rather than . In mid-2021, Yakutian Railways received two SD70ACes, designated 2TE3250 () and numbered 0001 and 0002. They are currently in use in Yakutia. SD70M-2 (2004-2011) The SD70M-2 is a DC traction version of the SD70ACe, and is nearly identical to the SD70ACe. Production began in 2005. SD70M-2 models are equipped with the 16-710G3C-T2 or 16-710G3C prime mover which is rated at . In total, 331 SD70M-2s were built, with Canadian National owning 190 units. Eight units owned by Electro-Motive Diesel and four units owned by CIT Financial were leased by Florida East Coast Railway until early 2015. Canadian National 8964 was the last SD70M-2, built in February 2011. Vermont Railway own 2 units numbered 431 and 432. Norfolk Southern ordered 130 SD70M-2s; however they were retired in April 2020. SD70ACe-T4 (2015-present) The SD70ACe-T4 is the Tier 4 emissions standards-compliant successor of the SD70ACe. The first locomotive, EMDX 1501, was built in summer 2015, and made its debut at the Railway Interchange Expo in Minneapolis, Minnesota during the weekend of October 3–4, 2015. It features a new 4-stroke engine called the EMD 12-1010 "J" series - a V12 with 1010 cu.in displacement for each cylinder. This new prime mover has a two-stage turbocharger system consisting of three turbos; one turbo (the primary/high pressure turbo) for low-mid RPM and two turbos (the secondary/low pressure turbos) for mid-high RPM. The results of this setup are higher power throughout a broader RPM range, better fuel efficiency, and lower emissions. An EGR system is applied as well, allowing the engine to achieve Tier 4 without the use of urea aftertreatment. Another new feature of this engine is the Double-Walled Fuel Injection System that increases safety and provides simplified maintenance works. The EMD 12-1010 is capable of producing , but only is used for traction. With a new computer software for the on-board computer and one inverter per axle (or "P6"; EMD named it "Individual Axle Control") - unlike most of previous EMD locomotives that use one inverter per truck, the SD70ACe-T4 is capable of generating of starting tractive effort, and of continuous tractive effort. Meanwhile, its dynamic braking effort is as much as . The amount of starting tractive effort is equal to that of the SD90MAC-H while, on the other hand, its continuous tractive effort is higher than that of the SD90MAC-H ( vs. ). The units are also equipped with "radial