-Don (Random stuff, mostly about trains - what else? http://blerfblog.blogspot.com/)
QUOTE: Originally posted by drailed1999 The units should load the same, it's just a matter of horsepower. For local and yard work it doesn't matter. Dave, are you talking about the yard in Roseville??????
QUOTE: Originally posted by GMS-AU Are the turbos on EMD's not direct gear driven. Do they have a clutch system and if so what inducts the fuel/air at low revs? Is the clutch a centrifical one and engages at a certain rev limit?
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QUOTE: Originally posted by BigJim N&W was a pioneer in slug technology. They started out in the yard and after some time built some for the road. These road slugs were a real bane to those that had to operate them. They worked fine up to about 15mph at which time they cut out. So what happened was it made for a very slow run. Sure it would just pull the tonnage over the hill at 15mph or below, but when the grade wasn't so steep the slugs quit working and there wasn't enough power to make track speed or get even close. Kind of a catch 22.
Loading is no different between them, the major differance is while switching and kicking cars the non turboed locomotives engine respondes better I.E. turbo lag when it goes from notch 1 to notch 8 their is some lag. When I work road switchers or locals it does not make a differance to me.
Rodney
Usually when I switch with a turbo engine, I take it out to Run 6 when kicking. They don't always like to go to 8 from idle. I had one shut down on me when I tried it. SD40-2 in 6 is around 2000 hp, same as GP38 or SD20 in 8, so it works out. A SD20 kicking in run 8 works pretty good, less slippery than a GP38. Need cars with air to stop, though.
Some of the engines transition like they have a shift kit in them, pretty quick. Others take a while. Changing direction takes longer in a six-axle, more going on in the electrical cabinet.
Mike WSOR engineer | HO scale since 1988 | Visit our club www.WCGandyDancers.com
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