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GIFT IS It 1 GIIT
Page 52
Page 53
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It's all change for the German manufacturers as both Mercedes-Benz and MAN launch new ligh=weight truc'cs; this time we're giving the tri-star the once-over. Kevin Swallow reports.
he UK 7.5-tonne sector is led by the Dutch and Italians. thanks as much to price and fleet business as to overall quality The Germans haven't penetrated the fleet sector in vast numbers; instead they've steadily built their volumes with retail business, Mercedes-Benz ended the first quarter of 2005 with 15% of the 7.5-tonne market (including the Vario); this put it in third place, just ahead of MAN. Rather than chase the cheaper and lighter fleet market leaders Mercedes has chosen to deliver something operators can use to hold onto drivers with improved comfort as well as functionality.
Its competitors might well argue that they do the same, but Mercedes-Benz and MAN have stolen a march with new models.
The Atego line-up now runs from 7.516 tonnes with products at 9.0,1(15,12.0 and 13.5 tonnes.The top end of the Atego family (18-26 tonnes) is realigned with the Axor.
The engine options are still the four-cylinder 4.25-litre 0M900LA offering 147hp and 174hp, the sixcylinder 0M924LA delivering 214hp or the bigger 6.4-litre 0M906LA at 228 and 275hp.
Turning all this power into motion are new in-house transmissions; in particular the AutoTrans which gives the Atego two-pedal potential.
This six-speed box is based on the Telligent system but has more in common with the system fitted to the Sprinter than the Actros.
The spec is pure Actros, from the seats to the trim to the instrument cluster on the doors. There's a choice of four cabs: day cab (S), extended day cab (SE), sleeper (L), and highroof sleeper (LR). There's a choice of three dash layouts: distribution, long distance and comfort.The exterior has taken on Axor features to present a family lineup, and in terms of product unity it works.
One of the main innovations is a system of spray baffles which are designed to prevent spray building up on the driver's door, and in particular the windows, where it would hamper vision.
On the road
Mercedes-Benz supplied two 815 day-cab 7.5tonners for driving impressions at the recent UK launch at Coombe Abbey near Coventry; one with clutchless AutoTrans and the other with a clutch pedal.They were otherwise identical except the AutoTrans wasn't loaded and had a higher rear axle ratio.
This is the type of vehicle you'd expect to find running short distances with plenty of stops.The workings will look familiar to anyone who has driven an Actros but its characteristics resemble the auto found in the Sprinter.
In manual the paddle is the usual set-up: nudge forward for up and back for down. Neutral demands a squeeze from the side; for reverse you pull the lever back. But we'd only recommend the manual option if you are particularly bored or are trying to get the revs up when slowing down rather than feathering the brake pedal.
In auto.AutoTrans defaults to first from take off and if you hold the accelerator pedal in a constant position it will change quickly and efficiently.This leaves the driver free to concentrate on the road ahead.
During our drive, with no load and a high ratio, we didn't see the best of it, but we saw enough to know it should be the preferred option.
We tested the manual version fully freighted and with a more traditional rear axle ratio so at 60mph it was spinning at just under 2,000rpm, some 500rpm less than its auto stablemate, and it was a pleasure to drive.
The decision by Mercedes to replace the five-speed ZF gearbox with an in-house six-speeder is good news for drivers— the extra cog closes the gaps nicely.
If you concentrate on longer journeys the manual is a viable option but for stop-start work we'd definitely pick the smooth and effortless AutoTrans..
That aside, the revamped interior with its improved ergonomics and a dashboard more in keeping with the Actros gave this lightweight a commendably professional feel. in