The OM616 engine family is a diesel automobile Inline-four engine from Mercedes-Benz used in the 1970s and 1980s, and produced by Force Motors in India from the 1980s to the present.
77-490: This engine was used in various cars, vans and Unimogs over its production lifetime, and still finds use in Force Motors SUVs . The OM616 is a bored out version of the 2.2-litre Mercedes-Benz OM615 engine , which it replaced. The abbreviation ¨OM¨ stands for ¨Öl-Motor¨ (Oil Motor), which refers to the fact that it runs on oil. This method of naming is still used on Mercedes-Benz diesel engines today. The OM616
154-1007: A power take-off to operate saws in forests or harvesting machines on fields. It was designed with rear-wheel drive and switchable front-wheel drive, with equal-size wheels, in order to be driven on roads at higher speeds than standard farm tractors . With their very high ground clearance and a flexible frame that is essentially a part of the suspension, Unimogs are not designed to carry as much load as regular trucks. Due to their off-road capabilities, Unimogs can be found in jungles, mountains and deserts as military vehicles, fire fighters, expedition campers, and even in competitions like truck trials and Dakar Rally rally raids . In Western Europe, they are commonly used as snowploughs , municipal equipment carriers, agricultural implements, forest ranger vehicles, construction equipment or road–rail vehicles and as army personnel or equipment carriers (in its armoured military version). New Unimogs can be purchased in one of two series: medium series 405 , also known as
231-431: A power takeoff (PTO) connection to operate rotary equipment such as snow brooms, snow blowers , brush mowers, loaders or stationary conveyor belts . Unimogs are available with short wheelbases for implement carrier operations or long wheelbases for all-terrain cargo carrying operations. Currently (2022), Daimler Trucks offers the 437.4 heavy series and the 405 implement carrier series . Starting in 1951 having purchased
308-697: A tractor , Unimogs are used to haul produce, machinery and animals. They are also used around the farmyard to run chippers , grain augers , and conveyors. Unimogs are also used as a prime mover , to pull heavy trailers, large wheeled conveyances and jet airliners . Often, only the front half, (an OEM part), is combined with a tailor-made rear. Unimogs are used as tourist transport for jungle ecotourism or safaris . Unimogs have been uncommon in North America because of differing vehicle regulations and requirements from those in Germany, and due to
385-548: A central torque tube and transverse links. Having portal axles, the wheels' centres are below the axle centre, which gives the Unimog a high ground clearance without the need for big tyres. The coil sprung axles with torque tubes allow an axle angle offset of up to 30° , giving the wheels a wide range of vertical movement to allow the truck to drive over extremely uneven terrain , even boulders of one metre in height. Unimogs are equipped with high visibility driving cabs to enable
462-415: A high ground clearance can be achieved with small wheels and tyres. Unlike "regular" trucks, the Unimog has coil springs with hydraulic shock absorbers rather than leaf springs , as coil springs provide more spring travel. The axles themselves have only one longitudinal pivot point each, the so-called torque tubes . The torque tubes contain the drive shafts and connect the axles' differential gearboxes to
539-528: A military vehicle; Allied permission to develop the Unimog was granted only because Albert Friedrich, inventor of the Unimog, ensured that the Unimog would not have any military purpose. However, the Unimog has always been used as a military vehicle. 44 Unimogs of the first model, the Unimog 70200 , served as combat engineer tractors in the Swiss army. They proved successful, and the Swiss army purchased 540 units of
616-569: A more powerful straight-five OM617 but modifications to engine mounts, the hood, and other underhood components (notably the radiator and cooling fan) are necessary. In 1982, Bajaj Tempo , now Force Motors , signed a deal with Daimler Benz to manufacture the OM616 Mercedes engine under licence in India for fitting on its line of vehicles. This Mercedes engine gave the company a technological edge over other Indian manufacturers leading to
693-509: A new frame for it, but it still shares its drivetrain with the 411-series. With the introduction of the 406-series in 1962, Daimler-Benz laid the foundation for a completely new Unimog model family, the 406-based medium series (in the 1960s known as heavy series). It was produced until 1994. Unimogs belonging to the medium series are the series 403, 413, 406, 416, 426, and 419. These models were offered with three different wheelbases ( 2380 mm , 2900 mm , 3400 mm ) and two engines,
770-590: A new military version of the Unimog, the Unimog SH . It was based on the Unimog S and had a rear engine (German: Heckmotor), hence the name Unimog SH . Until 1960, Daimler-Benz completed 24 Unimog SH and sent them to AB Landsverk for final assembly. Initially, the Belgian Army intended to purchase these vehicle for their police forces in the Belgian Congo , but only 9 vehicles were actually sold to
847-488: A pair of ox horns in the shape of the letter U. The first 600 units of the 70200 series Unimogs were built by Boehringer . This was done mainly for two reasons: Erhard und Söhne did not have the capacity to build the Unimogs and Boehringer (a former tool manufacturer) could evade dismantling. In late 1950, Mercedes-Benz entered into a contract with Boeringer to take over production of the Unimog. Daimler-Benz modified
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#1732772310039924-469: A shift in the series numbers, but leaving the vehicles mostly unchanged otherwise. The 424 became 427 and both 425 and 435 were joined together and became 437. A derivative of the 437-series, the 437.4-series is still in production today. In 1988, after declining Unimog sales, Daimler-Benz launched a new strategy that was supposed to increase sales and make the Unimog more profitable, called "Unimog-Programm 1988". New models introduced with this programme were
1001-475: A third position that locks front- and rear differentials. As of 1963, a pneumatic power switch was used instead of a lever. Due to the reduction gears inside the portal axles, the rotational frequency of the driveshafts inside the torque tubes is relatively high, meaning that the amount of torque they have to withstand is fairly low. Traditionally, the Unimog has a splitter gearbox. Over the years, three different base gearbox designs have been used, all following
1078-400: Is a Daimler Truck line of multi-purpose, highly offroad capable AWD vehicles with Power take-off (PTO) driveshafts that since 1948 can be used with additional equipment in the roles of tractors, light trucks and lorries, for snow plowing, in agriculture, forestry, rural firefighting, in the military, even in rallying and as recreational vehicles. The frame is designed to be a flexible part of
1155-416: Is also an AFV family based on the Unimog. Originally, the Unimog was developed in post-war Germany to be used as agricultural equipment. It was designed with equal-sized wheels, a mounting bracket in front, a hitch in the rear, and loading space in the center. This was to make it a multi-purpose vehicle that farmers could use in the field and on the highway. Albert Friedrich was granted permission to develop
1232-416: Is the most popularly produced variant. 64,242 units were produced between 1955 and 1980. The oldest 404 known to exist is the first 1953 prototype, located in an East German museum. Starting in 1957, the Unimog 411 was offered with a synchromesh gearbox as an option, and in 1959, the synchromesh gearbox became standard. The 406/416 middle series were produced beginning in 1963. They were equipped with
1309-854: The Irish Army Reserve , the FCA. All were withdrawn by 1984, and two are preserved; one in the transport museum in Howth Co Dublin and one in the Muckleburgh Collection , England. An updated version of the Unimog SH, the Unimog T was made for the German Bundeswehr in 1962. The German defence ministry decided not to purchase the Unimog T, which is why it was never put into series production. Further armoured vehicles developed in Germany using Unimog chassis are
1386-446: The OM 636 Diesel engine had not been finished. The prototypes were similar to the later series production models. The original track width of 1.270 m (4 ft 2 in) was equivalent to two potato rows. The 25-PS (18 kW) OM 636 Mercedes-Benz Diesel engine became standard equipment in the first production Unimogs at the end of 1947. The original emblem for the Unimog was
1463-862: The UR-416 , the Sonderwagen 4 and Condor 1 in Police service, and the ATF Dingo used by the Bundeswehr in Afghanistan . The French Aravis mine-protected vehicle, like the Dingo, based on the Special Chassis FGA 12.5. The Buffel , Mamba , RG-31 , and RG-33 armoured personnel carriers from South Africa are based upon the Unimog driveline. The AV-VBL developed by Brazil's Tectran
1540-601: The Unimog 419 as an engineer tractor, while the United States Army also uses Unimog vehicles to access remote installations. In total, 2416 Unimog 419 were made, and only used by United States Forces. Modern Unimogs also serve as military vehicles, and the current Unimog 437.4 chassis is used for the ATF Dingo . More than 5,500 Unimogs are in active service in the Turkish Armed Forces . They were produced by Mercedes-Benz Türk. Unimogs are used by
1617-428: The 406-family. The steering system used to be a screw-and-nut system until 1970. Then it was replaced by a power assisted ball-and-nut system for the 406-series. The classical Unimog is rear-wheel drive vehicle, meaning that the rear axle is directly connected to the gearbox. Turning on front wheel drive automatically locks both axles, without torque compensation. The mechanical lever that turns on all wheel drive has
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#17327723100391694-421: The 411-series. Yet, Daimler-Benz decided that an entirely new, more powerful version of the Unimog would be required to meet future customer expectations. This Unimog version would later be known as 406-series. The military Unimog S series is the first Unimog designed to be an offroad truck rather than a tractor, and it is the only series production Unimog that has an Otto engine. Daimler-Benz designed
1771-574: The 70200's successor, the Unimog 2010 . These early Swiss military vehicles were known as ″Dieseli″. The Dieseli-Unimogs remained in service until 1989. Officers of the French army, then occupying forces in Germany, noted the Unimog testing at the Sauberg in the early 1950s and considered the Unimog useful for patrolling purposes. Soon after, the French army purchased Unimogs of the series 2010 and 401. The Unimog proved to be so successful that Daimler-Benz
1848-514: The Belgian forces; the 15 remaining vehicles were purchased by the Irish Army in 1972. They were intended as a stop-gap vehicle for use until the first Panhard M3 VTT APCs entered service in 1972. The type had excellent off-road capability but poor on-road handling due to a high centre of gravity and several accidents occurred as a result. A four-man dismountable squad was carried, but space
1925-812: The Boehringer bullhead was only introduced in 1953. From the 1970s, the more tractor-like MB-trac series was offered before it was outsourced in 1990. Since 2002, the Unimog has been built in the Mercedes-Benz truck plant in Wörth am Rhein in Germany. The Mercedes-Benz Türk A.Ş. plant assembles Unimogs in Aksaray , Turkey. Unimogs were also built in Argentina (first ever country to do so outside Germany) by Mercedes-Benz Argentina S.A. under licence from 1968 until 1983 (with some extra units built until 1991 off
2002-767: The German emergency management agency Technisches Hilfswerk (THW), (literally Technical Relief Organization ), by fire departments and municipalities as utility vehicles. They can be used as material handlers, auxiliary power providers ( generators ), and equipment carriers. Their ability to operate off-road, in high water, or mud, makes it easier to access remote areas in emergency situations. They are commonly used in snow removal where other vehicles might not be able to operate. Many Alpine towns and districts are equipped with one or more Unimog snow blowers to clear narrow mountain roads that have drifted closed. In construction , Unimogs are used as carriers of equipment and, with
2079-461: The M 180, displacing 2.2 litres, and producing 85 PS (63 kW). The military Unimog would later be known as Unimog 404 or Unimog S. In total, 64,242 units of the Unimog 404 were produced, which makes it the Unimog with the highest production figure. 36,638 Unimog 404 were purchased by the German Bundeswehr. Apart from the Bundeswehr, many different military forces have either used
2156-512: The MB-trac is mostly homogeneous, with MB trac followed by a number roughly indicative of the engine's DIN-PS power output times ten. Models equipped with a turbocharger have a turbo suffix in their model name, and models with an additional intercooler have an intercooler suffix instead. The exceptions to this naming scheme are the MB-trac 65/70 , which has a power-output figure indicative of
2233-515: The North American market and was significantly different mechanically from its European counterpart. The UGN faced stiff competition in North America by manufacturers whose truck or equipment lines performed some of the same duties as the Unimog. Some of them are Caterpillar , John Deere , AM General , Sterling Trucks (also a Daimler AG subsidiary), and General Motors . After five years and selling only 184 Unimogs, Freightliner LLC exited
2310-570: The UGN ("Geräteträger" or equipment carrier), and heavy series 437, also known as the UHN ("Hochgeländegängig" or highly mobile cross country). The name Unimog is an acronym for the German " UNI versal- MO tor- G erät" , Gerät being the German word for a piece of equipment (also in the sense of device , machine , instrument , gear , apparatus ). It was created by German engineer Hans Zabel, who made
2387-493: The Unimog 416). MB-trac MB-trac is a range of agricultural tractors developed and produced from 1973 until 1991 by Mercedes-Benz Group , formerly known as Daimler-Benz . It is based on the trac design principle for tractors and shares its drivetrain with the Unimog . Mercedes-Benz offered the MB-trac in light duty, medium-duty, and heavy-duty versions in four different type series: 440, 441, 442, and 443. About 41,000 MB-tracs were made by former Daimler-Benz, before
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2464-428: The Unimog and engaged in four years of aggressive marketing, which included activities such as; truck and trade shows, exposure on the television show Modern Marvels , numerous magazine articles and extensive demonstrations (both touring and on an individual basis). They were generally sold through Freightliner truck dealerships. Freightliner is a Daimler AG subsidiary. The UGN series was specifically manufactured for
2541-599: The Unimog for mass production to create the series 2010 and in 1951, started its manufacture in their Gaggenau plant in Baden-Württemberg, where production continued until 2002. In 1953, the Unimog was updated and the three-pointed Mercedes star began to appear on the bonnet, replacing the Unimog ox horn emblem. The new model became known as the series 401. A new series 402 with a long wheelbase chassis (2,120 mm (83 in) instead of 1,720 mm (68 in)) also became available. An enclosed driver's cab
2618-410: The Unimog gearbox, but being also parts of the suspension system, the torque tubes prevent longitudinal movement of the axles, whilst still allowing limited vertical movement. Lateral axle movement is prevented by panhard rods and transverse links . This design results in extreme axle angle offsets of up to 30° possible. A wide variety of wheels and tyres were available for the Unimog. Originally,
2695-536: The Unimog in November 1945, and entered a production agreement with Erhard und Söhne (Erhard and Sons) in Schwäbisch Gmünd on 1 December 1945. Development began on 1 January 1946. Soon after, Heinrich Rößler, the Unimog lead designer, joined the development team. The first prototype was ready by the end of 1946. The early prototypes were equipped with the M 136 Otto engine , because the development of
2772-473: The Unimog in the past or still make use of it today. In addition to the military series 404, several civilian models have been adapted for military use. In Argentina, the series 426, actually a version of the civilian series 416 produced under licence, was made for the Argentinian, Chilean, Peruvian and Bolivian military. In total, 2643 units of the series 426 were made. The Argentinian made Unimog 431, which
2849-415: The Unimog is a body-on-frame vehicle with short overhangs. The original Unimog was made with a plane ladder frame and a wheelbase of 1720 mm. Later, the wheelbase was extended several times to accommodate customer needs. Starting in the mid-1950s, with the introduction of the Unimog 404, the frame received a drop. Originally, this was done to make space for a spare tyre, but soon engineers found out that
2926-461: The Unimog: An open roof cab (Cabrio), single cab and double cab, with the single cab being the most popular. Because the Unimog was designed to be a better agricultural tractor, its original design did not include a closed cab (as agricultural tractors in Germany usually did not have a closed cab in the 1940s). The first Unimog series to be officially offered with a cab was the 401-series. However,
3003-465: The assembly line from parts in stock) in the González Catán factory near the city of Buenos Aires, as stated in the book "El Unimog en el Ejército Argentino", by Argentine author and historian Gaston Javier Garcia Loperena in 2015. The first model was designed by Albert Friedrich and Heinrich Rößler shortly after World War II to be used in agriculture as a self-propelled machine providing
3080-404: The current heavy-duty-series' cab was introduced. Its basic design has not been changed since. The equipment carrier versions' cab on the other hand has received several modifications since its introduction in the late 1980s, with the current version being introduced in 2000. The original Unimog was offered with a pneumatic system. This system was used for powering all auxiliary devices as well as
3157-476: The edgy cab, which is still a design feature of the Unimog today. The first heavy series Unimog was the 425-series, which was available from 1976. Soon after, the 435-series and 424-series followed, which caused a decline in Unimog 406 sales. The 425 was available with a wheelbase of 2810 mm , the 424 with 2650 mm and 3250 mm , and the 435 with 3250 mm , 3700 mm and 3850 mm . The introduction of new engines starting in 1986 caused
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3234-524: The first Unimog series to receive a truck engine was the 406-series in 1963. All engines use the Diesel principle , except for engines used for the Unimog 404-series and the first four Unimog prototypes, which use the Otto principle . The following engines were used as of 1947, with M being Otto and OM being Diesel engines (the list is incomplete): Traditionally, three different cab options were available for
3311-449: The first Unimog was equipped with 6.5–18 in tyres designed for both on- and offroad use. Later, bigger wheels and tyres with different tread patterns were available, reaching from agricultural tractor tread patterns to massive bar tyre treads to low pressure ballon tyre treads. Until 1973, drum brakes were standard for all Unimogs, until they were replaced by disc brakes, however, until 1989, drum brakes remained an option for Unimogs of
3388-532: The first cabs were made by Westfalia in Rheda-Wiedenbrück and then shipped to the Unimog plant in Gaggenau for assembly. These cabs are known as Westfalia type B or simply Froschauge ('frog's eye'). Starting in 1957, a new cab with 30% more volume, called Westfalia type DvF , Typ D, verbreitertes Fahrerhaus (Type D, widened cab), was used. Both Westfalia cabs were fairly narrow and came with
3465-420: The gearbox, namely F-layout and G-layout as well as their upgraded layouts, not having particular names. The F-layout is the original gearbox layout and is limited to the first two gears in the first range as it does not have selector sleeves, meaning that in total there are six forward gears. Instead of a reverse gear, the gearbox has its direction gear, which, in theory, can be used to reverse any gear. Due to
3542-750: The intended usage, from a 65 bhp (48 kW) version, to the 91 bhp (68 kW) Turbocharged version used in the Trax Gurkha (Which is superficially similar to the Geländewagen design). Specs of the OM616 used in the Trax SUV: Unimog The Unimog (pronunciation in American English: YOU-nuh-mog ; British English: YOU-knee-mog ; German: [ˈʊnɪmɔk] , listen )
3619-663: The lack of a North American sales and support network. Most Unimog models found in North America have been imported by individual dealers or independent enthusiasts. Between 1975 and 1980 the Case Corporation (now merged into CNH Global ) imported the U-900 model into the United States and sold it through Case tractor dealerships as the MB4/94. In 2002 DaimlerChrysler tried to re-enter the North American market with
3696-526: The lacking shifting sleeves however, the reverse direction can only be used in the first range, which itself is limited to the first two gears, resulting in only two reverse gears (resulting in six forward and two reverse gears). To operate the gearbox, there is only one shift lever with a six-speed H-layout, the gearbox shifts its ranges automatically. An additional shift lever is used for shifting into reverse. The G-layout has an additional reduction gearbox, which can be used in all gears. This effectively doubles
3773-513: The manufacture was sold to Werner Forsttechnik in the early 1990s, who developed the WF trac skidder from the MB-trac. In total, four type series (440, 441, 442, and 443) and twenty-one different series-production types of MB-trac were made, with either ten or sixteen models, depending on whether the Turbo -designated models are considered separate from the non-Turbo-designated models. The naming scheme of
3850-455: The market. Daimler AG cited non-compliance with EPA07 emission requirements as the main reason for ceasing North American sales. Unimogs have been used in three kinds of competition: Dakar Rally and other desert rally competitions , mud bogging , and slow-moving Truck Trials over obstacles. Unimogs have won the truck class of the Dakar in 1982 and 1986, the latter an unexpected victory as
3927-424: The new frame would improve the torsion performance, which is why all following Unimog series also received a frame with a drop. Several mounting brackets, additional cross members and tool boards were offered as factory options for the frame. The Unimog has live front and rear axles that have portal gears ( portal axles ). Such axles have a lifted axle centre, but the wheels' centre remains unchanged, meaning that
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#17327723100394004-408: The new light series 407 and medium series 417, which ought to replace all Unimog 406-related series. 407- and 417-series were replaced after just four years, in 1992, with the 408- and 418-series. in 2000, these two models were replaced with the current 405 implement carrier series, making the 437.4 and the 405 the only remaining Unimog series. Like other trucks, but unlike agricultural tractors,
4081-498: The note Universal-Motor-Gerät on one of the technical drawings for the Unimog. Later, the Universal-Motor-Gerät was shortened to the acronym Unimog . On 20 November 1946, the name Unimog was officially unveiled. Since 1952, Unimog has been a brand of Daimler Truck . The Unimog's characteristic design element is its chassis : a flexible ladder frame with short overhangs, and coil sprung beam portal axles with
4158-467: The number of gears (twelve forward and four reverse gears). This reduction gearbox was also available with an additional crawler gear, which can only be used in the first range (twenty forward and eight reverse gears). As of 1976, shifting sleeves were added and a four-speed-H-layout replaced the six-speed-H-layout, which allows using all gears in all ranges. With the introduction of the UG-3-gearbox,
4235-538: The operator to see the terrain and more easily manipulate mounted tools. The newest implement carrier Unimog models can be changed from left-hand drive to right-hand drive in the field to permit operators to work on the more convenient side of the truck. The ability to operate on highways enables the Unimog to be returned to a home garage or yard to thwart vandalism. Unimogs can be equipped with front and rear tool mounting brackets and hydraulic connections to allow bucket loaders and hydraulic arms to be used. Most units have
4312-487: The optional extended cabin, also of workers. They can be equipped with a backhoe , front loader , or other contracting equipment. On railroads , Unimogs are used as rail car movers and road-rail vehicles . They have also been used in mining areas, like seen in Gold Bridge, BC , Canada. In agriculture , Unimogs are used to operate farm equipment . While most farm field implement operations are now performed by
4389-465: The problem of engine heat causing high cabin temperatures. The first Unimog that was designed with a cab was the series 406. Just for the purpose of manufacturing cabs, Daimler-Benz built a new 1000- Megapond -sheet-panel-press in the Unimog plant. It was planned that the double cab parts would also be produced with this press, instead, the double cabs were manufactured by Wackenhut in Nagold. In 1974,
4466-451: The product line was sold to Werner Forst- und Industrietechnik. Werner continues to produce it as the WF trac . The Unimog also serves as a technical platform for armoured vehicles like the ATF Dingo , a mine-protected utility and reconnaissance vehicle used by the German and other European Armed Forces (e.g. Belgium) for territorial defence purposes as well as in international missions. In late Autumn 1956, Daimler-Benz started developing
4543-400: The same principle, and having four gears and two ranges (called groups ) and an additional direction gear. Those designs were UG-1/xx , UG-2/xx , and UG-3/xx . UG is an abbreviation for Unimog-Getriebe (Unimog-Gearbox) , the number after the slash resembles the input torque in kp·m (=9.80665 N·m). Until 1955, the Unimog base gearbox UG-1 was a constant-mesh countershaft gearbox, it
4620-478: The six-cylinder pre-combustion chamber Diesel engine OM 312 producing 65 PS (48 kW; 64 hp). The 406 and 416 are similar, The 416 having a longer 2,900 mm (114 in) wheelbase compared to 2,380 mm (94 in) for the 406. Starting in 1964, the 406-series was equipped with the direct injected OM 352 Diesel engine starting with 65 PS (48 kW; 64 hp) and going up to 84 PS (62 kW; 83 hp) (110 PS (81 kW) for
4697-452: The standard gearbox-shifter-layout was changed to an eight-speed-H-H-layout, with eight gears on one lever, without any additional switches. When shifting from "4th" into "5th" gear, the gearbox automatically shifts into range 2 and back into gear 1. Crawler gearboxes were offered as a factory option for the UG-3 gearbox as well, resulting in 24 gears. The design with the additional direction gear
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#17327723100394774-412: The straight-four and straight-six direct injected Diesel engines OM 314 and OM 352, ranging from 54 to 110 PS (40–81 kW). The light series 421 and 431 share their frame design with the 411-series, but borrow their drivetrain and cab design from the 406-series, which is why they also count as 406-related Unimogs. The heavy series Unimogs were introduced in 1974, and first featured
4851-562: The success of several Bajaj Tempo models. The Mercedes OM 616 or its variants still power the light commercial vehicles of Bajaj Tempo, including the Tempo Traveller, the new Excel series of trucks and the Trax range of multi-utility vehicles. At present, Force Motors is also assembling other Mercedes engines and supplying it to Mercedes Benz India Ltd. The Bajaj Tempo OM616 engine is configured for different power outputs depending on
4928-493: The suspension, not to carry heavy loads. Conceived in 1944 in response to the Morgenthau Plan , former DB airplane engine engineers developed prototypes under occupation. The small universally-applicable motorised 25hp workhorse should be able to fit over two rows of potatoes to work on fields like a slow agricultural tractor , but with four equal size wheels on portal axles , coil spring suspension, and many gears, it
5005-462: The three-point linkages. As of October 1961, a hydraulics system became an option, and as of 1963, the hydraulics system became standard, but unlike the pneumatics system, the hydraulics system was made by Westinghouse Air Brake Company in Hannover . With the introduction of the hydraulics system, the pneumatics system was solely used for operating the brakes. The Unimog was never meant to be
5082-462: The traditional Unimog from Boehringer, Daimler-Benz started making the Unimog S series in the mid-1950s and added light, medium and heavy series to the model lineup in the 1960s and 1970s, before they successively reduced the available models during the 1990s to end up with the modern implement carrier and the heavy series today. Originally, the traditional Unimog 70200 was a rather small agricultural tractor, measuring just 3520 mm in length. It
5159-436: The vehicle participated for Honda, primarily to provide support for the motorcycles of the team. High-powered factory-sponsored entries of truck companies aiming for the overall win have since taken the laurels, with Unimogs used mainly for service purposes. In 1968 the Unimog department in Gaggenau began development of the MB-trac , a tractor based on the Unimog 403 drivetrain. It was produced by Daimler-Benz until 1991, when
5236-546: Was a 2.4 L (2,404 cc) engine with power output of 65 PS (48 kW). In August 1978 the precombustion chamber was updated for more swirl and more efficient combustion. The new camshaft pushes the valves deeper so the air and exhaust gases have less resistance. The engine capacity was lowered to 2.4 L (2,399 cc) to satisfy engine displacement tax laws in Europe, but power output rose to 72 PS (53 kW). A similar technique power update around these time
5313-435: Was a licensed version of the civilian series 421, was also used as a military vehicle, mainly as a self-propelled howitzer . Another civilian Unimog that was mainly used a military vehicle, is the series 418. The military Unimogs are used as troop transportation vehicles, ambulances , and mobile command centers equipped with military communications equipment . The United States Marine Corps and United States Army uses
5390-464: Was also done on the OM615 and OM617 . Later, more powerful versions of the OM616 are interchangeable with early ones. This is done with many older transporter vans and campers like the 207D and 307D models. It is not possible to change only the cylinder head for one with the higher rating, since the higher valve lift of the later versions will interfere with the early pistons. It is possible to change to
5467-572: Was available as an option from 1953, making the Unimog a true all-weather vehicle. In 1955, the first Unimog 404 S series were produced. The primary customer of the 404 S was the Bundeswehr (literally Federal Defence , i.e. the West German Armed Forces), which was created in the mid-1950s in the era of the Cold War . The 404 was intended to be a mobile cross-country truck , instead of an agricultural implement. The 404 S
5544-762: Was cramped, and in any case a four-man detachment was far too small for any sort of realistic military purpose. Other considerations were that the FN MAG gunner's position was too exposed. Eventually the Unimog Scout Cars arrived in Ireland in February 1972, their departure having been delayed by a local peace group who thought they were destined for the Provisional Irish Republican Army (PIRA). By mid-1978 all had been transferred to
5621-487: Was designed to also run fast on roads like a truck. Unimog production started in 1948 at Boehringer [ de ] in Göppingen . When larger production numbers were needed, Daimler-Benz took over manufacture of the Unimog in 1951, and first produced it in their Gaggenau plant , and the Unimog was sold under the Mercedes-Benz brand. However, the first Unimog to feature the three-pointed Mercedes-Benz star instead of
5698-505: Was kept, which means that all 24 gears can also be used in reverse mode. Since the highest final gear ratio allows top speeds of up to 110 km/h, and the reverse gear only comes with a small reduction of 1:1.03, the top speed in reverse mode is more than 100 km/h. To prevent such high reverse speeds, a lock for the second range was available as a factory option, allowing only the first range (gears "1" to "4") in reverse mode. The initial Unimogs were equipped with passenger car engines,
5775-401: Was only offered as a Cabrio with a canvas roof. The engine power output of 25 PS (18 kW) proved to be insufficient for many applications. To accommodate customer needs, a longer wheelbase version, a proper cab and more powerful engines (up to 34 PS (25 kW)) were introduced soon after Daimler-Benz took over Unimog manufacture; the traditional Unimog evolved into its final stage,
5852-419: Was ordered to develop an entirely new Unimog just for military purposes. This new model was supposed to be a small 1.5-tonne truck, capable of carrying 10 to 12 soldiers on its bed, at a speed of up to 90 km/h, rather than being an agricultural tractor. Being a NATO member state, France demanded that the military Unimog would have an engine running on petrol. Daimler-Benz decided to use an Otto cycle engine,
5929-471: Was then upgraded with synchroniser rings to a synchromesh gearbox. However, the synchromesh-version was only used for the 404-series , and the constant-mesh version remained the standard gearbox for the 411-series. In 1957, the synchromesh-version became an option for the 411-series, before it became the standard gearbox for all Unimogs in 1959. The following gearbox versions UG-2 and UG-3 were made as synchromesh versions only. There are different layouts of
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