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With the adoption of the 1955 diesel locomotive type program, the foundation for a success story was laid at the Deutsche Bundesbahn (DB) [German Federal Railway] that, to some extent, continues to the present day. The decision was made to develop a diesel locomotive for the secondary railway service with an engine output of between 1,000 and 1,200 HP, the V100 series. Based upon the slightly older V80, the Bundesbahn Central Office in Munich issued concrete change requests to the MaK Company in order to significantly reduce the costs for the new locomotives. By 1957, this resulting catalogue of requirements thus lead to a largely completed construction of which the Deutsche Bundesbahn ordered six trial locomotives. MaK manufactured a further locomotive at ist own cost in order to also be able to address customers other than DB. With the V100 000, the first of 744 manufactured locomotives of the V100 series left the MaK factory halls in Kiel in March 1958. Like no other locomotive series, it embodied the structural change on the railway that was inevitibly coming. In the middle of Germanys economic miracle, the crimson locomotives shaped the image of the young, modern Deutsche Bundesbahn and sent numerous old steam locomotives to the blast furnaces. The diverse applicability of all three sub-types ensured that the V100 was widely distributed throughout Germany and kept many less frequented secondary railways alive. Approximately a third of all V100 locomotives were equipped with a push-pull train control and multitraction control ex works in order to do away with the time-intensive shunting in train stations where it was necessary to turn the train around. At the beginning of the 1970s, individual locomotives started to be equipped with front-mounted snow ploughs. The first large quantities of the V100.10 (211) were only withdrawn from service at the end of the 1980s. This process only started approximately 10 years later for the V100.20 (212). A reasonably large amount were sold on to other railway companies abroad. Thanks to their reliability and robustness in particular, there are still a few locomotives in operation today after approximately 50 years of operation and are largely being used by private railway companies in Germany. Trials indicated that equipping the V 100 with a 1,350 HP engine also permitted the locomotive to be deployed on main railway lines. In doing so, the side cooling blocks were also practically enlarged in order to increase the cooling capacity. From V 100 2022 onwards, this required an extension of the engine front end by 200 mm which was compensated for by buffering.the locomotive frame and resulted in a new length over buffers of 12,300 mm. In terms of design, only the length of the circumferential sheet metal needed to be adjusted. However, the biggest difference to the V 100.10 is the omission of the protective grating in front of the cooler shutters that were now exposed.
- Etched cooler grille and fan grille
- Free-standing handrails
- Clear view through the drivers cabin
- Realistic reproduction of the tubular frame bogies incl. axle drive
- Reproduction of brake rods
- All specific details of the different series taken into consideration
- Completely recreated drivers cab
- Zinc die-cast chassis and gear housing
- Lights fitted with maintenance-free LEDs
- Sprung Buffers
- 2 Wheels with Traction Tires
- Coupler Pockets with Close Coupling Mechanism
- 360mm Min. Radius
- Motor with Flywheel
- New 21 Pin Digital Interface
- Interior Lighting
- Directional Triple headlights and double red taillights