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[quote user="tdmidget"]In a conventional rod engine if the connecting rod is inline with the axle there only linear thrust and no torque at all would be produced without quartering.[/quote] The principle you have illustrated here applies to the second set of drivers even though the rods are being driven by the first driver set, and that driver set is being driven by a torque or rotational motor or engine.  Even with torque powering the first set of drivers, the second set is being powered as though it were on a conventional rod engine. <?xml:namespace prefix = o ns = "urn:schemas-microsoft-com:office:office" /><o:p></o:p> Consider an 0-4-0 with a gear motor driving the first driver set and a pair of rods driving the second driver set, and no quartering with the opposite side.  That second driver set is being driven by liner motion of the rods even though the first driver set is being driven by torque or rotational force.  <o:p></o:p> Now while the stalling on center is a perfect geometrical response, it may be possible to run such a non-quartered 0-4-0 around all day and never get it stuck on center.  Although, as you have mentioned, the power torque to the rod-driven second driver set will be very uneven, and very weak as the crank pins near dead center.  But the chance of getting stopped with the crank pins on dead center is rather small.    You mentioned a 44-ton Whitcomb with both rods on one side removed.  Although there would be no quartering under such a condition, the locomotive does have two trucks, and they are not synchronized with each other, so the chance of a coincidence of both trucks becoming synchronized through slippage during operation is remote.  And if they do become synchronized, they won’t stay that way for long.  And while they are synchronized briefly, there is only a small chance that they will stop with pins on center.  So in lieu of quartering where one side takes care of the other to prevent centering, one truck will tend to take care of the other to prevent centering.
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