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Post by Deleted on Oct 10, 2015 10:07:20 GMT -8
Thomas, Atlas only makes RS-11's with dynamic brakes. It's been that way for 25-30 years. It's part of their "Atlas Classic" line, and the old tooling isn't set up for a non-dynamic slide to fit in. The compromise is that it's supposed to keep the prices lower. That price is now at $160 w/o sound. Since the price for non-Classic locos is now $170, that's not much in savings anymore. Yep. I know. I just thought it was funny to do THAT level of research on an engine...and do it incorrectly...
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Post by Deleted on Oct 10, 2015 10:17:00 GMT -8
A very positive aspect with Atlas are the spare parts. If you are willing to paint your own, it is easy to pick up one of their models, buy an undec shell at very reasonable prices and have at it. And the new FMs that are arriving shortly will have the "new" motor as should all future releases. Of course that isn't a problem with the FMs, the last FM release was in 2008 which predates the torqueless motors that have slipped into production over the past few years. Yep. FWIW...I understand that Atlas' has corrected the motor issue...as you stated...on all models. I just wish they would invest some cash into their tooling and upgrade and correct models that would be huge...
If I were going to "have at it"...I'd spend my time building N & W H-11's from Bowser kits...which cost anywhere from $5 to $12 right now...cutting them down 15 scale inches or so...to get close to those hoppers...and finishing my Athearn Genesis Undec GP15-1's..
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Post by dti406 on Oct 10, 2015 10:47:30 GMT -8
Please note that this car is not a PC Prototype, the PC inherited NYC 5700 CF ACF Covered Hoppers which were longer and lower than the Atlas 5701. Rick J That is still legit. I have added some freight cars to my fleet that were inherited cars too - such as the Tangent X-58 box car in PC green. You just have to keep in mind the time period being represented, if that matters to you. I know SP weren't original owners of some flat cars offered in HO, but they did have some second hand cars in later years - same deal. Jim, yes the PC inherited the NYC cars and they were repainted PC, but it is not the right car, a 5700 is lower and longer than the 5701 that Atlas makes. See this picture of the NYC car: www.rr-fallenflags.org/nyc/nyc892155aga.jpgRick J
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Post by riogrande on Oct 10, 2015 12:53:55 GMT -8
Ok so you are saying the model does not match any that NYC owned and PC inherited? Fair enough.
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Post by curtmc on Oct 10, 2015 13:33:44 GMT -8
Ever since Atlas stopped the forum the number of "foobies" in their announcements has increased, and now many are not even being noted as "alternative history" or "prototype is similar but not exact" in their ads. That PC 5701 is just the latest example. It used to be that if an Atlas announcement in Master line wasn't a case of the model matching the prototype that it was at least noted.
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Post by valenciajim on Oct 11, 2015 15:45:21 GMT -8
Getting back to the Ford pick-up trucks, it looks like the street price is around $15 based on e-mails I got from several on-line stores.
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Post by atsfan on Oct 11, 2015 17:45:18 GMT -8
Yikes. $25 for a Pines Trailer?? Those arent new. Glad I stocked up at Train Shows 10 years ago. I'm glad also that I stocked up on the trailers also. I will have to bite twice for the Seaboard trailers. At least two of the pickups also. Waltners has a good sale on their trailers right now. Warehouse sale via website.
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Post by riogrande on Oct 12, 2015 4:46:14 GMT -8
Unfortunately Walthers trailers aren't really all that good for 1970's and 1980's modelers. The Walthers 40' trailers are hard to match to any real trailers from the 1970's although they may be accurate for a few I haven't been able to match any up myself. Their 45' Stoughton trailers are good for late 1980's which is kinda at the end of my modeling time frame - I have a few already - BN and D&RGW. The Stoughton 48' trailers are really out of my modeling era. I think the Walthers SP Golden Pig are foobies but look pretty close to some Brae's - the lower side sill on all the Golden Pig's I've seen are totally straight, but the Stoughtons are not. I know some have used them as Brae stand-in's. The vast majority of Trailers I have collected are the Athearn 40 and 45 foot Fruehaufs, and a bunch of FR/McKean/Accurail Brae 45' trailers. The 45' trailers AFAIK started in TOFC service around 1982/83.
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Post by curtmc on Oct 12, 2015 6:21:32 GMT -8
James, 45' trailers were introduced about 1970 but were not the most common size of trailers until about 1982 (after they had been approved for use everywhere in 1981). The initial TOFC flatcars of the 1960s were 85' in length and designed to carry two 40' trailers. The move to 89' length 40/45 TOFC flats in early 1970s allowed for the 89' TOFC cars to handle one 45' and one 40', or two 40'. As the 45' trailers became more and more common, Trailer Train had to convert the 89' cars to handle two 45' trailers (in 1980/81)... Some believe those conversions indicated the beginning of 45' trailers but they were necessitated by the 45' trailers as having become the most common size - overtaking the 40' trailers. Several railroads had 45' trailers in the late 1970s. Rock Island had 45' trailers, and that should tell you they were in use late 1970s (as Rock ended operations March 1980).
The truck trailer lengths during that era were always a push between the trucking companies and the railroads. As soon as the railroads could easily accommodate the longest long-haul highway trailers, the long-haul trucking companies went to their lobbyists to push for a new size that the railroads couldn't handle as easily. As soon as the railroads converted to better handle to 45' trailers in 1980-1982, then the 48' highway trailers were approved and started to show up in 1985, becoming the standard size by the early 1990s. As railroads introduced spine cars to handle those 48' trailers, 53' trailers were pushed for and approved, and 53' trailers made up 30% of the highway fleet by 1994... so in mid 1990s ('95-'97) railroads then moved to 53' spine cars. The long-haul trucking industry then pushed for 57' trailers and fortunately that didn't get beyond the Southwest (most non-interstate roadways were designed when 40' or 45' trailers were the norm and were not built to accommodate longer WB60+ trucks)
PS. If you saw WP trailers early 1980s on the DRGW, then some of those might have been the ex-Rock 45's.
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Post by riogrande on Oct 12, 2015 7:11:48 GMT -8
My go-to source for much of my Trailer Train flat car info was the excellent 2 part 1990 Rail Model Craftsman article. The 89' TOFC flat cars were mid-1960's (1966) rather than early 1970's. I tend to go with 1982 for modeling purposes as the year when twin-45 trailers on a flat car became more visible to railfans.
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Post by curtmc on Oct 12, 2015 7:34:48 GMT -8
James, Yes, TWIN 45' only became possible after the early 1980s Trailer Train conversions... Before that, late 1970s, it would have been one 40' and one 45', as that configuration was possible on 89' flats built in 1970s. They could mix the trailers you know! Early 1980s was a wild mix of trailers with fairly new 40', new 45', and the 40'ers that had been stretched to 45'. Then within just a few years we had the 48' trailers/containers show up ('85) and then the 53' APL Monon containers ('88).
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Post by dti406 on Oct 12, 2015 7:52:45 GMT -8
One thing that did not change even though the length's changed was the maximum gross vehicle weight of 80,000lbs. So unless the trailers had a large volume low weight load they probably were only 50% to 75% full. When we received 40' containers of oil in the mid 90's they were only 75% full as they weighed out before cubing out.
Rick J
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Post by riogrande on Oct 12, 2015 8:07:51 GMT -8
I've posted the table of TTX symbols a number of times on forums which covers the various iterations so have been aware of that since I first read the article back in 1990. Here the table again for folks who may find the reference helpful:
Trailer Train list from an RMC magazine (August 1990) article on the subject listing the TT markings:
ATTX - 75' all purpose flatcar (center and side tiedowns) BTTX - 89' flatcar equipped with bi-level auto rack) CTTX - 89' low level flatcar equipped with partially enclosed autorack DTTX - 265' Five platform, articulated well-type COFC car capable of carrying double stack containers ETTX 89'4" low level flatcar equipped with totally enclosed tri-level autorack FTTX 89'4" flatcar equipped with tie down devices for loading automobile or truck frames GTTX 85' and 89' General American built flat car equipped with collapsible hitches and bridge plates for transportation of trailers HTTX 60' Flatcar equipped with 38 heavy duty chains, snubbers and turnbuckles for carrying earthmoving equipment ITTX 89'4" flatcar equipped with special fold away pedestals and 62 tie down winches with chains and bridge plates for carrying trailer tractors saddle back style. JTTX 50 - 89'4" flatcar with misc devices applied for lessor special service KTTX 89'4" "Twin-45" standard level flat car with fixed hitches at both ends for handling two 45' trailers back to back (over head loading only) LTTX 89' Low level flatcar equipped with collapsible hitches and bridge plates. MTTX 60-85' 60 foot flatcar with stake pockets for gen service or 85' flatcar with 16 stake pockets, 8 per side for tansporting long pipe. NTTX 249' 5-unit articulated COFC car for transporting containers (spine car) OTTX 60' Flat car equipped with 36 chains, with snubbers each secured to movable and retractable tie down winches in for longitudinal channels for transporting agricultural equipment PTTX 60' flat car equipped with bulkheads space 48'6" apart for transporting plywood and wallboard etc. RTTX 89'4" "Twin-45/Tripple 28" standard level flatcar with fixed hitches on ends of car and retractable hitch at center of car. For handling two 45' or three 28' trailers (overhead loading) STTX 89'4" "Twin-45" standard level flat car for handling two 45' trailers, equipped with sliding bridge plates for circus style loading TTAX 89'4" Standard level flat car equipped with foldaway container pedestals and hitches for TOFC and/or COFC service. TTBX 89'4" flat car equipped with bi-level auto rack, rack can be either open or shielded on the sides but does not have roof or doors. TTCX 60' and 89' flat car equipped with container pedestals for COFC service. TTDX 89'4" flatcar equipped with 16 tie down winches with chains and bridge plates for transporting military vehicles TTEX 181'9" two unit TOFC car for hauling four 45' trailers or three 57' trailers (over head loading only) TTFX 187'6" four platform TOFC car capable of carrying four 45-trailers TTGX 89'4" flatcar equipped with totally enclosed bi-level auto racks TTHX 60' 60-foot flat car equipped with 18 heavy duty chains anchored to stake picket castings TTJX 68' 68-foot 100-ton flatcar equipped with 22 screw type tie-down devices and stake pockets. TTKX 89' flatcar equipped with hinged "B" deck tri-level auto rack. Rack can be either open or shielded on the sides but doesn not have roof or end doors TTLX 89' "Twin-45" low level flatcar specially equipped by participant railroads with container pedestals or fixed hitches for assigned corridor. TTMX 68' 68-foot 100-ton flatcar equipped with stake pockets and lading strap anchors for general service TTNX 89'4" flat car equipped with bi-level auto rack without end doors but with sides and roof panels. TTPX 68' 68-foot flat car equipped with bulkheads spaced 62 feet apart and 34 transverse tied down anchors with chains used for transporting plywood etc. TTRX 89'4" flatcar equipped with fixed tri-level rack without a hinged "B" deck. Rack can be either open or shielded on the sides but does not have roof or door. TTSX 89'4" flat car equipped with coverless enclosed bi-level autorack. TTUX 50'6" Single platform TOFC car with single axle trucks capable of carrying one trailer 40-48 foot and up to 102-inches wide w/ nose mounted revering unit over head loading only. TTVX 89'4" Low level flatcar equipped with tri-level auto rack with shielded sides without end doors and without or without roofs TTWX 89'4" Twin-45 standard level flat car equipped with fold away container pedestals and hitches for TOFC and/or COFC service. TTX 50'-89' flatcar equipped with one or two hitches for TOFC service. TTXZ 64' to 76' 100-ton bulkhead car equipped with center partition and winch type tie down system for carrying lumber products. UTTX 256' Five platform articulated TOFC car capable of carrying one trailer per plat forum 40-48 feet and up to 102 inches wide w/ front mounted refridge unit, over head loading only VTTX 60' and 85' flatcar equipped with fixed container pedestals for COFC service only WTTX 89'4" "Twin-45" standard level flat car with two hitches for TOFC service XTTX 89'4" flat car equipped with 4 hitches for TOFC service ZTTX 85' flat car equipped with 30 stake pockets for transporting long poles or pipes
It's clearly stated in the article and other places that the 89' flat cars prior to conversion could handle up to one 40' and one 45' trailer. For modeling purposes I'm trying to model based trailers I have and how appropriate they are to the time frame.
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Post by carrman on Oct 12, 2015 9:55:06 GMT -8
Rob Pisani sent this with permission to share. He tells me anyone who was using the old motor, should be transitioned over to the new motor you see in the pic. Bowser, FVM, and now Atlas. He didn't mention IM by name, but they are made in the same factory. Seems Motorgate is drawing to a close. Dave
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Post by markfj on Oct 12, 2015 11:15:38 GMT -8
Not to cause thread drift, but this is good news.
Dave, there is also a recent post over on Train order where someone posted an email from Bowser stating that they’ll eventually be supplying motors separately to refit older models. Anything from the C636 run forward will have this new motor. I'm sure many will be happy to see the mabuchi clone motor leave the scene!
Thanks, Mark
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Post by espeenut on Oct 12, 2015 11:37:45 GMT -8
...some observations about the replacement motors: these replacements will create an issue for a lot of modelers who don't have grinders or experience using such tools. I live in a townhouse with no room for a shop and do not use grinders, so I'll have to find somebody willing to do this unpleasant and, what should have been un-necessary, task...
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Post by carrman on Oct 12, 2015 12:58:41 GMT -8
For the C636, the replacement motors Lee gave me were a drop in, zero grinding required. I can't speak for Atlas.
Dave
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Post by carrman on Oct 12, 2015 12:59:45 GMT -8
Not to cause thread drift, but this is good news. Dave, there is also a recent post over on Train order where someone posted an email from Bowser stating that they’ll eventually be supplying motors separately to refit older models. Anything from the C636 run forward will have this new motor. I'm sure many will be happy to see the mabuchi clone motor leave the scene! Thanks, Mark Second batch of C636's surprisingly had the new motor, even Lee was surprised! Dave
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Post by roadkill on Oct 12, 2015 15:24:28 GMT -8
Not if you model the 60's and 70's! Rick J The 70s? You never hear of the Rabbit, Corolla, Accord, or B210 which were all over the roads in America ? To name just a few. The Rabbit, the Accord, and the Corolla were just a blip on the radar in the '70s. I know, I was there. For most of the '70s the best selling car was the Oldsmobile Cutlass Supreme. Heck, in '74 Ford sold 385,993 Mustang II's. Can't find Toyota Corolla sales for '74 but trust me they weren't even remotely close to the Mustang II. The Big 3 OWNED the '70s, for what it's worth. And as for your Rabbit, Wiking has made an HO Mk1 Golf (Rabbit in the U.S.) since the late '70s. Easy to find on that evil auction site.
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Post by dtinut on Oct 12, 2015 18:20:46 GMT -8
A bit of trailer info from the MFCL - I believe this info was from Jim Eager...
Trailer Facts The 1956 Federal Highway Act established a 96" trailer width limit on interstate highways. The 1982 Surface Transportation Act (effective January 1, 1983) required states to allow on interstate and other major highways trailers at AT LEAST 48' long and double combinations of 28' trailers. At this time there were only eight (8) states that did not already allow 48' long trailers and some states were already allowing 53' long trailers. April 1983 amendment to the 1982 Surface Transportation Act increased the width limit of trailers to from 96" to 102" on interstate and other major highways. In 1991, the Intermodal Surface Transportation Efficiency Act (ISTEA) capped the lengths of individual trailers at 53'. However, longer trailer lengths (57'-60') were grand-fathered in under the laws of ten (10) states before the passage of ISTEA.
I searched a bit more and found this also:
Forty-footers were the reason 85ft flats were developed and introduced near the very end of 1958. Forties were already on the highways and the 75ft flats of the time could only handle two 35s, while the new 85s could handle two 40s.
The first 89-footers were introduced in 1961, which could carry one 40 and one 45 (ore more typically a 40 with a nose reefer).
Forty-fives were highway-legal in many if not most western states and in Canada by the late 1960s, but they were only carried piggyback between terminals in those states until 1980, when the Motor Carrier act made them legal nation-wide. Prior to that there were very few railroad-marked 45s in the US, and even then they tended to belong to a railroad's subsidiary trucking company. An exception was Providence & Worcester, which operated a few 45ft vans as per trip free runners out west circa 1978 or so. AFAIK the first eastern Class 1 road that bought 45s in 1980 was the N&W, but the recession slowed their widespread adoption until 1981-82.
The 1982 Surface Transportation Act legalized 48-footers, and a 1983 amendment allowed maximum width to increase from 96in to 102in. (It was the norm in Canada much earlier.)
53s are so far beyond my era of interest that I don't know when they were legalized, but I know TT created their first draw-barred TTEX Long Runners in 1987. - Jim Eager
Regards, Brian
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Post by espeenut on Oct 12, 2015 19:20:40 GMT -8
For the C636, the replacement motors Lee gave me were a drop in, zero grinding required. I can't speak for Atlas. Dave Thanks Dave, I knew that about my 636's, and was very pleased to find they had the newer motors installed. I was referring to the Atlas units that I've been told will require work as the new motors are longer, I have several Atlas units with the questionable motors...
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Post by lvrr325 on Oct 14, 2015 3:45:40 GMT -8
The reason the Walthers 40' doesn't match up to anything is it's probably imaginary. IIRC the tool on it originates with Cox in the 1970s, goes to AHM, possibly to Model Power, then appears in Walthers packaging about the same time.
It is possible they have two tools, but I have a few that originated in Trainline sets that come from the Cox/AHM variant.
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Post by riogrande on Oct 14, 2015 4:11:54 GMT -8
Many years ago, probably 25 years ago, I bought a couple of the Walthers 40' trailers for TOFC - they came decorated in some schemes I had seen on trailers on flat car. It wasn't long after that I began to pay more attention to what was prototypical or what the trailers actually looked like. I found the Walthers 40' trailers, similarly to the Athearn 40' trailers didn't match anything I could find photo's of. I've long ago sold off all of my Walthers 40' trailers and have only a few Athearn 40' trailers. I've since stocked up heavily on the A-line based Fruehauf 40' and 45' trailers, Athearn 40' exterior post the 45' Brae's as well. I don't think I've ever matched the Walthers 40' trailer to any photo of the real thing yet. At least the Athearn 40' trailer matches the PFE trailers.
This being the case, we could use new accurate 40' trailers for 60's thru 80' era. Trainworx has been doing some nice trailers in N - would be great if they could cross-over like Wheels of Time has!
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Post by riogrande on Oct 14, 2015 9:38:42 GMT -8
A bit of trailer info from the MFCL - I believe this info was from Jim Eager... Trailer Facts The first 89-footers were introduced in 1961, which could carry one 40 and one 45 (ore more typically a 40 with a nose reefer). It may be limited to the TTX/Trailer Train flat cars, but in the history section they list 1966 as their first 89' flat cars for both piggy back and autorack service. See the link below - some very useful information for era related info. www.ttx.com/corporate-information/history.aspxYes, and while as noted in various sources that the 89' flat cars prior to conversion could carry a single 45' trailer, how common was it before then? Perhaps not so much. I've looked at a lot of photo's and mostly it's 40' trailers prior to twin-45' trailer flat car conversion. I'll have to check the date if it's listed, but there is a photo in one of my Rio Grande books showing a 45' D&RGW trailer along with a 40' trailer on a TTAX flat car - which would have been pre-converstion. In general, I'm sticking with mostly 40' trailers prior to the early 1980's. BTW, Jim Eager has steered me towards some trailers that were appropriate for my mostly 70's and 80's interests too, as well as eliminate some trailers which were too early (blue L&N or blue C&IE) or limited to regions away from the west (e.g. Mushroom, Branch, Overnight)
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Post by valenciajim on Oct 14, 2015 15:29:45 GMT -8
The 70s? You never hear of the Rabbit, Corolla, Accord, or B210 which were all over the roads in America ? To name just a few. The Rabbit, the Accord, and the Corolla were just a blip on the radar in the '70s. I know, I was there. For most of the '70s the best selling car was the Oldsmobile Cutlass Supreme. Heck, in '74 Ford sold 385,993 Mustang II's. Can't find Toyota Corolla sales for '74 but trust me they weren't even remotely close to the Mustang II. The Big 3 OWNED the '70s, for what it's worth. And as for your Rabbit, Wiking has made an HO Mk1 Golf (Rabbit in the U.S.) since the late '70s. Easy to find on that evil auction site. :PI remember my very first business trip outside of California. I went to Kansas City, MO in October 1975. I was astounded that there were hardly any foreign cars there. In southern California we had tons of them. But SoCal was probably about the only pace that they sold. I don't model the 1970's but if you are modeling that time period outside of SoCal, it probably would not be prototypical to have a lot of foreign cars. However, you modeled SoCal, you might want some to Toyotas, Datsuns and Mazda Rotary engine cars to go with your Gremlins, Pacers, Bricklins, etc.
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Post by valenciajim on Oct 14, 2015 16:59:44 GMT -8
Getting back to the automobile discussion. There is an interesting article discussing the market share of foreign cars which can be found at this link:
VEHICLE CHOICE BEHAVIOR AND THE DECLINING MARKET SHARE OF U.S. AUTOMAKERS
If the above link does not work, the actual website is:
eml.berkeley.edu/~train/trainwinston.pdf
The second page of the article contains a chart showing the market share of US, Japanese and European automakers in five year increments, starting in 1970.
In 1970, 87% of the cars and light trucks sold in the United States were built in America, 4% were built in Japan (including Japanese made cars that were sold under US brand names) and 7% were made in Europe. 2% were made elsewhere.
In 1975, 85% of the cars and light trucks sold in the US were built in America, 8% were built in Japan and 6% were built in Europe.
In 1980, 77% of the cars/light trucks sold in the US were built in America, 18% were built in Japan and 6% were built in Europe.
Cars built back then did not last as long as cars do today, so those percentages are probably a decent ballpark indicator of the relative number of cars on the road in the 1970's.
I had forgotten that many US branded cars were actually built by Japanese companies and imported to the US. Many Chryslers were made by Mitsubishi, Fords by Mazda and Chevy Trucks by Isuzu.
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Post by riogrande on Oct 15, 2015 9:04:41 GMT -8
To complicate matters more - many Asian and European cars are now made in America too, in factories such as the Volkswagon factory in Chattanooga TN. The lines have been blurred quite a bit now. I recall back in the late 1990's I was researching what were good reliable used cars to get and it was pretty much Toyota, Nissan, Honda, and the few American brands listed such as the Ford Escort were largely Japanese in terms of parts.
Getting back to the 1970's, basically we are modeling our RR or region so just model what was is appropriate. For sure where I lived in California, it was lots of foreign cars, but on the rails, probably mostly American cars but certainly those say 8% Japanese cars probably arrived on the west coast and many were likely hauled by rail to points east. European cars, probably landed on the west coast and some headed west by rail.
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Post by atsfan on Oct 15, 2015 12:24:25 GMT -8
The Rabbit, the Accord, and the Corolla were just a blip on the radar in the '70s. I know, I was there. For most of the '70s the best selling car was the Oldsmobile Cutlass Supreme. Heck, in '74 Ford sold 385,993 Mustang II's. Can't find Toyota Corolla sales for '74 but trust me they weren't even remotely close to the Mustang II. The Big 3 OWNED the '70s, for what it's worth. And as for your Rabbit, Wiking has made an HO Mk1 Golf (Rabbit in the U.S.) since the late '70s. Easy to find on that evil auction site. :PI remember my very first business trip outside of California. I went to Kansas City, MO in October 1975. I was astounded that there were hardly any foreign cars there. In southern California we had tons of them. But SoCal was probably about the only pace that they sold. I don't model the 1970's but if you are modeling that time period outside of SoCal, it probably would not be prototypical to have a lot of foreign cars. However, you modeled SoCal, you might want some to Toyotas, Datsuns and Mazda Rotary engine cars to go with your Gremlins, Pacers, Bricklins, etc. VW Rabbits were sold and driven everywhere in the 70s. So much so VW located a factory in Pennsylvania to make them (with bad results).
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Post by atsfan on Oct 15, 2015 12:26:13 GMT -8
Getting back to the automobile discussion. There is an interesting article discussing the market share of foreign cars which can be found at this link:
VEHICLE CHOICE BEHAVIOR AND THE DECLINING MARKET SHARE OF U.S. AUTOMAKERS
If the above link does not work, the actual website is:
eml.berkeley.edu/~train/trainwinston.pdf
The second page of the article contains a chart showing the market share of US, Japanese and European automakers in five year increments, starting in 1970.
In 1970, 87% of the cars and light trucks sold in the United States were built in America, 4% were built in Japan (including Japanese made cars that were sold under US brand names) and 7% were made in Europe. 2% were made elsewhere.
In 1975, 85% of the cars and light trucks sold in the US were built in America, 8% were built in Japan and 6% were built in Europe.
In 1980, 77% of the cars/light trucks sold in the US were built in America, 18% were built in Japan and 6% were built in Europe.
Cars built back then did not last as long as cars do today, so those percentages are probably a decent ballpark indicator of the relative number of cars on the road in the 1970's.
I had forgotten that many US branded cars were actually built by Japanese companies and imported to the US. Many Chryslers were made by Mitsubishi, Fords by Mazda and Chevy Trucks by Isuzu.
Today the Japanese cars are made in the USA and Fords in Mexico !
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Post by dti406 on Oct 15, 2015 16:16:03 GMT -8
:PI remember my very first business trip outside of California. I went to Kansas City, MO in October 1975. I was astounded that there were hardly any foreign cars there. In southern California we had tons of them. But SoCal was probably about the only pace that they sold. I don't model the 1970's but if you are modeling that time period outside of SoCal, it probably would not be prototypical to have a lot of foreign cars. However, you modeled SoCal, you might want some to Toyotas, Datsuns and Mazda Rotary engine cars to go with your Gremlins, Pacers, Bricklins, etc. VW Rabbits were sold and driven everywhere in the 70s. So much so VW located a factory in Pennsylvania to make them (with bad results). Again the VW plant did not open until 1978 and was closed in 1988, so they would not be seen on auto racks for the for most of the 60's and 70's. Rick J
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