Unimog 411

Mercedes Benz
Unimog 411.110
Unimog 411
Manufacturer:	Daimler-Benz AG
Sales designation:	Various, see models
Production period:	1956-1974
Previous model:	Unimog 401 Unimog 402
Successor:	Unimog 421
Technical specifications
Engines:	Diesel: OM 636 (1767 cm 3 )
Power:	18.5-26.5 kW
Wheelbase:	1720-2570 mm

The Unimog 411 is a vehicle from the Unimog series from Mercedes-Benz. The Daimler-Benz AG built between August 1956 and October 1974 Mercedes-Benz plant in Gaggenau 39,581 pieces. The 411 is the last series of the "original Unimogs". The design of the 411 is based on the Unimog 401 . He is also a built on a ladder frame commercial vehicles with four wheels of equal size and as implement carriers , tractors designed, multi-purpose machine. Like the 401, it had a car engine, initially with 30 hp (22 kW).

Overall, there were twelve different model of 411 in numerous models with three wheelbases (mm 1720, 2120 mm and 2570 mm) are offered and in the conventional convertible version, as a power car , delivered and closed cab that was like made the previous Westfalia could become. The closed cab was available in two versions, type B resembling the cab of the Unimog 401, type DvF resembling the cabs of Mercedes-Benz trucks of the 1950s and 1960s with headlights in the radiator grille and chrome strips.

During its long production phase, the Unimog 411 was technically revised several times. Due to the large number of changes that the 411 series has undergone, four types of the 411 series are differentiated for better differentiation: the original 411, 411a, 411b and 411c. Although the 411 is technically based on the 401, design features of other Unimog series were also adopted for the 411, including the axle construction of the 406 series , which was used in a modified form on the 411 from 1963. As the last classic Unimog, the 411 has no direct successor, but from 1966 the Unimog 421 was part of the Unimog range, which is technically based on the 411 and was placed in the same product segment.

Vehicle history

development

Left: Unimog 411c, built in 1966
Right: Unimog 401

Immediately recognizable difference: the radiator grille of the 411 is more closely meshed and painted in the same color as the car. (If you click on the picture, a more detailed description of the individual differences can be called up.)

The Unimog 411 was not completely redeveloped; rather, Daimler-Benz derived the 411 series from the previous 401 and 402 series. In the 1950s, the Unimog design department headed by Heinrich Rößler was waiting for new developments, even when the Unimog 411 with a 40 hp (29.5 kW) diesel engine and an 80 hp (59 kW) output was considered To offer petrol engines. However, these ideas were only implemented in later series. The developers' hopes were particularly on the 411 with an all-steel cab. The main focus of the development department was primarily the demonstration, testing and improvement of the Unimog as such. The main changes to the 411 compared to its predecessor are an increase in engine output by 20%, reinforced shock absorbers, reinforced cross members for the engine, from 1959 slide bearings instead of roller bearings for the gearbox and enlarged tires with dimensions 7.5-18 "(special equipment : 10–18 ″), which made a new wheel arch necessary; on the 411, the front wheel arches are slightly longer at the top than on the 401 so that the tires do not drag when the steering wheel is turned. In addition, the front section of the 411 has been redesigned, so the beads on the bonnet have become wider. In addition, the radiator grille became smaller, it was now a square grille painted in the vehicle color instead of the struts of the predecessor.

From June 1955, convertibles of the 401 series were already equipped with the cab of the later 411 series, so that there are some hybrid vehicles. The 411 was then presented at the DLG exhibition in Hanover in September 1956. Since a great number of changes were made to the Unimog 411 during the entire period of series production, the 411 series is divided into four types in the Daimler-Benz works literature to better differentiate between significant technical changes, the original type 411 (1956–1961), 411a (1961– 1963), 411b (1963-1965) and 411c (1965-1974).

With the Unimog 411, Daimler-Benz set itself the goal of selling 4,000 vehicles a year. In order to meet the requirements of the Unimog 411, customer requests were incorporated and taken into account in the further development of the series. Nevertheless, the 411 was more of a small vehicle with an ultimately only 34 HP (25 kW) diesel engine, which was considered too inefficient for some purposes. Analysts at Daimler-Benz warned that the annual production rate of the Unimog 411 would drop below 3000 vehicles after 1960. That point was reached in 1964. That is why Daimler-Benz introduced a larger Unimog in 1963, the 406 . The 411 was transformed from the former core product of the Unimog range into a lightweight series. This did not end the further development of the Unimog 411, however, from 1963 the axles of the Unimog 406 were also installed in the 411 in a modified form. These axes are more stable, cheaper and easier to maintain. From 1967 the 411 received the same bumper as the Unimog 421 .

After the introduction of the type 411c in 1965, the 411 series was no longer further developed on a large scale; the model with extra-long wheelbase was the last major innovation in the Unimog model range from 1969 for the export market. In March 1966, the Unimog 421, a technically similar vehicle with a significantly more modern appearance, was presented in the same segment. The 421, which had the technology of the Unimog 411 and a 2-liter OM 621 pre-chamber engine with 40 hp (29.5 kW), was actually designed as an inexpensive addition to the 406 series, but the Unimog 421 was already clear from 1970 more popular than the similar, but older and weaker 411 and was preferred by customers. Nevertheless, the Unimog 411 was built unchanged. It was not until October 1974 that production was stopped after 39,581 vehicles. Presumably some vehicles were reproduced for a military customer in 1975.

distribution

The Unimog 411 cost on the West German market when it was introduced in 1956 in the basic version as a convertible DM 12,500. He had initially the engine to type OM 636 914, the 30 DIN hp (22 kW) at 2,550 min ^-1 guaranteed. Since the Unimog 411 was too expensive for some customers, a "economy model" was offered from 1957 to 1959, the U 25. The U 25 was given the independent model number 411.116. It lacks the windshield, side windows, windshield wipers, convertible top and other small parts, seats and engines come from the Unimog 2010, and the translation of the portal axle has also been changed. It was a failure, only 54 units were sold. At the end of the 1950s, the 411 series was also exported to the USA, where Curtiss-Wright sold the 411.112 and 411.117 models; the brand name Mercedes-Benz was retained. In 1965 the basic version cost DM 15,300. Daimler-Benz AG achieved the largest turnover with the Unimog sales in West Germany. In 1962, worldwide sales with the U 411 without the spare parts business amounted to 54,870,000 DM.

Prototype for the French army

At the request of the French army, Daimler-Benz built a prototype based on the 411 series with a gasoline engine in 1957 . The vehicle was given the chassis number 411.114 75 00 939 and was assigned to the type 411.114, which was reissued in 1969 for the models with an extra-long wheelbase. The prototype 411.114 had the long wheelbase of 2120 mm, the transmission and clutch of the Unimog S and tires measuring 7.5–18 ″. The desired and built-in four-cylinder gasoline engine was M 121 with 1897 cm ³ capacity and a power of 65 HP (48 kW) at 4500 min ^-1 and a maximum torque of 128 N · m at 2200 min ^-1 , as also in the Mercedes 180 was used. The maximum speed is 90 km / h. A distinguishing feature is the reinforced windscreen with the windscreen wipers below. The French army tested the vehicle over a period of approximately 9000 hours and decided not to procure it because of its high center of gravity. Based on this prototype, Daimler-Benz developed further military vehicles with a payload of one ton.

Westfalia cab

Unimog 411.120 , built in 1966, Westfalia type DvF cab.
Power: 34 PS (25 kW)

Unimog 401 with Westfalia Type B cab; Due to the rarity of the Unimog 411 with a Westfalia Type B cab, a Unimog 401 that looks almost the same is shown here; on the 411, only the exterior mirrors are not round and larger.

Like the Unimog 401 and 402 before, a closed cab was also offered for the Unimog 411, which Westfalia manufactured in Wiedenbrück. Daimler-Benz fitted the Unimogs with this cab ex works. When production of the 411 series began in August 1956, the type B driver's cab , which had also been built for the Unimog 401, was modified for the new Unimog 411 chassis and the exterior was built almost unchanged. It has the type 411.520. This cab is nicknamed the Frog's Eye and was only built 1107 times, the models 411.111 (1720 mm wheelbase) and 411.113 (2120 mm wheelbase) were equipped with it until they were discontinued in October 1961. As early as 1957 Westfalia had a new cab for the Unimog 411. It has the type 411.521 and is referred to as the type DvF cab . It was only built for the 411.117 and 411.120 models with a 2120 mm wheelbase. DvF stands for Type D , v erbreitertes F ahrerhaus . As the name suggests, its dimensions have been increased significantly compared to the Type B, it has a 30% larger volume and is wider than the loading platform of the Unimog. The windscreen is undivided and the ergonomics have been significantly improved. The shape follows the truck design of the Mercedes-Benz brand in the 1950s and 1960s with an elliptical radiator grille with headlights framed on the outer edge and lavish chrome trim. In contrast to the convertible models, the front bumper is more rounded and more curved at the ends. Upon request, Daimler-Benz equipped the DvF cab with a heater. A disadvantage of the DvF cab was the high heat load from the engine waste heat. The reason for this is the engine cover protruding far into the passenger compartment, which does not sufficiently isolate the cab from the engine. Production of the Unimog 411 was discontinued in 1974, but Westfalia continued to build the DvF cab until 1978.

In addition, Westfalia tested a GRP hardtop for the convertible versions of the Unimog 411 in the mid-1960s. It offered better protection from the weather and better visibility to the sides than the fabric hood. Although brochures were printed and the hardtop was included in the official Unimog catalog, it was hardly ever sold. It is not known how many copies of the hardtop were produced.

Annual series change

Ur type 411

1957

In 1957 the 411 was extensively modified. The indicators were no longer needed and were replaced by conventional car indicators. Other external innovations include the new Mercedes badge on the bonnet and the modified taillights. The engine output was increased to 32 HP (23.5 kW) from March and , if required, the gearbox could be delivered synchronized , in July new springs with a wire diameter of 19.5 mm instead of 18 mm followed on the rear axles, and from September one was reinforced Steering with three-spoke steering wheel from Fulmina installed. On the convertible models, the side windows made of cellon were replaced by polyvinyl chloride windows as early as May 1957 . Mercedes-Benz also launched the U 25 economy model in May. The new Westfalia type DvF cab was presented at the IAA in September; A trailer braking system was available from October.

1958

From March or April 1958, the Unimog 411 was equipped with a 60 liter fuel tank instead of just 40 liter as standard. Other changes were rather low, so a combined Vorglüh- and start switch the PTO has been, among other things modified the braking system, built, reinforced, and at Westfalia cab type DvF were opening windows installed.

1959

From January, the synchromesh transmission, previously only offered as an option, was part of the standard equipment. The economy model U 25 was discontinued in 1959 without replacement.

1960

The snap lock is installed on the right so that no outside toggles are required.

In January 1960, the chassis numbering system was changed so that the first two digits no longer form a number from 55 to 95. Instead, the chassis numbers began with "01" from 1960. The bonnet construction was changed. Snap locks were installed that made the outside toggle superfluous. In addition, the mirrors were attached further down and no longer on the A-pillar. For the introduction of the three-point cab in October 1961, the rear suspension of the cab was adjusted in March 1960.

411a

1961

In October 1961, the Unimog 411 underwent a comprehensive model upgrade, which mainly upgraded the model series technically: the original 411 was replaced by the 411a. The 411a was mass-produced from October 9, 1961 and differs from the original 411 in its ladder frame with higher longitudinal members: instead of 100, now 120 mm. In addition, a newly introduced hydraulic system with front and rear power lifts was offered and the cab was given a three-point mounting, which significantly increased comfort for the occupants. The type 411a can be recognized by the headlights, which are no longer attached to the frame but to the radiator grille, which means that they protrude slightly forwards, like the front bumper bent at the ends. The platform has four instead of three side boards on each side and is 30 mm away from the driver's cab. The production of vehicles with the Westfalia Type B cab was finally stopped in October 1961.

1962

The indentations on the bonnet for the knobs that are no longer needed were eliminated, and all vehicles received a new blinker system from Bosch . The rear window of the convertible top was enlarged, and the DvF cabs were given two-part headlight rings.

411b

1963-1964

In March production of the 411a was stopped because of the new 411b. The most important change in the 411b was the introduction of the axle construction of the Unimog 406, which replaced the old axle manufactured by Erhard & Söhne . The windshield was increased from 410 mm to 450 mm, and the convertible models received a triangular window behind the A-pillar. The rear fenders were completely black. Other technical changes were a modified exhaust system, a hydraulic steering aid offered as an option and a new, now two-stage master brake cylinder.

411c

1965

The 411b was built up to February 1965, from February 1965 the type 411c was produced in series, the main difference to the 411b being the 2 HP (1471 W) increased engine output. Daimler-Benz continued to build the engine with the type OM 636.914; however, the nominal speed was increased from 2550 min ⁻¹ to 2750 min ⁻¹ . In addition, the cylinder head, injection pump and throttle body were changed. This resulted in the improvement in performance to 34 hp (25 kW). In order to keep the travel speeds constant at the nominal engine speed, the transmission ratio of the axles was changed from 25: 7 to 35: 9. The rear convertible top mount, the speedometer in the cab, the V-belt pulley for the compressor and the rear lights have also been modified. With the introduction of the type 411c in 1965, there were three types 411.118, 411.119 and 411.120 and nine models.

1966

From April 1966 the standard color of the Unimog was changed from Unimog green (DB 6286) to truck green (DB 6277). The side wall hinges of the Unimog 421 were installed and the rear spring brackets were cast. The models with the Westfalia-DvF driver's cab were given a handle on the A-pillar, which was supposed to make entry easier.

Truck green (DB 6277)

Unimog green (DB 6286)

1967

Unimog 411c
The 411 received the bumper of the Unimog 421 from 1967.

The most important change from 1967 was the introduction of the bumper of the Unimog 421, which can be recognized by the longitudinal bead. In addition, swivel bearings on the front axle and door handle protection were installed in the convertible models.

1968

The frame received a new mounting plate bracket and welded front and end supports. The thermostat was modified and the DvF cabs got new exterior mirrors.

1969

The last major innovation came in 1969 when the extra-long wheelbase of 2570 mm was introduced for export with the model 411.114. The type 411.114 was primarily delivered to the Portuguese military, which used the vehicle in the civil war in Angola . The full-wheel steering was replaced by a ZF Gemmer steering of the type 7340 . In addition, the fuel lines were made of plastic.

1970

In 1970 the hole arrangement in the dashboard was changed to accommodate a fuel gauge and glow monitor as standard .

1971-1974

In 1971 the round indicators were replaced by square indicators, a windscreen washer system was introduced and the windshield frame was painted black. All vehicles received a new two-spoke steering wheel in 1972 and the convertible models received more modern exterior mirrors. In 1973 and 1974 nothing was changed.

Models

The Unimog 411 was offered in many model variants. The model names represent the vehicle type and equipment features of the Unimog, but only allow limited conclusions to be drawn about the model. The model name for the Unimog 411 is made up of one, two or three suffixes that determine the type of vehicle, the engine power in DIN PS and, if applicable, prefixes that identify equipment features. A U 34 L is a standard-equipped Unimog with 34 hp (25 kW) engine output and a long wheelbase. The following suffixes and prefixes existed; if they have not been used over the entire production period, it is marked:

• U: Unimog in basic version
• A: Without trailer braking system
• B: With trailer braking system (until approx. 1961)
• C: With pneumatic power lift (until approx. 1961)
• D: With trailer braking system (from approx. 1961)
• F: Westfalia cab type DvF
• H: With hydraulic power lift (from approx. 1961)
• L: Long wheelbase of 2120 mm
• S: tractor unit

The following engine services were offered:

• 25 PS (18.5 kW)
• 30 HP (22 kW)
• 32 HP (23.5 kW)
• 34 hp (25 kW)
• 36 hp (26.5 kW)

Model

Model overview

A total of 39,581 Unimog 411s and 350 partial sets in twelve different models were built. 11,604 units had the type DvF cab, 1107 the type B cab and 26,870 Unimog 411 are convertibles. Around 57.2% of all Unimog 411s built had the long wheelbase of 2120 mm and 2.9% the extra-long wheelbase of 2570 mm. The following Unimog 411 models were built:

Model of the Unimog 411

Model	411 type	Production period	Cab	wheelbase	Motor power (kW)	Quantities	Remarks
411.110	411	1956/08 to 1957/09	Convertible	1720 mm	22nd	8977
		1957/09 to 1961/10			23.5
	411a	1961/10 to 1963/01
411.111	411	1956/09 to 1961/10	Westfalia type B	1720 mm	22nd	819
411.112	411	1956/09 to 1961/10	Convertible	2120 mm	23.5	6155
	411a	1961/10 to 1963/01
411.113	411	1956/09 to 1961/10	Westfalia type B	2120 mm	22nd	288
411.114	411c	1969/10 to 1973	Convertible	2570 mm	26.5	1091	In 1957 a prototype of type 411.114 was built, which had a 48 kW petrol engine and a 2120 mm wheelbase. In 1969 the type 411.114 was reissued.
411.115	411c	1968/10 to 1973	Convertible	2570 mm	26.5	54
411.116	411	1957/05 to 1959	Convertible	1720 mm	18.5	54
411.117	411	1957/09 to 1961/10	Westfalia type DvF	2120 mm	23.5	6906
	411a	1961/10 to 1963/03
411.118	411b	1963/01 to 1965/02	Convertible	1720 mm	23.5	2072
	411c	1965/02 to 1974/10			25th
411.119	411b	1963/01 to 1965/02	Convertible	2120 mm	23.5	8467
	411c	1965/02 to 1974/10			25th
411.120	411b	1963/03 to 1965/02	Westfalia type DvF	2120 mm	23.5	4698
	411c	1965/02 to 1974/10			25th
411.160	411c	1968/05 to 1969	open control station	-	26.5	350	For Gafner-made parts as the basis for the Skidder Gafner MB 411 served

Number of items according to type and year of construction

Unimog 411.119 , 1963–1974, long wheelbase of 2120 mm

Numbers according to cab

Quantity by type

Numbers by wheelbase

Base prices

The 411 series was built in different versions, the basic prices (list prices) for the West German market are shown in the table below:

model	year	Standard equipment	wheelbase	price
U 30	1956	open cab	1720 mm	12,500 DM
D 32	from October 12, 1961	open driver's cab, trailer brake system, compressor, double pressure gauge, tire inflation hose		14,350 DM
DL 32			2120 mm	14,720 DM
DFL 32		closed cab, trailer braking system, compressor, double pressure gauge, tire inflation hose, heating, ventilation, without drawbar		16,575 DM
H 32		open cab, hydraulic system, three-point rear linkage	1720 mm	15,100 DM
HL 32			2120 mm	15,470 DM
HFL 32		closed cab, heating, ventilation, hydraulic system, three-point rear linkage		17,475 DM
D 34	from March 1, 1965	open cab, trailer braking system	1720 mm	15,300 DM

technical description

The front bearing of the three-point suspension of the driver's cab can be clearly seen directly under the Mercedes star

Diesel engine OM 636 , here a model for a passenger car, probably 636.930

Left: Screw in the wheel hub of the "sheet metal axle" as it was installed in the original type and 411a.

Right: New axle in the 411b and 411c

Drive train of the Unimog 411

The Unimog 411 is a compact multi-purpose vehicle with four equally sized wheels. It has a U-profile ladder frame and rigid portal axles at the front and rear. A standard PTO shaft is installed at the front and rear to drive additional devices , the speed of which can be set to either 540 min ⁻¹ or 1000 min ⁻¹ . They can be switched on independently of each other. The 411 is a rear-wheel drive vehicle with selectable front-wheel drive with differential locks on both axles. A bed is built on the back of the ladder frame.

Cab

The Unimog 411 was available with a soft top (“convertible”) and a closed driver's cab; Westfalia supplied the closed cabs. All cabs, including the convertible version, had a rigid four-point suspension on the original 411, and three-point suspension from type 411a (October 1961). Both the convertible and the closed cab have two seats. With the original type, the driver's cab and platform form a structural unit; from 411a both parts are separate.

engine

The Unimog 411 is powered by an inline four-cylinder pre-chamber naturally aspirated diesel engine of the type OM 636.914 . This engine has 1767 cm ³ of displacement, a lateral camshaft and overhead valves . The water-cooled motor is installed in the center of the front and tilted slightly backwards. It is started with an electric starter. The power was initially 30 hp (22 kW) at 2550 min ^-1 , was raised over the production period, however, gradually to 32 (23.5 kW) and finally 34 HP (25 kW); the economy model U 25 received the engine with 25 HP (18.5 kW) at 2350 min ⁻¹ ; however, it only reached small numbers. For some export models, the engine was also offered with 36 hp (26.5 kW).

frame

The ladder frame of the Unimog 411 is a flat frame made of folded (later rolled) U-profiles with a web height of 100 mm (original type 411) or 120 mm (411a, b, c). The U-profiles are connected with five riveted cross members. Two cross members sit close together in the front and rear areas, one cross member is directly behind the cab. The rear cross member is also connected to the U-profiles with two cross members, which are attached in the middle, run diagonally to the next cross member and thus form triangles. Because the original type of cab and platform are connected to the frame at four points, the parts cannot twist against each other, which promotes breaks, cracks and permanent deformations. From the 411a onwards, the frames could twist better because the driver's cab now received two points for suspension at the rear, but only one at the front. Various accessories such as brackets, additional cross members and plates were offered for the frame in order to be able to attach additional devices to the frame.

Chassis and drive train

Thanks to the portal axles with rear wheel drive , the Unimog has a relatively large ground clearance despite its small wheels. The axes are guided on push tubes and panhard rods. The thrust tubes are mounted on the gearbox in ball joints and rigidly connected to the differential gears of the axles. The drive shafts, which transmit the torque from the gearbox to the axles, run in the push tubes. The axles of the Unimog are cushioned with two coil springs each (17 mm or 18 mm at the front, initially 18 mm at the back, then 19.5 mm) with additional internal springs and hydraulic telescopic shock absorbers. The wheel suspension allows particularly long spring travel and therefore a large axle articulation, which is why the Unimog is very off-road. The U 411 was supplied with 7.5–18 ″ tires as standard. Tires measuring 10–18 ″, later 10.5–18 ″, were available as special equipment.

The Urtyp and the 411a have the " sheet metal axis " called portal axis, which was manufactured by Erhard & Söhne . The sheet metal axis consists of two U-shaped sheet metal shells, each approx. 1.2 m long, with a crank for the differential in the middle; the two metal shells were welded together to form a banjo axle . Inside sit the differential gear and the drive shafts. A separate housing for the impeller countershaft is screwed onto the sheet metal axles on each side. A central fastening screw that is clearly visible from the outside is attached to the wheel hub. From 1963, with the type 411b, Daimler-Benz also installed the axle of the Unimog 406 in a modified form in the 411. The new axles are made up of a differential housing and two approximately 0.6 m long cast axle halves, at the inner ends of which a half differential bell is formed. The two halves of the axle are vertically connected to the differential housing with internal hexagon screws (funnel axle). The impeller countershafts are screwed to the outer ends. The external distinguishing feature of the new axle is the hub, from which no wheel locking screw protrudes (see picture on the right). This new axis was cheaper to manufacture, easier to maintain and more resilient than the sheet metal axis. The axle ratio of the Unimog axles is 25: 7 (Ur-411, 411a, 411b) or 35: 9 (411c).

transmission

Synchronized gear UG 1/11

Daimler-Benz installed the UG1 / 11 transmission , also known as the F-transmission , in the Unimog 411 , which is designed for an input torque of 107.9 Nm (11 kp m). It has a dog clutch, ball-bearing shafts, six forward and two reverse gears. On request, there was an additional creeper gearbox with two gears. The forward gears are engaged with the large upper lever, the reverse gears with the small middle lever and the crawler gears with the larger lower lever (see picture on the right). From March 1957 the gear could be delivered synchronized by installing balls, stones, leaf springs and synchronizer rings; from 1959 it was synchronized as standard and equipped with plain bearings. The same transmission was installed in the synchronized variant in the Unimog 404 as early as 1955 . A transfer case is directly flanged to drive the front axle. The speed range is from 1–55 km / h.

Pneumatics

The pneumatic system is the core of the power lift system in the original 411, because the front and rear power lifts are moved pneumatically, just like on the Unimog 401. The pneumatic system essentially consists of six main components: a compressor that is driven by the engine, a control valve, a compressed air tank installed diagonally above the rear axle, the control unit in the driver's cab, the rear linkage system with two pneumatic cylinders and the front linkage system with one pneumatic cylinder. The pneumatic system was essentially taken over from the Unimog 401, but reinforced for greater lifting power. The large compressed air tank in particular required a lot of space. A pneumatic lifting cylinder for tipping the flatbed, which was operated with a pressure of approx. 8 bar, was also available on request.

Hydraulic system

From the 411a onwards, a hydraulic system was offered; it was not installed as standard. It consists of six main components: a gear oil pump, an oil tank, two hydraulic cylinders and two control units with operating levers. The hydraulic pump has a maximum working pressure of 150 bar. The oil tank in the front of the Unimog has a capacity of 8.5 liters. The control units are located behind the engine; they each have a control lever. The control levers are mounted on a rod under the steering wheel. The driver can operate the hydraulic cylinder of the rear linkage with the first lever. He controls the attachments with the second lever.

Painting

Most of the vehicles are adapted to the taste of the 1950s and, like the predecessor vehicles, are painted in Unimog green. From the start of production until 1966, Unimog green was the standard color that around 54% of all vehicles have. Truck gray was also available from the factory, the only color that was retained throughout the production period. However, only around 3% of all Unimog 411s ever built were painted in this color. From 1966 onwards, truck green was used as the standard color; this color had already been used on the Unimog 406 since 1963. Only 20% of all vehicles ever built have this color; 23% were painted in special colors that were offered over the entire production period. Due to the large number of special colors, they are not listed separately here. The most important customers who ordered a special color, besides the military, were the Deutsche Bundesbahn and the Deutsche Bundespost .

Standard colors

Truck green (DB 6277)

Truck gray (DB 7187)

Unimog green (DB 6286)

The frame, tank, axles and springs were painted in jet black (RAL 9005) rather than the same color as the vehicle, and the wheels in carmine red (RAL 3002). From 1958 to 1960 Daimler-Benz used chassis red (DB 3575) for these parts (with the exception of the wheels). In the 1970s, Mercedes-Benz also changed the color of the wheels to deep black.

Jet black (RAL 9005)

Carmine red (RAL 3002)

Chassis red (DB 3575)

equipment

Mower BM 62 KW on Unimog 411

Accessories were available separately at an additional cost. In collaboration with Daimler-Benz, Busatis developed the BM 62 KW mower especially for the Unimog 411 . As with other Unimog models, there was a front cable winch that was driven by the PTO shaft. Two different types of rope winches, type A and type C, each with a pulling force of approx. 30 kN were available. While type A is the "simple" version, type C has an additional reduction gear and a band brake, so that type C cable winches are also suitable for lowering loads. Both winches have a rope length of 50 m and a rope diameter of 11 mm or 12 mm. The rope speed is continuously adjustable between 48 and 60 m / min. Electron built a compressed air generator for the Unimog 411 that can be used to drive external compressed air devices such as pneumatic hammers or drills. The compressed air generator is driven by the front PTO and conveys air at up to 2200 dm ³ / min, the operating pressure is 6 bar. In cooperation with Daimler-Benz, Donges Stahlbau developed the Unikran type SU between 1955 and 1957, a crane trailer for the Unimog 411. The Unikran type SU has a load capacity of 2942  daN (3  Mp ) and a hook height of approx. 7 m to 8 m m. It can also be operated without a Unimog. The Swiss manufacturer Haller offered an engine brake for the Unimog 411, which was retrofitted in a significant number of vehicles.

Technical data 1957

model	U 30
Model	411.110
engine	OM 636
design type	Water-cooled in-line four-cylinder pre-chamber diesel engine
Displacement	1767 cm 3
rated capacity	DIN 70020: 30 hp (22 kW) SAE: 35 hp (26 kW) at 2550 min -1
coupling	Single-disc dry clutch Fichtel & Sachs K 16  Z
transmission	Daimler-Benz UG 1 6 forward gears, 2 reverse gears, not synchronized
steering	Fulmina type 25
Braking system	Hydraulic drum brakes on all four wheels
Tires	7.5-18 "AS
Platform area	2.2 m²
Fuel tank volume	40 l
Fuel consumption	approx. 10 l / 100 km 2–6 l h
Dimensions	DIN 70020: 1795 kg
payload	1000 kg
Permissible total mass	3200 kg
Permissible axle load (v / h)	1475 kg 2000 kg
Gauge	1290 mm
wheelbase	1720 mm
Ground clearance	380 mm
length	3520 mm
width	1630 mm
Height (above windshield)	2065 mm
Turning diameter	DIN 70020: 7600 mm
source

Subsequent evaluation

With the Unimog 411a, Daimler-Benz successfully expanded the Unimog concept from a tractor to a system tractor for the first time. While the original Unimog was designed as a purely agricultural vehicle, it was recognized that the Unimog 411 was also in demand in other areas. Gerold Lingnau judged in a special edition of the Frankfurter Allgemeine Zeitung in 1975 : “Of course, hardly 175,000 Unimog would have been built to date if it had only remained an offer for agriculture. The career began early in other areas. [...] That the Unimog is so versatile is due not least to an active equipment industry. She recognized her opportunity early on and - in close cooperation with Daimler-Benz - developed hundreds of attachments for this first 'implement carrier' in vehicle history. ”Carl-Heinz Vogler describes the development of the Unimog as it became a popular vehicle among municipalities, the construction industry and the transport industry the constant further developments such as the reinforced frame of the 411a and the larger all-steel cab of the type DvF.

The flat ladder frame construction of the Unimog 411 is extremely robust, torsional and bending stiffness were unmatched at the time, which made the Unimog 411 a particularly reliable vehicle. However, the U-411 frame could no longer keep up with the cranked frame of the Unimog 404 and 406 , which offers better torsional properties.

literature

• Carl-Heinz Vogler: Unimog 411: Type history and technology. GeraMond-Verlag, Munich 2014, ISBN 978-3-86245-605-5 .
• Gerold Lingnau: Unimog. Man's best friend. The thirty year old idea of ​​the “universal motor device” is still brand new today / 175,000 units have been built to date. In: Frankfurter Allgemeine Zeitung , March 5, 1975, p. 29.

Web links

Commons : Unimog 411  - Collection of images, videos and audio files

Remarks

1. ↑ ^{a b} The Unimog 411 was also available with 36 HP (26.5 kW) engine output, but this engine was only available for the 411.114, 411.115 and 411.160 models, which were only available in very small numbers and primarily for certain customers (Portuguese Military and Gafner company). In addition, these types were not even offered in Germany. Thus, the most powerful engine that anyone could purchase is 34 HP (25 kW).
2. ↑ It is not clear from the sources on which Vogler was based whether the changes were made in March or April, but it is certain that it was one of these two months, cf. Vogler, p. 40.
3. ↑ Some sources also mention April 1964, but according to Vogler it is clear from Daimler-Benz documents that production did not begin until February 1965, cf. Vogler, p. 100 ff.
4. ↑ Vogler gives the rotational frequency for the 25 HP motor on p. 49 as 2300 min ⁻¹ , but on p. 26 it says 2350 min ⁻¹ .
5. ↑ Vogler does not give the force in the source in a unit of force such as kilonewtons (kN), but incorrectly in newton meters (Nm), a unit of measurement for torque.

Individual evidence

1. ↑ ^{a b} Vogler, p. 14.
2. ↑ ^{a b} Vogler, p. 13.
3. ↑ ^{a b c} Vogler, p. 12.
4. ↑ Vogler, p. 18.
5. ↑ ^{a b c d} Vogler, p. 21.
6. ↑ ^{a b} Vogler, p. 33.
7. ↑ ^{a b c d e} Vogler, p. 22.
8. ↑ ^{a b c d e} Vogler, p. 26.
9. ^ Vogler, p. 87.
10. ↑ Carl-Heinz Vogler: UNIMOG 406 - Type history and technology. Geramond, Munich 2016, ISBN 978-3-86245-576-8 , pp. 12, 14, 16.
11. ↑ ^{a b} Vogler, p. 93.
12. ↑ ^{a b} Vogler, p. 102.
13. ↑ ^{a b} Vogler, p. 17.
14. ↑ Unimog Community Unimog U 421 [1966 to 1989]
15. ^ Vogler, graphic on page 105.
16. ^ Vogler, p. 137.
17. ↑ Vogler, p. 64.
18. ↑ ^{a b} Vogler, p. 103.
19. ↑ Vogler, p. 88.
20. ↑ Vogler, p. 42.
21. ↑ Vogler, pp. 44-47.
22. ↑ Vogler, p. 108.
23. ↑ ^{a b} Vogler, p. 31.
24. ↑ ^{a b} Vogler, p. 40.
25. ↑ ^{a b} Vogler, p. 41.
26. ↑ ^{a b} Vogler, p. 68.
27. ↑ ^{a b} Vogler, p. 65.
28. ↑ ^{a b c d} Vogler, p. 66.
29. ↑ Vogler, p. 70.
30. ↑ ^{a b} Vogler, p. 81.
31. ↑ Vogler, p. 85.
32. ↑ Vogler, p. 86.
33. ↑ ^{a b c} Vogler, p. 101.
34. ↑ Vogler, p. 100.
35. ↑ ^{a b c} Vogler, p. 106.
36. ^ Vogler, p. 117.
37. ↑ Vogler, p. 107.
38. ↑ Vogler, p. 28.
39. ↑ Vogler, p. 29.
40. ↑ Vogler, p. 27.
41. ↑ Vogler, p. 116.
42. ↑ ^{a b c} Vogler, p. 67.
43. ↑ ^{a b} Vogler, p. 82.
44. ↑ Vogler, p. 49.
45. ↑ ^{a b c d} Vogler, p. 79.
46. ↑ Vogler, p. 23.
47. ↑ Vogler, p. 112.
48. ↑ Vogler, p. 78.
49. ↑ Vogler, p. 92.
50. ↑ Vogler, p. 39.
51. ↑ Vogler, p. 38.
52. ↑ Vogler, p. 114.
53. ↑ Vogler, p. 115.
54. ↑ Vogler, p. 77.
55. ↑ Vogler, p. 54.
56. ↑ Vogler, p. 76.
57. ↑ Vogler, p. 104.
58. ↑ Vogler, p. 55.
59. ↑ Vogler, p. 96.
60. ↑ Vogler, p. 52.
61. ↑ Vogler, p. 59.
62. ↑ Vogler, p. 58.
63. ^ Vogler, p. 126.
64. ^ AG Daimler-Benz: Technical details of the Unimog 411. 1957.
65. ↑ Vogler, p. 63.
66. ↑ Gerold Lingnau: Unimog. Man's best friend. The thirty year old idea of ​​the “universal motor device” is still brand new today / 175,000 units have been built to date. In: Frankfurter Allgemeine Zeitung , March 5, 1975, p. 29.
67. ↑ Vogler, p. 72.

This article was added to the list of excellent articles on September 30, 2017 in this version .