Further to my previous picture of S A R narrow (1067mm) gauge Brill Model
75 railcar at Port Pirie, I have two more pictures of S A R broad (1600mm)
gauge railcars at the old railcar sidings on the Torrens River side of
Adelaide Station.

1. Model 55 railcar No 7. These small railcars were used on the shorter
distance Adelaide suburban services. Two Model 55 railcars were often
coupled back to back to avoid the need to turn. In this arrangement, the
rear car was shut down with its transmission in neutral and was hauled by
the other car.

The radiator of No 55 has the Service name (Service Motor Truck Co) at the
top.

2. Model 75 railcar No 47 and trailer No 219. No 47 was originally powered
by a Winton petrol (gasoline) engine but this was subsequently replaced by a
Gardner diesel engine and arranged for multiple unit control on trains of
four cars (M-T-T-M). The original Brill radiator was replaced by the one
shown. The railcar at the far RHS has an original Brill radiator. Some Model
75 railcars were later fitted with Cummins diesel engines. The trailer
behind car 47 is No 219 and it still exists on narrow (1067mm) gauge at the
Pichi Richi Railway.

Some questions -----

a. Were the Model 55 and 75 railcars fitted with manual transmissions
(gearboxes)?

b. What engines did the Model 55 railcars use ?

c. What transmissions were fitted to those Model 75 railcars with British
Gardner engines Torque Converter or Wilson Epicyclic gearbox ?

d. The S A R broad gauge railcars all had inside bearings for the power
truck but the narrow gauge cars (as 102 at Port Pirie) did not. --Why ? I
thought the narrower gauge was the reason but there was a narrow gauge Model
55 railcar on the S E (Mt Gambier) Division, presumably with inside
bearings.

e. What is the advantage of inside railcar (and PCC tram) bearings ? The
VR Walker 102 hp and 153hp railcars were like this.

f. Was ease of attention to the wheels (resilient on PCCs) more important
than ease of attention to the bearings ?