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EMD 567
EMD 567
EMD 567
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EMD 567
An EMD 16-567B on display at the North Carolina Transportation Museum. Shown in the foreground is an exploded power assembly, with the piston, piston carrier and piston rod (fork type) on the left, and the cylinder liner and cylinder head on the right.
Overview
ManufacturerElectro-Motive Division of General Motors
Also calledA-Engine, B-Engine, C-Engine, and D-Engine
Production1938–1966
Layout
Configuration45° Vee in V6, V8, V12, or V16
Displacement3,405 to 9,080 cu in
(55.8 to 148.8 L)
567.5 cu in (9.3 L) per cylinder
Cylinder bore8+1⁄2 in (216 mm)
Piston stroke10 in (250 mm)
ValvetrainOverhead camshaft, one per bank
Compression ratio
RPM range
Idle speed180
Max. engine speed900
Combustion
SuperchargerOne or two Roots-type
TurbochargerSingle, clutch driven
Fuel systemUnit injector actuated by engine camshaft
ManagementWoodward governor
Fuel typeDiesel
Oil systemWet sump
Cooling systemLiquid cooled
Output
Power output156.25 hp per cylinder
Chronology
PredecessorWinton 201A
SuccessorEMD 645

The EMD 567 is a line of large medium-speed diesel engines built by General Motors' Electro-Motive Division. This engine, which succeeded Winton's 201A, was used in EMD's locomotives from 1938 until its replacement in 1966 by the EMD 645. It has a bore of 8+1⁄2 in (216 mm), a stroke of 10 in (254 mm) and a displacement of 567 cu in (9.29 L) per cylinder. Like the Winton 201A, the EMD 645 and the EMD 710, the EMD 567 is a two-stroke engine.

GE now makes EMD-compatible replacement parts.[1]

History

[edit]

Eugene W. Kettering, son of Charles F. Kettering, joined Winton Engine in 1930. He moved to Detroit in 1936, and was a central figure in the development of the 567 and the Detroit Diesel 6-71. He moved to EMD in 1938, became chief engineer at EMD in 1948, then division director in 1956 and subsequently research assistant to the general manager in 1958 until his retirement in 1960.[2] The 567 was released in 1938.[3]

In 1951, Eugene Kettering presented a paper to the American Society of Mechanical Engineers entitled History and Development of the 567 Series General Motors Locomotive Engine,[4] which goes into great detail about the technical obstacles that were encountered during the development of the 567 engine (these same considerations apply to the 645 and 710). The 567's designers started with a tabula rasa,[5] systematically eliminating each of the 201A's many deficiencies which were preventing the earlier design from becoming successful in freight service, although the 201A was relatively successful in the less-demanding passenger and switching services. The 567 design had nothing in common with the 201A except the two-stroke cycle itself as every component of the 201A was replaced with a new design, even the "dipstick", to paraphrase one of Kettering's off-hand comments.

The 567 proved to be exceptionally successful in passenger, switching, freight, marine and stationary services, and, counting its two successors, the 645 and 710, which are not materially different from the 567 (all have the same external dimensions, differing mainly in per cylinder displacement), collectively have given nearly 80 years of exceptionally reliable service to those applications. As but one example of the achievements of the tabula rasa design: whereas the Winton 201A was doing very well with a 50,000-to-100,000-mile (80,000 to 161,000 km) piston lifetime, the 567 immediately achieved a 400,000-to-500,000-mile (640,000 to 800,000 km) piston lifetime, and in at least one case, reached a 1,000,000-mile (1,600,000 km) piston lifetime, a 10:1 to 20:1 improvement.[6]

Specification

[edit]
An EMD 16-567A at the Florida Central Railroad locomotive shops
See also: EMD 645

All 567 engines are two-stroke V-engines with an angle of 45° between cylinder banks. The 201A was 60° between cylinder banks; 45° later proved to be significant when EMD subsequently adapted the road switcher concept for most of its locomotives, and which required the narrower (albeit taller) engine which 45° provides.[3] The 710, 645, and 567 are the only two-stroke engines commonly used today in locomotives.

Schematic animation of a two-stroke uniflow diesel engine

The engine is a uniflow design with four poppet-type exhaust valves in the cylinder head. For maintenance, a power assembly, consisting of a cylinder head, cylinder liner, piston, piston carrier, and piston rod, can be individually and relatively easily and quickly replaced. The block is made from flat, formed and rolled structural steel members and steel forgings welded into a single structure (a "weldment"). Blocks may, therefore, be easily repaired, if required, using conventional shop tools. Each bank of cylinders has an overhead camshaft which operates the exhaust valves and the unit injectors.[7]

The 567 is laid out with engine accessories (oil and water pumps and governors) at the "forward" end and the power take off at the "rear" end. The blowers and camshafts are at the "rear" end of the engine, with the blowers mounted above the power take off.[8]

All engines have mechanically-controlled unit injectors (patented in 1934 by General Motors, EMD's former owner).

All 567 engines use forced induction, with either a Roots blower or a turbocharger. The turbocharger (a combination turbo-compressor system) follows EMD's innovative design that uses a gear train and over-running clutch to drive the compressor rotor during low engine speed, when exhaust gas temperature (and, correspondingly, heat energy) alone is insufficient to drive the turbine. At higher engine speeds, increased exhaust gas temperature is sufficient to drive the turbine and the clutch disengages, turning the turbo-compressor system into a true turbocharger. The turbo-compressor can revert to compressor mode momentarily during demands for large increases in engine output power. While more expensive to maintain than Roots blowers, the turbocharger significantly reduces fuel consumption and emissions, while improving high-altitude performance. Additionally, EMD's turbo-compressor can provide a 50 percent increase in maximum rated horsepower over Roots-blown engines for the same engine displacement.

Output for naturally aspirated engines (including Roots-blown two-stroke engines) is usually derated 2.5 percent per 1,000 feet (300 m) above mean sea level. Turbocharging effectively eliminates this derating.[citation needed]

Modifications

[edit]

567AC engines (an "A" block upgraded to "C" block specifications) and 567BC engines (a "B" block upgraded to "C" block specifications), both of which modifications eliminate the engine's "water deck" and substitute a "water manifold", as well as 567C and 567D engines, may be upgraded to use 645 power assemblies, theoretically achieving an increase in horsepower, but not without corresponding changes to the engine's Woodward governor which activates and controls the engine's "fuel rack". Although this power increase is not recommended, horsepower-for-horsepower updates (e.g., 2,000 hp or 1,500 kW 567D to 2,000 hp or 1,500 kW "645D"—645 power assemblies in a 567 block) are quite successful and common.

As 645 power assemblies are more readily available than 567 power assemblies, this upgrade may also be employed in so-called "life extension" programs, in which case the power assemblies would be upgraded, and the engine may be de-turbo-ed, without corresponding changes to the engine's Woodward governor, hence without a corresponding power increase.

Because of their age, 567 engines are generally exempt from emissions rules. EMD manufactures a special series of 645 power assemblies which are particularly useful in updating these exempt 567 engines and also certain exempt 645 engines.

Versions

[edit]

Numerous early improvements were aimed at increasing reliability and life, including a switch from the U-shaped top (exhaust) well to a V-shaped top well. This eliminated the cast top deck, which had been the source of some early-life failures, in favor of a top deck fabricated from plate steel.[9] The 567 gave way to the 567A in 1941, which incorporated further top deck improvements and camshaft gear train changes.[10] The 567B followed in 1946 with minor improvements.[11] The 567C was released to further improve reliability and manufacturability. Visually, the 567C may be distinguished from earlier models by the presence of round (instead of square) handholes.[12]

The cost of a 16-567 in 1941 was US$24,000, and a 16-567B in 1951 was US$32,905.[4]

Engine model Max RPM Aspiration Dates built Compression
ratio 		6-cylinder 8-cylinder 12-cylinder. 16-cylinder Notes
hp kW hp kW hp kW hp kW
567 800 Roots blown 9/38-3/43 16:1 600 447 1,000 746 1,350 1,007 "U" Deck or "V" Deck versions were built with rectangular hand hole covers.[13]
567A 800 Roots blown 5/43-9/53 16:1 600 447 1,000
1,200 		746
895 		1,350 1,007 Rectangular hand hole covers.[13]
567B 800 Roots blown 7/45-3/54 16:1 600 447 800 597 1,000
1,125
1,200 		746
839
895 		1,350
1,500
1,600 		1,007
1,119
1,193 		Rectangular hand hole covers.[13]
567C 800
835 		Roots blown 3/53-2/66 16:1 600 447 900 671 1,125
1,200 		839
895 		1,500
1,750 		1,119
1,305 		New crankcase design with round hand hole covers and replacing the water deck with water manifold piping.[13]
567AC 800 Roots blown 8/53-6/61 16:1 600 447 1,000 746 Rebuild of 567A block to incorporate water manifold piping and to use 567C or certain 645 power assemblies
567BC 800 Roots blown 9/53-10/63 16:1 1,125
1,200 		839
895 		1,500 1,119 Production engine from September 1953 to May 1954 then used to rebuild 567Bs block to incorporate water manifold piping and to use 567C or certain 645 power assemblies
567CR 835 Roots blown 10/56-11/65 16:1 900 671 "Rebalanced" [14]
567D1 835 Roots blown 12/59-11/65 20:1 1,325 988 1,800 1,342
567D2 835 Turbocharged 11/59-4/62 14.5:1 2,000 1,491 De-turbo-ed versions using 645 power assemblies, but still rated 2,000 hp are quite common[15]
567D3 835 Turbocharged 7/58-11/63 14.5:1 2,250
2,400 		1,678
1,790 		De-turbo-ed versions using 645 power assemblies, but re-rated 2,000 hp are very rare
567D3A 900 Turbocharged 7/63-1/66 14.5:1 2,500 1,864 De-turbo-ed versions using 645 power assemblies, but re-rated 2,000 hp are somewhat common
567E 835 Roots blown 2/66-4/66 16:1 1,200 895 2,000[16]
[a] 		1,491 645E block with 567C power assemblies[17]

Stationary/marine versions

[edit]
A GM EMD 12-567ATLP diesel engine as installed in LST 393 (Landing Ship Tank), located in Muskegon, Michigan, July 2017
Engine ID tag from the LST393 port engine, showing the power rating of 900 hp at 744 rpm

Like most EMD engines, the 567 was also sold for stationary and marine applications. Stationary and marine installations were available with either a left or right-hand rotating engine.

Marine engines differ from railroad and stationary engines mainly in the shape and depth of the engine's oil sump, which was altered to accommodate the rolling and pitching motions encountered in marine applications.

567 locomotive models

[edit]

An EMD locomotive catalog, contemporary with the 567, lists the following models:

Locomotive Prime Mover Horsepower Kilowatts Purpose Notes
F9 16-567C 1,750 1,305 4-motor Freight or Passenger (Blomberg B trucks)[b] Derivatives FP9 and FL9 also produced, FL9 using Flexicoil Trucks
G8 8-567C 1,067 796 4-motor General Purpose Road Switcher (Blomberg B trucks)
G12 12-567C 1,067 796 4-motor General Purpose Road Switcher (Blomberg B trucks)
GP7 16-567B 1,500 1,119 4-motor General Purpose Road Switcher (Blomberg B trucks)
GP9 16-567C 1,750 1,305 4-motor General Purpose Road Switcher (Blomberg B trucks)
SD7 16-567B 1,500 1,119 6-Motor Special Duty Road Switcher (Blomberg Flexicoil C trucks)
SD9 16-567C 1,750 1,305 6-Motor Special Duty Road Switcher (Blomberg Flexicoil C trucks)
SD18 16-567D1 1,800 1,342 6-Motor Special Duty Road Switcher (Blomberg Flexicoil C trucks)
SD24 16-567D3 2,400 1,790 6-Motor Special Duty Road Switcher (Blomberg Flexicoil C trucks)
SD28 16-567D1 1,800 1,342 6-Motor Special Duty Road Switcher (Blomberg Flexicoil C trucks)
SDP28 16-567D1 1,800 1,342 6-Motor Special Duty Road Switcher (Blomberg Flexicoil C trucks)
SD35 16-567D3A 2,500 1,864 6-Motor Special Duty Road Switcher (Blomberg Flexicoil C trucks)
SDP35 16-567D3A 2,500 1,864 6-Motor Special Duty Road Switcher (Blomberg Flexicoil C trucks)
E6 12-567 or 12-567A (x2)[18] 2,000 1,491 4-Motor Passenger Locomotive (Blomberg A1A trucks)
E9 12-567C (x2) 2,400 1,790 4-Motor Passenger Locomotive (Blomberg A1A trucks)
NW2 16-567A 1,000 746 115-Ton Yard Switcher (AAR type A truck, Flexicoil B optional)
NW3 16-567 1,000 746 115-Ton Yard Switcher (AAR type A truck, Flexicoil B optional)
NW5 16-567B 1,000 746 115-Ton Yard Switcher (AAR type A truck, Flexicoil B optional)
SW1 6-567B 600 447 115-Ton Yard Switcher (AAR type A truck, Flexicoil B optional)
SW7 12-567B 1,200 895 115-Ton Yard Switcher (AAR type A truck, Flexicoil B optional)
SW8 8-567B 800 597 115-Ton Yard Switcher (AAR type A truck, Flexicoil B optional)
SW9 12-567B 1,200 895 115-Ton Yard Switcher (AAR type A truck, Flexicoil B optional)
SW600 6-567C 600 447 100-Ton Yard Switcher (Blomberg AAR Type A switcher trucks)[c]
SW900 8-567C 900 671 115-Ton Yard Switcher (AAR type A truck, Flexicoil B optional)
SW1200 12-567C 1,200 895 125-Ton Yard Switcher (AAR type A truck, Flexicoil B optional)
GP18 16-567D1 1,800 1,342 4-motor General Purpose Road Switcher (Blomberg B trucks)
GP20 16-567D2 2,000 1,491 4-motor General Purpose Road Switcher (Blomberg B trucks)
GP28 16-567D1 1,800 1,342 4-motor General Purpose Road Switcher (Blomberg B trucks)
GP30 16-567D3 2,250 1,678 4-Motor Freight Locomotive (AAR type A truck, Flexicoil B optional)
GP35 16-567D3A 2,500 1,864 4-Motor Freight Locomotive (AAR type A truck, Flexicoil B optional)
BL2 16-567B 1,500 1,100 4-Axle Road Switcher (B-B Configuration)
Indian locomotive class YDM-5 12-567C 1,390 1,037 Mainline export meter gauge mixed traffic locomotive
NOHAB AA16 (built with license from EMD/GM) 16-567B, 16-567C and 16-567D 1,500 (567B), 1,700 (567C), 1,950 (567D) 1,100 (567B) (A1A)(A1A) configuration diesel electric locomotives built for passenger and freight services. The locomotives are based on the EMD F7. It was designed for DSB, Denmark as Class MY and was first built in 1954, with number 1101 to be the first unit of all AA16's. Later exported around Europe as Di3 (NSB, Norway) and M61 (MAV, Hungary), 202 (SNCB, Belgium) 1600 (CFL, Luxembourg).
Nohab AA12 (Class MX) (Built with license from EMD/GM) 12-567C (Mx 1001 - 1021), 12-567D (Mx 1022 - 1045) 1,425 (567C), 1,445 (567D) Locomotives based on the design of Nohab AA16, slightly lighter due to use for branchlines in Denmark. The locomotives were initially built for use in Denmark, but some units have been sold to Sweden under the designation TMX.
SJ class T43 (Built by Nohab with license from GM 1961-1963) 12-567D1 1,450 1,065 Bo'Bo' road switcher. One locomotive was equipped with heating for passenger coaches. Mostly used for freight service and switching.
ÖBB 2050 (Build by Henschel with license from EMD/GM) 12-567C 1,520 1,119 Bo'Bo' locomotives based on Prototype G12 7707 for mixed traffic use, later only goods service. Only engine, generator and motors from GM

Most 567C locomotive models used D37B traction motors until mid 1959 when the D47B traction motor was used in production locomotives. Very early 567C locomotives from 1953 used the D27B traction motor.

567C and 567D engine maintenance

[edit]

These two models are by far the most maintainable, with many 645 service parts being rather easily fitted to C and D engines.

The 567D's turbocharger is perhaps the least maintainable part of such an engine, and the 567D turbo has many more maintenance issues than 645E and later turbos. A common choice is conversion of a 567D turbo engine to Roots-blown, thereby abandoning the turbo and its many issues. Installation of 645 power assemblies will still allow Roots-converted 4-axle locomotives (GP20s) to produce 2,000 hp (1,500 kW), as does a Roots-blown 16-645E, thereby becoming the functional equivalent of a GP38, although with older electrical equipment and controls, and, of course, the older carbody.

Many EMD locomotives with C and D engines are still operating, particularly as their relatively light weight (about 260,000 pounds or 120,000 kilograms) is of significant benefit to shortline and industrial operators.

See also

[edit]

Notes

[edit]

References

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

EMD 567

View on Grokipedia
from Grokipedia
The EMD 567 is a family of two-stroke, medium-speed diesel engines developed and produced by the Electro-Motive Division (EMD) of , featuring a V-type configuration with 567 cubic inches of displacement per , a bore of 8.5 inches, a stroke of 10 inches, and an operating speed of 800 RPM, which powered a wide array of locomotives and contributed significantly to the dieselization of North American railroads from the late 1930s through the mid-1960s. Introduced in 1938 as a successor to the less reliable Winton 201A engine, the 567 series evolved from earlier GM experiments with two-cycle diesels dating back to the 1920s and 1930s, marking a pivotal advancement in rugged, maintainable prime movers for rail applications through features like welded frames, cast-iron pistons, and interchangeable components that reduced production and service costs. Available in 6-, 8-, 12-, and 16-cylinder configurations, it delivered power outputs ranging from 600 horsepower in smaller units to up to 2,500 horsepower in turbocharged 16-cylinder variants, with early models using Roots blowers for aspiration and later ones incorporating turbocharging for enhanced efficiency. The engine's variants— including the initial (or 567U/V with cast or fabricated s), the improved 567A (1941) with better fuel injectors, the 567B (1946) offering up to 1,500 horsepower in 16-cylinder form, the 567C (1954) with a redesigned for greater durability, and the high-output 567D series (1964–1966)—were deployed across EMD's first-generation lineup, such as the FT demonstrator (1939), F-series freight units like the F7, passenger E-units like the E7 and E9, and Geeps like the GP7, GP9, and GP30, as well as SD-series hood units including the SD9 and SD35. Beyond railroads, the 567 found use in and stationary power generation, underscoring its versatility, while its specific fuel consumption of around 0.382 pounds per brake horsepower-hour at rated load highlighted its operational economy. By the mid-1960s, the 567 was largely superseded by EMD's 645 series, which shared many components for easier upgrades, though thousands of 567-powered locomotives continued in service for decades, and some remain operational today on heritage and short-line railroads, facing challenges from aging parts but benefiting from aftermarket support. The engine's legacy endures as a cornerstone of diesel-electric technology, enabling the transition from to diesel power and influencing subsequent EMD designs with its emphasis on reliability and serviceability.

Development and History

Origins and Early Development

The development of the EMD 567 engine originated from General Motors' acquisition of the Winton Engine Company in 1930, which provided the foundation for advanced diesel engine research at the newly formed Electro-Motive Division (EMD). This purchase, valued at approximately $6 million, integrated Winton's expertise in two-cycle diesel technology and enabled EMD to pursue innovations in locomotive powerplants, building on earlier efforts with four-cycle engines. By the mid-1930s, the Winton 201A engine, EMD's primary predecessor, proved inadequate for the demands of heavy freight service due to its short component lifespans—such as pistons and bearings—and high maintenance costs stemming from design limitations that restricted oil capacity and cooling efficiency. To address these shortcomings, development of a successor began in 1936 under the leadership of Eugene W. Kettering, EMD's chief engineer and son of inventor , who aimed to create a more reliable and compact engine suitable for railroad applications. Key innovations in the 567 series focused on enhancing and operational durability. The engine adopted a two-stroke cycle, which allowed for greater power output per unit of displacement compared to four-stroke designs, while uniflow scavenging—using a to supply fresh air and exhaust valves for efficient —improved combustion efficiency and reduced emissions. Additionally, the 45-degree V-configuration addressed and size issues inherent in earlier radial engines, providing a more balanced and compact layout that fit within constraints. Initial testing commenced in with a two-cylinder prototype featuring the 45-degree V design, validating the core concepts before full-scale implementation. The engine was released in 1938 specifically for passenger locomotives, marking EMD's push toward dieselization in railroading. The first production units appeared later that year in the EMC E4 passenger locomotives delivered to the in October 1938. These early efforts laid the groundwork for subsequent refinements, including the 567A variant adapted for wartime production demands. Eugene W. Kettering later detailed this developmental process in his 1951 American Society of Mechanical Engineers (ASME) paper, "History and Development of the 567 Series General Motors Locomotive Engine," emphasizing the engineering challenges overcome to transition from the Winton era to a standardized, high-performance diesel platform.

Production Timeline and Evolution

The EMD 567 series entered production in 1938, marking the beginning of a nearly three-decade manufacturing run that spanned from that year until 1966, when it was gradually supplanted by the EMD 645 engine. Initial output focused on 6-, 8-, 12-, and 16-cylinder configurations, with the series achieving peak production during the World War II era to meet demands from U.S. railroads and military applications, including engines for landing craft and patrol vessels. Over its lifespan, the 567 powered more than 20,000 locomotives, with additional units produced for stationary and marine uses, resulting in tens of thousands of engines built across all variants. A major milestone came in with the introduction of the 567A variant, which enhanced reliability through a simplified and addressed early durability issues in the original design, allowing for broader adoption in and freight locomotives. Post-war recovery drove further evolution, as the 1946 launch of the 567B incorporated power boosts via increased brake (BMEP) to 92 psi, enabling higher outputs while maintaining the core two-stroke uniflow architecture. Economic factors reflected these advancements; for instance, a 16-cylinder unit $24,000 in 1941, rising to $32,905 for the 567B by 1951 due to design refinements and inflation, yet offering improved value through greater longevity and parts interchangeability. The series continued to evolve in the 1950s, with the 1953 debut of the 567C featuring redesigned cylinder heads that eliminated water deck liners in favor of O-rings for better sealing and reduced maintenance, alongside round inspection covers for easier access. By the late 1950s, the transition to the 567D in 1959 introduced turbocharging to the 16-cylinder model (with a total displacement of 9,080 cubic inches, compared to 6,810 cubic inches for the V12 configuration), pushing power toward 2,500 horsepower in select applications. Production of the 567 lineup wound down by 1966 as the 645 series took over, though its modular design influenced successors like the 710 series, which remain in use in modern locomotives today.

Technical Specifications

Engine Design and Configuration

The EMD 567 is a two-stroke diesel engine employing uniflow scavenging, configured as a 45° V-type in four available cylinder arrangements: V6, V8, V12, or V16. Each cylinder has a bore of 8.5 inches (216 mm) and a stroke of 10 inches (254 mm), yielding a displacement of 567 cubic inches per cylinder with a compression ratio of 16:1. The design utilizes a welded steel crankcase for the main block structure, providing a lightweight yet durable foundation that integrates the cylinder banks at the specified V angle. Key components include four poppet exhaust valves per cylinder, each with a head of approximately 2.5 inches, enabling efficient expulsion of gases in the two-stroke cycle. An overhead per bank, constructed as a built-up assembly with segments for every four cylinders, actuates the valves and unit fuel injectors via rocker arms. Aspiration is provided by a Roots-type blower, delivering 27-31% excess air for scavenging through intake ports in the cylinder walls, while the unit injectors deliver fuel via mechanical actuation with timing set to begin injection 20° before top dead center and end at top dead center at maximum output. The liquid cooling system features water-jacketed cylinder liners and heads made of alloy , with centrifugal pumps maintaining discharge pressures of 20-30 psi and oil jets cooling the at 3.3 gallons per minute per . Structurally, the engine employs a wet sump lubrication system with helical gear oil pumps circulating SAE 40 oil through manifolds and drilled passages in the crankshaft, ensuring pressure-fed bearings and piston cooling. RPM control is managed by a Woodward PG governor, an electro-hydraulic or pneumatic-hydraulic unit mounted at the front, regulating eight throttle notches with an idle speed of 275 RPM and a maximum governed speed of 800 RPM, including an overspeed trip mechanism. The 45° V angle distinguishes the design by minimizing overall engine height, facilitating integration into low-profile locomotive hoods without compromising structural integrity or performance. Early models relied solely on the Roots blower for aspiration, forgoing additional forced induction to prioritize simplicity and reliability in the core configuration.

Performance and Operational Parameters

The EMD 567 engine, in its standard Roots-blown configuration, delivered a rated power output of approximately 84 horsepower per at RPM and 80 BMEP, yielding 1350 horsepower for the V16 model used in early freight locomotives. Later refinements increased this to 1700 horsepower for the V16 at 92 BMEP and RPM, while the V12 configuration produced 1000 horsepower and the V6 reached 600 horsepower in switcher applications. These outputs were achieved through the engine's 45-degree V configuration and uniflow scavenging design, ensuring reliable performance across various counts. Efficiency metrics for the baseline model included a specific fuel consumption of 0.382 pounds per brake horsepower-hour at rated load, representing a 9% improvement over initial designs alongside a 17% power increase. The blower supplied 27% to 31% excess air, preventing significant at high altitudes and maintaining clean exhaust. Turbocharged iterations, featuring exhaust-driven turbochargers, further enhanced efficiency by significantly reducing consumption—up to 20% in some applications—while eliminating altitude entirely; piston life extended from 400,000–500,000 miles in early cast-iron designs to up to 1,000,000 miles with optimized two-piece aluminum in passenger service. Operational parameters emphasized exclusively, with specifications requiring a minimum of 45 and a 90% not exceeding 650°F for optimal . Cooling relied on fans and pumps maintaining jacket temperatures between 160°F and 180°F, with piston cooling via oil jets at 3.3 gallons per minute per . Lubrication systems scaled by count, providing capacities such as 200 gallons for the V16 model at 60–65 psi pressure, while the engine's pre-1970 renders it exempt from modern emissions standards under EPA regulations for legacy , though retrofit kits for reduced emissions are available from manufacturers.

Variants and Versions

Early Variants (567 to 567B)

The EMD 567, introduced in 1938, established the foundational design for the series as a employing Roots-blower scavenging for air intake. Available in V6 through V16 configurations, it generated approximately 800 horsepower in the V8 version and scaled up to 1,350 horsepower in the V16, all rated at 800 RPM. This baseline model powered the pioneering FT demonstrator locomotives, enabling EMD to showcase reliable high-output diesel propulsion in freight service. The 567A variant, debuting in 1941, focused on bolstering reliability through key revisions to bearings and cooling systems, which mitigated wear and overheating issues observed in field use. These upgrades supported robust wartime manufacturing demands, with the engine integrated into F3 and F7 locomotives and capable of 1,000 horsepower in the V12 configuration and 1,350 horsepower in the V16. Thousands of 567A units were produced to fuel the Allied WWII logistics effort, contributing to the rapid expansion of diesel-powered rail operations. Following , the 567B emerged in 1946 with refinements including an elevated RPM rating of 835 and corresponding power gains, such as 1,500 horsepower from the V16 setup in GP7 locomotives. An upgraded fuel system improved cold-start performance and overall operational consistency. Across these early iterations—from the 567 to the 567B—power outputs rose incrementally by 10 to 20 percent per variant, driven by optimized components and manufacturing efficiencies, though production costs remained competitive due to scaled output.

Advanced Variants (567C to 567D and Beyond)

The 567C variant, introduced in , featured significant design improvements over earlier models, including redesigned cylinder heads and round handholes that facilitated easier access. These changes eliminated water deck liners in favor of seals, though the seals were initially prone to failure, and incorporated bolted water inlets along with internal fuel rails and hinged upper deck covers. The engine was rated at 1,750 horsepower for the V16 configuration at 800 to 835 RPM, powering locomotives such as the GP9 and F9. V12 versions produced 1,200 horsepower; the E9 utilized two such V12 engines for a combined 2,400 horsepower. Building on the 567C, the 567D series emerged in the late and continued into the as EMD's first turbocharged iterations of the 567 line, offering designations from D1 to D3A to denote progressive enhancements in turbocharging and power delivery. These variants utilized a gear-driven with a that allowed freewheeling under high exhaust pressure, though early models experienced reliability issues that prompted some operators to revert to Roots blowers. The 567D was exclusively produced as a V16, with the D3A achieving 2,500 horsepower at 835 RPM, as implemented in the SD35 . Turbocharging provided efficiency gains of 15 to 25 percent in power output compared to non-turbocharged predecessors, enabling higher performance in demanding freight service. Export adaptations of the 567 series often featured de-rated configurations to suit international track gauges and operational needs, such as the V12-567 rated at 1,125 horsepower for various overseas locomotives. These lower-output models prioritized reliability in diverse environments, including non-standard gauges from meter to 1,600 mm. The 567D variants extended this flexibility, with sub-types like the D3B and D3C optimized for higher-altitude operations through adjusted turbo settings. The 567E, a rare prototype developed in the , represented an experimental evolution toward 3,000 horsepower using enhanced power assemblies, but saw limited production and was largely superseded by the 645 series. Overall, the advanced 567 variants encompassed more than 20 sub-types, reflecting extensive customization, with full production concluding in 1966 as EMD transitioned to the 645 engine family.

Applications

Locomotive Implementations

The EMD 567 engine powered a wide range of and freight locomotives, particularly in the E-series, F-series, and GP-series models produced by Electro-Motive Division (EMD). E-units such as the E7, E8, and E9 utilized twin V12 or V16 configurations of the 567A, 567B, and 567C variants, delivering outputs from 2,000 to 2,400 horsepower. For example, the E7 featured two 12-cylinder 567A or 567B engines rated at a combined 2,000 horsepower at 800 rpm, while the E9 incorporated a single 16-cylinder 567C for 2,400 horsepower with improved aspiration. These streamlined units were widely adopted for high-speed passenger service across North American railroads. The F-series, including the F3, F7, and F9, utilized V16 configurations of the 567B and 567BC variants, delivering outputs from 1,350 to 1,750 horsepower. For instance, the F3 featured a 16-cylinder 567B rated at 1,500 horsepower at 800 rpm, while the F7 incorporated the upgraded 567BC for the same power level with improved cooling and reliability. The F9 advanced to the 567C variant, achieving 1,750 horsepower through enhanced porting and aspiration. These cab units were widely adopted for streamlined passenger service and mixed freight operations across North American railroads, emphasizing high-speed performance on mainline routes. In the GP-series road-switchers, the 567 engine evolved to support versatile freight duties, with models from GP7 to GP30 employing V16 setups rated at 1,500 to 2,250 horsepower. The GP7 relied on the 16-cylinder for 1,500 horsepower, suitable for general-purpose switching and drag freight. Subsequent GP9 models upgraded to the , boosting output to 1,750 horsepower and enabling heavier hauls on secondary lines. The GP30 introduced turbocharging with the variant, reaching 2,250 horsepower for more demanding freight assignments. Over 3,700 GP9 units were produced between 1954 and 1963, making it one of the most prolific 567-powered designs and a staple for mid-century railroading. For heavy-haul road-switchers, the SD-series integrated the 567 engine in six-axle configurations, from SD7 to SD35, with power up to 2,500 horsepower using V16 567B, 567C, and 567D variants. The SD7 employed the 16-567B at 1,500 horsepower, paired with Flexicoil trucks for enhanced in yard and slow-speed freight work. Later models like the SD24 and SD35 adopted turbocharged 567D1 and 567D3A engines, providing 2,400 to 2,500 horsepower for unit trains and mountain grades, often on Blomberg-M or Flexicoil-C trucks to distribute weight across rugged terrain. These locomotives excelled in bulk commodity transport, such as and , across North American networks. Internationally, the 567 engine saw extensive export applications, with over 1,000 units delivered to in YDM-4 and YDM-5 classes using 12-cylinder 567C configurations rated at 1,200 to 1,400 horsepower for mixed-traffic meter-gauge service. The YDM-5, built by EMD and local licensees, featured a 12-567C engine producing 1,390 horsepower at 800 rpm, supporting freight and operations on India's extensive narrow networks into the 2020s. Australia's New South Wales Government Railways (NSWGR) 42-class, assembled by , incorporated the 16-567C engine at 1,750 horsepower, serving freight and routes from the onward with robust performance on varied topography. Specialized switching locomotives employed V6, V8, and V12 567 variants for yard operations, with the SW600 using a 6-567C at 600 horsepower, the SW8 a 8-567A at 800 horsepower, the SW7 a 12-567A at 1,200 horsepower, and the SW1200 upgrading to the 12-567C for the same output but improved efficiency. These compact designs, with four-axle arrangements, facilitated precise maneuvering in industrial and environments. As of 2025, more than 500 EMD 567-powered locomotives, primarily GP7 and GP9 models, remain active on U.S. shortlines, underscoring the 's enduring reliability for regional freight and switching tasks.

Stationary and Marine Uses

The EMD 567 engine found extensive application in stationary power generation, particularly during the mid-20th century, where it provided reliable for industrial facilities, including factories and operations. Configurations such as the V12 567A were rated at approximately 1,000 horsepower (750 kW), making them suitable for driving generators in utility and remote power setups. These engines were valued for their modular design, allowing easy maintenance and scalability from 8- to 16-cylinder models to match varying power demands. In modern contexts, turbocharged 567D variants continue to power stationary gensets in harsh environments, such as Alaska's oil fields, where their durability supports ongoing operations in isolated locations. In , the 567 series was adapted for naval and commercial vessels, notably powering over 1,000 WWII-era Landing Ship, Tanks (LSTs) and related craft through the 12-567ATL configuration. This variant delivered 900 horsepower at a reduced 744 RPM—lower than typical speeds of 800–900 RPM—to optimize for low-speed maneuvering and propulsion efficiency in ships. Key adaptations included left- and right-hand rotation options (ATLP and ATLS) for twin-screw arrangements, modified oil sumps with deeper valley collection to handle pitching and rolling motions, water-cooled exhaust systems, and narrower crankcases for vessel integration. During , these engines were exported via to Allied navies, equipping U.S. Navy LSTs, patrol craft, fleet tugs, and U.S. Coast Guard cutters, with production totaling 2,140 units for LSTs and Patrol Craft Escorts (PCEs). The longevity of 567 marine engines is exemplified by surviving WWII vessels, many of which remain operational after more than 80 years of service. For instance, the , preserved as a in , retains its original twin 12-567ATLP engines, which were operational as recently as 2017 and continue to demonstrate the series' robustness in tugboat and auxiliary roles. Approximately 10% of total 567 production was allocated to non-rail applications like these, underscoring the engine's versatility beyond locomotives.

Modifications and Maintenance

Key Modifications and Upgrades

One significant post-production enhancement for the engine involves upgrading Roots-blown variants such as the 567AC and 567BC to turbocharged configurations akin to the 567C and 567D series by installing EMD turbochargers. This modification, exemplified by Union Pacific's turbocharging program on GP9 locomotives equipped with 16-cylinder 567C engines, replaces the Roots blower with an AiResearch or EMD turbocharger system, increasing output from 1,750 horsepower to approximately 2,000 horsepower while improving through better air scavenging and . Power output can also be boosted by 645-series power assemblies—comprising pistons, rods, liners, and heads—into compatible 567 blocks, such as those in 567AC/BC or 567C engines. This upgrade enlarges cylinder displacement from 567 cubic inches to 645 cubic inches per cylinder, enabling horsepower increases such as in 16-cylinder setups (from 1,750 to 2,000 hp) without a full rebuild, as the shared liner outer ensures fitment in 567C and 567D crankcases. These assemblies, often sourced as unit exchanges from providers like PowerRail, extend service life by leveraging more available 645 parts while maintaining emissions exemptions for pre-EPA 567 engines. For , engines benefit from replaceable 645-compatible kits that address wear without triggering modern emissions regulations, as older two-stroke designs remain exempt under U.S. EPA rules. A typical V16 overhaul incorporating these components is a significant , focusing on heads, liners, and related hardware to restore reliability for another 1-2 million miles in locomotive service. In 2025, EMD-affiliated suppliers like Interstate-McBee offer low-emission retrofit kits, such as Ecotip injectors, to further reduce smoke and output on exempt units through optimized atomization. Additional modifications include upgrades to electronic controls, retrofitting mechanical systems with electronic unit fuel injectors and control modules to enhance precision and emissions performance on 567 and early 645 engines, as detailed in patented retrofit kits. Some operators opt for turbo removal on high-duty 567D units, reverting to Roots blowers for simplified maintenance and lower repair costs in low-cycle applications like switching.

Maintenance Practices and Longevity

Routine maintenance for EMD 567 engines, particularly the C and D series, is outlined in the Scheduled Maintenance Program and detailed in official EMD manuals, emphasizing periodic servicing to maintain reliability. This includes regular oil changes with associated cleaning of lube oil strainers and screens, as well as adjustments using hydraulic lash adjusters to ensure zero lash and proper timing, such as checking exhaust opening at 104°-106° after top dead center with 0.014-inch lift. The 567C and 567D models facilitate these tasks through design improvements like round handhole covers on the , which provide easier access for inspecting liners, pistons, and air box cleaning compared to earlier variants. Turbocharged 567D engines present unique challenges, requiring pre-lubrication systems to protect against damage from inadequate oiling during startup, and are susceptible to accumulation in the turbocharger, often prompting conversions to setups for improved scavenging and reduced maintenance complexity. Compatibility with EMD 645 series components, including cylinder power assemblies and heads, streamlines repairs and can reduce downtime through the use of more abundant parts; these assemblies fit directly into 567C and 567D crankcases with minor adjustments. Longevity of the 567 series is supported by rigorous cooling system protocols, such as flushing per Maintenance Instruction 1706, maintaining water hardness below 10 grains per , and using borate-based inhibitors to prevent scaling and , enabling overhauls exceeding 1 million miles under proper conditions. As of 2025, numerous 567-powered locomotives remain in active service on shortline and heritage railroads, with additional use in industrial and marine applications worldwide. Major overhauls can cost up to $40,000 or more, varying by scope, while contemporary practices leverage from GE and EMD sensors to monitor vibration, temperature, and oil condition for proactive interventions that further enhance durability.

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