The Trucks of Daimler-Benz Part 2: 1949-Present
Article Stephan McKeown and Richard Simonds
At the end of World War II, the Allied powers were determined to prevent the German military machine from ever again endangering Western civilization. The victors planned to turn the defeated nation into an agrarian society by banning a standing army and heavy industry. Every aspect of economic life was rigorously controlled. Food and fuel were severely rationed. Coal and steel production, already decimated by war, was further curtailed. Industrial output would be cut in half; hundreds of factories were dismantled. All ship and aircraft manufacturing was outlawed. Production of automobiles was capped at 10 percent of its 1936 level. All 3-axle trucks and engines with more than 150 horsepower were banned.
The shattered remains of Daimler-Benz lay in different occupation zones: the Stuttgart and Mannheim plants were in the American Zone, Gaggenau in the French, Marienfelde marooned in a divided Berlin. The country’s roads, bridges and railways were ruined. Able-bodied workers, raw materials and supplier parts were in desperately short supply. Despite seemingly insurmountable obstacles, Daimler-Benz persevered. Wherever wrecked facilities could be made to function, the company took on any type of repair and production work it could find, even making wooden toys and garden implements for a time.
By 1947, the Soviet threat was more clearly understood and the United States funded the Marshall Plan to both rebuild Europe’s devastated economy and prevent the spread of communism. West Germany, now recast as a bulwark of democracy, was encouraged to become a thriving industrial powerhouse facing the Iron Curtain. With permission from the American forces in Stuttgart, Daimler-Benz set to work designing a new range of trucks (see The Star, November-December 2015). In 1949, the L3250 began rolling off the production line, finding its way to building sites, factories and warehouses just as Germany’s “Wirtcshaftswunder” (economic miracle) was getting underway.
1950s: Adapting to change
Starting with the L3250, Daimler-Benz developed a series of traditional trucks with long hoods and engines in front of the cab to quickly meet the transportation needs of a rapidly growing German economy. These vehicles ranged from medium capacity platform trucks with canvas covers or metal bodies to the heavy-duty L6600, which was often employed as a fuel tanker.
In the early postwar period, professional truck drivers were seen as a vital link in Germany’s reconstruction and enjoyed considerable esteem. However, driving a truck in this era was hard physical labor. Vehicles had no heating or air-conditioning, no power brakes or steering, no synchromesh transmission, and no insulation from temperature or noise. Poor cabin ergonomics and unsupportive seats were especially challenging for the country’s increasing numbers of long-haul drivers.
Legislation limiting vehicle length in the 1950s and 1960s spurred Daimler-Benz to develop both short-nose and cab-over-engine (COE) trucks. By the mid-1950s, rampant economic growth meant roadways were clogged day and night with heavily laden trucks. In an effort to reduce congestion and force more freight onto the railroads, the German government issued new restrictions on the length and tonnage of trucks. In response, the company designed a range of short-nose trucks – such as the iconic LP337 of 1959 – with the engine under a shorter hood in front of the cabin. Short-nose trucks had curved windshields, rounded body contours and easier engine access.
Heavy-duty designs with two rear axles, although legal under the new law, were not practical due the configuration’s poor handling when constrained by such severe length restrictions. In 1959, to circumvent legal limitations, Daimler-Benz created the LP333, one of the first of the new COE trucks. With two steerable front axles, this unusual vehicle offered excellent handling. However, the LP333 (nicknamed the Millipede) was complex, expensive, and sold only in the relatively small German market. Demand fell short of development costs and the Millipede was discontinued.
Origin of the Unimog
Although the occupying powers at first intended to convert Germany into a post-industrial nation of farmers, farmers still needed tractors. Introduced as the UNIversal-MOtor-Gerät, or Unimog (universal motorized device) at the German Agricultural Show in 1948, this highly original vehicle was conceived by Albert Friedrich, former head of aeroengine design at Daimler-Benz. The Unimog was devised to be the tractor and jack-of-all-agricultural-trades vehicle for this new agrarian society (see The Star, November-December 2013). The Series 401 was the first model built after Daimler-Benz purchased Friedrich’s firm in 1951 in the company’s first major postwar acquisition.
Powered by a 25-horsepower OM636 diesel engine and equipped with permanent all-wheel drive, a power take-off, high ground clearance and an articulated frame for rugged terrain, the Series 401 was built from 1951-1955 at Gaggenau. In 1966, the Unimog 421 and 403 were launched, the first with tilt cabs. From its humble agricultural beginnings, the Unimog has evolved into today’s complete model range and proven itself an endlessly versatile workhorse in a host of extreme terrain applications such as forestry, fire fighting, military and expeditionary use.
The first van 1955-1967
In the late 1940s, Germany’s postwar reconstruction was hampered by a lack of light commercial vehicles for use in delivery, service and repair work. Daimler-Benz hit upon the stopgap of using surviving 170V production machinery from the 1930s to build limited numbers of light delivery and work vans (see The Star, July-August, 2015). Noting the strong sales success of the Volkswagen van in the early 1950s, the Stuttgart company developed the COE L319 light commercial vehicle, produced between 1955 and 1967. With a payload up to 1,500 pounds, it was smaller than a conventional light truck, yet bigger than a standard delivery van of the time. The versatile and popular L319 was available in a wide range of van, truck and special application bodies, even as a small fire truck and bus. Light vans have been part of the Daimler-Benz portfolio ever since.
1960s: Modern COE trucks
By 1963, newly designed LP cab-over-engine trucks had little in common with earlier COE designs. The new vehicles offered better forward visibility, shorter overall length and improved maneuverability. With the engine now protruding into the cab between the seats, noise and heat became a bigger concern, hastening the development of more effective cabin insulation. The range was powered by proven 6-cylinder inline engines of up to 210 horsepower, and from 1964, with direct injection. Output and displacement increased over the years. Daimler-Benz reintroduced 3-axle versions and in late 1969, a tilting cab improved engine access.
As of 1963, all trucks and vans used a new naming system: L for Lastwagen (truck) one or two digits for gross weight, two digits for horsepower (hp divided by 10). Thus, L1418 denoted a truck, with up to 14 metric tons gross vehicle weight and 180 horsepower. This nomenclature remains in use today.
With understandable new-model names, modern designs and improved engines and technology, the company’s evolving LP Series spelled the end of decades of conventional truck design in Europe. Other commercial vehicle manufacturers were soon forced to update their own offerings in response.
The same strategy worked with larger trucks. Starting with the L Series of 1959, Daimler-Benz heavy- and long-haul trucks gained a worldwide reputation for quality and reliability. During the 1960s and ’70s, the firm’s superior COE design became the standard for large trucks due to its intelligent use of space, excellent visibility and versatility, improved economy and ability to make travel safer and more comfortable, especially for long-haul drivers.
Expanding to meet demand
Buoyed by growing international demand, in 1951 Daimler-Benz opened a truck and bus plant in Argentina – its first plant outside of Germany after World War II, followed by an assembly plant in Brazil in 1956. In 1960, Daimler-Benz AG acquired 1.5 million square meters of industrial land at Wörth, near Karlsruhe in Germany, opening a truck factory there in October 1963. It is now the largest truck factory in the world, with a workforce of more than 11,500 employees producing approximately 100,000 vehicles each year.
Hanomag-Henschel and Krupp
Continuing its prewar policy of growth by acquiring technically advanced rivals, Daimler-Benz then purchased the Hanomag-Henschel company as well as Krupp’s vehicle division, resulting in an expanded vehicle range – particularly innovative dump trucks – and greater capacity by the early 1970s. With the Wörth plant on stream and the integration of Krupp and Hanomag-Henschel, revenues almost tripled from DM 4.9 to DM 13.8 billion between 1965 and 1973. Commercial vehicle production rose from 73,000 to 216,000 units. Daimler-Benz became the world’s largest truck producer.
Van evolution
In 1967, the T1 Düsseldorfer van –named after its city of origin – replaced the long running L319. The big van was distinguished by a small hood extension in front of the windshield. Early models weighed from 3.5 to 4.6 tons and were powered by the 55-horsepower 2-liter engine from the Mercedes-Benz 200D car. The Düsseldorfer – and from 1977, the Bremen van – were built in several versions for business and commercial use.
With delivery vans growing in popularity, Daimler-Benz launched a series of higher-capacity vehicles. Introduced in 1986, the T2N had a longer hood and more geometric styling than the T2, with payloads of 4,000-12,000 pounds. A wide range of engines, wheelbases and body styles were available.
Vario, Sprinter and Vito
Launched in 1996 to replace the T2, the Vario van had minor exterior and interior updates. The Vario offered multiple delivery and passenger configurations; a 4x4 version was also available. In a 2013 rationalization, Vario production ceased and its role within the Daimler-Benz light commercial-van lineup was assumed by the Sprinter series of vans, mini-buses, chassis cabs and pickup trucks. The versatile Sprinter is available in short- and long-wheelbase versions with standard and high roof body styles. The Sprinter is also modified by several licensed upfitters for special-purpose vehicles such as the Airstream B-Class Luxury Touring Van.
In 1996 the company launched its smallest light commercial-van family, with Vito (cargo) and Viano (passenger) versions. The third-generation Vito began production in 2014 and is now sold as the Metris van in the United States.
New products and technology
In the 1990s, Daimler-Benz initiated an unprecedented company-wide renewal program, totally redesigning and modernizing its entire commercial-vehicle portfolio. The company developed cutting-edge electronic systems for power trains, vehicle control and safety, thereby launching a technical revolution in both the commercial-vehicle and passenger-car industries that continues to this day.
Electronic Direct Injection improved diesel-engine performance and cleanliness.
The addition of anti-lock brakes, a wide range of power-assisted functions, modern climate control, ergonomic seats and comfortable sleeper cabs in long-haul trucks enhanced safety and driver comfort.
Global acquisitions
In a major move into the North American market, Daimler-Benz purchased highly respected Freightliner in 1981 from Consolidated Freightways, helping Freightliner reach the top of the North American heavy-duty truck market by 1992. The company then acquired Western Star Trucks, builder of specialized vehicles for logging and other heavy industrial applications, in 2000. That same year, the renowned American engine builder Detroit Diesel became an affiliate of Daimler Trucks North America, and is now known simply as Detroit to encompass all future products.
Mitsubishi Fuso Truck and Bus Corporation (MFTBC) of Kawasaki, Japan, is a leading commercial vehicle manufacturer in Asia. The company produces light-duty, medium-duty and heavy-duty trucks and buses, including the best-selling Canter range. Daimler AG owns 89 percent of Fuso, which is part of Daimler AG’s trucks division.
Daimler India Commercial Vehicles (DICV), in operation since 2012 as a wholly owned subsidiary of Daimler AG, manufactures and sells BharatBenz heavy and medium trucks based on the versatile Fuso Canter and Fighter platforms.
The bottom line
Just what do trucks, vans and buses contribute to Daimler-Benz’s business success? In 2014, proceeds from the three groups represented 34 percent of total revenue, 31 percent of unit sales and 28 percent of operating profit. That same year, the overall company recorded nearly 130 billion euros (nearly $142 billion) in total revenue: Financial contributions from the commercial-vehicle divisions are clearly substantial.
Looking ahead
With its state-of-the-art truck platforms paired with a full lineup of the latest Euro VI Regulations emissions-compliant gasoline and diesel engines, Daimler-Benz is well positioned to maintain its worldwide leadership as a truck, van and bus manufacturer.
In parallel with pioneering research into all aspects of passenger automobiles, the firm continues to devote significant resources to developing improved safety systems for commercial vehicles, as well as researching the future of autonomous driving. In 2014, the company’s Future Truck 2025 concept, a thoroughly practical proof-of-concept system for the autonomous long-distance truck of tomorrow, was demonstrated to the trucking industry in key world markets.
Today – some 120 years after Gottlieb Daimler sold his first truck – Daimler-Benz builds the industry’s most advanced range of commercial vehicles in a dozen nations, including Algeria, Brazil, India, Mexico, Spain, Turkey, the United States and Vietnam. Every day, the company’s renowned trucks are hard at work in nearly every country in the world.
What’s in a name?
Since 1995, all Daimler-Benz trucks have names that denote their intended use. Larger trucks – as opposed to vans – are mostly custom ordered and configured to the specific needs of each customer.
Actros: Very heavy-duty trucks, rigid and articulated frames, 19.8 to 27.5 tons
Antos: Heavy 2- and 3- axle trucks for heavy-duty cargo delivery. Highly configurable for many uses, 19.8-plus tons
Arocs: Super-duty 2-, 3- and 4-axle mining and construction trucks, articulated or ladder frames, 14.3 to 19.8 tons
Atego: Light-duty trucks, 7.7 to 17.6 tons
Axor: Mid-size trucks with rigid and articulated frames, 19.8 to 28.6 tons
Econic: Low-floor version of Axor for specialized applications, 19.8 to 28.6 tons
Unimog: Special-purpose applications and transport for extreme conditions
Zetros: Highly customizable heavy off- road trucks for extreme operations
120 Years of Truck Engines
From the first 1- and 2-cylinder engines that developed one to two horsepower to today’s massive V-8 and V-10 engines producing more than 600 horsepower, Daimler-Benz has pioneered commercial vehicle engine development since 1896.
1896: Benz Velo delivery van, 1-cylinder, 2.75 hp
1896: Daimler platform truck, I-2, 4 hp
1910-20: Daimler & Benz trucks, I-4, 40 & 50 hp
1923: Benz diesel engines introduced in trucks
1932: Daimler-Benz Lo2000 truck, I-4 diesel, 55 hp
1938: L1100 van, I-4 diesel (from 260D car), 45 hp
1940: L10000 truck, I-6 diesel, 12.5 liters, 150 hp
1940-49: I-4 & I-6 engines, OM 312, 112 hp
1953: First turbo-charged diesel, OM 346, 210 hp
1955: L319 truck I-4 diesel, 43 hp; gas, 64 hp
1964: Direct-injection engines, OM 314, I-4, 80 hp
1968: Turbo-charged, direct injection OM 352,
I-4, 156 hp
1970: 400-Series, V-10 diesel for long-haul trucks,
OM 403, 16 liters, 320 hp
1972: 400 Series, V-8 diesel for medium-duty
trucks, OM 402, 12.8 liters, 256 hp
1975: 400 Series, V-6 diesel for light-duty trucks,
OM 401, 9.6 liters, 192 hp
1980: 400 Series, inter-cooler added to turbo-
charged engine, OM 422, V-8, 14.8 liters, 375 hp
1996: 500 Series, V-8 diesel, OM 501, 313-428 hp/
OM 502, 476-571 hp for Actros trucks
1996: 900 Series, I-4 diesel, OM 904, 122-170 hp/
I-6 diesel engine, OM 906, 231-279 hp for
light/medium-duty Atego and Axor
2004: 500 Series, V-8 diesel engine, OM 502 LA,
612 hp for Actros Black Edition (250 units)
2007: BluTEC additive used in commercial diesel
engines to meet Euro IV, Euro V emissions
standards; output increased to 476 hp
(OM 501, V-6), 598 hp (OM 502, V-8), 129 hp
(OM 904, I-4), 286 hp (OM 906, I-6)
2007: OM473 I-6 diesel, 625 hp, Euro VI-compliant
2014: Mercedes-Benz has Euro VI-compliant diesel
engines in a range of 16 power ratings from
238 to 625 hp, with displacements up to
15.6 liters, high-pressure direct-injection
systems, and single or dual turbos to extract
maximum power and fuel efficiency
Images
L315 heavy dump truck, from the 1954 sales catalog. 
Illustration from the first Unimog sales brochure, 1948. 
The 1959 LP333 Millipede, with two steerable front axles.
The LP337 short-nose platform truck, 1959. 
Advertisement for the versatile L319 van. 
Unimog Series 421 with bulk-lumber trailer, 1960s.
LP1216 tilt-cab car transporter, leaving Sindelfingen with a load of W110 Finbacks and W111s in 1967. 
LP608 tilt-cab platform truck, 1965-1977.
Freightliner Cascadia C8 truck, Mercedes-Benz Actros and Fuso Canter, 2008.
Model 814, 811 and 309D T2N vans at the Unterturkheim test facility, 1986.
Western Star logging truck, 2008. 
Zetros all-wheel-drive trucks, 2010. 
Model 2636AK (6 x 6) dump truck, 1982.
Daimler unveils new BharatBenz trucks in Hyderabad, India, 2012. 
The Arocs 2051, with unique suspension and frame design for heavy agricultural duties. 
The autonomous Future Truck 2025 concept (left) with Actros Safety Demonstrator Truck of 2015.