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)
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!
