Introduction
Our wealth of data from the 44-tonne tests around the Scottish test route is starting to expand and take shape. Early suggestions are that journey time and mpg on traditional motorway and A-road sections are not that different to 41-tonne tests. It’s the hill climbs where more fuel is being used to get the extra three tonnes up and over the peak.
The latest tractor to take on the three-day challenge is the Mercedes-Benz Actros 2546LS Megaspace. The German manufacturer can be proud of the fact that in 1997 it introduced electronics to heavy trucks with the launch of the Actros range. Like all innovations, it experienced some teething problems as some operators who loved the legendary SK series either held on to their existing vehicles or took their custom elsewhere.
Undeterred Mercedes continued with the Telligent-based electronics for the transmission, braking and acceleration, to mention but a few, and by the end of the 21st century the Actros has become a well-established solid performer. This week, six years after its original launch, Mercedes launched the new Actros at the CV show – the RHD will go into production in July, and will arrive in the shops in August.
Product Profile
Mercedes-Benz has now turned the Actros into a sole top-of-the-range motor with last year’s lower-tech offering, the Axor, stepping up to target fleet markets. The bottom end of the Actros line-up has now been discontinued.
The Actros line-up still provides options between 18 and 44 tonnes, but the rigid prime movers will be mainly for drawbar applications rather than stand-alone vehicles. The Atego range will provide those. Overall the operator has the choice of two types of engines and two cabs for the Actros. Mercedes-Benz’s own OM501LA Euro-3 12-litre charged-cooled V6 direct injection diesel engine provides three power ratios; 394hp, 428hp and 456hp with 1,850Nm, 2000Nm and 2,200Nm peak torque output respectively.
Turning power into motion is the responsibility of the G211 16-speed synchromesh range-change with Telligent electronic gearshift with pre-selection.
Crowning the line-up is the 16-litre OM502LA with V8 direct injection. Here there are two versions, rated at 476hp with 2,300Hm torque, and 530hp boasting 2,400Nm. Transmission is the G240 16-speed gearbox. Across the range, peak torque is at 1,080rpm.
Cab options are pretty simple, a high-roof Sleeper Cab or a Megaspace. The lowest kerb weight for two axles and L cab is 6,695kg on a 3.6m wheelbase, and tops out at 6,975km on a 3.9m wheelbase for the 16-litre option. For those requiring a mid-lift axle then the tractor kerbweight varies from 7,695kg for the 12-litre 2540LS with an extra 260kg for the 16-litre Actros. The Megaspace cab adds 230kg, all on the front axle. The V8 versions also get the option of the all-singing, all-dancing Executive Management space.
Commercial Motor’s test vehicle is the 2546LS with mid-lift powered by the 456hp engine. Optional extras fitted include the sat-nav system, two very different seats, alloy wheels, and remote central locking with automatic window closing. The metallic paint job is an option, as is the air horn and air management kit. All this costs £8,155 (ex-VAT) and coupled with the £64,171 basic asking price for the tractor totals £72,326 (ex-VAT).
And what will your Actros 2546LS Megaspace be expected to fetch in three years’ time? According to Cap Network Commercial Vehicle Monitor, it will be worth £26,800 - £3,500 less than the Volvo FH12 Globetrotter XL. If you select a fleet-oriented tractor then the Daf CF85.430 6x2 is worth less, but the Scania R124 420 pusher enjoys a good residual value and is worth £28,100 after three years.
Productivity
Despite a chilled February with the temperature never rising above 5oC, it proved to be as near to perfect test weather as we could hope for. Clear skies with next-to-no wind coming from the south-east, coupled with pretty clear roads combined to make ideal testing conditions.
The overall fuel consumption figure for the Actros 2546LS is 7.10mpg. At 44 tonnes, figures in the high sevens achieved at 41 tonnes could well prove a thing of the past on this Scottish route. Overall time and performance for the test was not overly affected and on the trunking routes it matched previous 41-tonne tests, but hauling an extra three tonnes over the mountains on the A68 did incur a fuel penalty.
The Volvo FH12 460 roadtest at 44 tonnes (CM 27 Feb – 5 March ’03) returned 7.05mpg – it used more fuel over the easy A-roads and tough motorway section, while matching the 2546LS over the severe gradients.
So far, the early 44-tonne tests have shown that it’s the less powerful tractors that are leading the way, undermining the industry’s 10hp/tonne preference. The Scania R114 420 produced 7.5mpg while the Daf CF85.430 returned a leading 7.69mpg.
Of course, for operators, fuel is king but it is worth considering how a lower-rated engine would cope day in, day out hauling 44 tonnes. Significantly the 2546LS was quicker than the Daf, Scania and Volvo over the A-roads and motorway, and matched its peers over the severe gradients. So getting the load delivered on time shouldn’t be a problem.
In terms of payload, the Actros loses around 400 to 500kg against the Volvo and Daf respectively, but it is up 2.8 tonnes on the 2543LS which was tested at 41 tonnes and Euro-3 (CM 26 Jul-1 Aug 2001).
