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Let us take some of the stress out of holiday gift buying this season by giving you more time to qualify for price adjustments. Price adjustments on purchases are available 10/8/2022 until 12/25/22. If an item you buy has a price reduction before Christmas, we will credit the difference upon request, so you can shop confidently knowing your price is guaranteed.
All credits will be issued as Loyalty Club Points on your Tower Hobbies account.
EMD introduced the new 3,500 horsepower SD50 in May of 1981 as part of their planned “50 Series”. The SD50 was, in essence, a transition model of the 1970s era Dash 2 series of locomotive. The microprocessor-equipped SD60 and SD70 would continue through the end of the 1980s and into the 1990s.
The SD50 was originally produced by EMD as an immediate response to General Electric’s Dash 7 line of locomotives, which were becoming more favorable with current roads--providing more competition for EMD. While EMD’s current SD40-2 model provided a reliable locomotive for most class 1 railroads at the time, GE Transportation was gaining more inroads with the 3,600hp Dash 7s. The Dash 7s boasted more modern technology and GE Transportation was providing competitive financing and maintenance programs to assist purchasers of their offerings. While EMD’s SD45 and SD45-2s- with their 3,600 horsepower- were successful, the large 20-cylinder engines were not fuel-efficient. This lack of efficiency- alongside reported issues of early reliability-caused many railroads to rethink their motive power support. This was further magnified in the 1970s when the fuel crisis impacted general transportation as well as the railroad industry.
In May of 1981, EMD unveiled the new SD50 which would feature an updated version of the V16 645 from the venerable SD40-2, upgraded to 3,500hp at 900rpm. The SD50 had a longer frame and much longer long hood than its predecessors. Other improvements came in the way of moving the dynamic brake resistors for the dynamic brake gride from the traditional location above the prime mover to a cooler temperature location in front of the engine compartment air intakes, closer to the electrical switchgear. This, in turn, separated them from other systems, resulting in simplified maintenance for both the prime mover as well as the electrical system.
In all, nine class 1 and one international railroad ordered the EMD SD50 including; Baltimore and Ohio (Chessie System), 20 unit numbers 8576 – 8595; Chicago & Northwestern, 35 unit numbers 7000 – 7034; Chesapeake & Ohio (Chessie System), 43 unit numbers 8553 – 8575 and 8624 – 8643; Conrail, 135 unit numbers 6700 – 6834; Denver & Rio Grande Western, 17 unit number 5501 – 5517; Kansas City Southern, 10 unit numbers 704 – 713; Missouri Pacific, 60 unit numbers 5000 – 5059; Seaboard System, 81 unit numbers 8500 – 8552 and 8596 – 8623; Norfolk Southern, 20 unit numbers 6506 – 6525 and 5 units were built for export to Australia for the Hamersly Iron railroad. A grand total of 426 units were produced when production ceased in Feb of 1986.
The Athearn Genesis SD50 fills a void for the modeler of the 1980s and 1990s and is a direct response to the requests we have received over the years. The model will feature Genesis-level detailing such as a detailed cab interior, truck side frames with animated Timken or static Hyatt bearings, LED headlights operating class-lights (where applicable), operating ditch lights (where applicable), operating number boards, operating ground lights, prototype specific antennas, horns, bells, and other road name-specific spotting features. The Athearn Genesis SD50 will also serve to fill the void between the Dash 2 models of the late 1970s and the modern microprocessor locomotives of the later 20th Century and beyond.
EMD introduced the new 3,500 horsepower SD50 in May of 1981 as part of their planned “50 Series”. The SD50 was, in essence, a transition model of the 1970s era Dash 2 series of locomotive.
Originally produced by EMD as an immediate response to General Electric’s Dash 7 line of locomotives which were becoming more favorable with current roads—providing more competition for EMD. While EMD’s current SD40-2 model provided a reliable locomotive for most class 1 railroads at the time, GE Transportation was gaining more inroads with the 3,600hp Dash 7s. The Dash 7s boasted more modern technology and GE Transportation was providing competitive financing and maintenance programs to assist purchasers of their offerings. While EMD’s SD45 and SD45-2s - with their 3,600 horsepower were successful, the large 20-cylinder engines were not fuel-efficient. This lack of efficiency, alongside reported issues of reliability, caused many railroads to rethink their motive power provder. This was further magnified in the 1970s when the fuel crisis impacted general transportation as well as the railroad industry.
In May of 1981, EMD unveiled the new SD50 which would feature an updated version of the V16 645 from the venerable SD40-2, upgraded to 3,500 hp at 900rpm. The SD50 had a longer frame and much longer long hood than its predecessors. Other improvements came from moving the dynamic brake resistors for the dynamic brake grid from the traditional location above the prime mover to a cooler temperature location in front of the engine compartment air intakes, closer to the electrical switchgear. This, in turn, separated them from other systems, resulting in simplified maintenance for both the prime mover as well as the electrical system. A grand total of 426 units were produced when production ceased in Feb of 1986.
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