One strength of EMD engines from the beginning has been ease of maintainability and repair. Power assembly changes can be done expeditiously, because most of the air and water connections are done automatically in the process of dropping the assembly into place and do not require additional time to hook up. The steel crankcase and oil pan are fabricated from high-strength light-weight materials in order to reduce overall weight without compromising product quality. The fabricated crankcase and oil pan can be easily repaired if damaged.

Additionally, EMD OEM spare parts for engines are inexpensive relative to those for many other engines on the market today. For example, pistons are gray iron castings, not the built-up assemblies as with other engines. This is possible because of the lower firing loads of the two-stroke engine; the high loads of four-stroke engines require heavier and more expensive parts. In this way, EMD engines reduce costs and improve railroad profitability.

EMD's expects to achieve Stage IIIB compliance and to meet the emissions limits without the need for urea aftertreatment to reduce nitrogen oxides emissions. Avoiding urea aftertreatment is a major advantage for the operation of Stage IIIB compliant locomotives, in that railroad companies then avoid the expense a second fluid and installation of infrastructure to handle it. Confirmation testing to prove the feasibility of meeting Stage IIIB NOx limits without urea aftertreatment will be completed later this year.

EMD engines are approved for use with fuel biodiesel blends. EMD is working with railway operators to evaluate the use of biodiesel in higher and higher concentrations in EMD engines.