A Unimog is a Swiss Army knife on wheels: fit for any purpose
In the mid-1940s, a tractor was a farmer’s lot. Two-wheel drive and with an exposed and uncomfortable seat situated over the rear axle, they were rugged but slow, and if you wanted to carry anything, you needed a trailer too. German engineer Albert Friedrich’s original Unimog ‘70200’ tore up that rulebook.
The principles employed by Friedrich hold true today. The modern Unimog has a longitudinal engine up front, driving a 4WD system that uses portal axles just as the original did and locates its prop and half shafts within tubes to protect them from rock strikes and grime. This load stability is essential if there’s, say, 4000 litres of water back there, because the Unimog is popular with rural fire services. Some use 40-year-old examples and don’t necessarily want to change them: 80% of Unimogs are still in service. But, as one of the company’s engineers tells us, “40 years is 40 years”. Vehicles wear out.
A big steering wheel sits almost flat in front of the driver and there’s a typical Mercedes column stalk that handles indicators and wipers. A fat stalk on the right handles the gears and the pedals are big. Ride comfort, even on rough ground, is exceptional. With a heavy body, 70-profile tyres and a suspended seat, that’s maybe not surprising, but there’s a delightfully isolated lope to it. Rolls and dives a bit, obviously. The steering is slow and light but, being hydraulically assisted, also picks up on resistance from obstructions under the wheels so gives a brilliant impression of what’s going on underfoot.
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