.1 REFERENCES ..................................................................................................................5-37
5.8.2 SPECIFICATIONS.............................................................................................................5-37
LUBRICATING OIL SYSTEM 5-1

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5.1 INTRODUCTION
The pressurized engine lubricating oil system incorporates three
positive displacement gear type pumps. Two pumps are combined into
a single assembly, separated by a metal plate. The main lube oil pump
delivers lubricating oil to the moving components found in the engine.
The piston cooling oil pump supplies oil to manifolds and detachable
pipes that direct oil across the underside of the pistons. A common
suction pipe supplies oil to both pumps through the pressurized side of
the oil strainer housing.
The third pump, referred to as the scavenging oil pump, is used to both
filter and cool the engine lube oil prior to its use in the engine. The oil
is drawn from the center of the engine oil pan, through the non-
pressurized side of the lube oil strainer housing, pumped through a
shell and tube oil cooler, a five element, full flow type filter, and
returned to the pressurized side of the strainer housing. A relief valve
protects the oil cooler.
5.1.1 OIL LEVEL GAUGE (DIPSTICK)

An oil level gauge, refer to Figure 5-1, extends from each side of the
oil pan into the oil pan sump. The oil level should be maintained
between the low and full marks on the gauge, with the reading taken
when the engine is at idle speed and the oil is hot.
Figure 5-1. Oil Level Gauge (Dipstick)

5.2 SCAVENGING OIL SYSTEM
5.2.1 DESCRIPTION
The scavenging oil system, refer to Figure 5-2, takes oil through a
scavenging oil strainer from the oil pan sump (reservoir). A pump then
forces the oil through the oil filters and oil cooler which are located
near the engine. Oil then returns to the engine to supply the main lube
oil and piston cooling oil systems with cooled and filtered oil. The oil
passes through the strainer housing to the main lube oil and piston
cooling oil pumps. Excess oil spills over a dam in the strainer housing
and returns to the oil pan.
F84141
Figure 5-2. Scavenging Oil System (Engine External Oil Flow)
5.2.2 OIL STRAINER HOUSING
5.2.2.1 DESCRIPTION
The oil strainer housing, refer to Figure 5-3, is a large box-shaped cast
aluminum housing which is mounted on the right front side of the
engine on the accessory drive cover. It contains independent strainers
for the main oil pump supply and scavenging oil pump. There are two
strainers for the main lube pump oil and one strainer screen for
scavenging pump oil, with a separate oil inlet and discharge for each
of the systems.
The two main lube oil pump strainers, refer to Figure 5-4, each
consists of a replaceable element of a pleated perforated metal core
covered with mesh screening, and a metal cylinder which encloses the
element. The cylinder prevents collapse of the element in the event of
a high pressure drop.

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The element is attached to the cylinder by a through bolt in the

cylinder which runs through the base of the element and is secured
with a locknut.
The unperforated outer cylinder provides a constant head of oil since
suction is from the bottom only and not through the entire length of
the screen.
The flow of oil is from the bottom of the strainer between the cylinder
and the mesh screen, through the mesh screen and the perforated metal
core into the center of the element, then out the top of the strainer.
When in place, they are held by a crab and handwheel on the stud
between the holes. Each strainer is sealed at the top by a seal ring.
Also, oil under pump pressure is admitted to a groove around each
strainer, just below the seal, to prevent air entry in event of a leaky
seal. A partition adjacent to the strainers, open at the bottom, separates
them from the oil inlet area of the housing. Oil enters the strainers at
the partition bottom and is taken up by the pump through a cast
passage in the housing.
plate 12639
Figure 5-3. Oil Strainer Housing
Figure 5-4. Main & Piston Cooling Oil Pump Strainers

The scavenging oil pump strainer, refer to Figure 5-5, has a rigid
perforated metal screen which retains its shape and is easily cleaned.
When the strainer is installed in the housing, it is held in position with
three nuts. Two handwheels on swivel bolts secure a cover over the
strainer and drain valves. The scavenging oil strainer inlet and outlet
openings are shown in Figure 5-3, page 5-5.
An oil level is maintained in the strainer housing up to the bottom of the
overflow opening. Refer to Figure 5-3, page 5-5. Excess oil returns to
the oil pan sump. A spring-loaded valve, refer to Figure 5-6, is provided
to drain the oil from the strainer housing into the oil pan sump, at the
time of an oil change. An additional valve, refer to Figure 5-6, is used to
drain the oil filter housing. Both valves are located under the filler cover
and must be kept closed at all times except for during the period of
draining.
Figure 5-5. Scavenging Oil Pump Strainer
CAD#EN30465
Figure 5-6. Strainer Housing Drain Valves

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5.2.2.2 STRAINER HOUSING MAINTENANCE

WARNING
emissions.
lock it down.
All lube oil strainers should be removed at each oil change, and
strainers and housings thoroughly cleaned using a petroleum solvent.
As previously described, the engine lube oil strainers used in the
strainer housing box have a seal of oil under pressure in addition to the
seal rings. The oil under pressure will leak out under the strainer
flanges if the seal rings are not seated properly or are damaged. When
strainers are replaced, care should be taken to see that the sealing
surfaces are free from nicks and scratches and seal rings are in good
condition. Also, ensure that the oil passages to the seals are open and
clear.
The pressure oil seal may be checked, with the engine at idle speed, by
loosening the large handwheel until the seal ring of the strainer
furthest from the engine is free of the housing. Oil should leak out
around the strainer flange. If no oil appears, the engine should be shut
down and the oil supply passages inspected and cleaned.
Any air which might enter system at this location will be discharged
with the lubricating oil and may cause damage, even though normal
oil pressure is indicated.
When replacing the scavenging strainer, be sure the strainer is seated
properly or the scavenging pump will lose suction causing a loss of
lube oil pressure.

5.2.3 SCAVENGING OIL PUMP
The scavenging oil pump, refer to Figure 5-7, page 5-8, is a positive
displacement, helical gear type pump. The pump body, split
transversely for ease of maintenance, contains sets of mated pumping
gears. The driving gears are retained on the pump drive gear shaft by
keys. The idler shaft is held stationary in the housing by a set screw,
and the driven pump gears rotate on this shaft on bushings pressed into
the gear bores. The drive shaft turns in bushings pressed onto the
pump body. These bushings are made with thrust collars which
protrude slightly above the pump body and absorb the thrust of the
drive gears. The scavenging pump is mounted on the accessory
housing in line with and to the left of the crankshaft, and is driven by
the accessory drive gear.
plate 30044
Figure 5-7. Scavenging Oil Pump
5.2.3.1 SCAVENGING OIL PUMP MAINTENANCE

The scavenging oil pump normally requires no maintenance except for
change, as indicated in the Scheduled Maintenance Program. The
pump may be removed as follows:
1. With the engine shut down, disconnect the discharge pipe and
remove the discharge flange from the pump.
2. Remove the suction header from the pump and strainer
housing.
3. Apply a suitable lifting device (lift plate attached to the
discharge port area or slings around the pump body).
4. Remove the mounting bolts that secure the pump to the
accessory drive cover.

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5. Using a suitable lifting device, remove the pump from the

engine.
The replacement pump is applied as follows:
1. Clean all gasket surfaces of the accessory drive housing,
scavenging pump, and pipe connection flanges.
2. Apply new gasket to pump and lift pump into position.
3. Apply mounting bolts and toque to proper value.
4. Using new gaskets, apply suction piping between pump and
strainer housing, torque all fasteners.
5. Using new gaskets, apply discharge flange and piping. Torque
all fasteners.
6. Run engine and inspect for leakage.
5.2.4 OIL FILTER INSPECTION AND MAINTENANCE

Replace the oil filter elements with new ones at the intervals stipulated
in the Scheduled Maintenance Program. Use only approved elements.
See applicable Locomotive Service Parts Catalog for filter element
part numbers.
5.2.4.1 FILTER PRESSURE TESTS

The lube oil filter tank cover, refer to Figure 5-9, is fitted with a male
quick- disconnect fitting, which mates to the matching pressure gauge
female coupling.
Taking pressure readings periodically helps prevent undue engine
wear by alerting the maintenance crew to impending filter element
plugging and bypassing.
If filter element life seems too short (more than 10% below the
scheduled maintenance interval), suspect water leakage into the
engine lube system, or a heavy dirt load. The engine probably needs
maintenance.
Make lube oil filter pressure checks weekly or more often with the
engine loaded or unloaded. The best time to check the filter pressure is
shortly after a unit comes in from a run, when lube oil temperature is
still at normal operating level. (Lube oil temperature must be at least
66°C (150°F) for a meaningful pressure reading. This can be checked
using the EM2000 data meter function, signal OTEgIF). Since there is
no convenient gauge to indicate lube oil temperature, perform test
when water temperature is at least 66°C (150°F).
Renew filter elements when filter tank pressure reaches 172 kPa
(25 psi) at throttle 8 engine speed, or 48 kPa (7 psi) at normal idle
engine speed.
Readings taken at throttle 8 engine speed are the most reliable.
Therefore, if a marginal reading is obtained at idle, verify filter
element condition at throttle 8.

5.2.4.2 FILTER ELEMENT CHANGE PROCEDURE
To prepare for changing oil filter elements: Have a supply of clean
bound-edge towels and a qualified lube oil filter bypass relief valve on
hand, and, near the oil filter housing, set down a container to receive
used filter elements. Proceed as follows:
1. Operate diesel engine until oil is warm and circulating freely, then
stop engine and disable the Auto Start system. To disable the Auto
Start system, press the EMERGENCY FUEL CUT OFF &
ENGINE STOP push-button and lock it down.
2. Remove square cap from lube oil strainer housing. Refer to Figure
5-23, page 5-33. Raise and latch gate valve handle in engine
strainer housing to drain oil from filter housing into engine sump.
It is not necessary to move valve handle that drains oil strainer
housing.
NOTE
Depending on oil and system temperature, adequate lube oil filter
drainage can take from 1/2 hour (hot oil and a hot system) to
several hours (cool system). If the system is fully charged before
draining, the oil level will rise above the bottom of the oil pan
inspection covers.
3. After enough time has elapsed to allow adequate drainage and easy
filter handling, slightly loosen filter housing cover nuts. Oil
remaining at the bottom of housing will leak into drain pan. From
there it will flow to engineroom drain sump.
4. After oil has stopped draining from under flat filter housing cover,
loosen retaining nuts and swing hinge bolts clear of cover. Swing
cover open. Remove and quickly dispose of used filter elements.
5. Using only clean bound-edge towels, clean out interior of filter
housing. Clean drain pan and surrounding area.
6. Insert set of ten new filter elements. Make sure that new filter
elements are fully seated over standpipes.
NOTE
Approved pleated paper elements have a red casing. Use only
approved elements.
7. When filter elements have been properly inserted, replace O-ring

in circular groove in housing cover.
8. Close cover.
NOTE
Guide hole in filter cover must mate with dowel on filter housing
body before cover can close.
9. Swing hinge bolts into place and tighten hold-down nuts to

82 Nm (60 ft-lbs).

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10. At intervals stipulated in Scheduled Maintenance Program, remove

filter bypass relief valve assembly, refer to Figure 5-8, and replace
it with one that is qualified. Directions start after this procedure.
11. Close oil strainer filter housing drain gate (opened in Step 2).
12. Before starting engine, check oil level with dipstick. Oil level
should be above FULL mark on dipstick with engine shut down.
Start engine and allow it to run at idle speed. Check oil level at
dipstick. Add oil if necessary. Refer to Figure 5-23, page 5-33.
13. Replace and tighten down square cover on oil strainer.
14. Inspect for oil leaks at oil filter housing. Tighten hold-down nuts
as necessary to stop leaks.
5.2.4.3 BYPASS VALVE REMOVAL AND INSPECTION

Periodically, at intervals stipulated in the Scheduled Maintenance
Program, or whenever improper oil filtration is suspected, remove and
replace the filter bypass relief valve, Figure 5-8, with one that is
qualified.
Bypass valve operation cannot be effectively checked on the
locomotive. Therefore, EMD recommends that a qualified spare
assembly be available for exchange with the assembly in use. Perform
a bench test and inspection in accordance with the Lube Oil Filter
Maintenance Instruction listed in Service Data.
F37784
Figure 5-8. Oil Filter Bypass Relief Valve

Use the following procedure to inspect the bypass relief valve
assembly.
1. After oil has been drained from filter housing, elements removed,
and housing cleaned, remove four hold-down nuts from bypass
valve port cover. Remove valve assemble and discard port cover
gasket.
NOTE
Three light springs hold valve assembly seated in position against the
valve port cover. Spring pressure is not noticeable during assembly
removal.
2. Replace filter bypass relief valve assembly with qualified spare.

Seat assembly properly with three (3) light guide springs in place.
Apply new port cover gasket and port cover. Tighten cover hold-
down nuts to between 75 and 81 Nm (55 and 60 ft-lbs) torque,
using standard tightening procedure.
If qualified spare is not available, remove valve assembly from
filter housing, then wash off sludge and varnish in solvent.
Carefully inspect assembly after cleaning it. If poppet stem or
valve body guide is worn, replace those pieces with new ones.
5.2.4.3.1 Valve Spring Test

If a qualified spare is not available, test the valve spring by
compressing it to a specific height. If this requires more or less force
than shown on the Service Data page, replace the spring with a new
one.

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5.2.5 LUBE OIL COOLER

The lube oil cooler, refer to Figure 5-9, is mounted on the equipment
rack and serves to transfer excess heat from the lube oil system to the
cooling system. The assembly consists of a central coolant core
surrounded by a steel housing.
1. Lube Oil Filter Assembly 5. Fuel Suction Strainer

2. Fuel System Vent 6. Fuel Filter
3. Lube Oil Cooler 7. Fuel Filer Drain
4. Fuel Pump
Figure 5-9. Lube Oil Cooler
Coolant returning from the radiators flows into the rear connection,
and exits by a flange connection out to the water pump inlet.
Lubricating oil from the scavenging pump is brought into the outer
housing and directed around the tubes of the core by internal baffles.
Cooled lube oil flows to the filter housing. Note that the cooler is
equipped with an external bypass valve mounted on the lube oil filter
tank.
Do not perform major oil cooler service, except for the following
reasons:
• Operation is unsatisfactory.
• Oil cooler core leak(s) suspected.
• Cooling water/ engine lube oil temperature differential is too great
(contact service representative for limits).
5.2.5.1 LEAK DETECTION

There are no simple methods of detecting water leaking into the oil
side of the lubricating oil cooler assembly. However, evidence of
water contamination will show up in the routine engine oil samples
taken and analyzed as prescribed in the Scheduled Maintenance
Program. Any such evidence calls for a close examination of the
cooler and inspection of the engine. Maintenance Instructions for
cleaning and repair of the lubricating oil cooler are listed on the
Service Data at the end of this section.
5.2.5.2 DIRTY CORE DETECTION
Proper lubricating oil cooling depends on maximum lube oil cooler
performance. Engine shutdowns caused by hot oil may indicate oil
cooler efficiency loss.
To correctly evaluate oil cooler performance, record oil and water
temperature levels while operating the locomotive at full-rated load
and engine speed long enough to stabilize the temperatures. Oil and
water temperature can be easily checked using the EM2000/Fire
screen data meter functions (signal OTEgIF for oil temperature into
the engine and signal EngTmpF for coolant temperature into the
engine). The EMDEC service tool kit may also be used, however, note
that the connection point for this tool is now located on the ECM
interface board in the Electrical Locker.
Record temperature readings and compare with lubricating oil cooler
service limits (contact service representative for limits).
When oil temperature for a given water temperature is higher than
limit indicated, remove and service the oil cooler.
WARNING
After determining that hot oil has caused an engine shutdown,
make no further engineroom inspections until engine has
cooled sufficiently to prevent any possibility of igniting hot oil
vapors. Allow at least two hours for an adequate cool down of the
engine.
When a low oil shutdown occurs, always make sure there is an
adequate supply of water and oil before attempting to restart the
engine. Check engine water temperature. Do not add cold water
to an overheated engine.
The EMDEC service tool kit will enable you to verify oil
pressure, water pressure, and oil temperature simultaneously.
Anytime there is a problem encountered, a fault will be logged in
the EMDEC fault archive. Experience has shown that EMDEC
equipped engines with hot oil shutdown faults, require thorough
inspection of the cooling system for signs of overheat and/or
water pump failure.
5.3 MAIN LUBRICATING OIL SYSTEM

The main lubricating oil system, refer to Figure 5-10, supplies oil
under pressure to most of the moving parts of the engine. Oil is
pumped into the main oil manifold which is located above the
crankshaft. The manifold extends the length of the engine. Maximum
oil pressure is limited by a relief valve in the passage between the
pump and the main oil manifold.
Oil tubes at the center of each main bearing “A” frame conduct oil
from the main manifold to the upper half of the crankshaft bearings.
Drilled passages in the crankshaft supply oil to the connecting rod
bearings, damper, and accessory drive gear at the front of the

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crankshaft. Leak-off oil from the adjacent main bearings lubricates the
crankshaft thrust bearings.
Oil from the main lube oil manifold enters the gear train at the rear of
the engine, at the idler gear stubshaft bracket. Oil passages in the
stubshaft bracket distribute the oil. One passage conducts oil to both
the right and left bank camshaft drive gear stubshaft brackets, and to a
manifold connected to the turbocharger oil filter. After passing
through the filter, the oil enters the return line in the manifold and
flows back to the idler gear stubshaft. A passage in the idler gear
stubshaft bracket directs lube oil to the upper and lower stubshaft
bearings. Filtered oil enters the turbocharger oil system from the upper
idler gear stubshaft.
An oil passage in the turbocharger filter head, parallel to the filter
output line, is connected to a passage in the turbocharger oil manifold.
On EMDEC controlled engines, oil pressure is sensed directly at the
manifold passage.
Oil enters the hollow bore camshafts from the camshaft drive
stubshafts. Radial holes in the camshaft conduct oil to each camshaft
bearing. An oil line from one camshaft bearing at each cylinder
supplies oil to the rocker arm shaft, rocker arm cam follower
assemblies, hydraulic lash adjusters, and the injector rocker arm
button. Leak-off oil returns to the oil pan through passages between
the top deck and the oil pan. Passages in the turbocharger conduct oil
to the turbocharger bearings, idler gear, planet gear assembly, and
auxiliary drive bore.

F48132
Figure 5-10. Main Lubricating Oil System (Engine Internal Oil Flows)
Considerable heat will remain in the metal parts of the turbine when
the engine is shut down. If the oil supply to the turbocharger was shut
off suddenly, this heat would penetrate the turbocharger bearing area.
To prevent possible overheating of the turbocharger, oil is
automatically supplied to the turbocharger by the Turbo Lube
(Soakback) System after stopping the engine.
Protection is provided against a hot oil condition by an oil temperature
sensor located at the left front corner of the engine.

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Figure 5-11. Oil Temperature Sensor
5.3.1 MAIN LUBE OIL AND PISTON COOLING OIL PUMPS

The main lube oil and piston cooling oil pumps, refer to Figure 5-12,
are contained in one housing.
The two pumps are separated by a spacer plate between the sections of
the pump body. Each has its individual oil inlet and discharge opening.
The piston cooling pump gears at the end are narrower than the lube
oil pump gears. This lube oil and piston cooling oil pump assembly is
mounted in the center of the accessory drive housing and is driven by
the accessory drive gear.
NOTE
The piston cooling pump section of this assembly has been
modified for use with a new piston cooling oil pipe. Care must be
taken during any service or rebuild of these pumps to ensure that
there is no intermix of parts with other EMD engine model oil
pumps. Do NOT apply any of the main lube oil and piston cooling
oil pump assemblies to other EMD engines.
ref #10442
Figure 5-12. Main Lube Oil And Piston Cooling Oil Pumps

5.3.1.1 MAIN LUBE AND PISTON COOLING PUMP MAINTENANCE
The main lube and piston cooling oil pump normally requires no
maintenance except for change as indicated in the Scheduled
Maintenance Program. The pump may be removed as follows:
WARNING
emissions.
lock it down.
1. Shut down the engine, disconnect and remove the combined

pump suction header from the pump and the strainer housing.
2. Disconnect the fine mesh strainer sealing line and the oil
temperature sensor from the main lube discharge manifold.
3. Disconnect and remove the piston cooling manifold from the
pump and accessory drive housing.
4. Disconnect and remove the main lube manifold from the pump
and accessory drive housing.
5. Apply a suitable lifting device (lift plate attached to the
discharge port area or slings around the pump body).
6. Remove the mounting bolts that secure the pump to the
accessory drive cover.
7. Using a suitable lifting device, remove the pump from the
engine.
The replacement pump is applied as follows:
1. Clean all gasket surfaces of the accessory drive housing, pump,
and manifold connection flanges. Replace the sealing O-rings
on the main and piston cooling inlet pipes.
2. Apply new gasket to pump and lift pump into position.
3. Apply mounting bolts and toque to proper value.
4. Using new gaskets, apply suction manifold between pump and
strainer housing, torque all fasteners.
5. Using new gaskets, apply main lube manifold. Torque all
fasteners.
6. Apply fine mesh strainer seal line and oil temperature sensor.

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7. Using new gaskets, apply piston cooling manifold. Torque all

fasteners.
8. Run engine and inspect for leakage.
5.3.2 MAIN LUBE OIL AND PISTON COOLING OIL MANIFOLD

The main lube oil and piston cooling oil manifold, refer to Figure 5-
13, is a one piece casting with cored passages. The manifold is
mounted and dowelled in the front end plate, under the accessory drive
cover. Connecting tubes passing through the accessory drive cover,
sealed by O-rings, connect the manifold to a discharge elbow.
The purpose of the manifold is to transfer the oil supplied by the
pump(s) to the main bearing oil header in the center of the engine. The
manifold also transfers oil to the piston cooling oil header pipes on
each side of the crankcase, just inside the oil pan mounting flange.
Figure 5-13. Lube Oil Manifold And Relief Valve
5.3.3 LUBE OIL PRESSURE RELIEF VALVE

The lube oil pressure relief valve, refer to Figure 5-13, is installed on
the lube oil manifold, inside the accessory gear train housing on the
left side of the engine. Access for valve inspection and adjustment is
provided by removal of the engine protector.
The purpose of the valve is to limit the maximum pressure of the lube
oil entering the engine oil system. When the lube oil pump pressure
exceeds the spring tension on the valve, the valve will be lifted off its
seat and relieve the excess pressure. This oil drains into the accessory
housing and then into the oil pan.

5.3.3.1 INSPECTION AND MAINTENANCE
The oil pressure relief valve should be removed and replaced with a
qualified valve as specified in the Scheduled Maintenance Program.:
CAUTION
Be aware that a damaged or improperly installed relief valve or
gasket will cause low oil pressure problems.
5.3.3.2 INSTALLATION
When installing relief valve on engine, make sure that the bypass port
is positioned in the downward direction. Refer to Figure 5-13.
5.3.4 TURBOCHARGER OIL FILTER

The turbocharger oil filter, refer to Figure 5-14, provides additional
protection for the high speed bearings and other lubricated areas of the
turbocharger, by filtering the oil just before it is admitted to the
turbocharger. Oil enters the filter assembly through a cast manifold
and, after passing through the filter element, returns to the upper idler
gear stubshaft and into the turbocharger. The filter element is of the
disposable (spin-on) type that mounts directly to an adapter on the
filter head assembly. The filter assembly is mounted on the camshaft
drive housing at the right bank of the engine.
OIL FILTER
Figure 5-14. Turbocharger Oil Filter
The filter head contains two check valves one to prevent lube oil from
the soak back system from going into the turbocharger filter during
soak back pump operation and the other to prevent lube oil from the
turbocharger filter from entering the soak back system when the
engine is running. Note that the oil pressure sensor is also located in
this filter head housing.

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5.3.4.1 MAINTENANCE
The turbocharger filter should be serviced as specified in the
Scheduled Maintenance Program or more frequently if experience
indicates it is necessary. To replace the “spin-on” filter, unscrew
element by hand to disengage it from the filter head adapter and
discard. Fill replacement element housing with clean oil and apply a
film of oil to the gasket. Apply new filter to adapter and turn by hand
until gasket seats, then tighten it another half-turn ONLY.
NOTE
Whenever oil is detected coming from the camshaft bearings with
the engine shut down and the soak back pump running, the turbo
filter outlet check valve should be inspected. If the turbo filter
mounting housing shows signs of cracks or studs breaking, the
turbocharger itself should be check for signs of blade damage
which lead to the vibration induced problems.
5.3.5 OIL PRESSURE AND OIL TEMPERATURE SENSOR MAINTENANCE

The oil pressure sensor is located in the sensor box. Periodically, the
EMDEC fault archive should be checked for low oil pressure faults
using the EMDEC service tool kit, or the EM2000 fault archive. This
sensor is critical to engine operation. If unexplainable low oil pressure
faults occur and pressure has been verified with a mechanical gauge,
replace the sensor and verify there are no faults in the wiring harness
or connections.
The oil temperature sensor is located on the lower left front of the
engine. Electrical connections at the sensor and ECM’s should be
periodically checked for being clean and secure. Use of the EMDEC
service tool kit will allow access to the EMDEC fault archive to see if
any hot oil faults have occurred. Note that the EM2000 fault archive
will also contain fault data related to oil temperature and pressure
problems.
5.3.6 MAIN LUBRICATING OIL PRESSURE

Adequate lubricating oil pressure must be maintained at all times
when the engine is running.
Upon starting and idling the engine, it should be noted that the oil
pressure builds up almost immediately. In the event of cold oil, the
pressure may rise to the relief valve setting of approximately 862 kPa
(125 psi). Lubricating oil pressure is not adjustable. The operating
pressure range is determined by such things as manufacturing
tolerances, oil temperature, oil dilution, wear, and engine speed. The
pipe plug can be removed from the opening in the pump discharge
elbow and a gauge installed to determine the pressure.
The minimum oil pressure is approximately 55-83 kPa (8-12 psi) at
idle and 172-200 kPa (25-29 psi) at full speed. In the event of
insufficient oil pressure, an EMDEC sensor will automatically protect
the engine by shutting it down. Maximum pressure is determined by
the relief valve setting.

5.4 PISTON COOLING OIL SYSTEM
The piston cooling oil system, refer to Figure 5-15, receives oil from a
common supply with the main lube oil system. It delivers the oil to the
two piston cooling oil manifolds extending the length of the engine,
one on each side.
A piston cooling oil pipe at each cylinder directs a stream of oil
through the piston carrier to cool the underside of the piston crown
and the ring belt. Some of this oil enters the oil grooves in the piston
pin bearing and the remainder drains to the sump through holes in the
carrier crown.
The piston cooling oil pipe is bolted at one end to a flange on the
piston cooling oil manifold, and at the other end to the bottom of the
cylinder liner.
F48132
Figure 5-15. Piston Cooling System

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5.4.1 PISTON COOLING OIL PRESSURE

Pressure of the piston cooling oil will be governed by oil viscosity,
speed of engine, temperature of oil, and wear of pump parts. The pipe
plug can be removed from the opening in the pump discharge elbow
and a gauge installed to determine the pressure.
5.4.2 PISTON COOLING PIPE ALIGNMENT AND INSPECTION

Unlike previous EMD engines, the alignment of the piston cooling oil
pipe to the inlet hole in the piston carrier on 710G3C-T2 engines will
not accept the use of an alignment gauge as the oil pipe nozzle itself
extends into the carrier at bottom dead center.
CAUTION
EMD 710G3C-T1 and higher engines require the “extended” type
cooling tube. Use of a old design type tube will result in
catastrophic engine failure, however, the newer style tube will
work properly in all 710 engine applications.
F48130
Figure 5-16. Piston Cooling Pipes
A visual inspection can be done by SLOWLY bringing the piston to

bottom dead center. The nozzle of the oil pipe should enter the inlet
hole in the piston carrier without binding or rubbing in this position. If
an interference exists, the pipe should be removed and replaced with a
new or correctly aligned one.

Figure 5-17. Piston Cooling Oil Pipe Alignment
In addition to the alignment check, the piston cooling pipe nozzle

should be examined for ragged edges and blown out to remove
obstructions inside the tube which might cause the oil to spray out
instead of shoot out in a stream.
5.5 TURBO LUBE (SOAK BACK) OIL SYSTEM
5.5.1 DESCRIPTION AND OPERATION

To ensure lubrication of the turbocharger bearings prior to engine
start, and the removal of residual heat from the turbo after engine
shutdown, a separate lube oil pressure source is provided. This
pressure source is controlled automatically by the EM2000 computer.
Turbocharger lubricating oil is obtained from the engine lubrication
system. A separate automatically started motor-driven turbocharger
lube oil pump is used to supply oil to the turbocharger prior to starting
the engine and whenever the engine is shut down. The motor is timed
to operate approximately 35 minutes after each time it is started. Oil
circulation through the turbocharger is necessary prior to starting the
engine and during the period when the engine oil pressure is building
up to provide proper lubrication. After the engine is shut down,
continued oil circulation is necessary to remove residual heat from the
turbo and return the hot oil to the oil pan sump. Pump operation
requires the main Battery Knife switch, the computer and the
Turbocharger Pump circuit breaker to be closed (main Battery Knife
switch may be opened after engine shutdown). Refer to "5.5.2
TURBOCHARGER LUBE PUMP CIRCUIT," page 5-25.

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Turbo lube pump timing after shutdown is based on the highest

throttle position attained in the previous sixty minutes. Throttle
position is logged by the computer. If throttle remains in position for 2
minutes or more the timing is as follows:
Throttle Position Time
(at or below)
TH 1 15 Min
TH 2 20 Min
TH 3 25 Min
TH 4 30 Min
TH 5 (or higher) 35 Min
The turbocharger lube oil pump draws oil from the oil pan sump.
Discharge oil from the pump is then filtered and fed into the head
assembly of the main turbocharger oil filter. This head assembly
contains the check valves required for proper lube oil flow. Oil from
the filter head assembly is then directed to the turbocharger.
5.5.2 TURBOCHARGER LUBE PUMP CIRCUIT

The Turbo Lube Pump motor (TLP) must be operated before engine
start to prelube the turbocharger bearings. Refer to Figure 5-18 and
Figure 5-19. The turbo lube pump motor is controlled by the Turbo
Lube Pump relay (TLPR) circuit which is enabled by the control
computer when these conditions are satisfied:
• Battery switch closed
• Computer Control circuit breaker closed.
• Turbo. circuit breaker closed.
• Local Control circuit breaker closed.
When the push-button Engine Start switch is pressed, it provides an input
signal through the DIO modules.
The computer then provides an output signal through the DIO modules to
pick up the TLPR relay. TLPR interlocks #2 & #3 close and the turbo lube
pump starts. Feedbacks through the DIO modules tell the computer that
the turbo CB is closed and the TLPR interlocks are closed.
NOTE
Pickup of TLPR connects its #1 contacts directly to battery positive
which allows the Battery Knife switch to be opened without dropping
out the turbo lube pump or computer control.
The soakback pump draws oil from the oil pan sump. Soakback pump
output is filtered and fed into the main turbocharger oil filter head
assembly inlet. The head assembly contains check valves that direct
lube oil flow in the proper directions. Oil from the main turbocharger
filter head assembly outlet flows to the turbocharger.

F84080
Figure 5-18. Turbo Lube Pump Relay (TLPR) Circuit

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F84131
Figure 5-19. Turbo Lube Pump Motor Circuit

24690
Figure 5-20. Soak Back Oil Pump, Motor, And Filter Installation (Pump Shown W/ AC Electric Motor)
CAUTION
If the soak back pump should fail to operate when the engine is
shut down, restart the engine immediately and allow it to run for
15 minutes at idle speed with no load, to prevent damage to the
turbocharger.
If engine is not restarted within two minutes of shutdown, do not
restart the engine until soak back pump operation is restored and
the engine has been allowed to cool down.
A pressure relief valve, refer to Figure 5-20, set at 221 kPa (32 psi), is
located in the head of the soak back filter assembly. When the engine
starts, and the motor driven soak back pump is still running, main lube
oil pressure from the engine driven pump becomes greater than the
motor driven soak back pump pressure. As there is no outlet for the
lower pressure oil, the relief valve will open when the pressure builds
up to 221 kPa (32 psi), and the oil will return to the engine oil pan
through a passage in the filter head mounting flange. Also located in
the filter head is a bypass valve, Figure 5-20, set at 483 kPa (70 psi).
This valve will open to permit motor driven soak back pump pressure
to bypass a plugged soak back filter element so that lubrication can
continue to be supplied to the turbocharger (through the turbocharger
filter) in order to prevent turbo damage.
5.5.3 TURBO LUBE (SOAKBACK) MAINTENANCE

The soak back oil filter element should be serviced as specified in the
applicable Scheduled Maintenance Program, or more frequently if
experience indicates it to be is necessary.

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Figure 5-21. Soak-Back Filter Element
To remove the element from the soak back filter, refer to Figure 5-21,
remove the spin-on filter element dispose of in accordance with
railroad instructions.
To apply the replacement element, fill the element with clean oil and
lightly coat the O-Ring seal with oil. Thread the new element onto the
housing and turn until the seal contacts the housing. Tighten the
element an additional one half turn only. DO NOT OVERTIGHTEN!
5.6 LUBE OIL SEPARATOR
5.6.1 DESCRIPTION
The oil separator, refer to Figure 5-22, is an elbow-shaped housing
containing a securely held wire mesh screen element. It is mounted on
the turbocharger housing. An ejector assembly, mounted on the
separator cover, is connected to the inner and outer eductor tubes in
the exhaust stack by a flanged pipe elbow and flexible tube assembly.
Air under pressure passing through the ejector assembly creates a
suction which draws up engine oil vapors through the screen element.
In addition, the eductor tube inserted into the turbine exhaust also
creates a suction on the oil vapors. The oil collects on the screen
element and drains back into the engine. The remaining gaseous vapor
is discharged into the exhaust stack and vented to the atmosphere.

Figure 5-22. Lube Oil Separator
5.6.2 MAINTENANCE
The screen should be removed from the oil separator and cleaned at
the interval specified in the Scheduled Maintenance Program.
1. Shut down the engine and disable the Auto Start system. To disable
the Auto Start system, press the EMERGENCY FUEL CUT OFF
lock it down.
2. Disconnect the flexible air line at the ejector and remove the bolts
from the separator cover.
3. Unbolt the flexible tube and elbow assembly from the exhaust
stack. Remove the separator cover, ejector, flexible tube and elbow
as an assembly.
4. Remove eductor assembly tubes from the stack.
5. Separate inner eductor tube from outer tube by inserting a
screwdriver at the top of the eductor flanges.
NOTE
With exhaust stack connected to the silencer, viewing down the stack
to inspect the turbocharger diffuser is prevented. This inspection can
be performed instead by using a light and mirror through the eductor
tube connection when eductor assembly is removed for cleaning.
6. Clean carbon deposits from the inside and outside of both eductor
tubes.
7. Remove screen element from separator cover and wash in
petroleum solvent. Rinse element in hot water and blow dry with
compressed air.
8. Insert inner tube into outer tube with hole in inner tube flange
aligned with pin in outer tube flange.

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9. Place eductor assembly into stack with the word TOP, stamped on
the inner tube flange, facing upward.
10. Replace the element and cover, ejector, flexible tube and elbow
assembly. Verify the element is not installed upside down as this
will cause low vacuum problems
11. Connect the flexible air line to the ejector. Blow out this line
before application to verify there are no obstructions or
restrictions.
For lube oil separator to operate properly, crankcase suction needs to
be in a range of from 50.8 mm (2") H2O to 203 mm (8") H2O. If
crankcase suction falls outside of this range after engine maintenance
work, a thorough engine inspection should be performed to determine
the cause. If no obvious cause is found, crankcase suction can be
brought back into range by substituting a different size air ejector
nozzle. See Service Data for listing of available nozzles.
Crankcase suction can be measured by connecting a U-tube
manometer to an oil dipstick tube. Measurement should be taken at
full load and speed, preferably after at least one hour of running time
as crankcase suction tends to decrease as the engine temperature
increases.
5.7 GENERAL MAINTENANCE PROCEDURES
5.7.1 OIL SAMPLING AND ANALYSIS

Take lubricating oil samples for analysis at the intervals stipulated in
the Scheduled Maintenance Program. Submit the sample to a
competent laboratory to determine whether the oil is suitable for
continued use.
Obtain the sample as follows:
1. Run engine long enough to ensure thorough circulation.
2. Shut the engine down.
WARNING
emissions.
lock it down.
up or shutdown with risk of personnel injury or death..

3. Obtain oil sample (normally 1 pint (0.5 liter)) at center of engine
oil pan, halfway between oil surface and bottom of pan.
NOTE
Inconsistent sampling techniques produce inconsistent results.
5.7.2 CHECKING OIL VISCOSITY

Oil viscosity should be checked on a routine basis to monitor the
suitability of the oil for continued use. By comparing the viscosity at
different intervals taken at the same temperature, excessive dilution
may be detected by an unusual drop in viscosity. Excessive oxidation
of the oil may be detected by an unusual rise in viscosity within the
recommended oil drain periods. The viscosity limits are directly
related to the type of oil being used and the type of viscosity
measurements being made. The oil suppliers will furnish these values,
which should correspond to a maximum of 5% fuel dilution and a 35%
viscosity rise. Anytime fuel dilution exceeds 5%, lower main bearings
should be removed and inspected. Refer to "SECTION 3. ENGINE,"
page 3-1.
Operating an engine with badly oxidized oil or poor oil filtration will
result in oil cooler core plugging, carbon buildup on piston
undercrowns, ring grooves, oil rings, and piston pin bearing grooves,
and limitation of oil flow to the main and connecting rod bearings and
subsequent engine damage. Oil temperature after passing through the
cooler can be quickly checked using the EMDEC service tool kit. See
EMDEC Operating And Troubleshooting Guide.
To provide protection to the engine, the oil and system components
should be carefully observed for proper functioning and corrective
measures taken where necessary. Oil and filter change periods should be
followed closely since the oil is not only oxidizing, but contaminants are
coming into the engine from fuel combustion, as well as the normal
airborne contaminants which are not caught by the air filters. It is
therefore beneficial to drain the oil and eliminate these contaminants.
5.7.3 CHANGING OIL

Engine lube oil should be drained periodically, filters replaced, and
strainers and/or screens cleaned as outlined in the Scheduled
Maintenance Program. Before the oil is drained, its viscosity should
be checked for any indication of fuel dilution. If fuel leakage is
indicated, the leak should be corrected before charging the engine with
new oil. Use the following procedure to change engine lubricating oil:
1. Shut down the engine and disable the Auto Start system. To
CUT OFF & ENGINE STOP push-button and, if required by
railroad rules, lock it down.
2. Open both drain valves in the oil strainer housing to drain oil
into the engine sump.
3. Provide a container or oil runoff line for drained oil.

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4. Remove pipe plug from oil drain valve and open valve to drain
all the oil from the engine oil pan sump.
5. Remove pump strainer(s) from strainer housing, and remove
the oil filters from the filter housing(s).
6. Remove the turbo lube and soakback filters.
7. Clean the strainers using a suitable cleaner, and rinse thoroughly.
8. Wash down top deck, oil pan, and filter housings using fuel oil
or kerosene. Drain off cleaning fluid and wipe areas free of
excess fluid, using bound edge absorbent towels.
9. Replace pipe plugs in drain lines, where required, and close
valve. Where necessary, renew gaskets.
10. Install clean strainers and/or screens. Install new elements in
filter housing(s) and replace turbo lube and soakback filters.
Prepare system to receive new oil.
5.7.4 FILLING SYSTEM OR ADDING OIL

WARNING
EMD recommends that oil be poured into the strainer housing
through the square opening as shown in Figure 5-23, below, when
filling or adding oil to the system. Do not fill through hand hole
covers or top deck lids.
If the system has not been drained, oil may be added to the strainer
housing with the engine running or stopped.
Figure 5-23. Filling or Adding Oil to System

CAUTION
If, for some reason, oil must be added through a handhole
opening in the engine oil pan, instead of through the strainer
housing, make sure that strainer housing is filled before starting
engine. EMDEC will shut down the engine for “low oil pressure”
if adequate pressure was not built up in a reasonable amount of
time after engine start. This fault will have to be reset in order to
restart the engine. See EMDEC Operating And Troubleshooting
Guide for reset procedures.
Failure to fill strainer housing before engine start may cause
serious engine damage due to the time delay before oil circulates
completely through engine and its working parts.
Do not remove round caps from strainer housing while engine is
running. Hot oil under pressure may spurt from the openings and
cause serious injury.
Pour a liberal quantity of oil over cylinder heads and top deck
components before starting.
Inspect engine prior to starting, then start engine. Check oil level with
engine at idle speed. If oil level is not to “full” mark on gauge, add oil
to bring level to “full” mark, with engine at idle speed and with hot
oil.
NOTE
Under some conditions the oil level may be above the bottom of
the oil pan handholes, so care must be taken when the oil pan
handhole covers are removed.
5.7.5 PRELUBRICATION OF ENGINES

Prelubrication of a new engine, an engine that has been overhauled, or
an engine which has been inoperative for more than 48 hours is a
necessary and important practice. Prelubrication alleviates loading of
unlubricated engine parts during the interval when the lube oil pump is
filling the passages with oil. It also offers protection by giving visual
evidence that oil distribution in the engine is satisfactory.
Perform prelubrication as follows:
1. Remove the pipe plug at the main lube oil pump discharge elbow,
and connect an external source of clean, warm oil at the discharge
elbow. Prelube engine at a minimum of 69 kPa (10 psi) for a period
of not less than three and not more than five minutes
(approximately 57 lpm [15 gpm] using a 1.1 to 1.5 kW [1-1/2 to
2hp] motor).

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2. While oil pressure is being applied, open the cylinder test valves
and bar the engine over one complete revolution. Check all
bearings at the crankshaft, camshafts, rocker arms, and at the rear
gear train for oil flow. Also check for restrictions and excessive oil
flow. If fluid discharge is observed from any cylinder test valve,
find the cause and make the necessary repairs.
3. On new or overhauled engines, remove the pipe plug at the piston
cooling oil pump discharge elbow and connect the external oil
source at that opening. Check for unrestricted oil flow at each
piston cooling oil pipe.
4. Disconnect the external oil source and replace the pipe plugs at the
pump discharge elbows. Close the cylinder test valves.
5. Pour a liberal quantity of oil over the cylinder (valve) mechanisms
of each bank.
6. Check oil level in strainer housing and, if required, add oil to
strainer housing until it overflows into the oil pan.
7. Replace and securely close all handhole covers and engine top
deck covers.
NOTE
When an engine is replaced due to mechanical breakdown, it is
important that the entire oil system, such as oil coolers, filters,
and strainers, be thoroughly cleaned before a replacement engine
or the reconditioned engine is put in service. A recurrence of
trouble may be experienced in the clean engine if other system
components have been neglected.
In some cases engines have been removed from service and stored in
the “as is” condition by draining and applying antirust compound.
When these engines are returned to service, care must be taken to see
that any loose deposits are flushed out before adding a new oil charge.
The entire engine should be sprayed with fuel to break up any sludge
deposits, and then drained, being careful that the drains are not
plugged. Fuel should not be sprayed directly on the valve mechanism
or bearings, as lubrication will be removed or dirt forced into these
areas. The surfaces should then be wiped dry before new oil is added
to the engine.
5.7.6 OIL SYSTEM INFORMATION

Additional information on the oil system and components is given in
the latest revisions of Maintenance Instruction bulletins. These
instructions cover important items such as the Scheduled Maintenance
program, which outlines maintenance intervals, and flushing and
cleaning information.

5.8 SERVICE DATA - LUBRICATING OIL SYSTEMS
5.8.1 REFERENCES
Description or Title Pub No.
Lube Oil Filters ......................................................................M.I. 926
Flushing Diesel Engine Lubricating Oil System ................... M.I. 1757
Lubricant Specifications ...................................................... M.I. 1756
Lubricating Oil for Domestic Locomotive Engines............... M.I. 1752
EMDEC Operating/ Troubleshooting Guide ...................... N00012EP
Clearance and dimensional limits listed below are defined as follows:
Minimum, maximum, and tolerance measurements are provided as
service limits for requalified parts. At time of engine overhaul or any
time unscheduled maintenance is performed, the service limits should
not be exceeded. Engine components within these limits may be
reused with the assurance that they will perform satisfactorily until the
next scheduled overhaul. These limits are NOT intended to be used as
a basis for component change-out on a running engine.
Lube Oil Pressure Relief Valve

Valve guide inside diameter -Max. ....................... 12.764 mm (.5025")
Valve stem outside diameter -Max. ....................... 12.484 mm (.4915")
Valve face to stem squareness
(outer edge of valve face) -T.I.R. Max. .......................0.05 mm (.002")

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SECTION 6. COOLING SYSTEM
CONTENTS OF SECTION
6.1 COOLING SYSTEM DESCRIPTION.........................................................................................6-3
6.1.1 MAIN COOLING CIRCUIT...................................................................................................6-3
6.1.2 AFTERCOOLER CIRCUIT ..................................................................................................6-4
6.1.3 TEMPERATURE CONTROL ...............................................................................................6-5
6.2 COOLING WATER TANK.........................................................................................................6-6
6.2.1 ENGINE COOLANT SOLUTION .........................................................................................6-7
6.2.2 OBTAINING ENGINE WATER SAMPLE.............................................................................6-7
6.2.3 PRESSURE CAP AND FILLER NECK INSPECTION & REPLACEMENT .........................6-8
6.3 COOLING SYSTEM FILLING AND DRAINING........................................................................6-8
6.3.1 NORMAL FILLING...............................................................................................................6-8
6.3.2 FILLING DRY (OR NEARLY DRY) SYSTEM ......................................................................6-8
6.3.3 DRAINING THE COOLING SYSTEM..................................................................................6-9
6.4 COOLING SYSTEM PRESSURE TEST ...................................................................................6-9
6.4.1 WATER LEAKS ...................................................................................................................6-9
6.4.2 ENGINE COOLING 620.5 KPA (90 PSI) SYSTEM PRESSURIZATION PROCEDURE...6-10
6.5 WATER PUMPS .....................................................................................................................6-13
6.5.1 MAINTENANCE ................................................................................................................6-14
6.6 RADIATORS ...........................................................................................................................6-16
6.6.1 INSPECTION AND CLEANING OF RADIATORS.............................................................6-17
6.6.2 INSPECTION AND CLEANING OF RADIATOR INLET SCREENS..................................6-17
6.7 RADIATOR COOLING FAN MOTORS...................................................................................6-18
6.7.1 RADIATOR COOLING FAN MOTOR MAINTENANCE.....................................................6-18
6.7.2 COOLING FAN CONTROL ...............................................................................................6-19
6.7.3 OPERATING TEMPERATURE RANGE AND TURBOCHARGER COOL DOWN
CYCLE...............................................................................................................................6-21
6.7.4 SPEED-UP DUE TO COLD ENGINE DURING ENGINE IDLE CONDITIONS .................6-22
6.7.5 SPEED REDUCTION DUE TO HIGH ENGINE COOLANT TEMPERATURE ..................6-22
6.7.6 SHUTDOWN DUE TO HOT ENGINE LUBRICATING OIL CONDITIONS ........................6-22
6.8 COOLING SYSTEM PIPING ...................................................................................................6-23
6.8.1 WATER MANIFOLDS AND LINER INLET JUMPERS ......................................................6-23
6.9 AFTERCOOLER .....................................................................................................................6-25
6.9.1 AFTERCOOLER INSPECTION.........................................................................................6-25
6.9.2 AFTERCOOLER REMOVAL .............................................................................................6-26
6.9.3 CLEANING .......................................................................................................................6-27
6.9.4 AFTERCOOLER REPLACEMENT....................................................................................6-27
6.10 DRAINING THE COOLING SYSTEM .....................................................................................6-27
6.11 SERVICE DATA - COOLING SYSTEM ..................................................................................6-28
6.11.1 REFERENCES ..................................................................................................................6-28
6.11.2 SPECIFICATIONS.............................................................................................................6-28
COOLING SYSTEM 6-1

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6.1 COOLING SYSTEM DESCRIPTION

GT46AC locomotives equipped with the 710G3C-ES engine, are
equipped with two water pumps. Refer to Figure 6-1. One large pump
is used to circulate cooling water between the radiator assemblies, the
engine lube oil cooler and through the water jackets of each power
assembly. A second smaller pump circulates cooling water between
the radiators and the turbocharger aftercoolers only.
Figure 6-1. Cooling System Diagram (GT46AC)
6.1.1 MAIN COOLING CIRCUIT

Engine cooling water is drawn from the water expansion tank and lube
oil cooler, and is pumped into the engine by the larger of the two
engine-mounted water pumps. Cast discharge manifolds conduct the
coolant from the pumps to the water manifolds located in the left and
right airboxes.
Each liner is individually supplied with coolant from the water
manifold, refer to Figure 6-2, page 6-4, through a water inlet tube
assembly. A deflector is used at each liner coolant inlet to prevent
direct impingement on the inner liner wall. Coolant flows internally
upwards through the liner to the cylinder head. A water discharge
elbow is bolted to each cylinder head to provide a water passage to the
water discharge manifold which extends along the top of the
crankcase.
COOLING SYSTEM 6-3

Figure 6-2. Engine Coolant Flow (Internal 16 Cylinder Engine Shown)
The crankcase has two “built-in” siphon tubes inside the water
discharge manifold. One is located at the second cylinder from the rear
end on the right bank, and the other at the second cylinder from the
front end on the left bank. When engine water is drained, this will
provide for engine cooling water draining in the event the engine is
not level.
The heated water leaves the engine and flows through the engine
cooling water only portion of the radiator assemblies where it is
cooled. The cooled water then returns by way of the engine lube oil
cooler to repeat the cycle.
Part of the water from the main engine cooling water pump is piped to
the air compressor and fuel pre-heater. There are no valves in this line;
therefore, air compressor cooling and fuel pre-heat is provided
whenever the engine is running.
6.1.2 AFTERCOOLER CIRCUIT

The smaller of the two engine-mounted water pumps draws cooling
water from the water expansion tank and aftercooler cooling portion of
the radiators, and pumps it through the engine turbocharger
aftercoolers, refer to Figure 6-3. The heated water leaves the
aftercoolers and flows through the radiator assemblies where it is
cooled. The cooled water from the radiators then returns directly to the
smaller of the two engine-mounted water pumps to repeat the cycle.

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Aftercoolers
Piping
Figure 6-3. Aftercoolers and Piping
The aftercooler cooling water temperature is typically lower than the

engine cooling water temperature. Lower aftercooler temperatures
result in more efficient engine operation. To keep coolant temperature
within the prescribed target ranges, both the aftercooler and engine
cooling water systems are monitored with temperature sensors. This
control process is described in more detail later in this section.
6.1.3 TEMPERATURE CONTROL

The engine water temperature is monitored by 4 temperature sensing
probes located in the engine and aftercooler circuits. These
temperature readings are converted to scaled analog inputs and are
used by the computer to control all cooling functions.
The engine and aftercooler water temperatures are monitored prior to
entering each water pump, by temperature sensing probes at the inlet
tee between each water pump and its aspirator. Refer to Figure 6-1,
page 6-3. Note that there are two engine temperature probes (ETP1
and ETP2) located in the inlet to the main cooling pump and one probe
(AWT) located on the inlet to the aftercooler pump. An additional
sensor (ETP-WD) will monitor coolant temperature at the water drain
valve location.
If the temperature probe readings are valid, coolant temperature will
be controlled based both on the jacket water temperature and the
aftercooler temperature probe readings. If the aftercooler temperature
probe fails and the engine water temperature probe signals are valid,
EM2000 will control coolant temperature based on the ETP signals.
COOLING SYSTEM 6-5

NOTE
A failure of any temperature probe will be logged in the EM2000
fault archive. Any defective probes must be renewed to ensure
optimum engine performance and compliance with emission
standards.
If all probes fail, the computer system sets the engine temperature
value at 32°C (90°F) and forces the engine speed to throttle 2. Water
temperature, as measured by each temperature probe, can be displayed
on the display screens, by selecting any display screen menu which
includes the four water temperatures.
6.2 COOLING WATER TANK

The water tank filler pipe pressure cap includes a vent that opens at
approximately 137.9 kPa (20 psi). Relieving excessive pressure
prevents damage to cooling system components. The pressure cap
assembly also includes a vacuum break valve to minimize the
possibility of vacuum-caused damage occurring during system cool
down.
The 137.9 kPa (20 psi) pressure cap is equipped with a handle that aids
installation and removal. An important feature of the pressure cap
handle is that it interlocks with the fill/relief valve handle. This
ensures that system pressure is released (through fill/relief pipe)
before the pressure cap loosens during removal.
CAUTION
Always wait until system pressure thoroughly vents before
attempting to remove pressure cap or water tank plugs.
NOTE
Cooling system pressurization raises the cooling water boiling
point. The higher boiling point enables higher engine operating
temperatures, with minimal coolant loss due to boiling.
Pressurization also ensures uniform cooling water flow, and
minimizes the probability of water pump cavitation during
transient high temperature operation.

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Figure 6-4. Cooling Water Tank Sight Glass
A sight glass on the water tank provides a visual reference of cooling

water level. Progressive water level dropping may indicate cooling
system leakage. Find and correct leaks immediately.
The cooling system is a sealed, closed-loop system. In normal
operation, it is not necessary to add water to the cooling system,
except at extended intervals.
6.2.1 ENGINE COOLANT SOLUTION

Coolant solutions are composed of water and a corrosion inhibitor.
The selection and maintenance of a proper coolant solution are
necessary for efficient cooling system operation. Failure to recognize
the importance of these factors can result in cooling system damage,
increased maintenance costs, and unnecessary equipment down time.
Coolant samples should be taken from the cooling system for analysis
to ensure that the specific concentration of corrosion inhibitor is
maintained. M.I. 1748 specifies recommended corrosion inhibitors
and anti-freeze types, and provides field qualification procedures for
coolant solutions.
6.2.2 OBTAINING ENGINE WATER SAMPLE

1. Take engine water sample in clean container, with engine
running and warm.
2. Take sample where water flow is normally turbulent.
3. Allow water to flow out of sampling point for several seconds
before taking sample in order to expel any accumulated dirt or
sediment. This practice helps prevent contaminated samples.
4. Refer to MI 1748, section 6.2.1.
COOLING SYSTEM 6-7

6.2.3 PRESSURE CAP AND FILLER NECK INSPECTION & REPLACEMENT
Inspect, test, and replace the pressure cap and filler neck at intervals
indicated in the Scheduled Maintenance Program.
1. If pressure cap bell housing or other metal surfaces are bent,
replace entire cap with new one.
2. If filler neck sealing surface is damaged or distorted, replace
neck assembly with new one. Use new tank-to-neck gasket.
3. If seals are hardened or damaged, replace pressure cap with a
new one.
Perform pressure test, refer to "6.4.2 ENGINE COOLING 620.5 KPA
(90 PSI) SYSTEM PRESSURIZATION PROCEDURE," page 6-10, to
qualify pressure cap and filler neck.
6.3 COOLING SYSTEM FILLING AND DRAINING

Make up and test engine cooling system water in accordance with the
Engine Coolant Maintenance Instruction listed on the Service Data
page, at the end of this section.
CAUTION
If engine is hot and cooling system is dry, allow sufficient time for
engine cool-down before refilling cooling system.
6.3.1 NORMAL FILLING

Proceed as follows:
1. Do not remove pressure cap.
2. Carefully open the fill/relief valve handle to vent system
pressure.
3. Attach coolant water hose to filler pipe connector.
4. Hold fill/ relief valve open.
5. Turn on coolant water supply.
6. Turn off coolant water supply when level reaches the top of the
sight glass. Do not overfill system.
7. Disconnect water hose from filler pipe connector.
6.3.2 FILLING DRY (OR NEARLY DRY) SYSTEM

Proceed as follows:
1. Hold fill/relief valve open until the system pressure completely
vents.
2. Remove pressure cap.
3. Insert coolant water supply hose into tank filler neck.
4. Turn on coolant water supply.

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5. Turn off coolant water supply when level reaches the top of the
sight glass.
CAUTION
Do not overfill tank. Overfilling may create personnel hazard.
6. Run engine with filler cap removed or fill/ relief valve opened
to eliminate air pockets in system.
7. Check water level. If necessary, add more water to system.
8. When filling operation is complete, remove coolant water
supply hose from filler neck, hold fill/ relief valve open, and
replace pressure cap.
WARNING
locomotive not in active service, etc.), it automatically stops the
emissions.
lock it down.
Failure to disable the AESS may result in unexpected engine
start-up or shutdown with risk of personnel injury or death.
6.3.3 DRAINING THE COOLING SYSTEM

To drain the cooling system:
1. Open water tank filler/relief valve handle to release system
pressure.
2. Open manual engine drain valve, located in sump between
engine and equipment rack.
3. Although the vacuum break valve in the cap will allow system
draining, the cap may be removed to allow faster draining.
6.4 COOLING SYSTEM PRESSURE TEST
6.4.1 WATER LEAKS

If loss of water in the cooling system is noticed, check for leakage at
piping, pump seals, jumper tube connections, cylinder head discharge
elbow, junction of head to liner, and check for liner or cylinder head
cracks. If required, perform the procedure outlined in "6.4.2 ENGINE
COOLING 620.5 KPA (90 PSI) SYSTEM PRESSURIZATION
PROCEDURE," page 6-10.
COOLING SYSTEM 6-9

Unless very obvious, the location of a crack in the cylinder head or
liner is very difficult to find, and requires careful examination. Any
indication of a water leak in the head or liner requires removal and
thorough inspection. Inspect cylinder interior through liner ports.
Water may leak and enter the lube oil at the cylinder head discharge
elbow seals. These seals can be replaced without disturbing the
cylinder head, provided a crab nut and crab are removed and the water
is drained. Water contamination of lubricating oil will necessitate
draining the oil. Before the oil is renewed, the system should be
flushed.
Lube oil contamination is best determined by laboratory analysis; but,
in the absence of such means, the following method of checking for
water in the oil may be used:
• Draw or dip a gallon of lube oil from the bottom of the engine lube
oil sump. Let it stand for about 10 minutes, then pour off about 3/4
of the oil from the container.
• Place the remaining 1/4 in a glass bottle and allow sample to stand
another 10 minutes. If any water is indicated in the bottom of the
bottle it is recommended that the lube oil system be drained and
flushed.
• Replace with new oil after source of contamination is eliminated.
6.4.2 ENGINE COOLING 620.5 KPA (90 PSI) SYSTEM

PRESSURIZATION PROCEDURE
Equipment required:
• One right bank water pump blanking plate, pump to oil cooler
including the following features:
a. A tee, a valve and an air pressure regulator to connect shop air
supply.
b. A 90 degrees elbow and a valve to connect shop water supply.
• One gasket blanking plate to water pump.
• One blanking plate for the Y engine water outlet to radiators
equipped with a valve.
• One O-ring, water outlet.
• One pipe plug 1-1/4 NPT.
• Engine turning device.

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Preparation:
2. Remove all oil pan handhole covers.
3. Remove all air boxes covers.
4. Open top deck covers.
5. Open all cylinder test cock.
6. Drain engine water system.
7. Remove jacket water pump inlet pipe and apply blanking plate
to pump.
8. Remove Y engine water outlet and apply blanking plate. Open
valve for air bleed during engine fill.
9. Remove feed line to air compressor coolant circuit from jacket
cooling pump. Apply blanking as required.
Procedure:
1. Connect shop hot water supply hose to the right hand water
pump blanking plate valve.
2. Fill engine until the water leak by the Y engine water outlet
valve, close the valve and close shop water supply valve at
water pump blanking plate.
3. Connect shop air supply to the air regulator and open valve.
Gradually raise the air pressure to 620.5 (90 psi) while
observing for any major leak.
4. Check for engine water leaks at the following locations:
• Water discharge elbow on the cylinder head from either the
head to elbow O-ring or the elbow to engine block O-rings.
• Core plugs on the top of the cylinder heads.
• Cylinder head lifting holes (normally full of engine lube oil).
• Under the injector, which could indicate a crack in the injector
well.
• Broken head to liner studs (nut missing or water oozing out).
• The area on top of each cylinder head under the upper left
hand crab for cracks, water, or buildup of dried cooling water
inhibitor which indicates a crack and leak underneath.
COOLING SYSTEM 6-11

• Leakage from a flange or coupling in the engine “vee” into the
top deck area through the top deck housing to engine block
gasket. The water will usually run down to the cylinder head
seat ring area, around the cylinder head, and drip off near the
cylinder test valve. These leaks should be examined carefully,
as they can be mistaken for leaking water elbow O-rings.
• Between the head pots, along the bottom edge of the top deck
housing, and any visible areas of the engine block for possible
cracks.
• Water on the piston crown or running down the inside of the
liner, indicating a cracked liner, cracked cylinder head, or
internally leaking grommets. When a leak is found, check the
“vee” of the engine for water, as a leak in this area can leak
under the exhaust manifold gasket, down the exhaust port,
through an open valve and be mistaken for an internal water
leak.
• Water on the piston crown or running down the inside of the
liner may also come from a cracked block in the exhaust scroll
area where the exhaust port is welded to the engine top plate.
The water will run down the exhaust port into the cylinder
head, through an open exhaust valve into the liner. After inter-
nally checking each power assembly, at the same time, make
the following external checks:
• Water running down the outside of the liner from cracks on the
outside of the liner, leaking grommets, or core plugs on the
sides of the head or liner. Water from the “vee” can also show
up as running down the outside of the liner.
• Leaks from water jumper lines from cracks, water jumper to
liner flange seal, or water jumper to water manifold flange
gasket.
• Check through each crankcase cover for water dripping from
the bottom of the liner into the oil.
• Check the bottom of the upper water passage in the block for
signs of cracks (by looking up beside each liner through the
inner air box opening).
• Check the water manifolds the entire length of the engine both
sides for cracks or leaking O-rings.
• Leave air pressure until the leak is found.

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6.5 WATER PUMPS
JACKET AFTER
(MAIN) COOLER
COOLING PUMP
PUMP
Figure 6-5. Water Pump Installation
The engine cooling water pump(s), refer to Figure 6-5, are self-
draining centrifugal type pumps which rotate in the opposite direction
of the engine crankshaft.
The pumps used on the 710G3C-ES with a separate aftercooling water
system include one high capacity pump (right bank), which supplies
the engine jacket water cooling system, and one standard capacity (left
bank) pump which supplies the aftercooling water system.
The pump drive shaft is supported in the main pump housing by two
ball bearings separated by a steel spacer. The bearings are grease
lubricated and permanently sealed. The outer bearing adjoins a water
slinger which bears against a shoulder on the shaft. The inner bearing
is held in place by a retainer and snap rings to absorb any thrust in the
shaft. The pump drive gear is keyed to the pump shaft abutting the
inner bearing, and is held on the shaft by a washer and nut.
The stationary bushing, is applied into the drive shaft support housing.
The carbon inner seal of the seal assembly, faces against the smooth
inner surface and is held by a spring. Any water leakage past the seal
is indicated at a telltale drain in the drive shaft support housing which
permits runoff, and prevents water from reaching the engine side of
the pump.
The impeller is keyed to the pump shaft and is secured to the shaft by a
washer and nut. It is enclosed by the impeller housing, which is
assembled to the main pump housing by eight bolts (or studs and nuts).
COOLING SYSTEM 6-13

6.5.1 MAINTENANCE
6.5.1.1 PUMP REMOVAL

1. Drain cooling system.
2. Remove water pump inlet connection and EMDEC sensor line.
3. Disconnect pump discharge flange connection.
4. Remove mounting bolts and pump from engine.
6.5.1.2 INSTALLING PUMP

1. Ensure that pump and piping flanges are clean and all old gasket
material has been removed.
2. Using a new gasket, install pump and apply fasteners. Torque
mounting bolts to specified value.
3. The part number of the pump is located on the pump flange rim.
Refer to "3.1.3 SERIAL NUMBERS," page 3-7.
It should also be noted, on pump installation, whether the water
inlet elbow is the proper one as listed in the parts book for the
engine installation.
4. When installing a water pump, care should be taken with the
application of the water inlet connection. This connection consists
of a sleeve, synthetic rubber seals, seal retainers, and bolted
clamps.
NOTE
Prior to installation, confirm that the water inlet elbow is the proper
one listed in the Locomotive Service Parts Catalogue.
5. Check the water pump gear backlash using the following

procedure:
1. Install backlash tool on water pump impeller nut with
measuring stem pointing straight up.
Figure 6-6. Installing Backlash Tool on Water Pump Impeller

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2. Tighten nut on backlash tool until snug fit is obtained.

3. Set up dial indicator with mag mount base on pump inlet flange
or nearby metallic surface.
Figure 6-7. Setting Up Dial Indicator With Mag Mount Base On Pump Inlet Flange
4. Place dial indicator plunger on flat-machined surface of

backlash tool measuring item.
Figure 6-8. Placing Dial Indicator Plunger On Flat-Machined Surface of Backlash Tool Measuring Stem
5. Twist backlash handle T clockwise and zero out dial indicator.
Figure 6-9. Twisting Backlash Handle T Clockwise
COOLING SYSTEM 6-15

6. Twist backlash T handle counter clockwise.
7. Dial indicator reading will indicate pump to governor drive
gear backlash. (Reading must be between .008 and .025")
NOTE
If backlash readings are not within the specified range, the governor
drive gear or housing alignment will have to be qualified to achieve
proper backlash.
6.6 RADIATORS
During circulation through the diesel engine, air compressor, and oil
cooler, the coolant picks up heat which must be dissipated. Water
temperature is controlled by means of radiator banks, and AC motor-
driven cooling fans.
The radiators are located in a hatch at the top of the long hood end of
the locomotive. The hatch contains the radiator assemblies, which are
grouped in two banks. Each radiator bank consists of two double
length radiator core assemblies, installed end-to-end. Headers are
mounted on the radiator core to form the inlet and outlet ends of the
radiator assembly. Vent lines are located between the outlet of both
radiator banks and the water expansion tank.
Cooling water from the engine is piped to the inlet headers of each
front radiator bank. Cooling water from the aftercoolers is piped to
separate lines at the inlet header of each rear radiator bank. The engine
cooling water discharge from the radiators enters the oil cooler. From
there, the engine cooling water returns to the engine cooling water
pump for recirculation. The aftercooler cooling water discharge from
the radiators goes directly to the aftercooler cooling water pump for
recirculation.
Figure 6-10. Cooling Hood

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6.6.1 INSPECTION AND CLEANING OF RADIATORS

Periodic inspection and cleaning of the radiators, including the inlet
screens in the headers, should be performed at the minimum intervals
called for in the scheduled maintenance program, at more frequent
intervals as determined by operating conditions, or when trouble is
suspected. Since this closed-loop system will rarely require the
addition of water, any progressive lowering of the water level
indicates that an inspection should be made. Check carefully for small
leaks (“weep”), at the junction of the radiator tubes and headers.
Normally, applying clean dry compressed air to radiator top surfaces
cleans both radiator cores and radiator compartments satisfactorily.
6.6.2 INSPECTION AND CLEANING OF RADIATOR INLET SCREENS

The main (jacket) cooling radiators are equipped with an inlet screen
to trap debris carried in the coolant flow and prevent plugging of the
radiator tubes. This screen is located behind the radiator inlet flange,
on the front header assembly. The screen should be removed,
inspected, and cleaned after the locomotive has been in service for
approximately three months, and annually thereafter.
NOTE
It is not necessary to drain the engine coolant to service the inlet
screens.
With the engine shut down and the pressure released from the cooling
system, remove the bolts holding the inlet pipe flanges to the main
radiator header flange. Loosen all clamps on the flexible pipe between
the engine discharge and the radiator, in order to drop the inlet pipe
clear of the flange.
WARNING
Always DISABLE the Auto Start system before performing any
work on the diesel engine or on related electrical and mechanical
equipment.
To disable the Auto Start system, press the EMERGENCY FUEL
Failure to disable the Auto Start system may result in unexpected
engine start-up or shutdown with risk of personnel injury or death.
Remove the bolts that hold the radiator inlet flange to the radiator
header and remove the flange. Withdraw the inlet screen for cleaning
and inspection.
Thoroughly clean the screen, inspect, and replace the screen if damaged.
Replace the screen by reversing the above steps, using new gaskets. Run
the engine to normal operating temperature and inspect for leaks.
COOLING SYSTEM 6-17

The aftercooler radiators are also equipped with an inlet screens to
prevent plugging of the radiator tubes. This screen is located behind the
radiator inlet flange, on the front header assembly. The screen should be
removed, inspected, and cleaned after the locomotive has been in service
for approximately three months, and annually thereafter.
With the engine shut down and the pressure released from the cooling
system, remove the bolts holding the inlet pipe flanges to the
aftercooler radiator header flange. Loosen all clamps on the flexible
pipe between the aftercooler discharge pipe on the deck and the
radiator, in order to drop the inlet pipe clear of the flange.
Remove the bolts that hold the radiator inlet flange to the radiator
header and remove the flange. Withdraw the inlet screen for cleaning
and inspection.
Thoroughly clean the screen, inspect, and replace the screen if
damaged. Replace the screen by reversing the above steps, using new
gaskets. Run the engine to normal operating temperature and inspect
for leaks.
6.7 RADIATOR COOLING FAN MOTORS

There are two eleven-blade 54 inch engine radiator cooling fans. The
fan motors are designated MTR RAD BLWR1 and MTR RAD
BLWR2 on the locomotive schematic.
The RBLs are a variable speed inverted squirrel cage induction
motors. The squirrel cage rotor portion is positioned outside of the
stator windings. Cooling fans are powered by the companion
alternator, via the auxiliary inverters.
6.7.1 RADIATOR COOLING FAN MOTOR MAINTENANCE

The AC radiator cooling fan motors are designed to operate for
extended periods of time with no maintenance other than a periodic
visual inspection. Refer to Maintenance Instruction 4105 for detailed
inspection, qualification, and overhaul instructions.

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6.7.2 COOLING FAN CONTROL
6.7.2.1 THEORY OF OPERATION

The inverter driven auxiliary system replaces the traditional two speed
contactor control locomotive cooling fans and blower motors. The
inverter control improves fuel economy and emissions. The purpose of
the system is to provide infinitely adjustable speed control for these
AC motors.
The power for the auxiliary inverters is supplied by the CA9
companion alternator. The 3-phase AC output of the CA9 is rectified
to DC, filtered, and supplied to the auxiliary inverters. The auxiliary
inverters convert this power back to AC to supply the blower motors.
The EM2000 computer interfaces with the auxiliary inverters via the
CAN Link, The cooling fan RPM's will be controlled by frequency
output of the inverters. The frequency set point will be controlled by
EM2000 over the CAN link.
Each auxiliary inverter is protected by three 165 amp fuses on the
companion alternator AC supply to the 3 phase full wave rectifiers.
These rectifier provide the DC power supply to the inverters.
6.7.2.2 TESTING OF THE COOLING FANS

The cooling fan self test is accessed from the FIRE display screen,
under the Locomotive Data and Self Test menus. After selecting
“Start”, there is a 1 minute delay to allow the operator time to get into
a position to observe the direction of rotation of the fan. The FIRE
display will show fan motor currents as the test progresses. These
currents are measured by circuits internal to the auxiliary inverters,
and are communicated to EM2000 over the CAN bus.
COOLING SYSTEM 6-19

F84082
Figure 6-11. Fan Inverter Power Circuit

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F84083
Figure 6-12. Fan Inverter Control Circuit
6.7.3 OPERATING TEMPERATURE RANGE AND

TURBOCHARGER COOL DOWN CYCLE
The cooling system is designed to normally maintain operating
temperatures of 57°C - 63°C (135°F - 145°F) in the aftercooler system
and 79°C - 85°C (175°F - 185°F) in the main (jacket) cooling system.
This control is based on the feedback from the aftercooler temperature
probe (AWT) and engine temperature probes (ETP1/ETP2/ETP-WD).
This regulation is in effect if ambient temperature is between (4°C
40°F) and 41°C (105°F). If the ambient temperature is outside this
range, EM2000 will regulate engine coolant temperature between
79°C - 85°C (175°F - 185°F) based on the inputs from ETP1 and
ETP2. However, in order to better lubricate the turbocharger bearings
at low engine speeds, a special turbo cool down cycle is activated
under the following circumstances:
If the throttle handle is moved below the throttle #2 position (after
loading in throttle 2 and above), the engine temperature range is set at
71°C - 77°C (160°F - 170°F) for a 20 minute period, or until the
throttle is moved to, or above, position 2, whichever occurs first. The
engine will also run at throttle-2 speed until the engine water
temperature reaches 71°C (159°F), or the 20 minute timer has expired,
whichever occurs first. All cooling fans shall be dropped out without
time delay, if the engine water temperature drops below 68°C (155°F).
COOLING SYSTEM 6-21

6.7.4 SPEED-UP DUE TO COLD ENGINE DURING ENGINE IDLE CONDITIONS
If the engine water temperature probes, ETP & ETPWD, detect that
temperature is below 46°C to 49°C (115°F to 120°) the engine speed
will be raised to TH 2. The engine will continue to run at TH 2 for as
long as the temperature stays below 52°C (125°F). Once the
temperature goes above 52°C (125°F), the engine speed will again be
reduced to IDLE. The isolation switch must be in RUN position for
this speed-up to occur. The reason for this speed-up will be displayed
to the crew as ENGINE SPEED INCREASE - LOW WATER
TEMPERATURE.
6.7.5 SPEED REDUCTION DUE TO HIGH ENGINE COOLANT TEMPERATURE

If the engine water temperature probes, ETP1 & ETP2, detect that
coolant temperature is above 96°C (205°F), TH 8 engine speed will be
allowed, however, loading will be limited to TH 6. This condition will
continue to be enforced as long as the temperature stays above 96°C
(205°F). Once the temperature goes below this level, full loading will
be restored. A message will be displayed to the crew as HOT
ENGINE - THROTTLE SIX LIMIT.
coolant temperature is above 102°C (215°F), engine speed and loading
will be limited to TH6. This condition will continue to be enforced as
long as the temperature stays above 215°F (102°C). A message will be
displayed to the crew as THROTTLE 6 LIMIT - HIGH WATER
TEMPERATURE.
coolant temperature is above 113°C (235°F) and the locomotive is in
power, engine speed and loading will be limited to TH2. This
condition will continue to be enforced as long as the temperature stays
above 113°C (235°F). A message will be displayed to the crew as
THROTTLE 2 LIMIT - HOT ENGINE.
6.7.6 SHUTDOWN DUE TO HOT ENGINE LUBRICATING OIL CONDITIONS

An EMDEC temperature sensor is located on the outlet elbow of the
main lube oil pump on the 8 cylinder 710 engine. If the radiator
cooling fans fail to keep engine temperature under control, and a
boiling condition creates a pressure that would prevent the EMDEC
water pressure sensors from alerting the EMDEC computer, the
temperature of the lube oil will increase. When the lube oil
temperature reaches 124°C (255°F), the diesel engine will shut down.
WARNING
To prevent hot oil vapor ignition, allow sufficient time for the
engine to cool down.
Do not, under any circumstance, remove engine oil pan covers,
air box covers, or open the top deck, for at least two hours
following an emergency engine shutdown.

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6.8 COOLING SYSTEM PIPING
6.8.1 WATER MANIFOLDS AND LINER INLET JUMPERS

Refer to Figure 6-13 for piping details. Cast pump outlet elbows
conduct water from the pump(s) to the removable water inlet
manifolds located in each air box.
A flange at the front end of the inlet manifold contacts the outer face
of the front end plate when the manifold is installed.
Separate aftercooler piping is used on the outside of the engine, the water
inlet manifolds in each air box are blocked off at the rear end flange.
F21038
Figure 6-13. Typical Cooling System Piping
COOLING SYSTEM 6-23

6.8.1.1 MANIFOLD APPLICATION
In normal service, the water inlet manifold requires no maintenance. If
for any reason, the manifold has been removed for repair or
replacement, use the following procedure for assembly:
1. Inspect the water inlet manifold for any dirt or roughness in the
area of the discharge holes and at the front end plate flange.
2. Place the inlet manifold flange gasket over the manifold and
insert the inlet manifold into the air box.
3. Carefully guide the end of the water inlet manifold into the rear
end plate so that seals are not damaged. When positioned
correctly, the inlet manifold should be firmly supported at the end.
4. Apply and tighten the inlet manifold flange to front end plate
bolts. Temporary bolts may be used if the water pump
discharge elbow (or pipe assembly) is not ready to be applied.
5. Apply the water inlet manifold support bracket saddle strap with
washers and stop nuts. Torque stop nuts to 15 ft-lbs (20.3 Nm).
6.8.1.2 WATER INLET JUMPER APPLICATION

The water inlet jumpers are normally only removed and replace as part
of a power assembly changeout. Proper application of these jumpers is
required to prevent premature failure due to fatigue. Use the following
procedure to apply water jumpers:
1. Place the new seal in the groove at the liner end of the water
inlet tube.
2. Position saddle straps around the water inlet manifold, and
through the inlet tube flange.
3. After the strap nuts have been applied and tightened finger
tight, check that the seal is seated in the groove, position the
tube on the liner, and finger tighten the bolts.
4. Take a new gasket and shape it to fit around the water inlet
manifold. Insert the gasket between the tube flange and inlet
manifold making sure the sides of the gasket are flush with the
sides of the flange, and that the ends of the gasket are within
the clamping radius of the flange.
5. Torque the strap nuts to specified value.
6. Prior to torquing the tube to liner bolts, remove the bolts and
washers from the flange. If the tube moves, it must be
repositioned on the water inlet manifold; if no movement is
detected, the tube to liner bolts and washers may be reapplied
and torqued to specified value.

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6.9 AFTERCOOLER
An aftercooler, refer to Figure 6-14, is located on each side of the
turbocharger to cool the air entering the air box for each bank of the
engine. Cooling the air compressed in the turbocharger reduces the
temperature of the air, which increases air density and improves
engine operating efficiency.
Figure 6-14. Engine Aftercooler
The aftercoolers are heat exchangers of box-like construction

consisting of a tube nest, through which water is circulated, and fins to
aid in the transfer of heat from the compressed air entering the engine
air box.
The aftercoolers receive water directly from the aftercooler water
pump (discharge) piping which is on the outside of the engine. The
water leaving the aftercoolers on these engines is piped to the engine
aftercooling water radiators.
No valves are located in the aftercooler piping on any of these
engines, so cooling water is provided whenever the engine is running.
6.9.1 AFTERCOOLER INSPECTION

With the engine shut down, an interior inspection of the engine end of
the aftercooler air duct will usually detect any sign of core leakage.
This can be done by looking through the rear airbox handhole covers.
Evidence of leakage will necessitate removal of the aftercooler.
A check for aftercooler plugging may be made by performing the
following:
1. With engine shut down, remove two aftercooler inspection
plugs (one on each side of the core). Install two drilled bolts
fitted with hose stems into the bolt holes.
WARNING
Do NOT remove hoses with engine at high speed. Do NOT apply
or remove hoses singly to prevent high pressure water discharge
from manometer.
COOLING SYSTEM 6-25

2. Connect a U-tube manometer, with a hose attached to each end,
to the two hose stems previously applied.
3. Obtain a pressure differential reading with engine at full speed,
with or without load. The maximum allowable pressure
differential is listed in the Service Data.
4. Aftercoolers should be checked for excessive pressure
differential and removed for cleaning, as specified in the
Scheduled Maintenance Program.
Figure 6-15. Reading Differential Pressure Across Aftercooler
6.9.2 AFTERCOOLER REMOVAL

1. After draining the engine water, disconnect the water discharge
line flange at the top of the aftercooler.
2. Disconnect the water inlet line at the bottom of the aftercooler.
3. Apply a 3/4" lifting eye to the aftercooler duct assembly.
4. Remove the mounting bolts securing the aftercooler duct to the
engine at the front, and to the turbo scroll at the rear.
5. When the aftercooler is free, remove the entire assembly from
the engine.
6. The aftercoooler may be separated from the duct for cleaning
once removed from the engine.

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6.9.3 CLEANING
CAUTION
Do not use a caustic cleaner, as aluminum core fins will be damaged.
Cleaning procedures should be in accord with accepted practice or as

recommended by the supplier of cleaning material.
6.9.4 AFTERCOOLER REPLACEMENT

The aftercooler assembly may be replaced using the following
procedure:
1. In preparation for assembly, apply an aftercooler lifting tool to
the assembly.
2. Using a suitable hoist, lift the aftercooler and duct assembly,
apply a new gaskets, and position the assembly on the engine.
3. Align and secure the aftercooler and duct assembly to the
engine. Refer to "3.18.6 AIR DUCT AND AFTERCOOLER
APPLICATION," page 3-106.
4. Refill the cooling system and run the engine at idle until
operating temperature has been reached. Check the cores and
pipe work for leakage.
6.10 DRAINING THE COOLING SYSTEM

To drain the Cooling system:
1. Open the manual engine drain valve located at the sump
between the engine and the equipment rack.
2. Loosen pressure cap on expansion tank. Once the pressure on
the system has been released, if desired, the water tank filler
cap may be removed to allow faster draining.
COOLING SYSTEM 6-27

6.11 SERVICE DATA - COOLING SYSTEM
6.11.1 REFERENCES
Engine Water Treatment ....................................................... M.I. 1748
Cooling System Radiators ......................................................M.I. 549
Guru-Style Drain Valves ..................................................... M.I. 20001
Maximum allowable pressure differential
across aftercooler
Core (engine at full speed) ................................... 635 mm (25") H2O
W/ new or cleaned aftercooler............................... 381 mm (15") H2O

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SECTION 7. FORCED AIR SYSTEMS
CONTENTS OF SECTION
7.1 INTRODUCTION\ ......................................................................................................................7-4
7.2 INERTIAL FILTER SYSTEM.....................................................................................................7-4
7.2.1 INERTIAL FILTERS SYSTEM DESCRIPTION ...................................................................7-5
7.2.2 INSPECTION OF INERTIAL FILTER BLOWER OPERATION ...........................................7-6
7.2.3 INSPECTION OF INERTIAL FILTERS................................................................................7-6
7.2.4 CLEANING THE INERTIAL AIR FILTER.............................................................................7-7
7.3 ENGINE INTAKE AIR FILTERS ...............................................................................................7-7
7.4 ASPIRATOR..............................................................................................................................7-9
7.4.1 ASPIRATOR INSPECTION .................................................................................................7-9
7.5 DIFFERENTIAL PRESSURE SWITCHES ................................................................................7-9
7.5.1 CHECKING AND ADJUSTING FVS AND EFS .................................................................7-10
7.6 BLOWER MOTORS ................................................................................................................7-12
7.6.1 BLOWER INVERTER FAN CONTROL .............................................................................7-13
7.6.2 NO. 1 TRUCK/EQUIPMENT BLOWER .............................................................................7-13
7.6.3 NO. 2 TRUCK BLOWER ...................................................................................................7-14
7.6.4 TRUCK BLOWER MOTOR PROBLEMS ..........................................................................7-15
7.6.5 TRUCK 2 BLOWER MOTOR ............................................................................................7-15
7.7 ELECTRICAL LOCKER/ DUST BIN BLOWER......................................................................7-15
7.8 GENERATOR/ALTERNATOR BLOWER ...............................................................................7-16
7.9 DYNAMIC BRAKE GRID BLOWER MOTOR.........................................................................7-17
7.9.1 DYNAMIC BRAKE GRID BLOWER MOTOR INSPECTION .............................................7-17
7.9.2 BRUSH INSPECTION AND RENEWAL............................................................................7-18
7.9.3 DYNAMIC BRAKE BLOWER MOTOR RENEWAL ...........................................................7-18
7.10 HEATING, VENTILATION AND AIR CONDITION UNIT (HVAC) ..........................................7-18
FORCED AIR SYSTEMS 7-1

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Figure 7-1. Forced Air Systems Related Equipment

7.1 INTRODUCTION
When the diesel engine runs, the turbocharger draws in outside air
through the inertial filters in the inertial filter compartment (or Clean
Air Compartment) and through the engine air intake filter.
The electrical locker blower also draws outside air through the inertial
filters. All other blowers use non filtered air to perform their cooling
and/or pressurization function.
7.2 INERTIAL FILTER SYSTEM

The inertial filter compartment is equipped with two sets of inertial
filters, one on each side of the locomotive.
The inertial filters are mounted in a compartment that is relatively
airtight with respect to outside air when the engine is running and the
compartment door is closed, except for air entering through the
inertial filter(s).
The Inertial Filter Compartment front wall is the Electrical Control
Cabinet. The main generator assembly, and a partition that fits tightly
around it forms the wall that separates the Inertial Filter Compartment
from the engineroom. The Inertial Filter Compartment contains the
inertial filters (sidewall mounted), the electrical locker/dust bin
blower assembly which is attached to the top of the compartment, and
the floor mounted truck/equipment blower. The generator pit
completes the compartment.
Figure 7-2. Inertial Filter

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7.2.1 INERTIAL FILTERS SYSTEM DESCRIPTION

The inertial filter assembly is made up of a series of tubes designed to
produce a cyclonic action.
The demands of devices, which draw air from the inertial filter
compartment, create a depression within the compartment. This causes
engine air to be rapidly drawn through the tubes. Each tube contains
specially designed vanes, which induce a spinning motion on the
contaminated incoming air. Since the dirt and dust particles are heavier
than air, they are thrown to the outer wall of the tube, and carried to the
bleed duct. The scavenging action of the dust bin blower (part of the
Electrical Locker/Dust Bin Blower assembly) removes the dirt particles,
and expels them through the roof of the locomotive. As a result of this
action, the main portion of air is separated from the dirt it carried. The
cleaner air now continues on through the smaller diameter portion of the
tube, and into a second tube.
Here, the air is again caused to swirl by vanes inside the tube. The dust
particles are carried to the bleed duct, and the resulting clean air enters
the compartment. A drain line eliminate rain water from the inertial
filter assemblies.
Air from the inertial filter compartment is also taken in by the
electrical locker blower (part of the electrical locker/dust bin blower
assembly). Before entering the electrical locker, the air is filtered
again by a set of replaceable filters.
CAUTION
Cooling of the electrical components is critical. Insufficient
cooling could lead to premature components failure and reduced
locomotive performance.

7.2.2 INSPECTION OF INERTIAL FILTER BLOWER OPERATION
If the Electrical Locker/Dust Bin Blower motor is faulty, the
efficiency of the inertial filters and the cooling of the electrical locker
components will be significantly reduced. In the event of improper
electrical connections, the motor may run backward. This would result
in a large decrease in blower’s effectiveness. Either of the
aforementioned conditions will cause an excessive amount of dirt to
enter the compartment. It will also cause overheating of the electrical
locker compartment which will affect the locomotive performance.
The Engine Filter will effectively clean the air taken in by the engine.
However, the added burden placed on the engine and electrical locker
filters may bring about the need for early filter maintenance.
Proper direction of rotation of the Electrical Locker/Dust Bin Blower
can be verified in the following manner:
1. With the engine running in IDLE, have someone ready to shut
down the engine.
2. Climb on top of the locomotive.
3. Shut down the engine.
4. While the blower coasts to a stop, observe the direction of the
blower cage through the inertial filters exhaust. The impeller
blades must be turning in a direction that forces the air out.
NOTE
With the engine already running, checking for air which exhausts
from the blower hatch may be misleading. The Inertial Filter
Blower, if running backward, would still exhaust air from the
duct, but at a greatly reduced volume.
7.2.3 INSPECTION OF INERTIAL FILTERS

When dirt accumulates on the inertial filter tubes, the pressure drop
across the filters will increase. This tends to increase the depression
inside the inertial filter compartment. As the depression increases, the
inertial filters become less efficient. Since the efficiency of the engine
air filter may not be affected, this in itself is not critical. However, as
the compartment depression increases, the electrical locker blower
which draws air from the inertial filter compartment, will provide less
cooling air.
Experience dictates that the inertial filter(s) should be removed from
the locomotive, and cleaned according to recommendations in the
Maintenance Instructions.

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WARNING
equipment.
engine start-up or shutdown with risk of personnel injury or death.
7.2.4 CLEANING THE INERTIAL AIR FILTER

If the filter has to be removed and cleaned, proceed as follows:
1. Remove the Filter Assembly.
2. Submerge the Filter Assembly in a solution of Donaldson D-
1400, or equivalent, and warm water. (Refer to Data Sheet).
Insure that the tubes are fully submerged. Soak for
approximately 30 minutes.
3. Severe plugging may require a solution of Oakite 202, or
equivalent, mixed 50/50 with water. (Refer to Data Sheet).
Soak the Filter for an additional 30 minutes.
4. Rinse the Assembly with clean water.
5. Dry thoroughly. Do not use high pressure air, as damage could
result.
6. Replace the Filter Assembly at its proper location. Inspect and
replace seals if necessary.
In order to facilitate inertial air filter cleaning and changeout, a spare
set of filters should be available for rapid exchange with the dirty
filters. This practice will allow proper cleaning and maintenance of
the Filter Assemblies without causing undue delay.
7.3 ENGINE INTAKE AIR FILTERS

Engine turbocharger intake air must be cleaner than air filtered by
inertial filters. Therefore, air from the inertial filter compartment must
be filtered before entering the turbocharger intake. Figure 7-3
illustrates the disposable fiberglass bag elements (and housing) used
for filtering engine intake air.
The engine air intake filter housing is located above the main
generator in the inertial air compartment. The access door is on the
drivers side of the locomotive.

Figure 7-3. Engine Air Filters
Fiberglass bag type air filter replacement:

1. Remove the fiberglass bag type air filter securing bolts.
2. Pull out the fiberglass bag air filters from the filter housing and
discard in an appropriate container.
3. Check the inside of the filter housing for dirt, which would
indicate a filtering problem. If dirt is found, the dirt ingress
location must be found and sealed.
4. Check the turbocharger air inlet duct, and make sure it is in
place and that it is sealed properly. Check turbocharger
impeller for signs of damage or rubbing on turbocharger
housing.
5. Install new fiberglass bag type air filters.
6. Apply 2 bolts per filter and tighten securely (or apply quick
release latches).
NOTE
Replace engine air filters every 184 days.

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7.4 ASPIRATOR
An aspirator in the inertial filter compartment expels any liquid that
accumulates at the lowest point in the compartment. Refer to Figure 7-
4. Air driven by the truck/equipment blower blows down through the
underframe, drawing liquid with it.
7.4.1 ASPIRATOR INSPECTION

At the intervals stipulated in the Scheduled Maintenance Program,
inspect the main generator pit aspirator, refer to Figure 7-4, as follows:
1. Check aspirator drain holes for obstructions.
2. Verify that traction motor cooling air is exhausting from
aspirator tube, and is causing a venturi action at aspirator drain
holes.
Pick Up CA30821
Figure 7-4. Typical Inertial Filter Compartment Aspirator
7.5 DIFFERENTIAL PRESSURE SWITCHES

Pressure switches EFS and FVS are located inside the electrical locker.
Both are diaphragm type switches, which sense outside air vs.
turbocharger inlet pressure differential. Air tubes connect EFS and
FVS between outside air and the turbo air inlet side of the engine filter.
As inertial and/ or engine filters become restricted, depression
deepens within the filter housing. When the differential pressure
between the filter housing and the outside air reaches approximately
14" H2O, the engine filter vacuum switch FVS trips closed. FVS
closure provides a signal to the locomotive computer, which then
displays the ENGINE AIR FILTERS DIRTY message. Check the inertial
and engine filters when this message appears.

Thirty seconds after the filter restriction that caused FVS operation is
corrected, the computer removes the ENGINE AIR FILTERS DIRTY
message.
If differential pressure reaches 24" H2O, filter vacuum switch EFS
trips closed. EFS closure provides a signal to the locomotive
computer, which then displays the ENGINE AIR FILTERS ARE DIRTY -
THROTTLE 6 LIMIT message and prevents engine speed and power from
exceeding the throttle 6 level.
Thirty seconds after the filter restriction that caused EFS operation is
corrected, providing that the EFS fault lockout has been reset by
means of the locomotive computer display, the computer removes the
throttle 6 limts on engine speed and power, and also removes the
ENGINE AIR FILTERS ARE DIRTY - THROTTLE 6 LIMIT message.
It is possible to check EFS and FVS calibration by either increasing
pressure at the pressure switch “high” (atmospheric) port, or by
decreasing pressure at the “low” (engine air inlet) port. The following
table lists the switch calibration. Check and adjust the switches as
directed in the following procedure.
Switch Differential Pressure at Trip
FVS 356 mm ± 51 mm (14" ± 2") H2O
EFS 610 mm ± 51 mm (24" ± 2") H2O
7.5.1 CHECKING AND ADJUSTING FVS AND EFS

NOTE
Shutdown the engine before proceeding to the verification and
adjustment of EFS and FVS settings.
1. Refer to Figure 7-5. On switch to be tested, disconnect line from

normally open (NO) terminal, then tie back the disconnected line.
2. Jumper NO switch terminal to any point on the NA string
(64/ 74 VDC common).
3. Connect voltmeter across switch terminals: negative at NO
terminal, positive at Common (C) terminal. With BATTERY switch
and LOCAL CONTROL breaker CLOSED, voltmeter should
indicate 64 to 74 VDC up scale.
NOTE
If voltmeter does not indicate up scale, recheck connections to
switch. If voltmeter still does not indicate 64 to 74 Volts up scale,
switch is defective.
4. Refer to Figure 7-6, page 7-12.
Connect flexible tube to the atmospheric pressure. Connect “Tee”

fitting, short piece of tubing, and manometer, as illustrated.

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Figure 7-5. EFS and FVS Filter Pressure Switches
5. Put free end of short tube in mouth, and apply low air pressure.
6. Note manometer reading when voltmeter indication goes to zero
(at switch closure). If manometer reading is within limits given in
switch trip value table, switch is operating normally.
7. If switch does not operate within trip value table limits, adjust
switch to trip within ± 0.5" H2O of basic trip point given in table:
turn calibration screw clockwise to increase trip value, or counter
clockwise to decrease value. Refer to Figure 7-6.
If manometer checks indicate clean filters and satisfactory

switches, but occasional filter alarms (engine air restrictions) are
reported, suspect transient indications such as wet engine filter
elements, or snow-plugged inertial filters.
8. Remove jumper installed in Step 2; reconnect original line to
switch.
NOTE
If a switch is removed from the locomotive for calibration at a
bench, make sure to position the switch with the diaphragm in a
vertical plane. (This is the plane of mounting on the locomotive).

Figure 7-6. Testing Filter Switches
7.6 BLOWER MOTORS

The GT46AC locomotives are equipped with:
• An Inverter Controlled Truck #1 and Truck #2 blower. Blower is
speed controlled by the inverter.
• A Two Speed Electrical Locker/Dust Bin blower. Blower speed
controlled by 3 contactors and the frequency of the Companion
Alternator.
• A Single Speed Generator/Alternator blower. Blower speed
controlled by the frequency of the Companion Alternator. Refer to
Figure 7-1, page 7-3 for blower location.

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7.6.1 BLOWER INVERTER FAN CONTROL
7.6.1.1 THEORY OF OPERATION

The inverter driven auxiliary system replaces the traditional two speed
contactor control locomotive cooling fans and blower motors. The
inverter control improves fuel economy and emissions. The purpose of
the system is to provide infinitely adjustable speed control for these
AC motors.
The power for all the auxiliary inverters comes from the 250 kW three
phase Companion Alternator (CA). This alternator rotating field is
driven directly by the diesel engine of the locomotive. Therefore the
output voltage if the CA changed directly with engine rpm. The output
voltage (AC) will vary from 55 VAC (low idle 200 rpm) to 245 VAC
(TH8 900 to 950 rpm). Therefore, except for regeneration during
periods of negative slip, the minimum/maximum Auxiliary Inverter
frequency is determined by the engine rpm that is creating the 3 phase
AC voltage from the companion alternator that is rectified and creates
a DC link to the Auxiliary Inverters.
The EM2000 computer interfaces with the auxiliary inverters via the
CAN Link, The cooling fan RPM's will be controlled by frequency
output of the inverters. The frequency set point will be controlled by
EM2000 over the CAN link.
The blower motors are protected by three 165 amps fuses on the
companion alternator AC supply to the 3 phase full wave rectifiers.
These rectifier provide the DC power supply to the Inverter. The two
blower motors are connected in parallel and power is being supplied
by one inverter.
7.6.1.2 TESTING OF THE BLOWER MOTORS

Using the FIRE screen, access the locomotive data screen followed by
the Self Test Menu screen to enter testing of Blower Motors. This test
allows the maintenance personal to view the operation of the blower
motors for direction of rotation and varying speeds. Using the Inverter
to control the speed of the blower motors, to initially start the blower
motors, the inverter uses a soft start to reduce the loading of the
system and then ramp up to the required speed by increasing the
frequency. When viewing the test screen, current value will be present.
The feed back current values for blower motors is connected via the
CAN Link.
7.6.2 NO. 1 TRUCK/EQUIPMENT BLOWER

Located at the rear of the electrical locker, on the inertial filter
compartment floor, this blower provides cooling air for the phase
modules and traction motors #1, #2 and #3. The blower draws in
outside air through screen inlets located in front of the phase modules
on the left side of the locomotive. The incoming air provides cooling
for the phase modules, cools the traction motors.

This Blower Motor speed is controlled by the Truck Blower Inverter
(used for both truck blowers). The Inverter circuit is protected by three
165 amp fuses. Motor contactors, fuses and a current transformer are
located in the electrical locker. It runs in the slow speed range until the
locomotive computer detects any of the following conditions:
• High phase modules temperature.
• High traction motor temperature.
• Dynamic brake operation..
NOTE
Diesel engine RPM/companion alternator output frequency
determines locker dustbin blower motor speed within the fast-
speed/slow-speed range selected by LDBSS, LCBSFA and
LDBSFB contactors. The truck #1 and #2 blower motors will
have a variable speed controlled by the Inverter Truck Blower.
7.6.3 NO. 2 TRUCK BLOWER

Located at the long hood end into the dynamic braking compartment, this
blower provides cooling air to the traction motors #4, 5 and 6. This
blower motor speed is controlled by the truck blower inverter (used for
both truck blowers). The inverter circuit is protected by three 165 amp
fuses.
Figure 7-7. Truck #2 Blower Assembly
Before installing new fuses, ensure that the locomotive is shut down
and isolated properly to prevent electrical shock to the maintenance
personnel. Inspect the blower motor and circuits looking for reason of
fuse failure.
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7.6.4 TRUCK BLOWER MOTOR PROBLEMS

The locomotive computer detects blower/ blower motor problems by
comparing commanded blower status (OFF, SLOW, FAST) with
current feedback signals.
If any type of failure forces slow-speed range blower motor operation
the locomotive computer acts to reduce the Inverter output to prevent
overheating the traction motors and phase modules.
NOTE
Dynamic Braking is still available when Truck #1 or Truck #2
phase inverter circuit fail and the truck is cutout. The Grid Blower
Motor is powered from RE Grid #2.
7.6.5 TRUCK 2 BLOWER MOTOR

The Truck 2 Blower Motor always runs at the same speed as the Truck
#1 Blower Motor.
7.7 ELECTRICAL LOCKER/ DUST BIN BLOWER

Located at the top of the inertial filter compartment, this assembly is
made of an AC motor and two blower wheels. It performs the
following two functions:
1. Provides cooling/pressurization to the electrical locker
equipment.
2. Draws dirt from the Inertial Filter plenums, and discharges it
upward, through the top of the blower hatch.
Figure 7-8. Dust Bin Blower

The blowers are driven by a two speed 3 phase AC motor protected by
two 110 amps fuses. Using a current transformer (LDBBL A) installed
on one of the motor phase, EM2000 monitors the motor current to
confirm proper operation and detect open circuits as well as shorted
windings.
Motor contactors, fuses and current transformer are located in the
electrical locker.
An electrical locker/dust bin blower self test is available from the
FIRE Display screen. While performing the self test, slow and high
speed contactors status (ON/OFF) and current level can be observed.
Refer to Section 15 for complete self test operation procedure.
7.8 GENERATOR/ALTERNATOR BLOWER

Located outside the central air compartment, mounted on the top of
the main alternator, this blower provides cooling air to the traction and
companion alternators. Air is drawn from the clean air compartment
and passed through a duct to the main generator airbox. Air from the
generator blower passes internally through the main alternator
winding and companion alternator windings to the engine room. This
creates a slight positive pressure to keep dirt from entering the engine
room.
Figure 7-9. Generator/Alternator Blower
The blower is driven by a single speed 3 phase AC motor. The motor

is protected by a 40 amps circuit breaker located on the circuit breaker
panel of the electrical locker. Using a current transformer (GENBL A)
installed on one of the motor phase, EM2000 monitors the motor
current to confirm proper operation and detect open circuits as well as
shorted windings. The Generator/Alternator blower runs whenever
there is an output from the companion alternator. There are no
contactors or switches on the motor circuit.

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7.9 DYNAMIC BRAKE GRID BLOWER MOTOR

Dynamic brake grids heat up during dynamic braking and self load
test. To prevent heat damage to the grids, the brake grid blower
operates whenever current flows through brake grid RE GRID 2.
The brake grid blower motor, designated GBLW on the locomotive
schematic, is a 100 HP series-wound DC motor, and mounts directly
below the brake grid assembly. Grid assembly cooling air comes from
outside the locomotive through inlet screens located on each side of
the compartment. When currents circulate in the grid path #2, the grid
blower is also powered, sending the cooling air upward through the
grids.
7.9.1 DYNAMIC BRAKE GRID BLOWER MOTOR INSPECTION

The DC Grid Blower requires periodic inspection, cleaning, and
maintenance of brush gear to ensure proper operation. The blower
motor is located in the Grid compartment at the long hood end.
Inspect the blower motor for the following:
• Obvious defects such as loose connections.
• Burnt, chipped, or excessively worn brushes.
• Proper brush spring pressure.
• Burnt or scored commutator.
• Grease purging from blower bearings.
• Excessive buildups of carbon or debris that could lead to
commutation or ground problems.
Figure 7-10. Dynamic Brake Grid Blower

7.9.2 BRUSH INSPECTION AND RENEWAL
There are 8 brushes in this DC motor. They are accessible through the
four large slots toward the bottom of the motor housing. Proceed as
follows to check brush length and condition. For each brush:
1. Loosen the screw that holds the brush shunt lug to the brush
holder.
2. Lift the brush spring and withdraw the brush from the brush
holder.
CAUTION
Do not allow brush spring to snap on brush. If it does, the brush may
chip.
3. Make sure brush slot in brush holder is clean.

4. Make sure the brush is at least 25.4 mm (1") long, and is not
chipped. Replace brush with new one if it is too short or is
chipped.
5. Reinstall brush in brush holder, carefully release brush spring
onto brush (don’t let it snap), slide brush shunt lug under screw
on brush holder, and tighten down the screw.
7.9.3 DYNAMIC BRAKE BLOWER MOTOR RENEWAL

Replace the dynamic brake blower motor with a new or rebuilt motor
at the intervals specified in the Maintenance Instructions. Refer to the
latest revision of EMD Maintenance Instructions M.I. 4104 and M.I.
1602 for detailed changeout information.
7.10 HEATING, VENTILATION AND AIR CONDITION UNIT (HVAC)

The GT46AC is equipped with a Dayton-Phoenix, roof top mounted,
air conditioner. Refer to Figure 7-11.
Figure 7-11. Air Conditioner

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The Dayton-Phoenix air conditioner uses all AC motors, which

eliminate commutators, brushes, and slip rings, to provide better
reliability and reduced maintenance and shopping time. Power is
provided to the air conditioner from the nominal 74 VDC supplied by
the locomotive electrical system.
It should be noted that EMD considers the air conditioner to be a
remove & replace component. Troubleshooting consists of confirming
a non-operational state and then replacing with a known good
component.
The Rooftop-Mounted Air Conditioner also includes an RS232 serial
communications port to allow quick access to diagnostic information
that can expedite preventive maintenance procedures to eliminate
time-consuming shop testing. Diagnostic information includes high
and low pressure, switch input error, over/under voltage, over
temperature, and over current.
For detailed maintenance information or for
application/inspection/overhaul cycle information, please contact the
vendor.

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SECTION 8. COMPRESSED AIR SYSTEM
CONTENTS OF SECTION
8.1 INTRODUCTION .......................................................................................................................8-3
8.2 AIR COMPRESSOR..................................................................................................................8-4
8.2.1 AIR COMPRESSOR MAINTENANCE.................................................................................8-5
8.2.2 AIR COMPRESSOR CONTROL .........................................................................................8-8
8.2.3 MV-CC MAGNET VALVE MAINTENANCE.......................................................................8-10
8.2.4 PRESSURE TRANSDUCER .............................................................................................8-10
8.2.5 TRANSDUCER MAINTENANCE.......................................................................................8-11
8.3 MAIN RESERVOIR SYSTEM..................................................................................................8-11
8.3.1 AIR FILTER DRYER ASSEMBLY .....................................................................................8-13
8.3.2 MAIN RESERVOIR SYSTEM SAFETY VALVE ................................................................8-17
8.3.3 MAIN RESERVOIR CHECK VALVE APPLICATION.........................................................8-18
8.3.4 MAIN RESERVOIR FINAL AIR FILTERS..........................................................................8-19
8.3.5 MAIN RESERVOIR DRAIN VALVES ................................................................................8-21
8.4 CCBII BRAKE AIR BRAKE EQUIPMENT .........................................................................8-23
8.4.1 ELECTRONIC BRAKE VALVE (EBV) ...............................................................................8-23
8.4.2 ELECTRO PNEUMATIC CONTROL UNIT (EPCU) ..........................................................8-27
8.4.3 VENT VALVES ..................................................................................................................8-30
8.4.4 BRAKE CYLINDER ASSEMBLY (LEFT AND RIGHT SIDE).............................................8-31
8.5 SANDING SYSTEM ................................................................................................................8-32
8.5.1 MANUALLY INITIATED SANDING....................................................................................8-32
8.5.2 AUTOMATIC SANDING ....................................................................................................8-33
8.5.3 EMERGENCY SANDING ..................................................................................................8-33
8.5.4 SANDING SYSTEM MAINTENANCE ...............................................................................8-33
8.6 DIRECT AIR BRAKE EQUIPMENT ........................................................................................8-35
8.7 EMERGENCY BRAKE VALVE...............................................................................................8-36
8.8 MISCELLANEOUS COMPRESSED AIR EQUIPMENT .........................................................8-37
8.8.1 WINDSHIELD WIPER ASSEMBLIES................................................................................8-37
8.8.2 AIR HORN .........................................................................................................................8-38
8.8.3 RADAR AIR WIPE SYSTEM .............................................................................................8-39
8.8.4 RAIL CONDITIONER ........................................................................................................8-40
8.9 SERVICE DATA - COMPRESSED AIR SYSTEM ..................................................................8-42
8.9.1 REFERENCES ..................................................................................................................8-42
8.9.2 SPECIFICATIONS.............................................................................................................8-42
COMPRESSED AIR SYSTEM 8-1

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8.1 INTRODUCTION
The GT46AC locomotive is equipped with a 3-cylinder, Gardner-
Denver WLN water-cooled Air Compressor, which is directly driven
by the diesel engine. The compressor pressurizes air in two main
reservoir tanks. The Compressor Main Reservoir safety valve is set at
1034 kPa (150 psi). System control is based on pressure transducer
feedback and is included with microprocessor control. Compressed air
from the reservoirs operates locomotive air brakes, and auxiliary
equipment such as sanders, horn, and wipers.
The compressor is always in operation (although not always
compressing air) whenever the engine is running. An unloader piston,
in each high and low pressure cylinder head, serves to cut out the
compressing action.
CAUTION
Compressed air must be handled with caution. Before attempting
to service any device in the compressed air system, isolate the
device by closing the appropriate cutout valves. Vent air pressure
from the device and piping connected to it before breaking
connections or seals.
NOTE
For detailed information on the Air Compressor, refer to the
appropriate WLN Gardner-Denver Manual.
NOTE
The air system piping diagram, Figure 8-20, page 8-43, is
provided as a fold-out page at the end of this chapter.

8.2 AIR COMPRESSOR
The deep-sump crankcase, water-cooled, three-cylinder, two-stage
WLN Air Compressor, refer to Figure 8-1, compresses air for the
system when required. The diesel engine drives the compressor by
means of a drive shaft with flexible couplings from the front end of the
engine crankshaft.
Figure 8-1. WLN Air Compressor
The compressor assembly includes a gear type lube oil pump and
pressure lubricating system. With the engine running, the oil level in
the compressor crankcase can be checked with the dipstick-type
gauge. At idle speed, with the lubricating oil at operating temperature,
compressor oil pressure should be should be approximately 124-172
kPa (18-25 psi ).
A plugged pipe opening in the compressor oil relief valve block
provides for a pressure gauge connection. In some cases a male quick
disconnect fitting substitutes for the plugged pipe opening, which
enables a pressure testing apparatus to be connected.
The compressor has two low pressure cylinders, and one high pressure
cylinder. A common crankshaft drives all three pistons. Two low
pressure cylinders are set at an angle to the high pressure cylinder. Air
from low pressure cylinders flows through engine-water-cooled
intercooler passages before entering the high pressure cylinder. The
intercooler has a relief valve and a plugged opening for pressure gauge
connection.
The compressor is equipped with two cylindrical dry air filters. Each
filter has a replaceable element.

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8.2.1 AIR COMPRESSOR MAINTENANCE

The compressor has an oil level dip stick located adjacent to the oil
filler, and a spin-on oil filter. The air compressor oil level should be
checked daily. If the compressor requires oil only EMD approved lube
oil should be added at the air compressor oil fill pipe to bring the level
up to the proper level.
Change the compressor oil and filter at the intervals stated in the
Scheduled Maintenance Program.
WARNING
equipment.
engine start-up or shutdown with risk of personnel injury or
death.
If using a pressure gauge to check intercooler pressure, remember to

remove the gauge afterward. Also be sure to replace the plug that was
removed previously, and be sure to tighten the plug sufficiently to
prevent vibrational loosening.
Do not put a locomotive into service with a pressure gauge at the test
opening. Failure of the gauge can bring about serious compressor and
engine damage. Change the compressor air inlet filter elements at the
interval specified in the Scheduled Maintenance Program.
8.2.1.1 AIR INTAKE FILTER ELEMENT REPLACEMENT

The air compressor is equipped with two intake air filters directly
mounted on the air compressor low pressure cylinders.
lock it down.
2. Remove the nuts attached to the clamps on the filter housing.
3. Swing the clamps to the side and remove the retainer screen.
4. Clean the screen and the filter element housing.
5. Install the new air intake filter element and replace the screen.
6. Reattach the clamps and apply the nuts. Tighten securely.
7. Close the battery knife switch and start engine.

8.2.1.2 AIR COMPRESSOR HIGH AND LOW PRESSURE SUCTION
VALVE REPLACEMENT
Change the air compressor high and low pressure suction valves at the
interval specified in the Scheduled Maintenance Program.
Valve Removal:
1. Clean air compressor cylinder heads to prevent any dirt getting
into the air compressor cylinders.
2. Remove unloader valve hoses between air compressor cylinders.
3. At the unloader valve adaptor, disconnect the air supply hose.
4. Remove cylinder head bolts 1/2-13 x 1-1/2.
5. Remove cylinder heads.
6. Remove unloader plungers from cylinder heads.
7. Remove suction valve assembly.
8. With a vacuum cleaner, clean the inside of the cylinder heads and
the top of the pistons. If necessary, wipe clean the cylinder walls.
Valve Installation:
1. Remove and replace upper and lower cylinder heads O-ring seals.
2. Remove and replace unloader plungers O-ring seal.
3. Lubricate unloader plunger O-ring seal with Silicon base lubricant
(see Service Data) and install unloader plungers into the cylinder
heads.
4. Install valve assembly.
5. Lubricate cylinder head O-ring seals with Silicon base lubricant
and install cylinder heads to the air compressor cylinders.
6. Install Hexhead bolts 1/2-13 x 1-1/2 and torque to 75-81 Nm
(55-60 ft-lbs).
7. At the unloader valve adaptor, connect and tighten the air supply
hose.
8. Connect and tighten hoses between low pressure cylinders.

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8.2.1.3 AIR COMPRESSOR OIL CHANGE

The air compressor oil change should be done at normal air
compressor operating temperature.
lock it down.
2. Place a suitable container at the drain pipe located under the
locomotive frame on the left side of the locomotive.
3. Remove the 1" NPT drain pipe hex pipe plug.
4. Open the drain valve located on the drivers side of the air
compressor above the locomotive floor. Refer to Figure 8-2.
5. Remove both air compressor crankcase inspection plates.
Figure 8-2. Air Compressor Drain Valve
6. Clean the bottom of the air compressor crankcase. Check for

unusual amounts of metallic particles or other debris which would
indicate a severe air compressor defect.

NOTE
If metallic particles are found the air compressor must be dismantled
and the defective parts or components must be replaced.
7. Install both inspection plates with new gaskets. Apply and torque
the bolts to 31-34 Nm (23-25 ft-lbs).
8. Remove air compressor lube oil filter.
9. Apply new air compressor lube oil filter as per the instructions
printed on the filter housing.
10. Close the air compressor drain valve.
11. Install the 1" NPT drain pipe hex pipe plug and tighten securely.
12. Fill air compressor crankcase with the recommended oil and to the
dipstick full mark.
13. Apply a lube oil pressure gauge on the air compressor lube oil
pump relief valve.
14. Close the battery knife switch and start engine, check the air
compressor lube oil pressure, it should be approximately 124 to
172 kPa (18 to 25 psi) at normal operating temperature.
15. Recheck the air compressor oil level and add oil as necessary.
16. Stop engine and remove lube oil pressure gauge.
8.2.2 AIR COMPRESSOR CONTROL
8.2.2.1 GENERAL
The air compressor is coupled to the diesel engine through a flexible
coupling shaft. The diesel engine drives (rotates) the air compressor
whenever it is running.
An air-operated unloader assembly is mounted on each compressor
cylinder. When activated, an unloader assembly blocks open the
cylinder’s intake valves. Activating the compressor unloaders
prevents the compressor from compressing air.
The following list describes the duties of compressor electrical/
electronic control devices:
• Main Reservoir Pressure Transducer MRPT:
Monitors #1 main reservoir air pressure and provides EM2000 with
an analog feedback corresponding to reservoir pressure. This 0-15
VDC input signal (MRPS) is routed to the ADA module. EM2000
uses this signal to determine compressor cut-in and cut-out.
• Compressor Control Magnet Valve MV-CC:
When energized, applies compressed air to compressor unloaders,
unloading compressor. When de-energized, exhausts pressure from
compressor unloaders, loading compressor (provided that engine is
driving compressor). The EM2000 output signal is MV-CC.

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• Locomotive Computer:
Monitors MRPT and (on fully-synchronized systems) monitors
trainline T22, the compressor load request line. EM2000 controls
MV-CC based on inputs from MRPT and T22.
Main reservoir pressure is maintained by EM2000 with compressor
cut-in normally set for 896.3 kPa (130 psi), cut-out at 965.3 kPa
(140 psi). Note that in certain situations, as determined by the
software, EM2000 may request an engine speed increase to boost
compressor output. When the main reservoir pressure is between
827.37 and 861.84 kPa (120 and 125 psi), EM2000 sets the engine
speed to Throttle 1. If main reservoir pressure is at, or below,
827.37 kPa (120 psi), engine speed will be raised to Throttle 2. The
devices listed above are interconnected for full synchronization of
compressors within a locomotive consist.
8.2.2.2 FULL COMPRESSOR SYNCHRONIZATION

Full compressor synchronization initiates compressor loading for low
main reservoir air pressure, and simultaneously trainlines a
compressor load request to other units. The circuit also responds to
trainlined compressor load requests from other units. The EM2000
display name is CMPSYNC. Compressor loading stops when main
reservoir air pressure on the unit has reached the high limit.
NOTE
For detailed Electrical Circuit information, refer to the order specific
GT46AC Locomotive Schematic.
Figure 8-3. Compressor Control Magnet Valve Override

8.2.3 MV-CC MAGNET VALVE MAINTENANCE
If faulty MV-CC operation is suspected, check the MV-CC manual
override T-handle setting. Figure 8-3, illustrates the T-handle location.
The T-handle normal-operation setting, UP (not-overriding), enables
the MV-CC valve to close, deactivating the compressor unloaders
(enabling compressor to load) when the locomotive computer is not
energizing the MV-CC coil.
The T-handle override setting, DOWN and locked by retainer clip, holds
the magnet valve open, activating the unloaders (compressor cannot
load, regardless of MV-CC coil status - energized or de-energized.)
Check the MV-CC valve and the air line to the compressor unloaders
for leaks. Also, check electrical connections to MV-CC. Make sure that
they are tight. If repairs are necessary, remove the valve and replace it
with a qualified valve.
Removal Procedure:
1. Unscrew electrical wire grommet and disconnect wires.
2. Disconnect tubing swivel nuts.
3. Remove holding nuts and remove magnet valve assembly.
4. Remove and discard gasket.
Installation Procedure:
1. Make sure the mating surfaces are clean.
2. Install new gasket.
3. Install new or rebuilt magnet valve assembly.
4. Install nuts and tighten securely.
5. Connect tubes and tighten the swivel nuts securely.
6. Reconnect wires and securely tighten electrical wire grommet.
8.2.4 PRESSURE TRANSDUCER

The MRPT transducer provides feedback of the # 1 Main Reservoir
pressure to the EM2000 for compressor control. This value may be
viewed on a FIRE screen data meter (“MR PRES”).
NOTE
The MR pressure value on the main FIRE display does not come
from the MRPT sensor, but from a Fastbrake sensor, which reads # 2
MR pressure.

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8.2.5 TRANSDUCER MAINTENANCE

The transducers are not serviceable components and must be renewed
if defective.
Removal Procedure:
1. Unscrew the tube flare fitting and disconnect tube.
2. Unscrew electrical plug and disconnect.
3. Remove holding screws and remove transducer assembly.
1. Install new transducer. Apply screws and tighten securely.
2. Connect tube and tighten flare fitting securely.
3. Connect and tighten electrical plug.
At operating air pressure, check for air leakage and verify transducer
feedback.
8.3 MAIN RESERVOIR SYSTEM

To store compressed air for use by various air-operated systems, the
locomotive has two reservoirs (tanks), each with approximately 410
litre (25,000 cubic inch) capacity. The reservoirs, designated No.1,
and No. 2 Main Reservoirs, are interconnected and furnished with
various air filtering/drying devices, check valves, and liquid drains.
Figure 8-4, page 8-11, illustrates the connections for a typical
GT46AC Series locomotive main reservoir system.
Figure 8-4. Main Reservoir System

8.3.1 AIR FILTER DRYER ASSEMBLY
The air filter dryer assembly, refer to Figure 8-5, cleans and dries air
for use by air brake equipment and auxiliary pneumatic devices. It
connects between the No. 1 and No. 2 main reservoirs.
The air filter dryer assembly includes a precoalescer filter section,
twin coalescer-desiccant dryer sections, an electronic control circuit,
(including a timer and a relay), various valves, and a pressure sensor.
When the air compressor is compressing with the throttle in notches 3
through 8, and main reservoir air pressure is below 689.5 kPa
(100 psi), one coalescer-desiccant dryer section operates, while the
other tower regenerates (dumps collected impurities and dries out its
water-collecting desiccant beads).
At one minute intervals, provided that the above qualifications are still
met, the dryer sections switch functions. The precoalescer purges
itself (dumps collected impurities) as the sections switch functions.
Figure 8-5. Air Filter Dryer
8.3.1.1 PRECOALESCER SECTION

The precoalescer protects the filter dryer sections against
contaminants which can cause premature desiccant failure.
The precoalescer is a cylinder containing a borosilicate coalescing
element. Droplets of contaminants form on the element as air flows
through it, then drip down to the precoalescer sump. When the filter
dryer towers switch functions, the precoalescer drain valve opens, and
air pressure expels the contaminants.

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8.3.1.2 DRYER SECTIONS

Each dryer section consists of:
• Dryer chamber.
• Desiccant canister.
• Metallic coalescer element.
• Air-operated desiccant compactor.
• Inlet and outlet check valves, outlet solenoid valve, and air
operated, electrically heated tower sump purge valve.
8.3.1.3 DEHYDRATION FUNCTION

When the control circuit sets up for dehydration, air flows into the
inlet check valve near the top of one dryer section. From there it flows
through a passageway that spirals downward, circling outside the
desiccant canister shell until it reaches the coalescer. The air flows
through the coalescer, then flows upward through the desiccant beads,
exits the section, and exits the whole assembly.
Upon entering the dryer section, air must spiral downward, and
inertial forces cause larger particles to flow along the housing inner
wall until they reach the sump.
As air passes through the coalescer, the metallic coalescer mesh traps
oil and other liquid contaminants. The trapped liquids drip down the
mesh and into the tower sump. As air flows upward through the
desiccant beads, they absorb humidity.
8.3.1.4 REGENERATION FUNCTION

When the control circuit first sets up the section for regeneration, both
inlet and outlet check valves are forced closed, momentarily trapping
pressurized air in the section.
Next, the sump purge valve opens, and air pressure in the section
forces collected impurities out of the sump. The sudden pressure drop
causes moisture to release to the surface of the desiccant beads.
Then, while the purge valve is still open, a small flow of dry air from
the other dryer section is ducted to the top of the regenerating section.
The dry air flows down through the desiccant beads and out of the
purge valve, drying off the beads.
8.3.1.5 HUMIDITY INDICATORS

A humidity indicator monitors the air at each dryer section outlet
check valve. It reveals the air humidity level by means of color
changes. Blue indicates dry air; yellow and white indicate wet or
contaminated air, and lavender indicates a level between blue and
yellow/white.

8.3.1.6 FILTER/DRYER MAINTENANCE
8.3.1.6.1 General Maintenance

Before inspecting the filter dryer assembly, make sure that trainline
22T and/ or 7T is at 74VDC and that main reservoir air pressure is at
least 723.9 kPa (105 psi). Inspect the filter dryer assembly as follows:
1. Check humidity indicators. Refer to "8.3.1.5 HUMIDITY
INDICATORS," page 8-13.
2. Check purge valves and precoalescer drain valve:
a. Listen for slight, continuous air exhaust from the purge valve at
one dryer tower (arbitrarily named PV1 for this procedure), and
no air exhaust from the purge valve at the other dryer tower
(PV2).
b. Approximately one minute later, you should hear a loud, short
air discharge from PV2, followed by the sound of slight,
continuous air exhaust there. (No air exhaust should be heard at
PV1).
c. Approximately one minute later, Steps 2a and 2b should repeat.
Purge valve exhaust noise reversal once a minute indicates
proper filter dryer assembly cycling.
d. Listen to the precoalescer drain valve. It should exhaust each
time that the purge valves reverse exhaust noises.
3. If the filter dryer assembly does not cycle properly, or if either
dryer section purge valve or the precoalescer drain valve fails to
discharge:
a. Reaffirm that main reservoir system air pressure is at least
723.9 kPa (105 psi) and that the compressor is operating.
(Filter dryer assembly internal pressure switch closes at
723.9 kPa (105 psi ), ±5.
b. If neither dryer section purge valve produces exhaust noise,
connect a jumper across the pressure switch terminals. If
connecting the jumper causes a loud short exhaust noise,
followed by a continuous relatively quiet exhaust sound, the
pressure switch is defective, and must be replaced.
c. If the air dryer sections do not cycle (reverse functions) while
the compressor is working, make sure that at one section, air
flows in the tubing that connects the solenoid valve, the inlet
check valve, and the purge valve.
d. If air is flows in the tubing at one section, then, one minute
later, switches to the other section, the timing circuit is
operating correctly. If air flow is not present in the tubing,
check electrical power connections to the assembly.
e. If electrical power connections are correct, and no air flow is
present in the tubing, replace the air filter dryer assembly
circuit board.
f. If actuating air is not present in the tubing between the inlet
check valve and the purge valve during the regenerating cycle,
check the solenoid valve electrical terminals to see if they are
being energized.

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g. If the solenoid is energized, but air flow is not present in the

tubing, inspect the solenoid valve plunger for proper seating.
Renew the plunger if it does not seat properly. If the plunger
binds in the coil (does not move freely), renew it.
h. Check the inlet and outlet check valves for proper seating while
regenerating mode by listening to purge valve exhaust: if loud
discharge of air does not quickly decrease to slight discharge,
check for foreign matter lodged under the inlet and/ or outlet
check valve seat. Clean or replace seat, as required.
i. Inspect each section while it operates in the dehydrating mode:
there should be no air exhausting the purge valve.
j. If air is exhausting at the purge valve, the purge valve is not
seating properly, and it must be inspected and repaired with
new seat, seals, and packing cup.
k. Inspect the precoalescer automatic drain valve. It should
exhaust each time the dryer towers switch functions.
l. If the drain valve drain valve does not operate as described
above, inspect the actuating lines from the adjacent tower
purge valves, then follow Steps 3c and 3f, above.
m. Check the timer circuit memory feature as follows:
• Unload the compressor while the locomotive is running and no
other unit is connected. Air dryer should stop regenerating.
• Load the compressor. The same dryer that stopped regenerat-
ing in the previous step should begin regenerating at the same
point in the cycle where it stopped. For example, if a particular
dryer was regenerating, and was stopped at the 31-second
point in its regenerating cycle, when the filter dryer assembly
is re-enabled to cycle, that particular dryer will complete 29
more seconds of regeneration.
8.3.1.6.2 Detailed Maintenance

Refer to the Graham White Technical Publication for detailed
maintenance instructions on the 975 Series Air Dryers.
NOTE
Periodically inspect the humidity indicators. If they are white,
inspect the desiccant beads. If the beads are contaminated with oil
and water, change out the desiccant canisters, install new seals and
gaskets.

8.3.1.6.3 Air Dryer Removal And Replacement
Removal Procedure
(with air supply from #2 main reservoir cut off):
1. Open main reservoir drain valves to ensure there is no pressure
in the air system.
2. Unscrew wiring grommet nut and disconnect electrical harness.
3. Unscrew and remove flange bolts (2) on each side of the air
dryer.
4. Unscrew and remove air dryer bolts (4) and remove air dryer.
5. Remove and discard flange gaskets (2), clean flanges.
1. Install new or rebuilt air dryer assembly, apply mounting bolts
(4) and torque to specified value.
2. Install new flanges gaskets, apply flange bolting bolts and
3. Connect electrical harness and tighten wire grommet nut.
4. Close main reservoir drain valve and charge the air system to
operating pressure or minimum 723.9 kPa (105 psi).
5. Check for air leak at air dryer flanges and air dryer.
Check air dryer operation as per "8.3.1 AIR FILTER DRYER
ASSEMBLY," page 8-12.
8.3.2 MAIN RESERVOIR SYSTEM SAFETY VALVE

A safety valve, rated at 1034 kPa (150 psi), connects to piping on the
output side of the No. 1 main reservoir.
8.3.2.1 MAINTENANCE AND TESTING

This valve normally requires no maintenance, but should be changed
at the intervals specified in the Maintenance Instructions.
Test the setting of the safety valve as follows:
1. With the locomotive running at idle, lock out the compressor
unloader magnet valve (MVCC) as indicated in "8.2.3 MV-CC
MAGNET VALVE MAINTENANCE," page 8-10, or turn OFF
the Computer Control Breaker.
2. Drain #2 main reservoir pressure to 689.5 kPa (100 psi), using
the automatic drain valve and close valve.
3. Close the air supply valve to MRPT, located below the #1 main
reservoir gauge test fittings, and cut-in MVCC.

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4. Observe the #2 main reservoir air pressure located on the FIRE

display screen and note the pressure that the safety valve
opens. The valve should open between 1020 kPa (148 psi) and
1048 kPa (152 psi). If the valve opens too early or fails to open,
replace with a qualified unit.
5. Open the air supply line to MRPT.
Removal Procedure:
1. Open main reservoir drain valve to ensure there is no pressure
in the air system.
2. Unscrew and remove 1034 kPa (150 psi) safety valve.
1. Apply approved sealant compound on the pipe thread of the
new or rebuilt 1034 kPa (150 psi) safety valve.
2. Install and tighten securely the J1-1034 kPa (150 psi) safety
valve.
3. At normal operating air pressure, check valve for air leakage.
8.3.3 MAIN RESERVOIR CHECK VALVE APPLICATION

The GT46AC has two check valves, Figure 8-6, page 8-17, mounted in
the piping to the main reservoirs to control air flow and ensure proper
reservoir charging. One 1-1/4" check valve with a 1/4" orifice is
mounted on the main reservoir equalizing line to the #1 main
reservoir. A 2" check valve is mounted on the main reservoir pipe at
the inlet of #2 main reservoir.
F51186
Figure 8-6. Main Reservoir Check Valves

8.3.3.1 MAIN RESERVOIR CHECK VALVE MAINTENANCE
Main Reservoir Check Valve Removal:
1. Apply hand brake.
2. Open main reservoirs drain valves to ensure there is no air
pressure in the air system.
3. Unscrew and remove the check valve mounting bolts.
4. Remove check valve.
1. Clean check valve mating surfaces.
2. Apply new gaskets to new or rebuilt check valve.
3. Apply check valve and mounting bolts.
4. Tighten the mounting bolts securely.
8.3.4 MAIN RESERVOIR FINAL AIR FILTERS

The two main reservoir Salem 975-075 final air filters, refer to Figure 8-
7, are centrifugal-type filters. They perform final filtration before
compressed air is piped to air brake and auxiliary compressed air
systems.
Both final filters are equipped with a bottom mounted manual drain
valve to drain off accumulated condensate.
Figure 8-7. Main Reservoir Final Air Filters Location

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8.3.4.1 GENERAL MAINTENANCE

The Filter Assembly should be periodically inspected for leaks and
outside contaminants. Contaminants on the body fins will reduce the
cooling action of the filter.
Change the final air filter elements as indicated in the Maintenance
Instructions 1096.
CAUTION
Before attempting to disassemble a final filter, close the vented
valve (cutout cock) between that filter assembly and the main
reservoir.
The main reservoir final air filters are mounted next to the # 2 Main
Reservoir.
Figure 8-8. Final Air Filter Cross Section
8.3.4.2 FILTER ELEMENT REPLACEMENT

Filter Element Removal:
WARNING
Ensure the hand brake is applied in the event of air loss to prevent
movement of locomotive.
1. Close cutout valve between main reservoir and main reservoir

filters.
2. Open manual drain valve to assure that the air pressure is vented.
3. Unscrew and remove hex lock nuts.
4. Remove filter element housing.
5. Unscrew and remove filter element retainer wing nut.
6. Remove filter element retainer and filter element.

Filter Element Installation:
1. Clean filter retainer.
2. Install a new filter element to filter head and install the filter
element retainer.
3. Install and tighten filter element retainer wing nut.
4. Clean filter housing.
5. Install new gasket seal at the top of the filter housing.
6. Install filter element housing and hex lock nuts, torque to (torque
value to find out).
7. Close manual drain valve.
8. Open cutout valve between main reservoir and main reservoir
filters.
Clean and inspect the sump bowl and attached manual drain valve at
the times specified in the applicable Scheduled Maintenance Program.
8.3.5 MAIN RESERVOIR DRAIN VALVES

The two main reservoirs are each equipped with a condensate drain
valve. The reservoir drain valve operates automatically whenever
MVCC is energized or de-energized, that is, each time the compressor
cycles.
Figure 8-9. Typical Main Reservoir Drain Valves
8.3.5.1 MANUAL DRAIN VALVES

To drain condensate from the bottom of the main reservoir, rotate the
valve knob counterclockwise. When condensate has been blown out of
the main reservoir, close the valve by turning the valve knob until it
reaches the clockwise stop.

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8.3.5.2 AUTOMATIC DRAIN VALVES

The automatic main reservoir drain valves are air-operated and may
also be operated manually. An instruction plate that describes how to
open the valve manually and how to set up the valve for automatic
operation is located on the face of the valve. The drain valves are
connected to the compressor unloader line (MVCC), and operate
whenever the compressor loads or unloads.
8.3.5.3 MAIN RESERVOIR DRAIN VALVE MAINTENANCE

Check the valves regularly. The valves should seat properly, and
should not leak air.
CAUTION
Before attempting any main reservoir drain valve disassembly or
service, stop air compressor and bleed off all air pressure in
compressed air system. Failure to eliminate air pressure at valve
before disassembling it may result in injury.
On the manual and automatic type valves, lubricate seals and pistons
with a good grade of air brake grease (see Service Data Section).
Manual Valve Removal Procedure (with air supply drained):
1. Open manual drain valve to assure that the air pressure is
vented from the main reservoirs.
2. Remove drain line compression fitting.
3. Unscrew and remove drain valve hex nuts.
4. Remove drain valve.
Manual Valve Installation Procedure:
1. Ensure mating surfaces are clean.
3. Install new or rebuilt manual drain valve, tighten hex nuts
securely.
4. Attach drain line compression fitting.
5. Close drain valve.
6. At normal operating air pressure, check for air leak and valve
operation.

Automatic Valve Removal Procedure (with air supply drained):
1. Open manual drain valve to assure that the air pressure is
vented from the main reservoirs.
2. Remove drain line compression fitting.
3. Remove actuating line compression fitting.
4. Unscrew and remove drain valve hex nuts.
5. Remove drain valve.
Automatic Valve Installation Procedure:
1. Ensure mating surfaces are clean.
3. Install new or rebuilt manual drain valve, tighten hex nuts
securely.
4. Attach actuating line compression fitting.
5. Attach drain line compression fitting.
6. Close drain valve.
7. At normal operating air pressure, check for air leak and valve
operation.
8.4 CCBII BRAKE AIR BRAKE EQUIPMENT

The NYAB Railway Electronics CCBII Air Brake Equipment is a
microprocessor based electro-pneumatic brake system providing the
means for control of the air brakes and is incorporated into the FIRE
display system and EM2000 computer. It has full multiple unit
capability with conventional air systems.
8.4.1 ELECTRONIC BRAKE VALVE (EBV)

Operator control valves (Electronic Brake Valve, EBV) have the same
look, feel, and operation as 26C Brake Valve and are located on the
operator’s control stand, while the operating components (Electro
Pneumatic Control Unit - EPCU) are located beneath the cab floor,
under the operator’s seat, and can be accessed through the sub base
access doors. Figure 8-10, below, illustrates the equipment located on
the control stand.

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F84116
Figure 8-10. EBV Engineers Control Stand, Electronic Brake Valve (EBV)
8.4.1.1 EBV AUTOMATIC BRAKE VALVE

The EBV automatic brake valve portion controls air brake application
and release on this locomotive, on other locomotives connected for
multiple unit operation, and on the train. This valve is pressure
maintaining; it holds brake pipe pressure reductions constant against
nominal brake pipe leakage. Normally designed with six positions;
Release, Minimum Service, Full Service, Suppression, Continuos
Service (Handle Off), and Emergency, used to control the application
and release of the automatic brake. These positions, or detents
correspond to a specific amount of equalizing reservoir pressure
reduction. The CCBII brake system has back up modes for most of its
components, however there may be some loss of function. There is
also a pneumatic back up in cases where power is lost to the brake
components.
8.4.1.1.1 Automatic Brake Valve Settings

Release - detent, handle pulled all the way to the left, enables air
brake system equipment to charge. Locomotive and train air brakes
release as air brake system equipment pressure rises. RELEASE detent
also enables trainline air pressure adjustment.
Minimum Reduction - Immediately right of RELEASE detent, causes
minimum brake pipe pressure reduction, which results in minimum
braking effort.

Service Zone - As handle advances through SERVICE zone from left
end to right end, brake pipe pressure drops, causing brake effort to
increase. MINIMUM REDUCTION setting is at the extreme left end
of the SERVICE ZONE; FULL SERVICE setting is at the extreme
right end of the SERVICE ZONE.
Full Service - At extreme right end of SERVICE ZONE, causes
maximum brake pipe pressure reduction, which results in full service
braking effort.
Suppression Detent- Just right from FULL SERVICE setting,
suppresses penalty braking application and applies FULL SERVICE
braking, if selected before delay period expires. (Warning whistle
sounds during delay period for overspeed penalty braking.)
SUPPRESSION detent also resets the brake control system after
penalty brake applications are completed.
Over Reduction Zone - Between SUPPRESSION and
CONTINUOUS SERVICE detents, can obtain brake pipe pressures
below FULL SERVICE level. As handle advances to the right through
OVER REDUCTION zone, brake pipe pressure drops, and brake
effort increases.
CAUTION
Do not, under any circumstances, start or continue to operate train
if brake pipe pressure is below limit specified by railroad rules.
Continuous Service (CS) or Handle Off (HO) Detent - Just right of

OVER REDUCTION zone: Sets automatic brake valve correctly for
Trailing or Dead-in-Train service. As handle reaches the
CONTINUOUS SERVICE detent, a brake pipe pressure reduction
occurs.
CAUTION
After brake pipe pressure reduction completes (exhaust air sound
stops), be sure that brake cylinder pressure is applied on the
locomotive. Also be sure to follow proper brake control cut out
procedures on the locomotive.
Emergency Detent - Furthest right (extreme end of handle travel):

Initiates emergency brake application.
NOTE
A separate Emergency Brake Valve is located on the helper’s side of
the cab.
8.4.1.2 EBV INDEPENDENT BRAKE VALVE

The Independent Brake Handle provides independent control of the
locomotive braking effort, irrespective of the train braking effort. It
provides air brake application and release on the locomotive, and on
“multiple unit” locomotives in consist, independently of automatic air
brake application and release. It does not affect braking on non-MUd
locomotives or the cars in the train.

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The Independent Brake Handle has two detent positions, RELEASE

and FULL APPLICATION, with a varying APPLY ZONE, and a bail
function. Each location in the Independent Brake Handle APPLY
ZONE corresponds to a specific independent application and release
pipe (20 pipe) pressure, and is used to control the application and
release of the Independent Brake.
8.4.1.2.1 Independent Brake Valve Settings

Release Detent - Handle all the way back to the left, releases
locomotive brakes, provided that automatic brake handle is also in
RELEASE.
Bail/Actuate Function - Handle deflected fully downwards in any
position, releases locomotive brakes applied by automatic brake valve
(has no effect on independent brake application).
NOTE
To ensure complete release of all locomotives connected in multiple,
BAIL/ACTUATE must be held approximately four seconds for each
locomotive in consist.
Application Zone - Sector of handle forward/backward movement

between RELEASE and FULL APPLICATION detents. As handle
advances through the APPLICATION zone from the reverse end to
forward end, the locomotive brake effort increases.
8.4.1.3 PARKING BRAKE

The parking brake is a spring-applied, pneumatically released system
controlled by the Operator via the parking brake valve. Refer to Figure
8-11.
Figure 8-11. Parking Brake Valve

8.4.2 ELECTRO PNEUMATIC CONTROL UNIT (EPCU)
The computer control system of the CCB II consists of an integrated
assembly called the Electro Pneumatic Control Unit (EPCU). The
EPCU is a combination computer module and pneumatic control unit.
The EPCU is located beneath the cab floor, under the engineer’s seat,
and can be accessed through the sub base access doors. The primary
function of this unit is to act on command from the Integrated
Processor Module (IPM) to control brake pipe pressure, and to apply
and release the locomotive air brakes.
The connections on the EPCU make up a looped local area network
(LON), and are connected with multiple pin plugs.
Figure 8-12. EPCU Electro Pneumatic Control Unit.
The EPCU components are as follows:

• ER - Equalizing Reservoir Portion,
• BP - Brake Pipe Portion,
• TV - Triple Valve Portion,
• 16 - No. 16 Pipe Portion,
• 20 – No. 20 Pipe Portion,
• BC – Brake Cylinder Relay,
• 13 – No. 13 Pipe Portion,
• JB – Junction Box,
• Filters.

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These components are mounted on a laminated manifold that provides

internal valve connections, thus minimizing a great deal of the
interfacing piping that is required. Reservoirs are both internally and
externally (on the rear of the laminated manifold) mounted.
Power is supplied from locomotive battery voltage to the PSJB (Power
Supply Jumper Box) which is mounted at the lower right hand corner
of the EPCU. The PSJB (or JB for short) supplies 24 volts DC to the
other components.
Each component is called a “node”.
The Equalizing Reservoir Control Portion node takes care of:
• Supply and regulation of equalizing reservoir pressure.
• Providing the “Dead In Tow” feature (back up brake).
The Brake Pipe Portion node controls:
• Supplying and regulating brake pipe pressure.
• Providing Brake Pipe Charging Cut-Off.
• Venting brake pipe to initiate emergency.
The triple Valve portion node:
• Exhausts brake cylinder control (16TV) and charges the auxiliary
reservoir when brake pipe pressure increases.
• Directs auxiliary reservoir air to brake cylinder control (16TV),
proportionally to the brake pipe pressure reduction.
No. 16 pipe portion node takes care of a number of things:
• Supplying brake cylinder control pressure during normal operation.
• Limiting emergency brake cylinder pressure.
• Supplying back up equalizing reservoir charge pressure.
No. 20 pipe portion node has two main jobs:
• Developing a regulated independent application and release 20
trainline pressure when in lead position.
• Sensing application and release pressure from 20 pipe when in trail
position.
Brake Cylinder relay node:
• Develops and exhausts brake cylinder pressure.
• Provides the dynamic brake interlock.
No. 13 pipe portion node:
• Charges and exhausts actuating (bail off) trainline pressure when in
lead.
• Senses the presence of actuating pipe (13) pressure when in trail.
• Provides equalizing reservoir pressure control in back up mode.

The junction box (JB):
• External and EPCU wiring connections are made through the JB.
• The 24 volt DC power supply for the nodes is contained here.
8.4.2.1 INTEGRATED PROCESSOR MODULE (IPM)

The IPM (Integrated processor module) controls the CCBII air brake
system. It contains the system software, interprets brake valve handle
signals, and provides command signals for the EPCU. It also
communicates with FIRE to provide air brake information on the
display, and to allow air brake set up and diagnostics from the display.
LED's on the front of the IPM also provide diagnostic information.
There are numerous LED’s on this component, but the ones that relate
to the brake system are as follows:
• Datalink FA – A red LED indicating the IPM is unable to
communicate with the locomotive computer or the LSI (see
electronic car braking).
• Network FA – A red LED that shows either the EB system or the
CCB II is experiencing internal communication problems over the
LON network.
• EBV Fail – A red LED indicating the EBV has failed.
• EPCU Fail – A red LED indicating the EPCU has failed.
• EAB Backup – An amber LED indicating CCB II has activated one
of its backup components.
F80968
Figure 8-13. IPM Electronic Integrated Processor Module

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8.4.3 VENT VALVES

There are two vent valves. One vent valve is located at the driver side of
the locomotive, below the locomotive underframe, near the No. 1 axle.
The other vent valve is located at the helper’s side of the locomotive,
below the locomotive underframe, near the No. 5 axle. The locomotive is
equipped with customer specified valve types.
The vent valves open automatically to vent brake pipe pressure during
all emergency brake applications.
8.4.3.1 VENT VALVE MAINTENANCE

The Vent Valves generally require no maintenance and are only
changed at time of scheduled air brake component change-out.
Removal Procedure:
1. Remove the two securing nuts.
2. Remove valve and discard gasket.
1. Clean flange.
2. Apply new gasket.
3. Install new or rebuilt vent valve.
5. With the air system under operating pressure, check for air
leaks and perform a functional air brake test to verify valve
operation.
8.4.4 BRAKE CYLINDER ASSEMBLY (LEFT AND RIGHT SIDE)

The bogie mounted brake cylinders operated the brake levers and
linkages in response to pressure generated by the FastBrake Pneumatic
Operating Unit (POU). Each bogie assembly is equipped with four
brake cylinders, two per side. One cylinder per side operate the brake
levers for axle #1 (axle 6 on bogie #2), the other cylinders operate the
brake levers for axles #2 and 3 (axles 4 and 5 on bogie #2).
8.4.4.1 BRAKE CYLINDER MAINTENANCE

The brake cylinders generally require no maintenance and are only
changed at time of bogie overhaul. If required, the piston diaphragm
may be changed with the cylinder mounted in place on the bogie,
however it is recommended that the cylinder be replaced as a unit.
Removal Procedure:
1. Properly block locomotive wheels to prevent any movement.
2. Release brakes.
3. Remove and discard push rod pin cotter pin and remove the
pin.

4. Unscrew and remove (2) 1/2-13 x 1-1/4 bolts from the piping
flange.
5. Remove and discard the gasket between the swivel flange and
air brake cylinder.
6. Unscrew and remove the (4) 3/4-10 x 1-3/4 brake cylinder
mounting bolts.
7. Inspect push rod pin for wear.
8. Inspect brake lever bushing for wear. If brake lever bushing is
worn out, replace brake lever assembly.
1. Install brake cylinder to bogie, apply brake cylinder (4)
mounting bolts and torque to specified value.
2. Install pushrod pin.
3. Install new pushrod pin 3/8" diameter cotter pin and secure.
4. Apply new gasket and install mounting flange (2) bolts and
5. Apply independent brake and check for leak at air brake
cylinder flange and piston rod.
8.5 SANDING SYSTEM

Gravity feeds sand from the sand reservoirs into the sand traps. As
shown in Figure 8-14, energizing a sanding magnet valve causes it to
open, sending compressed air through a pair of sand traps. Air flowing
through a sand trap picks up sand. The air/sand mixture exits the trap
through the attached sanding hose, and blows down onto the rail.
Control of the sanding system may be initiated by the operator at slow
speeds, or by the EM2000 computer at any speed.
8.5.1 MANUALLY INITIATED SANDING

The locomotive operator initiates sanding by operating the manual
sand switch on the control stand. This switch sends a signal to the
EM2000 computer to initiate sanding. Sanding will occur on the lead
axle of each bogie.

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CP30765
Figure 8-14. Sanding Air Control System Piping Diagram, Typical
8.5.1.1 MANUAL SAND SWITCH OPERATION

Operating the MANUAL SAND switch sends a feed to trainline 23T
and to the locomotive computer.
When the locomotive computer receives the input, and all conditions
are satisfied, it energizes the sanding magnet valve.
If the reverser handle is set at FORWARD, sand is applied on the rails
in front of the No. 1 and No. 2 trucks.
If the reverser handle is set at REVERSE, sand is applied on the rails
at the rear of the No. 1 and No. 2 trucks.
In dynamic brake operation, and in motoring operation with the Super
Series (controlled creep) function failed, the locomotive computer
initiates sanding when it receives the MNS SW input, regardless of
locomotive speed.
8.5.2 AUTOMATIC SANDING

The locomotive computer initiates automatic sanding when it detects
that sand is required to maintain or increase wheel-to-rail adhesion.
Such automatic sanding may occur in normal Super Series (controlled
wheel creep) operation. The computer also employs automatic sanding
to correct undesirable wheel slip during start-up from standstill, and if
wheelslip occurs when Super Series operation is disabled. In addition,
the computer uses automatic sanding to correct wheel sliding in
dynamic braking operation.
As when the SAND switch is operated, the computer automatically
energizes the sanding magnet valves appropriate to the direction of
locomotive travel when it initiates automatic sanding. Automatic
sanding is locked out if generator field contactor GFC is de-energized.

8.5.3 EMERGENCY SANDING
During emergency brake applications, the emergency sanding relay
(ESR) is energized, which in turn energizes all 4 sanding magnet
valves. Sanding occurs at both ends of both bogies, regardless of
direction of travel. Timed emergency sanding is provided for
approximately 30 seconds.
8.5.4 SANDING SYSTEM MAINTENANCE
8.5.4.1 OPERATIONAL CHECKS

Electro-Motive recommends checking the manual sanding system
before each trip. With the unit(s) set up for power operation, and
diesel engine(s) idling, proceed as follows:
1. Set directional (reverser) handle in FORWARD or REVERSE.
2. Operate SAND switch. Unit should sand rails in front of (or
behind) each truck, as determined by directional (reverser)
handle setting.
3. Release SAND switch. Sanding should cease.
8.5.4.2 SANDING MAGNET VALVES MAINTENANCE

There are two sanding magnet valves, refer to Figure 8-15, page 8-33,
at each end of the locomotive, one for forward direction sanding and
one for reverse direction sanding. Each magnet valve controls two
sand traps at one end of a truck - one on each side. When energized,
the magnet valve opens, permitting compressed air to flow to the
connected sand traps. The magnet valves are designated MV1-SF
(truck 1, sanding, forward), MV1-SR (truck 1, sanding, reverse),
MV2-SF (truck 2, sanding, forward), and MV2-SR (truck 2, sanding,
reverse).

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Figure 8-15. Short Hood Magnet Valves
If faulty magnet valve operation is suspected, make sure that all

electrical connections are tight and that the air lines are not leaking.
Each valve is equipped with cleanout jets for the valve orifice. To
operate the cleanout jets, push in the plungers located on each side of
the valve, refer to Figure 8-15. The plungers reset automatically at the
beginning of the next sanding cycle. If further service is required,
remove and replace the valve.
Removal Procedure:
1. Make sure the mating surfaces are clean.
8.5.4.3 SAND TRAPS MAINTENANCE
Eight sand traps are located on the locomotive. A pair of traps is provided
for each side of each truck; one trap in each pair sands at the leading end of
the truck, and the other sands at the trailing end.
Gravity feeds sand from the sandbox to the sand shut-off at the top of
a sand trap. Unless the sand shut-off is closed, sand fills the cavity in
the trap and spills into the horizontal passage in the sand delivery
flange.
The rate at which sand spills into the passage is controlled by the
setting of the sand control paddle. If sand is not removed from the
horizontal passage, it stops flowing there.
Pressurized actuating air from the sanding magnet valve enters the
trap assembly and blows through the horizontal passage where it
mixes with the sand. The air/sand mixture exits the trap assembly and
flows down to the rail through the trap outlet pipe, the sander hose,
and the sander nozzle. Sand exiting the trap is replaced by sand
flowing into the top of the trap.
Before performing any work on a sand trap, set the shut-off lever in
the CLOSED position.
Condensation may cause moisture in the trap. To clean out the trap,
remove the pipe plug in the bottom of the trap casting, using provided
handle. For more thorough cleaning, also remove the outlet flange and
pipe. After cleaning, reinstall the pipe plug and the outlet flange/ pipe.
The sand delivery rate is set at 15 to 20 oz. (425 to 567 grams) per
minute at the factory.
8.6 DIRECT AIR BRAKE EQUIPMENT

The direct air brake system allows the operator to apply retarding
brakes on rail cars from the locomotive cab. The system is comprised
of a brake handle (SA-26 valve), a J-1 relay valve, a salem 975-075
filter, and a workstation mounted duplex mechanical air gauge.
The SA-26 brake handle directs air from MR #2 to the J-1 relay valve.
This air is a control pressure for the J-1 relay valve. As the brake
handle is moved from RELEASE to APPLY, the control pressure to the
J-1 relay valve increases gradually from 0 to 414 kPa (0 to 60 psi).
The J-1 relay valve responds by directing air from MR #2 to the Direct
Air Brake (DAB) pneumatic trainline. The DAB trainline has a cut-out
valve, a hose, and a glad-hand fitting at each end of the locomotive.
The air pressure in the DAB trainline is equal to the control pressure
set by the SA-26 brake handle.

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F84156
Figure 8-16. Direct Air Brake Handle & Control Stand Mounted Direct Air Gauge
Both the control pressure and the DAB trainline pressure are shown on
the duplex air gauge in the locomotive cab. The white needle indicates
control pressure, which is a small volume and charges quickly. The red
needle indicates DAB trainline pressure, which will equal the control
pressure, but may take longer to charge, depending on how many rail
cars are attached.
8.7 EMERGENCY BRAKE VALVE

An emergency brake valve is provided on the back side of the
engineer’s control stand, refer to Figure 8-17. When opened, this valve
exhausts the brake pipe, providing an emergency brake application.
The valve must be closed to enable recovery from an emergency brake
application. The valve handle is positioned so as to avoid accidental
tripping. The valve exhaust is piped below the floor to reduce noise.
F84124
Figure 8-17. Emergency Brake Valve

8.8 MISCELLANEOUS COMPRESSED AIR EQUIPMENT
8.8.1 WINDSHIELD WIPER ASSEMBLIES

Wiper assemblies are provided for each front and rear window of the
locomotive cab.. Each windshield wiper assembly is driven by an air
operated motor and controlled by individual hand operated air valves.
Figure 8-18. Windshield Wiper Assembly
8.8.1.1 WINDSHIELD WIPER MAINTENANCE

The air motor assemblies consist of simple internal valving with
reversal provided by pneumatic mechanical action. Valve parts are of a
material that is very durable and resists the effects of contamination.
Therefore, very little maintenance should be required.
If a windshield wiper air motor is not operating correctly, make sure
that the air connections at the motor are tight, and that they do not
leak. If necessary, remove the air connections to inspect for signs of
foreign particles that may have settled on air motor valve seats. If
foreign particles are not fouling the valve seats, disassemble the motor
assembly further to check for broken or jammed components, or
plugged air ports.
Check the air motor internal air flow by removing the air connections,
then blowing out the ports. If the air motor still does not operate
properly, replace it with a new or qualified assembly.
When reassembling the motor assembly:
• Torque acorn nut to 1017- 1243 Ncm (90-110 inch-lbs).
• Torque the motor cover screws to 226 - 283 Ncm (20-25 inch-lbs).
• PARK and IN ports have 1/8-27 NPTF threads. The recommended
torque for fittings (using loctite pipe sealant with teflon No. 59241,
teflon tape is 283- 452 Ncm (25-40 inch-lbs).

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NOTE
"Stop" to ""Stop" angle is maximum mechanical motor shaft
movement. Angle is determined without air applied to the motor and
without wiper arm and blade attached.
The motor assembly is to operate at 69-73 C.P.M. with 2.6 Nm (23 in.-
lbs) torque load and 690 kPa (100 psi) air pressure.
Figure 8-19. Windshield Wiper
8.8.2 AIR HORN

The front and rear horns are controlled by the horn switches, located
on the control stand. These switches directly control the magnet valves
for the front and rear horns.
8.8.2.1 HORN MAINTENANCE

The horn and magnet valves (MV HORN #1 and MV HORN #2)
generally require no maintenance except at scheduled change-out
intervals. The air horn, mounted on the center of the locomotive short
hood, may be removed as follows:
NOTE
Follow all railroad safety rules before preceding with horn
replacement.
1. Unscrew and remove (4) 1/2 -13 nuts with lock washers.
2. Remove horn assembly.
3. Remove gasket and clean mating surface between horn and
spacer.

To install the air horn:
1. Apply new gasket.
2. Install new or rebuilt horn assembly.
3. Install (4) 1/2 - 13 nuts with lock washers and tighten securely.
4. Test horn operation.
To inspect and clean an air horn diaphragm, remove the back cover
bolts, the back cover, the diaphragm ring screws, the diaphragm ring,
and finally, the diaphragm itself. Whenever removing an air horn back
cover, blow out the air lines and clean out the orifice dowel pin. This
may be done by fully opening the air horn valve while the air line to
the valve is at full operating pressure.
If a faulty MV-HORN, is suspected, check the MV-HORN and the air
line to the horn assembly for leaks. Also, check electrical connections
to MV-HORN. Make sure that they are tight. If repairs are necessary,
remove the valve and replace it with a qualified valve.
Removal Procedure:
1. Close supply valve to MV-HORN.
5. Open the supply valve to MV-HORN and test horn operation.
8.8.3 RADAR AIR WIPE SYSTEM

In order to prevent a buildup of dirt on the locomotive radar
transceiver faceplate, the radar air wipe system periodically blasts the
transceiver faceplate with compressed air.
The Radar Air Wipe system consists of an air supply line from the
main reservoir, radar blow magnet valve MV-RB, and piping that aims
the air blast at the faceplate. The air nozzle on the end of the pipe
assembly pointing toward the radar faceplate.

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The locomotive computer energizes MV-RB to direct compressed air

at the faceplate for approximately two (2) seconds out of every 30
second period when all the following conditions are met:
• Diesel engine: Running.
• Controlling unit REVERSER handle: FORWARD or REVERSE
(not centered).
• LOCAL CONTROL breaker: Closed.
• Locomotive computer powered up:
Battery knife switch and COMPUTER CONTROL breaker both
closed.
8.8.3.1 RADAR WIPE MAINTENANCE

If faulty MV-RB operation is suspected, check for air leaks at MV-RB
and along the interconnecting air lines. Also check the MV-RB inlet
and outlet screens, and the electrical connections in the MV-RB
operating coil circuits. If MV-RB must be repaired, remove it and
replace it with a qualified magnet valve assembly.
Removal Procedure:
2. Disconnect tubing flare nuts.
3. Connect tubes and tighten the flare nuts securely.
Inspect the Radar Wipe nozzle and ensure that it is secure and aimed at
the center of the radar faceplate. Initiate a test of the system by
meeting the conditions outlined in "8.8.3 RADAR AIR WIPE
SYSTEM," page 8-38.
Even with the Radar Wipe System, the radar faceplate should be
wiped clean using a damp cloth during each locomotive under carriage
inspection to reduce adhesion problems while in operation.
8.8.4 RAIL CONDITIONER

The rail conditioner magnet valve (MV RC) is energized periodically
by the EM2000 computer. When energized, a blast of compressed air
is directed at the rails in front of the #1 axle. This compressed air, at
MR pressure, clears any debris from the rails.

8.8.4.1 RAIL CONDITIONER EQUIPMENT
Locomotives are equipped with a pneumatic debris removal system to
blow debris away from the rail in front of the #1 axle. Shields are
provided to keep blowing snow/debris away from the radar. Rail
conditioner function is activated via the FIRE display function keys.
The Rail Conditioner system consists of an air supply line from the
No. 1 main reservoir, a magnet valve MV-RC, and piping that aims the
air blast at the rails.
8.8.4.2 RAIL CONDITIONER MAINTENANCE

MV-RC is mounted on the underframe, on the helper's side of the
locomotive adjacent to the cab steps. If faulty MV-RC operation is
suspected, check for air leaks at MV-MV-RC and along the
interconnecting air lines. Also check the MV-RC inlet and outlet
screens, and the electrical connections in the MV-RC operating coil
circuits. If MV-RC must be repaired, remove it and replace it with a
qualified magnet valve assembly.
Removal Procedure:
2. Disconnect tubing flare nuts.
3. Connect tubes and tighten the flare nuts securely.
Inspect the both rail conditioner nozzles and ensure that they are
secure and aimed at the center of the rails. Initiate a test of the system
by following the following steps.
8.8.4.3 RAIL CONDITIONER SELF TEST

Self test Set-up:
• Place throttle handle in IDLE.
• Center the Reverser handle.
• Engine must be running.
• Air system must be fully charged.
Self Test:
1. On the Fire computer, set the snow removal status to ON using
the softkey

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2. Self test should run for 60 seconds upon being initiated. During
this time, air will be blown through both Snow Blaster nozzles.
The following crew message will be displayed:
SNOW REMOVER SELF TEST IN PROGRESS - CHECK
NOZZLES FOR AIR FLOW
3. Check that both snow blaster nozzles are aimed at the rail.
4. Check that air is being blown out of both snow blaster nozzles.
5. When completed - set the Snow Removal status to "AUTO"
using the FIRE softkey.
6. Recheck for fuel, oil and water leaks. Repair all leaks.

8.9 SERVICE DATA - COMPRESSED AIR SYSTEM
8.9.1 REFERENCES
Air Compressor Maintenance ...............................................M.I. 1144
8.9.2.1 AIR COMPRESSOR LUBE OIL
NOTE
Compressor lube oil must be SAE 20 weight turbine type oil
containing antitrust, anti-oxidation, and anti-foam inhibitors, and
should contain the following properties:
Viscosity-Saybolt Universal (ASTM D88 or D2161):
@ 38°C (100°F ) seconds 130 to 180
@ 99°C (210°F) seconds 42 to 45
Pour Point (ASTM D97 Degrees Minimum) -18°C (0°F)
Rust-Distilled Water (ASTM D665) No Rust

F84084
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SECTION 9. 1TRUCK - GFC
CONTENTS OF SECTION
9.1 DESCRIPTION .........................................................................................................................9-3
9.2 ROUTINE MAINTENANCE AND INSPECTION ......................................................................9-7
9.2.1 LUBRICATION ...................................................................................................................9-7
9.2.2 TRUCK CLEANING ............................................................................................................9-9
9.2.3 TRUCK FRAME ..................................................................................................................9-9
9.2.4 CARBODY LINKAGE .......................................................................................................9-10
9.2.5 JOURNAL BEARING ........................................................................................................9-11
9.2.6 HELICAL COIL SPRINGS ................................................................................................9-15
9.2.7 DAMPERS (SHOCK ABSORBERS) ................................................................................9-15
9.2.8 RUBBER (SECONDARY) SPRINGS ...............................................................................9-18
9.3 WHEEL AND AXLE INSPECTION ........................................................................................9-20
9.3.1 GENERAL INSPECTION .................................................................................................9-20
9.3.2 WHEEL DEFECTS ...........................................................................................................9-20
9.3.3 HOW TO READ A TYPICAL WHEEL GAUGE .................................................................9-21
9.3.4 WHEEL TRUING ..............................................................................................................9-27
9.4 TRACTION MOTOR (S) .........................................................................................................9-29
AND CARBODY BOOTS ..................................................................................................9-29
(MOTOR REMOVED) .......................................................................................................9-30
BEARING ASSEMBLY RENEWAL ..................................................................................9-30
9.4.4 TRACTION MOTOR ELECTRICAL TESTING (MOTOR IN PLACE) ...............................9-30
9.4.5 INSULATION RESISTANCE (MEGGER) TEST TRACTION
MOTOR CIRCUITS ABOARD LOCOMOTIVE .................................................................9-30
9.4.6 GEAR CASE .....................................................................................................................9-31
9.5 TRUCK REMOVAL ................................................................................................................9-33
1.
TRUCK - GFC 9-1

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9.1 DESCRIPTION
The GT46AC locomotive is equipped with two GFC truck assembly’s,
which support the weight of the locomotive and provides the means
for transmission of power to the rails.
The rigid steel fabricated frame, utilizes a bolsterless secondary
suspension system into which the traction motors and wheel sets are
mounted. All longitudinal traction and braking loads generated are
transferred from the bogie assembly to the locomotive under frame
through the carbody linkage system.
The bogie is designed to provide high reliability, long overhaul cycle
and extended maintenance intervals. Nose link (rod) assemblies
support the three AC traction motors fitted to the bogie.
Figure 9-1. Typical GFC Bogie
Three traction motors, mounted in the truck, convert electrical energy

into locomotive tractive effort. The motors are geared to the driving
axles which in turn apply force to the rail through the wheels. The
driving force is transmitted to the truck frame through traction rods
attached to the axle journal bearings, and from the truck frame to the
locomotive underframe through a carbody linkage assembly.
TRUCK - GFC 9-3

The locomotive carbody weight is transferred directly to the truck
frame through four rubber compression spring assemblies, located at
corner positions formed on the truck where the frame side beams and
cross beams intersect, which provide the yaw stiffness for tracking
stability.
This relatively stiff secondary suspension limits weight transfer
between axles during adhesion, as all traction motor nose positions
and torque reactions are on the same side of each axle within the truck
frame. A primary suspension, consisting of twelve single coil journal
springs (two at each journal), is designed to enhance ride quality and
equalization of wheelset loads for operation over track irregularities.
Heavy duty shock absorbers (vertical dampers) are used vertically
between the journal bearing adapters and the truck frame to dampen
excessive vertical and rolling oscillations of the truck frame.
Additional shock absorbers (carbody yaw dampers) are used between
the truck frame and locomotive underframe to dampen the lateral
movements of the truck, for stability at higher road speeds.
Figure 9-2. GFC Primary and Secondary Suspension

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Two additional (secondary) yaw dampers are mounted at each end of

the truck, longitudinally between each truck frame and the locomotive
under frame to dampen the yaw movements of the truck for added
stability.
Secondary lateral stops with resilient mounts are provided on the truck
frame to limit lateral movement between the truck and the under
frame. The truck design also incorporates four rotational stops to limit
the truck rotation and prevent overloading of components that are
attached between the truck frame and the under frame like secondary
springs, secondary dampers, air ducts, cables, air pipe hoses and
sanding hoses.
Figure 9-3. Secondary Yaw Dampers
Lateral thrust of the traction motor/wheelset is maintained within

specification by a pad mounted on the top of each journal bearing
adapter that correspond with a non metallic pad bolted to the truck
frame. This design allows lateral thrust clearance to be easily checked
and corrected by shimming. Refer to "9.2.5.1 AXLE LATERAL
THRUST CLEARANCE," page 9-12.
The thrust pads are a bonded rubber component, which provides the
proper stiffness for good lateral ride and high stability and represent
the interface, which transfers the lateral load from the bearing adapter
to the truck frame. The location and mounting system ensures easy
access when inspection, shimming or replacement is required to
maintain proper clearances without dropping the wheel set. Machined
vertical stops are integrated into the upper section of the bearing
adapter and the lateral stop support.
TRUCK - GFC 9-5

To retain the journal springs in position an interlock assembly, Figure
9-4 is installed between the envelope of the springs and each journal
bearing adapter. The interlock assembly consists of an upper interlock
bracket, welded to the truck frame and a lower interlock bracket
interfacing through a tapered hole within the bearing adapter body. An
interlock chain is attached to both upper and lower bracket by means
of clevis and cotter pins with the lower bracket being secured to the
bearing adapter body with a retainer bar. The bearing adapter is
equipped with chain guards, which prevent the interlock chain from
touching the spring.
Figure 9-4. Primary Interlock assembly
The journal bearings transmit the vertical load from the springs to the
axles. The three traction motors are supported on their respective drive
axles and at motor nose link assemblies attached to the truck frame. A
main feature of the GFC truck design is the orientation of the traction
motors in one direction. This arrangement provides good motor
accessibility and good adhesion characteristics.
Unitized tread brakes acting on one composition brake shoe per wheel
provide the braking power for the locomotive. The tread brake units
utilize integrated slack adjusters that compensate the full amount of
wheel wear as well as the brake shoe wear. Refer to "9.2.8.2 BRAKE
RIGGING," page 9-20.

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9.2 ROUTINE MAINTENANCE AND INSPECTION

The following paragraphs contain information necessary for
performing routine truck maintenance adjustments, and inspection
while the locomotive is mounted on the truck.
9.2.1 LUBRICATION
Periodic lubrication on the truck assembly is not required. However,
depending on the type of traction motor gear and axle assemblies used,
"Table 9-1. Traction Motor Gear and Axle Lubrication" lists the
lubrication intervals required for their maintenance.
In addition, if brake slack adjusters are found to be dirty, they should
be cleaned.
NOTE
Special care should be taken with the rubber thrust pads on the
journal adapters, the nylon wear plates on the truck frame and brake
levers, and the rubber compression spring assemblies, in order to
keep them free of oil or grease.
Table 9-1. Traction Motor Gear and Axle Lubrication
Traction Motor
Lubrication Interval
Gear/Axle Assembly
Roller support bearings (BTR),
First wheel change
grease lubricated
92 days, or as required by
Oil lubricated gear case
locomotive service demands.
9.2.1.1 GEAR CASE LUBRICATION
The lubricant must be maintained at a level indicated by the level cap.

Add lubricant as required until a flow is observed with the cap
removed. Periodically the lower drain plug should be removed and the
lubricant checked for water or other impurities. Renew as required.
TRUCK - GFC 9-7

Figure 9-5. Traction Motor Gear Case Oil Fill
9.2.1.2 TRACTION MOTOR ROLLER SUPPORT BEARING LUBRICATION
Find the greasing points for the roller support bearings on the bearing
housing. Refer to Figure 9-6. Remove the cap on the pinion end roller
bearing grease fitting. With a grease gun, apply 312 g of Timkin
Premium grease, then replace the cap on the fitting. Remove the cap
on the non-drive end roller bearing grease fitting. With a grease gun,
apply 227 g of Timkin Premium grease, then replace the cap on the
fitting.
Figure 9-6. Greasing Points for Traction Motor Roller Support Bearing

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9.2.2 TRUCK CLEANING

The trucks should be cleaned periodically to eliminate any
accumulations of oil, sand, dust, and road dirt. Accumulations of the
above tend to increase wear as well as detract from the general
appearance of the truck.
Two methods of cleaning are described. The first method is used when
the trucks are still in position under the locomotive. The second
method, tank immersion, is used when facilities are available and the
truck is completely disassembled.
9.2.2.1 UNDER LOCOMOTIVE
When using this method, run the diesel engine to supply air under
pressure to the traction motors. Set diesel engine speed at about 450
RPM throttle #3. At that engine speed, the companion alternator drives
the traction motor blowers fast enough to keep water and moisture out
of the traction motor interiors.
Using a wetting agent and an alkaline solution cleaner, spray the truck,
being careful to direct the spray away from any motor openings.
Let the cleaning solution remain on the truck for 10 to 15 minutes.
Then, using steam and an alkaline solution in a mixing gun,
thoroughly spray the truck assembly.
The truck may now be rinsed, using hot water if desired; however,
rinsing is not generally required.
9.2.2.2 TANK IMMERSION
When the truck assembly is removed from the locomotive, the traction
motors, wheels, gears, axles, journal boxes, rubber compression spring
assemblies, yaw dampers, all rubber deflection pads, and nylon wear
plates should be removed if the truck is to be immersed in a cleaning
tank containing an alkaline solution.
After removal of the above components, the truck may be immersed in
the cleaning solution. After allowing sufficient time to assure removal
of all foreign material, the assemblies should be removed and rinsed
with hot water.
9.2.3 TRUCK FRAME

The rigid steel fabricated truck frame is designed to hold the major
components of the truck assembly. Check for loose or broken
equipment and integrity of components. Inspect all truck frame
members for breaks or cracks. Check for worn areas. Worn spots can
be repaired by building up the affected area with weld. Grind the area
smooth and to match its original form.
TRUCK - GFC 9-9

9.2.4 CARBODY LINKAGE
The carbody linkage transfers all longitudinal loads (Tractive Effort,
Braking and Dynamic Loads) between the bogie and the underframe.
A push-pull rod of 450 mm (17.7") length is located between transom
1 and axle 2 at a low height to optimize the weight shift characteristic.
Both joints consist of a double-bonded rubber bushing with a
progressive radial stiffness which provides the optimum ride
characteristics. Two non-metallic (nylon) bushings are pressed into the
rubber bushing and interface with the pins on bogie frame and
carbody.
Figure 9-7. Carbody Linkage
The rubber bushing compensates for up and down movement and

transfers any vertical loads. The non-metallic bushings compensate for
yaw rotations in joint and also transfers the vertical load. Cover plates
are mounted with three bolts.
The GFC truck design incorporates a retention chain, which is
connected to the truck frame during trucking to keep the link level and
secures truck to carbody after trucking.

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Figure 9-8. Rubber/Nylon Bushings
9.2.5 JOURNAL BEARING

This locomotive is equipped with cartridge-type grease lubricated
journal bearings. Each cartridge is self-contained, pre-assembled, pre-
adjusted, pre-lubricated and completely sealed not requiring any field
lubrication (No - Field - Lubrication) or maintenance during the
lifetime of the wheel. The bearings are applied and/or removed
without exposing the bearing elements, seats, or lubricant to
contamination or damage.
The bearing assembly, Figure 9-8, page 9-11, is pressed on the axle as a
completely sealed unit. It is retained on the axle by one end cap which in
turn, is secured to the axle by three cap screws and a locking plate.
A journal bearing adapter is used to locate the bearing assembly
within the truck frame. The bearing adapter uses a split ring adapter
which must be clean and free of dust, dirt, metal chips, and foreign
material which could otherwise interfere with the proper seating of the
bearing in the adapter.
The adapter serves to position the journal springs between the truck
frame and the axle to transmit vertical loads. It also provides the means
to position and control the axle laterally within the frame, as well as
longitudinal control through an attached interlocking traction rod.
Roller bearings should be given a visual inspection for signs of
overheating, excessive lubricant leakage, broken, loose or missing
parts (such as loose cap screws), loose or defective seals, cracked or
broken cups, end caps, or adapters, etc. If a seal can be removed with a
suitable probe, the bearing must be removed from the axle for
inspection and possible repair.
Under normal operating conditions, running temperatures of
approximately 56°C (133°F) may be expected. In this range, the
temperature can be checked by placing a bare hand on the journal
adapter.
TRUCK - GFC 9-11

If the hand cannot be held on the adapter for more than a few seconds,
and if the bearing is noticeably warmer than other bearings on the
locomotive, the bearing should be checked on the outside face of the
adapter with a temperature-indicating crayon of 93°C (200°F), or with
a direct reading pyrometer. If the bearing temperature is in excess of
93°C (200°F), the bearing should be removed from service for further
examination.
Figure 9-9. Typical Journal Bearing (Partial Exploded View)
In the event that one or more cap screws are found to be loose or
missing from the bearing - the wheel, gear, axle, and journal adapter
assembly should be removed from the truck. The bearing should then
be removed from the axle and a full inspection made to determine the
cause and possible resultant damage.
A small amount of grease leakage around the seals may be expected
during an initial run-in period. This leakage will eventually be reduced
to normal weeping. However, if a bearing appears to be leaking
excessively, check for loose seals.
Distorted, cracked, or damaged axle end caps should be replaced, and
the damaged caps should be scrapped.
When locomotives equipped with cartridge-type roller bearings are
placed in storage, the hand brake should be set or the wheels chocked
to prevent the equipment from moving. It is not necessary to
periodically move the locomotive to distribute lubricant over the
bearing surfaces.
9.2.5.1 AXLE LATERAL THRUST CLEARANCE
Each journal bearing adapter, when installed on the end of an axle in

the truck assembly, has a bracket section (or lug) to which thrust pads
are mounted that correspond to matching pads mounted on the truck
frame. The end axles have a resilient bonded rubber lateral thrust pad
bolted to the journal bearing adapter to maintain the 1 mm clearance
needed for good stability. The center axles have a steel lateral thrust
pad bolted to the journal bearing adapter to maintain the 15 mm
clearance needed for curve negotiation.

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Figure 9-10. Lateral Thrust Pad Mounting
Clearance limits between these lateral wear surfaces are such that, in
normal operation, the clearance will not exceed the maximum in the
period between truck reconditioning. If the clearances are beyond the
maximum limit, at any time during a routine inspection, the wear
plates and deflection pads must be replaced.
The wear plates must be given a visual inspection for possible cracks
or excessive wear, if they are to be reused.
The clearance between the lateral thrust pad and the non-metallic pad
bolted to a support on the truck frame can be measured using feeler
gauges. Feeler gauges should be approximately 25.4 mm wide and 305
mm long. Make certain the gauge is inserted adequately into the
clearance at the wearing area so a true reading is obtained. All
measurements should be taken with the journal bearings in the
position they are in when the locomotive is stopped.
CAUTION
No attempt should be made to shift the journal bearings on the axle
while the weight of the locomotive is supported by the bearings.
9.2.5.2 AXLE LATERAL THRUST CLEARANCE - END AXLES

NOTE
Axle lateral thrust clearance measurements are taken with truck
installed under locomotive
1. Measure the clearance between the lateral thrust pad on the journal
bearing adapter and the non metallic wear plate on the truck frame
on the right side.
2. Repeat for the left side. Add the two measurements together. If the
total clearance exceeds the maximum allowable (3 mm), shimming
is required.
3. Loosen the bolts that secure the lateral thrust pad to the journal
bearing adapter on both sides of the truck.
TRUCK - GFC 9-13
4. Add an equal number of 1 mm shims (PN 40165090) behind the
lateral thrust pad on the journal bearing adapter on both sides of
the truck to bring the clearance within tolerance.
5. Torque lateral thrust pad bolts to 74 Nm and recheck thrust
clearance.
Example: Right side clearance - 4 mm, left side clearance 2 mm, -

total clearance 6 mm. Add two 1 mm shims to each side (4 mm) to
bring total clearance to 2 mm.
9.2.5.3 AXLE LATERAL THRUST CLEARANCE - CENTER AXLE

NOTE
Axle lateral thrust clearance measurements are taken with truck
installed under locomotive.
1. Measure the clearance between the lateral thrust pad on the journal
bearing adapter and the non metallic wear plate on the truck frame
on the right side.
2. Repeat for the left side. Add the two measurements together. If the
total clearance exceeds the maximum allowable, (30 mm)
shimming is required.
3. Loosen the bolts that secure the lateral thrust pad to the journal
bearing adapter on both sides of the truck.
4. Add an equal number of 1 mm shims (PN 40132499) behind the
lateral thrust pad on the journal bearing adapter on both sides of
the truck to bring the clearance within tolerance (28 - 30 mm).
5. Torque lateral thrust pad bolts to 74 Nm and recheck thrust
clearance.
Example: Right side clearance - 17 mm, left side clearance 18

mm, - total clearance 35 mm. Add three 1 mm shims to each side
(6 mm) to bring total clearance to 29 mm.
Figure 9-11. Lateral Thrust Shimming and Pad Replacement

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9.2.6 HELICAL COIL SPRINGS

Locomotive truck frame-to-axle journal primary suspension is
provided by steel helical coil springs. Single coils are utilized that
generally provide for large amounts of deflection. This assists in
wheel load equalization, and improves ride qualities over rough
sections of track. It also aids in allowing yaw movement of the
traction motor/axle wheel assemblies with the truck.
Helical coil springs are specifically designed for various locomotive
weight ranges, and provide the optimum suspension system for each
range of locomotive weights. Periodically, the coil springs should be
thoroughly inspected for signs of fatigue or degradation.
1. Inspect the coils for breaks or surface cracks. Springs with any
indication of surface cracks should be scrapped. Check the
springs visually for indications of surface nicks. Deep sharp
surface nicks can cause failure of a spring, and their presence is
cause for rejection.
2. Hand wash or shot blast the coil to remove surface rust.
Pickling the spring is to be avoided. If the cleaning operation
removes all indications of surface rust, and does not reveal
corrosion pits, the spring is acceptable for qualification. If
corrosion pits are visible after the cleaning operation, scrap the
affected coil.
3. Smooth worn spots on a coil, which were caused by rubbing -
do not condemn the coil. However, it must still pass the other
qualification criteria.
For proper identification and qualification, refer to M.I. 1512.
9.2.7 DAMPERS (SHOCK ABSORBERS)

This truck is equipped as basic with vertical primary Yaw Dampers
(shock absorbers) as well as lateral and secondary Yaw Dampers
(shock absorbers) for high-speed operation.
There is rarely a partial failure of a damper. When it fails there is no
resistance to movement in compression, in rebound or in both
directions and a simple manual test can detect the failure.
NOTE
If a damper is new or has not been used for some time, it must be
stroked to obtain consistent motion before being checked for control.
Resistance developed during testing is proportional to velocity of the
test stroke.
Dampers contain a reserve of hydraulic fluid, and allow a small

amount of seepage to lubricate the piston rod. A light film of oil is
normal and is not cause for rejection. However, as the remaining oil in
the shock cannot be ascertained, any heavy leakage is cause for
replacement of the damper. A failed seal is recognizable by an
excessive accumulation of fluid (wet) / dust on the damper.
TRUCK - GFC 9-15

Once these conditions are observed it is not possible to ascertain the
amount of reserve fluid in the damper and predict remaining life.
Therefore, a damper should always be replaced, if there is any
excessive accumulation of fluid.
Dampers should be periodically inspected. Use the following easily
performed Periodic Checks and Manual Qualification procedures.
Perform the following at wheel truing or when loss of damping action
is suspected.
9.2.7.1 PERIODIC CHECKS
1. Check for leaking fluid. Make certain that oil has not been
deposited from some other source before condemning.
2. Perform manual qualification tests to detect gross loss of control.
3. Inspect bushing integrity. Bushings should not permit uncontrolled
vertical or lateral movements of the damper.
a. If a failed lateral secondary yaw damper is detected, check the
items noted in the above steps, as well as carbody linkage
assembly and traction rod assembly bearings and bushings, and
the four rubber compression spring assemblies.
9.2.7.2 MANUAL QUALIFICATION PROCEDURES

NOTE
Dampers, which are found to be reusable, should never be
disassembled using a flame-cutting device. High temperatures will
damage the bushings.
GO/NO-GO TEST
This is a quick and easy test that can be performed without completely
removing the yaw damper from the locomotive. One end of the yaw
damper is unbolted and the yaw damper is stroked manually. If there is
a force output in both compression and rebound, the yaw damper is
acceptable. If control is gone in either direction, replace with a
qualified yaw damper. If there is indication of internal looseness,
replace regardless of control.

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Vertical (Primary) Dampers

Use the following steps to qualify and replace vertical dampers:
1. Disconnect the damper from the journal bearing adapter
bracket.
NOTE
Vertical dampers must be tested in the normal vertical position.
Precautions must be made to avoid damaging the damper
bushings during the testing or wheel maintenance. For standard
bolt mount dampers, the upper mounting bolts must be loosened
before the shock is tilted away from the journal bearing bracket.
Tilting the damper without loosening the upper mounting bolt
will result in damage to the bushing. Bar mounted or lock bolt
fastened dampers must not be tilted or rotated under any
circumstances. If necessary, the entire damper assembly should be
removed during truck maintenance
2. Loosen the upper mounting bolts.

3. Manually stroke the damper while retaining the normal vertical
position.
4. Renew damper if necessary. If the damper tests serviceable,
reapply the mounting bolts and torque to 185 Nm.
Lateral And Yaw Dampers (Secondary)
Secondary lateral and yaw dampers are used to provide stability
during high-speed locomotive operation. The yaw dampers are similar
in appearance to vertical yaw damper; however, it is NOT physically
possible to interchange them.
Disconnecting only the outer end of the assembly from the truck and
manually stroking it can check the lateral yaw damper. Position during
the test is not significant for the lateral yaw damper. After the test,
torque the bolts at both ends of the assembly to 150 Nm. Inspect
lateral yaw damper mounting brackets on the underframe for fatigue
failures at the welds.
9.2.7.3 SECONDARY YAW DAMPER INSPECTION

Locomotives equipped with secondary yaw dampers and exhibit any
of the following conditions: report of rough lateral ride, truck hunting,
leaking/failed primary yaw dampers, or damaged thrust pads should be
inspected for proper yaw damper application.
CAUTION
Front and rear lateral dampers are not interchangeable
TRUCK - GFC 9-17

1. Front Lateral Damper 2. Rear Lateral Damper
Figure 9-12. Lateral Yaw Dampers
The dust cover, which has the larger outer diameter, has a label
indicating the correct orientation of the damper, refer to Figure 9-13.
Failure to apply the damper correctly will cause it to malfunction and
not provide the proper dampening forces.
Figure 9-13. Damper Orientation Label

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Procedure:
The following procedure is an additional check that should be
conducted in conjunction with normal truck inspection as outlined in
model specific maintenance instructions.
1. Verify damper is applied correctly. The dust cover end of the
damper, which has the larger OD, should be connected to the
underframe. The damper body, which has the smaller OD,
should be connected to the truck frame.
2. The orientation sticker stating “this side down” on the damper
body should face the direction indicated. If the damper has
been applied incorrectly, it must be reapplied in the correct
orientation.
Figure 9-14. Orientation Sticker Location
3. If damper is misapplied, remove and inspect for proper

operation. Reference MI 1516 or MI 1534 for general damper
inspection procedures. If necessary, replace damper using new
M16 metric self locking nuts and torque bolts to 150 Nm.
CAUTION
Self-locking nuts must not be reused
9.2.7.4 MANUAL COMPARISON TEST
A wall-mounted fixture has been designed to test and compare used

yaw damper with new yaw damper of the same type. A torque wrench
may be employed with the fixture. A yaw damper may be re-used if
the torque reading at the same stroke velocity is 75% or more of the
reading obtained with a new yaw damper.
9.2.8 RUBBER (SECONDARY) SPRINGS
9.2.8.1 GENERAL INSPECTION
Thoroughly inspect the springs for signs of degradation. Grease and

dirt accumulations on the rubber spring, resulting from normal
service, will not cause deterioration of the rubber material; however,
continuous exposure to lubrication and fuel oils has a detrimental
effect on the life of the rubber. Take care to keep such oil deposits off
the rubber springs. In addition, cleaning the rubber spring will
facilitate visual inspection.
To clean the rubber spring, wipe excess grease, oil, and dirt from the
spring with a clean cloth soaked in a mild alkali solution.
TRUCK - GFC 9-19
Do not wash the spring in paraffin degreasing agents (such as
trichloro-ethylene), caustic soda, or diesel fuel oil.
Check the unloaded spring for degradation. A certain amount of
superficial cracking (crazing) of the rubber surface is not unusual or
detrimental to performance.
Replace any spring if any layer has a tear or cut which exceeds 25.4
mm in length and 6.35 mm in depth. Replace any spring if the
accumulated length of tears in any layer exceeds 101.6 mm.
Metal plates separating the rubber layers are covered with a thin layer
of rubber on the exposed edges. This is to protect the metal from
corrosion. Due to physical contact with foreign objects, in time, it is
expected that some of the protective rubber covering at the edges and
corners of the metal plates will become split, torn, and ripped away.
This is not bonding separation. This condition will not affect the
performance of the part, and is not cause for replacement.
Overhanging edges of metal parts are occasionally bent or burred
through mishandling or excessive service conditions. This is of no
consequence, as the rubber is not trapped and there is no sharp metal
edge to come into contact with the free rubber surface. Any excessive
burrs should be filed off without touching the rubber.
Rubber secondary springs are colour coded green, blue, and yellow.
For color coded spring application refer to the following table. Shims
are applied between the spring and the truck frame.
Colour Shim Size (mm) Part number

Green Do not apply shims -
Blue 1.5 mm 40168430
Yellow 3 mm 40168431
9.2.8.2 BRAKE RIGGING
The brake units are unitized pneumatically powered brake application

units. They consist of a brake cylinder, a transmission mechanism and
a slack adjuster. The models having an attached spring actuator can be
used both as service brakes and as parking brakes. The spring actuator
is released by compressed air allowing all the parking brakes on the
locomotive to be applied and released centrally from the driver's cab.

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Figure 9-15. Brake Location
Figure 9-16. Brake Rigging
There are six brake units per truck, two of which are equipped with the
spring actuated parking brake. The parking brake equipped brake
blocks are at the center axle position on each truck.
TRUCK - GFC 9-21

Block brake units designed for use as service brakes contain the
following assemblies:
• Brake cylinder and piston.
• Adjuster mechanism providing automatic adjustment in response to
brake block and wheel tread wear.
• Single acting slack adjuster which, after one brake application,
automatically corrects the increasing clearance due to wear.
• Reset mechanism for resetting the spindle after brake block
replacement.
Brake units for use as service and parking brakes are equipped
additionally with a spring actuator.
When the spring parking brake is applied, the force of the actuator
springs acts on the piston in the block brake unit's brake cylinder
through the cone coupling, nut and the spindle.
The spring actuator is equipped with a manual emergency release
allowing the parking brakes of parked vehicles to be released without
compressed air. To release the brakes, the operator must pull out the
tappet by the handle.
NOTE
For detailed service and maintenance information refer to the
Faiveley Transport Tread Brake Unit Manual (UME00809-00) in the
vendor section of this manual.
9.3 WHEEL AND AXLE INSPECTION

Wheels should be inspected for any visible defects before and/or after
each trip. Check for wear, sharp flanges, shelling, cracks, and flat
spots to see that they are within the limits of the appropriate governing
authority.
9.3.1 GENERAL INSPECTION

Inspect wheels daily for thin and damaged flanges, broken rims,
cracks, flat spots, or any other obvious defects, in accordance with
applicable rules and regulations.
Check wheels for thermal cracking or other evidence of overheating.
If thermal cracking or an overheating condition has occurred, true
wheels in accordance with this section of the maintenance manual.
9.3.2 WHEEL DEFECTS

Inspect and check the wheel flange height, flange thickness, and wheel
tread using an approved wheel gauge as required, Figure 9-17,
page 9-24, in accordance with applicable regulations.
If any one or combination of the following wheel conditions exist, the
wheel must be condemned.

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• A single flat spot that is 64 mm or more in length, or two adjoining

spots that are each 51 mm or more in length.
• A gouge or chip in the flange that is more than 38 mm in length and
13 mm in width.
• A broken rim, if the tread, measured from the flange at a point 16
mm above the tread, is less than 95 mm in width.
• A shelled out spot 64 mm or more in length, or two adjoining spots
that are each 51 mm or more in length.
• A seam running lengthwise that is within 95 mm of the flange.
• A flange worn to a 22 mm thickness or less, gauged at a point
10 mm above the tread.
• A flange height of 38 mm or more measured from tread to the top of
the flange.
• Rims less than 25 mm thick on a locomotive in road service or
19 mm thick on a locomotive in yard service.
• A crack or break in the flange, tread, rim, plate, or hub.
• A loose wheel.
NOTE
Fusion welding may not be used on steel wheels of locomotives used
in road service.
9.3.3 HOW TO READ A TYPICAL WHEEL GAUGE

The following paragraphs provide instructions for using a typical
wheel gauge for measuring flange thickness flange height, vertical
flange rim thickness, and flat spots. Report faults to supervision.
The wheel gauge, Figure 9-17, page 9-24, has three sets of scaled
markings and one moveable finger. The moveable finger is used for
measuring flange thickness and flange height. The marking scaled in
inches is used to determine rim thickness. The 63.5 mm (2-1/2 in)
mark (A to B) is used for determining condemning flat spots.
Remove dirt from the backside of the wheel, where measurements are
being made, to prevent incorrect readings.
TRUCK - GFC 9-23

Figure 9-17. Wheel Gauge
9.3.3.1 MEASURING WHEEL FLANGE THICKNESS
Flange thickness is measured with the gauge positioned on the wheel

as illustrated in Figure 9-18, page 9-25. When making the
measurement, the gauge must be held flush against the inside edge of
the wheel. The movable finger must be moved so the scale (from 0-9)
aligns with the O mark on the stationary finger (point C). The possible
finger positions correspond to the indexing scale in Figure 9-18. A
flange width measurement between 6 and 7 on the finger and O on the
gauge is the limit on flange thickness.
The flange reading in Figure 9-18 is a 3 flange. When marking this
reading on the inspection sheet, Figure 9-19, page 9-25, it would be
recorded as a 3 in the appropriate box. If there is any doubt as to the
wheel having a thin flange, the wheel defect gauge No. 700 should be
used to check the flange, Figure 9-18, page 9-25. Report flange
thickness of 700 gauge of 22.2 mm (7/8") or less to supervision.

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Figure 9-18. Measuring Wheel Flange Thickness
Figure 9-19. Inspection Sheet (Typical)
TRUCK - GFC 9-25

9.3.3.2 MEASURING WHEEL FLANGE HEIGHT
The flange height measurement is made with the gauge positioned as

illustrated in Figure 9-21, page 9-26. The movable finger is positioned
so that the finger rests on top of the flange.
The reading is made with the O on the movable finger (point A)
aligning with a number on the fixed scale (the scale from 0 to 6).
When the flange height is greater than a 6 on 0 the reading is made by
aligning the 6 on the fixed scale with a number on the moveable scale.
The flange height condemning limit is 5 on 6 or 38.1 mm (1-1/2"). The
flange height, illustrated in Figure 9-21, should be recorded as 4 in the
appropriate box on the inspection sheet. Refer to Figure 9-19,
page 9-25. If zero is above the 6, but the 4 is not yet aligned with the 6
(e.g. 2 on 6), the flange height is nearing condemning limits. It does
not, however, reach condemning limits until the 4 on the moveable
finger aligns with the 6 on the fixed scale.
Figure 9-21. Measuring Wheel Flange Height
9.3.3.3 WHEEL VERTICAL FLANGE MEASUREMENT
The vertical flange check is made with the wheel gauge positioned as
illustrated in both Figure 9-22, and Figure 9-23. The gauge is
positioned with the bottom of the gauge resting on the tread and the
rounded part held flush against the flange Figure 9-22, illustrates a
gauge in place against a wheel with a good flange. Notice that while
point B is touching the tread, the notch at point A is not touching the
flange. This is a good flange.

0
Notice that in Figure 9-22, the gauge touches the tread at point B and
the flange at the notch (point A). When a wheel has a contour similar
to that in Figure 9-23, that is, when the gauge touches the wheel at
both points A and B, the wheel has a 25.4 mm (1") vertical flange and
must be condemned.
Figure 9-22. Wheel Vertical Flange Measurement (Good Flange)
Figure 9-23. Wheel Vertical Flange Measurement (Condemned Flange)
9.3.3.4 WHEEL RIM THICKNESS MEASUREMENT
When measuring rim thickness, the gauge should be positioned as

illustrated in Figure 9-24, page 9-28. The stationary finger must be
resting firmly against the tread of the wheel. The readings are made on
the vertical scale which is marked off in inches. The reading is the
point where the bottom of the rim meets the gauge (in this case point
Q. The gauge is marked off in sixteenths of an inch. In Figure 9-24,
the rim thickness at point C is 60.33 mm (2-3/8") or 54.98 mm
(2-1/8") .
The condemning limit on rim thickness is 25.4 mm (1") on a
locomotive in road service.
TRUCK - GFC 9-27

Figure 9-24. Wheel Rim Thickness Measurement
9.3.3.5 WHEEL TREAD WEAR MEASUREMENT
Remove dirt from backside of wheel. Place a square on the backside of

the wheel with the square resting on the flange, Figure 9-25. The
difference in distance from the tread to the square between
measurement points A and B is tread wear. The wheel must be
condemned if tread wear exceeds 7.94 mm (5/16") for road service.
Figure 9-25. Wheel Tread Measurement
9.3.3.6 BROKEN RIM – HEAVY FLANGE MEASUREMENT
A broken rim or heavy flange resulting in 95.25 mm (3-3/4") or less of

tread is condemning. A method of checking tread of a broken rim with
a gauge No. 700 is illustrated in Figure 9-26. In this example, the
wheel would be condemned.
Figure 9-26. Broken Rim - Heavy Flange Measurement

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9.3.3.7 WHEEL FLAT SPOT MEASUREMENTS
Flat spots of 63.5 mm (2-1/2") or more or two or more adjoining flat

spots, each 50.8 mm (2") or more, are condemning. The distance from
point A to point B on the gauge, Figure 9-27, page 9-29, is 63.5 mm
(2-1/2") . The most difficult task concerning flat spots is recognizing
them. When a flat spot has been located, place point A of the gauge to
the farthest edge of the flat spot. If the opposite edge of the flat spot
reaches or passes point B, the flat spot condemns the wheel and the
wheel, must either be trued or scrapped.
Figure 9-27. Wheel Flat Spot Measurements
9.3.4 WHEEL TRUING
9.3.4.1 DETERMINING IF WHEEL CAN BE TRUED
If a wheel has been condemned for any of the conditions previously

described, it must be determined whether or not the wheel can be
trued. Wheel truing is restoring the original contour of the wheel by
turning it in a wheel truing machine. All measurements must be made
by comparing how much tread must be removed with how thick the
wheel rim is.
As a general rule, any wheel that would have a rim thickness of less
that 31.75 mm (1-1/4") after it is trued, should not be trued and must
be scrapped.
The wheel gauge will also show how much tread must be removed
from the wheel in order to restore its original contour. Sections
"9.3.3.4 WHEEL RIM THICKNESS MEASUREMENT," page 9-27
and "9.3.3.5 WHEEL TREAD WEAR MEASUREMENT," page 9-28
describe how the gauge is used to make this determination.
TRUCK - GFC 9-29

9.3.4.2 WHEEL FLAT SPOT TRUING
Before truing a wheel with a flat spot, it must first be determined if the
flat spot is condemning. Any flat spot over 63.5 mm (2-1/2") is
condemning and the wheel must be trued. Two more adjoining flat
spots, each 50.8 mm (2") or more in length is also condemning. In
order to determine how much tread must be removed to restore wheel
contour, pick the largest flat spot on the wheel.
Place the gauge as you would to measure flange height, however, be
sure to position the gauge in the center of the flat spot. A gauge
reading 6.35 mm (1/4") smaller than on a non-flat area indicates that a
minimum of 6.35 mm (1/4") tread must be removed from the wheel to
restore contour. It should be remembered that this reading will only
supply you with the minimum of tread that must be removed.
As a general rule, more tread will have to be removed than the gauge
would indicate. This is due to hard spots, which usually develop in the
flat spot when a wheel is slid flat. When truing the wheel, the hard
spot may shell out, making it necessary for more tread to be removed.
The gauge provides only an approximation of the amount of tread that
must be removed.
9.3.4.3 WHEEL FLANGE THICKNESS TRUING
When measuring flange thickness, illustrated in Figure 9-28, the

reading in the example is 6 and it is recorded as a 6 flange on the
inspection sheet. Refer to Figure 9-19, page 9-25. In order to restore
the wheel to its original contour, 9.53 mm (3/8") of metal must be
removed from the rim. Now check rim thickness. The wheel at point C
has a rim thickness of 60.33 mm (2-3/8"). Removing 9.53 mm (3/8")
of metal from the tread will leave a rim thickness of 50.8 mm (2").
Since this leaves a thickness of more than 31.75 mm (1-1/4"), the
wheel can be trued. If the rim thickness was at point B or 31.75 mm
(1-1/4"), the wheel can not be trued.
Removing 9.53 mm (3/8") of tread from the wheel in this case would
leave a rim thickness of 22.23 mm (7/8"). This is well below the
condemning limit of 25.4 mm (1").

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9.4 TRACTION MOTOR (S)

This truck is equipped with three model A2909 alternating current
(AC) traction motors. Refer to Figure 9-29. Each traction motor is
bolted to a axle-wheelset and hung from the truck frame. The power
from the traction motor is directly transmitted to the axle-wheelset
through a pinion and axle (bull) gear assembly. A gear case protects
the pinion and axle gears from contaminants and contains the gear
lubricant.
Figure 9-29. A2909 Traction Motor and Wheelset
Each AC motor has the following main components:

1. The stator, consisting of windings mounted to the motor frame.
2. The rotor, consisting of a shaft and an iron core with windings.
3. The pinion gear, which is mounted into the end of the shaft
meshes with the bull gear to rotate the axle and wheel
assembly.

AND CARBODY BOOTS
1. Check the umbrella boots between the traction motor cables and
the underframe cables. Make sure the boots are not cracked from
overheating and/or are not otherwise defective. Make sure the
boots are assembled properly (sealed and clamped).
2. Check the parts of the three traction motor leads that you can see:
Look for cuts or visibly degraded or damaged insulation, repair if
found. Make sure the clasp connectors are securely clamped.
3. Confirm that the ground lead is not broken, and is connected
between the motor and the locomotive underframe.
4. Check air duct boot for cracks or damage, and replace if damaged.
TRUCK - GFC 9-31

(MOTOR REMOVED)
Each time a traction motor is removed from a truck, or when the truck
is removed from the locomotive, check the traction motor rotor
bearings by hooking the motor up to a variable frequency three phases
AC source and allowing the motor to power itself.
Run the motor up to speed, then letting it coast while listening to it.
a. Run the motor for a period of time while checking bearing
heating.
b. Run the motor speed up, then shut off the power and let the
motor coast down to a standstill. Listen carefully while the
motor is coasting, and try to identify the source of any unusual
noise. Experience and comparison with other traction motors
will help distinguish faulty bearings from normal ones.
c. Run up and maintain the motor speed at a steady RPM while
periodically checking the temperatures of the bearing caps at the
commutator and pinion ends of the motor. Use a pyrometer for this
check, and write down the temperatures for a 15 minute period,
unless a bearing problem becomes evident before then. It is
normal for the temperatures to climb for a while, then level off.

BEARING ASSEMBLY RENEWAL
Refer to M.I. 3912 (Rev. C) for bearing changeout intervals and
procedures
9.4.4 TRACTION MOTOR ELECTRICAL TESTING (MOTOR IN PLACE)

There are two electrical tests for checking traction motors aboard the
locomotive. They are intended for traction motors that have been in
service on the locomotive. These tests are:
• Insulation Resistance (Megger) Testing Traction Motor Circuits
aboard Locomotive. Refer to "9.4.5 INSULATION RESISTANCE
(MEGGER) TEST TRACTION MOTOR CIRCUITS ABOARD
LOCOMOTIVE."
• High Potential Testing of Traction Motor Circuits aboard
Locomotive, if needed, it is advised that a EMD Service
Representative be requested for proper procedures.
9.4.5 INSULATION RESISTANCE (MEGGER) TEST TRACTION MOTOR

CIRCUITS ABOARD LOCOMOTIVE
To test individual traction motors, the motor circuits must be isolated.
1. Follow the IGBT traction inverter safety procedure to ensure
DC Link is discharged. Refer to "1.5 GT46AC IGBT
TRACTION INVERTER SAFETY PROCEDURE," page 1-3.

0
2. From outside the locomotive, remove the bolted phase modules

access panels located on the left side of the locomotive behind
the cab. Refer to Figure 9-30.
3. Verify lack of voltage at the traction motor cable connections
before disconnecting. Use High Voltage probe (EMD P/N
40054122).
4. Set a Biddle Model BM11 Megger to test the traction motor
circuits. Connect the negative megger lead to ground.
NOTE
This megger cannot put out more than 10 to 20 microamps, and
therefore will not destroy insulation. Certain other meggers can
put out over one milliamp - they can be destructive
Connect the megger lead to the desired traction motor leads. Test at
1000 V. If a problem is not evident, you may increase the voltage
range to 2500 V, then 5000 V. These tests check carbody cabling as
well as traction motor circuits.
The results from any tested motor circuit should be the same at all
three test voltages. If any traction motor circuit produces lower
resistance to ground as megger test voltage increases, the motor is
defective: insulation breakdown and/or tracking to ground. The worst
reading for any motor circuit tested should be at least 2 megohms. If
test results are unsatisfactory, remove the traction motor for further
testing and repair.
9.4.6 GEAR CASE

The gear case is mounted to a support arm on the traction motor,
thereby becoming an integral part of the traction motor assembly.
Figure 9-30. Gear Case Assembly
TRUCK - GFC 9-33

The case is made up of two close fitting halves with seals to provide a
complete oil-tight enclosure. The oil in the gearcase is used to lube the
pinion / bull gear mesh as well as the traction motor rotor bearing at
the pinion end of the motor.
There is a fill cap located on the inboard face of the gearcase. Proper
oil level is maintained by adding lubricant until the level is even with
the lip of the fill opening. Overcharged gearcases cause leakage
through the seals into the traction motor and also result in increased
oil and bearing temperatures.
When a gear case is removed from the traction motor/axle-wheelset
assembly, the case should be thoroughly cleaned and the old seals
and/or sealing material removed completely and discarded. Seal
retainers and all parting lines should be free of dirt, gasket sealing
compound or any foreign material.
Visually inspect the case halves for damage such as cracks,
perforations or deformities. Re-apply gear case halves using new seals
and/or sealing compound.
NOTE
For gear case removal and mounting procedures consult with an
EMD representative.
9.4.6.1 TRACTION MOTOR REMOVAL
Whenever a traction motor-wheelset assembly needs to be removed,

the following basic procedures should be used:
1. Support the weight of the traction motor-wheelset assembly
with an appropriate hydraulic jack or lifting device.
2. Disconnect the nose link rod (dogbone) from the traction motor
at the lower connection. If lock bolts are used, they will have to
be cut off using a cutting torch (burned off), or lock collar
splitter.
CAUTION
Use care when removing any lock bolts with a torch in order to avoid
damage to the surrounding truck/truck frame, linkages, and bushings.

0
Figure 9-31. Traction Motor Nose Link and Bolt Assembly
3. Remove the retainer bar from the bottom of the journal bearing
adapter.
4. Disconnect all electrical cables and any other hardware
attached to the motor-wheelset or truck/truck frame that could
interfere with the removal. This includes, but is not limited to,
the wheel flange lubrication nozzles and the sanding nozzles.
5. Back the brake shoes away from the wheels. In some instances,
complete removal of the brake shoes may be required. Secure
all cables and hardware in a manner, which places them safely
out of the way of the removal process.
6. Pull the nose link (dogbone) away from the traction motor-
wheelset assembly.
7. Lift the locomotive or lower the drop table, rolling the traction
motor in a manner that will disengage the motor assembly from
the truck/truck frame limit stops. Move the motor-wheelset out
from beneath the locomotive.
8. Replace the traction motor-wheelset under the locomotive.
Reconnect all hardware and lower the locomotive or raise the
drop table. Readjust the brake slack adjusters.
9.5 TRUCK REMOVAL

The truck(s) may be removed from the locomotive by using an
overhead crane or jacks to raise the locomotive, or by use of a drop
table of sufficient capacity to handle one entire truck assembly.
1. Before any attempt can be made to separate a truck from the
locomotive underframe the following mechanisms must be
removed.
TRUCK - GFC 9-35

2. Carbody linkage system side rods.
3. Secondary yaw dampers mounted between the side frame and
the carbody side post.
4. Secondary lateral dampers are mounted between the truck
transoms and the carbody.
5. Remove all other physical connections between the truck and
the underframe; including brake and park brake connections,
sanding hoses and flange lube system connections, cables from
the traction motors, and the speed recorder or axle generator
connection. Secure cables, hoses, and all other hardware in a
manner, which places them safely out of the way during the
truck removal.
NOTE
When lifting or jacking a locomotive to remove one or both
trucks, all four corners of the unit should be raised equally to a
height which will permit end removal (roll out) of the complete
truck. The locomotive should be supported on solid blocking
located under center sills near the jacking pads, if it is to be held
in a raised position for any period of time.
Reinstallation of the truck assembly is simply reversal of the removal

process.

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SECTION 10. ELECTRICAL POWER GENERATION AND

DISTRIBUTION
CONTENTS OF SECTION
10.1 INTRODUCTION AND THEORY OF OPERATION ................................................................10-3
10.1.1 ROTATING ELECTRICAL EQUIPMENT OPERATING SEQUENCE ...............................10-5
10.2 TRACTION ALTERNATOR /COMPANION ALTERNATOR ..................................................10-6
10.2.1 TRACTION ALTERNATOR FRAME AND STATOR .........................................................10-7
10.2.2 TRACTION ALTERNATOR ROTOR .................................................................................10-7
10.2.3 TRACTION ALTERNATOR/COMPANION ALTERNATOR BRUSHES & SLIP RINGS....10-7
10.2.4 MAIN ALTERNATOR ASSEMBLY MAINTENANCE .........................................................10-8
10.2.5 TRACTION ALTERNATOR OUTPUT PROCESSING AND DISTRIBUTION .................10-15
10.2.6 TRACTION ALTERNATOR LOAD TESTING..................................................................10-15
10.2.7 COMPANION ALTERNATOR .........................................................................................10-15
10.2.8 THE AUXILIARY POWER CONVERTER........................................................................10-18
10.2.9 THE TRACTION ALTERNATOR FIELD SUPPLY CHOPPER........................................10-29
10.2.10 THE GROUND RELAY PROTECTION SYSTEM ...........................................................10-36
ELECTRICAL POWER GENERATION AND DISTRIBUTION 10-1

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10.1 INTRODUCTION AND THEORY OF OPERATION

This section describes how electrical power is produced on the
GT46AC locomotives. It includes: theory of operation, maintenance
information, troubleshooting, and equipment removal and installation.
The diesel engine, traction alternator, companion alternator, auxiliary
power converter and IGBT inverters form the basic locomotive power
generation system. Refer to Figure 10-1, page 10-4. The locomotive
electrical control system controls those elements, enabling the
locomotive to smoothly produce the expected level of traction or
dynamic braking in each power/dynamic position under varying
operating conditions.
The diesel engine drives (rotates) the main generator assembly, which
includes the traction alternator and the companion alternator. The CA9
companion alternator consists of two isolated stator windings with a
common rotating field winding.
From the companion alternator stator #1, 400 VAC (TH8) is provided
to the locomotive blower motors and 200 VAC (TH8) to the main
generator field supply chopper.
The companion alternator stator #2 output (220 VAC in TH8) is
connected to an Auxiliary Power Convertor which produces the low
voltage DC power (72-78 VDC) required for the control system,
battery charging and companion alternator excitation, thus eliminating
the need for an auxiliary generator.
The TA17-6TBEB traction alternator consists of two stator windings
excited by a common rotating field. The three phase output of each
stator winding is connected to a rectifier bank within the traction
alternator housing. The resulting DC output (DC Link) of the two
stators is connected in series and applied to IGBT inverter #1 (truck
#1) and IGBT inverter #2 (truck #2). The IGBT inverters are
connected in parallel across the series-connected traction alternator
stators.
Locomotive computer EM2000 controls excitation according to
throttle setting and feedback representing traction alternator output,
engine status, and various other conditions. To control traction
alternator excitation, EM2000 controls the main generator field supply
chopper conduction. Each inverter produces 3 phase AC output to
drive three traction motors. EM2000 computer controls the inverters
to produce the required tractive or braking effort based on
throttle/braking handles position, locomotive speed, engine status and
various other conditions.

Figure 10-1. Rotating Electrical Equipment Related to Locomotive Electrical System

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10.1.1 ROTATING ELECTRICAL EQUIPMENT OPERATING SEQUENCE
50908
Figure 10-2. Operating Sequence Diagram

CAUTION
On an AC locomotive, HIGH VOLTAGE could be present even
if the engine is shut down. Follow the IGBT traction inverter
safety procedure; whenever maintenance or troubleshooting
work is going to be done on or near any part of the DC link
circuit. That is:
Traction alternator/Main generator.
Traction rectifiers.
Phase modules.
Brake grids and B contactors.
Crowbar resistor and thyristor.
Traction motors and cabling.
DCL switchgear.
Associated cabling and bus bars.
10.2 TRACTION ALTERNATOR /COMPANION ALTERNATOR

1. The Traction Alternator consists:
• A rotor with 10 field poles.
• Slip rings #3 and #4 and brushes to conduct excitation current to the
rotor field windings. Refer to "10.2.4.2 INSPECT SLIP RINGS,"
page 10-8, for maintenance information.
• Two sets of stator windings that each producing three-phase AC
power.
• Two sets of 3 phase full wave rectifier banks. Rectified traction
alternator output is rated 860 Amperes continuous, and 2600 Volts
DC maximum.
2. The Companion Alternator consists of:
• A rotor with 16 field poles.
• Two sets of stator windings that each will produce three-phase AC
power.
• Slip Rings #1 and #2 and brushes to conduct excitation current to
the rotor field windings. Refer to "10.2.4.2 INSPECT SLIP
RINGS," page 10-8, for maintenance information.
• The Shaft and Bearing Assembly.
• The Coupling Disc.
• The Airbox.
• The Common Housing/ Frame.

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Figure 10-3. TA17 Alternator
10.2.1 TRACTION ALTERNATOR FRAME AND STATOR

The welded traction alternator frame and core assembly is a rigid
assembly that houses the stator windings, and supports the end
housing and the companion alternator stator. The three traction
alternator stator coils are internally connected into two sets of three-
phase “Y” connected windings at the bearing end of the stator.
The two sets of windings comprise the traction alternator stator. This
creates two separate sources of 3-phase AC power when the rotor
turns and excites the stator windings.
10.2.2 TRACTION ALTERNATOR ROTOR

The traction alternator rotating fields consist of series-connected field
coils wound on laminated poles, which are bolted to a drum-type
spider. The spider connects to the shaft, which is supported by a
bearing mounted in the end housing of the main generator assembly.
(The other end of the shaft is supported, through couplings, by the
engine crankshaft.)
The ten field coils are electrically connected to slip rings #3 and #4,
mounted on the bearing end of the shaft.
10.2.3 TRACTION ALTERNATOR/COMPANION ALTERNATOR

BRUSHES & SLIP RINGS
An assembly of four slip rings mounts on the end of the shaft in the
airbox. There are ten constant pressure brush holders, four mounting
at the top of the slip ring assembly, and six at the bottom.

Slip rings #3 and #4 (3 brushes per ring) conduct excitation current
from the main generator field supply chopper to the rotating field of
traction alternator’s rotor field windings. Slip rings #1 and #2 (two
brushes per ring) conduct excitation current from the auxiliary power
converter or the batteries (CAF contactor) to the rotating field of the
Companion Alternator. Refer to "10.2.4.2 INSPECT SLIP RINGS,"
page 10-8.
10.2.4 MAIN ALTERNATOR ASSEMBLY MAINTENANCE

Inspect the listed rotating electrical equipment as described in the
following paragraphs, but also check for any other obvious defects.
Perform inspections in accordance with owner and manufacturer
recommended maintenance guidelines for specific inspection items
and inspection frequency.
WARNING
When performing these maintenance operations, be extremely
careful about personal safety, and follow manufacturers and rail
safety precautions about using tools, materials, and equipment.
10.2.4.1 INSPECT OPERATION

Use this procedure if engine is started up after frequent, regularly
scheduled engine shutdowns.
1. Start the engine.
2. Check the main alternator assembly for:
• Unusual bearing vibration or machine noise.
• Unusual radiant heat, discoloration, or smoke.
CAUTION
Stop the engine and protect against undesired start up when
inspecting the Main Generator assembly brush holders, brushes
and slip rings.
10.2.4.2 INSPECT SLIP RINGS

Inspect the traction alternator field slip rings brush holders and
brushes. Short brushes should be changed and unless operating
conditions prove different, expect 6 month changeout. Refer to
"10.2.4.4 BRUSH INSPECTION," page 10-11, for maintenance
information.

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F47821
Figure 10-4. Typical Main Alternator Assembly Brush Holder and Slip Ring Assemblies
When inspecting the Main Alternator Assembly brush holders and slip
ring assemblies, check for the following defects:
• Oil on slip ring surface.
• Brush holder loose.
• Damaged brush holder or brush holder spring.
• Slip rings not running concentric with shaft.
• Rough or pitted slip ring surface caused by arcing brushes.
• Short brushes.
1. If slip ring surfaces are oily, wipe them off with clean, dry, bound-
edge cloth, and do the same for the brushes.
2. Check all brush holder mounting bolts. (Check gap of brush holder
to slip ring.) Refer to Figure 10-5. Adjust brush holders by rotating
them on insulated brush holder studs to get 1/8" ± 1/32" (3 mm±
0.8 mm) clearance over slip rings. Adjust and tighten any that are
loose.
3. Make sure all brushes can move up and down in their slots,
make sure each brush is centered within 1/16" (1.6 mm) over the
contact surface of the mating slip ring.
If any of the brushes cannot move up and down freely, or if the

brush holders do not center their brushes over the slip rings, the
brush holders will have to be adjusted or they may be damaged.
Renew any damaged brush holders.

F84085
Figure 10-5. Brush Holder/Slip Ring Gap
4. Check eccentricity on all slip rings.

None should exceed 0.15 mm (0.006") total indicator reading with
slip ring assembly installed on shaft.
If any slip ring is too eccentric, it must be replaced or remachined

to restore concentricity. Check for rough or pitted slip ring
surfaces.
Renew or machine (grind) any such slip ring. Pitted/rough slip ring
surfaces will drastically reduce brush life and cause loading
problems.
5. Check lateral runout of each slip ring. If runout on any slip ring
exceeds 0.8 mm (1/32"), renew the slip ring.
6. Wipe off insulation between slip rings with clean, dry, bound-edge
cloth.
10.2.4.3 RENEW SLIP RINGS

If it is necessary to replace one or more slip rings, remove and replace
the entire slip ring assembly. Replacement of individual rings is
possible but extreme caution must be used to ensure proper alignment,
positioning, and wiring. Incorrect application will cause major
component damage.

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10.2.4.4 BRUSH INSPECTION

1. Stop the engine and take measures to prevent accidental start-
up.
2. Inspect brushes for wear, and replace those that have reached
minimum length - 38.1 mm (1.5"). Replace brushes that are too
short to run until next inspection. Refer to "10.2.4.5 BRUSH
REPLACEMENT," page 10-12.
NOTE
Measure brush length along longest vertical side.
3. Look for chipped or broken brushes, or brushes with loose or

broken pigtails. Replace them.
4. Move brushes up and down in brush holders to release carbon
dust and foreign matter.
5. Remove and inspect slip ring brush springs for being bent/out
of parallel and/or overheated.

10.2.4.5 BRUSH REPLACEMENT
The main alternator assembly uses two different brushes: the larger
brushes connect the traction alternator field slip rings, which are
designated 3 and 4; the smaller brushes connect the companion
alternator field slip rings, designated as 1 and 2. Refer to "10.2.4.2
INSPECT SLIP RINGS," page 10-8.
10.2.4.6 BRUSH SEATING

NOTE
EMD provides brushes that have contoured faces: their contact
areas are contoured to fit the slip ring arc and do not require
brush seating.
Any brushes that do not have contoured faces must be seated. Use the
following procedure to sand in brushes.
f41649
Figure 10-6. Seating-In a Brush
1. Refer to Figure 10-6. Lift the brush and put a piece of No. 00
grade sandpaper between the brush and the slip ring, sand side
to brush.
CAUTION
Never use carborundum, emery cloth, or emery paper to seat-in new
brushes.
2. Release brush. (Spring presses brush against sandpaper.)

3. Move sand paper back and forth with the contour of the slip
ring to seat the brush.
4. Lift brush and move sandpaper back to original position.
NOTE
To prevent rounding brush edges, keep sandpaper close to slip
ring when moving it in either direction.
5. Repeat previous steps until shape of brush bottom edge

conforms to slip ring.

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10.2.4.7 BRUSH HOLDER INSPECTION

Maintenance Inspection
1. Stop the engine and take measures to prevent accidental start-up.
2. Inspect the brush holders for flashover damage.
3. Check for loose pigtail lug screws and/or broken brush springs.
4. Clean brush holders if they are dirty.
5. Use a gauge block to check clearance between brush holders and
slip rings. It should be 3.175 mm (1/8").
6. Make sure brush holder clamping bolts are tight.
10.2.4.8 INSPECT CONNECTIONS, TERMINAL BOARDS AND

ROTOR (FIELD) LEADS
1. Stop the engine and take measures to prevent accidental start-up.
2. Check for frayed or cracked insulation.
3. Check all lead connections.
10.2.4.9 TRACTION ALTERNATOR INSPECTION

WARNING
Shut down engine before proceeding. Failure to observe this warning
can result in serious injury.
Check for any physical damage to electrical components and repair or

replace as required.
10.2.4.10 TRACTION ALTERNATOR CLEANING

NOTE
Clean the traction alternator more frequently if it is subject to
excessive moisture, heat, or dust.
WARNING
Shut down engine before proceeding. Failure to observe this warning
can result in serious injury.
1. Verify that engine is shut down and take measures to prevent

accidental start-up.
2. Visually check for excessive dirt buildup or grease leakage.
Remove grease and dirt as follows:
a. Remove all dust, dirt, grease, and any foreign material from
external surfaces and electrical connections.
WARNING
When using solvents, be extremely careful and follow
manufacturers’ precautions. If solvents are flammable, use them only
in well-ventilated areas away from sparks and flame. Failure to
observe this warning can result in serious injury.

b. If necessary, use a lint-free cloth moistened with a
nonflammable solvent to remove hardened deposits of grease,
oil, and other material.
3. Blow out dirt from the stator, rectifier assemblies, slip rings area
and rotor assemblies with low-pressure dry compressed air and
brush out dirt with dry cloth, and then vacuum the airbox.
CAUTION
Do not use high-pressure compressed air to blow out dirt; it may
loosen insulation binding, and it may blow particles hard enough to
damage the insulation.
4. If the low-pressure air/dry cloth method does not remove

imbedded dirt deposits, try using a stiff nonmetallic brush, and/or a
soft wood or fiber scraper. In severe cases, where dirt has caked
onto rotating field terminals and connectors, also apply solvent
(such as Stoddard’s) to a cloth, rub the cloth on the caked areas,
and remove the dirt with the cloth and/or scrapers.
WARNING
Make sure that ventilation is adequate and that you follow all
applicable safety precautions when handling flammable fluids such
as Stoddard’s Solvent, which has a flash point of 46°C.
10.2.4.11 CHECK BEARING TEMPERATURE

The sealed, grease-lubricated, self-aligning roller bearing is assembled
in an insulated housing to prevent electrical arcing from damaging the
bearing.
Check the bearing temperature during locomotive operation by
pointing an infrared type pyrometer to the outside surface of the
bearing cover with the engine idling and up to operating temperature.
Bearing temperature rise should not exceed 25° C (77°F) above
ambient temperature. High bearing temperature can be caused by any
or all of the following conditions:
• Grease contamination.
• Main generator shaft/diesel engine crankshaft misalignment.
• Worn bearing rollers pounding on shaft.
• Bearing failure resulting from bearing fatigue/wear.
10.2.4.12 BEARING LUBRICATION AND REPLACEMENT
The bearings used in the Traction Alternator are designed to operate
for extended periods of time with no maintenance other than periodic
inspection and lubrication.

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10.2.5 TRACTION ALTERNATOR OUTPUT PROCESSING AND

DISTRIBUTION
Each of the Traction Alternator two 3 phase AC outputs is connected
to a rectifier assembly in the main alternator airbox. If rectifier
assembly replacement is required, the rectifiers assemblies can be
removed with the main alternator in place.
Figure 10-7. Rectifier Assembly
The rectifier assembly DC outputs are connected to the dynamic

braking grids through braking contactors (in self load test) or to the
IGBT inverters through a DC Link switchgear.
The bogie #1 inverter produces the AC power for the traction motors
1, 2 and 3 and the bogie #2 inverter produces for traction motors 4, 5
and 6. EM2000 controls the inverters to produce the required tractive
effort.
10.2.6 TRACTION ALTERNATOR LOAD TESTING

The best way to verify the traction alternator capability to deliver the
proper output, is to perform a locomotive self load test. By observing
the data shown on the FIRE screen during the self load test, the tester
can ensure traction alternator proper operation. Refer to Section 15 of
this manual for complete self test operation description.
10.2.7 COMPANION ALTERNATOR

Mechanically coupled to the traction alternator, the companion
alternator consists of:
1. A rotor with 16 field poles.
2. Slip rings (1 and 2) and brushes to conduct excitation current to
the rotor field windings. The two slip rings (1 and 2) and four
corresponding brushes conduct excitation current to the
rotating field of the companion alternator.
3. Two isolated stator windings in a common stator housing
which produces three different three-phase AC outputs.
Companion Alternator
Connections Box
Figure 10-8. Companion Alternator
The stator #1 winding provides two different 3 phases outputs (see

Figure 10-1). One output is used to power the locomotive blower
motors (about 400 VAC in TH8) and, the other one is used as the
power source to excite the traction alternator field (about 200 VAC in
TH8). The companion alternator stator #2 three phase output (220
VAC in TH8) is connected to a Auxiliary Power Converter, which
produces the 72 to 78 VDC necessary to the control system, battery
charging and Companion Alternator excitation. Companion alternator
connection points are now mounted in a housing located on the left
side of the main generator assembly.

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For maintenance of companion alternator slip rings, refer to "10.2.4.2

INSPECT SLIP RINGS," page 10-8. Following the engine start,
EM2000 connects the locomotive battery to the companion alternator
field through the slip rings. Once the companion alternator output is
sufficient, the battery supply is dropped and the Auxiliary Power
Converter rectified output is connected to the companion alternator
field.
10.2.7.1 TRACTION ALTERNATOR REMOVAL PROCEDURE

1. Remove turbo speed sensor cable from engine hood and rear of
generator compartment. (Operator’s side)
2. Remove bolts retaining engine hood to underframe.
3. Lift engine hood off underframe.
4. Disconnect wiring to generator blower. Lift the generator blower
motor assembly from the locomotive once unbolted.
5. Remove the generator blower air duct from between the generator
and the generator blower motor opening on the inside of the
generator compartment.
6. Remove the flexible air duct, at the engine end only, between the
engine air filters and turbocharger. (it may also be necessary to
remove the turbo air inlet ring in order to allow the chains from the
crane to access the lifting lugs on the generator).
7. Remove the partition wall clips and ring from around the
generator. Remove the plates, on both sides of the generator, that
close the hole between the generator mounting pad, partition wall
and the underframe. (When reassembling, this wall and the plates
must be re-caulked to form an air tight seal in the generator
compartment.)
8. Remove the bolts securing the generator compartment to the
underframe.
9. Lift the generator compartment off of the underframe.
10. Unbolt the aftercooler pipe from the left side of the locomotive
where it connects to the top of the engine (Four small flange bolts).
Bend this flexible braided pipe out of the way to allow access to
the electrical panel on the generator and the flywheel bolts.
11. Remove the flywheel guards from both sides of the engine.
12. Disconnect the traction alternator cables from the front of the
generator and from the terminal board on the side of the generator
(under the cover on the generator).
13. Remove the traction alternator coupling disk bolts.
14. Remove the traction alternator mounting bolts and dowels from the
generator feet.
15. The traction alternator is now ready for removal. Bolt on quantity
(2) of P/N 8072352 anchor shackle base to use as lifting eyes.

10.2.8 THE AUXILIARY POWER CONVERTER
With the implementation of the Auxiliary Power Converter (APC), the
Auxiliary Generator, Digital Voltage Regulator (DVR) and Battery
Charging Assembly are now eliminated.
The APC is a modular unit located inside the inverter control cabinet.
As shown in the figure below, power to the APC is taken from one of
the variable Voltage/Frequency Companion Alternator windings. Input
to the APC is a three phase, alternating current with both frequency
and voltage proportional to locomotive engine speed, ranging from
44.4 VAC RMS / 26.7 Hz @ engine idle (200 RPM) to 200 VAC RMS
/ 120 Hz @ Throttle 8 (904 RPM).
10.2.8.1 APC - THEORY OF OPERATION
Figure 10-9. Auxiliary Power Converter
As stated earlier, the CA9 output terminals 7-8-9 provide the three-
phase AC input to the APC. Each phase is protected by an 800-amp
fuse, which is bolted to standoff insulators located below the APC in
the inverter compartment.
If testing or measurements of the inputs to the APC are required, test
points TP7, TP8, and TP9, located in the electrical locker near the
EM2000 computer chassis, are convenient points to connect to.
From the Fuses the CA9 output is then applied to the APC Module.
The APC first rectifies the three-phase power providing a raw non-
filtered DC voltage between 90 and 320 VDC (varies with CA9
output). This DC voltage output is then regulated using solid-state
devices that are controlled via PWM (Pulse Width Modulation)
technology. The APC sets the duty cycle at a fixed frequency of 1000
hz in order to maintain control of the required 74 VDC regardless of
engine speed or voltage input from the CA9 alternator. The APC,
PWM control allows precise regulation of the 74 VDC battery circuit
with a higher Kw power output capability than the auxiliary generator
system.

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Figure 10-10. APC (Auxiliary Power Converter)
The regulated output of the APC is then passed through a filter

network external to the APC. This Filter is made up of four capacitors
(filter capacitor assembly) and two inductors APC Inductors 1 and 2
and is designed to eliminate any ripple or chop on the 74 VDC battery
circuits. This filtered output could be considered as a low voltage DC
LINK providing a continuous 74 VDC to the auxiliary & battery
charging circuits. The regulated and rectified output will be set
between 72 and 78 VDC at a maximum of 31 Kw output. The charging
voltage setting will vary depending on ambient temperature at the
batteries.

Figure 10-11. APC Capacitors
The filtered 74 VDC positive output of the diode assembly, feeds 2

battery positive terminals, BP and BCP. These 2 circuits are the main
feeders to all low voltage circuits.
A third terminal called CAP terminal provides a constant 74 VDC to
the CA9 rotating field.
A Diode Assembly, located in the inverter compartment beside the
APC assembly, contains a group of diodes connected in a way to
prevent systems or components such as the HVAC and cab heaters
being energized when the engine is shut down and/or the APC output
is zero. This arrangement prevents unnecessary current draw from the
batteries and premature discharge. This assembly works the same way
as the battery-charging rectifier on locomotives equipped with
auxiliary generators.
The APC provides 3 main functions:
1. Companion alternator excitation - This 74 VDC output (CAP
terminal) from the APC assembly provides field excitation for
the CA9 companion alternator. CA9 frequency/voltage output
changes with any change in engine RPM.
2. Battery Charging - The 74 VDC output from the APC is used to
charge the locomotive batteries when the locomotive is running
and the APC is working (BP string).
3. Low Voltage Circuit Power - The APC provides 74 VDC to 2
groups of battery powered circuits (BP and BCP strings).

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F84086
Figure 10-12. APC Circuit

10.2.8.1.1 BP String
This string supplies Battery Positive to circuits such as battery
charging, lighting, fuel pump, etc. These circuits are always connected
to battery positive regardless of whether the diesel engine is running
and the APC is producing power or not. It is important to keep in mind
that the BP String circuits are fed from the battery circuit (battery
switch in) and any circuits connected are live even when the APC is
not producing power.
10.2.8.1.2 BCP String

This connection supplies the Battery Control Positive to circuits such
as the HVAC, window heaters, air dryers, auxiliary cab heaters, etc.
are fed from this output.
The BCP String circuits are only live when the Engine is running and
the APC is producing power. When the diesel engine is shut down, the
Diode Assembly prevents battery power from feeding these circuits.
10.2.8.1.3 Flashing the Alternator Field During Start Up

As mentioned earlier, the APC provides excitation to the companion
alternator field after the engine has been started. Initial excitation of
the alternator is accomplished by flashing the field using the
locomotive batteries during the start sequence.
Approximately 10 seconds after the engine start is confirmed,
EM2000 sends out a CAF signal through DIO-2 (OUT) Channel 3
energizing the CAF coil, which in turn closes the main CAF interlock
allowing battery voltage to be applied across the RE CAF load resistor
and CA9 field. This action excites the CA9 alternator, which generates
a three phase AC output and allows the APC to start. After
approximately 30 seconds the EM2000 de-energizes the CAF relay
and the Alternator excitation is provided solely by the CAP output of
the APC.

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F84087
Figure 10-13. APC Circuit - Battery Compartment Temperature Probe

10.2.8.2 APC INPUTS FROM EXTERNAL DEVICES
As mentioned earlier the APC assembly provides a regulated 74 VDC
output for battery charging and operation of the low voltage control
systems. To fully understand its operation we will explain various
inputs/outputs that affect the APC operation.
Control power to the APC is controlled by a double-pole 3 amp circuit
breaker located in the circuit breaker panel.
The APC receives ambient temperature information from a
temperature probe (BTA), located in the battery compartment. Refer to
Figure 10-14, page 10-27. Since colder temperatures have a negative
effect on the battery's ability to accept a charge, the APC can vary
voltage output to the battery charging circuit. The normal operating
and regulated range of the APC is 72 to 78 VDC.
10.2.8.3 EM2000 COMPUTER INTERFACES WITH THE APC

In addition to the inputs listed above, the APC has to communicate
with EM2000. Listed below are the various feedback signals to
EM2000 from the APC.
10.2.8.3.1 Multiplexed Inputs

• APCCB - A 74 VDC input to this channel tells EM2000 the 10 amp
APC CB is closed.
• APCIN1 - The 1st of 4 input bits to EM2000 concerning the APC
operating status.
• APCIN2 - The 2nd of 4 input bits to EM2000 concerning the APC
operating status.
• APCIN3 - The 3rd of 4 input bits to EM2000 concerning the APC
operating status.
• APCIN4 - The 4th of 4 input bits to EM2000 concerning the APC
operating status.
These 4 inputs allow EM2000 to monitor the APC status. Various
combinations of the 4 bits produce a hexadecimal code, which provide
a description of different operating failure modes of the APC. These 4
inputs are easily viewed on a FIRE screen data meter. Additionally,
the fault messages will be displayed on the FIRE screens.

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Table 10-1. APC Status Codes
Binary Numeric
Displayed Signals Value Value APC Status
APCIN4 APCIN3 APCIN2 APCIN1
OFF OFF OFF OFF 0000 0 Not Used
OFF OFF OFF ON 0001 1 Normal Shutdown
OFF OFF ON OFF 0010 2 Soft Start / Stop
OFF OFF ON ON 0011 3 Insufficient CA Voltage
OFF ON OFF OFF 0100 4 Current Limit
OFF ON OFF ON 0101 5 BTA Sensor Fault
OFF ON ON OFF 0110 6 Under Voltage Trip

OFF ON ON ON 0111 7 Over Voltage Warning
ON OFF OFF OFF 1000 8 Not Used
ON OFF OFF ON 1001 9 Heat Sink Temperature Limit
ON OFF ON OFF 1010 10 Over Voltage Trip
ON OFF ON ON 1011 11 Not Used
ON ON OFF OFF 1100 12 Under Voltage Shutdown
ON ON OFF ON 1101 13 Negative Phase Sequence
ON ON ON OFF 1110 14 Phase Loss
ON ON ON ON 1111 15 Normal Operation

10.2.8.3.2 CAF Relay Status
The last input channel to EM2000 that is related to the APC circuit is
the CAF relay operation. The CAF relay is picked up during initial
engine start up to flash the CA9 field and start CA9 AC output.
10.2.8.3.3 DIO-2 (IN) Channel # 5

CAF - If this output is high the Companion Alternator Field (CAF)
flashing contactor is closed.
10.2.8.3.4 EM2000 OUTPUT CHANNELS

EM2000 controls the APC using 2 output channels. Refer to Figure
10-16, page 10-31:
1. The APC inhibit channel is turned on to deactivate the APC.
2. The APC reset channel is turned on to reset or restart the APC
operation.
10.2.8.3.5 DIO-2 (OUT) Channel # 22

APCINH - APC Inhibit
• If this output is high APC operation is suspended.
• This output is low for normal APC operation.
10.2.8.3.6 DIO-2 (OUT) Channel # 21

APCRST - APC Reset - This output is high if the APC needs to be
reset.

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F84088
Figure 10-14. APC Circuit - EM2000 APC Inhibit and Reset Channels

10.2.8.4 APC - OPERATING STATUS
The power converter has five LED’s, located on the module faceplate,
which indicates the APC's operating status.
Based various operating or possible fault conditions, the APC, will
send EM2000 status signals (hexadecimal codes) and at the same time
the group of LED’s on the module faceplate will provide a visual
indication of its status.
1. Control Voltage LED is ON - The 10 amp APC circuit breaker
is closed and battery voltage is present.
2. AC Voltage LED is ON - When there is three phase AC input
from the companion alternator.
3. The Enable LED is ON - When EM2000 is not inhibiting the
operation of the APC.
4. The DC Voltage LED turns ON - When the APC produces an
output between 72 and 78 VDC.
5. The Fault LED turns ON - When a malfunction is detected by
the APC controller and/or the AC input is lost.
Figure 10-15. Auxiliary Power Converter - LEDs

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10.2.8.5 APC RESET PROCEDURE

If the APC or EM2000 detects a fault during operation, a fault
message will be triggered and displayed by EM2000.
Typical faults registered by the APC:
• AUX CONVERTER OVER VOLTAGE TRIP, AUTOMATIC
RESET
• AUX CONVERTER UNDER VOLTAGE WARNING,
AUTOMATIC RESET
• AUX CONVERTER UNDER VOLTAGE TRIP, AUTOMATIC
RESET
• NO LOAD, AUX CONVERTER SHUTDOWN UNDER
VOLTAGE FAULT
The APC is programmed to allow 3 faults within a five-minute
timeframe. If more than 3 faults occur in the three minutes, APC
operation will cease (locked out) and a crew message will appear:
• NO LOAD, AUX CONVERTER SHUTDOWN - UNDER
VOLTAGE FAULT
• NO LOAD, AUX CONVERTER SHUTDOWN - OVER
VOLTAGE FAULT
NOTE
Once a lockout occurs, the APC has to be manually reset by
cycling the 3-amp APC circuit breaker, located behind the engine
control panel in the crew cab. If the fault is serious enough and
the lockouts continue to occur, the cause of the failure must be
investigated by maintenance personnel.
10.2.8.6 CHECKING FOR GROUNDS - CA9 OUTPUT WINDINGS (7, 8, 9)

TO THE APC
One of the methods used to check for grounds on the CA9 AC output
windings involves using a test light connected to ground. If a phase is
grounded the light bulb provides a quick way to determine if a phase is
indeed grounded.
While this test remains valid for output windings 1 through 6 of the
companion alternator, a different procedure is required to check the
APC circuit windings.
The APC is a Phase Controlled SCR bridge and due to its circuit
characteristics, the light bulb will light whether or not there is a true
ohmic ground. This is a normal phenomena for this particular circuit
and does not truly indicate a faulty APC or winding.

10.2.8.6.1 Test Procedure
With the locomotive shut down and protected against unwanted start up:
• If a short to ground in the APC winding of the CA9 is suspected, use a
megger to determine if there is a ground: Disconnect the 3 cables at
the fuses that go to the APC and jumper the 3 fuses together. Place the
megger on the 600 V scale and megger from the fuses to ground. The
minimum reading should be at least 1 meg ohm or better.
• To megger into the APC itself: Disconnect the P1 and P2 round
control connectors from the right hand side of the assembly by
twisting the shells 1/4 turn counter clockwise, while pulling. Jumper
the 3 input power cables together and megger from the cables to
ground. The minimum reading should be at least 1 meg ohm or
better.
10.2.9 THE TRACTION ALTERNATOR FIELD SUPPLY CHOPPER

Located in the inverter control cabinet, the Traction Alternator Field
Supply Chopper's function is to provide rectified and regulated current
to the traction alternator field as requested by EM2000. This new
device replaces the Silicon Rectifier Assembly that was used on
previous locomotives.
Because the TA field supply chopper can provide EM2000 with
Companion Alternator voltage/frequency feedback information and
amplify the computer weak gate signals, it eliminates the need for:
• The Firing Control Feedback (FCF) module.
• The Firing Control Driver (FCD) module.
• The SCR Assembly.
10.2.9.1 TA FIELD SUPPLY CHOPPER OPERATION

Power to excite the traction alternator comes from the Companion
Alternator three-phase AC output terminals 4 - 5 - 6. The AC output
varies from about 60 VAC in Idle to approximately 200 VAC in 8th
throttle. The three-phase output is connected (through GFC contacts)
to terminals PHS-A, PHS-B and PHS-C of the field supply chopper.
As with previous locomotives, two phases are protected by the 100-
amp GEN FLD breaker.
Test points TP4, TP5 and TP6, located in the electrical control cabinet
near the EM2000 computer chassis, are connected between the GEN
FLD breaker and the GFC contactor and provide easy access to check
the AC input to the Chopper. The GEN FLD CB must be set and the
GFC contactor must be picked up to allow AC be applied to the TA
Field Supply Chopper Assembly.
The TA Field Supply Chopper is a modular assembly located within
the inverter compartment above the APC assembly and made up of a
rectifier assembly, a chopper control module (CCM), a chassis
assembly to connect various control inputs/outputs and 2 IGBT gating
devices. The input AC to the Chopper is rectified to DC by the full

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wave rectifier assembly. The rectifier assembly output will vary (90 to
300 VDC) as the AC input voltage changes. The DC is filtered and
smoothed by a 4400 µF capacitor connected across the rectifier
assembly output. This DC is applied to IGBT #1 (Insulated Gated
Bipolar Transistor) switching device and when turned on, will allow
current flow through the MG field circuit.
A resistor RE-MGf1 connected across the MG field allows the TA to
unload quickly by providing a discharge circuit when the GFD
contactor drops out
F84089
Figure 10-16. Traction Alternator Field Excitation Circuit
10.2.9.2 TA FIELD SUPPLY CHOPPER - CONTROL

This section will explain the components of the Supply Chopper and
how they interact with outside systems to control the MG field current.
Below, is a list of the main components:
1. A full wave rectifier assembly.
2. IGBT gating devices.

3. A chopper control module (CCM):
a. Gates two IGBT switching devices (- #1 for MG excitation -
#2 crowbar the field circuit to unload the MG quickly).
b. Provides MG diode fault detection and protection.
c. Interfaces with EM2000 (CPM 402 module).
4. A chassis assembly to connect various control inputs/outputs
and power supplies.
Power for the MG field is supplied by the CA9 output and varies
between 60 to 200 VAC. The full wave rectifier assembly DC output
varies between 90 to 300 VDC and is used to supply the MG field
current. Diesel engine speed will determine CA9 and the rectifier
assembly voltage levels.
The Chopper Control Module (CCM) main function is to drive or
gate IGBT #1 switching device. Control of the gating signals in the
CCM is provided by EM2000. EM2000 calculates the duty cycle
requirement for the output signal based on the CA9 output available
and the current required for the MG field, this signal is then sent to the
CCM module. The CCM logic translates a constant frequency of
1000Hz into a variable duty cycle PWM waveform, directly
proportional to the main generator field current requirement. This
pulse is sent to the gate of IGBT #1. As the width of the pulse
increases, current flow from the source to the drain of the IGBT also
increases, allowing greater current to flow in the Main Generator field.
The amount of current allowed to flow through the MG field is
controlled by IGBT #1. This IGBT switches at a constant 1,000 Hz or
1 kHz and its output depends on changing the duty cycle. The duty
cycle varies between 0% to 99%, 0% being no excitation current and
99% maximum current flow.
The chopper provides MG diode protection. IGBT # 1 is used to feed
the MG field and IGBT# 2 is used to protect the rectifier banks. If the
CCM senses a fault condition in the MG circuit such an over current
or ground condition, the following sequence of events happens:
1. The CCM removes the gating signal to IGBT #1 shutting down
MG excitation.
2. The CCM Gates IGBT #2 and force a crowbar to begin
unloading the MG field circuit.
3. EM2000 drops out the GFD, placing the MG field resistor (RE
MGF1) in the circuit.
4. The GFD interlock circuit initiates drop out the GFC opening
the AC feed to the Chopper assembly.

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Feedbacks are used to control the main generator field current which
is provided by a transducer called - MGFLD. This device produces an
output current feedback proportional to the main generator field
current. The output of the transducer is fed to the ADA module where
the analog signal is converted to digital signal and passed on to the
EM2000. This feedback signal along with other signals is computed
by EM2000 and a frequency output is sent to the CCM module to
control the PWM signal used to switch the IGBT #1 device.
F84090
Figure 10-17. Chopper Input / Output Signals

10.2.9.2.1 Inputs and Outputs that affect TA Chopper Operation
This section describes the various inputs/outputs to the TA Chopper
Assembly from the EM2000 and how these signals control Chopper
operation and provide accurate TA field excitation levels.
10.2.9.2.2 CAV Input to the Chopper

Companion alternator voltage is supplied to the chopper (XFMR X2)
for monitoring purposes. This information is then supplied to the
EM2000 ADA module. This signal is identified as CAV & CAV RTN
in the chopper circuit, and is displayed as CAV on the FIRE screen.
10.2.9.2.3 Power Supply Inputs

The Chopper receives its operating power (+/- 15 VDC) from the
PSM315 power supply module, located in the EM2000 enclosure.
10.2.9.2.4 Gate Trigger Inputs

EM2000 controls the field current in the TA field, by sending gate
trigger signals in the form of an output frequency signal to the Supply
Chopper, where it is modified to a duty cycle signal in the CCM
module. This signal is identified as GATE TRIGGER in the chopper
circuit.
The duration period or the duty cycle (Time ON verses Time OFF)
determines the overall energy switched through the IGBT #1 at any
given period, which in turn determines the amount of current flowing
through the TA field circuit.
10.2.9.2.5 MGFLD_A Feedback Signals

The MGFLD is a signal produced by a transducer that represents MG
field excitation level. This signal is sent to the ADA module/EM2000
where it is compared with other signals to keep the MG field current at
desired output levels and protect against high current conditions that
can damage the MG field circuit and over excite the locomotive.

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Figure 10-18. Main Generator Field Chopper

10.2.9.3 ADDITIONAL SIGNALS USED FOR CHOPPER OPERATION
The Chopper also uses many different input/output signals to properly
control MG field current, which in turn provides the DC Link with
enough power so the locomotive can produce desired horsepower.
The tables below provide a list of the various inputs/outputs from
EM2000 to the TA Chopper Assembly and a description of what each
IO does:
Table 10-2. Table - Outputs From The Chopper
NAME CHANNEL CHANNEL TYPE FUNCTION

DESIGNATION I/O
CHPFC0 CHPFCO Channel 4 Multiplex Chopper Status Bit 0 **
(FS0P) DIO-2 (IN)
(FS0N)
CHPFC1 CHPFC1 Channel 5 Multiplex Chopper Status Bit 1 **
(FS1P) DIO-2 (IN)
(FS1N)
Companion Companion Alternator
Alternator frequency
Frequency ( feedback to EM2000.
CA FREQ)
OP MODE Operational Mode of the
locomotive
CFC Chopper Fault Signal
decoded from chopper protection
circuit (CHPFC1 & CHPFC0)
indicating a MG Rectifier fault
condition.
** Any combination of the CHPFC0 and CHPFC1 bits tells EM2000

the operating status of the chopper:
00 = Not ready Communication fault

01 = General protection fault
10 = Active - Idle
11 = Status OK

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Table 10-3. Inputs To The Chopper
NAME CHANNEL CHANNEL TYPE FUNCTION

DESIGNATION I/O
CHPRST CHPRST Channel 5 Dedicated Chopper Fault Reset Request to
(ERN) DIO-2 (OUT) the Chopper protection circuits.
CHPCBR CHPCBR Channel 4 Dedicated External crowbar & Lockout
(ELN) DIO-2 (OUT) request to the Chopper.
Chopper xxxxxxxxx xxxxxxxxx xxxxxxxxx Command from EM2000 to force
Forced Idle zero field current without a crowbar.
ELP xxxxxxxxx xxxxxxxxx xxxxxxxxx 74V Power supply to Chopper
ERP xxxxxxxxx xxxxxxxxx xxxxxxxxx 74V Power supply to Chopper
XMFR (CA) xxxxxxxxx xxxxxxxxx xxxxxxxxx Single Phase AC input from the
(AX7) Companion Alternator circuit to
(AY7) the Chopper.
10.2.10 THE GROUND RELAY PROTECTION SYSTEM
10.2.10.1 INTRODUCTION
The Ground Relay/Generator Fault Protection System functions to
protect the Traction Alternator (Main Generator), Traction Motors,
and high voltage wiring. It accomplishes this by removing excitation
from the Traction Alternator field whenever a ground, or certain other
faults occur in the high voltage system.
On the GT46AC locomotives, the Ground Relay circuit hardware has
been modified to handle salient differences in operation. Filter
capacitors are installed around the Ground Relay Diode Bridge in
order to shunt away Pulse-Width-Modulation (PWM) ground currents
which are a normal part of three-phase locomotive operation.
10.2.10.2 GROUND RELAY CIRCUIT DESCRIPTION

The Ground Relay Detection Circuit is connected between the
Traction Alternator left and right bank outputs. The Ground Relay
consists of a Pickup Coil, a Reset Coil, and a Mechanical Latch. The
GR, which is normally de-energized, will pick-up and the Ground
Relay will mechanically latch in whenever sufficient fault current (750
-825 milliamp) flows through it.
The Reset Coil can be used to reset the mechanical latch and drop out
the Ground Relay. The reset coil is operated from a DIO output
channel of the Locomotive Control Computer.
The Ground Relay circuit is intentionally connected to the locomotive
frame. Therefore, any generator imbalance condition or contact with
the frame will result in current flow through the frame between the
intentionally grounded GR circuit and the accidental ground in the
locomotive circuit.

10.2.10.3 GROUND RELAY FAULT DETECTION CIRCUIT
Various portions of the Ground Relay Fault Detection Circuit detect
specific types of faults. The following paragraphs describe the most
typical types of faults, and how they are detected.
10.2.10.4 GROUND RELAY PICKUP

When the Ground Relay picks up, the following occurs:
1. A 74 V feed is provided to an EM2000 input channel through
one of its normally-open interlocks.
2. A feed to the Generator Field Discharge (GFD) coil is opened
by a normally-closed interlock of GRD RLY, which serves to
drop out the GFD Contactor and open the circuit to the traction
alternator field supply chopper.
3. A normally-open contact of the GFD Contactor will open the
feed to the GFC coil, and drop it out.
4. Upon receiving the Ground Relay input, and as long as the
input is present, the computer will:
a. Reduce engine speed to the minimum.
b. Turn off (drop-out) GFC output channel for a drop-load fault.
c. Turn off (drop-out) GFD output channel.
d. Pick up the dynamic brake B contactors for 5 seconds. This
will serve to discharge the DC Link Capacitors after a Ground
Relay event.
e. Annunciate to the display that a ground relay fault has
occurred.
f. Archive the fault.
10.2.10.5 GROUND RELAY LOCKOUT

On previous microprocessor units, the locomotive automatically
locked out operation in a particular mode if a certain number of
ground relay trips occurred within a certain time frame. The same is
true for the GT46AC locomotive, however, the timing of these events
is slightly different with EM2000 control. Specifically, each GR event
is now timed individually without respect any other GR event. Once
10 minutes have passed since the last occurrence, the event is cleared
from the lockout routine memory. Consider the following example:
0 minutes - GR PWR
7 minutes - GR PWR
13 minutes - GR PWR
15 minutes - GR BRK
16 minutes - GR PWR
0
When the first GR in power happens, the computer begins a 10 minute

timer. When the timer expires, this particular GR is cleared from the
lockout routine memory. If two additional events in the same
operating mode occur within this 10 minute period, the unit will be
locked out of that particular operating mode. In other words, the
Ground Relay will be locked out (not reset by computer) after 3
pickups in a 10 minute period. The system must then be reset through
the display. Resetting a lockout through the display will reset only the
specific lockout. The number of induced pickups will be kept
independently so that they do not affect each other, since the induced
grounds may not be traction motor related.
On the GT46AC, the Dynamic Brake B Contactors will be picked up
for 5 seconds. This will serve to discharge the DC Link Capacitors
after the Ground Relay Lockout event.
At 7 minutes, a second event in the power mode occurs. The computer
begins a second timer that will expire at 17 minutes. When this timer
expires the lockout routine forgets this particular GR. However, this
timer in no way cancels the original timer set at zero minutes.
At 13 minutes, a third event takes place in power. With GT46AC units,
operation will continue because at 10 minutes the computer forgot that
the initial GR pick up ever happened. Therefore, GR occurrences in
the memory total “1” at the time of this event, and a lockout does not
occur.
The computer again sets a 10 minute timer to function in a similar
manner as previously described for past events.
NOTE
There are separate counters for counting the GRD RLY pickups
that occur. Pickups that occur in power do not affect dynamic
brake operation and vice versa.
At 15 minutes, GR picks up in Dynamic Brake. This event happens

within the 10 minute timer period that was started for the event at 7
minutes. Since the event was not in the power operating mode, lockout
does not happen. A 10 minute timer again starts, and functions the
same as previously described.
At 16 minutes, GR again picks up in power. The timer on the event
from 7 minutes has yet to expire. Because two power events are
already in memory, lockout occurs and the crew is notified via the
Display and Alarm Bell. The unit remains operational in all other
modes, provided that lockout of those modes has not yet occurred.

NOTE
GR events can be destructive to equipment and may cause fires.
Experience has shown that a high percentage of these events
result from moisture grounds. For this reason, operation is
allowed to continue at reduced power levels in an attempt to dry
the equipment while reducing the potential for another
occurrence. If GR persists, operation will be restricted as
described above.
10.2.10.6 GROUND RELAY AUTOMATIC RESET

Fifteen seconds after the Ground Relay has tripped, the computer will
automatically reset the Ground Relay. Once the Ground Relay has
been reset, the ground relay message will be removed from the
display.
The computer will not automatically reset the GRD RLY if Ground
Relay Lockout has occurred.
If the ground relay is still picked up after the ground relay reset (GR
RST) input has been “high” for 800 continuous milliseconds, then the
reset will be considered to have failed. This will result in a drop load
condition, and a crew message stating NO LOAD -GROUND RELAY
FAILED TO RESET.
In addition, a similar archive message will be count-occurrenced. This
will prevent false messages of GFC or GFD failing to pick up.
If the ground condition still exists when the ground relay is reset, the
reset will occur, but the crew message will call attention to the
possibility that the ground may still be there:
NO LOAD - GROUND RELAY FAILED TO RESET
GROUND CONDITION MAY STILL EXIST.
GROUND RELAY LOCKOUT MANUAL RESET
The Ground Relay will need to be reset through the FIRE screen if a
Ground Relay Lockout has occurred. This is accomplished by pressing
the appropriate reset key on the display.
Following a manual reset, the ground relay lockout message will be
removed from the display.
10.2.10.7 GROUND RELAY CUTOUT

A Ground Relay Cutout Switch (GRCO) is located on the Circuit
Breaker Panel (crew cabinet). This Switch may be used to deactivate
the ground/generator fault protection circuit during certain shop
maintenance inspections.
When this switch is closed, it provides a GRD RLY “not cutout” signal
(GRNTCO) to the computer. When GRCO is open, this input goes
“low” and the EM2000 will prevent excitation of the Traction
Alternator (dropout GFC), and will limit engine speed to the
minimum. The GRCO open condition will also be annunciated on the
display as NO LOADING - GROUND RELAY CUTOUT.

0
Figure 10-19. Control System Ground Relay Circuit (Simplified Schematic)

F84091
Figure 10-20. Ground Fault Detection Circuit
10.2.10.8 OPERATION OF GROUND RELAY PROTECTION SYSTEM

The Ground Relay Protection System detects high voltage DC or AC
grounds, Traction Alternator AC grounds, shorted windings, or the
loss of one phase group in the Traction Alternator or in the Traction
Rectifier assembly. Each phase group consists of the Traction
Alternator five stator windings and the Traction Rectifier assembly
positive base diodes, and negative base diodes. Three phase groups
are connected to each Traction Rectifier assembly. For
simplification, only one stator winding, one positive base diode, and
one negative base diode of each phase group for each bank are shown
in Figure 10-20.
The GT46AC locomotive ground relay circuit uses four 10 Ohm
resistors (REGR3A/REGR3B/REGR3C/REGR4A) in series between
the ground relay diode bridge and the center point of the series-
connected traction rectifier outputs.

0
The Ground Relay Detection Circuit connects between Ground

(locomotive carbody) and the midpoint of the series-connected
Traction Alternator outputs. In the detection circuit, the Ground Relay
(GR) operating coil is connected in series with two Bridge Rectifier
Circuits. (CRGR1 through CRGR4 make up one bridge, and CRGR5
through CRGR8 make up the other.)
The CRGR1 through CRGR4 bridge rectifies ground fault current.
When fault current is rectified, it energizes the GR pickup coil,
flowing through the coil in the N-lead to P-lead direction.
The CRGR5 through CRGR8 bridge in the detection circuit rectifies
the output from a secondary of transformer T GR. T GR secondary
output appears when current flows through any of the Ground Relay
Transductor, GRT, control windings. GRT control windings are
connected in circuits to detect Traction Alternator faults such as failed
rectifying diodes, and shorted or open phases.
When GR picks up, EM2000 control and display routines are initiated
because GR contacts close to provide feeds to computer DIO Module
input channel GRDRLY, refer to Figure 10-19, page 10-41. The
computer rings the alarm bell while GR is picked up. GR pickup drops
out Generator Field Decay Contactor, GFD. In turn, GFD drops out
the Generator Field Contactor, GFC. Open GFC contacts then block
further excitation current from reaching the Traction Alternator Field
Supply Chopper. If GR is not reset, the EM2000 will force the diesel
engine speed to idle.
To reset GR, the Computer DIO Module output channel GR RST
energizes the GR reset coil (leads designated L and M. Refer to Figure
10-19, page 10-41). If GR pickups have been too frequent, the
computer does not automatically reset it. Instead, the computer blocks
further power or dynamic brake operation, (whichever was in use
when the faults occurred), and posts the applicable message from the
following group:
NO POWER - GROUND RELAY LOCKOUT
NO LOAD TEST, DYNAMIC BRAKE - GROUND RELAY LOCKOUT
The computer then resets GR and allows operation to resume when the
operator resets the GR Lockout.
When open, the double-pole Ground Relay Cutout Switch (GRCO)
disables the ground relay fault detection system so that certain shop
maintenance inspections can be performed. The GRCO pole that
disables the detection system. Refer to Figure 10-20, page 10-42.
When the switch is closed (as shown) the detection system is enabled
(armed).

When closed, a second GRCO switch pole, refer to Figure 10-19,
page 10-41, provides a feed to DIO module input channel GRNTCO
when the switch lever is UP. When the GRNTCO channel is receiving
a feed, the computer allows the unit to load. However, when the switch
lever is down in the CUT OUT position, the GRNTCO channel does
not receive a feed. As a result, the computer will not allow the unit to
load and will display the NO LOAD - GROUND RELAY IS CUT
OUT message.
10.2.10.9 OPEN-DIODE PROTECTION CIRCUIT

The Open-Diode Protection Circuit serves to detect when all Traction
Rectifier diodes of one phase have blown, thereby single-phasing the
Traction Alternator. A single-phased generator suffers from excessive
rotor heating due to negative sequence currents. A single-phased
generator with a non-functional Open-Diode Protection Circuit can
quickly overheat the rotor to such an extent that the rotor laminations
will blue.
As shown in Figure 10-20, page 10-42, the circuit consists of six 100
Ohm Resistors RE GR1A/B/C and RE GR2A/B/C), one block Diode
Assembly (CR GR9 through CR GR14), the Ground Relay
Transductor, GRT, Transformer T GR, and 4 conventional “white
based” Diodes (CR GR5 through CR GR8) as an additional bridge
circuit around the GR coil.
10.2.10.10 FUNCTIONAL TESTING OF THE OPEN DIODE PROTECTION

The only absolutely sure method to test this circuit is to disconnect
one Traction Alternator phase and attempt to load the generator. This
is clearly impractical and hazardous as a test to be performed on a
scheduled basis, so a simplified test using a multimeter and jumper
leads has been developed.
The first step is to insure that all six AC phases are present at the 100
Ohm resistors and “block” Diodes (CR GR9 -CR GR14). With the unit
in IDLE and the Reverser in FORWARD, the DC link is charged to
approximately 800 VDC, meaning there is about 170 V between each
phase.
• Check to see that there is 170 V between each of the three RE
GR1A, B, & C Resistors, between each of the three RE GR2A, B &
C Resistors, the anodes of Diodes CR GR9, CR GR10, & CR GR11,
and the cathodes of Diodes CR GR12, CR GR13, & CR GR14.
If that checkout is complete, then the GRT and T GR circuit can be

checked out with a 74 V test light and jumper lead.
• Connect one end of the jumper lead to battery positive, and other
end to terminal 3 of GRT. Connect the one end of the test light to
battery negative and just touch for a moment the other end to
terminal 4 of GRT. The bulb will light and GR should pick up, and
then be reset automatically.

0
10.2.10.11 GRT - GROUND RELAY TRANSDUCTOR

Many faults are detected by circuits that include portions of
Transductor GRT, which consists of six control windings (two are
used) and two output windings. Refer to Figure 10-21.
Figure 10-21. Typical Ground Relay Transductor (GRT) Operating Circuit
When a fault occurs, current flows through one of the GRT control
windings. Approximately 200 mA through a GRT control winding
saturates the GRT core, lowering the inductance of the GRT output
windings. As shown in Figure 10-21, GRT output windings are
connected in series with primary windings of transformer T GR. Each
T GR primary winding has approximately a 4:1 turns ratio with
respect to the T GR secondary winding. Lowering GRT output
winding inductance allows the Companion Alternator output to be
impressed across the T GR primary windings.
Output current from T GR will be approximately four times the input
current. T GR output is rectified and flows through the GR pickup coil
from terminal N to terminal P. A current level of 750 to 825 mA
through the GR pickup coil picks up GR.

Another condition that can cause GR to trip is a sufficient number of
defective diodes in the Traction Rectifier assemblies. Sufficient
defective diodes will result in a current flow through one of the RE
GR1 or RE GR2 resistors and their respective CRs to the primary
windings of the GRT Transformer. About 200 mA will saturate the
GRT core and lower the inductance of its secondary windings. When
this occurs, Alternating Current output is rushed through the T GR
primary windings which are connected in series with the GRT
secondary windings across one phase of the Companion Alternator
circuit. This will create an output on the T GR secondary windings
which are in the GR coil circuit. The output of T GR is rectified to DC
by CR GR5, CR GR6, CR GR7, and CR GR8 and passed on to the
negative side of the GR coil. As stated before, the pick up of GR will
cause the EM2000 to take corrective actions as it receives an input
from the DIO module.
10.2.10.12 OPEN PHASE FAULT

Assume that the Traction Alternator is operating in normal balance at
the specific instant when left bank Phase A is 500 V positive, left bank
Phase B is at 500 V negative, and left bank Phase C is at Zero V, all
with respect to the center point of the series-connected traction
rectifier outputs. Also assume these same conditions to be true for the
right bank. The system is balanced and no current flows through the
Ground Relay Fault Detection Circuit. For ease of explanation, this
system is illustrated in a much simplified schematic on Figure 10-22.
Now assume that all positive-base diodes (or all negative-base diodes)
in Phase A of the Traction Rectifier #1 have failed open, as
represented by the “X” symbol in Figure 10-23, opposite. Normally,
the generator A Phase output would flow to the positive bus through
the group of positive base diodes. With the A Phase circuit open, CR
GR9 will be forward-biased when the A Phase windings enter their
next positive half cycle. The A Phase output is then impressed on GRT
control winding 7-8 through current limiting resistor RE GR1A. As
described earlier, current through the GRT control winding lowers the
inductance of the GRT output winding. This provides an output from T
GR to energize GR. Open-phase faults in the Traction Rectifier #2 are
detected in a similar manner.

0
F84092
Figure 10-22. GR Fault Detection Current Flow - Normal Operation
F84093
Figure 10-23. GR Fault Current Flow - Right Bank Phase A - Open Circuit

10.2.10.13 AC GROUND FAULTS
Again assume that the Traction Alternator is operating in normal
balance at the specific instant when left bank Phase A is 500 V positive,
left bank Phase B is at 500 V negative, and left bank Phase C is at Zero
Volts, all with respect to the center point of the series-connected
traction rectifier outputs. Also assume the same conditions are true for
the right bank. The system is balanced and no current flows through the
ground relay fault detection circuit. Refer to Figure 10-22, page 10-47.
Now assume that a ground occurs in the right bank stator Phase A
windings at point "X". This ground results in current flow through the
GR pickup coil. Refer to Figure 10-24. An AC ground in the stator #2
will be detected in a similar manner.
10.2.10.14 HIGH VOLTAGE DC GROUND FAULTS

High voltage DC grounds may be caused by insulation faults, or by
bare conductors touching grounded objects.
If grounding occurs at one of the Traction Rectifier positive bus or at
one of the cables attached to the positive bus, the potential at the
grounded point will be positive with respect to the center point of the
series-connected traction rectifier outputs. This results in current flow
from ground through the closed contacts of switch GRCO, and then
through the GR relay circuit to the center point of the series-connected
traction rectifier outputs.
If grounding occurs at the Traction Rectifier negative bus, or at one of
the cables attached to the negative bus, the potential at the grounded
point will be negative with respect to the center point of the series-
connected traction rectifier outputs. This results in current flow from
the center point of the series-connected traction rectifier outputs
through the GR relay circuit and the normally closed GRCO contacts
to ground.
F84094
Figure 10-24. GR Fault Detection AC Current Flow - Ground in “Right” Stator Phase A

0
10.2.10.15 CAPACITOR BANK

During development of the AC locomotive prototype, consistent GR
trips occurred at high motor speeds/high motor voltages. These trips
were attributed to leakage current which occurs naturally between the
stator winding of the AC motor and the motor frame. The motor frame
and stator windings together create a capacitor on the order of about
40 µF. At lower motor frequencies (lower speeds), the amount of
leakage current coming from this “capacitor” was relatively low.
The higher motor field frequency climbed, the more average leakage
current climbed, until eventually enough was present to cause GR to
pick up. The CA GR1 to CA GR7 capacitor bank filters out the high
frequency “noise” coming to GR as induced by the “capacitor”. This
Capacitor Bank. Refer to Figure 10-25.
F84095
Figure 10-25. Ground Relay Circuit Capacitor Bank
In addition, the Filter Capacitors are installed around the Ground

Relay Diode Bridge in order to shunt away Pulse-Width-Modulation
(PWM) ground currents which are a normal part of three-phase
locomotive operation. The seven 30µF Capacitors in parallel are
connected across the Ground Relay Diode Bridge to act as a low-pass
filter. The inductance of the Ground Relay Pickup Coil serves as an
additional filter mechanism. This filter is required as capacitive
ground current flows from the steep wavefronts of the PWM voltage
waveforms, through the traction motor insulation to ground, and back
to the Ground Relay. The filter causes the GR not to respond to the
~300 Hz Pulse-Width-Modulation waveform, but still respond to DC
and low frequency AC grounds.

10.2.10.16 DYNAMIC BRAKING GRID GROUNDS
The ground relay fault detection system can also detect dynamic brake
grid grounds. The system operation for dynamic braking is essentially
the same as it is during power operation.
During power operation the Traction Alternator is the source of
electrical power and the ground relay fault detection system functions
to stop current from this source by ending Traction Alternator field
excitation. During dynamic braking, however, the electrical power
being dissipated by the grids is provided by the traction motors, which
are operating as generators.
The generating function of the traction motors is ended by stopping
traction inverter operation. The computer also ends Traction
Alternator output to the DC links.
During locomotive operation in dynamic brake, the ground relay fault
detection system remains connected. The Ground Relay still works by
placing an intentional resistive ground at the generator, and measuring
the ground current through said resistive ground in order to detect
other grounds. In GT46AC locomotives in Dynamic Brake, the
midpoints of the grid resistors are connected to the ground relay
circuit through DC Link switch gear interlocks. These connections are
necessary, since the traction rectifiers are often reverse biased in
dynamic braking operation, thus blocking the electrical path to the
center point of the series-connected traction rectifier outputs and the
GR circuit.
However, these connections are not required during load test, when
the resistor grids are connected directly to the TA output, and the
traction rectifiers are forward biased. In fact, significant 3rd Harmonic
circulating currents arise between the generator ground and the grid
connection. Therefore it is necessary to switch in and out of the
ground connection to the braking grids depending on the operating
mode.
The ground relay connection switching is handled by a DCL
switchgear motor interlock. The Grid Resistors are connected to the
ground relay bridge circuit through the DCL interlock and four 10
ohm resistors. In Dynamic Brake mode, when the Traction Rectifiers
may be reverse biased, the DCL interlock is closed, connecting the
Grid Resistors to the ground relay bridge circuit. In Load Test, when
the Traction Rectifiers are not reverse biased, the DCL interlock is
open to prevent circulating currents.
The Ground Relay Protection System performs the following function
in the Dynamic Brake mode:
When the computer senses pickup of relay GR during Dynamic
Braking, it automatically resets the high voltage ground detection
system by dropping out GR, or it lets GR remain picked up, which
locks out dynamic braking operation. The computer displays the
message, GROUND RELAY DYNAMIC BRAKE.

0
When the Dynamic Brake Cutout Switch is in the CUTOUT Position

(sensed by computer DIO module DBNTCO input), the Computer
displays the message NO DYNAMIC BRAKE -DYNAMIC BRAKE IS CUT
OUT. The computer will not allow dynamic brake operation when the
switch is in the CUTOUT position.
If the computer locks out the Automatic Ground Relay Reset during
dynamic braking, the display will read NO LOAD TEST -DYNAMIC
BRAKE GROUND RELAY LOCKOUT.
When grid blower current is too high with respect to the current level
in the corresponding brake grid circuit, and this discrepancy continues
for a few seconds (provided the grid current is above a minimum), the
computer detects a fault, drops out the B contactors and drops out
GFC. Dropout of the B contactors removes power to the brake grids.
When this sequence of events occurs, the computer displays the
message NO LOAD TEST -DYNAMIC BRAKE - GRID BLOWER CURRENT
IMBALANCE.
10.2.10.17 GROUND FAULT SENSOR MODULE (GFS300)

The GFS300 module is used to measure the current flowing in the
ground relay coil. The signal is identified with the “IGND1” label.
The “IGND1” analog ground relay current is added to the standard,
ground relay fault data pack (power and dynamic brake). The
monitoring and data acquisition of the “IGND1” current is as follows:
1. The “IGND1” analog ground relay current is read every 100 ms.
2. If ten consecutive samples of “IGND1” are greater than 500
mA, an “ active event ” is created, a count occurrence recorded,
and “IGND1” is saved in an appropriate “ground relay - fault
data pack” of dynamic brake or power.
3. If a single sample of “IGND1” exceeds 600 mA, a “ flashover
event ” is created, a count occurrence recorded, and “IGND1”
is saved in an appropriate “ground relay – fault data pack“ of
dynamic brake or power.
4. The maximum value of “IGND1“ during dynamic brake mode
is captured as “imaxdb”. The maximum value of “IGND1”
during all other modes is captured as “imaxpwr” .
The analog current monitoring variables: IGND1, imaxdb, MxDBpt
(imaxdb peak time), imaxpwr, and MxPWRpt (imaxpwr peak time) are
accessible from the EM2000 programmable meters.

0
SECTION 11. ELECTRICAL SYSTEM
CONTENTS OF SECTION
11.1 INTRODUCTION .....................................................................................................................11-3
11.2 THEORY OF OPERATION .....................................................................................................11-3
11.2.1 LOW VOLTAGE OPERATIONAL SEQUENCE.................................................................11-4
LOW VOLTAGE DC SOURCES AND BC, BP, AND BTP STRINGS................................11-5
LOCAL CONTROL BREAKER AND PA STRING .............................................................11-6
CONTROL C.B. AND PT STRING; AND CONTROL FUEL P. SWITCH
AND 13T STRING .............................................................................................................11-6
11.3 EQUIPMENT DESCRIPTION AND MAINTENANCE (GENERAL) ........................................11-7
11.3.1 COMPUTER COMPARTMENT .........................................................................................11-8
11.3.2 ELECTRICAL CONTROL CABINET - BACK/SIDE WALLS............................................11-10
11.3.3 ELECTRICAL CONTROL CABINET - RELAYS ..............................................................11-13
11.3.4 ENGINE CONTROL CABINET - CIRCUIT BREAKER PANEL .......................................11-17
11.3.5 ELECTRICAL CONTROL CABINET - ENGINE CONTROL PANEL ...............................11-22
11.3.6 ELECTRICAL CONTROL CABINET - INVERTER/GENERATOR PANELS ...................11-26
11.3.7 ELECTRICAL CONTROL CABINET - INVERTER/GEN BLOWER PANELS .................11-35
11.3.8 ELECTRICAL CONTROL CABINET - INVERTER CONTROL .......................................11-40
11.3.9 JUNCTION BOX ..............................................................................................................11-47
11.3.10 BATTERY KNIFE SWITCH BOX.....................................................................................11-47
11.3.11 MISCELLANEOUS ELECTRICAL CABINET EQUIPMENT ............................................11-49
11.4 MISCELLANEOUS EQUIPMENT .........................................................................................11-53
11.4.1 AIR DRYER .....................................................................................................................11-53
11.4.2 AFTERCOOLER WATER TEMPERATURE SENSOR (AWT) ........................................11-53
11.4.3 ANTENNAE .....................................................................................................................11-53
11.4.4 BATTERIES.....................................................................................................................11-53
11.4.5 BATTERY BOX TEMPERATURE SENSOR (BTA).........................................................11-54
11.4.6 BELL (ELECTRONIC) .....................................................................................................11-54
11.4.7 DYNAMIC BRAKE RESISTOR GRIDS (RE GRID__).....................................................11-54
11.4.8 DYNAMIC BRAKE GRID INSPECTION PROCEDURE ..................................................11-54
11.4.9 DYNAMIC BRAKE CABLE INSPECTION PROCEDURE ...............................................11-54
11.4.10 EMDEC SENSORS .........................................................................................................11-55
11.4.11 ENGINE FUEL CUTOFF SWITCHES (EFCO)................................................................11-55
11.4.12 ENGINE START WARNING (ESW) SIREN ....................................................................11-56
11.4.13 ENGINE STARTER MOTORS (ST 1, ST 2)....................................................................11-56
11.4.14 ENGINE STARTER MOTOR MAINTENANCE................................................................11-56
11.4.15 ENGINE WATER TEMPERATURE SENSORS (ETP1, ETP2, ETPWD)........................11-57
11.4.16 MAIN GENERATOR CURRENT TRANSFORMERS (CTA, CTB, CTC) .........................11-57
11.4.17 MAGNET VALVES (MV__) .............................................................................................11-57
11.4.18 RADAR TRANSCEIVER..................................................................................................11-58
11.4.19 TRACTION MOTOR SPEED SENSORS ........................................................................11-59
11.4.20 TURBO SPEED SENSOR (TPU RPM) ...........................................................................11-59
11.4.21 TURBO SPEED SENSOR MAINTENANCE....................................................................11-60
11.5 SERVICE DATA ....................................................................................................................11-61
11.5.1 REFERENCES ................................................................................................................11-61
ELECTRICAL SYSTEM 11-1

0
11.1 INTRODUCTION
The coverage in this section includes theory of operation, equipment
description, maintenance procedures, and troubleshooting
information.
11.2 THEORY OF OPERATION

The electrical system distributes electrical energy from the traction
alternator (main generator), which provides a three-phase AC output
to the main traction rectifiers, which in turn provides the DC link
voltage for the Inverter traction components. The main generator also
has a second generating source called the companion alternator. The
companion alternator is integral within the main generator housing
and provides excitation to the main generator as well as power for the
auxiliary equipment. This sixteen-pole three-phase generator provides
two separate AC three phase power sources. One of the companion
outputs provides the 74 VDC power via the APC (Auxiliary Power
Converter). This system replaces the aux generator system on earlier
EMD models while providing a greater energy capacity. The other
companion alternator windings are center tapped in order to provide
two separate voltage outputs. One of the outputs provides three-phase
power for rotating equipment such as radiator cooling fans and all the
other blower fans on the locomotive. The other part of the tapped
output provides traction alternator excitation via the T.A. Field
chopper.
Refer to Figure 11-1, page 11-4 for power distribution. Refer to
Operational Sequence Diagrams, Figure 11-2, Figure 11-3 and Figure
11-4 for a simplified schematic of electrical system switches and
circuits.
The electrical system includes the EM2000 locomotive control and
monitoring computer, which is covered in SECTION 14. The FIRE
display screen is covered in SECTION 15.

Figure 11-1. Power Distribution Flow Chart
11.2.1 LOW VOLTAGE OPERATIONAL SEQUENCE
Low voltage operational sequence diagrams follow on the next three

pages:
Figure 11-2, on page 11-5, covers:

Low voltage sources
• Equipment connected in BC, BP, and BTP wiring strings.
• LOCAL CONTROL circuit breaker and equipment and/or

circuits connected in PA wiring string
• CONTROL circuit breaker and equipment and/or circuits

connected in PT wiring string,
• CONTROL FUEL P. switch and equipment and/or circuits
connected in 13T wiring string.

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11.2.2 ELECTRICAL SYSTEM OPERATIONAL SEQUENCE DIAGRAM - LOW

VOLTAGE DC SOURCES AND BC, BP, AND BTP STRINGS
Figure 11-2. Low Voltage DC Sources and BC, BP, and BTP Strings Flowchart

LOCAL CONTROL BREAKER AND PA STRING
Figure 11-3. LOCAL CONTROL Circuit Breaker and PA String

CONTROL C.B. AND PT STRING; AND CONTROL FUEL P. SWITCH
AND 13T STRING
Figure 11-4. Low Voltage DC Sources- PT and 13T Strings

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11.3 EQUIPMENT DESCRIPTION AND MAINTENANCE (GENERAL)

The following sections describe electrical equipment found in the
electrical cabinets.
NOTE
Specific maintenance procedures are not provided for all
equipment as many of the components described in the following
sections are not designed as field serviceable items. Should
maintenance be required, these components should be replaced
with new, or UTEX where available.
Where specific inspections, tests, or adjustments are required,
these procedures are provided.
Figure 11-5. Electrical Control Cabinet

11.3.1 COMPUTER COMPARTMENT
Reference page 05 of EMD schematic WD05854, as shown in
Figure 11-6.
F84072
Figure 11-6. Electrical Control Cabinet - Computer Compartment
11.3.1.1 EM2000 COMPUTER MODULE CHASSIS

This chassis houses the main module cards of the EM2000 computer.
The backplane of the chassis provides plug connection points for the
EM2000 computer.
11.3.1.2 EM2000 POWER SUPPLY CHASSIS

This chassis, refer to Figure 11-7, houses a power regulator and 3
power supply modules that supply electrical operating power for the
EM2000, some analog feedback devices, the Field Supply Chopper,
and the FIRE computer. Refer to "SECTION 14. EM2000
LOCOMOTIVE COMPUTER," page 14-1 for details.
Figure 11-7. EM2000 Power Supply Chassis

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11.3.1.3 EM2000 PANEL MOUNTED MODULES

The EM2000 panel mounted modules are located within the electrical
cabinet, near the computer module chassis. These modules include the
TLF301, ASC300, and VAM300. Refer to "SECTION 14. EM2000
LOCOMOTIVE COMPUTER," page 14-1 for details.
11.3.1.4 COMPANION ALTERNATOR TEST PANEL

The test panel is located in the electrical cabinet near the EM2000
computer module chassis. The test panel provides means for
conveniently connecting a meter to test jacks for measurement of
Companion Alternator voltages, as described in the following
paragraphs.
WARNING
Dangerous voltages are present at test panel jacks whenever the
engine is running.
ALT VOLTS AUX (TEST POINTS 1, 2, 3)

Companion Alternator output to the 3 phase blower motors
(90 to 400 VAC).
ALT VOLTS EXC (TEST POINTS 4, 5, 6)
Companion Alternator output to the Field Supply Chopper (45 to 200
VAC). This voltage can also be displayed on a FIRE screen data meter
as CA V.
ALT VOLTS APC (TEST POINTS 7, 8, 9)
Companion Alternator output to the Auxiliary Power Converter (44 to
220 VAC).
Figure 11-8. Companion Alternator Test Panel
11.3.1.5 CONTROLLER AREA NETWORK RECEPTACLE (NTWRK)

A receptacle is provided near the EM2000 computer module chassis so
that a laptop may be connected directly to the controller area network
(CAN) for diagnostic purposes.
11.3.1.6 EMDEC READER RECEPTACLE

A receptacle is provided near the EM2000 computer module chassis so
that a laptop may be connected directly to the EMDEC computer for
diagnostic purposes.

11.3.2 ELECTRICAL CONTROL CABINET - BACK/SIDE WALLS
Figure 11-9
F84073
Figure 11-9. Electrical Control Cabinet - Back/Side Walls
11.3.2.1 GEN/ALT BLOWER CURRENT SENSOR (GENBL A)

This device senses the generator blower motor current level. The
sensor output signal is rectified by the diode bridge and filtered by a
capacitor and resistor, before it is supplied to the ADA module
through a TDP board. This current signal is used by EM2000 to
monitor the status of the blower motor.
11.3.2.2 START AUXILIARY CONTACTOR (STA)

The STA contactor is energized by the EM2000 computer as part of
the engine start sequence, only after the STE relay has picked up.
When STA is picked up, its contacts close, energizing the starter motor
solenoids, and driving the starter motor pinion gears out to mesh with
the flywheel gear in preparation for engine cranking. Another set of
STA contacts closes to enable the ST contactor.
11.3.2.3 START CONTACTOR (ST)

When the start contactor is energized, full battery voltage is applied
across the 2 starter motors, cranking the engine. The ST contactor will
only energize after the STE relay and STA contactor have picked up.

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11.3.2.4 BAROMETER
This device, mounted on the back wall of the electrical cabinet above
the ground relay panel, is a pressure transducer that senses the air
pressure in the cabinet. The air pressure signal is sent to the ADA
module (EM2000). The ASC module provides 5 VDC operating power
to the barometer.
Figure 11-10. Barometer
11.3.2.5 GROUND RELAY PANEL
11.3.2.5.1 GROUND FAULT SENSOR (GFS)

The GFS sensor measures the current through the Ground Relay coil
(ground fault current). The signal from the GFS sensor is processed by
the ADA module, and can be viewed on the FIRE display as IGND1.
Refer to "10.2.10.17 GROUND FAULT SENSOR MODULE
(GFS300)," page 10-51 for details.
11.3.2.5.2 DIODE RESISTOR CAPACITOR SUPPRESION ASSEMBLY (DRC)

This sealed assembly consists of a capacitor in series with a diode-
resistor parallel combination. The DRC is in parallel with a normally
closed contact of the Ground Relay (GR). This contact opens to drop
out GFD during a ground relay event. The DRC suppresses voltage
spikes that may occur when the GR contact opens.
11.3.2.5.3 GROUND RELAY (GR)

The Ground Relay, Figure 11-11, is the heart of the ground fault
protection system. GR is a latching-type relay that has two coils: a
pickup coil (high voltage) and a reset coil (low voltage). When
sufficient fault current (750 - 825 mA) flows through the GR pick up
coil, GR picks up and mechanically latches.

Figure 11-11. Ground Relay (GR)
The GR contacts remain latched until the GR reset coil is energized by

the EM2000, even though there is no fault current flowing through the
GR pickup coil. Energizing the GR reset coil breaks the mechanical
GR latch, and GR contacts return to their dropped out state. EM2000
provides a reset lockout that prevents further resetting after a specific
number of resets within a given time period. A Ground Relay Lockout
can be reset through the FIRE screen or by toggling the ground relay
lockout reset switch on the circuit breaker panel. Refer to Section 10
for a full explanation of the ground relay circuit.
11.3.2.6 INVERTER INTERFACE MODULE

The inverter interface module receives IGBT switching commands
from the EM2000 computer, and relays these commands to the phase
modules via fiber optic cable. It also receives DC Link voltage
feedback from the VDCL3 and VDCL4 sensors, phase module current
feedback from the phase module current sensors, and traction motor
speed feedback from the traction motor speed probes. This feedback
information is communicated to the EM2000 computer.

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11.3.3 ELECTRICAL CONTROL CABINET - RELAYS

Reference page 07 of EMD schematic WD05854, as shown in Figure
11-12, page 11-13.
F84074
Figure 11-12. Electrical Control Cabinet - Relays
11.3.3.1 ALARM RELAY (AR)

This relay is controlled by EM2000 DIO-1 output channel NOAR. The
alarm relay is held energized by the EM2000 when there is no alarm
condition, and is dropped out when an alarm condition occurs. When
the alarm relay is dropped out, a normally closed contact provides an
alarm signal (74 VDC) on trainline 2T.
11.3.3.2 FUEL PUMP RELAY (FPR)

EM2000 controls the fuel pump relay. FPR picks up to energize the
fuel pump motor. One of the EFCO relay contacts is in series with the
FPR coil, so operating an EFCO switch drops out FPR and stops the
engine.
11.3.3.3 START ENABLE RELAY (STE)

This relay is energized by a digital output channel of the EM2000
when the engine start button is pushed. All EFCO switches must be
closed (not pushed in) for STE to pick up. One contact of the STE
relay is in series with start auxiliary (STA) contactor, so STE must be
energized for the start sequence to occur.

11.3.3.4 BRAKE WARNING RELAY (BWR)
The computer picks up the brake warning relay when it detects a
dynamic brake grid over-current condition. When BWR picks up,
dynamic braking operation is cut out, the FIRE display screen Brake
Warning indication appears and trainline 20T is energized to turn on
the BRAKE WARN indicator on other units in the consist.
11.3.3.5 WHEEL SLIP LIGHT RELAY (WL)

The wheel slip light relay picks up when the EM2000 WL SLP output
channel conducts, or when trainline 10T is energized. When WL picks
up, its contacts close to energize trainline 10T. Another set of WL
contacts close to confirm WL operation to EM2000. The FIRE screen
Wheel Slip indicator turns on and the FIRE computer activates the
Audio Warning speakers.
11.3.3.6 ENGINE FUEL CUTOFF RELAY (EFCO)

The EFCO relay must be energized for the engine to run. Pushing one
of the EFCO/STOP buttons causes the EFCO relay to drop out. When
the EFCO relay drops out, its contacts operate to cause an immediate
engine shutdown by stopping the fuel pump and notifying EMDEC.
11.3.3.7 ENGINE START WARNING RELAY (ESW)

This relay is energized by the EM2000 to sound a warning horn or
siren in the engine room which alerts personnel to an impending
engine start sequence. The horn or siren sounds for approximately 5
seconds between fuel prime and engine cranking cycles of the start
sequence.
11.3.3.8 PNEUMATIC CONTROL RELAYS (PCR & PCS)

The pneumatic control relay, PCR, is dropped out during penalty brake
applications to force the engine speed and power to IDLE status.
PCR is controlled by the NYAB Railway Electronics CCBII air brake
system, via the PCS relay. When a penalty brake application is
initiated, NYAB Railway Electronics CCBII drops out the PCS relay.
A contact of this relay opens, interrupting power to the PCR coil.
Once NYAB Railway Electronics CCBII has re-energized PCS, the
throttle handle must be placed in IDLE to reset PCR. Once energized,
a contact of the PCR relay acts as a latch, so the relay remains
energized when the throttle handle is taken out of IDLE.
Whenever PCR is dropped out, the FIRE screen displays the PCS
OPEN indicator.
There is a free-wheeling diode (CR PCS) in parallel with the PCS coil.

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11.3.3.9 SHUT DOWN RELAY (SDR)

The SDR relay picks up when the Throttle handle is moved to the
STOP position. When SDR is picked up, the following occurs:
• Engine fuel cutoff relay EFCO drops out. The fuel pump stops
running and EMDEC D valve (NO-FUEL setting) is energized.
• Generator field contactor GFC drops out.
• Power to the Throttle handle switch circuits is interrupted, except
THST56 and trainline 3T.
• A +74 VDC signal is placed on trainline 3T, causing all locomotives
in consist to shut down.
Moving the throttle handle to IDLE position drops out SDR and halts
the feed to trainline 3T, so that all engines in consist can be re-started.
11.3.3.10 COMPRESSOR SYNCHRONIZING RELAY (CMPSYN)

This relay is energized by the EM2000 locomotive computer when
main reservoir pressure drops to the “cut-in” setting (130 psi).
EM2000 drops out MVCC to cause the air compressor to pump. The
CMPSYN relay is energized at the same time, sending a signal on
trainline 22T, which causes the air compressors to pump on trailing
locomotives. The CMPSYN relay is de-energized when the main
reservoir pressure reaches the “cut-out” setting 965 kPa (140 psi).
11.3.3.11 DRYER CONTROL RELAY (DCR)

This relay is controlled directly by EM2000 to control the
regeneration cycling (blow-down) of the main reservoir (MR) twin
tower air filter/dryer. To prevent depletion of MR air, regeneration
cycling occurs only when the air compressor is loading, or when the
throttle request is notch 3 or higher.
The compressed air from the air compressor contains moisture which
can be detrimental to the air system components. The dryer has two
identical “tower” elements, one which is actually drying the
compressed air while the other element is being regenerated. When
DCR is energized, a contact closes to provide a 74 VDC feed to the air
dryer. Internal timing circuits in the air dryer alternate the compressed
air from one tower to the other.
11.3.3.12 TURBO LUBE PUMP RELAY (TLPR)

EM2000 controls the turbo lube pump relay. TLPR picks up to
energize the turbo lube pump motor. One contact of the turbo lube
pump relay connects the TLPR coil to the battery terminal (BTP
string). This contact acts as a latch, so that TLPR can remain
energized when the battery knife switch is opened.

11.3.3.13 SLOW SPEED CONTROL RELAY (SSCR)
This relay is energized by a digital output channel of the EM2000
during Slow Speed operation. When SSCR is energized, one of its
contacts closes to provide 74 VDC on M.U. Trainline 1T to signal
trailing locomotives that the consist is operating in Slow Speed mode.
Another SSCR contact closes to connect M.U. Trainline 24T to the
VAM module. The analog reference signal for Slow Speed operation is
produced by the ADA module, amplified by the VAM, and provided
on M.U. Trainline 24T for trailing locomotives.
11.3.3.14 BELL RELAY

This relay is energized by the Operator's BELL ON switch. When
energized, one bell relay contact closes to latch the relay in the
energized state. Another bell relay contact closes to apply 74 VDC to
the electronic bell. Pressing the Operator's BELL OFF switch
unlatches the bell relay and silences the bell.
11.3.3.15 EMERGENCY SANDING RELAYS (ESR AND ESC)

The ESC relay is energized by EM2000 when an emergency brake
application occurs. When energized, one ESC contact closes to
provide a signal on trainline 23T. Another ESC contact closes to
provide a signal on trainline 5T, and also to energize the ESR relay.
One ESR contact closes to activate all sanding magnet valves. Sanding
is provided at all sanding nozzles, regardless of direction of travel.
11.3.3.16 DBBON RELAY

This relay is used in slow speed dynamic brake mode.
11.3.3.17 RADIO POWER SUPPLY

This power supply is connected to battery voltage by the RADIO
circuit breaker. It provides 13.6 VDC operating power for the radio
system.
11.3.3.18 GPS POWER SUPPLY

This power supply is connected to battery voltage by the GPS circuit
breaker. It provides 13.6 VDC operating power for the global
positioning system.

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11.3.3.19 IGBT POWER SUPPLIES (IGBT PS__)

These power supplies provide a 24 volt, 100 Hz square wave to each
phase module for IGBT operation. They also supply power to the
OVCRF inverter protection circuit.
Figure 11-13. IGBT Power Supplies
11.3.4 ENGINE CONTROL CABINET - CIRCUIT BREAKER PANEL

Reference page 08 of EMD schematic WD05854, as shown in Figure
11-14.
F84075
Figure 11-14. Engine Control Cabinet - Circuit Breaker Panel

The following circuit breakers are located on the electrical cabinet
circuit breaker panel.
WARNING
Operating Personnel are cautioned to KEEP OUT of all
electrical control cabinets unless specifically directed by
maintenance personnel. High voltage is present within the
cabinets during, and sometimes after, locomotive operation.
The circuit breakers can be operated as switches, but also will trip
open automatically if an electrical overload occurs. Circuit breakers
that have black-background/ white-lettering nameplates must be
On (lever Up) to operate the locomotive.
To avoid causing EM2000 locomotive computer nuisance problems
when operating circuit breakers:
At engine startup:
1. Open the computer control breaker.

2. Close all other required breakers.
3. Close the computer control breaker.
4. Start the engine.
Before cycling or closing any breaker:
1. Open the computer control breaker.

2. Cycle the breaker or close the open breaker.
3. Close the computer control breaker.
A brief description of devices on this panel follows.
The Circuit Breaker Panel is located on the back wall of the
locomotive cab.
RAD BL #1 (3A)
This circuit breaker supplies operating power to the #1 radiator blower
motor inverter.
RAD BL #2 (3A)
This circuit breaker supplies operating power to the #2 radiator blower
motor inverter.
TRK BL INV (3A)
This circuit breaker supplies operating power to the truck blower
motor inverter.
TRACTION CONT (15A)
This circuit breaker supplies operating power to the IGBT inverter
Interface Module.
FUEL PUMP (30A)
This circuit breaker supplies the fuel pump motor circuit.

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DCL CONT (3A)

This circuit breaker supplies operating power to the DC Link
Switchgear motor, and also to the EM2000 digital output channels that
control this motor.
LOCAL CONT (30A)
This circuit breaker supplies power to local (not trainlined)
locomotive control circuits. Most of the relays, contactors, and magnet
valves on the locomotive, as well as the EM2000 multiplexer system,
are powered by the LOCAL CONT circuit breaker.
AC CONT (15A)
This circuit breaker connects Companion Alternator output to the MG
Field Supply Chopper for CA voltage and frequency measurement. It
also supplies CA power to portions of the ground relay circuit. If the
breaker trips during locomotive operation, the main generator will not
develop power and EM2000 will display the following message: NO
LOAD - NO COMPANION ALTERNATOR OUTPUT.
APC CONT (3A)
This circuit breaker supplies operating power to the Auxiliary Phase
Controller (APC).
COMPUTER CONT (15A)
This circuit breaker supplies operating power to the EM2000
computer.
CAUTION
COMPUTER CONT, CAB/DISP COMP, and TURBO LUBE
PUMP circuit breakers must all remain ON (lever up) for up to 35
minutes after engine shutdown following load operation. This
allows the turbo lube pump to continue running, to cool down
turbo bearings. The pump will continue to run even if the battery
knife switch is opened, as long as these three circuit breakers are
not opened. The turbo lube pump will shut off automatically.
IGBT SUPP #1 (15A)

This circuit breaker supplies operating power to the #1 IGBT Power
Supply, which provides a 24 VRMS square wave supply to the #1
truck traction inverter equipment.
IGBT SUPP #2 (15A)
This circuit breaker supplies operating power to the #2 IGBT Power
Supply, which provides a 24 VRMS square wave supply to the #2
truck traction inverter equipment.
ENG CONT (30A)
This circuit breaker supplies operating power to the EMDEC power
supply, which supplies 24 VDC to the EMDEC fuel injection
computer.
CONTROL (40A)
This circuit breaker supplies power to the trainlined locomotive
control circuits, such as throttle control, dynamic brake control,
reverser control, and sanding.

AIR BRAKE #1 (10A)
This circuit breaker supplies operating power to the electronic air
brake, from the battery knife switch (BP string).
AIR BRAKE #2 (10A)
brake, from the Control circuit (13T string).
CAB/DISP COMP (15A)
This circuit breaker supplies operating power to the FIRE computer
display.
TURBO LUBE PUMP (40A)
This circuit breaker supplies power to the turbocharger auxiliary lube
oil pump circuit. The TURBO LUBE PUMP breaker must be closed
(lever up) to start the engine. It must remain closed after engine
shutdown to provide auxiliary lubrication to the turbocharger
bearings. A safety guard is provided over the breaker to prevent
opening it accidentally.
CAUTION
COMPUTER CONT, CAB/DISP COMP, and TURBO LUBE
PUMP circuit breakers must all remain ON (lever up) for up to 35
minutes after engine shutdown following load operation. This
allows the turbo lube pump to continue running, to cool down
turbo bearings. The pump will continue to run even if the battery
knife switch is opened, as long as these three circuit breakers are
not opened. The turbo lube pump will shut off automatically.
HDLTS (35A)
This circuit breaker supplies operating power to the front and rear
headlights.
LIGHTS (30A)
This circuit breaker supplies operating power to the locomotive lights,
including class lights, cab lights, engine room lights, and walkway
lights.
CAB FANS (15A)
This circuit breaker supplies operating power to the Operator's and
helper's cab fans.
TOILET (20A)
This circuit breaker supplies operating power to the toilet system
(provisional).
AIR DRYER (20A)
dryer, which removes the moisture from the compressed air.
GROUND RELAY RESET SWITCH (GRD RESET)
When toggled, this momentary switch forces a reset of a ground relay
lockout by turning on the EM2000 Ground Relay Lockout Reset
(GRLORS) DIO input channel.

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GROUND RELAY CUTOUT SWITCH (GRCO)

This toggle switch either arms the ground relay circuit (connects it to
the locomotive power and control circuits), or disarms it. During
locomotive operation, the GRCO switch must be in the armed position
(lever up). It is normally locked in the armed position by a pin safety-
wired to a bracket. Opening the switch (lever down), cuts out the
ground relay circuit for maintenance or troubleshooting purposes. This
setting also prevents the locomotive from developing traction or
dynamic braking effort.
GEN FLD (100A)
This circuit breaker supplies Companion Alternator power to the MG
Field Supply Chopper for MG excitation.
GEN/ALT BLWR (40A)
This circuit breaker supplies Companion Alternator power to the Main
Generator / Companion Alternator blower motor.
AIR COND (125A)
Supplies operating power to the air conditioner from the APC (BCP
string).
74 VDC RECEPTACLE
This receptacle provides 74 VDC and is supplied from the LIGHTS
circuit breaker.
CAB HTR 1 & 2
These circuit breakers connect the cab heater circuits to the APC
output.
HOT PLATE
This circuit breaker connects the hot plate circuit to the APC output.
GPS
This circuit breaker connects the 13.6 VDC GPS Power Supply to
locomotive battery voltage.
RADIO
This circuit breaker connects the 13.6 VDC Radio Power Supply to
AUX LTS
This circuit breaker connects the auxiliary headlight circuits to
FUEL GAUGE
This circuit breaker connects the electronic fuel gauge circuits to

11.3.5 ELECTRICAL CONTROL CABINET - ENGINE CONTROL PANEL
Figure 11-15.
F84076
Figure 11-15. Electrical Control Cabinet - Engine Control Panel
The engine control panel is on the front wall of the electrical cabinet,
which is also the back wall of the locomotive cab. The following
devices are located on the engine control panel, and are accessible
from within the cab.
11.3.5.1 AUTOMATIC ENGINE START/STOP PANEL (AESS)

The indicator lights of this panel reflect the Auto Start system status.
The three lights are:
1. Enable (green) - When ON, the system will automatically shut
down and restart the engine.
2. Inhibit (yellow) - When ON at the same time as the Enable
light, it indicates that the system was enabled, but one of the
following conditions became true:
• Locomotive is moving.
• Reverser is not centered.
• Throttle not in Idle.
• Locomotive brakes are not applied.
• Main reservoir pressure is too low (optional).

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3. Disable (red) - When ON, the auto start system is disabled, it

will not automatically shut down or restart the engine until the
engine has been manually restarted and any causes for disable
status have been corrected.
NOTE
On some locomotive orders the three auto start indicator status
lights are disabled (turned OFF) when the isolation switch is
placed in RUN, and a direction is selected. This prevents the
operator from mistaking the reflection of the LED's in the
windshield at night for a wayside signal aspect.
Refer to "SECTION 15. DISPLAY/ DIAGNOSTIC SYSTEM," page

15-1 for detailed information on the AESS system.
11.3.5.2 CABINET LIGHTS SLIDE SWITCH

This slide switch controls four lights: 2 lights inside the electrical
control cabinet, and 2 lights inside the inverter control cabinet. The
lights are ON when the switch slider is UP, provided the LIGHTS
circuit breaker is also ON (lever UP).
11.3.5.3 DYNAMIC BRAKE CUTOUT SLIDE SWITCH

Setting this slide switch in the CUT OUT (UP) position, blocks
dynamic braking on this locomotive, but does not affect other
locomotives in consist.
Setting this slide switch in the CUT IN (DOWN) position, enables
locomotive computer EM2000 to initiate dynamic braking on the
locomotive when requested by the Operator, provided that all other
conditions are met.
11.3.5.4 ENGINE FUEL CUTOFF PUSHBUTTON SWITCH (EFCO/STOP)

Pressing this large red pushbutton for approximately 3 seconds drops
out the EFCO relay, and requests the locomotive computer to stop the
diesel engine. Holding the button in for 3 seconds ensures that the
locomotive computer recognizes the switch actuation.
There are 3 EFCO switches on the locomotive. Only the EFCO switch
on the engine control panel is equipped with a mechanism to lock it in
the shut-down (pushed-in) position when desired. The diesel engine
cannot start if switch is in the shut-down position.
11.3.5.5 ENGINE FUEL CUTOFF RESET PUSHBUTTON SWITCH

(EFCO RESET)
This pushbutton switch re-energizes the EFCO relay after it has been
dropped out, as long as the EFCO switch is not held in by the locking
mechanism.

11.3.5.6 ENGINE ROOM LIGHTS SLIDE SWITCH
This slide switch controls two lights: 1 light inside the inertial
compartment and 1 light in the cooling hood. The lights are ON when
the switch slider is UP, provided the LIGHTS circuit breaker is also
ON (lever UP).
11.3.5.7 ENGINE START PUSHBUTTON SWITCH

CAUTION
PRELUBE engine before starting if any of the following
conditions are true:
• Engine coolant water temperature is 10°C (50°F), or lower
• New engine installed in locomotive.
• Engine has just been overhauled.
• New oil filters have just been installed.
• Engine has been shut down for more than 48 hours.
Failure to pre-lubricate engine when required may result in
serious engine damage. See SECTION 5. LUBRICATING OIL
SYSTEM for pre-lubrication instructions.
The locomotive engine and equipment must be properly inspected and

set up before the engine is started.
Momentarily pressing the START pushbutton sends a signal to the
EM2000 computer, which initiates the diesel engine start sequence:
1. Engine is primed with fuel.
2. Engine start warning (ESW) is activated for five seconds in the
engine room.
3. When the alarm ends, the starter motors engage the engine ring
gear and crank diesel engine until it starts.
4. Starter motors disengage.
11.3.5.8 HEADLIGHTS ROTARY SWITCH

This switch enables the lead unit to control the headlight operation on
another unit(s) in the consist. The switch should be set according to
the position of the locomotive within the consist:
SINGLE UNIT OR INTERMEDIATE UNIT
Use this position if the locomotive is to operate without other
locomotives, or if it is between other locomotives within a consist.
CONTROLLING WITH UNIT COUPLED AT HOOD END
Use this position if the locomotive is the lead unit in the consist, with
trailing units coupled to the (long) hood end.

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CONTROLLING WITH UNIT COUPLED AT CAB END

trailing units coupled to the cab (short hood) end.
CONTROLLED FROM ANOTHER UNIT COUPLED AT
EITHER END
Use this position if the locomotive is the last unit in the consist.
NOTE
The operator’s control stand HDLTS FRONT and HDLTS REAR
switches control headlight ON/OFF and intensity functions. The
HDLTS circuit breaker on the circuit breaker panel must be ON
(lever UP) to enable other headlight controls.
11.3.5.9 ISOLATION SWITCH

This rotary switch has 2 positions:
• START / STOP / ISOLATE
• RUN
The switch must be set in the START / STOP / ISOLATE position to
allow engine starting. In this position, the locomotive will not develop
tractive or dynamic braking effort. The engine runs at idle speed
regardless of throttle handle setting. Automatic engine speed ups are
limited to throttle 2 to prevent hot oil from spattering personnel
performing engine top deck inspection. This position will also silence
alarms caused by NO POWER condition as determined by the
locomotive computer. However, it will not silence HOT ENGINE or
TRACTION MOTOR alarms.
Additionally, setting the isolation switch in the START / STOP /
ISOLATE position directly energizes all B contactors, discharging DC
Link voltage across the DB resistor grids. This switch should
ALWAYS be set in the START / STOP / ISOLATE position before
entering the electrical cabinet or the inverter cabinet. Refer to
"SECTION 1. INTRODUCTION," page 1-1 for details on the inverter
discharge procedure.
Moving the switch to the RUN position will allow the locomotive to
respond to operator requests for tractive effort and dynamic brake
operation.
NOTE
Positioning of the isolation switch will not affect other
locomotives connected in multiple unit operation.

INVERTER/GENERATOR PANELS
Figure 11-15.
F84077
Figure 11-16. Electrical Control Cabinet - Inverter/Generator Panels
11.3.6.1 EMDEC INTERFACE BOARD (EMDEC LOCO INT)

Some communication between EM2000 and EMDEC is routed
through the interface board, attached to the side of the EMDEC power
supply. (Most communication takes place over the Controller Area
Network (CAN) bus). A diagnostic port is located on the interface
board. Refer to the EMDEC Operating and Troubleshooting manual
for details.
11.3.6.2 EMDEC POWER SUPPLY

This power supply takes 74 VDC from the Engine Control circuit
breaker, and provides EMDEC with a filtered 24 VDC to power the
Engine Control Modules (ECMs), also called the sender and receiver
modules.

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Figure 11-17. EMDEC Power Supply and Interface Board
11.3.6.3 EMDEC SENDER AND RECEIVER MODULES

The EMDEC Sender and Receiver modules are located in the inverter
cabinet, below the EMDEC power supply. These modules contain a
microprocessor which communicates with EM2000, monitors engine
sensors, and controls fuel injection to maintain engine speed.
Figure 11-18. EMDEC Sender & Receiver Modules

11.3.6.4 FILTER VACUUM SWITCH (FVS)
The engine filter vacuum switch monitors the total pressure
differential between atmosphere and the engine side of the engine
intake filters, including the drop across the inertial and engine intake
filters. It trips closed if the differential reaches 14 inches (356 mm) of
water, plus or minus 2 inches (51 mm), causing EM2000 display the
ENGINE FILTERS DIRTY message. Refer to "7.5.1 CHECKING
AND ADJUSTING FVS AND EFS," page 7-10.
11.3.6.5 ENGINE FILTER SWITCH (EFS)

The engine filter switch monitors the total pressure differential
between atmosphere and the engine side of the engine intake air
filters, including the drop across the inertial and engine intake filters.
It trips closed if the differential reaches 24 inches (610 mm) of water,
plus or minus 2 inches (51 mm), causing EM2000 to display the
ENGINE FILTERS ARE DIRTY - THROTTLE 6 LIMIT message,
and to limit engine speed and power to the throttle 6 level. Refer to
"7.5.1 CHECKING AND ADJUSTING FVS AND EFS," page 7-10.
Figure 11-19. EFS and FVS Pressure Switches
11.3.6.6 LOCKER/DUSTBIN BLOWER FAST SPEED CONTACTORS

(LDBFSA/LDBFSB)
The LDBFSA and LDBFSB main contacts, when closed, connect the
LKR/DST BIN blower motor across the companion alternator in
parallel-wye fashion, causing the blower to run in the fast speed range,
at four times engine RPM.
11.3.6.6.1 LOCKER/DUSTBIN BLOWER SLOW SPEED CONTACTOR (LDBSS)

The LDBSS main contacts, when closed, connect the LKR/DST BIN
blower motor across the companion alternator in series-wye fashion,
causing the blower to run in the slow speed range, at two times engine
RPM.
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11.3.6.7 LOCKER/DUSTBIN BLOWER CURRENT SENSOR (LDBBL A)

This device senses the electrical locker and dust bin blower motor
current level. The sensor output signal is rectified by a diode bridge
and filtered by a capacitor and resistor before it is supplied to the
ADA module through a TDP board. This current signal is used by
EM2000 to monitor the status of the blower motor.
11.3.6.8 AUXILIARY INVERTER CAPACITOR ASSEMBLY (CA AUX INV)

After the Companion Alternator power has been rectified to DC by the
inverter diode assembly, there is still an AC ripple component on the
DC waveform. The capacitor assembly acts in tandem with the
inverter inductors to form a filter circuit. This circuit removes the AC
ripple from the waveform, providing a smooth DC voltage for the
inverter. The capacitor assembly contains a separate capacitor circuit
for each auxiliary inverter.
Figure 11-20. Auxiliary Inverter Capacitor Assembly (CA AUX INV)
11.3.6.9 AUXILIARY INVERTER POWER SUPPLY

This power supply receives 74 VDC from the Local Control circuit
breaker, and supplies 24 VDC operating power to the three auxiliary
inverters.
11.3.6.10 AUXILIARY INVERTERS (RAD/TRK BLOWER INVERTERS)

In addition to the traction inverters, there are 3 auxiliary inverters in
the inverter cabinet which supply 3-phase power to various blower
motors. Each of the radiator blower motors is driven by an inverter
(INVERT RAD BLWR 1/2). Both truck blower motors are driven by a
single inverter (INVERT TRK BLWR).
Companion Alternator output is full-wave rectified to DC and filtered
by an inductor/capacitor network before being supplied to each
inverter. The inverters use this power to provide a 3-phase AC supply
for the blower motors. Each of these inverters is controlled
individually by the EM2000 over the controller area network (CAN)
bus.

Figure 11-21. Radiator/Truck Blower Inverter Panel
11.3.6.11 INDUCTORS (RAD/TRK BLOWER INDUCTORS)

These devices work in tandem with the auxiliary inverter capacitors
(CA RBL, CA RBL2, CA TRKBL) to filter the AC ripple from the
output of the full wave rectifiers (CR RBL/TRK), providing a smooth
DC power source for the RAD/TRK blower inverters.
11.3.6.12 BATTERY CHARGING CURRENT SENSOR (BCA)

The battery charging current transducer measures the current flow into
or out of the locomotive batteries, and conveys this information to the
EM2000 ADA module. This value (BCA) can be viewed on a FIRE
display data meter. BCA will be a positive value when the engine is
running and the APC is functioning.
BCA will be a negative value when the engine is shut down and all
low voltage power is being drawn from the batteries. This signal is
also used to optimize the AESS (Automatic Engine Start System)
functionality.
11.3.6.13 MAIN GENERATOR FIELD SUPPLY CHOPPER (MGFD SPLY CHPR)

This device uses 3 phase power from the companion alternator to
supply controlled, rectified power to the traction alternator field. The
chopper is controlled by the EM2000 computer. Refer to "SECTION
10. ELECTRICAL POWER GENERATION AND DISTRIBUTION,"
page 10-1.

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Figure 11-22. Main Generator Field Supply Chopper
11.3.6.14 AUXILIARY POWER CONVERTER (APC)

The APC uses 3 phase power from the companion alternator to supply
controlled, rectified power for battery charging, low voltage circuits,
and companion alternator excitation. Refer to "SECTION 11.
ELECTRICAL SYSTEM," page 11-1.
Figure 11-23. Auxiliary Power Converter Phase Controller (Shown as mounted)
11.3.6.15 APC DIODE ASSEMBLY

The APC diode assembly blocks battery power from feeding back into
the BCP string, and provides a freewheeling diode for companion
alternator field collapse.

11.3.6.16 APC FILTER CAPACITORS AND INDUCTORS
These devices, located near the APC, work in tandem to filter the AC
ripple from the output of the APC, providing a smooth 74 VDC output
for battery charging and Companion Alternator field excitation.
Figure 11-24. APC Filter Capacitors
11.3.6.17 FUSES (APC FA/FB/FC)

An 800 amp fuse is provided on each phase of the Companion
Alternator input to the APC. A 110 amp fuse is provided on two
phases of the Companion Alternator input to the locker/dustbin blower
motor.
11.3.6.18 GENERATOR FIELD DECAY CONTACTOR (GFD)

The main generator field decay contactor is energized by EM2000
during normal locomotive operation. The main GFD contact connects
the output of the MG field supply chopper to the traction alternator
(main generator) field. An auxiliary set of contacts of the GFD
contactor feed back the GFD status to the computer. (GFD status is
required by some computer routines).
If ground relay picks up (ground fault detected), the GFD drops out.
GFD dropout inserts resistance into the main generator field discharge
circuit, which limits circulating current: the field then decays at a
controlled rate which prevents high inductive voltage spikes in the
main alternator stator windings.

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Figure 11-25. Generator Field Decay Contactor (GFD)
11.3.6.19 COMPANION ALTERNATOR FLASH CONTACTOR (CAF)

The APC provides excitation to the companion alternator field after
the engine has been started. However, initial excitation of the
alternator is accomplished by flashing the field using the locomotive
batteries during the start sequence. Approximately 10 seconds after
the engine start is confirmed, EM2000 turns ON DIO-2 Output
Channel 3, energizing the CAF coil. This closes the main CAF
interlock, allowing battery voltage to flow through the RE CAF load
resistor and CA9 field. This action excites the CA9 alternator, which
generates a three phase AC output and allows the APC to start. After
approximately 30 seconds, the EM2000 de-energizes the CAF relay
and the Companion Alternator excitation is provided solely by the
APC.
11.3.6.20 GENERATOR FIELD CONTACTOR (GFC)

Two normally-open main contacts of the generator field contactor
connect the AC output of the Companion Alternator to the MG field
supply chopper for main generator excitation. GFC is controlled by an
EM2000 DIO output channel. Before EM2000 attempts GFC pickup,
its routines must successfully determine that conditions are correct for
power operation, dynamic braking, or load testing. In addition, other
circuits must be properly set up to provide a feed to one side of the
GFC coil. For example, the isolation switch must be in RUN. See
locomotive schematic for more information.
One normally-open set of auxiliary GFC contacts provide a feedback
to the computer to indicate whether GFC is picked up or dropped out.

Figure 11-26. Generator Field Contactor (GFC)
11.3.6.21 SUPPRESSOR ASSEMBLIES (SUPRSR/CAF/GFC/GFD)

These 171 VDC zener diodes are connected across the operating coils
of the CAF, GFC, and GFD contactors to suppress voltage spikes that
may occur when the coil is de-energized.
11.3.6.22 MAIN GENERATOR FIELD CURRENT SENSOR (MGFLD)

This device senses traction alternator field current level. The PSM315
power supply provides ±15 VDC operating power to the device
through a TDP panel. A traction alternator field current (DC) cable
passes through the center of the IMGF sensor.
The device output, routed to computer module ADA through the TDP
panel, is an analog signal that is directly proportional to traction
alternator field current. The IMGF circuit signal ratio, at the ADA
module input, is 25A/V (traction alternator field current per signal
Volt).

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INVERTER/GEN BLOWER PANELS
Figure 11-27.
F84078
Figure 11-27. Electrical Control Cabinet - Inverter/Gen Blower Panels
11.3.7.1 INVERTER DECOUPLING REACTOR (L456)

This reactor reduces power oscillations between the two inverters.
Connected in parallel with each reactor half is a damping resistor to
assist in minimizing power oscillations.
11.3.7.2 PHASE MODULES

The 6 phase modules use the rectified power (DC Link) from the main
generator to provide variable voltage, variable frequency AC power to
the traction motors. Each inverter consists of 3 phase modules. Each
phase module provides a single phase to 3 traction motors. A 1667
microfarad capacitor within each phase module stores the DC Link
power. Insulated Gate Bipolar Transistors (IGBT) within the phase
modules are switched on and off to produce an AC voltage from the
DC Link power stored in the capacitors. IGBT switching is controlled
by the EM2000 computer, through the Inverter Interface Module. A
temperature sensor inside each phase module provides temperature
feedback to the EM2000 ADA module.

Figure 11-28. Phase Modules
11.3.7.3 PHASE MODULE CURRENT SENSORS (PMU, PMV, PMW)

Phase module current sensors are identified as U V & W for the
individual phases and are followed by 1 or 2 for the respective inverter
and truck 1 or 2. These sensors provide inverter phase current
feedbacks for the respective traction motor circuit. The EM2000 will
also use this feedback to calculate the temperature of the traction
motors both in motoring and dynamic braking and determine the
required torque value for the specific conditions.
11.3.7.4 DC LINK VOLTAGE SENSORS (VDCL__)

VDCL1 measures the DC Link voltage across the output of the main
generator. It provides this information to the ADA module (EM2000).
This sensor receives 15 VDC operating power from the PSM315
power supply, via a transducer distribution panel (TDP).
VDCL3 and VDCL4 measure the DC Link voltage across inverter #1
and inverter #2 respectively, on the inverter side of the DC Link
Switchgear. They provide this information to the Inverter Interface
Module. If either of these two sensors detects voltage in excess of
3,000 VDC, the Inverter Interface Module will initiate a protective
CROWBAR (short circuit) across DC Link by activating the
appropriate OVCRF thyristor while removing the gate pulses to the
IGBT phase modules. At the same time, the Inverter Interface Module
notifies EM2000 of the CROWBAR, and excitation of the traction
alternator is stopped.
The 200 kΩ scaling resistors, RE VDCL1 through RE VDCL4, are in
series with their respective VDCL sensor, on the positive (GP) side of
the sensor.

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Figure 11-29. DCL Voltage Sensors and Associated Resistors
11.3.7.5 OVER VOLTAGE PROTECTION PANELS (OVCRF__) AND RE CBR

There are two over voltage protection panels, one for each inverter.
Each panel consists of four main components:
1. DC Link voltage sensors (VDCL__) and associated resistors
(described above).
2. Crowbar Thyristor (OVCRF__).
3. Discharge Resistor (RE DISC__).
4. Ground Reference Capacitor Assembly (CA GR ASM__).
The crowbar thyristors (OVCRF__) are turned on by a fiber optic
signal from the inverter interface module to rapidly discharge the
inverters when an inverter fault occurs. This rapid discharge (short
circuit) is known as a “crowbar”. Each crowbar thyristor is connected
in series with a 3 ohm power ribbon style resistor (RE CBR__). The
RE CBR resistors are housed within a protective cage, and are
accessible from the inertial compartment. One OVCRF / RE CBR
circuit is connected across each inverter, and is activated when an
overvoltage is detected by the VDCL sensors. When a crowbar occurs,
the Main Generator excitation is dropped.
11.3.7.6 RE DISC AND CA GR ASM

The discharge resistor (RE DISC__) on each over voltage protection
panel consists of four 25 k resistors connected in series. These
resistors are permanently connected across the DC Link voltage of
each inverter, providing a path to slowly discharge the DC Link at all
times when power is removed from the Main Generator. These
resistors also provide a divider circuit for the ground reference
capacitor assembly (CA GR ASM). The center point of the series-
connected RE DISC resistors is connected back to the center point of
the series-connected MG stator outputs. The capacitors filter the
switching effects produced by the inverter, preventing false ground
relay pickups.
11.3.7.7 GROUND RELAY TRANSDUCTOR (GRT) AND TRANSFORMER (T GR)
The ground relay transductor (GRT) consists of an iron core with
control windings and output windings. Main generator imbalance
faults, such as an open phase, cause DC current to flow through the
GRT control windings. This reduces the impedance of the GRT output
windings, causing an increased current flow through the primary of
the ground relay transformer (T GR). This current is amplified on the
T GR secondary, causing GR to pick up. Refer to "SECTION 10.
ELECTRICAL POWER GENERATION AND DISTRIBUTION,"
page 10-1 for a full explanation of the ground relay circuit.
Figure 11-30. Ground Relay Transductor (GRT)
11.3.7.8 DC LINK CURRENT SENSORS (TCC1 A, TCC2 A)

These sensors measure current flow from the main generator to each
traction motor inverter in POWER mode, and current flow from each
inverter to the dynamic brake resistor grid in DYNAMIC BRAKING
mode. These signals are received by the EM2000 ADA module, and
are displayed on the FIRE screen as TCC1A and TCC2A.
Figure 11-31. DC Link Current Sensors

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11.3.7.9 GRID CURRENT SENSORS (G1A & G2A)

These current sensors receive +/- 15 VDC operating power from the
PSM315 module, through a TDP board. They measure the current
through the dynamic brake resistor grids, and provides this feedback
to the EM2000 ADA module.
11.3.8 ELECTRICAL CONTROL CABINET - INVERTER CONTROL

Figure 11-32.
F84079
Figure 11-32. Electrical Control Cabinet - Inverter Control
11.3.8.1 BRAKE CONTACTORS (B1 THROUGH B4)

The brake contactors, controlled by EM2000, connect DC Link to the
dynamic brake resistor grids. The main contacts of the B contactors
close during dynamic braking, providing a path for current flow from
the traction motors to the resistor grids. The B contactors also connect
the main generator output to the resistor grids during SELF LOAD
TEST.
Additionally, the B contactors are energized when the isolation switch
is placed in the isolate position in order to quickly dissipate the DC
link voltage when not needed.

Figure 11-33. Brake Contactors & Switchgear
11.3.8.2 BRAKE CONTACTOR INSPECTION AND MAINTENANCE
11.3.8.2.1 Safety and General Information

Carefully observe the following safety precautions when removing,
servicing, or installing any of the contactors in the locker.
1. Refer to "1.5 GT46AC IGBT TRACTION INVERTER
SAFETY PROCEDURE," page 1-3.
2. These contactors operate at very high voltage and current
levels. Make sure they are completely de-energized before
handling or performing any service operation on them.
3. Most parts of these contactors are common to the positive or
the negative side of the main power terminals. De-energizing
the operating coil is not enough to make a contactor safe to
touch; to be safe, disconnect or otherwise de-energize the
external lines that connect to the main power terminals.
4. If it is necessary to inspect these contactors while they are, or
may be, energized, do not touch any contactor parts, and do
not stand directly in front of them. When these contactors
operate, they discharge hot gases and particles.
5. Never attempt to operate these contactors unless the arc chutes
are in place.

0
6. Never attempt to remove an arc chute while the contactor is

picked up (main contacts closed). To do so would be
extremely dangerous and would likely result in extensive
damage.
7. If the contactors have been in service, wait until they cool
down before touching them. Failure to do so can result in
serious burns.
The bearing surfaces of the contactor are designed to operate without
lubrication. Do not oil or grease any parts in these contactors.
Main contacts and arc chute parts are normally oxidized. Other
contactor parts should not be visibly damaged. Contacts will operate
satisfactorily even though blackened, pitted, and eroded. Do not
clean, dress or file contact surfaces. Replace contacts if any part of
the alloy material is worn down to the base metal.
If a contactor is dirty, clean it. Check all connections. Make sure they
are tight.
11.3.8.3 INSPECTION OF AUXILIARY CONTACT (INTERLOCK)

ASSEMBLIES ON DYNAMIC BRAKE POWER CONTACTORS
Visually check all contactor auxiliary contact assemblies. Look for
obviously loose connections at the Faston terminals. If loose, carefully
tighten the Faston with needle nose pliers.
Also look for any evidence of arcing or burning. If found, correct by
replacing the auxiliary contact assemblies or by replacing the entire
contactor.
F46988
Figure 11-34. B Contactor, Typical

11.3.8.4 MAIN CONTACTS INSPECTION AND REPLACEMENT
Main contact tips should be free of foreign objects, but need not be
smooth. Do not clean, dress, or file them. The contacts still operate
satisfactorily even if they are blackened, pitted, or eroded as shown in
Figure 11-35. Refer to Figure 11-36, to determine if the main contacts
are still usable.
F46989
Figure 11-35. Usable Main Contacts
F46990
Figure 11-36. Main Contact Wear Limits

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To perform the main contacts inspection and, if necessary,

replacement, proceed as follows.
1. Make sure all connections to the contactor are de-energized.
2. Press latch spring and remove arc chute by pulling it forward.
Refer to Figure 11-37, page 11-43.
NOTE
When the arc chute is not fully engaged, or is removed, an
interlock spring, refer to Figure 11-38, page 11-44, prevents
closing the contactor.
3. Inspect the three stationary contacts, refer to Figure 11-38,

page 11-44. If any of them is eroded to base metal, replace all
three of them and also replace the moveable contact as follows:
a. Remove the screws holding the stationary contact and remove

the contacts.
b. Align new stationary contacts at tongue and groove interface
with stationary support half, refer to Figure 11-39, page 11-44,
and secure them with screws and lock washers.
c. Replace moveable contact by removing two screws. Refer to
Figure 11-39, page 11-44. Install new moveable contact; it is
self aligning.
F46991
Figure 11-37. Removing Arc Chute

F46992
Figure 11-38. Contactor Less Arc Chute
F46993
Figure 11-39. Replacing Stationary Main Contact

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11.3.8.5 DC LINK MOTORIZED SWITCHGEAR (DCL __)

This switchgear has two positions. In position “1”, it connects the
inverters to the main generator output (DC Link). In position “2”, the
switchgear provides a short circuit across the inverters to maintain DC
Link discharge when the locomotive is isolated or shut down.
The assembly consists of a motor unit and two switch units, one on
each side of the motor unit. The switch units are called DCL123/L1
and DCL456/R1. DCL123/L1 connects inverter #1 to the main
generator output. DCL456/R1 connects inverter #2 to the main
generator output. When a truck is “cutout”, its switch unit is centered
and disconnected from the DCL switchgear motor.
CAUTION
Even though a truck is cutout, the main generator is providing full
potential volts when the locomotive is loading. All high voltage
circuits must be considered live regardless of traction set-up.
11.3.8.5.1 DC Link Motorized Switchgear Maintenance

Periodically blow dirt out of the switchgear motor module using clean,
dry, low pressure compressed air.
WARNING
All DC link discharge procedures should be followed as per
EMD Specifications. Refer to "1.5 GT46AC IGBT TRACTION
INVERTER SAFETY PROCEDURE," page 1-3.
Check the DCL switchgear motor brushes as instructed in the latest

revision of M.I. 5421-2. Also refer to “MOTOR MODULE
ASSEMBLY 8453176" AND “MOTOR ROTATION AND SLIP
CLUTCH SETTING” in the latest revision of M.I. 5421-2.
CAUTION
Failure to perform “MOTOR ROTATION AND SLIP CLUTCH
SETTING” procedure may result in motor module burn out

11.3.8.6 AMBIENT TEMPERATURE SENSOR (AMBTMP)
This device senses ambient (outside) air temperature. It is located at
the back of the inverter cabinet. This sensor is a precision resistor that
changes resistance level with temperature. The signal from this sensor
is supplied to the EM2000 ADA module.
11.3.9 JUNCTION BOX

Reference page 15 of EMD schematic WD05854.
11.3.9.1 MAIN RESERVOIR PRESSURE SENSOR (MR PRESS)

This transducer, located in the long hood junction box, senses the #1
main reservoir air pressure. EM2000 controls air compressor
operation based on the MR PRESS output signal. Refer to "SECTION
8. COMPRESSED AIR SYSTEM," page 8-1 for detailed maintenance
information.
Figure 11-40. Main Reservoir Pressure Sensor (MR PRESS)
11.3.9.2 74 VDC RECEPTACLES

There are 2 electrical receptacles which provide 74 VDC. They are
located on the circuit breaker panel, and on the long hood junction box
near the equipment rack. Both 74 VDC receptacles are supplied by the
LIGHTS circuit breaker.
11.3.10 BATTERY KNIFE SWITCH BOX

Reference page 15 of EMD schematic WD05854.

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11.3.10.1 BATTERY KNIFE SWITCH

The battery knife switch connects the battery terminals (BTP string) to
the locomotive's 74 VDC circuits (BP string). It is located in the
battery knife switch box, on the left side of the locomotive, above the
fuel tank.
WARNING
Opening the knife switch while the engine is running will damage
electrical components.
11.3.10.2 ENGINE START FUSE

The 400 amp 250 V start fuse connects the locomotive batteries to the
electric starter motor circuits. Battery current only flows through the
starting fuse during diesel engine starting.
Make sure the fuse is in good condition, and is always left in place,
even though it does not affect locomotive operation while the engine
is running.
A defective starting fuse may be at fault if starting motors will not
crank the engine when required, even though the battery knife switch
is closed, the engine start switch is operated, and the starting
contactors pick up.
CAUTION
This Locomotive is equipped with series connected starting
motors which require a 400 ampere starting fuse. Observe fuse
panel marking.
Do not use a fuse rated higher than 400 Amps for starting this
locomotive.

11.3.11 MISCELLANEOUS ELECTRICAL CABINET EQUIPMENT
11.3.11.1 CAPACITORS (CA__)

The CA designation is used for capacitors. The capacitors in the
electrical cabinet (CA GR__) are used as filters to prevent high
frequency noise from inadvertently causing a ground relay fault.
11.3.11.2 COMPUTER MULTIPLEXING (CMU) CONNECTORS

CMU connectors are used in EM2000 DIO module input channel
multiplexing circuits. Each CMU connector, refer to Figure 11-41, has
several groups of electrically common terminals.
Each group is electrically isolated from the others. Within a common
group, one pin connects to a DIO module input channel, and the others
connect to the various circuits being monitored by that DIO input
channel.
Figure 11-41. CMU Connector
11.3.11.3 CONTROL RECTIFIERS (CR__)

The CR designation is used for diodes. Diodes in the electrical cabinet
are used as rectifiers in the ground relay circuit (CR GR__). Diodes
are also used to discriminate (block) signals in various circuits such as
sanding (CR SA__), turbo lube pump (CR TLP), and bell (CR
BELL__).

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Figure 11-42. Ground Relay Circuit Diodes (CR GR__)
11.3.11.4 DIODE INPUT PANELS (DIP__)

These panels are part of the EM2000 multiplexing circuit. The diodes
provide isolation between the multiple devices connected to a single
DIO input channel. The diodes are connected in series pairs to provide
a backup should one diode fail short.
Figure 11-43. Diode Input Panels
11.3.11.5 GRID BLOWER CURRENT SENSOR (GBLW1)

The cable carrying dynamic brake grid blower motor current passes
though GBLW1. The PSM315 module provides +/- 15 VDC operating
power to GBLWA through a transducer distribution panel. GBLW1
produces a DC analog voltage signal proportional to the grid blower
motor current level, allowing EM2000 to monitor the operating status
of this blower. This sensor is located in the dynamic brake
compartment, at the rear of the locomotive.

11.3.11.6 GROUND CONNECTION POINTS (GRD ECC__)
Ground (locomotive carbody) connection points are provided in the
electrical cabinet for components that require a carbody connection,
such as the EM2000 computer chassis and the IGBT power supplies.
11.3.11.7 GROUND CONNECTION POINTS (GRD ICC__)

Ground (locomotive carbody) connection points are provided in the
inverter cabinet for components that require a carbody connection,
such as the phase modules and the ground reference capacitor
assembly.
11.3.11.8 PHASE MODULE TEMPERATURE SENSORS (T__PMT__)

Each phase module contains a temperature sensor which is read by the
EM2000 ADA module. These temperatures can be viewed on the
FIRE screen, and are labeled by inverter (T1 or T2) and phase (U, V,
or W). For example, the inverter #2 phase W temperature sensor is
labeled T2 PMTW.
11.3.11.9 POWER DISTRIBUTION (PD) CONNECTORS

These connectors carry (+) and (-) 74 VDC conductors (common
busses) for use in the locomotive control system.
It is critical that the correct type of PD receptacle be used during
replacement to prevent equipment damage. Refer to the locomotive
electrical schematic for application information.
Figure 11-44. Typical Power Distribution (PD) Connectors

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11.3.11.10 RESISTORS (RE__)

The RE designation is used for resistors. The resistors in the electrical
cabinet are used in the starter motor circuit (RE ST8 and RE ST9) and
the headlights circuit (RE13, RE20, and RE21).
Figure 11-45. Typical Resistors
11.3.11.11 TERMINAL BOARDS (TB__)

The TB designation is used for terminal boards.
Figure 11-46. Typical Terminal Boards

11.3.11.12 TRANSDUCER DISTRIBUTION PANELS (TDP__)
TDP boards distribute 15 VDC operating power from the PSM315
power supply to various analog sensors (transducers), such as voltage
and current sensors. The TDP panels have no active components.
Figure 11-47. Transducer Distribution Panels
11.4 MISCELLANEOUS EQUIPMENT

The electrical devices described in the following paragraphs do not fit
under the previous headings. They are listed in alphabetical order.
11.4.1 AIR DRYER

The air dryer, located in the long hood near the brake rack, operates on
74 VDC supplied by the AIR DRYER circuit breaker when the
locomotive engine is running. It cleans and dries the compressed air
for use in the air brake and auxiliary air systems. Refer to "SECTION
8. COMPRESSED AIR SYSTEM," page 8-1.
11.4.2 AFTERCOOLER WATER TEMPERATURE SENSOR (AWT)

This sensor measures the coolant temperature in the aftercooler
system. The sensor is located near the intake to the aftercooler water
pump. The signal from this sensor is supplied directly to the EM2000
ADA module.
11.4.3 ANTENNAE
There are is a triband antenna mounted on the cab roof for the Global
Positioning System (GPS). The GPS antenna is connected to the FIRE
computer.
11.4.4 BATTERIES
The locomotive has ten NiCad batteries, connected in series, providing
64 volts. The battery box is below the underframe of the locomotive,
just in front of the fuel tank.

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11.4.5 BATTERY BOX TEMPERATURE SENSOR (BTA)

This sensor measures the temperature of the battery box compartment.
The BTA is connected directly to the APC, which bases its output
voltage (72 to 78 VDC) on battery box temperature.
11.4.6 BELL (ELECTRONIC)

The Salem electronic bell, activated by the BELL relay, is mounted on
the locomotive underframe. The bell will ring any time the bell switch
is activated, and will continue to ring until the bell switch is
depressed.
11.4.7 DYNAMIC BRAKE RESISTOR GRIDS (RE GRID__)

The RE GRID resistors are loading resistors for the traction inverter
and AC motor power output during dynamic braking, and dissipate the
power as heat. In addition, they do the same job for the traction
alternator during self-load testing. The dynamic brake grid blower is
part of the grid path #2.
11.4.8 DYNAMIC BRAKE GRID INSPECTION PROCEDURE

1. Follow DC LINK discharge procedures before attempting any
work on Grids.
2. Remove the guard assembly from the side of the dynamic brake
grid box.
3. Inspect the grids sections visually, looking for any foreign material
lodged on or between the resistor ribbons.
4. Remove foreign material by blowing clean, dry compressed air
through the resistor ribbons.
5. Inspect the grid sections visually again, looking for warped or
burned resistor ribbon.
6. If any grid section has warped or burned resistor ribbon, the whole
section must be replaced. See M.I. 1601 for detailed instructions.
7. Replace the guard assembly.
11.4.9 DYNAMIC BRAKE CABLE INSPECTION PROCEDURE

1. Follow DC LINK discharge procedures before attempting any
work on grid cabling.
2. Stop locomotive engine.
3. At the dynamic brake hatch, check all cabling for frayed or
cracked insulation. Cabling with such problems must be repaired
or replaced.
4. Check all electrical connections. Make sure they are tight.

11.4.10 EMDEC SENSORS
Many sensors on and near the engine provide data directly to the
EMDEC system. Temperature sensors, which are resistive, and engine
speed sensors, which are magnetic, require no operating power, and
are connected to EMDEC by two wires. Other sensors, such as
pressure sensors, are supplied with 5 VDC operating power from the
EMDEC system.
The following pressure sensors are located in the Sensor Box:
• Turbo Oil Pressure
• Coolant Pressure (Engine Output)
• Fuel Pressure
• Coolant Pressure (Pump Output)
• Air Box Pressure
• Crankcase Pressure
The following temperature sensors are located at various places on the
engine:
• Air Inlet Temperature
• Air Box Temperature
• Oil Temperature
Two magnetic sensors on the flywheel detect engine speed and
position. The Synchronous Reference Sensor (SRS) sends a pulse to
EMDEC when the # 1 cylinder is at the top dead center position. This
information is critical for fuel injection timing. The Timing Reference
Sensor (TRS) sends a pulse to EMDEC every 10 degrees of engine
rotation, giving EMDEC an accurate engine speed feedback. Refer to
the EMDEC Operating and Troubleshooting Guide for detailed
information on the EMDEC system.
11.4.11 ENGINE FUEL CUTOFF SWITCHES (EFCO)

There are 2 external engine fuel cut off switches. They are red
pushbutton switches, mounted on a bracket on the underframe side rail
on the left and right sides of the locomotive, near each of the fuel tank
fillers. Another EFCO/STOP switch is mounted in locomotive cab, on
the engine control panel.
These 3 switches are connected in series. Pressing any one of these
pushbuttons and holding it in for approximately one second stops the
diesel engine. It need not be held in until engine stops: holding the
button in for a second ensures that EM2000 recognizes the button
press as a proper shut-down signal.

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11.4.12 ENGINE START WARNING (ESW) SIREN

This warning device operates on 24VDC from the EMDEC power
supply and is polarity sensitive. It is cycled on and off in one-second
intervals for a period of 5 seconds prior to a manual engine start, and
for 30 seconds prior to an automatic engine start. It is also sounded
briefly every 30 seconds after an automatic engine shutdown to
indicate that the auto start system is enabled.
The siren is controlled by EM2000 through the ESW relay. The ESW
siren is located in the engine room.
11.4.13 ENGINE STARTER MOTORS (ST 1, ST 2)

There are two 32 Volt engine starting motors, connected in series,
designated MTR ST1 and MTR ST2 on the locomotive schematic. The
starting motor solenoid mounts on the side of the starting motor. It
includes the pickup and hold-in coil windings, (PU and HOLD on the
locomotive schematic), and a set of contacts (SM). During the start
sequence, the PU and HOLD coils actuate the starter motor pinion
gear, engaging it with the engine flywheel ring gear.
Once these gears have engaged successfully, the SM contacts close,
energizing the starting contactor (ST), and cranking the engine.
When the ST contacts close, the PU solenoid coils are virtually
shorted out because the STA contacts are also closed. Therefore,
current stops flowing through the PU coils. However, sufficient
current flows through the HOLD coils to keep the solenoid plungers
drawn in. After the engine has started, the computer drops out STA.
This causes ST to drop out. With STA and ST both dropped out, all
power to the starting motors is cut off, so they stop cranking, and their
pinions withdraw from the ring gear.
11.4.14 ENGINE STARTER MOTOR MAINTENANCE

1. Clean off the exterior of the starting motors if they are dirty.
2. Make sure that starter solenoid mounting bolts are secure and
that terminals are in good condition.
3. Remove the two brush inspection plugs from the commutator
end (non-drive end) of each starter motor, and using clean, dry,
low pressure compressed air, blow loose carbon dust out of the
motors.
4. Check the brushes:
• Make sure that they are not binding.
• Make sure the brush springs press the brushes against the
commutator hard enough to provide good electrical contact.
• Check the length of the brushes - remove the motor and
replace the brushes if they are worn to 1/2 original (new)
length.

5. Check condition of the commutator. If the commutator shows
signs of surface roughness, or high mica and thrown solder,
remove the motor for maintenance.
6. Check the internal wiring. If any is loose, or has burned
insulation, remove the motor for maintenance.
7. Reinsert the brush inspection plugs.
11.4.15 ENGINE WATER TEMPERATURE SENSORS (ETP1, ETP2, ETPWD)

The ETP1 and ETP2 sensors measure the engine coolant temperature
near the inlet to the main engine coolant pump. The signals from these
sensors are supplied directly to the EM2000 ADA module, and are
used by the EM2000 to control radiator fan operation. Two sensors are
provided in case one fails. As readings from these sensors may be
slightly different, EM2000 recognizes the higher of the two readings
as engine coolant temperature.
The ETPWD sensor measures the engine coolant temperature near the
drain valve, which is the lowest point in the coolant system. The signal
from this sensor is supplied directly to the EM2000 ADA module.
This information is used in controlling the auto start system, when
applied.
11.4.16 MAIN GENERATOR CURRENT TRANSFORMERS (CTA, CTB, CTC)

These current sensors measure the AC current through each phase of
the right bank traction alternator output. These sensors produce an AC
output signal, proportional to the current being measured. This output
is rectified by the ASC modules, and then sent to the EM2000 ADA
module. The output current for the right bank of the traction alternator
is displayed on the computer screen as total DC current output, MG
CTA1.
11.4.17 MAGNET VALVES (MV__)

Magnet valves are air valves that are controlled by an electronic
signal. All of the magnet valves on the GT48AC locomotive operate
on 74 VDC, and most are controlled by EM2000. The magnet valves
on the GT48AC locomotive are as follows:
• Forward Sanding Truck #1 (MV1 SF): Controlled by EM2000,
directs compressed air to the sand traps at the #1 axle.
• Forward Sanding Truck #2 (MV2 SF): Controlled by EM2000,
• Reverse Sanding Truck #1 (MV1 SR): Controlled by EM2000,
• Reverse Sanding Truck #2 (MV2 SR): Controlled by EM2000,
• Compressor Control (MV CC): Controlled by EM2000, directs
compressed air to the air compressor unloader valves to stop the
compressor from pumping.

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• Front Horn (MV HORN #1): Controlled by the Front Horn switch,
directs compressed air to the front (cab end) horn.
• Rear Horn (MV HORN #2): Controlled by the Rear Horn switch,
directs compressed air to the rear (long hood end) horn.
• Radar Blowdown (MV RB): Controlled by EM2000, directs
compressed air to the radar wipe nozzle. This nozzle directs the
blast of compressed air across the face of the radar transceiver to
keep it clean.
• Rail Conditioner (MV RC): Controlled by EM2000, directs
compressed air to the rails in front of the #1 axle to clear debris
from the rails.
Refer to "SECTION 8. COMPRESSED AIR SYSTEM," page 8-1 for
detailed magnet valve service information.
Figure 11-48. Typical Magnet Valves
11.4.18 RADAR TRANSCEIVER

The radar transceiver mounts under the draft gear pocket at the short
hood end of the locomotive. The transceiver horn (antenna) points
toward the long hood end of the locomotive, and angles downward - it
is inclined 37.5 degrees above the roadbed. The bottom of the horn is
about a foot above the plane of the rail tops.
The transceiver operates on 15 VDC from the PSM315 power supply,
distributed by a TDP panel. The radar transceiver operates
continuously when both the BATTERY knife switch and the
COMPUTER CONTROL breaker are closed.

The radar transceiver produces a low voltage square wave output (22.2
Hz/mph) which is monitored by the EM2000 ADA module. The ADA
module also sends a test signal to the transceiver when required; the
test signal should cause the transceiver to output a 1000Hz square
wave, equivalent to 45 MPH (72.4 km/h).
NOTE
EM2000 processes the transceiver output signal based on
assumptions about the transceiver mounting angle and on
locomotive wheel diameter. Since both can vary slightly, EM2000
automatically recalibrates the factor it uses to convert the
transceiver output to locomotive speed. On the EM2000 display,
the corrected speed is designated RecalMPH.
Figure 11-49. Radar Transceiver and Blower Nozzle
11.4.19 TRACTION MOTOR SPEED SENSORS

A magnetic sensor measures the rotational speed of each traction
motor armature and sends this information to the Inverter Interface
Module which, in turn, relays the feedback to EM2000. Speed probe
feedback is critical in detecting locked wheel and slipped pinion
occurrences.
11.4.20 TURBO SPEED SENSOR (TPU RPM)

This magnetic pickup sensor mounts on the turbocharger air inlet
housing. It generates an electrical pulse each time a turbine wheel
blade passes the pickup location. An EM2000 ADA module channel
processes the pickup output pulse frequency, which represents
turbocharger rotational speed.

0
Figure 11-50. Turbo Speed Probe
11.4.21 TURBO SPEED SENSOR MAINTENANCE

The turbo speed pickup generally requires no maintenance. However,
the following procedure may be used to renew the probe:
1. Disconnect the sensor wiring plug from the magnetic probe.

Ensure that the plug is gripped by the locking ring, not by the
wires themselves. Failure to do so will result in an open circuit
and feedback failure.
2. Unthread the probe from the turbo inlet housing.
3. Apply the new probe and tighten securely. Do not over tighten
the probe.
4. Connect the sensor wiring plug to the probe ensuring that the
plug is fully seated and the rubber boot covers the connection.
5. Verify sensor feedback on the EM2000 display.

11.5 SERVICE DATA
11.5.1 REFERENCES
Motor Operated Transfer Switch - Switch Module.............M.I. 5421-1
Motor Operated Transfer Switch - Motor Module..............M.I. 5421-2
Power Contactors ................................................................. M.I. 5424
Transfer Switches ................................................................. M.I. 5426

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SECTION 12. CAB EQUIPMENT
CONTENTS OF SECTION
12.1 INTRODUCTION ....................................................................................................................12-3
12.2 OVERHEAD Mounted EQUIPMENT .....................................................................................12-3
12.2.1 WINDOW WIPER CONTROLS ........................................................................................12-3
12.2.2 CAB LIGHTS ....................................................................................................................12-3
12.2.3 CONDUCTORS HORN SWITCH .....................................................................................12-4
12.3 OPERATOR'S CONTROL STAND ........................................................................................12-4
12.3.1 ALERTER RESET SWITCH .............................................................................................12-5
12.3.2 ATTENDANT CALL SWITCH ...........................................................................................12-6
12.3.3 BELL SWITCH ..................................................................................................................12-6
12.3.4 CAB HEATER SWITCHES ...............................................................................................12-6
12.3.5 CRASH HARDENED MEMORY (CHM) ...........................................................................12-7
12.3.6 DIRECT AIR GAUGE .......................................................................................................12-7
12.3.7 DIRECT AIR BRAKE HANDLE .........................................................................................12-8
12.3.8 DYNAMIC BRAKE CIRCUIT BREAKER ..........................................................................12-9
12.3.9 ELECTRONIC AIR BRAKE CONTROL ............................................................................12-9
12.3.10 ENGINE RUN SWITCH ....................................................................................................12-9
12.3.11 EVENT RECORDER DOWNLOAD PORT .......................................................................12-9
12.3.12 FIRE DISPLAY PANEL ..................................................................................................12-10
12.3.13 FUEL PUMP SWITCH ....................................................................................................12-10
12.3.14 GAUGE LIGHT SWITCH & DIMMER RHEOSTAT ........................................................12-10
12.3.15 GENERATOR FIELD (GEN FLD) SWITCH ....................................................................12-11
12.3.16 HEADLIGHTS ROTARY SWITCHES, FRONT AND REAR ...........................................12-11
12.3.17 HORN SWITCHES, FRONT AND REAR .......................................................................12-11
12.3.18 LOCOMOTIVE CONTROLLER ......................................................................................12-11
12.3.19 PARKING BRAKE VALVE ..............................................................................................12-14
12.3.20 EMERGENCY BRAKE VALVE .......................................................................................12-14
12.3.21 PC CARD READER .......................................................................................................12-15
12.3.22 SANDING SWITCH - LEAD TRUCK ..............................................................................12-15
12.3.23 SANDING SWITCH - MANUAL ......................................................................................12-15
12.3.24 WALKWAY LIGHTS SWITCH ........................................................................................12-16
12.4 ELECTRICAL CONTROL CABINET ...................................................................................12-16
12.5 SCHEDULED MAINTENANCE INSPECTIONS ..................................................................12-21
CAB EQUIPMENT 12-1

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12.1 INTRODUCTION
This section describes controls and indicating devices used by the
locomotive operating crew in the locomotive cab.
1. Operator’s Control 5. Hot Plate

Stand 6. Work Table
2. Strip Heaters 7. Fire Extinguisher
3. Cab Seats 8. Cab Door
4. Direct Air Brake Valve 9. Electrical Control
Cabinet
Figure 12-1. Locomotive Cab Equipment
12.2 OVERHEAD MOUNTED EQUIPMENT
12.2.1 WINDOW WIPER CONTROLS

Pneumatic windshield wipers are provided at both the front and rear
windows and doors. The wiper controls are mounted in overhead
panels on both sides of the locomotive. Turning the knob (valve)
counter-clockwise activates the wipers. Speed is controlled by
modulating the valve. The switches on the engineer’s side control the
three wipers on the engineer’s side of the cab, and the two switches on
the left control the wipers on the helper’s side of the cab.
12.2.2 CAB LIGHTS

Reading lights are provided for both the engineer and helper on either
side of the cab.
CAB EQUIPMENT 12-3

Figure 12-2. Light/Window Wiper Controls - Engineer’s Side
12.2.3 CONDUCTORS HORN SWITCH

This horn switch electrically actuates (by momentary contact) both
horns.
Figure 12-3. Light/Window Wiper Controls - Helper’s Side
12.3 OPERATOR'S CONTROL STAND

An AAR type control stand is provided for the operator, located on the
right hand side of the locomotive cab and includes all controls
essential for locomotive operation. The design provides comfortable
access to controls, which can be reached without standing or sliding
forward in the seat. All switches and controls are labeled, in Spanish
and English, adjacent to the switch where appropriate.

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Figure 12-4. Operator's Control Stand
12.3.1 ALERTER RESET SWITCH

The GT46AC alerter function, which is integrated into the FIRE
system, monitors various operator’s control devices for indications
that the operator is present and alert. If the system does not get those
indications, it activates a progressive audio-visual alarm.
The alerter reset switch resets the alerter timer. Refer to "15.7
ALERTER SYSTEM OPERATION," page 15-66 for more detail on
the alerter system.
Figure 12-5. Switch Panel - Left Side
CAB EQUIPMENT 12-5

12.3.2 ATTENDANT CALL SWITCH
Pressing this pushbutton switch, located on the lower portion of the
control stand, sounds the audio warning device on this locomotive and
on all trainlined units in consist.
Figure 12-6. Attendant Call Switch
12.3.3 BELL SWITCH

This switch located between the horn and sanding switches operates
the electronic locomotive signal bell. Movement of the switch latches
the BELL relay ON, ringing the locomotive bell. A second movement
unlatches the BELL relay, ending bell operation.
12.3.4 CAB HEATER SWITCHES

These three position switches control the settings for the electric strip
heaters mounted on either side of the cab. Each switch has an
OFF/LOW/HIGH setting. The switch mounted on the front of the
workstation controls the strip heater on the engineer’s side of the cab
and the switch on the opposite side of the control stand, above the
parking brake valve, controls the heater on the conductors side of the
cab.
Figure 12-7. Conductors Strip Heater Switch

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12.3.5 CRASH HARDENED MEMORY (CHM)

This module, located in the control stand, is a memory backup for the
FIRE Event Recorder. Refer to "SECTION 15. DISPLAY/
DIAGNOSTIC SYSTEM," page 15-1 for more detail on the FIRE
Event Recorder.
Figure 12-8. Crash Hardened Memory
12.3.6 DIRECT AIR GAUGE

The direct air gauge, refer to Figure 12-9, allows the operator to
monitor both the direct air system control pressure (white needle) and
Direct Air Brake (DAB) trainline pressure (red needle).
Both the Direct Air Brake (DAB) control pressure and the trainline
pressure are shown on the duplex air gauge in the locomotive cab. The
white needle indicates control pressure, which is a small volume and
charges quickly. The red needle indicates DAB trainline pressure,
which will equal the control pressure, but may take longer to charge,
depending on how many rail cars are attached.
CAB EQUIPMENT 12-7

.
Figure 12-9. Direct Air Gauge
12.3.7 DIRECT AIR BRAKE HANDLE

The direct air brake system allows the operator to apply retarding
brakes on rail cars from the locomotive cab. The system is comprised
of a brake handle (SA-26 valve), a J-1 relay valve, a direct air filter,
and a duplex air gauge.
The SA-26 brake handle directs air from MR #2 to the J-1 relay valve.
This air is a control pressure for the J-1 relay valve. As the brake
handle is moved from RELEASE to APPLY, the control pressure to the
J-1 relay valve increases gradually from 0 to 413.7 kPa (0 to 60 psi).
The J-1 relay valve responds by directing air from MR #2 to the Direct
Air Brake (DAB) pneumatic trainline. The DAB trainline has a cut-out
valve, a hose, and a glad-hand fitting at each end of the locomotive.
The air pressure in the DAB trainline is equal to the control pressure
set by the SA-26 brake handle.
Figure 12-10. Direct Air Brake Handle

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12.3.8 DYNAMIC BRAKE CIRCUIT BREAKER

This 10 amp circuit breaker protects the dynamic brake rheostat
(RH50) and the auxiliary dynamic break resistor assembly (RE DB).
The DYN BRAKE circuit breaker must be ON (lever UP) for the
dynamic brakes to be operational.
12.3.9 ELECTRONIC AIR BRAKE CONTROL

For detailed information on the NYAB Railway Electronics CCBII Air
Brake Equipment, refer to "SECTION 8. COMPRESSED AIR
SYSTEM," page 8-1, and the NYAB Railway Electronics CCBII
vendor documentation at the back of this manual.
Figure 12-11. Electronic Brake Valve (EBV)
12.3.10 ENGINE RUN SWITCH

This switch must be ON, slider up, when the locomotive leads in
consist, and must be OFF, slider down, when locomotive trails or is
dead in a consist.
When the ENGINE RUN switch is ON, the locomotive control system
controls diesel engine speed according to throttle handle setting. When
the ENGINE RUN switch is OFF, engine speed is not affected by
throttle handle setting.
12.3.11 EVENT RECORDER DOWNLOAD PORT

This download port located adjacent to the FIRE screen on the
operator’s control stand allows locomotive maintenance crews to
download the event recorder to a laptop, rather than using the PC card
reader. For information regarding the download procedure, refer to
"15.9 DOWNLOADING THE FIRE EVENT RECORDER," page 15-72.
CAB EQUIPMENT 12-9

12.3.12 FIRE DISPLAY PANEL
Figure 12-12. FIRE Display Panel (Typical)
The FIRE display panel integrates many control and indicating

functions into one system. Figure 12-12, illustrates a typical FIRE
display panel. By using the FIRE display panel, the operator can view
important operating data and respond to various locomotive sub-
systems (including locomotive computer EM2000) directly from the
console.
Each FIRE panel is equipped with a display and eight push button
keys that enable the operator to select or activate menu items listed
on-screen. For detailed information on the FIRE screen operation and
options refer to "SECTION 15. DISPLAY/ DIAGNOSTIC SYSTEM,"
page 15-1.
12.3.13 FUEL PUMP SWITCH

This switch must be ON, slider Up, when the locomotive leads in
consist, and must be OFF when the locomotive trails or is dead in
consist.
When the FUEL PUMP switch is ON, it provides power to the throttle
and reverser switches, and enables various other trainlined control
circuits.
12.3.14 GAUGE LIGHT SWITCH & DIMMER RHEOSTAT

This switch and dimmer rheostat controls the lights that illuminate the
Direct Air Brake Gauge.

0
Figure 12-13. Gauge Light Switch & Dimmer Rheostat
12.3.15 GENERATOR FIELD (GEN FLD) SWITCH

This switch must be ON, slider up, when the locomotive leads in
consist, and must be off when the locomotive trails or is dead in
consist.
NOTE
On EMD AC locomotives such as this one, the traction alternator
powers the DC link rather than powering traction motors directly.
This difference affects GEN FLD switch operation. The switch
must be ON to enable traction motor operation. When this switch
is OFF, the control system will still excite the traction alternator
and charge DC Link, but the traction motors will not produce
traction or dynamic braking.
12.3.16 HEADLIGHTS ROTARY SWITCHES, FRONT AND REAR

These 2 switches control the headlights at the front and rear of the
locomotive. They have three ON positions: DIM and BRIGHT, to
control the intensity of the headlights.
NOTE
The HDLTS circuit breaker must be ON to operate the headlights.
Also, the position of the HEADLIGHT ROTARY SWITCH on the
Engine Control Panel will affect the operation of the headlight. Refer
to "11.3.5.8 HEADLIGHTS ROTARY SWITCH," page 11-24.
12.3.17 HORN SWITCHES, FRONT AND REAR

The front and rear horn switches provide power directly to the magnet
valves that operate these horns. The front horn switch is a lever type
switch. The rear horn switch is a pushbutton type switch.
12.3.18 LOCOMOTIVE CONTROLLER

The locomotive controller, refer to Figure 12-14, assembly includes
three important locomotive operating handles: THROTTLE,
REVERSER, and DYNAMIC BRAKE. Nameplates identify each of
the handles; throttle and dynamic brake handle positions (settings) are
indicated in illuminated windows located directly above those
handles.
CAB EQUIPMENT 12-11

The controller assembly is hinged to the control stand, and can be
swung down for maintenance and troubleshooting. Following text will
describe each of the three handles.
F84153
Figure 12-14. Locomotive Controller
12.3.18.1 Dynamic Brake Handle (RH50, RE-DB)

CAUTION
During transfer from power operation to dynamic braking, the
throttle must be held in IDLE for 10 seconds before moving the
dynamic brake handle to SET UP. This allows time for decay of
magnetic flux and precludes a sudden surge of braking effort,
which may cause train run-in and/or equipment damage.
The upper handle on the controller assembly provides operator control of

the locomotive dynamic brakes: As the handle is advanced, it operates the
dynamic brake rheostat (RH50), in combination with the auxiliary
dynamic brake resistor assembly (RE DB).
The dynamic brake handle grip cross section is somewhat out of round: its
flattened surfaces are vertical to distinguish it from the throttle handle,
which has horizontal flattened surfaces. The dynamic brake handle has
two detent positions; OFF and SET UP, and an operating range through
which the handle moves freely without notching. The OFF position is
full-left. The SET UP position is one notch to the right of OFF. Once the
handle is moved to the right out of the SET UP notch, it can be moved
without notching from positions 1 through FULL 8 to increase the
braking request signal. Mechanical interlocking prevents the dynamic
brake handle from being moved out of the OFF position unless the throttle
handle is in IDLE position and the reverser handle is set either in forward
or in reverse position.

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12.3.18.2 Throttle Handle (THS)

The middle handle on the controller assembly provides operator control
of locomotive diesel engine speed and power, and of traction system
power. In cross section, the handle grip is somewhat out of round: The
flattened surfaces are horizontal to distinguish it from the dynamic brake
handle, which has vertical flattened surfaces. The throttle handle has ten
detent positions, moving from right to left: STOP, IDLE, 1, 2, 3, 4, 5, 6, 7,
AND 8. The STOP position is obtained by pulling the handle outward and
moving it to the extreme right, to stop all engines in a locomotive consist.
As the throttle handle is moved from right to left, or in the opposite
direction, it operates various throttle handle switches. There are six
throttle handle switches, designated according to their operation with
respect to throttle handle setting: THS 1 THRU 8; THS IDLE; THS
STOP, 5,6; THS 3 THRU 8; THS 5 THRU 8; and THS 2, 4, 6, 8. For
example, when the throttle handle is set in position 2, 4, 6, or 8, the
contacts of switch THS 2, 4, 6, 8 are closed. The combination of closed
THS switches tells EM2000 what throttle setting has been selected.
Mechanical interlocking prevents the throttle handle from being moved
out of IDLE when the dynamic brake handle is advanced to SET UP or
beyond, or when the reverser handle is centered and removed from the
controller.
12.3.18.3 Reverser Handle (RHS)

CAUTION
Damage to traction motors in trailing DC locomotives may occur
if REVERSER (directional handle) is moved from FORWARD to
REVERSE or REVERSE to FORWARD while locomotive is
moving - change REVERSER setting only when locomotive is
completely stopped.
The reverser handle is the bottom handle on the locomotive controller

assembly. It is the operating lever for reverser handle switches RHS-F and
RHS-R. The handle has three detent positions; left, centered, and right.
When the handle is set in the rightward position, toward the short hood end
of the locomotive, RHS-F contacts are closed and RHS-R contacts are
open, causing the locomotive computer to provide a forward directional
request to the inverters for locomotive operation with short hood leading.
When the handle is set in the leftward position, toward the long hood end of
the locomotive, RHS-R contacts are closed and RHS-F contacts are open,
causing the computer to provide reverse directional request to the inverters
for locomotive operation with long hood leading. When the handle is
centered, both RHS-F and RHS-R contacts are open, and the computer does
not provide directional requests to the inverters.
Controller assembly mechanical interlocking prevents movement of the
dynamic brake handle when the reverser handle is centered, but the throttle
handle can be moved to increase engine speed.
When the reverser handle is centered, the computer does not set up
switchgear to apply power to the traction motors, but a load test may
be made if proper further set-up is made, as described in the LOAD
TEST section of this manual.
CAB EQUIPMENT 12-13

The reverser handle is centered and removed from the panel to lock
the throttle handle in IDLE position and the dynamic brake handle in
OFF position.
12.3.19 PARKING BRAKE VALVE

This valve applies and releases the parking brake. To apply the parking
brake, move the parking brake valve to 12 o'clock position. A parking
brake visual indication will appear the FIRE screen. To disengage the
parking brake, move parking brake valve to 9 o'clock position. The
parking brake visual indication will disappear the FIRE screen.
WARNING
The locomotive control system will give crew message, sound the
trainline alarm and drop power if power is requested with the
parking brake set.
Figure 12-15. Parking Brake Valve
12.3.20 EMERGENCY BRAKE VALVE

The emergency brake valve, located on the helper's side of the
locomotive cab, is connected to the brake pipe, and may be operated to
quickly exhaust the brake pipe and initiate an emergency brake
application.

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Figure 12-16. Emergency Brake Valve
12.3.21 PC CARD READER

The PC Card Reader, located underneath the FIRE screen, allows the
user to download the data from the locomotive event recorder to a
PCMCIA flashcard. For download instructions, refer to "15.9
DOWNLOADING THE FIRE EVENT RECORDER," page 15-72.
12.3.22 SANDING SWITCH - LEAD TRUCK

The lead truck sand switch is a double-pole, single-throw, maintained
type. When the switch closes, one pole supplies a feed to the
locomotive computer, and the second supplies a feed to light the
SAND indicator on the FIRE screen.
When the locomotive computer receives the input, it turns on the
sanding magnet valve output for the lead truck, unless the locomotive
is operating in power and locomotive speed is 24.1 km/h (15 mph) or
higher. (Super Series failure and dynamic braking operation enable
lead truck sanding regardless of speed.) RER relay contacts select the
sanding magnet valve that sands at the lead end of the lead truck.
Lead truck sanding on the lead unit of a consist dresses the rail. The
signal from the LEAD TRUCK SANDING switch is not trainlined.
12.3.23 SANDING SWITCH - MANUAL

When activated, the sanding switch provides a signal to EM2000,
which then activates the sanding magnet valves based on direction.
When a forward direction is selected, sanding is provided on axles 1
and 4. When a reverse direction is selected, sanding is provided on
axles 3 and 6. The sanding switch is automatically disabled at speeds
greater than 24.1 km/h (15 mph). Above this speed, sanding is
controlled by EM2000. A sand icon is displayed on the FIRE screen
when sanding is active.
CAB EQUIPMENT 12-15

12.3.24 WALKWAY LIGHTS SWITCH
This switch controls the 3 walkway lights on the locomotive. Two of
these lights are located at the front, and the third is located at the rear.
12.4 ELECTRICAL CONTROL CABINET

Only the equipment of relevance to the operation of the locomotive in
normal service is listed in this section. For detailed information on
equipment contained in the electrical locker, refer to "SECTION 11.
ELECTRICAL SYSTEM," page 11-1.
Figure 12-17. Electrical Control Cabinet
12.4.1 ELECTRICAL CONTROL CABINET - ENGINE CONTROL PANEL

The engine control panel is on the front wall of the electrical control
cabinet, which is also the back wall of the locomotive cab. The
following devices are located on the engine control panel, and are
accessible from within the cab.

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Figure 12-18. Engine Control Panel
12.4.1.1 AUTOMATIC ENGINE START/STOP PANEL (AESS)

The indicator lights of this panel reflect the Auto Start system status.
The three lights are:
1. Enable (green) - When ON, the system will automatically shut
down and restart the engine.
2. Inhibit (yellow) - When ON at the same time as the Enable
light, it indicates that the system was enabled, but one of the
following conditions became true:
• Locomotive is moving.
• Reverser is not centered.
• Throttle not in Idle.
• Locomotive brakes are not applied.
• Main reservoir pressure is too low (optional).
3. Disable (red) - When ON, the auto start system is disabled, it
will not automatically shut down or restart the engine until the
engine has been manually restarted and any causes for disable
status have been corrected.
NOTE
On some locomotive orders the three auto start indicator status
lights are disabled (turned OFF) when the isolation switch is
placed in RUN, and a direction is selected. This prevents the
operator from mistaking the reflection of the LED's in the
windshield at night for a wayside signal aspect.
Refer to "15.8 AUTOMATIC ENGINE START/STOP SYSTEM

(AESS)," page 15-67, for detailed information on the AESS system.
CAB EQUIPMENT 12-17

12.4.1.2 CABINET LIGHTS SLIDE SWITCH
This slide switch controls four lights: 2 lights inside the electrical
control cabinet, and 2 lights inside the inverter control cabinet. The
lights are ON when the switch slider is UP, provided the LIGHTS
circuit breaker is also ON (lever UP).
12.4.1.3 DYNAMIC BRAKE CUTOUT SLIDE SWITCH

Setting this slide switch in the CUT OUT (UP) position, blocks
dynamic braking on this locomotive, but does not affect other
locomotives in consist.
Setting this slide switch in the CUT IN (DOWN) position, enables
locomotive computer EM2000 to initiate dynamic braking on the
locomotive when requested by the operator, provided that all other
conditions are met.
12.4.1.4 ENGINE FUEL CUTOFF PUSHBUTTON SWITCH (EFCO/STOP)

Pressing this large red pushbutton for approximately 3 seconds drops
out the EFCO relay, and requests the locomotive computer to stop the
diesel engine. Holding the button in for 3 seconds ensures that the
locomotive computer recognizes the switch actuation.
There are 3 EFCO switches on the locomotive. Only the EFCO switch
on the engine control panel is equipped with a mechanism to lock it in
the shut-down (pushed-in) position when desired. The diesel engine
cannot start if switch is in the shut-down position.
12.4.1.5 ENGINE FUEL CUTOFF RESET PUSHBUTTON SWITCH

(EFCO RESET)
This pushbutton switch re-energizes the EFCO relay after it has been
dropped out, as long as the EFCO switch is not held in by the locking
mechanism.
12.4.1.6 ENGINE ROOM LIGHTS SLIDE SWITCH

This slide switch controls two lights: 1 light inside the inertial
compartment and 1 light in the cooling hood. The lights are ON when
the switch slider is UP, provided the LIGHTS circuit breaker is also
ON (lever UP).

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12.4.1.7 ENGINE START PUSHBUTTON SWITCH

CAUTION
PRELUBE engine before starting if any of the following
conditions are true:
• Engine coolant water temperature is 10°C (50°F), or lower
• New engine installed in locomotive.
• Engine has just been overhauled.
• New oil filters have just been installed.
• Engine has been shut down for more than 48 hours.
Failure to pre-lubricate engine when required may result in
serious engine damage. Refer to "SECTION 5. LUBRICATING
OIL SYSTEM," page 5-1 for pre-lubrication instructions.
The locomotive engine and equipment must be properly inspected and

set up before the engine is started.
Momentarily pressing the START pushbutton sends a signal to the
EM2000 computer, which initiates the diesel engine start sequence:
1. Engine is primed with fuel.
2. Engine start warning (ESW) is activated for five seconds in the
engine room.
3. When the alarm ends, the starter motors engage the engine ring
gear and crank diesel engine until it starts.
4. Starter motors disengage.
12.4.1.8 FIRE ISOLATION SLIDE SWITCH

When moved to the ISOLATE position, one pole of this slide switch
opens to disable the fire alarm circuit. Another switch pole closes to
signal to the EM2000 computer that the fire detection system has been
isolated. This switch is normally wire-sealed in the non-isolated
position.
NOTE
In normal operation the sonalert alarm (FIRE ALARM) will sound
whenever any of the seven fire detection temperature switches
(FDTS) is activated.
12.4.1.9 HEADLIGHTS ROTARY SWITCH

This switch enables the lead unit to control the headlight operation on
another unit(s) in the consist. The switch should be set according to
the position of the locomotive within the consist:
SINGLE UNIT OR INTERMEDIATE UNIT
Use this position if the locomotive is to operate without other
locomotives, or if it is between other locomotives within a consist.
CAB EQUIPMENT 12-19

CONTROLLING WITH UNIT COUPLED AT HOOD END
trailing units coupled to the (long) hood end.
CONTROLLING WITH UNIT COUPLED AT CAB END
trailing units coupled to the cab (short hood) end.
CONTROLLED FROM ANOTHER UNIT COUPLED AT
EITHER END
Use this position if the locomotive is the last unit in the consist.
NOTE
The operator’s control stand HDLTS FRONT and HDLTS REAR
switches control headlight ON/OFF and intensity functions. The
HDLTS circuit breaker on the circuit breaker panel must be ON
(lever UP) to enable other headlight controls.
12.4.1.10 ISOLATION SWITCH

This rotary switch has 2 positions:
• START / STOP / ISOLATE
• RUN
The switch must be set in the START / STOP / ISOLATE position to
allow engine starting. In this position, the locomotive will not develop
tractive or dynamic braking effort. The engine runs at idle speed
regardless of throttle handle setting. Automatic engine speed ups are
limited to throttle 2 to prevent hot oil from spattering personnel
performing engine top deck inspection. This position will also silence
alarms caused by NO POWER condition as determined by the
locomotive computer. However, it will not silence HOT ENGINE or
TRACTION MOTOR alarms.
Additionally, setting the isolation switch in the START / STOP /
ISOLATE position causes the EM2000 computer to energize the B1
and B2 contactors, discharging DC Link voltage across the DB resistor
grids. This switch should ALWAYS be set in the START / STOP /
ISOLATE position before entering the electrical cabinet or the inverter
cabinet. Refer to SECTION 1 INTRODUCTION for details on the
inverter discharge procedure.
Moving the switch to the RUN position will allow the locomotive to
respond to operator requests for tractive effort and dynamic brake
operation.
NOTE
Positioning of the isolation switch will not affect other
locomotives connected in multiple unit operation.

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12.5 SCHEDULED MAINTENANCE INSPECTIONS

A. Check Cab Doors
1. Check the cab door handles and latches to make sure they
operate properly. Repair/replace as required.
2. Check the cab door locks to make sure they operate properly.
Repair/replace as required.
3. Make sure the door swings freely. Repair/replace door hinges
as required.
4. Inspect cab door weather sealing. Repair/replace as required.
B. Check Cab Seats
1. Verify seat adjustments operate properly.
2. Inspect the seats for damage and replace components as
required.
C. Inspect Mirrors
1. Adjust mirrors as required.
2. Look for damaged or broken mirrors. Replace those that are
damaged or broken.
D. Check Sun Visors
1. Adjust sun visors as required.
2. Inspect them for damage. Replace any damaged visors.
E. Check Cab Windows
1. Check all windows for breakage.
2. Replace any broken right or left cab windshield:
a. Turn OFF both of the control valves for the wiper air motors
on that windshield. Remove both of the windshield wiper
arms.
b. Using a fiberglass prybar, pry the window out of the rubber
track.
c. Pry the rubber seal apart and install the new window.
d. Re-install the wiper arms.
3. Replace any broken right or left side cab sliding windows:
From inside the cab, remove the screws that retain the sliding
window upper tracks, then lift the upper tracks off the two
sliding windows.
CAB EQUIPMENT 12-21
a. Slightly tilt the upper part of the broken window inward, then
lift it off the lower track.
b. If rubber glazing, rubber bumper, or other glazing material
appears to be damaged, replace it.
c. Set the new window into the lower track.
d. Re-install the upper track.
4. Replace any broken right or left side cab windows:
a. From outside the cab, remove the screws that retain the win-
dow frame, then remove the window frame.
b. Carefully push the window outward from inside the cab.
c. If rubber glazing, adhesive foam tape, or other glazing mate-
rial appears to be damaged, replace it.
d. Replace the window, then replace the window frame and re-
install the screws that hold the window frame in place.
5. Replace any broken rear cab windows:
a. Turn OFF the control valve for the wiper air motor on that
windshield. Remove the windshield wiper arm.
b. Using a fiberglass prybar, pry the window out of the rubber
track.
c. Pry the rubber seal apart and install the new window.
d. Reinstall the wiper arm.
F. Check Windshield Wipers Condition & Wiper Motor
Operation
1. Check all wiper blades for wear and damage.
2. Replace any worn or damaged blades.
3. With the wiper control valves, turn on each wiper air motor
(one at a time) to confirm that it operates, then turn it off.
4. Replace failed air motor(s).
G. Check Cab Lighting
1. Close the battery knife switch and the LIGHTS breaker in the
electrical control cabinet.
2. Switch ON the operator’s and helper's reading lights and verify
that the lights are ON. Replace lamps if necessary.

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H. Check FIRE Crew Messages

1. If the Crew Message X of Y screen is not already displaying,
press the CREW button on the FIRE display panel.
2. Display panel displays any active (non-reset) crew messages
one at a time.
3. Review each of the messages and evaluate them to determine if
any maintenance is required. If RESET key appears with
message, fix whatever problem is being annunciated, then
press the reset key.
I. Check EM2000 Annunciator Messages
1. Select “Fault Archive” on the FIRE display panel. The Fault
Archive Display Menu displays.
2. Select “Partial archive - since annunciator.” most recent stored
EM2000 message appears. Review message, and note if any
maintenance is required.
3. Press OLDER key. Previous EM2000 message displays.
Evaluate and note required maintenance as in previous step.
4. Repeat until you have reviewed all messages in the
annunciator.
5. When you have reviewed the last annunciator message, press
the EXIT key. The Fault Archive Display Menu displays.
6. Select “Clear the annunciator.” The Annunciator Clear screen
displays.
7. Press the RESET key. The annunciator is cleared.
J. Check Speed Indicator
1. When 2 or more locomotives are operating in consist, at a
steady speed on a level track, check the speed indicated on the
FIRE display of each locomotive.
2. If the speed indicators of all locomotives in consist agree, they
are functioning correctly.
If any of the speed indicators are out of agreement by more

than 7%, check radar function on each locomotive by running
the EM2000 Radar Self Test. The radar may be not functioning
or set at an incorrect angle (should be 37.5 degrees above the
roadbed).
CAB EQUIPMENT 12-23

K. Test All Switches
1. Test all switches in the cab to ensure that they are operational.
2. Replace bad switches.
L. Test All Alarms, Automatic Controls, and Protective Devices
in Cab
Test the attendant call button to ensure operation of the cab alarm.
Test the crew alerter system by releasing the air brakes and
allowing the alerter to time out (do not use the ALERTER
RESET switch). Ensure a penalty brake application is
automatically activated.
M.Check EMERGENCY FUEL CUT OFF & ENGINE STOP
Switch Operation
1. With the engine idling, press the red EMERGENCY FUEL
CUT OFF & ENGINE STOP button on the engine control
panel for at least a second, then release it.
The following should occur:

• Engine shuts down and does not restart when red button is
released.
• Turbo lube pump runs for 35 minutes.
• FIRE displays EMERGENCY FUEL CUTOFF
ACTIVATED message.
2. Troubleshoot with locomotive schematic if the above events do
not occur.
N. Lubricate Locomotive Controller Handle Pivots
1. Find the PWR/DYN BRK and REVERSER handle pivot
points.
2. Lubricate the handle pivots with lithium grease.

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SECTION 13. CARBODY, COUPLERS & DRAFT GEAR
CONTENTS OF SECTION
13.1 UNDERFRAME ......................................................................................................................13-3
13.2 LIGHTING ...............................................................................................................................13-3
13.3 AIR INLET SCREENS ............................................................................................................13-3
13.3.1 MAINTENANCE ...............................................................................................................13-3
13.3.2 ENGINE HOOD ROOF DOORS AND TURBO HATCH ...................................................13-4
13.3.3 GENERATOR HOOD .......................................................................................................13-5
13.3.4 COOLING HOOD .............................................................................................................13-5
13.3.5 CARBODY SIDE DOORS ................................................................................................13-5
13.3.6 HANDRAILS .....................................................................................................................13-6
13.3.7 STEPS ..............................................................................................................................13-6
13.3.8 WALKWAY .......................................................................................................................13-6
13.3.9 GRAB IRONS ...................................................................................................................13-6
13.4 COUPLER & DRAFT GEAR SYSTEM ..................................................................................13-7
13.4.1 OPERATION ....................................................................................................................13-7
13.4.2 COUPLER AND DRAFT GEAR MAINTENANCE ............................................................13-8
13.4.3 REMOVAL AND INSTALLATION INSTRUCTIONS .......................................................13-16
CARBODY, COUPLERS & DRAFT GEAR 13-1

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13.1 UNDERFRAME
The all-welded construction underframe is the main structural support
for the locomotive and is structurally sound to ensure maximum
strength, integrity, and durability. The underframe is a type design that
serves as the main load carrying member for all above deck mounted
equipment and bolt on fuel tank & battery box.
Pivot pins are welded to the front and rear underframe to engage with
the truck pivot assemblies. Two side sills and center sills support the
narrow walkways alongside the carbody. Front collision posts are
welded directly to the underframe. The reinforced short hood and
anticlimbers are standard. Floor plates for end platforms and
walkways have anti-skid surfaces and are welded to the frame.
The narrow, long carbody promotes heat dispersal and provides a
service walkway on either side. The carbody is bolted to the deck to
allow removal, and provides ease of access for maintenance. The
carbody also supports lighting fixtures and lights.
To expedite routine maintenance and component replacement, each
major component is accessible through a removable hatch. Side access
doors are equipped with heavy-duty hinges and latches. Lifting eyes
are located on all hatches for ease of removal.
A jacking pad is located at each side sill near each truck pivot pin.
Platform mounting steps are located at each corner of the locomotive.
Grab irons are provided for personnel exiting and boarding the
locomotive.
The locomotive is protected from rust and corrosion with an undercoat
and paint.
13.2 LIGHTING
Carbody lighting includes twin sealed-beam headlights (front and
rear), platform lights, step lights, engine compartment lights, inertial
compartment lights and cooling hood compartment lights.
All carbody lights are activated when the BATT. SW. is closed, the
LIGHTS and HEADLIGHTS circuit breakers are ON, and the
appropriate light control switches located in the cab, on the control
stand and engine control panel, are in the ON position.
13.3 AIR INLET SCREENS

Removable air inlet screens are located on the carbody to prevent
debris from entering the radiator compartment, the inertial air filters,
and the #2 truck traction motor blower.
13.3.1 MAINTENANCE
All air inlet screens should be kept clear of any foreign material to
avoid restricting air flow. Remove foreign material from air inlet
screens whenever it is observed.

Figure 13-1. GT46AC Carbody
13.3.2 ENGINE HOOD ROOF DOORS AND TURBO HATCH

Four engine hood gullwing roof doors, located on top of the
locomotive carbody, two on either side, provide access to the top of
the engine. Each roof door is secured with two latches, located on the
side of the locomotive carbody. The doors are hinged at the center of
the carbody roof. To open the hood doors, pull the latch handles out
and up on the doors. A door support at the rear portion supports the
doors in the raised position. A safety pin is provided for placement in
the door support to ensure it will not collapse. The compartment is
also equipped with four lifting lugs to facilitate removal of the
compartment. A separate hatch section has been provided to facilitate
turbocharger and exhaust silencer removal.
Figure 13-2. Locomotive Engine Room Hatch

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13.3.2.1 MAINTENANCE
Lubricate the hood roof door hinges and latches with oil at the interval
specified in the Scheduled Maintenance M.I. Check all latches for
proper operation and replace any latches found defective. Check all
hood roof doors for cracked or broken hinges. Any broken hinges will
need to be cut off and a new hinge welded in place. Paint the repaired
area to prevent rust from forming.
13.3.3 GENERATOR HOOD

A removable hood section, located on top of the locomotive carbody,
ahead of the engine hood section, provides access to main generator,
blowers, and clean air compartment. The hood section is secured with
bolted fasteners, located on the top of the locomotive carbody.
The hatch should be periodically checked for securement and sealing. The
edge gasket material should be renewed if there is any evidence of air or
water infiltration, or at time of hood removal for component servicing.
13.3.4 COOLING HOOD

The cooling hood contains the radiator blowers, radiators and grill
assemblies. The hatch may be removed as an entire assembly, or the
radiator blower section may be removed independent of the main
hatch.
The hatch should be periodically checked for securement and sealing.
Check for cracked welds or loose components. Re-weld any damaged
structure and tighten or replace fasteners as required. Check all
electrical and piping clamps for securement.
13.3.5 CARBODY SIDE DOORS

Carbody side doors are provided with hinges and latches to secure the
doors. The clean air compartment door is provided with removable
hinge pins. The clean air compartment door, the traction alternator
access door, and the electrical locker door are provided with door seals
around the inside edges of the doors to prevent outside air from
entering the inside compartments. All other carbody side doors are
equipped with peened pinned hinges.
Lubricate the carbody side door hinges and latches with oil at the
interval specified in the Scheduled Maintenance M.I. Check all latches
for proper operation and replace any latches found defective. Check
all carbody side doors for cracked or broken hinges. Any broken
hinges will need to be cut off and a new hinge welded in place. Paint
the repaired area to prevent rust from forming.

Inspect the door seals on the clean air compartment door, traction
alternator access door, and the electrical locker door. Replace torn or
missing door seals to maintain the integrity of these compartments.
13.3.6 HANDRAILS
Handrails are provided on each side of the locomotive as a safety
feature to support personnel on the walkways and steps.
Handrails are to be maintained in good order. Check all handrails for
bent or broken sections, chipped paint, and loose/missing bolts. Bent
handrails may be heated and straightened, but cracked or broken
handrails must be changed as a complete section as welding on them is
not permitted. Areas of loose or chipped paint are to be sanded down
and re-painted. Tighten all loose bolts and replace missing bolts with
bolts of the correct grade.
13.3.7 STEPS
Steps are provided at each corner of the locomotive for boarding and
exiting the locomotive.
Check all steps for damage or loose bolts. Damaged steps must be
replaced as welding or straightening is not permitted. Tighten all loose
bolts.
13.3.8 WALKWAY
A diamond-plated walkway, located on each side of the locomotive,
provides a platform for accessing the locomotive compartments.
Check for cracked welds or loose tread plates. Re-weld any loose
plates. Tread plate sections that have been worn smooth can be cut out
and a new section welded in. Any areas that have been cut or welded
should be repainted.
13.3.9 GRAB IRONS

Grab irons are located at strategic locations on the locomotive to
support personnel moving about the locomotive.
Check all grab irons for damage or loose bolts. Damaged grab irons
may be straightening but welding is not permitted. Paint grab irons
after straightening. Tighten all loose bolts. Areas of loose or chipped
paint are to be sanded down and re-painted.

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13.4 COUPLER & DRAFT GEAR SYSTEM

This section describes the coupler and draft gear system. It contains
the following general information: operation, component descriptions,
maintenance procedures, and removal and installation instructions.
13.4.1 OPERATION
The coupler and draft gear system provides a means of coupling
locomotives and cars in a train. The tractive effort exerted by the
locomotive to pull its train is applied through the draft gear assembly
and coupler of the locomotive. The draft gear withstands the entire
pulling force of the locomotive and absorbs the impact shock during
coupling, starting, and run in /run out during train operation.
The draft gear assembly consists of the draft gear and its yoke to
which the coupler is pinned. When the locomotive is exerting force,
the force is transmitted through the draft gear pocket to the draft gear,
then through the yoke to the coupler. The draft gear is located between
the draft gear pocket, which is an integral part of the locomotive
underframe, and the yoke which is connected to the locomotive
coupler.
13.4.1.1 COMPONENT DESCRIPTION

The following paragraphs detail the major components in the coupler
and draft gear. See Figure 13-3.
F47120
Figure 13-3. Coupler and Draft Gear Assembly

13.4.1.2 DRAFT GEAR
The draft gear consists of five centre pads and two end pads made of
steel plates with a rubber cushion bonded to each side. End pads have
rubber only on one side of the plate. The pads are kept in relative
position by a rubber protrusion on the side of the pad which fits into a
slot on the adjacent pad.
13.4.1.3 YOKE
The yoke houses the draft gear and provides for coupler attachment.
13.4.1.4 COUPLER, E-TYPE

The coupler provides a means for connecting one rail vehicle to
another. The coupler uses a pivoting knuckle and an internal
mechanism that automatically locks when the knuckle is pushed
closed. Provisions are included to pull the pin that unlocks the
knuckle.
13.4.1.5 COUPLER CARRIER, E-TYPE

The coupler carrier is a support and wear pad mechanism located under the
coupler shank. It is used to adjust coupler height and support the coupler.
13.4.1.6 TOP-OPERATED CUT LEVER

The cut lever used with the E-type coupler is top-operated with a
rotating-type handle.
13.4.2 COUPLER AND DRAFT GEAR MAINTENANCE

The following paragraphs describe the specific scheduled maintenance
tasks required for each coupler and draft gear system component.
Refer to the Service Data Section for information regarding special
tools and lubricant specifications.
Inspect coupler and draft gear for those items listed and for any other
obvious defects.
WARNING
Exercise extreme caution and follow all railroad and
manufacturer’s safety rules relating to the use of tools, materials,
equipment, and personal safety in the performance of these
procedures.
13.4.2.1 INSPECT DRAFT GEAR AND COUPLER OPERATION

1. Verify that the coupler operating mechanisms opens the
knuckle when the handle is raised to the top position.
2. Check lock drop operation.
A. Close the knuckle slowly.
B. Observe that lock drops to fully locked position.

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C. The E-type coupler is fully locked when the lock rests on the
shelf of the knuckle tail as illustrated in
D. If lock does not drop freely, check operating parts for
distortion.
E. If parts are not bent or distorted, clean functioning surfaces in
the coupler head, the knuckle and parts to obtain satisfactory
operation.
F. Bent or distorted components must be replaced.
3. Verify the knuckle, coupler, and draft gear are secure.
F47127
Figure 13-4. Coupler Locked Position Indication
13.4.2.2 INSPECT DRAFT GEAR AND COUPLER

1. Inspect the draft gear to see that it is tight in the proper length
pocket and that its appearance indicates the gear has been
functioning properly.
2. Inspect the draft gear assembly for cracks and damage. Cracked or
damaged components must be replaced.
3. Verify the draft gear rubber pads are in place in good condition.
4. Check that the distance between the center front face of the
coupler and the top of the rail is between 31-1/2" and 34-1/2".
Corrective action must be taken if the coupler distance from the
rail is less than 31-1/2" or more than 34-1/2".
NOTE
Coupler height is adjusted by shimming the carrier assembly.

13.4.2.3 CHECK COUPLER LATERAL DISPLACEMENT
Check draft gear for wear of the alignment control mechanism,
illustrated in Figure 13-5. The alignment control provides a free lateral
movement of the coupler of 2" either side of the center measured at the
coupling centerline, of a total movement of 4". The maximum
allowable lateral movement is 4" to each side of the coupling
centerline, or a total movement of 8". Perform the following
procedures to determine the amount of coupler movement:
1. Pry draft gear and yoke from underneath the locomotive until
the front face of the draft gear is contacting the front yoke
pocket surface, illustrated in Figure 13-5A.
2. Pry coupler toward locomotive to take up any wear in the
coupler-yoke connecting pin and bushings, illustrated in
Figure 13-5B.
3. Gently move coupler to one side where contact is made with
the alignment plunger and the coupler wing, illustrated in
Figure 13-5C. Use a 1/8" round rod between the coupler and
coupler carrier to facilitate movement of the coupler.
F47121
Figure 13-5. Alignment Control

NOTE
Do not move coupler after plunger and coupler wing make contact,
as the coupler will move forward, taking up any clearance between
the pin and bushing, causing an erroneous reading.

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4. Mark the location of coupler by using a plumb bob suspended

from the coupler pulling face and mark on another convenient
surface.
5. Swing the coupler to the other extreme position complying
with the same note used in step 3, and mark location.
6. The straight line distance between the two marks indicates the
total coupler free swing. If this exceeds 8" total or 4" from the
coupler centerline to either extreme as illustrated in
Figure 13-5, the yoke or coupler must be replaced.
13.4.2.4 CHECK FREE SLACK OF DRAFT GEAR, YOKE, AND COUPLER

Check the draft gear, yoke and coupler for 1/2" or less free slack. If
the total free slack limit is exceeded, the yoke or coupler or both must
be removed and replaced. Determine the total free slack:
1. Insert a long bar between the coupler horn and striker face,
Figure 13-5. Force coupler outward as far as possible.
NOTE
The coupler and draft gear must be manually moved so the draft
gear will not compress. Using another locomotive to push the
coupler “in” or pull the coupler “out” is not recommended as this
will compress the draft gear which will give an incorrect slack
indication.
2. Measure the distance between the coupler horn and striker face
(larger measurement).
3. Bar the coupler and draft gear assembly “in” as far as it will go.
4. Measure the distance between the same points as used in step 2
(smaller measurement).
5. Subtract the smaller measurement (step 4) from the larger (step
2). The difference is the amount of free slack present.
6. If the amount of free slack exceeds 1/2":
A. Using a pry bar, force the draft gear forward as far as possible
to determine if free slack is a result of permanent set in the
gear. If the slack is result of the gear, the gear must be removed
for reclamation. Report condition to supervision for heavy
maintenance instructions.
B. If the slack is not attributed to the gear:
1. Remove the coupler (13.4.3.2).
2. Inspect and repair the coupler (13.4.2.9).
3. Install a qualified coupler (13.4.3.3).

13.4.2.5 CHECK FREE SLACK OF TOP OPERATED CUT LEVER
1. Measure the distances A, B and C as shown in Figure 13-6 and
adjust as necessary to obtain the requirements:
Distance A: Minimum of 1-3/4" - Amount of free slack in line
with coupler centered in carrier. This slack is necessary to
permit full lateral movement of the coupler without raising the
coupler locklift when in extreme buffed or pulled out position.
Distance B: Not to exceed 3-3/4" - Distance between front of
slot in rod eye and coupler horn with coupler centered in
carrier.
Distance C: Less than 7" - Length of lift arm rod.
Distance D: The inner and outer brackets should be located
close to the bends of the rod to prevent lateral movement of the
rod.
F47128
Figure 13-6. Top-Operated Cut Lever

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13.4.2.6 INSPECT KNUCKLE FOR ANTICREEP PROTECTION

1. Insert a pry bar between the lock and knuckle tail shelf and force
upward (Figure 13-7).
2. At the same time, force the lock leg rearward by inserting a
screwdriver between the lock leg and the front of the lock hole.
F47126
Figure 13-7. Anticreep Inspection
3. If the lock can be raised by this method enough to permit

opening of the knuckle, the coupler has insufficient anticreep
protection.
4. Correction of insufficient anticreep protection should be made
by replacing the top locklift assembly, lock or knuckle.
5. Usually replacement of the top locklift assembly is sufficient
but in some cases further benefit is obtained by renewal of the
lock and/or knuckle. If renewal of these parts does not correct
the condition, the fault is probably due to worn anticreep
protection or wear of the rear wall of the bottom lock hole in
the coupler head, and the coupler body must be replaced.

13.4.2.7 INSPECT COUPLER FOR CRACKS
NOTE
Prior to inspection, clean couplers of all foreign matter. Do not
lubricate any coupler components.
1. Inspect coupler for cracks.

2. If coupler is cracked, it must be replaced (see 13.4.3.2 and
13.4.3.3)
3. Cracked knuckles must be replaced (see 13.4.3.4)
4. Cracked knuckles must be scrapped.
13.4.2.8 CHECK CONTOUR CONDITION

1. Check the gap between the coupler body front face and knuckle
nose by attempting to pass gauge No. 25623 vertically in between
Figure 13-8. If the coupler contour allows the gauge to pass, the
coupler must be replaced or renewed to within 5-1/8” as measured
by gauge No. 34401 Figure 13-9.
F47125
Figure 13-8. Contour Limit Inspection Using Gauge No. 25623
F47123
Figure 13-9. Contour Restoration Inspection Using Gauge No. 34401

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2. Check the knuckle contour by attempting to pass gauge No. 44057

over the nose Figure 13-10. If the gauge point “N” passes over one
half or more of the nose length with points “O”, “P” and “R”
contacting the knuckle, the knuckle is condemned and must be
renewed or replaced.
F47124
Figure 13-10. Knuckle Contour Inspection Using Gauge No. 44057
13.4.2.9 INSPECT COUPLER SHANK WEAR PLATE

1. Inspect the shank wear plate for wear. Wear plate must not be worn
more than 1/8".
2. If wear plate is worn more that 1/8", replace the wear plate
(13.4.3.5 and 13.4.3.6).
13.4.2.10 INSPECT COUPLER SHANK

1. Inspect coupler shank for bends.
2. Coupler bodies must be replaced with a qualified body (13.4.3.2
and 13.4.3.3) when shanks are bent out of alignment with coupler
head, including ripping of shank walls.
13.4.2.11 INSPECT PIN HOLE

1. Check for worn or loose coupler bushings.
2. Check for distorted bushings. Distortion of 1/8" or more
disqualifies the bushing.
3. The bushing must be replaced if worn, loose or distorted 1/8" or
more.
4. Check that the coupler shank pin hole is not elongated.
5. If the coupler shank pin hole is elongated, the coupler body must
be replaced, with a qualified body (13.4.3.2 and 13.4.3.3).

13.4.3 REMOVAL AND INSTALLATION INSTRUCTIONS
The following paragraphs describe removal and installation of the
coupler and draft gear assembly from the carbody. For removal and
installation of the components found on the coupler and draft gear,
contact supervision for heavy maintenance instructions. Coupler and
draft gear assembly installation instructions follow the removal
instructions.
13.4.3.1 SAFETY
Exercise extreme caution and refer to railroad and manufacturers’
safety rules relating to the use of tools, materials, equipment, and
personal safety in the performance of these procedures.
The following paragraphs describe the procedures to remove and
install the coupler.
13.4.3.2 COUPLER REMOVAL

1. Remove clevis bolt and position lift arm and clevis clear of
obstructions. Refer to Figure 13-11, page 13-17.
WARNING
Hold coupler/yoke pin in place while removing keeper to prevent
the pin from falling out of place and causing injury. Refer to
2. Remove coupler/yoke pin keeper.

3. Remove coupler/yoke pin.
4. Using crane, gently lift coupler and slide it forward to clear vehicle
for removal.
13.4.3.3 COUPLER INSTALLATION

1. Using crane, gently lift coupler and slide it into its original
position.
2. Install coupler/yoke pin and keeper.
3. Place clevis into its original position and install clevis bolt.

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F47122
Figure 13-11. Coupler and Draft Gear Assembly
13.4.3.4 KNUCKLE AND PIN REMOVAL

1. Remove knuckle pin cotter pin. Refer to Figure 13-11.
2. Remove knuckle pin.
3. Remove knuckle.
13.4.3.5 WEAR PLATE REMOVAL

1. Use acetylene cutting torch or air arc to cut away existing wear
plate from coupler shank.
13.4.3.6 WEAR PLATE INSTALLATION

1. Place new wear plate (shim) in original position.
NOTE
Wear plate replacement shall be of A.I.S.I., C-1095 steel, hardened
and tempered to Rockwell C37 to C45 (BHN 341-415).
2. Use arc welder to weld plate in place. Transverse welding across

the shank is prohibited.

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SECTION 14. EM2000 LOCOMOTIVE COMPUTER
CONTENTS OF SECTION
14.1 EM2000 OVERVIEW ...............................................................................................................14-3
14.1.1 INTRODUCTION ...............................................................................................................14-3
14.1.2 HANDLING ELECTRONIC EQUIPMENT - GENERAL .....................................................14-3
14.2 SPECIFIC HANDLING PRECAUTIONS .................................................................................14-4
14.3 HOW TO USE ELECTROSTATIC DISCHARGE PROTECTION ITEMS ...............................14-5
14.4 EM2000 MODULES AND CONTROL.....................................................................................14-6
14.4.1 LOCOMOTIVE CONTROL SIGNALS................................................................................14-7
14.4.2 EM2000 HARDWARE .......................................................................................................14-7
14.4.3 COMPUTER FUNCTIONS ................................................................................................14-9
14.5 EM2000 MODULES CHASSIS ...............................................................................................14-9
14.5.1 CPM500 CENTRAL PROCESSING \ MEMORY MODULE ............................................14-10
14.5.2 DIO300 DIGITAL INPUT/OUTPUT MODULE .................................................................14-11
14.5.3 ADA305 ANALOG TO DIGITAL TO ANALOG MODULE ................................................14-19
14.5.4 MPU400 MODULE ..........................................................................................................14-20
14.6 PANEL MOUNTED MODULES ............................................................................................14-21
14.6.1 ASC300 ANALOG SIGNAL CONDITIONER MODULE...................................................14-21
14.6.2 TLF300 TRAINLINE FILTER MODULE...........................................................................14-22
14.6.3 VAM300 VOLTAGE AMPLIFYING MODULE..................................................................14-23
14.7 POWER CHASSIS MODULES .............................................................................................14-23
14.7.1 PRG301 POWER SUPPLY REGULATOR......................................................................14-24
14.7.2 PSM305 POWER SUPPLY MODULE.............................................................................14-25
14.7.5 PSM MODULE TEST POINTS AND LEDS .....................................................................14-26
14.8 DOWNLOADING INFORMATION FROM EM2000 ..............................................................14-26
ARCHIVE USING FREE TERMINAL EMULATOR...............................................................14-26
14.9.1 PROCEDURE..................................................................................................................14-26
EM2000 LOCOMOTIVE COMPUTER 14-1

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14.1 EM2000 OVERVIEW
14.1.1 INTRODUCTION
The EM2000 Microprocessor has greatly reduced the number of
“Modules” in the control system, and it provides significantly better
fault detection of components and/or systems. It also contains “Self-
Tests” to aid in troubleshooting locomotive faults.
This Section covers the EM2000 Locomotive Computer System, and
the Computer Modules that are used on the GT46AC locomotives.
14.1.2 HANDLING ELECTRONIC EQUIPMENT - GENERAL

Electrostatic discharge can often damage electronic components and
assemblies. In order to prevent electrostatic discharge around
electronic equipment, some simple precautions should be diligently
followed.
Electronic components and assemblies that are sensitive to
electrostatic discharge damage should normally display a Warning
Label to alert personnel that special handling is required. Figure 14-1
illustrates some typical Electrostatic Discharge Warning Labels.
ELECTRONIC DEVICE
CAUTION!
CAUTION SUBJECT TO DAMAGE

OBSERVE PRECAUTIONS
BY STATIC ELECTRICITY
HANDLING PRECAUTIONS REQUIRED
FOR HANDLING
ELECTROSTATIC
ELECTRO-MOTIVE DIVISION
SENSITIVE CORPORATION
DEVICES LA GRANGE, ILLINOIS USA
PLACE REMOVED DEVICE IN THIS

BAG AND BOX TO RETURN TO EMD.
THIS DEVICE IS ELECTROSTATIC USE LABEL INSIDE BAG TO RESEAL BAG.
DISCHARGE SENSITIVE!
F33637
Figure 14-1. Electrostatic Discharge Warning Labels
To minimize the possibility of damage from electrostatic discharge,

EMD ships new and Utex electronic equipment (including computer
modules) in electrostatic discharge-protected bags and cushioned
cartons. Refer to Figure 14-2. Electronic equipment should remain in
these protective bags until installed. Before electronic equipment is
returned for repair, it must be placed in the bags, and the bags must be
correctly re-sealed. Bag material is dark-colored, but transparent.
Therefore, serial numbers are legible through the bag.
A disposable grounding wrist strap is also included with each Electro-
Motive electrostatic discharge-protected electronics package. Printed
instructions for use appear on the grounding wrist strap envelope.
To prevent moisture from being trapped within an electrostatic-
protected bag, fold the bag over at the opening, and apply an adhesive-
backed “Caution” Label to secure the folded-over flap. DO NOT
CLOSE the bag by means of heat sealing. An additional Caution label
is included within each bag for reclosure.

Figure 14-2. Properly Bagged Module in Cushioned Box
14.2 SPECIFIC HANDLING PRECAUTIONS

WARNING
Grounding cords and wrist straps do not protect users against
electric shock. When using disposable wrist straps, or grounding
cords and wrist straps, follow normal precautions against electric
shock.
If the equipment being handled has a grounding-type plug, make
sure that the equipment is actually grounded. Do not touch or
contact grounded objects, other than equipment that is connected
to a wrist strap.
The following basic precautions will minimize the possibility of

personnel injury, or equipment damage, that could be caused by
electrostatic discharge:
• Appropriate grounding procedures prevent electrostatic charge
buildup. When working on computer equipment, ground yourself
by means of a disposable grounding wrist strap, or by means of a
grounding cord and wrist strap. Wear the wrist strap, and connect it
to a convenient ground point, such as the computer chassis or other
appropriate chassis holddown hardware.

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• Electrostatic discharge-protected bags should be available at all test,

storage, and shipping facilities.
• Bring a sufficient amount of electrostatic discharge-protected bags
to the locomotive to protect all modules that will be removed during
troubleshooting.
• Bagged modules must be stored or shipped with electrostatic
discharge protected cushioning. Do not use expanded polystyrene
contoured packing or “pop-corn.” Where possible, retain fiberboard
cartons for storage and shipment.
The following chart provides EMD part numbers for various
electrostatic discharge protection items:
ITEM EMD PART No.
7" x 11" Electrostatic Discharge Protected Bag 40000012
Caution Label, 9576500
14.3 HOW TO USE ELECTROSTATIC DISCHARGE PROTECTION ITEMS

When working at or near the Computer Chassis, and until all work is
completed, use a disposable grounding wrist strap or a grounding cord
and wrist strap, as directed:
WARNING
Wrist straps and grounding cords may lose conductivity through
use. Make sure the ones you are using have been checked out
recently.
1. Prior to opening the Computer Chassis door, set switches and

circuit breakers to electrically isolate all circuitry in the
Computer Chassis.
NOTE
When new or replacement equipment is involved, a disposable
wrist strap is normally supplied in the equipment box.
2. To properly use the disposable wrist strap, proceed as follows:

A. Unroll two folds of the strap, and wrap this length of strap
around your wrist, adhesive side to skin.
B. Unroll the remainder of the strap.
C. Peel the protective liner from the copper foil at the free end of
the strap.
D. Press the adhesive side of the copper foil onto a bare metal
surface in the Computer Chassis, (such as the side of the
computer chassis).

NOTE
If a disposable wrist strap is not available, you may use a standard
(non disposable) wrist strap with a grounding cord and alligator
clip instead.
3. To properly use a substitute wrist strap with a grounding cord

and alligator clip, proceed as follows:
a. If the wrist strap, grounding cord, and alligator clip are not
already assembled, snap them together.
b. Slip on the wrist strap. To provide a proper electrical contact
with the skin, the Strap (band) should fit snugly.
c. Attach the alligator clip at the other end of the grounding cord
to a convenient bare metal protuberance or close the Computer
Chassis. (You can clip the cord to any computer chassis
mounting bolt).
4. Open the computer chassis for access, and remove the module
and/or component.
5. Remove the new, (or Utex), module/component from the box
and electrostatic discharge-protection bag, and install it.
6. Place the module/component, which was removed from the chassis,
into the electrostatic discharge-protected bag, fold over the end of
the bag, and apply the Caution Label to hold the bag closed.
7. Place the bagged module/component into the electrostatic
discharge protected box.
8. Disconnect the disposable wrist strap (or substitute grounding
cord) from the grounding point, and close the Computer chassis.
14.4 EM2000 MODULES AND CONTROL

All locomotives process two types of signals, Digital signals and
Analog signals. Many people tend to think of digital signals as very
low power electronic pulses used in very high tech devices. The
definition of a digital signal encompasses much more. A Digital signal
is any signal that can have only two values: ON or OFF (which are
also commonly called high and low).
The “on” or “high” state corresponds to a line voltage which is at its
maximum for the system. In small scale electronics this voltage is
usually in the neighborhood of +/- 5.0 VDC. However, with power
electronics such as those found in a locomotive control system, the
“on” state can be represented by much higher values. This could be the
locomotive 74 VDC control voltage, or even higher voltages found in
other applications. Analog signals have an infinite range of values, the
upper limits defined again by the system supply.

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14.4.1 LOCOMOTIVE CONTROL SIGNALS

Consider an example of the voltage across the coil of the GFC
(generator field contactor) vs. time. Refer to Figure 14-2. Depending
on the operating mode (idle, power, or dynamic brake), the voltage
read across the coil will have one of two values, +74 VDC or 0 VDC.
Figure 14-3. GFC Contactor Pickup
An analog signal can be best described as an infinitely variable signal.

Consider the following graph, refer to Figure 14-4, of DC Link
Voltage vs. Traction Motor RPM.
Figure 14-4. DC Link Voltage (MGV) vs. Traction Motor RPM
The voltage could be somewhat erratic due to momentary wheelslips,

but it shows a continuous line with no breakpoints. For example,
between 150 RPM and 250 RPM, infinite measurements can be made
between these points.
14.4.2 EM2000 HARDWARE

All EM2000 computer equipment is mounted in the electrical cabinet.
Refer to Figure 14-5, page 14-8. The EM2000 modules, power supply
modules, and panel mounted modules are easily accessible from the
locomotive cab.
This section describes how the EM2000 computer system works. It
describes how the EM2000 accomplishes its task, and what each module
in the system is used for. Figure 14-5, page 14-8 is a block diagram of the
EM2000 system. EM2000 modules are housed in two separate areas
depending on their function and type of signals they process.
All operator communication with the EM2000 is through the FIRE
Display panel mounted on the control stand.

Figure 14-5. EM2000 and Associated Equipment, Block Diagram

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14.4.3 COMPUTER FUNCTIONS

EM2000 is responsible for the following functions:
• Excitation - Control of the traction alternator by commanding the
Traction Alternator Field Supply Chopper assembly. Control of the
inverters Pulse Width Modulation. Control and monitoring of
tractive and braking effort.
• Logic - Process all commands from operator (throttle handle,
switches, etc.) or trainline. Control and monitor on/off devices on
the locomotive (contactors, relays, and magnet valves).
• Display - Accept inputs from the FIRE display panel. Record data
in archive memory. Display information on the FIRE screen. Initiate
diagnostic functions through the display.
14.5 EM2000 MODULES CHASSIS

The EM2000 modules chassis houses the following modules:
• DIO300 (Digital Input / Output).
• ADA305 (Analog to Digital to Analog).
• CPM500 (Central Processing Unit and Memory Module).
• MPU400 ( Main Processing Unit).
Figure 14-6 shows the modules chassis with all modules in place. A metal
partition separates the chassis into two separate sections. The sections
exchange data over a bus contained within the backplane of the chassis.
The left side holds the digital Input/Output and analog modules. The right
side holds the high speed data modules: CPM and MPU's. A special
service module called the Master Memory Board (MMB) also inserts to
this side of the chassis when used.
Figure 14-6. EM2000 Computer Chassis

CAUTION
Always follow proper static precautions when handling any printed
circuit boards including power supplies and panel mounted
modules. Failure to do so may cause serious damage to EM2000
components. A grounding wrist strap is included in packaging with
each new or UTEX module.
14.5.1 CPM500 CENTRAL PROCESSING \ MEMORY MODULE

GT46AC locomotives are equipped with the CPM Module. This new
design module combines the functions of the previous design CPU and
MEM modules into one unit, reducing the total number of modules.
The CPM module is the brains of the entire computer system. On the
top front of the CPM as well as on the DIO and ADA modules are red
FAULT LEDs. Upon power-up, they will light for a couple of seconds
as part of the power-up diagnostic routine. The CPM Fault LED can be
tripped by watchdog timer faults, data bus errors, or through certain
other conditions satisfied in software.
The CPM module is responsible for sending the duty cycle command
to the Traction Alternator Field Supply chopper. It is also responsible
for the Traction Inverters PWM (Pulse Width Modulation) generation.
The CPM Module uses two types of memory, “Flash Prom” for
operational programming and conventional RAM for data storage.
“Flash PROM” is easily reprogrammed in the field with the aid of a
laptop computer communicating through an RS232 cable, or through a
special module called the MMB (Master Memory Board).
Running totals, fault archive, calibration information, and unit data
information is retained within the RAM memory - it requires battery
backup. Lithium batteries are used for this purpose.
EM2000 will not operate properly with low or missing battery power.
When battery voltage does begin to reach a critical level, EM2000
logs a fault in archive memory. The EM2000 allows downloading of
CPM module fault and operational data to a PC card, USB memory
stick or a laptop computer for in-depth analysis by service personnel.
NOTE
Information contained within the CPM memory is locomotive
specific, therefore, CPM modules can not be freely swapped
between locomotives while troubleshooting.
Figure 14-7. CPM500 Module

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14.5.2 DIO300 DIGITAL INPUT/OUTPUT MODULE

The EM2000 digital inputs and outputs are handled by three DIO
modules. Each DIO module has 24 input channels and 26 output
channels. The modules are an interface between the locomotive
74 VDC control system and the computer 5 VDC system. On the DIO
modules, these voltages are isolated by optical transistors, known as
opto-isolators.
Input channels (1 thru 8) are multiplexed (“muxed”). Multiplexing
enables EM2000 monitor up to 5 devices on each input channel.
Therefore, the first 8 input channels of each DIO module can monitor
a total of 40 devices. Using 3 DIO modules, EM2000 can monitor up
to 120 devices on the multiplexed input channels. This configuration
significantly reduces the number of input channels required, because
each muxed input channel can monitor up to five inputs. In other
words, what would take 120 DIO module input channels without
muxing, is accomplished by only 24 input channels..
DIO input channels - These channels detect either +74 VDC when a
switch or interlock is closed, or 0 VDC when the switch or interlock is
open. EM2000 uses these signals to determine switch status (closed or
open) or relay / contactor status (picked up or dropped out).
DIO output channels - These channels are directly controlled by
EM2000. They are used to complete or disconnect the circuit between
a relay/contactor coil or magnet valve and the 74 VDC negative. In
general, there is always a +74 VDC present at the relay/contactor coil
when the device is controlled by a output channel.
Input and output channels status (On or Off) can be observed at the
FIRE display panel. Refer to Section 15 for detailed instruction on
how to access the information.
CAUTION
Do not use 74 VDC test lights, bell ringers, or analog meters to
directly check the function of output channels. The rush of
current through the channel to such devices could damage or
destroy the module. The use of a digital voltmeter is strongly
suggested.
Figure 14-8. DIO300 Module

14.5.2.1 MULTIPLEX CIRCUITS MONITORING
The EM2000 computer has the ability to monitor a number of circuit
components using one digital input circuit. This is what is referred to
as multiplexing. In Section 15, Display Diagnostics you will see
instructions on how to confirm that the designated multiplexing input
circuits are working. For the list of circuit components that are
controlled or monitored through the DIO modules. Refer to "14.5.2.2
DIO TABLES," page 14-17.
14.5.2.1.1 MULTIPLEXING
Multiplexing is a process through which several inputs may be
monitored through the use of only one input channel. In simple terms,
selective monitoring makes this possible. In other words, not all inputs
need to be monitored constantly, just periodically. After gathering
these inputs in groups of 5, the CPU looks at the first signal for 10
milliseconds, the second for 10 milliseconds, and so on until it has
seen all 5 inputs from the group. Once all five inputs have been
checked, the CPU looks at the first signal again and repeats the loop.
One very important fact must be understood. Output channels have
always been used in only one capacity on locomotives in the past. This
was to drive devices such as relays and pilot coils. Now, six output
channels are used for completing paths to negative through input
channels. Figure 14-9 shows a typical method of monitoring the status
of a device (energized/de-energized, or ON/OFF) via an interlock of
the device. In this example, once the interlock has closed, current
flows through the input channel and completes its path to negative.
Figure 14-9. Standard Input Method
Figure 14-10 shows the same configuration with one exception; an

output channel is placed in the path between the interlock and battery
negative. In this example, two conditions must be satisfied for current
to flow through the input channel and complete its path to negative:
1. The interlock must close.
2. The output channel must be energized.
The following explains how many inputs can be read using only one
channel. The above two conditions must be met simultaneously to
generate in an input signal to the EM2000. This is very important in
understanding the operation of the multiplexing circuit.
Figure 14-10. Input Interrupt via Output

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Figure 14-11. Simplified Schematic of Multiplexed Inputs (Typical)
Figure 14-11 shows a typical representation of wiring connections

associated with DIO #1 input channel #4. This representation cannot
be seen directly in the schematic but its existence can be deduced.
Wires from the interlocks on the B contactors run to a common point
called a CMU plug before the chassis connection.
The CPU controls whichever device is providing feedback into the
system by energizing different output channels.
To see the input from B1, the CPU must energize DIO #1 output
channel #21. To see the input from B2, the CPU energizes DIO #1
output channel #22, and so on. Timing of output channel activation is
controlled by a clock in the CPU. Refer to Figure 14-12.
Figure 14-12. Multiplexing Software Clock

The CPU looks at the input from each device for a 10 millisecond
duration. Software programmed into the memory of the CPU runs a
simulated clock to time each sample. Figure 14-12, page 14-13 shows
an example of such a clock. The first 5 segments of the clock are used
for reading system feedbacks. For each of these 5 segments, the CPU
energizes a different output channel.
Based on pre-programmed software, the CPU knows that when DIO
#1 output channel #21 is on, the feedback on DIO #1 input channel #4
must be from B1. If some other interlock were connected in place of
B1 without changing the software respectively, then the status of that
new interlock would be read as the status of B1.
The multiplexed inputs share a common output channel to complete
paths to negative. When looking at a schematic, all inputs shown on
the sheet would be read through their respective channels when DIO
#1 output channel #21 is turned-ON. When the output channel is not
ON, the inputs on the sheet cannot be read since they have no way of
completing a path for current to negative.
Likewise, should output channel #21 fail in an OPEN status, none of
the inputs could be read. This condition would be detected through
constantly running automatic diagnostic routines.
The 6th and 7th portions of the 100 ms clock serve a diagnostic
function. During the 6th portion, the CPU turns on DIO #1 output
channel #26. When this occurs, all of the multiplexed input channels
should see current flow through them, indicating all “high” inputs to
the CPU. During the 7th loop, output channels 21 through 26 are
turned OFF. This means that the CPU should read all “low” for
multiplexed inputs.
If either of these two diagnostic routines fail, the computer logs a fault
and disregards any inputs seen from these channels.
Diode Input Panels, or DIPs, are used to prevent interlocks from
providing paths to negative for other portions of the MUX circuit. In
other words, the DIP diodes prevent erroneous feedback from
occurring. Each input has two diodes in series. Two diodes are
provided for a specific purpose. If one diode should fail (shorted, most
common failure), a road failure would be avoided because of the
second diode. Placing an extra diode in the circuit provides economic
reliability insurance.
14.5.2.1.2 DIO INPUT/OUTPUT CHART LISTING

Each individual Locomotive Physical Schematic contains a Digital I/O
Locator Chart, which shows DIO Module inputs and outputs, as well
as the function of each. This Locator Chart should be used when
servicing a locomotive, since it serves as a reference for determining
input/output channels when using the schematic to troubleshoot a
locomotive. This information would come in handy when trying to
confirm the existence of a bad input or output channel. If a bad
channel is suspected, swapping the DIO Modules will help to
determine if the problem is in the DIO, or in locomotive equipment
(wiring or device).

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14.5.2.1.3 SHARED POSITIVES AND NEGATIVES

Certain output channels share Module-borne 15 VDC power supplies.
In addition, non-multiplexed inputs and many outputs are grouped to
share negative feeds on the Module Boards. In the Physical Schematic,
a dotted line to 74 VDC negative indicates where a wire would
normally need to provide a negative feed. However, since a connection
to negative exists on the Module board, an actual wire is not required.
In the case of shared 15 VDC power supplies for outputs, the
schematic does not even show a dotted line; these Module-borne
connections are “understood.”
Each channel requires a +15 VDC power supply to bias its opto-
isolator when called upon to do so by the CPU. Rather than have each
channel generate its own +15 VDC source, groups of channels share a
single source. In other words, one +15 VDC supply can provide power
to many channels.
The shared connection does not show up on the print because it is
internal to the Module. Should the connection inside the Module fail,
one or more channels would lose their +15 VDC supply and would
cease operation.
A few Module-borne problems could occur that would affect the
operation of output channels in a group. First, if the 15 VDC power
supply being generated by channel #1 should fail, all channels of the
group would lose their ability to drive devices. Second, a faulty
connection (in the string carrying 15 VDC power to the base of the
F.E.T.s for each channel) would result in the loss of one or more
channels of the group.
The number of channels grouped together is kept relatively small in
order to limit the amount of current flowing through the shared
input/output, and to provide wiring flexibility. Limiting the current is
necessary to minimize the potential for failure of a “weak link” in the
circuit. The “weak link” is in the connector pin, between the
locomotive 74 VDC supply and the Module. This can withstand only a
few milliamps of sustained current flow. The same holds true for the
connector pins linking 74 VDC negatives to “shared” points on the
Module boards.
14.5.2.1.4 UNDERSTOOD CONNECTION TO SHARED 15 VDC POWER SUPPLY

ON MODULE BOARD
The 15 VDC supply created from 74 VDC input on channel 1, is
shared with channels 2 through 6. Negative returns are also shared
with wired negatives from channels 1 and 2. Redundancy increases
reliability. The output channel groups are as follows:

Output Groups
• 1-6
• 7-10
• 11-14
• 15-18
• 19-20
• 21-22
• 23-24
• 25
• 26
These same groups also share a 74 VDC negative on the Module

Board. Should the connection on the board, or the negative feed to the
group fail, channel operation would be the same as losing a +15 VDC
feed. The shared negative feed is represented on the schematic as a
dotted line.
Non-multiplexed inputs are also grouped, such that some will share
negative feeds on the DIO Module. The groups of channels sharing
negatives on the board are as follows:
Input Groups
• 9-17
• 18
• 19
• 20
• 21-22
• 23-24
With shared negatives, if the connection on the board, or the negative

feed to the group fails, channel operation of one or more channels will
occur.
CAUTION
The schematic does not in any way indicate the shared +15 VDC.
Dotted lines represent the shared 74 volt negative feeds.

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14.5.2.2 DIO TABLES
Table 14-1. Typical DIO Module Channel Assignments

Channel DIO # 1 DIO # 2 DIO # 3 DIO # 4
Number Input Output Input Output Input Output Input Output
1 MUX No AR MUX FCS1 MUX D SND>
2 MUX GFC MUX FCF1 MUX D FOR>
3 MUX GR Rst MUX FCS2 MUX D AV>
4 MUX Wh Slp MUX FCF2 MUX D DV>
5 MUX MV Bell MUX MV STC D DBSU>
6 MUX ESWarn MUX HWR D REV>
7 MUX CmpSyn MUX FP Rly ChpCbr D BV>
8 MUX BWR MUX MV SH ChpRst D SC>
9 Alarm MVCC LDBSS BellOn CLR D SND> D DBON>
10 C FPSw SSCR RHSw F LDBFSA BelNOf CLL D FOR> D CV>
11 TL 1T MVS 2F RHSw R TR1SS BelRly AuxLts D AV> D GF>
12 DB 17T STE TH 1 8 TR1FSA GrdRly PSRQ D DV> D ER>
13 DB 21T RC OUT TH 3 8 TR2SS ESC MVHorn D DBSU>
14 ER Sw D DBON TH 5 8 TR2FSA PCR1 D Valv D REV>
15 GF Req DCR TH 2468 MVS 1F PCR2 ESC D BV>
16 EBT THSt56 MVS 1R BCR1 PCR1 D SC>
17 MnS Sw GFD MVS 2R BCR2 PCR2 D DBON>
18 WtrDrn RadBlw NoEFCO CAF BCR1 D CV>
19 DCLCB APCRST LCBat DCOp DBON BLD D GF>
20 AltRst APCINH TH Idl DCCl ASDsbl D ER>
21 LdUnit MUX 1 WL10Tt B1 TLPR
22 TL22T MUX 2 BW20T B3 LCC OK
23 TLP CB MUX 3 TI1CO FP CB ASEnab
24 TLPR MUX 4 TI2CO FP Rly ASInac
25 MUX 5
26 MUX 6 EC Trip BCR2
* See your order specific schematic for I/O information.

** See Table Table 14-2 on page 14-18, for muxed inputs.

Table 14-2. *Typical DIO Module MUX Channel Assignments
DIO #1 OUTPUT CHANNEL NUMBER
21 22 23 24 25 26
MXOF01
1
MXON01
CAF MXOF02
2 GRNtCO GFC GFD SSCR
MXON02
DIO #1 Start MXOF03
3 GnBwCB PSRQ DCCl DCOp
MXON03
MXOF04
INPUT 4 B1 B2 B3 B4
MXON04
MXOF05
CHANNEL 5 TI1CO TI2CO Cntl CB DB CB
MXON05
TR1FAB TR2FAB MXOF06
NUMBER 6 TR1SS TR2SS
MXON06
MXOF07
7 LDBSS LDBFAB
MXON07
EngHrn GFldSw CndHrn MXOF08
8 SLCSCO
MXON08
MXOF09
1
MXON09
MXOF10
2 EFS FVS BWR Wh Slp DBNtCO
MXON10
MXOF11
DIO #2 3 ChpFCO ChpFC Isolat Run DBOnly
MXON11
MXOF12
INPUT 4 GRLORS BLD AB1CB AB2CB ECM On
MXON12
MXOF13
CHANNEL 5 ESR Cmp Syn HWR
MXON13
FCF2 MXOF14
NUMBER 6 FCS1 FCS2 FCF1
MXON14
MXOF15
7 FIRE CB
MXON15
MXOF16
8 MXSEL1 MXSEL2 MXSEL3 MXSEL4 MXSEL5
MXON16
MXOF17
1
MXON17
EngCB DRL MXOF18
2 STE ESWarn ACCntl
MXON18
APCIN4 MXOF19
DIO #3 3 APCCB APCIN1 APCIN2 APCIN3
MXON19
INPUT CVS EOTEMG LTS Sw LoERSw AuxLSw MXOF20
4
MXON20
CHANNEL
5
NUMBER 6
* See your order-specific schematic for specific information.

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14.5.3 ADA305 ANALOG TO DIGITAL TO ANALOG MODULE

The ADA module receives analog input signals from a variety of
feedback sensors. Module circuits convert and scale the analog
feedback signals to digital form for use by the CPM Module. The
ADA module converts certain digital CPM output signals to analog
form for use by external equipment; for example, the Slow Speed
reference signal is first issued as a digital signal by the CPM and then
converted to analog by ADA. This analog signal is sent to the VAM
panel mounted module where it is amplified and applied to the MU
receptacle pin 24.
Figure 14-13. ADA305 Module

14.5.4 MPU400 MODULE
The MPU modules are used to control the IGBT Inverters. One MPU
module controls one IGBT Inverter. The MPU module consists of the
VVVF (Variable Voltage Variable Frequency) controller, Protection
Sequence circuits, Fault Recorder circuit and supporting software and
firmware.
The MPU module is compatible with the EM2000 chassis and
communicates with EM2000 through the printed circuit board
backplane of the chassis. External to the MPU module is the Interface
Board which connects the MPU module to the proper IGBT Inverter to
be controlled. There will be one Interface Board per Inverter and each
Board will provide signal conditioning and optical interfacing with the
IGBT inverter power electronics. The Interface Boards are contained
within the Inverter Interface Module, mounted in the electrical
cabinet.
Figure 14-14. MPU400 Module

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14.6 PANEL MOUNTED MODULES

There are three modules mounted on the electrical locker peninsula:
• TLF300 (Trainline Filter Module).
• VAM300 (Voltage Amplifying Module).
• ASC300 (Analog Signal Conditioner).
14.6.1 ASC300 ANALOG SIGNAL CONDITIONER MODULE

The ASC300 module scales analog feedback signals to a level that can
be handled by the ADA module. The signals that are processed by the
ASC 300 module are:
• BATT V Locomotive battery voltage.
• MG CTA1 Traction Alternator (Main Generator) current level -
from current transformers CTA, CTB, and CTC.
• TL 24T Dynamic Brake handle reference signal, trainlined on pin 24.
The ASC module faceplate has the following test points:
• IMG (check with respect to 15V_COM) - This is the rectified
signal from the traction alternator current transformers. The scale
factor is 435 A/VDC.
• LR - Not used on this locomotive.
• 24T (check with respect to 15V_COM) - This is brake handle
position. 0 VDC = Min. Brake; 9 VDC = Max. Brake.
• 5VP (+5 V - check with respect to CGND) - This is the operating
power supplied to the barometric pressure transducer.
• CGND - Common/Ground for 5VP.
• 15V_COM - Common for 15P and 15N.
• 15P, 15N (+15 V and -15 V - check with respect to 15V_COM)
This is the power supply for the circuitry that converts 15 VDC to
5 VDC for barometric pressure transducer operating power.
Figure 14-15. ASC300 Module

14.6.2 TLF300 TRAINLINE FILTER MODULE
On the older generation locomotives, the 74 VDC relays
would pick up at approximately 35 VDC. With the present
generation of locomotives, the input channels on DIO
modules will go high (bit status “1” = ON) at approximately
25 VDC. In order for these input channels on the DIO to act
like a relay, the TLF filters critical trainline signals by
reducing the voltage of the signal by 10 V.
TLF circuitry requires the input voltage into the TLF be at
least 35 VDC. If the voltage is 35 VDC, then the voltage on
the negative side of the TLF channel is 25 VDC that will be
applied to the input of the DIO.
This circuitry also prevents the DIO channels from going high
erroneously if the locomotive is MU’d in consist with older
generation locomotives that may have stray voltage on the
trainlined circuit.
Figure 14-16. TLF Module
Table 14-3. TLF Channel IN, Test Point Circuit

Pin Identification (Example only)
Test Point Signal Name Trainline
IN1 Alarm 2T NOTE: Only twelve of the
trainline inputs to the CPM are
IN2 Eng. Speed D Valve 3T
filtered. This table lists the
IN3 Generator Field 6T twelve inputs and their
IN4 Eng. Speed C Valve 7T respective test points.
IN5 Dir. Contl. = F 8T

IN6 Dir. Contl. = R 9T
IN7 Slow Speed Req. 1T
IN8 Eng. Speed B Valve 12T
IN9 Eng. Speed A Valve 15T
IN10 Engine Run 16T
IN11 DB Set Up 17T
IN12 DB Excitation 21T

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14.6.3 VAM300 VOLTAGE AMPLIFYING MODULE

The Voltage Amplifying Module or VAM is used in Slow
Speed Control mode which performs the same duties as
traditional “Pace Setter” devices which mount to the
control stand at loading / unloading facilities for coal,
grain, minerals, etc. The devices were responsible for
maintaining a constant train speed for extended periods of
time with little operator intervention.
Based on target speed that is input by the operator, the
EM2000 generates a digital signal that is sent to the ADA
module, where it gets converted to analog, then sent to the
VAM300. The CPU monitors operator requested speed and
ground speed, then develops a signal proportional to the
amount of generator output needed to regulate speed. The
ADA converts the CPU signal to a voltage signal scaled 0
& 10 VDC. The ADA then passes this signal to VAM300
to amplify it.
The amplifier provides output to the trainline 24T when
SSCR picks up. This scaled voltage signal provides a
generator power reference for trailing units.
Figure 14-17. VAM300 Faceplate
14.7 POWER CHASSIS MODULES

The EM2000 system power chassis mounts above the computer
module chassis. Figure 14-18 shows the power chassis in detail.
Figure 14-18. Typical Power Chassis Modules

14.7.1 PRG301 POWER SUPPLY REGULATOR
The PRG301 is the power supply conditioner for the PSM modules. Its
input is from the 64VDC/74VDC APC locomotive battery circuit. The
PRG301 will function properly when its input potential is in the 25-95
VDC range. When the input is in the 25-63 VDC range, PRG301
boosts its output to 64-73 VDC. Boosting can only operate for a
limited time before PRG301 goes into thermal overload. Boost
operation endurance depends on how much boost PRG301 provides.
When input is more than 63 VDC, the boost circuitry turns off, and the
PRG301 acts as a low pass filter, with output lower than the input by
approximately 1 VDC.
PRG301 also acts as a power dissipating resistor when input is too
high. Resistive circuitry activates at approximately 80 VDC.
• The yellow faceplate LED indicates PRG301 is in boost mode
operation. This is not a fault condition and is no cause for concern. It
is, however, a warning that locomotive battery voltage is too low to
continuously operate EM2000 without APC output. PRG301 can
operate in boost mode for about 20-30 minutes.
• The red faceplate INPUT FAULT LED illuminates when input voltage
rises above 93 VDC or falls below 22 VDC. When On, this LED
indicates that PRG301 is disabled. To reset PRG301, open the
COMPUTER CONTROL breaker for at least 20 seconds.
• The red OUTPUT FAULT LED turns On if PRG301 detects output

current greater than 7A. PRG301 interprets this as a short circuit and
shuts down boost operation. The LED switches Off when the
overcurrent condition ends.
Four PRG301 test points allow for the measurement of + & - 74 VDC
input as well as output. Notice that the 74 VDC negatives are not
common.
F48154
Figure 14-19. PRG301

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14.7.2 PSM305 POWER SUPPLY MODULE

The PSM305 steps down the 74 VDC input from the PRG301 to + 5
VDC, and distributes the power to the EM2000 chassis. Notice that
this system does not use a negative 5 VDC supply. PSM305 must
receive an input between 55 and 90 V from PRG301 in order to
function properly.
Figure 14-20. PSM305, 312 and 315 Modules

The PSM312 steps down the 74 VDC input from the PRG301 to +/- 12
VDC, and distributes the power to the EM2000 chassis. PSM312 must
function properly.

The PSM315 steps down its 74 VDC input from PRG301 to +/- 15
VDC, and distributes the power to the TDP panels, field supply
chopper, FIRE computer, and the ASC300 module. PSM315 must
function properly. A second PSM315 module supplies power to the
FIRE computer display.

14.7.5 PSM MODULE TEST POINTS AND LEDS
Each of the PSM modules, PSM305, PSM312, and PSM315, have
faceplate LEDs (4 on each of the PSM312 and PSM315),(3 on
PSM305):
• The green LEDs (only one on PSM305) indicate operation within
2.5% of the rated output voltage.
• The red input LED indicates a transient in the input line outside the
55 - 90 VDC input range. This is not necessarily a fault.
• The red fault LED indicates that the output voltage or current
(measured at the load) from the module is out of range.
All three modules have + & - 74 VDC input test points.
• PSM305 has +5 VDC to common.
• PSM312 has + & - 12 VDC to common.
• PSM315 has + & - 15 VDC to common.
14.8 DOWNLOADING INFORMATION FROM EM2000

On more recent models, Event Recorder, Fault Archive, and Running
Total data can be downloaded simultaneously by inserting a blank
PCMCIA memory card into the PC card reader. Once inserted, do not
remove the memory card until the download has finished, as indicated
on the FIRE screen.

ARCHIVE USING FREE TERMINAL EMULATOR
NOTE
With the CPM500 module, EM2000 software can be loaded via
the USB port on the front of the module. This port can also be
used to download the fault archive and performance data.
This procedure is to advise Electro-Motive customers on how to install

EM2000 software by employing free terminal emulator software Tera
Term Pro Version 2.3. Tera Term Pro 2.3 is free software that can be
installed on your laptop. It can be downloaded from the following
URLs or various other web sites searches:
• http://hp.vector.co.jp/authors/VA002416/teraterm.html
• http://www.sofotex.com/Tera-Term-(Pro)-download_L411.html
14.9.1 PROCEDURE
Before one can proceed a Programming Cable/Interface Box is
required.
NOTE
Serial upload of EM2000 software may take anywhere between 30 –
60 minutes depending on the file size.

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1. Open Tera Term Pro 2.3.

2. Select “Serial” radio button in the “Tera Term: New
connection” window and chose an appropriate port for your
laptop. Refer to Figure 14-21.
Figure 14-21. Com1 As A Selected Port
3. Click on “Setup” menu and select “Serial port.” Refer to Figure

14-22.
Figure 14-22. Set-up/serial Port Selection Screen

4. Set up the serial port per the settings as shown in Figure 14-23.
(Baud rate: 9600, Data: 8 bit, Parity: none, Stop: 1 bit, Flow
control: Xon/Xoff, Transmit delay: 0 msec/char & 0
msec/line).
Figure 14-23. Serial Port Set-up
5. Connect the EM2000 programming cable between your laptop

and the CPM/CPU port. Move the switch to “LOAD” position
on the programming cable box and hit the “RESET” switch
once. As a result, the red LED on each module in the EM2000
chassis should stay lit except for the LED on CPM/CPU. Now
click on “File” menu and select “Send File”, Figure 14-24, in
order to browse for the EM2000 software (.run file) that needs
to be installed. Select the software file and then click OK to
initiate the software upload process. Figure 14-25 shows the
upload process in progress.
Figure 14-24. “Send File” Menu

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Figure 14-25. Upload Process In Progress Screen
6. Upon successful software installation, “load_success” message

should appear as shown in Figure 14-26.
Figure 14-26. “Load Success” Message
7. Now place the “LOAD” switch on the programming cable box

to “OFF” position and hit the reset switch once. Red LED on
each of the EM2000 modules should turn off as a result.
8. Go to the Unit Information screen and confirm the EM2000
software version and Part Number.

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SECTION 15. DISPLAY/ DIAGNOSTIC SYSTEM
CONTENTS OF SECTION
15.1 INTRODUCTION .....................................................................................................................15-3
15.2 FIRE SYSTEM.........................................................................................................................15-3
15.3 FUNCTIONAL SUBSYSTEMS................................................................................................15-4
15.3.1 AUTOMATIC EQUIPMENT IDENTIFICATION (AEI) TAG ................................................15-4
15.3.2 ALERTER ..........................................................................................................................15-4
15.3.3 ELECTRONIC AIR BRAKE (EAB).....................................................................................15-5
15.3.4 ELECTRONIC THROTTLE CONTROLLER ......................................................................15-5
15.3.5 EVENT RECORDER .........................................................................................................15-5
15.3.6 GLOBAL POSITIONING SYSTEM (GPS) .........................................................................15-6
15.3.7 OVERSPEED WARNING SYSTEM ..................................................................................15-6
15.4 FIRE SYSTEM COMPONENTS ..............................................................................................15-6
15.4.1 FIRE COMPUTER (FC).....................................................................................................15-6
15.4.2 FIRE COMPUTER POWER SUPPLY ...............................................................................15-7
15.4.3 CONTROLLER AREA NETWORK BUS (CAN).................................................................15-7
15.5 FIRE DISPLAY ........................................................................................................................15-7
15.6 FIRE MAIN MENU.................................................................................................................15-16
15.6.1 LOCOMOTIVE DATA ......................................................................................................15-18
15.6.2 OPERATORS CONTROLS .............................................................................................15-31
15.6.3 SPEED CONTROL ..........................................................................................................15-33
15.6.4 AIR BRAKES ...................................................................................................................15-39
15.6.5 EVENT INFO ...................................................................................................................15-41
15.6.6 LOCOMOTIVE MONITOR...............................................................................................15-49
15.6.7 MAINTENANCE MODE...................................................................................................15-53
15.6.8 CREW MESSAGES ........................................................................................................15-65
15.7 ALERTER SYSTEM OPERATION........................................................................................15-66
15.8 AUTOMATIC ENGINE START/STOP SYSTEM (AESS)......................................................15-67
15.8.1 SAFETY PRECAUTIONS FOR NORMALLY ENABLED SYSTEM FUNCTION .............15-68
15.8.2 AESS (AUTO-START) SET-UP VERIFICATION ............................................................15-68
15.8.3 AUTOMATIC ENGINE SHUTDOWN...............................................................................15-68
15.8.4 AUTOMATIC ENGINE SHUTDOWN SEQUENCE .........................................................15-69
15.8.5 MANUAL OR ENGINE PROTECTION SHUTDOWN IN AUTO START .........................15-69
15.8.6 AUTOMATIC ENGINE RESTART CONDITIONS ...........................................................15-70
15.8.7 OPERATOR-INITIATED AUTOMATIC ENGINE RESTART ...........................................15-71
15.8.8 MANUAL ENGINE START ..............................................................................................15-71
15.8.9 AESS (AUTO-START) INHIBIT CONDITIONS ...............................................................15-71
15.9 DOWNLOADING THE FIRE EVENT RECORDER...............................................................15-72
15.9.1 EVENT RECORDER PCMCIA CARD DOWNLOAD PROCEDURE...............................15-72
15.9.2 EVENT RECORDER - LAPTOP SERIAL DOWNLOAD PROCEDURE..........................15-73
DISPLAY/ DIAGNOSTIC SYSTEM 15-1

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15.1 INTRODUCTION
This section serves to familiarize locomotive maintenance personnel
with:
• The FIRE computer/display system.
• The EM2000 diagnostic system.
15.2 FIRE SYSTEM

The Functionally Integrated Rail Electronics FIRE system is an
electronic system that is used to both interconnect and host locomotive
command and control functions. The FIRE computer integrates and
manages the overall locomotive control. These command and control
functions include the following:
• It provides the user interface to control the locomotive subsystems.
• It handles communications between subsystems that do not
communicate directly with each other.
• It systematically integrates and coordinates the overall operation of
the locomotive's subsystems. (In other words, they internally
assimilate the system function into the FIRE system itself).
In addition to the command and control functions, the FIRE system is
capable of integrating any combination of functional subsystems. For
example, FIRE can perform command and control functions with a
physically separate electronic air brake function. FIRE is not required
to support either the sensors, or the actuators required for a particular
function. Instead, it communicates with various devices using network
connections.
Examples of the FIRE system operation are:
• Integration of Automatic Equipment Identification (AEI) tag and
Electronic Fuel Gauge systems.
• Communication with the Locomotive Control Computer, EM2000.
• Communication with NYAB Railway Electronics CCBII system.
The FIRE System serves in three main capacities:
1. Provides Operator/Maintenance Personnel with an interface
with locomotive subsystems.
2. Completes a communication link between locomotive
subsystems.
3. Replaces some devices such as crew alerter, speed indicators,
air gauges, load meter, push-to-test type warning lights.

The FIRE system is a functionally equivalent replacement for past
systems. However, FIRE uses commercial, off-the-shelf hardware and
software to provide proven technology with maximum flexibility. Serial
ports are used to interconnect the FIRE Computer with various
subsystems. A network connector is also included for communication
between the FIRE screens (when equipped) and to provide standard high-
speed network protocol to interconnect the FIRE components
The FIRE system use an integral display screen that replace most of the
usual control station switches, gauges and indicators, as well as the
locomotive computer display panel.
Specifically, FIRE consolidates the functions of Speed indicator, Crew
Alertness system, Cab signalling and End of Train telemetry. The visual
indications normally observed on these systems are now seen on a FIRE
Computer (or FC) by way of an integral color screen. FIRE is a
combination of the display and computer in a single unit. This
combination eliminates the need for the CCC (Cab Consolidation
Computer) and the TEU (Train Enclosure Unit). In addition to providing
EOT data, the FC also displays control stand warning indicators such as
PCS Open, Sand, and Wheel Slip. The Load Meter, and the locomotive’s
diagnostic display system have all been replaced by the FC. The FC also
provides a method for checking and changing the air brake set-up.
The following is a list of the subsystems, and brief descriptions of each.
This list comprises all functional electronic subsystems that can be
integrated to FIRE in various degrees.
NOTE
Different combinations of subsystems will be implemented for
differing orders and applications.
15.3 FUNCTIONAL SUBSYSTEMS

15.3.1 AUTOMATIC EQUIPMENT IDENTIFICATION (AEI) TAG
The dynamic AEI tag function provides a short-range unidirectional
communications link between the locomotive and a wayside reader.
The specification includes a recommended data content for the 32
bytes that can be transmitted off board the locomotive.
15.3.2 ALERTER
The integrated Alerter function monitors the actions of the locomotive
operator and assists in keeping the operator alert. If the operator does
not perform an action to indicate that he is physically capable of
operating the locomotive for a specified time period, visual and
audible warnings are activated. If an appropriate action is still not
detected, the Alerter function indicates a penalty brake condition to
FIRE. For detailed information on the Alerter Subsystem refer to
"15.7 ALERTER SYSTEM OPERATION," page 15-66.

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15.3.3 ELECTRONIC AIR BRAKE (EAB)

The electronic air brake function performs the basic braking tasks on
the locomotive consist. These tasks include the automatic service
brake, the independent brake, and the emergency brake. The EAB
function is also responsible for penalty brake application and release,
in response to a violation of any operating rule as indicated to it by
FIRE. This is based on information from various on board and
wayside signalling systems.
The primary task of the EAB is to respond to brake commands and
perform closed loop control of pneumatic components such as
solenoid valves, magnetic valves, and other pressure regulating
valves, which result in appropriate changes in brake cylinder pressure
for the relevant braking function.
15.3.4 ELECTRONIC THROTTLE CONTROLLER

The electronic throttle controller function obtains direction and
throttle setting information from the operator controls. The FIRE
system distributes these commands to the locomotive’s functional
subsystems as required.
15.3.5 EVENT RECORDER

The integrated event recorder collects and records locomotive and
operator data and events, so that operation of the locomotive can be
reviewed at a future time. The data is recorded using non-volatile
memory, and is transferable off the locomotive using either a memory
card or a serial connection. The format of the data stored is compatible
with available event recorder analysis system.
The events recorded are:
1. Time 7. PCS Open
2. Date 8. Traction Effort - Motoring
3. Distance (kilometer and meter) and Dynamic Braking
4. Locomotive Speed (kph) 9. Brake Pipe Pressure
5. Reverser Handle Position 10. Brake Cylinder Pressure
(For, Rev, Center)
6. Throttle Position
Stored data consists of most recent 48 hours of elapsed time or longer.
Data downloads for the most recent 48 hours of elapsed time and for
the most recent 30 days are possible with the crash hardened memory
module.
Event Recorder Signals on the FIRE Screen can be activated and
viewed in the maintenance level of the FIRE screen.

15.3.6 GLOBAL POSITIONING SYSTEM (GPS)
The global positioning system determines the locomotive position and
velocity by receiving signals from orbiting satellites. In addition,
atomic clock-based time synchronization data is received. The GPS
system communicates the time, position, and velocity information to
the FIRE system so that it can distribute this data to various
subsystems. GPS time is available on all cab electronics interfaces and
will be written to the event recorder every hour as a universal
reference for analysis of event recorder logs. Antenna is included.
15.3.7 OVERSPEED WARNING SYSTEM

The overspeed function monitors the speed of the locomotive. If the
speed of the locomotive exceeds the overspeed setting, visual and
audible warnings are activated. If the locomotive is not slowed below
the overspeed setpoint, the overspeed function indicates a penalty
brake condition to the FIRE system. The overspeed setpoint, timing,
and actions used by the overspeed function are configurable, and once
again based on railroad operating rules.
15.4 FIRE SYSTEM COMPONENTS
15.4.1 FIRE COMPUTER (FC)

The Fire Computer (FC) is the core of the FIRE system. The FC is a
combination computer and display screen with selection keys (push
buttons). The FC has serial ports for communicating with various
subsystems, and a port for use with a key board. A “Flash Card” port
that can be used when loading software or downloading information is
also located on the control stand.
Figure 15-1. GT46AC FIRE System Block Diagram and Controller Area Network (CAN)

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15.4.2 FIRE COMPUTER POWER SUPPLY

The FIRE computer is powered by 15 VDC from the PSM315 power
supply, located in the EM2000 power supply chassis.
15.4.3 CONTROLLER AREA NETWORK BUS (CAN)

Communication between EM2000, EMDEC, FIRE, and other systems
on the GT46AC locomotive takes place via the Controller Area
Network (CAN) bus. The CAN bus has resistor terminations on each
end, and can be identified on the locomotive by the pink coloured
insulation of the cable. CAN software is contained within the FIRE
software package.
15.5 FIRE DISPLAY

FIRE integrates many control and indicating functions into one
system. For example, it:
• Displays and performs miscellaneous functions that are performed
by the EM2000 display panel on locomotives that do not have the
FIRE system:
– Displays locomotive status and fault messages.
– Enables crew members to respond to faults, and when
necessary, to reset them.
– Enables crew members to perform tasks such as traction motor
cutout.
• Displays locomotive tractive effort. (Replaces Load Meter found on
locomotives that do not have the FIRE system.)
• Provides audio crew warning (Replaces separate warning bell
and buzzer found on locomotives that do not have the FIRE
system.) Provides alarm bell silence function. (Replaces alarm
silencer pushbutton switch found on locomotives that do not
have the FIRE system.)
• Displays locomotive speed. (Replaces lower consoles speed
indicator found on locomotives that do not have the FIRE system.)
• Provides the operator with a means to set-up and test the air brake
system (Air brake system interface).
The FIRE display panel includes a relatively large display screen and
eight pushbutton keys that enable the user to select or activate menu
items listed on-screen, directly above keys. It also includes the FIRE
computer.
The paragraphs following Figure 15-3, page 15-8 describe details of
that screen and details of subsequent screens.

Figure 15-2. FIRE Display Panel On Control Stand
Figure 15-3. FIRE Display Screen

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Figure 15-4. FIRE Screen Status Window
LOCOMOTIVE ODOMETER & ROAD NUMBER

This area includes:
• Locomotive Odometer -
Displays total kilometres (miles) travelled by locomotive.
Updates once per second.
• Locomotive Road Number
• Air Brake System Status Information -
Described following Figure 15-5.
Figure 15-5. Air Brake Status
• Equalizing Res -
Equalizing reservoir air pressure, in kPa (psi).
Data updates once per second.
• Brake Pipe -
Brake pipe air pressure at locomotive, in kPa (psi).
• BC - Brake cylinder pressure, in kPa (psi)
• Main - Main reservoir air pressure, in kPa (psi)
• Flow - Air flow through brake pipe, in Litres/minute (CFM).
SPEEDOMETER
This area, refer to Figure 15-6, includes the locomotive speedometer,
consisting of an oval gauge and the corresponding digital locomotive
speed display. Speedometer indicates locomotive speed in km/h,
updated every half second. Scale divisions are 10 km/h apart.
The scale above the overspeed limit (penalty brake zone) is red; the
warning speed zone (below penalty brake zone) is yellow. When the
overspeed detection system is disabled, the entire scale is white.
Figure 15-6. Speedometer
UPPER RIGHT CORNER

This area, refer to Figure 15-7, includes the indicators listed after the
illustration.
Figure 15-7. Upper Right Corner of Screen
Accel Locomotive acceleration in kilometres per hour,

per minute. Data updates once per second.
Reverser Directional handle (reverser) setting:
Forward, Centered, or Reverse.
Tractive Effort Total pulling force being exerted by the
locomotive at the wheels, in KiloNewtons (kN).
Indicated both digitally and graphically - on
horizontal meter. (Arrowhead points at present
tractive effort level on meter.)Data updates
once per second.

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Throttle or Throttle handle setting

Dyn. Brake (IDLE or TN, throttle notch),
or
Dyn. Brake handle setting
(DB% of max.).
WARNING INDICATOR STRIP

This area, refer to Figure 15-8, includes the indicators below. They are
OFF, except as noted.
Figure 15-8. Warning Strip Indicator

WHEEL
SLIP
WARNING
Very dangerous fault conditions can cause the WHEEL SLIP
indicator to flash persistently or light steadily. Read the following
information.
NOTE
Any WHEEL SLIP indicator on a trainlined locomotive also
lights this locomotive's FIRE screen WHEEL SLIP indicator, and
displays a message indicating that another locomotive is
originating the WHEEL SLIP indication.
Four conditions can cause the WHEEL SLIP indicator on the FIRE
screen to light. One condition, LOCKED WHEEL, is possibly a
dangerous fault requiring immediate crew action. The other three,
WHEEL SLIP, WHEEL SLIDE, and WHEEL OVERSPEED, do not
require immediate crew action.
1. Locked Wheel Condition
NOTE
Refer to, and follow railroad regulations concerning Locked
Wheel faults.
The locomotive computer immediately lights the WHEEL

SLIP indicator and drops load when the control system detects
a locked wheel or slipped pinion. After 10 second delay, (20 if
air brakes are applied), locomotive computer sounds the alarm
bell, continues WHEEL SLIP light, and displays the following
message:
#n LOCKED WHEEL - STOP TRAIN AND THEN CHECK IF THE
WHEELS TURN FREELY.
Fault indications above continue until driver resets fault on FIRE
display panel Locomotive Data window.

WARNING
LOCKED WHEELS ON MOVING LOCOMOTIVES ARE
VERY DANGEROUS. If locked wheel is indicated, perform
the following procedure.
LOCKED WHEEL PROCEDURE

A. Stop the train.
B. Find the locomotive indicating Locked Wheel.
C. Take appropriate action specified by applicable railroad rules
and regulations concerning Locked Wheel.
WARNING
Do not, under any circumstances tow a locomotive having
sliding/locked wheels, or move such a locomotive in consist.
D. After fault has been cleared, reset fault by pressing RESET

function key on the Locked Wheel crew message screen.
LOCKED WHEEL DETECTION
DISABLING/ENABLING
If false locked wheel detection has been diagnosed and
Railroad rules permit, disable locked wheel detection on the
diagnosed axle to enable continued operation to a maintenance
point, as follows:
1. Bring up Locomotive Data Main Menu on FIRE display.
2. Select “Lock Wheel Disable.” (Locked Wheel Detection
Status screen appears, describing the locked wheel detection
status for each locomotive axle - ENABLED or DISABLED,
and providing an ENABLE or DISABLE designation for a
function key, depending on which axle is selected by the
cursor.)
3. Using the FIRE display panel keys, select the axle that was
determined to have bad locked wheel detection. (Screen
displays ENABLED status for that axle, and pushbutton key is
designated DISABLE.
4. Press DISABLE key. (Axle status changes to DISABLED.)
5. Press EXIT key. (Locomotive Data Main Menu appears.)
6. Press EXIT key again. Locomotive Data Main Menu
disappears and following message appears for as long as
detection is disabled on the axle:
#n MOTOR SPEED SENSOR DISABLED FOR LOCKED
WHEEL DETECTION.

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To re-enable locked wheel detection on an axle:

1. Bring up Locomotive Data Main Menu on FIRE display panel.
2. Select “Lock Wheel Disable.” (Locked Wheel Detection
Status screen appears.)
3. Using the display panel keys, select the axle that is to have
locked wheel detection re-enabled.
4. Press ENABLE key. (Axle status changes to ENABLED.)
5. Press EXIT key. (Locomotive Data Main Menu appears.)
6. Press EXIT key again. Locomotive Data Main Menu
disappears, and #n MOTOR DETECTION message no longer
displays for that axle.
2. Wheel Slip Condition
While starting a train when rail conditions are exceptionally

poor, an occasional WHEEL SLIP indicator flash indicates
normal wheel slip control. Automatic sanding may also occur.
Do not reduce throttle setting unless severe lurching threatens
to break train.
NOTE
When rail conditions are poor and the locomotive is operating in
power faster than 2.4 km/h, occasional, irregular WHEEL SLIP
indicator flashing may indicate wheel creep control failure.
Operation may continue, but report condition to authorized
maintenance personnel.
3. Wheel Slide Condition
While operating in dynamic brake, intermittent WHEEL SLIP

indicator flashing indicates normal wheel slide control.
Automatic sanding may also occur.
4. Wheel Overspeed Condition
The WHEEL SLIP indicator flashes On and Off to indicate

wheel (and traction motor) overspeed, caused by excessive
track speed or simultaneously slipping all locomotive wheels.
In either case, the system automatically corrects by reducing
traction alternator output.
PCS This orange indicator lights whenever a penalty or emergency
OPEN
brake application occurs - locomotive power/ dynamic brake
operation is also interrupted.
To restore locomotive power/dynamic brake operation after safety
control or emergency brake conditions end, reset pneumatic control:
set throttle in IDLE, then follow the directions on the FIRE screen to
reset the penalty or emergency brake application.
DYN This yellow indicator flashes On and Off when dynamic brake
BRAKE
current is excessive on lead locomotive or on any locomotive
trainlined to it.
If DYN BRAKE indicator flashes, reduce dynamic brake handle setting
immediately to help prevent equipment damage.
If DYN BRAKE indicator does not stop flashing when dynamic brake
handle setting is reduced, or if indication repeats, set engine control panel
DYNAMIC BRAKE switch on affected locomotive to CUT OUT. That
locomotive’s power operation will not be affected, but its dynamic
braking will not function, and message - NO DYNAMIC BRAKE - DYNAMIC
BRAKE IS CUT OUT will display on that locomotive.
ALERT This red indicator flashes, then lights steadily as the alerter
25
system countdown progresses. The countdown (in seconds)
displays in the ALERT indicator, under the RESET label. For detailed
Alerter information, refer to "15.7 ALERTER SYSTEM
OPERATION," page 15-66.
UNIT This yellow indicator lights whenever the FIRE system has
ALARM
sounded the audio warning device on the overhead console,
whether for a FIRE system warning or because another system has
requested the warning.
If alarm can be silenced, yellow ALARM SILENCE key appears
automatically.
The UNIT ALARM indicator remains lit until the cause of the warning
no longer exists, even if the operator silences the audio warning
device through the FIRE system.
AB This red indicator flashes for five seconds, then lights steadily,
FAIL
when the air brake system has experienced a failure, or when
communication between the air brake system and the FIRE system has
failed.
NOTE
In some circumstances when the air brake system has a
communication problem, the blue INVLD DATA indicator lights
at the AB FAIL spot on the FIRE screen.
AIR BRAKE STATUS AND SPEED CONTROL

This area of the screen includes the indicators as shown in Figure 15-9.
Figure 15-9. Status Indicator

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SPEED CONTROL Although not shown in Figure , this

ON & SET SPEED indicator appears above the FUEL
QUANTITY indicator when the speed
control system is On. The set speed, in
km/h, appears directly below the SPEED
CONTROL ON indication.
AIR BRAKE SETUP Indicates how air brake control system is
set up:
LEAD CUT IN, or
LEAD CUT OUT, or
TRAIL, or
?- if lead/trail or cut in/cut out information
from brake control system is missing or
invalid.
ICON INDICATORS
Any or all of the icons appearing next can appear on the right central
part of the screen.
This yellow icon appears whenever the EM2000 locomotive
computer is activating the sanding magnet valves, manual sand
switch operation, automatic wheel slip control, automatic wheel creep
control, or emergency braking.
This indicator illuminates whenever the parking brake is applied
on the locomotive.

15.6 FIRE MAIN MENU
Figure 15-10. FIRE Menu Hierarchy

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Figure 15-11 illustrates FIRE Main Menu page 1 keys available.
Figure 15-11. Main Menu Page 1 Keys Available
Pressing the More Choices key on page 1 of the FIRE Main Menu,
refer to Figure 15-11, causes FIRE Main Menu page 2 keys to appear,
refer to Figure 15-12. Similarly, pressing More Choices on page 2,
will cause FIRE Main Menu page 3 to appear, refer to Figure 15-13.
Selecting the More Choices Option on Main Menu page 3 causes Main
Menu page 1 to appear.

The following paragraphs detail FIRE Main Menu functions.
15.6.1 LOCOMOTIVE DATA

There are two active screens for locomotive data information that can
be accessed. By pressing the More Choices function key, the second
screen will be accessed. By pressing the More Choices function key,
the 1st screen will appear again.
Figure 15-14. Locomotive Data Screen - Page One

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Figure 15-15. Locomotive Data Screen - Page Two
15.6.1.1 SELF TEST FUNCTION KEY

Pressing the Self Test function key from the Locomotive Data Screen,
the Self Test function key items will appear.
Figure 15-16. Self Test Function
By using the up and down arrow keys the driver may select the desired
test, and run that test by pressing the select key. On screen instructions
will guide the user through proper set-up and test conditions.

15.6.1.2 DATA METERS
Data meters provide real-time data related to operation of the
locomotive and control computer. The data meters can display the
following signals -
• Computer input/output information.
• Analog feedbacks.
• Status of internal systems or devices.
• Internally derived variables related to locomotive performance.
Several predefined data meter selections are available to provide rapid
access to signals related to a specific locomotive operating mode.
These predefined screens cannot be altered by the user.
Several programmable data meters are also available. These meters
allow the user to create a custom data meter screen of up to 15 signals.
Programmable meters are labelled according to the date and time they
were last edited.
Figure 15-17 is the Data Meters Menu screen, while Figure 15-18 is an
example of a typical Data Meter (Dynamic Brake).
Figure 15-17. Data Meters Menu

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Figure 15-18. Typical Meter Menu (Dynamic Brake)
15.6.1.3 RUNNING TOTALS

The Running Totals selection from the locomotive data screen is used
to display locomotive performance data stored in non-volatile
memory. This data includes distance, time, various power levels, etc.
over a specific time interval, and over the lifetime of the locomotive.
Figure 15-19. Main Menu - Running Totals

15.6.1.3.1 Lifetime Totals
If Lifetime totals is selected from the Running Totals Main Menu, the
Lifetime Totals screen is displayed. It shows data acquired since the
locomotive was put into service.
Figure 15-20. Lifetime Totals Data Screen
15.6.1.3.2 Life Time Governor

If Life Time Governor Data is selected from the Running Totals Main
Menu, the Life Time Governor Data screen is displayed. This screen
reveals Hours, Miles, Kilowatts per hour for given governor throttle
position.
Figure 15-21. Life Time Governor Data

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15.6.1.3.2.1 Lifetime Throttle Data

If Lifetime throttle data is selected from the Running Totals Main
Menu, the Lifetime Throttle screen is displayed. This screen reveals
accumulated data for all throttle and dynamic brake positions. For
each throttle position in power or dynamic brake operation the
following data is displayed.
Figure 15-22. Lifetime Throttle Data Screen
15.6.1.3.3 Monthly Power

From the Running Totals Main Menu, select the Monthly Power
screen. Viewing the Monthly Power screen will show the accumulated
kilowatt hours per month.
Figure 15-23. Monthly Power Data Screen

15.6.1.3.4 Trip Monitor Totals
If Trip monitor totals is selected from the Running Totals Main Menu,
the Trip Monitor Totals screen is displayed. It reveals accumulated
locomotive performance data for a user determined time period. The
Trip Monitor Totals screen is essentially the same as the Lifetime
Totals screen except it is applied to only one trip - instead of
displaying the locomotive total service date, the date that the Trip
Monitor was started is displayed. In addition to the date that the trip
monitor was started, either a Trip Monitor stop date or, if the trip
monitor is running, a RUNNING message will be displayed.
Figure 15-24. Trip Monitor Lifetime Totals Data Screen
15.6.1.3.5 Monthly Mileage

If Monthly Distance is selected from the Running Totals Main Menu,
the Monthly Distance screen is displayed. It is used to calculate the
distance travelled in each month for the last five years, going
backwards in time from the present. This screen reveals the month,
year, and number of kilometers or miles traveled during that month.
The display starts with the present date.

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Figure 15-25. Monthly Distance Screen
15.6.1.3.6 Trip Monitor Governor Data

From the Running Totals Main Menu, select the Trip Monitor
Governor Data screen. This screen will show the total hours, miles and
kilowatts for each governor position since the Trip Monitor Function
was started and stopped.
15.6.1.3.7 Trip Monitor Throttle Data

From the Running Totals Main Menu, select the Monitor Throttle Data
Screen. This screen will show the total hours, miles, and kilowatts for
each throttle position since the Trip Monitor function was started and
stopped.
Figure 15-26. Trip Monitor Throttle Data Screen

15.6.1.3.8 Download All Data
This menu provides a means of downloading the running total data
from EM2000 to a laptop computer. Downloading the data does not
erase the data from the EM2000 memory.
15.6.1.3.9 Set Trip Monitor

This menu is used to start and stop a trip, for the Trip Monitor Throttle
and Trip Monitor Governor data screens. Start and stop date and time
are recorded for the trip.
15.6.1.4 FAULT DATA CAPTURE

The “Fault Data Capture” softkey enables the operator to manually log
a fault in the archive. This gives the engineer the ability to capture
data via the data packs during abnormal locomotive operation where
the control system has not detected the problem and has not logged a
fault. When the engineer presses the softkey, this leads to the Fault
Data Capture screen.
Figure 15-27. Fault Data Capture Screen
To manually log a fault the engineer must press the “Continue” soft-
key. The continue key will be disabled for five seconds before the
engineer can manually log another fault. When the “Exit” softkey is
pressed, FIRE returns to the previous menu.

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15.6.1.5 AUTO START DATA

The Auto Start (AESS) Data Selection option is reached from the
Locomotive Data Main Menu page two. Refer to Figure 15-15,
page 15-19.
The auto start data selection allows for the downloading of statistical
information on the auto start system. The auto start system saves fuel
by automatically starting an stopping the diesel engine when the
locomotive is unattended. For detailed information, refer to "15.8
AUTOMATIC ENGINE START/STOP SYSTEM (AESS)," page 15-
67.
To download the Auto Start Data connect a portable computer (RS232
port) and select the download all data option and press download data
softkey.
Figure 15-28. Auto Start Download
15.6.1.6 TRACTION CUT-OUT
Figure 15-29. Traction Cut-Out

This option, found under Locomotive Data Screen - Page Two, refer to
Figure 15-15, page 15-19, allows the status of both trucks inverters to
be observed on the display screen, and trucks to be cut out or cut in
through the display.
The GT46AC has separate traction motor blowers for each truck. If
one of the blowers failed, then it would be advantageous to cut out that
truck and associated traction motors allowing the locomotive to be
powered by the other truck/traction motor assembly. An entire truck
can be electrically disabled or enabled through the display.
When the traction cut out soft key is selected, the status of both trucks
is displayed.
NOTE
If a fault causes power lockout and a crew message, then a truck
must be disabled in order to continue operation.
The function key will read as follows:

• ENABLE - If the cursor is positioned on a truck whose status is
FAIL DSB (failed to cut out) or DISABLED.
• DISABLE - If the cursor is positioned on a truck whose status is
FAIL ENB (failed to cut in) or ENABLED.

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PROCEDURE TO CUT OUT OR CUT IN A TRUCK

Changes in traction status are usually brought about by some fault
condition, which is indicated on the screen. A traction status change
consists of Disabling or Enabling an entire truck When a truck is
disabled, the DC Link motorized switchgear for that truck remains
centered, disconnecting the traction inverter and all 3 traction motors
from the main generator.
For each fault condition, a Crew Message will be displayed that
identifies the fault, and assigns it to a truck. If the condition requires
that a Truck be Disabled, the procedure would be as follows:
DISABLE OR ENABLE A TRUCK
1. Do not Isolate the locomotive (Doing so causes further Inverter
faults. The EM2000 automatically isolates the Locomotive at the
proper time).
2. Press the Traction Cut Out key on the operator’s Fire Screen to
bring up the Traction Status Screen.
3. On the Traction Status Screen, move the cursor to the selected
truck. The Truck status is displayed “ENABLED”. Since the Truck
is still ENABLED, the DISABLE Function Key appears on the
Screen.
4. Press the DISABLE key to cut out the truck. During the cutout
process, the truck status will change to TRANSFER while the cut
out is in process. No other keys will be available while this
message is displayed. If the cutout procedure is successful, Truck 1
status will change to DISABLED on the display. If the cursor is at
Truck 1, and Truck 1 is DISABLED, then only ENABLE and
EXIT are available (illuminated) since this truck is already
disabled.
5. Press the ENABLE key to cut in the truck. During the cut in
process, the truck status will change to TRANSFER while the cut
in is in process. No other keys will be available while this message
is displayed. If the “cut in” procedure is successful, Truck 1 status
will change to ENABLED on the display.
FAILURE OF TRUCK TO CUT OUT
If a truck cannot be cut out through the display, then there is a failure
in the system. A failure in the system will cause truck status on the
screen to change to FAIL DSBL.
FAILURE OF TRUCK TO CUT IN
If a truck cannot be cut in due to a failure in the system, then the truck
status will change to FAIL ENBL.

15.6.1.7 LOCKED WHEEL DISABLE
WARNING
Locked wheels on moving locomotives are very dangerous. If
LOCKED POWERED WHEEL is indicated. Do not, under any
circumstance, tow a locomotive having sliding or locked wheels,
or move such a locomotive in consist. Always follow your
Railway Operating instructions.
This option allows the operator to bypass the locked wheel detection
system in the event of a faulty wheel speed sensor.
Refer to " LOCKED WHEEL DETECTION DISABLING/ENABLING,"
page 15-12.
Figure 15-30. Locked Wheel Disable

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15.6.2 OPERATORS CONTROLS
Figure 15-31. Operator’s Controls
Pressing the Operator Controls key on page 1 of the FIRE Main Menu, refer
to Figure 15-11, page 15-17, brings up the Operator Controls menu. Refer to
Figure 15-31.
The Operator Controls menu selections are:
15.6.2.1 ALARM BELL SILENCE

If the locomotive FIRE system alarm is ringing, and the fault that
triggered the alarm is the silenceable alarm type, pressing the Alarm
Bell Silence key silences the alarm bell.
15.6.2.2 DISPLAY SETUP

Pressing the Display Setup key on the Operator Controls Menu brings
up the Display Setup Control keys. Refer to Figure 15-32.
F48881
Figure 15-32. Display Setup Screen

The Brighter and Dimmer keys control screen illumination. The
existing screen illumination level displays in the box above the
Brighter and Dimmer keys - 100% is the brightest. Each Brighter or
Dimmer key press changes the level 5%.
Pressing the Change Profile key brings up the Profile Selection screen.
Figure 15-33. Change Profile
The profile selected sets up the following formats on all FIRE display
screens.
• Language
• Date
• Time
• Time Zone
• Units of Measure (Example - mph vs. km/h)
• Decimal Symbol
• Digit Grouping Symbol
• Negative Sign
• List Separator
NOTE
All formats listed above are set at the same time. No single format
listed above can be changed by itself through the Profile Selection
function.
Press the arrow keys to highlight the desired profile, then press the
Select key to activate it. Pressing the Default key immediately activates
the default display profile. Pressing the Exit key returns the display to
the Display Setup screen.

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15.6.3 SPEED CONTROL

A request for speed control operation (SSC mode) is made through the
FIRE display with the SLOW SPEED (or SPEED CONTROL) option.
Once the control computer initiates slow speed operation, the display
screen will show the target (set) speed and the actual speed (average
locomotive speed) on the SLOW SPEED set-up screen.
A locomotive may operate in slow speed mode well beyond the 30
minute blank screen time-out period without a key being pressed. For
this reason, the blank screen function has been disabled when
operating in slow speed mode. If the user moves on to a different
screen function and there is no key pressed for ten minutes, then the
display returns automatically to the SLOW SPEED set-up screen.
Also, should the set-up screen be overridden by a priority crew
message, the operator can suppress the crew message and return to the
set-up screen by pressing the EXIT key on the keypad.
When operating speed control in power, EM2000 adjusts locomotive
power to maintain set speed. Procedure starts below.
To operate the locomotive in power speed control:
1. Set up locomotive for lead operation - direction selected,
CONTROL FUEL PUMP switch ON (slider Up), throttle
handle set in IDLE, and engine running.
2. Bring up FIRE Main Menu page 1 on the Operator's FIRE
panel. Refer to Figure 15-34.
Figure 15-34. FIRE Main Menu Page 1
3. Press the Speed Control key and Speed Control menu displays.

Figure 15-35. Speed Control Screen
4. Use arrow key(s) to pick Power Speed Control on the screen.

5. Press the SELECT key. Entry Conditions To Speed Control
screen displays.
Figure 15-36. Power Screen Control Entry Menu
Press START key. Power Speed Control Active screen displays.

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Figure 15-37. Power Speed Control Active Screen
6. If conditions are not met, such as moving the reverser handle to

either Forward or Reverse, the condition that is not met will be
highlighted in yellow and a message will appear indicating that
not all entry conditions are met. Refer to Figure 15-38 below.
Correct the condition(s) until the START option is available.
NOTE
There are other conditions that the system assumes are met such
as PCS cleared and the Isolation switch in the Run position. If any
of these assumed conditions are not met, a crew message will
appear and Speed Control will be exited.
Figure 15-38. Conditions to Start Power Speed Control
7. EM2000 initially sets Set Speed equal to Actual Speed.

8. Using the Speed Up and Speed Down keys on the FIRE panel,
increase or decrease the displayed Set Speed to reach the
desired Set Speed.
9. The Set Speed should be set between 0.3 km/h (0.2 MPH) and
9.6 km/h (6 MPH), each tap on either Speed Up or Speed Down
key increases or decreases Set Speed by an increment of 0.3
km/h (0.02 MPH). If either button is held down, the Set Speed
will begin to increase or decrease at a faster rate. On this order
of GT46AC locomotives, the maximum speed control setting is
set at 16 km/h (10 MPH). If the Speed Up button is pushed to
increase the set speed once the Set Speed is 16 km/h (10.0
MPH), the FIRE screen will indicate that the maximum Set
Speed has been reached.
10. Advance the throttle to a sufficiently high throttle position
based on train size. TH2 for light trains, TH4 for medium trains
and TH6 for heavy trains. EM2000 responds by starting speed
control operation, and trainlined units with speed control also
start speed control operation.
NOTE
On EMD AC locomotives, the EM2000 locomotive computer
automatically adjusts actual throttle setting (not necessarily the
handle setting) as conditions require to maintain Actual Speed at
Set Speed.
Throttle notch 1 may not be sufficient for other locomotives in
consist that only respond to the lead locomotive manual throttle
setting.
11. Advance the throttle to a setting that is sufficient to fully use

the power available from all the units in the consist to maintain
set speed.
NOTE
Power Speed Control operation does not apply dynamic or air
braking to maintain Set Speed.
12. To exit Power Speed Control, push the End Speed Control key
at the screen. It is only possible to end speed control operation
if the throttle is in IDLE. In all other throttle positions, the
option to end speed control will not be available. Upon ending
speed control, the Speed Control screen will appear.

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Figure 15-39. End Speed Control Menu
15.6.3.1 DYNAMIC BRAKE SPEED CONTROL

From the Speed Control menu, select the Dynamic Brake Speed
Control option.
Figure 15-40. Speed Control Screen
The Dynamic Brake Speed Control Entry conditions screen appears,

stating Local Reverser handle to direction of travel. Dynamic brake
handle to set up.
Once the entry conditions are satisfied press the Start key. The Brake
speed control Active screen appears.

Figure 15-41. Dynamic Brake Speed Control Screen
NOTE
If any of the entry conditions are not met, such as moving the
reverser to either forward or reverse, the condition that is not met
will be highlighted in yellow and a message will appear indicating
that not all entry conditions are met. The “Start” button will not be
available until all of the entry conditions are met. Refer to Figure 15-
38. Correct the condition(s) until the “Start” option is available.
There are other conditions that the system assumes are met such
as PCS cleared and the Isolation Switch in the RUN position. If
any of these assumed conditions are not met, a crew message will
appear and speed control will be exited.
Figure 15-42. Dynamic Brake Entry Conditions Not Met

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The EM2000 initially makes the Set Speed equal to actual speed. It
will only read zero if speed control is entered at standstill. Use the
“Speed Up” and “Speed Down” buttons on the FIRE screen to increase
or decrease the Set Speed until the desired level is reached.
1. Leave the DB handle in SET-UP.
2. Release the air brakes if they haven’t already been released.
3. To exit Dynamic Brake Speed Control, choose “End Speed
Control.” The Speed Control screen appears.
4. Choose “Exit” when the Speed Control screen appears, refer to
Figure 15-35, to return back to the FIRE Main Menu screen.
15.6.4 AIR BRAKES

The Air Brakes key, refer to Figure 15-11, page 15-17, will access the
Air Brakes Setup menu, enabling the operator to change brake settings
and/or configuration. Selections include Equalizing Reservoir setup,
Lead / Trail, cut in/out, Passenger or Freight, and Air Brake Data.
Selecting the Equalizing Reservoir setup key may prompt the operator
for a customer optional authorization code before any changes can be
made. If the authorization code is not known, contact your company or
the local EMD representative.
If any changes are made, the operator must press the Accept Setting
button, which will prompt the Confirm Selections key. Pressing the
Accept Settings a second time will change the configuration to the
newly input settings.
Figure 15-43. Air Brake

15.6.4.1 AIR BRAKE SET UP
NOTE
To set up the electronic air brake system or change the existing
setup, the locomotive must be stopped or moving at less than 5.6
km/h (3.5 MPH). If existing air brake system set up is LEAD-
CUT IN at power up, the brake system computer will not take
control until the automatic brake handle is set in SUP for ten
seconds, then is returned to REL. (This is the same operation as
resetting a penalty brake application.)
To set up the locomotive brake system for the lead position in a

multiple consist or for single unit operation:
1. Set independent brake handle in FULL (full application).
2. Set automatic brake handle in REL (release).
3. Press Air Brakes key on FIRE Main Menu.
4. Press Lead/Trail key to select LEAD. (Cuts in independent
brake valve.)
NOTE
Lead/Trail key is not available if locomotive speed is above 5.6
km/h (3.5 MPH) or local reverser is thrown (not centered).
5. Press Cut In/Cut Out key to select CUT IN. (Cuts in automatic
brake valve.)
NOTE
Cut In/Cut Out key is only available if LEAD has been selected.

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6. To set up or change equalizing reservoir, press Equalizing Res

Setup key. (Equalizing Reservoir Setup Menu displays.)
7. As required, press 80, 90, or 100 psi (552, 621, or 690 kPa) to
select proper range, and adjust in single increments by pressing
blank keys for hundreds, tens, units while watching the
indicated Equalizing Reservoir Setup Pressure.
8. Press Accept Setting to enter selections. (Screen displays
CONFIRM SELECTION BEFORE ACCEPTING.) Press
Accept again to confirm selections.
Pressing the Air Brake Data key will initiate a remote session with the
Electronic Air Brake computer. The availability of this key is
dependent on the type of air brake system installed.
Figure 15-44. Air Brake Diagnostics
15.6.5 EVENT INFO

The Event Info key enables the operator to view an archive of events
maintained by the EM2000 computer. EM2000 also provides the
capability of sorting the event data, which is a great help if
troubleshooting the locomotive. The Event Archive can be
downloaded for history or reference purposes.

Figure 15-45. Event Info
15.6.5.1 EVENT ARCHIVE

The Event Archive selection from the main menu allows a user to see
the fault messages that have been logged into the archive memory (in
the CPM module) during past operation and/or testing. The user can
view either all of the faults, or only the faults logged since the
annunciator was reset. The archived data can be displayed in several
different ways in order to provide some flexibility in examining the
fault history.
Two other important functions can be performed through the event
archive selection:
1. All the faults visualized on the display screen can also be
downloaded to the PC card reader.
2. The event archive function can also be used to clear the fault
annunciator by resetting the date.

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Figure 15-46. Event Archive
15.6.5.1.1 Fault Detection and Annunciation

A major advantage of computerized control over an analog system is
in fault determination. Any unusual or out of ordinary conditions in
locomotive operation can be annunciated and/or stored in the event
archive. This fault event can be a switch or control out of position, a
device failure, or a general warning message. The computer calls up a
fault handling routine whenever a fault event occurs. The fault
handling routine determines if the fault event requires a crew message
and/or an archive service.
Crew messages are aimed primarily as operational information. For
this reason, some fault events such as device failures are not displayed
in the crew message form. The operating crew would have only a
casual interest in this condition.
On the other hand, not all crew messages are archived. Temporary
operating conditions, such as engine speed increases, are normal
events and do not require archiving.
Fault Archive Storage
The fault archive system provides a large non-volatile data base used
to record the occurrence of certain faults. The fault record is stored in
memory and contains the following data elements:
• Fault type.
• Fault class.
• A pointer to the fault message description string.
• Fault flags.
• Date, time, and GPS location of occurrence.
• Unit number, and if required, a snapshot of important system data
taken at the instant the fault was recognized.
• Fault code.
Fault History Gathering
The purpose of a fault history packet is to record locomotive operation
data that occurred before the fault occurred. A circular buffer is active
at all times and records a snapshot of operating parameters every 1.0
seconds.
When a fault occurs, a data packet of approximately 5 of these 1.0
second data bunches is collected from the buffer and provided to the
display. Five samplings of 1.0 second duration produces a gathered
fault history packet of 5 x 1.0s = 5.0 seconds before the fault occurred.
This 5.0 second data packet along with the normal fault data packet
recorded at the time of the fault provides a user with some knowledge
of what could have caused the fault in the first place.
Archive Structure
When a fault is indicated by one of the protective functions, the
control computer decides if the fault should be archived, and the
associated data is quickly gathered from the main system data store.
NOTE
In order to prevent the archive from filling up with the same fault,
some faults are allowed only a specific number of records per day.
Additional occurrences of an identical fault (after the limiting
value) are recorded as a quantity in the last record.
Fault Information
Every archived fault contains the following information:
1. Fault Name.
2. Unit Number - the locomotive’s railroad number from the
battery backed-up memory.
3. Time and Date - date and time that fault occurred.
4. Faults in a 24/hour period.
5. Fault Code - Number.
6. Status - active or inactive.
7. Software - part number or version.
Data Pack
If a data pack is stored with the fault message, it can be accessed by
pressing the More Details softkey.
Fault Recurrence
In order to conserve memory storage, on some faults only one
occurrence of the fault per day is actually recorded and stored. The
second occurrence of the same fault is not stored, but does actuate a
counter which can display the total number of fault occurrences (up to
999) for that day. (A day starts at midnight.)

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Software ID
Each stored fault includes the EMD production part number for the
software in use at that time and also the version.
Event Archive
Pressing the Event Archive key will display a list of the active and
inactive faults in the archive.
The active faults highlighted in RED are events that are presently
active, and depending on the type of fault can be causing the
locomotive to be inactive preventing normal operation.
Inactive faults regardless of the type and severity will not prevent
locomotive operation. However, severe repetitive faults require some
diagnostics to determine the cause in order to prevent any future
failures.
NOTE
Serious problems do not disappear and must be addressed
immediately by technical support. A road failure is immanent if
not fixed.
Event Archive Fault Display
F82132
Figure 15-47. Event Archive Fault Display

The operator menus available:
Filter list: Select a predetermined list of events to view
Acknowledge Faults:Acknowledge inactive faults
Clear: Clear
More details: More details on fault shown.
Download Log: Download through RS232
serial port
Exit: Return to previous menu
Filter List
The filter list allows the operator to select and view all the categories
of faults or a selected number of categories.
F84161
Figure 15-48. Filter List
Acknowledge Faults
When a fault occurs it is stored in memory and a pop-up crew message
will provide relative information to the operator. Some faults are
temporary and are automatically reset need no operator invention.
However, because this fault is stored in memory until the fault has
been acknowledged by the operator or technician the fault pop-up
menu relative to this fault will continue to be displayed on the FIRE
screen.
Acknowledging the fault will prevent any further pop-up on this fault
issue from being displayed on the screen.

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F84162
Figure 15-49. Acknowledging Faults
Clearing Annunciator
The annunciator acts as a bookmark in the fault archive. It provides
maintenance personnel the option to view only faults that have been
archived since the annunciator was last reset. Pressing the Reset key
sets the annunciator to the current date and time.
F84163
Figure 15-50. Clearing Annunciator

Event Details
Pressing the More Details key displays the Event Details menu. This
menu gives the date, time, and GPS location of the fault occurrence,
and includes data packs of relevant system information for up to 5
seconds prior to the fault occurrence.
F84164
Figure 15-51. Event Details
F84165
Figure 15-52. Event Details - Page Two

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15.6.6 LOCOMOTIVE MONITOR

Selecting Loco Monitor will permit the operator to view “real - time”
displays of monitored functions such as the FIRE, EM2000, and
EMDEC systems and overall locomotive “health”.
Selecting Locomotive Monitor from the Main Menu page two will
bring up the locomotive monitor screen, refer to Figure 15-53,
page 15-49.
Figure 15-53. Locomotive Monitor
15.6.6.1 LOCOMOTIVE INFORMATION

The information screen allows a user to quickly evaluate the status of
the systems software. It displays in one location information useful for
troubleshooting network and software issues. All software processes
that are monitored are displayed on the information screen. Refer to
Figure 15-54.

Figure 15-54. Locomotive Information Screen
Using the arrow keys, a subsystem may be selected and detailed

information can be viewed by pressing the “More Details” key.
Pressing the exit key will set the screens back to the locomotive
monitor screen. Refer to Figure 15-53.
Figure 15-55. Locomotive Information - More Detail
15.6.6.2 LOCOMOTIVE HEALTH

Selecting the Locomotive Health key accesses the primary screen for
monitoring the condition of the locomotive, Figure 15-56. This feature
will list locomotive subsystems, their status and health and reasons
why the system may not be considered “OK”. The up and down arrows
let the user scroll to a particular subsystem.

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Figure 15-56. Locomotive Health Screen
Locomotive health is defined as a measure of its ability to perform

normally. Health definitions or locomotive status, are indicated as OK,
ATTENTION, LIMITED, FAILED and NO Report. These definitions
are given for both the overall locomotive health and subsystems status.
The health designations are defined by the following:
Health Classification Description
FAILED The system is non-operational.

LIMITED Reduced capability. The system can be
operated at this time but at a reduced
performance level. The evaluation is made
based on both the present conditions, and the
number of problems that have occurred in the
system in the past 24 hours.
ATTENTION The system is operational, but a problem has
occurred since the last time the system was checked.
OK The system is fully operational, and there are
no previous problems which require attention.
NO REPORT The system is either not communicating
and/or is not enabled.
The health classification or status displays are also color coded. For
instance, Failed is red, limited yellow, attention green, and OK or no
report is white. As well, the system also provides a “Detail Health”
key which, when any of the subsystems on the FIRE screen are
highlighted, (by use of the arrow keys at the bottom of the screen), and
the detail health key is activated, jumps the user into the archive menu
screen for detailed fault messages, fault codes and other pertinent
information.
Pressing the exit key will return to the Locomotive Monitor screen.
15.6.6.3 RESET/SHUTDOWN OPTION

The Reset/Shutdown option allows the operator to cycle the FIRE
computer (“reboot” the computer), or shut the computer down without
having to use the cab display circuit breaker. A controlled reset /
shutdown reduces the chances of data loss and is the preferred method
of resetting the system.
The option can be found from the main menu page 2, through the
Locomotive Monitor option. The Reset/Shutdown System menu
contains three different keys “Reset”, “Shutdown” and “Cancel”.
Figure 15-57. Reset/Shutdown System
• “Reset” This key will shutdown and restart the FIRE computer
display automatically.
• “Shutdown” This key will completely shutdown the FIRE computer
display and it will not restart unless the Cab Display circuit breaker
is cycled.
• “Cancel” This key will exit out of the Reset menu and return back to
the Locomotive Monitor menu (or the previous menu screen).
CAUTION
Shutting down the system will cause a penalty or emergency
brake application!

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Figure 15-58. Shutdown System
15.6.7 MAINTENANCE MODE
15.6.7.1 MAINTENANCE MODE

The Maintenance Mode allows the locomotive crew to perform the
required departure tests as well as allowing maintenance personal to
set the time/date, reset the odometer and perform a number of
diagnostic tests in aid of troubleshooting the locomotive.
Pressing the Maint. Mode key on page 2 of the FIRE Main Menu,
brings up the Maintenance Menu.
15.6.7.1.1 DEPARTURE TESTS

The FIRE system can automatically perform three departure tests:
Penalty Brake, Overspeed and Alerter. To prepare for any departure
test, follow these steps:
1. From the operator’s FIRE panel bring up FIRE Main Menu
Page 2 and select Maintenance Mode.

Figure 15-59. FIRE Maintenance Mode Selection
2. The Maintenance Authorization window, Figure 15-60, opens.

To access the Maintenance Mode menus, it is necessary to
enter a 4 digit code. This code is based on the date, therefore it
is different every day.
Figure 15-60. Maintenance Authorization
3. Write Maintenance Authorization window date this way:

Month/Day / Year, where:
Month = Month No. - 01 for Jan., 02 for Feb., etc.

Day = Day of Month - First day of mo. = 01, etc.
Year = Last Two No’s. of Year - 2005 = 05, etc.
Example: August 10, 2005 = 08 /10 / 05

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4. Convert Month /Day /Year date to Maintenance Authorization

Code A B C D, as follows:
A. Total all individual numbers in Month /Day /Year. For date 08
/10 / 05, add 0 + 8 + 1 + 0 + 0 + 5. (Total equals 14.) Use last
number of Total, 4 in this example, as number A in Mainte-
nance Authorization Code.
B. Use last number of Year, 5 in this example, as number B in
Maintenance Authorization Code.
C. Use last number of Day, 0 in this example, as number C in
D. Use first number of Day, 1 in this example, as number D in
Example: Authorization Code for 08/10/05 is 4 5 0 1.
5. Enter Authorization Code from Step 4 on Maintenance
Authorization window by pressing each of four blank keys to
advance value in corresponding code digit. If incorrect code is
entered, the following message will be displayed in orange
lettering on the right side of Maintenance Authorization
window.
Authorization Error. Please Try Again
After correct code is entered on Maintenance Authorization

window, Maintenance Menu appears. Refer to Figure 15-61.
Figure 15-61. Maintenance Menu

15.6.7.2 DEPARTURE TESTS
Three departure tests are available:
Penalty Brake Test - Section 15.6.7.2.1
Overspeed Test - Section 15.6.7.2.2
Alerter Test - Section 15.6.7.2.3
Figure 15-62. Departure Test
15.6.7.2.1 Penalty Brake Departure Test

1. Bring up the Departure Test menu, by entering the Maintenance
Authorization code.
2. Press Penalty Brake Test key. Departure Test/ Penalty Brake Test
Entry Conditions screen appears. Refer to Figure 15-63.
Figure 15-63. Departure Test - Penalty Brake Test

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3. Set up locomotive to meet Figure 15-63 Test Entry conditions.

Those that are met display in green type. Any conditions that are
not met display in yellow type, and an accompanying message also
displays in yellow type.
While Test Entry Conditions screen displays, entry condition
status is continuously updated.
4. When all test entry conditions are met, press the Start Test key.
While the test is in progress, the screen remains the same as Figure
15-63, except that the Start Test key disappears and the CANNOT
PERFORM PENALTY BRAKE TEST message, is replaced with the
PENALTY BRAKE TEST IN PROGRESS message.
If anything causes the test to abort, the screen reverts to the test
entry conditions screen.
5. When the penalty brake condition is successfully reached, the
yellow PENALTY BRAKE TEST IN PROGRESS message is replaced
with the green PENALTY BRAKE TEST PASSED message, and the
yellow instruction message, PUT AUTOMATIC BRAKE INTO
SUPPRESSION displays below that.
If the test fails, the screen is the same as except the green PENALTY
BRAKE TEST PASSED message is replaced with the red PENALTY
BRAKE TEST FAILED message.
6. When test has completed (PASSED or FAILED), press the Exit
key. The screen returns to the Departure Test menu.
15.6.7.2.2 Overspeed Departure Test

Authorization code. Refer to "15.6.7.1.1 DEPARTURE TESTS,"
page 15-53.
2. Press Overspeed Test key.
Departure Test/ Overspeed Brake Test Entry Conditions screen
appears. Refer to Figure 15-64.
3. Set up locomotive to meet Test Entry conditions. Those that are
met display in green type.
• Any conditions that are not met display in yellow type, and an
accompanying message also displays in yellow type.
• While Test Entry Conditions screen displays, entry condition status
is continuously updated.

Figure 15-64. Departure Test - Overspeed Test
4. When all test entry conditions are met, press the Start Test key.
While the test is in progress, the screen remains the same as Figure
4, except that the Start Test key disappears and the CANNOT
PERFORM OVERSPEED TEST message is replaced with the
message OVERSPEED TEST IN PROGRESS.
As the test progresses the locomotive speed indicated on the
operator’s right FIRE panel increases. If anything causes the test to
abort, the screen reverts to the test entry conditions screen.
5. When the overspeed condition is successfully reached, the yellow
OVERSPEED TEST IN PROGRESS message is replaced with
the green OVERSPEED TEST PASSED message, followed by
the yellow instruction message PUT AUTOMATIC BRAKE
INTO SUPPRESSION.
If the test fails, the screen is the same, except the green
OVERSPEED TEST PASSED message is replaced with the red
OVERSPEED TEST FAILED message.
6. When test has completed (OVERSPEED TEST PASSED or
FAILED), press the Exit key. The screen returns to the Departure
Test menu. Refer to Figure 15-62.

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15.6.7.2.3 Alerter Test (Alerter Reset Test)

NOTE
This test verifies that actuating various operator functions resets
the alerter system. It does not verify alerter system timing,
suppression, or penalty brake initiation.

Authorization code as directed. Refer to "15.6.7.1.1 DEPARTURE
TESTS," page 15-53.
2. Press Alerter Test key.
Alerter test entry screen, Figure 15-65, next, appears. (Devices

may be listed in a different order than shown on Figure 15-65.)
3. Press Start Test key.
The Start Test key and the End Test key appear. (Pressing Exit key
returns screen to Departure Test menu. Refer to Figure 15-62.)
Figure 15-65. Departure Test - Alerter Test

4. One at a time, operate each device named on alerter test entry
screen, refer Figure 15-65 - Throttle, Bell, Horn, etc.
NOTE
Operating any listed device resets the alerter
As alerter system recognizes each device actuation, it sounds a

double beep, and displays a yellow arrow to the left of the device
name.
5. When all devices on the list have been checked, either press End
Test key, returning screen to Departure Test menu, Figure 15-62, or
press Exit key, returning screen to Maintenance Menu. Refer to
Figure 15-61.
NOTE
Of the selections available on the Maintenance Menu, only
Departure Tests should be used by the locomotive crew.
15.6.7.2.4 SET TIME/DATE

The Set Time / Date key is provided to allow maintenance personnel
the opportunity to correct erroneous information, change time zones,
etc. Replacing an electronic unit such as the CPM module may require
this action. Refer to Figure 15-66.
Figure 15-66. Maintenance Mode, Set Time / Date
Also available is the ability to change time and/or date. Since FIRE
has an internal GPS capability, the operator will only be able to set the
time / date when FIRE has deemed that the GPS input is not valid. If
FIRE deems that the GPS input is valid, the Set Time and Set Date
keys will be disabled and not illuminated. If the keys are illuminated,
FIRE will allow a manual input to these functions. The Change Time
Zones key, Figure 15-69, page 15-62 enables the operator to select a
different time zone. A screen with available time zones will be
displayed; once a new time zone is selected, the Enter key must be
pressed or the new selection will be ignored. Refer to Figure 15-67
and Figure 15-68.

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Figure 15-67. Maintenance Mode - Set Time
Figure 15-68. Maintenance Mode - Set Date
The Set Time and Set Date functions are similar in operation; the keys
used to input time and date increment each time pressed and roll over
to zero if the maximum value is passed. If FIRE deems that an
incorrect value is set, the Enter key will be extinguished. When the
new value has been set, the Enter key must be pressed. Once Enter is
pressed, the new value will be distributed as necessary. The Cancel
key will return the user to the previous menu.

Figure 15-69. Maintenance Mode - Change Time Zone
15.6.7.3 SET UNIT NUMBER

The Set Unit Number key will be used when it is necessary to correct a
unit number mismatch. When certain computer modules are changed
or replaced, the unit number may be reset to all zeroes or may even
display a wrong unit number. In that case, pressing the Unit Number
key enables the operator to enter the correct unit number. The user will
be prompted for an authorization code. If the authorization code is not
known, contact your company or the local EMD representative. Refer
to Figure 15-70.
Figure 15-70. Maintenance Mode - Set Unit Number

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15.6.7.4 DIAGNOSTIC MENU

Pressing the Diagnostic Menu key will call up several diagnostic
choices that can be selected and observed. When selected, Diagnostic
Menu will access subsystem diagnostics as well as a Diagnostic
Summary key.
Figure 15-71. Maintenance Mode - Diagnostic Menu
15.6.7.4.1 Diagnostic Summary

The Diagnostic Summary screen displays configuration information
for each component of the cab electronics system that communicates
with FIRE. Information includes but is not limited to the device type
and supplier as well as the software version. Health, status and test
information is also displayed. Refer to Figure 15-72.
Figure 15-72. Maintenance Mode - Diagnostic Summary

15.6.7.4.2 Self Test
Selecting Self Test enables the user to enter the self test mode and
perform computer hardware tests. This function is disabled when the
locomotive is moving. Once the key is pressed, a Self Test entry
screen is displayed. Pressing the cancel key returns the user to the
Main Menu screen. If, after two minutes, the FIRE computer is unable
to begin the self test process, a message will be displayed and the
FIRE computer will exit the self test mode. These tests are useful in
troubleshooting common failures with the FIRE system and should be
one of the first steps used in investigating reported problems. Refer to
Figure 15-73.
Figure 15-73. Maintenance Mode - FIRE Diagnostics Self Test Entry
Figure 15-74. Maintenance Mode - FIRE Diagnostics Self Test Summary

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Refer to Figure 15-74. Upon entering the Self Test mode, the summary
screen will be displayed. This screen includes date, test results and a
status of the last self test performed on each subsystem. The user can
scroll to highlight one of several self tests available. After scrolling to
the desired function, pressing the Start Test key initiates the test for
the selected subsystem. Pressing the cancel key in any self test returns
the user to the main menu. The Detailed Info key will display
information about the highlighted subsystem. This can be useful in the
troubleshooting process, as reasons for test failure would be noted.
15.6.8 CREW MESSAGES

The crew messages are pop up menus providing instantaneous
information on the operating conditions of the locomotive. These
messages are followed with a fault code. Some messages will also
have a description or procedure to help the operator clear the problem.
Depending on type and severity of the fault secondary procedure will
appear prompting the operator to activate certain FIRE options in
order to reset of clear the fault or in some cases reduce power in order
to get the unit home for further investigation.
Figure 15-75. Crew Message #2 of 2 Screen

15.7 ALERTER SYSTEM OPERATION
The alerter function is integrated into the FIRE system. The alerter
system monitors various operator’s control devices for indications that
the operator is present and alert. If the system does not get those
indications, it activates a progressive audio-visual alarm. Then, if not
reset while the alarm is active, the alerter system requests an air brake
penalty application.
The alerter system is enabled by any one of the following:
– Locomotive speed greater than 0.8 km/h (0.5 mph).
– Release of the independent brake (brake cylinder pressure
less than 1.72 bars (25 psi).
The alerter system does not activate alarm or initiate penalty brake,
regardless of operator’s apparent lack of alertness if:
• Brake cylinder pressure greater than 1.72 bars (25 psi).
OR
• Automatic brake handle in SUPPRESSION or beyond.
OR
– Brake Pipe pressure is below 1.38 bars (20 psi), or
– Air brake system is set up for “Trail Cut Out” service, or
OR
– When all of the following are true:
– Reverser is centered
– Isolation Switch Position IS NOT = Run
– Throttle Position = Idle
– Speed < 3.2 km/hr (2.0 mph)
– Generator Field Switch Position = Open (no power)
– FIRE has valid communication with EM2000
15.7.0.1 ALERTER TIMER RESET

Operating any of several operator control devices resets the alerter
system - that is, it resets the alerter counter to a preset time period that is
determined by locomotive speed. (See “Alerter System Timing,” below.)
Any of the following activities cause alerter timer reset:
• Changing throttle handle setting.
• Operating the ALERTER RESET switch.
• Pressing any FIRE function key.
• Changing dynamic brake handle setting.
• Any Brake handle activity.

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15.7.0.2 TYPICAL ALERTER SYSTEM TIMING

When the alerter system is reset by any of the methods described
above, the alerter counter (timer) is preset as follows:
When the alerter is reset, the first timer preset is 20 seconds. After
that, the timer is preset according to locomotive speed:
• Locomotive Speed equal to or less than 64 km/h (40 mph): Alerter
reset time = 120 seconds
• Locomotive Speed above 64 km/h (40 mph): Alerter reset
time = 120* (20/Actual Speed) Seconds
Once the alerter timer is set (and alerter system is not suppressed), it
starts counting down. When the countdown reaches a certain time, the
FIRE display panel screen on the operator’s control stand lights the
ALERT indicator, and the FIRE audio device in the control stand
provides the audible warnings. The count - “seconds remaining until
penalty brake application” also displays in the ALERT indicator. As
the countdown continues, the alerter system activates more and more
noticeable alarms. If the countdown reaches zero, the system requests
the air brake system to provide a penalty brake application.
15.8 AUTOMATIC ENGINE START/STOP SYSTEM (AESS)

Start/Stop System (AESS).
When the Automatic Engine Start/Stop System (AESS) is properly set
up (locomotive not in active service, etc.), it automatically stops the
emissions.
Following the automatic stop, the properly set up system
automatically restarts the engine, if and when necessary, to prevent
cold-engine starting problems, engine coolant freezing damage, and
weak batteries.
WARNING
Always DISABLE the Automatic Engine Start/Stop System
(AESS) before performing any work on the diesel engine on or
related electrical and mechanical equipment. To disable the
Automatic Engine Start/Stop System (AESS), press the
EMERGENCY FUEL CUT OFF & ENGINE STOP pushbutton
and, if required by railroad rules, lock it down. FAILURE TO
DISABLE THE AUTOMATIC ENGINE START/STOP
SYSTEM (AESS) MAY RESULT IN UNEXPECTED
ENGINE STARTUP OR SHUTDOWN WITH RISK OF
PERSONAL INJURY OR DEATH.

15.8.0.1 AESS (AUTO-START) SET UP
Set up the Automatic Engine Start/Stop System (AESS) as follows:
1. Stop the locomotive.
2. Set the throttle handle in IDLE.
3. Center the reverser.
4. Apply the locomotive brakes.
5. Ensure the main reservoir is fully charged.
6. Do not shut down the engine, doing so will disable the system.
15.8.1 SAFETY PRECAUTIONS FOR NORMALLY

ENABLED SYSTEM FUNCTION
If the engine is not running and the computer is powered up (computer
reset or cold start), the system will be disabled to prevent inadvertent
engine starts until the engine is started manually.
Once the engine starts, the system is automatically enabled once all
operating conditions are met.
15.8.2 AESS (AUTO-START) SET-UP VERIFICATION

Auto Start is properly set up if:
• On engine control panel, green AUTO START - ENABLED indicator is
On and both AUTO START - INHIBIT and AUTO START -
DISABLED indicators are Off.
• Crew message AUTOMATIC ENGINE START ENABLED is displayed
on the FIRE screen.
NOTE
For thirty seconds before an automatic engine start - the engine
start warning horn sounds - one second On, one second Off.
15.8.3 AUTOMATIC ENGINE SHUTDOWN

If Auto Start is ENABLED, the engine will automatically shut down
when all following conditions are met:
• Engine has been running for at least 20 minutes.
• Engine coolant temperature is high enough.
• Main Reservoir air pressure is adequate.
• Locomotive battery charging current is low enough.
• Locomotive battery voltage is high enough.
• All set up conditions are still met.
• Six hour delay completed after engine has been automatically
started more than twice in a six hour period.
• Delay completed after locomotive road or yard service.

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If one of the conditions is not met EM2000 generates a crew message

that states what is delaying engine shutdown, such as:
AUTOMATIC ENGINE SHUTDOWN DELAYED -
BATTERY CHARGING CURRENT TOO HIGH
15.8.4 AUTOMATIC ENGINE SHUTDOWN SEQUENCE

This shutdown sequence runs after all shutdown all requirements are
met:
EM2000 generates the following crew message:
AUTOMATIC ENGINE SHUTDOWN IN 30 SECONDS -
PRESS RESET TO DELAY SHUTDOWN
Meanwhile, the engine start warning alarm sounds in the engine room.
Pressing the RESET key before 30 seconds is up, keeps the engine
running for 30 minutes. The warning alarm turns Off and EM2000
generates the following crew message:
MANUAL OVERRIDE FOR 30 MINUTES
The engine shuts down in either 30 seconds (if RESET was not
pressed in Step 1) or 30 minutes (if RESET was pressed).
The engine start warning alarm sounds a warning chirp every 15
minutes while Auto Start is ENABLED. EM2000 generates the
following crew message:
AUTOMATIC ENGINE RESTART ENABLED -
PRESS RESET TO RESTART LOCAL ENGINE
15.8.5 MANUAL OR ENGINE PROTECTION SHUTDOWN IN AUTO START

If engine is shut down by means other than Automatic Engine
Start/Stop System (AESS) while Auto Start is ENABLED, Auto Start
becomes DISABLED and EM2000 generates this crew message:
AUTOMATIC ENGINE START DISABLED.
Auto Start remains disabled until the engine is manually restarted.
System status will then be either ENABLED or INHIBIT.
15.8.5.1 SHUTDOWN DELAY AFTER ROAD OR YARD SERVICE

In order to avoid unnecessary interruptions to normal operations, the
Automatic Engine Start/Stop System (AESS) delays engine shutdown
after all other shutdown conditions are met if the locomotive was in
service before automatic shutdown was called for.
The type of locomotive service performed before the engine shutdown
requirements are met determines how long shutdown is delayed: road
service (greater speeds for longer times) results in longer delays than
yard service (slower speeds). On the GT46AC units, the time delays
are as follow:
Road Service 30 minutes.
Yard Service 15 minutes.
During the shutdown delay, EM2000 generates the following crew
message:
PRESS STOP TO SHUT DOWN LOCAL ENGINE NOW.
Pressing the STOP key below that crew message shuts down the local
engine.
If the STOP key is not immediately pressed, another message, such as
the following appears under the message above to enable the crew to
extend the local engine shutdown delay:
PRESS RESET FOR ADDITIONAL * MINUTES.
The actual amount of additional delay is specified by the railroad. The
maximum time delay is set at 30 minutes on the GT46AC units.
Pressing RESET initiates the additional local engine shutdown delay.
15.8.6 AUTOMATIC ENGINE RESTART CONDITIONS

If Auto Start status is ENABLED, the Automatic Engine Start/Stop
System (AESS) automatically restarts the engine after either of the
following conditions is true for one minute:
• Engine coolant temperature not high enough.
• Locomotive battery voltage not high enough.
• Independent brakes released.
In addition, the Automatic Engine Start/Stop System (AESS)
automatically restarts the engine if any of these three conditions is
true:
• Outside air temperature is too cold.
• Engine has been shut down for more than 47 hours with Auto Start
ENABLED.
• Any of the Auto Start setup conditions is defeated - for example,
reverser is thrown. If that occurs, Auto Start restarts the “local”
engine (on same locomotive) and restarts engines on all trainlined
locomotives that have the Auto Start or similar system.
• Main reservoir pressure less than 15 psi (103 kPa) above maximum
brake pipe pressure.
If this occurs, Automatic Engine Start/Stop System (AESS) status
changes to INHIBIT and EM2000 generates this crew message:
AUTOMATIC ENGINE START ENABLED, BUT INHIBITED.

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15.8.7 OPERATOR-INITIATED AUTOMATIC ENGINE RESTART

As described previously, when the Automatic Engine Start/Stop
System (AESS) has automatically shut down the engine, EM2000
displays this crew message:
AUTOMATIC ENGINE RESTART ENABLED -
PRESS RESET TO RESTART LOCAL ENGINE
Press the RESET key under the crew message screen to start the
engine without disabling the Automatic Engine Start/Stop System
(AESS).
Note:The engine restart method only restarts the “local” engine, on the
locomotive, in contrast to defeating an Auto Start setup condition,
throwing reverser for example, which restarts the engines on all
trainlined locomotives with Auto Start or similar systems.
15.8.8 MANUAL ENGINE START

Pressing the START pushbutton on the engine control panel when the
engine is shut down causes the engine to start normally, and does not
DISABLE the Automatic Engine Start/Stop System (AESS).
To prevent an automatic shutdown later, make sure that at least one of
the Automatic Engine Start/Stop System (AESS) set up conditions are
not met. (Set reverser in FORWARD or REVERSE, for example.)
15.8.8.1 IF ENGINE WON’T AUTO START

If the Automatic Engine Start/Stop System (AESS) tries to start the
engine, and the engine has not started within 80 seconds, Auto Start
halts the start attempt and waits two minutes, then makes a second
engine start attempt. If the engine fails to start on the third attempt, the
system stops trying to start the engine, change status to DISABLED,
and EM2000 generates the following crew message:
AUTOMATIC ENGINE START DISABLED
ENGINE DID NOT START
15.8.9 AESS (AUTO-START) INHIBIT CONDITIONS

Auto Start is in the INHIBIT state (green ENABLED and yellow
INHIBIT indicators both On) if it was first ENABLED, then one of the
following conditions became true and no engine protection faults
exist:
• Locomotive moving
• Reverser not centered
• Throttle not in IDLE
• Locomotive brakes not applied

If that occurs, EM2000 generates a crew message explaining what’s
going on, such as:
AUTOMATIC ENGINE START INHIBITED
REVERSER NOT CENTERED
Fix the problem indicated by the crew message to change Auto Start
status back to ENABLED (green ENABLED indicator will switch On
and yellow INHIBIT indicator will switch Off).
15.9 DOWNLOADING THE FIRE EVENT RECORDER

The FIRE system includes a locomotive event recorder system. The
locomotive event recorder collects and records locomotive operation
data and events in accordance with FRA requirements and railroad
operating rules.
There are two preferred methods for downloading the FIRE event
recorder:
• PC Card Download - Refer to 15.9.1.
• Laptop Serial Download - Refer to 15.9.2.
Event Recorder data is stored in two different locations Event
Recorder Memory Module (EMM), which is internal to the FIRE
computer and Crash Hardened Memory (CHM), which is an external
memory device. This feature gives the option of which location the
Event Recorder data is stored or retrieved. The default settings when
taking an automatic download within these software versions are the
CHM as the location to obtain the data and the PC flashcard as the
location where the data gets stored.
NOTE
FIRE event recorders can be downloaded during locomotive
operation.
15.9.1 EVENT RECORDER PCMCIA CARD DOWNLOAD PROCEDURE

When a blank PCMCIA card is inserted in the PC card reader, a
download of the FIRE event recorder is automatically initiated. The
EM2000 fault archive and running totals are also automatically
downloaded at the same time.
During the download, the following message will be displayed on the
FIRE screen:
DO NOT REMOVE PC CARD -
Event Recorder Download in Progress
Once the download is complete, the following message will be
displayed on the FIRE screen:
EVENT RECORDER DOWNLOAD COMPLETE -
PC Card May Be Removed
After a successful download, two event recorder files will be created
on the memory card - a “.dat” file, containing the event data, and a
“.sta” file, containing general tracking information.

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Figure 15-76. PC Card Reader
15.9.2 EVENT RECORDER - LAPTOP SERIAL DOWNLOAD PROCEDURE

NOTE
A straight-through 9-pin, 6 Ft. long, round shielded cable, Radio
Shack catalog number 26-117, is required for FIRE -integrated
event recorders. Refer to Figure 15-77, page 15-74, for the new
cable configuration.
Download Procedure:
Event recorder playback and download is performed using Wabtec
software for FIRE integrated event recorders:
• Wabtec Train Trax Data Downloaded (WPN 17517 Version 3.5.1)
• Wabtec Event Recorder Data Analysis (WPN 17561 Version
3.4.2.1)
NOTE
EMD does not provide this software. The customer must obtain
software direct from Wabtec.
1. With the download cable described above, refer to Figure 15-77,

page 15-74, connect the laptop DB9 COM port to the Event
Recorder connector receptacle on the Operator’s work station.

2.
43381
Figure 15-77. FIRE-Integrated Event Recorder Download Cable Configuration
3. Run the download software. The process details may vary

depending on which download software you are using, but the
basic flow is generally the same: After the download process is
started, you may be prompted for a destination directory for the
downloaded files, and you may be asked to supply some basic
locomotive information, such as:
• Road Number
• Download Location
• Time of Download
Specify a directory as necessary and fill in the requested
information.
• You may be prompted for a percentage of data to be downloaded.
Your response will accurately control the download results.
• You may be prompted for an amount of data to be downloaded
based on time. In this case, your reply does not matter - FIRE will
download the full data set.

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4. Perform the following commands from the FIRE screen:

a. Go into the “Maint Mode” (using the daily four-digit code)
b. “Diagnostic Menu”
c. “FIRE Diagnostics”
d. “Event Rec Download”
5. Once in the “Event Rec Download” screen use the up and down
arrow to select the location for retrieving and/or for storage of the
downloaded data. Refer to Figure 15-78.
Figure 15-78. Event Recorder Download Choice Screen
6. Select "Serial Link", and press the "Download" function key.

Once the download is complete, the following message will be
displayed on the FIRE screen:
EVENT RECORDER DOWNLOAD COMPLETE
7. Successful downloads create two files - a “.dat” file, containing the
event data, and a “.sta” file, containing general tracking
information.

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APPENDIX A. LOAD TEST
CONTENTS OF SECTION
A.1 INTRODUCTION ...................................................................................................................... A-3

A.1.1 OPERATOR REQUEST ..................................................................................................... A-3
A.2 SELF-LOAD TEST SYSTEM DESCRIPTION.......................................................................... A-6
A.2.1 B CONTACTORS PICKUP & DROPOUT IN LOAD TEST................................................. A-9
A.3 PROTECTION DURING LOAD TESTS ................................................................................. A-11
A.3.1 GENERATOR CIRCUIT RESISTANCE PROTECTION................................................... A-11
A.4 LOAD TEST PROCEDURES ................................................................................................. A-13
A.4.1 SHORT LOAD TEST PROCEDURE ................................................................................ A-14
A.5 STANDARD LOAD TEST PROCEDURE .............................................................................. A-20
A.6 HORSEPOWER CALCULATIONS AND EVALUATION ....................................................... A-21
A.6.1 FORMULA FOR HORSEPOWER CALCULATION AND EVALUATION.......................... A-22
LOAD TEST A-1

A-2 GT46AC Locomotive Running Maintenance Manual
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A.1 INTRODUCTION
Load Tests enable the operator to test the power of the engine and
main generator without having to run down a track (the power to the
traction motors is bypassed to the dynamic brake grids). Load test has
two levels: Load Test 1, and Load Test 2. Load Test 1 will request a
normal amount of excitation for the requested throttle position. In
Load Test 2, proper operation of the EMDEC/load regulator system is
verified by testing engine capability.
This function offers the user a means of testing various locomotive
control subsystems. Once selected, these tests will run automatically
with little or no user interaction. All results will be displayed in an
easy to understand format. For protection of equipment, the control
system will verify that certain conditions are met before any test is
run.
The load test function allows the engine/generator performance to be
tested at standstill. Instead of supplying the AC traction inverters with
main generator output, the main generator power is dissipated as heat
in resistor grids. This allows most of the standard power functions to
be tested without moving the locomotive. A special mode of load test,
(Load Test 2), allows the maximum engine/generator output and the
load ratio function to be checked by raising the nominal electrical
references.
There are two types of load test: self load test and external load test. In
self load test, the main generator output is automatically connected to
the locomotive dynamic brake grids. No external circuitry is needed to
perform this test.
To perform an external load test, the main generator output must be
manually connected to a load box or external grid hatch.
This Section provides an overview of the Self Load Test function.
A.1.1 OPERATOR REQUEST

The locomotive operator requests self load test through the FIRE
Display.
Certain initial conditions must be met before the computer will accept
the load test request. Several other functions are allowed during load
test, including crew messages.
A.1.1.1 LOAD CONTROL CONSIDERATIONS

Several traction motor or inverter specific load control functions, such
as open motor or inverter off-line adjustments, and checks for specific
locomotive speeds are disabled in load test.
Generally, all the functions applicable to power operation remain
active in load test. However, on AC locomotives, the power reference
is calculated and converted to a voltage reference, and the inverter
torque references are set equal to zero.
LOAD TEST A-3

A.1.1.2 SELF TEST REQUIREMENTS
Requirements for all self tests are as follows:
1. Originally, all self tests required that the unit not be moving since
trainline conditions could set a consist in motion. However, with
new GFC wiring, the majority of these tests can be done with the
reverser centered. If a self test requires that the unit be standing
still, this will be explained in that self test.
2. All tests have a screen which states the initial conditions necessary
to enter the test. This will aid the user in getting into the test as
quickly as possible. Once the user presses the appropriate function
key from this screen, the mode of locomotive operation switches
into the particular test mode.
3. If the conditions for entering a test are not all met, the user is
informed of the problem by a message. The user will have two
options at this point:
• Fix the condition(s) one by one until no more messages remain, at
which time the system will return to the entry condition screen.
• Press the EXIT key and return to the entry conditions screen to once
again see what is needed to fulfill the test requirements.
4. Once a self test is started (after all the entry conditions are
fulfilled), checks are continuously made for the entry conditions,
and for other conditions that could terminate the test.
If a condition comes up that requires the test be terminated, the

display once again annunciates the problem. The user will have
two options at this point:
• The user can press the EXIT key. He is then returned to the entry
conditions screen once all the initial test conditions are met
(reverser centered, throttle to idle, etc.). This removes the test
request and forces the user to consider whether he wants to restart
the test or return to the menus.
• The user can see the cause of the message and thereby return to the
entry conditions screen, except for self load test. Self load test will
start up automatically in the dictated throttle position.
5. Failure messages that occur as a result of a device (contactor,
relay, or switchgear) failing to pick up or drop out, or a fault
condition, are not archived while in any self test. This also applies
to any fault messages generated during the Inverters Protection
test.
6. All tests allow the user to use the “CREW” key to see crew
messages during the running of the test. This provides the user
with as much information as possible.
7. Once the mode of locomotive operation switches to the particular
self test, the locomotive will not be allowed to go to any other
mode of operation until the user exits the test.

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8. All timed tests (and contactor tests) have an ending message screen
which states if the test was successful or failed. This provides the
user with a yes/no failure status.
The following conditions, which can enable or inhibit a self test, must
be checked for prior to and during certain self tests that require these
checks. The following Crew Messages (which are also archived) are
unique to self tests they are not used for any other function. Since the
display drives the self tests, these messages are defined as follows:
• ENGINE IS RUNNING
This Crew Message will result if the engine speed (based on the
traction alternator frequency) is greater than 150 rpm, meaning
that the engine is running.
• ENGINE NOT RUNNING
This Crew Message will result if the engine speed (based on the
alternator frequency) is less than 150 rpm, meaning that the
engine is not running.
• ENGINE TEMPERATURE IS OUT OF TEST RANGE
This Crew Message will result if the highest engine temperature
probe reading is greater than 190°F (87.8°C), or if the lowest
engine temperature probe reading is less than 120°F (48.9°C).
• ENGINE TEMPERATURE PROBES ARE FAILED
This Crew Message will result if both engine temperature probes
have been determined to be failed.
• GENERATOR FIELD SWITCH IS UP
This Crew Message will result if the GF REQ input is high.
• THE THROTTLE IS NOT IN THE IDLE POSITION
This Crew Message will result if the TH IDL input is low.
• REVERSER HANDLE IS NOT CENTERED
This Message will result if RHSW-F and RHSW-R inputs are not
both low.
• LOCOMOTIVE IS MOVING
This crew message will result if the locomotive speed is greater
than 0.5 mph (0.8 km/h).
• LOCOMOTIVE IS NOT ISOLATED
This Crew Message will result if the ISOLAT input is high.
• ENGINE RUN SWITCH IS UP
This Crew Message will result if the Engine run switch input is
high.
• THE THROTTLE HANDLE IS NOT IN THROTTLE 1
This crew message will result if the throttle handle switch inputs
do not indicate that the throttle is in position 1.
LOAD TEST A-5

In addition to the former, the following self-explanatory Crew
Messages are also available:
CONTROL/FUEL PUMP SWITCH IS DOWN TEST
LOCOMOTIVE IS SETUP PNEUMATICALLY FOR TRAIL OPERATION
5 MINUTE LOCKOUT IS STILL IN EFFECT
AUTOMATIC AIR IS APPLIED
LOCOMOTIVE IS IN DYNAMIC BRAKE
MRPS IS STILL ACTIVE
NO LOAD - AIR BRAKE TEST IS IN PROGRESS
SANDERS ARE OPERATING
UNIT IS NOT PROPERLY SET UP FOR TEST
INDEPENDENT AIR IS APPLIED
Accurate and standardized horsepower data can be used to evaluate
performance of the engine and auxiliary equipment, and to indicate
possible malfunctions or excessive horsepower output. Correction of
malfunctions will improve engine performance. Operation at normal
horsepower will minimize engine wear.
NOTE
Although a horsepower determination can be a useful check of
engine output, this procedure is not precise enough for an
accurate evaluation of fuel consumption. For fuel consumption
evaluation, refer to A.A.R. Standard S-505.
A.2 SELF-LOAD TEST SYSTEM DESCRIPTION

Load Testing checks the Diesel Engine and Main Generator power
without operating the Traction Motors.
To perform a Load Test, the throttle handle is advanced while Main
Generator power is applied across high-wattage grids of known
resistance. This electrical load on the Main Generator mechanically
loads the diesel engine. The following expression describes a typical
electrical-to-mechanical loading ratio.
700 Watts (Generator): 1 Horsepower (Engine)
The GT46AC locomotive is equipped for Self-Load Testing. The
EM2000 Locomotive Control System can connect the Dynamic Brake
grids across the Main Generator. Dynamic Brake Grid Contactors, B1
through B4, perform that duty.
Load Testing is done only at locomotive standstill. The Operator uses
the FIRE Display to perform the test.
Figure A-1, page A-8 illustrates the Load Test circuit, set up for
testing. The B1 through B4 contacts shown in the illustration are
CLOSED for Load Testing. Notice that in Load Testing, as in
Dynamic Braking, the grids are connected to form parallel circuits.

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The Main Generator is connected in series across the paralleled grid

circuits in Load Test operation.
For regulating Load Test operation, the Computer uses current
feedback signals from the DC Link Voltage Sensors, VDCL1 and
VDCL2. If the VDCL signals are missing, the Computer uses Main
Generator Current Transformer (CTA, CTB, and CTC/CTD, CTE, and
CTF) signals instead.
The EM2000 Locomotive Control Computer sets up and controls Load
Test operations. To perform the test, the Operator communicates with
the Locomotive Computer, and vice versa, by means of the FIRE
System.
First, the Operator makes sure that all conditions specified on the
FIRE Display are met. The Operator then operates the throttle handle
to load the main generator and diesel engine. The Locomotive
Computer controls main generator loading during the test. The
Operator uses the FIRE Display Screen and Keys (pushbuttons) to
monitor locomotive performance during the test.
If appropriate, fault occurrences that occur during the test will
interrupt the Load Test.
LOAD TEST A-7

Figure A-1. Main Generator Assembly

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A.2.1 B CONTACTORS PICKUP & DROPOUT IN LOAD TEST

Before the Locomotive Computer can pick up Dynamic Brake Grid
Contactors B1 through B4, (and maintain them in a picked up state),
all the following conditions must be met:
• Local Control Circuit Breaker CLOSED, and Isolation Switch in RUN.
• Load Test request from FIRE Display Panel.
• No Dynamic Brake request.
• Dynamic Brake Grid Contactor B dropped out.
• DCL Switchgear on OPEN position.
• Reverser handle centered, and Throttle handle in IDLE.
• No Grid Faults exist.
With the loss of any of the above conditions, the B Contactors will
drop out, ending Load Testing.
The EM2000 drops out the GFC Contactor before it drops out the B
Contactors. This allows the Main Generator/Grid Current to drop to a
safe value before the B Contactors open.
In addition to the Computer Logic Operation, interlocks on the DCL
and B Contactors are connected in the control circuit to ensure proper
and safe operation of the Load Test Contactors.
A.2.1.1 LOAD TEST 1

For Load Test 1 operation, the locomotive computer regulates main
generator power at the same kilowatt levels as those used for
motoring. The throttle 8 kW regulation level imposes loading on the
engine that is 1% higher than rated engine power for traction.
In self-load testing, the locomotive computer need only perform kW
regulation, not voltage or current regulation: one of the two grid
resistor circuits connects across each generator half. Refer to Figure
A-1, page A-8. Generator output therefore approaches neither the
voltage limit, nor the current limit.
Under nominal conditions in throttle 8 Load Test 1 operation, a
“good” engine produces full rated traction power, the EMDEC system
sets fueling at some point less than full-fuel, and the load regulator
settles at 100% MAXIMUM output.
NOTE
The load regulator is a locomotive computer software routine
based on a feedback signal from the EMDEC system designated
EngineR.
If the engine cannot produce full power in Load Test 1 throttle 8, the
EMDEC system advances fueling to full-fuel level, causing the load
regulator to back off from 100% MAXIMUM.
LOAD TEST A-9

A.2.1.2 LOAD TEST 2
The purpose of Load Test 2 is to balance the load regulator, which
enables the diesel engine to run at full capacity. If Load Test 1 fails to
produce the expected kW level, Load Test 2 can verify that it is the
diesel engine that cannot produce enough power. Load Test 2 also can
verify proper engine EMDEC system/load regulator operation. Load
Test 2 operation is the same as Load Test 1 operation, except as
follows:
In Load Test 2 operation, the locomotive computer raises the initial
kW regulation limits for each throttle position 13% higher than in
motoring and Load Test 1. The higher initial kW limits enable the
EMDEC system to take control of engine loading.
When testing a good engine (produced full power with the load
regulator at 100% MAXIMUM in Load Test 1 throttle 8), Load Test 2
throttle 8 should cause the EMDEC system to advance fueling to the
full power setting and drive the load regulator to approximately 90%
Max.
With a good engine, displayed throttle 8 kW/horsepower should be
noticeably greater in Load Test 2 than it was in Load Test 1.
If an EMDEC-equipped engine does have problems, and does not
produce the power expected in Load Test 1, the EMDEC system backs
off the load regulator accordingly. Switching to Load Test 2 then
causes the engine to produce the same amount of horsepower as it
does in Load Test 1, because the EMDEC system balances at full-fuel
setting and drives the load regulator to a point that is approximately
13% lower than it was in Load Test 1.
A.2.1.3 LOAD TEST 2 LIMITATIONS

The unit is allowed to remain in (or to enter) load test 2 when load test
2 operation has occurred for less than a specified maximum amount of
time over a set interval. Using accumulated time, instead of
consecutive time, allows the operator to exit and re-enter load test 2
without penalty. After the maximum has been exceeded, load test 2 is
prohibited for a specified cool down period.
Due to electrical equipment heating constraints, the increased load
may only be allowed for a short time. The timing limitations vary with
locomotive model. On some models, the grid capacity is the limiting
factor, while on other models, the main generator field current
required to make full engine horsepower is above the amount that is
allowable for continuous operation.
A.2.1.4 EXTERNAL GRIDS

If a locomotive is connected to external grids for load testing, because
either the grids cannot support load test, or special testing where
loading on its own grids is not desirable (Engineering Tests), there is
no easy way for the computer to know if the grid resistance used is
proper for the locomotive. The normal protective functions will still
operate, but there is a much greater chance of overloading the
generator for unlimited time, if there was no Load Test 2 time limit
previously established.
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Therefore, if either the main generator field current or the main

generator current exceed the throttle specific continuous current
references for more than 60 consecutive seconds, a five minute Load
Test 2 limit will be implemented.
A.3 PROTECTION DURING LOAD TESTS

The following protective functions run in load test:
A.3.1 GENERATOR CIRCUIT RESISTANCE PROTECTION

In Load Test, a Locomotive Computer routine protects the Main
Generator against overloading caused by improper load resistance,
and also protects against open-circuiting the Main Generator. If the
routine detects any of these improper conditions, the Computer locks
out Load Testing and Displays the appropriate message from the
following group:
NO LOAD TEST - GRID LOAD RESISTANCE TOO LOW
NO LOAD TEST - GRID LOAD RESISTANCE TOO HIGH
NO LOAD TEST - GENERATOR OPEN CIRCUIT
If the Computer Displays a message from the above list, and the
problem is then corrected, the fault can be reset on the FIRE Display
Panel to re-enable Load Testing.
A.3.1.1 GRID OVERCURRENT PROTECTION (BWR)

The locomotive computer runs the BWR (brake warning) routine
whenever a self-load test is in progress. The routine protects the
dynamic brake grids against overcurrent damage.
If the feedback signal from dynamic brake circuit current sensors
exceeds a preset limit during self-load testing, the locomotive
computer sets a BWR fault, and:
• Drops GFC, which drops the load.
• Prevents loading of the faulty brake grid circuit until the fault
is reset.
• Displays the message:
REDUCED DYNAMIC BRAKE, NO LOAD TEST - GRID
OVERCURRENT
• Energizes the alarm bell relay.
The BWR fault is recovered when both of the following are true:
• The B Contactors for the faulty grid circuit are dropped out.
• The operator has attempted to reset the BWR fault lockout by means
of the FIRE Display Lockout Reset function.
When the fault is recovered, the Locomotive Computer enables
locomotive operating modes that use the Grids, removes the displayed
fault message, and drops out the alarm relay.
LOAD TEST A-11

A.3.1.2 GRID RESISTANCE PROTECTION
The locomotive computer runs the Grid Resistance Protection routine
integrity of the dynamic brake grids by tracking voltage and current
for the grid circuits. (The voltage/current relationship implies Grid
Circuit Resistance.)
If the routine determines that the grid resistance is outside the
acceptable range, it does the following:
• Drops GFC, which drops the load.
• Prevents loading of the faulty brake grid circuit until the fault is
reset.
• Displays the message:
REDUCED DYNAMIC BRAKE, NO LOAD TEST -RESISTANCE OF
GRID PATH IS TOO HIGH, or
REDUCED DYNAMIC BRAKE, NO LOAD TEST -RESISTANCE OF
GRID PATH IS TOO LOW
• Energizes the alarm bell relay.
The fault is recovered when both of the following are true:
• The B Contactors for the faulty grid circuit are dropped out.
• The operator has attempted to reset the BWR fault lockout by means
of the FIRE Display Lockout Reset function.
When the fault is recovered, the Locomotive Computer enables
locomotive operating modes that use the Grids, removes the displayed
fault message, and drops out the alarm relay.
A.3.1.3 GRID BLOWER PROTECTION

The locomotive computer runs the Grid Blower Protection routine
dynamic brake grids against overheating should the grid blower fail.
The routine detects blower problems such as the following:
• Locked Blower Rotor
• Shorted or Open Blower Motor
• Open Tapped Grid Resistor Section
• Fan Blade Failures
To detect faults, the routine monitors grid blower current and grid path
current. Responses to various detected faults are as follows:
A.3.1.4 NO GRID BLOWER CURRENT

The Computer declares a drop grid fault to prevent loading the grids
until the fault is reset. The following message is displayed:
NO DYNAMIC BRAKE, LOAD TEST -NO GRID BLOWER CURRENT
A.3.1.5 SHORT TERM EXCESS GRID BLOWER CURRENT

NO DYNAMIC BRAKE, LOAD TEST - HIGH GRID BLOWER CURRENT,
BLOWER MAY BE LOCKED

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A.3.1.6 LONG TERM EXCESS GRID BLOWER CURRENT

NO DYNAMIC BRAKE, LOAD TEST -HIGH GRID BLOWER CURRENT
A.3.1.7 SHORTED GRID BLOWER OR OPEN GRID TAP

NO DYNAMIC BRAKE, LOAD TEST -GRID BLOWER SHORTED OR
GRID TAP FAILURE
A.3.1.8 IMPROPER GRID BLOWER-TO-GRID PATH CURRENT RATIO

NO DYNAMIC BRAKE, LOAD TEST -GRID BLOWER CURRENT
IMBALANCE
NOTE
Any of the above faults can be reset by using the FIRE Display,
provided that the grid circuit and the grid blower are de-energized
for a few seconds before. The locomotive computer clears the
drop grid fault and the displayed fault message.
A.4 LOAD TEST PROCEDURES

The routine load test uses the computer to verify the generator voltage
and current values.
The short load test procedure is used for checking traction horsepower
during scheduled inspections, systems checking, during preventive
maintenance, and for troubleshooting.
The standard load test procedures are used for purposes such as
investigating unexpected short load test results, and checking an
engine after it has been overhauled.
LOAD TEST A-13

A.4.1 SHORT LOAD TEST PROCEDURE
To prepare for a short load test, be sure that all following conditions
are met:
• Throttle handle in IDLE position.
• Unit NOT MOVING.
• Reverser CENTERED.
• Isolation switch in RUN.
• Generator Field switch UP.
• Engine Run switch DOWN on all units in consist, or M.U. cables
disconnected on adjacent units.
• Ground Relay NOT CUT OUT.
• Engine RUNNING.
• Parking Brakes APPLIED.
• Active D.B. Grid Lockout Faults: NONE.
• Black Panel Area Circuit Breakers ALL ON.
After the above preparations, proceed as follows:
1. Select Self Tests from the on the FIRE display panel. Move cursor
to Self Tests with arrow Keys, then press the SELECT Key.
Figure A-2. Main Menu Screen and Function Keys
2. Select Load Test from Self Test Menu screen.

3. The Entry Conditions screen appears next:
a. Press function key under entry conditions screen.
b. If all conditions are met, the Self-Load Test Default screen
appears.
c. If any of the conditions listed before Step 1 of this procedure
are not met, the Improper Load Test Setup screen appears.

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d. Correct the improper condition(s) or end test. As each improper

condition is corrected, the next one appears on the screen.
e. When no more improper conditions exist, the Self Test Menu
screen returns automatically.
f. Select SELF LOAD from the Self Test Menu screen. Then,
when the Entry Conditions screen appears, press the function
Key. This causes the Self-Load Test Default screen to appear.
4. Press METERS Key under Self-Load Test Default screen. Self-
Load Test Meter Menu screen appears.
5. Select Cooling system from Self-Load Test Meter Menu screen.
Self-Load Test Cooling System Default screen appears.
6. Check engine coolant water temperature indication on the Cooling
System Default Screen. ETP1 F and ETP2 F readings indicate the
water temperature. If water does not reach 48.9°C (120°F) at idle,
throttle may be advanced to notch 2, but not beyond, until coolant
does reach 48.9°C (120°F).
CAUTION
Do not load engine beyond notch 2 until engine coolant water
temperature reaches at least 48.9°C (120°F).
7. Press METERS Key on Self-Load Test Cooling System Default

screen to return Display to Self-Load Test Meter Menu screen.
8. Select Load Test. Self-Load Test Default screen again appears.
9. Advance throttle handle and observe HrsePwr and LR% Max
indications on the screen.
If conditions are nominal, throttle 8 readings should settle at

approximately 2000 Engine Horsepower for Traction, with the
Load Regulator at 100% MAXIMUM.
10. Switch to Load Test 2 by pressing the SELECT Key, then record
HrsePwr after loading has increased to a steady reading.
The user can select load test 2, any meter screen, or the entry
screen. It does not matter if the unit is idle or any throttle position.
When the appropriate function key is pressed the “LT 2” indication
changes to “LT 1” to indicate that the user has transferred into
Load Test 2.
NOTE
By pressing the LT1 Key, you can switch back to Load Test 1
operation whenever you choose. You can switch back to Load
Test 2 whenever you need to, by pressing LT 2 again.
If Load Test 2 is locked out, a message stating “NO LOAD TEST 2

FOR XX MINUTES” will be displayed upon a Load Test 2 request:
LOAD TEST A-15

11. End Load Testing by returning throttle handle to IDLE. Display
returns to Self Test Menu screen.
While running in load test, if one of the initial conditions

previously described becomes invalid, or another condition occurs
that would abort load test (such as ground relay), the load will be
dropped and the corresponding fault message would be displayed.
When a drop load test fault occurs, the display goes to the Crew
Message mode, but load test is still the controlling mode of
operation. The user must exit the Crew Message mode in order to
do anything further.
Upon exiting the Crew Message mode, the display returns to the
Load Test Entry Condition screen.
Since the “EXIT” key is available at all times during load test, it is
possible that the user could try to get out of load test while the
throttle is out of IDLE. If the throttle is in IDLE the display
removes the load test request and the Self Test Menu is displayed.
If the throttle is not in IDLE, the End Test Screen is displayed.

Note that the load is not dropped. In the event that the user pressed
the “EXIT” key by mistake he can return to the previous screen.
A.4.1.1 STANDARD LOAD TEST

As used here, a Standard Load Test is one in which both of the
following conditions are true:
• Unit has Self-loading capability.
• Computer-Displayed Main Generator voltage and grid current
accuracy ARE NOT IN QUESTION.
A.4.1.2 PREPARATION FOR STANDARD LOAD TEST

1. Stop diesel engine.
2. Make sure fuel tank contains sufficient fuel for Load Testing.
EMD recommends tank be full, or nearly full, to minimize fuel
temperature rise during test.
3. Inspect engine air box. Check condition of piston rings and
cylinder walls.
4. Bring up the Self Load Test Meter Menu:
a. Select Load Test. Read AmbTmpF data from the Self Load Test
Default Screen.
b. Select Cooling System. Read ETP1 F and ETP2 F data from the
Self Load Test Cooling System Default Screen.
5. From the Self Load Test Meter Menu, Select EMDEC Data to
bring up the EMDEC Meter Menu Screen.

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6. From the EMDEC Data Meter Menu Screen, Select EMDEC Load
Data to bring up the EMDEC Load Data Screen. Read ATEgIM
(Air Temperature, Engine Intake Manifold) data from this Screen.
7. From the EMDEC Data Meter Menu Screen, Select EMDEC
Sensor Data to bring up the EMDEC Sensor Data Screen. Read the
following from this Screen:
• ATEgI - (Air Temperature Engine - In) data.
• OTEgI - (Oil Temperature Engine - In) data from this Screen.
8. Make certain that the Air Compressor will not load, and be sure
that the Parking Brake is set.
9. Perform engine prestart inspections, then, start the engine.
10. Make sure that all of the following conditions have been met:
• Engine oil pressure is SATISFACTORY.
• There are NO FUEL, OIL, OR WATER LEAKS.
• Throttle in IDLE position.
• Reverser CENTERED.
• Isolation switch in RUN.
• Generator Field switch UP.
• Engine Run switch DOWN on all units in consist, or M.U. cables
• Air Brakes APPLIED.
• NO Active D.B. Grid Lockout Faults.
• Black Panel Area Circuit Breakers ALL ON.
11. Bring up the Main Menu Screen on the FIRE Display. Select Self
Tests. (Move cursor to Self Tests with arrow Keys, then press
SELECT function Key) to bring up the Self Test Menu Screen.
12. Select Cooling Fans from Self Test Menu screen. This will bring
forward the Cooling Fan Test Menu.
The Cooling Fan Test is designed to verify proper operation of the

radiator cooling fans. The automatic (Test all fans) portion of this
test will turn each cooling fan on at both slow and fast speed, one
after the other, allowing enough time between speed and fan
changes for the operator to visually observe the fans rotating. The
individual fan testing portion of this test allows the operator to
perform individual fan testing at the speed he chooses.
The time delays seen in these tests are necessary because

confirming that the correct fan contactor(s) picked up is no
assurance that the fan is actually running, or is rotating in the
proper direction.
LOAD TEST A-17

13. Select Test All Fans from Cooling Fans Test Menu screen. This
will bring up the Entry Conditions to Fan Test Screen.
14. Select CONTINUE from the Entry Conditions Screen. All of the
following conditions must be met to enable a Cooling Fan Test:
• Engine running.
• Isolation switch in ISOLATE.
• Engine temperature in 120° to 190°F (48.9° to 87.8°C) range.
• At least one engine temperature probe operating.
• Cold engine idle speed-up function not active.
• Reverser handle centered.
• Unit not moving.
15. If these conditions are not met, a Crew Message Screen will
appear. The user is allowed the option of correcting the problem,
or aborting the test.
16. If Entry Conditions are all satisfactory, the Cooling Fan Test
Screen will be displayed.
NOTE
One person should observe radiator fans while another continues
the test.
17. Press SELECT Key under Cooling Fan Test Screen. The Fan
Function screen appears, and the test starts.
When the user presses the function key the display will then look
at the characterized number and type of cooling fans and put up the
appropriate test screen. Each fan test has a 60 second time delay
prior to picking up the first fan. This time delay gives the user a
chance to observe the fans and allows enough wind-down time
from any fan that was running to stop.
Once the SELECT Key has been pressed, there will be a 1 minute
pause before the test starts. There will then be a 20 second pause
between tests.
Test sequence can be stopped at any time by pressing EXIT Key.
Upon successful completion of the “Test All Fans”, the display will
go to the Cooling Fan Test Completion Screen.
While running the fan test, if one of the initial conditions becomes
invalid, or another condition occurs that would abort the test, the test
is to be stopped, the fans are to be turned off, and the corresponding
message will appear on the Cooling Fan Test Completion Screen -
”Test Abort due to a Drop Test Fault”.
The user has two choices at this point:
• Fix the condition the fault message is stating, if possible,
until no more fault messages are active. When no fault
messages are active the test returns to the entry conditions
screen to allow the user the option of restarting or exiting.
• Press the “EXIT” key and return to the entry conditions screen.

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If the operator decided to implement an individual fan test, the

display looks at the characterization for the number and type of
fans that the unit has, and then puts up the Individual Cooling
Fan Test Menu, provided all entry conditions have been
satisfied.
18. If the Cooling Fan Test was successful, press the EXIT Key, which
brings back Cooling Fan Test Menu screen.
19. Press the EXIT Key again. This brings back Self Test Menu screen.
20. Make sure that all following conditions are met:
• Throttle handle in IDLE position.
• Reverser Handle CENTERED.
• Isolation Switch in RUN.
• Generator Field Switch UP.
• Engine Run Switch DOWN on all units in consist, or M.U. cables
• Engine RUNNING.
• Air Brakes APPLIED.
• NO ACTIVE D.B. Grid Lockout Faults.
• Black Panel Area Circuit Breakers (Except Accessories) ALL ON.
21. Select Load Test from Self Test Menu screen.
22. The Entry Conditions screen appears next:
a. Press the appropriate Key under Entry Conditions screen.
b. If all standard test conditions are met, the Self-Load Test
Default screen.
c. If any of the test conditions are not met, the Improper Load
Test Setup screen appears.
d. Correct the improper condition(s) or EXIT the Test. As each
improper condition is corrected, the next one appears on the screen.
e. When no more improper conditions exist, the Self Test Menu
screen returns automatically.
f. Select SELF LOAD from the Self Test Menu screen. Then,
when the Entry Conditions screen appears, press the
appropriate function Key. This causes the Self-Load Test
Default screen to appear.
Load Test Meter Menu screen appears.
LOAD TEST A-19

25. Check engine coolant water temperature indication on the above
screen. ETP1 F and ETP2 F readings indicate the water temperature.
If water does not reach 120° (48.9°C) at idle, throttle may be
advanced to notch 2, but not beyond, until coolant does reach 120°F
(48.9°C).
CAUTION
Do not load engine beyond notch 2 until engine cooling water
temperature reaches at least 120°F (48.9°C).

A.5 STANDARD LOAD TEST PROCEDURE

Complete "A.4.1.2 PREPARATION FOR STANDARD LOAD TEST."
Then, proceed with the Standard Load Test as follows:
1. Select Load Test from the Self Load Test Meter Menu Screen. The
Self-Load Test Default screen again appears.
2. Advance throttle to notch 1 or 2, which starts Main Generator
loading. Check for following:
a. Main Generator provides output. (Output should register on
FIRE Display for Self-Load Test.
b. Dynamic Brake Blower operates.
3. Provided that engine coolant temperature is 48.9°C (120°F) or
higher, advance the throttle one step at a time to notch 8.
Load Test Meter Menu screen reappears.
6. Check engine coolant water temperature indication on the above
screen. ETP1 F and ETP2 F readings indicate the water
temperature. If water does not reach 48.9°C (120°F) at idle,
throttle may be advanced to notch 2, but not beyond, until coolant
does reach 48.9°C (120°F).
CAUTION
Do not load engine beyond notch 2 until engine coolant water
temperature reaches at least 48.9°C (120°F).

8. Close all engineroom doors, and continue test at full throttle until
engine temperature and engine cooling system operation are
stabilized, as described in next step. (Ordinarily, this takes about
half an hour when only checking Horsepower. When checking oil
cooler performance, however, it takes longer - usually an hour.)

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9. Check lube oil and water temperatures periodically, until both

remain unchanged throughout a 15 minute period.
NOTE
Opening engineroom doors to read temperatures may affect stability
of conditions. Allow time for them to stabilize before taking next
reading.
10. Record indicated engine Horsepower into Main Generator

(HrsePwr on screen), and also record fuel oil temperature, air
temperature at radiator air inlet grill, and radiator cooling fan
operating status (number of fans running, and running speeds:
HALF, FULL, or OFF).
11. Switch to Load Test 2. Then, then record HrsePwr after loading
reaches a steady level.
As soon as Load Test 2 is entered, “LT 2” appearing on screen
changes to “LT 1”.
By pressing F1 Key, you can switch back to Load Test 1 operation
whenever you choose. You can switch back to Load Test 2, if you
need to, by pressing F1 again.
12. To end loading, return throttle to IDLE position. Self Test Menu
screen appears.
13. Stop the Engine. Leave COMPUTER CONTROL and TURBO
breakers closed (up) so that turbo lube pump operation is still
enabled. Make certain that the Turbo Lube Pump is functioning
properly.
14. After the Turbo Lube Pump has timed out, (if required), disconnect
any meters that were used during the Load Test. If a special setup
was used to prepare for the Load Test, restore all electrical
connections to their normal positions.
NOTE
For additional information on Self-Tests and FIRE Display
Screen manipulation, refer to Section 15 -EM2000
DIAGNOSTIC /DISPLAY SYSTEM.
A.6 HORSEPOWER CALCULATIONS AND EVALUATION

1. From the observations, calculate the corrected brake horsepower,
using the Formulae and Correction Factors.
2. The total horsepower, adjusted to standard conditions, should fall
within the allowable limits listed on the Specifications Table. If
not, verify that the EMDEC System is functioning correctly in
controlling diesel engine operation, air filter cleanliness, power
assembly condition, and generator excitation, in order to find the
reason for the horsepower discrepancy.
LOAD TEST A-21

3. If the engine lube oil inlet temperature is higher than the maximum
indicated by the lube oil cooler performance base line graph (refer
to your service representative for specific information), the oil
cooler should be cleaned.
A.6.1 FORMULA FOR HORSEPOWER CALCULATION AND EVALUATION

Diesel Engine Brake Horsepower (BHP) means observable diesel
engine power, or HrsePwr as it appears on the Load Test Data Screen.
Input to Generator = Generator Horsepower = Main Gen. Volts x Main
Gen. Amps Generator Efficiency Factor* *A factor of 700 is
recommended BHPaar or Total Horsepower Adjusted to Standard
Conditions = BHPobserved(HrsePwr from Load Test Data)) A x B x C
x D Where in the formula: A = The correction factor for air
temperature (Standard is 15.5°C/60°F). B = The correction factor for
altitude (Standard at sea level is 760 mm/29.9 inches Hg). C = The
correction factor for fuel density (Standard is 0.845 Specific Gravity).
D = The correction factor for fuel temperature (Standard is
15.5°C/60°F).
NOTE
Barometric Compensation and/or Turbocharger Speed Limiting
functions of Computer Software may cause horsepower to be
lower than nominal, particularly when operating at altitudes
higher than 5000 ft (1525 m) above sea level.

INDEX
NOTICE:
•Circuit Breakers are not listed separately - each is only listed once, under Breakers.
Example -
Instead of an AC CONTROL CIRCUIT BREAKER entry,
the AC CONTROL entry appears - indented under Breakers.
•Switches, in the same manner, are listed only once.
A CHANGE PROFILE KEY . . . . . . . . . 15-32

CHECKING OIL VISCOSITY . . . . . . . 5-32
ELECTRONIC
THROTTLE CONTROLLER . . . . . . . 15-5
AC GROUND FAULTS . . . . . . . . . . 10-48 COMPANION ALTERNATOR . . . . . . 10-6 EM2000 . . . . . . . . . . . . . . . . . . . . . . . 14-1
ACCESSORY DRIVE COUPLING . . . 3-54 COMPANION ALTERNATOR . . . . . 10-15 COMPUTER INTERFACES
ACCESSORY DRIVE GEAR . . . . . . . 3-53 COMPRESSED AIR EQUIPMENT . . 8-36 WITH THE APC . . . . . . . . . . . . 10-24
ACCESSORY DRIVE COMPRESSED AIR SYSTEM . . . . . . . 8-1 DOWNLOADING
GEAR TRAIN . . . . . . . . . . . . . . . . . . . 3-52 COOLING CIRCUIT . . . . . . . . . . . . . . . 6-3 INFORMATION . . . . . . . . . . . . 14-26
ADA305 . . . . . . . . . . . . . . . . . . . . . . 14-19 COOLING HOOD . . . . . . . . . . . . . . . . 13-5 HARDWARE . . . . . . . . . . . . . . . 14-7
AFTERCOOLER . . . . . . . . . . . . . . . . 6-25 COOLING SYSTEM . . . . . . . . . . . . . . . 6-1 MODULES . . . . . . . . . . . . . . . . . 14-6
AFTERCOOLER CIRCUIT . . . . . . . . . . 6-4 DRAINING . . . . . . . . . . . . . . . . . 6-27 PROCEDURE TO INSTALL . . 14-26
AIR COMPRESSOR . . . . . . . . . . . . . . 8-4 FILLING AND DRAINING . . . . . . 6-8 SPECIFIC HANDLING
CONTROL . . . . . . . . . . . . . . . . . . 8-8 PRESSURE TEST . . . . . . . . . . . . 6-9 PRECAUTIONS . . . . . . . . . . . . . 14-4
AIR COMPRESSOR . . . . . . . . . . . . . . 2-7 COOLING SYSTEM PIPING . . . . . . . 6-23 EM2000 MODULES CHASSIS . . . . . 14-9
AIR FILTER DRYER ASSEMBLY . . . 8-12 COUPLER & DRAFT EMDEC CONTROL SYSTEM . . . . . . 4-16
AIR HORN . . . . . . . . . . . . . . . . . . . . . 8-37 GEAR SYSTEM . . . . . . . . . . . . . . . . . 13-7 EMERGENCY FUEL
AIR INTAKE FILTER INSPECTION . 3-104 COUPLER AND DRAFT GEAR . . . . . . . CUTOFF SWITCHES (EFCO) . . . . . . . 4-6
ALARM INDICATOR . . . . . . . . . . . . 15-14 REMOVAL AND ENGINE . . . . . . . . . . . . . . . . . . . . . . . . 3-3
ALERT INDICATOR . . . . . . . . . . . . . 15-14 INSTALLATION . . . . . . . . . . . . 13-16 ACCESSORY DRIVE
APC COUPLER CARRIER, E-TYPE . . . . . 13-8 COUPLING . . . . . . . . . . . . . . . . 3-54
CHECKING FOR GROUNDS . 10-29 COUPLER, E-TYPE . . . . . . . . . . . . . . 13-8 ACCESSORY DRIVE GEAR . . . 3-53
RESET PROCEDURE . . . . . . . 10-29 CPM401 . . . . . . . . . . . . . . . . . . . . . . 14-10 ACCESSORY DRIVE
ASC300 . . . . . . . . . . . . . . . . . . . . . . 14-21 CRANKCASE AND OIL PAN . . . . . . . 3-14 GEAR TRAIN . . . . . . . . . . . . . . . 3-52
ASPIRATOR . . . . . . . . . . . . . . . . . . . . 7-9 AIR DUCT AND
AUXILIARY INVERTER
CAPACITOR ASSEMBLY . . . . . . . . 11-29 D AFTERCOOLER . . . . . . . . . . . 3-106
AIR INTAKE AND EXHAUST
AUXILIARY POWER CONVERTER 10-18 DC GROUND FAULTS . . . . . . . . . . 10-48 SYSTEMS . . . . . . . . . . . . . . . . . 3-97
DIO INPUT/OUTPUT BEARINGS . . . . . . . . . . . . . . . . 3-31
B CHART LISTING . . . . . . . . . . . . . . . 14-14
DIO TABLES . . . . . . . . . . . . . . . . . . 14-17
CAMSHAFT ASSEMBLIES . . . . 3-48
CAMSHAFT GEAR TRAIN . . . . 3-41
BATTERIES . . . . . . . . . . . . . . . . . . . . . 2-7 DIO300 . . . . . . . . . . . . . . . . . . . . . . . 14-11 CRAB BOLT REPLACEMENT . 3-23
BEARINGS . . . . . . . . . . . . . . . . . . . DIODE RESISTOR CAPACITOR CRANKSHAFT . . . . . . . . . . . . . 3-26
MAIN . . . . . . . . . . . . . . . . . . . . . 3-31 SUPPRESION ASSEMBLY . . . . . . . 11-11 EXHAUST MANIFOLD . . . . . . 3-108
OVERHEATED . . . . . . . . . . . . . 3-38 DISCHARGE PROCEDURE . . . . . . . . EXHAUST VALVE BRIDGE
BLOWER MOTORS . . . . . . . . . . . . . . 7-12 PHASE MODULE . . . . . . . . . . . 1-13 ASSEMBLY . . . . . . . . . . . . . . . . 3-70
BOGIE . . . . . . . . . . . . . . . . . . . . . DRAFT GEAR . . . . . . . . . . . . . . . . . . 13-8 GASKET AND SEAL
REMOVAL . . . . . . . . . . . . . . . . . 9-33 DRC . . . . . . . . . . . . . . . . . . . . . . . . . 11-11 REPLACEMENT . . . . . . . . . . . . 3-25
BP (BRAKE PIPE PRESS.) . . . . . . . . 15-9 DUST BIN BLOWER . . . . . . . . . . . . . 7-15 GEAR TYPE
BRAKE CYLINDER ASSEMBLY . . . . 8-29 DYN BRAKE INDICATOR . . . . . . . . 15-14 TORSIONAL DAMPER . . . . . . . 3-38
BREAKER . . . . . . . . . . . . . . . . . . . DYNAMIC BRAKE GRID BLOWER LOWER LINER INSERT . . . . . . 3-19
COMPUTER CONTROL . . . . . 11-18 MOTOR . . . . . . . . . . . . . . . . . . . . . . . 7-17 POWER ASSEMBLY . . . 3-22, 3-60
BRUSH INSPECTION . . . . . . . . . . . . 7-18 DYNAMIC BRAKE HANDLE . . . . . . 12-11 RING GEAR AND COUPLING
DISC (FLYWHEEL) . . . . . . . . . . 3-57
C E SERIAL NUMBERS . . . . . . . . . . . 3-7
CAB EQUIPMENT . . . . . . . . . . . . . . . 12-1 SPECIFICATIONS . . . . . . . . . . . . 2-8
EFS AND FVS . . . . . . . . . . . . . . . . . . 7-10 THRUST COLLARS
CAB SIGNALS . . . . . . . . . . . . . . . . . . 15-5 ELECTRICAL CONTROL CABINET . . . .
CAMSHAFT ASSEMBLIES . . . . . . . . 3-48 (BEARINGS) . . . . . . . . . . . . . . . 3-28
BACK/SIDE WALLS . . . . . . . . . 11-10
CAMSHAFT GEAR TRAIN . . . . . . . . 3-41 ENGINE ADJUSTMENTS . . . . . . . . . 3-95
ELECTRICAL LOCKER . . . . . . . . . . . 7-15
CARBODY . . . . . . . . . . . . . . . . . . . COMPONENTS . . . . . . . . . . . . 11-50
ENGINE HOOD . . . . . . . . . . . . . . . . . 13-4
LIGHTING . . . . . . . . . . . . . . . . . 13-3 ENGINE INSPECTIONS
ELECTRICAL POWER
CARBODY LONG HOOD (IN SERVICE) . . . . . . . . . . . . . . . . . . 3-88
GENERATION . . . . . . . . . . . . . . . . . . 10-1 ENGINES . . . . . . . . . . . . . . . . . . . .
ROOF DOORS . . . . . . . . . . . . 13-4, 13-5 ELECTRICAL SYSTEM . . . . . . . . . . . 11-1
CARBODY SIDE DOORS . . . . . . . . . 13-5 PRELUBRICATION OF . . . . . . . 5-34
ELECTRONIC AIR BRAKE (EAB) . . . 15-5
CARBODY, COUPLERS & EUI
ELECTRONIC FUEL INJECTORTIMING . . . . . . . . . . 4-15
DRAFT GEAR . . . . . . . . . . . . . . . . . . 13-1 INJECTORS (EUI) . . . . . . . . . . . . . . . 4-11
CCBII AIR BRAKE EQUIPMENT . . . . 8-22 EUI INJECTOR CALIBRATION . . . . . 3-97
EVENT ARCHIVE . . . . . . . . . . . . . . 15-42
INDEX i
EVENT RECORDER . . . . . . . . . . . . . 15-5 GROUND RELAY OIL STRAINER HOUSING . . . . . . . . . 5-4
EXHAUST VALVE PROTECTION SYSTEM . . . . . . . . . 10-37 OIL SYSTEM . . . . . . . . . . . . . . . . . . . 5-1
BRIDGE ASSEMBLY . . . . . . . . . . . . 3-70 GRT - GROUND RELAY MAIN LUBRICATING . . . . . . . . 5-14
TRANSDUCTOR . . . . . . . . . . . . . . 10-45 PISTON COOLING . . . . . . . . . . 5-22
F SCAVENGING . . . . . . . . . . . . . . 5-4
FILTER PRESSURE TESTS . . . . . . . 5-9 H SOAK BACK . . . . . . . . . . . . . . . 5-24

OVERSPEED
FILTERS. . . . . . . . . . . . . . . . . . . . HANDRAILS . . . . . . . . . . . . . . . . . . . 13-6 WARNING SYSTEM . . . . . . . . . . . . . 15-6
ENGINE INTAKE AIR . . . . . . . . . 7-7 HORSEPOWER CALCULATIONS
MAIN RESERVOIR FINAL AIR . 8-18 AND EVALUATION . . . . . . . . . . . . . . A-21
FILTERS. . . . . . . . . . . . . . . . . . . . HVAC . . . . . . . . . . . . . . . . . . . . . . . . 7-18 P
AIR INTAKE ELEMENT PANEL MOUNTED MODULES . . . 14-21
REPLACEMENT . . . . . . . . . . . . . 8-5
FIRE . . . . . . . . . . . . . . . . . . . . . .
I PB ON BUTTON . . . . . . . . . . . . . . . 12-13
PCS OPEN INDICATOR . . . . . . . . 15-13
ALERT INDICATOR . . . . . . . . 15-14 INDICATORS - . . . . . . . . . . . . . . . . PHASE MODULES . . . . . . . . . . . . . . 1-18
FUNCTIONAL SUBSYSTEMS . 15-4 AIR BRAKE FAIL . . . . . . . . . . 15-14 PISTON COOLING OIL SYSTEM . . 5-22
SYSTEM COMPONENTS . . . . . 15-6 BELL . . . . . . . . . . . . . . . . . . . . 15-15 POWER ASSEMBLY . . . . . . . . . . . . 3-60
FIRE - SAND . . . . . . . . . . . . . . . . . . . 15-15 POWER CHASSIS MODULES . . . . 14-23
AB FAIL INDICATOR . . . . . . . 15-14 WINDSHIELD DEFOGGER . . 15-15 PRESSURE TRANSDUCER . . . . . . 8-10
BELL ICON . . . . . . . . . . . . . . . 15-15 INERTIAL FILTER SYSTEM . . . . . . . . 7-4 PRG301 . . . . . . . . . . . . . . . . . . . . . 14-24
BP (BRAKE PIPE PRESS.) PROCEDURE TO CUT
INDICATOR . . . . . . . . . . . . . . . 15-9 L OUT OR CUT IN A TRUCK . . . . . . 15-29
CHANGE PROFILE KEY . . . . 15-32 PROTECTION DURING
CLIMATE CONTROL . . . . . . . 15-15 LOAD TEST . . . . . . . . . . . . . . . . . . . . A-1 LOAD TESTS . . . . . . . . . . . . . . . . . . A-11
SELF TEST REQUIREMENTS . . A-4
DEFOGGER . . . . . . . . . . . . . . 15-15 PSM305 . . . . . . . . . . . . . . . . . . . . . 14-25
LOAD TEST PROCEDURES . . . . . . A-13
DYN BRAKE INDICATOR . . . . 15-14 PSM312 . . . . . . . . . . . . . . . . . . . . . 14-25
ER (EQ. RES.) INDICATOR . . . 15-9 LOAD TESTING . . . . . . . . . . . . . . . 10-15 PSM315 . . . . . . . . . . . . . . . . . . . . . . 14-25
LOCOMOTIVE CONTROL SIGNALS 14-7
FLOW (THRU BRAKE PIPE)
LOCOMOTIVE CONTROLLER . . . 12-10
INDICATOR . . . . . . . . . . . . . . . 15-9
MAIN. (RES. PRESS.)
LOCOMOTIVE DATA . . . . . . . . . . . . . 2-6 R
INDICATOR . . . . . . . . . . . . . . . 15-9 LUBE OIL COOLER . . . . . . . . . . . . . 5-13 RADAR AIR WIPE SYSTEM . . . . . . 8-38
LUBE OIL SEPARATOR . . . . . . . . . . 5-29 RADIATOR COOLING FAN MOTORS . 6-
ODOMETER . . . . . . . . . . . . . . . 15-9
PCS OPEN INDICATOR . . . . . 15-13
LUBRICATING OIL SYSTEM . . . . . 3-104 18. . . . . . . . . . . . . . . . . . . . . . . .
ROAD NUMBER INDICATOR . 15-9 RADIATORS . . . . . . . . . . . . . . . . . . . 6-16
SAND ICON . . . . . . . . . . . . . . 15-15 M REVERSER HANDLE (RHS) . . . . . 12-12
THROTTLE INDICATOR . . . . 15-11 MAIN CONTACTS INSPECTION
UNIT ALARM INDICATOR . . . 15-14
AND REPLACEMENT . . . . . . . . . . 11-42 S
WHEEL SLIP INDICATOR . . . 15-13
MAIN GENERATOR . . . . . . . . . . . . . SAFETY INFORMATION . . . . . . . . 11-40
FIRE DISPLAY . . . . . . . . . . . . . . . . . 15-7 ASSEMBLY MAINTENANCE . . 10-8
FIRE EVENT RECORDER . . . . . . . . . SAFETY PRECAUTIONS . . . . . . . . . . 2-3
MAIN GENERATOR FIELD SANDING . . . . . . . . . . . . . . . . . . .
DOWNLOADING . . . . . . . . . . . 15-72
SUPPLY CHOPPER . . . . . . . . . . . . 11-30 AUTOMATIC . . . . . . . . . . . . . . . 8-31
FIRE SYSTEM . . . . . . . . . . . . . . . . . 15-3 MAIN RES. PRESS. . . . . . . . . . . . . . 15-9
FLOW (THRU BRAKE PIPE) . . . . . . 15-9 SANDING SYSTEM . . . . . . . . . . . . . 8-30
MAIN RESERVOIR SYSTEM . . . . . . 8-11 SCHEDULED MAINTENANCE
FORCED AIR SYSTEMS . . . . . . . . . . 7-1
MGFD SPLY CHPR . . . . . . . . . . . . 11-30 INSPECTIONS . . . . . . . . . . . . . . . . 12-20
FUEL
DRAINING TANK
MPU400 . . . . . . . . . . . . . . . . . . . . . 14-20 SENSOR . . . . . . . . . . . . . . . . . . .
MULTIPLEXING . . . . . . . . . . . . . . . 14-12 OIL PRESSURE AND OIL
CONDENSATE . . . . . . . . . . . . . . 4-5
TEMPERATURE . . . . . . . . . . . . 5-21
FILLING TANK . . . . . . . . . . . . . . 4-4
STORAGE TANK . . . . . . . . . . . . 4-4 N SENSORS . . . . . . . . . . . . . . . . . .
SRS AND TRS SETTING . . . . . 4-17
FUEL FILTER NO. 1 IDLER GEAR . . . . . . . . . . . . . 3-47
SENSORS . . . . . . . . . . . . . . . . . .
PRIMARY . . . . . . . . . . . . . . . . . . 4-9 NO. 1 TRUCK/EQUIPMENT
FUEL PUMP AND MOTOR . . . . . . . . . 4-8 FUEL PRESSURE AND TEM
BLOWER . . . . . . . . . . . . . . . . . . . . . 7-13 PERATURE . . . . . . . . . . . . . . . 4-10
FUEL SUCTION STRAINER . . . . . . . . 4-7 NO. 2 TRUCK BLOWER . . . . . . . . . . 7-14
STANDARD LOAD TEST
FUEL SYSTEM . . . . . . . . . . . . . . . . . . 4-1
PROCEDURE . . . . . . . . . . . . . . . . . . A-20
O STEPS . . . . . . . . . . . . . . . . . . . . . . . 13-6
G ODOMETER . . . . . . . . . . . . . . . . . . . 15-9
GENERATOR HOOD . . . . . . . . . . . . 13-5 OIL T
GENERATOR/ALTERNATOR CHANGING . . . . . . . . . . . . . . . . 5-32
TEMPERATURE CONTROL . . . . . . . 6-5
BLOWER . . . . . . . . . . . . . . . . . . . . . . 7-16 OIL FILTER . . . . . . . . . . . . . . . . . . THROTTLE HANDLE (THS) . . . . . . 12-12
GFS . . . . . . . . . . . . . . . . . . . . . . . . . 11-11 INSPECTION AND
THRUST COLLARS . . . . . . . . . . . . . 3-28
GLOBAL POSITIONING MAINTENANCE . . . . . . . . . . . . . 5-9
SYSTEM (GPS) . . . . . . . . . . . . . . . . 15-6 TLF300 . . . . . . . . . . . . . . . . . . . . . . 14-22
OIL LEVEL GAUGE . . . . . . . . . . . . . . 5-3 TORQUE VALUES . . . . . . . . . . . . . . 2-11
GRAB IRONS . . . . . . . . . . . . . . . . . . 13-6 OIL PUMP . . . . . . . . . . . . . . . . . . .
TORSIONAL DAMPER . . . . . . . . . . . 3-38
GROUND FAULT SENSOR . . . . . . 11-11 SCAVENGING . . . . . . . . . . . . . . 5-8
GROUND RELAY . . . . . . . . . . . . . . TRACTION ALTERNATOR . . . . . . . 10-6
OIL PUMPS . . . . . . . . . . . . . . . . . . FIELD SUPPLY CHOPPER . . 10-30
AUTOMATIC RESET . . . . . . . 10-40 MAIN LUBE OIL AND PISTON
TRACTION ALTERNATOR . . . . . . . . .
GROUND RELAY PROTECTION COOLING . . . . . . . . . . . . . . . . . 5-17
SYSTEM BRUSHES & SLIP RINGS . . . . 10-7
OIL SAMPLING AND ANALYSIS . . . 5-31 REMOVAL PROCEDURE . . . 10-17
OPERATION OF . . . . . . . . . . . 10-42

TRACTION ALTERNATOR
OUTPUT . . . . . . . . . . . . . . . . . . . . . 10-15
TRACTION MOTOR. . . . . . . . . . . . . .
REMOVAL . . . . . . . . . . . . . . . . . 9-32
TRUCK 2 BLOWER MOTOR . . . . . . . 7-15
TURBO HATCH . . . . . . . . . . . . . . . . . 13-4
TURBOCHARGER . . . . . . . . . . . . . . . 3-97
TURBOCHARGER OIL FILTER . . . . 5-20
U
UNIT ALARM INDICATOR . . . . . . . . 15-14
V
VALVE . . . . . . . . . . . . . . . . . . . . .
BYPASS . . . . . . . . . . . . . . . . . . . 5-11
MV-CC MAGNET . . . . . . . . . . . . 8-10
SANDING MAGNET . . . . . . . . . 8-32
VENT . . . . . . . . . . . . . . . . . . . . . 8-29
VALVE . . . . . . . . . . . . . . . . . . . . .
MAIN RESERVOIR CHECK . . . 8-18
VALVES . . . . . . . . . . . . . . . . . . . .
AUTOMATIC DRAIN . . . . . . . . . 8-21
MAIN RESERVOIR DRAIN . . . . 8-20
MANUAL DRAIN . . . . . . . . . . . . 8-20
VAM300 . . . . . . . . . . . . . . . . . . . . . . 14-23
W
WALKWAY . . . . . . . . . . . . . . . . . . . . . 13-6
WATER PUMPS . . . . . . . . . . . . . . . . 6-13
WATER TANK . . . . . . . . . . . . . . . . .
COOLING . . . . . . . . . . . . . . . . . . . 6-6
WEIGHTS . . . . . . . . . . . . . . . . . . . . . . 2-9
WHEEL SLIP INDICATOR . . . . . . . . 15-13
WINDSHIELD WIPER ASSEMBLIES 8-36
Y
YOKE . . . . . . . . . . . . . . . . . . . . . . . . . 13-8
INDEX iii

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GT46AC

Locomotive Running Maintenance

Order No. 20108368

Second Edition - September, 2013

Electro-Motive Diesel, Inc

ii GT46AC Locomotive Running Maintenance Manual

3.16.3 OIL PAN INSPECTION ....................................................................................................3-95

Table of Contents iii

iv GT46AC Locomotive Running Maintenance Manual

6.5.1 MAINTENANCE ...............................................................................................................6-14

9.3.4 WHEEL TRUING ..............................................................................................................9-27

Table of Contents vii

viii GT46AC Locomotive Running Maintenance Manual

12.3.17 HORN SWITCHES, FRONT AND REAR .......................................................................12-11

x GT46AC Locomotive Running Maintenance Manual

APPENDIX A. LOAD TEST ........................................................................... A-1

ii GT46AC Locomotive Running Maintenance Manual

LIST OF FIGURES iii

iv GT46AC Locomotive Running Maintenance Manual

Figure 9-4. Primary Interlock assembly ........................................................................................................ 9-6

vi GT46AC Locomotive Running Maintenance Manual

Figure 12-8. Crash Hardened Memory ....................................................................................................... 12-6

LIST OF FIGURES vii

viii GT46AC Locomotive Running Maintenance Manual

Figure 15-61. Maintenance Menu ............................................................................................................. 15-55

1.2 SERVICE DATA PAGES

1.3 UNITS OF MEASUREMENT

Table 1-1. Metric Conversion

1-2 GT46AC Locomotive Running Maintenance Manual

1.5 GT46AC IGBT TRACTION INVERTER SAFETY PROCEDURE

3. Visually inspect high voltage connections to phase modules

1.5.2 DISCHARGE PROCEDURE

1-4 GT46AC Locomotive Running Maintenance Manual

Figure 1-1. DC Link Circuit

1.5.2.2 STEP BY STEP EXPLANATION

1-6 GT46AC Locomotive Running Maintenance Manual

Flow Chart Flow Chart Reference Information

1-8 GT46AC Locomotive Running Maintenance Manual

14 Open the DC Link Status Data Meter.

DCL1V 8 T1DCLV 13 TI1CO< OFF

1-10 GT46AC Locomotive Running Maintenance Manual

20 Discharge of the DC Link cannot be confirmed, follow Manual Discharge

1-12 GT46AC Locomotive Running Maintenance Manual

1.5.3 PHASE MODULE DISCHARGE PROCEDURE

1-14 GT46AC Locomotive Running Maintenance Manual

1.5.4 MANUAL DISCHARGE OF DC LINK

Figure 1-4. Phase Module and Grounded Capacitor Terminals

The discharge resistor assembly should be used any time high

This shorting wire needs to be applied any time a phase module is

1-16 GT46AC Locomotive Running Maintenance Manual

1.5.6 GLOSSARY OR TERMS

Traction Alternator / Main Generator - The traction alternator is

1.6.1 PHASE MODULE REMOVAL PROCEDURE

Figure 1-5. Phase Module Terminals

1-18 GT46AC Locomotive Running Maintenance Manual

5. Disconnect PM-CN connector from left front side of phase

Figure 1-6. PM-CN Connector

6. Disconnect the lower ground cable at terminal G and remove

Figure 1-7. Phase Module Electrically Disconnected

7. Remove 2 bolts on front of mounting feet (9/16 inch socket).

10. Ensure all wiring is clear of potential interference and position

Figure 1-9. Roller Table in Position

1-20 GT46AC Locomotive Running Maintenance Manual