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The EMD SD40-2 is a 3,000-horsepower C-C diesel-electric locomotive built by EMD from 1972 to 1989. The SD40-2 was introduced in January 1972 as part of EMD's Dash 2 series, competing against the GE U30C and the MLW M630. Their 567 engine, in use for over 20 years, had reached it's peak at 2.500 horsepower in a turbocharged 16-cylinder version. Although higher-horsepower locomotives were available, including EMD's own SD45-2, the reliability and versatility of the 3,000-horsepower SD40-2 made it the best-selling model in EMD's history and the standard of the industry for several decades after its introduction.
Sales of the SD40-2 began to diminish after 1981 due to the oil crisis, increased competition from GE's Dash-7 series and the introduction of the EMD SD50, which was available concurrently to late SD40-2 production.
The SD40-2 was an improvement over the SD40, with modular electronic control systems similar to those of the experimental DDA40X.
The last SD40-2 delivered to a United States railroad was built in July 1984, with production continuing for railroads in Canada until July 1985, Mexico until February 1986, and Brazil until October 1989. The most powerful locomotive using this series of engine was the SD45, powered by a 20-cylinder turbocharged 645E engine producing 3600 horsepower. Great Northern received the first one off the production line and Santa Fe took delivery of a 90-unit order the first year. At the same time Santa Fe was looking to replace it's aging fleet of passenger locomotives.
They wanted something more stylish than a freight hood unit with a steam generator for thier famous Super Chief train.


EMD had already extended the SD45 frame and added a steam generator to the rear creating the SDP45.
They responded to Santa Fe's request by adding a cowl body to the SDP45 thus creating the FP45.
Numbered 100-108, they were painted in the red and silver warbonnet passenger scheme with black Roman-style Santa Fe lettering on the sides. The cowl offered a cleaner engine compartment and internal walkways, both of which would lead to production of the F45, a regular SD45 with the cowl. Santa Fe acquired forty F45's in 1968, numbered 1900-1939 and delivered in the blue and yellow 'pinstripe' scheme.
When Amtrak took over passenger service the FP45's went into the freight pool, receiving blue and yellow paint. During the failed merger with Southern Pacific seven FP45's and twenty F45's received red and yellow 'Kodachrome' paint. On July 4th, 1989, FP45's 5992 and 5998 were released from the San Bernadino shops as numbers 101 and 102 in the newly revived red and silver 'Super Fleet' scheme with a large Santa Fe on the sides. Two F45's were wrecked and scrapped and one was sold to Wisconsin Central while the remaining six were donated to various railroad museums. Six F45's were sold to Wisconsin Central and the remaining units went to Morrison-Knudsen as lease units with one being assigned and painted for Utah Railway. Arriving in late 1968 for Hiawatha passenger service, they wore the UP yellow and gray scheme and were numbered 1-5.


Even before Amtrak arrived these locomotives were re-assigned to freigt service between Chicago and the Twin Cities.
Great Northern acquired fourteen F45's, numbered 427-440 and painted in the Big Sky Blue scheme, in 1969. The internal walkways were important to the GN given the winter weather on the line between the Twin Cities and Seattle.
GN ordered an additional 12 units, which were delivered as Burlington Northern 6614-6625 in 1970. The 46 F45's were regular power on the Chicago to West Coast trains over the former GN lines. Three of the original GN units were leased to Utah Railway for five years after being retired by BN. Two other units were sold to Susquehanna and three went first to Trancisco, then to Wisconsin and Southern, and finally to Montana Rail Link.



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Comments to “Athearn gp40 2l”

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