On The Road
Physically there is little difference between this Euro-5 Axor and the Euro-3 example we drove in 2002. Mercedes-Benz might argue otherwise, pointing to a raft of cosmetic changes and latest engine technology; in fact emphasising their similarity is a compliment.
With 2,000Nm on tap at 1,100rpm it will still lug down from below 1,000rpm. The eight-speed box requires a firm hand but you can change gear confidently between 1,050 and 1,450rpm without losing momentum.
With a growing number of automated transmission manufacturers now offering 12 gears plus two crawlers we wonder why we don’t see more 12-speed manual boxes – after all Volvo and Scania did this successfully.
What’s more the slap-over double-H set-up seems outdated compared with the range-change H pattern; it has more in common with the six-speed box rather than the Axor’s 16-speed option which has a range-change and splitter. Renault has changed its eight-speed to a range-change; we would urge M-B to follow suit.
Why? The double-H version requires three movements when changing down into the bottom range under pressure: out of gear, slap across then into gear (not forgetting a split-second delay before engaging the gear to allow it to fall back against the gate before selecting your chosen gear).
Compare this with the two movements needed with the range-change H pattern: change the range then slide out of and into gear with no delay. It could make all the difference when climbing tough hills.
While we were still longing for a few extra options at the top end, the eight-speed (plus crawler) direct-top transmission is about right with 395hp and decent torque on tap at 40 tonnes, if you don’t have to tackle any 25% ascents. All the tough hill climbs on our route, like Kiln Pit Hill and Castleside, required the lower ratios. The longer hill climbs, like the average speed on two comparable sections, took longer than the competition.
The two-stage, constant throttle and butterfly engine brake, operated from a stalk on the steering column, is handy on the flat, where rolling resistance is greater. Running downhill our advice is to get the revs above 2,000rpm in plenty of time and support it with the foot brake.
Cab Comfort
There’s no getting away from the fact that a fleet tractor isn’t the perfect environment for five days’ tramping; nor is it designed to be. True, the nature of the beast has changed over the past five years as manufacturers added some creature comforts in response to perceived problems with driver retention.
But the entry-level Axor is designed for supermarkets, rental companies and other operations which put more drivers of varying experience and quality behind the wheel than will ever sleep in the cab. So what we have here is the basic Axor sleeper, with its single bunk and steel roof hatch.
OK, it sports electrically powered windows, but it would hardly be fair to compare it with the spacious and luxurious high-roof options that are more usual fare on the manufacturers’ test fleets. With this in mind issues like cross-cab access and storage spaces aren’t relevant unless you’re a What Not To Wear addict, so we’ll concentrate on its strengths.
For double-shifted fleet operations there’s enough room for all the gear you might need in a shift. The cab is relatively Spartan but in this role that’s a plus: the plastic floor covering is easy to clean with no crevices so you won’t lose anything, and the subtly angled dash puts everything the driver needs within reach.
On the engine cover there’s a tray for paperwork, pens and phones; deep door pockets will accommodate those all important refreshments. The Axor cab combines the narrowness of the Atego with design elements of the Actros but after four years in harness the Axor has established its own identity.
The cab is trimmed in grey and blue cloth with a walnut veneer. There’s plenty of head room; standard equipment includes an air-suspended Grammer driver’s seat which can be moved from low and close to the steering wheel to high and back against the bunk. The engine hump houses a plinth for the park brake, a 12V power socket and controls for the electrically powered and heated mirrors.
The steering column is sited towards the driver’s left knee and features tilt-and-reach adjustment. The right stalk controls the two-position engine brake and cruise control; the left stalk takes care of lights, wipers and horn.
Access to the bunk isn’t too easy but once installed you’ll find a mattress that’s firm and seems OK for a decent night’s sleep. But don’t expect too much from the curtains – they look nice enough from the outside but at night they let in a bit too much light. It’s somehow comforting that those super-efficient German engineers are just like the rest of us when it comes to choosing curtains.
