This is just an observation. When I first got Railworks in June 2010, I always wondered why DMUs, which changed gear when the revs dropped, that the revs readout on the F4 Hud never changed. Now Armstrong Powerhouse have now done this correctly with their Cummins and Perkins diesel sound packs for the Class 158/9, that when they change gears, the revs readout on the F4 HUD will drop when this happens. This shows when either changing up or down a gear.
Hi Trev, Whilst my interest with DMUs is in older types. Dovetail never seem to have really grasped how DMUs actually work. Sounds as well as indications feel so completely wrong against my working life alongside them. Armstrong Powerhouse fortunately produced a good replacement but I gather this has subsequently been withdrawn. I'm glad I purchased it when I did as otherwise they would be consigned to the "use only for AI" pile which seems to grow and grow in size. John
I wonder what is stopping AP adding another section to their site and calling it say "Classic", where they can put back for sale all the products the have chosen to discontinue over the years that players are require from time to time. Can I understand the HST packs being not being made available as they obviouslty want to push the newer versions, but for old packs like DMU's, surely they could be made available for sale? The odd few sales/downloads for those that need them (at say a set price of £9.99?) would be a better solution, rather than making them discontinued and unavailable for anyone?
Agreed, I have most of the withdrawn packs but there are a couple I didn't get. The one I most regret not getting is the Sulzer sound pack as the DTG sounds are poor. I would still most likely buy any enhancement packs which might replace them. I'm hoping that he might tackle some of the missing stock at some point as most of the "modern" stock seems to be done.
First the units don't "changing up or down a gear" All modern DMUs from the 142 thru to the 170 have a Hydraulic Drive thru a Torque Converter. When the driver opens the throttle the revs go to full driving the axles thru the converter and at a speed set by the onboard systems the Torque Converter changes from Stage one to Stage two - the engine revs are forced to a lower setting by the converter. Eventually the revs increase as the train increases speed. Pages 18 & 19 have more info http://locodocs.co.uk/brmanuals/150-1--150-2GeneralInfoDrivingInstructions-1987.htm How do I know this - my profile picture is of me driving a 156. It is interesting AP have modelled the Engine revs as real trains don't give that info to the driver - no need for it.
Almost right. The change is from the Torque Converter to the Fluid Coupling, the Torque Converter doesn't have two stages.
And that was test equipment fitted to ONE Arriva Trains Wales (Now TfW) as an experiment 9 years ago The 172s, and the 195s have this or similar equipment
There was a similar trial in 2014 on a South West Trains Class 158 using a ZF 5-speed auto gearbox. The ATW trial used a Voith unit. The aim was to improve fuel consumption by substituting a mechanical box for the hydraulic Voith T211. Fuel consumption was improved but presumably to cost of retro-fitting the Class 158/159 fleets outweighed the benefits. As already stated the Class 172,195,196 and 197 use a mechanical transmission, ZF rather than Voith, as the fuel saving is obviously worth having in a new build.
