Thanks for posting this video. The 3 engines I have are early models with the worm gear, including one I bought from a fellow club member that he originally bought in a NYC hobby store in 1965. That particular one had it molded details shaved off and I'm currently in the process of adding separate details to make it reflect the look many of the yeoman Pacifics had in the late 40s and early 50s. It's a work in progress but it's certainly getting there.
Sounds like a good project! I heard the old style Bowser motor was so reliable that they only ever had a few returned for problems, and it was usually because the track was cleaned with steel wool and the fibers got sucked in by the motor. Knowing that, I'd expect those engines to last you for a lifetime!
Awesome little engine! I love the K class NYC Pacifics (Especially the mighty K5) and Bowser did an excellent job on this kid. Definatly on the hunt for one!
Watching your video of building the Mikado (6 years ago) I was inspired to try to build one and since I have built 3 of these kits and many others. This looms like the last upgrade in design and the only down side is the lead truck. The original design was so the engine would center coming off a curve thus reducing alignment issues with the running gear and general alignment. Other than that you have a great model there and you did a good job building it. Oh and I believe the rods are plated brass....at least the side rods are the valve gear could be a sort of galvanized steel.
I'm glad my videos could inspire you! A finished kit is a satisfying thing to have running around the layout. I did notice while building this kit that it was originally designed for a different front truck. The one included still works well though. I also managed to replate the nickel onto the valve gear rod after the video, and it just about looks like new!
@@Alerrecks Yup, here you go! It's one of my oldest videos: th-cam.com/video/RhGKRtGZHrI/w-d-xo.html There's a link in the video's description to the build topic for it with a bunch of progress photos.
Ive had that happen to a can motor(inside a pk2000 0-6-0), the magnet corroded dust was touching the armature, getting into the windings and stalling the motor. I have no clue what causes it, besides the maget itself maybe being from a bad batch. Atleast youres is an open frame! Id like to see the nickel platingjng process, I got quite a few locos that could use it!
The process isn't difficult, but it can be a bit time consuming. I may show how to do it eventually on something like worn wheel treads. As for that magnet though, I'll probably paint it since I don't want to mess up the charge with electroplating. I haven't heard of a magnet disintegrating before, so that Proto magnet must have been defective somehow!
They were really solid back then! I also had the chance to work on a Penn Line L1 2-8-2 a while back. The whole thing was pure lead (weighed at least 3lbs total!) and had high torque gearing with a Pittman motor. It was easily one of the most powerful steam engines I've ever seen!
The K-11 was built as a fast freight locomotive, but was quickly replaced by 100 L-1 Mohawks of 1916 and conclusively bumped to secondary passenger and commuter runs by the 200 L-2's. "Class K-11 which had 69" diameter drivers, 26" x 26" cylinders, a 180 psi boiler pressure and they exerted 38,970 pounds of tractive effort.""The K-11a was essentially the same design as the K-3, but had shorter tubes, put less weight on the rails and had much smaller drivers. Their role, wrote the CH's McKnight, was to "expedite the perishable traffic of fresh meats, vegetables, fruit and milk into the New York City market." 50 entered service as K-10s built by Brooks with 24" x 26" cylinders, but these were converted in 1912 to gain the traffic effort shown by the K-11s. The last ten were supplied by Brooks in 1911--works numbers were 49245-49254 in February 1911. Notice the unusually "square" cylinders in which diameter is equal to stroke. A few were fitted with boosters and those engines had 25" x 26" cylinders using 200-psi steam for a 40,040-lb tractive effort assisted by an 11,000-lb booster at starting. It's not clear from the 1930 diagrams how many K-11s were boosted, but at that point only a few were so fitted. Fourteen K-11s were converted by Beech Grove shops, the principal difference being the installation of 72" drivers. These were then classed K-14s.""Class K-11b, d, e, f Works numbers were (K-11b) 50672-50681 in December 1911, 50682-50695 in January 1912, 50696-50701 in February; (K-11d) 51184-51203 in April 1912; (K-11e) 51760-51767 in August 1912, 51768-51789 in September; (K-11f) 54168-54172 in September 1913, and 54173-54196 in October. Brooks may have produced the first ten new-build perfect-square Pacifics (cylinder diameter equal to the bore) as K-11a and Baldwin may have added the next 30 as K-11c, but Schenectady produced the majority of this large class. K-11s were essentially the same design as the K-3, but had shorter tubes, put less weight on the rails and had much smaller drivers. Central Headlight's McKnight found that the K-11s were a success in their initial service as Hudson Division perishable-freight expediters, but were soon replaced by L-2 4-8-2s in 1916. It was then that they went to the Adirondack Division and soon provided motive power for freight and passenger service between Utica, NY and Montreal. Since much of the route traveled through the Adirondack Forest Preserve, where coal firing was prohibited, the West Albany shops soon became quite provision at converting K-11s from coal to oil burning for the summer months and back during the winter. McKnight noted that the K-11s' firemen "appreciated the oil burners because riding the seatbox working an oil valve beat swinging a #12 "Rededge" [shovel] to keep the old girl hot." Eventually, enough K-11s were available for AFP service that twenty K-11s retained their oil-burners year-round and often spent the winter in reserve. A few were fitted with boosters and those engines had 25" x 26" cylinders using 200-psi steam for a 40,040-lb tractive effort assisted by an 11,000-lb booster at starting. It's not clear from the 1930 diagrams how many K-11s were boosted, but at that point only a few were so fitted. McKnight saluted the K-11 in a compact description of a highly useful engine: "They stood up to hard service, steamed easily, rode well, and the engine crews liked them. They could pull like a Clydesdale and still run like a Morgan." McKnight continued: "For three and a half decades they ...[were] equal to any assignment within their limits whether it be a passenger run, moving freight tonnage, heavy suburban work, or even switching chores." Fourteen K-11s were converted by Beech Grove shops, the principal difference being the installation of 72" drivers. These were then classed K-14s. Class K-11c Works numbers were 37260-37267, 37354-37359, 37360-37375 in November 1911. As the New York Central stocked up on these perfectly square Pacifics (in which the cylinder diameter equalled its stroke), Baldwin unaccountably was called on to deliver 30 more Even more remarkably, the Philadelphians served the railroad until the late 1940s-early 1950s in most cases. Class K-14a, c, e, f The K-11 series of fast freight/passenger engines that entered service on the NYC in 1911. Apparently pleased with the conversion of fourteen K-11s to K-14g for the Boston & Albany, Beech Grove and West Albany shops converted ten for the parent company's own use. In addition to taller drivers, the makeover included a larger tender. The specifications otherwise remained the same, although its weight growth suggests some under-the-skin additions or modifications. Beech Grove reworked Brooks-produced 11as 3000, 3009, and 3011 to 14a, Baldwin-built 3052 to 14c, and West Albany reworked Schenectady 11e 3159-3165 to 14e, and 11f 3174, 3183, 3191, and 3193 to 14f. Successfully reworked, the class operated on the NYC until 1951-1952."www.flickr.com/photos/alcomike/6894932797/in/photostream/
I would love if someone made a diecast game or diesel locomotive that you could use in two rail O scale or three rail O gauge. A nice screwdriver kit no electronics no bulshit. A Lionel Big Boy and how gauge Vision Electronics is $2,800 now Bowser makes a nice big boy kit I wish somebody would do that for three rail O Gage. I don't understand how things that are made by people who make $2 an hour can cost so much.
When I built my Bowser K4 I installed a NWSL gearbox. Runs real nice with that.
I also did that with my L1 2-8-2 along with adding a coreless motor and flywheel. Made for a super quiet runner!
Thanks for posting this video. The 3 engines I have are early models with the worm gear, including one I bought from a fellow club member that he originally bought in a NYC hobby store in 1965. That particular one had it molded details shaved off and I'm currently in the process of adding separate details to make it reflect the look many of the yeoman Pacifics had in the late 40s and early 50s. It's a work in progress but it's certainly getting there.
Sounds like a good project! I heard the old style Bowser motor was so reliable that they only ever had a few returned for problems, and it was usually because the track was cleaned with steel wool and the fibers got sucked in by the motor. Knowing that, I'd expect those engines to last you for a lifetime!
Awesome little engine! I love the K class NYC Pacifics (Especially the mighty K5) and Bowser did an excellent job on this kid. Definatly on the hunt for one!
Great video and useful tips
Great job!
Wow that is a nice engine.
very common for the plating to fail on Neo Magnets
Watching your video of building the Mikado (6 years ago) I was inspired to try to build one and since I have built 3 of these kits and many others. This looms like the last upgrade in design and the only down side is the lead truck. The original design was so the engine would center coming off a curve thus reducing alignment issues with the running gear and general alignment. Other than that you have a great model there and you did a good job building it. Oh and I believe the rods are plated brass....at least the side rods are the valve gear could be a sort of galvanized steel.
I'm glad my videos could inspire you! A finished kit is a satisfying thing to have running around the layout. I did notice while building this kit that it was originally designed for a different front truck. The one included still works well though. I also managed to replate the nickel onto the valve gear rod after the video, and it just about looks like new!
I wonder if a coating of sorts was applied to the magnet to keep them from picking up oxide dust and microscopic pieces.
@@adamhinkle7982 Neodymium can rust very easily, so it's usually plated with at least a couple layers of nickel for protection.
I cant find the video on a mikado, only the 2-8-4 and PA-1. do you have a link?
@@Alerrecks Yup, here you go! It's one of my oldest videos: th-cam.com/video/RhGKRtGZHrI/w-d-xo.html
There's a link in the video's description to the build topic for it with a bunch of progress photos.
Ive had that happen to a can motor(inside a pk2000 0-6-0), the magnet corroded dust was touching the armature, getting into the windings and stalling the motor. I have no clue what causes it, besides the maget itself maybe being from a bad batch. Atleast youres is an open frame! Id like to see the nickel platingjng process, I got quite a few locos that could use it!
The process isn't difficult, but it can be a bit time consuming. I may show how to do it eventually on something like worn wheel treads. As for that magnet though, I'll probably paint it since I don't want to mess up the charge with electroplating. I haven't heard of a magnet disintegrating before, so that Proto magnet must have been defective somehow!
Where can I find a nickel plating kit? I have several drivers I need to replate
Caswell makes a nickel brush plating kit. I've had pretty good success using it to plate some parts.
wow thats an amazing locomotive
Very nice 👌 👍 👏 😀
I keep eyeing one of these things......
Get one....and be ready to get another and then another.....
Cool beans
Awesome they dont make them like they use to,,,,love the old bowser and mantua steamers they were diecast not plastic
They were really solid back then! I also had the chance to work on a Penn Line L1 2-8-2 a while back. The whole thing was pure lead (weighed at least 3lbs total!) and had high torque gearing with a Pittman motor. It was easily one of the most powerful steam engines I've ever seen!
The K-11 was built as a fast freight locomotive, but was quickly replaced by 100 L-1 Mohawks of 1916 and conclusively bumped to secondary passenger and commuter runs by the 200 L-2's. "Class K-11 which had 69" diameter drivers, 26" x 26" cylinders, a 180 psi boiler pressure and they exerted 38,970 pounds of tractive effort.""The K-11a was essentially the same design as the K-3, but had shorter tubes, put less weight on the rails and had much smaller drivers. Their role, wrote the CH's McKnight, was to "expedite the perishable traffic of fresh meats, vegetables, fruit and milk into the New York City market."
50 entered service as K-10s built by Brooks with 24" x 26" cylinders, but these were converted in 1912 to gain the traffic effort shown by the K-11s. The last ten were supplied by Brooks in 1911--works numbers were 49245-49254 in February 1911.
Notice the unusually "square" cylinders in which diameter is equal to stroke.
A few were fitted with boosters and those engines had 25" x 26" cylinders using 200-psi steam for a 40,040-lb tractive effort assisted by an 11,000-lb booster at starting. It's not clear from the 1930 diagrams how many K-11s were boosted, but at that point only a few were so fitted.
Fourteen K-11s were converted by Beech Grove shops, the principal difference being the installation of 72" drivers. These were then classed K-14s.""Class K-11b, d, e, f
Works numbers were (K-11b) 50672-50681 in December 1911, 50682-50695 in January 1912, 50696-50701 in February; (K-11d) 51184-51203 in April 1912; (K-11e) 51760-51767 in August 1912, 51768-51789 in September; (K-11f) 54168-54172 in September 1913, and 54173-54196 in October.
Brooks may have produced the first ten new-build perfect-square Pacifics (cylinder diameter equal to the bore) as K-11a and Baldwin may have added the next 30 as K-11c, but Schenectady produced the majority of this large class.
K-11s were essentially the same design as the K-3, but had shorter tubes, put less weight on the rails and had much smaller drivers. Central Headlight's McKnight found that the K-11s were a success in their initial service as Hudson Division perishable-freight expediters, but were soon replaced by L-2 4-8-2s in 1916. It was then that they went to the Adirondack Division and soon provided motive power for freight and passenger service between Utica, NY and Montreal.
Since much of the route traveled through the Adirondack Forest Preserve, where coal firing was prohibited, the West Albany shops soon became quite provision at converting K-11s from coal to oil burning for the summer months and back during the winter. McKnight noted that the K-11s' firemen "appreciated the oil burners because riding the seatbox working an oil valve beat swinging a #12 "Rededge" [shovel] to keep the old girl hot." Eventually, enough K-11s were available for AFP service that twenty K-11s retained their oil-burners year-round and often spent the winter in reserve.
A few were fitted with boosters and those engines had 25" x 26" cylinders using 200-psi steam for a 40,040-lb tractive effort assisted by an 11,000-lb booster at starting. It's not clear from the 1930 diagrams how many K-11s were boosted, but at that point only a few were so fitted.
McKnight saluted the K-11 in a compact description of a highly useful engine: "They stood up to hard service, steamed easily, rode well, and the engine crews liked them. They could pull like a Clydesdale and still run like a Morgan." McKnight continued: "For three and a half decades they ...[were] equal to any assignment within their limits whether it be a passenger run, moving freight tonnage, heavy suburban work, or even switching chores."
Fourteen K-11s were converted by Beech Grove shops, the principal difference being the installation of 72" drivers. These were then classed K-14s.
Class K-11c
Works numbers were 37260-37267, 37354-37359, 37360-37375 in November 1911.
As the New York Central stocked up on these perfectly square Pacifics (in which the cylinder diameter equalled its stroke), Baldwin unaccountably was called on to deliver 30 more
Even more remarkably, the Philadelphians served the railroad until the late 1940s-early 1950s in most cases.
Class K-14a, c, e, f
The K-11 series of fast freight/passenger engines that entered service on the NYC in 1911. Apparently pleased with the conversion of fourteen K-11s to K-14g for the Boston & Albany, Beech Grove and West Albany shops converted ten for the parent company's own use. In addition to taller drivers, the makeover included a larger tender. The specifications otherwise remained the same, although its weight growth suggests some under-the-skin additions or modifications.
Beech Grove reworked Brooks-produced 11as 3000, 3009, and 3011 to 14a, Baldwin-built 3052 to 14c, and West Albany reworked Schenectady 11e 3159-3165 to 14e, and 11f 3174, 3183, 3191, and 3193 to 14f. Successfully reworked, the class operated on the NYC until 1951-1952."www.flickr.com/photos/alcomike/6894932797/in/photostream/
I would love if someone made a diecast game or diesel locomotive that you could use in two rail O scale or three rail O gauge. A nice screwdriver kit no electronics no bulshit. A Lionel Big Boy and how gauge Vision Electronics is $2,800 now Bowser makes a nice big boy kit I wish somebody would do that for three rail O Gage. I don't understand how things that are made by people who make $2 an hour can cost so much.