The EJ&E rostered a total of 26 of this model, and also owned the original DT-6-6-2000 demonstrator, #100, known as the 'Golden Goose' by the EJ&E personnel. The #100 was somewhat different in design from the production DT-6-6-2000's, and was never rebuilt. Starting in 1956, EJ&E sent a total of 14 units to EMD for new diesels, and rebuilt 11 in their own shops, Number 118 was never rebuilt. Those rebuilt by EJ&E had their Baldwin 606SC prime movers replaced with Baldwin 606A's and renumbered into the 700 series. At LaGrange, EMD installed V-12's in place of the inline 606SC's, which forced EMD to replace the hoods as well to accommodate the width of the V block. Note how EMD had to fair in the bottom of the hood to meet the narrower Baldwin frame just above the running board. The new hoods were also lower than the original Baldwin hoods. The V-12 567C was normally rated at 1200 hp, but those installed in the EJ&E Baldwins could not be used at maximum capacity. The 567C produced its rated horsepower at around 800 rpm, but in the EMD/DT-6-6-2000's, the diesels were mated to the original Westinghouse main generators, which were designed to turn at a maximum of 625 rpm. Turning the generators any faster resulted in 'lots of fireworks' (a.k.a. flash-over) inside the hood, so the EMD diesels had to be slowed down. This was not without problems; at constant low speed the diesels suffered from poor lubrication and overheating. Eventually speed settings to suit the diesels and generators were found and the repowering by EMD was considered a tolerable success. The EMD repowered units were renumbered in the 900 series. The 606SC diesel blocks removed from the DT-6-6-2000's during rebuilding were recycled into the EJ&E's Baldwin switchers.