Tankcarsrule
Active Member
I always liked the 90MAC, so I made one! The OMI drive came with a brass fuel tank.
SD90MAC UP RPP shell OMI drive
- Thread starter Tankcarsrule
- Start date
D&J RailRoad
Professor of HO
Not clear on what you did here. Whose shell is it? Is it DCC? What scale?
Tankcarsrule
Active Member
It's a Rail Power Products shell. They made shells for engines that weren't commercially produced several years ago. They were bought out by Athearn and Athearn used their GP35 shell to make a scale width engine. OMI made a drive for the SD90. This was before Kato released theirs. It's HO as are all of my models. It's DC.
Thanks, Bobby
Thanks, Bobby
D&J RailRoad
Professor of HO
Ahhhh, very nice.
Tankcarsrule
Active Member
Thank you Ken, I appreciate it!
Alcomotive
Grandson of an ALCO Builder
Union Pacific SD90s are awesome! At least in concept but they were plagued with a lot of issues for the 6,000hp units....so mostly what you see today have the 4,300hp units in them. I have 2 of them on my roster. I remember when they first came out... the prototype that is the real thing...One of the 1st ones I saw in person arrived in North Little Rock, Arkansas at the UPRR Jenk's Shop. I had a field day taking pictures of the beast.
Interesting facts.....
After the initial success of the SD70MAC, one of the very first major types of single-engined AC-traction diesel locomotives produced for the North American locomotive market, EMD introduced the SD80MAC as a step below its goal of 6,000 horsepower. The SD80MAC was the first EMD locomotive to utilize a V20 engine since the SD45. SD80MAC's were the first AC-traction diesel locomotives owned by Conrail. They were used on Conrail's long and heavy coal trains through their Allegheny Mountain routes in Pennsylvania, West Virginia, Virginia, and New York.
The EMD SD80MAC is generally considered successful, but its high cost, unique controls, plus competition from General Electric's AC6000CW caused few orders to be generated. The Chicago and Northwestern Railroad (CNW) placed an order for 15 units, and Canadian Pacific (CP) originally intended on ordering units, but UP purchased CNW in 1995 and the demonstrations of SD90MAC's on CP were more successful; the orders for SD80MACs were cancelled, and Conrail remained the only customer to fulfill their purchase.
After the split-up of Conrail in 1999, 13 of Conrail's SD80MAC's went to CSX Transportation, and the other 18 went to Norfolk Southern.
In early 2015, Norfolk Southern acquired all 12 of CSX's remaining SD80MAC's as part of a power trade. NS is now the only railroad currently operating SD80MAC's, as well as the only railroad ever to operate SD80MAC's and SD90MAC's simultaneously.
Union Pacific (UP) and Canadian Pacific (CP) were the only two North American Class 1 railroads to purchase the SD90MAC, while later customers such as CITX/CEFX purchased several for leasing service. Many are still currently in active service, yet no longer utilize the special 6,000hp engine, and have been re-rated to 4,300hp (although some never received said engine). Hence being known as the "SD9043MAC" due to being rated at 4,300hp.
Because of the US EPA's strict "Tier 2" policy, the SD90MAC and subsequent models have since been replaced in favor of succeeding types or models of more recent tier-compliant diesels (such as the GE ES44AC, and EMD's SD70Ace). As a result, many have since been placed in storage or have been scrapped (notably the "Phase 2" units).
It was also the main competitor or rival to the GE AC6000CW, but unfortunately shared the same fate.
The model is often considered to be one of the more unsuccessful locomotives produced by EMD, but has since found use on the secondary market; despite having proved to be unpopular with primary consumers upon debut of the 265-H engine as a result of performance and expenses, yet gained popularity with its early 710-equipped counter-part (despite high fuel and maintenance costs).
The only 265H-equipped units which have seen activity in recent years are EMDX 90 and EMDX 91: the twin testbeds used for emission and load testing experiments. They have both since served as test units alongside their 12-cylinder SD89MAC counter-part; EMDX 92, since they were constructed in 1998.
They were first ordered and demonstrated with Union Pacific (UP), and practically served as their "mighty come-back" for having powerful, innovative, and revolutionary locomotives operate on their system once again for heavy-duty revenue freight service, which was reminiscent of their "Big Boy" and "Challenger" types of articulated steam locomotives from the past and their subsequent preceding models of powerful "double-diesels" and gas electric turbines. Though, not long after the type or model's initial debut, Canadian Pacific (CP or CP Rail) grew interested in purchasing such model to haul trains throughout the steep grades on their various routes throughout and in-between Ontario and British Columbia, Canada.
Although originally intended for having 6,000hp, the actual engine (the EMD 265-H, or simply "H" engine) wasn't fully developed in-time during the debut and beginning of production (as with its rival: the AC6000CW). Thus, early units were fitted with a standard EMD 16-710G3B engine generating 4,300hp and served as a temporary "filler" until the "H" engine became available (and was then eventually offered once it was finished); dubbing them "convertible": being capable of easy prime-mover conversion, removal, or modification. Union Pacific; being the first customer, dealt with such issue. Furthermore, they were eventually dubbed as the "SD9043MAC" once the 265-H-equipped "SD90MAC-H" units were delivered to differentiate between the two.
However, upon completion of the SD90MAC's 6,000hp four-stroke, twin-turbocharged, 16-cylinder 265 "H" engine (known as the EMD 16-265H or simply 265-H) began to reveal its countless flaws: such as "teething" issues regarding the engine's cylinders and crankshaft, as well as having the entire engine shut down or malfunction due the constant overheating of the entire cooling system (although the cooling system was originally guaranteed to be successful for the otherwise overstressed "H" engine, but proved that it wasn't, for EMD didn't thoroughly evaluate any defects prior to completion). The 265-H engine was also plagued with high emissions, meaning that it badly polluted the air and furthermore had a high fuel consumption which in-turn was an effect on the fuel economy as well as the overall state of the atmosphere and environment. Thus, because of the implementation of the US EPA's "Tier 2" policy in 2003-2004, all "Phase 1" convertible units equipped with the 16-265H (GM16V265H) engine were then forced to be downgraded to having only 4,300hp as with how the earlier "43 Mac" units originally were produced. In other words, the latter converted 4,300hp SD90MAC units were then referred to as an "SD9043MAC" (like their brethren) due to most units having been required to be downgraded to "Tier 0+" specifications under the US EPA's policy; excluding non-265-engined units who never received the engine and already were given said 4,300hp designation. Apart from these known issues, many of the units were built on otherwise flimsy frames that were prone to bending, cracking, and giving an uneven or unbalanced weight distribution.
Several others from various shortlines, regionals, and leasing companies are in active service as of today, yet most have been placed in storage or have been scrapped and/or retired. Only some of the remaining stored ex-UP SD90MAC-H (SD90MAC-II) units still retain their original 6,000hp engines (besides the Australian variant currently in service). Regional and shortline railroads such as the Indiana Railroad (INRD) and the San Luis And Rio Grande (SLRG) acquired their own fleets of SD9043MAC units from CEFX/CITX as part of long-term lease agreements and currently operate them on heavy-duty coal drag and manifest service. Some of the active units have also been refitted with 16-710G3C-T2 and 16-710G3C-T3 prime-movers as utilized on the succeeding SD70ACe.
Today, the remaining active SD9043MAC's are currently serving in secondary service or are used as spare units by UP and CP; meaning that they are placed in storage and are only used when otherwise needed in case of a "power shortage". Others can also be commonly found seen assigned to potash trains between the states of Idaho and Washington to the province of British Columbia on the UP-CP Spokane International route along the United States-Canadian border. Though as of 2014, said sight is slowly dwindling as a result of the NS acquisition.
Interesting facts.....
After the initial success of the SD70MAC, one of the very first major types of single-engined AC-traction diesel locomotives produced for the North American locomotive market, EMD introduced the SD80MAC as a step below its goal of 6,000 horsepower. The SD80MAC was the first EMD locomotive to utilize a V20 engine since the SD45. SD80MAC's were the first AC-traction diesel locomotives owned by Conrail. They were used on Conrail's long and heavy coal trains through their Allegheny Mountain routes in Pennsylvania, West Virginia, Virginia, and New York.
The EMD SD80MAC is generally considered successful, but its high cost, unique controls, plus competition from General Electric's AC6000CW caused few orders to be generated. The Chicago and Northwestern Railroad (CNW) placed an order for 15 units, and Canadian Pacific (CP) originally intended on ordering units, but UP purchased CNW in 1995 and the demonstrations of SD90MAC's on CP were more successful; the orders for SD80MACs were cancelled, and Conrail remained the only customer to fulfill their purchase.
After the split-up of Conrail in 1999, 13 of Conrail's SD80MAC's went to CSX Transportation, and the other 18 went to Norfolk Southern.
In early 2015, Norfolk Southern acquired all 12 of CSX's remaining SD80MAC's as part of a power trade. NS is now the only railroad currently operating SD80MAC's, as well as the only railroad ever to operate SD80MAC's and SD90MAC's simultaneously.
Union Pacific (UP) and Canadian Pacific (CP) were the only two North American Class 1 railroads to purchase the SD90MAC, while later customers such as CITX/CEFX purchased several for leasing service. Many are still currently in active service, yet no longer utilize the special 6,000hp engine, and have been re-rated to 4,300hp (although some never received said engine). Hence being known as the "SD9043MAC" due to being rated at 4,300hp.
Because of the US EPA's strict "Tier 2" policy, the SD90MAC and subsequent models have since been replaced in favor of succeeding types or models of more recent tier-compliant diesels (such as the GE ES44AC, and EMD's SD70Ace). As a result, many have since been placed in storage or have been scrapped (notably the "Phase 2" units).
It was also the main competitor or rival to the GE AC6000CW, but unfortunately shared the same fate.
The model is often considered to be one of the more unsuccessful locomotives produced by EMD, but has since found use on the secondary market; despite having proved to be unpopular with primary consumers upon debut of the 265-H engine as a result of performance and expenses, yet gained popularity with its early 710-equipped counter-part (despite high fuel and maintenance costs).
The only 265H-equipped units which have seen activity in recent years are EMDX 90 and EMDX 91: the twin testbeds used for emission and load testing experiments. They have both since served as test units alongside their 12-cylinder SD89MAC counter-part; EMDX 92, since they were constructed in 1998.
They were first ordered and demonstrated with Union Pacific (UP), and practically served as their "mighty come-back" for having powerful, innovative, and revolutionary locomotives operate on their system once again for heavy-duty revenue freight service, which was reminiscent of their "Big Boy" and "Challenger" types of articulated steam locomotives from the past and their subsequent preceding models of powerful "double-diesels" and gas electric turbines. Though, not long after the type or model's initial debut, Canadian Pacific (CP or CP Rail) grew interested in purchasing such model to haul trains throughout the steep grades on their various routes throughout and in-between Ontario and British Columbia, Canada.
Although originally intended for having 6,000hp, the actual engine (the EMD 265-H, or simply "H" engine) wasn't fully developed in-time during the debut and beginning of production (as with its rival: the AC6000CW). Thus, early units were fitted with a standard EMD 16-710G3B engine generating 4,300hp and served as a temporary "filler" until the "H" engine became available (and was then eventually offered once it was finished); dubbing them "convertible": being capable of easy prime-mover conversion, removal, or modification. Union Pacific; being the first customer, dealt with such issue. Furthermore, they were eventually dubbed as the "SD9043MAC" once the 265-H-equipped "SD90MAC-H" units were delivered to differentiate between the two.
However, upon completion of the SD90MAC's 6,000hp four-stroke, twin-turbocharged, 16-cylinder 265 "H" engine (known as the EMD 16-265H or simply 265-H) began to reveal its countless flaws: such as "teething" issues regarding the engine's cylinders and crankshaft, as well as having the entire engine shut down or malfunction due the constant overheating of the entire cooling system (although the cooling system was originally guaranteed to be successful for the otherwise overstressed "H" engine, but proved that it wasn't, for EMD didn't thoroughly evaluate any defects prior to completion). The 265-H engine was also plagued with high emissions, meaning that it badly polluted the air and furthermore had a high fuel consumption which in-turn was an effect on the fuel economy as well as the overall state of the atmosphere and environment. Thus, because of the implementation of the US EPA's "Tier 2" policy in 2003-2004, all "Phase 1" convertible units equipped with the 16-265H (GM16V265H) engine were then forced to be downgraded to having only 4,300hp as with how the earlier "43 Mac" units originally were produced. In other words, the latter converted 4,300hp SD90MAC units were then referred to as an "SD9043MAC" (like their brethren) due to most units having been required to be downgraded to "Tier 0+" specifications under the US EPA's policy; excluding non-265-engined units who never received the engine and already were given said 4,300hp designation. Apart from these known issues, many of the units were built on otherwise flimsy frames that were prone to bending, cracking, and giving an uneven or unbalanced weight distribution.
Several others from various shortlines, regionals, and leasing companies are in active service as of today, yet most have been placed in storage or have been scrapped and/or retired. Only some of the remaining stored ex-UP SD90MAC-H (SD90MAC-II) units still retain their original 6,000hp engines (besides the Australian variant currently in service). Regional and shortline railroads such as the Indiana Railroad (INRD) and the San Luis And Rio Grande (SLRG) acquired their own fleets of SD9043MAC units from CEFX/CITX as part of long-term lease agreements and currently operate them on heavy-duty coal drag and manifest service. Some of the active units have also been refitted with 16-710G3C-T2 and 16-710G3C-T3 prime-movers as utilized on the succeeding SD70ACe.
Today, the remaining active SD9043MAC's are currently serving in secondary service or are used as spare units by UP and CP; meaning that they are placed in storage and are only used when otherwise needed in case of a "power shortage". Others can also be commonly found seen assigned to potash trains between the states of Idaho and Washington to the province of British Columbia on the UP-CP Spokane International route along the United States-Canadian border. Though as of 2014, said sight is slowly dwindling as a result of the NS acquisition.
D&J RailRoad
Professor of HO
OK, I'll get into the SD90MAC frey.
Alcomotive
Grandson of an ALCO Builder
Awesomeness!
Tankcarsrule
Active Member
Good vid! UP is the best!
