ROY@34F

I'm glad you mention the variation in the BR green Tony . I've often thought some of your engines are of a strange shade of colour to what I remember . I'll not say which . Just my own view .

The other topic of ageing , unsteady hands etc. I can certainly identify with . Just have to be grateful to be beyond the biblical three score years and ten and enjoy what we can do . I feel blessed to be able to remember the last golden years of the everyday bustle of steam , and being a small part of it .

Keep well .  Regards , Roy .

17 hours ago, Tony Wright said:

With the discussion the other day about 'elevated views', I thought I'd try a few photographic experiments this afternoon. 

 

Firstly, some real 'higher level' views......

 

 

Not very elevated, but near the south portal of Peascliffe Tunnel (an impossible view today because of rampant Mother Nature). 

 

A nice example of an early ASCC motor carrier. And, a lovely mix of stock on the express.

 

 

Classic Hadley Wood. Truly, a train in a landscape. Again, Sylvania has taken over today. 

 

 

Gamston.

 

 

Askham Tunnel (the shortest on the ECML - and anywhere else?). 

 

 

And above the south portal of Stoke Tunnel. 

 

Elevated views do give a good view of the trains, but they're nowhere near as common as the normal three quarter front view.

 

 

From the top of the model Stoke Tunnel, with only the carriage roofs visible. 

 

Selective compression as well! 

 

And on to Bytham's elevated views. Since 1958 was way before drones, I considered where a photographer might have been standing to get these shots.....

 

 

Taken from the M&GNR overbridge.

 

 

Perhaps moving just off the bridge gives a better view? 

 

 

Taken from the lower platform of the Up fast home signal.

 

 

Taken from the platform of the Down fast starter. 

 

 

From the same Down fast starter's platform, but the picture-taker has turned through 180 degrees. He must also have a time-splitting machine, since 60103 has German blinkers; something she got two years after Little Bytham Station was flattened! Rule 1 applies.... 

 

 

A view from the footbridge as an Up fitted freight approaches. 

 

 

A picture taken from the top of the embankment adjacent to the stationmaster's garden. 

 

Aren't A3s handsome locos? In my view, the most-elegant British Pacific. 

 

Obviously, I didn't actually take the pictures from the signals, footbridge and girder bridge (they're strong, but there are limits). I just placed boxes alongside the structures on which to plonk the camera. At least the positions make sense (or at least near to). Aerial shots which could only be achieved by levitation or a drone don't really 'work' in my opinion. 

 

Out of possible interest, this is what my latest A3 will end up looking like (at least I hope so).

 

 

This afternoon, I erected the cab, making sure it was vertically parallel with the tender. Oops! 

 

And you're right, Roy. Just look at that pile of coal in MINORU's tender (at Grantham). 

 

Please observe copyright restrictions on the prototype shots. 

 

 

Before I read  your comments Tony , I thought that looks like Grantham , and the pile of coal is interesting . But it's more the back of the coal space that was always full that is noticeably missing on  many model locos .

Regards , Roy .

Tony, 

One thing I noticed on the pullman photos .  Nothing to do with what you're talking about .  There's not enough coal in the tender on the model . I often think this on many photos of models . Remember we always filled up with coal on this main line . I can't speak for other areas , but you wouldn't see a tender like that in my opinion , even if the engine has come through from Newcastle .

Regards , Roy .

2 hours ago, Tony Wright said:

What a great picture Roy,

 

Many thanks.

 

It shows that not all O2s which worked the branch were tablet-catching-fitted (was it only the GNR tenders which had these?).

 

What it also shows is that one doesn't have to bother buying transfer sheets for BR numbers or emblems - at least in this case. It also shows that my model of 63987 might not be dirty enough!

 

And, what's the disc to the right of the picture, and the gadget by the track to the left?

 

Anyway, some further shots which I hope bring back memories.......

 

 

At Grantham not long before the shed closed.

 

 

And at Retford in happier times. 

 

 

Also at Retford, at the flat crossing. It was a Retford (36E) loco at the time. 

 

Please (all) respect copyright restrictions.

 

And two more pictures of my 63987.....

 

 

You look to be taking a rest.

 

 

 

Did Geoff Haynes make it dirty enough?

 

I hope you and Pat are keeping safe.

 

Regards,

 

Tony. 

Thanks for your reply and all the photos of 3987 , certainly brings back what seems like more carefree times .

Re. the questions you ask : Well it wasn't a necessity to have a tablet catcher up the branch , and you are right , it was only GNR tenders fitted with them . The 4 engines so fitted were 3929/30/31&32 . All 4 were right hand drive , low running plate with short travel valves , side window cabs , and I think all had the B1 boilers and therefore 02/4 class . Have I got that right ?

     The gadget to the left of the tender is a "stop board" with a lamp in it . though it doesn't seem like it . When coming back to Highdyke with loaded wagons it was a requirement to stop there and the guard would pin down half the wagon brakes pretty tight , as the engine and brake would never hold them down the 1 in 40 bank . he would then ring a bell near the trackside close to the brake van , and wait for the signalman to give a couple of rings back for us to proceed , signalled to us by the guard . That's what I am watching out for in the photo I reckon . There is another photo of the same time in "Tracks Through Grantham" thread under "Grantham engines /The 02s " , but Colin Walker was stood at track level looking up at the tender and the guard at the top busy with his work . I don't think I'd spotted him at that point ! 

The disc up the embankment on the right of the engine I think has been stuck there to help drivers of left hand drive engines , as in this case , where to stop .

You will no doubt notice the lamp on the front of the engine ! Rules were bent . Not just up the branch neither as I've mentioned before .

I got the date wrong in my earlier post . It was actually saturday April 6th , 1963 . (I still have my diary for that , my last heartbreaking year) . I was rostered all the week on that job with Driver George Coy , but we had 63931 mon. , tues &fri. I was put on a different job wed. & thurs. Interestingly on a diesel railcar diagram (I think there was teething problems with them) . I was on 61392 both days and went from Grantham to Lincoln and on to Retford , and back by the same route . I had three different drivers each day , but stayed with the engine all the time . An unusual arrangement !

Thanks again for your photos Tony . Pat and I are quite well thanks , as I hope are Mo and yourself .

Regards , Roy 

Phil ,

My servos are HK5330 . ultra micro digital , (currently £3.30 from Hobbyking ) 4 1/2 to 6 volt.  which is a requirement for Megapionts I believe . Dave at Megapoints uses them on his demos at shows and on his website . they are very good and have bounce for the upper quadrant signals .

So they are not the same as the ones you asked about . 

Regards , Roy .

5 hours ago, Phil Bullock said:

Hi folks 

 

Wonder if aniyone has any words of wisdom please on the HK5320 Ultra Micro Digital servos.... https://www.amazon.co.uk/HK-5320-Ultra-Micro-Digital-0-05sec-orangeRX/dp/B01JS7LO00

 

Am trying to use them for signals controlled by the ESU Switchpilot servo accessory decoder. Standard 9G servos are fine and power up when connected to the decoder and can be set up using the direct programming buttons ... but not the HK5320s. Am I missing something?

 

Thanks in advance

 

Phil

Phil ,

I'm sure they are the ones I've got in the attic to try , where my layout etc. resides . Got mine from Hobbyking some time ago (the HK number stands for that I believe) , and they were cheaper than Amazon I'm sure . I'm now building the signals for them , but using Megapoints gubbins , which I get on well with .Dave at Megapoints recommends those wee servos .

Regards , Roy .

Tony , 

   Regarding the B1 tender fire iron tunnel , as I noticed you asked for people who will know to comment ; well I should know . I worked on them enough , so I thought I'd better comment . But I can't for the life of me remember where the fire irons were kept . If there was a tunnel and it was the same side as the driver I did think that a bit odd , as if you needed to pull a pricker out for instance you 'd have to be careful not to clout him on the back of the head ! But I assume Hornby got it right .

Keep safe .

Regards , Roy .

Tim, I have just reread you post where you say your A3 is inside admission and I rabbit on in my reply about all that . 

So my sincere apologies .

Roy.

12 hours ago, CF MRC said:

The critical component in the valve gear is the expansion link.  You could also call it the forward and reverse gear.  In the labelled image it is in mid-gear, i.e. neutral, with very little movement of the radius rod.  An engine would be parked with the gear in this position.  With the radius rod at the top or bottom of the link, there would clearly be more to and fro movement on it. 

The expansion link drives the valve spindle back and forth (hidden in the valve guide at the front) so that steam is admitted at the correct point to either end of the piston, the position of the two also being tied together by the combination lever and union link.  
 

Let’s start with the piston in the middle of the cylinder. If we assume that the engine needs to start in forward gear, then the radius rod is dropped to the bottom of the expansion link, to position the valve so that the maximum amount of steam is introduced at the appropriate end of the cylinder to move the piston in the correct direction of travel to go forwards on the wheels, with full power.  This video should make the relative movements clearer:

(The front end arrangement of the radius rod and valve spindle and eccentric crank angle is slightly anomalous because this model has a slide valve rather than piston valve, with different steam entry arrangements to the real thing).

Once the engine is moving then the radius rod can be raised in the expansion link to being closer to mid-gear.  This has the effect of reducing the movement of the valve spindle, only letting in a little puff of steam to the cylinder ends on each stroke of the piston.  This allows for the small amount of steam to expand in the cylinder, getting the maximum energy from it, hence the term ‘expansion link’ and giving more economical running.  (The equivalent in a car would be that we start in first gear for high power and then go up through the gears to reduce the amount of work that the engine is doing.)

 

If the engine needs to stop, then the regulator is shut and the engine will come to a stop with the brakes applied.  If it now needs to go in reverse, then the valve position is altered in relation to the resting position of the piston, (nominally in the middle of the cylinder) by moving it to the top of the quadrant, so that the piston changes direction for reverse running. 
 

Hope this explanation is of some help.  When the A3 is next in steam, I’ll make a video to show the changes with reversing the valve gear. 
 

Tim

 

 

Thanks for posting that Tim . A nice bit of film about the valve gear . It's obviously a model live steam loco . as it is "outside" admission , (and  most likely slide valve , which is easier to maintain in miniature engines)  , evident by the "wrong" lean of the eccentric crank . and also the joint of the radius rod with the combination lever is below  that of the valve spindle joint with the combination lever . this would be the other way round  on a full size A3 , which is an "inside" admission engine . Outside admission  simply means steam is admitted into the cylinder from the outside end of the valves movement (usually old early slide valve engines) , whereas all modern engines using walchearts valve gear used "inside" admission & piston valves , evident by the more familiar lean of the eccentric  arm  and the arrangement of the radius rod/combination lever joint being ABOVE that of the valve spindle /combination lever joint ,  where of course steam is admitted between the two piston valves , "inside" the two valves . Steam is exhausted "outside" the valves on a inside admission engine .

The radius link or expansion link , appropriately called as you say controls how much the valves move and therefore for how long steam is admitted into the cylinder . i.e.. in full gear forward or backward , with the radius rod at the bottom or the top of the link ,  steam is admitted to the cylinder for 75% of the pistons travel , the valves moving the maximum amount . By "winding up" the gear , as we used to say , you reduce the time steam is admitted , as required  , to maintain the speed and use less steam of course . During the piston stroke the steam expands as you say , so saving steam again .....and keeping the fireman happy ! 

I hope this makes sense . I am no expert by any means . Just have fond memories of my days as a young fireman , and trying to learn as much as I could about the engines .

Regards , Roy .

21 hours ago, t-b-g said:

 

If you can picture a tiny crosshead working in slide bars for the piston valve, then the combination level moving forwards and backwards travels round a unequal arc, in that the pivot is near the top, so the long part at the bottom moves much further than the short bit above the piston valve. As the length on that link is fixed, the bottom of the combination lever swings round in a back and forth arc. The union link has to be able to move up and down a bit in relation to the crosshead and the bottom of the combination lever. Most model valve gear has pivots at both ends of the union link but doesn't mimic the full movement as there is usually no movement on the valve.

 

In model form, very few have a working piston valve and most are modelled in mid gear, so the piston valve would not move if it is modelled at all. The combination lever makes sure that the two sources of movement, the crosshead and the expansion link, "Combine" (hence the name) to create the right amount of movement of the piston valve, in the right direction at the right time!

 

I hope I have that about right. It was how Malcolm Crawley explained it to me many years ago. 

 

I don't know if all valve gears were like that. Some railways may have had other dodges to take account of the arc of movement but that is how it was done on proper railways like the LNER.  

Your description sounds spot on Tony . I agree with all you've said and you've explained it far better than I could . You had a good tutor and friend in Malcolm . I remember many interesting conversations with him .

Regards , Roy .

20 hours ago, thegreenhowards said:

Thanks Andrew, very useful. There does seem to be a tiny bit of movement in the joint where the drop link attaches to the cross head (if I’ve understood the correct parts!). Is that something which we just ignore in 4mm scale?

 

Andy

Andy ,

The drop link or crosshead arm (as we were taught) definitely is fixed to the crosshead and doesn't wiggle about .

Regards, Roy.

19 hours ago, Tony Wright said:

Butt away Roy,

 

You've actually fired A1s! 

 

I'm slightly puzzled by your description. My understanding is that the return crank leans forwards on A1s (or any LNER Pacific). That is to say, if it's the left-hand side, at bottom dead centre, the crank will be pointing towards half-past ten. On the right-hand) offside) it'll be pointing towards half-past one. 

 

Regards,

 

Tony. 

Tony ,

I was referring to the actual photo where the crank pin is at TOP dead centre where the return crank or eccentric arm/crank (as we were taught) is therefore at 7 o'clock on  the RH side , and at 5 o'clock on the LH side , or thereabouts . Actually 5 o'clock & 7 o'clock is a bit out I reckon , 4 or 4.30 & 7.30 . or 8 would be better . You're quite right of course if the crank pin is at BOTTEM dead centre , the eccentric will be where you say , roughly 10.30 on the left side .

What may have been confusing was when I said the eccentric follows the wheel crankpin position by 1/4 of a turn plus a bit (for lap and lead steam) . This applies wherever the crankpin position is , the eccentric follows it . That is with wheels the rotating forward .

Hope that makes sense .

Pat and I are quite well thanks Tony .

Regards , Roy .

5 hours ago, thegreenhowards said:

Thanks Tony,

 

I always know I’m going to get some homework when I post on here! In fact that’s one of the benefits for an unobservant modeller like myself. Once you point these things out it’s obvious, but frustratingly I don’t see them for myself.

 

The Cartazzi frames were easy to fix. Although you would have had a triumphant ‘told you so’ moment when one of them came off in my hand because the glue failed! It’s now soldered back on.

 

 I find the whole valve gear business very confusing with lots of names which I have to look up so please excuse my ignorance and can I check that I understand your comments? The union link was loose on both sides and is held in with a tiny bolt. Is that supposed to be done up so tightly that it can’t move?

 

As for the return crank, is that the small rod which connects the main pin on the centre driver to the eccentric rod (Wikipedia call it the eccentric crank)? If so, am I right to assume that when the main coupling rod is top dead centre, the return crank should point at c. 5’o'clock as in the picture below? And on the opposite side it should point to c. 7’o’clock?

 

Thanks

 

Andy

7 o' clock on that side Andy , 5 o'clock on 'tother side , as you look at it . The eccentric arm follows the crank pin by 1/4 of a turn + lap & lead , going forward . Somebody might correct me on this , but that's how I remember it .

Sorry for butting in here Tony .

Regards , Roy .

17 hours ago, Tony Wright said:

My comments regarding DJH A1s might best be illustrated by a couple of pictures of ones I've made.....

 

 

Under-construction (now completed) 60157 with Cartazzi frames well clear of the rear drivers. Cab raked in (impossible without cutting a slit in the etch) and brass discs soldered on to the outside bearings of the Cartazzi truck and tender. 

 

 

From the rear, the cab rake-in is more-visible. 

 

Roller bearing discs in place, but not as effective (nor diligent in their application) as those of Andy Sparkes.

 

I have to say it's a privilege to have locos I've made painted by the likes of Ian Rathbone (who painted this one) and Geoff Haynes (who's painting 60157). 

 

 

Tony,

   May I offer a little in the way of critical observation on 60156 . The tender sides : should they not follow the rounded shape of the back of the tender and the front end as well of course . I thought it just looks more of a rather shallow angle in your photo . Or is that how it should be ?

Regards to you and Mo . I hope you're keeping well and clear of this awful virus .

Regards , Roy .

2 hours ago, gordon s said:

Now we're getting somewhere....

 

Went back to Norwood and with a bit of juggling managed to get one incoming line with access as per prototype. The outgoing line is now simply for coal wagons and empties. I still keep thinking I've missed something out as there seems so much space.....

 

My comments about filling the top left were very much tongue in cheek, Phil,  as I have been known to fill every available inch with track.

 

There is already a separate diesel shed on the lower level, so that is a possibility which would free up that area and keep all the shed related buildings in one place.

 

A small branch station? Not against the idea, just not sure of a run that lasts 30 seconds. I'm almost thinking of landscaping the area, to try and disguise the amount of track already there. I'm also conscious of the view point looking down the four main lines and would like to keep that relatively open. Rather than a quite substantial brick overbridge with four openings, I may revert to a more slender plate girder and keep things simple. It will only carry light loco's, so doesn't need to be over engineered.

 

Certainly happier with this version. I am wondering about a run round for an 08 to bring  and collect coal wagons plus a small headhunt as per my earlier plans.

 

Looks quite good that  Gordon .    re. the space top left ... remember you need the running foreman's  office , mess rooms ,  oil/general stores , may be a fitting/ machine shop . and a sand drying house . And what about a water softener , water tank . I'm sure you could easily use the space up

Hope you can get a solution you'll be happy with .

Roy.

3 hours ago, Enterprisingwestern said:

 

https://www.google.com/search?client=firefox-b-m&biw=1280&bih=624&tbm=isch&sa=1&q=locomotive+ashpits&oq=locomotive+ashpits&aqs=mobile-gws-lite..

 

Best not tell the real railway then?

 

Mike.

OK Mike, but I'm not convinced  . The photo of Bordesley shed looks about 100 years old .  It certainly was  very rare to see ash in pits in front of sheds , in any amount anyway , but maybe in those days who knows .  They were used to get underneath for oiling and examination , and inside the sheds fitters would use the pit to work underneath . The photo on the southern in 1947 ... well someone is cleaning the pit out but I don't think its ash particularly , maybe just general rubbish . 

Regards,Roy.

Getting a bit complicated now Gordon . I'm not computer savvy so can't draw a plan . All I would say is locos should proceed though the various stages of disposal after arrival without too much reversing of direction . They should coal first , onto ash pits , onto maybe buffer stops as you run out of length you have , back onto shed direct OR via the turntable . Or back to points near loco entry / exit and reverse again onto shed . engines could then leave direct from the shed to exit road . in this case the shed would be alongside the turntable and the points fanning out to the four shed roads alongside the ash pits . This is similar to the arrangement at Grantham . I know .... your TT hole is in the wrong place ? or you've simply not got the room . You're maybe stuck with some compromises .  But engines should proceed following each other through the various stages if at all possible . It's no one horse stable , this . It's a good sized busy shed .There will be many engines following each other through disposal .

I personally don't like to see so many roads onto the TT. as some others have said . 

I do think though you could gain some width to your plan by reducing the two roads for coal to one . Again like Grantham , the full coal wagons are pushed up a bank beyond the plant and the brakes pinned down , and the operator releases the brake and lets the wagon roll down (one at a time of course) in position for raisng while applying brake resistance by leverage on the brake lever with his shunters pole . when empty they just roll down and pinned down again to the points into the siding . So on your model you could have a few loaded wagons at the top of the bank and a few empty ones at the bottom .

       I hope this all makes sense .

Roy.

2 hours ago, Buhar said:

Those would have been inspection pits. Ash pits needed to be a bit further away as flying ash would play havoc with oiling and repairs. 

Alan 

2 hours ago, Enterprisingwestern said:

 

Knowing less than most people hereabouts on steam sheds, but wouldn't the ashpit roads be in front of the engine shed on a "small" four road installation such as this and not on their own roads?

I remember from my spotting days of avoiding the ashpit and associated detritus when approaching the main building.

 

Mike.

Absolutely correct Buhar.

Roy.

11 minutes ago, gordon s said:

It's difficult to measure Neil, with the number of pipes etc around the boiler, but measuring right at the front of the smokebox, they both came in around 20.90mm. Google says it was an ABR5 boiler, whatever that may be. Probably an optical illusion.

 

Spent hours on Templot today trying to come up with a satisfactory shed layout. I love spending time on Templot, but it really is a challenge to both your brain and geometry skills as the slightest movement in one direction can completely through out everything. It probably wasn't a good idea to start with an existing plan and then condense it as that in itself caused numerous problems.

 

Eventually I got there and I hope this appears reasonable. Open to any suggestions of improvement, but would prefer not to have to start again.....

 

 

It's probably self explanatory but the purple/maroon box is the coaling stage. The green boxes are ash pits and the black box is for coal empties, having been shunted in to top up the coaling stage. The difficulty was still trying to have an exit from the shed without using the turntable and yet keep the flow through. If needed I could add another ash pit straight ahead beyond the coaler and if necessary extend that line via a turnout below the turntable.

 

The two exit lines on the left cross over the main lines and then join further round before ET station.

 

Apologies for any howlers. It's been a long day.....

 

 

That looks quite good Gordon . Nice to see two ash pit roads ,  enough to accommodate 3 or 4 big engines each ? Or another one after the coaling plant as well . As you say , you could do with a turnout to reverse to the shed without using the turntable . It looks like you don't HAVE to use the turntable when coming off shed as all 4 roads converge at least an engine length from the 'table , which is good . The road above the two pit roads : is that for wagons to load ash into ?  Or what about putting the ash wagon road in between the two pit roads ? That would look good I reckon . That's how it was done at KX Top shed  .. Its just a shame that you can't get back after coaling plant to the shed or pits without using the table . But it's difficult I know . It' surprising the room you need to make a proper looking steam depot .

Regards , Roy .

35 minutes ago, Siberian Snooper said:

No problem,  these strange and trying times are enough to scramble anyone's mind.

 

 

Thanks but I did ramble on a bit about pits . It's just that someone mentioned fires would be dropped on the short stretch between the coaling plant and the turntable , and I thought that's nowhere near enough room for the amount of engines using a depot of that size . In fairness Gordon hasn't stated which are pit roads anyway I don't think .

I follow this thread because it is loosely E.R.  B.R. and 1960ish when I was on a two year" on loan" stint as a spare fireman at Top shed ( Dec.'59 to Dec. '60 ) from Grantham , and have so many fond memories of those wonderful last days of steam .    And Gordon's trackwork  is amazing  . It's also nice to see something running lately - at last ! and gliding through all that OO-SF point work .                                                                                                                                                                I might add that we rarely cleaned fires anyway at  Top shed !   There was a gang of   ( recently imported ? )   coloured gentleman to do that . Hard working guys and glad of the work no doubt .

Regards , Roy .

9 hours ago, Siberian Snooper said:

As Alan has said, I was referring to the top picture, not Top shed. 

 

 

Alan and Sib Snoo , Apologies  , I should have realised . Perhaps what threw me was the fact  that Gordon is basing his wonderful layout on the approaches to KX . and Top shed being mentioned . But of course  not THE Top shed ! Neither plans are anything like Top shed anyway . I look at model steam loco depots at exhibitions with very little suggestion , if any of ash pits , or not enough . There would always be quite a few engines on the ash pits at any big depots . The hardest work was done there mainly cleaning fires , clambering over piles of ash and clinker , maybe hot , underneath to rake and wash out the ashpan , unless you were lucky enough to have a rocking  grate and drop ashpan like standard class engines and A1s.  I know !!

Regards , Roy .

1 hour ago, Siberian Snooper said:

I think that the top shed layout is more prototypical. Come on to shed and take coal and empty the ash pan, proceed to the turntable for turning and then proceed to shed. It also has the get out of jail card, in that with a little to and froing, the shed can still be accessed without recourse to the 'table should it become disabled.

 

 

As you mention Top shed , I hope you don't mind me pointing out ,  with respect , that's not what happened at Top shed . Tender engines would enter the loco. depot onto the turntable as all tender engines need to turn , with KX being a terminus . Tank engines would take an avoiding road to the side of the turntable . They then proceed to the coaling plant , on to the stops , reverse direction to the two ash pit roads for the fires to be cleaned , ashpan and smokebox emptied . after which they moved on and then reversed back to the sheds or the "back pits" behind the running shed office ,which was generally used for goods engines and some others .The main shed was for the big engines . A smaller shed was used for the Met tanks .

Regards , Roy .

21 hours ago, hayfield said:

Roy

 

Sorry I cannot confirm what you have written, what I do know is that the bevel gears were far more efficient than worm gears, with the advent of smaller worms the issue is not so great, plus modern gearbox design is far better than the old motor mounts. The coreless motor seems very smooth, I still have a few bits to iron out with the chassis, but it is a bit of a test bed for the motor

 

 

I have used a High Level road runner gearbox. The motor needs to move forward a few mm to clear the firebox  backhead, I will swap the gearbox for a road runner plus

 

 

I have fitted pickups to the middle and rear wheels, the frame is much slimmer between the front and middle wheels, but as a  replacement for a Mashims motor it looks promising  

Thanks John for your reply .  I agree coreless are very smooth , powerful and quiet , so I hope it works out good for you , and that I'm wrong about the suitability of worms on coreless drive shafts . I'll be interested to see what you think of it . 

Regards , Roy .

2 hours ago, hayfield said:

Here are a couple of photos of the High Level coreless motor with a Road Runner gearbox

 

 

Just built the gearbox and it will go into a Wills/Southeastern Finecast E1 chassis

 

The motor is the smaller 1219 version

Thats for that info John . As I remember , the coreless motors used in the Portescap  gearboxes were fitted with the pinion and crown wheel so as not to impart lateral force on the drive shaft , as a worm would do , as they weren't built to withstand it . So is this type of coreless built with better bearing design , or have I got it all wrong , which is likely , I have to say .

Regards , Roy .