The “Blue Tiger” demonstrator was created by Adtranz as the first representative of a planned family of locomotives. The engine and three-phase traction motors are from General Electric. Ten production locomotives were delivered in Germany, which are only used by private railways. In addition, 30 units were built for Pakistan and 20 for Malaysia in different gauges. After Bombardier bought Adtranz, the marketing of the DE-AC33C was discontinued because diesel variants of the TRAXX had also been developed.

The P160 DE and F140 DE are two diesel locomotives from the TRAXX 2E generation. The designations are made up of “passenger - 160 km/h” (P160) or “freight - 140 km/h” (F140) and DE for “diesel-electric”. After no diesel variants could be sold with the TRAXX 1 and 2, the 2E with its modular design was more attractive in this respect. Since there is an installation area for a power converter or diesel motor with generator in the machine room, diesel-powered locomotives can be implemented with the same body, thus saving money. An MTU 16V 4000 engine was installed in this installation bay, which originally had an output of 2,200 kW. External differences to the electric locomotives are initially only additional ventilation grilles on the sides and a higher roof. While the F 140 DE freight version has node-suspended motors, the passenger version has quill drives for better driving characteristics at higher speeds.

The first order for the P160 DE went back to the Lower Saxony commuter company, which ordered eleven units in 2005. The engines, now referred to as the class 246 based on the class 146, were delivered in 2007 and are used, among other things, with the “Metronom” brand on the Hamburg-Cuxhaven route. The only example on the DB was road number 246 010, which belonged to the Southeast Bavarian Railway for less than a year in 2009. The F140 DE was first ordered by leasing company CBRail in 2006 and also delivered in 2007. It is listed in Germany as class 285. Other customers were the Polish Lotos Kolej and various private railways from Germany. The Pressnitztal railway uses the locomotives as towing locomotives for failed multiple units on the Erfurt-Leipzig/Halle high-speed line. At the request of the freight transport division of the SNCF, a more powerful variant with 2,400 kW was developed, which is used as the BB 76000 or BB 76100 in cross-border traffic.

The class 245 is the first in a new generation of multi-engine diesel locomotives based on Bombardier's successful TRAXX family. The designation assigned by the manufacturer consists of passenger, 160 km/h maximum speed, diesel-electric and multi-engine.

Since the 1970s, single-engine diesel locomotives have been preferred because the fewer parts made them easier to maintain than twin-engine ones. However, as aspects such as efficiency and environmental protection have become more and more important in the new millennium, the use of multiple engines has again become an alternative. In the class 245, four Caterpillar C18s, each with 563 kW and each with their own generator and cooling system, are used, which have already found widespread use in industry and in road and agricultural vehicles. This guarantees low maintenance costs. In addition, despite their complex design, modern common rail diesels can generally boast of high reliability. The independent control allows individual engines to be switched off depending on the required output, thus saving fuel. The electronics automatically regulate the use of the required engines and ensure that all four are worn out as equally as possible. The latest requirements for exhaust and noise emissions have been taken into account with a closed system for particle filtering and improved insulation.

The first customer for the class 245 was DB Regio, which signed a contract with Bombardier for 200 locomotives over a period of seven years. The plan is for a 245 to replace one or even two 218s at a time. The launch of the locomotives was plagued by many problems which persisted through 2019, leading to many cancellations and delays. These included overheating of the electrical system, clogged particle filters due to software errors or leaks in engine oil and cooling water.

The G 1206 is a diesel locomotive for mainline and shunting service, which was developed by Maschinenbau Kiel shortly before it was taken over by Vossloh. It formed the basis of many developments by the new owner and is still offered today as the Vossloh G 1206. So far, over 200 units have been delivered to customers in nine European countries, both state and private railways.

The exterior of the locomotive differs little from its predecessors, which can be traced back to the G 1201 BB of 1978. The machinery is housed in a long and a short hood, between which the driver's cab is located. There are two driver's desks with which the driver can quickly change direction.

Diesel engines of the MTU series 396 or 4000 or the Caterpillar 3512B are used, which have an output of 2,012 or 2,105 hp. With a top speed of either 80, 90 or 100 km/h, the G 1206 is also suitable for line service, although its appearance evokes associations with a shunting locomotive. Most engines have a shunting gear that allows a maximum of 60 km/h. Since 2007, the G 1206-2 has been a variant specially designed for shunting service. In addition to reducing the speed to 50 km/h, it received weaker engines with only 1,234 hp. 

In Germany, the locomotives are mainly used by various private railways, but 20 units were also rented from the DB subsidiary Railion. They were assigned to the class 266, which includes various leased locomotives. The Swedish Banverket uses six engines with a top speed of 100 km/h and in Luxembourg some run as CFL series 1500. The French SNCF took 23 examples, most of which were delivered with Caterpillar engines.

With progressing development, it was possible to modify the Vectron DE into a dual-power locomotive. By reducing the diesel tank from 2,600 to 1,500 liters, a transformer could be accommodated under the locomotive's frame. Together with the pantograph and other electrical equipment on the roof, it is now possible to feed the traction converters from either the overhead line or the diesel generator.

The original Vectron Dual Mode is used as class 248 and has the same engine as the Vectron DE, which has since been discontinued. This means a gross engine power of 2,400 kW and a traction power of 2,000 kW. In electric mode, 2,400 kW are available for traction. The largest operators include the Paribus Group, DB Fernverkehr, ITL and Rheincargo, other locomotives are used in numbers of mostly just one or two locomotives by a whole range of smaller customers.

Since the DM with an axle load of 22.5 tonnes cannot be used on some sidings, the DM Light has been delivered in parallel since 2022 as class 249. In electric mode, the power fell only slightly to 2,210 kW and a Cummins QST 30-L delivers 950 kW, of which 750 kW arrive at the wheel. The result is an axle load of only 21 tonnes. With the DM Light, DB Cargo is replacing part of the former V 90 in shunting operations. Due to the lack of side windows, this got additional microphones and cameras and also shunting platforms, which increase the overall length. After the first series of 100 pieces for DB Cargo, there are still options for more than 200 pieces.

With older electro-diesel locomotives, compromises had to be made between the two types of power, since it was not possible to accommodate two full-fledged power systems. As development progressed, Stadler succeeded in combining an electric locomotive with an output of 7,000 kW and a diesel locomotive with 2,800 kW in one locomotive body. The development was primarily driven by the Havelland Railway, which needed a locomotive for the Rübelandbahn that could also work under 25,000 volts and also provide full traction on the non-electrified connecting lines.

The basis was the Euro4000, which Vossloh manufactured in Valencia, Spain. After the plant was bought by Stadler in 2015, this locomotive could be used as a basis and further developed into a modern two-power locomotive. The EMD engine was replaced with the more compact Caterpillar C175-16 that Vossloh had already used in the British class 68. In electrical operation, the locomotive can be used with four systems with direct and alternating current. Under 25,000 volts it has an output of 7,000 kW and under 15,000 volts only 6,150 kW. Since there is not such a high level of power available in DC operation, the diesel engine can additionally be used here. The power mode can also be switched while running, but this is not permitted in Germany.

At the same time as the EuroDual, the Euro4001 was developed as a pure diesel locomotive with the same engine. A purely electric locomotive with a maximum of 6,200 kW under 25,000 volts is offered as the Euro6000. The most powerful variant is the Euro9000, which has an output of 9,000 kW when operated with alternating current. The diesel engine is declared here as a last-mile diesel and has an output of only 900 kW. Optionally, however, even two of these engines can be installed.

The EuroDual and the Euro9000 are mainly operated by German railway companies and leasing companies. Seven are used in Turkey and 30 more will be delivered to GB Railfreight in the UK from 2025. Although they are also optionally available for 160 km/h, they are normally only used in front of freight trains. The Euro6000 has so far only been delivered to customers from the Iberian Peninsula, most of them in Iberian broad gauge and some in standard gauge. 

The Gravita is a family of shunting locomotives introduced by Voith after the introduction of the Maxima to round off the range downwards. It is a modular construction that was available with three to six axles in different power levels and was also delivered for narrow-gauge railways on request.

Various variants of the MTU 4000 series were used as engines, which also have a modular design and deliver between 522 and 1,800 kW with 8, 12 or 16 cylinders. Like the older locomotives to be replaced, the Gravita has a load-bearing frame on which the driver's cab is located in the middle. In addition to a shunting gear, there is a road gear with which the locomotive can reach 100 km/h.

The first order from the DB included 130 Gravita 10 BB with 1,000 kW, which, like once another shunting locomotive of the Bundesbahn, was classified in the class 260. However, since the remaining orders were changed to a version with a diesel particle filter during delivery, the rest were classified in the class 261.

After the presentation of the 15L BB with 1,800 kW, the order was changed again so that 31 of them were to be delivered as the more powerful variant. They were classified in the class 265. With additional orders from some private companies, a total of 165 Gravita had been made when production ceased again. The weakest and strongest planned variants with 400 and 2,200 kW were not actually built.

The Voith Turbo company had long been known worldwide as the market leader in the field of hydrodynamic transmissions and had supplied transmissions for locomotives and DMUs for decades. The company only started building its own locomotives in 2006, in order to put a transmission developed in the nineties for an unrealized Vossloh diesel locomotive into service. This culminated in a purpose-built factory where the Maxima and Gravita were manufactured between 2006 and 2014.

The LS 640 reU2 gearbox made it possible to variably distribute the power to both bogies. With other, single-engine diesel-hydraulic locomotives, only the entire engine output could be reduced in case of wheel slip. In this case, the Maxima can continue to transmit power to the other bogie. 

The power required for the Maxima 40 CC, which was presented first, comes from a 16-cylinder engine from the Anglo Belgian Corporation with 4,700 hp. This one is, in contrast to the engines commonly used in diesel locomotives in Germany, a medium-speed engine with a correspondingly large displacement of 255 liters. It thus develops a starting tractive effort of up to 519 kN, which, however, is reduced to 408 kN in practice. Due to the latest developments in the field of cooling fans and sound insulation, the Maxima was not only the most powerful single-engine diesel locomotive in Europe at the time it was commissioned, but also one of the quietest.

The second model offered was the Maxima 30 CC, which was manufactured from 2008 and was immediately popular with various customers. It also has six axles and has 2,750 kW from twelve cylinders. Due to the lower weight, the fuel capacity has been increased from 9,000 to 10,000 liters. Although a total of 77 examples of the 30 CC and 40 CC had been ordered, production was stopped after just six and 13 examples respectively in 2014. The Maxima 30 LCC with 3,200 kW was offered as a further, unrealized six-axle variant. With four axles, there was the Maxima 20 BB with 2,000 kW and the 20 LBB with 2,400 kW. Although the four-axle variants were offered with an optional top speed of 140 or 160 km/h, they could not be sold due to the diesel-electric competition.

The DE 18 is a four-axle diesel locomotive for freight and shunting service with a central cab. It is powered by a 1,800 kW MTU engine and has three-phase AC power transmission with single-axle anti-slip control. More than half of the locomotive's parts are identical to the diesel-hydraulic G 18. Optionally, the locomotive is being offered as “SmartHybrid” with a battery pack of up to 150 kWh that can deliver emission-free power of up to 400 kW. The battery can be charged externally or by the diesel engine.

The G 1700-2 BB was created from the MaK G 1206, which was later called the Vossloh G 1700 BB. The standard version has 1,700 kW, which can also be read from the model designation. Depending on the desired axle load and tractive force, a weight of between 80 and 90 tonnes is possible. This also influences the fuel capacity. Most of the locomotives went in small numbers of a maximum of five to individual customers in Central Europe and Spain.

The largest customer are the Swiss Federal Railways, which use a total of 73 units as Am 843. They are intended for shunting service and connecting tracks that are not fully electrified. They have an engine with only 1,500 kW and a particle filter. As an adaptation to Switzerland, these have the driver's cab on the left. Five locomotives for use in south-west Germany have an additional driver's cab on the right.