In addition to the small locomotives of power class I, a more powerful variant was also produced. The definition of power class II provided for an engine output of between 50 and 150 hp. A total of 65 prototypes were made by a large number of manufacturers before the final, standardized design for the series was determined in 1932. Although these looked very similar on the outside, there were different drive concepts.

Most of the locomotives drew their power from a diesel engine, but several also had the benzene or Otto engine that was common in railcars and small locomotives at the time. Either a hydraulic transmission, a mechanical manual transmission or, in some cases, an electrical power transmission served to transmit the power. Individual pieces were built with steam engines or as electric storage locomotives. The designation of the locomotives consisted of a K for “Kleinlokomotive” (small locomotive), an ö or b for diesel (oil) or benzene engine and f, e or no additional letter for hydraulic, electrical or mechanical power transmission. The steam locomotive ran as Kd and the storage locomotives as Ka or Ks. Finally, Roman II followed for the power class. The Köf II was selected for series production, i.e. the variant of the diesel locomotive with hydraulic transmission. 

As with the Köf I (which was actually only introduced later), great importance was attached to simplicity and a compact design. Initially, a braking system based on pedal force was used because the loads being pulled were small. The doors were also initially open, which also had the advantage of quick entry and exit when shunting. The low body made it possible to load the slow vehicles onto freight wagons and move them to another location without exceeding the regular loading gauge. 

These locomotives were used for a very long time on both sides of the Iron Curtain. The Bundesbahn even built more than 700 new Köf II with some improvements. The main changes were engines with 128 hp, air brakes and a closed driver's cab. The existing pieces were gradually rebuilt until 1974 so that they largely corresponded to the new builds. The last of the Bundesbahn locomotives, later designated as the class 323, were retired by DB AG in 1999.

In the GDR, only a few individual pieces were made as replicas, but LKM Babelsberg used the basic design as the basis for the N3 and N4 models with only 60 or 90 hp. Later, also based on the original model, the V 10B, V 15, V 22 and V 23 were created, each with an output of between 100 and 220 hp corresponding to the designation. Most of the pre-war locomotives were given a mechanical gearbox and from 1970 they were classified as class 100. More than 300 of these were included in the renumbering plan of the combined DB AG, but in contrast to the Bundesbahn machines, they were classified as class 310.

Three different types of diesel locomotives were built for the Heeresfeldbahn, which had around 50, 130 and 200 hp and had two, three and four axles. The locomotives had an external frame and were developed in such a way that they could be built for different gauges or subsequently converted. The engines were all robust, non-turbocharged diesel engines designed for low-maintenance operation. While the smallest had mechanical power transmission and chain drive, the larger ones had hydraulic transmission and drive via jackshaft and coupling rods. 

With the three-axle HF 130 C, the power came from different 6-cylinder in-line engines that had between 120 and 130 hp. It was built ex works for gauges of 600 and 750 mm. Locomotives named HK 130 C were also developed for Africa for the Cape gauge of 1,067 mm used there, but due to the course of the war they were not used there and were then re-gauged to 600, 750 or 900 mm. After the war, many of the approximately 350 units built came to various narrow-gauge and factory railways in Germany, Austria and Czechoslovakia. The last units built were delivered from Gmeinder to the Wangerooge island railway between 1952 and 1957. In Austria some were converted to the Bosnian gauge of 760 mm. To this day there are still many locomotives that are kept ready for use by the Rügen light railway or several clubs, for example.

The one-off with the designation V 30 C was the prototype for a narrow-gauge locomotive that was developed for export in cape gauge (1,067 mm). The locomotive builder Karl Marx Babelsberg had received an order for 20 diesel locomotives from the Indonesian State Railways, the design of which first had to be tested on domestic routes. This resulted in a three-axle locomotive with a gauge of 1,000 mm, which could be used on the Harz routes.

An imported Maybach unit was used as engine, which was in the range of 300 hp and therefore led to the designation V 30. The export customer chose the designation C 300. The power transmission was also imported, using a torque converter from Voith. The locomotive showed good performance in the test runs from February 2, 1966, but the cooling systems were actually designed for operation in subtropical areas and had to be provisionally weakened for use in the heights of the Harz Mountains. In 1970, the Reichsbahn took over the engine for scheduled use, but the engine and gearbox were replaced with models from GDR production. The 6VD 18/15-A1 from the Schönebeck plant increased the output to 330 hp and a new gearbox from the Dresden turbine factory was used. The converted locomotive was first assigned to the class 103, but was soon renumbered 199 301 due to the new numbering scheme for narrow-gauge locomotives.

After a defect in the new engine in the 1980s, it received a naturally aspirated engine with only 220 hp, which significantly reduced its performance on mountain routes. Nevertheless, it remained in service and was renamed 399 130 by DB AG. There it was used for another three years until it was finally parked in a locomotive shed in 1997 and can still be found there today.

After the Second World War, Henschel offered shunting locomotives for industrial companies that were similar to the Wehrmacht locomotives such as the WR 200 B 14 and the WR 360 C 14 except for a few details. From 1954 locomotives of the so-called second post-war generation emerged, which attracted attention with their modern-looking exterior with many curves. As with competing products, the cab was moved slightly to the middle and raised compared to the hoods in order to improve visibility in both directions.

The smallest variant was the DH 240 with only two axles, whose designation suggests an engine output of 240 hp. That power came from a small eight-cylinder, 22-litre, turbocharged engine from Motorenwerke Mannheim, mated to a Voith torque converter driving a jackshaft. The wheel sets were then driven via coupling rods. 

A total of 14 pieces were originally delivered to several industrial and mining companies. After many years of service with their original operators, some locomotives were sold abroad.

After the three-axle six-cylinder models based on the WR 360 C 14, KHD developed the two-axle models of the T4M series. While four-stroke in-line engines had previously been installed, two-stroke engines in a V design were now used. These were not only lighter than their predecessors, but also saved quite a bit of height. This allowed the hood to be flatter, which significantly improved the driver's view. With 225 hp, the engine of the fifth generation was already more powerful than in the two-axle Wehrmacht locomotive and this was increased again in the sixth generation to between 240 and 260 hp. The use of the same designations for the locomotive and engine soon turned out to be a marketing problem when some T4M 525 R model locomotives were built with engines of the sixth generation. The locomotives were still sold as T4M 525 R, but the engine was now called T4M 625 R and led to confusion with the more powerful locomotive.

Nevertheless, a total of 25 pieces of the weaker and 76 pieces of the stronger variant were sold. Within Germany, six locomotives could again be sold to the British Army of the Rhine, while most customers only bought a smaller number or even individual locomotives. In addition to these locomotives with four-cylinder engines, the three-axle T6M 625 R with 400 hp and the T8M 625 R with 530 hp were also built, in which the same V-engines with six and eight cylinders werde used. With them, the driver's cab was not at the very end, as there was still a smaller hood behind it. Of them, however, only eleven and two pieces were made.

41 of the T4M 625 R found their customers at various operators in Sweden. Most of them ended up with the state railway SJ and were given either the designation Z6 or Z64. Towards the end of the 1970s they not only received 272 hp Scania engines, but also revised and soundproof cabs. Only in the 1990s were the latter transferred to lower-value services and later mostly resold.

The 240 B and 240 C models are the smallest locomotives of the first generation from Maschinenfabrik Kiel. They were introduced in 1954, shortly after the first four-axle models, and were available with either two or three axles. While the two-axle variant with an axle load of around 14 to 16 tonnes was primarily used in companies in the mining industry, the axle load of the three-axle variant was around ten tons, which also allowed it to be used on small railways with a lighter superstructure. Depending on the requirements, many locomotives were weighed down by additional weights on the buffer beams. In contrast to most of the smaller diesel locomotives of their time, these models also had a relatively central driver's cab with good visibility in both directions.

While the larger front structure housed the engine, the rear structure housed a generous 1,000 liter tank. Unlike the other MaK locomotives, the engine was a smaller six-cylinder with a rated speed of 1,000 rpm. The power was transmitted to the Voith converter transmission, which was located under the driver's cab and first acted on a jackshaft and finally on the axles via coupling rods. A total of 55 two-axle and 14 three-axle vehicles were built, a few of which are still operational today.