The company Boehringer has now again permitted to construct heavy machinery is returned to their teaditional product line. It has done a lot for the start of a Unimog production, but for the emerging larger series Mercedes is the more suitable manufacturer. In addition, the supply with diesel engines is automatically secured.
Most importantly, in addition to the significantly reduced production by foreign suppliers is also the existing sales organization of Mercedes, especially when one considers the export. Also increased the flexibility of the Unimog by such a large manufacturer. To date more than 1000 different attachment variations are tested, respectively today still used.
Manufactured in Gaggenau, where do also the trucks, the only logical for the similarity in chassis. In 1953, as part of the further development is created the fully enclosed and clearly more rounded cab. And in 1958, the Unimog will be more similar a truck in its variant with longer wheelbase and greater cabin.
But not only the agriculture is interested in the vehicle and it receives many awards, but also the military. This requires larger engines with six cylinders instead of four and from 1964 with the very important direct injection. With the rich variety also raise the production figures on a total of 50.000 1961 and 100.000 1966.
Meanwhile, other authorities added as a user, e.g. the Federal Border Guard and also local authorities. Think only to the road maintenance in the summer and snow removal in winter. There are even pictures of recent times, where the Unimog not only occurs as a rail vehicle but even as a kind of passenger or goods train and a marshalling yard vehicle for large jet airplanes.
One can see the advantages of production the clearest at Mercedes in the development of the purchase price. Due to extensiveproduction methods, the price of 13,800 DM at Böhringer has been not cost covering. After switching to DB, he increasesonly marginally, but already contains a lot of additional aggregates, and then after complete changeover to favorable production to decrease by about a quarter. Obviously, the successful transfer of production to DB is also indebted to certain persons. These include probably the 1948 employed again Wilhelm Haspel and Dr. Fritz Nallinger, as the Head of Development accompanied more than positive the further production of the Unimog. The Unimog is a rare example in automotive engineering for a takeover and consequent continuation of of a product.