Mercedes-Benz L 319: The first van with the three-pointed star

The German soccer champion is Rot-Weiß Essen, the German chancellor rides in a Mercedes-Benzcar named “Adenauer”. The year is 1955, and the “economic miracle”, initiated by Federal Ministerof Economics, Ludwig Erhardt, and the social market economy propagated by him, calls for newmeans of transport. In response to this, one of the vehicles launched into the market was theMercedes-Benz L 319. The first van with the three-pointed star –called express truck at the time– celebrated its premiere at the Frankfurt International Motor Show in September. It was theprecursor of numerous, successful generations of Mercedes-Benz vans, through to the currentSprinter, Vito and Vario series.

Robust design for tough operatingconditions

After launching an entire generation of new trucks as well as new buses, the then Daimler-Benz AGexpanded its commercial vehicle range by the addition of vehicles in the lighter weight categoriesfrom 1955. With a gross weight of 3.6 tons and compact dimensions, the new L 319 series wassimply ideal for craftsmen and traders. The engineering was in keeping with the demands made bythis no-nonsense clientele: load-bearing ladder-type frame for chassis and pickups (the panel van featured a partially self-supporting body), leaf-sprung rigid axles front and rear and large 16-inchwheels had robustness written all over them. The engineering coped without problems with therough treatment that was quite customary among owners of larger vans. And despite its robustdesign, the L 319 had a high payload capacity of between 1.6 and 1.8 tons, depending on the version.

Cab-over-engine look adopted fromtrucks and buses

The new L 319 made its appearance in an unusual styling. Whereas heavy-duty and light-dutytrucks in the 1950s were usually of the conventional type, the space-saving cab-over-enginedesign was preferred for light-duty vans. In creating the L 319, the developers consequently optedfor a design that resembled two series which where launched at almost the same time, the LP 315(the first COE truck from Mercedes-Benz) and the chubby O 321 H bus. Both the trademark – alarge star – and the circular headlights were set into the oval radiator grill of the L 319, and like busand truck, the van sported a chrome trim strip, extending below the windshield right across therounded front end to above the side doors in the cab.

Unlike truck and bus, however, the L 319 had an undivided, boldly sweeping panoramic windshield.And despite the COE design, a convenient entrance behind the front axle was incorporated. Theaxle, moved unusually far forward for this reason, and dynamically flared wheelarches gave the vana very distinctive and independent look.

Drive technology from the passenger car

Behind the flat front end, four-cylinder engines with rather modest output were at work. Initially,only the diesel engine from the 180 D car model was available, developing 43 hp from adisplacement of 1.8 liters. It was soon joined by the gasoline engine from the 190 with 1.9 literdisplacement and 65 hp output. These vans had top speeds of 95 km/h (gasoline) and 80 km/h (diesel) – robustness was accorded clearly higher priority than speed. The reference to a “spiritedengine” in a contemporary brochure can be attributed, more than anything else, to the optimism and atmosphere of departure prevailing in those years. Engine power was transmitted to the rearaxle via a four-speed box. The shift lever on the steering column was an early precursor of thejoystick in the up-to-date Sprinter. Direction indicators and horn were operated by means of asignal ring in the steering wheel.

The L 319 was closely related to the company’s passenger cars not only in terms of drivetechnology and gearshifting. The first brochure also emphasized the connection betweencommercial vehicle and passenger car with the sort of cover-page drawing that was customary atthe time. It showed an L 319, arranged outside a greengrocer’s (reflecting one of the vehicle’stypical assignments) and passed by a Mercedes-Benz “Ponton” sedan and a 300 SL sports car.

Time required for starting and servicing

The instrument panel lived up to its designation on account of being quite straight and holdingnothing more than a speedometer and a coolant temperature gauge. A fuel gauge was notincluding, forcing the driver to calculate for himself how far the 60-liter tank would take him.

In terms of starting, the diesel engine in the L 319 D differed greatly from modern direct-injectionunits. The pre-chamber combustion engine required the classic one minute’s silence for Mr. Dieselfor a cold-start – that’s about as long as the driver had to pull and hold the starting lever. In thosedays, drivers did not complain about having towalk around the vehicle every 1,000 kilometers andfill up a handful of lubricating points on the chassis from a grease gun. The operating instructionsincluded detailed information about the retightening of the cylinder head bolts, the adjustment ofvalve clearance and the cleaning of oil and fuel filters – in those days, drivers doubled asmechanics as a matter of course, if only for the simpler jobs.

Spacious load compartment, differentversions

Thanks to the compact COE design of the van which was just 4.8 meters long, the loadcompartment was as long as three meters and had a volume of 8.6 cubic meters in the panel van –plenty of space for loads, in other words. The L 319 was available as panel van, pickup, low-loaderand mobile shop with awning-type covers at the sides and rear – named “open delivery vehicle”.The range also included a panel van with sliding doors. But don’t be mistaken: the space-savingsliding doors provided access to the cab – they had not yet been invented for the loadcompartment. The latter was only accessible through hinged doors at the back of the panel vanversion.

Produced in Sindelfingen, Düsseldorf,Vitoria and Mannheim

In the course of the van’s twelve-year production period – large-scale production began in 1956and did not end until 1968 – more powerful engines with up to 55 hp (diesel) and 80 hp (gasoline) boosted theL 319’s sprightliness. It was a diversified “life” for the van. Initially manufactured inSindelfingen, van production was relocated to Düsseldorf in 1962. Daimler-Benz AG had taken overthis plant together with Auto Union in 1958, and Düsseldorf has remained the company’s van plantto this day, being the home of the Mercedes-Benz Sprinter today. The third production location forthe L 319 was Vitoria in Spain, where the vans were assembled in the 1960s, using parts kitssupplied by the Düsseldorf plant. Mannheim, finally, was the production location of the compactbuses based on the panel van version.

Even the model designations changed in the course of the years. The initial L 319 reflected theinternal design name customary at the time. In 1963, this was replaced by a nomenclature which combines weight and output data and has remained in use to this day. Hence, what had startedout as L 319 ended as L 408 and L 406 in 1968 (1970 in Spain).

Popular compact O 319 bus

When production was discontinued, some 140,000 panel vans, pickups, chassis and buses hadcome off the assembly lines of the four plants. The easily maneuverable O 319/O 319 D bus,initially produced in Mannheim, played a special role in the career of this model family on accountof its popularity. From 1956, it was available in both practical versions with up to 18 seats forcommuter transport and touring coach versions.

The top-of-the-range model was the O 319 with roof edge glazing, folding sunroof, two-tonelivery and luxury seats for ten passengers – a vehicle that would be called club bus today.Passengers were pampered with a perfect view and great comfort. No more than three rows eachwith three individual seats meant generous space in the passenger compartment and a largecompartment for luggage in the rear. Individual seats with red velour upholstery covers, armrests,adjustable backrests, parcel racks and chrome-trimmed ashtrays created a sophisticatedatmosphere and were regarded as all-out luxury at the time.

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