There is hardly any other electric loco of German Railways which has seen so many different designs like the class 141. The first series were delivered in blue, then in green painting. With the introduction of blue-beige, also the series 141 were painted in this way. Also from the controversial oriental-red design this locomotive class was not spared. However, the locos are looking essentially better the newest design "verkehrsrot" (traffic-red). When they were new, the locos were also used for express train service, today only for regional traffic.

During the 1980ties, some locos were equiped for the S-Bahn service at Nuremberg. These locos were painted in the tyipical S-Bahn design.

For a long time, I was interested in a model of the series 141in this "S-Bahn"-version. When I could get the Fleischmann model 4329 for a very good price, I bought it immediately. Unfortunately, this version of the Fleischmann-141 is available only for DC operation. So, the loco had to be converted for AC operation.

The locomotive possesses proved technology from Fleischmann; the propulsion takes place on one of the two bogies by the classic three-pole round motor with flat commutator. The other bogie serves for power take off. The switch to the optional power take off over rail or catenary is placed between both bogies; however, in contrast to Märklin-locomotives he sits in the vehicle middle and is implemented not as an lever, but as a rotary switch. Generally said, the Fleischmann-141 is a well detailied imitation of its prototype.

Looking one on the lower surface of the locomotive the view falls on the fungiform contact which is typical for Fleischmann DC locomotives. Since this part only disturbs in AC operation, it must be dismantled. In addition, the bogie used for power take off must be dismantled first. Then the screw, with which the bogie frame is screwed on the bogie, has to be unscrewed. When also the wheel contacts have been unscrewed, the bogie can be taken out.

Now the fungiform contact can be dimantled. This is fastened by a circlip. As soon as this ring is distant, the fungiform contact can be pulled out tfrom below. Subsequently, one can build the bogie again into the locomotive, whereby both wheel contacts must be absolutely screwed on again, in order to be able to obtain a sufficient mass contact later.

I have converted my locomotive for pure power take off over catenary. In the clear text this means: the locomotive has got no pickup shoe! Who wants to equip the locomotive, nevertheless, with a pickup shoer: unfortunately, my loco possesses no drilling for a corresponding screw in the bogie used for power take off, completely in contrast to the model which is illustrated on the instruction. Now there is the possibility to drill such a screw thread or to exchange just the bogie for one of the AC-version of the green or oriental-red 141 vewrsions from Fleischmann. However, then this part must be ordered as a spare part.

	Sketch A shows the motor shield in the original condition.The flat commutator motor possesses two brushes, which are numbered with A and B. The motor shield is screwed on the motor block by two also with A and B marked screws.
	Sketch B shows the electrically leading connection between the circuits (bright grey) at screw A and brush A. This connection has to be split to avoid a short circuit.
	. Sketch C shows the motor shield, after this the electrically leading connection became split.

As a reversing unit, I took the FRU 550 of Uhlenbrock. The circuits of the board are numbered according to the wiring plan standing below. First, any no longer reqired wiring was removed. Cables A and B which lead to both wheel contacts of the bogie used for power take off, are soldered on circuit 1 of the board. Also cable C was soldered there, the connection with the wheel pickup shoe of the driven bogie. Now the fitting of the reversing unit took place. The FRU 550 has four cables - two red and two black ones. Both black cables, marked with D and E in the wiring plan, were soldered on the circuits 1 and 2 of the board. Both red cables, according to the wiring plan cables F and G, are soldered to the circuits at the brushes A and B on the motor shield. The reversing unit finds its place in the deepening for the board. Naturally it must be protected with insulating tape against an electrically leading connection with the board and the chassis. To avoid a "cable salad" in the locomotive, all cables of the reversing unit are to be shortened on the required length, but, however, not too short! Cable J serves the connection of a pickup shoe. However, this cable is only required when a pickup shoe is fitted. In this case, cable J has to be soldered on circuit 3 of the board. On circuit 4 of the board, there's the contact plate which serves as the electric connection to the pantographs.

Light change according to direction of travel. The small bulbs are in vertical drillings within the chassis' frame; this serves, besides, also as a mass contact. They are held from below by contact plates which are mounted on in each case on small boards which are screwed on the chassis from below. The lamps are connected about the cables H and I to the circuits of the brushes A and B. Besides, diods must be switched before the small lamps.

Tip: at my locomotive lamp 1 did not want to burn correctly. It turned out that the contact plate of this bulb was bent a little bit, and therefore no neat contact could come about. After I had bent the contact plate into the right shape, lamp 1 burned without any problems. Before connecting, the lamps (with the diods!) should be checked on their function, because also once a diod can be faulty!

I have soldered the diod for lamp 1 with one directly on the corresponding place on the motor shield, at the diods other end, I have soldered the cable which leads to the lamp contact. Naturally the diod was isolated still correspondingly. The diod for lamp 2 found its place laterally near the reversing unit (in deepening for the board). Naturally it must also be isolated against unwanted electric connection. Before mounting the shell, I still checked whether the bogies have enough space for movement, i.e. that their mobility is not limited by the cables. Then the shell could be mounted again. At last, the Fleischmann Profi couplers were exchanged against loop and hook couplers.

The power take-off only by catanery wire didn't prove very well, so that I finally decided also to fit also this model with a pickup shoe.

So, a M2 thread had to be drilled in de middle of the undriven bogie.

I took the symmetric Märklin 7164 pickup shoe which is exactly fitting.

Moreover, I installed some isolation tape to prevent contact between the pickup shoe and the bogie's metal frame, which would caus short circuits!

The converting of this locomotive has been worthwhile in every respect - my 141st fleet which consists already of a blue one, a green one, blue-beige and an orient-red locomotive (all four locos are from Märklin) has increased by an interesting model. The locomotive has excellent driving charackeristics, the detailing is better than that of the Märklin models of the series 141 anyway.

Disclaimer. I can NOT be held responsible for any damage you cause by following my instructions, on modifying your model railway equipment. Everything you are doing, you are doing it at your own risk!