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THE MANUFACTURERS

2nd June 2011, Page 29
2nd June 2011
Page 29
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Page 29, 2nd June 2011 — THE MANUFACTURERS
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Which of the following most accurately describes the problem?

It is widely accepted that all this technology is going to make Euro-6 trucks more complex, and slightly heavier than their Euro-5 counterparts. However, the truckmakers we’ve spoken to are confident that there won’t be any fuel economy penalty. Mercedes-Benz truck sales and marketing director Sam Whittaker says: “Adding any weight to any vehicle can increase fuel consumption – that’s basic physics. However, these potential effects can be mitigated using enhanced aerodynamic measures like the innovative ‘Freddie’ air deflector we have introduced. Mercedes, like other truckmakers, is also concentrating on driver training and driver management tools.” MAN Truck & Bus UK chief executive Des Evans says: “MAN has worked intensively to compensate as far as possible for the inherent disadvantages that this standard has for fuel consumption. The results currently available show that, to a great extent, MAN has achieved neutrality in Euro-6 consumption relative to Euro-5/EEV.” But producing a fuel-efficient Euro-6 truck hasn’t only been a technical challenge for Europe’s truckmakers, it’s also put a great strain on their R&D budgets – to the tune of billions of euros – and it goes without saying that they’ll want to recoup those costs. So what exactly does this mean in terms of the on-windscreen cost of new Euro-6 trucks sitting on UK forecourts?

Industry experts base their estimates on the US experience (as Euro-6 is very similar to the North American EPA10 emissions regulations), which saw a 10% increase in the cost of a long-haul tractor. So far, Scania is the only company to talk real prices, stating that its long-haul tractors will cost an additional €10,000.

Although the first Euro-6 Scanias will go on sale in the UK later this year, the Swedish truckmaker does not envisage a big demand prior to 2014. According to UK truck sales director Martin Hay: “Only very environmentally conscious operators will buy it.” These sentiments are echoed by Evans, who says: “In the absence of any broad tax/ environmental incentives, significant early demand for Euro-6 vehicles is felt to be unlikely. Therefore, MAN will simply make its technology available in time for the legislation change, with orders being taken from September 2012 onwards for trucks. Until then, we recommend our customers invest in our Euro-5 vehicles, which are – in terms of total cost of ownership – currently the most efficient solution.” He goes on to say that in the UK, “MAN would advise operators to plan vehicle replacements in advance”. Tony Pain, DAF marketing director, adds: “Without a direct financial incentive for running Euro-6, and at the moment there are none of any note in Europe, Euro-5 would appear to be the optimum solution for most UK operators. With this in mind, now is a good time for UK operators to consider what their fleet profile might look like in two-andhalf years’ time.” And he warns that customers who do not plan ahead could find themselves having to cope with long lead times for Euro-5 trucks.


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