MSRP:  DCC-ready $99.95; DCC-equipped, $129.95

Although I mostly review O gauge items, I jumped at the chance to take a look at the new Atlas N scale Dash 8. Why, might you ask, would one wish to go from the large, rugged, highly detailed trains of 1/48 scale to the diminutive and dainty 1/160 sized railroad equipment? Well, a few issues back I did an extensive review of the Atlas O 3-rail Dash 8 model and wanted to see just how well Atlas could model the same locomotive in N scale. After all, it is pretty easy to detail something as large as O scale, but did Atlas really have the capability of reducing the model size and still maintain all the fantastic details that made their O scale model an award winner? I must admit I have been out of touch with the N scale market for a couple of years, but never the less I had my doubts whether Atlas could do justice to the Dash 8 in such a tiny scale.

To this challenge, Atlas offered us samples of their newest N scale product in the paint schemes of the Union Pacific and Santa Fe. Opening the familiar clear plastic boxes yielded two stunning, highly decorated models. Suddenly I felt my doubts begin to fad away….

GEs Dash 8

To truly appreciate the Atlas Dash 8, a little refresher coarse in the history of the General Electric prototype is in order. The ultimate in four-axle (B-B) locomotive design, the triumph of the Dash 8-40B is in no small part due to the persistence of GE in creating a line of high horsepower four-axle locomotives. While EMD was limited to a 3000 hp prime mover for powering their B-B design, the GP40 series, GE had developed a 3300 hp four-axle locomotive within their Universal Locomotive series in 1967 the U33B. Two years later, GE was able to squeeze another 300 hp out of their prime mover design with the release of the U36B. But sales remained slow for both manufactures with regards to four axle diesels. By the 1970s six-axle (C-C) locomotives were dominating the rails, as an emerging need for hauling high tonnage commodities such as coal became the norm.

 

With the end of the decade, though, another type of traffic was being seen on railroads in ever increasing quantities in the form of piggyback loads. Intermodal traffic would triple between 1960 and 1980. Railroads began looking at high horsepower, B-B truck locomotives for high-speed piggyback service. Why four-axle over six-axle unites, you ask? Piggyback trains are rather lightweight compared to regular freight trains. Great tractive effort, as a six-axle unit delivered, was not at issue, but speed was important to such a time-sensitive commodity. After all, the railroads were directly competing with the trucking industry. Of greater importance was horsepower, because the higher the horsepower, the faster the train.

This rekindled interest in the B-B design put EMD into a position of looking for a new series of four-axle power. The result was the 3500 hp GP50. GE, all ready in the game with their U36B, countered with an improved 3600 hp version, the B36-7. The Dash 7 series saw many improve-ments including great reliability and better fuel consumption over its EMD counterpart. The GP50, on the other hand, was plagued with maintenance problems. EMD began to see GE cut into their locomotive sales. As Intermodal traffic continued to grow in the mid 1980s, both manufacturers continued to develop B-B power. In turn, EMD released the 3800 hp GP60 while GE continued to make improvements to their existing line, culminating in the Dash 8 series. By 1988, GE had squeezed 4000 hp out of their Dash 8 series prime mover leaving EMD a lap behind in this high horsepower race.

The success of the Dash 8-40B was in no small part due to the new microprocessor controls that maximize tractive effort and fuel consumption by constantly evaluating and adjusting auxiliary systems such as cooling fans, traction motor blowers and air compressors. 151 Dash 8-40Bs would be built by the spring of 1989. Railroads purchasing the GE units included Conrail, Santa Fe, New York Susquehanna & Western, and Cotton Belt. A variation of the Dash 8-40B was also put into production in 1990 featuring the North American Safety Cab and designated the Dash 8‑40BW.

The Atlas Dash 8

Our first review sample looked quite business-like in its blue and yellow Santa Fe War bonnet freight scheme. The Santa Fe purchased forty Dash 8-40Bs between 1988 and 1989. Originally numbered 7410-7449, most of the units are still in service today on the Burlington Northern Santa Fe. On the other hand, the Union Pacific inherited their Dash 8s from the Cotton Belt by way of their merger with the Southern Pacific in 1996. Our UP sample, roadnumber 5698, was one of a second batch of twenty locomotives that were delivered to the Cotton Belt in May of 1989.

The decoration is superb! It easily rivals the quality of the Atlas O model and then some. Considering its size, I could never have imagined that Atlas would be able to apply all of the various warning labels, to apply all of the various warning labels to the carbody, as well as the GE builders plates and they are all readable with the aid of a magnifying glass! The paint application is outstanding with all colors opaque, sharp color parting lines, perfectly straight stripping, and crisp letters and logos. Even the handrails are painted not to mention the safety stripes added to the step edges. Atlas follows proper prototype practices when decorating these models right down to blanking out the rear numberboards on both the UP and Santa Fe units.

My misgivings continued to subside as the samples were put through their operational tests. Our editor was first to test the units for the By-The-Numbers section. His note to me on their operation says it all:  The slow speed test on these locos was based on the time it took them to travel an inch – 30 seconds! At first I wasn’t sure they were moving, but the headlamps were lit, so I looked closer, and sure enough crawl was happening. Very nice! These are really good runners.

I totally concurred with my colleagues findings. The degree of consistent smooth operation is incredible. Furthermore, this level of operation was maintained even through 9-inch radius curves as well as standard switches. No derailment problems were encountered either. Power is transmitted from a five-pole motor with dual flywheels to the trucks by way of universal linked worm gears. Each axle is then geared providing all wheel drive. Electrical pick up is achieved through all eight chemically blackened wheels, which make contact with sprung wipers that hand down just below the frame.

Now, the last time I looked at N gauge locomotives, manufacturers were still using the Rapido style couplers. What a surprise it was to find that Atlas is equipping their newest diesels with Accumate couplers – a Micro Trains compatible magnetically operated coupler. The Accumate design works well coupling up with freight cars outfitted with similar style knuckles and did not fail while pulling a twenty car consist around the test track. Note:  Rapido couplers are included with the Dash 8 locomotives for modelers using that system.

Lighting has also improved the N scale. Atlas is using a white LED for the leadlight lamps. The LEDs come on as soon as voltage is applied and are consistent in illumination. The headlights also operate depending on the direction of travel. Overall, the white LEDs really make a big difference, especially in N scale, in giving a more realistic lighting effect.

Okay, I will admit at this point that Atlas really has something going with their Dash 8, but accuracy and detail are what I am looking for in N scale. Checking out the dimensions, I found the wheelbase to scale out at 40, the height 15, the width 10 and the total length over coupler pulling faces 66 feet 8 inches – all within a few scale inches of the dimensions of the prototype. But the accuracy of this model doesn’t stop here.

All the proper access doors, latches, hinges, lift rings, Sinclair antenna, hand grabs, air intakes and panel lines were all present as far as I can tell. Although these are molded on details they are delicate in appearance. Separately applied parts include sunshades, horn, exhaust stack, warning beacon, brake wheel, snowplow, dummy m.u. cables, and window glazing. The handrail is probably the most appropriate sized that I have ever seen on a mass produced N scale loco-motive. And as fine as they are, the flexible handrail could be handled without fear of breaking.

The detail that caught my eye immediately though, is the silhouette of the radiator fan shroud seen molded in behind the radiator grill. I was impressed with this detail on the O scale model and further impressed that Atlas accomplished this feature in N scale. Fantastic!

The underbody also boasts many details such as air reservoir tanks with airline connections, the proper shaped GE 3,250 gallon fuel tank, and M/U cables molded on the pilots. Atlas expertly replicates, as well, the FB or floating bolster trucks perfectly, including the brake cylinders, sanding lines and struts.

Wow! I can’t believe what Atlas has been able to do with a model only 5 inches long. They certainly have met all my criteria and then some in creating a locomotive miniature that rivals the exactness of an O gauge reproduction. The Atlas Dash 8 has certainly changed my view of today’s N scale products. Currently, Atlas is offering their B40-8 decorated for the Burlington Northern Santa Fe, Cotton Belt, Norfolk Southern, Susquehanna, LMX, Conrail, and CSX. Each road is available in two different roadnumbers as well as one without a roadnumber. Models come either equipped with a Lenz decoder or DCC ready; they are priced at $129.95 and $99.95 each, respectively. Check them out at your local train shop today!