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However, accounts of mechanical unreliability and poor technical support soon began to emerge.It quickly became apparent that the 2,400 hp (1,800 k W) Westinghouse generators were prone to failure, and the F-M prime movers initially suffered from relatively poor piston life, usually due to cooling problems, and proved difficult to maintain.A nine-month strike by the Beloit, WI shop forces right at the beginning doomed the project.

GE built the locomotives at its Erie, Pennsylvania facility, thereby giving rise to the name “Erie-built”.

However, the last C-liners built by CLC for Canadian National Railways (CPA-16-5 #6700–6705 and CPB-16-5 #6800–6805) had General Electric equipment and lacked dynamic brakes. Orders for the C-liners were initially received from the New York Central, followed by the Long Island Rail Road, the Pennsylvania Railroad, the Milwaukee Road and the New Haven.

Orders to the Canadian Locomotive Company were also forthcoming in Canada from the Canadian Pacific and Canadian National railways.

Milwaukee Road #760 (originally delivered as #1802), the first Fairbanks-Morse locomotive constructed in their own plant, is now preserved and on display at the Illinois Railway Museum.

F-M had yet to produce a railroad road locomotive, or any locomotive prior to the 1944 switcher which was built several years after its conception; all other locomotive producers, except for General Motors (and a few others who manufactured small industrial locomotives), were forced by the government to continue to build reciprocating steam locomotives during much of the war.

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However, Westinghouse had announced in 1953 that it was leaving the locomotive equipment market, in part because of the generator reliability issues in the F-M units.

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