There’s probably no more recognisable vehicle out there than the German Unimog. Now celebrating the arrival of its 70th year, the ‘Mog’, a name contrived from the typically Germanic title of Universal Motor Gerät (gerät means device in German), has a steady band of followers who want to travel faster, in more comfort, while probably also using demount sprayer and fertiliser-spreading equipment.
The original design brief, in the austere years following World War II, was for a dual-purpose machine suited for agriculture or forestry. Key features were that it needed to be self-propelled, with front and rear PTO systems for running saws or harvesters, all-wheel drive and equal-sized wheels for high-speed transport.
The original design of Albert Freidrich saw production commence in 1947, when Boeringer built around 600 of the original 19kW/25hp units.
Daimler Benz took over the production in 1951, and immediately built up the Unimog’s popularity, not just in agriculture and forestry, but in the municipal and military sectors where the versatility of the machines quickly became apparent. Product at the Gaggenau plant hit 100,000 units by 1966, and crossed the 200,000k milestone by 1977.
Today’s Unimog, now built in the Mercedes truck factory, sees a diverse product range split between eight models, three chassis configurations, and power outputs from 119kW to 224kW in four- or six-cylinder formats.
A choice of transmissions sees a 16×8 power shift with creep speeds, right through to a fully hydrostatic set-up for stepless speed control.
Four-wheel drive is always available, with engagement on the fly, and traction always ensured, with centre, front and rear locking diffs to keep things moving on the rough stuff.
Ground clearance is still a key design attribute, with 43cm available, imparted by the portal axle design which combines with the short nose to allow the vehicle to tackle inclines of 1:1 without fuss.
Tyre equipment of up to 495-70R24 can be accommodated, and works with standard ABS and two-stage exhaust braking to scrub off the maximum 90kph, or bring peak loads of up to 40 tonnes to a stop.
As one would expect, standard specification is high, and the options list is endless, with areas covered from linkages to PTO systems, hydraulic pumps, and up to 1000 body variations.
And the final piece of the jigsaw — for those who don’t do left-hand drive — a clever VarioPilot option that allows the steering wheels and drive pedals to be slid across to the other side of the cabin: alles gut!
