ESU 31438 – KG230, V19 BP, green

Metal body and chassis

Perforated fan grilles on the front of the long hood

Finely detailed, multi-colored driver's cab

Numerous separately applied details on the chassis

Separately applied and partially perforated steps

Freestanding handrails

Sprung buffers

Installed driver figure

Height-adjustable digital shunting coupler for all loop couplers

Coreless motor with flywheel

Drive on both axles, one traction tire

LokSound 5 decoder for DCC, Motorola®, M4 and Selectrix® operation

Automatic registration with control units with RailComPlus® functionality

PowerPack storage capacitor for uninterrupted power supply

Speaker with large sound chamber for maximum sound enjoyment

Universal electronics with plug-in pickup shoe and slide switch for switching between two-rail and center-rail operation

Smoke generator synchronized with LokSound

Digitized original sounds of a locomotive with an air-cooled 12-cylinder Deutz A12 L 714 engine or a water-cooled locomotive with a BA6M-716 Deutz diesel engine

Directional lighting, switchable headlight on the train side, shunting, cab and control panel lighting, 31431 and 31439 with flashing light

Brake sparks during hard braking

Chassis lighting

Length over buffers = 92.3 mm

Starting in 1962, German manufacturer Deutz offered the two-axle diesel-hydraulic KG 230 B in the Köf III power class. KG stands for small locomotive with cardan shaft drive, 230 for the power in hp, and B for the wheel arrangement. The in-house air-cooled twelve-cylinder A12L714 engine produced 230 hp at 2000 rpm. The seven KG 230s built for explosion-sensitive factories were equipped with a water-cooled six-cylinder diesel engine. The transmissions of most locomotives were set to a top speed of between 20 and 30 km/h for the sake of tractive power. Depending on the track layout, customers had additional metal installed in the frame area, allowing the locomotives to be ordered with a weight of 26 to 36 tons. The two locomotives of Bayernhafen AG, the BEHALA locomotives, even had multi-control systems. Despite their advanced age, many of the two-axle locomotives still in use today still have their original engines. Since most companies owned only a few traction units, they were kept in good technical condition, as they could not be spared. The list of owners reads like a who's who of major European industries: BP, VTG, Thyssen-Krupp, Mannesmann, Feldmühle AG, Rheinpreußen, to name just a few. The well-known private railway HVLE even painted its KG 275 in its well-known company colors. Port logistics, for example, at Luxport in Luxembourg town Wasserbillig, also relied on the stability and tractive power of the air-cooled two-axle locomotives. The high quality of the construction is demonstrated by the fact that the locomotives are not scrapped but resold when there is no longer any demand.