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Model Train Specials

Model Train Specials

Athearn #G22686 FP7A/FP9A w/DCC & Sound, NdeM #6329/#7010

Athearn #G22686  FP7A/FP9A w/DCC & Sound, NdeM #6329/#7010
  • Manufacture: Model Train Specials
  • Category: Diesel Locomotive
  • Number: G22686
  • Scale: HO
  • Price: $399.99
QTY:
NdeM Road Specific Details:

#6301
FP7A
Nose mounted number plate
#6329A/#7010A
FP7A/FP9A
Nose mounted number plate FP7A
#7016A/#6213B
FP9A/F2B
High radiator fans F2B
All NdeM units feature:
Dynamic brakes
Roof mount cooling coil on FP9s
Steam generator

FEATURES:

All units are powered
Researched from the prototype to match specific units
All units are powered
Genesis driveline with dynamically balanced five pole skew wound motor and dual flywheels
Directional constant lighting
Separately applied photo etched metal and injection molded detail parts
Cab interior
Sound equipped models also feature:

Factory installed SoundTraxx Tsunami sound and DCC decoder
Tsunami sounds are compatible with both DCC and DC operation
DCC Quick-Plug equipped
PROTOTYPE INFORMATION:

The EMD FP7 was a 1,500 horsepower (1,100 kW), B-B dual-service passenger and freight-hauling diesel locomotive produced between June 1949 and December 1953 by General Motors' Electro-Motive Division and General Motors Diesel. Final assembly was at GM-EMD's La Grange, Illinois plant, excepting locomotives destined for Canada, in which case final assembly was at GMD's plant in London, Ontario. The FP7 was essentially EMD's F7A locomotive extended by four feet to give greater water capacity for the steam generator for heating passenger trains.

While EMD's E-units were successful passenger engines, their A1A-A1A wheel arrangement made them less useful in mountainous terrain. Several railroads had tried EMD's F3 in passenger service, but there was insufficient water capacity in an A-unit fitted with dynamic brakes. The Atchison, Topeka and Santa Fe Railway's solution was to replace the steam generators in A-units with a water tank, and so only fitted steam generators into the B-units. The Northern Pacific Railway's solution was to fit extra water tanks into the first baggage car, and to pipe the water to the engines. The real breakthrough came when EMD recognized the problem and added the stretched FP7 to its catalog.

A total of 381 cab-equipped lead A units were built; unlike the freight series, no cabless booster B units were sold. Regular F7B units were sometimes used with FP7 A units, since they, lacking cabs, had more room for water and steam generators. The FP7 and its successor, the FP9, were offshoots of GM-EMD's highly successful F-unit series of cab unit freight diesels.

F3s, F7s, and F9s equipped for passenger service are not FP-series locomotives, which although similar in appearance have distinctive differences, including but not limited to the greater body length. The extra 4 ft (1.2 m) of length was added behind the first body-side porthole, and can be recognised by the greater distance between that porthole and the first small carbody filter grille. The corresponding space beneath the body, behind the front truck, was also opened up; this either remained an empty space or was filled with a distinctive water tank shaped like a barrel mounted transversely.

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