Yeah, I know, it’s a generational thing.
In the early 1960s, EMD began conducting low-profile testing of a new prime mover, alternator, and traction motor that it hoped would help set a new standard for diesel locomotion. Starting in 1964, the brand-new 645 diesel engine, with 3,000 horsepower, was installed on several SD35 frames utilizing re-designed Flexicoil C-C trucks. They hit the road for a grueling test period that eclipsed that of the famed FT diesel demonstrators of the late 1930s. The new SDs were a smashing success.
From 1966 to 1971, more than 1,200 of these heavy-hitting SD40s were built for North American railroads. Who bought them? Both the high and mighty roads like the Canadian National, Pennsylvania, and Union Pacific, as well as middle-of-the-pack roads like the Atlanta & St. Andrews Bay, the Gainesville Midland, and Detroit Edison. Many of these SD40s are still in service today.
The Atlas O model is available undecorated and in Gulf, Mobile & Ohio; Jersey Central; Norfolk & Western; Pennsylvania; Santa Fe; and Union Pacific road names, in two road numbers, and in powered and unpowered versions.
The model
Not being a fan of either the Jersey Central or the Baltimore & Ohio (don’t shoot me!), I was rather indifferent when I looked at the box and read the road name. Our sample locomotive is a second-hand Jersey Central SD40 that came to the road via the B&O. I was a bit puzzled by the back-story – until I took the diesel out of the box. Wow, what fun!
The Jersey Central shop crews left the color of the engine B&O blue and yellow but painted over the B&O markings, sometimes with Jersey Central Statue of Liberty logos. Atlas O re-creates the look of this prototype – including the mis-matched gloss of the blue patched areas. How cool!
On the snout you’ll see what I’d describe as a fresher, flatter, cleaner blue circle where the old B&O logo was originally painted. On the hood doors, you’ll see the same paint-over effect to cover the old “B & O” lettering.
This is a great model of a journeyman diesel. The model’s frame measures 63 feet long in O scale (15¾ inches long). Add another 4 scale feet on each end for the oversize knuckle couplers.
Each pilot features one brake and nine multiple-unit cables, a coil coupler, and an uncoupler bar. The railings are painted safety yellow near the hand grabs, and chains cross the gap above the pilot drawbridge. The decks have cast-in safety tread texture.
The cab is a standard EMD setup with awnings, windshield wipers, and two crew figures. Body detail is up to Atlas O’s usual high standard, with tons of hinge, door, latch, and handle detail throughout.
While etched brass body-shell screens are becoming the norm for top-end diesels, I was surprised that all the side screens on the SD40 model are solid. However, the topside fan screens are see-through, with white fan blades clearly visible.
Add-on details include grab irons, sand-fill caps, lift rings, and a distinctive brakewheel stand on the rear deck.
The die-cast metal Flexicoil trucks are beautiful. They differ from the standard black on our sample model because the B&O painted them blue. This is a nice change of pace. Especially worthy of note are the tubes entwined with the trucks and the EMD logos.
As mentioned, the decoration is clever and application of Jersey Central paint and lettering on top of the old B&O blue paint scheme is first-rate.
On the test track
In the conventional-control mode, our model’s low-speed average was 27.1 scale mph. In command-control mode, our observed low-speed average was 3.66 scale mph. Our high-speed average was 94.9 scale mph.
Once again, an Atlas O beast challenged my grip for mastery of the digital force gauge we use to measure drawbar pull! The SD40 mustered a pull of 3 pounds 5 ounces – wow! This should be more than enough power for anyone trying to move anything short of a 50-car train of heavy die-cast metal hoppers.
As is typical with Atlas O locomotives we have tested, the Train America Studios Engineer-On-Board speed-control system performed superbly.
On the cab roof, you pop off the brake blister to install the 9-volt battery needed for RailSounds continuity when operating in conventional-control mode. We used a bit of caution taking it off the first time (not knowing what might break if too much force was applied), but it was easy to remove thereafter. If you operate only in command-control mode, you don’t need to bother installing a battery.
On the underside of the locomotive, you’ll find a volume control knob in the middle of the die-cast metal fuel tank. The run/program, smoke unit, sound/no sound, and speed-control switches are beneath the cab.
The smoke unit really pumped out the fog, and the sound system was deep and throaty.
Atlas O’s SD40 may be my personal favorite of the locomotion the firm has fielded thus far. Dare I even hope that the Hillside, N.J., firm has an SD40-2 version up its sleeve? Heart be still. Regardless, this model is just as pleasing to run as it is to look at.
Price: $479.95 (powered), $229.95 (unpowered)
Features: Die-cast metal chassis, two can-style motors, Lionel TrainMaster and RailSounds systems, Train America Engineer-On-Board speed control, coil couplers
Pros: Clever, beautiful, well-done graphic theme, outstanding puller
Cons: None
Made in the People’s Republic of China for Atlas O
I think it would be helpful to vary the speed of the locomotive to hear the changes in the prime mover and generator sounds. That is what I like to hear when I run my MTH E-8 and PA-2 and for visitos
I agree with Don, Engine sounds in all speed ranges would be appreciated.
also please include minimun radius spec. in your review. Thanks.