Hornby’s ambitious InterCity 225 project
Accurate InterCity 225 trains are re-created in ‘OO’ gauge by Hornby in an extensive programme of tooling work including detailed rolling stock and the recently reviewed Class 91 locomotives. Our attention now turns to the Mk.4 coaching stock and Driving
CONSTRUCTED for the electrification of the East Coast Main Line, BR Mk.4 stock was based on the Advanced Passenger Train and consequently featured a profile which would have allowed tilt packs to be fitted at a later date.
InterCity 225 Mk.4 train formations were fixed, comprising of nine coaches, a Class 91 locomotive and a Driving Van Trailer located at the London end of the train sets for push-pull working. They continue to serve the East Coast Main Line today, but in reduced numbers since the introduction of Class 800 Azuma trains, with no InterCity 225 services running north of York.
The remaining coaches are stored pending reuse or have been scrapped. An exception is a small fleet acquired by Transport for Wales (TfW) for long distance services such as HolyheadCardiff, with Class 67s used as traction.
Complete retooling
Models of Mk.4 stock including DVTs have been part of the Hornby catalogue since 1990, first released as the real trains were placed in service. The tooling had, by the 2020 announcement of new models, become worn and obsolete compared to newer models in the
Hornby range. The range of Mk.4 stock was completely retooled, including the DVT which is produced with a bodyshell for the original InterCity version and a further tooling for the modernised GNER, LNER and TfL DVTs which include the distinctive roof dome.
Coaching stock was released throughout the summer of 2022 in several liveries including a couple of sets in TfL livery to go with Hornby’s Class 67 model finished in the same livery (DB liveried Class 67s have also been observed on TfL Mk.4 trains
too). The extensive range includes all versions of the Mk.4 coaches with tooling for individual catering vehicles and those fitted with large accessibility toilets. Numbers are chosen to match coach letters enabling complete train sets to be made up.
First impressions
Both the InterCity and TfW models of the DVTs looked impressive from the box with good colour application and very notable differences in detailing. The GNER model appeared more subdued in colour, the shade of GNER blue lacking lustre and vibrancy. Liveries match the applied details in most respects.
The one thing that was immediately apparent was the improvement in shape and appearance of the models compared to the original model of the Mk.4
DVT, together with the coaching stock. The latter has more presence and certainly greater attention to era-specific detailing. However, the Mk.4 story is complex and there are some details to trip the unwary. For example, Hornby did not tool the grille cover for the air horn bay in the InterCity version of the model. It is represented by three holes as seen on GNER and later renditions of the type.
Windscreen wipers are of the later style on the DVTs as modified by GNER and not the bottom left to top right aligned type of the original InterCity DVTs, making this feature incorrect for the InterCity model.
Technical features
The Mk.4 DVT is equipped with directional lighting illuminated with bright white and red LEDs which are very bright when operated on analogue power. A decoder socket is fitted and wiring arranged so that the DVT lighting acts as the rear of the train when paired with the new
Class 91 model. The rear tail-lights show when the locomotive, at the other end of the train, is set to run forwards. Two decoders are required for each train set, one in the locomotive and the other in the DVT, there being no through electrical couplings within the new Mk.4 coaches.
Lighting on DCC power was more subtle, but remains a little too bright. DCC users do have the option of fine tuning the lighting level down in the appropriate decoder CV.
Close coupling cams are fitted to the coaches with NEM pockets which will allow a number of different bar and magnetic couplings to be used, including Hornby’s new magnetic couplings. The end fairings are incomplete to allow the coupling arm to swing when the train enters curves.
DVT bodyshell
THE distinctive wedge shape of the tilt profile is correctly modelled in Hornby’s new Mk.4 stock. The taper at the inner end (A) is present at the guard’s door. There is no sign of any bowing in the bodyshells (B) and the tumblehome meets the underframe with out any unsightly gaps (C). The cab taper is present in the model (D), although the fit of the fairing could be improved. Correct shaping of the angled cab front includes the correct light housing detail for the applied livery (E).
DVT inner end features
NO. 82206 is dressed in InterCity swallow livery with good colour rendition. Gangways are separate mouldings and nicely executed (A) and the marker lights are moulded rather than printed in place as seen on the original model
(B). A necessary gap is present in the underframe fairing to allow sufficient clearance for the close coupling cams (C) and detail around the inner end guard’s doors is moulded including door handles (D) and hand rails (E).
Underframe and bogies
THE distinctive buffer beam is modelled as the large and prominent feature it appears to be on the full size vehicles (A) but without the angled lower edges. A complete fairing is fitted, with no slot for a coupling. Whilst trains were operated with a locomotive coupled to the DVT due to technical faults, this was rare and the decision to completely model the fairing is the right one. (B). One-piece bogies with minimal inside detail are fitted to the DVTs (C). They should be black on the TfW model even though the underframe and fairing are grey (B).
Cab detailing
CAB interiors are modelled on the DVTs (A) and are clearly visible behind the neatly fitted flush glazing which is correctly angled and has the right degree of overhang from the cab roof dome. The forward cab camera is not present in the right side window of the later versions (B). Profiling is present, but subtle (C) and the cab side windows correctly modelled (D) along with the door hand rails, outline and shape (E).
Cab profile
HORNBY has caught the true character of the DVT in the cab area too, including the roof detail (A), roof dome (B) and the shape of the cab windows. The windscreen wipers are a later design
(C) and quite pronounced, resulting in a slightly raised panel immediately below the cab windows (D).
Roof details
ROOF ribs are correctly spaced on all of the models (A) and the differences in the shark’s fin antennae between the GNER and TfW versions are modelled (B). Note the accurately represented roof dome applied first when the DVTs were operated by GNER (C).
Overall finish
COMPARED to a similar type of model recently produced by a competing company, the Hornby Mk.4 DVT has more or less the same features for about half the price. It is correctly shaped and reasonably well detailed including good running lights which show no sign of light bleed, a problem Hornby noted from the last batch of Mk.3 DVTs and clearly took steps to prevent.
The DVT models (and some Mk.4 coaches) display minor finishing issues such as finger prints, ragged paint edges and lines along with gapping over recessed seam lines. The fit of the front DVT fairing varies between models and is not as tight as it should be. Despite these points, the model is a good and accurate representation of the Mk.4 DVT.
One point noted by modellers is the lack of real sharpness to it by modern tooling standards, particularly in the area of the body side grilles and front panels, and this has been noted in the window frames of the Mk.4 coaches too. So not as good as the quite superb Class 800 Azuma model, but a vast improvement over the 1990s range, certainly on a technical level as well as the shape and proportions of the models.