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Caption: First of the MP54AC GO 647 arrives at Exhibition Station on a warm sunny day. To meet increasing air-quality standards,MPI launched the MP54AC series locomotive. While physically similar to the MP40s, the MP54s provide up to 5,400 horsepower using two Cummings QSK 60 Tier-4 compliant engines. Motive Power Industries calls this vehicle “the most powerful diesel passenger locomotive in North America”. Of the 5,400 horsepower, 4,000 is routed to the pulling effort, while the remaining 1,400 horsepower provides electricity for the rest of the train’s lighting and other systems. Others have already been delivered but are currently at Metrolinx facility at Willowbrook waiting to be put into service.
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While it’s still only 4000 pulling horsepower, I wonder how much the AC conversion will help. I’ve noticed the gains from AC traction for freights while hill climbing is pretty dramatic. Not sure about a much lighter passenger train though on generally flat ground.
You have a point Daniel, but my question is, can they draw HEP from the traction motors? The F125 does it. I would think that it would somewhat eliminate the HEP generator. Correct me if I’m wrong though.
Plus if you draw HEP through the traction motors (1 out of 4), there is redundancy built into the system in any case.
Once again, correct me if I’m wrong. But it seems silly that GO Transit would not take advantage of the AC traction motors providing HEP. I guess it depends on how the system is wired in.
Gents, 647 retained DC motors, was not converted when delivered and apparently true today.
The rest of the MP54′s have AC motors apparently.
647′s builders plate reads as follows:
MP40PHTC-T4
668′s builders plate reads as follows:
MP40PHT-T4AC