This one did come off one of our units in the early 70's. I had it re-chromed around 1980 and besides some periodic polishing, its held up well through the years.Robert Gift wrote:Beautiful Q, Henry.
Was it ever used on a vehicle?
Thanks, also for the different rotors displayed.
The Q rotor is a work of art, too.
Interesting that they "growled" at higher vehicle speeds.
I never noticed ours do that.
Their published inrush and maintenence amps are too conveniently even numbers.
Would like to know the REAL values.
Oh. Thanks.Henry455 wrote:... Thus the brake retracts from the rotor and stays retracted until the arming switch or the emergency lighting is turned off. The brake is not wired to the siren motor circuit so the rotor will coast when power is switched off ....
Robert Gift wrote:Thanks for the interesting views, Henry.
Robert: Mars made a direct-drive large siren, the same size as a Q. It was their GD10 "Commander" siren; and yes, it rolled down very quickly. What a waste.By comparison, Sireno's ED10: their answer to the Q, was just slightly larger than a Q and would outroll it. Check out Henry's YouTube site, he has one of the big Sirenos that you can hear! My question: why would you want a siren that rolls down fast, you want all the sound you can get to get you thru traffic, if you have one in actual use.
So, do the sirens whose brakes engage when powered off spin down faster?
I wouldn't like that at all.
I want natural spinning down.
If the Q were direct-coupled to its motor shaft, would it slow noticeably faster?
Years ago, I spoke with someone at Federal about making Q sirens with half the ports so they would speak an octave lower.
They thought it an interesting idea.
I wonder what % sound output is reduced by all those stator protective ribs.
If I had a siren like that, I'd remove them and file the ribs smooth with the stator port edges.
On the M30 above, is there a sound quality difference if you remove the front cowling?
Would it not be.tter if exponentially flared intake?
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