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| weight =
| weight =
| wheelbase = 2950–4100 mm
| wheelbase = 2950–4100 mm
| predecessor = [[Mercedes-Benz L 319]]<br>[[Hanomag F-series]] (after 1973
| predecessor = [[Mercedes-Benz L 319]]<br>[[Hanomag F-series|Hanomag F series]] (after 1973
| successor = {{ubli|[[Mercedes-Benz Vario]]|[[Mercedes-Benz MB700|Mercedes-Benz MB700/MB800]]|Mercedes-Benz Accelo}}
| successor = {{ubli|[[Mercedes-Benz Vario]]|[[Mercedes-Benz MB700|Mercedes-Benz MB700/MB800]]|Mercedes-Benz Accelo}}
| sp = uk
| sp = uk

Revision as of 15:49, 27 January 2024

Mercedes-Benz T2
Mercedes-Benz 407 D double-cab truck (1967–1981)
Overview
ManufacturerDaimler-Benz
Production1967–1996
Assembly
Body and chassis
ClassLight commercial vehicle
Body styleVan, Truck, Minibus, Chassis
LayoutFront engine Rear wheel drive
Related
Dimensions
Wheelbase2950–4100 mm
Length5065–6996 mm
Width2100–2450 mm
Height2385–2750 mm
Chronology
PredecessorMercedes-Benz L 319
Hanomag F series (after 1973
Successor

The Mercedes-Benz T2 is a semi-bonneted light commercial vehicle that was manufactured by Daimler-Benz. The T2 is also known as the "Düsseldorf Transporter", since it was built in Düsseldorf from 1967 to 1991.[citation needed] The third generation, built from 1996 at Ludwigsfelde, was branded the Mercedes-Benz Vario.

In Argentina assembly started with the first generation L 608 D in 1969 and ended in 1990. In 1989, the new products are the L 710, L 914 and 814 with the LO variant (chassis bus). The production ceased in 1996. The Venezuelan version of the T2 was manufactured in Barcelona by the Grupo Consorcio 1390 S.A. (currently MMC Automotriz S.A.) as the Mercedes-Benz Class L3. The L3 was built from 1969 up to 1978, when the company was bought by the Ford Motor Company.

First generation (1967–1986)

T2 407D pre-facelift
T2 407D post-facelift
Mercedes-Benz L 608 D KAV (Type L 310) "wide-body" radioprotection fire engine

In 1967, the T2 was introduced as a successor to the L 319 / L 406 series. Production began with gross weights ranging from 3.5 to 4.6 tons (only slightly heavier than its predecessor), narrow bodies and gasoline and diesel engines derived from the contemporary passenger cars. But soon the line-up was extended by chassis with or without standard or double/crew cabs, longer wheel bases, wider bodies, higher roofs and larger engines. As a result, the first generation T2 ended up with the OM314 engine as the most popular choice and the OM352 as the most powerful engine for the heaviest versions with up to 6.8 tons gross weight. Several CKD assemblies existed (see infobox). In Brazil and some other South American countries it was equipped with a turbo diesel engine.

The T2 was offered as a panelled or glazed van, a more upscale minibus or a light duty truck with single or double cab. Drop-side or dumper beds, standard or insulated box bodies with or without freezer units were supplied ex factory while chassis trucks were available to third-party body builders for individual bodies. The T2s were popular for a wide range of applications such as goods distribution, parcel services (widely used by the Deutsche Post with sliding front doors on both sides), fire brigade and emergency rescue, military, police, landscaping and construction companies.

After the take over of Hanomag-Henschel in 1970/1971 a short lived rebadged Hanomag-Henschel version existed, only differing in the front radiator grille and headlights. In 1981, the T2 received a facelift, the most obvious difference was the new grille made of black plastic. In 1986, after 19 years of production, van and truck bodies were replaced by the second generation T2, buses continued in production for a little extra while. The total number of first generation T2s summed up to 496,447 units.

Second generation (1986–1996)

Shaftesbury & District Plaxton Beaver 1 bodied Mercedes-Benz 811D bus in Gillingham, Dorset
Mercedes-Benz 609D van

The second generation of the T2 was introduced in 1986, and was manufactured until 1996.[1] It was significantly upgraded, the bonnet having become longer and the design altogether more sharp-edged. The chassis sold in large numbers in the United Kingdom and Ireland during the minibus revolution. Variations included the 609D, 614D, 709D, 711D, 811D, 814D and 510 (petrol).[2]

The LO812 was sold in Australia from the early 1990s, Westbus purchasing 26 in 1992[3] and National Bus Company purchased 45 in 1994/95.[4] Various other operators would purchase smaller fleets.

The T2 was manufactured in Argentina until 1997, as the L 710[5] and the LO 915[6] chassis for minibus applications.

Replacement

In 1996, the T2 for people transport was replaced by the Mercedes-Benz Vario, whereas the T2 for freight and goods transport was replaced by the all-new Mercedes-Benz Sprinter. Visual differences between the Vario and its predecessors were quite small, but included new headlights and radiator grille: at the same time the interior was revised.[7]

ZIL-5301

ZIL-5301

The ZIL-5301 was a medium-duty truck produced by ZIL in Moscow, Russia from 1995 to 2014. The first prototypes were built in 1991. The truck used a modified version of the Mercedes-Benz T2 chassis, but had a new cab, partially derived by the one used in the larger ZIL-4331, and the gearbox from the ZIL-130. It was a three-ton truck, and was available in many body styles, including platform trucks, chassis cabs, and also as a van/minibus. As it was slightly smaller than the ZIL-4331, it was intended to compete with vehicles such as the GAZ-3310 Valdai. Over time, versions with higher payloads were also added, but sales did not improved, and with the gradual dissolution of the ZIL company, all production ended by 2014.[8][9]

The ZIL-5301 medium-duty truck was equipped with an automobile modification of the tractor 4-cylinder diesel engine D-245 (4750 cm³) of the Minsk Motor Plant (MMZ). For a decade and a half, this turbocharged diesel underwent several upgrades, thanks to which its power increased from 109 to 136 hp, and the environmental class was raised from Euro-0 to Euro-3 (Euro-4 was also assumed). The car was equipped with a 5-speed synchronized gearbox of the ZIL-130 truck, power steering and a 3-seater cab, derived by the one used in the 4331. Among the design features: hydraulic clutch and brakes (combined design - air presses on the fluid), hypoid final drive, front disc brakes, low-profile 406.4 mm wheels with tubeless tires, a low-mounted (loading height 1050 mm) metal cargo platform with an awning, a small turning radius (7 m). The maximum speed (according to the technical passport) was 95 km/h.

References

Notes

  1. ^ T2: a new generation Commercial Motor 5 July 1986
  2. ^ Mercedes announces record midibus sales Commercial Motor 20 October 1988
  3. ^ New South Wales Bus Operators and Fleet Listings. Sydney: Historic Commercial Vehicle Association. 1994. p. 120.
  4. ^ Ventura Group Australian Bus Fleet Lists
  5. ^ www.mercedes-benz.com.ar.truck Archived 14 April 2012 at the Wayback Machine Mercedes-Benz (Argentina) - Consulted el 4 April 2012
  6. ^ www.mercedes-benz.com.ar.bus Archived 9 April 2011 at the Wayback Machine Mercedes-Benz (Argentina) - Consulted el 4 April 2012
  7. ^ Vario replaces the T2 Commercial Motor 3 October 1996
  8. ^ "ЗИЛ-5301 «Бычок»: технические характеристики и особенности эксплуатации модели Источник". spez-tech.com. 17 November 2014. Retrieved 27 January 2024.
  9. ^ "ЗИЛ-5301". Traktor Book. 18 April 2015. Retrieved 27 January 2024.

Bibliography

  • Röcke, Matthias (2008). Mercedes-Benz Transporter: Postwar to Present Day. Königswinter, Germany: Heel Verlag. ISBN 9783868520682.
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