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To Mog or not to Mog
Mog? What’s a Mog? Most people have no idea what a Mog is and no its not a new form of Internet blog. A Mog is short for Unimog or to be more specific, Mercedes Unimog. Now the name Mercedes brings to mind expensive, fast cars made in Germany and as one commercial stated, ‘engineered like no other car.’
While that name brand may bring visions of sleek vehicles, the addition of Unimog to Mercedes makes one wonder if this is some form of new car. In a way it is a ‘new’ vehicle but not a car. It’s the utility version of the Mercedes truck with a history dating back to the late 1940s.
The Unimog, also known as the UNIversal-MOtorGerat (universal power-unit), was born from the ashes of World War II. The Morganthau plan called for a devastated Germany to become a strictly agrarian economy and manufacturing could only support agriculture. Recognizing these severe constraints, Albert Friedrich, the former head of aviation engineer at Diamler-Benz AG, saw the potential for a multi-purpose farm vehicle. Ironically, this vehicle is designed for a completely de-militarized Germany would turn out to also be an excellent military vehicle.
Friedrich's concept was turned into a prototype in less than a year in a rather unlikely location. Erhead and sons, gold & silverware factory in Schwabisch Gmund in southern Germany. Note the Porsche was also born around the same time in a town named Gmund, but this one is in Austria. The Unimog, both tractor and truck, featured a high ground clearance, four-wheel-drive, a small cargo platform, front and rear power takeoff shafts and a two-person cab. Its extremely low speed made it perfect for working fields, while a top speed of 30 mph allowed it to bring crops to market. Because an appropriate diesel engine was not available, the Unimog started with a 1.7 liter, four-cylinder gasoline engine. By 1948, the Unimog had a diesel engine, the 25 hp, four-cylinder used in the Mercedes-Benz 170D car.
Because of restrictions by the occupying forces, Daimler-Benz could supply the Unimog's engine, but not the entire vehicle. Thus, the first 600 Unimog’s were built by Boehringer brothers in Swabia with first deliveries in 1949. By 1950, Mercedes-Benz was allowed to build them and production was moved to Gaggnau where they were produced to the end in 1993 with a total of nearly 299,000 produced and they were exported to some 160 countries.
While designed for farm work, the Unimog's capabilities were soon discovered by others who had a tough job to do. One of the first was on a dam construction project in Switzerland. The implement industry worked with Mercedes-Benz AG to develop dozens of attachments for the Unimog. For the construction industry, there were front-end loaders, backhoes, trenchers, cranes, and compressors for pneumatic tools. When the job was done, Unimogs could travel to the next job site under their own power. Other Unimogs are still being used for sweeping streets, plowing snow, mowing lawns and fields, removing waste, transplanting trees, and even digging graves. They proved very popular as fire trucks as well as for search rescue and disaster relief. Of course, they cultivated and harvested crops around the world.
Unimogs starting appearing in North America in the early 1950s. Some 200 Unimogs were used for mining in Alaska and hundreds were delivered to Canada, where among the applications, they used by the Canadians Nation Railway. They were also used by U.S. railroads such as Union Pacific. Unimogs fitted with street-to-rail systems featuring steel gripping rubber tires could shunt railroad cars or quickly travel via rail to railroad or other emergencies. Unimogs can pull a locomotive that is four times as heavy and twice as expensive. A fleet of Unimogs fitted with Alfred Schmidt snowplows was used during the Winter Olympics at Lake Placid, N.Y.
Others were on duty with many state highway departments, countries, municipalities, federal and state land management agencies, logging companies, fire departments, construction firms, geo-physical research, oil exploration, and mining companies.
Until 1976, Unimogs were sold by Mercedes-Benz or North America, then the Racine, Wis.-based J.I. Case Corp. took over. Case fitted them with its own backhoes, trenchers, forklifts, three-point hitches, and other implements. They were also equipped with U.S.-made wildfire pumpers, front-end loaders, back-fill blades and Alfred Schmidt snowplows. In 1981, Mercedes-Benz of North America again took over only to turn it over to the Schmidt Engineering and Equipment Co. in 1985, then taking over again in 1991.
While dozens of different Unimog models were built, the ones probably most familiar are the Unimog U 404 and Unimog S. More than 64,000 were built between 1951 and 1957 for military use. Most were powered the six cylinder, Mercedes-Benz M-180 engine from the 220 passenger car that operated on gasoline and produced 82 hp. There were several variations of the military versions- open cab, closed metal cab, and a special five-seat cab mostly used for driver school tasks. Few military vehicles have ever matched the versatility of the Unimog. That includes the HMMWV or Hummer and the M151 ‘Mutt’ Jeep. Besides the normal cargo and troop carrying tasks, they were used as ambulances, communications, maintenance vans and airport fire-fighting vehicles, and the list goes on. When funds were tight, the Bundeswehr (West German Army) used Unimog as the basis for dummy training tanks and there was an APC (armored personnel carrier) version based on the Unimog. About 36,000 saw service with the Bundeswehr.
Many other variations with the Unimog family are in worldwide use in military service in countries such as Argentina, Australia, Denmark, France, etc. The seventh U.S Army had some Unimogs with a front-end loader and an excavator on the cargo bed. Being an excellent cross-country vehicle, it’s also a highly regarded expedition vehicle the world over. The Unimog even has a racing history when it took first place in the demanding Paris-Dakar race.
Now that we have a history of the Unimog or Mog, we can see that it’s a very versatile truck and durable enough to have won cross-country races. That brings us up to present day.
The civilian application of this truck for weekend 4WD enthusiasts is very slow when creeping into mainstream. The Ford, Chevy, Dodge, Toyota and other owners who upgrade their trucks to go off-roading in the worse environments such as Death Valley, Moab and other well known areas designated for such activities may have seen one or two Mogs tearing up the trails. Or experienced a Mog owner who has rescued them when they got stuck. The out of pocket expense for these and other owners who enjoy off road activity to make their trucks trail worthy is quite substantial considering the initial expense for a stock Unimog. The cost of a Mog imported from Germany, full mechanical inspection, tune-up and standard 365/85/R20 tires is considerably less than the cost of a stock Hummer H1, 2 or 3 and is approximately the same as a Ford Expedition.
While this may seem a bit steep for some, for the serious off roader this expense is nothing when they consider the average cost of maintenance and upgrades to their current 4WD vehicle just to make it capable of what a Mog does from the factory. Those upgrades and lift kits still don’t offer the level of capability that a Mog can.
Here is an example. Joe Ford buys a F150 4WD pickup. He loves the off road lifestyle with his buddies on the weekend and the amount of mud he can throw up on the side of the truck while going down some trail. But, he puts out more and more expense for bigger and better tires, a lift kit, gas shocks, brush guard, winch (just in case), the off road jack, overhead lights and many more options until his truck now needs a short ladder to get in and the center of gravity is a bit off causing the truck to lean while making turns over 20mph. Underneath, he has installed skid plates over the vital components and tried to make sure that everything is sealed in the event he has to ford a creek or shallow part of a river. All he sees is the fun and ruggedness of his truck while others just see him as spending more and more money to make his truck do things that originally it wasn’t designed for. His neighbors can hear him coming down the road because of the big lug mud tires he had installed. Then one weekend, he takes a trail and torques his frame so much the truck is ‘crabbing’ down the road. Now all the expense he put into his truck is on hold while he figures out a way to repair the damage.
Enter Pete Unimog. He was a member of the off road weekend group but knew that all the cost of upgrading his current truck to something that could do the Baja 1000 was not economically viable. He researched until he found what he was looking for and for just a little bit more than he paid for his reasonably equipped full size SUV, he got a 5-year-old Unimog. The Mog comes standard with the portal design of the axles; the axle tube and the differential are both above the center axis of the wheel. The result is an extremely high ground clearance yet a low center of gravity. Obstacles up to half a meter high (19.5”) can be overcome by the Unimog without difficulty. (Personally I’ve taken obstacles as high as 30”)
The drive-train components are located in such a way that negotiating high ramps and bumps in the ground is without risk. In addition, the drive-train components are subjected to less strain because the full driving torque is reached only at the wheel itself. Both axles are of identical design and strength. The suspension, unusual on most vehicles, enables all four wheels to maintain constant contact with the ground in rough terrain. It also ensures high ride comfort during on-road operation. The differential locks in the front and rear axles can also be engaged pneumatically on the move. The 100% locking, wear-free dog-type clutches ensure that the Unimog can cope with even the most difficult situations as long as just one wheel has enough traction. The Unimog is designed as a single-tired vehicle. This makes it easier for it to take rough ground in its stride. Because the rear wheels follow the track of the front wheels, rolling resistance is lower and traction is higher. Reducing the pressure in the tires prevents it from sinking into the soft ground and raises traction even further, stopping the Unimog from getting "bogged down". With the tire inflation system (a standard feature), tire pressure can be adapted to conditions on the spot. Short frame overhands, portal axles and large tires prevent the Unimog from touching the ground on steep slopes. Each axle can move 30 degrees up or down with a frame twist of 15 degrees. Try that with a hummer.
Climbing ability up to 100%
Steep banks, hills and obstacles are no problem for the Unimog. Its impressive climbing ability - even when fully loaded - is due to the high torque of the engine, the optimum gear ratios and the excellent traction ensured by four-wheel drive and differential locks in both axles. Even where rivers or flooding create seemingly impassable barriers, the Unimog can generally find a way through. With its "long legs", a fording depth of 80 cm (31.5”approx) is no problem, and a depth of 120 cm (47.2”) is possible as an optional extra with fording equipment. Of course tire size also plays a role in this. The internal pressure within the major components stops water from penetrating them. That doesn’t come standard with my Ford Expedition. It states in the owner’s manual not to immerse the axles for extended periods of time in water (fording a river or stream is considered an extended period of time according to Ford) as it could cause damage.
One of the factors that contribute to the Unimog's excellent off-road mobility is its compactness. This allows it to get through very narrow and low gaps where other vehicles have to give up. The standard HMMWV is 8ft wide. A short wheelbase, a favorable track width and a large steering angle result in a turning circle, which is small for a vehicle of this type. The military hummer just about needs the equivalent of a two-lane road with center turn lane to turn around in. The Unimog's ease of handling is further enhanced by power steering. For fast on-road driving and in normal weather conditions the Unimog's engine power is only transmitted to the rear wheels. This means fewer gear wheels are used, and the tires are subjected to less wear. When the Unimog leaves ordinary roads, or when ice and snow are on the ground, other rules apply. In most such cases, four-wheel drive is the right answer. And here the Unimog is totally uncompromising. Front-wheel drive is engaged pneumatically via the dog-type clutch while on the move, without any interruption to tractive force. The heart of every Unimog is a Mercedes-Benz diesel that has proved itself thousands of time over.
Despite varying features, such as having four, five or six in-line cylinders, or outputs ranging from 122 hp in the U100LTurbo to 240 hp in the U 2450 L 6X6. All the direct-injection Mercedes-Benz diesel engines have quality-related characteristics in common.
A long service life, high tractive power over a wide speed range, an impressive degree of smoothness, and environmental acceptability due to low noise levels, fuel economy and favorable emission levels. To ensure that the engine is properly supplied with oil even on steep inclines or when tilted heavily to one side, the Unimog's sump has been made larger. These are all aspects that only an experienced engine manufacturer can incorporate, a manufacturer that develops engines with an eye to the future and has already built millions of diesel engines.
The hydraulically operated, pneumatically assisted dual-circuit disc brakes which are fitted as standard always bring the Unimog safely and quickly to a halt, even during faster driving and with heavy loads. The brake discs are large and self-cleaning. The brake pads are asbestos-free. Additional safety is provided by the standard automatic load-sensitive rear brakes, which vary the braking force in accordance with the load. The medium and heavy-duty models, the U 140 L to U 2450 L, can be fitted with an exhaust brake as an optional extra. This assists and reduces the strain on the service brakes on long, steep downhill stretches. More flexible than every before - the all-synchromesh Mercedes-Benz 8 speed gearbox, with 8 forward and 4 reverse gears. Even the practically graduated basic unit covers the entire speed range. Then there are 8 optionally available intermediate gears. These have a new pneumatic system, which allows them to be shifted particularly smoothly. Exterior synchromesh and helical gearing, together with automatic gear-shifting when the clutch pedal is operated) following appropriate preselection) go to make up an advanced transmission system which his especially easy to use and which, with a total of 16 speeds, meet the most demanding of operational requirements. The transmission PTO is a cost-effective feature, since the gearbox clutch and the PTO clutch are identical. Possible uses include the powering of winches, compressors and generators. An additional, fast-running PTO is also available, for driving the hydraulic pump of a loading crane, or for fire-fighting pumps or generators. The cab, the engine, the gearbox and the platform or floor unit are located at three points. This ensures impeded torsional flexing of the Unimog's frame even when it is fitted with special bodies and equipment, so off-road capability is not restricted. The resultant low mechanical stressing enhances the service life even of the lightweight box bodies used today.
The simplicity of working on the engine and other vital components of a Mog are incredibly easy when compared to the complexity of the vehicles we see on the road. Some of the cars and trucks produced by the ‘Big 3’ have as many as 7 separate computers onboard controlling everything from fuel consumption to engine gas exhaust to transmission shifting. The Unimog has only the basic electronics package such as heat, defroster, and A/C. Power windows come as an option. Parts for a Mog are available through WhiteStar and Freightliner or for added expense, direct from Mercedes Germany.
With this kind of track record, performance, reliability, adaptability, why would anyone serious about having fun in the mud and taking the (off) road less traveled want to settle for anything less capable?
Unimog puts the utility back in Sport Utility. I know firsthand what happens when you take a Mog off-road. The weekend mud run clubs cry when you go by because you can do what they only wish they could, and you’re doing it with a vehicle that has no suspension or tire upgrades.
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Every normal man must be tempted at times to spit upon his hands, hoist the black flag and begin slitting throats... -H.L. Mencken
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Oct/17/2007, 7:49 pm
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