Here are some initial observations using the 28072 Hudson from way back as a point of comparison. I chose the cataloged 5418 J3a because I liked the combination of the Scullins and the standard tender much like the old 28072 TMCC Hudson from way with the 5444 cab number.
The standard tender model has a modern separately-applied coal load and proper Kadee mounts for those of us that like that sort of thing. The photo above shows the adapter box and mounting hardware. The tender frame is drilled and tapped to accept this setup. It appears to be set at the right height for the out-of-the-box tender ride height. I think the ride height looks pretty good so far. I really appreciate Lionel going through the trouble of doing this as it will save so much time on the workbench and it helps bring these models up to date with current model railroading trends. A quick thought - Al Staufer thought the PT tender was aesthetically abominable coupled behind a Hudson. I happen to agree! Paint finish has a nice matte finish to it. The engine-tender gap has been tightened up.
The locomotive shell itself is very much the same overall as the early 2000s model, with some minor alterations for the whistle smoke. There is a smoke hole under the whistle and the throttle dome is removable to access the whistle smoke fill. This is held on by magnets. You may want to pay attention to those magnets as mine seemed to want to go along with the dome after the second time I pulled it off. Nothing a bit of CA can't cure though. Overall, the fit and finish of the shell is nice but I do not like the parting line forward of the booster stack. I also don't like the oversized and incorrectly mounted class lights. These two items don't matter to me at this point as I am planning on removing the class lights and possibly painting the smokebox black. I can address the parting line then. Initial inspection of the smokebox front revealed a complete line of rivets around the outer diameter so removal of the class light may not be as much work as initially thought. The headlight is incorrect on this J3a and I will probably swap it with the PSC version.
The locomotive drivers (Scullin disc phone dials on this cab number) are pressed to solid axles unlike the old model which had screw-ons on Magne-Traction axles. (Remember the first scale SF and NYC F3s having M-T too around this time?) The traction tires are on the rear drivers as opposed to the center blind ones like the old days. I'd imagine this will give the engine a bit more 'bite' on the rail. My tires are a little thick or maybe not seated perfectly giving the engine a bit of wobble at speed. You may see this a bit in some of the quick vids above by observing the cab roof. I may try to seat them a bit more or just run them in. I always expect a bit more traction tire-induced wobble on six-coupled driver steamers as opposed to the eight and ten wheeled steamers I usually run. There are three pickup rollers so it may be less prone to dropping out over power gaps. I usually put 'cheater plug' tethers on my steam engines if they tend to drop out too often, which is most likely to happen over my Atlas #5 switches.
Running qualities are what I expect from Legacy with no jitter or shakes observed at low speed in either direction. Other videos on here were making me a bit nervous but all seems well so far. I really like Legacy's motion controls and think they still have the best in 3 rail O. This engine also sports the back-drivable gears that may have made their first Hudson appearance on the old CCII ESE Hudson.
So far so good. I recently sold off all my NYC freight power with the intention of sticking with PRR (and a few stragglers here and there that took a wrong turn somewhere) but always wanted a proper Hudson because everyone should own a Hudson at least once or twice.
