Prototype: Class 221 heavy general-purpose locomotive painted and lettered for RTS Rail Transport Service (former DB class V 200.1). Built starting in 1962. Diesel hydraulic drive with two V12 motors. Model: The frame and body are constructed of die-cast metal. The locomotive has a built-in digital decoder for operation with DCC, Selectrix, and Selectrix 2. The motor has a flywheel. 4 axles powered. Traction tires. The headlights and marker lights change over with the direction of travel. Warm white LEDs are used for the headlights. The locomotive has cab lighting that can be controlled in digital operation. It also has a close coupler mechanism. The locomotive also has separately applied grab irons. Length over the buffers 115 mm / 4-1/2". DCC SX2 SX Spitzensignal · · · Führerstandsbeleuchtung · · · Diesellok-Fahrgeräusch · · Signalhorn hoch · · Direktsteuerung · · Bremsenquietschen aus · · Spitzensignal hinten aus · · Signalhorn tief · · Spitzensignal vorne aus · · Heizdiesel · · Kompressor · · Schaffnerpfiff · · Highlights: Tooling variations. Warm white LEDs for lighting. Cab lighting. The RTS Class 221 The V 200.0 from the DB's first type program for diesel locomotives was the breakthrough in Germany for a large diesel locomotive for heavy road service. With its 2,200 horsepower it decisively lefts its mark on the look of the DB in the Fifties. Eighty-six units of it were placed into service. Growing traffic with greater trainloads demanded a lot of the V 200.0 chiefly on routes with lots of grades. Krauss-Maffei was therefore given the contract in 1960 to develop a more powerful motorized variant. The "new" class V 200.1 was equipped with two engine layouts, each at 1,350 horsepower. The increase in weight from the more powerful engine layouts was offset by a lighter weight steam heat boiler as well as from the use of lightweight materials for the fuel and sand tanks. Externally there were slight changes in the arrangement of vents and windows as well as the ends. Like the V 200.0, it had two end cabs insulated against noise. The two engine layouts with their fluid transmissions and cooling equipment formed two groups independent of each other. Each powered only one truck so that the locomotive was still operational in the event one system failed. The frame, superstructure, and trucks were for the most part a welded design again with lightweight steel construction. Required in heavy freight service in the end, the V 200.1 (from 1968 on: 221) were used until 1988. Many of the 221 units did not migrate to the scrap heap after being put into storage. Five units in Albania and 20 units in Greece were still useful for several years. All of the 221 units sold to Greece were acquired in May of 2002 by the Prignitz Railroad, Inc. (PEG) and brought back to Germany. Ten of these units were in some cases very run down, and they were thoroughly overhauled, mostly re-motored, and with one exception were sold to private firms (221 105, 106, 117, 121, 122, 124, 134, 136, 145, and 147). Former road numbers 221 105 and 134 are now in use with Rail Transport Service Gmbh (RTS) and can be seen rumbling with their new MTU type 12V 4000 R41 motors usually on the point of construction trains of all types. Features: Era VI DCC/ Selectrix decoder Sound effects circuit Triple headlights in the front, dual red marker lights rear that change over with the direction of travel Lighting with warm white LED’s Metal locomotive frame and body With NEM coupler pocket and mechanism for close couplers For adults only Released in:- New items brochure 2015
