The HUN story followed in the best Murdoch Gutter Rag traditions and was an absolute "BEAT UP."
Yes the older ones were weighed . 76, 77, 78, 79 allegedly are now all cleared to run in revenue service as of 27/02/19 according to Addenda on VLP Corporate website . All 79 VL sets currently in service allowed 160kmh on suitable track class and tare weight of 3 car set is now listed for all sets as 181 tonnes .
The HUN story followed in the best Murdoch Gutter Rag traditions and was an absolute "BEAT UP."
According to the Wikipedia VLocity entry, sets VL76 – VL88 have (will have) de-rated engines, ie 650hp instead of 750hp. Is this correct? What effect will it have on performance? Neither the Wikipedia references nor a search of the net has a source for this claim.The RTBU Loco Division newsletter from March 2018 has (some of) the answers you seek.
https://en.wikipedia.org/wiki/V/Line_VLocity
(Additions to the Fleet)
Stale sausage roll ?
I can only attest to the 1:05 down to Warrnambool.
The wraps and muffins were fresh that day. The cappuccino made by someone who knew how to do properly. The coke was icy cold.
What more do you expect from a 7/11 menu ? It's not fine dining but adequate.
https://www.vline.com.au/Fares-general-info/On-board ( see Cafe Bar menu)
cheers
John
Perhaps it is software-implemented and the higher power can be restored at the “flick of a switch”. A sort of reverse of what VW did with its diesel engines in the emissions scandal.1. Wherever the decision was made to have these 4 orphan sets was made it will come home repeatedly to haunt VLP as the Operator.
Perhaps it is software-implemented and the higher power can be restored at the “flick of a switch”. A sort of reverse of what VW did with its diesel engines in the emissions scandal.Software governing has been implemented on the new Hitachi Super Express trains used in the UK (numbered as classes 800, 801, 802) where the engines on the other cars will automatically switch to the higher output mode if one of the engines cuts out.
The engine exchange company charges them to use full power?Perhaps it is software-implemented and the higher power can be restored at the “flick of a switch”. A sort of reverse of what VW did with its diesel engines in the emissions scandal.Software governing has been implemented on the new Hitachi Super Express trains used in the UK (numbered as classes 800, 801, 802) where the engines on the other cars will automatically switch to the higher output mode if one of the engines cuts out.
Full power can also be selected when a set is to be used on a diagram which takes in routes with more hill climbing, with the operator being hit with a surcharge on the engine lease contract applying.
The VLocity is pretty cheap and nasty compared to the Super Express, so I don't expect these sets to have anything like that.
Perhaps it is software-implemented and the higher power can be restored at the “flick of a switch”. A sort of reverse of what VW did with its diesel engines in the emissions scandal.There would be two ways to implement power limiting in the Cummins engine (or infact any modern diesel engine), the first is be altering the required parameter in the engines software (it DOES use a controler). THe second way is to limit the fully open position on the injector rack by adjusting the maximum flow stop. Either way it would only take minutes to change the engines power.
The engine exchange company charges them to use full power?Yes, the lease agreement has separate rates for engine hours at governed output (used for the Cotswold, South Wales, Exeter routes) and engine hours at full output (used for Devon and Cornwall routes with more hills).
I just think dropping from 750hp to 650hp is more trouble than it is worth. Are we really going save that much in fuel by dropping 100hp per car?Changing a diesel engines power is quite simple, no real difficulty. Fuel saving will be around 16 litres per hour at full power, aprox proportionally less at lower powers. Given the cost of running a VLocity I would not think i was worth it. Also these lower power sets will get pushed more to try and make up for the lower power, so fuel saving will not be as good as they expect.
If they get pushed harder, what will that do to the unit in terms of additional wear and tear?I just think dropping from 750hp to 650hp is more trouble than it is worth. Are we really going save that much in fuel by dropping 100hp per car?Changing a diesel engines power is quite simple, no real difficulty. Fuel saving will be around 16 litres per hour at full power, aprox proportionally less at lower powers. Given the cost of running a VLocity I would not think i was worth it. Also these lower power sets will get pushed more to try and make up for the lower power, so fuel saving will not be as good as they expect.
woodford
Probably very little, these engines are built like the proverbial battleship (Note 1), Cummins claim the QSK 19R at 750BHP has an expected life of 60,000 hours, ie 15 hours a day for over 10 years.If they get pushed harder, what will that do to the unit in terms of additional wear and tear?I just think dropping from 750hp to 650hp is more trouble than it is worth. Are we really going save that much in fuel by dropping 100hp per car?Changing a diesel engines power is quite simple, no real difficulty. Fuel saving will be around 16 litres per hour at full power, aprox proportionally less at lower powers. Given the cost of running a VLocity I would not think i was worth it. Also these lower power sets will get pushed more to try and make up for the lower power, so fuel saving will not be as good as they expect.
woodford
I just think dropping from 750hp to 650hp is more trouble than it is worth. Are we really going save that much in fuel by dropping 100hp per car?I'm guessing PTV V/Line had their arm twisted to have their new diesel powered machines to comply with the latest (local) diesel emission standards (Euro 2)