<sod>The two daily round-trips were branded ''Turboliner'', replacing the individual names ''[[Abraham Lincoln (train)|Abraham Lincoln]]'' and ''[[Prairie State (train)|Prairie State]]''. Amtrak would repeat this experiment with the Detroit and Milwaukee corridors. Track conditions limited the new trainsets to {{convert|79|mph|km/h||abbr=on}}, but they were clean, comfortable, quiet and reliable. In the first year the Chicago–St. Louis running time dropped from 5.5 to 5 hours. The [[Federal Railroad Administration]] refused a request from Amtrak to raise the speed limit to {{convert|90|mph|km/h||abbr=on}}, citing inadequate signalling along the route. The new equipment had fallen out of favor by the end of 1974: food service was inadequate, and the five-car fixed consist could not handle demand. [[Amfleet]] coaches and new conventional diesels replaced both of the Turboliner trainsets in 1975.<ref>{{harvnb|Sanders|2006|pp=227–229}}</ref><eod>
<sod>The two daily round-trips were branded ''Turboliner'', replacing the individual names ''[[Abraham Lincoln (train)|Abraham Lincoln]]'' and ''[[Prairie State (train)|Prairie State]]''. Amtrak would repeat this experiment with the Detroit and Milwaukee corridors. Track conditions limited the new trainsets to {{convert|79|mph|km/h||abbr=on}}, but they were clean, comfortable, quiet and reliable. In the first year the Chicago–St. Louis running time dropped from 5.5 to 5 hours. The [[Federal Railroad Administration]] refused a request from Amtrak to raise the speed limit to {{convert|90|mph|km/h||abbr=on}}, citing inadequate signalling along the route. The new trains had fallen out of favor by the end of 1974: food service was inadequate, and the five-car fixed consist could not handle demand. [[Amfleet]] coaches and new conventional diesels replaced both of the Turboliner trainsets in 1975.<ref>{{harvnb|Sanders|2006|pp=227–229}}</ref><eod>