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The gearbox was a two-speed reversing affair. Low and High range, forward and backward. The unit was designated for a top speed of 35 M.P.H. in high range, and you were supposed to change from low up to high range at around 12 M.P.H. However, sustained running below 20 M.P.H. is difficult in high range, as the engine RPMs are low enough that you have trouble keeping the air compressors running fast enough to make up the air you are using (control system, horn, air brake trainline supply). You sometimes need to switch to low range just to keep th e RPMs up. The really odd feature of the design was the torque converter. It used diesel fuel oil as its hydraulic transmission fluid -- from the main fuel tank! Once used in the torque converter as transmission oil, it is returned to the main fuel tank. In this way, the fuel tank (400 imp. gal.) acts as a very large transmission oil cooler! The dual powertrain is a chronic problem in these units. Because of the two fully independent drives, if the two powerplants are not kept exactly synchronized, one always tends to lead, or pull, the other, which drags. In effect, the slightly faster powertrain pulls the unit along the rail, and the rail pulls on the other powertrain's clutch. This very quickly causes premature clutch wear, and we are always repairing/replacing clutches!
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