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Mercedes-Benz unveiled its 18-26-tonne Atego range at the Hanover Show. Now Commercial Motor has tried out three models that are likely to make a big impact in the UK. Oliver Dixon reports.
1828 IS 4x2 TRACTIVE UNIT At 280hp, the 4x2 1828 LS tractor which we drove at 32 tonnes GCW, will form the backbone of the Atego artic range in the UK. The 1828 LS feels like a competent enough lightweight fleet vehicle: weighing in at 440kg less than the smallest (1831) Actros, it has the potential to be an attractive choice for operators at the lighter end of the articulated market.
The 6.4-litre OM 906 LA engine develops 1,100Nm at 1,500rpm; it drives through a 12-speed G100 synchromesh box to the BLS drive axle.
On the road, the 1828 LS is a reasonably assured machine. It suffers from a slightly intrusive transmission rattle at higher engine speeds, but the example we drove was new, and the noise will probably reduce in time.
The 12-speed box is a nice unit to use, with short stick movements and well-spaced ratios. Despite its apparently diminutive size, the 280hp unit, (which, according to MercedesBenz engineers, offers as much torque output as the 18-litre V10 of 20 years ago), rarely feels under strain.
It's not the fastest machine up the hill, but it doesn't disgrace itself either.
Braking is excellent, with discs all round and the standard Mercedes engine brake. Cruise control is operated from the steering column.
The driving position is excellent; so is visibility—which, given the likely urban role of the 1828 LS, is particularly good news. Frequent nights out are not really part of the design brief on this class of vehicle, hut cab size is more than adequate for the occasional overnighter. We were also favourably impressed by the dashboard design and the amount of star age space. The 1828 LS is a competent, almost staid vehicle. It doesn't stand out from the rest of the lightweight pack, but it performs more than adequately.
All UK models will be on a 3.6m wheelbase, so given the likely move towards 41 tonnes on six axles it will fill the gap left by the move towards threeaxle tractors.
Specification as tested Model: 1828 LS 4x2 tractive unit.
Engine: OM 906 LA. Maximum power: 280hp (209kW) @ 2,300rpm, Maximum torque: 1,100Nrn (8111bft) @ 1,50Orpm.
Clutch: MF 395 B singleplate diaphragm-spring with hydraulic actuation. Gearbox: G100-12 12speed synchromesh. Brakes: Dual circuit airoperated discs.
Axle weights: Front, 4.36 tonnes; rear, 11.5 tonnes. Tyres: 295/80 R22.5s. Suspension: Front, threeleaf parabolic springs; rear, twobag air.
MENNIMEM=r 2628 6x4 TIPPER
Every Atego tipper and mixer chassis imported into the UK will have disc brakes all round—there will no longer be a drum-brake option. Rubber suspension is also coming off the options list. Air suspension is still available, but the 6x4 chassis we drove rode on steel springs.
These may account for the 2628's rather leaden ride. At 26 tonnes GVW the 280hp engine felt relaxed and flexible, but at around 1,700rpm it produced an irritating resonance in the cab. This might have been caused by the standard hub-reduction axles, or could simply be down to our example's very low mileage. In either case, the noise didn't take long to get on our nerves.
Handling and noise levels aside, the 2628 is not a bad machine. The value of a 16speed gearbox is doubtful for this application; the 12-speed version fitted to the 1828 LS 4x2 tractor would seem to make more sense, and will be the standard fitting in the UK.
The OM 906 LA engine produces a useful amount of lowdown torque, giving the 6x4 excellent off-road potential. At higher speeds it felt a touch less confident, but for the short journeys typically undertaken by tippers, this should not be a problem.
Specification as tested Model: 2628 6x4 tipper. Engine: OM 906 LA. Maximum power: 280hp (209kW) @ 2,300rpm. Maximum torque
1,100Nm (811Ibft) 1,50Orpm.
Clutch: MFZ 430 B singleplate, diaphragm-spring with hydraulic actuation. Gearbox: G211-16 16speed synchromesh. Brakes: Dual-circuit, airoperated discs. Axle weights: Front, 5.34 tonnes; middle, 11.5 tonnes; rear, 7.5 tonnes. Tyres: 295/80 R22.5s. Suspension: Front, threeleaf parabolic springs; rear, Steel paraloolics.
1823 I. 4X2 RIGID Without doubt, this one is the star of the show. Mercedes-Benz UK is pinning a lot on the 1823 L—it's expected to snatch 20% of the UK's 18-tonne market. Given the excellent performance of the example we drove, that target looks realistic.
The 1823 L is powered by the smaller version of the OM 906 LA engine, developing 810Nm of torque between 1,2501,50Orpm with 230hp of peak power. It drives through a 12speed synchromesh gearbox to the HIS rear axle.
A six-speed box will be the standard UK offering, but the 12-speed option is certainly worth investigating.
On the road, performance is close to faultless—comfortable, and almost eerily quiet. The 12speed box is a delight to use with short, positive throws and perfectly spaced ratios making town and motorway driving equally enjoyable.
The cab design is also commendable. A sloped engine tunnel offers minimal intrusion, allowing the driver to exit on either side of the cab with ease. Given that he's likely to be doing this many times a day, the full-width steps and wide doors are well designed for the job.
Dashboard design is good and clear, and there are plenty of storage areas for paperwork and oddments. The driving position is also good, with a range of adjustment allowing for most shapes and sizes of driver.
Like the Actros, the Atego range offers service intervals of up to 100,000km. Combined with the excellent design of the 1823 rigid, this adds up to an extremely tempting package for operators working at 18 tonnes.
Specification as tested Model: 1823 L 4x2 rigid. Engine: OM 906 LA. Maximum power: 230hp (172kW) 2,300rpm. Torque 810Nm (597Ibft) 1,50Orpm. Clutch: MF 395 A singleplate, diaphragm-spring with hydraulic actuation. Gearbox: G1 00-1 2 1 2speed synchromesh. Brakes: Dual-circuit, airoperated disc brakes. Axle weights: Front, 4.52 tonnes; rear, 11.5 tonnes. Tyres: 295/80 R22.5s. Suspension: Front, threeleaf parabolic springs; rear, two-bag air.