ESU 31289 – C77, 66587 ONE, Era VI, around 2020, pink

• Body, frame and gearboxes made of metal

• Openwork fans in the roof area

• Multicolored driver's cab with train driver figure

• Multi-part bogie frames

• Separately attached handle rods and steps

• Coupling in background-guided NEM shaft

• Five-pin ESU engine with two flywheel masses

• Drive via cardan/snail transmission on four axles, four grip tires

• LokSound decoder for DCC, Motorola®, M4 and Selectrix operation

• Independent registration at headquarters with RailComPlus® or mfx® functionality

• PowerPack storage capacitor for uninterrupted power supply

• Double speaker with large sound capsule for maximum sound enjoyment

• Load-dependent smoke generator, synchronous with the LokSound

• Digitized original sounds

• Sensor-controlled noise when cornering slowly

• Direction-dependent light change, country-specific lighting functions, train-side peak signal can be switched off, driver's cab and driver's desk lighting switchable

• Brake sparks during sharp braking

• Pipette for filling the smoke generator, buffer carrier accessories and a second clutch are included

• Minimum drivable radius = 360 mm

• Length over buffer = 247 mm


From 2001, the American Electro-Motive Division (EMD) offered the continental European railway companies (EVU) comparatively inexpensive long-distance diesel locomotives for heavy freight trains with the Class 66, which had already been tested in Great Britain.The six-axle vehicles known as the JT 42 CWR are based on the simply designed and very reliable American SD40-2. In 1999, Häfen und Güterverkehr Köln AG HGK was the first railway company to use two of the diesel-electric Class 66s. Since 2006, the modified JT 42 CWR M has been a second series of the Class 66, which is often referred to as the Class 77. The most striking difference to the first series is the single door to the engine room built into the left side of the locomotive. Class 66/77 can also be found today in France, Belgium, the Netherlands, Luxembourg, Denmark, Norway and England. A total of around 650 locomotives were delivered to European customers. The elongated silhouette, adapted to the small English clearance gauge, the angular body and the chassis with the massive bogies and the wild wiring make the Class 66 unmistakable. The GM twelve-cylinder two-stroke engine 12N-710G3B-EC develops an output of 3194 HP (2350kW). The starting traction is 409 kN, the continuous traction is 260 kN. With a maximum speed of 120 km/h, the Class 66 can keep up with other trains even on main routes. Despite the high level of noise in the driver's cab, the locomotives have earned a good reputation among train drivers when it comes to moving heavy trains on slippery rails. Numerous locomotives from other European private railways or lessees are also on the road in Germany. In order to save on the shunting locomotive, the locomotives are usually pre-hauled from the transmitter's siding to the train's destination, whereby it is accepted that the locomotives also travel under the contact wire.