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Die Be 4/6 der Serienausführung wurde als Schnellzuglokomotive für den Betrieb auf der Gotthardbahn gebaut. Konzeptionell war sie eine. Rückblick Fahrzeugtreffen Bauma · Vorbereitung auf Bauma · Überführung De 4/4 nach Winterthur · Rückkehr der Be 4/6 · Charterfahrt im August. Doku | Terra X - Die Europa-Saga (4/6). In der vierten Folge der "Europa-Saga" geht es um herausragende Namen, bedeutende Werke und ihre Wirkung, um. Er zeigt uns die wilde … Videolänge: Die erste Serie — wurde unter Zeitdruck gebaut. Von hier an gibt es nur noch Wasser, dann kommt Amerika. Die Lokomotiven waren mit einer Vielfachsteuerung ausgerüstet, die jedoch nicht zuverlässig funktionierte und daher eher selten verwendet wurde. Dem Engagement und der Streitbarkeit der Bürger sei nämlich zu verdanken, dass der Lärmschutz in der Stadt verbessert werde, so Monsees. Diese Seite wurde zuletzt am Es dürfen keine externen Links, Adressen oder Telefonnummern veröffentlicht werden. Und irgendwann will der Australier Sir Christopher wissen, was von Europa in ihm selbst steckt. Wenn nicht anders vermerkt, gelten die angegebenen Daten bei Standardbedingungen. Wir drehen die vorgesehenen Moderationen zur Eroberung der Welt durch die Europäer.

They were sold to the Sudan Railways Corporation in Within five years, however, the wheel arrangement was being used primarily on passenger service, since British heavy freight trains were generally too slow to require a locomotive with a four-wheel leading bogie.

Between and , the became the most common express passenger locomotive type in everyday use in the United Kingdom, as a logical development from the type that was previously used.

The type continued to be used as mixed traffic locomotive until the end of steam in the United Kingdom in Soon afterwards, these were followed by the appearance of other designs.

Two notable express passenger designs appeared in Robert Urie of the London and South Western Railway LSWR introduced three successful classes, the H15 class mixed traffic locomotives, introduced in and built until , the N15 King Arthur class , with 74 locomotives built between and , and the S15 class , with 45 locomotives built between and However, from the early s, demands for more power and improved performance from express passenger locomotives led to the widespread introduction of Pacific locomotives, where the trailing axle could support a larger firebox.

Since the reduced traction of the driving wheels was not a big disadvantage with relatively light passenger trains, the was displaced from top-rank express services on most of the railways where they had been used, with the exception of the GWR who continued to build both mixed-traffic and express passenger s until nationalisation in Frederick Hawksworth later developed the Saint class design further, first with his GWR Modified Hall Class , with 71 locomotives built between and , and then with his GWR County Class , with thirty locomotives built between and The LNER inherited large numbers of locomotives from its constituent companies, many of which were subsequently rebuilt, so that the company ultimately had sixty different classes and sub-classes with this wheel arrangement.

In addition, the company also introduced two new classes. Following the formation of British Railways in , two further classes were introduced, both in There are still conflicting opinions as to who the original designer of this type was.

Sellers attributes the design to John Brandt who worked for the Erie Railroad between and Baldwin's first locomotive did not appear until Through the s and into the s, demand for locomotives of the wheel arrangement grew as more railroad executives switched from purchasing a single, general-purpose type of locomotive such as the American at that time, to purchasing locomotives designed for a specific purpose.

Both locomotives were rescued and purchased by Disney imagineers Roger E. A locomotive of the type is on display at the Casey Jones museum in Jackson, Tennessee.

As far as is known, the heaviest ever built was Southern Pacific no. The heaviest class of 's ever put into series production was the Pennsylvania Railroad class G5 with 90 examples completed in the mid 's, which were some lbs lighter.

Another is at the Museum of Transportation in St. And the Jackson, TN. From Wikipedia, the free encyclopedia. Prussian P 8 , the most numerous 2C in the world.

A history of the American locomotive; its development: Early American steam locomotives; 1st seven decades: Steam Locomotives of the South African Railways.

Locomotives of the South African Railways 1st ed. The Cape Seventh Class Locomotives 1st ed. The Railway History Group.

Peco Publications September Parowozy kolei polskich , Warsaw: Die ersten 2C-Schlepptender-loks in Europa.

Steam locomotive wheel arrangements. Shay Climax Heisler Willamette. Retrieved from " https: Whyte notation locomotives.

Articles with German-language external links Articles with Polish-language external links. Views Read Edit View history.

In other projects Wikimedia Commons. This page was last edited on 5 November , at By using this site, you agree to the Terms of Use and Privacy Policy.

Front of locomotive at left. Equivalent classifications UIC class 2C. First known tank engine version First use Buy the selected items together This item: Ships from and sold by EwwShop[BookStore].

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Product details Perfect Paperback: Wave Learning Solutions; 1st edition April 28 Language: The invocation looks as such: You can find more information about this feature in the documentation on declaring command-line options.

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For this engine it is a more complex than normal repair given the overhead cam drivetrain. Repairs can be made without removal of the heads, but it does require special tools to work around the camshaft.

This repair does pose a higher degree of complexity than a similar repair on an overhead valve engine. It is still not unusual in this part of the United States to find cars powered by early versions of the 4.

Posts on various message boards will have claims of twice the oil consumption in some instances. Claims are made that this began at as little as 75, miles with , to , miles being the general range of the seals beginning their decline.

Changing the spark plugs on the 4. While the location of the plug itself is unusual — it is accessed adjacent to the intake manifold and is quite deep in the valley of the engine — the bigger concern of many is the breaking of spark plugs during removal.

Ford has even issued a technical service bulletin to address this issue. The causes are varied yet it appears the issue revolves around two items: On the left side of the picture, you can see two plastic connectors pointed straight at the spark plug holes.

Fortunately the author has not encountered this on any of the 4. Common advice found is to change the plugs only when the engine is cool and to be gentle throughout the process.

Any experiences by the commentators on this or any other challenge described is welcomed. There is a similar issue with spark plugs on the 3 valve 4.

Beginning in , Ford placed intake manifolds on the 4. This worked well for a while. In time, many of these intake manifolds would fail in the area coolant was routed.

This picture shows a failure along the front of the manifold; various sources will show various locations of failure. The author experienced an intake failure on the engine of his Crown Victoria Police Interceptor at , miles.

This particular failure was a crack in the thermostat housing that dumped coolant on the ground overnight after a 25 mile trip. As Ford has classified these manifolds as a wear item, an aftermarket unit with an aluminum coolant passage was installed.

Ford did provide replacements as part of the settlement, albeit for a very short period of time. Finding stories of 4. These are robust engines that can often be found in very tortuous use, such as police and taxi service.

As mentioned for the Mustang, this power plant was not readily met with enthusiasm by the performance crowd. Times have changed as the aftermarket has caught up with demand.

Had one in my civilian model Crown Vic. Even with the restrictive factory air filter box and wimpy single exhaust, it felt pretty stout.

Once I modified the airbox and added dual exhaust with low-restriction turbo mufflers, I could roast its mushy Michelin touring tires at will.

I still kinda miss that car sometimes, but after nearly five years of ownership I was ready to move up. Can I use an engine from an 93 Lincoln town car an put it an 99grang Marquis with slight to no modifications.

The aluminum block has pads under the intake area for knock snesors to mount. The harmonic balancer on the cast iron block is weighted heavier as well.

The timing covers between the two are also different. Yet one will bolt up to the other. The intakes are different on the up motors. Your application you referenced as So, I would assume your are in decent shape If they changed to the aluminum block in My son just swapped a 98 4.

Many many issues and improvising to get it done. The man brought him a 5. And after careful consideration and checking for issues. The guy decided to stay with a 4.

The cost for the changes were too much and too many. Torque converters are different. Wiring harness and computers are different and exhaust.

Though now due to the differences in the Aluminum block to cast iron. It still got into more time and dealing with differences to place one where the other was.

Just to reprogram the computer at a local shop for my son was because he only has a code scanner.

I put a lincoln towncar block into a expedition, only mods other than swapping intake, oil pan, wiring harness, etc.

You went to japan, huh.? Ive got a 97 town car with 98, miles. I get 31 mpg highway, 21 city. I just dont like jap cars. I owned it until , had K miles, well maintained, sold it, and now the 2nd owner wants to sell it due to his health issues, It presently has , miles on engine, most of his driving were all highway miles, and rarely driven much in Indiana winters but put in his barn.

It as he says has served him and wife well, starts well , idles smooth and sounds like it always did when I owned it. He contacted me a while back to see if I could be interested in it as he remembered how much I liked the now old What do you think, and be upfront?

I like it back as like I said earlier, I really enjoyed it. Reply to , garaldwilliams gmail. Now the first version of the PI performance improved head only had about 3 threads for the spark plugs and they are known for blowing out of the head particularly if someone, or the machine at the factory, overtorqued the plugs.

Only removing the plugs on a cold engine if it has an aluminum head is a long standing practice. The different expansion rates of the metals mean that there is more interference in the threads and you can strip them if you remove them hot.

In regards to the oil consumption and the valve guide seals, I have not seen it as a big of an issue as many make it out to be. My current 92 has over K on it and it does not use more than 1 qt per miles.

The 93 that I sold to my buddy is at over K and while his is leaking some from the front seal it uses about the same amount of oil as mine.

I know the thread issue was a problem in the 5. If they are charging that much for spark plug replacement in a 3 valve they either do not know what they are doing, or are flat out ripping you off.

If the shell does break free then there are tools to remove it relatively quickly. So even if you do leave a shell or two in the engine it still should not be more than a 3 hour or so job.

The spark plug access problem reminds me of the frequent complaints levied against big block Mustangs: Unless you were Plastic Man, getting at the plugs on an FE engine in one of the smaller Fords was dangerously close to being an engine-out job.

Was it the Boss that required either the engine to be jacked up to get at the last spark plug, or was it the brake master cylinder had to be removed?

Maybe on one of the other big-block engines used, but not the Boss which was a hemi-head and had the spark plugs right in the middle of the massive valve covers.

Precisely why when I found my F at a dealer, that I made certain it had the 4. My truck now has only 64, miles on it and I recently had the plugs changed.

My mechanic told me he does have the special tool to remove broken plugs in the 5. Use oil, grease or anti-sieze on the threads. Good power, very solid and decent.

Recently scared me coming out of a car wash. I wanted to get ahead of traffic that was coming. Did a fast and furious imitation.

I was reminded to respect the V8. FYI that aftermarket flat bed is heavy, even unloaded so I was startled by still having enough power to spin them like that.

Many have been able to squeeze nearly 30mpg out of grand marquis and crown vics. They are one of those V8 engines that was built with relatively good fuel economy for a v8.

I have a Ford F with the 4. Also pull a 28 ft camper with it. It has around , miles on it. My mother replaced an 85 Crown Vic 5. I am surprised at the difference in the torque numbers, as the newer car always felt much stronger even off the line.

The 93 had a very aggressive throttle tip-in, so maybe this was on purpose to disguise a shortage of torque on the very low end.

Also, the electronically shifted gearbox was a huge improvement, as the AOD had really hampered the earlier car with the Windsor engine.

A properly shifted and geared in my 94 Club Wagon was a real torquemonster. I still own the We started seeing oil consumption issues not long after getting the car in at around 63K and I would say that about miles per quart is about right.

Each of my children has learned how to check and add oil. I will also add that the 4. The spark plugs are interesting, waaaaay down in a deep little well.

I once spent an hour trying to fish a teeny piece of walnut shell out of one of those plugwells. All in all, I have been quite happy with the service I have received out of mine.

The way things look, this engine at 22 years is not going to match the longevity of the Windsor engine well over They did improve the shifting schedule on the later AOD-E that was renamed the 4R7x w and the ones in our 02 GM and 03 Marauder do not annoy me like the one in the 93 did.

That was the final verdict on the car. After about 23 years, I was starting to have little niggling problems with almost everything on the car. None of them terribly serious on its own, but in concert, they made the car a Class-A beater.

The one thing I never had any trouble with was that 4. As long as I kept pouring oil into it every 1, miles, it was happy to start instantly in any kind of weather and run as long as it had gas.

OK, other than a set of coil packs and plug wires late in its life. And the transmission is starting to act flaky as well. Once he was into a full size, he may as well have stepped up to the 5.

F forums are full of people disappointed with the perfomance, economy, and resale of their 4. Reliability seems to be good though.

Techincally the current Coyote 5. Not only that, the 5. Great and very informative article! I recall the angst Mustang GT owners had when they learned their 5.

And consider the power inroads Ford had made with the 5. And of course, the speed parts merchants quickly caught up to the 4. My folks had an early 4.

I do rememeber the pinging and detonation on occasion with it. What struck me though was when an oxygen sensor went bad one time, the Ford dealer tech told my Dad he was lucky the faulty sensor was on THAT bank could not recall which side it was , for the other bank required removal of the engine, as it was that tight between sensor and firewall.

Anybody ever run into that problem, or was this just one of those days at the dealership? My dad has a 4.

Good engine, great exhaust note, and great power! Taxi drivers usually beat the hell out of their cars at least in Chicago and the 4.

Another piece to the 4. I found a website, http: He changed the oil every 10, miles, never flushed the transmission, and once went 50, miles between oil changes.

He was a delivery driver and would often haul loads of around lbs. It was purchased with 40, miles. It would have been great for inclusion had it been born with a 4.

I think the most amazing part is that the original exhaust lasted k miles driving primarily in the rust belt.

Very rare to catch one with under k miles. At miles, running great with no oil consumption. Replaced it with a Merc GranM and ten years later, a UTA student ran a red light, center punched the drivers side door.

She made a trip to the EmRm on that one. My F has the 5. I know my F 4. The water pump leaking. Air compressor failed too.

The first time we had a 4. The problem carried forward to the 5. It is a real nightmare when it happens. We had problems with the ones with the three threads mostly because the techs had not done it before.

We had to eat a new head on the first one we did. The tech never made that mistake again! The later ones were much better and the 5. I had a bit of similar experience: Fortunately there was enough head left to tap new threads into the socket: I made sure to put in a stainless-steel sleeve with many more than three threads.

So it was user error. Next time I buy a car, I ask to see where oil filter, inside and outside air filters are, And spark plugs.

Besides the spark plugs they also have issues with the cam phasers, chain guides, and just about everything on the top end of the engine. Size of the old big block motor.

I encountered this very picture when researching for this. You are correct, the physical size is prohibitive to many applications.

Previously I found a website showing how to convert a Galaxie to a 4. It would be interesting to see one post-conversion. An F with the 4. GM trucks with the 4.

Decent power, decent mileage, and if you followed a reasonable PM program they never broke if used as intended. Routine maint regular oil changes, tire rotations, etc.

Hoping to pass this hard-working horse to the Grandsons. So Jason do you notice much difference in power between your 92 Vic HP and 01 hp?

State surplus auctions are a beautiful thing. An engine I have essentially zero experience with. Geez; in the old days, medium sized trucks used six cylinders smaller than that, with half the hp.

And I suspect that the 6. My understanding is interchangeability with the engines was a nice by-product of their construction method — such as swapping heads side to side.

I did learn, which was no surprise, that Ford would make a running change on some element of the engine which precluded the ability to put the updated piece on an older engine.

My thought was the same as yours on pulling a lb trailer. In we drove a Grand Marquis Ultimate Edition! The car was an enjoyable ride but the handbook disclosure that there was a 4.

Sure it was smooth and quiet and relatively economical but the acceleration was glacial. It about matched the 2. Part of the reason was the 3.

Has anyone else ever heard this, or can it be confirmed? So, can one of those 3-valve torquey Mustang engines be swapped into a Town Car?

No smog inspection problem where I live. If so, how much real world difference does it make? If it is a TC with the AOD-E then mechanically it is pretty much a bolt in affair, The problems come in the electronics side as the 3 valve was never put in front of a 4sp AT.

Now you could use a computer for a 3 valve backed by a MT and one of the stand alone transmission controllers. MT like manual transmission?

Maybe not for a Town Car. What kind of automatic was the 3 valve paired with? Or does that create more issues, trans mounts, driveshaft length etc.

Before reading this piece I actuially was not savvy to the 3 valve version. For that matter, what is in a Marauder? The Marauder engine is basically the same as used in the Aviator and Mach 1 but only in the Marauder was it backed by a 4R7xW so you need a Marauder controller.

In Mustang the 3V came with the 5R55s 5 speed auto. Why not just do a Coyote 5. It will make a world of difference in the handling. I was considering picking up some HPP wheels for daily duty, and leaving the stocks for when I autocross it.

I love the idea of running Mustang wheels, but using spacers is something that always makes me nervous, especially if using while autocrossing.

Not sure about better or worse, but the modulars definitely sound different than the Windsors. I can only speak from the experience of driving fleet-spec, company issued Crown Vics from to , but the modulars seemed more willing to rev higher not surprising for an OHC engine , while the Windsors seemed to emit a throathier, torquier sound under accelleration.

At age 61 I still enjoy that sound! Quoting a surprised and nonplussed GM friend of mine: Must be the dual exhaust. Now the DOHC 4. That one sounded good.

It is a rwd vehicle and also uses the Ford 4. They went from the 4. Do these ever have timing chain issues? I have been waiting 20 years to get a chance to replace the chains on one of these, but they never seem to break!

The early engines have bullet proof timing chains since they are true roller double row. They said in their inititial testing where they stuck them in CV Boxes and gave them to taxi and police fleets that the guides tended to be in need of replacement at K while the chains themselves were good to K which was as long as they ran any of their test fleet.

Usually they are reliable. But rebuilding them is out of the question. Very expensive engine to repair. If worn out, take it to the local recycling company.

Funny, my parents both have 4. Dad has a F XLT with a 4. Even the transmission and rear end have survived amazingly.

He bought it with just shy of k on it, and has since taken it on a couple of road trips while also driving it daily.

Previous owner towed a sprint car with it for a couple of years, but you would never know. You hit it on the head with these engines.

I think there was supposed to be a smaller V8 too, maybe 4. Some of the architectural oddities that limited the potential of the motor over its life span — like, why is it so huge for a relatively small displacement V8?

Why was their no room growth in displacement? Why such tiny bores that shroud the valves, negating much of the OHC advantage?

Current thinking was that small bore, long stroke motors would be easier to control emissions in better swirl if I remember correctly.

Narrow bores also allowed closer cylinder spacing which meant a shorter over all motor in length which fit in well with future plans since they were anticipating putting I4, I5, V6 and even V8 versions in transverse FWD vehicles the Lincoln Continental did infact get a transverse 32V 4.

The only solution was a taller deck for the 5. GM had the benefit of a few more years with their all new, ground up design of the LS series and by that time it was clearer that the V8 was not dead yet and a few new tricks had been learned when it came to combustion efficiency allowing an OHV, large bore, short throw motor to thrive.

Unfortunately, the Coyote is saddled with the worst traits of the Modular, namely the basic dimensions meaning it will always be a physically large motor with no room for growth with out getting even larger.

Maybe Ford was right to refurbish the Mod motor to squeeze a few more years out of the factory tooling instead of a truly clean sheet design with better architecture for a motor without a long forseeable future — kind of like they did with the Fox platform, turning it into the SN95 and keeping it alive for another decade.

Not sure why they developed two completely different V8s at the same time instead of pouring all resources into one V8 family — the actually have three different V8s going currently with the old 5.

My theory is that the SN95 Mustang was always intended to get the 4V motor but with out high volume runs of FWD 4V I4s econoboxes to spread the costs around of those complex heads, it became economically unviable.

The Modular name did refer to the manufacturing process but there is a lot of modularity which opens up any number of combinations when upgrading a plain 4,6L 2V motor.

The 4V motors are beautiful though. I think its a fascinating motor — a modern, OVC V8 from one of the big three and available in normal cars, an engine that was so outstanding in so many ways but then held back with some seemingly bizarre design choices.

Great stuff — I remember that Hot Rod article being very interesting. The experiment Ford is doing with the V6 in the F right now they have done before, as has GM, and people always end up wanting the V8s back even if they offer no real world advantage for most buyers.

Sort of a replay of the Studebaker V8 problem. Built as strong as a brick house and suitable for modification, but very little room for growth in displacement.

It is also interesting that their displacements are roughly the same: Stude had a weight problem while the Ford had a girth issue. Even more so, of course, with the DOHC variants.

But this was the design choice made by the Ford engineers and it just goes with the territory. Any engine requires that the engineers make design choices from among myriad, and often competing, priorities and requirements.

And in any case, the legendary durability these engines have developed a reputation for pretty much vindicates the engineers and their overall design choices, bizarre or not.

The PI engines when they debuted in were seen as a massive leap in the right direction. The 90s were the turning point where making the same result done better, as was the general engineering philosophy of the post-malaise era, was beginning to wear thin and people began demanding measureable improvements to go with them again.

In defense of the bores, valve shrouding is a much bigger issue on the 2V 5. I suspect even if the bore spacing of these engines were wider the 4.

The Coyote is square as well, even though a 3. That shows where the bigger compromise in the design probably is.

I do recall reading the Modular was developed with transverse layouts in mind, which makes sense — at that time it was developed the Mustang would have been destined to be FWD, and early on in the planning stages the MN12 was intended to be derived off the Taurus platform.

Presumably the transverse 4. Drove an Econoline, and Crown Vic for work and always found them decent. Frankly, they felt anemic in the van but nice in the Vic.

It always felt like it had a lot of power because it would jump when off the line after I hit the accelerator but I really had to keep the pedal on the floor to keep it moving.

I really liked that engine though. And I enjoyed the Crown Vic a lot. Having a true RWD car was fun sometimes just wish the seats were a little firmer.

Great info on the history of the 4. I bought an F in late 08 and had a choice between a 5. Reliabilty was my main concern, and with the well known issues the 5.

Resale was a non issue as the plan for this truck is to keep it a vry long time. For me it was the right choice as I am not at all concerned about having the most powerful pick up on the market and am a prgatic man that shops based on my needs.

Hope to still be hauling the boat to the lake with this little engine in 20 years, which at my current use would only bring it to about k miles.

I have a Crown Victoria and am the second owner. I bought the car in with only 15, miles on it. In May I bought a new motor.

Ford has serviced the motor ever since. Last night the engine light went on and it missed. The intake manifold leaks coolant into the 4 plug , miles or 63, on the new motor.

I grew up with Fords and have not bought another. In the end, my Mercury, Mustang, Chevrolet Pickup and even my Aerostar have been more cost effective to operate and have outperformed this Crown Victoria due to its poor intake manifold design.

For vehicles under the New Vehicle Limited Warranty, Ford will only cover the replacement of the entire cylinder head; however, the Ford recommended spark plug service interval extends beyond the duration of the New Vehicle Limited Warranty.

The source of the problem is a unique plug design that is made with a 2-piece shell, which often separates, leaving the lower portion of the spark plug stuck deep in the engine.

The TSB provides a special procedure for spark plug removal on these engines. For situations where the spark plug has broken in the head, Ford distributes multiple special tools for removing the seized portion of the plug.

This repair is covered for vehicles under warranty; however, the Ford recommended spark plug service interval extends beyond the duration of the New Vehicle Limited Warranty.

As indicated above, I have the head and 2 piece plug combination mentioned above. My 97 svt cobra — 4.

Was a very good engine. The only issue I have seen is spark plugs and intake manifolds. Both are easy to fix if they ever happen. And by the way, the early , , and engines were actually made in cleveland, not windsor.

I bet few people here know that. AI have a 97 Mercury cougar that has this 4. Buti just tore it down today to find out it broke the key on the crankshaft holding the cam gears and now it has 10 out of 16 valves bent and gouges taken out of a couple of the pistons.

So how in the hellnit. But please, stop calling them Windsors. All other small blocks were built in Cleveland or Mexico. Craig I was on your side.

At least I thought I was. You called it a windsor and suzu said there was no windsor and he was going to puke and I said he was wrong you were right.

At least thats what I thought happened. Having sold a pile of 4. The more heavily abused cop cars with high mileage seem to have the most issues and the youth owned Mustangs.

We have both a 99 Mustang GT and a cop CV in the back yard that need motors and our mechanic is out with the flu so may end up having to do these swaps ourselves.

We have a pile out back waiting to be picked up for scrap. Our mechanic can swap both those and the GM 4L60 out in his sleep so high mileage tranny failure in these cars is a non issue to us.

We never got the 4. So the OHV 5. The more popular 5. The only weak point was the big end cap set-up which could fail at the bolts if the engine was taken beyond the red-line habitually 5,rpm max no problem with the factory bottom end.

Yes, the factory ECU was provided with a rev limiter but of course many of these 5. If you used a forged steel crank, a set of forged steel rods of high quality, and lightweight forged racing pistons, alloy heads, a decent inlet manifold and throttle body and mass air sensor to suit and a big duration cam the 5.

Over hp the factory block could fail however and develop cracking between the webs.. You stated that the Panther ended production in The last day of production was Sept 15 at St.

I have owned 7! I have owned 2 4. Now I have a F 6. The rest were sold or traded and two were totaled in accidents. I had 2 trans go out. I have always been upset by the lack of respect the Modulars get, they have always proven more than adequate and the newer 5.

I love Ford V8s, long live the 4. Thank you writing the article I have enjoyed it tremendously. It no longer functioned, engine just free reved.

It was totally dead. That was the only time I ever had a trans do that. The 96 P71 lost 3rd and 4th but it still drove.

The Holdens are wonderful cars and the LS platform has opened a whe world of performance. We have a service truck at work with only k on it and it has shot out 8 of the 10 already.

They are getting rid of it. I know of another guy that owns one around here and it has shot out 2 of them! Sounds like a shotgun going off in that thing!

Blow em out and they run good again! They are pretty good engines. Just have there issues just like anything mechanical. I have a couple Of buddies that have the 5.

The last one was withdrawn from service in the mids, after more than years in service. Four of these locomotives were still in service when the South African Railways was established in In and , the CGR placed 68 4th Class tank-and-tender locomotives in mainline service on all three systems.

It was an improved version of the 4th Class locomotives of with larger coupled wheels, built by two manufacturers. Robert Stephenson and Company built 33 with Stephenson valve gear , while Neilson and Company built 35 with Joy valve gear.

Of these locomotives, 26 were still in service when the South African Railways was established in Tilney, Locomotive Superintendent of the Cape Eastern System at the time, to be able to use low-grade local coal.

They had Joy valve gear and unusual six-wheeled tenders, with the leading axle mounted in a rigid frame and the other two axles mounted in a bogie.

One of the locomotives survived until and was designated SAR Class 04 as an obsolete locomotive. In , the CGR placed a second batch of thirty 5th Class tender locomotives in mainline service on all three Cape Systems.

They were similar to the previous batch of , but differed in respect of the diameter of their coupled wheels, the length of their smokeboxes and their tractive effort.

Nevertheless, some of the Class 05 locomotives survived as shunting engines in SAR service for another four decades. They were the last obsolete locomotives to be still in service when they were eventually withdrawn in It was to become one of the most useful classes to see service in South Africa.

In , when they came into SAR stock, the 6th Class family was reclassified into twelve separate classes. The locomotive was not classified, but named Portuguese and referred to by name.

In , the CGR placed six Type B locomotives with eight-wheeled bogie tenders in service on the Avontuur narrow gauge line in the Langkloof.

They were built by W. Bagnall and had bar frames, copper fireboxes and Stephenson valve gear. In , they came into SAR stock and, in , a further three locomotives with slightly longer boilers were acquired by the SAR.

One of these was also built by Bagnall while the other two were built by Kerr, Stuart and Company. These three were commonly referred to as the Improved B.

When a system of grouping narrow gauge locomotives into classes was eventually introduced somewhere between and , they were to be classified as Class NG8 but had already been withdrawn from service.

They were very similar to the Bagnall built Type B, except that they were equipped with Walschaerts valve gear. They were later designated Class NG9.

They were sold to the Sudan Railways Corporation in Within five years, however, the wheel arrangement was being used primarily on passenger service, since British heavy freight trains were generally too slow to require a locomotive with a four-wheel leading bogie.

Between and , the became the most common express passenger locomotive type in everyday use in the United Kingdom, as a logical development from the type that was previously used.

The type continued to be used as mixed traffic locomotive until the end of steam in the United Kingdom in Soon afterwards, these were followed by the appearance of other designs.

Two notable express passenger designs appeared in Robert Urie of the London and South Western Railway LSWR introduced three successful classes, the H15 class mixed traffic locomotives, introduced in and built until , the N15 King Arthur class , with 74 locomotives built between and , and the S15 class , with 45 locomotives built between and However, from the early s, demands for more power and improved performance from express passenger locomotives led to the widespread introduction of Pacific locomotives, where the trailing axle could support a larger firebox.

Since the reduced traction of the driving wheels was not a big disadvantage with relatively light passenger trains, the was displaced from top-rank express services on most of the railways where they had been used, with the exception of the GWR who continued to build both mixed-traffic and express passenger s until nationalisation in Frederick Hawksworth later developed the Saint class design further, first with his GWR Modified Hall Class , with 71 locomotives built between and , and then with his GWR County Class , with thirty locomotives built between and The LNER inherited large numbers of locomotives from its constituent companies, many of which were subsequently rebuilt, so that the company ultimately had sixty different classes and sub-classes with this wheel arrangement.

In addition, the company also introduced two new classes. Following the formation of British Railways in , two further classes were introduced, both in There are still conflicting opinions as to who the original designer of this type was.

Sellers attributes the design to John Brandt who worked for the Erie Railroad between and Baldwin's first locomotive did not appear until Through the s and into the s, demand for locomotives of the wheel arrangement grew as more railroad executives switched from purchasing a single, general-purpose type of locomotive such as the American at that time, to purchasing locomotives designed for a specific purpose.

Both locomotives were rescued and purchased by Disney imagineers Roger E. A locomotive of the type is on display at the Casey Jones museum in Jackson, Tennessee.

As far as is known, the heaviest ever built was Southern Pacific no. The heaviest class of 's ever put into series production was the Pennsylvania Railroad class G5 with 90 examples completed in the mid 's, which were some lbs lighter.

Another is at the Museum of Transportation in St. And the Jackson, TN. From Wikipedia, the free encyclopedia. Prussian P 8 , the most numerous 2C in the world.

A history of the American locomotive; its development: Early American steam locomotives; 1st seven decades: Steam Locomotives of the South African Railways.

Locomotives of the South African Railways 1st ed. The Cape Seventh Class Locomotives 1st ed. The Railway History Group. Peco Publications September Parowozy kolei polskich , Warsaw: Die ersten 2C-Schlepptender-loks in Europa.

Steam locomotive wheel arrangements. Shay Climax Heisler Willamette. Retrieved from " https: Whyte notation locomotives.

Articles with German-language external links Articles with Polish-language external links. Views Read Edit View history.

In other projects Wikimedia Commons. This page was last edited on 5 November , at By using this site, you agree to the Terms of Use and Privacy Policy.

Front of locomotive at left. Equivalent classifications UIC class 2C.

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