E Unit problem with Santa Fe 2343 with Legacy 1.4 Remote

what is the 6 dash number?

bigdodgetrain posted:

what is the 6 dash number?

There is no 6 dash number - it is from the golden postwar age - the original 2343. I believe the OP is using a Legacy System to operate a conventional mechanical e-unit, and does this successfully with many engines in his given setup, but this particular one is misbehaving. unfortunately, I am a strictly pre/postwar conventional and this it outside my domain of knowledge.

I've got a 2353 with a similar issue.  Using the the red throttle knob to sequence the E unit at a low voltage seems to work.

I don't have the original box but 2333-20 is stamped on the undercarriage of the two A units.  I tried using the red throttle knob to throttle all the way down until voltage was off.  That also failed to provide the correct sequence.  Thank you much for the suggestion, rich64.   It's a nuisance that I can live with but it seems so very odd.

OK. Maybe the E unit drum is skipping because of a broken cog or the pawl is hanging up. Can you hear it click down when you power off? 

The E-unit drum has 8 actual positions. One of the forward positions can be bad. That occurred in an F-3 of mine.

RoyBoy, I think that you may have nailed the problem with my F-3.  I wasn't aware that there are eight positions.  I will pursue getting the E-Unit repaired or replaced.  It is odd, however, that the unit performs perfectly when I run the engine with my ZW transformer.  Nevertheless, I think that you are correct.  Thank you so much!!!

Floyd posted:

RoyBoy, I think that you may have nailed the problem with my F-3.  I wasn't aware that there are eight positions.  I will pursue getting the E-Unit repaired or replaced.  It is odd, however, that the unit performs perfectly when I run the engine with my ZW transformer.  Nevertheless, I think that you are correct.  Thank you so much!!!

If your ZW can successfully and consistently go through all 8 positions, your e-unit is probably not the issue. A visual inspection of the drum can bring to light a damaged tooth. In the photo below, all the visible teeth are in good condition.

Thought it would be wise to conduct one more test with the ZW transformer.  The E-Unit cycles perfectly every time not unlike it did when I received as a Christmas present from my father in the very early 1950s.  I tested it at various voltage levels.  I can not get it to fail even at low current.  What could possibly be different when operating with the Legacy remote and power through my power master?  It seems so simple--the current is interrupted by the direction/boost/brake button.  I've also tested using the red emergency halt button on the left side of the remote.  Again, the F-3's E-Unit fails to work properly (with exactly the same strange sequence which I outlined above).  Thanks to all of you for weighing in on this.     

The fact the sequence is the same every time is the most odd thing about this.  I have a 671rr from 1952 that behaves similar.  I say similar because I've never noticed a distinct pattern.

In my case the pawl hangs up.  I found this out by running the engine without the shell and observing.  Unfortunately I haven't fixed it yet.  I tried some dry teflon lube that seemed to help at first but then a few months in it's box and it was back to the same behavior.  It's annoying but I don't do a ton of direction changes so I've just lived with it.

Tony

I think that some people are missing the statement that the locomotive always works correctly with a  postwar ZW transformer.
The minimum voltage on a postwar ZW is 6 volts.
Does the legacy system have a lower initial voltage?
If so, I wonder whether a lower initial voltage could be causing the e-unit to stutter.

Thanks, C.W.  I'm able to crank up the voltage using either the boost button or the wheel to enough volts to run the thing at about 200 scale mph.  I think that the max for the Powerhouse 180 is 18 volts.  If I raise the voltage to the point that the bulbs in the cab are really bright, there are times that the E-Unit cycles correctly.  However, those are few and far between.  I have a couple of other post war locomotives with mechanical-electromagnetic E-Units.  One is a very basic steam engine that came in a set from the early 1950s.  It hasn't been lubricated for about 30 years, but still cycles perfectly using the Legacy controller, even at low voltabe.  Given that the F3 is giving some inconsistent performance, I'm inclined to try swapping out the reverse unit.  I'm not sure how much that will cost me it's starting to look like it's worth a shot.  Barring any other theories, I'll pursue that.  Thanks again.  All of you have been very generous with your ideas.  I just need to control my frustration level with this problem.   

 It hasn't been lubricated for about 30 years, but still cycles perfectly using the Legacy controller, even at low voltabe.  Given that the F3 is giving some inconsistent performance, I'm inclined to try swapping out the reverse unit.  

Generally, e-units aren't lubricated.
One parts dealer I follow often has NOS Modern era 3 position e-units for around $25. I'd suggest avoiding Modern era e-units with clear drums. The clear plastic seems to be brittle, so the drums tend to fail.

Thank you, C.W.  I think I would like to go the route of replacing the original with a NOS Modern era 3 position e-unit.  Could you recommend a parts dealer?  Thank you.