Following installation of the heat exchanger, an attempt was made to start the engine for the first time in over one and a half years on Saturday.
The loco was towed out of the shed (so as not to smoke everyone out!) and the cooling system was filled.
To maximise the available battery capacity to its full, the air main reservoir was charged using an external compressor to avoid having to use its own compressor and drain the battery. The starting contactors are air operated.
With Martin F holding the fuel rack a little open and Mark A and John Cooke checking around, I pressed the start button and the engine burst into life first time!
After checking the batteries were being charged, the internal compressor was switched on and the engine allowed to run. Airlocks were a problem initially with frequent eruptions of water from the overflow pipe but after a couple of refills, everything settled down.
The loco was tried for power and after some problems with the ATP governor and the Generator Field MCB, around 200A of traction power was indicated.
This was checked both in forward and reverse.
Only No.3 & 4 traction motors are in circuit at present, the work done by Brush to No.1 & 2 motors will be tested another time!
The engine was run for approximately five hours total and allowed to get almost up to full operating temperature. Oil pressure at idle was noted to be about 28psi, fully acceptable, although water pressure was noted to be a little low, 9 to 10 psi rather than the specified 12psi.
A couple of minor water leaks noted prior to the engine being run had sealed themselves by the end of play.
On Sunday both exhausters were wired up using the revised cable routing, the cables being carried in Kopex flexible ducting.
No.2 exhauster will need a thorough internal clean before running and perhaps someone might give it a lick of paint!
