International Society for Vehicle Preservation

Tuesday, December 21, 2004

The LP 608 set a long-lasting benchmark in the light-duty class 40 years ago

Small but powerful: - Easy maneuverability - High payload capacity - A bestseller from the very beginning: LP608 Truck

Stuttgart. It appeared as if customers had been waiting for it: The LP608 was introduced in January 1965 and immediately conquered the segment of 6.5 ton trucks which could be driven with a non-hgv license. During the first two years, the new cab-over-engine vehicle was to achieve a 45 percent market share with more than 10,000 units produced.

1965: A first in more ways than one

Its first appearance from January 20 until 31 at the Brussels Motor Show was a three-fold premiere. For a start, the new plant in W6rth on the River Rhine had taken up production of the preproduction series of this vehicle. The LP 608 had the honor of being the first truck to leave the truck assembly hall in Wrth, officially opened on July 14, 1965.
Secondly, the appearance of the LP 608 meant that Daimler-Benz was now present in a segment that had been neglected up till this point, and in 1965 took an important step toward becoming a full-line manufacturer providing modern cab-over-engine trucks from the light-duty through to the heavy-duty class. Furthermore, with its new four-cylinder OM 314, the LP608 was one of the first Mercedes-Benz trucks to bid farewell to the pre-chamber combustion principle, opting for direct injection instead.

Advanced engine technology on a tried-and-tested basis

The basic features of this particularly lightweight 3.8 liter engine traced back to the legendary post-war six-cylinder OM 312, which the plant had converted from pre-chamber combustion to direct injection with an unaltered displacement (4.6 liters) in 1964. The OM栠312, of which a first turbocharged version (OM312 A) had been launched as early as 1954, became the OM352 through the changeover to modern and fuel-efficient direct injection.

Boasting the most favorable power-to-weight ratio in its day and age, this engine had already proved itself in the trucks of the economic miracle period for 15 years and rapidly acquired international acclaim. Large numbers of the six-cylinder had come off production lines in Argentina, Brazil and India for quite some time when the plant started parallel production of the new four-cylinder OM 314. It was the first Mercedes-Benz four-cylinder engine with direct injection and had the same bore and stroke as its big brother, the OM 352  97 x 128 millimeters in both cases.

Many different versions through to semitrailer tractors

Initially the four-cylinder with direct injection had an output of 80 hp, enabling this easily maneuverable cab-over-engine truck, which was designed for urban and short-radius distribution, to move nimbly through traffic. For the time being, this output was retained when a first 7.5 ton truck appeared in the form of the LP 808 in 1967. The LPS 608 made a name for itself with four different wheelbase lengths for pickups, dump trucks and even semitrailer tractors, conquering a 45 percent market share in its class.

The new LP 808 7.5 ton truck differed from the original LP 608 in terms of its payload: 4.5 as opposed to 3.5 tons. This was made possible by a reinforced chassis and suspension and adjusted tires. Output was increased to 85 hp from 1969. In 1970, two particularly powerful little fellows, named LP 811 and LP 913 and reverting to the six-cylinder OM 352, were introduced but otherwise were in keeping with the basic model.

Low entry, suited to short-radius distribution

In terms of their external appearance, they were modeled on the large cubic cab that Daimler-Benz had already introduced to the heavy-duty class in 1963. Yet they had a particularly low, convenient entry and thus were suited to short-radius distribution. The price the light LP models had to pay was admittedly a relatively voluminous engine tunnel in the cab.

A hatch on the engine tunnel allowed access to this so-called under-seat engine, through which the driver checked the oil level and also topped up the lubricant if need be. A tilt cab did not arrive in the light-duty class until 1984 with the introduction of the LN series, which replaced the extremely robust and reliable light-duty trucks with their cubic shape.

Nearly 20 years up to date

During its almost 20-year career, the Mercedes-Benz light-duty LP series experienced two major revamps. In 1977, it got off to a good start with a flatter front end as well as headlights relocated from the radiator grille to the bumper, lending it an attractive appearance. It also boasted a whole host of technical improvements for instance the option of air suspension on the rear axle of the pickup.

The model designation of the basic Mercedes-Benz model now also reflected the slightly improved output of the OM 314 and would now be LP 709. And the family grew larger: new ten- and eleven-ton trucks complemented the range of vehicles for short-radius distribution with low and therefore exceedingly convenient entry. On the medium-duty LP trucks, built in parallel from 1965, the cab was positioned much higher and required a two-step entry (instead of the single step on the light-duty trucks) as they were fitted with an underfloor engine.

Undisputed market domination

Finally in 1979, all the maintenance points on the light-duty LP trucks were relocated to the outside. They could thus continue to hold their own against competitor models despite the fact that tilt cabs were gradually gaining popularity. When the light-duty LP trucks finally resigned from service in 1984, they were able to look back on a most successful career. Not only had they achieved a market share of almost 50 percent after a mere two years in production but continued to conquer two thirds of their market segment in the course of their 20-year lifetime.

Tuesday, December 14, 2004

American Mercedes to be 100 years - January 2005

Unveiled a hundred years ago: The American Mercedes, speed, power and silent running

Stuttgart/New York. Today the USA is a nation of cars. This was far from being the case 100 years ago: At that time, motorization was still very much in its infancy. Europe was ahead by quite some distance and led the way in terms of technology. Thus its no surprise that old-world automobiles were highly coveted in America but were expensive due to shipping costs and customs duties. The answer provided by Daimler-Motoren-Gesellschaft was a car produced in New York, the American Mercedes,” which was basically a reproduction of the 45 hp Mercedes. It first appeared at the National Automobile Show in New York in January 1905. The first vehicle was delivered in 1906, at a price of 7,500 dollars. What reads so easily in retrospect has a long history behind it.

Gottlieb Daimler was a man of vision. Not only was he driven by his idea of motorization on land, on sea and in the air” with his invention of the internal combustion engine. He also knew that it stood a chance in all countries of the world and was looking far beyond the borders of the German Reich from very early on. The focus was on the USA. As early as 1876, the exceptionally gifted designer and Daimler confidant Wilhelm Maybach had got to know William Steinway whose New York-based company produced keyboard instruments in the tradition of his German ancestors. During a stay in Germany in 1888, Steinway also made the acquaintance of Gottlieb Daimler. Their conversations would always revolve around one thing: licensed production of Daimler engines in America. After Steinways return to America, the plans quickly materialized. On September 29, 1888, Daimler Motor Co. headquartered in Long Island, New York, was founded and initially produced gas and petroleum engines for stationary and marine applications. These early years were not easy but from 1895, orders began to arrive in ever-increasing numbers. The two entrepreneurs started considering production of automobiles in America at an early stage. Daimler was, after all, keen on developing new markets for his vehicles, and Steinway believed a bright future lay ahead for the automobile.

In a newspaper interview in 1895, William Steinway outlined his ideas of motorizing America: The cars which we intend to produce for the American market will be capable of carrying between two and four people and will be driven by engines with between 2.5 and 3.5 hp. Each car will have four different speed ranges: 3.5, 6, 9 and 14 miles per hour. The fuel Ӗ petroleum costs about one cent per hp and hour, making the automobile considerably less expensive than horse power.  We already had a horseless vehicle here in 1893 but it was too lightly built for the rough cobblestone streets we have in this country. We will therefore create a model that will be adapted to conditions in America. This sounded like a very concrete plan being in existence. But Steinway died in November 1896. His heirs were not as convinced as he was that they could make money by selling motor vehicles. They sold off their shares in Daimler Motor Co. to General Electric Company; from 1898 and after a restructuring, the production facility was called Daimler Manufacturing Company.

Gottlieb Daimler died on March 6, 1900. Daimler-Motoren-Gesellschaft stood proudly in his tradition the company was very keen on manufacture in America. And finally, the Mercedes brand, created in 1900, was able to establish itself in the American market with its ultra-modern and reliable designs. However, high shipping costs and customs duties of 45 percent were an obstacle for imports on a substantial scale it was clear that local production would give the vehicles a more competitive edge. And finally, in early January 1905, the American Mercedes, manufactured by Daimler Manufacturing Company, was presented at the National Automobile Show in New York. It had been derived from the 45 hp Mercedes and had a four-cylinder engine with a displacement of 6.8 liters, a four-speed transmission and a top speed of around 80 km/h. An early American advertising had this to say: ֓If you want the best, of course you want a foreign car. If you import, of course you import the Mercedes the finest car in the world. The American Mercedes is an exact duplicate of the 1905 Mercedes of 40-45 H.P. No detail is omitted.

In the same month of the cars launch, on January 25, 1905 and thus exactly 100 years ago, American H. L. Bowden established a world record over one mile with a flying start. Driving a Mercedes with two 60 hp engines in Daytona Beach, Florida/USA, he reached an average speed of 176.5 km/h. This signaled the breakthrough for the brand. American customers attention had finally been drawn to cars from Germany, and the more favorably priced local reproductions were very much welcomed.

In 1906, at last, the first American Mercedes was handed over to its buyer. Strangely enough, the standard color was red. A newspaper advertisement aroused the buyers interest: The American Mercedes is the car for speed, power and noiseless running. It is the acme of reliability. These values are to this day embodied by every Mercedes-Benz the world over.

The total number of cars produced is unknown. In mid-February 1907, fire ravaged the plant, destroying eight completed cars and 40 in the process of construction. Production was never resumed. 

Friday, October 29, 2004

Rainforest…50% to be SOLD to HIGHEST BIDDER! please sign in NOW

Brazilian congress to destroy Amazon forest to 50% of what it is, Act now!

If you want more information write to:
Reply-To: fsaviolo@openlink.com.br

William Neely sent the following. 

This will take just 1 minute to read. Please do so. You don’t have to be an “environmental activist” to understand or care about the future of the world.

The Brazilian congress is now voting on a project that will reduce the Amazon forest to 50% of its size. PLEASE, put your name on the list and forward this on as instructed below.

First, some facts: The Amazon rainforest is responsible for the generation of 20% of the oxygen that we on this earth breathe, 30% of the world’s freshwater is contained within the Amazon basin, 60% of the cancer fighting drugs used today are derived from plants that can only be found within the Amazon rainforest.

The area to be deforested is 4 times the size of Portugal and would be mainly used for agriculture and pastures for livestock. All the wood is to be sold to international markets in the form of wood chips, by large multinational companies.

The truth is that the soil in the Amazon forest is useless without the forest itself. Its quality is very acidic and the region is prone to constant floods.

At this time more than 160,000 square kilometers deforested with the same purpose are abandoned and in the process of becoming deserts, meaning that this proposal is in the short-term interests of a few, & in the long term interests of none.

Please copy the text into a ‘new e-mail’ put your complete name in the list below, and send to everyone you know.

(DON’T JUST FORWARD IT - AS IT WILL THEN END UP WITH ROWS AND ROWS of ‘>‘s)

If you are the 400th person to sign please send a copy to:

fsaviolo@openlink.com.br

Thank you,

The list of some of the names from the USA

+++++++++++++++++++++++++++++

378 Erin Foti, USA

379 Cherry Vanilla, USA

380 Cherie Currie, USA

381 Robert Hays, USA

382 Bill Jongbloed, USA

383 Peter Brock, USA

384 Hal Crocker, USA

385 Bill Neely, USA

386 Paul A. Turco, USA

387 Walter R Haessner, USA

388 Elaine C Haessner, USA

389 Walter W Haessner, USA