Mercedes-Benz Vario large-capacity van: robust and resilient
The design of the Mercedes-Benz Vario large-capacity van, with the short nose of the van and the extremely robust ladder-type frame of the truck – brings together two very different worlds. It is characterised by its legendary, almost indestructible engineering with ladder frame, rigid axles with parabolic springs and rugged BlueTec engines that incorporate the finest truck technology and have the load-bearing capability to match. The Vario has really got what it takes, and yet at the same time it is also surprisingly manoeuvrable. All these qualities make it the perfect vehicle for use away from metalled roads in the form of the Vario 4×4 with all-wheel drive.

Great versatility and high payload as all-wheel-drive model, too
With around 60 different variants available, the Vario offers tremendous versatility. Its high payload is second to none. A chassis that has a load-carrying capacity of up to 4550 kg (3950 kg with all-wheel drive; at 8.2 t GVW even 4650 kg) makes the Vario eminently suitable for carrying special bodies. The Vario 4×4 with factory-fitted tipper body can carry a payload of up to 3.1 t.

The Vario thus casts classic trucks in the 7.5 t category into the shade. Thanks to its high permissible axle loads, the Vario does also not capitulate when confronted with extra-heavy loads when working off public roads.

The tremendous traction of this large-capacity van is also very convincing. Indeed, it has a towing capacity of up to 7.5 t. The maximum weight for truck and trailer is 15 t (Vario 4×4: 13 t), making the Vario ideal for transporting construction machinery on low loaders. Depending on the specific application, it can be fitted ex works with the appropriate equipment. It is thus also available with either a ball hitch and/or jaw-type coupling (Vario 4×4: ball hitch retrofitted by company sales and service outlet).

Spacious cab, excellent range of individualisation options
A glance at the list of optional extras certainly reveals the Vario’s very individualistic character. Examples include reinforced springs or reinforced stabilisers on both axles for the Vario 4×2 (standard on the 4×4). The hot-water auxiliary heating system, available in two different versions, or a hot-air heating system, help to keep the cab at a comfortable temperature even when it’s cold outside – after all, the Vario 4×4 is very often where the whole gang gathers during breaks.

Gangs such as this are well looked after in the Vario. The high and broad cab is exceptionally spacious, offering a two-seater front-passenger seat as standard. The Vario with double cab proves itself to be a real crewbus: the bench seat in the second row is wide enough for four, with stowage space underneath it for all sorts of tools and materials. Another big plus of the cab is the good visibility it offers, thanks to its large windows and essentially box-shaped body – an advantage that should be not be underestimated, in off-road operations as well.

Powerful, economical and durable engines
Nor do the powerful engines of the Vario take it amiss when they’re pushed hard. The four-cylinder turbodiesel with economical and clean BlueTec technology meets the Euro 5 emission level. It is available in three output categories, ranging from 95 kW (129 hp) to 130 kW (177 hp), and offers a choice of 5 different final-drive ratios.

Vario 4×4: the large-capacity van for tough conditions
The Vario is well prepared to operate off the beaten track anyway. But it’s also capable of far more if needed: as an alternative to rear-wheel drive, Mercedes-Benz can also supply the large-capacity van as a Vario 4×4, with permanent all-wheel drive and additional selectable reduction gear. With this technology – in this case the otherwise optional differential lock and the lock on the interaxle differential come as standard – the Vario 4×4 meets the most exacting requirements in terms of pulling power and traction. The model designations of the all-wheel drive versions are differentiated by the addition of the letter “A” (813 DA/816 DA/818 DA).

The front axle, as well as the twin-wheel rear axle, is driven by a Mercedes-Benz VG 500 triple-shaft transfer case, also built in-house. The torque ratio between the front and rear axles is fixed at 28:72 %. The driver can select the low-range gearbox by pressing a rocker switch on the dashboard. The speed in the individual gears, at 1:1.67, is reduced by 40% and the pulling power thus increased by the same proportion.

In difficult road conditions or in off-road operations, the driver of a Vario 4×4 can increase traction still further with the help of differential locks. The standard specification of the Vario 4×4 includes two locks. The lockable longitudinal differential has the effect of creating a rigid through-drive to the front and rear axles, so ensuring the maximum possible driving power at all times. The mechanical differential lock on the rear axle, which also comes as standard, has a locking effect of 100% that enables forward momentum to be increased still further. The locks are activated one after another using rocker switches on the dashboard.

The equipment on the all-wheel-drive versions of the Vario is modified by Mercedes-Benz. Stabilisers on both front and rear axles come as standard, as do special tyres in size 215/75 R 17.5 for the 4250 mm-wheelbase chassis and the panel van. The chassis and tipper on the 3700 mm wheelbase actually run on tyre size 9.5 R 17.5. Tyres like this mean that the ground clearance at the rear axle rises by about 40 mm to 216 mm. Reinforced parabolic springs on the front and rear axles are just as much part of the standard specification of the Vario 4×4 as is a reinforced stabiliser at the front.

On the Vario 4×4 it is furthermore possible to deactivate the ABS anti-lock braking system. This brings the advantage that in slow operations using snow chains, in deep snow, or on sand or gravel, the locked wheels can dig in when the brakes are fully applied, so shortening the braking distance.

Slope climbing ability of around 70%, depending on the engine, when fully laden and in solo operation, is further evidence of the Vario’s excellent pulling power.

Since the Vario has a high payload from the outset, despite the solidity of its chassis design, it has no problem at all in coping with the additional 400 kg of weight of the all-wheel drive technology. Even with all-wheel drive, its payload exceeds the additional load that can normally be carried by conventionally powered 7.5-tonne vehicles. The Vario 4×4 is only available in the version with a gross vehicle weight of 7.5 t.

Powerful, economical and durable engines
Their excellent traction makes the powerful BlueTec engines in the Vario predestined for use off road. The four-cylinder units of the OM 904 LA engine series, with a displacement of 4.25 l, meet emission level Euro 5. The engine is available in three output categories, ranging from 95 kW (129 hp) through 115 kW (156 hp) to 130 kW (177 hp).

Their maximum torque of 500 Nm, 610 Nm and 675 Nm is impressive. The rated engine speed of 2200 rpm in each case, coupled with the availability of maximum torque in the 1200-1600 rpm range, results in a very broad usable engine speed range. This is especially important in off-road driving operations, where every interruption to tractive power is unwelcome, since it brings with it the risk of becoming stuck.

The maximum torque of the sturdy three-valve engines, with their direct injection, charge-air cooling and exhaust gas turbochargers, is also available in each case in the 1200-1600 rpm range. This reduces shift changes and again limits interruptions to tractive power – important on rugged or slippery terrain. These robust engines are renowned for their undemanding nature and longevity – they can always be relied on, however tough the conditions. The injection process is controlled cylinder by cylinder via unit pumps – a system that has already been proven over many years in heavy-duty truck engines.

The engines in the Vario 4×4 feature Mercedes-Benz’s BlueTec engine technology with SCR (selective catalytic reduction), a combination that has aleady been tried and tested many thousands of times over in both trucks and buses. In this cleaning process, synthetic urea (which goes under the trade name of AdBlue) is injected into the exhaust gases. Harmful nitrogen oxides are converted in the downstream SCR catalytic converter into the harmless elements of nitrogen and water. Exhaust gas aftertreatment optimises the combustion process in the engine, so reducing fuel consumption as well as particulate emissions.

Power transfer in all cases comes courtesy of a manually operated six-speed transmission with floor shift. Its broad gear range delivers good traction when pulling away as well as fuel-efficient low revs at higher speeds. The fuel tank has a capacity of 90 l, so giving the engines a good range even when working under difficult conditions.

Different versions for broad range of applications
The Vario 4×4 is available ex works in numerous different versions. Three engine variants, from 95 kW (129 hp) to 130 kW (177 hp), and two wheelbase lengths, 3700 and 4250 mm, form the basis of the range.
Something of a rarity in this weight class is the panel van. With a wheelbase of 3700 mm and the standard-height roof (interior standing height 1785 mm), it has a load capacity of 13.3 m³. When supplied with the longer wheelbase, 4250 mm, the panel van also features a high roof with an interior standing height of 1930 mm in the load compartment. This takes its load capacity up to a formidable 17.4 m³.

The Vario 4×4 pick-up and tipper models are only available with the 3700 mm wheelbase. The loading platform here is 4000 x 2200 mm (with short cab). The chassis with driver’s cab is available in both wheelbase lengths, its ladder-frame design and high payload making it the perfect basis for many different types of body.
In addition, the open models of the Vario 4×4 are available in a double-cab version with up to seven seats. Accordingly, a passenger cabin is included in the range for the panel van. If you consider all the different bodies, cabs and engine variants, you will find there are more than 30 different permutations for the Vario with all-wheel drive.

Mercedes-Benz is broadening the scope of the Vario 4×4 with a “Mercedes-Benz VanSolution” programme. This includes, for example, three-way tippers from Meiller, available with either single or double cab. The Schutz bodybuilding company can provide special accessories for the basic drop-side body, such as ladder racks, stowage boxes and aluminium-reinforced tailboards.

The Vario 4×4: all-wheel drive large-capacity van – made to measure
From the outset, the Mercedes-Benz Vario 4×4 is equipped to be robust and functional – ideal for the uses to which it is typically put. With a range of special optional equipment items, it can then be transformed into an all-wheel-drive large-capacity van tailor-made to suit its customer.

Reinforced parabolic springs and a reinforced stabiliser on the rear axle improve the Vario’s load-bearing capability and make its handling even more stable, even under the toughest operating conditions. Power take-offs to the left of the through-drive countershaft are used to drive auxiliary components. The use of jaw-type couplings, of which two different makes are available, transforms the Vario 4×4 into a professional tractor unit.

Fuel-fired hot-water auxiliary heating systems – available in two power categories – keep the cabin warm during breaks. Further convenience options such as air conditioning, electric controls for side windows and exterior mirrors, a roof hatch or a hydraulic or air-sprung driver’s seat, serve to enhance the sense of well-being.

Source: Daimler AG

The Vario will also continue to be produced in the Ludwigsfelde plant beyond 2013. The long-standing market success of the Vario in the high-capacity van segment is testimony to the sound investment in the vehicle and in the Ludwigsfelde plant near Berlin. The largest member of the Mercedes-Benz van product family not only combines the high load capacity of a ‘light truck’ with the agile handling characteristics of a van, but offers an equally compelling proposition with its sophisticated product quality, reliability and unrivalled combination and special-purpose body options.

Thanks to its front engine, the Vario – unlike its ‘light truck’ counterparts – does not need a tilting cab, making it ideally suited to the van concept. The driver enjoys the benefit of convenient access from the cab to the rear section of the vehicle. As a result, the Vario can be used for applications such as parcel-delivery services, as an emergency ambulance or camper van.

The low loading sill and the high payload, in particular, also make the vehicle ideally suited to applications in the heavy-duty distribution segment.

All in all, the Vario is the ideal tool for tomorrow’s challenges – even as it moves into its 15th year of production – thanks to its customised, flexible body options which are tailored precisely to customer requirements.

Source: Daimler AG

The Vario (formerly T2 and now with an upgraded exterior) defined its sphere of operation as the broad field between 4.8 and 7.5 tonnes gross vehicle weight. The model range now extended from the 507 D to the heavyweight 811 D. More spectacular than the touch-up work to the sheet metal and interior, however, was what happened under the small bonnet of the Vario. A representative of the new 900 series now did service there, superseding the highly respected and regularly updated pair of veterans, the OM 364 and OM 366.

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Premiere of the 900 engines in the van
The 900 series engines were all-new developments that had recently been premiered in the light-duty class. The engine used three valves per cylinder for breathing: two were intake valves, the third an exhaust valve. Individual pumps per cylinder drove the diesel fuel, metered with extreme precision, into the combustion chambers at high pressure, atomising the fuel with a maximum pressure of 1600 bar. An additional constantly open throttle valve (the 400 series engines stood model) was an option available to beef up the engine brake. And the engine management system made use of advanced electronics. From the outset these engines were prepared for the Euro 3 emission standard coming in 2000.

These engines were based on a modular system that gave rise to a four-cylinder with 4.25 litres and a six-cylinder with 6.4 litres displacement. In relation to displacement, their torque was remarkable. Outputs ranged from 90 to 205 kW. Christened “Eco Power” engines, these power plants were designed both for high mileage and long maintenance intervals. An all-electronic monitoring system prevented engine overload.
The 2.9-litre diesel with direct injection and charge air cooling (OM 602 LA) already had proven itself in the Vario’s little brother, the Sprinter. The five-cylinder with a rated output of 90 kW at 3800 rpm and peak torque of 280 Nm at 2000-2300 rpm impressed with high torque, economical operation, low pollutant emissions, very smooth running characteristics, and low noise generation. A distributor pump handled the supply of diesel fuel.

The internally ventilated disc brakes on all four wheels were a boon to active safety. A hydraulic dual-circuit brake system with vacuum assist was the production configuration; for the 612 D model upwards, an air/hydraulic brake system was available. A compressed-air spring brake served as parking brake.

All-wheel drive not long in coming
Shortly after the Vario was launched, Mercedes-Benz presented the large-capacity van also in an all-wheel-drive version (814 DA). As it is, the Vario was improved upon several times during its career. Through load uprating and load derating it covered a gross weight span from 4.8 to 8.2 tonnes. In 1998 all models were fitted with ABS and the output of the most powerful engine changed to 112 kW. From autumn 2000 the Vario was available with engines built to satisfy the Euro 3 emissions standard. The compact five-cylinder was dropped, replaced by an 85 kW variant of the big four-cylinder. Two years later the output range was reshuffled and featured engines with 100 kW, 110 kW and 130 kW, the most powerful of these being combined with a six-speed manual transmission as standard.

The Vario got its last spate of innovations for the time being at the 2006 International Commercial Vehicle Show (IAA): BlueTEC diesel engines with SCR technology to enable it to comply with the Euro 4 emissions standard. The engine outputs are now 95 kW, 115 kW and 130 kW. All Vario models now have a six-speed manual transmission as standard and can be optionally equipped with a five-speed automatic transmission with torque converter. New trim panels enhance the interior of the cab.

Source: Daimler AG

Extreme gradients, rough terrain, badly eroded tracks, saturated fields, ice and snow are just some of the obstacles that have to be overcome. Outstanding traction is indispensable in such cases. This is where the Mercedes-Benz Sprinter 4×4, Vario 4×4 and Vito 4×4 came into their own. No other van manufacturer produced such a wide range. Private purchasers also benefited, for example, if they were looking for a camper offering particularly high traction.

Sprinter 4×4: the van for everyone, thanks to numerous variants
A former military training area not far from Berlin provided the venue. In spring 1997 Mercedes-Benz had given motoring experts an off-road demonstration of an all-wheel drive van. The Sprinter, which had been introduced for the first time just two years previously, was then able to display its outstanding ability to cope with rough terrain. Its predecessor model, the T1, also known as the “Bremer” because it had originally been manufactured in Bremen, had already been skilfully converted from a classical rear-wheel-drive vehicle to an all-wheel drive van with particularly strong traction. The preferred solution for these individually produced vehicles was the immaculate all-wheel technology employed in the legendary Mercedes-Benz G-Class. But this saw the introduction for the first time of a professionally developed factory design.

The Sprinter fitted the bill perfectly: rear-wheel drive, a turbodiesel producing for its time an amazingly powerful 122 hp (90 kW), plus a very extensive range of models. All in all, an outstanding basis for a 4×4 van, which was quite deliberately not a replacement for an off-road vehicle but which could be a tremendous aid to professional users in all sorts of situations.

All-wheel drive, manually selectable up to 20 km/h
The central feature of this version was the re-designed all-wheel drive which, at the touch of a button, could be manually selected and deselected while driving at speeds up to 20 km/h. With front axle drive selected, the torque was distributed in a 50:50 ratio between front and rear axle. For safety reasons, the front wheel drive automatically deactivated when the engine was switched off. As a consequence, the Sprinter 4×4 could never inadvertently be started up with front-wheel drive selected, even if the selector switch was set to “all-wheel”.

Extra weight amounts to around just 130 kilograms
The additional components for the 4×4 drive weighed around 130 kilograms, a favourable figure compared with the permissible gross weight of a full-size van. Installing the additional components also raised the ride height at the front axle by 110 millimetres and by 80 millimetres at the rear axle. Modifying the front axle reduced the steering angle from 46 to 36 degrees, producing a larger turning circle.

The exemplary safety engineering features were already typical of the Sprinter by this time; it was the first van of its class to be equipped as standard with an anti-lock brake system and disk brakes all round. Selecting front-wheel drive automatically switched off the ABS functions; they would be re-activated in the same way by reverting to 4×2 drive mode.

Optional manually selectable gear ratio
Depending on the variant, the angle of approach ranged from 31 to 35 degrees. The ramp angle, depending on the wheelbase, measured between 20 and 26 degrees. The first generation Sprinter 4×4 was able to satisfy particularly demanding traction requirements by an optionally available, manually selectable transfer box gear ratio of 1:1.4. A manually selectable differential lock on the rear axle was also available as an optional extra; the longest wheelbase variant was equipped with this as standard. All the all-wheel drive components were housed within the floor assembly, providing them with maximum protection against external damage.

An extensive model range to satisfy the most varied requirements
An extensive model range was typical of the Sprinter, and essential for professional use in the 4×4 segment. One Sprinter version, for example, was powered by a five-cylinder diesel engine, capable of delivering 122 hp (90 kW) from a cubic capacity of 2.9 litres and achieving a high maximum torque of 280 Newton metres – an important tractive power bonus, particularly off-road. An alternative was provided by a 143 hp (105 kW) four-cylinder gasoline engine, producing torque of 210 Newton metres from a cubic capacity of 2.3 litres. The range was later complemented by a 100 hp (74 kW) five-cylinder turbodiesel engine.

Power transmission was achieved by either a mechanical five-speed manual transmission or a fully automatic transmission. A choice of up to four axle ratios was available for all versions.

The vans were available as cargo vans, crew buses (either normal or high roof versions), as platform trucks, stripped chassis or double cab in any of three wheelbases and, as required, with a permissible gross weight of either 3.5 or 4.6 tonnes.

The Sprinter with permanent all-wheel drive follows in 1999
One year after introducing the Sprinter 4×4, Mercedes-Benz extended the range by adding a variant with permanent 4×4 drive. This variant’s power distribution between front and rear axle was in the ratio 35:65.

In the following years the Sprinter 4×4, like its sister models with rear-wheel drive, benefited from continuous and extensive product enhancements. Particular examples were the introduction in spring 2000 of powerful and fuel-efficient CDI diesel engines with ratings of up to 156 hp (115 kW) and producing 330 Newton metres of torque. As well as receiving a visual makeover, the Sprinter was also given a new cockpit and a joystick gearshift – to save space; the gearshift lever was moved to the instrument panel for easy reach.

The automated six-gear “Sprintshift” transmission replaced the optional automatic transmission. And, at the same time, the differential lock on the rear axle in conjunction with all-wheel drive became standard equipment for all models. Another model refinement in 2000 was further development of the automatic brake differential (ABD) to produce a fully-fledged traction control system (TCS). Two years later, Mercedes-Benz introduced the ESP® Electronic Stability Program. In 2000, the Sprinter with all-wheel drive demonstrated its abilities when it was used as the support vehicle for Hubert Schwarz, the ultra-distance sports cyclist. The Sprinter 4×4 accompanied him on his cycle journey around the world.

The new 2007 model Sprinter 4×4
After eleven years and with well over a million vehicles produced, the successful earlier model was replaced by a new Sprinter in spring 2006. That same year, a prototype version with all-wheel drive was shown at the 2006 International Commercial Vehicle Show. It was launched on the market in spring 2007. The new model offered permanent all-wheel drive which, under normal driving conditions, distributed power in the ratio of 35:65 between the front and rear axles.

4×4 and 4ETS: a unique world-beating combination
Instead of mechanical differential locks, the all-wheel drive now operated with the 4ETS Electronic Traction System. This system automatically and individually applied braking force at short intervals to any one or more wheels that lost traction. At the same time, the drive torque was transferred to any wheel or wheels still having sufficient grip. With the new Sprinter 4×4, the all-wheel drive operated even more effectively because 4ETS was integrated into the standard ESP® and specially adapted to the all-wheel drive. The effect of the interaction between 4×4 and ESP® was that the vehicle could be controlled with supreme ease at all times within its physical limits and kept safely on course.

Like its predecessor, the Sprinter was raised by 110 millimetres at the front and by 80 millimetres at the rear. Depending on the model, the angle of approach was 27 to 28 degrees; and the angle of departure of the closed body variants between 12 and 27 degrees. Compared with the conventionally powered model, its ability to cope with steep gradients improved by up to 20 percent. At a maximum speed of 20 km/h, its fording depth was 620 millimetres. The additional weight of the all-wheel drive was limited to between 115 and 135 kilograms, depending on the model.Instead of mechanical differential locks, the all-wheel drive now operated with the 4ETS Electronic Traction System. This system automatically and individually applied braking force at short intervals to any one or more wheels that lost traction. At the same time, the drive torque was transferred to any wheel or wheels still having sufficient grip. With the new Sprinter 4×4, the all-wheel drive operated even more effectively because 4ETS was integrated into the standard ESP® and specially adapted to the all-wheel drive. The effect of the interaction between 4×4 and ESP® was that the vehicle could be controlled with supreme ease at all times within its physical limits and kept safely on course.
Like its predecessor, the Sprinter was raised by 110 millimetres at the front and by 80 millimetres at the rear. Depending on the model, the angle of approach was 27 to 28 degrees; and the angle of departure of the closed body variants between 12 and 27 degrees. Compared with the conventionally powered model, its ability to cope with steep gradients improved by up to 20 percent. At a maximum speed of 20 km/h, its fording depth was 620 millimetres. The additional weight of the all-wheel drive was limited to between 115 and 135 kilograms, depending on the model.

Sprinter 4×4: more choice than ever before
The Sprinter 4×4 was available in numerous bodywork, length and weight variants. In practice, this meant a choice of three wheelbases, four body lengths and three roof heights, and of permissible gross weights between 3.5 and 5.0 tonnes. Propulsive power was delivered by four-cylinder and six-cylinder CDI engines with power ratings of 109 hp (80 kW), 150 hp (110 kW) and 184 hp (135 kW). There was a choice between the standard six-gear manual transmission and a five-gear torque-converter transmission, plus various axle ratios so that the vehicle could be perfectly tailored to individual operating conditions. Like its predecessor, the Sprinter 4×4 would also be available later on with a manually selectable all-wheel drive and a similarly manually selectable 1:1.4 reduction for particularly demanding working conditions.

The Sprinter 4×4 also benefited overall from the van’s model change. Large 16-inch wheels increased both traction and ground clearance; they also provided space for a particularly lavishly sized braking system. The new cockpit gave both driver and assistant driver more room, and its exemplary ergonomic design and generous stowage facilities were highly attractive features. The safety equipment was unrivalled. In addition to the anti-lock brake system and individual airbags, at its core was the Adaptive ESP®, the latest generation Electronic Stability Program with load distribution and centre of gravity recognition.

T2 and Vario 4×4: the all-wheel drive for professionals
Over many years, Mercedes-Benz large-capacity vans have earned a unique reputation. They are the number one choice of the construction industry, the rescue services and council workers and of skilled tradesmen, whenever they are looking for a sturdy van, easy to operate and with a high payload in the region of up to 7.5 tonnes gross weight. They also offer a suitable and serviceable basis for midi buses and special bodies.

An all-wheel drive, of the sort which Mercedes-Benz has been supplying for many years, fits easily into this framework. Whereas all-wheel drive on the lighter Sprinter will largely be called upon to occasionally improve its traction, the Vario and its predecessor, the T2 model series, is used by a wide circle of customers in the commercial and municipal sector who frequently need all-wheel drive.

Permanent all-wheel drive part of the range since 1991
The all-wheel era began in 1991 with the 814 DA model of the T2. This sturdy, large-capacity van was equipped with permanent all-wheel drive, with short axle ratios to increase tractive power and with an additional reduction in the transfer box (on-road: 1.037; off-road: 1.67). The three-shaft VG 550 transfer box was located separately from the manual transmission and distributed some 25 percent of the torque to the front axle and 75 percent to the rear axle. Under extreme road conditions, the interaxle differential in the transfer box could be locked up. This produced a rigid connection between the front and rear axles. Off-road gear, inter-axle differential lock and the optionally available rear axle differential lock were all actuated via air valves.

The vehicle was powered by the OM 364 LA diesel engine, a supercharged four-cylinder in-line engine with direct injection, one of the most recent successors to the legendary 300 engine series. The four litre capacity power pack delivered 136 hp (100 kW) and achieved maximum torque of 408 Newton metres. Power transmission was delivered via a five-speed transmission with mechanical gearshift.

High-strength steel grades for the frame, large tyres
The chassis frame was designed to withstand off-road stresses by employing high-strength materials. Size 9.5 R 17.5 tyres instead of the usual 205/75 R 17.5 format increased the chassis ground clearance. Standard tyres were retained for the cargo van; either 215/75 R 17.5 or 8.5 R 17.5 tyres were used.

The all-wheel van produced in the Düsseldorf plant was available either as a stripped chassis with cab or cowl, or as a cargo van. It had a 3,150 or 3,700 millimetres wheelbase and a permissible gross weight of 7.49 tonnes. To the large-capacity van’s permissible gross weight of 7.49 tonnes could be added a 2.4 tonnes towing capacity. With a compressed air-braked trailer, the all-wheel drive van could tow up to 7.5 tonnes. The permissible gross van/trailer combination weight then amounted to 14.99 tonnes.

Excellent traction even under difficult conditions
The T2 4×4 had disk brakes at the front and drum brakes on the rear axle. An anti-lock braking system could be had on request. Whenever the ABS control system was activated, the inter-axle differential lock in the transfer box was automatically switched off. The 814 DA all-wheel drive van had excellent traction characteristics even under the most difficult road conditions, achieving a hill-climbing ability of 73 percent fully laden without trailer and of 32 percent with a trailer in tow.

Euro 2 engines offer greater tractive power
Four years on and T2 production had been moved from Düsseldorf to Ludwigsfelde near Berlin. The all-wheel drive version of the large-capacity van had also benefited from engines redesigned to comply with the Euro 2 emissions standard. Its rated power had risen modestly to 140 hp (103 kW); more importantly, its tractive power was now 500 Newton metres at low engine speeds of between 1150 and 1500 rpm.

The Vario 4×4 embarked on its career in 1997
The Vario succeeded the T2 in 1996. One year later, it would be followed by the new 814 DA and 815 DA 4×4 models. Many elements of the well-tried preceding range were adopted, including the two wheelbase variants, the cargo van with two different roof heights, the platform truck and dump truck, and the chassis with either just the driver’s cab or with crew cab. The permissible gross weight remained unchanged at 7.5 tonnes and even 8.2 tonnes for the chassis version. Depending on the version, the Vario’s new OM 904 LA turbodiesel direct injection engine delivered either 136 hp (100 kW) or 150 hp (110 kW) from a cubic capacity of 4.25 litres. The high maximum torque of 520 or 580 Newton metres was achieved at engine speeds of between 1200 and 1500 rpm.

As before, power was transmitted continuously to the front and rear axles via a five-speed manual transmission and the Mercedes-Benz VG 550 transfer box. Due to the Vario’s axle load distribution, torque was distributed between the axles in the ratio of 28:72. The transfer box ratio was 1.037 on-road and 1.67 off-road. The appropriate gear ratio was selected by a rocker switch while stationary. With its two optional axle ratios, and depending on the operating conditions, the Vario 4×4 could achieve a top speed of 99 km/h and a hill-climbing ability of up to 73 percent without a trailer.

Two manually selectable differential locks
In addition to the manually selectable inter-axle differential lock, a similarly manually selectable differential lock on the rear axle was then included as standard on the Vario. Both were actuated by air valves. To assist off-road mobility, the Vario 4×4, like its predecessor, ran on 9.5 R 17.5 tyres (4×2 version: 205/75 R 17.5). This increased the ground clearance below the rear axle by 38 millimetres to 216 millimetres.

High payload and a huge towing capacity
The extensive engineering content in the drive system and chassis increased the curb weight of the Vario 4×4 compared with the initial design by around 600 kilograms. Despite this, even when compared with conventionally driven vehicles, its payload was substantial, up to 3.9 tonnes in the case of the all-wheel drive platform truck, for example. If the permissible load capacity was still not sufficient, then the Vario 4×4 was ideally suited as a towing vehicle. The all-wheel drive van could tow up to 7.5 tonnes, and the permissible van/trailer combination weight was now 13 tonnes. At this weight, the large-capacity van could surmount gradients of up to 44 percent.

Whereas four internally ventilated disk brakes were fitted to the new rear-wheel-drive Vario, the rear axle of the Vario 4×4 was equipped as before with drum brakes. The background to this was the danger, particularly with dump trucks, that stones might collect between wheel and brake disk and damage the disk.

In 2003, the Vario 4×4 was given a new top-class engine, together with a six-gear manual transmission. A 177 hp (130 kW) version expanded the range into new areas. Its most impressive feature was the maximum torque of 675 Newton metres.

Vario 4×4: a unique large-capacity van with all-wheel drive
Ten years after their first appearance, the Vario and Vario 4×4 benefited from an extensive upgrade in spring 2006. The main element was the installation of BLUETEC engines complying with the Euro 4 emissions standard. The all-wheel drive Vario was now available in three engine variants: 129 hp (95 kW), 156 hp (115 kW) and 177 hp (130 kW). All models were now equipped as standard with a six-gear manual transmission.
The all-wheel model, too, now had disk brakes on the rear axle. Depending on the wheelbase (now either 3700 or 4250 millimetres), the Vario 4×4 ran on size 9.5 R 17.5 and 215/75 R 17.5 tyres. Reinforced springs on the rear axle and the reinforced front axle emphasised its ability to cope with high stresses. As a unique all-wheel drive large-capacity van, the Vario had genuinely earned a firm place among vans designed for tough work.

Vito 4×4: compact van with off-road vehicle traction
A recent offshoot of the Mercedes-Benz family of vans with all-wheel drive was the Vito 4×4, introduced for the first time in autumn 2005. It combined the handy dimensions, the excellent handling and the manoeuvrability of a compact van with the traction of an off-road vehicle. The Vito 4×4 was available in virtually all the same length and body variants as the original vehicle, i.e. there was a choice between two wheelbases and three overall lengths, and between cargo van, crew bus and Mixto.

Like the Mercedes-Benz large-capacity Viano, the Vito 4×4 had permanent all-wheel drive which, in normal driving conditions on firm surfaces, distributed the power between front and rear axles in the ratio of 35:65. The developers flange-mounted the transfer box directly onto the main transmission. The front axle drive was kept very compact; it was lubricated for life and was therefore as maintenance-free as the additional front axle drive shafts.

4ETS replaces differential locks
Instead of mechanical differential locks, the all-wheel drive operated using the 4ETS Electronic Traction System, which had already proved its excellent worth in numerous Mercedes-Benz vehicles. Should one or more wheels lose traction on a slippery surface, the 4ETS automatically and individually applied braking pressure in short bursts to the spinning wheels, thus increasing the torque by an equal amount to those wheels with good traction. 4ETS used the ABS wheel sensors to achieve this. This automatic braking intervention by the 4ETS was able to simulate the effect of up to three differential locks. 4ETS was integrated into the ESP® Electronic Stability Program, whose control characteristics were specially adapted to the all-wheel drive.

Although the Vito 4×4 was not a fully-fledged off-road vehicle, it by no means shrank from off-road work. For example, the all-wheel drive Vito’s angle of approach was 20 degrees (conventional drive: 18 degrees) and the angle of departure of the short wheelbase and short overhang variant was 19 degrees (15 degrees). The short wheelbase Vito 4×4 had a ramp angle of 19 degrees rather than 14. Its front axle ground clearance was around 150 millimetres and 210 millimetres at the rear. Depending on the vehicle version, its hill-climbing ability was some 20 percent greater than for the conventionally powered Vito.

Less additional weight, practical overall height
Depending on the variant, the extra weight of the all-wheel drive was limited to between just 80 and 115 kilograms, meaning that Mercedes-Benz could still offer the Vito 4×4 as before at 2.77 and 2.94 tonnes permissible gross weight. Since, including the all-wheel drive, the overall height only increased by four to six centimetres, depending on the model, the Vito 4×4 still came in below the important overall height restriction of two meters. Consequently, it would fit into standard garages, multi-storey car parks and automatic car washes – an essential factor for unrestricted flexibility and everyday practical use.

Mercedes-Benz supplied the Vito 4×4 with two engine variants – Vito 111 CDI (109 hp/80 kW) and Vito 115 CDI (150 hp/110 kW) – each in conjunction with particulate filter and automatic transmission. It proved its worth with its powerful torque and appropriately strong tractive power even over rough ground. Its high towing capacity of 2500 kilograms was one measure of its strong performance.

Source: Daimler AG