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  Athearn Genesis ATHG40649 HO GP40-2WL GP40-2L Canadian National CN CNR #9615 DCC equipped with Tsunami Sound RTR NIB

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Product Code: ATHG40649

Athearn Genesis ATHG40649 HO GP40-2WL GP40-2L Canadian National CN CNR #9615 DCC equipped with Tsunami Sound RTR NIB
  • Athearn Genesis ATHG40649 HO GP40-2WL GP40-2L Canadian National CN CNR #9615 DCC equipped with Tsunami Sound RTR NIB



  • • Class GF-430d
    • Front CN medium snowplow with white “V” stripe
    • CN coupler cut levers and bracket
    • Operating lampshade ditch lights
    • Angled stepwells
    • Square nose and rear sand filler hatches
    • Snowshield covers over the air intakes
    • Tall latched air compressor access door with louvers
    • Pyle single lens rear headlight
    • No rear class lights
    • No rear number boards
    • Trainline hose
    • MU hoses
    • Canadian ribbed anticlimber
    • Front and rear MU stands
    • Canadian-style steps
    • Canadian safety cab with interior including single control stand
    • Canadian Pyle early nose headlight
    • Front triangular cluster of red, white, and green class lights
    • Bell mounted on the cab between the number boards
    • Large Sinclair ice skate antenna mounted on the cab roof
    • Sunshades
    • Mirrors/windwings fore and aft
    • Long Canadian ECAFB
    • Late inertial intake grilles
    • Nathan K-3 air horn mounted in front of the first radiator fan on the left-hand side
    • Standard raised exhaust
    • Non-dynamic brake
    • Curved radiator fan grab iron
    • 3,200 gallon fuel tank
    • Blomberg-M trucks
    • Early speed recorder mounted on left front axle
    • Salem air filter
    • Rear drop step
    • Pilot face spare knuckle and bracket
    • Fully-assembled and ready-to-run
    • DCC-ready features Quick Plug™ plug-and-play technology with both 8- and 9-pin connector
    • Scaled from prototype resources including drawings, field measurements, photographs, and more
    • Accurately-painted and –printed paint schemes
    • See through cab windows
    • Full cab interior
    • Standard cabs including sliding windows
    • Walkway tread
    • Fine-scale Celcon handrails for scale appearance
    • See through dynamic brake fans on locomotives equipped with dynamic brakes
    • Windshield wipers
    • Lift rings
    • Wire grab irons
    • Detailed fuel tank with fuel fillers, fuel gauges, breather pipes, and retention tanks
    • Sander lines
    • McHenry scale knuckle couplers
    o Kadee compatible

  • Genesis driveline with 5-pole skew wound motor, precision machined
  • flywheels, and multi-link drivetrain for trouble free operation
    • All-wheel drive with precision gears for smooth and quiet operation
    • All-wheel electrical pickup provides reliable current flow
    • Wheels with RP25 contours operate on Code 70, 83, and 100 rail
    • Incandescent bulbs for realistic appearance
    • Bidirectional constant lighting so headlight brightness remains constant
    • Heavy die-cast frame for greater traction and more pulling power
    • Packaging securely holds for the model for safe storage
    • Replacement parts available

  • In 1965, Electro-Motive Division introduced the 3000 horsepower GP40.

  • With 1,264 GP40s constructed, it was a popular model. However, it was
  • not without its problems, some stemming from the high horsepower these
  • engines produced. When EMD introduced the “Dash 2” line in 1972, the
  • upgraded version of this workhorse, the GP40-2, included many
  • improvements. From the outside, the GP40-2 differed from its earlier
  • iteration only in minor ways, with such Dash 2 spotting features as a
  • roof overhang on the rear of the cab, a water-level sight glass on one
  • of the long hood doors (standard on Dash-2s, this glass was an option on
  • the previous generation of EMD models), a revised battery box design, a
  • pair of horizontal stiffening ribs on the blower housing and the
  • redesigned Blomberg truck sideframes – the Blomberg M. Many railroads
  • opted to use older Blomberg B sideframes from units they were trading
  • in, however. Internally, the GP40-2 was a whole new locomotive,
  • incorporating 40 or so component changes and redesigns. Two major
  • improvements were the improved Dash 2 electrical system, in which the
  • old maze of hardwired circuitry, relays, interlocks and switches were
  • replaced with solid state components that were much more easily
  • diagnosed and replaced should a problem arise. And, from a day-to-day
  • operational standpoint, the GP40-2 featured vastly improved adhesion and
  • wheel-slip control. These made the GP40-2 less “slippery” on the rails,
  • and the EMD sales force wasted no time trumpeting these features.

  • because of the large number of GP40s already on the rails, sales of the
  • GP40-2 were modest, although they were sold to railroads spanning from
  • Alaska to Mexico, with a variety of options including with or without
  • dynamic brakes, high noses, equipped with steam generators for passenger
  • service, a variety of fuel tank sizes, and more.. As with most diesels
  • built over a long period of time, other external changes occurred over
  • the years – radiator grilles changed from “chicken wire” to corrugated,
  • nose lengths changed from 81” to 88”, the earlier fans were replaced
  • with quieter “Q-fans”, side sill “notches” disappeared in favor of
  • straight side sills and the ribbed blower housings were switched to the
  • later free-flow “angled” blower housing.

    Two railroads were
  • impressed enough, however, to place large orders over the course of the
  • GP40-2’s production run – The Chessie System (Baltimore & Ohio,
  • Chesapeake & Ohio and Western Maryland) purchased 348 GP40-2s, and
  • Canadian National ended up placing orders for over 260 units. The GP40-2
  • family eventually sold 1139 units.

    The CN ordered their GP40-2s
  • with Comfort Cabs, which featured the now-common wide nose, designed by
  • CN in cooperation with the locomotive builders. These cabs included
  • increased collision protection – along with crew amenities such as
  • refrigerators, hot plates and even coffee pots. As these safer cabs were
  • adopted by more railroads over the years, eventually becoming standard
  • from both EMD and GE, the name evolved into North American Cab. CN’s
  • initial orders were designated as GP40-2L by EMD, and these diesels were
  • constructed with a more lightweight frame (hence the “L” in the model
  • designation), which resulted in a side sill/walkway that sat slightly
  • higher than the side sill/walkway on a GP40-2. By the time of CN’s final
  • order in 1976 (units 9633-9677), the frame was constructed to standard
  • GP40-2 standards and, even with the Comfort Cabs, the designation
  • reverted to just GP40-2. For clarity, railfans chose to call them
  • GP40-2(W), in order to call attention to the then-non-standard cab/nose.
  • Being an unofficial designation, the “W” is set off in parenthesis.)

  • major railroads that purchased GP40-2s include Alaska Railroad, Boston
  • & Maine, Chihuahua-Pacífico, Conrail, Cotton Belt, Detroit Toledo
  • & Ironton, Florida East Coast, Frisco, GO Transit, Kansas City
  • Southern, Louisville & Nashville, Reading Company, Richmond
  • Fredericksburg & Potomac, Rio Grande, Seaboard Coast Line,
  • Sonora-Baja California, Southern Pacific and Western Pacific. The SP
  • also purchased the only three GP40P-2 locomotives built, which featured a
  • longer frame to accommodate a steam generator for passenger service at
  • the engine’s rear. Canada’s GO Transit purchased GP40-2(W)’s equipped
  • for passenger service. Two Mexican railroads purchased 13 units (CH-P
  • bought four and S-BC acquired nine) with high noses that housed steam
  • generators but, as in the GP7 and GP9 days, carried the standard EMD
  • designation GP40-2.

    As a testament to the GP40-2’s durability as
  • well as signifying problems with the later 50-series diesels, GP40-2
  • production continued even after EMD began selling what was slated to be
  • their replacement. In fact, the last GP40-2s (Florida East Coast 433 and
  • 434) were built a full year after the final GP50 was constructed.

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