Introduced: 2005 (standard version), 2012 (commuter version), 2013 (DCC-Equipped version), 2017 (Kobo Custom versions) and 2019 (DCC-Sound versions)

This was the first Kato diesel model to feature their so-called 'shock absorber construction' (although a nascent version of said feature did appear on their revised 2003 F3 models).

Unlike previous models (E8, PA, etc), where the metal contact strips on top of the chassis were free to move up and down, the contact strips on these models are firmly fixed in place (tucked into plastic clips). This new design makes for a much quieter ride

These models employ all of the other time-honored design features one normally associates with 'modern' Kato diesels - chassis-mounted couplers, split-frame DCC-Ready metal chassis, dual-flywheels, low-friction drive, plastic truck assemblies, plastic gearing, blackened wheels, lit numberboards, all-wheel drive, and all-wheel pick-up (no traction tires). The motor is an open-sided 5-poler. Directional lighting is provided by an LED-equipped PC board mounted on top of the chassis. The couplers are Kato's proprietary automatic knuckle couplers. Wheels are low-profile and have no problems on Code-55 track.

EMD F40PH #271 SALE/LEASE SOLD. EMD F40PH #270 SOLD. EMD F40PH #270 SOLD. EMD F40PH #293 LEASED. EMD F40PH #293 LEASED. EMD F40PH – Amtrak (Phase 2) Rated 5.00 out of 5 based on 1 customer rating (1 customer review) Log in to Purchase $ 14.99. JointedRail content is currently.

Performance is perfect in every way - smooth, quiet, flawless pickup and throttle response, exceptional pulling power, etc.

Prototype information -

The EMD F40PH is synonymous with the Amtrak era of American passenger trains. Although it has been retired from Amtrak service, it operated for over 20 years. It continues to be the motive power for commuter railroads all over the United States. Over 400 F40PH locomotives have been manufactured by EMD in various configurations. The F40PH went through some external changes during its production life and each railroad tended to order a custom package of headlights, horns, and other equipment that modelers call 'details'. Even Amtrak's several orders had multiple detail variations. The version we have selected for this production represents locomotives equipped with radiator 'Q-Fans' - a version never before offered.

Addendums -

In 2012, Kato released Amtrak Phase III / Commuter F40PH's. These models have retooled bodies with over-cab A/C units and illuminated ditch lights -

In 2013, Kato released a number of decoder-equipped F40PH's under their Kobo Customs banner (employing TCS K5D7 decoders).

In 2017, Kato released a number of F40PH variants (also part of the Kobo Customs line). These custom runs of F40PH locomotives were repainted and re-detailed from existing VRE units with some minor physical modifications to make them as close as possible to their new road�s equipment. They feature enhanced paint details such as decorated plows (as appropriate), modified horn placement, painted railings, etc -

In 2019, Kato released a number of F40PH's with factory-installed DCC-Sound (ESU LokSound decoders). These were designated as special order items on etailer websites (requiring an extra 2-3 weeks for delivery), so they may have been of the 'built to order' ilk (ala Kato's Kobo Custom locos).

To remove the shell, insert some toothpicks between the shell and the chassis to free the shell clips (one around each truck should do it). The shell should lift up and off easily at that point.

Grade: A

Reviewed: 12/05 Model Railroader ('This great-looking model of Amtrak's F40PH comes hot on the heels of the excellent HO model of the same EMD passenger locomotive from Kato. Like its bigger HO brother, this N scale locomotive is also a well-detailed model with a smooth-running chassis that delivers plenty of pulling power. It's designed for easy conversion to DCC... This locomotive from Kato represents a phase 3 Amtrak locomotive fitted with EMD's 'Q' fans which are recessed into roof to reduce the locomotive's overall height. The models include a rear platform and railing and two snowplows (the spare is for very tight radius operations). Our sample F40PH came fully assembled except for the installation of the front number boards and the actuating levers on the Kato magnetic couplers. A single instruction sheet explains the installation of these parts. The locomotive has a one-piece body shell with nearly all of the details molded in place. Its detailing is sharp with some of the finest rivet and batten strip detail I've seen in any scale. The cab has clear window glazing. Our sample F40PH was neatly decorated. All of the printed lettering and stripes are clear and opaque except for a couple minor breaks over surface details. Two concealed latches lock the body onto the chassis. They're located under the right rear and left front corners...

'This F40PH has a newly designed mechanism with a one-piecec heavy, zinc-alloy chassis. Recesses in the casting hold a Kato five-pole can motor fitted with turned-brass flywheels and universals that drive both trucks. The scale 40'-diameter nickel-silver drivers have RP-25 contours. All of the split-axle wheelsets match NMRA standards. An ingenious wireless electrical system picks up current from all 8 wheels. Because both trucks are acetal plastic, the drivers are fully insulated from the chassis. An inverted T-shaped copper contact strip runs down each side of the truck gear towers and extends across the backs of the sideframes to pick up current from the axle ends. Two rounded pickup tabs on top of both trucks make positive contact with two phosphor-bronze pickup strips that extend the length of the unit to carry the current to the PC board and motor. The PC board includes the headlight-control circuit. However, the model is designed so the PC board can easily replaced with a decoder. Our sample was quiet, but seemed a little stiff as it started at 6.7 scale mph on 1.8 volts... The model's drawbar pull is equivalent to 23 freight cars... The model's top speed of 194 scale mph is well above the prototype's 103 mph maximum... Kato notes that the locomotive will negotiate a 9.75'-radius curve... It's great to see this smooth-running and well-detailed locomotive. As Amtrak's universal locomotive of the 1970s and 1980s, this model F40PH will be right at home hauling prototype-size trains on any Amtrak-era layout. $95')

The EMD F40PH saw the F series again in production as the builder did not catalog a model between 1957 and 1967, when the FP45 was constructed. By the time the F40PH was debuted, however, the industry had long since bailed on passenger service and the model was only purchased by Amtrak or commuter agencies. The original intent of the model was to replace the Electro-Motive Division SDP40F model, which had proved unsuccessful in operation with Amtrak. While never on a sales level approaching early first generation models like the FT, F3, or F7 the F40PH did sell relatively well as they became a quite common sight leading Amtrak trains for years. Interestingly, the F40PH proved so successful on Amtrak that numerous other commuter agencies ultimately purchased it.

Although today Amtrak has since retired or sold virtually its entire fleet of F40PHs, several commuter agencies continue to use the model for to power their trains and they still remain a relatively common locomotive in such service.

The EMD F40PH began production in early 1976. It was a four-axle, B-B truck design that featured GM's latest 16-cylinder model 645E3 prime mover (EMD began using this engine with the FP45 of 1967), which could produce 3,000 horsepower early on, nearly double that of early first generation F models. The F40PH used GM's D77 traction motors, although interesting it produced a bit less continuous tractive effort than early Fs at just over 38,000 pounds (however, its starting effort was much higher, 65,000). Amtrak received its first order of 30 F40PHs between March and April, 1976 (numbered 200-229). These first 30 were rated at 3,000 horsepower while all future units, as well as those ordered by other agencies came rated at 3,200 horsepower. Additionally, the F40PH was capable of speeds of up to 103 mph but the locomotive was never actually operated that fast.

Related Reading You May Enjoy

EMD's General Motors Diesel
Early Switchers: SW, SC, NW, NC

'Cow-Calf' Switchers

NW2
SW1
SW7
SW8

SW9
SW900
SW1000
SW1001 Variant
SW1200
SW1500

EMD's E Series

Rock Island's Unique AB6
E7
E8

EMD's F Series
FT

F2
F3
F7
FP7
F9n
New Haven's FL9
F45 Series

Great Northern's GP5

GP7
GP9
GP15 Series
GP18
RS1325
GP20
GP30
GP35
GP38 Series
GP40 Series
GP50

SD7

SD18
SD24

SD35
SD38 Series
SD40/SD40-2 Series

SD45 Series
SD50
SD60 Series
SD70 Series
SD75M/I Variant
Conrail's SD80MAC
SD90MAC
SD70ACe

The EMD F40PH (which should not be confused with the F40C model, built solely from the Milwaukee Road in early 1974 for use in commuter service) was initially developed for use by Amtrak, as it needed to replace its fleet of SDP40Fs, which were only a few years old at the time but were not reliable in passenger service. Additionally, the SDP40Fs were under suspicion due to a number of early derailments along with the fact that Amtrak never liked how the locomotives rode while in service. In contrast the F40PH proved to be a quite reliable locomotive in its intended service and Amtrak ultimately purchased more than 400 units. Interestingly, EMD initially based the F40PH from its very successful GP40 series of the mid-1960s (its variants remained in production until the mid-1980s) that used a four-axle setup rather than six.

When production had ended on the F40PH in February, 1988 Amtrak owned 210 units (200-409). Other agencies to pick up the EMD F40PH included the Regional Transportation Authority (100-173), Massachusetts Bay Transportation Authority (1000-1017), and New Jersey Transit (4113-4129). Also not listed below are the variants of the model built through 1992 including the F40PH-2 (purchased by Caltrans, 900-919, and the Regional Transportation Authority, 174-184), F40PHM-2 (bought by the RTA, 185-214), F40PH-2C (bought by the RTA, 1050-1075), and the F40PH-2M (purchased by Speno Rail Services, S1-S4). Altogether, including variants, there were 398 F40PHs constructed by EMD.

EMD F40PH Production Roster

F40PH-2 Production Roster

F40PHM-2 Production Roster

F40PH-2C Production Roster

Ho Emd F40ph

F40PH-2M Production Roster

Emd F40phm-2

The F40PH could be seen powering almost any Amtrak train between the late 1970s through the late 2000s until the railroad's new GE-built 'Genesis' models (the P42DC, BP40-8, and P32AC-DM) began to take over most routes. While Amtrak has since sold or retired its fleet of F40PHs most are either used on other commuter systems (such as VIA, MBTA, Tri-Rail, CalTrain, NJ Transit, Metra, Metrolink and others) or preserved in museums. Even CSX Transportation uses four F40PH-2s for use on its business train; 9992, 9993, 9998, and 9999. Only Go-Rail of Canada is known to have since sold its fleet. The two F40PHs known to be preserved today include Amtrak #281 at the California State Railway Museum and Amtrak #307 at the North Carolina Transportation Museum in Spencer.

Emd F40ph Cab

Emd F40ph-2cat