Introduction
Time was, if you wanted a Mercedes-Benz tractor you could have a top-weight Actros or a lightweight Atego. Mind you, the Atego has obvious limitations for maximum-weight operations, while the Actros, well, you make your own excuses. Many potential customers have done just that – the electronics are too complicated … You can only have it with a V6 or V8… Or maybe it’s just that the seats are too colourful.
Whatever the excuse, and however unjust it may be, the fact is that the Actros has never made the inroads into the UK fleet operations that it probably deserved.
But now, with the arrival of the Axor, DaimlerChrysler finally has a weapon to aim at the UK fleet volume market, leaving the 2003 Actros as a more-high-tech-than-ever flagship. The Axor is also available in France and Germany, but at its launch the factory took pains to point out that it was developed with a British fleet market in mind. The UK is expected to account for a good third of all Axor sales.
Product Profile
The Axor, then… A parts bin special with an Atego cab plonked on an Actros chassis powered by an engine from M-B’s Brazilian outpost? An accurate, if cynical and over-simplified view; but the Axor’s total is greater than the sum of its parts.
The engine, in particular, best known for powering relatively basic M-B, Freightliner and Sterling products on both sides of the Panama canal, is more sophisticated than its humble roots might suggest. Although the cylinder block and conrods are made in Brazil, the OM457LA straight-six is built at Mannheim. It’s been re-developed for the European market – four-valve heads, pistons, camshaft and electronically controlled unit pump injection are all European-Specific – and it’s designed to produce higher-than-average torque outputs.
Keeping it simple, the standard transmission is a double-H nine-speed manual, and the brakes are non-EBS discs, although ECAS is specified for the rear suspension.
Unlike many test vehicles our Axor was built to be a bog-standard fleet spec (except for a coat of photogenic metallic paint, Jost sliding fifth wheel and full aerodynamic kit). By the way, could the roof spoiler be called an Axor blade? Sorry…
The Axor line-up is refreshingly simple; you can have a 3,600mm-wheelbase 4x2 tractor or a 6x2 with a 3,900mm OAS, with a choice of 350, 400 or 430hp. The low-roof LS sleeper cab comes as standard with the option of a high-roof version. Other principal options include the 16-speed Telligent pre-select gear-box and a range of PTO and fuel tank choices. And there’s no truth in rumours that Mercedes is planning a tractor for 32-tonne operation, and calling it the Junior Axor.
Productivity
A glance at our comparison table reveals what appears to be an inconsistency, as the Axor’s overall fuel result is slightly below our two most recently rated 40 tonners, while its section by section figures are noticeably better! The explanation is that the section figures are taken on the tough third day of our Scottish test route, and the Axor fared less well on the relatively easy first two days. Its overall figure of a fraction under 8mpg is respectable by any standard.
Whatever the going the Axor manages some impressive journey times; its average speeds belying its sub-10hp/tonne power-to-weight ratio. There was nothing between Birmingham and Glasgow to trouble the Axor’s gearbox – even Beattock was taken in top, willingly lugging down to 850rpm at the steepest point.
The Axor’s bare weight of less than 6.5 tonnes is fattened up by nearly half a tonne of fuel, aero kit and driver, but its net payload with a 7.0-tonne trailer remains on the right side of 26 tonnes. Payload famished operators could improve this by fitting alloy wheels, air tanks and a smaller fuel tank.
One intriguing fact to come out of preparing our comparison tables is the way the trade views the residual value of tractors below a badged 420hp. After both three and five years, CAP predicts that a Renault Premium 420 will be worth over three grand more than the German pair, even though the Renault’s actual output is 406hp.
Obviously the market is taking a rather simplistic approach, but it’s something to be aware of, given that an Axor 1843 costs just under £2,700 more than the 1840.
Routine maintenance points are easily reached, with the washer bottle filler in the nearside step and oil and coolant fillers behind the front grille. Access to the suzies is via non-slip steps in the right-hand side-skirt through the opening air deflector panel. The bumper includes a fold-down step for screen cleaning, helped a couple of sturdy grab handles, while another step and the number plate hide the towing pintle.
UK Axor users are unlikely to venture across the Channel, which is just as well as the prominent roof-mounted air intake plenum looks vulnerable if driven on the wrong side of the road.
