1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
178
179
180
181
182
183
184
185
186
187
188
189
190
191
192
193
194
195
196 
M . ercedes-Benz has never taken the obvious route. Since pioneering
Page 41
Page 42
Page 43
If you've noticed an error in this article please click here to report it so we can fix it.
electronic engineering in mainstream trucks with a nudge-type gearchange its approach to this technology has wavered between the converted and the agnostic.The introduction of the retro-feel Axor undoubtedly helped it ease into fleet deals with the likes ofTesco, convincing the industry that the Germans are quite capable of producing trucks that are suitable for agency drivers without lengthy training courses. The Axor isn't yet appearing on the used market in any great numbers hut for the past three years M-B's Approved Used Commercials has been punting its stablemate, the Actros, in various guises. The 1835 went tropical while the 2543LS came out as the limited-edition Predator. More recently the 6x2 became available on two-year operating lease deals including repair and maintenance at a penny shy of £200 a week. A deal that good suggests supply is exceeding demand, which comes as no surprise in a market that's awash with 4(X)hpplus three-axle tractor units.
While such innovative sales techniques are generally generated by of stiff competition, it's only fair to say that all the evidence from auctions and residual price evaluations suggests that the Actros can hold its ground against its competitors from the other major manufacturers.
Since Mercedes-Benz took its remarketing process in house the very best of its stock has only been available through the Approved Used Commercials network.This has helped to drive up residuals and desirability, giving the marque a strong foothold in a foreign field.
Excluding the outside world — unless it needs it, of course — has given the franchised network first pick of the very best Mercedes-Benz products, supplying its dealerships with prime stock offering strong residuals.
Product profile
Today the Actros is the top-of-the-range motor from Mercedes Berrz.The 2543LS represents the second entry-level version of the 0M501LA Euro-3 12-litre charged-cooled V6 directinjection turbo-diesels. It offers a choice of three power ratings; 394hp, 428hp and 456hp with 1.850Nm,2,000Nm and 2,200Nm peak torque respectively at 1,080rpm, Turning power into motion is the responsibility of the G211 16-speed synchromesh range-change featuring Telligent electronic gearshift with preselection.Further up the food chain when this truck was rolled off the production line sat the 16-litre V8 direct-injection 0M502LA offering a choice of two power outputs:476hp with 2,300N m of torque, or 530hp with 2,400Nm. Its transmission is the 16-speed G240.
Cab options are pretty simple; there's the high-roof Sleeper Cab or the Megaspace. For the mid-lift axle tractor M-B quotes a kerbweight of 7,695kg for the 12-litre 2540LS; the 16-litre Actros adds an extra 260kg on the front axle while the Megaspace raises the stakes by another 230kg.
Since the registration of DAM KPF in August 2(X)2 it has covered 471,000km on general haulage on a three-year deal.That equates to 157,000km a year or, if you like,3,019km a week.This suggests consistent work tramping up and down the motorway network with little if any downtime outside of the six-weekly inspection and plating.
The service history appears to back this up as only lighthulbs, wiper blades and the like have been replaced. If you're looking to get an angle on its asking price CAP Red Book quotes £17,700 trade (ex-VAT) for a clean example, or £22,750 (ex-VAT) retail. Mercedes-Benz Approved Used Commercials at Wentworth Park obviously reckons DA02 KPF is a cut above average; it plans to retail it at £23,500 (ex-VAT).
Productivity
Test conditions are rarely favourable in February but it's worth mentioning that we. had two goes at this roadtest to get a fair reflection of the motor. Our first run was hampered by freezing conditions, artic winds from the north, frequent blizzards and four inches of the white stuff for good measure on day two. All this combined with a major diversion to ruin any chance of a decent run.
We encountered warmer weather during our second attempt but a strong north-westerly wind brought rain, rather than snow, and we spent much of the journey displacing water from t [lc road which didn't bode well for the fuel consumption figure.
Mind you, running at 44 tonnes over tough. unrelenting routes in lousy weather is a fair reflection of what many operators have to contend with all year round.They'll be all too used to poorer fuel figures in the winter and stronger results in the summer. Were this real life with us earning our corn from this truck then we'd bite the bullet and pay the bills. You could always blame the driver.
Overall time and hill climbs were bang on, so there was never any doubt we'd get DA02 KPF to a drop on time. and with the equivalent of 78 round trips from London to Istanbul on the clock its previous owner would probably agree with us.
With twin tanks full to the brim and a CM standard 75kg driver behind the wheel the tractor unit weighs in at 8,334kg.Take into consideration a 7,000kg trailer and it offers the potential new owner a 28,666kg payload when running at 44 tonnes.
On the road The tell-tale signs of an ageing motor traditionally begin to show as the day wears on, but DA02 KPF was having none of it.This 2543LS proved strong and responsive, working hard when asked. When running trucks fully freighted on six axles, operators look for a 10hp per tonne and the 428hp version tested here was short of that target.
However that theoretical lack of power was never noticeable out on the road. In fact the 10hp-per-tonne benchmark is tantamount to an urban myth. We suspect it's partly fuelled by the demand for big engines from the used truck market to satisfy the needs of the industry and by new product sales teams looking to provide something for everyone when it gets remarketed.
Mercedes put 400hp-plus motors with sleeper cabs into the Tesco deal to try and ensure decent residuals could be achieved three, four or five years down the line. Industry demand for more consistent speeds from heavy vehicles has led to more and more powerful vehicles but in the real world time is only lost when you are held up by roadworks and traffic jams.
Operators are starting to twig that bigger engines are simply likely to ramp up their fuel bills without cutting journey times In most circumstances a 428hp driveline at 44 tonnes will be more than enough to get the day work done. Fresh from Mercedes' ProfiTraining in Germany. where we learnt how to get the best from this type of driveline (see CM 6 April for a full report), we pushed the Germans' theories to the limit.This entailed driving foot to the floor to reach the speed limits as quickly as possible, accelerating through gentle descents and climbs to keep momentum and coasting on the level where possible.
In fact we spent more time worrying about the threat of another snow shower than whether this truck would let us down.This driveline lugged down effectively when it had to and handled the concrete weights stowed in CM's new trailer with ease. From its limited top speed of 56mplt at 1,488rpm we were able to lug down to just above 40mph at 1,000rpm without changing gear. Occasionally we dropped lower, although the torque hand does drop away once revs fall into three figures.
The condition of thenudge-and-paddle' transmission, is difficult to gauge because, unlike a traditional four-over-four gearstick, it doesn't work loose.
We reckon it felt the same as the day it came out of the factory,but the downside of this is that the first warning the driver would have of excessive wear or damage would be when it refused to select a gear.
The state of the clutch was easier to assess. It bit just above the middle of the pedal's movement, and while we made our gearchanges with the pedal to the floor it showed no signs of wear.
Cab comfort
Mereedes-Benz admitted that it had valeted the interior so the expected signs of wear and tear weren't easy to spot; all we noticed was minor wear on the side of the engine hump — presumably where the previous driver had rested his left foot.That apart the cabin was clean and squeak free.The lack of squeaks impressed us because aging cabs, no matter how clean, have a habit of rattling round the Lest route with the demo driver keen to get the radio on at every opportunity.
The mock-walnut dash held firm, and even the cigarette lighter appeared unused (or new).The footwell was tidy with walls and ceiling untarnished by scuffs or nicotine stains. Presumably the driver was a non-smoker with a Dettol fetish.
Our search for wear and tear turned to the bunks; once again without success. No sign of wear and no driver shaped indentation, suggesting a life spent without a pie-eater at the wheel.We lifted the bottom mattress — nothing. So we examined all the stowage compartments and shelving to see if a rogue microwave or TV had been fitted. Nothing. Even the driver's seat was untouched.
OK, we concede: this cab is in top notch condition. It wasn't until the rain started to monsoon that we noticed that the heater had failed in the offside wing mirror.. Mercedes-Benz 2543LS DaimlerChrysier, Tongwell, Milton Keynes, Bucks MK15 8BA M-B 0M501LA V6 direct-injection charge-cooled turbo-diesel 130x150mm Six, in vee configuration 11.95 litres 17.75:1 428hp (315kW) at 1,800rpm 2,000Nm (1,47511pft) at 1,080rpm G240-16 16-speed synchromesh rangechange with splitter and Telligent electronic gearshift featuring pre-selection 17.03-0.69:1 3.15:1 Hydraulically operated with air assistance; twin dry plate: 400mm diameter Telligent electro-pneumatic braking with load sensing, automatic brake adjustment and ASR traction control Spring parking brake on front and rear axles: air-operated butterfly system operated by brake pedal Linked to accelerator override as well as three-stage manual operation Integral power-assisted recirculating ball Riveted construction, steel channel section 283x70x6.7mm Front. parabolic leaf springs with double acting shock absorbers and stabiliser: mid-lift, air with lift: rear. full air suspension; double acting shock absorbers and stabilisers Axle design weights: Front. 7,100kg; mid-lift, 6,500kg; rear, 10,500kg Wheels and tyres: 8.251n steel wheels with 295/80 R22.5 tyres Fuel tank: 450 and 230 litres, aluminium Electrical system: 24V negative earth Battery: 2x165Ah Alternator: 80A Test trailer: 7,000kg triaxle curtainsider Weight as tested: 44,000kg