C40 8 - MagnumMacKivler/RLCPT2 GitHub Wiki
GE, ever the iterator, was dissatisfied with the interim model that was the "Classic" Dash 8 series units. As such, the C40-8 (actually written in technical documents as the Dash 8-40C but oops) was a direct follow up to the C39-8 featuring microprocessor controls, a better thought out internal layout, numerous other ergonomic and design improvements and a higher horsepower rating. The type was far more successful with north of 600 examples made, with several still in revenue service.
As this page covers the widecab examples as well for some insane reason, the primary difference lies in the cab and forward equipment box layout. GE also sold a Dash 8-41CW; the uprated standard cab variants were not otherwise recognized by GE.
PT-Specific Information
| General Info | - |
|---|---|
| Prime Mover | GE-7FDL16K (1) |
| Horsepower | 4000 for traction (2) |
| Truck Type | GE FB-3 (3) |
| Axles | 6 |
| Traction Motors | 6 |
| Minimum Weight | 387,000 lbs |
| Maximum Weight | 420,000 lbs |
| Model Base Speed | 70 MPH |
| Top Speed | 70, 75, 80 or 86 ⚠ (4) |
| Electrical System | - |
|---|---|
| Generator Max Current | 10200 Amps |
| Max Traction Motor (TM) Current | 1800 Amps |
| Max Continuous TM Current | 1360 Amps |
| Traction Motor Type | DC |
| Factor of Adhesion | 29% ⚠ |
| Transition Mode | Automatic, no selector |
| Transition Groups | 1 |
| Transition Shunts | 1 |
| Generator Transition | Yes |
| Traction Control | APR + Sand |
| Dynamic Braking (DB) Mode (if used) | Electrical Blowers (5) |
| DB Max Current | 900 Amps (6) |
| DB Max Continuous Current | 900 Amps |
| Blended Braking | No |
| Miscellaneous | - |
|---|---|
| Head-End Power (HEP) | No |
| HEP Power Consumption | N/A |
| HEP Standby/Run Mode | N/A |
| Load Ramp Speed | 3 Amps/Tick ⚠ |
| TM Overload Protection | Yes |
| Starter Mode | Manual Primer, Manual Start |
| Air Brake Schedule | 26-L |
| Compressor CFM | 236.25 (Wabco 3CDCBL @ 1050 RPM) |
| Main Reservoir Volume | 32.4 Cu.Ft |
Notes
⚠: Not Verified or Educated Guess
(1) Later units were sold with the 7FDL16L and Y.
(2) CNW uprated a handful of units to make 4,135 horsepower for traction, designating them as C42-8.
(3) All C40-8's were sold with GSC Rockwell-stamped trucks, however GSC-stamped and AD trucks were possible through trade-ins.
(4) Only 70MPH gearing was available for C40-8s. No other maximum speed or gear ratio from what I can tell.
(5) Engine RPM directly varies with brake handle position so.. probably having Mech Blowers, and the notch at 0 would be more accurate. The sounds are part of the engine config anyway.
(6) The default braking grid system, called "Flat" or "Field Current Control", limited both the motor field current and the braking grid amperage, so that no overload was possible at any speed and the braking system behaved so that braking effort was a proportion of the braking handle even at high speed; the nuances are a bit tricky to describe. The optional system, "Tapered" or "Grid Current Control", provides a fixed grid current limit where the motor field current is exclusively a function of the braking handle position; this is more analagous to how legacy systems worked. Minimum level excitation would still max out the braking effort at high speed. If you wish to cosplay as using the optional system, Max Braking Amps is 1200. No other difference is presently modeled in PT2.