HO GP40-2W w/DCC & Sound, GO Transit #708

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• Road number specific details
   o #703 and #705: short ECAFB
   o #708 and #709: long ECAFB
• Operating pilot mounted ditch lights
• Rear vertical twin headlight
• Rear number boards
• Rear class lights
• Front and rear curved pilot plow
• Coupler cut levers mounted below couplers
• Radiused step wells
• End of train antenna mounted on the cab
• Nathan K3 air horn mounted in front of the exhaust stack
• Engine compartment roof access doors
• Latched and hinged air compressor access door with wide louver panel below
• Pilot mounted head end power (HEP) details
• Small Ontario flag on the side of the nose
• GO Transit logo plate mounted on the front handrail
• GO Transit logo plate mounted at the end of both side handrails
• Trainline hose with drop elbow
• MU hoses
• Canadian ribbed anticlimber
• 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
• Late inertial intake grilles
• Standard raised exhaust
• Non-dynamic brake
• Round sand filler hatches
• Curved radiator fan grab iron
• 3,200 gallon fuel tank
• Blomberg-M trucks
• Salem air filter
• Rear drop step
• 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
• Onboard DCC decoder with SoundTraxx Tsunami decoder
• Sound units operate in both DC and DCC
   o Some functions are limited in DC
   o Engine, horn, and bell sounds work in DC
• All functions NMRA compatible in DCC mode
• Slow speed control
• Program a multiple unit (MU) lashup with lead unity only horn, bell, and lights
• Lighting effects such as alternating ditch lights, Gyralight where prototypically accurate
• Many functions can be altered via Configuration Value (CV) changes
   o CV chart is included in the box

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 designat

HO GP40-2W w/DCC & Sound, GO Transit #708



Out of Stock

This product is discontinued.