I have been reading about upgraded locomotives that had 645 power assemblies installed in a 567C block. There is information about almost all reasons why this was done. One question that I have is for setting timing and other internal engine settings, does follow the original 567 settings of the 645?
Are the fuel injectors interchangeable?
If a locomotive rolled into a shop how could a mechanic tell what was changed in engine block?

Thank you

Rather than going into a detailed explanation on this forum I would recommend taking a look at EMD MI 9547 which covers all the individual requirements applicable to the use of 645 power assemblies in 567 engines. The purpose of this rather lengthy MI is to give the railroads correct information and settings for each application situation.

1. The MI has a full list of the setting changes required.
2. The 645 power assemblies require correct 645 injectors, parts list in the MI.
3. Machinists can tell difference from part numbers stamped on the liners. Experienced machinists can often tell difference between 567 and 645 liners visually by size and depth of the liner air ports and number of ports.

PC

From time to time we'll have a customer get a new locomotive or get a new customer with what was originally a 567 powered locomotive. I was asked to do a one rotation inspection on one such unit a few years back. It was a former CSX/SBD unit. Knowing that they tended to go with 645s in a 567 block, especially late in the game, we verified each individual pack and each injector. The unit, among other issues, had exactly eight 567 packs and eight 645 packs. It also had at least 6 different injector part numbers.

I would have thought something like that would shake itself to bits.

I'm certain Mr. EMD would not approve, but it had been that way for a while. Needless to say, we recommended some changes. I can tell you it happens more often than it should and while this is the most extreme case I can recall, I have seen it to a lesser extent all too often on shortlines and industrials that frankly didn't know better. I've also seen a mix of rod/piston/piston carrier styles too.

When I worked for the Arizona Eastern, we had a motive power fleet of GP20's and GP35's. All had 567 blocks with 645 power assemblies in them. All of them ran quite well.

All of the DM&IR's SD9/18 conversions to SD-M's received this treatment and were very successful.

A friend visited the LaGrange plant recently and commented that the engine line is pretty much a ghost town since the arrival of Tier 4 regulations.

PC