The diesel locomotive DB Class V 100.20 or 212 represents a more powerful version of the V 100. After the prototype V 100 006, it was put into service from 1962 onwards and was also used in mainline and steep line service. By 1966, a total of 381 locomotives of this series had been put into service. Apart from the MaK (V 100 2002-2106, 2232-2331), the locomotives were built by Deutz (V 100 2202-2231, 2342-2381), Henschel (V 100 2107-2164) and Jung (V 100 2165-2201). The maximum speed of the machines was 100 km/h. The engine type was the 4-stroke prechamber diesel engine from MTU, 12V652 TZ10, with a power output of 993 kW 1350 HP. Since this engine had no piston crown cooling and the engine was driven almost to the power limit, first damages already showed up. The damage included coolant leakage and piston seizure. The engine type MTU 12V652 TA10 was purchased, which was equipped with piston crown cooling and was already installed in the V 90 series. An oil pump presses a fine jet of oil from the oil pan against the piston crown, which cools the pistons. The warm oil flows back and is fed to the heat exchanger via the lubrication circuit. There the warm oil transfers the heat energy to the cooling water. The old engines were throttled down to 1100 HP and fed to the 211 series. The released 211 series engines were fed to the 290 series. The installation of the new engines led to an increase in the reliability of the DB Class V 100.
Details zur Diesellok BR V 100.20
- Manufacturer: MaK
- Length: 12.100 mm 12.300 mm ab 212 022
- Numbering: V 100 2001–2381 212 001–331 212 342–381 213 332–341
- Weight: 63 t
- Years of Construction: 1962 - 1965
- Top speed: 65 / 100 km/h
- Fuel supply: 2500 l Diesel
- Axle formula: B'B'
- Numbers: 381
- Power: 993 kW / 1350 PS
- Power transmission: hydraulic
- Engine type: 12-cylinder 4-stroke V-engine with prechamber injection, Type MTU 12V652 TA/TZ10
- Brake: Knorr Air Brake
- Train heating: Steam
- Train control system: Sifa / Indusi
Since a larger cooling system proved to be useful due to the increased engine power, the front stem and the frame plates of the locomotives from number 022 on were lengthened by 20 cm. The front buffer beam was also lengthened. The frame remained unchanged. The larger cooling system can be recognized by the vertical fins, which are horizontal on the other locomotives.
The Voith L216rs transmission is the same as that used in the 211 series. However, in a different variant. The transmission in series 212 has a start-up converter, a marsh converter and a hydraulic coupling for the upper speed range. The integrated stepped transmission, which can only be shifted when stationary, allows a top speed of 65 km/h in low gear and 100 km/h in main gear. In addition, the tractive force is also increased when changing to low gear. On the one hand, a higher engine input power is transmitted using the design reserves of the transmission, and on the other hand the transmission ratio between the transmission input shaft and the hollow shaft differs from that in the transmissions of the 211 series. Further minor differences to the 211 exist in the electrical part. 10 locomotives from the last series of 150 locomotives were additionally equipped with a hydrodynamic brake and modofitted transmissions for use on steep ramps. For space reasons, the auxiliary diesel had to be omitted. An additional heat exchanger was installed between the engine and the cooling system for the braking heat. These locomotives were listed in 1968 as class 213, originally V 100 2332 to 2341. From 1966 they replaced the steam locomotives class 82 and 94 on the Murgtalbahn and from 1968 in the Westerwald. The 213 was again replaced by the class 218 in 1972. The 213 was then stationed in Gießen and from 1987 in Koblenz (from 1969 belonging to the Bw Köln 1). There they were used on the Hunsrückbahn and the Ahrtalbahn, among others. In 1995 the locomotives, which were suitable for steep ramps, were pulled together in the Thuringian Forest for use on the Plaue-Themar line and other lines. In 1998, the machines came to Erfurt. The reason for this was the closure of the steep track. The class 213 locomotive tovens were used in the plans of the 212, because the steep track operations became superfluous. The locomotives were taken out of service until 2001. The last two locomotives went to the DB subsidiary Südbayernbahn. All others were sold to private railway companies and are still in service in some cases.
DB Class V 100.20 - the differences to V 100.10
Until 2005, all locomotives of the DB Class V 100.20 and 212/213 series had been retired. Since 2008, individual units have been reactivated for construction train service after modernization by the Cottbus plant. These can be found in service again. Further 212/213s can be found in service with private construction train companies and with railway museums and museum railways.
The service of the DB Class V 100.20 diesel locomotive ended after 46 years largely with the shutdown of the last class 212 locomotives used by Railion on December 13, 2004. 15 class 714 tunnel auxiliary locomotives and 4 class 212 and 213 locomotives are still in operation. They are based at the DB subsidiary DB Bahnbau Group and help out, for example, in the maintenance of tunnel work, thus making an important contribution to the maintenance of Deutsche Bahn’s rail network. Most of the machines were sold within the framework of a cooperation with the French rail group Alstom, which began operating under the name Alstom Lokomotiven Service GmbH. In the factories there, the obsolete models are reworked, adapted to current standards and some of them are sold to private railways. Individual models of the BR V 100.20 diesel locomotive were placed in museums and can be viewed there. Various track construction companies use the locomotive, as its design offers certain advantages. The locomotives have an elevated central driver’s cab, which provides a better overview compared to locomotives with a terminal driver’s cab and is therefore optimally suited for track work. They therefore guarantee more safety for the personnel during the work on the track and can prevent more accidents. French track-laying companies alone, such as Colas Rail, Travaux du Sud-Ouest (TSO), Eurovia Travaux Ferroviaires (ETF) and Vechietti et Meccoli, purchased more than 130 machines. Two of them were converted by the Sifer company. They received Caterpillar engines and low stems that fit under the portals of track-laying machines. One of these locomotives runs with the other as a driverless booster. Other used V 100s also went to Bosnia and Herzegovina, Denmark, Great Britain, Guinea, Italy, Nigeria, Romania, Sweden, Switzerland and Turkey. In Bangladesh, Spain and Portugal there are also DB Class V 100.20 diesel locomotives in operation, which were rebuilt.
In addition to the museum locomotive 211 023-7, the museum locomotives 212 023 and 212 330 of the DB AG were also considerably damaged in the fire in the DB Museum Nuremberg on 17 October 2005 and scrapped in June/July 2006.
A whole series of locomotives of the diesel locomotive DB Class V 100.20 has been preserved in the museum.