ATSF FEATURES:

• These were some of the last Santa Fe lettered engines built before the BNSF merger
• SD75M body with turbo bulge
• Early dynamic brake grills
• Nathan 3 chime horn
• Two grab irons on cab roof
• Tinted cab windows
• Right side nose door without window
• Short sunshade brackets
• Large and small Sinclair antennas
• SD75M 4-step walkway
• Spare knuckles and holders on rear pilot
• Drop grab irons (MU hose holders) on rear pilot
• Low-tab mounted AEI tags
• Early jacking pads
• Front round top ditch lights
• EMD low plow
• MU receptacles w/ yellow MU cables front and rear
• Late 5000 gallon fuel tank
• Stem-mounted fuel gauge and late sight glass

LOCOMOTIVE FEATURES:

• DCC-ready features Quick Plugª plug-and-play technology with 21-pin NEM connector
• Scaled from prototype resources including drawings, field measurements, photographs, and more
• Accurately-painted and �printed paint schemes
• LED Lighting for realistic appearance
• Coupler cut levers
• MU hoses
• Trainline hose
• See through cab windows
• Full cab interior
• Walkway tread
• Fine-scale Celcon handrails for scale appearance
• Windshield wipers
• Lift rings
• Wire grab irons
• Detailed fuel tank with fuel fillers, fuel gauges, & breather pipes
• Sander lines
• McHenry scale knuckle couplers - Kadee compatible
• Genesis driveline with 5-pole skew wound motor, precision machined flywheels, and multi-link drivetrain
• All-wheel drive with precision gears for smooth & quiet operation
• All-wheel electrical pickup provides reliable current flow
• Wheels with RP25 contours operate on all popular brands of track
• Heavy die-cast frame for greater traction and more pulling power
• Packaging securely holds for the model for safe storage

PROTOTYPE SPECIFIC INFORMATION

Continuing upon the successful SD60-series, in 1992 EMD debuted the next step in locomotive evolution with the SD70-series. While outwardly similar at first glance to the SD60M, the D.C.-drive SD70M featured several external design refinements from the predecessor model. Battery boxes were relocated to the left-hand side walkway immediately behind the cab, a large, boxy forward traction motor blower housing replaced the angular version used on SD60s, the raised walkway duct on the left hand walkway was eliminated, and an intake for the rear traction motor blower on the left hand side of the carbody, directly under the rear radiator intake grill, was added. Internally, the SD70 boasted improvements as well; a 16-710GB prime mover, rated at 4,000hp, was coupled to a new alternator design, the AR20. New D70TR traction motors were standard, and controlling all of this power and locomotive function was EMD's new EM2000 microprocessor, which boasted more memory, twice the processing speed, and improved locomotive self-diagnostic capabilities compared to the processor suite used in the SD60. Even more revolutionary was the inclusion of EMD's patented Radial truck design, the HTC-R. This design, which made its debut under EMD Demo SD60 #3, replaced the venerable HT-C truck, and is unique in its ability to shift, or steer, the wheelsets laterally through curves, resulting in greatly reduced wheelset and track wear, and coupled with the new D70TR traction motors and EM2000 microprocessor, greatly improved adhesion. Continuing with previous practice, EMD built a set of Demonstrator SD70Ms, EMD 7000-7002, all equipped with the North American safety-cab (hence the M in their model designation), and decked out in an attractive gray, silver, and burgundy paint scheme. These units travelled all over North America, showing off the latest technology from EMD. Southern Pacific, Union Pacific and eventually Norfolk Southern would sign up for the SD70M models. Although NS started out with the Spartan cab SD70, they eventually returned for the SD70M model. By 2004 the SD70M began to be delivered with the familiar flared radiator grilles. Both NS and UP have examples of these locomotives on their roster, and you can still find the entire fleet of SD70Ms in regular service today.