Many, many (too many - about 40) years ago there was a train going up the Colton Cutoff in Cajon Pass that stalled. They must have called out the roundhouse, as I recall (and likely have slides of) the roundhouse worker(s) having a ladder against the side of the locos on the fireman's side of a couple GEs (likely U25B or U33C) and seems to my fuzzy memory they were trading some kind of electronic modules. I do know that one thing they did on Dash-7s was to put all the electronics and relays behind the cab in their own cabinet (accessible from the engine room side), but the contactors and switch gear remained under cab and front left walkway. GE also hung onto electro-pneumatic switchgear long after EMD switched over to magnetic and motorized switchgear. GE still uses open finger contacts on their new locomotives.

I don't mind the pre-Universal and industrial line of GE's as far as electrical, the old battery field EMDs are easy, the 35 and 40 series are miserable, Dash-2s are great, 50/SS is miserable. Just not familiar with newer GE's and despise anything with a misbehaving computer.

Something few people realize - there are times there were substantial eletro-mechanical design changes within the same model designation. EMD made a huge change in the frame design mid-production of the GP35, changed the transition scheme and excitation control on the SD45. In the middle of Dash-7 production, GE changed the entire excitation, transition and wheel slip system. These weren't options, but production changes.