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CSX Q384-06 had a portion of its power plucked and placed onto a string of cars just west of Levan Road in Livonia, MI.
Confusion by AmericanRailfan, on Flickr

CSX Q385-04 stops just short of the Lilley Road grade crossing in Plymouth, Michigan as it prepares to do hours and hours of work as it drops off and picks up new cars. Also note that TORC 996 is the third unit of the lashup.
Stopped For Hours by AmericanRailfan, on Flickr

A solo CSX GP38-2S prepares to enter the Toledo wye and head south.
No Cars by AmericanRailfan, on Flickr

Nice shots. Thanks for sharing

The GP38-2S looks like it has 3 radiator fans

AARR wrote:The GP38-2S looks like it has 3 radiator fans

That's because it is a GP40-2 downrated to 2000hp

Does it still have a turbo charger?

Saturnalia wrote:

AARR wrote:The GP38-2S looks like it has 3 radiator fans

That's because it is a GP40-2 downrated to 2000hp

AARR wrote:Does it still have a turbo charger?

Saturnalia wrote:

AARR wrote:The GP38-2S looks like it has 3 radiator fans

That's because it is a GP40-2 downrated to 2000hp

Yes. It’s just a GP40-2 de-tuned to 2000 HP. They didn’t change anything externally or even renumber them.

Thanks 80MAC and Saturn.

SD80MAC wrote:Does it still have a turbo charger?
The GP38-2S looks like it has 3 radiator fans
That's because it is a GP40-2 downrated to 2000hp
Yes. It’s just a GP40-2 de-tuned to 2000 HP. They didn’t change anything externally or even renumber them.

Question. What is the reason for detuning a loco. Looks like they give up 1000 hp doing this.

Fuel efficiency I'm sure was the main concern, engine uses less fuel putting out 2,000 HP vs. 3,000. GP40-2s were also built to be relatively fast freight units, which is what they were generally used for until more modern 6 axles started displacing them in the 80s and 90s. Today they are used in local and yard service interchangeably with other Geeps, but they are not as well suited for switching as say a GP38-2. At 3,000 HP, a GP40-2 is more slippery at low speeds than a lower HP Geep. I can't tell you how many times I had a GP38-2/GP40-2 combo for switching and when pulling on a big cut of cars, the 40's wheels would break loose and spin while the 38 just dug in. Sort of the same story for the 6 axle versions, SD38s excelled at low speed lugging, which is why RRs like the EJ&E, B&LE and DMIR bought them over the SD40.

In short, the GP38-2S program was an attempt to make a GP40-2 more comparable to a GP38-2. How well this was accomplished, I don't really know, but they didn't convert many units, so I would guess marginal at best. CSX also derated some SD40-2s as well, calling them SD38-2Ss.

Makes perfect sense. Thanks for the explanation.