Until the advent of Post WW 2 diesel locomotives, almost all engines, both electric and steam, used a system of spur gears to reduce the motor’s rpm to the drive wheels. A large final gear was attached to the driving wheels on one side of the loco. If the motor is to be able to deliver enough power to run the loco well, it should be possible to spin the armature easily by turning the drive wheels. Proper lubrication can sometimes improve a bad outcome, but often gears are worn or damaged or pieces in the locomotive’s valve gear are binding. Replacements for gears and valve gear are available.

 
Motors:
I put the locomotive on the track, but it will not run?

All of the AC toy train motors have a pair of spring loaded metallic-carbon brushes that contact the 3 segments of the armature (a group of parts known as the commutator).  A couple of common problems found in old motors are worn brushes and/or dirty commutator. We can assist you in finding and resolving the problem.

Lubrication:
My train runs, but it is balky. Is it just old or can it be improved?

Almost all toy train axles and armatures used steel shafts running against bronze sleeve bearings. Gears were generally steel against steel. If gears, axles, and armatures were not kept properly lubricated, the motor would eventually bind up and stop turning. Lionel included a tube of their “Lionel Lubricant” with each outfit they sold, but this material would become sticky and bind up with age, necessitating a thorough clean and re-lubrication of the motor. Sewing machine oil or premium 3-In-One Oil applied with an oiling syringe works best.


Reversing Switches (Manual and Automatic):

I have the switched hooked up to its controller and a nearby track, but it will not operate?

Almost all locomotives had some means of switching the motor to run backwards. Early locos had manually operated switches with multiple contacts, but in the 1920’s Ives invented an ingenious device that would automatically reverse the loco upon interruption of track power. When Lionel bought Ives in 1928, they improved upon this mechanism and utilized it for decades to come. It is known as the “E-unit” or Drum type mechanism (because of its internal appearance).

Prior to introducing its improved version of the Ives reverser, Lionel designed what is today known as the Pendulum reverse unit (again, named because of its appearance). These bulky units were prone to a host of problems because of their complexity, but can generally be repaired to perform in an acceptable manner.

American Flyer developed its own automatic reverse scheme that circumvented the Lionel and Ives patents, but was not as reliable. Like the Lionel Pendulum reverse units, these can generally be repaired to be acceptable.

The reverse mechanisms and wiring to and from them are the number one source of motor malfunctions. Whether being a manual switch or remotely activated contactor, these delicate devices will often corrode or break. Replacement parts are available and can be replaced by a skilled technician.


Train Whistles and Horns:

My train runs, but the whistle does not work?

Beginning in about 1935, Lionel equipped many steam locomotives with a whistle that could be remotely controlled. The basic design remained through the 1960’s, but whistles were prone to numerous types of failures, as they contained a blower motor with an impeller, controlled by a special relay. The mechanism was packed inside the tender. Many whistle problems can be solved by simple lubrication, but the blower impeller is prone to breaking. Replacement impellers are available and can be installed by knowledgeable technicians. 

Diesel locomotives contained a battery operated bicycle horn operated by the same special relay found in the whistle. The compartment holding the battery is often found severely corroded after the battery leaked corrosive materials from old age. Battery compartment damage can usually be repaired but will leave a few tell tale signs.

Train Accessories:
My accessory looks great, but it does not operate properly?

Not withstanding light bulbs and internal wiring thereto, most operating accessories contain solenoids with plungers or electro-magnets that operated vibrators. Often the plunger in the solenoid will seize from decades of corrosion, but just as frequently the fine wire coming off the solenoid will break. The broken wires can often be repaired if the break is accessible.