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Metal body and chassis
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Openwork ventilation grilles on the roof, etched walkway grille
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Multi-piece bogie sides with real steel springs
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Separately mounted handles and steps
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NEM shaft with close coupling mechanism
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Five-pole ESU motor with two flywheels
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Drive via cardan shaft and worm gear transmission to three axles, two anti-slip tires
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LokSound 5 decoder with support for DCC, Motorola®, M4 and Selectrix mode
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Automatic registration at control centres that support RailComPlus® or mfx functionality
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PowerPack storage capacitor for uninterruptible power supply
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Loudspeaker with large sound box for extremely high sound enjoyment
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Universal electronics with pluggable pick-up shoe and slide switch for changing between two- and three-rail mode
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Smoke generator is synchronized with LokSound
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Digitized original sounds of a class 218
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Sensor-controlled wheel squeal when cornering at low speed
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Direction indicator lights, switchable headlights (when coupled to a trainset), shunting lights, cabin lighting and control panel lighting
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Brake sparks when decelerating quickly
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Pipette for filling the smoke generator and a second coupling are included
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Minimum radius = 360 mm
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Length over buffers = 188.5 mm
About the locomotive
The 218 series represents the pinnacle of the development of the DB diesel locomotive family, which also includes the V160 series (later renumbered 216), 215, 217 and 210, as well as the single locomotive 219. The first V160 locomotives from the first series were handed over to the DB in 1964. It was already known that the V160 with 1900 hp, a maximum speed of 120 km/h and the integrated steam boiler for heating local passenger trains often reached its limits. The DB therefore tested various concepts to improve performance. All locomotives with a higher performance were 40 cm longer to create sufficient space for a generator.
Since the DB had little experience with electric train heating systems in 1967, gained with the V162 and V169, and a more powerful engine had to be tested, Krupp redesigned the BR 215s, which were still equipped with a steam boiler, with a twelve-cylinder engine of the type MA 12 V 956 TB10, supplied by MAN. At the same time, the design of the BR 218 was carried out. The first series, as well as part of the second series, were initially equipped with the same power plant as the BR 215 and with a generator for the electric heating of passenger trains. 44 locomotives of the second series were equipped with the MTU MA 12 V 956 TB11 power unit, rated at 2,800 hp. From 1971, the 398 locomotives of the BR 218, with a maximum speed of 140 km/h, were used in passenger and freight traffic on all non-electrified main lines of the then DB. The latest production models of the 218 series are now more than 40 years old, but are still valued as reliable locomotives. The 218/217 with its unusual silver-red/fawn colour scheme is an exotic example of DB design.
Originally, it was intended to use this livery in accordance with the TEE livery for pulling TEE trains without colour deviation on non-electrified main lines. Since the DB had decided upon delivery that all trains had to be repainted in the ocean blue-ivory livery, it was decided to retain that one example, but to paint all others in the new livery. The 218 217 was particularly popular with photographers, as were the ten examples that were painted in pure orange/pebble grey from 1984 for the CityBahn service between Cologne and Meinerzhagen.
In memory of this time, locomotive 218 137 was repainted in the CityBahn livery in 2012.
