The VIN is able to be linked back to the specific truck's data card on file (in theory) which could tell you how that specific truck was built. But... as with all things unimog, nothing is given, so you card may or may not still be on file. The mil-spec and big utility project builds were typically all built "the same" with only very minor variations so one "may" be just as good as another.

You cannot however just drop the vin into a web page and get an SA code dump... generally. sketchy russian pages claim they can. Your local MB dealer probably not. When I worked dealer we had a dinosaur computer that housed all the older vehicle data and magically had an entire MB Trac and MB Bus database, even the L trucks... but no unimog.

Scott at Expedition Imports can generally be very helpful with this process. Others on the board have some vestigial access to builds as well, Trevor comes to mind right off.

What options are you looking for in general? If this just a comparison tool, cost for value judgements etc?

 

The VIN is able to be linked back to the specific truck's data card on file (in theory) which could tell you how that specific truck was built. But... as with all things unimog, nothing is given, so you card may or may not still be on file. The mil-spec and big utility project builds were typically all built "the same" with only very minor variations so one "may" be just as good as another.

You cannot however just drop the vin into a web page and get an SA code dump... generally. sketchy russian pages claim they can. Your local MB dealer probably not. When I worked dealer we had a dinosaur computer that housed all the older vehicle data and magically had an entire MB Trac and MB Bus database, even the L trucks... but no unimog.

Scott at Expedition Imports can generally be very helpful with this process. Others on the board have some vestigial access to builds as well, Trevor comes to mind right off.

What options are you looking for in general? If this just a comparison tool, cost for value judgements etc?

Thanks! Yeah I have been looking for a mog for a couple months now and haven't had much luck here in the USA. There are tons of them overseas and most the listings are vague so I was hoping decoding the vin might help.

 

type your vin in the top right box on this page:

Mercedes-Benz Teilekatalog (Ersatzteile online)

mb-teilekatalog.info

you will get your simple datacard. The codes for the equipment list are on the bottom, you need a different list to decode what they mean. The items written in this data card next to the codes are not correct but the codes are.

 

You can find alot of the codes here---- Rocky Mountain Moggers - Unimog Option Codes --- Also contacting the museum can get you the data card ..technikberatung@unimog-museum.de

 

Off topic but does anyone know what tires/ wheels are on this mog?

 

Alliance 550

 

The center tread ‘squiggle’ looks a little different,
but I’m pretty sure they are Alliance tires.

 

Do you happen to know what size they are?

 

Looking at the tire size table, only one tire has a 55 MPH rating, and it is for a 16” rim. Everything else, including the 20” and 24” rim sizes, are rated to 40 MPH or less. OK if you are just farming around, but not so good for an all-rounder.

 

Actually, they probably are not Alliance tires - the center tread squiggle on the Yellow UNIMOG looks to match ‘competitor A’ in the last photo above.

So, I take it back, I don’t know what they are.

I have a number of photos of that yellow rig, but whether they show the brand of tire, I don’t know.

Size ? 24” rims I’d speculate.

 

I thought they might be a good multi use tire but with a low speed rating that makes it less useful. I am trying to find out what the largest tire that will fit without hacking up and metal.

 

My truck came with 14.00r20 tires on it. They are 49" tall. Cab clearance wasn't an issue with them, but they did grab the sway bars pretty hard at full turn. I switched to 14.5 r20 tires that are 44 inches tall. They seem to be a good size for what I'm doing. My truck doesn't have the power to turn the bigger tires. It drives much better with the new ones.

 

Horsepower and braking power should be considered when looking at large tires. U1300L Owners have mentioned degraded braking performance after going to the 395 XZL's, and getting them rolling up to speed also takes some effort. As mentioned, they will grab parts of the chassis at full lock, or approaching full lock.

There is a reason that there are 'Big Square Cabs', and 'Little Square Cabs'.

It all depends what you are doing with the truck. if you are just doing low-speed 'wheeling' with the UNIMOG, then tire compromises might not be as detrimental compared to a rig that you intend to drive on the highway a few hundred miles before you get to the 'wheeling' part.

Still, you'd never want tires that the brakes struggle to have full control over. 'Stops on a dime', vs 'Stops on a buck two fifty'...and lurches a bit while it is doing it.

 

Horsepower and braking power should be considered when looking at large tires. U1300L Owners have mentioned degraded braking performance after going to the 395 XZL's, and getting them rolling up to speed also takes some effort. As mentioned, they will grab parts of the chassis at full lock, or approaching full lock.

There is a reason that there are 'Big Square Cabs', and 'Little Square Cabs'.

It all depends what you are doing with the truck. if you are just doing low-speed 'wheeling' with the UNIMOG, then tire compromises might not be as detrimental compared to a rig that you intend to drive on the highway a few hundred miles before you get to the 'wheeling' part.

Still, you'd never want tires that the brakes struggle to have full control over. 'Stops on a dime', vs 'Stops on a buck two fifty'...and lurches a bit while it is doing it.

I own a small construction business and it seems like concrete trucks, utility trucks and delivery trucks are always getting stuck, sometimes pretty bad. My plan is to set the mog up with a couple nice winches so I can pull whatever is stuck out. Being able to drive the truck to the site instead of hooking up a truck, trailer and loading a machine to pull someone out. I have been looking for a heavy duty (ten lug wheels) so that when I add larger tires, winches etc. the mog can handle it. Its not something I will be taking down the highway on a daily basis. I appreciate your help as I am constantly learning something about the unimog.

 

It sounds like you are on the right track to me.

 

I have been on the hunt for a square body...

Not mine and I know nothing about it except that it has a large midmounted winch.
It comes up for sale every couple of years, and always with a higher price.

Today $21,000 USD

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Cheers Rolf

 

Der Konvoi beim Oldtimertreffen Altentreptow am 1. Mai 2018 Teil 2 - YouTube Yellow Mog @ 10:42

 

That thing is massive! That has to be lifted right?

 

Do the 16 R20 like the HEMTT uses fit? After looking through a bunch of pictures it looks like some people are using a 4 inch body lift and a 3inch spring lift to clear big tires...None of them actually said how big of tires.

 

The yellow DOKA might just be a U5000 on 24” rims and tall tires.

The earlier SBU’s had a factory option for an additional lift to clear larger tires.
The U2450L-38’s from Jurassic Park had that option.

 

Here is the Blue 'Jurassic Park - The Lost World' DOKA (U2450L-38) with the factory optional 'Oversized tires' lift, parked next to 'Big Red', a U2450L-38 without the option.

The tires on the blue one are Dunlop SP T9's in the 455/70R24 size.

 

Is the C12 option different than the 100mm cab lift some mogs have? Does someone make an aftermarket 24inch wheel for the mog?

 

The 4" lift (100mm) was also factory option, that came about when the high power (up to 240HP) intercooled AG UNIMOGs appeared. These engines needed better cooling, which required a taller radiator, which required the cab lift.
The C12 option is something different.

The radiator and intercooler are both larger than on the non-lifted cabs. This option first appeared with AG-specific UNIMOGs, but was then offered for certain UNIMOGs. The photos below show two different types of U1650's - a raised cab version with the hi-po engine, and a regular one with the lower 'normal' power rating.

The Later UHN and UHE have the lifted cab as a matter of course - there are no more regular height cabs, they are all raised, which makes them 'Regular raised cabs' or something.

The visual clue from the outside is the lowered turn indicators on the front fenders. The clue inside is that the shifter plate (or console) sits in a 4" deep well, as it remains were it was, and the cab was raised around it.

Of course, owners have made their own 100mm lifts in various ways.

24" factory wheels are out there, but I'd imagine that various custom wheel builders could also crank them out.

 

 

Do the raised ones all have the forward slanted grill? My guess is for the intercooler?

 

These look pretty big:

 

These look pretty big:
View attachment 2812226

Yes they do. The spare on the front looks much taller than the ones on the mog.

 

The Fiberglass grill was an option - it allowed the intercooler to move away from the radiator to the centerline. Restricting the airflow to the radiator and then heating the airflow by processing it through the intercooler was not the most efficient set-up.

There are also plenty of UNIMOGs out there with the same grill, but with the intercooler still in front of the radiator...so it must be efficient enough, if not ideal.

There are also raised cabs with a taller version of the steel grill, which also have the intercooler in front of the radiator.

 

I'm purchasing a 1977 Unimog 416 from a guy in Sweden and shipping it back to the U.S. I can't find any additional info on the car online. Can anybody help me decode this VIN? 41616310021169