True Line Trains MP36PH-3C review

 The True Line Trains MPI MPXpress models in HO scale were first shipped in late 2011 with the GO Transit MP40PH-3C models. TLT has produced or have announced models representing all systems which operate this prototype. They feature prototype-specific detail, and the amount of detail on these units are comparable to Rapido Trains models. Today, I will review a model which was part of the last shipment of these; this particular shipment from early 2014 included WCX, Metra, MBTA, and of course, the UTA (photos shown)

Please note that the model does not come with instructions; this is a result of True Line's decision to conserve paper. Downloadable instructions are here. If you have a sound-equipped loco or is planning on getting one, the CV charts are located on the website and the list of functions specific to the MP36 is here.

Prototype Information:

The MotivePower Industries (MPI, a division of Wabtec) MPXpress line of commuter locomotives were first launched with an order from Chicago's METRA, and since then several other commuter operators have ordered this locomotive with GO Transit being the largest operator, with 67 MP40PH-3Cs numbered 600-666.

Its styling is based upon the EMD F59PHI, introduced in 1994. Although all variants in the MPXpress line have similar designs, almost all of its internal components can be modified to suit the customer's needs and/or to cut down on costs. There are three major variants; the first is the MP36PH-3S, featuring a 3600hp MPI 16-645F3B-T2 engine and electrical power to the train (HEP) delivered via a static inverter driven by the prime mover. The most popular version of the line is the MP36PH-3C, which has the same components as the -3S, except this one has a separate HEP engine supplying power to the train. The final variant is the MP40PH-3C, which is similar to the MP36PH-3C but it has a 4000hp EMD 16-710G3B-T2 engine instead of the 3600hp 645F3B engine.

Model Details:

As mentioned before, this model is extremely well-detailed. The UTA MP36PH-3C model, first of all, has a (lit) run number board placed between the ditch lights (this detail is only specific to some agencies). The model also includes hard-to-see details, such as the lift rings on the roof of the locomotive. There are also see-through radiator, HEP, and dynamic brake fans on the roof. The radiator section is arranged in the MP36PH-specific style (3 small fans; the MP40 has 2 large fans).

The cab interior is super-detailed, complete with painted seats and controls; as a bonus, the cab door even opens (it is spring-loaded.)

As with other model locomotives, there are MU-hoses, builder's plates moulded onto the bottom front sides of the unit, and coupler cut bars.

Operation:

I have gotten the version that has DCC/ESU LokSound equipped from the factory, and it is currently being run on a DC layout powered by an Athearn 16V DC powerpack. The following voltage values are given in percentages of 16V.

This locomotive has brightly lit LED headlights, ditch lights, reverse markers, and number boards. (see photo at top) The ditch lights flash however due to this locomotive running off a DC powerpack, I cannot demonstrate this.

The sounds turn on at 45% power, and the locomotive will begin to move at around 60% power. The prime mover sounds will notch up or down in response to the speed of the locomotive. The decoder is speed-sensitive in a way that it will quickly "ramp-up" in response to a spike in the throttle, and will automatically turn on the dynamic brake if it detects a sudden drop in the throttle. I found this quite interesting. There are other sound effects such as bell, horn, and even the CAT HEP engine, but one again, I cannot demonstrate these features using a DC powerpack.

Drive performance is also superb, and can be compared to the KATO HO F40PHs; it will start off and change speed according to throttle settings very smoothly. Despite its weight (a bit lower than a KATO F40PH) it is quite powerful; it can pull all 12 of my passenger cars (1/3 of them are NOT smooth-rollers) like they weren't even there.

Maintenance:

This model is maintained in a manner similar to my KATO F40PHs; the shell removes exactly the same way (loosen the tabs holding the shell to the frame and then wiggling the shell off) and cleaning gunk off the wheels can be done in a similar way, too.

Conclusions:

My personal rating of the True Line Trains MP36PH-3C model is a solid 10/10 (the first of my model locomotives to get this rating.) It is quite powerful, the sounds are perfect, and the detail is superb (not to mention, nothing broke off)

Comment: Despite it being a sound unit, this model is not sensitive to track conditions on my (now aging) Bachmann track.

[LATE] Layout Update: Kadee "Whisker" Couplers

The Kadee #119 Shelf coupler

Over the weekend of May 3 and 4, 2014. I upgraded 2 locomotives with Kadee couplers, and added Kadee #119 (posted to the right) couplers to two of my passenger cars.

The two locomotives I have retrofitted over the weekend were: KATO Amtrak F40PH #334 and KATO Winsconsin Central (CN) SD45 #6677. #334 received #153 short shank couplers, and #6677 received #119 Shelf couplers.

The original plastic KATO couplers mounted on the two locomotives were nearly incompatible with my fleet, so they kept uncoupling unexpectedly. The couplers mounted on #334 were also of a long shank design.

#119 couplers were added to the passenger cars due to coupler height differences.

Kadee couplers work extremely well, especially the shelf ones which prevent unexpected uncoupling (but are difficult to manually uncouple.) And of course, being made of metal, they are extremely durable.

BUYER BEWARE: Broadway Limited Imports

I don't think this needs to be described...

The photo on the right explains it all.

KATO HO EMD F40PH review

 The KATO HO scale F40PH is a recent model (introduced in 2012) by KATO USA. They feature roadname specific details (only 3 roadnames have been produced so far, Amtrak, Chicago RTA, and Metra.) including different pilot styles, different air conditioners, and fan details. They come with several consumer installed parts, which can be installed without using glue, although the grab irons may require tools.

Prototype information:

Not sound equipped-sound recorded from an MP40PH-3C.

The EMD F40PH was first produced for Amtrak as replacements for their run-down and antiquated fleet of EMD E-and F-units. The locomotive, initially destined for regional corridor services, quickly took over all Amtrak routes, after faults were found in the long-distance SDP40F locomotives.

The four-axle locomotive featured an EMD 16V645E3 turbocharged diesel engine, producing 3000hp (although Chicago's order specified a 3200hp rating.) It drove an Alternator, producing Alternating Current, which is rectified to DC current to power the 4 traction motors. For Head-End-Power (HEP), the F40PH had a separate alternator to produce HEP, driven by the main engine via a shaft. Because the HEP alternator needs to be at a constant frequency, the prime mover was speed-locked to 900rpm whenever it was supplying HEP, regardless of locomotive speed. Speed is controlled purely by controlling the traction motors' excitation levels. Traction power decreases to 2400hp when supplying HEP. Later versions of the F40PH feature a separate genset at the rear dedicated to supplying HEP, so as not to burden the prime mover.

The F40PH has since been retired from Amtrak service, but it continues to be the motive power for many commuter and long-distance railroads, namely the Chicago Metra (a division of the RTA) and VIA Rail Canada (a crown corporation of the Government of Canada.) Many ex-Amtrak units have found homes on commuter and shortline railroads as well.

Model details:

Since I have both of the recent released paint schemes, the Metra and the Amtrak, I can really point out the differences in detail between the two.

Both models are very detailed, and stand out from the competition because they do not have any of the deficiencies found on other HO models of the same locomotive. Unlike the competition, KATO's F40PHs have the correct fan details, and the correct truck placement (the center of the trucks are in-line with the cab ladders on the KATO units, while they are not on the competitors.) Despite being extremely detailed, these locomotives are not compromised in any way (such as fragility) The in-cab detail is also present, consisting of a conductor's and the engineer's seat, and a control stand.

I have mentioned before that these feature roadname-specific details. I will talk about the Amtrak first. The roadnumber I have is number 334. The prototype 334 is now SCAX 800.

The Amtrak unit features the rectangular air conditioner above the cab, a single red light above the front cab windows, the white number boards, no backup marker lights, and ditch lights "embedded" into the nose. It also features the Amtrak snowplow and rear handrails. The roof fans also have the correct rectangular shape (when viewed from the sides). Coupler cut levers are also of the Amtrak style, being rectangular shaped. Consumer parts specific to the Amtrak units include the twin beacons, extra grab irons on the nose and the rear platform, and the extra rectangular piece to be installed behind the A/C unit.

The METRA unit, on the other hand, feature the twin rounded A/C units above the cab, dark number boards, and a vertical two-light cluster above the cab. It also includes backup marker lights and ditch lights protruding from the nose, as well as the passenger style pilot found on pre-rebuild METRA units (this unit has since been rebuilt and now features Amtrak style underbody details.) Coupler cut levers are of the V-shaped kind. The rear platform also has no handrails, and radiator fans are more rounded when looked at from the side.

The roadnumber for the METRA unit that I have is #160 (Village of Winfield.) It is commonly found on the Union Pacific lines on the METRA system, but can be re-allocated elsewhere (except the Electric line).

Consumer applied details applicable to both units include: grab irons, MU hoses, the coupler cut bars, and the radio antenna. The MU hoses in particular require some tools to detach them from the sprues holding them to the main bit.

Operation:

It is recommended to not run this locomotive above 12 volts in DC for too long.

Both of my KATO F40PHs perform superbly on my not-so-often cleaned layout. Unlike the P42DC they are not super-sensitive. I run them off my Athearn 16V power supply, and at 75% power on my powerpack they replicate the speed limit of the prototypes perfectly (the speed limit for METRA and some Amtrak routes is 79mph.) Starts and stops are extremely smooth; they start crawling at 15% power on my powerpack, and smoothly accelerates to the scale 79mph. The locomotives have momentum programmed into them; when the power is cut off they will crawl before smoothly coming to a stop. Hence, these do not stop on a dime. The drive, not to mention, is extremely quiet.

One KATO F40 is enough to pull all 8 of my Rapido/Walthers passenger cars by itself. Unless you have a really big layout, you probably won't need to pull more than 5 with one locomotive. 8 cars may not sound like a lot, but Rapido cars are NOT smooth rollers, and the Walthers cars are extremely heavy. One passenger car is equal to about 2 40-45ft boxcars.

Maintenance:

The shell can be removed by lifting it off the frame with attention to the lift hooks at the bottom.

To clean the locomotive, use commercially available wheel cleaners or:

Use 2 sheets of paper towel folded over, lightly soak them with water, place it on the tracks, place one truck of the locomotive onto the sheet, and gradually adding power to the track. Turn the locomotive around and repeat with the other truck.

DCC/Sound conversions:

This locomotive can easily be converted to DCC/Sound (I have not done this myself)

To convert to DCC:

• Lift the shell off the frame
• Take the dummy plus out of the 8-pin socket
• Install your decoder and test the unit.

To add DCC/Sound using an ESU Loksound chip (will require a 1" speaker):

• Lift the shell off the frame
• Take dummy plugs out of the 8-pin socket
• Install the decoder
• Solder the speaker to the decoder
• Snap the speaker into the speaker baffle
• Test the unit.

Soundtraxx Tsunami produces a board replacement specifically for the KATO F40PH. To install:

• Lift shell off frame
• Carefully pry out the copper contacts on the sides of the light board
• Unscrew the light board
• Screw in the Tsunami Light/DCC/Sound board
• Put the copper contacts into the slots provided on the sides of the board
• Follow the last three steps of the DCC/Sound conversion. Remember to test the unit.

Conclusion:

Overall, my personal rating of both locomotives are 9 out of 10.

The two F40PHs outperform any other locomotive on my layout, although it doesn't have as much pulling power as the KATO P42, it can be excused by its lack of sensitivity and its smooth performance, and as mentioned before, they are both extremely detailed yet not compromised. (FYI: It's no wonder these are the workhorses on my layout) 

KATO HO Scale GE Genesis-Review

The KATO GE P42DC is the most recent model locomotive offered by KATO USA. Unlike other model locomotives available in the USA and Canada, the KATO P42DC has a unique dual coreless motor design, mounted in the trucks. These locomotives are offered in the standard Amtrak Phase V scheme (68, 161, 181) and the "Heritage" schemes.

Prototype information

The GE Genesis series was designed in response to an RFP issued by Amtrak and ultimately selected over a competing design by General Motors/Electro-Motive division. 321 were produced for Amtrak, MTA, and VIA Rail Canada. The most popular version of the Genesis series was the P42DC, which replaced Amtrak's fleet of F40PHs. The P42DC is rated at 4250hp and its speed maxes out at 110mph (177km/h)

The P42DC used a single, monocoque bodyshell to reduce weight and allow for greater fuel economy compared to the previous F40PH. However, this made it costly to repair or replace in the event of a grade crossing incident, causing Amtrak to install bolt-on nosecones on the units. These nosecones have a more rounded (and uncovered) headlight housing than the nosecone integrated into the body of the original P42DC (still used by VIA Rail, image to the side)

To supply power to the train, the P42DC uses a shaft driven HEP system which speed locks the prime mover to run at 900rpm no matter the throttle setting of the engineer. This reduces power to move the train; the P42DC's engine can only provide 2525hp for motion when HEP (with load) is engaged.

Amtrak uses the P42DC for almost all routes outside the busy Northeast Corridor, while VIA uses their units exclusively on their Windsor-Quebec City Corridor routes and their variations.

Model details

The KATO P42DC is clearly not one of the most detailed model locomotives out there, but due to the fact that modern passenger locomotives (especially the P42DC) was built for speed, and therefore streamlined, there is not much detail to be included on the locomotive.

The modern nose plate for the Amtrak version is, unlike the Walthers/Athearn version, is correct for the most current Amtrak units, with the rounded and uncovered nose plate. Step ladders are also correct for Amtrak (they can be removed to allow the model to negotiate 15" radius curves). There are no roof decals on the model, but there are none on the prototype either. The radiator fan at the rear is see-through, as well as the intake grilles on the sides  (though on the prototype they are darker). The simple cab interior includes desktops and seats, but no figures or controls are moulded in. The horn (AirChime K5LA) is also prototypical to Amtrak. On the engineer's side, there are two builder's plates, typical for refurbished Amtrak units. The grab irons are moulded in instead of separately applied, but due to its streamlining it can be excused.

The GPS dome mounted next to the horn acts as a light control. In the default position,  the lights work normally with both the front and rear lights working, based on direction. Turning the dome clockwise from the default will result in only the front lights being on. This is used for lead locomotive operation. Turning the dome counterclockwise from default will turn off ALL lights. This is used for DPU/MU/Joint train operation. A "click" will be heard each time the dome switches between light modes. A mini screwdriver provided in the package is used exclusively to turn the dome.

Missing from the model are windshield wipers and MU hoses. Unlike other KATO models they are not even in the package for the consumer to install. The couplers are oversized and too long, but they can be replaced with Kadee short-shank couplers.

Operation and maintenance

Due to its coreless motor design, this locomotive CANNOT be operated on address "0" on DCC. It must be converted to DCC first. I have selected the DC version to do my review on. If you have questions about DCC and Sound versions, please see Jlwii2000's review on the DCC/Sound KATO P42DC. If you wish to convert to DCC, there are instruction provided on KATO USA's web page on the HO P42DC.

The KATO P42DC's motor's maximum voltage is 12 volts and should not be exceeded. It will cause a meltdown of the motors. Motors are available for sale from KATO or most hobby dealers who carry the motors. Despite its max. voltage, at 12 volts these replicate a scale 110mph, perfect for corridor trains.

Due to its truck mounted motors, these are quite sensitive and are prone to stalling on dirty track, or with dirty wheels. Recommended cleaning schedule is every month for the trucks, and be sure to clean the tracks as well. Dead spots are also a major problem. Before running this locomotive be sure to check for dead spots on the rails.

The dual motor design, on a positive note, is also very powerful. Combined with its weight (a large piece of steel mounted where the motor would be on a conventional HO scale locomotive), it can pull more than 30 passenger cars up a 3% grade. However, most likely your passenger trains do not have that many cars, so there is no worry of it stalling due to the load it is pulling behind it. (FYI: The only passenger trains in North America which have more than 30 cars is the Auto train running between Washington to Florida, and the summertime VIA Rail Canadian running between Toronto and Vancouver.)

Performance is superb in DC, with very smooth starts and stops provided your tracks and wheels are clean. Unlike KATO's other locomotives, when running in DC, this locomotive stops on a dime. Most KATO locomotives have momentum programmed into the motor for realism, but this one does not.

To remove the shell, lift the shell from the frame with attention to the lift hooks on the bottom, and slide it off the mechanism.

The trucks can also be removed by gently pulling them off the underframe. They are re-assembled a certain away with the arrows always pointing away from the fuel tank.

Maintenance

To remove gunk, you can remove the trucks and the outer truck frames, and clean the wheels one by one. Also check all necessary contacts periodically for gunk, as this may impede performance. These contacts include the wheel wiper (the bit that picks up electricity from the rails) and any connections it makes. Track cleaning is also recommended.

EDIT: The sensitive drive can be fixed by isolating the motors. One way to do this is modify the unit to install DCC according to the instructions posted on KATO's website.

Conclusion

• Rating: 8/10. Performs better than Athearn/Walthers, but sensitive and lacking details. It however runs great provided your tracks and wheels are clean, and most details are there. It can also single handedly pull 30 passenger cars up a 3% grade, but due to most model passenger trains not being that long, there is no worry of it stalling due to the load.

Note: This is my first model review, so I might not have done a very good job on it. Feedback is always welcome!

First Post

This is just a test. First review will be up early next month.