After the reunification of Germany the Deutsche Bahn (DBAG) inherited them and continue to make use of them mainly as heavy freight locomotives.

Unfortunately the soviet industry could not provide an electric heating feature, therefore the engines were restricted to freight trains for which their gearing was too high.

Subsequently, the 'DR Class 131 with a reduced top speed of 100 km/h (62 mph) (and thus a higher tractive force) was delivered for freight services.

Later six 2,940 kW (3,940 hp) DR Class 142 units were produced in 1977, but due to the planned electrification of many major lines such powerful engines were not necessary any more.

The class 241 without electrical heating was only designed for heavy good trains up to 4000 metrical tons between Germany and Belgium or Netherlands.)

The locomotives are constructed on a steel frame with attached carbody; units with electric heating are 200 mm (7.87 in) longer due to the extra space requirements.

The two 3-axle bogies pivot on a central pin, with primary suspension being of the coil spring type with additional dampers.

In the original Class 130 a 16-cylinder turbo-charged diesel engine created electric energy for the nose-suspended DC traction motors.

The diesel engine of the V 300 had significant initial problems; the original crankshaft was made from ductile cast iron but was prone to cracking, particularly after the winter.

After reunification the machines became members of Class 230, previously this designation had applied to the single DB Class V 200 variant also known as V 300.001 When it became evident that the locomotives would be used mainly for freight due to the lack of electric heating, the Reichsbahn ordered the next 76 locomotives with maximum speed of only 100 km/h (62 mph) (without electric brake).

Ten examples of the Class 232 were converted in 1997 for freight only operation with a new diesel engine of increased power output of 4,000 hp (2,980 kW), as well as new electrical transmission components (including anti-wheel-slip provision) and enhanced brakes.

However, it had been decided at the political level that the main lines would be electrified, thus there would be no need in future for such a powerful locomotive, as a result no further machines were built.

After the Berlin Wall came down in 1989, these locomotives would take their trains outside the former GDR, with Hamburg, Kassel, Nuremberg and Kiel being destinations.

With the merger of the two German train companies in 1994 the Ludmillas were seen even further afield – taking over many of the workings of the DB Class V 160 family – due to their higher power.

The higher-powered Class 242 also worked extremely heavy (up to 3600 metrical tons) oil trains between Rostock Port and Schwedt Refinery "PCK".