Newly designed frame and enclosure
Metal structure and frame
Opened fan grilles in the roof, etched play grilles
Multipart swivel lids with real steel springs
Secondary attached handles and steps
Buffers with spring action
Coupling into a slide-guided NEMshaft
Five-pole ESU motor with two flywheels
Drive via cardan/worm wheel on three axles, two non-slip tires
LokSound 5 decoder for DCC, Motorola®, M4 and Setrix control
Independent logon to control centers with RailComPlus® or mfx functionality
PowerPack storage capacitor for uninterrupted power supply
Speakers with a large sound capsule for maximum sound enjoyment
Universal electronics with plug-in grinder and slide switch for switching between two-wire and center wire operation
Smoke generator synchronized with the locomotive sound
Digitalized original sounds from a 216
Sensor-controlled cornering sounds when driving slowly
Light changes depending on direction of travel, headlights on train side are switchable, shunting, cab and desk lights
Remarks when braking vigorously
Pipette for filling the smoke generator and a second coupler are included
Minimum traversable radius = 360 mm
Length over buffers = 184 mm
The DB diesel locomotive type program of the 1950s had a gap between the 1100 hp V100 and the twin-engine V200 which the Federal Railroad filled starting in 1960 with the single-engine V160. To achieve the intended maximum axle load of only 18.5 tons, consistent lightweight construction was necessary. Nine of the ten pre-series machines, affectionately named Lollo after the Italian film actress Gina Lollobrigida because of the striking rounding of the front end, were transferred to the DB starting in August 1960. The tenth was given an angular forehead that was cheap to produce, but by keeping the frame it made for a less advantageous appearance. The V160s, built in series from 1964, had a continuous frame and have been the image of DB diesel locomotives ever since. The Daimler-Benz type MB 839 Bb (later MTU MB16 V 652 TB) was chosen as the traction engine. The 1,900-hp sixteen-cylinder had a turbocharger and intercooler and accelerated the V160 to 120 mph. Because the Federal Railroad did not see the need to equip all V160s with multiple traction and balance train controls, these devices were installed only in the V160 026-035, 083-104, 130-169 and 185-199. So you can confidently send your ESU models through the system using a push-pull train. The V160s proved very reliable from the start and were used in freight, passenger and even express trains. It was also often expected that the four-axle vehicles would carry passenger trains, for which the more powerful and faster V200 was intended. In freight transport, for example, the locomotives had to prove themselves as replacements for defective Steam 44s. When in 1977 the last of the heavy five-unit locomotives was withdrawn from the DB and new 218s were delivered at the same time, the number of 216s in the Ruhr was increased and the locomotives were increasingly used in freight traffic.
