279.95 EUR
(RRP*)
249.99 EUR*
Art.-no. Liliput_L162606
Liliput
Diesel shunting locomotive for digital and analog operation, class 335, “Kübler Spedition”, operating no. 98 80 3332 240-1D-PBE, operating condition 2012, length over buffers 49 mm.
Version:
- Vehicle/housing made of metal
- Length over buffers approx. 49 mm
- Bogies/undercarriage in black
- Bell-type armature motor
- Factory-installed ESU decoder (soldered)
- Three-light LED top lighting, switchable on and off
The absolute highlight of the locomotive is the feature developed by Liliput that every digital shunting locomotive of the future needs: the electronic coupler. Using a decoder and function keys on the digital control unit or the central control unit, the coupler can be raised at any point on the layout on both sides of the locomotive, thus uncoupling a train or even just a single car. The electronic coupler is inactive in analog operation.
In 1966, the locomotive Köf 11 240 was built by Gmeinder under the number 5406 and accepted by the German Federal Railway on 01.07.1966.
On January 1, 1968, the locomotive was renumbered 332 240-1. It was stationed at the Krefeld depot until September 29, 1988, then transferred to the Gremberg depot, returning to Krefeld on October 31, 1989. From 1992 to November 1997, it was active at the Mönchengladbach depot, and on June 10, 1998, it was decommissioned at the Gremberg depot. On February 3, 2009, it received its current green livery at InfraServ in Wiesbaden. It was assigned its NVR number in 2011.
The technology
With few exceptions, the chassis and body of the models are made of metal to maximize weight. Particular emphasis was placed on optimal power pickup to ensure the locomotive can shunt even at low speeds. For example, the locomotive is equipped with a so-called pendulum axle (also known as a "rattling axle" in insider circles). Nevertheless, due to the locomotive's very narrow wheelbase, it's possible that a wheel might occasionally lose contact at certain points because it's suspended in mid-air. This is not a defect and is technically unavoidable. However, the integrated flywheel and electronics usually compensate for such issues or minor dirt particles on the track. We use the proven coreless motor from our steam storage locomotive, which certainly contributes to the locomotive's quiet and reliable running characteristics. Due to the locomotive's size, we've taken a new approach to the drive system: the belt drive is powerful and very quiet! The locomotive comes factory-equipped with a soldered-in ESU decoder, equivalent to the LokPilot Micro. This unit is capable of smoothly starting the locomotive and controlling it at a sufficiently slow speed even in analog operation – you simply need to turn the transformer/control unit up a little more than usual. Therefore, the locomotive is also suitable for analog operation.
The optics
The greatest emphasis was placed on accuracy in the dimensions and details. For example, each variant has the exact same lamp shape (old or new), roof equipment, and cab rear as the prototype in the respective period. The roof equipment alone offers numerous possibilities, including different-sized roof hatches, various roof antennas, and their positions on the roof. Depending on the locomotive, the cab rear features either a smooth wall or various boxes dictated by the technical equipment. The wiring, side grab rails, and side fuel tank can also vary. Despite the model's diminutive size, all the intricate details are present. The side steps are perforated using fine metal etching, the visually distinctive openings in the chassis are included, and a control panel in the cab is suggested. A buffer beam detailing kit is included with each locomotive, allowing the pipes and coupling hook to be fitted as needed or for display purposes. On models where the prototype has 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 coupling mounts on both sides according to NEM 355, so that (in analog operation and therefore not using the electronic uncoupling function) both a standard coupling and couplings from other manufacturers according to NEM can be inserted into the coupling shaft.
Advantage number two: The electronic coupler works with both the standard coupler and the Fleischmann Profi-Coupling®. A special coupler head for uncoupling with the Profi-Coupling is included with the locomotive, while the coupler head for uncoupling with the standard coupler is already installed. Adapters for other couplers are in development.
And this is how the electronic clutch works:
Uncoupling (coupling waltz):
On your digital control unit or digital controller, first set the direction in which the locomotive should uncouple, or drive to the desired uncoupling location. Bring the locomotive to a stop and press F1. The locomotive will uncouple at the rear in the direction of travel by reversing slightly, lifting the coupler, and then moving a short distance away from the uncoupled car, as shown in the illustration. Press F1 again, and you're done!
Coupling (only applies to standard coupling):
To easily couple individual cars to the locomotive without it "running away," simply approach the car to be coupled and press F2 just before reaching it. The locomotive will lift the coupling located at the front in the direction of travel and couple to the car. Press F2 again, and you're done!
For both functions: If you accidentally press the coupler function button for too long or too often, or forget to switch it off again, the decoder will automatically shut down to protect the solenoids from overheating. After a cooling period, the coupler can be operated again.