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1640122095 529 today. New wheelsets. what a waste

Which were also well built, well engineered, and reliable. Disgraceful.

Aircon is at recirculative at hightest, or lowest tempretures. but always allows a percentage of fresh air. 158 aircon is dreadfull. driven by hydrostatic motors.

Yes they are. 175 are very bad.

313, 507, 508 camshaft resistance controlled. 314, & 315 thyristor controlled.

323's were updated with Alstom IGBT traction inverter package (same as pendo's, Juniper, and others). The compatibility purely relies on the train wire configuration, and that likely will be very similar

Somebody did attempt to couple a 175 to a 150 many years ago. Both units suffered damage.

And they are completly incompatible MU wise. For starters 175 is 110v control, a 153 is 24v.

1st generation AC drive units, with obselete GTO inverters. There day is done.

One of the weak areas of the coradia units is the cooler groups. 185 have much better cooler groups from a different supplier. The coradia cooler groups realy struggle with the amount of heat generated in dynamic brake.

The 175 are fitted with voith T211HBR and the 180 T312HBR. The HBR stands for hydrodynamic brake. They were isolated for various issues, but the main one is the cost of maintaining was not justified for the relatively small saving in brake pad costs. Brake performance is not affected at all. In...

The hydrodynamic brake is built into the voith transmission, so hence it would never be removed. It has simply been isolated.

Class 180 is down to poor maintenance. They are effectively the same train as class 175, which are very reliable. But are maintained very well at Chester

Most modern EMU have both regen & rheostatic dynamic brake. They will defualt to regen, unless the supply source is non-receptive, ie neutral section, or supply source over volts. Then they will switch to rheostatic. If this is then not attainable then its back to the friction brake.

If it is working, it will kick in within a couple of minutes. Will take some time for the saloon tempreture to drop. Its a crap system, cheap, and would be difficult, and non cost effective to upgrade.

175/180 have a self contained dual module mounted in the roof. No refrigerant pipes outside of module. All pipe joints braised. Very rare both circuits fail, but then you change the roof module, easily done within a shift.

The HVAC on these units is a poor design. Hydrostatic driven condenser fans, and compressors. condenser on the underfame, evaporater in the roof. long refrigerant pipe runs with joints. Then the issue with controllers.

The line volts used to be very variable, depending on load and distance from a substation. It could at times be as low as 350v. This caused several fires on 507/508.

Massive problem with parts supply, Plus technical information also. Superb loco when working ok.

MK5 are designed to run with class 88. They even have the blanked off switch positions in the DT cab. They would require the CAF mods to the locos.