Since the Bundesbahn decided at the end of the fifties to electrify all important main lines, the six-axle diesel locomotive was dropped from the program. It was intended for heavy express and freight trains and was to achieve an output of 3,200 hp. At that time, Henschel had already started developing the V 320 and was now continuing it at their own expense.
The locomotive drew its power from two sixteen-cylinder Daimler Benz (later MTU) engines with 1,600 hp each. The two propulsion systems were independent of each other and could also be operated individually. Since passenger trains were also to be transported, the maximum speed was set at 160 km/h and train heating was installed. The car body already had angular shapes, which were also found later on the V 160 and the class 218.
The locomotive was designated DH 4000 by the manufacturer and was leased to the Bundesbahn after internal testing. From 1968 it was listed there as the class 232. Despite its good performance in service with express and freight trains, it was returned to Henschel in 1974, as no purpose for diesel locomotives of this power class was seen.
This was followed by a rebuild to a pure freight locomotive, in which the maximum speed was reduced to 120 km/h and the train heating was removed. At the same time, the power per engine was increased to 1,900 hp. It was then sold to private companies, where it had to pull heavy freight trains. After being overhauled in Italy in 1995 and used there for some time, it was used by the German track construction company Wiebe between 1998 and 2015. Since 2020 it can be found in the museum in Wittenberge.
An almost identical locomotive was sold to the Soviet Union as the ТГ400 (TG400). Since they preferred diesel-electric locomotives and soon achieved comparable power outputs themselves, no more were ordered. Since China had not yet decided on a technology at that time, 30 units were bought. These were designated NY5, NY6 and NY7.