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New Mercs unveiled
Page 24
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M E RC ED ES-14 EN Z's longawaited 3025K eight-wheeled tipper chassis has been launched formally in Britain — and a significant new vehicle it is, too. It will be seen in public for the first time at the Scottish Show but visitors will not be able to see the important new 1314 and 1317 LN2 models which replace the heavier 1213.
The 3025K is powered by the naturally aspirated 0M422.111 V8 engine used in the 16255 tractive unit, which gives a power output of 180kW (247hp) and a maximum torque of 932Nin (687 lbft).
As standard, it has the MB G4/95 seven-speed gearbox, with hub-reduction axles giving either 4.3 or 4.769:1 ratios available.
Initial models — including the unique-in-Britain example which CM was able to try briefly last week — are fitted with the much more complex (and £1,251) more expensive) ZF 165-112 Ecosplit 16-speed gearbox from the 1625S.
The rear bogie of this 8x4 chassis is suspended on centre-pivot five-leaf parabolic springs, while the front axles sit on three-leaf parabolics.
The front axles are unusual in being of a straight beam design for increased ground clearance. The design of the front end also incorporates one unique belt-and-braces feature: a second power steering pump is driven off the output side of the gearbox, to ensure foIl steering control even in the event of a pump failure.
This feature is found only on British-market 3025Ks.
Claimed chassis-cab weight of the 3025K with a full 200litre (44 gallon) fuel tank is 8,630kg: bogie ratings front
and rear are 12.2 and 19 tonnes respectively.
Standard wheelbase is 5.125m, with a back-of-cab to end-of-frame length of 7.09m with a standard day cab: the MB M sleeper cab is available as an option.
With the 4.3:1 axles, geared maximum speed is 105km/h (64mph) while with the 4.769:1 axles it is 93km/h (58 mph). Gradeability ranges from the 24 per cent of the seven-speed high-ratio model to 33 per cent for the lowaxle I6-speed version. The standard model is priced in the UK at 09,750.
Mercedes-Benz says it is not looking for big volume sales from the 3025K: with the total market at under 2,0(X1 trucks a year and dominated by Leyland. Volvo and Foden, it would be unwise to.
But the 3025K does complete the company's tipper range which starts at the 307 and includes 7.5, 16 and 24 tonne chassis.
The 12 and I3-tonne 1314 and 1317 models mark a significant step up the range for the LN2 light middleweight vehicles, and are much lighter than the 1213 based on the 16 tonne MB chassis and tillsized cab.
The company claims a weight saving of 6(X)kg on equivalent models designed to appeal to weight-conscious operators.
The newcomers come in three basic forms: the 1314 and 1314K both powered by the 0M366 naturally aspirated 5.96 litre engine, and
the 1317, powered by the 0M366A turbocharged unit.
The power output of the 1314 engine is 100kW (134hp), while the 1317 has 125kW (169hp) to play with. The standard gearbox on all models is a five-speeder, but six speeds are available optionally on the 1317.
The tipper has the shortest standard wheelbase, of 3.09m: haulage and drawbar units start at 3.64m and go to To take advantage of the 12-tonne tax-break point, the 1314 will be available in derated form, with smaller tyres and downrated rear springs to justify the drop in vehicle excise duty from £410 to f:290 a year.
A maximum gross train weight of 24 tonnes is possible with the six-speed 1317 when running with a fully air-braked drawbar trailer. As with the smaller 814 and 1114 models, a sleeper cab is available: it reduces the available payload length by 650mm, and adds sonic 200kg to the vehicle weight.