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Description
The Q1's design was revised with all cylinders positioned forward on the Q2 Duplex's 4-4-6-4 wheel config, all 25 being made in 1945. These had an electro-mechanical slip reduction mechanism that cut power to which ever drive unit slipped. The Q2 Duplexes could make 8000 horsepower, more horsepower even than the mixed-traffic Niagaras of the old New York Central Railroad. This puts the Q2 Duplexes in the same horsepower league as the Union Pacific Railroad's 2nd generation oil turbines, rated at 8500 horsepower, regardless if the old Pennsylvania Railroad's J1 Texases were almost as strong. The Q2 Duplexes' main prob, and to an extent the Q1 Duplex, wasn't wheel slip so much as water consumption, as they'd drink all of their 20,000 gallons of water in less than 2 hours if they were being ran hard. All the Q2 Duplexes were retired in the early 1950s. None were saved.

Description
The Q1's design was revised with all cylinders positioned forward on the Q2 Duplex's 4-4-6-4 wheel config, all 25 being made in 1945. These had an electro-mechanical slip reduction mechanism that cut power to which ever drive unit slipped. The Q2 Duplexes could make 8000 horsepower, more horsepower even than the mixed-traffic Niagaras of the old New York Central Railroad. This puts the Q2 Duplexes in the same horsepower league as the Union Pacific Railroad's 2nd generation oil turbines, rated at 8500 horsepower, regardless if the old Pennsylvania Railroad's J1 Texases were almost as strong. The Q2 Duplexes' main prob, and to an extent the Q1 Duplex, wasn't wheel slip so much as water consumption, as they'd drink all of their 20,000 gallons of water in less than 2 hours if they were being ran hard. All the Q2 Duplexes were retired in the early 1950s. None were saved.