Bought and reviewed by Allen Jackson

Dapol have established a reputation for the production of high quality good value O Gauge locomotives. The 48XX is a continuation that will only enhance that reputation.

The prototype was an update of the successful Armstrong 517 class built by Charles Collett from 1932 and the class was completed in 1936. They were designed to work with one or two auto-trailers and the maximum speed of the class has been measured at 80mph. This velocity was considerably in excess of the speed of original Diesel railcars that were designed to replace them. Some would have been turned out with the GREAT WESTERN lettering livery whilst others had the art deco shirt button from 1934.

There was a further series of twenty engines produced in parallel with the 48XX. These were designated the 58XX class, stated to be identical to the 48XX except that they were not auto-fitted.

In 1946 as part of the oil burning experiment, some locomotives of the 28XX class were renumbered, as oil burners in the 48XX series. This meant that the 0-4-2T locos had to surrender their numbers and be renumbered in the 14XX classification. After the oil burning experiment was abandoned, the 0-4-2T remained numbered as 14XX for the rest of their BR service.

Like most GWR locos there were a series of modifications to the class such as:

1. Fitting of a whistle shield
2. Fitting of top-feed apparatus
3. Fitting of left-hand side bunker steps and associated handrail

The moving of the top lamp iron from boiler top to the smokebox door, prevalent on most other GWR classes, was not considered necessary on such a small boilered locomotive, except for 5814 for some obscure reason.

The RCTS book on the subject entitled Four-coupled Tank Engines is, I reckon, the standard detail reference work on the engines. It is occasionally available on internet auction web sites.

The overall impression when you take the engine out of the box is of a scale model accurately depicting the earlier period, in this case, of the number 4814 built in 1933. It is mostly constructed of plastic but feels heavy and well-built as the chassis is weighty to ensure correct balance and pickup.

The cab roof detaches by magnets as per the LionHeart 45XX and the sliding hatch is already modelled open, to keep cool the yet to be fitted crew. The hatch slides to the rear on the real thing, so the roof goes back only one way if you want it to be correct.

There is an accurate representation of the front sandbox leverage and it almost looks as though it could open the flow of sand. Both front and rear vacuum pipes are in the un- stowed position, at variance with prototype practice. The steam heating pipes appear a little too long but not in the same league as the LionHeart 45XX. The rear steam heating pipe bends obligingly away from the coupling shackle as though it is restrained by a small chain as it is on the prototype.

The brass steam lance connector on the smokebox door front has been accurately modelled and fitted. There are the connectors for the autocoach on the front and rear buffer beams as well as the battery box underneath the right-hand side of the bunker.

The coal rails on the cab back as well as smaller handrails are incredibly fine and effective mouldings. The two whistles are correctly of differing sizes and on this early engine there is, as it should be, no shield.

Sprung buffers are delightful in their action and will be an asset on the road, particularly with a 70ft scale auto trailer. The step pads on the buffer shanks should be black as with all GWR stepped on parts in GWR days.

The cab interior is finely detailed, with the now familiar Dapol glowing LED firebox when the engine is on the move. The cab doors both open, which is a superb feature on such small items.

The side rods are toned down suitably but the coal in the bunker is a simple plastic moulding, soon levered out and replaced by smashed up house coal if you can find any.

The inside Stephensons Link motion has been modelled but it stops short of connecting to the second driving axle as it would in real life. This is to allow the second axle to be driven and to float as if it were located in a hornblock. This ensures both maximum traction and effective pickup on all wheels. The trailing pony truck wheels have brass bearing bushes and plunger pickups as do the driving wheels.

The coupling shackles are to scale I would say. The hooks are bigger and therefore much easier to couple up than scale hooks and less likely for a coupling shackle to flip off the hook in service. As with the Lionheart loco, the screw-link shackles are not adjustable but the overall length is more generous than the Dapol B set coach couplings.

Paint colour is subjective to some extent but I maintain the main green GWR colour is too light and needs to be a darker mid-chrome green. The 57XX pannier tank suffered from a similar affliction.

The packaging engineering matches that of the engine. The loco is mounted on an acrylic base that is screwed down to be rigid. This base then slides into and locates in the box. The box lid locks the acrylic plate and loco in place.

The Dapol box and instructions are of an attractive quality, commensurate with the standard of the locomotive. The manual includes a table for the complete repertoire of DCC sounds which include carriage doors slamming, guard’s whistle and steam hissing from drain cocks. The locomotive is guaranteed for two years.

In DC service the engine runs smoothly and quietly, with an optimum branch line voltage of 5 to 7 volts and current of about 0.13A on the flat, light engine. I would say that 5 to 7 volts equals about 25 to 40 scale mph. Where 48XX were branch-line operated, often to a maximum line speed of 40 mph, this is ideal. The minimum operating voltage is about 3 volts, with 0.1A current consumption, light engine.

The engine was coupled to two standard Brymbo East Junction coal trains, one empty and one full totalling twenty wagons. The train set off on the level very competently, 7.0V and 0.2A but slipped to a stand about halfway up the 1 in 60 gradient. It should be noted that a couple of the wagons have been modelled with brakes on to give the characteristic wheel squeal when under way. These would act as a brake. The locomotive slipped to a stand at 9.5V and 0.29A with the train completely on the gradient.

Nevertheless a further test with two Collett coaches and a wood MINK fitted van saw the 4814 ascend the gradient in a surefooted manner at 7.0V and 0.2A. This is the sort of maximum load that the prototype would be expected to handle but possibly not up that sort of gradient without a run- up or dash for it.

The slow speed shunting performance is quietly impressive. The loco could easily do duty as a shunter although the 58XX would be the more likely, prototypically. 58XX were often photographed at Leominster shed on the Shrewsbury to Hereford line and would be used on the branch lines radiating from Leominster as well as shunting in the goods yard.

It is a fine model that runs very well and you have to look hard for imperfections and anything that doesn’t suit can easily be changed. Another hit from Dapol and one can only wonder what’s next? Dean and/or Collett Goods?