Mercedes-Benz truck

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Mercedes-Benz Lo 2000 from 1932 (with diesel engine)
Mercedes-Benz LA 1500 of the Wehrmacht 1943
The "90s Mercedes" of the 1950s, Mercedes-Benz L 3500
Mercedes-Benz short-nosed vehicles
Mercedes-Benz Actros from 1996 (MP1)

Mercedes-Benz trucks are manufactured by the truck division ( Daimler Trucks ) of Daimler AG . Mercedes-Benz trucks have their origins in the Daimler-Motoren-Gesellschaft (DMG with the Mercedes brand ), which delivered the world's first truck on October 1, 1896, and in the Benz & Cie. , merged with DMG in 1926 to form Daimler-Benz . Since then, Daimler-Benz vehicles have been called Mercedes-Benz . With over 484,000 trucks sold (2013), Daimler Trucks is the largest truck manufacturer worldwide.

The most important production location has been the Mercedes-Benz plant in Wörth in the southern Palatinate since 1965 . All truck series ( Actros , Atego , Axor , Econic , Zetros and Unimog ) are built there. In detail, this means the manufacture of the cabs and the assembly of the vehicles. The plastic cabs of the Unimog are an exception. According to the company, 11,741 people worked at the Wörth plant (as of December 31, 2013).

Products up to 1945

Trucks from Daimler and Benz

Mercedes-Benz trucks

At the beginning of the 1930s there were Mercedes-Benz trucks with crude oil engines for a payload of 5 t (see also: Mercedes-Benz agricultural tractor OE engine). The advantages praised for example, an advertising ad like this: ". 75% savings in operating costs, simplest operation, reduce repair costs, long life, odorless and smokeless operation" In the Great Depression (1928-1930) were the good arguments. On the global media page of Daimler there is a picture of this type of truck with the following title "Mercedes-Benz Type L 5 (70 HP diesel engine OM 5) 5-tonne flatbed truck with 'crude oil engine', 1927".

Products since 1945

New beginning after the war with long-nosed horses

1945–1961: Lighter hooded trucks from Mannheim

(permissible total weight: 5.8 to 9.25 t)

In the Second World War production truck was forced to a few models, Daimler-Benz AG and cleanup of, in the important 3-ton payload class from mid-1944 as manufacture under license the truck 3.6 Opel Blitz of the then largest competitor Opel to manufacture. The Mercedes “Blitz” was given the designation L 701 and was in production until June 1949. In that year, a self-designed vehicle with a gross vehicle weight of 6.5 t was built, the L 3250, which was offered in the following year, otherwise unchanged, with a slightly higher payload as the L 3500. In 1953 the range of light hoods was expanded to include the somewhat heavier type L 4500 (not to be confused with the medium-weight, older L 4500 of the 1940s, see next section), which had the same design and engine output (initially 90 hp for all types 1956 100 HP) according to the nomenclature could carry one ton more. In 1954, all Mercedes trucks were renamed, the L 3500 was now called the L 311 , the L 4500 became the L 312 . The production of this most important basic series of Daimler-Benz truck production at the Mannheim plant in the 1950s did not end until 1961, although the rounded successors had already started in 1958. Over 100,000 of these robust trucks, which are used for many purposes, have been built in the meantime . In Brazil and as a license replica in India , their construction time continued for many years.

1945–1963: Medium-weight hooded trucks from Gaggenau with a payload of 5 tonnes or more

(permissible total weight: 10.5 to 18.5 t)

The type L 4500 for 4.5 t payload also came from the war period. This vehicle, which had been scaled down to the bare minimum due to material shortages during the war and after the war, for example had a cab made of hardboard and no real bumpers, was also restored after a short break from 1945 onwards. From 1949 onwards, the L 5000 for a payload of five tons was developed, which again had modern equipment, but could not deny its origins from the old model. The model was built in the Gaggenau plant. In 1952 a technical and visual revision took place; the engine output increased from 112 to 120 hp, the previously vertically sloping radiator grille was made more rounded, as was the bumper and the side flaps of the still long and narrow bonnet. In 1953 the payload was increased again to 5.5 tons, accordingly the model was renamed the L 5500, from 1954 when all models were renamed, the car, now designed for a total weight of 12 tons, was given the name L 325 , and from 1956 onwards with a further increase in performance on 145 hp the designation L 329. In 1959, after the appearance of the heavy round hoods, production ended. An even larger offshoot of the old construction line was the L 334, which was released for export in 1957 and which had an output of up to 200 hp until production was discontinued in 1963. The basic concept of this truck thus existed for over 20 years, but it was now at the end of its possibilities, especially since in the end the design no longer met the demands of the time.

1950–1962: Heavy long-nosed vehicles from 6.5 tons payload

(permissible total weight: 12.5 to 18.5 t)

After the medium-duty type L 5000, which went back to the war time, had proven to be too small a model for heavy use and long-distance transport alone and a smaller truck in the form of the L 3250 / L 3500 had already appeared in 1949 , it was the end of 1950 the time for a larger model, especially since competitors like Büssing or Henschel also had the heavy class in their range again. The L 6600 model, designed for a good six tonnes of payload, with a long, wide bonnet and powerful radiator, behind which a comparatively small driver's cab ex works, appeared. It received a new, 145 hp prechamber diesel engine and was thus up to date again, albeit behind most of its competitors in terms of performance. In the absence of an even larger model, many of these vehicles, some of them heavily overloaded, were also sent on long-haul routes. From 1954 the model was named L 315 . When the continuously revised middle class in-house, the types L 5500 / L 325 / L 329 , which came from a model family , now approached the L 315, which was heavier in its entire conception and even threatened to surpass it, a new model of the heaviest came in 1956 Great, the L 326 , which restored the gap to the medium-sized models. It was now officially approved for a payload of a good eight tons and developed 192, later 200 hp. The technical relationship to the forward control vehicles, which have now become more and more dominant, was obvious. Production of the L 326 ended in 1958, with the appearance of the first heavy short-nosed vehicles with a rounded front design, some heavy models in the series remained in the range for export under different names until 1962.

Round front handlebars

1955–1969: Light to heavy forward control trucks

(permissible total weight: 7 to 22.5 t)

For a long time Daimler-Benz held back with the construction of forward control vehicles, the classic hood shape was clearly preferred. Vehicle factories such as Wackenhut, Schenk, Kässbohrer or Kögel therefore converted Hauber chassis into forward control vehicles in order to give them their own cabs and bodies.

In the mid-1950s, however, the international demand for cab cabins increased and in Germany there was a threat of restrictive regulations on weights and measures. In June 1955, the LP 315 was the first factory front control vehicle, with the “P” standing for Pullman and thus a particularly spacious cab. The long-hooded L 315 served as the base vehicle, the engine was the pre-chamber diesel OM 315 with 145 hp. With a gross vehicle weight of 14.9 t, the LP 315 offered 8.2 tonnes of payload. The cabin was supplied by Wackenhut.

In 1957 the LP 315 was replaced by the LP 326 . Outwardly, the LP 326 differed from its predecessor in the driver's cab area through side vent windows and a shorter front overhang. The new OM 326 engine now offered 200 hp. In January 1958, the LP 326 had to give way to the "millipede" LP 333 as a reaction to Seebohm's laws . The three-axle vehicles had two steered front axles (solo car LP 333) or a steered leading axle in front of the driven rear axle ( tractor unit LPS 333 ). In terms of export, the LP 332 succeeded the LP 326. As a two-axle vehicle with a gross vehicle weight of only 12 t from 1958, Daimler-Benz offered the LP 329 from 1957, in which the OM 315 pre-chamber diesel engine with 145 hp was still used. When two-axle 16-ton trucks were allowed in Germany again from 1960, the LP 334 was a further development of the LP 326. The first lightweight forward control vehicle with a factory cab was the LP 321, which was produced from 1957.


1959–1995: Light to medium-weight short-nosed vehicles

(permissible total weight 7.4 to 18 t)

In 1959, completely new vehicles appeared in the light and medium weight class. They were designed as short-nosed vehicles, i.e. H. the entire length of the engine was no longer in front of the driver's cab, but was pushed into it a little. As a result, the vehicles could be built much shorter than before. The design was based on car construction: pontoon shape instead of the previous free-standing fenders and headlights.

The vehicles were divided into four series based on their gross vehicle weight, L 323 with 7.4 t, L 328 with 9 t, L 322 with 10.5 t and L 327 with 13.5 t. The designation of the vehicles was changed to L 710 (7.4 t, 100 hp), L 911 (9 t, 110 hp), L 1113 (10.5 t, 126 hp) in the course of the designation changeover to the gross vehicle weight and engine power PS) and L 1413 (13.5 t, 126 PS) changed. From 1965, another model with a gross vehicle weight rating of 15 t and 126 hp was offered as the L 1513, and a three-axle 18-ton model is also available as the L 1813 and L 1819.

From 1967/1968 the vehicles received a modified driver's cab with a higher windshield .

The construction was very successful. With the exception of North America and the socialist countries, the vehicles were delivered almost everywhere and some are still under extreme conditions ( heat, dust, bad roads, overloading ). Official sales in Germany ended in 1977, and the short-nosed vehicles continued to be produced for export and for special vehicles (e.g. for fire brigades and technical aid organizations ). Outside the official sales program, the vehicles could be ordered in Germany until 1982. In South America, hooded wagons were part of the range until the end of the 1990s. Upon request, several small series were also produced in Germany until 1995.

The short-nosed trucks from Mercedes-Benz therefore have interesting parallels to those from MAN : Both truck models were designed similarly, came onto the market in quick succession (at MAN 1956), and were technically and visually revised at the end of the 1960s (at MAN 1969 ) and disappeared from the market for two consecutive years after a very long construction period (at MAN 1994).

1958–1982: Heavy short-nosed vehicles

(permissible total weight: 12 to 26 t)

The heavy hood vehicles were also given a new design in the shape of a pontoon from 1958. Like the light and medium-sized vehicles, they were designed as short-nosed vehicles, even if the "snout" of the heavy trucks appears anything but short. (Only on closer inspection does it become clear that the bonnet is around 30 cm longer than that of the medium-weight short-hooded truck .) The short-hooded series was also known as the round-hooded model. In 1967 the cabs got a higher height with an enlarged windshield.

Just like the light and medium short-nosed vehicles, the heavy models were also sold very successfully almost all over the world. They continued to be produced in parallel to the more modern types. Even abroad (South America, South Africa, Iran, Saudi Arabia, Nigeria) these vehicles were and are produced or only assembled ( CKD parts sets). Like the medium-weight hooded cars (see above), the heavy hooded wagons also disappeared from the official sales range at the end of the 1970s, were delivered until 1982 at the customer's request and were also produced several times in small series in Germany until 1995 (most recently for a large export order to the Middle East ).

Cubic cabin

From 1965 onwards, completely redesigned front control vehicles came from the new Wörth plant , which overtook the short-nosed vehicles in Germany. Although they were designed quite simply (and did not have a tilting cab, for example), these vehicles sold extremely well due to a consistent low price policy and thus had a decisive influence on the street scene in the 1970s and 1980s.

1965–1984: Light cubic cab

(permissible total weight: 6 to 11 t)

The small cubic forward control (in the commercial vehicle scene often referred to as "Wörther I") was initially only available for 5.99, 7.49, 8.0 or 8.5 tonnes gross vehicle weight with an output of 80 hp from a 4 -Cylinder in-line engine (direct injection type OM 314) and five-speed G2 gearbox, from 1969 then also with 110 and 130 hp 6-cylinder in-line engine OM 352 with G3 gearbox and a total weight of nine tons. The cab-over-engine cabs, like the lighter hooded wagons that had been built since the late 1950s, only came with a short local transport cab at the factory. External body construction companies also built extended cabs on behalf of customers. Daimler-Benz did not yet dare to construct a tilting driver's cab for this model; there were fears that the cab could tear off in an accident. Accordingly, the vehicles were not particularly easy to maintain.

In 1977 the series was slightly revised; The most obvious change was the smoothing of the cab, the headlights were moved into the bumper. The smallest model was increased to 6.5 tons total weight, the engine power to 85 HP. There were also models with a total weight of ten and eleven tons. However, in contrast to the light to medium-weight models of the competition, the driver's cab could not be tilted until the end of production in 1984: In 1979, MAN brought the G 90 onto the market in cooperation with VW , a light to medium-weight truck with a tilting cabin, the Magirus-Deutz im The framework of the four-man club was introduced in 1975. Production ended in 1984 after the first models of the new "light class" had appeared the year before.

1965–1975: medium-weight cubic cabin

(permissible total weight: 8 to 22 t)

The vehicles in the medium weight class also received cabs in the new design. In contrast to the light vehicles, the headlights were arranged in the lower area of ​​the radiator grille.

1963–1974: cubic cabin heavy

(permissible total weight: 14 to 22 t)

In 1963, even before the light and medium-sized models, the heavy vehicles were given a new, angular cabin with an angular radiator grille in line with the taste of the time. It was no longer built by the supplier Wackenhut, but in the series version by Daimler-Benz itself. Initially, the model was only available with a medium-length cabin, which offered significantly less space than its rounded predecessor, and the length saved benefited the loading area. After protests by drivers and customers, a longer long-distance transport facility was also offered from 1965. As with the predecessor, both cabs could not be tilted, so maintenance had to be carried out through numerous flaps and doors that were distributed over the entire vehicle. This fact quickly earned these vehicles the unflattering nickname "Advent Calendar" among drivers and mechanics. Most of the technology came from its predecessor, including the 200 hp R6 engine. Its output was increased in the course of time to 210 HP, then 230 HP and finally 240 HP, so that the respective legal requirements for a 38-ton truck, which the StVZO changed on May 1, 1965 , could be met. However, since the StVZO required 8 hp engine output per tonne of permissible truck weight from January 1, 1972, from 1970 Mercedes also offered a V10 engine with 320 hp and a V8 engine with 256 hp for 32-ton trucks (so-called . Inter-generation). For the V-engines, however, a new cab was required that was designed to be tiltable ( Krupp had had tilting cabs since 1965). Compared to the non-tilting cabin, the roof was raised slightly, the doors reached deeper so that the troughs underneath could be omitted. In the case of the non-tilting cabs, the indicators, which were crescent-shaped on the outside next to the oval headlights, were located on the outer corners of the bumpers on the tilting version so that they could also be seen from the side.

New generation and light class

1984–1998: Easy class (LK)

(permissible total weight: 6.5 to 15 t)

After the predecessor had been in production unchanged in the basic concept for a good 18 years, a completely new development came out from 1983, the internally called LK series. (Main article: Mercedes-Benz LK ).

1973–1988: New generation (NG 73, NG 80)

(permissible total weight: 9.2 to 26 t)

The "New Generation (NG)", which was introduced from 1973, was a new design with a completely new appearance. (Main article: New generation ).

1988–1998: Heavy class (SK) and SK Deflektor

The new generation underwent a further revision in 1988. From then on, the vehicles were referred to as SK (heavy class). The second version with a modified grille was called the SK Deflektor.

Actros, Accelo, Atron, Atego, Axor, Antos and Arocs

Since 1998: Atego

In 1998 the successor to the LK models appeared. For the first time, the light trucks were given a name: Atego . The second generation started in 2013.

Since 1996: Atron

The Atron is a truck model intended for the Brazilian or South American market, which cannot be found in Europe.

Since 1996: Actros

A newly designed heavy class appeared in 1996 under the name Actros. For the first time, the heavy vehicles were given their own name (main article: Actros ). In 2003 the facelift Actros MP2 came . The third Actros MP3 facelift followed in 2008 . The second generation Actros (New Actros, internal SFTP, Strategic Future Truck Program) has been on the market since 2011.

Since 2001: Axor

The Axor series replaced the heavy Atego models in 2001 and closes the gap between the Atego and Actros. In 2004 the Axor was given a facelift.

Since 2003: Accelo

The Accelo is a truck model intended for the Brazilian or South American market, which is not found in Europe.

Since 2012: Antos

The Antos series will replace the Axor and Actros in heavy-duty distribution from 2012.

Since 2013: Arocs

The Arocs series will replace the Axor and Actros in construction site traffic from 2013.

Special truck

Mercedes-Benz offers other trucks that are also marketed as special trucks .

These include the all-terrain vehicles Zetros and Unimog , as well as the special vehicles Econic

Type designations

Until 1954

The vehicles were given a designation made up of one or more letters and a number (e.g. L 3500). The first letter was (for always an L L astkraftwagen), partly followed the L additional letters that provide information on the type of vehicle had (see below). The following number corresponded approximately to the useful load of the vehicle in kg.


The letter combination remained, but the following number now corresponded to the internal type designations (e.g. LS 315), which were not based on weight and engine type.

Since 1963

A new system was introduced to bring order back into the completely chaotic type designation of trucks. The letter combination (see below) was initially retained, followed by a three or four-digit number (e.g. LP 608 or LAK 2623). With three-digit numbers, the first digit roughly corresponds to the gross vehicle weight (no longer the payload), with four-digit numbers the first two digits provide information about the total weight. For the LP 608 that would be around 6 t, for the LAK 2623 around 26 t. The last two digits indicate about a tenth of the engine output in hp. The LP 608 would have an engine output of around 80 hp, the LAK 2623 around 230 hp.

With the introduction of the "New Generation" in 1973, the letters of this series were placed after the number, whereby the letters L and P were omitted. The same procedure was used when the LK types were introduced, but the other vehicles retained their designations.

The vehicles are now also given names (Actros, Atego, etc.).

Letter combinations

A LAPK, for example, would be a forward control tipper with all-wheel drive.

If the P was missing in the type designation, it was a hooded vehicle. For some vehicles, Sa for "tractor unit" was placed after the number.

The letter combination “O” can also mean that the chassis could also be used for buses, for example. As indicated in the example, the Lo 2000 model also offered the option of using the chassis as a bus chassis.

Current model series

  • Accelo for distribution transport, medium- haul transport (variant of the Mitsubishi Fuso Canter for Mercedes-Benz Brazil)
  • Actros for long-distance transport
  • Antos for heavy distribution transport
  • Arocs for construction traffic and heavy goods transport
  • Atego for distribution transport, light long-distance transport, construction site transport, fire brigade and municipal use
  • Atron for distribution transport, medium-haul and long-distance transport (for Mercedes-Benz Brazil)
  • Axor for heavy distribution transport, long-distance transport and construction site transport
  • Econic for municipal use, special vehicles, distribution vehicles, fire engines
  • Unimog as an all-terrain truck, tractor, road-rail vehicle and implement carrier
  • Zetros as heavy, all-terrain trucks

See also


  • Eberhard Buhl, Ralf Poerschke u. a .: Mercedes-Benz Trucks - People, Myths and Models. Heel-Verlag, Königswinter 2006, ISBN 3-89880-547-6 .
  • Dieter Hasemann: DaimlerChrysler - The truck brands of a global corporation. Podszun-Motorbücher Verlag, Brilon 2002, ISBN 3-86133-285-X .
  • Michael Kern: Commercial vehicles from Daimler Chrysler since 1896. Motorbuch-Verlag, Stuttgart 2005, ISBN 3-613-02541-8 .
  • Werner Oswald : German trucks and delivery vehicles, Volume 2, 1945-1969. 3. Edition. Motorbuch-Verlag, Stuttgart 2004, ISBN 3-613-01197-2 .
  • Werner Oswald: German trucks and delivery vehicles, Volume 3, 1970-1989. 1st edition. Motorbuch-Verlag, Stuttgart 2004, ISBN 3-613-02446-2 .
  • Bernd Regenberg: The most famous German trucks from 1896 until today. 4th edition. Podszun- Motorbücher Verlag, Brilon 1997, ISBN 3-923448-89-9 .
  • Halwart Schrader : German truck classics. 1st edition. Motorbuch-Verlag, Stuttgart 1997, ISBN 3-613-01802-0 .

Web links

Commons : Mercedes-Benz Trucks  - Collection of Pictures, Videos and Audio Files

Individual evidence

  1. Mercedes-Benz L 1500 F, was also known as the LF8 fire fighting group vehicle. Here as a light fire fighting group vehicle LLG in Luftwaffe gray, built in 1943 in the Rhineland-Palatinate Fire Brigade Museum Hermeskeil .
  2. ^ Advertisement for Mercedes-Benz A.-G. GmbH , Allgemeine Automobil-Zeitung, Vienna, March 1, 1930, Austrian National Library.
  3. New front three-axle truck from Daimler-Benz. In: Motor vehicle technology 8/1958, pp. 303-304.
  4. Truck with 10 t axle. In: Motor vehicle technology 11/1960, pp. 451–452.
  5. BBK: data sheet LAF 1113 as SW 2000-Tr
  6. BBK: LAF 1113 as LF 16-TS
  7. ^ VDA - Daimler-Benz AG Mannheim plant: Type L 323 . Frankfurt am Main, November 1962
  8. ^ VDA - Daimler-Benz AG Mannheim plant: Type L 328 . Frankfurt am Main, November 1962
  9. ^ VDA - Daimler-Benz AG Mannheim plant: Type L 322 . Frankfurt am Main, November 1962
  10. ^ VDA - Daimler-Benz AG Mannheim plant: Type L 327 . Frankfurt am Main, November 1961
  11. ^ VDA - Daimler-Benz Mannheim plant: Type LB 1513 . Frankfurt am Main, December 1965
  13. Mercedes-Benz Lo 2000 Diesel flatbed truck. In: Status: March 12, 2012, accessed November 26, 2013.