Introduction
Featuring a thoroughly conventional driveline controlled by a healthy dose of electronic brain power, the Atego also comes with an interesting hybrid cab layout. On the theory that six-wheelers are mainly used for building things during a recovery (while eight-leggers dispose of them when they're knocked down in the recession) the tipper market is often described as the barometer of the economy.
Product Profile
The 2628B, which comes in tipper and mixer versions, is based on the 2628 on-road haulage 26-tonner. The main differences are the shorter wheelbase with a lower final drive ratio and a larger clutch. On and off-highway 2628s all come with the 280hp six-cylinder engine, six-speed splitter transmission and SE extended day cab. There’s no lying down on the job for construction workers as they don’t get the option of a sleeper cab. Other detail differences are a vertical exhaust and a glazed rear cab wall on the 2628B.
Productivity
The Atego’s fuel economy reflected the fact that, although 280hp is enough to get the job done at 26 tonnes, the little 6.4-litre engine is worked fairly hard – another 20 or so horses would provide that extra comfort zone to cope with the unexpected. That said, the Atego’s overall figure of 8.4mpg shouldn’t bankrupt anyone, and Mercedes does not expect its impending Euro-3 power units to carry a significant fuel penalty.
The 16m3 (21yd3) alloy Weightlifter body is lifted by Edbro CX13 front-end gear and sheeted with Weightlifter’s PVC rollover system. Mercedes specced the body with an 18mm plywood lining to keep it looking smart, but it still weighs in at a respectable 1,820kg. The chassis itself weighs in at a whisker over 7,500kg ready to roll, giving a body/payload allowance of 18,480kg, which is average for the class.
The Atego looks well able to deal with the rigours of life on the rough. A vertical exhaust stack is standard, as are break-back steps and sturdy light guards. Access for windscreen cleaning is via an ingenious parallelogram folding step. The steel front bumper is in three pieces, while the vulnerable cab extremities are in the easy-to-replace plastic. The only obvious chink in the Atego’s armour is the indicator repeater lamps in the front mudguards, which we managed to knock off while climbing aboard (fortunately replacement was just as easy!).
In any case, with an unlimited-distance first-year warranty and a second year of driveline cover up to 200,000km, there should be plenty of opportunity to sort such niggles. Not that it should see the workshop to often – apart from Ministry safety inspections, Mercedes extended service intervals should mean that this Atego will spend less than five hours off the road in its first year.
