HO GP40-2W, CN #9675

Hover to zoom



• Class GF-430g
• Ex –GO Transit
• Front and rear curved pilot plow
• Coupler cut levers mounted below couplers
• Operating lampshade ditch lights
• Radiused step wells
• Round sand filler hatches
• Snowshield covers over the air intakes
• Rear vertical twin headlight
• Rear number boards
• Rear class lights
• Engine compartment roof access doors
• Latched and hinged air compressor access door with wide louver panel below
• 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.

Perhaps 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.)

Other 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.

HO GP40-2W, CN #9675



Out of Stock

This product is discontinued.
View More Like This