/n/ - Transportation » Thread #2048236

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Anonymous Sat 12 Jul 2025 00:35:37 No.2048236 View View Reply Original Report

Quoted By: >>2051653

For me, there's nothing more peacful than the rythmic clanking of a 7FDL. It's like a wind chime made with hammers. The only thing that comes close is the "whoooompf-pub-bub-pub" of an air compressor starting.

Anonymous

Anonymous Tue 19 Aug 2025 19:30:21 No.2051653 Report

Quoted By: >>2051657

>>2048236
Whats the white stuff coming out? Also, whats the 7FDL stand for? with tractors, their naming means the number of cylinders and horsepower normally, for example

Anonymous

Anonymous Tue 19 Aug 2025 19:40:44 No.2051657 Report

Quoted By: >>2051658 >>2051660

>>2051653
7 signifies it's used for generating power. It's a GE catalogue specification. 5 is used for electric motors etc.
F is for the bore size. 9" in this case
D is for diesel
L is for locomotive use

There will be a "- N" at the end for the number of cylinders.

So, 7FDL-16 is most used in North America, but 12 cylinders are common internationally.

The white stuff looks to be cooling water coming from the water inlet pipe. Not sure what's going on because they have the crankcase inspection cover taken off in the bottom right.

Anonymous

Anonymous Tue 19 Aug 2025 19:50:14 No.2051658 Report

Quoted By: >>2051660

>>2051657
Also, the engine used in the AC6000s was caused the 7HDL. The AC6000s were total duds, but with the bigger bore size, noted by the H, you could chop off 4 cylinders and only use one turbo and end up making 4,500 HP. This configuration is what created the GEVO engine.

Anonymous

Anonymous Tue 19 Aug 2025 20:13:54 No.2051660 Report

Quoted By: >>2051680 >>2051683

>>2051657
Oh sweet, thanks so much for such a good explanation! I was gonna ask if the bore sizes are assigned alphabetical numbers but you answer that here >>2051658
^_^
>The AC6000s were total duds
Why were the AC6000s duds?

>you could chop off 4 cylinders and only use one turbo and end up making 4,500 HP
I always get so confused on why people use HP to measure engines when torque is RIGHT THERE, and actually seems intuitive vs horsepower. Since isn't higher HP = faster RPM output, but not actually torque itself, which is what really matters with larger engines? or do you just know what the standard operating RPM is so you can quickly deduce the torque..? but that seems wrong to assume all engines operate at a shared envelope of RPM plus gear ratio differences.

Anonymous

Anonymous Wed 20 Aug 2025 02:41:50 No.2051680 Report

Quoted By: >>2051688

>>2051660
>Since isn't higher HP = faster RPM output
Not necessarily. You control torque with alternator excitation. So you can have different power outputs at the same engine speed.

Another tough thing(with all but the newest engines with V-speed alternators) is that the auxilliary motors(radiator fans, air compressors, etc.) are powerered by a seperate alternator attached to the main one. The frequency of the AC power to these is a function of diesel engine speed, so you need to increase its speed if you want to run them faster.

Anonymous

Anonymous Wed 20 Aug 2025 03:11:29 No.2051683 Report

Quoted By:

>>2051660
I forgot to add, the AC6000s weren't reliable due to teething issues with the clean sheet engine and control architecture designs. Both of which had revisions when they went to the GEVO/Evolution Series. There were also issues with delivery.

In the end, it all worked out and the AC6000s still live on in spirit in Brazil and India.

Anonymous

Anonymous Wed 20 Aug 2025 04:45:33 No.2051688 Report

Quoted By: >>2051690

>>2051680
What locomotives use an electric air compressor? I've only seen direct drive off the crankshaft.

Anonymous

Anonymous Wed 20 Aug 2025 04:53:03 No.2051690 Report

Quoted By:

>>2051688
All GEs since the Dash 8 barring some odd ball international units and Frankensteins. So about anything made in the last 40 years.

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