New Antos raises the bar
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CM has taken the new mid-range truck for a spin, and discovered that Mercedes’ latest model will be a strong supporting act for the new Actros
By Colin Barnett THROUGHOUT Daimler’s introduction to the new Antos, the word ‘focus’ kept cropping up. This referred to the intention to concentrate the abilities of the new middle-weight range into a closely deined sector: a heavy-duty local and regional distribution. The Antos’s place in the Mercedes-Benz truck range sits between the 7.5to 18-tonne Atego and the new Actros family, which caters for long-distance operations. The existing Axor will continue in production for as long as there is a demand for Euro-5.
Pulling out all the stops
With the International Truck of the Year judging deadline looming, Daimler pulled out the stops to make a selection of pre-production vehicles available to drive two days before full production began (which explains the last vestiges of testing camoulage). The example driven is an Antos 1835 LS 4x2 tractor, which was hitched to a tri-axle curtainsider, probably larger than many high street operations will use.
Like every Antos, it comes with Euro-6 emissions and automated transmission. As well as being our irst Antos drive, it was also the irst sampling of the OM936 engine. The new 7.7-litre six-cylinder, along with the other Antos engines, has already been described in detail (CM 22 March), but its technical highlights include an exhaust camshaft with variable valve timing and very high, 2,400 bar, common-rail injection pressure. Our example had the highest rated OM936 at 349hp, in a ive-version line-up that begins at 235hp. The other engine choices are OM470 (10.7 litres, 355hp-422hp) and OM471 (12.7 litres, 416hp-503hp).
As comfortable as the Actros
Settling down into the slimline day cab, we noted the same high standard of ixtures and ittings that have impressed in the Actros, although the trim is designed to be capable of withstanding more frequent cab entry/exit cycles. There’s limited storage space behind the seats but there is a large bin between them. The extended cab, with its folding 600mm width bunk, will provide room for the occasional rest – but we’re not sure how UK distribution leet buyers, who traditionally specify full sleeper cabs for residual value reasons, will view these two choices. Our drive started with an easy section of dualcarriageway but soon turned into a network of hilly country roads and tight town centres, which provided a good overview for the real-world environment the Antos is designed for. The new Actros style of much tighter suspension linkages showed itself in precise handling in tight situations, but without the nervousness that can be felt at higher speeds until familiarity takes over.
On the hilly sections, the PowerShift 12-speed gearbox had to work to keep 40 tonnes rolling with just 1,400Nm, but it never felt underpowered. On the downhills, the optional highperformance engine brake never needed more than the odd dab of the pedal to maintain order, giving a good compromise against an expensive retarder. The only negative part of our drive was when starting from rest it took longer than it should have, as though the hill start assist was holding on for too long. But overall, the Antos looks set to bring the same advances to its sector as the Actros has to long-distance haulage. ■