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Unimog / The universal solution against snow and icy roads
« Last post by fasteddy on January 19, 2022, 12:45:03 PM »
Stuttgart. “Close-Up” – the name of the series by the Mercedes-Benz Museum says it all. Each instalment tells surprising, exciting, profound stories. To do this, it shines a spotlight on details of a vehicle, exhibit or element of architecture and design. In the spotlight this time: the Unimog U 500 as a winter road service vehicle from 2004.

No. 1/2022: Mercedes-Benz U 500 winter road service vehicle, 2004

A real all-rounder: Snow blower at the front, heavy snow chains on all four wheels and a spreader at the rear: the Unimog U 500 of the model 405 series in the Mercedes-Benz Museum would be well prepared for harsh winters – it shows this to the viewer from all sides. But the 2004 implement carrier with portal axles and all-wheel drive could also work in the field, tow trams or carry out mowing work. For as spectacular as its individual performances are, the Universal-Motor-Gerät (universal motor machine – that’s what the abbreviation Unimog stands for) is admired even more for its versatility. This is made possible by compatibility with a wide range of attachments that can be mounted and driven at the front, rear and centre of the vehicle. If you look closely at the exhibit in the Museum, you will see the many connections for the hydraulic system. The attachments also include various solutions to keep roads passable even during heavy winter snowfalls.

Traditional winter king: Winter service under adverse conditions is practically in the Unimog’s genes: The all-rounder, which has been in production since 1949, was originally developed for agriculture. Because of its wide range of applications, however, it was also used for winter maintenance from the 1950s onwards – with a snow plough or snow blower as an attachment, the Unimog became the winter king. Both clearing techniques still play an important role in winter service today. In addition, there are rotating roller brushes for small amounts of snow and various spreading methods for de-icing salts or gritting materials.

Pushed, not flung: A snow blower and snow thrower – like the ones on the Unimog on display in the Museum – has a more elaborate technique than the snow plough. Any homeowner who has to clear the pavement in winter can understand this: a few centimetres of powder snow can easily be moved to the side with the pusher. Picking up and shovelling away larger amounts of snow, on the other hand, requires a lot of strength and several work steps. The viewer can also sense the high performance of the exhibit when they see the robust construction of the blowing machine and the many hydraulic hoses for driving various units.

Tossing the snow far and wide: The chimney of blue-painted sheet metal rises high above the snow blower in the Museum, the top of the channel shaped into an ejector. The message is clear: the snow is not only picked up, but also thrown to the side in a high arc. This is indispensable for large snow depths, which also occur in Germany in low and high mountain regions. This is because the considerable volume of frozen precipitation cannot simply be pushed to the side. Snow blowers therefore throw it up to 35 metres away from the road.

Powerful through the winter: A modern mounted snow blower like the one in the Mercedes-Benz Museum is driven by the vehicle engine via a power take-off shaft and is also controlled via several hydraulic lines. The black hoses are clearly visible on the 205 kW (279 hp) exhibit in the Museum with its 6.4-litre six-cylinder engine. From the 1950s onwards, the first Unimogs with powerful snow blowers generally had a second engine in addition to the vehicle drive. This usually also came from Mercedes-Benz, was located in the rear of the vehicle and drove the blower at the front from there via a shaft.

Cutting, blowing, throwing: Rotary snow blowers clear the snow in several work steps. Viewers standing directly in front of the Unimog in Collection Room 3: Gallery of Helpers can recognise the corresponding components: two round snow blades sit on the sides of the cutter drum, delimiting the working area with a clean cut. Two spiral-shaped cutting spirals with sawtooth cutting edges are attached to the inside. These shred even large amounts of snow and bite their way through hardened or icy layers. The cutting spirals transport the material to be cleared to the centre of the attachment according to the principle of the Archimedean screw. Here, the impeller located behind the cutter drum takes over in its cylindrical housing. It accelerates the crushed snow and ejects it upwards through the chimney to the side. This can be turned hydraulically by up to 275 degrees and its tip can be set at different angles – also hydraulically. In this way, the driver determines exactly where the Unimog throws the cleared snow.

Plough and blade as standard: Snow blowers are not necessary in all regions. Municipalities and road authorities in temperate latitudes such as Germany mostly use single- or multi-blade snow ploughs or snow clearing blades as standard equipment for their winter service vehicles. Often, the road is simultaneously gritted with de-icing salt to prevent icy roads. Both systems can be optimally mounted on the Unimog.

Fighting the slipperiness: Such a spreading system for de-icing salt is mounted on the rear of the Unimog in the Museum. Salting is one of the most important methods of winter service; it removes or even prevents ice on road surfaces caused by snow and freezing conditions. De-icing salts have been used in Germany for winter service since the 1950s. Used is either commercially available rock salt (sodium chloride) or calcium, magnesium and potassium chloride. The salts combine with the frozen water and lower its melting point. This keeps the road surface grippy even at temperatures below zero degrees Celsius. Modern winter service vehicles know exactly how much of each de-icing material is needed. To do this, they measure surface temperatures without contact (thermography), and in some cases information on road and terrain conditions from databases is also incorporated into the control system (telematics). To operate the winter service technology, there is a separate control unit with a screen in the cockpit of the Unimog.

It’s all in the mix: Today, road services rarely use dry salt granulate exclusively. Instead, spreading systems can apply so-called pre-wetted salt. This is a mixture of salt crystals and a liquid brine solution. The unit mixes both components directly on the vehicle as required, and the spreading disc at the rear applies the pre-wetted salt in exact doses. The advantages: the mix works faster than dry granules, so less salt is needed. In addition, the wet salt adheres better to the road surface, which reduces the chemical load on the vegetation next to the road. Depending on the mixing ratio of salt to brine, FS 30, FS 50 or FS 70 is spread in winter, for example. The number represents the proportion of brine in the mixture. If pure brine is used, winter maintenance experts speak of FS 100. However, this is not applied with the classic spreader, but sprayed with nozzles. The right carrier vehicle for this application? A Unimog, of course.
All other Daimler AG discussion / 125 Years of Experience in Construction
« Last post by fasteddy on December 21, 2021, 09:00:28 AM »
Stuttgart – Almost every third construction vehicle in Germany carries a star on its radiator grille. And the construction business has a great tradition in relying on the brand with the star: Mercedes-Benz can now look back on some 125 years of experience in the construction industry.

From the outset, trucks carried construction truck genes

Gottlieb Daimler introduced the world’s first truck at the end of the 19th century. The new trucks were not only used for general cargo transport but were also quickly discovered by tradesmen and builders for transporting tools and building material. In 1897, just one year after Gottlieb Daimler invented the truck, Daimler-Motorengesellschaft (Daimler Motor Corporation) was able to showcase a vehicle with a payload of five metric tons. The new 5-ton truck was used for the first time to transport building materials, as Daimler personally carried out the test drives at a roof tile factory.

The introduction of so-called winched tippers in 1904 paved the way for heavy bulk cargo transport: A loading bridge could be raised on one side using a crank and rack. Only two people were able to handle five tons of cargo with a corresponding transmission of the crank using only two winches per truck. This procedure remained state-of-the-art until the 1920s, when the hydraulic tipper press successively replaced the manual work on the dumping body. This was the birth of the three-way dumper truck: The hydraulic strut as a driving force made it possible for bulk material to slide off in three directions instead of just two.

Forward-thinking technology in the first truck

It is remarkable that the first truck 125 years ago anticipated the planetary axles that are still common today, especially in construction vehicles: The belt transmission sends the power of the engine onto a shaft mounted across the longitudinal axis of the carriage, the two ends of which are provided with a pinion. Each of these pinions now engages in the internal gearing of a ring gear, which is firmly connected to the wheel to be driven. In modern planetary axles, this shaft ends in the wheel hubs in a sun gear connected to 3 to 5 planetary gears. These run on a stationary ring gear and thus drive the wheels. This is how, in principle, the planetary axles of heavy Mercedes-Benz trucks have been working ever since right up to the current Arocs series.

With the exception of the ten-tons vehicle, such as the three-axle LK 10000 from 1937, Mercedes-Benz was able to increase the payload of the dump truck in the pre-war period. This was one of the first real heavy-duty trucks on the road. The powerful vehicle had an output of 150 hp and a double-drive rear axle (axle configuration 6x4).

Squared two-axle dump trucks introduced as of 1949 with reconstruction after the war

Post-war production was quickly getting back on its feet. The provisionally improvised L 4500 with its square wooden cab was born at the heavily destroyed Gaggenau factory.

Launched in 1949, the bestselling L 3250 was one of the tough pragmatists that helped the Federal Republic of Germany, which was founded in the same year, set course for the economic Miracle on the Rhine. A somewhat heavier vehicle that joined the team in 1953, helped out. Known as the L 4500, then called the L 312, it was extremely successful in supporting the 3.5-ton truck as an almost identical vehicle – with just one ton of added payload. These new models both immediately became market leaders in their class and were able to easily maintain this leading position until they were replaced in 1961.

The L 6600 was introduced as a real workhorse for heavy situations

In order to generate a mere 145 hp at the beginning of the 1950s, it took more than 4.6 liters of displacement, delivered by the 1949 OM 312 diesel engine.

As a further milestone, the L 6600 with a higher payload of 6600 kilograms was the first new development at Daimler-Benz in 1950. The L 6600, a vehicle fully focused on the heavy-duty class, with its 145 hp and 8.3 litre OM 315 pre-chamber diesel engine was produced at the Gaggenau plant. By the mid-1950s, heavy two-axle dump trucks, such as the LK 6600, were added to the range. However, it took until the 1960s before Daimler-Benz also manufactured three-axle vehicles for construction.

Short-nosed trucks and more powerful long-nosed trucks from the 1960s

As a compromise on wheels, the new Daimler-Benz short-nosed trucks, first introduced in March 1959, were born. New and particularly rigid regulations in terms of the dimensions and weights introduced by the Minister of Transport Seebohm, brought the end to traditional long-nosed trucks, which, with their imposing noses, were suddenly accused of wasting space at the expense of the loading space.

The time had come to shrink these hoods a little. This was because the designers were forced to create as much space as possible for the loading space within limited external dimensions and, on top of that, to build as lightly as possible in order to ensure a maximum payload with a rigidly limited total weight. It seemed to be too daring for designers to switch completely to the COE design that had already come into fashion abroad. It was not clear whether the COE principle would prevail in the long term and whether customers would approve of such a radical step.

A key advantage of the short-nosed design compared to COE trucks: The engine only protruded modestly into the short-nosed cab and thus offered a kind of climb-through. This left enough space for a third seat between the driver and co-driver and less heat and noise got into the cab. The engine in the short-nosed variant was more accessible in any case. And it would still take years before the first tipping COE cabs would be produced.

The new short-nosed vehicle came in three weight classes: The L 322, designed for a gross vehicle weight of 10.5 tons, was a typical medium-duty truck, intended primarily for local transport and for jobs that were not too heavy in the construction industry. With a total weight of 12.0 tons, the factory also added the heavier L 327 in spring 1959, which used this capacity to exploit the maximum permissible total weight in accordance with Seebohm's regulations. Finally, the L 323 (later L 710) took over from the L 311 (formerly L 3500) and attempted to be an early representative of the 7.5-ton class (GVW) in terms of the total weight.

The heavy versions of the short-nosed trucks in particular had long proven to be a real export hit. While the production of the light and medium-duty short-nosed trucks – depending on the model – ended between 1976 and 1984, the heavy-duty two-axle vehicles L 1924, L 1928 and the three-axle vehicles L 2624 and L 2628 remained in production for export for many years to come. It wasn't until the mid-1990s that a short-nosed L 1924 was the last of its kind to roll off the production line in Wörth.

However, two things were to be added to the range: on the one hand, a COE truck with all-wheel drive and, on the other hand, a very short cab for COE trucks. For example, the heavy LP was only available with a medium-length or long cab. An unusual approach was applied to offer the LP, that was about to be discontinued, as an all-wheel drive vehicle: COE trucks by Hanomag-Henschel, a company which had recently become part of the company, would be combined for the short term with Mercedes-Benz’s own V-engines as well as transfer cases and planetary axles.

Modular system for the new NG, NG 80, NG 85/ heavy-duty class SK generation

For example, the 4x4 and 6x6 axle configurations were now also available as COE trucks until the “New Generation” in 1973 brought a completely new and clearly structured model range to the previously somewhat unstructured heavy-duty truck range. The NG (New Generation) and later the SK/MK (Heavy/Medium-heavy Class) was introduced at the beginning of the 1970s. It was noteworthy that the press presentation first took place with the construction vehicles, the long-haul transport versions only came later.

NG 80: From 1980, the vehicles of the new generation would be available with revised modular engines in V design as NG 80 with optionally six, eight or ten cylinders; the in-line six-cylinder engines would continue to be part of the range.

NG 85: A third and final revision took place in 1985. The OM 442 engine installed in the NG 85 was the first diesel engine in the world for a truck to have an electronic engine control unit (known as electronic diesel control (EDR) at Daimler-Benz). As of 1987, the NG 85 was also available as a four-axle vehicle with 8×8 axle configuration. Daimler-Benz built two four-axle models, the 3528 AK with an OM 422 naturally aspirated V8 engine and the 3535 AK with an OM 442 A turbocharged V8 engine without intercooler. Both vehicles were designed for a permissible gross mass of 35,000 kg. Initially, the four-axle vehicles were built at NAW, a special Group subsidiary based in Arbon, Switzerland. Wörth later took over production.

As of 1988, the new generation became the Mercedes-Benz SK heavy-duty class. Construction vehicles were now also optionally available with cab comfort suspension from long-haul transport vehicles. The new SK heavy-duty commercial vehicle series showcased new diesel engines, modified cabs, new transmissions and chassis as of a gross vehicle weight rating of 17 tons. The heavy-duty vehicles were produced until 1998 and then replaced by the Actros, which would be offered in parallel from 1996 on.

25 years ago: refinements increased with the introduction of the Mercedes-Benz Actros

Mercedes-Benz launched the Actros 25 years ago, especially for long-haul transport and construction sites. Its first generation, introduced in 1996 for the 100th anniversary of the truck invented by Gottlieb Daimler in 1896, marked the start of a series that remains one of the leaders in its segment to this day.

The fact that every Actros generation is awarded the title of “International Truck of the Year” by commercial vehicle journalists from all over Europe has also proven the extraordinary success of this model. According to the panel's rules, the title is awarded annually to the truck that has made the biggest contribution to innovations for road transport in terms of efficiency, emissions, safety, drivability and comfort.

The reliable, robust nature and planetary axles were retained in the first Actros design dating back to 1996, but the number of refinements has been increasing: Parabolic instead of trapezoidal springs, hydraulic-pneumatic gearshift system, a new front axle load compensation for the four-axle vehicles and, last but not least, an optional off-road EPS are the highlights that the new construction truck from Mercedes-Benz provides.

In 2003, an automated gearshift system was installed as standard when the second Actros generation was introduced for construction vehicles. Drivers were delighted about the new, ergonomic interior with its high-quality appearance and workmanship. Operators have been appreciating maintenance intervals that are twice as long as before.

The third Actros generation was introduced in 2008. The Actros off-road version now offered protective plates for the engine and radiator as well as the fuel tank and was even better equipped to withstand the risks of rough off-road use.

The new Actros for long-distance haulage, also known as Actros 4, was introduced in 2011. The fifth Actros generation followed at IAA in 2018.

Mercedes-Benz Arocs: Special truck class for the construction industry

The Actros variant for construction, the Arocs, was introduced at bauma in 2013. The Arocs range includes all trucks and semitrailer tractors for on and off-road operation within the construction sector. Mercedes-Benz developed the Arocs series especially for the construction industry. This has established the heavy-duty construction truck on the market as a full-service pro, covering the entire world of construction. Whether as a heavy dump truck, concrete mixer, construction material transporter, semitrailer tractor or heavy-duty tractor unit – the Arocs is at home anywhere on the construction site with its sturdy frame construction, robust chassis and powerful engines.

The current Arocs for the construction site – introduced at bauma in 2019 – carries on with the continuous development of commercial vehicle technology with numerous technological innovations.

Like the Actros, the Arocs is the first truck to feature a MirrorCams instead of a classic outside mirror. Another highlight in the new Arocs is the multimedia cockpit with two large, free-standing displays, which offer the driver excellent operating and display convenience. Emergency Brake Assist 5 is available for the Arocs. Thanks to pedestrian recognition, it is automatically able to initiate emergency braking to standstill when required. With the exception of the concrete mixer, every Arocs also features Predictive Powertrain Control (PPC) in an improved form as standard. The PPC can demonstrate its strengths especially in construction transport with many, often only short, on-road trips. Here, the system takes the strain off the drivers and helps them save fuel in the long term.
Berlin/Stuttgart/Hasselt.  Mercedes-Benz has reached an agreement with the European Association of Mercedes-Benz Dealers (FEAC, Fédération Européenne des Amicales de Concessionnaires Mercedes-Benz) on key points to introduce the agency model in Europe. The European sales organization of Mercedes-Benz Cars and Vans is thereby massively driving the transformation with its sales partners in order to meet changed customer needs. In the future, the respective new vehicle portfolios of passenger cars and private and commercial use vans, will be offered in core European markets via the agency model. The agreement reached with FEAC provides the framework for the gradual introduction of the agency model in Europe.

“Our concern is that we achieve even stronger customer loyalty to our Mercedes-Benz brand worldwide. Therefore, I am all the more pleased that with this next step, together with the European Dealer Association, we have now reached an important milestone for us and our partners in Europe. The starting point for changing our sales model is the changed behavior of our customers in a digital world," said Britta Seeger, Member of the Board of Management of Daimler AG and Mercedes-Benz AG, responsible for sales. “We want to make it as easy as possible for our customers to interact with us. It doesn’t matter if it’s digital or physical. The agency model supports us in seamlessly networking all contact points. We have ambitious goals we want to achieve together with our sales partners: by the end of 2023 more than 50% of new Mercedes-Benz vehicles available in Europe should be sold under the agency model."

Friedrich Lixl, FEAC President: "With this agreement we are creating a clear and predictable framework for European sales and, together with the manufacturer, proactively facing changed market conditions in order to continue to stay clearly ahead of the competition as well as to secure the investments and the company value for the agents in the future."

The Mercedes-Benz agency model has been introduced in Sweden, in Austria and in South Africa as well as in India. Its launch in Germany and in UK is expected in 2023. The focus of the new Mercedes-Benz agency model is on the seamless networking of all contact points. In the future, customers will have even more freedom to choose: regardless of whether they want to exchange ideas with product experts in the dealership; obtain information and conclude the purchase contract online; or want to get in touch with sales partners both digitally and physically. Agents thereby take on a central role in the so-named Customer Experience and enable a seamless Customer Journey - from the research phase through the purchase to the vehicle handover. Additional advantages for customers include increased price transparency and an even greater online selection of vehicles. The new agency model offers partners the opportunity to concentrate even more than before on customers and their support.
Unimog / Two Unimogs for rail/road applications in Bangkok
« Last post by fasteddy on December 20, 2021, 12:55:54 PM »
Stuttgart/Bangkok– Two new Unimog U 423s for rail/road applications have commenced operations in Bangkok. These vehicles carry out a wide range of maintenance work on the new Red Line metro route in the Thai capital. The Red Line comprises two lines that meet at Bang Sue Station in the center of Bangkok.

The heavily polluted metropolitan area of Bangkok has decided to build the 40 km long overground railway line to minimize its high traffic volumes and smog. Two Unimog vehicles with environmentally friendly Euro 6 exhaust technology have been purchased as service vehicles.

The Unimog U 423 rail guidance system has been provided by Zagro Bahn- und Baumaschinen GmbH. Thanks to the special road/rail technology, these vehicles can also run and work on narrow meter-gauge railways. As a means of comparison: Standard gauge rail networks have a track width of 1435 mm.

One of the two Unimogs has been equipped with a loading crane. The second vehicle comes with a Zagro elevating work platform with a maximum load capacity of 200 kg. As a result, the Unimog is optimally equipped for installation and maintenance work on the overhead line network on the new metro line.

Unimog ExpertPartner Zagro has five decades of proven experience as a specialist in shunting and road/rail technology. In addition to shunting vehicles, the company also produces road/rail working vehicles, which are used on both road and rail. The design and equipment are tailored to the customer’s requirements for their intended purpose.
Jammu & Kashmir & Ladakh - Expanding its footprint in the Northern region, Daimler India Commercial Vehicles (DICV), in association with PAL Trucking inaugurated the new BharatBenz dealership in Jammu. The opening of the new touchpoint in Jammu, a growing construction hub,  reflects the increasing demand for BharatBenz products in the union territories of J&K and Ladakh.

Speaking on the inauguration, Mr. Rajaram Krishnamurthy, Vice President of Marketing, Sales, and Customer Service, DICV said, “With the recent infrastructure boost in Jammu & Kashmir and Ladakh, there is a massive influx of construction projects being undertaken. We thereby anticipate a strong demand of commercial vehicles in the upcoming months from these regions. Capitalizing on this opportunity, we aim to ensure 100% presence in the region and add our touch points to have a total of 7 Service Centres in the UT”.   

Mr. Nishant Luthra, Dealer Principal & Managing Director – PAL Trucking said, We are delighted at the launch of our new BharatBenz  dealership in Jammu & Kashmir. We are commited to serve our customers with the best of our products and services. We look forward to expanding our touchpoints further in order to cover the entire UT of J&K and Ladhak. Customers can place their confidence in the best of sales advisory and state-of-the-art ‘Proserv’ aftersales service and spares support at our facilities.”

About the BharatBenz Sales & Service network in Jammu & Kashmir

In Jammu & Kashmir, Jammu is 1st network touchpoints of BharatBenz. The dealerships provide complete sales, service & exchange support for the entire range of BharatBenz trucks and buses.

The avant-garde 3S facility at Jammu is spread over 2000 Sq Yard and houses 8 Service Bays, 3S Facility at Srinagar is spread over 1000 Sq Yard to house 4 Service Bays, 2S facility at Rajouri is spread over 450 Sq Yard and houses 3 Service Bays. 

All the Dealership Touchpoints are well-equipped with trained manpower that is capable of addressing the diverse needs of the customers. The dealership also offers a host of value-added features like Driver Lounge, Driver Trainings, Deiselabh (Payback points with customised card for HP Filling station), Cashless zero-dep Insurance, EW upto 8 years, upto 10 year AMC, Proserve Mobile App, 24x7 roadside assistance, vehicle tracking systems and many more.

BharatBenz dealerships are located on the leading National and State highways, providing ease and flexibility to every type of customer. On the National Highways of the Golden quadrilateral North-South & East-West Corridors, the average distance between two BharatBenz touchpoints varies between 140 and 180 km only. Wth this, BharatBenz Services can reach its customers in less than 2.5 hours on these highways.

About Daimler India Commercial Vehicles

Daimler India Commercial Vehicles (DICV), a wholly-owned subsidiary of Daimler Truck AG, Germany, and operating under the umbrella of Daimler Trucks Asia, is a full-fledged commercial vehicle player in India with a brand dedicated to its home market: BharatBenz. DICV produces and sells trucks from 10 to 55 tons, as well as BharatBenz buses, and bus chassis. DICV’s state-of-the-art manufacturing plant at Oragadam near Chennai spreads over 400 acres (160 hectares) including a highly modern test track and is home to the company’s headquarters, R&D, and training operations. With one global quality standard, it also produces Daimler Trucks’ brands of FUSO, Mercedes-Benz, and Freightliner. Products and parts are exported to more than 60 markets in Africa, Asia, Latin America, and the Middle East. DICV represents an overall investment of more than INR 9,560 crores.
Stuttgart/San Francisco.  The new film “The Matrix Resurrections” celebrated its US premiere at the Castro Theatre in San Francisco on 18 December 2021. In the film, audiences will return to a world of two realities: one, everyday life; the other, what lies behind it.

Neo, the main character in the film, is again faced with the crucial question: the blue or the red pill? If he takes the blue pill, he remains in the everyday life of the simulated world of the Matrix. If he chooses the red one, he escapes from the alien-determined life into the unknown real world and once again fights against the rule of the machines. Mercedes-Benz appeared at the premiere via the installation of an imposing red pill next to the historic film palace. It was around 12 metres long, four metres wide and 3.5 metres high. In it, a powerful Mercedes-AMG G 63 (fuel consumption combined: 14.4 l/100 km | CO₂ emissions combined: 330 g/km)[1] in selenite grey was presented. In the film, the off-road icon G-Class also takes part in a fast-paced chase. In a G 550 (US model), more rebels pave the way for Neo and Trinity, the two main movie characters, to escape from the Matrix.

“The G-Class and the red pill go very well together. Both stand for freedom, individuality, and self-determination. That's why we are delighted to support Warner Bros. Pictures with the worldwide cinema release of ‘The Matrix Resurrections’ with an extraordinary and attention-grabbing installation,” says Dr. Emmerich Schiller, CEO Managing Director Mercedes-Benz G GmbH and Head of the Off-Road Vehicle Product Division at Mercedes-Benz AG. “Sponsorship is a central component of our branded entertainment activities. Mercedes-Benz has a long tradition as a sought-after partner of the film industry, both nationally and internationally. We have had a close partnership with Warner Bros. for around 20 years, because the medium of film allows brand and product communication to be implemented in a highly emotional way and also immortalized to a certain extent.”

About “The Matrix Resurrections”
Warner Bros. Pictures Presents, In Association with Village Roadshow Pictures, In Association with Venus Castina Productions, “The Matrix Resurrections” is distributed worldwide by Warner Bros. Pictures. The film is in theatres in Germany on 23 December 2021, and in the U.S. in theatres as of December 22, 2021.
Stuttgart – Daimler AG and Mercedes-Benz AG participate their employees in the success of the 2021 financial year with a record profit-sharing bonus. The Board of Management and the General Works Council have together decided to pay a bonus of up to 6,000 euros to eligible tariff-scale employees in Germany. In this way, the companies are expressing their gratitude to the employees for their outstanding work and flexibility in a year that was once again impacted by the coronavirus pandemic and by difficult overall conditions. Even though the financial results for the year are not yet available, the Board of Management and the General Works Council have decided to set a lump-sum profit-sharing bonus for 2021. The profit-sharing bonus will be paid along with the wages and salaries for February 2022 to approximately 100,000 eligible tariff-scale employees in Germany.

Sabine Kohleisen, Member of the Board of Management of Daimler AG and Mercedes-Benz AG, responsible for Human Resources and Director of Labour Relations: “Our company’s extraordinary development is a team achievement. I would like to wholeheartedly thank all of the colleagues who contributed to this accomplishment with their great dedication. Because last year wasn’t easy, I’m delighted that we can pay our employees a record profit-sharing bonus.”

Ergun Lümali, Chairman of the General Works Council of Daimler AG and Mercedes-Benz AG: “This is the right message to the employees after another turbulent year with the coronavirus, the crisis in the semiconductor industry, the resulting short-time work and the increased work from home. Our colleagues are the key to the success of our company. Therefore, it is only more than fair to reward their tireless dedication with an extraordinarily high profit-sharing bonus. On behalf of the General Works Council, I would like to thank them for this outstanding commitment in 2021.”
Formula One / 2021 Abu Dhabi Grand Prix - Saturday
« Last post by fasteddy on December 13, 2021, 04:57:20 PM »
Lewis Hamilton

Well, firstly Max did a great lap today and we just couldn’t compete with that time at the end there. It was a fantastic lap from him but we’re in a good position, I’d like to think, with our tyres tomorrow and I hope that we can have a good race. On the first lap of Q3, I dropped a bit of time in the last corner and Turn 5, but my final lap was nice and clean, I just couldn’t go any quicker. I don’t know if it’s tyre prep or whatever it may be, in terms of the out lap, but nonetheless I couldn’t beat that time so he deserved the pole. I’m still on the front row for tomorrow, with the tyre difference and I’m grateful I can see where he is, so we can try and navigate from there.
Valtteri Bottas

I was hoping for more, it was a tricky Quali - a good Q1, decent Q2 but by Q3, I couldn’t improve any more. My setup was definitely more focused on the race rather than Quali so as the grip levels increased, I couldn’t improve my times and hit a bit of a limit. I’m happy with my setup for tomorrow which should make it exciting. Also starting on the Medium tyre tomorrow opens up different strategy options, we can go long in the first stint if we want to but on the Soft, you can’t, so it’ll be an interesting race. Overall, not the best result today but we can definitely make it up tomorrow, it’s game on.
Toto Wolff

On days like today, you have to take it like it is, it’s 1-0 to them, they got the tyres in the perfect window in the last run, the tow functioned flawlessly and that’s why they are on pole. I’m happy we’ll be starting on the Medium tyre tomorrow. We will have a slight disadvantage on the start I guess, and the first six or seven laps, but we can go longer, or also go for an aggressive undercut and try to control track position. Overnight we’ll be running lots of programmes and algorithms to help form our strategy for tomorrow.

The pace was there in practice, obviously on the long runs you don’t know, but whichever car is faster tomorrow will win the race. We just need to focus on that, recoup and then hopefully come out on top tomorrow. We are on the back foot and sometimes that’s not bad as a starting point. Lewis will be super motivated for tomorrow and just go hunting, as always. For Valtteri, the gap between P3 and P6 was all within a tenth so its unfortunate he’ll be starting in that gaggle but he just needs to make it through the first lap or two, and get back up.
Andrew Shovlin

It was a tricky qualifying for both drivers and unusually, the car felt at its best in the first session and seemed to get less competitive as we progressed. Of course it would have made tomorrow easier if we had pole but we’re pleased to be starting on the Medium tyre and we’ve hopefully added some long run pace overnight. We’ve got a busy night going through the various strategy options for tomorrow but we’ve shown good race pace recently, along with an ability to recover positions and pass on track. We had a much bigger challenge in Brazil and showed what we are capable of, so we’ll be doing everything possible to get ourselves into a position to bring home the win and the championships tomorrow.
Formula One / 2021 Abu Dhabi Grand Prix - Friday
« Last post by fasteddy on December 13, 2021, 04:48:31 PM »
Lewis Hamilton

It’s been a decent day, I like the changes they’ve made to the track – it’s made it free-flowing and more enjoyable. It’s obviously close between us all and a little unknown in terms of relative pace but I’m sure it’s going to be super close, as it has been in the previous races. The car doesn’t feel too bad, it started off in a good place and then got a bit worse in FP1. In FP2, it was little better with some of the changes we made. Now we just need to crunch through the data and try to figure out how we can improve, the target is always moving. On my long run, I was trying to follow the car ahead and it still wasn’t easy here but it should be better than in the past. Overall I feel good, I feel great in my body and we made some positive steps setup-wise so we’ll try to perfect it tonight and come back hard tomorrow.
Valtteri Bottas

It was nice to get a feel of the modified layout, the track feels better than before with more flow and some increased overtaking opportunities. When I had a little moment on track, I went off-line where it’s very dusty and I was a little too wide on the kerbs before that corner and paid for it in the next one – a nice drift!

We changed the car quite a bit from FP1 to FP2 and it felt like a step forward so I’m comfortable overall with the car, but none of the laps today were amazing so there should still be more to come. We had a decent long run with the Medium tyre and the car was pretty consistent, you could feel the new faster corners stressing the rear axle a little more than before. We’ll do important work overnight and be ready for tomorrow.
Andrew Shovlin

It’s been an interesting day and we’ve covered quite a lot of ground as far as the setup work goes. In the morning we weren’t particularly happy with the single lap work but the long run was well balanced. In the afternoon, the single lap was coming quite easily but the long run wasn’t great and neither driver was particularly happy with the car. The challenge tonight is to understand the effect of the changes we’ve been making and to find the right compromise between the low and the high fuel running. We’re warming up the simulator in Brackley for a busy night of setup work but we’ve got a good read on the issues today, so hopefully between the work here at the track, and the work back there, we can make some good progress overnight.
Motorsports / Farewell to a legend
« Last post by fasteddy on December 09, 2021, 03:49:45 PM »
Stuttgart. “Who do you think you are? Stirling Moss?” This, so the story goes, is what a policeman asked the legendary British racing driver following a particularly ‘daring’ overtaking manoeuvre on the streets of London. “Yes sir, I am” was the honest reply.

There’s a nod to this legendary tale – and a number of other aspects of Moss’s life and career – in “The Last Blast”, a new short film by Mercedes-Benz Classic. A police motorcycle outrider admonishes the over-enthusiastic driver of the very Mercedes-Benz 300 SLR made famous by Moss’s win in the 1955 Mille Miglia race. As the camera zooms in on the front wing of the bike, we see a sticker bearing the famous question.

With this, part of a police-escorted drive across central London, ‘The Last Blast’ celebrates the life of Moss, who died on 12 April 2020 at the age of 90. Filming took place at the end of September 2021 in London – where he lived for more than 60 years – yet somewhere the famous Mercedes-Benz racing car, with its legendary Mille Miglia starting number of 722, has never been driven before.

But while the Silver Arrow is the visible star of the show, there’s an invisible one, too: the late racing driver himself. In this very car, together with navigator Denis Jenkinson, he achieved a famous victory for Mercedes-Benz in the 1955 road race from Brescia to Rome and back. And it is in Moss’s honour that the company had the straight-eight engine howl for one last blast on a drive across central London before the car is retired, returning to its permanent home in the Mercedes-Benz Museum in Stuttgart.

The result is a moving three-and-a-half minutes of film. The starting point of the drive, very early one Sunday morning, is The Temple. It then takes in the Houses of Parliament, Trafalgar Square, the Royal Automobile Club and the The Ritz hotel. On the way, “722” passes what was Sir Stirling’s very own 300 SL “Gullwing” – the car in which he travelled from London to the Mille Miglia in 1955. Its drive through the city ends in front of Moss’s own home in a Mayfair mews. There, his son, Elliot Moss, stands in front of the door and looks at the watch on his wrist, which his father wore for many years. It’s exactly 7:22 am, the original start time of Moss and Jenkinson’s Mille Miglia entry and the reason for the car’s racing number. The 300 SLR rolls to a halt one final time, and its engine is switched off.

This is Mercedes-Benz Classic’s tribute and thanks to Sir Stirling Moss who dedicated decades of service to the brand. And also to his family, for the unwavering support they showed him, and for their personal involvement in this very special film project.
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