View source for EMD 567

{{Multiple issues|
{{More citations needed|date=October 2019}}
{{Unreliable sources|date=October 2019}}
}}
{{Infobox automobile engine
| name          = EMD 567
| image         = Emd 567B.jpg
| caption       = An EMD 16-567B on display at the [[North Carolina Transportation Museum]]. Shown in the foreground is an exploded power assembly, with the piston, piston carrier and piston rod (fork type) on the left, and the cylinder liner and cylinder head on the right.
| manufacturer  = [[Electro-Motive Diesel|Electro-Motive Division]] of [[General Motors]]
| aka           = A-Engine, B-Engine, C-Engine, and D-Engine
| production    = 1938–1966
| predecessor   = [[Winton Motor Carriage Company|Winton]] 201A
| successor     = [[EMD 645]]
| configuration = [[V engine|45° Vee]] in [[V6 engine|V6]], [[V8 engine|V8]], [[V12 engine|V12]], or [[V16 engine|V16]]
| displacement  = {{convert|3405|to|9080|cuin|L|1|abbr=on|disp=br()}}<br />{{convert|567.5|cuin|L|1|abbr=on}} per cylinder
| bore          = {{convert|8+1/2|in|mm|0|abbr=on}}
| stroke        = {{convert|10|in|mm|abbr=on}}
| block         = 
| head          = 
| valvetrain    = [[Overhead camshaft]], one per bank
| compression   = {{ubl|16:1 ([[Roots-type supercharger|Roots]]-style blower)|14.5:1 ([[turbocharger|turbocharged]])}}
| supercharger  = One or two Roots-type 
| turbocharger  = Single, clutch driven
| fuelsystem    = [[Unit injector]] actuated by engine camshaft
| management    = [[Woodward Inc|Woodward]] governor
| fueltype      = [[Diesel fuel|Diesel]]
| oilsystem     = [[Wet sump]]
| coolingsystem = [[Liquid cooled]]
| idle          = 180
| redline       = 900
| power         = 156.25 hp per cylinder
| specpower     = 
| torque        = 
| length        = 
| width         = 
| height        = 
| diameter      = 
| weight        = 
}}
<!--Per the documentation and template "automobile" engine template appears suitable to use as an infobox for the EMD 567.-->

The '''EMD 567''' is a line of large medium-speed [[diesel engines]] built by [[Electro-Motive Diesel|General Motors' Electro-Motive Division]]. This engine, which succeeded [[Winton Motor Carriage Company|Winton's]] 201A, was used in EMD's locomotives from 1938 until its replacement in 1966 by the [[EMD 645]]. It has a [[Bore (engine)|bore]] of {{convert|8+1/2|in|mm|0|abbr=on}}, a [[Stroke (engine)|stroke]] of {{convert|10|in|mm|0|abbr=on}} and a displacement of {{convert|567|cuin|L|2|abbr=on}} per cylinder. Like the Winton 201A, the [[EMD 645]] and the [[EMD 710]], the EMD 567 is a [[Two-stroke diesel engine|two-stroke engine]].

[[GE Transportation|GE]] now makes EMD-compatible replacement parts.<ref>{{cite web |url=http://www.getransportation.com/stationary-power#554 |title=Stationary Parts |website=GE Transportation |access-date=6 January 2015 |archive-url=https://web.archive.org/web/20101203021702/http://www.getransportation.com/rail/rail-services/locomotive-parts-and-services/locomotive-parts/replacement-parts-for-emd.html |archive-date=3 December 2010 |url-status=usurped }}</ref>

==History==
Eugene W. Kettering, son of [[Charles F. Kettering]], joined  [[Winton Motor Carriage Company|Winton Engine]] in 1930. He moved to [[Detroit]] in 1936, and was a central figure in the development of the 567 and the [[Detroit Diesel Series 71|Detroit Diesel 6-71]]. He moved to EMD in 1938, became chief engineer at EMD in 1948, then division director in 1956 and subsequently research assistant to the general manager in 1958 until his retirement in 1960.<ref>{{cite web |url=http://ead.ohiolink.edu/xtf-ead/view?docId=ead/ODaWU0065.xml;chunk.id=bioghist_1;brand=default |title=Biography of Charles F., Eugene, and Virginia Kettering |author=<!--Staff writer(s); no by-line.--> |website=OhioLINK |access-date=6 January 2015 }}</ref> The 567 was released in 1938.<ref name=DRT>General Motors 567-C Engines ''[[Diesel Railway Traction]]'' November 1955 pages 325-332</ref>

In 1951, Eugene Kettering presented a paper to the [[American Society of Mechanical Engineers]] entitled ''History and Development of the 567 Series General Motors Locomotive Engine'',<ref name=Kettering>{{cite conference |url=https://books.google.com/books?id=QuUiAQAAMAAJ&q=History_and_development_of_the_567_series |title=History and Development of the 567 Series General Motors Locomotive Engine |author=Kettering, E.W. |date=29 November 1951 |publisher=Electro-Motive Division, General Motors Corporation |conference=ASME 1951 Annual Meeting |location=Atlantic City, New Jersey |access-date=6 January 2015 }}</ref> which goes into great detail about the technical obstacles that were encountered during the development of the 567 engine (these same considerations apply to the 645 and 710). The 567's designers started with a ''[[tabula rasa]]'',<ref>Kettering (1951); p.14.</ref> systematically eliminating each of the 201A's many deficiencies which were preventing the earlier design from becoming successful in freight service, although the 201A was relatively successful in the less-demanding passenger and switching services. The 567 design had nothing in common with the 201A except the two-stroke cycle itself as every component of the 201A was replaced with a new design, even the "dipstick", to paraphrase one of Kettering's off-hand comments. 

The 567 proved to be exceptionally successful in passenger, switching, freight, marine and stationary services, and, counting its two successors, the [[EMD 645|645]] and [[EMD 710|710]], which are not materially different from the 567 (all have the same external dimensions, differing mainly in per cylinder displacement), collectively have given nearly 80 years of exceptionally reliable service to those applications. As but one example of the achievements of the ''tabula rasa'' design: whereas the [[Winton Motor Carriage Company|Winton]] 201A was doing very well with a {{convert|50,000|to|100000|mi|km|adj=on}} piston lifetime, the 567 immediately achieved a {{convert|400000|to|500000|mi|km|adj=on}} piston lifetime, and in at least one case, reached a {{convert|1,000,000|mi|km|adj=on}} piston lifetime, a 10:1 to 20:1 improvement.<ref>Kettering (1951); p. 29.</ref>

== Specification ==
[[File:EMD 16-567A Locomotive Prime Mover.jpg|thumb|left|An EMD 16-567A at the [[Florida Central Railroad (current)|Florida Central Railroad]] locomotive shops]]
{{See also|EMD 645#Specification|l1=EMD 645}}
All 567 engines are [[two-stroke]] [[V engine|V-engine]]s with an angle of 45° between cylinder banks. The 201A was 60° between cylinder banks; 45° later proved to be significant when EMD subsequently adapted the [[road switcher]] concept for most of its locomotives, and which required the narrower (albeit taller) engine which 45° provides.<ref name=DRT/> The 710, 645, and 567 are the only two-stroke engines commonly used today in locomotives.

[[File:Uniflow 2-stroke diesel animation.gif|thumb|left|Schematic animation of a two-stroke uniflow diesel engine]]
The engine is a [[Two-stroke engine#Uniflow-scavenged|uniflow]] design with four [[Poppet valve|poppet]]-type exhaust valves in the cylinder head. For maintenance, a [[power assembly]], consisting of a cylinder head, cylinder liner, piston, piston carrier, and piston rod, can be individually and relatively easily and quickly replaced. The block is made from flat, formed and rolled [[structural steel]] members and steel forgings welded into a single structure (a "weldment"). Blocks may, therefore, be easily repaired, if required, using conventional shop tools. Each bank of cylinders has an overhead camshaft which operates the exhaust valves and the unit injectors.<ref name=CB99>{{cite book |editor1=Challen, Bernard |editor2=Baranescu, Rodica |editor2-link= Rodica Baranescu |title=Diesel Engine Reference Book |edition=Second |publisher=Butterworth-Heinemann |date=1999 |isbn=0-7506-2176-1 |page=598 }}</ref>

The 567 is laid out with engine accessories (oil and water pumps and governors) at the "forward" end and the power take off at the "rear" end. The blowers and camshafts are at the "rear" end of the engine, with the blowers mounted above the power take off.<ref>Kettering (1951); p. 17.</ref>

All engines have mechanically-controlled [[unit injector]]s (patented in 1934 by General Motors, EMD's former owner).

All 567 engines use forced induction, with either a [[Roots blower]] or a [[turbocharger]]. The turbocharger (a combination turbo-compressor system) follows EMD's innovative design that uses a gear train and over-running clutch to drive the compressor rotor during low engine speed, when exhaust gas temperature (and, correspondingly, heat energy) alone is insufficient to drive the turbine. At higher engine speeds, increased exhaust gas temperature is sufficient to drive the turbine and the clutch disengages, turning the turbo-compressor system into a true turbocharger. The turbo-compressor can revert to compressor mode momentarily during demands for large increases in engine output power. While more expensive to maintain than Roots blowers, the turbocharger significantly reduces fuel consumption and emissions, while improving high-altitude performance. Additionally, EMD's turbo-compressor can provide a 50 percent increase in maximum rated horsepower over Roots-blown engines for the same engine displacement.

Output for [[naturally aspirated]] engines (including Roots-blown two-stroke engines) is usually derated 2.5 percent per {{convert|1,000|ft}} above mean sea level. Turbocharging effectively eliminates this derating.{{Citation needed|date=July 2020}}

==Modifications==
567AC engines  (an "A" block upgraded to "C" block specifications) and 567BC engines (a "B" block upgraded to "C" block specifications), both of which modifications eliminate the engine's "water deck" and substitute a "water manifold", as well as 567C and 567D engines, may be upgraded to use 645 [[Power assembly|power assemblies]], theoretically achieving an increase in horsepower, but not without corresponding changes to the engine's [[Woodward Inc|Woodward]] governor which activates and controls the engine's "fuel rack".  Although this power increase is not recommended, horsepower-for-horsepower updates (e.g., {{convert|2000|HP|abbr=on|disp=or}} 567D to {{convert|2000|HP|abbr=on|disp=or}} "645D"—645 power assemblies in a 567 block) are quite successful and common.

As 645 power assemblies are more readily available than 567 power assemblies, this upgrade may also be employed in so-called "life extension" programs, in which case the power assemblies would be upgraded, and the engine may be de-turbo-ed, without corresponding changes to the engine's Woodward governor, hence without a corresponding power increase.

Because of their age, 567 engines are generally exempt from emissions rules. EMD manufactures a special series of 645 power assemblies which are particularly useful in updating these exempt 567 engines and also certain exempt 645 engines.

== Versions ==
Numerous early improvements were aimed at increasing reliability and life, including a switch from the U-shaped top (exhaust) well to a V-shaped top well. This eliminated the cast top deck, which had been the source of some early-life failures, in favor of a top deck fabricated from plate steel.<ref>Kettering (1951); pp. 57–58.</ref> The 567 gave way to the 567A in 1941, which incorporated further top deck improvements and camshaft gear train changes.<ref>Kettering (1951); p. 59.</ref> The 567B followed in 1946 with minor improvements.<ref>Kettering (1951) pp.59–60.<br />"In 1946 a new line of crankcases, designated as the 567B, were introduced which were basically the same as the 567A except for a change to permit the mounting of the auxiliary generator drive gear. About three or four months after the introduction of the "B" engine the cylinder head retainer castings, which had been a continuous source of production problems, were replaced with steel forgings."</ref> The 567C was released to further improve reliability and manufacturability. Visually, the 567C may be distinguished from earlier models by the presence of round (instead of square) handholes.<ref>Kettering (1951); pp. 61–64.</ref>

The cost of a 16-567 in 1941 was US$24,000, and a 16-567B in 1951 was US$32,905.<ref name=Kettering />

{| class="wikitable sortable"
! rowspan="2"|Engine model
! rowspan="2"|Max RPM
! rowspan="2"|Aspiration
! rowspan="2"|Dates built
! rowspan="2"|Compression<br />ratio
! colspan="2" class="unsortable"|6-cylinder
! colspan="2" class="unsortable"|8-cylinder
! colspan="2" class="unsortable"|12-cylinder.
! colspan="2" class="unsortable"|16-cylinder
! rowspan="2" class="unsortable"|Notes
|-
!hp!!kW
!hp!!kW
!hp!!kW
!hp!!kW
|-
|567
|align=right|800
|[[Roots supercharger|Roots blown]]
|9/38-3/43
|align=right|16:1
|align=right|600
|align=right|447
|colspan=2|
|align=right|1,000
|align=right|746
|align=right|1,350
|align=right|1,007
|"U" Deck or "V" Deck versions were built with rectangular hand hole covers.<ref name="rypn.org">{{cite web |url=http://www.rypn.org/articles/layout/060301cook/default.htm |title=The EMD 567 Engine in the 21st Century |author=Cook, Preston |date=1 March 2006 |website=Railway Preservation News |access-date=6 January 2015 |archive-url=https://web.archive.org/web/20131019065014/http://www.rypn.org/articles/layout/060301cook/default.htm |archive-date=19 October 2013 |url-status=live }}</ref>
|-
|567A
|align=right|800
|Roots blown
|5/43-9/53
|align=right|16:1
|align=right|600
|align=right|447
|colspan=2|
|align=right|1,000<br />1,200
|align=right|746<br />895
|align=right|1,350
|align=right|1,007
|Rectangular hand hole covers.<ref name="rypn.org"/>
|-
|567B
|align=right|800
|Roots blown
|7/45-3/54
|align=right|16:1
|align=right|600
|align=right|447
|align=right|800
|align=right|597
|align=right|1,000<br />1,125<br />1,200
|align=right|746<br />839<br />895
|align=right|1,350<br />1,500<br />1,600
|align=right|1,007<br />1,119<br />1,193
|Rectangular hand hole covers.<ref name="rypn.org"/>
|-
|567C
|align=right|800<br />835
|Roots blown
|3/53-2/66
|align=right|16:1
|align=right|600
|align=right|447
|align=right|900
|align=right|671
|align=right|1,125<br />1,200
|align=right|839<br />895
|align=right|1,500<br />1,750
|align=right|1,119<br />1,305
|New crankcase design with round hand hole covers and replacing the water deck with water manifold piping.<ref name="rypn.org"/>
|-
|567AC
|align=right|800
|Roots blown
|8/53-6/61
|align=right|16:1
|align=right|600
|align=right|447
|colspan=2|
|align=right|1,000
|align=right|746
|colspan=2|
|Rebuild of 567A block to incorporate water manifold piping and to use 567C or certain 645 power assemblies
|-
|567BC
|align=right|800
|Roots blown
|9/53-10/63
|align=right|16:1
|colspan=2|
|colspan=2|
|align=right|1,125<br />1,200
|align=right|839<br />895
|align=right|1,500
|align=right|1,119
|Production engine from September 1953 to May 1954 then used to rebuild 567Bs block to incorporate water manifold piping and to use 567C or certain 645 power assemblies
|-
|567CR
|align=right|835
|Roots blown
|10/56-11/65
|align=right|16:1
|colspan=2|
|align=right|900
|align=right|671
|colspan=2|
|colspan=2|
|"Rebalanced" <ref> EMD Pointers publication, October 17, 1956, "NEW MODEL 8-567CR ENGINE" 
"Due to expanding usage in a wide variety of applications, the 8 cylinder 567C engine is now being manufactured with certain design changes to provide a better total balance. This "rebalanced" engine has the model designation 8-567CR and supersedes the previous standard 8-567C in all applications. The major change is in firing order which requires a new design crankshaft #8235623 for the 8-567CR engine. This crankshaft has 2 relocated crankpin throws as well as larger counterweights."</ref>
|-
|567D1
|align=right|835
|Roots blown
|12/59-11/65
|align=right|20:1
|colspan=2|
|colspan=2|
|align=right|1,325
|align=right|988
|align=right|1,800
|align=right|1,342
|
|-
|567D2
|align=right|835
|[[Turbocharger#Marine and land-based diesel turbochargers|Turbocharged]]
|11/59-4/62
|align=right|14.5:1
|colspan=2|
|colspan=2|
|colspan=2|
|align=right|2,000
|align=right|1,491
|De-turbo-ed versions using 645 power assemblies, but still rated 2,000&nbsp;hp are quite common<ref>{{cite book|last1=Pinkepank|first1=Jerry A.|last2=Marre|first2=Louis A.|title=Diesel Spotters Guide Update|year=1979|publisher=Kalmbach Books|isbn=0-89024-029-9|pages=128–129}}</ref>
|-
|567D3
|align=right|835
|Turbocharged
|7/58-11/63
|align=right|14.5:1
|colspan=2|
|colspan=2|
|colspan=2|
|align=right|2,250<br />2,400
|align=right|1,678<br />1,790
|De-turbo-ed versions using 645 power assemblies, but re-rated 2,000&nbsp;hp are very rare
|-
|567D3A
|align=right|900
|Turbocharged
|7/63-1/66
|align=right|14.5:1
|colspan=2|
|colspan=2|
|colspan=2|
|align=right|2,500
|align=right|1,864
|De-turbo-ed versions using 645 power assemblies, but re-rated 2,000&nbsp;hp are somewhat common
|-
|567E
|align=right|835
|Roots blown
|2/66-4/66
|align=right|16:1
|colspan=2|
|colspan=2|
|align=right|1,200
|align=right|895
|align=right|2,000<ref name="re2">{{cite web|url=http://www.vialibre-ffe.com/pdf/5839_VENTAMATERIAL_0710.pdf|title=Anexo I, Características de los Vehículos|publisher=Renfe|work=www.vialibre-ffe.com|language=es|date=7 March 2010|pages=2–3}}</ref><br />{{refn|group=lower-alpha|Figure from 16V 567E engine installed in [[RENFE Class 319.2]]}}
|align=right|1,491
|645E block with 567C power assemblies<ref>These "composite" engines were constructed using 645E blocks and all the remaining components from 567C or D engines, as required to meet contracts for 567-powered locomotives ''after'' the 567 engine had been discontinued, and all new block production was 645E.</ref>
|}

==Stationary/marine versions==
[[File:GMLSTdieselengine.jpg|thumb|A GM EMD 12-567ATLP diesel engine as installed in LST 393 (Landing Ship Tank), located in Muskegon, Michigan, July 2017]] 
[[File:GMLSTengineplate.jpg|thumb|Engine ID tag from the LST393 port engine, showing the power rating of 900 hp at 744 rpm]] 
Like most EMD engines, the 567 was also sold for stationary and marine applications.
Stationary and marine installations were available with either a left or right-hand rotating engine.

Marine engines differ from railroad and stationary engines mainly in the shape and depth of the engine's oil sump, which was altered to accommodate the rolling and pitching motions encountered in marine applications.

==567 locomotive models==

An EMD locomotive catalog, contemporary with the 567, lists the following models:

{| class="wikitable"
! Locomotive
! Prime Mover
! Horsepower
! Kilowatts
! Purpose
! Notes
|-
| [[EMD F9|F9]]
| 16-567C
| {{convert|1750|hp|kW|0|disp=table}}
| 4-motor Freight or Passenger ([[Blomberg truck|Blomberg]] B trucks){{refn|group=lower-alpha|Blomberg B trucks are common on competitive [[road switcher]]s, e.g. early ALCo and GE four-axle road switchers, as many purchasers elected to re-use traded-in Blomberg B trucks; otherwise AAR Type B road trucks are often found; Indeed a few EMD road locomotives were supplied with reclaimed AAR Type B road trucks, mainly to save cost.}}
| Derivatives [[EMD FP9|FP9]] and [[EMD FL9|FL9]] also produced, FL9 using Flexicoil Trucks
|-
| [[EMD G8|G8]]
| 8-567C
| {{convert|1067|hp|kW|0|disp=table}}
| 4-motor General Purpose Road Switcher (Blomberg B trucks)
|
|-
| [[EMD G12|G12]]
| 12-567C
| {{convert|1067|hp|kW|0|disp=table}}
| 4-motor General Purpose Road Switcher (Blomberg B trucks)
|
|-
| [[EMD GP7|GP7]]
| 16-567B
| {{convert|1500|hp|kW|0|disp=table}}
| 4-motor General Purpose Road Switcher (Blomberg B trucks)
|
|-
| [[EMD GP9|GP9]]
| 16-567C
| {{convert|1750|hp|kW|0|disp=table}}
| 4-motor General Purpose Road Switcher (Blomberg B trucks)
|
|-
| [[EMD SD7|SD7]]
| 16-567B
| {{convert|1500|hp|kW|0|disp=table}}
| 6-Motor Special Duty Road Switcher (Blomberg [[Flexicoil]] C trucks)
|
|-
| [[EMD SD9|SD9]]
| 16-567C
| {{convert|1750|hp|kW|0|disp=table}}
| 6-Motor Special Duty Road Switcher (Blomberg [[Flexicoil]] C trucks)
|
|-
| [[EMD SD18|SD18]]
| 16-567D1
| {{convert|1800|hp|kW|0|disp=table}}
| 6-Motor Special Duty Road Switcher (Blomberg [[Flexicoil]] C trucks)
|
|-
| [[EMD SD24|SD24]]
| 16-567D3
| {{convert|2400|hp|kW|0|disp=table}}
| 6-Motor Special Duty Road Switcher (Blomberg [[Flexicoil]] C trucks)
|
|-
| [[EMD SD28|SD28]]
| 16-567D1
| {{convert|1800|hp|kW|0|disp=table}}
| 6-Motor Special Duty Road Switcher (Blomberg [[Flexicoil]] C trucks)
|
|-
| [[EMD SD28|SDP28]]
| 16-567D1
| {{convert|1800|hp|kW|0|disp=table}}
| 6-Motor Special Duty Road Switcher (Blomberg [[Flexicoil]] C trucks)
|
|-
| [[EMD SD35|SD35]]
| 16-567D3A
| {{convert|2500|hp|kW|0|disp=table}}
| 6-Motor Special Duty Road Switcher (Blomberg [[Flexicoil]] C trucks)
|
|-
| [[EMD SDP35|SDP35]]
| 16-567D3A
| {{convert|2500|hp|kW|0|disp=table}}
| 6-Motor Special Duty Road Switcher (Blomberg [[Flexicoil]] C trucks)
|
|-
| [[EMD E6|E6]]
| 12-567 or 12-567A (x2)<ref>http://southern.railfan.net/images/archive/southern/dieblue/e6a.jpg {{Bare URL image|date=May 2025}}</ref>
| {{convert|2000|hp|kW|0|disp=table}}
| 4-Motor Passenger Locomotive ([[Martin Blomberg|Blomberg]] A1A trucks)
|
|-
| [[EMD E9|E9]]
| 12-567C (x2)
| {{convert|2400|hp|kW|0|disp=table}}
| 4-Motor Passenger Locomotive ([[Martin Blomberg|Blomberg]] A1A trucks)
|
|-
| [[EMD NW2|NW2]]
| 16-567A
| {{convert|1000|hp|kW|0|disp=table}}
| 115-Ton Yard Switcher (AAR type A truck, Flexicoil B optional) 
|
|-
| [[EMD NW3|NW3]]
| 16-567
| {{convert|1000|hp|kW|0|disp=table}}
| 115-Ton Yard Switcher (AAR type A truck, Flexicoil B optional) 
|
|-
| [[EMD NW5|NW5]]
| 16-567B
| {{convert|1000|hp|kW|0|disp=table}}
| 115-Ton Yard Switcher (AAR type A truck, Flexicoil B optional) 
|
|-
| [[EMD SW1|SW1]]
| 6-567B
| {{convert|600|hp|kW|0|disp=table}}
| 115-Ton Yard Switcher (AAR type A truck, Flexicoil B optional) 
|
|-
| [[EMD SW7|SW7]]
| 12-567B
| {{convert|1200|hp|kW|0|disp=table}}
| 115-Ton Yard Switcher (AAR type A truck, Flexicoil B optional) 
|
|-
| [[EMD SW8|SW8]]
| 8-567B
| {{convert|800|hp|kW|0|disp=table}}
| 115-Ton Yard Switcher (AAR type A truck, Flexicoil B optional) 
|
|-
| [[EMD SW9|SW9]]
| 12-567B
| {{convert|1,200|hp|kW|0|disp=table}}
| 115-Ton Yard Switcher (AAR type A truck, Flexicoil B optional) 
|
|-
| [[EMD SW600|SW600]]
| 6-567C
| {{convert|600|hp|kW|0|disp=table}}
| 100-Ton Yard Switcher ([[AAR type A switcher truck|Blomberg AAR Type A]] switcher trucks){{refn|group=lower-alpha|Blomberg Flexicoil B lightweight road trucks were optional.}}
|
|-
| [[EMD SW900|SW900]]
| 8-567C
| {{convert|900|hp|kW|0|disp=table}}
| 115-Ton Yard Switcher (AAR type A truck, Flexicoil B optional) 
| 
|-
| [[EMD SW1200|SW1200]]
| 12-567C
| {{convert|1200|hp|kW|0|disp=table}}
| 125-Ton Yard Switcher (AAR type A truck, Flexicoil B optional)
|
|-
| [[EMD GP18|GP18]]
| 16-567D1
| {{convert|1800|hp|kW|0|disp=table}}
| 4-motor General Purpose Road Switcher (Blomberg B trucks)
|
|-
| [[EMD GP20|GP20]]
| 16-567D2
| {{convert|2000|hp|kW|0|disp=table}}
| 4-motor General Purpose Road Switcher (Blomberg B trucks)
|
|-
| [[EMD GP28|GP28]]
| 16-567D1
| {{convert|1800|hp|kW|0|disp=table}}
| 4-motor General Purpose Road Switcher (Blomberg B trucks)
|
|-
| [[EMD GP30|GP30]]
| 16-567D3
| {{convert|2250|hp|kW|0|disp=table}}
| 4-Motor Freight Locomotive (AAR type A truck, Flexicoil B optional)
|
|-
| [[EMD GP35|GP35]]
| 16-567D3A
| {{convert|2500|hp|kW|0|disp=table}}
| 4-Motor Freight Locomotive (AAR type A truck, Flexicoil B optional)
|
|-
| [[EMD BL2|BL2]]
| 16-567B
| 1,500
| 1,100
| 4-Axle Road Switcher (B-B Configuration)
|
|-
| [[Indian locomotive class YDM-5]]
| 12-567C
| 1390
| 1037
| Mainline Export meter Gauge mixed traffic locomotive
|
|-
| [[:de:NOHAB AA16|NOHAB AA16]] (built with license from EMD/GM)
| 16-567B, 16-567C and 16-567D
| 1,500 (567B), 1,700 (567C), 1,950 (567D)
| 1,100 (567B)
| (A1A)(A1A) configuration diesel electric locomotives built for passenger and freight services.
| The locomotives are based on the EMD F7. It was designed for DSB, Denmark as Class MY and was first built in 1954, with number 1101 to be the first unit of all AA16's. Later exported around Europe as Di3 (NSB, Norway) and M61 (MAV, Hungary), 202 (SNCB, Belgium) 1600 (CFL, Luxembourg).
|-
| Nohab AA12 (Class MX) (Built with license from EMD/GM)
| 12-567C (Mx 1001 - 1021), 12-567D (Mx 1022 - 1045)
| 1,425 (567C), 1,445 (567D)
|
| Locomotives based on the design of Nohab AA16, slightly lighter due to use for branchlines in Denmark.
| The locomotives were initially built for use in Denmark, but some units have been sold to Sweden under the designation TMX.
|-
| SJ class T43 (Built by Nohab with license from GM 1961-1963)
| 12-567D1
| 1450
| 1065
| Bo'Bo' road switcher. One locomotive was equipped with heating for passenger coaches. Mostly used for freight service and switching.
|
|-
| [[:de:ÖBB 2050|ÖBB 2050]] (Build by Henschel with license from EMD/GM)
| 12-567C
| 1520
| 1119
| Bo'Bo' Locomotives based on Prototype G12 7707 for passenger and goodstrains, later only goodservice
| only Engine, Generator and Motors from GM
|}

Most 567C locomotive models used D37B traction motors until mid 1959 when the D47B traction motor was used in production locomotives. Very early 567C locomotives from 1953 used the D27B traction motor.

==567C and 567D engine maintenance==

These two models are by far the most maintainable, with many [[EMD 645|645]] service parts being rather easily fitted to C and D engines.

The 567D's [[Turbocharger#Marine and land-based diesel turbochargers|turbocharger]] is perhaps the least maintainable part of such an engine, and the 567D turbo has many more maintenance issues than 645E and later turbos. A common choice is conversion of a 567D turbo engine to Roots-blown, thereby abandoning the turbo and its many issues. Installation of 645 power assemblies will still allow Roots-converted 4-axle locomotives ([[EMD GP20|GP20]]s) to produce {{convert|2,000|HP|abbr=on}}, as does a Roots-blown 16-645E, thereby becoming the functional equivalent of a GP38, although with older electrical equipment and controls, and, of course, the older carbody.

Many EMD locomotives with C and D engines are still operating, particularly as their relatively light weight (about {{convert|260,000|lb|disp=or}}) is of significant benefit to shortline and industrial operators.

==See also==
*[[EMD 645]]
*[[EMD 710]]
*[[EMD 1010]]

==Notes==
{{reflist|group=lower-alpha}}

==References==
{{reflist|30em}}

===Bibliography===
*{{cite book|last=Pinkepank|first=Jerry A|title=The Second Diesel Spotter's Guide|year=1973|publisher=Kalmbach Books |location=Milwaukee, Wisconsin |lccn=66-22894 |isbn=0-89024-026-4 }}
*Service Department (1954?). The Complete Line of General Motors Diesel Locomotives. La Grange, IL: Electro-Motive Division of General Motors Corporation
*{{cite conference |url=https://books.google.com/books?id=QuUiAQAAMAAJ&q=History_and_development_of_the_567_series |title=History and Development of the 567 Series General Motors Locomotive Engine |author=Kettering, E.W. |date=29 November 1951 |publisher=Electro-Motive Division, General Motors Corporation |conference=ASME 1951 Annual Meeting |location=Atlantic City, New Jersey |access-date=6 January 2015 }}

==External links==
*{{cite web |url=http://www.sdrm.org/roster/diesel/emd/history/ |title=The History of EMD Diesel Engines |author=Houk, Randy |date=14 December 2012 |website=Pacific Southwest Railway Museum |access-date=5 January 2015 |archive-url=https://web.archive.org/web/20140722194452/http://www.sdrm.org/roster/diesel/emd/history/ |archive-date=22 July 2014 |url-status=dead }}
*{{cite web |url=http://www.sdrm.org/roster/diesel/emd/index.html |title=EMD 567 Diesel Engine (1938 EMD Advertisement) |author=<!--Staff writer(s); no by-line.--> |date=14 December 2010 |website=Pacific Southwest Railway Museum |access-date=5 January 2015 |archive-url=https://web.archive.org/web/20140512230829/http://www.sdrm.org/roster/diesel/emd/index.html |archive-date=12 May 2014 |url-status=dead }}

{{Progress Rail Services}}
[[Category:Diesel locomotive engines]]
[[Category:Marine diesel engines]]
[[Category:Two-stroke diesel engines]]
[[Category:V6 engines]]
[[Category:V8 engines]]
[[Category:V12 engines]]
[[Category:V16 engines]]