HOW THE TEST WAS DONE
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DAY 1
The first day is mainly concerned with the logistics of assembling the tractors and trailers in one place, and checking that the correct specification has been delivered. A briefing is held to familiarise all concerned with the route and the procedures.
DAY 2
The action moves to the autobahn services next door to Hockenheim race circuit, where it divides into two. Dynamic testing on the autobahn begins with checking the accuracy of the tachograph—a task made easier by clearly marked distance posts every 500m. With the tachograph accuracy verified, steadyspeed fuel consumption, in-cab noise and acceleration are all measured.
These tests are made for each truck; for the sake of consistency each run is made by the same driver on the same section of road and with the same trailer.
Meanwhile, back at the ranch, the trucks not being dynamically tested are having their objective measurements and equipment levels recorded. As you'll see from the tables, this is carried out thoroughly. By the end of the day, with the test driver having covered more than 300km without ever going more than 20km from the service area, all the figures are in the bag and the trucks can be positioned for the next day.
DAY 3
It's Sunday, and Sunday in Germany means no trucks on the road. Prayers are duly said for a fine day so the photography can start and, with a little luck, might even finish.
This test coincided with the European Grand Prix at Nurburgring, so at the appropriate time everything stops for an Fl break while the locals cheered on Schumacher (Ralf that is, as his big brother seems even less popular with his compatriots than with the Brits).
DAY 4
The first half of the day is reserved to sort out any problems that may have shown up over the weekend. In particular, the local tachograph calibration centre is standing by to make any last-minute adjustments. After everything is sorted, battle commences with an easy autobahn trip to the most northerly part of the route and an overnight stop.
The contenders leave with a gap of up to five minutes so as not to get in each other's way.
The route consists of two laps of a 650km circuit, using autobahns to head north and tough national or A-roads south to Wurzburg. Each lap is split into three sections, with a change of test driver after each section. In addition, there is a change of trailer after every second section. The idea is that any slight variations in driving style and trailer characteristics are balanced out.
On autobahns the target is to maintain 85km/h on the level, running to no more than 90km/h downhill, and 65-70km/h on the lesser roads.
DAYS 5/6
This is the longest day. We make an early start with a full lap of the circuit before overnighting in the north again and finishing off with a half lap back to Hockenheim. Although the autobahn section has some significant hills, there is nothing tougher than Shap or Beattock on GM's Scottish route. The national road section has some challenging climbs, but they are more akin to Garter Bar than some of the A68's other short, sharp shockers.
The 1000 Point Test is designed to examine the entire truck, with all-round ability being rewarded more than isolated areas of excellence. Driving styles are intended to reflect this but, where there is a conflict between making good time or saving a drop of fuel, the outcome is likely to be the speedy option—a fact not unconnected to Germany's lower diesel cost.
DAY 7 The final day is dedicated to photography but, with luck, the bulk of the work will have been completed on Sunday. Unfortunately this time a photographer stuck in Stuttgart's traffic (at least the equal of the M25) combined with frequent changes of weather to consume the whole day.
The test process ends with an evening debriefing where all the testers' personal views are discussed so the scores for the subjective elements can be agreed on.