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Competitors in every cv sector, but one

ABOUT a quarter of western European commercial vehicle output above six tonnes is produced by Daimler-Benz and around 60 per cent of its entire commercial vehicle production is exported.

The Mercedes-Benz British commercial vehicle range extends from 2.6 to 38tonnes gvw and, with the exception of the eightwheel rigid, competes in every weight sector. Since 1974 sales have grown steadily as a succession of new models have found success after passing out through the gates at Wakefield.

In 1977 Mercedes-Benz introduced a new generation of panel vans in the one to twotonne payload class. Ostensibly a van range built on a separate chassis, provides also for chassis cab variants and is specified for operation at 2.55, 2.8, 3.2 and 3.5tonne ,gvw. There are wheelbase options of 3.05m, 3.35m and 3.7m (10ft, lift and 12ft 2in), Two roof heights and diesel or petrol engines similar to those used in passenger car models.

In the 207D numerical designation identifies first weight then engine power) the OM 616 2.4-litre precombustion four-cylinder diesel engine develops 53kW 67bhp) at 4,400 rpm, while the equivalent petrol unit installed in the 210 van produces 70kW (94bhp) at a faster engine speed of 5,200rpm. Side body panels which are almost vertical make the most of internal cargo space, offering volumes of up to 9.6cum (339cuft) with full load height and easy access through large door openings at the rear.

The longest wheelbase for the 307D and 310 chassis cabs caters for body lengths of up to 4m (13ft). Others have since emulated the body style incorporating a deep sloping front screen and stubby bonnet. Sound insulation applied to the roof and floor areas helps to give the cab a car-like quality.

Between 3.5 and 7.5tonne gvw, legislation seems confused. While these vehicles can be drived by non-professionals they are subject to drivers hours restrictions, tachographs and .plating and testing regulations. This had deterred many small vehicle operators, but Mercedes-Benz has enjoyed a certain amount of success in what is a small sector of the market.

Three diesel-powered integral vans, the L407D, L508D and L608D and the petrol variant, the 410, can all be specified in chassis-cab form, providing for body lengths of between three and five metres (10 and 16ft 6in).

The Dusseldorf works' L407D and 410 models continue to use the power units of the smaller van range, giving relative torque outputs to 137Nm (100 bft) at 2,400rpm and 170Nm (1,251bft) at 2,500rpm. Both drive through a full synchromesh five-speed gearbox, incorporating a direct fifth gear ratio, to the rear axle.

Van models include a steel partition separating the cab from the load compart ment. These have an internal height, from floor to roof, of 1.6m (5ft 3m) on the shortest 2.95m (9ft 8in) wheelbase models, and 1.75m (5ft 9in) on both 2.95 and 3.5m (9ft 8 in and lift 6in) wheelbases, where 1.9m (6ft 3m) is an option. Unlike the steel floors of the smaller panel vans these models have marine plywood decking.

Drum brakes, fitted front and rear, are powered hydraulically with vacuum assistance and the park brake is connected mechanically to the rear wheels. A two-man one-day tachograph is fitted as standard on the 3.5m (9ft 8in) 4.68-tonne gvw model while the shorter wheelbase version has a speedometer.

Larger-section tyres are supplied for heavier models, but both run on 16in wheels to give an unladen platform height of less than 800mm (31.5in). Internal body capacities of 8.35, 9 and 10cu m (295, 318 and 353cuft) are all possibilities for the lighter of the two vans, while the longer wheelbase version of the heavier model provides 12 and 13cu m (424 and 259cuft) capacities.

The 2.95, 3.5 and 4.1m wheelbase versions of the 508D each have plated weights of 5.2tonnes. Where volume prevails over the requirement for payload a derated version limited to 3.5tonnes gvw and outside the 0licence requirement is available but then the maximum payload of 2.57tonnes is reduced to just 0.87tonnes.

Providing all of the body sizes of the 407D, the 508D goes two stages further with 15 and 16cu m (530 and 565 cuft) options on the 4.1m wheelbase. The increase in all-up weight is matched by the power of the direct-injection 3.78Iitre OM 314 four-cylinder diesel. This naturally aspirated unit is rated at 63kw (85bhp) with a torque of 235Nm (1741bft), but it is still takes the five speed gearbox.

At this weight Mercedes Benz vehicles progress from 12V to 24V electrical systems.

Variations in chassis dimension cater for gvws of 5.69 and 6.5tonne over wheelbase sizes of 2.95. 3.5 and 4.1m for the L608D. Apart from these weights and the use of 17in wheels and tyres overall, specifications are similar to those of the L508D. These include recirculation ball steering, semi-elliptic leaf spring suspension and 250mm (10in) single dry plate clutch.

Maximum geared speed is given as 61mphslightly faster that that for the lighter model running on 16in wheels. The Dasseldorf range comes in five standard factory paint options, listed as red orange, sky blue, papyrus white, helios yellow and sap green.

The 809/814 7.5 tonners and 1114 11 tonner, replacing the LP middle weight, are Mercedes-Benz's newest vehicles. Plastic wings and non stressed panels are used in the construction of the roomy and quiet tilt cab which is shared by all three models, providing good all-round vision.

Power steering is standard as are the full air brakes both unusual features in vehicles of this size.

The 809 has an OM 364 four-cylinder naturally aspirated diesel rated at 66kW (88bhp) at 2,800rpm, with a net torque of 266Nm (1,961bft) at 1,400rpm a combination aimed at the local operator. For long distances the extra power of the 814 is recommended, with its six-cylinder 100kW (134bhp) naturally aspirated engine producing a higher torque of 402Nm (2,961bft) geared to maintain a top speed of 108km/h (67 mph) well within that allowed by present legislation, but quicker than most existing 7.5 tonners.

Two gearboxes are specified to cater for the differences in torque input levels. Both have five speeds and the benefit of full synchromesh gearing.

Four wheelbases, from 3.15m (10ft 4in) to 4.9rn (16ft). allow a range of body types and sizes compatible to the clear frame length of up to 7.09m (23ft 3in) and body/payloads as high as 4.62tonnes. As with the two lighter models, the 1114 employs long parabolic springs to give a soft ride and to minimise body roll stabilizers are fitted to front and rear axles.

Low profile tyres fitted to all three models are not just a new fad. They help to make the load height lower. Three wheelbase variants offer the choice of body lengths up to 7.09m (23ft 3in), but here the chassis profile is deeper to match the heavier gross weight of the vehicle. Suitable levels of all-round performance with body/payloads up to 7,55 tonne are achieved with the OM 366 sixcylinder unit.

Mercedes-Benz pioneered the nonaggresive appearance for the heavy commercial vehicle and the 1213 is the lightest rigid chassis equipped with its heavy truck cab. Plated at 13.3tonnes gvw, three wheelbases provide for body lengths of up to 8.53m (28ft) and payloads of about eight tonnes.

A five-speed gearbox is included in the standard specification with a high-speed differential for motorway running. Alternatively, an eight-speed range-change box can be fitted as an option. It is powered by a naturally aspirated version of Mercedes-Benz 5.7 litre diesel engine.

In turbocharged form, this unit delivers 215kW (168bhp) at 2,800rpm and torque 490Nm (3581bft) at 1,600rpm, and is installed in the 1617. This is a two-axle rigid plated at 16.25 tonne. A short 3.9m (12ft 10in) wheelbase provides for tipper operation with a five speed gearbox driving through to a suitably matched hub-reduction axle giving good ground clearance.

For general haulage three longer wheelbases are offered. Here the eight-speed range-change gearbox with a high crawler gear is the standard fitment. The M sleeper cab can be specified where the vehicle is to be used on long-haul operations, but with some sacrifice to the maximum body length of 7.73m (25ft 4in).

Inrigid form also at 16tons is the 4 x 2 1625. With more power and stronger chassis construction including a reinforced rear crossmernber, the version is intended for drawbar use at weights up to 32ton gtw. Its 14.62litre V8 naturally aspirated OM 422.111 engine, which has a power rating of 184kW (247bhp), drives through a ZF eightspeed range-change gearbox, but ZF's 16-speed Ecosplit box is listed also. A short 4.8m (15ft 9in) wheelbase chassis offers alternative body dimensions where the normal requirements is for equal loadspace on trailer and prime mover within the 18m (59ft) overall length.

The heaviest rigid chassis available in the UK is the 6 x 4 2421K. The K designation denotes a flitched chassis for tipper/mixer operation. A wheelbase of 3.6m (lift 10in) makes it conventionally suited to a body capacity of about 12.8cum (16.6cuyd). A well proven two-spring bogie, incorporating a single-reduction drive axle, provides generous ground clearance and good vertical and crossaxle articulation. The option for fitting dufflocks may add to the vehicle's traction capability.

The tippers final drive ratio of 4.3 to 1 gives a top speed about 101km/h (63mph) and a gradiability of 1 in 3.

Mercedes Benz's eight-speed range-change box incorporating a low crawler gear is standard, but not needed for 4.2m (13ft 9in) and 4.8m (15ft 9in) tanker and general haulage chassis. A full torque power take-off drive can be taken directly off the rear of the V6 10.96-litre engine rated at 150kW (201bhp) at 2,300rpm and 770Nm (5,681bft) of torque at 1,200rpm.

Two axle tractor units 18-38 tonnes gvw

Always a strong contender in the lightweight tractive unit sector; Mercedes-Benz starts with its 1617S at 24.4tonne, but which may alternatively be specified at down plated weights of 20 and 18tonne. It shares the same power and drive line components with its rigid counterpart. Being coupled with a single axled semi-trailer, it is suited to inter-urban work. Hence, the day cab is standard, but the M sleeper cab can be specified where required.

At 32.5tonnes gvw the lightweight 1621 uses the Om 421-V6 diesel engine; the same power unit that propels the 24tonne rigid is used with a similar drive line. Alternative down plated versions at 28, 24 and 20tonne are also available with day or sleeper cabs.

For 2+3 operation at 38tonne the 16258 remains the most popular tractive unit from the Mercedes-Benz range. It is equipped with the OM 422 14.6Iitre V8 engine rated at 184kW (247bhp). A splitter adds versitility to the standard eight-speed box or, alternatively, the ZF 16-speed Ecosplit box can be supplied.

Dowplating provides alternative operational weights at 32.5, 30, 28, 24 and 20tonne with one of three cabs listed. Where the M cab is fitted the unit has an unladen weight of 6.12 tonnes ready for the road.

With a design weight of 40tonne and a kerb weight around 500kg heavier, the 1628 satisfies in part a growing preference for more pwer at maximum weight. It has an uprated version of the V8 engine developing 206kW (276bhp) and a healthy torque of 1.040Nm 7671bft). Here the ZF Ecosplit box is stipulated to match the increased torque loads.

The longest of three wheelbase dimensions is best suited to the extra large cab introduced first on the 1933, a model as yet not available in Britain. Again. downplating gives the option to operate at all of the popular intermediate weights down to 20tonne.

For the time being the most powerful machine Mercedes-Benz has to offer UK operators is the 1633S. Again, the V8 OM 422 range of engine is used, but in tur bocharged form giving an installed power output of 243kW (325bhp) at maximum speed of 2,300rpm and 1,402 (1,0341bft) of torque at just 1,200rpm.

Available with all three types of sleeper cab, this top of the range model has a design weight of 40 tonne.

3 axle tractor units 38 tonnes gvw

In its range for 38-tonne operation Mercedes-Benz offers the widest choice of any manufacturer. This includes 6 x 2 units providing easier axle/payload compatability. Purpose built for the British market. the 20258 has its positively steered axle located ahead of its drive axle.

While conventional leaf springs are employed on axles one and three, the second steered axle is suspended using air bags. Imposed load through the king pin can increase the total tractive weight to a maximum of 22.35tonne with a 6.62, 6.06 and 10.44tonne individual axle split. Power and drive line are similar to those of the equivalent 4 x 2 model.

The 2028 has been well proven in recent years in Germany. It follows along the lines of the 1625 specification, but, with twin steer, employs full interlinked air suspension on both rear axles. As well as providing very good ride, it incorporates a manual load transfer device to assist traction for those difficult underwheel conditions.

Its UK plated weight is 20.33tonne. Where the 1633 is the top of the 4 x 2 tractive unit range, the 2033 must be considered as the company's flag ship with the luxury 'E. sleeper cab and 6 x 2 axle configuration. Monoframe chassis sidemembers combine strength with lightness based on an overall axle spread of 3.8m (12ft 5.5in). It's turbocharged engine drives through a 16-speed transmission to a conventionally sprung drive axle. MercedesBenz 6 x 2 tractive units can be downrated to 32.50 tonnes for those who may require it.