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THE MAN TGA was one of only two vehicles in
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this group test to fly the EGR flag (the other being the Scania) so the pressure to prove its worth could not be ignored..
When lined up next to its contemporaries the TGA's LX cab appeared slightly narrower (mainly because it was), but this didn't greatly detract in usable space once inside. A quick stretch out on the single bunk proved that a good night's sleep would be available if required.
We made ourselves comfortable in the much welcomed optional Isri air-suspended passenger seat, scanned the directions chart and were off.
Looking around the interior we noticed that the LX trim brought with it luxuries such as heated seats and steering wheel buttons to adjust cruise control among other things.
The colour scheme was German 'Panzergrau' grey, but with enough shading for it to be excused, particularly as plenty of light came in through the large side windows, giving the cab an airy feel. All that light showed up signs of the TGA's impressive build quality clues included an extra-tough dash, heavy-duty floor covering and solid looking hinges on the overhead lockers Talking of lockers, not only do the headlining lockers offer bags of space, they stop short of the passenger area so there's plenty of room to stand up in the high-roof LX cab without bumping your head. Other storage space includes door pockets and cubbies under the dash
Whereas the previous day was all about the hills, this leg was primarily motorway work. There wasn't any need to push our steed too hard; the aim was to keep the speed constant.
But as we cruised down the M1 the engine noise was slightly more intrusive than in our previous day's Volvo, and though the ride was generally comfortable, cab suspension lacked a degree of control that had it bobbing to a noticeable degree.
After a brisk 180km or so it was time to pull into
a service station for a mandalury res aria a &dna wich. It was also an opportunity to exchange some light banter among the drivers some were boasting averages of 9mpg, just to get a few backs up and raise the level of competitiveness.
Back in the cab we stashed our drinks and rations in the centrally located cool box, which also housed a fold out table that moved forward to within touching distance of the dashboard.
We found that the MAN had just pulled back 0.1mpg thanks to the easy running stretch, leaving its computer showing 7.8mpg but there was still time for improvement.
MERCEDES CLEARLY WANTED to make an impression by sending us a 2546LS mid-lift 6x2 complete with 2 MegaSpace cab atop its latest Euro-4 SCR-equipped 12-litre OMSC1LA V6 lump which pushes out 456hp and 2,200Nm of torque.
It's quite a climb up into the high-riding MegaSpace cabin —you need all four steps to get up into it and we can't help feeling Mercedes needs to lock again at the step design. The spachng is OK, ltd just that they need to be more progressively 'layered', like those on the Scania R range which are more like a stepladder.
Sculpting out a bit of the floor by the door would also allow you to see the steps more easily when you want to climb out.
But once installed we appreciated the acres of room inside the flat floor MegaSpace cab, which boasts virtually double the amount of lockers in the dash, headlining and under the bunk that you
find in most other premium rivals. For a long-haul driver we reckon its one of the best cabs around, although why Men.cecies (like other truck manufacturers) insists on spoccing twin bunks in its UK tractors is beyond us. Better to dump the top bunk and have extra lockers on the back wall The forward-tilting steering wheel and fold-up Telligent gear selector (hinged off the driver's seat) ensure good cross-cab access for the driver who wants to get up and flop on his bunk without any fuss or bother.
While our Actros had the manual Telligent box (albeit with its pre-select and limited 'the-gearbox-works-it-out' functions), how long must we wait for Mercedes to follow the leaa of lveco and MAN by titt ng a full-auto two-pedal transmission as standard? With the latest FovverShift transmission (currently available only as an option) ht's got the box to do it with. With PowerShift you also get the 'coo-roll' function (missing on our truck) which must aid fuel economy.
That said, the manual Telligent box didn't let us down on the nastier sections of the A68, -even if we had to take one gear at a time rather than going for big block downshifts.
As long as you don't try to hurry the changes it performs perfectly— but if you try to lift the clutch too soon after selecting a gear you get a warning rattle for your sins.
The Actress Euro-4 V6 loves to lug down (maximum torque is at 1,080rprn) and we were impressed by the way it burbled along at 1,000rpm without any signs of distress.
Running into roundabouts and junctions that luggability is a real boon and promotes an unhurried driving style. But if you have a tight delivery window you would be better winding it up a bit more.
All-in-ail. the Euro-4 Actros is a pretty competent package; we particularly liked the downhill speed control, which kicks in 4km/h above your set speed limit on over-run and automatically dials in the 'Konstantdrosser engine brake and exhaust brake. As a long-haul motor this mileeater takes some beating.