Air-conditioned Diesel multiple unit (DMU) trains used for express services
employ the diesel generator rated at 70kVA in order to supply electricity
to three air-conditioned vehicles including itself. Only one engined DMU
vehicles (Kiha28 and Kiro28) can equipped with a diesel generator under
the floor. But diesel trains operated on graded mountain routes have to
be formed by as many 2 engined DMU vehicles not equipped with a diesel
generator as possible or DMU vehicles equipped with a high-power engine
and a diesel generator. For these reasons, DMU vehicles equipped with a
high-power diesel engine and an engine generator were desired. In 1969,
Japanese National Railways (JNR) developed kiha65 featuring the high-power
diesel engine used for kiha181 series DMU.
Kiha65 vehicles employ the high-power diesel engine, DML30HSD rated at
500PS, given some improvements to the engines employed by kiha181 series.
Hydraulic transmission gears, DW4D, differ from those of kiha181 series
DMU in switching between shift stage and lockup stage by hand in order
to adjust to the transmission control system of kiha58 series. DW4D was
modified to DW4F in 1970. Kiha65 incorporates air spring bogies, DT39/TR218,
adopting disk brakes.
The body construction is basically same as that of previous kiha58 series.
The noticeable difference over previous diesel train is adopting double-hang
unit assembled windows and folding doors. These cars are not equipped with
toilets because of not having enough underfloor space.
Seating is arranged with 2+2 abreast transverse seating bays with 1580mm seating pitch, which is 110mm wider compared with 1470mm on the Kiha58 series. Seven air conditioners, AU13A, are fitted on the roof.
Kiha65 were delivered to the graded mountain routes such as Shikoku. Kiha65
delivered to Nagano region required heavy protection against snow common
in mountainous areas. They were classified into -500 sub-type.
Bogies of some kiha65 vehicles with special accommodation were changed into DT39B/TR218B, the journal supporting system of which was the pedestal.
In 1991, JR Central changed the bogies into C-DT39/C-TR218C in order to use on "Mie" rapid services operating at a maximum speed of 110 km/h.
Although kiha65 vehicles had been used after the splitting of the former
Japanese National Railways (JNR) into the new privatized JR companies,
kiha65 vehicles were gradually withdrawn by decreasing express services.
Finally, remaining vehicles were withdrawn in 2013. |
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