Shame on you M636C! The first two C636 units (then numberered 2006 & 7) were relatively trouble free compared to the next batch of "Australian" made locomotives. Units 6 & 7 had single bearing CHICAGO tm blowers and the radiator and after-cooler / inertial filter fans were from KOPPERS. These were never a problem. Then came the units 8 to 11 from GOODWINS and had Australian made fans and blower.....what a mess and failures galore! The fan blades were made 50mm longer for more coolant air flow but had a critical flutter going Notch 6 to 7. The blades were also sand cast not pressure die cast as per Koppers and were of a lower grade aluminium spec'n. Then....the lead inserted balance weights had holes drilled so deel that they went from the hub face into the root of the blade! Fractured blades revealed porosity and air bubbles to be rife .....they were cheaply made. After trying new blades etc and balancing problems.....and BHP/Newman trying fibre-glass blades, Ham Iron solved the problem by flying in a plane load of Koppers fans! The tm blowers made in Aussie were replaced thru to loco 17, the last of the C636s supplied. These were a double bearing unit, had blade weld problems but ran well in the end with the HI chosen Fenner Dodge coupling provided there was some longitudinal bearing float for coupling "wind-up". 2007 ran well into the post problem era still fitted with its original Chicago blower and LORD coupling and was changed out to be "standard" at an engine change at some 600,000kms or miles. Now, locos 2008 to 2011 had Aussie air conditioners,the first in the Pilbara........also a disaster. Actually, 2010 hardly turned a wheel for its first year in service as it was scrounged for fans, blower and air conditioner items and a few other things. My first trip at HI was on 2010 going back into service in May 1969 with a modified air conditioner system...and...... to see if the drive belt would stay on and it did for at least that trip! Chinese problems now are not the best but Aussies can stuff it up too!
For anyone new to this, DrSmith and I worked for different Pilbara Mining companies.
Dr Smith has the Hamersley view and I have the Mt Newman view....
The two railways had different operating conditions and different experiences resulted from this.
2006 and 2007 were the first Australian built Alco Centuries. I was unaware that they had more American auxiliaries than the later units, probably resulting from Goodwin realising that there were going to be a lot more units coming after the first Newman order.
I learned about the intercooler fan failures at Sydney University where the consulting work on blade design was carried out.
I don't have a gradient diagram handy, but my recollection is that prior to the Paraburdoo extension, Newman had a longer upgrade haul for loaded trains, and went substantially further into the hot dry interior than Hamersley. As a result the Newman units needed more cooling capacity, possibly realised by Goodwin before building from results with Hamersley's C628s.
Newman fitted an additional radiator core to all of their C636 units and all Newman locomotives had the larger Australian intercooler fan and I believe they all had fibreglass blades. Because of the greater stiffness and lower mass these avoided the flutter problem. I believe a cardan shaft was inserted between the engine and the traction motor blower which reduced the loadings on the blower due to alignment variation and gave a better blower life.
Newman had the same problems with air conditioners, and both companies ended up with self contained Sigma LAC 927 units that didn't rely on belt drive from the main engine.
However the basic point is that design and material deficiencies were present in local and imported locomotives and were overcome with time and experience.