QSI Titan programming tips

ET Steam Files / weak chuff

When you first fire up the ET steam file, the chuff will be weak and very low in volume. You need to go to CV Manager and go to the "chuff" tab and set Chuff Intensity to 0. Then you need to go to Snd Ctrl under Sound in CVM and increase the value of 51.12 to somewhere upwards of 140. That increases the quietest the chuff can get. 

Remember that you need some momentum too, to allow the "barking" and "drifting" functions to work. In this case, the more momentum the better.

I'm going to experiment with the downloaded chuff volume level too.

I increased the chuff volume, added 20 for CV3, 30 for CV4, and backed off the air pump sound

Autochuff / "chuff cam"

 Note on the 2 cylinder ET steam file 3111, it has the CAM synhronized chuff on. Unless you have a chuff cam and have connected to the chuff input, turn this off, it is in CV 56.0.

I'm missing the F6 startup and F9 shutdown sound sequences:

F9 by default should control output 11. I tried interrogating CV 43 to validate that, but the CV64 "talkback" just says "CV43" ... looking at page 63 of the big manual, in red it shows that these CV's are now "hardwired" , such that F0-F28 are "locked" to outputs.

In particular, F9 is locked to output 11.

When I interrogated output 11 (cv 53.11.1), it had 0 in it... I set it to 145 and your disconnect, standby, total shutdown sequence now works from F9.

Luckily, F6 was still set to the 144 feature, startup.

I believe this was changed because too many people accidentally hit the F9 and the loco would not move (as it should) because it was in disconnect.

Consisting and sounds

I've always had issues with controlling sounds when in a consist.

First, I need to see what's in the NCE system that may affect it.

Also, I need to know what is the normal practice per nmra.


Notching diesels:

There were some tweaks that were done to simulate this, but it was a kludge.

For now, just use the F9 "Heavy Load" and dial up the speed of the motor without affecting the train speed.

I'll investigate the way I heard it work in an expermental version.


Tips on various prototype sounds/settings:


Santa Fe F3 passenger:

Use 1162 ET sound file

Bell: set volume 80,

Horn: set volume 90, I have chosen the Leslie S5T, as that was what was on them from 1952 on. The alternate is the Nathan M5

Two speaker setup, set horn and bell 100% to SPK1/Front, set prime mover 80% to SPK2/Rear

 Equipped with twin Leslie A200-156 as delivered:  Left facing forward, right to the rear, and operated in tandem creating a vibrato D# below mid C. sound. 

In the early 50’s, some of the passenger Fs were retrofitted with five chime horns; Nathan Airchime M5R24 (C#, E, G, A, C#) in 1950, and the Leslie S5TR (mid. C, D#, F#, A, C#) in 1952.

Cab less booster or B units were equipped for back up or hostler moves with a Leslie Tyfon type A-75-440-MB(former A-75-HR). The horn located near the top left or fireman’s side of the unit’s trailing end. See the 1950-1952 Locomotive Cyclopedia’s Diesel-Electric Locomotives section. The horn sounded music note A above middle C, and the Leslie Tyfon type A-75-330-MB(former A-75-L) was also available but not listed in EMD Parts List D2926. The L series sounded music note E above middle C.  


Santa Fe PA passenger:

ALCo Passenger - #50 & PA's

  • #50 was equipped as delivered with Wabco E-2 (large horn) & A-6 (small horn). 
  • PA’s equipped with twin Wabco model E-2’s or Leslie A-200-156’s as delivered.  Right side facing forward and the left to the rear. The E-2’s sounded F below mid C in vibrato. Photo evidence also reveals some units with twin Leslie Tyfon A-200-156.  On occasion, one of the twin horns would fail and was replaced with the other type, creating a discernable discord.  D#, F below mid C.
  • Some PA’s were fitted with a Nathan Airchime M5R24 horn sometime in the 1950’s.  Both known examples were later replaced with the Leslie S5TR.  Known applications were the 57L in 1957, and the 61L in the early 1960’s. 
  • All the PA’s were retrofitted with the Leslie S5TR by 1962.
  • Cab less booster or B units were equipped with a Wabco type A horn for back up or hostler moves and located according to diagrams found in the 1950-1952 Locomotive Cyclopedia on the roof center line at the opposite end of the radiator fan housing.  The Wabco type A-6 horn is depicted in the publication’s air brake diagram section(page 458) and sound music note D Sharp above middle C.
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