ScaleTrains Rivet Counter HO SXT42176 DCC/ESU LokSound V5 Equipped EMD SD40-2R Locomotive Union Pacific /116" Snoot Nose/Ditch Lights UP #3293

ScaleTrains Rivet Counter HO SXT42176 DCC/ESU LokSound V5 Equipped EMD SD40-2R Locomotive Union Pacific /116" Snoot Nose/Ditch Lights UP #3293

Road Number Specific ScaleTrains

• New road numbers
• Era: early 1990s to early 2000s
• Series 3288 to 3304; built 3-4/1975
• Road numbers3288 and 3293 
  • Lost-wax brass cast Leslie RS-3-LR horn mounted with a clearance bracket on cab roof
  • “Chicken-wire” radiator intake grilles
• Road numbers 3295
  • Lost-wax brass cast Leslie RS-3-LR horn mounted with clearance bracket on cab roof and rooftop conduit running to rear of radiator section
  • “Chicken-wire” radiator intake grilles
• Road numbers 3298 
  • Lost-wax brass cast Leslie RS-3-LR horn mounted with a clearance bracket on cab roof
  • Corrugated radiator intake grilles
• Fully-assembled
• Multiple road numbers
• LED-illuminated ground lights on both sides of locomotive*
• LED-illuminated front pilot face mounted ditch lights**
• LED-Illuminated rectangular walkway lights mounted between front and rear sanding valve doors and a round walkway light, aft of raised walkway duct*
• Directional LED-illuminated headlights
• Printed number boards with separately controlled backlit LED-illumination*
• Late SP/UP-style pilot plow with grab irons
• 3-hose multiple unit (MU) hose clusters with silver gladhands
• Semi-scale coupler buffer equipped with durable metal semi-scale Type E knuckle couplers, painted a dingy gray/brown color to represent the color of couplers in service
• Front angled uncoupling levers with loop handles and four inner mounting brackets, rear straight uncoupling levers with loop handles and four inner mounting brackets
• As-delivered pilot faces with reinforced lifting holes
• Deck-mounted multiple-unit (MU) receptacles
• "Tall" stepwells with see-through steps
• Front and rear early small deck extension
• Handrail set with outward-facing end rail mounting brackets and chain
• Front and rear standard drop steps
• Scale sectioned treadplate detail on walkways
• 116” “snoot” low short hood with wheel handbrake, stand-off equipment access door
• Latched battery box doors with narrow louvers and lift-off hinges
• Early cab sub-base doors with early hinges
• Standard EMD headlight in number board housing
• Dash-2 cab with welded side window panels 
• Rear cab side vent on right side
• Detailed cab interior with separate floor, rear wall, seats, and standard AAR control stand
• Sliding cab side windows
• Tall mirrors mounted fore of cab side windows on both sides of cab
• Standard EMD sunshades with long sunshade tracks
• Motorola ASP-16 “firecracker” antenna mounted on number board housing
• Accurate hood door and long hood detail
• Early electrical cabinet "zig-zag" seam, further from the rear of the cab
• Early “stand-off” ECAFB 
• Intermediate inertial air intake grills with top drip rail
• Standard turbo exhaust stack
• Accurately-profiled extended-range dynamic brakes with batten strip
• See-through dynamic brake intakes with resistor grid detail
• See-through standard 48” radiator fan housings with fan blades visible inside
• Drop grab radiator fan grab iron
• Underbody frame rail with separate plumbing and traction motor cables
• Detailed HT-C trucks with Hyatt bearing caps, late center axle snubbers, sanding lines and brackets, and D-77 traction motor and air duct details
• Wheel faces painted a dingy gray/brown color to represent the color of wheelsets in service
• Dimensionally accurate truck centers
• Speed recorder mounted to first axle on left front
• Rearward-facing handbrake chain mount for HTC trucks
• Tall jacking pads without holes (intermediate)
• Spare knuckle holders on rear pilot face
• Forward engineer’s side sidesill notch
• Sill-mount EFCO
• Frame-mounted steel bell
• Graham-White (Salem) brand 824-170 primary centrifugal air filter (accordion-style)
• 4,000-gallon fuel tank with fuel fillers, vertical gauges, round gauge in tank sides, vertical breather pipe and waste retention tank 
• Factory-applied wire grab irons, wire lift rings, windshield wipers, trainline hoses with silver gladhands, sand hatch covers, and much more
• Motor with 5-pole skew wound armature
• Dual flywheels
• All-wheel drive
• All-wheel electrical pick-up
• Printing and lettering legible even under magnification
• Operates on Code 70, 83, and 100 rail
• Packaging safely stores the model
• Minimum radius: 18”
• Recommended radius: 22”
  

DCC & sound equipped locomotives also feature:*****

• ESU-LokSound 5 DCC and Sound decoder
• Two (2) cube-type speakers
• Accurate GEVO-12 prime mover and auxiliary sounds, horn, bell, and more
• ESU-designed PowerPack with two (2) super capacitors***
• Operates on both DC and DCC layouts*****

DCC & sound ready locomotives also feature:*****

• Operates on DC layouts
• DCC ready with 21-pin connector*****

* Lighting features operate when using an ESU decoder with appropriate programming while operating using DCC

** In DC operation, both front ditch lights illuminate; rear ditch lights (if equipped) do not illuminate

*** Compatible with appropriately programmed ESU decoders while operating using DCC

**Lombard Hobbies Recommendation - As modelers ourselves we highly recommend ONLY running DCC on DCC systems and DC on DC systems, regardless of 'Dual-Mode' capability. This gives optimum performance and safeguards the unit from possible damage from running on a different system than originally intended and from any inexperienced operator errors.

Prototype Overview:

In January 1972, the Electro-Motive Division (EMD) of General Motors introduced the first production models of a locomotive design that would prove legendary: the SD40-2. As the flagship of the revolutionary “Dash-2” series, the SD40-2 was developed to improve upon its predecessor, the SD40, by incorporating state-of-the-art electrical and mechanical refinements that enhanced reliability, ease of maintenance, and operational efficiency.

The SD40-2 retained the same sixteen-cylinder, 3,000-horsepower 645E3 turbocharged prime mover as the SD40, ensuring continuity in power and performance. However, the most significant upgrade was the introduction of a modular, solid-state electrical system. This innovation replaced the complex and often troublesome relays of earlier models with removable electronic “cards” housed in a high-voltage cabinet. The modular design simplified troubleshooting, reduced downtime for repairs, and ultimately made the locomotive far more user-friendly for railroad maintenance crews.

Externally, the SD40-2’s most noticeable difference was the adoption of new HT-C three-axle trucks instead of the Flexi-coil Type C trucks used on the SD40. The HT-C trucks provided superior adhesion, which was critical for maintaining traction under heavy loads and improving overall efficiency. However, their longer wheelbase required an increase in the SD40-2’s frame length, resulting in an overall length of 68 feet, 10 inches over the couplers. This extension contributed to the SD40-2’s most recognizable feature: its long walkway “porches” at both ends of the locomotive, which became a defining characteristic of the design.

Additional external refinements further distinguished the SD40-2 from its predecessor. These included longer battery box compartments, a rear overhang on the cab roof, and a drip rail above the front cab door, each of which enhanced operational convenience and durability.

The SD40-2 quickly became one of EMD’s most successful locomotives, with over 3,900 units produced for North American railroads between 1972 and July 1984. Its combination of reliability, ease of maintenance, and adaptability made it a favorite among Class I railroads, regional carriers, and shortline operators alike. Railroads across the United States, Canada, and Mexico employed SD40-2s in a wide range of services, from heavy mainline freight hauling to local switching and work train assignments.

Beyond North America, EMD also developed variants for export, including models for use in South America, Africa, and Australia, where they were adapted to meet specific local operational needs. These locomotives continued to showcase the SD40-2’s reputation for resilience in a variety of environments, from extreme cold to rugged mountain terrain.

Despite the advent of newer, more powerful locomotives in the 1990s and 2000s, the SD40-2 has remained a staple on U.S. rails. Many original units continue to operate today, either with their original owners or on the secondhand market with regional and shortline railroads. Recognizing the enduring value of the SD40-2, Class I railroads such as CSX, Norfolk Southern, and Union Pacific have undertaken extensive rebuild programs to modernize their fleets. These rebuilds often include upgraded control systems, improved emissions compliance, and enhanced fuel efficiency measures, ensuring that the SD40-2 will remain in service well into the future.

With its perfect blend of reliability, versatility, and longevity, the SD40-2 stands as one of the most successful and beloved locomotives in railroad history. Its continued presence on the rails today is a testament to its enduring design and the impact it has had on freight railroading over the past half-century.

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