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Austrian State Railways ÖBB was first Siemens customer for diesel-electric mainline diesel loco Eurorunner ER 20. Between 2002 and 2011 manufacturer delievered 181 samples to ÖBB and several european private owners. The MTU 16 V 4000 R41 develops 2000 kW and enables the loco to reach a maximum speed of 140 km/h.
F5 enables the heavy load mode: The diesel notch is always one up compared with normal operation. If you want to jump two notches, simply set CV 104 to 170 (instead of 150).
F27 turns on the manual ntoching. Once F28 is on, you can use F28 to notch up and F29 to notch down. F27, F28, and F29 must be turned off to return to normal mode. If F27 is off and you press F28, the prime mover will run to full speed.
F17 will bring the locomotive to full stop. Hide description more…
H0 N XL L M4
H0 N XL L M4 
Piko KM ML4000 (SP9001) - 58412 LokSound 5 PluX22
In 1959, the two US railroad companies Denver & Rio Grande Western D&RGW and Southern Pacific SP each ordered three mainline diesel locomotives from the German manufacturer Krauss-Maffei. Contrary to US practice, these six-axle locomotives featured diesel-hydraulic drive technology. The two medium-speed, sixteen-cylinder Maybach MD 870 engines, equipped with exhaust gas turbochargers and intercoolers, each produced 1470 kW at 1585 rpm, the same engines already used in the pre-production locomotives of the DB Class V160. Voith L830rU transmissions, similar to those used in the production V160 locomotives, were installed. The maximum speed was 113 km/h. The two compressors for compressed air generation were US-made Gardner Denver products, driven by the diesel engines and therefore running at excessively high speeds. The fact that the locomotives, considered the most powerful single-frame diesel locomotives in the world at the time, were not destined for lasting success was due to the excessive demands of the dispatchers, who constantly sent the ML4000 out on the line at maximum load. Nevertheless, the six pre-production locomotives were followed by an order for 15 production locomotives with a completely different hood-unit design. SP retired its last Hydraulics locomotives in 1968.
This project is for the PIKO model (KM ML 4000 SP 9001) including all light functions.
These CVs were changed in the SUSI module to make the light functions work:
CV1021=2
CV983=1
CV985=0
CV987=1
CV989=0
CV1021=3
CV983=16
CV987=16
CV1000=64
CV1004=64
CV1021=4
CV982=32
CV986=32
CV1021=7
CV1001=2
CV1005=2
Horn:
F2 – Activates the air horn (5 different horns selectable with CV164 values 0-4)
CV164=0 KM ML 4000
CV164=1 Nathan P-3-R4 (Default)
CV164=2 Nathan P-3
CV164=3 Nathan P-3-R1
CV164=3 Nathan P-3-R2
Brake functions:
F16 – Dynamic braking with brake fan sound. Simulates a downhill run (speed reduction adjustable with CV181 and CV184). The locomotive significantly reduces its speed.
F17 – Brake Function 2: The locomotive brakes slowly to a standstill with brake valve sound.
Heavy Load Operation:
F29 – Activates heavy load operation. Acceleration now takes noticeably longer, and the diesel engine works harder.
Deactivate Brake Sound:
F30 – Deactivates the brake squeal when the train stops. (4 different brake sounds selectable with CV162 values 0-3)
Basis File - S0046 Hide description more…
H0 N XL L M4
H0 N XL L M4 
The Pioneer Zephyr is a diesel-powered trainset built by the Budd Company in 1934 for the Chicago, Burlington & Quincy Railroad (CB&Q), commonly known as the Burlington Route. The trainset was the second internal-combustion–powered streamliner built for mainline service in the United States (after the Union Pacific Railroad's M-10000), the first such train powered by a diesel engine, and the first to enter revenue service.
The trainset consists of one power/storage car, one baggage/RPO/buffet/coach car, and one coach/observation car. The cars are made of stainless steel, permanently articulated together with Jacobs bogies. The construction incorporated recent advances such as shotwelding (a specialized type of spot welding) to join the stainless steel, and unibody construction and articulation to reduce weight. It was the first of nine similarly built trainsets made for Burlington and its technologies were pivotal in the subsequent dieselization of passenger rail service.
Its operating economy, speed, and public appeal demonstrated the potential for diesel-electric-powered trains to revitalize and restore profitability to passenger rail service that had suffered a catastrophic loss of business with the Great Depression. Originally named the Burlington Zephyr during its demonstration period, it became the Pioneer Zephyr as Burlington expanded its fleet of Zephyr trainsets.
On May 26, 1934, it set a speed record for travel between Denver and Chicago when it made a 1,015.4-mile (1,633 km) non-stop "Dawn-to-Dusk" dash in 13 hours 5 minutes at an average speed of almost 78 mph (124 km/h). For one section of the run, it reached a speed of 112.5 mph (181 km/h). The historic dash inspired a film ("The Silver Streak") and the train's nickname, "The Silver Streak".
The train entered regular revenue service on November 11, between Kansas City, Missouri; Omaha, Nebraska; and Lincoln, Nebraska. It operated this and other routes until its retirement in 1960, when it was donated to Chicago's Museum of Science & Industry, where it remains on public display. The train is generally regarded as the first successful streamliner on American railroads.
Though no Pioneer Zephyr runs today, we used an 8-567C prime mover for this project.
This project is a normal idle version. It is an air throttle version. It has switcher type exhaust with a single exhaust stack.
File also contains an "Isolation Switch" Mode on F15 when Standing Still.
Pressing F15 while not moving will lower the prime mover and lock the motor. F15 must be turned off to begin moving.
Another Mode is "Reverser In Center Position". When pressing F24 while stopped, the motor will lock so you can throttle through the notches like the prototype in neutral. F24 must be turned off to begin moving.
This project has "Run 8" mode. When turning on F26 with F28 off, the prime mover goes to run 8. Turning off F26 returns the prime mover sounds back to normal mode.
This project has "Coast" mode. When turning on F27 with F28 off, the prime mover goes to idle for coasting purposes. Turning off F27 returns the prime mover sounds back to normal mode.
You can still use F26 and F27 for manual notching. You have to keep both F26 and F27 off before pressing F28 to turn on manual notching. Once F28 is on, you can use F26 to notch up and F27 to notch down. F26, F27, and F28 must be turned off to return to normal mode.
This project has "Load" mode. When turning on F29 with F15, F24, F26, F27, F28 off, the prime mover goes into load mode. While you are using load mode, the prime mover will notch up 1 or more notches based on primary load settings(CV104). The throttle notches up using speed instead of requested speed while using the load feature. F29 must be turned off to return to normal mode.
Prime mover volume selection mode. By default the prime mover has volume dynamics. Meaning idle is soft while notch 8 is loud. This is very prototypical. The next option is volume maxed out. Meaning idle and notch 8 are the same volume. This is more suitable for people who like it loud.
Change the sound configuration of the prime mover sound slot 1
CV31 = 16, CV32 = 1
----------------------
CV263 = 0 Prime Mover Dynamic Volume Control
CV263 = 1 Prime Mover Max Volume
Pioneer Zephyr Horn Pack 1
Horns (SoundCV9):
CV163=0 Leslie A-200 + Leslie A-125 Horn Combo
CV163=1 Leslie A-200 + Leslie A-125 Horn Combo Ed2
CV163=2 Leslie A-200
CV163=3 Leslie A-125
CV163=4 Leslie A-200 Ed2
CV163=5 Leslie A-125 Ed2
CV163=6 Leslie A-75 Ed2
CV163=7 Wabco E-2
CV163=8 Wabco E-2 Ed2
CV163=9 Hancock 4700 Whistle
CV163=10 Hancock 4700 Whistle Ed2
CV163=11 Nathan MS-1
CV163=12 Nathan M-5
CV163=13 Nathan M-3
CV163=14 Leslie A-75
Pioneer Zephyr Bell Template Pack 1
Bells (SoundCV10):
CV164=0 Pioneer Zephyr Air Bell 001
Auto Bell:
Many Second and Third Generation locomotives have been fitted with an Automatic Bell that is triggered when the horn is blown. In MANY cases this cannot even be bypassed on modern locos. Before the FRA mandated this feature on new locomotives the bell was of course turned on and off separately. Some locomotives were delivered with a manual bell and have been converted to an automatic bell. This creates a challenge in sound file creation.
We realize that not every loco with a particular prime mover had this feature. As such we have built in an option to turn the feature on and off. We will set the default in the file to be what is most appropriate for the particular file.
To turn the feature OFF - Auto Bell OFF:
1. Remove the Auto bell sound slot from the function mapping chart
CV31 = 16, CV32 = 8
----------------------
CV311 = 4
2. Change the sound configuration of the Auto bell sound slot
CV31 = 16, CV32 = 1
----------------------
CV287 = 0
To turn the feature ON - Auto Bell ON:
1. ADD the Auto bell sound slot from the function mapping chart
CV31 = 16, CV32 = 8
----------------------
CV311 = 12
2. Change the sound configuration of the Auto bell sound slot
CV31 = 16, CV32 = 1
----------------------
CV287 = 1
Auto Bell Timer:
The Bell timer is amount of time the bell will play after the horn if the auto timer is active. The timer is broken down into 1/4 of a second increments.
CV169=4 - 1 Second
CV169=8 - 2 Seconds
CV169=12 - 3 Seconds
CV169=16 - 4 Seconds
CV169=20 - 5 Seconds - Default
Etc...
1st Generation Brake Squeal Template Pack 1
Brake Squeal (SoundCV11)
CV165=0 Composition Shoe #1
CV165=1 Cast Iron Shoe #1
EMD 1st Generation Switcher Air Dryer Template Pack 1
Air Dryer (SoundCV12)
CV166=0 NW2 Air Dryer 1
CV166=1 NW5 Air Dryer 1
CV166=2 SW7 Air Dryer 1
CV166=3 SW10 Air Dryer 1
S0842 - Release Notes
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V-1 R-1:
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- new project Hide description more…
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