It is also a commercial vehicle built on a ladder frame with four equally sized wheels and designed as an implement carrier, agricultural tractor and universally applicable work machine.

[8] In order to meet the requirements of the Unimog 411, customer wishes were incorporated and taken into account in the further development of the series.

[9] Nevertheless, the 411 was more of a small vehicle with an output of just 34 hp (25 kW) powerful diesel engine, which was considered too underpowered for some applications.

[16] On the West German market, the basic version of the Unimog 411 cost DM 12,500 as a convertible when it was launched in 1956.

[19] At the request of the French army Daimler-Benz built a prototype based on the 411 series with a gasoline engine in 1957.

The desired and installed four-cylinder engine was the M 121 with a displacement of 1897 cm³ and an output of 65 hp (48 kW) at 4500 min-1 as well as a maximum torque of 128 N-m at 2200 min-1, as it was also used in the Mercedes 180.

The French army tested the vehicle over a period of almost 9000 operating hours and decided not to procure it due to its high center of gravity.

The shape follows the truck design of the Mercedes-Benz brand in the 1950s and 1960s with an elliptical radiator grille with headlights framed on the outer edge and lavish chrome trim.

The engine output was increased to 32 hp (23.5 kW) from March and the transmission synchronized could be supplied on request, in July new springs with a wire diameter of 19.5 mm instead of 18 mm were fitted to the rear axles, and from September a reinforced steering system with a three-spoke steering wheel from Fulmina was installed.

[8] The new Westfalia type DvF cab was presented at the IAA in September; a trailer brake system was available from October.

[26] was produced in series and differs from the original 411 in its ladder frame with higher longitudinal members: 120 mm instead of 100.

[27] In addition, a newly introduced hydraulic system with front and rear power lift was offered[28] and the cab was fitted with a three-point suspension,[27] which significantly increased comfort for the occupants.

[29] The type 411a can be recognized by the headlights, which are no longer attached to the frame but to the radiator grille, causing them to protrude slightly forwards, as does the front bumper, which is curved at the ends.

[25] 1962 The indentations on the hood for the toggles, which were no longer required, were removed and all vehicles were fitted with a new blinker system from Bosch.

The rear window of the convertible top was enlarged, and the DvF cabs were fitted with two-piece headlight rings.

[35] 1970 In 1970, the hole arrangement in the dashboard was changed to accommodate a fuel gauge and a glow monitor as standard.

All vehicles received a new two-spoke steering wheel in 1972 and the convertible models were fitted with more modern exterior mirrors.

In the Unimog 411, the model designation is made up of one, two or three suffixes that determine the vehicle type, the engine power in DIN hp and any prefixes that indicate equipment features.

The following Suf and prefixes existed; if they were not used over the entire production period, it is indicated:[38] The following engine outputs were offered: A total of 39,581 Unimog 411s and 350 subsets in twelve different models were built.

In the original type, the driver's cab and flatbed form a single structural unit; from 411a onwards, the two parts are separate.

[42] The Unimog 411 is powered by an OM 636.914 inline four-cylinder pre-chamber naturally aspirated diesel engine.

The fact that the cab and platform body are connected to the frame at four points on the original model means that the parts cannot twist against each other, which encourages fractures, cracks and permanent deformations.

The thrust tubes are mounted on the transmission in ball joints and are rigidly connected to the differential gears of the axles.

1.2 m long, with an offset for the differential in the middle; the two sheet metal shells were welded together on top of each other to form a banjo axle.

On the outside, a separate housing for the wheel reduction gears is bolted to each side of the sheet metal axles.

The external distinguishing feature of the new axle is the hub, from which the wheel lock screw no longer protrudes (see picture on the right).

[60] In cooperation with Daimler-Benz, Donges Stahlbau developed the Unikran type SU, a crane trailer for the Unimog 411, between 1955 and 1957.

[61] The Swiss manufacturer Haller produced an engine dust brake for the Unimog 411, which was retrofitted to a significant number of vehicles.

In 1975, Gerold Lingnau wrote in a special edition of the Frankfurter Allgemeine Zeitung: "Admittedly, hardly 175,000 Unimogs would have been built to date if it had only remained an agricultural vehicle.

It recognized its opportunity early on and - in close cooperation with Daimler-Benz - developed hundreds of attachments for this first 'implement carrier' in vehicle history.