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EMD 567
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.
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. The 567 was released in 1938.
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, 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, 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.
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. The 710, 645, and 567 are the only two-stroke engines commonly used today in locomotives.
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.
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.
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EMD 567
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.
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. The 567 was released in 1938.
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, 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, 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.
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. The 710, 645, and 567 are the only two-stroke engines commonly used today in locomotives.
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.
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.