Dear HO Customers: Precision Master Craft
Models has supplied new information and photo's (or images)
for their new Norfolk & Western Y6b 2-8-8-2
locomotives.
Features:
Beautifully Detailed,
Accurately Modeled Locomotive and Tender Body
Authentic Design,
Paint and Color Schemes
Authentic Sounds with Articulated Chuff (Sound Equipped Units Only)
and Prototypical Operation
Many Separately Applied Details Including Brass Bell / Rails
Detailed Backhead
Operating Cab-roof Vents
Constant Intensity Directional Lighting
Firebox Glow
Factory Installed painted Fireman and Engineer Figures
Heavy Weight Pulling Power with Metal Wheel Tire (no traction
tires)
Locomotive Composition: Die Cast Metal
Tender Composition: Die Cast Metal
Locomotive Length: 9.8 in
Tender Length: 6.6 in
Total Coupler-to-Coupler Length: 16.2 in
Motor type: 5-Pole Can with Skewed Armature & Dual Fly
Wheels
Couplers: (1) Kadee Compatible, (1) Kadee #58
Compatible Tracks: Code 70, 83, 100 Rail
Recommended Minimum Radius: 18 in
"DCC & Sound Upgradeable" Units denoted as DCC & Sound
Upgradeable are units that are not sound equipped and function only
in DC. Modelers may choose to purchase an optional Sound & DCC
upgrade kit, specifically tailored to the prototype which will add
DCC and sound functionality. Upgrade kit works only for PCM models
with PCM motherboards.
Y6b Sound Notes:
The PCM Y6b sounds were created using the best available sound
recordings of the Y6b as a reference. These included recordings
from the late Mobile Fidelity's Brad Miller and the Sounds of Steam
Series. Since no Y6b is still running, we carefully listened to and
digitally analyzed these actual recordings. However, since these
recordings don't provide the level of isolation required, they
could not be used directly in creating the sounds for the
model.
Here is just one example of how these original recordings are used
to provide prototypical sounds in our models. The sound of a
whistle can change dramatically dependent on several factors
including, steam temperature, steam pressure, atmospheric pressure,
surrounding terrain, distance the listener is from the whistle, and
the engineers ability to play the whistle. We have to take all this
into consideration when choosing the prototypical whistle sound for
our models. An N&W Hooter whistle used on the Y6s, Y5s, and
Class As was digitally recorded at a whistle blow 280 psi steam
manifold by our recording engineers using 24 bit digital recorders.
When we listened to the original recordings of the Y6B whistle, we
noticed a very slight change in the pitch from our new recordings.
This can be caused from any of the previous reasons or that a Y6B
operated at 300psi and the whistle was blown with superheated
steam. In any case, we painstakingly matched the base frequencies
and harmonics of our new recordings to the originals. Similar steps
are taken to match the sounds of air pumps, bells, injectors, and
exhausts to provide the most prototypical sounds available today in
a model.
There has been much discussion regarding the Y6B and its ability to
switch between simple and compound modes. We spoke with many steam
operation experts including Jack Wheelihan to get some answers on
how best to configure our model's operation. Mr. Wheelihan fires
for the UP steam program on #844 and #3985, the Southern Pacific
Daylight #4449, and is the General Manager at Railway Equipment
Associates Company. Mr. Wheelihan explained that when in simple
mode, the Y6B had a tractive effort of 152,206 lbs and in compound
mode it was 126,838 lbs. He says that, contrary to a popular
conception, the Y6B most often started in compound mode because the
added steam for simple mode required filling the large front
cylinders with tremendous amount of high-pressure steam and that
would reduce the operating efficiency of the locomotive. This
compound mode operation resulted in the steam being exhausted at
four times per driver revolution as the high pressure from the rear
cylinders was moved to the front cylinders before being sent
through the stack. However, when the added tractive effort was
required, the engine could use high-pressure steam in all four
cylinders resulting in eight exhausts per revolution of the
drivers. This simple mode operation usually lasted only for the
first few miles per hour of the locomotive and then the locomotive
was switched back to compound mode.
We have made this option available in the enhanced sound mode. By
pressing F5, the simple mode startup is faithfully reproduced with
steam cocks open and the locomotive giving all she has to move the
train. This continues until the locomotive exceeds speed step
2.
Finally, there have been discussions as to why our Y6B model
appears to get softer in volume at higher speeds instead of louder.
As we rode in the cabs of steam engines accelerating and then
roaring down the tracks we recorded the engine's exhaust. We
immediately noticed that as the chuffs got closer together, the
distinctive chuff chuff chuff sound was replaced by a quieter
wooshing sound as valves opened and closed too quickly for distinct
chuffs to be heard. This makes our model sound very different form
our competitors at high speeds. We believe that it is a more
prototypical sound.
--------------------------------------------------------------------------------
The Y6b was known as the "workhorse of the N&W." Starting
with locomotive number 2120 in 1936, the Y6 class would become the
final refinement of the 2-8-8-2 design. The model Y6b would be the
epitome of the compound Mallet (Malley) development. With the
completion of locomotive number 2200 in 1952, this Y6b would become
the last mainline US manufactured steam locomotive produced.
The N&W shops in Roanoke, Virginia gave all "Y" Class engine
and tender axles roller bearings and they used the same outside
frame lead truck as the Class "A." The trailing truck also was
equipped with roller bearings which were fit into an outside frame
design. With these improvements the Y6's cost considerably more
than their earlier brethren, but just as the maintenance records
show these locomotives had a time "available for assignment" rating
far superior to any of their predecessors.
The Y6b had a starting "tractive effort" in simple configuration of
152,206 pounds while in the compound mode the "tractive effort" of
126,838 was achieved. These locomotives delivered 5,500 horsepower,
a substantial bit of power indeed. The Y6b locomotive engine weight
was 582,900 pounds with 522,850 pounds directly on the drivers.
The maximum horsepower was achieved at 25 miles per hour and they
were known to reach 50 miles per hour on level portions of track.
Good on the road or in the yard, they were very well suited for a
wide range of work. They were the mainstay on the Shenandoah,
Pocahontas, and Radford divisions for freight operations.
Auxiliary water tenders (Broadway Limited Imports stk#'s 087 and
088) were often seen feeding these locomotives as they labored
through the Blue Ridge Mountains.
When the N&W ceased their mainline steam operations in the
summer of 1959, 50 of the Y6's were still running out serviceable
miles in the coalfields waiting for the final order of diesels to
replace them. The last of the Class Y's were retired in the summer
of 1960.
Features:
Beautifully Detailed,
Accurately Modeled Locomotive and Tender Body
Authentic Design,
Paint and Color Schemes
Authentic Sounds with Articulated Chuff (Sound Equipped Units Only)
and Prototypical Operation
Many Separately Applied Details Including Brass Bell / Rails
Detailed Backhead
Operating Cab-roof Vents
Constant Intensity Directional Lighting
Firebox Glow
Factory Installed painted Fireman and Engineer Figures
Heavy Weight Pulling Power with Metal Wheel Tire (no traction
tires)
Locomotive Composition: Die Cast Metal
Tender Composition: Die Cast Metal
Locomotive Length: 9.8 in
Tender Length: 6.6 in
Total Coupler-to-Coupler Length: 16.2 in
Motor type: 5-Pole Can with Skewed Armature & Dual Fly
Wheels
Couplers: (1) Kadee Compatible, (1) Kadee #58
Compatible Tracks: Code 70, 83, 100 Rail
Recommended Minimum Radius: 18 in
"DCC & Sound Upgradeable" Units denoted as DCC & Sound
Upgradeable are units that are not sound equipped and function only
in DC. Modelers may choose to purchase an optional Sound & DCC
upgrade kit, specifically tailored to the prototype which will add
DCC and sound functionality. Upgrade kit works only for PCM models
with PCM motherboards.
Y6b Sound Notes:
The PCM Y6b sounds were created using the best available sound
recordings of the Y6b as a reference. These included recordings
from the late Mobile Fidelity's Brad Miller and the Sounds of Steam
Series. Since no Y6b is still running, we carefully listened to and
digitally analyzed these actual recordings. However, since these
recordings don't provide the level of isolation required, they
could not be used directly in creating the sounds for the
model.
Here is just one example of how these original recordings are used
to provide prototypical sounds in our models. The sound of a
whistle can change dramatically dependent on several factors
including, steam temperature, steam pressure, atmospheric pressure,
surrounding terrain, distance the listener is from the whistle, and
the engineers ability to play the whistle. We have to take all this
into consideration when choosing the prototypical whistle sound for
our models. An N&W Hooter whistle used on the Y6s, Y5s, and
Class As was digitally recorded at a whistle blow 280 psi steam
manifold by our recording engineers using 24 bit digital recorders.
When we listened to the original recordings of the Y6B whistle, we
noticed a very slight change in the pitch from our new recordings.
This can be caused from any of the previous reasons or that a Y6B
operated at 300psi and the whistle was blown with superheated
steam. In any case, we painstakingly matched the base frequencies
and harmonics of our new recordings to the originals. Similar steps
are taken to match the sounds of air pumps, bells, injectors, and
exhausts to provide the most prototypical sounds available today in
a model.
There has been much discussion regarding the Y6B and its ability to
switch between simple and compound modes. We spoke with many steam
operation experts including Jack Wheelihan to get some answers on
how best to configure our model's operation. Mr. Wheelihan fires
for the UP steam program on #844 and #3985, the Southern Pacific
Daylight #4449, and is the General Manager at Railway Equipment
Associates Company. Mr. Wheelihan explained that when in simple
mode, the Y6B had a tractive effort of 152,206 lbs and in compound
mode it was 126,838 lbs. He says that, contrary to a popular
conception, the Y6B most often started in compound mode because the
added steam for simple mode required filling the large front
cylinders with tremendous amount of high-pressure steam and that
would reduce the operating efficiency of the locomotive. This
compound mode operation resulted in the steam being exhausted at
four times per driver revolution as the high pressure from the rear
cylinders was moved to the front cylinders before being sent
through the stack. However, when the added tractive effort was
required, the engine could use high-pressure steam in all four
cylinders resulting in eight exhausts per revolution of the
drivers. This simple mode operation usually lasted only for the
first few miles per hour of the locomotive and then the locomotive
was switched back to compound mode.
We have made this option available in the enhanced sound mode. By
pressing F5, the simple mode startup is faithfully reproduced with
steam cocks open and the locomotive giving all she has to move the
train. This continues until the locomotive exceeds speed step
2.
Finally, there have been discussions as to why our Y6B model
appears to get softer in volume at higher speeds instead of louder.
As we rode in the cabs of steam engines accelerating and then
roaring down the tracks we recorded the engine's exhaust. We
immediately noticed that as the chuffs got closer together, the
distinctive chuff chuff chuff sound was replaced by a quieter
wooshing sound as valves opened and closed too quickly for distinct
chuffs to be heard. This makes our model sound very different form
our competitors at high speeds. We believe that it is a more
prototypical sound.
--------------------------------------------------------------------------------
The Y6b was known as the "workhorse of the N&W." Starting
with locomotive number 2120 in 1936, the Y6 class would become the
final refinement of the 2-8-8-2 design. The model Y6b would be the
epitome of the compound Mallet (Malley) development. With the
completion of locomotive number 2200 in 1952, this Y6b would become
the last mainline US manufactured steam locomotive produced.
The N&W shops in Roanoke, Virginia gave all "Y" Class engine
and tender axles roller bearings and they used the same outside
frame lead truck as the Class "A." The trailing truck also was
equipped with roller bearings which were fit into an outside frame
design. With these improvements the Y6's cost considerably more
than their earlier brethren, but just as the maintenance records
show these locomotives had a time "available for assignment" rating
far superior to any of their predecessors.
The Y6b had a starting "tractive effort" in simple configuration of
152,206 pounds while in the compound mode the "tractive effort" of
126,838 was achieved. These locomotives delivered 5,500 horsepower,
a substantial bit of power indeed. The Y6b locomotive engine weight
was 582,900 pounds with 522,850 pounds directly on the drivers.
The maximum horsepower was achieved at 25 miles per hour and they
were known to reach 50 miles per hour on level portions of track.
Good on the road or in the yard, they were very well suited for a
wide range of work. They were the mainstay on the Shenandoah,
Pocahontas, and Radford divisions for freight operations.
Auxiliary water tenders (Broadway Limited Imports stk#'s 087 and
088) were often seen feeding these locomotives as they labored
through the Blue Ridge Mountains.
When the N&W ceased their mainline steam operations in the
summer of 1959, 50 of the Y6's were still running out serviceable
miles in the coalfields waiting for the final order of diesels to
replace them. The last of the Class Y's were retired in the summer
of 1960.
Call 1-866-840-7777
to order
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