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N-Scale 04/2025: Liliput Köf with electronic coupling
[nbsp]
Dear customer,
An absolute highlight arrived this morning: our Liliput Köf special models with electronic coupling!
More models of this new model will be available in the coming weeks!
[nbsp]
279.95 EUR
(RRP*)
249.99 EUR*
Art.-no. Liliput_L162589
Liliput
Special model from Liliput for DM-Toys in a strictly limited one-time edition, valid while stocks last!
Shunting diesel locomotive 332 017-3 BD Dortmund, Bw Essen, Ep.IV
Execution:
- Vehicle/housing made of metal
- Length over buffers approx. 49 mm
- Bogies/substructure in anthracite
- Bell-armature motor
- factory-installed ESU decoder (soldered)
- Three-light LED headlights can be switched on and off
The absolute highlight of the locomotive is the feature developed by Liliput that every digital shunting locomotive of the future will need: the electronic coupling. Using a decoder and function keys on the digital control unit or the central unit on both sides of the locomotive, the coupling can be raised at any point on the layout, thus uncoupling a train or even just a single car. The electronic coupling is non-functional in analog mode.
The locomotive with the running number 332 017-3 was delivered to the DB by O&K in 1963 as Köf 11 017 with the factory number 26312, and was accepted into service on March 19, 1963. On January 1, 1968, it was renumbered 332 017-3. The locomotive received its ocean blue and beige livery on October 25, 1982, at the Bremen-Sebaldsbrück depot. Throughout its service life, it was assigned to the Dortmund depot and the Essen Federal Railway Directorate, and was decommissioned on October 25, 1994. It was decommissioned in Darmstadt on July 31, 1995. However, it was sold to Thyssen Sonneberg GmbH in August 1998, and so it is likely still in service today as a private railway locomotive.
The technology
With a few exceptions, the chassis and body of the models are made of metal to minimize weight. Particular emphasis was placed on optimizing power consumption so that the locomotive can also maneuver at crawl speed. For example, the locomotive is equipped with a so-called swing axle (also known as a "rattling axle" in insider circles). Nevertheless, due to the very narrow wheelbase of the locomotive, it is possible that a wheel may not make contact at certain points because it is hanging in the air. This is not a defect and is technically unavoidable. However, the integrated flywheel and the electronics usually help overcome such problem areas or small dirt particles on the track. For the motor, we use the coreless motor, already proven in the accumulator steam locomotive, which certainly contributes to the locomotive's quiet and safe running characteristics. Due to the size of the locomotive, we have taken a new approach to drive: The belt drive is powerful and very quiet! The locomotive is factory-equipped with a soldered-in ESU decoder, which corresponds to the LokPilot Micro. This is capable of starting the locomotive smoothly even in analogue mode and also controlling it slowly enough – you just have to "turn up" the transformer/control unit a bit further than usual. In this respect, the locomotive is also suitable for analogue operation.
The optics
Great importance was placed on true to the original when it comes to dimensions and details. For example, each variant has the exact shape of the lamps (old or new), the roof equipment and the rear of the cab that the original has or had in the corresponding time period. The roof equipment alone offers countless possibilities, with roof hatches of different sizes or different roof antennas and their position on the roof. Depending on the locomotive, the rear of the cab can have either a smooth rear cab wall or various boxes depending on the technical equipment. The wiring, the side grab bars and a side tank can also vary. Despite the model's tiny size, all of the intricate details are present. The side steps are openwork using fine metal etching, the visually striking cutouts in the chassis are present, and a control panel in the cab is indicated. A buffer beam upgrade kit is included with each locomotive, allowing the wiring and coupling hook to be upgraded as needed or for display purposes. On models with an automatic shunting coupler, such a coupler is already installed and removable for maximum visual fidelity.
The electronic coupling - advantage one: Although the electronic coupling is permanently installed in the locomotive, it still has NEM 355 coupling sockets on both sides, so that (in analogue operation and therefore when the electronic uncoupling function is not used) both a standard NEM coupling and couplings from other manufacturers can be inserted into the coupling socket.
Advantage number two: The electronic coupling works with both the standard coupling and the Fleischmann Profi-Kupplung®. The locomotive comes with a special coupling head for uncoupling with the Profi-Kupplung®, while the coupling head for uncoupling with the 'standard' coupling is already plugged in. Adapters for other couplings are in preparation.
And this is how the electronic clutch works:
Uncoupling (coupling waltz):
First, you set the direction in which the locomotive should uncouple on your digital central unit or digital throttle, or drive to the point where it should be uncoupled. You bring the locomotive to a stop and press F1. The locomotive uncouples from the rear in the direction of travel by backing up a bit, lifting the coupler, and then moving away from the uncoupled car a bit, see illustration. You press F1 again, and you're done!
Coupling (only applies to standard coupling):
To ensure that individual wagons can be easily coupled to the locomotive without "driving away," simply drive toward the wagon to be coupled and press F2 shortly before doing so. The locomotive lifts the front coupling (in the direction of travel) and couples to the wagon. Press F2 again, and you're done!
The following applies to both functions: If you accidentally press the function button for the coupling for too long or too often, or forget to turn it off again, the decoder will automatically shut down to protect the solenoids from overheating. After a cooling-off period, the coupling can be operated again.
Additional model information:
Built in 1963 by Orenstein & Koppel, Berlin, Fab. No. 26312
Acceptance 19.03.1963 as Köf 11 017
First Bw: Hagen-Eckesay
further depots: Dortmund Rbf and Bbf and Darmstadt
01.01.1968: New number 332 017-3
12.05.1975: New color dress ocean blue/beige (like model)
31.07.1995 decommissioned at the Darmstadt depot
Model in condition around 1976
Shunting diesel locomotive 332 017-3 BD Dortmund, Bw Essen, Ep.IV
Execution:
- Vehicle/housing made of metal
- Length over buffers approx. 49 mm
- Bogies/substructure in anthracite
- Bell-armature motor
- factory-installed ESU decoder (soldered)
- Three-light LED headlights can be switched on and off
The absolute highlight of the locomotive is the feature developed by Liliput that every digital shunting locomotive of the future will need: the electronic coupling. Using a decoder and function keys on the digital control unit or the central unit on both sides of the locomotive, the coupling can be raised at any point on the layout, thus uncoupling a train or even just a single car. The electronic coupling is non-functional in analog mode.
The locomotive with the running number 332 017-3 was delivered to the DB by O&K in 1963 as Köf 11 017 with the factory number 26312, and was accepted into service on March 19, 1963. On January 1, 1968, it was renumbered 332 017-3. The locomotive received its ocean blue and beige livery on October 25, 1982, at the Bremen-Sebaldsbrück depot. Throughout its service life, it was assigned to the Dortmund depot and the Essen Federal Railway Directorate, and was decommissioned on October 25, 1994. It was decommissioned in Darmstadt on July 31, 1995. However, it was sold to Thyssen Sonneberg GmbH in August 1998, and so it is likely still in service today as a private railway locomotive.
The technology
With a few exceptions, the chassis and body of the models are made of metal to minimize weight. Particular emphasis was placed on optimizing power consumption so that the locomotive can also maneuver at crawl speed. For example, the locomotive is equipped with a so-called swing axle (also known as a "rattling axle" in insider circles). Nevertheless, due to the very narrow wheelbase of the locomotive, it is possible that a wheel may not make contact at certain points because it is hanging in the air. This is not a defect and is technically unavoidable. However, the integrated flywheel and the electronics usually help overcome such problem areas or small dirt particles on the track. For the motor, we use the coreless motor, already proven in the accumulator steam locomotive, which certainly contributes to the locomotive's quiet and safe running characteristics. Due to the size of the locomotive, we have taken a new approach to drive: The belt drive is powerful and very quiet! The locomotive is factory-equipped with a soldered-in ESU decoder, which corresponds to the LokPilot Micro. This is capable of starting the locomotive smoothly even in analogue mode and also controlling it slowly enough – you just have to "turn up" the transformer/control unit a bit further than usual. In this respect, the locomotive is also suitable for analogue operation.
The optics
Great importance was placed on true to the original when it comes to dimensions and details. For example, each variant has the exact shape of the lamps (old or new), the roof equipment and the rear of the cab that the original has or had in the corresponding time period. The roof equipment alone offers countless possibilities, with roof hatches of different sizes or different roof antennas and their position on the roof. Depending on the locomotive, the rear of the cab can have either a smooth rear cab wall or various boxes depending on the technical equipment. The wiring, the side grab bars and a side tank can also vary. Despite the model's tiny size, all of the intricate details are present. The side steps are openwork using fine metal etching, the visually striking cutouts in the chassis are present, and a control panel in the cab is indicated. A buffer beam upgrade kit is included with each locomotive, allowing the wiring and coupling hook to be upgraded as needed or for display purposes. On models with an automatic shunting coupler, such a coupler is already installed and removable for maximum visual fidelity.
The electronic coupling - advantage one: Although the electronic coupling is permanently installed in the locomotive, it still has NEM 355 coupling sockets on both sides, so that (in analogue operation and therefore when the electronic uncoupling function is not used) both a standard NEM coupling and couplings from other manufacturers can be inserted into the coupling socket.
Advantage number two: The electronic coupling works with both the standard coupling and the Fleischmann Profi-Kupplung®. The locomotive comes with a special coupling head for uncoupling with the Profi-Kupplung®, while the coupling head for uncoupling with the 'standard' coupling is already plugged in. Adapters for other couplings are in preparation.
And this is how the electronic clutch works:
Uncoupling (coupling waltz):
First, you set the direction in which the locomotive should uncouple on your digital central unit or digital throttle, or drive to the point where it should be uncoupled. You bring the locomotive to a stop and press F1. The locomotive uncouples from the rear in the direction of travel by backing up a bit, lifting the coupler, and then moving away from the uncoupled car a bit, see illustration. You press F1 again, and you're done!
Coupling (only applies to standard coupling):
To ensure that individual wagons can be easily coupled to the locomotive without "driving away," simply drive toward the wagon to be coupled and press F2 shortly before doing so. The locomotive lifts the front coupling (in the direction of travel) and couples to the wagon. Press F2 again, and you're done!
The following applies to both functions: If you accidentally press the function button for the coupling for too long or too often, or forget to turn it off again, the decoder will automatically shut down to protect the solenoids from overheating. After a cooling-off period, the coupling can be operated again.
Additional model information:
Built in 1963 by Orenstein & Koppel, Berlin, Fab. No. 26312
Acceptance 19.03.1963 as Köf 11 017
First Bw: Hagen-Eckesay
further depots: Dortmund Rbf and Bbf and Darmstadt
01.01.1968: New number 332 017-3
12.05.1975: New color dress ocean blue/beige (like model)
31.07.1995 decommissioned at the Darmstadt depot
Model in condition around 1976
279.95 EUR
(RRP*)
249.99 EUR*
Art.-no. Liliput_L162598
Liliput
Special model from Liliput for DM-Toys in a strictly limited one-time edition, valid while stocks last!
Shunting diesel locomotive 335 010-5 DB Cargo Kornwestheim, Ep.V
Execution:
- Vehicle/housing made of metal
- Length over buffers approx. 49 mm
- Bogies/substructure in black
- Bell-armature motor
- factory-installed ESU decoder (soldered)
- Three-light LED headlights can be switched on and off
The absolute highlight of the locomotive is the feature developed by Liliput that every digital shunting locomotive of the future will need: the electronic coupling. Using a decoder and function keys on the digital control unit or the central unit on both sides of the locomotive, the coupling can be raised at any point on the layout, thus uncoupling a train or even just a single car. The electronic coupling is non-functional in analog mode.
The locomotive with the operating number 335 010-5 was delivered to the DB by Jung in 1968 as 333 010-7 with the serial number 14050, and was accepted into service on September 6, 1968. The locomotive received an ocean blue and beige livery on January 20, 1986. On June 8, 1989, after being converted to a radio-controlled locomotive, it was renumbered 335 010-5, and on January 26, 1998, the locomotive received its traffic red livery. During its service life it changed locations very frequently, going from Crailsheim (until 1987) via Heilbronn (1987 to 1989) to Kornwestheim (1989 to 2001), to Offenburg (2001 to 2002), Saarbrücken and Mannheim (2002), back to Saarbrücken, again to Mannheim (2003) and finally ending up in the Oberhausen depot in 2003. There it remained until it was put into service on August 18, 2005 and decommissioned on September 16, 2005. In January 2006 it was taken to Karl Reuschling GmbH 6 Co. KG in Hattingen for refurbishment and was sold to Besta Eisen- & Stahlhandelsgesellschaft mbH Lübbecke in 2006 to serve there as locomotive 1 in yellow livery.
The technology
With a few exceptions, the chassis and body of the models are made of metal to minimize weight. Particular emphasis was placed on optimizing power consumption so that the locomotive can also maneuver at crawl speed. For example, the locomotive is equipped with a so-called swing axle (also known as a "rattling axle" in insider circles). Nevertheless, due to the very narrow wheelbase of the locomotive, it is possible that a wheel may not make contact at certain points because it is hanging in the air. This is not a defect and is technically unavoidable. However, the integrated flywheel and the electronics usually help overcome such problem areas or small dirt particles on the track. For the motor, we use the coreless motor, already proven in the accumulator steam locomotive, which certainly contributes to the locomotive's quiet and safe running characteristics. Due to the size of the locomotive, we have taken a new approach to drive: The belt drive is powerful and very quiet! The locomotive is factory-equipped with a soldered-in ESU decoder, which corresponds to the LokPilot Micro. This is capable of starting the locomotive smoothly even in analogue mode and also controlling it slowly enough – you just have to "turn up" the transformer/control unit a bit further than usual. In this respect, the locomotive is also suitable for analogue operation.
The optics
Great importance was placed on true to the original when it comes to dimensions and details. For example, each variant has the exact shape of the lamps (old or new), the roof equipment and the rear of the cab that the original has or had in the corresponding time period. The roof equipment alone offers countless possibilities, with roof hatches of different sizes or different roof antennas and their position on the roof. Depending on the locomotive, the rear of the cab can have either a smooth rear cab wall or various boxes depending on the technical equipment. The wiring, the side grab bars and a side tank can also vary. Despite the model's tiny size, all of the intricate details are present. The side steps are openwork using fine metal etching, the visually striking cutouts in the chassis are present, and a control panel in the cab is indicated. A buffer beam upgrade kit is included with each locomotive, allowing the wiring and coupling hook to be upgraded as needed or for display purposes. On models with an automatic shunting coupler, such a coupler is already installed and removable for maximum visual fidelity.
The electronic coupling - advantage one: Although the electronic coupling is permanently installed in the locomotive, it still has NEM 355 coupling sockets on both sides, so that (in analogue operation and therefore when the electronic uncoupling function is not used) both a standard NEM coupling and couplings from other manufacturers can be inserted into the coupling socket.
Advantage number two: The electronic coupling works with both the standard coupling and the Fleischmann Profi-Kupplung®. The locomotive comes with a special coupling head for uncoupling with the Profi-Kupplung®, while the coupling head for uncoupling with the 'standard' coupling is already plugged in. Adapters for other couplings are in preparation.
And this is how the electronic clutch works:
Uncoupling (coupling waltz):
First, you set the direction in which the locomotive should uncouple on your digital central unit or digital throttle, or drive to the point where it should be uncoupled. You bring the locomotive to a stop and press F1. The locomotive uncouples from the rear in the direction of travel by backing up a bit, lifting the coupler, and then moving away from the uncoupled car a bit, see illustration. You press F1 again, and you're done!
Coupling (only applies to standard coupling):
To ensure that individual wagons can be easily coupled to the locomotive without "driving away," simply drive toward the wagon to be coupled and press F2 shortly before doing so. The locomotive lifts the front coupling (in the direction of travel) and couples to the wagon. Press F2 again, and you're done!
The following applies to both functions: If you accidentally press the function button for the coupling for too long or too often, or forget to turn it off again, the decoder will automatically shut down to protect the solenoids from overheating. After a cooling-off period, the coupling can be operated again.
Additional model information:
Built in 1968 by Jung, Jungenthal, Fab.-No.: 14050
Acceptance 06.09.1968 as 333 010-7
First Bw: Crailsheim
further depots: Heilbronn, Kornwestheim and another 4 depots in the short term and Oberhausen-Osterfeld South
08.06.1989: New number 335 010-5
26.01.1998: New paint scheme: traffic red
16.05.2005: decommissioned in the Oberhausen-Osterfeld Süd depot
Jan 2006: Sold to Westfälische Lokomotiv-Fabrik Hattingen Karl Reuschling GmbH & Co. KG, Hattingen
Model in 1998 condition
Shunting diesel locomotive 335 010-5 DB Cargo Kornwestheim, Ep.V
Execution:
- Vehicle/housing made of metal
- Length over buffers approx. 49 mm
- Bogies/substructure in black
- Bell-armature motor
- factory-installed ESU decoder (soldered)
- Three-light LED headlights can be switched on and off
The absolute highlight of the locomotive is the feature developed by Liliput that every digital shunting locomotive of the future will need: the electronic coupling. Using a decoder and function keys on the digital control unit or the central unit on both sides of the locomotive, the coupling can be raised at any point on the layout, thus uncoupling a train or even just a single car. The electronic coupling is non-functional in analog mode.
The locomotive with the operating number 335 010-5 was delivered to the DB by Jung in 1968 as 333 010-7 with the serial number 14050, and was accepted into service on September 6, 1968. The locomotive received an ocean blue and beige livery on January 20, 1986. On June 8, 1989, after being converted to a radio-controlled locomotive, it was renumbered 335 010-5, and on January 26, 1998, the locomotive received its traffic red livery. During its service life it changed locations very frequently, going from Crailsheim (until 1987) via Heilbronn (1987 to 1989) to Kornwestheim (1989 to 2001), to Offenburg (2001 to 2002), Saarbrücken and Mannheim (2002), back to Saarbrücken, again to Mannheim (2003) and finally ending up in the Oberhausen depot in 2003. There it remained until it was put into service on August 18, 2005 and decommissioned on September 16, 2005. In January 2006 it was taken to Karl Reuschling GmbH 6 Co. KG in Hattingen for refurbishment and was sold to Besta Eisen- & Stahlhandelsgesellschaft mbH Lübbecke in 2006 to serve there as locomotive 1 in yellow livery.
The technology
With a few exceptions, the chassis and body of the models are made of metal to minimize weight. Particular emphasis was placed on optimizing power consumption so that the locomotive can also maneuver at crawl speed. For example, the locomotive is equipped with a so-called swing axle (also known as a "rattling axle" in insider circles). Nevertheless, due to the very narrow wheelbase of the locomotive, it is possible that a wheel may not make contact at certain points because it is hanging in the air. This is not a defect and is technically unavoidable. However, the integrated flywheel and the electronics usually help overcome such problem areas or small dirt particles on the track. For the motor, we use the coreless motor, already proven in the accumulator steam locomotive, which certainly contributes to the locomotive's quiet and safe running characteristics. Due to the size of the locomotive, we have taken a new approach to drive: The belt drive is powerful and very quiet! The locomotive is factory-equipped with a soldered-in ESU decoder, which corresponds to the LokPilot Micro. This is capable of starting the locomotive smoothly even in analogue mode and also controlling it slowly enough – you just have to "turn up" the transformer/control unit a bit further than usual. In this respect, the locomotive is also suitable for analogue operation.
The optics
Great importance was placed on true to the original when it comes to dimensions and details. For example, each variant has the exact shape of the lamps (old or new), the roof equipment and the rear of the cab that the original has or had in the corresponding time period. The roof equipment alone offers countless possibilities, with roof hatches of different sizes or different roof antennas and their position on the roof. Depending on the locomotive, the rear of the cab can have either a smooth rear cab wall or various boxes depending on the technical equipment. The wiring, the side grab bars and a side tank can also vary. Despite the model's tiny size, all of the intricate details are present. The side steps are openwork using fine metal etching, the visually striking cutouts in the chassis are present, and a control panel in the cab is indicated. A buffer beam upgrade kit is included with each locomotive, allowing the wiring and coupling hook to be upgraded as needed or for display purposes. On models with an automatic shunting coupler, such a coupler is already installed and removable for maximum visual fidelity.
The electronic coupling - advantage one: Although the electronic coupling is permanently installed in the locomotive, it still has NEM 355 coupling sockets on both sides, so that (in analogue operation and therefore when the electronic uncoupling function is not used) both a standard NEM coupling and couplings from other manufacturers can be inserted into the coupling socket.
Advantage number two: The electronic coupling works with both the standard coupling and the Fleischmann Profi-Kupplung®. The locomotive comes with a special coupling head for uncoupling with the Profi-Kupplung®, while the coupling head for uncoupling with the 'standard' coupling is already plugged in. Adapters for other couplings are in preparation.
And this is how the electronic clutch works:
Uncoupling (coupling waltz):
First, you set the direction in which the locomotive should uncouple on your digital central unit or digital throttle, or drive to the point where it should be uncoupled. You bring the locomotive to a stop and press F1. The locomotive uncouples from the rear in the direction of travel by backing up a bit, lifting the coupler, and then moving away from the uncoupled car a bit, see illustration. You press F1 again, and you're done!
Coupling (only applies to standard coupling):
To ensure that individual wagons can be easily coupled to the locomotive without "driving away," simply drive toward the wagon to be coupled and press F2 shortly before doing so. The locomotive lifts the front coupling (in the direction of travel) and couples to the wagon. Press F2 again, and you're done!
The following applies to both functions: If you accidentally press the function button for the coupling for too long or too often, or forget to turn it off again, the decoder will automatically shut down to protect the solenoids from overheating. After a cooling-off period, the coupling can be operated again.
Additional model information:
Built in 1968 by Jung, Jungenthal, Fab.-No.: 14050
Acceptance 06.09.1968 as 333 010-7
First Bw: Crailsheim
further depots: Heilbronn, Kornwestheim and another 4 depots in the short term and Oberhausen-Osterfeld South
08.06.1989: New number 335 010-5
26.01.1998: New paint scheme: traffic red
16.05.2005: decommissioned in the Oberhausen-Osterfeld Süd depot
Jan 2006: Sold to Westfälische Lokomotiv-Fabrik Hattingen Karl Reuschling GmbH & Co. KG, Hattingen
Model in 1998 condition
279.95 EUR
(RRP*)
199.99 EUR*
Art.-no. Liliput_L162603
Liliput
Special model from Liliput for DM-Toys in a strictly limited one-time edition, valid while stocks last!
Switching diesel locomotive 332 161 ABELLIO, epoch five
Execution:
- Vehicle/housing made of metal
- Length over buffers approx. 49 mm
- Bogies/substructure in black
- Bell-armature motor
- factory-installed ESU decoder (soldered)
- Three-light LED headlights can be switched on and off
The absolute highlight of the locomotive is the feature developed by Liliput that every digital shunting locomotive of the future will need: the electronic coupling. Using a decoder and function keys on the digital control unit or the central unit on both sides of the locomotive, the coupling can be raised at any point on the layout, thus uncoupling a train or even just a single car. The electronic coupling is non-functional in analog mode.
The locomotive with the operating number V1 of Abellio Rail NRW GmbH Essen was delivered to the DB by Jung in 1964 with the factory number 13774, and was accepted on June 3, 1964. On January 1, 1968, it was renumbered 332 161-9. It ran in its original red livery for the DB/DB AG until it was decommissioned on March 9, 1995 and retired on November 30, 1995 in Osnabrück. In the same year, it was sold to Bentheimer Eisenbahn AG, Bad Bentheim, where it ran as locomotive D3 until 2007, when it was sold on to Abellio Rail on December 6, 2007. There it received its silver-black livery as locomotive V1 and has since been used primarily in the Hagen-Eckesey workshop.
The technology
With a few exceptions, the chassis and body of the models are made of metal to minimize weight. Particular emphasis was placed on optimizing power consumption so that the locomotive can also maneuver at crawl speed. For example, the locomotive is equipped with a so-called swing axle (also known as a "rattling axle" in insider circles). Nevertheless, due to the very narrow wheelbase of the locomotive, it is possible that a wheel may not make contact at certain points because it is hanging in the air. This is not a defect and is technically unavoidable. However, the integrated flywheel and the electronics usually help overcome such problem areas or small dirt particles on the track. For the motor, we use the coreless motor, already proven in the accumulator steam locomotive, which certainly contributes to the locomotive's quiet and safe running characteristics. Due to the size of the locomotive, we have taken a new approach to drive: The belt drive is powerful and very quiet! The locomotive is factory-equipped with a soldered-in ESU decoder, which corresponds to the LokPilot Micro. This is capable of starting the locomotive smoothly even in analogue mode and also controlling it slowly enough – you just have to "turn up" the transformer/control unit a bit further than usual. In this respect, the locomotive is also suitable for analogue operation.
The optics
Great importance was placed on true to the original when it comes to dimensions and details. For example, each variant has the exact shape of the lamps (old or new), the roof equipment and the rear of the cab that the original has or had in the corresponding time period. The roof equipment alone offers countless possibilities, with roof hatches of different sizes or different roof antennas and their position on the roof. Depending on the locomotive, the rear of the cab can have either a smooth rear cab wall or various boxes depending on the technical equipment. The wiring, the side grab bars and a side tank can also vary. Despite the model's tiny size, all of the intricate details are present. The side steps are openwork using fine metal etching, the visually striking cutouts in the chassis are present, and a control panel in the cab is indicated. A buffer beam upgrade kit is included with each locomotive, allowing the wiring and coupling hook to be upgraded as needed or for display purposes. On models with an automatic shunting coupler, such a coupler is already installed and removable for maximum visual fidelity.
The electronic coupling - advantage one: Although the electronic coupling is permanently installed in the locomotive, it still has NEM 355 coupling sockets on both sides, so that (in analogue operation and therefore when the electronic uncoupling function is not used) both a standard NEM coupling and couplings from other manufacturers can be inserted into the coupling socket.
Advantage number two: The electronic coupling works with both the standard coupling and the Fleischmann Profi-Kupplung®. The locomotive comes with a special coupling head for uncoupling with the Profi-Kupplung®, while the coupling head for uncoupling with the 'standard' coupling is already plugged in. Adapters for other couplings are in preparation.
And this is how the electronic clutch works:
Uncoupling (coupling waltz):
First, you set the direction in which the locomotive should uncouple on your digital central unit or digital throttle, or drive to the point where it should be uncoupled. You bring the locomotive to a stop and press F1. The locomotive uncouples from the rear in the direction of travel by backing up a bit, lifting the coupler, and then moving away from the uncoupled car a bit, see illustration. You press F1 again, and you're done!
Coupling (only applies to standard coupling):
To ensure that individual wagons can be easily coupled to the locomotive without "driving away," simply drive toward the wagon to be coupled and press F2 shortly before doing so. The locomotive lifts the front coupling (in the direction of travel) and couples to the wagon. Press F2 again, and you're done!
The following applies to both functions: If you accidentally press the function button for the coupling for too long or too often, or forget to turn it off again, the decoder will automatically shut down to protect the solenoids from overheating. After a cooling-off period, the coupling can be operated again.
Additional model information:
Built in 1964 by Jung, Jungenthal, Fab No. 13774
Acceptance 03.06.1964 as Köf 11 161
First Bw: Heilbronn
further depots: Crailsheim, Würzburg 1 and Osnabrück
01.01.1968: New number 332 161-9
30.11.1995: Decommissioned in the Osnabrück depot
30.06.1995: Sale to private railway
06.12.2007: Resale to Abellio Rail NRW GmbH
New number: 98 80 3332 161-9 D-LUW
13.01.2022: Locomotive decommissioned
Model in condition around 2008
Switching diesel locomotive 332 161 ABELLIO, epoch five
Execution:
- Vehicle/housing made of metal
- Length over buffers approx. 49 mm
- Bogies/substructure in black
- Bell-armature motor
- factory-installed ESU decoder (soldered)
- Three-light LED headlights can be switched on and off
The absolute highlight of the locomotive is the feature developed by Liliput that every digital shunting locomotive of the future will need: the electronic coupling. Using a decoder and function keys on the digital control unit or the central unit on both sides of the locomotive, the coupling can be raised at any point on the layout, thus uncoupling a train or even just a single car. The electronic coupling is non-functional in analog mode.
The locomotive with the operating number V1 of Abellio Rail NRW GmbH Essen was delivered to the DB by Jung in 1964 with the factory number 13774, and was accepted on June 3, 1964. On January 1, 1968, it was renumbered 332 161-9. It ran in its original red livery for the DB/DB AG until it was decommissioned on March 9, 1995 and retired on November 30, 1995 in Osnabrück. In the same year, it was sold to Bentheimer Eisenbahn AG, Bad Bentheim, where it ran as locomotive D3 until 2007, when it was sold on to Abellio Rail on December 6, 2007. There it received its silver-black livery as locomotive V1 and has since been used primarily in the Hagen-Eckesey workshop.
The technology
With a few exceptions, the chassis and body of the models are made of metal to minimize weight. Particular emphasis was placed on optimizing power consumption so that the locomotive can also maneuver at crawl speed. For example, the locomotive is equipped with a so-called swing axle (also known as a "rattling axle" in insider circles). Nevertheless, due to the very narrow wheelbase of the locomotive, it is possible that a wheel may not make contact at certain points because it is hanging in the air. This is not a defect and is technically unavoidable. However, the integrated flywheel and the electronics usually help overcome such problem areas or small dirt particles on the track. For the motor, we use the coreless motor, already proven in the accumulator steam locomotive, which certainly contributes to the locomotive's quiet and safe running characteristics. Due to the size of the locomotive, we have taken a new approach to drive: The belt drive is powerful and very quiet! The locomotive is factory-equipped with a soldered-in ESU decoder, which corresponds to the LokPilot Micro. This is capable of starting the locomotive smoothly even in analogue mode and also controlling it slowly enough – you just have to "turn up" the transformer/control unit a bit further than usual. In this respect, the locomotive is also suitable for analogue operation.
The optics
Great importance was placed on true to the original when it comes to dimensions and details. For example, each variant has the exact shape of the lamps (old or new), the roof equipment and the rear of the cab that the original has or had in the corresponding time period. The roof equipment alone offers countless possibilities, with roof hatches of different sizes or different roof antennas and their position on the roof. Depending on the locomotive, the rear of the cab can have either a smooth rear cab wall or various boxes depending on the technical equipment. The wiring, the side grab bars and a side tank can also vary. Despite the model's tiny size, all of the intricate details are present. The side steps are openwork using fine metal etching, the visually striking cutouts in the chassis are present, and a control panel in the cab is indicated. A buffer beam upgrade kit is included with each locomotive, allowing the wiring and coupling hook to be upgraded as needed or for display purposes. On models with an automatic shunting coupler, such a coupler is already installed and removable for maximum visual fidelity.
The electronic coupling - advantage one: Although the electronic coupling is permanently installed in the locomotive, it still has NEM 355 coupling sockets on both sides, so that (in analogue operation and therefore when the electronic uncoupling function is not used) both a standard NEM coupling and couplings from other manufacturers can be inserted into the coupling socket.
Advantage number two: The electronic coupling works with both the standard coupling and the Fleischmann Profi-Kupplung®. The locomotive comes with a special coupling head for uncoupling with the Profi-Kupplung®, while the coupling head for uncoupling with the 'standard' coupling is already plugged in. Adapters for other couplings are in preparation.
And this is how the electronic clutch works:
Uncoupling (coupling waltz):
First, you set the direction in which the locomotive should uncouple on your digital central unit or digital throttle, or drive to the point where it should be uncoupled. You bring the locomotive to a stop and press F1. The locomotive uncouples from the rear in the direction of travel by backing up a bit, lifting the coupler, and then moving away from the uncoupled car a bit, see illustration. You press F1 again, and you're done!
Coupling (only applies to standard coupling):
To ensure that individual wagons can be easily coupled to the locomotive without "driving away," simply drive toward the wagon to be coupled and press F2 shortly before doing so. The locomotive lifts the front coupling (in the direction of travel) and couples to the wagon. Press F2 again, and you're done!
The following applies to both functions: If you accidentally press the function button for the coupling for too long or too often, or forget to turn it off again, the decoder will automatically shut down to protect the solenoids from overheating. After a cooling-off period, the coupling can be operated again.
Additional model information:
Built in 1964 by Jung, Jungenthal, Fab No. 13774
Acceptance 03.06.1964 as Köf 11 161
First Bw: Heilbronn
further depots: Crailsheim, Würzburg 1 and Osnabrück
01.01.1968: New number 332 161-9
30.11.1995: Decommissioned in the Osnabrück depot
30.06.1995: Sale to private railway
06.12.2007: Resale to Abellio Rail NRW GmbH
New number: 98 80 3332 161-9 D-LUW
13.01.2022: Locomotive decommissioned
Model in condition around 2008
219.90 EUR
(RRP*)
197.91 EUR*
Art.-no. Fleischmann_7560051
Fleischmann
Electric locomotive 140 047 of the Deutsche Bundesbahn.
- Version with rubber rain gutters, double lamps and a handle bar on the front
- Die-cast metal chassis
- Switchable headlight/tail light with DIP switch
For the haulage of heavy freight trains on main lines in the lowlands, the BZA Munich, Kraus-Maffei, and SSW developed the BR E 40, which was largely identical in technical design to the E 10.1. Only the gear ratio was changed, and the standard installation of an electric brake was omitted. Over 800 of these 110 km/h locomotives entered service from 1957 onwards. Their power output was 3,260 kW. In 1968, they were redesignated the BR 140. For a long time, they carried the brunt of freight traffic on electrified lines, but were also used to pull passenger trains. At the end of 2016, after almost 60 years of service with the DB, they were decommissioned.
- Version with rubber rain gutters, double lamps and a handle bar on the front
- Die-cast metal chassis
- Switchable headlight/tail light with DIP switch
For the haulage of heavy freight trains on main lines in the lowlands, the BZA Munich, Kraus-Maffei, and SSW developed the BR E 40, which was largely identical in technical design to the E 10.1. Only the gear ratio was changed, and the standard installation of an electric brake was omitted. Over 800 of these 110 km/h locomotives entered service from 1957 onwards. Their power output was 3,260 kW. In 1968, they were redesignated the BR 140. For a long time, they carried the brunt of freight traffic on electrified lines, but were also used to pull passenger trains. At the end of 2016, after almost 60 years of service with the DB, they were decommissioned.
129.90 EUR
(RRP*)
116.91 EUR*
Art.-no. Fleischmann_6260054
Fleischmann
Car set with two 3rd class passenger cars and one baggage car of the Belgian State Railways.
Courtesy of NMBS-SNCB Train World Heritage.
Courtesy of NMBS-SNCB Train World Heritage.
114.90 EUR
(RRP*)
103.41 EUR*
Art.-no. Fleischmann_6660096
Fleischmann
Wagon set with four freight cars of the Hungarian State Railways.
Consisting of a swivel stake wagon, type Ks, a covered freight wagon, type Gbs, an open freight wagon, type E and a tank wagon, type Zs.
Consisting of a swivel stake wagon, type Ks, a covered freight wagon, type Gbs, an open freight wagon, type E and a tank wagon, type Zs.
41.90 EUR
(RRP*)
37.71 EUR*
Art.-no. Fleischmann_6660117
Fleischmann
Pressurized gas tank wagon, type Zags, employed by the Deutsche Bundesbahn.
106.90 EUR
(RRP*)
99.99 EUR*
Art.-no. Kato_10-1413
Kato
Model properties:
- Interior lighting optionally available with KATO standard LED kit (not included)
- short couplings - mounted
Swap coupler (2x short coupling Ge 4/4 III, 2x close coupling GEX carriage, 2x bellows for short-coupled cars)
- Interior lighting optionally available with KATO standard LED kit (not included)
- short couplings - mounted
Swap coupler (2x short coupling Ge 4/4 III, 2x close coupling GEX carriage, 2x bellows for short-coupled cars)
129.90 EUR
(RRP*)
99.99 EUR*
Art.-no. Kato_10-1414
Kato
Model properties:
- Interior lighting optionally available with KATO standard LED kit (not included)
- short couplings - mounted
Swap coupler (2x short coupling Ge 4/4 III, 2x close coupler GEX carriage, 2x bellows for short-coupled cars)
incl. KATO box for 8 cars
- Interior lighting optionally available with KATO standard LED kit (not included)
- short couplings - mounted
Swap coupler (2x short coupling Ge 4/4 III, 2x close coupler GEX carriage, 2x bellows for short-coupled cars)
incl. KATO box for 8 cars
139.99 EUR
(RRP*)
99.99 EUR*
Art.-no. Kato_3102
Kato
- Alpine locomotive Ge4/4-II
- Prototype of the current appearance with square lights and attached bridge plugs on the front
- Unit 618, which carries a large RhB logo, is the nickname on the side of the car body
- Symbol brand and company name are also reproduced faithfully
- Accurately reproduces the curved body and large windows.
- Details of the individual parts such as roof air intake louvers, resistors and large snow plows were also reproduced
- Jumper plug on the front of the car body is set as an attached part
- The power is capable of pulling 12 passenger cars of the Rhaetian Railway on a gradient of 4%
- DCC can be handled by replacing the light board
- Hyoga close coupling standard equipment for Express. Includes spare Arnold coupling
- All 3 headlights light up (bulb color)
- Minimum clearance radius: R150
- Accessories: Jumper x 1, Spare Arnold coupling x 2
In summer 2022, KATO will launch numerous RhB freight and refrigerated cars from Coop and Swiss Post in various designs, thus expanding its extensive Rhaetian Railway range with additional freight cars. KATO Item No. 3102, Noch Number: 7074047
- Prototype of the current appearance with square lights and attached bridge plugs on the front
- Unit 618, which carries a large RhB logo, is the nickname on the side of the car body
- Symbol brand and company name are also reproduced faithfully
- Accurately reproduces the curved body and large windows.
- Details of the individual parts such as roof air intake louvers, resistors and large snow plows were also reproduced
- Jumper plug on the front of the car body is set as an attached part
- The power is capable of pulling 12 passenger cars of the Rhaetian Railway on a gradient of 4%
- DCC can be handled by replacing the light board
- Hyoga close coupling standard equipment for Express. Includes spare Arnold coupling
- All 3 headlights light up (bulb color)
- Minimum clearance radius: R150
- Accessories: Jumper x 1, Spare Arnold coupling x 2
In summer 2022, KATO will launch numerous RhB freight and refrigerated cars from Coop and Swiss Post in various designs, thus expanding its extensive Rhaetian Railway range with additional freight cars. KATO Item No. 3102, Noch Number: 7074047
99.99 EUR*
Art.-no. Kato_3102-4
Kato
Special livery RhB Club
- Accurately reproduces the curved body and large windows.
- Details of the individual parts such as roof air intake louvers, resistors and large snow plows were also reproduced
- Jumper plug on the front of the car body is set as an attached part
- The power is capable of pulling 12 Rhaetian Railway passenger cars on a 4% gradient
- Hyoga close coupling standard equipment for Express. Includes spare Arnold coupling.
- All 3 headlights light up (bulb color)
- Minimum clearance radius: R150
- Accessories: Jumper x 1, Replacement Arnold coupling x 2
- Accurately reproduces the curved body and large windows.
- Details of the individual parts such as roof air intake louvers, resistors and large snow plows were also reproduced
- Jumper plug on the front of the car body is set as an attached part
- The power is capable of pulling 12 Rhaetian Railway passenger cars on a 4% gradient
- Hyoga close coupling standard equipment for Express. Includes spare Arnold coupling.
- All 3 headlights light up (bulb color)
- Minimum clearance radius: R150
- Accessories: Jumper x 1, Replacement Arnold coupling x 2
34.99 EUR*
Art.-no. Kato_5279-2
Kato
Power baggage car of the Rhaetian Railway, DS4222
- Reproduces the DS4222 of 1980, reflecting the addition of pantographs around 2009-2011.
- Equipped with Glacier Express close couplings. Includes Arnold couplings for replacement and diaphragm couplings (long type) for Glacier Express passenger cars.
- Reproduces the DS4222 of 1980, reflecting the addition of pantographs around 2009-2011.
- Equipped with Glacier Express close couplings. Includes Arnold couplings for replacement and diaphragm couplings (long type) for Glacier Express passenger cars.
59.90 EUR
(RRP*)
53.91 EUR*
Art.-no. Kato_5280
Kato
The KATO Gauge N Gourmino WR3811, originally with red livery, was converted or renewed in 1990 and got the noble shade of blue of the Alpine Classic Pullman Express (ACPE).
Special features of this version are:
· Table lighting with warm white LEDs
· Interior including chairs in brown color
Special features of this version are:
· Table lighting with warm white LEDs
· Interior including chairs in brown color
149.99 EUR*
Art.-no. Tomix_98145
Tomix
The Tarumi Railway's TDE10 series are diesel locomotives introduced at the same time as the railway's opening. At the time of opening, three cars were in service: the newly manufactured locomotive No. 1, and locomotives No. 2 and No. 3, acquired from the Kinuura Rinkai Railway.
Originally the livery resembled the JNR colors, but later a V-shaped white line was added to the front and side of the cab of locomotive No. 1, and locomotive No. 2 was repainted in a blue and yellow base to pull the Usuzumi Fantasia.
Units 1 and 2 were in service until freight train traffic was completely discontinued in 2006.
Originally the livery resembled the JNR colors, but later a V-shaped white line was added to the front and side of the cab of locomotive No. 1, and locomotive No. 2 was repainted in a blue and yellow base to pull the Usuzumi Fantasia.
Units 1 and 2 were in service until freight train traffic was completely discontinued in 2006.
149.99 EUR*
Art.-no. Tomix_98585
Tomix
Tarumi Railway Passenger Train Set (TDE10-3, Ohafu 500 Series, Tarumi Railway Color)
When the Tarumi Railway opened, it purchased two Ohaf33 series cars for rush hour service and used them as Ohaf500 series cars.
In 1989, two more cars were added, but they were all taken out of service by 1992.
The third car of the TDE10 series was taken over by the Kinuura Rinkai Railway, but was scrapped in 1992 and replaced by the TDE11 series.
When the Tarumi Railway opened, it purchased two Ohaf33 series cars for rush hour service and used them as Ohaf500 series cars.
In 1989, two more cars were added, but they were all taken out of service by 1992.
The third car of the TDE10 series was taken over by the Kinuura Rinkai Railway, but was scrapped in 1992 and replaced by the TDE11 series.
12.99 EUR*
Art.-no. Noch_35440
Noch
Will you marry me?
One of the most beautiful themes that can be recreated in a model: a wedding. Dressed festively in a light-colored suit, the groom's blond best man appears next to the priest. The priest has already set his sights on the bride and groom who are approaching the altar and is looking forward to the celebration, to which he has also been invited. The beautiful, blond bride is wearing a classic, long, white wedding dress and is shaking hands with her future husband, who has appeared in a high-necked, black suit. The two flower girls are having especially great fun scattering their flowers. Even the bridesmaid in her pale pink dress can no longer contain herself and sheds a few tears of emotion. She has also secretly cast a glance at the best man and with a bit of luck she might even catch the bridal bouquet later.
One of the most beautiful themes that can be recreated in a model: a wedding. Dressed festively in a light-colored suit, the groom's blond best man appears next to the priest. The priest has already set his sights on the bride and groom who are approaching the altar and is looking forward to the celebration, to which he has also been invited. The beautiful, blond bride is wearing a classic, long, white wedding dress and is shaking hands with her future husband, who has appeared in a high-necked, black suit. The two flower girls are having especially great fun scattering their flowers. Even the bridesmaid in her pale pink dress can no longer contain herself and sheds a few tears of emotion. She has also secretly cast a glance at the best man and with a bit of luck she might even catch the bridal bouquet later.
24.90 EUR*
Art.-no. Roco_81396
Roco
If you drive digitally and control with the multiMAUS, then you already know the advantages of the ROCO/FLEISCHMANN digital system. But how can you expand the starter pack, activate a wireless WLANMAUS, use a tablet and smartphone for control, and update the control center and control units?
This brochure explains all of this and many other practical tips, from long locomotive addresses to double traction, from block switching to automatic shuttle train control, including troubleshooting in the digital system, in colloquial language.
A computer is not required to control your model railway layout at this level, but it is required for hardware updates and activating the LAN port of your z21-start digital control center. It is therefore important that you have access to a laptop or PC with an internet connection or purchase the devices from a specialist retailer who offers this service.
Author/Responsible for content: Wolfgang Wutzmer/Günther Feuereißen
German edition
This brochure explains all of this and many other practical tips, from long locomotive addresses to double traction, from block switching to automatic shuttle train control, including troubleshooting in the digital system, in colloquial language.
A computer is not required to control your model railway layout at this level, but it is required for hardware updates and activating the LAN port of your z21-start digital control center. It is therefore important that you have access to a laptop or PC with an internet connection or purchase the devices from a specialist retailer who offers this service.
Author/Responsible for content: Wolfgang Wutzmer/Günther Feuereißen
German edition
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Yours sincerely
Daniel Mrugalski
DM-Toys
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