Help needed to ship U1300 Germany>Canada - Page 4 - Mercedes-Benz Forum
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post #31 of 44 (permalink) Old 04-29-2019, 09:05 PM
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Vehicle: 1988 U1300L RW1 Working gears Mogauspuf Dual Tanks Other Goodies 91 F250 HD 4x4
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Quote:
Originally Posted by ACAD_Cowboy View Post
I think what photobldr means is that for all the work and concise wording the deck apes probably won’t read it as much as we hope.
Precisely
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post #32 of 44 (permalink) Old 04-30-2019, 04:14 AM
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The suggestion to write simple and clearly visible operating instructions inside the cab is sage advice. When I picked up my 1350L at the Port of Halifax it took upwards of 45 minutes for the truck to appear once the paper had been cleared and it was 'sent for'. I wasn't permitted inside the gate for safety/insurance reasons. Now I think I understand why....between the battery disconnect, the air, and the multiple levers I can imagine the ham fisting that was going on inside the cab in an effort to get it started/moving.
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post #33 of 44 (permalink) Old 04-30-2019, 08:19 AM Thread Starter
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I updated my instructions. Anything missing?
Question: I dont remember, does (F) Forward/Reverse transmission even have a Neutral?
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post #34 of 44 (permalink) Old 04-30-2019, 09:17 AM
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No neutral on mine - just Forward & Reverse


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post #35 of 44 (permalink) Old 04-30-2019, 10:58 AM
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On mine, Neutral is just half way between F/R, straight up, but there is not a detent or anything.

It can be handy as another bit of confusion to add to the 'Anti-Theft' system on the UNIMOG. Basically, leave it in neutral, and it just adds to the number of things to get right before you can drive it off. i rarely do that, but in certain
circumstances I would.

As a practical matter, the Neutral position can be useful when you are sitting in the truck at idle for whatever reason, and it is rattling away, with the noise and vibrations coming up through the central shift plate. By putting this lever in neutral, that rattle stops and the cab becomes more inhabitable.
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post #36 of 44 (permalink) Old 04-30-2019, 12:02 PM
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Might be a quirk of my 1300L but the exhaust brake heel button (item A on page 3) won't shut off the engine unless the throttle handle next to the doghouse (by your right knee) is all of the way up.
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post #37 of 44 (permalink) Old 04-30-2019, 02:09 PM Thread Starter
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Hi Guys, I may be getting way too detailed here but I revised my some instructions yet again (thank God I am fairly proficient in PowerPoint).
I will be putting labels on all levers and lights and have my instructions mirror those.
You'll also notice that I instruct the loading driver leave the F in Forward so that the unloading driver does not get in trouble!!
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post #38 of 44 (permalink) Old 04-30-2019, 04:03 PM
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Quote:
Originally Posted by Silver Baron View Post
Hi Guys, I may be getting way too detailed here but I revised my some instructions yet again (thank God I am fairly proficient in PowerPoint).
I will be putting labels on all levers and lights and have my instructions mirror those.
You'll also notice that I instruct the loading driver leave the F in Forward so that the unloading driver does not get in trouble!!
Well, I saw the earlier comments, and had a notion to put out some more blah, blah, blah. This post has moved me to actually do so.

Background: I suspect I am the most recent US import, at least of a fire Mog. I also had mine come in RoRo on WW. I also am an old curmudgeon, with years of time spent around construction workers (land-based equivalent of "deck apes"). My truck arrived safe, sound, undamaged, with no evidence that the WW or terminal drivers had had any issues. I however, was the doofus that couldn't operate my own truck, when I was escorted (required, paid for by me: it's a security issue) to it. Lucky for me, my buddy and chase driver is good with Google. Learned all about parking brake, engine shutoff, etc. in real time.

Given my fairly recent experience, if I had the software and the proficiency to use it, and a working knowledge of German (lacking on all counts), I would modify Silver Baron's instructions more or less as follows:

First, I would have the exporter verify battery condition. Then I would have him tape the 4WD/ air locker in 2WD. I would have him deliver to the Port of Lading and leave in F/ 3rd gear/ parking brake on, and battery on.

On the instruction sheet (I'd try for one comprehensive page, maybe laminated, with a hang tag), I would do bare-bones, something like this, with the labeled pictures:

STARTING / DRIVING

a) Ignition on, engage starter (if this truck has a starter lockout after first failed try, then explain that: turn key off, then re-engage starter)
b) Allow engine to run until red warning light goes off
c) Pull lever P UP and then Forward to release parking brake (you got it better 2nd time in writeup)
d) Select gear with G and forward / reverse with F
(I would not get into the concept of "neutral", because their is no actual detent point. There is a point where neither gear is engaged, but blah, blah: you get the idea-don't complicate it)

e) if no response to ignition, check inside battery box for main disconnect "ON"

PARKING / SHUTOFF

a) apply parking brake, pull back on lever P
b) put gear lever G in neutral
c) verify hand throttle is all the way UP
d) turn off ignition key and push down on exhaust brake A-engine until engine stops.
e) engage gear lever in 1-2

Ed. Note: here I would decide if I really wanted to get into the weeds with disconnecting main battery switch. In my RW1, it is a bold red handle by the park brake: easy to see, reference and get someone to use. Far as I know, my truck sat on the ship and at POE for 35 days, and started instantly when I turned the key. Bear in mind, some ports of call have only 6-8 hours to do EVERYTHING. Don't expect anyone to fuss over your precious truck for hours. Watch the documentary in the link I posted earlier. And don't fret; these loader guys are super-professional, despite all the gibes we've been throwing at them. Watch, just to see them load $4 million MacLarens (6 inches apart).

Ed Note 2: If you are planning on omitting the page on tie-down pages, that is probably okay. The most I would include is a sheet showing No Over-Axle Tiedowns, PLEASE! I can almost guarantee that the loaders will do what they are trained and required to do, your desires not withstanding. A lot of fussing by you is likely to be totally ignored. My take is that on WW, the tie downs must cross, within the footprint of the vehicle itself. No spread-eagling on deck allowed. Further, the driver (glancing at your sheet) hops out, and the deck crew comes along shortly. What I WOULD do, is have the exporter put shackles on the frame points, if they have been removed.

Ed Note 3: The above covers what were problems for me, as a novice owner and first time driver (literally- sum total of my prior Mog experience was sitting in one for ten minutes). As I said initially, I would keep this to the essentials, and no more. The labeled photos are excellent. My experience with telling (construction) people that they have the following options is that I get the worst mish-mash combo response / result possible. Therefore I try not to give options: I am thinking battery box, park routine, etc. Basically, I don't think the terminal drivers spend a lot of time looking for ways to complicate their life.

Ed Note 4: If you think you need battery disconnect OFF for the voyage, you should add that. For the few days it will sit at the terminal at either end, I would not complicate things.

Last edited by photobldr; 04-30-2019 at 05:05 PM. Reason: Added a bit of text, to clarify
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post #39 of 44 (permalink) Old 04-30-2019, 07:13 PM Thread Starter
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Thanks to photobldr I shortened my instuctions further.
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post #40 of 44 (permalink) Old 05-01-2019, 06:41 AM
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Quote:
Originally Posted by Silver Baron View Post
Thanks to photobldr I shortened my instuctions further.
Excellent. Much more concise and to the vital points. Far more likely to be read and followed. I still would advise a few things:

1) I always set the parking brake FIRST. Avoids unwanted excitement (like rolling), while killing the engine. Remember, you are in neutral. In my mind, one of the objects here of setting the parking, is that the next terminal driver can't move before air pressure has built up.

2) put in the "verify hand throttle all the way UP" in SHUTOFF. If someone sets it for a fast idle (as I do regularly, don't need foot on the pedal while air pressure coming up), it is likely that the exhaust brake will NOT be able to fully release the IP. And the engine merrily DIESELS along.

3) I'd probably put the tiedown warning as just the NO OVER AXLES PLEASE, and do that as a sheet that was taped to the front bumper, where the tie down crew can't miss it. Laminate or put in Ziplock baggie. And I would avoid telling them HOW to do their job; their work rules and their paycheck are more important to them. Telling them how to lash is telling them they are idiots; probably will not be well received.
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