#Are there mods for soundplant 43 full#

The 197 power cars produced are numbered 43002-43198. Of the ten prototype coaches, two were adapted for use in the Royal Train, five were modified for use with the production HSTs, and three were transferred to Departmental stock.

Following the introduction of production HST sets, the prototype unit was withdrawn, the power cars passing to the Research Division at Derby. The production power cars featured a redesigned front end without conventional buffers, although a rigid drawbar can be used to connect an HST to an ordinary locomotive. The design was successful and led to production orders being placed for similar trains for the Western, Eastern, Scottish and London Midland regions. It is the only locomotive in this sub-class. In order to facilitate a main line move, Class 41 prototype HST power car 41001 was re-registered as a Class 43/9 locomotive, with the number 43000. The loan agreement ended in November 201 returned to the NRM. The S508 engine was lifted into the locomotive at Neville Hill TMD on 29 June 2012. S183) had been sectioned for display purposes. S508) was required as the original Valenta engine (no. A long-term loan was agreed between the NRM and the 125 Group of volunteers for the locomotive and a Paxman Valenta RP200L engine.

#Are there mods for soundplant 43 full#

In May 2011 the National Railway Museum (NRM) announced that the remaining HST prototype power car 41001 would undergo full restoration work. After proving trials on the Eastern Region the prototype High Speed Diesel Train (HSDT) was transferred to the Western Region, where it was deployed on Paddington Bristol/Weston-super-Mare services. The power cars were given the coaching stock numbers 4301.

The two prototype power cars emerged from the works in June and August 1972 and were initially numbered 4102, but after a short period the entire set, including the passenger coaches, became reclassified as a diesel-electric multiple unit: British Rail Class 252.

The power cars had a main driver's position at one aerodynamically shaped end with the other flat and gangwayed end having only an auxiliary driving position for shunting purposes. The electrical equipment was supplied by Brush. The engine used in the prototype power cars was the Paxman 'Valenta' 12RP200L, which developed 2,250 horsepower (1,680В kW). The prototype set was developed at the Railway Technical Centre, Derby, the power cars having been constructed by British Rail Engineering Limited's (BREL) Crewe Works and the British Rail Mark 3 passenger cars by BREL's Derby Litchurch Lane Works. Prototype power car 41001 (left) with first production power car 43002 The 70-tonne weight of the power car gave it a 17.5-tonne (per-)axle loading.Дevelopment and design Prototype To power the HST at up to 125В mph (201В km/h), each power car had a new diesel engine, the 12-cylinder Paxman Valenta, running at 1,500 rpm and developing 2,250В bhp (1,680В kW). As a result, a new generation of high-speed diesel trains had to be developed.Д®xperience with the high-speed Class 55 Deltic locomotives had shown that a low axle weight was essential to avoid damage to the track at sustained high speed, and that high-speed engines were the only way to provide a good enough power-to-weight ratio for diesels. Financial limitations were tight, so mass electrification was not possible. In the early 1970s, the British Railways Board made the decision to replace its main-line express diesel traction. Powercar 43002 'Sir Kenneth Grange' restored to the original Intercity 125 livery in May 2016Д«ritish Rail Engineering Limited Crewe WorksДЎ,435В mm ( 4В ft 8 + 1вЃ„ 2В in) standard gaugeД§0.25 tonnes (69.14 long tons 77.44 short tons)Д®ngine driven alternator and rectifier supplying DC to traction motors