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2.1 The possibilities for installing sound effects electronics in older 1 Gauge models

The recognized excellent sound image that the new 1 Gauge sound effects electronics produce in the class 218 and V200 diesel locomotives and in the T93 steam locomotive have awakened in many consumers the desire to install this acoustic state-of-the-art technology into older 1 Gauge models. The following statements can be made about this from the current perspective on the subject:

• With the exception of the class 218 (5571, 85571 and 55711) that comes from the factory ready for installation of the 56560 sound effects electronic circuit, considerable modifications are required on all other models. In some cases synchronizer generators and new hardware for mounting the electronic circuits must be installed, and on many models a new digital circuit board is necessary.

• For the above reasons retrofit kits for end consumers will not be offered.

• For some models we see the possibility that authorized repair stations could do the conversion of older models. The necessary preparatory work for this means that we cannot offer this service before the year 2000. We will inform you as soon as possible which models can be converted and at what cost.

• In any event we strongly recommend against consumers or dealers doing their own experiments with the sound effects circuit and decoder from the 55910. In terms of its dimensions the sound effects circuit from 55241 (DRG class 78) is a better candidate for use in converting other locomotives.

2.2. Displaying and storing locomotives

Locomotives that are on display in cases or that are stored for long periods of time should be run at least once a year and should be checked out to make sure that they work properly. Oiling a locomotive before storing it. is -detrimental, since the danger of the oil hardening in the different axle bearings increases. Although the Marklin oil (item no. 7149) is made to particular specifications, this product may harden over long periods of storage time!

2.3 Pickup shoe changeover on the ICE 2

One of the special technical features of the different ICE trains has always been the built-in power changeover between the pickup shoes and pantographs. This technology guarantees that the train always stops at a signal with the forward part of the train, regardless of the direction of travel.

This is also the case with the ICE 2 (33712/37712) if it is receiving its power through the track. This even holds true, when a "dummy" train (non-powered unit, item no. 40712) is coupled to it.

Since as a single train the ICE 2 has only one pantograph that is located on the powered unit, there can be no power changeover on this model when it is powered through the catenary. If the cab control car is at the front of the train, the entire train down to the powered unit will be pushed beyond the dead signal block.

Even when the second "dummy" train is used, the installation of a power changeover between the pantographs does not make any sense. As with the prototype the two trains can also be combined with each other in any one of several ways, so that, for example, one or both power units can be located in the middle of the train. For that reason a power changeover is also not possible in these situations, this technology was not installed in the ICE 2 right from the start.

Mind you, this only holds true when the train is powered through the catenary. If the train is being powered through the track, power changeover between the pickup shoes is naturally built in!

Three pieces of information related to this:

• A switch is located on the underside of each power car and cab control car so that the power changeover between the pickup shoes will function with a single train or a double train. This switch is identified with the letters "E" and "D". Some customers have mistakenly connected this "D" with Digital. The letters actually mean that the pickup shoes in question under the car is either electrically connected ("E" position) or is not connected and therefore has no function as a "D"ummy. Both of the motor or cab control cars at the ends of the train must always be operated in the "E" position, while the pickup shoes on the two motor or cab control cars in the middle of the train are turned off ("D" position).

• Operation of the ICE 2 by means of catenary has still another handicap in addition to the missing power changeover between the pickup shoes- Since the reliability of the power pickup through a single pantograph is much worse than that of a center rail pickup shoe, in digital operation there is the possibility that operating data may be received garbled and thereby disrupted by the locomotive decoder. The faster a train or powered unit is run and the greater the tolerances in the setup of the catenary, the more likely this problem is to occur. For that reason we are hesitant to recommend powering the train through the catenary when using digital.

• Because of the power changeover between the pickup shoes, the motorized parts of the different ICE trains and the DB Cargo Sprinter cannot be operated by themselves!

2.4. Installing the 60960 in cars to control lighting

In the brochure "Installation information for HO decoders" (no. 603712) mention is made on page 5, left column, 2nd paragraph, of a single step relay. We have received many inquiries about specific information about this relay and whether this part is available from Marklin as a spare part.

The single step relay should be designed for a switching voltage of 12 volts and a contact load limit with a minimum of 1 amp, if this relay is also to be activated in conventional operation (on function fl). With pure digital operation it is recommended that you use an 18 or 24 volt version with at least the same contact load limit. Designs with a minimal current draw on the exciter side are preferred. A center zero relay is required at the output (An input contact is connected to one of two output contacts depending on the switching status of the relay). This relay is also available in mini versions for mounting on a small circuit board, which is easier to install in HO cars. This relay can be purchased at reasonable prices in any electronic supply outlet. This type of relay is not available at present as a Marklin spare part.

The diagram below shows the basic installation of such a relay. The diode shown is a type 1 N 4148, and the electrolytic condenser should have a capacity of 10 micro Farad. This supplemental circuit keeps the relay from "chattering" (constant on and off action of the relay due to a pulsating direct current).

In this example the adjacent car is supposed to be provided with controlled lighting through the current-conducting coupler. The other control outputs on the decoder can naturally also be used for other switching purposes. This circuit was left out of the drawing in the interests of clarity.

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