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pheaton

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  1. its a cooling fan of some description, couldnt tell you what for.
  2. On Paper hydraulic transmissioned locomotives had a very very favourable advantage with tractive effort, its unfair to compare the hydraulic locomotives on horsepower to say a brush 4 because the hydraulics had two engines.....there was in traction a very very interesting article that BR could have potentially drastically reduced the class 56 order (i think talked about eliminating the Romanian built 56s off the order) had they thought about retaining some of the westerns displaced from the western region. Transmission power however also had higher inefficiencies at the higher speed as well, and fuel consumption compared to a sulzer or an EE was inferior. In fact foster yeoman considered taking on surplus westerns at the time as well..... However you are forgetting they key issues that westerns and most hydraulics had was that no transmission capable was capable of more than 1500ish hp at the time and for a while after (hence why westerns were twin engined) class 35s were 1700hp but this was a different transmission....and also as a result of restricted bodyspace.....none of the westerns could have ETH....which is what eventually finished them off.... having 2 engines.....two transmissions....i would have said made them more expensive than there electric transmission counterparts.
  3. Mark, There is one "preserved" on the Gloucestershire Warwickshire Railway in the possession of the 2807 group who use it as a mess van.....would you like some pictures? Thanks Simon
  4. Also bear in mind that you wont be able to pin track down very easily and you won't be able to use solvent anywhere on the board.
  5. Are you sure the frames are securly cliped in place? Does the bogie rotate freely by hand?
  6. AFAIK Heljan have never made any changes to the class 26 its identical to the very first version they produced....only the 33 had an upgrade, and 99% of that was concentrated on the bodyshell.... with some minor improvement on the bogies...
  7. Its the eth generator thats normally the weak point, providing the loco is driven correctly the main generator is no weaker than any other EE generator. Spares are far easier to get hold of than a sulzer, believe it or not, dont forget the 56s engine is a direct descendent from a 50, and you could probably use a lot of parts from a 37. Electrical wise a lot od development has happened to them since br ditched them including the dreaded kv10 being made into a solid state modern version. The downer on 50017 is its tyres are near scrapping size, which means the best part of 40k if you want to continue on the main line long term.....
  8. Hi Paul. you dont mention which chip you have used. I havent fitted a lima motor for years with a chip, my last lima 31s were converted to railroad chassis which sometimes have the same issue you are describing but are a little better at accepting a chip out of the box than lima motors are. I would check if BEMF Is enabled, and possibly look at adjusting the CV for the starting voltage. But out of the box some decoders might see the lima motor as a little primitive and adjustments to be made. Also its never made a difference for me but have you removed the suppression capacitor?
  9. With the better sound sampling rate and 4 times the amount of memory you can store more and better sounds yes..... But only if your speakers are upto it.... Thats always been the issue in 00 and n gauge.... Significant step....... In terms of capacity its normal evolution.... 16 bit sampling rate...remains to be seen with the current speakers on offer
  10. theres stuff about the V5 on the southwestdigital pages....alas nothing about a free replacement program.....
  11. thats because you are using the wheels to try and crank the engine.... when pushing the two traction motors turn into generators, and with a few "mods" in the cubical (but i seem to recall a knife switch was provided) you can use them to excite the start coils on the main generator making it crank the engine over..... its no more difficult than pushing a wagon..... provided you dont go over the top..... i had heard it got quickly banned but never saw an explanation why......although i do recall having to "rock" an 08 in cold weather because the motac in the gear case had hardened to the point where the wheels wouldnt rotate....i do wonder if that was the cause of the scenario mike described.... cranks shifting is normally due to wheelslip.....not helped by the high gearing in the traction motors....but it would surprise me at all if it happened "during emergency starting"
  12. Ive heard about the 08 bump start procedure mike....but what could actually go wrong ???
  13. and nobody is disagreeing with that but as history has shown with the contemporary english electric and sulzer engines which as we all know made up the bulk of british railways, the cons outweigh the pros, which is why it was and still is seldom done, it seemed to be only maybach MAN and MTU that had and have enforced the pre-heat method. Even the more exotic napier and crossley engines were not pre-heated. and these idled at a similar speed to the German counterparts compared with the sedate 250rpm of a sulzer or an EE. Even the standby generator versions of the 6lda and EESVT series were not pre-heated and as far as i know there was no manufacturers mandate to do so in the temperate climate of the UK. you will also find that by deleting the radiator bypass valve (which was done on most if not all locomotives) you still have a slow climb in temperature, and you avoid the rover k series conumdrum of cold water suddenly enter a hot area.... if i start 45149 on a very cold day its not up to temperature for a good 2 hours at least if i leave it idling.....or about an hour if its in service, because the the water is continuously circulating through the radiators....a lot of stress related fractures seen in cylinder heads on EE engines (and that includes 58s and 56s) is due to the design of the flame face which allows for fractures between the valves, the same fractures were comparatively rare on the 2 valve heads of the sulzers. and you could argue that with the increased combustion of the fuel at a similar temperature they took more of a pounding......Ok with preheating you isolate the issue of block or heat exchanger or radiator or secondary water tank.... related failures, but this in turn is resolved by anti-freeze. In a class 20 the heat rise is even slower because the fan is permanently engaged. If you are trying to meet strict emissions or reliability figures which only may be achieved under certain temperatures then yes i agree fully pre-heating is the way to go....but BR reliability figures were always a target....nothing else... On the preservation side the primary reason for pre-heating is to reduce oil dilution from the unburnt fuel, and to reduce the stress on the batteries caused by a hunting AVR, plus the various reasons you mentioned... but its restricted to EE based engines, im not aware of any sulzers because most of the issues are negated by the higher compression ratio of the engine, which reduces greatly unburnt fuel and misfire, and the stresses related to it....
  14. Not sure about 37s but a 12 cylinder ETH fitted sulzer will burn about 10-15 gallons an hour idling......so in the case of a class 45/1 after 10 hours thats an 8th of your capacity. 59s as far as im aware are fitted with priming pumps.....to the best of my knowledge only class 50s and 08/09s have manual hand priming pumps. Also the 59s are bit of an odd case as royaloak touched on because they don't use lead acid batteries, they use NIMH (or they did when they were delivered) which have a much much lower capacity and are very very sensitive to cold temperatures under load and you can also only charge them within a specified temperature range. Which probably one of the reasons they are kept running in cold weather... Someone mentioned its just a case of a couple of 415v sockets....well its not just that you need to have the site supply and infrastructure to deal with the 6kw+ output requirement of each socket.....and thats a lot of money to spend when it should only be required when your locos have been stopped for more than a day in very cold weather....
  15. for me both cobalts and tortoises do sound different, with cobolts noticeably louder.. what doesent help though is the lack of damping on a tortoise....mind you that doesent seem to make a shread of difference on the cobalt
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