All locomotives of this series have now been retired from regular service by DB, but some are still in active use by private railway companies.

The trial program, which consisted of 5 prototypes of class E 10.0, resulted in the realization that a single uniform type of electric locomotive was not sufficient to cover all needs.

Starting with E 10 288 the new body created for E 10.12 (see below), the so-called "crease" (Bügelfalte) type, was also applied to new-production E 10 machines.

From 1987 the (then-current) orient-red was used, which was then substituted, starting in 1997, with the traffic red (verkehrsrot) concept, which is the current colour of all active locomotives of this class, barring a few exceptions.

Originally a bumpy ride at higher speeds was noticeable, which required repeated rework of the bogies.

As was the case in all locomotives in the Einheitslokomotiven program, the rubber ring transmission system made by the Siemens-Schuckert-Werke/SSW was utilized, which had proven themselves above all expectations in the prototype E 10.0 units.

The acceleration is designed to function in delayed mode, where the engineer chooses the running step, and the control unit will initiate the chosen setting independently.

Relatively recently computers were added for the electronic timetable EBuLa, as well as the automatic door locking at 0 km/h (TB0), which has become a compulsory requirement for all locomotives in passenger service.

In addition these locomotives introduced the more aerodynamic superstructure (the "crease", or Bügelfalte), which was used for all new units of the class E 10, starting with E 10 288.

In order to differentiate these units from the "normal" E 10s, a "1" (indicating a sub-class) was placed in front of the running number.

Pending their delivery, 2 separate groups of E10.1 locomotives (E10 239-244 in 1962-63, and E10 250-254 in 1963-64) were temporarily modified for 160 km/h service, complete with Henschel bogies, the prefix 1 to their running numbers, and the appropriate paint scheme.

Several gear wheel malfunctions during service caused heavy damage to motor and transmission of the affected units.

The maximum speed was reduced to 120 km/h (75 mph) as an emergency measure, and the locomotives were only utilized as express trains in the Munich area.

Further conspicuous issues on and around the bogies continued to be noticed even after the speed reduction, and the locomotives were first further slowed down to 120 km/h (75 mph), and retired altogether soon thereafter.