Although initially promising, the Budd Metroliners proved unreliable; by January 1978, GG1 and E60 locomotives hauling conventional Amfleet coaches (whose design was based on the Metroliner) had better on-time percentages than Metroliners.
In March 1978, Amtrak began sending the cars to General Electric for rebuilding.
A GG1/Amfleet set covered one Metroliner round trip on a slower schedule.

In 1982 Amtrak finished replacing the Budd Metroliner cars, which had developed problems with their motors limiting their speed, with trains powered by the Swedish-developed AEM-7 locomotives pulling Amfleet coaches.
Maximum speed of locomotive-hauled Metroliners increased to 120 mph (190 km/h) in 1982 and 125 mph (201 km/h) in 1985.
In the six months following October 29, 1990, the morning nonstop express trains were scheduled to cover the distance between Washington and New York in two hours and thirty minutes, an average speed from start to arrival of better than 90 miles per hour.
Although initially promising, the Budd Metroliners proved unreliable; by January 1978, GG1 and E60 locomotives hauling conventional Amfleet coaches (whose design was based on the Metroliner) had better on-time percentages than Metroliners. In March 1978, Amtrak began sending the cars to General Electric for rebuilding. A GG1/Amfleet set covered one Metroliner round trip on a slower schedule.
In 1982 Amtrak finished replacing the Budd Metroliner cars, which had developed problems with their motors limiting their speed, with trains powered by the Swedish-developed AEM-7 locomotives pulling Amfleet coaches. Maximum speed of locomotive-hauled Metroliners increased to 120 mph (190 km/h) in 1982 and 125 mph (201 km/h) in 1985. In the six months following October 29, 1990, the morning nonstop express trains were scheduled to cover the distance between Washington and New York in two hours and thirty minutes, an average speed from start to arrival of better than 90 miles per hour.
Metroliner (train)