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EMD 1010
EMD 1010
EMD 1010
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EMD 265H
Overview
ManufacturerElectro-Motive Diesel
Also calledH-Engine
Layout
ConfigurationV12 and V16
Displacement1,010 cubic inches (16,600 cm3) per cylinder
Cylinder bore265 millimetres (10.4 in)
Piston stroke300 millimetres (12 in)
Cylinder block materialIron
Cylinder head materialIron
Valvetrain4 valves per cylinder
Compression ratio15.3:1
Combustion
Turbochargertwo low-inertia turbochargers
Fuel systemUnit injector actuated by engine camshaft
ManagementElectronic
Fuel typeDiesel
Oil systemWet sump
Cooling systemLiquid-cooled
Output
Power outputup to 4.7 MW (6,300 hp) for V16 engines; up to 3.52 MW (4,725 hp) for V12 engines.
Chronology
SuccessorEMD 1010
EMD 1010J
Overview
ManufacturerElectro-Motive Diesel
Also calledJ-Engine
Layout
ConfigurationV12
Displacement1,010 cubic inches (16,600 cm3) per cylinder
Cylinder bore265 millimetres (10.4 in)
Piston stroke300 millimetres (12 in)
Cylinder block materialIron
Cylinder head materialIron
Valvetrain4 valves per cylinder
Compression ratio15.3:1
Combustion
Turbochargertwo-stage turbocharging with one high pressure turbocharger for low-mid RPM and two low pressure turbochargers for mid-high RPM
Fuel systemcommon rail
ManagementElectronic
Fuel typeDiesel
Oil systemWet sump
Cooling systemLiquid-cooled
Output
Power outputup to 3.43 MW (4,600 hp) for V12 engines
Emissions
Emissions target standardEPA IV or EU Non-road IV
Emissions control systemsExhaust gas recirculation
Chronology
PredecessorEMD 265H
SuccessorNone [note 1]

The EMD 1010 or EMD 265 is a line of four-stroke diesel engines manufactured by Electro-Motive Diesel. The precursor to the 1010 was introduced around 1998 as the 265H or H-Engine. The H-engine was initially designed for use as a 6,300 hp (4,700 kW) 16 cylinder, the EMD SD90MAC; however, the early engines were found to be unreliable, and unsuccessful in the market, with the proven EMD 710 2-stroke design being preferred. The EMD four-stroke engine was resurrected in 2015 to meet EPA Tier 4 emissions regulations.

History

[edit]

H-Engine

[edit]

Development of the H-engine was announced in 1994 as a railway locomotive specific engine - the design was influenced by the transition to AC traction motors, which had increased adhesion and tractive effort characteristics, allowing an increase in usable power to be usefully converted traction - thus the new design was to have 6,000 horsepower (4,500 kW) available for traction - a 6000 hp locomotive design would allow one to replace two of the very common 3000 hp SD40-2 locomotives.[1]

Instead of a development of its two stroke design, EMD chose to develop a new four stroke engine, with potential for reduced emissions being one factor in favor of the change of design. EMD had investigated the potential of four-stroke designs in 1984, building two prototype 4,500 horsepower (3,400 kW) 16 cylinder 854H engines (with 854 cu.in. displacement per cylinder).[1] However, EMD soon realized that to reach the 6000 hp goal, the prototypes were not enough. Therefore, the plan to use the 854H as the basis was abandoned and EMD decided to build a new design of engine with a larger displacement per cylinder, later named as the EMD 265H.

The new engine was designed using modern techniques, including 3D modelling, finite element analysis, computational fluid dynamics, and other simulations, as well as using real world fatigue and other testing. The initial locomotive designed to use the H-engine was the SD90MAC. The crankcase design switched to ductile cast iron from welded steel (in the 2 stroke series); like the 2-stroke designs the new engine incorporated unitized power assemblies. The V connecting rods switched from fork and blade to side by side and electronic fuel injection replaced mechanical fuel injection. Each engine incorporated two turbochargers, one per cylinder bank. Eight engines were produced and tested at the Transportation Technology Center under the management of the Association of American Railroads in Pueblo, Colorado.[1]

The EMD 265H had a bore of 265 millimetres (10.4 in) and stroke of 300 millimetres (12 in) (so that the displacement per cylinder was 1010 cubic inches) with the 16 cylinder GM16V265H rated at 4,700 kilowatts (6,300 hp) at 1000 rpm, with a brake mean effective pressure of 21.3 bars (2,130 kPa).[1]

Union Pacific began using some H-engined SD90MAC locomotives in commercial service in 1998.[1]

Initial orders for the 265H engine powered locomotives were delivered powered by 4300 hp EMD 710 engines (referred to as SD9043MAC), intended to be converted to the 4 stroke design later once the engine's teething troubles were resolved. Canadian Pacific, Union Pacific and lessor CIT Group acquired this locomotive type. Only CP and UP operated H-engine powered units (SD90MAC-H). UP's fleet was returned to EMD after the lease expired.[2] Considered unsuccessful in the domestic market due to reliability issues and limited operational flexibility of the 6000 horsepower engine, all 265H-powered versions in North America and Australia have been retrofitted with 4300 horsepower 16V710G engines or scrapped.[citation needed]

EMD also built one SD89MAC demonstrator, EMDX 92, as the less powerful version of the SD90MAC. It used a V12 version of the 265H engine (12-265H) generating 4500 hp. Initially the SD89MAC was intended to be the successor of the EMD SD70 Series. However, none were ordered.

The 265H engine was also used overseas: in 2005 an order for 300 6,000 horsepower (4,500 kW) Tier 2 engines was received from the Chinese Railways, with final assembly at the Dalian Locomotive Factory,[3][4] introduced from 2009 as "Harmony" HXN3 class.[5] Orders were also received from India[citation needed] and Australian mining railroads.[citation needed] Tidewater Marine acquired twenty 16 cylinder engines for marine use in tugboats in 2002.[6]

The 16-265H remains the most powerful diesel engine ever produced by EMD.

J-Engine

[edit]

To meet EPA Tier 4 emission standards for nitrogen oxides (NOx), manufacturers rely on one of two methods: exhaust gas recirculation (EGR), where exhaust gases are cooled and recirculated back through the combustion cycle, or selective catalytic reduction (SCR) using urea-based diesel exhaust fluid, which converts NOx in the catalytic converter to elemental nitrogen and water. Although EGR requires a diesel particulate filter, it is the preferred solution for Class I operators, as SCR adds another consumable with handling and storage issues by maintenance personnel.[7]

The four-stroke engine design was re-introduced in the mid-2010s to meet Tier 4 without using SCR. Although EMD had experimented with modifying the 710 to meet Tier 4, the prototype proved to be too heavy and inefficient to be practical.[7] The first (pre-production) locomotive using the 1010J engine, the SD70ACe-T4, using a 4,600 horsepower (3,400 kW) (4,400 traction hp) 12 cylinder engine was unveiled in late 2015.[8][9] Testing of the new locomotives began in the Spring of 2016.[10] The first two units of a 65 unit order for the new locomotive were delivered to Union Pacific in December 2016.[11]

The block designation was changed to J to reflect the changes to the new engine, which included power assembly and block redesigns, as well as the addition of a two-stage turbocharging system consisting of three turbochargers.[12] Other new features are an EGR system to reduce exhaust emissions and double-walled fuel injection to increase safety.

Versions

[edit]
ID Number of cylinders Induction Max rpm Power (hp) Power (MW) Introduced Locomotive(s)
12-265H 12 2 x Turbocharger 1000 4,725 3.52 1996 SD89MAC
16-265H 16 2 x Turbocharger 1000 6,300 4.7 1996 SD90MAC, JT56ACe (China Railways HXN3)
12-1010J 12 3 x Turbocharger 1000 4,600 3.4 2015 SD70ACe-T4

See also

[edit]

Notes

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

EMD 1010

View on Grokipedia
from Grokipedia
The EMD 1010 is a of four-stroke diesel engines manufactured by (EMD), a brand under , designed primarily for heavy-haul freight . It features a 12-cylinder configuration with 1,010 cubic inches of displacement per , delivering up to 4,500 (BHP) while achieving world-class . Developed through a collaboration between , EMD, and engineers, the 1010 represents a significant shift from EMD's longstanding designs, such as the 710 series, to a modern four-stroke architecture optimized for emissions compliance and performance. Introduced in 2016 for the SD70ACe-T4 model, it meets stringent U.S. EPA Tier 4 emissions standards without requiring after-treatment, thanks to innovations like a double-walled system for enhanced safety and maintenance simplicity, as well as two-stage turbocharging for consistent power across diverse operating conditions. The engine's design prioritizes and reliability, powering Tier 4-compliant deployed by major North American railroads for long-haul freight service, and it has been noted for reducing operational costs through improved economy and lower emissions compared to predecessor models.

History

Precursor Development

In the late , (EMD) initiated a significant shift from its longstanding designs to four-stroke architectures with the introduction of the 265 series around 1998, driven by the need to prepare for increasingly stringent emissions regulations that would challenge the efficiency and compliance of two-stroke technology. This transition marked EMD's first major foray into four-stroke prime movers, aiming to enhance power output while positioning the company to meet future environmental standards, such as the EPA's Tier 2 and eventual Tier 4 requirements. The foundational prototype in this series was the 265H, commonly known as the H-Engine, a 16-cylinder four-stroke unit initially rated at 6,000 horsepower (4,470 kW) and developed for integration into the locomotive. Designed with a 265 mm bore and advanced turbocharging, the H-Engine sought to deliver unprecedented single-engine power for heavy-haul applications, but early deployments revealed substantial reliability challenges, including frequent overheating of the and failures in critical components like cylinders and crankshafts. These issues stemmed from inadequate testing and the inherent complexities of scaling up four-stroke technology, leading to limited production—only 28 SD90MAC-H units were built, with 22 for Union Pacific and 6 for Canadian Pacific, before the design was largely sidelined. EMD also explored a 12-cylinder variant of the H-Engine, rated at 4,500 horsepower (3,360 kW), which was tested in prototype locomotives such as the SD89MAC to evaluate its potential as a mid-power option bridging the gap between existing two-stroke models and higher-output four-strokes. Despite promising , this configuration encountered similar unresolved durability problems, including persistent mechanical wear and thermal management failures, preventing its commercialization and confining it to demonstrator and test units. This era of precursor development occurred amid pivotal changes in EMD's ; as a division of since 1941, EMD faced financial pressures that led to its sale to Greenbriar Equity Group and in 2005, followed by acquisition by (a subsidiary) in 2010 for $820 million, which provided resources to refine four-stroke innovations amid evolving regulatory demands. These efforts ultimately paved the way for the 1010 J-Engine as a more robust successor.

Introduction and Evolution

The EMD 1010 is a V12 four-stroke produced by (EMD), a subsidiary of , designed as a high-efficiency powerplant for modern freight locomotives. Unveiled on October 4, 2015, at the Railway Interchange Expo in , , the engine debuted in the SD70ACe-T4 demonstrator locomotive, marking EMD's entry into EPA Tier 4 emissions compliance without relying on urea-based aftertreatment systems. This launch positioned the 1010 as a successor to EMD's earlier two-stroke engines, emphasizing reduced emissions and optimized fuel economy through a redesigned four-stroke . Its development stemmed from the less reliable H-Engine prototypes of the late , refined into a more robust platform for commercial viability. The 1010 benefited from collaborative engineering between and , incorporating advanced controls such as updated software for and engine management to enhance reliability and maintenance efficiency. By 2017, the engine powered production SD70ACe-T4 units, with deliveries beginning to Union Pacific in January and an initial batch of 12 locomotives entering service with in March. Ongoing refinements have sustained the 1010's role in North American rail operations, with continuing production as of 2025 for Tier 4-compliant freight applications. The engine's integration into locomotives like the SD70ACe-T4 has supported railroads in meeting federal emissions mandates while maintaining high power output of 4,500 brake horsepower.

Design and Technology

Engine Architecture

The EMD 1010 is a V12 four-stroke featuring a displacement of 1,010 cubic inches (16.6 liters) per , resulting in a total displacement of 12,120 cubic inches (198.7 liters). This configuration represents a significant shift from EMD's longstanding designs, adopting a conventional four-stroke cycle that includes distinct , compression, power, and exhaust phases to optimize and meet modern regulatory standards. The engine's core structure utilizes a robust derived from the earlier 265H series, providing durability for heavy-duty applications, paired with cast iron heads for . The is engineered for reliable operation at elevated speeds, supporting the engine's high-output demands in rail service. Ancillary s enhance through a high-pressure common-rail setup with double-walled lines, which precisely controls delivery for improved atomization and while enhancing and simplifying , and a two-stage turbocharging with intercooling that boosts air across varying load conditions. Emissions reductions are facilitated by integration of (EGR), which recirculates a portion of exhaust gases back into the to lower formation without relying on aftertreatment systems like .

Emissions and Efficiency Features

The EMD 1010 engine incorporates an (EGR) system to reduce nitrogen oxide () emissions, enabling compliance with U.S. EPA Tier 4 standards without the need for urea-based aftertreatment. This approach recirculates a portion of exhaust gases back into the to lower temperatures and formation, achieving an 80% reduction in compared to pre-Tier 4 baselines. The system's design, combined with a particulate oxidation catalyst, addresses particulate matter (PM) emissions, meeting the Tier 4 limit of 0.01 g/bhp-hr for PM in line-haul locomotives effective from 2015. Efficiency enhancements in the EMD 1010 stem from its modular fuel injection system, which delivers precise electronic fuel management for optimized and reduced fuel consumption. This four-stroke V12 architecture supports two-stage turbocharging and closed-loop air management, contributing to world-class that surpasses traditional two-stroke engines like the in operational economy. The engine also achieves a 70% reduction in CO2 emissions relative to earlier models through these integrated features, prioritizing both environmental compliance and cost savings for railroad applications. Additional design elements focus on minimizing operational impacts, including balanced components and insulation to reduce and . Overall, these emissions and efficiency technologies ensure the EMD 1010 meets the EPA's Tier 4 limit of 0.2 g/bhp-hr while enhancing performance without .

Specifications

Performance Characteristics

The EMD 1010 engine delivers a rated brake horsepower of 4,500 bhp. For practical integration, this is derated to a continuous tractive horsepower of 4,400 hp to ensure reliability under sustained loads.

Physical and Operational Parameters

This compact design supports seamless integration into existing platforms while accommodating additional components such as turbochargers and systems. The 12-cylinder variant of the EMD 1010 features a bore of 10.4 in (265 mm) and a stroke of 11.8 in (300 mm), contributing to the engine's total displacement of 1,010 cubic inches per cylinder in a four-stroke configuration. Operationally, the EMD 1010's modular common rail fuel system contributes to simplified maintenance.

Applications

Locomotive Integration

The EMD 1010 engine finds its primary application in the EMD SD70ACe-T4, a six-axle AC-traction freight locomotive designed for heavy-haul operations and rated at 4,400 horsepower total output. This integration leverages the engine's four-stroke, medium-speed design to deliver reliable power while meeting U.S. EPA Tier 4 emissions standards without the need for urea-based aftertreatment. The V12 configuration of the 1010 enables a compact footprint within the locomotive's long hood, optimizing space for ancillary systems. Key to the powertrain synergy is the pairing of the 1010 engine with EMD's Enhanced AC Traction Motors, which provide individual axle control for improved and continuous of 175,000 pounds starting and 200,000 pounds continuous. The main alternator converts the engine's mechanical output into electrical power for the traction motors, supporting efficient across a range of speeds up to 75 mph. This setup ensures seamless energy transfer, with inverter-driven accessories enhancing overall system responsiveness and reducing mechanical complexity. Control integration features the LEADER on-board system, which provides real-time monitoring of engine performance, optimizes throttle response for fuel efficiency, and enables fault diagnostics through networked communications. This energy management tool interfaces via the locomotive's CAN bus protocol, allowing coordinated operation with traction inverters and auxiliary systems for predictive maintenance and reduced downtime. To support Tier 4 compliance, the 1010's integration incorporates cooled (EGR) with dedicated cooling loops to lower emissions by up to 80 percent, complemented by enhanced radiators that handle increased heat rejection from the aftertreatment processes. These adaptations include high-capacity oil filtration and automatic features, ensuring thermal management without compromising locomotive reliability in diverse operating conditions.

Adoption by Railroads

The EMD 1010 engine received its first major commercial order in 2016 from Union Pacific for 100 units, integrated into SD70ACe-T4 locomotives for heavy-haul freight service on demanding routes such as . Adoption has been limited, with purchasing 10 units in 2023-2024 for service, classified as ST70AH. Orders by Norfolk Southern (10 units) and BNSF were cancelled in favor of Tier 4 credit units. Some units operate under lease, including former intended NS units as EMDX 7233-7242. Exports include units to Australian mining railroads adapted for local emissions standards in heavy-haul applications. Operators have reported mixed feedback, with higher upfront costs and some EGR system challenges in certain environments noted as barriers to broader uptake, though overall reliability remains comparable to predecessors. As of 2025, approximately 150 EMD 1010 engines are in across North American and international fleets, with production effectively halted since around 2020 due to market surplus and no new Tier 4 mandates.

References

  1. https://www.progressrail.com/en/Segments/Locomotive/Engines/RailEngines.html
  2. https://www.railwayage.com/mechanical/locomotives/engines-of-change/
  3. https://berkshirepartners.com/wp-content/uploads/2020/11/emd_rising_jan2011.pdf
  4. https://dieselnet.com/news/2010/06cat.php
  5. https://www.railwaygazette.com/news/emds-first-6000hp-locos-enter-revenue-service/27534.article
  6. https://www.american-rails.com/sd90mac.html
  7. https://www.caterpillar.com/en/news/caterpillarNews/2022/emd-100-years.html
  8. https://www.railwaygazette.com/traction-and-rolling-stock/emd-unveils-its-first-tier-4-diesel-locomotive/41455.article
  9. https://www.railjournal.com/locomotives/emd-unveils-its-first-tier-4-locomotive/
  10. https://www.youtube.com/watch?v=w9w7Ac1Cnsw
  11. https://www.trains.com/trn/news-reviews/news-wire/24-production-sd70ace-t4s-delivering-again/
  12. https://twitter.com/wdtx1402/status/1494377126786600960
  13. https://www.progressrail.com/en/Segments/Locomotive/Locomotives/FreightLocomotives/SD70ACe-T4.html
  14. https://dieselnet.com/newsletter/2015/11.php
  15. https://www.progressiverailroading.com/mechanical/article/Locomotive-builders-continue-to-craft-Tier-4-models-to-help-railroads-further-their-environmental-pursuits--46915
  16. http://s7d2.scene7.com/is/content/Caterpillar/CM20230728-e2664-4e562
  17. https://dieselnet.com/standards/us/loco.php
  18. https://forum.trains.com/t/emd-4-stroke-cycle-engine/272375
  19. http://s7d2.scene7.com/is/content/Caterpillar/C10678841
  20. https://www.progressiverailroading.com/mechanical/news/Technology-update-Fuel-management-devices-systems--72311
  21. https://www.railexpress.com.au/emd-technology-highlights/
  22. https://www.trains.com/trn/news-reviews/news-wire/csx-purchases-10-emd-sd70ace-t4-locomotives/
  23. https://www.trains.com/pro/mechanical/locomotives/wabtec-marks-10-years-of-tier-4-locomotive-success/
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