NorthWest wrote:Thank you and welcome back! This is a lot of interesting information.
It is interesting that the U34CH has the F6 engine when its production preceded the U36C which had the F1-F5 FDLs.
Allen Hazen wrote:Re: "Allen Hazen should be particularly interested."
He's very interested (and grateful!)… and will take a while trying to absorb all this.
I take it that actual dates of introduction of the various subtypes are not readily ascertainable?
How about the introduction of the CHEC excitation? One source I have says that U34CH production ended in 1/73. (I don't think this includes the unit rebuilt from a C&NW U30C…) Since your list does not show U34CH as having CHEC engines, I'm guessing that CHEC dates from 1974-74 or so: in which case only the last SP U33C would have had G-series engines, and only the last U36C would have had H series, along with, maybe, the very last U36B. (***If*** the final U36B had CHEC… Conrail must have been overjoyed having a new engine subtype and control system on four units!)
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I would assume that continued engine improvements in the Dash-7 to Dash-9 period led to further subtype designations. So, the real reason (Grin!) for the switch to the GEVO engine was that GE had run out of letters to suffix to FDL subtype designations! (Compare: U25B prototypes to end of domestic U-series production was 19 years, with five ratings for the FDL-16. Beginning of Dash-7 production to beginning of production of production GEVO units was 18 years, with at least five new ratings for FDL-16 equipped units: 3750, 3900, 4000, 4135, 4390.)
Typewriters wrote:The KC-102 controller had several submodels.
One of them had a 16 notch throttle and a five position reverser/selector for use with dynamic brake equipped units. The throttle had physical notches in both motoring and dynamic braking.
Typewriters wrote:The KC-102 controller had several submodels.
A fourth version had an eight notch throttle, not different from the other in physical form but connected to a drum that only had contacts set up for an eight notch unit. The selector lever on this type was the five position kind, and in dynamic brake it knocked out the latch pawl on the throttle. Thus, in dynamic brake, after a 'setup' notch (actually corresponding to the old 1/2 position on the 16 notch throttle) movement of the throttle was smooth all the way up to full braking.
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