Robert Orban wrote:

I have a 4-track 1/2" Ampex AG-300 in my basement, which was a stock Ampex
model using the 300 transport and solid state electronics. It still works,
more or less, although it needs a tune-up and some lubrication. I admit that I
have not measured flutter or speed stability on it. But tape-to-head contact
seems fine (based on reproduction of 15 kHz alignment tapes).

My worry would indeed be flutter, mostly from the indirect drive but also
scrape flutter. It gets worse when the rubber surface on the transfer wheel
thing goes.... you can replace or recap the pinch roller but the big wheel
is a problem. Words can't express how much time I have wasted trying to
get flutter on those transports down to something reasonable, and using
reels that are twice as heavy doesn't seem like a way to reduce flutter
(although you do get twice the contact area on the capstan).
--scott
--
"C'est un Nagra. C'est suisse, et tres, tres precis."

On 2 Dec 2004 23:04:05 -0500, (Scott Dorsey) wrote:

My worry would indeed be flutter, mostly from the indirect drive but also
scrape flutter. It gets worse when the rubber surface on the transfer wheel
thing goes.... you can replace or recap the pinch roller but the big wheel
is a problem. Words can't express how much time I have wasted trying to
get flutter on those transports down to something reasonable snip

Despite all the hype about the "greatness" of the 300, they were
really a PITA for flutter and speed. Back when you could get new
rubber, you could spend hours rebuilding the capstan drive and at
least get "as manufactured" flutter, but that only lasts so long. You
still wind up with the speed accuracy issue, as well. Even when
everything's in top notch shape...rubber, bearings, capstan finish...a
350 would still beat a 300 by almost half on a flutter bridge.

dB

On 2 Dec 2004 23:04:05 -0500, (Scott Dorsey) wrote:

My worry would indeed be flutter, mostly from the indirect drive but also
scrape flutter. It gets worse when the rubber surface on the transfer wheel
thing goes.... you can replace or recap the pinch roller but the big wheel
is a problem. Words can't express how much time I have wasted trying to
get flutter on those transports down to something reasonable snip

Despite all the hype about the "greatness" of the 300, they were
really a PITA for flutter and speed. Back when you could get new
rubber, you could spend hours rebuilding the capstan drive and at
least get "as manufactured" flutter, but that only lasts so long. You
still wind up with the speed accuracy issue, as well. Even when
everything's in top notch shape...rubber, bearings, capstan finish...a
350 would still beat a 300 by almost half on a flutter bridge.

dB

On 2 Dec 2004 23:04:05 -0500, (Scott Dorsey) wrote:

My worry would indeed be flutter, mostly from the indirect drive but also
scrape flutter. It gets worse when the rubber surface on the transfer wheel
thing goes.... you can replace or recap the pinch roller but the big wheel
is a problem. snip

The whole capstan drive system is a nightmare...bearings,
rubber...it's just NEVER good on a 300, despite heroic ministrations
of new bearings and rubber (when you could even get it), setup and
lubrication. It's no wonder so many 300s were replaced by 350s and
351s so quickly back in the day; the 300 was just a horrid deck to
master upon. Flutter isn't the only headache on a 300, though. Put a
strobe disk on the capstan and watch speed increase as you work your
way through 2500' of tape as the rubber warms up due to friction!
Take the head bridge off a 300, put it on a good 350/351 or 440
transport...problem solved.

dB

On 2 Dec 2004 23:04:05 -0500, (Scott Dorsey) wrote:

My worry would indeed be flutter, mostly from the indirect drive but also
scrape flutter. It gets worse when the rubber surface on the transfer wheel
thing goes.... you can replace or recap the pinch roller but the big wheel
is a problem. snip

The whole capstan drive system is a nightmare...bearings,
rubber...it's just NEVER good on a 300, despite heroic ministrations
of new bearings and rubber (when you could even get it), setup and
lubrication. It's no wonder so many 300s were replaced by 350s and
351s so quickly back in the day; the 300 was just a horrid deck to
master upon. Flutter isn't the only headache on a 300, though. Put a
strobe disk on the capstan and watch speed increase as you work your
way through 2500' of tape as the rubber warms up due to friction!
Take the head bridge off a 300, put it on a good 350/351 or 440
transport...problem solved.

dB

DeserTBoB wrote:
On 2 Dec 2004 23:04:05 -0500, (Scott Dorsey) wrote:

My worry would indeed be flutter, mostly from the indirect drive but also
scrape flutter. It gets worse when the rubber surface on the transfer wheel
thing goes.... you can replace or recap the pinch roller but the big wheel
is a problem. Words can't express how much time I have wasted trying to
get flutter on those transports down to something reasonable snip

Despite all the hype about the "greatness" of the 300, they were
really a PITA for flutter and speed. Back when you could get new
rubber, you could spend hours rebuilding the capstan drive and at
least get "as manufactured" flutter, but that only lasts so long. You
still wind up with the speed accuracy issue, as well. Even when
everything's in top notch shape...rubber, bearings, capstan finish...a
350 would still beat a 300 by almost half on a flutter bridge.

What hype is there? I remember everybody upgrading their 300 transports
to 350s as soon as they could afford to!

And then... what were those aftermarket tension control units? Was that
an Innovonics thing too? Tentrol?
--scott

--
"C'est un Nagra. C'est suisse, et tres, tres precis."

DeserTBoB wrote:
On 2 Dec 2004 23:04:05 -0500, (Scott Dorsey) wrote:

My worry would indeed be flutter, mostly from the indirect drive but also
scrape flutter. It gets worse when the rubber surface on the transfer wheel
thing goes.... you can replace or recap the pinch roller but the big wheel
is a problem. Words can't express how much time I have wasted trying to
get flutter on those transports down to something reasonable snip

Despite all the hype about the "greatness" of the 300, they were
really a PITA for flutter and speed. Back when you could get new
rubber, you could spend hours rebuilding the capstan drive and at
least get "as manufactured" flutter, but that only lasts so long. You
still wind up with the speed accuracy issue, as well. Even when
everything's in top notch shape...rubber, bearings, capstan finish...a
350 would still beat a 300 by almost half on a flutter bridge.

What hype is there? I remember everybody upgrading their 300 transports
to 350s as soon as they could afford to!

And then... what were those aftermarket tension control units? Was that
an Innovonics thing too? Tentrol?
--scott

--
"C'est un Nagra. C'est suisse, et tres, tres precis."

On 4 Dec 2004 10:11:25 -0500, (Scott Dorsey) wrote:

What hype is there? I remember everybody upgrading their 300 transports
to 350s as soon as they could afford to! snip

Not so much back then, and you're right. For some reason, some people
seem to diefy the 300 these days, when it t'ain't necessarily so.

And then... what were those aftermarket tension control units? Was that
an Innovonics thing too? Tentrol? snip

That was the one! Ask 5 different people, get 5 different opinions
about Tentrol. I generally thought it was a great idea, but was
something else to go awry when you least needed it to do so.

dB

On 4 Dec 2004 10:11:25 -0500, (Scott Dorsey) wrote:

What hype is there? I remember everybody upgrading their 300 transports
to 350s as soon as they could afford to! snip

Not so much back then, and you're right. For some reason, some people
seem to diefy the 300 these days, when it t'ain't necessarily so.

And then... what were those aftermarket tension control units? Was that
an Innovonics thing too? Tentrol? snip

That was the one! Ask 5 different people, get 5 different opinions
about Tentrol. I generally thought it was a great idea, but was
something else to go awry when you least needed it to do so.

dB