PenBits PK002 Assembly Instructions Manual

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ASSEMBLY INSTRUCTIONS

PK002

SPRUNG BOGIE KIT

BACHMANN

CLASS 47

PenBits Model Railways

www.penbits.co.uk

c/o 12 Fieldside, Long Wittenham, ABINGDON, Oxon, OX14 4QB

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Table of Contents

Table of Contents General Notes

A Few Words … Safety The Instructions

Structure Printing

The Etches

Tags Slots Degree of Etching Cusps Folds

Soldering Warranties

Bearing Carriers Subframes

Main frames Spring Seats End Stretchers

F004 Stretchers F003 Stretchers

Undertray and End Plates

Class 47 Bogie Bolster Bachmann 47: Preparing the Locomotive Modifying the Bogie Drive Fitting Wheelsets Springs, Bogie Assembly and Rolling Test Class 47 Brake Detail Class 47: Cosmetic Sideframes Pickups and Power Final Assembly

Table of Contents 2/52

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General Notes

A Few Words … Safety The Instructions

Structure Printing

The Etc hes

Tags Slo ts De g ree o f Etching Cus p s Fo ld s

Soldering Warranties

A Few Words …

These advices, taken, several moons since, from John Lythgoe's instructions for his Formil Model Engineering Dyna-drive kits, have proved to be useful and enduring tenets:

"Proceed with patience and due c are at ALL stages and a free-running locomotive should result." "Allow sufficient time to spread the conversion over a number of modelling sessions." "Work in good light conditions. Use an anglepoise-type lamp if possible. A selfsupported magnifier is a useful aid."

Safety

Our kits are intended to be assembled by adult modellers, with some workshop experience and awareness, who are able to exercise due care and attention when handling the materials and carrying out the various operations involved. Many of the metal components have sharp edges. Chemical products used in assembly c an be injurious through contact with skin or eyes, ingestion or inhalation. Some processes involve high temperatures. The user should be aware of and follow the manufac turers' or suppliers' safety data and instructions for all tools, materials and products.

The Instructions

Structure

We've divided up the instructions into "narrative" paragraphs, like this one, which indicate what is being accomplished by a particular stage,

"instruction" paragraphs, like this one, with the t ick-box; "box-ticking" not our favourite ac tivity perhaps but nonetheless can be useful, on a printed copy, for

General Notes 3/52

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recording progress and making sure nothing is forgotten,

and "advisory" paragraphs, like this one, which pass on techniques that we found useful but aren't necessarily the best way, or the only way, of achieving a result.

Printing

We have introduced a "Check List" for eac h kit, which contains the texts of all

the instruction paragraphs for the kit. This is a great deal more c ompact for printing than the full instructions, and perhaps more suitable for the workshop. The Check Lists are available only from the on-line copy of the instructions, from this Index

Page.

We intend the Full Instructions to be viewed 'on-screen'. If you did need any of the diagrams or pictures in the workshop, you could download and print them

individually to complement the Chec k List.

If you wish to print out sections of the instructions, they are formatted in standard

HTML/CSS but, even so, the print function in some browsers does a better job of rendering them than others. We find that 'Print' function of the Google Chrome browser produces a good printed result: it also gives the option of 'Save as PDF', which is a convenient way of creating a single portable file, including all the illustrations, which you c an view or print on any device.

If your printer can produce half-size A5 prints (two per A4 sheet) or, better still,

double-sided A5 booklet printing, using those options can save a great deal of paper.

The Etches

Tags

Components are attached to the fret by small half-etched tags. These can be cut through using a heavy c raft knife with an old, stubby, blade (avoid the thin, pointed, 'scalpel' types, as they will break), against a hard surface. We keep a rigid Stanley knife expressly for this purpose, with an old carpet trimming blade ground to shape as shown.

Any remnants of the tag may be cleaned up using a flat file. We have tried to avoid putting tags on mating fac es, but there are some instances where they need to be removed thoroughly.

Slots

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Some of the parts of our kits are designed to fit, perpendic ularly, either into or through slots in other parts. The slots are intended to provide a loose sliding fit for the other part. Because of variations in the degree of etc hing (q.v., below), it is possible that the fit will be looser or tighter than ideal.

Check the width of eac h slot with a

piece of scrap etch before assembly, preferably before folding the slotted part. If the scrap will not pass through, hold it in pliers or a hand vice, as shown (though make sure the part is well supported), and work it through the slot until the loose sliding fit is achieved. In tight spots, it is possible to use a small drill held in a pin chuck as a file.

Degree of Etching

The etch is created for us by a third party industrial manufac turer using a process of chemical erosion. The 'Degree of Etching', i.e. how long the metal sheet is left in the chemical bath, is a variable which is set by the skill and judgement of the operator as each batch of sheets is produced. That dictates that the sizes of the etched parts on different sheets can vary, within a certain tolerance, around the nominally designed values. The variation is more significant with the relatively thick materials, that we use in the main structural parts of our kits, than it is with the thinner materials typically used for detail parts.

The ideal degree of etc hing is indicated by the slots (see above), as manufac tured, being just slightly on the tight side of the easy sliding fit required. The range of degree of etc hing which we deem to be acceptable is from a 'lighter' etc h, in which the scrap material has to be pushed through the slot quite firmly to achieve the c learance, to a 'heavier' etch, where the fit is a little loose. We have test built our kits from et c hes across this range to confirm that they may be assembled successfully.

Cusps

The c hemical erosion process works equally from each side of the metal, resulting in the edges of the etch having shaped 'cusps' as in the diagram here. On edges which will be visible on the finished model, it is good practice to file the edges of the metal flat. Many of the edges on our kits are hidden from view.

Where edges form joints with other components, on a 'lighter' etch the edges may need to be filed to a flat surface to achieve a fit, whereas with a 'heavier' etch one might leave more of the c usps in place. In places which can't be reached by a file, e.g. in ac ute corners of the etc h, the cusp may be pared away with a sharp knife.

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Folds

Folds are indicated on the etches by halfetched lines. Unless stated otherwise, all folds are made at 90° with t he half-etched line on the inside of the fold. Most folds may be made by holding the larger part of the workpiece in the fingers or, for smaller items, a hand vice or similar clamp, and then driving the fold from the smaller part either by using smooth-jawed pliers or by turning it over against a smooth, flat, hard block of material such as hardwood, metal or tufnol. For longer folds the workpiece may be clamped between two flat, straight edged pieces of similar material. Special folding tools or bending bars are not nec essary, though of course you may find them useful if you have them.

Whichever way you make a fold, try not to force its location or direction, but let the brass bend at its weakest point as determined by the c entre of the etc hed fold line. This should result in a correctly positioned and symmetric fold as shown in the diagram.

The act of making the fold will work- harden the metal along the line of the fold and may even, especially with a lighter etch, cause it to yield on the outer corner of the fold. Try, therefore, not to work a fold unnecessarily once made, as it will become increasingly brittle and prone to breakage. In general, folds are reinforced with a fillet of solder but this is explic itly dealt with in the instructions for each component.

Soldering

We use Carrs 145° wire solder with Carrs Green Label liquid flux, except where

stated otherwise.

Flux can be applied to the workpiece using either a brush or a pointed cocktail

st ick. It may help to reduce the surface tension of liquid flux, for example by adding a drop of washing up liquid or ox-gall. The soldering iron bit is wiped on a damp sponge, and then momentarily dipped in flux, before eac h use. A small amount of solder is picked up on the bit and the bit applied to the workpiece, holding it there until the solder 'flashes' into the joint; we are using relatively thick material so can afford to linger with the iron and get plenty of heat to the job.

Flux residues should be neutralized and/or cleaned off after each working session.

Green Label flux may be rinsed away with water; a little added citric acid will neutralize it. Liquid or paste fluxes can be washed away either with a proprietary flux cleaner or a 50/50 mix of methylated spirits and water.

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Warranties

The procedures desc ribed in our instructions require the proprietary locomotive to be dismantled and some of its components to be modified. The manufac turer's warranty will almost c ertainly be rendered void by carrying out the modifications. The user should ensure that the locomotive is free running and has no warranty issues before commencing work.

Please follow the manufacturer's instructions for the dismantling of the locomotive.

Our instructions guide you in making modifications to components of the locomotive and fitting the kit. The modifications, the kit and the instructions have been tested by the kit designer and others to confirm that they are practical, serviceable and, when used as intended, produce a working locomotive whose performance will bring much pleasure. However, as the fitting of the kit by the user is out of our direct c ontrol, we can make no warranty, expressed or implied, as to the performance and continued serviceability of the locomotive following modification.

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Bearing Carriers

This stage of the assembly is fixing the subframe bearings into the bearing

carriers and folding up the carriers around the bearings. The carriers are located on the fret in four frames, each of which folds up into a jig to help to fix the bearings in the correct place. The carriers are a little fiddly, but worth spending time to get right as they are one of the main functional parts of the suspension.

We find it useful to use two containers to store separately the components of

each bogie; 1kg margarine tubs are suitable. Within them we have 35mm film cannisters, one for eac h axle, to keep the components for each wheelset together. We mark the containers and cannisters to matc h the id marks etc hed on to the subframes, bolsters and bearing carriers as explained below.

Separate the two subframe etches from

the fret. Remove any other c omponents contained within eac h subframe etch and store them safely.

Note that one of the subframes is

marked with a small triangular dimple. You will find that one of the bolsters, and one set of bearing carriers, are similarly marked. You can use the marks, through all subsequent work, to distinguish the components of each bogie.

Take one of the twelve axle bearings and test it in one

of the subframe axle slots. It should be a free sliding fit but if it's a bit loose don't worry. It will more likely be a little tight in which c ase gently file the vertical sides of the bearing slot - take off a little at a time equally from each side and try to keep the two sides vertical - until the free sliding fit is achieved for the entire depth of the slot. Now test fit the other 11 bearings in the same slot. You should find that they are all about the same size. If there is a variat ion, then you may wish to individually fit the bearings to the slots. You will then need to preserve t he identity of each bearing through subsequent operations (there are marks etched on the bearing c arriers and the subframes to assist with that

- see below). But do bear in mind that, as we have no coupling rods, the accuracy of this fit is by no means as c ritical as it would be if we were building a st eam locomotive. Whatever you choose to do, dress the remaining eleven bearing slots to get the free sliding fit for eac h of the bearings.

Put the subframes in their containers safely to one side for now.

Test fit the axle bearings on the 2mm replacement axles. They should be a free

running fit. Remove any burrs or swarf from the front and rear faces of the bearings.

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Remove the bearing carrier frames from

the main etch. DO NOT at this stage separate the bearing carriers from the frames.

Note that the individual bearing

carriers eac h have small halfet c hed identification marks. You can use these in conjunction with corresponding marks on t he subframes t o ensure that each carrier is always mated with the same subframe slot.

Test fit the bearings in the large c entral

holes in the c arriers. The body of the bearing (excluding the flange) should pass through the hole. If necessary, gently relieve the holes with a round needle file, working evenly around the edges, until the bearings pass through.

The folds in the bearing carrier

frames are best made in bending bars, or between any two trued and parallel surfac es c lamped together. Use a rigid piece of flat material to make each bend simultaneously along its whole length. This will help minimise any unwanted distortion in the fret.

Note that Fold 3 is a jig fold, made along the tags at the base of the carriers.

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Make Fold 1, check that all sections of it are at

90°, and reinforce it with solder. Be sparing with the solder; you don't really want to get any on the carrier faces to the inside of the fold. Apply a small amount of liquid flux to the slots on the outside of t he fold, then get a small amount of solder on the iron and touch it against the c entral slot on the outside of the fold on eac h bearing carrier. You will see the solder flash along the joint to the other slots. Repeat for the two sections of fold on the carrier frame.

Make Fold 2. You will need a thin, firm, flat piece

of material to drive this fold; a robust steel rule (not a thin springy one!) works OK. If anything, overfold beyond 90° just slightly.

Make Fold 3, to approximately 45°. Note that this

fold is along the line of the tags at the base of each carrier, forming part of the frame assembly jig, and is not a part of the finished carriers.

This is a view of the folded c arrier

frames. Fold 3 has been made to 90° in this case, but anything over about 45° will do.

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Stick a length of double-sided tape, large enough to take one of the carrier

frames, onto a clean, flat, heatproof working surfac e. Ensure the tape is firmly smoothed down on the surface, with no air bubbles or foreign bodies trapped underneath.

Remove the backing paper from the

tape, take it to one side and place on it t hree of the axle bearings, flanged face down. Place the carrier frame, inverted as shown, over the three bearings with the bearings passing through the three holes. Use the bac king paper to carry the three bearings and frame on to the double sided tape, then slide the backing paper away, leaving the three bearings in contac t with the tape and held in position by the c arrier frame. Press the bearings firmly into place on the tape and remove the carrier frame. Repeat for the other three carrier frames.

Using a c ocktail stick, place a thin fillet of multipurpose grease around the flange

root of each bearing. This will ensure that the area is kept free of solder when the bearings are fixed into the carriers. An alternative is to use a permanent marker: the ink should resist the flow of solder.

Place the carrier frame, the c orrect

way up, over the bearings and press down firmly the back of the frame and carriers, above Fold 2, on to the tape, as shown here. The unflanged end of each bearing should protrude from the fac e of its c arrier by a very small amount (not quite as much as in the sketc h), and the faces of the c arriers should be parallel with the end faces of the bearings.

Using a c oc ktail stick, apply a small

amount of flux around the join between the protruding part of each bearing and the fac e of its carrier. Holding a bearing in place with a heat insulating instrument, to make sure it doesn't move, bring the iron with a small amount of solder to the join bet ween bearing and carrier, and let the solder flash round the joint. Repeat for the other bearings. A small amount of solder may appear on the bearing outer surface under the inner face of the carrier but most of the bearing outer surface, in particular within about 0.5mm of the flange, should be free of solder.

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Remove any excess solder from the front fac es of the bearings.

Free the fret from the working surface.

Weaken the bond of the double sided tape with a soak in methylated spirits and

slide a Stanley knife blade or a similar thin strip of metal under the fret and bearings to break the bond of the tape without causing too much distortion.

Unfold Fold 3 and separate the individual bearing carrier assemblies from the frame.

Take care, as the top parts of the carriers are quite fragile at this stage: it may be best to leave cleaning up the tags until after the folding and soldering stages below.

Taking eac h c arrier in turn, clamp it

firmly into a vice (a hand-held vice is ideal for this) across the ends of the be aring with the bottom of the bearing carrier protruding. File away any remnants of the tag from the lower edge of the carrier.

Working against a hard, flat surface,

make the fold to form the bottom flange of the bearing carrier.

Then, invert the c arrier in the vice so

that the carrier top is projecting. Fold in the ears at the top of the carrier. You may find that the ear catc hes against the top flange: do not apply brute force, but adjust Fold 2 and/or the direction of the applied force, and you will find that it folds easily. Folding against a block, as shown, gives a good, tight fold.

On the inner c arriers (the ones without

a hole in their back face), apply a small amount of flux (cocktail stick!) to the folds and butt joints around the top of the carrier and flash in some solder to reinforce the folds and form a fillet between the lower edges of the ears and the top of the carrier body. Clean off any solder which adheres to the outer faces of the ears. Ensure the holes in the ears remain clear of solder.

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On the outer carriers, pass a piece of the 0.9mm nickel-

silver wire through the hole in the back of the carrier and across the top, parallel to the line of the axle. With a small amount of flux, solder the wire in place, at the same time reinforcing the folds and butt joints around the top of the carrier. Keep the bearing c lamped in the vice while soldering; this will act as a heat sink and prevent melting of the joint between the bearing and carrier.

We hold the 0.9mm wire in the correct

alignment with the bearing as shown here. Clamp the wire horizontally in the 'helping hands' at a distance above the bench that allows the hand vice, holding t h e bearing, also to rest on the benc h. Using one hand to steady the vice, the other is free to wield the soldering iron. Snip off the wire, close to the bearing, when done, and it's ready for the next one.

Trim the wire and finish it flush to the front and back of the bearing with a file.

Clean off any solder which adheres to the outer faces of the ears. Ensure the holes in the ears remain clear of solder.

Taking eac h subframe etch in turn, check that the carrier

assemblies can slide freely in their respective subframe slots (see the next paragraph for a solution to bearing misalignment). It is as well at this point to associate each bearing assembly with a s lo t according to the markings on the bearing carriers and subframes, whether or not you have individually matched the bearings with slots. File away any burrs from the outer edges of the c arrier tops. The fit along the line of the axle, i.e. of the subframe plate between the bearing flange on one side and the inner fac ing edges of the carrier on the other, should be quite loose to accommodate tilting of the axle. Check that all traces of the tag are removed from the edge of the bottom face of the carrier, as otherwise it c an bind with the lower edge of the subframe slot.

Although the aim is to have the

bearing flange parallel with the front fac e of the c arrier, a certain amount of misalignment c an be tolerated. If, however, you find that the subframe side is 'pinched' between the two, then an individual c arrier assembly c an be c orrected by c lamping the back of the top of the carrier against a flat working surface. The soldering iron c an then be applied to the bearing to melt the joint between bearing and carrier and allow the bac k of the bearing to be held down against the same surface. T his should set the correct alignment.

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That completes the bearing carrier assemblies. To finish off, clean them up to remove any flux residues, and put the carriers and subframes safely away in their

respective containers.

Bearing Carrier Instructions for Six-wheel Bogies 14/52

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Subframes

This section desc ribes the construction of one of the two bogie subframes.

Main frames

Make the two main longitudinal folds,

each of which is in three parts c arried over the transom sec tions under each axle slot. Ensure they are at a true right angle and reinforce them with a fillet of solder. Take care to ensure that the region immediately around the subframe bearing slots, for at least about 1mm around the edges of the slots, is kept free of solder.

Spring Seats

Remove the four spring seats from the etch. There are two of each hand for each

bogie.

Make folds 1, 2 and 3 in each spring seat as shown. DO NOT

make the fourth fold (on the reverse side of the spring seat etch) at this stage.

From inside the subframes, fit each spring seat

through the slots in the side of the subframe between the centre and outer axle slots. The back of the spring seat should come up flush to the inside face of the subframe side. Solder each spring seat in place, ensuring that the slots for the springs themselves remain free of solder. Make sure that the seats are as far down in the mainframe slots as they will go. Check that they are all at the same height by inverting the subframes and resting the tops of the spring seats against a flat surface.

Bachmann Class 47 Subframes 15/52

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End Stretchers

There are two alternative sets of end stretchers. For kit PK001, use the stretchers from etch F004. For kit PK002, which has the etched brake gear

components, use the stretc hers from etch F003.

F004 Stretchers

F003 Stretchers

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Remove the st retcher etches from the fret and c lean up. Choose the correct types

of stretcher depending on whether or not you wish to retain Bachmann's c oupling pocket.

Fold up the stretchers as shown. For the F004 type, make fold 1 first and run some

solder along it. Then start fold 3, bending to 45 degrees or so. Finally, working with fac e B against a hard flat surface and holding face A, simultaneously close up fold 3 and make fold 2. If using the NEM pocket stretchers, make the four additional folds as shown.

Solder t he stretc hers in place, locating their slots over the tabs in the ends of the

subframes.

When fixing the stretchers to the subframes, it's convenient to work with the

subframes inverted and the stretchers supported on heatproof blocks of some kind, leaving both hands free for the soldering operation.

If you wish to fit the Alex Jac kson coupler mounts, ensure the holes in the mounts

are opened out to about 0.3mm before fitting them to the stretc hers at the outer ends of the bogies as shown.

Undertray and End Plates

Remove the two undertray plates from the fret. Make the folds at each end of

each plate, to about 80° rather than a full right-angle.

Fit the plates into the subframes, noting that the lugs on the sides of the plates

engage in the recesses in the lower edges of the subframe, and solder the joints between the two.

Bachmann Class 47 Subframes 17/52

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Fit the end plates across the subframe ends; support t hem against a block and

solder in place from the inside.

Bachmann Class 47 Subframes 18/52

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Class 47 Bogie Bolster

These instructions describe the assembly of one of the two bogie bolsters. Note that the photographs show a bolster of similar construction but with slight

differences in shape.

Remove the bolster centre etch from

the fret, taking c are not to distort the 'legs' of the etch.

The hole in the centre of the bolster is sized to take a 10BA sc rew. To use the

2mm pivot screw supplied in the kit, open out the hole to 2.0mm. Make sure the hole is clean and thoroughly deburred.

Open out the holes using tapered broaches to ensure that centres are preserved.

Deburr the holes using a larger drill.

Make the two folds in the etch

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Remove the two Upper Stiffener etches

from the fret and fit them into place. Clean up the faces of one of the 2mm brass nuts to remove any machine oil and grease and prepare for soldering. Take one of the full-depth 2mm washers from the fret and thread it on to one of the 2mm sc rews. Apply some grease to the washer and the top few threads of the screw. From the outside, pass the sc rew through the central hole in the top of the bolster frame and thread on the nut. Sc rew the nut into place between the upper stiffeners and tighten up. Check that the nut is central between the stiffeners and flat to the fac e of the bolster top. Run generous fillets of solder around the nut and the Upper Stiffeners.

Remove the screw from the nut (it should have been prevented from being

soldered in place by the grease).

Remove the t wo bolster side etc hes

from the fret.

Fold up the traction ears as

shown. Note that Fold 3 is 180° with the etc hed slot on t he outside of the fold. Make fold 1 first, then start fold 3. Finally, gripping surface A with pliers and supporting the main part of the fret on a hard, flat surface, make fold 2 and c omplete fold 3. Don't apply any solder to these folds just yet.

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Hold the bolster centre and bolster

sides firmly together and tack solder them from the outsides of the slots in the bolster sides. Keep solder clear of the places where the inner and outer bolster frames will fit.

Remove two Inner Bolster Frame etches

from the fret and ensure that any tags are cleaned up from faces which mate with the inside face of the bolster sides. Fold them up (the folds are less than 90°, as shown on the folding diagram here, and the fold lines c losest to the ends are on the outside of the fold), fit and solder them in place along the bolster sides, noting that each has a slot which engages in a tab on the outside edge of the traction ears.

For eac h traction ear, hold the two

laminations of the traction ear firmly together and clamp the end of the Inner Bolster Frame against its outside edge, engaging the tab and slot. Ensuring that the other folds on the ear are at 90°, run a fillet of solder around the underneath of the ear on the inside where it mates up with the end of the Bolster Frame. Ensure that the spring holes in the Inner Bolster Frames are free of solder.

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Similarly fold up and fit the two Outer

Bolster Frames.

Fold up and fit the Central Stiffeners /

Spring seats. The spring seats fit between the inner edges of the traction ears, engaging in similar slots to the Bolster Frames on the outside. You will find, if you start by sliding the 'noses' of the spring seats between the opposing edges of the traction ears, that the stiffeners can be sprung into place between t he traction ears. Again holding the 180° folds of each traction ear firmly together, run a good fillet of solder under the traction ear where it engages with the Central Stiffener.

Pair up the bolster with its subframe, as designated by the presence or absence of

the tiny etched triangular marks. Note that the outer end of the bolster, as distinguished by the horizontal parts of the outer bolster frame being lower than those of the inner bolster frame, should be oriented towards t he coupling end of the subframe.

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Check the bolster for dimensions and

squareness:

it should sit with the lower edges of all four traction ears in contac t with a flat surface, the traction ears should just fit over the lateral restraints on the subframe sides, with a free sliding fit or just a slight resistance, the traction ears should just fit between the longitudinal restraints on the subframe sides, again with a free sliding fit.

A tight fit can be addressed in the first instance by light filing on the circular edges of the traction ears or lateral restraints to remove etching cusps. Other adjustments may be made by gentle tweaking of either the bolster assembly or the longitudinal restraints. If you do need to tweak the bolster, try to end up with the faces of the traction ears vertical; adjust the fit over the lateral ears by grasping firmly the central arch as well as by rotating the outriggers.

Remove four secondary spring hanger detail

etches from the fret, fold them up and solder them in place on the outside fac es of the traction ears, engaging t heir tabs into the slots in the ears.

Remove the four bolster detail etches from

the fret and fold them up as shown. Store them safely with the other bogie components for now.

Clean up the bolster assembly to remove all flux residues. If you wish to chemically

blacken the bolster, do it at this stage. Do the four bolster detail etches at the same time, they'll be fitted later.

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Bachmann 47: Preparing the Locomotive

Following the manufacturers' recommendations for running-in, ensure that the

locomotive is performing smoothly and to your satisfaction generally. Deal with any issues now, especially those covered by warranty or your basic statutory rights as customer, before making any modifications.

Separate the body moulding from the chassis block of the locomotive ac c ording to

the manufac turer's instructions. Store the body retaining screws safely away.

Gently slide four cocktail sticks between the body and chassis block, one at each

body retaining clip (seated in a slot in the c lear plastic moulding underneath each cab door window), just far enough to hold the c lips and body sides sufficiently apart that the body may be slipped easily off the chassis block.

Make a note of the identification of t he terminals on the circuit board t o which the

two wires leading to each bogie are connected. Note also to which side of each bogie they go. Pop off the insulated sleeves from the terminals and disconnec t the wires leading to the bogies. It might be nec essary to desolder them but they may just be passed through holes in the terminals and retained by the sleeves.

Select one of the bogies and undo the screw which retains the bogie pivot in the

chassis block. Drop the bogie out from t he bottom of the block. The c ardan shaft joining the motor to the bogie will either come with the bogie or be retained at the motor end. Either way, remove it but note that the ears on each end of the cardan shaft are of subtly different shapes, so record which end is which.

Assign the bogie to one or other of your sets of etc hed bogie parts, marking the

bogie drive, drive shaft and chassis block ac c ordingly.

Similarly remove the other bogie.

Fix the four sole plates to the lower face of the chassis plastic moulding as shown,

using an epoxy resin glue or double-sided tape.

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Bogie pivot c omponents are supplied in the kit to mate with the M2 nuts fitted to the

tops of the bolsters

M2 x 10mm screws, M2 x 6mm nylon insulators, Brass tube 4mm OD x 3mm ID, and M2 retaining washers (on the fret).

The diagram here shows the suggested pivot arrangement to which the following instructions apply. This arrangement is suitable for either conventional or 'American' pick ups (with which the bogie bolster is 'live'); the key attribute for the latter being that the outer brass tube, and therefore the loco chassis block, is electrically insulated from the bolster top. The arrangement also secures the bolster vertically, but allows some vertical movement to accommodate adjustments in ride height.

Other arrangements are possible; the epoxy glue can be omitted and all c omponents can be shortened, for instance. If required, a thin insulating washer c an then be placed on top of the bolster to prevent electrical shorting to the brass tube.

Test the 4mm OD tube for a free sliding fit through the pivot holes in the loco's

chassis block. Open out the holes if and as necessary. Note that the fit is for the tube passing perpendicularly through the hole; pitc h and roll movements of the bogie are not accommodated at this pivot.

Cut two sections of the 4mm OD tube about 4mm in length. Check that the nylon

insulators supplied are a free fit through the tube, opening out the bore if necessary.

Remove the M2 x 5.5mm diameter washers from the main fret.

For each pivot, offer up one of the bolsters to the loco chassis, with the

'shoulders' at the tops of its traction ears resting on the sole plates, and tape it in place temporarily. Slide a piece of 40thou plastic card between the top of the bolster and the chassis, c overing up the bolt hole. Put a ring of quick-set epoxy glue around one of the 4mm tubes and place the tube through the pivot hole in the chassis to rest on top of the plastic card, thereby positioning it about 1mm clear of the top of the bolster. To make sure it is aligned c orrectly, when the epoxy is half set, untape the bolster, pass the nylon insulator through the tube and sec ure it in place with the M2 screw and 5.5mm washer. Ensure that the bolster can rotate with the c hassis sole plates resting on its shoulders, and allow the glue to set c ompletely.

Bachmann 47 Chassis Mods 25/52

Page 26

Modifying the Bogie Drive

This sec tion describes the operations involved in modifying the drive train for one bogie. The illustrations are a mix of images from the Deltic and Class 47

models, which are identical in principle.

Using a small sc rewdriver, gently unclip

the bogie sideframe/undertray moulding from the ends of the bogie drive unit. If you wish to use the sideframes on your finished loc o, take care not to damage the brake shoe and step detail. Put the moulding safely to one side for now.

Undo the two c ross- headed screws

retaining the bogie pivot to the tops of the two pivot towers and remove the pivot. These parts are not required for the converted bogie.

Unclip the three wheelsets from the drive train moulding and put them to one side.

Rotate the three free idler gears, between the middle and inner axles, to feel how free running they are, as you will need to reproduce this later when reassembling the drive train.

Undo the cross-headed sc rews which retain the metal pickup strips on the side of

the drive train moulding. Remove the strips and, with a sharp knife, the moulded pips which locate them. Put the pickup wires and strips to one side for reuse.

Gently press out the idler axles marked A and B. We found that the axles are a tight fit in one side of the moulding only so, once you have removed the first one and thereby determined which side that is, press them out from the tight side and, when the time comes, replace them from the loose side.

When removing the idler axles, support the moulding on a hard surface with some kind of slot or hole to receive t he axle.

Modifying the bogie drive 26/52

Page 27

Remove the gears that were retained by axles A and B and put them to one side

for later.

Now remove axle C and its gear. Again put it and the axles to one side until later

but ensure that this gear is clearly distinguished from the other two in some way as its teeth are of the opposite hand. It is possible to tell them apart by close inspection but easier to keep them separate.

The drive train moulding and your fingers will by now be thoroughly lagged in

lubricating grease. Take a piece of kitchen paper towel and c lean things up, t hen scrunch another c lean piece of towel into the underside of the moulding to cover the remaining gears and protect them from the dust and swarf generated by the next operation.

Referring to the illustration above, and using your favoured combination of razor

saws and craft knives or burrs, cutting discs and grinders in a mini electric drill, remove the pivot support towers, wire retaining lugs and bogie frame retaining clips from the moulding. Take them right down flush to the surrounding faces of the moulding. Exercise some care as, in spite of being somewhat 'soft' and 'soapy', the plastic can c rack in a brittle manner if overstressed. Take great care at all stages not to damage the retaining lugs for the main axle bearings.

The drive train needs to be split

between the inner two axles, to allow the suspension to articulate, by making two c uts across the moulding as shown here.

A razor saw may be used to make these

cuts. Take care that the moulding is adequately supported while cutting - it's helpful to have a solid block of material which just fits between the sides of the moulding.

The kit is designed to allow the model to be driven on all six axles, i.e. as a C-C,

corresponding to the Co-Co arrangement of the prototype. It is, however, possible to avoid a certain amount of complication by using the 4-wheel parts of the drive as they are and assembling the loco as a B1-1B, in which configuration it will

Modifying the bogie drive 27/52

Page 28

perform perfec tly adequately and retain muc h of its hauling capacity. If you wish to take this option, you can skip the remaining steps in this section.

Remove the power transmission plate etc hes from

the fret. Check that the 1.5mm dia idler axles, that you removed earlier from the drive train, are a free fit through the holes in the plates (Not e: one pair of holes is slightly larger than the others). Fold up the spac ers on one of the plates and solder the plates together as shown, making sure that the larger holes are opposite each other. A chevron notc h in the top spacer of the assembly indic ates at which end the larger holes are. Check that the assembly is square.

Returning now to the three gears which you removed from the drivetrain, thin

dow n their widths over bosses such that they are a free fit between the two power transmission plates, a dimension of about 2.9mm. There may be a small moulding pip on the side of the gear which should be removed. Ensure that the thinned gears each rotate freely on the idler axles.

The bosses of the plastic gears can be

thinned by filing them down. To hold the gear while working it, clamp one of the idler axles into a c ollet pin chuck with about

2.7mm projecting. The gear can then be plac ed over the axle and worked with the file while holding the pin c huck in the other hand. The filing operation will leave 'fuzzy c lods' of deconstituted plastic around both the outside edges of the bosses and the axle holes. It is essential that this waste is removed, using a sharp sc alpel blade, as the smallest amount will cause the gears to run tight on the axles or bind against the transmission plates. Use the scalpel to put the tiniest of bevels around the circumference of the axle holes and outer edge of the bosses. Finish c leaning with a wash of methylated spirits scrubbed by an old toothbrush. Do not be tempted to relieve the axle holes with a broach or reamer - any tightness will be down to dust or swarf.

We now re-assemble the drive train in its articulated form as per the diagram here.

Modifying the bogie drive 28/52

Page 29

Take the smaller part of the drive train

moulding and insert the transmission plate assembly into it, with the c hevron in the top spacer facing outwards, such that the two smaller holes line up with the idler axle holes in the moulding. Slide the unique one of the three idler gears into position between the plates, lining up with the axle hole in the middle of the plates. Press the idler axle into place to retain the gear. Similarly fit one of the other two gears and axles in the remaining idler axle position. Check that the gears rotate freely.

Now slide the 'chevron' end of the

transmission plate assembly into the cut end of the larger part of the drive train moulding. Slide the remaining idler gear between the plates, line it up with the holes in the plates, line up the holes in the plates with the holes in the moulding, and insert the idler axle to retain the axle and plates in position. Check for freedom of movement between the two parts of the drive train moulding: it should be sufficient for the inner axle to move up and down about 1mm with respect to an imaginary line joining the centres of the other two axles. It will probably be much more than this, but if there is a problem just file back the c ut edges of the moulding where they come close.

Check that the three idler gears rotate

freely together as they did before disassembly. If any tightness is present, strip down the gears and ensure that they are clean and free from any kind of swarf or dust residues.

Modifying the bogie drive 29/52

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Fitting Wheelsets

Six 2mm diameter plain-ended axles

are required. Pin-pointed ends should be removed. If you are using ready-assembled wheelsets it will be necessary to remove at least one of the wheels from the axle.

Dismantle the Bachmann driven

wheelsets. Recover the final drive gears and the axle bearings. Discard the wheels and axles.

The Bac hmann axle bearings need

to be opened out to ac c ommodate differential movements of t he axles in the suspension whilst at the same time holding the drive gears in mesh and transmitting the tractive forces from the drive train to the axles.

Open out the internal diameters of each of the Bachmann axle bearings from 2.0 to about 2.1 to 2.2 mm.

We found that the tapered end of a 2.3mm cutting broach was about 2.1mm

diameter so used that to cut half way through the bearing from eac h side, finishing off with a smooth broach. Not a tec hnique for the purist, perhaps, but adequate for our purpose. Alternatively, using a lathe, we have simply drilled through the bearings.

The following operations chec k the differential movement between the drive train and the bogie subframe. Repeat them for each bogie in turn.

Find the brass bogie subframe and bearing carriers for the bogie.

Taking the new axles one at a time, and

with regard to the identification marks on the bearing c arriers and subframes, slide on to each axle a bearing carrier, two Bachmann axle bearings and the second bearing carrier. Note that the ears at the tops of the bearing carriers face outwards towards the ends of the axle.

Fitting Wheelsets 30/52

Page 31

Insert each axle into its slots in the

Subframe, and check for free vertical sliding of the bearings in the slots, firstly with the axle horizontal, and again with the axle tilted such that one wheel is raised up to about 1mm above the other.

Orientate the brass Subframe and the Drive Unit. The 'four-wheeled' part of the

drive unit goes towards the outer (i.e. coupling) end of the bogie, driving the centre and outer axles, with the socket for the cardan shaft fac ing the inner end of the bogie.

Test the fit of the drive unit within the envelope of the subframe, again both

aligned with the subframe and also tilted slightly. Remove any remaining lumps or bumps from the drive moulding if these interfere with the movement.

Take the c entre and outer axles and

clip them in to the drive unit using the Bachmann bearings.

Fit the drive unit into the subframe,

engaging the four bearing c arriers into the slots in the subframe. Holding the drive unit with one hand and the subframe with the other, c hec k that the drive unit can move freely up and down relative to the subframe with the carriers sliding in their slots. At rest the tops of the carriers will be level with the tops of the subframes. The suspension is designed to deflect ±0.5mm, so the free movement needs t o be maintained both when the base of the drive unit is parallel with the base of the subframe, and when one axle is raised up to 1mm with respect to the other. If there is any binding when the units are parallel, c hec k the movement of individual carriers in their slots and c orrect as necessary. If there is binding when one axle is raised, open out the Bachmann axle bearings just a fraction more, up to a maximum of 2.3mm.

Fitting Wheelsets 31/52

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If you are having three driven axles,

remove the drive unit from the subframe and c lip the third axle into place. Replace the drive unit in the subframe, now engaging all six of the bearing c arriers into their slots.

Holding the 'four-wheeled' part of the

drive unit suc h that the tops of all four of its bearing carriers are level with the top of the subframe sides, chec k that the third axle has at least ±0.5mm of vertical travel.

If this is not the case, check for free

movement of the individual carriers in their slots and then, if required, open out the Bachmann bearings a little more, on this axle only, up to a maximum of 2.3mm.

That concludes the test. Unclip the

axles from the Drive Unit and store them in their respective containers.

We now use one of the inner or outer axles, still with its bearing c arriers fitted,

to check for lateral play. If you are using ready assembled wheelsets and have one wheel already fitted to each axle, you will need to vary the operations slightly to suit.

Fit the wheels to the axle to the c orrect back-to- bac k measurement. Test fit the

axle in the bogie subframe to determine the amount of lateral play. There should be just a little; enough to allow the wheelset to tilt such that the wheel on one side is raised about 1mm with respect to that on the other. If necessary, dismantle the wheelset and fit full- and half-width 2mm washers (supplied on the fret) between the bearing carriers and wheels, until this condition is met. If there is insufficient play, even with no washers fitted, reduce the inner width of the wheel bosses accordingly.

Record the washer configuration you arrived at and dismantle the wheelset. If you

had to reduce the inner wheel bosses, repeat the operation on the remaining wheels. Take off an extra 0.5mm on the wheels for the two centre axles, subject to not going beyond the line of the inner wheel rim.

Now we can fit the Bachmann gears to the new axles and assemble the wheelsets. Do the following for each axle.

If you have one wheel already fitted to the axle, slide on the required number of

washers adjacent to that wheel, then the bearing c arrier (ears facing the wheel), then a Bachmann drive bearing.

Fitting Wheelsets 32/52

Page 33

If it is a driven axle, slide one of the Bachmann final drive gears into position

centrally. The gear should be a tight fit on to the axle, sufficient to transmit drive forces without slipping.

Slide the Bachmann bearings, then the bearing carriers, then any washers required,

on to the axle.

Fit the wheels to the axle to the correct back- to-back measurement. If you are

using the 'American' pickup system make sure that the insulated wheel is adjacent to the carrier for the insulated side of the bogie.

Test fit eac h inner and outer axle in its slot to c onfirm that the correct number of

spacing washers has been fitted.

Lubricate the bearings with a light machine oil and ensure that the oil is taken in to

all the axle-bearing interfac es.

That completes the assembly of the wheelsets.

Fitting Wheelsets 33/52

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Springs, Bogie Assembly and Rolling Test

Cut eight lengths of the primary spring wire, each 32mm long.

Degrease t he wires and apply, to one

end of each wire, a bead of fast setting epoxy resin about 1mm diameter, i.e. just large enough to prevent the springs being pulled through the holes in the ears of the central bearing carriers. Put the springs to one side while the resin sets.

Cut eight lengths of the secondary

spring wire, each 24mm long. Make a bend in each wire, 8mm from one end, of just slightly less than 90°. Fold up the four spring retaining ears on the c orners of each bolster. Pass the longer arms of the wires through the holes in the secondary spring seats...

...and clip the shorter arms into the

spring retaining ears. Put the bolsters safely to one side.

Return to the primary suspension wires and check that the epoxy resin beads have

set hard.

Springs, Bogie Assembly and Rolling Test 34/52

Page 35

Taking one bogie subframe, fit the

middle wheelset. Take four of the primary springs and insert one through each of the four holes in the ears of the bearing carriers, feeding them through until retained by the epoxy beads.

Rest the springs on top of the

secondary spring seats. Taking one of the outer wheelsets, thread the free ends of two of the springs through the slots in the ears of the bearing carriers...

... and locate the bearings in the tops

of their mainframe slots.

Springs, Bogie Assembly and Rolling Test 35/52

Page 36

Using a small screwdriver t o manipulate

the springs, bend them outwards to slide over the secondary spring seats...

... and then part way down the

outsides of the primary spring seats.

Finally push each spring downwards

until it snaps into its primary spring seat.

Repeat this operation for the other outer wheelset.

Springs, Bogie Assembly and Rolling Test 36/52

Page 37

You now have a rolling bogie with fully

functioning equalized primary suspension. Do a hand-powered rolling test to c hec k for any tight bearings, wobbly wheels etc. It is easiest to correct such things at this stage.

Now take the bolster, make sure it is

the right way round, and slide it into place over the subframe. As you do so, push it to one side and you should find that the sec ondary springs on that side will snap in to place in their spring seats. On the other side, working through the slots in the tops of the traction ears with a small flat bladed screwdriver, push the sec ondary springs outwards and slide them down over their spring seats until they also snap into place.

NOTE: To remove the bolster, DO NOT attempt to reverse this method and flip the springs out of their seats, but remove each spring completely from the bolster, then lift it away from the subframe.

Repeat the above operations for the other bogie so that you now have two rolling

bogies.

You c an now fit the bogies into the chassis block of the loco and do a rolling test

to c hec k ride height, body clearances, ability to handle curves and suspension characteristics.

Remove the bogies from the loco and dismantle them ready for the next stage.

To remove the bolsters, remove the four secondary springs altogether rather than attempting to unclip them from their seats. To remove t he wheelsets from the subframe, use the sc rewdriver to press down the primary springs and pop them out to rest on the outsides of their spring seats, then slide the primary springs up over the outsides of the primary and secondary spring seats, at the same time removing the wheelsets from the subframe bearing slots. Remove the springs from the bearing carriers and return all components to their storage trays.

Springs, Bogie Assembly and Rolling Test 37/52

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Class 47 Brake Detail

These instructions are for kits

with the etched brake components etch F005. They describe the assembly of the brake gear for one half-side of a bogie; there are eight such assemblies in all, four of each hand.

Using a 0.35mm drill in a hand pin-vice, drill through the holes in the etch as

indicated by the red rings in the drawing.

To help prevent distortion, press the components against a hard surfac e with

a fine sc rewdriver while drilling.

There is fine detail in the etc h which

can easily become obscured by solder. It is perhaps as well to tin all c omponents with a thin film of solder now, to avoid bringing excess solder on the iron to the components when assembling.

Class 47 Brake Detail 38/52

Page 39

Tin the areas shown shaded green. Run

through the holes with the drill again after tinning.

Place the fret on to a hard working

surface suc h that the tags, holding the nut and crank detail to the plank joining the centre and intermediate brake levers, are with their backs flush to the surface.

Take a length of the 0.3mm wire and

apply some paste flux to its end 2mm or so. Insert the wire into the hole in one of the nuts (a spare is provided in case of losses). Working against the hard surface, and keeping the end of the wire inside the hole, cut the nut from its tag, as closely to the side of the nut and as c leanly as you can.

The paste flux should retain the nut on the wire while you now lift the nut onto the

crank detail and push the wire into the hole in the crank. Cut the c rank from its tag, again using the wire to retain c ontrol of it.

Now lift the nut and crank detail, still retained on the wire by the paste flux, onto

the bracket extending downwards from the plank, and locate the end of the wire into the hole in the bracket. Slide the c rank detail and nut down the wire so that all three components are flush to each other, rotate the crank around the wire until its flat edge is parallel with the long edges of the plank, and solder up.

Trim and c lean up the ends of the wire;

flush to the bac k of the bracket, and with a little protruding from the front of the nut to represent the end of the c rank pivot bolt.

Class 47 Brake Detail 39/52

Page 40

Invert the fret and support it between

two blocks, or over a recess, to accommodate the crank detail now on the reverse side.

Make the 180° folds in the tags to turn

the three brake shoe detail etc hes over on to their backing plates. Apply some flux, hold the folds shut and sweat the shoe components together, perhaps with just a tiny amount of extra solder applied to the curved fac e of each shoe.

Use knife blades or small sc rewdrivers to

define the c entres of the 180° folds and to drive each one over.

Fold over, 180°, and solder up the boss

at the lower end of the outer brake lever.

Fold over, 180°, and solder up the boss

towards the outer end of the pull rod.

Fold over, 180° the boss at the lower

end of the intermediate brake lever. Pass a length of 0.3mm wire through the hole in the boss, using the wire to align the two parts. Solder in t he wire. Finish it flush with the rear of the boss, and projecting about 1mm from the front.

Fold over, 180°, the boss at the inner

end of the pull rod. Do NOT solder here at this stage.

Class 47 Brake Detail 40/52

Page 41

Remove the three detail etches from

the fret and clean off remnants of the etched tags. The folding tags on the brake shoes are best left for now, as they prevent the shoe details from coming adrift during subsequent soldering operations.

Taking the intermediate/central brake

shoes etch, make the two innermost folds on the plank joining the two brake hangers and reinforce them with a small amount of solder, taking care not to fill the adjacent fold lines.

Using a file, smooth the lower inside

edge of the plank, leaving it with a slight chamfer. This is to guard against any possibility of the secondary spring detail, fitted to the bolster, 'picking up' on that edge.

Make the two remaining folds in the

plank to turn it back on itself, and reinforce them with solder also.

This is how the inside of the

intermediate/central brake shoes etch looks when folding is complete. All the detail features are now facing outwards, the same way.

Class 47 Brake Detail 41/52

Page 42

Taking one of the bogie subframe assemblies, make the folds at the ends

of each of the subframe's outriggers.

Make the slotted halving joint between

the intermediate/central brake shoes etch and the top of one of the two outriggers which match the handing of the e t c h. Support the etch in t he correct position, with a lump of 'Blu-tak' perhaps, and solder up the joint.

Similarly locate and fix the outer brake

shoe detail in the slot in the inside edge of the bogie subframe end stretc her.

Remove the folded-over tags from the

ends of the brake shoe details.

Test fit the wheelsets to check that

there is sufficient clearance between the brake shoes and the wheels over the operating range of the suspension (the design static position of the wheelsets is with t he tops of the bearing carrier ears level with the top of the subframe sides, with dynamic deflections of ±0.5mm service, ±0.75mm max, from there).

Small adjustments can be made by judicious filing or bending of the detail parts. If you find that you need to adjust the outriggers, remember to c hec k that the fit of the Bolster, between the outriggers, is maintained.

Thread the plain end of the pull rod over

the wire at the base of the intermediate brake shoe hanger.

Line up the boss, on the inside of the

other end of the rod, with that at the base of the outer brake shoe hanger and solder them together.

Class 47 Brake Detail 42/52

Page 43

Solder up the plain end of the rod to

the intermediate hanger and trim off the ends of the wire flush.

At the outer end of the pull rod, make

the first fold between the inner pull rod end detail and its support, and reinforce the fold with a touch of solder.

Make the fold at the other end of the

support to swing the inner pull rod up into position. Reinforce the fold with a touch of solder…

…and that's it… finished.

Repeat for the remaining sets of brake

gear. You may wish to take a welldeserved break first!

To c omplete the detailing, you may

wish to glue in place a suitable representation of the actuator between the inner and outer pull rods – the moulding

Class 47 Brake Detail 43/52

Page 44

from discarded Bachmann brake gear does nic ely, otherwise small pieces of plastic strip and rod, brought toget her with some filler, can do the job.

Finally, reassemble the wheelsets and bogie bolsters into the subframes, and c hec k all clearances.

Class 47 Brake Detail 44/52

Page 45

Class 47: Cosmetic Sideframes

This section deals with fitting either Bachmann sideframes with the etched brake

components or Heljan sideframes in any circumstances, for kits PK002, PK003, PK004 and PK012, all using the subframe stretchers from etch F003. If you are fitting the Bac hmann moulded bogie frames and brake gear for kit PK001, using the subframe stretchers from fret F004, you should use instructions from this section instead.

Remove any detail and fixings from the rear of the sideframe to leave the inside fac e of each sideframe moulding as a single flat plane surface.

Remove secondary spring detail from

the mouldings and put them safely to one side. If you are fitting the etched brake components, remove also the plastic brake detail. The photo shows one of the Heljan sideframes so treated.

Taking the etc hed bogie subframe, make the folds at the ends of the outriggers.

Offer up the sideframes to the subframe. The sideframes should fit flush to the

vertical faces of t he end stretc hers, the outriggers and, if fitted, the planks joining the intermediate and c entre parts of the etched brake detail. You might make rebates in the inside fac es of the sideframes to accommodate any discrepancies and to set the desired overall width. If you adjust the planks of the brake detail etc hes, be sure to re-check that the bolsters will still pass inside them.

According to our drawings, the width of the prototype bogies, over the flat outside surfac es of their main frames, excluding any pipework or c ast detail

features, scales out to 27.6mm.

Glue the plastic frame in place, against the vertical surfaces. Quick- set epoxy, or

Evo-stick, can be used.

To help get the cosmetic and etched frames parallel, clamp the etc hed subframe

to a flat surface and rest the lowest points of the plastic sideframes on the same surface. Thin strips of appropriate thickness c an be used to set the precise height of the sideframe relative to the subframe.

Class 47: Cosmetic Sideframes 45/52

Page 46

Take the etc hed

bolsters, bolster detail etc hes and the eight plastic s e c o nd a r y springs cut from the sideframe mouldings. Trim the springs so that they fit between the secondary spring hanger detail etc hes and the bolster detail etc hes as shown. Fix the springs and bolster detail etches in place on the traction ears using quick-set epoxy. Make sure that the detail etches are securely home in their slots, and that the half-etched 180° foldback is glued back flat against the outer face of the detail.

Test-fit the bolster into the bogie frames to check clearances.

Class 47: Cosmetic Sideframes 46/52

Page 47

Pickups and Power

If you are using the 'Americ an' system of pickup, with the wheels on one side of

each bogie 'live' (i.e. with their wheelrims in electrical contact with the axles) then there is no need to provide separate wire pickups; the electric al c onnection c an be made simply to the securing sc rew at the top of the bolster. If, however, you are using fully insulated wheelsets or, whilst using the 'American' system, still wish to add pickups to the 'insulated' side of the bogie, we offer some guidelines below.

We suggest that pickups are mounted in some way on the drive train moulding

as there is very little movement bet ween that and the wheelsets. The pic kups will not then interfere with the suspension. Various arrangements are possible and you may already have your own preferences. Bear in mind the following:

If you fix any components to the sides of the drive unit moulding, make sure that they do not interfere with the free movement of the drive unit within the bolster and subframe. Limit their overall width to approximately that of the cover over the worm drive. If you run wires between the two articulated parts of the drive train, ensure that they do not restrict the articulated movement. Connecting wires should be sufficiently flexible, or routed in such a way, that they transmit no forces arising from differential movements between the drive unit and the bolster or loco chassis. If this condition is not met, there could be mechanical 'short circ uiting' of the suspension, with wobbles and shocks being transmitted directly from the track to the loco body. Connecting wires should be routed clear of the rotating drive shafts.

We have used phosphor bronze wire

pickups acting on the outer edges of the flanges at the tops of the wheels. They act on the outer wheelsets only, as there is limited space to fit pickups to the centre wheels.

Pickups and Power 47/52

Page 48

Small sections of pre-tinned copper-

clad PCB material are glued to the sides of the drive unit. We use quick set epoxy, thoroughly degrease the mating surfaces on the drive unit and copper, and score the surface of the drive unit to provide a key for the adhesive. Pickups are bent up from

0.011" phosphor bronze wire as shown. The trapezoidal bends allow the wire to flex as the two parts of the drive unit articulate. The wire coils are formed of six turns around the shank of a 0.7mm drill, finished so that the pick ups themselves are preloaded below their operating position by about 1mm. The wires are tinned and then soldered to the c opper-clad with a touch of the iron, with the feed wires tinned and soldered on in turn, resin-c ored solder being used throughout.

The feed wires from the pickups back to

the loco PCB are firmly anchored to the bogie bolsters; holes are provided near the top of each bolster to assist. This allows the route of the wires between the bolster and drive unit to be set and then to remain undisturbed when the wires are routed through the chassis block during the fitting of the bogie to the loco.

Pickups and Power 48/52

Page 49

Final Assembly

Take one of the drive trains and fit its wheelsets into position. If you are using a

Heljan drive unit, replace the undertray.

Using a pair of tweezers to handle the

springs, and a small screwdriver to manipulate the bearing carriers, thread one of the primary springs through one of the holes in the ears of the central bearing carrier.

Thread the spring through the slots in

the ears of the bearing c arrier of the outer axle.

Thread a second spring through the

hole in the other ear of the central bearing carrier.

Final Assembly 49/52

Page 50

Thread that spring through the slots in

the ears of the bearing c arrier of the other outer axle. Similarly fit the two springs on the other side of the bogie.

Slot the drive train into the subframe

with the four primary springs resting on the tops of the secondary spring seats. Ensure that all six bearing carriers are correctly engaged in the slots in the subframe, and that the drive train is the right way round (worm end towards the coupling end of the bogie).

Use a screwdriver to spring the springs

outwards and downwards on to the outer faces of the sec ondary suspension seats.

Final Assembly 50/52

Page 51

Push the springs downwards so that

they slide over the sec ondary and then the primary suspension seats …

…until finally they clip into place under

the primary suspension seats.

Now take the bolster and slide it into place over the subframe. You should find that

the sec ondary springs on one side will snap in to place in their spring seats. On the other side, working through the slots in the tops of the traction ears with a small flat bladed screwdriver, push the secondary springs outwards and slide them down over their spring seats until they also snap into place.

Find the cardan shaft and c lip the correct end into the drive soc ket of the bogie.

Remove the retaining sc rew and sleeve from the top pivot of the bogie.

Identify the c orrect end of the loco's c hassis block. Route the pickup wires through

the appropriate holes or slots in the block. Engage the free end of the cardan shaft into the loco's flywheel drive soc ket and line up the bogie t op pivot with its pivot hole. Take up any slack in the pick up wires. Fit the bogie retaining screw, sleeve and washer.

Repeat all of the above for the other bogie.

Connect the pickup wires to the c orrect terminals of the loco's PCB.

Place the locomotive on some track and give it a test run under power.

All being well, thats it! - the modifications are complete.

Run the locomotive in gently at first. If the loco does not run freely or begins to

bind up at any point, pay particular attention to lubric ation of the axle bearings. You can feel for any binding by rotating the wheel rims with the fingers - there is

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enough slack in the drive train gears that you should be able to distinguish between a binding and a free wheelset.

Finally, replace the body of the locomotive according to the manufacturers'

instructions. On the Bachmann loco, you'll find that you'll need a slim-shafted c ross headed sc rewdriver to replace the four screws adjacent to the bogies.

IMPORTANT NOTE: If you need to remove the body subsequently, please DO NOT at any stage attempt to pull the chassis from the loco by pulling on the bogies, as this may damage the secondary spring mountings.

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