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• For many people the three pointed silver star represents
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the ultimate in personal transport, and that aspirational aura also applies to Daimler-Benz's Powerliner trucks. The German manufacturer clearly hasn't been slow to emphasise the high quality of the Mercedes marque—witness its old advertising slogan: "Meticulous engineering doesn't cost you...it pays you."
But as the largest truck maker in the world Daimler-Benz doesn't really need clever copywriting to show how successful it is. More than half of all the trucks assembled at Daimler-Benz's giant Worth plant go for export, and since setting up shop in Britain in 1974, Mercedes-Benz (United Kingdom) has built up a comprehensive range of righthand-drive CVs from Sprinter panel vans to 38-tonne tractors.
The original Powerliner tractor range, comprising the two-axle 1635S, the twinsteer 2035S and the top-of-the-range 1644S, arrived in Britain in 1986. All featured turbocharged versions of Mercedes' long-serving big vee-eight.
Those first Powerliners represented a skillful blend of the tried, tested and tweaked up coupled with the innovative. Typical of this was the adoption of an electro-pneumatic gearshift system called 110.
ittj Electronic Power Shift. EPS does away with a conventional mechanical link between the gear lever and gearbox. Instead a small selector lever in the cab sends an electrical impulse down a wire to a batch of air-operated selectors housed on top of the gearbox. These engage the chosen ratio once the driver has depressed the clutch.
Driver reaction to EPS has been generally favourable.
It certainly cuts out all the effort on gearchanging, although heavy-handed drivers used to wrestling with the Ecosplit box no doubt took a while to get used to shifting with no more than a gentle fore-and-aft movement of the stubby selector lever.
But operator reaction to EPS has been mixed, even though most of the early technical bugs seem to have been ironed out.
Powerliner 2 models arrived with the Fplates, and with the second generation Daimler-Benz expanded the range to include the 4x2 17295 and 6x2 24295, powered by the 218kW (292hp) 15.08-litre unblown 0M442 vee-eight; the 4x2 1735S and twinsteer 2435S with the turbocharged 14.62litre 0M422A pushing out 26910W (361hp); and the 1748 4x2 and 6x2 2448 fitted with the fire-breathing 362kW (485hp) chargecooled 0M442LA version of the same 14 litre
lump. The 1748 Powerliner 2 was quickly acclaimed as the most powerful tractor in Europe, but the three-axle 2448 was arguably of more interest to UK operators as until then the most powerful Powerliner was only offered as a 4x2.
In 1989 the right-hand-drive Powerliner 2 line-up was finally completed by the 1733 and 2433 tractors equipped with the smaller 10-litre charge-cooled OM,441 vee-six which pushes out 249kW (334hp).
With the advent of the Powerliner 2 Daimler-Benz dropped the original ZF Ecosplit box in favour of its own lighter and more compact 16-speed transmissions, built specifically to suit EPS. The final part of the Powerliner 2's driveline, a hub reduction axle, is also built in-house.
Reduced service costs have been a major sales platform for the Powerliner 2 tractor range it was the first CV to include automatic liquid grease chassis lubrication (ACL) as a standard on-line fitment,
With larger brakes and increased sump capacity, intervals between major services for long-haul operations were increased three-fold to 45,000km (28,000 miles).
All Powerliner 2 tractors come with a standard sleeper. The 1748/2448 (now 1850 and 2650) get the full-width "Grossraum kabine" or G cab as standard; the rest get the slightly narrower double-bunk L cab, although the G cab is optional on the 1735/2435.
Daimler-Benz's badging policy is straightforward. The first pair of letters refers to the gross weight of the vehicle as a rigid and the second pair to its nominal horsepower rating.
• EVOLUTION
In 1992 Mercedes-Benz offered a doubledrive tractive unit in the UK for the first time, in the form of a 6x4 2435. This extra Powerliner model has a similar spec to the 4x2 and 6x2 models but with a longer 4.35m outer axle spread.
It can only be specified with a two-spring steel suspension. The 4x2 1735S, with driveaxle air suspension as an option, was introduced in August 1988 on a 3.5m wheelbase. This was increased from the end of 1989 to 3.8m, making weight distribution more compatible for 13.6m trailers.
In 1990 Mercedes-Benz launched a new style of engine brake for its latest vee-six and vee-eight engines rated at 249kW (330hp) and above. It is claimed to be about twice as good an exhaust-mounted butterfly valve at lower engine speeds. and 60% better at higher revs.
Late in 1991 Mercedes-Benz made a number of changes to its vee-six and vee-eight engines to meet the EC's 1992/93 emission legislation (CM 31 Oct 1991). The LEV (low emission vehicle) engines were developments of the 11 and 14.6-litre units, but changes to the bore and stroke gave capacities of 9.6 and 12.8 litres. The number of 0M400 series power options rose to seven, ranging from 180kW (245hp) to 370kW (503hp), all with charge-cooling.
Higher injection and compression ratios help to reduce fuel consumption and enable maximum power to be achieved at 1,900rpm; 200rpm lower than before. CM had a taste of the LEV power unit in a Eurotest (CM30 Jan 1991).
Early in 1992 Daimler-Benz finally revealed a higher roof height for both its full width and narrow cabs to give greater space between the two bunks with some extra stowage space.
• OPERATOR EXPERIENCE
AJG International Transport of Aylesbury runs a fleet of 35 vehicles on domestic and overseas work, travelling as far afield as North Africa and Sweden.
The company has been in business since 1974 and operates three Mercedes-Benz 1735 tractive units. Managing director Alan Gaunt bought them about seven years ago for continental work, equipped with steelsprung suspension and without the ABS option.
"They gave us the level of power we were looking for and there is nothing to fear from the big vee-eight engine," he says. "We got a good deal, probably because we were buying more than one and Mercedes-Benz were keen to get some into operation." One of the vehicles regularly returns better than 281it/100km (10mpg). but that is running at less than 90km/h (55mph) with a box loaded to about 12-15 tonnes. The others, running fully laden for most of the time give better than 311it/100km (9mpg). AJG tractive units cover about 128,000km (80,000 miles) a year. "All of my Mercedes vehicles are excellent in almost all respects,'' says Gaunt, "but EPS related faults have been a constant cause of disputes with the manufacturer."
With the 1635 the problem was not so much with the electro-pneumatic control as with the gearbox itself. Selection of fifth gear appears to be quite forceful and after some two-and-a-half years' service, the roll pin holding the selector fork was inclined to shear.
There is a modification using a harder pin, and later models with the Mercedes box should not suffer from this same problem. Gaunt's experience of EPS goes back to Dreg 1635s, and it is not unknown for the gear lever to break off just above the top plate.
Gaunt likes the Powerliner's standard autolube fitment, not least for the reduction it gave in overall maintenance costs.
"We haven't replaced a shackle pin or bush in four years," he says, "and we haven't had a repeat of liner seal problems associated with earlier models, but the self adjustments of the brakes could be better. They hold off too long before taking up the free movement and give the impression that the vehicle is under-braked."
We asked him about the savings introduced by extended service intervals: "We do our own servicing for all of our tractive units on a four-week110,000km (6,000-mile) cycle so there isn't any saving at all for us."
AJG drivers like EPS and find the level power and torque, delivered by the big 14.6litre engine more than adequate for operation at 38 tonnes.
Cab trim is substantial and easily cleaned. The second fixed bunk, not a delete option, is surplus to requirements in most cases and makes the lower bunk claustrophobic. Mercedes-Benz might be well advised to make the top bunk an option, even with the revised roof line. . AJG usually keeps its vehicles for five years on continental work and sometimes extends the replacement period by using them for domestic operations. Gaunt always managed to get good money for earlier manual models.
Over the past two years he has started to replace his M-B models with Volvo FH 360s and 38s which he describes as a "more up-todate product."
David McCune started up in a modest way 34 years ago and moved to Aycliffe, Teesside, in 1975, where he now runs a fleet of 35 vehicles on general haulage with his son John.
His 1735 tractive units, running on F-plates, were bought new, but that has not always been the case. Some of his earlier Dafs were brought secondhand and, where necessary, were rebuilt in his own workshops.
"Replacement depends very much on the economy, but if you keep vehicles longer than three to four years you must be prepared to spend money on them," says McCune. The 1735s have been busy on continental work. "International support is tremendous," he says.
Carrying full loads whenever possible, and that is most of the time, both give better then 401itilOOkm (7mpg)," says McCune.
The types of load have changed in recent years and he has had to change his semis from flats to curtainsiders to meet customer requirements "We haven't bothered to extend service intervals," he explains, "everything that needs doing is done when the vehicle comes in for service every 10,00km (6,000 miles) or four weeks, but we haven't had a lot of problems. The roll pins don't break like they did in the ZF boxes and changing to low-profile tyres has been a worthwhile advantage. The shoulders don't wear as fast and the bills are less. The cabs are big enough for us but I can see a need for more room on longer trips."
On the plus side, he adds, the cabs last well: "Externally rot is nil and inside the trim stands up to the wear. They are as good a vehicle as I have run."
When we spoke to McCune again recently he told us that he got a good resale value on the ones he had sold. Over the past 18 months he has bought 14 Iveco Eurotech 400E34s and he is ordering some M-B 1834s for the new year.
• DEALER FEEDBACK
Mike Mudie is joint managing director of Mudie-Bond, the independent Mercedes truck dealer with sites in Tewksbury and Kidderminster and a busy used-truck operation alongside its new sales.
When it comes to selling the 1735 in the secondhand market Mudie says: "It's the most popular Mercedes u-actor. With 350hp is well on top of all UK and most continental jobs. It's other two strengths are that it's one of those vehicles that just goes on and on with fairly good fuel returns. It's got a nice place in the market; it's not a fancy motor and so people are pleasantly surprised that it never lets you
down." He acknowledges that early, pre-SK tractors were not without their faults with EPS: "They threw up teething problems, then a combination of changes including the adoption of Merc's own gearbox and other refinements ruled it out in 1735."
While the market for used examples was fairly buoyant 12 months ago there are not so many about now. On price Mudie reports that G or H-reg models tend to sell at "between the early to mid twentiess, depending on mileage and condition."
We asked independent dealer Malcolm Harrison of Stone, Staffs about general availability of the 1735. "There are quite a number about although we don't have one in stock," he says. "If they're clean and tidy they sell easily Non-Mercedes operators are a little resistant to EPS but it's generally accepted as part of what the 1735 has to offer. It's considered to be a bit heavy but the cab is still well liked. They have good re-sale value. The 4x2 is the most popular. An H-reg with 400,000km on the clock will fetch £18,000; a three-axle unit costs about £1,200 more but if it's rough it could be £5,000 less.
• SUMMARY
By modern standards the Mercedes-Benz 1735 cab looks small on the outside and, with two bunks as standard, it is certainly cramped on the inside for regular long-hauls operations.
The 14,6-litre turbocharged vee-eight diesel engine offers a good compromise between power and fuel economy, and mechanically it should give no special cause for concern.
EPS is liked by drivers and apparently no longer presents reliability problems for the operator, but Mercedes spares are not the cheapest on the market.
Secondhand models look like good value if you can find them—but in the present economic climate few good examples are being released onto the market.
1:1 by Bill Brock