H0 N XL L M4 
In 1904, the Federal Council of the German Empire enacted the first railway construction and operating regulations, which permitted express trains with 44 axles if the train consisted of four-axle carriages; 52 axles were permitted when using six-axle carriages. At the same time, more direct connections were created through the operation of through coaches. The basic speed of express trains was to increase from 85 to 90 km/h. Since even new two-cylinder express train locomotives were reaching their limits in operation at that time, the state railways pushed ahead with the production of the ultra-modern four-cylinder locomotives. Compared to the proven two-cylinder designs, the four-cylinder engine promised higher performance at higher speeds, better starting with heavy loads, and more comfortable ride characteristics due to the better mass balance. Since the smoother running also had a positive effect on the attached train, many state railways relied on the four-cylinder locomotives, which were more complex due to the additional internal engines, for heavy express train service. The first locomotives, which were still equipped with only two driving axles, such as the Saxon X V, the Bavarian S2/5 or the Prussian S9, were popular for their smooth running, but even on slight gradients it was difficult to achieve the required pulling power. The switch to three driving axles improved running quality due to the extended fixed wheelbase, the larger boiler enabled higher power, and the increased weight optimized traction. Examples of successful four-cylinder locomotives include the Prussian S10 types (BR 17), the Bavarian S3/6 (BR 18.4-6) and the Baden IVh (BR 18.3) derived from it, as well as the Württemberg C (BR 18.1). In the southern German hills, some of these excellent four-cylinder locomotives reached a service life of more than 40 years. In the northern German lowlands, the chronically overloaded Prussian S10s had worn out earlier. With F3 and CV162, value = 0 or 1, you can switch between two bells.
With F14, F18, and CV163, value = 0 or 1, you can choose between the driver's dialogue or a german announcement (old timey).
With F17 and CV169, value = 0 or 1, you can select either the steam brake or the Riggenbach counterpressure brake.
With F19 and CV168, value = 0 or 1, you can switch between two different water pumps.
With F20 and CV166, value = 0 or 1, you can select two different injectors.
With F23 and CV167, value = 0 or 1, you can either switch the turbo generator off or on.
With F24 and CV165, value = 0, 1, or 2, you can select three different air pumps.
With F31 and CV164 value = 0,1,2 or 3, you can switch between four different rail joints. Hide description more…
H0 N XL L M4
H0 N XL L M4 
Most narrow-gauge railways were built and, at least initially, operated by private companies. The state railways usually coded the track gauge in the class designation, and sometimes also the wheel arrangement. The operating number was generally assigned consecutively. With the integration of many railways into the Deutsche Reichsbahn-Gesellschaft (DRG), the class designations, which consisted of letters and numbers (e.g., Tssd, IV k, or Gts 2x 3/3), were standardized and only numbers were used. The standard master number for all narrow-gauge locomotives was 99. Most of the locomotives built up to 1914 were wet steam locomotives, as were the Mallet or Meyer locomotives with two engines. Later models and all locomotives with more than three coupled axles were equipped with superheated steam technology. The brake types used included Westinghouse and Knorr air brake systems, proven on standard-gauge railways, suction/vacuum brakes, which each required an air pump to build up positive or negative pressure, or a Heberlein cable brake. The latter was a purely mechanical brake operated by a reel without an air pump, acting exclusively on the train. The locomotive was decelerated independently by air brakes or a handbrake. The air pumps corresponded to designs commonly used on standard-gauge locomotives of the time. Most locomotives were equipped with one or two steam jet pumps, which operated either as suction or non-suction pumps. The steam whistles were also found on standard gauge locomotives, as were the bells, which were usually installed as Latowski-type steam bells, or, in the case of standard locomotive types, as Knorr-type compressed air bells. Locomotives with electric lighting were fitted with a steam turbogenerator.
With F2 and CV163, a value of 0, 1, or 2, you can switch between three whistles.
With F3 and CV162, a value of 0 or 1, you can select two different bells.
With F14 / F18 / F19 and CV168, a value of 0, 1, or 2, you can switch between three different dialogs and announcements.
With F20 and CV166, a value of 0 or 1, you can switch between two injectors.
With F23 and CV167, a value of 0 or 1, you can either turn the turbo generator on or off.
With F24 and CV165, a value of 0, 1, or 2, you can select different air pumps. Hide description more…
H0 N XL L M4 If you download the designated file, you agree to be legally bound by the license given above.