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WORTH ITS
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WAIT IN GOLD Anticipation can be a two-edged sword ft the object of desire fails to live
up to expectations. The Mercedes-Benz Axor has been keenly anticipated on the used market — Kevin Swallow finds out if it was worth the wait
Depending on how you look at it, every new vehicle has two chances to succeed — or two chances to fail. Its first chance comes following the inevitable launch hype when operators put it to work in the real world. And its second chance comes three or four years later when it hits the used market.To become a long-term success a CV has to do well at both stages, hut success from new can raise expectations to such a degree that buyers of used examples are almost bound to be disappointed.
And that being the case, the Mercedes-Benz Axor has a hell of a lot to live up to.
It was launched in the spring of 2002 and is now coming onto the used market in significant numbers, so it's time to look at the longevity of a truck that was designed for the UK market and plugged a significant gap in Mercedes' line-up.
The Axor achieved two things from the outset: it offered fleet operators an uncomplicated, casy-to-handle traditional truck to take on its counterparts from Daf,Scania,Volvo and MAN — and it changed the role of the Actros from an all-rounder to a dedicated flagship.
Since the launch 3,872 Axor tractors have been sold, comprising 683 in the final seven months of 2002,1,183 in 2003 and 1,427 last year. Since the start of this year Mercedes has moved 579 Axors, which might suggest that demand has peaked but actually seems to have more to do with extended lead times. If you're looking for a used Axor here's a breakdown of the options available when the truck was launched in 2002. The MB-built 0M457LA 12-litre six-pot turbo-diesel is available at 349,395 and 422hp, producing 1,850, 2000 and 2,100Nm of torque respectively.That power is handled by an eight-speed M-B box as standard with a 16-speeder as an option; both with direct-top gearing. Chassis options are a 3.6m-wheelbase 4x2 and a 3.9m 6x2, with a lowroof/single-bunk cab as standard and a highroof/two-bunk variant as an option.
With a full 500-litre tank and 75kg driver, Mercedes claims the 4x2 weighs in at 6.908kg; the 6x2 comes in at 7,537kg with a 450-litre tank. The high-roof cab and 16-speed box add 100kg and 80kg respectively.A Jost sliding fifth wheel with lead-up ramps will add another 90kg; on the other hand aluminium wheels save you 90kg on two axles and 120kg on three axles.
Product profile For the re-emergence of our Used Truck Test Mercedes-Benz put forward an Axor 2543LS high-roof cab with a mid-lift axle. YNO4 FBB puts out a genuine 422hp at 1,900rpm; peak torque of 2,100Nm is available from 1,100rpm and transmission is the standard eight-speed synchromesh slap-over box with a crawler.
The high-roof, long-distance option has two bunks and features the Jost fifth wheel — as tested the tractor weighed in at 7,727kg.This version of the Axor weighs 117kg less than the Actros 2543LS that it replaced.
YNO4 FBB was one of a small selection to be found parked up at M-B's Wentworth Park site; its low usage (just 49,000km on the clock) reflects its demonstrator status. As you'd expect from a vehicle on the M-B fleet it looks very clean: since registration in May 2004 its entire service history comprises four services and the odd replacement bulb.
CAP's Red Book for commercial vehicles currently only covers models registered up to September 2003 so its projected price of £37,750 (ex-VAT) can be no more than a well informed estimate. In any case Mercedes-Benz Approved Used Commercials has priced it at £2,000 above CAP to reflect its rarity, low mileage and immaculate condition. Productivity While our test Axor is barely a year old its role as a demonstrator means it has covered fewer miles and suffered less general wear and tear than a working truck that's been cruising the motorways for five days a week.
With just 49,0001(rn on the clock fuel economy should be rising to its peak.We recorded 7.40mpg over the tough A-road section of our test route; out on the motorway it could only manage 8.22mpg, which is down on what we'd expect.The overall figure of 7.66mpg was just below the average of trucks we've tested with 10 times the mileage.
The climb up Dinmore Hill proved slightly below par too hut it felt strong: this is the only stretch of our test route where we felt the lack of a splitter on the eight-speed box. On the other hand the Axor romped up Dol for Hill out of Newtown, slowing only to take blind corners safely.
On the road After two days trekking over tough A-roads in Wales followed by a sedate motorway cruise back to Hinckley we found little to criticise. The driveline pulled well, even if this wasn't reflected in its time up Dinmore. At 422hp the true power output is down a little on the nominal rating but the engine does all that's asked of it and that 2,100Nm of torque delivered the goods down at the bottom end.
MAN's D-Series engines are rightly praised for their 'lugability' but the Mercedes straightsix deserves equal praise. If you're halfway up a hillclimb and hitting 900-1,000rpm you ought to be slapped for not changing down earlier. But if the brow is reachable then lugging down is definitely recommended and the Axor allows you that privilege. It saves a change, saves time and maintains momentum.
Most manufacturers are pushing 2,000Nm with their 410-440hp engines but not many offer that extra 100Nm. It's worth taking note of that torque bonus as it compensates for not having 10hp per tonne.
All that grunt is particularly welcome with an eight-speed box.This set-up might not be a drivers' favourite (there's nothing like being spoilt for choice or having the choice made of you) but, helped by that large helping of torque,the ratio spread up to direct top just about covers all the gaps.
The ratio for second gear (generally our first choice for take-off) sits closer to 3H than 3L so you'll need an extra rev or two to get going, but there's always first, of course. With so few miles on the clock we certainly had no pfoblem with the driveline.
Our experience over a variety of going revealed a little understeer coupled with a traditionally light steering experience, offset by a small steering wheel.As with all mid-lift axles. when taking tight corners on anA-road it tended to push us wide.However,other manufacturers' mid-lift vehicles have heavier steering than the Axor and this tends to compensate for this trait, which we assumed was caused by the suspension, load sensing valves, variable-ratio recirculating ball or possibly a lack of weight through the front axle.
Mercedes-Benz engineers pointed to tyre pressure. You should have 120psi in the front axle and I 00psi in the mid-lift and rear axles; they say even an increase of 5psi in the midlift will change the steering experience.
For a more independent response we had a word with some operators, but to be honest our findings were inconclusive. Our contacts, including a rental company, a large fleet haulier and a smaller transport company, could only agree that understeer is 'relative'.
Many drivers fail to report under-steer because it isn't seen as a fault; more a characteristic. Also, one driver's understeer is another driver's idea of perfect handling. All the operators we spoke to agreed that poorly inflated tyres could lead to a degree of unclersteer, but it's also implicated in a range of issues including fuel economy.
We have to conclude that while a degree of understeer does exist, Axor operators don't deem it important enough to be registered as a black mark against this mid-lift tractor.
Cab comfort
The Axor combines the style and functionality of the Actros and Atego respectively and adheres to the fleet operators' adage: keep it simple.There isn't too much to break in this cab but we did have the option of air-con.
The Axor's cabs are narrower than the Actros's but we never felt cramped.Thc radio/ cassette might be outdated but the dash layout on this 14-month-old truck is contemporary And as you'd expect from an ex-demo truck its condition is immaculate with no wear and tear on the seats, footwells or dash.
Fleet drivers will feel appreciated if you spec the air-suspended Isringhausen driver's scat with integral belts and back adjustment. It's comfortable enough, and if the vehicle is double-manned adding an extra lsringhausen seat for the passenger will only cost you 30kg on the kerbweight.The extra bunk adds 20kg, as does the air-con system.
If you're looking to colour co-ordinate your Axor with the internal trim grey and blue are the colours for you.The night heater's by the driver's left knee on the dash next to the steering column and there's an external locker for gloves, wet weather gear and the like. •