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New Melts in the wings
Page 14
Page 15
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CM has the latest 'spy' pictures of Mercedes-Benz's new prototype heavy trucks. We count down to their launch, and offer a taste of what's to come...
Words: Brian Weathertey
BACK IN NOVEMBER 2007, CM was the first UK truck magazine to show 'spy' shots of the prototype trucks that will eventually become Mercedes' new heavy truck range, replacing the current Actros and Axor models.
So when we were offered this latest selection from a well-hidden 'scoop' snapper, we decided it was time to update readers on what's been happening in the intervening months — and when we can expect to see the final versions of the new German heavyweight contenders.
The smart money is still on a 2010 launch. But it's less clear if, right from the get-go, they'll come with Daimler's much-trumpeted new global HDEP (Heavy Duty Engine Platform) engines developed by its Detroit Diesel subsidiary — or if Merc will continue to offer its existing Euro-5 Blue-Tee V6 and V8s, and 12-litre in-line six, for a while longer.
It's not impossible that the Germans might even decide to run both side-byside in the short-term, not least to allow the market to get used to HDEP, while retaining those customers who still like the old big Vs.
One possible driver for the early adoption of the family of HDEP in-line sixes (which currently consists of the 12.8-litre DD13 and 14,8-litre DD15. with a DD16 'big-banger' in the wings) could be in the run-up to Euro-6.
As yet there's no official adoption date for the EU's next low-emission hurdle, but experts arc talking about it covering all new type-approved engines in 2013 and all new trucks in 2014.
Those pundits are also predicting that we we won't see too many Euro-6 trucks much before 2011 or even 2012, but Mere may surprise eveiyone by being an early adopter with its HDEP motors, especially if the German authorities offer incentives to local operators to buy a Euro-6 truck well ahead of the deadline.
Whatever the final timetable for introducing HDEP in Europe, it's clear the next generation of Mercedes heavies are being built with both eyes firmly on the new emissions regs.
To meet Euro-6, Europe's truckmakers are expected to use both SCR and EGR (possibly with an active particulate trap, too) in order to drive NOx and particulate levels down even further. This means engines are going to be producing even more heat, so, consequently, the manufacturers will have to redesign not just the cooling systems, but also their cabs and chassis to take into account that heat as well as maximising ways of dissipating it.
All about airflow
So the need to get as much air flowing past the taller HDEP in-line engines that will power Mcrc's Euro-6 flagship tractors goes a long way towards explaining the high-mounted, towering cab on the tallest black prototype.
Add to that the fact that today's Actros drivers love the fiat-floor on the current MegaSpace cab and you can also see why it sits so high up and why you can expect to find four steps to get into the finished model.
Meanwhile, with a high cab floor needed to ensure maximum airflow around a Euro-6 engine, if you want to provide the maximum living space for a long-haul driver, the only way is to raise the roof. And even with the heavy use of fake body panels on the full-width prototype black cab there's no hiding its extra-tall roof moulding that looks to be pretty close to the Continental 4.0m limit, which, funnily enough, was the height of Merc's 'Space Max' extra-tall concept tractor seen at the Hannover Show back in 2006.
There are still a few more 'what-ifs'. For example, in a bid for maximum engine cooling, will Mercedes use independent front suspension on its heavy tractors? Likewise, when the DD16 appears, will it be Mere's first 'big banger' to answer Volvo's 700hp challenge? Only time will tell, but you can be sure that whatever happens, and whenever the new Mercs arrive, CM and Roadtransport.com will bring you the news first. •
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