• Era: 1977 through late 1980s/early 1990s
• Phase IIa2 units built in 1977 (B&O 7600-7619)
• Chessie "rock plow" on front pilot
• “Mailslot” battery box doors
• 88" low short hood with wheel handbrake
• Riveted cab side window plates
• Short Sunshade track
• Late ECAFB
• Early electrical cabinet "zig-zag" seam
• Intermediate inertial intake grilles
• "Tall" stepwells
• "Step-Down" drop steps
• Standard-range dynamic brakes with batten strip
• Detailed HT-C trucks with brake plumbing and traction motor and air duct
• Early center axle snubber
• Highly detailed 4,000 gallon fuel tank with fuel fillers and gauges
• Flush-style EFCO
• Forward engineer’s side sidesill notch
• See through standard fan housings

Rivet Counter SD40-2 Locomotive Features

• All-new model
• Fully assembled
• Four (4) different road numbers
• Dimensionally accurate truck centers
• Underbody frame rail with separate plumbing and traction motor cables
• Sectioned treadplate detail on the walkways
• Accurate hood door and long hood detail
• Accurately profiled dynamic brake housings 
• See-through dynamic brake intakes with resistor grid detail
• Factory-applied wire grab irons, wire lift rings, windshield wipers, snowplows, horns, coupler cut levers, and trainline hoses
• Semi-scale coupler buffer equipped with ScaleTrains.com durable metal semi-scale E Type knuckle couplers
• Directional LED headlights
• LED lighted number boards
• All-wheel drive
• All-wheel electrical pick-up
• Dual flywheel
• Motor with 5-pole skew wound armature.
• Printing and lettering legible even under magnification
• Color matched to Tru- Color Paint colors whenever possible
• Operates on Code 70, 83 and 100 rail
• Packaging safely stores model
• Minimum radius: 18”
• Recommended radius: 22”

History

In January 1972, Electro- Motive Division (EMD) of General Motors would build the first production models of a locomotive design that would prove to be legendary: the SD40-2. The flagship of the “Dash-2” series of 1972, the SD40-2 would build upon the lessons learned from its predecessor, the SD40. While the sixteen-cylinder 645E3 turbocharged prime mover remained the same from its SD40 cousin, the SD40-2 boasted a modular, solid-state electrical system, which featured removable “cards” in place of troublesome relays in its high-voltage cabinet, greatly simplifying electrical troubleshooting and repairs.

Externally, the biggest change was the use of the new HT-C three-axle truck in place of the Flexi-coil C of the SD40. The new truck promised greater adhesion, and was longer than the Flexi-coil C, necessitating an increase of the length of the SD40-2s frame to an overall length of 68’, 10” over the couplers. This also had the effect of giving the SD40-2 its characteristic long walkway “porches” at each end. Other small external improvements, such as longer battery box compartments, rear overhang on the cab roof, and drip rail over the front cab door, added to the list of external differences between it and the SD40.

Domestic production of the SD40-2 continued until July 1984 making it one of EMD’s most popular locomotives of all time. Many remain in service today, both with original owners as well as secondhand operators. Within the last five years, Norfolk Southern, CSX, and Union Pacific have rebuilt hundreds of SD40-2s to extend their operating life. This will ensure this venerable locomotive’s presence on U.S. rails for decades to come.