The Re 4/4 II

English translation by google

The model

No other locomotive of the SBB was procured in so large number and during a as long period, as the Re 4/4 II. When at the beginning of the sixties of a replacement for the still numerous locomotives of the Vorkriegsbaureihen one thought, the choice fell on a four-axis rotary stand locomotive. Also the BLS had made with such a construction, the Ae 4/4, very good experiences. By its efficiency and speed and the suitability for increased rate of turn the Ae 4/4 was universally applicable. Although the SBB did not plan like the BLS with its Re 4/4 undulatory current engines with electric rectifiers, developed nevertheless a successful construction with conventional alternating-current motors, which in the achievement hardly is inferior to the BLS machine laid out particularly for the Loetschbergrampe. 1964 was activated first the prototypes with the numbers 11101 - to 11106. During extensive test travels the machines could prove their suitability. The kurvenlaeufigkeit and the adhesion, also the transverse clutch of the rotary stands could be improved by soft rotary stand feathers/springs and sufficient seitenspiel of the wheel sets contributed to it. The output per hour of the drive motors is with 4700 KW, the maximum traction power with 255 kN. With the maximum speed of 140 km/h it is not applicable before all kinds of course, by the vielfachsteuerung is possible for double traction also with many other locomotive series and by the remote control is also wendezuege a problem. For the downward gradient-rich route network one installed a recuperation brake. 1967 became the serienmaschinen 11107 - 11155 delivered, of it 8 copies with automatic central buffer clutch for the "Swissexpress" cars, these again one removed later. The lacquer finish in orange stone grey, also this was remarkable with revisions is replaced. Constituted of 1969 - 1983 still the machines 11156 became - 11349, them is somewhat longer, than the first series and carries two a cross-beam current collectors instead of only a Pantografen. 9 locomotives of this series got a dte lacquer finish, in addition, this is traffic-red replaced increasingly by the today's. Particularly for the God hard distance to 1971 the series Re 4/4 III were activated, by a changed transmission translation rose the traction power to maximally 280 kN, the maximum speed sank to 125 km/h. On the 26 parts per thousand ramps thereby a trailer weight of 580 t was instead of 460 t possible. Again 27 locomotives were delivered 1986 from 1984 -, one decided themselves for the far procurement of a proven type, because the need was not actually sufficient for the order that as follow-up kind thought Re 4/4 IV. With the locomotives of the numbers 11371 - 11397 the existence rose to 296 copies with the SBB also different private railway companies procured altogether 10 locomotives of the different series and successfully uses it on their nets

The Z-model of Swiss Z-Lines

Compact force package: The compact form of the model is outstanding shown by the model. Optical highlights are the raised inscriptions at the sides and the coats of arms at the front fronts. The silver front window frameworks were not copied unfortunately.

Despite couplers at both ends the aprons and the brake hoses were correctly shown! Also earnings of the Maerklin similar MTL couplers. Sometimes with large trailer weight it comes to involuntary uncoupling, because the coupler height is a bit different. Particularly finely are also the rotary stands and the lower side parts.

Perfect match: The typical Re 4/4 front is to be recognized clearly. Is one to expect 600 euro-model free standing handrails of or prefer the durable molded? I find, rank-seized have been quite free standing implemented could...
Topic lamps: Also here the question whether correct reproduction or functioning compromise. The LED lighting succeeded, however the signalling is in front 3 x white - in the back 1 x red definitely not typically in SBB-traffic, here would have been more suitable a white conclusion lighting.
The reproduction of the windshield wipers is lean - it was apparent simply forgotten.

With the roof is compromise in form of the bought to go with Pantografen of M. If one regarded times such from Heckl more near, white one where the standard to be found is. The burnished execution of the M-copy adds itself however doing good dezent into the otherwise protruding roof portion and may go through therefore. Exhaust lamellas and dachhauben are an eye pasture and let nearly the yardstick forget. In my eyes the side windows are not optimal. The windowless housing is inverted over the chassis pasted with clear plastic. Unfortunately the sticking traces are relatively well visible, so that probably in selfinitiative remedy must be created here.

The Re 4/4 in the circle of their colleagues. Here not visibly, but when touching the difference in weight is clearly noticeable. The Re 460 brings it on 32 gram, the Ae 6/6 is with 30 g the lightweight. Although in the dimensions smallest, the SZL Re 4/4 II weighs full 49 gram! Impressive naturally also metal housings the own "cold" feeling is in the fingers, which signals "attention, valuable" to the brain. .

The Re 4/4 II and the family car, a typical composition of the SBB.

Tasks of the model are fast -, IC -, EC -, IR -, regional and...

... exactly, freight trains; -)

Twice a Re 4/4 II-model. The rear "self filing" originates from a time, in which one did not dare to dream times from this model to. Well - a certain similarity exists...
The following pictures show traction power comparison travels to the 2%-grade of Grison siding. The 62 axles have might still attach more from the Re 4/4 sovereign the mountain highly carried, somewhat one. Impressive was the attempt with the traction tires-equipped class 460, it smoothly the double of the shown course have pulled could. Without traction tires and with only 30 g weight had reached the Ae 6/6 with the attached 11 cars the maximum load.

The locomotive from down, well recognizably are the similarities to the well-known AZL US models. The chassis is divided, each half forms a pole. This division goes into the rotary stands.

The lighting sits in the housing, likewise the clutches. Elegantly the electrical connection to the chassis was solved: Small feathers/springs, similarly the well-known clutch feathers/springs sit on the small plates and close the electric circuit, if the housing is put on.

Very compactly the technology is in the chassis hidden. The SZL developers did not see need for a decoder designation of location obvious. Here again a chance was missed and the digital friend must seize to the file...

From errors one learns: The AZL locomotives have trouble sometimes with the power input somewhat - the river is decreased only from the shaft sections in the bushes of the rotary stand. With SZL additional Radschleifer provides for more reliability of electrical contacts, bravo! To see good that everything which the two chassis-helped connects from isolating plastic is.

Which brass colors under the rotary stand out-peeps in such a way there is one of the two rotors. In view of the diameter of approx. 9 mm one should not expect discharge miracles. From approximate model maximum speed is to be counted on approx. a locomotive length. The handling characteristics lie nevertheless the far over current M-fivepole-standard. The gentle tumble-free noiseless running is a benefit, the transmission gradation permits ranking travels and also high-speed travels, whereby the Vmax of the M-models is missed clearly. Fortunately...

Heart of the drive is a bell anchor engine, which performs its work almost inaudibly. The extraordinarily small power input is worth mentioning. In the no-load operation with 6 V straight times 20 mA flow! With put on housing, i.e. with lighting and uphill drive with trailer weight the power requirement lies with max. 90 mA.

Modelle