sd-45 a piece of junk?
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kenw
5th Generation Texian
when new there were issues with the very long crankshaft (20 cylinders' worth) but that was solved pretty soon. Shortly thereafter the fuel crisis of the 80s got them labelled fuel hogs. But for their day they were solid performers and if your layout is circa the same timeframe, use them without hesitation. They were the top of the line when built, 3600hp from a single engine.
Over time, many were rebuilt using the SD40-2 engine (a v16 instead of v20) and upgraded to -2 controls. Some fuel savings could be realized and there were literally bajillions of good v16 engines that could be dropped in place. In that condition they held up very well and lasted over 30 years total. However, ATSF kept their SD45-2B units virgin with the v20 engine (but with -2 electronics) until very recently and some are still in use.
from a model perspective, unless you absolutely have to have the latest power (that can get pricey...), the SD45 was a solid performer that will give you some variety on your layout. You could call it a v16 rebuild if you wish, no external changes were made in most cases.
Over time, many were rebuilt using the SD40-2 engine (a v16 instead of v20) and upgraded to -2 controls. Some fuel savings could be realized and there were literally bajillions of good v16 engines that could be dropped in place. In that condition they held up very well and lasted over 30 years total. However, ATSF kept their SD45-2B units virgin with the v20 engine (but with -2 electronics) until very recently and some are still in use.
from a model perspective, unless you absolutely have to have the latest power (that can get pricey...), the SD45 was a solid performer that will give you some variety on your layout. You could call it a v16 rebuild if you wish, no external changes were made in most cases.
No, the SD-45 wasn't junk. As has been stated, there were some intial problems with the long crankshaft but those were overcome within a year of their release. Over 1200 units were sold during their production run and there are still some original condition SD-45's and many rebuilt SD-45's in use today. Montana Rail Link and the Wisconsin Central are both big users of mostly rebuilt SD-45's although, as Josh said, since CN purchased the WC, there have been mass scrappings of the SD-45's since they don't fit any of the CN's motive power rosters. The whole issue of them being fuel hogs is a railroad urban legend. The SD-45 produced more horsepower per gallon of diesel than the SD-40. The SD-45 had more precise fuel rack setting than the SD-40 so it was a very economical engine to run. The problem is that it produced too much horspower for most railroads to use economically. Most railroads found the SD-40's, at just 600 horsepower less output, were more flexible when making consists. A lot of trains could be moved by two SD-40's instead of using two SD-45's so the SD-45 became redundant sooner than the smaller engine.
In terms of modeling, SD-45's served on almost every major railroad so there's hardly a better engine to represent the second generation diesel era. Even though it shares the same underframe as the SD-40, the SD-45 looks like a much bigger locomotive with those flared radiators. I like the looks of them running on my layout.
In terms of modeling, SD-45's served on almost every major railroad so there's hardly a better engine to represent the second generation diesel era. Even though it shares the same underframe as the SD-40, the SD-45 looks like a much bigger locomotive with those flared radiators. I like the looks of them running on my layout.
MRL still runs a lot of them .....they actually are more reliable than the new SD70ACe's. The ACe's use about 1/3 the fuel while giving 700 more horsepower, but as mentioned, MRL picked up most of their SD45's for about $100,000 each.....you can buy A LOT of fuel with the several million savings......also MRL uses the 45's in helper service, so they don't travel huge distances...just "over the hill and back".
As a rule, the flared SD45 is the older SD45, and the straight hooded version is the newer -2 . By now, this doesn't hold true, since many have been upgraded to -2 regardless of hood style, but for your time period, it would be the case. There's also the cowled versions, the F45 and FP45. Santa Fe used FP45's on most of their signature passenger trains at some point, and Great Northern used F45's across the Rockies, due to the horsepower and the fact that the enclosed walkways protected the crews.
Nothing quite says "1960's brute force" like an SD45. Other contemporaries of the SD45 would be the ALCo C630 (from Atlas) and the Kato U30C.
Also, for an FYI, if you're interested in DCC, the new Kato SD40 mechanism will fit inside the SD45, so you don't have to mill the frame.
Also, for an FYI, if you're interested in DCC, the new Kato SD40 mechanism will fit inside the SD45, so you don't have to mill the frame.
vato loco
Just a Foolish Saint!
The MOP-UP unit died a horrible death at a club train show several years ago. A club member that had Parkinson's plowed his train into it head-on. Both it and his brass Niagra hit the concrete floor. I was able to salvage parts from it to keep 3 other C-boats running for several more years. I still have 2 of them, they are both low-mileage units, and with any luck will continue hauling freight well into the next decade.
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