DCC Digital Diesel shunting locomotive 332 161 ABELLIO Ep.V
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Technical data
| Art.-no. | Liliput_L162603 |
| Gauge | 1:160 |
| EAN | 5026368626039 |
| Categories | Rolling stock, Locomotive, diesel |
| Epoch | V |
| Railway company | private |
| limiteDModels | yes |
| Flywheel | yes |
| LED headlights | yes |
| Electrical system | Spur N 2-Leiter Gleichstrom |
| Decoder type | DCC ohne Sound |
| Coupler | elektronische Kupplung mit Aufnahme nach NEM 355 |
| Headlights | 3-Spitzenlicht an beiden Fahrzeugenden, mit Fahrtrichtung wechselnd |
| Motor | Glockenanker |
| Quarter first delivery | 2/2025 |
| Length over buffer (mm) | 49mm |
| Min. radius (mm) | 192mm |
| Drivel axles | 2 |
Description
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
Manufacturer information
Trade name/Brand:
Liliput
Manufacturer:
Bachmann Europe Plc, 13 Moat Way, Barwell, Leicestershire, LE9 8EY, Großbritannien, customer.services@bachmann-europe.co.uk, www.bachmann.co.uk
Responsible person in the EU:
Bachmann Europe Plc, Niederlassung Deutschland, Am Umspannwerk 5, 90518 Altdorf, Deutschland, bachmann@liliput.de, www.liliput.de
Hazard warnings
CAUTION: Danger of swallowing. Not suitable for children under 14 years of age. Contains small parts that can be swallowed. This model has sharp edges and points due to its functionality. Keep the model away from children under the age of 14. Never operate the model unsupervised. Keep the packaging and instructions for later use.
more Info
Model information:
The small locomotives of performance group III (Köf 10 and 11 or series 331, 332, 333 and 335)
Performance group III was introduced in 1956 by the German Federal Railway for small locomotives with an output of more than 150 hp, as there was a need for more powerful small locomotives that could also be used in transfer services in front of heavier freight trains. This is how the 45 km/h small locomotives with the series designations Köf 10, Köf 11 and later BR 331, 332, 333 and 335 came into being. They have been an integral part of the DB tracks since the end of the 1950s and are still in tireless use today on many industrial and factory railways at home and abroad.
Köf 10/11 or series 331/332
The Gmeinder company initially developed eight prototype locomotives, including three Köf 10 (later BR 331) and Köf 11. Power was transmitted via chains, which had already proven successful. The DB decided to purchase the 240 hp Köf 11, later the 332 series. A total of 312 series locomotives were purchased. The first series up to the Köf 11 036 still had the old DB standard locomotive lanterns, but from the Köf 11 037 onwards new, permanently installed lamps were used. In addition to Gmeinder, the locomotive factories Jung Jungenthal and Orenstein & Koppel were also involved in the construction of the Köf 11. From 1990 onwards the machines were gradually retired due to the decline in freight and especially shunting traffic on the rails, the last to be officially retired from the DB fleet was the 332 262 in 2002. However, a very large number of these machines found new jobs on private and industrial railways or even on heritage railways, where they are still in use.
333 series
However, Gmeinder continued to develop the locomotives during ongoing production and they were given a cardan shaft drive. These machines, which did not look any different from their predecessors, were delivered from 1968 up to serial number 101 under the new series designation 333. After a four-year delivery break, a further 150 locomotives of the 333 series were purchased between 1973 and 1977 (from numbers 333 102), but these now clearly differed visually from the earlier locomotives thanks to a new, improved cooling system. A total of 251 locomotives of the 333 series were put into service, with the three companies Gmeinder, Jung and Orenstein & Koppel also involved in their construction. In February 1978, the DB ended its procurement of small locomotives. A total of 57 machines were built, all of which proved to be very successful.
335 series
From the end of the 1980s, a large proportion of the locomotives were fitted with radio remote control to enable staff savings. These locomotives were given the new series designation 335. In 2003, however, the radio remote control was decommissioned on some 335s as they were no longer needed. Several 335s are still in use today with DB AG, some again without radio remote control as BR 333.
The small locomotives of performance group III (Köf 10 and 11 or series 331, 332, 333 and 335)
Performance group III was introduced in 1956 by the German Federal Railway for small locomotives with an output of more than 150 hp, as there was a need for more powerful small locomotives that could also be used in transfer services in front of heavier freight trains. This is how the 45 km/h small locomotives with the series designations Köf 10, Köf 11 and later BR 331, 332, 333 and 335 came into being. They have been an integral part of the DB tracks since the end of the 1950s and are still in tireless use today on many industrial and factory railways at home and abroad.
Köf 10/11 or series 331/332
The Gmeinder company initially developed eight prototype locomotives, including three Köf 10 (later BR 331) and Köf 11. Power was transmitted via chains, which had already proven successful. The DB decided to purchase the 240 hp Köf 11, later the 332 series. A total of 312 series locomotives were purchased. The first series up to the Köf 11 036 still had the old DB standard locomotive lanterns, but from the Köf 11 037 onwards new, permanently installed lamps were used. In addition to Gmeinder, the locomotive factories Jung Jungenthal and Orenstein & Koppel were also involved in the construction of the Köf 11. From 1990 onwards the machines were gradually retired due to the decline in freight and especially shunting traffic on the rails, the last to be officially retired from the DB fleet was the 332 262 in 2002. However, a very large number of these machines found new jobs on private and industrial railways or even on heritage railways, where they are still in use.
333 series
However, Gmeinder continued to develop the locomotives during ongoing production and they were given a cardan shaft drive. These machines, which did not look any different from their predecessors, were delivered from 1968 up to serial number 101 under the new series designation 333. After a four-year delivery break, a further 150 locomotives of the 333 series were purchased between 1973 and 1977 (from numbers 333 102), but these now clearly differed visually from the earlier locomotives thanks to a new, improved cooling system. A total of 251 locomotives of the 333 series were put into service, with the three companies Gmeinder, Jung and Orenstein & Koppel also involved in their construction. In February 1978, the DB ended its procurement of small locomotives. A total of 57 machines were built, all of which proved to be very successful.
335 series
From the end of the 1980s, a large proportion of the locomotives were fitted with radio remote control to enable staff savings. These locomotives were given the new series designation 335. In 2003, however, the radio remote control was decommissioned on some 335s as they were no longer needed. Several 335s are still in use today with DB AG, some again without radio remote control as BR 333.