“Mercedes‑Benz Transport” reports from 1982: “North America is the largest commercial vehicle market in the world, and Daimler‑Benz AG has been making an increasing effort in recent years to establish its reputation as the most important manufacturer of heavy‑duty vehicles in this part of the world.” It goes on: “The operating conditions are as varied as the USA is big. While the medium‑duty Mercedes‑Benz trucks are ideal for the distribution sector, the voluminous, heavy‑duty US trucks are used for long‑haul transport, namely in the form of the Freightliner Trucks – Daimler‑Benz AG acquired this brand the previous year.

It’s a race against time when the drivers from the Olsberg metal works in Essen set off on their journey to Kassel. On the loading area of their Mercedes‑Benz 2632 6×4: four crucibles with liquid aluminium, which must not cool below the melting point on the 3.5‑hour drive. The drivers remain calm. They “appreciate the reliability, the smooth handling of the vehicle, […] the outstanding engine power, which even overcomes long uphill gradients without any difficulties,” reports the editorial team. A special piece of equipment at the time may also have been calming for the nerves: There was always a car phone on board which could be used to warn drivers of traffic obstructions, diversions and other possible disturbances.

Mercedes‑Benz 3328/8×4/4. For connoisseurs, this is an impressive abbreviation indicating that these are primarily export vehicles, as operation in Germany is only permitted with a special permit with a permissible gross weight of up to 35 tonnes. “In other countries, on the other hand, four‑axle vehicles with a permissible gross weight of up to 35 tonnes can be used very cost‑effectively, for example as tippers or container vehicles. The final stage of production takes place under the responsibility of Daimler‑Benz AG at the Swiss company FBW‑Fahrzeug AG in Wetzikon, Switzerland,” says the editorial team. A 206 kW engine with Ecosplit transmission (16 synchronised forward gears) is used. The editors are convinced of its success: “With the new 3328/8×4/4, commercial vehicles are offered to entrepreneurs which will undoubtedly attract particular interest due to their wide range of possible uses.”

Increasing profitability was also an important topic in 1982: “With ever‑increasing fuel costs, it is imperative to make even better use of trucks as a means of transport,” writes the editorial team. For example, original solutions such as a sleeping cabin above the wheel or new couplings for the trailers are created for bulky goods and pallets in cooperation with body builders.

This was the title of a report on a hydroelectric power plant built and operated jointly by Brazil and Paraguay at the Itaipu Dam. A monumental structure that still sets records: In 2016, more than 103 terawatt hours of electricity were generated there. That is more than any other system can generate. The electricity generated covers 75% of Paraguy’s plus 17% of Brazil’s needs.

The dam is 225 metres high and, including earth and stone dams, seven kilometres long, and the turbines are designed for a water flow of 70,000 cubic metres per second. At least 31 million cubic meters of excavated rock had to be removed during the construction phase. “The construction site is largely supplied by truck transport via a well‑developed road network,” writes the editorial team. “Roughly 300 trucks from Mercedes‑Benz do Brasil did the almost impossible right from the start. Around 220,000 tonnes of structural steel were used, with a monthly requirement of almost 10,000 tonnes. […] What is fascinating about Itaipu is not just the scale, but also the precision and punctuality with which work was carried out here.”

An absurd idea? Doesn’t matter! Five daring individuals from Switzerland were undeterred. Appearing on a major German TV show, they made the following bold claim: “We bet that we can put a truck weighing almost nine tonnes on four beer glasses without breaking any glass!” They found a partner in the Mercedes‑Benz Hagen branch, which provided a 1628 and a hall for the training. Then, live on TV, their idea was put to the test: “The decisive factor was an extremely precise, even lowering of the hydraulic rams in order to achieve a balanced static load from the first contact between the glass and the tyre.” An experiment that should not be imitated. However: The bet paid off!