For Toyota Motor Corp., the future is "hybrids." Dr. Hiroyuki Watanabe, one of the forces behind the launch of the Prius seven years ago, declares that hybrid technology "is the core technology not only for future gasoline and diesel engines, but for fuel cells as well."
At a recent technology briefing in Tokyo, Watanabe, who heads Toyota's environment division, noted that the automaker has taken a multidirectional approach to developing the ultimate "eco" car which includes, in addition to hybrid technology, clean fuels and lightweight, recyclable materials.
He explained that hybrid vehicles engage the gasoline engine when driving efficiency is good and disengage it when efficiency is poor, running off the battery and electric motor. "When efficiency improves, excess energy is stored as electricity in the battery and used when there is an energy shortfall," he says.
The Toyota executive then noted that driving efficiency tends to tm poor when accelerating at slow speeds. "There is a 20 percent reduction in C[O.sub.2] emissions (and estimated 30-35 percent increase in fuel economy) when speed rises from 12 mph to 20 mph," according to Watanabe.
Against this backdrop, he warns that there are two major environmental issues facing the world's automakers. The first, to make cleaner exhaust, will largely be resolved in industrialized countries by 2010, says Watanabe. "The remaining challenge will be to spread these technologies throughout the developing world."
The second issue, curbing C[O.sub.2] emissions, is more problematic, he says, and should be addressed through tighter regulations and a coordinated global effort. Watanabe warns that failure to take action will only exacerbate the problem as the world's car pool is expected to grow to more than 1.1 billion vehicles by the middle of the century, up 50 percent from an estimated 750 million in 2000, in line with global population trends.
Citing Intergovernment Panel on Climate Change statistics, the Toyota executive noted that if current trends continue, C[O.sub.2] density could reach 1,000 ppm in 2100, up from an estimated 370 ppm in 2000. He additionally warned that known petroleum reserves are likely to be depleted by 2050.
To address the C[O.sub.2] problem, Toyota several years ago began a comprehensive analysis of C[O.sub.2] emissions throughout the life of a car from material and parts production to maintenance and disposal. This analysis, called "Life Cycle Assessment," has been applied to most new Toyota models since 2001: in total, 26 vehicles including those powered by conventional gasoline and diesel engines, hybrid units and fuel cells (see Table 1).
Not surprisingly, given the automaker's focus on hybrid technology, the gas-electric hybrid Prius registered the lowest score of 67, compared to 100 for pure gasoline vehicles like the Corolla, with the fuel ceil-powered FCHV failing in between at 80.
In the case of gasoline vehicles, the biggest generator of C[O.sub.2] is driving, accounting for 72 percent of emissions through the life of a car. This compares to 54 percent for hydrogen production in the case of the FCHV. Thus, looking only at C[O.sub.2] emissions from fuel production, hydrogen for the FCHV accounts for a 43 percent share compared to 8 percent for gasoline and diesel fuel (see Table 2).
"In order for fuel cells to come into the mainstream," explains Watanabe, "we must overcome more challenges--namely, the further improvement of hydrogen production efficiency, and material and component manufacturing for the fuel cell system."
Thursday, March 08, 2007
AOL LLC launches Music Now Web Services developer site
The AOL Music Now Web Services developer site has been launched by Internet company AOL LLC, providing tools for web developers, bloggers and music fans.
The new site, which can be found at http://developer.aolmusicnow.com, allows users to add custom feeds or artist, chart, album, playlist and other music information from AOL Music Now, to other sites. It can be added to their own web site, blog, e-mail, social networking pages or the new AIM Pages service, currently offered as a beta profile.
AOL said the site offers instructions and documentation that is easy to follow and uses standard RSS feeds. It allows users to subscribe to AOL Music Now data feeds through the My AOL compliant RSS Feed reader or website, in order to create and publish updated music features within applications and sites.
AOL Music Now LLC, an indirect but wholly owned subsidiary of AOL LLC, provides a web-based music subscription service which was purchased in November from Circuit City, enabling visitors to purchase or subscribe to over 2m music tracks.
The new site, which can be found at http://developer.aolmusicnow.com, allows users to add custom feeds or artist, chart, album, playlist and other music information from AOL Music Now, to other sites. It can be added to their own web site, blog, e-mail, social networking pages or the new AIM Pages service, currently offered as a beta profile.
AOL said the site offers instructions and documentation that is easy to follow and uses standard RSS feeds. It allows users to subscribe to AOL Music Now data feeds through the My AOL compliant RSS Feed reader or website, in order to create and publish updated music features within applications and sites.
AOL Music Now LLC, an indirect but wholly owned subsidiary of AOL LLC, provides a web-based music subscription service which was purchased in November from Circuit City, enabling visitors to purchase or subscribe to over 2m music tracks.
Spirent Releases Rash of New Networking Tools
Spirent Communications earlier this week unleashed a flood of new and enhanced testing tools designed to work in concert to test protocols and networking equipment implemented at the edge of the network.
The Rockville, Md., wholly owned unit of Spirent plc introduced 10 new or enhanced testing tools for three of its performance analysis platforms that are intended to speed the development and deployment of next-generation networks.
"We created a series of new products we're launching together because they have to be tested together. With new voice-over-IP protocols being implemented, new migrations from IP (Version) 4 to IP V 6, and higher scalability of (Spirent testing tools) at the edge of the network, we need to test these together as systems because they have to work together as a system," said Mark Fishburn, vice president of technical strategy at Spirent Communications, in Calabasas, Calif.
Across its range of testing tools, Spirent added more automation, set-up wizards and scripting tools to streamline performance testing. The unit, best known for its SmartBits communications equipment testing chassis, announced a new release of its Avalanche software for the chassis that adds the ability to test for distributed denial-of-service (DoS) attacks inline with multi-protocol traffic. Version 5.2 of the software also improves streaming media performance, supports 10 Gigabit Ethernet, and adds VLAN Tagging and IP Fragmentation support.
Among its IP telephony enhancements, Spirent released version 2.0 of its Abacus 5000 test system to allow service provider labs to verify performance, functions and voice quality for carrier-grade soft switches and media gateways. It also enhanced the ability of its high-end Abacus2 voice and video test system to text fax-over-IP applications.
A new version of its Router Performance Tester simplifies the evaluation of Layer 2 and Layer 3 Multi-Protocol Lable Switching VPN implementations. It also adds a Web software update utility, an enhanced test scheduler for batch testing and an online Web portal that features sample configuration files.
Also among its new software products is the Spirent SmartBits Automation tool that allows test engineers to develop tests over multiple protocols, including ATM, IP Multicast, MPLS and IP V 6. It includes a Script Automation Interface, which allows non-programmers to automate testing. Version 7.70 of the Spirent SmartWindow software for SmartBits Test System provides a testing environment for SmartBits Ethernet, Fibre Channel, Packet over SONET, Frame Relay and ATM network interfaces at up to 10 Gigabits per second line rates. Release 3.0 of the SmartBits SmartFlow analyzer for policy-based network devices allows the simulation of complex network traffic patterns for IP V 4, IP V 6, VLAN and Multicast traffic.
The Rockville, Md., wholly owned unit of Spirent plc introduced 10 new or enhanced testing tools for three of its performance analysis platforms that are intended to speed the development and deployment of next-generation networks.
"We created a series of new products we're launching together because they have to be tested together. With new voice-over-IP protocols being implemented, new migrations from IP (Version) 4 to IP V 6, and higher scalability of (Spirent testing tools) at the edge of the network, we need to test these together as systems because they have to work together as a system," said Mark Fishburn, vice president of technical strategy at Spirent Communications, in Calabasas, Calif.
Across its range of testing tools, Spirent added more automation, set-up wizards and scripting tools to streamline performance testing. The unit, best known for its SmartBits communications equipment testing chassis, announced a new release of its Avalanche software for the chassis that adds the ability to test for distributed denial-of-service (DoS) attacks inline with multi-protocol traffic. Version 5.2 of the software also improves streaming media performance, supports 10 Gigabit Ethernet, and adds VLAN Tagging and IP Fragmentation support.
Among its IP telephony enhancements, Spirent released version 2.0 of its Abacus 5000 test system to allow service provider labs to verify performance, functions and voice quality for carrier-grade soft switches and media gateways. It also enhanced the ability of its high-end Abacus2 voice and video test system to text fax-over-IP applications.
A new version of its Router Performance Tester simplifies the evaluation of Layer 2 and Layer 3 Multi-Protocol Lable Switching VPN implementations. It also adds a Web software update utility, an enhanced test scheduler for batch testing and an online Web portal that features sample configuration files.
Also among its new software products is the Spirent SmartBits Automation tool that allows test engineers to develop tests over multiple protocols, including ATM, IP Multicast, MPLS and IP V 6. It includes a Script Automation Interface, which allows non-programmers to automate testing. Version 7.70 of the Spirent SmartWindow software for SmartBits Test System provides a testing environment for SmartBits Ethernet, Fibre Channel, Packet over SONET, Frame Relay and ATM network interfaces at up to 10 Gigabits per second line rates. Release 3.0 of the SmartBits SmartFlow analyzer for policy-based network devices allows the simulation of complex network traffic patterns for IP V 4, IP V 6, VLAN and Multicast traffic.
Monday, March 05, 2007
Electronic control for new Honda 15 HP engine: iGX features integrated drive-by-wire control for the "super premium" gasoline engine market
In a move that ups the ante in the premium small gasoline power market, Honda has introduced the iGX, a single-cylinder, electronically controlled 15 hp overhead cam (OHC) engine.
In an emissions-driven world, with electronics a key technology in meeting future standards, the launch of an electronically controlled engine like the iGX continues the expansion of electronics into smaller output engines.
The iGX engines have an integrated electronic control unit (ECU) that Honda said will allow for complete drive-by-wire remote control capability, as well as controlling key aspects of engine operation.
The iGX engines are entering the North American market about now, with production units available in September or October, said Dave Haack manager, engine sales American Honda Motor Co. Inc., Alpharetta, Ga.
The iGX 440, the first of an eventual line of engines, is rated 15 hp at 3600 rpm and has a bore and stroke of 88 mm x 72.1 mm for a displacement of 438 cc. The engine has a dry weight of 86 lb. The lunch of the iGX also continues the development of what might be called the "super premium" market for small gasoline engines. At the same time, this brings a level of electronic control to the smaller engine market that is more typically found in larger output engines, including diesels. It also continues the steady progression toward more intelligent equipment built around electronic engines and powertrains.
The iGX (the "i" for intelligent) is a completely new engine design, with brand new electronics, both specifically developed for industrial engines and equipment, said Mike Rudolph manager, engine product planning and application engineering.
While there are GX series engines in Honda's current line, Rudolph said the company did not simply apply electronic control technology to an existing engine and re-badge it. Nor did Honda take an automotive engine control unit and bolt it on an industrial engine. The iGX is truly an engine/ electronics package. A non-electronic version of this engine is not available.
The design of the iGX features a V-type valve layout and spark plug-center combustion chamber that results in a reported 15% improvement in fuel economy. Emissions levels are significantly lower than required by EPA Phase 2 and California Air Resources Board (CARB) Tier 2 standards, Honda said.
Ease of use is improved because of the electronics, which eliminate the need for manual manipulation of the choke and throttle, an especially useful feature in rental applications, Honda said.
The iGX has a butterfly carburetor and digital CDI ignition system as well as full auto choke, a new automatic shut-off fuel valve, oil-immersed timing belt, silent muffler and long-life air filter. There is also a choice of a low effort recoil starter with automatic decompression, or an automotive-type starter motor and multifunction oil alert.
Operation of the auto choke is based on battery usage and provides reliable starting with no additional operation needed before starting the engine, Honda said. When the ignition switch is turned on, the engine control unit monitors the engine temperature and selects the best choke position for starting. Honda said this optimal choke opening prevents unstable engine speed during warm-up.
Also interesting is the twin diaphragm automatic fuel valve, which Rudolph said does not need to be operated to start or stop the engine. "Because of this, the iGX can be placed in remote operating environments and the user only has to check the oil and fuel," he said.
The auto choke and auto fuel valve are seen as key features for the generator set and welder markets especially.
The "magic" of course is in the electronics. The iGX has an integrated electronic control unit with Honda's self-tuning regulator (STR) governor system that controls starting, throttle, ignition timing and diagnostics. The STR system operates independently of the battery, being self-powered by the engine via a power coil.
The engine control unit looks at both throttle movement and engine speed, assumes the character of the total system and drives the throttle to adjust engine speed, regulating engine speed "almost perfectly in any condition or application," Rudolph said.
He added that the electronics of the iGX enables drive-by-wire remote operation of the engine, while engine speed can be programmed and varied based on the specific load and speed requirements of equipment.
In an emissions-driven world, with electronics a key technology in meeting future standards, the launch of an electronically controlled engine like the iGX continues the expansion of electronics into smaller output engines.
The iGX engines have an integrated electronic control unit (ECU) that Honda said will allow for complete drive-by-wire remote control capability, as well as controlling key aspects of engine operation.
The iGX engines are entering the North American market about now, with production units available in September or October, said Dave Haack manager, engine sales American Honda Motor Co. Inc., Alpharetta, Ga.
The iGX 440, the first of an eventual line of engines, is rated 15 hp at 3600 rpm and has a bore and stroke of 88 mm x 72.1 mm for a displacement of 438 cc. The engine has a dry weight of 86 lb. The lunch of the iGX also continues the development of what might be called the "super premium" market for small gasoline engines. At the same time, this brings a level of electronic control to the smaller engine market that is more typically found in larger output engines, including diesels. It also continues the steady progression toward more intelligent equipment built around electronic engines and powertrains.
The iGX (the "i" for intelligent) is a completely new engine design, with brand new electronics, both specifically developed for industrial engines and equipment, said Mike Rudolph manager, engine product planning and application engineering.
While there are GX series engines in Honda's current line, Rudolph said the company did not simply apply electronic control technology to an existing engine and re-badge it. Nor did Honda take an automotive engine control unit and bolt it on an industrial engine. The iGX is truly an engine/ electronics package. A non-electronic version of this engine is not available.
The design of the iGX features a V-type valve layout and spark plug-center combustion chamber that results in a reported 15% improvement in fuel economy. Emissions levels are significantly lower than required by EPA Phase 2 and California Air Resources Board (CARB) Tier 2 standards, Honda said.
Ease of use is improved because of the electronics, which eliminate the need for manual manipulation of the choke and throttle, an especially useful feature in rental applications, Honda said.
The iGX has a butterfly carburetor and digital CDI ignition system as well as full auto choke, a new automatic shut-off fuel valve, oil-immersed timing belt, silent muffler and long-life air filter. There is also a choice of a low effort recoil starter with automatic decompression, or an automotive-type starter motor and multifunction oil alert.
Operation of the auto choke is based on battery usage and provides reliable starting with no additional operation needed before starting the engine, Honda said. When the ignition switch is turned on, the engine control unit monitors the engine temperature and selects the best choke position for starting. Honda said this optimal choke opening prevents unstable engine speed during warm-up.
Also interesting is the twin diaphragm automatic fuel valve, which Rudolph said does not need to be operated to start or stop the engine. "Because of this, the iGX can be placed in remote operating environments and the user only has to check the oil and fuel," he said.
The auto choke and auto fuel valve are seen as key features for the generator set and welder markets especially.
The "magic" of course is in the electronics. The iGX has an integrated electronic control unit with Honda's self-tuning regulator (STR) governor system that controls starting, throttle, ignition timing and diagnostics. The STR system operates independently of the battery, being self-powered by the engine via a power coil.
The engine control unit looks at both throttle movement and engine speed, assumes the character of the total system and drives the throttle to adjust engine speed, regulating engine speed "almost perfectly in any condition or application," Rudolph said.
He added that the electronics of the iGX enables drive-by-wire remote operation of the engine, while engine speed can be programmed and varied based on the specific load and speed requirements of equipment.
Daewoo Launches K-1 Diesel Engine
Six-cylinder, 12 L diesel targeted at worldwide applications; dedicated new plant has initial capacity of 20,000 engines
A new Daewoo engine plant in Kunsan, Korea, will begin production in September of 2000. It will be dedicated to the machining and assembly of a single engine family, the new Daewoo K1 diesel. This is a six-cylinder, in-line, overhead cam, unit-injected, 12.7 L diesel from the Engine & Materials Division of Daewoo Heavy Industries. It appears to be world class, certainly the best yet from Korean diesel engine builders.
Daewoo's engine group first started producing marine engines back in 1958 and formed license and technical exchanges with MAN and Isuzu going back to 1975. In 1986, the group produced the first diesel completely designed in Korea. This was the "Storm" series engine and Diesel Progress first reported on this engine in 1987 after a visit to the group's design and manufacturing center in Incheon.
During a visit to the Incheon facility early this summer, Diesel Progress was filled in on the new K-1 diesel engine and plans for the new manufacturing and assembly plant in Kunsan. It is an ambitious plan and one that counts heavily upon engine export for its success. The new manufacturing facility at Kunsan will have initial production capacity of 20,000 engines per year, but the target production for the year 2000 is only 15,000 units. Currently the Engine & Materials Division has capacity for 86,600 engines per year at Incheon and these engines, by actual count, have 648 applications.
So the addition of the Kunsan factory in 2000 will be a significant development, augmenting production capacity by more than 30 percent. The new factory is 455,021 sq.ft. on a 145 acre site. The new factory will have four machining lines, one each for the block, bed plate, cylinder head and crankshaft. These lines will be approximately 95 percent automated. There will be two separate assembly lines, a long block and a short block line and these will be approximately 30 percent automated.
Daewoo will be strongly targeting the U.S. and European marine, industrial and generator set markets with the new K-1 diesel. It is not being emission certified for on-highway use at this point, but the basic profile and performance characteristics would suit the application. The K-1 engine does meets Euro-III standards and applicable U.S. EPA and CARB on- and off-road standards.
Four years in development, the K-1 is a very modem diesel engine platform. Enthusiastically benchmarked on Detroit Diesel's series 60 and other similar diesels, the turbocharged and inter-cooled K-1 has a bore and stroke of 134 x 151 mm, per cylinder displacement of 2.13 L and total displacement of 12.77 L. The top power rating is 440 hp at 1800 to 2000 rpm, with peak torque of 1425 lb.ft. at 1100 to 500 rpm. Dry weight is given at 2315 lb.
This is a high power density engine, with initial ratings from 320 to 440 hp, with a 500 hp rating expected by 2001. Basic characteristics include four valves per cylinder with a single overhead cam actuating the valves and electronically controlled unit injectors, centrally located in each cylinder. Peak cylinder pressure is either 1956 psi and 2753 psi is achievable with slight modification. Fuel injection pressure is in the range of 28,900 psi.
The engine is completely controlled by an Electronic Control Unit (ECU) that is fuel cooled and engine mounted. It monitors all engine parameters and signals potential problems before they occur with a complete failure analysis and diagnostics package. The ECU instantly optimizes performance for operating conditions. Fuel economy is given at 190 g/kW.hr, very competitive.
Let's look at some design basics. The new K-1 diesel features a block and bed plate design. The boss of each cylinder bolt is directly connected via a cast-in rib to the boss of each bearing cap. The monoblock cylinder head bolts to the block with a hexagonal bolt pattern. Adjacent cylinder pairs each share two common bolts so there are 26 head bolts in total.
The symmetrical cast iron block structure features a corrugated geometry in the area of the crankshaft side-wall, in addition to horizontal and vertical stiffening ribs. The bed plate is of the same cast iron, also with the corrugated geometry and stiffening ribs. The alloy of the bed plate can be easily upgraded for higher peak cylinder pressure. The bed plate design also aids in reducing vibration, the company said.
Monoblock heads feature a stiff top and bottom deck with ribs over the balcony and ribs between bolt holes. Cooling jets for the injection nozzle area are cast into the block and fuel passages for supplying the unit injectors are machined internal to the heads.
A new Daewoo engine plant in Kunsan, Korea, will begin production in September of 2000. It will be dedicated to the machining and assembly of a single engine family, the new Daewoo K1 diesel. This is a six-cylinder, in-line, overhead cam, unit-injected, 12.7 L diesel from the Engine & Materials Division of Daewoo Heavy Industries. It appears to be world class, certainly the best yet from Korean diesel engine builders.
Daewoo's engine group first started producing marine engines back in 1958 and formed license and technical exchanges with MAN and Isuzu going back to 1975. In 1986, the group produced the first diesel completely designed in Korea. This was the "Storm" series engine and Diesel Progress first reported on this engine in 1987 after a visit to the group's design and manufacturing center in Incheon.
During a visit to the Incheon facility early this summer, Diesel Progress was filled in on the new K-1 diesel engine and plans for the new manufacturing and assembly plant in Kunsan. It is an ambitious plan and one that counts heavily upon engine export for its success. The new manufacturing facility at Kunsan will have initial production capacity of 20,000 engines per year, but the target production for the year 2000 is only 15,000 units. Currently the Engine & Materials Division has capacity for 86,600 engines per year at Incheon and these engines, by actual count, have 648 applications.
So the addition of the Kunsan factory in 2000 will be a significant development, augmenting production capacity by more than 30 percent. The new factory is 455,021 sq.ft. on a 145 acre site. The new factory will have four machining lines, one each for the block, bed plate, cylinder head and crankshaft. These lines will be approximately 95 percent automated. There will be two separate assembly lines, a long block and a short block line and these will be approximately 30 percent automated.
Daewoo will be strongly targeting the U.S. and European marine, industrial and generator set markets with the new K-1 diesel. It is not being emission certified for on-highway use at this point, but the basic profile and performance characteristics would suit the application. The K-1 engine does meets Euro-III standards and applicable U.S. EPA and CARB on- and off-road standards.
Four years in development, the K-1 is a very modem diesel engine platform. Enthusiastically benchmarked on Detroit Diesel's series 60 and other similar diesels, the turbocharged and inter-cooled K-1 has a bore and stroke of 134 x 151 mm, per cylinder displacement of 2.13 L and total displacement of 12.77 L. The top power rating is 440 hp at 1800 to 2000 rpm, with peak torque of 1425 lb.ft. at 1100 to 500 rpm. Dry weight is given at 2315 lb.
This is a high power density engine, with initial ratings from 320 to 440 hp, with a 500 hp rating expected by 2001. Basic characteristics include four valves per cylinder with a single overhead cam actuating the valves and electronically controlled unit injectors, centrally located in each cylinder. Peak cylinder pressure is either 1956 psi and 2753 psi is achievable with slight modification. Fuel injection pressure is in the range of 28,900 psi.
The engine is completely controlled by an Electronic Control Unit (ECU) that is fuel cooled and engine mounted. It monitors all engine parameters and signals potential problems before they occur with a complete failure analysis and diagnostics package. The ECU instantly optimizes performance for operating conditions. Fuel economy is given at 190 g/kW.hr, very competitive.
Let's look at some design basics. The new K-1 diesel features a block and bed plate design. The boss of each cylinder bolt is directly connected via a cast-in rib to the boss of each bearing cap. The monoblock cylinder head bolts to the block with a hexagonal bolt pattern. Adjacent cylinder pairs each share two common bolts so there are 26 head bolts in total.
The symmetrical cast iron block structure features a corrugated geometry in the area of the crankshaft side-wall, in addition to horizontal and vertical stiffening ribs. The bed plate is of the same cast iron, also with the corrugated geometry and stiffening ribs. The alloy of the bed plate can be easily upgraded for higher peak cylinder pressure. The bed plate design also aids in reducing vibration, the company said.
Monoblock heads feature a stiff top and bottom deck with ribs over the balcony and ribs between bolt holes. Cooling jets for the injection nozzle area are cast into the block and fuel passages for supplying the unit injectors are machined internal to the heads.
Electro-motive division sold
A long period of industry speculation came to an end recently when General Motors Corp. announced that it had reached a definitive agreement to sell its Electro-Motive Division (EMD) to the investor-led group of Greenbriar Equity Group LLC and Berkshire Partners LLC. The proposed sale is contingent on completing negotiations with the United Auto Workers Union (UAW) and the subsequent ratification by its members. Terms of the transaction, which was expected to close in the first quarter of this year, will not be disclosed.
The sale agreement covers substantially all of the Electro-Motive businesses, including North American and international locomotives; power, marine and industrial products; the spare parts and parts rebuild business; and all of Electro-Motive's locomotive maintenance contracts worldwide. The LaGrange, Ill., and London, Ontario, Canada, manufacturing facilities are also included in the agreement. At the time of this writing, there were no plans announced for any changes to the company or its structure.
"Greenbriar and Berkshire Partners have a long-term commitment to creating value in the railroad industry that extends back to the 1980s," stated Reginald Jones, a managing partner of Greenbriar Equity Group. "Electro-Motive has outstanding products, employees and a truly global franchise, and we believe the company's prospects are bright."GM is pleased to have Greenbriar and Berkshire Partners acquiring the company," said William Happel, GM vice president and general manager of Electro-Motive. "These groups have a long-established reputation for excellence as rail industry investors and financiers. As an independent company with access to the resources of the new owners, Electro-Motive will be well positioned to continue to service its customers and grow the business."
Electro-Motive diesels have hauled freight and passengers, powered ships and generated electricity around the globe. The company is one of the largest builders of diesel-electric locomotives for all commercial railroad applications including intercity passenger, commuter, freight, switching, industrial and mining. The company also offers locomotive services including maintenance, management, leasing and training.
In the North American market, the company offers its SD70M-2 and SD70ACe freight locomotives. For the international markets, the company offers products such as its GT46MAC, JT42CWR and JT42HW-HS locomotives for use in applications such as heavy-haul freight and passenger trains. The company is operating and has certification for its JT42CWR Series 66 locomotive in the United Kingdom, Germany, Netherlands, Belgium, Sweden, Luxembourg, Norway, Denmark and Poland, and is targeting Czech Republic, Italy and France for certification. The company also offers its GP20D switcher locomotive.
Along with its new, more powerful, four-stroke, 16-cylinder H-Engine, the company has introduced other innovations to the rail traction market. These include the EMD automatic engine start/stop system designed to conserve fuel and reduce emissions, its functionality integrated railroad electronics (FIRE System) which is an advanced system designed for locomotive management, its radial truck body for drive wheels, and also its IntelliTrain remote monitoring and diagnostics system to give railroads live data concerning the status of their locomotives.
In addition to rail traction, GM EMD provides diesel engines for marine propulsion and generator set applications, offshore and land-based oil well drilling rigs, and stationary power generation worldwide. The line of engines includes the two-stroke, 45[degrees] Vee, 645 and 710 series diesel, as well as the new four-stroke, 45[degrees] Vee, H Series diesel engine.
The 645 is available in 8-, 12- and 16-cylinder versions with a Roots blower and in 8-, 12-, 16- and 20-cylinder turbocharged versions. The 710 Series is available in turbocharged versions of 8-, 12-, 16- and 20-cylinders. The H Series is available in a turbocharged 16-cylinder version. The EMD engine range covers outputs of 800 to 6000 hp.
The company's headquarters, engineering facilities and parts-manufacturing operations are in LaGrange. Final assembly is conducted at the plant in London from which products are exported to customers around the world.
The sale agreement covers substantially all of the Electro-Motive businesses, including North American and international locomotives; power, marine and industrial products; the spare parts and parts rebuild business; and all of Electro-Motive's locomotive maintenance contracts worldwide. The LaGrange, Ill., and London, Ontario, Canada, manufacturing facilities are also included in the agreement. At the time of this writing, there were no plans announced for any changes to the company or its structure.
"Greenbriar and Berkshire Partners have a long-term commitment to creating value in the railroad industry that extends back to the 1980s," stated Reginald Jones, a managing partner of Greenbriar Equity Group. "Electro-Motive has outstanding products, employees and a truly global franchise, and we believe the company's prospects are bright."GM is pleased to have Greenbriar and Berkshire Partners acquiring the company," said William Happel, GM vice president and general manager of Electro-Motive. "These groups have a long-established reputation for excellence as rail industry investors and financiers. As an independent company with access to the resources of the new owners, Electro-Motive will be well positioned to continue to service its customers and grow the business."
Electro-Motive diesels have hauled freight and passengers, powered ships and generated electricity around the globe. The company is one of the largest builders of diesel-electric locomotives for all commercial railroad applications including intercity passenger, commuter, freight, switching, industrial and mining. The company also offers locomotive services including maintenance, management, leasing and training.
In the North American market, the company offers its SD70M-2 and SD70ACe freight locomotives. For the international markets, the company offers products such as its GT46MAC, JT42CWR and JT42HW-HS locomotives for use in applications such as heavy-haul freight and passenger trains. The company is operating and has certification for its JT42CWR Series 66 locomotive in the United Kingdom, Germany, Netherlands, Belgium, Sweden, Luxembourg, Norway, Denmark and Poland, and is targeting Czech Republic, Italy and France for certification. The company also offers its GP20D switcher locomotive.
Along with its new, more powerful, four-stroke, 16-cylinder H-Engine, the company has introduced other innovations to the rail traction market. These include the EMD automatic engine start/stop system designed to conserve fuel and reduce emissions, its functionality integrated railroad electronics (FIRE System) which is an advanced system designed for locomotive management, its radial truck body for drive wheels, and also its IntelliTrain remote monitoring and diagnostics system to give railroads live data concerning the status of their locomotives.
In addition to rail traction, GM EMD provides diesel engines for marine propulsion and generator set applications, offshore and land-based oil well drilling rigs, and stationary power generation worldwide. The line of engines includes the two-stroke, 45[degrees] Vee, 645 and 710 series diesel, as well as the new four-stroke, 45[degrees] Vee, H Series diesel engine.
The 645 is available in 8-, 12- and 16-cylinder versions with a Roots blower and in 8-, 12-, 16- and 20-cylinder turbocharged versions. The 710 Series is available in turbocharged versions of 8-, 12-, 16- and 20-cylinders. The H Series is available in a turbocharged 16-cylinder version. The EMD engine range covers outputs of 800 to 6000 hp.
The company's headquarters, engineering facilities and parts-manufacturing operations are in LaGrange. Final assembly is conducted at the plant in London from which products are exported to customers around the world.
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