The Alco diesel engine has six cylinder, is of the single acting type, operating on a four-stroke cycle, and evelops full rated horsepower at 740 rpm. The 660-HP engine is a non-turbocharged engine; the 1000-HP engine is a turbocharged engine using the Buchi system. The engine is started by the main generator which operates off the battery as a starting motor when the Engine-start button is depressed.
A dump valve on the Woodward governor power cylinder is held closed by an electric solenoid. If the circuit to the solenoid is opened - by pullng out the Fuel-pump button or automatic operation of low lube-oil-pressure switch -- the dump valve opens and the pressure on the underside of the governor power piston is relieved. This forces the Bosch fuel-pump racks into shutdown position, and the engine stops.
Pull overspeed-trip level at the engine.
Fuel is drawn from main tank under the cab floor through primary duplex filter to intake side of fuel pump in control compartment. Pump forces fuel through secondary filter to fuel header on bank of fuel-injector pumps. Excess fuel returns to main tank.
Run fuel oilinto filler pipe at end platform and watch level gage on tank to avoid overflowing. Switchers hold 635 gallons, and road switchers 800 gallons. If no train-heat boiler is used the road-switcher boiler-water tank may be used increasing the capacity to 1600 gallons.
Duplex filter in control compartment contains two units for filtering the fuel oil after it leaves the tank. Only one unit is used at a time. If the fuel-oil pressure drops below 30 lb. due to clogged filter, throw handle to transfer fuel flow through the clean unit. Report this action to maintainer.
Filter on left side of engine cleans the fuel oil before it reaches the fuel-injector pumps. When the fuel pressure drops below 30 lb. rotate the handles to clear filter.
This should read between 30 and 50 lb. when diesel engine is running. When fuel-oil pressure is lost or reads low, refer to page 42.
The cutoff valve near the fuel tank is for emergencies. It can be closed from three points on the locomotive, by pulling red knob at engineman's position or at either side of locomotive above center of rear truck. The valve must be reopned by hand.
Lubricating oil isdrawn from oil reservoir in base of diesel engine by the lubricating oil pump at front of engine. Pump forces oil through oil-cooler radiator sections and the waste-packed by-pass filter at front of locomotive.
The system holds 80 gallons. The oil from the radiator flows through built-in filters to the oil header in the engine. Oil level can be checked by bayonet gage in the engine base and should be checked on level track with engine running.
These filter the lubricating oil just ahead of engine header. When oil pressure drops below 30 lb. rotate handles to clear filters.
This should never read less than 26 lb. when diesel engine is running.
When oil pressure drops to 23 lb. this switch stops the diesel engine by opening the governor dump valve. This permits power piston in governor to pull down and shut off fuel supply to engine. The switch resets automatically when oil pressure is restored.
Pump circulates water through engine and cooling system. It is an open system with an expansion tank vented to the atmosphere through an overflow pipe.
Use water treatment in cooling system. Run water into filler pipe with steam-hose connection, under left center of locomotive, until water appears in overflow pipes or add wter through filling hole on top of roof. Capacity: 600-HP, 220 gallons -- 1000-HP, 240 gallons.
Open engine-block drain valve, main valve in drain and filler pipe, and tubrocharger drain valve on 1000-HP switcher. Keep engine-block drain valve closed when engine is running. On locomotives with water heater, open drain valves in heater pipes.
This should read between 150 degs and 170 degs F. See page 22.
Sight glass on expansion tank at back of radiator compartment should always show water. Poor water circulation is indicated if water column shows spasmodic chnages at a given engine speed.
f locomotive is shutdown in freezing weather, connect steam line to water connection under left center of locomotive. Open drain valve and open steam valve slightly to admit a small flow of steam. When steam line is removed, add water to fill system. If steam is not available, drain the system.
To operate heater, open water valves to heater and close heater switch.
The Schedule 14-EL brake equipment on these locomotives is similar to Schedule 6-ET equipment used on steam locomotives. A control reservoir is added which supplies air to the electro-pneumatic reverser and motor contactors S, SP1, and SP2. The air compressor is driven by an extension of the main generator shaft.
The sander valve controls the air which carries the sand from the sand traps to the rail.
Refer to page 46.
Upper gage -- the red hand shows main-reservoir pressure, while the white hand shows equalizing reservoir pressure.
Lower gage -- the red hand shows brake-cyclinder pressure, and the white hand sows the brake-pipe pressure.
The pressures on the gages should conform to railroad standards.
This shows the air pressure available for operating the reverser and motor contactors. When pressure is too low, these air devices cannot operate, and the locomotive will not move under its own power. The gage should show 70 lb. when air system is charged.